Govlawircy2009sp30 0

IRC:SP:30-2009
MANUAL ON ECONOMIC
EVALUATION OF
HIGHWAY PROJECTS IN INDIA
(Second Revision)
mm
INDIAN ROADS CONGRESS
2009
Digitized by the Internet Archive
in 2014
https://archive.org/details/govlawircy2009sp30_0
IRC:SP:30-2009
MANUAL ON ECONOMIC
EVALUATION OF
HIGHWAY PROJECTS IN INDIA
(Second Revision)
Published by
INDIAN ROADS CONGRESS

Kama Koti Marg,
Sector 6, R.K. Puram,
New Delhi-110 022
2009
Price Rs. 1000

(Packing and Postage charges extra)
IRC:SP:30-2009
Published in December 1984
First Revision November 1993
:
Reprinted December, 2001

:
Reprinted August, 2005

:
Second Revsion November, 2009

:
Reprinted : May, 2012
( The Rights of Publication and Translation are reserved)
Printed at Aravali Printers & Publishers Pvt. Ltd., New Delhi-110 020
(500 copies)
IRC:SP:30-2009
TABLE OF CONTENTS
Page
Foreword
Personnel of the Highways Specifications and Standards Committee (i)
Glossary of Terms (iii)
Chapter DESCRIPTION
Mo,
1 Introduction 1
2 Basic Concepts of Economic Analysis 4
3 Time Value of Money 6
4 Total Transportation Cost 10
5 Determination of Highway Costs 10
6 Determination of Benefits 14
7 Techniques of Economic Evaluation 27
8 Stages Involved in Economic Evaluation 49
REFERENCES 52
ANNEX A Compound Interest Factors 55
ANNEX B Speed-Flow Equations: 2001 69
ANNEX C Vehicle Operating Cost (VOC) Equations 73
ANNEX D Vehicle Operating Cost (VOC) Tables 85
-
IRC:SP:30-2009
FOREWORD
The Special Publication Number 30 on "Manual on Economic Evaluation of

Highway Projects in India" was first published by the Indian Roads Congress in the
year 1984 and subsequently revised version of this manual was published in 1993. Since
1 984, this manual has been recognized as an invaluable tool for the highway engineers,
who are not professional transport economists by education or training, to understand and
evaluate the economic implications of a highway project. It was very well received by highway
professionals all over the country.
However, during the last decade, the equations for Vehicle Operating Cost (VOC)
and other parameters provided in the manual has become obsolete considering two
important reasons. Firstly, the economic liberalization process initiated in India more than
fifteen years ago has resulted in the entry of vehicles having better fuel-efficiency and also
possessing excellent pick-up in the Indian market. Due to this, it has become imperative
that the research on road user cost has to be reviewed and updated periodically so as to
adequately represent the changed conditions. Secondly, the cost parameters considered
in the first revision of this manual has also undergone radical changes during the intervening
period due to cost escalations.
view of the above, the research scheme sponsored by the Ministry of Shipping,
In
Road Transport and Highways (MOSRTH) titled, "Updation of Road User Cost Data"
conducted by Central Road Research Institute, New Delhi in 2001 has served as the
backbone for bringing out this updated version i.e. second revision of this manual. Further,
the research findings obtained from other studies have also been incorporated in this
updated version. The updated VOC equations incorporated in this manual accounts for
changes in the new generation vehicles in terms of their operating characteristics coupled
with design characteristics of the roads. Therefore, this manual is expected to be a valuable
tool for working out economic justification of medium and large sized highway projects. It
is hoped that the highway engineers as well as consultants will be able to use this revised
manual for making comparative evaluation of choices with respect to the road development
programmes. t
(R.P. Indoria)
April 2009 Secretary General,
Indian Roads Congress
IRC:SP:30-2009
PERSONNEL OF THE HIGHWAYS SPECIFICATIONS AND
STANDARDS COMMITTEE
(As on 23 rd November, 2008)
1. Sinha,V.K. Addl. Director General, Ministry of Shipping Road

(Convenor) Transport & Highways, New Delhi
2. Singh, Nirmaljit Addl. Director General, Ministry of Shipping Road

(Co-Convenor) Transport & Highways, New Delhi
3. Kandasamy, C. Chief Engineer (R) S&R, Ministry of Shipping, Road

(Member-Secretary) Transport & Highways, New Delhi
Members
4. Ahluwalia, H.S. Chief Engineer (Retd.), Ministry of Shipping, Road
Transport & Highways, New Delhi
5. Bahadur, A.P. Chief Engineer (Retd.), Ministry of Shipping, Road
6. Basu,S.B. Chief Engineer(Retd-), Ministry of Shipping, Road
7. Chandrasekhar, Dr. BP. Director (Tech.), National Rural Roads Development
Agency (Ministry of Rural Development), New Delhi
8. Datta, P.K. Executive Director, Consulting Engg. Services (I) Pvt.
Ltd., New Delhi
9. Desai, J. P. Sr. Vice-President (Tech Ser.), Gujarat Ambuja Cement
Ltd., Ahmedabad
10. Deshpande, D.B. Secretary, Maharashtra PWD, Mumbai
11. Dhingra, Dr. S.L. Professor, Indian Institute of Technology, Mumbai
12. Gupta, D.P. DG (RD) (Retd.), Ministry of Shipping, Road Transport
& Highways, New Delhi
13. Gupta, K.K. Chief Engineer (Retd.), Haryana, PWD
14. Jain,N.S. Chief Engineer, Ministry of Shipping, Road Transport &
Highways, New Delhi
15. Jain, R.K. Chief Engineer (Retd.), Haryana PWD, Sonepat
16. Jain, Dr. S.S. Professor & Coordinator, Centre of Transportation
Engg., NT Roorkee
17. Kadiyali, Dr. L.R. Chief Executive, L.R. Kadiyali & Associates, New Delhi
18. Krishna, Prabhat Chief Engineer (Retd.), Ministry of Shipping, Road
19. Kukreti,B.P. Chief General Manager, National Highways Authority of
India, New Delhi
20. Kumar, Anil Chief Engineer (Retd.), CDO, Road Constn. Deptt.,
Ranchi
21 . Kumar, Kamlesh Chief Engineer, Ministry of Shipping, Road Transport &
Highways, New Delhi
(i)
IRC:SP:30-2009
22. Liansanga Engineer-in-Chief & Secretary, PWD, Mizoram, Aizwal
23. Mina, H.L. Member, Rajasthan Public Service Commission, Ajmer
24. Momin, S.S. Former Member, Maharashtra Public Service
Commission, Mumbai
25. Nanda, Dr. P.K. Director (Retd.), Central Road Research Institute New
Delhi
26. Rathore, S.S. Principal Secretary to the Govt, of Gujarat, PWD,
Gandhinagar
27. Reddy, Dr. T.S. Senior Vice-President, NMSEZ Development
Corporation Pvt. Ltd. Mumbai
28. Das, S.N. Chief Engineer, Ministry of Shipping, Road Transport &
Highways, New Delhi
29. Sastry, G.V.N. Engineer-in-Chief (R&B), Andhra Pradesh PWD,
Secunderabad
30. Sharma, Arun Kumar Chief Engineer(B) S&R, Ministry of Shipping, Road
31. Sharma, S.C. DG(RD) & AS, MORT&H (Retd.), New Delhi
32. Sharma, Dr. V.M. Director, AIMIL, New Delhi
33. Shukla.R.S. Ex-Scientist, Central Road Research Institute, New
Delhi
34. Sinha.A.V. Chief Engineer, Ministry of Shipping, Road Transport &
Highways, New Delhi
35. Srivastava, H.K. Director (Projects), National Rural Roads Development
Agency, (Ministry of Rural Development), New Delhi
36. Velayudhan.T.P. Addl. DGBR, Directorate General Border Roads, New
Delhi
Ex-Officio Members
1. President, IRC (Mina, H.L.), Member, Rajasthan Public Service
Commission, Ajmer
2. Director General ,
Ministry of Shipping, Road Transport & Highways,
(Road Development) New Delhi
3. Secretary General (A.N. Dhodapkar), Indian Roads Congress, New Delhi
Corresponding Members
1. Borge, V.B. Past-President, IRC, Secretary (Retd.), Maharashtra

PWD, Mumbai
2. Justo, Dr. C.E.G. Emeritus Fellow, Bangalore University, Bangalore
3. Khattar, M.D. Managing Director, JMC Projects (I) Ltd., Mumbai
4. Merani, N.V. Principal Secretary, Maharashtra PWD (Retd.), Murhbai
(ii)
)
IRC:SP:30-2009
GLOSSARY OF TERMS
B/C Benefit - Cost ratio
Bl British Towed Fifth Wheel Bump Integrator
CA Compound Amount
CF DU Distance Related Congestion Factor
T
Time Related Congestion Factor
CIF Compound Interest Factor
CMV bK
SR
Value of Commodity on Secondary Routes in Rs/km
CMV TR Value of Commodity on Trunk Routes in Rs/km
CRF Capital Recovery Factor
CV Curvature in deg/km
CW Crew Wages in Rs/km
(ET)
Depreciation Cost Excluding Taxes in Rs/km
DC (IT)
(i1
Depreciation Cost Including Taxes in Rs/km
DCF Discounted Cash Flow
EOL Engine Oil in litres/1000 km
(ET)
Fixed Cost Excluding Taxes in Rs/km
/ IT\
(IT)
Fixed Cost Including Taxes in Rs/km
FC Fuel Consumption in cc/km
FL Fall in m/km
G Grease in kg/10,000 km
HCV Two-Axle Heavy Commercial Vehicles
IRI International Roughness Index
IRC Indian Roads Congress
km Kilometre
LC Maintenance and Labor Cost in Rs/km

L CV I
1 inht
Iv-J
1
f ommorpial
11 OVJI1 ICI L>IGII \/hirMfic
II 1 VCIIIUICO
MAV Multi-Axle Heavy Commercial Vehicles

MOSRTH . Ministry of Shipping, Road Transport and Highways
MOST : Ministry of Surface Transport
NHDP National Highway Development Program

NPV Net Present Value
(iii)
IRC:SP:30-2009
NP (ET) : New Price of the Vehicle Excluding Taxes in Rs
NP : New Price of the Vehicle Including Taxes in Rs
0-D
Origin - Destination
OL Other Oil in litres/1 0,000 km

PCU Passenger Car Units
PT SE Value of Passenger Time on Secondary Route in Rs/km
PTtr Value of Passenger Time on Trunk Route in Rs/km
PW Present Worth
PT SE Value of Passenger Time on Secondary Routes

PTTRK1
Value of Passenger Time on Trunk Routes
PMGSY Pradhan Mantri Gram Sadak Yojana
Q Volume of Traffic in PCUs/hour
RF Rise and Fall in m/km
RG Roughness in mm/km
RS Rise in m/km
Rs Indian Rupees
RUCS Road User Cost Study
SCA Compound Amount Factor of uniform Series
SFF Sinking Fund Factor
SF1, SF2... SF108 : Speed-Flow Equations-2001 for varying road widths on different
terrains
SP (ET) Spare Part Cost Excluding Taxes in Rs

SP (,T)
Spare Part Cost Including Taxes in Rs
SPW Present Worth Factor
t Tonnes
TL Tyre Life in km
UPD Utilization Per Day in km/day
URUCS Updation of Road User Cost Study
V Speed in km/h
V-C Volume-Capacity Ratio
VV 2W 21 Free Speed of Two Wheelers on Two-Lane in km/h
V 2W 41 Free Speed of Two Wheelers on Four-Lane in km/h
V 2W IL
Free Speed of Two Wheelers on Intermediate Lane in km/h
V 2W SL Free Speed of Two Wheelers on Single Lane in km/h
(iv)
|RC:SP:30-2009
: Free Speed of Cars on Two-Lane in km/h
: Free Speed of Cars on Four-Lane in km/h
: Free Speed of Cars on Intermediate Lane in km/h
: Free Speed of Cars on Single Lane in km/h
: Average Value of Commodity per tone
: Free Speed of Buses on Two-Lane in km/h
: Free Speed of Buses on Four-Lane in km/h
: Free Speed of Buses on Intermediate Lane in km/h
: Free Speed of Buses on Single Lane in km/h
: Free Speed of Two-Axle Heavy Commercial Vehicles on Two-Lane
in km/h
: Free Speed of Two-Axle Heavy Commercial Vehicles on Four-Lane
in km/h
: Free Speed of Two-Axle Heavy Commercial Vehicles on
Intermediate Lane in km/h
: Free Speed of Two-Axle Heavy Commercial Vehicles on Single

Lane in km/h
: Free Speed of Light Commercial Vehicles on Two-Lane in km/h
: Free Speed of Light Commercial Vehicles on Four-Lane in km/h
: Free Speed of Light Commercial Vehicles on Intermediate Lane in
km/h
: Free Speed of Light Commercial Vehicles on Single Lane in km/h
: Free Speed of Multi-Axle Heavy Commercial Vehicles on Two-Lane
in km/h
: Free Speed of Multi-Axle Heavy Commercial Vehicles on Four-Lane
in km/h
: Free Speed of Multi-Axle Heavy Commercial Vehicles on
Intermediate Lane in km/h
: Free Speed of Multi-Axle Heavy Commercial Vehicles on Single

Lane in km/h
: Vehicle Operating Cost
: Wholesale Price Index

: Value of Passenger Time
(v)
3
IRC:SP:30-2009
1 INTRODUCTION
4 10 12 14 15 16
1 .1 During the last forty years, a number of research studies 1
have been
conducted to understand the relationship between the standards of road design (which
depends upon the investments/costs) and the road user cost. Further, the changing
vehicle technology, traffic mix and road conditions have necessitated the research on
road user cost to be reviewed and updated periodically so as to adequately represent
the changed conditions. For a proper assessment of economics of road projects, it is
felt prudent to develop a uniform method of economic evaluation based on realistic
quantification of costs and benefits. Moreover, this would facilitate rapid evaluation so
that a large number of schemes/alternatives can be broadly evaluated to assist the
decision makers in their job. Based on the above studies, the Manual on Economic
Evaluation of Highway Projects in India was first published in 1 984 and subsequently
revised in 1993. However, it was noted that this Manual had become outdated and
therefore it was felt essential to update this Manual in the light of Road User Cost
(RUC) data developed based on the research scheme of the Ministry of Shipping,
Road Transport and Highways (MOSRTH) conducted in 2001 In view of this, Transport
.
Planning, Traffic Engineering and Road Safety Committee (H-1) of Indian Roads
Congress had decided in its first meeting held on 16 June 2006 to undertake the
'second revision' of this publication. The composition of the H-1 Committee is as given
below:
Sharma, S.C. Convenor

Reddy, Dr. T.S. Co-Covenor
Jalihal, Dr. Santosh A. Member-Secretary
Members
Bahadur, A.P. Lai, R.M.

Basu, S.B. Mittoo, J.K
Chahal, H.S. Murthy, PR.K.
Chandrasekhar, Prof. B.P. Mutreja, K.K.
Chandra, Dr. Satish Rao, Prof. K.V. Krishna

Chakraborty, Partho Raju, M.P
Gupta, D.P. Ranganathan, Prof. N.
Kadiyali, Dr. L.R. Sanyal, D.

Kumar, Kamlesh Sarkar, J.R.
1
IRC:SP:30-2009
Sikdar, Dr. P.K. Tiwari, Dr. Geetam
Singh, Nirmal Jit Upadhyay, Mukund
The Director, HRS
Corresponding Members
Issac, Prof. K. Kuncheria K. Karjinini, Vilas
Kumar, Arvind Kumar, Prof. Shantha Moses

Parida, Dr. M
Co-Opted Members
Gangopadhyay, Dr. S.
Ex-Officio Members
President, IRC (Mina, H.L)
Director General (RD), MOSRT&H

Secretary General, IRC (Dhodapkar, A.N.)
In the second meeting of the H-1 Committee held on 26 September, 2006, Ms. Amanita
Singh, Feedback Ventures Limited, New Delhi and Dr. S. Velmurugan, Scientist, Central
Road Research Institute (CRRI), New Delhi gave presentations before the H-1
Committee based on their research work. After detailed discussions, the H-1
Committee constituted a sub-committee consisting of Dr.LR.Kadiyali (Convener) and
Dr.S. Velmurugan for finalising the revised document combining these efforts. The H-1
Committee approved the draft revision of SP:30 submitted by the above sub-committee
in its meeting held on 11 January, 2008 subject to incorporation of comments by a

sub-group consisting of S/Shri S.C. Sharma, V.K.Sinha, Dr. L.R. Kadiyali and
Dr.S. Velmurugan. This sub-group highly appreciated the excellent work done by
Dr. L.R. Kadiyali and Dr.S. Velmurugan in bringing out this revised document.
Subsequently, H-1 Committee again considered the draft document of IRC:SP:30 during *
the meeting held on 4 November, 2008 and recommended that it may be forwarded to
the Council through Highways Standards and Specifications (HSS) Committee. The
HSS Committee approved the modified draft in its meeting held on 23, November
2008. Thereafter, the Council of IRC in its meeting held at Kolkata on 13, December
2008 considered the 'second revision' of IRC:SP:30 and approved for publication.
2
IRC:SP:30-2009
Shri Gurdip S. Khinda, Technical Adviser, IRC provided help in editing the document
to eliminate any inconsistency in style, punctuation, capitalization, spelling, etc. as per
guidelines in IS:1 2:2005 and IS:1 250:1 958 (Reaffirmed 2003).
1 .2 For a developing country like India, roads and road transport play an important
role in economic growth. The construction of roads brings about a variety of benefits
that are enjoyed practically by all sectors of the economy. The scarcity of resources
and competing demands from various sectors are the dominating features of a
developing economy. It, therefore, becomes extremely necessary to allocate the scare
resources in manner amongst various sectors and, within a sector,
the most beneficial
amongst various schemes. In the absence of an adequate database, highway
planners in India have been selecting schemes on a tentative basis, depending
primarily on past experiences. It is quite likely that such an ad-hoc approach might
lead to the selection of wrong solutions. For example, the planners so far placed a
heavy reliance on the cost of construction of the facility initially, which they could
estimate accurately, when selecting alternative schemes. Other important aspects
such as the cost of maintaining the facility in future and the cost borne by the road
user were disregarded.
1.3 With the accomplishment of the Road User Cost Study (RUCS) completed in
India in 1982 and the subsequent updating of RUCS data carried out in 1992 and
2001 , it is now possible for the highway planners to evaluate the benefits from highway
projects on an accurate basis. Consequently, economic analysis of highway projects
has become more scientific and rational.
1.4 Highway economic analysis, also known as highway project appraisal is a

technique whereby the costs of and benefits from a scheme are quantified over a
selected time horizon and evaluated by a common yardstick. The technique is also
known as Benefit-Cost (B-C) analysis.
1.5 Economic evaluation serves a number of purposes 6 7 13 18 19

which included the
following:
i) Preparation of highway plans at the national, regional or local level within

the overall development plan.
ii) To rank schemes within the highway sector plan competing for scare
resources in order of priority.
iii) To assess in phasing the road programme over a period of time depending
upon the availability of resources.
3
IRC:SP:30-2009
iv) To compare mutually exclusive schemes and select the most attractive.
v) To determine whether a scheme under consideration is worth investing.
vi) To evaluate alternative strategies such as stage-construction or full
construction; alternative specifications such as flexible pavement or rigid

pavement; alternative policies such as increased outlay on maintenance or
increased outlay on rehabilitation; alternative design standards and
alternative policy options on axle loads.
The present manual is intended to help the highway planners and engineers in India to
undertake economic evaluation of highway projects under non-urban conditions. The

manual has been prepared from various published books and other sources which
have been referenced so that the more inquisitive reader may be able to reach the
original material if need be.
2 BASIC CONCEPTS OF ECONOMIC ANALYSIS
2.1 The subject of highway economic analysis has developed during the past five
decades through the contribution of analysis belonging to various disciplines and

notably highway engineers and economists. There were many issues on which
conflicting view points prevailed in the early stages of the evolution of the subject, but
with the passage of time, there now a general agreement on many important concepts.
is
The analyst now has the advantage of the collective wisdom of the earlier practitioners
of the art.
'
\
êonal View Pmni
In the highway sector, the construction and maintenance of the highways are financed
from government funds, whereas the highway user is the general public. This implies
that the costs of construction and maintenance are borne by the government, whereas
the benefits arising out of highway construction and improvements are reaped by the
general public. The construction of a highway or its improvement may also have an
effect on another mode of transport, such as the railways, wholly owned and operated
by the government. It is, therefore, logical that the multiplicity of interests can be
encompassed if the economic analysis is done from a national view point, rather than
a restricted view point of the government or one of its wings or the public at large. This
implies that consequences to any person or anybody in the country should be accounted
for in the analysis.
4
IRC:SP:30-2009
2.3 Difference between Economic Analysis and Financial Analysis
In financial one is concerned with the ways and means of financing a project
analysis,
(by floating bonds or by levying toll) and the financial profitability of the project.
Economic analysis, on the other hand, is not concerned with the sources of financing,
the availability of funds and the allocation of funds 17 18 As such, funding of projects is a
.
management decision. For example, the construction of a tolled highway or expressway

has to be examined on the basis of its cost and the expected toll collections and the
management may take a decision to construct the same if the toll collection seems to
be attractive enough. Such an analysis is financial in nature. Economic viability which
concerns with the consequences segments of the society, will still be necessary
to all
in such a case to establish its economic viability. However, even after the economic
viability of a project has been established, the government may not take up the project
due to lack of funds or because of the fact that the financial analysis has indicated that
the returns are not attractive for the funding and recovery procedure selected.
2.4 Analysis is a Study of the Future
Economic analysis is not concerned about past events and investments. It is essentially
a study of the future. The analysis, therefore, should estimate future traffic, costs and
benefits.
2.5 All Possible Alternatives should be Considered
The very basis of economic analysis being the selection of the most attractive option
and in this regard, it is necessary that the analyst evaluates a number of possible
alternatives. Of course, the basic alternative is the 'do-nothing', or the continuation of
the present situation. All other alternatives are evaluated against this basic condition.
2.6 Marginal Differences
When considering a number of alternatives, it is not sufficient to evaluate each of them

against the basic "do-nothing" alternative. It is also advantageous to consider the
marginal differences in costs and benefits between two alternatives and carry out
incremental analysis to establish whether the increment in investment also yields
justifiable incremental benefits.
2.7 All Consequences should be Considered

The investments on highways consequences, some of which
bring about a variety of
can be quantified into monetary terms and some cannot. All consequences which can
be quantified monetarily should be considered and included in the analysis. Non-
quantifiable effects should also be identified and presented to the decision maker.
5
IRC:SP:30-2009
For example, impact of the project on the environment is an extremely important
consideration in building highways. But it is very difficult to quantify in monetary terms
the adverse effect on environment. All the same, at the Project Appraisal stage, the
highway engineer must at least qualitatively highlight the effect on environment.
2.8 Analysis Period should not Extend Beyond the Period of Reliable
Forecasts
There is considerable uncertainty of forecasts beyond a certain reasonable period.

Human behaviour may change, travel pattern may undergo a shift and technology may
experience transformation. Thus it is worthwhile to limit the analysis period to one of
reliable forecasts. Moreover, since future costs and benefits are to be discounted, the
inclusion or omission of costs or benefits beyond a reasonable period is hardly likely
to influence the results. A period of 1 5-20 years beyond the completion of the project is
generally considered for highway projects whereas in the case of expressway projects,
the analysis period is considered up to 25 years.
2.9 All Future Cash Flows to be brought to a Common Time Datum

The present and future costs and benefits occur at different points of time. In order to
evaluate them on a common basis, they should be reduced to equivalent values at a
common date. This procedure is known as discounted cash flow and is based on the
concept of time value of money.
2.10 Cost and Benefit Components of Equal Magnitude
There may be some cost and benefit components which remain equal in magnitude
for all the alternatives. They may be omitted since they will in any case cancel out in the
analysis.
3 TIME VALUE OF MONEY

3.1 Concept of Time Value of Money
Money appreciates in value in course of time due to the interest it earns. To illustrate
the concept, consider Rs 1 00 today, which if invested at 1 0 percent compound rate of
interest, becomes Rs 673 at the end of 20 years. Thus, Rs 1 00 today is worth Rs 673
at the end of 20 years. In other words, Rs 673 at the end of 20 years is worth only Rs
1 00 now. This concept helps the analyst in reducing all future costs and benefits to a
common date and thus evaluate on a common basis. The concept is thus the foundation
on which the entire structure of economic analysis is built.
: .
IRC:SP:30-2009
3.2 Definition of Commonly Used Terms
Interest is defined as the money paid for borrowed money. It also indicates the return
obtainable by the productive investment of capital.
Interest Rate is the interest paid or the return obtained at the end of one year, expressed
as a percentage of the capital at the beginning of the year. Interest rate can be either
simple rate (where the interest is paid to the lender every year) or compound rate
(where the interest accrued is added to the capital).
Present Worth is the present value of a future payment or a series of future payments
at the given rate of interest. In the example given in Para 3.1 , the present worth of
Rs 673 at the end of twenty years is Rs 100 at a rate of interest of 10 percent per
annum (compound).
Discounting is the process of calculating the present worth of a future payment. Thus,
in the above example, Rs 673 at the end of twenty years, when discounted at 1 0 percent
per annum, amounts to Rs 1 00 at the present time. Discount rate is the interest rate at
which future payments are reduced to a common time.
Rate of Return is the term commonly used

economic analysis for the rate at which
in
economic benefits are obtained by a project. Though it generally means the same as
interest rate of discount rate are more appropriate in economic analysis. The term
interest rate is more commonly used while borrowing capital.
Minimum Attractive Rate of Return (MARR) is that rate of return which must be
ensured in any project if it has to be selected for implementation.
3.3 Compound Interest Equations
The mathematical problems involving compound interest have been simplified by the
use of six standard equations presented in Table 1
The ready-made tables indicating the values of the above mentioned factors for various
values of interest rates are given in Annex A. The use of the tables presented in Annex
A is illustrated in the following examples:
Example 1
Find the future worth of Rs 1 00 000 at the end of 20 years invested at a compound rate
of interest of 12 percent per annum.
From Table 45, = 9.6463

CA (12%, 20 years) = Rs 100 000 x 9.6463
Therefore, future worth at the end of 20 years = Rs 9 64 630.
7
1
IRC:SP:30-2009
Table 1 Compound Interest Equations
Equation Use Factor
F= P(1 +/')" Given P to (1 + i)

n
is known as Compound Amount
findF (CA) Factor
P= F Given F, to 1 is known as Present Worth (PW)

(1 +/)" find P (1 + /)"
factor of single sum

F=(1+ i) --VA
n
Given A, to (1 + i)
a - 1 is known as
1 findF /
Compound Amount Factor of uniform

series (SCA)
A=F* i Given F, to 1 is known as

(1 + /')
n -1
find A (1+/)M
Sinking Fund Factor (SFF)
P=(1+ /)*-1V\ Given A, to (1 + i)

a - 1 is known as
+ /')"
find P
Present Worth Factor of Uniform
series (SPW)
/A=/'(1+ /)* *P Given P, to /(1+/) n is known as
(1+/)
n -1
find A (1+ /')"-
Capital Recovery Factor (CRF)
where,
P- present sum of money

/ = interest rate (compound) per annum
n = number of years
F = sum of money at a future date
A - end-of-year equal annual payments for n years
Example 2:
What is the present worth of a sum of Rs 75 000 at the end of 10 years when the
discount rate is 1 0 percent per annum?
From Table 44,
PW (10%, 10 years) = 0.3855

Therefore, present worth at the end of 1 year = Rs 75 000 x 0.3855
Rs 28 912.50
8
IRC:SP:30-2009
Example 3:
The annual cost of maintenance of a new road thrown open to traffic is Rs 1 5 00 000.
What is the future worth of this expenditure at the end of 10 years when the rate of
interest is 1 5 percent per annum?
From Table 46,
SCA (15%, 10 Years) = 20.3037

Therefore, future worth at the end of 1 0 years = Rs 1 500 000 x 20.3037
Rs 30 455 550
Example 4:
A major rehabilitation of a pavement will be done 1 0 years from hence at a cost of Rs

1 00 lakh. What should be the series of uniform annual payments that must be set apart
to accumulate this amount, if the interest rate is 9 percent per annum?
From Table 43,
SF (9%, 10 years) = 0.0658

Therefore, amount of uniform annual payment = 0.0658 x Rs 100 lakh
Rs 6.58 lakh
Example 5:
The annual maintenance cost of a major bridge is Rs 50 000. What is the present
worth of this cost incurred for 1 0 years after the opening of this bridge? The discount
rate may be taken as 1 2 percent per annum.
From Table 45,
SPW (12%, 10 years) = 5.6502

Present Worth = Rs 50 000 x 5.6502
Rs 282 510
Example 6:
The cost of construction of a new Rs 200 crore at current price and is met
facility is
with by raising a loan. What is the annual payment of equal amount for 20 years to
repay the loan, if the rate of interest is 10 percent per annum?
From Table 44,
CR (10%, 20 Years) = 0.1175

Equal annual payment to repay the loan = 0.1175 x Rs 200 crore
Rs 23.50 crore.
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IRC:SP:30-2009
4 TOTAL TRANSPORTATION COST
Inhighway economic analysis, one has to consider the total transportation cost, which
comprises the following:
1) Cost of construction of the facility initially
2) Periodic cost of maintaining the facility over its design life
3) Road User Cost

The three components are interdependent, and the designer has to choose that
alternative which holds the sum total of the three to a minimum. Road User Cost is
composed of the following main components:
1 ) Vehicle Operating Cost

2) Time Cost
3) Accident Cost
The detailed discussions on the determination of costs and benefits for economic
analysis are given later.
5 DETERMINATION OF HIGHWAY COSTS
5.1 The first two components of the total transportation discussed earlier, viz. the
cost of construction of the facility initially and the periodic cost maintenance of the
facility over its design life are known collectively by the term 'highway costs'.
5.2 The cost of construction of the facility includes the following:
i) Survey, investigation and design costs
ii) Land acquisition costs

iii) Construction costs
iv) Physical contingencies (unforeseen items and unforeseen increase in cost

not attributable to escalation and unforeseen increase in quantities)
v) Supervision, quality control and administration charges
5.3 The cost of maintenance of the facility includes the following:
1 ) Ordinary repairs such as patch repairs, pot-hole filling, dressing earth work, etc.
2) Periodic repairs, such as renewals and resurfacing
3) Any emergent or special repairs
4) Operational expenses, such as traffic signals, traffic aid posts, lighting,

policing etc.
5) Supervision and administration charges.
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5.4 When dealing with the highway costs, it is necessary to phase the same year by
year. For example, if a project estimated to cost Rs 1 00 crore is sanctioned now, the
expenditure will generally be incurred over a period of 3-5 years depending upon various
factors. It is necessary to break-down the outlays each year of its construction. As
in
an illustration, the breakdown of cost for a road project amounting to Rs 1 00 crore is

given in Table 2.
Table 2 Breakdown of Cost Outlay
Year Cost (Rs in Crore)

1 10.0
2 20.0
3 30.0
4 40.0
Total 100.0
Similarly, in the case of maintenance costs, year-by-year costs have to be identified.
Thus, if the yearly maintenance cost of the highway project illustrated earlier are Rs
0.50 crore and the cost of renewal of the surface once in five years is Rs 2.00 crore, it
will be represented as given in Table 3.
Table 3 Breakdown of Cost Outlay during Construction and Maintenance Periods
Year Cost (Rs in Crore)
2 Construction Period
3
4
5 0.50
6 0.50
7 0.50
8 0.50
9 2.00
10 0.50
11 0.50
12 0.50
and so on, repeating the cycle, till the design life of the project.
IRC:SP:30-2009
5.5 Difference between Economic Costs and Financial Costs
In economic one is concerned with economic costs and not financial costs.
analysis,
Financial costs are easy to determine, because they represent the actual amount one
has to pay to get a road constructed and maintained. They are the engineer's estimates
to get the project sanctioned and they are shown in the account books and budgets. In
a perfectly competitive market and where taxes are not levied, the financial cost is
very nearly equal to the economic cost. But when the market is imperfect and where
taxes are levied, the financial costs and economic costs are not the same. Economic
costs are based on the "opportunity cost" of each of the constituent costs such as
labour, material and machinery. In order to derive the economic costs, these constituents
have to be isolated, quantified and adjusted on the basis of certain principles discussed
in the succeeding section.
5.6 Shadow Pricing
In many developing countries, a considerable amount of distortions have arisen in the

prices as a result of government policies, regulationsand bad investment planning.
This scenario is true in the case of Indian situation as the domestic prices of many
commodities are administered by the government and the traded prices are not at par
with the international market prices. The minimum wages, especially of unskilled labour
are also fixed statutorily by the government, and in an over-populated and labour-surplus
economy like India, the wages do not truly reflect the economic cost. Foreign exchange
is extremely precious for the Indian economy, but the official exchange rate does not
reflect this. Adjustments needed in the prices of goods and wages to make them reflect
truly their market value are known as shadow pricing.
The wages of unskilled labour are regulated by the government and are also determined
by the bargaining power of the trade unions. Since there is a large unemployment
problem in this sector in the country, the wages paid do not reflect the surplus conditions.
If true market forces were to be at work, the wages might probably come down. The
exact determination of the shadow wage rate depends upon a number of factors and
this indeed is a complicated matter. For Indian conditions, is assumed that the shadow
it
wage rate is half the actual wages paid. For semi-skilled and skilled labour, there is no
need to do shadow-pricing since there is generally a scarcity of these categories and
the market wages more or less reflect this situation. If the analyst has reasons to believe
that the statutory wage rates are low, there is a justification for an upward shadow-
pricing of semi-skilled and skilled labour wages. The current practice in the Project
Appraisal Division of the Planning Commission is not to segregate labour component
and not to use shadow wage rate 5 .
India by and large self sufficient in highway construction machinery and materials
is
needed for the project. Nevertheless special occasions may arise when some items
of modern equipment or some materials have to be imported. For example,
12
IRC:SP:30-2009
sophisticated state of the art hot mix plants, paver finishers and concrete paving
equipment may have to major projects. Foreign exchange is scarce in
be imported for
a developing country like India and to value the import cost at the official exchange
rate would be to disregard this fact. Hence, the general practice in the country is to
shadow price foreign exchange at 25 percent above the official rate.
Certain commodities are both produced locally and imported. Atypical example is
fuel oil. The domestic price may such cases, it

not reflect the true international price. In
is desirably to consider the border price (price at the country's border, which is the
c.i.f. price). It is, of course, a debatable point whether the border price should further
be adjusted to reflect foreign exchange out-go in the case of imports. If such adjustment
is done, it should bear a relation to the ratio of import to domestic production of the
commodity.
Taxes are levied by the Government on a number of items of goods which are inputs to
the cost of highway project. They include import duty, excise duty and sales tax. Such
taxes do not represent an economic cost as they are not part of the cost of resources
used in the production of the goods. They are in fact transfer payments within the
economy. Similarly, license fees fall into the same category. Certain commodities may
be sold in the country of subsidized rates. Such subsidies should be disregarded in
economic evaluation.
All the above principles of shadow streams (namely,

pricing apply equally to the cost
highway construction and maintenance cost) and the benefit streams (namely, road
user benefits). As an approximation in many of the projects taken up in India, a factor
of 0.80 - 0.90 has been used to convert financial costs of road works to economic
costs.
5.7 Treatment of Inflation
The construction highway project takes a number of years and during this period,
of a
the cost of labour, materials and equipment may undergo an inflationary trend. Similarly,
the benefits of reduced Vehicle Operating Costs may be higher in future years due to
inflation. Since general inflation results in the price rise in all goods, the relative prices
remain constant. Hence, it is the practice to disregard escalation and inflation, both on
the cost stream and the benefit stream. However, changes in relative prices should be
allowed at least upto the extent that they can be foreseen accurately which can help in
demonstrating how they affect costs and benefits differently.
5.8 Interest on Capital Cost of Construction
Highway projects in government funds as well as

India are at present financed from
from private funds in the case of National Highways Development Project (NHDP)
road projects implemented under Build Operate and Transfer (BOT). In the case of
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IRC:SP:30-2009
government funded projects, there is no need to include yearly interest on the initial
cost of construction in economic analysis whereas in the case of BOT projects, it is
necessary to include interest charges.
6 DETERMINATION OF BENEFITS
6.1 The economic benefits from highway projects is usually much

quantification of
more difficult than determination of costs. This is because of the following reasons:
Benefits from highway are varied in and

nature, some of them are direct
some indirect. Direct benefits such as reduced Vehicle Operating Costs can
be easily measured, whereas indirect benefits such as improved agriculture
and accelerated growth of the economy cannot be measured easily.
Even when the benefits are direct, some of them are difficult to quantify.
Examples are: value of passenger time savings, value of reduced air
pollution, value of reduced noise levels and value of improved aesthetics.
Benefits which occur in the future are closely related to future traffic, forecast
of which is difficult.
Benefits can be determined only when alternatives are considered. Since

there are many alternatives possible, benefits vary with each comparison. If
the analyst misses an important alternative, it is likely that an accurate
measurement of benefits is missed and what is achieved by evaluation of

other alternatives is either an understatement or over-statement of benefits.
6.2 Sometimes, confusion is likely to occur in the minds of analysts whether to treat a
particular item, as "costs" or "benefits". Under these circumstances, the simple rule to
be followed to avoid such confusion is to denote the cash out-flows as negative and
hence costs, and cash in-flows as positive and hence benefits.
6.3 Types of Traffic Receiving Benefits
Benefits due to highway projects are received by the following categories of traffic:
i) Normal traffic
ii) Diverted traffic
iii) Generated traffic or induced traffic
Normal traffic is the traffic which would have developed on the existing facility whether
or not any improvements would be made.
Diverted traffic is the traffic diverted on to, or away from, the route or mode being
studied. Thus, the construction or improvement of a road may take away traffic from a
railway line. In that case, what appears as a benefit to the highway project due to
14
IRC:SP:30-2009
increased traffic is actually a loss to the railways. Both should be quantified and
accounted for. Similarly, if a bypass is constructed for a congested city, the existing
road will be decongested due and will thus receive some reduction
to traffic diversion
in VOC. This also should be accounted for. Generated (or induced) traffic is the new
traffic that develops because of new travellers making use of improved or new facility.
The benefits to normal traffic and diverted traffic are evaluated by multiplying the change
in user costs by the change in traffic. However, while dealing with generated traffic, the
818
benefits are found by multiplying half the change in user costs by the change in traffic .
6.4 Benefits from Highway Improvements
The benefits from highway improvements can be broadly classified as under:
a) Road User benefits
1 ) Vehicle Operating Cost (VOC) savings
2) Value of travel time savings

3) Value of savings in accident costs
4) Savings in maintenance costs

b) Social benefits
1 ) Improvements in administration, law and order and defence

2) Improvements in health and education
3) Improvements in agriculture, industry, trade and mining

4) Improvements in environmental standards
5) Appreciation in value of land adjacent to roads

Considering the existing state of knowledge in the country, it is possible to monetarily
quantify only the direct road user benefits. Only when sufficient research is carried out
on other aspects can the full quantification of benefits be possible. The present Manual,
therefore, restricts itself to only the direct road user benefits.
6.5 Factors Affecting Road User Costs
Research works carried out in India has isolated the effect of the following components
on the road user costs 3,4,10 .
1. Roadway Factors
a) Pavement width
b) Pavement surface type and its riding quality, as measured by its
roughness
15
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c) Vertical profile
d) Horizontal geometry
e) Number of junctions per Kilometre (in case of accident costs)

2. Vehicle Factors
a) Type
b) Age
c) Make
d) Engine horse-power
e) Power - Weight ratio
Traffic Factors
a) Traffic volume
b) Traffic composition
c) Speed
d) Congestion
The pavement width (W) is measured in metres and generally has the following values:
Single lane roads 3.75 m
Intermediate lane roads 5.5 m
Two-lane roads 7.0 m
Four-lane (divided) roads 2 x 7.0 m
Six -Lane (divided) roads 3 x 7.0 m
The Roughness (RG) of the road is measured by the British Towed Fifth Wheel Bump
integrator (Bl) and is expressed in mm/km. Table 4 presents the typical values found
on Indian roads.
Table 4 Recommended Roughness Values for Roads in India

(Measured normally using towed fifth wheel Bump Integrator in mm/km)
Road Condition (in mm/km)
Surface Type Good Average Poor Very Poor
Bituminous < 2000 2000 - 3000 4000 - 6000 > 6000
Concrete
Surface Dressing < 3500 3500 - 4500 4500 - 7000 > 7000
Premix Bituminous < 3000 3000 - 4000 4000 - 6000 > 6000
Carpet
(Open Graded)
Water-Bound < 8000 8000 - 9000 9000- 10 000 > 10 000
Macadam/Gravel
Cement Concrete < 2200 2200 - 3000 3000 - 4000 > 4000
16
iRC:SP:30-2009
The other method of measuring roughness is the International Roughness Index (IRI).
The following equation presents the relationship between Bl and IRI.
12
Bl (mm/km) = (630*/R/) 1
(m/km)
The analyst should obtain the actual values from field measurements and use the above
values only when no such measurements have been made.
The vertical profile of the road is measured in terms of metres of Rise and Fall (RF)
per Kilometre. The horizontal curvature is measured by the average degree of Curvature
(CV) per Kilometre and the typical values of RF and CV are presented in Table 5.
Fig. 1 depicts the method of quantification of the same.
Average curvature of section AB, CV- q+q 2

+& 3 + o n /Distance AB (km)
(expressed as degrees/km)
Average rise of section AB, RS = h +h 3 +h 5

1
+/?
m /Distance AB (km)
(expressed as m/km)
Average fall of section AB, FL = h 2 +h 4 +h 6 +/7

n
/Distance AB (km)
(expressed as m/km)
Average rise and fall of section AB, RF = h +h 2 +h 3 ... + h m +h n /Distance

1
AB (km)
(expressed as m/km)
Table 5 Typical Values of RF and CV for various Terrains in India
Terrain RF Curvature
Low Curvature High Curvature
Plain 0-15 Less than 50 Above 50

Rolling 15-30 Less than 100 Above 100
Hilly 30-50 Less than 200 Above 200
RF and CV are highly correlated and it is generally sufficient to consider one of the two
in the analysis. The number of intersections per Kilometre (J) on a road section
influences accident rate. In highway economic analysis, the effect of traffic on speeds
is important. The research studies conducted 3 410 have enabled the formulation of the
speed-flow equations and the same are presented in Annex B.
17
IRC:SP:30-2009
Fig. 1 Methods of Specifying the Curvature and Longitudinal Profile

of a Road Section
6.6 Benefits Due to Reduction in Vehicle Operating Cost
The Vehicle Operating Cost (VOC) components are:
a) Fuel
b) Lubricants
c) Tyres
d) Spare parts
e) Maintenance labour
f) Depreciation
g) Wages of crew
h) Fixed costs, including overheads administration, interest on borrowed
capital, etc.
Annex C presents the equations for determining the VOC components for various types
of vehicles forming the basis of the Tables presented in Annex D. As the number of
diesel cars is gradually on the increase, the proportion of cars has been taken in the
ratio of 75 percent petrol driven cars to 25 percent diesel driven cars based on extensive
market surveys from recent studies 1
. The VOC values worked for different vehicle types
are as per March 2009 price levels and are exclusive of taxes in the case of economic
costs and inclusive of taxes in the case of financial costs. The VOC inputs
prices of
used for preparing the Tables are also presented in Annex D. To obtain the VOC values
18
IRC:SP:30-2009
for intermediate values of Roughness and Rise/Fall values (that is, other than those
presented in Annex D), the VOC values presented for a given vehicle type needs to
be interpolated accordingly.
It is an established would increase in accordance with increase

fact that road user cost
in Vehicle Operating Cost which implies that Road User Cost depends upon the change
in Wholesale Price Index (WPI). Generally, weekly, monthly as well as yearly WPI data
can be obtained from the Ministry of Commerce and Industry (Office of the Economic
Advisory Board) 5 From their website, it is possible to obtain the weekly WPI data for
.
various commodities including Transport Equipment and Parts, Petrol and High Speed
Diesel (HSD) as well as the overall WPI for all commodities. For quick estimation of
VOC for any year, the WPI index for all commodities can be directly applied. Accordingly,
the WPI as on 7 October, 2000 namely on the reference analysis year when the VOC
equations were updated by CRRI 4 was 1 57.4 whereas the WPI as on 21 March, 2009
is 228.5. Using the ratio between the above two WPI indices, the VOC for the base
year {March 2009) can be obtained by multiplying the VOC for the year 2000 (obtained
from the updated VOC equations evolved in URUCS 2001 study ) by a factor
4
of 228.5/1 57.4. Similarly, the ratio of WPI for other relevant individual commodities 5
can be worked as under:
Transport Equipment and Parts = 175.5/141.0 = 1.248

Petrol = 224.2/159.8 = 1.403
High Speed Diesel = 452.2/249.0 = 1.816
Out of the above factors derived through comparison of WPI, the relevant one may be
used by the user for the computation of updated VOC as presented in Annex D.
6.7 Travel Time Savings
Generally, savings in enjoyed by bus passengers, car passengers and

travel time are
two-wheeler riders. Values at March 2009 price levels 5 are presented in Table 6.
Table 6 Value of Travel Time of Passengers (In Rs per hour)

Value of Time
SI. No. Nature of Journey by Passenger Primary Secondary
Route Route
1 Cars 62.5 52.5
2 Two Wheelers 32.0 22.0
3 a) Ordinary Bus Passenger 39.5 14.5
b) Deluxe Bus Passenger 43.5
19
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Since the passenger travel time savings in a developing country like India are not
sometimes considered in economic analysis, the analyst may perform economic
analysis with and without this component. The occupancy of cars, two wheelers and
buses should be found from actual surveys. In the absence of the same, the values
suggested below may be adopted:
Average occupancy of a car = 4.8
Average occupancy of a two wheeler = 1.5
Average occupancy of a bus = 43.0

However, it is to be noted that the above values vary from region to region. For a major
project like Expressway, where travel time savings are very significant, the accurate
value of time of passengers and commodity in transit may have to be determined. The
rates suggested for passenger travel time values have been appropriately accounted
by considering 85 percent work trips and 1 5 percent social/leisure trips based on the
studies conducted by CRRI 34 .
In the case of commodities, lesser travel time signifies smaller inventory cost. Speedier
travelmeans that for transporting the same quantity of goods in a certain period, lesser
number of commercial vehicles can be used. Speedier travel leads to reduction in the
fixed charges per km which every operator has to pay. Quicker travel also results in
time savings to the vehicle crew. The savings in travel time are an important component
of the benefits from highway improvements. Theoretically, it is possible to visualize the
savings in cost of holding inventories by working out the value of goods held during the
transport and deriving the interest payment thereon per hour. The value of commodity
in transit may be considered separately for different types of commercial vehicles plying
on primary and secondary routes. The values presented in Table 7 are the updated
values of the study titled, "Updation of Road User Cost Data" conducted by CRRI in
4
2001 by considering the WPI price levels as of 21 March 2009.
Table 7 Value of Commodity on Primary and Secondary Routes
Type of Vehicle Value of Average Load Commodity Holding

Route Type Commodity ({/vehicle) Cost (Rs/day)
(Rs/t)
Primary Route LCV 35 300 3.2 58.1

HCV 38 750 9.0 178.0
Secondary MAV 36 300 18.3 333.0
Route LCV 33 400 3.2 53.8
HCV 35 550 8.4 148.4
20
IRC:SP:30-2009
6.8 Accident Cost Saving
As it is possible to predict the reduction in accidents on account of road improvements,

the accident cost values evolved from the earlier studies can be used after updating
using the ratio of WPI for the economic cost of different types of accidents and economic
cost of vehicle damage. The values presented in Tables 8 and 9 are the updated values
of the study titled, "Evaluation of Road Accident Costs" conducted by TCS in 1 999 by
17
considering the WPI price levels as of 21 March 2009.
Table 8 Economic Cost for different type of Accidents
SI. No. Type of Accident Economic Cost of Accidents (in Rs)
1 Fatal 864 350

2 Serious 391 800
3 Major 172 650
4 Minor 30 450
6.9 Congestion Effect
The VOC Tables given in Annex D are for uncongested free flow conditions. As traffic
volume on a road increases, the vehicles have to overtake, cross, accelerate and
decelerate. These manoeuvres result in drop in speeds and increase in fuel
consumption along with wear and tear of vehicles. The effect of congestion on VOC
can be considered separately for the distance-related and time-related components.
Table 9 Quantum of Vehicle Damage due to Accidents
SI. No. Type of Accident Economic Cost of Accidents (in Rs)
1 Cars 26 150
2 Two Wheelers 6 650
3 Three Wheelers 7 600
4 Buses 76 050
5 HCV 8 600
6 MAV 1 340 400
The distance-related components are:
1) Fuel
2) Lubricants
21
IRC:SP :30-2009
22
IRC:SP:30-2009
3) Tyre
4) Spare Parts
5) Maintenance Labour
The time-related components are:
1) Depreciation
2) Fixed costs
3) Wages of crew
4) Value of passengers time
5) Value of commodity in transit
The study conducted in 2001 4 has yielded updated relationships given in Table 10.
This can be used for arriving at factors which in turn can be utilized for multiplying
the distance-related and time-related VOC components presented in the Tables at

Annex D.
As regards the time-related VOC components, they can be easily worked out from the
Speed-flow Equations given in Annex B as under:
Multiplying factor for determining time-related VOC components under congested traffic
conditions
= Intercept given in the Equation (-Free Speed)

Speed determined from the Equation under congested traffic flow
In the above computations, the Volume - Capacity (V/C) ratio is worked out from
capacity of various road widths as presented in Table 1 1 . The peak hour volume is
assumed to be 10 percent of the daily volume in arriving at the values given in this
Table.
Table 11 Capacity Values for Assessing the Effect of Congestion on

Plain Terrain 6
SI. No. Road Details Peak Hour Capacity (in PCU/h)
1 Single Lane 600 (both directions) t
2 Intermediate Lane 1600 (both directions)
3 Two-Lane 3000 (both directions)
4 Four-Lane 4300 (one direction viz the major flow)
23
IRC:SP:30-2009
It should be noted that congestion occurs most severely in the peak hours and less
severely during the rest of the day. The hourly traffic variation on the road will then
determine the appropriate congestion factors. For the determination of both distance
and time-related congestion factors, information on peak hourly traffic flow in terms of
PCU is essential. When such information is lacking or not available normally,
8-10 percent of daily traffic volume is considered to represent the peak hourly traffic
flow.The congestion factors obtained on the basis of peak hourly traffic are true only to
the peak hour conditions and is inappropriate if the congestion factors are used for
it
24 hours. Therefore, a correction factor would have to be applied to obtain a realistic

value.
To arrive at a correction factor traffic census data available for typical sections of
National Highways can be utilized in deriving a factor. From this data, the percentage
of traffic for each hour can be established. For two-lane road in plain terrain, a capacity
6
of 30000 PCU/day has been considered appropriate and this can be distributed over
the 24-hour period in accordance with the percentage of volume found in each National
Highway. For each hourly traffic, distance and time-related congestion factors can be
computed using equations given in Table 1 0 and Annex B respectively for the following
categories of traffic.
a) Cars
b) Two Wheelers
c) Buses
d) Light Commercial Vehicles (LCV)
e) Two Axle Heavy Commercial Vehicles (HCV)
f) Multi Axle Heavy Commercial Vehicles (MAV)

6.10 Benefits from Low Volume Roads
In the case of low volume rural roads, like village roads, the quantification of benefits
due to the savings in VOC is not the correct approach for economic analysis. This is
because the number of vehicles using village roads is very insignificant which can be
as low as 200 vehicles per day. Considering this, it is prudent to assess the benefits
on the basis of Producer Surplus. This approach expresses the project benefits directly
rather than indirectly namely in terms of value of net output and income rather than in
terms of savings accrued to road users. This production-oriented interpretation of
project benefits is consistent with the present mandate of the government focusing on
accelerated rural development through the Pradhan Mantri Gram Sadak Yojana
(PMGSY) because focuses directly on farm level changes and augmentation of road
it
24
IRC:SP:30-2009
connectivity to villages. The application of the producer surplus approach means
that a significant statistical and other data collection CTfort is needed to obtain
the following:
a) An accurate economic activities (which may

description of the principal
largely fall in the primary sector) and production techniques and
conditions;
b) An assessment of the minimum incremental amount of expenditure needed

to generate increased output in the given economic activities;
c) Estimates of changes in yields, farm gate and market prices (for agricultural
produce); and
d) Determination of marketable surpluses taking into account farmer's own

consumption, requirement for seeds, fodder etc.
This statistical effort need to be supplemented with farm budgeting-costing. The value
added approach focuses on the difference in the net income of producers (by economic
activity) and transporters "with" and "without" the road investment and the
complementary incremental investments and expenditure (operating and maintenance
costs for generating production) in each sector/sub-sector of the economy. Since this
is an "economic" approach, all the expenditure related to project and revenue should
reflect economic costs (namely, shadow or accounting prices) which infer and allow
for transfer of payments, subsidies and other distortions in prevailing market prices.
By definition, the value added approach does not focus on the financial incentives
generated by proposed rural investments. These incentives are, however, critical to
the viability of projects and merit considerable attention in the appraisal process.
6.11 Benefits from Construction of a Large Bridge Project
In bridge project appraisal, it is important first to study the present traffic flow pattern.
It may comprise of the following:
a) Service across the river by a small ferry, carrying passengers and light
vehicles, and/or
b) Detouring of vehicles by alternate route, generally over long distance
This will be followed by forecast of average daily traffic over the proposed bridge for
the time horizon of the study. This will represent the normal traffic growth and the volume
generated by the proposed bridge. The main elements of traffic required for economic
25
IRC:SP:30-2009
analysis are as follows:
a) Ferry Traffic
i) Normal growth
ii) Volume generated by the proposed bridge
b) Diverted Road Traffic (from alternate route)
i) Normal growth
ii) Volume generated by the proposed bridge
6.11.1 Project costs
The project costs basically include the following:
a) phased over the construction period

Capital costs, annually
b) Recurring and maintenance costs, and
c) The sum of (a) and (b) will be the total cost of the project.
6.11 .2 Project benefits
The economic appraisal consists primarily of determining the least cost solution to the
problem of moving traffic across the river. Two alternatives, bridge and ferry, differ not
only in and operating costs, but also in the quality of services in that, ferry takes
capital
more time and is less convenient. As a result, the traffic levels would, in fact, differ
substantially under the two alternatives. The benefits accruing due to the bridge, in case
of ferry alternative without any diversion of traffic by alternate route primarily consists of
the avoidance of the ferry capital and operating costs and the elimination of delays for
vehicles, drivers, passengers and goods. These will be calculated as the time savings
for road traffic. In the case of alternate route, VOC and time savings for the diverted
traffic (both passengers and goods) would also form part of the benefit streams.
6.11.3 Ferry costs
The capital costs will be system as a whole which includes the cost of
for the ferry
vessel and the terminal facilities. Similarly, the cost of operation will be for both ferry
and terminal. These costs will be worked out for the normal traffic.
6.11.4 Elimination of delay
Assuming reasonably between it and the drive

efficient ferry services, the difference
across the proposed bridge need to be determined. It should be determined taking
into account the waiting time for the ferry and boarding and alighting time for passengers
and goods as well as vehicles. Based on the normal growth in traffic, annual time
savings must be worked out and valued in monetary terms.
26
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6.11.5 Vehicle operating costs
As already indicated in the manual, Vehicle Operating Costs (VOC) will be worked out
under two scenarios namely "with" and "without" project condition. Under "without project
condition", the VOC will be determined year by year, on the existing route with the
given value of rise and fall, roughness, traffic volume and composition and the travel
distance (lead) whereas under "with project" condition, VOC will be determined for the
proposed route taking into account all the above road and traffic characteristics. VOC
savings in "with project condition" will arise first, due to short distance and secondly,
on account of less congestion.
6.12 Benefits from Replacement of Railway Level Crossings by Road

Overbridge (ROB)
The benefits from the replacement of Railway Level Crossings by ROB are as under:
Travel Time savings of passengers for the duration of the closure of the
gates and immediately after opening of the gates.
Value of commodity in transit detained for the duration of closure of the

gates and immediately after opening of the gates.
Savings in idle fuel consumption.
Savings in the cost of maintenance of the level crossing (wages ofgateman

etc).
Savings due to prevention of accidents, if such data is available from past

records.
The expected increase in road traffic coupled with increase in railway closures should
be considered over the analysis period and the possibility of doubling of track leading
to more closures should be considered. For performing economic viability of

constructing the ROB, the relevant information may be collected during the traffic surveys
for the estimation of benefits.
7 TECHNIQUES OF ECONOMIC EVALUATION
7.1 Study of Alternatives
7 11 13 19
It has been emphasized that in the earlier studies 2 that economic analysis is
carried out to determine the most realistic solution from among a number of alternatives.
27
IRC:SP:30-2009
Thus the analyst must visualize the various alternatives that are possible, including the
"do-nothing" or "null" alternative, and evaluate each of the alternatives against the "do-
nothing" alternative. The results will enable him to determine whether each of the
alternatives is worthwhile at all and to rank the alternatives in the order of their
attractiveness.
7.2 Marginal or Incremental Analysis
Apart from carrying out the analysis of each of the alternatives against the "do-nothing"
alternative, the analyst should also carry out marginal or incremental analysis from one
alternative to the other. To illustrate this, let us consider a two-lane road which needs
pavement strengthening. Traffic forecasts may indicate that the carriageway needs
widening to four-lane divided carriageway as well in the next few years. Thus four
alternatives present themselves as follows:
Alternative 1 : Do nothing
Alternative 2 : Strengthening two-lane pavement
Alternatives : Strengthening two-lane pavement now and widening the

carriageway to four-lanes when it is due
Alternative 4 : Strengthening two-lane pavement now and widening the

carriageway to four-lanes right now.
The above alternatives are in the order of their increasing present costs. The analyst
must carry out incremental analysis of:
Analysis (1) Alternative 2 against Alternative 1
Analysis (2) : Alternative 3 against Alternative 2
Analysis (3) : Alternative 4 against Alternative 3
The results will establish whether the incremental investments will yield the desired
benefits.
7.3 Methods of Economic Evaluation
Three common methods of economic evaluations normally adopted are as follows:
1) Net Present Value Method
2) Benefit - Cost Ratio Method

3) Internal Rate of Return Method
28
IRC:SP:30-2009
All methods are based on the Discounted Cash Flow (DCF) technique
the three of
discounting all future costs and benefits to a common year.
7.4 Net Present Value (NPV) Method
In this method, the stream of costs/benefits associated with the project over an
extended period of time is calculated and is discounted at a selected discounted rate
to give the present value. Benefits are treated as positive and costs as negative and
the summation give the Net Present Value (NPV). Any project with positive NPV is
treated as acceptable. In comparing more than one project, a project with the higher
NPV should be accepted. The NPV is algebraically expressed as:
(B 0 -C Q )+(B r CJ + (B 9 -C,)+ (B n -CJ

NPVo =
1 2
(1+/) (1+/) (1+/)"
where,
NPV o
- Net Present Value in the year o
B t
= Value of benefits which occur in the year t
C t
= Value of costs which occur in the year t
/'
= discount rate per annum in decimals
n = number of years taken for analysis
The method 12 is illustrated using a simple example given below:
Example 7:
The cost of improving an existing road, 25 km long, is Rs 4.00 lakh per km. Road user
costs (with and without the improvements), accident costs (with and without the
improvements) and maintenance costs (with and without the improvements) are given
in Table 1 2 for a 1 0-year period after the completion of the improvements. Assuming a
discount rate of 1 0 percent, find out whether the project is economically justifiable?
Use the NPV method.
Solution:
The calculations are presented in Table 12.
Cost of improvements (C) = Rs 25 x 4 = Rs 100 lakh
NPV = (+ Rs 165.4 - Rs 100) lakh = Rs 65.4 lakh
Since the NPV is positive, the project is economically justified.
29
I J
IRC:SP:30-2009
Table 12
Road User Accident Costs Maintenance Benefits Br c t
I f\ A \ *
Year Costs Costs (B^JCol
i
(1+0.1)
A.
(V With Without With Without

WW III \J
1 Wfl * With Without
WW LI V# VI
1 1 [o+D+i
Impr. Impr. Impr. Impr. Impr. Impr.
r2+4+61
(1) (2) (3) (4) (6) (7) (8) (9) (10)
o -100.0 -100.0
1 105.5 126.5 1.1 3.1 3,5 2.5 22.0 22.0 +20.0
2 110 3 132 2 1 1 3 1 3 5 2 5 23.1 23.1 +19.1
3 115 8 138 9 1 2 3 5 3 5 2 5 24.4 24.4 +18.4
4 121 6 145 8 1 2 3 7 3 5 2 5 25.7 25.7 + 17.6
5 127 6 153 0 1 3 3 8 3 5 2 5 26.9 26.9 +16.7
6 134 0 161 0 1 3 4 0 3 5 2 5 28.7 28.7 + 16.2
7 140 7 168 9 1 4 42 3 5 2 5 30.0 30.0 + 15.4
8 147.8 177.0 1.5 4.4 3.5 2.5 31.1 31.1 +14.5
9 155.1 186.2 1.6 4.7 3.5 2.5 33.2 33.2 +14.1
I u 162.9 195.2 1.6 4.9 3.5 2.5 Â R 1A R I

^ A
+ 1 O.H
~
+ 165.4
-100.0
=+65.4
7.5 Benefit-Cost (B/C) Ratio Method
There are a number of variations of this method, but a simple procedure is to discount
all costs and benefits to their present worth and calculate the ratio of the benefits to
costs. Negative flows are considered as costs whereas positive flows as benefits.
Thus the savings in the transport costs are considered as benefits. If the B/C ratio is
more than one, the project is worth undertaking.
Example 8:
The B/C method 9 is illustrated using a simple example
An 30 km long, is to be widened to two lanes. The cost of

existing single lane road,
widening is Rs 10 lakh per km. The vehicle operating costs, accident costs and
maintenance costs, with and without widening, for a 1 0-year period are presented in
Table 13. The discount rate is 1 2 percent. Is the project worthwhile?
30
IRC:SP:30-2009
Table 13
All Figures in Rs lakh
Road User Accident Maintenance Benefits

Year Costs Costs Costs
(t) [3+5+7]- B-C
With Without With Without With Without Costs (C) (1+CU2) 1
Impr. Impr. Impr. Impr. Impr. Impr. [2+4+6]
(V (2) (3) (4) (5) (6) (7) (8) (9)
1 101.5 160.7 2.5 3.6 10.0 7.5 57.8 51.6

2 105.6 168.2 2.6 3.7 10.0 7.5 61.2 48.8
3 110.2 176.3 2.7 3.8 10.0 7.5 64.7 48.1
4 116.2 185.2 2.8 3.9 10.0 7.5 67.6 43.0
5 122.3 190.0 2.9 4.0 10.0 7.5 66.3 37.6
6 128.4 199.5 2.9 4.0 10.0 7.5 69.7 35.3
7 135.6 210.0 3.0 4.1 10.0 7.5 73.0 33.0
8 143.2 219.5 3.1 4.2 10.0 7.5 74.9 30.3
9 149.1 228.2 3.2 4.3 10.0 7.5 77.7 28.0
10 154.6 240.1 3.2 4.3 10.0 7.5 84.1 27.1
Total: 382.8
Cost of the Project = 30 x Rs 10 lakh

Rs 300 lakh
Benefit/Cost ratio = 382.8/300

= 1 .27 greater than 1
Hence, the project is economically justified.
7.6 Internal Rate of Return Method

The Internal Rate of Return (IRR) is the discount rate which makes the discounted
future benefits equal to the initial outlay. In other words, it is the discount rate which
makes the stream of cash flows to zero. Equation in para 7.4 can be rearranged as
below (B o being zero):
c =
(B r C,) + (B -C 2 2)
+ (B n -CJ
2
(1+/)" (1+/) (1+/-)"
= 1 (B,-C,)
M ton f\
n
31
IRC:SP:30-2009
The solution to the above equation can be done by trial and error. However, the task of
computing IRR is rendered very simple now-a-days due to the availability of this function
as an in inbuilt one in all statistical software.
If the IRR calculated from the above formula is greater than the rate of interest obtainable
by investing the capital in the open market, the scheme is considered acceptable.
7.7 Comparison of the Various Methods of Economic Evaluation
The three methods of economic evaluation described above have their own advantages
and short-comings. The B/C ratio method is very widely used by the highway engineers.
It, however, suffers from the following drawbacks:
a) It requires an assumption of a discount rate, which should bear relation to

the opportunity cost of capital. It is, however, rather difficult to know the
opportunity cost of capital accurately.
b) The significance of the B/C ratio is ambiguous, and its relative value is difficult
to understand and interpret. For instance, if there are two proposals, one
with a B/C ratio of 1 .05 and the other with a ratio of 1 . 1 0, the difference is
very difficult to appreciate.
c) It is somewhat confusing and difficult to decide which items should be termed

as costs and placed in the denominator and which as benefits and placed
in the numerator.
The IRR method is popular with international lending agencies like the World Bank. It
lends itself admirably well for use in a computer-aided design model. It avoids the
need for selecting a discount rate initially. The rate derived from computations can be
easily compared with the market rate of interest, with which economists, financial
experts and bankers are familiar. Its disadvantage is that the computations are tedious
and a solution can be obtained only by trial and error. The NPV method suffers from
the same disadvantage of B/C ratio method that a rate of discount has to be assumed.
7.8 Selection of Discount Rate
As seen from the discussions above, the selection of an appropriate discount rate (or
interest rate) is crucial in the B/C ratio and NPV methods.
The choice of the discount rate is governed by a number of complex factors and is
dependent on the future availability of finance and the various opportunities for its use.
The attitude of the society towards present consumption as against savings for future
is an important factor. Will the present generation prefer to consume the resources
32
IRC:SP:30-2009
now or conserve it for future use by the current or future generation? The answer to this
question will give the "social time preference rate of interest". Another approach is to
find out the social yield that the resources employed by a marginal public project would
have otherwise generated. This determines the "social opportunity cost rate of interest".
In a truly competitive economy, the two rates of interest would be equal and investments
and consumption would then be ideally allocated. But such a situation is difficult to
find, and more so in a developing country where capital is very scarce. In such situations,
some general guidelines can be given for selecting an appropriate discount rate. Such
a rate should not be less than the rate of borrowing or lending by the Government or
the market rate of interest. A rate of 1 2 percent is used by the Planning Commission 5 15 .
A typical worked out example given below explains the various steps involved in the
economic analysis.
Example 9:
A two-lane black topped road with earthen shoulders passing through a congested
town has the following traffic in the year 2009:
Cars 2720
Buses : 1119
Two-Axle Heavy Commercial Vehicles 4284
Multi-Axle Heavy Commercial Vehicles 1120
Light Commercial Vehicles : 1124
Two Wheelers : 854
An Origin-Destination (O-D) Survey has revealed that the following percentages of

traffic are bypassable as presented in Table 14.
Table 14 Percentage of Bye-Passable Traffic
SI. No. Vehicle Type % By passable Traffic
1 Cars 35
2 Buses 50
3 Two-Axle Heavy Commercial Vehicles 40
4 Multi-Axle Heavy Commercial Vehicles 60
5 Light Commercial Vehicles 45
6 Two Wheelers 15
33
IRC:SP:30-2009
The roughness of the road through the town is4000 mm/km and is maintained at the
same status by carrying out routine repairs and renewals. The road is in plain terrain
with RF = 0m/km.
It is proposed to construct a bypass town with a two-lane asphalt pavement of

to the
7.0 m wide with 1 .5 m black topped shoulders on either side. The roughness of the
new pavement will be 2000 mm/km and this value will be maintained through routine
maintenance and renewals.
The estimated cost of construction of the bypass is Rs 11 0 crore which is to be incurred

spread over a period of four years as given below:
Year Spread of Quantum of Investment (in %)
2009 10
2009 20
2009 30
2010 40
Traffic growth rate is expected to be 9 percent per annum for all vehicle types.
Maintenance cost per km is as under:
Existing road through the town Rs 250 000 per km/year

Bypass : Rs 250 000 per km/year
Similarly, the maintenance cost to be incurred for the existing road after the opening of
the bypass road would be Rs 250 000 per km per year. The length of the existing road
through the town is 1 0 km and the proposed bypass length is 1 1 km. The tax element
in construction and maintenance may be taken as 10 percent in all the above cases.
The accident costs and value of passenger time may be ignored in the calculations.
Calculate the IRR considering 15 year analysis period namely, 15 year period after
opening the road to traffic may be assumed. The capacity of the road is 3000 PCU/h
which corresponds to a maximum daily flow of 30 000 PCU with peak hour traffic of
1 0 percent of daily traffic.
Solution:
The calculation of Internal Rate of Return for the proposal of constructing bypass
involves the following steps:
34
.
IRC:SP:30-2009
Step 1: To convert the given traffic data in terms of PCU for the given alternative
proposals include the following:
Case I : 'Do Nothing Case': The traffic on the existing road alone is plying.
Case II : After bypass is constructed, the existing road is used by partial traffic.
Case III : The traffic using newly constructed bypass road after it is opened for
traffic after a period of four years.
To facilitate the calculation of traffic volume for each of the above scenarios,
the percentage of traffic using bypass road is made available as basic data (refer
Table 14).
Step 2: To calculate yearly traffic volume in terms of PCU/day with a 9 percent growth
rate from the year 2009 to 2027. 1 0 percent of this daily traffic is considered as peak
hourly traffic for the purpose of calculating distance-related and time-related congestion
factors. Both these congestion factors are to be calculated for a rise and fall (RF)
value of '0'
m/km and Roughness (RG) of 4000 mm/km.
Step 3: The distance-related and time-related congestion factors are separately

calculated and are corrected by multiplying a factor of 0.8. This is to consider the
effect of assuming 1 0 percent of total daily traffic to represent peak hourly traffic for 24
hours in the computations of congestion.
Step 4: Total Vehicle Operating Costs are calculated for the above three cases using
the economic costs of VOC given in Updated Road User Cost study conducted by
CRRI and 4
the Congestion Factors determined in Step 3.
Step 5: IRR is calculated using the data developed in Steps 1 to 4.
The typical calculations involved in the computations have been described in this
paragraph. The conversion of vehicles into PCU is carried out using the IRC guidelines
as per Table 1 5. The traffic volume data in terms of PCU for all the three envisaged
scenarios is presented in Table 16. The traffic data calculated from the year 2009 to
2027 considering traffic growth rate of 9 percent for all the three cases stated in Step
1 is tabulated in Tables 17, 18 and 19. Assuming 10 percent of total daily traffic to
represent the peak hourly traffic, the ratio of this traffic volume and the capacity of two-
lane road is calculated and tabulated in the last column on Tables 17, 18 and 19. It
should be noted that the Volume - Capacity (V/C) ratio logically cannot exceed 1 and
if any value is greater than 1 it should be equated to 1
35
IRC:SP:30-2009
Table 15 Recommended PCU Factors for Various Types
of Vehicles on Rural Roads 6
SI. No. Vehicle Type Equivalency Factor

Fast Vehicles
1 Motor Cycle or Scooter 0.5
2 Passenger Car, Pick-up Van or Auto-rickshaw 1.0
i
3 Agricultural Tractor, Light Commercial Vehicle 1.5
4 Heavy Commercial Vehicle (HCV) or Bus 3.0
5 Truck-trailer/MuIti Axle HCV/Tractors 4.5

Slow Vehicles
6 Cycle 0.5
7 Cycle Rickshaws 2.0
8 Hand Cart 3.0
9 Horse-drawn vehicle 4.0

10 Bullock Cart* 8.0
*for Smaller bullock-carts a value of 6 has been recommended
Table 16 Traffic Volume Data (2009)
SI Type of Vehicle Number Balance

No of Traffic Traffic Bypassable
vehicles Volume Percentage using Traffic
per day in terms of Traffic existing PCU/day
on of Bypassable road (Case III)
existing PCU/day PCU/day
road (Case II)
(Case 1)
1 Cars 2720 2720 35 1768 952

2 Buses 1119 3357 50 1679 1679
3 Two-Axle Heavy 4284 12852 40 7711 5141
Commercial Vehicles
(HCV)
4 Truck-trailer/MuIti Axle 1120 5040 60 2016 3024
HCV/Tractors
5 Light Commercial 1124 1686 45 927 759
Vehicles (LCV)
6 Two Wheelers 854 427 15 363 64
36
IRC:SP:30-2009
Table 17 Traffic Volume on the Existing Road (Case I)
Year Cars Buses LCV HCV MAV Two PCU/h V/C

Wheelers Ratio
2009 2720 1119 1124 4284 1120 854 2440 0.81
2010 2965 1220 1225 4670 1221 931 2660 0.89
2011 3232 1329 1335 5090 1331 1015 2899 0.97
2012 3522 1449 1456 5548 1450 1106 3160 1.00
2013 3840 1580 1587 6047 1581 1205 3445 1.00
2014 4185 1722 1729 6591 1723 1314 3755 1.00
2015 4562 1877 1885 7185 1878 1432 4092 1.00
2016 4972 2046 2055 7831 2047 1561 4461 1.00
2017 5420 2230 2240 8536 2232 1702 4862 1.00
2018 5908 2430 2441 9304 2433 1855 5300 1.00
2019 6439 2649 2661 10142 2651 2022 5777 1.00
2020 7019 2887 2900 11055 2890 2204 6297 1.00
2021 7650 3147 3161 12049 3150 2402 6863 1.00
2022 8339 3431 3446 13134 3434 2618 7481 1.00
2023 9089 3739 3756 14316 3743 2854 8154 1.00
2024 9908 4076 4094 15604 4080 3111 8888 1.00
2025 10799 4443 4463 17009 4447 3391 9688 1.00
2026 11771 4843 4864 18540 4847 3696 10560 1.00
2027 12831 5278 5302 20208 5283 4028 11511 1.00
Table 18 Traffic Volume on the Existing Road after O pening Bypass (Case II)
of
Year Cars Buses LCV HCV IVIAV Two PCU/h V/C
Wheelers Ratio
2009 2720 1119 1124 4284 1120 854 2440 0.81
2010 2965 1220 1225 4670 1221 931 2660 0.89
2011 3232 1329 1335 5090 1331 1015 2899 0.97
2012 3522 1449 1456 5548 1450 1106 3160 1.00
2013 1768 560 618 2570 448 726 1379 0.46
2014 1927 610 674 2802 488 791 1503 0.50
2015 2101 665 734 3054 532 862 1639 0.55
2016 2290 725 801 3329 580 940 1786 0.60
2017 2496 790 873 3628 632 1025 1947 0.65
2018 2720 861 951 3955 689 1117 2122 0.71
2019 2965 938 1037 4311 751 1217 2313 0.77
2020 3232 1023 1130 4699 819 1327 2521 0.84
2021 3523 1115 1232 5122 893 1446 2748 0.92
2022 3840 1215 1343 5583 973 1577 2995 1.00
2023 4185 1325 1464 6085 1061 1718 3265 1.00
2024 4562 1444 1595 6633 1156 1873 3559 1.00
2025 4973 1574 1739 7230 1260 2042 3879 1.00
2026 5420 1715 1895 7880 1373 2225 4228 1.00
2027 5908 1870 2066 8590 1497 2426 4609 1.00
37
IRC:SP:30-2009
Table 19 Traffic Volume on the Proposed Bypass Road (Case III]
Year Cars Buses LCV HCV MAV Two PCU/h V/C

Wheelers Ratio
2009 0 0 0 0 0 0 0 0.00
2010 0 0 0 0 0 0 0 0.00
2011 0 0 0 0 0 0 0 0.00
2012 0 0 0 0 0 0 0 0.00
2013 952 560 506 1714 672 128 1061 0.35
2014 1038 610 551 1868 732 140 1156 0.39
2015 1131 665 601 2036 798 152 1261 0.42
2016 1233 725 655 2219 870 166 1374 0.46
2017 1344 790 714 2419 949 181 1498 0.50
2018 1465 861 778 2637 1034 197 1632 0.54
2019 1597 938 848 2874 1127 215 1779 0.59
2020 1740 1023 925 3133 1228 234 1940 0.65
2021 1897 1115 1008 3414 1339 255 2114 0.70
2022 2068 1215 1099 3722 1460 278 2304 0.77
2023 2254 1325 1197 4057 1591 303 2512 0.84
2024 2457 1444 1305 4422 1734 331 2738 0.91
2025 2678 1574 1423 4820 1890 360 2984 1.00
2026 2919 1715 1551 5254 2060 393 3253 1.00
2027 3181 1870 1690 5726 2246 428 3546 1.00
Calculation of Congestion Factors
VOC equations presented in the CRRI study report 3 on Updation of Road User Cost
Data have been used in this analysis after updating the various VOC inputs based on
the WPI analogy described in Section 6.6. The distance and time-related congestion
factors are calculated separately and the typical calculations are presented for cars.
The Congestion Factors are determined for 'Do Nothing Case' and evaluating the
same against the bypass road alternative coupled with comparison of traffic on the
existing road after the opening of bypass road.
Distance-Related Congestion Factor
From Table 1 7, the Volume-Capacity (V/C) ratio for the year 2009 is 0.81 . From Table
10, Congestion Factor (CFJ for distance-related VOC for two-lane road section is
determined as follows:
CF D = 0.893 + 0.259 x (V/C)

= 0.893 + 0.259*0.81
= 1.095
38
IRC:SP:30-2009
Inaccordance with Step 3, this value is multiplied by a factor of 0.8 to obtain the corrected
distance-related Congestion Factor.
Distance-related Congestion Factor (CFJ = 1 .0945 x 0.8 = 0.88
However, it is to be noted that whenever the CF D values are less than 1 it may be ,
taken as 1 as done in this sample exercise. These values are tabulated in Tables 20,
21 and 22.
Time-Related Congestion Factor
From Speed - Flow Equation given in Annex B (namely, SF-37) for Two-lane road with
Earthen Shoulders,
Vc = 85.180- 0.0170 xQ
= 85.180-0.0170x2440
= 43.697
where,
Q is peak traffic flow is PCU for the year in consideration.
For the year 2009, the value Q is 2440 from Table 17. Logically, this value cannot
exceed 3000 PCU per hour for two-lane carriageways with earthen shoulders.
Therefore, any higher PCU values will be restricted to 3000 PCU only.
Table 20 Distance-Related corrected Congestion Factors for Case I
Year Cars Buses LCV HCV MAV Two Wheelers

2009 1.00 1.36 1.37 1.05 1.76 1.00
2010 1.00 1.42 1.43 1.08 1.85 1.00
2011 1.00 1.49 1.49 1.11 1.96 1.00
2012 100 1.52 1.52 1.13 2.00 1.00
2013 1.00 1.52 1.52 1.13 2.00 1.00
2014 'L 00 1.52 1.52 1.13 2.00 1.00
2015 1.00 1.52 1.52 1.13 2.00 1.00
2016 1.00 1.52 1.52 1.13 2.00 1.00
2017 1.00 1.52 1.52 1.13 2.00 1.00
2018 1.00 1.52 1.52 1.13 2.00 1.00
2019 1.00 1.52 1.52 1.13 2.00 100
2020 1.00 1.52 1.52 1.13 2.00 1.00
2021 1.00 1.52 1.52 1.13 2.00 1.00
2022 1.00 1.52 1.52 113 2.00 1.00
2023 1.00 1.52 1.52 1.13 2.00 1.00
2024 1.00 1.52 1.52 1.13 2.00 1.00
2025 1.00 1.52 1.52 1.13 2.00 1.00
2026 1.00 1.52 1.52 1.13 2.00 1.00
2027 1.00 1.52 1.52 1.13 2.00 1.00
39
IRC:SP:30-2009
Table 21 Distance-Related Corrected Congestion Factors for Case II
A\#
Year oars Buses LL V HL V MAV
ft/I
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.OZ 1 , 1 o o nn
z.UU a
1
nn
.UU
I .UU I .OZ 1.52 1.13 9 nn
Z.UU 1I
nn
.UU
2024 1.00 1.52 1.52 1.13 2.00 1.00
2025 1.00 1.52 1.52 1.13 2.00 1.00
2026 1.00 1.52 1.52 1.13 2.00 1.00
2027 1.00 1.52 1.52 I
1.13 2.00 1.00
Table 22 Distance-Related Corrected Congestion Factors for Case III

2009 1.00 1.00 1.00 1.00 1.00 1.00
2010 1.00 1.00 1.00 1.00 1.00 1.00
2011 1.00 1.00 1.00 1.00 1.00 1.00
2012 1.00 1.00 1.00 1.00 1.17 1.00
2013 1.00 1.00 1.00 1.00 1.21 1.00
2014 1.00 1.00 1.03 1.00 1.26 1.00
2015 1.00 1.00 1.06 1.00 1.31 1.00
2016 1.00 1.00 1.09 1.00 1.36 1.00
2017 1.00 1.00 1.12 1.00 1.42 1.00
2018 1.00 1.00 1.16 1.00 1.48 1.00
2019 1.00 1.00 1.19 1.00 1.55 1.00
2020 1.00 1.00 1.24 1.00 1.62 1.00
2021 1.00 1.00 1.28 1.00 1.70 1.00
2022 1.00 1.32 1.33 1.04 1.79 1.00
2023 1.00 1.38 1.39 1.06 1.89 1.00
2024 1.00 1.44 1.45 1.09 2.00 1.00
2025 1.00 1.52 1.52 1.13 2.00 1.00
2026 1.00 1.52 1.52 1.13 2.00 1.00
2027 1.00 1.52 1.52 1.13 2.00 1.00
40
IRC:SP:30-2009
Intercept of the above Equation (85.180)
Congestion Factor (CF T) =
Speed of Cars that is 43.697
= 1.949
The value of CF T logically is limited to a minimum and a maximum of 2. In

of 1
accordance with Step 3, this value is multiplied by a factor 0.8 to obtain the Time-
Related Corrected Congestion Factor.
Time-Related Congestion Factor (CF T) = 1 .949 x 0.8 = 1 .559
In the case of CF T whenever the values are

,
less than 1 , it may be taken as 1 as done
in this sample exercise. These values are tabulated in Tables 23, 24 and 25.
Table 23 Time -Related Corrected Congestion Factors for Case-I

2009 1.56 1.12 1.02 1.22 1.22 1.48
2010 1.71 1.16 1.05 1.27 1.28 1.60
2011 1.90 1.21 1.08 1.35 1.35 1.76
2012 2.00 127 1.11 1.43 1.44 1.97
2013 2.00 1.34 1.15 1.54 1.55 2.00
2014 2.00 1.43 1.20 1.69 1.69 2.00
2015 2.00 1.54 1.26 1 .87 1.88 2.00
2016 2.00 1.68 1.33 2.00 2.00 2.00
2017 2.00 1.86 1.41 2.00 2.00 2.00
2018 2.00 2.00 1.51 2.00 2.00 2.00
2019 2.00 2.00 1.64 2.00 2.00 2.00
2020 2.00 2.00 1.82 2.00 2.00 2.00
2021 2.00 2.00 2.00 2.00 2.00 2.00
2022 2.00 2.00 2.00 2.00 2.00 2.00
2023 2.00 2.00 2.00 2.00 2.00 2.00
2024 2.00 2.00 2.00 2.00 2.00 2.00
2025 2.00 2.00 2.00 2.00 2.00 2.00
2026 2.00 2.00 2.00 2.00 2.00 2.00
2027 2.00 2.00 2.00 2.00 2.00 2.00
41
IRC:SP:30-2009
Table 24 Time-Related Corrected Congestion Factors for Case II

2009 1.56 1.12 1.02 1.22 1.22 1.48
2010 1.71 1.16 1.05 1.27 1.28 1.60
2011 1.90 1.21 1.08 1.35 1.35 1.76
2012 2.03 1.27 1.11 1.43 1.44 1.97
2013 1.10 1.00 1.00 1.00 0.99 1.08
2014 1.14 1.00 1.00 1.01 1.01 1.12
2015 1.19 1.00 1.00 1.04 1.04 1.16
2016 1.24 1.01 1.00 1.07 1.07 1.20
2017 1.31 1.04 1.00 1.10 1.10 1.26
2018 1.39 1.06 1.00 1.14 1.14 1.33
2019 1.49 1.10 1.00 1.18 1.19 1.42
2020 1.61 1.14 1.03 1.24 1.24 1.52
2021 1.77 1.18 1.06 1.30 1.30 1.65
2022 1.99 1.23 1.09 1.38 1.38 1.83
202 3 2.00 1.30 1.13 1.47 1.48 2.00
2024 2.00 1.37 1.17 1.59 1.60 2.00
2025 2.00 1.47 1.22 1.75 1.76 2.00
2026 2.00 1 ,58 1.28 1.96 1.97 2.00
2027 2.00 1.74 1.36 2.00 :
oo 2,00
Table 25 Time-Related Corrected Congestion Factors for Case III

2009 1 .00 1.00 1 .00 000 1.00 1.00
2010 1 .00 1.00 1 00 1 ,00 1.00 1.00
2011 1.00 1.00 1 .00 1.00 1.00 1.00
2012 001 1.00 1 00 1.00 1.00 1.00
2013 1.04 1.00 1 00 1 .00 1.00 1.02
2014 1.07 1 .00 1 .00 1 ..00 1.00 1.05
2015 1.10 1.00 1.00 1.00 1.00 1.08
2016 1.14 1.00 1.00 1.01 1.01 1.11
2017 1.19 1.00 1.00 1.04 1.04 1.15
2018 1.24 1.01 1.00 1.07 1.07 1.20
2019 1.31 1.04 1.00 1.10 1.10 1.26
2020 1.38 1.06 1.00 1.14 1.14 1.33
2021 1.48 1.10 1.01 1.18 1.18 1.41
2022 1.60 1.13 1.03 1.23 1.24 1.52
2023 1.76 1.18 1.06 1.30 1.30 1.65
2024 1.81 1.23 1.09 1.37 1.38 1.82
2025 1.81 1.29 1.13 1.47 1.47 1.80
2026 1.81 1.37 1.17 1.59 1.59 1.80
2027 1.81 1.37 1.17 1.59 1.69 1.80
42
IRC:SP:30-20Q9
Vehicle Operation Cost
Distance-Related and Time-Related Vehicle Operation Costs are calculated using the
economic cost data available from Table VOC CARS 26 in Annex D, for uncongested
conditions.
Distance-related VOC costs for uncongested condition from Table VOC CARS 26
presented in Annex D are as given below:
Rs
Fuel Cost 1.07
Spare Parts 0.13
Maintenance Cost 0.07
Tyre Cost 0.14
Engine Oil 0.11
Other Oil 0.03
Grease 0.01
Total 1.56
Distance-Related Vehicle Operation Cost for congested conditions
= VOC for uncongested condition x CF D

Rs 1.56x1.00
Rs 1.56
Similarly, Time-Related economic costs for uncongested condition from Table VOC
CARS 26 are presented below:
Rs
Fixed Cost 0.85
Depreciation Cost 0.09
Total =~0T94~
Time-Related Vehicle Operation Cost for congested condition

= VOC for uncongested condition x CF T
Rs 0.94x1.56
Rs 1.466
Total of Distance-Related and Time-Related VOC per Kilometre is
Rs 1.56 + 1.466
Rs 3.026
These values are tabulated in Tables 26, 27 and 28.
43
IRC:SP:30-2009
Table 26 Vehicle Operation Cost (VOC) for Case I (in Rs per km)
2009 3.03 8.67 9.48 10.31 21.26 1.16
2010 3.16 9.06 9.79 10.70 22.37 1.20
2011 3.34 9.50 10.15 11.15 23.61 1.24
2012 3.44 9.75 10.41 11.57 24.47 1.30
2013 3.44 9.89 10.61 12.02 25.12 1.31
2014 3.44 10.05 10.84 12.59 25.95 1.31
2015 3.44 10.26 11.13 13.34 27.04 1.31
2016 3.44 10.53 11.46 13.84 27.70 1.31
2017 3.44 10.88 11.88 13.84 27.70 1.31
2018 3.44 11.15 12.39 13.84 27.70 1.31
2019 3.44 11.15 13.05 13.84 27.70 1.31
2020 3.44 11.15 13.91 13.84 27.70 1.31
2021 3.44 11.15 14.82 13.84 27.70 1.31
2022 3.44 11.15 14.82 13.84 27.70 1.31
2023 3.44 11.15 14.82 13.84 27.70 1.31
2024 3.44 11.15 14.82 13.84 27.70 1.31
2025 3.44 11.15 14.82 13.84 27.70 1.31
2026 3.44 11.15 14.82 13.84 27.70 1.31
2027 3.44 11.15 14.82 13.84 27.70 1.31
Table 27 Vehicle Operation Cost (VOC) for Case II (in Rs per km)
2009 3.03 8.67 9.48 10.31 21.26 1.16
2010 3.16 9.06 9.80 10.70 22.37 1.20
2011 3.34 9.50 10.15 11.15 23.61 1.24
2012 3.47 9.75 10.41 11.57 24.47 1.30
2013 2.60 6.86 8.02 9.14 16.30 1.05
2014 2.63 7.06 8.19 9.22 16.86 1.06
2015 2.68 7.29 8.37 9.32 17.47 1.07
2016 2.73 7.54 8.57 9.44 18.14 1.09
2017 2.79 7.82 8.79 9.57 18.89 1.10
2018 2.86 8.12 9.03 9.79 19.72 1.12
2019 2.96 8.45 9.30 10.10 20.64 1.15
2020 3.07 8.82 9.60 10.45 21.67 1.18
2021 3.23 9.22 9.93 10.86 22.82 1.21
2022 3.43 9.67 10.30 11.34 24.12 1.26
2023 3.44 9.80 10.48 11.73 24.70 1.31
2024 3.44 9.95 10.70 12.21 25.41 1.31
2025 3.44 10.13 10.95 12.85 26.32 1.31
2026 3.44 10.35 11.26 13.69 27.56 1.31
2027 3.44 10.65 11.62 13.86 27.73 1.31
44
IRC:SP:30-2009
Table 28 Vehicle Operation Cost (VOC) for Case III (in Rs per km)
2009 2.31 6.35 7.19 8.36 12.70 0.97
2010 2.31 6.35 7.19 8.36 12.70 0.97
2011 2.31 6.35 7.19 8.36 12.70 0.97
2012 2.51 6.56 7.60 8.93 14.91 1.03
2013 2.54 6.59 7.64 8.99 15.32 1.04
2014 2.56 6.61 7.78 9.05 15.78 1.04
2015 2.60 6.64 132 9.13 16.28 1.05
2016 2.63 6.67 8.08 9 22 16.83 1.06
2017 2.68 6.71 8.25 9.32 17.44 1.07
2018 2.73 6.75 8.43 9.43 18.11 1.09
2019 2.79 6.80 8.64 9.57 18.86 1.10
2020 2.86 6.85 8.87 9.72 19.68 1.12
2021 2.95 6.91 9.12 9.90 20.60 1.15
2022 3.07 8.51 9 40 10.30 21.62 1.17
2023 3.22 8.89 9 v2 10.69 22.77 1.21
2024 3.26 9.30 10.07 11.15 24.12 1.26
2025 3.26 9.79 10.48 11.71 24.67 1.25
2026 3.26 9.94 10.69 12.19 25.37 1.25
2027 3.26 9.94 10.69 12.19 22.79 1.25
It may benoted that the VOC data available in Annex D are for the year 2009. The
VOC values for the future years may be obtained based on the WPI which is published
periodically by the Ministry of Commerce and Industry 5 Using the data on estimated .
traffic volume given in Table 29, the VOC for various alternative proposals can be
worked out.
Table 29 Data on Traffic Volume pertaining to Alternative Proposals

Type of Casel Case Case III
II
Vehicles Traffic Volume Wy^me on

t;i, jrpi: Traffic Volume
on the Existing Existing Road after the on the Proposed
Road (in 2009) opening of Bypass Bypass (in 2013)
Road (in 2013)
Cars 2720 1768 952
Buses 1120 560 560
HCV 4284 2570 1714
MAV 1120 448 672
LCV 1124 618 506
Two Wheelers 854 726 128
The VOC for cars in the year 2009 for Case I and for 1 0 km road is:
3.03*2720*365*10
Rs 300.41 lakh
These are tabulated for all the three cases in Tables 30, 31 and 32.
45
IRC:SP:30-2009
Table 30 Total Vehicle Operating Cost for the Existing Road under
Do Nothing Scenario (Case I)
(in Rs lakh)
Year Cars Buses LCV HCV MAV 2-W Total VOC

2009 300.41 354.29 388.90 1612.74 869.20 36.27 3561.82
2010 342.27 403.56 437.87 1823.54 996.60 40.70 4044.54
2011 394.51 460.87 494.54 2070.93 1146.73 46.00 4613.59
2012 442.73 515.82 552.82 2342.92 1295.61 52.54 5202.45
2013 482.58 570.06 614.24 2652.13 1449.47 57.63 5826.11
2014 526.01 631.79 684.49 3028.17 1632.01 62.82 6565.29
2015 573.35 702.85 765.49 3498.52 1854.05 68.47 7462.73
2016 624.96 785.89 859.83 3956.55 2070.17 74.63 8372.02
2017 681.20 885.06 971.08 4312.64 2256.48 81.35 9187.81
2018 742.51 989.37 1104.41 4700.77 2459.57 88.67 10085.30
2019 809.34 1078.42 1267.50 5123.84 2680.93 96.65 11056.67
2020 882.18 1175.48 1472 51 5584 99 2922 21 105 35 12142 71
2021 961.57 | 1281.27 1710.45 6087.64 3185.21 114.83 13340.97
2022 1048.11 1396.58 1864.39 6635.52 3471.88 125.16 14541.66
2023 1142.44 1522.28 2032.19 7232.72 3784.35 136.43 15850.40
2024 1245.26 1659.28 2215.08 7883.67 4124.94 148.71 17276.94
2025 1357.34 1808.62 2414.44 8593.20 4496.19 162.09 18831.87
2026 1479.50 1971.39 2631.74 9366.58 4900.84 176.68 20526.73
2027 1612.65 2148.82 2868.60 10 209.58 5341.92 192.58 22374.14
Table 31 Total Vehicle Operating Cost for the Existing Road after the
Opening of Bypass Road (Case II)
(in Rs lakh)
Year Cars Buses LCV HCV MAV 2-W Total VOC

2009 300.41 354.29 388.90 1612.74 869.20 36.27 3561.82
2010 342.27 403.56 438.13 1823.54 996.60 40.70 4044.80
2011 394.51 460.87 494.84 2070.93 1146.73 46.00 4613.89
2012 446.01 515.82 553.16 2342.92 1295.61 52.54 5206.07
2013 167.63 140.03 181.06 857.06 266.62 27.88 1640.29
2014 185.30 157.26 201.39 943.21 300.50 30.68 1818.34
2015 205.28 176.94 224.36 1 039.32 339.41 33.80 2019.10
2016 228.03 199.47 250.36 1 146.88 384.24 37.30 2246.28
2017 254.13 225.33 279.89 1 267.75 436.03 41.26 2504.40
2018 284.41 255.09 313.49 1 413.67 496.09 45.76 2808.52
2019 320.01 289.44 351.87 1 589.32 565.97 50.93 3167.52
2020 362.59 329.18 395.82 1 792.81 647.63 56.94 3584.97
2021 414.74 375.32 446.34 2 030.33 743.51 64.05 4074.29
2022 480.71 429.06 504.63 2310.10 856.76 72.65 4653.93
2023 524.82 473.81 560.05 2 604.59 956.16 82.22 5201.65
2024 572.05 524.14 622.96 2957.12 1 072.06 89.62 5837.95
2025 623.53 581.66 695.11 3 390.00 1 210.73 97.69 6598.72
2026 679.65 648.21 778.61 3 938.69 1 381.43 106.48 7533.07
2027 740.82 726.55 876.30 4 344.63 1 515.15 116.06 8319.51
46
z
IRC:SP:30-2009
Table 32 Total Vehicle Operating Cost for the Proposed Bypass (Case III)
(in Rs lakh)
Tear fare nuv IVIMV 9-W

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9nnn n nn
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2022 254.68 415.08 414.81 1 539,14 1 266.82 13.12 3903.66
2023 291.18 472.52 467.23 1 741.59 1 454.16 14.75 4441.44
2024 321.22 539.36 527.66 1 979.91 1 679.14 16.72 5064.01
2025 350.13 618.86 598.37 2 265.69 1 872.37 18.14 5723.57
2026 381.64 684.53 665.49 2 571.43 2 098.76 19.78 6421.63
2027 415.99 746.13 725.39 2 802.86 2 054.80 21.56 6766.73
Maintenance Cost
The net maintenance cost for each year after accounting for the tax element of
1 0 percent is Table 33. For instance, the maintenance cost for the existing
indicated in
road after construction of the bypass can be taken as Rs 2 50 000 x 90/100 x 10 =

Rs 22.50 lakh per year (without tax element). Similar analogy has been used for the
calculation of tax element in the case of construction cost of bypass road and its routine
maintenance cost as presented in Table 33.
Calculation of IRR
All the cost benefit data is tabulated as shown in Table 33. The Internal Rate of Return
(IRR) can be calculated using the standard procedures like trial and error method.
Both costs and benefits are discounted at different rates till both are balanced in trial
and error method. The IRR obtained in this economic exercise works out to be
29.31 Percent.
47
IRC:SP:30-2009
48
IRC:SP:30-2009
8 STAGES INVOLVED IN ECONOMIC EVALUATION
8.1 The process of economic evaluation involves a number of stages. The

13
normal stages involved in their sequential order are as follows 7 :
a) Identification and Definition of the Project
b) Collection of economic base data

c) Traffic surveys on existing facility
d) Selection of policy variables for analysis and decision criteria
e) Inventory of existing road
f) Traffic projections
g) Engineering design of proposed alternative schemes

h) Estimation of cost of new facility as per all alternatives considered
i) Traffic analysis on existing and new/proposed roads
j)
Estimation of Road User Benefits
k) Economic Analysis
8.2 Identification and Definition of the Project
The first step in the process is to clearly identify the project and define its scope. This
will help in establishing important factors such as its length, cost, traffic etc.
8.3 Collection of Economic Base Data
In order to carry out the economic analysis of the project, a good amount of economic
data is needed. This data will be especially useful in establishing traffic growth rates
and forecasting future traffic. Data on past trends of growth of national income namely,
Gross National Product (GNP), population, motor vehicle population, sale of petroleum
products, agricultural production, industrial production, etc. can be particularly valuable.
8.4 Traffic Surveys
Traffic surveys of the following nature are needed:
a) Traffic census data at intervals of say 20 km, on the existing road, giving
average daily traffic (ADT) with composition.
b) Past census data to establish traffic growth rates in the past.
c) Origin - Destination (O-D) surveys in case of a bypass.
d) Speed and delay studies on the existing alignment.
49
IRC:SP:30-2009
8.5 Selection of Policy Variables for Analysis and Decision Criteria
The most important policy variable that has to be selected is the design life. It is normal
to have highway economic analysis for a design life of 1 5-20 years. Any value above
this range is not likely to influence the analysis because of the effect of discounting.
Also, forecasts beyond this range are likely to be erroneous. Thus, for the present, the
analysis in India may be done for 15-20 years. If a lesser period is selected, some
salvage value will have to be assigned to the facility at the last year of the design
period. This may vary from 10 to 20 percent of the initial cost of the facility.
The next point to be selected is the discount rate or the minimum IRR that will be
considered acceptable. This factor has been discussed earlier and for Indian conditions,
a discount rate of 1 2 percent per annum is generally acceptable. There are many issues,
which need to be addressed regarding shadow pricing of wages, materials and
equipment. It is good to arrive at a decision on these points right in the beginning.
8.6 Inventory of the Existing Road
The existing road should be surveyed and mapped along with the particulars such
fully
as terrain, traffic, road conditions (geometry, roughness pavement width) and

pavement characteristics (strength, composition, thickness and deflection) should
also be collected. These will have an influence on the design and specification that will
be selected and also on the cost of the alternatives.
8.7 Traffic Projections
Since traffic affects pavement design, design pavement width and road user costs,
of
its accurate forecast is necessary. This can be done by various methods such as:
a) Time Series analysis of past traffic count data at the site
b) Time Series analysis of past growth of motor vehicle population in the region
c) Time Series analysis of past growth of sale of petroleum products in the

region
d) Correlation between growth of traffic and growth of selected economic
indicators.
On the National Highways, the rate of growth is likely to be in the range of 8-1 2 percent
in the coming years.
8.8 Engineering Design of Alternatives
Based on the present condition of the road and present traffic, the future traffic is
estimated and various alternatives are visualized to meet the demand. The alternatives
might consist of stage-construction strategies or full construction initially.
50
IRC:SP:30-2009
8.9 Estimation of Cost of New Facility for all Alternatives
For each of the selected alternatives, cost estimates are worked out based on
engineering designs. Taxes and subsidies are deducted and shadow pricing is done
to arrive ateconomic costs. The cost of maintenance is also estimated for each of the
future years. It has been roughly found that the cost of a road project exclusive of taxes
can be taken as 85 - 90 percent of the total cost.
8.10 Traffic Analysis
The analysis of speed-flow is carried out for each year of the design period, knowing
the traffic on the road each year. The analysis is carried out for both the existing road
and each of the envisaged alternatives. The design should consider widening the
pavement to the next stage when the traffic exceeds the design service volume, which
may be taken from Table 34. If such widening is not carried out the effect of congestion,
described in Clause 6.9 should be added with VOC.
8.11 Estimation of Road User Benefits
Knowing the volume of each class of vehicle, the corresponding speeds,

traffic
roughness values, pavement widths and geometry (rise and fall and/or curvature) the ,
individual components of VOC can be calculated from the VOC Tables presented in
Annex C. These VOC tables can be presented by including and excluding passenger
time savings for each year of analysis depending on the requirements.
Table 34 Recommended Design Service Volumes 6
SI.No. Road Details Terrain Suggested Design Service Volume in PCU/day

1 Single-Lane Plain 2000 with paved shoulders
Rolling 1 800 with paved shoulders
Hilly 1 600 with paved shoulders
2 Intermediate- Plain 6000 with earthen shoulders

Lane Rolling 5700 with earthen shoulders
Hilly 5200 with earthen shoulders
Plain 15000 with earthen shoulders
17250 with paved shoulders
3 Two-Lane Rolling 1 1 000 with earthen shoulders
Hilly 7000 with earthen shoulders
4 Four-Lane Plain 35000 with earthen shoulders
51
IRC:SP:30-2009
8.12 Economic Analysis
The economic analysis is then done for each alternative by comparing with the "do-
nothing alternative" and also for the incremental investments from one alternative to
the other. If the results are acceptable, as per decision criteria already established,
the best alternative is selected. There are ready-made packages for carrying out
Economic Analysis. World Bank's HDM IV (Version 2.0) is one such software.
REFERENCES
1 ) Amanita, Singh (2005) "Draft Manual on Economic Evaluation of Highway Projects

A Post Graduate Dissertation
in India', Thesis submitted to School of Planning
and Architecture, New Delhi.
2) Adler, H.A., (1967) "Sector and Project Planning in Transportation", International

Bank for Reconstruction and Development, Washington.
3) C.R.R.I. (1982) "Road User Cost Study in India", Final Report, submitted to Ministry
of Surface Transport, New Delhi
4) C.R.R.I. (2001) "Updation of Road User Cost Study Data", Final Report,
Volume - 1 and II submitted to Ministry of Surface Transport, New Delhi
5) Economic Advisory Boards' (Web site: http://www.eaindustrv.nic.in/asp2/list1 .asp )
6) Guidelines for Capacity of Roads in Rural Areas, IRC:64-1990, Indian Roads

Congress, New Delhi, 1990.
7) Heggie, I. A., (1972) "Transport Engineering Economics", McGraw Hill Book

Company, London.
8) Kadiyali, L.R., (1983) "Traffic Engineering and Transport Planning", Khanna

Publishers, Delhi.
9) Kadiyali, L.R., (1984) "Principles and Practice of Highway Engineering", Khanna

Technical Publication, Delhi, 1984.
10) and Associates (1991). "Updated Road User Cost Data", Final
Kadiyali, L.R.
Report of a Study sponsored by Ministry of Surface Transport and Asian
Development Bank, New Delhi.
11) Lyn Squire and Vander Tak, H.G., (1981) "Economic Analysis of Projects",
Published for the World Bank by the John Hipkins University Press, Balumore
and London.
12) Madhu. E., Reddy, T.S., Velmurugan Speed Models

S. (2005) "Updation of Free
through Mechanistic Principles for Indian Conditions", Journal of Advanced
Transportation, Canada, Volume 38-2, Spring/Summer pp 133-146.
52
IRC:SP:30-2009
1 3) Odier, L. (1963) "TheEconomic Benefits of Road Construction and Improvements",
French Ministry of Public Works, Paris.
14) Reddy, Velmurugan S., Madhu, E., Ramalingaiah, A. (2003) "Updation of

T.S.,
Road User Cost and Revised Software for Evaluation of Highway Projects", Paper
No. 493, Journal of Indian Roads Congress, Volume 64-2, pp 207-267.
1 5) Report of the Specialized Working Group on Benefit Cost Analysis of Transport

Projects, Planning Commission, New Delhi, 1990.
16) Swaminathan, C.G. and Kadiyali, L.R. (1983) "Road User Cost Study in India",
Paper No. 355, Vol.44-1, Indian Roads Congress, New Delhi, 1983.
1 7) TCS (1999) "Evaluation of Road Accident Costs", Research Scheme R-79, Report
Submitted to MOST, Government of India, New Delhi.
18) Weiss, W.D. (1974) "Manual on Highway Project Appraisal in Developing
Economic Development
Countries", Institute, International Bank for Reconstruction
and Development, Washington.
19) Winfrey, R. (1969) "Economic Analysis for Highways", International Textbook

Company, Soranton.
53
IRC:SP:30-2009
ANNEX A
(Clause 3.3)
Compound Interest Factors

IRC:SP:30-2009
ANNEX A
(Clause 3.3)
Compound Interest Factors
Table 35 1 Percent Compound interest Factors (CIF)
n GA PW SCA SFF SPW CRF

1 1.0100 0.9900 1.0000 1 .0000 09901 1.0100
2 1.0201 0.9803 2.0100 0.4975 19704 0.5075
3 1.0303 0.9706 3.0301 0.3300 29410 0.3400
4 1.0406 0.9610 4.0604 0.2463 3.9020 0.2563
5 1.0510 0.9515 5.1010 0.1960 4.8534 0.2060
6 1.0615 0.9420 6.1520 0.1625 5.7955 0.1725
7 1.0721 0.9327 7.2135 0.1386 6.7282 0.1486
8 1.0829 0.9235 8.2857 0.1207 7.6517 0 1307
9 1.0937 0.9146 9.3685 0.1607 8.5660 0.1167
10 1.1046 0.9053 10.4622 0.9056 9.4713 0.1056
11 1.1157 0.8963 11.5668 0.0865 10.3676 0.0965
12 1.1268 0.8874 12.6825 0.0788 11.2551 0.0888
13 1.1381 0.8787 13.8093 0.0724 12.1337 0.0824
14 1.1495 0.8700 14.9474 0.0669 13.0037 0.0769
15 1.1610 0.8613 16.0969 0.0621 13.8651 0.0721
16 1.1726 0.8528 17.2579 0.0579 14.7179 0.0679
17 1.1843 0.8444 18.4304 0.0543 15.5623 0.0643
18 1.1961 0.8360 19.6147 0.0510 16.3983 0.0610
19 1.2081 0.8277 20.8109 0.0481 17.2260 0.0581
20 1 .2202 0.8195 22.0190 0.0454 18.0456 0.0554
21 1 .2324 0.8114 23.2392 0.0430 18.8570 0.0530
22 1 .2447 0.8034 24.4716 0.0409 19.6604 0.0509
23 1.2572 0.7954 25.7163 0.0389 20.4558 0.0489
24 1 .2697 0.7876 26.9735 0.0371 21.2434 0.0471
25 1 .2824 0.7798 28.2432 | 0.0354 22.0232 0.0454
26 1 .2953 0.7720 29.5256 0.0339 22.7952 0.0439
27 1.3082 0.7644 30.8209 0.0324 23.5596 0.0424
28 1.3213 0.7568 32.1291 0.0311 24.3164 0.0411
29 1 .3345 0.7493 33.4504 0.0299 25.0658 0.0399
30 1 .3478 0.7419 34.7849 0.0287 25.8077 0.0387
31 1.3613 0.7346 36.1327 0.0277 26.5423 0.0377
32 1.3749 0.7273 37.4941 0.0267 27.2696 0.0367
33 1.3887 0.7201 38.8690 I 0.0257 27.9897 0.0357
34 1 .4026 0.7130 40.2577 | 0.0248 28.7027 0.0348
35 1.4166 0.7059 41.6603 0.0240 29.4086 0.0340
36 1 .4308 0.6989 43.0769 0.0232 30.1075 i
0.0332
37 1.4451 0.6920 44.5075 0.0225 30.7995 0.0325
38 1.4595 0.6852 45.9527 0.0218 31.4847 j 0.0318
39 1.4741 0.6784 47.4123 0.0211 32.1630 0.0311
40 1 .4889 0.6717 48.8864 0.0205 32.8347 0.0305
45 1.5648 0.6391 56.4811 0.0177 36.0945 0.0277
50 1 .6446 0.6080 64.4632 0.0155 39.1961 0.0255
57
IRC:SP:30-2009
Table 36 2 Percent Compound Interest Factors (CIF)
n CA PW SCA SFF SPW CRF

1 1 .0200 0.9804 1.0000 1.0000 0.9804 1 .0200
2 1 .0404 0.9612 2.0200 0.4951 1.9416 0.5151
3 1.0612 0.9423 3.0604 0.3268 2.8839 0.3468
4 1 .0824 0.9238 4.1216 0.2426 3.8077 0.2626
5 1.1041 0.9057 5.2040 0.1922 4.7135 0.2122
6 1.1262 0.8880 6.3081 0.1585 5.6014 0.1785
7 1.1487 0.8706 7.4343 0.1345 6.4720 0.1545
8 1.1717 0.8535 8.5830 0.1165 7.3255 0.1365
9 1.1951 0.8368 9.7546 0.1025 8.1622 0.2225
10 1.2190 0.8203 10.9497 0.0913 8.9826 0.1113
11 1 .2434 0.8043 12.1687 0.0822 9.7868 0.1022
12 1 .2682 0.7885 13.4121 0.0746 10.5753 0.0946
13 1 .2936 0.7730 14.6803 0.0681 11.3484 0.0881
14 1.3195 0.7579 15.9739 0.2626 12.1062 0.0826
15 1 .3459 0.7430 17.2934 0.0578 12.8493 0.0778
16 1.3728 0.7284 18.6393 0.0537 13.5777 0.0737
17 1 .4002 0.7142 20.0121 0.0500 14.2919 0.0700
18 1 .4282 0.7002 21.4123 0.0467 14.9920 0.0667
19 1 .4568 0.6864 22.8406 0.0438 15.6785 0.0638
20 1 .4859 0.6730 24.2974 0.0412 16.3514 0.0612
21 1.5157 0.6598 25.7833 0.0388 17.0112 0.0588
22 1 .5460 0.6468 27.2990 0.0366 17.6580 0.0566
23 1 .5769 0.6342 28.8450 0.0347 18.2922 0.0547
24 1 .6084 0.6217 30.4219 0.0329 18.9139 0.0529
25 1 .6406 0.6095 32.0303 0.0312 19.5235 0.0512
26 1 .6734 0.5976 33.6709 0.0297 20.1210 0.0497
27 1.7069 0.5859 35.3443 0.0283 20.7069 0.0483
28 1.7410 0.5744 37.0512 0.0270 21.2813 0.0470
29 1.7758 0.5631 38.7922 0.0258 21.8444 0.0458
30 1.8114 0.5521 40.5681 0.0247 22.3965 0.0447
31 1 .8476 0.5412 42.3794 0.0236 22.9377 0.0436
32 1.7745 0.5306 44.2270 0.0226 23.4683 0.0426
33 1.9222 0.5202 46.1110 0.0217 23.9886 0.0417
34 1.9607 0.5100 48.0338 0.0208 24.4986 0.0408
35 1 .9999 0.5000 49.9945 0.0200 24.9986 0.0400
36 2.0933 0.4902 51.9944 0.0192 25.4888 0.0392
T7 Z.UOU/ KJM QUO 54.0333 0.0185 u.uooo
38 2.1223 0.4712 56.1149 0.0178 26.4406 0.0378
39 2.1647 0.4619 58.2372 0.0172 26.9026 0.0372
40 2.2080 0.4529 60.4020 0.0166 27.3555 0.0366
45 2.4379 0.4102 71.8927 0.0139 29.4902 0.0339
50 2.6916 0.3715 84.5794 0.0118 31.4236 0.0318
58
0
!RC:SP:30-2009
n PWW SCA SFF SPW CRF

A v|OOOO
1.0300
r\
0.9709
o~700 H
1
OOOO
.0000
a
1
OOOO
.0000
O 0"700
0.9709 A
1
OOOO
.0300
1
O >joo oo o oooo O A OOO a r\A oc O COOO
2 1.0609 0.9426 2.0300 0.492b 1 .9135 0.5226
a ooo~7 O O C HI HI o oooo O OOOC 0 oooo 0 ococ
3 1 .0927 0.9151 3.0909 0.3235 2.828b 0.3535
hi a i~ r~ o oooc /IA OOO 0 OOOO O "7 HI "7 HI 0 oooo
4 1.1255 0.8885 4.1836 0.2390 3.7171 0.2690
A A OO T~ C OOO A O OO A
HI A C~70"7 O OA OA
5 1 .1593 0.8626 5.3091 0.1884 4.5797 0.2184
A A (~\ A A O OO A O A C AO C A A TO O A O O
6 1 .1941 0.9375
/I
6.4684 01545 5.41 72 0.1846 /I
.2299
/-v
0.8131
O HI O HI ~7 OOOC
7.6625 0 4 00c
0.1305 0 oooo
6.2303 0 00c
-i
0.1605
7 1
/4 OOO O O. 70A/1 o OOOO OC
0-1-1 "7O A 0"7 O OC
-1 /I
8 1 .2668 0.7894 8.8923 0.1125 7.0197 0.1425
9 1 .3048 0.7664
HO A CO
10.1591
*i O OOO A
0.0984 7 70C
7.7851
-1 O OO
-1
0.1284 /I
A O OO/I O ~7 /I /! HI O O0~7O O COOO 71

O-I-I
10 1 .3439 0.7441 11 .4639 0.0872 8.5302 0.11 /2
A A H OO O O -700 yl O OA70
HI O 0~70 HI 0 ocoo O OOHI HI
12.8078 9.2526 0.1081
yfl
11 1 .3842 0.7224 0.0781

AO
0.7014
HI OOO
>1
14.1920
A O 0~70C
0.0705
O AC/IA
9.9540
O OOC
HI
0.1005
12 1 .4258
x /< for r\ooh o C O A 70
HI O OO A O HI O OOCO O OO A O
13 1 .4685 0.6810 15.6178 0.0540 10.5350 0.0940
HI
14
/i hi
1
i~
.5126
h O OO A A
0.6611
HI OOOO
"7
17.0863
O OC O c
0.0585
OOO
HI HI
11 .2961
HI O OOOC
0.0885
HI rrnA o OA AO O COOO
HI 0 oco HI HI A07A O OOOO
15 1 .5580 0.6419 18.5989 0.0538 11 .9379 0.0838
o oo ^ O OOOO OO A COO O O A OO A O CO O 0~700
12.56114
a ,4 >i -1
16 1 .6047 0.6232 20.15b9 0.0495 0.0796
A "7
17
HI
1
PCOO
.6528
O oOcO
0.6050
O A "70 O
21 .7b1b
HI O O A OO
0.04b0
HI OO
O
13.1661
HI HI O 0~700
0.0760
O A "700 OO A A A A O O A 0~7 O 7COC O A707
0 0427
-1 /I HI
18 1 .7024 0.5874 23.4144 13.7535 0.0727
A 7COC o r7no OC OO HI HI 0 OOOO A OOOO
-1 0 OOOO
19 1 .7535 0.5703 25.1159 0.0398 14.3238 0.0698
a o oo A O CC07 OO 0~7O A O O0"7O -1 077C
/I O 00"70
20 1 .8061 0.5537 25.8704 0.0372 14.8775 0.0672
O
21
HI A
1
OPAO
.8b03 0.5375 28.6765 O OO A O
0.0349 C A CO
-1
15.4150 /I 0 00 0
0.0649 /i
H Oa A A COH O OO COOO O O0O"7 c oooo

-1 O AAA7
22 1 .91b1 0.5219 30.5358 0.0327 15.9369 0.0627
oo A O"70O O COO"7 oo ^ coo O OOOO O A A OO
Hi O OOOO
23 1 .973b 0.50b7 32.4529 0.0308 16.4436 0.0608
O AOOO O /t oh o o a yiorr 0 OOOO HI O OO C C 0 OCOO
24 2.0328 0.4919 34.4255 0.0290 16.9355 0.0590
or o ooo o O ~7~70 OO A COO O 00"7 "7 A A O O OC"7 A
25 2.0938 0.477b/I
35.4593 0.0274A HI
17.4131
HI
0.0574
o coo 0 ooco HI "7 O "70 O O O C CO
2b 2.1 5bb 0.4b37 38.5530 0.0259 17.8768 0.0559
O COO /I /I o "7000 0 OO ^ 0 HI O O 0~70 O OC A O
27 2.2213 0.4502 40.709b 0.0246 18.3270 0.0546
oo O O0"7O O 0~7 A
/I A O OOOO 0 OOOO HI O ~7 O yl HI 0 OCOO
28 2.2879 0.4371 42.9309 0.0233 18.7641 0.0533
o ocoo O OAO >4 a O oo
r~ O OOO O OOC O OCO HI
29 2.35bb 0.4243 45.2189 HI
0.0221
HI HI
19.1885
HI
0.0521
oo
30 O /I070
2.4273 C\ A A OO
0.4120
A C~7 C
~7
47.5754 >1 O OO O
0.0210
HI a r\
19.6004
OOO Vl O OC A O
0.0510
o cooo O OOO /I CO oooo 0 OOOO OO OOO A 0 0 r~ 00
31 2.5000 0.4900 50.0028 0.0200 20.0004 0.0500
oo
32 o oooo
0.3883
CO COOO O O OO HI 00 oooo 0 0 00 /i
2.5751 52.5028 0.0190 20.3888 0.0490
oo
33 O OCOO
2.b523
O 077A
0.3770
CC 0~7~70
55.0778 O O OO HI 00 7pro O O A OO
0.0182 20.7658 0.0482
O
34 /I O 70 40 o OOOO O AH 70 O O O
HI HI HI O O /I "7 O
2.7319 0.3bb0 57.7302 0.0173 21 .1318 0.0473
oc
3b O O 4 OO
2.8139 O OCC
0.3554
>1 OO O O >1 HI O O OC
0.0165
HI '
OH A O "70 O Ail AT
50.4b21 21 .4872 0.0465
o oooo 0 0,1 CO OO 0"7CO O O CO O OOOO O O A CO
3b 2.8983 0.3450 63.2759 0.0158
HI HI
21.8323 0.0458
37 2.9852 0.3350 66.1742 0.0151 22.1672 0.0451
38 3.0748 0.3252 69.1594 0.0145 22.4925 0.0445
39 3.1670 0.3158 72.2342 0.0138 22.8082 0.0438
40 3.2620 0.3066 75.4012 0.0133 23.1148 0.0433
45 3.7816 0.2644 92.7199 0.0108 24.5187 0.0408
50 4.3839 0.2281 112.7969 0.0089 25.7298 0.0389
59
IRC:SP:30-2009

1 1.0400 0.9615 1.0000 1 .0000 0.9615 1.0040
2 1.0816 0.9246 2.0400 0.4902 1.8861 0.5302
3 1.1249 0.8890 3.1216 0.3203 2.7751 0.3603
4 1.1699 0.8548 4.2465 0.2355 3.6299 0.2755
5 1.2167 0.8219 5.4163 0.1846 4.4518 0.2246
6 1 .2653 0.7903 6.6330 0.1508 5.2451 0.1908
7 1.3159 0.7599 7.8983 0.1266 6.0021 0.1666
8 1.3686 0.7307 9.2142 0.1085 6.7327 0.1485
9 1 .4233 0.7026 10.5828 0.0945 7.4353 0.1345
10 1 .4802 0.6756 12.0061 0.0833 8.1109 0.1233
11 1.5395 0.6496 13.4864 0.0741 8.7805 0.1141
12 1.6010 0.6246 15.0258 0.0666 9.3851 0.1066
13 1.6651 3.6006 16.6268 0.0601 9.9856 0.1001
14 1.7317 0.5775 18.2919 0.0547 10.5631 0.0947
15 1 .8009 0.5553 20.0236 0.0499 11.1184 0.0899
16 1.8730 0.5339 21.8245 0.0458 11.6523 0.0858
17 1.9479 0.51 34 23.6975 0.0422 12.1657 0.0822
18 2.0258 0.4936 25.6454 0.0390 12.6593 0.0790
19 2.0168 0.4746 27.6712 0.0361 13.1339 0.0761
20 2.1911 0.4546 29.7781 0.0336 13.5903 0.0736
21 2.2788 0.4388 31.9692 0.0313 14.0292 0.0713
22 2.3699 0.4220 34.2480 0.0292 14.4511 0.0692
23 2.4647 0.4057 36.6179 0.0273 14.8568 0.0673
24 2.5633 0.3901 39.0826 0.0256 15.2470 0.0656
25 2.6658 0.3751 41.6459 0.0240 15.6221 0.0640
26 2.7725 0.3607 44.3117 0.0226 15.9828 0.0626
27 2.8834 0.3468 47.0842 0.0212 16.3296 0.0612
28 2.9987 0.3335 49.9676 0.0200 16.6631 0.0600
29 3.1187 0.3207 52.9663 0.0189 16.9837 0.0589
30 3.2434 0.3083 56.0849 0.0178 17.2920 0.0578
31 3.3731 0.2965 59.3283 0.0169 17.5885 0.0569
32 3.5081 0.2851 62.7015 0.0159 17.8736 0.0559
33 3.6484 0.2741 66.2095 0.0151 18.1476 0.0551
34 3.7943 0.2636 69.8579 0.0143 18.4112 0.0543
35 3.9641 0.2534 73.6522 0.0136 18.6646 0.0536
36 4.1039 0.2437 77.5983 0.0129 18.9083 0.0522
37 4.2681 0.2343 81.7022 0.0122 19.1426 0.0522
38 4.4388 0.2253 85.9703 0.0116 19.3679 0.0516
39 4.6164 0.2166 90.4092 0.0111 19.5845 0.0511
40 4.8010 0.2083 95.0255 0.0105 19.7928 0.0505
45 5.8412 0.7712 121.0294 0.0083 20.7200 0.0483
50 7.1067 0.1407 152.6671 0.0066 21.4822 0.0466
60
7
IRC:SP:30-2Q09

1 1.0500 0.9524 1 .0000 1 .0000 0.9524 1 .0500
A a r\ r\ p" y-\ P\ P\ "7P\ a a i~ r\ a *-\ p- 0 "7 O
2 1 .1025 0.9070 2.0500 0.4878 1 .8594 0.5378
y|T OO r~\
3 1.1576 0.8638 3.1525 0.3172 4 7232 0.3672

a r\ a r\ A
4 1.2155 0.8227 4.3101 0.2320 3.5460 0.2820
f\ A C\ a r\ A O AA P"
5 1.2763 0.7835 5.5256 0.1810 4.3295 0.2310
f\ A A "7A r" ^ p~ ~7
6 1.3401 0.7462 6.8019 0.1470 5.0757 0.1970
p\ J 7AA
7 1.4071 0.7107 8.1420 0.1228 5.7864 0.1728
f\ A f\ A "7 0 yj r~ yi ~
8 1 .4775 0.6768 9.5491 0.1047 6.4632 0.1547
A yl ^ r\ ~T
9 1.5513 0.6446 11.0266 0.0907 7.1078 0.1407
/-\ A"7AT 7 7 -7 r\ hap
ji
10 1 .6289 0.6139 12.5779 0.0795 7.7217 0.1295

A A y-v ^ C\ A ~~7 A A r\ f\ O C\ O H AA yl
11 1 .7103 0.5847 14.2068 0.0704 8.3064 0.1204

A r~ f\ A ~7 A
12 1.7959 0.5568 15.9171 0.0628 8.8633 0.1128
p\ aat<i
13 1 .8856 0.5303 17.7130 0.0565 9.3936 0.1065

P\ AP A y-\ A r\ a r\
14 1.9799 0.5051 19.5986 0.0510 9.8986 0.1010
a r\ o^p\^
15 2.0789 0.4810 21.5786 0.0463 10.3797 0.0963
16 2.1829 0.4581 23.6575 0.0423 10.8378 0.0923
A r\ r\e\ c\ ~~r
17 2.2920 0.4363 25.8404 0.0387 11 .2741 0.0887
y~\ yl y| P" P" y-\ O P" P"
18 2.4066 0.4155 28.1324 0.0355 11 .6896 0.0855
vt /""\ O y> PO AA y-\ 0 O^
19 2.5270 0.3957 30.5390 0.0327 12.0853 0.0827
y-\ AAAA
20 2.6533 0.3769 33.0660 0.0302 12.4622 0.0802
y-\ y-\ /-^ /-\ O
21 2.7860 0.3589 35.7193 0.0280 12.8212 0.0780
22 2.9253 0.3419 38.5052 0.0260 13.1360 0.0760
r\ y-\ r~\ A A O ^ AHA
y4
23 3.0715 0.3256 41 .4305 0.0241 13.4886 0.0741

A O *7A A A
24 3.2251 0.3101 44.5020 0.0225 13.7986 0.0725
A 7 J t~\ T A
25 3.3864 0.2953 47.7271 0.0210 14.0939 0.0710
r A A A OP" O O -4 P\/"^ ^ /< ATTA
26 3.5557 0.2812 51.1135 0.0196 14.3752 0.0696
27 3.7335 0.2678 54.6691 0.0183 14.6430 0.0683
r\ *~> f~ r~ a A A t~\ f~\ A
28 3.9201 0.2551 58.4026 0.0171 14.8981 0.0671
ii A a A
29 4.1161 0.2429 62.3227 0.0160 15.1411 0.0660
r\ r\ r\ a A
30 4.3219 0.2314 66.4388 0.0151 15.3725 0.0660
OA
31 4.5380 0.2204 70.7608 0.0141 15.5928 0.0651
a ~~r /- a /"\
32 4.7649 0.2099 75.2988 0.0133 15.8027 0.0641

33 5.0032 0.1999 80.0638 0.0125 16.0025 0.0633
34 5.2533 0.1904 85.0670 !
0.0118 16.1929 0.0625

O IT p- f A r\
35 5.5160 0.1813 90.3203 0.0111 16.3742 0.0611
36 5.7918 0.1727 95.8363 0.0101 16.5469 0.0604
37 6.0814 0.1644 101.6281 0.0098 16.7113 0 0598
38 6.3855 0.1566 107.7095 0.0093 16.8679 0.0593
39 6.7048 0.1491 114.0950 0.0088 17.0170 0.0588
40 7.0400 0.1420 120.7998 0.0083 17.1591 0.0583
45 8.9850 0.1113 159.7002 0.0063 17.7741 0.0563
50 11.4674 0.0872 209.3480 0.0048 18.2559 0.0548
61
IRC:SP:30-2009

1 1.0600 0.9434 1.0000 1.0000 0.9434 1.0600
2 1.1236 0.8900 3.0600 0.4854 1.8334 0.5454
3 1.1910 0.8396 3.1836 0.3141 2.6730 0.3741
4 1 .2625 0.7921 4.3746 0.2286 3.4651 0.2886
5 1 .3382 0.7473 5.6371 0.1774 4.2124 0.2374
6 1.4185 0.7050 6.9753 0.1434 4.9173 0.2034
7 1.5036 0.6651 8.3938 0.1191 5.5824 0.2034
8 1.5938 0.6274 9.8975 0.1010 6.2098 0.1791
9 1.6895 0.5919 11.4913 0.0870 6.8017 0.1610
10 1.7908 0.5584 13.1808 0.0759 7.3601 0.1470
11 1 .8983 0.5268 14.9716 0.0668 7.8869 0.1268
12 2.0122 0.4970 16.8600 0.0593 8.3838 0.1193
13 2.1329 0.4688 18.8821 0.0530 8.8527 0.1130
14 2.2609 0.4423 21.0151 0.0476 9.2950 0.1076
15 2.3966 0.4173 23.2760 0.0430 9.7122 0.1030
16 2.5404 0.3936 25.6725 0.0390 10.1059 0.0990
17 2.6928 0.3714 28.2129 0.0354 10.4773 0.0954
18 2.8543 0.3503 30.9057 0.0324 10.8276 0.0924
19 3.0256 0.3505 33.7600 0.0296 11.1581 0.0896
20 3.2071 0.3118 36.7856 0.0272 11.4699 0.0872
21 3.3096 0.2942 39.9927 0.0250 11.7641 0.0850
22 3.6035 0.2775 43.3923 0.0230 12.0416 0.0830
23 3.8197 0.2618 46.3395 0.0213 12.3034 0.0813
24 4.0489 0.2470 50.8156 0.0197 12.5504 0.0797
25 4.2919 0.2330 54.8645 0.0182 12.7834 0.0782
26 4.5494 0.2198 59.1564 0.0169 13.0032 0.0769
27 4.8223 0.2074 63.7058 0.0157 13.2105 0.0757
28 5.1117 0.1956 68.5281 0.0146 13.4062 0.0746
29 5.4184 0.1846 73.6398 0.0136 13.5907 0.0736
30 5.7435 0.1741 79.0582 0.0126 13.7648 0.0726
31 6.0881 0.1643 84.8017 0.0118 13.9291 0.0718
32 6.4534 0.1550 90.8898 0.0110 14.0840 0.0710
33 6.8406 0.1462 97.3432 0.0103 14.2302 0.0703
34 7.2510 0.1379 104.1838 0.0096 14-3681 0.0696
35 7.6861 0.1301 111.4348 0.0090 14.4982 0.0690
36 8.1473 0.1227 119.1209 0.0084 14.6210 0.0684
37 8.6361 0.1158 127.2681 0.0079 14.7368 0.0679
38 9.1543 0.1092 135.9042 0.0074 14.8460 0.0674
39 9.7033 0.1030 145.0585 0.0069 14.9491 0.0669
40 10.2857 0.0972 154.7620 0.0065 15.0463 0.0665
45 13.7646 0.0727 212.7435 0.0047 15.4558 0.0647
50 18.4202 0.0543 290.3359 0.0034 15.7619 0.0634
62
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38 13.0793 0.0765 172.5610 0.0058 13.1935 0.0758
39 13.9948 0.0715 185.6403 0.0054 13.2649 0.0754
40 14.9745 0.0668 199.6351 0.0050 13.3317 0.0750
45 21.0025 0.0476 285.7493 0.0035 13.6055 0.0735
50 29.4570 0.0339 406.5289 0.0025 13.8007 0.0725
63
1
IRC:SP:30-2009

1 1 .0800 0.9259 1 .0000 1 .0000 0.9259 1.0800
2 1.1664 0.8573 2.0800 0.4808 1.7833 0.5608
3 1 .2597 0.7938 3.2464 0.3080 2.5771 0.3880
4 1 .3605 0.7350 4.5061 0.2219 3.3121 0.3019
5 1 .4693 0.6806 5.8666 0.1705 3.9927 0.2505
6 1.5869 0.6302 7.3359 0.1363 4.6229 0.2163
7 1.7138 0.5835 8.9228 0.1121 5.2064 0.1921
8 1 .8509 0.5403 10.6366 0.0940 5.7466 0.1740
9 1.9990 0.5002 12.4876 0.0801 5.2469 0.1601
10 2.1589 0.4632 14.4866 0.0690 6.7101 0.1490
1 2.3316 0.4289 16.6455 0.0600 7.1390 0.1401
12 2.5182 0.3971 18.9771 0.0527 7.5361 0.1327
13 2.7196 0.3677 21.4953 0.0465 7.9038 0.1265
14 2.9372 0.3405 24.2149 0.0413 8.2442 0.1213
15 3.1722 0.3152 27.1521 0.0368 8.5595 0.1168
16 3.4259 0.2919 30.3243 0.0330 8.8514 0.1130
17 3.7000 0.2703 33.7502 0.0296 9.1216 0.1096
18 3.9960 0.2502 37.4502 0.0267 9.3719 0.1067
19 4.3157 0.2317 41.4463 0.0241 9.6036 0.1041
20 4.6610 0.2145 45.7620 0.0219 9.8181 0.1019
21 5.0338 0.1987 50.4229 0.0198 10.0168 0.0998
22 5.4365 0.1839 55.4568 0.0180 10.2009 0.0980
23 5.8715 0.1703 60.8933 0.0164 10.3711 0.0964
24 6.3412 0.1577 66.7648 0.0150 10.5288 0.0950
25 6.8485 0.1460 73.1059 0.0137 10.6748 0.0937
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29 9.3173 0.1073 103.9659 0.0096 11.1584 0.0896
30 10 0627 0.0994 113.2832 0.0088 11.2578 0.0888
31 10.8677 0.0920 123.3459 0.0081 11.3498 0.0881
32 11.7371 0.0852 134.2135 0.0075 11.4250 0.0875
33 12.6760 0.0789 145.9506 0.0069 11.5139 0.0869
34 13.6901 0.0730 158.6267 0.0063 11.5869 0.0863
35 14.7853 0.0676 172.3168 0.0058 11.6546 0.0858
36 15.9682 0.0626 187.1021 0.0053 11.7172 0.0853
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39 20.1153 0.0497 238.9412 0.0042 11.8786 0.0842
40 21.7245 0.0460 259.0565 0.0039 11.9246 0.0839
45 31.9204 0.0313 386.5056 0.0026 12.1084 0.0826
50 46.9016 0.0213 573.7702 0.0017 12.2335 0.0817
64
IRC:SP:30-2QQ9

1 1.0900 0.9174 1.0000 1.0000 0.9174 1.0900
2 1.1881 0.8417 2.0900 0.4785 1 .7591 0.5685
3 0.2950 0.7722 3.2781 0.3051 2.5313 0.3951
4 1.4116 0.7084 4.5731 0.2187 3.2397 0.0387
5 1.5386 0.6499 5.9847 0.1671 3.8897 0.2571
j ^ /-/** o
6 1.6771 0.5963 7.5233 0.1329 4.4859 0.2229
7 1.8280 0.5470 9.2004 0.1087 5.0330 0.1987
8 1.9926 0.5019 11.0285 0.0907 5.5348 0.1807
9 2.1719 0.4604 13.0210 0.0768 5.9952 0.1668
10 2.3674 0.4224 15.1929 0.0658 6.4177 0.1558
11 2.5804 0.3875 17.5603 0.0569 6.8052 0.1469
12 2.8127 0.3555 20.1407 0.0497 7.1067 0.1397
13 3.0658 0.3262 22.9534 0.0436 7.4869 0.1336
14 3.3417 0.2992 26.0192 0.0384 7.7862 0.1284
15 3.6425 0.2745 29.3609 0.0341 8.0607 0.1241
16 3.9703 0.2519 33.0034 0.0303 8.3126 0.1203
17 4.3276 0.2311 36.9737 0.0270 3.8436 0.1170
f~\ AAA f~\
18 4.7171 0.2120 41.3013 0.0242 8.7556 0.1142

19 5.1417 0.1945 46.0185 0.0217 8.9501 0.1117
Â A r\ A
20 5.6044 0.1784 51.1601 0.0195 9.1285 0.1095
21 6.1088 0.1637 56.7645 0.0176 9.2922 0.1076
22 6.6586 0.1502 62.8733 0.0159 9.4224 0.1059
23 7.2579 0.1378 69.5319 0.0144 9.5802 0.1044
24 7.9111 0.1264 76.7898 0.0130 9.7066 0.1030
25 8.6231 0.1160 84.7009 0.0118 9.8226 0.1018
26 9.3992 0.1064 93.3240 0.0107 9.9290 0.1007
27 10.2451 0.0976 102.7231 0.0097 10.0266 0.0997
A A A f> ~7 yf
28 11.1671 0.0895 112.9682 0.0089 10.1161 0.0989

29 12.1722 0.0822 124.1354 0.0081 10.1983 0.0981
30 13.2677 0.0754 136.3075 0.0073 10.2737 0.0973
31 14.4618 0.0691 149.5752 0.0067 10.3428 0.0967
32 15.7633 0.0634 164.0370 0.0061 10.4062 0.0961
33 17.1820 0.0582 179.8003 0.0056 10.4644 0.0956
34 18.7284 0.0534 196.9823 0.0051 10.5178 0.0951
35 20.4140 0.0490 215.7108 0.0046 10.5668 0.0946
36 22.2512 0.0449 236.1247 0.0042 10.6118 0.0942
37 24.2538 0 0412 258 3759 0 0039 10 6530 0 0939
38 26.4367 0.0378 282.6298 0.0035 10.6908 0.0935
39 28.8160 0.0347 309.0665 0.0032 10.7255 0.0932
40 31.4094 0.0318 337.8824 0.0030 10.7574 0.0930
45 48.3273 0.0207 525.8587 0.0019 10.8812 0.0919
50 74.3575 0.0134 815.0836 0.0012 10.9617 0.0912
65
IRC:SP:30-2009

1 1.1000 0.9091 1.0000 1.0000 0.9091 1 1000
2 1.2100 0.8264 2.1000 0.4762 1 .7355 0 5762
3 1.3310 0.7513 3.3100 0.3021 2.4869 0.4021
4 1.4641 0 6830 4.6410 0.2155 3.1699 0 3155
5 1.6105 0.6209 6.1051 0.1638 3.7908 0.2638
6 1.7716 0.5645 7.7156 0.1296 4.3553 0.2296
7 1.9487 0.5132 9.4872 0.1054 4.8684 0.2054
8 2.1436 0.4665 11.4359 0.0874 5.3349 0 1874
9 2.3579 0.4241 13 5795 0 0736 5.7590 0.1736
10 2.5937 0 3855 15.9374 0.0627 6.1446 0.1627
11 2.8531 0 3505 18 5312 0.0540 6.4951 0 1540
12 3.1384 0.3186 21 3843 0.0468 6.8137 0.1468
13 3.4523 0.2897 24.5227 0.0408 7.1034 0.1408
14 3.7975 0.2633 27.9750 0.0357 7.3667 0.1357
15 4.1772 0.2394 31 7725 0.0315 7.6061 0.1315
16 4.5950 0.2176 35.9497 0.0278 7 8237 0.1278
17 5.0545 0.1978 40.5447 0.0247 8.0216 0.1247
18 5 5599 0.1799 45.5992 0.0219 8.2014 0.1219
19 6.1159 0.1635 51.1591 0.0195 8.3649 0.1195
20 6.7275 0.1486 57.2750 0.0175 8.5136 0.1175
21 7.4002 0.1351 64 0025 0.0156 8.6487 0.1156
22 8.1403 0.1228 71.4027 0.0140 8.7715 0.1140
23 8.9543 0.1117 IVy 5430
79 Vy\*r 0.0126 8.8832 0.1126
24 9.8497 0.1015 88.4973 0.0113 8.9847 0.1113
25 10.8347 0.0923 98.3471 0.0102 9.0770 0.1102
26 11.9182 0 0839
vyv/ vy vy
109 1818 0.0092 9.1609 0.1092
27 13.1100 0.0763 121 0999 0 0083 9.2372 0.1083
28 14.4210 0 0693 134 2099 0.0075 9 3066 0.1075
29 15 8631 0 0630 148 6309 0.0067 9.3996 0.1067
30 17.4494 0.0573 1 64 4940 0.0061 9.4269 0.1061
31 19.1943 0.0521 181 9434 0 0055 9.4790 0.1055
32 21.1138 0.0474 201 1378 0 0050 9.5264 0.1050
33 23.2252 0.0431 222.2515 0.0045 9.5694 0.1045
34 25.5427 0.0391 245 4767 0.0041 9 6086 0.1041
35 28 1024 0356
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36 30 9127 0.0323 299 1268 0 0033 9.6765 0.1033
37 34.0039 0.0294 330.0395 0.0030 9.7059 0.1030
38 37.4043 0.0267 364.0434 0.0027 9.7327 0.1027
39 41.1448 0.0243 401.4478 0.0025 9.7570 0.1025
40 45.2593 0.0221 442.5926 0.0023 9.7791 0.1023
45 72.8904 0.0137 718.9048 0.0014 9.8628 0.1014
50 117.3909 0.0085 1,163.9085 0.0009 9.9148 0.1009
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. i 0 2013
q
vJ 2 7731 0 3606
W WW . WW 14
T" I . 7757
J W 1 / W 0677
0 WW . 1 1 3283
5 JL
W .w W 1877
0 W. 1 / f
10
w
1 3 1058
W WWW. 1 W 3220
0 W - W
. 1 7 5487 W 0570
0 W W w
. 1 5 W
W 6502
W \J C-
W 1770
0 . w 1 i /
11 W 4785
3 ." WW f W 2875
0 W w
. 1 20
l w . 6546
w w" w 0
W 0484
Wt. Wt 5 9377
W WW. i 1 W 1684
0 WW"
. 1
12
L
1 3 8960 W 2567
0 WW. <c_ / 24
L" . 1331
WW1 1 0
W 0414
W"
. 1 i 6 1944
W W. 1 1 1 0 1614
W W IT
. 1
13
W
1
"
4 3635
WWWW . 0 2292 28 0291
L W \J C- W . 1 0
w 0357
WWW
. 6
W 4236
ww 0
W . 1
1 557
WW 1
14 "
4 8871
WW . 1 1 0 2046 32 3926
WL W \Jm W . 0
W 0309
WW WW
. 6 6282 0 1509
W www
. 1
15
W
1 5 4736 0 1827
W \J C
. I 1 37 2797
W Wf . r i 0
W 0268
\J c w w
. 6
W . 8109
W WW 1 W 1468
0 "WW
. 1
16
W
1 6
W . 1304
WW"
1 0 1631
W WW. 1 1 'tl. 7533
42 WWW . f 0
W 0234
W. WT 6
W . 9740
W TU i W " W"
0 1434
.
1
17 6
W . 8660
W WWW 0 1456
W "WW
. 1 8837
48 WWW . f 0
W 0205
W<d_ w w
. 1196
7(.11 WW W 1405
0 "WW
. 1
18
W
I 7 6900 0 1300
W www
. 1 55 7497
WW TW . / f 0
W 0179
W. w 1 1 7 2497 0 1379
W w w 1 /
19
W
1 8
W . 6128
W W i W.I1161
0 W I 1 63 4397
WW ,tJJ f 0
W 0158
W WW
. 1 / 3658
7 w www
. 0 1358
W WWW. 1
20 9
W . 6463
W" W W 0 1037
W 1WW/
. 72L W
i 0524
Wlt . 0
W 0139
W. WW 1 7 4694
/ WW
. i i 0 1339
W www
. 1
21 10
W
1 . 8038
WW WW 0 0926 81 6987
W .WWW I / 0 0122 7 5620 0 1322
22 12 1003 0 W
W. 0826
WlW 92 5026 0
W 0108
W WW
. 1 / 6446
7 .UttU 0 1308
W WWW
. 1
23
. W 13
W
1 - 5523
WWL W W 0738
0 W WW
. 1 104 6029 0
W 0096
WW WW
.
7 7184
/ Wt
. / 1 W 1296
0 cJU
. 1
24
L" 15
1 V-/ . 1786
1 WW r W WW WW
.
118
I W 1552
JJl
I . 1
0 0085 7 7843 0 1285
25
L W 1 0001
17 .WWW
1 1
0 0588
w www.
133
I
3339
WW .WWW w 0 0075
W WW w
. I 7 8431 VJ 1275
0 C.
. vJI 1
26 19 0401 0 0525 150 3339 0 0067 7 8957 vj 1267

0 z.u
. i i
27 3249
21 WL" W 1 . 0 0469 169
Iww w 3740 . / 0 0059 7 9426 0 1259
28 23
l 8839
w www w . W 0419
0 W" w
. 1 190
1WW w 6989
ww w .
0 0052 7 9844 0 1252
VJ L-\J-
. I
29 W 26 W 7499
1" w w. f 0 0374
W WW *r
. I
214 5828 0 0047 8 0218 0 1247
VJ J-r
. I 1
30
WW ?Q
t_ W 9599
WW WW . 0 0334 241 3327 0 0041 8 0552 0 1241
VJ cJ-r
. I I
W
31 1 33
W 5551
W W WW . 1 0 0298 271 2926 0 0037 8 0850 VJ 1237
0 L-\J
. I 1
32 5817
37 .WW
W / 1 f 0 0266 304 8477 0 0033 8 1116
O. u I I I
0 1233
VJ.z-OO I
33
WW 42 0915
"L .WW W 1 w 0238
0 wz_ w w
.
342 4295 0 0029 8 354
o. out
1 i VJ 1229
0 . I
34
W" 47 1425 W 0212
0 W L
. 1 384 Jl
WWt 5210 W . 1
0 0026 8 1 565 0 1226
35 52 7996
WL WWW . / 0 0189
W W .WW 1
431
iW WW 6635 WWI .
0 0023 8 1755 0 1223
36
WW 59
W W 1356
www . 1 0 0169
W W WW
. 1
4ft4 4631
tUt.tUJ I
0 0021 8 1924 0 1221
VJ t-L-
. I I
37
w i 66
WW L 2318
W w . 1 0 0151
W W W. 1 1
543
Wt 5987
W .WWW / 0 0018 8 2075 0 1218
VJ ID
. I
38
WW 74
/ " 1797 W . 1 i / 0 0135
W W WW
. 1
609 8305 0 0016
VJ .UU U I
8 2210 0 1216
VJ.^. VJ I I
39 0812
83 .WW
WW \ 0 0120
W W . W
. 1
684
W Wt W 01 U02 . I
0 001 5 8 2330 0 1215
VJ ^.
. O I I
40 93 0510
WW WW w . 1 W 0107
0 W w. 1 / 767 0914 0 001 3 ft 94ftft 0
vJ 1213
. O I 1
41 104.2171 0.0096 860.1424 0.0012 8.2533 0.1212

42 116.7231 0.0086 964.3595 0.0010 8.2619 0.1210
43 130.7299 0.0076 1,081.0826 0.0009 8.2696 0.1209
44 146.4175 0.0068 1,211.8125 0.0008 8.2764 0.1208
45 163.9876 0.0061 1,358.2300 0.0007 8.2825 0.1207
50 289.0022 0.0035 2,400.0183 0.0004 8.3045 0.1204
67
IRC:SP:30-2009
1 1.1500 0.8696 1.0000 1.0000 0.8696 1.1500
2 1.3225 0.7561 2.1500 0.4651 1.6257 0.6151
3 1.5209 0.6575 3.4725 0.2880 2.2832 0.4380
4 1.7490 0.5718 4.9934 0.2003 2.8550 0.3503
5 2.0144 0.4972 6.7424 0.1483 3.3522 0.2983
6 2.1331 0.4323 8.7537 0.1142 3.7845 0.2642
7 2.6600 0.3759 11.0668 0.0904 4.1604 0.2404
8 3.0590 0.3269 13.7268 0.0729 4.4873 0.2229
9 3.5179 0.2843 16.7858 0.0596 4.7716 0.2096
10 4.0456 0.2472 20.3037 0.0493 5.0188 0.1993
11 4.6524 0.2149 24.3493 0.0411 5.2337 0.1911
12 5.3503
- .
0.1869 29.0017 0.3445 5.4206 0.1845
13 6.1528 0.1625 34.3519 0.0291 5.5832 0.1791
14 7.0757 0.1413 40.5047 0.0247 5.7245 0.1747
15 8.1371 0.1229 47.5804 0.0210 5.8474 0.1710
16 9.3576 0.1069 55.7175 0.0179 5.9542 0.1679
17 10.7613 0.0929 65.0751 0.0154 6.0472 0.1654
18 12.3755 0 0808 75.8364 0.0132 6.1280 0.1632
19 14.2318 0.0703 88.2118 0.0113 6.1982 0.1613
20 16.3665 0.0611 102.4436 0.0098 6.2594 0.1598
21 18.8215 0.0531 118.8101 0.0084 6.3125 0.1584
22 21.6447 0.0462 137.6316 0.0073 6.3587 0.1573
23 24.8915 0.0402 159.2764 0.0063 6.3989 0.1563
24 28.6252 0.0349 184.1678 0.0054 6.4338 0.1554
25 32.9190 0.0304 212.7930 0.0047 6.4642 0.1547
26 37.8568 0.0264 245.7120 0.0041 6.4906 0.1541
27 43.5353 0.0230 283.5689 0.0035 6.5136 0.1535
28 50.0656 0.0200 327.1041 0.0031 6.5335 0.1531
29 57.5755 0.0174 377.1697 0.0023 6.5509 0.1527
30 66.2118 0.0151 434.7452 0.0023 6.5660 0.1523
31 76.1435 0.0131 500.9569 0.0020 6.5791 0.1520
32 87.5651 0.0114 577.1005 0.0017 6.5905 0.1517
33 100.6998 0.0099 664.6655 0.0015 6.6004 0.1515
34 115.8048 0.0086 765.3654 0.0013 6.6091 0.1513
35 133.1755 0.0075 881.1702 0.0011 6.6166 0.1511
36 153.1519 0.0065 1,014.3457 0.0010 6.6231 0.1510
37 176.1246 0.0057 1,167.4975 0.0009 6.6288 0.1509
38 202.5433 0.0049 1,343.6222 0.0007 6.6338 0.1507
39 232.9248 0.0043 1,546.1655 0.0006 6.6380 0.1506
40 267.8635 0.0037 1,779.0903 0.0006 6.6418 0.1506
41 308.0431 0.0032 2,046.9539 0.0005 6.6450 0.1505
42 354.2495 0.0028 2,354.9969 0.0004 6.6478 0.1504
43 407.3870 0.0025 2,709.2466 0.0004 6.6503 0.1504
44 468.4950 0.0021 3,116.6334 0.0003 6.6524 0.1503
45 538.7693 0.0019 3,585.1285 0.0003 6.6543 0.1503
50 1,083.6574 0.0009 7,217.7163 0.0001 6.6605 0.1501
68
B
IRC:SP:30-2009
ANNEX
(Clause 6.5)
Speed - Flow Equations: 2001

IRC:SP:3Q-2QQ9
ANNEX B
{Clause 6.5)
Table 47 Speed-Flow Equations: 2001

Road Type Plain Terrain Rolling Terrain Hilly Terrain
Single-Lane SF1:V C = 61.748-0.0562*Q SF7:V C = 58.45 -0.0562*Q SF1 3:V C = 49.643 - 0.0562*Q
SF2:V BU = 51 .744 - 0.0478*Q SF8: V BU = 49.081 -0.0478*Q SF14:V BU = 41. 61 5-0.0478*Q
SF3:V LCV = 51 .937- 0.051 0*Q SF9:V LCV = 47.598 0.051*0 SF1 5:V LCV = 37. 1 69 - 0.051 0*Q
SF4:V HCV = 47.283 - 0.0373*Q SF10:V HCV = 43. 158-0.037*0 SF16:V HCV = 33.063 - 0.0373*Q
SF5:V MAV = 39.71 8- 0.031 3*Q SF11:V MAV = 36.253- 0.031 *Q SF17:V MAV = 27.773 - 0.031 3*Q
SF6:V TW0 = 42.666 - 0.0300*Q SF1 2:V TW0 = 41 .41 3 - 0.030*Q SF18:V TW0 = 37.736 - 0.0300*Q
Intermediate- SF19:V C = 63.249-0.0210*Q SF25:V C = 64.145 - 0.0210*Q SF31:V C = 51 .835- 0.021 0*Q
Lane with SF20:V BU = 56.222 - 0.01 30*Q SF26:V B(J = 52.272 - 0.01 30*Q SF32:V BU = 42.817 - 0.01 30*Q
Earthen SF21 :V LCV = 56.282 - 0.01 95*Q SF27:V LCV = 51. 878-6.282*0 SF33:V LCV = 41 .293 - 0.0195*Q
Shoulders SF22:V HCV = 52.350 - 0.01 86*Q SF28:V HCV = 48.171 -0.0186*Q SF34:V HCV = 37.944 - 0.01 86*Q
SF23:V MAV = 43.974 - 0.01 56*Q SF29:V MAV = 40.464 - 0.01 56*Q SF35:V MAV = 31 .873 - 0.01 56*Q
SF24:V TWO = 47.849 - 0.01 09*Q SF30:V TWO = 46.554 - 0.01 09*Q SF36:V TWO = 42.752 - 0.01 09*Q
Two-Lane SF37:V C = 85.180 -0.0170*Q SF43:V C = 82.693-0.0175*0 SF49:V C = 72.726-0.0175*0
with Earthen SF38:V BU = 67.457 - 0.0079*Q SF44:V BU = 63.009 - 0.01 36*Q SF50:V BU = 52.835 - 0.01 36*Q
Shoulders SF39:V LCV = 67.400 - 0.0060*Q SF45:V LCV = 64.953 - 0.01 37*Q SF51 :V LCV = 52.948 - 0.01 37*Q
SF40:V HCV = 59.295 - 0.0083*Q SF46:V HCV = 56.940 - 0.0120*Q SF52:V HCV = 46. 1 88 - 0.01 20*Q
SF41 :V MAV = 49.808 - 0.0070*Q SF47:V MAV = 47.830 - 0.0101*Q SF53:V MAV = 38.798 - 0.01 01 *Q
SF42:V TWO = 55. 1 72 - 0.01 05*Q SF48:V TWO = 49.884 - 0.01 05*Q SF54:V TWO = 46.228 - 0.01 05*Q
Two-Lane SF55:V C = 88.148 -0.0079*Q SF61:V C = 84.763-0.0079*0 SF67:V C = 75.703 - 0.0079*Q
with Paved SF56:V R =70.116-0.0071*0 SF62:V BU = 67.327 - 0.0071*Q SF68:V BU = 59.507 - 0.0071*Q
Shoulders SF57:V LCV = 70.118 - 0.0071*0 SF63:V LCV = 67.193 - 0.0071*Q SF69:V LCV = 58.623 - 0.0071 *Q
SF58:V HCV = 61 .631 - 0.0062*Q SF64:V HCV = 59.01 9 - 0.0062*Q SF70:V HCV = 51 .223 - 0.0062*Q
SF59:V MAV = 51 .770 - 0.0052*Q SF65: V MAV = 49.576 - 0.0052*Q SF71 :V MAV = 43.027 - 0.0052*Q
SF60:V TWO = 55.243 - 0.0073*Q SF66:V TWO = 54.194 - 0.0073*Q SF72:V TWO = 50.802 - 0.0073*Q
Four-Lane SF73:V C = 85.140-0.0091*0 SF79:V C = 82.687-0.0091*0 SF85:VC = 72.443 - 0.0091 *Q

with Earthen SF74:V BU = 70.883 - 0.0069*Q SF80:V BU = 66.498 - 0.0069*Q SF86:V bU = 56.000 - 0.0069*Q
Shoulders SF75:V LCV = 70.744 - 0.0080*Q SF81 :V LCV = 65.693 - 0.0080*Q SF87:V LCV = 53.551 -0.0080*Q
SF76:V HCV = 62.411 -0.01 11 *Q SF82:V HCV = 57.940-0.0111*0 SF88:V HCV = 46.999 - 0.01 1 1 *Q
SF77: MAV = 52.425-0.0093*0 SF83:V MAV = 48.670 - 0.0093*Q SF89:V MAV = 39.479 - 0.0093*Q
SF78:V TWO = 58.675 - 0.0075*Q SF84:V TWO = 57.274 - 0.0075*Q SF90:V TWO = 53.161 -0.0075*Q
71
IRC:SP:30-2009
Road Type Plain Terrain Rolling Terrain Hilly Terrain
Four-Lane SF91:V C = 92.766 -0.0075*Q SF97:V C = 89.204 - .0075*Q SF103:V C = 79.669 - 0.0075*Q
with Paved SF92:V BU = 75.011 -0.0073*Q SF98:V BU = 70.705 - .0073*Q SF1 04:V B(J = 60.395 - 0.0073*Q
Shoulders SF93:V LCV = 70.514 - 0.0085*Q SF99:V LCV = 65.802 - .0085*Q SF1 05:V LCV = 54.476 - 0.0085*Q
SF94:V HCV = 62.530 - .0075*Q SF100:V HCV = 58.325 - .0075*Q SF1 06:V HCV = 48.036 - 0.0075*Q
MM = 52.525 - .0063*Q
SF95:VMAV , SF1 01 :V MAV = 48.993 - .0063*Q SF1 07:V MAV = 40.350 - 0.0063*Q
SF96:V TWO = 56.612 - .0069*Q SF1 02:V TWO = 55.31 2 - .0069*Q SF1 08:V TWO = 51 .494 - 0.0069*Q
where,
Q Volume of traffic in PCU/h

vc = Speed of Cars in km/h
^BU Speed of Buses in km/h

~ Speed of Light Commercial Vehicles in km/h
^LCV
~ Speed of Two-Axle Heavy Commercial Vehicles in km/h
^HCV
~ Speed of Multi-Axle Heavy Commercial Vehicles in km/h
^MAV
~ Speed of Two Wheelers in km/h
^TWO
IRC:SP:30-2009
ANNEX C
(Clause 6.6)
Vehicle Operating Cost (VOC)

Equations for Individual
Components of VOC
!RC:SP:30-2009
ANNEX C
{Clause 6.6)
VOC Equations for Individual Components of VOC

Table 48 VOC Equations for Cars
SI.No. VOC Component Equation
1 Fuel Consumption FC = 21 .85+(504.15A/)+ 0.004957 V 2 +0.000652*

RG + 1 .0684* RS - 0.3684*FL
2 a) Spare Parts Cost ^(it) =0.001 8*(RG-2000)*10" 5

flncludino Taxes) NP (IT)
K\
Dj
Cnorn Dor+o
opare rans Pnpt
uost QD
^Hetj =0.001 8*(RG-2000)*10" 5
(Excluding Taxes) NP
njr
(ET)
3 Maintenance Labour LC = 0.5498 SP (lT)
4 Tyre Life TL = 68771 -147.9* RF -26.72*(RG/W)
5 Engine Oil EOL = 1 .7048+0.0331 9*RF+0. 0005241 *(RG/W)
6 Other Oil OL = 1 .631 +0.051 67*RF + 0.001 867*(RG/W)
7 Grease G = 2.816+0.2007 RF
Q
O OpccU iZLjUdUUIi
(based on Type of
Carriageway)
a) Single Lane Vcars SL = 59.86-(0.6236*RF)-0.002589*(RG-2000)

v j Intprm^Hiatfs
ici
ii icuiaic
i 1 1
1
i
ano
d ic
i
\/ il - p.R Qi_/n RS7 c>*RFVn 00901 ^RruÔOO^
c) Two-Lane V cars 2L = 73 - 1 4-(0.71 1 *RF)-0.001 71 *(RG-2000)
d) Four-Lane V cars 4L = 78.58-(0.764*RF)-0.001 83*(RG-2000)
9 ! Utilisation UPD = 6.187* V

10 Fixed Cost
rr . 370.14
a) Including Taxes (it)
UPD
75
IRC:SP:30-2009
u ) Fy/Hi
h\ L_AL/iuuii ly TaYtac
iHinn idACo r (ET)
UPD
11 Depreciation Cost
nr . 70.85
a) Including Taxes (it)
UPD
b) Excluding Taxes U ^(ET) _ 39.57

UPD
12 Value of Passenger
T\me[VOT]
(Work and Non-work
trips considered
together)
PT _ 227.82
a) Primary Routes
v
169.49
b) Secondary Routes PT
V
Table 49 VOC Equations for Two Wheelers
1 Fuel Consumption FC = 3.38+(549.57/V)+0.00436*V 2 +
0.0001 96*RG + 0.4552*RS - 0.3386*FL
2 a) Spare Parts Cost SEflT) = (-55.879+0.024*RG)*1 0- 5

(Including Taxes) NP
n,r (IT)
b) Spare Parts Cost ^(et) = (-55.879+0.024*RG)*10-5

(Excluding Taxes) NP
3 Maintenance Labour LC = 0.5498*SP (m
4 Tyre Life TL = 47340 - 1 01 .8*RF - 1 6.39* RG/W

5 Engine Oil EOL= 0.405+0.007899* RF +0.0001 25*( RG/W) |
76
IRC:SP:30-2009
6 Speed Equation
(based on type of
carriageway)
a) Single-Lane V 9W SL = 40.7 - (0.4305*RF) - 0.001 93*(RG - 2000)

b) Intermediate Lane V 9W IL
= 45.28 - (0.451 5*RF) - 0.001 38*(RG - 2000)
c) Two-Lane V 9W 2L = 45.93 - (0.4465*RF) - 0.001 07*(RG - 2000)

d) Four-Lane V 2W 4L = 48.65 - (0.4729*RF) - 0.001 1 3*(RG - 2000)
7 Utilisation UPD = 2.119* V
8 rixea uosi
rr 22.97
a. Including Taxes (,T)
UPD
b. Excluding Taxes FC (ET) =

2247
UPD
|^ c\ r"\ r /~\ /~ /"sot

9 UcprcOlaUUI
o/fir~\i^\
VÛbl
i
1
nr - 5 40
a. Including Taxes DC (.t)-
-
UpD
3.93
b. Excluding Taxes DG (ET)-
T-\r*
UpD
10 Value of Passenger
Time [VOT] (Work
and Non-work trips
considered together)
PT TR _ 45.10
(a) Primary Routes
V
(b) Secondary Routes PT SE _~ 31.62

V
77
IRC:SP:30-2009
Table 50 VOC Equations for Buses
1 Fuel Consumption FC = 32.97+(3904.64/V) + 0.0207*V 2 +
0.0012*RG + 3.3281 *RF-1.7769*FL
2 Spare Parts Cost SEoT) = e[-10.44+0.007373*RF+0.0000723*RG+1 .925*W]

[II ILIUUII ly laAttoj MP (IT)
Spare Parts Cost SEpn = e[-10.44+0.007373*RF+0.0000723*RG+1 .925*W]

(Excluding Taxes) (ET)
3 Maintenance Labour LC Q.5498*SP (IT)
4 Tyre Life TL = 3851 9-389.52*RF-1 .32*RG+983.829*W
5 Engine Oil EOL = 1 .146+0.00398* RF +0.0021 *( RG/W)
6 Other Oil OL = 3.3201 +0.002889*RF + 0.000821 7*
RG-0.3295*W
7 Grease G = 4.992+0.03376*RF+ 0.3634*W

8 Speed Equation
(based on type of
carriageway)
a) Single-Lane V BUS SL = 47.25-(0.3698*RF)-0.001 65*(RG-2000)

!
b) Intermediate Lane V BUS IL

= 52.65-(0.4031 *RF)-0.001 23*(RG-2000)
c) Two-Lane V B(JS 2L = 54.23-(0.41 1 1 *RF)-0.00098*(RG-2000)

d) Four-Lane V BUS 4L = 6Q.32-(0.4573*RF)-0.001 09*(RG-2000)
9 Utilisation of Buses UPD=28.07+15.1476* V
10 Fixed Costs
r- . yu/.yt)
a) Including Taxes (IT)
UPD
r . 495.90
b) Excluding Taxes (ET)
UPD
78
3
IRC:SP:30-2009
11
1 1 Deoreciation Cost
nr _ 228.23
a) Including Taxes DC (.i)-
UpD
nn _141.80
b) Excluding Taxes DO (ET)-
upD
cw = 93867
12 Wages of Crew
UPD
Time [VOT] (Work and

Non-work trips
considered together)
_ 14080.00
(a) Primary Routes pT TR
UPD
_ 5067.80
(b) Secondary Routes rT se
upD
Table 51 VOC Equations for Light Commercial Vehicles (LCV)
Si.No. VOC Component Equation
1 Fuel Consumption FC = 21 .28+(1 61 5.327 / V) +0.0245*V 2 +
0.001 524*RG +5.377*RF-0.8268*FL
2 (a) Spare parts cost

(Including Taxes)

QD
NP
(!T)= e[-1 0.9278+0.000141 *RG+3.493*W]
(IT)
(b) Spare parts cost

(Excluding Taxes)

qp
NP
(ET) = e[-10.9278+0.000141*RG+3.493*W]
(ET)
3 Maintenance Labour LC = 0.3692* SP(IT)
4 Tyre Life TL = 22382+381 7*W-375.3*RF-1 .037*RG
I
5 Engine Oil EOL = 1 .0635+0.0257*RF+0.0001 71 *( RG/W)
79
IRC:SP:30-2009
6 Other Oil OL = 2.041 5+0.0001 058*RG

7 Grease G = 0.3661 +0.0283*RF+0.000251 *RG
8 Speed Equation
(based on type of
carriageway)
a) Single-Lane V lcv SL = 49.87-(0.4447*RF)-0.00088*(RG-2000)

b) Intermediate Lane V lcv' L = 53.70-(0.4788*RF)-0.00095*(RG-2000)
c) Two-Lane V LCV 2L = 57.41 -(0.51 1 9*RF)-0.001 02*(RG-2000)
d) Four-Lane V LCV4L = 62.85-(0.5604*RF)-0.001 1 1 *(RG-2000)
9 Utilisation UPD =28.773 + 2.181*V
10 Fixed Costs
r . 576.08
a) Including Taxes ""(IT)
jjpp
r . 502.64
b) Excluding Taxes (ET) -
up[)
11 Deoreciation Cost
nn _ 120.49
a) Including Taxes DC (.t)-
UpD
b) Excluding Taxes DC (ET) = 83 96 '
UPD
12 Wages of Crew cw = 35949

UPD
13 Commoditv Value
i) Primary Routes CM TRV = 4955
44 94
ii) Secondary Routes CM SRV = "
UPD
80
/
IRC:SP:30-2009
Table 52 VOC Equations for Two Axle Heavy Commercial Vehicles (HCV)
1 Fuel Consumption FC=44.08+(3904.64/V)+0.0207*V 2 +0.001 2*RG+
3.3281*RS-1.7769*FL
2 (a) Spare parts cost (IT) = e[-10.3677+0.0001413*RG+3.4930/W]

w Iff Taxes)
(Includina
Iff/ wi wf \AS\ w W \-4 1 NP
INr (IT)
(D) bpare parts cost

op
(et)= e[-1 0.3677+0.0001 41 3*RG+3.4930/W]
(Excluding Taxes) NP (ET)
O IVIdll llttl Icll IUc LdUUUI
A
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1
=
fcT
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,
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uut T '+t.uj v v 1 o.u r\i 1 r\ui . i
5 Engine Oil EOL = 1 .73+0.042*RF+0.0003*( RG/W)
6 Other Oil OL = 5.1 037+0.0002646*RG

7 Grease G = 0 9153+0 0707*RF+0 000627*RG f
8 Speed Equation
(based on type of
carriageway)
a) Single-Lane V HCV2 SL =45.56-(0.4062*RF)-0.00081*(RG-2000)

b) Intermediate Lane V hcv-2 IL= 50.11-(0.4468*RF)-0.00089*(RG-2000)
L>y 1 WU lCIl It?
HCV-2 "v^-V^ \V-^*"'Pv r\ry-U.UUUc7't ÎxO-ZUUUJ
d) Four-Lane V HCV 24L =55.53-(0.4952*RF)-0.00098*(RG-2000)

_
9 Utilisation UPD = 68.12+5.1637*V
10 Fixed Costs
r _ 733.90
a) Including Taxes (IT) mn
UPD
.
r _ 641.86
b) Excluding Taxes (it)
UpD
81
1 )
IRC:SP:30-2009
1
I I UCUl tJUICl LIUI OUol I
_ 178.33
a) Including Taxes DC (IT)
ypQ
nr 107.53
b) Excluding Taxes 00 (et,-
upD
599.15
12 Wanpe
V VuUUO nf
Ul Drpw
U VV cw=
UPD
I o nmrnnrlit\/
yûi iiiiuhj iy
i i
ip
vaiuc
151.91
i) Primary Routes CMV TR =
UPD
126.94
ii) Secondary Routes CMV SR
ypp
Table 53 VOC Equations for Multi Axle Heavy Commercial Vehicles (MAY)
SI. No. VOC Component Equation
Fuel Consumption FC=141.0+(2695.79A/)+0.0517*V 2 +0.0035*RG
+17.75*RS-5.40*FL
2 (a) Spare parts cost op

(IT) = e [-1 0.9278+0.000141 3RG+3.4930/W]
(including taxes) NP (IT)
(b) Spare parts cost

(excluding taxes)

SIP
NP
(ET) = e[-1 0.9278+0.0001 41 3RG+3.4930/W]
(ET)
3 Maintenance Labour LC = 0.3692* SP fm
4 Tyre Life TL = 23726+4046*W-398*RF-1 .0099*RG
5 Engine Oil EOL = 2.354+0.05701 *RF+0.0038*( RG/W
6 Other Oil OL = 5.1 037+0.0002646*RG !
7 Grease G = 0.91 53+0.0707*RF+0.000627*RG
82
IRC:SP:30-2009
8 Speed Equation
(based on type of
carriageway)
a) Single-Lane V MAV SL = 38.27-(0.341 2*RF)-0.00068*(RG-2000)
b) Intermediate Lane V MAV IL

= 42.01-(0.3753*RF)-0.00074*(RG-2000)
c) Two-Lane V MAV 2L =44.79-(0.3994*RF)-0.00079*(RG-2000)
d) Four-Lane V MAV 4L =46.65-(0.4159*RF)-0.00083*(RG-2000)
9 Utilisation UPD = 70.38+5.3349*V
10 Fixed Costs
1024.51
(a) Including Taxes r
(IT)"
UpD
r ... 858.90
(b) Excluding Taxes
11 Depreciation Cost
nr _ 295.72
a) Including Taxes DC (.T)-
UpD
nr .165.65
b) Excluding Taxes DC ET) -
(
UpD
12 Wages of Crew cw= 71898

UPD
13 Commodity Value CMVTR = 28422

UPD
83
IRC:SP:30-2009
ANNEX D
(Clause 6.6)
Vehicle Operating Cost Tables

IRC:SP:30-2009
TABLE OF CONTENTS OF VOC TABLES
Description Page No.
NOTES ON THE USE OF TABLES 88
VOC TABLES FOR CARS 89
i) ECONOMIC COSTS 91-111
ii) FINANCIAL COSTS 111-131
VOC TABLES FOR TWO WHEELERS 133
VOC TABLES FOR BUSES 177
VOC TABLES FOR LIGHT COMMEERCIAL VEHICLES 221
VOC TABLES FOR TWO-AXLE HEAVY COMMERCIAL VEHICLES 265
VOC TABLES FOR MULTI-AXLE HEAVY COMMERCIAL VEHICLES 309
87
IRC:SP:30-2009
ANNEX D
(Clause 6.9)
Vehicle Operation Cost Tables
Notes on the Use of Tables
The VOC tables presented in this annex for each vehicle type are based on Updated
Road User Cost study 4 and also based on March, 2009 price levels 5 . These can be used
for future years by applying WPI values periodically published by the Ministry of Commerce
and Industry 5 Economic costs exclude taxes whereas financial costs include taxes. The
.
VOC costs presented in this annex are for free traffic flow conditions. For congested
conditions, they should be increased by using appropriate factors recommended in clause
6.9. The unit prices of different VOC inputs are presented in Table 54. To arrive at the VOC
figures for intermediate values of Roughness and Rise/Fall values (that is, other than those
presented in Annex D), the VOC values presented in Annex D needs to be interpolated
accordingly.
Table 54 Current Vehicle Operating Cost Inputs (All Prices in Rs )

SI No. VOC Inputs Price without Price with
Taxes Taxes
A. Cost of New Vehicles
1 Two Wheelers 35 375 48 625
2 Cars
i) Small Cars 279 200 390 600
ii) Big Cars 499 150 779 800
3 Buses 721 050 1 160 500
4 Light Commercial Vehicles 426 900 612 675

5 Two Axle Heavy Commercial Vehicles 746 800 1 106 350
6 Multi-Axle Heavy Commercial Vehicles 842 325 1 503 625
B. Cost of Petroleum Products

1 Petrol (per litre) 18.55 45.85
2 Diesel (per litre) 18.20 35.10
3 Engine Oil (per litre) 56.70 116.0
4 Other Oil (per litre) 117.40 237.25
5 Grease (per kg) 49.90 106.10
C. Cost of New Tyres
1 Two Wheelers 650 800
2 Cars 1 930 2 930
3 Buses 6 525 8 500
4 LCV 3 020 4 960
5 HCV - (For Both Two and MultiAxle) 6 120 8810
88
IRC:SP:30-2009
VOC Tables for

Cars
(Clause 6.9)

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c c
re (0
c c O (0 CO LO CD 00 CD CNI LO 1^ 00
Cost 0.13 0.15 0.16 0.18 0.19 0.21 0.22 0.24 0.25 0.27 0.28 E O CNI CNJ CNJ CNJ CNJ
Engine 5)0 CD CD CD CD
c
uui
o
o LO CO O CO CD
Tyre Cost 0.43 0.45 0.46 0.47 0.49 0.50 0.52 0.54 0.56 0.58 0.60 o
oo ?8 CD CD
LO LO LO LO CD
CD
to
to </>
o
CD
CD CNJ
co
LO
O
00
CNJ
CNJ
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00
Fuel Cost 4.94 5.52 6.12 6.74 7.38 8.04 8.73 9.44 10.19 10.97 11.79
CO 3 O
a
sz
LL O LO CD CD 00 00
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X. CM CNJ co CO LO o CNJ CNJ co LO
DC
262

IRC:SP:30-2009
I II II |
T3
||| || ||||
12.06 12.94 18.05 19.27 23.53 12.25 13.14 14.07 16.10 17.20 19.62 20.97 22.43 24.03
Grand
Total 13.85 14.82 15.83 16.91 20.58 21.99
-2 15.06 18.37
> >
+j
13
O m 00 CD
P 0 0.26 0.27 0.28 0.30 0.31 0.33 0.35 0.37 0.39 0.44 P o 0.27 CM CM 0.30 0.32 0.34 0.35 0.37 0.40 0.42 0.46
|o d E
=
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o
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00 CO 00 CO
00 12.67
13.57 14.52
15.52
m 17.71
18.90 20.19
21.58 23.09
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CD 00
14.75 15.78
oo
18.01 19.25 20.57 22.01 23.57
CO
O CM 00 CO
(Rs/km)
1 | | | (Rs/km)
5 *
Crew
Cost 1.89 1.97 2.06 2.16
2.27
2.38 2.51
2.66
2.82 3.00
3.21 t % 1.93 2.01 2.10 2.20 2.31 2.43 2.57 2.72 2.89 3.08 3.30
Roads
ads oo
Ro c

Lane
Depreciation
Cost
o
CO o 00
o Lame
o n
0.63 0.66 0.69 0.72 0.76 0.84 0.89 0.94 0.65 0.67 0.70 0.74 0.77 0.82 0.86 0.91 0.97 1.03 1.11
d ^
to
Q.
Four Four
on on "O ^
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Fixed
Cost 3.03 3.16 3.31 3.46 3.63 3.82 4.03 4.26 4.52 4.81
in cles
S3 3.08
3.22 3.37 3.53 3.70
3.90
4.11 4.36 4.63 4.94 5.29
Vehicles
81 82 Vehi
CO CO CO CO CO CD CO CO CD CO CD
LCV Cost LCV Cost CM CM CM CM CM CM CM CM CM CM CM
IViaintanence
o o o o o O o o O o o mmercial
IViaintanence
Commercial
VOC VOC
to Co *j
Table Table i_
CO (0
Light
a. Light 0. 78 00
LO
0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50
R 0.58
d
0.58 0.58 0.58 0.58 0.58 0.58 0.58 0.58 0.58
(0 fB
of Q. of Gl.
C/5
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m
0) ,2 CD
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fS
0.03 0.03 0.03 0.03 0.03 0.04 0.04 0.04 0.04 0.04 0.04
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CD
a t= o
of
CD
O
of
J
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|
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r*~
0.07 0.07 Cost
- $8
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0.07 0.07 0.07 0.07 0.07 0.07 0.07 0.07 0.07

+>
O d ô d
o o
Oil
Financial Financial
5
00 t;
Cost 0.14 0.15 0.17 0.20 0.21 0.23 0.24 0.26 0.27 0.29 c e 0.14 0.15 0.17 0.20 0.21 0.23 0.24 0.26 0.27 0.29
Engine d "if)
1- 5
o
c
| LU
10000
9000 Tyre Cost 0.60 Tyre Cost
0.45 0.46 0.47 0.49 0.50 0.52 0.54 0.56 0.58 0.62 0.46 0.47 0.48 0.50 0.51 0.53 0.55 0.57 0.59 0.61 0.64
= =
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CD "&)
3 O
00
o 15 M oo
4.87 5.46 6.72 7.37 8.06 8.76 9.50 10.28 11.09 11.94 mess 3 Q 5.44 6.07 6.71 7.38 8.07 8.79 9.54 10.33 11.16 12.04
Roughness
U_ O CO UL O
uu o LO o m o in o in o m o Rougl LL o m o in o in o m o in o
m
2 X CM CM oo co in CM CM co co
263
IRC:SP:30-2009
VOC Tables for

Two-Axle Heavy
Commercial Vehicles
(Clause 6.9)
IRC:SP:30-2009
11 | _
T3 ^ | r--
LO
LO
LO
CM
Grand
Total 10.42 10.81 11.23 11.68 12.17 12.71 13.29 13.94 14.66
15.47
16.39
So CN CN co co
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nmodity
Cost 0.42 0.43 0.45 0.47 0.49 0.51 0.53 0.55 0.58 0.61 0.64
Cor O
1 O
LO
E 14.72
E <0 (ft
co xt-
Cost
"to
Total
9.86 10.24 10.64 11.07 11.55 12.06 12.63 13.25 13.94 15.61
1/5
o P oo ^
(A OO LO
T3 Crew
Cost 1.97 2.05 2.12 2.20 2.29 2.39 2.49 2.61 2.73 2.87 3.02
T3 9 o
co CO
qO CM CM
o
q; Ij ! O
01
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CD
C c O
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0.40
0.41 0.43 0.47 0.49 0.51 0.54 o o 8
O)
CD O) U
c c a
CO <75
Q
c c
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00 00
o
& w
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Fixed
Cost 2.12 2.19 2.27 2.36 2.46 2.56 2.67 2.79 2.92 3.07 3.23
u *8 CM
cn in

>* >* o
c
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I o ntanence
Cost
1 o
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00 3:
oo
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0.29 0.29 0.29 0.29 0.29 0.29 0.29 0.29 0.29 0.29 0.29
o <5
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CO
CO CO
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X CD CD
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c c
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co CO CO -ft
l_
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$
o
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o
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CM
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CM
CM
00
LO
LO
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r-
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0.96 1.43 2.10
CM CO
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c 4.24 4.47
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267
IRC:SP:30-2009
1 |
O O O o
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LO d oo
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o oo
LO
CD
LO
00
LO
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CD
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E o
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o 8 CNJ CO oo LO d
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CO
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IRC:SP:30-2009
1 | CD LO LO 00 LO CD CM LO LO CO
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9.84 10.19 10.58 10.99 11.44 11.93
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c jS Total
13.73 18.60
Grand 11.85 12.26 12.71 13.20 14.33 14.99 15.73 16.56 17.51
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to
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CN to Cost
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282

IRC:SP:30-2009
| |
Total 9.69 Total 9.55
9.35 10.05 10.44 10.87 11.34 11.86 12.43 13.07 Grand 8.94 9.23 9.89 10.26 10.67 11.12 11.60 12.14 12.74 13.41
Grand 8.76 9.05
nmodity nmodity
Cost 0.63 0.67 Cost 0.43 0.45 0.47 0.49 0.51 0.53 0.56 0.58 0.61 0.65 0.68
0.43 0.44 0.46 0.48 0.50 0.52 0.55 0.57 0.60
Coi
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Total Cost 8.27 8.53 8.82 9.14 9.48 9.85 10.25 10.70 11.19 11.73 12.33 E Total Cost 8.42 8.70 9.00 9.32 9.67 10.06 10.48 10.94 11.45
12.01 12.65
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Cost
cn
CD
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I 2.06 2.26
Crew -a Crew
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Cost 0.31 0.37 0.39 0.41 0.43 0.45 0.47 Cost 0.31 0.32 0.33 0.35 0.36 0.38 0.39 0.41 0.43 0.46 0.48
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Fixed 1.81 1.88 1.95 2.03 2.11 2.21 2.31 2.42 2.54 2.68 2.83
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3.62 3.75 4.06 4.25 4.45 4.93
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o d o d d d d d d d d o CD O
d o o
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s.
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c
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lo
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r
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286

IRC:SP:30-2009
T3 o CD CO co
c re CM CM
Grand
Total 10.80 11.16 11.56 12.00 12.48 13.01 13.60 14.25 14.98 15.82 16.77
t. a O
CM CM
CN
CM
Commodity
Cost
0.48 0.50 0.53 0.55 0.58 0.61 0.64 0.68 0.72 0.76 0.81
1
o
CO
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00
LO CD
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CD
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Total 10.09 10.44 10.82 11.23 11.68 12.18 12.74 13.35 14.05 14.84 15.74
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CM CN
oo CD CO h~
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CO CM CM CM CM
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CD
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to
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o s
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c Q.
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CN =u
CD
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c
o CD
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L.
CD
CO
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0.52 0.54 0.58 0.59 0.62 0.64 0.66 0.69
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CM CM CM CM
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w 00 CO LO
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3 O CD CD
c 00 00 CD CD
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CD
RF
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287
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-a 00 CO O 00 CO CO 00 CM s-
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Total
LO CD 1^ CO d d
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oo LO LO CD 1^ CO 00 CM CO xt
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a) CO 00
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a |1 "O CM co LO 1 OO cr>
re
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288

IRC:SP:30-2009
CO s-
I I
s- CM st St LO o st ^_ T5
CO CD CD st CM CM LO CD CD
Grand
Total
CO CD I
s- 00 CD o
CM CM
CM
CM
CO
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st
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CD
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d d r-" CO d d CM sf d o 8
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CM 00
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289
IRC:SP:30- 2009
u CD
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Total 17.56 18.24 18.99 19.80 21.68 27.11
Grand 20.69 22.78 24.02 25.45 29.09
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CM CNI CM CM
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Cost 0.45 0.47 0.49 0.51 0.53 0.55 0.58 0.61 0.64 0.67 0.71
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a: | w CNI CM CM CM
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re
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Cost 2.12 2.20 2.29 2.39 2.49 2.60 2.73 2.87 3.02 3.19 3.37 T3
10
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LO
CM
CD
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re
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Cost 0.27 0.29 0.31 0.34 0.36 0.39 0.41 0.44 0.46 0.49 0.51 8-f st
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c
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lyre Cost 1.63 1.74 1,87 2.19 2.39 3.33 3.82 4.50
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CM
LO
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2.02 2.64 2.94
CO
CNJ CM CM CM 00
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Fuel Cost 6.72 7.07 7.85 8.29 8.78 9.31 9.91 10.59 CD
3 o CO CO
6.40 7.44 11.36
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CD
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290

IRC:SP:30-2009
oc
| o
ro
00
CD
m
h-
CD
in In m CD
CD m co o
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CD o CM CO d d
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ity
1
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nodi
ost
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t- CD 00 CO 00 CD s - 00 00
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00 CD
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m
o 9
Total Cost
CD O
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CM
CM CM
in
CM
d
CM
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d
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t
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291
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m)
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IRC:SP:30-2009
00
s- 00
N-
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CJ) CN
CJ) CO
CD
CO
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CD
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Grand
Total 23.42 24.29 25.25 26.32 27.53 28.92 30.55 32.52 34.99 38.32 43.38 Grand
Total
CNJ
LO
CNI
CD
CNI CN
CJ)
CN
d
CO
CN
CO CO CO
T CO
ity
nmodity
o LO s- o CO - LO o CD
CNl I
s
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Cost 0.49 0.51 0.54 0.56 0.59 0.62 0.65 0.69 0.73 0.78 0.83 LO LO LO LO CD CD CD - 00 00 s
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Coi Con
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CN 00 00 o co
Total Cost 22.93
23.77
24.71
25.76 26.94 28.30 29.90 31.83 34.26 37.54 42.55
oo
Total Cost
CNJ
LO
CNJ
CD
CNI
1^
CN
00
CN
d
co CO
co-
co
CD-
CO
d 1^
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00
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h-
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Cost 2.33 2.43 2.53 2.65 2.78 2.92 3.08 3.26 3.45 3.68 3.93 TJ o CJ)
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Depreciation
Cost 0.69 0.72 0.75 0.79 0.83 0.87 0.92 0.97 1.03 1.17
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(fi D
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Cost 2.85 2.97 3.10 3.25 3.41 3.58 3.77 3.99 4.23 4.50 4.81 CJ) CO CO CO co CJ)
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n
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ntanence
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Cost 2.04 2.04 2.04 2.04 2.04 2.04 2.04 2.04 2.04 2.04 2.04
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IRC:SP:30-;2009
a CM CM CD CO CM oo r^- 00 co
c re
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IRC:SP:30-2009
VOC Tables for

Multi-Axle Heavy
Commercial Vehicles
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IRC:SP:30-2009
311
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IRC:SP:30-2009
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316

IRC:SP:30-2009
s- CD
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IRC:SP: 30-2009
|
Total
CM
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CO CO CO co CO co CO -xt
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Total
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the IRC in its periodical, 'Indian Highways' which shall be
considered as effective and as part of the code/guidelines/manual,
etc. from the date specified therein)

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IRC:SP:30-2009

INDIAN ROADS CONGRESS

Price Rs. 1000

Reprinted December, 2001

Reprinted August, 2005

Second Revsion November, 2009

Reprinted : May, 2012

( The Rights of Publication and Translation are reserved)

Personnel of the Highways Specifications and Standards Committee (i)

Glossary of Terms (iii)

2 Basic Concepts of Economic Analysis 4

3 Time Value of Money 6

4 Total Transportation Cost 10

5 Determination of Highway Costs 10

7 Techniques of Economic Evaluation 27

8 Stages Involved in Economic Evaluation 49

ANNEX A Compound Interest Factors 55

ANNEX B Speed-Flow Equations: 2001 69

ANNEX C Vehicle Operating Cost (VOC) Equations 73

ANNEX D Vehicle Operating Cost (VOC) Tables 85

The Special Publication Number 30 on "Manual on Economic Evaluation of

period due to cost escalations.

1. Sinha,V.K. Addl. Director General, Ministry of Shipping Road

2. Singh, Nirmaljit Addl. Director General, Ministry of Shipping Road

3. Kandasamy, C. Chief Engineer (R) S&R, Ministry of Shipping, Road

1. Borge, V.B. Past-President, IRC, Secretary (Retd.), Maharashtra

B/C Benefit - Cost ratio

Bl British Towed Fifth Wheel Bump Integrator

LC Maintenance and Labor Cost in Rs/km

MAV Multi-Axle Heavy Commercial Vehicles

NHDP National Highway Development Program

OL Other Oil in litres/1 0,000 km

PT SE Value of Passenger Time on Secondary Routes

SFF Sinking Fund Factor

SP (ET) Spare Part Cost Excluding Taxes in Rs

: Free Speed of Two-Axle Heavy Commercial Vehicles on Single

: Free Speed of Multi-Axle Heavy Commercial Vehicles on Single

: Wholesale Price Index

Sharma, S.C. Convenor

Bahadur, A.P. Lai, R.M.

Chahal, H.S. Murthy, PR.K.

Chandrasekhar, Prof. B.P. Mutreja, K.K.

Chandra, Dr. Satish Rao, Prof. K.V. Krishna

Kadiyali, Dr. L.R. Sanyal, D.

Issac, Prof. K. Kuncheria K. Karjinini, Vilas

Kumar, Arvind Kumar, Prof. Shantha Moses

President, IRC (Mina, H.L)

Director General (RD), MOSRT&H

in its meeting held on 11 January, 2008 subject to incorporation of comments by a

1.4 Highway economic analysis, also known as highway project appraisal is a

1.5 Economic evaluation serves a number of purposes 6 7 13 18 19

i) Preparation of highway plans at the national, regional or local level within

v) To determine whether a scheme under consideration is worth investing.

vi) To evaluate alternative strategies such as stage-construction or full

construction; alternative specifications such as flexible pavement or rigid

undertake economic evaluation of highway projects under non-urban conditions. The

2 BASIC CONCEPTS OF ECONOMIC ANALYSIS

decades through the contribution of analysis belonging to various disciplines and

management decision. For example, the construction of a tolled highway or expressway

2.4 Analysis is a Study of the Future

2.5 All Possible Alternatives should be Considered

2.6 Marginal Differences

When considering a number of alternatives, it is not sufficient to evaluate each of them