Table of Contents

Title Page
Declaration
Acknowledge
CHAPTER 1 GENERAL........................................................................................................... 1
1.1 Introduction ...................................................................................................................... 1
1.2 Back Ground of Highway Project .................................................................................... 1
1.3 Objective of the study ...................................................................................................... 2
CHAPTER 2 DETAILED PROJECT REPORT ....................................................................... 3
2.1 Objective .......................................................................................................................... 3
2.2 General methodology ....................................................................................................... 3
2.3 Scope of consultant in DPR Preparation .......................................................................... 4
2.4 Chapters Discussed in case study of DPR ........................................................................ 5
2.5 Role of consultant in pre constructions phases ................................................................ 6
CHAPTER 3 CASESTUDY ANALYSIS ON TWO DIFFERENT HIGHWAY PROJECTS . 7
3.1 Chapters that are covered in DPR .................................................................................... 7
3.1 .1 Project background ................................................................................................... 8
3.1.2 socio-economical analysis of project ....................................................................... 10
3.1.3 Engineering surveys and investigations .................................................................. 12
3.1.4 Analysis and interpretation of survey and investigations ........................................ 17
3.1.5 Traffic survey and demand forecaste....................................................................... 29
3.1.6. Design standards ..................................................................................................... 33
3.1.7 Cost estimate............................................................................................................ 36
3.1.8 Environmental aspects ............................................................................................. 39
3.1.9 Economic and financial analysis ............................................................................. 44
3.1.10.Conclusion and Recommendations ....................................................................... 47
CHAPTER 4 ............................................................................................................................ 48
4.1 Learning and Observations............................................................................................. 48
REFERENCES.................................49
QUESTIONNAIRE..50

Chapter 1
GENERAL
1.1 Introduction
A Thoroughfare is a transportation route connecting one location to another.
Road, Highway and trails are the examples of thoroughfare used by a variety of
traffic. On land a thoroughfare may refer to anything from a rough trail to a multilane highway with grade separated junctions on water a thoroughfare may refer to
a strait, channel or waterway.
Road is a thoroughfare, route or way connecting two places which can be paved
or unpaved to allow travel by some means of transport. Road consists of one or
two carriageways or more lanes and may consist sidewalk. Roads that are
available for use by the public may be referred to as public roads or Highways.
Highway is any public road or other public way on land. It is used for major
roads, but also includes other public roads and public tracks. It is not an
equivalent term to freeway or a translation for autobahn or auto-route.
1.2 Back Ground of Highway Project
Highways are important means of transportation for public. They one of the infra
projects that has direct effect on nations economy. They also play important role
in mobilising goods and products from one place to another. Highway are main
transit for people because of their connectivity. They biggest means of transport
handling almost major part of traffic in today life. Government is at most
important to develop highway network the projected investing by year 2020 is
around 1,20,000 crores. India is expected to build at-least 30,000 km of national
and state highway roads in the next few years. Though highway construction
requires more use of natural resources to construct they are still encouraged due to
its accessibility and ease to use.
1.2.1 Phases in Highway Project
Phase 1: Plan
Phase 2: Design
Phase 3: Construct
Phase 4: Maintain

Phase 1: Plan
The first step to a good construction process is to plan. It is to identify the needs
of the transportations in the area and of the road. Teams must thoroughly examine
the road and define the project in order to get approved from appropriate officials.
Make sure that the project selected is going to actually enhance the roads.
1

Phase 2: Design
After a plane is defined the design can be prepared. Designers develop project
designs to meet transportation needs especially in the event of a new road being
developed or lanes being added to an existing road. If additional property must be
purchased or arranged that would enter into this phase as would an review of
environmental concerns or land in the area that might impacted by the project.
Once the design plans are completed then bids for work can be solicited and
awarded. Various factors are considered to design include location, terrain and
soil properties, drainage capabilities, traffic volume, nature of traffic ,possible
future development in area, effect on environment or nearby residents.

Phase 3: Construct
With both planning and designing completed and contractor is also on board
construction can begin there are two steps in construction

Earthwork
Paving

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

establishes a stable foundation. A roadway with a substandard foundation will fail
prematurely. That is why the roads base layers are as important as the finished
surface.
Paving is done on the road bed after all the bottom layers are completed. The last
layers of the highway are paved with pavers. These layers are most costly
compared to all other layers in pavement. The pavements are classified mainly
depending upon top layers.

Phase 4: Maintain
The road is finally open to traffic or COD is done in the project finally after
construction of highway. The last phase of the highway project is maintenance.
This is also important phase of the process because it will increase the life time of
the road.
1.3 Objective of the study
As many of us know mainly about construction phase methods followed to
construct and make final output or complete the project. So report is mainly
prepared to know the phases that are involved before the construction actually
takes places. It also shows importance of plan, design phases to actually make
construction complete on time with high quality and low maintenance.

CHAPTER 2
DETAILED PROJECT REPORT
2.1 Objective

The main objective of DPR preparation is

To evolve the best possible alignment of the proposed road connecting possible
obligatory points.
To carry out the engineering, economic and initial environmental and social studies of
the proposed road.
To carry out the detailed engineering design of proposed road and bridge works and
prepare cost estimates for obtaining sanction of the project.

2.2 General methodology

The steps involved in preparation are us under

Topography survey
Selection of alignment
Soil survey
Material survey
Hydrological survey
Traffic estimate
Pavement design
Drainage plan
Design of cross-drainage work
Preparation of land Plans
Preparation of road drawings
Preparation of drawings of cross drainage works
selection of specifications
Preparing quantities
Analysis of rates
Socio-economical analysis of project
Environmental aspects
Estimate
Preparation of DPR document

2.3 Scope of consultant in DPR Preparation

The scope of the report is

To conduct preliminary and detailed survey including reconnaissance, preliminary

survey, pegging and trace cutting, final survey etc are carried out with help of IRC
codes and specifications.
To Collect inventory data and to conduct condition survey of roads, bridges, culverts
etc as per IRC SP: 19-2001
To Prepare strip plan showing the existing road land width, utility services (both
above and below ground level).
To prepare video filming on compact disc along the project stretch.
Collect socio economic data of the project area.
Determine the composition and thickness of existing pavement.
Digging test pits at least 1m below the underside of the lowest pavement layer
wherever pavement condition changes or at 2 km intervals whichever is less. Conduct
soil tests on the soil samples relevant with IRC standard.
Conduct representative CBR test on the existing sub-grade as per IRC:37 in
alternative kms.
Collect information about hydrology e.g. catchment characteristics, rainfall,
stream/channel characteristics, design discharge, linear waterway, scour depth etc.,
for all cross drainage works and bridges.
Do drainage studies indicating general drainage pattern, HFL, water level, seepage
flow, etc and prepare drainage design as per IRC guidelines.
Do investigate for naturally occurring materials and identify suitable quarries for
these materials.
Conduct tests for the physical strength characteristics of aggregate materials as per
relevant IRC standard.
Trial pit should be dug at each culvert location as per IRC SP:13 and to carry out geotechnical investigation and sub-surface exploration at all the proposed
locations as per (IRC:78)
Carry out studies for environmental clearance requirement as per the guidelines of
MOEF and IRC SP-19-2001.
Prepare Detailed Design of road in all respect including the geometric design of
road, pavement, culverts and bridges.
Prepare detailed working drawings good for construction, prepared in international
standard using CAD, containing all details required for execution of the project.
Prepare Bill of Quantities and estimate on current.

2.4 Chapters Discussed in case study of DPR

The report is mainly prepared on these particular topics that are followed to prepare
detailed project report for a highway project.
Project background
Under this topic we will mainly discuss about how a project is started, how it is
managed, how it planed, need for project, location of project, type of work carried out
and clients who conducted prepared the report.
Socio- Economical analysis of Project
It discusses the living standards of people where the project is going to take place, the
population, area, etc. It tells the social and economic life of people that are going get
effected by the project. Tells about main occupation of people that getting effected by the
project urbanisation of area, sources of income people mainly depend upon. Finally the
report how people could get effect due to the project.
Engineering Surveys and Investigations
This topic mainly discusses about the important surveys and investigation that are carried
out to prepare a report and to know the alignment and condition of road, bridges, cross
drainage works, materials availability, type of land and tests to be carried on them to
know condition.
Analysis and Interpretation of Surveys and Investigations
After collect data through design procedures they are analysed to make changes in the
design and locations. This stage is very important because all the data obtained is
carefully studied to estimate effect if change is made.
Traffic survey and Demand forecast
This survey is very important because the design of pavement is fixed through this
survey and type of traffic, goods that are moving on the road can also found out. Demand
is forecasted based on the data collected by using various methods.
Design standards
Design is very important for success of the project all results and data that obtained from
previous studies are taken as input to design various elements in highway project. The
standards and codes that are given by MORT&H, IRC and IS are carefully followed to
make design successful and economical.

Cost Estimate
The cost estimate is prepared after all designs are finalized and depending on this project
cost can be known.

Environmental aspects
All the environmental aspects are taken into consideration that are going get directly or
indirectly getting effected due to the project. Environment and safety on-site and off-site
are given due importance.
Economic and Financial Analysis
Economical and financial analysis helps in the mobilising funds and knowing
economical interest rate of return (EIRR) and financial interest rate of return (FIRR)
over entire toll period of the project.
Conclusions and Recommendations
After carrying various studies and investigations the consultants who carried out DPR of
the project comes out with some recommendations and suggestions that should be
followed to make project more successful.

2.5 Role of consultant in pre constructions phases

The consultants hired to prepare the DPR also does the following reports before
constructions starts at site.

Feasibility Study Report

Preliminary Project Report
Detailed Project Report and
Preparation of Tender Documents

CHAPTER-3
CASESTUDY ANALYSIS ON TWO DIFFERENT HIGHWAY PROJECTS

3.1 Chapters that are covered in DPR

The DPR is mainly prepared on these particular elements which discusses about procedures
that are involved during various stage that are followed finally to prepare Detailed Project
Report of Highway project.

Chapters

Topics

3.1.1

Project background

3.1.2

Socio-economical analysis of project

3.1.3

Engineering surveys and investigations

3.1.4

Analysis and interpretation of survey and investigations

3.1.5

Traffic survey and demand forecast

3.1.6

Design standards

3.1.7

Cost estimate

3.1.8

Environmental aspects

3.1.9

Economic and financial analyses

3.1.10

Conclusions and recommendations

3.1 .1 Project background

s.no
1

sub headings
Project is initiated by:

Project taken forward by

Project location

project 1

project 2

The Ministry of External Affairs (National Government of Rajasthan

Security Council Secretariat, NSCS)

The National Highways Authority of India Rajasthan State Road Development Co-operation
(NHAI).
Barabanki-Bahraich-Nanpara-Rupaidiha/IndoThe project road starts from Km 12 at Keer Ki
Nepal Border in Uttar Pradesh. The total length of Choki and ends at Km 79.800 at Salumber, in
road is 154 kms.
Udaipur District on SH-53.

Road type

National Highway NH-28C

State highway of Punjab SH-53

Upgrading

Recognising the need for improvement of arterial

routes the roads are being updated to 2-lane NH
Standards.

The present project is for 2-laning the existing

road to NH standards with MORT&H guidelines .

Objective

The objective is to upgrade the roads connecting

major cities with the check posts at Indo-Nepal
border.
To provide connectivity of these project road
sections with East-West Corridor, this is also part
of National Highway Development Project
(NHDP).

Understanding the importance of Infrastructure

Government of Rajasthan (GOR) has decided to
develop selected state roads to IRC standards
through Rajasthan State Road Development CoOperation.

Continued
s.no
1

Sub headings
Client

Project 1
The client of the project is National Highway
Authority of India (NHAI)

Project 2
The project client is Government of Rajasthan
and Rajasthan State Road Development Cooperation (RSRDC)

Consultant for DPR

preparation

RITES (Rail India Technical and Economic

Service) Highway division.

Frischmann Prabhu (India) Pvt. Ltd

DPR Details about

DPR is for Rehabilitation and Upgrading to 2Lane NH standards for 4 Roads in UP/Bihar
terminated at Check Post (Jogbani, Raxaul,
Sonauli and Nepalganj Road) on the Indo-Nepal
Border.
The report is commonly speaks about all the five
packages but explains more detailed about
package-1 of the project which is part of NH-28C.

The detailed project report is prepared mainly fort

the road which starts at Km 12 at Keer Ki Choki
and ends at Km 79.800 at Salumber, in Udaipur
District which is part of SH-53 and is grade
intersection of NH-76.

Observations: Here both the projects are will be taken on BOT method. Project 1 is NH-28C which has NHAI as client. Project-2 is
taken by Rajasthan state Government and it the client which is state highway SH-53. Both the projects are to construct road to 2-lane
Highway standards.

3.1.2 Socio-Economical Analysis of Project

s no
2

Sub headings
General

State
Population
Area (sq km)
Density(person/sq km)
Urban population
Literacy Rate

per-capita income

Per capita Income

Analysis

Project 1
Project has direct influence on states of Eastern
Uttar Pradesh and Northern Bihar.
Uttar Pradesh
166,052,859(2001)
236286
689
20.77%
57.36%

Bihar
82,878,796
94163
880
10.47%
47.53%

Project 2
The GOR realized the role and importance of the
SHs and focused on improving the SHs to
balance regional growth and land development.
Rajasthan
27,704,306(2011)
3,42,239
201/KM2
24.87%
67.68%

The per-capita income for Uttar Pradesh is

Rs.5610 in 2002-03.
The per-capita income for Bihar is Rs.4768 in
2002-2003.

The per-capita income for Rajasthan is Rs.39967

in 2012-13.

The trend analysis for the per capita income was

done by both methods annual compound growth
rate method and log regression method. In these
project the per-capita income for past ten years is
taken to analysis.

The trend analysis for the per capita income was

done by both methods annual compound growth
rate method and log regression method. In these
project the per-capita income for past ten years is
taken to analysis.

10

Continued
s no
2

Sub headings
Net Sate Domestic
Product (NSDP)

Occupation

Project 1
Net State Domestic Product is an indicator of
economic strength of the state and the same
reflects the growth in freight traffic and overall
economic performance of the state.
The NSDP of Uttar Pradesh at constant prices is
Rs.96,011 crores in 2002-03.
The Net State Domestic Product NSDP of Bihar at
constant prices is Rs.30,018 crores in 2002-03.

The people depend on agriculture as main source Income is

of income in both states.
activities.

Project 2

mainly from

agricultural

based

Observation: The main observation in project-1 is most of the road is passing through Uttar Pradesh and some part is passing
through Bihar so Uttar Pradesh has more effect from project than Bihar, most of the project land is Agricultural land. In project-2
land is barren and Agricultural land. The road is state highway and effect of the road is on state of Rajasthan only.

11

3.1.3 Engineering Surveys and Investigations

s.no
3

Sub headings

Primary Surveys and

investigations

Inventory

Project 1
The consultancy has carried out various flied
studies and Engineering investigation to collect
necessary data for preparing DPR of the required
project. The primary Surveys and investigations
consists of
Inventory
Condition survey
Pavement Investigation
Sub- soil investigation
Topographic survey
Traffic survey
Environmental and social surveys
Approach for field Investigation
The team
Communication
Existing Data and Information

Project 2
The consultancy has carried out various flied
studies and Engineering investigation to collect
necessary data for preparing DPR of the required
project. The primary Surveys and investigations
consists of
Inventory
Condition survey
Pavement Investigation
Sub- soil investigation
Topographic survey
Traffic survey
Environmental and social surveys
Approach for field Investigation
The team
Communication
Existing Data and Information

Road Inventory
Road Inventory
Detailed inventory was carried along the road and Detailed inventory was carried along the road and
relevant information was collected
relevant information was collected
Terrain (plain/rolling/hilly)
Terrain (plain/rolling/hilly)
Land use
Land use
Formation width
Formation width
Carriage way details (type, width, condition)
Carriage way details (type, width, condition)

12

Continued
s.no
3

Sub headings

Project 1
Shoulder details (type, width, condition)
Embankment height/depth of cut
Cross road details(location, road no, type, width,
direction of crossing).
Right of way (row) is verified
Cross Drainage Structures and Bridges
The details of structures are collected by inventory
and reconnaissance study. The following are the
details that are collected
Culvert no and bridge no, Location, Type of
structure, span Arrangement and total water way,
carriageway width (m), width of culvert (m),type of
expansion joint ,type of bearing, type of super
structure and sub structure, bed material, Foot path
width, type of railing/parapet, protection work
provided.

Project 2
Shoulder details (type, width, condition)
Embankment height/depth of cut
Cross road details(location, road no, type, width,
direction of crossing).
Right of way (row) is verified
Cross Drainage Structures and Bridges
The details of structures are collected by inventory
and reconnaissance study. The following are the
details that are collected
Culvert no and bridge no, Location, Type of
structure, span Arrangement and total water way,
carriageway width (m), width of culvert (m),type
of expansion joint ,type of bearing, type of super
structure and sub structure, bed material, Foot path
width, type of railing/parapet, protection work
provided.

Condition survey

Condition survey
Road and pavement ,cross drainage structures,
bridges and structure, riding quality (surface
Unevenness)
Pavement condition survey
Riding quality,
Pavement
condition(cracking,ravelling,potholing,rut,patching)

Condition survey
Road and pavement ,cross drainage structures,
bridges and structure, riding quality (surface
Unevenness)
Pavement condition survey
Riding quality,
Pavement
condition(cracking,ravelling,potholing,rut,patching

13

Continued
s.no
3

sub headings

Shoulder condition and

edge drop

project 1
Shoulder condition (fair/poor/failed)
Embankment condition (good/fair/poor)
Road side drain (non existing/partially
functional/functional) and
Special problem

project 2
Shoulder condition (fair/poor/failed)
Embankment condition (good/fair/poor)
Road side drain (non existing/partially
functional/functional) and
Special problem

Shoulder condition and edge drop

Shoulder condition and edge drop

Conditions of Shoulder were also collected. Conditions of Shoulder were also collected.
Pavement edge drop & Shoulder condition Pavement edge drop & Shoulder condition
(fair/poor/failed)
(fair/poor/failed)
Embankment condition

Embankment condition

The entire project road length is having low height of The entire project road length is having low
embankment (0 to 1.5m) excluding at approaches of height of embankment 0.3 to 1.0m in fill sections,
bridges.
while cut varies from 1 to 4 meters .
Road Roughness

Road Roughness
Roughness Survey was carried out by using the
Transport and Road Research Laboratory (TRRL)
response type VMBI (Vehicle Mounted Bump
Integrator.

Road Roughness
The Roughness Survey was carried out by using
the Transport and Road Research Laboratory
(TRRL) response type VMBI (Vehicle
Mounted Bump Integrator.

Bridges and Structures

Approved (GAD) General agreement drawing. The

bridge condition survey was planned and carried
out so that both qualitative and quantitative

Approved (GAD) General agreement drawing.

The bridge condition survey was planned and
carried
out so that both qualitative and quantitative

14

aspects of the distresses/deficiencies could be

examined.
The following components of the bridges were
evaluated:
Wearing coat, kerb, footpath and railing, expansion
Joints, Drainage system and spouts, exposed
reinforcement ,bearings and components of bridges
Pavement
Investigations

Trail pit investigation

Sub-grade investigation
Geo-technicalInvestigation and sub-soil Exploration
For Bridges/ROBs/Grade Separators/Underpasses
For Road works
The soil samples that are collected from each
location and required laboratory tests are conducted
to know their properties. The following are different
types of test conducted
Grain size distribution, hydro meter analysis for
clay soils, natural field density and moisture content
Atterberg limits(LL.PL and PI), shear properties,
shrinkage properties and soil classification.

Benkelmen Beam
Deflection Test

Benkelmen Beam Deflection Test

The Consultants carried out the deflection test

aspects of the distresses/deficiencies could be

examined.
The following components of the bridges were
evaluated:
Wearing coat, kerb, footpath and railing,
expansion
Joints, Drainage system and spouts, exposed
reinforcement ,bearings and components of
bridges
Trail pit investigation
Sub-grade investigation
Geo-technicalInvestigation
and
sub-soil
Exploration
ForBridges/ROBs/GradeSeparators/Underpasses
For Road Works
The soil samples that are collected from each
location and required laboratory tests are
conducted to know their properties. The following
are different types of test conducted
Grain size distribution, hydro meter analysis for
clay soils, natural field density and moisture
content
Atterberg limits(LL.PL and PI), shear properties,
shrinkage properties and soil classification.
Benkelmen Beam Deflection Test
The Consultants carried out the deflection test

15

Continued
s.no
3

Sub heading

Environmental & Social

Studies

Project 1
Topographic survey for bridges are also carried out.

Project 2
sophisticated electronic survey equipment like
Global Positioning System
Topographic surveys for bridges are also carried
out.

Environmental and Social studies were carried in

conformity to Term of Reference and based on
the collected data & its analysis, the reports were
prepared and submitted separately during
Preliminary Project Report (PPR)

Environmental and Social studies were carried in

conformity to Term of Reference and based on
the collected data & its analysis, the reports were
prepared and submitted separately during
Preliminary Project Report (PPR)

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

16

3.1.4 Analysis and Interpretation of Survey and Investigations

s.no
Sub heading
Project 1
4
General
Package-1 details
Road section
: Barabanki Bahraich
Chainage details : 2.30-94.6 (NH-28C)
Length
:92 kms
Inventory
Terrain and Land Use
Distribute of land usage(kms)
Agricultural-72.6
Built-up Area-14.6
Barren land-4.8
Bridges and structures
Major bridges
Minor
Bridges
ROBs
VUPs
Total

02
46

Project details
Road section : Keer Ki Choki to Salumber - SH53
Chain-age details:12+000 to 79+800 kms
Length :67.8 kms
Terrain and Land Use
Project road lies in the plain and rolling terrain at
few locations it is hilly terrain. Other than builtup/settlement most of the land is Agricultural
and barren land. Some part is shared by canals
on road sides.
Bridges and cross drainage works
Major bridges
Minor Bridges
Culverts
ROB
Total

00
00
48

Cross Drainage Structures

Major CDs are pipe culverts
Single Pipe
Double Pipe
Three Pipe
Four Pipe
Slab

Project 2

04
17
05
02
18

01
2
132
01
136

Drains
Drainage system should be developed as existing
shoulder slope does not facilitate proper
drainage. In urban area there is no dedicated
drainage outlet as a result water is seen
completely on road shoulder.

17

Continued
s.no
4

Sub heading

Project 1
Arch
Box Culverts
total

Conditional survey

01
26
73

Project 2
Road junctions
The total number of junctions along the road
project are 76 in number.

Road and pavement

Present road is single with single lane
carriageway with width ranging from 3 m to
5.5m and soft shoulder on either sides and C.C
pavement is present in short stretches of urban
area. The pavement condition ranges from fair to
good expect at few locations, with some defects
like bleeding , cracking and rutting are also
observed. Overall quality through the stretch can
be classified as good to fair.
Cross Drainage Structures
The majority of CDs are pipe culverts and minor Cross Drainage Structures
The road stretch contains cross drainage Works
are box culverts. Their
of which majority are pipe culverts and some are
Minor distress
13
box culverts. Proposals have been made to
Totally damaged
30
reconstruct and widening depending upon
Choked
30
requirement. The 0.45 dia present pipes are
Good condition
55
replaced with 0.6 dia pipes.
Total
73
No data is available for newly proposed CDs
Bridges & Structures
Bridges & Structures
The condition survey for Bridge and Structures are The road stretch contains 1 one major bridge , 2
conducted and the some of the structures are minor bridges and ROB all these structure have
been
have been made to reconstruct and
proposed for maintenance and some are rebuilt.
widening depending upon requirement
Road and pavement
Riding quality-91% (poor to very poor)
Pavement condition
Cracking-90.4% of road on visualisation
Ravelling-distress at 0-5 is 43.7%
Potholes-60% of road has
Patching-60% does not have

18

Continued
s.no
4

Sub heading

Project 1
Based on demand and future traffic some new
structures are proposed for some their alignment is
also changed.
Eliminated in
01
Realignment
minor repairs
44
Reconstruction
03
Newly proposed
14
Minor Bridges
03
ROBs
04
VUPs
07
Distresses Observed in Bridges
Super structure
Spalling in concrete
Wearing Coat
scaling
and
undulations
Kerb
Cracks,
spalling
and
exposed
reinforcement
Railing
Cracking
and
Spalling
in
Concrete.
Reinforcement is
exposed
and
corroded
Foot path
Slabs are damaged

Project 2

19

Continued
s.no
4

Sub heading

Project 1
No distresses
clogged with debris
Covered
with
Bituminous overlay
Approach Slabs Damaged
need
replacement
Plastering
is
Wing/Retaining damaged and weep
walls
holes are blocked
Substructure Piers
and
Piers/Abutments Abutments plaster
is badly damaged.
Poor condition of
piers
and
Abutments
Hydraulics
Vegetation growth
and copping

Project 2

Expansion joint
Drainage spouts
Bearings

Repairs And Rehabilitation of Bridges

Damaged structures shall be replaced wherever
required. Damaged /missing portions parts of
structures also should be repaired.
Bridges with RCC Solid Slab Superstructures
Edges of solid slab show Spalling of concrete. The
reinforcement, which has corroded, shall be sand
blasted and additional reinforcement,

Repairs And Rehabilitation of Bridges

Damaged structures shall be replaced wherever
required. Damaged /missing portions parts of
structures also should be repaired.
Bridges with RCC Solid Slab Superstructures
Edges of solid slab show Spalling of concrete.
The reinforcement, which has corroded, shall be

20

Continued

Total
Crust
(mm)

Sub base
(mm)

WBM
(mm)

DBM
(mm)

Loca
-tion

Total
Crust
(mm)

Sub base
(mm)

WBM
(mm)

Total
Crust
(mm)

Sub base
(mm)

BT&DB
M
(mm)
WBM
(mm)

L
60
160
150
370
L
35
160
100
295
Remark: sub-base is brick soling
Chain-age: 47.000 km
Based on these investigation new pavement
compositions are
Loca BT
WBM
Total
Tion (mm) (mm)
Crust
(mm)
R
30
150
180
Remark: Base and Sub-base combined made of
WBM
12 to 40+70 250
250
610
23+000
Loca
-tion

Pavement Investigations

Project 1
Project 2
if required, shall be welded to the existing reinforce
ement before Guniting.
Trial pit investigation
The details of existing pavement composition The details of existing pavement composition
obtained from trial pit investigation are summarised obtained from trial pit investigation are
below
summarised below
Chain-age: 2.000 km
BT
(mm)

Sub heading

Loca
-tion

s.no
4

21

Continued
s.no
4

Sub heading

Project 1
Chain-age: 2.000 km
Loca BT
WBM
Total
Tion (mm) (mm)
Crust
(mm)
L
35
300
335
Remark: Base and Sub-base combined made of
WBM

Project 2

Sub-grade Investigation
Two stage investigations were carried for the Two stage investigations were carried for the
proposed improvement. These are:
proposed improvement. These are:
Investigation on existing sub-grade of existing 2lane pavement:
The sub-grade samples were collected from the trial
pits under the existing 2-lane road and the
physical and strength characteristics were evaluated
using laboratory testing
Investigations for the soil supporting on the
proposed widening/new 2-lane road:

Investigation on existing sub-grade of existing 2lane pavement:

The sub-grade samples were collected from the
trial pits under the existing 2-lane road and the
physical and strength characteristics were
evaluated using laboratory testing
Investigations for the soil supporting on the
proposed widening/new 2-lane road:

The Consultant carried out the work of borehole for

a depth of 2m at 2 km intervals and/or where ever
the change in soil property was visually established
during the field study to meet the required TOR for
soil investigation.

The Consultant carried out the work of borehole

for a depth of 2m at 2 km intervals and/or where
ever the change in soil property was visually
established during the field study to meet the
required TOR for soil investigation.

22

Continued

94.
00

1.91
0

11 22

21

72

05

06

IS classification

26

Project 2
The soil samples collected are tested on laboratory
tests conducted are MDD,OMC, sieve analysis,
consistency limits, CBR tests and shear tests are
conducted on soil samples.

C
B
R
9

CL-ML

Consistency %
limits

Particle Size (%)

OMC %

MDD gm/cc

Chain-age(km)

Project 1
Brief result of sub-grade investigations are presented
below

Test Pit. No

Sub heading

SG1 RHS

s.no
4

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

clay.
Consistency limits are of the order- liquid limit,
plastic limit, plasticity index.
CBR 0rder- Un soaked, Soaked.
Apart from above mentioned tests
Natural field density and moisture content
Shear Properties (C,), shrinkage properties of soil
are also known.
.

23

Continued
s.no
4

Sub heading
Geo-technical
investigations and sub
grade exploration

Project 1
Geotechnical investigations were done out along the
project road on the proposed widening side
depth of 2m from the existing natural ground level
All the above mentioned tests are conducted in
laboratory to know the properties of soil.

Project 2
Geotechnical investigations are carried out along
the project stretch on the proposed widening side.
Boreholes were made up to 2m depth from the
existing natural ground level.

All the above mentioned tests are conducted in

The results of existing ground soil properties at three laboratory to know the properties of soil.
depths are collected
No specific data of test results is given
0.5 meter 1.00 meter 1.50 meter
The samples are collected and tests are carried out
separately and their results are knows. Brief vales of
test results are given below.
s.no Existing Atterberg
chainage limits
(km)
PL PL PI

Soil
group
(IS1498)

At surface (0.5 m)
1

14.0

31

20

11

CL

20

10

CL

20

11

CL

At surface (1.0 m)
2

14.0

32

At surface (1.5 m)
3

14.0

31

24

Continued
s.no
4

Sub heading
Benkleman Beam
Deflection Test

Project 1
The Consultants carried out the deflection test for
existing two-lane pavements.IRC:81-1997.
Testing is carried out according to guidelines of IRC.
Rebound method is with a truck mounted with axle
load of 8,170 kgs.
Deflection test is done as per following scheme:

Control line testing

Mainline testing

Deflection test is carried out at very 500m along the

entire project. The deflection testing was carried for
each 100 m long homogenous road segment along
the project road sections.

Project 2
Consultants carried out deflection test for existing
two-lane pavements.IRC:81-1997.
Testing is carried out according to the guidelines
of IRC. Rebound method is with a truck mounted
with axle load of 8,170 kgs.
Deflection test is carried out as per following
scheme:

Mainline testing and

Control line testing

Deflection test is carried out at very 500m along

the entire project. The deflection testing was
carried for each 100 m long homogenous road
segment along the project road sections.

Based on data collected and analysed, a summary of

Characteristics Deflection is presented below:

25

Continued
s.no
4

Sub heading

Project 1
Package
id

Project 2

(%length)
Corrected characteristics
Deflection (mm)

0-0.5

0.5-1

1.01.5

>1.5

0.0

15.0

52.0

33.0

Construction Materials
Sand
Sufficient quantity of sand is available from Ghagra
River bed, access to the project road.
Crushed Stone Aggregate
Due to the poor quality of material along the project
site, stone aggregate from Lalkuan, which is being
used in NH project can be used for this project.

Sand
Sufficient quantity of sand is available from
Ghagra River bed, access to the project road.
Crushed Stone Aggregate
Due to the poor quality of material along the
project site, stone aggregate from Lalkuan, which
is being used in NH project can be used for this
project.

Construction water
water in the project corridor is under ground
Water in the project corridor is under ground water.
water. The water used is with PH values that are
The water used is with PH values that are good for
good for construction
construction.

26

Continued
s.no
4

Sub heading

Project 1

Project 2

Bitumen

Bitumen

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

Baroda Refinery and is available in sufficient
quantity. 60/70-grade bitumen is recommended for
project road on consideration of traffic, rainfall and
other environmental condition

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

nearest Refinery. 60/70-grade bitumen is
recommended for project road on consideration of
traffic, rainfall and other environmental condition

Cement

Cement

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

Portland Slag and Portland Pozzolona confirming to
relevant IS standards are readily available in the
market in sufficient quantity, and also, would be
directly supplied by the manufacturer to the project
site for such a huge quantum of work and may be at
rebated price.

Cement of all varieties/types i.e. Ordinary

Portland, Portland Slag and Portland Pozzolona
confirming to relevant IS standards are readily
available in the market in sufficient quantity, and
also, would be directly supplied by the
manufacturer to the project site for such a huge
quantum of work and may be at rebated price.

Reinforcement Steel

Reinforcement Steel
Reinforcement steel confirming to relevant IS Reinforcement steel confirming to relevant IS
standard is readily available in market.
standard is readily available in market.

27

Continued
s.no
4

Sub heading
Topographic survey

Project 1
Consultants have carried out detailed topographic
survey along the proposed road alignment using state
of art, accurate and sophisticated electronic survey
equipment like Global Positioning System (GPS).
Bridges
Topographic survey was carried out for the bridges
and structures in order to get the land information.
These is done to know land details if the alignment of
bridge is changed in the available ROW in horizontal
direction and in longitudinal section also the same
process is done.
Underpasses
Total 7 underpasses have been proposed based on the
importance of the crossroad

Project 2
Consultants have carried out detailed topographic
survey along the proposed road alignment using
state of art, accurate and sophisticated electronic
survey equipment like Global Positioning System
(GPS).

Observations: This chapter is very important because all the survey and Investigations that are carried out can be understood from the
results that are obtained. The road condition of project-1is in poor condition than compared to project-2. The crust thickness of
pavement of project-1 is more when compared to project-2. ROW of project-1 is more than project-2.

28

3.1.5 Traffic Survey and Demand Forecast

s.no
5

Sub headings
General

Project 1
Project 2
Traffic survey is conducted to know vehicle mix, Traffic survey is conducted of total project and
loading pattern and directional flow, Classified Volume required data is obtained and demand for-cast is
Count and Axle Load surveys of total project and prepared depending on these results. The volume
required data is obtained and demand for-cast is count stations were identified based on
prepared depending on these results. The volume reconnaissance survey and discussions with the
stations were identified based on reconnaissance RSRDC officials.
survey and discussions with the NHAI officials.

Traffic survey methods Classified Volume Count Survey

Classified Volume Count Survey
Speed-Delay Survey
Speed-Delay Survey
Origin-Destination Survey
Origin-Destination Survey
Axle Load Survey
Axle Load Survey
Turning Movement Survey
Turning Movement Survey
This
survey
is
conducted
at
three
different
places
for
Classified volume count
a period of 24*7 hr/days in year 2004
This survey is conducted at three different places
for a period of 24*7 hr/days
Station id
Place
Date
Station id
place
Tvc-1
Barabanki
8/6 to 14/6
Tvc-1
keer ki chowki
Tvc-2
Ghaghra
8/6 to 14/6
Axle Load survey
Tvc-2
Bhinder and bomora
Tvc-3
bahraich
7/6 to 13/6
Tvc-3
salumber
It was carried out for commercial traffic both-ways at
one location for each project road sections for 24 hrs

It was carried out for commercial traffic bothways at one location for each project road
sections for 24 hours. Axle load surveys are

29

Continued
s.no
5

Sub headings

Project 1
Axle load surveys are carried out to arrive at a
reasonable estimate of equivalent standard axle load
on the project road pavement. The locations are same
as for TVC survey. Axle load survey was carried out to

Project 2
carried out to arrive at a reasonable estimate of
equivalent standard axle load on the project road
pavement. The locations are same as for TVC
survey.

get the spectrum of loading pattern, which is affecting the

pavement and also to arrive at Vehicle Damage factor
(VDF) for design of pavement. Consultant made use of

WL 103 portable Wheel Load Weigher. The VDF for

2-axle truck in Section-1 are on higher side due to
overloading of commodities like stone aggregates,
sand and cement.
Turning Movement
survey

It has been carried out at 3 important junctions for 12

hours to capture the peak hour flow. The location
were given Ids as L28C1, L28C2, L28C3.
chainage(km) Description
Date
94+600
NH-28 Junction 16/6/04
55+000
Jarwa Road Jn
15/6/04
4+870
Chahlari road jn 15/6/04
At 2 intersections i.e. km 94.668 with NH-28 and km
13.000 with Madhubani-Motihari Road peak flow was
recorded between 1000-3000 pcu/hour. The peak flow
was recorded at km 94.668 intersections with NH-28 and
km 13.000 with Madhubani-Motihari Road is 1698
pcu/hour and 1498 pcu/hour respectively.

This survey conducted in important junctions of

the project to know important turning
movements. The is gives idea in understanding
the percentage of traffic getting diverted as well
to design intersections. The study was conducted
at three important junctions of the project.
Chain-age no Location
Diversion to
22+000
Near Bhinder Udaipur
22+700
Near Bhinder Udaipur
48+000
After Bamora Udaipur
From this survey they found that significant

30

Continued
s.no
5

Sub headings

Project 1

Traffic Volume and

Composition

The 7 days count data was analyse. The survey results

reveal that there is an average traffic volume of 7483
pcu/day on NH-28C. The highest traffic at link L28C1
(Barabanki-Ghaghra), 10597 pcu/day. The traffic on all
the four road sections is gradually decreasing towards
Indo-Nepal Border except at link L28C3 of NH-28C due
to influence of Bahraich town. Highest fast traffic
consisting of car, bus and truck is observed at link L28C1.
An analysis of traffic composition shows that the
influence of 2 Wheelers and 3 Wheelers is more than 30
percent at Links L28C1. The car composition varies
between 11and 29 percent for all the Links. High Bus
composition is seen at Link L28C2 (9.1 percent). The
freight traffic volume has been observed in Links L28C2
and L28A2, around 20-23 percent.

C/T/J
21.9
29.0
20.4

BUS
5,7
9.1
2.8

Trucks
14.2
22.7
9.1

Project 2
amount of trucks traffic is present all along the
corridor. Results show that at location-1 there is
a significant truck to and fro movement than
other locations

OF
35.1
19.4
28.6

SV
22.83
19.89
38.91

31

Continued
s.no
5

Sub headings
Traffic forecast

Project 1
For any transportation project, traffic growth rate is
an essential component required to be estimated
reasonably well for the future traffic on the Project
Influence area (PIA). Traffic forecasting by using
different traffic growth pattern
Growth in population
Economic performance and
Traffic Growth from Socio-Economic Data.

Project 2
There are mainly three methods to estimate the
traffic growth rate. The general assumption made
by consultants after discussion with client is 5%
growth rate for all types of traffic till 2025 and
beyond
Method-1 : Trend based Analysis
Method-2:Economics models(As perIRC:1081996)
Method -3: Trip end factor model

Traffic forecast

For any transportation project, traffic growth rate is

an essential component required to be estimated
reasonably well for the future traffic on the Project
Influence area (PIA). Traffic forecasting by using
different traffic growth pattern
Method 1:Growth in population
Method 2:Economic performance and
Method 3:Traffic Growth from Socio-Economic Data

There are mainly three methods to estimate the

traffic growth rate. The general assumption made
by consultants after discussion with client is 5%
growth rate for all types of traffic till 2025 and
beyond
Method-1 : Trend based Analysis
Method-2:Economics models(As perIRC:1081996)
Method -3: Trip end factor model

Observations: The observations made are traffic survey methods to collect data on present traffic and forecast the future traffic are same for
both the projects. The traffic data shows that traffic on project-1 is more than project-2.

32

3.1.6. Design Standards

The design standards adopted for the project road sections are primarily based on relevant
Indian Roads Congress Codes, Specifications for Road and Bridges of Ministry of Road
Transport & Highways.

The various design elements and factors, which govern the functioning of any highway, can
be broadly grouped under the following:

Cross sectional layout

Land use and access control
Geometric design, Alignment and profile
Pavement
Terrain
Drainage
Bridges and structures
Interchanges and intersections
Traffic control and safety measures
Wayside facilities
Aesthetics
Socio environmental design and mitigation
Bypasses/Realignment
Service and side roads
Pedestrian facilities

The basic idea behind design is to provide suitable alignment, cross sectional layout,
geometric and safety to provide fast and uninterrupted movement of through traffic. It is also
be remembered that the improvement/rehabilitation proposals should be in available Right of
Way (RoW).
Project 1
The project objectives is designing 2-lane NH standards carriageway with service road
facility at essential sections/locations for the project road sections and for purpose various
codes that are given by MORT&H are followed to make the project more durable and long
lasting.

Project 2
Recognising the importance of infrastructure development the client has decided to develop
roads in state. The Project Corridor starts from Keer Ki Choki at Km 12 on SH - 53, which is
at grade intersection with National Highway - 76. The alignment is single lane carriageway
with width ranging from 3 m to 5.5 m and soft shoulders on either side. The present project is
to develop the road into 4-lane NH standards on BOT bases

33

List of IRC Publications Referred in the Specifications/Design

Number Designation

Title

IRC:2-1986
IRC: 5-1998

Route Marker Signs for National Highways (First Revision)

Standard Specifications & Code of Practice for Road Bridges,
Section I - General Features of Design (Seventh Revision)
Standard Specifications & Code of Practice for Road Bridges,
Section 11 - Loads and Stresses (Fourth Revision)
Type Designs for Highway Kilometre Stones (Second Revision)
Recommended Practice for Borrow pits for Road Embankments
Constructed by Manual Operation.
Recommended Practice for 2 cin Thick Bitumen and Tar Carpets
(Second Revision)
Specification for Priming of Base Course with Bituminous
Primers(First Revision)
Tentative Specification for Single Coat Bituminous Surface Dressing
Design Criteria for Pre-stressed Concrete Road Bridges (Post
Tensioned Concrete) (Third Revision)
Standard Specification and Code of Practice for Water Bound
Macadam (Second Revision)
Recommended Practice for Bituminous Penetration Macadam (Full
Grout)
Standard Specifications and Code of Practice for Road Bridges,
Section III - Cement Concrete (Plain and Reinforced) (Third
Revision).
Standard Specifications and Code of Practice for Road Bridges
Section VI - Composite Construction for Road Bridges (First Rev)
Tentative Specification for Two Coat Bituminous Surface Dressing
Standard Specifications and Code of Practice for Road Bridges,
Section V - Steel Road Bridges (Second Revision).
Type Designs for Boundary Stones
Type Designs for 200-Metre Stones
Tentative Specifications for Bituminous Macauam (Base & Binder
Course)
Specification for Bituminous Concrete (Asphaltic Concrete) for
Road Pavement (First Revision)
Standard Letters and Numerals of Different Heights for Use on
Highway Signs.
Code of Practice for Road Markings (with Paints) (First Revision)
Recommended Practice for the Construction of Earth Embankments
for Road Works.
Guidelines for the Design of Flexible Pavements (Second Revision)
Standard Specifications and Code of Practice for Road Bridges
SECTION IV (Brick, stone and Block Masonry) (1st revision)
Recommendations for Estimating the Resistance of Soil below the
Maximum Scour Level in the Design of Well Foundations of Bridges

IRC:6-2000
IRC:8-1980
IRC: 10-1961
IRC: 14-1977
IRC: 16-1989
IRC: 17-1965
IRC: 18-2000
IRC: 19-1977
IRC: 20-1966
IRC: 21-2000

IRC:22-1998
IRC:23-1966
IRC: 24-2001
IRC: 25-1967
IRC: 26-1967
IRC: 27-1967
IRC: 29-1988
IRC: 30-1968
IRC: 35-1997
IRC: 36-1970
IRC: 37-2001
IRC: 40-1970
IRC: 45-1972

IRC 47-1972

Tentative Specification for Built-up Spray Grout

34

IRC 48-1972
IRC: 49-1973
IRC: 50-1973
IRC: 51-1992
IRC: 56-1974
IRC: 63-1976
IRC: 67-2001
IRC: 72-1978

Tentative Specification for Bituminous Surface Dressing Using Precoated Aggregates

Recommended Practice for the Pulverization of Black Cotton Soils
for Lime Stabilisation
Recommended Design Criteria for the Use of Cement Modified Soil
in Road Construction
Guidelines for the Use of Soil Lime Mixes in Road Construction
(First Revision)
Recommended Practice for Treatment of Embankment Slopes for
Erosion Control
Tentative Guidelines for the Use of Low Grade Aggregates and Soil
Aggregate Mixtures in Road Pavement Construction
Code of Practice for Road Sips (First Revision
Recommended Practice for Use and Upkeep of Equipment, tools
and Appliances for Bituminous Pavement Construction

IRC: 75-1979

Guidelines for the Design of High Embankments

IRC 78-2000

Standard Specifications and Code of Practice for Road Bridges,

Section VII - Foundation & Substructure (Second Revision)
Recommended Practice for Road Delineators

IRC 79-1981
IRC: 83-1987

IRC: 93-1985

Standard Specifications and Code of Practice for Road Bridges,

(Part-II) Section IX - Bearings, Part 11: Elastomeric Bearings.
Guidelines for the Design & Erection of False Work for Road
Bridges
Guidelines for Design & Construction of River Training and
Control Works for Road Bridges (First Revision).
Guidelines of Selection, Operation and Maintenance of
Bituminous Hot Mix Plant
Guidelines on Design and Installation of Road Traffic Signals

IRC: 94-1986

Specifications for Dense Bituminous Macadam

IRC: 87-1984
IRC: 89-1997
IRC: 90-1985

IRC: SP: 11- 1988

IRC: 64-1990

Handbook of Quality Control for Construction of Roads and

Runways (second Revision)
New Traffic Signs
Ministry of Shipping & Transport (Roads Wing) Handbook on
Road Construction Machinery (1985)
For Capacity of Roads in Rural Areas

IRC: 65-1976

For Traffic Rotaries

IRC: 73-1980

For Geometric Design Standards for Rural Highways

IRC: 81-1997

For Strengthening of Flexible Road Pavements

IRC: SP:31-1992

35

3.1.7 Cost Estimate

s.no
7

Sub headings
General

Estimation of
Quantities

Project 1
Unit rates of major items of works have been worked
out based on the detailed study of available latest
Schedule of Rates PWD of Uttar Pradesh and Bihar
for the year 2003-04

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

bituminous courses cross drainage works( culverts )
new bridges, underpasses, grade separators and
ROBs, Rehabilitation of Existing Bridges, Drainage
and protective works, Traffic Signs, Markings and
Road Appurtenances
Miscellaneous, Maintenance of Road etc,

Project 2
The cost estimates for the project are extremely
important as its entire viability and implementation
depends on the project cost. The estimates have
been prepared considering various items of works
associated with the identified improvements and
based on BSR NH-Division, Kota Rajasthan and
WD Schedule of Rates / MoRTH data book.
Site Clearance and Earth works ,Granular Pavement
Courses, Bituminous Courses, Bridges, Culverts
and Retaining walls, etc., Kerbs, Drainage and
Protective works, Road Junctions, Bus bays and
Truck laybyes, Toll Plaza , Road Furniture and
Safety Works, traffic management during
construction routine and periodic maintenance of
the. Land and Structure acquisition, relocation of
Utilities, Rehabilitation and Social costs, Tree
Plantation and Environment Management Plan.
Abstract of Cost for stage 1 (commencement of opertion)

s.no

Brief Cost estimate of

various items

Construction Material
The construction materials such as stone aggregates,
coarse sand are not available in the project vicinity.
The average lead is 406kms. Carriage cost is 437/ton.
Land Acquisition Cost
The land acquisition is required due to

A
B
C
D

Particulars
Land Acquisition
Land development
(i) item Wise cost
Others

Amount(in
Lacs)
500.00
7659.92

36

Continued
s.no
7

Sub headings

Project 1
improvement of intersections, bypasses, and
realignments etc. works out to Rs. 58.80 million.
Environmental Cost
Environmental cost for management and monitoring
programme worked out to Rs. 34.53 million
Resettlement and Rehabilitation Cost
The cost of resettlement and rehabilitation works out
to Rs. 18.39 million has been included in the cost
estimate
Relocation of Utilities Cost

The cost of relocation of utilities works out to Rs.

64.38 million has been included in the cost estimate

Project 2
Toll Plazas
Base cost
8159.92
nd
Escalation for the 2 year 459.60
@10% on 60% of cost
TP @ 10%
Contingency @ 3%
Quality control @ 1%
Guarantee commission to
state Govt@0.5%

Subtotal
9730.20
A&S Charges @7%
681.11
Application fee and front 48.65
end fee@50%
Total Cost
IDCP
Total Cost of Project

Project Cost and

Phasing

765.99
229.80
76.60
38.30

10459.97
962.47
12422.44

Lump sum provision has been included for the

following items:
The work is expected to be implemented in three
years with construction phasing.
Contingency
5%
Agency Charges
Construction supervision

1%
6%

The project is divided into three stages for whole

construction, operation and maintenance period.
Stage 1- 76.60 crore

37

Continued
s.no

Sub headings

Total project cost

Project 1
The work is expected to be implemented in three
years with construction phasing of 25%, 40%, and
35% respectively

Project 2
Stage 2-29.95 crore (7th year item-wise cost)
Stage 3- 15.95 crore (14th year item-wise cost)

The cost of the project is estimated for 476.2 crores.

The work is expected to be implemented in three
years with construction phasing of 25%, 40%, and
35% respectively.

The estimated total capital cost of the project of

SH-53 which from Km12 at keer ki choki and
ends at Km 79.00 at salumber is RS. 122.5
crores.

Observations: The cost of project-1 is more than project-2 the main reason length of the project and availability of raw material. The raw
material project-1 is transported from long distance because the material available raw material near the project site are not good and cannot
be used for Highway projects. ROW is less than required for project-1 so the cost on land acquisition increases and some time may face
difficult to acquire land.

38

3.1.8 Environmental Aspects

s.no
Sub headings
8

Project description

Project 1
Environmental management plan (EMP) is very
important in the zone were the construction activity
is taking place so that it does have minimum level
of impact due to project.
The present project road sections passes through
the districts of Barabanki & Bahraich, in the State
of Uttar Pradesh.
Existing ROW along the project road varies in the
range of 30m to 45m with exceptions at the
locations of towns and built-up areas where the
same has been noted as low as 12 m.
Physical characteristics of project
Units
Package I
Proposed Road length 94kms
Existing ROW
12-45 meters
Land use
Agriculture and Builtup
Carriageway width
Intermediate and two
lanes
Barabanki,Ramnagark
Important Towns
aisarganji,Bahraich
Ghaghra

ROB
Major and minor
bridges

4
46

Project 2
Environmental management plan (EMP) is very
important in the zone were the construction
activity is taking place so that it does have
minimum level of impact due to project.
The Project Corridor starts from Keer Ki Choki at
Km 12 on SH - 53, which is at grade intersection
with National Highway - 76. The road passes
through the several villages viz. Hinta,
Chargadhiya, Bhinder, Karnavali and ends at km
79.800 at the town of Salumber.
Existing ROW along the project road is in range
of 15m. The proposed ROW of towns and built-up
areas is 12m, where as for villages it is 15m
Physical characteristics of project
Units
Package I
Proposed Road length 67.8 kms
Existing ROW
15m
Land use
Agriculture and Builtup
Carriageway width
Intermediate and two
lanes
Important Towns
salumber
ROB
0
Major and minor
03
bridges

39

Continued
s.no
8

Sub headings

Project 1

Project 2

Analysis of Alternatives

At some places the available ROW is less than

required. Three alternative options were
considered for the project. These were:
Option 1: No action, the road remaining as it is.
Option 2: Widening within the existing ROW.
Option3: Widening upto required ROW and
selecting widening alignment considering
environmental and social aspects.

IT is revealed from concerned PWD offices that

generally 15m ROW is available all along the
road. Accordingly, the proposed ROW provided is
12.0 m in Built up area and 15.0 m in Rural area.
Thus, the need of acquisition of land along the
road has been eliminated.

Environmental
Regulations and Policies

Environmental clearance for a project is issued in

accordance with the Environment Impact
Assessment Notification, 1994 under Environment
(Protection) Act, 1986. The project proponent has
to make an application in a specified proforma
which shall be accompanied by an Environment
Impact Assessment (EIA) Report/Environmental
Management Plan prepared in accordance with the
guidelines issued by MoEF, GOI.

Environmental clearance for a project is issued in

accordance with the Environment Impact
Assessment Notification, 1994 under Environment
(Protection) Act, 1986. The project proponent has
to make an application in a specified proforma
which shall be accompanied by an Environment
Impact Assessment (EIA) Report/Environmental
Management Plan prepared in accordance with the
guidelines issued by MoEF, GOI.

Methodology

Environmental Impact Assessment is a holistic

process, which requires to consider all aspects of
environment which may be impacted due to the
proposedproject. by MoEF has been followed for
the study

Environmental Impact Assessment is a holistic

process, which requires to consider all aspects of
environment which may be impacted due to the
proposedproject. by MoEF has been followed for
the study

40

Continued
s.no
8

Sub headings

Project 1
The major issues of consideration are i)
identification of potential impacts due to the
project; ii) baseline scenario; iii) assessment of
impacts; iv) mitigation measures and v)
environmental management plan Environmental
Impact Assessment Manual

Environmental Settings

Physical Resources
The important elements of the physical setting are:
Geology,
Soil,
Land
Use,
Hydrology,
Temperature, rainfall, Relative Humidity, Wind,
Vegetation, Habitat.

Ecological Resources
Roadside trees will have an important impact
pertaining to this project. This adverse effect
should be controlled by planting new tress along
the proposed alignment. The resources that come
here are
Road side tress, Forest area, The wild animals,
economical background of people that are affected
by project, Occupation of people in that area.

Project 2
The major issues of consideration are i)
identification of potential impacts due to the
project; ii) baseline scenario; iii) assessment of
impacts; iv) mitigation measures and v)
environmental management plan Environmental
Impact Assessment Manual

Physical Resources
The important elements of the physical setting
are:
Geology, Soil, Land Use, Hydrology,
Temperature, rainfall, Relative Humidity, Wind,
Vegetation, Habitat.
Ecological Resources
Roadside trees will have an important impact
pertaining to this project. This adverse effect
should be controlled by planting new tress along
the proposed alignment. The resources that come
here are
Road side tress, Forest area, The wild animals,
economical background of people that are
affected by project, Occupation of people in that
area.

41

Continued
s.no

Sub headings

Project 1

Project 2

Assessment of
Environmental Impacts

After the initial study is completed the

environmental scenario of the project is
understood and environmental impact during
different operations are known
Impact during Planning Phase.
Impact during Construction Phase.
Impact during Operation Phase.

After the initial study is completed the environmental

scenario of the project is understood and environmental
impact during different operations are known
Impact during Planning Phase.
Impact during Construction Phase.
Impact during Operation Phase

Environmental
management plan

Environmental Management Plan (EMP) is the

key to ensure that the environmental quality of the
zone under impact does not deteriorate beyond the
expected level due to the construction and
operation of the project. The Plan can be divided
into three phases (a) Design phase (b) During
construction phase and (c) During operational
phase.
Design has been based also on social and
environmental criteria. Bypasses, realignments
have been proposed to avoid major displacement
and congestion in settlement areas.
The impact of road construction starts with land
environment.

Environmental Management Plan (EMP) is the key to

ensure that the environmental quality of the zone under
impact does not deteriorate beyond the expected level
due to the construction and operation of the project.
The Plan can be divided into three phases (a) Design
phase (b) During construction phase and (c) During
operational phase.
Design has been based also on social and
environmental criteria. Bypasses, realignments have
been proposed to avoid major displacement and
congestion in settlement areas.
The impact of road construction starts with land
environment.

42

Continued
s.no

Sub headings

8
Institutional Requirement
and environmental
monitoring

Conclusion

Project 1

Project 2

Environmental monitoring plans should be

followed to ensure that environmental impact
reduction programmes and measures should be
implemented and responsibility for doing this is
clearly entrusted.
Implementation of this plan requires institutional
support. The activities: i) seeing that the
environmental impact reduction measures are
implemented
properly
ii)
Observing
environmental Quality.

Environmental monitoring plans should be

followed to ensure that environmental impact
reduction programmes and measures should be
implemented and responsibility for doing this is
clearly entrusted.
Implementation of this plan requires institutional
support. The activities: i) seeing that the
environmental impact reduction measures are
implemented
properly
ii)
Observing
environmental Quality

It has been discussed at the onset that this road is

important for national connectivity. The road
development will no doubt have some impact on
environmental components. However with
detailed EMP as suggested in this report it may be
concluded that the widening of this road will not
have significant impact.

It has been discussed at the onset that this road is

important for national connectivity. The road
development will no doubt have some impact on
environmental components. However with
detailed EMP as suggested in this report it may be
concluded that the widening of this road will not
have significant impact.

Observations: The main observations are that the action plan is same for both projects, but project 1 has more forest cover than project 2.
There is no forest cover observed in project-2. The effect on environment is less for project-2. Available ROW of project-1 is less than
required and for project-2 the required ROW is available.
43

3.1.9 Economic and Financial Analysis

Economic Analysis
Economics is a social science. The science of economics studies the production, consumption and
distribution of services or goods. The science of economics is trying to explain how economies
work and how do different economies interact. Given the importance of infrastructure investment
to National development the scarcity of resources and competing demands from various sectors, it
becomes extremely important to allocate available resources in the most beneficial manner
amongst various sectors and within a sector, amongst various scheme

Evaluation Framework
Generally the framework adopted for the economic analysis is cost-benefit analysis, which sets a
monetary value where possible on all financial, economic and social costs and benefits over the
lifetime of the project. The underlying principles for this analysis are as follows:

The life time of a road project for the present analysis is considered as the period for which
reliable traffic forecasts can be made. A discount rate is then applied to future economic costs
and benefits to arrive at the Net present value (NPV)of the project . The Economical internal
rate of return (EIRR) for the project is calculated.

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

The discount rate is expressed in real terms

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

accomplished by determining the appropriate improvement proposal that leads to minimum total
transport cost, which comprises of two basic components shown below
Road Agency Costs

Construction
Maintenance

Road User Costs

Vehicle Operating Costs

Other user costs (like travel time
costs)
accidents

The reduced costs are treated as benefits calculated over the project life. The result are
expressed in EIRR and NPV. Economic evaluation will be carried out based on
incremental costs and benefits comparing the total net benefits in with and without
project situation. Also analyses will be carried out with and without Accident cost savings
and benefits from savings in Travel Time. The economic analysis for the projects shall be
carried with a minimum of 12 % rate of interest using the standard packages. The project
with more than 12% of ERR shall be taken as the criteria for the investment purposes.
Results of Economic Analysis
Economic analysis is carried by giving all the relevant inputs such as the value of time,
fuel costs, tire costs vehicle costs, maintenance of parts, depreciation, crew time, interest,
44

over heads etc. Results of economic analysis indicate that EIRR for the project is more
than 12% and hence the project is economically viable.
Financial Analysis
Finance is a fund management science. There are three general areas
of finance, business finance, public finance and personal finance. The basic principle of
finance is saving money and lending money. The main objective of financial analysis is to
assess the likely returns to the investors under realistic conditions. For this purpose the
prevailing market rates and return on debt and equity issues in local capital markets are the
important factors. In the present studies the financial viability of the project is assessed on
the basis of projects financial internal rate of return on investments and Rate of Return on
Equity, which is estimated on the basis of cash flow analysis.
Approach to Financial Evaluation
The main objective of financial analysis is to examine the viability of implementing the
project on BOT basis. The analysis attempts to ascertain the extent to which the
investment can be recovered through toll revenue and the gap, if any, be funded through
Grant / Subsidy.
Cost of Project
The cost of Civil works of the projects including the alternatives for up-gradation of
existing carriageway in stage 1, 2 and 3 and cost of toll plaza are given below.
Project cost summary
s.no
1
2
3
4

Project 1
Stage-1: 119.05 cr
Stage -2:190.48 cr
Stage -3: 166.67 cr
Total estimated cost: 476.2 crores

Project 2
Stage-1 : 76.60 cr
Stage-2: 29.95 cr
Stage-3: 15.95 cr
Total estimated cost: 122.5 crores

Toll Rate
The Project investment would be recovered by imposing user levies on vehicles using the
road. In general, the toll rate for the project should have a direct relation with the benefits
that the road users would gain from its improvements. The benefits to road users are likely
to be in terms of fuel savings, savings in travel time and Good riding quality.
The toll revenue is the product of the forecast traffic expected to use the road and the
appropriate toll fee for the vehicle category.
Expenses
Expenses can broadly be classified based on the phases in which they are incurred, viz.
construction period expenses and operation & maintenance period expenses.

45

Construction Period Expense

Preliminary and pre-operative expense
Contingency allowance
Interest during construction period
Operation and Maintenance Period Expenses
Toll collection expenses.
Administrative expenses for day-to-day operation.
Maintenance expenses, which include routine and periodic maintenance.
Interest expenses incurred for servicing term loans. (10.00%)
Client would extend toll collection rights to the developer. The developer then would
have the option of either collecting the toll himself or further subcontracting the same to
a toll collection agency.
Results of Analysis
Based on the project structure traffic study and toll rate analysis, financial feasibility
analysis has been carried out. The objective of the financial analysis is to ascertain the
existence of sustainable project returns, which shall successfully meet the expectations of
its financial investors. The FIRR for the Returns on Investment and Returns on Equity
for the concession period of20 years has been examined.
The estimated EIRR% for the projects are given below
Project 1
EIRR %
Package

Length (Km)

Base Cost

92

If >10% Project is viable

package

Length (Km)

1 and 2

67.8

EIRR %
Base cost
If > 12% project is viable

Project 2

Observations: Both the projects are BOT and toll projects, Economical studies helps in
knowing the production, consumption and other expenses of the project during both
construction and maintenance. The financial analysis helps on knowing how to manage
funds throughout the project period.

46

3.1.10. Conclusion and Recommendations

Project 1
The present study confirms that rehabilitation and upgrading to National Highways Standards
of the project road sections is technically feasible and economically viable. The study
undertaken by the consultants has revealed that the traffic on the project section is heavy
It is, therefore, recommended that the implementation of the Project should be taken up
without delay as proposed here under:

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

underpasses,service roads in built-upareaswithculverts/Bridges,ROB.
Construction of 2-lane bypass at Bahraich.
Construction of 2-lane realignment at Nanpara, Babaganj.
Construction of underpasses at important road junctions.

Project 2
The project cost was used in financial analysis carried out with a view to establish the BOT viability
of the project. After detailed examination, analysis and appreciation of various functional, technical,
environmental, social, financial aspects, the economic and financial costing were computed and
following conclusion were drawn: The Project is viable on BOT basis with following arrangement:

Concession period of 20 years.

10 % grant in the first year of construction
10 % grant in the second year of construction
1285 lakhs annuity from 3rd year to 20th year

Observations: After conducting the study to Prepare DPR on the projects the consultants
have given their conclusions and observations that they think should be implemented to
make project more viable.

47

CHAPTER 4
4.1 Learning and Observations

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

understanding the project scope its effects on the people and environment.DPR is
generally prepared during planning phase (phase-II). It is also tells the client
problems and benefits that come if the project is taken. It also helps in estimating
the project cost. The study done during preparation should take care of the
stakeholders, environment, animals that gets effected if the project is taken. The
observations and learnings are

Objective of Detailed project report.

Scope of Detailed project report.
Steps involved in preparation of DPR for highway project.
Pre construction process that should done to implement the project
Importance of DPR for infrastructure projects because of their scale of
operations.
Environmental safety and plan that is observed during the project.
Knowing surveys that are to be conducted before the start of the project.
Knowing various test that are to be conducted on existing embankment,
structure to know their condition.
Importance of socio economical analysis
Importance of the study in decision making to know the best way the project
can be completed with time, quality and cost.
Importance of DPR in estimating cost and inviting contractors for tenders
Various engineering surveys and investigations that are to be carried out
before the start of the project.

48

REFERENCES
1. Document on Preparation of Detailed Project Report for Development of Salumber
Keer Ki Choki Road FINAL DETAILED PROJECT REPORVOLUME I, MAIN
REPORT.
2. DPR for Rehabilitation and Upgrading to 2-Lane NH Standards for 4 Roads in
UP/Bihar terminated at Check Post (Jogbani, Raxaul, Sonauli and Nepalganj Road)
on the Indo-Nepal Border/Volume-I: Main Report Package I : Barabanki - Bahraich
Section of NH-28C.
3. www.pmgey.nic.in
4. www.mowhs.gov.bt
5. Submitted to Gauhati University (student paper)
6. www.pwd.maharashtra.gov.in
7. www.rsrdc.com
8. www.nhai.org
9. www.readbag.com (MORT&H 5th edition)
10. Model TOR for DPR preparation of Road and Bridge Projects.
11. http://www.dot.state.mn.us/roadconstruction/ittakestime/steps.html
12. http://www.michigan.gov/mdot/0,1607,7-151-9615-129011--,00.html
13. http://en.wikipedia.org/wiki/Road/Highway/throughfare

49

QUESTIONNAIRE

1. What is a Detailed Project Report?

2. What are different phases involved in Highway Project?
3. In which phase does DPR get prepared?
4. What is role of DPR in project selection?
5. Why and who initiate preparation of Detailed project report?
6. Who prepares DPR and what is their role in different phases of project?
7. What is main objective of DPR?
8. What is general methodology followed in preparation of DPR?
9. What is scope of consultant in DPR preparation?
10. What are different pre construction phases?
11. What are different studies that are carried out in Detailed Project Report?
12. Why is socio economical analysis done for a project?
13. What different types of Engineering Survey and Investigations that are carried out
during preparation of DPR in Highway project?
14. What are different methods that are used to find out existing and future traffic on
proposed length of project?
15. What is role MORTH in Highway Projects?
16. What are different codes used for guidance in designing different elements in
Highway Project?
17. What are various estimated that prepared during DPR?
18. What Environmental Impact Plan should be adopted to reduce impact of the project?
19. What is Economical and Financial analysis for project?
20. How important are NPV, EIRR and FIRR for analysing cash flow of the project?
21. How important are recommendations and conclusions given by consultant during
preconstruction phase?

50