Government of Punjab: Punjab Public Works Department (B & R) & Punjab Infrastructure Development Board

Government of Punjab
Punjab Public Works Department (B & R)

&
Punjab Infrastructure Development Board
Detailed Project Report for 4 Laning of
Ropar-Nawanshahr-Banga-Phagwara Road
Final Detailed Project Report: Part-II

Volume I Main Report
July 2013
CONSULTING ENGINEERING SERVICES (INDIA) PRIVATE LIMITED
57, Nehru Place (5th Floor), New Delhi - 110 019
Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road

Document: 2010057/Final Detailed Project Report
Page 1of 1
July 2013
Revision: R0
FINAL DETAILED PROJECT REPORT PART II

VOLUME I
MAIN REPORT
VOLUME IA
ANNEXURE TO MAIN REPORT

(Attached separately in a bound volume)
VOLUME IIA
DESIGN REPORT (ROADS)

VOLUME IIB
ANNEXURE TO DESIGN REPORT (ROADS)

VOLUME IIC
DESIGN REPORT - Part I (STRUCTURES)

VOLUME IIC
DESIGN REPORT - Part II (STRUCTURES)

VOLUME IIC
DESIGN REPORT - Part III (STRUCTURES)

VOLUME IIC
DESIGN REPORT - Part IV (STRUCTURES)

VOLUME III
MATERIAL REPORT
VOLUME IV
TECHNICAL SCHEDULES (A, B, C & D)

VOLUME V
RATE ANALYSIS
VOLUME VI
BOQ & COST ESTIMATE

VOLUME VIIA
DRAWINGSROADS
VOLUME VIIB -
DRAWINGSSTRUCTURES (ELEVATED ROADS & FLYOVERS)
PART A
VOLUME VIIB -
DRAWINGSSTRUCTURES (BRIDGES)
PART B
VOLUME VIII
GEOTECHNICAL INVESTIGATION REPORT

FINAL DETAILED PROJECT REPORT

Document: 2010057/RH/Vol I/Main Report
Table of Contents
Page 1 of 7
July 2013
Revision: R0
Volume I - MAIN REPORT

TABLE OF CONTENTS
S No
TITLE
Chapter-0
EXECUTIVE SUMMARY
0.1
Project Overview
0.2
Scope of Work
0.3
Description of Project Road
0.4
Traffic
0.5
Surveys and Investigations
0.6
Improvement Proposals
0.7
Pavement Design
0.8
Bridges & Structures
0.9
Cost Estimate
0.10
Construction Time Period
Tables
0.1
Summary of Average Annual Daily Traffic (AADT) in 2010
0.2
Final Layer Thickness Adopted for Overlay & New Pavements (at Ground sections)
0.3
Final pavement thickness adopted for reinforced earth structure portions
0.4
Layer Thickness for New Pavements in Service Roads
Figures
0.1
Index Map
Chapter-1
PROJECT DESCRIPTION
1.1
Introduction
1.2
Objectives
1.3
Scope of Services
1.4
Description of Existing Road Network
1.5
Stages of Services
1.6
Detailed Project Report Chapterisation
Chapter-2
ENGINEERING SURVEYS AND INVESTIGATIONS

Table of Contents
S No
TITLE
2.1
General
2.2
Inventory and Condition Survey of Road and Pavement
2.2.1
Road Inventory
2.2.2
Road Condition Survey
2.3
Topographic Survey
2.4
Pavement Investigations
2.4.1
General
2.4.2
Benkelman Beam Deflection (BBD) Test
2.5
Subgrade Investigation
2.5.1
Test Pits for Existing Subgrade
2.5.2
Existing Pavement Composition
2.5.3
Laboratory Tests on Subgrade Samples
2.5.4
Dynamic Cone Penetration Test
2.5.5
Investigation for Natural Ground Along Widening Side and Realignment
2.6
Soil and Material Investigation
2.6.1
General
2.6.2
Stone Aggregates For Pavement Courses And Cement Concrete
2.6.3
Sand For Use In Pavement Course And Cement Concrete
2.6.4
Fly Ash
2.6.5
Borrow Soil
2.6.6
Manufactured Materials
2.7
Structures
2.7.1
Introduction
2.7.2
Inventory of Existing Structures
2.8
Cross Drainage Structures (Culverts)
2.8.1
Introduction
2.8.2
Inventory & Condition Survey of Existing CD Structures
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Tables
2.1
Landuse
2.2
Junction Locations
2.3
GPS Coordinates

Table of Contents
S No
TITLE
2.4
Benkelman Beam Deflection Survey Summary
2.5
Summary of Thickness and Composition of Existing Flexible Pavement Crust
2.6
Atterbergs Limits of Subgrade Samples
2.7
Dynamic Cone Penetration Tests Summary of Results
2.8
Details of Stone Aggregate Quarries
2.9 (a,b)
Laboratory Test Results of Stone Aggregates
2.10 (a,b)
Laboratory Test Results of Sand
2.11
Lead Distance of Flyash Source
2.12
Location of Proposed Borrow Areas
2.13 (a,b)
Details of laboratory test results of Borrow area materials
2.14
Summary of Existing Bridges along Ropar-Phagwara
2.15
Summary of Culverts along Ropar-Phagwara
Chapter-3
TRAFFIC SURVEY DEMAND ASSESSMENT
3.1
Traffic Forecast
3.1.1
Approach to Estimation of Growth Rates
3.1.2
Project Influence Area (PIA)
3.1.3
Economic Perspective of Punjab
3.1.4
Past Traffic Growth Trend
3.1.5
Transport Demand Elasticity
3.1.5.1
Using Registered Motor Vehicles as dependent variable
3.1.5.1.1
Suggested Elasticity Values
3.1.5.1.2
Projected Traffic Growth Rates
3.1.5.2
Using Tollable Traffic as dependent variable
3.1.5.6
Adopted Traffic Growth Rates
3.2
Traffic Projection
3.2.1
Estimation of Base Year Traffic and Projections
3.2.2
Normal Traffic
3.2.3
Divertible Traffic
3.2.4
Induced Traffic
3.2.5
Total Projected Traffic
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Table of Contents
S No
TITLE
3.2.6
Capacity Analysis and Assessment of Improvement Requirements
3.2.7
Capacity & Level of Service Guidelines
3.2.8
Existing Level of Service
3.2.9
Improvement Requirements
3.3
Traffic Projections for Nawanshahr and Banga Elevated reach
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Revision: R0
Tables
3.1
Growth Rate of Punjab Economy in Different Time Period
3.2
Results of Regression Analysis
3.3
Projected Transport demand elasticities for passenger and freight vehicles
3.4
Average Annual Growth of Economic Indicators (%)
3.5
Traffic Growth Rates from Regression Analysis (%)
3.6
Weighted Traffic Growth Rates (%)
3.7
Results of Regression Analysis
3.8
Adopted Growth Rates (%)
3.9
Base Year Normal Traffic (2010)
3.10
Summary of Total Traffic Projections
3.11
Capacity Norms for Assessment of Improvement Requirements
3.12
Existing Volume-Capacity Ratio
3.13
Projected Volume-Capacity Ratio
3.14
Improvement Requirement on Study Road Sections
Chapter-4
IMPROVEMENT PROPOSALS AND PRELIMINARY DESIGN FOR ROAD

WORKS
4.1
General
4.2
Selection of Widening Scheme
4.3
Geometric Design Standards
4.4
Pavement Design
4.4.1
Main Carriageway
4.4.1.1
Common Parameters for Design
4.4.1.2
Design of Strengthening Overlay for Existing Pavement
4.4.1.3
Design of New Pavement

Table of Contents
S No
TITLE
4.4.1.4
Matching of Bituminous Layers and Recommendation on Pavement Thickness
4.4.1.5
Profile Correction Course
4.4.1.6
Pavement Design for Service Roads
4.5
4.5.1
Typical Cross Sections
4.5.2
Service Roads and Extra Lanes
4.5.3
Major Intersections/Congested Built-up areas
4.5.4
Minor Junctions
4.6
Existing Facilities
4.6.1
Project Facilities
4.7
Description Of Proposed Facilities
4.7.1
Toll Plaza
4.7.2
Toll Booth Requirements
4.7.3
Road Side Furniture
4.7.4
Truck Lay Bye
4.7.5
Bus Shelters
4.7.6
U-turns / Median openings
4.7.7
Highway Lighting
4.7.8
Traffic Aid Posts
4.7.9
Highway Patrol
4.7.10
Medical Aid Posts/Ambulances
4.7.11
Crane(s)
4.7.12
Lighting system
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Tables
4.1
Basic Data for Design
4.2
4.3
Vehicle Damage Factor (VDF) Values
4.4
Design Traffic Million Equivalent Standard Axle Loads (MESA)
4.5
Homogeneous Sections of Road based on Deflection Characteristics
4.6
Homogeneous Sections of Road for design of overlay
4.7
Design Overlay Thickness (10 years Design Life)

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S No
TITLE
4.8
Layer Thickness for New Pavements
4.9 (a)
Final Layer Thickness Adopted for Overlay & New Pavements (at Ground sections)
4.9 (b)
Final Layer Thickness Adopted for reinforced earth structure portions
4.10
Road Locations Proposed for Eccentric Widening requiring Profile Correction
4.11
Layer Thickness for New Pavements in Service Roads
4.12
Typical Cross Sections Schedule along the Project Highway
4.13 (a)
Service Roads Schedule to be provided on project highway
4.13 (b)
Extra Lane Schedule to be provided on project highway
4.14
Major Intersections/Flyovers/VUP
4.15
Minor Junctions
4.16(a)
Tentative toll plaza Location
4.16(b)
Total Toll booths required at Toll Plaza locations
4.17
Tentative location of Truck Lay Bye
4.18
Proposed Bus Shelter
4.19
Proposed Median Opening
4.20
Location for Highway Lighting
Chapter-5
IMPROVEMENT PROPOSALS (STRUCTURES)
5.1
General
5.2
5.3
General Arrangement of Proposed New Bridges for widening purpose
5.4
Scheme for Widening of Existing Structures
5.4.1
Minor Bridges
5.4.2
Major Bridges
5.4.3
Flyovers/ Elevated Roads
5.4.4
Vehicular Underpasses (VUP)
5.4.5
Expansion Joints
Chapter-6
COST ESTIMATE
6.1
General
6.2
Methodology
6.3
Estimation of Quantities and Project Cost

Table of Contents
S No
TITLE
6.4
Implementation Schedule
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Tables
6.1
Project Cost Estimate
Chapter - 0
EXECUTIVE SUMMARY

Executive Summary
Page 1 of 6
July 2013
Revision: R0
CHAPTER 0
EXECUTIVE SUMMARY
0.1
Project Overview
Improving the mobility and connectivity in the agriculturally rich north-eastern part of the state has
been under consideration of the Government of Punjab (GOP). In this connection, at one point of time,
GOP had considered the construction of 104 km long Mohali-Phagwara Expressway at a cost of Rs.
2000 crores, and for this purpose approved acquisition of the needed land. However, because of intense
protests from farmers and land owners, the proposal for a green-field expressway was abandoned. All
the same, for meeting the traffic demand, as a practical alternative, the GOP proposed to widen and
improve the existing Ropar-Phagwara Highway. Thus, the present project is for 4-laning the existing
Ropar-Phagwara Highway as a partially access-controlled high-speed facility.
0.2
Scope of Work
The scope of services is as follows:
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(ix)
(x)
(xi)
(xii)
(xiii)
Traffic surveys and demand assessment

Engineering surveys and investigations.
Road and Bridge condition inventory
Detailed layout, alignment/ re-alignment and design of Ropar-Phagwara road (2x2-lane dual
divided) with bypasses, elevated reaches and service roads
Detailed proposal(s), layout, alignment and design of balance reach of Ropar byepass as (2x3lane dual divided) with option of 2-lane in phase-I and balanvce in phase-II
Pavement design of existing pavement based on Benkleman Beam deflections and roughness
index, reaches required to be raised and rebuilt
Layout and detailed design of H.L. Bridges (along with hydraulic data), elevated roads,
flyovers, ROB, grade separators, underpasses/overpasses and intersections etc
Detailed proposal for road signage, road markings, road furniture and safety devices.
Detailed proposal for tree plantation and arboriculture for the full length, and
landscaping/beautification of urban reaches and all structures
Detailed Proposal for junction with cross roads (including link roads) to avoid direct access of
traffic
Detailed drainage proposal, cross drainage works, reaches where longitudinal drains are
proposed with sections and disposal
Preparation of Land Plans, land acquisition notifications, follow up with competent authorities
and assessment of structures including arranging handing over land to PWD B&R for
implementation of the Project and conciliation of accounts thereof
Details of Canal Works namely, remodeling, canal lining, improvement and upgradation works
and approval of irrigation department, including details of canal land to be claimed for road
work along with details of treatment, if required

Executive Summary
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(xiv)
Environmental Impact Assessment and documents for Environment clearances, tree cutting
proposals and documentation and assist in arranging approval of Environment & Forest
Department
(xv)
Social impact Assessment including proposal for rehabilitation and resettlement of Project
affected persons (PAPs)
(xvi) Location and layout of Truck lay byes
(xvii) Location and layout of Bus lay byes and bus shelters
(xviii) Recommendation for locating Toll Plazas, improvement in existing toll plaza and additional
land acquisition if required
(xix) Identification of borrow area along with soil properties, quarry sites and properties of materials
(xx)
Preparation of BOQ and estimated cost including lumpsum cost (with all details) of all major
bridges/structures
(xxi) Detailed safety audit, safety requirements during development, construction and operation
period
(xxii) Location and detailed layout of truck laybyes and location and design of bus bays and bus
shelters
(xxiii) Detailed proposal for traffic signage, road markings, road furniture and safety devices
(xxiv) Detailed inventory of existing bridges, their condition survey and proposal of their
widening/new construction
(xxv) Detailed inventory of road, road condition survey
(xxvi) Detailed geotechnical investigations at site of structures and CBR values and other properties of
subgrade soil all along the alignment
(xxvii) Traffic management plans during construction and implementation of proposal
(xxviii) Details of land plans, land areas to be acquired, necessary documents, notifications, estimated
cost, along with structures to be acquired and cost thereof
(xxix) Detailed Environmental Impact Assessment Report and proposal for tree cutting and document
for arranging approval of competent authorities
(xxx) Detailed Social Impact Assessment Report
(xxxi) Detailed to prepare detailed plans for tree plantation and arboriculture for the full length, and
(xxxii) Recommendations as regard toll plaza location, improvements in existing toll plaza and details
of additional land to be acquired
(xxxiii) Detailed safety audit, safety requirements during development, construction and operation
period; and
(xxxiv) Preparation of detailed proposal for justification of project to assist PIDB, PWD B&R during
public hearing that may be conducted by Punjab Infrastructure Regulatory Authority (PIRA)
0.3
Description of Project Road

The project road starts from Phagwara bypass, traverses south-east through Nawanshahr district,
crosses the Satluj River and terminates on Ropar bypass. The project is shown on Index
Map at Fig. 0.1.

Executive Summary
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The project road which is to a length of about 82.5 km, passes through plain terrain with fertile
agricultural land on either side. Thus, the project besides facilitating the commuting traffic and
fostering agricultural development, will serve as a high-speed link between NH-1 and NH-21. The
Government of Punjab has entrusted the work of implementing the project with the Public Works
Department along with Punjab Infrastructure Development Board. For assisting the Client in
implementing the project, the job of preparation of Detailed Project Report (DPR) for 4-laning RoparNawanshahr-Banga-Phagwara road has been assigned to M/s Consulting Engineering Services (India)
Private Limited, New Delhi. The agreement for the Consultancy Services was signed on 12 May 2010,
and the project preparation activities commenced subsequently on 19th May 2010.
0.4
Traffic
Based on reconnaissance survey and after studying the existing road network, traffic intensity,
alternative routes and major traffic generation & dispersal points along the corridor, four homogenous
sections have been identified with the assumption that same traffic will ply within the homogeneous
section. The homogenous traffic sections are:
Section 1:
Phagwara (Start of Project) Banga
Section 2:
Banga - Nawanshahr
Section 3:
Nawanshahr - Balachor
Section 4:
Balachor Ropar (End of Project)
The summary of Average Annual Daily Traffic (AADT) in 2010 on the project road as determined
from the traffic surveys conducted in June-July 2010 is presented in the table 0.1 below.
Table 0.1 - Summary of Average Annual Daily Traffic (AADT) in 2010
Sl
No.
1
2
3
4
0.5
Road Section
Ropar Balachor
Balachor Nawanshahr
Nawanshahr - Banga
Banga - Phagwara
Total
Length (km)
Vehicles
PCUs
21.0
19.5
13.5
27.0
81.0
11078
11726
16350
18275
14775
11758
16907
19098
Surveys and Investigations

The following carriageway surveys and investigations were undertaken in the course of the study:
Traffic Surveys (Classified Traffic Volume Count (TVC) Survey, Origin-Destination (OD)
Survey, Turning Movement Count Survey, Rail-Gate Survey, Pedestrian Count Survey)

Executive Summary
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Topographic Survey of Existing Alignment And Proposed Realignments Including GPS Survey
Bridge Inventory
Road Inventory
Pavement Surveys (Subgrade Characteristics Survey, Road Condition Surveys, BBD Survey)
The data obtained from these field works have been used judiciously as necessary for the preliminary
design.
0.6
The existing alignment of the road is retained. The project road is conceived as partially access
controlled.
The typical widened cross-section would consist of the following salient features:
i)
ii)
iii)
iv)
v)
vi)
vii)
4-lanes of 3.5 m width each

1.5 m wide paved shoulders
Minimum 2 m wide earthen shoulders
4.5 m wide median in rural stretch and 1.2m/2.0m wide median in urban stretches
5.5m, 6.0m, 7.0m and 7.5 m wide service roads and 4.5m wide extra lanes.
08 Grade separated structures (02 four-lane Flyovers, 03 Four lane elevated corridors, 01 twolane flyover and 02 Vehicular Underpasses) at major intersections
Major and Minor Bridges are widened to 4-lane configuration.
The other facilities recommended for improved functions of the corridor are:
0.7
25 bus shelters
2 Truck Lay Bye
2 Toll Plaza
Highway Lighting (at toll plaza area, built-up area, flyover/elevated corridor) details available in
Chapter-04, Table 4.19
Road Side Furniture
Traffic, Medical and Vehicle Rescue Aid Post
Pavement Design
Preliminary pavement design for a 10-year base period (for bituminous layers) and 15 year base period
(for non-bituminous layers) based on investigations carried out and following the guidelines of IRC and
other standards has yielded the following tentative proposals:

Executive Summary
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Table 0.2 Final Layer Thickness Adopted for Overlay & New Pavements
(at Ground sections)
Stretch
From
(km)
0.000
9.430
19.330
25.485
29.320
38.160
42.095
60.000
73.080
To
(km)
9.430
19.330
25.485
29.320
38.160
42.095
60.000
73.080
80.600
Layer Thickness in New Pavement

BC
(mm)
40
40
40
40
40
40
40
40
40
DBM
(mm)
75
75
75
60
75
75
50
80
80
WMM
(mm)
250
250
250
250
250
250
250
250
250
GSB
(mm)
340
250
200
200
200
200
220
200
200
Bituminous Overlay
Thickness
BC
(mm)
40
40
40
40
40
40
40
40
40
DBM
(mm)
85
50
55
70
80
70
50
80
50
Final pavement thickness adopted for reinforced earth structure portions of elevated roads in
town areas is as follows in Table 0.3:
major
Table 0.3
Final pavement thickness adopted for reinforced earth structure portions
Stretch
From (km)
To (km)
BC
25.485
38.160
29.320
42.095
40
40
Layer thickness Adopted (mm)

Base
Granular SubDBM
(WMM)
base
75
250
200
70
250
200
However, the pavement composition adopted for the service road is as follows in table 0.4
Table 0.4 Layer Thickness for New Pavements in Service Roads
Design Traffic
(MSA)
05
SDBC
(mm)
25
Components thickness (mm)

DBM
WMM Base
Granular Sub-base
(mm)
(mm)
(mm)
50
250
150

Executive Summary
0.8
Page 6 of 6
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Bridges & Structures

03 four lane Elevated Corridors in towns of Banga, Nawanshahr and Langroya have been proposed.
Apart from these, 02 Vehicular Underpasses (4-lane configuration), 02 Flyovers four lane
configuration (3x36m span) and 01 Flyover- two lane configuration (3x20m span) have been proposed.
There are 22 minor bridges and 01 major bridge on the project. There are about 84 culverts majority of
which are pipe culverts. This report has examined the reconstruction and improvements necessary to
rehabilitate and extend the life of these bridges.
One major bridge exists across Superpassage at km 58+811 on the project road. This is multi-span RCC
superstructures with masonry/RCC abutment and piers and wing walls/return walls of same materials
on both sides. RCC T beam slab type and slab type superstructures are present. The bridge is widened
for additional two lane carriageway and the Service Road on the North of the major bridge location.
Overall width of the bridge is 17.4m to match with cross-section of the flyover in the vicinity of the
bridge.The structure is in good conditions barring non conformity of crash barriers. No further changes
are proposed except general maintenance of the structure.
The 22 minor Bridges have been widened as per the Cross Section Schedule.
Culverts will be widened suitably to full width of carriageway with or without Service road / Extra
Lane as per the Cross Section Schedule.
0.9
Cost Estimate
The process of cost estimation involved the following steps:
Rate from the state SOR and previous experiences.
Preliminary estimation of Quantities.
Based on the above, estimated project Base Cost is Rs. 1181 Crores.
However, the cost does not include the cost for shifting, relocation of utilities, Land acquisition costs,
R&R costs and Environmental Improvement costs.
0.10
Construction Time Period

It is estimated that it will take a period of 30 months for the construction of the project. The project
implementation can commence by January 2014 and complete by 2016.
FIGURE 0.1 INDEX MAP
Chapter - 1
PROJECT DESCRIPTION

Project Description
Page 1 of 7
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CHAPTER 1
PROJECT DESCRIPTION
1.1
Introduction
Improving the mobility and connectivity in the agriculturally rich north-eastern part of the state
has been under consideration of the Government of Punjab (GOP). In this connection, at one
point of time, GOP had considered the construction of 104 km long Mohali-Phagwara
Expressway at a cost of Rs. 2000 crores, and for this purpose approved acquisition of the needed
land. However, because of intense protests from farmers and land owners, the proposal for a
green-field expressway was abandoned. All the same, for meeting the traffic demand, as a
practical alternative, the GOP has now proposed to widen and improve the existing RoparPhagwara State Highway (SH:24). Thus, the present project is for 4-laning the existing RoparPhagwara State Highway as a partially access-controlled high-speed facility.
The project road starts from Phagwara bypass, traverses south-east through Nawanshahr district,
crosses the Satluj River and terminates on Ropar bypass. The project is shown on Index Map at
Fig. 0.1.
The project road which is to a length of about 82.5 km, passes through plain terrain with fertile
agricultural land on either side. Thus, the project besides facilitating the commuting traffic and
fostering agricultural development, will serve as a high-speed link between NH-1 and NH-21.
The Government of Punjab has entrusted the work of implementing the project with the Public
Works Department along with Punjab Infrastructure Development Board. For assisting the
Client in implementing the project, the job of preparation of Detailed Project Report (DPR) for 4laning Ropar-Nawanshahr-Banga-Phagwara road has been assigned to M/s Consulting
Engineering Services (India) Private Limited, New Delhi. The agreement for the Consultancy
Services was signed on 12 May 2010, and the project preparation activities commenced
subsequently on 19th May 2010.
1.2
Objectives
The prime objective of the consultancy service is to establish the technical, environmental and
social viability of the project for developing the existing 2-lane section of Ropar-NawanshahrBanga-Phagwara Road to 4 lane divided carriageway configuration and to prepare detailed
project reports for implementation. The highway section is to be developed as partially access
controlled facility with provision of service roads, realignments, intersections etc. as appropriate.
of the project. The viability of the project designed as partially access controlled facility will be
established taking into account the requirements with regard to rehabilitation, upgrading and
improvements based on highway design, pavement design, provisions for service roads wherever
necessary, type of intersections, underpasses / flyovers / ROBs, rehabilitation and widening of

Project Description
Page 2 of 7
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Revision: R0
existing and / or construction of new bridges and structures, road safety features, quantities of
various items of works and cost estimates.
The main objectives of the project at Detailed Project Report Stage are to prepare Final
alignment design, pavement design and final structures (CDs and ROBs) design. It also
includes EIA and Rehabilitation and Resettlement Actions and Cost Estimate.
Based on the recommendations of improvements of the project road, the final DPR prepared
involves the incorporation of comments and suggestions by PWD on draft DPR in addition to
following activities:
Fixing and finalizing the horizontal and vertical alignment in such a manner that the
proposed widening work shall preferably be within the existing right of way to minimise land
acquisition, except for location having inadequate width and except for locations of
geometrical improvement and realignments.
Incorporating provisions for bypasses, service roads, alignment corrections, improvement of
intersections including provision of grade separators, vehicular underpasses etc.
Study and design of the possible locations of toll plazas and/or improvement in existing toll
plaza, as well as possible locations of wayside amenities (rest areas) required on tolled
highway.
Project cost estimate and rate analysis.
Carrying out Environmental Impact Assessment, Environmental Management Plan and
Rehabilitation and Resettlement Studies.
Liaison with concerned authorities and arrange clarifications required for clearances for
approval of various proposals in the project preparation.
Preparation of Land Plans, land acquisition notifications, follow up with competent
authorities and assessment of structures including arranging handing over land to PWD B&R
for implementation of the Project and conciliation of accounts thereof
At each stage of project it will be ensured that DPR incorporates value engineering, quality audit
and safety audit requirement in design and implementation.
1.3
Scope of Services
The scope of services is as follows:

(i)
(ii)
(iii)
(iv)
Traffic surveys and demand assessment

Engineering surveys and investigations.
Road and Bridge condition inventory
Detailed layout, alignment/ re-alignment and design of Ropar-Phagwara road (2x2-lane
dual divided) with bypasses, elevated reaches and service roads

Project Description
(v)
(vi)
(vii)
(viii)
(ix)
(x)
(xi)
(xii)
(xiii)
(xiv)
(xv)
(xvi)
(xvii)
(xviii)
(xix)
(xx)
(xxi)
(xxii)
(xxiii)
(xxiv)
(xxv)
(xxvi)
Page 3 of 7
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Revision: R0
Detailed proposal(s), layout, alignment and design of balance reach of Ropar byepass as
(2x3-lane dual divided) with option of 2-lane in phase-I and balance in phase-II
Pavement design of existing pavement based on Benkleman Beam deflections and
roughness index, reaches required to be raised and rebuilt
Layout and detailed design of H.L. Bridges (along with hydraulic data), elevated roads,
flyovers, ROB, grade separators, underpasses/overpasses and intersections etc
Detailed proposal for road signage, road markings, road furniture and safety devices.
Detailed proposal for tree plantation and arboriculture for the full length, and
Detailed Proposal for junction with cross roads (including link roads) to avoid direct
access of traffic
Detailed drainage proposal, cross drainage works, reaches where longitudinal drains are
proposed with sections and disposal
Preparation of Land Plans, land acquisition notifications, follow up with competent
authorities and assessment of structures including arranging handing over land to PWD
B&R for implementation of the Project and conciliation of accounts thereof
Details of Canal Works namely, remodeling, canal lining, improvement and upgradation
works and approval of irrigation department, including details of canal land to be
claimed for road work along with details of treatment, if required
Environmental Impact Assessment and documents for Environment clearances, tree
cutting proposals and documentation and assist in arranging approval of Environment &
Forest Department
Social impact Assessment including proposal for rehabilitation and resettlement of
Project affected persons (PAPs)
Location and layout of Truck lay byes
Location and layout of Bus lay byes and bus shelters
Recommendation for locating Toll Plazas, improvement in existing toll plaza and
additional land acquisition if required
Identification of borrow area along with soil properties, quarry sites and properties of
materials
Preparation of BOQ and estimated cost including lumpsum cost (with all details) of all
major bridges/structures
Detailed safety audit, safety requirements during development, construction and
operation period
Location and detailed layout of truck laybyes and location and design of bus bays and
bus shelters
Detailed proposal for traffic signage, road markings, road furniture and safety devices
Detailed inventory of existing bridges, their condition survey and proposal of their
widening/new construction
Detailed inventory of road, road condition survey
Detailed geotechnical investigations at site of structures and CBR values and other
properties of subgrade soil all along the alignment

Project Description
Page 4 of 7
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Revision: R0
(xxvii) Traffic management plans during construction and implementation of proposal

(xxviii) Details of land plans, land areas to be acquired, necessary documents, notifications,
estimated cost, along with structures to be acquired and cost thereof
(xxix) Detailed Environmental Impact Assessment Report and proposal for tree cutting and
document for arranging approval of competent authorities
(xxx) Detailed Social Impact Assessment Report
(xxxi) Detailed to prepare detailed plans for tree plantation and arboriculture for the full length,
and landscaping/beautification of urban reaches and all structures
(xxxii) Recommendations as regard toll plaza location, improvements in existing toll plaza and
details of additional land to be acquired
(xxxiii) Detailed safety audit, safety requirements during development, construction and
operation period; and
(xxxiv) Preparation of detailed proposal for justification of project to assist PIDB, PWD B&R
during public hearing that may be conducted by Punjab Infrastructure Regulatory
Authority (PIRA)
1.4
Description of Existing Road Network

At present Ropar- Nawanshahr-Banga-Phagwara road is 2 lane with hard shoulders and passes
through Ropar city, Nawanashahr city and Banga town before meeting 2 lane dual divided
Phagwara Byepass. The road runs along the Bist Doab canal and has large numbers of Irrigation
structures in form of Aqueducts, Super-passages and bridges. Most of these irrigation structures,
namely Aqueducts and super-passages, were widened while undertaking providing of hard
shoulders to existing pavement away from canal side (eccentric widening of road with profile
correction course on existing pavement). The road through Nawanshahr city has been upgraded
as 2 lane dual divided and through Banga town too except for small reach where median had to
be dispensed with due to restricted ROW and other existing structures (buildings). A 2-lane dual
divided Phagwara Byepass already exists around Phagwara town and it meets NH-1 with a
properly designed graded junction. All along the length of road the cross roads of all category
meets at level and at such results as an impediment is smooth and uninterrupted flow and safety
of traffic on this road.
The MORT&H has already taken up 4 laning of NH-21 from Chandigarh to Kharar and 4 laning
of Kurali-Ropar Section of NH-21 under NHDP on BOT basis. The 4-laning of Kurali-Ropar
section of NH-21 has already been completed by NHAI. Ropar bypass project is being
implemented by Punjab PWD B&R, with PIDB funding, which after crossing Sirhind canal shall
meet the Project road at road leading to IIT, Ropar. With coming up of International Airport at
Mohali, traffic on Ropar Nawanshahr Banga - Phagwara road is bound to increase manifold
and to ensure for uninterrupted smooth flow of traffic and to reduce travel time it is proposed to
make it partially access controlled four lane (2-lane dual divided). With the proposed 4-lanning
(2-lane dual divided) of Ropar - Nawanshahr - Banga - Phagwara section the link between NH21 (at Ropar) and NH-1 at (Phagwara) shall be 4- Lane.

Project Description
Page 5 of 7
July 2013
Revision: R0
The Ropar Balachur reach is marked by existence of Bist Doab canal (unlined at present).
1.5
Stages of Services
For the purpose of presenting the results of the study, the project road has been divided into two
parts. These are:
(i) Reach from junction of Ropar byepass with road leading to I.I.T. Ropar with balance
alignment of bypass upto existing Ropar-Phagwara road including a new H.L.Bridge across
river Sutlej and Bist Doab Canal, a properly designed grade-separated junction at existing
Ropar-Phagwara road (Part-I). This reach shall be implemented in two phases, namely, 2lane at present and ultimately dual divided 2-lane, however, the scope of work shall include
both the phases with all the details;
(ii) Reach from graded-separated junction with the alignment of existing Ropar-Phagwara road
to junction with NH-1 at Phagwara (Part-II).
In developing the Work Plan for completing the assignment, the activities have been considered
under following stages:
Stage I
Stage II
Stage III
Stage IV
Stage V
Stage VI
Stage VII
Inception Report
Report on alignment and first traffic survey
Report on Land Plan, Schedules and Utility Relocation
Report on GAD of Structures
Report on Environmental and Social Impact Assessment
Draft Project Report
Final Detailed Project Report (DPR)
The stages will generally follow a sequence, though each stages are inter-related and interdependent on one another. All the reports related to part-I have already been submitted. The
present report is related to Final Detailed Project Report (DPR) for part-II.
1.6
Detailed Project Report Chapterization

The Final Detailed Project Report has been prepared and chapterised based on the TOR
requirements and to enable the reader to get an overall understanding of the project features, their
investigations and analysis. The development proposals as presented in this report have been
based on technical analysis, site constraints and decisions given by the Client. The structure of
the Report is as under:
Volume I :
Chapter 0 :
Main Report
Executive Summery

Project Description
Chapter 1 :
Chapter 2 :
Chapter 3 :
Chapter 4 :
Chapter 5 :
Chapter 6 :
Page 6 of 7
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Revision: R0
Project Description
Engineering Surveys and Investigations
Traffic Survey Demand Assessment
Improvement Proposals and Preliminary Design for Road Works
Improvement Proposals (Structures)
Cost Estimate
Volume IA : Annexure to Main Report

1
: Annexure to Chapter 2
2
: Annexure to Chapter 3
Volume II A:
Chapter 1
:
Chapter 2
:
Chapter 3
:
Design Report (Roads)

Design Standards and Specifications
Highway Design
Pavement Design
Volume IIB : Annexure to Design Report (Roads)

Volume II C:
Part I
:
Part II
:
Part III
:
Part IV
:
Design Report (Structures)

Design of Elevated Road Span Length 36m
Design of Flyover Span Length 20m & Vehicular Underpass
Design of Bridges For Eccentric Widening
Design of Bridges For Concentric Widening
Volume III :
Chapter 1 :
Chapter 2 :
Chapter 3 :
Chapter 4 :
Material Report
Introduction
Subgrade Soil Investigation
Investigations of Borrow Area, Quarries and Construction Materials
Summary of Material Investigations
Volume IV :
Schedule A :
Schedule B :
Schedule C :
Schedule D :
Technical Schedules (A, B, C & D)

Site of the Project
Development of the Project Highway
Project Facilities
Specifications and Standards
Volume V :
Rate Analysis
Volume VI :
BOQ and Cost Estimates
Chapter 1 :
Chapter 2 :
Chapter 3 :
Introduction
Abstract of BOQ and Cost Estimate
Typical Cross Section (TCS) and Pavement Type wise BOQ

Project Description
Chapter 4 :
Chapter 5a:
Chapter 5b:
Chapter 6:
Chapter 7:
Chapter 8:
Chapter 9:
Chapter 10a:
Chapter 10b:
Chapter 11:
Page 7 of 7
July 2013
Revision: R0
Detail of Quantities & Cost for Road Furniture

Cost per running metre - 1.5m wide Covered Drain
Cost per running metre - 2.0m wide Covered Drain
Details of Quantities (Road Works)
Details of Quantities and Cost (TOLL PLAZA)
Details of Quantities and Cost (VUP, Flyover, Elevated Corridor)
Details of Quantities and Cost (Major and Minor Bridges)
Bill of Quantities and Cost Estimates for Electrical Lighting
at Structure Location
Cost Estimates for Street Lighting and LT Distribution
Detail of Quantities and Cost For Truck Lay Bye
Volume VIIA : Drawings Roads

Volume VIIB : Drawings Structures
Volume VIII : Geotechnical Investigation Report
Chapter - 2
ENGINEERING SURVEYS AND
INVESTIGATIONSARY

Page 1 of 35
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Revision: R0
CHAPTER 2
ENGINEERING SURVEYS AND INVESTIGATIONS
2.1
General
The Consultants carried out various field studies, engineering surveys and investigations to collect the
necessary data for use in DPR Study. The investigations were carried out to generate adequate
supportive database for preparing the most appropriate proposal to meet the functional and structural
efficiency and safety requirements of the project road. The various engineering investigations and
surveys have been carried out following the relevant MORTH/ IRC/ BIS codes.
The various engineering investigations and surveys which have been carried out are as follows:
Inventory and condition survey of Road and Pavement.
Inventory and condition Survey & Investigations of Bridges, Cross Drainage structures and existing
Grade Separators.
Topographic Survey
Axle Load Survey
Soil and Material Investigations
The basic data and results of investigation are compiled and included as Appendices to the Draft Project
Report.
Results of Survey/Investigations data analysis are discussed below:
2.2
2.2.1
Inventory and Condition Survey of Road and Pavement

Road Inventory
The inventory of the project road has been prepared through dimensional measurements and visual
inspection to assess the existing status. Features like terrain, land use, width of pavement and shoulders,
geometric deficiencies, important road junctions, utilities etc. were recorded. The inventory data have
been included in Annexure-2.1. It may be noted that the inventory is essentially included to collect
information on physical features on the road and its environment for enabling preliminary assessment of
the project requirement.
The salient features of the project road are as follows:
Existing Carriageway
The project road is predominantly 2-lane carriageway plus paved shoulders of 1.5m width on either side
with average carriageway width of 10 m.
Existing Earthen Shoulder
The project road has mostly earthen shoulders on both sides with width varying between 1.0-2.0 m.

Page 2 of 35
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Revision: R0
Terrain
The complete project road lies in the plain terrain.
Land use
Other than the city/settlement areas major land use is agricultural and/or barren. Table 2.1 describes the
land use of the project road.
Table 2.1: Landuse
Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
From
To
From
0.000
0.330
17.670 18.000
0.330
0.530
18.000 18.200
0.530
0.730
18.200 18.400
0.730
0.930
18.400 18.600
0.930
1.130
18.600 18.800
1.130
1.330
18.800 19.000
1.330
1.530
19.000 19.200
1.530
1.730
19.200 19.400
1.730
1.930
19.400 19.600
1.930
2.130
19.600 19.800
2.130
2.330
19.800 20.000
2.330
2.530
20.000 20.200
2.530
2.730
20.200 20.400
2.730
2.930
20.400 20.600
2.930
3.130
20.600 20.800
3.130
3.330
20.800 21.000
3.330
3.530
21.000 21.200
3.530
3.730
21.200 21.400
SH/ MDR
To
Land Use
LHS (m)
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Agricultural
RHS (m)
Agricultural +
Commercial
Agricultural
Agricultural
Built Up +
Commercial
Agricultural
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Village
Palahi
Agricultural
Barren
Agricultural
Barren
Plotted
Barren
Commercial
Barren
Barren
Commercial+
Plotted
Built Up

Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
From
From
To
SH/ MDR
To
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
3.730
3.930
21.400 21.600
3.930
4.130
21.600 21.800
4.130
4.330
21.800 22.000
4.330
4.530
22.000 22.200
4.530
4.730
22.200 22.400
4.730
4.930
22.400 22.600
4.930
5.130
22.600 22.800
5.130
5.330
22.800 23.000
5.330
5.530
23.000 23.200
5.530
5.730
Phagwara
23.200 23.400
Bypass
5.730
5.930
23.400 23.600
5.930
6.130
23.600 23.800
6.130
6.330
23.800 24.000
6.330
6.530
24.000 24.200
6.530
6.730
24.200 24.400
6.730
6.930
24.400 24.600
6.930
7.130
24.600 24.800
7.130
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Page 3 of 35
July 2013
Revision: R0
Land Use
LHS (m)
RHS (m)
Barren
Commercial+
Agricultural
Barren
Barren
Barren
Barren
Barren
Agricultural
Barren
Built Up
Agricultural
Building Line+
Built Up
Built Up
Built Up
Building
Line
Agricultural
Barren
Barren
Building
Line +
Agricultural
Building
Line
Building
Line
Building
Line
Building
Line
Building
Line
Building Line +
Agricultural
Building Line
Building Line
Building Line
Building Line+
Agricultural
Agricultural
Commercial
Commercial
Commercial
Agricultural
7.330
Phagwara
24.800 25.000
Bypass
Building
Line +
Agricultural
Agricultural
7.330
7.530
25.000 25.200
Phagwara
Bypass
Agricultural
Building Line+
Agricultural+
Built Up
7.530
7.730
Agricultural
Agricultural
7.730
7.930
Agricultural
Agricultural
Phagwara
Bypass
25.400 25.600 Phagwara
25.200 25.400

Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
From
From
To
SH/ MDR
To
7.930
8.130
25.600 25.800
8.130
8.330
25.800 26.000
8.330
8.530
26.000 26.200
8.530
8.730
26.200 26.400
8.730
8.930
26.400 26.600
8.930
9.130
26.600 26.800
9.130
9.330
26.800 27.000
9.330
9.530
5.000
5.200
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
MDR56
9.530
9.730
5.200
5.400
MDR56
9.730
9.930
10.130
10.330
10.530
10.735
10.930
11.140
9.930
10.130
10.330
10.530
10.735
10.930
11.140
11.340
5.400
5.600
5.800
6.000
6.200
6.400
6.600
6.800
5.600
5.800
6.000
6.200
6.400
6.600
6.800
7.000
11.340 11.550
7.000
11.550
11.755
11.965
12.170
12.380
12.580
12.780
12.980
13.185
13.385
11.755
11.965
12.170
12.380
12.580
12.780
12.980
13.185
13.385
13.580
Page 4 of 35
July 2013
Revision: R0
Land Use
LHS (m)
RHS (m)
Agricultural
Building Line+
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Plotted Area+
Built Up
Plotted Area+
Agricultural
Agricultural
Agricultural
Agricultural
Built Up+
Village
Agricultural
Built Up
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
Agricultural
Built Up+
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
7.200
MDR56
Agricultural
7.200
7.400
7.600
7.800
8.000
8.200
8.400
8.600
8.800
9.000
7.400
7.600
7.800
8.000
8.200
8.400
8.600
8.800
9.000
9.200
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
13.580 13.775
9.200
9.400
MDR56
13.775 13.965
13.965 14.160
9.400
9.600
9.600
9.800
MDR56
MDR56
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Building
Line
Built Up
Agricultural
Built Up
Built Up+
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Agricultural
Agricultural
Built Up+
Agricultral
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Building Line+
Agricultural
Built Up
Agricultural

Design
Chainage (Km)
From
14.160
14.350
14.550
14.745
14.945
15.145
15.260
15.340
15.470
15.560
15.725
15.770
15.965
16.165
16.360
16.560
16.760
16.960
17.160
17.355
17.555
17.755
17.955
18.155
18.355
18.555
18.755
18.955
19.155
19.355
19.555
19.755
19.955
20.160
20.360
20.560
20.760
20.960
To
14.350
14.550
14.745
14.945
15.145
15.260
15.340
15.470
15.560
15.725
15.770
15.965
16.165
16.360
16.560
16.760
16.960
17.160
17.355
17.555
17.755
17.955
18.155
18.355
18.555
18.755
18.955
19.155
19.355
19.555
19.755
19.955
20.160
20.360
20.560
20.760
20.960
21.165
Existing
Chainage wrt
SH/MDR (Km)
From
9.800
10.000
10.200
10.400
10.600
10.800
10.920
10.920
11.130
11.130
11.385
11.430
11.630
11.830
12.030
12.230
12.430
12.630
12.830
13.030
13.230
13.430
13.630
13.830
14.030
14.230
14.430
14.630
14.830
15.030
15.230
15.430
15.630
15.830
16.030
16.230
16.430
16.630
To
10.000
10.200
10.400
10.600
10.800
10.920
11.000
11.130
11.220
11.385
11.430
11.630
11.830
12.030
12.230
12.430
12.630
12.830
13.030
13.230
13.430
13.630
13.830
14.030
14.230
14.430
14.630
14.830
15.030
15.230
15.430
15.630
15.830
16.030
16.230
16.430
16.630
16.830
SH/ MDR
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
Page 5 of 35
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Revision: R0
Land Use
LHS (m)
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Built Up
Built Up
Built Up
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
RHS (m)
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Built Up
Built Up
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural

Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
From
To
From
To
21.165 21.365 16.830 17.030 MDR56
21.365 21.565 17.030 17.230 MDR56
21.565 21.765 17.230 17.430 MDR56
21.765 21.965 17.430 17.630 MDR56
21.965
22.165
22.365
22.565
22.770
22.970
23.170
23.370
23.570
23.770
22.165
22.365
22.565
22.770
22.970
23.170
23.370
23.570
23.770
23.970
17.630
17.830
18.030
18.230
18.430
18.630
18.830
19.030
19.230
19.430
17.830
18.030
18.230
18.430
18.630
18.830
19.030
19.230
19.430
19.630
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
23.970 24.170 19.630 19.830 MDR56

24.170 24.370 19.830 20.030 MDR56
24.370
24.570
24.765
24.965
25.075
24.570
24.765
24.965
25.075
25.165
20.030
20.230
20.430
20.630
20.740
20.230
20.430
20.630
20.740
20.830
MDR56
MDR56
MDR56
MDR56
MDR56
25.165 25.365 20.830 21.030 MDR56

25.365
25.570
25.770
25.970
26.170
26.375
26.570
26.770
26.970
27.170
27.370
27.570
27.770
25.570
25.770
25.970
26.170
26.375
26.570
26.770
26.970
27.170
27.370
27.570
27.770
27.970
21.030
21.230
21.430
21.630
21.830
22.030
22.230
22.430
22.630
22.830
23.030
23.230
23.430
21.230
21.430
21.630
21.830
22.030
22.230
22.430
22.630
22.830
23.030
23.230
23.430
23.630
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
Page 6 of 35
July 2013
Revision: R0
Land Use
LHS (m)
Agricultural
Agricultural
Agricultural
Agricultural+
Built Up
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural+
Built Up
Agricultural+
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Agricultural+
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
RHS (m)
Agricultural
Agricultural
Agricultural
Agricultural+
Built Up
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural+
Built Up
Agricultural+
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Agricultural+
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up

Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
From
To
From
To
27.970 28.170 23.630 23.830 MDR56
28.170 28.275 23.830 23.940 MDR56
28.275 28.365 23.940 24.030 MDR56
28.365 28.565 24.030 24.230 MDR56
28.565
28.760
28.960
29.160
29.355
29.555
29.755
29.950
28.760
28.960
29.160
29.355
29.555
29.755
29.950
30.150
24.230
24.430
24.630
24.830
25.030
25.230
25.430
25.630
24.430
24.630
24.830
25.030
25.230
25.430
25.630
25.830
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
30.150 30.350 25.830 26.030 MDR56

30.350
30.550
30.745
30.945
31.145
31.345
30.550
30.745
30.945
31.145
31.345
31.540
26.030
26.230
26.430
26.630
26.830
27.030
26.230
26.430
26.630
26.830
27.030
27.230
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
31.540 31.740 27.230 27.430 MDR56

31.740 31.940 27.430 27.630 MDR56
31.940 32.135 27.630 27.830 MDR56
32.135
32.335
32.535
32.740
32.940
33.140
33.340
33.545
33.745
33.950
34.150
34.355
34.555
32.335
32.535
32.740
32.940
33.140
33.340
33.545
33.745
33.950
34.150
34.355
34.555
34.760
27.830
28.030
28.230
28.430
28.630
28.830
29.030
29.230
29.430
29.630
29.830
30.030
30.230
28.030
28.230
28.430
28.630
28.830
29.030
29.230
29.430
29.630
29.830
30.030
30.230
30.430
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
Page 7 of 35
July 2013
Revision: R0
Land Use
LHS (m)
Built Up
Agricultural
Agricultural
Agricultural+
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural+
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Agricultural+
Built Up
Agricultural
Agricultural+
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Barren
Agricultural
Built Up
Built Up
RHS (m)
Built Up
Built Up
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Museum+ Built
Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Agricultural+
Built Up
Agricultural
Agricultural+
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Built Up

Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
From
From
To
SH/ MDR
To
34.760 34.960 30.430 30.630 MDR56

34.960
35.165
35.360
35.565
35.765
35.965
36.165
36.365
36.570
36.780
36.980
37.185
37.390
35.165
35.360
35.565
35.765
35.965
36.165
36.365
36.570
36.780
36.980
37.185
37.390
37.595
30.630
30.830
31.030
31.230
31.430
31.630
31.830
32.030
32.230
32.430
32.630
32.830
33.030
30.830
31.030
31.230
31.430
31.630
31.830
32.030
32.230
32.430
32.630
32.830
33.030
33.230
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
37.595 37.800 33.230 33.430 MDR56

37.800 38.000 33.430 33.630 MDR56
38.000
38.205
38.410
38.615
38.815
38.965
39.015
39.225
39.425
39.635
39.845
40.055
40.270
40.480
40.685
40.900
41.110
41.325
41.530
41.745
38.205
38.410
38.615
38.815
38.965
39.015
39.225
39.425
39.635
39.845
40.055
40.270
40.480
40.685
40.900
41.110
41.325
41.530
41.745
41.955
33.630
33.830
34.030
34.230
34.430
34.575
34.630
34.830
35.030
35.230
35.430
35.630
35.830
36.030
36.230
36.430
36.630
36.830
37.030
37.230
33.830
34.030
34.230
34.430
34.575
34.630
34.830
35.030
35.230
35.430
35.630
35.830
36.030
36.230
36.430
36.630
36.830
37.030
37.230
37.430
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
Page 8 of 35
July 2013
Revision: R0
Land Use
LHS (m)
Agricultural+
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural+
Built Up
Agricultural+
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
RHS (m)
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural+
Built Up
Agricultural+
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up

Design
Chainage (Km)
From
41.955
42.165
42.375
42.590
42.665
42.800
43.015
43.225
43.435
43.700
43.895
44.095
44.290
44.490
44.685
44.885
45.085
45.285
45.480
45.680
45.880
46.080
46.275
46.475
46.670
46.870
47.065
47.265
47.460
47.660
To
42.165
42.375
42.590
42.665
42.800
43.015
43.225
43.435
43.700
43.895
44.095
44.290
44.490
44.685
44.885
45.085
45.285
45.480
45.680
45.880
46.080
46.275
46.475
46.670
46.870
47.065
47.265
47.460
47.660
47.855
Existing
Chainage wrt
SH/MDR (Km)
From
37.430
37.630
37.830
38.030
38.100
38.230
38.430
38.630
38.830
39.080
39.280
39.480
39.680
39.880
40.080
40.280
40.480
40.680
40.880
41.080
41.280
41.480
41.680
41.880
42.080
42.280
42.480
42.680
42.880
43.080
To
37.630
37.830
38.030
38.100
38.230
38.430
38.630
38.830
39.080
39.280
39.480
39.680
39.880
40.080
40.280
40.480
40.680
40.880
41.080
41.280
41.480
41.680
41.880
42.080
42.280
42.480
42.680
42.880
43.080
43.280
SH/ MDR
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
47.855 48.055 43.280 43.480 MDR56

48.055 48.250 43.480 43.680 MDR56
48.250 48.450 43.680 43.880 MDR56
48.450 48.650 43.880 44.080 MDR56
48.650 48.845 44.080 44.280 MDR56
48.845 49.045 44.280 44.480 MDR56
49.045 49.240 44.480 44.680 MDR56
Page 9 of 35
July 2013
Revision: R0
Land Use
LHS (m)
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural+
Built Up
Agricultural
Agricultural
Agricultural
Agricultural+
Built Up
Built Up
Agricultural
RHS (m)
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural+
Built Up
Agricultural
Agricultural
Agricultural
Agricultural+
Built Up
Built Up
Agricultural

Design
Chainage (Km)
From
49.240
49.440
49.635
49.835
To
49.440
49.635
49.835
50.035
Existing
Chainage wrt
SH/MDR (Km)
From
44.680
44.880
45.080
45.280
To
44.880
45.080
45.280
45.480
SH/ MDR
MDR56
MDR56
MDR56
MDR56
50.035 50.230 45.480 45.680 MDR56

50.230
50.430
50.625
50.825
51.020
51.220
51.420
51.615
51.815
52.010
52.210
52.410
52.605
52.800
50.430
50.625
50.825
51.020
51.220
51.420
51.615
51.815
52.010
52.210
52.410
52.605
52.800
52.995
45.680
45.880
46.080
46.280
46.480
46.680
46.880
47.080
47.280
47.480
47.680
47.880
48.080
48.280
45.880
46.080
46.280
46.480
46.680
46.880
47.080
47.280
47.480
47.680
47.880
48.080
48.280
48.480
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
52.995 53.190 48.480 48.680 MDR56

53.190
53.390
53.580
53.785
53.990
54.195
54.400
54.520
53.390
53.580
53.785
53.990
54.195
54.400
54.520
48.680
48.880
49.080
49.280
49.480
49.680
49.880
50.000
50.080
50.280
48.880
49.080
49.280
49.480
49.680
49.880
50.000
50.080
50.280
50.480
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
50.480 50.680 MDR56

50.680
50.880
51.080
51.280
51.480
50.880
51.080
51.280
51.480
51.680
MDR56
MDR56
MDR56
MDR56
MDR56
Page 10 of 35
July 2013
Revision: R0
Land Use
LHS (m)
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural+
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
RHS (m)
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural+
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural+
Agricultural
Built Up
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural+ Agricultural+
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Built Up
Agricultural
Agricultural
Agricultural
Agricultural

Design
Chainage (Km)
From
57.250
57.450
57.650
57.845
To
57.250
57.450
57.650
57.845
58.045
Existing
Chainage wrt
SH/MDR (Km)
From
51.680
51.880
52.080
52.140
52.340
52.540
52.610
52.740
52.940
53.140
53.340
53.540
53.740
To
51.880
52.080
52.140
52.340
52.540
52.610
52.740
52.940
53.140
53.340
53.540
53.740
53.940
SH/ MDR
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
58.045 58.240 53.940 54.140 MDR56

58.240
58.440
58.640
58.830
59.025
59.200
59.360
58.440
58.640
58.830
59.025
59.200
59.360
59.560
54.140
54.340
54.540
54.740
54.940
55.140
55.340
54.340
54.540
54.740
54.940
55.140
55.340
55.540
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
59.560 59.675 55.540 55.740 MDR56

59.675 59.875 55.740 56.000 MDR56
59.875 60.070 27.000 26.800 SH24
60.070 60.270 26.800 26.600 SH24
60.270
60.470
60.670
60.870
60.470
60.670
60.870
61.070
26.600
26.400
26.200
26.000
26.400
26.200
26.000
25.800
SH24
SH24
SH24
SH24
61.070 61.265 25.800 25.600 SH24

61.265 61.465 25.600 25.400 SH24
61.465 61.665 25.400 25.200 SH24
61.665 61.865 25.200 25.000 SH24
Page 11 of 35
July 2013
Revision: R0
Land Use
LHS (m)
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Barren
Agricultural
Agricultural+
Barren
Agricultural
Plantation
Barren
Barren
Barren
Built Up
Built Up
Built Up+
Plantation
Barren
Built Up
Built Up+
Barren
Agricultural
Agricultural
Plantation
Agricultutral
Agricultural+
Barren
Agricultural
Agricultural+
Barren
Agricultural+
Barren
RHS (m)
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Agricultural
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal

Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
From
From
To
SH/ MDR
To
61.865 62.065 25.000 24.800 SH24

62.065 62.260 24.800 24.600 SH24
62.260 62.460 24.600 24.400 SH24
62.460 62.660 24.400 24.200 SH24
62.660 62.860 24.200 24.000 SH24
62.860 63.060 24.000 23.800 SH24
63.060
63.260
63.460
63.660
63.860
63.260
63.460
63.660
63.860
64.065
23.800
23.600
23.400
23.200
23.000
23.600
23.400
23.200
23.000
22.800
SH24
SH24
SH24
SH24
SH24
64.065 64.260 22.800 22.600 SH24

64.260 64.460 22.600 22.400 SH24
64.460 64.665 22.400 22.200 SH24
64.665 64.865 22.200 22.000 SH24
64.865 65.065 22.000 21.800 SH24
65.065 65.260 21.800 21.600 SH24
65.260 65.455 21.600 21.400 SH24
65.455 65.650 21.400 21.200 SH24
65.650
65.850
66.045
66.240
65.850
66.045
66.240
66.435
21.200
21.000
20.800
20.600
21.000
20.800
20.600
20.400
SH24
SH24
SH24
SH24
66.435 66.630 20.400 20.200 SH24

66.630 66.825 20.200 20.000 SH24
66.825 67.025 20.000 19.800 SH24
Page 12 of 35
July 2013
Revision: R0
Land Use
LHS (m)
Agricultural+
Plantation
Plantation
Built Up
Built Up +
Plantation
Plantation+
Agricultural
Plantation+
Agricultural
Plantation
Plantation
Plantation
Plantation
Built Up
Agricultural+
Plantation
Agricultural+
Plantation
Agricultural+
Plantation
Agricultural+
Plantation
Agricultural+
Plantation
Agricultural+
Plantation
Agricultural+
Plantation
Agricultural+
Plantation
Plantation
Plantation
Plantation
Plantation
Agricultural+
Barren
Agricultural+
Barren
Plantation
RHS (m)
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal

Design
Chainage (Km)
From
67.025
67.225
67.425
67.625
To
67.225
67.425
67.625
67.825
Existing
Chainage wrt
SH/MDR (Km)
From
19.800
19.600
19.400
19.200
To
19.600
19.400
19.200
19.000
SH/ MDR
SH24
SH24
SH24
SH24
67.825 68.025 19.000 18.800 SH24

68.025 68.225 18.800 18.600 SH24
68.225 68.425 18.600 18.400 SH24
68.425 68.625 18.400 18.200 SH24
68.625 68.825 18.200 18.000 SH24
68.825 69.025 18.000 17.800 SH24
69.025 69.225 17.800 17.600 SH24
69.225 69.425 17.600 17.400 SH24
69.425 69.625 17.400 17.200 SH24
69.625 69.665 17.200 17.165 SH24
69.665 70.390 17.165 16.440 SH24
70.390 70.430 16.440 16.400 SH24
70.430 70.630 16.400 16.200 SH24
70.630 70.825 16.200 16.000 SH24
Land Use
LHS (m)
Plantation
Plantation
Built Up
Built Up
Agricultural+
Plantation
Agricultural+
Plantation
Agricultural+
Plantation
Agricultutral
Agricultutral
Built Up
Built Up+
Agricultural
Barren+
Plantation
Barren+
Plantation
Barren+
Plantation
Barren+
Plantation
Barren+
Plantation
Plantation
Built Up
RHS (m)
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
70.825 71.030 16.000 15.800 SH24
Built Up+
Agricultural+ Canal
Plantation
71.030 71.225 15.800 15.600 SH24
Jungle
71.225 71.425 15.600 15.400 SH24
Agricultural+
Barren+
Canal
Built Up
71.425
71.625
71.830
72.030
71.625
71.830
72.030
72.230
15.400
15.200
15.000
14.800
15.200
15.000
14.800
14.600
SH24
SH24
SH24
SH24
72.230 72.430 14.600 14.400 SH24
Page 13 of 35
July 2013
Revision: R0
Built Up
Agricultural
Plantation
Agricultural
Jungle+
Plantation
Canal
Canal
Canal
Canal
Canal
Canal

Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
From
From
To
SH/ MDR
To
72.430 72.630 14.400 14.200 SH24

72.630 72.830 14.200 14.000 SH24
72.830 73.030 14.000 13.800 SH24
73.030 73.225 13.800 13.600 SH24
73.225 73.425 13.600 13.400 SH24
73.425 73.620 13.400 13.200 SH24
73.620 73.820 13.200 13.000 SH24
73.820 74.020 13.000 12.800 SH24
74.020 74.220 12.800 12.600 SH24
74.220 74.425 12.600 12.400 SH24
74.425 74.625 12.400 12.200 SH24
74.625
74.825
75.025
75.225
75.425
74.825
75.025
75.225
75.425
75.625
12.200
12.000
11.800
11.600
11.400
12.000
11.800
11.600
11.400
11.200
SH24
SH24
SH24
SH24
SH24
75.625 75.825 11.200 11.000 SH24

75.825 76.025 11.000 10.800 SH24
76.025 76.220 10.800 10.600 SH24
76.220 76.420 10.600 10.400 SH24
76.420 76.620 10.400 10.200 SH24
76.620 76.820 10.200 10.000 SH24
76.820
77.020
77.220
77.420
77.620
77.820
78.025
78.220
77.020 10.000
77.220 9.800
77.420 9.600
77.620 9.400
77.820 9.200
78.025 9.000
78.220 8.800
78.420 8.600
9.800
9.600
9.400
9.200
9.000
8.800
8.600
8.400
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
Page 14 of 35
July 2013
Revision: R0
Land Use
LHS (m)
Jungle+
Plantation
Jungle+
Plantation+
Agricultural
Agricultural
Jungle
Jungle+
Agricultural
Jungle
Agricultural
Agricultural
Agricultural+
Built Up
Built Up (out
of ROW)
Barren+
Agricultural
Agricultural
Built Up
Built Up
Built Up
Built Up
Barren+
Agricultural
Built Up+
Open
Built Up
Built Up
Built Up
Barren+
Open
Agricultural
Built Up
Built Up
Open
Open
Open
Wall
Wall
RHS (m)
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal

Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
From
To
78.420 78.625
78.625 78.820
78.820 79.025
From
8.400
8.200
8.000
To
8.200
8.000
7.800
SH24
SH24
SH24
79.025 79.220
7.800
7.600
SH24
79.220
79.420
79.620
79.820
80.020
7.600
7.400
7.200
7.000
6.800
7.400
7.200
7.000
6.800
6.651
SH24
SH24
SH24
SH24
SH24
79.420
79.620
79.820
80.020
80.170
SH/ MDR
Page 15 of 35
July 2013
Revision: R0
Land Use
LHS (m)
Open
College
College
College+
Dhaba
Wall
Wall
Built Up
Built Up
Barren
RHS (m)
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Canal
Fill Height
Cut/Fill height varies from 1 m to 5 m
Drains
Covered as well as uncovered lined drains are provided in the urban sections.
Road Junctions
The road junctions along the existing road are listed in Table 2.2 below:
Table 2.2 - Junction Locations

Remarks
S.
No.
Proposed
Chainage
(km)
Destination
Side
1
2
3
4
5
6
7
8
9
10
11
0+538
0+561
1+135
1+138
1+888
1+888
4+195
4+535
4+555
5+082
5+082
Mehtan
NangalMajjan
Phagwara
Palahi
Khangura
Palahi
ToResidentialArea
ToResidentialArea
ToResidentialArea
Phagwara
Bhularai
RHS
LHS
RHS
LHS
RHS
LHS
RHS
RHS
RHS
RHS
LHS
Reference
Chainage of
SH / MDR
18+211
18+234
18+805
18+808
19+558
19+558
21+864
22+204
22+224
22+751
22+751
SH / MDR
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass

S.
No.
Proposed
Chainage
(km)
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
5+345
6+275
6+633
6+903
6+923
7+850
7+937
9+550
10+273
10+500
11+044
11+274
11+392
12+288
12+530
12+955
13+239
13+581
13+800
13+800
13+842
14+734
16+794
16+852
36
17+046
37
38
39
40
41
42
43
44
45
46
47
48
49
50
17+220
17+324
17+375
17+464
18+159
18+721
19+316
19+380
19+442
19+500
19+535
19+558
19+609
20+264
Page 16 of 35
July 2013
Revision: R0
Remarks
RHS
RHS
RHS
RHS
LHS
LHS
RHS
RHS
LHS
LHS
LHS
LHS
LHS
LHS
RHS
LHS
LHS
LHS
RHS
LHS
LHS
RHS
LHS
RHS
Reference
Chainage of
SH / MDR
23+014
23+946
24+302
24+572
24+592
25+501
25+516
27+215/5+215
5+942
5+995
6+166
6+706
6+943
7+053
8+149
8+572
8+854
9+201
9+427
9+427
9+473
40+385
12+463
12+521
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass
PhagwaraBypass
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
RHS
12+716
MDR56
RHS
LHS
RHS
LHS
RHS
LHS
LHS
LHS
RHS
LHS
LHS
LHS
LHS
RHS
12+891
12+996
13+049
13+138
13+835
14+396
14+992
15+055
15+166
15+174
15+209
15+232
15+283
15+935
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
Destination
Side
ToVillage
Phagwara
Phagwara
SukhChainNagar
GurunanakNagar
Bazidpur
Phagwara
DosanjhKalan
BahuaVillage
BahuaVillage
Burj
BurjKandhari
MilitaryFarmSarangwal
ToVillage
ToVillage
JagatpurVillage
ChakmadarVillage
MunnaVillage
SaryalaRanu
JassonMajra
MunnaVillage
ChackMaiDass
BahramVillage
ToResidentialArea
CKMemorialPublic
School
Talwandi
Mahilpur
Mukandpur
ToResidentialArea
ToVillage
ChhanderKhurd
Bisla
ToResidentialArea
Dhadua
ToResidentialArea
ToResidentialArea
ToResidentialArea
Bisla
LalapurVillage
SH / MDR

Page 17 of 35
July 2013
Revision: R0
Remarks
S.
No.
Proposed
Chainage
(km)
Destination
Side
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
20+608
21+399
22+158
22+933
24+220
24+360
24+681
24+698
25+221
25+874
26+068
26+068
26+185
26+494
26+523
26+722
26+788
26+968
27+033
27+133
28+499
29+655
29+655
30+373
30+376
30+550
31+086
31+091
31+746
31+750
32+192
32+470
32+473
32+797
33+434
33+626
33+626
34+608
35+005
Bisla
DhahanVillage
Kaleran
Mallupota
Bahdowal
ChakKalan
ChakKalan
Bahdowal
ToResidentialArea
VishvaRuhaniKendra
SotranVillage
Hopowal
ToResidentialArea
City
ToCity
ToResidentialArea
ToResidentialArea
RailwayRoad
ChintpurniTempleRoad
Garhshankar
ToResidentialArea
KhatkarKalan
Thandian
KhatkarKalan
Naura
KhatkarKalan
KahmaVillage
BhutanVillage
BhuntaVillage
KamahaVillage
KamahaVillage
KamahaVillage
JabbowalVillage
Gurudwara
KarihaVillage
KarihaVillage
BainsVillage
MalpurAdka
MalpurAdka
LHS
RHS
LHS
RHS
LHS
RHS
RHS
LHS
RHS
RHS
RHS
LHS
RHS
LHS
RHS
RHS
RHS
RHS
RHS
LHS
RHS
RHS
LHS
RHS
LHS
RHS
RHS
LHS
LHS
RHS
RHS
RHS
LHS
RHS
RHS
RHS
LHS
RHS
LHS
Reference
Chainage of
SH / MDR
16+277
17+064
17+821
18+593
19+881
20+022
20+343
20+359
20+882
21+532
21+726
21+726
21+841
22+150
22+180
22+379
22+445
22+629
22+691
22+795
24+163
25+330
25+330
26+052
26+055
26+231
26+769
26+774
27+434
27+438
27+884
28+162
28+165
28+487
29+121
29+311
29+311
30+280
30+673
SH / MDR
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56

S.
No.
Proposed
Chainage
(km)
90
37+566
91
37+625
92
37+851
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
38+162
38+339
38+748
38+871
39+012
39+416
39+431
39+685
39+685
39+998
40+000
40+009
40+240
40+432
40+436
40+463
40+969
43+241
43+241
44+315
45+273
45+377
45+681
45+927
46+126
46+450
46+548
47+394
47+394
48+314
48+632
48+836
48+898
49+085
49+163
Page 18 of 35
July 2013
Revision: R0
Remarks
Destination
Side
Mahalon
SandhuInstituteOf
Nursing
SandhuInstituteOf
Nursing
ToResidentialArea
Mahalo
SugarMillColony
ToResidentialArea
GujjarKalan
GuruTejBahadurNagar
GuruTejBahadurNagar
ToResidentialArea
GuruTejBahadurNagar
ToResidentialArea
ToResidentialArea
GarhShankar,ToColony
ToResidentialArea
ToResidentialArea
Raho
Raho
ToResidentialArea
Saloh,JethuMajara
Barnala
JethuMajara
Romroa
SonaVillage
Langroya
ToResidentialArea
SajawalPur
Langroya
Kishanpura
Sajjawalpur
Kishanpura
Kishanpura
Jandla
NaiMajaraVillage
Dolatpur
Jadla
ToResidentialArea
LHS
Reference
Chainage of
SH / MDR
33+201
RHS
33+261
MDR56
RHS
33+487
MDR56
LHS
LHS
RHS
RHS
LHS
LHS
LHS
RHS
LHS
LHS
RHS
LHS
RHS
LHS
RHS
RHS
LHS
RHS
LHS
RHS
RHS
LHS
RHS
LHS
RHS
RHS
LHS
RHS
LHS
LHS
RHS
RHS
LHS
RHS
RHS
33+785
33+958
34+364
34+484
34+623
35+022
35+070
35+275
35+275
35+569
35+571
35+771
35+782
35+983
35+987
36+020
36+494
38+646
38+646
39+701
40+671
40+774
41+080
41+329
41+530
41+857
41+957
42+815
42+815
43+745
44+067
44+272
44+334
44+524
44+607
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
SH / MDR
MDR56

Page 19 of 35
July 2013
Revision: R0
Remarks
S.
No.
Proposed
Chainage
(km)
Destination
Side
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
49+764
49+766
50+127
50+127
50+852
50+852
51+654
52+338
52+863
52+889
53+752
57+225
57+306
59+245
60+612
60+612
62+361
62+365
63+012
63+012
64+050
64+050
67+092
67+092
67+730
68+733
70+624
70+624
70+766
71+991
71+991
73+568
74+862
77+190
77+190
79+438
79+933
Dolatpur
Jandla
Jandla
Dolatpur
Jandla
Dolatpur
Jandla
Birowal
Birowal
Thathyala
Thathyala
Birowal
BKMCollege
Balachor
ToVillage
Balachor
ToVillage
ToResidentialArea
ToVillage
LohatVillage
Manaiwal
SudhaMajra
ToVillage
RattewalRoad
Rattewal
Bharthala
BelaTajowal
PanyaliKalan
ToResidentialArea
ToVillage
ToVillage
ToVillage
ToVillage
ToVillage
ToResidentialArea
ToVillage
ToResidentialArea
LHS
RHS
RHS
LHS
RHS
LHS
RHS
RHS
RHS
LHS
LHS
RHS
LHS
LHS
RHS
LHS
RHS
LHS
RHS
LHS
RHS
LHS
RHS
LHS
LHS
LHS
RHS
LHS
LHS
RHS
LHS
RHS
RHS
RHS
LHS
RHS
LHS
Reference
Chainage of
SH / MDR
45+212
45+214
45+576
45+576
46+309
46+309
47+120
47+811
48+345
48+381
49+246
53+110
53+198
55+203
26+258
26+258
24+501
24+491
23+848
23+847
22+813
22+813
19+735
19+735
19+099
18+090
16+205
16+205
16+060
14+840
14+840
13+254
11+963
9+632
9+632
7+384
6+888
SH / MDR
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24

Page 20 of 35
July 2013
Revision: R0
Utility Services
Telephone and Electric/HT Lines: In urban section of the project road, Telephone and Electric
lines are running parallel to the project road and at some locations HT and LT lines are crossing
the road at frequent interval throughout the road stretch.
2.2.2
Road Condition Survey

The visual road condition survey data as recorded at site has been presented in Annexure 2.2. This
includes information on visible and ongoing/ recent improvements.
2.3
Topographic Survey
The topographic survey along the project corridor was carried out as per the Terms of Reference (TOR),
using high precision Total Station with the objective to capture essential ground features and prepare
plan and profile drawings
Detailed topographic survey was carried out following the procedure given below:
Setting up permanent bench marks and control stations at 5km interval.

Establishment of horizontal control.
Establishment of vertical control to have the elevation coordinate hooked to the nearest GTS stations
along the Project Road.
Collection of Digital Terrain Model data containing the existing highway, rivers, streams and other
topographical features to form the basis for the new designs; and
Preparation of base plans containing existing highway, rivers, streams and other topographical
features to form the basis of the new designs; and
Preparation of base plans containing the entire natural and manmade structures like buildings,
fences, walls, utilities, temples and other religious structures etc. That would govern the finalization
of horizontal alignment.
NOTE:
a) Survey of India (SOI) GTS at Ropar barrage is the reference for Z value i.e. level.
b) If two pairs of GPS are available, it is advised to close the loop with new traverse to get the actual
coordinates in reference to co-ordinates provided by the Consultant below in Table 2.3:
Table 2.3 GPS Coordinates
S
No
EASTING
NORTHING
ELEVATION
CODE
REMARKS
637730.794 3430706.716
266.163
GPS02
OnShoulderRoadRightSide
NearFurnitureShop
637503.878 3430772.503
266.802
GPS2A
OnShoulderRoadLeftSide
NearBusStop
634660.664 3431353.024
268.177
GPS03
FrontKmStone15

S
No
EASTING
NORTHING
ELEVATION
CODE
Page 21 of 35
July 2013
Revision: R0
REMARKS
634428.456 3431393.428
267.479
GPS3A
NearTransformar
630841.500 3432215.145
267.688
GPS04
NearElectricePole
630590.519 3432237.608
265.183
GPS4A
H.M.Stone
627221.575 3433629.360
263.819
GPS05
NearKmStone23
627005.408 3433695.304
263.813
GPS5A
NearCH23242
623805.126 3435616.328
264.867
10 621256.820 3437683.427
270.872
11 621280.957 3438071.361
271.505
12 617810.082 3439463.102
263.729
GPS08
KmStone48
13 617548.629 3439556.069
263.540
GPS8A
CH48300
14 614111.257 3440948.851
260.226
GPS09
FrontGraveyard
15 613902.201 3441033.073
260.110
GPS9A
NearHairDrasar
16 609571.550 3442800.649
258.105
GPS10
NearKmStone39
17 609335.104 3442882.906
258.430
GPS
10A
NearTemple
18 605749.530 3445071.208
254.517
GPS11
NearGujarPurKalanRoad
19 605522.233 3445169.216
254.881
GPS
11A
NearSugarMillColony
20 602489.727 3446716.974
254.636
GPS12
NearKmStone31
21 602258.202 3446818.572
254.777
GPS
12A
FrontPotatoGodown
22 598874.895 3448492.748
252.191
GPS13
NearKmStone27
23 598651.943 3448585.896
252.201
GPS
13A
NearKamahaVillageRoad
KanalSideNearKmStone27
GPS07 FrontBabaRoshansaBali
Road
GPS7A
(Chock)PathankotRoadSide
GPS06

2.4
2.4.1
Page 22 of 35
July 2013
Revision: R0
General
The project road has been investigated for evaluating its structural as well as functional performance.
The various surveys for the investigation of the pavement have been done and are discussed below.
2.4.2
Benkelman Beam Deflection (BBD) Test

The rebound deflection measurements using Benkelman Beam Deflection method in accordance to
CGRA procedure stipulated in IRC-81:1997 (Guidelines for Strengthening of flexible Pavement using
Benkelman Beam Deflection Technique) have been carried out throughout the Project Road on both
directions along outer wheel path.
Following Procedure was adopted:
Main line testing at 1000 m interval all along the road. After analyzing the mainline testing
results using cumulative approach, homogenous sections were identified.
For control section testing :
A homogenous segment was determined based on the result of pavement condition
survey. The total length of homogeneous segment is not less than 100m per km.
The deflection testing was carried out for each 100m homogenous length.
The deflection measurement was done at interval of 10m.
The observed deflection values were corrected for standard temperature of 35C. Corrections for
seasonal variation were applied as the tests were carried out during the dry season.
The 10 deflection readings for each control section were statistically analyzed and the
characteristic deflection was taken to be mean plus twice the standard deviation. The average
characteristic deflection for each homogeneous section was then determined. Results of the
deflection tests are furnished in Annexure 2.3 .The characteristic deflections for homogeneous
sections for use in design are tabulated in Table 2.4 below.
Table 2.4: Benkelman Beam Deflection Survey Summary
S. No.
1
2
3
4
5
6
Stretch
From (km)
0.000
9.430
19.330
40.530
61.280
73.080
To (km)
9.430
19.330
40.530
61.280
73.080
81.330
Avg. Characteristic
Deflection
(mm)
1.969
1.141
1.911
1.300
1.884
1.218
Homogeneous
Section Type
I
II
III
IV
V
VI

2.5
2.5.1
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Subgrade Investigation
Test Pits for Existing Subgrade
Test pit investigations were carried out at the interface of main carriageway and earthen shoulder at
every 2 km intervals in a staggered manner along the existing road alignment. Following tests were
carried out to ascertain the existing physical and strength condition of the subgrade:
Large Pits (1.0m X 1.0m)
a)
b)
c)
d)
e)
f)
g)
2.5.2
In-Situ Moisture Content

Dynamic Cone Penetrometer (DCP) test
Details of Pavement layer composition
Laboratory Soil Characterisation (Grain Size and Atterberg Limits)
Laboratory Moisture-Density characteristics (using modified AASHTO compaction)
Dry Density using sand replacement method
CBR test on 4 day soaked samples
Existing Pavement Composition

Flexible Pavement exists all along the project road. The existing flexible pavement composition was
measured at test pits (1.0m x 1.0m) dug at pavement shoulder interface at 1000m staggered interval in
both directions. The summary of thickness and composition is given below in Table 2.5.
Table 2.5: Summary of Thickness and Composition of Existing Flexible Pavement Crust
Pavement Composition (mm)
S
No
Design
Chainage
Existing
Chainage
wrt
SH/MDR
0+325
18+000
Phagwara
Bypass
1+330
19+000
2+330
SH/ MDR
Side
BC
DBM
WMM
GSB
Total
Thickness
Left
50
100
250
200
600
Phagwara
Bypass
Right
30
40
250
340
660
20+000
Phagwara
Bypass
Left
30
70
210
310
620
3+325
21+000
Phagwara
Bypass
Right
25
70
230
320
645
4+330
22+000
Phagwara
Bypass
Left
30
70
230
390
720
5+330
23+000
Phagwara
Bypass
Right
30
50
230
320
630
6+330
24+000
Phagwara
Bypass
Left
30
70
210
360
670

Page 24 of 35
July 2013
Revision: R0
S
No
Design
Chainage
Existing
Chainage
wrt
SH/MDR
7+330
25+000
Phagwara
Bypass
8+335
26+000
10
9+330
11
SH/ MDR
Side
BC
DBM
WMM
GSB
Total
Thickness
Right
40
60
120
130
350
Phagwara
Bypass
Left
30
70
210
360
670
27+000
Phagwara
Bypass
Right
35
70
80
160
345
10+330
06+000
MDR56
Left
30
110
200
140
480
12
11+340
07+000
MDR56
Right
40
70
320
360
790
13
12+380
08+000
MDR56
Left
30
70
340
370
810
14
13+385
09+000
MDR56
Right
40
70
310
370
790
15
14+350
10+000
MDR56
Left
50
100
200
350
16
15+340
11+000
MDR56
Right
40
80
270
390
17
16+330
12+000
MDR56
Left
30
80
170
100
380
18
17+330
13+000
MDR56
Right
40
70
170
100
380
19
18+350
14+025
MDR56
Left
40
70
170
100
380
20
19+325
15+000
MDR56
Right
30
90
150
180
450
21
20+330
16+000
MDR56
Left
30
90
210
260
590
22
21+335
17+000
MDR56
Right
30
40
250
23
22+335
18+000
MDR56
Left
40
50
130
140
360
24
23+340
19+000
MDR56
Right
50
80
90
190
410
25
24+340
20+000
MDR56
Left
30
60
100
150
340
26
25+135
20+800
MDR56
Right
35
90
80
170
375
27
28+535
24+200
MDR56
Right
30
70
140
180
420
28
29+325
25+000
MDR56
Left
40
50
130
140
360
29
30+520
26+200
MDR56
Right
25
30
130
190
375
30
31+315
27+000
MDR56
Left
25
30
140
210
405
31
32+305
28+000
MDR56
Right
30
70
140
150
390
32
33+310
29+000
MDR56
Left
40
60
33
34+325
30+000
MDR56
Right
30
80
90
34
35+335
31+000
MDR56
Left
30
70
200
320
330
430
260
460
300

S
No
Design
Chainage
Existing
Chainage
wrt
SH/MDR
35
36+335
36
Page 25 of 35
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SH/ MDR
Side
32+000
MDR56
37+360
33+000
37
38+380
38
BC
DBM
WMM
GSB
Total
Thickness
Left
40
70
100
130
340
MDR56
Right
40
70
100
120
330
34+000
MDR56
Left
40
30
360
39+090
34+700
MDR56
Right
30
90
100
39
43+615
39+000
MDR56
Left
50
100
170
40
44+605
40+000
MDR56
Right
40
100
140
170
450
41
45+600
41+000
MDR56
Left
45
100
150
180
475
42
46+590
42+000
MDR56
Right
70
90
160
220
540
43
47+575
43+000
MDR56
Left
30
100
240
44
48+565
44+000
MDR56
Left
30
95
170
130
425
45
49+555
45+000
MDR56
Right
30
95
170
130
425
46
50+545
46+000
MDR56
Left
40
40
260
310
650
47
51+535
47+000
MDR56
Right
40
40
270
300
650
48
52+525
48+000
MDR56
Left
30
90
180
230
530
49
53+500
49+000
MDR56
Right
40
90
180
160
470
50
54+520
50+000
MDR56
Left
40
130
160
150
480
51
51+000
MDR56
Right
50
70
300
52
52+000
MDR56
Left
40
60
140
230
470
53
53+000
MDR56
Left
40
90
140
230
500
430
210
430
320
370
420
54
58+100
54+000
MDR56
Left
40
70
200
170
480
55
59+080
55+000
MDR56
Left
40
70
200
180
490
56
59+875
27+000
SH24
Left
40
60
230
260
590
57
60+870
26+000
SH24
Left
30
70
180
160
440
58
61+865
25+000
SH24
Left
40
60
170
160
430
59
62+855
24+000
SH24
Left
60
100
200
200
560
60
63+860
23+000
SH24
Left
40
50
200
200
490
61
64+865
22+000
SH24
Left
50
60
200
160
470
62
65+850
21+000
SH24
Left
40
60
180
100
380
63
66+825
20+000
SH24
Left
30
60
200
100
390

S
No
Design
Chainage
Existing
Chainage
wrt
SH/MDR
64
67+325
65

SH/ MDR
Side
19+500
SH24
68+820
18+000
66
69+830
67
BC
DBM
WMM
GSB
Total
Thickness
Left
50
50
170
240
510
SH24
Left
45
50
170
230
495
17+000
SH24
Left
40
50
100
220
410
70+825
16+000
SH24
Left
40
60
80
240
420
68
71+830
15+000
SH24
Left
50
80
200
130
460
69
72+830
14+000
SH24
Left
50
80
130
160
420
70
73+820
13+000
SH24
Left
40
40
140
160
380
71
74+825
12+000
SH24
Left
40
90
130
150
410
72
75+825
11+000
SH24
Left
40
100
120
150
410
73
76+720
10+100
SH24
Left
40
100
120
140
400
74
77+820
09+000
SH24
Left
40
50
230
230
550
75
78+820
08+000
SH24
Left
40
40
220
120
420
76
79+820
07+000
SH24
Left
40
40
140
150
370
06+000
SH24
Left
40
50
130
130
350
77
2.5.3
Page 26 of 35
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Laboratory Tests on Subgrade Samples

The Subgrade samples collected from pits were taken to laboratory to carry out the following tests
according to relevant BIS standard:
Grain Size Analysis
Atterberg Limits
Optimum Moisture Content & Maximum Dry density
California Bearing Ratio Tests on samples (soaked for 4 days)
IS: 2720 (Part-IV)

IS: 2720 (Part-V)
IS: 2720 (Part-VIII)
IS: 2720 (Part-XVI)
The field and laboratory test results are compiled and provided in the Annexure 2.4. Summary of the
results are discussed below:
Grain Size Analysis:
The per cent passing 75micron sieve ranged between 65 and 90 with an average of 79.
Atterbergs Limit:
The mean Liquid Limit and Plastic Limit values for Ropar-Phagwara section are found to be 26.3% and
17.7% respectively and the average value of Plasticity Index of the soil is 9.5%. The results are
summarized in Table 2.6.

Page 27 of 35
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Table 2.6 - Atterbergs Limits of Subgrade Samples

Test Parameter
Liquid Limit
Plastic Limit
Plasticity Index
Minimum
(%)
17.8
12.9
3.6
Maximum
(%)
34.6
19.06
17.0
Average
(%)
23.4
15.4
8.5
Compaction Test
From field test results, it is observed that field dry densities in most of the cases are less than 1.90
t/m3.The degree of compaction is varying from 81% (minimum) to 90% (maximum) of the MDD.
Laboratory compaction (Heavy) test results show that Maximum Dry Density (MDD) ranges from 1.75
t/m3 to 2.1 t/m3.
CBR Tests
CBR tests on specimens compacted at three different energy level and soaked in water for four days
were carried out for soil samples collected at each test pit. Results of the tests are provided in Annexure
2.4. The Annexure also shows the CBR of the existing subgrade at FDD as derived from the CBR curve
plotted from the tests carried out at three energy levels.
In summary for Ropar-Phagwara section, the CBR at 97% compaction varies between 6.5% and 16.0%.
2.5.4
Dynamic Cone Penetration Test

Dynamic cone penetrometer was conducted at every subgrade investigation pit locations and also at
every 5 km interval staggered along the project road to assess the in-situ CBR at subgrade and below
subgrade level.
Analysis of DCP-CBR
Graph of penetration versus number of blows was plotted for each pit location where the test was
conducted. Slope change of the graph indicates the interface of two layers of the soil. From this graph
layer thickness and slope (penetration mm/blow) were calculated.
DCP CBR value was calculated for each layer using the following formula:
Log10 (CBR) = 2.48 1.057 x Log10 (mm/blow)
The equivalent DCP CBR for the full depth of soil investigated was calculated on the basis of
following formula

Page 28 of 35
July 2013
Revision: R0
(CBR )1 / 3 ( thickness of layer )

Equivalent DCP CBR =
thickness of layers
The DCP-CBR test results for the Subgrade pit locations have been presented in the Annexure 2.5. The
DCP tests were carried out during the month of April-May 2010 and accordingly the CBR values may be
representative of partially soaked condition. Summary results of the DCP tests are given in Table 2.7.
Table 2.7: Dynamic Cone Penetration Tests Summary of Results
Description
Avg. DCP-CBR
Maximum DCP-CBR
Minimum DCP-CBR
2.5.5
Project Road section

15
31
9
Investigation for Natural Ground Along Widening Side and Realignment
On the natural ground where the new carriageway will be constructed and along realignments, the
following tests/investigations were made for assessing the quality and condition of the soil forming the
natural ground:
(a)
Large Pits (1.0m X 1.0m)

i)
ii)
iii)
iv)
v)
Dynamic Cone penetrometer (DCP) test

In Situ Moisture Content and dry density.
Gradation and Atterberg limits
Compaction tests (Heavy)
Soaked CBR
Results or test results are compiled in the Material Investigation Report

2.6
Soil and Material Investigation
2.6.1
General
The materials required for the project include the following:

a)
b)
c)
d)
e)
f)
Soil for the subgrade and shoulders

Granular material for subbase
Stone aggregate or use in pavement course
Sand for use in pavement course and cement concrete
Water for construction purpose
Manufactured items like cement, steel and bitumen

Page 29 of 35
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Revision: R0
The Consultants carried out the needed surveys and investigated in the following step by step procedure:
a) Study of geological and soil maps of the area to identify the type of material in natural formation
b) Study and collection of material and quarry charts available with the PWD and discussions with the
concerned officials about the traditional sources of materials being used in the project area.
c) Visiting the project area to a radius of about 25km to identify any possible quarry / material sources
and collecting samples from such sources for laboratory tests including making an assessment of
available quantity.
d) Testing the samples in the laboratory for engineering properties and evaluation of suitability of
various materials for incorporation in the permanent works.
e) Determining the haulage road by type and distance for bringing the materials to site.
f) Based on the data collected and the laboratory test results, preparation of quarry and material source
charts indicating the location of the various sources and haulage distance.
2.6.2
Stone Aggregates For Pavement Courses And Cement Concrete
The sources of stone aggregates have been identified within the state of Punjab and bordering areas of
Himachal Pradesh. The locations of Stone Aggregate quarries with lead distance are provided in
Table 2.8.
Table 2.8: Details of Stone Aggregate Quarries
Sr.
No
Name of
Crusher/
Supplier
Jai Shankar
Stone Crusher
B.S. stone
Crusher
Subhash
Transport Co.,
Jammu Road
Khalsa Stone
Crusher
Lead
Distance
Source of
Material
Damtal Crusher
Zone, Himachal
Pradesh
Mirthal Crusher
Zone, Punjab
150 Km
Beas Riverbed
155 Km
Beas Riverbed
Pathankot Crusher
Zone (Madhopur/
Sujanpur), Punjab
Bharatgarh
Crusher Zone,
Punjab
165 Km
Ravi Riverbed
67 Km
Satluj
River-bed
Location
Type of
Material
40mm, 20mm,
10mm, 6mm,
Sand
40mm, 20mm,
10mm, 6mm,
Sand
40mm, 20mm,
10mm, 6mm,
Sand
40mm, 20mm,
10mm, 6mm,
Sand
*Note: Average lead distance for the Project Road

Representative samples were collected and tested for the following properties:
Aggregate Impact value (AIV)

Combined flakiness and elongation indices
Coating and stripping of Bitumen Aggregate Mix
:
:
:
As per IS: 2386 (Part-6)

As per IS 6214

Soundness
Specific Gravity
Water absorption
Alkali Aggregate Reactivity
:
:
:
:
Page 30 of 35
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As per IS-2386 (Part-7)
The test results of stone aggregates are summarized in Table 2.9(a) and 2.9(b)
Table 2.9(a): Laboratory Test Results of Stone Aggregates
S.
No
Location
Damtal
Mirthal
Pathankot
Bharatgarh
Tested
Sample
Specific
Gravity
20 mm
10 mm
20 mm
10 mm
20 mm
10 mm
20 mm
10 mm
2.67
2.64
2.65
2.62
-
Water
Absorption
(%)
0.61
0.35
0.29
0.29
-
Flakiness
Index
(%)
16.6
20.4
14.8
17.2
19.6
24.5
15.4
18
Elongation
Index
(%)
20.2
24.6
22.5
23.8
25.8
28.4
21.2
24.2
Table 2.9(b): Laboratory Test Results of Stone Aggregates
Damtal
20 mm
Aggregate
Impact
Value
(AIV)
19
Mirthal
20 mm
18
Innocuous
Sound
Passes
Pathankot
20 mm
17
Innocuous
Sound
Passes
Bharatgarh
20 mm
18
Innocuous
Sound
Passes
S.
No
Location
Tested
Sample
Nature in
AAR
Test
Nature in
Soundness
Test
Innocuous
Sound
Bitumen
Coating &
Stripping
Test
Passes
The above test results show that the coarse aggregate sampled from all the four quarries/ crusher zones
broadly meet the specification criteria for pavement layers including granular sub-base, WMM base,
DBM & BC wearing course as well as structural concrete. Only in case of shape of aggregate (combined
flakiness and elongation index), the test results fall outside the specification limits for all the four
locations. However, the index value can be brought under specified limits by making suitable changes in
crushing methodology by the crusher operators.

2.6.3
Page 31 of 35
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Sand For Use In Pavement Course And Cement Concrete
Representative samples from the stone quarries were collected and tested in the laboratory. The
following tests were conducted on collected fine aggregate samples.
Gradation & Fineness Modulus (FM)

Soundness
Specific Gravity
Water absorption
Alkali Aggregate Reactivity (AAR)
Sand Equivalent Test
LL/ PL of fraction passing 425 micron sieve
:
:
:
:
:
:
:

The test results are summarized in Tables 2.10(A) and 2.10(B).

Table 2.10(A): Laboratory Test Results of Sand
S.
No
1
2
3
4
Location
Damtal
Mirthal
Pathankot
Bharatgarh
Fineness
Modulus
(FM)
Grading as
per IS:383
%age
Passing 150
micron
Sieve
2.45
2.43
2.49
2.12
Zone-II
Zone-II
Zone-II
Zone-III
06
09
10
10
Sand
Equivalent
Value
81
62
71
91
PI of
Material
Passing 75
micron
Sieve
N.P.
N.P.
N.P.
N.P.
Table 2.10(B): Laboratory Test Results of Sand

S.
No
1
2
3
4
Location
Specific
Gravity
Damtal
Mirthal
Pathankot
Bharatgarh
2.73
2.69
2.79
2.76
Water
Absorption
(%)
2.9
2.7
3.2
3.1
Nature in AAR
Test
Nature in
Soundness Test
Innocuous
Innocuous
Innocuous
Innocuous
Sound
Sound
Sound
Sound
The above test results show that the fine aggregate sampled from all the four quarries/ crusher zones
broadly meet the specification criteria for pavement layers including granular sub-base, WMM base,
DBM & BC wearing course as well as structural concrete.
2.6.4
Fly Ash
It is proposed that pond ash from Guru Gobind Singh Super Thermal Power Plant of PSPCL at Ghanauli
near Ropar shall be used as earth-fill material for embankment construction. The project road falls

Page 32 of 35
July 2013
Revision: R0
within 100km radius of the plant and there is sufficient availability of pond ash at the plant. The lead
distance of Flyash source is presented in Table 2.11 below
Table 2.11: Lead Distance of Flyash Source
S.No.
1
2
3
4
5
2.6.5
Location
Phagwara (Start of Project Road)

Banga
Nawanshahr
Balachor
Ropar (End of Project Road)
Project Road
Chainage
(km)
0.00
27.00
40.50
60.00
80.30
Lead From
Source of PondAsh (km)
92
65
52
32
12
Borrow Soil
Location
Potential sources of earth for the construction of embankment and subgrade were identified on either
side of project road. The details of proposed borrow areas investigated with their respective locations;
corresponding chainages and lead from nearest point to project road are tabulated in Table 2.12.
Table 2.12 :- Location of Proposed Borrow Areas
S.No.
1
2
3
4
Chainage of
Nearest Point
on Project
Road (km)
7.900
26.700
45.400
70.700
Location / Village Name
Side of Project
Road
Phagwara-Mahalpur Road
Banga-Mukandpur Road
Barnala Kalan-Bhagoran Road
Paniyali Kalan Village
LHS
RHS
LHS
LHS
Lead From
Nearest Point
on Project
Road (km)
05
05
03
10
Laboratory Testing
The scope of Laboratory Testing generally followed for soil samples includes:
i)
ii)
iii)
iv)
v)
Grain Size Analysis as per IS: 2720 Part IV

Determination of Atterberg Limits as per IS: 2720 Part V
Determination of MDD/ OMC as per IS: 2720 Part VIII
Determination of soaked CBR as per IS: 2720 Part XVI
Determination of free swell index as per IS: 2720 Part XL

Page 33 of 35
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The details of laboratory test results of Borrow area materials are presented in Table 2.13(a) and
Table 2.13(b)
Table 2.13(a):- Details of laboratory test results of Borrow area materials
SIEVE ANALYSIS (%by weight passing)
Type
of Soil
4.75
mm
Sieve
2 mm
Sieve
0.425 mm
Sieve
0.075
mm
Sieve
Sand Content (%)
PhagwaraMahalpur
Road
Sand
100
100
100
30
70
BangaMukandpur
Road
Clay
100
98
90
77
23
Barnala
Kalan Bhagoran
Road
Silty
Clay
98
97
93
78
20
Paniyali
Kalan
Village
Silt
100
100
95
70
30
Location
Table 2.13(b):- Details of laboratory test results of Borrow area materials

ATTERBERG LIMITS
Soil
Plasticity ClassificaIndex
tion
(PI) %
Max.
Dry
Density
(MDD)
gm/cc
Optimum
Moisture
Content
(OMC) %
4-days
Soaked
CBR (at
97% of
MDD)
Liquid
Limit
(LL)
%
Plastic
Limit
(PL) %
PhagwaraMahalpur
Road
NP
NP
NP
SM
BangaMukandpur
Road
25
18
CL
Barnala
Kalan Bhagoran
Road
19
13
CL-ML
1.80
15.2
12
Paniyali
Kalan
Village
NP
NP
NP
ML
1.78
13.8
10
Location

2.6.6
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Manufactured Materials
Manufactured material like bitumen and emulsion can be collected from Panipat Refinery Limited. The
distance of this refinery is about 237 km from center of project site and is the nearest one. The
Consultants propose this refinery as source of bitumen and emulsion.
Steel can be easily procured locally from Chandigarh / Phagwara / Ludhiana / Jallandhar.
Cement is readily available throughout the project stretch.
2.7
Structures
2.7.1
Introduction
Detail design for 4 Laning of Ropar-Phagwara road involves construction of new bridges, flyovers, and
cross drainage structures along new carriageway and widening of some of the existing bridges. For this
purpose detailed inventory survey for these existing bridges and cross drainage structure was carried out.
The Detail inventory along with the widening scheme of the existing bridges are presented in this
section.
2.7.2
Inventory of Existing Structures
In the project road from Ropar to Phagwara, there are a total of 23 structures of which 22 no. are Minor
Bridges and 01 Major Bridge.
Each of the bridge site was visited and detailed inventory was carried out. Inventory of the existing
Bridges are provided in Annexure-2.9. However, the existing data is also summarized in the following
Table: 2.14
Table: 2.14- Summary of Existing Bridges along Ropar-Phagwara
Type of Structure
Major Bridge
Minor Bridge
Total
No. of Structures
01
03
10
09
23
2.8
Cross Drainage Structures (Culverts)
2.8.1
Introduction
Type of Crossing
Superpassage
Canal
Canal Syphon
Superpassage
In the entire stretch of Ropar to Phagwara highway section a total of 84 CD structures were found
comprising several pipe culverts, slab culverts and box culvert. Some culverts are observed as fully
choked and not functioning hydraulically. These are proposed to be reconstructed/replaced with solid
slab or pipe culverts as the case may be. Upgrading of the road section to a dual carriageway road of two
lanes (along with service road across the culverts) each involves widening of the existing CD structures.
Wherever the new alignment is away from the existing road, new culverts are required in the new
alignment to cover the full road width. New culverts are also required where the capacity of the existing
ones is inadequate or where the diameter of the pipes in case of pipe culverts is less from maintenance
point of view. Repair or replacement of culverts is called for when these are in distressed condition in

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substructures and super structure slab. Accordingly detailed inventory of all the culverts were taken and
their condition survey was carried out to determine their present conditions. Also, hydrological
investigation was carried out to find out the hydraulic adequacy of the existing culverts.
The outcome of hydrological investigation and detailed inventory and condition survey are covered in
the following articles. Various consideration and methodology related to widening of culverts are also
discussed in this section of the report.
Summary of different types of Culverts and their numbers are indicated in Table 2.15
Table: 2.15 - Summary of Culverts along Ropar-Phagwara
Type of CD Structure
No. Of CD Structures
Box / Slab Culvert
50
HPC Culvert
32
Arch Culvert
02
Total
84
2.8.2
Inventory & Condition Survey of Existing CD Structures
Engineers of CES visited various sites of the existing culverts along the project road. The existing CD
structures observed in the project stretch comprise of the following:
a)
b)
c)
RC Pipe Culverts
Slab Culverts
Box Culvert
For each culvert, an inventory-cum-condition survey sheet was filled up after visual observation and
measurements with tapes. The locations of the culverts as noted in the sheet are approximated depending
on the availability of kilometer and 200m stones, during field investigations.
Inventory and Condition Survey of the existing culverts are provided in Annexure-2.10
The commonly occurring problems noticed at site for the slab culverts are absence of PWD number
mark, damaged parapet, honey comb in concrete in the superstructure slab, exposed reinforcement and
corrosion, etc. For RC pipe culverts the common problems noted are absence of PWD number mark,
damaged parapet, fully choke/partial choking of inlet/outlet due to accumulation of sedimentation and
also due to vegetation growth, damaged headwall etc.
The above-mentioned snags, which are commonly observed in the culverts, are items of routine
maintenance and these structures can be widened to cater to the additional two lanes. The structures
which are observed in major distress in terms of structural integrity has been replaced and reconstructed
otherwise the structures are widened to its full required width as per roadway width as envisaged in the
approach portion.
Chapter - 3
TRAFFIC SURVEY DEMAND
ASSESSMENT

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CHAPTER 3
TRAFFIC SURVEY DEMAND ASSESSMENT
3.1
TRAFFIC FORECAST
3.1.1
Approach to Estimation of Growth Rates

Long term forecasting of traffic on the project road during the time horizon of the study is
required for widening & upgradingof the Ropar-Phagwara section in Punjab with partially
access controlled facility. For this purpose, a study of past trends in traffic growth is
undertaken. The traffic growth rates established for this study are based on elasticity
approach. Whereina relationship is established between past traffic data and socioeconomic indicators. The methodology thus adopted incorporates the perspective growth
envisaged in the economy in the influence area and the changes in transport demand
elasticities over a period of time as a basic data input. Traffic growth rates by vehicle type,
for the project road corridor have been determined for the 30 years period.
The approach involved establishing a quantitative relationship between traffic growth as
the dependent variable and growth in Net State Domestic Product (NSDP)/Population/Per
Capita Income (PCI) as the independent variable. Consultants used time series vehicle
registration data and NSDP/population/per capita income/income accruing to influencing
sectors such as primary & secondary, for the Project Influence Area (PIA) of the Punjab
state.
3.1.2
Project Influence Area (PIA)

Analysis of traffic movement on the project road indicates that the traffic flow is mainly
influenced by the Punjab. Thus Punjab constitutes the broad influence area. It was
observed from the OD survey, that Punjab contributes 93% passenger &79% goods traffic
movement. This was the basis for deriving vehicular elasticities and growth rates.
3.1.3
Economic Perspective of Punjab

The Indian economy has displayed vigorous growth with strong macroeconomic
fundamentals in the past. It entered the 11th plan period with an impressive record of
economic growth. However, the global recession and tightening liquidity position had its
impact on the main economic sectors. The national economy that was witnessing high
growth slowed down with economic growth slipping from 9 percent to 7.5 percent in
2009-10. However, driven by stimulus packages and signs of recovery in the international
market, government forecasts, a growth of 7 to 7.6 percent in the current fiscal but foreign
brokerage has pegged Indias GDP growth rate at 6 percent this fiscal. It is expected that
the economy would expand by 6.5& 6.7 percent during fiscal 2013-2014 and 2014-2015.
Based on the past performance of the indian/state economy, the recent recession, the
targets of PIA economy have been appropriately moderated.

3.1.4
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Past Traffic Growth Trend

The Net State Domestic Product (NSDP) of Punjab at current prices increased from
Rs8,61,081Mn in 2004-05 to Rs20,24,741 Mn in 2010-11 registering an average annual
growth rate of 15.3% over the period. The rate of change in NSDP at constant prices is the
main economic indicator for measuring the real growth in the economy. NSDP at constant
(2004-05) prices has increased from Rs. 8,61,081 Mn in 2004-05 to Rs12,99,331 Mn in
2010-11 thus exhibiting an average annual growth rate of 7.1 percent over this period. In
the state, per capita income (PCI) in real terms, a measure of the disposable income and
general well-being of the people, went up from Rs. 33,103 in 2004-05 to Rs44,752 in
2010-11, at constant (2004-05) prices registering an annual average growth rate of 5.2
percent. In terms of both economic indicators, i.e. the growth in per capita income as well
as state income, the performance of the Punjab was below the country. During the 10th
Plan period, the Indian economy witnessed an average annual growth of 6.5% while
Punjab grew at 4.7 percent.
The past performance of the economy of Punjab has also been studied by analyzing time
series data on NSDP and income originating from the main economic sectors. Growth
rates from 1999-00 to 2010-11 are worked out from regression equations fitted to time
series data of state sectoral income. The growth rates obtained for different time periods
are presented in Table 3.1
Table 3.1: Growth Rate of Punjab Economy in Different Time Period
Period
1993 to 2010
1999 to 2010
2004 to 2010
NSDP
5.0
5.7
7.3
Agriculture
1.9
1.8
1.9
(in %)
Manufacturing
6.2
8.6
13.6
Punjab recorded a long term average annual growth rate of income at 4.4 percent, while its
performance in the short-term was 5.3.
Future Prospects of Punjab: The 11th Plan growth targets for the country and Punjab are
9.0 percent and 5.9 percent respectively. Based on the growth achieved in the recent past
(2004-2010) it is expected that the economy may grow at 5.5 percent upto 2015, 5.0
percent upto 2025, and then gradually decline to about 4.0 percent.
3.1.5
Transport Demand Elasticity

3.1.5.1 Using Registered Motor Vehicles as dependent variable
The Consultants have used elasticity approach for determining the growth rates of future
traffic. Elasticity in the present context is defined as the ratio of percentage change in
traffic to the percentage change in socio-economic parameters. The concept of developing

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regression equation to express dependent variable in terms of one or more independent

variable is widely used in transportation engineering for variety of purposes. In the present
case, the dependent variable is the registered motor vehicles in the zone of influence
(State). While in paragraph 3.1.5.2tollable traffic for the last four years on the stretch has
been considered as the dependent variable. The independent variables in both the cases are
socio-economic parameters. The choice of independent variable depends upon vehicle type
under consideration. For passenger modes, cars were regressed with population & PCI
separately first then with the both independent variables, two wheelers were regressed with
PCI & buses were regressed with population. In case of goods modes, goods vehicles
(LCV and trucks) were regressed against total NSDP as well as income from the primary
and secondary sector. NSDP was observed to give a reasonable elasticity and R2 values
forgoods vehicles. The methodology involved fitting log-log regression equations to the
time series data. This methodology is in line with the guidelines given in IRC: 108-1996
Guidelines for Traffic Prediction on Rural Highways.
Regression results show that the elasticity values for the short term (2004-2010) were low.
Applying these elasticities to the economic parameter forecasts would have resulted
pessimistic traffic growth rates. Hence they were discarded. The Consultants found the
long term values (1999-2010) to be more realistic, and comparable, quite closely, with the
normal recommended values of elasticity. Summary results of regression analysis are
given in Table 3.2
For goods vehicles Indias GDP figures was also considered along with NSDP of Punjab
for derivation of elasticity & growth factor.
Table 3.2: Results of Regression Analysis
Time
Period
State /
Nation
19992010
Punjab
19992010
India
R2
Dependent
Variable
Two Wheeler
Car/Jeep/Van
/Taxi
Bus
LCV & Trucks
Independe
nt Variable
PCI
Elasticity Coefficient
1.79
0.86
PCI
2.65
0.81
Population
NSDP
3.33
1.14
0.86
0.95
Goods Vehicles
GDP
1.19
0.98
Elasticity values in the initial period are related past elasticity values. Generally the spread
of economic development induces changes in the spatial distribution of activities and
corresponding changes in transport demand elasticity. As regions become more and more
self-sufficient, the need for long-distance transport diminishes. Accordingly, it was
assumed that transport demand elasticity, for both freight and passenger traffic, would tend
to decline over time, despite growth in economy & per capita income, and eventually
approach unity and even less.

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The derived elasticity however, reasonably consistent with the elasticity values as
suggested by IRC (Road Development Plan: Vision 2012) and Asian Development Bank
for traffic forecasting.
3.1.5.1.1
Suggested Elasticity Values
The suggested elasticity values adopted are presented in Table 3.3 below.
Table 3.3: Projected Transport demand elasticities for passenger and freight vehicles
Time Period
2010-2015
2016-2020
2021-2025
2026-2030
2031-2035
Beyond 2036
3.1.5.1.2
Bus
Goods Vehicles
(Punjab)
Goods
Vehicles
(India)
2.50
2.30
3.30
3.00
1.10
1.00
1.20
1.10
1.70
2.30
3.00
1.00
1.10
1.60
2.10
2.80
0.90
1.00
1.60
1.50
2.10
2.00
2.80
2.60
0.90
0.80
1.00
0.90
Two
Wheeler
Car
1.80
1.70
Projected Traffic Growth Rates
The projected vehicular growth rates are based on projected vehicular elasticities and
economic perspective of the PIA. The growth of both passenger and freight modes are
based on the respective vehicular elasticites and the perspective growth of the Punjab.
Projected growth rates of NSDP, GDP, PCI& Population are given in Table 3.4 below:
Table 3.4: Average Annual Growth of Economic Indicators (%)
Period
2010 - 2015
2016 - 2020
2021 - 2025
2026 - 2030
2031 - 2035
Beyond 2036
Population
NSDP
PCI
GDP
2.0
5.5
4.0
6.5
1.9
5.0
3.9
6.0
1.9
5.0
3.9
6.0
1.8
4.5
3.8
5.5
1.8
4.5
3.8
5.5
1.7
4.0
3.7
5.0
Based on the above parameters, mode wise traffic growth rates have been calculated using
the following relationship and presented in Table 3.5
rmg
=
rNSDP or GDP x Em

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Where,
rmg
rNSDP or GDP
Em
=
=
=
growth rate of mode

growth rate of NSDP or GDP
modal elasticity
Table 3.5: Traffic Growth Rates from Regression Analysis (%)

Truck
Truck
Period
2W
Car
Bus
(Punjab)
(India)
2010-2015
7.7
10.0
6.6
6.1
7.8
2016-2020
7.1
9.0
5.7
5.0
6.6
2021-2025
7.1
9.0
5.7
5.0
6.6
2026-2030
6.4
8.0
5.0
4.1
5.5
2031-2035
6.4
8.0
5.0
4.1
5.5
Beyond 2036
5.9
7.4
4.4
3.2
4.5
Relative impact of Punjab and India was considered for goods vehicles using the
percentage of trips plying between these two broad zones (refer para 1.2) and weighted
growth factor was calculated and presented in Table 3.6.
Table 3.6 :Weighted Traffic Growth Rates (%)
Time Period
Two
Car
Bus
Trucks
Wheeler
2010-2015
7.2
10.0
6.6
6.4
2016-2020
6.6
9.0
5.7
5.3
2021-2025
6.6
9.0
5.7
5.3
2026-2030
6.1
8.0
5.0
4.4
2031-2035
6.1
8.0
5.0
4.4
Beyond 2036
5.6
7.4
4.4
3.5
3.1.5.2 Using Tollable Traffic as dependent variable

Cars were regressed with population & PCI separately first then with the both independent
variables,Lcvs, bus/truck, heavy vehicles &earth moving vehicles were regressed with
NSDPseparately, Lcvs& bus/truckswere showing fluctuating negative trend whereas
heavy & earth moving vehicle shows a high % of growth >25% . Thereafter all vehicles
were converted into an equivalent tollable bus/truck traffic based on current toll rates in
Punjab and regressed with NSDP to find out a common elasticity value & growth
rates.Summary results of regression analysis using tollable traffic data are given in Table
3.7

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Table 3.7: Results of Regression Analysis

Time
Period
2008 to
2011
3.1.6
Dependent Independent
Variable
Variable
Car/Jeep
PCI
Lcv, Bus
& Trucks
NSDP
Location
of Toll
Plaza
Phagwara
Ropar
Phagwara
Ropar
Elasticity
Coefficient
2.67
2.25
0.63
0.48
R2
Gr. Rate
0.98
0.92
0.19
0.41
11.9
10.0
4.03
3.05
Adopted Traffic Growth Rates

The adopted vehicular growth rates were suggested considering the results of registered
vehicle method and tollable traffic method. An overall growth rate of 4.6 & 4.5 were
suggested for the period 2010-2015 thereafter these were gradually reduced, the reason
behind the negative/fluctuating growth of Lcv& 2 Axle Truck in past on the section may
be due to gradual shifting of 2 axle truck into 3 axle/heavy truck,thus heavy & earth
moving vehicles are showing high percentage growthon the other hand, but it has less
%composition, thus overall expected/adopted growth ratesare given in Table 3.8 below.
Time Period
Table 3.8 : Adopted Growth Rates (%)

Two
Car
Bus
Trucks *
Wheeler
2010-2015
2016-2020
2021-2025
2026-2030
2031-2035
Beyond 2036
7.2
10.0
6.6
9.0
6.6
9.0
6.1
8.0
6.1
8.0
5.6
7.4
4.5
4.4
4.4
4.3
4.3
4.2
4.0
3.9
3.9
3.8
3.8
3.7
*Heavy truck & earth moving vehicles will grow faster in future, whereas LCV & 2 Axle trucks may have ve trend on the section as
before. The above growth rates have been suggested considering collection of revenue also.
The growth rate of Others (HCM/EME)/agricultural tractor & agricultural tractor with
trailer are taken to be 2&5%, non-motorized traffic such as animal driven vehicles and
cycle rickshaw are taken to be (-) 2.0% and (-) 1.5 % respectively.
3.2
TRAFFIC PROJECTION
3.2.1
Estimation of Base Year Traffic and Projections

The future traffic on the study road should comprise the following three components:

3.2.2
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Normal Traffic: Traffic presently plying on the project road which will continue to
use the same road, even if it is not improved.
Divertible Traffic: Traffic expected to divert from alternative routes to the project
roads after improvement due to reduced generalized cost on the project roads in
comparison to the alternate route
Induced Traffic: Traffic expected to be generated on the project road because of

increased number of trips caused due to reduction in travel time & cost.
Normal Traffic
The Average Daily Traffic (ADT), observed on the project road during traffic surveys
conducted by the Consultants, was converted into Annual Average Daily Traffic
(AADT) by applying the seasonality correction factor. This constituted normal traffic for
the project road sections.
For the purpose of traffic forecast & assessment of level of service, 2010 was considered
as the base year. Traffic count on project road was carried out in June-July 2010.
The base year (2010) normal traffic adopted for the traffic projection is given in Table
3.9. and in Annexure 3.1
Table 3.9 : Base Year Normal Traffic (2010)
Sl
No.
1
2
3
4
3.2.3
Road Section
Ropar Balachor
Balachor Nawanshahr
Nawanshahr - Banga
Banga - Phagwara
Total
Length (km)
Vehicles
PCUs
21.0
19.5
13.5
27.0
81.0
11078
11726
16350
18275
14775
11758
16907
19098
Divertible Traffic
Presently Ropar-Nawanshahr-Banga-Phagwara is a tolled road. It is a well maintained two
lane road with paved shoulders. There are no such prominent alternative routes within the
immediate project influence area. Traffic expected to divert from alternative routes to the
project road after improvement due to reduced generalized cost can be ignored.

3.2.4
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Induced Traffic
Induced traffic is the latent transport demand that emerges when road capacity is increased,
or travel conditions are improved. Thus, in addition to normal and diverted traffic, trips
that would be generated on the project roads owing to lower transport costs and quicker
transit times are calculated separately. Both freight and passengers are sensitive to
reduction in journey costs. For passengers, lower costs encourage more trips for both
business and personal reasons. For freight vehicles, lower costs enlarge the market for both
intermediate and finished goods. Hence induced traffic would be generated by increased
economic activities facilitated by cheaper transport as well as transport of commodities,
sold locally earlier, to distant markets for better prices. However, evidence is limited about
realization of such a magnitude from existing road improvement.
As the proposed corridors are established roads, the possibility of high latent demand
emergency after improvement is not anticipated. More than 65 Kmph journey speed was
observed during the time of traffic surveys. Timely maintenance is the key for better speed.
Significant percentage of induced traffic cant be expected even after improvement as
practically there will not be any significant increase in capacity improvement in travel
condition.
3.2.5
Total Projected Traffic

Total traffic projections were arrived at by applying the vehicle-wise growth rates,
discussed earlier, to the base year (2010) traffic.
Year of opening is considered as 2016 and traffic projections have been made till 25
years after opening (i.e. upto year 2040).
A summary of the total traffic (in PCU/day) projections for all the road sections in the
cardinal years is presented in Table 3.10below& in Annexure 3.2.This formed the base for
assessing the improvement requirements.
Table 3.10: Summary of Total Traffic Projections
Sl
no.
1
2
3
4
Project Road
Sections
Ropar Balachor
Balachor
Nawanshahr
Nawanshahr Banga
Banga - Phagwara
2011
2016
2021
2026
2031
2036
2040
15,725
21,603
29,552
40,715
55,397
75,661
96,287
12,594
17,825
24,980
35,158
48,633
67,383
86,521
18,055
25,227
35,014
48,902
67,261
92,758
118,749
20,403
28,531
39,594
55,251
75,917 104,568 133,741

3.2.6
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Capacity Analysis and Assessment of Improvement Requirements

Capacity analysis for the study road network was carried out in order to assess the Level of
Service (LOS) offered by road sections under the prevailing roadway and traffic
conditions. Based on the existing LOS and that of the projected traffic on the study road
network, improvement measures required were assessed using adopted capacity
norms/standards.
3.2.7
Capacity & Level of Service Guidelines

The Volume/Capacity (v/c) ratio is one of the most important indicators of the service
levels offered to the traffic. An increase in v/c ratio indicates increase in congestion and
thereby deterioration in level of service. Determination of level of service is based on the
capacities recommended in IRC: 64-1990 Guidelines for Capacity of Roads in Rural
Areas. The recommended capacities are given in Table 3.11
Table 3.11 : Capacity Norms for Assessment of Improvement Requirements
(PCUs/day)
3.2.8
Carriageway
Configuration
Ultimate
Capacity
( PCUs/Day)
Design Service Volume

at LOS C
( PCUs/Day)
30000
Design Service
Volume at
LOS B
( PCUs/Day)
15000
Two Lane with

Earthen Shoulders
Two Lane with Paved
Shoulders (1.5 m)
Four Lane divided
with Earthen
Shoulders
Four Lane divided
with Paved Shoulders
(1.5 m)
Source: IRC-64-1990
34500
17250
24150
70000
35000
49000
80000
40000
56000
21000
Existing Level of Service

Using the recommended capacity norms, the congestion level or the level of service (LOS)
on each section, as depicted by the volume/capacity ratio, was calculated considering the
Annual Average Daily Traffic (total) and the effective ultimate capacity based on lane
configuration. The existing v/c ratio of the road sections in the base year 2010 is presented
in Table 3.12.

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Table 3.12 : Existing Volume-Capacity Ratio
Sl
No.
1
2
3
4
Road Section
Ropar Balachor
Balachor
Nawanshahr
Nawanshahr Banga
Banga - Phagwara
Traffic Volume in
PCU (V)
Capacity in
PCU (C)
Existing V/C
Ratio
14,775
34,500
34,500
0.43
11,758
0.34
34,500
16,907
19,098
34,500
0.49
0.55
Projected Level of Service
Table 3.13 gives the projected volume-capacity ratio in the next 5, 10 and 15 years from
the year of opening 2016. This was calculated based on the projected total traffic of the
individual sections in these cardinal years and the existing capacity in the base year.
Table 3.13: Projected Volume-Capacity Ratio
Projected V/C Ratio
Sl No.
1
2
3
4
3.2.9
Road Section
Ropar Balachor
Balachor
Nawanshahr
Nawanshahr - Banga
Banga - Phagwara
Year 2016
Year 2021
Year 2026
0.63
0.86
1.18
0.52
0.72
1.02
0.73
0.83
1.01
1.15
1.42
1.60
Improvement Requirements
The projected total sectional traffic is compared with Design Service Volume (DSV)to
assess the upgradation requirement for the sections under prevailing roadway
conditions.Capacity augmentation is generally warranted for roads that cater to traffic
volumes in excess of the DSV at LOS C.
Based on V/C ratio, immediate and subsequent improvement options have been
identified for each project road sections. For immediate improvement, year 2016 is
considered as the year of opening. A three year construction period spanning over 20132015 is considered for widening to 4/6lanes+PS. Improvement options have been

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identified for a period of 25 years after opening (i.e. till 2040). Further upgrading to 6
lanes is proposed as and when required till the year 2040.
Thesummary of improvement proposals along with the augmented capacity and year of
improvement within the year 2040 is presented in Table 3.14
Table 3.14 :Improvement Requirement on Study Road Sections
Sl. No.
1
2
Road Section
Ropar Balachor
Balachor
Nawanshahr
Existing Lane
Configuration
Requirement of 4Lane +
PS at LOS C
Requirement of
6-Lane +
PS at LOS C
21.0
2L+1.5m PS
2L+1.5m PS
2018
2031
2020
2033
2016
2028
2014
2026
19.5
Nawanshahr Banga
13.5
Banga - Phagwara
27.0
Total
3.3
Length
(Km)
2L+1.5m PS
2L+1.5m PS
81.0
Traffic Projections for Nawanshahr and Banga Elevated reach

The Consultant has carried out detailed traffic projections for Nawanshahr and Banga
elevated reach to assess the traffic at ground level, and traffic using the elevated corridor.
The calculations are based on the TMC surveys carried out by the Consultant at
Nawanshahr in 2012 and at Banga in 2010 and Origin-Destination Surveys conducted
during 2010. The detailed calculations are attached as Annexure 3.3 (a) and Annexure 3.3
(b), while projected overhead & at-grade traffic are attached in as Annexure 3.4.1 and
Annexure 3.4.2 for Nawanshahr and Banga respectively.
Chapter - 4
IMPROVEMENT PROPOSALS
AND PRELIMINARY DESIGN
FOR ROAD WORKS

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CHAPTER 4
IMPROVEMENT PROPOSALS AND PRELIMINARY DESIGN FOR ROAD WORKS
4.1
General
The preliminary data collected through surveys and investigations, and the results derived from the
analysis of the data have formed the basis for preliminary engineering designs, which were
developed within the parameters of the design criteria and standards adopted for the project.
The design criteria / method applied for important components of the project are:
Geometric Design
IRC Standards and MORT&H 4-lane manual for National

Highways on PPP Basis (Draft IRC:SP:84-2009).
Pavement Design
Overlay
- IRC 81 for designing the strengthening requirements of existing
pavement
- IRC: 37-2001 for design of new flexible pavement
- IRC: 58 and IRC: 15 for design of new Rigid Pavement
- Concrete Road Data Book (CMA)
Structure Design
IRC Bridge Codes
Road Furniture &

Road side Facilities
Related standards of IRC & MORT&H publications
The basic data used for preliminary design of various components of the project road is indicated in
Table 4.1.
Table 4.1: Basic Data for Design
Sl.
No.
1
Project
Component
Road
alignment and
profile
Intersections/
Interchanges
Strengthening
of
existing
pavement
Out come
Geometric design standards

Road Inventory
Type of area, rural or urban including
available ROW and roadside
developments
Peak-hour traffic intensities and turning

movement data
Pavement Condition Survey

Traffic loading in terms of cumulative
standard axles for design lane
Benkelman Beam deflection data
Improvement to
Geometrics
Service Roads
Merging and Demerging
of lanes
Design of at-grade and

grade separated
intersections
Installation of traffic
control measures
Strengthening overlays for
applicable stretches.
Repairs /Reconstruction of
distressed stretches.

Sl.
No.
Project
Component
of
and
DCP-CBR of existing subgrade

Laboratory soaked CBR of subgrade
material
Thickness and composition of existing
pavement layers
Inventory and condition survey of
existing culverts and Bridges.
Hydrological and hydraulic study
Foundation details of existing bridges
Geotechnical Investigations
Design
bridges
culverts
Road furniture
and
safety
measures
Roadside
Drains
Wayside
Amenities
Results from drainage study
Protective
Measures
Road Inventory
Topographic Survey Data
Road inventory
Alignment plans
Location of intersections in urban areas
Weather condition e.g foggy conditions
Inventory of existing wayside amenities

by location, type and quality grade
Consultations with road users and local
authorities on need for additional
amenities
Out come
Cross-checking the
strengthening design
Details of widening of
existing culverts and
bridges
Replacement of substandard culverts and
bridges.
Repairs to existing
culverts and bridges.
Identification of different
types of signs on linear
plans
Identification of locations
for installation of crash
barriers and pedestrian
guard rails
Pavement marking details
Location of cats eye
Location, type and size of
roadside drains to be provided
Evaluation of need and
additional amenities
Locations for bus stops
and Truck lay byes
Access
Management
Road classification
Road connectivity
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Identification of High cut

areas
Identification of
requirement of
retaining/breast wall
locations.
Identification of areas
requiring geotechnical
stabilization.
Identification of cross
connectivity requirements
Type of structure required
Traffic circulation scheme

Sl.
No.
10
4.2
Project
Component
Religious
structures/Old
monuments
Distance from centre line
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Out come
Possible realignments in
road geometry
Obligatory change in
widening side

The selection of widening scheme has been done on the following basic principles and subsequent
discussions held with PWD & PIDB officials:
As per requirement, the widening scheme is to be accommodated within existing ROW as far as
possible to minimize land acquisition. Therefore, most of the stretches concentric widening is
proposed.
Land use e.g. Rural, Built-up/urban or commercial
Concentric widening is not possible at the section where canal is running parallel to the road,
eccentric widening is proposed.
Minimal utility shifting and shifting in ROW only
Location of existing and proposed service roads
Requirements of urban traffic and urban amenities e g bus stops, pedestrian subways/overpasses
Location of religious/old monuments within ROW
Geometric improvement if required
Location of flyovers and viaducts
Proposed traffic circulation scheme
Location of schools
To minimize tree cutting and other negative environmental impacts

To minimize the social impacts
Maximize highway safety
Utilizing the existing project components to maximum limits
Least disruption to running traffic during construction activities
Keeping in view all the above mentioned principles, concentric widening scheme of existing 2 lane
to proposed 4 lane road has been proposed.
4.3

The project road is for widening of existing 2-lane road to 4-lane divided carriageway. The
geometric designs would be as per recommendations of Manual of Specifications and Standards for

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Four Laning of Highways Through Public Private Partnership (IRC:SP-84-2009) along with various
IRC codes. The design standards adopted for the project are shown in Table 4.2.
Table 4.2: Geometric Design Standards
Sl No
Attributes
Design Speed
Standards
Carriageway Width
7.0 m
3
4
1.5m
2.0m
Paved Shoulder
Earthen/Granular Shoulder
Crossfall
a) Carriageway and Paved
Shoulder
b) Earthen Shoulder
c) Shoulder Rollover
Maximum Super-elevation
Width of service road
Footpath width
Space for utility services
10
Longitudinal Gradient
Ruling Maximum
Limiting Maximum
4.4
4.4.1
Remarks
80 kmph
As per 4-lane manual
2.5%
3.0%
8% Max
7%
7.5m /7.0m /
6.0m / 5.5 m
2.0 m
Provided at built-up locations
Depending upon availability of
space on either side at some
2.0m
places the utility corridor may be
further reduced due to nonavailability of space
3.30%
5.0%
Pavement Design
Main Carriageway
Existing Main Carriageway consists of mainly flexible pavement and in good condition.
For the 4-laning project, pavement design is required for the following cases:
Strengthening overlays for existing pavement

New pavement for widening existing carriageway on existing formation for accommodating
width for kerb shyness and paved shoulders or for symmetrical widening
New pavement for new carriageway (eccentric widening)
Profile Correction Course to facilitate drainage of surface water away from pavement
structure (eccentric widening)
Profile Correction Course to match the longitudinal profile of existing road with the design
profile of proposed widening (concentric widening)
New pavement for service roads

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The consultants have worked out the designs for all the above cases based on results of
survey/investigations with regard to traffic, axle load spectra, pavement condition and strength,
subgrade/material properties etc. reported separately in this Detailed Project Report.
As mentioned in TOR, the overlay as well as new pavement will be designed as per IRC guidelines.
As all the existing pavements are flexible pavements, the overlay and new pavements in widening
portions have also been designed as flexible pavements in order to match with the existing ones.
4.4.1.1
Common Parameters for Design
Design Life - IRC: 37-2001 Guidelines for the Design of Flexible Pavements recommend
that pavements for National Highways and State Highways should be designed for a life of
15 years. It is recommended by IRC:81 that the design life for strengthening of major roads
should be at least 10 years. As per Clause 5.4.1 (ii) (a) of IRC-SP-84:2009 Manual of
Specifications and Standards for 4-laning of Highways through Public Private Partnership,
stage construction shall be permitted for flexible pavements subject to the condition that the
thickness of base and sub-base is designed for a minimum design period of 15 years or the
operation period, whichever is more and the initial bituminous surfacing for a minimum
design period of 10 years.
As confirmed vide Clients letter Memo No IP/CH/6361 dated 22/04/2013, the design of
flexible pavement has to done as per Clause 5.4.1 (ii) (a) of IRC-SP-84:2009.
Accordingly, a design life of 10 years has been adopted for the design of bituminous layers
of new pavements as well as bituminous overlays of existing pavements; however, base and
sub-base layers for new pavements have been designed for a design life of 15 years.
Traffic Distribution Factors - Directional distribution factor of 0.5 and lane distribution
factor of 0.75 have been adopted for 4-lane dual carriageway configuration, giving a
combined factor of 0.375 for the total 2-directional traffic.
Vehicle Damage Factor (VDF) - The VDF of vehicles calculated by the Consultants from
axle load data received from toll plazas on the existing road are summarized in Table 4.3
below:
Table 4.3: Vehicle Damage Factor (VDF) Values
Type of vehicles
Standard bus
LCV
2-Axle
3-Axle
M-Axle
Minibus
Vehicle Damage Factor (VDF)

0.54
0.50
6.50
6.00
6.43
0.54
Design Traffic: Design traffic in terms of equivalent standard axles (ESA) for 15 years and
10 years designs periods have been computed and provided in Table 4.4 below. For these

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computations, the projected traffic as worked out from Chapter-03 has been used and the
opening year considered for all the pavements is 2016.
The design traffic in terms of ESAL is obtained by applying lane distribution factor of 0.75
and directional distribution factor of 0.5 for dual 2-lane carriageway, as per clause 3.3.5 of
IRC: 37-2001.
Table 4.4: Design Traffic Million Equivalent Standard Axle Loads (MESA)
S. No.
1
2
3
4
5
6
7
8
From
Phagwara to Banga
Banga Town (Ground)
Banga Town (Elevated)
Banga to Nawanshahr
Nawanshahr (Ground)
Nawanshahr (Elevated)
Nawanshahrto Balachor
Balachor to Ropar
Start
Km
0.000
25.485
25.485
29.320
38.160
38.160
42.095
60.000
End
Km
25.485
29.320
29.320
38.160
42.095
42.095
60.000
80.600
MESA
(10yrs)
16
10
15
15
16
14
07
18
MESA
(15 yrs)
27
17
25
25
27
24
12
30
Design CBR Value: For calculation of design CBR value the standard test procedure as per
IS: 2720(part-16) for laboratory determination of CBR has been followed. In-Situ test has
been avoided for design purpose as it is not possible to satisfactorily simulate the critical
conditions of dry density and moisture content in the field.
The CBR values of soil obtained along the project road at 97% of MDD vary from 4% to
16%; average CBR value being 11% and eighty five percentile value being 8.5%. Details of
Soil Investigation Data for Flexible Pavement Design including CBR test results have been
presented in Annexure-1.7 to this report.
Accordingly, soil with minimum CBR value of 08% (eight percent) has been specified for
the 500mm thick subgrade layer to be constructed over embankment or existing ground
surface. Soil investigation data confirms that soil with CBR value of 8% (at 97% MDD) is
available at most of the places along the existing road alignment. The borrow material
investigation also confirms availability of such materials for use in fill sections.
Hence a subgrade CBR value of 8% is considered for the design of flexible pavement.
4.4.1.2
Design of Strengthening Overlay for Existing Pavement

As per IRC:SP: 84-2009, the thickness of the bituminous shall be determined on the basis of
Benkelman Beam Deflection Technique and the design traffic as per the procedure outlined
in IRC:81 Guidelines for strengthening of Flexible Road Pavement using Benkelman Beam
Deflection Technique as also from structural numbers of existing pavement layers.
Based on pavement deflection characteristics, the project road has been divided into six
homogeneous sections shown in Table 4.5 below.

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Table 4.5: Homogeneous Sections of Road based on Deflection Characteristics

S. No.
Stretch
From (km)
0.000
9.430
19.330
40.530
61.280
73.080
1
2
3
4
5
6
To (km)
9.430
19.330
40.530
61.280
73.080
81.330
Avg. Characteristic
Deflection
(mm)
1.969
1.141
1.911
1.300
1.884
1.218
Homogeneous
Section Type
I
II
III
IV
V
VI
As described above, the project road has been divided in six homogeneous sections based on
deflection characteristics and eight homogeneous sections based on traffic characteristics.
Based on above, the project road has been divided into nine (09) homogenous sections shown in
Table 4.6 below for the design of overlay.
Table 4.6 : Homogeneous Sections of Road for design of overlay
S.
No.
From
(Km)
To
(Km)
1
2
3
4
5
6
7
8
9
0.000
9.430
19.330
25.485
29.320
38.160
42.095
60.000
73.080
9.430
19.330
25.485
29.320
38.160
42.095
60.000
73.080
80.600
Avg. Char.
Deflection(wi
th seasonal
correction)
(mm)
1.969
1.141
1.512
1.859
1.913
1.703
1.300
1.746
1.202
MESA
(15 years)
MESA
(10 years)
Homogeneous
Section
27
27
27
17
25
27
12
30
30
16
16
16
10
15
16
07
18
18
I
II
III
IV
V
VI
VII
VIII
IX
Design characteristics deflection values (with seasonal correction factor) have been arrived at for the
homogeneous road sections finalized in the previous sections of this report. Overlay thickness has
been derived using the overlay thickness Design Curves, as presented in IRC:81-1997 and design
characteristics deflection values. Design traffic used is for 10 years design life. The thickness of
Bituminous Macadam (BM) has been converted to Bituminous Concrete (BC) thickness using the
recommended multiplier value of 0.7. the overlay design thickness for 10 years design period have
been given below in Table 4.7

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Table 4.7: Design Overlay Thickness (10 years Design Life)

Stretch
4.4.1.3
Equivalent
Thickness of
BC (as per
AASHTO)
Design
Overlay
Thickness
(DBM+BC)
From
To
Equivalent
Thickness of BC
(as per IRC-81)
(km)
(km)
(mm)
(mm)
0.000
9.430
125
9.430
19.330
19.330
Design Layer
Thickness of
DBM
BC
(mm)
(mm)
(mm)
130
125
85
40
65
95
90
50
40
25.485
95
130
95
55
40
25.485
29.320
110
125
110
70
40
29.320
38.160
120
150
120
80
40
38.160
42.095
110
130
110
70
40
42.095
60.000
60
80
90
50
40
60.000
73.080
120
120
120
80
40
73.080
80.600
75
125
90
50
40
Design of NewPavement
The design of new pavements is required for the under mentioned stretches
a)
b)
c)
For additional traffic lanes

In approaches for elevated portions of road
In new road alignments
As already mentioned, the TOR stipulates that the design should be done as per IRC code of
practice.
IRC:37-2001: Guidelines for the design of Flexible Pavements (Second Revision) provides for the
design of flexible pavements for different traffic ranges and subgrade CBR values in the form of a
design catalogue.
Plate 2 of IRC-37-2001, Recommended Designs for Traffic Range 10-150 MSA for CBR 8%
gives the design thicknesses for different pavement layers as shown in Table 4.8 below for the
design ESA values of each homogenous road section:

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Table 4.8 Layer Thickness for New Pavements

Stretch
From
(km)
0.000
25.485
25.485
29.320
38.160
38.160
4.4.1.4
To (km)
25.485
29.320
29.320
38.160
42.095
42.095
42.095
60.000
60.000
80.600
AT Ground
/ Elevated
At Ground
At Ground
Elevated
At Ground
At Ground
Elevated
At Ground/
Elevated
At Ground
Design
Traffic
(MSA)
16
10
15
15
16
14
07

Base
Granular
BC
DBM
(WMM) Sub-base
40
75
250
200
40
60
250
200
40
75
250
200
40
75
250
200
40
75
250
200
40
70
250
200
40
50
250
200
18
40
80
250
200
Matching of Bituminous Layers and Recommendation on Pavement Thickness

Issues of matching bituminous layers between strengthening and widening portions arise where
widening of existing pavement is involved to accommodate additional lanes. For such cases, for
facilitating application of bituminous courses in a single stroke, matching of the layers is
required.
As DBM layer can be laid from 50mm to 100mm thickness, it is recommended to match
pavement layers on the top of DBM--I layer, allowing laying of DBMII and BC layers in a
single go. Recommended pavement thicknesses to achieve this target are shown in the following
Table 4.9(a).
Table 4.9 (a) Final Layer Thickness Adopted for Overlay & New Pavements (at Ground sections)
Stretch
From
(km)
0.000
9.430
19.330
25.485
29.320
38.160
42.095
60.000
73.080
To
(km)
9.430
19.330
25.485
29.320
38.160
42.095
60.000
73.080
80.600
Layer Thickness in New Pavement

BC
(mm)
40
40
40
40
40
40
40
40
40
DBM
(mm)
75
75
75
60
75
75
50
80
80
WMM
(mm)
250
250
250
250
250
250
250
250
250
GSB
(mm)
340
250
200
200
200
200
220
200
200
Bituminous Overlay
Thickness
BC
(mm)
40
40
40
40
40
40
40
40
40
DBM
(mm)
85
50
55
70
80
70
50
80
50
Final pavement thickness adopted for reinforced earth structure portions of elevated roads in
major town areas is as follows in Table 4.9(b);

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Table 4.9 (b) Final Layer Thickness Adopted for reinforced earth structure portions
Stretch
From (km)
To (km)
BC
25.485
38.160
29.320
42.095
40
40

Base
Granular SubDBM
(WMM)
base
75
250
200
70
250
200
4.4.1.5 Profile Correction Course

To under-take 4-laning of existing 2-lane road, the additional two lanes have been conceived as
concentric widening in some locations and eccentric widening in certain other locations.
In locations proposed for eccentric widening, the existing road cross profile has to be changed to one
side slope to facilitate drainage of surface water away from pavement structure. A Dense
Bituminous Macadam (DBM) profile correction course shall be provided for the purpose in these
stretches.
In other road stretches also involving concentric widening, DBM profile correction course shall be
provided to match the longitudinal profile of existing road with the design profile of proposed
widening.
The locations of road stretches proposed for eccentric widening and requiring profile correction
course are shown in the table 4.10 below.
Table 4.10
Road Locations Proposed for Eccentric Widening requiring Profile Correction
From
To
From
To
Length as per
Design Chainage
(m)
57+404
58+750
53+293
53+642
1346
59+915
60+300
26+958
26+572
385
60+400
60+525
26+472
26+347
125
60+600
60+760
26+271
26+110
160
60+835
62+190
26+034
24+674
1355
62+330
63+200
24+533
23+661
870
63+340
63+965
23+522
22+898
625
64+040
64+200
22+823
22+663
160
Design Chainage
Existing Chainage

From
To
From
To
Length as per
Design Chainage
(m)
64+275
67+005
22+588
19+822
2730
67+080
67+240
19+747
19+587
160
67+315
67+560
19+512
19+266
245
67+700
68+300
19+126
18+526
600
68+440
68+645
18+386
18+180
205
68+705
68+880
18+120
17+943
175
68+955
69+050
17+868
17+772
95
69+110
69+500
17+712
17+328
390
70+380
70+500
16+452
16+331
120
70+600
70+765
16+229
16+062
165
70+840
71+200
15+987
15+627
360
71+340
71+940
15+486
14+889
600
72+015
72+120
14+814
14+709
105
72+195
73+500
14+634
13+322
1305
73+575
73+715
13+247
13+107
140
73+790
74+775
13+032
12+099
985
74+850
75+010
11+974
11+814
160
75+085
77+125
11+739
9+697
2040
77+200
77+320
9+622
9+502
120
77+395
77+500
9+427
9+322
105
77+640
79+355
9+182
7+466
1715
79+430
79+585
7+392
7+237
155
79+660
80+170
7+161
6+651
510
Design Chainage
4.4.1.6
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Existing Chainage
Pavement Design for Service Roads

Design traffic for Service roads has been kept as 5.0 MSA in accordance with clause 5.5.5 of
IRC:SP:84-2009.

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Plate 1 of IRC-37-2001, Recommended Designs for Traffic Range 1-10 MSA for CBR 8%
gives the design thicknesses as shown in Table 4.11 below for different pavement layers for 05
MSA design traffic.
Table 4.11 Layer Thickness for New Pavements in Service Roads
Design Traffic
(MSA)
05
4.5
Components thickness (mm)

DBM
WMM Base
Granular Sub-base
(mm)
(mm)
(mm)
50
250
150
SDBC
(mm)
25
The retrofitting of 4 lanes had been envisaged through two alternative improvement proposals
developed as per TOR requirements and the project components were discussed with PWD & PIDB
officials. The proposed project components are described below:
4.5.1
Typical Cross Sections

The Project Highway shall be widened to 4 lane divided carriageway facility with paved shoulder.
Table 4.12 indicates the location of different types of road cross sections, which are to be followed
along with the minimum construction criterion, mentioned below for the development of the Project
Highway.
The widening of the carriageway both in rural Stretches and urban areas, excluding the stretches
of realignment or eccentric widening specifically mentioned in cross section schedule shall be
on the outer side of the existing carriageways, in both the directions as given in typical cross
section drawings.
The interchanges/flyovers/major junctions/minor junctions shall be developed such that

minimum land acquisition is required and every effort shall be made to accommodate the same
within existing ROW.
The existing median width is in the range of 1.2m to 4.5m except at some locations.
Table 4.12: Typical Cross Sections Schedule along the Project Highway
Chainage (km)
Remarks
Length
(m)
From
To
0+000
0+425
425
0+425
0+480
0+480
0+635
C/S Type
(Ref Chainage of SH/MDR)

From
To
VA
17+673
18+098
55
Transition
18+098
18+153
0+635
155
VA2
18+153
18+307
0+695
60
Transition
18+307
18+367
SH/MDR
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara

Chainage (km)
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Remarks
Length
(m)
From
To
0+695
1+000
305
1+000
1+060
1+060
C/S Type

From
To
VA
18+367
18+671
60
Transition
18+671
18+730
1+210
150
VA2
18+730
18+880
1+210
1+270
60
Transition
18+880
18+939
1+270
1+750
480
VA
18+939
19+420
1+750
1+810
60
Transition
19+420
19+480
1+810
1+965
155
VA2
19+480
19+636
1+965
2+025
60
Transition
19+636
19+696
2+025
2+095
70
VA
19+696
19+766
2+095
2+203
108
Transition
19+766
19+874
2+203
2+560
357
VUP01A
19+874
20+231
2+560
2+574
14
VUP01B
20+231
20+245
2+574
2+905
331
VUP01A
20+245
20+577
2+905
3+015
110
Transition
20+577
20+687
3+015
3+655
640
VA
20+687
21+327
3+655
3+765
110
Transition
21+327
21+436
3+765
4+165
400
VII
21+436
21+835
4+165
4+273
108
VIIA
21+835
21+942
4+273
4+625
352
VII
21+942
22+294
4+625
4+735
110
Transition
22+294
22+404
4+735
4+945
210
VA
22+404
22+614
SH/MDR
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass

Chainage (km)
Page 14 of 38
July 2013
Revision: R0
Remarks
Length
(m)
From
To
4+945
5+005
60
5+005
5+160
5+160
C/S Type

From
To
Transition
22+614
22+674
155
VA2
22+674
22+829
5+220
60
Transition
22+829
22+889
5+220
5+425
205
VAIR
22+889
23+094
5+425
5+485
60
Transition
23+094
23+154
5+485
6+145
660
VA
23+154
23+814
6+145
6+205
60
Transition
23+814
23+874
6+205
6+360
155
VA2
23+874
24+029
6+360
6+845
485
VAIR
24+029
24+513
6+845
7+000
155
VA2
24+513
24+668
7+000
7+060
60
Transition
24+668
24+728
7+060
7+710
650
VA
24+728
25+377
7+710
7+770
60
Transition
25+377
25+436
7+770
7+930
160
VA2
25+436
25+596
7+930
7+990
60
Transition
25+596
25+655
7+990
8+880
890
VA
25+655
26+543
8+880
8+990
110
Transition
26+543
26+653
8+990
9+331
341
VUP01A
26+653
26+994
9+331
9+345
14
VUP01B
26+994
27+006
9+345
9+770
425
VUP01A
5+006
5+435
SH/MDR
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
MDR56
9+770
9+875
105
Transition
5+435
5+540
MDR56
9+875
10+130
255
5+540
5+795
MDR56
10+130
10+250
120
Transition
5+795
5+916
MDR56

Chainage (km)
Page 15 of 38
July 2013
Revision: R0
Remarks
Length
(m)
From
To
10+250
10+410
160
10+410
10+470
10+470
C/S Type

From
To
V2
5+916
6+076
MDR56
60
Transition
6+076
6+136
MDR56
10+585
115
VIL
6+136
6+250
MDR56
10+585
10+645
60
Transition
6+250
6+309
MDR56
10+645
10+905
260
6+309
6+568
MDR56
10+905
10+965
60
Transition
6+568
6+627
MDR56
10+965
11+470
505
VIL
6+627
7+125
MDR56
11+470
11+530
60
Transition
7+125
7+185
MDR56
11+530
12+390
860
7+185
8+008
MDR56
12+390
12+450
60
Transition
8+008
8+068
MDR56
12+450
12+610
160
VIR
8+068
8+227
MDR56
12+610
12+670
60
Transition
8+227
8+287
MDR56
12+670
12+815
145
8+287
8+431
MDR56
12+815
12+875
60
Transition
8+431
8+491
MDR56
12+875
13+315
440
VIL
8+491
8+929
MDR56
13+315
13+375
60
Transition
8+929
8+989
MDR56
13+375
13+395
20
8+989
9+008
MDR56
13+395
13+500
105
Transition
9+008
9+117
MDR56
13+500
14+100
600
IV
9+117
9+737
MDR56
14+100
14+205
105
Transition
9+737
9+846
MDR56
14+205
14+595
390
9+846
10+245 MDR56
14+595
14+655
60
Transition
10+245
10+306 MDR56
14+655
14+810
155
VIR
10+306
10+462 MDR56
14+810
14+850
40
Transition
10+462
10+500 MDR56
14+850
14+960
110
10+500
10+613 MDR56
14+960
15+273
313
10+613
10+930 MDR56
15+273
15+327
54
10+930
10+984 MDR56
15+327
15+641
314
10+984
11+300 MDR56
15+641
16+410
769
V
TOLLPLAZA
Transition
TOLLPLAZA
BEHRAM
TOLLPLAZA
Transition
V
11+300
12+078 MDR56
16+410
16+515
105
Transition
12+078
12+183 MDR56
16+515
16+620
105
IVL
12+183
12+289 MDR56
16+620
16+725
105
Transition
12+289
12+394 MDR56
16+725
17+450
725
IV
12+394
13+121 MDR56
17+450
17+560
110
Transition
13+121
13+232 MDR56
SH/MDR

Chainage (km)
Page 16 of 38
July 2013
Revision: R0
Remarks
Length
(m)
C/S Type
From
To
From
17+560
18+020
460
13+232
13+693 MDR56
18+020
18+080
60
Transition
13+693
13+754 MDR56
18+080
18+235
155
VIR
13+754
13+909 MDR56
18+235
18+295
60
Transition
13+909
13+969 MDR56
18+295
18+580
285
13+969
14+254 MDR56
18+580
18+640
60
Transition
14+254
14+314 MDR56
18+640
18+800
160
VIL
14+314
14+474 MDR56
18+800
18+860
60
Transition
14+474
14+534 MDR56
18+860
18+895
35
14+534
14+569 MDR56
18+895
19+000
105
Transition
14+569
14+675 MDR56
19+000
19+575
575
IV
14+675
15+249 MDR56
19+575
19+785
210
Transition
15+249
15+457 MDR56
19+785
20+125
340
15+457
15+796 MDR56
20+125
20+185
60
Transition
15+796
15+855 MDR56
20+185
20+340
155
VIR
15+855
16+009 MDR56
20+340
20+400
60
Transition
16+009
16+069 MDR56
20+400
20+470
70
16+069
16+139 MDR56
20+470
20+530
60
Transition
16+139
16+198 MDR56
20+530
20+690
160
VIL
16+198
16+358 MDR56
20+690
20+750
60
Transition
16+358
16+417 MDR56
20+750
21+260
510
16+417
16+924 MDR56
21+260
21+320
60
Transition
16+924
16+984 MDR56
21+320
21+480
160
VIR
16+984
17+143 MDR56
21+480
21+540
60
Transition
17+143
17+203 MDR56
21+540
21+695
155
17+203
17+358 MDR56
21+695
21+800
105
Transition
17+358
17+463 MDR56
21+800
22+450
650
IV
17+463
18+111 MDR56
22+450
22+555
105
Transition
18+111
18+216 MDR56
22+555
22+795
240
18+216
18+455 MDR56
22+795
22+855
60
Transition
18+455
18+515 MDR56
22+855
23+010
155
VIR
18+515
18+670 MDR56
23+010
23+070
60
Transition
18+670
18+729 MDR56
23+070
23+895
825
18+729
19+555 MDR56
23+895
24+000
105
Transition
19+555
19+660 MDR56
24+000
24+760
760
IV
19+660
20+421 MDR56
24+760
24+865
105
Transition
20+421
20+526 MDR56
To
SH/MDR

Chainage (km)
Page 17 of 38
July 2013
Revision: R0
Remarks
Length
(m)
C/S Type
From
To
From
24+865
25+080
215
20+526
20+741 MDR56
25+080
25+185
105
Transition
20+741
20+846 MDR56
25+185
25+482
297
VIII
20+846
21+143 MDR56
25+482
25+770
288
VII
21+143
21+429 MDR56
25+770
29+046
3276
VIIB
21+429
24+716 MDR56
29+046
29+322
276
VII
24+716
24+992 MDR56
29+322
29+425
103
Transition
24+992
25+098 MDR56
29+425
29+520
95
25+098
25+194 MDR56
29+520
29+580
60
Transition
25+194
25+254 MDR56
29+580
29+735
155
V2
25+254
25+410 MDR56
29+735
29+795
60
Transition
25+410
25+470 MDR56
29+795
30+240
445
25+470
25+919 MDR56
30+240
30+300
60
Transition
25+919
25+979 MDR56
30+300
30+450
150
V2
25+979
26+130 MDR56
30+450
30+510
60
Transition
26+130
26+190 MDR56
30+510
30+630
120
VIR
26+190
26+311 MDR56
30+630
30+690
60
Transition
26+311
26+371 MDR56
30+690
30+950
260
26+371
26+633 MDR56
30+950
31+010
60
Transition
26+633
26+693 MDR56
31+010
31+170
160
V2
26+693
26+854 MDR56
31+170
31+230
60
Transition
26+854
26+915 MDR56
31+230
31+445
215
26+915
27+131 MDR56
31+445
31+550
105
Transition
27+131
27+237 MDR56
31+550
32+600
1050
IV
27+237
28+292 MDR56
32+600
32+705
105
Transition
28+292
28+396 MDR56
32+705
32+875
170
IVR
28+396
28+566 MDR56
32+875
32+980
105
Transition
28+566
28+670 MDR56
32+980
33+300
320
28+670
28+989 MDR56
33+300
33+360
60
Transition
28+989
29+049 MDR56
33+360
33+490
130
VIR
29+049
29+177 MDR56
33+490
33+550
60
Transition
29+177
29+236 MDR56
33+550
33+705
155
V2
29+236
29+389 MDR56
33+705
33+765
60
Transition
29+389
29+448 MDR56
33+765
34+345
580
29+448
30+020 MDR56
34+345
34+450
105
Transition
30+020
30+124 MDR56
34+450
34+900
450
IV
30+124
30+569 MDR56
To
SH/MDR

Chainage (km)
Page 18 of 38
July 2013
Revision: R0
Remarks
Length
(m)
C/S Type
From
To
From
34+900
35+005
105
Transition
30+569
30+672 MDR56
35+005
35+100
95
IVL
30+672
30+766 MDR56
35+100
35+170
70
Transition
30+766
30+835 MDR56
35+170
35+300
130
VIR
30+835
30+965 MDR56
35+300
35+360
60
Transition
30+965
31+022 MDR56
35+360
36+278
918
31+022
31+940 MDR56
36+278
36+338
60
Transition
31+940
32+000 MDR56
36+338
36+502
164
VIL
32+000
32+160 MDR56
36+502
36+562
60
Transition
32+160
32+220 MDR56
36+562
37+425
863
32+220
33+061 MDR56
37+425
37+545
120
Transition
33+061
33+180 MDR56
37+545
37+645
100
V2
33+180
33+278 MDR56
37+645
37+705
60
Transition
33+278
33+337 MDR56
37+705
37+935
230
VIR
33+337
33+563 MDR56
37+935
37+995
60
Transition
33+563
33+621 MDR56
37+995
38+055
60
33+621
33+680 MDR56
38+055
38+159
104
Transition
33+680
33+784 MDR56
38+159
38+410
251
VII
33+784
34+029 MDR56
38+410
38+735
325
VIIB
34+029
34+350 MDR56
38+735
38+987
252
N3C
34+350
34+600 MDR56
38+987
39+023
36
N3B
34+600
34+634 MDR56
39+023
39+059
36
N3A
34+634
34+670 MDR56
39+059
39+095
36
N3B
34+670
34+705 MDR56
39+095
39+347
252
N3C
34+705
34+955 MDR56
39+347
41+830
2483
VIIB
34+955
37+310 MDR56
41+830
42+090
260
VII
37+310
37+559 MDR56
42+090
42+300
210
VIII
37+559
37+757 MDR56
42+300
42+405
105
Transition
37+757
37+856 MDR56
42+405
43+100
695
37+856
38+511 MDR56
43+100
43+160
60
Transition
38+511
38+571 MDR56
43+160
43+320
160
V2
38+571
38+720 MDR56
43+320
43+380
60
Transition
38+720
38+780 MDR56
43+380
44+185
805
38+780
39+573 MDR56
44+185
44+235
50
Transition
39+573
39+624 MDR56
44+235
44+395
160
VIR
39+624
39+785 MDR56
44+395
44+435
40
Transition
39+785
39+826 MDR56
To
SH/MDR

Chainage (km)
Page 19 of 38
July 2013
Revision: R0
Remarks
Length
(m)
C/S Type
From
To
From
44+435
44+525
90
39+826
39+957 MDR56
44+525
44+645
120
Transition
39+957
40+038 MDR56
44+645
44+970
325
LI
40+038
40+364 MDR56
44+970
46+806
1836
L2B
40+364
42+218 MDR56
46+806
47+130
324
LI
42+218
42+546 MDR56
47+130
47+250
120
Transition
42+546
42+667 MDR56
47+250
47+475
225
V2
42+667
42+896 MDR56
47+475
47+540
65
Transition
42+896
42+961 MDR56
47+540
48+170
630
42+961
43+599 MDR56
48+170
48+235
65
Transition
43+599
43+664 MDR56
48+235
48+510
275
VIL
43+664
43+942 MDR56
48+510
48+575
65
Transition
43+942
44+008 MDR56
48+575
48+950
375
IV
44+008
44+387 MDR56
48+950
49+040
90
IV/Transition
44+387
44+478 MDR56
49+040
49+210
170
IV/V
44+478
44+650 MDR56
49+210
49+300
90
Transition
44+650
44+741 MDR56
49+300
49+610
310
44+741
45+054 MDR56
49+610
49+685
75
Transition
45+054
45+130 MDR56
49+685
50+205
520
V2
45+130
45+655 MDR56
50+205
50+280
75
Transition
45+655
45+731 MDR56
50+280
50+700
420
45+731
46+155 MDR56
50+700
50+775
75
Transition
46+155
46+231 MDR56
50+775
50+930
155
V2
46+231
46+389 MDR56
50+930
51+005
75
Transition
46+389
46+465 MDR56
51+005
51+500
495
46+465
46+964 MDR56
51+500
51+575
75
Transition
46+964
47+040 MDR56
51+575
51+735
160
VIR
47+040
47+202 MDR56
51+735
51+810
75
Transition
47+202
47+278 MDR56
51+810
52+185
375
47+278
47+656 MDR56
52+185
52+260
75
Transition
47+656
47+732 MDR56
52+260
52+415
155
VIR
47+732
47+889 MDR56
52+415
52+490
75
Transition
47+889
47+964 MDR56
52+490
52+705
215
47+964
48+185 MDR56
52+705
52+780
75
Transition
48+185
48+260 MDR56
52+780
52+970
190
V2
48+260
48+454 MDR56
52+970
53+045
75
Transition
48+454
48+532 MDR56
To
SH/MDR

Chainage (km)
Remarks
Length
(m)
C/S Type
From
To
53+045
53+595
550
48+532
49+091 MDR56
53+595
53+670
75
Transition
49+091
49+166 MDR56
53+670
53+830
160
VIL
49+166
49+322 MDR56
53+830
53+905
75
Transition
49+322
49+395 MDR56
53+905
54+500
595
49+395
49+979 MDR56
54+500
56+220
1720
VIA
49+979
MDR56
56+220
56+300
80
Transition
MDR56
56+300
56+786
486
VII
MDR56
56+786
56+894
108
VIIA
MDR56
56+894
57+450
556
VII
53+339 MDR56
57+450
57+520
70
Transition
53+339
53+410 MDR56
57+520
58+628
1108
II
53+410
54+533 MDR56
58+628
58+750
122
Transition
54+533
54+657 MDR56
58+750
58+857
107
B3Aatgroundlevel
54+657
54+767 MDR56
59+220
363
B3A
59+220
59+280
60
B2A1
55+138
55+198 MDR56
59+280
59+700
420
B3A
55+198
55+764 MDR56
80
Transition
55+764 55+865 MDR56

55+865 56+326 MDR56
58+857
59+700
59+780
Page 20 of 38
July 2013
Revision: R0
From
To
SH/MDR
54+767 55+138 MDR56
59+780
60+300
520
60+300
60+400
100
Transition
26+572
26+472 SH24
60+400
60+525
125
II
26+472
26+347 SH24
60+525
60+600
75
Transition
26+347
26+272 SH24
60+600
60+760
160
IIA2
26+272
26+110 SH24
60+760
60+835
75
Transition
26+110
26+034 SH24
60+835
62+190
1355
II
26+034
24+675 SH24
62+190
62+330
140
Transition
24+675
24+533 SH24
62+330
63+200
870
IA
24+533
23+661 SH24
63+200
63+340
140
Transition
23+661
23+522 SH24
63+340
63+965
625
II
23+522
22+898 SH24
63+965
64+040
75
Transition
22+898
22+823 SH24
64+040
64+200
160
IIA2
22+823
22+663 SH24
64+200
64+275
75
Transition
22+663
22+588 SH24
64+275
67+005
2730
II
22+588
19+822 SH24
67+005
67+080
75
Transition
19+822
19+747 SH24
67+080
67+240
160
IIA2
19+747
19+587 SH24
67+240
67+315
75
Transition
19+587
19+512 SH24

Chainage (km)
Page 21 of 38
July 2013
Revision: R0
Remarks
Length
(m)
From
To
67+315
67+440
125
67+440
68+500
1060
68+500
68+645
68+645
C/S Type

From
To
SH/MDR
19+512
19+387 SH24
19+387
18+325 SH24
145
II
I(Realigned
Kathgarh)
II
18+325
18+180 SH24
68+705
60
Transition
18+180
18+120 SH24
68+705
68+880
175
IIIL
18+120
17+943 SH24
68+880
68+955
75
Transition
17+943
17+868 SH24
68+955
69+050
95
II
17+868
17+772 SH24
69+050
69+110
60
Transition
17+772
17+712 SH24
69+110
69+545
435
17+712
17+282 SH24
69+545
69+775
230
17+282
17+056 SH24
69+775
69+830
55
17+056
17+001 SH24
69+830
70+060
230
17+001
16+772 SH24
70+060
70+500
440
I
TOLLPLAZA
Transition
TOLLPLAZA
KATHGARH
TOLLPLAZA
Transition
II
16+772
16+330 SH24
70+500
70+600
100
Transition
16+330
16+229 SH24
70+600
70+765
165
IA
16+229
16+063 SH24
70+765
70+840
75
Transition
16+063
15+986 SH24
70+840
71+200
360
15+986
15+627 SH24
71+200
71+340
140
Transition
15+627
15+486 SH24
71+340
71+940
600
II
15+486
14+889 SH24
71+940
72+015
75
Transition
14+889
14+814 SH24
72+015
72+120
105
IIA2
14+814
14+709 SH24
72+120
72+195
75
Transition
14+709
14+634 SH24
72+195
73+500
1305
II
14+634
13+322 SH24
73+500
73+575
75
Transition
13+322
13+247 SH24
73+575
73+715
140
IIA
13+247
13+107 SH24
73+715
73+790
75
Transition
13+107
13+032 SH24
73+790
74+775
985
II
13+032
12+050 SH24
74+775
74+850
75
Transition
12+050
11+975 SH24
74+850
75+010
160
IIA
11+975
11+815 SH24
75+010
75+085
75
Transition
11+815
11+740 SH24
75+085
77+125
2040
II
11+740
9+698
SH24
77+125
77+200
75
Transition
9+698
9+623
SH24
77+200
77+320
120
IIA2
9+623
9+502
SH24

Chainage (km)
Page 22 of 38
July 2013
Revision: R0
Remarks
Length
(m)
From
To
77+320
77+395
75
77+395
77+500
77+500
C/S Type

From
To
SH/MDR
Transition
9+502
9+427
SH24
105
II
9+427
9+322
SH24
77+640
140
Transition
9+322
9+183
SH24
77+640
79+355
1715
9+183
7+468
SH24
79+355
79+430
75
Transition
7+468
7+393
SH24
79+430
79+585
155
IA
7+393
7+238
SH24
79+585
79+660
75
Transition
7+238
7+162
SH24
79+660
80+170
510
7+162
6+651
SH24
The description of Typical Cross Sections is detailed below:

S
No
TCS
Description
Canal Running Parallel to Road at Urban Area
I-A
Canal Running Parallel to Road at Urban Area with Extra Lane on Right
Hand Side
II
Canal Running Parallel to Road at Rural Area
II-A
Canal Running Parallel to Road at Rural Area with Extra Lane on Right
Hand Side
II-A-2
Canal Running Parallel to Road at Rural Area with Extra Lane on Both
Sides
II-1-L
Canal Running Parallel to Road at Rural Area with Extra Lane on Left
Hand Side
IV
Concentric Widening at Urban Area with Service Road - 5.5m on Both

Sides
IV-L
Concentric Widening at Urban Area with Service Road - 5.5m on Left

Hand Side
IV-R
Concentric Widening at Urban Area with Service Road - 5.5m on Right

Hand Side
10
Concentric Widening at Rural Area
11
V-1-L
Concentric Widening at Rural Area with Extra Lane on Left Hand Side
12
V-1-R
Concentric Widening at Rural Area with Extra Lane on Right Hand Side
13
V-2
Concentric Widening at Rural Area with Extra Lane on Both Sides
14
V-A
Concentric Widening at Rural Area - Phagwara Bypass Section

Page 23 of 38
July 2013
Revision: R0
S
No
TCS
Description
15
V-A-1-R
Concentric Widening at Rural Area with Extra Lane on Right Hand Side (Phagwara Bypass Section)
16
V-A-2
Concentric Widening at Rural Area with Extra Lane on Both Sides

(Phagwara Bypass Section)
17
VI-A
For Garhi Bypass Section with 50.0m ROW
18
VII
Typical Cross Section for Approach to Structures
19
VII-A
Typical Cross Section for Elevated Structure / Flyover
20
VII-B
Typical Cross Section for Elevated Structure with Service Road beneath the
Structure
21
VIII
Concentric Widening at Urban Area with Service Road 6.0m on Both

Sides
22
L-1
Approaches of Flyover & 4-Lane Elevated Corridor with Service Road5.5m
23
L-2B
Flyover & 4-Lane Elevated Corridor with Single Pier and Service Road
24
N-3A
Typical Cross Section in Tunnel Zone at ROB
25
N-3B
Typical Cross Section in Tunnel Zone with U-Turn for Service Road (at
Ground Level)
26
N-3C
Typical Cross Section in Either End Ramp with Service Road at Ground
Level
27
B-2A-1
2-Lane Flyover with Single Pier and Slip Road - 7.0m at LHS and
Carriageway (at Ground Level) at RHS
28
B-3A
Approaches of 2-Lane Flyover with Single Pier and Slip Road at LHS and
Carriageway (at Ground Level) at RHS
29
VUP-01A
Approach to Vehicular Underpass
30
VUP-01B
Vehicular Underpass
4.5.2
Service Roads and Extra Lanes

Service road has been provided on both sides of project road as per provision of 4-lane manual.
Most of the access roads and driveways will be connected to service roads/extra lane. The service
road will be used for local traffic access to abutting properties while main carriageway will be
primarily used by through traffic. The width of service road has been kept 7.5m/7.0m/6.0m/5.5m
and width of extra lane has been kept as 4.5m. The service road has been discontinued over major
bridges, other restricted locations like river and water body located very near to road and where
local traffic is minimal. Service road of 5.5m width has been provided for total length of 16.034km,

Page 24 of 38
July 2013
Revision: R0
6.0m width for total length of 17.900km , 7.0m width for total length of 6.015km and 7.5m width for
length of 6.374km. Extra lane of 4.5m width has been provided for 19.250km. Locations of service
roads and extra lane are given in Table 4.13(a) & Table 4.13(b)
Table 4.13(a): Service Roads Schedule to be provided on project highway
Service Road
Description
Chainage (km)
Length
(m)
Remarks
Side
Left /
Right /
Both
Width
(m)
From
To
From
To
2+203
2+905
702
Both
7.5
19+874
20+577
3+765
4+625
860
Both
7.5
21+436
22+294
8+990
9+345
355
Both
6.0
26+653
27+006
9+345
13+500
16+515
16+725
19+000
21+800
24+000
25+185
31+550
32+705
34+450
35+005
38+159
38+987
39+059
39+095
44+645
48+575
56+300
58+750
59+780
62+330
67+440
69+110
70+600
77+640
9+770
14+100
16+620
17+450
19+575
22+450
24+760
29+322
32+600
32+875
34+900
35+100
38+987
39+023
39+095
42+300
47+130
49+040
57+450
59+700
60+300
63+200
68+500
69+545
71+200
80+170
425
600
105
725
575
650
760
4137
1050
170
450
95
828
36
36
3205
2485
465
1150
950
520
870
1060
435
600
2530
Both
Both
Left
Both
Both
Both
Both
Both
Both
Right
Both
Left
Both
Both
Both
Both
Both
Both
Both
Left
Left
Left
Left
Left
Left
Left
6.0
5.5
5.5
5.5
5.5
5.5
5.5
6.0
5.5
5.5
5.5
5.5
6.0
5.5
5.5
6.0
5.5
5.5
7.5
7.5
7.0
7.0
7.0
7.0
7.0
7.0
5+006
9+117
12+183
12+394
14+675
17+463
19+660
20+846
27+237
28+396
30+124
30+672
33+784
34+600
34+670
34+705
40+038
44+008
54+657
55+703
24+533
19+387
17+712
16+229
9+183
5+435
9+737
12+289
13+121
15+249
18+111
20+421
24+992
28+292
28+566
30+569
30+766
34+600
34+634
34+705
37+757
42+546
44+478
53+339
55+613
55+791
23+661
18+326
17+282
15+627
6+651
SH/MDR
Phagwara
Bypass
Phagwara
Bypass
Phagwara
Bypass
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
SH24
SH24
SH24
SH24
SH24

Page 25 of 38
July 2013
Revision: R0
Table 4.13(b): Extra Lane Schedule to be provided on project highway
Chainage (km)
Length
(m)
Extra Lane
Side (Left /
Right /
Both)
Remarks
From
To
From
0+453
0+665
212.5
Both
18+126 18+337 PhagwaraBypass
1+030
1+240
210
Both
1+780
1+995
215
Both
4+975
5+190
215
Both
5+190
5+455
265
Right
6+175
6+360
185
Both
6+360
6+845
485
Right
6+845
7+030
185
Both
7+740
7+960
220
Both
10+190
10+440
250
Both
5+856
6+106
MDR56
10+440
10+615
175
Left
6+106
6+280
MDR56
10+935
11+500
565
Left
6+597
7+155
MDR56
12+420
12+640
220
Right
8+038
8+257
MDR56
12+845
13+345
500
Left
8+461
8+959
MDR56
14+625
14+830
205
Right
10+276 10+482 MDR56
18+050
18+265
215
Right
13+724 13+939 MDR56
18+610
18+830
220
Left
14+284 14+504 MDR56
20+155
20+370
215
Right
15+825 16+039 MDR56
20+500
20+720
220
Left
16+168 16+388 MDR56
21+290
21+510
220
Right
16+954 17+173 MDR56
22+825
23+040
215
Right
18+485 18+700 MDR56
29+550
29+765
215
Both
25+224 25+440 MDR56
30+270
30+480
210
Both
25+949 26+160 MDR56
30+480
30+660
180
Right
26+160 26+341 MDR56
30+980
31+200
220
Both
26+663 26+884 MDR56
33+330
33+520
190
Right
29+019 29+207 MDR56
33+520
33+735
215
Both
29+206 29+419 MDR56
35+135
35+330
195
Right
30+800 30+995 MDR56
36+308
36+532
224
Left
31+970 32+190 MDR56
37+485
37+675
190
Both
33+120 33+308 MDR56
37+675
37+965
290
Right
33+307 33+593 MDR56
43+130
43+350
220
Both
38+541 38+750 MDR56
44+210
44+415
205
Right
39+599 39+805 MDR56
To
SH/MDR

Chainage (km)
4.5.3
Length
(m)
Extra Lane
Side (Left /
Right /
Both)
Page 26 of 38
July 2013
Revision: R0
Remarks
From
To
From
To
SH/MDR
47+130
47+508
377.5
Both
42+546 42+929 MDR56
48+203
48+543
340
Left
43+632 43+975 MDR56
49+648
50+243
595
Both
45+093 45+693 MDR56
50+738
50+968
230
Both
46+194 46+427 MDR56
51+538
51+773
235
Right
47+003 47+240 MDR56
52+223
52+453
230
Right
47+695 47+927 MDR56
52+743
53+008
265
Both
48+223 48+492 MDR56
53+633
53+868
235
Left
49+129 49+360 MDR56
60+563
60+798
235
Both
26+310 26+073 SH24
62+260
63+270
1010
Right
24+603 23+591 SH24
64+003
64+238
235
Both
22+861 22+626 SH24
67+043
67+278
235
Both
19+785 19+550 SH24
68+675
68+918
242.5
Left
18+150 17+907 SH24
70+550
70+803
252.5
Right
16+279 16+026 SH24
71+978
72+158
180
Both
14+852 14+672 SH24
73+538
73+753
214.5
Right
13+284 13+070 SH24
74+813
75+048
235
Right
12+012 11+777 SH24
77+163
77+358
195
Both
9+660
9+465
SH24
79+393
79+623
230
Right
7+430
7+200
SH24
Major Intersections/Congested Built-up areas

Depending on the importance of existing intersections & the type of traffic thereon, the consultants
have decided the span arrangement of the flyovers on such intersections. Accordingly, the
consultants have identified locations which have been developed as major intersections & flyovers
have been provided to take the main carriageway over them. The details are presented in Table 4.14
below.
Sl
No
1
2
3
4
Chainage
2+560
2+574
4+165 4+273
9+331 9+345
25+770 -
Table 4.14: Major Intersections/Flyovers/VUP

Remarks
Span
Structure Type
Left
Right
VUP
To
1x12m
To Palahi
(4-lane)
Phagwara
Flyover
To
To
3x36m
(4-lane)
Hoshyarpur Phagwara
VUP
1x12m
To Phagwara
(4-lane)
91x36m
Elevated Corridor
Banga (Congested Area)
Junction
Type
X-Junction
X-Junction
T-Junction
-

Sl
No
Chainage
Span
29+046
6
7
8
4.5.4
38+410 41+830
44+970 46+806
56+786 56+894
59+220 59+280
Minor Junctions
95x36m
51x36m
3x36m
3x20m
Structure Type
(4-lane)
Elevated Corridor with
integrated ROB cum
RUB
(4-lane)
Elevated Corridor
(4-lane)
Flyover
(4-lane)
Flyover Left Side
(2-lane)
Remarks
Left
Right
Page 27 of 38
July 2013
Revision: R0
Junction
Type
-
Nawanshahr (Congested
Area)
Langroya (Congested
Area)
Garhi
Ropar
X-Junction
Balachaur
Improvements to the minor junctions and accesses shall be done as per typical designs. The list of the minor
intersections and accesses are given in Table 4.15.
Table 4.15: Minor Junctions
S.
No.
Proposed
Chainage
(km)
Destination
Side
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
0+538
0+561
1+135
1+138
1+888
1+888
4+195
4+535
4+555
5+082
5+082
5+345
6+275
6+633
6+903
6+923
7+850
7+937
9+550
10+273
10+500
Mehtan
NangalMajjan
Phagwara
Palahi
Khangura
Palahi
ToResidentialArea
ToResidentialArea
ToResidentialArea
Phagwara
Bhularai
ToVillage
Phagwara
Phagwara
SukhChainNagar
GurunanakNagar
Bazidpur
Phagwara
DosanjhKalan
BahuaVillage
BahuaVillage
RHS
LHS
RHS
LHS
RHS
LHS
RHS
RHS
RHS
RHS
LHS
RHS
RHS
RHS
RHS
LHS
LHS
RHS
RHS
LHS
LHS
Remarks
Reference
Chainage of
SH / MDR
SH / MDR
18+211
PhagwaraBypass
18+234
PhagwaraBypass
18+805
PhagwaraBypass
18+808
PhagwaraBypass
19+558
PhagwaraBypass
19+558
PhagwaraBypass
21+864
PhagwaraBypass
22+204
PhagwaraBypass
22+224
PhagwaraBypass
22+751
PhagwaraBypass
22+751
PhagwaraBypass
23+014
PhagwaraBypass
23+946
PhagwaraBypass
24+302
PhagwaraBypass
24+572
PhagwaraBypass
24+592
PhagwaraBypass
25+501
PhagwaraBypass
25+516
PhagwaraBypass
27+215/5+215
PhagwaraBypass
5+942
MDR56
5+995
MDR56

S.
No.
Proposed
Chainage
(km)
22
23
24
25
26
27
28
29
30
31
32
33
34
35
11+044
11+274
11+392
12+288
12+530
12+955
13+239
13+581
13+800
13+800
13+842
14+734
16+794
16+852
36
17+046
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
17+220
17+324
17+375
17+464
18+159
18+721
19+316
19+380
19+442
19+500
19+535
19+558
19+609
20+264
20+608
21+399
22+158
22+933
24+220
24+360
24+681
24+698
25+221
Page 28 of 38
July 2013
Revision: R0
Remarks
Destination
Side
Burj
BurjKandhari
MilitaryFarmSarangwal
ToVillage
ToVillage
JagatpurVillage
ChakmadarVillage
MunnaVillage
SaryalaRanu
JassonMajra
MunnaVillage
ChackMaiDass
BahramVillage
ToResidentialArea
CKMemorialPublic
School
Talwandi
Mahilpur
Mukandpur
ToResidentialArea
ToVillage
ChhanderKhurd
Bisla
ToResidentialArea
Dhadua
ToResidentialArea
ToResidentialArea
ToResidentialArea
Bisla
LalapurVillage
Bisla
DhahanVillage
Kaleran
Mallupota
Bahdowal
ChakKalan
ChakKalan
Bahdowal
ToResidentialArea
LHS
LHS
LHS
LHS
RHS
LHS
LHS
LHS
RHS
LHS
LHS
RHS
LHS
RHS
Reference
Chainage of
SH / MDR
6+166
6+706
6+943
7+053
8+149
8+572
8+854
9+201
9+427
9+427
9+473
40+385
12+463
12+521
RHS
12+716
MDR56
RHS
LHS
RHS
LHS
RHS
LHS
LHS
LHS
RHS
LHS
LHS
LHS
LHS
RHS
LHS
RHS
LHS
RHS
LHS
RHS
RHS
LHS
RHS
12+891
12+996
13+049
13+138
13+835
14+396
14+992
15+055
15+166
15+174
15+209
15+232
15+283
15+935
16+277
17+064
17+821
18+593
19+881
20+022
20+343
20+359
20+882
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
SH / MDR
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56

S.
No.
Proposed
Chainage
(km)
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
25+874
26+068
26+068
26+185
26+494
26+523
26+722
26+788
26+968
27+033
27+133
28+499
29+655
29+655
30+373
30+376
30+550
31+086
31+091
31+746
31+750
32+192
32+470
32+473
32+797
33+434
33+626
33+626
34+608
35+005
37+566
91
37+625
92
37+851
93
94
95
96
38+162
38+339
38+748
38+871
Page 29 of 38
July 2013
Revision: R0
Remarks
Destination
Side
VishvaRuhaniKendra
SotranVillage
Hopowal
ToResidentialArea
City
ToCity
ToResidentialArea
ToResidentialArea
RailwayRoad
ChintpurniTempleRoad
Garhshankar
ToResidentialArea
KhatkarKalan
Thandian
KhatkarKalan
Naura
KhatkarKalan
KahmaVillage
BhutanVillage
BhuntaVillage
KamahaVillage
KamahaVillage
KamahaVillage
JabbowalVillage
Gurudwara
KarihaVillage
KarihaVillage
BainsVillage
MalpurAdka
MalpurAdka
Mahalon
SandhuInstituteOf
Nursing
SandhuInstituteOf
Nursing
ToResidentialArea
Mahalo
SugarMillColony
ToResidentialArea
RHS
RHS
LHS
RHS
LHS
RHS
RHS
RHS
RHS
RHS
LHS
RHS
RHS
LHS
RHS
LHS
RHS
RHS
LHS
LHS
RHS
RHS
RHS
LHS
RHS
RHS
RHS
LHS
RHS
LHS
LHS
Reference
Chainage of
SH / MDR
21+532
21+726
21+726
21+841
22+150
22+180
22+379
22+445
22+629
22+691
22+795
24+163
25+330
25+330
26+052
26+055
26+231
26+769
26+774
27+434
27+438
27+884
28+162
28+165
28+487
29+121
29+311
29+311
30+280
30+673
33+201
RHS
33+261
MDR56
RHS
33+487
MDR56
LHS
LHS
RHS
RHS
33+785
33+958
34+364
34+484
MDR56
MDR56
MDR56
MDR56
SH / MDR
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56

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Remarks
S.
No.
Proposed
Chainage
(km)
Destination
Side
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
39+012
39+416
39+431
39+685
39+685
39+998
40+000
40+009
40+240
40+432
40+436
40+463
40+969
43+241
43+241
44+315
45+273
45+377
45+681
45+927
46+126
46+450
46+548
47+394
47+394
48+314
48+632
48+836
48+898
49+085
49+163
49+764
49+766
50+127
50+127
50+852
50+852
51+654
52+338
GujjarKalan
GuruTejBahadurNagar
GuruTejBahadurNagar
ToResidentialArea
GuruTejBahadurNagar
ToResidentialArea
ToResidentialArea
GarhShankar,ToColony
ToResidentialArea
ToResidentialArea
Raho
Raho
ToResidentialArea
Saloh,JethuMajara
Barnala
JethuMajara
Romroa
SonaVillage
Langroya
ToResidentialArea
SajawalPur
Langroya
Kishanpura
Sajjawalpur
Kishanpura
Kishanpura
Jandla
NaiMajaraVillage
Dolatpur
Jadla
ToResidentialArea
Dolatpur
Jandla
Jandla
Dolatpur
Jandla
Dolatpur
Jandla
Birowal
LHS
LHS
LHS
RHS
LHS
LHS
RHS
LHS
RHS
LHS
RHS
RHS
LHS
RHS
LHS
RHS
RHS
LHS
RHS
LHS
RHS
RHS
LHS
RHS
LHS
LHS
RHS
RHS
LHS
RHS
RHS
LHS
RHS
RHS
LHS
RHS
LHS
RHS
RHS
Reference
Chainage of
SH / MDR
34+623
35+022
35+070
35+275
35+275
35+569
35+571
35+771
35+782
35+983
35+987
36+020
36+494
38+646
38+646
39+701
40+671
40+774
41+080
41+329
41+530
41+857
41+957
42+815
42+815
43+745
44+067
44+272
44+334
44+524
44+607
45+212
45+214
45+576
45+576
46+309
46+309
47+120
47+811
SH / MDR
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56

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Remarks
S.
No.
Proposed
Chainage
(km)
Destination
Side
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
52+863
52+889
53+752
57+225
57+306
59+245
60+612
60+612
62+361
62+365
63+012
63+012
64+050
64+050
67+092
67+092
67+730
68+733
70+624
70+624
70+766
71+991
71+991
73+568
74+862
77+190
77+190
79+438
79+933
Birowal
Thathyala
Thathyala
Birowal
BKMCollege
Balachor
ToVillage
Balachor
ToVillage
ToResidentialArea
ToVillage
LohatVillage
Manaiwal
SudhaMajra
ToVillage
RattewalRoad
Rattewal
Bharthala
BelaTajowal
PanyaliKalan
ToResidentialArea
ToVillage
ToVillage
ToVillage
ToVillage
ToVillage
ToResidentialArea
ToVillage
ToResidentialArea
RHS
LHS
LHS
RHS
LHS
LHS
RHS
LHS
RHS
LHS
RHS
LHS
RHS
LHS
RHS
LHS
LHS
LHS
RHS
LHS
LHS
RHS
LHS
RHS
RHS
RHS
LHS
RHS
LHS
Reference
Chainage of
SH / MDR
48+345
48+381
49+246
53+110
53+198
55+203
26+258
26+258
24+501
24+491
23+848
23+847
22+813
22+813
19+735
19+735
19+099
18+090
16+205
16+205
16+060
14+840
14+840
13+254
11+963
9+632
9+632
7+384
6+888
SH / MDR
MDR56
MDR56
MDR56
MDR56
MDR56
MDR56
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
SH24
The following sections provide the minimum spatial and functional requirements of the facilities to be
provided on the Project Highway.
4.6
Existing Facilities
There are a number of Bus stops along the Project Highway. Apart from this, a number of Dhabas,
petrol pumps, vehicles repair shops, telephone booths etc. exist along the Project Highway.
4.6.1
Project Facilities

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The Project Facilities shall include:

a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
Toll Plaza
Roadside Furniture
Street Lighting at designated locations
Pedestrian Facilities
Landscaping and Tree Plantation
Truck Lay Bye
Bus Shelters
Traffic Aid Posts
Medical First Aid Posts
Vehicle Rescue Posts
4.7
DESCRIPTION OF PROPOSED FACILITIES
4.7.1
Toll Plaza
Toll Plaza means the structures and barriers erected on the Project Highway for the purpose of
regulating the entry and exit of vehicles and shall include land, buildings, equipment, and other
facilities required in accordance with or drawings provided in Detailed Project Report, standard
specification in consultation with Independent Engineer.
The tentative locations of toll plazas are as under in Table 4.16(a):
Table 4.16(a): Tentative toll plaza Location
Proposed Chainage
Sl.No.
1
2
Km 14+960 Km 15+641
Km 69+543 Km 70+057
Remarks
Reference Chainage
SH / MDR
Km 10+613 Km 11+300
Km 17+286 Km 16+774
MDR 56
SH 24
The toll plazas shall have 5-Lanes in each direction and one separate service lane in each direction
for non-tollable traffic and over-sized vehicles.
Generally the toll plaza shall meet requirements of Manual of Specifications and Standards for
Four Laning of Highways Through Public Private Partnership (IRC:SP-84-2009)
4.7.2
Toll Booth Requirements

Considering the projected toll traffic and a servicing time of 10 seconds per vehicle, the total number of
toll booths required (both directions) to manually collect toll at the various locations is presented in the
Table 4.16(b) below.

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Table 4.16(b):Total Toll booths required at Toll Plaza locations

Toll Plaza
Km 14+960 Km 15+641
Km 69+543 Km 70+057
4.7.3
Road Side Furniture
(a)
Traffic Signs and Pavement Markings
Lane
6+6
6+6
Traffic signs and pavement markings shall include roadside signs, overhead signs; curb mounted
signs and road marking along the Project Highway. The design and marking for the Project Highway
shall be as per the design standard indicated in Manual of Specifications and Standards for Four
Laning of Highways Through Public Private Partnership (IRC:SP-84-2009) and the location for
various treatments shall be finalized in consultation with the Independent Engineer.
All road signs (overhead and other signage) shall be with retro-reflective sheeting of high intensity
grade with micro-prismatic retro-reflective element fixed over aluminium sub-strata as per IRC
Guidelines / Clause 9.2.7, Manual of Specifications and Standards for Four Laning of Highways
Through Public Private Partnership (IRC:SP-84-2009) and as per instructions of Independent
Engineer and Authority/Government.
Overhead sign shall be installed ahead of major intersections/flyovers, toll plazas and urban areas as
per detailed design requirements. The tentative location of overhead signs is given below:
S
No
(b)
Chainage
Reference wrt
Existing
Chainage of
SH/MDR
Location
0+100
17+775
Phagwara Bypass
25+050
20+715
Banga Starts (MDR 56)
29+500
25+175
Banga Ends (MDR 56)
37+950
33+580
Nawanshahr Starts (MDR 56)
43+400
37+795
Nawanshahr Ends (MDR 56)
47+600
43+020
Langroya Ends (MDR 56)
54+200
49+685
Garhi Bypass Starts (MDR 56)
57+600
53+490
Garhi Bypass Ends (MDR 56)
Guard Rails and Traffic Safety Devices

The safety barrier of rigid, flexible, or semi rigid type in accordance with MOSRTH
Guidelines/ circulars shall be provided at following locations

i)
ii)
iii)
iv)
v)
vi)
(c)
Page 34 of 38
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Where height of embankment is 3m or more

Where embankment is retained by a retaining structure
Where median is depressed flushed or having the width less than 4.5m, the barriers shall be
for both direction of travel
On valley side of highway in mountainous and steep terrain
At hazardous locations identified in schedule B or through safety audit
Guard post shall be provided on either side of the carriageway, at location where
embankment height varies between 2 to 3m as per design standards.
Boundary Stones
Road land (ROW) boundary shall be demarcated by putting RCC boundary pillars of size 60cm x
15cm x 15cm embedded in concrete (as per IRC:25) along the Project Highway at 50 m interval on
both sides. All the components used in delineating road land boundary shall be aesthetically
pleasing, sturdy and vandal proof. The road land boundary shall be demarcated in consultation with
IE/PWD.
(d)
Hectometer / Kilometer Stones

The hectometer and kilometer stones shall be provided as per MOSRT&H specifications.
(e)
Traffic Blinker Signal (L.E.D) at intersections

Traffic Blinker signal (L.E.D) shall be provided at all at-grade intersections and median
openings/Median gap-in as per the design standards indicated in Schedule D.
4.7.4
Truck Lay Bye

Total 2 nos. of Truck Lay Byes shall be provided along the project highway conforming to design
standards. The locations of Truck Lay Byes given in Table 4.17 are tentative and shall be finalized
by the concessionaire in consultation with the IE and Authority
Table 4.17: Tentative location of Truck Lay Bye

Remarks
Design Chainage (km)
4.7.5
Reference Chainage of
SH/MDR
To
From
SH/ MDR
Location
From
To
64+450
64+750
22+414
22+115
MDR 56
Left Side
73+950
74+250
12+873
12+574
MDR 56
Left Side
Bus Shelters
The 25 nos. of Bus Shelters shall be provided along the project highway conforming to design
standards. As the bus shelter locations are provided at the service road/ extra lane, there is no

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requirement of bus bays. The locations of bus shelters given in Table 4.18 are tentative and shall be
finalized by the concessionaire in consultation with the IE and PWD.
Table 4.18: Proposed Bus Shelter
Remarks
Design Chainage (km)
LHS
13+850
16+810
22+125
RHS
13+750
17+320
30+400
30+400
32+170
34+600
38+020
50+150
67+800
Reference Chainage
of SH/MDR
LHS
RHS
9+475
9+375
12+480
12+990
17+787
MDR 56
30+272
33+646
41+057
MDR 56
MDR 56
MDR 56
MDR 56
46+300
MDR 56
52+880
59+300
48+362
55+220
MDR 56
MDR 56
62+420
24+440
SH 24
64+100
22+763
SH 24
66+100
20+745
SH 24
19+025
SH 24
50+840
67+800
27+860
30+272
33+646
45+600
19+025
74+940
77+280
4.7.6
MDR 56
MDR 56
MDR 56
26+080
34+600
38+020
45+660
26+080
SH/
MDR
77+280
9+542
11+885
SH 24
9+542
SH 24
Location
Jasso Majra
Behram
Dahan
Verka Milk Plant (LHS)
/
Shaheed Bhagat Singh
Museum (RHS)
Kariha
Malpur Adka
Nawanshahr Outer
Langroya
Road to Dolatpur (LHS)
/
Road to Jandla (RHS)
Road to Birowal (RHS)
Balachor
Road to Village on RHS
of Canal
Road to Manaival
(RHS)
of Canal
Road to Ratibal (LHS)
Road to Village Tonsa
(LHS) /
of Canal
Habitation
U-turns / Median openings

Minimum no. of median opening shall be provided on the Project Road in accordance with Manual
of Specifications and Standards for Four Laning of Highways Through Public Private Partnership
(IRC:SP-84-2009). The list of openings is presented in Table-4.19 below:

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Table 4.19: Proposed Median Openings
4.7.7
Sl No
Proposed
Chainage
Sl
No
Proposed
Chainage
Sl No
Proposed
Chainage
3+275
33+150
17
63+750
5+775
10
36+200
18
66+675
8+275
11
43+725
19
69+645
11+925
12
47+825
20
69+955
15+200
13
50+475
21
72+525
15+400
14
53+375
22
74+650
21+000
15
57+875
23
76+725
23+425
16
61+325
Highway Lighting
Highway lighting shall be provided at Built-up sections of project highway, Toll Plaza Area and
interchanges/flyover/elevated corridor as per Manual of Specifications and Standards for Four
Laning of Highways Through Public Private Partnership (IRC:SP-84-2009).
All light posts erected on the railings of bridges, structures shall have adequate height such
that a uniform illumination of 40 lux is available.
All high mast lights in the interchange area shall illuminate the interchange with intensity of
40 lux.
All entry and exit ramps shall be uniformly illuminated with 40 lux intensity
All underpasses shall be illuminated with minimum intensity of 30 lux.
A tentative list of location of Highway Lighting is given in Table 4.20; however, actual locations
are to be identified as per actual site condition during execution in consultation with IE/Authority.
Table 4.20 Location for Highway Lighting
Chainage (km)
Length
(m)
From
To
2+203
2+905
702
3+765
4+625
860
8+990
9+770
780
13+395 14+205
810
14+960 15+641
681
Location
PalahiJn
VUP
Hoshiarpur
JnFlyover
MeheliJn
VUP
JassoMajra
TollPlaza
Behram
Remarks
From
To
SH/MDR
26+653 5+435
9+008
9+846
26+653atPhagwara
Bypass/5+435atMDR
56
MDR56
10+613 11+300 MDR56

Chainage (km)
From
16+410
18+895
21+695
23+895
25+080
31+445
4.7.8
To
17+560
19+785
22+555
24+865
29+322
32+980
Length
(m)
1150
890
860
970
4242
1535
Location
From
Behram
12+078
Malasodiyan 14+569
Dahan
17+358
Mazari
19+555
Banga
20+741
Kariha
27+131
Malpur
30+020
Adka
Nawanshahr 33+784
Langroya
40+038
NaiMajri
43+942
GarhiJn
Flyover
34+345 35+170
825
38+159 42+405
44+645 47+130
48+510 49+300
4246
2485
790
56+300 57+450
1150
58+750 60+400
1650
Balachor
62+190 63+340
1150
67+440 68+500
1060
69+050 69+543
493
69+543 70+057
514
70+500 71+340
840
77+500 80+170
2670
RakraBet
Chahal/
Kathgarh
Bharthala
TollPlaza
Kathgarh
Panyali
Kalan,
Jamitgarh
RailMajra
Page 37 of 38
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Revision: R0
Remarks
To
SH/MDR
13+232 MDR56
15+457 MDR56
18+216 MDR56
20+526 MDR56
24+992 MDR56
28+670 MDR56
30+835 MDR56
37+856 MDR56
42+546 MDR56
44+741 MDR56
53+339 MDR56
56+658atMDR56/
26+472atSH24
24+675 23+522 SH24
54+658 26+472
19+387 18+325 SH24

17+772 17+286 SH24
17+286 16+774 SH24
16+331 15+486 SH24
9+322
6+651
SH24
Traffic Aid Posts

For regulating the use of Project Highway in accordance with the Applicable Laws and this
Agreement, the Authority shall assist the Concessionaire in procuring police assistance from the
State Police Department. The police assistance shall include setting up of a traffic aid post (the
Traffic Aid Post) at each of the Toll Plazas.
Buildings for Traffic Aid Posts
The Concessionaire shall, in accordance with the type designs prescribed for such police outpost
buildings by the State Government or a substitute thereof, construct buildings not exceeding 25
(twenty five) square metres of plinth area, for each of the Traffic Aid Posts, and hand them over to the
Authority no later than 30 (thirty) days prior to the Scheduled Completion Date. The Traffic Aid Posts
shall be deemed to be part of the Site and shall vest in the Authority.

4.7.9
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Highway Patrol
Highway patrol unit(s) manned by at least two persons apart from the driver for every unit shall
continuously patrol the highway in a stretch not exceeding 50 km and shall remain in contact with
the Control Room on a real time basis. The patrol shall render assistance to users in distress and
disabled vehicles through own intervention or by calling from assistance from Control Room, Crane
operators or ambulance as required. The patrol shall promptly clear the road of any obstruction.
Where the obstructions take time to be cleared, the section shall be cordoned off by placing traffic
cones, which shall be illuminated during night. The patrol vehicle shall be large enough for seating
at least four personnel beside the driver and space to carry essential traffic management tolls. It shall
also have a light on its top and a siren on board. It shall be equipped with traffic cones and other
accessories for traffic control which are fully visible during night time.
4.7.10 Medical Aid Posts/Ambulances

For providing emergency medical aid during the Operation Period, as set forth in this Agreement,
the Concessionaire shall assist the State Government or a substitute thereof to be designated by the
Authority in setting up and operating a medical aid post (the Medical Aid Post) at each of the Toll
Plazas with round-the-clock ambulance services for victims of accidents on the Project Highway.
Buildings for Medical Aid Posts

The Concessionaire shall, at its cost and in accordance with the type designs prescribed for such
buildings by the State Medical Department (or a substitute thereof to be designated by the
Government), construct an aid post building and hand them over to the Authority, no later than 30
(thirty) days prior to the Scheduled Completion Date. The Medical Aid Post(s) shall be deemed to
be part of the Site and shall vest in the Authority.
4.7.11 Crane(s)
Crane(s) shall be available within an hour of an incident to clear the disabled vehicle off the
carriageway.
All intervention teams comprising patrol, ambulances and cranes shall be in communication with
each other and the Control Room all the time and shall intervene within the stipulated time.
4.7.12 Lighting system
All light posts erected on the railings of bridges, structures shall have adequate height such that
a uniform illumination of 40 lux is available.
All high mast lights in the interchange area shall illuminate the interchange with intensity of 40
lux.
All entry and exit ramp areas shall be uniformly illuminated with 40 lux intensity
All underpasses shall be illuminated with minimum intensity of 30 lux.
Chapter - 5
(STRUCTURES)

Improvement Proposals and Preliminary Design (Structures)
Page 1 of 7
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Chapter 5
IMPROVEMENT PROPOSALS & PRELIMINARY DESIGN (STRUCTURES)
5.1
General
It is proposed to widen existing 2-lane carriageway road to 4-lane divided carriageway
configuration. The service road and extra lanes has been proposed to cater the local traffic as
per requirement. Keeping this scheme in mind, it is proposed to provide a 7.0m carriageway
with 1.5m paved shoulder and concrete crash barrier of 0.5m on either side. In case of major
bridge a foot path of 1.5m is also provided.
On service road locations where existing bridges are not present new 2-lane bridges (for
service road portion) are proposed.
The existing structures on the project road comprise the following:
-
Major Bridges
Minor Bridges
Slab culvert
Hume pipe culvert
Inventory of each of these structures are described in Chapter 2.

5.2

As existing structures are already 2-lane, the proposed additional carriageway will be either
adjacent to the old carriageway or on both side of existing bridges.
5.3
General Arrangement of Proposed New Bridges for widening purpose

a)
Span Arrangement
In most cases widening is done adjacent to the bridges on the existing alignment
unless the proposed alignment is on a diversion.
The span arrangements of the widened bridges are developed based on that of the
adjacent existing bridge. Abutments and piers are placed in line with the existing ones
so that existing waterway is not obstructed.
The span arrangements of the widened bridges are mostly kept same as those of the
existing bridges except for the cases where clubbing multiple span yields additional
advantage. Increasing spans by omitting piers results in increase in depth of

Page 2 of 7
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Revision: R0
superstructure and rise of the formation level of the bridge. The economic analysis
should therefore include the cost of the bridge as well as the cost of raising the
embankment. Generally from maintenance point of view and from riding quality over
the bridge, it is desirable to reduce the number of expansion joints and bearings i.e.
increase in the span length.
The inventory of the existing bridges formed the basis for the development of the
general arrangement of the spans of the bridges.
b)
Formation Level
Formation levels of the adjacent existing bridges formed the basis of fixing those of
the proposed new bridges. However, detailed hydrological investigation will have to
be carried out and the vertical clearance above HFL for each of the bridges shall be
checked for adequacy before finalizing the finished formation level of the proposed
new bridges at detailed stage of design.
c)
Type of Foundation
Most of the existing Minor Bridges is in open type foundation or on raft foundations.
Pile foundations are not present. It is proposed to have pile/open/raft foundations for
the structures to be widened and reconstructed. The footings shall rest at the same
level as the existing structures for stretches on concentric widening of integrated box
structures. For most of the structures, proposed foundation type may vary from
existing structure type as initial structures were commissioned in year 1966.
5.4
Scheme for Widening of Existing Structures

Road stretch from Phagwara to Nawanshahr has concentric widening. Portion of road along
Bist Doab canal has eccentric widening.
Widening of the existing bridges can be taken up one side at a time, so that flow of traffic can
be maintained without any requirement of diversion road. It is done according to cl 7.3(iv), Fig
7.4 of IRC: SP-84-2009.
For the new bridges lying on stretch along Bist Doab Canal, the bridge width matches that of
the road width. Generally bridges width in rural section is 11.25m and in urban section is
19.25m.
Bridges on stretch with concentric widening, box type structures are proposed. The existing
railing/crash barriers shall be demolished. Detailed proposals are as per drawings. The
methodology of widening of existing bridges will vary from bridge to bridge as per the
following criteria. Widening of superstructure will be taken up on outer side of existing

Page 3 of 7
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superstructure away from median verge. Such widening will be taken with new foundations,
substructure and superstructure adjacent to the existing ones. This widening will be integrated
with the existing deck by dismantling the existing railing, kerb and some portion of the deck
slab.
5.4.1
Minor Bridges
Twenty two (22) minor bridges exist across various obstacles crossing the project road. These
are essentially irrigation canals, Superpassages and Aqueducts. Structures have RCC
superstructure and brick masonry for abutments and piers. An earlier widening program has
some superstructures in PSC as well.
Where concentric widening has been proposed, the structure forms have been matched to
confirm existing depths and span arrangements.
For road stretches with eccentric widening, proposed widening of the bridges is proposed on
north of existing structures. In superstructures made of RCC box, existing edge of slab is
dismantled partially to expose reinforcement so that it can be lapped with new reinforcement
of the widening portion of the slab where required.
For existing structures over Superpassages, piers are placed at existing pier locations omitting
some thereby changing span arrangement for the location. The choice of superstructure is
based on span length. For spans up to 13.0m, slab type structures have been used. For spans in
range of 16.0m, RCC T-Girder type superstructure is used. For spans from 17.0m onwards,
PSC beam slab type superstructures are proposed. End spans over syphon aqueducts are kept
larger than existing opening size so as not to affect its hydraulic performance.
Minor repair of crack in the RCC deck portion will be carried out with injection grouting or
epoxy concreting depending on the nature and width of crack. Broken and substandard railing
will be reconstructed. Expansion joint shall be cleared with air compressor to remove dirt so
that the bridge can function properly. The pointing works on brick masonry shall be redone.
Annexure 5.1(a, b, c) to this chapter describes the improvement proposal for minor bridges on
main carriageway as well as for Service Road.
5.4.2
Major Bridges
One major bridge exists across Superpassage at km 58+811 exists on the project road. This is
multi-span RCC superstructures with masonry/RCC abutment and piers and wing walls/return
walls of same materials on both sides. RCC T beam slab type and slab type superstructures are
present. The bridge is widened for additional two lane carriageway and the Service Road on
the North of the major bridge location. Overall width of the bridge is 17.4m to match with
cross-section of the flyover in the vicinity of the bridge.

Page 4 of 7
July 2013
Revision: R0
The structure is in good conditions barring non conformity of crash barriers. No further
changes are proposed except general maintenance of the structure.
The detailed improvement proposal for Major and Minor Bridges are given in Table 1.
5.4.3
Flyovers/ Elevated Roads

Six new flyovers/elevated Corridors have been proposed at various locations on the Project
road. Out of these six, three are flyovers and three are elevated roads. All flyovers/elevated
roads are of four-lane configuration, except the one at km 59+250, which is a two lane flyover
provided on Left Hand Side. PSC BOX-Girder type superstructures are proposed at the
Elevated Roads locations. For Flyovers PSC Box/RCC T girder type superstructures are
proposed. The proposed flyovers/elevated roads shall have dual carriageways of two lanes
each. RE walls are proposed on the ramp portion of the flyovers/elevated roads. The following
span arrangements are adopted for the new proposed flyovers/elevated corridors.
5.4.4
Flyovers
3 x 36.0 m
3 x 36.0 m
3 x 20.0 m
Elevated Roads
91 x 36.0 m
95 x 36.0 m
51 x 36.0 m
Km 4+165 to Km 4+273
Km 56+786 to Km 56+894
Km 59+220 to Km 59+280
Km 25+770 to Km 29+046
Km 38+410 to Km 41+830
Km 44+970 to Km 46+806
Vehicular Underpasses (VUP)

Two new Vehicular Underpasses have been proposed on the Project road. The Vehicular
Underpasses shall have RCC Box with clear span length of 12.0m. The clear height of 5.5m
shall be kept under these structures. Reinforced earth walls shall be placed at the ramp
portions.
The proposed locations of various vehicular underpasses and the respective span arrangements
are as follows:
VUP
1 x 12.0 m
1 x 12.0 m
Km 2+560 to Km 2+574
Km 9+331 to Km 9+345

5.4.5
Page 5 of 7
July 2013
Revision: R0
Expansion Joints
The following types of expansion joints are observed:
a)
Filler type expansion joints are observed in bridges with solid slab superstructures having span
lengths not exceeding 10 meters.
b)
Elastomeric Single Strip Seal Expansion Joints has been observed for superstructure having
spans exceeding 10 meter and where movements are up-to 50mm.
The expansion joint assembly (all the types as mentioned above) shall follow the profile of the
crash barrier for the full height and all dirt accumulated in the gaps is to be removed with the
help of air compressor so that bridge movement is free from any obstacle.

Page 6 of 7
July 2013
Revision: R0
Chainage (Km)
Sl. No
Bridge
Number
Proposed
Existing
1
2
3
35/1
45/1
49/1
35+807.77
44+452.35
48+013.84
31+470
39+844
43+441
58/2
57+409.85
59/6
Span arrangement (existing)*

Section width
(m)
Length from
survey (m)
Type of crossing
V
V
V
26
26
26
10.09
20.66
27.98
Canal
Canal
Canal
Minor Bridge
Minor Bridge
Minor Bridge
Banga - Nawanshahr
Nawanshahr - Langroya
Langaroya - Garhi
53+300
I-A
33.00
32.93
Canal Syphon
Minor Bridge
58+668.79
54+573
II
24.00
48.61
Canal Syphon
59/7
58+811.44
54+721
29.50
69.86
63/1
62+132.99
24+731
II
24.00
64/1
63+046.13
23+814
I-A
33.00
Cross Section
Bridge
classification
Road section
Existing
structure
widths (m)*
Table 1 - List of Major & Minor Bridges
LHS (m)
RHS (m)
2x4.9
3x6.8
3x9.4
2x4.9
3x6.8
3x9.4
13.0
14.8
Garhi - Balachor
7x3.9
13.55
Minor Bridge
Garhi - Balachor
3x15.5
13.50
Superpassage
Major Bridge
Garhi - Balachor
13x5.3
12.50
24.08
Canal Syphon
Minor Bridge
Balachor - Ropar
4x ?
1x18
13.10
31.39
Canal Syphon
Minor Bridge
Balachor - Ropar
1x25.6
1x25.6
13.60
6x5
5x7.3
15.00
1x30
12.60
4x11
13.20
13.3
65/1
64+218.17
22+645
II
24.00
39.32
Superpassage
Minor Bridge
Balachor - Ropar
10
66/2
65+448.68
21+409
II
24.00
41.10
Canal Syphon
Minor Bridge
Balachor - Ropar
11
68/1
67+945.73
18+881
29.50
50.75
Superpassage
Minor Bridge
Balachor - Ropar
12
70/1
69+240.48
17+583
29.50
10.83
Canal Syphon
Minor Bridge
Balachor - Ropar
1x10.8
15.20
13
71/1
70+601.51
16+231
I-A
33.00
34.83
Superpassage
Minor Bridge
Balachor - Ropar
5x4.3
10.1+13.7+10.1
15.50
14
72/1
71+150.79
15+676
I to II (T)
29.50
17.63
Canal Syphon
Minor Bridge
Balachor - Ropar
1x18
10.35
15
72/2
71+557.31
15+269
II
24.00
40.44
Superpassage
Minor Bridge
Balachor - Ropar
7*4.3
10+8.2+4.3+8.2+10
15.95
16
73/1
72+323.67
14+505
II
24.00
20.51
Superpassage
Minor Bridge
Balachor - Ropar
3*4.2
7.6+4.3+7.6
15.33
17
74/1
73+594.87
13+227
II-A
27.50
24.03
Superpassage
Minor Bridge
Balachor - Ropar
4*4.1
3*8.1
15.23
18
74/2
73+782.76
13+039
II-II-A (T) to II
24.00
17.33
Superpassage
Minor Bridge
Balachor - Ropar
3*3.6
2*8.5
14.8
19
20
75/1
77/1
74+431.34
76+234.14
12+393
10+588
II
II
24.00
24.00
20.43
8.28
Superpassage
canal syphon
Minor Bridge
Minor Bridge
Balachor - Ropar
Balachor - Ropar
3*4.2
3*4.2
1x5.5
15.4
18.9
21
78/1
77+035.98
9+786
II
24.00
26.34
Superpassage
Minor Bridge
Balachor - Ropar
3*4.5
2*8.9
15.4
22
79/1
78+057.80
8+764
29.50
14.52
canal syphon
Minor Bridge
Balachor - Ropar
23
80/2
79+468.92
7+353
I-A
33.00
24.24
Canal Syphon
Minor Bridge
Balachor - Ropar
15
1x8.8
20.2
# Missing details to be picked from as built drawings.

* To be verified at site before taking up construction work.
* Foundation proposals may be changed at time of detailed design.
1
Widening LHS (RHS) is on left (Right) of existing roadway as traffific moves from Phagwara to Ropar.

Page 7 of 7
July 2013
Revision: R0
Table 1 - List of Major & Minor Bridges

Chainage (Km)
Sl. No
Bridge
Number
Proposed structure widenning 1 (m)
Proposed
Existing
Highway widening
LHS
Highway
Bridge on
widening
LHS
RHS
Proposed structure configuration (m)
Bridge on
RHS
1
2
3
35/1
45/1
49/1
35+807.77
44+452.35
48+013.84
31+470
39+844
43+441
6.50
5.60
6.35
6.50
5.60
6.35
5.75
4.85
5.75
4.85
5.60
58/2
57+409.85
53+300
32.98
59/6
58+668.79
54+573
23.98
59/7
58+811.44
54+721
63/1
62+132.99
64/1
Span arrangement
Type
Total length
of structure
(m)
Proposed
foundation
details
Remarks
RCC Box frame with skew

RCC Box
RCC Box frame with skew
10.26
20.8
5.60
2x4.9
3x6.8
3x9.4
28.91
Raft
Raft
Raft
32.98
7x3.9
RCC box frame structure
27.30
Raft
Structure width includes

width of service road.
Adjoining a flyover at kM
56+839
22.78
3x15.5=46.5
Simply supported RCC T-beam

structure
46.50
Open
Existing structure of
Irrigation and flood control
department has been
abandoned.
29.48
29.48
10.6+15.9*3+10.6
Simply supported RCC T beam

structure
68.90
Open

width of service road.
Adjoining a flyover Km
59+250
24+731
23.98
22.78
1x18
18.00
Pile
63+046.13
23+814
32.98
32.98
1x25.6
25.60
Pile
36.50
Open
65/1
64+218.17
22+645
23.98
22.78
2*7.3+7.3+2*7.3
10
66/2
65+448.68
21+409
23.98
22.78
1x30
11
68/1
67+945.73
18+881
9.50
12.25
9.50
12.25
4x11
12
70/1
69+240.48
17+583
29.98
29.98
1x10.8
13
71/1
70+601.51
16+231
33.48
33.48
10.1+13.7+10.1
14
72/1
71+150.79
15+676
29.98
28.78
1x18
15
72/2
71+557.31
15+269
23.98
22.78
3x12.9
16
73/1
72+323.67
14+505
23.98
22.78
18
17
74/1
73+594.87
13+227
27.48
26.28
3*8.1
18
74/2
73+782.76
13+039
23.98
22.78
18
19
20
75/1
77/1
74+431.34
76+234.14
12+393
10+588
23.98
23.98
22.78
22.78
13
1*5.5
21
78/1
77+035.98
9+786
23.98
22.78
2*18 at 51D skew
22
79/1
78+057.80
8+764
29.48
29.48
23
80/2
79+468.92
7+353
32.98
32.98
Simply supported PSC beam slab

composite structure
composite structure
Simply supported RCC solid
structure
composite structure
30.00
Pile
RCC slab
20.75
Open
Simply supported RCC slab

structure
10.80
Open
33.90
Open
Simply supported RCC T-beam

structure
composite structure
RCC T beam
composite structure
Slab on pier / abutment
composite structure
RCC slab
RCC Box
18.00
Pile
38.72
Open
18.05
Pile
24.32
Open
18.05
Pile
13.00
5.50
Open
Raft

composite structure
36.05
Pile
1x10.7
10.70
Open
1*8.8
8.80
Open

width of service road

Skew angle of 51 degrees

# Missing details to be picked from as built drawings.

* To be verified at site before taking up construction work.
* Foundation proposals may be changed at time of detailed design.
1
Widening LHS (RHS) is on left (Right) of existing roadway as traffific moves from Phagwara to Ropar.
Chapter - 6
COST ESTIMATE

Cost Estimate
Page 1 of 7
July 2013
Revision: R0
CHAPTER 6
COST ESTIMATE
6.1
General
The project cost estimates have been prepared considering the various items of works associated with
identified improvements so as to assess financial and economic costs for evaluating viability of the
project.
6.2
Methodology
All broad work items have been identified. Unit rates of different work items have been derived on the
basis of available Schedule of Rates (SOR) of PWD (B&R), Govt. of Punjab and experience of the
consultant in similar nature of projects.
The project costs have been estimated for design improvements for various homogeneous sections.
Quantities of different work items have been worked out considering the typical cross sections,
proposed improvement, road alignment and widening proposals as recommended.
6.3
Estimation of Quantities and Project Cost

The quantities of the following major items of work were considered for cost estimation:
Preparatory Works
Road Earth Work
Pavement Work
Structures and CD Works
Road Appurtenances
Drainage and Protective measures
Cost estimation has been done based on the broad concept widening and reconstruction scheme adopted
for the existing pavement at this stage.
The quantities have been computed for proposed pavement components, shoulder, and related items
separately.
The cost provision for widening, reconstruction and construction of new bridges, culverts etc. have
been included under the appropriate items of works.
Project Base Cost
Rs 1181.00 Crores
The project cost estimate is presented in Table 6.1

Project: Draft Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road

Cost Estimate
Page 2 of 7
July 2013
Revision: R0
Table 6.1 - Project Cost Estimate
Item
Sr No
Description
Unit
Total
Quantity
Hect.
200.36
49,142.00
9,845,972.15
cum
27,497.87
208.00
5,719,557.79
Cum
940,000.00
164.00
154,160,000.00
Cum
265,000.00
316.00
83,740,000.00
Rate (Rs.)
Cost (Rs.)
Clearing and Grubbing Road Land : Clearing and grubbing road land including
uprooting rank vegetation, grass, bushes, shrubs, saplings and trees girth up to
300 mm, removal of stumps of trees cut earlier and disposal of unserviceable
materials and stacking of serviceable material to be used or auctioned, up to a
lead of 1000 metres including removal and disposal of top organic soil not
exceeding 150 mm in thickness.
(a) In area of Light jungle (By Mechanical Means)
Dismantling of flexible pavements and disposal of dismantled materials up to a
lead of 1000 metres, stacking serviceable and unserviceable materials
separately.
(A) Bituminious Course
Excavation in Soil with Dozer with lead upto 100 metres: Excavation for road
way in soil by mechanical means including cutting and pushing the earth to site
of embankment upto a distance of 100 metres (average lead50 metres),
including trimming bottom and side slopes in accordance with requirements of
lines, grades and cross sections.
Embankment Construction with Flyash/Pond ash available from coal or lignite
burning Thermal Plants as waste material - Construction of embankment with
Flyash conforming to table 1 of IRC: SP: 58 - 2001 obtained from coal or
lignite burning thermal power stations as waste material, spread and compacted
in layer of 200mm thickness each at OMC, all as specified in IRC: SP: 582001 and as per approved plans.

Cost Estimate
Item
Sr No
5
10
Description
Page 3 of 7
July 2013
Revision: R0
Unit
Total
Quantity
Rate (Rs.)
Cost (Rs.)
Construction of embankment with approved material obtained from borrow

pits with all lifts and leads, transporting to site, spreading, grading to required
slope and compacting to meet requirement of table 300-2
Cum
406,044.74
268.00
108,819,990.32
Construction of embankment with approved materials deposited at site from

roadway cutting and excavation from drain and foundation of other structures
graded and compacted to meet requirement of table 300-2)
Cum
660,000.00
102.00
67,320,000.00
83,337.00
62.00
5,166,894.00
Cum
770,625.61
312.00
240,435,191.52
Cum
104,266.74
143.00
14,910,143.68
Cum
253,556.53
1,721.00
436,370,783.48
Construction of unlined surface drains of average cross sectional area 0.40 sqm
in soil to specified lines, grades, levels and dimensions to the requirement of
clause 301 and 309. Excavated material to be used in embankment within a
lead of 50 metres (average lead 25 metres)
Construction of sub-grade and earthen shoulders with approved material
obtained from borrow pits with all lifts & leads, transporting to site, spreading,
grading to required slope and compacted to meet requirement of table No. 3002
Construction of Median and Island above road level with approved material
deposited at site from roadway cutting and excavation for drain and foundation
of other structures, spread, graded and compacted as per clause 407
Construction of granular sub-base by providing close graded Material, mixing
in a mechanical mix plant at OMC, carriage of mixed Material to work site,
spreading in uniform layers with motor grader on prepared surface and
compacting with vibratory power roller to achieve the desired density,
complete as per clause 401

Cost Estimate
Item
Sr No
11
12
13
14
Description
Page 4 of 7
July 2013
Revision: R0
Unit
Total
Quantity
Rate (Rs.)
Cost (Rs.)
Providing, laying, spreading and compacting graded stone aggregate to wet

mix macadam specification including premixing the Material with water at
OMC in mechanical mix plant carriage of mixed Material by tipper to site,
laying in uniform layers with paver in sub- base / base course on well prepared
surface and compacting with vibratory roller to achieve the desired density.
Providing and applying primer coat with bitumen emulsion on prepared
surface of granular Base including clearing of road surface and spraying primer
at the rate of 0.60 kg/sqm using mechanical means.
Cum
257,717.74
1,856.00
478,324,132.40
Sqm
1,307,529.54
27.00
35,303,297.45
Sqm
3,551,529.44
10.00
35,515,294.35
Cum
112,329.22
8,310.00
933,455,782.05
Providing and applying tack coat with bitumen emulsion using emulsion
pressure distributor at the rate of 0.20 kg per sqm on the prepared
bituminous/granular surface cleaned with mechanical broom.
Providing and laying dense bituminous macadam with 100-120 TPH batch
type HMP producing an average output of 75 tonnes per hour using crushed
aggregates of specified grading, premixed with bituminous binder @ 4.0 to
4.5% by weight of total mix of mix and filler, transporting the hot mix to work
site, laying with a hydrostatic paver finisher with sensor control to the required
grade, level and alignment, rolling with smooth wheeled, vibratory and tandem
rollers to achieve the desired compaction as per MoRTH specification clause
No. 507 complete in all respects.

Cost Estimate
Item
Sr No
15
16
17a
17b
18
Description
Providing and laying bituminous concrete with 100-120 TPH batch type hot
mix plant producing an average output of 75 tonnes per hour using crushed
aggregates of specified grading, premixed with bituminous binder @ 5.4 to 5.6
% of mix and filler, transporting the hot mix to work site, laying with a
hydrostatic paver finisher with sensor control to the required grade, level and
alignment, rolling with smooth wheeled, vibratory and tandem rollers to
achieve the desired compaction as per MORTH specification clause No. 509
complete in all respects
Providing and laying semi dense bituminous concrete with 100-120 TPH batch
type HMP producing an average output of 75 tonnes per hour using crushed
aggregates of specified grading, premixed with bituminous binder @ 4.5 to 5
% of mix and filler, transporting the hot mix to work site, laying with a
hydrostatic paver finisher with sensor control to the required grade, level and
alignment, rolling with smooth wheeled, vibratory and tandem rollers to
achieve the desired compaction as per MoRTH specification clause No. 508
complete in all respects
Page 5 of 7
July 2013
Revision: R0
Unit
Total
Quantity
Rate (Rs.)
Cost (Rs.)
Cum
47,041.44
9,454.00
444,729,811.58
Cum
7,680.46
8,648.00
66,420,585.65
37,053.00
12,104.00
448,489,512.00
13,960.00
13,692.00
191,140,320.00
265,384.00
475.00
126,057,400.00
Covered Drain 1.5m width

Covered Drain 2.0m width
Construction of cement concrete kerb with channel with top and bottom width
115 and 165 mm respectively, 250 mm high in M 20 grade PCC on M10 grade
foundation 150 mm thick, kerb channel 300 mm wide, 50 mm thick in
PCCM20 grade, sloped towards the kerb, kerb stone with channel laid with
kerb laying machine, foundation concrete laid manually, all complete as per
clause 408

Cost Estimate
Page 6 of 7
July 2013
Revision: R0
Item
Sr No
Description
Unit
19
Reinforced cement concrete M15 grade boundary pillars of standard design as

per IRC:25-1967, fixed in position including finishing and lettering but
excluding painting
No.
3,384.00
579.00
No.
34.00
2,992.00
101,728.00
No.
128.00
1,834.00
234,752.00
No.
646.00
511.00
20a
5th kilometre stone (precast)
20b
Ordinary Kilometre Stone (Precast)
20c
Hectometre Stone (Precast)
21
22
23
23a
23b
23c
23d
Road Furnitures (Traffic Sign, road marking, crash barrier etc.)

Cost on Extension of Culverts
Cost of Structures
Vehicular Underpass (4-lane) at Km 2+564 (Palahi Jn)
Flyover (4-lane) at Km 4+219 (Hoshiarpur Jn)
Vehicular Underpass (4-lane) at Km 9+338 (Meheli Jn)
Elevated Corridor (4-lane) at BANGA
Elevated Corridor (4-lane) with integrated ROB cum RUB at
NAWANSHAHR
Elevated Corridor (4-lane) at LANGROYA
Flyover (4-lane) at Km 56+839 (Garhi Bypass)
Flyover (2-lane) at Km 59+250 (Balachor)
Cost of Bridges
Electrical Lighting
Cost Estimates for Electrical Lighting at Structure Location
23e
23f
23g
23h
23i
24
24a
Total
Quantity
Rate (Rs.)
Cost (Rs.)
1,959,336.00
330,106.00
123,363,720.00
60,000,000.00
113,007,413.75
188,374,312.45
111,781,035.39
1,914,419,223.62
2,421,826,923.64
1,112,696,196.21
258,382,774.86
131,152,737.63
360,332,555.99
140,790,021.00

Cost Estimate
Item
Sr No
24b
25
Description
Page 7 of 7
July 2013
Revision: R0
Unit
Cost Estimate for Street Lighting and LT Distribution

Toll Plazas
Behram Toll Plaza
1.00
151,654,526
151,654,525.64
1.00
163,596,741
163,596,740.59
2.00
9,298,943
Total =
18,597,885.72
11,244,581,535
No
Truck Lay Bye (2 Nos)
No
26
Other unforseen items, contingency, traffic diversion during construction etc.
@ 5%
GRAND TOTAL
6.4
Cost (Rs.)
No
25b
27
Rate (Rs.)
86,054,878.00
25a
Kathgarh Toll Plaza
Total
Quantity
562,229,077
11,806,810,612
say 1181 Crores
Implementation Schedule
It is estimated that it will take 30 months for the construction of the project. The project implementation can commence by January 2014 and complete by 2016.

Government of Punjab: Punjab Public Works Department (B & R) & Punjab Infrastructure Development Board

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Government of Punjab: Punjab Public Works Department (B & R) & Punjab Infrastructure Development Board

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Copyright:

Available Formats

Government of Punjab

Punjab Public Works Department (B & R)

Final Detailed Project Report: Part-II

Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road

FINAL DETAILED PROJECT REPORT PART II

ANNEXURE TO MAIN REPORT

DESIGN REPORT (ROADS)

ANNEXURE TO DESIGN REPORT (ROADS)

DESIGN REPORT - Part I (STRUCTURES)

DESIGN REPORT - Part II (STRUCTURES)

DESIGN REPORT - Part III (STRUCTURES)

DESIGN REPORT - Part IV (STRUCTURES)

TECHNICAL SCHEDULES (A, B, C & D)

BOQ & COST ESTIMATE

DRAWINGSSTRUCTURES (ELEVATED ROADS & FLYOVERS)

(Attached separately in a bound volume)

(Attached separately in a bound volume)

GEOTECHNICAL INVESTIGATION REPORT

FINAL DETAILED PROJECT REPORT

CONSULTING ENGINEERING SERVICES (INDIA) PRIVATE LIMITED

Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road

Volume I - MAIN REPORT

Description of Project Road

Surveys and Investigations

Bridges & Structures

Construction Time Period

Summary of Average Annual Daily Traffic (AADT) in 2010

Final pavement thickness adopted for reinforced earth structure portions

Layer Thickness for New Pavements in Service Roads

Description of Existing Road Network

Detailed Project Report Chapterisation

ENGINEERING SURVEYS AND INVESTIGATIONS

FINAL DETAILED PROJECT REPORT

CONSULTING ENGINEERING SERVICES (INDIA) PRIVATE LIMITED

Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road

Inventory and Condition Survey of Road and Pavement

Road Condition Survey

Benkelman Beam Deflection (BBD) Test

Test Pits for Existing Subgrade

Existing Pavement Composition

Laboratory Tests on Subgrade Samples

Dynamic Cone Penetration Test

Investigation for Natural Ground Along Widening Side and Realignment

Soil and Material Investigation

Stone Aggregates For Pavement Courses And Cement Concrete

Sand For Use In Pavement Course And Cement Concrete

Inventory of Existing Structures

Cross Drainage Structures (Culverts)

Inventory & Condition Survey of Existing CD Structures

FINAL DETAILED PROJECT REPORT

CONSULTING ENGINEERING SERVICES (INDIA) PRIVATE LIMITED

Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road

Benkelman Beam Deflection Survey Summary

Summary of Thickness and Composition of Existing Flexible Pavement Crust

Atterbergs Limits of Subgrade Samples

Dynamic Cone Penetration Tests Summary of Results

Details of Stone Aggregate Quarries

Laboratory Test Results of Stone Aggregates

Laboratory Test Results of Sand

Lead Distance of Flyash Source

Location of Proposed Borrow Areas

Details of laboratory test results of Borrow area materials

Summary of Existing Bridges along Ropar-Phagwara