Professional Documents
Culture Documents
000 to Km
11.5.000 in the State of West Bengal Under NHDP on Phase-Ilf on l)esign ,
Build, Finance, Operate and Transfer@BFOT) Toll Basis
Krishnagar
a
Palsit
@ ProjectRoad
EXECUTIVE SUMMARY
National Highway NH-34 is the principal north-south road transport route from Kolkata to
the norlhern extremities of West Bengal via NH-31, which it joins at Dalkhola around
453 kilometres from Kolkata. The NH-34 road is predominantly a two lane road
throughout which crosses the north-south railway system and other rail routes at
numerous locations either at level crossings or at bridges under or over the rail track.
The present traffic conditions are very homogeneous along the project road, around
17901 - 20397 Passengers Car Unit (PCU) per day in Base Year 2Q07.
The growth rates worked out from 2 sources i.e. from Socio Economic Data and
Registered Motor Vehicles have been compared to arrive at rational traffic projections. A
comparative statement on the growth rates and proposed growth for Traffic loading on
the project road is presented below.
The growth factors for car, bus and Trucks are proposed as above considering the
project is proposed to be implemented through BOT Format and Traffic is the main
issue to the Entrepreneurs. The consultant has followed the above growth rate for the
traffic projection.
Following parameters has been assumed for forecasting traffic.
. Base Year 2007
. Traffic Growth Rate
. Seasonal factor 1.0
The projected traffic levels for proposed two project packages have been presented
below.
The Main objective of this study is to improve the project road section of the National
Highway to dual 2-lane carriageway facility. The two-lane carriageway will cater up to
15000 PCUs/day as per IRC: 64 - 1990 "Guidelnes for Capacity of Roads in Rural
Areas". The present traffic volume (AADT) is around 23,142 has already exceeded the
Design Service Volume of two lane road. Therefore, for capacity augmentation by
improvement to 4-lane divided carriageway with paved shoulders is warranted
immediately.
E.7 Materials
During preliminary surveys and investigations, suitable sources of all construction
materials were identified. Samples were collected from all the sources identified. Based
on visual evaluation and based on secondary data, data indicate that sufficient sources
of suitable materials available are at around 185 km from the Project Road.
Slab Culverts: 36 Nos reconstruction, 18 Nos widening and 80 Nos new construction.
Pipe Culverts: 3 Nos reconstruction and 14 Nos widening.
E.10 ProposalforBridges
There are 2 \llalor Bridges, 5 Minor Bridges, 4 ROB and 1 RUB proposed. For 2ltllalor
bridges, 2 minor bridges and 1 ROB existing bridges are retained and additional 2 Lane
Bridge is proposed adjacent to existing bridge. 3 minor bridges are proposed for
reconstruction with 4 lanes.
2 Earthworks 548.622.686
o Bridges 1 ,013,642,663
7 Drainage and Protective Works 473,284,355
10 TollPlaza 241,808,798
11 Highway Traffic Management System (HTMS) 136,895,000
Total(A) 7.022.958,095
(Sav702.30 Grores
Rate Per km (CivilWorks only) 8.36 Crores
Non CivilWorks
B (lncluding land and structure acquisition, utility 130 Crores
relocation and environmental cost)
Total cost of project (2009-f0) 833 Crores
The consultants carried out the economic appraisal using the appraisal methodology
and economic costs and benefits by HDM -4. The EIRR and NPV (at 12%), with
passenger cost, for project road along with sensitivity analysis has been presented as
follows:
The project road is found to be economically viable with EIRR more than the resource
cost of capital @ 11%. The important factor which has made the project economcally
viable is high traffic; the present volume has already exceeded the Design Service
Volume of the project road.
It may be observed that the project model for 4-lane facility becomes financially
viable at a subsidy level of around 30%, with an FIRR of 14.4 % on equity.
The present study confirms that widening of Package-1 i.e. Barasat - Krishnagar Section
(km 31.00 to km 115.00) Section of NH-34 to four lanes with median and other
improvements are found to be economically viable with EIRR more than the resource
cost of capital @ 11o/o. Besides, the project is viable to be taken up on DBFOT basis, for
24 years concessional period at a subsidy of 3Oo/o, which is less than the maximum
grant permitted by NHAI. lt is, therefore, recommended that the implementation of the
Project should be taken up as proposed here under:
i) Construction of partially access controlled four-lane road by way of providing
additional two lane carriageway with culverts/Bridges and strengthening of the
existing two lane carriageway in the entire length.
ii) Construction of Grad Separator/ Underpasses at important two road junctions.
iii) Construction of realignment at the poor geometric locations.
TABLE OF CONTENTS
1.1 GENERAL
National Highway, NH-34 is the principal north-south road transport route from Kolkata
to the northern extremities of West Bengal via NH-31, which it joins at Dalkhola 453
kilometres from Kolkata. The NH-34 road is predominantly a two lane road throughout
which crosses the nodh-south railway system and other rail routes at numerous
locations either at level crossings at bridges under or over the rail track. Considering the
traffic demand and to have safe and efficient movement of traffic, study was carried out
during 2OO4-05 for rehabilitation, improvement and strengthening of the existing two
lane road as part of West Bengal Corridor Development Project under an Asian
Development Bank Loan. Project, as outcome of the study, could not be implemented
as there was no capacity augmentation of highway and this called for a study for
widening of existing 2)ane road to 416 lane divided carriageway.
The Ministry of Road Transport and Highways (MORT&H), Government of lndia, has
decided to take up the development of 4/6 lane divided Carriageway of Barasat -
Raiganj (km31 to km398) in 3Sections like Barasat-Baharampore (km31 to km 193),
Baharampore - Farakka (km193 to km295) and Farakka-Raiganj (km295 to km398)
sections of NH-34 for an augmentation of highway capacity and safe and efficient
movement of traffic. The National Highways Authority of lndia (NHAI) has been
entrusted with implementation of the development of this corridor, which has been
divided into three sections, as given below, for the feasibility and detailed design
purposes.
Subsection Chainage
No Name of Locations
NHAI has appointed the Louis Berger Group, lnc., USA as Consultants to carry out the
Feasibility Study and preparation of Detailed Project Report for Rehabilitation and
upgrading to 4/6lane divided carriageway of Barasat - Baharampore (km 31 to km 193)
section of NH-34 in West Bengal
The location of the Project Road is shown in
Map 1.1. nd f'JRti'i'1t.4{
r18t Egrt&l
The Contract Agreement was signed on
07.09.2006 and the consultancy services T
. Willingness to Pay Surveys for fixation of toll{ariff for different categories of vehicles
based on level and acceptability of user fee linked to varying benefits to the users.
. Estimation of the project costs and benefits for different users, with and without
timesaving, both in economic and financialterms,
. Economic analysis involving EIRR with Net Present Value (NPV) and without time
and accident savings, and sensitivity financial analysis.
. Viability analysis and working out Financial lnternal Rate of Return (FIRR).
. Submission of Reports: The time and submission of various reports are stated in
clause 10 of TOR. The main reports are given below:
Stage 1: Quality Assuranie PIan (QAP) Reporl
lnception Repo
Stage 2: Feasibility Report
Strip PIan and Clearances
Sfage 3: Land Acquisition Report
Prelimin ary Project Report
Stage 4: Draft Detailed Project Report
Final Detailed Project Report
1.4 THE PROJECT
The NH-34 Barasat to Baharampore Section in the state of West Bengal is located in
the nodhern part of Metropolitan city Kolkata. lt is part of the proposed Barasat to
Raiganj section which required strengthening and widening to 416 lane facility to
facilitate the road users safely. The NH-34 is an integral component of the National and
Regional road network. This 2 lane carriageway is currently one of the most heavily
trafficked stretches of NH in West Bengal. The alignment traverses through 3 Districts
North 24 Paraganas, Nadia and Murshidabad.
The completed NH-34 will connect the traffic from Kolkata to Siliguri as well as
facilitating the movements between the State highways (SH), Major district roads (MDR)
and other district roads (ODR). The increase in car ownership, changes in land use and
travel patterns have resulted in congestion on many parts of the State road network
including NH-34. The NH-34 currently not only functions as a main corridor to Nepal and
Bangladesh but as an urban collector/distributor between communities, employment
and shopping centres. The need to upgrade the NH-34 has been identified in
Government policy documents. This proposal to upgrade the NH-34 has been put
foruvard by National Highways Authority on behalf of the Government of lndia.
The NH-34 upgrade scheme comprises an upgrade of the existing NH-34 infrastructure
to improve an access on and off the NH-34 and to increase the capacity of NH-34
Mainline, within the context of an integrated transportation strategy for West Bengal.
Development of the existing NH-34 upgrade scheme involved an initial assessment of
the alternatives to upgrading the NH-34 as described in previously prepared report. After
consideration of each alternative and their social issues it was determined that
upgrading the existing infrastructure with concentric widening in the built-up section and
eccentric widening in the rural areas was the preferred option. The assessment of the
consequences of the option of not providing the bypass is outlined in relevant chapter
and it was consulted with the client at several meetings. Dedicated pedestrian,
Rickshaw and cyclist Facifities (i.e. for slow moving vehicles) were incorporated in the
design scheme proposing the service roads in the Built-Up sections during preparation
of Preliminary Project Report but considering the financial viability of the project many
facilities including the provision of service road at this stage is eliminated from the
project in consultation with the client leading to deviation of the Manual forming part of
the concession agreement.
The NH-34 upgrading scheme comprises the upgrade of 162km of NH-34 Mainline to
Dual two lane carriageway (proposing future widening to dual three lane carriageway)
standards between Barasat and Baharampore together with the upgrade (grade
separator) of Major Junction at 2 locations (Kalyani and Chakdah) and upgrade of Minor
Junctions at a few locations. Construction of the scheme is significant undertaking and
is estimated to take approximately 3 years and employ several hundred people. The
proposed scheme has been demonstrated to meet its objective of improving the
capacity of the NH-34 within the context of an integrated Transportation strategy for
West Bengal and also supplies further benefits to road users such as regional and local
car traffic, commercial traffic and buses. These benefits include:
. The scheme will result in an increase in the capacity of the NH-34 which will allow all
road users including key public transport services, such as buses and taxis as well
as commercial vehicles to benefit from significantly reduced traffic congestion.
. The scheme provides more efficient access to the NH-34 itself by reducing
congestion on the approach routes and reducing the potential for traffic queues
forming on the off slip and impacting on the operation of the NH-34.
. The scheme will not generate any significant levels of induced traffic and diverted
traffic.
. The monetary value of the significant benefits derived from the scheme is discussed
in details in the Economic Analysis Chapter.
The exact procurement method for construction of the scheme has now been
determined that the project will be implemented through Private Entrepreneur in BOT
Format. The consultant considered the client's decision and prepared the project in
accordance with the BOT Format.
1.5 THE REPORT & THE METHODOLOGY
The methodology as submitted in the lnception Report has been followed for carrying
out the required work. This report describes about package 1 of the proposed road.
The present submission of Detailed Project Report includes the following in consonance
with the TOR:
Part I : Land Acquisition Report (being submitted separately)
Part ll: Detailed Project Report
Volume-l: Main Report
Executive Summary
Chapter 1 Project Description
Chapter 2 Road and Bridge lnventory
Chapter 3 Summary of Survey and lnvestigations
Chapter 4 Traffic Survey and Analysis
Chapter 5 Summary of EIA/IEE and Action Plan
Chapter 6 Summary of Resettlement Plan
Chapter 7 Design Basis, Standards and Specifications
Chapter I Pavement and Preliminary Bridge Design
Chapter 9 lmprovement Proposals
Chapter 10 Road Safety Audit
Chapter 11 Cost Estimates
Chapler 12 Economic Analysis
Chapter 13 Conclusions and Recommendations
Volume - ll: Drawings
TABLE OF CONTENTS
2.5
2.6
LIST OF TABLES
Table 2.8: Urban & Built-up sections along the Project Road...... .......6
2.1 GENERAL
The main objectives of the Consultancy services comprise of carrying out the feasibility
study & preparation of detailed project report for widening the existing two lane
carriageway to 416 lane divided carriageway and other details as per the 'Terms of
Reference'and guidelines given in IRC publications.
Following are the various engineering surveys and investigations other than traffic
surveys.
o lnventory of Road and Bridges;
r Condition of Road and Bridges;
o lnventory, Condition Survey for longitudinal drains
o lnventory of Land use; and
o lnventory of Utilities.
The basic data collected from field survey is presented separately as Annexure to
Report.
2.2 RECONNAISSANCE
The main objective of reconnaissance survey is to examine the general characteristics
of the area, along the project road, for the purpose of identification of the cost effective
method of widening of existing two lane road to 416 lane highway, and feasible
realignment route for fuher investigations and detailing. Prior to taking up the ground
reconnaissance survey, the following maps and secondary data, pertaining to project
influence area, were collected and studied:
. Maps and topo sheets published by Survey of lndia.
Preliminary Engineering Report for West Bengal Corridor Development Project-
2001
. Design Repo for West Bengal Corridor Development Project - NH Component-
Package A, (ADB Loan No 1870-lND)
All fieldwork involving topographic surveys and engineering investigations were primarily
based on the information obtained from the reconnaissance survey.
The km stone 31 on the north of Barasat town has been used as reference point for
description of location of features of the project road.
Ro.d,Networkol
l]tlesf Bengal
.N
f 8l l,A,R
BANGLADESH
Project Road
The project road traverses through the three districts of West Bengal, south to norlh
direction, namely North 24 Paraganas, Nadia and Murshidabad. The length of road for
Package-l in each district is given in Table 2.1 below:
able 2 Proiect Road distribution amonq Districts
Ghainage (km) Length
District
From To km %
Km 31 Km 48 North 24-Parganas 17 20
Km 48 Km 115 Nadia 67 80
Total 2 Districts 84 100%
2.4.1 Terrain
The entire alignment traverses through plain terrain with an average embankment height
of 2 to 3 m. The average uphill grade is close to 0.01%, which passed through
agricultural (cropping) land except at some locations where passes through it
commercial establishments.
large radius except where the route is influenced by river or railway crossings or road
layouts within towns and villages and in these cases realignment has been proposed to
improve the geometrics.
There is extensive ribbon development along the majority of the road with small
settlements typically at intervals of around 5km. The isolated locations, where the minor
substandard alignments exist may become insignificant with the possible improved and
realignments.
Though the entire road is in embankment, there are some isolated low-lying sections of
the road that need to be raised.
2.4.4 Road Gondition
The project road section has riding quality
varying from fair to poor along its length.
Consultants have carred out a visual pavement
surveys. At quite a few locations the pavement
has failed. The pavement of recently constructed
Shantipur bypass has almost been failed due to
inadequate structural strength. The observed
pavement condition of the project road, based on
crack area, pot-hole area, ravelling area etc., has
been divided into six categories, Very Good,
Good, Fair, Poor and Very Poor. The details of
road conditions based on visual observations are given in Annexure 1.2.
ln general it has been observed that the existing pavement is in damaged condition.
The following Table 2.4 gives the distribution of length of road in terms of road condition
based on survey.
able 2.4: Gondition of E Pavement
Pavement Gondition Lenqth (km) Percent Lenqth
Good 79 48.77
Fair 45 27.78
Poor 27 16.67
Very poor 10 6.17
Bad 1 0.62
Total 162 100.00
2.4.5 RoadsideDrainage
The roadside drainage i longitudinal drainage to the project road is provided by unlined
eadh ditches adjacent to the road embankment. ln many areas the roadside ditches are
up to ten meters wide where roadside earthworks borrow excavations have been
undertaken for previous road construction and widening works. These particular wide
ditch-areas are consistently used for water conservation and farm irrigation, and for jute
immersing, which indicates they are being maintained by farmers to meet their
agricultural requirements. At few locations, where road is on very shallow embankment,
the side drainage, touches the top of road-level, and adversely affects the performance
of pavement. Such locations have been identified for raising the embankment and for
augmentation of cross-drainage works.
ln urban areas, longitudinal lined/unlined drains are provided for roadside drainage. At
most of the locations these drains are non functional due to choking or siltation. The
reconnaissance survey was undertaken in September 2006, during rainy season, and it
was observed that practically the water was flowing along the earth shoulder, which
besides adversely affecting the pavement strength also reduces the traffic capacity of
the Highway.
All the BG and NG crossings are to be provided with grade separated crossing (ROB
/RUB).
2.4.7 Right of Way (ROW)
Width of ROW is not uniform along the project road. The ROW is predominantly varying
. as per the shape of the boundary of adjoin private properties/ agricultural land.
The following Table 2.6 gives the distribution of length of Project road and percentage
length with respect to ROW width, considering minimum width of ROW in a particular
km.
able 2.6: Summarv of of
ROW Wdth Length km % Length
<2Om 8.3 5.12
20m-25m 12.7 7.85
25m - 30m o. 16.18
30m - 40m 37.2 22.96
40m -45m 21.6 r 3.33
45m - 60m 30.3 18.7
>60m 25.7 15.86
Total 162 100
Major town with buildings extending from the roadside to the larger adjacent area for a
URBAN
siqnificant distance.
Lower density of urban development; road side businesses along side the roadway,
Built-up primarily a ribbon development formed by continuous string of successive building
units.
A rural environment with isolated individual houses, schools, businesses alongside to
Rural
the roadwav
Aqricultural Mainlv cultivated land, with or without isolated thatched farmsteads.
The following Table 2.7 indicates the distribution of length of Project road and Voage
Length in terms of land use and roadsde environments:
Table
a 2.7: Summary of Land Use
Type of Land use Length % Length
URBAN 21 Rm 13%
Built up 6km 3%
o/o
Rural 85 km 52
Agricultural 50 km 31%
Total 162 100%
able 2.8: Urban & Built-up sections alonq the Proiect Road
Location (km)
Length (km) Name of the town/ village
From To
32.000 32.700 0.7 Kamdebour
33.400 36.600 3.2 Amdanga
45.400 47.400 2.0 Gadamara
48.200 51.200 3.0 Bara Jaguli
65.200 67.000 1.8 Chakdah
74.600 77.800 3.2 Ranaghat
86.000 88.500 2.5 Phulia
106.00 109.250 3.25 Paschim Bhatjangla
Location (km)
Length (km) Name of the town/ village
From To
110.500 112.000 1.5 Krishnagar
Total 21.15
Since the available ROW at most of the above built-up sections would not be sufficient
to provide dual 2-Lane carriageway plus service roads on ether side to meet the
demands of both internal urban traffic and external through moving traffic, a critical
analysis has been carried out and Typical cross section have been developed and
presented in the drawing volume.
Based on detailed condition survey of few culverts, it was observed that all culveds
require repair works, reconstruction of parapet walls and widening to match with the new
widened roadway. The substructure comprising abutments, wing walls of slab culverts
and Head walls of Hume pipe / Arch Culverts are in Brick Masonry. Quite a few culverts
need to be replaced owing to their deteriorated condition which is beyond repair.
There are 69 culverts in 84km length, which comes to about 0.8 culverts per km length
of the road, which is quite inadequate seeing the flood prone area along the project
road. New additional culverts will be necessary to improve the existing cross-drainage
system.
drainage structures. At such locations additional culverts have been proposed without
any rising of the embankment height.
TABLE OF CONTENTS
3.6.7 Sand.........
3.8.2 Bridges
Details of Existing ............17
3.8.4 Sections.............
Cross -Sections and Longitudinal ........19
3.9 SUB-SO|L |NVEST|GATION......... ...........19
3.10 PROBLEMS ENCOUNTERED/BYPASS SURVEY ....20
LIST OF TABLES
Table 3.1: Project Road Length distribution among Districts ....................2
Table 3.9: Summarised Test Results for Trial Pit Samp|es............... ...... 15
Table 3.10: DCP-CBR Value at Subgrade Level using Dynamic Cone Penetrometer...............17
LIST OF FIGURES
CBR.........
Fig 3.1: Percentile ...............7
3.I GENERAL
The main objectives of the Consultancy services comprise of carrying out the feasibility
study & preparation of detailed project report for widening the existing two lane
carriageway to dual 2-Lane carriageway and other details as per the 'Terms of
Reference'and guidelines given in IRC publications.
Followings are the various engineering surveys and investigations other than traffic
surveys.
. Alignment Study;
. Topographic Survey;
o Cadastral Survey;
Pavementlnvestigations;
. Soil and Materials lnvestigations;
. lnvestigations for Bridge and Cross-Drainage Structures
. Hydraulic and Hydrological lnvestigations;, and
o Geotechnicalinvestigations.
This chapter brings out the salient features in respect of the major field studies and
investigations taken up to determine the rehabilitation / construction requirements for the
Project Road.
The basic data collected from different engineering surveys is presented separately as
Annexure to Design Report.
3.2 PRELIMINARY SURVEY
The main objective of preliminary survey is to examine the general characteristics of the
area, along the project road, for the purpose of identification of the cost effective method
of widening of existing two lane highway to 4 lane highway, and feasible realignment
route for further investigations and detailing. Prior to taking up the ground
reconnaissance survey, the maps and secondary data, pertaining to project influence
area, were collected and studied as mentioned in previous chapter.
All fieldwork involving topographic surveys and engineering investigations were carried
out after careful study of the information obtained from the reconnaissance survey.
The km stone 31 on the north of Barasat town has been used as reference point for
description of location of features of the project road.
3.3 LOCATION OF THE PROJECT ROAD
The project Road starts from km 31 (Barasat), northern part of Barasat town and ends at
km 193 (Baharampore) southern part of Baharampore town. The beginning and end
point of the project road are on the outskirt of Barasat and Baharampore towns
respectively. This report describes regarding Package 1 which starts at km 31 and ends
at km 115.
The entire project road traverses through the three districts of West Bengal, south to
north direction, namely North 24 Parganas, Nadia and Murshidabad. The package 1 is
under 2 districts viz. North 24 Paraganas and Nadia. The length of road in package 1 in
each district is given in Table 3.1 below:
each cross-section the survey normally extends beyond 30m on each side of the
existing road centre line with survey points at 5-10 m apart and at all variations in the
natural ground or breaks in level.
The topographic survey thus carried out contains the details of all physical and
topographical features within the survey corridor such as roads, rivers, streams, rail
crossings, electric / telephone lines, high / low tension lines and their offsets from the
road edge, buildings, trees (girth more than 300mm), etc. At locations of
encroachments where ROW has een reduced or where existing alignment can be
improved upon through minor adjustments, the width of the survey corridor is
extended appropriately to accommodate the proposed 4-lane alignment. At locations
of possible realignments and bypass, survey was carried out along the new
alignment for a 100m wide strip. At locations of grade-separated structures
(overpass / underpass/ ROB etc.), survey covered the extent of the structure as per
GAD.
The survey data thus collected by the topographic survey was processed and
converted to graphic files using Highway Design software called 'MX ROAD"
(MOSS). For ascertaining quantities, grid levelling was utilised.
3.4.2 Alignment Study for Additional Garriageway
After studying the field oriented information obtained from reconnaissance, survey of the
project road corridor, local enquiries, available maps and other data, the alignment
proposals were framed for the location of additional carriageway or for the proposed
centre line of 4lane highway.
The side of widening i.e. left or right (or both sides) of the existing carriageway has been
decided based on analysis influencing features such as:
- Available Right of Way on both sides of existing 2-Lane road
Need and type of geometric improvement to the existing alignment
The number of houses / structures by type and value to be acquired.
The type of land to be acquired.
The number of households and the business premises requiring relocation and the
related R&R costs.
The type of utility service like water mains, electric / telephone lines requiring
relocation.
- The presence of forest and restricted areas.
- The presence of physical barriers or obstructions like railway line, deep valley, steep
hill, etc.
ln general, the choice of widening side was simple in open rural areas, but in built-up
stretches, the selection required intensive study and closer attention.
3.4.3 Bypass/ Realignment Options
he /
existing highway passes through a number of villages towns where ribbon
development has taken place. ln such cases, a considerable length of road is highly
congested with local slow and pedestrian traffic indulging intensive criss-cross
movement, which impede and make through traffic movement highly hazardous.
Further, at such locations, the geometries and drainage are generally poor to maintain
the character of a highway.
For deciding on the bypass option, a two-stage approach was resorted to. ln the first
stage, where there is prima facie case for a bypass, possible alternate alignments for
the bypass were identified based on reconnaissance survey. These were evaluated from
engineerng, environmental, social and cost angles and the best emerging out of these
was determined. This alternative was then compared with the option of upgrading the
existing link on lines similar to those for deciding on the widening side.
Some stretches of the project
road passes through urban
locations where the road is
encroached up to the shoulders
and widening and strengthening
seems possible only through ari
alternative alignment bypassing
the town and built-up areas.
But the consultants were unable
to carry out the detailed
topographic survey along the
bypass alignment due to protest
from land owners. Even NHAI The merger point of Bypass at Bara Jaguli
witnessed the miserable -
situation at the on set of topographic survey along the proposed bypass corridor.
Therefore the idea of proposed bypass is dropped in consultation with the client.
3.5 CADASTRAL SURVEYS
The cadastral survey was done along the Project Corridor along the proposed road land
width on both sides of ROW. The cadastral survey consist of two pads-field survey and
data collection.
3.5.1 Field Survey
The base control points established by carrying out GPS at every 3/5 km interval were
made use of. Then traverse was carried out using Total Station in between GPS points
to establish the control points. The main features required for land detailing like existing
road and its boundary pillars, surrounding properties and its fencing, and other features
like trees, utilities, nullahs, were picked up by means of Total Station.
3.5.2 Data Gollection
This consisted of collection of village maps and land ownership details from the village
Panchayat office, revenue department, and by local enquiry.
The data collection has been completed well before the design work started. The final
alignment has been marked on land acquisition plans of Revenue departments. The
areas of land acquisition have been produced on the basis of this information.
The consultant also collected the Standard Schedule of Rates (2007-08) from the state
respective department to carry out the unit price analysis. The items for which the rates
were not available the consultant made those available from the market or from the
other consultant working in the vicinity of the project site.
3.6 GONSTRUCTIONMATERIALSSURVEYS
3.6.1 General
Detailed material investigation was carried out to familiarise with the sources, properties
and characteristics of these basic ingredients, an lnventory programme was undertaken
to identify suitable sources of all construction materials such as soil, fly ash, sand, stone
aggregates and other materials like cement, steel and bitumen.
The information in this regard were gathered from concerned government offices/local
authorities/contractor and quarry owners. Reference is also made to the reports of the
earlier consultants. Samples were taken from all source identified and subjected to a
testing programme based on requirements of IRC and lS Specifications. The results
have been presented in the later part of this chapter.
3.6.2 Objective
The objectives of detailed material investigation are as follows:
. Finalising borrow area locations for suitable soils for use n embankment and sub-
grade.
ldentify suitable sources for granular sub-base material like moorum/stone.
. ldentify suitable quarries for stone aggregates for concrete and bituminous works.
. ldentify suitable sources for sand.
. Source of water for construction.
. ldentify sources of other construction materials like cement, steel and bitumen.
3.6.3 EmbankmenUSub-Grade
The surveys of soil from borrow area for use in embankment and sub-grade was
conducted all along the project road and 18 samples were collected and sent laboratory
for testing to judge suitability of the materials. The location, approximate distance from
the project road, approximate available quantity of material is presented in Appendix2.l
and tests results are given in Table 3.2.
3.6.4 Fly Ash
Fly ash is available from Titograd Thermal Power Plant at distance 25 km from 31 km
stone but quantity is not sufficient as information obtained from concern authority. The
source of fly ash is located at more than 100 km from package-l (Km 31 - Km 115) of
our project road. The consultants, therefore has not considered fly ash to be used in the
embankment construction. Moreover currently published journal specifies that use of fly
ash in the construction of embankment is not justified/advisable.
Proctor
st. Approxi Atterberg limits (Modified) Lab GBR(%)
cH. )istancr Grain Size Analysis
No Side mate (%l Test Soaked
(KM) (km) Descriptions. Gradation
qty Results
(Cum) Gravel Sand SIt Clay MDD oMc
(%l (%l (%l (%l LL PL PI SL (Um3) (o/ol A B Avg.
Uniformly
1 31.000 0.200 LHS Grey silty clay. 60000 0 I 30 62
Graded
65 29 36 10 1.811 15.73 6.51 5.75 6.13
Deep grey clayey
Medium
2 51.000 0.200 LHS silt. Obs. fine 40000 0 I 67 25
Graded
52 29 23 20 1.807 13.73 13 .67 14.54 14.10
sand.
Grey clayey silt
J 68.000 0.200 LHS Obs. fine sand o Medium
80000 0 67 24 34 21 13 15 1.881 1 1.93 16.01 16.12 16.06
mixture. Graded
Light grey clayey Well
4 81.800 0.200 LHS 30000 0 24 59 17 36 22 14 16 1.880 13.58 21 .02 21.02
clavev sandv silt. Graded
Light brown
81.800 0.200 RHS clayey silt. Obs Well
30000 0 23 57 20 31 20 11 15 1.956 11.62 28 .17 30.17 29.17
sand mixture. Graded
Brownish grey
o 90.000 0.200 LHS clayey silt. Obs. Medium
50000 0 5 61 34 39 22 17 16 1.907 13.03 22 .23 24.25 23.24
sand. Graded
Brownish grey o Uniformly
7 90.000 0.200 RHS 50000 0 44 47 51 26 25 13 1.899 13.63 10 .76 10.76
siltv clav Graded
Brownish grey Medium
I 102.200 0.200 LHS
clavev silt
30000 0 o 61 33
Graded
44 22 22 19 1.924 12.95 15.91 16.88 16.39
Brownish grey
o clayey silt with Medium
102.200 0.200 RHS 30000 0 18 58 24 34 17 17 16 1.992 10.84 25 .29 27.26 26.27
fine sand Graded
mixtures.
Deep grey silty Uniformly
10 114.000 0.200 RHS 1 25000 0 43 52 50 24 26 17 1.857 1 5.10 8.25 9.93 9.09
clav. Graded
CBR of 23.24,26.27, to be modified.
From the above table, it is found that minimum CBR at borrow location Km 31 is 6.31%
and maximum CBR 29.16. For design purpose 90 percentile CBR has been considered.
Figure 3.1 shows the Percentile CBR graph. 90% percentile CBR comes out7.4o/o.
25.00
20.00
CBR
15.00
10.00
5.00
0.00
100
Percentile
3.6.7 Sand
The location of sand quarries are shown in Fig. 3.2 and test results are also shown in the Table 3.5:
Table 3.5: Test Results of Quarry Samples
Proctor
Grain Size Analysis (Modified) cBR(%)
Sample Soaked
Location Lead Distance Gradation Test Results
Sl. No.
Gravel Sand SIt Glay MDD oMc Avg
A B
%t {%t %l %t (umt) (%t
4
I Katwa River 62 KM from 112 KMP Via Navadwip 0 99 1 0 Zone - lV 1.72 15.20 25 25
/VI.J4
C\ O) (O ( O '- S @ rO C{ O, (O cq O '- S @ rO C\ O) (O
(r, co $ rr) (o (o F- 0o co ol) o.o c! co ) s rf) r!) (o t-- t- @
Ghainage (Km)
The Kilometre wise roughness value is given in Appendix-2.2. Frequency distribution for
Roughness is given in Table 2.7 below.
Table 3.7: Frequency Distribution for Roughness Value
Ghainage Characteristics
S. (km) Length
Homogeneous Secton Deflection
No. (km)
From To (mm)
-I HS-7 103 108 05 1.96
I HS-8 108 113 05 0.98
I HS-9 113 115 02 1.23
Atterberg
Proctor Lab GBR
sl. CHAINAG Grain Size Analysis (Modified) Test (%t
Sample limits (%)
No E Descriptions. Results
Sl. No. Soaked
(KM} Gravel Sand clay
SIt
LL PL
MDD oMc
(%l (%l (o/ol (o/"1 PI Avg.
fum3) (o/"1
I
31.000
Light grey clayey silt with traces
I 1
of fine sand & kankars. 0 23 58 19 35 18 17 1.990 10.22 33.56
2 36.000 2
Light grey clayey silt with fine
sand mixture. Obs. kankars. 0 17 57 26 32 22 10 1.992 10.24 28 .41
.t 41.000
Light grey clayey silt / silty clay
4 0 17 46 37 48 24 24 1.907 13.08 11.49
with traces of fine sand.
Brownish grey clayey silt. Obs.
4 46.000 5 n 27 5 21 32 21 11 1.935 11.22 39.85
kankars and sand mixtures.
Light grey clayey silt with traces
5 50.000 7 of fine sand mixture. Obs. 0 15 54 31 38 22 16 1.970 11.48 31.05
kankars.
Brownish grey clayey silt with
o 55.000 I fine sand mixture. 0 30 47 23 31 19 12 2.033 10.66 29.05
Light grey silty clay with traces of
7 60.000 10 0 12 37 51 54 24 30 1.871 13.25 8.10
fine sand. Obs. kankar.
I 65.000
Light grey clayey silt with fine
12 0 24 57 19 31 21 10 1.982 11.11 24.58
sand mixture. Obs. kankars.
Brownish grey clayey silt with
10 70.000 13 0 25 48 27 36 21 15 1.970 11.36 20.26
fine sand mixture. Obs. kankar.
11 75.000 15
Light grey clayey silt with fine
0 36 37 27 41 20 21 1.971 12 .21 30.55
sand mixture.
12 80.000
Brownish grey clayey silt with
17 0 18 60 22 33 22 11 1.953 11.17 25.22
fine sand mixture.
13 85.000
Brownish grey clayey silt with
19 0 29 42 29 40 20 20 1.979 12.06 29.28
fine sand mixture.
Light grey clayey silt / silty clay.
14 90.000 20 0 10 54 36 43 23 20 1.930 13 .11 16.86
Obs. fine sand.
3.8 BRIDGES
3.8.1 General
3.8.1.1 Glassification of Structures
Existing cross drainge structures on the project road has een classified in three types
of categories-
3.8.1.2 Culverts
Structures having an overall length up to 6.0m shall be called culverts.
3.8.1.3 Minor Bridges
Structures having a length of more than 6.0m and up to 60.0m shall be called minor
bridges.
3.8.1.4 Major Bridges
Structures having a length of more than 60.0m shall be called major bridges.
3.8.2 Details of Existing Bridges
There are 7 numbers of existing structures in this package consisting of 5 numbers of
minor bridges, 2 number of major bridge, Brief details of existing structures on the
project road are as follows-
Longitudinal section of river for minor bridges are being taken for a length of 300.0m up-
stream and 300.0m on down-stream side from centre line of proposed bridge location. ln
case of major bridges, the longitudinal section of river were taken for a length of 500.0m
on up-stream and 500.0m on down-stream side from centre line of proposed bridge
location. The longitudinal section will be used to calculate the slope of the stream.
TABLE OF CONTENTS
GHAPTER 4: TRAFFIC SURVEYS AND ANALYS|S........
- ..............1
4.1 GENERAL ..............1
4.2 ONE WEEK CLASSIFIED TRAFFIC COUNTS ...........2
4.2.1 Methodology............... ...................2
4.2.2 Traffic Count at km 44.250 ............3
4.2.3 Traffic Count at km 54.900 ............7
4.2.4 Traffic Count at km 71 ............. .....11
4.2.5 Traffic Count at km 110........... ..... 15
4.2.6 Summary of Traffic Count Data ......... ............ 18
4.2.7 Comparison of Primary and Secondary Data.. ................ 19
4.3 oRtGtN DESTTNATION SURVEYS.......... ................20
4.3.1 Delineation of Traffic Zones....... ....................20
4.3.2 Axle Load Survey .......22
4.4 TURNTNG MOVEMENT SURVEYS.............. ............22
4,5 SPEED AND DELAY SURVEY ................28
4.6 OPINION SURVEYS
4.7 CHARACTERTSTTCS
TRAFFTC ..............36
4.8 TRAFFTC VOLUME PROJECT|ONS.......... ...............38
4.8.1 Background............... ................... 38
4.8.2 Forecasting Methodology ............... ............38
4.8.3 Transport Demand E1asticity..................... .....40
4.8.4 Traffic Growth Rates: Socio Economic Data......... ..........41
4.8.5 Traffic Growth Estimates and Projections.......... ..............41
4.9 CAPACITYANALYSIS .........43
4.10 ACCTDENANALYS|S ............43
4.11 ROAD SAFETY... ...................46
LIST OF TABLE
4.1 GENERAL
Traffic surveys are essential to appreciate the prevailing traffic and travel characteristics
of the project influencing area. The primary objectives of these traffic studies are to:
. Determine the characteristics of traffic movement:
o ldentification of zone of influence for the project stretch and the extent of influence
based on O-D Survey;
o Determine the travel pattern as well as type and weight of commodities carried by
goods vehicles;
. Capacity assessment and recommendation for 4/6 laning based on demand forecast
and evolving suitable design there for;
o Determine the turning movement of traffic at road intersections as a guide for
geometric design of intersections;
o Determination of vehicle damage factor as an aid to pavement design;
Determine the speed - delay characteristics along the Project Road;
. Determine accident lack spot locations and device methods for improving safety
along the Project Road;
Field Traffic surveys
Traffic surveys were conducted during the month of November 2006.The following
surveys were conducted for the assessment of traffic characteristics and travel pattern.
. Classified Traffic Volume Count Surveys
. Origin-Destination and Commodity Movement Characteristics Surveys
o Axle loading characteristics survey
. lntersection Volume Count Survey
. Pedestrian Survey
o Speed-Delay Survey
Allthese traffic surveys have been carried in accordance with the guidelines specified by
IRC: 9-1972 and IRC: 102-1988. Adopted equivalent passenger car units for the study
have been presented in Table 4.1. The methodology adopted for conducting these
surveys is briefly described below:
Table 4.1: PGU adopted
Vehicle Tvpe PCU Values
Carl.JeepA/a n/3Wheeler 1
2Wheeler 0.5
Minibus 1.5
Bus 3
LCViTractor 1.5
2 Axle Truck 3
3 Axle ruck 3
Articulated Truck/Tractor Trailor 4.5
Cycles 0.5
Cvcle Rickshaw 2
Tonqa 4
Hand Cart 3
Animal Cart b
Date
Link No. Ghainage & Location Survey Duration
From To
1001 Km 44.25 02t11t06 09t11106 7 davs
1002 Km 54.90 02t11t06 09t11106 7 davs
1003 Km 71.00 02t11t06 09t11t06 7 davs
1004 Km 1 10.00 02t11t06 09t11t06 7 davs
To Debqm
Km 149.500
Km13.9.000
+Km137,650
To Nabadwip
-*
LEGEN;. To
l +i:,-.-Km 56.700
.+Km54.900
i..-Km 53.150
^"r"t"tt"-t"t lii:..-Km sD.72s
Km 48
Cbssifeid Traffc
Volume Suryey & t"^"r,* ]
OD Sutuey
Tuming Movement
Survey
Axle Load
2251 passenger car units.The daily and directionwise variation of traffic at km 44.250 is
given in Table 4.3. Further details of survey like hourly varatons are presented in
Annexure 3.1.
The day-wise variation of different categories of vehicles in numbers are provided in Fig -
4.2.
r Animal Carts
10000
r Cycle Rickshaw
9000
o Cycle
.D
I 8000 o Agri Tractor without Trailer
.9
7000 w Agri Tractor with Trailer
o
6000 r Truck Articulated
o
5000 s Truck Multi Axle
4000 w Truck 2 Axle
o 3000
E LCV
2000
g
F 1000
I Bus
r o Mini Bus
Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 u Car
m 3 Wheeler
Day
2 Wheeler
Goods vehicles account for 29 % of the total ADT followed by cars 17 o/o, two wheelers
12 o/o, Buses 9%, three wheelers 5 o/o nd mini buses 2%. Slow moving vehicles
accounts for a considerable percentage like 25o/o of ADT. The composition of different
categories of vehicles comprisng the ADT is given in Fig. - 4.3.
9E E >1
oi bg
o
o !to g gaD
oE ()G E'
o o,.c o og
o o o m
o g x (, !? (rt .9 5o >o (!
o
E
dt x s (E
o
o
(
o ;>
o o cE o
=
$t =
c) L
o (\ o 'E & .E
o z o 99
o =
E r-.
= = =
Barasat-
h Baharampore 418 289 OJ// 152 405 432 562 329 15 16 20 448 387
(Tues Baharampore-
dav) Barasat 445 +o ou 9'1 392 414 543 302 l 7 t 455 JCJ
Sub- Total 863 535 1257 243 797 846 1105 631 27 23 32 903 740 5 6359 1648 8007 11729 1592 13321
Barasat-
?? F72
7 Baharampore vo 96 318 393 556 244 14 21 11 431 406 I
(Wedn Baharampore-
esdav) Barasat 382 241 576 64 346 471 737 265 17 603 464 0
Sub- Total 735 447 '1149 160 664 864 1293 509 31 23 11 1034 870 I 5886 1912 7798 11157 1870 13027
TOTAL
(7 davs) 6331 2928 91 33 870 4957 5506 7948 2902 154 121 114 8262 5637 32 40964 13931 54895 73620 12779 86399
Averaqe 904 418 1305 124 708 787 1 135 415 22 17 16 1180 805 5 7842 10517 1826 12343
Total Fast Totalslow
Movino = 5852 Movino = 1990 7842
Anirml Carts
oy;o
Cycle
Rickshaw 2 \Arheeler
12yo
lOyo
Clcle 3 M/heeler
5o/o
150
Car
18o/o
\- Mini Bus
2Vo
LCV
1Oo/o [ "u'
9o/o
(E
U'
:>
=o (E '
o
IU
o
(, o o o
=
(\ =
(v) L
(g
= = L o E c o zo o
o =
o = .= E
= zo
3arasat-
514 251 745 240 576 '1
195 206 30 6B 16 1 003 465 ?
1 3aharampore
(Thurs 3aharampore- oo.1
683 225 64 318 716 1498 469 OJ 102 h 1466 650 4
dav) 3arasat
Sub- Total 1197 476 1736 102 558 1292 2693 675 93 170 22 2469 1115 7 9014 3591 12605 17896 2949 20845
Jarasat- e r
516 221 1 051 71 329 662 1542 507 129 951 407 0
Jaharampore
(Fri 3aharampore-
758 404 1281 o 447 1044 1758 750 51 161 12 1227 752 U
dav) Jarasat
Sub- Total 1274 625 2332 134 776 1706 3300 1257 109 290 12 2'178 I 159 0 11815 3337 '15152 24167 2828 26994
3arasat-
573 172 973 78 297 598 1289 375 38 o 6 842 321 0
laharampore
(Satur 3aharampore-
491 o 943 18 292 653 1454 455 1 106 17 873 ,) 0
dav) Sarasat
Sub- Total 1064 435 1916 96 589 1251 2743 830 39 132 23 1715 653 0 91 t8 2368 11486 18',194 1837 20031
Sarasat-
o,5 198 985 30 236 491 1023 221 25 29 12 850 336 4
4 3aharampore
(Sun 3aharampore-
572 280 1179 50 245 564 1 338 396 64 14 907 370 4
dav) 3arasat
Sub- Total 1195 478 2',164 80 481 1055 2361 617 89 68 26 '1757 706 I 8614 2471 11085 16065 1986 18050
Sarasat-
525 234 916 18 212 524 1137 .1 z 845 264 0
3aharamoore
(Mon 3aharampore- 4
545 272 921 27 + 572 1 336 273 40 12 I 878 301 0
dav) 3arasat
Sub- Total 1070 506 1837 45 460 1096 2473 511 82 15 3 1723 565 0 8098 2288 10386 15363 1709 17072
(Tues 3aharampore-
dav) Jarasat
592 278 109'1 z 245 583 1460 311 89 17 885 291 U
Sub- Total 1157 544 1998 44 449 1097 2738 538 143 18 I 1755 495 1 8735 2251 10986 16745 1626 18371
Sarasat-
499 324 858 27 189 595 1 195 208 71 z 1094 320
Jaharampore
(Wed
nes 3aharampore- 545 302 889 ,) 623 1571 361 85 1 t 886 o B
day) laa^^+
JAt AAL
Sub- Total 1044 626 1747 63 422 1218 2766 569 156 4 14 1980 646 13 8629 2639 11268 16829 2037 18866
TOTAL
8001 3690 1 3730 564 J/JC 8715 19074 4997 711 697 '109 13577 ??o 29
{7 davs) 64023 I 8945 82968 125257 14971 14022t
Averaqe 1143 527 I 961 81 534 1245 2725 714 102 100 l6 1940 763 4 11853 17894 2139 20033
Totalslow 27 r1853
Total Fast Movino 9146 Movinq = 06
16000
tAnimal Carts
14000 r Cycle Rickshaw
o nooo
e Cycle
c Agri Tractor without Trailer
5 roooo w Agri Tractor with Trailer
l luck Articulated
8000
eTruck MultiAxle
Io oooo w Truck 2 Axle
@ LCV
E
F
4000
Bus
2000 n Mini Bus
tr Car
0
'l s 3 Wheeler
Day Day 2 Day 3 Day 4 Day 5 Day 6 Day 7
2 Wheeler
Day
AninplCarts
0%
CrTcle
Rickshaw
AgriTractor 6%
w ithout Trailer Cycle
)Vo
16%
Truck
AgriTractor MiniBus
w ith Trailer 1%
1% Truck Multi
Axle t'/
Truck 2 Axle
22%
The daily traffic volume at this location varies between 8638 and 9363 vehicles, the
average number of vehicles per day being 8800. Motorised vehicles range between 7210
and 7933 vehicles while non-motorised vehicles range between 1301 and 1606 vehicles,
MORTH of the non-motorised vehicles being bicycles. The daily traffic intensity ranges
between 14963 passenger car units and 16917 passenger car units, the daily average
traffic intensity being 15792 passenger car units.
The intensity of motorised vehicular traffic ranges between 13614 passenger car units
and 14728 passenger car units while the intensity of non-motorised traffic ranges
between 1197 passenger car units and 1502 passenger car units. The daily and
directionwise variation of traffic at km 71 is given in Table 4.5.
The day-wise variation of different categories of vehicles in numbers is given in Fig. 4.6.
Goods vehicles account for nearly 44o/o of the total ADT, followed by cars 197o, two
wheelers 12 o/o, Buses 5%, three wheelers 4o/o, and mini buses less than 1%. Slow
moving vehicles constitute 17 o/o of ADT. The composition of different categories of
vehicles comprising the ADT is given in Fig. 4.7.
The hourly variation of vehicles is given in Annexure 3.1
dt
o x o
(t -9
o !i u,
_- ta ( .9 o E
:o- cf
-g rJ(J o o o o
=t
c=) o o .E o
E
L
= o E o =
.9,
o
G = E L o
= zo o zo
Barasat- =
1
Baharampore
513 170 674 17 221 457 1179 159 48 14 4 449 343 1
(Satur Baharampore-
430 145 7no 24 201 446 1 305 273 69 18 13 411 304 0
dav) Barasat
Sub- Total 932 290 1533 52 430 992 2393 528 137 34 16 759 541 1 7337 1301 8638 14702 1197 15899
Barasat-
4 570 151 794 226 370 899 176 50 Y 468 287 1
Baharamoore
(Sun Baharampore- oo?
ouz 144 29 208 506 1149 255 70 28 12 445 294 2
dav) Barasat
Sub- Total 1172 295 1787 51 434 876 2048 431 120 57 15 913 581 3 7286 1497 8783 13617 1346 14963
6 Barasat- ?n 158 818 15 194 462 1 061 219 12 2 438 298 0
Baharampore
(Mon Baharampore- t
davl 536 172 858 219 434 1224 171 60 12 502 341 U
Barasat
Sub- Total 1066 330 1676 30 413 896 2285 390 95 24 5 940 639 0 7210 1579 8789 13735 1429 15164
o o x
s ct 9tD
.-J ( .9, o E o= (
t C) rJC' o o o o o
.E
=
(\ =
(9 L
= .9 o E o =
U'
L E
G'
o o
=
I = zo 5o zo
Barasat-
o 557 208 877 15 183 458 150 216 42 10 z 441
Baharampore 1 306 2
(Tues Baharampore-
495 158 980 20 212 464 1221 228 67 5 340 246 7
dav) Barasat
Sub- Total 1052 366 1857 35 395 922 2371 444 109 l5 7 781 552 I 7573 1342 8915 14383 1273 15656
Barasat-
471 171 893 21 192 6'13 1347 213 74 477 387 4
Baharamoore 1
(Wednes Baharampore-
499 149 1 001 21 199 464 1274 Y 74 o 314 241 7
dav) Barasat
Sub- Total 970 320 1894 42 391 1077 2621 442 ',48 22 6 791 628 11 7933 1430 9363 15514 1404 16917
TOTAL
(7 davs) 7191 2242 11679 267 2987 6599 16655 ?n^ 860 242 82 601 1 4266 25 51860 10302 62162 100992 9555 11 0546
Average 1027 320 1668 38 427 943 2379 437 123 35 12 859 609 4 8880 14427 1365 15792
1 0000
I Animal Carts
9000
I Cycle Rickshaw
tt, 8000 El cycle
g
.9 7000 tr Agri Tractor without Trailer
o)
6000 N Agri Tractor with Trailer
o
5000
I Truck Articulated
s Truck MultiFude
4000
$B Truck 2 Axle
C'
3000 @ LCV
(E
F
L
2000 I Bus
tr Car
0
g 3 \Meeler
Dayl Day2 Day 3 Day4 Day 5 Day6 DayT
@ 2 Wheeler
Day
7Vo
Wheeler
Agri Tractor CYcle 3 \/heeler
12%
w ith Trailer 10% 4%
AgriTractor 0%
Car
w thout Trailer
19%
0%
Truck Bus
ck Multi
Articulated
Axle
1%
5%
Truck 2 Axle
260/0
.)o d
(J
J g o (! .9, o t o= t
o * .E o o o o o
t (9
=
(J
o E o E .9,
(E
o =
5 o =
> = o
z E
o zo
Sub- Total 125',1 157 1244 26 369 665 2802 543 101 24 =
14 1869 709 7196 2595 9791 14789 2100 16889
17
TOTAL (7 days) 8877 1484 9074 188 3067 4641 17138 oo 167 122 13015 5262 115 48759 18392 67151 96786 I 5091 111876
Average 1268 212 1296 27 438 663 2448 477 95 24 17 1859 752 16 9593 13827 2156 15982
Total Fast Moving = 6966
Totalslow
2627 9593
Movinq =
Detailed Project Report Feasibility & DPR for 4/6 laning from Barasat to Baharampore
Volume - l: Main R-eport (f !) (km 31 to km 193) section of NH34 in the state of West Bengal
12000
rAnimal Carts
r Cycle Rickshaw
10000
o o Cycle
o
o n Agri Tractor without T
8000
=o Agri Tractor with Trailer
I Truck Articulated
fl oooo
Truck Multi Axle
Truck 2 Axle
4000
@LCV
F 2ooo
I Bus
s Mini Bus
tr Car
0
Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 3 Wheeler
e 2 Wheeler
Animal Carts
0%
Tractor
ithout Trailer 14% Mini Bus
o% 0o/o
Bus
LCV
5%
7%
o l
(
E' + l
o l!
(\
L ' zE .9 ()fE (!
L l--
#g () o .9 .9 o
= (
t- . F o fL o o)
km 44 904 418 1 305 124 708 787 1 135 415 22 17 to I 180 uc 5 0 4496 5852 7842 12343 10517 1826 1 990
km 55 1143 ct 1 961 81 534 1245 2725 714 102 100 16 1940 763 4 0 7361 9146 11853 20033 17894 2139 2706
km71 1027 320 1 668 J 427 943 2379 436 123 ? 12 859 609 4 0 601 5 7408 8880 15792 14427 365
1 1472
km 110 1268 212 1296 27 438 663 2448 477 95 24 17 859 tc 17 0 5444 oYoo 9593 5982
1 1 13827 2156 2628
4.2.7 Gomparison of Primary and Secondary Data
The daily traffic volume count had been carried out at 4 locations by previous Consultant in the Month of June 2004 for the
improvement of the project corridor. The Consultant collected these data as secondary data to have a better view of traffic
the purpose of the preparation of the deliverables. The consultant carried out Traffic Volume Count at 6 Locations for entire
the month of November 2006 in consultantation with the client to have homogenious sections and to have the projected trz
period of pavement design. A Table 4.8 showing the traffic in terms of AD for the locations identified by the current r
previous consultant is presented. This may give an idea of growth of traffc during the design period.
Table 4.9 Primary and Secondary data w
marv an with Growth Rate
Primary Traffic (Car+Bus+Truck) Secondary Traffic (Gar+Bus+Truck) Growth Remarks
Location Year
ln Terms of ADT ln Terms of PCU ln Terms of ADT ln Terms of PCU Rate (%)
km 32 Jun-04 '1 1489
kn 44 Nov-06 4+VO 9544
km 55 Nov-06 7361 16324
km 67 Jun-04 5480 9037
1 3rowth Could be calculated from these two
4.8
km 71 Nov-06 601 5 13420 ;tations
km 110 Nov-06 5444 12847
km 112 Jun-04 4833 14431
km 139 Nov-06 4664 1 1919
km 161 Jun-04 14835 3rowth Could be calculated from these two
8.7
km 162 Nov-06 4717 12401 ;tations
Date
Location Gode Ghainage & Locations Survey Duration
From To
oD-1 Km 56.7 18t12t06 19t12t06 24 Hrs
Zone
Zone Description Remarks
No.
I Ranaghat Aranqhata
9 Santipur\Phulia Dattaphullia
Asannagar, Bhimpur, Kal iganj, Kestoganj,
10 Krishnagar Majdhaya, Badkulla, Birnagar, Dignagar,
Thaerour. Paloara
Bankura, Puruliya, Durgapur, Kalna,
Laxmipur, Memari, Samudragarh, Agradip,
11 Navadwip/Barddamam KatoyaGhat, Ketugram, Panagarh,
Kusumgram, Nadanghat, Orgram,
Bishnuour
Chughacha, Muragachha,Srikrisnapur,Shoan
12 Mayapur
lanoa
Dharmada,Sonadangha,Sonatala, Bamunpuk
13 Dhubulia
ur, Novapara
14 Nakash ioara\ Bethauadhari Birpurqhat, Chandraqarh,Gachha, Bhaqa
15 Debaqram\Kaliqani
Tehata\Plassu ipara, Barn ia, Bethay, Karimpur\
16 Plassui
Mahishabathan
17 Beldanoa
Dhalian, Domkal, Jiaganj, Lalgola, Morgram,
Raghunathganj, Rajgram, Matiari, Rejinagar,
18 Baharampore\ Murshidabad
Meherpur, Amtala, Morgram, Golabagh,
Jungipur, Falakata, Kashimbajar, Madhupur,
Sagardhigir, Bharatpur, Kandi, Khargram,
Nawda. Hariharaoara
19 Lalbaoh\Raninaqar Bhaowanoola
Sanserganj, Saligram, Sainthiya, Nalhati,
F arakkal Sh ilig u ril Birbh u m/
Rampurhat,Tarapith, Siuri, Rajgram, Dalkola
Maldah/ Dakshin Dinajpur/
20 Balurghat, Dinajpur, Gangarampur, lslampur
Uttar Dinajpur/ Jalpaiguri/
Raiganj, Goalpokhar, Kaliyaganj,
KochBihar
Alipurduar,Amarpur, Dhuoqari, Mainaquri
Dankuni, Kakdwip, Hasnabad,Sonarpur, Diam
21 South 24 Parganas
ond Harbour
Saligram, Bally, Bangaon, Chandannagar,
Digha, Pandua, Srirampur, Kolaghat,
Bhadreswar, Dhulagarh, Seoraphuli, Singur,
22 Howrah\MedinipuA Hugli
Amtala, Bandel, Chandannagar, Chunchura,
Kanthi, Kharagpur, Panskura, Rishra,
Tarkeshwar, Tribeni
23 North-Eastern States Assam, Manipur, Meqhalaya,Sillong, Sikkim
24 Bihar\Jharkhand Pakur,Purnia
25 A.P\Orissa Baleshwar, Cuttak, Hyd rabed
o Tamilnadu\Kerala\ Karnataka
Maharastra\M. P.\ Chandiqarh
27 Mumbai, Bilashpur
\Guiarat\ Raiasthan
Uttaranchal\U. P.\ Delhi
28
\Haryana\ Puniab\H. P.\ J&K
29 Bhutan lnternational
30 Nepal lnternational
31 Banqladesh Baqula lnternational
The details of O-D matrices, occupancy levels, commodity compostion, age of vehicles,
trip purpose and frequency are presented in Annexure 3.2.
The data has been analyzed to indicate the turning characteristics and the peak hour
traffic at the intersections. The peak hour intersection volumes vary between 1400 PCU
to 4700 PCU during evening time, observed at the above-mentioned four locations. The
observed intersection volumes for all the surveyed locations are given in Table 4.13 &
Fig.4.10 to Figure 4.14. Further details are presented in Annexure 3.3.
st. No. Location Morning Peak Hour PCU Evening Peak Hour PCU
1 Km 40.800 1603
2 Km 50.600 3023
? Km 53.000 1483
4 Km 66.350 4711
Km 11 1.600 1 580
C: EAHAFRAIVIPOR.E
I
I
E: NAIHATI I
I
I
A: EIARASAT
TFIAFFIG FLOVII trDIAGFIAM IN PGL.I
C: BAHARAMPORE
I
I
B: KANCHPARA I
I H ARINGATA
I
A: BARASAT
TRAFF tc F LOW DIAGRAM IN PCU
C: BAHARAMPORE
47 5 I
I
/u
N I
Y
14 -1 5
4 1o 4
N 14-15 14 -1 5
I
N N
+ cc
I 4 -1 5
B: KALYAN
1 4 -1 5
-l
%ti%it%i%i,
t+
4 -1 5 I 4 -1 5
t% 256
1
t) 14-1 5 I
I 653
A: BARASAT
TRAFFIC FLOW DIAGRAM IN PCU
C: BAHARAMPORE
I
I
137E
N OU
I
I
9-10 {t W
i" o -l
N N NNI_, -,
I ,M W
I
+ \t/ I
45
+
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I I -1 0
I I -1 0
B: CH AKDH A TOW N I
I JASSC R
36
I-10 \ I
911 t1 4
9-10 I -1 0
321 -4-
9-10 \rJ
1246
+ N
A: BARASAT
TRAFFIC FLOW DIAGRAM IN PCU
G: BAHARAMPOR.E
El: NAEIADVIT|P
lEl--_-
A: E}AR\SAT
T FUA\FFIC FLOW DI^A.G FIAM IN PC U
The turning movement survey has revealed that grade-seperaton of intersections is not
warranted at any location. As per IRC 62-1976 Grade separation should be provided at
intersection of divided rural highways if the ADT (Fast Vehicles only) on the cross roads
within the next 5 years exceeds 5000. An interchange may be justified when an at-grade
inter-section fails to handle the volume of traffic resultng in serious congestion and
frequent choking of the inter-section. This situation arises when the total traffic of all the
arms of the inter-section in in excess of 10000 PCUs per hour. From the data it may be
concluded that the grade separator may be required in the year of 2014 at the earliest.
However at this stage only under passes are proposed at Kalyani and Chakdah as per
site requirement.
4.5 SPEED AND DELAY SURVEY
The Speed/Delay survey has been conducted on the study road during morning peak,
evening peak and off-peak hours on a normal day using moving observer method. The
speed and delay survey has been conducted from km 31 to km 193.
Journey speed is one of the parameters that reveal the level of services (LoS) provided
by the facility to the road users. The speeds observed on present study corridor vary
between 30 kmph and 60 kmph. The speeds on various sections of the study corridor
have been presented in Table 4.14,Table 4.15 and Fig. 4. 15.
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175 180 Beldanga 12 .36 12.42 0.06 qn 2 4
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(Sarqhachi)
190 193 12 .57 1.00 0 .03 60 4
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The average journey speed on the project corridor is 40 kmph. The low journey speeds
observed along the the corridor are mainly due to mixed traffic and poor road condition.
Opinion surveys were conducted along with the O-D surveys on the study road as well as
at selected locations along the study corridor. ln view of significant movement of inter-
state traffic, additional interviews were conducted at major roadside facilities such as
hotel and garages along the project corridor. The outcome of the survey is indicated
below in Table 4.16.
Table 4.16: Opinion Survey
S Figure
Vehicle Type Description
No ln No.s ln %age
Not in favour of Toll Road Jb o.oJ
4
I Car Moderately in Favour of Toll Road 155 28.55
shows that varies from 522 to 733 kiloleter with lowest in the month September and
highest in the month of May. The average comes out to be 618 kiloleter.
The traffc surveys were carried out in the month of November. The November data
shows 614 kiloleter which is nearly average value. Therefore the consultant proposed no
seasonal correction factor.
Table 4.17: Sales Figures of Petrol and Diesel (Monthly )
Diesel
S. 't ' ito L
m..s ',9 ' i3'= o ' 3: 5 ol
No. RgE Km 55 Km78 Km86 Km 95 Km 178 Km144
1 April'05 100 293 50 28 64 160 695 12.40
2 Mav 172 249 40 40 52 180 733 18.54
June 136 225 52 JO 40 176 665 7.55
4 Julv 148 207 52 28 40 176 651 5.28
5 Auqust 140 142 40 16 28 184 550 -11.05
September 136 118 40 B 32 188 522 -15.58
7 October 136 141 40 24 28 184 553 -10.57
I November 152 162 40 28 44 188 614 -0.70
December 140 173 40 28 44 184 609 -1.51
10 January'06 44 306 52 52 44 188 686 10.94
11 Februarv 44 253 c 36 40 172 597 -3.45
12 March 48 165 60 40 44 188 545 -11.86
618
Petrol
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Km 55 Km78 Km86 Km 95 Km 178 Km144
I April'05 B I 28 4 8 89 -0.74
2 May 30 8 40 R 12 106 18.22
June 31 12 36 4 4 95 5.95
4 Julv B U 4 28 B 4 82 -8.55
August 25 I 16 4 69 -23.05
September x 27 4 I 4 4 55 -38.66
October B U 12 24 4 x 86 -4.09
November R 39 I 28 8 4 95 5.95
December 4 ?n 8 28 4 I 82 -8.55
10 January'06 4 JJ B 52 4 109 2'1.56
11 February 4 JJ tz 36 4 I 97 8.18
12 March B ?o B 40 12 4 111 23.79
90
NOTE: Diesel Consuming Vehicle Constitute of 80% Tratfic hence there should be
no seasonal variation in traffic volume as traffic survey was carried out in
the month of November 2006
The above table reveals that the AADT at all locations is below 5000 PCU mark due to
existing poor road condition. The study of travel pattern on NH34 has revealed that
significant canddate traffic of the study corridor is presently moving on the project route.
Though NH2 is located in the vicinity of the project corridor but it is located at such a
place there would not be significant divertible traffic from this route. The consultant
therefore has not considered any diverted traffic to arrive at designed traffic for the
purpose of design.
4,8 TRAFFIC VOLUME PROJECTIONS
4.8.1 Background
It is always a tough task to predict traffic volume levels for future years consdering
uncertainties as persisted in the past and as perceived in the future. These uncertainty
priorities as we know are governed by various factors apart from the demand, access,
benefits and cost of the project. Demand is a factor governing which type of facility /
infrastructure is to be created. This in turn determines likely benefit and costs to develop
the same. A highway project of this nature calls for significant investment. Prediction of
traffic demand hence becomes an important task and has to be carried out accurately.
The estimation of traffic forms the basic for the design of the facility and governs the
viability of the project. Recognizing this, efforts have been made to carefully assess all
the parameters that govern the traffic demand in the future. lt is also important to note
that no prediction should ignore different techniques and scenarios at a border level. The
following sections discuss traffic projections based on different techniques and
considerations. The theme of different considerations in any technique remains to relate
economic growth with vehicular growth. With all techniques, traffic has been projected to
the year 2030, i.e, 20 years.
4.8.2 Forecasting Methodology
Traffic forecast using traffic growth pattern, which is the most important governing factor.
Traffic is generated as a result of the interplay of a number of contributory factors like
population, gross domestic product, agriculture output, fuel consumption. Any change in
the pattern of these factors can be estimated with a limited degree of accuracy. The
major factors affecting the transport demand are:
. Growth in population
. Economic performance
4.8.2.1 Traffic Growth from Vehicle Registration Trends
Vehicle registration data for the state of West Bengal has been obtained from the
respective department, West Bengal (Transportation Department). The estimated growth
rates has been tabulated and presented in the Table 4.18.
Table 4.18: Growth Rate of Vehicles Based on Vehicle Registration
Year Gar/Jeep/Taxi Buses Trucks 2W 3W
2000-01 45631 I 29422 19891 1 1109191 29324
2001-02 504299 32709 229819 1253485 36514
2002-03 54581 I 35226 239166 1429818 42362
2003-04 567423 36384 241035 1581326 38289
Source: Statistical Handbook, West Bengal
The trend analysis was carried out for vehicle category Car, Bus, Truck, 2 Wheelers,
3Wheelers and others by annual compound growth rate method. The block of last four
years i.e. 2000-01 to 2003-04 was taken into consideration for estimation of growth and
is presented in Table 4.19.
The transport demand is estimated from growth of population, growth of real per capita
lncome, Net State Domestic Product (NSDP) etc. For passenger vehicles growth of
population and growth per capita income are considered. For freight vehicles Net State
Domestic Product is considered.
Population Growth
The average annual exponential population growth for lndia as a whole and the state of
West Bengalfrom 19711o 2001 is given in the Table 4.20 below
Table 4.20: Population Growth
Population Population Av Growth Av Growth
SN Year (lndia) in Million (lndia) in % (WB) in %
IWB) in Million
1 1971 548.2 44.3
z 1 981 683.3 54.6 2.23 2.11
? 1991 846.4 68.1 2.16 2.23
4 2001 1028.7 80.2 1.95 1.65
Source: Economic Review 2005-2006 (Statistical Appendix) Table 1.0
Source: Statistical Appendix Table 3.1, Economic Review 2005-06, Govt of West Bengal
The growth rate from the above Table worked out to be 5.6%.
E2wl3w = 1.40
Ebus = 1.00
Etruck = 1.00
4.8.4 Traffic Growth Rates: Socio Economic Data
For the purpose of future traffic growth estimates, analysis period is divided into 2 blocks.
It is assumed that detailed design and construction of the project road would become
over by yeat 2010. lmproved road thus would be opened in the year 2011. Adding 10
years of service life, horizon year for the project analysis would be 2020. Future growth
estimates are subjected to various uncertainties and realistic projection of economic
parameters may not be possible at this stage. However, for the purpose of the future
traffic growth estimation, assumed economic parameters are given in the Table 4.23.
Table 4.23: Growth Rate in Economic Parameters
Per Capita Growth
Period Population Growth (%) NSDP Growth (%)
("/rl
Upto 2012 1.65 7.20 5.60
Beyond2012 1.50 6.50 5.00
Traffic demand estimates have been worked out based on projected economic growth
parameters alongwith elasticity worked out. Estimated growth rates for different vehicle
types are given in the Table 4.24.
Table 4.24:Traffic Growth Rates based on Socio Economic Data
Period 2/3 Wheeler Car Bus Truck
2007-2012 10.3 7.6 7.4 7.2
Beyond2012 9.2 o.o 6.6 6.5
4.8.5 Traffic Growth Estimates and Projections
The growth rates worked out from from 2 sources i.e. from Socio Economic Data and
Registered Motor Vehicles have been compared to arrive at rational traffic projections.
Table 4.25 presents a comparative statement on the growth rates and proposed growth
for Traffic loading on the project road.
Table 4.25: Comparison of Traffic Growth Rates and proposed Growth Rates
Sl. No. Description 2/3 Wheeler (%) Car (%l Bus (%) Truck (%)
4
I Socio economic 9.2-10.3 6.6-7.6 6.6-7.7 6.5-7.2
Registered Motor
2 12.6il10.3 7.6 7.4 6.8
Vehicle
3 Proposed upto 2015 7.0 7.0 I-tJ I.V
4 Proposed bevond 2015 5.0 5.0 5.0 5.0
The growth factors for car, bus and Trucks are proposed as above considering the
project is proposed to be implemented through BOT Format and Traffic is the main issue
to the Entrepreneurs. The consultant has followed the above growth rate for the traffic
projection.
Following parameters has been assumed for forecasting traffic.
o Base Year2007
o Traffic Growth Rate (Table 3.26)
. Seasonal factor 1.0
The projected traffic levels for proposed project package-l have been presented in Table
4.26.
Table 4.26: Projected AADT for Study Corridor Package I (From km 3l to km Bl)
Carl Multi Tractor Tractor
2 3 Mini 2 Axle Articulated MT NMT
Year Jeep/ Bus LCV Axle with without Gycle Rickshaw Vehicles
Wheeler Wheeler Bus Truck Truck PCU
Van Truck PCU PCU
Trailer Trailer
PCU 0.5 1 1 1.5 1 J 4 .5 4.5 1.5 0.5 2
2007 1143 527 1961 81 534 1245 2725 714 102 100 l6 1940 763 11851 17901 2496 20397
2008 1223 564 2098 87 F7.l 1332 2916 764 109 107 17 1 998 786 12572 19154 2571 21724
2009 603 2245 611 1425 3120 817 117 114 18 2058 809 13341 20494 2648 23142
2010 1400 646 2402 654 1525 3338 875 125 123 20 2120 834 14160 21929 2727 24656
2011 1498 691 2570 106 700 1632 3572 o?^ 134 13'l 21 2183 859 15033 23464 2809 26273
2012 1603 739 2750 114 749 1746 3822 1 001 143 140 2249 885 15964 25r06 2894 28000
2013 1715 791 2943 122 801 I 868 4089 1072 153 150 24 2316 911 16956 26864 2980 29844
2014 I 835 846 3149 130 857 I OOO 4376 1147 164 '161 o 2386 938 18014 28744 3070 31814
2015 1 964 905 3369 139 918 2139 4682 1227 175 172 27 2458 967 19142 30756 3162 33918
2016 2062 95'1 3538 146 vo +o 4916 1288 184 180 29 2531 996 20031 32294 3257 35551
2017 2165 998 3715 153 1012 2358 5162 1 353 193 189 30 2607 1025 20962 33909 3354 37263
2018 2273 1 048 3900 161 1062 z+to 5420 1420 203 loo 2685 1 056 21937 35604 3455 39059
2019 2387 1101 4095 169 1115 2600 5691 1491 213 209 ?? 2766 1 088 22959 37385 3559 40943
2020 2506 1 156 4300 178 117 1 2730 5976 1 566 224 219 35 2849 1120 24030 39254 3665 42919
2021 2632 1213 4515 187 1230 2867 6274 1644 235 230 37 2934 1154 25152 41217 3775 44992
2022 to 1274 4741 10 1291 301 0 6588 1726 247 242 v 3022 1l89 26328 43277 3889 47166
2023 2902 1 338 4978 uo 1 356 3'160 691 I 1813 259 254 41 31 13 1224 27560 45441 4005 49447
2024 3047 1405 5227 to 1423 331 I 7263 1 903 272 ot 43 3207 1261 28851 47713 4126 51839
vc IYY 1475 5488 227 1495 3484 7627 1 998 285 280 45 3303 1299 30205 50099 4249 54348
2026 3359 1549 5763 238 I COV ocY 8008 2098 300 294 47 3402 I 338 31623 52604 4377 56981
2027 3527 1626 6051 250 1648 3842 8408 2203 315 309 49 3504 1378 33109 55234 4508 59742
2028 /U 1707 oz 1730 4034 8829 2313 330 324 52 3609 1419 34667 57996 4643 62639
2029 3BBB 1793 6671 276 1817 4235 9270 2429 347 340 54 3717 1462 36300 60896 4783 65678
2030 4083 1882 7005 289 1907 4447 9734 2550 364 1.q7 57 3829 1 506 3801 1 63940 4926 68866
Traffic data for this section from km 31 to km 81 has been taken from the traffic surey
data carried out at km 55 as this data is on conservative side.
4.9 CAPACITY ANALYSIS
Capacity analysis has been performed for the corridor for the assessment of up gradation
requirements. The analysis has revealed, the study corridor reaches its design service
volume level of existing road in year 2016. Hence the up gradation of road to 4-lane is
warranted.
4.10 ACCIDENT ANALYSIS
Accident data was collected from Police authorities for the period of 2003 to 2006 under
the jurisdiction of West Bengal Government. Table 4.16 presents the number of
accidents occurred on the section of Barasat - Baharampore of NH 34 for the period of
2003- 2006. The Fig. 4.17a shows that the maximum 15o/o of total accidents occurred at
the location of Nakashipara in the year of 2006.
Fig. 4.17b presents severity classification of total accidents. lt indicates that more than
30o/o t resulting in fatal or grievous injury accidents, 7oo/o of accidents having minor
injuries.
o
lJ. t- .9
E
lJ. 8.9 (g
lJ.
o
83 G
! = o
E E
Amdanga o t
I
57 32 11 42 ? 1B B 30 38 .tu I 50 58
Haringhata 37 5 92 21 5 J 4 25 I 36 44 23 10 19 29
Chakdahh 45 v 103 123 45 12 72 84 47 15 75 90 48 z 86 108
4 Ranaghat 40 12 91 103 10 28 38 45 14 49 13
51 52
^? ^
Santipura 40 13 76 B9 41 ?7 43 80 42 16 46 oz 46 18 88 106
n Kotwali 51 18 135 153 46 12 R? 95 43 15 113 128 51 19 52 71
'7
Dhubulia 60 17 146 163 51 16 98 114 41 12 61 I.) 39 12 53 65
I Nakkashipara 59 21 103 46 13 72 85 58 19 81 100 49 25 65 90
Kaligang 45 '19 44 49 15 79 94 42 12 52 64 4t 14 114 128
TOTAL 413 144 817 961 364 131 555 686 361 119 543 662 384 141 579 720
Anrdanga Haringhat
Kaligang 8o/o t a
/ 4o/o
-)
WM^ chakdah
Wffi/ \ 15%
{ w{/
'r//
\ I
':\,;w l-l
L.\
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/Ranashat
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Kotwali Santipura
10% 15%
15.0
10.0
5.0
0.0
TABLE OF CONTENTS
PLAN
CHAPTER 5: SUMMARRY OF EIA/IEE AND ACTION .................1
5.1 TOPOGRAPHY AND GEOLOGY ....................1
5.2 Drainage.. ......................1
5.3 Climate .........1
5.4 ECOLOGY .....................1
5.4.1 Flora 1
5.4.2 Fauna 1
5.5 ARCHAEOLOGIGAL AND HISTORICAL SITES .............,1
5.6 ENVIRONMENTAL IMPACTS .......,1
5.6.1 lmpact on Topography .........1
5.6.2 lmpact on C1imate................i. .........2
5.6.3 lmpact on Air Quality .....................2
5.6.4 lmpact on Noise Levels ...........:...... ..................2
5.6.5 lmpact on Water Resources and Quality .........2
5.6.6 lmpact on Ecological Resources............. .........2
5.6.7 lmpact on Drainage Pattern ............2
5.6.8 lmpact on Human Use Values .........3
5.7 MITIGATION, AVOIDANCE AND ENHANCEMENT MEASURES ..............,....... 4
5.8 INSTITUTIONAL REQUIREMENTS AND EMP. ................5
5.9 FIND|NGS AND RECOMMENDATTONS........ ...................5
5.10 ROAD SAFETY AUDIT......
5.11 coNcLUSroNS .............5
LIST OF TABLES
Table-5'1:SummaryoflmpactS.....'.........
excavaton of borrow areas, stone quarrying, cuts and fills for project road and
constructon of project related structures etc. Provision of construction yard for material
handling will also alter the existing topography. There will be change in topography at
realignments as these realignments have been proposed through agriculture fields. The
change in topography will also be due to the probable induced developments of the
project. With adequate planning, all topographical impacts could be made to enhance the
local aesthetics. Similarly, it will invite benefits in the form of land leveling and tree
plantations in the vicinity of the project road.
5.6.2 lmpact on Climate
The widening and strengthening of project is not going to have impact on climate of the
region.
5.6.3 lmpact on Air Quality
There will be rise in SPM levels due to the construction activities. Since the emission will
be fugitive in nature it is difficult to quantify the SPM standards even expected to be
violated, as the background values are not alarming at many places. Even if it is
exceeded it will be for very short period. There will be some increase in levels of
gaseous pollutant also. The impact on ambient air quality has been assessed using
CALINE-3 model.
5.6.4 lmpact on Noise Levels
The impact of noise levels from the proposed project on the neighboring communities is
addressed by carrying out Noise modeling using FHWA model developed by Federal
Highway Administration (FHWA). lt has been concluded after mathematical modeling
that both day time and night time equivalent noise levels are within the permissible limits
right from start of project life.
Noise sensitive receptors have been identified along the project road. The noise
sensitive receptors include school, hospitals, colleges, etc. The predicted levels indicate
that the noise levels in future years will not exceed permissible limits right from start of
project life. Hence there is no need to protect these noise sensitive receptors.
5.6.5 lmpact on Water Resources and Quality
The construction and operation of the proposed project roads will not have any major
impacts on the sudace water and the ground water quality in the area. Contamination to
water bodies may results due to spilling of construction materials, oil, grease, fuel and
paint in the equipment yards and asphalt plants. This will be more prominent in case of
locations where the project road crosses water streams, major canals distributaries, etc.
Mitigatory measures have been planned to avoid contamination of these water bodies.
5.6.6 lmpact bn Ecological Resources
There is Baghadurgargh reserve forest on right side of the project corridor, hence the
proposed widening / upgradation is provided on the left side that is away from reserve
forest. The study area passes primarily through agricultural land in plain areas. There will
be temporary impact on terrestrial ecology, as trees will be cut. But after construction no
impact is anticipated as compensatory aforestation is planned. There are no endangered
species or rare species of flora and fauna in the project area.
5.6.7 lmpact on Drainage Pattern
The proposed widening and strengthening will not alter drainage pattern of the area as
adequate cross drainage structures have been planned along the new alignments and
existing culverts along the project road are planned for rehabilitation.
Construction of bridges across water streams may result in siltation of water body, which
can affect aquatic fauna. Proper mitigatory measures have been recommended in EMP.
4. Land Resources
acquisition of land for
construction workers camp, @
construction yard, hot mix plant
crushers. etc. :
3. Noise Levels
lmpact due to movement of
construction vehicles. @
st.
No.
l) Attribute lmpacts Level of lmpact
away from habitations and n down wind directions. The minimum distance of these will
be kept 3.0 km from reserve forest areas. Adequate cross drainage structures have been
planned to maintain proper cross drainage. ln order to compensate negative impacts on
flora due to cutting of trees the project plans compensatory plantation in the ratio of 1:3
i.e. for every to be tree cut three trees will be planted. The acquisition of forest area will
be minimal and will be compensated through compensatory afforestation.
The noise barriers have been planned closed to educational institute and Hospitals. The
planned environmental enhancement measures include ponds enhancement, plantation
in median and in available clear space in RoW, seating arrangements around trees. The
pond enhancement measures will include such as stepped access, washing plat form,
seating arrangement etc. Some of ditches will be filled up due to embankment
construction in the RoW. ln order to avoid contamination of water bodies during
construction sedimentation chambers, oils and grease separators, oil interceptors at
storage areas and at construction yard have been planned.
5.8 INSTITUTIONAL REQUIREMENTS AND EMP
Physical, biological and environmental management components identified as of
particular significance in affecting the environment at critical locations have been
suggested as Performance lndicators (PlS). The monitoring and evaluation of the
performance indicators are critical activities in the implementation of the project.
Monitoring involves periodic checking to ascertain whether activities are accomplished
as per plans
The contractor will report to the environmental expert of construction supervision
consultants, on the progress of the implementation of environmental conditions and
management measures as per the monitoring plans. The environmental expert of
supervision consultants will in turn report to the PlU. The quarterly reports of the EMP
will form an integral part of the 'Quarterly Progress Repos' that are to be regularly
submitted to NHAI. The NHAI is responsible for the implementation of the provisions
made within the EMP through the PlU.
5.9 FINDINGS AND RECOMMENDATIONS
Based on the field survey and data available from secondary sources, it can be
concluded that the project will not have significant negative environmental impacts. The
issues of concern in the projec-t are construction of bypasses, realignments, and bridges.
Proper environmental management plan compliance needs to be ensured. The issues
related to land acquisition and resettlement have been evaluated and adequate
compensation has been suggested in RAP document.
5.10 ROAD SAFETY AUDIT
Road safety Audit was carried out to check following aspects as per the standard
practice. Traffic control devices and road safety features, comprising of traffic signs,
road markings, delinators, road lighting and crash barrier plays a key role in influencing
driver behaviour, orientation and information, have been proposed along the project
road, in consonance with guidelines of lRC.
5.11 CONCLUSIONS
. Based on the environmental assessment and surveys conducted for the project,
associated potential adverse environmental impacts can be mitigated to an acceptable
level by adequate implementation of the measures as stated in the EIA Report.
Adequate provisions shall be made in the Project to cover the environmental mitigation
and monitoring requirements, and their associated costs as suggested in environmental
budget.
TABLE OF CONTENTS
LIST OF TABLES
Approx. Approx.
Section Location Mitigation Measures Family Family Remarks
(Before) (Afterl
Reducing Col upto Project affected families will
2 Bara-Jaguli minimum technical 1476 734 be compensated as per NH
reouirement LA act.1 956
Project affected families will
3 Govindpur Realignment 50 125 be compensated as per NH
LA act,1 956
Since one of the basic objectives of the RAP is to ascertain that not much stress is laid on
affected community, it is necessary to see how many of them are being affeqted by the
project. Those PAPs, who are at margin of the society, and loosing their source of
livelihood because of the project, would have to be suitably compensated as they
become more susceptible to loss of their livelihood.
6.7 BUDGET
RAP estimates the project resettlement, rehabilitation and mitigation costs. lt provides a
budget for resettlement implementation including administrative expenses, monitoring
and contingencies. The total cost of Land acquisition and R&R as per NPRR 2004 is
3239 lakhs.
TABLE OF CONTENTS
GHAPTER - 7: PROPOSED DESIGN BASIS, STANDARDS, AND SPEG|F|GATIONS..........l
7.1 General ................... 1
LIST OF TABLES
Table 7.1: Categorization of elements for design standards ..................... 1
Table 7.2: Design service volumes & capacity for various road categories........................... ......2
Road........
Table 7.3: Geometri Design Standards for the Project ..........2
Table 7.4: Recommended slopes for proper surface drainage .................7
7.1 General
The formulation of the design standards is required in order to avoid any inconsistency in
design from one section to the other and provide desired level of service and safety. For
this project it is proposed to follow the Manual for Specifications and Standards for
four laning of National Highways trough Public Private Partnership, published by
Department of Road Transport & Highways, Ministry of Shipping, Road Transport
& Highways, foruvarded to us through letter no. NHAI/Tech/NH-34/Pack-
A/DPR/2006/809, dated 20th August 2007.
Where the said standards are silent design standards given in IRC codes, special
publications, MoSRH circulars, American Association of State Highway and Transport
Officials (AASHTO) standards, British Standards, Any other National or lnternational
Standard as considered suitable to National Highways shall be referenced.
7.2 Items Detailed For Design Standards
The design standards of all the elements of a highway corridor can be grouped into the
following categories as given in Table 7.1.
Table 7.1: Gategorization of elements for design standards
Wayside Amenities Bus Lay-bys, rest areas, Bus stops, Bus Lay-bys
and Truck Parkino Terminal (as the case mav be)
the peak hour traffic in the range of 8-10o/o of design service level corresponding to a
Level of Service (LoS) B with the curvature of the road being low (0-50 degrees per Km).
Table 7.2: Design servce volumes & capacity
Desiqn Service Volume
Type
PCUs/dav
2-Lane with Earth Shoulder 15,000
2-Lane with Paved Shoulder 17,250
(Source :lRC 64- 1990)
7.4 Geometric Design Standards
7.4.1 Design Standards
Design Standards for major features have been extracted from IRC standards conforming
to design speeds of 100 Kmph (for flat terrain) given in Table 7.3. Since IRC standards do
not specify standards for median widths, raised or sunk median, edge strips etc., these
have been recommended as per MoSRTH circulars.
As per the ToR, the normal width of medians will be 4.5m (3.5m raised median + 0.25m
shyness on both sides) in rural areas while in urban sections it may be reduced depending
upon land constraints, determined during the design phase.
Table 7.3: Geometric Design Standards for the Project Road
For 4 lane
For 6 lane 1.5m
iii Earthen shoulder width on outer side 1.5m
3. Rural sections
Urban and semi-urban sections 1.5m
- For 4lane 1.5m
- For 6 lane 1.5m
iv Cross slope in lanes and paved shoulders
Bituminous concrete surfacing
Cement Concrete Surfacin g
v. Cross slope in earthen shoulders 2.5%
2.0%
3.0%
Edge strip kerb shyness
Median side-Rural 0.50m
4. Median side-Urban 0.50m
Outer side-Urban 0.50m
Sight distance
Stopping (minimum) I BOm
lntermediate Not Applicable
sl. Description
Standards for 4-Lane Divided
No. Hiqhwav
Overtakinq Not Applicable
6. Suoerelevation Maximum 7o/o
Horizontal curvature
Requiring no super elevation 1800m
7. Requiring no Transition 2000m
Absolute minimum requiring superelevation for 100 360m
Kmph 7%
Vertical Alignment
8
Minimum distance between PVI 150m
Gradient
Maximum 2%
Minimum
Y.
ln cut and kerbed sections 0.0o/o
On unkerbed sections on embankment 0.5%
On unkerbed sections not on embankment 0.5%
10. Minimum lenqth of vertical curve 60m
11. Maximum qrade chanqe not requirinq verticalcurve 0.5%
12. Vertical clearance to road bridqe over road 5.0 m
13. Vertical Clearance to road bridoe over rail 6.75m
14. Rate of chanqe of superelevation I tn 150
7.4.2 HorizontalAlignment
The Project corridor will be improved as per the standard said forth in the previous
sections. The proposed centreline will be fixed with reference to centreline of the existing
carriageway excepting locations where either realgnment or by pass is proposed. The
horizontal controls and curvatures will be fixed with reference to the centre line of the
existing road, geometric deficiencies, if any will be improved keeping in view the width
requirement for ultimate widening to six lane highway.
7.4.3 Vertical Alignment
The Vertical Alignment will be designed for minimum criterion of Stopping Sight distance,
which is applicable for 4-lane divided highway. The existing road profile will be reviewed on
the basis of profile cross sections taken at regular intervals as per consultant's terms of
reference with the aid of triangulated Digital Terrain Model (DTM). ln addition to the
standards and guidelines set in this chapter, there are other considerations to finalise the
vertical profiles, which are presented below:
. Minimum K (rate of change of vertical curvature) value as 75 for the summit curve
and 45 for valley curve
7,4,4 Cross-Sectional Elements/ Typical Gross-Sections
As per the ToR the widening and strengthening options have to be finalised with a
provision for future widening to 6-lanes.
Typical cross-sections formulated are based on the observations and approval
communicated by NHAI, vide letter No NHAI/Tech/NH-34/Pack-A/DPR120061529 Dated
20th Augusl 2OO7. But later various discussions were held with the NHAI officials and
revised cross sections were developed and used in carrying out the geometric design. The
revised typical cross sections under different possible requirements are given in Drawing
Volume - ll.
7.4.5 Super Elevation
Super Elevation will be designed on the basis of provisions of IRC-73-1980. The same will
be reviewed against the provisions of AASHTO to have the better designs. Type of surface
(Flexible or Rigid Pavement) will be taken into consideration while computing the
component of side friction for the development of super elevation values.
7.4.6 Transition Curves
IRC geometric design standards for rural highways, IRC: 73-1980 suggests that the length
of the transition curve should be the larger of the two values arrived at on the basis of the
following criteria:
i) Rate of change of centrifugal acceleration and
ii) Rate of change of super elevation (not steeper than 1 in 150)
Care will be taken so that no hydro planning is created due to flatter rate of attainment.
7.5 Road lntersections and Junctions
As per IRC:62-1976, Grade separation shall be proposed at intersection of divided
project road if any of the following condition gets fulfilled:
. the ADT (fast vehicles only) on the cross road with in the next 5 years exceeds 5000,
for stretch passes through rural area
o when the total traffic of all the arms of the intersection is in access of 10,000 PCU per
hour, for the stretch passes through urban / builtup areas.
However, for former condition, when this traffic figure will be reached within next 20 years,
the need for such facilities should be kept in view for future construction.
7.6 Standards for Pavement Design
The purpose of the pavement design study is to make analysis of different pavement
alternatives (like Flexible pavement and Rigid Pavement) to provide a basis for selection of
the most advantageous solution, considering all costs occurring during the life of the
pavement, such as construction costs, future maintenance costs and future costs for the
road users.
Design Methodology
The designs have been based on the following standard documents:
1. IRC: 37-2001: Guidelines for the Design of Flexible Pavements.
2. IRC:58-2002. Guidelines for the Design of Plain Jointed Rigid Pavements for
Highways.
3. IRC:81-1997, Guideline for Strengthening of Flexible Pavement using Benkelman
Beam Deflection Technique.
4. AASHTO Guide for Design of Pavement Structures, 1993.
5. Austroads Pavement Design, 1992.
The design methodology for the new pavement has generally entailed:
. an assessment of the strength of the sub-grade foundation.
. the determination of homogeneous sections of the proposed 4-lane highway with
respect to the volume of commercial traffic.
. the determination of the vehicle damaging factors for the commercial vehicles,
. the computation of the number of cumulative commercial vehicles as per the traffic
growth rate along the project road,
. the assessment of the distribution of commercial traffic over the carriageway (lane
factor),
the selection of the appropriate design life; fifteen (15) years for flexible pavement
and thirty (30) years for rigid pavement.
o the conversion of the cumulative number of commercial vehicles to the cumulative
number of standard axles (design traffic) for the design year, and
Having determined the design traffic loading and the strength of the sub-grade, the
required thickness for the new pavement was determined from the design chads.
7.6.1 FlexiblePavement
For the purpose of design of new pavement and structural overlays lndian Roads
Congress (lRC) guidelines will be used, also these designs will be validated against
various international design practices such as AASHTO, Austroads etc. guidelines. ln the
locations where the ground condition is not conducive for the construction of pavements
directly over the existing subgrade or foundation various ground improvement techniques
will be resoed based on the type of soil and best industry practices. For the purpose of
arriving the project cost to carry out the feasibility study these improvement schemes were
taken into consideration, the effect of various schemes were assumed on theoretical basis
to arrive its impact on the performance of subgrade. For the purpose of carrying out
feasibility study a soaked 90 'n percentile CBR value of 9% has been considered to arrive
at pavement composition. The structural coefficients of various layers shall be suitably
modified to suit the lndian conditions. The resulting pavement compositions from both the
methods along with suggested future overlays have been compared based on their
performance as reflected in life cycle cost analysis.
he new flexible pavement structure shall comprise of Bituminous Concrete wearing
course on bituminous base course of Dense Bituminous Macadam (DBM). Below the
bituminous layers, a Granular base with well-graded aggregates in the form of Wet Mix
Macadam WMM) base shall be laid on top of GSB layer. All these layers shall be
constructed to the requirements of MoSRT&H specifications. The drainage layer, which is
a pad of the Granular Sub Base (GSB) layer, shall be provided extending over the full
width of formation to the embankment slope, which will also act as drainage layer both for
surface and capillary water that would affect the structural performance of the pavement.
he initial design of overlays on the existing carriageway shall be in accordance with IRC:
81-1997 using BBD deflections.
Paved shoulder is required to be integrated with that of the carriageway pavement. Thus
requires the thickness of pavement structure to be the same thickness as that for the traffic
lanes since the lower layer of the sub-base for the carriageway is extended to the full width
of formation for the lateral drainage of any water percolating into the pavement.
7.6.2 Rigid Pavement
It is proposed to design un-reinforced rigid concrete pavement. lt will have dowelled
contraction joints at 4.5 m spacing. The longitudinal joints will have a spacing of 3.75 m
and 3.50 m in order to accommodate 0.25 m wide edge strips. Expansion joints will be
provided only at the junctions of structures like culvefts, bridges etc. All contraction joints
will be formed by saw-cutting.
-
IRC: 92 1985 gives guidelines for the design of interchanges and shall be followed.
However an interchange is a highly developed feature and may require the use of other
international standards such as these given in the AASHTO's publication 'A Policy on
Geometric Design of Highways and Streets'.
7.10 Drainage System
An effective surface and sub-sufface drainage system of pavement structure shall be
designed as stipulated in IRC SP: 42-1994. The drainage system shall be planned and
designed for the drainage of medians, toll plazas, wayside amenities, truck parking areas,
bus-bays and other highway features ensuring that there shall be no pooling of water at
any time on the highway. The Recommended slope for surface drainage is presented in
Table7.4.
Table 7.4: Recommended slopes for proper surface drainage
Recommended
Element
Slooe
Median 3o/o
The design and placement of Highway kilometre stones, their dimensions, size, colour and
arrangement of letters shall be as per IRC: 26-1967 and IRC: 8-1980.
The design, location and materials to be used for road delineators shall be as per IRC: 79-
1 981.
self-propelled machine which has a satisfactory cut-off value capable of applying broken
lines automatically.
7.11.4 Traffic Signals
The traffic signals, their configuration, size, location and other requirements shall be
constructed as per Clause 13 of IRC: 93 - 1985. Construction requrements shall conform
to lS: 7537- 1974, unless othenruise stated in IRC: 93-1985. Posts shall be panted and
protected as per Clause 3.7 of 1S:7537-1974.
7.12 HighwayLandscaping
IRC: SP: 21-1979 "Manual on Landscaping" shall guide the plantation of rows of trees with
staggered pitch on either side of the road. The choice of the trees shall also be made as
per the same code. Local, indigenous species that grow in the project area micro-climate
shall be planted. lndicative arrangements for plantation of trees shall be in accordance with
the MoSRTH Technical Circular No. NHI-41 (34y69. A spacing of 10-15m c/c is
recommended for spacing of trees parallel to the roads. Setback distance of trees needed
in different situations shall be as per the IRC: SP: 21-1979 and the IRC: 66-1976.
Shrubs in medians shall not normally exceed 1-1.5m in height and shall be as per IRC: SP:
21-1979. To ensure survival from herbivorous animals, shrubs/plants containing latex are
recommended.
Construction of Cement Concrete (CC) (M-20) footpaths for pedestrians shall be as per
MoSRTH Specifications. No advertisemenV hoarding shall be allowed to be erected on the
Project Highway.
7.13 Toll Plaza Complex
Toll Plaza shall be designed as per Drawings and circulars of NHAI. Typical approved
design of Toll Plaza by NHAI as per circular no. NHAI/11015131981(CMXT-1y480 dated
June 24,2003 shall be followed for Toll Plaza.
Location of Toll Plaza will be decided in conjunction with adjacent sections and will be
finalized in consultation with NHAI and the consultants involved with other sections.
7.14 Road Furniture
Road furniture such as raffic signs, Kilometre posts, Hectometre stones, guard posts and
ROW pillar etc on the Project Highway provided as per IRC Codes shall meet
requirements of MoSRTH Specifications. Any item which is not covered by IRC shall
conform to BIS /AASHTO / ASTM /British Standards in that order of precedence.
7.17.1 Materials
Goncrete Grade
Grade of concrete in various elements will be as under for moderate conditions of
exposure:
. All PSC members - M40/M35
. All RCC members - M30 for bridges with PSC spans and other
major bridges
M25 for minor bridges
M20 for culverts
. All PCC members M25 for bridges with PSC spans and major
bridges
- M15 for minor bridges and culverts
Reinforcement Steel
- High yield strength deformed bar shall be of grade Fe415.
- Mild steel bars shall be of grade Fe240.
7.',7.2 Exposure Gondition
Moderate exposure conditions will be considered while designing various
components of all the structures.
Goncrete Clear Govers:
-
For all reinforcement As per Cl. 304.3 of IRC:21
For prestress cable - As per clause 16 of IRC:18 duct to outer most fibre of girder
water level or bed level whichever is higher. ln case of stone masonry weep holes of
lSOmm.diameter or 80X150mm. size in 1:20 slope shall be provided.
7.17.7 MoSRTH Specifications
The specifications for Road and Bridge Works of Ministry of Road Transport & Highways
published by lndian Road Congress shall be used for materials to be used for
construction of bridges.
7.17.8 Loads and Load Gombinations
Dead Loads
Following unit weights will be assumed in the design as per IRC Codes.
Pre-stressed Concrete - 2.5 t/cu.m
Reinforced Concrete 2.4 tlcu.m
Plain Cement Concrete - 2.4 Vcu.m
Structural steel 7.85 Ucu.m
Dry Density of Soil - 2.07 Vcu.m
Saturated Density of Soil - 2.2 Ucu.m
Superimposed Dead Loads
Wearing Coat : 65mm thick asphaltic concrete with total weight of 0.2 Vsq.m
(including allowance for overlay)
Crash barriers : From design (i.e. 1.0 Um per side)
Garriageway Live Load
All the new cross drainage structures will be designed for the following loading-
Live Loads : One/Two lanes/Three lanes of IRC Class A.
(Whichever produces worst effect) or One lane of IRC Class 70R (wheeled/
tracked)+One lane of Class A.
The impact factor will be as per CL211 of IRC:6 for the relevant load combinations. For
simplicity in design, the impact factor for continuous structures shall be calculated for the
smallest span of each module and used for all the spans in that module.
Longitudinal Forces
The following effects will be considered for calculating the longitudinal forces in the
design-
Braking forces as per the provision of Cl. 214 of IRC:6.
Frictional resistance offered to the movement of free bearings due to change of
temperature.
Distribution of longitudinal forces due to horizontal deformation of bearings/frictional
resistance shall be carried out as per Cl. 214.5 of IRC:6 by assuming stiff supports.
Centrifugal Forces
Bridges on a horizontal curve will be designed for centrifugal forces based on the
following equation-
c= w'
127R
Where C = Centrifugalforce acting normalto the traffic
Temperature Range
The bridge structure/components i.e. bearings and expansion joints, will be designed for a
temperature variaton of + 25"C considering extreme climate.
The super-structures shall be designed for effects of distribution of temperature across the
deck depth as per stipulations of BD 37188 suitably modified for the surfacing thickness.
Effect of non-linear distribution of temperature across the deck depth causes additional
tension and compresson in the structure. lt happens due to the difference in temperature
at top and bottom of super-structure. This causes eigen-stress in the structure. ln this case
the supports do not offer any restrain to the hogging or sagging of beam. The effect of
eigen stresses shall be considered for all the proposed bridges.
ln case of continuous structures there will be effect of intermediate supports which gives
restrain to the free hogging and sagging of structure. The intermediate support prevents
the beams to freely hog or sag, which causes continuity stresses. The effect of continuity
stresses shall be considered for continuous bridges.
Differential Shrinkage Effects
A minimum reinforcement of 0.2o/o of cross sectional area in the longitudinal direction of
the cast-in-situ slab shall be provided to cater for differential shrinkage stresses in
superstructures with in-situ slab over pre-cast girders as per Cl 605.2 of IRC:22-1986.
However, effects due to differential shrinkage and/or differential creep shall be duly
accounted for in the design.
Construction Stage Loadings
A uniformly distributed load of 3.6 KN/m2 of the form area will be taken into account of
construction stage loadings in the design of superstructure elements, wherever
applicable, as per C|.4.2.2.2.2 of IRC:87-1984.
The design will take into account the temporary and locked-in-forces, adjusted by creep
effects, resulting from various methods of construction adopted. These forces will include
those arriving from each stage of construction.
Differentia I Settlement Effects
Differential settlement effects for continuous superstructure units will be appropriately
assessed for each structure. However, in any case a minimum differential settlement of +
12mm shall be accounted for in the design.
The differential settlement effects in continuous suoerstructures shall be accounted for
under following conditions :
A minimum of 12mm differential settlement of supports with half value of 'E'
To simulate the bearing replacement conditions, a 12mm differential uplift with full value
of 'E' shall be considered but without any live load on the superstructure.
Buoyancy
.100% buoyancy will e considered while checking stability of foundations irrespective of
their resting on soil/weathered rock/or hard rock. However, the maximum base
pressures shall also be checked under an additional condition with 50% buoyancy in
cases where foundations are embedded into hard rock. Pore pressure uplift limited to
15% shall be considered while checking stresses of the substructure elements.
ln the design of abutments, the effects of buoyancy will be considered assuming the fill
behind abutments has been removed by scour.
Load Combination
All members will be designed to safely sustain the most critical combination of various
loads and forces that can coexist. Various load combinations as relevant with increase
in permissible stresses considered in the design shall be as per C\.202 of IRC:6 and Cl.
706 of IRC:78.
ln addition, the stability of a bridge resting on neoprene/pot bearings shall be checked
under one span dislodged condition. The load case will be checked with seismic/wind
load combinations.
7.17.9 Discharge for Galculation of Scour and Design of Protection Works
Scour depth for foundations and protection works will be designed for a larger discharge
in order to give adequate factor of safety. The percentage increase in discharge based
on catchment area is as follows-
a. 30% increase in discharge for catchments area up to 500 square kilometres
b. 25% to 20o/o for medium catchments of 500 to 5000 square kilometres
c. 20o/o to 10o/o for larger catchments of 5000 to 25000 square kilometres
d. 10o/o for larger catchments above 25000 kilometres
7.17.10 Codes to be adopted for design
Codes
Various Codes of Practices which have been used for the design of bridges are mentioned
below:
i) IRC: 5- 1998 Standard Specifications & Code of Practice for Road
bridges, Section I - General Features of Design (Seventh
Revision)
IRC:6- 2000 Standard Specifications and Code of Practice for Road
bridges, Section I - General Features of Design (Fourth
Revision)
ii) IRC:7- 1971 Recommended Practice for Numbering Bridges and
Culverts (First Revision)
iv) IRC: 18-2000 Design Criteria for Prestressed Concrete Road bridges
(Post-Tensioned Concrete) (Third Revision)
v) IRC: 21-2000 Standard Specifications and Code of Practice for Road
Bridges, Section ll - Cement Concrete (Plain and
Reinforced) (Third Revision)
vi) IRC: 22-1986 Standard Specifications and Code of Practice for Road
Bridges, Section Vl Composite Construction (First
Revision)
vii) IRC:24-2001 Standard Specifications and Code of Practice for Road
Bridges, Section V - Steel Road Bridges (Second Revision)
viii) lRC.45-1972 Recommendations for Estimating the Resistance of Soil
Below the Maximum Scour Level in the Design of Well
ix) IRC:54-1974 Lateral and Verlical Clearances at Underpasses for
Vehicular Traffic
x) IRC: 78-2000 Standard Specifications and Code of Practice for Road
Bridges, Section Vll - Foundations & Substructure (Second
Revision)
xi) IRC: 83-1999 (Part I) Standard Specificatons and Code of Practice for Road
Bridges, Section lX - Bearing, Part l: Metallic Bearing (First
Revision)
xii) IRC:83-2002 (Part lll) Standard Specifications and Code of Practice for Road
bridges, Section lX - Bearings, Part lll: POT, POT-CUM-
PTFE, PIN and Metallic Guide Bearings
xiii) IRC:89-1997 Guidelines for Design and Construction of River Training &
ControlWorks for Road Bridges (First Revision)
xiv) BD 37i88 (British loading)
xv) lX
BS 5400 - Part (For design of POT/POT-PTFE Bearings)
xvi) IRC: SP: 13-2004 Guidelines for the Design of Small Bridges & Culverts (First
Revision)
xvii) lRC. SP: 18-1978 Manualfor Highway bridge Maintenance lnspection
xviii) IRC: SP: 35-1990 Guidelines for lnspection and Maintenance of Bridges
xix) IRC: SP. 40-1993 Guidelines on Techniques for strengthening and
Rehabilitation of Bridges
xx) IRC:SP: 47-1998 Guidelines on Quality Systems for Road Bridges (Plain
Reinforced, Pre-stressed and Com posite Concrete).
TABLE OF CONTENTS
LST OF TABLES
Table 8.4: Comparison of Pavement Thickness by IRC and AASHTO Method ..........5
Table 8.7: Drainage Coefficient (mi) for Unbound Bases and Sub-bases............ .....10
Table 8.23: Cost Estimate for lnitial Construction Case 1 ............... ........30
Table 8.24: Cost Estimate for Strengthening Overlays (10 th & 20th) Case 1 .........30
Table 8.25: Cost Estimate for Functional Overlays (5th, 15th and 25th Year) Case 1 ...............30
2
Table 8.26: Cost Estimate for lnitial Construction (Rigid Pavement) Case ............30
8.1 GENERAL
For the 4-laning project, pavement design is required for the following cases:
. Strengthening overlays for existing pavement
. New pavement for widening existing carriageway on existing formation for
accommodating width for kerb shyness and paved shoulders for symmetrical widening
and eccentric widening
. New pavement for new carriageway (eccentric widening)
. New pavement for service roads
. Rigid pavement as an alternative to flexible pavement and for purposes of life-cycle
cost analysis.
The consultants have worked out the designs for all the above cases based on results of
survey/investigations with regard to traffic, axle load spectra, pavement condition and
strength, sub grade/material propefties etc.
Overlay in
Characteristic Overlay in terms of
SI Homogenous terms of
Deflection BM
No. Section (km - km) (mm)
BG+DBM
(mm)
(mm)
o 99.00-103.00 2.44 220 50+1 05
7 103.00-108.00 1.96 210 50+1 00
x 108.00-113.00 0.98 130 50+50
I 1 13.00-1 15.00 1.23 160 50+65
Note: BM thickness has been converted into DBM and BC.
8.4.2 AASHTO Method
Component analysis method of overlay design requires samples of materials from
existing pavement. For this purpose pits of 1000 mm x 1000 mm and 700 mm x 700 mm
were excavated. Pavement details were noted and samples from sub grade level were
collected for laboratory testing.
For evaluating strength of existing pavement layers, standard relation given in HDM-Ill
manual is taken.
To evaluate the structural strength in terms of SNo values for the in place pavement,
average value of the following two methods have been considered.
a) Using Deflection Values
For each section, the deflection values have been averaged to assess the SN value
using the following equation.
SNCI = 3.2 (DEF)-0'63 where base is not cemented
DEF = the mean Benkelman Beam rebound deflection value in mm
SNCI = Modified structural number
SNC values, so computed reflects the in-situ condition during testing which is a dry
period and are likely to produce the upper bound values.
b) Assessment of Pavement Layers
The in place pavement layers were converted to an equivalent structural number by
means of the following relationship.
Where,
i = the strength coefficient of the ith layer.
H = the thickness of the ith layer provided that the sum of thickness.
n = the number of pavement layers;
SNSG = the modified structural number contribution of the sub grade, given by:
SNSG = 3.51 logle CBR - 0.85 (logro CBR)2 - 1.43; and
CBR = the California Bearing Ratio of the sub grade at in-situ conditions of
moisture and density; in percent i.e. DCP CBR values and the 4-day soaked CBR values.
The SN values computed from DCP-CBR and the laboratory CBR at in-situ density have
been defined as SNSGdT and SNSGwet. These two values have been combined using
the following equation.
^ SNSG,1- x SNSG'",
SNSG
SNSG'wet + b x SNSG"o,y
-
[a x J-
Where,
a, b = the duration of dry and wet seasons (fraction of one year) where
a+b = 1 a=0.67 and b=0.33 are adopted
The SNC values so computed reflects the in-situ conditon combining the wet and dry
seasons and the strength coefficients assumed on conservative side.
The SNo value for each section of the in-situ pavement has been taken as average of the
two (SNCI & SNC2) values.
The overlay requirement has been computed using the relation.
SN overlaY = SNr - SNo
Where,
=
SN1 Structural Number required for new construction and
SNo = Structural Number of in place pavement
SN1 have been computed using AASHTO method of design of new pavement for the
design MSA value and the four day soaked CBR value.
This SN value is used to obtain the thickness of Bituminous Concrete (BC) and Dense
Bituminous Macadam (DBM) applying their structural coefficient of 0.42 and 0.35
respectively.
The out put of entire design process has been presented in Table 8.4 (for 10 years).
Thickness obtained from AASHTO Method has been adopted for design and shown in
Table 8.4.
c^
otrO
,*b
oa^ rnE
!,
o o E o
o tror H3t gtt
Chainage (km) lE
(!
=st
E
d
o
sNc2
zo
N
E
'e .)lo
ri (From equation, o a at)
o -'3 .e
Z+ b(n FO
2e Z=
<
E
(J 0.0394
)o zq) -'o U'6o Ftt
o
E lp iIH + SNSG.) zg , ea
u?
From To (MSA) (mm) AC DBM o AC DBM AC DBM
1 2 3 4 7 I 10 1rl 12 l3 14 17 t8 19 20 21
49.0 75 .o 1.90 50 90 2 .73 .33 U .98 3.03 5 .50 2.47 50 179.3 50 1,20
6'1 64.0 .o 0.80 50 50 4 .35 3.27 0 .98 e .81 5 .50 1.69 50 122.6 50 65
103.0 75 .o 2.44 n 105 1.94 .07 0 .98 2 .50 5 .50 .00 50 217.7 50 160
103 108.0 75.6 1.96 50 100 2.92 3.51 0.98 .21 5.50 2.29 50 166.2 50 110
108 1 13.0 75.6 0.98 50 50 4.16 2.9 0.98 ? .53 5.50 1.97 50 143.0 50 85
.1 4R
113 75.6 1.23 50 65 3.32 3.06 0.98 .19 5.50 2 ? 50 170.5 50 rl10
During time of pavement investigation, it was found that major portion of the road
consisted of several distresses namely pothole, patch, -cracks, edge break etc.
Benkelman Beam Deflection testing may assess the existing pavement strength on the
higher side, leading to lower values of overlay thickness.
The high roughness values indicate the presence of undulation (i.e. deformation) on the
riding surface. Rut depth measurements also corroborate the same.
Therefore, under the given situation the overlay values as derived using AASHTO
practice for component analysis method is recommended for adoption (Ref.: Table 5.5).
8.5 DESIGN OF NEW FLEXIBLE PAVEMENT
Following design parameters are considered for new pavement design:
Design Period:- 15 years
Design Traflic-137 MSA
CBR:- 9
8.5.1 IRC Method
Design of new flexible pavement applies to the new carriageway and widening of existing
carriageway including paved shoulders. The methodology recommended in IRC: 37-2001
has been adopted, and the designs recommended based on best engineering judgment.
Construction of new pavement will apply for the following two cases:
i. Widening on existing formation for accommodating the paved shoulders and width for
kerb shyness
For this case, the existing sub grade will be prepared to required compaction, and the
CBR of existing sub grade at 97o/o of MDD will apply. From the laboratory test results of
trial pit samples, it found that CBR of sub grade samples vary from 8 to 42.
i. Pavement for new carriageway (eccentric widening)
From the laboratory test results of borrow pit samples, it found that CBR of sub grade
samples vary from 6 to 29. 90 th Percentile CBR has been adopted for pavement design
and 90 th percentile CBR graph is shown in Figure 8.1 and found value of 9%.CBR value
9 is recommended for new pavement.
Percerrtle cElR
30.oo
25-OO //tt'
20-oo ---''
15.OO
,/
1 0.oo
-t"---
5.OO
o.oo
EE
Percentle
Based on the design CBR arrived from the Figure 5.1, the pavement
design as per IRC:
37 -2001worked out and final pavement compsitions are mentoned below.
Design CBR = 9%
Design Traffic = 137 million ESAL
BC = 50mm, DBM = 150mm
Sub base thickness=250 mm
Base course thickness=2O0 mm
8.5.2 AASHTO Method
General
Pavement design has also been carried out by AASHTO method for
comparison and for
assistance in engineering judgment, the Oelign has been worked out for
carriageway.
the new
Sol/ Support Value
The soil support value has been taken for 4 days- soaked sub grade CBR
of g and this is
equalto in term of resilient modulus Mr=2640(9iouo=10770 psl
Pavement Performance
ln AASHTO method of design, the serviceability of pavement is expressed
in terms of
Present Serviceability lndex (pSl). For this project, the following serviceability
factors are
adopted:
PSI = 4.2
Terminal Serviceability pSl = 2.2
Serviceability loss during design period 4.2-2.2=2.0
Structu ral Layer Coefficient
Structural Layer Coefficient (a) is the parameter adopted in the present
study for
representing the relative strength of individual pavement iayer materials.
The strength of
an individual pavement layer (i) of thickness (D) is assessd as the product
of a a-nd D
and m. The total pavement strength (i.e. Structral Number SN) cn then
= be obtained
by summing the strengths of the individual pavement layers according to the
following
empirical equation:
SN
Er*r,xa,D,m,)
Where,
SN= Structural Number of pavement
i= Structural Layer Co-efficient of ith layer
D = Thickness of ith pavement layer in inches
n = Drainage Coefficient for the i th layer
structural layer coefficients adopted are presented in the following Table-g.6.
Table 8.6: Layer Coefficients
Layer Structural
Coefficient (a) Remarks
AC 0.42 Enc = 4 00 000 PSi
DBM 0.35 Eoeu = 3 00 000 PSi
Structural
Layer Remarks
Coefficient (a)
WMM 0.14 Assuming CBR = 100Vo , Er,mvr = 30 000 PSi
GSB 0.11 Assuming CBR = 30%, Eose = 15 000 PSi
Refer Figure 2.5, 2.6, 2.7 and 2.9 of AASHTO Guide for Design of Pavement Structure
93 Clause 2.3.5 pp ll-17
Drainage Coefficients
The effects of drainage-related reductions in pavement strength and degradation (i.e. due
to saturation and flooding) are considered in the AASHTO Guide by the application of
adjustment factors to individual pavement layers. These adjustment factors are assessed
based on comparison with the design drainage conditions for the AASHTO Test Road for
which drainage layer coefficients are set equalto unity (i.e. one) for all pavement layers.
Drainage layer coefficients (m) are applied directly to individual pavement layer thickness
(D) to obtain integrated total pavement structural number (SN) corrected for drainage
conditions as indicated below:
SN = 1D1 fi1+ 2D21f12 + aDsfi1a + '.'.. + DfTl
Where,
^i
at Structural layer coefficient for the "i"th layer
Di = Thickness of the "i"th layer
mi = drainage layer coefficient for the "i"th layer
Estimation of drainage layer coefficients according to the AASHTO Guide is based on:
the quality (i.e. permeability) of the drainage (i.e. the time required for the pavement
layer(s) to drain), and
the percent of time the moisture content of the pavement layer(s) approach saturation
(e.9. due to flooding, capillarity etc.).
The AASHTO Guide provides the following guidelines for assessing the Quality of
Drainage:
Quality of Drainage Water Removed Within
Excellent 2 hours
Good 1 dav
Fair 1 week
Poor 1 month
Verv ooor (water will not drain)
Quality of Drainage for the granular construction materials to be used for this section was
assessed to be:
Wet-mixed macadam (WMM) - good
Granular sub-base (GSB) - good
The percent of time pavement-structure is exposed to moisture levels approaching
saturation was assessed for estimated design floating conditions based on project
hydrology studies. Additional allowance was added for granular materials recognising the
potential egress of rain run-off through crack/openings in the carriageway and shoulder
surfaces, especially at the paved/unpaved shoulder interfaces.
The design drainage layer coefficients (mi) were based on design guidelines provided by
the AASHTO Guide are given in Table- 8.7.
Where,
Wrs = predicted number of 18-kip(8.2 ton) equivalent single axle load
applications,
Zs standard normal deviate,
so combined standard deviaton of the traffic prediction and
performance prediction,
lPSl = difference between the initial design serviceability index, po, and
the design terminal serviceability index, p,
Mn resilient modulus
SN Structural Number
From the adopted values of different parameters, and using computer package, the
required SN value has been computed and found 5.95.
Design of Pavement
As peTAASHTO Guidelines, the design of flexible pavement comprises two parts:
+ Calculation of Structural Number requirement for different layers depending upon the
type of material used for construction.
+ Cailculation of individual pvtntfit layer thickness /s based on interlayer
compatibility.
The basic AASHTO equation as given in equation 5.1 is an iterative equation and the
Consultant has develped a worksheet programme for structural number calculation.
Detailed process of thickness calculations is outlined in the following steps:
1. Calculate SN3 (SN sub grade) based upon Mp value for sub grade soil
2. Calculate SNz (sub-base) ased upon Mp value for sub-base
3. Calculate SNr (base) based upon Mp value for base course
4. Calculate thickness of bituminous material:
SN.
U,=-
a.
Comparison of the results in Table 8.9 shows a marked difference in respect of thickness
of bitumen-bound and granular layers. The AASHTO method of design has resulted in a
substantially higher thickness of bound layers (DBM) but relatively lower thickness for
granular layers.
The road falls in the tropical zone with hot and relatively dry climatic conditions. ln the
performance of pavements, environmental parameters have a significant role to play, and
in the present case, oxidation of the bituminous binder, shrinkage cracking and attendant
distress of the wearing course are anticipated, and these will need to be corrected
periodically. For economical management of the pavement, one possible approach would
be that the pavement is constructed with a strong base and the wearing course is
renewed periodically, say once every 5 years, to correct the distress manifestations
(cracking, ravelling etc.), to improve the pavement's functional and riding quality and
somewhat add to its strength. Such an approach is proposed for the present project.
For any traffic level, the AASHTO procedure developed from the Road Test at lllinois
(where the pavement is subject to freezing and spring thaw conditions) gives a much
higher thickness for bitumen-bound courses compared to the IRC method (developed
from experience in tropical countries). ln areas subject to spring thaw, virtually the ice-
melted water flows through the granular base/sub-base courses resulting in substantial
reduction to their bearing capacity. On the other hand, because of the near freezing
temperature, the bitumen-bound layers become hard and stiff and serve to distribute the
imposed traffic loads like a plate or rigid pavement where deflection and flexural stresses
become critical. For meeting with such situations without cracking, the bitumen-bound
courses have to be relatively thick, of the order of 250-300 mm even for medium level
traffic (25-50 million ESAL). This is the major reason that explains the relatively higher
thickness of bitumen-bound courses given by the AASHTO method.
ln the light of the above discussion, the Consultants recommend the adoption of
pavement design composition worked out from the IRC:37-2001 method.
8.5.3 Matching of Bituminous Layers
Matching of bituminous layers between strengthening and widening porlions will arise
with case of widening on existing formation and symmetrical widening. For such cases,
for facilitating application of bituminous courses in a single stroke, matching of the layers
is required. The difference thickness of new pavement and overlay pavement will be laid
first and separately. lt will helpful to lay common thickness of DBM with first operation
and BC in second operation.
Overlay Thickness
Pavement Thickness for New Pavement(mm)
Section lmml
AC DBM AC DBM WMM GSB
31-49 50 120 50 150 250 200
49-54 50 95 50 150 250 200
54-61 50 95 50 150 250 200
61-64 50 oc 50 150 250 200
64-86 50 120 50 150 250 200
86-99 50 160 50 150 250 200
99-103 50 110 50 150 250 200
1 03-1 0B 50 B5 50 150 250 200
108-112 50 110 50 150 250 200
Note: The overlay will be applied after correcting the profile by profile correcting colrrse,
repairing pot hole, edge break, crack sealing and other drsfresses.
Design parameters:
The design parameters for rigid pavement design are brought out in following sub-Para:
Tyre Pressure:
Stresses in concrete pavements having thickness of 200mm or more are not affected
significantly by the variation of tyre pressure in the range between 0.7 Mpa to 1.0 Mpa. A
tyre pressure of 0.8 Mpa (8kg/cm' is considered for design.
Safety Factor
Unpredicted heavy truck loads are taken care of by a Load Safety Factor (LSF) of 1.2.
Design Load
Basic design of the slab is done with a 98th percentile axle load. Design thereafter is
checked for fatigue consumption for higher axle loads.
Repetitions
25 % of the total traffic in the both directions of the traffic is considered for design.
Perm issible Deflection
Limiting design deflection for cement concrete pavement is taken as 1.25 mm.
Design CBR:
An effective CBR value of 9 o/o has been taken based on laboratory tests of borrow area
materials.
Modulus of subgrade reaction (k):
Modulus of sub grade reaction values are as obtained from co-relations with CBR values,
I
considering homogeneous soil sub grade. A CBR of o/o gives k=5.3 kg/cm2lcm (ref.
Table 2, lRC58: 2002). When modified for 150mm DLC sub-base, the modified value is
of the order of 37.7 kglcm2lcm. Considering sub grade of 500 mm, granular sub base of
150 mm and DLC of 150 mm will be provided during construction and these layers will
act as a composite layer, Equivalent K value is found 21,2 kglcmt.nUStROADS 1992
recommended maximum permissible value of effective CBR for 150 mm LMC is 75 o/o(k
=17.5 kglcm2lcm).The Consultants have considered and adopted an effective value of 20
kglcm'lcm. Paved shoulders to a width of 1.5m will be provided to prevent erosion and
entry of debris between the pavement slab and foundation when the slab curls upwards.
Thickness of DLC
150mm thick DLC sub-base has been considered, as generally recommended for
modern concrete pavements, particularly in highway and those with heavy intensity of
traffic. 150mm thick GSB above the sub grade has been considered for drainage of water
to prevent excessive softening of sub grade and prevent erosion of the sub grade under
adverse moisture condition. A separation membrane of 125 micron polyethylene is
considered to be placed between PQC and DLC to reduce inter-layer friction.
Particulars of PQC
The concrete grade for PQC has been proposed to be M40 with a flexural strength of
45kglcm2. Modulus of elasticity of concrete has been taken as 3.0 X 105 k{cm2. The
Poisson's ratio of concrete and co-efficient of thermal expansion of concrete is taken as
0.15 and 10 * 10-6 /0C respectively.
Sfresses in Concrete:
Ratio between flexural stress due to load and flexural strength of concrete is termed as
stress ratio. lf this value is less than 0.45, the allowable number of repetitions of the axle
load has been considered to be infinity. Further, concrete slab is designed to withstand
the stresses due to warping and wheel load at the edge region considering criticality of
total combined stresses in three regions of the slab i.e. corner, edge and interior.
Design Life, Average Annual Growth Rate and Design Traffic
The design life for rigid pavement has been taken as 30 years. The year of opening is
2011.
The growth rates taken for the design are furnshed in Table Ll2
Table 8.'12:Tralfic Growth Rates
Average AnnualGrowth Rate (%)
Period
Car Bus Truck
Upto 2012 7.5 7.5 7.5
Beyond 2012 7 7 I
However, for arriving for design traffic, average annual growth rate of truck has been
considered.
Based on this the total cumulative commercial traffic in 2040 has been calculated to be
245120747. Therefore, Design Traffic = 25o/o of 245120747 =61280187 repetitions of
commercial vehicles
Axle load suruey data analysis
Axle load survey data has been analysed and test results are shown in Table 8.13.
Tab e 8.13: Anal of Axle Load Su Data
Single Axle Load Distribution Tandem Axle Loat I Distribution
Direction: Both Direction: Both
Axle Group Percentage Percentage of
(Tone) No of Axle No of Axle
of Cateqory Gateqorv
UP DN Total UP DN Total
3-5 342 163 505 35.84 B 0 8 0.57
5-7 137 156 293 20.79 4 4 B 0.57
7-9 50 94 144 10.22 4 13 17 1.21
9-11 39 40 79 c.o I 1 3 4 0.28
4
11-13 35 85 120 8.52 3 I 4 0.28
13-15 27 42 69 4.90 n 1 1 0.07
15-17 11 21 32 2.27 0 0 0 0.00
17-19 10 7 17 1.21 U 0 U 0.00
19-21 to 68 84 5.96 0 J 0.21
21-23 0 0 0.00 0 4 4 0.28
23-25 0 0 0 0.00 0 0 0 0.00
25-27 0 0 n 0.00 0 0 n 0.00
27-29 0 0 0 0.00 0 0.21
29-31 0 n 0 0.00 0 0 0 0.00
31-33 0 0 ^ 0.00 0 0 0 0.00
33-35 0 0 0.00 0 0 0 0.00
A
35-37 ^ 0 0 0.00 0 1 I 0.07
37-39 0 U 0 0.00 0 0 0 0.00
39-41 0 0 0 0.00 0 13 13 0.92
41-43 0 0 0 0.00 U 0 0 0.00
Total 667 o/o 1409 95.3 20 46 oo 4.7
Using Table 8.14 percentage verses mean load graph and equation of best fit curve are
plotted and shown in Figure 8.2. Using best ft equation, 98'n percentile axle
load=0.0046*98*98-.379*98+1 1 .933=18.97 ton i.e. Wheel load=9.49 ton =9500 Kg(say)
20
1
/
fit a
o
J o
o
10
-r'
<L
0
0.00 20.oo 40.00 60.00 80.00 100.00 120.oo
Percentage
Figure 8.2
Expected Repetition Analysis :
Expected repetition analysis has been furnished through the Table 8.15.
Axle Group Single Axle Load Distribution Tandem Axle Load Distribution
fionnel Direction: Both Direction: Both
Percentage of Percentage of Expected
Expected repetition repetition
Gateoorv Cateqorv
I 2 3=(2/1 00)*61 300000
3-5 35.84 21963445 0.57 347936
5-7 20.79 12743147 0.57 347936
7-9 10.22 6262844 1.21 739364
9-1 I c.o I 3435866 0.28 1 73968
Ratio
(1) (2) (3) (4) (5) (o, (5)/(6)
Single Axle
4 4.8 <7.1 <.16 21963445 lnfinity 0.0000
As cumulative fatigue life consumed is 0.52+0=0.52 ie less than'1', the design is safe.
Check for temperafure sfress
Poisson's ratio (u) = 0.15
Modulus of elasticity of concrete (E) = 300000kg/cm2
Modulus of sub grade reaction (k) = 2}kglcm3
Slab length, or spacing between consecutive contraction joints (L) = 4b0 cm
Slab width, or spacing between longitudinaljoints (W) = 350cm
Temperature differential for West Bengal region (t) = t6.880C (Extrapolate for thickness
32 cm from Table 1 of IRC:58-2002)
Co-efficient of thermal expansion of concrete (alpha) = 1.00E-05i qC
Checking for slab thickness (h) =32 cm
=80.5 cm
Lll =450180.5=5.52
wil=350/80.5=4.35
Bradbury's co-efficient (C) =0.859 (from Fig.2 of IRC-58:2002)
*
3 105
*1* 10-s * 16.88 *0.859
Edge warping stress =E(C
a = = 21.22 kg/cm2
Total of temperature warping stress and the highest axle load stress obtained from table
5.16
=21+21.22=42.22 kgicm2 < 45 kg/cm2 (Flexural strength) ,Hence Safe.
Hence, the pavement thickness of 32cm is safe under the combined action of wheel load
and temperature. Hence 32 cm thickness Slab thickness is recommended.
8.7.1.2 Check for Gorner Stress
Corner stress is checked based on 98th percentile load, 9500 kg
l=80.5 cm
a=radius of area of contact of wheel.
Considering a single axle dualwheel, a is calculated using the following equation:
a=t0.8521* P * s ( P )oulo.s
' 3.1414* q 3.1414 'Q.5227 * q'
a t0.8521*
9500 + 31 ( 9500 )o'ulO.s
= ' 3.1414*8 3.1414',0.5227*8'
=28.15 cm
concrete,!=o/ K =
+rt 0.238
Bearing stress in dowel bar, opax - (kPtX?+FZ) - Kglcmz' <292.3
(4p3Er 278 Kqlcm"
Hence . the dowel bar soacino and diameter assumed are safe
Adopted Desiqn
Deformed dowel bar of diameter = . cm
Deformed dowel bar soacino r = 20 cm
Lenqth of dowel bar = 50 cm
Where,
Wre = the predicated number of 18-kip equivalent single-axle load applications
Za = the standard normal deviate
So = the combined standard error of the traffic prediction and performance prediction
E = the thickness (inches) of the pavement slab
APSI =the difference between the initial design serviceability index, po, and the design
terminal serviceability index, p1
S'" = the modulus of rupture (lbf/in2) for Poland cement concrete used on a specific
project
= the load transfer coefficient used to adjust for load transfer characteristics of a
specific design
C = the drainage coefficient
E" = the modulus of elasticity (lbf/in2) for Portland cement concrete
' Effective sub grade CBR found 75o/o (from Fig. 9.2 of AUSTROADS).
Equivalent stresses and erosion factor for slab thickness 320 mm (Refer Table 9.20 of
AUSTROADS - 1992) have been found as
Equivalent stress
0.43 - Single axle single tyre
0.71 - Single axle dualtyres
0.61 - Tandem axle dualtyres
Erosion factor
1.57 - for single axle single tyre
2.17 - for single axle dual tyres
2.31 - for Tandem axle dual tyres
Axle load application = 4639500 repetitions
Average load per tyre for various Axle loads are tabulated below:
Single Axle Load (ton) Load applying LSF (1.2) (ton) Load per Tvre (kN)
0-9* 9x1.2 54 **
9-11 10 x 1.2 60 *"
11 13 12 x 1.2 36
13-15 14 x 1.2 42
15-17 16 x 1.2 48
17-19 18 x 1.2 54
19-21 20 x1.2 60
Tandem Axle Group Load applying LSF (1.2) (ton) Load per Tvre (kN)
0-13 13 x 1.2 19.5
13-17 15 x 1.2 22.5
17-21 19 x 1.2 28.5
21-23 22x 1.2 33
23-29 26 x 1.2 39
29-33 31 x 1.2 46.5
33-37 x 1.235 52.7
37-39 x 1.238 57
39-41 40 x1.2 60
Note: * Maximum load has been considered.
**
Single Axle Single Tyre has been assumed
Number of repetition has been calculated below: (Refer Fig. 9.4 of AUSTROADS-1992)
Determination of Stress
Assuming M40 grade of concrete is to be used for design.
Equivalent stress already found out. Now stress ratio is found as:
For single axle single tyre 0.4314.5 = 0.0977 = 0.1 (sav)
Single axle dual tyres 0.7114.5 = 0.1567 = 0.16 (say)
Tandem axleQ.61l4.5 = 0.1355 = 0.15 (say)
Assuming - Single axle single tyre carries load 0 -I & I- 11 ton axle group load,
remaining load is carried by single axle dual tyres.
Erosion factor
1.46 - for single axle single tyre
2.06 - for single axle dual tyres
2.21 - for Tandem axle dual tyres
Number of repetition has been calculated below: (Refer Fig. 9.4 of AUSTROADS-1992)
Determination of Stress
Equivalent stress already found out. Now stress ratio is found as:
For single axle single lyre Q.3714.5 = 0.08
Single axle dual tyres 0.6214.5 = 0.14 (say)
Tandem axle Q.5414.5 = 0.1355 = 0.12(say)
Assuming -
Single axle single tyre carries load 0 -I & I- 11 ton axle group load,
remaining load is carried by single axle dual tyres.
Load per Tyre No of Expected Fatigue Life
Stress Ratio Fatigue Life
tkN) Reoetition Consume
Sinqle Axle
54 0.08 40969437 Unlimited 0
60 0.08 3435866 Unlimited 0
JO 0.14 5219037 Unlimited U
st.
Item Details Remarks
No.
M-40 Pavement Quality
1 320 mm thick
Concrete (PQC)
+ Routne maintenance in the form of patching, pothole repair, sealing of cracks etc. as per
tRC-82.
+ Periodic Rehabilitation/Maintenance by way of strengthening/ Functional overlays.
: Case 2
For Rigid Pavement
+ Joint sealing, sealing of cracks, mud jacking of settled slabs including routine
maintenance.
The cost of annual routine maintenance of pavement component is taken to be as
follows:
(a)Flexible Pavement
Rs 50,000/km
(b)Rigid Pavement
Rs 40,000/km
Based on the above norms, the annual routine maintenance cost for cases 1 and 2 works
out to be as follows:
Length Amount
Gase Description Rate/km (Rs) (Rs million)
lkml
1 Flexible 162 50,000 8.10
Table 8.25 show the cost of functional overlay at 5th, 1Sth and 25th year.
Case 2 : Table 8.26 shows the cost of initial constructions involving rigid
pavement for the new carriageway.
Annual/Routine maintenance cost is shown in Table 8.27 for flexible and rigid.
Table 8.23: Gost Estimate for lnitial Gonstruction Gase 1
437.5"162 =70875
Table 8.25: Cost Estimate for Functional Overlays (5th, 1Sth and 25th Year) Gase I
st. Thickness Amount
No.
Item (mm Quantity (cum) Rate (Rs) (Rs Million)
1 BC 30 262.5*162 =42525 6502 276.5
sl. Amount
Pavement Type Rate (Rs.) Length(km) (Rs. Million)
No.
1 Flexible 50000 162 8.1
Riqid 40000 162 6.5
The routine maintenance cost for Case 2 worked out and amounts to Rs. 6.5 million per
year.
8.10.3 Economic Analysis
The details of economic analysis based on present-worth method, i.e. present value of
total of construction and maintenance costs over the analysis period of 30 years are
provided in Table 8.28 & Table 8.29. lnflation and discount rate are taken 5 and 12o/o
respectively for analysis.
8.10.4 Gonclusion and Flecommendations
ln the Life Cycle Cost Analysis, the present values of all the costs for each of the
alternative have been computed. The alternative giving the lowest present value of the
costs has to be taken to be the most advantageous option from economic angle. The
final recommendations about the pavement option to be adopted will however take into
account specific location and environmental features etc.
Taking into consideration the above parameters, the present value for Case 1 and Case
2 works out to Rs 3818.3 million (Flexible) and Rs. 3447.6 million (rigid), respectively.
Hence rigid pavement is more preferable and attractive option but NPV do not differ too
much.
Difference between two NPVs of two alternatives 10.7% (nearly 10 o/o ) may be
considered similar or equivalent(Source:Guidelines for Life Cycle Cost Analysis,Final
Report,July 23-submitted by Dr Kaaan Ozbay,Center for Advanced lnfrastructure
& Transportation(CAIT),FHWA -NJ -2003-012).Hence flexible pavement may be
considered for recommendation).
Again, looking is terms of the investments required for initial construction of the pavement
for the new carriageway for the entire length of 162 km of the project road, Case 1
providing for flexible pavement alternative turns out to be more attractive as illustrated by
the following cost figures:
lnitial Gost of
Option Construction (Rs
millionl
i) Case 1(Flexible new carriageway) 3194
ii) Case 2(Rigid new carriageway) 3606
Thus, Case 1 involving construction of the new carriageway wth flexible pavement and
flexible overlay for existing carriageway proves to be advantageous from initial
construction cost. Accordingly, this alternative is recommended for adoption for the
Project Road.
able 8.28: Life le -Flexible Pavement
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2008 1 st vear const 958.2 958.20 958.20 958.20
2009 2 st vear const 1179.9 1238.90 1106.16 2064.36
2010 3 st vear const 1179.9 1300.84 1037.02 3101.38
2011 Annual Maintenance 8.1 9.38 6.67 3108.05
2012 Annual Maintenance 8.1 9.85 6.26 3114.31
2013 Annual Maintenance 8.1 10.34 5.87 3120.17
2014 Annual Maintenance 8.1 10.85 5.50 3125.67
Annual Maintenance +
2015 276.5 389.06 175.99 3301.67
Functional
2016 Annual Maintenance 8.1 11.97 4.83 3306.50
2017 Annual Maintenance 8.1 12.57 4.53 3311.03
2018 Annual Maintenance 8.1 13.19 4.25 3315.28
2019 Annual Maintenance 8.1 13.85 3.98 3319.26
Annual Maintenance +
2020 460.8 827.53 212.41 3531.67
Structural
2021 Annua Maintenance 8.1 15.27 3.50 3535.1 7
2022 Annua Maintenance 8.1 16.04 3.28 3538.45
2023 Annua Maintenance 8.1 16.84 3.08 3541.53
2024 Annua Maintenance 8.1 17.68 2.88 3544.41
Annual Maintenance +
2025 276.5 633.74 92.30 3636.71
Functional
2026 Annual Maintenance 8.1 19.49 2.53 3639.25
2027 Annual Maintenance 8.1 20.47 2.38 3641.62
2028 Annual Maintenance 8.1 21.49 2.23 3643.85
2029 Annual Maintenance 8.1 22.57 2.09 3645.94
Annual Maintenance +
2030 460.8 1347.96 111.40 3757.34
Structural
2031 Annual Maintenance 8.1 24.88 1.84 3759.1 I
2032 Annual Maintenance 8.1 26.12 1.72 3760.90
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2033 Annual Maintenance 8.1 27.43 1.61 3762.51
2034 Annual Maintenance 8.1 28.BO 1.51 3764.02
Annual Maintenance +
2035 276.5 1032.30 48.41 3812.43
Functional
2036 Annual Maintenance 8.1 31.75 1.33 3813.76
2037 Annual Maintenance 8.1 33.34 1.25 3815.01
2038 Annual Maintenance 8.1 35.01 1.17 381 6.1 B
2039 Annual Maintenance 8.1 o./o 1.10 3817.27
2040 Annual Maintenance 8.1 38.60 1.03 3818.30
tr
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2034 Annual Maintenance 6.5 23.11 1.21 3441.79
2035 Annual Maintenance 6.5 24.27 1.14 3442.93
2036 Annual Maintenance 6.5 25.48 1.07 3444.00
2037 Annual Maintenance 6.5 26.75 1.00 3445.00
2038 Annual Maintenance 6.5 28.09 0.94 3445.93
2039 Annual Maintenance 6.5 29.50 0.88 3446.81
2040 Annual Maintenance 6.5 30.97 0.82 3447.64'
TABLE OF GONTENTS
- LIST OF TABLES
Table 9.1: Proposed Position of New Carriageway in relation to Existing Road........ .................2
Table 9.2: Embankment Raising Sections .............3
Table 9.3: lmportant Junction Locations Proposed for lmprovement.......... ................4
facility.......
Table 9.4: Proposed Facility for Median Openings fr U-Turn ..................5
Table 9.5: Details of New Structures at Railway Crossing ......6
Table 9.6: Summary of proposed treatment to the existing culverts .........6
Table 9.7: Summary of Proposed Longitudinal Drains ............6
Table 9.8 : Details of Proposed Bridges ................9
Table 9.9: Details of Proposed ROB .....................9
Table 9.10: Locations for Truck Parking cum Rest Areas .....12
9.1 GENERAL
This chapter is intended to give brief descriptions concerning the various improvement
proposals for the up-gradation of existing two lane carriageway facility of NH 34 to 416
lane divided carriageway configuration. These improvement proposals are based on the
findings from various engineering features carried out on the project roads such as
Engineering Survey and lnvestigations and Traffic Survey and Analysis. hese features
are discussed in detail in the previous chapters.
lmprovement proposals for a highway essentially consist of two components, geometric
and structural. Geometric improvement deals with visible dimensions of roadway and is
dictated by the traffic and economic considerations. Geometric design involves several
design elements such as horizontal and vertical alignments, sight distance
considerations, cross sectional elements, lateral and vertical clearances, intersection
treatment, control of access etc. The structural component deals with the pavement and
embankment design aspects, i.e., the ability of the highway to adequately carry and
support the vehicle/ wheel loads over the design period.
The improvement proposals for the proposed widening to 4/6-lane configuration system
include the provisions for the following major items:
. Geometric lmprovements and realignments;
. Bypasses
o Widening Proposals and Reconstruction;
e Pavement;
. Road Junctions;
. Bridges and Cross-Drainages;
. Safety and Special Problems; and
. Road Appurtenances;
9.2 GEOMETRIC DESIGN PROPOSALS
The proposals for the improvement of the geometric elements of the existing national
highway generally include:
o 416 Lane configurations
The existing 2-lane National Highway will be strengthened and widened to 4-lane
dual/divided carriageway.
Where the ROW is extremely limited, additional land needs to be acquired .At present
there are several underground and over-ground utilities running along the roadside
within ROW. For 4,16-laning these will need relocation. lt will be possible to relocate the
existing utilities at the extreme edge of the new ROW.
Urban and Rural areas are provided with 4 lane divided carriageway with 1.20m and
4.5m median. The main carriageway will be raised at the locations of ROB/Underpass
etc. ypical arrangement is shown in typical cross section in drawing volume. Some
built-up sections where the available ROW is less than 30m like Palasi between km 159
to 160, additional land to be acquired to accommodate the roadway width.
Realignment locations on existing alignment due to horizontal geometric improvements
shall be provided with formation width required lor 4 lane only. Typical arrangement is
shown in typical cross section in drawing volume.
Proposed Median
Generally standard 4.5 m width median (4.5m raised and 0.5m shyness on both sides)
will be proposed but it may be physically difficult and impracticable to have the standard
median for the entire length of the project road because of passage through built-up
areas with inadequate land and the constraints of foundations of exsting bridges to be
retained. As dictated by site conditions, the median width (including edge strips) will vary
from 1.7m to as high as 9.0 m or 10m where required but in general itwill be maintained
as 4.5 m excluding shyness.
Horizontal Alignment
Efforts have been made, during design of horizontal alignment, to accommodate the 4-
lane highway, keeping in view the eventual widening to 6-lane configurations, with the
optimum use of the existing ROW, without making any compromise in standards. A
minimum radius of 360m has been kept, except at approaches to ROB and RUB to
achieve a good balance among for structure, additional land acquisition and highway
geometric. However the ROB/ RUB are designed for minimum 8Okmph speed. The
super elevation and the length of transition curves have been finalised with maximum
super-elevalion of 7 o/o.
However the judicious location and sizing of all new (reconstruction and additional)
culverts and raising of embankment will be based on a full hydrological analysis of the
project area, would be carried out at forthcoming stage for Detailed Design.
9.3 REALIGNMENT
Realignments have been proposed where it is not feasible to improve the existing
alignment of 2-lane road to the desired design standards. The constraints at each
location have been described in the previous chapter. The summary of proposed
realignments is given below:
Realignment
Maximum
Side of
Sr.No. Location Name From To deviation from
Existing road
Existinq Road
1 Amsanga Village 33.700 34.200 LHS 45m
2 BirohiVillage 55.700 56.1 00 LHS 45m
3 Gobindpur 95.500 97.800 LHS 140m
4 Krishnagar 112.000 112.500 LHS 100m
The traffic magnitude of each junction warrants for at-grade facility. Keeping in view the
short distance between these two intersections and the expected reduction in the turning
movement traffic immediate after upgradation of the Project Road, it is proposed to have
integrated at-grade intersection for both junctions. lt may be upgraded to grade separated
intersection as and when traffic demand, may be after year 2016. However the geometric
design of at-grade design will be in such a way that grade separated can be retrofitted at-
grade geometric with minimum futile investment.
However, for the turning traffic at major junctions, waiting for switching over either to the
cross road or to the other carriageway, suitable provision of storage lane will be made in
the design of at grade road junction.
Reinforced soil wall has been proposed behind the abutment and for 300m length of
approaches beyond the abutments for all the Five-lane ROBs.
9.I3 CROSS DRAINAGE STRUCTURES
There are 79 number of culverts exist in project road. The details of existing culverts are
given in Appendix l.l. ln addition to the existing culverts, 80 nos. of new culverts is
proposed out of which some will also act as cattle/pedestrian crossing. The details of
proposed treatment to the existing culverts is summarised in Table 9.6 given below:
SL Length
Type of Drain Remarks
No fkm
1 Rcc Box drain in urban/Semi Urban Area 3.900 On both side in semi built up area
2. Open unlined drain in rural area '164.100 ln rural area
9.I5 BRIDGES
Proposed Cross Section at Bridge Locations
The overall formation width of the road and the flyoversibridges s being kept the same.
Accordingly the formation width of the two lane structures is being kept as 1 1.0m
consisting of 7.0m for carriageway width, 0.5m towards shyaway distance, 1.50m towards
paved shoulder, earthen shoulder 1.5m and 0.50m shall be for the crash barrier on each
side. Details of proposed Bridge are presented in Table 9.8.
GeneralArrangement Drawings for ROBs and RUB
There are four railways crossing in package 1 of the existing project road, two numbers are
consisting of broad gauge line and two numbers are narrow gauge line. ROB shall be
provided for all railway crossing as discussed with the client. The locations of railway
crossngs are as follows-
Sl. No. Location Type of Railway line
1 Railway line at km.76.0 Broad Gauge
2 Railway line at km 90.600 Broad Gauge
3 Railway line at km.96.450 Narrow Gauge
4 Railway line at km.110.980 Narrow Gauqe
There is one existing RUB at km.1 1 1.700 near Krishnagar.
General arrangement drawings for the four lane ROBs shall be prepared and submitted
through NHAI to Railways for their approval.
General arrangement drawings have been prepared based on the sub-soil investigation
report and the preliminary design of the ROB and RUB. Type of super-structure shall be
proposed such that during the construction it does not interfere in the movement of the
train. Pre-cast post-tensioned/ Pre-cast pre{ensioned girders/structural steel girders shall
be used for the super-structure in order to avoid any kind of props from below. Details of
the ROB / RUB are presented in Table 9.9.
Span arrangement of proposed Bridges
The span arrangement of proposed bridges where existing bridges are retained shall be
kept same as that of existing bridge or a multiple of existing span arrangement to avoid
excessive scour of the bridges at down-stream.
However in case of new bridges, the span arrangement shall be decided based on the soil
investigation and economy of the structure.
Details of submersible bridges
The following bridges are not high level bridges in accordance with the IRC codal
provisions, therefore, they are proposed to be dismantled and four lane bridges are
proposed to be constructed at these locations.
Span Total Length Type of Whether
S.No Ghainage (m) Type of Pier
arranqement Superstructure Submersible
1 55.923 4 x 5.75 23.00 RCC Solid Slab RCC Walltvpe Submersible
Water touches
2 59.74 1 x7.00 7.00 RCC Solid Slab Nit soffit of slab
Water touches
3 110.854 1 x 7.00 7.00 RCC Solid Slab Nit soffit
Handrails provided for the existing bridges are in general in poor condition. Railings shall
be replaced with crash barrier on the existing bridges which are proposed to be retained.
Expansion Joints available on the existing bridges are in poor condition. They are
generally open to leaks and seepage. Strip Seal type expansion joints will be
recommended for the existing bridges being retained to avoid all the defects emerging
from the leakages. The strips-seals shall be extended up{o the top of crash barriers.
The splashing of water on the girder faces is evident in some bridges. The drainage
spouts of the existing bridges being retained shall be proposed to be covered with
galvanized gratings with pipe delivery points extended 150mm below the bottom of
girders.
truck parking cum rest areas for both the packages are as shown in the Table 9.10 for
quick look.
Table 9.10: Locations for Truck
ru Parki cum Rest Area s
Location
Sl No Remarks
From To LHS / RHS
1 53/300 53t400 LHS After Kalayani Mode in
(ii) Erosion of shoulders, verges and embankment slops caused by water running of the
pavement
Continuous gradients of roads and intensity of rainfall require effective drainage system
viz. longitudinal drains along roads and cross drainages (culverts).
Longitudinal drain have been provided on both carriageway and service roads. The
carriageway is having numerous curves with super-elevated sections. Strom water flows
from the one side towards other sides across the carriageway and vice-versa.
The topography of the area is plain agricultural fields on both sides on the road at an
elevation of about 7m above the MSL. Most of the culverts act as balancing culvefts.
9.19.2 Choice of Cross-section of Open Drains
The choice of cross-section of open drain is generally limited to 3 types viz.
(i) Triangular
(ii) Trapezoidal
(iii) Rectangular (Ref.: IRC-SP: 42-1994 para 9.3 - Guidelines on Road Drainage)
Triangular cross section has the disadvantage of lesser flow capacity. Rectangular and
trapezoidal sections are well suited for road side drain with covers
9.19.3 Size of Open drain - Hydrologic Design
The minimum width of the drain is Capt. at 0.9m and depth is as/ hydrological
requirement
9.19.4 Hydraulic Design
The design discharge is based on the Rational method which is an universally accepted
formula relating to rainfall runoff for catchments up to 50 Sq Km (Ref.: 42, para 10.4
Guideline on Road Drainage). Q=0.028 P A ic
Where Q=Discharge (Peak runoff in cum/sec)
lc = Critical intensity of rainfall in cm/hr for the selected frequency and for duration equal
to the time of concentration (time taken for a given drop of water from the most remote
point of watershed to reach the point of exit). lntense rainfall of shorl duration has been
considered and the time of concentration, tc, is equal to storm duration.
The values of 'P' for use in Rational Formulae are given below (Ref IRC-SP-42 Para 10.5
- Guidelines for Road Drainage)
9.19.5 Design Calculation
(a) Coefficient of runoff
The drain is carrying runoff from the road way width and the adjoining fields. The
coefficients of runoff of the various sudaces are:
. Bituminous concrete = 0.90
. Paved shoulders and drain slopes = 0.70
. Plain fields largely cultivated = 0.30
Where L s the length :? ir: road under consideration = soo m (distance from
start of grade to cross drainage points.
= 0.278 hrs
(c) Area
Area contributing to flow at any point L meters from sta1
=18.0xLi10000
Putting L = 500m
= 39.5 xL / 10000
Putting L = 500m
ic=12x210.278+1
= 18.78 cm/hr
(e) Discharge
(i) Main Carriage drain
Discharge Q = 0.028 x P x A x ic
= 0.028 x 0.883 x 0.9 x 18.78
= 0.418 m3/sec .... equation (i)
(ii) Service road drain
Discharge Q = 0.028 x P x A x ic
= 0.028 x 0.44 x 1.97 5 x 18.78
= 0.457 m3/sec .... equation (ii)
(f) Channel Section Calculation
Let the depth = d and width = .9m
Area=0.9xd
Wetted parameter P = 2x d+0.9 m
0.9 m
Hydraulic Radius, R = A/P = 0.9d/ 2d + 0.9 m
DischargeQ = Areax 1/n x R2l3x S1/2 (Manning'sformula)
n = roughness coefficient = 0.015 for concrete drain
Discharge Q = 0.75d
0.015 L2d + 0.9 .J 11000 J
(At super elevation both carriageways flow in one directons)
(i) Service road drain
1.1
0.99m
0.9
0'75m
Provide d = 75cm = 0.75m for service road drain
Considering the viability of the project in BOT format, LBG recommend no service road
and no lined drain in consultation with the client. However a trapezoidal shaped unlined
drain is proposed along the alignment to drain out the surface water as required and
shown in the typical cross section in drawing volume ll.
LIST OF TABLES
Table 10.1 : Findings of Road Safety Audit and Proposed Action ......2
10.1 INTRODUCTION
10.1.1 Background
Ministry of Shipping, Road Transport and Highways, Government of lndia has decided to
take up the development of 416 Lane Divided Carriageway of Barasat - Baharampore
(km 31 to km 193) section of NH-34 for safe and efficient movement of traffic.
National Highways Authority of lndia (NHAI) has been entrusted to implement the
projects development of 416 Lane Divided Carriageway of Barasat - Baharampore (km
31 to km 193) section of NH-34 from its own budgetary sources or loan from ADB or
World Bank or inviting private entrepreneur. The National Highways Authority of lndia
has accordingly taken up project preparation of the existing National Highway passing
through West Bengal and Recently they have decided to implement the project through
Private Entrepreneur.
NHAI will be the employer and executing agency for the consultancy services and the
standards of output required from the appointed consultants are of international level
both in terms of quality and adherence to the agreed time schedule.
Louis Berger Group, lnc., USA has been commissioned by National Highways Authority
of lndia to provide engineering and transportation planning services to assist in this
process.
10,2 OBJECTIVES
The main objectives of the consultancy services are:
. o determine the viability of the Project Road from Technical, Economical and Safety
point of view
o Preparation of detailed project report after carrying the site investigations, technical
and financial analysis and Road Safety Audit
10.3 THIS REPORT
This report provides responses to the Preliminary Safety Audit, dated February 2007, for
the Feasibility Study and Detailed Project Report for 416 Laning from km 31 to km 193 of
Barasat - Baharampore Sections of NH-34 Project in the State of West Bengal.
10.4 PRELIMINARY ROAD SAFETY AUDIT
10.4.1 lntroduction
Road safety audit is a formal procedure for assessing accident potential and safety
pedormance in the provision of new road schemes, the improvement and the
rehabilitation of existing roads and in the maintenance of existing roads. Road safety
Audit should be an integral part of highway planning, design, construction and
maintenance.
ln the Feasibility Stage the road safety audits for NH-34 has been carried out to review
the proposed design from a road safety perspective. The findings of the Road Safety
Audit are produced in Table 10.1 below, together with the designer's response under the
heading Proposed Action.
Steel Beam Crash Barriers shall be installed along the edge of the outside shoulder with
an offset of 2.5 m from the edge of the driving pavement. New Jersey type concrete
Crash Barriers shall be installed in the narrow median.
10.5.3 Road Furniture
Road furniture such as traffic signs, kilometre posts, etc. on the project road provided as
per IRC codes shall meet requirements of MOSRTH Specifications.
On kerbed road sections the edges of the road signs shall be at least 600 mm away from
the edge of the kerb whereas on un-kerbed road sections the edge of the signs shall be
at a distance of 2.5 m from the edge of the carriageway. The design and placement of
highway kilometre stones, the dimensions of stones, size, colour, arrangements of letters
shall be as per IRC:26-1967 and IRC:8-1980. The design, location and materials to be
used for road delineators shall be as per IRC:79-1981, the colour, configuration, size and
location of traffic signs shall be as per IRC:67-2001.
10,5.4 Road Markings
The road markings shall be applied to road centre lines, edge lines, continuity line, stop
lines, give-way lines, diagonal/ chevron markings, zebra crossing and at parking areas
as per IRC: 35-1997. Road markings shall be of hot applied thermoplastic materials with
glass reflectorising beads as per relevant clauses of section 803 of MOSRTH
Specifications.
10.6.1 General
The findings of the Preliminary Safety Audit on the Feasibility Study Scheme are
produced below, together with the designer's response under the heading Proposed
Action.
Proposed Action: Very small built up areas with a few huts and temporary structures
located sporadically are excluded for provision of service roads. However the designer
will have a look at these locations and provide service roads if these are absolutely
necessary and accordingly a list containing the locations of proposed service roads
would be prepared.
10.6.2.3 Problem
Location: Kalyani Junction (km 53.14).
Summary: At grade Junction may result in traffic hazards during peak time.
Description: At grade junction is proposed at this location. At present the peak hour
traffic is about 1500 PCU. Being an important junction due to Kalyani station and Kalyani
town on the western side of the existing road it is likely to be traffic congested after
rehailitation and widening of the project road.
Recommendation: Ensure projected traffic is below 10000 PCU per hour by next 5
years requiring grade separator as per lRC92. Care should also be taken to ensure that
adequate provision in terms of traffic island and channelisation of traffic are made in the
design of the widening to allow for hazards free traffic flow.
Proposed Action: The traffic projection has been carried out and it shows the traffic
figures 10000 in terms of PCU per hour will reach after 30 years period. However
considering the location situated in urban area and very close to Border Security Force
camp the designer is looking for provision of flyover for one carriageway to provide free
flow for through traffic towards Baharampore.
10.6.2.4 Problem
Location: Superelevated stretches
Summary: Drainage arrangements.
Description: The scheme does not show any cross section proposed for superelevated
stretches. he superelevated stretches require drainage arrangement to drain out the
water from elevated carriageway. lf superelevated stretches appear in built up areas the
drainage arrangement for service roads and abutting properties are taken into
consideration.
Recommendation: Ensure the proper drain arrangement is proposed at the
superelevated stretches and cross section is shown in the drawing folder.
Proposed Action: Drainage arrangement is considered for superelevated stretches in
rural areas and superelevated stretches in built up areas.
10.6.2.5 Problem
Location: Entire Scheme Area.
Summary: Visibility of proposed signing.
Description: ln this scheme capacity improvements are provided to accommodate the 4
lane capacity traffic upto the design period. The scheme relies on signage, marking and
channelisation in order to get traffic into the appropriate lane and to/from the entry and
exit in case of merging and diverging. A major part of this channelisation will rely on clear
and adequate fonrard visibility for drivers to all proposed signs on the approaches to and
around the Junctions. Driver confusion and uncertainty may occur if visibility to these
proposed signs are substandard, potentially resulting in late lane changing and vehicular
conflicts.
Recommendation: At detailed design ensure that adequate fonryard visibility is provided
to all signs throughout the extent of the scheme area (and in advance of the scheme) in
order to fully inform all road users of the changes in the layout ahead. All signing and
marking must be in accordance wth both lRC67 and lRC35.
Proposed Action: lmproved signing and channelisation would be developed with
consideration of the above issues at the detailed design stage.
10.6.2.6 Problem
Location: Entire Scheme Area.
Summary: Ensure all proposed Merging and diverging arrangement design complies
with IRC SP 41.
Description: From the strip plans provided, the Audit Team are concerned that non
standard Merging and Diverging are proposed on all locations. Non standard Merging
and Diverging design may lead to driver uncertainty and confusion and result in accident.
Recommendation: The Design Team should ensure that all Diverging and Merging
proposed at the locations of take off point and End point of bypasses is in accordance
with IRC SP 41 and corresponds to the final road layout of the detailed scheme.
Proposed Action: This issue would be addressed in the detailed design stage.
10.6.2.7 Problem
Location: Entire Scheme area
Summary: Pick up Bus Stops to be provided.
Description: The design does not propose pick up bus stops along the project road
corridor to pick and drop the passengers. During site visit it is found that the Bussus are
stopping to pick and drop the passengers at many locations. No standard pick up bus
stop is found along the existing route. lt is therefore, the audit team would like to suggest
to the designer to provide some standard pick up bus stops in consultation with the
client. The Audit Team are concerned that through traffic is likely to be travelling at high
speeds along the main carriageway and in the event of slow traffic ahead or traffic
queuing back from the road side bus stop could increase the risk of shunts and loss of
control accidents as vehicles are forced into late braking.
Recommendation: The Design Team should ensure that the required Pick up Bus Stop
can be maintained along the project road corridor within the detailed scheme.
Proposed Action: The designer will propose some standard pick up bus stops as per
IRC 80 at desired locations in consultation with the client. The length of pick up bus
stops will be provided in such a way so that 2/3 busses can stop at a time at one
location. The queue length for number of busses will be proposed as per importance of
the locations.
10.6.2.8 Problem
Location: Entire Scheme area.
Summary: Additional Cross Drainage Structures.
Description: The design appears to show longitudinal lined drain along the project road
corridor. During site visit it is found the water is accumulated along the road side
because of inadequate side drain and insufficient number of cross drainage structures.
Such locations are Bethuadahari, Palasi and Beldanga.
Recommendation: The designer is therefore requested to take suitable measures
regarding provision of longitudinal drain and additional cross drainage structures to drain
out the water within time and to offer a good road to its users.
Proposed Action: The designer has already considered providing some balancing
culverts at these locations. However the designer will verify that they are in place and
adequate to drain out the run off during detailed engineering stage. This is checked and
found in order.
10.6.2.9 Problem
Location: Entire Scheme Area.
Summary: Proposed signing may be inadequate
Description: Road users on the main carriageway may find themselves in the nearside
lane which becomes the left turn filter lane onto the cross roads. This could cause late
lane changing manoeuvres or swerving when road users realise they are in the wrong
lane. ln particular, this problem could be exacerbated as a large proportion of the
vehicles in the nearside lane existing the Highway are likely to be HCVs. The Audit Team
do not think that there is adequate signing on the off-slip to ensure road users are able to
select the correct lane for their destination.
Recommendation: Consider sufficient signing and lining at detailed design to highlight
the road layout ahead.
Proposed Action: The lane wouid be clearly marked for cross road traffic
10.6.2.10 Problem
Location: Entire Scheme area
Summary: lnadequate Number of lnterchanges
Description: The Audit team envisage that the lnterchanges proposed on the highway
are not adequate in numbers to provide a good speed for the road Users. The audit team
finds there are number of Major/Minor Crossings. The designer should ensure that the
proposed number of interchanges is adequate. The less number of interchanges may
create traffic hazards at the at-grade intersections and the speed and traffic density on
the highway will get reduced.
Recommendation: Ensure that adequate number of interchanges is proposed on this
scheme. Care should also be taken to ensure that adequate provision is made in the
design of at-grade intersections.
Proposed Action: lt is anticipated that adequate number of interchanges will be
available following detailed design. At-grade intersection would be designed to the
standards indicated in IRC SP 41.
10.6,2.11 Problem
Location: Entire Scheme area
Summary: Proposed Safety features like Fencing, Crash Barrier, Hand rails Noise
barrier and pedestrian crossings are inadequate
Description: The Audit team find inadequate length of proposed fencing, barriers, hand
rails and pedestrian crossings. The adequate length of crash barriers is not proposed at
high embankment (height more than 2m) portion. The strip plans show the public
properties like water bodies, Reserve forest and Sanctuaries are not properly fenced.
The entire project road corridor is passing through small/large built up areas with
schools, temples and churches etc. They should be protected from accident and any
kind of hazards. The schools, churches etc closer to highway should be protected by
providing fencing and noise barriers. The project road needs Pedestrian crossings with
hand rails at the approaches at few locations containing temples, churches, Schools and
public meeting places.
Recommendation: Ensure that fencing, crash barrier, hand rail, noise barrier and
pedestrian crossing are proposed at desired locations on this scheme. Care should also
be taken to ensure that they are adequate in length as per standard.
The rate for each item has been worked out as per the Standard Schedule of Rates
available from the state PWD.
11.4.2 Acquisition of Structures
As the proposed project envisages land acquisition/transfer for widening, realignment,
bus bays, Toll Plazas and Truck lay byes. The project certainly involves the clearance of
the squatters and encroachers illegally occupying the ROW. As per the guidelines laid
down in the R&R policy of the NHAI, the vulnerable encroachers are eligible for
assistance in terms of the replacement value for the structures lost. The cost for built-up
properties and land has been worked out based on the local rates for the different type of
structures.
LIST OF TABLES
Project
12.2.1 With and without ................. 1
12.1 GENERAL
Any infrastructure project, which is in terms of improving the existing facility, is subjected
to economic and financial analysis to establish its viability and ensure that the investment
proposed would yield appropriate return either to the national economy of the private/
public investor. The economic appraisal has been carried out for the each National
Highway sections separately, and also for the entire project.
12.2 METHODOLOGY FOR APPRAISAL
12.2.1 With and without Project
The appraisal has been carried out within the framework of 'with' and without' the project
situations. 'Without'the project situation is the one in which the projected traffic would
continue to move on the existing two lane road which will require certain minimum
routine and periodic maintenance for upkeep of the facility. ln the case of 'with' project
situation, the traffic would use the improved facility, which is four-lane divided
carriageway facility.
The benefits due to improvements are the saving in vehicle operation cost, saving in time
and other caused benefits. The cost of the project is subtracted from benefits accruing
year wise and discounted to work out the Economic lnternal Rate of Return. ln the
economic appraisal all the financial estimates of costs and benefits are converted to
economic costs by applying necessary factors.
12.2.2 Cost and Benefit Stream
The cost stream comprises of:
. Capital cost of construction of the project road and related works
o Annual repair and maintenance cost
r Operating cost of vehicles
The Benefit Stream will comprise the cost saving in operation of vehicles and
maintenance of the road between "Do-nothing" and 'Project' options.
As the economic analysis indicates the impact of the project on the economy, all the
financial costs and benefits of the project are adjusted to reflect the economic costs. The
economic cost is derived by removing taxes and duties from financial cost so as to reflect
the resource cost.
On the benefit stream also, the financial cost is converted into economic cost using
appropriate factors. The vehicle operation cost consists of, inter alia, cost of fuel, vehicle
depreciation, crew wages, tyres, repairs etc. that will have to be converted to appropriate
economic cost by excluding taxes and duties.
12.3 INPUT DATA FOR ECONOMIC ANALYSIS
12.3.1 Existing Link Characteristics
General
lmplementation of the project road improvements is conceived to be carried out in two
construction packages. Each of the packages has been dealt with for evaluation
purpose.
Although each of the packages is having uniform traffic in broader terms, major built-up
areas en-route have higher traffic volume specially, in terms of passenger vehicles and
slow moving traffic within the urban influence zones. Thus project road has been divided
into two traffic homogeneous links as given below:
Construction Gosts
(Cosfs rn Rs. Million; Project Length 84km)
Description Cost in Rs Million
CivilWorks 7022.C
CivilWorks Cost Per km 83.60 /km
Non CivilWorks 1300.c
Total 8322.4
Total Cost Per km 116.9 /km
Economical Project Cost in millions
INR
Total 7074.0
Total Cost Per km 84.2 /km
*including Relocation of utilities, Rehabilitation / Social, Environmental cost and Physical
Contingency and Consultancy Fee.
A construction period of 3 years (2010,11 and 12) has been envisaged with a phasing of
25Vo, 4OVo and 35o/o respectively.
12.3.3 Maintenance Standards and Unit Gosts
Unit costs of various maintenance operations are derived from the rates of individual
item of works, discussed in the section dealing with project costs. Maintenance
Standards for the existing road and routine maintenance costs are worked out based on
"Report of the Committee on Norms for Maintenance of Roads in lndia", MORTH, 2001.
For the proposed 4-lane divided carriageway facility, periodic renewal has been made
condition responsive, The Maintenance Standards proposed for the project road is
discussed below:
Serial
Maintenance Standard Remarks
Nr.
Repair of Pavement Edges
1 Repair of Surface distress and potholes
For existing road during
construction
Routine Maintenance
Surface renewal, 40mm AC, once in 5 year
Repair of Pavement Edges
2 For existing road Without project
Repair of Surface distress and potholes
Routine Maintenance
Surface renewal, 40mm AC at lRl> 4.5 m/km
3
Repair of Pavement Edges For improved road, 4-lane
Repair of Surface distress and ootholes divided c'way
Routine Maintenance
. lncluding Tractor
12.5.4 Overhead
Annual overhead cost per vehicle is derived by the consultants as per the
recommendations of the "Study for Updating Road User Cost Data", 1992 as given
below:
(Cosf in Rs.)
Two Small Medium Mini Bus Light Medium Heavy Artic
Wheeler Gar Gar Bus Truck Truck Truck Truck
0.00 0.00 0.00 45900 1 02800 45900 97500 1 07300 1 07300
12.5.5 lnterest
An economic interest rate of 11o/o has been adopted based on opportunity cost of capital.
12.5.6 Fuel and Lubricants
Market price of petrol, diesel and lubricants are found to be a little varying within the
project road corridor on account of varying cost of transportation. For the analysis
purpose, market price at Rajkot has been considered for arriving at economic cost of fuel
and lubricants. Applicable taxes and duties on these items are:
Taxes and Duties
Item Rate
Excise Other Levy Sales Tax
Petrol Rs./litre 16Yo Rs. 7/litre 16.5%
Diesel Rs./litre 160/o Rs. 1/litre 16.5%
Lubricants Rs./litre 16% Nit 16.5%
Based on above taxes and duties economic costs have been derived as:
Economic cost Wthout product price
Item Market Price Rs/litre
adiustment Rs/litre
Petrol 49.25 33.24
Chakrabarti, Rawat and Mondal). Typical output of distress modelling is presented in the
Appendix.
12.7 RESULTS OF ECONOMIC APPRAISAL
The consultants carried out the economic appraisal using the appraisal methodology
and economic costs and benefits described in the preceding paragraphs of this report.
Results are taken to test the sensitivity analysis.
12.7.1 Base case- Alternative-l
Derivation of passenger time costs always remained controversial issue, especially in
respect of developing nations as saving in leisure time is mostly not appreciated that
constitute majority except for commercially developed urban centers. Economic analysis
for the base case has therefore, been carried out without considering the benefits on
account passenger time savings.
12.7.2 Sensitivity Analysis
Two critical factors could affect the viability of the project and these are the Capital Cost
and traffic level. The capital cost can increase or the expected traffic growth could not
materialise or both factors could occur simultaneously sensitivity check using the
following parameters has been carried out:
. Sensitivity Option Sl lncrease in base costs by 15o/o
. Sensitivity Option 52 Decrease in base benefits by 15o/o
The project road is found to be economically viable with EIRR more than the
resource cost of capital @ 11%.The important factor which has made the project
economically viable is high traffic; the present volume has already exceeded the
Design Service Volume of the project road. The report generated by HDM-4
model, for the base case is enclosed as Annexure - A.
1.6 FinancialAppraisal
The construction costs for each section is given in preceding Para of this Chapter. Civil
works costs have been considered for financial analysis.
1.6.3 Benefits
Annual income would be generated from levying toll on the potential users of the project
road. This income would rise with the increase in the level of traffic over time. The users.
in turn, would be willing to pay higher toll charges, as they would be appreciating gain on
account of savings in VOC and time. No diversion of project road traffic is anticipated, as
the project would be built on the existing route. However, it has been assumed that there
shall be some traffic leakage as given below:
Toll rates have been based on The Gazette of lndia, published on 5tn December 2008,
which is applicable for base-year 2007-2008 and equivalent rates in 2009 are given
below:
The above rates have been inflated @5.0% per year over the analysis period-
Civil Construction Cost for project road section is estimated at Rs 7022 million for total
length of 84km from Barasat to Krishnagar for improvement to 4-lane facility. Base year
traffic (tollable) on the project road section lies around 15812 pcu/day, considering
leakage of 25o/o and 15o/o for cars and other traffic respectively. Under such scenario, toll
revenue alone is not likely to make the investment commercially attractive to the
prospective investors. Hence,, the commercial viability is analysed with various levels of
subsidy to the project costs. Following subsidy levels are considered:
The above subsidy options would bring out a spectrum from where an appropriate
subsidy level can be adopted.
Financial lnternal Rate of Return (FIRR) has been worked out based on Discounted Net
Cash Flow technique by comparing both cost stream and revenue stream. ln order to
make the project financially viable, various levels of project subsides have been
considered.
Details of financial viability analysis for the project road on a whole with the weighted
average traffic on the road are given tables appended to this chapter. The summary of
results is summarized below.
It may be observed that the project model for 4-lane facility becomes financially viable at
a subsidy level of around 30%, with an FIRR of 14.4 % on equity; detailed calculation for
the same for various grant levels (0% to 40To).
TABLE OF CONTENTS
13.4
13.5
13.6
13.7
13.8
13.9
13.1 GENERAL
The preceding Chapters of this report deal on the various aspects of the study carried
out by"the Consultants for the fourisix laning and strengthening of the project road. The
status of the project road, the surveys carried out, the proposals, findings of the technical
evaluation of widening proposals and the recommendations are summarized in this
chapter.
13,2 STATUS OF THE PROJECT ROAD
The project package from km 31.00 to 115.00 of NH-34 in the Barasat - Krishnagar
section has a 2-lane carriageway with granular/earthen shoulders in most of the places.
Paved shoulders are available in some road lengths in built up reaches.
The road pavement condition has been surveyed and investigated. The existing base
layer thickness various from 110 to 360 mm. As sub base layer varies combination of
different materials have been observed comprising of bricks, soil, sand and moorum etc.
The terrain along the project road is generally plain. The predominant land use along the
projet road is agricultural with ribbon development near human settlements. At certain
locations, encroachments within the ROW have been observed in the form of Shops,
Hotels, Dhabas and various other commercial establishments. There are 6 minor bridges
and 2 major bridges on the project stretch. The handrails are damaged but the structural
condition is generally fair. The traffic on the road is in the range of 12343 to 15982
PCUs/day as per consultant's survey. The road passes through towns of Kamdebpur,
Amdanga, Gadamara, Barajaguli, Chakdah, Ranaghat, Phulia and Krishnagar etc.
Geometric improvements have been proposed at various locations in order to give relief
to the traffic and remove congestion on the road.
I3.3 IMPROVEMENTPROPOSALS
13.3.1 Road Upgrading
The road upgrading proposals are based on the findings of the detailed field studies,
investigation and testing. Various engineering alternatives were considered and
subjected to economic analysis. The proposals cover strengthening of existing
pavement, construction of additional two lanes carriageway, shoulders, cross drainage
structures, minor bridges, major bridges and other related aspects.
13.3.2 ROBs/RUBs
The existing road alignment of the project road has 1 ROB (km 90.600) in existing
Shantipur bypass and 1 RUB at Krishnagar. Additional 2-lane ROB has been proposed
parallel to the existing ROB at Shantipur bypass. ln addition 4 lane structures at following
locations are proposed.
13.3.3 Underpasses
Underpasses have been proposed at the following locations in consultation with NHAI
officials to facilitate the cross traffic to move from left to right and vse versa without
conflicting the traffic on main road.
13.3.5 Pavement
The design standards have been formulated for design speed of 100 kmph in general. A
carriageway of 7 m width with 0.5m shyness width on either side of the 4.50m median is
proposed. Shoulder width 3.0 m consisting of 1.5 m wide paved shoulder and 1.5 m wide
earthen shoulder has been proposed.
For strengthening the existing carriageway, Profile Correction Course (PCC) has been
proposed, prior to DBM/BC overlays.
13.4 TOLL PLAZAS
13.4.1General
The proposed 4 laning & strengthening of the Barasat to Krishnagar section of NH-34
involve large investment. As the road user is being given a superior free flow facility -
with savings in fuel and man-hours. The road users will be levied a fee for use of this
facility. The ultimate beneficiary also maintains the improved facility at an acceptable
level of service.
13.4.2 Locations
The Consultant have identified between km 54.00 - km 55.00 as the proposed/potential
Toll Plaza location for the road section Package - l Barasat - Krishnagar section of NH-
34.
13.5 REALIGNMENT
It is proposed to provide realignment where poor geometrics are found and existing
alignment was not in favour of upgrading proposal due to presence of highly skewed
railway crossing like Shantipur Railway crossing.
13.6 ENVIRONMENTAL AND SOCIAL ASPECTS
Based on the environmental assessment and surveys conducted for the project,
associated potential adverse environmental impacts can be mitigated to an acceptable
level by adequate implementation of the measures as stated in the EIA Report.
Adequate provisions shall be made in the Project to cover the environmental mitigation
and monitoring requirements, and their associated costs as suggested in environmental
budget.
A Resettlement Action Plan has been prepared for the project stretch for the Project
affected Persons based on baseline socio-economic survey and census survey data.
This resettlement plan (RP) has been prepared in accordance with, National Policy on
Resettlement and Rehabilitation (NPRR), and State Governments framework of
The Louis Berger Group lnc., USA 13-2
Detailed Project Report Feasibility & DPR for 4/6 laning from Barasat to Baharampore
Volume-l:lVlain nep
resettlement policies and other social safeguard policies designed to protect the rights of
the affected persons and communities.
13.7 PROJECT COST AND PHASING
The cost of widening to four lanes including strengthening of existing two lanes with
ancillary provisions for service roads, wayside amenities, social settlement costs etc.
have been worked out at current rates. The total cost of Package- I has been worked
out as Rs. 890 Crores.
13.8 RESULTS OF ECONOMIC AND FINACIAL APPRAISAL
The consultants carried out the economic appraisal using the appraisal methodology and
economic costs and benefits by HDM -4. The EIRR and NPV (at 12o/o), with passenger
cost, for project road along with sensitivity analysis has been presented as follows:
The project road is found to be economically viable with EIRR more than the resource
cost of capital @ 11o/o. The important factor which has made the pr:oject economically
viable is high traffic; the present volume has already exceeded the Design Service
Volume of the project road.
It may be observed that the project model for 4-lane facility becomes financially viable at
a subsidy level of around 30%, with an FIRR of 14.4 % on equity.
The present study confirms that widening of Package-1 i.e. Barasat - Krishnagar Section
(km 31.00 to km 115.00) Section of NH-34 to four lanes with median and other
improvements are found to be economically viable with EIRR more than the resource
cost of capital @ 11o/o. Besides, the project is viable to be taken up on DBFOT basis, for
24 years concessional period at a subsidy of 30o/o, which is less than the maximum grant
permitted by NHAI. lt is, therefore, recommended that the implementation of the Prolect
should be taken up as proposed here under:
1. Construction of partially access controlled four-lane road by way of providing
additional two lane carriageway with culverts/Bridges and strengthening of the
existing two lane carriageway in the entire length.
2. Construction of Grade Separator/ Underpasses at important two road junctions.
3. Construction of realignment at the poor geometric locations.