012 Ind Tacr 05a 2 PDF

Technical Assistance Consultant’s Report
Project Number: 41598

July 2010
India: Capacity Development of the National Capital

Region Planning Board
(Financed by the TA Special Fund)
Prepared by:
Wilbur Smith Associates, India
For National Capital Region Planning Board
This consultant’s report does not necessarily reflect the views of ADB or the Government concerned, and
ADB and the Government cannot be held liable for its contents.
NCR Planning Board
Asian Development Bank
Capacity Development of the National

Capital Region Planning Board
(NCRPB) – Component B
(TA No. 7055-IND)
FINAL REPORT
Volume V-A1: DPR for Flyover at Mohan Nagar Junction in
Ghaziabad
Main Report
July 2010
Abbrevations
ADB Asian Development Bank

DFR Draft Final Report
DPR Detailed Project Report
FR Final Report
TA Technical Assistance
NCR National Capital Region
NCRPB National Capital Region Planning Board
NH National Highway
MORT&H Ministry of Road Transport and Highways
BIS Bearue of Indian Standard
IRC Indian Road Congress
IS Indian Standard
KMPH Kilometer per Hour
SP Standard Procedure
RCC Reinforced Cement Concrete
CBR California Bearing Ratio
LCV Light Commercial Vehicle
MAV Multi-axle Vehicle
CMSA Cumulative number of Million Standard Axles
BC Bitumen Concrete
DL Deal Load
BOQ Bill of Quantities
INR Indian Rupees
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Contents
1. INTRODUCTION ....................................................................................................................................... 1

A. BACKGROUND ............................................................................................................................................ 1
B. OVERVIEW OF THIS ADB TA ..................................................................................................................... 2
C. ABOUT THE FINAL REPORT ........................................................................................................................ 3
D. STRUCTURE OF VOLUME V REPORT ........................................................................................................... 4
1. Structure of this Volume V-A Report ..................................................................................................... 4
2. TRAFFIC SCENARIO................................................................................................................................ 5
A. TRAFFIC SCENARIO AT MOHAN NAGAR JUNCTION .................................................................................... 5
3. ENGINEERING SURVEYS & INVESTIGATIONS ............................................................................... 7
A. GENERAL ................................................................................................................................................... 7
B. TOPOGRAPHICAL SURVEYS ........................................................................................................................ 7
1. Detailed Survey of Topographical Features ......................................................................................... 7
C. TRIAL PIT/ SUBSOIL INVESTIGATIONS ........................................................................................................ 8
1. For Pavement Design ............................................................................................................................ 8
2. Soil Testing for Embankments ............................................................................................................. 11
D. GEO TECHNICAL INVESTIGATIONS FOR FOUNDATION OF STRUCTURE...................................................... 11
E. MATERIAL SURVEY AND ANALYSIS ......................................................................................................... 12
1. Cement, Bitumen and Steel ................................................................................................................. 12
2. Water Quality ...................................................................................................................................... 12
F. IDENTIFICATION OF UTILITIES .................................................................................................................. 13
4. IMPROVEMENT PROPOSALS AND DESIGN STANDARDS .......................................................... 14
A. GENERAL ................................................................................................................................................. 14
B. GEOMETRIC AND STRUCTURAL DESIGN STANDARDS ............................................................................... 14
1. Geometric Standards ........................................................................................................................... 14
2. Road Signage and Markings ............................................................................................................... 15
C. STRUCTURAL DESIGN STANDARDS .......................................................................................................... 15
D. DETAILS OF IMPROVEMENT PROPOSALS ................................................................................................... 16
E. IMPROVEMENTS TO EXISTING TRAFFIC REGULATIONS ............................................................................. 19
F. RIGHT OF WAY ......................................................................................................................................... 19
G. SALIENT FEATURES OF PROPOSED FLYOVER ............................................................................................ 19
1. Superstructure ..................................................................................................................................... 20
2. Substructure ........................................................................................................................................ 20
3. Foundation .......................................................................................................................................... 20
H. AT GRADE ROADS .................................................................................................................................... 20
I. UTILITY RELOCATION PLAN ..................................................................................................................... 21
5. DESIGN REPORT .................................................................................................................................... 22
A. GENERAL ................................................................................................................................................. 22
B. STRUCTURAL ARRANGEMENT OF FLYOVER ............................................................................................. 22
C. AT GRADE ROADS .................................................................................................................................... 22
D. DESIGN METHODOLOGY .......................................................................................................................... 23
1. Geometric Design Standards .............................................................................................................. 23
2. Proposed Geometry............................................................................................................................. 23
E. PAVEMENT DESIGN .................................................................................................................................. 26
1. Design of Flexible Pavement for New Pavement as per IRC: 37-2001............................................... 26
2. Existing Sub grade and Design CBR................................................................................................... 27
3. Pavement Design................................................................................................................................. 28
4. Structural Design Standards ............................................................................................................... 28
F. DESIGN OF SUPERSTRUCTURE .................................................................................................................. 29
1. Post tensioned Girders ........................................................................................................................ 29
G. DESIGN OF SUBSTRUCTURE AND FOUNDATION ........................................................................................ 34
6. BILL OF QUANTITIES COST ESTIMATES ....................................................................................... 38
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A. BILL OF QUANTITIES ................................................................................................................................ 38
B. RATES ANALYSIS ..................................................................................................................................... 39
C. ESTIMATED COSTS ................................................................................................................................... 39
List of Tables
Table 2-1: Projected Traffic at Mohan Nagar Junction .......................................................................... 5

Table 3-1: Laboratory Test Results for Sub grade Area Soil ............................................................... 10
Table 3-2: Details of Existing Utilities................................................................................................. 13
Table 5-1: Geometric Design Standards .............................................................................................. 23
Table 5-2: Summary of Horizontal Alignment Report......................................................................... 24
Table 5-3: Summary of Vertical Alignment Report ............................................................................. 25
Table 5-4: Summary of Commercial Vehicles Average Daily Traffic (ADT) in 2008........................ 26
Table 5-5: Estimated traffic at the end of construction period ............................................................. 27
Table 5-6: Cumulative number of Million Standard Axles (CMSA)................................................... 27
Table 5-7: Proposed Design of Flexible Pavement for a Design Life Period of 15 Years ................... 28
Table 6-1: Summary of Cost Estimates ................................................................................................ 39
List of Figures
Figure 2-1: Projected Traffic at Mohan Nagar Junction ........................................................................ 5

Figure 2-2: Location of Proposed Flyover ............................................................................................. 6
Figure 2-3: Orientation of Grade-Separator ........................................................................................... 6
Figure 4-1: Typical cross section of flyover ........................................................................................ 17
Figure 4-2: Typical cross section at pier .............................................................................................. 17
Figure 4-3: Plan at Pier ........................................................................................................................ 18
Figure 4-4: Typical Cross-section at Abutment ................................................................................... 18
Figure 4-5: Plan at Abutment ............................................................................................................... 19
Figure 5-1: Typical Cross Section showing layers of Pavement Composition ................................... 28
Figure 5-2: Typical End Girder Section ............................................................................................... 29
Figure 5-3: Typical Mid Girder Section............................................................................................... 30
Figure 5-4: Grillage model for superstructure analysis ........................................................................ 31
Figure 5-5: Details of Expansion Joint................................................................................................. 37
List of Appendices
Appendix 1: Geotechnical Investigation Report
Compendium Volumes
Besides this Volume V-A1, DPR for Mohan Nagar Flyover in Ghaziabad has following Volumes
appended separately.
Volume V-A2: Detailed Designs

Volume V-A3: Detailed Drawings
Volume V-A4: Detailed Estimates
Volume V-A5: Financial & Economic Analysis
Volume V-A6: Initial Environmental Examination
Volume V-A7: Resettlement Plan
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WSA_NCRPB_FR FOGZB_Vol VA-1 (15 Jul 10)
1. INTRODUCTION
A. Background
1. The National Capital Region Planning Board, constituted in 1985 under the provisions of
NCRPB Act, 1985, is a statutory body functioning under the Ministry of Urban
Development, Government of India. NCRPB has a mandate to systematically develop the
National Capital Region (NCR) of India. It is one of the functions of the Board to arrange
and oversee the financing of selected development projects in the NCR through Central
and State Plan funds and other sources of revenue.
2. On Government of India’s request, Asian Development Bank (ADB) has formulated the
technical assistance (TA) to enhance the capacities of National Capital Region Planning
Board and its associated implementing agencies. The TA has been designed in three
components: Component A relates to improving the business processes in NCRPB;
Component B relates to improving the capacity of the implementing agencies in project
identification, feasibility studies and preparing detailed engineering design; and
Component C relates to urban planning and other activities.
3. ADB has appointed M/s Wilbur Smith Associates to perform consultancy services
envisaged under Component B. In the context of this contract, the first deliverable –
Inception Report, was submitted in October 2008. The second deliverable –Interim Report
comprising Master Plan for sewerage in Hapur, Master Plan for Water Supply for Panipat,
Master Plan for Drainage for Hapur, Master Plan for Solid Waste management for
Ghaziabad, Traffic and Transport analysis for Ghaziabad, Socio-Economic base line
survey result in 3 sample project towns and proceedings of workshop 1 was submitted in
January 2009. The four Master Plans as stated above are also made available on NCRPB
web site for use of the implementing agencies.
4. The third deliverable Draft Final Report (DFR) comprising Detailed Project Report (DPR)
for water supply in Panipat, DPR for sewerage in Hapur, DPR for drainage in Hapur, DPR
for drainage in Sonipat, DPR for solid waste management in Ghaziabad, DPR for four
selected transport components (Flyover, Road widening, Multi-level Parking and Bus
Terminal) in Ghaziabad, and a Report on Capacity Building Activities were submitted.
5. Now, this is the Final Report (FR) and is the fourth and final deliverable. The
comments/feedback on Draft Final Report received from ADB, NCRPB and respective
implementing agencies were duly incorporated and final DPRs for components of Water
Supply, Sewerage, Drainage, Solid Waste Management, and Transport are submitted as
part of this Final Report. This is the Detailed Project Report for Transport Component of
Flyover (at Mohan Nagar Junction) in Ghaziabad.
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B. Overview of this ADB TA
6. Objectives. The objective of this TA is to strengthen the capacity at NCRPB, state-level

NCR cells, and other implementing agencies in the area of planning for urban
infrastructure and to impart necessary skills to conceive, design, develop, appraise and
implement good quality infrastructure projects for planned development of NCR. The
increased institutional capacity of the NCRPB and the implementing agencies will lead to
effective and time scaling-up of urban infrastructure to (i) improve quality of basic urban
services in the NCR; (ii) develop counter magnet towns; (iii) reduce in migration into
Delhi and orderly development of NCR; and (iv) accelerate economic growth in the NCR.
7. The TA – Capacity Development of the NCRPB, Component B focuses on strengthening

the capacities of NCRPB and implementing agencies relating to project feasibility studies
and preparation, and detailed engineering design in the implementing agencies.
Specifically, this component B of the TA will support the project preparation efforts of the
implementing agencies by preparing demonstration feasibility studies that include all due
diligence documentation required for processing of the project in accordance with best
practices, including ADB’s policies and guidelines.
8. Scope of Work. According to the terms of reference of the TA assignment, the following
activities are envisaged in component B of the TA:
(i) Conduct technical, institutional, economic and financial feasibility analysis of

identified subprojects in the six sample implementing agencies;
(ii) Conduct safeguards due diligence on the subprojects, including environmental
assessment report and resettlement plan for all subprojects covered in the sample
implementing agencies;
(iii) Prepare environmental assessment framework and resettlement framework; and
(iv) Develop a capacity building and policy reform program for the implementing
agencies, including governance strengthening, institutional development and
financial management.
9. Besides, this component of the TA will also:
(i) help in assessing the current practices and procedures of project identification and
preparation of detailed project reports including technical, financial, economic and
social safeguard due diligence;
(ii) support preparation of standard procedure manuals for project identification and
preparation of detailed project reports including technical, financial, economic and
social safeguard due diligence;
(iii) train the implementing agencies in the preparation of detailed project reports by
using the sample subprojects, reports on deficiency of current practices and standard
protocol manuals; and
(iv) help in developing a user-friendly web-page where different manuals and guidelines
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for preparation of DPRs will be made available for the implementing agencies.
C. About the Final Report
10. At Interim Report stage of the TA, the Master Plans for Water Supply in Panipat,
Sewerage system in Hapur, Drainage for Hapur and Municipal Solid Waste Management
for Ghaziabad were prepared. The Master Plans provided 100 percent coverage of
population and the area likely to be in planning horizon year 2031/2041. All works
required up to planning horizon year were conceptualized, broadly designed and block
cost was estimated. The Master Plans also provided phasing of investment such that under
phase 1 works required to cover present spread of city were proposed.
11. At draft final report stage of the TA the Detailed Project Reports (DPRs) were prepared
for Phase 1 works as suggested in the Master Plans. For preparation of DPRs, engineering
surveys and investigations were conducted and various possible and feasible alternatives
evaluated. Finally for the selected options the DPRs prepared with detailed designs, item
wise detailed cost estimate, work specifications, implementation process and proposed
implementation arrangements. Further, according to ADB procedures these DPRs in
addition to technical analysis included institutional, financial and economic feasibility
analysis and environmental and social safeguards due diligence – environmental
assessment and resettlement plans.
12. The DPR's submitted as part of Draft Final Report was reviewed by the implementing
agencies, NCRPB and the ADB. Now this Final Report comprising DPR's modified in
light of comments of IA's is being submitted. The draft DPR for water supply in Panipat
was reviewed by PHED Haryana. Detailed discussions were held with Superintending
Engineer (Urban), Executive Engineer (Urban), Superintending Engineer (Karnal) and
Executive Engineer Panipat. The comments made by PHED have been suitably
incorporated in this Final Report.
13. These DPRs are proposed to be made available to the ULBs and other implementing
agencies of the state governments as model DPRs so that they may replicate the
methodology/approach in the future DPRs prepared by them for obtaining finances from
the NCRPB.
14. Organization of this Final Report. The Final Report of the TA Component B is organized
in following Seven Volumes:
Volume I: Detailed Project Report for Water Supply System in Panipat

Volume II: Detailed Project Report for Rehabilitation and Augmentation of
Sewerage System in Hapur
Volume III: Detailed Project Report for Rehabilitation of Major Drains in Hapur
Volume IV: Detailed Project Report for Improvement of Solid Waste Management
System in Ghaziabad
Volume V: Detailed Project Reports for Four Transport Components in Ghaziabad
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Volume VI: Capacity Building Activities

Volume VII: Detailed Project Reports Rehabilitation of Drainage in Sonipat
D. Structure of Volume V Report
15. The DPRs for all four transport components are compiled in Volume V. This is Volume V
is presented four volumes:
(i) Volume V-A: DPR for Mohan Nagar Flyover

(ii) Volume V-B: DPR for Road Widening
(iii) Volume V-C: DPR for Bus Terminal
(iv) Volume V-D: DPR for Multi-level Parking
1. Structure of this Volume V-A Report
16. This DPR for Mohan Nagar Flyover in Ghaziabad is compiled in following seven sub-
volumes (Volumes V-A1 to V-A7) including this Main Report:
Volume V-A1: Main Report:
• Section 1 Introduction
• Section 2 presents traffic scenario at Mohan Nagar Junction
• Section 3 provides details of engineering surveys and investigations carried out
• Section 4 presents details on the proposed improvements and design standards
• Section 5 presents detailed design
• Section 6 presents estimate and costing
Volume V-A2: Detailed Designs

Volume V-A4: Detailed Estimates
Volume V-A5: Financial & Economic Analysis
Volume V-A6: Initial Environmental Examination
Volume V-A7: Resettlement Plan
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2. TRAFFIC SCENARIO
A. Traffic Scenario at Mohan Nagar Junction
17. Patel Chowk (Mohan Nagar Junction) intersection on NH 24 is one of the critical locations
that carry a high volume of traffic. The speed survey conducted on this stretch of the
highway also indicated a peak hour average speed of 19 kmph. The study has mandated a
flyover to be built at this junction (NH24/Madan Mohan Malviya/Loni Road) by 2015.
Location and proposed orientation of flyover is presented in Figure 2 and Figure 3.
18. From the traffic analysis carried out, it can be seen that a flyover is mandated at this
location in 2015.
Table 2-1: Projected Traffic at Mohan Nagar Junction

S. No Year PCU
1 2010 6,867
2 2015 9,299
3 2020 11,893
4 2025 13,816
5 2030 14,632
Figure 2-1: Projected Traffic at Mohan Nagar Junction
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Figure 2-2: Location of Proposed Flyover
Existing and Proposed Flyover Locations

Location Selected for DPR (Mohan Nagar or Patel Chowk)
Mohan Nagar (Patel Chowk)
Existing Flyovers
Proposed Flyovers
Figure 2-3: Orientation of Grade-Separator
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3. ENGINEERING SURVEYS & INVESTIGATIONS
A. General
19. Various engineering surveys have been carried out for the proper planning and design of
the grade separator at the proposed junction. Following surveys have been carried out:
• Topographical survey
• Trial pit/subsoil investigations
• Geotechnical investigations for foundations
• Material survey
B. Topographical Surveys
20. The basic objective of the topographic survey was to collect the essential ground features
of the proposed junction using Total Station to develop a Digital Terrain Model (DTM), to
take care of design requirements of grade separated facility, identifying areas of restriction
and their remedies. The data collected will result in the final design and is also used for the
computation of earthwork and other quantities required.
21. As first step of the field study, satellite imagery maps of the location were collected and
examined thoroughly to have first hand information about the area and to decide on the
possible improvement options. It also helped out in finalizing the extent of topographical
survey.
1. Detailed Survey of Topographical Features
22. Topographical survey using total station has been carried out to collect sufficient data to
form the digital terrain model and to prepare the map of the physical features of the area.
Following existing features have been captured during the survey:
• Building lines, type of buildings (shops or houses, number of stories), trees and
Right of Way boundary if available at site by presence of boundary stones.
• Road edges, centerline, shoulders/footpaths, median etc
• Identifying all religious places, its locations, boundary lines and clear dimensions
of compound walls and entrances.
• All service lines both above and below ground such as OFC cables, water and
sewer pipes, gas pipes, electrical poles and cables, telephone poles and lines etc.
• Location of traffic islands, median, rotaries, dividers etc.
• Location of road side drains, clearly identifying the type (open/close), width of
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drain, including the beginning and end of drains.

• Positions of transformers, mast, towers etc
• Apart from the above, the names of intersecting roads and other landmarks are also
recorded and incorporated in the drawing.
23. Topographic survey was carried out using Total Station of 5-sec accuracy for detailed
mapping and with higher accuracy total station during the traversing (min 3 sec). As part
of the survey, the following activities were carried out
(i) Installation of Bench Mark Pillars: As first step of the survey, Bench mark pillars
were installed as described below:
Bench mark pillars were constructed at every 250m interval. The pillars are in the
form of concrete blocks of size 15 X 15 X 45 cm with a nail fixed at the center of
the top surface were embedded up to a depth of 30cm in to the ground. The BM
pillars were painted in yellow and details such as BM number and reduced level
were clearly marked. Logical numbering sequence was followed.
(ii) Cross – Sections: Cross sections along the road have been taken at every 10 m
interval in longitudinal direction for a minimum width of 15m or up to the building
lines from the centerline of the existing carriageway on either side of the road. Cross
section levels were taken at
• Centerline of existing carriageway and median edges
• Points between centerline and edge of carriageway
• Shoulder/Footpath edges/carriageway edges
• Additional points at locations of change in ground/critical points
(iii) Longitudinal Section: Longitudinal section levels along the centerline were taken at
every 10m interval. Where curves or important features were encountered, this
interval was suitably reduced. Cross sections points for the required width was taken
corresponding to each point in the longitudinal section.
(iv) Map Plotting: The existing features surveyed were directly imported into Computer
Aided Software and the details of the same has been plotted and presented for ready
reference.
C. Trial Pit/ Subsoil Investigations
1. For Pavement Design
24. Objective. The objective of the investigations is to provide basis for design of pavement
for the service roads keeping in view the composition and characteristics of the existing
pavement/sub grade. The scope of work, thus, includes collection of information regarding
the existing pavement crust composition and characteristics and existing sub grade type
and sub-soil conditions.
8
25. Sub-grade Soil Testing. Necessary sub soil investigations to understand the physical
particulars of soil at site to enable proper pavement designs were carried out. All
investigations were executed in conformation with IRC, BIS codes and MORT&H
specifications. Test pits were taken along the road stretch at specified locations for the
evaluation of physical properties of the sub grade soil to enable pavement design. The size
of the test pit was kept as 1m x 1m x 1m. The representative samples of excavated soil
from each trial pit at depth intervals GL to 0.25m, 0.25m to 0.5m, 0.5m to 0.75m and
0.75m to 1m were collected in airtight bags and properly packed and were sent to the
laboratory for the required laboratory tests on these samples. The following tests were
carried out to ascertain the properties of the sub-grade, base and sub-base layers of the
existing road including thickness of different layers of pavement.
• Grain Size Analysis

• Atterberg Limits
• Modified Proctor
• CBR Values
• Field Density and Moisture Content
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Table 3-1: Laboratory Test Results for Sub grade Area Soil
Sieve & hydrometer analysis Optimum Max.
CBR
TP Depth Gravel Sand Silt Clay LL PL Moisture Dry πd NMC
value G
No Content Content Content Content Content Density
(m) % % % % % % g/cm3 % g/cm3 %
1 GL-0.25 5 53 42 0 N- P 10.2 1.88 8.5 2.63 1.52 4.55
1 0.25-0.50 2 57 41 0 N- P 9.5 1.91 8.4 2.64 1.56 4.62
1 0.50-0.75 4 58 38 0 N- P 9.2 1.88 8.6 2.62 1.54 4.48
1 0.75-1.00 2 59 39 0 N- P 9.4 1.92 8.5 2.63 1.55 4.56
2 GL-0.25 4 53 43 0 N- P 9.7 1.87 8.2 2.61 1.49 4.66
2 0.25-0.50 3 52 45 0 N- P 9.5 1.92 8.4 2.6 1.51 4.55
2 0.50-0.75 7 48 45 0 N- P 10.1 1.92 8.7 2.65 1.54 5.06
2 0.75-1.00 7 58 35 0 N- P 9.3 1.925 8.7 2.63 1.56 5.12
3 GL-0.25 5 56 39 0 N- P 9.5 1.89 8.2 2.64 1.5 4.3
3 0.25-0.50 4 55 41 0 N- P 9.1 1.89 8.5 2.62 1.52 4.8
3 0.50-0.75 2 55 43 0 N- P 9.9 1.9 7.7 2.65 1.54 5.45
3 0.75-1.00 3 54 43 0 N- P 9.6 1.86 8.1 2.64 1.5 5.35
4 GL-0.25 0 54 46 0 N- P 9.8 1.88 8.3 2.64 1.54 5.42
4 0.25-0.50 0 58 42 0 N- P 9.2 1.89 7.9 2.63 1.54 4.35
4 0.50-0.75 0 57 43 0 N- P 9.3 1.92 8.3 2.62 1.55 5.66
4 0.75-1.00 2 60 38 0 N- P 9.1 1.94 8.6 2.62 1.54 4.38
5 GL-0.25 3 52 45 0 N- P 9.7 1.875 8.3 2.64 1.54 5.35
5 0.25-0.50 3 53 44 0 N- P 9.7 1.86 8.2 2.63 1.56 5.62
1.49 4.38
5 0.50-0.75 0 62 38 0 N- P 9.1 1.93 8.8 2.62
1.54 4.62
5 0.75-1.00 2 52 46 0 N- P 9.6 1.86 8.4 2.64 1.56 5.14
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2. Soil Testing for Embankments
26. Additional tests were performed on identified borrow area materials, located at reasonable
distance from the project site to ensure suitability of fill material and stability of
embankment. Investigations to locate borrow areas for soil preceded the testing
programmed. Test pits were excavated in borrow areas from where material for
embankment was collected. The depth of each test pit did not exceed the likely depth of
the borrow pit by more than 15 cm as per clause 10.3.2 of IRC –19. Samples of soil to be
used in embankment were tested in the laboratory for the following properties
• Sieve Analysis
• Liquid Limit / Plasticity Index
• Moisture Content - dry density relationship using modified Proctor’s Compaction
• Soaked CBR at Modified Proctor Density
27. The tests mentioned above are being carried out in accordance with the procedures laid
down in IS 2720 “Methods of Tests for Soils.” The test results of soil samples are
presented as per IS: 1498-1959. In addition to tests already mentioned, samples of soil to
be used in the top 50 cm of the embankment shall be tested in the laboratory for
determination of C.B.R. Value at 100 per cent standard Proctor Density and Optimum
Moisture Content, soaking the samples in water for 96 hrs. Samples of similar materials
shall be molded at different densities by giving different number of blows namely 25, 45,
55 and 65 following modified Proctor’s Compaction test procedure in a C.B.R mould and
soaked C.B.R. tested at different densities to develop Density Vs C.B.R curve. From this
curve C.B.R. at 98% modified Proctor Density shall be worked out. The C.B.R at 98%
modified Proctor Density shall be used for the design of pavement as per IRC: 37-2001
“Guidelines for the Design of Flexible Pavement”.
D. Geo Technical Investigations for Foundation of Structure
28. The geotechnical investigations were carried out to appreciate the subsoil layers and their
properties to facilitate finalizing the foundation type, depth, size and configuration.
Subsoil condition is analyzed along with evaluation of field and laboratory data for
determination of necessary physical and chemical characteristic of the in-situ soil strata.
Bore holes were taken at four locations within the stretch where pier/foundations are
planned. The bore logs details, test results and recommendations are given in Appendix 1
(Geotechnical Investigation Report).
29. Objective. The objective of Geo-technical Investigations is to evaluate the following:

• To ascertain the sub-soil strata at foundation locations
• To study standing Ground Water Level
• To study the physical and engineering properties of soil strata and rock strata (if
encountered).
11
• To evaluate allowable safe bearing capacity and settlements of soils/rock to design

foundations for structure.
• To recommend type and depth of foundation
• To recommend improvements to the weak soil strata if any.
30. Scope and Methodology of the Work. The scope of work includes taking bore holes at the
proposed flyover location and conducting the following Field (in situ) investigations and
Laboratory Tests.
31. Field (In-situ) Investigations.
(i) Drilling bore holes of 150 mm diameter to a maximum depth of 25m or minimum of
3m in rock if rock is encountered earlier.
(ii) Collecting disturbed and undisturbed soil samples at regular depth intervals
(iii) Conducting field-testing such as Standard Penetration Tests as per IS 2131-1981 at
every 1.5m depth intervals or wherever strata change is observed to determine N
values as well as relative density and stiffness of the soil strata.
(iv) To study and record the standing Ground Water Table Level.
(v) To ascertain the sub-soil strata and ground topography.
32. All the details of geotechnical investigations are presented in the geotechnical report.
E. Material Survey and Analysis
33. As part of material investigation, source of construction materials like sand, aggregates etc
have been identified. The approved quarry details have been collected from the UP PWD.
Information on the source of construction materials and their properties were also
collected from the sites where construction work is under progress. Accordingly, it was
understood that, Yamuna Nagar in Haryana about 200 km away is a known source for
stone aggregates, Ghaghar, 180 km away and Haridwar, 160 km away are sources for sand
and Noida, 30 km away for soil.
1. Cement, Bitumen and Steel
34. Cement and steel with IS certification are available in abundance from the local market or
can be purchased from the manufacturers. Bitumen of 80/100, 60/70, 30/40-penetration
grades, Crumb Rubbiser Modified Bitumen - 55 grade and Polymer Modified Bitumen
SBS 70 grade are available from HPCL and HINCOL in Delhi.
2. Water Quality
35. Water used for construction shall be potable. Potable water is available around 1 km away
the junction location.
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F. Identification of Utilities
36. During site studies, the presence of following utilities in the area of proposed development
has been identified.
Table 3-2: Details of Existing Utilities

S. No Utilities Number
1 Lamp post 33
2 Transformer 7
3 Telephone pole 1
4 Tree 36
5 Man hole 22
6 Electric pole 51
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4. IMPROVEMENT PROPOSALS AND DESIGN STANDARDS
A. General
37. The junction caters for highly congested and crammed traffic throughout the day
especially during peak hours. Based on the results of the surveys and investigations
described in chapter 2 and 3 an arrangement best suiting to the traffic pattern is proposed
for improving the situation. Proposal is evolved giving due consideration to minimize land
acquisition. All the site constraints have been taken care while formulating the
improvement scheme. The main objective is to improve the present state of affairs
immensely and make the movement of traffic manageable to the possible extend, though a
fully conflict free situation cannot be realized.
B. Geometric and Structural Design Standards
38. Geometry of NH 24 has a mild curve in this stretch and hence the elevated structure also
follows a geometry having mild curve.
39. As this project road falls within urban limits, relevant IRC design standards with due
consideration to the latest directive and guidelines of MOSRTH/IRC were followed, as far
as possible, while formulating the design standards. Other National and International
standards were also referred to wherever found relevant. Standards for the various
components are briefed below.
1. Geometric Standards
IRC: 86 – 1983, “Geometric Design Standards for Urban Roads in Plains”.

IRC: 92-1985, “Guidelines for the design of interchanges in Urban areas”
40. Design Speed: The ruling design speed of 100 Kmph is adopted for the flyover and at
grade roads.
41. Carriageway Width. Based on the traffic requirement as per projections, four lane
configuration is proposed for the flyover and two lane width is proposed for the service
roads. Foot cum drain of 2m is proposed.
42. Camber. Camber of 2.5% is proposed for carriageway of flyover as well as service roads.
43. Super Elevation. A maximum super elevation of 5.6% is adopted.
14
44. Horizontal Geometry. A design speed of 100 kmph is proposed for the flyover and at
grade roads. The minimum horizontal curve radius proposed is 800m. The radius beyond
which super elevation is not required is 1800m.
45. Vertical Geometry. Vertical alignment is designed based on the provision of IRC SP: 23.
Design of vertical geometry has two components, viz. design of gradients, and design of
vertical curves. Vertical curves were designed using a minimum “K-value” of 74 for crest
and 42 for sag for speed 100 kmph. A gradient of 3% is proposed at the location of
obligatory spans. Care was taken to limit the start and end gradients of the vertical curves
within the ruling gradient.
2. Road Signage and Markings
46. Proper signage and markings are vital for safety and guidance of the drivers. Junction
improvement drawings shall show warning and regulatory signs at appropriate locations.
The signs are of reflector type to be noted easily at night. All road signs are in conformity
with the provisions of IRC 67 – 2001- Code of Practice for Road Signs and IRC SP 31 –
1992 - New Traffic Signs.
47. Roadside lighting is provided for the flyover as well as service roads. Lamp poles are fixed
at the edges of flyover. The road markings are in conformity with IRC 35 – 1997 Code of
Practice for Road Markings with Paint and other IRC Standards.
C. Structural Design Standards
48. The basic design standards adopted for the structural designs are as per the requirements
laid down in the latest editions of IRC codes of practices & standard specifications and
guidelines of Ministry of Road Transport & Highways. Additional technical references are
used wherever the provisions of IRC/IS codes are found inadequate.
49. Following IRC/IS Codes are followed in the design
IRC:5 -1998 Standard Specifications & code of Practice for Road Bridges
Section -I. General Features of Design
IRC:6-2000 Standard Specifications & code of Practice for Road Bridges,
Section -II. Loads and Stresses
IRC:18-2000 Design Criteria for Pre-stressed Concrete Road Bridges (Post-
Tensioned Concrete) (Third Revision)
IRC:21-2000 Standard Specifications & code of Practice for Road Bridges,
Section -III. Cement concrete (Plain and reinforced )
IRC:22-1986 Standard Specifications and Code of Practice for Road Bridges,
Section VI -Composite Construction (First Revision)
IRC:78-2000 Standard Specifications & code of Practice for Road Bridges, -
Foundations & Substructure.
15
IRC:69-2005 Guidelines and Specifications of Expansion joint

IRC:83(Part-III)-2002 Standard Specifications and codes of Practices for Road
Bridges, Section IX –Bearing , Part II: POT Bearings
IS 2911-1979 Code of practice for design and construction of pile foundations
50. For the items not covered in the above specifications, provisions of following standards
are followed in the given order of priority:
• Provisions of IS codes of Practices:
• Relevant Provisions of BS codes of practices
• Sound Engineering Practices, technical Literature/ Papers & Provisions of relevant
codes of advanced and developing countries.
D. Details of Improvement Proposals
51. Taking into consideration the volume of traffic and pattern of movement, for decongesting
the junction, it is proposed to provide a flyover along NH 24 which carries major share of
traffic. This also segregates the through traffic from cross traffic. In view of high volume
of traffic along this route, dual 2 lane carriageway separated by a central median is
proposed for the flyover structure. Each 2 lane carriageway, intended for each direction of
traffic, has a width of 7.5m with crash barriers of 0.5m width on extreme outer ends. The
central median has a width of 1m. The existing alignment of NH 24 is followed for the
flyover.
52. The flyover is on structure except for a small length on either ends. Earthen ramps with
earth retaining structures on sides are proposed beyond the abutments on either side.
Minimum vertical clearance of 5.5m is proposed from the at grade road top to the bottom
of deck at the obligatory span locations at the junction.
53. The proposed flyover has total length of 640m with 16 numbers of spans of 40 m each, 5
numbers on Shahadra Border side and 9 numbers on Chandra Shekhar Chowk side apart
from the two obligatory spans at the centre. The length of earthen ramp shall be 350 m and
200 m on Shahadra Border side and Chandra Shekhar Chowk side respectively. Thus the
flyover and approaches including ramp portion shall have a total length of 1190 m. The
obligatory spanso) at the junction shall have a length of 80 m (2 spans of 40m each).
54. At grade road of 7.5m width is proposed on either side of the flyover as service road for
local and turning traffic. Footpath cum drains is also proposed at the outer edges of these
roads on both sides. The typical cross sections are shown below.
16
Figure 4-1: Typical cross section of flyover
17000
500 7500 1000 7500 500
Foot path Service road Service road Foot path

2000 7500 500 500 7500 2000
Figure 4-2: Typical cross section at pier
17000
500 7500 1000 7500 500
CARRIAGE WAY CARRIAGE WAY
17
Figure 4-3: Plan at Pier

750 3600 3600 750
Ø1200
8700
Figure 4-4: Typical Cross-section at Abutment
17000
500 7500 1000 7500 500

CARRIAGE WAY CARRIAGE WAY
1200
18
Figure 4-5: Plan at Abutment
750 3600 3600 750
750
3500 3500
1600
3600
5100
300
Ø1
00
Ø12
750
E. Improvements to Existing Traffic Regulations
55. The proposal of flyover requires improvement and reorganization of the traffic
arrangement existing at the junction. The traffic shall be channalized ensuring proper
turning radius. To avoid conflicts between right turning traffic from Madan Mohan
Malavya Marg and Loni Road, signal control is proposed at the junction. Traffic
regulation arrangements like islands, signals etc. now present is reorganized to facilitate
smooth turning of vehicles.
F. Right of Way
56. The available ROW along NH 24 in the project site location varies from 36m to 39m as
per revenue records. The Right of Way requirement for the proposed improvement is
worked out to be about 40m.
G. Salient Features of Proposed Flyover
57. Various structural arrangement options were studied for the proposed flyover based on:
• Functional requirement
• Characteristics of subsoil
• Facilities to be provided at grade
• Ease in construction
• Economy etc.
58. Accordingly, the structural system was planned taking into account suitability of the same
at the proposed location, constructability, level of impact on traffic movement during
construction etc. Based on subsoil report and preliminary design it is estimated that a span
19
length of 35 to 40m will be economical. Considering the distance of coverage required for
obligatory spans, a span length of 40m is adopted there and the same span length is
followed for the entire length of the flyover. Thus, a total of 16 spans of 40 m length are
proposed for the elevated structure. The remaining portion is on earthen ramps on either
side.
1. Superstructure
59. As longer spans are proposed, pre-stressed concrete superstructure is adopted. The four
lane deck shall consists of 8 numbers of pre-cast post tensioned I- girders with in-situ RCC
slab. The girders are spaced at 2.2 m. Cross diaphragms are proposed at support locations.
The superstructure is supported by POT-PTFE bearings.
2. Substructure
60. The substructure proposed is RCC hammer headed piers with shaft flaring towards top
portion and straight portion below is proposed. Single pier arrangement is proposed for the
four line superstructure. Pier cap is cantilevered out to accommodate the girders. Height of
pier is based on the clearance requirement. Where vehicles are to cross below, the
minimum vertical clearance requisite of 5.5 m is ensured. At other support locations, the
pier height varies in line with the road profile.
3. Foundation
61. The foundation type depends on the subsoil nature and condition at the location. Four bore
holes were taken at 100m interval to get a fair idea of the subsoil composition and to
decide on the suitable founding levels. Various tests were conducted at the field and
laboratory to assess the subsoil composition and nature. Soil samples were collected from
different levels of the bore holes and tested in the laboratory to obtain the soil parameters
and properties. Based on the test results, it is found that deep foundation is required at the
location. As such pile foundation is proposed to be taken to an average depth of 25 m from
the ground level. The piles shall be of 1.2m diameter.
H. At Grade Roads
62. At grade roads with 7.5 m wide carriageway and 2.0 m wide footpath cum drains at the
outer ends are proposed on either side of the flyover to cater for the turning traffic from
cross roads. These roads are to be formed widening the existing pavement of NH 24; the
existing road level is kept for the widened portion also. The sub grade soil investigation
shows good top soil with 8% CBR where the pavement layers can be laid directly.
63. The width of footpath has been derived from the volume of pedestrian traffic at the
location. The drain shall have a width of 1.5m and is placed at the extreme end of the road.
20
64. The pavement design is carried out in accordance with the guidelines of IRC 37 – 2002.
The results of the traffic survey and the projected traffic volume worked out in Chapter 3
are made use of in the pavement design. The design traffic is considered in terms of the
cumulative number of standard axles to be carried by the pavement during the design life
of the road and is derived from the initial volume of commercial vehicles per day, growth
rate, design life in years and the vehicle damage factor (number of standard axle per
commercial vehicle) to convert commercial vehicles to standard axles.
65. 20 MSA and 15 MSA are adopted for the pavement design of flyover and at grade road
respectively to arrive at the pavement layer composition.
I. Utility Relocation Plan
66. Proposal for shifting the utilities which fall within the project alignment have been
prepared. The details of utilities falling along the project alignment are mentioned in
Chapter 2. There are 33 lampposts present along the project alignment, which have been
removed, and lighting arrangement have been proposed in the flyover portion for both
flyover and at grade roads. The cost for new lighting has been included in the cost
estimates. There are 36 trees falling along the proposed flyover alignment, which have to
be felled during the construction phase. As a compensatory measure, it is proposed to plant
thrice the number of trees to be felled with site specific indigenous species and also to
transplant the small trees wherever possible. For all the remaining utilities, shifting
proposal is given in a separate drawing.
21
5. DESIGN REPORT
A. General
67. Detailed design of the proposed flyover has been carried out based on the data collected
during various surveys like topographical survey, geotechnical survey and also as
specified in the traffic study findings. Apart from different survey outcomes, the urban
environment of the area also played a major role in deciding the span length, type of
superstructure, shape of substructure etc. Latest versions of relevant standard codes of
practices published by Indian Roads Congress (IRC) and MoSRTH standard specifications
have generally been followed in finalizing the design concept and in the design of various
structural components.
B. Structural Arrangement of Flyover
68. The 4 lane elevated structure is proposed to have a total width of 17.0 m consisting of 7.5
m carriageway for each direction of traffic, 0.5 m wide crash barriers on either outer ends
and 1.0 m wide median at the centre. The alignment of the existing road is followed for the
flyover structure also. Vertical clearance varying from 5.8m to 6.8m is provided for the
obligatory spans at the junction proper. The obligatory span consists of two numbers of 40
m each. Post-tensioned I-girders with cast in situ deck slab is proposed as superstructure.
The girders shall be spaced at 2.2 m apart with cross diaphragms at supports. The cross
diaphragms shall be resting on POT-PTFE bearings. RCC hammer headed piers with shaft
flaring towards top portion and straight portion below is proposed. Pier cap shall be
cantilevered out to accommodate the girders. RCC trestle abutments are proposed.
Reinforced earth walls are proposed to retain earth behind the abutment and on sides of
ramp portion.
69. The foundation system consists of bored cast in situ pile groups of 1.2m diameter with
average founding levels about 25 m below the existing ground level. Six numbers of piles
are proposed for the abutments and 8 numbers are proposed for piers.
C. At Grade Roads
70. The at- grade roads on either side of the flyover shall be of two lane configuration with
carriageway width of 7.5 m. Footpaths and drains having width 2m are provided on the
outer edges. Typical arrangement of flyover and at grade road is given in the previous
section.
22
D. Design Methodology
1. Geometric Design Standards
71. The geometric designs of the improvement proposal have been carried out following
relevant standards of IRC. The adopted design standards from the code are given in Table
5-1.
Table 5-1: Geometric Design Standards

S. No Description Standard
1 Design speed (Kmph) 100 Kmph
2 Lane width 3.5 m
4 Service Road 7.5m
5 Footpath cum Drain 2m
Cross-slopes
6 Structure portion Carriageway 2.5 %
Road portion Carriageway 2.5%
7 Maximum super elevation Plain terrain 5.6%
Minimum horizontal curve
8 800m
radius
Radii beyond which super
9 1800m
elevation not required
10 Gradient Max. gradient 3%
Vertical curve ‘K’ values Crest Sag
11
Crest curve/Sag curve 74 42
12 Vertical clearance 5.8m to 6.8m
2. Proposed Geometry
72. Horizontal Geometry. A design speed of 100 kmph is adopted for the flyover proposed at
Mohan Nagar Chowk. The detailed Horizontal Alignment Report is given below in Table
5-2.
73. Vertical Geometry. Design of vertical geometry has two components, viz. design of
gradients, and design of vertical curves. Vertical curves were designed using a minimum
“K-value” of 74 for crest and 42 for sag for speed 100 kmph. Care was taken to limit the
start and end gradients of the vertical curves within the ruling gradient. Details of
proposed vertical curves are given in Table 5-3.
23
Table 5-2: Summary of Horizontal Alignment Report

S No Curve Side Ch Start Ch End Easting Northing Deflection Radius Length of Tangent Apex Preceding Following Speed
No Angle (Deg Min (m) Arc (m) Length Distance Transition Transition (kpH)
Sec) (m) (m) Length (m) Length (m)
1 1/1 (L) Left 0+150.648 0+178.461 731849.108 3174648.163 00019’07.388’’ 5000 27.813 13.907 0.019 0 0 100
2 1/2 (R) Right 0+241.342 0+304.661 731957.219 3174656.694 00027’12.559’’ 8000 63.319 31.66 0.063 0 0 100
3 1/3 (L) Left 0+497.973 0+548.576 732206.865 3174674.406 00043’29.433’’ 4000 50.604 25.302 0.08 0 0 100
4 1/4 (R) Right 0+548.576 0+622.362 732206.865 3174679.593 00050’43.863’’ 5000 73.785 36.893 0.136 0 0 100
5 1/5 (L) Left 0+735.318 0+760.580 732430.94 3174690.751 00010’51.335’’ 8000 25.262 12.631 0.01 0 0 100
6 2/1 (R) Right 0+878.041 1+178.041 732710.513 3174710.882 07018’51.677’’ 2350 300 150.204 4.795 0 0 100
7 2/2 (R) Right 1+439.708 1+612.597 733208.391 3174683.084 12022’56.023’’ 800 172.889 86.782 4.693 0 0 100
24
Table 5-3: Summary of Vertical Alignment Report

Sl Element Start Element End Curve Start Curve End Straight Algebraic Length of Curve/ K Curve Design Speed
No. Chainage (km) Chainage (km) Gradient (%) Gradient (%) Gradient (%) Difference (%) Straight value Type (kmph)
Flyover
1 0+000 0+290 0 0 1.5 0 289.691 0 - 100
2 0+290 0+370 1.5 0.3 - 1.2 80 -66.66 hog 100
3 0+370 0+620 0 0 0.3 0 247.209 0 - 100
4 0+620 0+700 0.3 3 - -2.7 80 29.62 sag 100
5 0+700 0+810 0 0 3 0 114.1 0 - 100
6 0+810 1+290 3 -3 - 6 480 -80 hog 100
7 1+290 1+630 0 0 -3 0 339.106 0 - 100
8 1+630 1+710 -3 -0.6 - -2.4 80 33.33 sag 100
9 1+710 1+910 0 0 -0.6 0 199.528 0 - 100
10 1+910 1+970 -0.6 0.3 - -0.9 60 66.66 sag 100
11 1+970 2+170 0 0 0.3 0 168.93 0 - 100
At Grade Road
1 0+000 0+095 0 0 1.069 0 95.745 0 - 100
2 0+095 0+155 1.069 2.000 - 0.931 60 64.42 sag 100
3 0+155 0+250 0 0 2.000 0 92.168 0 - 100
4 0+250 0+400 2.000 -0.3 - 2.300 150 -65.21 hog 100
5 0+400 0+490 0 0 -0.3 0 92.643 0 - 100
6 0+490 0+590 -0.3 0.6 - -0.9 100 111.11 sag 100
7 0+590 0+860 0 0 0.6 0 267.44 0 - 100
8 0+860 0+960 0.6 -1 - 1.6 100 -62.5 hog 100
9 0+960 1+710 0 0 -1 0 749.308 0 - 100
10 1+710 2+010 -1 0.3 - -1.3 300 230.76 sag 100
11 2+010 2+170 0 0 0.3 0 168.93 0 - 100
25
E. Pavement Design
1. Design of Flexible Pavement for New Pavement as per IRC: 37-2001
74. Traffic Forecast and Design Traffic. Traffic data obtained from traffic survey and analysis
have been used for design of pavements. Out of the various types of vehicles encountered
during classified traffic volume counts LCV, Bus, 2-Axle and multi axle trucks have been
considered as commercial vehicles in pavement design. Table 5-4 gives the summary of
ADT obtained from the traffic survey for the proposed approaches to grade separators.
Table 5-4: Summary of Commercial Vehicles Average Daily Traffic (ADT) in 2008
S. No Road Section No. Of Commercial Vehicles per day
LCV BUS 2 Axle MAV Total
1 Approach roads to flyover structure 203 701 494 170 1568
2 Adjacent roads of flyover structure 68 342 584 216 1210
75. Design Traffic in CMSA (Cumulative Million Standard Axles). The design traffic is
considered in terms of cumulative number of standard axles to be carried during the design
life of the road. Its computations involves estimates of the initial volume of commercial
vehicles per day, lateral distribution of traffic, the growth rate, the design life in years and
the vehicle damage factor to convert commercial vehicles to standard axles.
76. Out of the various types of vehicles encountered during traffic counts and axle load
surveys, Light Commercial Vehicles (LCV’s), Buses, 2-Axle Trucks, 3 Axle Trucks and
Multi Axle Vehicles (MAV’s) have been considered as commercial vehicles.
77. The following equation is used to compute the design traffic Ns, in terms of the
cumulative number of standard axles.
Ns=365x [(1+r) n-1]xAxDxF
r
Where,
r = Annual growth rate of commercial vehicle
n = Design life in years
A = Initial Traffic in the year of completion of construction in terms of the number of
commercial vehicles per day- The traffic in the year of completion is estimated using the
following formula:
A = P (1+r)x
Where, P = Number of commercial vehicles as per last count

X = Number of years between the last count and the year of completion of construction
Assuming the construction period as 2 years for construction of flyover, including time
taken for award of work the estimated traffic, ‘A’ in the year of completion of construction
26
is given in the Table 5-5.
Table 5-5: Estimated traffic at the end of construction period

S. No Road section P A
1 Approach roads to flyover structure 1568 1694
2 Adjacent roads of flyover structure 1210 1334
D = Lane Distribution Factor- Since the present study is for the construction of dual two
lane, D is adopted as 75% of the total number of commercial vehicles in each direction for
dual two lane.
F = Vehicle Damage Factor (VDF) - defined as equivalent number of standard axles per
commercial vehicle. It is a multiplier to convert the number of commercial vehicles of
different axle loads and axle configuration to the number of standard axle load repetitions.
If Initial traffic volume in terms of number of commercial vehicles per day varies from 0 –
150, 150 – 1500 & more than 1500 commercial vehicles per day, national average vehicle
damage factor as per IRC: 37-2001 is taken as 1.5, 3.5 & 4.5 respectively.
Ns = Cumulative no. of Million Standard Axles (CMSA)- The design traffic in terms of
cumulative number of million standard axle load repetitions obtained as per IRC 37 for a
design period of 15 years are given in the Table 5-6.
Table 5-6: Cumulative number of Million Standard Axles (CMSA)

S. Road section Cumulative number of million standard axles
No
LCV BUS 2 Axle MAV Total
1 Approach roads to flyover structure 1.75 6.04 6.25 2.15 16.19
2 Adjacent roads of flyover structure 0.25 2.95 7.39 2.73 13.32
78. Thus, from the above table the design traffic in terms of cumulative number of million
standard axles (CMSA) is rounded up & taken as 20 CMSA and 15 CMSA for Approach
flyover and Adjacent roads.
2. Existing Sub grade and Design CBR
79. Borrow Area: The samples collected from near by borrow area and shows good quality
soil which can be used for the sub grade. The 4 days soaked CBR value of the sample
tested found to be 8% and the same is proposed to be used for sub grade.
80. Design CBR: Keeping in view the soil characteristic as stated above, the pavement for the
project road has been designed adopting CBR value of sub grade as 8%.
27
3. Pavement Design
81. Considering the sub grade soil CBR of 8% and design traffic as given in Table 5-6, the
new flexible pavement thicknesses obtained for a design life period of 15 years as per IRC
37 works out as under in Table 5-7.
Table 5-7: Proposed Design of Flexible Pavement for a Design Life Period of 15 Years
Road section Pavement Design Thickness (mm) for Design Subgrade CBR 8%
Design Trafic GSB WMM DBM BC Total
Approach roads to 20 200 250 85 40 575
flyover structure
Adjacent roads of flyover 15 200 250 75 40 565
structure
Note: Above the existing road surface adjacent to flyover, flexible overlay of 40mm BC +75mm
DBM is proposed.
Figure 5-1: Typical Cross Section showing layers of Pavement Composition
BC + DBM
WMM
GSB
SUB GRADE, CBR 8%
4. Structural Design Standards
82. The design methodology is mainly devised from the method of construction proposed to
be adopted. Considering the intensity of daily traffic taking this route which warrants
speedy completion of the whole work, precast construction method is adopted. The post
tensioned girders shall be casted in the yard and transported to the site and thus ensuring
minimum time for construction. Designs have been done for transfer and service stages.
83. Loading Standards. The structural system is designed for loadings as per IRC 6: 2000. The
basic loadings considered are:
• Dead load constituting of self weight of structural members

• Superimposed dead load constituting of weight of wearing coat, crash barrier and
median
• Live load constituting of loads due to 4 lanes of IRC Class A vehicles or 2 lanes of
IRC class 70R vehicles whichever produces the worst effect
• Wind load as applicable to the site based on the height
28
• Seismic load as per provisions in IRC code relevant for Seismic zone IV
84. Condition of Exposure and Grade of Concrete. Due to presence of chlorides in the
subsurface water, severe condition of exposure is considered in the design. The minimum
grade of concrete and clear cover to reinforcement proposed is based on the severe
exposure condition. Design mix is proposed for all grades of concrete.
F. Design of Superstructure
1. Post tensioned Girders
85. Grillage Analysis of Girder: A grillage model of the superstructure arrangement is

prepared. The longitudinal members of the grillage are formed by the main girders. The
cross girders and deck slab form the transverse members of the grillage.
86. Section Properties. The section properties of various members of the grillage are
calculated. Area of cross section, Moment of inertia, location of centre of gravity etc is
calculated. A small value of torsional moment of inertia is used in the analysis to get
worse effects on the members. The members in the grillage are idealized in to the
following:
(i) Virtual members: This forms the extreme edges of the superstructures. These edge
members are given negligible properties as to include them in the analysis to
complete the form but not to include its effect.
(ii) End girder members: This represents the end girders on either side. The property of
this member is calculated by considering a T- section. The cantilever portion of deck
slab on one side and deck slab length equal to half the spacing between the girders
on the other side together form the flange of the T-section. At the locations of the
curves, the cantilever length of the deck slab is taken as the average cantilever
length at two nodes of each member. The web portion is constituted by the I-girder.
Figure 5-2: Typical End Girder Section
Deck slab
Cantilever Half span

portion between girders
(iii) Mid girder members: This represents the intermediate girder. The property of this
29
member is calculated by considering a T- section. The deck slab length equal to half
the spacing between the girders on the either side forms the flange of the T-section.
The web portion is constituted by the I-girder.
Figure 5-3: Typical Mid Girder Section
Deck slab
Half span Half span

between girders between girders
TYPIC A L M ID G IRDER SEC TIO N
(iv) End Cross Girder Members: This represents cross girders provided at the
pier/abutment locations. The property of this member is calculated by considering a
T- section. Effective width is considered based on the longitudinal girder spacing.
(v) Intermediate Cross Diaphragm Member: This represents diaphragms provided at the
mid span of girder. The property of this member is calculated by considering a T-
section. Effective width is considered based on the longitudinal girder spacing.
(vi) Other Transverse Members: The span of the grillage is divided into equal number of
convenient sections.(imaginary) The property of these members are calculated based
on its position and the spacing of this imaginary sections. Accordingly following
different entities are considered
• Slab Adjacent to End Cross Girder: The property of this member is calculated
considering it as a rectangular section the depth being the depth of the deck slab
and the width being the width from slab edge to the mid of the spacing between
imaginary sections. The effective width of end cross girder considered in the
design is deducted from the width calculated for this member.
• Slab Adjacent to Intermediate Cross Girder: This is considered only if the

intermediate cross girder is provided. The property of this member is calculated
considering it as a rectangular section the depth being the depth of the deck slab
and the width being the spacing between imaginary sections. The effective width
of intermediate cross girder considered in the design is deducted from the width
calculated for this member.
• Middle Slab: The property of this member is calculated considering it as a
rectangular section the depth being the depth of the deck slab and the width being
the spacing between imaginary sections.
• Intermediate Cantilever Slab: The property of this member is calculated
considering it as a rectangular section the depth being the depth of the cantilever
portion of deck slab and the width being the spacing between imaginary sections.
30
• End Cantilever Slab: This forms the corner members of the grillage. The property
of this member is calculated considering it as a rectangular section the depth being
the depth of the cantilever portion of deck slab and the width being half the
spacing between imaginary sections.
87. Loading.
(i) Dead Load: The dead weight of each component is calculated from the area of cross
section calculated for each member. The dead weight of each member is applied as
UDL. Density of concrete is taken as 25 kN/m3.
(ii) Superimposed dead load: Load due to crash barrier, median, wearing coat and pre-
cast panels is included in this. The loads are applied locally on the members on to
which the loads are transferred (separate analysis is carried out to distribute the
footpath load on different girders). The utility load is considered separately. Density
of concrete is taken as 24 kN/m3. Density of wearing coat is considered as 22
kN/m3. Utility load is taken as 2 kN/m.
(iii) Live Load: Moving load analysis is carried out for both Class A and Class 70R load
cases (and their combination where required). Different positions of wheels in the
transverse directions are considered as to induce maximum effect. Two typical cases
were considered
• The wheel was arranged at minimum distance (as specified in IRC 6-2000) from
the crash barrier edge.
• The worst effect due the live load case was combined with the Dead load and
Superimposed dead load as to arrive at the design values of moments and shear.
Figure 5-4: Grillage model for superstructure analysis

156
155300312
154 288143144311
142 299
287
276 131132310
298
153
141 275 130 286 119120
297309
264 118 285107108
274 308
296
152 129 273 106 284
140 263
117 95 96
295307
252 262 272 94 28383 84 306
294
151 105 72
251 128 261 82 282 71
139 116 271 305
293
240 93 270 70 281
150
250 104 260
81 59 60
292304
127
138 239
115
249 259 69 269 58 28047 48 303
291
228 238 248 92 258 46 27935 36
103 80 268 302
290
149 227 126 237 57 34 278
137 247 68 257 267 24301
114 91 45 23 289
12
216 226 102 236 246 256 266 27711
148 79 33 22
215 125 225 56 255 10
136 235 67 245 265
113 90 44
147 204 214 101 224 234 254 21
78 244 32 9
135 203 124 213 55 243
146192 223 66 233 253
145
180134 112 89 43
168
133 191 202 100 212 222 242 20
123 77 232 31 8
179
167 201 54 231
122190 111 211 65 221 241
121178110189 99 88 210 42
166 200 220 230 19
109
177 76 30 7
165
97 98 209 53 219
188 87 199 64 229
176
164 198 41 18
86 187 75 208 29 218 6
85175 63 52 207
163 74 186
73174 197 217
162 62 40 17
61 185 51 196 28 206 5
173
161 195 205
50 184 39
49172 27 16
160 38 183
37171 194 4
15925 26 193
182 15
170
158 3
14 181
13169
157
1 2
88. Design of PSC Girder. The design of PSC girder is carried out based on accepted theories.
Following losses were considered in the design
31
(i) Initial losses

• Elastic shortening
• Relaxation of steel (one part –IRC 18-2000 – clause 11.4)
(ii) Time dependent losses
• Shrinkage of concrete
• Relaxation loss (remaining part) As per IRC 18:2000, (Cl 11.4), three times
1000hr value due to relaxation is considered in service condition.
• Creep losses
• Long term time dependant losses: 20 % of total loss due to shrinkage, creep and
relaxation losses
(iii) Other effects
• Differential shrinkage: The effect of differential shrinkage is calculated
considering a differential shrinkage strain of 0.00010 and reduction factor of 0.43.
• Temperature effects: The effect of rise/fall of temperature is considered as
explained in IRC 6-2000. As per code specification (IRC 18-2000) 50% of live
load is considered in arriving at the stresses while considering temperature effects.
89. The design has been carried for the worst girder. The design at critical sections like
support, L/8 etc are also checked to arrive at the number of strands to be de-bonded at
respective locations in case of pre-tensioned girders and to arrive at the cable profile in
case of Post tensioned girders.
90. The design is checked for ultimate strength (moment and shear) in accordance with IRC -
18-2000 Clause 12.
91. Transverse Analysis for Deck Slab Design. The transverse analysis of the deck slab is
carried out using software. The slab is treated as a continuous member supported at the
girder locations. The self weight of deck slab is applied as uniformly distributed load on
the slab. The load due to crash barrier, wearing coat and median is considered as the
superimposed dead load. This is also applied as UDL, at respective locations. For the
application of live load, various possible critical arrangements of wheel loads are
considered. For different arrangements, the effective dispersion of each wheel and the net
distributed load is calculated. This load is applied as UDL over the worked out dispersed
area. The following cases of live loads were studied:
(i) The maximum wheel load at minimum distance from the crash barrier edge
(ii) Maximum wheel load in the central span
(iii) Maximum wheel loads equidistant from one of the girders
(iv) One span loaded and the adjacent span with no load
92. All the above cases are checked for Class A load and Class 70R load. An impact
percentage of 10 is adopted for the live loads. Combination of different live load cases
with the Dead load and Superimposed dead load is carried out. The following design
32
moments are calculated:
(i) Maximum hogging moment at the extreme support (cantilever location)

(ii) Maximum hogging moment at the intermediate support
(iii) Maximum sagging moment at mid span between supports
93. The design is carried for the critical moment. The design is also checked for composite
action as per IRC 22-1984.
94. End Cross Girders: End cross girder is analyzed as a continuous beam with loads from
dead load of longitudinal girder, deck slab, superimposed dead load and live load as
pointed loads at girder ends. The self weight of the Cross girder is considered as UDL.
95. Loadings.
(i) Dead Load: The self weight of the superstructure is considered as the dead load. For
RCC works the density of concrete is taken as 24kN/m3. For PCC and wearing
course works, the density is taken as 22kN/m3.
(ii) Live Load: The design is done for two lanes of live loading. Worst case of the
following combinations is considere for girder design:
• Two lanes of IRC 70R - near median on either carriageway
• Two lanes of IRC 70R – one near crash barrier and other one near median on other
side
• Four lanes of IRC Class A – near crash barrier
• Four lanes of IRC Class A – near median
• Two lanes of IRC Class A – near crash barrier
• Two lanes of IRC Class A – near median
• Two lanes of IRC Class A near crash barrier on one side and one 70R on the other
side
• Two lanes of IRC Class A near median on one side and one 70R on the other side
(iii) Impact: Provision for impact or dynamic action due to live load is accounted as per
Clause211.1 of IRC 6: 2000. The live load is incremented by the impact percentage.
For Class A loading the impact percentage is calculated as per the standard formula
in Clause 211.2 or Fig 5 of IRC 6:2000. For Class 70R loading impact is considered
as per clause 211.3.
96. Analysis of the superstructure is carried out on a FEM model. A grid model representing
the deck slab and supporting arrangement with truss members is developed. Analysis
model for transverse analysis of deck slab is also done in FEM software. Design moments
and shear forces are taken form the output of the software.
33
G. Design of Substructure and Foundation
97. The design of substructure and foundation of the flyover is carried out based on IRC 6-
2000 and IRC 78-2000. The latest amendments of IRC 6:2000, IRC 78:2000 etc are
adopted in the design. RCC hammer headed piers with flaring on the top portion and
straight portion below is proposed. Pier cap is provided over the flaring. Abutments are
designed similar to piers with no earth pressure forces. The effects of load from one side
span alone are considered in the abutment design.
98. Primary Loads considered:

(i) Dead Load: Vertical load due to dead load of the superstructure on the abutment and
the self weight of abutment is considered. The density of concrete is taken as briefed
above.
(ii) Superimposed Dead Load: Vertical load from superstructure due to superimposed
dead load is considered under this loading.
(iii) Live Load: Effects due to following cases are studied and worst case of these is
considered in the design.
• Single lane IRC 70R placed at extreme end
• Two lanes of IRC 70R
• Single lane of IRC class A
• Four lanes of IRC class A
(iv) Braking Load: 20% of the first train load plus ten percent of the load of the
succeeding trains or part thereof is considered for two lanes of loading in
accordance with Cl. 214.2.a of IRC 6: 2000.
(v) Longitudinal force due to bearing friction: The longitudinal force on fixed and free
bearing is calculated as per Clause 214.5.1.1 in IRC 6 2000.
(vi) Seismic Load (Longitudinal and Transverse): The seismic forces are calculated
using Elastic Response Spectrum method as per latest amendment of IRC.6.2000
dated 28.05.2009. The seismic force is calculated considering the respective Zone
factor (0.24), Importance factor (1.2), Response reduction factor (2.5 for abutments
and 3.3 for piers), Fundamental period of vibration, Soil type (Type II soil) etc. The
seismic forces in longitudinal and transverse direction are found out separately. The
design seismic force resultant in longitudinal and transverse direction is adopted as
prescribed in the latest amendment. Effects of Zone IV are considered in the design.
The live load effect is not considered in the longitudinal direction where as 20% of
live load is taken in transverse direction.
(vii) Wind Load: The wind force is calculated based on the wind pressure, in accordance
with the latest amendment of IRC.6.2000 dated 31.1.2008. Wind force depends
upon several factors like hourly mean wind pressure, solid area, gust factor and drag
co-efficient. The longitudinal (25% of the transverse moment) and transverse wind
moments are found as given in the code. Separate cases for upward and downward
wind load are carried out as per codal guidelines. The effects of wind load are
supposed considered in the design of substructure. Wind load is considered at the
centroid of appropriate superstructure areas.
34
(viii) Collision Load: The collision load is calculated as per clause 225 of IRC 6:2000.
With these primary loads, the following load combinations are formed:
Case 1: Both Spans On.

o Axial load = Dead load of substructure + DL and SIDL of superstructure +
live load.
o Longitudinal Moment = Moment due to braking, temperature and shrinkage
Moment due to longitudinal eccentricity of live load + Moment due to DL +
SIDL of superstructure
o Transverse Moment = Moment due to transverse eccentricity of live load,
Dead load, Superimposed dead load
Case 2: One Span dislodged condition with Class A One lane.

o Axial load = Dead load of substructure + DL and SIDL of superstructure
(from one side) + live load.
o Longitudinal Moment = Moment due to braking, temperature and shrinkage
Moment due to longitudinal eccentricity of live load + Moment due to DL +
SIDL of superstructure
o Transverse Moment = Moment due to transverse eccentricity of live load,
Dead load, Superimposed dead load
Case 3: Both Spans on under seismic in longitudinal direction.

o Axial load = Dead load of substructure + DL and SIDL of superstructure +
live load (50%).
o Longitudinal Moment = Moment due to braking(50%), temperature and
shrinkage + Moment due to longitudinal eccentricity of live load (50%) +
Moment due to seismic force
o Transverse Moment = Moment due to transverse eccentricity of dead load,
superimposed dead load, live load(50%)
Case 4: Both Spans on under seismic in transverse direction.

o Axial load = Dead load of substructure + DL + SIDL of superstructure + live
load (50%).
o Longitudinal Moment = Moment due to braking (50%), temperature and
shrinkage + Moment due to longitudinal eccentricity of live load (50%)
o Transverse Moment = Moment due to transverse eccentricity of live
load(50%) + Superimposed dead load+ Moment due to seismic force
Case 5: One Span dislodged under seismic in longitudinal direction.

o Axial load = Dead load of substructure + DL + SIDL of superstructure (from
one side) + live load (50%).
shrinkage + Moment due to longitudinal eccentricity of live load(50%) +
Moment due to DL + SIDL of superstructure + Moment due to seismic force
35

load (50%), Dead load, Superimposed dead load
Case 6: One Span dislodged under seismic in transverse direction.

o Axial load = Dead load of substructure + DL + SIDL of superstructure (from
one side) + live load (50%).
shrinkage + Moment due to longitudinal eccentricity of live load(50%)+
Moment due to DL + SIDL of superstructure
load (50%), Dead load, Superimposed dead load+ Moment due to centrifugal
force (50%) + Moment due to seismic force
Case 7a: Service condition with Wind in Transverse direction (Wind load acting
upward).
load + Wind load acting upwards.
o Longitudinal Moment =Moment due to braking, temperature and
shrinkage + Moment due to longitudinal eccentricity of dead load,
superimposed dead load and live load + Moment due to DL + SIDL of
superstructure + Moment due to longitudinal wind force
o Transverse Moment =Moment due to transverse eccentricity of live
load + Superimposed dead load+ Moment due to transverse wind force
Case 7b: Service condition with Wind in Transverse direction (Wind load acting
downward).
load - Wind load acting downwards.
o Longitudinal Moment =Moment due to braking, temperature and
shrinkage + Moment due to longitudinal eccentricity of dead load,
superimposed dead load and live load + Moment due to DL + SIDL of
superstructure + Moment due to longitudinal wind force
o Transverse Moment =Moment due to transverse eccentricity of live
load + Superimposed dead load + Moment due to transverse wind force
Case 8: Effect of collision in longitudinal direction

o Axial load = Dead load of substructure + DL + SIDL of superstructure
o Longitudinal Moment =Moment due to collision load in longitudinal
direction
o Transverse Moment = Moment due to collision load in transverse
direction
Case 9: Effect of collision in transverse direction

o Axial load = Dead load of substructure + DL + SIDL of superstructure
36
o Longitudinal Moment = Moment due to collision load in longitudinal

direction
o Transverse Moment = Moment due to collision load in transverse
direction
99. The design of the substructure is carried out based on the theory of sections subjected to
axial force and biaxial bending. Routines available in standard references are adopted for
finding out the stresses in steel and concrete at critical sections.
100. Foundation. Depending upon the sub soil investigations, Pile foundations are proposed at
abutment and pier locations. Foundation depth is fixed at about 25m below the ground
level.
101. Design of Pile Foundation. From the design loads obtained for piers and abutments, the
vertical and horizontal load distribution on each pile of the pile group is evaluated using
standards methods. All the load cases considered for pier design are considered for pile
design also. The loads and moments acting on the pile cap are transferred to the piles by
the combined stress equation. The lateral load coming on each pile for all load cases is
calculated and corresponding longitudinal and transverse moments are found depending on
the depth of fixity of piles. The horizontal and vertical loads on the pile are compared
with the respective capacities of the pile. The design is carried out using Standard Charts.
102. Miscellaneous Design.

(i) Bearings. POT-PTFE bearings are proposed considering bearing arrangement and
the envisaged loading. Details of loading and movements for various cases are
brought out in the bearing drawings.
(ii) Expansion Joint. Strip seal expansion joints of required movement capacities are
proposed. At support/pier locations, continuity at deck slab level is achieved
adopting the arrangement shown below.
Figure 5-5: Details of Expansion Joint

CRACK-INDUCER SLOT IN HIGH YEILD STRENGTH
SURFACING FILLED WITH DOWEL BAR WITH
RUBBER/BITUMEN SEAL SUITABLE PROTECTIVE
COATING
103. Detailed analysis and design of various elements of fly over summarised in this section are
presented in Volume V-A2: Detailed Design Report. Detailed drawings are given in
37
6. BILL OF QUANTITIES COST ESTIMATES
A. Bill of Quantities
104. Total item wise quantities for flyover are calculated as per the detailed drawings. Separate
heads for all different items of work is included in the BOQ. The major work items
considered are:
(i) Earth work

• Excavation
• Approach sub grade
• Landscaping
(ii) Pavement works
• Granular sub base
• Wet mix macadam
• Bituminous works
• Wearing course over Deck slab
(iii) Concrete
• PCC leveling Course
(iv) Reinforced Cement concrete
• Foundation
• Substructure
• Superstructure – Deck slab & Cross girders
• Crash barrier/median/footpath/Parapets
(v) Pre-stressed concrete
• Longitudinal girders
(vi) Steel
• Reinforcement
o Superstructure
o Substructure
o Foundation
• Pile liner plate
(vii) Traffic Signages, Road Marking and other Appurtenances
(viii) Electrical works
(ix) Miscellaneous items
• Bearings
• Expansion joints
• RE wall structure
• Drainage spouts
38
B. Rates Analysis
105. The unit rates shall be arrived by considering the basic rates, lead distances, man power,
machinery, and materials. The unit rate for every individual item will be arrived based on
MORTH schedule of rates applicable and standard schedule of rates for Uttar Pradesh for
the district Gaziabad 2008. For items of work with no rates specified in the schedule of
rates, market rates are obtained and used.
C. Estimated Costs
106. Costs summary of the proposed project of flyover construction at Mohan Nagar is present
in the following Table 6-1. The total cost is estimated as INR 513.5 million.
Table 6-1: Summary of Cost Estimates

Bill No. Bill name Amount (INR)
1 Site Clearance and Dismantling 168,394.00
2 Earthwork 4,768,367.00
3 Sub-base and Base-courses 30,497,551.00
4 Bituminous Works 27,862,232.00
5 Flyover 422,521,116.00
6 Traffic Signages, Road Marking and Other Appurtenances 950,674.00
7 Drainage and Protective Works, Ducts & Other Services 22,552,630.00
8 Electrical Works 4,165,144.00
Total Construction Cost 513,486,108.00
107. Detailed item-wise estimated, bill of quantities and rate analysis is presented in Volume
V-A4: Detailed Estimates.
39
APPENDICES
REPORT ON GEOTECHNICAL &
MATERIAL INVESTIGATION
PART-I
GEOTECHNICAL INVESTIGATION WORK FOR

PROPOSED FLYOVER AT MOHAN NAGAR
CONTENTS
SL. No. CHAPTER PAGE NO.
1.0 Findings 20-24

1.3 Computations of Safe /Allowable Bearing Capacity 24-25
1.4 Conclusion with Recommendations 25-26
Bore Log Tables 27-30
SPT Curves 31-34
Grain Size Curves 35-38
Sample Calculation 39-40
Subsoil Profile 41
Chemical Test on ground water 42
Chemical Test on subsoil sample 43
19
Summary of Borehole:
Sl. Bore Hole Ground R.L. Depth of Total Depth Depth of
No. No. Overburden (m) Ground Water
soil Table (m)
1. BH-1 212.105 25.0 25.0 21.0
2. BH-2 212.108 25.0 25.0 21.0
3. BH-3 211.995 25.0 25.0 21.0
4. BH-4 212.094 25.0 25.0 21.0
1.0 FINDINGS OF GEOTECHNICAL INVESTIGATION

1.1 The classification of subsoil strata met at this site was done according to
IS:1498-1970. From the bore logs enclosed with the report, the test results can be
summarized as below-
BH-1 (G.R.L. 212.105)
The subsoil strata from 0.0 to 1.50m depth consists of filled up, from 1.50m to 7.0m,
10.0m to 12.0m & 13.0m to 25.0m depths consist of silty sand classified as SM, from
7.0m to 9.0m & 12.0m to 13.0m depths consist of sandy silt classified as ML and from
9.0m to 10.0m depth consists of sandy silt with clay
classified as ML-CL.
BH-2 (G.R.L. 212.108)

The subsoil strata from 0.0 to 1.50m depth consists of filled up, from 1.50m to 4.0m,
6.0m to 7.0m, 10.0m to 12.0m & 15.0m to 18.0m depths consist of sandy silt classified
as ML, from 4.0m to 6.0m, 7.0m 10.0m, 12.0m to15.0m & 18.0m to 21.0m depths consist
of sandy silt with clay classified as ML-CL and from 21.0m to 25.0m depth consists of
clayey silt classified as CL.
20
BH-3 (G.R.L. 211.995)

The subsoil strata from 0.0 to 1.50m depth consists of filled up, from 1.50m to 6.0m
depth consists of silty sand classified as of SM, from 6.0m to 10.0m, 12.0m to 13.0m &
18.0m to 19.0m depths consist of fine sand classified as SP-SM, from 10.0m to 12.0m &
16.0m to 18.0m depths consist of silty gravels classified as GM, from 13.0m to 15.0m
depth consists sandy silt classified as ML, from 15.0m to 16.0m & 19.0m to 21.0m
depths consist of sandy silt with clay classified as ML-CL and from 21.0m to 25.0m depth
consists of silty sand with gravels classified as SM.
BH-4 (G.R.L. 212.094)

The subsoil strata from 0.0 to 8.0m & 20.0m to 24.0m depths consists of silty sand
classified as of SM, from 8.0m to 17.0m & 24.0m to 25.0m depths consist of sandy silt
classified as ML, from 17.0m to 20.0m depth consists silty gravels classified as GM.
In general the subsoil strata at this site comprise of silty sand and sandy silt below
filled up layer. Thin Layers of sandy silt with clay, clayey silt, fine sand and silty
gravels are also present at different depths.
the subsoil strata are medium dense to dense up to the depth of exploration.
The Detail description of subsoil strata encountered along with various
laboratory test results are presented in the respective bore log enclosed with this
report.
The subsoil profile depicting the distribution of the various subsoil strata along with
N values (observed/corrected) and other strength parameters with depth are given in
subsoil profile enclosed with this report. The SPT Curves (No/Nc), Grain Size Analysis
Curves etc. are enclosed with this report.
The layer wise properties of the encountered subsoil strata at this site may be
adopted from the following table no. 1.
Table no.1 layer wise properties of subsoil strata at the site
Sl. Depth (m) c ĳ Jeff K0 Ka Kp
No. From To Kg/cm2 degree gm/cc
1. 0.0 3.0 0.05 29.0 1.60 0.515 0.347 2.88
21
2. 3.0 7.0 0.05 30.5 1.65 0.492 0.327 3.06

3. 7.0 16.0 0.0 31.5 1.68 0.477 0.314 3.19
4. 16.0 18.0 0.0 33.5 1.98 0.448 0.289 3.46
5. 18.0 21.0 0.0 33.5 1.0 0.448 0.289 3.46
6. 21.0 25.0 0.0 33.0 1.0 0.455 0.295 3.39
Where
C & – Shear Parameters
K0, Ka, Kp – Earth Pressure Coefficients at rest, in active case & in passive Case.
The depth wise lowest SPT values ‘N’ (observed/corrected) at the site may be
adopted from the following table no.2
Table No.2 Depth wise lowest observed/corrected SPT Values at the site
Sl. No. Depth below Lowest SPT Values Effective

existing Observed Corrected density
ground level gm/cc
(m)
1 1.5 10 14.8 1.60
2 3.0 18 22.4 1.65
3 4.5 18 19.9 1.65
4 6.0 20 20.2 1.65
5 7.5 26 24.2 1.68
6 9.0 21 18.3 1.68
7 10.5 25 20.4 1.68
8 12.0 26 20.1 1.68
9 13.5 28 20.5 1.68
10 15.0 27 18.8 1.68
11 16.5 35 23.0 1.98
12 18.0 42 26.2 1.98
22
13 19.5 48 21.8 1.98

14 21.0 51 22.3 1.0
15 22.5 56 23.3 1.0
16 24.0 54 22.4 1.0
17 25.0 68 26.0 1.0
The results of chemical analysis of subsoil sample are enclosed with this report.
The result of chemical analysis of subsoil sample indicate that the pH value,
sulphate content, chloride content are within permissible limit and the RCC work
prepared with Ordinary Portland Cement shall not be deteriorated when placed
over/within site subsoil.
The result of chemical analysis tests on ground water sample is annexed with the
report.
The results indicate that the pH Value & Sulphate Contents are within permissible
limits, the chloride content is on higher sides hence as per IS: 456, at the time of
placing the concrerte it should be ensured that total amount of chloride (Cl) of all
constituents of concrete shall be as per Table 7 of IS;456-2000.
1.2 GROUND WATER
The ground water table was encountered at 21.0m depth below existing ground level
in the borehole during boring activities at site. The measured ground water level may
fluctuate due to variation in climatic conditions and rate of surface evaporation.
However, for design purposes the ground water table may be considered at 15.0m
depth below general existing ground level as the ground water level may rise in heavy
rainy season/due to unforeseen reasons.
Depending upon the visual examination of soil & field strata, field and laboratory test
results and the type of structure proposed at this site The most feasible subsoil-
foundation system for proposed structure at this site shall be Normal Bored Cast in
Situ RCC Pile Foundations. The details of these pile foundations are given as follows:
23
a) Normal Bored Cast in Situ RCC Piles of 1.0m &1.2m diameter and of 15.0m,
18.0m, & 20.0m lengths below cut-off level with cut-off level at 2.0m below
existing ground level.
1.3 COMPUTATION OF SAFE LOAD CAPACITY OF NORMAL BORED CAST IN
SITU RCC PILE
The vertical safe load capacity of the Normal Bored Cast in situ pile foundations may
be computed as per IRC-78,2000 and IS:2911,Pt-I,sec-2-1979 using following
expression:
Qu= Qp + Qf
Qp = Ap.(c.Nc + ½ Jeff. D. Nr + PD Nq)
Qf = (Asi Ki. Pdi. tani + Di. ci)

i=1
Where, Ap = Cross sectional area of pile toe.
D = Stem diameter.
Nc, Nq, Nr = Bearing Capacity factors.
Jeff = Effective unit weight of soil at pile toe.
PD = Effective overburden pressure at pile toe
Asi = Surface area of pile stem for ith layer.
Ki = Coefficient of earth pressure.
Pdi = Effective overburden pressure at center of the ith layer
= Angle of wall friction between soil & pile.
Soil Parameter adopted:
F.O.S. = 3.0in comp. & =2.5 in uplift

24
and Qa, comp. = (Qp + Qf)/3.0
Qa, uplift = 0.5 x Qf /2.5

The safe lateral load capacity have been computed as per IS: 2911, Pt-I, sec-2-1979
as explained in annexed sample calculation.
1.4 CONCLUSION WITH RECOMMENDATIONS:
On the basis of above Geotechnical investigation the following recommendations are

suggested:
4.1 The subsoil strata have been described in detail in clause 1.0.
The safe load capacity of proposed Normal Bored Cast in situ RCC pile may be adopted
from the following table for design purposes.
Dia of Pile Cut-off Level Length of Safe Load Capacity of Pile (T)
(m) below Pile below
existing cutoff (m)
In In Uplift In Lateral
ground (m)
Compression Thrust
1.0 2.0 15.0 256.1 92.8 13.9

1.0 2.0 18.0 319.1 127.6 13.9
1.0 2.0 20.0 365.3 153.4 13.9
1.2 2.0 15.0 332.3 111.4 18.7
1.2 2.0 18.0 398.5 161.3 18.7
1.2 2.0 20.0 452.0 191.4 18.7
However before adopting the above values of safe load capacity of pile foundation
for design purposes, these should be confirmed through Pile Load Tests at site as
per IS: 2911.
1.5 The ground water table was encountered at 21.0m depth below existing
ground level in the boreholes during boring activities at site. The measured ground
25
water level may fluctuate due to variation in climatic conditions and in the rate of
surface evaporation. However, for design purposes the ground water table may be
considered at 15.0m depth below existing ground level as the ground water level may
rise in heavy rainy season/due to unforeseen reasons.
The result of chemical analysis of subsoil sample indicate that the pH value,
sulphate content, chloride content are within permissible limit and the RCC work
prepared with Ordinary Portland Cement shall not be deteriorated when placed
over/within site subsoil.
The results of chemical analysis on ground water indicate that the pH Value &
Sulphate Contents are within permissible limits, the chloride content is on higher
sides hence as per IS: 456, at the time of placing the concrerte it should be ensured
that total amount of chloride (Cl) of all constituents of concrete shall be as per Table 7
of IS;456-2000.
1.6 The layer wise properties of subsoil strata may be adopted from table no.1 & 2.0
of clause 1.0.
26
S0IL PROJECT: GEOTECHNICAL INVESTIGATION WORK FOR FLYOVER AT MOHAN NAGAR SHEET NO 27
PROFILE
GROUND R.L. BOREHOLE NO BORING DATE TERMINAL DEPTH (m) WATER TABLE (m)
212.105 BH-1 09/09 TO 11/09/2009 25.00 21.00
N R.L. DEPTH SAMPLE DESCRIPTION OF SOIL IS CLASSIF -ICATION GRAIN SIZE ANALYSIS LIQUID LIMIT PLASTIC LIMIT DRY/BULK DENSITY MOIST. CONT SHEAR PARAMETER SPECIFIC
VALUES GRAVITY
GRAVEL SAND SILT CLAY TEST TYPE C I

m % % % % % % gm/cc % kg/cm2 deg.
211.605 0.5 DS-1 Filled up

19 210.605 1.5 SPT-1
209.605 2.5 UDS-1 Silty Sand SM 7 60 38 0 N P 1.56/1.62 4.15 DST 0.05 30.5 2.64
21 209.105 3.0 SPT-2
23 207.605 4.5 SPT-3
25 206.105 6.0 SPT-4
32 204.605 7.5 SPT-5
204.105 8.0 UDS-3 Sandy silt ML 2 35 58 5 20 17 1.66/1.74 5.12 DST 0.10 31.0 2.66
41 203.105 9.0 SPT-6 Sandy silt with clay ML-CL 3 20 67 10 28 21 2.68
42 201.605 10.5 SPT-7
40 200.105 12.0 SPT-8 Sandy silt ML 0 44 56 0
44 198.605 13.5 SPT-9
48 197.105 15.0 SPT-10
41 195.605 16.5 SPT-11
42 194.105 18.0 SPT-12
58 192.605 19.5 SPT-13
51 191.105 21.0 SPT-14
56 189.605 22.5 SPT-15
189.105 23.0 UDS-8 Slipped
54 188.105 24.0 SPT-16
69 187.105 25.0 SPT-17 Silty Sand SM 0 54 46 0 N P DST 0.0 33.0 2.65
S0IL PROJECT: GEOTECHNICAL INVESTIGATION WORK FOR FLYOVER AT MOHAN SHEET NO 28
PROFILE NAGAR
212.108 BH-2 12/09 TO 13/09/2009 25.00 21.00
N R.L. DEPTH SAMPLE DESCRIPTION OF SOIL IS CLASSIF -ICATION GRAIN SIZE ANALYSIS LIQUID LIMIT PLASTIC LIMIT DRY/BULK MOIST. CONT SHEAR PARAMETER SPECIFIC
VALUES DENSITY GRAVITY

m % % % % % % gm/cc % kg/cm2 deg.
211.608 0.5 DS-1 Filled up

10 210.608 1.5 SPT-1
209.608 2.5 UDS-1 Sandy silt ML 0 42 58 0 N P 1.52/1.59 4.46 DST 0.05 29.0 2.65
20 209.108 3.0 SPT-2
26 207.608 4.5 SPT-3
207.108 5.0 UDS-2 Sandy silt with clay ML-CL 2 19 69 10 27 21 1.63/1.72 5.28 UUT 0.45 14.0 2.67
31 206.108 6.0 SPT-4 Sandy silt ML 0 28 72 0
35 204.608 7.5 SPT-5
38 203.108 9.0 SPT-6
25 201.608 10.5 SPT-7
201.108 11.0 UDS-4 Sandy silt ML 0 28 67 5 22 19 1.69/1.79 6.08 DST 2.65
52 200.108 12.0 SPT-8
47 198.608 13.5 SPT-9
49 197.108 15.0 SPT-10
51 195.608 16.5 SPT-11
195.108 17.0 UDS-6 Sandy silt ML 5 20 68 7 21 18 1.73/1.85 7.14 DST 2.64
58 194.108 18.0 SPT-12
62 192.608 19.5 SPT-13
70 191.108 21.0 SPT-14
69 189.608 22.5 SPT-15
189.108 23.0 UDS-8 Clayey silt CL 3 17 65 15 32 22 1.78/2.10 18.16 UUT 1.45 9.0 2.70
78 188.108 24.0 SPT-16
68 187.108 25.0 SPT-17
S0IL PROJECT: GEOTECHNICAL INVESTIGATION WORK FOR FLYOVER AT MOHAN SHEET NO 29
PROFILE NAGAR
211.995 BH-3 25.00 21.00
N R.L. DEPTH SAMPLE DESCRIPTION OF SOIL IS CLASSIF -ICATION GRAIN SIZE ANALYSIS LIQUID LIMIT PLASTIC LIMIT DRY/BULK DENSITY MOIST. CONT SHEAR PARAMETER SPECIFIC
VALUES GRAVITY

m % % % % % % gm/cc % kg/cm2 deg.
211.495 0.5 DS-1 Filled up 0 58 42 0 N P 2.64

14 210.495 1.5 SPT-1 0 90 10 0
209.495 2.5 UDS-1 Silty sand SM 0 52 48 0 N P 1.54/1.60 4.16 DST 0.05 29.5 2.65
18 208.995 3.0 SPT-2
18 207.495 4.5 SPT-3
20 205.995 6.0 SPT-4
26 204.495 7.5 SPT-5
203.995 8.0 UDS-3 Fine sand SP-SM 0 86 14 0 N P 1.60/1.68 5.08 DST 0.0 31.5 2.63
21 202.995 9.0 SPT-6
28 201.495 10.5 SPT-7
200.995 11.0 UDS-4 Silty gravels GM 35 40 25 0 N P 1.68/1.78 5.76 DST 0.0 32.5 2.67
35 199.995 12.0 SPT-8 Fine sand SP-SM
28 198.495 13.5 SPT-9
27 196.995 15.0 SPT-10 Sandy silt with clay ML-CL 2 12 76 10 30 22
43 195.495 16.5 SPT-11
49 193.995 18.0 SPT-12 Fine sand SP-SM
53 192.495 19.5 SPT-13
60 190.995 21.0 SPT-14
58 189.495 22.5 SPT-15
188.995 23.0 UDS-8 Silty sand with gravels SM 10 46 44 0 N P 1.80/2.07 15.05 DST 0.0 34.5 2.65
70 187.995 24.0 SPT-16
74 186.995 25.0 SPT-17
S0IL PROJECT: GEOTECHNICAL INVESTIGATION WORK FOR FLYOVER AT MOHAN NAGAR SHEET NO 30
PROFILE
212.094 BH-4 25.00 21.00
N VALUES R.L. DEPTH SAMPLE DESCRIPTION OF SOIL IS CLASSIF -ICATION GRAIN SIZE ANALYSIS LIQUID LIMIT PLASTIC DRY/BULK MOIST. CONT SHEAR PARAMETER SPECIFIC
LIMIT DENSITY GRAVITY

m % % % % % % gm/cc % kg/cm2 deg.
211.594 0.5 DS-1

17 210.594 1.5 SPT-1
21 209.094 3.0 SPT-2
25 207.594 4.5 SPT-3
24 206.094 6.0 SPT-4
26 204.594 7.5 SPT-5
204.094 8.0 UDS-3 Sandy silt ML 4 38 58 0 N P 1.64/1.72 5.08 DST 2.66
29 203.094 9.0 SPT-6
26 201.594 10.5 SPT-7
26 200.094 12.0 SPT-8
30 198.594 13.5 SPT-9
198.094 14.0 UDS-5 Sandy silt ML 3 36 61 0 N P 1.65/1.75 5.86 DST 2.65
35 197.094 15.0 SPT-10
35 195.594 16.5 SPT-11
47 194.094 18.0 SPT-12
48 192.594 19.5 SPT-13
54 191.094 21.0 SPT-14
61 189.594 22.5 SPT-15
70 188.094 24.0 SPT-16
73 187.094 25.0 SPT-17 Sandy silt ML 0 42 58 0 N P 2.65
SHEET NO. 31
NO. OF BLOWS
0 10 20 30 40 50 60 70 80 90 100
0
10
DEPTH IN M
12
14
16
18
20
22
24
26
SPT CURVE
BH-1
Continuous line - Observed SPT, Dotted Line - Corrected SPT
SHEET NO. 32
NO. OF BLOWS
0 10 20 30 40 50 60 70 80 90 100
0
10
DEPTH IN M
12
14
16
18
20
22
24
26
SPT CURVE
BH-2
SHEET NO. 33
NO. OF BLOWS
0 10 20 30 40 50 60 70 80 90 100
0
10
DEPTH IN M
12
14
16
18
20
22
24
26
SPT CURVE
BH-3
SHEET NO. 34
NO. OF BLOWS
0 10 20 30 40 50 60 70 80 90 100
0
10
DEPTH IN M
12
14
16
18
20
22
24
26
SPT CURVE
BH-4
SHEET NO. 35
GRAIN SIZE ANALYSIS
Project: GEOTECHNICAL Investigation for FLYOVER at Mohan Nagar
Bore Hole No. BH - 1
100.00
90.00
80.00
70.00
Percentage passing
60.00
50.00
40.00
30.00
20.00
10.00
0.00
0.001 0.01 0.1 1 10
Particle size (mm)
Gravel
Symbol Description of soil Depth (m) Sand (%) Silt (%) Clay (%)
(%)
Silty sand 2.50 7 60 38 0
Sandy silt with clay 9.00 3 20 67 10
Silty sand 20.00 0 54 46 0

SHEET NO. 36
GRAIN SIZE ANALYSIS
100.00
90.00
80.00
70.00
Percentage passing
60.00
50.00
40.00
30.00
20.00
10.00
0.00
0.001 0.01 0.1 1 10
Particle size (mm)
Gravel
(%)
Sandy silt 2.50 0 42 58 0
Clayey silt 23.00 3 17 65 15

SHEET NO. 37
GRAIN SIZE ANALYSIS
100.00
90.00
80.00
70.00
Percentage passing
60.00
50.00
40.00
30.00
20.00
10.00
0.00
0.001 0.01 0.1 1 10
Particle size (mm)
Gravel
(%)
Silty sand 2.50 0 52 48 0
Silty gravels 11.00 35 40 25 0

SHEET NO. 38
GRAIN SIZE ANALYSIS
100.00
90.00
80.00
70.00
Percentage passing
60.00
50.00
40.00
30.00
20.00
10.00
0.00
0.001 0.01 0.1 1 10
Particle size (mm)
Gravel
(%)
Silty sand 5.00 2 65 33 0
Sandy silt 14.00 3 36 61 0
Silty gravels 17.00 12 30 58 0

Sheet No.39
SAMPLE CALCULATION FOR SAFE LATERAL LOAD CAPACITY OF BORED

CAST IN SITU RCC PILE FOUNDATION (AS PER:2911,Pt-I,sec-2-1979)
Location: Geotechnical Investigation for Flyover at Mohan Nagar
The safe Lateral load carrying capacity of Normal bored Cast in situ RCC
piles have been calculated using the following expression: -
T = 5 E.I/K1……1
Where,K1is constant given in table1,appendix-c, of above code
‘E’ is Young’s modulus of the pile material in kg/cm2
‘I’ is the moment of inertia of the pile cross section in cm4
As per IS: 456, 2000 E = 5000fck

Where fck is the characteristic strength of concrete of pile
Considering fck = 35 N/mm2 E = 500035 = 29580.4N/mm2
= 295804.0Kg/cm2
For Dia of pile,’D’= 120cm, I = /64x(20)4
= 10182857 cm4
K1 = 0.146
( for loose submerged case in worst subsoil condition.
Putting these values into the above equation-1, we get
T = 460.16 cm
From fig.2,appendix-c of above code for fixed head pile and L1= 0.0, Lf/T = 2.15
Or Lf = 460.16x 2.15 = 989.3cm
And from equation, Y = Ql(L1 + Lf )3/ 12EI, where Q is lateral load in kg
Adopting Y= 5mm = 0.5cm,we have
0.5 = Q(0.0 + 989.3)3/(12x295804.0x 10182857)
Or Ql = 18,666 kg = 18.7 T
As per above analysis, the safe lateral load capacity of subject pile may be
adopted as 18.7 T.
Sheet No.40
SAMPLE CALCULATION FOR VERTICAL SAFE LOAD CAPACITY OF

BORED CAST IN SITU RCC PILE FOUNDATION (AS PER IRC-78, 2000)
Location: Geotechnical Investigation Flyover at Mohan Nagar
The safe vertical load carrying capacity of Normal bored Cast in situ RCC piles
have been calculated using the following expression: -
n
Qu= Ap ( c.Nc. + ½ r D Nr + PD Nq ) + (Asi Ki Pdi tan + Di ci )
i=1
where, Ap = Cross sectional area of pile toe.

D = Stem diameter.
Nc, Nq , Nr = Bearing Capacity factors.
r = Effective unit weight of soil at pile toe.
PD = Effective overburden pressure at pile toe
Asi = Surface area of pile stem for ith layer.
Ki = Coefficient of earth pressure = 1.5
Pdi = Effective overburden pressure at center of the ith layer
= Angle of wall friction = Ø
Ground water has been assumed at 15.0m depth.
Soil Parameter adopted:
Depth (m) Ȗ c ĳ k į Į
From To T/m3 Kg/cm2 degree degree

0.0 3.0 1.60 0.0 28 1.5 28 0.0
2.0 3.0 1.60 0.0 28 1.5 28 0.0
3.0 7.0 1.65 0.0 28 1.5 28 0.0
7.0 15.0 1.0 0.0 28 1.5 28 0.0
15.0 25.0 1.0 0.0 28 1.5 28 0.0
*During piling process the cohesion less strata get loosened hence properties of loose sand
i.e. C = 0.0kg/cm2, = 28.00 have been adopted.
For pile dia= 1.20m, cut off level below EGL = 2.0 m
and length of pile= 18.0m
PD = 2.664 kg/cm2, Nc = 0.0, Nq = 16, Nr= 17.792, F.O.S. = 3.0in comp. & =2.5 in uplift
Applying above parameters in above equation, we get
Qu = Qp + Qf = 374.1 + 821.0 T and Qa, comp. = (374.1+ 821.0)/3.0 = 398.4 T
Qa, uplift = 0.5 x 821/2.5 – uplift pressure of ground water
= 164.2 -5.0 = 159.2
(uplift pressure of ground water = cut off level + length of
pile – assumed ground water depth)
Sheet No.42
CHEMICAL TEST REPORT OF GROUND WATER SAMPLE
Location: Geotechnical Investigation for flyover at Mohan Nagar
SAMPLE NO: 1 BORE HOLE NO: BH-1
SL.NO. Name of test Observed values Permissible

values
1 pH value 6.8 >6
2 Chloride content 624mg/l 500 mg/l
3 Sulphate content 51.7mg/l 400 mg/l

(as SO3- -)
Sheet No.43.
CHEMICAL TEST REPORT OF SUBSOIL SAMPLE
Location: Geotechnical Investigation for flyover at Mohan Nagar
SAMPLE NO: 1 BORE HOLE NO: BH-4
DEPTH: 4.5m
SL.NO. Name of test Observed values Permissible

values
1 pH value 6.9 >6
2 Chloride content 0.012% 0.2%
3 Sulphate content 0.062% 0.16 %

(as SO3- -)
www.WilburSmith.com
#8, Second Floor, 80 Feet Road,

RT Nagar Bangalore Karnataka - 560 032. India
w +91.80. 3918.7500 f +91.80. 2363.4097
NCR Planning Board

(TA No. 7055-IND)
FINAL REPORT
Ghaziabad
Detailed Designs
July 2010
Contents
Appendix D-1 : Super Structure Design: Deck Slab Design

Appendix D-2 : Super Structure Design: Cross Girder Design
Appendix D-3 : Design of Substructure & Foundation
Appendix D-1: Super Structure Design: Deck Slab
Deck slab design
General
Slab is designed as one way slab spanning between main beams. The slab is
discretised into 8 beam elements for finding ouir sectional forces at various
sections in the transeverse direcrtion.
Live load calculation

unit in meters
Total width = 8.5
Cantilever length 0.8

C/C of main beams(lo) = 2.2
C/Cof Cross girders(b) = 10
&GGFDUJWFXJEUIPGEJTQFSTJPO
Efective width k* a*(1-a/lo)+b1
k depends on b/lo ratio

a = distance of the load from the nearest support
b/lo = 4.55
k = 2.6 Refer cl. 305.16.2 IRC 1-2000
LOADING - CLASS A WHEELED - minimum distance from the ker

Impact factor
Refer clause 211.2 IRC 6-2000
Impact factor = 1+4.5/(6+L) = 1.55
= 1.5
Tyre contact dimensions 0.5 x 0.25

b1 = Dispersion upto the top of the slab
= 0.25+2*0.065 = 0.38 m
&GGFDUJWFEJTQFSTJPOBMPOHUIFTQBO
Dispersion upto the bottom of the deck slab
= wheel dim. along span + 2*(0.065+0.24)
= 1.11 m
Maximum wheel load = 57 kN

including impact = 85.5 kN
Efective width for L1
a = 0.1 m
beff1 = 0.63 m
L1/contact area =
2
(incl. Impact) 122.62 (kN/m )

a = 0.3 m
beff = 1.05 m
L2/contact area =
2
a = 0.8 m
beff = 1.70 m
L2/contact area =
2

a = 1m
beff1 = 1.798 m
L2/contact area = 85.5/(1.092*0.362)
2
LOADING - CLASS 70R WHEELED - minimum distance from the ker

Impact factor = 1.25
tyre contact dimensions .36 x .263
Dispersion perpendicular to span= 0.263+2*.075

0.413 m
Dispersion along span = 0.36+2*(0.075+0.24)

= 0.99 m

Load with impact = 106.25 kN
For L1
a = 0.72 m
beff1 = 1.67 m
L1/ contact area = 64.18 kN/m2
(Including impact)
For L2
a = 0.99 m
beff2 = 1.83 m

(Including impact)
LOADING - CLASS A WHEELED (For max: support moment
For L1 And L2
a = 0.9 m L3
beff = 1.76 m 0.4
1.25
L/contact area = 43.70 kN/m2
(including impact) 60.49 kN/m2
LOADING - CLASS 70R WHEELED (For max: support moment
For both loads

a = 0.965
beff = 1.82 m
Load/contact area = 58.92 kN/m2

(including impact)
LOADING - CLASS A WHEELED
Impact factor
Impact factor = 1+4.5/(6+L) = 1.55
= 1.5
Tyre contact dimensions 0.5 x 0.25

b1 = Dispersion upto the top of the slab (0.25+2*0.075)
= 0.4 m
&GGFDUJWFEJTQFSTJPOBMPOHUIFTQBO
Dispersion upto the bottom of the deck slab
= wheel dim. along span + 2*(0.75+0.2)
= 1.13 m
Maximum loat at mid span
including impact = 85.5 kN
a = 1.1 m
beff1 = 1.83 m
L1/contact area =
2

a = 0.7 m
beff = 1.64 m
L2/contact area =
2
LOADING - CLASS 70R WHEELED

Maximum loat at mid span
Impact factor = 1.25
tyre contact dimensions .36 x .263
Dispersion perpendicular to span= 0.263+2*.075

0.413 m
Dispersion along span = 0.36+2*(0.075+0.24)

= 0.99 m

Load with impact = 106.25 kN
For L1
a = 1.1 m
beff1 = 1.84 m
(Including impact)
For L2
a = 0.83 m
beff2 = 1.76 m

(Including impact)
CLASS A CLASS A + CLASS 70R
0.8000
0.1000 0.3000 1.0000 0.9900
0.7200
4@2.2
MINIMUM CLEARANCE FROM KERB END MINIMUM CLEARANCE FROM KERB END
0.9000
0.9650 0.9650
0.9000
MAXIMUM LOADS EQUIDISTANT FROM SUPPORT MAXIMUM LOADS EQUIDISTANT FROM SUPPORT
1.1000 0.8300
1.1000
0.7000
MAXIMUM LOAD AT MID SPAN

MAXIMUM LOAD AT MID SPAN
FIG. 2 LOAD ARRANGEMENT FOR TRANSVERSE ANALYSIS

GIRDER SPACING - 2.2m
STAAD INPUT
STAAD PLANE TRANSVERSE ANALYSIS OF DECK

UNIT METER KNS
PAGE LENGTH 100
JOINT COORDINATES
1 0 0 0; 2 0.8 0 0; 3 3.0 0 0; 4 5.2 0 0; 5 7.4 0 0
6 8.5 0 0;
MEMBER INCIDENCES
1 1 2 5
MEMBER PROPERTIES
1 TO 5 PRI YD 0.25 ZD 1
CONSTANTS
E CONCRETE ALL
POISSON CONCRETE ALL
SUPPORT
2 3 4 5 PINNED
LOAD 1 DL
MEM LOAD
1 TO 5 UNI GY -6.25
LOAD 2 SIDL
MEM LOAD
CRASH BARRIER
member load
1 UNI GY -6.25 0 0.5
5 UNI GY -6.25 0.6
WEARING COAT
member load
1 UNI GY -1.43 0.5
5 UNI GY -1.43 0 0.6
2 3 4 UNI GY -1.43
LOAD 3 LIVELOAD (CLASS A SINGLE LANE)
MEM LOAD
1 UNI GY -122.62 0.585
2 UNI GY -122.62 0.0 0.415
2 UNI GY -73.11 1.395
3 UNI GY -73.11 0 0.2025
LOAD 4 LIVELOAD (CLASS A DOUBLE LANE)
MEM LOAD
1 UNI GY -122.62 0.585
2 UNI GY -122.62 0.0 0.415
2 UNI GY -73.11 1.395
3 UNI GY -73.11 0 0.2025
3 UNI GY -45.21 0.55 2.055
4 UNI GY -45.21 0.0 0.05
4 UNI GY -42.84 0.5 1.5
LOAD 5 LIVELOAD (CLASS 70 R MAX. SPAN MOMENT)
MEM LOAD
2 UNI GY -64.18 0.805 2.155
3 UNI GY -58.69 0.575 1.845
LOAD 6 LIVELOAD (CLASS 70 R MAX. SUPPORT MOMENT)
MEM LOAD
3 UNI GY -58.92 0.61 1.86
4 UNI GY -58.92 0.34 1.59
LOAD 7 LIVELOAD (CLASS A MAX. SUPPORT MOMENT)
MEM LOAD
2 UNI GY -43.7 0.655 1.945
3 UNI GY -43.7 0.255 1.545
LOAD 8 LIVELOAD (CLASS 70 R MAX LOAD AT MID SPAN)
MEM LOAD
3 UNI GY -58.23 0.55 1.65
4 UNI GY -61.09 0.165 1.505
LOAD 9 LIVELOAD (CLASS A MAX LOAD AT MID SPAN)
MEM LOAD
3 UNI GY -41.35 0.555 1.645
4 UNI GY -46.11 0.035 1.375
LOAD COMBINATION 10
1 1 2 1 3 1
LOAD COMBINATION 11
1 1 2 1 4 1
LOAD COMBINATION 12
1 1 2 1 5 1
LOAD COMBINATION 13
1 1 2 1 6 1
LOAD COMBINATION 14
1 1 2 1 7 1
LOAD COMBINATION 15
1 1 2 1 8 1
LOAD COMBINATION 16
1 1 2 1 9 1
PERFORM ANALYSIS
PRINT MEMBER FORCES MEMB
PRINT MAX FORCE ENVELOPE
LOAD LIST 10 TO 16
SEC 0.001 0.999 MEM 1 TO 5
PRINT SECTION FORCES
SEC .25 .5 .75 MEM 2 TO 4
PRINT SECTION FORCES
Print section forces
FINISH
1 2 3 4 5
Member numbers
28.811 kNm 27.882 kNm

1 kNm0
1.000
0 kNm0 6.617
kNmkNm
kNm 3.269 kNm
2 3.583 kNm
3
-2.306 kNm 3.746 kNm
4 6.695
0 kNmkNm
5 kNmkNm
1.885
0 0 kNm
-16.748 kNm -14.325 kNm -16.833 kNm
BMD Envelope
`
Design of section
Material properties and design constants
Concrete M50 m 10 k 0.455 Depth 250
Steel Fe415 V c (MPa) 16.67 j 0.848 Cover 50
V st (MPa) 200 Q (MPa) 3.21
The design is carried out for maximum bending moments at the following locations
(a) Cantilever support (hogging)
(b) Intermediate support (hogging)
(c) Mid span moment (sagging)
The design moments have been taken from staad Output

Refer to the staad details attached
Design
(a) Cantilever support (hogging)
At support
Maximum moment = 7 kNm
Depth required = 47 mm
Provided depth 192
Provided depth enough
Steel requirement
Ast = 215 mm2
provide 10mm bars at 150mm c/c
Bar area = 78.5 mm2
Steel provided 524 mm2
Design
(b) Intermediate support (hogging)
Maximum moment = 29.00 kNm (Load combination 13)
Provided depth 192
Steel requirement
Ast = 890 mm2
provide 16 mm bars at 150mm c/c
Bar area = 201 mm2
Bar area = 113 mm2

(c) Mid span moment (sagging) (Load combination 13)
Maximum moment = 23 kNm

Provided depth 192
Steel requirement
2
Ast = 706 mm
provide 16 mm bars at 150mm c/c
Bar area = 201 mm2
2
Steel provided 1340 mm
Distribution steel
Design moment = 0.3*Llmoment + 0.2* DL moment
Maz live load moment 26 kNm
Maz dead load moment 6 kNm
Design moment = 9
2
Ast required 296.29 mm
2
0.12% of Cross sectional area = 300 mm
Provide 10mm dia bars
2
Bar Area = 78.5 mm
Spacing 261.6667
Provide 10mm bars at 175mm c/c
STRUCTURAL DATA.(Mid Girder)
Span of Bridge = 39520 mm (length of girder)
Centre to centre of bearing = 38440 mm
Carriageway Width = 15 mm 19760
Width of footpath = 0 mm 19220
Width of crash barrier = 500 mm 540
O/O of Parapet = 17000 mm
Depth of Deck Slab = 250 mm
Overall Depth of the Girder = 2200 mm
C/C distance between the girders = 2200 mm
Cantilever distance beyond end girder = 800 mm
Web thickness (Running X n ) = 350 mm
Web thickness (End Block X n ) = 700 mm
Thickness of End Diaphragm = 800 mm
Thickness of Intermediate Diaphragm = 300 mm
3
Density of Concrete = 2.5 T/m
Grade of Concrete Used = M 500
2
Characteristic Compressive Strength = 500 Kg/cm
2
Permissible stress in Concrete. = 165 Kg/cm
Modulus of Elasticity of Concrete "Ec" = 353553.3906 5000 x fck Mpa
Grade of Steel Used = Fe-415
2
Yield strength of Steel = 2000 Kg/cm
2
Modulus of Elasticity of Steel "Es" = 2.0E+06 Kg/cm (Vide Cl:10.1.1 of I.R.C:-18-2000)
Referances :
I.R.C :18 - 2000 - Design Criteria for Prestressed Concrete Road Bridges (Post Tensioned)
I.R.C :6 - 2000 - For Loads and Stresses
I.R.C :21 - 2000 - For Plain and Reinforced Cement Concrete.
SECTION PROPERTIES
Section properties for the grillage members with proper sketches are calculated below.
a) Simple Section at Mid span
700
175 350 175
2 150
3
150
2200 1 1450
4 7 150
350 5 300
175 175
700
1) Moment of Inertia. (I ZZ )
Sl Description Nos Area x Ax Ax 2 Iself
1) 35 x 175.0 x 1 = 6125.00 117.50 7.2.E+05 8.5.E+07 1.6.E+07

2) 70 x 15.0 x 1 = 1050.00 212.50 2.2.E+05 4.7.E+07 2.0.E+04
3) ( 17.5 x 15.0)/2 x 2 = 262.50 200.00 5.3.E+04 1.1.E+07 3.3.E+03
4) ( 17.5 x 15 )/2 x 2 = 262.50 35.00 9.2.E+03 3.2.E+05 3.3.E+03
5) 70 x 30 x 1 = 2100.00 15.00 3.2.E+04 4.7.E+05 1.6.E+05
6) ( 0 x 145)/ x 2 = 0.00 93.33 0.0.E+00 0.0.E+00 0.0.E+00
7) 0 x 15 x 2 = 0.00 37.50 0.0.E+00 0.0.E+00 0.0.E+00
Total 9800.00 1.0.E+06 1.4.E+08 1.6.E+07
Distance of N.A from bottom "Vb" = Ax = 1036000 = 105.7142857 cms
A 9800
Distance of N.A from top "Vt" = 220 - 105.714 = 114.2857143 cms
2
Moment of Inertia about N.A "Izz" = Iself + Ax -( Ax x Vb )
= 15815260.42 + 1.4E+08 -( 1036000 x 105.7142857 )
4
= 4.96E+07 cm
3
Section Modulus about top "Zt" = Iself = 5E+07 = 433708.3333 cm
Vt 114.286
3
Section Modulus about bottom "Zb" = Iself = 5E+07 = 468873.8739 cm
Vb 105.714
b) Simple section at end Block
2200
1
700
2
Sl Description Nos Area x Ax Ax Iself
1) 70 x 220 x 1 = 15400.00 110.00 1.7.E+06 1.9.E+08 6.2.E+07

Total 15400.00 1.7.E+06 1.9.E+08 6.2.E+07
Distance of N.A from bottom "Vb" = Ax = 1694000 = 110 cms
A 15400
Distance of N.A from top "Vt" = 220 - 110 = 110 cms
2
= 62113333.33 + 1.9E+08 -( 1694000 x 110 )
4
= 62113333.33 cm
3
Section Modulus about top "Zt" = Iself = 6.2E+07 = 564666.6667 cm
Vt 110
3
Section Modulus about bottom "Zb" = Iself = 6.2E+07 = 564666.6667 cm
Vb 110
a) Composite Section at Mid span for end Girders

2200
1 250
6 150
3
150 x 175
2200 350
2
4 150
700 5 300
1) 220 x 25.0 x 1 = 5500.00 232.5 1.3.E+06 3.0.E+08 2.9.E+05

2) 35 x 175.0 x 1 = 6125.00 117.5 7.2.E+05 8.5.E+07 1.6.E+07
3) ( 17.5 x 15.0 ) /2 x 2 = 262.50 200.0 5.3.E+04 1.1.E+07 3.3.E+03
4) ( 17.5 15 ) /2 x 2 = 262.50 35.0 9.2.E+03 3.2.E+05 3.3.E+03
5) 70 x 30 x 1 = 2100.00 15.0 3.2.E+04 4.7.E+05 1.6.E+05
6) ( 70 15 x 1 = 1050.00 212.5 2.2.E+05 4.7.E+07 2.0.E+04
Total 15300.00 2.3.E+06 4.4.E+08 1.6.E+07
A 15300
2
= 16101718.75 + 4.4E+08 -( 2314750 x 151.2908497 )
4
= 106482005.7 cm
3
Vt 93.7092
3
Vb 151.291
2) Torsional Stiffnesss ( I XX )
2200
4
250
612.5
1 300
2 Refer EC Hambly's book on Bridge Deck Behaviour.

350 1450
Area 1 = 400133.0618
2200 Area 2 = 1762379.284
Area 3 = 1175849.905
Area 4 = 1018103.009
4
6 I XX = 4356465.259 cm
4
= 0.0436 m
3 450
641.67
b) Composite section at end Block for Inner Girders

2200
1 250
75
150
2200
2
1) Moment of Inertia. (I ZZ ) 700
1) 220 x 25 x 1 = 5500.00 232.5 1.3.E+06 3.0.E+08 2.9.E+05

2) 70 x 220 x 1 = 15400.00 110 1.7.E+06 1.9.E+08 6.2.E+07
3) 15 x 7.5 x 0 = 0.00 217.5 0.0.E+00 0.0.E+00 0.0.E+00
Total 20900.00 - 2972750 4.8.E+08 6.2.E+07
A 20900
2
= 62399791.67 + 4.8E+08 -( 2972750 x 142.2368421 )
4
= 123214594.3 cm
3
Vt 102.763
3
Vb 142.237
2) Torsional Stiffnesss ( I XX )
2200
1
250
2200
2
Refer EC Hambly's book on Bridge Deck Behaviour.
Area 2 = 20556833.02
Area 1 = 1018103.009
4
6 I XX = 21574936.03 cm
4
= 0.2157 m
700
c) End Diaphragm 3200
Effective flange width = bw +( lo /10), as per IRC: 21-2000, for L beams.
x = 1482.81 mm 1
1) Moment of Inertia. (I ZZ ) 250
4
Area 1 = 5.7E+07 cm 800
4
Area 2 = 9.7E+07 cm
4
6 I XX = 1.5E+08 cm
Torsional Stiffnesss ( I XX )
Area 1 = 1490900
Area 2 = 3E+07 2200 2
3
6 I XX = 3.1E+07 cm
3
= 0.31336 m 800
d) Intermediate Diaphragm
Effective flange width = bw +( lo /5), as per IRC: 21-2000, for T beams. 1200
1
x = 1482.81 mm
Moment of Inertia. (I ZZ ) 250
4
Area 1 = 2.1E+07 cm 300
4
Area 2 = 3.6E+07 cm
4
6 I ZZ = 5.8E+07 cm
Area 1 = 539101
Area 2 = 1749469 2200 2
3
6 I XX = 2288570 cm
3
= 0.02289 m
300
2470.55
e) Transverse Members
Moment of Inertia. (I ZZ )
4
6 I ZZ = 0.00322 m 250
3
6 I XX = 0.00643 cm
Summary of Member Properties for Grillage Analysis

Description Area C.G from Moment of Torsional Vb Zt Zb
3
Bottom Inertia Constant in cm in cm in cm 3
m2 m m
4
m4
Simple Running 0.9800 1.0571 0.4957 0.0000 105.7143 433708.3333 468873.8739
End block 1.5400 1.1000 0.6211 0.0000 110.0000 564666.6667 564666.6667
Average 1.2600 1.0786 0.5584 0.0000 107.8571 499187.5000 516770.2703
Composite Running 2&3 1.5300 1.5129 1.0648 0.0436 151.2908 1136303.1822 703823.1720
End block 2&3 2.0900 1.4224 1.2321 0.2157 142.2368 1199015.2582 866263.5677
Averaged For 2 &3 1.8100 1.4676 1.1485 0.1297 146.7638 1167659.2202 785043.3699
End Diaphragm 2.5600 1.4828 0.5773 0.3134 - 0.0000 0.0000
Intermediate Diaphragm 0.9600 1.4828 0.5773 0.0229 - 0.0000 0.0000
Transverse Members 0.6176 0.1250 0.0032 0.0064 - 0.0000 0.0000
156
155300312
154 288143144311
142 299
287
276 131132310
298
153
141 275 130 286 119120
297309
264 118 285107108
274 308
296
152 263 129 273 106 284 96307
140 117 95 295
252 272 28383 84306
262 105 94 294
151 251 128 261 82 28271 72
139 116 271 305
293
240 260 93 270 70 281 60304
250 104 59
150 127 81 29248303
138 239 249 259 269 58 280 47
115 69 291
36
228 238 248 92 258 46 279 35
103 80 268 290302
149 227 126 237 57 34 278
137 247 68 257 267 24301
114 91 45 23 289
12
216 226 102 236 246 256 266 27711
148 79 33 22
215 125 225 56 255 10
136 235 67 245 265
113 90 44
147 204 214 101 224 234 244 254 21
124 78 32 9
146192 135 203 213 223 233 55 243
145 112 66 253
180 43
133134 191
168
123 202 100 212 89 222 232 31 242 20
179 201 77 54 8
167 122190 111 211 221 231 241
121 65 42
178
166 110 99 200 88 210 19
109 189 220 30 230 7
17798
165 76 53
97 188 199 64 209 219 229
176 87 41
164 86 75 198 208 218 18
85175 187 29 6
163 74 186 63 197 52 207 217
73174 40
61 62 185
162
51 196 28 206 17
5
173
161 195 205
50 184 39
49172 27 16
160 38 183
37171 194 4
159
25 26 193
182 15
170
158 14 181 3
131692
157
1
Model
STAAD PLANE stage - 1
START JOB INFORMATION
END JOB INFORMATION
INPUT WIDTH 79
UNIT METER KN
joint coordinates
1 0 0 0; 2 0.54 0 0; 3 1.74 0 0; 4 4.94 0 0 10 34.58 0 0
11 37.78 0 0; 12 38.98 0 0; 13 39.52 0 0
member incidences
1 1 2 12
member property indian
1 2 11 12 pri ax 1.54 ix 0.001 iz 0.62
3 10 pri ax 1.26 ix 0.001 iz 0.558
4 to 9 pri ax 0.98 ix 0.001 iz 0.496
constants
e concrete all
poi concrete all
supports
2 12 pinned
load 1
member load
1 2 11 12 uni gy -38.5
3 10 uni gy -31.5
4 to 9 uni gy -24.5
Load 2 end girder
member load
slab
0.25*1.9*25 = 11.875
1 to 12 uni gy -11.875
pre-cast slab
0.05*1.5*25/2=0.9375
1 to 12 uni gy -0.9375
diapragm
joint load
1 13 fy -4.9
7 FY -16.5
load 3 mid girder
member load
slab
0.25*2.2*25 = 13.75
1 to 12 uni gy -13.75
pre-cast slab
0.05*1.5*25=1.875
1 to 12 uni gy -1.875
diapragm
joint load
1 13 fy -9.75
7 FY -33
perform analysis
PRINT MAXFORCES ENVELOPE
print member forces
print support reactions
FINISH
STAAD SPACE
ENGINEER DATE 15-Dec-07
END JOB INFORMATION
INPUT WIDTH 79
unit kn meter
joint coordinates
1 0 0 0; 2 0.54 0 0; 3 1.74 0 0; 4 4.94 0 0 10 34.58 0 0
11 37.78 0 0; 12 38.98 0 0; 13 39.52 0 0
repeat all 1 0 0 -0.8
repeat 1 0 0 -2.2
repeat 1 0 0 -1.1
repeat 1 0 0 -1.1
repeat 1 0 0 -2.2
repeat 1 0 0 -1.1
repeat 1 0 0 -1.1
repeat 1 0 0 -2.2
repeat 1 0 0 -1.1
repeat 1 0 0 -1.1
repeat 1 0 0 -2.2
repeat 1 0 0 -0.8
member incidences
1 1 2 12
13 14 15 24
25 27 28 36
37 40 41 48
49 53 54 60
61 66 67 72
73 79 80 84
85 92 93 96
97 105 106 108
109 118 119 120
121 131 132 132
133 144 145 144
145 157 158 156
157 1 14 168 1 13
169 2 15 180 1 13
181 3 16 192 1 13
193 4 17 204 1 13
205 5 18 216 1 13
217 6 19 228 1 13
229 7 20 240 1 13
241 8 21 252 1 13
253 9 22 264 1 13
265 10 23 276 1 13
277 11 24 288 1 13
289 12 25 300 1 13
301 13 26 312 1 13
memeber property indian
end memebers
1 to 12 145 to 156 pri ax 0.001 ix 0.0001 iy 0.0001 iz 0.0001
end members outer girders
13 14 23 24 133 134 143 144 pri ax 2.09 ix 0.216 iy 0.00001 iz 1.23
end memebers inner girders
25 26 35 36 49 50 59 to 62 71 72 85 86 pri ax 1.95 ix 0.213 iy 0.00001 iz
1.11
107 108 121 122 131 to 132 95 to 98 pri ax 1.95 ix 0.213 iy 0.00001 iz 1.11
taper memebers outer girders
15 22 135 142 pri ax 1.81 ix 0.13 iy 0.00001 iz 1.145
taper members inner girders
27 34 51 58 63 70 87 99 123 94 106 130 pri ax 1.672 ix 0.127 iy 0.0001 iz
1.037
middle memebers - end girders
middle memebers - inner girders
28 to 33 52 to 57 64 to 69 pri ax 1.393 ix 0.041 iy 0.00001 iz 0.964
88 to 93 100 to 105 124 to 129 pri ax 1.393 ix 0.041 iy 0.00001 iz 0.964
memebers at bearing location
37 to 48 73 to 84 109 to 120 pri ax .0000275 ix 0.00286 iy 0.00001 iz
0.0000143
end cross girders
mid cross girders
230 to 239 pri ax 0.66 ix 0.023 iy 0.00001 iz 0.58
deck members near end cross girder
deck members near mid cross girder
deck memebers
deck end memebers - along width
deck end memebers - along span
181 192 217 228 229 pri ax 1.235 ix 0.0129 iy 0.00001 iz 0.0064
241 252 277 288 240 pri ax 1.235 ix 0.0129 iy 0.00001 iz 0.0064
deck corner memebers
169 180 289 300 pri ax 0.62 ix 0.0064 iy 0.00001 iz 0.0032
Constants
E concrete all
Poi concrete all
den 25 all
supports
41 80 119 pinned
51 90 129 fixed but fx mz
load 1
memeber load
end members outer girders
13 14 23 24 133 134 143 144 uni gy -52.25
end memebers inner girders
25 26 35 36 49 50 59 to 62 71 72 85 86 uni gy -48.75
107 108 121 122 131 to 132 95 to 98 uni gy -48.75
taper memebers outer girders
15 22 135 142 95 to 98 uni gy -45.25
taper members inner girders
27 34 51 58 63 70 87 99 123 94 106 130 uni gy -41.8
middle memebers - end girders
16 to 21 136 to 141 uni gy -38.25
middle memebers - inner girders
28 to 33 52 to 57 64 to 69 uni gy -34.825
88 to 93 100 to 105 124 to 129 uni gy -34.825
memebers at bearing location
37 to 48 73 to 84 109 to 120 uni gy -6.875
end cross girders
170 to 179 290 to 299 uni gy -44
mid cross girders
230 to 239 uni gy -16.5
load 2
memeber load
crash barrier
1 to 12 145 to 156 uni gy -9.4
Wearing course
13 to 24 uni gy -1.65 0.5
133 to 144 uni gy -1.65 0.3
25 to 132 uni gy -1.65
median .3*25 = 7.5
7.5-1.65 = 5.85)
73 to 84 uni gy -5.85
DEFINE MOVING LOAD
CLASS A four LANES
TYPE 1 LOAD 13.5 13.5 57 57 34 34 34 34 DISTANCE 1.1 3.2 1.2 4.3 3.0 3.0 3.0
TYPE 2 LOAD 13.5 13.5 57 57 34 34 34 34 DISTANCE 1.1 3.2 1.2 4.3 3.0 3.0 3.0
LOAD GENERATION 60
a ECCENTRIC (near FP)
TYPE 1 -18.8 0. -0.9 XINC 1.
TYPE 2 -18.8 0. -2.7 XINC 1.
TYPE 1 -18.8 0. -4.4 XINC 1.
TYPE 2 -18.8 0. -6.2 XINC 1.
TYPE 1 -18.8 0. -9.4 XINC 1.
TYPE 2 -18.8 0. -11.2 XINC 1.
TYPE 1 -18.8 0. -12.9 XINC 1.
TYPE 2 -18.8 0. -14.7 XINC 1.
b ECCENTRIC (near median FP)
TYPE 1 -18.8 0. -7.6 XINC 1.
TYPE 2 -18.8 0. -5.8 XINC 1.
TYPE 1 -18.8 0. -4.1 XINC 1.
TYPE 2 -18.8 0. -2.3 XINC 1.
TYPE 1 -18.8 0. -9.4 XINC 1.
TYPE 2 -18.8 0. -11.2 XINC 1.
TYPE 1 -18.8 0. -12.9 XINC 1.
TYPE 2 -18.8 0. -14.7 XINC 1.
C ECCENTRIC TWO LANE (near fp)
TYPE 1 -18.8 0. -0.9 XINC 1.
TYPE 2 -18.8 0. -2.7 XINC 1.
TYPE 1 -18.8 0. -4.4 XINC 1.
TYPE 2 -18.8 0. -6.2 XINC 1.
D ECCENTRIC TWO LANE(near median)
TYPE 1 -18.8 0. -7.6 XINC 1.
TYPE 2 -18.8 0. -5.8 XINC 1.
TYPE 1 -18.8 0. -4.1 XINC 1.
TYPE 2 -18.8 0. -2.3 XINC 1.
CLASS 70R WHEELED
DEFINE MOVING LOAD
TYPE 3 LOAD 40 60 60 85 85 85 85 DISTANCE 3.96 1.52 2.13 1.37 3.05 1.37
TYPE 4 LOAD 40 60 60 85 85 85 85 DISTANCE 3.96 1.52 2.13 1.37 3.05 1.37
LOAD GENERATION 55
E 70R WHEELED + CLASS A (70R E1) (70R near FP)
TYPE 3 -13.4 0. -2.13 XINC 1.
TYPE 4 -13.4 0. -4.06 XINC 1.
TYPE 1 -18.8 0. -9.4 XINC 1.
TYPE 2 -18.8 0. -11.2 XINC 1.
TYPE 1 -18.8 0. -12.9 XINC 1.
TYPE 2 -18.8 0. -14.7 XINC 1.
F CLASS A + 70 R (70RE2) (70R near median)
TYPE 3 -13.4 0. -6.87 XINC 1.
TYPE 4 -13.4 0. -4.94 XINC 1.
TYPE 1 -18.8 0. -9.4 XINC 1.
TYPE 2 -18.8 0. -11.2 XINC 1.
TYPE 1 -18.8 0. -12.9 XINC 1.
TYPE 2 -18.8 0. -14.7 XINC 1.
G 70R WHEELED (on both 2 lanes near FP)
TYPE 3 -13.4 0. -2.13 XINC 1.
TYPE 4 -13.4 0. -4.06 XINC 1.
TYPE 3 -13.4 0. -10.63 XINC 1.
TYPE 4 -13.4 0. -12.56 XINC 1.
H 70R WHEELED (on both 2 lanes near FP)
TYPE 3 -13.4 0. -6.87 XINC 1.
TYPE 4 -13.4 0. -4.94 XINC 1.
TYPE 3 -13.4 0. -10.63 XINC 1.
TYPE 4 -13.4 0. -12.56 XINC 1.
perform analysis
print maxforce envelope
FINISH
Shear Force Results From Grillage Analysis
Live Load 40 stage 1
Girder Node DL SIDL LL A LL B LL C LL D LL E LL F LL G LL H Max Load Case Total Max Load Case Total Node
0.01 0.19 0 0.01 0 0 0.01 0.01 0.01 0.01 0.01 0.209 0.209 0.1981 0
13 786.34 214.73 239.75 143.43 219.68 130.81 204.51 211.26 104.6 109.95 239.75 1216.85 1216.845 1478.34 1 510.09
14 724.05 171.93 236.7 140.72 221.7 130.69 203.85 209.94 102.4 107.47 236.7 1109.01 1109.01 1375.53 2 463.89
15 579.25 145.97 223.73 124.62 212.94 129.01 185.95 189.4 90.13 95.19 223.73 926.577 926.577 1182.27 3 363.09
16 388.9 98.36 200.42 116.85 180.59 124.82 162.62 166.92 87.77 92.67 200.42 667.638 667.638 918.144 4 242.06
17 199.94 36.16 171.97 108.1 152.39 120.62 148.08 152.44 85.41 89.99 171.97 390.873 390.873 631.856 5 121.03
G1 18 10.43 26.78 34.8 0.65 54.36 0.7 35.83 28.9 0.7 0.68 54.36 86.134 86.134 112.971 6 0
19 200.6 36.9 157.63 102.19 139.63 114.44 162.14 166.25 86.15 90.32 166.25 387.125 387.125 608.233 7 121.03
20 389.71 99.08 196.2 117.14 174.51 125.15 167.35 172.82 88.39 92.41 196.2 665.37 665.37 912.173 8 242.06
21 579.66 146.64 223.85 126.26 208.16 130.69 189.02 193.81 91.1 95.23 223.85 927.765 927.765 1185.1 9 363.09
22 724.46 172.59 237.09 140.15 215.02 130.16 212.14 211.32 103.3 107.71 237.09 1110.43 1110.431 1376.63 10 463.89
23 786.53 215.91 236.74 142.52 211.91 129.89 214.48 213.04 105.9 110.04 236.74 1215.51 1215.506 1473.22 11 510.09
24 0.01 215.98 331.31 0.01 0 0 0.01 0.01 0.02 0.01 331.31 514.169 514.169 794.072 12 0
0 115.94 0.12 0.02 0 0 0.01 0 0.07 0.06 0.12 116.048 116.048 104.583
25 727.4 116.83 337.89 227.05 236.48 214.7 326.63 332.03 134.5 141.97 337.89 1148.33 1148.331 1598.44
26 667.87 65.87 310.12 199.3 211.09 182.33 284.72 290.72 131.1 138.99 310.12 1012.85 1012.848 1420.98
27 534.11 59.46 264.57 176.3 181.68 157.77 236.74 244.54 113.2 120.45 264.57 831.683 831.683 1189.38
28 361.57 52.57 194.02 135.41 132.47 114.83 166.13 173.44 96.91 100.77 194.02 588.758 588.758 859.312
29 188.59 50.63 134.55 88.69 84.28 68.94 102.84 95.87 92.68 94.72 134.55 360.315 360.315 547.524
G2 30 16.55 42.48 107.98 77.54 106.89 92.73 201.56 193.87 24.24 16.85 201.56 240.434 240.434 401.911
31 188.67 50.61 115.16 39.05 71.73 55.76 85.81 91.68 92.97 99.39 115.16 342.924 342.924 462.842
32 360.68 52.57 173.9 118.76 117.23 98.1 183.41 184.81 100.5 104.56 184.81 579.579 579.579 814.281
33 535.83 59.7 242.06 159.48 164.83 139.87 257.86 254.9 124.5 124.42 257.86 827.604 827.604 1146.38
34 672.57 66.15 289.89 185.6 196.53 167.32 312.97 307.64 144.8 141.32 312.97 1020.39 1020.393 1393.84
35 731.07 152.45 306.91 201.58 208.03 182.41 367.68 361.6 146.1 143.56 367.68 1214.43 1214.432 1601.48
36 0 151.56 0.41 0.02 0 0 0.01 0 0.09 0.07 0.41 151.929 151.929 137.166
0.01 88.09 0.9 0 0.06 0.03 0.05 0.04 0 0 0.9 88.91 88.91 80.919
49 729.03 88.98 429.92 246.44 209.97 224.51 206.89 215.2 322 327.61 429.92 1204.94 1204.938 1760.8
50 670.53 64.85 387.8 219.97 181.97 189.58 184.86 194.86 284.7 292.05 387.8 1084.4 1084.4 1583.73
51 535.83 57.94 321.17 187.39 154.9 155.67 152.21 162.5 251.1 261.36 321.17 882.823 882.823 1303.1
52 363.12 46.67 235.74 137.71 109.33 100.23 116.03 124.31 181 192.66 235.74 621.956 621.956 933.21
53 190.49 35.54 136.88 93.54 64.12 55.55 87.52 88.42 159 147.22 158.95 369.085 369.085 562.597
G3 54 19.08 23.52 191.44 94.71 102.01 120.4 82.26 69.25 257.5 244.25 257.53 274.377 274.377 533.089
55 191.11 35.53 121.74 78.6 55.08 64.46 94.05 102.42 118.2 123.24 123.24 337.556 337.556 504.14
56 362.95 46.58 208.85 121.5 94.7 83 134.42 138.41 219.6 217.57 219.63 607.197 607.197 876.827
57 534.41 57.66 289.98 169.55 138.66 135.31 180.03 176.19 294.5 285.15 294.49 857.111 857.111 1230.93
58 664.65 64.52 345.37 203.15 165.81 170.22 218.18 208.23 332 319.02 345.37 1040 1040.003 1484.52
59 720.95 66.5 360.72 218.5 178.07 186.08 247.49 235.45 356.2 344.27 360.72 1112.1 1112.098 1580.11
60 0 45.96 0.16 0 0.06 0.03 0.03 0.04 0 0 0.16 46.104 46.104 41.6536
0.01 12.09 149.94 0 0 0 0.01 0.03 0.03 0 149.94 147.046 149.94 284.886
61 720.88 91.38 220.26 238.81 102.19 184.04 143.93 138.26 257.3 269.67 269.67 1054.96 1054.963 1408.54
62 663.85 89.4 218 224.41 102.23 173.3 140.81 135.85 244.9 261.34 261.34 988.456 988.456 1332.02
63 533.13 75.54 191.25 194.78 90.88 150.81 123.23 120.47 211.3 226.05 226.05 812.115 812.115 1116.93
64 362.68 51.57 153.57 148.66 75.11 109.41 110.39 116.71 140.6 161.68 161.68 559.762 559.762 806.016
65 190.9 24.8 134.97 106.8 63.38 64.08 104.35 123.98 123.2 114.3 134.97 337.173 337.173 545.226
G4 66 18.86 3.06 33.56 98.69 24.54 118.48 6.42 2.08 197.9 176.5 197.88 200.012 200.012 312.261
67 189.66 24.76 117.24 97.42 58.47 69.01 111.11 123.94 123.7 133.48 133.48 334.552 334.552 515.757
68 361.6 51.6 143.07 138.32 72.66 90.74 106.9 116.88 188.6 183.52 188.6 582.94 582.94 806.036
69 533.41 75.83 181.56 183.54 88.66 127.08 115.84 121.13 260.1 247.04 260.11 843.339 843.339 1124.11
70 667.21 89.85 211.75 213.29 101.12 148.16 134.48 137.62 299.6 283.7 299.61 1026.71 1026.709 1349.08
71 725.71 91.83 219.31 222.64 102.35 156.8 137.04 140.62 310.7 288.83 310.66 1097.13 1097.134 1429.37
72 0 20.01 180.84 0 0 0 0.04 0.03 0.03 0 180.84 182.766 182.766 345.329
0.01 10.49 49.12 0 0.08 0.07 0.03 0.03 0.04 0.01 49.12 54.708 54.708 98.3572
85 721.32 91.42 296.56 238.4 54.46 73.51 216.48 190.87 259.4 230.19 296.56 1079.64 1079.644 1506.64
86 664.25 89.44 258.99 224.44 52.17 70.95 206.57 187.77 247.4 226.41 258.99 986.781 986.781 1371.53
87 533.03 75.62 225.81 194.72 46.98 60.34 187.58 169.25 211.7 191.07 225.81 811.879 811.879 1151.22
88 362.29 51.64 180.85 148.63 45.11 51.19 153 136.03 164.2 138.63 180.85 576.695 576.695 848.506
89 190.43 24.83 126.01 106.79 43.67 46.98 103.33 104.67 121.1 115.19 126.01 328.669 328.669 528.602
G5 90 18.4 3 87.67 98.68 0.28 6.69 90.37 94.22 122.9 114.27 122.88 131.992 131.992 305.143
91 189.49 24.8 112.09 97.42 43.15 42.05 97.07 120.87 108.3 132.23 132.23 333.297 333.297 509.477
92 361.25 51.56 164.09 138.32 44.79 48.73 130.93 152.23 131.9 153.28 164.09 560.491 560.491 806.852
93 532.09 75.51 210.05 183.56 47.28 58.63 154.55 185.7 176.1 207.4 210.05 796.645 796.645 1110.59
94 664.16 89.32 244.44 213.14 51.31 68.52 169.41 205.03 207.4 243.48 244.44 973.476 973.476 1333.71
95 776.65 91.3 260.42 222.4 51.74 70.08 175.4 206.15 211.3 244.71 260.42 1102.33 1102.328 1474.92
96 0 19.67 24.09 0 0.08 0.07 0.03 0.03 0.01 0.01 24.09 41.351 41.351 61.3059
0.01 90.79 28.44 0 0 0 0.01 0 0.01 0 28.44 116.396 116.396 133.196

97 780.54 91.68 302.65 246.35 29.61 39.78 243.73 313.65 260.3 323.41 323.41 1163.29 1163.289 1595.96
98 667.74 64.73 272.98 219.95 28.86 39.07 212.66 279.27 231.6 286.2 286.2 990.05 990.05 1383.98
99 533.84 57.85 227.77 187.38 27.54 37.54 179 235.32 198.9 245.02 245.02 812.208 812.208 1146.14
100 361.8 46.69 161.45 137.7 28.09 38.11 122.59 158.76 143.8 175.47 175.47 566.413 566.413 808.922
101 189.93 35.64 107.8 93.54 28.62 40.07 72.62 128.77 91.08 117.63 128.77 341.463 341.463 508.657
G6 102 18.58 23.65 117.16 94.68 0.2 0.25 110.68 233.55 105.2 215.82 233.55 252.425 252.425 439.023
103 190.62 35.67 92.37 78.61 28.65 40.13 64.99 113.66 87.13 102.87 113.66 328.584 328.584 466.706
104 362.54 46.73 143.39 121.52 28.47 38.7 105.26 174.9 122.8 191.11 191.11 581.269 581.269 788.052
105 534.32 57.72 206.19 169.58 28.08 37.84 151.35 249.95 162.1 259.66 259.66 825.734 825.734 1118.93
106 665.08 64.42 252.19 203.06 28.26 38.25 182.96 298.95 193.1 305.78 305.78 1004.7 1004.702 1359.48
107 721.43 66.4 268.68 218.21 27.13 37.28 198.22 342.55 208.7 352.74 352.74 1105.3 1105.296 1481.66
108 0 46.46 13.56 0 0 0 0 0 0 0 13.56 58.664 58.664 66.3576
0.01 117.75 0.12 0.02 0.06 0.05 0.03 0.07 0.02 0.04 0.12 117.868 117.868 106.221
121 728.19 118.64 274.49 227.45 9.99 22.38 220.46 169.48 238.5 178.19 274.49 1093.87 1093.871 1486.42
122 669.69 66.37 235.34 199.3 10.02 22.43 188.02 154.9 210.6 167.38 235.34 947.866 947.866 1287.72
123 534.77 59.91 197.67 176.36 9.06 21.97 161.76 125.22 187 144.85 197.67 772.583 772.583 1069.35
124 361.63 52.77 145.02 135.45 7.56 20.91 117.24 85.97 141.7 111.01 145.02 544.918 544.918 770.896
125 188.29 50.8 88.69 88.71 8.17 21.29 71.4 63.11 89.82 87.32 89.82 319.928 319.928 465.335
G7 126 16.51 42.66 116.4 77.52 0.08 0.12 91.22 68.47 81.09 50.2 116.4 163.93 163.93 341.457
127 188.55 50.81 75.75 74.87 8.21 21.3 58.98 74.33 84.34 97.89 97.89 327.461 327.461 445.335
128 360.76 52.79 126.48 118.76 7.44 20.78 100.52 96.55 124.6 122.11 126.48 527.382 527.382 719.884
129 535.94 60.01 176.98 159.47 8.68 21.69 142.81 134.32 159.5 156.06 176.98 755.232 755.232 1016.16
130 672.68 66.47 214.45 185.59 10.67 23.05 170.66 166.01 182.3 180 214.45 932.155 932.155 1238.98
131 731.18 154.47 230.64 201.57 11.64 23.86 186.31 185.47 198.1 188.52 230.64 1093.23 1093.226 1416.11
132 0 153.58 0.4 0.02 0.06 0.05 0.03 0.05 0.01 0.04 0.4 153.94 153.94 138.966
0.01 216.81 110.05 0.01 0.01 0.01 0.01 0.02 0.01 0.01 110.05 315.865 315.865 394.339
133 786.58 216.41 96.46 143.41 0.11 14.42 124.55 94.78 154.4 124.48 154.35 1141.91 1141.905 1267.58
134 724.29 173.06 96.58 140.71 1.03 11.39 120.79 91.55 151.8 122.39 151.76 1033.93 1033.934 1167.83
135 579.49 146.77 93.47 124.59 4.56 0.07 100.9 76.07 136.3 111.87 136.3 848.93 848.93 982.097
136 389.2 98.89 92.19 116.84 22.96 4.56 94.68 73.96 128.7 110.08 128.71 603.929 603.929 752.566
137 200.25 36.4 92.22 107.1 26.7 7.96 91.68 73.63 120.5 110.5 120.51 345.109 345.109 509.918
G8 138 10.84 26.84 8.21 0.65 31.78 12.58 12.27 0.59 0.74 0.85 31.78 66.282 66.282 68.5138
139 200.95 36.896 91.11 102.17 26.82 8.05 77.69 73.78 114.4 111.12 114.4 340.806 340.806 500.005
140 390 99.33 90.43 117.12 23.01 4.58 94.78 73.84 129 109.81 129 605.43 605.43 752.437
141 579.87 147.18 92.2 126.25 4.55 0.09 110.38 76.27 136 112.16 135.96 849.414 849.414 982.923
142 724.67 173.46 95.89 140.14 1.04 11.45 124.77 91.91 144.5 122.85 144.5 1028.18 1028.18 1161.39
143 786.73 217.35 95.79 142.51 0.04 14.46 126.54 95.15 145.8 124.89 145.82 1135.32 1135.318 1260.09
144 0.01 217.74 112.35 0.01 0.01 0.01 0.01 0.02 0.01 0.01 112.35 318.865 318.865 399.339
esults From Grillage Analysis
Girder Live Load 40 stage 1
Girder Node alone Deck slab DL SIDL LL A LL B LL C LL D LL E LL F LL G LL H Max Load Case Total Node
0 0 0 0.01 0 0 0 0 0 0 0 0 0 0.01 0
13 5.61 1.87 31.1 72.16 28.46 4.39 19.18 89.57 40.97 54.02 0.01 0.01 89.57 160.253 1 5.61
14 578.77 294.31 937.09 111.06 280.51 289.49 199.89 172.49 278.72 309.64 251.94 282.95 309.64 1262.82 2 578.77
15 1901.94 993.93 3024.09 519.45 952.05 733.33 818.49 571.57 876.69 933.67 565.75 601.48 952.05 4272.17 3 1901.94
16 3396.67 1816.37 5410.99 948.03 1797.54 1317.1 1644.17 1158.19 1684.99 1753.72 1006.7 1056.61 1797.54 7778.86 4 3396.66
17 4293.5 2326.13 6866.33 1084.85 2303.9 1810.65 2168.23 1674.99 2272.5 2350.77 1442.81 1510.8 2350.77 9820.17 5 4293.5
G1 18 4592.44 2523.22 7383.85 912.73 2461.49 2184.52 2384.48 2106.95 2718.08 2807.06 1866.87 1956.87 2807.06 10554.7 6 4592.44
19 4293.5 2326.13 6865.59 1084.76 2185.13 1775.36 2052.4 1639.59 2309.35 2361.72 1444.04 1510.48 2361.72 9829.94 7 4293.5
20 3396.67 1816.37 5407.51 947.59 1666.36 1289.74 1508.71 1125.62 1786.54 1794.28 1019.81 1057.71 1794.28 7775.48 8 3396.66
21 1901.94 993.93 3014.57 517.73 891.93 715.85 733.7 545.84 1014.46 975.87 605.95 603.58 1014.46 4326.61 9 1901.94
22 578.77 294.31 926.8 109.13 263.83 277.6 163.04 156.21 370.22 324.52 313.65 285.85 370.22 1315.41 10 578.78
23 5.61 1.87 20.58 74.42 32.16 7.37 159.85 88.22 80.71 57.36 8.77 0.01 159.85 225.765 11 5.61
24 0 0 0 0.01 0 0 0 0 0 0 0 0 0 0.01 12 0
0 0 0 0 0 0 0 0 0 0 0 0 0 0
25 5.61 2.28 25.63 44.6 53.55 54.14 86.36 202.35 202.35 193 0.03 1.25 202.35 234.605
26 578.77 366.65 812.14 137.37 251.89 223.1 209.77 199.35 199.35 214.26 192.8 211.91 251.89 1309.49
27 1901.94 1240.45 2735.3 366.05 917.52 807.41 812.47 969.73 969.73 1009.96 607.6 648.49 1009.96 4417.4
28 3396.67 2275.2 4945.38 643.24 1717.92 1527.95 1496.84 1831.48 1831.48 1912.68 1146.08 1221.58 1912.68 8036.52
29 4293.5 2928.69 6298.92 883.35 2116.3 1903.07 1773.25 2253.61 2253.61 2347.03 1536.84 1628.17 2347.03 10217.9
G2 30 4592.44 3200.85 6805.05 1111.23 2126.72 1861.94 1664.26 9.67 9.67 2354.4 1882.17 1966.52 2354.4 11023.5
31 4293.5 2928.69 6298.6 883.32 1971.83 1762.9 1640.89 2359.44 2359.44 2374.68 1610.17 1638.49 2374.68 10242.7
32 3396.67 2275.2 4947.45 643.76 1559.41 1389.07 1337.25 1980.7 1980.7 2358.16 1258.85 1249.31 2358.16 8437.97
33 1901.94 1240.45 2741.85 367.45 844.09 746.67 721.17 1120.58 1120.58 1971.24 687.86 666.11 1971.24 5283.96
34 578.77 366.65 813.22 137.61 226.81 200.74 169.6 267.6 267.6 1091.26 235.15 219.77 1091.26 2065.16
35 5.61 2.28 28.96 43.91 45.85 45.38 82.14 193.61 193.61 248.82 4.81 0.87 248.82 275.738
36 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 0
49 5.61 2.28 29.72 26.08 35.42 50.11 75.47 93.06 40.69 27.31 188.29 170.36 188.29 203.431
50 578.77 366.65 810.01 119.46 249.54 252.21 184.51 189.22 210.31 237.47 180.22 205.62 252.21 1291.87
51 1901.94 1240.45 2738.65 348.67 871.73 897.66 702.67 729.83 778.81 838.21 880.65 940.22 940.22 4337.26
52 3396.67 2275.2 4956.35 637.05 1629.42 1650.44 1274.39 1295.41 1511.93 1609.33 1613.37 1722.89 1722.89 7859.52
53 4293.5 2928.69 6320.49 863.19 2036.05 1982.47 1476.35 1422.78 1953.84 2068.53 1935.51 2066.12 2068.53 9947.06
G3 54 4592.44 3200.85 6836.17 1028.58 2066.29 1909.43 1361.63 3.8 2143.52 2226.22 1949.29 2075.73 2226.22 10825.5
55 4293.5 2928.69 6316.91 862.42 1900.56 1843.96 1355.81 1321.75 2072.26 2081.53 2090.1 2081.09 2090.1 9965.7
56 3396.67 2275.2 4949.11 635.63 1486.9 1489.05 1127.78 1139.2 1693.06 1654.82 1798.37 1766.28 1798.37 7926.03
57 1901.94 1240.45 2734.14 347.86 807.25 812.48 617.62 626.61 930.3 901.54 1048.41 1012.14 1048.41 4433.82
58 578.77 366.65 821.27 121.75 232.5 220.98 154.19 160.22 272.75 266.09 246.86 233.86 272.75 1312.65
59 5.61 2.28 8.77 30.39 37.36 42.87 59.78 83.39 35.96 17.62 188.62 177.54 188.62 208.038
60 0 0 0 0 0 0 0 0 0 0.02 0 0 0.02 0.018
0 0 0 0.02 0 0 0 0 0 0 0 0 0 0.02
61 5.61 2.28 7.1 0.78 7.93 29.21 7.94 63.8 17.42 27.68 95.83 61.5 95.83 94.917
62 578.77 366.65 826.4 115.67 264.31 266.85 143.42 160.14 277.18 305.29 221.52 278.95 305.29 1335.85
63 1901.94 1240.45 2736.95 382.17 785.95 913.7 444.76 585.51 703.31 710.5 856.66 978.63 978.63 4405.33
64 3396.67 2275.2 4945.82 684.02 1444.7 1654.5 822.26 1032.07 1269.17 1251.08 1618.11 1743.68 1743.68 7925.2
65 4293.5 2928.69 6312.53 858.59 1870.23 1991.4 1047.79 1169.79 1723.51 1743.61 1937.3 2069.67 2069.67 9943.48
G4 66 4592.44 3200.85 6830.63 894.97 2107.81 2010.03 1136.41 1090.65 2172.71 2296.23 1955.18 2100.55 2296.23 10754.9
67 4293.5 2928.69 6318.54 859.7 1800.66 1864.58 999.56 1075.28 1691.55 1746.34 2078.33 2086.88 2086.88 9960.08
68 3396.67 2275.2 4957.13 686.13 1366.31 1500.27 769.52 907.37 1228.95 1256.87 1801.11 1784.23 1801.11 7979
69 1901.94 1240.45 2747.28 384.16 748.55 829.14 427.46 510.09 690.39 724.11 1049.03 1043.88 1049.03 4470.68
70 578.77 366.65 826.37 115.52 248.83 237.48 138.32 134.44 279.01 314.58 287.88 300.4 314.58 1344.06
71 5.61 2.28 9.38 0.74 13.29 37.87 13.3 55.56 17.92 30.87 106.25 63.15 106.25 104.255
72 0 0 0 0.02 0 0 0 0 0 0 0 0 0 0.02
0 0 0 0.02 0 0 0 0 0 0 0 0 0 0.02
85 5.61 2.28 7.1 0.9 25.07 29.04 4.66 10.97 28.51 25.14 56.33 37.33 56.33 59.487
86 578.77 366.65 827.82 115.62 242.64 266.65 107.01 121.89 252.46 230.01 302.95 298.46 302.95 1333.7
87 1901.94 1240.45 2739.62 382.09 819.79 913.74 267.1 344.19 804.47 756.74 943.24 950.3 950.3 4379.75
88 3396.67 2275.2 4948 684.44 1505.89 1654.6 490.88 624.29 1461.87 1405.53 1616.8 1689.81 1689.81 7877.14
89 4293.5 2928.69 6312.79 859.37 1869.47 2009.97 700.7 822.39 1802.12 1789.13 1896.72 2026.69 2026.69 9905.58
G5 90 4592.44 3200.85 6828.59 896.07 1926.28 1956.24 902.34 970.21 1768.06 1917.2 1976.14 2132.41 2132.41 10608.5
91 4293.5 2928.69 6317.33 860.4 1752.07 1864.51 697.16 800.64 1615.3 1921.04 1865.89 2044.56 2044.56 9922.69
92 3396.67 2275.2 4957.6 686.43 1374.3 1500.13 484.73 597.95 1236.58 1445.65 1537.82 1726.65 1726.65 7912.29
93 1901.94 1240.45 2754.03 384.09 756.21 828.82 258.3 325.41 676.16 812.26 876.59 1013.7 1013.7 4438.81
94 578.77 366.65 842.76 115.64 225.33 237.71 99.55 111.32 202.23 245.45 273.56 315.75 315.75 1345.24
95 5.61 2.28 21.54 0.41 35.67 37.89 3.15 9.06 40.42 10.71 38.17 38.92 40.42 44.678
96 0 0 0 0.02 0 0 0 0 0 0.01 0 0 0.01 0.029
0 0 0 0 0 0 0 0 0 0 0 0 0 0
97 5.61 2.28 40.64 26.29 60.91 49.92 0.03 6.32 66.14 203.27 75.16 169.4 203.27 217.123
98 578.77 366.65 828.33 119.83 233.61 252.43 65.64 83.9 237.2 179.87 283.56 221.72 283.56 1320.45
99 1901.94 1240.45 2748.86 349.48 851.3 897.77 153.82 199.88 853.96 903.28 943.74 984.03 984.03 4377.5
100 3396.67 2275.2 4960.01 638.51 1559.82 1650.42 287.91 377.41 1544.43 1656.91 1712.66 1808.33 1808.33 7937.88
101 4293.5 2928.69 6320.85 865.37 1846.19 1982.41 426.24 561.78 1777.59 1912.98 2027.43 2169.14 2169.14 10039.8
G6 102 4592.44 3200.85 6833.8 1031.5 7.39 1909.41 567.48 757.84 1602.86 8.56 1930.41 2175.4 2175.4 10782.7
103 4293.5 2928.69 6317.03 864.45 1731.5 1843.85 426.57 562.7 1587.11 1931.6 1829.46 2192.37 2192.37 10059.8
104 3396.67 2275.2 4951.31 636.76 1398.17 1488.78 286.23 374.41 1300.86 1918.97 1456.77 1853.44 1918.97 8035.7
105 1901.94 1240.45 2736.83 348.09 764.39 811.94 148.65 192.32 709.7 1684.24 800.35 1061.15 1684.24 5006.3
106 578.77 366.65 822.58 121.77 202.07 220.76 61.64 77.75 177.76 975.72 224.83 253.09 975.72 1945.34
107 5.61 2.28 8.04 30.52 53.41 42.82 0.03 4.7 74.11 211.45 60.94 176.29 211.45 228.715
108 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0.03 0 0 0.03 0.027
121 5.61 2.28 24.7 44.35 55.47 54.35 0.03 0.03 46.56 20.28 53.07 20.12 55.47 102.163
122 578.77 366.65 814.03 137.76 214.36 223.21 56.3 64.86 222.95 186.34 243.46 200.66 243.46 1302.29
123 1901.94 1240.45 2739.28 367.7 770.22 807.3 87.94 134.68 768.86 664.88 856.32 723.68 856.32 4280.78
124 3396.67 2275.2 4949.61 645.97 1428.39 1527.67 133.19 242.84 1398.87 1256.18 1613.49 1427.72 1613.49 7769.98
125 4293.5 2928.69 6301.87 886.89 1726.83 1902.95 170.39 345.78 1659.63 1528.69 1989.49 1852.33 1989.49 9899.62
G7 126 4592.44 3200.85 6806.53 1115.46 1630.94 1861.9 210.33 450.6 1537.86 1594.19 1942.39 2062.34 2062.34 10764.9
127 4293.5 2928.69 6300.11 886.69 1593.47 1762.78 170.15 345.72 1513.98 1537.32 1805.25 1865.35 1865.35 9787.7
128 3396.67 2275.2 4948.77 646.15 1284.33 1388.91 133.61 243.59 1226.59 1291.25 1392.86 1471.4 1471.4 7642.28
129 1901.94 1240.45 2742.73 368.65 701.93 746.55 90.38 136.78 667.47 714.15 734.95 780.18 780.18 4213.2
130 578.77 366.65 813.75 137.86 190.58 200.64 56.6 64.49 170.36 205.89 188.66 215.45 215.45 1277.19
131 5.61 2.28 28.56 43.79 47.57 45.45 0.03 0.03 64.81 0.03 61.89 21.43 64.81 110.009
132 0 0 0 0 0 0 0 0 0 0.01 0 0 0.01 0.009
0 0 0 0.01 0 0 0 0 0 0 0 0 0 0.01
133 5.61 1.87 31.25 73.31 4.39 4.39 154.06 0.01 32.69 0.01 40.43 0.01 154.06 219.444
134 578.77 294.31 937.53 111.14 290.33 289.45 152.73 150.14 313.36 298 309.71 296.23 313.36 1266.24
135 1901.94 993.93 3025.27 521.59 691.06 733.2 144.94 192.21 687.89 565.99 781.37 653.84 781.37 4120.69
136 3396.67 1816.37 5413.61 952.58 1188.76 1316.86 37.97 175.42 1141.39 914.08 1411.16 1180.79 1411.16 7435.66
137 4293.5 2326.13 6870.43 1090.48 1582.42 1810.34 93.96 138.85 1512.76 1265.09 1943.82 1713.25 1943.82 9459.55
G8 138 4592.44 2523.22 7389.45 918.06 1859.86 2184.2 247.13 0 1797.28 1622.49 2367.92 2255.52 2367.92 10164.8
139 4293.5 2326.13 6869.18 1090.27 1546.62 1775.16 93.34 139.49 1497.6 1262.6 1883.01 1710.1 1883.01 9404.61
140 3396.67 1816.37 5409.38 951.91 1156.98 1289.62 39.25 176.38 1115.91 917.36 1328.66 1183.07 1328.66 7360.74
141 1901.94 993.93 3015.01 519.54 672.19 715.8 146.34 193.26 625.81 571.59 692.6 657.83 715.8 4059.63
142 578.77 294.31 926.58 108.89 279.01 277.58 154.08 150.98 234.37 302.72 233.1 299.8 302.72 1254.42
143 5.61 1.87 20.12 75.72 7.37 7.37 155.4 0.01 7.37 0.02 7.37 0.01 155.4 223.06
144 0 0 0 0.01 0 0 0 0 0 0 0 0 0 0.01
DESIGN OF PSC GIRDER
Design of Girder - 40m psan
Calculation of Bending Moments due to the following at Various X n
Summary of Shear & Moments at Various X ns obtained from respective STAAD analysis
Moment / Shear due to 1-1 3-3 5-5 7-7 9-9
0.000 4.940 9.880 14.820 19.760
1) DL of girder M -0.56 190.19 339.67 429.35 459.24
S 72.90 53.58 36.31 19.05 1.91
2) DL of deck slab & diaphragm M -0.23 124.05 227.52 292.87 320.09
S 70.00 50.00 35.00 18.00 1.50
2) S.I.D.Load M -4.46 36.75 64.38 88.33 111.12
S 8.90 5.79 4.67 3.55 2.35
Vehicular Loads
a) Class _70r -- Total M 20.94 204.02 244.07 245.78 243.68
S 49.44 36.93 27.11 18.28 29.62
b) Class _A --Total M -0.33 107.92 176.20 209.24 220.25
S 30.39 24.34 19.05 13.99 9.03
Ultimate M 42.25 1054.91 1589.71 1874.44 2000.44
Moment / Shear S 355.75 259.30 184.08 108.38 83.86
M Moment S Shear
The effect of vehicular impact is taken as follows

Impact Factor for Class 70r = 15.00% (Vide Fig-5 on page 23 of IRC-6:2000)
Impact Factor = 4.5 = 10.126% (Vide Cl:211.2 on page 22 of IRC-6:2000)
6 + 38.44
n
Position of Cables at Running X .
c
2200 700
c b
b 250 700
250 a
150 250
a
Prestresing Details
Type of Cable Used = 22 T 15 with duct diametre 100mm 2 numbers
22 T 15 with duct diametre 90mm 1 number
Cable make = BBRV Cona make.
Sheating type = Corrugated HDPE pipe of approved make.
Anchorage block size. = 375 mm
Distance bet n anchrages = 650 mm
Value of wooble co-eff = 0.002 per meter length of cable.as per IRC:18-2000.
Value of friction co-eff = 0.17 As per IRC:18-2000.
Conduit ID assembled = 100mm
No of Cables Used = 2
(15mm dia)
No of Cables Used = 1
(15mm dia)
Ultimate Strength / strand = 27.9 T 186 Kn as per BBRV's brochure.
(15mm dia)
Ultimate Strength / strand = 27.9 T
(15mm dia)
Stressing to = 0.74 times UTS
Stressing @ 0.74times UTS = 20.646 T / STRAND
(15mm dia)
Stressing @ 0.74times UTS 20.646 T / STRAND
(15mm dia)
Force per cable (A ,B) = 454.212 T Force per cable as per BBR's brochure is 2827Kn at 0.8UTS.
(15mm dia)
Force per cable C = 454.212 T
(15mm dia)
C/S Area of 1 Cable = 33 cm 2 As per BBRV's brochure.
(15mm dia)
C/S Area of 1 Cable = 33 cm 2
(15mm dia)
? Total Force = 1362.636 T
= 1362636 Kg
? Total C/S Area = 33 x 2 + 33.0 x 1
= 99 cm 2
Clear cover to Prestressing Cables
= 100 mm, 75 mm whichever is greater.
Girder No : 1
Summary of Stresses at Various X ns
Stress due to 1-1 3-3 5-5 7-7 9-9
1) DL of girder B -0.099 81.128 72.443 91.570 97.946
T -0.099 38.101 78.317 98.995 105.888
2) DL od deck slab B -0.040 24.004 48.525 62.462 68.267
T -0.040 43.936 52.459 67.527 73.802
2) S.I.D.Load B -0.515 2.610 9.147 12.550 15.788
T -0.797 1.186 4.154 5.700 7.170 19.6794
4)Vehicular Live Load
Class 70-R B 2.418 14.494 34.678 34.921 34.622
T 3.740 6.582 15.749 15.859 15.724 43.15473
Class - A B -0.038 7.667 25.035 29.729 31.294
T -0.059 3.482 11.370 13.501 14.212
B Bottom T Top
Lifting point for cables
Half length of cable = 19760 mm y x k T
c = 18760 mm 6.108 1000 1000.000 18760.0 2.8E-06 0.107 6.10829206
b = 17760 mm 3.549 2000 550.000 17760.0 1.7E-06 0.062 3.54872508
a = 13760 mm 0.833 6000 100 13760.0 5.3E-07 0.015 0.83278749
19760.000 14820.000 9880 4940 0

Cables Section Section Section Section Section
1-1 3-3 5-5 7-7 9-9
Cables Dist 1650.00 1192.69 874.06 694.11 650.00
C T 0.11 0.08 0.05 0.02 0.00 6.108292
Cables Dist 950.000 686.585 508.275 400.000 400.000
b T 0.062 0.045 0.027 0.000 0.000 3.548725
Cables Dist 250.000 191.087 157.951 150.000 150.000
a T 0.015 0.009 0.004 0.000 0.000 0.832787
Resultant C.G 950.00 690.12 513.43 414.70 400.00
Calculation of Losses in Prestress :-

Ref: IRC 18: 2000, Cl. 11.6, Table 5.
1) Instantenous Losses consisting of the following ;-
a) Frictional Loss : (for galvanised wire cable)
PT )
Wobble Coefficient = k = 0.002 Px = P o x e -( k x +
Coefficient of Friction = P = 0.17
Cable Cable length k x length T PT e -( kx+PT)
Nos Lengths m radians
AB 0.810 0.002 0.000 0.000 0.9984
C BC 18.787 0.038 0.107 0.018 0.9458
CD 1.000 0.002 0.000 0.000 0.9980
AB 0.890 0.002 0.000 0.000 0.9982
b BC 17.769 0.036 0.062 0.011 0.9550
CD 2.000 0.004 0.000 0.000 0.9960
AB 0.890 0.002 0.000 0.000 0.9982
a BC 13.760 0.028 0.015 0.002 0.9705
CD 6.000 0.012 0.000 0.000 0.9881
Cable Section Tension Prestress Ave Force Elongation (cms) Total Elon -
Nos Factor Force(T) (T) FxL / AxE gation (cms)
A 1 454.21 0
B 0.99838 453.48 453.84 0.56
13.115
C C 0.94429 428.91 441.19 12.56
D 0.94241 428.05 428.48 0.00
A 1 454.21 0
B 0.99822 453.40 453.81 0.61
13.853
b C 0.95328 432.99 443.20 11.93
D 0.94947 431.26 432.13 1.31
A 1 454.21 0
B 0.99822 453.40 453.81 0.61
13.902
a C 0.96873 440.01 446.71 9.31
D 0.95717 434.76 437.38 3.98
b) Slip Loss :
Assuming 6mm Slip in the Prestressing Cables & that the Cables are stressed from both ends.
Force due to 6mm Slip. (for 13mmdia)for Cable A and B
F = AE G
= 33.000 x 2.0E+06 x 0.6 = 4.0E+05 Kg
For Both end stressing case 1/2 force on either side of midpan is considered.
? Force = 396000 = 198.00 T
2 x 1000
Force due to 6mm Slip. (for 13mmdia)for Cable C
F = AE G
= 33.000 x 2.0E+06 x 0.6 = 4.0E+05 Kg
For Both end stressing case 1/2 force on either side of midpan is considered.
? Force = 396000 = 198.00 T
2 x 1000
Computation of Force after slip for the cables:
Cable Force Force Diagram after 6mm Slip
Nos in Tonne
B 453.5 453.5
B
B
445.6
428.9 428.1
C
D
C C 428.9 437.655 5837.5 12923
18760 1000
19760
D 428.1
B 453.4 453.4
433.0 432.1
C
431.3
431.2 D
b C 433.0 410.75 1058.7 941.3
17760 2000
19760
D 431.3
B 453.8 453.8
446.7 437.7
C
437.4
428.8 D
a C 446.7 421.68 5767.1 232.9
13760 6000
19760
D 437.4
Summary of Cable Forces after slip loss at various X n .
19760 14820 9880 4940 0
Cable 1-1 3-3 5-5 7-7 9-9
Nos
c 419.4 426.1 432.8 440.2 428.1
b 410.7 416.43 422.10 427.78 431.26
a 421.68 424.23 426.78 429.33 437.38
6 Force 1251.81 1266.73 1281.66 1297.27 1296.70
Average force in the cables = 429.3 T

(I cable)
Force / strands = 429.3
22
= 19.5 T
Ultimate Force / strand = 27.9 T
Ultimate stress / strand = 0.699 < 0.74 times ultimate. Hence safe
Average force in the cables

(II and III cable)
Force / strands = 849.5
44
= 19.3 T
Ultimate Force / strand = 27.9 T
Ultimate stress / strand = 0.692 < 0.74 times ultimate. Hence safe
Average Stress in the cables = 12917.5 Kg/cm 2
Horizontal Component of Cable forces at various X n .
Cable 1-1 3-3 5-5 7-7 9-9
Nos
c 417.0 424.8 432.2 440.0 428.1
b 410.0 416.0 421.9 427.8 431.3
a 421.6 424.2 426.8 429.3 437.4
6 Force 1248.60 1264.99 1280.94 1297.16 1296.70
Vertical Component of Cable forces at various X n .
Cable 1-1 3-3 5-5 7-7 9-9
Nos
c 44.6 33.4 21.8 9.9 0.0
b 25.4 18.6 11.6 0.0 0.0
a 6.1 4.0 1.7 0.0 0.0
6 Force 76.18 55.99 35.18 9.85 0.00
Effect of Prestressing :-
Sections 1-1 3-3 5-5 7-7 9-9
Force, F( T ) 1248.6 1265.0 1280.9 1297.2 1296.7
Area, A(cm 2 ) 15400.0 9800.0 9800.0 9800.0 9800.0
F/A (Kg/cm 2 ) 81.1 129.1 130.7 132.4 132.3
Vb (cms) 110.0 105.7 105.7 105.7 105.7
e = Vb-x (cms) 15.0 36.7 54.4 64.2 65.7
Zt (cm 3 ) 564667 433708 433708 433708 433708
Zb (cm 3 ) 564666.7 468873.9 468874 468874 468874
F x e / Zt 33.2 107.0 160.6 192.1 196.5
Fxe / Zb 33.2 99.0 148.5 177.7 181.7
F/A -(Fxe / Zt) 47.9 22.0 -29.9 -59.8 -64.2
F/A +(Fxe / Zt) 114.2 228.1 279.2 310.1 314.1
2) Time Dependent Losses consisting of the following ;-

a) Elastic Shortening of Wires: (Vide Cl:11.1 of I.R.C:-18-2000)
Loss = 0.5 x m x Stress at C.G of the Cables at that X n .
It is proposed to stress the cables after 28-Days when the concrete attains 100% of its full strength.
The effect of Prestress & Dead Load acts together.
Descriptions 1-1 3-3 5-5 7-7 9-9

Vt Vb Vt Vb Vt Vb Vt Vb Vt Vb
Prestress 47.910 114.246 22.032 228.100 -29.876 279.249 -59.781 310.096 -64.156 314.053
Dead Load -0.099 0.099 38.101 -81.128 78.317 -72.443 98.995 -91.570 105.888 -97.946
Resultant 47.810 114.345 60.132 146.972 48.441 206.806 39.214 218.526 41.732 216.107
Sections 1-1 3-3 5-5 7-7 9-9

47.81 60.132 48.441 39.2 41.73
41.8 33.5 35.6
Stress at 125 151 169 179 180
the C.G of
the Cables 85.61 119.73 169.85 184.73 184.40
95 69.01 51.34 41.47 40.00
114.35 146.97 206.81 218.53 216.11
Average stress at C.G of the X n . = 148.86 Kg/cm 2
? Loss = 0.5 x 5.657 x 148.9 m = Es = 2000000 = 5.66
= 421.05 Kg/cm 2 Ec 353553
% Loss = 421.0510026 x 100 = 3.260 %
12917.5
Initial relaxation loss (Cl-11.4 IRC 18-2000) 2.446 %
b) Creep of Concrete:- (Vide Cl:11.1 of I.R.C:-18-2000)
Descriptions 1-1 3-3 5-5 7-7 9-9

Prestress 47.910 114.246 22.032 228.100 -29.876 279.249 -59.781 310.096 -64.156 314.053
Dead Load -0.099 0.099 38.101 -81.128 78.317 -72.443 98.995 -91.570 105.888 -97.946
Inst: Loss % -2.734 -6.519 -1.257 -13.015 1.705 -15.934 3.411 -17.694 3.661 -17.920
5.706
Resultant 45.077 107.826 58.875 133.957 50.146 190.872 42.625 200.832 45.392 198.187
Sections 1-1 3-3 5-5 7-7 9-9

45.08 58.875 50.146 42.63 45.39
45.8 38.5
Stress at 125 151 169 179 180
the C.G of
the Cables 80.73 110.40 158.03 171.01 170.41
95.0 69.0 51.3 41.5 40.0
107.83 133.96 190.87 200.83 198.19
Average stress at C.G of the cables = 138.12 Kg/cm 2
Creep Strain at 100% Maturity at 28-days = 0.00040 / 10 Mpa
Es = 2000000
? Loss = 0.00040 x 138.12 x 2000000 = 1104.93 Kg/cm 2
100
c) Shrinkage of Concrete:- (Vide Cl:11.1 of I.R.C:-18-2000)

Shrinkage Strain at 100% Maturity = 0.00019
at 28-days ? Loss = 0.00019 x 2000000 = 380.0 Kg/cm 2
d) Relaxation of H.T.Steel (Vide Cl:11.4 of I.R.C:-18-2000)

From table 4A, percentage relaxation loss corresponding to 0.696 times Ultimate Stregth of Wires is calculated as for low relaxation steel
0.60 1.3 %
0.696 2.4 %
0.70 2.5 %
Relaxation Loss corresponding 2.446 % of the average prestress ie… 12918 Kg/cm2 = 632.04 Kg/cm 2 ie… 4.89%
? Total Time Dependent Losses = 2116.96 Kg/cm 2
? % Loss = 2116.96 x 100 = 16.388 %
12917.5
3) Time Dependent Losses consisting of the following ;-
20 % higher time dependent losses as per Cl 7.2.4 of I.R.C:-18-2000.
a) Creep of Concrete:- = 1104.93 Kg/cm 2
b) Shrinkage of Concrete:- = 380.00 Kg/cm 2
c) Relaxation of H.T.Steel = 1.47 %
Total = 1484.93 Kg/cm 2

% Loss = 1484.927 x 20 + 1.47 = 3.767 %
12917.5
Recapitulation of Stresses at Various X n .

Descriptions 1-1 3-3 5-5 7-7 9-9
Prestress 47.910 114.246 22.032 228.100 -29.876 279.249 -59.781 310.096 -64.156 314.053
Dead Load -0.099 0.099 38.101 -81.128 78.317 -72.443 98.995 -91.570 105.888 -97.946
Inst: Loss % -2.734 -6.519 -1.257 -13.015 1.705 -15.934 3.411 -17.694 3.661 -17.920
5.706
Resultant 45.077 107.826 58.875 133.957 50.146 190.872 42.625 200.832 45.392 198.187
(28-Days)
Deck slab -0.040 0.040 43.936 -24.004 52.459 -48.525 67.527 -62.462 73.802 -68.267
S.I.D.L -0.797 0.515 1.186 -2.610 4.154 -9.147 5.700 -12.550 7.170 -15.788
Bal: Loss % -7.852 -18.723 -3.611 -37.382 4.896 -45.764 9.797 -50.820 10.514 -51.468
16.388
Vehicular 3.740 -2.418 6.582 -14.494 15.749 -34.678 13.501 -34.921 15.724 -34.622
Load
20 %Extra Loss -1.805 -4.304 -0.830 -8.592 1.125 -10.519 2.252 -11.681 2.417 -11.830
3.767
Resultant 38.324 82.937 106.138 46.874 128.529 42.239 141.402 28.398 155.019 16.211
Remarks about Stresses at various Stages of Prestressing: (Vide Cl: 7.1 to 7.1.4 of IRC:-18-2000. )
1) Permissible Temporary Stress in Concrete
a) Maximum Compressive Stress immediately after Prestressing shall not exceed minimum of the following
300 Kg/cm 2 or 0.5 Fcj
Fcj = Expected Concrete Strength at the time of Prestressing.
= 0.5 x 500 = 250 Kg/cm 2
Max Compressive Stress developed = 200.83 Kg/cm 2 Hence O.K
b) Temporary Tensile Stress in the extreme fibre immediately after Prestressing shall not exceed,
= 1 of Maximum Compressive Stress immediately after Prestressing
10
= -1 x 250.00 = -25.00 Kg/cm 2
10
Minimum Stress developed = 42.63 Kg/cm 2
Tension developed is within limits at this stage.Hence O.K
2) Permissible Stress in Concrete at Service Condition
a) Maximum Compressive Stress allowed during Service Condition
= 0.33 Fck
= 0.33 x 500 = 165 Kg/cm 2
Maximum Compressive Stress attained at Service
= 155.0 Kg/cm 2 Hence O.K
b) Minimum Stress attained at Service
= 16.211 Kg/cm 2 No Tension is developed .The Stresses are Compressive only.Hence O.K
Check for Deflection at Midspan.

Downward deflection is given by G
= 5 x M x L2
48 ExI
M = Moment = 1134.132 Tm
L = Span = 39.52 m
E = Modulus of Elasticity of Concrete = 353553.39 Kg/cm 2
I = Moment of Inertia = 6.2.E+07 cm 4
?G 1 = 5 x 113413240 x 3952 2
48 x 353553.39 x 62113333
= 8.402075 cms
= 84.02075 mm
Upward deflection due to prestress
= P x e x L2
8xExI
P = Prestressing Force at Mid Span = 1296.699 T
e = eccentricity = 65.7 cms
?G 2 = 1.3E+06 x 65.714286 x 3952 2
8 x 353553.39 x 62113333
= 7.5753576 cms
= 75.75 mm
? Net G = 84.02 - 75.75358
= 8.27 Downward
Permissible Deflection = L = 39520
800 800
= 49.4 mm HenceO.K
Check for Ultimate Strength at Various X n . (Vide Cl:13 of I.R.C:-18-2000)
(i ) Failure by yield of steel ( Under Reinforced section )
M ult ( Steel ) = 0.9 d b A s f p
A s = Area of High Tensile Steel
f p = The Ultimate Tensile Strength of Steel .
d b = The Depth opf the beam from the maximum compression edge to C.G of Tendons.
( ii ) Failure by crushing of concrete ( over reinforced section )

2
M ult ( Con :) = 0.176 b d b f ck + (2/3) x 0.8( B f - b )(d b - t / 2)x t x fck
b = Total width of the Webs.
B f = Overall width of the top flange
t = Average thickness of flange.
UTS = 0.74
Sections 1-1 3-3 5-5 7-7 9-9
A s (m 2 ) 0.00990 0.010 0.010 0.010 0.010
f p (T/m 2 ) 186000 186000 186000 186000 186000
d b (m) 1.500 1.760 1.937 2.035 2.050
M ult( Steel ) (Tm) 2485.89 2916.58 3209.40 3373.02 3397.38
b (m) 0.700 0.350 0.350 0.350 0.350
B f (m) 2.200 2.200 2.200 2.200 2.200
t (m) 0.550 0.550 0.550 0.550 0.550
M ult( Conc ) (Tm) 4081.00 4982.91 5663.49 6052.14 6110.54
Min M Ult 2485.89 2916.58 3209.40 3373.02 3397.38
M Ultimate 42.25 1054.91 1589.71 1874.44 2000.44
Remarks Safe Safe Safe Safe Safe
Check for Ultimate Shear Strength at Various X n . (Vide Cl:14.1.2 of I.R.C:-18-2000)

Sections Uncracked in flexure
V co = 0.67bd (f t +0.8 f cp* f t )
n
V co = Ultimate Shear Resistance of the X .
b = Width of Webs - (2/3 x Duct Diametre) if the Cables are grouted.
d = Overall depth
f t = Max principal stress 0.24 fck
f cp = Stress at c.g at the section due to prestress after inst: loss is accounted.
Sections Cracked in flexure
V cr = 0.037bd b f ck + (M t xV/M)
d b = Distance of extreme comp.fibre from centroid of tendons.
M t = (0.37 f ck + 0.8 f pt ) I/y
V and M = Ultimate Shear & corresponding moment at the section
V cr (min) = 0.1bd f ck
Acc.to IRC :18 - 2000 Cl. No. 14.1.5 &Table 6.
V Capacity =( 530 x b web xdb )+ P Sin( T) if the X n is Uncracked.
db = 0.8 x Overall Depth or Dist: from comp: face to C.G of Tendons,which ever is more.
Sections 1-1 3-3 5-5 7-7 9-9
b (m) 0.5000 0.1500 0.1500 0.1500 0.1500
d (m) 2.2000 2.2000 2.2000 2.2000 2.2000
f cp (T/m 2 ) 807.299 1104.04 1580.296 1710.094 1704.063
f t (T/m 2 ) 169.706 169.706 169.706 169.706 169.706
V co (T) 222.7238 169.3343 199.2360 203.8136 199.5911
d b (m) 1.500 1.76 1.937 2.035 2.050
I (m 4 ) 0.621 0.496 0.496 0.496 0.496
y = Vb (m) 1.100 1.06 1.057 1.057 1.057
V t (T/m 2 ) 479.096 220.32 -298.758 -597.812 -641.560
V b (T/m 2 ) 1142.460 2281.00 2792.488 3100.960 3140.531
f pt (T/m 2 ) 1142.460 2281.002 2792.488 3100.960 3140.531
M t (Tm) 663.821 978.273 1170.131 1285.839 1300.682
M ult (Tm) 42.255 1054.91 1589.706 1874.441 2000.441
V ult (T) 355.753 259.299 184.077 108.380 83.856
Vcr (T) 5608.5 247.4 143.1 82.3 62.6
Vcr(min)(T) 77.782 23.335 23.335 23.335 23.335
? Vcr (T) 5609 247.37 143.093 82.334 63
Remarks Cracked Cracked Uncracked Uncracked Uncracked
P Sin( T ) T 0.000 0.000 35.177 9.854 0.000
b web 0.700 0.350 0.350 0.350 0.350
db (m) 1.960 1.960 1.960 2.035 2.050
V Capacity (T) 727.160 363.580 398.757 387.402 380.275
Check for Shear Reinforcement Requirement ;- (Vide Cl:14.1.4 of IRC :18 - 2000.)
Sections 1-1 3-3 5-5 7-7 9-9

V ult (T) 355.7525 259.2989 184.0773 108.3796 83.8559
Vc (T) 222.724 169.334 143.093 82.334 62.568
Spacing (mm) 150 150 150 200 200
Asv (cm 2 ) 4.78 3.23 1.47 1.25 1.02
Asv(cm 2 )/Web 4.78 3.23 1.47 1.25 1.02
I of Bar(mm) 12 10 10 10 10
No of Legs 2 2 2 2 2
Asv Prov (cm 2 ) 15.080 10.472 10.472 7.854 7.854
EFFECTS OF DIFFERENTIAL SHRINKAGE
It is generally assumed that the time lag between transfer of prestress and casting of deck slab will be about 30 days.
Differential shrinkage strain, H sh = 0.0001
Force induced by differential shrinkage, F = K .A.E. H sh where A = 0.55 m
2
Refer BS 5400, Chapter 8, page 110. E = 5000 50

= 35355 Mpa
= 3535533.91 Kg/cm 2
K = 0.43 (As per BS:5400)
= 83.6 T
Eccentricity of the above force from top of the composite section = 0.125 m
Yt (Distance of the NA of composite section from top) = 0.937 m
Eccentricity of the above force CG of the composite section = 0.812 m
Moment doe to above force = 67.90 Tm
Zt = 564666.67 cm 3
Zb = 564666.67 cm 3
Zj = 1549750.00 cm 3
A = 15400.00 cm 2
Stresses induced due to differential shrinkage
V t = 83615.4 + 6790333.7 = 17.45 Kg/m 2
15400.0 564666.7
V b = 83615.4 - 6790333.7 = -6.60 Kg/m 2
15400.0 564666.7
V j = 83615.4 + 6790333.7 = 9.81 Kg/m 2
15400.0 1549750.0
Tensile stress in deck slab F = -83615.4 = -15.2 Kg/m 2
A 5500.0
Stresses due to differential shrinkage
-15.2 17.45 2.25

- +
9.81 -5.39 9.81
+
+ =
- -
-6.60 -6.60
Analysis for temperature stresses
The analysis for temprature stresses is carried out as out lined in IRC 6-2000
Concrete bridge practice by V K Raina (Analysis design and economics) is referred
Stress calculation due to variation in temperature

Calculation of eigen stresses (Positive temperarure difference)
Geometric section
2.2
17.8 deg -4.48
a 0.15
0.1
0.25 a1 10.9 deg
b 3.20 deg 4.00 deg 1.21
0.15 0.25 2.40 deg
0.9 1.20 deg 0.0 deg
0.9 0.0 deg
2.45 b1 0.0 deg 0.86
0.9 0.0 deg

c
0.0 deg
d 0.1 0.0 deg -0.43
0.25 0.15 1.05 deg
0.36 2.10 deg -1.62
0.7
0.7
Concrete mix = M45
1.525
fck = 45 Mpa
E concrete 5000 fck = 3.35E+04
Coefficient of thermal expansion of concrete = 1.17E-05 /deg C
Calculation of thermal strain and gradient due to variation in temperature along the cross section
Zone Area Y AY AY^2 t At AtY
(m^2) (m) (m^3) (m^4) (Deg)
a 0.33 0.075 0.02475 0.00185625 10.9 deg 3.597 0.269775
a1 0.22 0.2 0.044 0.0088 3.2 deg 0.704 0.1408
b 0.105 0.325 0.034125 0.011090625 1.20 deg 0.126 0.04095
b1 0.324 0.85 0.2754 0.23409 0.0 deg 0 0
c 0.324 1.75 0.567 0.99225 0.0 deg 0 0
d 0.07 2.1 0.147 0.3087 0.0 deg 0 0
d1 0.105 2.375 0.249375 0.592265625 1.05 deg 0.11025 0.26184375
Sum 1.48E+00 1.3417E+00 2.1490525 4.53725 0.71336875
For equilibrium
HR6A - T6AY = DA t (1)

HR6AY - T6AY^2 = DA Yt (2)
HR 1.48E+00 T 1.34E+00 = 1.17E-05 x 4.54

HR 1.34E+00 T 2.15E+00 = 1.17E-05 x 0.71
HR x 1.00 - T 0.90774696 = 3.59E-05 (3)

HR x 1.00 - T 1.60179816 = 6.22E-06 (4)
T 0.6940512 = 2.97E-05

T = 4.28E-05
HR = 7.48E-05
Calculation of thermal stresses
Sl Y YT t D t fci = Ec (HR -Y T D t )
No. (m)
1 0.00E+00 0.00E+00 17.80 deg 2.08E-04 -4.48E+00
2 0.25 1.07E-05 2.40 deg 2.808E-05 1.21E+00
3 1.15 4.92E-05 0.00 deg 0.00E+00 8.57E-01
4 2.05 8.77E-05 0.00 deg 0.00E+00 -4.35E-01
5 2.3 9.84E-05 2.1 deg 2.46E-05 -1.62E+00
Calculation of eigen stresses (Reverse temperarure difference)
Equivalent I - section for runnimg section
2.2
10.6 deg -2.58
a
0.25
0.25 5.65 deg
0.15 b 0 0.70 deg 0.700 1.25
0.2 0.44 deg
0.9 b1 0.05 0.175 deg
0.0 deg
0.7 0.0 deg 0.0875
b2
2.45 0.0 deg 0.40 deg 0.89
0.7
0.9 c1
0.0 deg
c2 0.2 0.8 0.8 deg
c3 0 3.70 deg
d 0.35
0.25 0.25
0.3600 6.60 deg -2.39
0.7
0.7
Concrete mix = M50
fck = 50 Mpa
E concrete 5000 fck = 3.54E+04
Coefficient of thermal expansion of concrete = 1.17E-05 /deg C
Calculation of thermal strain and gradient due to variation in temperature along the cross section
Zone Area Y AY AY^2 t At AtY

(m^2) (m) (m^3) (m^4) (Deg)
a 0.55 0.125 0.06875 0.00859375 5.65 deg 3.1075 0.3884375
b 0.105 0.325 0.034125 0.011090625 0.438 deg 0.0459375 0.014929688
b1 0.018 0.425 0.00765 0.00325125 0.0875 deg 0.001575 0.000669375
b2 0.252 0.8 0.2016 0.16128 0.0 deg 0 0
c1 0.252 1.5 0.378 0.567 0.0 deg 0 0
c2 0.072 1.95 0.1404 0.27378 0.40 deg 0.0288 0.05616
c3 0 2.05 0 0 0.80 deg 0 0
d 0.175 2.325 0.406875 0.945984375 3.7 deg 0.6475 1.5054375
Sum 1.42E+00 1.2374E+00 1.97098 3.8313125 1.965634063
For equilibrium
HR6A - T6AY = DA t (1)
HR6AY - T6AY^2 = DA Yt (2)
HR 1.42E+00 T 1.24E+00 = 1.17E-05 x 3.83

HR 1.24E+00 T 1.97E+00 = 1.17E-05 x 1.97
HR x 1.00 - T 0.86896067 = 3.15E-05 (3)

HR x 1.00 - T 1.59283983 = 1.86E-05 (4)
T 0.72387915 = 1.29E-05

T = 1.78E-05
HR = 4.70E-05
Calculation of thermal stresses
Sl Y YT t D t fci = Ec (HR -Y T D t )

No. (m)
1 0.00E+00 0.00E+00 10.60 deg 1.24E-04 -2.58E+00
2 0.25 4.45E-06 0.44 deg 5.119E-06 1.25E+00
3 1.15 2.05E-05 0.00 deg 0.00E+00 8.88E-01
4 2.05 3.65E-05 0.00 deg 0.00E+00 3.50E-01
5 2.3 4.10E-05 6.6 deg 7.72E-05 -2.39E+00
Design for Bursting Tensile Force :
(Vide Cl:17.2 on page no -35 of I.R.C:18-2000)
2 Yo = Width of End Block = 800 mm
? Yo = 400 mm
2 YPo = Width of Bearing Plate = 375 mm assumed
? YPo = 187.5 mm
Pk = Force at anchorage = 454.212 T
YPo = 187.5 = 0.469
Yo 400
Fbst = 0.179375 (From Table- 8) for corresponding YPo
Pk Yo
? Fbst = 0.1794 x 454.212 = 81.474 T
Calculation of area of steel required.
Permissible tensile stress in H.Y.S.D steel
2
= 0.87 x 4150 = 3610.5 Kg/cm
2
Ast reqd = 81.4742775 x 1000 = 22.566 cm
3610.5
Provide 16 mm dia bars, 4 nos in 3 layers at the front face of
anchoring cone.
2
Ast prov = 24.127 cm Safe
Appendix D-2: Super Structure Design - Cross Girder
STAAD PLANE cross-girder
END JOB INFORMATION
INPUT WIDTH 79
UNIT METER KN
joint coordinates
1 0 0 0; 2 2.2 0 0; 3 3.3 0 0; 4 4.4 0 0, 5 6.6 0 0
6 7.7 0 0; 7 8.8 0 0; 8 11 0 0; 9 12.1 0 0; 10 13.2 0 0;
11 15.4 0 0;
member incidences
1 1 2 10
member property indian
1 to 10 pri ax 2.56 ix 0.001 iz 0.57
constants
e concrete all
poi concrete all
supports
3 6 9 pinned
load 1
member load
******cross girder self weight
1 to 10 uni gy -55
*******girder load
joint load
1 2 4 5 7 8 10 11 fy -531
*****slab load
1 11 fy -262
2 4 5 7 8 10 fy -326
***SIDL
1 fy -216
2 fy -118
4 fy -88
5 fy -92
7 fy -92
8 fy -90
10 fy -118
11 fy -217
****live load
1 fy -145
2 fy -267
4 fy -576
5 fy -395
7 fy -320
8 fy -689
10 fy -294
11 fy -165
perform analysis
PRINT MAXFORCES ENVELOPE
print member forces
print displacements
FINISH
1 2 3 4 5 6 7 8 9 10
Cross girder – Analysis model
Max: 5473.88 kNm Max: 5572.88 kNm
Max: 2671.9 kNm Max: 2718.1 kNm

Max: 2163.27 kNm Max: 2163.27 kNm
Max:
Max: -912.089 -874.169 kNm
kNm
BMD-Cross girder
DESIGN OF END CROSS GIRDER
800
25 nos 32 tor
2450
6 nos 32 tor
12 mm dia 6 L
125 mm C/C
200
50
800
Design forces are taken from STAAD
SECTION 1 2 BM NOTE :- 27.1515 21.597
SUM 554.00 -134.00 +ve 554 Tm + ve = Hogging 13.78 13.787
SUM 269.00 -ve 134 Tm - ve = Sagging 5 5
Torsional moment 0 Shear 269 T
Grade of Concrete = 500

eff. depth reqd. (mm) = 1479 727
eff. depth provided (mm) = 2384 2384
Total depth provided(mm) = 2450 2450
Dia of bar provided (mm) 32 32
No of bars reqd. 25 6
Shear Stress Kg/cm 2 = 14.10
Allow Shear Stress Kg/cm 2 = 4.04 Safe
Shear Reinft Provided

Dia of Bar provided 12
No of legs 6
Spacing 125
Check for effective depth at section 1-1 25.68969491

Moments due to Shear due to
Total Moment = 554.00 Tm Total Shear = 269.00 T
Check for eff: Depth
deff = 554.000 x 100000
31.67 x 80 Bar Size = 32 mm
= 147.86 cms Cover = 50 mm
Depth provided at 1-1 = 2450 mm
deff prov: = 238.4 cms Safe
2
Ast Reqd = 554.000 x 100000 = 198.57 cm
2000 x 1.00 x 139.5
No. of bars reqd. = 25
Check for effective depth at section 2 - 2
Moments due to Shear due to
= 134.000 x 100000
31.67 x 80 Bar Size = 32 mm
= 72.72 cms Cover = 50 mm
Depth provided at 2-2 2450 mm
deff prov: = 238.4 cms Safe
2
Ast Reqd = 134.000 x 100000 = 48.03 cm
2000 x 1.00 x 139.5
2) Maximum Permissible Shear Stress :-

Shear stress ,
W = V ( Vide cl - 304.7.1.1 of I.R.C:-21-2000 )
Bxd
V = The design shear across the section
d = Effective depth of the section
B = Breadth of slab
2
?W =269.000 x 1000 = 14.1044 Kg/cm
80 x 238.4
Maximum Permissible Shear Stress :- ( Vide cl - 304.7.1.2 of I.R.C:-21-2000 )
W max = 2.50 Mpa for M40 and above concret grade
2
Wmax perm = 25.0 Kg/cm
Calculation of permissible Shear Stress :- ( Vide cl - 304.7.1.3.3 of I.R.C:-21-2000, Table -12B )
100 As = 1.307
bd
? Permissible shear stress in concrete corresponding to 1.307239896 value from table is 4.04 Kg/cm 2
2
?Wc = 4.04 Kg/cm Required
3) Shear Reinforcement Reqd : -
( Vide cl - 304.7.1.4 of I.R.C:-21-2000 )
Shear reinforcement is provided to carry a shear equivalent to
Design shear Vs = (V - Wc bd) =( 269.0 - 77.05088 )T
191.9 T
Asw = V x s
V st x d
V = 269.00 T
s , spacing = 125 mm (assumed)
2
? Asw = 191.95 x 1000 x 12.5 = 5.0 cm
2000 x 238.4
Using 12 mm dia stirrups 6 Legged at spacing 125 mm.
2 2
Asw = 6.8 cm > 5.0 cm
Hence O.K
DESIGN OF INTERMEDIATE DIAPHARGM:-
The output of BM and SF is taken from STAAD Analysis for the worst effects on the intermediate diaphragm.
300
19 nos 25 tor
2450
16 nos 25 tor
12 mm dia 2 L
125 mm C/C
300
SECTION 1 2
SUM 153.00 125.00 Hogging 153 Tm
SUM 47.00 Sagging 125 Tm
Torsional moment 0 Shear 47 T
Grade of Concrete = 0
eff. depth reqd. (mm) = 1269 1147
eff. depth provided (mm) = 2090 2090
Total depth provided(mm) = 2150 2150
Dia of bar provided (mm) 25 25
No of bars reqd. 19 16
Shear Stress Kg/cm 2 = 7.50
Allow Shear Stress Kg/cm 2 = 4.20 Safe
Shear Reinft Provided

Dia of Bar provided 12
No of legs 2
Spacing 125
Check for effective depth at section 1-1

deff = 153.000 x 100000
31.67 x 30 Bar Size = 20 mm
= 126.89 cms Cover = 50 mm
Depth provided at 1-1 = 2150 mm
deff prov: = 209 cms Safe
2
Ast Reqd = 153.000 x 100000 = 58.62 cm
2000 x 1.00 x 130.5

Check for effective depth at section 2 - 2
= 125.000 x 100000
31.67 x 30 Bar Size = 20 mm
= 114.69 cms Cover = 50 mm
Depth provided at 2-2 2150 mm
deff prov: = 209 cms Safe
2
Ast Reqd = 125.000 x 100000 = 47.89 cm
2000 x 1.00 x 130.5
2) Maximum Permissible Shear Stress :-

Shear stress ,
W = V ( Vide cl - 304.7.1.1 of I.R.C:-21-2000 )
Bxd
B = Breadth of slab
2
?W = 47.000 x 1000 = 7.4960 Kg/cm
30 x 209
Maximum Permissible Shear Stress :- ( Vide cl - 304.7.1.2 of I.R.C:-21-2000 )
W max = 2.50 Mpa for M40 and above concret grade
2
Wmax perm = 25.0 Kg/cm
Calculation of permissible Shear Stress :- ( Vide cl - 304.7.1.3.3 of I.R.C:-21-2000, Table -12B )
100 As = 2.740
bd
? Permissible shear stress in concrete corresponding to 2.740125171 value from table is 4.2 Kg/cm 2
2
?Wc = 4.2 Kg/cm Required
3) Shear Reinforcement Reqd : -
( Vide cl - 304.7.1.4 of I.R.C:-21-2000 )
Shear reinforcement is provided to carry a shear equivalent to
Design shear Vs = (V - Wc bd) =( 47.0 - 26.334 )T
20.7 T
Asw = V x s
V st x d
V = 47.00 T
2
? Asw = 20.67 x 1000 x 12.5 = 0.6 cm
2000 x 209.0
2 2
Asw = 2.3 cm > 0.6 cm
Hence O.K
Appendix D-3: Design of Substructure & Foundation
Design of Trestle Abutment and Pile Foundation
Design Data for Substructure:-
Type Simply supported Precast Prestressed Girders and RCC slab
C/C Distance bet n piers = 40000 mm
Carriageway Width = 7500 mm
Overall Width of Deck. = 17000 mm
Width of Crash Barrier = 500 mm Both sides
Height of Crash Barrier = 1050 mm
No of Bearings = 3
Overall Depth of I.Girders = 2200 mm
Design Data for Pier :-
Formation level at abutment loca = 212.600 m
R.L at abutment cap top = 209.448 m
Existing Road level = 207.656 m
Pile cap top below existing road = 500 mm
R.L at Pile cap top = 207.16 m
R.L at Pile cap bottom = 205.36 m
Depth of Pile below pilecap = 25000 mm
Founding level for Piles. = 180.36 m
Overall Heigth of Substructure = 2292 mm
Diameter of pier = 1300 mm
Transverse width of pier = 1300 mm
No of piers = 3
C/C distance between piers = 3500 mm
Pier Cap Width in Long Dirn. = 1600 mm
Pier Cap Length in Trans Dirn. = 12290 mm
Straight Depth of Pier Cap = 1000 mm
Type of Bearing = POT PTFE BEARING
Size of Pedestals = 600 x 600 x 350
Distance betn Pedestals = 4400 mm
Longitudinal width of pile cap = 5100 mm

Transverse width of pile cap = 8700 mm
Straight Depth of pile cap = 1800 mm
Varying Depth of pile cap = 0 mm
P.C.C Projections = 150 mm
Diameter of Pile = 1200 mm
Distance betn Piles in = 3600 mm
Distance betn Piles in transverse
dirn = 3600 mm
No of Piles = 6
Edge projection in longitudinal
dirn = 150 mm
Edge projection in transverse
dirn = 150 mm
Grade of Concrete = M 50
Permissible flexural stress = 16.67 N/mm2
Grade of Steel = Fe - 415
Permissible tensile stress = 200 N/mm2
Total Height of Pier = 1292 mm
Density of Concrete = 24 kN/m3
Density of Concrete for PSC Girde = 25 kN/m3
References.
I.R.C :- 6 - 2000 - Loads & Stresses.
I.R.C :- 21 - 2000 - Permissible Stresses
I.R.C :- 78 - 2000 - Sub Structure and Foundation
209.45
600 350
4400 1000
1300 2200 1300 2200 1300

2292
12290
GL- 207.656
RL- 207.156
8700
1800 RL- 205.356
25000
150 1200 1200 150
3600
RL- 180.356
Transverse View
1600
350
1000 1000
0
1300
2292 1900
1800
1800
25000
150 1200 1200 150
3600
5100
Longitudinal View
Load Calculations:-
1) DEAD LOADS
Total Load = 7184.00 kN
2aSIDL
Wearing coat load = 429.00 kN
Median = 144.00 kN
Crash barrier load = 249.60 kN
SIDL = 822.60 kN
3) LIVE LOAD Impact Factor = 1 considering 50 % reduction as per clause 211.7 IRC 6-2000
70 R
170 170 170 170 120 120 80
0 1.37 3.05 1.37 2.13 1.52 3.96 25

B C D
866.6 38.4 133.4323
RC =
( 170 x 38.4 + 170 x 37.03 + 170 x 33.98 + 170 x 32.61 + 120 x 30.48 + 120 x 28.96 + 80 x 25 ) / 38.4
RC = 866.5677 kN
RD = 170 + 170 + 170 + 170 + 120 + 120 + 80 - 866.568
RD = 133.432 kN
70 R one lane = 866.57 kN
Class A One lane
0 0 114 114 68 68 68 68
3.2
35.65 1.1 2.2 1.2 4.3 3 3 3 23.9
A 37.75 B 1C 38.4 D
0.00 425.60 74
RC ( 114 x 38.4 + 114 x 37.2 + 68 x 32.9 + 68 x 29.9 + 68 x 26.9 + 68 x 23.9 ) / 38.4

RC = 425.60 kN
RD = 74.40 kN
Reaction at pier Support = 425.60 kN
Class A One lane = 425.60 kN
10% reduction of live load is considered for three lane as per Clause 208
Class 70R = 866.57 kN
Class A two lane = 851.21 kN
Critical live load = 866.57 kN
The design for critical live load case is done here and checked for all other cases.
Calculation of Dead Load from Sub - Structure :-
1) From Pedestals
Volume of 1 Pedestal = 0.6 x 0.6 x 0.35
= 0.126 m3 Rows
No: of Pedestals = 3 x 1 = 3 Nos
3
?Total Volume = 0.126 x 3 = 0.38 m
?Total Load = 0.378 x 24 = 9.07 kN
2) From Bed - Block :
2
=( 1.6 x 1 ) 1.6 m
n
Total C/S Area in longitudinal Dir
Width in the Transverse Dirn = 12.29 m

3
? Total Volume = 1.60 x 12.29 = 19.66 m
?Total Load = 19.66 x 24 = 471.94 kN
3) From Pier :-
Diameter of pier = 1.3 m
Area of pier = 1.327 m2
Ht: of Pier = 1.292 m
3
?Total Volume = 1.327 x 1.3 = 1.714 m
No of pier = 3
?Total Load = 1.714 x 3 x 24 = 123.43 kN
4) From Pile Cap :-
Volume of footing =( 5.1 x 8.7 x 1.8 )
= 79.866 m3
? Dead Load = 79.866 x 24 = 1916.78 kN
5) From Pile :-
Diameter of Pile = 1.2 m
Depth of Pier with Circular X n = 25 m
C/S Area of Circular Pier = 1.131 m2
No of Piles = 6
3
?Total Volume of Concrete = 169.646 m
?Total Load = 169.646 x 24 = 4071.50 kN
5) From Dirt Wall :-

Volume of dirt wall = 3.152 x 12.0 x 0.30
= 11.349 m3
?Total Load = 11.349 x 24 = 272.376 kN
Options
A) Both Spans on. Case ( i )
Calculation of Longitudinal Moments at start of Pier Flaring & Pier Base & Pilecap Base
1) Due to Braking
b) Braking.
( Vide :- cl 214.2 (a) & (b) of I.R.C : 6 - 2000 . )
Braking . Since the movement of bearing under the girders on one side is restricted to move
in the longitudinal direction half the effect of braking is considered in the design.
st
1) 20 % of I Train Load. + 10% of succeding Train Loads for Single or a Two Lane Bridge.
st
+ 5 % of Loads on the lanes exceeding Two.
3 Lanes of Class A Wheeled Vehicles.
Total Load of 1 Vehicle = 554 kN one span
?Braking Force = 110.8 kN
1 Lanes of Class 70 R Wheeled Vehicles.+ Class A one lane
Total Load of 70R Vehicle = 1000 kN one span
Total Load of Cl A Vehicle = 554 kN
? Braking Force = 200 kN
Max Braking Force = 200 kN
Vertical reaction due to braking

= 200(1.2+0.075+2.45)/(40-0.6)
= 17.5888 kN
Longitudinal moment due to vertical load of braking
Longitudinal Eccentricity = 0.45
Moment due to long.Eccentricity = 7.91497 kNm
2) Due to Temp & Shrinkage of Bearings :
(ii) Fh +m (Rg +Rq) = 543.66 kN

2
Total Force = 543.66 kN
?Moment at Pile Cap top = 544 x 3.69 = 2006.91 kNm
Moment at Pile Cap bottom = 544 x 5.49 = 2985.50 kNm
3) Moment due to Longitudinal Eccentricity
Longitudinal Eccentricity = 0.80 m

Normal Seismic
Case Case
Due to DL = 0 kNm 0 kNm
Due to SIDL = 0 kNm 0 kNm
Due to LL = 693 kNm 347 kNm
Moment = 693 kNm 347 kNm
Due to Live Load

Transverse moment about the centre of the pier is calculated by finding
the eccentricity
Class 70R 1 lane
Moment in Transverse Dir n. = 4683.80 kNm
Class A 2 lane.
Moment in Transverse Dir n. = 5778.09 kNm
70 R One lane- both carriage ways

Moment in Transverse Direction = 2001.77 kNm
Class A two lane-both carriage ways

Moment in Transverse Direction = 1634.21 kNm
Critical Moment in Transverse Direction 5778.09 kNm

Axial Load
Pile Cap Top = 7184 + 822.6 + 866.57 + 9.08 + 471.94 + 123.43+17.59
Pile Cap Bottom = 7184 + 822.6 + 866.57 + 9.08 + 471.94 + 123.43 + 1916.79
Longitudinal moment
Pile Cap Top = 2006.92 + 693.26

Pile Cap Bottom = 2985.51 + 693.26
Transverse moment
Pile Cap Top = 5778.1
Pile Cap Bottom = 5778.1
Summary of Axial Loads & Moments
Descriptions Pile Cap Top Pile Cap Bottom
Axial Load 9750.0 11666.8
ML (Tm) 2700.2 3678.8
MT (Tm) 5778.1 5778.1
C) Both Spans on Under Seismic in Longitudinal Direction. Case ( ii )

As per Modified Clause 222
Feq = Ah (Dead load +Appropriate Live Load)
Feq = Seismic force to be resisted

Ah = Horizontal Seismic coefficient
§ Z ·§ Sa ·
= ¨ ¸¨¨ ¸¸ I
© 2 ¹© g ¹
Zone No = IV
Zone Factor,Z = 0.24
Sa/g = Average accelaration coefficient
Response Modification factor,R = 3.3

Importance Factor,I = 1.2
T =
D
2
Dead load of the super 1000 F
structure, and appropriate live
load in kN,D = 8006.60 kN
F = Horizontal force in kN required to be applied at the centre mass
of the super structure for one mm horizontal deflection at the top of
the pier /abutment along the considered direction of horizontal force.
F = § 3 EI G ·
¨ ¸
¨ l3 ¸
© ¹
Modulus of Elasticity of
2
concrete,E = 3.54E+07 kN/m
IXX = 0.42 m4
Deflection,G = 0.001 m
Distance from bottom to the
centre of mass of super
structure,y = 0.97 m
Height of substructure,h = 2.29 m
Total height measured from the
structure,l = 3.56 m
0.97
0.3
2.29
F = 990.85 kN
T = 0.18
Soil type = II
Sa/g = 2.50
Ah = 0.36
Feqx = 2882.38 kN
Design of seismic force in longitud = Feqz / R
= 873.45 kN
Seismic force in transverse direction
The seismic force due to live load shall be considered when acting in the direction perpendicular to traffic
The horizontal seismic force in the direction perpendicular to traffic shall be computed by taking 20%
of live load (excluding impact factor)
Dead load and appropriate live = 8179.91 kN
Iyy = 0.42 m4
F = 990.85 kN
T = 0.18
Soil type = II
Sa/g = 2.50
Ah = 0.36
Feqx = 2944.77 kN
Design Seismic force in trans dirn,D = 892.35 kN
Seismic vertical component,V f = 594.90 kN 2/3 * 892.36
Resultant force in longi dirn = 1319.62 kN DFeqz+0.3 DFeqx+ 0.3Vf
CG of loads = 3.492861 m
Moment,M eqz at Pile Cap top = 4609.26 kNm
Moment,M eqx at Pile Cap
bottom = 6984.59 kNm
Seismic vertical load ( Acting downwards-considering critical condition)
At pile cap top = 1124.64 0.3DFeqz+0.3 DFeqx+ Vf
At pile cap bottom = 1405.80 (0.3DFeqz+0.3 DFeqx+ Vf ) *1.25
Axial load
Pile Cap Top = 7184+822.6+866.57 x 0.5+9.08+471.936+123.43
Pile Cap Bottom = 7184+822.6+866.57 x 0.5+9.08+471.936+123.43 + 1916.79
Longitudinal moment
Pile Cap Top = ( 100 x 0.5 + 46.8 ) x 2 x 3.692 +4609.26+ 346.627
Pile Cap Bottom = ( 100 x 0.5 + 46.8 ) x 2 x 5.49 +6984.58+ 346.627
As per Table 1 Load Combination, 50 % of LL is considered in seismic case

Axial Load 10441.34 12639.28
ML (Tm) 6698.26 9923.17
MT (Tm) 2889.05 2889.05
D) Both Spans on Under Seismic in Transverse Direction. Case ( iii )
Design Seismic force in trans
dirn,DFeqx = 892.35 kN
Resultant force in trans dirn = 1332.859 kN
Moment,M eqx at Pile Cap top = 4655.492 kN
Moment,M eqx at Pile Cap = 7054.638 kN
Axial load is same as that of Case iii
Longitudinal moment
Pile Cap Top = ( 100 x 0.5 + 46.8 ) x 2 x 3.7 +4655.49
Pile Cap Bottom = ( 100 x 0.5 + 46.8 ) x 2 x 5.49 +7054.63
Transverse moment
Pile Cap Top = 5778.09 x 0.5 + 4655.5
Pile Cap Bottom = 5778.09 x 0.5 + 7054.64

Axial Load 10441.34 12639.28
ML (Tm) 6744.49 9993.22
MT (Tm) 7544.54 9943.68
G)Service condition with Wind in Transverse direction Case ( iv )

(Vide cl: 212.1 of I.R.C:6-2000)
Height of the exposed surface above ground level = 4.94 m
Exposed depth of C/Barrier & Superstructure = 2.45 + 1.05
= 3.50 m
Due to crash Barrier
Avg Height of Crash barrier from GL = 5.47 m
2
Intensity of Wind pressure corres : to height = 463.70 Kg/m
Average Exposed Length = 40.00 m
2
Effective area of crash barrier = 42.00 m
Force = Pz A1GCd
G = 2
Cd = 1.30
Force = 506.36 kN
Due to Deck Slab and girder
Average ht of deck slab and girder from GL = 2.67 m
2
2
Effective area of deck slab + girder = 98.00 m
Force = Pz A1GCd kN
G = 2
Cd = 1.95
Force = 177.23 kN
Live Load
Effective length = 40.00 m
Depth = 1.30 m
2
Area = 52.00 m
2
Pressure = 463.70 N/m
Force = Pz A1GCd
G = 2
Cd = 1.20
Force = 57.87 kN
Due to Pier
Average ht of pier and pier cap from GL = 1.15 m
2
Intensity of Wind pressure corres : to height = 463.70 kg/m
2
Effective area of pier and pier cap = 1.60 m
Force = Pz A1GCd kN
G = 2
Cd = 0.50
Force = 0.74 kN
Total transverse force = 742.20 kN
Transverse Moment due to wind

Pile Cap Top = 3615.62 kNm
Pile Cap Bottom = 4017.76 kNm
Longitudinal Force
Crash barrier = 25 % of trans force

= 126.59
Superstructure = 25 % of trans force
= 44.31 kN
On Live load = 25 % of trans force
= 14.47 kN
Substructure = 25 % of trans force
= 0.19
Total longitudinal force = 185.55 kN
Longitudinal Moment due to wind
Vertical load = Pz A3GCL

2
Pz = 463.70 N/m
A3 = 680.00
G = 2.00
CL = 0.75
= 472.97 kN Acting upwards or downwards
Axial loads and Longitudinal Moments are same as Case 1

Descriptions Pilecap Top Pile cap Bottom

Axial Load 10222.95 12139.73
ML (Tm) 3529.65 4916.65
MT (Tm) 9393.71 9795.85
Case ( iv b )
Descriptions Pilecap Top Pile cap Bottom

Axial Load 9277.00 11193.79
ML (Tm) 3529.65 4916.65
MT (Tm) 9393.71 9795.85
I) Effect of collision in longitudinal direction Case v

Axial load
Pile Cap Top = 7184+822.6+9.072+471.936+123.425
Pile Cap Bottom = 7184+822.6+9.072+471.936+123.425 + 1916.78
Longitudinal moment
Collision load in longitudinal direction = 500.00 kN acting at 1.5m above
= carriageway level of service road
Pile Cap Top = 500x(1.5+0.5) = 1000.00 kNm
Pile Cap Bottom = 500x(1.5+2.3000000 = 1900.00 kNm
Transverse moment

Descriptions Footing top Footing bottom
Axial Load 8611.03 10527.82
ML (Tm) 1000.00 1900.00
MT (Tm) 0.00 0.00
J) Effect of collision in transverse direction Case vi
Axial load
Pile Cap Top = 7184+822.6+9.072+471.936+123.425
Pile Cap Bottom = 7184+822.6+9.072+471.936+123.425 + 1916.78
Longitudinal moment
Transverse moment
carriageway level of service ro
Pile Cap Top = 250x(1.5+0.5) = 500 kNm
Pile Cap Bottom = 250(1.5+2.30000000000001) = 950.00 kNm
Axial Load 8611.03 10527.82
ML (Tm) 0.00 0.00
MT (Tm) 500.00 500.00
The Axial loads and moments will be equally shared by the 3 piers.
Description (i) ( ii ) ( iii ) ( iv ) ( iv b) (V) (Vi)
At Pile Cap top

Axial Load ( T ) 3249.99 3480.45 3480.45 3407.65 3092.33 2870.34 2870.344
Moment (Long - Tm) 900.06 2232.75 2248.16 1176.55 1176.55 333.33 0
Moment (Trans - Tm) 1926.03 963.02 2514.85 3131.24 3131.24 0.00 166.6667
% steel assumed 1.70 1.70 1.70 1.70 1.70 1.70 1.70
Stress in concrete
(N/mm2) 10.58 14.17 19.81 18.20 18.24 3.04 2.41
Stress in steel
(N/mm2) 87.38 159.33 272.91 227.00 241.35 2.85 14.11
At Pile Cap bottom
Axial Load ( T ) 3888.92 4213.09 4213.09 4046.58 3731.26 3509.27 3509.272
Moment (Long - Tm) 1226.25 3307.72 3331.07 1638.88 1638.88 633.33 0
Moment (Trans - Tm) 1926.03 963.02 3314.56 3265.28 3265.28 0.00 166.6667
The stresses in concrete and steel is calculated by a programme developed for columns subjected to
axial load and biaxial bending. In non of the load cases, the stresses in concrete and steel is exceeded
beyond the permissible limits. Hence the section adopted is safe.
As per Table - 1 and Cl-202.3 in IRC-6:2000, permissible stresses in concrete and steel are increased by 50%
and 33% for seismic and wind conditions respectively.
Calculation of Pier Reinforcements.

Longitudinal Reinforcements:
( Vide cl:-306.2 & 306.3 of I.R.C :-21 : 2000 )
a) Not less than 0.3 % & not more than 8 % the gross C/S Area of the Column.
b) 0.8 % of the minimum area of concrete required to resist the direct stresses.
Transverse Reinforcements:-
a) Diameter of Transverse Reinforcement shall not be less than 1/4ththe Dia
of Main Reinforcement & minimum being 8mm.
b) Minimum of 8mm Diameter.
Pitch of Transverse Reinforcement shall be the least of the following.
a) The least Lateral Dimension of the Column.
b) 12 Times the Diameter of the smallest Longitudinal Reinforcement.
c) Maximum allowable spacing of 300 mm
C/S Area of Pier Section. = 1.327 m2 = 13273.23 cm
2
2
a) 0.3 % C/S Area. = 13273.23 x 0.3 = 39.81969 cm
100
b) Direct Stress = P P max = 3480.45 kN
A = 348044.5 Kg
2
Vcbc = 16.66667 Kg/cm
2
? Area = 348044.5 = 2088 cm
166.6667
2
0.8 % of Min C/S Area. = 2088.267 x 0.8 = 16.706 cm
100
Assumed % of Longitudinal Reinforcement = 1.700
?Longitudinal Reinforcement Provided.
2
= 13273.23 x 1.70 = 225.6449 cm
100
2
Using 32 mm f bars, As1 = 8.042 cm
No of bars reqd: = 225.645 = 28.06 Nos
8.042477
Provided steel 32 mm I bars, at 30 no of bars
a) Diameter of Transverse Reinforcement
= 1 x 32 = 8 mm
4
b) Minimum Diameter = 10 mm
Pitch of Transverse Reinforcement
a) The least Lateral Dimension of the Column. = 1300 mm
b) 12 x 32 = 384 mm
c) Maximum Allowable Spacing = 300 mm
So provide 10 m f bars, at 300 mm C/C.
Design of Pilecap & Pile
750 3600 750
750
1 4
3600
2 5
8700
3600
3 6
750
5100
1800
150 1200 1200 150

2400
3600
Length of pile = 25 m
S.B.C of Pile = 4520 kN
Moment due to tilt of pile
As per Cl 709.1.6 of IRC:78-2000, for vertical piles,
Permissible shift of pile = 75 mm
Permissible tilt of pile ( 1:150 ) = 166.7 mm
Moment due to tilt of pile = Axial load/pile x ( 166.7 ) mm
Depth of fixity = 7000 mm
Reduction factor = 0.82
a) Piles :-
For piles subjected to direct load aswell as moments, the distribution of loads on individual pile
is determined as per the equation stated below.
Load /pi = W + Mxy + Myx
n 6y2 6x2
W = Total Load
n = No of piles = 6
y = 1.800 m Considering 75mm permissible shift
x = 1.800 m
6x2 = 12.960 m2
6y2 = 19.440 m2
Reduction Factor 0.8
Considering the total load from the 4 piers
Effective spacing between the piles 3.6 m Considering 75mm permissible shift
Sumary of Axial loads,Moments,Stresses,Steel provided & resultant stresses.
Description (i) (ii ) ( iii ) ( iv ) ( ivb )
Axial Load kN 2996.99 3128.01 3778.89 3654.79 3497.13

Horizontal load/pile-
Long 90.61 512.66 32.27 90.61 90.61
Horizontal load/pile-
Trans 0.00 0.00 0.00 123.70 123.70
Moment due to
horizontal load-Long 260.05 1471.34 92.61 260.05 260.05
Moment due to
horizontal load-Trans 0.00 0.00 0.00 355.02 355.02
Mr = M L2 + MT2 260.05 1471.34 92.61 440.07 440.07
Moment /pile due
to tilt of piles 499.50 521.34 629.81 609.13 582.86
Total moment 759.55 3464.02 815.03 1309.25 1282.98
e ;eccentricity (M/N) 0.25 1.11 0.22 0.36 0.37
R ;radius of column 0.60 0.60 0.60 0.60 0.60
r ;radius of reinf: ring 0.53 0.53 0.53 0.53 0.53
Bar size in mm 20 20 20 20 20
Perimeter in mm 3298.67 3298.67 3298.67 3298.67 3298.67
Spacing in mm 180.0 180 180 180 180
No of bars 18.33 18.33 18.33 18.33 18.33
p;% of reinforcement 0.0051 0.0051 0.0051 0.0051 0.0051
n ;modular ratio 10.00 10.00 10.00 10.00 10.00
e/R 0.422 1.846 0.36 0.60 0.61
r/R 0.875 0.875 0.875 0.875 0.875
np 0.05 0.05 0.05 0.05 0.05
constant "c"(from
Manohar chart) 2.060 2.450 2.110 2.040 2.000
constant "k"(from
Manohar chart) 0.200 1.390 0.700 0.540 0.350
"fc"c(M/R3)Kg/cm2 7.24 39.29 7.96 12.37 1187.94
"fs" n k fc Kg/cm2 14.49 546.14 55.73 66.77 4157.80
Per:stress in conc: 16.67 25.00 25.00 22.22 22.22
Per: stress in steel 200 300 300 267 267
% increase in stress 1.00 1.50 1.50 1.33 1.50
Vertical Capacity of
Pile kN 4520 5650 5650 5650 5650
Horizontal Capacity
of Pile kN 200 200 200 200 200
Calculation of Pile Reinforcements.

( Vide cl:-306.2 & 306.3 of I.R.C :-21 : 2000 )
a) Diameter of Transverse Reinforcement shall not be less than 1/4th the Dia
C/S Area of Pile Section. = 1.131 m2 = 11309.73 cm
2
2
a) 0.4 % C/S Area. = 11309.73 x 0.4 = 45.24 cm
100
2
= 11309.73 x 0.509 = 57.57 cm
100
2
3.141593
Provided steel 20 m I bars, at 19 no of bars
= 1 x 20 = 5 mm
4
b) 12 x 20 = 240 mm
So provide 10 m f bars, at 240 mm C/C.
Pilecap :-
1300
Fcos T FsinT
T 1800
150 1200 1200 150

R 2400
3600
Design of steel in the Longitudinal direction.
Check for Pile Cap depth

Maximum Moment 2267.33 kNm
Moment of resistance factor 1.90 N/mm2
Effective depth required,dreq 1092.40 mm
Effective depth provided,dpro 1649.00 mm
Hence Safe
Design of reinforcement in longitudinal direction

R = FsinT
Providing 32 mm dia bar at bottom of pile cap.
tanT 0.95
T 43.40
Horizontal force ,H 3996.47 kN
2
Ast Provided 19982.4 mm
Provide 80 % steel in each band (above pile)(Refer Cl 307.2.5 IRC 21:2000)
2
Steel area 15985.9 mm
No of bars Reqd: 15985.9
804.25
19.88 Nos
No of bars in each band 20.00 Nos
Provide 20 bars of 32mm dia in each band in longitudinal direction at bottom
2
( providing 16084.95 mm )
1.5 times the diameter is taken as band width as per Cl 307.2.5.2 -IRC 21-2000
2
Ast Required in the remaining portion 3996.5 mm
Assume 20 mm dia bars
Provide 20 mm dia bar @ 120 mm c/c in longitudinal direction at pile cap bottom
in the remaining portion.
Provide min reinforcement of 0.06% in the pile cap top
2
Ast required in the pile cap top 1080 mm
Provide 16 mm dia bar @ 150 mm c/c in at pile cap top in both directions
Design of reinforcement in transverse dirn
This has be designed as cantilever bending due to pile load.
Moment,M 4345.72 kNm
2
Ast required 14190.6 mm
2
Min Ast required = 0.85bd/fy 16820 mm
spacing 140
Provide25mm bars @140mm c/c
Min Stirrup Reinforcement Reqd : -
Assume 8 legged 10 mm diameter stirrups

Sv 162.039 mm
Provide 8 legged 10 mm diameter stirrups@ 150 mm C/c
Design of Bed Block
Moment at face of Pier = 750.00 kNm Refer staad
Torsion due to Live load from one side = 56.41 kNm

Equivalent longitudinal moment due to torsion = 49.77 kNm 56.41* (1+1/1.4)/1.7
6Moments = 750.00 kNm

Effective Depth Reqd "deff" = M Clear Cov = 50 mm
QxB Bar Dia = 25 mm
deff reqd: = 750.00 x 1000000
1.47 x 1600
= 564.69 cms < 993.75 cms Hence O.K
deff provided = 1000 - 5 - 1.25 = 993.75 mm
Ast reqd = M
Vst x j x d
2
?Ast reqd = 750.00 x 1000000 = 4239.98 mm
200 x 0.89 x 993.75
2
As1 = 490.8739 cm
No of bars Reqd: = 4239.983 = 8.64 Nos
490.8739
Spacing of Bars = 1600 = 185.2 mm
9
So provid 25 mm dia bars , 185 mm c/c spacing
2) Check for Shear at pier face.

Calculation of S.Force at face of Pier due to
Due to DL,SIDL and LL = 1014 kN Refer staad
Equivalent shear due to torsi = 56.41 kN
S Shear = 1071.07 kN
Shear stress , W = V ( Vide cl - 304.7.1.1 of I.R.C:-21-2000 )
Bxd
B = Breadth of slab
?W = 1071.1 x 1000 = 0.7 Kg/cm2
1600 x 993.75
Maximum Permissible Shear Stress :-
W max = 2.3 Mpa
Wmax perm = 23.0 Kg/cm2
Calculation of permissible Shear Stress :- ( Vide cl - 304.7.3.1 of I.R.C:-21-2000 )
d = 993.75 Effective Depth
2
p = 100 x As As = 4239.98 mm
Bxd
p = 4240.0 x 100 = 0.267
1600 x 993.8
?Wc = 0.2 kg/cm2
Since W > Wc Shear Reinforcement Reqd:

Shear Reinforcement Reqd : -
Asw = V x s
s st x d
V = 685.75 kN
? Asw = 685.75 x 1000 x 100 = 345.0 mm2
200 x 993.8
Asw = 678.6 cm2 > 345.0 mm2
Hence O.K
B) Design of Cantilever Portion in the Longitudinal Direction.

The cantilevered portion of Bed block in this direction is very less.Even for one span offcondition
during construction time the girders are not rested initially over this cantilever portion.So the nominal
reinforcement need to be provided.
Design of Elliptical Pier with Pile Foundation - P7
Design Data for Substructure:-

Type PSC Girder
C/C Distance betn piers = 40000 mm on left side
= 40000 mm on right side
Carriageway Width = 7500 mm on both sides
Overall Width of Deck. = 17000 mm
Width of Crash Barrier = 500 mm One side
Width of Median = 1000 mm One side
Height of Crash Barrier = 1050 mm
No of Bearings = 3 on left side
3 on right side
Overall Depth of I.Girders = 2200 mm
Depth of cross girder = 2200 mm
Width of cross girder = 800 mm
Design Data for Pier :-
Formation level at pier locatio = 220.100 m
R.L at pier cap top = 216.95 m
Height of varying portion of pi = 3000.00 mm
Height of straight portion of pi = 2547.50 mm
Existing Ground level = 210.700 m
Pile cap top below existing gr = 500 mm
R.L at Pile cap top = 210.20 m
R.L at Pile cap bottom = 208.40 m
Depth of Pile below GL = 25000 mm
Founding level for Piles. = 185.70 m
Overall Height of Substructure = 6748 mm
Longitudinal width of pier at b = 1700 mm
Transverse width of pier at bot = 3000 mm
Transverse width of pier above pile cap 4000 mm
Longitudinal width of pier at top 2500 mm
Transverse width of pier at top = 5000 mm
No of piers = 1
Pier Cap Width in Long Dir n. = 2500 mm
Pier Cap Length in Trans Dirn. = 9700 mm
Straight Depth of Pier Cap = 600 mm
Varying Depth of Pier Cap = 600 mm
Type of Bearing = Pot PTFE bearing
Size of Pedestals = 600 x 600 x 350
Distance betn Pedestals = 4400 mm on left side
= 4400 mm on right side
Longitudinal width of pile cap = 8700 mm
Transverse width of pile cap = 8700 mm
Straight Depth of pile cap = 1800 mm
Varying Depth of pile cap = 0 mm
P.C.C Projections = 150 mm
Diameter of Pile = 1200 mm
Distance betn Piles in
longitudinal dirn = 3600 mm
Distance betn Piles in
transverse dirn = 3600 mm
No of Piles = 8
Edge projection in = 150 mm
Edge projection in transverse = 150 mm
Grade of Concrete for pier = M 50
Permissible flexural stress = 16.67 N/mm2
Grade of Steel = Fe - 415
Permissible tensile stress = 200 N/mm2
Total Height of Pier = 5548 mm
Density of Concrete = 24 kN/m3
Density of Concrete for Earth = 18 kN/m3
References.
I.R.C :- 6 - 2000 - Loads & Stresses.
I.R.C :- 21 - 2000 - Permissible Stresses
I.R.C :- 78 - 2000 - Sub Structure and Foundation
600 216.95
350
4400 600
600
5000
3000.00
9700
3350
6748 3000
2547.50
4000 1000
1800
25000
3000
GL- 210.700 210.200
8700
RL- 208.400
1200 150
150 3600
RL- 185.700
Transverse View
2500
350
600
1200
600
2500
3000
2547.5
6747.5
1700
3500
1800
1800
25000
150 1200 1200 150
3600
8700
Longitudinal View
Load Calculations:-
1) DEAD LOADS
Load from slab, girder & diaphragm = 7184 kN for 40m span
Load from slab, girder & diaphragm = 7184 kN for 40m span
Total dead load = 14368.00 kN
2) S.I.D.L
Wearing coat load = 20 x 0.065 x 15 x 22 for 40m span
= 429.00
= 20 x 0.065 x 15 x 22 for 40m span
= 429.00 kN
Crash barrier load = 249.60 kN for 40m span
= 249.60 for 40m span
Median load = 144.00 kN for 40m span
= 144.00 kN for 40m span
SIDL for 40m span = 822.60 kN
SIDL for 40m span = 822.60 kN
S.I.D.L = 1645.20 kN
3) LIVE LOAD Impact Factor = 1 considering 50 % reduction as per clause 211.7 IRC 6-2000
70 R
170 170 170 170 120 120 80
0 1.37 3.05 1.37 2.13 1.52 3.96 25

B C D
867 38.4 133.4323
RC =
( 170 x 38.4 + 170 x 37.03 + 170 x 33.98 + 170 x 32.61 + 120 x 30.48 + 120 x 28.96 + 80 x 25 ) / 38.4
RC = 866.568 kN
RD = 170 + 170 + 170 + 170 + 120 + 120 + 80 - 866.568
RD = 133.432 kN
70 R one lane = 866.57 kN
Class A One lane
114 114 68 68 68 68 27 27 114 114 68 68 68 68 27 27

3.2
3 1.2 4.3 3 3 3 20 1.1 1.6 1.2 4.3 3 3 3 20 1.1 2.8
A 38.4 B 1.6 C 38.4 D
# 153.33 430.32 124
RA = 400.67 kN
RB = 153.33 kN
RC = 430.32 kN
RD = 123.68 kN
Reaction at pier Support = 583.65 kN
Class A One lane = 583.65 kN
Class 70R = 866.57 kN
Class A two lane = 1167.29 kN
Class A One lane ( One span = 430.32 kN
dislodged)
Critical live load = 866.57 kN
Calculation of Dead Load from Sub - Structure :-
1) From Pedestals
Volume of 1 Pedestal = 0.6 x 0.6 x 0.35
= 0.126 m3
No: of Pedestals = 6 x 1 = 6 Nos
3
?Total Volume = 0.126 x 6 = 0.76 m
?Total Load = 0.756 x 24 = 18.14 kN
2) From Bed - Block :
Total C/S Area in transverse = 11.25 m2
n
Dir
Width in the longitudinal Dir n = 2.5 m
? Total Volume = 28.13 m3
?Total Load = 28.13 x 24 = 675.00 kN
3) From Pier :-
Area at top = 10.62 m2
Area at bottom = 4.35 m2
Averaged area = 7.485 m2
Height of varying portion = 3 m
Volume of varying portion = 22.455 m3
Height of straight portion = 1.5475 m
Volume of straight portion = 6.73 m3
Area of pier above pilecap = 5.78 m2
Volume of tapered portion = 5.78 m3
3
?Total Volume = 34.967 m
?Total Load = 34.967 x 1 x 24 = 839.20 kN
4) From Pile Cap :-
Volume of pile cap =( 8.7 x 8.7 x 1.8 )
= 136.242 m3
? Dead Load = 136.242 x 24 = 3269.81 kN
5) From Pile :-
Diameter of Pile = 1.2 m
Depth of Pier with Circular Xn = 25 m
C/S Area of Circular Pier = 1.131 m2
No of Piles = 8.00
?Total Volume of Concrete = 226.195 m3
?Total Load = 226.195 x 24 = 5428.67 kN
Options
A) Both Spans on. Case ( i )
Calculation of Longitudinal Moments at start of Pier Flaring & Pier Base & Pilecap Base
1) Due to Braking
b) Braking.
( Vide :- cl 214.2 (a) & (b) of I.R.C : 6 - 2000 . )
Braking . Since the movement of bearing under the girders on one side is restricted to move
in the longitudinal direction half the effect of braking is considered in the design.
st
st
+ 5 % of Loads on the lanes exceeding Two.
2 Lanes of Class A Wheeled Vehicles.
Total Load of 1 Vehicle = 554 kN one span
?Braking Force = 110.8 kN
1 Lanes of Class 70 R Wheeled Vehicles
Total Load of 70R Vehicle = 1000 kN one span
? Braking Force = 200 kN
Max Braking Force = 200 kN

= 200(1.2+0.065+2.45)/(40 -1.6)
= 19.35 kN

Moment due to long.Eccentri = 15 kNm
Fixed Bearing
Coefficient of Friction,m = 0.05
(i) Fh -m (Rg +Rq) = -200.33 kN
(ii) Fh +m (Rg +Rq) = 543.66 kN
2
Free Bearing
Coefficient of Friction,m = 0.05
(i) m (Rg +Rq) = 400.33 kN
Total Force = 943.99 kN
?Moment at Pile Cap top = 944 x 7.20 = 6794.36 kNm
Moment at Pile Cap bottom = 944 x 9.00 = 8493.54 kNm
3) Moment due to Longitudinal Eccentricity
Normal Seismic
Case Case
Due to DL = 0 kNm 0 kNm
Due to SIDL = 0 kNm 0 kNm
Due to LL = 693 kNm 347 kNm
Moment = 693 kNm 347 kNm
4 Centrifugal force
Live load = 867 kN
Design Speed = 100 km/hr
Radius of curvature = 2350.00 m
Centrifugal force = WV2
127R
= 29 T
Centrifugal force acts at 1.2m above the level of carriage way.
Increase in impact effect is not considered.(Refer Cl 215-IRC 6:2000)
\ Moment at Pile Cap top = 29 x 10.91 = 316.85 kNm
\ Moment at Pile Cap bot = 29 x 12.72 = 369.41 kNm
Due to Live Load

Transverse moment about the centre of the pier is calculated by finding
the eccentricity
Class 70R 1 lane
c/l of pier
433.28 433.3
2.13
1.93 4.44 1
1 7.5 7.5 0.5

8.5 17 8.50
Moment in Transverse Dirn = 4683.80 kNm

c/l of pier
433.28 433.3 433.28 433.28
2.13
1.93 4.44 1 1.93
2.13
1 7.5 7.5 0.5
8.5 17 8.50
Moment in Transverse Dirn = 2001.77 kNm
Class A 2 lane.
c/l of pier
291.82
291.82 291.8 1.8 291.8
1 1.8 1.7 2.30 1
1 7.5 7.5 0.5

8.5 17 8.50
Moment in Transverse Dirn. = 5778.09 kNm
291.82
291.82 291.8 291.8 291.82 291.82 291.82 291.82
1 1.8 1.7 1.8 2.30 1.00
0.90 1.8 1.7 1.8

Due to Class A One lane
C/L
215.16 215.2
1 1.8 5.8
1 7.5 7.5
17
Transverse Eccentricity = 3.80 m

Axial Load
Pile Cap Top = 14368 + 1645.2 + 866.57 + 18.15 + 675 + 839.2 + 19.35
Pile Cap Bottom = 14368 + 1645.2 + 866.57 + 18.15 + 675 + 839.2 + 3269.81 + 19.35
Longitudinal moment
Pile Cap Top = 6794.36 + 693.26 + 15.48

Pile Cap Bottom = 8493.54 + 693.26 + 15.48
Transverse moment
Pile Cap Top = 6094.94
Pile Cap Bottom = 6147.50
Axial Load 18431.5 21701.3
ML (Tm) 7503.1 9202.3
MT (Tm) 6094.9 6147.5
B) One Span Dislodged with one lane of class A Case ( ii )
Calculation of Longitudinal Moments at Pier Base & Pile cap Base
(i) Fh +m (Rg +Rq) = 499.06 kN
2

= 110.8(1.2+0.065+2.45)/(40 -1.6)
= 10.72 kN

Moment due to long.Eccentri = 9 kNm
2) Due to Eccentricity of Dead Load and SIDL :-

Eccentricity of Loading = 0.8 m
C/Lof Pier C/L of
0.8 Bearings
Dead Load +SIDL = 8006.60 kN

Longitudinal Moment = 6405.28 kNm
Transverse moment for sidl 0.00 kNm
Axial Load
Pile Cap Top = 822.6 + 7184 + 430.32 + 18.15 + 675 + 839.2 + 10.72
Pile Cap Bottom = 822.6 + 7184 + 430.32 + 18.15 + 675 + 839.2 + 3269.81 + 10.72
Longitudinal moment
Pile Cap Top = 6405.28 + 430.32 x 1.125 + 499.06 x 7.2 + 8.58

Pile Cap Bottom = 6405.28 + 430.32 x 1.125 + 499.06 x 9 + 8.58
Transverse moment
Pile Cap Top = 2883.12+871.2+157.34
Pile Cap Bottom = 2883.12+871.2+183.43
4 Centrifugal force
Live load = 430 kN
Design Speed = 100 km/hr
Radius of curvature = 2350.00 m
Centrifugal force = WV2
127R
= 14 kN
Centrifugal force acts at 1.2m above the level of carriage way.
Increase in impact effect is not considered.(Refer Cl 215-IRC 6:2000)
Moment at Pile Cap top = 14 x 10.91 = 157.34 kNm
Moment at Pile Cap botto = 14 x 12.72 = 183.44 kNm
Axial Load 9979.98 13249.79
ML (Tm) 10350.08 11248.39
MT (Tm) 3754.31 3754.31
C) Both Spans on Under Seismic in Longitudinal Direction. Case ( iii )

As per Modified Clause 222
Feq = Seismic force to be resisted

Ah = Horizontal Seismic coefficient
§ Z · § Sa ·
= ¨ ¸ ¨¨ ¸¸ I
© 2 ¹© g ¹
Zone No = IV
Zone Factor,Z = 0.24
Sa/g = Average accelaration coefficient
Response Modification
factor,R = 3.3
Importance Factor,I = 1.2
T = D
2
Dead load of the super
1000 F
structure, and appropriate
live load in kN,D = 16013.20 kN
F = Horizontal force in kN required to be applied at the centre mass
of the super structure for one mm horizontal deflection at the top of
the pier /abutment along the considered direction of horizontal force.
F = § ·
3 EI G
¨ ¸
¨ l3 ¸
Modulus of Elasticity of © ¹
concrete,E = 3.0E+07 kN/m2
IXX = 0.41 m4
Deflection,G = 0.001 m
Distance from bottom to the
structure,y = 1.23 m
Height of substructure,h = 6.75 m
Total height measured from
the centre of mass of super
structure,l = 8.27 m
1.23
0.3
6.75
F = 64.27 kN
T = 1.00
Soil type = II
Sa/g = 1.362
Ah = 0.20
Feqx = 3141.24 kN
Design Seismic force in long d = Feqz / R
DFeqz = 951.89 kN
Seismic force in transverse direction
The seismic force due to live load shall be considered when acting in the direction perpendicular to traffic
The horizontal seismic force in the direction perpendicular to traffic shall be computed by taking 20%
of live load (excluding impact factor)
Dead load and appropriate = 16186.51 kN (0 + 0.2 x 0 )
Iyy = 0.41 m4
F = 64.27 kN
T = 1.00
Soil type = II
Sa/g = 1.35
Ah = 0.2
Feqx = 3158.19 kN
Design Seismic force in trans = 957.03 kN
Seismic vertical component,V = 638.02 2/3 * 957.03
Resultant force in longi dirn = 1430.40 kN DFeqz+0.3 DFeqx+ 0.3Vf
CG of loads = 7.52
Moment,Meqz at Pile Cap top = 10756.85 kNm

Moment,Meqz at Pile Cap
At pile cap top = 1210.69 kN 0.3DFeqz+0.3 DFeqx+ Vf
At pile cap bottom = 1513.37 kN (0.3DFeqz+0.3 DFeqx+ Vf ) *1.25
Axial load
Pile Cap Top = 14368+1645.2+866.57 x 0.5+18.15+675+839.2 + 19.35
Pile Cap Bottom = 14368+1645.2+866.57 x 0.5+18.15+675+839.2 + 3269.81 + 19.35
Longitudinal moment
Pile Cap Top = ( 100 x 0.5 + 46.8 ) x 2 x 7.197 +10756.84+ 346.627 + 15.48
Pile Cap Bottom = ( 100 x 0.5 + 46.8 ) x 2 x 8.99 +13331.57+ 346.627 + 15.48
Transverse moment
Pile Cap Top = 5778.09 x 0.5 +0+316.85x 0.5
Pile Cap Bottom = 5778.09 x 0.5 +0+369.4x 0.5
Axial Load 16787.48 19754.62
ML (Tm) 17397.51 21542.42
MT (Tm) 3047.47 3073.75
D) Both Spans on Under Seismic in Transverse Direction. Case ( iv )

The Seismic effect on Live Load is taken in this Case
dirn,DF eqx 957.03 kN
Resultant force in trans dirn = 1434.00 kN 0.3DFeqz+ DFeqx+ 0.3Vf

Moment,Meqx at Pile Cap top = 10783.89 kNm

Moment,Meqx at Pile Cap
Axial load is same as that of Case iii

Longitudinal moment
Pile Cap Top = ( 100 x 0.5 + 46.8 ) x 7.19 +10756.84
Pile Cap Bottom = ( 100 x 0.5 + 46.8 ) x 8.99 +13331.57
Transverse moment
Pile Cap Top = 3047.47 + 10783.9
Pile Cap Bottom = 3047.47 + 13365.1
Axial Load 16787.48 19754.62
ML (Tm) 6625.18 8195.36
MT (Tm) 13989.79 16570.99
E) One Spans Dislodged Under Seismic in Longitudinal Direction. Case ( v )
D = 8006.60 kN
T = 0.71
Soil type = II
Sa/g = 1.93
Ah = 0.28
Feqz = 2221.19 kN
Design Seismic force in long d = Feqz / R
DFeqz = 673.09 kN
Seismic force in transverse direction-One span dislodged
Dead load and appropriate
live load in kN,D = 8092.66 kN
Iyy = 0.41 m4
F = 64.27 kN
T = 0.71
Soil type = II
Sa/g = 1.92
Ah = 0.28
Feqx = 2233.10 kN
dirn,DF eqx = 676.70 kN
Seismic vertical component,V = 451.13 kN
Resultant force in longi dirn = 1011.44 kN


At pile cap top = 856.07 kN 0.3DFeqz+0.3 DFeqx+ Vf
At pile cap bottom = 1070.08 kN (0.3DFeqz+0.3 DFeqx+ Vf ) *1.25
Axial load
Pile Cap Top = 8006.6+430.32*0.5+18.15+675+839.2 + 10.72
Pile Cap Bottom = 8006.6+430.32*0.5+18.15+675+839.2+3269.81 + 10.72
Longitudinal moment
Pile Cap Top = 6405.28 + ( 50 + 46.8 ) x 7.2 + 172.13 + 7348.98 + 8.58
Pile Cap Bottom = 6405.28 + ( 50 + 46.8 ) x 8.99 + 172.13 + 9169.56 + 8.58
Transverse moment
Pile Cap Top = 2883.12 x 0.5+0
Pile Cap Bottom = 2883.12 x 0.5+0

Axial Load 8908.75 11964.55
ML (Tm) 17281.23 19938.67
MT (Tm) 1520.23 1533.27
The seismic force caused due to dead load of the girders placed over the
Sand Jacks are considered.
F) One Spans Dislodged Under Seismic in Transverse Direction. Case ( vi )

dirn,DF eqx = 676.70 kN
Resultant force in trans dirn = 1013.96 kN

Axial load is same as for Case v

Longitudinal moment
Pile Cap Top = 6405.28 + ( 50 + 46.8 ) x 7.197 + 172.13
Pile Cap Bottom = 6405.28 + ( 50 + 46.8 ) x 8.99 + 172.13
Transverse moment
Pile Cap Top = 2883.12 x 0.5 + 0+7367.33
Pile Cap Bottom = 2883.12 x 0.5 + 0 +9192.46

Axial Load 8908.75 11964.55
ML (Tm) 9923.68 10760.53
MT (Tm) 8966.22 10817.45
G)Service condition with Wind in Transverse direction Case ( viia )
Transverse direction
(Vide cl: 212.1 of I.R.C:6-2000)
Exposed depth of C/Barrier & Superstructure = 2.45 + 1.05
= 3.50 m
Due to crash Barrier
Avg Height of Crash barrier from GL = 6.77 m
2
Average Exposed Length = 40.00 m
Effective area of crash barrier = 42.00 m2
Force = Pz A1GCd
G = 2
Cd = 1.30
Force = 506.36 kN
Due to Deck Slab and girder

Average ht of deck slab and girder from GL = 7.12 m
2
2
Effective area of deck slab + girder = 98.00 m
Force = Pz A1GCd
G = 2
Cd = 1.95
Force = 177.23 kN
Live Load
Effective length 40.00 m
Depth 3.00 m
Area 120.00 m2
2
Pressure 463.70 N/m
Force = Pz A1GCd
G = 2
Cd = 1.20
Force = 133.55 kN
Due to Pier
Average ht of pier and pier cap from GL = 3.37 m
2
Intensity of Wind pressure corres : to height = 463.70 kg/m
Effective area of pier and pier cap = 10.73 m2
Force = Pz A1GCd kN
G = 2
Cd = 0.80
Force = 7.96 kN
Total transverse force = 825.09 kN
Transverse Moment due to wind

Longitudinal Force
Crash barrier 25 % of trans force
126.59 kN
Superstructure 25 % of trans force
44.31 kN
On Live load 25 % of trans force
33.39 kN
Substructure 25 % of trans force
1.99 kN
Total longitudinal force 206.27 kN
Longitudinal Moment due to wind

Vertical load = Pz A3GCL

Pz = 463.70 N/m2
A3 = 680.00
G = 2.00
CL = 0.75
= 472.97 kN Acting upwards or downwards
Axial loads and Longitudinal Moments are same as Case 1
Axial Load 18904.43 22174.24
ML (Tm) 8941.37 11011.84
MT (Tm) 11848.07 12643.21
Case ( vii-b )

Axial Load 17958.49 21228.29
ML (Tm) 8941.37 11011.84
MT (Tm) 11848.07 12643.21
I) Effect of collision in longitudinal direction Case viii
Axial load
Pile Cap Top = 14368+1645.2+18.144+675+839.199
Pile Cap Bottom = 14368+1645.2+18.144+675+839.199 + 3269.8
Longitudinal moment
carriageway level of service road
Pile Cap Top = 500x(1.5+0.5) = 1000.00 kNm
Pile Cap Bottom = 500x(1.5+2.30) = 1900.0 kNm
Transverse moment

Axial Load 17545.54 20815.35
ML (Tm) 1000.00 1900.00
MT (Tm) 0.00 0.00
J) Effect of collision in transverse direction Case ix
Axial load
Pile Cap Top = 14368+1645.2+18.144+675+839.199
Pile Cap Bottom = 14368+1645.2+18.144+675+839.199 + 3269.8
Longitudinal moment
Transverse moment
carriageway level of service road
Pile Cap Top = 250x(1.5+0.5) = 500.00 kNm
Pile Cap Bottom = 250(1.5+2.30) = 950.00 kNm

Axial Load 17545.54 20815.35
ML (Tm) 0.00 0.00
MT (Tm) 500.00 950.00
Summary of loads and moment for all 7 cases
Description (i) ( ii ) ( iii ) ( iv ) (v) ( vi ) ( viia ) ( viib ) (viii) (ix)
At Pile Cap top

Axial Load ( T ) 18431.46 9979.98 16787.48 16787.48 8908.75 8908.75 18904.43 17958.49 17545.54 17545.54
Moment (Long - T 7503.09 10350.08 17397.51 6625.18 17281.2 9923.68 8941.37 8941.37 1000.00 0.00
Moment (Trans - T 6094.94 3754.31 3047.47 13989.79 1520.23 8966.22 11848.07 11848.07 0.00 500.00
% steel assumed 1.89 1.89 1.89 1.89 1.89 1.89 1.89 1.89 1.89 1.89
Stress in
concrete 9.20 10.18 15.40 12.0 14.1 12.6 12.8 12.8 9.1 8.2
Stress in steel
(N/mm2) 28.80 97.04 145.60 67.4 203.6 130.3 68.3 72.9 59.5 68.9
At Pile Cap bottom
Axial Load ( T ) 21701.27 13249.79 19754.62 19754.62 11964.5 11964.5 22174.24 21228.29 20815.35 20815.35
Moment (Long - T 9202.27 11248.39 21542.42 8195.36 19938.7 10760.5 11011.84 11011.84 1900.00 0.00
Moment (Trans - T 6147.50 3754.31 3073.75 16570.99 1533.27 10817.4 12643.21 12643.21 0.00 950.00
The stresses in concrete and steel is calculated by a programme developed for columns subjected to
axial load and biaxial bending. In none of the load cases, the stresses in concrete and steel is exceeded
beyond the permissible limits. Hence the section adopted is safe.
As per Table - 1 and Cl-202.3 in IRC-6:2000, permissible stresses in concrete and steel are increased by 50%
and 33% for seismic and wind conditions respectively.
Calculation of Pier Reinforcements.

( Vid( Vide cl:-306.2 & 306.3 of I.R.C :-21 : 2000 )
a) a) Not less than 0.3 % & not more than 8 % the gross C/S Area of the Column.
b) b) 0.8 % of the minimum area of concrete required to resist the direct stresses.
a) Diameter of Transverse Reinforcement shall not be less than 1/4ththe Dia
a) a) The least Lateral Dimension of the Column.
b) b) 12 Times the Diameter of the smallest Longitudinal Reinforcement.
c) c) Maximum allowable spacing of 300 mm
C/S Area of Pier Section. = 2.270 m2 = 22698.01 cm
2
2
a) a) 0.3 % C/S Area. = 22698.007 x 0.3 = 68.09402 cm
100
b) b) Direct Stress = P P max = 22174.24 kN
A = 2217424 Kg
2
Vcbc = 16.666667 Kg/cm
? Area = 2217424.2 = 13305 cm2
166.66667
2
0.8 % of Min C/S Area. = 13304.545 x 0.8 = 106.436 cm
100
2
= 22698.007 x 1.89 = 428.9923 cm
100
Using 32 mm f bars, As1 = 8.042 cm2
8.0424772
= 1 x 32 = 8 mm
4
a) a) The least Lateral Dimension of the Column. = 1700 mm
b) b) 12 x 32 = 384 mm
c) c) Maximum Allowable Spacing = 300 mm
So provide 10 mm f bars, at 300 mm C/C.
Design of Pilecap & Pile

750 3600 3600 750
750
1 2 3
3600 8 4
8700
3600
7 6 5
750
8700
1800
1200 1200 1950

2400
3600
Length of pile = 25 m
S.B.C of Pile = 4520 kN
Moment due to tilt of pile
As per Cl 709.1.6 of IRC:78-2000, for vertical piles,
Permissible shift of pile = 75 mm
Permissible tilt of pile ( 1:150 ) = 166.7 mm
Moment due to tilt of pile = Axial load/pile x ( 167 ) mm
Depth of fixity = 7000 mm
Reduction factor = 0.82
a) Piles :-
For piles subjected to direct load aswell as moments, the distribution of loads on individual pile
is determined as per the equation stated below.
Load /p = W + Mxy + Myx
n 6y2 6x2
W = Total Load
n = No of piles = 8
y = 3.60 m Considering 75mm permissible shift
x = 3.60 m 678.584
6x2 = 77.76 m2 4020.78
2 2
6y = 77.76 m
Reduction Factor 0.82
Considering the total load from the pier
Effective spacing between the piles 3.6 m Considering 75mm permissible shift
Sumary of Axial loads,Moments,Stresses,Steel provided & resultant stresses.
Description (i) ( ii ) (iii ) ( iv ) (v) ( vi ) ( viia ) (viib)
Axial Load kN 3342.20 2309.20 3415.85 3423.72 2366.01 2370.10 3734.25 3616.01
Horizontal
load/pile-Long 118.00 62.38 416.85 24.20 289.75 12.10 143.78 143.78
Horizontal
load/pile-Trans 0.00 0.00 0.00 120.59 0.00 84.59 103.14 103.14
Moment due to
horizontal load-
Long 338.66 179.04 1196.37 69.45 831.58 34.73 412.66 412.66
Moment due to
horizontal load-
Trans 0.00 0.00 0.00 346.08 0.00 242.76 296.00 296.00
Mr = ML2 + MT2 338.66 179.04 1196.37 352.98 831.58 245.24 507.84 507.84
Moment /pile
due to tilt of 557.03 384.87 569.31 570.62 394.33 395.02 622.38 602.67
Total moment 895.69 563.90 1765.68 923.60 1225.91 640.25 1542.87 1523.17
e ;eccentricity (M 0.27 0.24 0.52 0.27 0.52 0.27 0.41 0.42
R ;radius of colum 0.60 0.60 0.60 0.60 0.60 0.60 0.60 0.60
r ;radius of reinf: r 0.53 0.53 0.53 0.53 0.53 0.53 0.53 0.53
Bar size in mm 20 20 20 20 20 20 20 20
Perimeter in mm 3298.67 3298.67 3298.67 3298.67 3298.67 3298.67 3298.67 3298.67
Spacing in mm 150.0 150 150 150 150 150 150 150
No of bars 21.99 21.99 21.99 21.99 21.99 21.99 21.99 21.99
p;% of reinforcem 0.0061 0.0061 0.0061 0.0061 0.0061 0.0061 0.0061 0.0061
n ;modular ratio 10.00 10.00 10.00 10.00 10.00 10.00 10.00 10.00
e/R 0.447 0.41 0.862 0.45 0.86 0.45 0.69 0.70
r/R 0.875 0.875 0.875 0.875 0.875 0.875 0.875 0.875
np 0.06 0.06 0.06 0.06 0.06 0.06 0.06 0.06
constant
"c"(from 2.000 1.980 2.260 2.000 2.260 2.000 2.120 2.200
constant
"k"(from 0.200 0.200 1.150 0.200 1.150 0.200 0.930 0.930
"fc"c(M/R3)Kg/cm 8.29 5.17 18.47 8.55 12.83 5.93 15.14 15.51
"fs" n k fc Kg/cm2 16.59 10.34 212.45 17.10 147.51 11.86 140.83 144.28
Per:stress in conc 16.67 16.67 25.00 25.00 25.00 25.00 22.22 22.22
Remarks Safe Safe Safe Safe Safe Safe Safe Safe
Per: stress in steel 200 200 300 300 300 300 267 267
% increase in stre 1.00 1.00 1.50 1.50 1.50 1.50 1.33 1.33
Capacity of Pile
kN 4520 4520 5650 5650 5650 5650 5650 5650
Calculation of Pile Reinforcements.

( Vide cl:-306.2 & 306.3 of I.R.C :-21 : 2000 )
a) Diameter of Transverse Reinforcement shall not be less than 1/4th the Dia
C/S Area of Pile Section. = 1.131 m2 = 11309.73 cm2
a) 0.4 % C/S Area. = 11309.734 x 0.4 = 45.24 cm2
100
b) Direct Stress = P
A
P max = 3734.25 kN = 373425 Kg
2
s cbc = 16.667 Kg/cm
2
\ Area = 373425.42 = 2240.55 cm
166.66667
0.8 % of Min C/S Area. = 2240.5525 x 0.8 = 17.92 cm2
100
= 11309.734 x 0.611 = 69.09 cm2
100
2
3.1415927
= 1 x 20 = 5 mm
4
b) 12 x 20 = 240 mm
So provide 10 mm f bars, at 240 mm C/C.
Design of Pilecap :-
Provide min reinforcement of 0.06% in the pile cap top
2
Ast required in the pile cap top 1080 mm
Provide 16 mm dia bar @ 150 mm c/c in at pile cap top in both directions
Design of reinforcement in transverse dirn
This has be designed as cantilever bending due to pile load.
Load coming on three piles ( normal case) 8981 kN
Ast required 46922.7 mm 2
Design of reinforcement in longitudinal dirn

Ast required 123095 mm 2
Min Ast required = 0.85bd/fy 28693 mm 2

spacing 120
Provide32mm bars @120mm c/c in transverse direction

spacing 50
Provide32mm bars @50mm c/c in longitudinal direction
Min Stirrup Reinforcement Reqd : -
Assume 8 legged 16 mm diameter stirrups

Sv 166.881 mm
Provide 8 legged 16 mm diameter stirrups@ 150 mm C/c
3.225
Design of Bed Block Girder + Deck slab 2394.67
Live Load 289
SIDL 274
600
600
1900
450
2350
1) Design of Cantilever Portion in the Transverse Direction.

Calculation of B.Moments at face of Pier due to'
a) Due to self weight
Width of Bedblock in long: dir n = 2.5 m
Cantilevered Length = 2.35 m
Average depth of cantilever part = 0.9 m
Volume = 5.288 m3
U.D.L /m Length = 5.288 x 24 = 126.90 KN
C.G of Load = 1.044 m
D.Load Moment at face of Pier = 126.9 x 1.044 = 132.54 KNm
b) Due to Dead load of Girder & Deck Slab
Moment at face of Pier = 4549.87 Tm
c) Due to S.I.D.Load
Moment at face of Pier = 520.98 Tm
d) Due to Vehicular Liveload
Moment at face of Pier = 548.83 kNm
Torsion due to Live load from one side = 71.47 kNm
Equivalent longitudinal moment due to torsion = 62.22 kNm
6Moments = 5814.43 kNm

Effective Depth Reqd "def = M Clear Cov = 50 mm
QxB Bar Dia = 32 mm
deff reqd: = 5814.43 x 1000000
1.90 x 2500
= 1106.39 cms < 1193.40 mm Hence O.K
deff provided = 1200 - 5 - 1.6 = 1193.40 mm
Ast reqd = M
Vst x j x d
2
?Ast reqd = 5814.43 x 1000000 = 27683 mm
200 x 0.88 x 1193.40
As1 = 804 cm2
No of bars Reqd: = 27683 = 34 Nos
804
Spacing of Bars = 2500 = 73 mm
34
So provide two layers 32 dia bars,17 nos
2) Check for Shear at pier face.
Calculation of S.Force at face of Pier due to
a) Due to self weight
deff = 1.1934 m
Shear due to self wt: = 48.18 KN
b) D load of Girder ,DeckSlab = 2394.67 KN
c) Due to S.I.D.Load = 274 KN
d) Due to LL = 289 kN
Equivalent shear due to to = 45.74 kN
S Shear = 3051.65 kN
Shear stress , W = V ( Vide cl - 304.7.1.1 of I.R.C:-21-2000 )
Bxd
B = Breadth of slab
?W = 3051.6 x 1000 = 1.0 Mpa
2500 x 1193.40
Maximum Permissible Shear Stress :-
W max = 2.3 Mpa
which ever is less
fck = 35 N/mm2
Calculation of permissible Shear Stress :- ( Vide cl - 304.7.3.1 of I.R.C:-21-2000 )
2
p = 100 x As As = 27682.72 mm
Bxd
p = 27682.7 x 100 = 0.928
2500 x 1193.4
?Wc = 0.4 N/mm2
Since W > Wc Shear Reinforcement Reqd:

Shear Reinforcement Reqd : -
( Vide cl - 304.7.4.2 of I.R.C:-21-2000 )
Asw = V x s
s st x d
V = 1846.41 kN
2
? Asw = 1846.41 x 1000 x 150 = 1160.4 mm
200 x 1193.4
Asw = 1357.2 cm2 > 1160.4 mm
2
Hence O.K
B) Design of Cantilever Portion in the Longitudinal Direction.
The cantilevered portion of Bed block in this direction is very less.Even for one span offcondition
during construction time the girders are not rested initially over this cantilever portion.So the nominal
reinforcement need to be provided.
www.WilburSmith.com

w +91.80. 3918.7500 f +91.80. 2363.4097
NCR Planning Board

(TA No. 7055-IND)
FINAL REPORT
Ghaziabad
Detailed Drawings
July 2010
List of Drawings
Drawing No. : Drawing Title

General Drawings
MN-2D-00-001-01 : General Notes
MN-1D-10-001-01/1 to 2 : Plan & Profile (2 sheets)
General Arrangement Drawings
MN-2D-60-001-01/1 to 6 : General Arrangement Drawing of Flyover (6 sheets)
Superstructure
MN-2D-60-001-02/1 : Dimension Details of PSC I Girder
Reinforcement Details of Deck Slab (PSC I Girder
MN-2D-60-001-02/2 :
Location)
MN-2D-60-001-02/3 : Reinforcement Details of Cross Girder
MN-2D-60-001-02/4 : Cable Profile and Anchorage Details of PSC I Girder
MN-2D-60-001-02/5 : Reinforcement Details of PSC I Girder
Substructure
MN-2D-60-001-03/1 : Dimension Details of Abutment & Foundation
MN-2D-60-001-03/2 : Dimension Details of Pier and Foundation
MN-2D-60-001-03/3 : Reinforcement Details of Abutment & Foundation
MN-2D-60-001-03/4 : Reinforcement Details of Pier and Foundation (P3 to P13)
Reinforcement Details of Pier and Foundation (P1, P2, P14
MN-2D-60-001-03/5 :
and P15)
Miscellaneous Drawings
MN-2D-80-001-01 : Miscellaneous Details
MN-2D-80-001-02 : Details of Reinforced Earth Wall
MN-2D-80-001-03 : Details of Reinforced Earth Wall
MN-2D-80-001-04 : Details of Bearings
www.WilburSmith.com

w +91.80. 3918.7500 f +91.80. 2363.4097
NCR Planning Board

(TA No. 7055-IND)
FINAL REPORT
Ghaziabad
Detailed Estimates
July 2010
Contents
Appendix E-1 : Summary Cost Estimate

Appendix E-2 : Detailed Item-wise Cost Estimates
Appendix E-3 : Detailed Quantity Estimates
Appendix E-4 : Rate Analysis
Appendix E-1 : Summary Cost Estimate
SUMMARY OF COST
BILL NO. BILL NAME AMOUNT (Rs.)
1 SITE CLEARANCE AND DISMANTLING 168,394.00
2 EARTH WORK 4,768,367.00
3 SUB-BASE AND BASE COURSES 30,497,551.00
4 BITUMINOUS WORKS 27,862,232.00
5 FLYOVER 422,521,116.00
6 TRAFFIC SIGNAGES, ROAD MARKING AND OTHER APPURTENANCES 950,674.00
7 DRAINAGE AND PROTECTIVE WORKS, DUCTS & OTHER SERVICES 22,552,630.00
8 ELECTRICAL WORKS 4,165,144.00
TOTAL CONSTRUCTION COST 513,486,108.00
CONTIGENCIES & PETTY SUPERVISION CHARGES 3% 15,404,583.00
UTILITY SHIFTING 2% 10,269,722.00
GRAND TOTAL 539,160,413.00

Appendix E-2 : Detailed Item-wise Cost Estimates
1. SITE CLEARANCE AND DISMANTLING
Item No. Description Ref. to Unit Quantity Rate MoRTH Amount MoRTH
MoRTH
Spec.
1.01 Clearing and grubbing road land in an area of light jungle by mechanical means including 201 ha 3.51 48,044.00 168,394.22
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 as
per Technical specifications and as directed by the Engineer-in-charge.
Total 168,394.22
2. EARTH WORK
MoRTH
Spec.
2.01 Excavation for roadwork in soil with hydraulic excavator of 0.9 cum bucket capacity 301 cum 15,417.75 46.00 709,216.50
including cutting and loading in tippers, trimming bottom and side slopes, in accordance
with requirements of lines, grades and cross sections, and transporting to the
embankment location within all lifts and lead upto 1000m
2.02 Supplying and filling in with good earth for construction of subgrade and earthern 305 cum 17,845.00 221.00 3,943,745.00
shoulder in regular layers of 150mm thick etc including watering, consolidation by
power road roller etc complete.
2.03 Supplying and filling in with good earth for formation of traffic island, median strips, 407 cum 735.00 83.00 61,005.00
footpaths etc., including watering and consolidation by hand roller etc., complete.
2.04 Grassing with 'Doobs' grass including watering and maintenance of the lawn for 30 days 307 Sqm 10,880.00 5.00 54,400.00
or more till the grass forms a thick lawn free from weeds and fit for moving including
supplying good earth if needed
Total 4,768,366.50
3. GRANULAR BASE COURSE AND SUB-BASE
MoRTH
3.01 Construction of granular sub-base by providing close graded material (Grading l), 401 cum 6,404.00 2,219.00 14,210,476.00
mixing by mix in place method with rotavator at OMC, and compacting with vibratory
roller to achieve the desired density, all complete as per Technical specifications and as
directed by the Engineer-in-charge.
3.02 Providing, laying, spreading and compacting graded stone aggregate to wet mix 406 cum 7,087.50 2,298.00 16,287,075.00
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.
Total 30,497,551.00
4. BITUMINOUS COURSE
MoRTH
Spec.
4.01 Providing and applying primer coat with bitumen emulsion on prepared surface of 502 sqm 28,350.00 28.00 793,800.00
granular Base including clearing of road surface and spraying primer at the rate of 0.60
kg/sqm using mechanical means.
4.02 Providing and applying tack coat with bitumen emulsion using emulsion pressure 503 sqm 28,350.00 12.00 340,200.00
distributor at the rate of 0.6 kg per sqm on concrete surface treated with primer cleaned
with mechanical broom all complete as per Technical specifications and as directed by
the Engineer-in-charge.
4.03 Providing and applying tack coat with bitumen emulsion using emulsion pressure 503 sqm 28,350.00 10.00 283,500.00
distributor at the rate of 0.25 kg per sqm on the prepared nominal bituminous surface
cleaned with mechanical broom all complete as per Technical specifications and as
4.04 Providing and laying dense graded bituminous macadam with 100-120 TPH batch type 507 cum 2,190.75 7,650.00 16,759,237.50
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 per cent by weight of
total 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.
4.05 Providing and laying bituminous concrete Grading II with 100-120 TPH batch type hot 509 cum 1,134.00 8,541.00 9,685,494.00
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 per cent 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.
Total 27,862,231.50
DPR
5. FLYOVER
MoRTH Spec.
5.1.01 Earth work in excavation ( ordinary soil ) for foundation of Bridges as per drawing and 304 cum 3,276.43 49.00 160,545.07
technical specification, including setting out, construction of shoring and bracing,
removal of stumps and other deleterious matter, dressing of sides and bottom and
backfilling with approved material all complete as per Technical specifications and as
5.1.02 Providing Plain Cement Concrete in Open Foundation complete as per Drawing and
Technical Specifications.
5.1.02a PCC Grade M15 for Pile cap 1500, 1700 & cum 128.25 4,773.00 612,132.48
2100
5.1.02b PCC Grade M15 for levelling course 1500, 1700 & cum 971.20 4,966.00 4,822,979.20
2100
5.1.02c Providing Plain Cement Concrete M20 in Open Foundation complete as per Drawing 1500, 1700 & cum 59.54 5,749.00 342,266.72
and Technical Specifications. 2100
5.1.03 Bored cast-in-situ M40 grade R.C.C. Pile excluding Reinforcement complete as per 1100,1600 & m 2,996.40 10,811.00 32,394,080.40
Drawing and Technical Specifications and removal of excavated earth with all lifts and 1700
lead upto 1000 m.
5.1.04 Providing Steel Liner for Pile including Fabricating and Setting out as per Detailed 1100 MT 210.94 58,457.00 12,331,190.02
Drawing.
5.1.05 Pile Load Test on single Vertical Pile in accordance with IS:2911(Part-IV) 1100
5.1.05a a) Initial No 2.00 31,941.20 63,882.40
5.1.05b b) Routine load test No 3.00 20,907.00 62,721.00
5.1.05c c) Lateral load test No 3.00 20,907.00 62,721.00
5.1.06 Cement Concrete for Reinforced Concrete in Pile Cap complete as per Drawing and 1100, 1500
Technical Specification &1700
5.1.06a RCC Grade M40 for Pile Cap cum 2,203.36 5,913.00 13,028,479.51
5.1.07 Providing Reinforced cement concrete in sub-structure complete as per drawing and 1500, 1700 &
Technical Specifications 2200
5.1.07a RCC Grade M50 cum 931.84 7,095.00 6,611,420.46
5. FLYOVER
MoRTH Spec.
5.1.07b RCC Grade M25 1500, 1700 & cum 106.64 6,406.00 683,142.57
2200
5.1.08 Furnishing and Placing Reinforced/ Prestressed cement concrete in super-structure as 1500 &1600 cum
per drawing and Technical Specification 1700
5.1.08a PSC Beam and Slab M50 cum 9,370.02 8,711.00 81,622,265.13
5.1.09 Supplying, fitting and placing HYSD bar reinforcement complete including providing 1600
couplings wherever required as per drawings and Technical specifications and as
5.1.09a For Foundation MT 666.93 53,679.00 35,800,303.80
5.1.09b For Substructure MT 260.86 53,754.00 14,022,378.64
5.1.09c For Superstructure MT 1,158.81 54,403.00 63,042,512.37
5.1.10 High Tensile Strands MT 405.86 88,473.00 35,907,547.03
5.1.11 Providing and laying Plain cement concrete M-15 for levelling course of approach slab, 1500 , 1700 & cum 17.85 4,775.00 85,233.75
mechanically mixed and compacted complete as per drawings and Technical 2100
specifications and as directed by the Engineer-in-charge.
5.1.12 Providing and laying Reinforced cement concrete of M30 grade for approach slab 1500,1600, cum 35.70 8,683.00 309,983.10
including reinforcement and formwork all complete as per drawings and Technical 1700 & 2704
5. FLYOVER
MoRTH Spec.
5.1.13 Provision of an Reinforced cement concrete crash barrier at the edges of the road,
approaches to bridge structures and medians, constructed with M-40 grade concrete
with HYSD reinforcement conforming to IRC:21 and dowel bars 25 mm dia, 450 mm
long at expansion joints filled with pre-moulded asphalt filler board, keyed to the
structure on which it is built and installed as per design given in the enclosure to MOST
circular No. RW/NH - 33022/1/94-DO III dated 24 June 1994 as per dimensions in the
approved drawing and at locations directed by the Engineer, complete as per drawing
and Technical specifications and as directed by the Engineer-in-charge.
5.1.13a Crash Barrier (having cross section area 0.26 sqm) 809 m 2,414.00 3,746.00 9,042,844.00
5.1.14 RCC M40 Concrete for Median 809 cum 192.00 7,104.00 1,363,968.00
5.1.15a Expansion joint including crack inducer slot in surfacing filled with rubber/bitumen seal 2605 m 102.00 16,000.00 1,632,000.00
5.1.15b Providing and laying of a strip seal expansion joint catering to maximum horizontal 2607 m 102.00 29,000.00 2,958,000.00
movement upto 70 mm, complete as per approved drawings and standard specifications
to be installed by the manufacturer/supplier or their authorised representative ensuring
compliance to the manufacturer's instructions for installation.
5.1.16 Supplying, fitting and fixing in position true to line and level POT-PTFE bearing 2000 & 2200 tonne 33,600.00 207.00 6,955,200.00
consisting of a metal piston supported by a disc or unreinforced elastomer confined capacity
within a metal cylinder, sealing rings, dust seals, PTFE surface sliding against stainless
steel mating surface, complete assembly to be of cast steel/fabricated structural steel,
metal and elastomer elements to be as per IRC: 83 part-I & II respectively and other
parts conforming to BS: 5400, section 9.1 & 9.2 and clause 2006 of MoRTH
Specifications complete as per drawing and approved Technical Specifications.
5.1.17 Providing and applying tack coat with bitumen emulsion using emulsion pressure 503 sqm 9,705.00 15.00 145,575.00
distributor at the rate of 0.6 kg per sqm on cement concrete surface cleaned with
mechanical broom complete as per Technical specifications and as directed by the
Engineer-in-charge.
5. FLYOVER
MoRTH Spec.
5.1.18 Providing and applying tack coat with bitumen emulsion using emulsion pressure 503 sqm 9,705.00 10.00 97,050.00
distributor at the rate of 0.25 kg per sqm on the prepared bituminous surface cleaned
with mechanical broom complete as per Technical specifications and as directed by the
Engineer-in-charge.
5.1.19 Providing and laying bituminous concrete with 100-120 TPH batch type hot mix plant 509 sqm 9,705.00 8,541.00 82,890,405.00
producing an average output of 75 tonnes per hour using crushed aggregates of
specified grading, premixed with bituminous binder @ 5.4 to 5.6 per cent 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
5.1.20 Providing and laying 25 mm thick mastic asphalt wearing course with paving grade 515 sqm 9,705.00 459.00 4,454,595.00
bitumen meeting the requirements given in table 500-29, prepared by using mastic
cooker and laid to required level and slope after cleaning the surface, including
providing antiskid surface with bitumen precoated finegrained hard stone chipping of
13.2 mm nominal size at the rate of 0.005cum per 10 sqm and at an approximate
spacing of 10 cm center to center in both directions, pressed into surface when the
temperature of surfaces is not less than 1000C, protruding 1 mm to 4 mm over mastic
surface, all complete as per clause 515.
5.1.21 Construction of Reinforced Earth Structures including assembly and erection of 3100 sqm 3,419.66 2,000.00 6,839,328.00
reinforcing elements, placement of facing panels, plain cement concrete M15 as
levelling course for the facia material and all associated components, etc., all complete
as per drawings and Technical specificatoins and as directed by the Engineer-in-
charge.
5.1.22 Filling with approved material suitable for Earth Retaining Strucure graded and 305 cum 1,628.57 221.00 359,914.41
compacted to meet requirement as per Technical specifications and as directed by the
Engineer-in-charge.
5.1.23 Providing and fitting Drainage Spouts complete as per drawing and Technical 2705 Each 256.00 1,060.00 271,360.00
5. FLYOVER
MoRTH Spec.
5.1.24 Rm 1,505.25 300.00 451,575.90

Providing and fixing 150mm dia PVC pipes for draining storm water to drain all complete
as per drawings and technical specifications and as directed by the Engineer-in-charge.
5.1.25 Printing of Bridge No. and span arrangement of any shade with synthetic enamel paint 801 per cm 100.00 0.30 30.00
black or any other approved colour to give an even shade complete as per Technical height per
specifications and as directed by the Engineer-in-charge. letter
5.1.26 Painting two coats after filling the surface with synthetic enamel paint in all shades on 803 sqm 56,245.21 55.00 3,093,486.47
new plastered concrete surfaces
Total 422,521,116.00
6. TRAFFIC SIGNAGES, ROAD MARKING AND OTHER APPURTENANCES
Item No. Description Ref. to Unit Quantity Market Rate Amount MoRTH
MoRTH Spec.
6.01 Providing and fixing of retro- reflectorised cautionary, mandatory and informatory sign as per IRC 801
:67 made of high intensity grade sheeting vide clause 801.3, fixed over aluminium sheeting, 1.5
mm thick supported on a mild steel angle iron post 75 mm x 75 mm x 6 mm firmly fixed to the
ground by means of properly designed foundation with M15 grade cement concrete 45 cm x 45
cm x 60 cm, 60 cm below ground level as per approved drawing all complete as per Technical
6.01a 90 cm equilateral triangle No 7.00 3,267.00 22,869.00
6.01b 90 cm high octagon No 4.00 4,838.00 19,352.00
6.01c 75 cm x 60 cm rectangular ( Chevron Signs ) No 2.00 3,091.00 6,182.00
6.01d 80 cm x 60 cm rectangular ( Bus stop signs ) No 7.00 3,902.00 27,314.00
6.02 Providing and laying of hot applied thermoplastic compound 2.5 mm thick including reflectorising 803
glass beads @ 250 gms per sqm area, thickness of 2.5 mm is exclusive of surface applied glass
beads as per IRC:35 .The finished surface to be level, uniform and free from streaks and holes
all complete as per Technical specifications and as directed by the Engineer-in-charge.
6.02a Lane, Centreline, Edge and other marking along strips sq.m. 761.70 271.00 206,420.70
6.02b Directional arrows and letters sq.m. - 271.00 -
6.03 Providing Gantry sign board over a designed support system of aluminium alloy or galvanised No 2.00 150,000.00 300,000.00
steel
6.04 Providing and erecting direction and place identification retro-reflectorised sign as per IRC:67 801
made of high intensity grade sheeting vide clause 801.3, fixed over aluminium sheeting of 2 mm
thick supported on a mild steel single angle iron post 75 x 75 x 6 mm firmly fixed to the ground
by means of properly designed foundation with M15 grade cement concrete 45 x 45 x 60 cm, 60
cm below ground level as per approved drawing and all complete as per Technical specifications
and as directed by the Engineer-in-charge.
6.04a Direction and Place Identification Signs with size more than 0.9 sqm size Board. sq.m. 6.30 6,930.00 43,659.00
6.04b Direction and Place Identification Signs upto 0.9 sqm Size Board. sq.m. 0.96 6,608.00 6,343.68
6. TRAFFIC SIGNAGES, ROAD MARKING AND OTHER APPURTENANCES
Item No. Description Ref. to Unit Quantity Market Rate Amount MoRTH
MoRTH Spec.
6.05 Providing and fixing of road stud 100x 100 mm, die-cast in aluminium, resistant to corrosive No 967.00 230.00 222,410.00
effect of salt and grit, fitted with lense reflectors, installed in concrete or asphaltic surface by
drilling hole 30 mm upto a depth of 60 mm and bedded in a suitable bituminous grout or epoxy
mortar, all as per BS 873 part 4:1973
6.06 Reinforced cement concrete M15 grade kilometre stone of standard design as per IRC:8-1980, 804
fixing in position including painting and printing etc all complete as per Technical specifications
and as directed by the Engineer-in-charge.
6.06a Ordinary kilometer stone (precast) No 3.00 1,846.00 5,538.00
6.06b Hectometer stone (precast) No 16.00 496.00 7,936.00
6.07 Reinforced cement concrete M15 grade boundary pillars of standard design as per IRC:25-1967, 806 No 145.00 570.00 82,650.00
fixed in position including finishing and lettering but excluding painting all complete as per
Technical specifications and as directed by the Engineer-in-charge.
Total 950,674.00
7. DRAINAGE WORKS
MoRTH
7.01 Earth work in excavation for foundation of Drains in ordinary rock (not requiring 304 cum 8,100.00 49.00 396,900.00
blasting) as per drawing and technical specification, including setting out,
construction of shoring and bracing, removal of stumps and other deleterious matter,
dressing of sides and bottom and backfilling with approved material all complete as
per Technical specifications and as directed by the Engineer-in-charge.
7.02 Providing Plain Cement Concrete in Open Foundation complete as per Drawing and 1500, 1700
Technical Specifications. & 2100
7.02a PCC Grade M15 cum 648.00 4,966.00 3,217,968.00

7.03 Providing Reinforced Cement Concrete M25 in Open Foundation complete as per 1500, 1700 cum 1,684.80 5,695.00 9,594,936.00
Drawing and Technical Specifications. & 2100
7.04 Supplying, fitting and placing HYSD bar reinforcement complete as per drawing and 1600 MT 132.52 53,679.00 7,113,326.36
all complete as per Technical specifications and as directed by the Engineer-in-
charge.
7.05 Construction of cement concrete kerb with channel with top and bottom width 115 408 Rm 3,920.00 544.00 2,132,480.00
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
7.06 Painting two coats on kerbs in black and white or yellow after filling the surface with 800 sqm 1,764.00 55.00 97,020.00
synthetic enamel paint complete as per drawing and Technical specifications and as
Total 22,552,630.00
8. ELECTRICAL WORKS
Ref. to
Sl No. Description MoRTH Unit Qty Rate Amount
Spec.
8.01 Supplying,High pressure sodium vapour street lighting fitting die cast aluminium canopy with aluminium housing for
control gear, finished stove enamel gray glassy white canopy interior with pair of anodised aluminium reflectors
clear acrylic bowl, gasket lining for drip inset resistance,duly wired with porcelain holder, heavy duty copper wound
ballast, igniter and HPF condenser including a mercury vapour lamp
8.01a 250W high pressure Sodium Vapour Lamp of philips /Bajaj or Equivalent make of material as per IS standards.
Nos 176 5,000.00 880,000.00

8.02 Supply and erection of Steel tubular poles with one side arm/ both side arm bracket of specified length including
accessories and incidentals as given below
a) Sole Plate at bottom.
b) Earthing arrangement as per IS Rule with 20mm dia x2m long G.I. earthing rod and 8SWG G.I Wire of 2 in a
set.
c) Junction box with terminal block and fuse Protection for Luminaries circuit with gasket. Railway Type locking ,
440 V Statutoty Notice Board.
d) 2x 1C x2.5 sq.mm. PVC insulated copper wire +1No. 1sq.mm. PVC insulated Cu wire from junction box to
luminaries.
e) Muffing of 300 mm above ground including 3mm thick heat cement finish (6:3:1).
f) Providing Suitable class 'B' G.I.pipe with long bend for passage of cable up to cable looping box.
g) identification working in Block letters or Digits (40 mm size) one alphabet and 3 nos . in Black Japan Paint
withing circle.
h) The cost to include for 10mm M.S.Base plate and 4 no.holding down J bolts:transportation cost of carriage of
pole anywhere in the project area ,rate to include for multiple handling.
j) All steel parts to be painted with an approved coat of anti-corrosive primer and 2 coats of aluminium
9 mtr. Pole (Double arm pole)

8.02a Nos 88 30,000.00 2,640,000.00
8.03 Design, Installation, Testing and commissioning of outdoor hooded type Feeder cum Service Pillar Box made of
5mm thick M.S.Plate with 15mm thick cast iron base for Programmable Time Switch complete with suitable
Contactor, Fuse protection isolating switch
1 x 4P x 63A x MCB
Time Switch: TSQ - 100 of L & T
Contractor: ML-2 of L & T
4 x4P x 25A MCB Nos 2 11,500.00 23,000.00
8. ELECTRICAL WORKS
Ref. to
Sl No. Description MoRTH Unit Qty Rate Amount
Spec.
8.04 Supply and Laying of service line for street lighting PVC armoured Aluminium Cables - 3.5C x 25 sq.mm. on wall
including supply and fixing of M.S. saddles with earthing attachment.
(The rate shall be inclusive of excavation, back filling and ramming of soil consolidating & making good.) Rm
140 185.00 25,900.00

8.05 Supply and laying PVC armoured Aluminium Conductor cable underground in trenches, including earthwork
excavation, brick protection on the top of the cable (6 nos.Bricks/mtr.) including filling the space between brick and
the cable and also trench with shifted soil,levelling and restoring the surface duly rammed / Cable trench with
necessary saddle on cable rack.
8.05a 4C x 16 sq.mm Rm 2860 145.00 414,700.00

8.06 Supplying and fitting Vitrified Enamel Danger Board at a height of 3mtr. above G.L. with clamps made of 25mm x
3mm G.I. Strip.
Nos 88 463.00 40,744.00
8.07 Provide materials and construct foundations in M15 concrete 1000mm x1000mmx 1.5m, 300mm height located
above ground level for street light pole including fixing in position of Anchor Bolts etc.,all asper Drawings and
specifications.(For Double armed poles)
Nos 88 1,600.00 140,800.00
Total 4,165,144.00
Appendix E-3 : Detailed Quantity Estimates
ESTIMATE
Item No Description Dimensions Unit Total

Nos Length Breadth Depth Area Quantity
1 Bill No:- 1 SITE CLEARANCE AND DISMANTLING
1.01 Clearing and Grubbing Ha 3.51
Ch:0+260 - 0+420 1 160.00 26.50 0.42

Ch:0+420 - 0+460 1 40.00 36.00 0.14
Ch:0+460 - 1+650 2 1,190.00 9.50 2.26
Ch:1+650 - 1+720 1 70.00 36.00 0.25
Ch:1+720 - 1+880 1 160.00 26.50 0.42
Total 3.51
2 Bill No:- 2 EARTH WORK
2.01 Earth work Excavation 15,417.75
LHS Service Road 6,892.95
RHS Service Road 8,524.80
Total 15,417.75
2.02 Sub-grade and Earthern Shoulders cum 17,845.00
Subgrade
Main Road
Ch:0+260 - 0+420 1 160.00 17.00 0.50 1,360.00
Ch:0+420 - 0+460 1 40.00 17.00 0.50 340.00
Ch:1+650 - 1+720 1 70.00 17.00 0.50 595.00
Ch:1+720 - 1+880 1 160.00 17.00 0.50 1,360.00
Service Road
Ch:0+260 - 0+420 ( Tapering ) 2 160.00 5.75 0.50 920.00
Ch:0+420 - 0+460 2 40.00 9.50 0.50 380.00
Ch:0+460 - 1+650 2 1,190.00 9.50 0.50 11,305.00
Ch:1+650 - 1+720 2 70.00 9.50 0.50 665.00
Ch:1+720 - 1+880 ( Tapering ) 2 160.00 5.75 0.50 920.00
Shoulder -
-
Total 17,845.00
2.03 Soil filling- Median and Island cum 735.00
Median
Ch:0+260 - 0+811 1 551.00 1.00 0.75 413.25
Ch:1+451 - 1+880 1 429.00 1.00 0.75 321.75
Total 735.00
2.04 Grassing with ' Doobs' Grass 10,880.00
Ch:0+811 - 1+451 1 640.00 17.00 10,880.00
Total 10,880.00
ESTIMATE

3 Bill No:- 3 GRANULAR BASE COURSE AND SUB-BASE
3.01 Granular Sub Base cum 6,404.00
GSB-Drainage Layer - I
Main Road
Ch:0+260 - 0+420 1 160.00 17.00 0.10 272.00
Ch:0+420 - 0+460 1 40.00 17.00 0.10 68.00
Ch:1+650 - 1+720 1 70.00 17.00 0.10 119.00
Ch:1+720 - 1+880 1 160.00 17.00 0.10 272.00
Service Road
Ch:0+260 - 0+420 ( Tapering ) 2 160.00 5.75 0.10 184.00
Ch:0+420 - 0+460 2 40.00 9.50 0.10 76.00
Ch:0+460 - 1+650 2 1,190.00 9.50 0.10 2,261.00
Ch:1+650 - 1+720 2 70.00 9.50 0.10 133.00
Ch:1+720 - 1+880 ( Tapering ) 2 160.00 5.75 0.10 184.00
GSB-Drainage Layer - II
Main Road
Ch:0+260 - 0+420 1 160.00 15.00 0.10 240.00
Ch:0+420 - 0+460 1 40.00 15.00 0.10 60.00
Ch:1+650 - 1+720 1 70.00 15.00 0.10 105.00
Ch:1+720 - 1+880 1 160.00 15.00 0.10 240.00
Service Road
Ch:0+260 - 0+420 ( Tapering ) 2 160.00 3.75 0.10 120.00
Ch:0+420 - 0+460 2 40.00 7.50 0.10 60.00
Ch:0+460 - 1+650 2 1,190.00 7.50 0.10 1,785.00
Ch:1+650 - 1+720 2 70.00 7.50 0.10 105.00
Ch:1+720 - 1+880 ( Tapering ) 2 160.00 3.75 0.10 120.00
Total 6,404.00
3.02 Wet Mix Macadam cum 7,087.50

WMM Layer- I
Main Road
Ch:0+260 - 0+420 1 160.00 15.00 0.125 300.00
Ch:0+420 - 0+460 1 40.00 15.00 0.125 75.00
Ch:1+650 - 1+720 1 70.00 15.00 0.125 131.25
Ch:1+720 - 1+880 1 160.00 15.00 0.125 300.00
Service Road
Ch:0+260 - 0+420 ( Tapering ) 2 160.00 3.75 0.125 150.00
Ch:0+420 - 0+460 2 40.00 7.50 0.125 75.00
Ch:0+460 - 1+650 2 1,190.00 7.50 0.125 2,231.25
Ch:1+650 - 1+720 2 70.00 7.50 0.125 131.25
Ch:1+720 - 1+880 ( Tapering ) 2 160.00 3.75 0.125 150.00
WMM Layer - II
Main Road
Ch:0+260 - 0+420 1 160.00 15.00 0.125 300.00
Ch:0+420 - 0+460 1 40.00 15.00 0.125 75.00
Ch:1+650 - 1+720 1 70.00 15.00 0.125 131.25
Ch:1+720 - 1+880 1 160.00 15.00 0.125 300.00
Service Road
Ch:0+260 - 0+420 ( Tapering ) 2 160.00 3.75 0.125 150.00
Ch:0+420 - 0+460 2 40.00 7.50 0.125 75.00
Ch:0+460 - 1+650 2 1,190.00 7.50 0.125 2,231.25
Ch:1+650 - 1+720 2 70.00 7.50 0.125 131.25
Ch:1+720 - 1+880 ( Tapering ) 2 160.00 3.75 0.125 150.00
Total 7,087.50
ESTIMATE

4 Bill No:- 4 BITUMINOUS COURSE
4.01 Prime coat Over WMM sqm 28,350.00
Main Road
Ch:0+260 - 0+420 1 160.00 15.00 2,400.00
Ch:0+420 - 0+460 1 40.00 15.00 600.00
Ch:1+650 - 1+720 1 70.00 15.00 1,050.00
Ch:1+720 - 1+880 1 160.00 15.00 2,400.00
Service Road
Ch:0+260 - 0+420 ( Tapering ) 2 160.00 3.75 1,200.00
Ch:0+420 - 0+460 2 40.00 7.50 600.00
Ch:0+460 - 1+650 2 1,190.00 7.50 17,850.00
Ch:1+650 - 1+720 2 70.00 7.50 1,050.00
Ch:1+720 - 1+880 ( Tapering ) 2 160.00 3.75 1,200.00
Total 28,350.00
4.02 Tack coat Over Primed Surface sqm 28,350.00
Main Road -
Ch:0+260 - 0+420 1 160.00 15.00 2,400.00
Ch:0+420 - 0+460 1 40.00 15.00 600.00
Ch:1+650 - 1+720 1 70.00 15.00 1,050.00
Ch:1+720 - 1+880 1 160.00 15.00 2,400.00
Service Road
Ch:0+260 - 0+420 ( Tapering ) 2 160.00 3.75 1,200.00
Ch:0+420 - 0+460 2 40.00 7.50 600.00
Ch:0+460 - 1+650 2 1,190.00 7.50 17,850.00
Ch:1+650 - 1+720 2 70.00 7.50 1,050.00
Ch:1+720 - 1+880 ( Tapering ) 2 160.00 3.75 1,200.00
Total 28,350.00
4.03 Tack coat - Bituminous Surface sqm 28,350.00
Main Road
Ch:0+260 - 0+420 1 160.00 15.00 2,400.00
Ch:0+420 - 0+460 1 40.00 15.00 600.00
Ch:1+650 - 1+720 1 70.00 15.00 1,050.00
Ch:1+720 - 1+880 1 160.00 15.00 2,400.00
Service Road
Ch:0+260 - 0+420 ( Tapering ) 2 160.00 3.75 1,200.00
Ch:0+420 - 0+460 2 40.00 7.50 600.00
Ch:0+460 - 1+650 2 1,190.00 7.50 17,850.00
Ch:1+650 - 1+720 2 70.00 7.50 1,050.00
Ch:1+720 - 1+880 ( Tapering ) 2 160.00 3.75 1,200.00
Total 28,350.00
4.04 Dense Bituminous Macadam cum 2,190.75

Main Road
Ch:0+260 - 0+420 1 160.00 15.00 0.085 204.00
Ch:0+420 - 0+460 1 40.00 15.00 0.085 51.00
Ch:1+650 - 1+720 1 70.00 15.00 0.085 89.25
Ch:1+720 - 1+880 1 160.00 15.00 0.085 204.00
Service Road
Ch:0+260 - 0+420 ( Tapering ) 2 160.00 3.75 0.075 90.00
Ch:0+420 - 0+460 2 40.00 7.50 0.075 45.00
Ch:0+460 - 1+650 2 1,190.00 7.50 0.075 1,338.75
Ch:1+650 - 1+720 2 70.00 7.50 0.075 78.75
Ch:1+720 - 1+880 ( Tapering ) 2 160.00 3.75 0.075 90.00
Total 2,190.75
ESTIMATE

4.05 Bituminous concrete cum 1,134.00
Grading-lI
Main Road -
Ch:0+260 - 0+420 1 160.00 15.00 0.04 96.00
Ch:0+420 - 0+460 1 40.00 15.00 0.04 24.00
Ch:1+650 - 1+720 1 70.00 15.00 0.04 42.00
Ch:1+720 - 1+880 1 160.00 15.00 0.04 96.00
Service Road
Ch:0+260 - 0+420 ( Tapering ) 2 160.00 3.75 0.04 48.00
Ch:0+420 - 0+460 2 40.00 7.50 0.04 24.00
Ch:0+460 - 1+650 2 1,190.00 7.50 0.04 714.00
Ch:1+650 - 1+720 2 70.00 7.50 0.04 42.00
Ch:1+720 - 1+880 ( Tapering ) 2 160.00 3.75 0.04 48.00
Total 1,134.00
6 Bill No:-6 Traffic Signages, Road Marking and other Appurtenances
6.01 Cautionary,Mandatory and Informatory sign
6.01a 90 cm equilateral triangle No. 7.00
Triangular Regulatory Signs 5 5.00
Cautionary Sign Boards 2 2.00
6.01b 900 Octagon sign No. 4.00
Stop sign 4 4.00
6.01c 75 cm x 60 cm rectangular No. 2.00
Chevron Signs 2 2.00
6.01d 80 cm x 60 cm rectangular No. 7.00
Bus Stops 7 7.00
6.02 Hot applied thermoplastic compound
6.02a Lane, Centreline, Edge and other marking sq.m. 761.70
along strips
Edge line MCW 2 430.00 0.15 129.00
Service Road 2 1,620.00 0.15 486.00
Cariage way Center line 57 3.00 0.10 17.10
Service Road 432 3.00 0.10 129.60
6.02b Directional arrows ,Pedestrian Crossings and sq.m. -

letters
6.03 Gantry mounted variable message sign board 2 No. 2.00
6.04 Direction and Place identification
6.04a Signs with size more than 0.9 sqm size Board. 4 1.50 1.05 sq.m. 6.30
6.04b Signs with size upto 0.9 sqm size Board. 2 0.60 0.80 sq.m. 0.96
6.05 Road stud 100x 100 mm 967 No 967.00
6.06 RCC M15 grade kilometre stone

6.06a Ordinary kilometer stone (precast) 3 Each 3.00
6.06b Hectometer stone (precast) 16 Each 16.00
6.07 RCC M15 grade boundary pillars 145 Each 145.00
7 Bill No:- 7 DRAINAGE & PROTECTION WORK

7.01 Earthwork Excavation cum 8,100.00
2 1,620.00 1.50 1.40 6,804.00
For service duct 2 1,620.00 0.50 0.80 1,296.00
7.02 Plain cement concrete,
7.02a Levelling Course PCC M15 cum 648.00
For Covered Lined Drain 2 1,620.00 1.50 0.10 486.00
ESTIMATE

For service duct 2 1,620.00 0.50 0.10 162.00
Total 648.00
7.03 RCC M25 grade cum 1,684.80
For Drain Cover Slab 1 1,620.00 1.10 0.10 178.20
Bottom 1 1,620.00 1.30 0.20 421.20
Wall 2 1,620.00 0.20 1.30 842.40
For Service duct Cover Slab 1 1,620.00 0.40 0.10 64.80
Bottom 1 1,620.00 0.40 0.10 64.80
Wall 1 1,620.00 0.10 0.70 113.40
Total 1,684.80
7.04 HYSD MT 132.52
7.05 Kerb Stone Lm 3,920.00
Kerb Stone -
Median Kerb Start approach 4.00 551.00 2,204.00
Median Kerb End approach 4.00 429.00 1,716.00
3,920.00
7.06 Painting on kerbs sq.m. 1,764.00
For Kerb Painting
4.00 980.00 0.45 1,764.00
Total 1,764.00
Proposed Fly over at Mohan Nagar Chowk
Item Dimensions
Description Unit Total
No Nos Length Width Depth Area
5.1.01 Earth work Excavation Cum 3,276.43
For Abutment A1 1 8.90 5.30 2.40 113.21
For Abutment A2 1 8.90 5.30 2.40 113.21
For Pier
P1-P15 15 8.90 8.90 2.40 2,851.56
Reinforced earth wall 2 567.00 0.35 0.50 198.45

Total 3,276.43
5.1.02a PCC M15 (blinding for pile cap) Cum 128.25
For Abutment A1 1 8.90 5.30 0.10 4.72

For Abutment A2 1 8.90 5.30 0.10 4.72
For Pier
P1-P15 15 8.90 8.90 0.10 118.82
Total 128.25
5.1.02b PCC M15 Cum 971.20
Over carriage way 0.5 607.00 16.00 0.200 971.20

Total 971.20
5.1.02c PCC M20 59.54
Reinforced earth wall 2 567.00 0.35 0.15 59.54
Total 59.54
5.1.03 Cast in Situ Piles Rm 2,996.40
For Abutment A1 6 22.70 136.20
For Abutment A2 6 22.70
136.20
(3*2+2)*15
For Pier P1 - P15 120 22.70
2,724.00
Total 2,996.40
5.1.04 Pile Liner Plate M.T 210.94
For Abutment A1 6 3.77 0.006 9.00 9.59
For Abutment A2 6 3.77 0.006 9.00 9.59
For Pier P1 - P15 120 3.77 0.006 9.00 191.77

Total 210.94
5.1.05 Pile Load Test
Vertical Load Test 5.00
5.1.05a Initial Load test 2.00 No 2.00
5.1.05b Routine Load Test 3.00 No 3.00
5.1.05c Lateral Load Test 3.00
Routine Load Test 3.00 No 3.00

5.1.06a Foundation M40 for pile cap Cum 2,203.36
For Abutment A1 1 8.70 5.10 1.80 79.87
For Abutment A2 1 8.70 5.10 1.80 79.87
For Pier
P1-P15 15 8.70 8.70 1.80 2,043.63
2,203.36
5.1.07a Sub Structure M50 Cum 931.84
For Abutment
A1
For Abutment cap 1 12.29 1.60 1.00 19.66
Dirt wall 1 12.29 0.30 3.05 11.25
2 2.36 0.30 2.03 2.86
Bracket 1 12.29 0.30 0.45 1.66
Trestle columns 3 1.06 1.33 4.23
For Abutment
A2
For Abutment cap 1 12.29 1.60 1.00 19.66
Dirt wall 1 12.29 0.30 3.05 11.25
2 2.36 0.30 2.03
Bracket 1 12.29 0.30 0.45 1.66
1.79 1.33 7.13
Trestle columns 3
For Pier
P1
(0.725/2*(4.78+2*(5.79+7.61)+10.62
) = 15.287)
1 2.176 2.176 15.298 15.30
P1 Bottom section
1 - 4.78 -
P2
(0.907/2*(4.79+2*(5.21+7.07)+10.62
) = 18.130) 1 2.721 2.721 18.126 18.13
P2 Bottom section
1 - 4.79 -
P3 (1/2*(4.34+2*(4.96+6.8)+10.62)
= 19.240)
1 3.000 3.471 19.240 19.24
P3 Bottom section
1 0.471 4.34 2.04
P4 (1/2*(4.34+2*(4.96+6.8)+10.62)
= 19.240)
1 3.000 4.150 19.240 19.24
P4 Bottom section
1 1.150 4.34 4.99
P5 (1/2*(4.34+2*(4.96+6.8)+10.62)
= 19.240)
1 3.000 4.750 19.240 19.24
P5 Bottom section 1 1.750 4.34 7.60
P6 (1/2*(4.34+2*(4.96+6.8)+10.62)
= 19.240)
1 3.000 5.405 19.240 19.24
P6 Bottom section 1 2.405 4.34 10.44
P7 (1/2*(4.34+2*(4.96+6.8)+10.62)
= 19.240)
1 3.000 5.757 19.240 19.24
P7 Bottom section
1 2.757 4.34 11.97
P8 (1/2*(4.34+2*(4.96+6.8)+10.62)
= 19.240)
1 3.000 6.948 19.240 19.24
P8 Bottom section 1 3.948 4.34 17.13
P9 (1/2*(4.34+2*(4.96+6.8)+10.62)
= 19.240)
1 3.000 6.848 19.240 19.24
P9 Bottom section
1 3.848 4.34 16.70
P10 (1/2*(4.34+2*(4.96+6.8)+10.62)
= 19.240)
1 3.000 6.726 19.240 19.24
P10 Bottom section 1 3.726 4.34 16.17
P11 (1/2*(4.34+2*(4.96+6.8)+10.62)
= 19.240)
1 3.000 6.328 19.240 19.24
P11 Bottom section 1 3.328 4.34 14.44
P12 (1/2*(4.34+2*(4.96+6.8)+10.62)
= 19.240)
1 3.000 5.643 19.240 19.24
P12 Bottom section
1 2.643 4.34 11.47
P13 (1/2*(4.34+2*(4.96+6.8)+10.62)
= 19.240)
1 3.000 4.900 19.240 19.24
P13 Bottom section
1 1.900 4.34 8.25
P14
(0.955/2*(4.75+2*(5.08+6.96)+10.62
) = 18.84) 1 2.865 2.865 18.837 18.84
P14 Bottom section
1 - 4.75 -
P15
(0.955/2*(4.88+2*(5.94+7.72)+10.62
) = 20.447) 1 2.060 2.060 20.447 20.45
P15 Bottom section 1 - 4.88 -
Bottom haunch
15 1.70 0.500 1.00 12.75
Pier cap
15 2.50 11.26
P1-P15 422.06
Pedestal
Pier P1-P15 90 0.60 0.60 0.35 11.34
A1 3 0.60 0.60 0.35 0.38
A2 3 0.60 0.60 0.35 0.38
Total 931.84
5.1.07b Sub Structure M25 (+PI()*2.7+((4.5-2.7)*2)+PI()*3.2+((5-3.2)*2))/2 106.64
Around Pier P1 - P15 15 12.868 0.33 1.70 106.64
Total 106.64
5.1.08a Super Structure M50 Cum 9,370.02

Slab 1 640.00 17.00 0.25 2,720.00
PSC M50
A1- P1 ---- P15 - A2 Mid Section 128 29.64 0.975 3,699.07
0.7*0.3+(0.7+0.35)/2*0.15+0.35*1.4
5+(0.35+0.7)/2*0.15+0.1*0.7+0.6*0.
05 = 0.975
A1- P1 ---- P15 - A2 Taper Section 128 6.40 1.255 1,028.10
A1- P1 ---- P15 - A2 End Section 128.00 3.48 1.535 683.75

0.7*(2.2-0.05)+0.6*0.05 = 1.535
Cross Girder 16*7*2

End Cross Girder 224.00 1.50 0.80 2.20 394.24
16*7*1
Mid Cross Girder 112 0.30 3.87 129.86
Anchor beam 2 550.00 0.65 715.00
9,370.02
5.1.09 HYSD steel reinforcement M.T
In Foundation 666.93
5.1.09a
Pile Cap 90.00 kg/cum 198.30

Road Median 58.00 kg/cum 11.14
Pile 135.00 kg/cum 457.49
In Substructure 260.86
5.1.09b
For Abutment A1 and A2 180.00 kg/cum 2.05
For Abutment cap and Dirt wall 175.00 kg/cum 11.90
For Pier P1 to P26 120.00 kg/cum 50.20
For Pier cap 180.00 kg/cum 75.97
For around Piers P1 - P15 100.00 kg/cum 10.66
Pedestal 120.00 kg/cum 1.45
Crash Barrier 45.00 Kg/m 108.63
5.1.09c In Super Structure 1,158.81
PSC Girder
Long Girder 120.00 kg/cum 649.31
Cross Girder 150.00 kg/cum 78.62
Slab 150.00 kg/cum 408.00
Anchor beam 32.00 kg/cum 22.88
5.1.10 PC Strands M.T 405.86
strands 8*16
Cable C 128 40.00
134.95
Cable B 128 40.00
135.29
Cable A 128 40.00
135.62
405.86
5.1.11 Approach slab M15 17.85
2 17.00 3.50 0.15 17.85
Total 17.85
5.1.12 Approach slab M30 Cum 35.70
2 17.00 3.50 0.30 35.70
Total 35.70
Crash Barrier M40 Rm
5.1.13
5.1.13a Crash Barrier 0.26 sqm Area 2,414.00
Approaches 2 567.00 1,134.00
Flyover 2 640.00 1,280.00
RCC M40 for median Cum 192.00

5.1.14
Median 1 640.00 1.00 0.30 192.00
Total
5.1.15a Crack inducer Rm 102.00

6 17.00 102.00
Total 102.00
5.1.15b Strip seal Rm 102.00

6 17.00 102.00
Total 102.00
5.1.16 Pot PTFE bearing(350T) MT 33,600.00
5.1.16a Fixed 16 16.00
5.1.16b Guide 32 32.00
5.1.16c
Free 48 48.00
33,600.00
5.1.17 Tack Coat over Concrete Surface Sqm 9,705.00
2 647.00 7.50 9,705.00
9,705.00
5.1.18 Tack Coat over Bituminous Sqm 9,705.00
Surface
2 647.00 7.50 9,705.00
9,705.00
5.1.19 Laying 40mm thick modified bitumen Sqm 9,705.00
2 647.00 7.50 0.04 9,705.00
Total 9,705.00
5.1.20 Wearing Coat Sqm 9,705.00
2 647.00 7.50 9,705.00
Total 9,705.00
5.1.21 Reinforced earthwall Sqm 3,419.66
Sides 2 351.00 2.87 2,014.39

Ends 1 17.00 4.62 78.47
Sides 2 199.00 3.12 1,242.76
Ends 1 17.00 4.94 84.05
Total 3,419.66
5.1.22 Reinforced Earthfill Cum 1,628.57
1 351.00 17.00 2.87 1,007.19
1 199.00 17.00 3.12 621.38
1,628.57
5.1.23 Drainage Spouts Nos 256.00
256
256.00
Total 256.00
5.1.25 Printing of Bridge No. 100.00
10 10.00 Per cm
ht per Lt 100.00
5.1.24 PVC Pipe for taking drain water Rm 1,505.25
2 640.00 1,280.00
2 112.63 225.25
1,505.25
Painting Exposed Concrete
5.1.26 Surfaces Sqm 56,245.21
Slab 1 640.00 17.00 10,880.00
Girder 8 640.00 4.40 22,528.00
End cross 32 15.40 4.40 2,168.32
Mid cross 16 15.40 4.40 1,084.16
Crash Barrier 1 2,414.00 1.50 3,621.00
RE wall 1 3,419.66 3,419.66
Pier P1 - P15 15 10.67 4.72 754.48

Pier Cap 15 25.00 1.20 450.00
Abutment 3 4.08 1.06 13.03

3 4.08 1.79 21.95
Abutment cap 2 27.78 1.00 55.56
Add 25% extra for inner coverages 11,249.04

56,245.21
Appendix E-4 : Rate Analysis
SUMMARY OF RATES
Rate
Item No. Description Unit Analysis Rate
Reference
SITE CLEARANCE AND DISMANTLING
1.01 Clearing and grubbing road land in an area of light jungle ha 1.2 48,044.00
EARTH WORK
2.01 Earth work Excavation cum 2.1 46.00
2.02 Construction of sub-grade and earthen shoulders with approved cum 2.6 221.00
material obtained from borrow pits
2.03 Construction of Median and Island with approved material cum 2.8 83.00
2.04 Grassing with ' Doobs' Grass sqm 10.4 5.00

GRANULAR BASE COURSE AND SUB-BASE
3.01 Construction of granular sub-base cum 3.1 2,219.00
3.02 WMM cum 3.2 2,298.00
BITUMINOUS COURSE
4.01 Primer coat sqm 4.1 28.00
4.02 Tack coat with 0.25kg/ sqm over primed surface sqm 4.2.2 12.00
4.03 Tack coat with 0.20kg/ sqm over bituminous surface sqm 4.2.3 10.00
4.04 DBM cum 4.3 7,650.00
4.05 BC (Grading-ll) cum 4.4.2 8,541.00
FLYOVER
5.1.01 Earth work in excavation for foundation ( ordinary soil ) 7.1.1 49.00
5.1.02 Plain cement concrete cum
5.1.02a PCC Grade M15 ( For Pile cap ) cum 7.13 4,773.00
5.1.02b PCC Grade M15 cum 7.2.1 4,966.00
5.1.02c PCC Grade M20 cum 8.3.1 5,749.00
5.1.03 Pile Driving Height 1200m dia m 7.10b 10,811.00
5.1.04 Pile Liner Plate MT 7.20 58,457.00
5.1.05 Pile Load Test
5.1.05a a) Initial Per Test 7.11.1 31,941.20
5.1.05b b) routine load test Per Test 7.11.2 20,907.00
5.1.05c a) Lateral load test Per Test 7.11.3 20,907.00
5.1.06 Reinforced Cement Concrete in Foundation cum
5.1.06a RCC Grade M40 fo pile cap cum 7.12.3 5,913.00
5.1.07 Reinforced Cement Concrete in sub structure
5.1.07a Sub Structure RCC M50 Cum 8.3.5 7,095.00
5.1.07b Sub Structure RCC M25 Cum 8.3.3 6,406.00
5.1.08 Reinforced/ Prestressed cement concrete in super-structure
5.1.08a PSC Beam and Slab M50 cum 9.1.4 8,711.00
5.1.09 HYSD bar reinforcement
5.1.09a For Foundation MT 7.3 53,679.00
5.1.09b For Substructure MT 8.4 53,754.00
5.1.09c For Superstructure MT 9.2 54,403.00
5.1.10 High tensile steel wires / strands MT 9.3 88,473.00
5.1.11 PCC M-15 for levelling course of approach slab cum 9.7 4,775.00
5.1.12 RCC of M30 grade for approach slab cum 9.8 8,683.00
5.1.13 Crash Barrier
5.1.13a Crash Barrier (having cross section area 0.26 sqm) m 6.9.2 3,746.00
5.1.14 RCC of M40 grade for median cum 9.1.4 7,104.00
5.1.15a Expansion joint including crack inducer slot in surfacing filled with m 16,000.00
rubber/bitumen seal
5.1.15b Strip seal Expansion Joint m 9.10 29,000.00
SUMMARY OF RATES
Rate
Item No. Description Unit Analysis Rate
Reference
5.1.16 POT PTFE bearing Tonne 207.00
capacity 9.11
5.1.17 Tack coat with 0.30kg/ sqm over cement concrete surface sqm 4.2.1 15.00
5.1.18 Tack coat with 0.20kg/ sqm over bituminous surface sqm 4.2.3 10.00
5.1.19 BC of 40mm thick cum 4.4 8,541.00
5.1.20 25 mm thick mastic asphalt wearing course sqm 4.5 459.00
5.1.21 Reinforced earthwall Sqm 2,000.00
5.1.22 Reinforced earthfill cum 2.6 221.00
5.1.23 Drainage Spouts Each 9.6 1,060.00
5.1.24 PVC 150mm dia pipes for drainage purpose m 300.00
5.1.25 Printing of Bridge No. and span arrangement per cm 0.30
height per
letter 6.1
5.1.26 Painting two coats on new plastered concrete surfaces Sqm 55.00
6.4
Traffic Signages, Road Marking and other Appurtenances
6.01 Cautionary,Mandatory and Informatory sign
6.01a 90 cm equilateral triangle No 6.2.1 3,267.00
6.01b 900 Octagon sign No 6.2.6 4,838.00
6.01c Chevron Signs 75 cm x 60 cm rectangular No 6.2.5 3,091.00
6.01d Bus Stop Signs 80 cm x 60 cm rectangular No 6.2.4 3,902.00
6.02 Hot applied thermoplastic compound 2.5 mm thick including
reflectorising glass beads
6.02a Lane, Centreline, Edge and other marking along strips sq.m. 6.5 271.00
6.02b Directional arrows and letters sq.m. 6.5 271.00
6.03 Gantry mounted variable message sign board No 150,000.00
6.04 Direction and Place identification
6.04a Signs with size more than 0.9 sqm size Board. Sqm 6.3.2 6,930.00
6.04b Signs with size upto 0.9 sqm size Board. sqm 6.3.1 6,608.00
6.05 Road stud 100x 100 mm No 6.12 230.00
6.06 RCC M15 grade kilometre stone
6.06a Ordinary kilometer stone (precast) No 6.6.2 1,846.00
6.06b Hectometer stone (precast) No 6.6.3 496.00
6.07 RCC M15 grade boundary pillars No 6.8 570.00
DRAINAGE & PROTECTION WORK
7.01 Earthwork Excavation cum 7.1.1 49.00
7.02 Plain cement concrete,
7.02a Levelling Course PCC M15 cum 7.2.1 4,966.00
7.03 RCC M25 grade cum 7.2.3 5,695.00
7.04 HYSD MT 7.3 53,679.00
7.05 Kerbstone m 10.1 544.00
7.06 Painting kerbstone sqm 6.4 55.00
Ref. to
MoRTH Description Unit Quantity Rate Rs Cost Rs
Spec.
1.2 201 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.
Unit = Hectare
By Mechanical Means
In area of light jungle
a) Labour
Mate day 0.160 140.00 22.40
Mazdoor day 4.000 125.00 500.00
b) Machinery
Dozer 80 HP with attachment for removal of trees & hour 10.000 3546.00 35,460.00
stumps
Tractor-trolley hour 1.000 346.00 346.00
c) Overhead charges @ 15% on (a+b) 5,449.26
d) Contractor's profit @ 15% on (a+b+c) 6,266.65
Rate per Hectare = a+b+c+d 48,044.31
say 48,044.00
2.1 301 Excavation in Soil using Hydraulic Excavator CK 90
and Tippers with Disposal upto 1000 metres.
Excavation for roadwork in soil with hydraulic excavator of
0.9 cum bucket capacity including cutting and loading in
tippers, trimming bottom and side slopes, in accordance
with requirements of lines, grades and cross sections, and
transporting to the embankment location within all lifts and
lead upto 1000m
Unit = cum
Taking output = 360 cum
a) Labour
Mate day 0.080 140.00 11.20
Mazdoor day 2.000 125.00 250.00
b) Machinery
Hydraulic excavator 0.9 cum bucket capacity @ 60 hour 6.000 1241.00 7,446.00
cum per hour
Tipper 5.5 cum capacity, 4 trips per hour. hour 16.000 295.00 4,720.00
Cost for 360 cum = a+b+c+d 16,434.97
Rate per cum = (a+b+c+d)/360 45.65
say 46.00
2.6 305 Construction of Subgrade and Earthen Shoulders
Construction of sub-grade and earthen shoulders with
approved material obtained from borrow pits with all lifts &
leads, transporting to site, spreading, grading to required
slope and compacted to meet requirement of table No. 300-
2
Unit = cum
a) Labour
Mate day 0.040 140.00 5.60
Mazdoor day 1.000 125.00 125.00
b) Machinery
Hydraulic excavator1 cum bucket capacity @ 60 cum hour 1.670 1241.00 2,072.47
per hour
Ref. to
Spec.
Tipper 10 tonne capacity tonne.km 175xL 2.00 -
Add 10 per cent of cost of carriage to cover cost of -

loading and unloading
Dozer 80 HP for spreading @ 200 cum per hour hour 0.500 3546.00 1,773.00
Motor grader for grading @ 50 cum per hour hour 2.000 2283.00 4,566.00
Water tanker with 6 km lead hour 4.000 100.00 400.00
Vibratory roller 8-10 tonnes @ 80 cum per hour hour 1.250 1469.00 1,836.25
c) Material
Cost of water KL 24.000 40.00 960.00
Compensation for earth taken from private land cum 100.000 50.00 5,000.00
d) Overhead charges @ 15% on (a+b+c) 2,510.75
e) Contractor's profit @ 15% on (a+b+c+d) 2,887.36
Cost for 100 cum = a+b+c+d+e 22,136.43
Rate per cum = (a+b+c+d+e)/100 221.36
say 221.00
2.8 407 Construction of Median and Island with Soil Taken
from Roadway Cutting
Construction of Median and Island 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
Unit = cum
Taking output =21 cum
a) Labour
Mate day 0.240 140.00 33.60
Mazdoor day 6.000 125.00 750.00
b) Machinery
Water tanker 6 KL with 5 km lead and 1 trip per hour hour 1.000 100.00 100.00
Plate compactor @ 3.5 cum per hour hour 6.000 32.00 192.00
c) Material
Cost of water KL 6.000 40.00 240.00
d) Overhead charges @ 15% on (a+b+c) 197.34
e) Contractor's profit @ 15% on (a+b+c+d) 226.94
Rate per cum = (a+b+c+d+e)/21 82.85
say 83.00
3.1 401 Granular Sub-Base with Close Graded Material (Table:-
400-1)
Plant Mix Method
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
Unit = cum
Taking output = 225 cum (450 tonne)
a) Labour
Mate day 0.400 140.00 56.00
Mazdoor skilled day 2.000 140.00 280.00
Mazdoor day 8.000 125.00 1,000.00
b) Machinery
Wet mix plant @ 75 tonne capacity per hour hour 6.000 1148.00 6,888.00
Electric generator 125 KVA hour 6.000 665.00 3,990.00
Water tanker 6 KL capacity 5 km lead with one trip per hour 4.500 100.00 450.00
hour
Front end loader 1 cum bucket capacity hour 6.000 768.00 4,608.00
Ref. to
Spec.
Tipper 10 tonne tonne.km 450 x L 2.00 -
Add 10 per cent of cost of carriage to cover loading -

and unloading
Motor Grader 110 HP hour 6.000 2283.00 13,698.00
Vibratory roller 8-10 t hour 6.000 1469.00 8,814.00
c) Material
Close graded Granular sub-base Material as per table
400-1
For Grading-I Material
53 mm to 9.5 mm @ 50 per cent cum 144.000 1151.10 165,758.40
9.5 mm to 2.36 mm @ 20 per cent cum 57.000 1151.10 65,612.70
2.36 mm below @ 30 per cent cum 86.400 1217.90 105,226.56
Cost of water KL 27.000 40.00 1,080.00
Rate per cum for grading-I Material
Rate per cum = (a+b+c+d+e)/225 2,218.64
say 2,219.00
3.2 406 Wet Mix Macadam
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.
Unit = cum
Taking output = 225 cum (495 tonnes)
a) Labour
Mate day 0.480 140.00 67.20
Mazdoor day 10.000 125.00 1,250.00
b) Machinery
Wet mix plant of 75 tonne hourly capacity hour 6.600 1148.00 7,576.80
Electric generator 125 KVA hour 6.000 665.00 3,990.00
Front end loader 1 cum capacity hour 6.000 768.00 4,608.00
Paver finisher hour 6.000 929.00 5,574.00
Vibratory roller 8 - 10 tonne hour 6x0.65 1469.00 5,729.10
or
Smooth 3 wheeled steel roller @ 8-10 tonnes. hour 12.000
Water tanker 6 KL capacity hour 3.000 100.00 300.00
Tipper tonne.km 495 x L 2.00 -

c) Material ( Table 400-11)
45 mm to 22.4 mm@ 30 per cent cum 89.100 1184.90 105,574.59
22.4 mm to 2.36 mm @ 40 per cent cum 118.800 1235.00 146,718.00
2.36 mm to 75 micron@ 30 per cent cum 89.100 1217.90 108,514.89
Cost of water KL 18.000 40.00 720.00
Rate per cum = (a+b+c+d+e)/225 2,297.64
say 2,298.00
4.1 502 Prime Coat
Ref. to
Spec.
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.
Unit = sqm
Taking output = 3500 sqm
a) Labour
Mate day 0.080 140.00 11.20
Mazdoor day 2.000 125.00 250.00
b) Machinery
Mechanical broom @ 1250 sqm per hour hour 2.800 340.00 952.00
Air compressor 250 cfm hour 2.800 304.00 851.20
Bitumen pressure distributor @ 1750 sqm per hour hour 2.000 1022.00 2,044.00
Water tanker 6 KL capacity @ 1 trip per hour hour 1.000 100.00 100.00
c) Material
Bitumen emulsion @ 0.6 kg per sqm tonne 2.100 33045.40 69,395.34
Cost of water KL 6.000 40.00 240.00
Cost for 3500 sqm = a+b+c+d+e 97,658.35
Rate per sqm = (a+b+c+d+e)/3500 27.90
say 28.00
4.2.1 503 Tack Coat
Providing and applying tack coat with bitumen emulsion
using emulsion pressure distributor at the rate of 0.3 kg per
sqm on concrete surface treated with primer cleaned with
mechanical broom all complete as per Technical
Unit = sqm
a) Labour
Mate day 0.080 140.00 11.20
Mazdoor day 2.000 125.00 250.00
b) Machinery
Emulsion pressure distributor @ 1750 sqm per hour hour 2.000 1022.00 2,044.00
c) Material
say 15.00
4.2.2 503 Tack Coat
using emulsion pressure distributor at the rate of 0.25 kg
per sqm on the prepared granular surface treated with
primer cleaned with mechanical broom all complete as per
Technical specifications and as directed by the Engineer-in-
charge.
Unit = sqm
a) Labour
Mate day 0.080 140.00 11.20
Mazdoor day 2.000 125.00 250.00
b) Machinery
Ref. to
Spec.
c) Material
say 12.00
4.2.3 503 Tack Coat
using emulsion pressure distributor at the rate of 0.20 kg
per sqm on the prepared nominal bituminous surface
cleaned with mechanical broom all complete as per
Technical specifications and as directed by the Engineer-in-
charge.
Unit = sqm
a) Labour
Mate day 0.080 140.00 11.20
Mazdoor day 2.000 125.00 250.00
b) Machinery
c) Material
say 10.00
4.3 507 Dense Graded Bituminous Macadam
Providing and laying dense graded 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 per cent by weight of total 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.
Unit = cum
a) Labour
Mate day 0.840 140.00 117.60
Mazdoor working with HMP, mechanical broom, paver, day 16.000 125.00 2,000.00
roller, asphalt cutter and assistance for setting out
lines, levels and layout of construction
Skilled mazdoor for checking line & levels day 5.000 140.00 700.00
b) Machinery
Batch mix HMP @ 75 tonne per hour hour 6.000 16499.00 98,994.00
Paver finisher hydrostatic with sensor control @ 75 hour 6.000 2549.00 15,294.00
cum per hour
Ref. to
Spec.
Generator 250 KVA hour 6.000 1350.00 8,100.00
Tipper 10 tonne capacity tonne.km 450 x L 2.00 -

smooth wheeled roller 8-10 tonnes for initial break hour 6.00x0.65* 439.00 1,712.10
down rolling.
Vibratory roller 8 tonnes for intermediate rolling. hour 6.00x0.65* 1469.00 5,729.10
Finish rolling with 6-8 tonnes smooth wheeled tandem hour 6.00x0.65* 1090.00 4,251.00
roller.
c) Materials
Bitumen @ 4.25 per cent of weight of mix tonne 19.130 32146.18 614,956.42
Aggregate
Total weight of mix = 450 tonnes
Weight of bitumen = 19.13 tonnes
Weight of aggregate = 450 -19.13 = 430.87 tonnes
Taking density of aggregate = 1.5 ton/cum

Volume of aggregate = 287.25 cum
Grading - II19 mm (Nominal Size)
25 - 10 mm 30 per cent cum 86.160 1235.00 106,407.60
10 - 5 mm 28 per cent cum 80.430 1235.00 99,331.05
5 mm and below 40 per cent cum 114.900 1217.90 139,936.71
Filler @ 2 per cent of weight of aggregates. tonne 8.620 3000.00 25,860.00
For GradingII(19 mm nominal size)
Cost for 195 cum = a+b+c+d+e 1,491,776.80
Rate per cum = (a+b+c+d+e)/195 (For Grading-II) 7,650.14
say 7,650.00
4.4 509 Bituminous Concrete
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 per cent 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
Unit = cum
a) Labour
Mate day 0.840 140.00 117.60
Mazdoor working with HMP, mechanical broom, paver, day 16.000 125.00 2,000.00
roller, asphalt cutter and assistance for setting out
lines, levels and layout of construction
Skilled mazdoor for checking line & levels day 5.000 140.00 700.00
b) Machinery
Batch mix HMP @ 75 tonne per hour hour 6.000 16499.00 98,994.00
Paver finisher hydrostatic with sensor control @ 75 hour 6.000 2549.00 15,294.00
cum per hour
Tipper 10 tonne capacity tonne.km 450 x L 2.00 -
Ref. to
Spec.
Smooth wheeled roller 8-10 tonnes for initial break hour 6.00x0.65* 439.00 1,712.10
down rolling.
Vibratory roller 8 tonnes for intermediate rolling. hour 6.00x0.65* 1469.00 5,729.10
Finish rolling with 6-8 tonnes smooth wheeled tandem hour 6.00x0.65* 1090.00 4,251.00
roller.
c) Material
i) Bitumen@ 5 per cent of weight of mix tonne 22.500 32146.18 723,289.05
ii) Aggregate
Total weight of mix = 450 tonnes
Weight of bitumen = 22.5 tonnes
Weight of aggregate = 450 -22.50 = 427.50 tonnes
Taking density of aggregate = 1.5 ton/cum

Volume of aggregate = 285 cum
* Grading - I-19 mm (Nominal Size)
20 - 10 mm 35 per cent cum 99.750 1235.00 123,191.25
10 - 5 mm 23 per cent cum 65.550 1235.00 80,954.25
5 mm and below 40 per cent cum 114.000 1217.90 138,840.60
or
Grading - II-13 mm (Nominal Size)
13.2 - 10 mm30 per cent cum 85.500 1235.00 105,592.50
10 - 5 mm 25 per cent cum 71.250 1235.00 87,993.75
5 mm and below43 per cent cum 122.550 1217.90 149,253.65
*Any one of the alternative may be adopted as per
approved design
4.4.2 for Grading-II (10 mm nominal size)
Cost for 191 cum = a+b+c+d+e 1,631,296.80
Rate per cum = (a+b+c+d+e)/191 (For Grading-II) 8,540.82
say 8,541.00
4.5 515 Mastic Asphalt
Providing and laying 25 mm thick mastic asphalt wearing
course with paving grade bitumen meeting the
requirements given in table 500-29, prepared by using
mastic cooker and laid to required level and slope after
cleaning the surface, including providing antiskid surface
with bitumen precoated finegrained hard stone chipping of
13.2 mm nominal size at the rate of 0.005cum per 10 sqm
and at an approximate spacing of 10 cm center to center in
both directions, pressed into surface when the temperature
of surfaces is not less than 1000C, protruding 1 mm to 4
mm over mastic surface, all complete as per clause 515.
Unit = sqm
Taking output = 35.00 sqm (0.87 cum ) assuming a
density of 2.3 tonnes/cum.-2 tonnes
a) Labour
Mate day 0.440 140.00 61.60
Mazdoor day 10.000 125.00 1,250.00
b) Machinery
Mastic cooker 1 tonne capacity hour 6.000 59.00 354.00
Bitumen boiler 1500 litres capacity hour 6.000 189.00 1,134.00
Ref. to
Spec.
Tractor for towing and positioning of mastic cooker hour 1.000 346.00 346.00
and bitumen boiler
c) Material
Base mastic (without coarse aggregates) = 60 per cent
Coarse aggregate (6.3mm to 13.2 mm) = 40 per cent .
Proportion of material required for mastic asphalt with

coarse aggregates (based on mix design done by
CRRI for a specific case)
I) Bitumen 85/25 or 30/40 @ 10.2 per cent by weight tonne 0.204 32146.18 6,557.82
of mix. 2 x 10.2/100 = 0.204
ii) Fine aggregate passing 2.36mm and retained on cum 0.390 1166.70 455.01
0.075mm sieve @ 31.9 per cent by weight of mix = 2
x 31.9/100 = 0.638 tonnes = 0.638/1.625 = 0.39
iii) Lime stone dust filler with calcium content not less tonne 0.360 3000.00 1,080.00
than 80 per cent by weight @ 17.92 per cent by
weight of mix = 2 x 17.92/100 = 0.36
iv) Coarse aggregates 6.3 mm to 13.2 mm @ 40 per cum 0.550 1235.00 679.25
cent by weight of mix = 2 x 40/100 = 0.8 MT =
0.8/1.456 = 0.55
v) Pre-coated stone chips of 13.2 mm nominal size for cum 0.018 1296.75 23.34
skid resistance = 35 x 0.005/10 = 0.018
vi) Bitumen for coating of chips @ 2 per cent by kg 0.500 32.00 16.00
weight = 0.018 x 1.456 x 2/100 = 0.0005 MT = 0.5kg

Cost for 35.00 sqm = a+b+c+d+e 16,049.42
say 459.00
6.1 801 Printing New Letter and Figures of any Shade
Printing new letter and figures of any shade with synthetic
enamel paint black or any other approved colour to give an
even shade
English and Roman
Hyphens and the like not to be measured and paid for
Detail for 100 letters of 16 cm height. i.e.1600 cm

Unit = per cm height per letter
a) Labour
Mate day 0.070 140.00 9.80
Painter Ist class day 1.250 200.00 250.00
Mazdoor day 0.500 125.00 62.50
b) Material
Paint Litre 0.500 172.00 86.00
c) Overhead charges @ 15% on (a+b) 61.25
d) Contractor's profit @ 15% on (a+b+c) 70.43
Cost for 1600 cm = a+b+c+d 539.98
Rate per cm height per letter = (a+b+c +d)/1600 0.34
say 0.30
6.2
801 Retro-Reflectorised Traffic Signs
Ref. to
Spec.
Providing and fixing of retro- reflectorised cautionary,
mandatory and informatory sign as per IRC :67 made of
high intensity grade sheeting vide clause 801.3, fixed over
aluminium sheeting, 1.5 mm thick supported on a mild
steel angle iron post 75 mm x 75 mm x 6 mm firmly fixed
to the ground by means of properly designed foundation
with M15 grade cement concrete 45 cm x 45 cm x 60 cm,
60 cm below ground level as per approved drawing
Unit = Each
Taking output = one traffic sign
i) Excavation for foundation cum 0.216 138.00 29.81
ii) Cement concrete M15 grade cum 0.120 4966.00 595.92
iii) Painting angle iron post two coats sqm 0.430 45.00 19.35
a) Labour (For fixing at site)
Mate day 0.010 140.00 1.40
Mazdoor day 0.250 125.00 31.25
b) Material
Mild steel angle iron 75 x 75 x 6 mm kg 19.000 34.50 655.50
Aluminium sheeting fixed with encapsulated lens type
reflective sheeting of size including lettering and signs
as applicable
Add 2 per cent of cost of angle iron towards cost of
drilling holes, nuts, bolts etc.
90 cm equilateral triangle sqm 0.350 3689.00 1,291.15
or
60 cm equilateral triangle sqm 0.156 3689.00 575.48
or
60 cm circular sqm 0.283 3689.00 1,043.99
or
80 mm x 60 mm rectangular sqm 0.480 3689.00 1,770.72
or
60 cm x 45 cm rectangular sqm 0.270 3689.00 996.03
or
60 cm x 60 cm square sqm 0.360 3689.00 1,328.04
or
90 cm high octagon sqm 0.672 3689.00 2,479.01
or
60 cm x 75 cm rectangular sqm 0.450 3689.00 1,660.05
c) Machinery
6.2.1 90 cm equilateral triangle
Rate per traffic sign = ( i+ii+iii+a+b+c+d+e) 3,267.28
say 3,267.00
6.2.2 60 cm equilateral triangle
say 2,321.00
6.2.3 60 cm circular
say 2,940.00
6.2.4 80 mm x 60 mm rectangular
say 3,902.00
Ref. to
Spec.
6.2.5 60 cm x 75 cm rectangular
say 3,091.00
6.2.6 60 cm x 60 cm square
say 3,316.00
6.2.6 90 cm high octagon
say 4,838.00
6.3.1 Direction and Place Identification Signs upto 0.9 sqm

801
Size Board.
Providing and erecting direction and place identification
retro-reflectorised sign as per IRC:67 made of high
intensity grade sheeting vide clause 801.3, fixed over
aluminium sheeting, 2 mm thick with area not exceeding
0.9 sqm supported on a mild steel single angle iron post 75
x 75 x 6 mm firmly fixed to the ground by means of
properly designed foundation with M15 grade cement
concrete 45 x 45 x 60 cm, 60 cm below ground level as per
approved drawing
Unit = sqm
Taking output = 0.9 sqm
ii) Cement concrete M15 grade cum 0.120 4966.00 595.92
iii) Painting angle iron post two coats sqm 0.430 45.00 19.35
Mate day 0.010 140.00 1.40
Mazdoor day 0.200 125.00 25.00
b) Material
Mild steel angle iron 75 mm x 75 mm x 6 mm,2.85 34.50 655.50
kg 19.000
metres long
Aluminium sheeting fixed with encapsulated lens type 3689.00 3,320.10
sqm 0.900
reflective sheeting of size 0.9 sqm
Add 2 per cent of cost of materials for drilling holes, nuts,
bolts, fabrication etc.
c) Machinery
Cost for 0.9 sqm =I+ii+ii+ a+b+c+d+e 5,946.87
Rate per sqm (for sign having area upto 0.9 sqm) =
6,607.64
(I+ii+iii+a+b+c+d+e)/0.90
say 6,608.00
6.3.2 Direction and Place Identification Signs with size more

801
than 0.9 sqm size Board.
Ref. to
Spec.
Providing and erecting direction and place identification
retro- reflectorised sign as per IRC :67 made of high
intensity grade sheeting vide clause 801.3, fixed over
aluminium sheeting, 2 mm thick with area exceeding 0.9
sqm supported on a mild steel angle iron post 75 mm x 75
mm x 6 mm, 2 Nos. firmly fixed to the ground by means of
properly designed foundation with M 15 grade cement
concrete45 cm x 45 cm x 60 cm, 60 cm below ground level
as per approved drawing
Unit = sqm
Taking output = 1.50 sqm
ii) Cement concrete M15 grade cum 0.240 4966.00 1,191.84
iii) Painting angle iron post 2 coats sqm 0.860 45.00 38.70
Mate day 0.010 140.00 1.40
Mazdoor day 0.300 125.00 37.50
b) Material
Mild steel angle iron 75 mm x 75 mm x 6 mm, 2.85 34.50 1,311.00
kg 38.000
metres long, 2 nos
Aluminium sheeting fixed with encapsulated lens type 3689.00 5,533.50
sqm 1.500
reflective sheeting
Add 2 per cent of cost of materials for drilling holes, nuts,
bolts, fabrication etc.
c) Machinery
Cost for 1.5 sqm =I+ii+ii+ a+b+c+d+e 10,395.62
Rate per sqm ( for sign having area more than 0.9
6,930.41
sqm) = ( i+ii+iii+a+b+c+d+e)/1.50
say 6,930.00
6.4 803 Painting Two Coats on New Concrete Surfaces

Painting two coats after filling the surface with synthetic
enamel paint in all shades on new plastered concrete
surfaces
Unit = sqm
a) Labour
Mate day 0.120 140.00 16.80
Painter day 2.000 200.00 400.00
Mazdoor day 1.000 125.00 125.00
b) Material
172.00 1,032.00
Paint conforming to requirement of clause 803.3. Litre 6.000
Add for scaffolding @ 1 per cent of labour cost where
10.32
required
Add @ 5 per cent cost of labour and materials to 78.69
prepare the surface by filling minuts roughness on the
surface and priming the surface before laying 2 coats
of painting.
Cost for 40 sqm = a+b+c+d 2,199.07
Rate per sqm = (a+b+c+d)/40 54.98
say 55.00
Ref. to
Spec.
6.5 Road Marking with Hot Applied Thermoplastic
803 Compound with Reflectorising Glass Beads on
Bituminous Surface
Providing and laying of hot applied thermoplastic
compound 2.5 mm thick including reflectorising glass
beads @ 250 gms per sqm area, thickness of 2.5 mm is
exclusive of surface applied glass beads as per IRC:35
.The finished surface to be level, uniform and free from
streaks and holes.
Unit = sqm
a) Labour
Mate day 0.500 140.00 70.00
Mazdoor day 2.000 125.00 250.00
b) Machinery
Road marking machine @ 80 sqm per hour hour 8.000 89.00 712.00
Tractor-trolley hour 8.000 346.00 2,768.00
c) Material
Hot applied thermoplastic compound Litre 2000.000 55.00 110,000.00
Reflectorising glass beads kg 200.000 45.00 9,000.00
Rate per sqm = a+b+c+d+e)/640 270.67
say 271.00
804 Kilometre Stone

6.6 Reinforced cement concrete M15grade kilometre stone of
standard design as per IRC:8-1980, fixing in position
including painting and printing etc
6.6.1 5th kilometre stone (precast)

Unit = Nos.
Taking output = 6 Nos.
a) M-15 grade of concrete cum 2.350 4966.00 11,670.10
b) Steel reinforcement @ 5 kg per sqm kg 22.080 53.76 1,186.98
c) Excavation in soil for foundation cum 1.680 138.00 231.84
d) Painting two coats on concrete surface sqm 9.850 52.00 512.20
e) Lettering on km post (average 30 letters of 10 per cm 0.30 540.00
1800.000
cm height each) per letter
Transportation and fixing
f) Labour
Mate day 0.260 140.00 36.40
Mason day 0.600 200.00 120.00
Mazdoor including loading/unloading day 6.000 125.00 750.00
g) Machinery
h) Overhead charges @ 15% on (f+g) 447.36
i) Contractor's profit @ 15% on (f+g+h) 514.46
Cost for 6 Nos. 5th km stone = a+b+c+ d+e +f+g+h +i 18,085.34
Rate for each 5th km stone = (a+b+c+ d+e +f+g+h +i )
3,014.22
/6
say 3,014.00
6.6.2 Ordinary kilometer stone (precast)
Unit = Nos.
Ref. to
Spec.
e) Lettering on km post ( average 12 letters of 10 per cm 0.30 504.00
1680.000
f) Labour
Mate day 0.320 140.00 44.80
Mason day 1.000 200.00 200.00
Mazdoor day 7.000 125.00 875.00
g) Machinery
Cost for 14 Nos. ordinary km stone = (a+b+ c
25,842.76
+d+e+f+g+h+i)
Rate for each ordinary km stone = (a+b+ c
1,845.91
+d+e+f+g+h+j) /14
say 1,846.00
6.6.3 Hectometer stone (precast)
Unit = Nos.
e) Lettering on km post (average 1 letter of 10 per cm 0.30 99.00
330.000
f) Labour
Mate day 0.340 140.00 47.60
Mason day 1.500 200.00 300.00
Mazdoor day 7.000 125.00 875.00
g) Machinery
Cost for 33 Nos. Hectometer stone = (a+b +c +d+e+f+
16,373.57
g+h+i)
Rate for each Hectometer stone = (a+b +c +d+e+f+
496.17
g+h+i) 33
say 496.00
6.8 806 Boundary pillar

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
Unit = Each
a) M-15 grade of the boundary stone cum 1.250 4966.00 6,207.50
b) Steel reinforcement kg 79.800 53.76 4,289.89
c) Excavation in soil cum 10.720 138.00 1,479.36
per letter 0.30 684.00
d) Lettering, each 10 cm high per cm 2280.000
high
e) Labour
Mate day 0.570 140.00 79.80
Mazdoor day 14.250 125.00 1,781.25
f) Machinery
Ref. to
Spec.
g) Material
Stone spall cum 11.970 924.70 11,068.66
h) Overhead charges @ 15% on (e+f+g) 2,250.86
i) Contractor's profit @ 15% on (e+f+g+h) 2,588.48
Cost for 57 Nos. boundary pillar = (a+b +c+d +e+ f+g+h+i ) 32,505.80
Rate for each boundary pillar = (a+b+c+d+e+
570.28
f+g+h+i)/57
say 570.00
6.9 809 Reinforced Cement Concrete Crash Barrier

Provision of an Reinforced cement concrete crash barrier
at the edges of the road, approaches to bridge structures
and medians, constructed with M-40 grade concrete with
HYSD reinforcement conforming to IRC:21 and dowel bars
25 mm dia, 450 mm long at expansion joints filled with pre-
moulded asphalt filler board, keyed to the structure on
which it is built and installed as per design given in the
enclosure to MOST circular No. RW/NH - 33022/1/94-DO
III dated 24 June 1994 as per dimensions in the approved
drawing and at locations directed by the Engineer, all as
specified
Unit = Linear metre
Taking output = 10 m
6.9.2 a) M 40 grade concrete (0.26 sqm)
M 40 grade concrete cum 2.600 7544.00 19,614.40
b) Labour
Mate day 0.040 140.00 5.60
Mazdoor day 1.000 125.00 125.00
c) Material
HYSD steel reinforcement including dowel bars tonne 0.374 35700.00 13,351.80
Pre-moulded asphalt filler board sqm 0.320 25.00 8.00
d) Overhead charges @ 15% on (b+c) 2,023.56
e) Contractor's profit @ 15% on (b+c+d) 2,327.09
Cost for 10 metre = a+b+c+d+e 37,455.45
Rate per metre = (a+b+c+d+e)/10 3,745.55
say 3,746.00
6.12 Suggesti
Road Markers/Road Stud with Lense Reflector
ve
Providing and fixing of road stud 100 x 100 mm, die-cast in
aluminium, resistant to corrosive effect of salt and grit,
fitted with lense reflectors, installed in concrete or asphaltic
surface by drilling hole 30 mm upto a depth of 60 mm and
bedded in a suitable bituminous grout or epoxy mortar, all
as per BS 873 part 4:1973
Unit = Nos
Taking output = 50Nos
a) Labour
Mate day 0.040 140.00 5.60
Mazdoor day 1.000 125.00 125.00
b) Material
Aluminium studs 100 x 100 mm fitted with lense 155.63 7,781.50
each 50.000
reflectors
Add 10 per cent of cost of material for fixing and
778.15
installation
Cost for 50 studs = a+b+c+d 11,492.86
Ref. to
Spec.
Rate per studs = (a+b+c+d)/50 229.86
say 230.00
7.1 304 Excavation for Structures

Earth work in excavation of foundation of structures as per
drawing and technical specification, including setting out,
construction of shoring and bracing, removal of stumps
and other deleterious matter, dressing of sides and bottom
and backfilling with approved material.
7.1.1 Ordinary soil

Unit = cum
Mechanical Means
Depth upto 3 m
Unit = cum
a) Labour
Mate day 0.32 140.00 44.80
Mazdoor day 8.00 125.00 1,000.00
b) Machinery
Hydraulic excavator 1.0 cum bucket capacity hour 6.00 1241.00 7,446.00
Cost for 240 cum = a+b+c+d 11,717.30
Rate per cum = (a+b+c+d)/240 48.82
say 49.00
7.2 1500, Plain/Reinforced Cement Concrete in Open Foundation
1700 & complete as per Drawing and Technical Specifications.
2100
7.2.1 PCC Grade M15
Unit = cum
a) Material
Cement tonne 4.13 4620.00 19,080.60
Coarse sand cum 6.75 1506.65 10,169.89
40 mm Aggregate cum 8.10 1184.90 9,597.69
20 mm Aggregate cum 4.05 1235.00 5,001.75
10 mm Aggregate cum 1.35 1235.00 1,667.25
b) Labour
Mate day 0.86 140.00 120.40
Mason day 1.50 200.00 300.00
Mazdoor day 20.00 125.00 2,500.00
c) Machinery
Concrete mixer (cap. 0.40/0.28 cum) hour 6.00 222.00 1,332.00
Per Cum Basic Cost of Labour, Material & Machinery 3460.00
(a+b+c)
d) Formwork @ 4 per cent on cost of concrete i.e. 2,075.98
cost of material, labour and machinery
e) Overhead charges @ 20% on (a+b+c+d) 10,795.11

f) Contractor's profit @ 15% on (a+b+c+d+e) 9,715.60
Cost for 15 cum = a+b+c+d+e+f 74,486.27
Rate per cum = (a+b+c+d+e+f)/15 4,965.75
say 4,966.00
7.2.3 RCC Grade M25

With Batching Plant, Transit Mixer and Concrete Pump
Ref. to
Spec.
Unit: cum
Taking Output = 120 cum
a) Material
Cement tonne 48.38 4620.00 223,515.60
Coarse sand cum 54.00 1506.65 81,359.10
20 mm Aggregate cum 64.80 1235.00 80,028.00
10 mm Aggregate cum 43.20 1235.00 53,352.00
b) Labour
Mate day 0.84 140.00 117.60
Mason day 3.00 200.00 600.00
Mazdoor day 18.00 125.00 2,250.00
c) Machinery
Batching Plant @ 20 cum/hour hour 6.00 2128.00 12,768.00
Loader 1 cum capacity 1 cum hour 6.00 768.00 4,608.00
Transit Mixer 4 cum capacity for lead upto 1 km. hour 15.00 886.00 13,290.00
Transit Mixer 4 cum capacity lead beyond 1 Km, L - tonne.km 300L 2.35 -
lead in Kilometer
Concrete Pump hour 6.00 244.00 1,464.00
Per Cum Basic Cost of Labour, Material & Machinery 3978.00
(a+b+c)
d) Formwork @ 3.75 per cent on cost of concrete i.e. 17,900.34
cost of material, labour and machinery
cost of 120 cum = a+b+c+d+e+f 683,434.84
Rate per cum (a+b+c+d+e+f )/120 5,695.29
say 5,695.00
7.10b Bored cast-in-situ M40 grade R.C.C. Pile excluding
1100,160 Reinforcement complete as per Drawing and Technical
0 & 1700 Specifications and removal of excavated earth with all
lifts and lead upto 1000 m.
Pile diameter-1200 mm
Unit = meter
a) Materials
PCC Grade M40 cum 10.17 4322.00 43,954.74
Rate for concrete may be adopted same as for bottom
plug vide item no. 12.11( C ) (IV)
Concrete to be cast with a tremie pipe 200mm dia.
b) Machinery( for boring and construction )
Hire and running charges of hydraulic piling rig with hour 6.00 5208.00 31,248.00
power unit and complete accessories including shifting
from one bore location to another.
Hire and running charges of light crane for lowering hour 0.50 340.00 170.00
reinforcement cage
Hire and running charges of Bentonite pump hour 6.00 Rate
included in
piling rig
Loader I cum bucket capacity. hour 0.50 768.00 384.00
Tipper 5.5 cum capacity for disposal of muck from pile hour 0.50 295.00 147.50
bore hole
Bentonite kg 385.00 4.80 1,848.00
c) Labour
Mate/Supervisor day 0.18 140.00 25.20
Mazdoor day 4.50 125.00 562.50
d) Overhead charges @ 20% on (b+c) 15,667.99
e) Contractor's profit @ 15% on (b+c+d) 14,101.19
Cost for 10 m = a+b+c+d+d+e 108,109.12
Rate per metre (a+b+c+d+e)/10 10,810.91
Ref. to
Spec.
say 10,811.00
7.11 1100 Pile Load Test on single Vertical Pile in accordance
with IS:2911(Part-IV)
Unit = 1 MT
Taking output = 1 MT
7.11.1 a) Initial test Per test 1.00 31941.20 From CPWD
SOR Delhi
7.11.2 b) Routine test Per test 1.00 20907.00 From CPWD
SOR Delhi
7.11.3 a) Lateral load test Per test 1.00 20907.00 From CPWD
SOR Delhi
Although, this item is incidental to work and is not required
to be included in BOQ of contract, the same is required to
be added in the estimate to assess cost of work.
7.20 1200 & Providing Steel Liner 10 mm thick for Curbs and 6 mm
1900 thick for Steining of Wells including Fabricating and
Setting out as per Detailed Drawing.
Unit = 1 MT
a) Material
i) Structural steel including 5 per cent wastage tonne 1.05 34500.00 36,225.00
b) Labour
Mate day 1.24 140.00 173.60
Fitter day 6.00 150.00 900.00
Blacksmith day 5.00 200.00 1,000.00
Welder day 5.00 200.00 1,000.00
Mazdoor day 10.00 125.00 1,250.00
Electrodes, cutting gas and other consumables @ 5 1,811.25
per cent on cost a (a) above.
Rate for per MT (a+b+c) 58,456.59
say 58,457.00
7.12 1100, Cement Concrete for Reinforced Concrete in Pile Cap
1500 complete as per Drawing and Technical Specification
&1700
7.12.3 RCC Grade M40
Unit = cum
Using Batching Plant, Transit Mixer and Concrete
Pump
a) Material
Cement tonne 6.45 4620.00 29,799.00
Coarse sand cum 6.75 1506.65 10,169.89
20 mm Aggregate cum 8.10 1235.00 10,003.50
10 mm Aggregate cum 5.40 1235.00 6,669.00
b) Labour
Mate day 0.16 140.00 22.40
Mason day 0.38 190.00 72.20
Mazdoor for concreting day 2.50 125.00 312.50
Mazdoor for breaking pile head, bending bars, day 1.00 125.00 125.00
cleaning etc.
c) Machinery
Ref. to
Spec.
Generator 100 KVA hour 0.75 665.00 498.75
Loader (capacity 1 cum) hour 0.75 768.00 576.00
Transit Mixer ( capacity 4.0 cu.m )
Lead upto 1 Km hour 2.00 886.00 1,772.00
Lead beyond 1 Km, L - lead in Kilometer tonne.km 37.5L 2.35 -
Concrete Pump hour 0.75 244.00 183.00

Formwork @ 4 per cent on cost of concrete i.e. cost 2,471.97
of a) Material, b) Labour and c) Machinery

say 5,913.00
7.13 1100&17 Levelling Course for Pile cap

00
Providing and laying of PCC M15 levelling course
100mm thick below the pile cap.
Unit = cum
a) Material
Cement tonne 4.13 4620.00 19,080.60
Coarse sand cum 6.75 1506.65 10,169.89
40 mm aggregate cum 8.10 1184.90 9,597.69
20 mm Aggregate cum 4.05 1235.00 5,001.75
10 mm Aggregate cum 1.35 1235.00 1,667.25
b) Labour
Mate day 0.86 140.00 120.40
Mason day 1.50 190.00 285.00
Mazdoor day 20.00 125.00 2,500.00
c) Machinery
Concrete mixer (cap. 0.40/0.28 cum) hour 6.00 222.00 1,332.00
say 4,773.00
7.3 1600 Supplying, Fitting and Placing un-coated HYSD bar
Reinforcement in Foundation complete as per Drawing
and Technical Specifications.
Unit = 1 MT
a) Material
HYSD bars including5 per cent overlaps and wastage tonne 1.05 35700.00 37,485.00
Binding wire Kg 6.00 34.50 207.00

b) Labour for cutting, bending, shifting to site, tying
and placing in position
Mate day 0.40 140.00 56.00
Blacksmith day 2.00 200.00 400.00
Mazdoor day 6.00 125.00 750.00
53,679.24
say 53,679.00
8.3 1500, Plain/Reinforced cement concrete in sub-structure
1700 & complete as per drawing and Technical Specifications
2200
Ref. to
Spec.
Unit = cum
8.3.1 PCC Grade M20
Height upto 5m
Same as Item 12.8 (B) upto 5 m height, except for
formwork which shall be 10 per cent instead of 4 per cent
of cost of material, labour and machinery.
Per Cum Basic Cost of Labour, Material & Machinery 3,787.00
(a+b+c) of Item 12.8 (B)
d) formwork
Add 10 per cent of cost of material, labour and 10.00 378.70
machinery (a+b+c) for Formwork
e) Overhead charges @ 20% on (a+b+c+d) 833.14
f) Contractor's profit @ 15% on (a+b+c+d+e) 749.83
Rate per m (a+b+c+d+e+f) 5,748.67
say 5,749.00
8.3.3 RCC Grade M25
Height upto 5m
Same as Item 12.8 (E) upto 5m height, excluding
formwork. For cost of formwork, add 10 per cent of cost of
material, labour and machinery instead of 3.75 per cent .

(a+b+c) of Item 12.8 (E) Case II
d) formwork
e) Overhead charges @ 20% on (a+b+c+d) 928.40
Rate perm (a+b+c+d+e+f) 6,405.96
say 6,406.00
8.3.5 RCC Grade M50
Height upto 5m
Same as Item 12.8 (G) upto 5m height, excluding
formwork. For cost of formwork, add 10 per cent of cost of
material, labour and machinery instead of 3.5 per cent .

(a+b+c) of Item 12.8 (G) Case II
d) formwork
Rate perm (a+b+c+d+e+f) 7,095.13
say 7,095.00
8.4 Section Supplying, fitting and placing HYSD bar reinforcement

1600 & in sub-structure complete as per drawing and
2200 Technical Specifications
Output: MT
a) Material
HYSD bars including 5 per cent overlaps and wastage tonne 1.05 35700.00 37,485.00
Binding wire kg 6.00 34.50 207.00

Ref. to
Spec.
b) Labour for cutting, bending, shifting to site, tying
and placing in position
Mate day 0.34 140.00 47.60
Blacksmith day 2.00 200.00 400.00
Mazdoor day 6.50 125.00 812.50
Rate for per MT (a+b+c+d) 53,753.90
say 53,754.00
9.1 1500 Furnishing and Placing Reinforced/ Prestressed
&1600 cement concrete in super-structure as per drawing and
1700 Technical Specification
9.1.4 PSC Grade M-50
Unit = 1 cum
a) Material
Cement tonne 58.80 4620.00 271,656.00
Coarse sand cum 54.00 1506.65 81,359.10
20 mm Aggregate cum 64.80 1235.00 80,028.00
10 mm Aggregate cum 43.20 1235.00 53,352.00
Admixture @ 0.4 per cent of cement kg 235.20 150.00 35,280.00
b) Labour
Mate day 0.94 140.00 131.60
Mason day 3.50 200.00 700.00
Mazdoor day 20.00 125.00 2,500.00
c) Machinery
Loader hour 6.00 768.00 4,608.00
Transit Mixer ( capacity 4.0 cu.m )
Transit Mixer 4 cum capacity lead upto1 Km hour 15.00 886.00 13,290.00
Lead beyond 1 Km, L - lead in Kilometer tonne.km 300L 2.35 -
Concrete Pump hour 6.00 244.00 1,464.00

Basic Cost of Labour, Material & Machinery (a+b+c) 561127.00
for 120 cum
For formwork and staging add the following:
For T-beam & slab including launching of precast
girders by launching truss upto 40 m span, 35-35 per
cent of cost of concrete.
Height upto 5m
Basic Cost of Labour, Material & Machinery (a+b+c) for 561,127.00
120 cum
d) Formwork and staging 35 per cent of (a+b+c) 35.00 196,394.45

Cost for 120 cum = a+b+c+d+e+f 1,045,379.60
Rate per cum = (a+b+c+d+e+f)/120 8,711.50
say 8,711.00
9.2 1600 Supplying, fitting and placing HYSD bar reinforcement in

super-structure complete as per drawing and technical
specifications
Ref. to
Spec.
Unit = 1 MT
a) Material
HYSD bars including 5 per cent for laps and wastage tonne 1.05 35700.00 37,485.00
Binding wire Kg 8.00 34.50 276.00

b) Labour for cutting, bending, tying and placing in
position
Mate day 0.44 140.00 61.60
Blacksmith day 3.00 200.00 600.00
Mazdoor day 8.00 125.00 1,000.00
Basic Cost of Labour & Material (a+b) 39423.00
Rate per MT = a+b+c+d 54,403.19
say 54,403.00
9.3 1800 High tensile steel wires/strands including all accessories
for stressing, stressing operations and grouting complete
as per drawing and Technical Specifications
Unit = 1 MT
Taking output = 0.377 MT
Details of cost for 12T13 strand 40 m long cable (weight =
0.377 MT)
a) Material
H.T. Strand @ 9.42 kg/m including 2 per cent for tonne 0.39 50000.00 19,250.00
wastage and extra length for jacking
Sheathing duct ID 66 mm along with 5 per cent extra metre 42.00 80.00 3,360.00
length 40 x 1.05 = 42 m.
Tube anchorage set complete with bearing plate, each 2.00 2450.00 4,900.00
permanent wedges etc
Cement for grouting including 3 per cent wastage @ tonne 0.125 4620.00 577.50
3.00 kg/m = 3 x 1.03 x 40 = 123.60 kg (say, = 125 kg)
Add 0.50 per cent cost of material for Spacers, 1,404.38

Insulation tape and miscellaneous items
b) Labour
i) For making and fixing cables, anchorages
Blacksmith day 1.00 200.00 200.00
Mazdoor day 3.00 125.00 375.00
ii) For prestressing
Prestressing operator / Fitter day 0.25 150.00 37.50
Mazdoor day 1.00 125.00 125.00
iii) For grouting
Mason day 0.25 200.00 50.00
Mazdoor day 1.00 125.00 125.00
c) Machinery
Stressing jack with pump hour 2.50 123.00 307.50
Grouting pump with agitator hour 1.00 300.00 300.00
Generator 33 KVA. hour 3.50 355.00 1,242.50
Cost for 0.377 MT (a+b+c+d+e) 33,354.36
Rate per MT = (a+b+c+d+e)/0.377 88,473.10
say 88,473.00
9.6 2705 Drainage Spouts complete as per drawing and Technical

specification
Ref. to
Spec.
Unit = 1 No.
Taking output = 1 No.
a) Material
Corrosion resistant Structural steel including 5 per Kg 4.00 56.00 224.00
cent wastage
GI pipe 100mm dia metre 6.00 50.00 300.00
GI bolt 10 mm Dia each 6.00 15.00 90.00
Galvanised MS flat clamp each 2.00 40.00 80.00
b) Labour
For fabrication
Mate day 0.02 140.00 2.80
Skilled (Blacksmith, welder etc.) day 0.02 200.00 4.00
Mazdoor day 0.02 125.00 2.50
For fixing in position
Mate day 0.01 140.00 1.40
Mason day 0.01 200.00 2.00
Mazdoor day 0.20 125.00 25.00
Add @ 5 per cent of cost of material and labour for 36.59
electrodes, cutting gas, sealant, anti-corrosive
bituminous paint, mild steel grating etc.

Rate per metre (a+b+c+d) 1,060.23
say 1,060.00
9.7 2700 PCC M15 Grade leveling course below approach slab
complete as per drawing and Technical specification
Unit = 1 cum
Material
Concrete, Rate as per item No. 12.8 (A) excluding cum 1.00 4775.00 4,775.00
formworks
Rate per cum say 4,775.00
9.8 1500,160 Reinforced cement concrete approach slab including
0,1700 & reinforcement and formwork complete as per drawing and
2704 Technical specification
Unit = 1 cum
a) Material
Cement concreteM30 Grade Refer relevant item of cum 1.00 4236.00 4,236.00
concrete in item 12.8(G)by using batching plant,
excluding formwork i.e. per cum basic cost (a+b+c)
(Excluding OH & CP)
( Refer relevant item of concrete in item No. 13.8 (G) 84.72
except that form work may be added at the rate of 2
per cent of cost against 3.5 per cent provided in the
foundation concrete.
HYSD bar reinforcement Rate as per item No tonne 0.05 39427.00 1,971.35
14.2(Excluding OH & CP)
b) Overhead charges @ 20% on (a) 1,258.41
c) Contractor's profit @ 15% on(a+b) 1,132.57
Rate per cum (a+b+c) 8,683.06
say 8,683.00
9.10 2607 Strip Seal Expansion Joint

Ref. to
Spec.
Providing and laying of a strip seal expansion joint catering
to maximum horizontal movement upto 70 mm, complete
as per approved drawings and standard specifications to
be installed by the manufacturer/supplier or their
authorised representative ensuring compliance to the
manufacturer's instructions for installation.
Unit = Running meter

a) Labour
Mate day 0.05 140.00 7.00
Mazdoor day 1.00 125.00 125.00
Mazdoor (Skilled) day 0.25 140.00 35.00
b) Material
Supply of complete assembly of strip seal expansion metre 12.00 20000.00 240,000.00
joint comprising of edge beams, anchorage, strip seal
element and complete accessories as per approved
specifications and drawings.
Add 5 per cent of cost of material for anchorage 12,008.35

reinforcement, welding and other incidentals.
Cost for 12 m = (a+b+c+d) 348,001.98
Rate per m = (a+b+c+d)/12 29,000.00
9.11 2000 & Supplying, fitting and fixing in position true to line and
2200 level POT-PTFE bearing consisting of a metal piston
supported by a disc or unreinforced elastomer
confined within a metal cylinder, sealing rings, dust
seals, PTFE surface sliding against stainless steel
mating surface, complete assembly to be of cast
steel/fabricated structural steel, metal and elastomer
elements to be as per IRC: 83 part-I & II respectively
and other parts conforming to BS: 5400, section 9.1 &
9.2 and clause 2006 of MoRTH Specifications complete
as per drawing and approved Technical Specifications.
Unit: one tonne capacity 387.20

Considering a Pot bearing assembly of 626.707 tonne
capacity for this analysis.
a) Labour
Mate day 0.08 140.00 11.20
Mazdoor day 1.50 125.00 187.50
Mazdoor (Skilled) day 0.50 140.00 70.00
b) Material
Pot type bearing assembly consisting of a metal piston each. 1.00 92792.00 92792.00
supported by a disc, PTFE pads providing sliding
surfaces against stainless steel mating together with
cast steel assemblies/fabricated structural steel
assemblies duly painted with all components as per
clause 2006 and complete as per drawings and
Technical Specifications.
Add 1 per cent of cost of bearing assembly for 927.92
foundation anchorage bolts and consumables.
cost for 250 tonnes capacity bearing = a+b+c+d 129704.30
Rate per tonne capacity = (a+b+c+d)/626.707 206.96
say 207.00
10.4 307 Grassing with ' Doobs' Grass
Ref. to
Spec.
Grassing with 'Doobs' grass including watering and
maintenance of the lawn for 30 days or more till the grass
forms a thick lawn free from weeds and fit for moving
including supplying good earth if needed
Unit = sqm
In rows 15 cm apart in either direction
a) Labour
Mate day 0.170 140.00 23.80
Mazdoor for grassing day 0.750 125.00 93.75
Mazdoor for maintenance for 30 days day 1.000 125.00 125.00
b) Machinery
Water tanker6 KL capacity hour 0.500 100.00 50.00
c) Material
Doob grass kg 100.000 1.00 100.00
Cost for 100 sqm = a+b+c+d+e 519.15
Rate per sqm= (a+b+c+d+e)/100 5.19
say 5.00
10.12 408 Cast in Situ Cement Concrete M 20 Kerb with Channel
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
Using Concrete Mixer
Unit = Running metre
Taking output = 300 metre length
Cement Concrete
Cement concrete of grade M20= 17.48 cum
Cement concrete of grade M10 for base = 23.18 cum
Total Concrete = 40.66 cum
Using Concrete Batching and Mixing Plant
Unit = Running metre
Taking output = 300 metre length
Cement Concrete
Cement concrete of grade M20= 17.48 cum
Cement concrete of grade M10 for base = 23.18 cum
Total Concrete = 40.66 cum
a) Labour
Mate day 0.120 140.00 16.80
Mason day 1.000 200.00 200.00
Mazdoor day 2.000 125.00 250.00
b) Machinery
Kerb casting machine @ 50 metres/hour for laying 295.00 1770.00
hour 6.000
kerb and channel
1773.00 4787.10
Concrete batching and mixing plant @ 15 cum/hr. hour 2.700
Water tanker6 KL capacity hour 6.000 100.00 600.00
Tipper of 5.5 cum capacity hour 6.000 3.00 18.00
c) Material
Crushed stone aggregate 20 mm nominal size 60 per 1235.00 45188.65
cum 36.590
cent
Coarse sand 30 per cent cum 18.300 1506.65 27571.70
Cement 10 per cent tonne 9.010 4620.00 41626.20
Cost of water KL 36.000 40.00 1440.00
Ref. to
Spec.
Cost for 300 meter = a+b+c+d+e 163287.02
Rate per metre = (a+b+c+d+e)/300 544.29
say 544.00
(A) Usage Rates of Plant and Machinery
Output of
Sl. No. Description of Machine Activity Output Unit Rate
Machine
1 Air Compressor General Purpose capacity in cfm 170/250 hour 304.00
Batching and Mixing Plant (a) 30 cum

2 Concrete Mixing cum/hour 20 hour 2,128.00
capacity
Batching and Mixing Plant (b) 15 - 20 cum
3 Concrete Mixing cum/hour 13 hour 1,773.00
capacity
4 Bitumen Pressure Distributor Applying bitumen tack coat sqm/hour 1750 hour 1,022.00
5 Bitumen Boiler oil fired Bitumen Spraying capacity in litre 1500 hour 189.00
6 Concrete Paver Finisher with 40 HP Motor Paving of concrete surface cum / hour 20 hour 2,733.00
7 Concrete Pump of 45 & 30 cum capacity Pumping of concrete cum / hour 33 / 22 hour 244.00
8 Concrete Bucket For Pouring concrete capacity in cum 1 hour 15.00
9 Concrete Mixer (a) 0.4/0.28 cum Concrete Mixing cum/hour 2.5 hour 222.00
10 Concrete Mixer (b) 1 cum Concrete Mixing cum/hour 7.5 hour 222.00
11 Crane (a) 80 tonnes Lifting Purpose hour 1,219.00
12 Cranes b) 35 tonnes Lifting Purpose hour 813.00
13 Cranes c) 3 tonnes Lifting Purpose hour 340.00
14 Dozer D - 80 - A 12 Spreading /Cutting / Clearing cum/hour 300/ 150/250 hour 3,546.00
15 Dozer D - 50 - A 15 Spreading /Cutting / Clearing cum/hour 200/ 120/150 hour 2,102.00
16 Emulsion Pressure Distributor Applying emulsion tack coat sqm/hour 1750 hour 762.00
17 Front End loader 1 cum bucket capacity Soil loading / Aggregate loading cum/hour 60 /25 hour 768.00
18 Generator (a) 125 KVA Genration of electric Energy KVA 100 hour 665.00
19 Generator( b) 63 KVA Genration of electric Energy KVA 50 hour 355.00
20 GSB Plant 50 cum Producing GSB cum/hour 40 hour 990.00
21 Hotmix Plant - 120 TPH capacity DBM/BM/SDC/ Premix cum/hour 40 hour 22,310.00
22 Hotmix Plant - 100 TPH capacity DBM/BM/SDC/ Premix cum/hour 30 hour 16,499.00
23 Hotmix Plant - 60 to 90 TPH capacity DBM/BM/SDC/ Premix cum/hour 25 hour 13,194.00
24 Hotmix Plant - 40 to 60 TPH capacity DBM/BM/SDC/ Premix cum/hour 17 hour 10,564.00
25 Hydraulic Chip Spreader Surface Dressing sqm/hour 1500 hour 2,512.00

Soil Ordinary/Soil Marshy / Soil
26 Hydraulic Excavator of 1 cum bucket cum/hour 60 /60 /60 hour 1,241.00
Unsuitable
27 Integrated Stone Crusher 100THP Crushing of Spalls TPH 100 hour 8,259.00
28 Integrated Stone Crusher 200 HP Crushing of Spalls TPH 200 hour 17,375.00
29 Kerb Casting Machine Kerb Making Rm/hour 80 hour 295.00
30 Mastic Cooker Mastic Wearing coat capacity in tonne 1 hour 59.00
31 Mechanical Broom Hydraulic Surface Cleaning sqm/hour 1250 hour 340.00
32 Motor Grader 3.35 mtr blade Clearing /Spreading /GSB /WBM cum/hour 200/200/50/50 hour 2,283.00
33 Mobile slurry seal equipment Mixing and laying slurry seal sqm/hour 2700 hour 960.00
Paver Finisher Hydrostatic with sensor control
34 Paving of DBM/ BM/SDC/ Premix cum/hour 40 hour 2,549.00
100 TPH
35 Paver Finisher Mechanical 100 TPH Paving of WMM /Paving of DLC cum/hour 40/30 hour 929.00
(A) Usage Rates of Plant and Machinery
Output of
Sl. No. Description of Machine Activity Output Unit Rate
Machine
0.75 m dia to 1.2 m dia Boring

36 Piling Rig with Bantonite Pump Rm/hour 2 to 3 hour 5,208.00
attachment
37 Pneumatic Road Roller Rolling of Asphalt Surface cum/hour 25 hour 1,185.00
38 Pneumatic Sinking Plant Pneumatic Sinking of wells cum/hour 1.5 to 2.00 hour 3,974.00
39 Pot Hole Repair Machine Repair of potholes cum/hour 4 hour 864.00
40 Prestressing Jack with Pump & access Stressing of steel wires/stands hour 123.00
41 Ripper Scarifying cum/hour 60 hour 27.00
42 Rotavator Scarifying cum/hour 25 hour 16.00
43 Road marking machine Road marking Sqm/hour 100 hour 89.00
44 Smooth Wheeled Roller 8 tonne Soil Compaction /BM Compaction cum/hour 70/25 hour 439.00
45 Tandem Road Roller Rolling of Aspalt Surface cum/hour 30 hour 1,090.00
Transportation of soil, GSB,

46 Tipper - 5 cum Capacity in cum 5.5 km 23.00
WMM, Hotmix etc.

47 Tipper - 5 cum Capacity in cum 5.5 tonne.km 3.00
WMM, Hotmix etc.

48 Tipper - 5 cum Capacity in cum 5.5 hour 295.00
WMM, Hotmix etc.
Transportation of Concrete Mix to

49 Transit Mixer 4.0/4.5 cum cum/hour 4.5 hour 886.00
site
50 Transit Mixer 4/4.5 cum cum/hour 4.5 tonne.km 2.35
site
51 Transit Mixer 3.0 cum cum/hour 3 hour 813.00
site
52 Tractor Pulling capacity in HP 50 hour 346.00
53 Tractor with Rotevator Rate of Tractor + Rotevator hour 344.48
54 Tractor with Ripper Rate of Tractor 6+ Ripper hour 354.33
55 Truck 5.5 cum per 10 tonnes Material Transport capacity/cum 4.5 km 21.00
56 Truck 5.5 cum per 10 tonnes Material Transport capacity/cum 4.5 tonne.km 2.00
57 Vibratory Roller 8 tonne Earth or soil / GSB / WBM cum/hour 100/60/60 hour 1,469.00
58 Water Tanker Water Transport capacity in KL 5 hour 100.00
59 Water Tanker Water Transport capacity in KL 6 km 23.00
Sl. No. Description of Machine Unit Rate
60 Air compressor with pneumatic chisel attachment for cutting hard clay. hour 304
61 Cement concrete batch mix plant @ 175 cum per hour (effective output) hour 7,200.00
62 Cement concrete batch mix plant @ 75 cum per hour hour 2,880.00
63 Generator 33 KVA hour 355.00
64 Generator 100 KVA hour 665.00
65 Generator 250 KVA hour 1,350.00
66 Joint Cutting Machine with 2-3 blades (for rigid pavement) hour 1,423.00
67 Plate compactor hour 32.00
68 Texturing machine (for rigid pavement) hour 1,770.00
69 Wet Mix Plant 75 TPH hour 1,148.00
70 Crane with grab 0.75 cum capacity hour 240.00

(B) Labour
Sl. No. Description of Labour Unit Rate
1 Blacksmith (IInd class) day 190.00
2 Blacksmith (Ist class)/ Welder/ Plumber/ Electrician day 200.00
3 Blaster (Stone cutter) day 140.00
4 Carpenter I Class day 200.00
5 Chiseller (Head Mazdoor) day 140.00
6 Driller (Jumper) day 125.00
7 Diver day 140.00
8 Fitter day 150.00
9 Mali day 125.00
10 Mason (IInd class) day 190.00
11 Mason (Ist class) day 200.00
12 Mate / Supervisor (Bituminous Work Labour) day 140.00
13 Mazdoor (Bituminous Work Labour) day 125.00
14 Mazdoor/Dresser (Semi Skilled) (Bituminous Work Labour) day 135.00
15 Mazdoor/Dresser/Sinker (Skilled) (Bituminous Work Labour) day 140.00
16 Mate / Supervisor day 140.00
17 Mazdoor day 125.00
18 Mazdoor/Dresser (Semi Skilled) day 135.00
19 Mazdoor/Dresser/Sinker (Skilled) day 140.00
20 Painter I class day 200.00
21 Plumber I class day 200.00
22 Electrician Grade I day 200.00

(C) Materials
Sl. No. Description Unit Rate
3 Boulder with minimum size of 300 mm for Pitching at Site cum 1,159.70
4 Coarse sand at Mixing Plant cum 1,506.65
5 Coarse sand at Site cum 1,506.65
6 Fine sand at Site cum 483.25
7 Gravel/Quarry spall at Site Cum 924.70
8 Filter media/Filter Material as per Table 300-3 (MoRT&H Specification) Cum 1,149.03
Rate at
Plant
Description Unit Rate at Site
(HMP/Batc
hing)
9 Close graded Granular sub-base Material 53 mm to 9.5 mm cum 1,151.10 1,151.10
10 Close graded Granular sub-base Material 37.5 mm to 9.5 mm cum 1,151.10 1,151.10
14 Close graded Granular sub-base Material 4.75mm to 2.36 mm cum 1,217.90 1,217.90
15 Close graded Granular sub-base Material 4.75mm to 75 micron 1,217.90 1,217.90
16 Close graded Granular sub-base Material 2.36 mm cum 1,217.90 1,217.90
17 Stone crusher dust finer than 3mm with not more than 10% passing 0.075 sieve. cum 1,166.70 1,166.70
18 Coarse graded Granular sub-base Material 2.36 mm & below cum 1,217.90 1,217.90
19 Coarse graded Granular sub-base Material 4.75mm to 75 micron 1,217.90 1,217.90
20 Coarse graded Granular sub-base Material 4.75 mm to 2.36 mm cum 1,217.90 1,217.90
25 Coarse graded Granular sub-base Material 53 mm to 26 .5mm cum 1,151.10 1,151.10
26 Aggregates below 5.6 mm cum 1,217.90 1,217.90
27 Aggregates 22.4 mm to 2.36 mm cum 1,235.00 1,235.00
29 Aggregates 45 mm to 2.8 mm cum 1,235.00 1,235.00
34 Aggregates 63 mm to 45 mm cum 1,157.40 1,157.40

(C) Materials
Rate at
Plant
Description Unit Rate at Site
(HMP/Batc
hing)
40 Aggregates 13.2 mm to 10 mm cum 1,235.00 1,235.00
46 Aggregates 6 mm nominal size cum 1,217.90 1,217.90
48 Aggregates 13.2/12.5 mm nominal size cum 1,235.00 1,235.00
52 AC pipe 100 mm dia metre 50.00
Aluminium sheeting fixed with encapsulated lens type reflective sheeting including 2% towards lettering, cost of angle
53 sqm 3,689.00
iron, cost of drilling holes, nuts, bolts etc.and signs as applicable
54 Aluminium studs 100 x 100 mm fitted with lense reflectors nos 155.63
Bearing (Elastomeric bearing assembly consisting of 7 internal layers of elastomer bonded to 6 nos. internal reinforcing
55 nos 10,500.00
steel laminates by the process of vulcanisation,)
Bearing (POT-PTFE consisting of metal piston supported by disc or unreinforced elastomer confined within a metal
52 nos 92,792.00
cylinder) for 614.8 T
56 Bentonite kg 4.80
57 Binding wire kg 34.50
58 Bitumen ( Cationic Emulsion ) tonne 22,157.57
59 Bitumen (60-70 grade) tonne 32,146.18
62 Bitumen (emulsion) tonne 33,045.40
64 Brick each 3.02

65 Cement tonne 4,620.00
66 Cold twisted bars (HYSD Bars) tonne 35,700.00
67 Coller for joints 300 mm dia nos 400.00
68 Compressible Fibre Board(20mm thick) sqm 30.00
69 Copper Plate(12m long x 250mmwide) kg 277.00
70 Corrosion resistant Structural steel tonne 56,000.00
71 Curing compound liter 200.00
72 Delineators from ISI certified firm as per the standard drawing given in IRC - 79 each 425.00
73 Earth Cost or compensation for earth taken from private land cum 50.00
74 Epoxy compound with accessories for preparing epoxy mortar kg 450.00

(C) Materials
75 Epoxy primer kg 200.00
76 Galvanised MS flat clamp nos 40.00
77 GI bolt 10 mm Dia nos 15.00
78 Grouting pump with agitator hour 300.00
79 Grass (Doob) kg 1.00
80 Grass (Fine) kg 1.50
81 Hot applied thermoplastic compound litre 55.00
82 HTS strand tonne 50,000.00
83 Joint Sealant Compound kg 350.00
84 M.S. Clamps nos 40.00
85 M.S. Clamps kg 34.50
86 M.S.shoes @ 35 Kg per pile of 15 m kg 34.50
87 Mild Steel bars tonne 34,500.00
88 Nuts and bolts kg 34.50
89 Paint litre 172.00
90 Pavement Marking Paint litre 172.00
91 Pesticide kg 315.00
92 Pipes 200 mm dia, 2.5 m long for drainage metre 378.00
93 Plastic sheath, 1.25 mm thick for dowel bars sqm 206.00
94 Pre moulded Joint filler,25 mm thick for expansion joint. sqm 578.00
95 Pre-coated stone chips of 13.2 mm nominal size cum 1,296.75
96 Pre-moulded asphalt filler board sqm 25.00
97 RCC Pipe NP 4 heavy duty non presure pipe 900 mm dia metre 3,500.00
101 Reflectorising glass beads kg 45.00
103 Separation Membrane of impermeable plastic sheeting 125 micron thick sqm 10.00
104 Sheathing duct metre 80.00
105 Sludge / Farm yard manure @ 0.18 cum per 100 sqm at site of work for turfing cum 350.00
106 Strip seal expansion joint metre 20,000.00
107 Structural Steel tonne 34,500.00
108 Super plastisizer admixture IS marked as per 9103-1999 kg 150.00
109 Synthetic Geogrids as per clause 3102.8 and approved design and specifications. sqm 50.00
111 Tiles size 300 x 300 mm and 25 mm thick each 5.00
112 Tube anchorage set complete with bearing plate, permanent wedges etc nos 2,450.00
113 Unstaked lime tonne 3,000.00
114 Water KL 40.00

Overheads for Road Works 15%
Contractors profit for Road Works 15%
Overheads for Bridge Works 20%
Overheads for Bridge Works (Rehabilitation) 30%
Contractors profit for Bridge Works 15%
Lead from Mixing Plant to working site 0.00 km
Lead for E/W borow area to site 0.00 km

Items
Summary of Rates calculated and used for analysis of rates of other items Unit Rate
No.
per cm
1 Printing new letter and figures of any shade (ii) English Roman height per 0.30
letter
2 Painting Two Coats on New Concrete Surfaces sqm 52.00
3 Painting angle iron post two coats sqm 45.00
4 Cement mortor 1:2 (Excluding OH & CP) cum 4,629.00
7 PCC Grade M15 including OH & CP for Open Foundation by Mixer cum 4,966.00
8 PCC Grade M15 for Open Foundation Per Cum Basic Cost of Labour, Material & Mechinery by Mixer cum 3,460.00
9 PCC Grade M20 for Open Foundation Per Cum Basic Cost of Labour, Material & Mechinery by Mixer cum 3,787.00
10 RCC Grade M20 including OH & CP for Open Foundation by Batching Plant cum 5,338.00
11 RCC Grade M20 for Open Foundation Per Cum Basic Cost of Labour, Material & Mechinery by Batching Plant cum 3,720.00
12 PCC Grade M25 including OH & CP for Open Foundation by Batching Plant cum 5,646.00
13 PCC Grade M25 for Open Foundation Per Cum Basic Cost of Labour, Material & Mechinery by Batching Plant cum 3,944.00
15 PCC Grade M30 for Open Foundation Per Cum Basic Cost of Labour, Material & Mechinery by Batching Plant cum 3,969.00
17 RCC Grade M35 including OH & CP for Open Foundation by Batching Plant cum 4,448.00
18 RCC Grade M35 excluding OH & CP for Open Foundation by Batching Plant cum 6,138.00
20 PCC Grade M30 excluding OH & CP cum 3,969.00
21 Excavation for Structures (Manual Means) cum 138.00
22 Excavation for Structures (Mechenical Meanse) cum 37.00
23 RCC Grade M20 for super-structure including OH & CP by Batching Plant cum 6,112.00
24 RCC Grade M30 for super-structure including formwork and excluding OH & CP by Batching Plant cum 4,429.00
25 RCC Grade M30 for super-structure excluding formwork and excluding OH & CP by Batching Plant cum 3,691.00
29 RCC Grade M30 for super-structure including formwork and excluding OH & CP by Batching Plant cum 4,803.00
31 Supplying ,fitting and placing HYSD bar reinforcement in super-structure exncluding OH & CP tonne 39,427.00
32 Supplying, fitting and placing HYSD including OH & CP for sub-structure tonne 53,758.00
33 PCC Grade M40 excluding OH & CP cum 4,322.00

Material Rates
Lead
Cost at Lead in Cost at
SI.No Description Unit charges
Quarry Km CMP
in Rs
COST AND CONVEYANCE OF MATERIALS AT CMP
1 Close graded Granular sub-base Material 53 mm to 9.5 mm cum 198.00 827.70 1,151.10
2 Close graded Granular sub-base Material 37.5 mm to 9.5 mm cum 198.00 827.70 1,151.10
6 Close graded Granular sub-base Material 4.75mm to 2.36 mm cum 198.00 827.70 1,217.90
7 Close graded Granular sub-base Material 4.75mm to 75 micron mm cum 198.00 827.70 1,217.90
8 Close graded Granular sub-base Material 2.36 mm cum 198.00 827.70 1,217.90
9 Stone crusher dust finer than 3mm with not more than 10% passing 0.075 cum 198.00 827.70 1,166.70
sieve.
10 Coarse graded Granular sub-base Material 2.36 mm & below cum 198.00 827.70 1,217.90
11 Coarse graded Granular sub-base Material 4.75mm to 75 micron mm cum 198.00 827.70 1,217.90
12 Coarse graded Granular sub-base Material 4.75 mm to 2.36 mm cum 198.00 827.70 1,217.90
17 Coarse graded Granular sub-base Material 53 mm to 26 .5mm cum 198.00 827.70 1,151.10
18 Aggregates below 5.6 mm cum 198.00 827.70 1,217.90
19 Aggregates 22.4 mm to 2.36 mm cum 198.00 827.70 1,235.00
21 Aggregates 45 mm to 2.8 mm cum 198.00 827.70 1,235.00
26 Aggregates 63 mm to 45 mm cum 198.00 827.70 1,157.40
32 Aggregates 13.2 mm to 10 mm cum 198.00 827.70 1,235.00
38 Aggregates 6 mm nominal size cum 198.00 827.70 1,217.90
40 Aggregates 13.2/12.5 mm nominal size cum 198.00 827.70 1,235.00
44 Sand for Mortar cum 1,000.00 170.00 506.65 1,506.65
Material Rates
Lead
Cost at Lead in Cost at
SI.No Description Unit charges
Quarry Km SITE
in Rs
COST AND CONVEYANCE OF MATERIALS AT SITE
1 Close graded Granular sub-base Material 53 mm to 9.5 mm cum - 198.00 827.70 1,151.10
2 Close graded Granular sub-base Material 37.5 mm to 9.5 mm cum - 198.00 827.70 1,151.10
6 Close graded Granular sub-base Material 4.75mm to 2.36 mm cum - 198.00 827.70 1,217.90
7 Close graded Granular sub-base Material 4.75mm to 75 micron mm cum - 198.00 827.70 1,217.90
8 Close graded Granular sub-base Material 2.36 mm cum - 198.00 827.70 1,217.90
9 Stone crusher dust finer than 3mm with not more than 10% passing 0.075 cum - 198.00 827.70 1,166.70
sieve.
10 Coarse graded Granular sub-base Material 2.36 mm & below cum - 198.00 827.70 1,217.90
11 Coarse graded Granular sub-base Material 4.75mm to 75 micron mm cum - 198.00 827.70 1,217.90
12 Coarse graded Granular sub-base Material 4.75 mm to 2.36 mm cum - 198.00 827.70 1,217.90
17 Coarse graded Granular sub-base Material 53 mm to 26 .5mm cum - 198.00 827.70 1,151.10
18 Aggregates below 5.6 mm cum - 198.00 827.70 1,217.90
19 Aggregates 22.4 mm to 2.36 mm cum - 198.00 827.70 1,235.00
21 Aggregates 45 mm to 2.8 mm cum - 198.00 827.70 1,235.00
26 Aggregates 63 mm to 45 mm cum - 198.00 827.70 1,157.40
32 Aggregates 13.2 mm to 10 mm cum - 198.00 827.70 1,235.00
38 Aggregates 6 mm nominal size cum - 198.00 827.70 1,217.90
40 Aggregates 13.2/12.5 mm nominal size cum - 198.00 827.70 1,235.00
44 Sand for Mortar cum 1,000.00 170.00 506.65 1,506.65
45 Sand for filling cum 320.00 30.00 163.25 483.25
46 Stone Spalls cum 97.00 198.00 827.70 924.70
47 Random Rubble Stone cum 332.00 198.00 827.70 1,159.70
48 Filter Material cum 321.33 198.00 827.70 1,149.03
www.WilburSmith.com

w +91.80. 3918.7500 f +91.80. 2363.4097
NCR Planning Board

(TA No. 7055-IND)
FINAL REPORT
Ghaziabad
Economic & Financial Analysis
July 2010
Abbreviations
ADB : Asian Development Bank

BOQ : Bill of Quantity
CAA : Constitutional Amendment Act
CAGR : Compound Annual Growth Rate
CDP : city development plan
CF : Conversion Factor
CNCR : Central National Capital Region
CPHEEO : Central Public Health and Environmental Engineering Organization
DSC : Design Supervision Consultant
EA, : Executing Agency
EIRR : Economic Internal Rate of Return
ENPV : Economic Net Present Value
EOCC : Economic Opportunity Cost of Capital
FR : Final Report
FY : Financial Year
FYP : Five Year Plan
GoI : Government of India
GoUP : Government of Uttar Pradesh
HHs : Households
HN : Hapur Nagar Plalika
HPDA : Hapur Pilkhua Development Authority
HUDCO : Housing and Urban Development Corporation
IA : Implementing Agency
IEC : Information, Education & Communication activities
JNNURM : Jawaharlal Nehru Urban Renewal Mission
LA : Land Acquisition
LPCD : Litres Per Capita per Day
MDG : Millennium Development Goals
NCR : National Capital Region
NCRPB, : National Capital Region Planning Board
NCT : National Capital Teritory
NH : National Highway
O&M : Operation and Maintenance
OR : Operating Ratio
PDA : Patiala Urban Planning & Development Authority
PIU : Project Implementation Unit
Rs. : Indian Rupee
SCF : Standard Conversion Factor
SFC : State Finance Commission
SWM : Solid Waste Management
TPI : Third Party Inspection
UGD : Under Ground Drainage
ULB : Urban Local Bodies
UP : Uttar Pradesh
i
Contents
1. ECONOMIC ANALYSIS......................................................................................................... 1

A. Review of Macroeconomic Context ........................................................................................... 1
1. City / Town Profile ................................................................................................................................ 1
2. Economic Policy ................................................................................................................................... 2
B. Review of Sector Context ........................................................................................................... 4
1. Present Status ........................................................................................................................................ 4
C. Justification for Government Intervention to Sector ................................................................... 5
D. Demand Analysis ........................................................................................................................ 6
1. Existing Transport System in Ghaziabad City....................................................................................... 7
2. Effective Demand for Urban Transport ................................................................................................ 9
E. Identification of Project Rationale ............................................................................................ 10
F. Identification of Project Alternatives ........................................................................................ 10
G. Identification and Comparison of Project Costs and Benefits .................................................. 11
1. Economic Cost .................................................................................................................................... 11
2. Project Benefits ................................................................................................................................... 11
H. Economic Feasibility Analysis.................................................................................................. 12
1. Analysis Period ................................................................................................................................... 12
2. Economic Feasibility Criteria ............................................................................................................. 12
3. Economic Opportunity Cost of Capital (EOCC) ................................................................................. 13
I. Sensitivity Analysis .................................................................................................................. 13
J. Conclusion ................................................................................................................................ 14
2. FINANCIAL MANAGEMENT AND ANALYSIS OF PROJECTS .................................. 15

A. Introduction ............................................................................................................................... 15
B. Financial Management Assessment .......................................................................................... 16
1. Policy Context ..................................................................................................................................... 16
2. National Capital Region Planning Board (NCRPB) ........................................................................... 19
3. Ghaziabad Nagar Nigam .................................................................................................................... 20
4. UP Public Works Department (UP PWD) .......................................................................................... 22
5. Private Sector Participation................................................................................................................ 22
6. User Charges ...................................................................................................................................... 22
7. Financing Plan .................................................................................................................................... 23
8. Operation and Maintenance................................................................................................................ 23
9. Cost Recovery ..................................................................................................................................... 23
10. Disbursement Procedures and Fund-Flow Mechanisms ................................................................ 23
11. Accounting Policy ........................................................................................................................... 24
12. Financial Regulations ..................................................................................................................... 24
C. Financial Analysis ..................................................................................................................... 25
1. Present Financial Condition ............................................................................................................... 25
2. Cost Recovery and Profitability .......................................................................................................... 27
3. Cost Benefit Analysis........................................................................................................................... 27
D. Financial Analysis of Subprojects............................................................................................. 28
ii
Tables
Table 1-1: Summary of Journey Speed Data (in KMPH) ...................................................................... 8

Table 1-2: Economic Cost-Benefit Analysis for Transport Component, Ghaziabad Flyover .............. 13
Table 2-1: SFC Recommendations on Tax Sharing – Uttar Pradesh ................................................... 17
Table 2-2: Tenth Plan Allocation for Urban Development in Uttar Pradesh ....................................... 19
Table 2-3: Major head summary for the Budget Year 2009-2010 for Urban Development, Uttar
Pradesh (Rs. Thousands) ............................................................................................................... 19
Table 2-4: Institutions and Their Functions ......................................................................................... 21
Table 2-5: Road Network in Uttar Pradesh .......................................................................................... 22
Table 2-6: Budget Flow - Uttar Pradesh State (2006-07 to 2008-09) .................................................. 25
Table 2-7: Comparision of State Fiscal Indicators ............................................................................... 27
Appendices
Appendix 1-1 Economic Cost

Appendix 1-2 Valuing Economic Benefits
Appendix 1-3 Economic Cost-Benefit Analysis
Appendix 2-1 The Constitution (Seventy-Fourth Amendment) Act, 1992
Appendix 2-2 NCRPB Income & Expenditure Account
Appendix 2-5 Impact of 73rd & 74th Amendments on ULBs in Uttar Pradesh
iii
WSA_NCRPB_FR FOGZB_V-A5 (15 Jul 10)
1. ECONOMIC ANALYSIS
A. Review of Macroeconomic Context
1. City / Town Profile
1. Ghaziabad is one of the most important cities of UP sub-region of NCR and can easily be
termed as Gateway of UP. It is located at about 22 km from NCT Delhi and is an
important industrial and trading center in Delhi Metropolitan Area (DMA). The City is
spread and developed on both the sides of River Hindan, an important tributary of River
Yamuna. The city is bounded by the NCT Delhi in the west and NOIDA in south. This is
an important town of U.P due to rapid growth of industrial, commercial activities.
2. The staus of Ghaziabad was upgraded from Municipal Board to Municipal Corporation,
known as Ghaziabad Nagar Nigam (GNN) on 31 August 1994 following 74th constitution
Amendment Act 1992 and conformity legislation by state government. The Municipal
administration has been decentralized in five zones and 80 administrative wards.
3. Area of Ghaziabad Nagar Nigam (GNN) was confined to the core area of the city i.e. only
63.94 sq km till 1991 with population of 5, 11,759 but by 2001, area increased to 171.43
sq km with census population as 9, 68,521.
4. The city is growing at a very high pace and the population base has increased from 0.5 to
1.0 million during 1991-2001. During the last twenty years the population concentration
has been on the periphery of the municipal board boundary. The city is growing spatially.
Private developers promoted by Public – Private Partnership policy (PPP) are now
supporting the urban development. The quality and quantity of housing is improving and
reflecting the contribution of the private sector. Estimated population of GNN and GDA
in 2041 is 4.4 million and 6.1 million respectively.
5. Major Economic Activity. The economy of the town has been bi-functional – industries
cum services since 1971. Industries form an important component of the economic base
of the city. Ghaziabad is one of the largest industrial cities, next to Kanpur, in Uttar
Pradesh. It is also an important centre for trade and commerce in western UP sub-region.
Various products and equipments are supplied to the regional, national and international
markets. The workforce participation rate and percentage workers in secondary sector are
marginally declining but the size of work force in the city has maintained its increasing
trend.
6. A number of famous major industries like Bharat Electronics Limited (a public sector unit
of Central Government), UPTRON (a public sector unit of Uttar Pradesh Government),
Dabur, Mohan Meakins, Gagan Vanaspati, Sri Ram Piston, Bhushan Steel and Weston
Television are located in Ghaziabad. Sahaibabad industrial area and commercial activities
are concentrated in the western part of the town. According to the statistics of the District
1
Industrial Centre, 106 units of medium and large industries employed 24,595 workers in
2001.
7. Number of small and medium industrial units was 13,720 in 2000 with 71,245 workers
increased to 15,848 in 2002 with 87,832 workers. The main reason behind increase in
small and medium industrial units in Ghaziabad is due to recent Hon’ble Supreme Court
Order for shifting of polluting industries from NCT Delhi.
8. Its Importance in the NCR. It is an important city in NCR area, which is being developed
to decongest National Capital Delhi by improving infrastructure in NCR towns with the
aim of shifting some of the offices and establishments of Government of India. With all
the required facilities and proximity to Delhi, Ghaziabad has become one of the fast
developing city in NCR.
9. Ghaziabad Development Authority (GDA) in coordination with the National Capital

Region Planning Board (NCRPB) is responsible for the planned development of
Ghaziabad city. As per the Master Plan of Ghaziabad, 2021 the total development area of
Ghaziabad is 8455 hectares, of which 4670 hectares is under residential use constituting
55.03per cent of the developed land. This is followed by industrial use (20.16per cent) and
6.13 per cent use under the roads, bus stands. The master plan proposes land use plan for
the city with the intention of achieving balanced distribution of various land uses.
10. The NCR Regional Plan was approved on 9th July 2005. It is proposed that solid waste
disposal and management should be planned for a minimum 20 years and at least
controlled tipping should be adopted in the disposal of the solid waste. Areas should be
identified in all the towns for sanitary landfill and all the towns above one lakh population
should have arrangements to properly manage the waste disposal.
2. Economic Policy
11. Implication on Town’s growth. The Millennium Development Goals (MDGs) (Goal No.7)
enjoin upon the signatory nations requiring them “to halving the proportion of people
without sustainable access to safe drinking water and basic sanitation by 2015’’ and 100
percent access by 2025. This implies extending coverage to households which are
presently without improved sanitation, and providing proper sanitation facilities in public
places to make cities open-defecation free
12. National Urban Sanitation Policy. Based on the recommendations of National Urban
Sanitation Task Force in 2005, a National Urban Sanitation Policy has been approved by
the Government of India in October 2008. The vision of the policy is that all Indian cities
and towns become totally sanitized, healthy and livable and ensure and sustain good public
health and environmental outcomes for all their citizens with a special focus on hygienic
and affordable sanitation facilities for the urban poor and women with the following goals:
• Awareness Generation and Behavioral Change
2
• Open Defecation Free Cities

• Integrated City Wide Sanitation
• Sanitary and Safe Disposal: the environment
• Proper Operation and Maintenance of all Sanitary Installations
13. Eleventh Five Year Plan of GoI with the support of states including UP have identified
action program to achieve 100 per cent population coverage for sewerage, sewage
treatment and low cost sanitation facilities in urban areas.
14. National Urban Transport Policy. Ministry of Urban Development, Government of India, has
announced the much needed National Urban Transport Policy in 2008. The vision of the policy
is that to make our cities the most livable in the world and enable them to become the “engines
of economic growth” that power India’s development in the 21st century and to allow our
cities to evolve into an urban form that is best suited for the unique geography of their
locations and is best placed to support the main social and economic activities that take place
in the city. Major strategies of the policy include:
• Integrating land use and transport planning
• Equitable allocation of road space
• Priority to the use of public transport
• Quality and pricing of Public Transport
• Technologies for Public Transport
• Integrated public transport systems
• Priority to non-motorized transport
• Parking
• Freight traffic
• Capacity building
• Use of cleaner technologies
• Innovative financing mechanisms using land as a resource
• Association of the private sector
15. The NCR Regional Plan 2021 defined Central NCR (CNCR) and area of NCR except
CNCR i.e. outside CNCR and proposed 7 metro centres and 11 regional centres.
Ghaziabad city (including Loni) has been proposed as a major metro centre within CNCR
and population estimated is as follows: 1.9 million in 2011 and 30.19 million in (2021)
16. Ghaziabad Development Authority (GDA) is developing residential sectors with private
sector participation along the highway corridors which will attract more related activities
and will fasten the town growth.
17. Density norms suggested for residential purpose had increased to 200 persons per hectare
in Regional Plan-2021 from 150 persons per hectare from earlier Plan. This will increase
the residential density in the city in coming years.
18. Construction of expressways and four laning of the NH24 and NH 58 connecting
3
Ghaziabad had attracted major educational, institutional, tourism and industrial activities.
These together will have more pressure on Ghaziabad and subsequently for urban civic
infrastructure including solid waste management.
B. Review of Sector Context
1. Present Status
19. The important national Highways passing through the Ghaziabad city are NH-58 which
goes to Merrut, NH-24 which goes to Hapur and NH-91 which goes to Sikandrabad.
Along with these highways, there is Hapur bypass passing through Ghaziabad connecting
Madan Mohan Malviya marg and NH 91. The Y junction on NH 24 connecting NH 58
(near Mahamaya sports stadium) has become the most critical intersection in the city. The
modal distribution of traffic at this junction is a mix of all types of vehicles with
HTV/commercial vehicles more during night and early morning hours. The GT road
carries large volume of traffic to an extent that it has exceeded its capacity by 50-60%.
20. Ghaziabad is connected with the city bus service, shared auto service which constitutes a
major portion of the transport along with cycle carts and private vehicles. The city being
an industrial area, a large number of truck traffic can be observed all over the city.
21. Rapid urbanization has lead to a sharp increase in travel demand. While the road layout in
the city is well-planned, efforts to improve the condition of non-arterial roads should
continue. Presently the mass transport within and around or from Delhi to Ghaziabad is
mainly handled by bus and private owned transport. However, owing to the limited
accessibility and congestion, there is a large increase in personalized modes of transport
and IPT modes like auto rickshaw in Ghaziabad.
22. Existing Inadequacy Level. Despite the increasing importance of the town in the economic
growth of the national capital region, the urban infrastructure is not adequate. Existing
transport system in the city is observed with many deficiencies which include the
following major ones:
• Inadequate and poor condition of internal roads
• Virtually non-existent intra-city public transport.
• Mofussil Bus Stand with inadequate facilities
• Inadequate pedestrian facilities
• Absence of Truck Terminal parking areas.
• Inadequate facilities for non-motorized modes of transport
23. Urban transport infrastructure in Ghaziabad, like other cities, is handled by multiple
agencies including GNN. State PWD, Ministry of Road Transport & Highways,
Government of India, UP State Road Transport Corporation, Ghaziabad Development
Authority, traffic Police are the other major agencies involved in planning and
implementation of transport infrastructure in the city along with the private operators.
4
Lack of coordination among these agencies to address the city transport problems is the
major issue in the sector.
24. GNN is responsible for development and maintenance of urban roads and other related
issues like parking, goods traffic facilities, pedestrian facilities, traffic signals etc. Majority
of the existing urban transport problems identified earlier were attributed to the urban
roads under GNN and this may be due to inadequate provisions for this sector.
Unfortunately the available data from GNN could not explain the present expenditure level
for the development and maintenance of these urban roads.
25. Therefore, the inadequacy in provision of transport is likely to be the major constraint to
the potential economic growth in the National Capital Region. Reduction of disparities
through targeting less developed areas was a core element of the Government of India’s
10th Five Year Plan (2002-2007). The objective of the 11th Five Year Plan is ‘faster and
more inclusive growth,’ citing the issues on inequitable share of growth, which was seen
as increasing disparities among states, and regions within states, between urban and rural
areas, and between various sections of the community. In order to realize the Five Year
Plans, investment into transport sector in Ghaziabad city is necessary.
C. Justification for Government Intervention to Sector
26. The basic urban services include water supply, sewerage, drainage, transport and solid
waste management (SWM). All of them are the mandatory functions of urban local bodies
(ULB) under the 74th Constitutional Amendment Act (CAA). Unfortunately, immediate
transfer of functions from the states to ULB is highly impractical due to the inadequate
technical and financial strength of the ULB. Consequently, many of the state governments
take initiative on capital investment and operation of water supply and sewerage while
delegating SWM to ULB, which require less technical and financial strength than water
supply and sewerage. In some states, the state governments take initiative on capital
investment on water supply and sewerage projects and on completion of the construction
they will be handed over to the ULBs for operation and maintenance, similar to UP. In UP,
generally UP Jal Nigam will develop the sewage/SWM project and will hand over to ULB
for O&M and this will be applicable to Ghaziabad SWM scheme also. In transport, ULBs
will look after the internal road network and related issues through outsourcing and the
major arterial roads will be the responsibility of technically equipped state PWD or central
government agencies.
27. In addition to being a constitutional obligation, provision of these services has economic
rationales for government intervention for the following reasons: (i) many of the services
(especially wastewater treatment, drainage, urban roads and solid waste management) are
natural monopolies unsuited to unregulated private investment, and hence justify
government intervention at least in regulation; (ii) environmental sanitation improvement
(a) protects a public good such as a hygienic environment, and (b) prevents a negative
situation arising from pollution; and (iii) poverty alleviation programs minimize the
inefficiency in economic growth in the urban areas. The economic rationale for
government intervention is therefore sound.
5
D. Demand Analysis
28. Service delivery in not commensurate with existing traffic scenario in Ghaziabad and the
strategy adopted for selection of urban transport and roads improvement sub-projects was
to improve accessibility in Program towns so that residents would have better access to
economic and social activities. Sub-projects identified would increase the supply of
effective road space by removing impedances to traffic flow including road side drains,
road strengthening, road widening, grade separators (flyovers), bus terminals, parking
facilities and Road over Bridges (ROB) to provide better and uninterrupted connectivity.
29. Present sub-project component in Ghaziabad City considered for the present report
comprises construction of a grade separator at Mohan Nagar Crossing. This intersection on
NH 24 is one of the critical locations that carry a high volume of traffic. The speed survey
conducted on this stretch of the highway also indicated a peak hour average speed of 19
kmph. The study has mandated a flyover to be built at this junction (NH24/Madan Mohan
Malviya/Loni Road) by 2015. Since, the local officials also feel that a grade separation is
required at this location on a priority basis; this project is selected from the Transport
Master Plan prepared for preparing Detailed Project Report (DPR).
30. Based on the intersection volume count survey conducted in December 2008, about 28,000
vehicles were found using this intersection on an average daily subjecting to more delay
due to frequent congestion and this is likely to aggravate further in future. Construction of
a flyover with related improvements like pedestrian facilities and other traffic safety
measures will benefit 28,000 vehicles daily which is further to increase at about 5 – 6 %
every year. Benefits to these vehicles include i) reduced vehicle operation cost, ii) reduced
delay time, iii) reduced in traffic accidents and iv) improvement to environment. Data
sources considered were primary road inventory and traffic surveys carried out as part of
the Program preparation, and available secondary data on the road network and previous
traffic surveys.
31. Proposed DPR is selected from the recommendations were made at Master plan in the
following stages.
(i) Based on a comprehensive investigation of existing scenario and estimation of

future requirements a transport master plan was prepared that had outlined the
required transport infrastructure requirements to meet short, medium and long term
traffic demand in Ghaziabad City.
(ii) As per the requirement of this study the present requirement is to identify four
sample projects emerging out of the master plan proposals to be taken up for DPR.
The four improvement proposals considered are:
o A grade separator
o Road widening on a corridor stretch
o A multi-level parking facility
6
o A bus terminal
(iii) The medium / long term proposals emerged out of the study were presented to the
officials of NCR in Delhi, NCR cell in Ghaziabad, Ghaziabad Nagar Nigam,
Ghaziabad Development Authority and others. The proposals to be taken up for
DPR were extensively discussed between the Consultants and these officials. The
schemes that are essential for the current scenario of Ghaziabad were finally
identified by GDA and NCR.
32. The proposed grade separator at Mohan Nagar (Patel Chowk) was thus identified and
selected for DPR preparation. Design parameters considered to the project design are
listed below.
• The guidelines of Indian Road Congress (IRC) appropriate to intersection

improvements, urban roads capacity evaluation, construction of grade separators etc.
• As part of planning, design and project formulation process, the basic design
parameters have been followed to suit the projected road capacity and the intersection
flow particularly to accommodate the peak hour flow.
1. Existing Transport System in Ghaziabad City
33. Master Plan Report (MPR) of Ghaziabad Transport was prepared in April 2009 with the
objective to design a suitable integrated urban transport infrastructure system, by assessing
the resource requirement for next 20 years and suggesting suitable measures for
improvement of system.
34. Based on discussions with the stakeholders including different government agencies,
detailed reconnaissance survey, review of available secondary data and finally
scientifically planned primary traffic surveys, the existing traffic problems in the city and
its environment was assessed.
35. Primary traffic surveys carried out for assessment include:

• Road network inventory
• Screen line traffic counts
• Intersection Classified Volume Counts
• Roadside Interview Surveys
• Speed and delayed surveys
• Parking surveys
• Pedestrian Crossing Count Surveys
36. Transport system deficiencies observed in general in Ghaziabad city include:

• Inadequacy of roadways
• Absence of intra-city public transport:
7
• Inadequate pedestrian facilities

• Deficient Junctions:
• Lack of Traffic Control Devices
• Improper location of Bus Stops
• Loading and unloading of goods at unauthorized places, obstructing the traffic and
pedestrians alike
• Absence of Truck Terminal
• Inadequate facilities for non-motorized modes of transport
• Intermixing of Regional and local traffic:
37. Projected traffic at major corridors and intersections indicate that the existing traffic
system in the city will experience severe congestion and that will result in speed reduction
drastically and will affect the service delivery considerably. This underlines the need for
improvement intervention in the system considerably.
38. Of the 15 intersections where turning volume count survey was done, eight intersections
have peak hour traffic of more than 5,000 PCUs (Passenger Car Unit) and this indicates
most of the intersections in the city require improvement intervention to meet the present
and the fast growing future turning traffic.
39. Results of the Road Side Interview Survey conducted at three locations on NH24, NH58
and NH91indicated that:
• daily trips are more with 41% followed by alternate days and weekly trips with about
25% and 14% respectively.
• trips are for business purpose averaging about 43% comparing with 23% of work,
18% social and recreation, 8% tourism, 7% of education and 19% other trips
respectively.
40. Average journey speed observed from the major roads is indicated below:
Table 1-1: Summary of Journey Speed Data (in KMPH)

Description NH 24 NH 58 NH 91 Hapur Loni Ambedkar
Bypass Bhopura Marg
Average JS - peak Hour 41 38 41 20 27 23
Average JS - Off Peak
58 41 59 25 45 36
Hour
41. Results of parking survey conducted at four critical locations in the city had indicated that
the available parking space is less than the actual demand. It can be seen that near GDA
complex, the demand is in excess of the available supply considerably. With regard to
parking duration, about 80% of the vehicles were parked for less than 30 minutes and this
indicates high parking turn out. Another 21% of vehicles were parked more than 30
minutes but less than three hours.
8
42. Results of the Base Line Survey conducted in Ghaziabad city in 2008 revealed the
following opinions about the existing transport infrastructure services:
• 20% of the non-slum households and 47% percent of slum households were not
satisfied about the road conditions;
• 30% of the non-slum households and about 20% percent of slum households were not
satisfied about the services of street lights;
• 77% of the non-slum households and 65% percent of slum households feel that there
is no proper drainage facilities along the roads;
• 75% of the non-slum households and 94% percent of slum households were not
satisfied about the available vehicular parking facilities;
• 78% of the non-slum households and 84% percent of slum households felt that there
is no adequate parking space for commercial vehicles
2. Effective Demand for Urban Transport
43. The socio-economic baseline survey1 was aimed at understanding the perception of the
public towards the existing urban civic infrastructure and their service levels including
their opinion towards the improvement of these services and their willingness to pay for
assessing the ‘effective demand’. Though this survey had covered the ‘willingness to pay’
aspect, it was not given specific focus so as to amend the results to statistical framework.
44. The Base line Survey results had indicated
• Nearly 43 percent non-slum household spends between Rs 1000 and above and Rs
2000 per month as fuel and vehicle maintenance. More than 47.2 percent slum
household spends less than Rs.200.Another 33 percent non-slum household spends
between Rs.200 to 1000 per month as fuel and vehicle maintenance.
• More than 90 percent of non-slum household spend between Rs.500-1,000 per month
to go to their respective work place. In case of slum, more than 65 percent household
spend more than an hour to reach to their work place with a monthly expenditure
ranges between Rs.100-500.
• Nearly 51 percent non-slum and 30.5 percent slum households are willing to pay upto
Rs. 5 per hours for 2-wheeler parking.
• Better frequencies, better comfort and better coverage are the type of improvements
commuters expect from the public transport system;
• Around 98 percent non-slum and cent percent slum households are willing to pay
more than 5-10 percent if the frequencies of service level of public transport improve.
For better comfort and coverage of services the same trend is prevalent.
1
conducted as part of the present project (2008) in Ghaziabad City (with 0.5% sample size with stratified
sampling approach giving representation to all administrative wards and all notified slums)
9
45. These facts discussed above justify the need for the improved transport subprojects in the
city and the proposed subprojects like parking facility, terminals for public transport, grade
separator and improving road corridor backed up by effective demand.
E. Identification of Project Rationale
46. The present transport system has inadequate and less quality infrastructure including
mostly bad road conditions, inadequate parking facilities and pedestrian facilities, not
properly designed intersections, over utilized and congested road sections, inadequate
terminal facilities for public transport, intermediate public transport vehicles and trucks,
inadequate public transport service delivery etc.
47. Also the Transport Master Plan (TMP) prepared for the town has identified deficiencies
and formulated recommendations to be implemented in phased manner that include (i)
short term improvements, (ii) medium and long term improvements that include integrate
terminals for public transport and trucks, improvement to identified critical intersections
through grade separators etc, capacity augmentation to arterials roads through widening,
dedicated multi storied parking facilities, development of new road links etc., to meet the
requirements of horizon year demand.. Thus the main project rationale lies for the
rehabilitation of the Transport system for Ghaziabad city in filling the demand – supply
gap resulted from and the present subproject of construction of a Grade Separator at
Mohan Nagar Crossing is selected from the Transport Master Plan in consultation with the
stake holders of concerned Government Departments and agencies Ghaziabad City.
• Lack of coverage, and

• Inefficient functioning of the existing system
F. Identification of Project Alternatives
48. For the selected subproject of Grade Separator at Mohan Nagar Crossing (Patel Chowk)
for which detailed project report is prepared, alternative designs were assessed on three
aspects, namely, cost-effectiveness, operation and maintenance capacity of the states
governments and ULB, and safety to beneficiaries. The proposed design of the project
incorporates that (i) service coverage to the full GNN area, (ii) selected optimum network
with least cost options including equipments and material (iii) decision on rehabilitation of
the existing system (iv) selection of new terminal sites with reference to Ghaziabad
Development / Master Plan proposals (v) selected technologies meet geographical
restrictions and can be operated and maintained by the asset owners with minor training,
and (vii) materials and equipments are locally available and incur least cost during
construction and maintenance, but are internationally accepted as health hazard free. These
Assessments are discussed in the design section of this DPR.
10
G. Identification and Comparison of Project Costs and Benefits
1. Economic Cost
49. From the cost estimate discussed in Section of this report, the ‘base’ project financial cost
is estimated to Rs. 513 million. Considering the contingency and allowances of additional
12% (Physical contingency (3%), DSC+Third Party Inspection (TPI) - 3%, IEC activities
1%, o Incremental Administration (PIU) – 2%, Environmental mitigation 1%, Social
intervention 1%, and Institutional development and capacity building activities1%), the
total project financial cost was worked out to Rs 642 million and this is phased during the
two year construction period as follows:
• 2011-12 – 40%
• 2012-13 – 60%
50. Considering the standard procedures recommended for economic feasibility analysis, the
above financial cost was converted into economic cost for the analysis. Details of
economic cost analysis are presented in Appendix 1-1.
2. Project Benefits
51. Project beneficiaries will be those travelers for whom accessibility to economic and social
activities will be improved through better road conditions and traffic flows brought about
by the sub-projects. This improvement is achieved by reducing the effort or
inconvenience of travel between the origin of the traveler and the destination offering
these activities.
52. The subproject in Ghaziabad the Old NH 24, is the spinal cord of Ghaziabad city transport
network and at present experiencing tremendous traffic congestion. Most of the roads are
connected to this road and provide main access to Delhi, NOIDA, Loni, Meerut and Hapur
and thereby has resulted in many junctions. As a result significant traffic merges, diverges
and crosses the road at frequent intervals. Patel Chowk is a four road junction where the
roads from Loni and Mohan Nagar join the Old NH 24 Road. At present the movement of
traffic at the junction is controlled by signals supported by manual operation resulting
inordinate delay for the vehicular traffic. The sub proposal is to construct a grade separator
so as to allow the heavy through traffic with free flow and the remaining turning traffic at
grade with less waiting time.
53. Subproject proposals will benefit the vehicular traffic on this road with less traffic
congestion, less traffic conflict at junctions, increase the travel speed resulting in savings
in vehicle operating cost (VOC) and travel time, accommodate the fast growing vehicular
traffic, uninterrupted movement for the major through traffic through flyover, pedestrian
safety including reduced road crossing time etc.
11
54. The economic benefits considered in the present analysis for the grade separator (flyover)
subproject in transport component in Ghaziabad city include:
(i) VOC savings for the traffic using improved Project roads
(ii) Value of Passenger Travel Time Savings
55. Exclusions. The following benefits of transport have not been quantified for want of
adequate data and quantification techniques. These qualitative benefits along with the
quantifiable benefits discusses above, the proposed transport system (construction of a
grade separator) will tend to provide better living condition in the project city. Detailed
discussion on the project benefits considered for the analysis is given in Appendix 1-2.
(i) Savings in vehicular traffic accident resource cost;

(ii) Improvement in environment of the surrounding; and
(iv) Effects on tourism and tourist-related businesses.
H. Economic Feasibility Analysis
1. Analysis Period
56. The analysis period of the project is taken as 24 years from the base year 2010 for
different sections of the project road as follows:
• Base Year 2010

• Construction period – 2011 to 2012
• Project opened start year – 2013
• End of the analysis period –2032
57. Number of operating years after project improvement, considered for economic analysis –
20 years. Thus, 20 years of operation, in effect, from the operation start of the proposed
project i.e. 2013, has been considered for economic evaluation for the project road.
2. Economic Feasibility Criteria
58. The cost – benefit analysis is carried out by using the discounted cash flow (DCF)
technique to obtain the economic internal rate of return (EIRR) and economic net present
value (ENPV) for the proposed investments and the likely quantified project benefits
linked with the project during the defined project analysis period
12
3. Economic Opportunity Cost of Capital (EOCC)
59. Given the complexity of estimating country-specific economic opportunity cost of capital
(EOCC), a discount rate of 12% in constant economic prices is generally used as a proxy
for EOCC in the economic analysis of ADB-financed projects. The EIRR must be
compared with the economic opportunity cost of capital, for interpretation purpose of
project feasibility. Results of the analysis are presented in Table 1-2.
Table 1-2: Economic Cost-Benefit Analysis for Transport Component, Ghaziabad Flyover
Details Present Value
(Rs. million) a/
Costs
Capital costs
Transport (Grade Separator) 403
O&M costs
Transport (Grade Separator) 30
Total costs 433
Benefits
Transport (Grade Separator)
- Travel Time Savings 1358
-VOC savings -
Total benefits 1358
Economic Return Measures
Net present value (Rs. Million) 925
EIRR (%) 32.58%
a/ In 2009-10 prices; discounted to 2009-10 at 12% real discount rate.
I. Sensitivity Analysis
60. Sensitivity analysis was carried out to their economic feasibility results for the following
scenarios:
• Capital cost increase by 20%
• O&M costs increased by 20%
• Target beneficiaries reduced by 20%
• Delay in accrual of benefit by 1 year
• Combined adverse condition
61. Results of the sensitivity analysis for the proposed project are summarized in the Table
below. Detailed calculations are given in Appendix 1-3.
13
Table 1-3: Sensitivity Analysis for Transport Component - Grade Separator Subproject (EIRR)
Details EIRR Switching
Value c/
Main Evaluation (Base Case) a/ 32.6%
Capital Cost Overrun b/ 28.3% 230.0%
O&M Cost Overrun d/ 32.4% 3100.0%
Decrease in Project Benefits e/ 27.3% 68.0%
One Year Delay in Implementation 32.5%
All Four Tests Combined 23.38%
a/ From Table 1-2.
b/ 20% increase in capital cost estimates.
c/ Calculated as the percentage change in a variable required for EIRR to reduce to 12%. For example
the capital cost can increase by 230% or project benefits can reduce by 68% to get the minimum
required level of EIRR of 12%
d/ 20% increase in O&M cost.
e/ 20% decrease in project benefits
62. Of the four sensitivity scenarios (cost overrun, O&M cost increase, reduced beneficiaries,
delay in implementation) reduced beneficiaries is the most vulnerable to EIRR, followed
cost overrun. Considering the more sensitiveness of these variables, following
implementation arrangements need to be focused more so as minimize the project risk:
• Ensuring adequate project coverage of beneficiaries through advance commitment

from HHs for individual access or making mandatory for all individual access through
project design;
• Timely implementation of the project through appropriate procurement method in
which incentive for early completion may be included;
• Adequate focus for LA related project components
J. Conclusion
63. The main evaluation has indicated that the proposed transport sub project (construction of
a Grade Separator) for Ghaziabad city was found to be economically viable, with the
calculated EIRR values exceeding the economic opportunity cost of capital. The
sensitivity analysis has demonstrated the robustness of this result, with the subproject
component economically viable even when the combination of changed assumptions was
tested.
64. Furthermore, for the proposed drainage subproject, the calculated EIRR value is
considered minimum estimates of economic return, as there are a number of economic
benefits of reduced pollution, a cleaner city and improved transport environment that have
not been quantified.
14
2. FINANCIAL MANAGEMENT AND ANALYSIS OF PROJECTS
A. Introduction
65. Financial analysis for subprojects generally consists of both (i) Financial Management
Assessment and (ii) Financial Analysis and this is the specific requirements for the
financial analysis to the projects funded by ADB. The minimum requirement for Financial
Management Assessment and Analysis, are described in ADB’s ‘Financial Management
and Analysis of Projects (the Guidelines)’.
66. Financial Management Assessment, the first part of analysis, concentrates on the
assessment review of Executing Agency (EA) and Implementing Agency (IA) with respect
to the subproject subjected to financial analysis. Assessment review will cover the areas
like financing policies; accounting policies; project implementation plan; financing plan;
disbursement procedures and fund-flow mechanisms and regulatory provisions.
67. Second part of the analysis is the ‘Financial Analysis’ for subprojects. This will mainly
focus on the review of EA, IA and the proposed subproject with respect to the following
components:
• Past and present financial condition

• Cost Recovery and Profitability
• Financial Improvement Action Plan
• Affordability Analysis
• Projected Financial Forecasts
• Cost benefit analysis
• Sensitivity Analysis
68. The proposed subproject of Grade Separator in Ghaziabad Naga Nigam is likely to be
funded from ADB fund through NCRPB. However, for the present analysis, it is
considered that the proposed subproject will funded by NCRPB to the end-borrower (UP
State PWD). Accordingly PWD with the guarantee of the Uttar Pradesh State will become
both the Executing Agency (EA) as it will have the direct control of NCRPB Loan and the
Implementing Agency (IA) as State PWD is the asset owner and responsible for the
implementation and operation of the proposed subproject, utilizing the loan proceed.
Accordingly, PWD as EA and IA is considered for financial management assessment
purpose.
69. Considering the focus of the present assignment ‘to support the project preparation efforts
of the implementing agencies by preparing demonstration feasibility studies and DPRs that
include all due diligence documentations required for processing of the project in
accordance with the best practices, including the proposed NCRPB’s policies and
15
guidelines , the following requirement in carrying out the financial analysis emerge:
• the subprojects funded through ADB loan; and

• the subprojects funded through NCRPB own fund,
70. In both cases, NCRPB only will be the lender to the end borrowers (ULBs or line
departments / agencies) for the subprojects and hence only the end-borrower will be
assessed.
71. With this background, the present financial feasibility analysis concentrates more on the
project financial analysis as this is the area where the capacity of the IAs needs to be
enhanced for both format of loans. Also the financial management assessment part of the
analysis is covered to the level of data availability. On finalization of the projects for ADB
funding (in which the present subprojects under review may or may not be a part),
subsequent consultancies will improve this financial management assessment part of the
financial analysis.
B. Financial Management Assessment
1. Policy Context
72. Subsequent to the 74th Constitution Amendment Act (CAA), 1992 (Refer Appendix 2-1)
the Government of Uttar Pradesh (GoUP) embarked on a policy of decentralization of
powers to local governments. Uttar Pradesh Local Self Government Laws (Amendment)
Act, 1994 was drafted based on decentralization principles laid down in the 74th CAA,
which came into force w.e.f. 31.05.1994. Impact of 73rd & 74th Amendments on ULBs in
Uttar Pradesh State is summarized in Appendix 2-3.
73. Key features of the decentralization initiative comprised (i) transferring health related
institutions (except medical colleges and regional specialty hospitals) to local
governments; (ii) transferring all schools to Urban Local Bodies (ULBs); (iii) planning and
implementing centrally sponsored poverty alleviation schemes through ULBs; (iv)
planning social welfare schemes, implementing Integrated Child Development Scheme
(ICDS), payment of various social security pensions, and creating centre for disabled care
are ULB responsibilities; (v) planning and providing urban basic services, including water
supply, sanitation, storm water drainage and urban roads (excluding those provided /
maintained by the State Public Works Department); (vi) Ward Committees in all
municipal corporations and municipalities which have a population of three lakhs or more;
and (vii) increase of financial power for ULB Heads.
74. Constitution of State Finance Commission (SFC). Consequent upto 73rd and 74th
Amendments to the Constitution of India, and in exercise of the powers conferred by
Article 243(1) & (X), the Governor vide Finance Departments Notification no. RG-
1933/x-53-94 dated October 22, 1994 constituted the State Finance Commission
(Panchayat Raj & Local Bodies). Two SFCs were constituted in UP and the UP
16
Government had mostly accepted their recommendations (more than 80 percent). Status of
the recommendations of the SFCs on tax sharing to local bodies is summarized in Table
2-1. In Indian Federal structure, SFC created by 73rd and 74th CAA is the only channel to
address issues of state-local fiscal relations. SFCs thus acquire unique place in fiscal
decentralization and local finance issues.
Table 2-1: SFC Recommendations on Tax Sharing – Uttar Pradesh

Sl. State Recommended and accepted share of Local Bodies ( Urban & Rural)
No. First SFC Second SFC
1 Uttar Pradesh 10 % of net own tax revenue 12.5 % of net proceeds of taxes, duties,
receipts of state govt. (7 % tolls & fees, exclu. entertainment tax &
for ULBs) land revenue (7.5 % for ULBs)
Source: Decentralization and Local Finance Issues - The Workings of State Finance Commissions in
India, Dr. Ravikant Joshi
75. Some of the major recommendations from SFCs that affect the financial management of
ULBs in UP include:
(i) Conversion of certain category of loans sanctioned to the urban local bodies which
was over due on 31st March as state grants
(ii) Rates of Non-Tax Revenue have been revised and as mentioned earlier the power to
further revise these rates in future by framing or amending the bye laws has been
delegated to urban local bodies.
(iii) To increase the own sources of tax revenue of urban local bodies the target has been
fixed to fix the demand as per the estimated population of 1997, minimum per capita
of Rs. 120 for municipal Corporation and Rs. 40 to 90 per capita in Nagar Palika
Parishad (depending upon the population) and Rs. 20 per capita in Nagar Panchayats
vide g.o. No. 3488/IX-9-97-55/97 dated October 22, 1997.
(iv) Imposition of all types of taxes enumerated in the Act, has been made compulsory
vide g.o. No. 2371(1)/IX-91998 dated September 23, 1998.
(v) The recommendations in respect of profession tax have been accepted by most states
as per the available information.
(vi) Participation of the community and the private sector, especially in the delivery of
urban services is being emphasized. In Uttar Pradesh, decisions have been taken on
providing civic services on contract basis and to promote citizen participation
(vii) The Finance Commissions of Uttar Pradesh have given importance to devolution of
functions, functionaries and powers along with a transfer of funds.
76. The share of transfers from state governments in the revenues of municipalities was 31.7
per cent (2001/02). This is, however, the average; municipalities in several states are
almost entirely transfer-dependent for running of local services. The dependence of urban
local bodies was as high as 83.71 per cent in case of Jammu & Kashmir, 83.33 in case of
Rajasthan and 74.48 in case of Uttar Pradesh2. This scenario is a result of the following
2
Decentralization and Local Finance Issues - The Workings of State Finance Commissions in India, Dr.
Ravikant Joshi
17
three factors –
• The inferior local taxes which have low elasticity and buoyancy;
• Poor administration of tax and other powers by local governments; and
• Absence of autonomy for local governments in respect of tax rate setting, rate
revision and other spheres of their functioning.
77. Five Year Plans. Government of India (GoI) in its Tenth Five Year Plan (2002 -2007)
emphasized the role of the ULBs:
• To be responsive and accountable to the community;

• to develop cities with standards of service comparable to the best in that particular
category;
• to constantly improve their capabilities so as to equip themselves to undertake their
tasks in resource-raising, service provision, and poverty alleviation
78. Tenth Plan had focused the reforms in land and housing policy, and of pricing of utilities,
should be to augment the resources of the ULBs, provide for adequate maintenance of
civic services, and undertake expansion of infrastructure to meet growing needs.
79. Apart from the State Finance Commissions, GoI has found providing support to ULBs
through various schemes including AUWSP, IDSMT, JNNURM, Mega City Scheme,
NCR PLAN, HUDCO loan assistance, Tax-Free Bonds scheme and external assistance
from multilateral lending agencies like the Asian Development Bank (ADB), World Bank
and bilateral agencies.
80. Govt. of Uttar Pradesh (GoUP). Based on the lessons learnt through the 9th FYP, the 10th
FYP (2002-07) for Uttar Pradesh is based upon local government’s development plan and
focuses on (i) reforms and improving organization efficiencies; (ii) increasing allocation in
information technology, tourism infrastructure, poverty reduction and health; (iii) planning
programs to facilitate employment generation; (iv) promoting private sector investment in
economic development; (v) preparing sub-plans for poverty reduction with participation of
women groups and focus on vulnerable sections of the society; (vi) evolving a plan for the
disabled and women beneficiaries; (vii) strengthening decentralization and improving the
planning process; (viii) continuing support to increased use of information technology in
all facets of development; (ix) continuing support to tourism infrastructure development;
(x) promoting the development of village and small industries; (xi) promoting the
participation of private sector in providing education; and (xii) improving service delivery
in key areas like health, revenue, education, etc.
81. Govt. of Uttar Pradesh had allotted Rs 102,066 Lakhs for the urban development during
the Tenth Plan (2002-2007) which was about 2% of the total plan outlay. However, the
actual plan outlay during the plan period was increased to Rs 143,142 Lakhs (Table 2-2).
Also the annual budget for 2009-10 during the Eleventh Plan for urban development was
increased to Rs 180,420 Lakhs (Table 2-3) in which water supply, sanitation and urban
development were the focus areas. These together underline the importance given to the
urban development by the GoUP, which includes the project city of Ghaziabad.
18
Table 2-2: Tenth Plan Allocation for Urban Development in Uttar Pradesh
Year Annual Plan Allocation for Urban
Development during the Tenth Five Year Plan
Rs. Lakhs
2002-03 22,347
2003-04 14,378
2004-05 14,174
2005-06 23,489
2006-07 68,754
Total 143,142
Source: Govt. of UP
Table 2-3: Major head summary for the Budget Year 2009-2010 for Urban Development, Uttar
Pradesh (Rs. Thousands)
Major Head and Description Current year Budget (2009-10) Composition
Plan Non Plan Total (%)
2015—Elections - 83,836 83,836 0.46%
2052--Secretariat - General Services 542 62,350 62,892 0.35%
2053--District Administration 2 98,278 98,280 0.54%
2070--Other Administrative Services - 5,171 5,171 0.03%
2215--Water Supply and Sanitation 1,220,000 - 1,220,000 6.76%
2217--Urban Development 2,755,324 1,036,092 3,791,416 21.01%
2230--Labour and Employment 125,404 - 125,404 0.70%
3054--Roads and Bridges - - - 0.00%
3604--Compensation and Assignments to - 550 550 0.00%
Local Bodies and Panchayati Raj
4070--Capital Outlay on Other 1 - 1 0.00%
Administrative Services
4215--Capital Outlay on Water Supply 1,480,003 - 1,480,003 8.20%
And Sanitation
4217--Capital Outlay on Urban 9,024,502 150,000 9,174,502 50.85%
Development
6215--Loans for Water Supply and 2,000,000 - 2,000,000 11.09%
Sanitation
Total 16,605,778 1,436,277 18,042,055 100.00%
Source: http://budget.up.nic.in/Estimates/maj_sumry.asp
2. National Capital Region Planning Board (NCRPB)
82. The National Capital Region Planning Board (NCRPB), constituted in 1985 under the
provisions of NCRPB Act, 19853, is a statutory body functioning under the Ministry of
Urban Development, Government of India. NCRPB has a mandate to systematically
3
THE NATIONAL CAPITAL REGION PLANNING BOARD ACT, 1985, No.2 OF 1985, 9th February, 1985,
published by The Gazette of India on FEBRUARY 11, 1985. This Act provide for the constitution of a
Planning Board for the preparation of a plan for the development of the National Capital Region and for
co-ordinating and monitoring the implementation of such plan and for evolving harmonized policies for
the control of land-uses and development of infrastructure in the National Capital Region so as to avoid
any haphazard development of that region and for matters connected therewith or incidental thereto
19
develop the National Capital Region (NCR) of India which comprises of (i) National
Capital Territory Delhi (constitutes 4.4 percent of NCR area); (ii) Haryana Sub-region
(40.0 percent of NCR area); (iii) Rajasthan Sub-region (23.3 percent of NCR area); (iv)
Uttar Pradesh Sub-region (32.3 percent of NCR area) and (v) Five Counter Magnet Areas
(CMA) The project town Ghaziabad City also part of the NCR.
83. According to the NCRPB Act, 1985 major functions of the Board include: (i)Preparation
of the Regional Plan and Functional Plans; (ii) Coordinate enforcement and
implementation of the Regional Plan, Functional Plans, Sub-regional Plans, and Project
Plans through the participating states and NCT; (iii) Ensure proper and systematic
programming by the participating states and the NCT in project formulation, determination
of priorities in NCR or Sub-regions and phasing of the development of NCR in accordance
with the stages indicated in regional plan; and, (v) Arrange and oversee the financing of
selected development project in the NCR through Central and State Plan funds and other
sources of revenue.
84. NCRPB has prepared regional plan for NCR area with the perspective year 2021. Further,
the Board also initiated preparation of functional plans to elaborate one or more elements
of the Regional Plan. Accordingly the functional plan for water supply and transport is
under preparation but plans for other infrastructure is yet to take off (Appendix 2-2).
3. Ghaziabad Nagar Nigam
73 The status of Ghaziabad was upgraded from Municipal Board to Municipal Corporation,
known as Ghaziabad Nagar Nigam (GNN) on 31 August 1994 following 74th constitution
Amendment Act 1992 and conformity legislation by state government. The Municipal
administration has been decentralized in five zones and 80 administrative wards. City zone
has 24 wards; Kabir Nagar has 17 wards; Vasundra zone has 11 wards; Mohan Nagar zone
has 14 and Vijay Nagar Zone has 14 wards.
85. Urban development and service delivery in Ghaziabad Nagar Nigam (GNN) is the
combined responsibility of a set of state level and city level institutions.These institutions
and their key functions are listed in Table 2-4 below segregated in terms of institutions
functioning at the state level and city level.
20
Table 2-4: Institutions and Their Functions

Institution Key Function
I. State Level
UP Pollution Control Board Pollution control and monitoring especially river water quality
(UPPCB) and regulating industries
Public Works Department Construction of roads main roads and transport infrastructure
(PWD) including construction and maintenance of Government houses
and Institutions
State Urban Development Apex policy-making and monitoring agency for the urban areas
Authority (SUDA) of the state. Responsible for providing overall guidance to the
District Urban Development Authority (DUDA) for
implementation of community development programs
Town and Country Planning Preparation of Master Plans including infrastructure for
Department (TCPD) the state (rural and urban)
UP Jal Nigam (JN Water supply and sewerage including design of water supply
and sewerage networks. In the last two decades ‘pollution
control of rivers’ has become one of their primary focus areas
UP Avas Vikas Parishad (AVP) Nodal agency for housing in the state. Additionally involved in
planning, designing, construction and development of almost all
types of urban development projects in the state. Autonomous
body generating its own resources through loans from financial
institutions
II. City Level
Ghaziabad Nagar Nigam (GNN) Nodal agency for municipal service delivery and O&M.
• Primary Collection of Solid Waste

Its key functions include:
• Maintenance of Storm Water Drains

• Maintenance of internal roads
• Allotment of Trade Licenses under the Prevention of
• O&M of internal sewers and community toilets

Food Adulteration Act
• Management of ghats
• Construction of Community Toilets
Ghaziabad Development Responsible for preparing spatial Master Plans for land use and
Authority (GDA) development of new areas as well as provision of housing and
necessary infrastructure
District Urban Development Implementing agency for plans prepared by SUDA. Responsible
Authority (DUDA) for the field work relating to community development –
focusing on the development of slum communities, construction
of community toilets, assistance in construction of individual
household latrines, awareness generation etc.
86. In real sense, 74th Amendment is partially implemented in UP. GNN, Jal Nigam and
various other government agencies are functioning in Ghaziabad and are playing different
roles of a ULB under different capacities (and other cities of UP). This makes the
municipal corporation inadequate resulting in limited power and weak municipal
administration. These cities are dependent on the state legislature for decisions concerning
their regulations and it is critical for the decision making process required at a local level.
However, with regard to the issue of reforms, current status and future proposals the state
government /ULB are in the process of initiating steps in this direction and the willingness
of the governments to undertake the required reforms.
21
4. UP Public Works Department (UP PWD)
87. UP State Public Works Department (UP PWD) is state owned department that has the
mandate of developing and maintaining the road net work of the UP State comprising of
different category of roads. As on 2008, 147,255 km length of road network is maintained
by UP PWD. About Rs. 13,000 million is being spent annually for the upkeep of the road
network and this exclude the plan expenditure spent on creation and replacement of road
network asset. UP PWD is specialised technical agency with adequate expertise and
suitable organizational network in executing road projects including projects funded by
multi-lateral funding agencies. As the Executing Agency, UP PWD will implement the
proposed subproject of flyover construction.
Table 2-5: Road Network in Uttar Pradesh

Sl. Classification of Length of Road (Km.)
No Roads Upto 31.3.2006 Upto 31.3.2007 Upto 31.3.2008
1 National Road 5,570.27 5,699.89 5,699.89
2 State Road 8,551.49 8,448.68 8,448.68
3 Main District Road 7,345.02 7,343.66 7,343.66
4 Other District Road 29,179.00 30,133.00 30,133.00
5 Village Road 82,459.00 87,768.00 95,630.00
Total 133,104.78 139,393.22 147,255.22
Source: UP PWD
5. Private Sector Participation
88. The current legal and political climate for the involvement of FI’s or private parties for
building urban infrastructure and or operating urban services in UP cities including
Ghaziabad does not look very promising in its present form, as revealed from available
CDP Reports. Many reforms, legislative changes and a greater commitment from the local
body as well as the GoUP are required for attracting private investment and safeguarding
investors’ interest. However, three broad areas can be identified and explored for private
investment for urban infrastructure, namely transportation services, parking (multilevel
parking with commercial space) and solid waste management. Present subproject of
flyover construction in Ghaziabad city under the traffic component may not be viable for
implementation with private sector participation, as there is no scope for user fee charges.
6. User Charges
89. Though UP PWD (the Executing Agency) may have powers to implement projects with
levy of toll rates (user charges) in appropriate cases, the present subproject has not been
considered for levy of user charges. This is mainly because of practical problems as
levying toll on the heavily trafficked urban corridor will lead to many implementation
issues.
22
7. Financing Plan
90. Total investment program will be shared between NCRPB and UP PWD through
participating states in such a way that NCRPB share will be 75% and UP PWD will be the
balance 25%. The terms of the loan will of
• 10 years tenure with two years moratorium and eight years repayment period
• 9 percent interest rate
91. As per the existing arrangements, for UP state, the entire 75% loan component will be
transferred to UP PWD with the guarantee support of states but without grant component
from NCRPB and hence the total contribution by UP PWD will be 100% (25% own
contribution + 75 % NCRPB loan). For 75% Loan component and 25% own equity
component, UP PWD will be the responsibility. For implementation, UP PWD will be the
Executing Agency for the Investment Program and responsible for overall strategic
guidance, technical supervision and work quality and ensuring compliance with loan and
PFR provisions and due diligence.
8. Operation and Maintenance
92. The present subproject of flyover construction will be the asset of UP PWD. Accordingly
UP PWD will operate and maintain the improved flyover facilities in Ghaziabad with
adequate fund provision and the required technical capability.
9. Cost Recovery
93. For the present subproject of flyover construction, levy of user charges is not visualized
and hence cost recovery from this will not arise.
10. Disbursement Procedures and Fund-Flow Mechanisms
94. Loan disbursement is a key element in the project cycle. NCRPB expects that proposed
disbursement procedures and fund-flow mechanisms will be suitable for the particular
project. NCRPB procedures for withdrawal of loan proceeds are standardized to facilitate
disbursements under most loans.
95. In the present case, it is assumed that the NCRPB Loan will be passed on, to the UP PWD
with the UP State government guarantee. Thus, UP PWD will be the borrower from
NCRPB with the UP State support. UP PWD will enter into supply and civil work
contracts and issues and signs the payment checks through a suitable arrangement agreed
with NCRPB. Created assets will be owned by UP PWD as it is constructed on UP PWD
road. With regards to repayment of the interest and principle, UP PWD will pay to
NCRPB and this will be governed by the NCRPB’s terms and conditions agreeable in the
disbursement procedures.
23
11. Accounting Policy
96. Long-, medium- and short-term planning should be the primary elements in financial
management. Long- and medium-term plans are often referred to as corporate plans.
Short-term financial plans are usually called budgets. NCRPB will seek assurance that
satisfactory plans and budgets will be prepared in a regular, orderly and timely manner.
Also, NCRPB will consider the acceptability of accounting policies, including standards of
financial reporting and general accounting practices. In line with the existing market best
practices followed for infrastructure financing, NCRPB expects these policies to be
materially consistent with accepted national or international standards and practices.
97. Accordingly the potential agency UP State Public Works Department (UP PWD) that will
be involved in the project loan was considered for review. As a state department of UP
State, PWD accounting procedures are in accordance with the norms prescribed by the
State Accounting Policy, monitored by Accountant General.
98. Based on the on-going lending practice, existing accounting policies and procedures
followed by agencies in Uttar Pradesh including UP PWD is not the major hindrance for
NCRPB for completing the project.
12. Financial Regulations
99. A sound accounting system is underpinned by financial regulations. These are usually
designed to define the objectives of—and responsibilities within—the financial
management system. In the interest of the funding agency, an acceptable financial
regulations need to be in place.
100. For the present Flyover Subproject, the proposed project will be funded by National
Capital Region Planning Board (NCRPB) through loan to UP PWD, UP PWD will be both
Executing Agency (EA) and implementing agency (IA).
• Financial regulations for NCRPB, as part of the Ministry of Urban Development,

Govt. of India, will be governed by the well defined regulatory system designed by
Govt. of India.
• UP PWD will be governed by the financial regulation provisions laid by Uttar
Pradesh State Accountant General.
• Both regulation procedures will cover all the required aspects to be considered under
financial regulations review which are normally required under the ‘best practice’
followed in the market, though there may be variations in quality and quantity aspects
in between them.
24
C. Financial Analysis
1. Present Financial Condition
101. UP State Public Works Department (UP PWD): Financial sustainability addresses the
required as well as appropriate taxation and tariff reforms. As state government is the
borrower for UP PWD, state government finances were reviewed. The past financials of
UP State is given in Table 2-6. A snap shot of the past financial position of the state
government from 2006-07 to 2008-09 reflects growth in both receipts as well as
disbursements for Revenue Account. The compounded annual growth rate (CAGR) of
revenue income from 2006-07 to 2008-09 is 18.99% and revenue expenditure is 15.91%.
Thus, the rate of growth of revenue income is more that the growth of revenue
expenditure, facilitating increase in revenue surplus from Rs. 4,900 crores in the year
2006-07 to Rs. 10,977 crores in the year 2008-09. The CAGR of capital receipts from
2007-08 to 2008-09 is -3.54%. The capital receipt growth is compared only for two years
as there is an exceptional negative trend in the year 2007-08. The CAGR for capital
expenditure for same two year period is 2.48%. It may be observed that the CAGR for
capital expenditure is less than the capital receipt, which shows that the state is taking
steps to reduce the capital account deficits.
Table 2-6: Budget Flow - Uttar Pradesh State (2006-07 to 2008-09)

Item UTTAR PRADESH
2006-07 2007-08 2007-08 2008-09
(Accounts) (Budget (Revised (Budget
Estimates) Estimates) Estimates)
1 2 3 4 5
REVENUE ACCOUNT
TOTAL REVENUE RECEIPTS (I+II) 6,059,954 7,401,769 7,656,546 8,580,634
I. TAX REVENUE (A+B) 4,621,629 5,528,140 5,788,246 6,701,910
II. NON-TAX REVENUE (C+D) 1,438,324 1,873,630 1,868,302 1,878,725
TOTAL REVENUE EXPENDITURE (I+II+III) 5,569,890 6,787,138 6,755,073 7,482,867
I. DEVELOPMENTAL EXPENDITURE (A +
2,865,733 3,775,369 3,789,759 4,179,671
B)
II. NON-DEVELOPMENTAL EXPENDITURE 2,429,932 2,649,128 2,602,674 2,940,451
III.Grants-in-Aid and Contributions 274,225 362,641 362,641 362,746
REVENUE DEFICIT 490,064 614,631 901,473 1,097,767
CAPITAL ACCOUNT
TOTAL CAPITAL RECEIPTS (I to XIII) 61,797,413 31,990,709 21,475,245 22,234,419
I. External Debt # – – – –
II. Internal Debt (1 to 8) 1,133,202 2,457,095 908,983 2,392,998
III. Loans and Advances from the Centre (1 to 6) 37,948 51,265 50,265 50,265
IV. Recovery of Loans and Advances (1 to 12) 35,564 60,799 52,436 58,888
V. Inter-State Settlement – – – –
VI. Contingency Fund 64,479 1,000 994 1,000
VII. Small Savings, Provident Funds, etc. (1+2) 485,791 438,663 438,844 466,694
VIII. Reserve Funds (1 to 4) 307,380 360,917 360,932 472,360
IX. Deposits and Advances (1 to 4) 1,524,944 552,548 554,368 587,845
25
Item UTTAR PRADESH

2006-07 2007-08 2007-08 2008-09
(Accounts) (Budget (Revised (Budget
Estimates) Estimates) Estimates)
1 2 3 4 5
X. Suspense and Miscellaneous (1 to 4) 56,961,749 27,816,922 18,856,922 17,952,869
XI. Appropriation to Contingency Fund – – – –
XII. Miscellaneous Capital Receipts – – – –
XIII. Remittances 1,246,357 251,500 251,500 251,500
TOTAL CAPITAL DISBURSEMENTS (I to
62,301,209 32,543,245 22,588,437 23,149,114
XII)
CAPITAL DEFICIT -503,796 -552,536 -1,113,192 -914,695
Source: Reserve Bank of India
102. The financial performance of the state government has also been analysed based on 12th
Finance Commission, recommendations and compared with NCR states and the national
average. The 12th Finance Commission, as part of restructuring of public finances, has
recommended certain measures to improve the long term financial sustainability of Centre
and state governments. The suggested indicators suggested by the 12th finance
commission include the following:
• The Tax to GDP ratio should be improved to 17.6 % by 2009-10
• Debt to GDP ratio to be brought down to 75% by 2009-10
• Fiscal deficit to GDP should be less than 3%
• There should not be any revenue deficit by 2008-09
• Interest payment to revenue receipts to be brought down to 15% in case of state
government
103. The above ratios were computed for all four NCR states namely Haryana, Delhi, Uttar
Pradesh and Rajasthan and the comparison is shown in Table 2-7.
104. The analysis shows that Uttar Pradesh has yet to achieve most of the targets in 2008-09
except the fiscal deficit. Other parameters are mostly close to the targets. This is mainly
due to the slowdown in the economy the deficit has increased in the year 2008-09. Even
the Centre in its budget has relaxed the norms of gross fiscal deficit by 0.5% for 2008-09
and further 0.5% for 2009-10 to extend the fiscal stimulus to accelerate the growth in
economy. Further to all other recommendations given by 12th finance commissions have
been achieved by the state. The growth rate of gross state domestic product at nominal
rates is about 7.16% and 6.46% in the year 2007-08 and 2008-09 respectively and
generally less than to the national average. On the whole, Uttar Pradesh is striving to
demonstrate better economic and fiscal management for the coming years.
26
Table 2-7: Comparision of State Fiscal Indicators

Parameter Norms Haryana Delhi Rajasthan Uttar Pradesh Consolidation of 27 National
states (w.r.t GDP)
(w.r.t GDP)
FY08 FY09 FY08 FY09 FY08 FY09 FY08 FY09 FY08 FY09 FY08 FY09
Revenue Zero 0.12% 2.04% Surplus Surplus Surplus Surplus Surplus Surplus Surplus Surplus 0.20% 4.40%
deficit/GSDP by by2.65% by3.69% by0.20% by0.89% by3.54% by4.05% by0.9% by0.1%
FY09
fiscal deficit/ <3% 3.46% 5.39% 5.12% 4.33% Surplus Surplus 0.83% Surplus 1.50% 2.70% 4.20% 8.90%
GSDP by by by
0.15% 0.14% 0.68%
Debt/GSDP <75% 27.50% 28.61% 26.34% 23.24% 61.22% 63.43% -- -- 27.80% 27.10% 60.10% 58.90%
by
FY10
Interest <15% 11.88% 10.81% 16.49% 14.02% 19.65% 19.52% 18.31% 17.00% 2.10% 2.00% 24.60% 24.50%
payment/
revenue
receipts
Tax Income/ >17.6% 12.72% 14.41% 12.14% 11.47% 10.19% 10.96% 10.89% 11.93% 9.20% 9.40% 18.50% 18.10%
GSDP by
FY10
GSDP 9.35% 8.02% 15.06% 12.48% 7.11% 5.48% 7.16% 6.46% -- -- 9.01% 6.70%
Growth at
nominal
rates
Source: Reserve Bank of India
2. Cost Recovery and Profitability
105. Where cost recovery and/or profitability are primary objectives, the financial
consequences of policies, strategies, and practices relating to the entity’s (IA) operations
or trade should be set out, for instance: (i) policies on recovery of costs of its products
and/or services, (ii) tariffs and charges levied, (iii) systems of establishing costs of
products and/or services, (iv) inventory controls, and (v) possibility and extent of external
regulation (e.g., by government).
106. Existing Scenario. UP PWD is responsible for the subproject including development,
operation and maintenance. Due to practical problems and other reasons, levying of user
charges is not visualized. Also UP PWD is being a state department, the subproject will be
implemented through state budget support. As there is no revenue collection through user
charges for the services they are providing, it is difficult to carryout sustainability analysis
for UP PWD.
3. Cost Benefit Analysis
107. The projects for the purpose of financial analysis have been categorized as Service, Cost
Recovery and Remunerative. The present project of flyover construction is a service
category one and accordingly no feasibility analysis is carried out.
108. Weighted Average Cost of Capital. The financial viability of subprojects was assessed by
comparing the subproject’s financial internal rate of return (FIRR) with the financial
opportunity cost of capital. As proxy for the financial opportunity cost of capital, the
weighted average cost of capital (WACC) of the subprojects in real terms is used. The
27
FIRR is the discount rate that equalizes the present values of costs and revenues over the
subproject life, while the WACC represents the cost incurred by the GNN with the support
of the UP State government in raising the capital necessary to implement the subprojects.
The WACC was estimated based on the central government’s on lending policy.
Table 2-8: Weighted Average Cost of Capital (%) - Uttar Pradesh & Haryana
Item NCRPB Lending Govt. of India ULB WACC
/b Grant /a Equity
Amount weighting 75% 0% 25%
Nominal cost 9.00% 8.50% 10.00%
Tax Rate 0 0 0
Tax-Adjustable Nominal Cost 9.00% 8.50% 10.00%
Inflation Rate 4.50% 4.50% 5.50%
Real Cost 4.50% 4.00% 4.50%
Minimum rate test [ 4.0%]d 4.00% 4.00% 4.50%
Weighted Component of WACC 3.38% 0.00% 1.13% 4.50%
WACC = weighted average cost of capital, UP = Uttar Pradesh,
a - Nominal cost of Government of India grant is estimated at 8.5%, based on the Government’s long-
term bond rate.
b - Indicative Lending Rates for Loans by NCRPB for urban infrastructure projects
c - Global Price escalation is based on - INTERNATIONAL COST ESCALATION FACTORS 2008–
2012, World Bank, Table 1.1 The global outlook in summary. Global Development Finance 2008:
The Role of International Banking, page 8.
d - Preparing and Appraising Investment Projects, Guidelines for the Financial Governance and
Management of Investment Projects Financed by ADB (pp 26)
D. Financial Analysis of Subprojects
109. The projects for the purpose of financial analysis have been categorized as Service, Cost
Recovery and Remunerative. The present project of flyover construction is a service
category one and accordingly no feasibility analysis is carried out.
110. Also, as there is no commitment from UP PWD to introduce project specific user charges
and / or tax, it is assumed that the proposed project will be supported from the existing
budget support to UP PWD. As the project is to be funded from the budget source of
revenue stream, subproject specific financial analysis was not carried out.
28
APPENDICES
Appendix 1-1
Economic Cost
1. The economic costs of capital works and annual operation and maintenance are calculated from
the financial cost estimates on the following basis:
(i) Price contingencies are excluded but physical contingencies are included because they
represent real consumption of resources;
(ii) Import duties and taxes are excluded because they represent transfer payments. For this the
shadow exchange rate factor worked out below was used;
Table 1: Shadow exchange rate factor

2008-09 2007-08 2006-07 2005-06
Details RE Actual Actual Actual
National export (free on board) = Ex * 766,934 655,864 571,779 456,418
National import (CIF) = Im* 1,305,503 1,012,312 840,506 660,409
Customs Duties =Ct* 84,710 72,029 62,819 46,645
AD-HOC STANDARD CONVERSION FACTOR
(CF = (Ex + Im)/( Ex + Im+Ct)) 0.961 0.959 0.957 0.960
Shadow exchange rate factor (Y):(Y=1/CF) 1.04 1.04 1.04 1.04
* - Source : Reserve Bank of India
RE - Revised Estimates
Note: Calculation Method based on the handout on Economic Analysis
(iii) The existence of unemployment and under-employment for unskilled workers within the
Indian economy means that the opportunity cost of unskilled labour can be considered to
be lower than its wage rate – a conversion factor of 0.5 of the market wage rate for
agriculture casual labour is used to estimate the shadow wage rate;
Table 2: Shadow Wage-rate Factor (Y)
Casual agriculture labor cost (Rs. per day)* ( L) 80
National minimum wage of unskilled worker (Rs. per day)** (M) 159
Shadow Wage-rate Factor (Y); Y = L/M 0.50
*- Minimum Agricultural Labor wage fixed by many sates incl. Tamil Nadu at Rs. 80 a day (for men working six
hours) and Rs. 70 (for women working five hours)
** Uttar Pradesh: Minimum Wages w.e.f. 01.04.2009 to 30.09.2009, Labor Department, Government of Uttar
Pradesh.
(iv) The market wage rate for skilled labour and the acquisition cost of land are considered to
represent opportunity costs, as both factors are in demand;
1
(v) All costs are valued using the domestic price numeraire, to enable an easier comparison
with the information used to measure benefits (e.g. a significant component of benefit is
the savings in resources, which would be used in the without project situation).
2. Estimated financial base cost without contingencies and allowances for the Ghaziabad Transport
project (widening of 4.8 km length of NH 91 section in Ghaziabad City) is estimated Rs 513.486
million (excluding utility shifting, R&R and environment management expenditure) as shown in
Table 3. Using the basis, the economic cost (resource cost) was estimated both for capital cost and
operation & maintenance costs and presented in Tables 4 to 5. For estimating the economic cost
from the financial cost, the following other assumptions were also considered:
A. Capital Cost
• Contingences and other allowances considered to the base cost (12%):

o Design Supervision Consultancy (DSC)+ Third Party Inspection (TPI) - 3%,
o Information, Education & Communication (IEC) activities 1%,
o Incremental Administration (PIU) – 2%,
o Physical contingency 3%,
o Environmental mitigation 1%,
o Social intervention 1%,
o Institutional development and capacity building activities1%
• Share of foreign cost to total project cost
Share of foreign Cost (%)

Sector Services Materials Total
Water Supply 0.75% 2% 2.75%
Sewerage 0.75% 0% 0.75%
Drainage 0.75% 0% 0.75%
SWM 0.75% 0% 0.75%
Urban Transport 0.75% 0% 0.75%
• Tax and duties

o Local cost – 12%
•
o Foreign Cost – 4%
Share of unskilled labor in Local Cost – 12%
B. Maintenance Cost
• Share of foreign cost to total project cost

o Water supply –0%
o Sewer – 0%
o Strom water Drainage – 0%
o Solid Waste Management – 0%
•
o Urban Transport – 0%
Tax and duties
2
o Local cost – 12%
•
o Foreign Cost – 4%
Share of unskilled labor in Local Cost – 15%
Table 3: Details of Base Financial Cost – Ghaziabad (Flyover Construction)
2010-12
Item
Rs. Million
Construction of a Flyover at Patel Chowk in Ghaziabad city 513.486
Total 513.486
Source: Consultant
Table 4: Details of Resource Cost Estimation – Capital Cost (Ghaziabad Transport Component - -
Flyover construction)
Financial Cost (Capital) Resource Cost (Capital)

Details Rs Million Rs Million S P Factor
Base Cost 513.49
Allowances 12% 61.62
Foreign Cost
- Base cost & allowance 1% 4.31 3.99 0.92
- Taxes & Duties 4% 0.17 - -
4.48 3.99
Local Cost -
- Unskilled labour 12% 68.49 34.25 0.50
- Skilled labour & Others 88% 502.30 502.30 1.00
- Taxes & Duties 12% 66.44 - -
637.23 536.54
Total 641.71 540.53

Note:
1. Shadow Exchange Rate Factor was worked on the RBI data on national exports, imports and
exports and using the Method based on the ADB Handout on Economic Analysis
3
Table 5 Details of Resource Cost Estimation – O&M Cost (Ghaziabad Transport – Flyover
Construction)
Financial Cost Resource Cost (Capital)

Rs Million Rs Million Rs Million
Rs Million (coll. (Dist.& (coll. & (Dist.&
Details & trans.) treat..) trans.) treat..) S P Factor
O&M Cost 6.42 -
-
Foreign Cost 0%
- Base cost 0.00 0.00 - - 0.92
- - - -
Local Cost 100% -

- Unskilled labour (25%) 1.60 0.00 0.80 - 0.50
- Skilled labour & Others
(75%) 4.81 0.00 4.81 - 1.00
6.42 - 5.62 -
Total 6.42 - 5.62 -

Source: Consultant
3. Considering 2009-10 as base year followed by three construction period and 20 years
implementation period considered for the analysis, the cash outflow for economic cost was
worked out and presented in Table 6.
Table 6: Details of Phasing and Expenditure Flow

Economic Cost –Transport – Flyover Construction (Ghaziabad City, Uttar Pradesh)
all values in Rs. Million

Phasing Year Capital Cost O & M Cost
2009-10
40.00% 2010-11 216.21 -
60.00% 2011-12 324.32
0.00% 2012-13 - 5.62
2013-14 - 5.62
2014-15 - 5.62
2015-16 - 5.62
2016-17 - 5.62
2017-18 - 5.62
2018-19 - 5.62
2019-20 - 5.62
2020-21 - 5.62
4
2021-22 - 5.62
2022-23 - 5.62
2023-24 - 5.62
2024-25 - 5.62
2025-26 - 5.62
2026-27 - 5.62
2027-28 - 5.62
2028-29 - 5.62
2029-30 - 5.62
2030-31 - 5.62
2031-32 - 5.62
2032-33 - 5.62
Source: Consultant
5
Appendix 1-2
1. Valuing Economic Benefits – Flyover Construction Project under Transport Component
1. The benefits arising from improved urban transport infrastructure results in improved
service level delivery in urban transport travel requirements in the Project city / town. Benefits
are achieved through more effective connectivity, better speed, less traffic related issues like
congestion, accidents etc.
2. Project beneficiaries will be those travelers for whom accessibility to economic and
social activities will be improved through better road conditions and traffic flows brought about
by the sub-projects. This improvement is achieved by reducing the effort or inconvenience of
travel between the origin of the traveler and the destination offering these activities.
3. The subproject in Ghaziabad the Old NH 24, is the spinal cord of Ghaziabad city
transport network and at present experiencing tremendous traffic congestion. Most of the roads
are connected to this road and provide main access to Delhi, NOIDA, Loni, Meerut and Hapur
and thereby has resulted in many junctions. As a result significant traffic merges, diverges and
crosses the road at frequent intervals. Patel Chowk is a four road junction where the roads from
Loni and Mohan Nagar join the Old NH 24 Road. At present the movement of traffic at the
junction is controlled by signals supported by manual operation resulting inordinate delay for the
vehicular traffic The sub proposal is to construct a grade separator so as to allow the heavy
through traffic with free flow and the remaining turning traffic at grade with less waiting time.
4. Subproject proposals will benefit the vehicular traffic on this road with less traffic
congestion, less traffic conflict at junctions, increase the travel speed resulting in savings in
vehicle operating cost (VOC) and travel time, accommodate the fast growing vehicular traffic,
uninterrupted movement for the major through traffic through flyover, pedestrian safety
including reduced road crossing time etc.
5. The economic benefits considered in the present analysis for the grade separator (flyover)
subproject in transport component in Ghaziabad city include:
(i) Value of Passenger Travel Time Savings
6. Value of Passenger Travel Time Savings: Construction of flyover will result in reduction
of the existing junction delay for all the vehicles and subsequently savings in travel time for the
road users crossing this junction.
7. In the absence of detailed traffic modeling, assumptions were made regarding impact of
improvements on road network performance, in terms of likely Program benefit including
savings in travel time and related cost as well savings in vehicle operating cost (VOC). These
assumptions and methodology followed include:
1
(i) Proposed improvement to selected Program roads in terms of surface quality will
help reduce the vehicle operating cost for the vehicular traffic plying on these roads.
Based on the reconnaissance survey made during field studies and proposed design
parameters, the change in surface quality and the related VOC savings are estimated,
considering the Indian Roads Congress (IRC) guidelines.
(ii) Average travel speed in peak and off-peak conditions is assumed to increase from
the existing levels (this increase in speed/service level shall be achieved due to Project
components by widening, strengthening, and segregation of pedestrian traffic by
providing footpaths, etc, if any). Even though increased speed levels are expected more,
only 20 percent is assumed on conservative side. The improvement in travel speed is used
to estimate the savings in travel time and further costing the time saved.
(iii) Similarly, provision of flyovers and junction improvements will eliminate the
existing frequent delay at junctions that will result in increase in travel speed and the
resultant time savings to the commuters.
8. Travel time savings for the passengers held up at the junction, in terms of hours and its
monetary value using the time unit rates for different vehicle users using the proposed flyover at
Patel Chowk in Ghaziabad City, was estimated from the following data collected at field as well
guidelines stipulated by Indian Roads Congress (IRC), and relevant study reports:
• Average vehicle occupancy – the number of passengers by vehicle type, plus paid driver
•
and crew where applicable;
Traffic category – traffic using the proposed flyover and the remaining traffic using the
•
improved at-grade facility;
•
Traffic composition – the percentage of each vehicle type in the traffic stream;
Passenger composition – the percentage of each socio-economic category using each
•
vehicle type and the percentage of passengers who are in the workforce;
Savings in travel time – estimated based on the existing delay and the proposed delay at
•
the proposed project site;
Unit cost of travel time for different vehicle users – Based on a relevant study report, unit
time cost at 2009 price level.
9. Road user cost unit rates including VOC and travel time for different vehicles used for
the analysis is given in Table 1. Vehicle occupancy details and estimated vehicle hours time
costs for different using vehicle occupancy and time cost unit rates are presented in Tables 2 and
3.
• Traffic using the proposed flyover; and

10. Considering the project design, the average daily junction traffic was segregated into:
• Traffic using the at-grade development below flyover

This was mainly to account the different level of project benefit in terms of time savings. Thus
segregated base year peak hour traffic is presented in Table 4. Finally the estimated project
benefit of travel savings during the analysis period is given in Table 5.
2
Table 1: Details of Road User Cost adopted for the Study
VOC (Rs. / Vehicle Km) Travel Time (Rs. / Hour)
Vehicle Category
2008 1 2009 3 2008 2 2009 3
Car - New Technology (Maruti 800) 4.07 4.27 47.80 50.19
Bus 16.37 17.19 22.76 23.90
TW 1.40 1.47 31.87 33.46
Auto rickshaw 3.98 4.18 27.31 28.68
Share-Auto 4.49 4.71 27.31 28.68
Taxi 4.70 4.94 47.80 50.19
2-Axle Truck 14.77 15.51 13.54 14.22
LCV 10.96 11.51 9.65 10.13
Goods Tempo 4.61 4.84 4.83 5.07
Goods Auto 3.59 3.77 2.41 2.53
Source: Analysis
1. Approach for Economic and Operation Assessment for Identified Urban Roads and Transportation Sub-projects, Working
Paper No. : WP-05, Comprehensive Transportation Study for Chennai Metropolitan Area, May 2008
2. Estimated using the RUCS Study, 2001 results (Rs 25,000/Tonne) for the year 2001 and escalated to 2008 with 5% annual
growth.
3. Escalated to 2009 with 5% annual growth.
Table 2: Vehicle Occupancy (No. of passengers/vehicle)
Bus
Bus 40
Minibus 15
Private & IPT
Car/Jeep/Van 3.5
Two Wheelers 1.5
Autorickshaws 2
Goods Vehicles (crew)
Trucks 2
MAV 2
LCV 1
Source: Indian Roads Congress (IRC)
Table 3 : Value of Travel Time Savings
Bus Rs./Vehicle Hour in 2009 prices

Bus 955.92
Minibus 430.13
Private & IPT
3
Car/Jeep/Van 175.67
Two Wheelers 50.20
Autorickshaws 57.35
Goods Vehicles
Trucks 14.22
MAV 37.33
LCV 10.13
Source: Analysis
Table 4: Distribution of Peak Hour Turning Traffic - Patel Chowk in Ghaziabad (2009) – No.
Of vehicles
Flyover Traffic
Non-Flyover
Vehicle Category From To Total Traffic
Total Traffic
Ghaziabad Ghaziabad
Standard Bus 17 10 27 85 112
Mini Bus 12 4 16 194 210
Van 123 24 147 63 210
Shared Auto - - - -
Cars 290 46 336 421 757
Two Wheeler 233 47 280 464 744
Auto Rikshaw 150 14 164 215 379
Trucks 53 8 61 126 187
MAV 13 - 13 37 50
LCV 1 6 7 11 18
Tractors 3 4 7 23 30
Cycles 16 18 34 109 143
Carts 2 - 2 - 2
Cycle Rickshaw 20 23 43 111 154
Total Vehicles 933 204 1,137 1,859 2,996
Source: Consultants Survey, 2009
Table 5: Estimated Annual Travel Time Savings due to Construction of Flyover (Rs. In Million)
Year Bus Private & IPT Goods Vehicles Total Fast
Bus Minibus Car/Jeep/Van Two Auto Trucks MAV LCV Vehicles
Wheelers rickshaws
2012 112.89 30.97 18.94 1.64 1.32 0.15 0.10 0.01 166.01
2013 120.23 32.98 20.17 1.74 1.41 0.16 0.11 0.01 176.80
2014 128.04 35.13 21.48 1.86 1.50 0.17 0.11 0.01 188.29
2015 136.36 37.41 22.87 1.98 1.60 0.18 0.12 0.01 200.53
2016 145.23 39.84 24.36 2.11 1.70 0.19 0.13 0.01 213.57
2017 154.67 42.43 25.94 2.24 1.81 0.21 0.14 0.01 227.45
2018 164.72 45.19 27.63 2.39 1.93 0.22 0.15 0.01 242.23
2019 175.43 48.13 29.43 2.54 2.06 0.23 0.16 0.01 257.98
4
2020 186.83 51.26 31.34 2.71 2.19 0.25 0.17 0.01 274.75
2021 198.98 54.59 33.38 2.89 2.33 0.26 0.18 0.01 292.61
2022 211.91 58.14 35.54 3.07 2.48 0.28 0.19 0.01 311.63
2023 225.68 61.92 37.85 3.27 2.64 0.30 0.20 0.01 331.88
2024 240.35 65.94 40.32 3.49 2.82 0.32 0.21 0.01 353.45
2025 254.77 69.90 42.73 3.70 2.99 0.34 0.23 0.01 374.66
2026 270.06 74.09 45.30 3.92 3.16 0.36 0.24 0.01 397.14
2027 286.26 78.54 48.02 4.15 3.35 0.38 0.25 0.01 420.97
2028 303.44 83.25 50.90 4.40 3.56 0.40 0.27 0.01 446.23
2029 321.65 88.24 53.95 4.67 3.77 0.43 0.28 0.02 473.00
2030 340.94 93.54 57.19 4.95 4.00 0.45 0.30 0.02 501.38
2031 361.40 99.15 60.62 5.24 4.24 0.48 0.32 0.02 531.46
2032 383.08 105.10 64.26 5.56 4.49 0.51 0.34 0.02 563.35
Source: Analysis
11. Exclusions. The following benefits of transport component for flyover construction have not been
quantified for want of adequate data and quantification techniques. These qualitative benefits along with
the quantifiable benefits discusses above, the proposed flyover construction will tend to provide better
living condition in the project town.
(i) improvement in the environment of the project site;
(ii) savings in VOC due to the reduction in traffic congestion at the junction;
(iii) savings in traffic accidents cost due to better traffic management; and
(iv) Effects on tourism and tourist-related businesses.
5
Appendix 1-3
Economic Cost-Benefit Analysis (Construction of Flyover)
Year Ending March Economic Cost Economic Benefits Net Cash Flow
Roads - Capital Roads - O & M Total Cost Savings in Travel Total
Cost Cost Time Cost Benefits
2009-10 - - - - - -
2010-11 216.21 - 216.21 - - (216.21)
2011-12 324.32 - 324.32 - - (324.32)
2012-13 - 5.62 5.62 166.01 166.01 160.40
2013-14 - 5.62 5.62 176.80 176.80 171.19
2014-15 - 5.62 5.62 188.29 188.29 182.68
2015-16 - 5.62 5.62 200.53 200.53 194.92
2016-17 - 5.62 5.62 213.57 213.57 207.95
2017-18 - 5.62 5.62 227.45 227.45 221.83
2018-19 - 5.62 5.62 242.23 242.23 236.62
2019-20 - 5.62 5.62 257.98 257.98 252.36
2020-21 - 5.62 5.62 274.75 274.75 269.13
2021-22 - 5.62 5.62 292.61 292.61 286.99
2022-23 - 5.62 5.62 311.63 311.63 306.01
2023-24 - 5.62 5.62 331.88 331.88 326.27
2024-25 - 5.62 5.62 353.45 353.45 347.84
2025-26 - 5.62 5.62 374.66 374.66 369.05
2026-27 - 5.62 5.62 397.14 397.14 391.53
2027-28 - 5.62 5.62 420.97 420.97 415.35
2028-29 - 5.62 5.62 446.23 446.23 440.61
2029-30 - 5.62 5.62 473.00 473.00 467.39
2030-31 - 5.62 5.62 501.38 501.38 495.77
2031-32 - 5.62 5.62 531.46 531.46 525.85
Total 540.53 112.33 652.85 6,382.04 6,382.04 5,729.19
NPV at 12% Discount Rate

403.21 29.86 433.06 1,357.78 1,357.78 924.71
(Rs. Million)
EIRR 32.58%
1
Appendix I-3 : Sensitivity Analysis Construction of Flyover Ghaziabad (Rs. Million)
Base Case 20% increase in Capital Cost Scenario 20% increase in O&M Cost Scenario 20% decrease in Project Benefits Scenario One Year delay in implementation Combined effect
Total Total Total Net Total Total Total Net Total Total Total Net Total Total Total Net Total Total Total Net Total Total Total Net
Year Economi Economic Economic Economic Economi Economic Economic Economic Economi Economi Economic Economic Economic Economic Economic Economic Economic Economic Economic Economic Economic Economic Economic Economic
c Capital O&M Benefits Benefits c Capital O&M Benefits Benefits c Capital c O&M Benefits Benefits Capital O&M Cost Benefits Benefits Capital O&M Benefits Benefits Capital O&M Benefits Benefits
Cost Cost Cost Cost Cost Cost Cost Cost Cost Cost Cost
2009-10 - - - - - - - - - - - - - - - - -
2010-11 216.21 - - (216.21) 259.45 - - (259.45) 216.21 - - (216.21) 216.21 - - (216.21) - - - - - - - -
2011-12 324.32 - - (324.32) 389.18 - - (389.18) 324.32 - - (324.32) 324.32 - - (324.32) 216.21 - - (216.21) 259.45 - - (259.45)
2012-13 - 5.62 166.01 160.40 - 5.62 166.01 160.40 - 6.74 166.01 159.27 - 5.62 132.81 127.19 324.32 - - (324.32) 389.18 - - (389.18)
2013-14 - 5.62 176.80 171.19 - 5.62 176.80 171.19 - 6.74 176.80 170.06 - 5.62 141.44 135.83 - 5.62 166.01 160.40 - 6.74 132.81 126.07
2014-15 - 5.62 188.29 182.68 - 5.62 188.29 182.68 - 6.74 188.29 181.55 - 5.62 150.64 145.02 - 5.62 176.80 171.19 - 6.74 141.44 134.70
2015-16 - 5.62 200.53 194.92 - 5.62 200.53 194.92 - 6.74 200.53 193.79 - 5.62 160.43 154.81 - 5.62 188.29 182.68 - 6.74 150.64 143.90
2016-17 - 5.62 213.57 207.95 - 5.62 213.57 207.95 - 6.74 213.57 206.83 - 5.62 170.85 165.24 - 5.62 200.53 194.92 - 6.74 160.43 153.69
2017-18 - 5.62 227.45 221.83 - 5.62 227.45 221.83 - 6.74 227.45 220.71 - 5.62 181.96 176.34 - 5.62 213.57 207.95 - 6.74 170.85 164.12
2018-19 - 5.62 242.23 236.62 - 5.62 242.23 236.62 - 6.74 242.23 235.49 - 5.62 193.79 188.17 - 5.62 227.45 221.83 - 6.74 181.96 175.22
2019-20 - 5.62 257.98 252.36 - 5.62 257.98 252.36 - 6.74 257.98 251.24 - 5.62 206.38 200.77 - 5.62 242.23 236.62 - 6.74 193.79 187.05
2020-21 - 5.62 274.75 269.13 - 5.62 274.75 269.13 - 6.74 274.75 268.01 - 5.62 219.80 214.18 - 5.62 257.98 252.36 - 6.74 206.38 199.64
2021-22 - 5.62 292.61 286.99 - 5.62 292.61 286.99 - 6.74 292.61 285.87 - 5.62 234.09 228.47 - 5.62 274.75 269.13 - 6.74 219.80 213.06
2022-23 - 5.62 311.63 306.01 - 5.62 311.63 306.01 - 6.74 311.63 304.89 - 5.62 249.30 243.68 - 5.62 292.61 286.99 - 6.74 234.09 227.35
2023-24 - 5.62 331.88 326.27 - 5.62 331.88 326.27 - 6.74 331.88 325.14 - 5.62 265.51 259.89 - 5.62 311.63 306.01 - 6.74 249.30 242.56
2024-25 - 5.62 353.45 347.84 - 5.62 353.45 347.84 - 6.74 353.45 346.71 - 5.62 282.76 277.15 - 5.62 331.88 326.27 - 6.74 265.51 258.77
2025-26 - 5.62 374.66 369.05 - 5.62 374.66 369.05 - 6.74 374.66 367.92 - 5.62 299.73 294.11 - 5.62 353.45 347.84 - 6.74 282.76 276.02
2026-27 - 5.62 397.14 391.53 - 5.62 397.14 391.53 - 6.74 397.14 390.40 - 5.62 317.71 312.10 - 5.62 374.66 369.05 - 6.74 299.73 292.99
2027-28 - 5.62 420.97 415.35 - 5.62 420.97 415.35 - 6.74 420.97 414.23 - 5.62 336.78 331.16 - 5.62 397.14 391.53 - 6.74 317.71 310.97
2028-29 - 5.62 446.23 440.61 - 5.62 446.23 440.61 - 6.74 446.23 439.49 - 5.62 356.98 351.37 - 5.62 420.97 415.35 - 6.74 336.78 330.04
2029-30 - 5.62 473.00 467.39 - 5.62 473.00 467.39 - 6.74 473.00 466.26 - 5.62 378.40 372.79 - 5.62 446.23 440.61 - 6.74 356.98 350.24
2030-31 - 5.62 501.38 495.77 - 5.62 501.38 495.77 - 6.74 501.38 494.64 - 5.62 401.11 395.49 - 5.62 473.00 467.39 - 6.74 378.40 371.66
2031-32 - 5.62 531.46 525.85 - 5.62 531.46 525.85 - 6.74 531.46 524.73 - 5.62 425.17 419.56 - 5.62 501.38 495.77 - 6.74 401.11 394.37
Total 540.53 112.33 6382.04 5729.19 648.63 112.33 6382.04 5621.08 540.53 134.79 6382.04 5706.72 540.53 112.33 5105.63 4452.78 540.53 106.71 5850.58 5203.34 648.63 128.05 4680.46 3903.78
NPV
@12% 451.59 33.44 1520.71 1035.68 541.91 33.44 1520.71 945.36 451.59 40.13 1520.71 1028.99 451.59 33.44 1216.57 731.54 403.21 29.44 1318.56 885.91 483.85 35.33 1054.85 535.67
(Rs.
EIRR (%) 32.58% 28.32% 32.44% 27.29% 32.50% 23.38%

Source: Consultant
Sensitivity Analysis - Construction of Flyover
2
Appendix 2-1
THE CONSTITUTION (SEVENTY-FOURTH AMENDMENT) ACT, 1992

AN ACT
Further to amend the Constitution of India
Be it enacted by Parliament in the Forty-third Year of the Republic of India as follows:-
1. (1) This Act may be called the Constitution (Seventy-fourth Amendment) Act, 1992
(2) It shall come into force on such date as the Central Government may, by notification in the
Official Gazette, appoint
2. After Part IX of the Constitution, the following Part shall be inserted, namely:-
I. ‘PART IXA’
THE MUNICIPALITIES
A.243P. In this Part, unless the context otherwise requires,-
(a) “Committee” means a Committee constituted under article 243S;
(b) “district’ means a district of a State;
(c) “Metropolitan area” means an area having a population of ten lakhs or more
comprised in one or more districts and consisting of two or more
Municipalities or Panchayats or other contiguous areas, specified by the
Governor by public notification to be a Metropolitan area for the purposes
of this Part;
(d) “Municipal area” means the territorial area of a Municipality as is notified

by the Governor;
(e) “Municipality” means an institution of self-government constituted under

article 243Q;
(f) “Panchayat” means a Panchayat constituted under article 243B;
(a) “population” means the population as ascertained at the last preceding census of which the
1
relevant figures have been published.
243Q. (1) There shall be constituted in every State,-
(a) a Nagar Panchayat (by whatever name called) for a transitional area, that is to say,
an area in transition from a rural area to an urban area;
(b) a Municipal Council for a smaller urban area; and
(c) a Municipal Corporation for a larger urban area,
in accordance with the provisions of this Part:

Provided that a Municipality under this clause may not be constituted in such urban area or part
thereof as the Governor may, having regard to the size of the area and the municipal services
being provided or proposed to be provided by an industrial establishment in that area and such
other factors as he may deem fit, by public notification, specify to be an industrial township.
(2) In this article, “a transitional area” “a smaller urban area” or “a larger urban area” means
such area as the Governor may, having regard to the population of the area, the density of the
population therein the revenue generated for local administration, the percentage of
employment in non-agricultural activities, the economic importance or such other factors as he
may deem fit, specify by public notification for the purposes of this Part.
243R. (1) Save as provided in clause (2), all the seats in a Municipality shall be filled by
persons chosen by direct election from the territorial constituencies in the Municipal area and
for this purpose each Municipal area shall be divided into territorial constituencies to be known
as wards.
(2) The Legislature of a State may, by law, provide,-
(a) for the representation in a Municipality of –
(i) persons having special knowledge or experience in Municipal administration;
(ii) the members of the House of the People and the members of the Legislative Assembly of
the State representing constituencies which comprise wholly or partly the Municipal area;
(iii) the members of the Council of States and the members of the Legislative Council of
the State registered as electors within the Municipal area;
(iv) the Chairpersons of the Committees constituted under clause (5) of article 243S.
Provided that the persons referred to in paragraph (i) shall not have the right to vote in the
meetings of the Municipality;
2
(b) the manner of election of the Chairperson of a Municipality.
243S. (1) There shall be constituted Wards Committees, consisting of one or more wards,
within the territorial area of a Municipality having a population of three lakhs or more.
(2) The Legislature of a State may, by law, make provision with respect to-
(a) the composition and the territorial area of a Wards Committee;
(b) the manner in which the seats in a Wards Committee shall be filled
(3) A member of a Municipality representing a ward within the territorial area of the Wards
Committee shall be a member of that Committee.
(4) Where a Wards Committee consists of –
(a) one ward, the member representing that ward in the Municipality; or
(b) two or more wards, one of the members representing such wards in the
Municipality elected by the Members of the Wards Committee,
shall be the Chairperson of that Committee.

(5) Nothing in this article shall be deemed to prevent the Legislature of a State from making
any provision for the constitution of Committees in addition to the Wards Committees.
243T. (1) Seats shall be reserved for the Scheduled Castes and the Scheduled Tribes in every
Municipality and the number of seats so reserved shall bear, as nearly as may be, the same proportion to
the total number of seats to be filled by direct election in that Municipality as the population of the
Scheduled Castes in the Municipal area or of the Scheduled Tribes in the Municipal area bears to the
total population of that area and such seats may be allotted by rotation to different constituencies
in a Municipality.
(2) Not less than one-third of the total number of seats reserved under clause (1) shall be
reserved for women belonging to the Scheduled Castes or, as the case may be, the Scheduled
Tribes.
(3) Not less than one-third (including the number of seats reserved for women belonging to the
Scheduled Castes and the Scheduled Tribes) of the total number of seats to be filled by direct
election in every Municipality shall be reserved for women and such seats may be allotted by
rotation to different constituencies in a Municipality.
(4) The office of Chairpersons in the Municipalities shall be reserved for the Scheduled Castes,
the Scheduled Tribes and women in such manner as the Legislature of a State may, by law,
provide.
(5) The reservation of seats under clauses (1) and (2) and the reservation of office of
3
Chairpersons (other than the reservation for women) under clause (4) shall cease to have effect
on the expiration of the period specified in article 334.
(6) Nothing in this Part shall prevent the Legislature of a State from making any provision for
reservation of seats in any Municipality or office of Chairpersons in the Municipalities in
favour of backward class of citizens.
243U. (1) Every Municipality, unless sooner dissolved under any law for the time being in
force, shall continue for five years from the date appointed for its first meeting and no longer:
Provided that a Municipality shall be given a reasonable opportunity of being heard before its
dissolution.
(2) No amendment of any law for the time being in force shall have the effect of causing
dissolution of a Municipality at any level, which is functioning immediately before such
amendment, till the expiration of its duration specified in clause (1).
(3) An election to constitute a Municipality shall be completed,-
(a) before the expiry of its duration specified in clause (1);
(b) before the expiration of a period of six months from the date of its
dissolution:
Provided that where the remainder of the period for which the dissolved Municipality would
have continued is less than six months, it shall not be necessary to hold any election under this
clause for constituting the Municipality for such period.
(4) A Municipality constituted upon the dissolution of Municipality before the expiration of its
duration shall continue only for the remainder of the period for which the dissolved
Municipality would have continued under clause (1) had it not been so dissolved.
243V. (1) A person shall be disqualified for being chosen as, and for being, a member of a
Municipality-
(a) if he is so disqualified by or under any law for the time being in force for the
purposes of elections to the Legislature of the State concerned:
Provided that no person shall be disqualified on the ground that he is less than twenty-five years
of age, if he has attained the age of twenty-one years;
(b) if he is so disqualified by or under any law made by the Legislature of the

State.
4
(2) If any question arises as to whether a member of a Municipality has become subject to any
of the disqualifications mentioned in clause (1), the question shall be referred for the decision
of such authority and in such manner as the Legislature of a State may, by law, provide.
243W. Subject to the provisions of this Constitution, the Legislature of State may, by law,
endow-
(a) The Municipalities with such powers and authority as may be necessary to enable
them to function as institutions of self-government and such law may contain provision for the
devolution of powers and responsibilities upon Municipalities, subject to such conditions as
may be specified therein, with respect to-
(i) the preparation of plans for economic development and social justice;
(ii) the performance of functions and the implementation of schemes as may be entrusted to
them including those in relation to the matter listed in the Twelfth Schedule;
(b) the committees with such powers and authority as may be necessary to enable
them to carry out the responsibilities conferred upon them including those in relation to the
matters listed in the Twelfth Schedule.
B. 243X. The Legislature of a State may, by law-
(a) authorise a Municipality to levy, collect and appropriate such taxes, duties, tolls and
fees in accordance with such procedure and subject to such limits;
(b) assign to a Municipality such taxes, duties, tolls and fees levied and collected by the
State Government for such purposes and subject to such conditions and limits;
(c) provide for making such grants-in-aid to the Municipalities from the Consolidated
Fund of the State; and
(d) provide for constitution of such funds for crediting all moneys received,
respectively, by or on behalf of the Municipalities and also for the withdrawal of such
moneys therefrom,
as may be specified in the law.

243Y. (1) The Finance Commission constituted under article 243-I shall also review the
5
financial position of the Municipalities and make recommendations to the Governor as to-
(a) the principles which should govern-

(i) the distribution between the State and the Municipalities of the net proceeds of the taxes,
duties, tolls and fees leviable by the State, which may be divided between them under this Part
and the allocation between the Municipalities at all levels of their respective shares of such
proceeds;
(ii) the determination of the taxes duties, tolls and fees which may be assigned to, or
appropriated by, the Municipalities;
(iii) the grants-in-aid to the Municipalities from the Consolidated Fund of the State;
(b) the measures needed to improve the financial position of the Municipalities;
(c) any other matter referred to the Finance Commission by the Governor in the
interests of sound finance of the Municipalities.
(2) The Governor shall cause every recommendation made by the Commission under this
article together with an explanatory memorandum as to the action taken thereon to be laid
before the Legislature of the State.
243Z. The Legislature of a State may, by law, make provisions with respect to the maintenance
of accounts by the Municipalities and the audit of such accounts.
243ZA. (1) The superintendence, direction and control of the preparation of electoral rolls for,
and the conduct of, all elections to the Municipalities shall be vested in the State Election
Commission referred to in article 243K.
(2) Subject to the provisions of this Constitution, the Legislature of a State may, by law, make
provision with respect to all matters relating to or in connection with, elections to the
Municipalities.
243ZB. The provisions of this Part shall apply to the Union territories and shall, in their
application to a Union territory, have effect as if the references to the Governor of a State were
references to the Administrator of the Union Territory appointed under article 239 and
references to the Legislature or the Legislative Assembly of a State were references in relation
to a Union Territory having a Legislative Assembly, to that Legislative Assembly.
6
Provided that the President may, by public notification, direct that the provisions of this Part
shall apply to any Union territory or part thereof subject to such exceptions and modifications
as he may specify in the notification.
243ZC. (1) Nothing in this Part shall apply to the Scheduled Areas referred to in clause (1), and
the tribal areas referred to in clause (2), of article 244.
(2) Nothing in this Part shall be construed to affect the functions and powers of the Darjeeling
Gorkha Hill Council constituted under any law for the time being in force for the hill areas of
the distinct of Darjeeling in the State of West Bengal.
(3) Notwithstanding anything in this Constitution, Parliament may, by law, extend the
provisions of this Part to the Scheduled Areas and the tribal areas referred to in clause (1)
subject to such exceptions and modifications as may be specified in such law, and no such
law shall be deemed to be an amendment of this Constitution for the purposes of article 368.
243ZD. (1) There shall be constituted in every State at the district level a District Planning
Committee to consolidate the plans prepared by the Panchayats and the Municipalities in the
district and to prepare a draft development plan for the district as a whole.
(2) The Legislature of a State may by law, make provision with respect to-
(a) the composition of the District Planning Committees;
(b) the manner in which the seats in such Committees shall be filled:
Provided that not less than four-fifths of the total number of members of such Committee shall
be elected by, and from amongst, the elected members of the Panchayat at the diacritic level
and of the Municipalities in the district in proportion to the ratio between the population of the
rural areas and of the urban areas in the district;
(c) the functions relating to district planning which may be assigned to such
Committees;
(d) the manner in which the Chairpersons of such Committee shall be chosen.
(3) Every District Planning Committee shall, in preparing the draft development plan, -
(a) have regard to -
(i) matters of common interest between the Panchayats and the Municipalities including spatial
planning, sharing of water and other physical and natural resources, the integrated development
of infrastructure and environmental conservation;
7
(ii) the extent and type of available resources whether financial or otherwise;
(b) consult such institutions and organisations as the Governor may, by order, specify.
(4) The Chairpersons of every District Planning Committee shall forward the development
plan, as recommended by such Committee, to the Government of the State.
243ZE.(1) There shall be constituted in every metropolitan area a Metropolitan Planning
Committee to prepare a draft development plan for the Metropolitan area as a whole.
(2) The legislature of a State may, by law, make provision with respect to –
(a) the composition of the Metropolitan Planning Committees;
(b) the manner in which the seats in such Committees shall be filled:
Provided that not less than two-thirds of the members of such Committee shall be elected by,
and from amongst the elected members of the municipalities and chairpersons of the
Panchayats in the Metropolitan area in proportion to the ratio between the population of the
Municipalities and of the Panchayats in that area;
(c) the representation in such Committees of the Government of India and the Government of
the State and of such organisation and institutions as may be deemed necessary for carrying out
of functions assigned to such Committees;
(d) the functions relating to planning and coordination for the metropolitan area which may be
assigned to such Committees;
(e) the manner in which the Chairpersons of such Committees shall be chosen.
(3) Every Metropolitan Planning Committee shall, in preparing the draft development
plan -
(a) have regard to –

(i) the plans prepared by the Municipalities and the Panchayats in the Metropolitan area;
(ii) matter of common interest between the Municipalities and the Panchayats, including
coordinated spatial planning of the area, sharing of water and other physical and natural
resources, the integrated development of infrastructure and environmental conservation;
8
(iii) the overall objectives and priorities set by the Government of India and the Government of
the State;
(iv) the extent and nature of investments likely to be made in Metropolitan area by agencies of
the Government of India and of the Government of the State and other available resources
whether financial or otherwise;
(b) consult such institutions and organizations as the Governor may, by order, specify.
(4) The Chairperson of every Metropolitan Planning Committee shall forward the development
plan, as recommended by such Committee, to the Government of the State.
243ZF. Notwithstanding anything in this Part, any provision of any law relating to
Municipalities in force in a State immediately before the commencement of the Constitution
(Seventy-fourth Amendment) act, 1992, which is inconsistent with the provisions of this Part,
shall continue to be in force until amended or repealed by the competent Legislature or other
competent authority or until the expiration of one year from such commencement, whichever is
earlier:
Provided that all the Municipalities existing immediately before such commencement shall
continue till the expiration of their duration, unless sooner dissolved by a resolution passed to
that effect by the Legislative Assembly of that State or, in the case of a State having a
Legislative Council, by each House of the Legislature of the State.
243ZG. Notwithstanding anything in this Constitution -
(a) the validity of any law relating to the delimitation of constituencies or the allotment of seats
to such constituencies, made or purporting to be made under article 243ZA shall not be called
in question in any count;
(b) no election to any Municipality shall be called in question except by an election petition
presented to such authority and in such manner as is provided for by or under any law made
by the Legislature of a State;
(3). In clause (3) of article 280 of the Constitution, sub clause (c) shall be lettered as sub-clause
(d) and before sub-clause (d) as so relettered, the following sub-clause shall be inserted,
namely:-
“(c) the measures needed to augment the Consolidated Fund of a State to supplement the
resources of the Municipalities in the State on the basis of the recommendations made by the
Finance Commission of the State;”.
(4) After the Eleventh Schedule to the Constitution, the following Schedule shall be added,
namely:-
“TWELFTH SCHEDULE
9
(Article 243W)
1. Urban Planning including town planning
2. Regulation of land-use and construction of buildings.
3. Planning for economic and social developments
4. Roads and bridges.
5. Water supply for domestic, industrial and commercial purposes.
6. Public health, sanitation conservancy and solid waste management.
7. Fire services.
8. Urban forestry, protection of the environment and promotion of ecological aspects.
9. Safeguarding the interests of weaker sections of society, including the handicapped and
mentally retarded.
10. Slum improvement and upgradation.
11. Urban poverty alleviation.
12. Provision of urban amenities and facilities such as parks, gardens, playgrounds.
13. Promotion of cultural, educational and aesthetic aspects.
14. Burials and burial grounds; cremations, cremation grounds and electric crematoriums.
15. Cattle pounds; prevention of cruelty to animals.
16. Vital statistics including registration of births and deaths.
17. Public amenities including street lighting, parking lots, bus stops and public conveniences.
18. Regulation of slaughter houses and tanneries”.
10
EXTRACT OF ARTICLE 243-I & 243-K FROM CLAUSE 2 OF THE CONSTITUTION
RD
(73 AMENDMENT) ACT, 1992 WHICH ARE REFERRED TO IN THE CONSTITUTION
TH
(74 AMENDMENT ) ACT, 1992
243-I. (1) The Governor of a State shall, as soon as may be within one year from the
commencement of the Constitution (Seventy-third Amendment) Act, 1992, and thereafter at the
expiration of every fifth year, constitute a Finance Commission to review the financial position
of the Panchayats and to make recommendations to the Governor as to :-
(a) the principles which should govern-

(i) the distribution between the State and the Panchayats of the net proceeds of the taxes, duties,
tolls and fees leviable by the State, which may be divided between them under this Part and the
allocation between the Panchayats at all levels of their respective shares of such proceeds;
(ii) the determination of the taxes, duties, tolls and fees which may be assigned to, or
appropriated by, the Panchayats;
(iii) the grants-in-aid to the Panchayats from the Consolidated Fund of the State;
(b) the measures needed to improve the financial position of the Panchayats;
(c) any other matter referred to the Finance Commission by the Governor in the interests of
sound finance of the Panchayats.
(2) The Legislature of a State may, by law, provide for the composition of the
Commission, the qualifications which shall be requisite for appointment as members thereof
and the manner in which they shall be selected.
(3) The Commission shall determine their procedure and shall have such powers in the
performance of their functions as the Legislature of the State may, by law, confer on them.
(4) The Governor shall cause every recommendation made by the Commission under this
article together with an explanatory memorandum as to the action taken thereon to be laid
before the Legislature of the State.
243K(1) The Superintendence, direction and control of the preparation of electoral rolls for,
and the conduct of, all elections to the Panchayats shall be vested in a State Election
Commission consisting of a State Election Commissioner to be appointed by the Governor.
11
(2) Subject to the provisions of any law made by the Legislature of a State, the conditions of
service and tenure of office of the State Election Commissioner shall be such as the Governor
may by rule determine;
Provided that the State Election Commissioner shall not be removed from his office except in
like manner and on the like grounds as judge of High Court and the conditions of service of the
State Election Commissioner shall not be varied to his disadvantage after his appointment.
(3) The Governor of a State shall, when so requested by the State Election Commission, make
available to the State Election Commission such staff as may be necessary for the discharge of
the functions conferred on the State Election Commission by Clause (1).
(4) Subject to the provisions of this Constitution, the Legislature of a State may, by law, make
provision with respect to all matters relating to, or in connection with elections to the
Panchayats.
******
12
Appendix 2-2
National Capital Region Planning Board (NCRPB)
1. The National Capital Region Planning Board (NCRPB), constituted in 1985 under the provisions of
NCRPB Act, 19851, is a statutory body functioning under the Ministry of Urban Development, Government of
India. NCRPB has a mandate to systematically develop the National Capital Region (NCR) of India which
comprises of (i) National Capital Territory Delhi (constitutes 4.4 percent of NCR area); (ii) Haryana Sub-
region (40.0 percent of NCR area); (iii) Rajasthan Sub-region (23.3 percent of NCR area);(iv) Uttar Pradesh
Sub-region (32.3 percent of NCR area) and (v) Five Counter Magnet Areas (CMA) The project town
Ghaziabad City also part of the NCR.
2. According to the NCRPB Act, 1985 NCRPB - Income & Expenditure Account (Plan)
major functions of the Board include: 2,000.00
1,800.00 Plan
(i)Preparation of the Regional Plan and 1,600.00
Expenditure
Functional Plans; (ii) Coordinate enforcement 1,400.00
Rs. Million
and implementation of the Regional Plan, 1,200.00

Plan Income
Functional Plans, Sub-regional Plans, and 1,000.00
800.00
Project Plans through the participating states 600.00
and NCT; (iii) Ensure proper and systematic 400.00
Excess of
Plan Income
programming by the participating states and the 200.00
Over Plan
NCT in project formulation, determination of -
31-3-2003 31-3-2004 31-3-2005 3/31/ 2006 3/ 31/2008 3/31/ 2009
Expenditure
priorities in NCR or Sub-regions and phasing of Financial Year ending

the development of NCR in accordance with
the stages indicated in regional plan; and, (v) Arrange and oversee the financing of selected development
project in the NCR through Central and State Plan funds and other sources of revenue.
3. NCRPB has prepared regional plan for NCR area with the perspective year 2021. Further, the Board
also initiated preparation of functional plans to elaborate one or more elements of the Regional Plan.
Accordingly the functional plan for water supply and transport is under preparation but plans for other
infrastructure is yet to take off.
4. NCRPB has been providing financial assistance to the participating state governments, ULBs, and
other IAs in the NCR and in counter magnet towns. Till March 2008, NCRPB has financed 212 infrastructure
projects involving total project outlays exceeding Rs. 139 billion. It has sanctioned loans amounting to Rs. 53
billion and disbursed Rs. 33.3 billion2. NCRPB gives significant emphasis for building water supply and
sanitation infrastructure.
5. NCRPB Act 1985, Chapter VI discusses the provisions for finance, accounts and audit that regulate
1
THE NATIONAL CAPITAL REGION PLANNING BOARD ACT, 1985, No.2 OF 1985, 9th February, 1985,
published by The Gazette of India on FEBRUARY 11, 1985. This Act provide for the constitution of a Planning
Board for the preparation of a plan for the development of the National Capital Region and for co-ordinating and
monitoring the implementation of such plan and for evolving harmonized policies for the control of land-uses and
development of infrastructure in the National Capital Region so as to avoid any haphazard development of that
region and for matters connected therewith or incidental thereto
2
Annual Report 2007-2008, NCRPB
1
NCRPB accounting policies. It discusses about the financial sources, constitution of NCRPB Fund,
requirement of annual budget, annual report etc, account and audit requirements, Annual auditors’ report and
report to be laid before Parliament.
6. The accounts of the NCRPB will be maintained and audited in such manner as may be prescribed in
consultation with the Comptroller and Auditor-General of India and the Board will furnish, to the Central
Government, before such date as may be prescribed, a copy of its audited accounts together with the auditors’
report thereon. Annual auditors’ report and report to be laid before Parliament.
7. NCRPB maintains annual accounts in the form of Income & Expenditure Account (Plan & Non-Plan),
Balance Sheets and detailed Receipts & Payment Account with appropriate Schedules. Review of NCRPB
Annual Accounts during the period FY 2002-03 to FY 2008-09 indicate the following: (Table Error! No text
of specified style in document.-1)
• Income, expenditure and net revenue under Plan head form the major revenue source
• Plan income is observed with fluctuating trend over the analysis period.
• Plan expenditure found drastically reduced from Rs 1055 million in FY 2002-03 to Rs 252 million
in FY 2008-09 which had resulted in increase trend of net plan income.
• Under Non-Plan head, both income and expenditure found to be more or less equal resulting no
surplus during the analysis period.
• Under non-plan, salaries and office expenses are the major expenditure items and grant in-aids
and interest receipts from provident fund are the major revenue item.
NCRPB - Income Expenditure Account (Non-Plan)

Non-Plan
80.00
Expenditure
60.00
40.00
Rs. Million
Non-Plan
20.00 Income
-
31-3-2003 31-3-2004 31-3-2005 3/31/2006 3/31/2008 3/31/2009
(20.00)
Excess of
(40.00) Non-Plan
Income Over
(60.00) N Pl
Financial Year Ending
2
NCRPB - Income & Expenditure Account (Plan & Non-Plan)
2,000.00
1,800.00 Total
1,600.00 Expenditure
R s. M illion 1,400.00
1,200.00
Total Income
1,000.00
800.00
600.00
400.00 Excess of
200.00 Total Income
- Over Total
31-3-2003 31-3-2004 31-3-2005 3/31/2006 3/31/2008 3/31/2009 Expenditure
Financial Year Ending
Table Error! No text of specified style in document.-1: NCRPB – Summary of Income & Expenditure
Account
Details Financial Year Ending

31/3/2003 31/3/2004 31/3/2005 3/31/2006 3/31/2008 3/31/2009
Plan Expenditure 1,055.55 790.47 432.30 403.89 63.83 252.48
Plan Income 1,796.15 1,584.47 1,190.45 1,136.77 1,141.03 1,411.11
Excess of Plan Income Over Plan 740.60 794.00 758.14 732.88 1,077.20 1,158.63
Expenditure
Non-Plan Expenditure 15.14 17.94 18.96 18.32 59.99 24.62
Non-Plan Income 15.92 18.03 19.07 18.38 19.55 24.84
Excess of Non-Plan Income Over 0.78 0.10 0.10 0.06 (40.44) 0.22
Non-Plan Expenditure
Total Expenditure 1,070.69 808.41 451.27 422.21 123.83 277.10
Total Income 1,812.07 1,602.50 1,209.51 1,155.15 1,160.58 1,435.95
Excess of Total Income Over 741.38 794.10 758.25 732.94 1,036.75 1,158.85
Total Expenditure
Source: NCRPB Annual Reports & Annual Accounts
8. NCR Planning Board continued to provide financial assistance to the constituent States / NCT of Delhi
and their implementing agencies in the form of loans upto a maximum of 75% of the estimated cost of
Projects. The constituent States of NCR/ NCT of Delhi or its implementing agency contributed a minimum of
25% of the project cost as its counter-part share. During the recent years, NCRPB’s lending activity had
increased considerably and from the FY 2005-06 its annual loan dispersal had crossed Rs 300 crores. Rs 705
crores were distributed as loan to infrastructure development projects during the FY 2007-08 in which
transport, power and water supply were the major sectors constituting 81% of the loan dispersal.
9. There recovery rate of interest and installment of principal amount from any State Government or its
implementing agencies was found to be good over the years. except one from the Patiala Urban Planning &
Development Authority (PDA), Govt. of Punjab in respect of sewerage scheme of Patiala Municipal
Corporation
3
10. In order to meet the gap between budgetary support and actual fund requirement for providing
financial assistance for the infrastructure development, the Board raises from the capital market by issuing
unsecured redeemable non-convertible taxable bonds periodically. The bonds have also been listed at National
Stock Exchange (NSE)-WDM segment.
4
Appendix 2-3
Impact of 73rd & 74th Amendments on ULBs in Uttar Pradesh
1. The two historic and much talked about 73rd and 74th amendments to the Constitution of
India, envisaged a total change in the process of self-governance and planning. The objectives of
the amendments were loud and clear: a better plan and its better implementation.
2. Consequent to the enactment of the 73rd Constitution Amendment Act Uttar Pradesh
enacted appropriate legislations for setting up strong, viable local bodies. The Uttar Pradesh
Local Self Government Laws (Amendment) Act 1994 was passed by the legislature of Uttar
Pradesh to incorporate the mandatory provisions of the CAA 1992. The new laws came into force
from 31.5.1994. -
3. Various aspects of Self Governance, under the Urban Local Bodies systems have been
discussed below in greater detail.
Urban Local Bodies
4. Following the 74th Constitutional Amendment Act, 1992, the Government of Uttar
Pradesh has taken steps to set up the democratic governance in urban local bodies have been
accorded Constitutional Status, they have also been made democratic by way of providing
representation of weaker sections of society and women. The functional domain of the ULBs has
also been enlarged.
Conformity Legislations in State
5. The Uttar Pradesh Local Self Government Laws (Amendment ) Act, 1994 was passed by
the legislature of Uttar Pradesh to incorporate the mandatory provisions of the CCA 1992. The
new laws came into force from 31.05.1994, Some of the salient changes made in the municipal
laws through the Amendment Act, 1994 have been highlighted below.
6. The U.P. Municipal Corporations Act, 1959 and U.P, Municipalities Act, 1966 have been
amended and renamed as U.P. Nagar Nigam Act, 1959 and U.P. Nagar Palika Act 1916, while the
United provinces Town Area Act, 1914 has been repeated.
7. Through these amendments following three categories of Urban Local Bodies have been
created in the State:
12
Nagar Nigams (Municipal Corporations)
194
Nagar Palika Parishads (Municipal Boards)
422
Nagar Panchayats (Town Panchayats)
1
628
Total:
Expanding functional Domains of ULBs
8. As provided under XII th Schedule of the Constitution, following 12 functions have

been added to the duties of the urban local bodies:
Providing water supply for domestic, industrial and commercial purpose,
Establishing maintaining and assisting maternity center and child welfare and birth
control clinics and promoting control family welfare and small family norm,
Regulating tanneries,
Construction and maintenance of parking lots, bus stops and public convenience:
promoting urban forestry and ecological aspects and protection of the environment.
Safeguarding the interests of weaker sections of society including the handicapped and
mentally retarded,
Promoting cultural educational and aesthetic aspects
Constructing and maintaining cattle ponds and preventing cruelty to animals,
Slum improvement and upgradation,
Urban poverty alleviation and facilities such as gardens, public parks and play grounds.
Delegation of Rule Making Powers:
9. Powers regarding the framing and making the bye-laws has been delegated to the local
bodies subject to the only condition that the bye-laws will take effort only after the have been
confirmed by the State Government and published in the official gazette.
10. Previously State Government was empowered by the Act to make rules for Nagar Palika
Parishads and Nagar Panchayats. These Powers have now been decentralized and delegated to the
Divisional Commissioners, who are the Prescribed Authority for this purpose.
Financial Autonomy
11. Financial powers of Nagar Ayukt in case of Nagar Nigams and President in case of Nagar
Palika Parishads and Nagar Panchayats have been increased as under:
Type of ULBs Financial Powers
Authority
Before 74th After74th Amendment
Amendment
Nagar Nigams Upto Rs.10,000 UptoRs. 1,00,000
Nagar Ayukt
Nagar Palika UptoRs. 10,000 UptoRs.50,000
President
Parishads
Nagar Panchayats Upto Rs. 3000 Upto Rs. 15,000
President
2
Devolution of State Revenues
12. The First State Finance Commission of U.P. has recommended that 7 percent of net tax
receipts of the State Government should be transferred to ULBs. the respective shares of Nagar
Nigams, Nagar Palika Parishads and Nagar Panchayats were 3.12%,3.12% and 0.76%. Inter-se
distribution within each category was on the basis of population and area (1991) with respective
weight of 80% and 20%. The State Government accepted this recommendations. With this, the
flow of funds to ULBs has become regular and its distribution among ULBs has been
rationalized and limited to objective criteria. In this context,the Second State Finance
Commission of U.P.has recommended that 7.5 percent of net tax receipts of the State
Government should be transferred to ULBs.The flow of funds to ULBs has substantially
increased in recent years as shown in the table below.
Year Funds developed (Rs.in crore)
1997-98 415.83
1998-99 504.22
1999-2000 537.89
2000-01 628.92
2001-02 682.31
2002-03 765.74
2003-04 825.00
2004-05 877.00
13. To improve the financial position of ULBs and compel them to take more internal
resources imposition of all taxes enumerated in the Municipal Acts, has been made compulsory
since September 1998. Ten percent of devolution share has been linked to the financial
performance of ULBs. Previously, the State Government was empowered by the Act, to make
rules regarding taxation and other purpose for Nagar Palika Parishad and Nagar Panchayat. These
powers have been decentralized and delegated to the Divisional Commissioners, who are the
Prescribed Authority for this purpose.
14. Property Tax constitutes the most important own source of revenue of ULBs. The First
Finance Commission made several suggestions to reform the property tax system in the state.
which were accepted by the State Government. An area based self-assessment system of property
tax has been introduced in 11 Municipal Corporation Towns of the State in the first place to
strengthen the financial position of the ULBs.
15. Inspite of all these measures, the financial position of ULBs in the State contiunes to be
precarious and they are often unable to meet expenditure on salaries and other essential services
like power dues. As a result, the quality of urban services remains poor Urgent steps are
therefore, called to revamp the financial situation of ULBs. The fiscal domain of these bodies
needs to be expanded and they have to be persuaded to take steps to raise revenue from their own
3
resources. Assess of these bodies to institutional sources of funding and capital market has to be
improved.
16. Thus the enactment of 73rd and 74th Constitutional Amendment Bills 1992 has paved the
way for the creation of institutional structures for realizing the goals of self governance under the
Panchayati Raj and Urban Local Bodies systems. It has accelerated the socio-economic
development through democratic decentralization of governance within a participatory
framework at the grassroot level.
4
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NCR Planning Board

(TA No. 7055-IND)
FINAL REPORT
Ghaziabad
Initial Environmental Examination Report
July 2010
Abbreviations

BOD : Biochemical Oxygen Demand
CC : Construction Contractor
CGWA : Central Ground Water Authority
CGWB : Central Ground Water Board
CMA : Counter Magnet Areas
COD : Chemical Oxygen Demand
DFR : Draft Final Report
DPR : Detailed Project Report
EAC : Environmental Appraisal Committee
EC : Environmental Clearance
EIA : Environmental Impact Assessment
EMP : Environmental Management Plan
ESMC Environmental & Social Management Cell of NCRPB
ESMS Environmental & Social Management System of NCRPB
GDA : Ghaziabad Development Authority
GNN : Ghaziabad Nagar Nigam
GoH : Government of Haryana
GoUP : Government of Uttar Pradesh
IA : Implementing Agencies
IEE : Initial Environmental Examination
IPT : Intermediate Public Transport
IRC : Indian Road Congress
km : Kilometer
KMPH : Kilometer per Hour
LCV : Light Commercial Vehicle
LPCD : Liters per capita per day
MLD : Million Liters per Day
MoRTH : Ministry of Road Transport and Highways
MoEF : Ministry of Environment & Forests
NCR : National Capital Region
NCRPB : National Capital Region Planning Board
NCT : National Capital Territory
NGO : Non-governmental Organizations
NH : National Highway
O&M : Operation and Maintenance
PCU : Passenger Car Unit
PSC : Pre-stressed Concrete
R&R : Resettlement and Rehabilitations
RSPM : Respirable Suspected Particulate Matter
i
ROW : Right of Way
RCC : Reinforced Cement Concrete
SH : State Highway
SPM : Suspected Particulate Matter
TA : Technical Assistance
UP : Uttar Pradesh
UPJN : Uttar Pradesh Jal Nigam
UPSIDC : Uttar Pradesh State Industrial Development Corporation
ii
Contents
1. INTRODUCTION ........................................................................................................................................... 1

A. BACKGROUND ............................................................................................................................................... 1
2. POLICY & LEGAL FRAMEWORK........................................................................................................... 3
A. EXTENT OF IEE STUDY ................................................................................................................................. 3
B. GOVERNMENT LAW AND POLICIES ............................................................................................................... 3
C. ENVIRONMENTAL AND SOCIAL MANAGEMENT SYSTEM OF NCRPB ........................................................... 4
1. Environmental Policy ............................................................................................................................... 4
2. Environmental Assessment Requirements ............................................................................................... 5
3. DESCRIPTION OF PROJECT .................................................................................................................... 6
A. PROJECT NEED............................................................................................................................................... 6
B. PROPOSED SUBPROJECT ................................................................................................................................ 6
4. DESCRIPTION OF ENVIRONMENT ...................................................................................................... 14
A. PHYSICAL RESOURCES ................................................................................................................................ 14
1. Location .................................................................................................................................................. 14
2. Topography, Soil and Geology .............................................................................................................. 14
3. Climate ................................................................................................................................................... 16
4. Air Quality .............................................................................................................................................. 17
5. Surface Water ......................................................................................................................................... 18
6. Groundwater .......................................................................................................................................... 18
B. ECOLOGICAL RESOURCES ........................................................................................................................... 19
C. ECONOMIC DEVELOPMENT.......................................................................................................................... 19
1. Land Use ................................................................................................................................................. 19
2. Industry & Agriculture ........................................................................................................................... 20
3. Infrastructure.......................................................................................................................................... 20
4. Transportation ........................................................................................................................................ 21
D. SOCIAL AND CULTURAL RESOURCES .......................................................................................................... 21
1. Demography ........................................................................................................................................... 21
2. Health & Education Facilities ............................................................................................................... 23
3. History Culture and Tourism ................................................................................................................. 24
E. PROFILE OF PROPOSED FLYOVER SITE ........................................................................................................ 24
5. ENVIRONMENTAL IMPACTS & MITIGATION MEASURES ......................................................... 26
A. OVERVIEW ................................................................................................................................................... 26
B. CONSTRUCTION IMPACTS ............................................................................................................................ 26
1. Impacts on Physical Resources .............................................................................................................. 27
2. Ecological Resources ............................................................................................................................. 29
3. Economic Development .......................................................................................................................... 29
4. Social and Cultural Resources............................................................................................................... 30
C. OPERATION STAGE IMPACTS ....................................................................................................................... 31
1. Physical Resources................................................................................................................................. 32
2. Ecological Resources ............................................................................................................................. 32
3. Economic Development .......................................................................................................................... 32
4. Social and Cultural Resources............................................................................................................... 33
D. LOCATION AND DESIGN IMPACTS ............................................................................................................... 33
6. INSTITUTIONAL ARRANGEMENTS..................................................................................................... 34
A. INSTITUTIONS INVOLVED ............................................................................................................................ 34
7. ENVIRONMENTAL MANAGEMENT PLAN ........................................................................................ 35
A. ENVIRONMENTAL MANAGEMENT PLAN ..................................................................................................... 35
B. ENVIRONMENTAL MONITORING PLAN ........................................................................................................ 35
8. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE ................................................... 44
iii
A. PROJECT STAKEHOLDERS ............................................................................................................................ 44
B. CONSULTATION AND DISCLOSURE .............................................................................................................. 44
9. RECOMMENDATION AND CONCLUSION.......................................................................................... 45
A. RECOMMENDATION ..................................................................................................................................... 45
B. CONCLUSION ............................................................................................................................................... 47
List of Tables
Table 2-1: Environmental Category ....................................................................................................... 5

Table 3-1: Projected Traffic at Mohan Nagar Junction .......................................................................... 6
Table 3-2: Details of existing utilities .................................................................................................. 13
Table 4-1: Rainfall Pattern in Ghaziabad (2004-2008) ........................................................................ 16
Table 4-2: Air Pollution Status in Ghaziabad (2008) ........................................................................... 17
Table 4-3: Air Pollution Classification based on Annual Mean Concentration Range (μg/m3) .......... 17
Table 4-4: NAAQ Standard – Annual Average Concentration in μg/m3 ............................................ 18
Table 4-5: Population Growth of Ghaziabad City ................................................................................ 22
Table 5-1: Construction Method & Materials of Flyover .................................................................... 26
Table 7-1: Environmental Management Plan ....................................................................................... 36
Table 7-2: Environmental Monitoring Plan ......................................................................................... 42
List of Figures
Figure 1-1: Regional Setting of Ghaziabad ............................................................................................ 2

Figure 3-1: Location of Proposed Flyover at Mohan Nagar Chowk...................................................... 7
Figure 3-2: Orientation of Proposed Flyover at Mohan Nagar Chowk .................................................. 8
Figure 3-3: Typical cross section of flyover .......................................................................................... 9
Figure 3-4: Plan & Profile of Proposed Flyover .................................................................................. 10
Figure 4-1: Ghaziabad Base Map ......................................................................................................... 15
Figure 4-2: Long-term Annual Rainfall Pattern of Ghaziabad (in millimeter) .................................... 16
Figure 4-3: Average Monthly Temperature (in Degrees Centigrade) .................................................. 17
Figure 4-4: Existing Land Use ............................................................................................................. 20
Figure 4-5: Occupational Structure ...................................................................................................... 23
iv
WSA_NCRPB_FR FOGZB_Vol V-A6 (15 Jul 10)
1. INTRODUCTION
A. Background
1. Ghaziabad City is located in the western part of Uttar Pradesh State sharing the borders
with the National Capital Territory Delhi. It is the district headquarters of Ghaziabad
District. Owing to its location close to Delhi, and with good connectivity, it is one of the
important and fast developing city in the State of Uttar Pradesh and as well as in the
National Capital Region. City is well connected with important cities of the state and the
country; three National Highways (NH 58, NH 91 and NH 24 - Delhi-Lucknow-
Muradabad Road) pass through the City connecting it will Delhi, Meerut, Lucknow,
Sikandrabad, Kolkata etc. Besides, it is well connected with its hinterland and surrounding
towns by regional and local road network. It is also well connected with railways.
Location of Ghaziabad is depicted in Figure 1-1.
2. The rapid development of city has also put its infrastructure on tremendous pressure. Due
to rapid increase in vehicles and traffic, the road infrastructure is severely affected. The
vehicle speed on various roads is decreased significantly, while junctions have become
bottle necks free traffic movement. Mohan Nagar Junction (Patel Chowk intersection) on
NH 24 is one of the critical locations that carry a high volume of traffic. Based on the
traffic analysis carried out, a flyover is proposed at this location.
3. The subproject of construction of Flyover at Mohan Nagar Junction is selected for detailed
study and preparation of a model Detailed Project Report under this ADB TA Component
B. NCR Planning Board, a statutory body of Ministry of Urban Development,
Government of India, is a likely source of funding for the subproject in Ghaziabad.
4. This Initial Environmental Examination (IEE) Report is prepared in accordance with

NCRPB Environmental and Social Management System (ESMS) and Policy for project
funding.
1
2. POLICY & LEGAL FRAMEWORK
A. Extent of IEE Study
5. The subproject implementation shall comply with the policies of Government of India
(GoI), Government of Uttar Pradesh (GoUP) and procedures/policies of NCRPB.
Government regulations and the NCRPB policy require that impacts of the development
projects have to be identified at the beginning and mitigation measures be incorporated in
the project to reduce those impacts to acceptable levels. This is generally done through the
process of environmental impact assessment.
B. Government Law and Policies
6. The GoI EIA Notification of 2006 (replacing the EIA Notification of 1994), sets out the
requirement for Environmental Assessment in India. This states that Environmental
Clearance (EC) is required for specified activities/projects, and this must be obtained
before any construction work or land preparation (except land acquisition) may
commence. Projects are categorized as A or B depending on the scale of the project and
the nature of its impacts.
7. Category A projects requires EC from the national Ministry of Environment and Forests
(MoEF). The proponent is required to provide preliminary details of the project in the
prescribed manner with all requisite details, after which an Expert Appraisal Committee
(EAC) of the MoEF prepares comprehensive Terms of Reference (ToR) for the EIA study.
On completion of the study and review of the report by the EAC, MoEF considers the
recommendation of the EAC and provides the EC if appropriate.
8. Category B projects require environmental clearance from the State Environment Impact
Assessment Authority (SEIAA). The State level EAC categorizes the project as either B1
(requiring EIA study) or B2 (no EIA study), and prepares ToR for B1 projects within 60
days. On completion of the study and review of the report by the EAC, the SEIAA issues
the EC based on the EAC recommendation. The Notification also provides that any project
or activity classified as category B will be treated as category A if it is located in whole or
in part within 10 km from the boundary of protected areas, notified areas or inter-state or
international boundaries.
9. This subproject of construction of flyover does not falls under the ambit of the EIA
Notification, and, therefore EC is, thus, not required.
3
C. Environmental and Social Management System of NCRPB
10. Recognizing the importance of environmental and social issues that can arise in
infrastructure projects, NCRPB has formulated an Environmental and Social Management
Systems (ESMS) in line with Government and other multilateral agencies like ADB
safeguard requirements for Financial Intermediaries (FIs). The ESMS provides an overall
management system to NCRPB to identify, assess, and mitigate environmental and social
issues that are likely to arise in projects funded by NCRPB. The ESMS outlines the
policies, methods of assessments and procedures that will enable NCRPB to ensure that a
project that it funds is developed in accordance with ESMS and is adequately protected
from associated risks. Implementing Agencies (IAs) will have to comply with the ESMS
and Policy.
1. Environmental Policy
11. Policy Statement. “National Capital Regional Planning Board (NCRPB) will continually
strive to ensure and enhance effective environmental management practices in all its
operations”. This is aimed to achieve through:
• Minimizing negative environmental (including health & safety) impacts in its

operations and risks to the environment (particularly eco-sensitive areas and culturally
important areas) and people who may be affected through formulating and
implementing commensurate plans
• Ensuring that environmental safeguards - defined as requirements of applicable Indian
environmental legislation and multilateral / bilateral funding agencies - are being
adequately integrated by the project proponent / IA in the planning, design,
construction prior to its financing and in its implementation during the operational
phase.
• Ensuring that compliance to all applicable national and local environmental
legislation.
• Encouraging that public and stakeholder consultation be carried out by the project
proponent / IA and disclosing the required information in all stages of the project
cycle.
• Integrating environmental risk into its overall internal risk management analysis.
• Including environmental management considerations in all aspects of operations and
interactions with the project proponent / IAs in all stages of the project cycle.
12. This policy statement emphasizes NCRPB's sensitivity, concern and commitment to
environmental safeguards. NCRPB will strive to ensure that the projects that it supports
meets government policies and as well as of the bilateral/multilateral agencies such as
ADB.
4
2. Environmental Assessment Requirements
13. The nature of the assessment required for a project depends on the significance of its likely
environmental impacts, which are related to the type and location of the project, the
sensitivity, scale, nature and magnitude of its potential impacts, and the availability of
cost-effective mitigation measures. According to NCRPB ESMS, the projects are screened
for their expected environmental impacts and are assigned to one of the following
categories: E1, E2 or E3.
Table 2-1: Environmental Category

Environmental Scenario NCRPB’s MOEFs ADB
Categorization Categorization Categorization
Significant impacts or in eco- E1 A A
sensitive area
Limited impacts E2 B1 or B2 or No B
Category
No impacts E3 No Category C
(i) Significant impacts or in eco-sensitive areas (Category E1): If the project has
significant adverse environmental impacts that are irreversible, diverse, or
unprecedented, then it is regarded to have environmental scenario. These impacts
may affect an area larger than the sites or facilities subject to physical works. These
impacts will be considered significant if these are in eco-sensitive areas.
(ii) Limited environmental impacts (Category E2): If the project has impacts that are
site-specific, few if any of them are irreversible, and in most cases mitigation
measures can be designed.
(iii) No environmental impacts (Category E3): If the project is likely to have minimal or
no adverse environmental impacts, then it is regarded to have this environmental
scenario.
14. The proposed subproject of construction of flyover at Mohan Nagar Junction in Ghaziabad
is unlikely to have significant impacts. The project site is also not located or near any eco-
sensitive area. The subproject is however likely to have typical impacts associated with the
construction activity in urban areas and therefore classified as Category E2.
15. According to ESMS, E2 projects require carrying out Initial Environmental Examination
(IEE) and preparation of IEE Report. This IEE report is prepared accordingly.
5
3. DESCRIPTION OF PROJECT
A. Project Need
16. Patel Chowk (Mohan Nagar Junction) on NH 24 is one of the critical locations that carry a
high volume of traffic in Ghaziabad. The speed survey conducted on this stretch of the
highway indicated a peak hour average speed of 19 KMPH. The study has mandated a
flyover to be built at this junction (intersection of roads from NH24/Madan Mohan
Malviya/Loni Road) by 2015. Location and proposed orientation of flyover is presented in
Figure 3-1 and Figure 3-2.
17. From the traffic analysis carried out, it can be seen that a flyover is mandated at this
location in 2015 (Table 3-1). Based on this, an arrangement best suiting to the traffic
pattern is proposed for improving the situation. Proposal is evolved giving due
consideration to minimize the land acquisition. All the site constraints have been taken
care while formulating the improvement scheme. The main objective is to improve the
present condition and make the movement of traffic manageable to the possible extent.
Table 3-1: Projected Traffic at Mohan Nagar Junction

S. No Year Projected PCU
1 2010 6,867
2 2015 9,299
3 2020 11,893
4 2025 13,816
5 2030 14,632
Source: Traffic Prediction Analysis; PCU – Passenger Car Unit
B. Proposed Subproject
18. Carriageway Width and Design Speed. Taking into consideration the volume of traffic and
pattern of movement, for decongesting the junction, it is proposed to provide a flyover
along NH 24 which carries major share of traffic. This also segregates the through traffic
from cross traffic. Based on the traffic requirement as per projections, a four lane
configuration is proposed for the flyover and a two lane width is proposed for the service
roads. Dual 2 lane carriageway separated by a central median is proposed for the flyover
structure. Each 2 lane carriageway, intended for each direction of traffic, has a width of
7.5m with crash barriers of 0.5m width on extreme outer ends. The central median has a
width of 1m. The existing alignment of NH 24 is followed for the flyover. Footpath cum
drain of 2m is proposed. The ruling design speed of 100 KMPH is adopted for the flyover
and at grade roads. Location and orientation of the flyover is shown in Figure 3-1 and
Figure 3-2.
6
Figure 3-2: Orientation of Proposed Flyover at Mohan Nagar Chowk
8
19. The flyover is on structure except for a small length on either ends. Earthen ramps with
earth retaining structures on sides are proposed beyond the abutments on either side.
Minimum vertical clearance of 5.5m is proposed from the at grade road top to the bottom
of deck at the junction.
20. The proposed flyover has a total length of 640 m with 16 numbers of spans of 40 m each,
5 numbers on Shahadara Border side and 9 numbers on Chandra Shekhar Chowk side
apart from the two obligatory spans at the centre. The length of earthen ramp shall be 350
m and 200 m on Shahadara Border side and Chandra Shekhar Chowk side respectively.
Thus the flyover and approaches including ramp portion shall have a total length of 1,190
m. The proposed flyover plan and profile is presented in (Figure 3-4).
21. At grade road of 7.5m width is proposed on either side of the flyover as service road for
local and turning traffic. Footpath cum drains is also proposed at the outer edges of these
roads on both sides. The typical cross section of the proposed flyover is shown in the
following Figure 3-3.
Figure 3-3: Typical cross section of flyover

17000
500 7500 1000 7500 500
Foot path Service road Service road Foot path

2000 7500 500 500 7500 2000
22. Right of Way. The available ROW along NH 24 in the project site location varies from
36m to 39m. The Right of Way requirement for the proposed improvement is worked out
to be maximum at the at grade section, which is 36 m. So the works will be taken up
within the available ROW.
23. Improvements to Existing Traffic Regulations. The proposed flyover requires improvement
and reorganization of the existing traffic arrangement at the junction. The traffic shall be
channelized ensuring proper turning radius. To avoid conflicts between right turning
traffic from Madan Mohan Malavya Marg and Loni Road, signal control is proposed at the
junction. Traffic regulation arrangements like islands, signals etc now available are
reorganized to facilitate smooth turning of vehicles.
9
24. Salient Features of the Proposed Flyover. Various structural arrangement options were
studied for the proposed flyover based on: functional requirement; characteristics of
subsoil; facilities to be provided at grade; ease in construction, and economy etc.
Accordingly, the structural system was planned taking into account suitability of the same
at the proposed location, constructability, level of impact on traffic movement during
construction etc. A total of 16 spans of 40 m length are proposed for the elevated structure.
The remaining portion is on earthen ramps on either side.
(i) Superstructure: As longer spans are proposed, pre-stressed concrete superstructure is

adopted. The four lane deck shall consists of 8 numbers of pre-cast post tensioned I-
girders with in-situ RCC slab. The girders are spaced at 2.2 m. Cross diaphragms are
proposed at support locations. The superstructure is supported by POT-PTFE
bearings.
(ii) Substructure: The substructure proposed is RCC hammer headed piers with shaft
flaring towards top portion and straight portion below is proposed. Single pier
arrangement is proposed for the four line superstructure. Pier cap is cantilevered out
to accommodate the girders. Height of pier is based on the clearance requirement.
Where vehicles are to cross below, the minimum vertical clearance requisite of 5.5
m is ensured. At other support locations, the pier height varies in line with the road
profile.
(iii) Foundation: Based on the geotechnical investigations on site, it is found that deep
foundation is required at the location. Pile foundation is proposed to be taken to an
average depth of 25 m from the ground level. The piles shall be of 1.2m diameter.
25. At Grade Roads. At grade roads with 7.5 m wide carriageway and 2.0 m wide footpath
cum drains at the outer ends are proposed on either side of the flyover to cater for the
turning traffic from cross roads. These roads are to be formed widening the existing
pavement of NH 24; the existing road level is kept for the widened portion also.
26. The width of footpath has been derived from the volume of pedestrian traffic at the
location. The drain shall have a width of 1.5m and is placed at the extreme end of the road.
27. Utility Relocation Plan. Proposal for shifting the utilities which fall within the project
alignment have been prepared. The details of utilities falling along the project alignment
are given in Table 3-2Error! Reference source not found.. There are 33 lampposts
present along the project alignment, which have to be removed, and lighting arrangement
have been proposed in the flyover portion for both flyover and at grade roads. The cost for
new lighting has been included in the cost estimates. There are 36 trees falling along the
proposed flyover alignment, which have to be felled during the construction phase. As a
compensatory measure, it is proposed to plant thrice the number of trees to be felled with
site specific indigenous species and also to transplant the small trees wherever possible.
For all the remaining utilities, shifting proposal is given.
12
Table 3-2: Details of existing utilities

S. No Utilities Number
1 Lamp post 33
2 Transformer 7
3 Telephone pole 1
4 Trees 36
5 Man hole 22
6 Electric pole 51
13
4. DESCRIPTION OF ENVIRONMENT
A. Physical Resources
1. Location
28. Ghaziabad City is located in the western part of Uttar Pradesh State sharing the borders
with the National Capital Territory Delhi. It is the district headquarters of Ghaziabad
District. Owing to its location close to Delhi, and with good connectivity, it is one of the
important and fast developing city in the State of Uttar Pradesh and as well as in the
National Capital Region. Geographically, Ghaziabad is situated at 280 40’ N latitude and
770 25’ E Longitude. Ghaziabad is situated at about 20 Km east of Delhi, and 432 km west
of the State Capital, Lucknow.
29. It is well connected with important cities of the state and the country; three National
Highways (NH 58, NH 91 and NH 24 - Delhi-Lucknow-Muradabad Road) pass through
the City connecting it will Delhi, Meerut, Lucknow, Sikandrabad, Kolkata etc. Besides, it
is well connected with its hinterland and surrounding towns by regional and local road
network. The Main railway line and the two branches of northern railway (Meerut Branch
& Moradabad Branch) pass through the City. It is an important railway junction in the
Northern Railway. Base map of Ghaziabad is at Figure 4-1.
2. Topography, Soil and Geology
30. Originally established on the eastern side of River Hindon, present sprawling development
of Ghaziabad can be observed on both sides of the River. Hindon River is an important
tributary of Yamuna River of the Ganges River System. Flowing north-south, Hindon
River passes through middle of the City and meets Yamuna about 35 km south of
Ghaziabad. The topography of the City is almost plain and the general slope is from north
to south.
31. Geologically, Ghaziabad forms a part of the Indo-Gangetic alluvium. Soil is characterized
mainly by silty sand and loamy soils. Geotechnical investigations conducted at the
proposed flyover site indicates that there is no hard rock till 25 m below ground level.
32. As per the seismic zoning map of India, Ghaziabad falls in sever intensity zone (Zone IV).
However, there were no major earthquakes occurred in Ghaziabad till date.
14
3. Climate
33. Typical humid subtropical climate of north India prevails in Ghaziabad, with high
variation between summer and winter temperatures and precipitation. There are three
distinct seasons – first of which is the monsoon season - hot and humid season from mid-
June to September. Second season, winter, is the cool and dry season from October to
March. The third phase, summer, is characterized by hot and dry weather which prevails
from April to mid-June.
34. Rains in the region are concentrated in the monsoon season. The region receives rainfall
mainly under the influence of southwest monsoon from July to September. Over 75
percent of the total rainfall is received during the monsoon months and the remaining
rainfall is received during December to February. The annual average rainfall is 732 mm.
Dust and thunderstorms occur in summer season while fog occurs in the winter.
Table 4-1: Rainfall Pattern in Ghaziabad (2004-2008)

Month Rainfall (mm)
Normal 2004 2005 2006 2007 2008
January 20.5 7.8 0 0 0 NA
February 20.6 0 23.9 0 45 NA
March 17.4 0 19 NA 64 NA
April 5.8 30.4 0 0 0 NA
May 12.8 75 0 0 0 NA
June 43.8 20.6 80.5 34.2 64.1 16.4
July 216.5 36.8 185.7 250.5 84.1 124.4
August 234.5 520.6 57.9 20.4 99.8 58.1
September 129.2 50.4 284.2 114 4.7 8.7
October 34.1 12.6 0 16 0 0
November 4.3 0 0 0 NA 2
December 6.1 0 0 0 0 NA
Total 745.6 754.2 651.2 - - -
Figure 4-2: Long-term Annual Rainfall Pattern of Ghaziabad (in millimeter)

1,200
1,000
800
600
400
Annual Rainfall
200
Average Rainfall
-
1961
1965
1969
1973
1977
1981
1985
1989
1993
1997
2001
2005
16
35. Owing to its sub-tropical continental monsoon climate with hot summers and cold winters,
Ghaziabad experiences large variations in temperature across the year. May and June
experiences high temperatures and the lowest is recorded in the months of December and
January. Figure 4-3 depicts the monthly averages of minimum, mean and maximum
temperature. Winds predominantly blows from north, north-west and west direction,
followed by from east and south-east direction.
Figure 4-3: Average Monthly Temperature (in Degrees Centigrade)
45.00
40.00
35.00
30.00
25.00
20.00
15.00
10.00
Mean Minimum Average Mean Maximum
5.00
-
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
4. Air Quality
36. Ambient Air Quality in Ghaziabad is monitored by Uttar Pradesh Pollution Control Board
(UPPCB). Due to dry weather coupled with dusty roads, particulate matter is high while
levels of oxides of sulphur and nitrogen are well within the National Ambient Air Quality
Standards (NAAQS). According to UPPCB, air pollution status in Ghaziabad has been
termed as “low”.
Table 4-2: Air Pollution Status in Ghaziabad (2008)

Land use Sulphur Dioxide Nitrogen Dioxide SPM
(SO2) (NOx)
Residential L L C
Industrial L L H
C – Critical; L – Low; H – High (see below Table for values); NA: Data not available
Table 4-3: Air Pollution Classification based on Annual Mean Concentration Range (μg/m3)
Air Pollution Industrial Area Residential Areas
Status
SO2 & NOX SPM SO2 & NOX SPM
Low ( L ) 0 – 40 0 - 180 0 – 30 0 – 70
Moderate (M) 40 – 80 180 - 360 30 – 60 70 - 140
High (H) 80 – 120 360 - 540 60 – 90 140 - 210
Critical (C) >120 >540 >90 >210
17
Source: UPPCB
Table 4-4: NAAQ Standard – Annual Average Concentration in μg/m3

Land use RSPM SPM SOx NOx
Residential 60 140 60 60
Industrial 120 360 80 80
Source: CPCB
5. Surface Water
37. Hindon River is an important tributary of Yamuna River of the Ganges River System.
Hindon meets Yamuna about 35 km south of Ghaziabad. The confluence is located about
40 Km downstream of Okhla barrage. A short cut canal called the Hindon Cut joins River
Yamuna at Okhla barrage from where the Agra canal takes off. The Hindon Cut, thus,
serves to make the Hindon river water, including the supplemental discharge from the
upper Ganga Canal, available for diversion to the Agra canal for irrigational use. The
river stretch remains dry, except during rains. During winter and summer seasons, river
flow is mainly limited to industrial effluents discharged from various industries located in
Ghaziabad and as well as upstream areas.
38. Due to illegal entry of industrial and domestic wastewater, Hindon River water is polluted.
As per the CPCB, the dissolved oxygen content in the river is low and BOD is presence in
notable quantities. Illegal disposal of untreated/partially treated effluent from textile dying
and printing industries located in Shahid Nagar and Janakpuri in the trans-Hindon area are
said to be one of the main reasons for pollution of Hindon River stretch in Ghaziabad.
6. Groundwater
39. Due to its location in Gangetic Plains, the underlain aquifers have good groundwater
potential. However, the rapid development and increase in demand for water has put
tremendous stress on groundwater reserves, both in terms of quantity and as well as
quality. The groundwater decline is at much rapid phase and considering this alarming
situation the Central Ground Water Authority (CGWA) has notified the area under GMC
limits for regulation and control of groundwater extraction. No groundwater extraction is
allowed without prior permission of Central Ground Water Board (CGWB).
40. General groundwater quality in Ghaziabad is good except in certain industrial and
residential pockets where there is concentration of nitrates, fluorides and heavy metals
beyond permissible limits. Indiscriminate disposal of untreated industrial and domestic
wastewater is said to be the main reason for pollution of groundwater.
18
B. Ecological Resources
41. There are no forests or any other environmental sensitive locations in or near project site.
Ghaziabad City is an urban area surrounded by land that was converted for agricultural use
many years ago. There is no remaining natural habitat in the city, and the flora is limited to
artificially planted trees and shrubs, and the fauna comprises domesticated animals plus
other species able to live close to man. Tree cover along few main corridors is
considerable; main tree species include Keekar (Acacia karoo); Neem (Azadirachta
indica); Peepal (Ficus religiosa); Honge (Pongamia Pinnata); and eucalyptus.
C. Economic Development
1. Land Use
42. Owing to its location, adjacent to the National Capital, Delhi, over the years, Ghaziabad
City has experienced a very rapid development and urbanization. Originally established on
the eastern side of River Hindon, present sprawling development of Ghaziabad can be
observed on both sides of the River. The City is almost merged with Delhi - City’s
development stretching towards Delhi on west side and vis-à-vis Delhi expanding to east
towards Ghaziabad.
43. Ghaziabad Master Plan 2001 was formulated for an area of 100.4 sq. km, of which by
2001, about 84.8 sq. km was developed. As depicted in the following figure, the existing
land use of Ghaziabad development area (84.8 sq km) shows that 60 percent of the land is
under residential use followed by industrial areas. There are no agricultural areas within
this development area. The gross density of the population is 130 persons per hectare.
Anticipating a big growth in the near future, the Ghaziabad Master Plan 2021 has been
formulated to an area of 155.54 sq. km.
19
Figure 4-4: Existing Land Use
2. Industry & Agriculture
44. The City of Ghaziabad is known for medium and large scale industries. During 1970-80
decade a number of prestigious and large scale industries are established along Meerut
Road, Bulandhshahar Road, Link Road, Sahibabad and Loni Road in Ghaziabad City. In
addition to UPSIDC developed industrial areas, there are a number of industries located in
Mohan Nagar and Mohan Industrial Area. Ghaziabad houses a variety of industries
including distilleries, chemical, engineering, steel, and textile and dying units etc.
45. Industrial sector is a major employment generator in Ghaziabad. Industrial development in

Ghaziabad however declined in the decade of 1991-2001 and no new industries were
established during that decade.
46. Within the city limits, there are no agricultural areas left. Almost all of the land is
converted for residential or for other development.
3. Infrastructure
47. Water Supply. Two agencies are involved in provision of water supply service in
Ghaziabad; while the state line agency Uttar Pradesh Jal Nigam (UPJN) is responsible for
development of new infrastructure and all capital works, the Ghaziabad Nagar Nigam
(GNN) is responsible for its day-to-day operation and maintenance. Water supply system
in Ghaziabad is groundwater based. Water is extracted from 186 bore wells and a total of
160 MLD of water is supplied everyday at a rate of 145 LPCD (gross supply). In industrial
areas, water is supplied by UPSIDC.
48. Sewerage System. UPJN carries out all new and capital works while the GNN operates and
maintains the sewerage system in the City. Around 70-75 percent of the city population is
covered with underground sewerage system. At present an estimated 128 MLD of sewage
is generated in the City. There are 17 sewage pumping stations in the City to pump the
20
sewage to two sewage treatment plant for treatment and further disposal. The total
treatment capacity available is 126 MLD however present usage is only about 71 percent.
Industrial waste water treatment and disposal is managed by individual industries and
UPSIDC.
49. Solid Waste Management. Municipal solid waste management is the responsibility of
Ghaziabad Nagar Nigam. At present about 750 tons of solid waste is generated daily in
Ghaziabad at a rate of 550 gm per capita per day. City is divided into five zones for better
management of solid waste collection and disposal. There is no door-to-door collection
system in the City. The solid waste is collected through bins located at various places in
the neighborhood. Sanitary workers collect waste from bins and transport to disposal site
at Sai Upvan on the banks of Hindon River. There is no proper disposal facility; the waste
is disposed by crude open dumping method.
4. Transportation
50. Ghaziabad City is well connected with important cities of the state and the country; three
National Highways (NH 58, NH 91 and NH 24 - Delhi-Lucknow-Muradabad Road) pass
through the City connecting it with Delhi, Meerut, Lucknow, Sikandrabad, Kolkata etc.
Besides, it is well connected with its hinterland and surrounding towns by regional and
local road network. The main railway line and the two branches of northern railway
(Meerut Branch & Moradabad Branch) pass through the City. It is an important railway
junction in the Northern Railway.
51. It is 20 km east of Delhi and 46 km southwest of Meerut. Other roads lead northwest to
Loni and Baghpat and east to Hapur and Garhmukteshwar. Buses run at frequent intervals
to Delhi, Meerut, Aligarh, Bulandshahar, Moradabad, Lucknow and other cities. The City
acts as the main entrance of Uttar Pradesh and is also called the “Gateway of Uttar
Pradesh”.
52. Internal road network within the town is well developed. Most of the roads however are
congested with traffic, pedestrians and activities such as parking of trucks/other vehicles
and presence of informal business activities (squatters and vendors) within the ROW.
53. According to available 2003 data, over 70 percent of the vehicles in the town are two
wheelers followed by cars. Internal travel in the city is mainly through public transport
(buses and mini buses) and intermediate public transport system consisting of Auto
Rickshaws.
D. Social and Cultural Resources
1. Demography
21
54. According to the national census the population of Ghaziabad was 968,521 in 2001,
increased from 511,759 in 1991, recording an unprecedented growth rate of 89.3 percent
over the decade. The population of overall GDA area in 2001 was 1,327,330, which was
increased from 732,957 in 1991, with a growth rate of 81 percent.
Table 4-5: Population Growth of Ghaziabad City

Year Population Decadal Growth Rate (%)
1971 128,036
1981 287,170 124.3%
1991 511,759 78.2%
2001 968,521 89.3%
Source: Census of India
22
55. Overall literacy is 80 percent, reported at 87 percent for males and 72 percent for females,
which is considerably better than literacy in the state, which is 60.4 percent overall, and
75.7 percent for males and 44.0 percent for females. Sex ratio is however significantly
below the natural 1:1 ratio, being 858 females per 1000 males, lower than both the state
and national averages (879 and 929 respectively).
56. According to the Census 2001, workforce participation rate (WPR) in Ghaziabad was 28
percent. As shown in the following figure, nearly 95 percent of the total workforce was
engaged in service sector (formal, informal, trade, commerce and industrial and other
service sectors). Contribution of other sectors is very minimal – about 3.1 percent are
engaged in household industries the remaining 2.3 percent of population are engaged in
primary sector activities.
Figure 4-5: Occupational Structure
Agri.
Labourers
Cultivators 0.6%
1.7%
HH Industry
3.1%
Others
(service)
94.7%
57. Majority of people in Ghaziabad are Hindus and the remainder are mainly Muslims, Sikhs,
Jains, Christians and Bhudhists. Hindi is the main language of the area. Around 16% of the
population belongs to scheduled castes (SC) category. Population belonging to Scheduled
Tribe (ST) category in Ghaziabad are negligible and are part of the mainstream population.
2. Health & Education Facilities
58. Ghaziabad is a main centre for educational and health facilities in the region. There are a
number of schools, colleges, professional education institutions, general and special health
care facilities in the City, serving a large number of population from the City and the other
near and far areas.
23
3. History Culture and Tourism
59. The City was founded in 1740 by the Emperor, Ghazi-ud-din, who called it Ghaziuddin
Nagar after himself and built a spacious structure consisting of 120 rooms of masonry with
pointed arches. Only the gate, a few portions of the boundary wall and a massive pillar
about fourteen feet high remain now, the precincts now being inhabited. His mausoleum
still stands in the city but is in a bad state. Ghaziabad played active role in the Indian
freedom struggle, the revolt of 1857. An encounter took place between the freedom
fighters and British force in Ghaziabad during that time. This was regarded as the first war
of independence and it brought Ghaziabad much of its glory. On 14th November 1976,
Ghaziabad became a separate district. Then on, Ghaziabad has developed in all fronts and
it is now one of the biggest and fast developing centers in NCR.
60. There are no notified or protected monuments or sites of archeological and historical
importance in the City. The tourism potential of is minimal.
E. Profile of Proposed Flyover Site
61. The proposed flyover will be constructed at Mohan Nagar Junction in Ghaziabad. This is a
busy junction and carries heavy traffic throughout day and night. Traffic at this junction
consists of traffic to and from Ghaziabad, Delhi, Loni and Shahadara and has considerable
truck traffic owing to industries in the area.
62. Located in the northwestern part of the City, Mohan Nagar is predominantly an industrial
area. Mohan Nagar Industrial Area houses a number of small, medium and large scale
industries. Mainly industrial establishments abut the road stretch at this location;
commercial and residential premises are very limited.
63. The total length of proposed flyover is 1,100 m. The existing right of way at the site
ranges from 36 m to 39 m. A Police Station building and a Public Toilet are located within
the ROW and therefore needs to be relocated for the proposed development.
64. The topography of the site is plain. There are no water bodies/streams traversing the road.
During the geotechnical investigations conducted at the site, the groundwater had
encountered at a depth of 21 m below the ground level. Four test bore holes of 25 m depth
were drilled, and at all four locations the groundwater is encountered at the same depth.
The geology and soil is characterized by silty sand and clay.
65. There are trees along the road on earthen shoulder and in traffic island, some of which
needs to be removed for the subproject. All the trees are of domestic species and there are
no endangered or protected species. The trees observed at the site include: Keekar (Acacia
karoo); Neem (Azadirachta indica); Peepal (Ficus religiosa); Honge (Pongamia Pinnata);
and Eucalyptus. Some of these young growing trees with girth size of not more than 300
mm. Some are old and degraded trees.
24
Photo 1: View of Flyover Site/Mohan Nagar Chowk Photo 2: View of Proposed Site
Photo 3: Trees in the Traffic Island Photo 4: Trees along the Service Road
Photo 5: Public Toilet in the RoW Photo 6: View of the Road
25
5. ENVIRONMENTAL IMPACTS & MITIGATION MEASURES
A. Overview
66. As a general practice, an IEE should evaluate impacts due to the location, design,
construction and operation of the project. Construction and operation are the two activities
in which the project interacts physically with the environment, so they are the two
activities during which the environmental impacts occur. In assessing the effects of these
processes therefore, all potential impacts of the project should be identified, and mitigation
is devised for any negative impacts. Following sections evaluate the impacts of the
proposed Flyover Subproject in Ghaziabad.
B. Construction Impacts
67. This subproject will involve construction of the following elements at Mohan Nagar
Junction in Ghaziabad:
• Flyover, 17 m wide and 5.5 m and 640 m length with 16 spans of 40 m each,
supported on 17 centrally located RCC piers
• Two earthen ramps (one 200 m and other 350 m) to form approaches to the flyover.
• At grade service roads of 7.5 m wide on either side of flyover with 2 m wide footpath.
These roads will be formed widening the existing pavement
Table 5-1: Construction Method & Materials of Flyover

Element Construction Details Construction Activities
Flyover Foundation: Pile foundation Excavation and construction will be done
Structure 17 pile foundations for 17 piers to simultaneously – a void is formed by boring or
excavation and piles are produced by casting
support the flyover structure; concrete in the void. Construction will be
RCC cast in-situ piles of dia 1.2 conducted in mechanized way. Heavy-duty
m and depth 25 m. Number of machinery such as drilling machines, cranes,
piles for each foundation varies concrete mixers, vibrators etc will be used.
from 6 to 8 and will placed at a
centre to centre distance of 3.6 m
Substructure: RCC Piers with The reinforcing rods will extend out of the
cantilever pier cap to get the foundations to create the structure of each pier,
required span to accommodate and these will then be encased in shuttering,
girders into which more concrete will be poured to
form each pillar. Ready mixed concrete will
used. Construction equipment used will be
cranes to lift shuttering and ready mix concrete
trucks and concrete vibrators/compactors.
26
Element Construction Details Construction Activities

Superstructure: Pre-cast I-girders Pre-cast girders, casted at a manufacturing unit,
with in-situ RCC slab will be brought to the site and placed over piers
using heavy-duty cranes. Post-tensioning will
be carried out using heavy-duty hydraulic jacks
mounted on piers.
The RCC slab will be casted in situ.
Reinforcing bars will be fixed over a steel
platform and the ready mixed concrete will be
poured and compacted using vibrators to form
the slab.
Ramps – Earthen ramps with earth Earth retaining structure will be of interlocking
approach retaining structures; length of concrete blocks placed on either side to form
to ramps will 200 m on one-side and wall like structure of required height. Earth
flyover 350 m on other side. brought from quarries and excavated soil at the
soil be used to fill the ramp. Soil will be
compacted and over which a bituminous road
will be formed.
Construction equipment used will be: Cranes,
earth moving equipment, rollers and
compactors bitumen pavers.
At grade 7.5 m bituminous road with 2 m The existing pavement will be widened to
roads wide foot path over 1.5 m drain accommodate service roads. Sub grade and
base course will be formed. Equipments used
will be earth moving equipments, rollers and
compactors and bitumen pavers.
68. Total quantity of earthwork excavation has been estimated as 18,694. Most of this will be
utilized in construction of earthen ramps, which requires an estimated 17,845 sq. m.
Construction materials like gravel, stone aggregate and sand will be sourced from quarries
approved by the respective Mines & Geology Departments. Yamuna Nagar in Haryana
about 200 km away is a known source for stone aggregates, Ghaghar, 180 km away and
Haridwar, 160 km away are sources for sand and Noida, 30 km away for soil. Bitumen
will be procured from refineries.
1. Impacts on Physical Resources
69. Although all work will be conducted at a single, relatively small site, construction will
involve a great deal of excavation and earth moving over a period of approximately nine
months, so physical impacts could be quite considerable.
70. As detailed above, the work involves significant quantities of earthwork excavation as
well as filling works. In earthwork most of the impacts are related to mining/borrow pits
and disposal of surplus soil. However, this is avoided by proposing to use the excavated
soil for formation of earthen ramps. Thus, the net quantity of soil that needs to be disposed
27
is about 850 m3, which can be disposed off without any problems. This can also be
utilized for filling up of low-lying areas.
71. Overall, the quantity of earthwork conducted at the site will be over 36,000 m3 (including
both excavation and filling). Moving such a large quantity of soil could cause physical
impacts, including the creation of dust during dry weather and silt-laden runoff during
rainfall, both of which would affect people who live and work near the site and reduce the
quality of adjacent land. Earthwork will not mostly be conducted in rainy season, so this
will avoid any problems from runoff. In Ghaziabad, dry weather prevails in most part of
the year, and therefore generation of dust may be significant. It will therefore be necessary
to prevent dust, which could be generated in quite large quantities. The Contractor should
therefore:
• Cover or damp down by water spray on the excavated mounds of soil to control dust
generation
• Damp down soil while moving from excavation area to earthen ramp portion
• Bring the material (aggregate) as and when required;
• Use tarpaulins to cover loose material/soil that is transported to and from the site by
truck
• Damp down soil sufficiently while using for leveling the ground
• Control dust generation while unloading the material (particularly aggregate) at the
site by sprinkling water and unloading an a barricaded area
• Sprinkle water in truck after downloading material; or cover it with tarpaulin to avoid
dust raging from the truck while it is moving
72. The excavation to create the foundations for the piers and abutments could affect local
drainage patterns as rainfall will collect in the voids instead of running onto surrounding
land or into storm water drains, but this impact will also be avoided by conducting the
work in the dry season. The work should be conducted at the same time as construction of
the ramps so that excavated material is utilized immediately, avoiding the need to
stockpile large quantities of excavated soil, which could create dust. Any soil that is
stockpiled should be damped down during dry weather as noted above.
73. As the deep excavations will be made for foundations, it is possible that the groundwater
may be collected in voids, which need to be pumped out. This silt-laden runoff may
accumulate on the ground or choke the local drains, creating nuisance and unhealthy
environment. However, considering that groundwater table depth of 21 m below ground
level, and the proposed excavation depth of 25 m for pile foundations, the water gushes
out of pit will be very minimal. Nevertheless the contractor should implement the
following measures:
• Do not divert/dispose silt laden water into drains directly

• Provide temporary ponds in the site for temporary storage; dispose clarified water into
nearest drains
• Ensure that disposal into drains do not lead to water accumulation in the nearby areas
28
74. Creation of ramps will gradually alter the topography and appearance of the site. Drainage
of the site needs to be modified with suitable drains to suit the changed topography to
avoid flooding and accumulation of water. These are included in the project design. One
possible impact on drainage is that existing drains have to be relocated to the edge of the
expanded roadway and therefore needs to be stopped during the construction work. During
this transitional phase, the following measures shall be implemented to avoid water
accumulation due to disruption of drains:
• Divert existing drains in the working section (ROW) temporarily; construct a

temporary drain if required
• Complete construction of new drain as soon as possible and restore the flow
2. Ecological Resources
75. There are no protected areas in or around the site and no known areas of ecological
interest. However, construction of flyover requires cutting of 36 trees of domesticated
species including Keekar (Acacia karoo); Neem (Azadirachta indica); Peepal (Ficus
religiosa); Honge (Pongamia Pinnata); and Eucalyptus. Some of these young growing
trees with girth size of not more than 300 mm. Some are old and degraded trees.
76. Cutting of trees could not be avoided as the trees are located within the ROW. Necessary
approvals from competent authority (Forest Department/Ghaziabad Nagar Nigam) shall be
obtained and the guidelines for compensatory measures, if any of the competent authority,
must be adhered to. In any case, as a compensatory measure, three trees will be planted
and maintained for each tree felled.
3. Economic Development
77. The work will be conducted within the available ROW and therefore no land acquisition is
envisaged. However, there are some encroachments in the form of squatters which needs
to be cleared off for the project. All 19 squatters are commercial squatters squatting upon
the ROW and they run their small business like tea stalls, vehicle repairing shop etc and
earn their livelihood. NCRPB Environmental and Social Management System (ESMS) and
Policy provides that the owners and tenants of these businesses do not suffer economically
as a result of the project, and a Resettlement Plan have been prepared to assess the nature
and extent of the losses and the compensation that is needed. This indicates that owners
and tenants of businesses that will lose property, other assets and/or income as a result of
the project will be provided with:
• Compensation equivalent to the amount of business income lost as a result of the

construction process;
• Compensation at replacement cost for lost income-generating assets (shop premises,
etc);
• Additional financial assistance to enable them to re-establish their business at an
29
alternative location.
78. Some shops and other premises along the road may lose business income because the
presence of the construction site will deter customers, and at some locations access will be
impeded by road closures, and by the presence of heavy vehicles and machinery, etc.
These impacts will be avoided by confining the construction area to the actual area in the
middle of the road and allowing the traffic to move on the service roads on either side. The
construction area will be confined and barricaded. Moreover, there are almost no
commercial establishments such as shops, markets in this stretch of road which is mostly
occupied by industries.
79. Transportation is the principal activity that will be impeded by this work. Although the
traffic can move on the service roads, there will be disturbance and overcrowding of
vehicles. Following measures are therefore required to be implemented:
• Maintain the service roads in good condition to allow smooth traffic movement;
provide necessary personnel to guide and control the traffic
• Provide alternative traffic arrangement/detours so that traffic can be distributed and
move on different roads; and, ensure that public is informed about such traffic
diversions
• Provide information to the public through media – daily news papers and local cable
television (TV) services about the need and schedule of work, and alternative routes
• At the work site, public information/caution boards shall be provided - information
shall inter-alia include: project name, cost and schedule; executing agency and
contractor details; nature and schedule of work; traffic diversion details, if any; entry
restriction information; competent official’s name and contact information for public
complaints.
4. Social and Cultural Resources
80. There are no historical or cultural heritage sites in Ghaziabad in general or at the project
site in particular. Therefore there are no likely impacts.
81. There are no modern-day social and cultural resources (such as schools and hospitals)
near the site, and no areas that are used for religious or other purposes, so there is no risk
of other impacts on such community assets.
82. In the ROW there is a Police Station, two Bus Bays and a public toilet, which needs to be
removed and relocated from the ROW as part of the project. These will suitably be
accommodated within the vicinity.
83. Although residential and commercial establishments along the road and in the vicinity are
minimal, action should be taken to minimize disturbance as far as possible. This will
require:
30
• Consultation with the local community to inform them of the nature, duration and
likely effects of the construction work, and the mitigation measures in place
• Proper planning of work programme so that any particularly noisy or otherwise
invasive activities can be scheduled to avoid sensitive times;
• Avoiding noise-generating activities at night;
• Implementing the measures to reduce dust;
• Utilising modern vehicles and machinery with the requisite adaptations to limit noise
and exhaust emissions, and ensuring that these are maintained to manufacturers’
specifications at all times.
84. There is invariably a safety risk when substantial construction such as this is conducted in
an urban area, and precautions will thus be needed to ensure the safety of both workers
and citizens. The Contractor will be required to produce and implement a Site Health and
Safety Plan. This should include such measures as:
• Following standard and safe construction practices;

• Excluding the public from the site – enclosing/barricading the construction area;
providing warning boards and sign boards and posting of security guards throughout
the day and night
• Ensuring that all workers are provided with and use appropriate Personal Protective
Equipment (helmet, hand gloves, boots, masks, safety hoists when working at height,
etc);
• Barricade the entire area that may come under influence in case of accidents – this
may particularly critical during fixing of pre-cast girders using heavy duty cranes; this
may be conducted during lean traffic periods and if required the traffic may also be
stopped for that short duration
• Follow standard practices of safety checks as prescribed before use of equipments
such as cranes, hoists, etc.
• Employ an Environmental, Health and Safety (EHS) Expert on site;
• Provide on -site Health and Safety Training for all site personnel;
• Report accidents to the authorities promptly, and maintain records
85. There could be some short-term socio-economic benefits from the construction work if
local people gain employment in the workforce. To ensure that these benefits are directed
to local people, the Contractor should be required to employ as much of his labour force as
possible from the local communities in the vicinity of construction sites. Drawing of
majority of workforce from local communities will avoid problems that can occur if
workers are imported, including social conflicts and issues of health and sanitation due to
labour camps. If temporary labour camps are to be provided; Contractor should ensure that
they are maintained well with proper water supply and sanitation facilities.
C. Operation Stage Impacts
86. The roads and bridges generally operate without the need for major maintenance or repair,
31
therefore there are no major impacts envisaged. During its design life, the flyover should
require no major repair or refurbishment, beyond routine maintenance like small scale ad
hoc repairs of surface damage caused by traffic use or accidents; repairs and replacement
of damaged safety barriers and signs, etc.
87. The stability and integrity of the bridge should also be monitored periodically to detect any
problems and allow remedial action if required.
1. Physical Resources
88. Once the flyover is completed and operating it will improve the physical environment by
removing the severe traffic congestion that is a feature of this location at present, with the
resulting concentration of vehicle noise and pollution. This will be replaced by a modern
elevated roadway, which allows the maintenance of a smooth flow of traffic at different
grades/levels.
89. The Flyover will however elevate the traffic significantly above ground level, making the
traffic and the structure significantly more visible than at present. However considering
the land use around the road with industrial areas and no aesthetically beautiful areas,
visual impacts of flyover will be negligible. Planting of large growing native trees, which
would mask the structure to give a more pleasing appearance, may be considered where
land is available within the ROW. This may however be considered with due consideration
to safety of traffic, pedestrians.
90. Although the flyover is located in an area of high seismic risk, it will be designed
according to standard Indian Engineering Design Codes, which include measures to allow
the structure to withstand tremors of the expected magnitude and above. There should
therefore be little risk of the structure failing, even if the area is subject to seismic events
of greater magnitude than those that have occurred over recent years.
2. Ecological Resources
91. As there are no significant ecological resources in or around the town, the operation of the
flyover and the routine maintenance and repair of the road and surroundings will have no
ecological impacts. There would be some small ecological gain from the planting of trees
to mask the visual impact of the structure.
3. Economic Development
92. The flyover will improve the infrastructure of the city by providing a more efficient and
effective transportation route, and this should have positive impacts on the overall
economy by reducing time spent idle in stationary traffic by delivery vehicles, employees
and customers.
32
4. Social and Cultural Resources
93. There are unlikely to have any negative impacts on these resources. The citizens of the city
will benefit from a more effective transportation route as they will spend less time in
stationary traffic exposed to noise, pollution and the associated physical and psychological
stresses. Social and cultural resources may also benefit in a small way as it will be easier
for people to reach their destinations. People may also benefit from an improvement in the
economy of the city, although it would require much larger improvements in
transportation and other infrastructure for this to be recordable.
D. Location and Design Impacts
94. In many environmental assessments there are certain effects that, although they will occur
during either the construction or operation stage, should be considered as impacts
primarily of the location or design of the project, as they would not occur if an alternative
location or design was chosen.
95. However in case of this subproject it is not considered that there are any impacts that are a
result of the design or location. This is because:
• The project will be built at a single relatively small location and involves
straightforward construction and low-maintenance operation, in an environment that
is not especially sensitive, so it is unlikely that there will be major impacts;
• Most of the predicted impacts are associated with the construction process, and are
produced because that process involves quite extensive groundwork. However the
routine nature of the impacts means that most can be easily mitigated.
33
6. INSTITUTIONAL ARRANGEMENTS
A. Institutions Involved
96. Following agencies will be involved in implementing this Flyover construction subproject
at Mohan Nagar Junction in Ghaziabad:
(i) NCRPB: National Capital Region Planning Board is the funding agency for the
project.
(ii) Implementing Agency (IA): Implementing Agency of the Project will be Ghaziabad
Development Authority. IA will be responsible for the project implementation.
Operation & maintenance will also be the responsibility of the IA.
(iii) Design and Supervision Consultants: Implementing Agency will be assisted by

Design and Supervision Consultants (DSC) in tendering, and reviewing and revising
designs during the construction, if required, and supervising the construction to
ensure quality.
(iv) Construction Contractors: IA will appoint Construction Contractors (CC) to build

the infrastructure elements.
97. Implementing the project according to and incompliance with the policies the funding
agency, NCRPB, will be the responsibility of the Implementing Agency (IA). The
Environmental and Social Management Cell (ESMC) of NCRPB will deal with
environmental and social safeguard issues. ESMC would guide and monitor IA in
complying with its ESMS and Policy.
98. ESMC. The ESMC will be housed inside the appraisal function of NCRPB and will have
two distinct sub-functions, i.e. managing environmental safeguards and social safeguards.
ESMC will be provided with one full-time staff - safeguards officer, who will look after
the day-to-day activities related to the safeguard compliance. Safeguard Officer will be
responsible for both environmental and social safeguard functions. Based on the necessity,
the Safeguards Officer will source expertise from outside/external consultants on a case-
to-case basis.
99. ESMC will review and approve IEE, oversee disclosure and consultations, and will
monitor the implementation of environmental monitoring plan and environmental
management plan where required. The Construction Contractor (CC) will implement
mitigation measures in construction. IA or DSC will monitor the implementation of
mitigation measures by the CC. ESMC will oversee the implementation of EMP.
Implementation of mitigation and monitoring measures during the operation and
maintenance (O&M) stage will be the responsibility of the implementing agency.
34
7. ENVIRONMENTAL MANAGEMENT PLAN
A. Environmental Management Plan
100. The proposed subproject and its components, the baseline environmental profile of the
subproject area, the anticipated environmental impacts and appropriate mitigation
measures to avoid/ reduce/ mitigate/compensate for the identified impacts have been
discussed in detailed in earlier sections.
101. This Environmental Management Plan is developed for implementation listing the
impacts, appropriate mitigation measures, delegating the responsibility of implementation
to concerned agencies. This is shown in the following Table 7-1.
B. Environmental Monitoring Plan
102. A program of monitoring will be conducted to ensure that all the parties take the specified
action to provide the required mitigation, to assess whether the action has adequately
protected the environment, and to determine whether any additional measures may be
necessary. Regular monitoring of implementation of mitigations measures by Construction
Contractor will be conducted by the Implementing Agency. Periodic monitoring and
overseeing of implementation of mitigation measures will be conducted by the ESMC of
NCRPB. Monitoring during operation stage will be conducted by the Operating Agency.
103. Most of the mitigation measures are fairly standard methods of minimizing disturbance
from building in urban areas (public inconvenience and traffic disruptions). Monitoring of
such measures normally involves making observations in the course of site visits, although
some require more formal checking of records and other aspects.
106. Table 7-2 shows the proposed Environmental Monitoring Plan (EMP) for this Project,
which specifies the various monitoring activities to be conducted during different phases
of the project. The EMP describes: (i) mitigation measures, (ii) location, (iii) measurement
method, (iv) frequency of monitoring and (v) responsibility (for both mitigation and
monitoring).
35
Table 7-1: Environmental Management Plan

Potential Negative Impacts Sig Dur Mitigation measures Responsibility Location Cost
• Implement compensatory measures as recommended

Preconstruction
Involuntary resettlement L P GDA Flyover site Part of
by the Resettlement Plan prepared in accordance with RP Cost
Description: Displacement of 19
• Suggested measures must be implemented before the
NCRPB ESMS
squatters encroached on the ROW
signing of contract for civil works including:
o Compensation equivalent to the amount
of business income lost as a result of the
construction process;
o Compensation at replacement cost for
lost income-generating assets (shop
premises, etc);
o Additional financial assistance to enable
them to re-establish their business at an
alternative location.
• Obtain necessary approvals from Forest

Construction
Tree Cutting CC Flyover site Part of
project
• Plant and maintain three trees for each tree felled as a
Department/Ghaziabad Nagar Nigam for tree cutting
Description: The proposed work cost
requires cutting of 36 trees of compensatory measure
• Utilize surplus soil for beneficial purposes such as in

domesticated and local species
Excavation will produce large L P CC Flyover site Part of
quantity of waste soil, which needs construction activities elsewhere and filling up low- standard
proper disposal. lying areas contract
Description. Excavation for bridge

construction will produce an
estimated 18,694 m3 of waste soil.
This however will be utilized in
construction earthen ramps, which
require an estimated 17,845 m3 of
36
soil. So the surplus soil that requires
• Cover or damp down by water spray on the excavated

proper disposal will be minimal.
Dust nuisance due to construction M T CC Flyover site Part of
& material standard
• Damp down soil while moving from excavation area to
mounds of soil to control dust generation
Description. Earthwork excavation, and waste contract
refilling, handling and transportation construction
• Damp down the surface of the developing ramps and
earthen ramp portion
of construction materials (like sand routes
and aggregate), and handling, any soil stockpiled on site by spraying with water
transportation and construction of
• Use tarpaulins to cover soil/materials when transported
when necessary during dry weather;
earthen ramps will produce large
volumes of dust if it is not done
• Bring the material (aggregate) as and when required;
by truck
properly. Total quantity of earthwork
• Use tarpaulins to cover loose material/soil that is

involved in laying/replacing of
distribution and rising main is about
• Damp down soil sufficiently while using for leveling

260 thousand cubic meter, including transported to and from the site by truck
9,500 m3 of surplus soil for disposal.
• Control dust generation while unloading the material

the ground
(particularly aggregate) at the site by sprinkling water
• Sprinkle water in truck after downloading material; or

and unloading an a barricaded area
cover it with tarpaulin to avoid dust raging from the

truck while it is moving
Impacts on drainage • Do not divert/dispose silt laden water into drains CC Flyover site Part of
standard
• Provide temporary ponds in the site for temporary
directly
Description. During deep excavation contract
for pile foundation, there is a
• Ensure that disposal into drains do not lead to water
storage; dispose of clarified water into nearest drains
possibility of water collecting in the
void, needing disposal.
• Divert existing drains in the working section (ROW)
accumulation in the nearby areas
Indiscriminate disposal of this silt –
laden water may choke drains, lead to
• Complete construction of new drain as soon as
water accumulation etc. Also, temporarily; construct a temporary drain if required
existing drains in the ROW will be
disturbed. possible and restore the flow
37
• Consultation with the local community to inform them

Generation of noise and vibrations L T CC Flyover Site Part of
from excavation of the nature, duration and likely effects of the standard
construction work, and the mitigation measures in contract
Description. High noise and vibration
• Do not conduct noise generating activities in the night
place
generating activities like rock
blasting are not involved in the • Employ manual methods, where required
• Proper planning of work programme so that any
project. Construction activities in
general like operation of heavy
particularly noisy activities can be scheduled to avoid
equipment, excavation for casting
• Utilize modern vehicles and machinery with the
piles, braking up of road surface, sensitive times;
may creates noise & vibration
requisite adaptations to limit noise and exhaust
emissions, and ensuring that these are maintained to
manufacturers’ specifications at all times.
Impacts due to improper mining for L P • Ensure that construction materials (sand, aggregate and CC NA Part of
construction materials gravel) are obtained from quarries licensed by Geology standard
and Mining Departments of respective state contract
Description. Large quantities of governments (Haryana/ Uttar Pradesh /Uttarakhand)
construction material like sand,
gravel and aggregate will be required
for construction work. Yamuna
Nagar in Haryana about 200 km
away is a known source for stone
aggregates, Ghaghar, 180 km away
and Haridwar, 160 km away are
sources for sand and Noida, 30 km
away for gravel.
38
• Inform the public in general and business

Shops and other business may loose L T CC Flyover site Part of
income if costumer’s access is standard
• Maintain service roads and pedestrian walks in good
establishments in particular about the work in advance
impeded contract
• Control dust generation

condition
Description. There are no major
commercial areas along the roads
except few road side vendors. The
disturbance however will be minimal
as the road will not be closed
completely and the traffic is allowed
• Confirm location of underground

on service roads.
Excavation could damage existing L P CC and Flyover site Part of
infrastructure/utilities respective standard
• Provide prior public information about the likely
infrastructure/utilities before start of work
agency (BSNL, contract
Description. There are various UJS, GNN)
• Ensure that alternate arrangements are provided during
disruption of services
utilities (electric poles, transformers
and manholes) within the ROW, the relocation
which needs to be relocated. No
major impact envisaged as these
utilities will be relocated suitably
before the start of work. However, it
needs to be confirmed during
construction about the underground
utilities.
39
• Maintain the service roads in good condition to allow

Hindrance to traffic due to M T CC Flyover site Part of
construction work smooth traffic movement; provide necessary personnel standard
contract
• Provide alternative traffic arrangement/detours so that
to guide and control the traffic
Description. As this is a major
transport corridor carrying traffic can be distributed and move on different roads
considerable traffic, the construction and ensure that public is informed about such traffic
work will create large scale
• Barricade the site properly; avoid accidental entry of
diversions
disturbance
• Provide information to the public through media –

traffic (pedestrian / vehicular) into site.
daily news papers and local cable television (TV)

services, about the need and schedule of work, and
• At the work site, public information/caution boards

alternative routes
shall be provided - information shall inter-alia include:

project name, cost and schedule; executing agency and
contractor details; nature and schedule of work; traffic
diversion details, if any; entry restriction information;
competent official’s name and contact information for
public complaints.
Increase in traffic due to trucks L T • Plan routes to avoid narrow streets, congested roads, CC NA Part of
carrying construction material and standard
• Plan work to avoid peak traffic hours
and places of religious importance
heavy equipment contract
Workers and public at risk from M T • Follow standard and safe construction practices CC Flyover Site Part of
accidents on site • Exclude the public from the site – enclose/barricade standard
the construction area, provide warning boards/ sign contract
Description. Deep excavations, boards and post security guards throughout the day and
operating heavy-duty construction
• Ensure that all workers are provided with and use
night
equipment
appropriate Personal Protective Equipment (helmet,
hand gloves, boots, masks, safety hoists when working
40
• Barricade the entire area that may come under

at height, etc);
influence in case of accidents – this may particularly

be critical during fixing of pre-cast girders using heavy
duty cranes; this may be conducted during lean traffic
• Follow standard practices of safety checks as

periods and if required traffic may also be stopped
prescribed before use of equipments such as cranes,
• Employ an Environmental, Health and Safety (EHS)

hoists, etc.
• Provide on -site Health and Safety Training for all site

Expert on site;
• Report accidents to the authorities promptly, and

personnel;
maintain records
Economic benefits for people L T • Ensure that most of the unskilled workforce is from CC All sites NA
employed in workforce local communities
41
Table 7-2: Environmental Monitoring Plan

Mitigation measures Responsible Monitoring Monitoring Responsible for Cost
for Method & Frequency monitoring
Mitigation Parameters
Pre-Construction
• Implement measures as recommended by RP GDA Records review; As needed ESMC Part of project
•
interview with APs management cost
CC Records review; on As needed GDA Part of construction
•
Obtain necessary approvals for tree cutting
Plant and maintain three tree for each tree felled site-observation supervision cost
• CC & Observations on- - Weekly GDA Part of construction
•
Confirm location of underground infrastructure
respective site; CC records; supervision cost
•
Inform public about the likely disruption of services
Ensure alternate arrangements during the relocation agency consult respective
(BSNL, UJS, agencies; informal
GNN) public interviews
Construction
• Utilize surplus soil for beneficial purposes CC Observations on- Weekly GDA Part of construction
•
site/off-site; CC supervision cost
•
Damp down soil to arrest dust records
Use tarpaulins to cover soil in transport
•
•
Do not divert/dispose silt laden water into drains
•
Provide temporary ponds in the site
•
Ensure that no water accumulated due to disposal
•
Divert existing drains in the work area (ROW)
•
Construct temporary drains if required
Complete construction of new drain early
•
•
Inform local community about the work
•
Identify old and sensitive buildings and safe practices
•
Do not conduct noise generating activities in the night
•
Employ manual methods, where required
Avoid noisy or invasive activities in sensitive times;
42
Mitigation measures Responsible Monitoring Monitoring Responsible for Cost

for Method & Frequency monitoring
•
Mitigation Parameters
Utilize modern machinery and in good condition
• Obtained construction material from licensed quarries
•
•
Inform public and business about the work in advance
Maintain service roads/pedestrian walks in good condition
• CC Observations on- - Weekly GDA Part of construction
•
Provide necessary personnel to guide & control traffic
site; CC records; supervision cost
•
Provide bypasses/ traffic detours & inform public
informal public
•
Barricade the site properly; avoid accidental entry
interviews
•
Provide information to the public through media
Provide public information/caution boards at site
•
•
Avoid congested/sensitive roads for material transport
Avoid peak traffic hours
•
•
Follow standard and safe construction practices
•
Exclude the public from the site and post security guards
•
Provide Personal Protective Equipment to workers
Barricade the entire area that may come under influence
•
in case of accidents
Follow standard safety checks as prescribed for
•
equipment
•
Employ EHS Expert on site
•
Provide on-site Health and Safety Training for personnel
Report accidents and maintain records
• Engage unskilled workforce from local communities
43
8. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE
A. Project Stakeholders
104. Most of the main stakeholders have already been identified and consulted during
preparation of this IEE, and any others that are identified during project implementation
will be brought into the process in the future. Primary stakeholders are:
• People near the flyover site at Mohan Nagar Junction in Ghaziabad;

• Public representatives and prominent citizens;
• Ghaziabad Nagar Nigam;
• Ghaziabad Development Authority
105. Secondary stakeholders are:

• Other concerned government institutions (utilities, regulators, etc)
• NGOs and CBOs working in the local area;
• Other community representatives (prominent citizens, religious leaders, elders,
women’s groups);
• The beneficiary community in general
• NCRPB as the Funding Agency
B. Consultation and Disclosure
106. A series of public consultation meetings were conducted during project preparation.
Various forms of public consultations (consultation through household surveys, ad hoc
discussions on site) have been used to discuss the project and involve the community in
planning the project and mitigation measures.
44
9. RECOMMENDATION AND CONCLUSION
A. Recommendation
107. The process described in this document has assessed the environmental impacts of the
proposed flyover sub-project in Ghaziabad. Potential negative impacts were identified in
relation to design, location, construction and operation of the proposed flyover. Mitigation
measures have been developed to reduce all negative impacts to acceptable levels. These
were discussed with specialists responsible for the engineering aspects, and measures have
been included in the designs for the infrastructure. This means that the number of impacts
and their significance has already been reduced by amending the design. These include:
• Construction of flyover within the ROW of existing road to avoid the need to
acquire land or relocate people
• Design of flyover as per seismic zone to eliminate risk
• Utilizing excavated soil for construction of earthen ramps of the flyover to avoid
the need to disposal of surplus soil and as well as creating new borrow areas for
filling up soil
• Design of drainage system considering the change in topography
• Compensatory tree plantation – 3 trees for each tree felled
• Avoiding complete closure of road by limiting the construction area to actual
flyover site and allowing the traffic on service roads
108. Regardless of these and various other actions taken during the IEE process and in
developing the project, there will still be impacts on the environment when the
infrastructure is built. This is mainly because clearance of encroachments on ROW;
because of the large-scale construction located in a busy urban area. Because of these
factors there are impacts on the physical, social and human environment. Following are
some of the important mitigation measures suggested:
• Implementation of compensatory measures for clearance of encroachments as

recommended by the Resettlement Plan prepared in compliance with NCRPB
policies
• Condition that the all compensatory/resettlement measures must be implemented
before the signing of contract for civil works
109. During the construction phase, impacts mainly arise from generation of dust from soil
excavation and refilling; and from the disturbance of residents, businesses, traffic and
important buildings by the construction work. These are common impacts of construction
in urban areas, and there are well developed methods for their mitigation. Among these,
public and worker safety due to large scale construction using heavy-duty construction
equipment, traffic disturbance during construction is considered to be significant.
Important measures suggested include:
45
• Dust control measures such as water sprinkling and covering the loose material
during transport
• Proper planning and scheduling of noise generating activities
• Maintaining service roads and pedestrian walks in good condition and provision of
personnel to guide traffic
• Providing alternative traffic routes/detours and informing public about the same
• Providing public information boards at site (project details, traffic arrangements,
executing agency and contractor details; safety and contact information)
• Following standard and safe construction practices (barricading the site properly;
avoiding accidental traffic entry including pedestrians; deployment of safety and
security staff; providing warning/sign boards; provision of protection equipment;
special precautions during risky works like arranging the pre-cast elements and
equipment safety checks, etc)
110. Once the construction is over, the flyover will function without any major maintenance so
no major impacts envisaged.
111. The main beneficiaries of the flyover project will be will be the citizens of Ghaziabad and
road users in general.
112. Mitigation will be assured by a program of environmental monitoring conducted to ensure

that all measures are provided as intended, and to determine whether the environment is
protected as envisaged. This will include observations on and off site, document checks,
and interviews with workers and beneficiaries, and any requirements for remedial action
will be reported to the NCRPB.
113. Stakeholders were involved in developing the IEE through both face-to-face discussions
on site and a large public meeting will be held in the town, after which views expressed
will be incorporated into the IEE and the planning and development of the project.
114. There are two essential recommendations that need to be followed to ensure that the
environmental impacts of the project are successfully mitigated. The IA shall ensure that:
• All mitigation, compensation and enhancement measures proposed in this IEE

report and in the Resettlement Plan (RP) of the subproject are implemented in full,
as described in these two documents;
• The Environmental Monitoring Plan proposed in this report and the internal and
external monitoring proposed in the Resettlement Plan are also implemented in
full.
46
B. Conclusion
115. The environmental impacts of the proposed flyover subproject in Ghaziabad have been
assessed by the Initial Environmental Examination reported in this document, conducted
according to the NCRPB ESMS. Issues related to Involuntary Resettlement were assessed
by a parallel process of resettlement planning and will be compensated by measures set out
in detail in the Resettlement Framework for the subproject.
116. The overall conclusion of both processes is that providing the mitigation, compensation
and enhancement measures are implemented in full, there should be no significant
negative environmental impacts as a result of location, design, construction or operation of
the subproject.
117. There are no uncertainties in the analysis, and no additional work is required to comply
with NCRPB procedure or national law. There is thus no need for further study or
Environmental Assessment.
47
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NCR Planning Board

(TA No. 7055-IND)
FINAL REPORT
Ghaziabad
Short Resettlment Plan
July 2010
Abbreviations

AF : Affected Family
AP : Affected Person
BPL : Below Poverty Line
BSR : Basic Schedule of Rates
CPR : Common Property Resource
DPR : Detailed Project Report
EA : Executing Agency
FGD : Focus Group Discussions
GRC : Grievance Redressal Committee
GDA : Ghaziabad Development Authority
GNN : Ghaziabad Nagar Nigam
HH : Household
HOH : Head of Household
INR : Indian National Rupee
IP : Indigenous Peoples
IO : Implementing Organisations
IA : Implementing Agency
IPSA : Initial Poverty & Social Assessment
LTH : Legal Title Holder
NCRPB : National Capital Region Planning Board
NGO : Non-Government Organizations
NPRR : National Policy on Resettlement & Rehabilitation
PMU : Project Management Unit
PRA : Participatory Rural Appraisal
R&R : Resettlement & Rehabilitation
ROW : Right of Way
RO : Resettlement Officer
RP : Resettlement Plan
SC : Schedule Caste
ST : Schedule Tribe
TORs : Terms of Reference
WHH : Women Headed Household
i
Contents
1. SHORT RESETTLEMENT PLAN ............................................................................................................ 1

A. DESCRIPTION OF THE PROJECT ................................................................................................................... 1
B. OBJECTIVES OF SHORT RESETTLEMENT PLAN ............................................................................................ 3
C. SCOPE OF LAND ACQUISITION & RESETTLEMENT ...................................................................................... 3
D. SOCIOECONOMIC INFORMATION AND PROFILE ........................................................................................... 5
E. IMPACT ON COMMUNITY RESOURCES ........................................................................................................ 9
F. GENDER IMPACTS AND MITIGATION MEASURES ........................................................................................ 9
G. INFORMATION DISCLOSURE, AND CONSULTATION ................................................................................... 10
H. RESETTLEMENT PRINCIPLES AND POLICY FRAMEWORK........................................................................... 11
I. GRIEVANCE REDRESS MECHANISM .......................................................................................................... 14
J. INSTITUTIONAL ARRANGEMENTS, AND IMPLEMENTATION SCHEDULE ..................................................... 14
K. RESETTLEMENT BUDGET.......................................................................................................................... 16
L. TRAINING, MONITORING & EVALUATION ................................................................................................ 17
List of Tables
Table 1-1: Status of Census & Socio-economic Survey ........................................................................ 4

Table 1-2: Size of Squatter and Encroacher Structures.......................................................................... 6
Table 1-3: Affected Assets in the Subproject ......................................................................................... 6
Table 1-4: Summary Profile of the Affected Households ...................................................................... 6
Table 1-5: Social Stratification Details of APs ...................................................................................... 7
Table 1-6: Educational Structure (Age more than 6) ............................................................................. 8
Table 1-7: Occupation Structure (Age more than 18 yrs.) ..................................................................... 8
Table 1-8: Annual Income Pattern of Affected Households .................................................................. 8
Table 1-9: Household Asset Holding pattern ......................................................................................... 9
Table 1-10: Impact on Community Structure......................................................................................... 9
Table 1-11: Entitlement Matrix ............................................................................................................ 13
Table 1-12: Tentative Implementation Schedule ................................................................................. 15
Table 1-13: Tentative Budget ............................................................................................................... 16
List of Figures
Figure 1: Proposed fly over near Patel Chowk (Mohan Nagar) ............................................................ 1
Figure 2: Partial Encroachment in RoW by Shops ................................................................................ 4
List of Appendices
Appendix 1: Longitudinal Strip Plans of Flyover Stretch
Appendix 2: List of Affected Persons
Appendix 3: Stakeholders’ Participatory Consultation – Abstracts
Appendix 4: Public Consultation and Disclosure Plan
Appendix 5: Terms of Reference for RP Implementing Agency / NGO
Appendix 6: TOR for Independent External Monitor for Monitoring & Evaluation of RP
implementation
Appendix 7: Census and SES Questionnaire Format
Appendix 8: Involuntary Resettlement Categorization Form
Appendix 9: Summary Poverty Reduction and Social Strategy
ii
Glossary
Affected Person (or People (households) affected by project-related changes in use of land, water,
Household) forest, grazing land, or other natural resources
Compensation Payment in cash or kind to which the people affected are entitled in order to
replace the lost asset, resource or income
Entitlement Range of measures comprising compensation, income restoration, transfer

assistance, income substitution, and relocation which are due to the affected
persons, depending on the nature of their losses, to restore their economic and
social base to pre-project situation
Grievance Redress The committee formed to resolve grievances of the project affected
Committee persons/families/communities.
Involuntary Development project results in unavoidable resettlement losses that people

Resettlement affected have no option but to rebuild their lives, incomes, and asset bases
elsewhere.
Land Acquisition It is the process whereby land and properties of individuals/community are
acquired for the purpose of project construction
Relocation Rebuilding housing, assets, including productive land, and public

infrastructure in another location
Rehabilitation Re-establishing incomes, livelihoods, living and social system
Replacement rate Cost of replacing lost assets and incomes, including cost of transactions
Resettlement effects Loss of physical and non-physical assets, including homes, communities,
productive land, income-earning assets and sources, subsistence, resources,
cultural sites, social structures, networks and ties, cultural identity and mutual
help mechanisms
Resettlement Plan A time-bound action plan with budget setting out resettlement strategy,
objectives, entitlement, actions, responsibilities, monitoring and evaluation
Vulnerable groups Distinct groups of people who might suffer disproportionately from
resettlement effects.
Displaced Persons* In the context of involuntary resettlement, displaced persons are those who are
physically displaced (relocation ,loss of residential land, or loss of shelter)
and/or economically displaced (loss of land, assets, access to assets, income
sources, or means of livelihoods) as a result of (i) involuntary acquisition of
land, or (ii) involuntary restrictions on land use or on access to legally
designated parks and protected areas
Economic Loss of land, assets, access to assets, income sources, or means of livelihoods
Displacement* as a result of (i) involuntary acquisition of land, or (ii) involuntary restrictions
on land use or on access to legally designated parks and protected areas.
Source: 1.ADB’s Handbook on Resettlement: A Guide to Good Practice, 1998

2.*Safeguard Policy Statement, June 2009, ADB
iii
EXECUTIVE SUMMARY
1. Description of Project. The intersection on NH 24 is one of the critical locations that carry
a high volume of traffic. The speed survey conducted on this stretch of the highway also
indicated a peak hour average speed of 19 kmph. The study has mandated a flyover to be
built at this junction (NH24/Madan Mohan Malviya/Loni Road) by 2015. The objective of
subproject is to construct a fly over from Km 0.00 (Shadra/Delhi side) to Km 2.213
(Ghaziabad side). The improvement of this grade separator through proposed fly over is
one of the proposed sub-projects. The width of the flyover at the junction will be 17 m in
each side, including the crash barriers. The width required on ground at the beginning and
end of the ramps is about 35 m.
2. Objectives of Short Resettlement Plan. In keeping with ADB’s Policy on Involuntary

Resettlement, a Short Resettlement Plan (SRP) has been prepared for the subproject. The
survey and assessment undertaken during preparation of the subproject indicates that the
subproject will entail some degree of resettlement impact and this SRP has been prepared
in accordance with ADB’s Policy on Involuntary Resettlement to address those impacts.
This short RP identifies the broad scope of the subproject and outlines the policy,
procedures for compensation and other assistance measures for affected persons and
institutional requirements for implementation, budget etc. of RP under NCRPB project.
3. Scope of Land Acquisition & Resettlement. A census and socio-economic survey was
undertaken in the chainage between Km. Km 0.00(Shadra/Delhi side) to Km
2.213(Ghaziabad side). An estimated 57APs will be affected and there are 5 Common
Property Resource (CPR) will be affected by the subproject. Of the total 57 APs 19
households/APs are commercial squatters squatting upon the ROW. They run their small
business like tea stall, vehicle repairing shop etc and earn their livelihood. During
consultations, the squatter APs expressed their willingness to shift their business to make
the ROW encumbrance free as required by the sub project. Rest of the 38 APs are located
in shopping complex which has been encroached the RoW partially. As per the design, the
required width of the ramp of the flyover is 35 m, however, the available RoW is 37 mts.
Beyond 35mts to 37 mts the RoW is being encroached by permanent commercial
buildings. Through consultation it was learnt that most of the business activities are
highway related like vehicle repairing shop, tyre retreading shop, etc. They suggested that
a vendor market near the highway needs to be provided to them to mitigate their economic
displacement and livelihood loss.
4. They run their small business like tea stall, vehicle repairing shop, etc and earn their
livelihood. During consultations, the APs expressed their willingness to shift their business
to make the ROW encumbrance free as required by the sub project. All the 57
structures/shops are commercial in nature and small business activities were observed
within the structures. Relocation assistance and income loss assistance has been
considered for the squatters. Since, all the small business have been considered as
productive and support livelihood, assistance for loss of income has also been considered
in the entitlement matrix prepared for the subproject. The identified project affected
1
shops/structures are falling in to three categories: 1) Temporary; 2) Semi-permanent
and;3) permanent. No private land acquisition is envisaged for this sub project.
5. Socioeconomic Information and Profile. The socio-economic survey was carried out for 19
squatter and 38 encroacher shop owner/APs respectively . The number of total affected
population as derived from the 57 surveyed households is 317, thereby making the average
family size as 5.56. The Resettlement Framework prepared for NCRPB classifies several
groups of population as socially “vulnerable” and has provided special assistance for them.
The Vulnerable groups are: (a) those who are below the poverty line (BPL); (b) those who
belong to scheduled castes (SC), scheduled tribes (ST); (c) female-headed households
(FHH); (d) elderly and (e) disabled persons. There are twelve vulnerable persons among
the affected households have been found from the census and socio economic survey.
There are twelve vulnerable households, and all of them belong to Schedule Caste
(SC).Main occupation of the surveyed households is small trade & business. The average
household income is Rs. 182,696. There are five common property resources located with
in the ROW. These common property resources need relocation by the project authority
before the civil work construction begun.
6. Information Disclosure and Consultation. The social team carried out preliminary
consultations, through Focus Group Discussions (FGDs) and meetings with the APs as
well as the general public. FGDs were conducted primarily in the area with problems of
traffic congestion, dense informal squatter settlements, road junctions ,major junctions,
cycle traffic, common property resources like religious structure, cycle traffic, accident
hotspots and effect on seasonal traffic, weekly market places, seasonal whole sale market
etc. FGDs were also conducted with the APs wherein policy related issues, i.e.,
displacements and other issues like compensation and assistance, input to alternative
design were discussed. The short RP will be translated in Hindi language and will be made
available to the affected people by the Executing Agency (EA) for review and comments
on the policy and mitigation measures, particularly the compensation package, by means
of subproject-level Disclosure workshops prior to loan negotiation. Copies of the short RP
will also be made available at the local level public offices such as revenue offices, to the
stakeholders for local inputs prior to award of civil work contract. The proceedings of the
disclosure workshop and the feedback received will be sent to ADB for review. The final
RP will also be disclosed on the ADB Website and NCRPB website.
7. Gender Impacts and Mitigation Measures. The proposed fly over under this sub project is
expected to open up new economic opportunities for women to upgrade their skills and
also better accessibility to educational and health facilities. The improved road was
perceived to help reduce travel time, as an immediate benefit. Women as a segregated
class are not involved in any economic activity, which demands attention for their special
needs. To ensure that women are secure in receiving payments all benefits will be
provided in joint account where the woman will be the first beneficiary accounts. Where
ever title is provided, it should be provided with joint title with women as the first
beneficiary.
8. Resettlement Principles and Policy Framework. The resettlement principles adopted for
NCRPB and this subproject recognize the State Land Acquisition (LA) Act 1894 and the
entitlement benefits as listed in the National Policy on R&R,2007 (Government of India)
2
and the relevant Asian Development Bank’s (ADB) policies and operations manuals, in
particular the policy on Involuntary Resettlement (Safe Guard Requirements 2009), and
Operations Manual F2 on Involuntary Resettlement (2006) and Hand Book of
Resettlement-A Guide to Good Practices, 1998. Compensation and resettlement assistance
for various types of loss have been determined following the provision made in the
resettlement framework of NCRPB. As the census survey was carried out between 15 - 21
June, 2010 this may be considered as Cut-off date for the Non-titleholder APs (Squatters
and encroachers). The entitlement matrix has been prepared in accordance with the
Resettlement Framework of the NCRPB, for the people and the community affected by the
project and provisions will be kept in the budget for those who were not present at the time
of census survey, after verifying their claim for legal ownership. However, people moving
in the project area after the cut-off date will not be entitled to any assistance. In general,
the people affected by the Sub-Project will be entitled to the following types of
compensation and assistance -(i) Compensation for loss of structure at replacement
cost,(ii) Transfer grant for temporary shift of residence,(iii) Rental Assistance for 3 months
and (iv) assistance for vulnerability. Since the potiential impact is on commercial
structures, chances of loss of income or potential impact on the livelihood of any of the
APs is prominent; and the resettlement assistance for this purposes has been proposed
accordingly. All 38 encroachers need to rehabilitated in a vendor market to be developed
by the project authority. The vendor market needs to be located adjacent to the same
highway. Adequate care needs to be taken while selecting the land. A detailed livelihood
support plan and relocation of the encroachers in vendor market needs to be prepared by
the project authority and subsequently to be approved by the authority before sanctioning
of the loan by ADB. NCRPB/EA and IA will use the RP as a planning tool, verify and
update the inventory prior to implementation of the project, and provide ID cards to the
entitled affected persons for compensation and resettlement purposes. The principles
applicable in defining the entitlements and compensation packages for the affected
households shall remain unchanged.
9. Grievance Redress Mechanism.A Grievance Redressal Committee (GRC) will be

established in Ghaziabad for timely and satisfactory completion of RP related activities
and other requirements of the Resettlement Plan (RP) to facilitate satisfactory
implementation of all ADB funded projects. The primary objective of creating GRC is to
provide a mechanism in order to address and sort out all disputes related to
implementation of resettlement plan, most importantly, to mediate conflict and disputes
concerning compensation payments and cut down on lengthy litigation.
10. Institutional Arrangements and Implementation Schedule. National Capital Planning

Board (NCRPB) will be the Executing Agency (EA) for the Project. Ghaziabad
Development Authority (GDA) would act as implementing agency(IA). A separate
independent unit in IAs office will constitute for the purpose of over all coordination and
management of the project and it will be called as The Project Management Unit (PMU)
will also implement the RP with assistance of Design & Supervision Consultants (DSC) &
an experienced NGO/agency/institution, acting as Implementing Organisation (IO) who
will shoulder the primary responsibility of the RP implementation. The PMU would
ensure monitoring any changes to subproject design which may require re-evaluation of
the need for and adequacy of the RP. If necessary, RP will be updated keeping changed
design in view while entitlement principle remaining unchanged. The PMU will ensure
3
resettlement budgets are delivered on time for timely RP implementation, prior to
commencement of construction work. The total time period for completion of the RP
implementation has been proposed as 12 months.
11. Resettlement Budget. The total estimated budget for implementation of Resettlement Plan
(RP) including payment of compensation and assistance to the entitled AP, preparation of
identity card, cost of resettlement operation and management for the Project through
Implementing Agency and engaging Independent Monitor is INR Rs 5.80 Million.
4
1. SHORT RESETTLEMENT PLAN
A. Description of the Project
12. On Government of India’s request, Asian Development Bank (ADB) has formulated the
Component C relates to urban planning and other activities. As part of the Component B,
several DPRs of different subprojects have been prepared for NCR towns. As part of
traffic and transportation improvement Plan of Ghaziabad city, four sub projects have been
selected for the preparation of DPR. From the junction volume counts analysis and from
its projections it is observed that some junctions have got saturated and some are about to
get saturated in near future. With reference to IRC regarding the capacity of junctions 12
Junctions are recommended to have Grade separator in the horizon years. This report is
the Resettlement Plan of one of the sub project: - “Grade Separator at Patel Chowk
(Mohan nagar). The improvement of this grade separator through proposed fly over is one
of the proposed sub-projects under ADB TA No.7055.
Figure 1: Proposed fly over near Patel Chowk (Mohan Nagar)
13. The objective of subproject is to construct a fly over from Km 0.00(Shadra/Delhi side) to
Km 2.213(Ghaziabad side). The width of the flyover at the junction will be 17 m in each
side, including the crash barriers. The width required on ground at the beginning and end
of the ramps is about 35 meters. In keeping with ADB’s Policy on Involuntary
Resettlement, this Short Resettlement Plan (SRP) has been prepared for the subproject.
1
The strip plan of the sub project has been placed in Appendix 1.It can be seen from
Figure 1 and the strip plan that there is a major intersection with major traffic from Delhi
and Haryana Sub-region and Punjab is passing through. The corridors approaching this
intersection is a busy corridor carrying a high volume of traffic. The intersection on NH 24
is one of the critical locations that carry a high volume of traffic. The speed survey
conducted on this stretch of the highway also indicated a peak hour average speed of 19
kmph. The study has mandated a flyover to be built at this junction (NH24/Madan Mohan
Malviya/Loni Road) by 2015.
14. The project is expected to bring quite a few benefits, viz,
• Result in lower transport costs for freight and passengers of motorised and non-
motorised vehicles;
• Improved road transport corridors ;
• Road network connectivity;
• Improved management of road sector institutions, and
• Basic amenities to the town along the proposed highways
Project benefits in terms of economic analysis also include:

• Savings in vehicle operating costs; and
• Time savings for passengers and goods in transit.
15. The project is also expected to help alleviate development constraints in trade and
commerce, education, health, social welfare, and public safety and contribute to general
expansion and diversification of development activities.
16. As per the requirement of Asian Development Bank Safe guard policy, 2009 require social
impact assessment during the design stage to avoid, reduce or mitigate potential negative
impacts of project action and enhance positive impacts, sustainability and development
benefits has been carried out. The assessments also contribute to engineering design and
result in the preparation of social action plans governing project implementation and the
resettlement and rehabilitation of those who may be displaced by road improvements.
17. The survey and assessment undertaken during preparation of the subproject indicates that
the subproject will entail some degree of resettlement impact and this SRP has been
prepared in accordance with ADB’s Policy on Involuntary Resettlement to address those
impacts. This short RP identifies the broad scope of the subproject and outlines the policy,
procedures for compensation and other assistance measures for affected persons and
institutional requirements for implementation, budget etc. of RP under NCRPB project.
2
B. Objectives of Short Resettlement Plan
18. This Short Resettlement Plan (SRP) has been prepared to mitigate land acquisition and
resettlement impact considering outcome of the preliminary engineering and technical
design and topographic survey. Social screening was undertaken in conjunction with
project feasibility studies. It provides important inputs and guidance to engineering
designs.
19. The RP has been prepared based on census and socio-economic survey that was carried
out register and document the status of the potentially affected population within the
project impact area, their loss of assets, and sources of livelihood. The Census data
provided the basis for establishing a cut-off date for non-title holders in order to determine
who may be entitled to relocation assistance or other benefits from the project.
20. Socio-economic survey has also been carried out in order to establish the mitigation
measures and that includes comprehensive examination of people’s loss of assets,
incomes, important cultural or religious networks or sites, and other sources of support
such as common property resources. Analyses of survey results cover the needs and
resources of different groups and individuals.
21. Preparation of the Resettlement Plan (RP) was undertaken within the project’s social
assessment component. A key prerequisite of the RP is a policy framework for
resettlement containing categories of impacts and their corresponding entitlements. The
RP provide detailed guidance on how to implement provisions in the policy framework,
including institutional arrangements and budgets based on enumeration of project-affected
people with entitlements under the framework.
C. Scope of Land Acquisition & Resettlement
22. Despite all the efforts taken for modifying the design of the project roads, a section of the
communities along the corridor are going to be negatively impacted, mainly due to
clearing of encroachment and squatters from the public ROW. The Row has also been
encroached partially in some places by commercial structure. Negative impacts include
loss of economic opportunities/livelihood, sources of earning, etc. Moreover, a significant
number of community/cultural properties are also going to be negatively impacted.
23. A census and socio-economic survey was undertaken in the chainage between Km 0.00
(Shadra/Delhi side) to Km 2.213 (Ghaziabad side). An estimated 57 APs will be affected
and there are 5 Common Property Resource (CPR) will be affected by the subproject. Of
the total 57 APs 19 households/APs are commercial squatters squatting upon the ROW.
They run their small business like tea stall, vehicle repairing shop etc and earn their
livelihood. During consultations, the APs expressed their willingness to shift their business
to make the ROW encumbrance free as required by the sub project. Rest of the 38 APs are
located in shopping complex which has been encroached the RoW partially. As per the
design, the required width of the ramp of the flyover is 35 mts, however, the available
RoW is 37 mts. Beyond 35mts to 37 mts the RoW is being encroached by permanent
3
commercial buildings. It can be seen from the photographs in fig 2 that proposed fly over
construction will impact upon the commercial business. Through consultation it was learnt
that most of the business activities are highway related like vehicle repairing shop, tyre
retreading shop, etc. They suggested that a vendor market near the highway needs to be
provided to them to mitigate their economic displacement and livelihood loss. No private
land acquisition is envisaged for this sub project.
Figure 2: Partial Encroachment in RoW by Shops
24. The socio-economic survey was carried out on 19 shops of the commercial squatters and
38 shops of the encroachers on ROW. The number of total affected population as derived
from the 57 surveyed shop owners is 317, thereby making the average family size as 5.56.
A list of Affected House holds/families is annexed as Appendix 2.
Table 1-1: Status of Census & Socio-economic Survey

S. No Details No.
1. Total Affected APs/Household 57
2. Common Property Resource (CPR) 05
3. Total household / Shops surveyed 57
4. Household / Shops responded 57
5. Total Affected Population (As per Survey of 57 Shops) 317
Source: Census & Socio-economic Survey, June 2010
4
D. Socioeconomic Information and Profile
25. All the 17 squatter structures/shops are commercial in nature and small business activities
were observed within the structures. 38 encroachers in commercial building are found to
be carrying out any productive occupation in the ROW.All 57 APs/DPs will be
economically displaced. Relocation assistance and income loss assistance has been
considered for the squatters. Since, all the small business have been considered as
productive and support livelihood, assistance for loss of income has also been considered
in the entitlement matrix prepared for the subproject. All 38 encroachers needs to
rehabilated in a vendor market to be developed by the project authority. The vendor
market needs to be located adjacent to the same highway. Adequate care needs to be taken
while selecting the land. A detailed livelihood support plan and relocation of the
encroachers in vendor market needs to be prepared by the project authority. Table 1-3
provides a summary of affected households and type of loss.
26. The identified project affected shops/structures of squatters and encroachers are falling in
to three categories: 1) Temporary; 2) Semi-permanent and 3) permanent. The material
specifications were also collected and accordingly the structures are classified.
27. Following types of structural combinations were found:
• Temporary
o wooden walls
o roof
o floor
o wooden walls
o corrugated sheet/tile roof
o thatched wall
o floor mud
o tiled roof
o mud wall and floor
o thatched roof
• Semi-Permanent-
o brick wall
o concrete floor roof
o stone masonry wall
o floor stone/concrete
o asbestos/tiles roof
• Permanent
o brick wall
o concrete floor roof
o floor concrete
o RCC Structure
5
28. For the squatters, most of the structures are of temporary and semi-permanent natures. The
structures of the encroachers are RCC concrete. The materials of most of the squatter
structures seemed easily transferable to other locations. Most of these are small and used
for commercial purposes.
Table 1-2: Size of Squatter and Encroacher Structures

Description Approx. Floor Area
Squatter Structure
Wooden cabins 4 sq. m.
Thatched structures 5 sq. m.
Semi permanent structures 8 sq. m.
Encroacher Structures
RCC Concrete/Permanent Structure 12 sq. m.
Table 1-3: Affected Assets in the Subproject

Type of Loss Location on ROW Details Affected Assets
(No.) Loss of Area of the structure(Sq. M)
Temporary RHS 06 10.00
LHS 00 00.00
Total 06 10.00
Semi Permanent RHS 08 11.75
LHS 03 04.50
Total 11 16.25
Permanent RHS 28 336
Structure
LHS 0 0
Total 28 336
Note: R.H.S. (from Shahadra towards Ghaziabad)
L.H.S. (from Shahadra towards Ghaziabad)
Source: Census & Socio-economic survey, June 2010
29. A detailed socio-economic survey was carried out during the census operation in June
2010. Table 1-1 shows briefly the status of census and socio-economic survey. Table 1-4
provides a brief socio-economic profile of the affected persons.
Table 1-4: Summary Profile of the Affected Households

Characteristics Units
Total APs – Surveyed 57
Total Affected Population 317
Average Family Size of Affected HH 5.56
Total No. of Scheduled Caste HH 12
Total No. of Woman Headed Households 00
Total No. of Below Poverty Line Households 00
Main Occupation of the Affected Persons Small Trade & Business (Shops)
Average Annual Household /Shop Income Rs. 1,82,696
6
30. The Resettlement Framework prepared for NCRPB classifies several groups of population
as socially “vulnerable” and has provided special assistance for them. The Vulnerable
groups are: (a) those who are below the poverty line (BPL); (b) those who belong to
scheduled castes (SC), scheduled tribes (ST); (c) female-headed households (FHH); (d)
elderly and (e) disabled persons. There are five vulnerable persons among the affected
households have been found from the census and socio economic survey. There are twelve
vulnerable households, and all of them belong to Schedule Caste (SC). Main occupation of
the surveyed households is small trade & business. The average household income is Rs.
182,696.
31. Based on the data of the 57 surveyed households, social stratification of the affected
households can be ascertained (Table 1-5). Of the total APs, 91 and 9 percent are belongs
to Hindu and Muslim communities. The majority of the APs, 42 in number, are of joint
family type while 15 are nuclear families. The predominant family size is “large” with
more than 5 persons, accounting for 50 %. The average family size is 5.56, as stated
earlier.
Table 1-5: Social Stratification Details of APs

S. No Criteria Classification No. of AFs
1. Community Hindu 52
Muslim 05
SC 12
2. Family Type Joint 42
Nuclear 15
3. Family Size Upto 3 10
4-5 18
More than 5 29
32. Literacy status among the affected families is not much encouraging as per information
collected during census and socio economic survey (Table 1-6). The APs, comprising
about 22 %, are having the education level upto primary, which may be fallout of disquiet
economic situation of the APs. Nearly 34 % achieved the education level upto middle.
Nearly 29 % achieved the education level upto secondary.
7
Table 1-6: Educational Structure (Age more than 6)
S. No Occupation No. of Person %
1. Illiterate 18 6.55
2. Informally Literate 19 6.91
3. Primary (Class IV) 42 15.27
4. Middle (Class VIII) 92 33.45
5. Secondary (Class X) 78 28.36
6. Intermediate (Class XII) 25 9.09
7. Graduate and above 1 0.36
Total 275 100.00
33. The proportion of the working population among the APs is 62 %. The unemployed retired
population accounts for about 11 %. About 27 % surveyed working population are daily
wage labor, nearly 3 % population is employed in private service, another 57 % engaged
in trade and business. The occupational pursuit of the affected economically active
population shows a major dependence on the secondary sector of the employment source.
Table 1-7: Occupation Structure (Age more than 18 yrs.)

S. No Occupation No. of Person %
1. Government Service 0 0.00
2. Private Service 6 3.05
3. Cultivation + Allied Agriculture 3 1.52
4. Professional 0 0.00
5. Trade & Business 112 56.85
6. Daily Labour 54 27.41
7. Retired / Unemployed 22 11.17
Total 197 100
34. It is evident from the data on annual household income of 57 APs, that there are no APs
belong to Below Poverty Line (Table 1-8). The proportion of household with annual
income between Rs. 90,000 and above is the highest, about 41 %. While nearly 25 % of
the APs earn an income varying from Rs. 50,000 to Rs. 70,000. There are 12 (21%), APs
have an annual income varying from Rs. 50,000 to Rs. 70,000 respectively. The average
annual household income of the affected families has been calculated as Rs. 182,696.
Table 1-8: Annual Income Pattern of Affected Households

S. No Total Household Income (per annum) Affected Household
No. % to total
1. Below Rs. 50,000 8 14.04
2. Rs. 50,000 - 70,000 14 24.56
3. Rs. 70,000 – 90,000 12 21.05
4. Rs. 90,000 and above 23 40.35
Total 57 100.00
8
35. It can be seen from household asset holding pattern (Table 1-9) that all the APs are having
mobile phone. Twleve AP is having a motor cycle/scooter and 19 APs are having bi-cycle.
Table 1-9: Household Asset Holding pattern

S. No Type of Assets No. of Units
1. Durable Assets 52
A. Gold and Silver Jewelery 56
B. Motor Cycle/ Scooter 12
C. Mobile Phone 57
D. Others (Cycle) 19
E. Impact on Community Resources
36. Some of the infrastructures built to facilitate the basic needs of the communities in these
areas are affected by the project. The common property resources are listed below in
Table 1-10. There are five common property resources located within the ROW. These
common property resources need relocation by the project authority before the civil work
construction begun.
Table 1-10: Impact on Community Structure

Community Properties Numbers
Police Station 01
Public Toilet 02
Bus Shelter 02
Total 05
F. Gender Impacts and Mitigation Measures
37. The proposed fly over under this sub project is expected to open up new economic
opportunities for women to upgrade their skills and also better accessibility to educational
and health facilities. The improved road was perceived to help reduce travel time, as an
immediate benefit. Women as a segregated class are not involved in any economic
activity, which demands attention for their special needs. To ensure that women are secure
in receiving payments all benefits will be provided in joint account where the woman will
be the first beneficiary accounts. Where ever title is provided, it should be provided with
joint title with women as the first beneficiary.
9
G. Information Disclosure, and Consultation
38. The detailed design was primarily aimed at providing a congenial environment for
implementation with less negative impact on land and people accordingly public
consultations were carried out in all critical locations to evolve a consensus. The social
team carried out preliminary consultations, through Focus Group Discussions (FGDs) and
meetings with the APs as well as the general public. FGDs were conducted primarily in
the area with problems of traffic congestion, informal squatter settlements, road junctions
,major junctions, cycle traffic, common property resources like bus shelter, cycle traffic,
accident hotspots and effect on seasonal traffic, weekly market places, seasonal whole sale
market etc. FGDs were also conducted with the APs wherein policy related issues, i.e.,
displacements and other issues like compensation and assistance, input to alternative
design were discussed.
39. Suggestions and comments by APs were kept for detailed investigation in order to
incorporate in technical design the endeavour was to evolve technical design feasibility
endorsing the view of people first. Public discussions were conducted in important
strategic points, where people could assemble in large numbers.
40. The basic objectives of public consultation at project planning stage are as follows:
• To familiarise the local people regarding the development of the road; and
• To provide to the design team the micro social issues concerning corridor
management (road safety , local traffic movement, intersection improvement,
provision of via duct, provision of underpass, provision of junction improvement
,provision of service road , provision of parking place ) etc.
41. The other concern of public consultations and focus group discussions are listed as below:
• Familiarise the R & R policy of ADB and Government of India;
• Likely impact of proposed road development for future socio -economic
development;
• Likely impact of proposed road development for regional connectivity and regional
development perspective;
42. As part of the preparation for the project, state level workshop was conducted with
participation from key stakeholders, line agencies/institutions, government officials, and
others. The purpose of the stakeholder workshop was to present and discuss the different
aspects of project and approach to social impacts and resettlement.
43. The main objectives of the local level consultation at the field level program were to
minimise negative impact in the project corridors and to make people aware of the road
rehabilitation project. During the process efforts were made to ascertain the views and
preferences of the people. The aims of community consultation were:
10
• To understand views of the people affected w.r.t to the impacts of the road; and
• To resolve the issues relating to affect on community property
44. A summary report on Stakeholder consultation is annexed (Appendix 3).
45. The short RP will be translated in Hindi language and will be made available to the
affected people by the Executing Agency (EA) for review and comments on the policy and
mitigation measures, particularly the compensation package, by means of subproject-level
Disclosure workshops prior to loan negotiation. Copies of the short RP will also be made
available at the local level public offices such as revenue offices, to the stakeholders for
local inputs prior to award of civil work contract. The proceedings of the disclosure
workshop and the feedback received will be sent to ADB for review. The final RP will
also be disclosed on the ADB Website and NCRPB website. In addition, a Public
Consultation & Disclosure Plan has been prepared for the subproject and is enclosed as
Appendix 4.
H. Resettlement Principles and Policy Framework
46. The resettlement principles adopted for this subproject recognize the State Land
Acquisition (LA) Act 1894 and the entitlement benefits as listed in the National Policy on
R&R, 2007 (Government of India) and the relevant Asian Development Bank’s (ADB)
policies and operations manuals, in particular the policy on Involuntary Resettlement (Safe
Guard Requirements 2009), and Operations Manual F2 on Involuntary Resettlement
(2006) and Hand Book of Resettlement-A Guide to Good Practices, 1998.
47. Compensation and resettlement assistance for various types of loss have been determined
following the provision made in the resettlement framework of NCRPB. In general, the
people affected by the Sub-Project will be entitled to the following types of compensation
and assistance. The basic resettlement principles and guidelines adopted for this project
from the Resettlement Framework of NCRPB includes:
• Non-titleholders (Squatters) and encroachers will be provided replacement cost of
their structures. The replacement cost will be calculated on prototype basis. The
government-approved valuer will establish the replacement value.
• Provision for multiple options for resettlement (self– relocation or assisted
relocation/vendor market) of the affected commercial structures, including informal
dwellers/ squatters.
• Shifting assistance to the owners of the commercial structures and informal
dwellers/squatter households for shifting of goods and assets
• Transitional assistance to APs due to inability to maintain livelihood during shifting.
• Affected persons will be assisted in their efforts to improve their livelihood and
standards of living or at least to restore them, in real terms
• Rehabilitation assistance i.e., assistance for re-establishing lost businesses and
workdays (including employees) due to the project.
• Special measures and assistance for vulnerable groups.
11
• APs will be meaningfully consulted and will have opportunities to participate in
planning and implementing resettlement programs through vendor market
development
• Appropriate grievance redress mechanism will be established at the town level to
ensure speedy resolution of disputes, if any.
• All activities related to resettlement planning, implementation, and monitoring would
ensure involvement of women. Efforts will also be made to ensure that vulnerable
groups are included.
• Before taking possession of the affected assets, the compensation will be paid to the
project affected people or shifting should be completed in new vendor market to be
constructed for rehabilitating the economically displaced shop owners prior to civil
construction work and R&R assistance will be deposited in the joint account of APs.
• Common Property Resources will be relocated by the project authority prior to civil
construction work.
• Provisions will be kept in the budget for those who were not present at the time of
enumeration. However, anyone moving into the project area after the cut-off date will
not be entitled to assistance.
• The Resettlement Plan for vendor market will include a fully itemized budget and an
implementation schedule
48. The RP is based on the general findings of the census, socio-economic survey, observation
during field visits, and participatory consultation meetings with various groups including
the affected persons in the subproject area. The census was carried out during the period
between 15 - 21 June, 2010. As the census survey was carried out between 15 - 21 June,
2010, this may be considered as cut-off date for the Non-titleholder APs (Squatters) and
encroachers.
49. Project-induced displacement may lead to loss or diminished income for Affected Person
(APs). The main categories of impacts expected as a result of project land and property
acquisition include: (a) Loss of commercial establishments and (b) Loss of livelihood as
employees.
50. The economic rehabilitation grant money will be deposited in bank accounts to be released
only for the purchase of income generating assets. The commercial squatter will be
provided alternative space in adjacent areas for continuing their trade or vocations. These
households will have to be given preference in disbursement of assistance. The IAs will
use its good offices with local authorities to facilitate early rehabilitation of squatters and
encroachers to minimize the loss of income.
51. The entitlement matrix (Table 1-11) has been prepared in accordance with the
Resettlement Framework of the NCRPB, for the people and the community assets affected
by the project and provisions will be kept in the budget for those who were not present at
the time of census survey, after verifying their claim for legal ownership. However, people
moving in the project area after the cut-off date will not be entitled to any assistance.
52. NCRPB/EA and IA will use the RP as a planning tool, verify and update the inventory
12
prior to implementation of the project, and provide ID cards to the entitled affected
persons for compensation and resettlement purposes. The principles applicable in defining
the entitlements and compensation packages for the affected households shall remain
unchanged.
Table 1-11: Entitlement Matrix

S. Type of Loss Unit of Entitlement Entitlement Details
No
A. Loss of Land & Assets
1. Loss of Land Titleholder Compensation Land-for-land will be made available to
at Market/ the affected household, wherever feasible
Replacement or cash compensation at market
value replacement value1 if required;
APs will be explained the process and
their views will be taken into
consideration, while determining the
replacement value.
B. Loss of Structure
2. Loss of Owner of affected Compensation 1) The non-titled AP/Squatter, the owner
structure structure at of the structure on ROW land, will be
replacement provided replacement value of the
cost or residential structure, which will be
relocation calculated as per the latest prevailing
through basic schedule of rates (BSR) without
vendor depreciation.
market 2)Right to salvage material from
demolished structure.
5. One time Economic Rehabilitation
Grant per shop owner/commercial
structure owner of Rs.30000/for loss of
income due to business loss to reestablish
the livelihood.
D. Loss of Common Property Resource
4. Loss of Affected Cash 1) Cash compensation at replacement
Religious community/Institution compensation value.
structure,other responsible 2) Relocation of the structure in
structure, etc. appropriate place.
E. Rehabilitation Assistance
5. Loss of Owner of affected grant a) 2) A lump sum transfer grant at the rate
structure structure of Rs.5, 000 for the each structure for
shifting assets and other belonging
temporarily.
b) Rental Assistance for 3 months @ Rs.
3000/ month.
Economic Owner of affected grant One time Economic Rehabilitation Grant
Rehabilitation structure per shop owner/commercial structure
Grant for loss owner. Lumpsum one time grant of Rs.
1
A High Powered Committee will be established under the Project, if land acquisition is required due to change in project
design. This committee will be responsible to make independent valuation of land based on existing market value. The
Committee will also undertake direct negotiation for settlement of compensation with the APs, wherever required as per the
provision of the Uttar Pradesh Land Acquisition (Determination of Compensation and Declaration of Award by Agreement)
Rules, 1997.
.
13
S. Type of Loss Unit of Entitlement Entitlement Details
No
of income or 30,000/ for loss of income due to business
loss of loss to reestablish the livelihood.
business.
F. Vulnerability Assistance
6. Loss of Vulnerable Owner of grant a) One time vulnerable grants of Rs.5000/
structure affected structure structure owner.
7. Any Any unanticipated consequence of the subproject will be documented and
unanticipated mitigated according to the resettlement framework of NCRPB.
adverse
impact due to
project
intervention
I. Grievance Redress Mechanism
53. A Grievance Redressal Committee (GRC) will be established in Ghaziabad for timely and
satisfactory completion of RP related activities and other requirements of the Resettlement
Plan (RP) to facilitate satisfactory implementation of all ADB funded projects. The
primary objective of creating GRC is to provide a mechanism in order to address and sort
out all disputes related to implementation of resettlement plan, most importantly, to
mediate conflict and disputes concerning compensation payments and cut down on lengthy
litigation. The GRC is constituted as follows:
• Vice-Chairman, Ghaziabad development Authority: Chairman

• Chief Town Planner, NCR Cell, Ghaziabad: Member
• Social & Resettlement Expert of PMU: Member-Secretary
• Representative of affected persons: Member
• Panchyats/Ward Members of Sub project: Member
J. Institutional Arrangements, and Implementation Schedule
54. National Capital Region Planning Board (NCRPB) will be the Executing Agency (EA) for
the Project. Ghaziabad Development Authority (GDA) would act as implementing agency
(IA). A separate independent unit in IAs office will constitute for the purpose of over all
coordination and management of the project and it will be called as The Project
Management Unit (PMU) will also implement the RP with assistance of Design &
Supervision Consultants (DSC) & an experienced NGO/agency/institution, acting as
Implementing Organisation (IO) who will shoulder the primary responsibility of the RP
implementation. The PMU would ensure monitoring any changes to subproject design
which may require re-evaluation of the need for and adequacy of the RP. If necessary, RP
will be updated keeping changed design in view while entitlement principle remaining
unchanged. The PMU will ensure resettlement budgets are delivered on time for timely RP
implementation, prior to commencement of construction work. A brief Terms of
Reference for implementing organization/NGO is annexed in Appendix 5.
14
55. In addition, establishment of a High Powered Committee (HPC) to supervise pre-
construction activities including implementation of RP under ADB assisted project is
proposed. The HPC will consist of the following personnel:
• Divisional Commissioner – NCR Cell (U.P)

• Vice Chair man, GDA
• Revenue Department Officer
• NCRPB Representative
• Representatives of the Affected Persons/Eminent person
56. The Committee will establish the transitional allowance and other assistance like
economic rehabilitation grant to be provided to affected persons based on the prevailing
rates to restore the pre-project levels of livelihoods, in case of loss of livelihood. The HPC
will undertake direct negotiation settlements with the APs, wherever required. The HPC
will be responsible to provide commercial shops to each APs (encroacher) in proposed
vendor market.
57. The valuation of the acquired land for vendor market and other assets will be done at
market rate based on the principle of compensation at the replacement value of the
affected land and assets. The entitled APs will be given advance notice of the date, time
and place of payment through public announcement. All the payment will be made in
cheques payable to the entitled AP and his/her spouse. Photocopy of the cheques will be
preserved by PMU as an evidence of transparent manner of payment. The payment of
compensation will be monitored and verified by NGO/ Executing Agency as well as
representatives of the affected households. All compensation and other assistances will be
paid to the APs prior to commencement of civil works.
58. The item wise tentative implementation schedule has been explained in Table 1-12. The
total time period for completion of the RP implementation has been proposed as 12
months.
Table 1-12: Tentative Implementation Schedule

S. No RP Implementation Activities Year 1
Q 1 Q2 Q3 Q4
Schedule Completion
1. Engaging NGO/Implementing Agency
2. Public consultation/Dissemination of information on Project
3. Verification of AP with Census cut-off-date
4. Updating census data in respect of changed design (if required)
5. Finalization of entitled APs
6. Preparation of photo Identity Card of Entitled AP
7. Opening Bank Account (Joint A/c in the name of HOH & his
spouse/next of kin)
8. Distribution of ID Card
9. Computation of Compensation/Assistance
10. Disbursement of payment of compensation
15
S. No RP Implementation Activities Year 1
Q 1 Q2 Q3 Q4
Schedule Completion
11. Disbursement of payment of other Assistance
12. Setting up of GRC
13. Grievance Redress Initiation
14. Preparation of Database of AP
15. Engaging External Monitor
K. Resettlement Budget
59. The total estimated budget for implementation of Resettlement Plan (RP) including
payment of compensation and assistance to the entitled AP, preparation of identity card,
cost of resettlement operation and management for the Project through Implementing
Agency and engaging Independent Monitor is INR Rs 5.80 Million. A break up of cost
estimate is given in the following table (Table 1-13).
Table 1-13: Tentative Budget

S. No Item Unit Qty. Unit Cost Total cost in
in Rs Million INR
A. Compensation for Structure- Replacement Cost
Sq.
1 Commercial/Shops (17 in Nos) 26.5 5500 0.28
M
Vendor Market for commercial shops of Sq.
2. 336 7000 2.35
encroachers (38 in Nos) M
Sub-Total of A 2.63
B. Resettlement Assistance
1 Transfer grant for structure/Shops 57 5000 0..28
2 Rental assistance for 3 months 57 3 3000 0.51
3 Economic Rehabilitation Grant 57 30000 1.71
3 Rehabilitation Assistance for Vulnerable 12 5000 0.06
Sub-Total of B 2.56
C. Support for RP Implementation
Engaging NGO for RP Updating &
1 L/s 0.200 0.20
Implementation
Social and Resettlement Team of PMU And EA
2 L/s 0.400 0.40
including Logistics
3 Training L/s 0.100 0.10
4 Independent External Monitoring L/s 0.350 0.20
Sub-Total of C 0.09
Total (A+B+C) 5.28
Contingencies @ 10% 0.52
Total Rs. in Million 5.8
Note: 1. The cost of relocation of CPR will be considered in the BOQ of DPR
2. Replacement Cost of Structure has been calculated with the help of current BSR on unit
Area Rate. This need to be authenticated at the time of fixation of compensation through
an approved building valuer.
3. Land cost for the development of vendor market is not included in the budget as the
16
priority will be given to find the government land.
L. Training, Monitoring & Evaluation
60. The RP will have both internal and external monitoring. Internal Monitoring will be a
regular activity for PMU, Social Development & Resettlement specialist and will oversee
the timely implementation of R&R activities.
61. An orientation and training in resettlement management will be provided under the Project
to the NGO/agencies by the Social Development & Resettlement specialist at the PMU
level. The training activities will focus on issues concerning – (i) principles and
procedures of land acquisition; (ii) the policies and principles agreed under the ADB loan;
(iii) public consultation and participation; (iv) entitlements and compensation
disbursement mechanisms; (v) Grievance redressal and (vi) monitoring of resettlement
operation.
62. The NGO/agency, assisting in preparation and implementation of a RP, will submit
monthly progress report of RP implementation to the EA through the respective PMU. The
PMU will conduct regular internal monitoring of resettlement implementation and prepare
quarterly progress reports for submission to ADB. The reports will contain progress made
in RP implementation with particular attention to compliance with the principles and
entitlement matrix set out in the resettlement plan. The report will also document
consultation activities conducted, provide summary of issues or problems identified and
actions taken to resolve the issues, and provide summary of grievances or complaints
lodged by households and actions taken to redress such complaints.
63. An independent agency/monitoring expert will be engaged by the PMU in agreement with
ADB to undertake biannual external monitoring of the project implementation. This expert
will submit its reports biannually directly to ADB and NCRPB. A brief Terms of
Reference for External Monitor is annexed (Appendix 6).
17
Appendix 2: List of Affected Persons
S. No. R.H.S. S. No LHS
1 Ashok 1 Bhagwan Dass
2 Deepchand 2 Brijlal
3 Dileep 3 Rajiv
4 Harishchand
5 Kailash
6 Md. Shashim Ahmed
7 Mukesh
8 Raju
9 Ram Singh
10 Ramu
11 Rama
12 Satish
13 Shivkumar
14 Shriram
15 Himashu
16 Lallan
17 Yusuf
18 Satbir
19 Mujib
20 Mustak
21 Satnam
22 Harpal
23 Mahesh
24 Ramlal
25 Ranjan Kumar
26 Harjeet
27 Harkrishan
28 Ramsingh
29 Samir
30 Gaurav
31 Sonam
32 Sonu
33 Rajdeep
34 Arun
35 Yogesh
36 Inder
37 Vinood
38 Deepak
39 Ravi
40 Anil
41 Rakesh
42 Ramraj
43 Inderpaul
44 Saurav
45 Sahit
46 Joga Singh
47 Durgesh
48 pappu
S. No. R.H.S. S. No LHS
49 Chotelal
50 Vineyok
51 Rambadan
52 Hari Singh
53 Manoj
54 Pankaj
Appendix 3: Stakeholders’ Participatory Consultation – Abstracts
Dates/consultation Key Outcomes Integration into Project Design and
• The people wanted to know the • The project background was given
Action Plan
1. Government
level consultations details about the project, by the PA. Compensation will be
• For those losing commercial

were started with a especially compensation for paid based on the Project Policy.
• Those losing structure wanted

kick off worshop the affected squatter structure.
on 10.12.09. structure – alternative option will be
2. There were to know what alternative provided in the Project Policy, taking
• For equal widening of the road, it

constant would be provided. Most asked into consideration the extent of loss.
• Overall people were not

consultations with for alternative site.
GDA and NCR was explained that the road design
Planning cell from opposed to the road, but asked was based on technical
January 2009 to
• Where ever government land is
to keep to the existing considerations.
October 2009. alignment – people wanted
Around 10
• People also asked to consider
equal widening of the road. available it will be considered – how
consultative
• The Project will consider reduction
ever this was dependent on design.
meetings were held available government land
during this period while widening, and avoid of the ROW where ever possible.
3. AP level
• People wanted information
affecting structures. The different road cross sections
consultations and
• It was informed that affected
were explained to the people.
FGDs were held about the ROW and what
from October 10 to would be the impacts outside community assets and public utilities
20 2009.
• The people said that
the ROW by the project will be replaced before the start of
the project. Structures which are
Around 06 community assets and public important to the community will be
consultative utilities should be replaced and retained as far as possible. In case it
meetings were held shifted prior to the start of cannot- it will be replaced by the
during this period.
• Squatters asked for alternative • During the process of notification
project work. project.
livelihood option and for under land acquisition, the exact
• The people asked for road

commercial sites. extent of land to be acquired will be
• It was explained that squatters will

notified.
safety measures in critical
zones. It was informed that the be assisted according to the project
• As a part of project design adequate

project will take sufficient Resettlement Policy.
safety measures to prevent
• Encroachers will loose the

accidents. safety measures will be integrated to
prevent accidents. Attention will be
• The project Authorities will hold

livelihood as part of the given school and hospital zones.
structures which are
commercial in nature are further meetings to resolve issues
• It was informed that during

encroached in ROW. Vendor where there is no consensus.
market needs to be provided by
the project as rehabilitation implementation the NGOs will hold
and relocation measure. detailed consultations.
Appendix 4: Public Consultation and Disclosure Plan
Activity Task Timing No. of Agencies Feedback/Issues/

(Date /Period) People Concerns Raised
Stakeholder Identification Mapping of the project area From February, 09 15 persons TA Consultants – The project area was observed with
to Sept, 09 Technical, a view to identify suitable project
Environmental & Social design.
Safeguard Specialists and
HNP, HPDA
Project information Dissemination of information From October, 08 - TA Consultants – -
Dissemination to Sept, 09 Technical,
Environmental & Social
Safeguard Specialists and
HNP, HPDA
Consultative meetings Discuss potential impacts of August and 25 persons TA Consultants – Issues related to impact of the
with APs during Scoping the project September 2009 Technical, project:
Phase Environmental & Social Job/labour opportunity during
Safeguard Specialists construction/implementation of the
project
Project information Informal Meetings with - All the APs CTA Consultants – -
Dissemination affected persons (APs) & other Technical,
important Environmental & Social
persons of Safeguard Specialists
the locality
Public Notification Publish list of affected - Collector, Land -
lands/sites in a local Acquisition.
newspaper; Establish
eligibility cut-off date
Socio-Economic Survey Collect socio-economic 10-20 Oct, 2009 40-45 TA Consultant & Social Information and census data
information of AP’s and their and final repeat Survey team collected on :
perception on the project survey fro 15-21st No. of affected families
June 2010 Socio-economic profile of the APs
Awareness created about project
concept & resettlement impact .
Activity Task Timing No. of Agencies Feedback/Issues/
(Date /Period) People Concerns Raised
Consultative meetings on Discuss entitlements, - - IA&EA(GDA and -
Resettlement Mitigation compensation rates, NCRPB)
Measures grievance redress
Mechanisms
Publicize the resettlement Distribute Leaflets or - - IA&EA(GDA and -
plan (RP) (Proposed date) Booklets in local language NCRPB)
Full Disclosure of the RP Distribute short RP in local - - IA&EA(GDA and
to Affected families language to APs NCRPB)
(Proposed date)
Web Disclosure of the Short RP posted on ADB - - IA&EA(GDA and
short RP (Proposed date) and/or EA website NCRPB)
Consultative Meetings Face to Face meetings with - - IA&EA(GDA and -
during DMS APs NCRPB)
Disclosure after Detailed Disclose updated short RP to - - IA&EA(GDA and -

Measurement Survey APs NCRPB)
(DMS)
Web Disclosure of the Updated short RP posted on - - IA&EA(GDA and -

Updated short RP (subject ADB and/or EA website NCRPB)
to change of technical
design)
Appendix 5: Terms of Reference for RP Implementing Agency / NGO
Project Description
On Government of India’s request, Asian Development Bank (ADB) has formulated the
(Mohan nagar). The improvement of this grade separator through proposed fly over is one
of the proposed sub-projects under ADB TA No.7055. In keeping with ADB’s Policy on
Involuntary Resettlement, this Short Resettlement Plan (SRP) has been prepared for the
subproject: The objective of subproject is to construct a fly over from Km 0.00
(Shadra/Delhi side) to Km 2.213 (Ghaziabad side).
IA/PMU will engage experienced non-government organizations (NGOs) or institution to

assist in the implementation of the RP, particularly to conduct public consultation program
and to develop public awareness and action programs to facilitate implementation of the
subproject. The proactive role of the people living in the vicinity of the sanitary land fill
site area is a requisite condition for success of the project. The NGOs to be hired would be
responsible to the PMU and will function in close cooperation with and under the guidance
of the R&R Expert of PMU.
Scope of Work – General

To design and produce information materials such as project brochures, pamphlets,
posters, and billboards to be used in the information and awareness campaign in the
project area, particularly to create awareness on environmental protection.
To assist the R&R Expert, in implementation of RP provisions with special attention on

timely payment disbursement to the entitled APs prior to commencement of civil
construction work.
Specific Tasks
• Information campaign on the proposed project and Resettlement Plan for the project
affected persons.
• Prepare and update AP database, if required, with reference to changed design and
census cut-off-date. Create computerized updated database of the entitled APs.
• Assist APs to open bank account, jointly with their spouses, or next of kin, prior to
payment disbursement.
• Assist PMU in verification and updating of record of rights of the title holders.
• Prepare photo identity cards of the entitled APs.
• Assist the APs to resolve their grievances, specially regarding payment of
compensation, through interaction with the GRC.
• Participate in and organize community consultation with the various groups of
stakeholders for smooth progress of project implementation.
• Contribute towards capacity building of the community based organizations, specially
in the land fill site where the unemployed youth can be actively engaged in the
project.
• Formation of groups that can maintain and protect the green belt around the landfill
site.
• Prepare quarterly reports on work completed and progress made. Provide specific
examples of community involvements in the process and local capacity building to
deal with the issues.
Qualifications
The NGOs must have at least 5 years of work experience in the above activities with good
track records. Local NGOs in the project area with good credentials will be preferred. If
local experienced NGOs are not available any reputed institute may be engaged after
proper orientation and RP implementation training is provided to the selected staff of the
agency.
Time Frame
The NGO/Implementing Agency will be engaged for a period of 12 months and the
agency will commence their work from the beginning of RP implementation. A budgetary
allocation has been provided in the Tentative Budget for RP implementation.
Appendix 6: TOR for Independent External Monitor for Monitoring & Evaluation of RP
implementation
Project Description
On Government of India’s request, Asian Development Bank (ADB) has formulated the
(Mohan Nagar). The improvement of this grade separator through proposed fly over is one
of the proposed sub-projects under ADB TA No.7055. In keeping with ADB’s Policy on
Involuntary Resettlement, this Short Resettlement Plan (SRP) has been prepared for the
subproject: The objective of subproject is to construct a fly over from Km 0.00
(Shadra/Delhi side) to Km 2.213 (Ghaziabad side).
Scope of Work
The Independent External Monitor will be supervising and monitoring RP implementation
activities and will work in coordination with R&R Expert, PMU. The key tasks of the
External Monitor will be to as follows:
• To review and verify the progress in resettlement implementation as outlined in the
Resettlement Plan (RP).
• To assess whether resettlement objectives, particularly living standard of the Affected
Persons (APs) has been restored or enhanced.
• To assess resettlement efficiency, effectiveness, impact and sustainability, drawing
both on policies and practices and to suggest any corrective measures, if necessary.
Specific Tasks and Methodology

1 .Review pre-project baseline data on income and expenditure, occupational and
livelihood patterns, arrangements for use of common property, social organization,
leadership patterns, community organizations and cultural parameters.
2. Identify an appropriate set of indicators for gathering and analyzing information on
resettlement impacts; the indicators shall include but not limited to issues like
disbursement of payment of entitlement packages and level of satisfaction by the APs in
post-Project period.
3. Review results of internal monitoring and verify claims through random checking at the
field level to assess whether resettlement objectives have been generally met. Involve the
APs, host population, and community groups in assessing the impact of resettlement for
monitoring and evaluation purposes.
4. Conduct both individual and community level impact analysis through the use of formal
and informal surveys, key informant interviews, focus group discussions, community
public meetings, and in-depth case studies of APs and other stakeholders from various
social classes to assess the impact of resettlement.
5. Identify the strengths and weaknesses of basic resettlement objectives and approaches,
implementation strategies, including institutional issues, and provide suggestions for
improvements in future resettlement policy making and planning.
Time Frame and Reporting

The External Monitor will be engaged for a period of 15 months about 3 months after
commencement of RP implementation so that some activities will be in progress. The
Monitor will submit quarterly report to the PMU and to ADB concurrently each
completion of each quarter of the year.
Budget
The budgetary allocation has been provided in the Tentative Budget prepared for RP
implementation. The logistics for supervising RP activities may be provided by PMU.
Appendix 7: Census & SES Format
Questionnaire No. :
Date of Census/ Survey : / /

d d m m y y y y
Name of the Investigator :
1.0 HOUSEHOLD (PAF) IDENTIFICATION
1.1 House / Plot / Khasra No. :
1.2 Ward / Mouza No. :
1.3 Name of Ward / Mouza :
1.4 Name of Town / Block / Tehsil :
1.5 Name of District :
2.0 PAH — CHARACTERISTICS

(THE RESPONDENT SHOULD BE PREFERABLY THE HEAD OF HOUSEHOLD (HOH) OR THE OWNER OF SBE).
2.1 Name of the HOH/ Owner :
2.2 Name of the Respondent :
2.3 Relationship with the HOH / Owner :

01 Self 02 Spouse 03 Son/ Daughter-in-
law
04 Daughter/ Son-in-law 05 Brother/ Sister 06 Father/ Mother
07 Other Relatives 08 Tenant 09 Business Partner
99 Others (Specify)
3.0 SOCIAL GROUP PARTICULARS FOR THE HOH/ OWNER
3.1 Family Type :
01 Joint 02 Nuclear 03 Extended
3.2
A. Community
What category do you belong to :

01 SC 02 ST 03 OBC
04 General 05 Muslim
3.3 Vulnerability
What V.G. do you belong to?
01 WHH 02 BPL 03 SC / ST
04 PHC 05 Elderly person living alone / Orphan
Short Resettlement Plan
1.1. CODE LIST FOR HOUSEHOLD PARTICULARS
B. Column 2 Relationship with the Head of the Household/ Owner of the Shop/ Business/ Enterprise
01 Self 02 Spouse 03 Son / Daughter-in-law

04 Daughter / Son-in-law 05 Brother / Sister 06 Father / Mother
07 Other Relatives 08 Tenant 09 Business Patner
15 Employee 99 Others
C. Column 3 Sex
01 Male 02 Female
D. Column 5 Marital status
01 Married 02 Unmarried 03 Divorced

04 Separated without Court Order 05 Widow / Widower 06 Deserted
99 Others (Specify)
E. Column 6 Education
01 Illiterate 02 Informally Literate 03 Primary Educated (upto Class 4)

04 Middle Educated (upto Class 8) 05 Secondary Educated (upto Class 10) 06 Intermediate Educated (upto Class 12)
07 Graduate & Above 08 Diploma 99 Others
F. Column 7 Occupation
01 Cultivation 02 Allied agricultural activities (e.g., dairy, 03 Labour (daily waged)

animal husbandry/Fisherman)
04 Government Service 05 Private Service in Organised Sector 06 Private Service in Un-organised Sector
07 Small Entrepreneur 08 Trade & Business 09 Professional (Doctor, Engineer, Mechanic
etc.)
99 Others (Specify)
Short Resettlement Plan
4.0 HOUSE HOLD PARTICULARS/ OWNER OF BUSINESS & EMPLOYEE DETAILS

1 2 3 4 5 6 1. 7 8 9
Relatio Monthly Income from

nship
2. Occupation Occupations
Name of the members of the family/ Business Marital Educatio Skill Possessed by
Sl. with Sex Age Main Subsidiary
Enterprise status n adult members
HOH/ Main Subsidiary
Owner 1 2 3
Code Code Yrs. Code Code Code Code Code Code Rs. Rs.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Please see Clarifications & the Codes for different Columns in the previous Page.
5.0
G. Ownership of Structure /
Land
5.1 Use of Land / Structure : Land Structure

01 Residential 02 Rented 03 Commercial
04 Agricultural 05 Fallow 06 Gazing
07 Allied Agri. 99 Others (Specify)
5.2 Do you own the structure / Land? :

01 Owner 02 Tenant 03 Lessee
5.3 If Yes, since when : years
5.4 If you are an owner do you have legal document to support your claim?
: 01 Yes 02 No
5.5 Name the documents :

1.
2.
3.
4.
5.
5.6 If you are a tenant, have you paid any advance/ deposit to the owner?
: 01 Yes 02 No
5.7 How much? : Rs.
5.8 Is the advance/ security deposit refundable?

: 01 Yes 02 No
5.9 Do you have legal document to support your claim?

: 01 Yes 02 No
5.10 As a tenant have you erected/extended any essential structure on your owner’s property?
: 01 Yes 02 No
5.11 If Yes, then specify : sq. m.
5.12 Cost of the structure built by you? : Rs. in year

6.0 AGRICULTURAL LAND USAGE (OF AREA TO BE ACQUIRED)
6.1 LAND UTILIZATION
Kindly give details of your landholdings
Sl. H. PARTICULARS Unit (in acres / local unit) Remarks
No. Owned Acquired
A.
I. OWN LAND
1.
J. CULTIVATED LAND
2.
K. FALLOW LAND
NB: If unit of area is in local unit state the conversion rate in acre/ Hectare
7.0 DETAILS OF TREES, ORCHARDS AND BUSHES
Trees Name No. Domestic Sale Remarks
1.
2.
3.
4.
5.
Orchards Name No. Domestic Sale Remarks
1.
2.
3.
4.
5.
Bushes Name No. Domestic Sale Remarks
1.
2.
3.
4.
5.
8.0 HOUSEHOLD EXPENDITURE

1.1. Expenditure (Rs.)
L. Items of M. Consumption
expenses per month
1.
N. FOODING O. P.
2. Clothing
3. Fuel & Firewood
4. Health, Education & Misc.
5. Others (Specify)
Q. TOTAL
9.0 HOUSEHOLD INCOME
Kindly give details of your income from various sources during the last one year.
1.1. Annual Income (Rs.)
R. Source
1. Cultivation
2.
S. ALLIED AGRICULTURE/SHEEP FARMING/ETC
3. Small Entrepreneurships
4. Trade & Business
5. Profession
6. Salary / Commission from Service
7. Rent/ Lease ( of agri. Land / equipment / animals)
8. Labour
9. Any Others (Specify)
T. TOTAL
Note: Respondent may not be in a position to give yearly income. In that case ask how many days in a
month he works and how much is his earnings per day.
10.0 ASSET HOLDINGS
Sl. Type of Assets UNITS Remarks
No.
10.1.
U. Durable Assets
A. Gold and Silver Jewellery

B. Motor Cycle/ Scooter/ Car
C. Mobile Phone / Electronic Gadgets
D. Others (Specify)
V.
10.2.
W. Livestock
A. Cow / Buffalo
B. Goat / Sheep
C. Poultry Birds
D. Others (Specify)
10.3. AGRICULTURAL ASSETS

A. Tractor and Threshers
B. Power Tiller
C. Others (Specify)
11.0 COVERAGE UNDER GOVERNMENT DEVELOPMENT SCHEMES
11.1 Have you availed of any benefit under any Government schemes?
: 01 Yes 02 No
11.2 If yes, kindly give us the following details
Kind of help
X. MENTION NAME OF THE SCHEME
1.
2.
3.
4.
5.
01 Loan 02 Training 99 Others, Specify
11.3 If Loan (01), kindly indicate the amount : Rs.
11.4 If Training (02), kindly indicate the type :
11.5 When did you receive the help? :
11.6 After availing this scheme did your annual income increase?
: 01 Yes 02 No
11.7 If yes, how much? : Rs.
11.8 If No, Why? :
11.9 Are you still continuing with the activity? : 01 Yes 02 No
11.10 If No, why? :
12.0 REMARKS, IF ANY

APPENDIX 8: INVOLUNTARY RESETTLEMENT CATEGORIZATION FORM
(TA No. 7055-IND)-Capacity Development of the National Capital Region Planning Board
(NCRPB) – Component B – Sub Project Proposed fly over near Patel Chowk (Mohan Nagar),
Ghaziabad
A. Introduction
Projects 1 are assigned an involuntary resettlement category depending on the significance of the probable
involuntary resettlement impacts. “Significant” means 200 or more people will experience major impacts.
Major impacts are (i) being physically displaced from housing, or (ii) losing 10% or more of productive assets
or both.
Initial screening for involuntary resettlement is to be conducted as early as possible in the project cycle, at the
project concept stage where feasible, and no later than project or program preparatory technical assistance,
project preparatory note fact-finding, or due diligence.
B. Instructions
1. (i) The checklist and categorization form is to be completed by the Project Team Leader (PTL) with
the assistance of a Resettlement Specialist or Social Development Specialist in the Operations Department. This
form, endorsed by the Sector Division Director, is then submitted by the PTL to the Environment and Social
Safeguard Division (RSES) for endorsement by RSES Director, and for approval by the Chief Compliance
Officer (CCO) of the Regional and Sustainable Development Department (RSDD).
(ii) The involuntary resettlement categorization of a project is a continuing process. If there is a change in a
project that may result in category change, the Sector Division should resubmit a categorization form for
endorsement by RSES Director and approval by the CCO. The previous checklist should be attached to the
revised checklist for reference.
1
ADB projects include (i) public sector project loans, program loans, sector loans, sector development
program loans, financial intermediation loans, private sector loans or equity investments, and guarantees for
funding of specific projects or subprojects; (ii) all project components regardless of the source of financing.
D. Screening Questions for Resettlement Categorization
Probable Involuntary Resettlement Effects* Yes No Not Possible Remarks

Known
Will the project include any physical construction work? √
Does the project include upgrading or rehabilitation of √
existing physical facilities?
Are any project effects likely lead to loss of housing, other √ To some extent.
assets, resource use or incomes/livelihoods?
Is land acquisition likely to be necessary? √
Is the site for land acquisition known? Not Applicable
Is the ownership status and current usage of the land known? √
Will easements be utilized within an existing Right of Way? √
Are there any non-titled people who live or earn their √ Around 19 squatters and 38
livelihood at the site or within the Right of Way? encroachers who run business/APs
will be affected. All of them are
illegally occupying the ROW. They
will be loosing the business and
livelihood due to widening of the
road.There will be economic
displacement.
Will there be loss of housing? √
Will there be loss of agricultural plots? √
Will there be losses of crops, trees, and fixed assets? √
Will there be loss of businesses or enterprises? √ Informal business run by illegal
occupier in ROW
Will there be loss of incomes and livelihoods? √
Will people lose access to facilities, services, or natural √ Not Applicable
resources?
Will any social or economic activities be affected by land use- √
related changes?
• Are local laws and regulations compatible with ADB’s

If involuntary resettlement impacts are expected:
√ To some extent.
• Will coordination between government agencies be

Involuntary Resettlement policy?
Not Applicable
• Are there sufficient skilled staff in the Executing Agency

required to deal with land acquisition?
Capacity building of the existing staff
for resettlement planning and implementation? √ and recruitment of new staff is
• Are training and capacity-building interventions required

required.
√ Before implementation capacity
prior to resettlement planning and implementation? building through training is essential.
*Whenever possible, consider also any future subprojects or investments.
Information on Affected Persons:
Any estimate of the likely number of households that will be affected by the Project?
[ ] No [ √ ] Yes If yes, approximately how many?- There are approximately 57 households will be affected.
Are any of them poor, female-heads of households, or vulnerable to poverty risks? 12 are vulnerable(Vulnerablity by Schedule caste)
[ ] No [√ ] Yes If yes, please briefly describe their situation: There are twelve vulnerable households, and all of them belong to Schedule Caste (SC).
Main occupation of the surveyed households is running shall business. There will be no vulnerable to poverty risk because in the entitlement matrix of the
project specific RP, adequate provision has been made.
Are any APs from indigenous or ethnic minority groups? If yes, please explain?
Additional Information Requirements for Private Sector projects:

[ ] Resettlement and land acquisition completed [ ] PSOD is lending to a Financial Intermediary
[ ] Resettlement to be completed [ ] The project is an Equity Investment
[ ] Project entails risk by association (e.g associated [ ] The project is a Partial Credit /Political Risk Guarantee
facilities are part of the project but not funded [ ] Others, please describe______________________
by the proponent)
E. Involuntary Resettlement Category [✓] New [ ] Re-categorization

After reviewing the answers above, the Project Team Leader and Social Development/
Resettlement Specialist agree subject to confirmation, that the project:
1. Project Categorization and Resettlement Planning Requirements

[ ] Category A, Significant IR impact, a full Resettlement Plan is required.
[√] Category B, Non-significant IR impact, a short Resettlement Plan is required.
[ ] Category C, No IR impact, no resettlement report is required.
[ ] Additional information is needed for categorization and is to be gathered by the Project
Team Leader. In the interim, the project is classified as:
[ ] Category A/B
[√] Category B/C
[ ] Social Development/ Resettlement Specialist to participate in Fact Finding
[ ] Consultant support is required to prepare Resettlement Plan/Resettlement Framework
(RP/RF), therefore the TOR for a Social Development/ Resettlement Specialist
should be included in TA Report
2. Additional Requirements for Sector, Sector Development Program/Project Loans,

Emergency Loans and Hybrid Loans
[√ ] Resettlement Framework
[ ] Core Subproject Resettlement Plans
Note:
A draft RP/RF disclosed to APs and endorsed by the Executing Agency is required before
Management Review Meeting (MRM).
A summary RP/RF should be included as a core appendix in the draft RRP for MRM.
A satisfactory RF/RP is required before Appraisal.
2. Indigenous Peoples Impact Categorization Form
B. Identification of indigenous peoples in project area
Impact on indigenous peoples (IPs)/ Not Yes No Remarks or identified

ethnic minority(EM) known problems, if any
Are there IPs or EM groups present in project 9
locations?
Do they maintain distinctive customs or economic 9

activities that may make them vulnerable to
hardship?
Will the project restrict their economic and social 9

activity and make them particularly vulnerable in
the context of project?
Will the project change their socioeconomic and 9

cultural integrity?
Will the project disrupt their community life? 9
Will the project positively affect their health, 9

education, livelihood or social security status?
Will the project negatively affect their health, 9

education, livelihood or social security status?
Will the project alter or undermine the 9

recognition of their knowledge, preclude
customary behaviors or undermine customary
institutions?
In case no disruption of indigenous community 9

life as a whole, will there be loss of housing, strip
of land, crops, trees and other fixed assets owned
or controlled by individual indigenous
households?
C. Anticipated project impacts on indigenous peoples
Project activity and output Anticipated positive effect Anticipated negative effect
Not applicable
D. Decision on Categorization
After reviewing the answer above, the Mission Leader and Social Development Specialist agree that the
project:
Should be categorized as an A project, an Indigenous Peoples Development Plan (IPDP) is required or, for
sector/FI projects, an Indigenous Peoples Development Framework (IPDF) is required
Should be categorized as a B project, a specific action favorable to indigenous peoples/ethnic minority is

√ required and addressed through a specific provision in RRP and in related plans such as a Resettlement
Action Plan, a Gender Action Plan or a general Community Participatory Plan
Should be categorized as a C project, no IPDP/IPDF or specific action required
Project Team Comments:

There is no requirement of land acquisition for the proposed road widening as the ROW is available.
However,the required ROW is illegally occupied by squatters and encroachers. The squatters and
encroachers are mainly engaged in income earning pursuits. Around 19 squatters and 38 encroachers
who run business/APs will be affected. All of them are illegally occupying the ROW. They will be
loosing the business and livelihood due to fly over construction. The proposed project will also be
impacted upon 5 CPRs(Common Property Resources). There is no other likely impact for displacement
due tofly over construction. Although the shop owners were apprehensive of their likely loss but the
advantage of the improved road condition also appealed to them. The likely APs are ready to cooperate
during the project implementation. If there is any change in sub project design the proposed RP needs to
be updated before implementation. All 38 encroachers needs to rehabilated in a vendor market to be
developed by the project authority. The vendor market needs to be located adjacent to the same highway
.Adequate care needs to be taken while selecting the land. A detailed livelihood support plan and
relocation of the encroachers in vendor market needs to be prepared by the project authority and
subsequently to be approved by the authority before sanctioning of the loan by ADB.
RSES Comments:
Arup Khan Narendra Singh Shekhawat

Social Development & TA Team Leader, TA No. 7055-
Resettlement Specialist, TA No. IND
7055-IND
APPENDIX 9: SUMMARY POVERTY REDUCTION AND SOCIAL STRATEGY
Country/Project Title: (TA No. 7055-IND)-Capacity Development of the National Capital Region
Planning Board (NCRPB) – Component B Sub-Project: Proposed fly over near Patel Chowk (Mohan
Nagar),Ghaziabad
Lending/Financing Department/
Modality: Division:
I. POVERTY ANALYSIS AND STRATEGY
A. Linkages to the National Poverty Reduction Strategy and Country Partnership Strategy
The Program is primarily designed to improve the urban infrastructure and services in the Municipal Area of Ghaziabad
Development Authority. Investments in urban infrastructure have positive spinoffs in terms of economic growth and
poverty reduction. The proposed NCRPB capacity development project is expected to boost the regional economy through
the provision of improved urban services. The city of Ghaziabad is a fast growing land locked city within the National
Capital Region of Delhi. Ghaziabad is listed amongst the world’s fastest growing cities and as one of the most dynamic
economies of the world. Ghaziabad is well connected by National Highways and other Major roads to Delhi, and NCR
towns like Meerut, Bulandshahr, Moradabad etc., and shares its boundary with Delhi. Ghaziabad acts as a major gateway
into Uttar Pradesh. The population growth of Ghaziabad is 89.25 per cent during 1991-2001 in comparison to 62.46 per
cent population growth in urban areas of UP sub-region of National Capital Region (NCR). This signifies that the city’s
population has been growing at a very rapid pace compared to other cities of Uttar Pradesh (UP) sub-region. The City of
Ghaziabad once known for small and medium scale industries, has had witnessed tremendous commercialization of urban
populace over the last couple of decades. The municipal limits of the city have outgrown fast, accommodating the urban
sprawl. The regional influence of the city is compounded by its proximity to Delhi apart being part of National Capital
Region. The city is a gateway to newly carved out state of Uttaranchal and important cities of Western and Central UP. The
prevailing traffic and transport scenario on urban arterial roads and city bypasses is very grim; the roads that connect
Ghaziabad with Delhi are generally choked with bumper-to-bumper traffic crawling during the peak hours of the day. This
snag is further aggravated by considerable proportion of trucks, commercial vehicles and the other bypass traffic traversing
the city. Though various efforts have been made by civic authorities in developing the infrastructure all over the city,
nothing much has been achieved to ease of the city’s traffic conditions on roads and intersections.
The project will help address the chronic capacity shortage in the road system of Ghaziabad. An efficient and reliable road
net work is essential for socio-economic development and economic growth. The project is consistent with Master
Plan(2021) of GDA. The project will also create direct employment and wider employment opportunities around the
improved road.
B. Poverty Analysis Targeting Classification: General intervention (GI)
1. Key Issues
The National Human Development Report, 2001 prepared by Planning Commission of India presents poverty scenario at
national and state level during the period 1999-2000 based on various parameters. By Head Count Ratio the proportion of
poor for India as a whole was 26.1%, while rural areas recorded 27.1% against 23.6% in urban areas. The estimates for
2000-01 on HDI shows that UP’s rank 12 amongst the States in India. UP’s rank shows some improvement between 1991
and 2001. The Human Poverty Index indicates human deprivation in terms of development in economic, educational and
heath dimension. Uttar Pradesh belongs to the category of high poverty States. In 1993-94 the State ranked 11th out of the
14 major States of India in poverty levels with 36 Per Cent of persons below the poverty line. One striking feature of
poverty in the State has been that urban poverty ratios have remained above the rural poverty ratio. The official estimate
shows that poverty may have declined by about 10 Per Cent points in UP between 1993-94 and 1999-00.
Per capita net state domestic product in Uttar Pradesh in current prices doubled from Rs. 5,066 in 1993/94 to Rs. 10,289 in
2002/03. NSS UP data show that the pattern of growth between 1993/94 and 2002/03 was pro-poor, meaning that per
capita expenditures of the poorest one-tenth of the population increased faster (by 109 percent in nominal terms) than that
of the richest one-tenth (which increased by 62 percent in nominal terms). The head count poverty rate for UP fell from
40.9 percent to 29.2 percent between 1993/94 and 2002/03. In absolute terms, the absolute number of poor in UP declined
from 59.3 million in 1993/ 94 to 48.8 million in 2002/03. The poverty rate in rural areas of UP fell from 42.3 percent to
28.5 percent, while that in urban areas declined only slightly from 35.1 to 32.3 percent.
The important national Highways passing through Ghaziabad are NH-58 which goes to Merrut, NH-24 which goes to
Hapur and NH-91 which goes to Sikandrabad. Along with these highways, there is Hapur bypass passing through
Ghaziabad connecting Madan Mohan Malviya Marg and NH 91. The Y junction on NH 24 connecting NH 58 (near
Mahamaya sports stadium) has become one of the most critical intersections in the city. The modal distribution of traffic at
this junction is a mix of all types of vehicles with HTV/commercial vehicles high during night and early morning hours.
The GT Road carries large volume of traffic to an extent that it has exceeded its capacity by 50-60%. Rapid urbanization
has lead to a sharp increase in travel demand. While the road layout in the city is well-planned, efforts to improve the
condition of non-arterial roads should continue.
Although direct poverty alleviation is not envisaged the project will provide an essential urban service to improve
considerably the urban transport scenario. Besides, unskilled labour available in the locality will be engaged during
implementation of the project providing employment opportunity to the poor families. The Project is designed to support
the Government of India’s poverty reduction strategy by (i) providing equal job opportunities for women and minorities
during project construction and operation; and (ii) disseminating information and preparing local communities to take
advantage of the enhanced accessibility of various markets, jobs, government policies and initiatives that will become
available to them after the construction phase.
2. Design Features
There is no specific pro poor design for this project. But as mentioned above the poor /underemployed families stand to
gain from implementation of the sub project.
C. Poverty Impact Analysis for Policy-Based Lending

Not Applicable
II. SOCIAL ANALYSIS AND STRATEGY
A. Findings of Social Analysis
Key Issues
National Capital Region (NCR), a unique region, is the fastest growing region. It has the best economic base for growth of
industries and new economy as well (software, Export Promotion Zone (EPZ) and Special Economic Zones (SEZ)). Within
NCR, Ghaziabad is one of the fast developing Delhi metropolitan area city. Ghaziabad district, carved out of Meerut district
in 1976, had Ghaziabad as class I city. During partition of India, it was a class III town. With onset of industralisation of the
surrounding areas, it became class II town in 1961 and with growth rate of 82.10% in 1961-1971, it acquired the status of
class I city in 1971. After Kanpur, Ghaziabad is the biggest industrial city in Uttar Pradesh (U.P.) state. The city has grown
at very fast pace during the last three decades to emerge as a Metro and strengthen its economic base. The city has one of
the best road and rail connections among cities in U.P. State.
The urban development of the city has been achieved through Master Plan 1981 and Master Plan 2001 from a population
base of 70000 (1961) to 2.72 (1981) lakh and 9.68 lakh (2001), an emerging metro as per census. River Hindon flows
through the city dividing it into east of Hindon (Cis Hindon Area i.e. CHA) and west of Hindon (Trans Hindon Area i.e.
THA). CHA constitutes 2/3rd in area and population while THA constitutes 1/3rd area and population. The proportion of
the slum population to total population is one third.
The intersection on NH 24 is one of the critical locations that carry a high volume of traffic. The speed survey conducted
on this stretch of the highway also indicated a peak hour average speed of 19 kmph. The study has mandated a flyover to be
built at this junction (NH24/Madan Mohan Malviya/Loni Road) by 2015. The objective of subproject is to construct a fly
over from Km 0.00(Shadra/Delhi side) to Km 2.213(Ghaziabad side).
There is no requirement of land acquisition for the proposed road widening as the ROW is available. However,the required
ROW is illegally occupied by squatters and encroachers. The squatters and encroachers are mainly engaged in income
earning pursuits. Around 19 squatters and 38 encroachers who run business/APs will be affected. All of them are
illegally occupying the ROW. They will be loosing the business and livelihood due to fly over construction. The proposed
project will also be impacted upon 5 CPRs(Common Property Resources). There is no other likely impact for displacement
due tofly over construction. Although the shop owners were apprehensive of their likely loss but the advantage of the
improved road condition also appealed to them. The likely APs are ready to cooperate during the project implementation. If
there is any change in sub project design the proposed RP needs to be updated before implementation. All 38 encroachers
needs to rehabilated in a vendor market to be developed by the project authority. The vendor market needs to be located
adjacent to the same highway .Adequate care needs to be taken while selecting the land. A detailed livelihood support plan
and relocation of the encroachers in vendor market needs to be prepared by the project authority and subsequently to be
approved by the authority before sanctioning of the loan by ADB.
B. Consultation and Participation
1. In the course of social assessment informal participatory discussion was held with the people with the help of structured
questionnaires. All the persons consulted expressed satisfaction regarding proposed fly over project. As the proposed fly
over project will reduce congestion and also reduce the travel time, the participants’ well- come the project. There is no
requirement of land acquisition for the proposed road widening as the ROW is available. However,the required ROW is
illegally occupied by squatters and encroachers. The squatters and encroachers are mainly engaged in income earning
pursuits. Around 19 squatters and 38 encroachers who run business/APs will be affected. All of them are illegally
occupying the ROW. They will be loosing the business and livelihood due to fly over construction. The proposed project
will also be impacted upon 5 CPRs(Common Property Resources). There is no other likely impact for displacement due
tofly over construction. Although the shop owners were apprehensive of their likely loss but the advantage of the improved
road condition also appealed to them. The likely APs are ready to cooperate during the project implementation. If there is
any change in sub project design the proposed RP needs to be updated before implementation. All 38 encroachers needs to
rehabilated in a vendor market to be developed by the project authority. The vendor market needs to be located adjacent to
the same highway .Adequate care needs to be taken while selecting the land. A detailed livelihood support plan and
relocation of the encroachers in vendor market needs to be prepared by the project authority and subsequently to be
approved by the authority before sanctioning of the loan by ADB.
2. What level of consultation and participation (C&P) is envisaged during the project implementation and monitoring?
Information sharing Consultation Collaborative decision making Empowerment
3. Was a C&P plan prepared? Yes No

To make the project effective public awareness & participation are essential so that adequate cooperation is being received
from the local population. It is envisaged that after the sub project is approved, the details of the project design and
requirement will be disclosed to the people before commencement of implementation through community consultation.
C. Gender and Development
1. Key Issues
The sub-project will not cause any specific gender issue and is neither focused particularly on women. However, execution
of project will have indirect positive impact on women’s mobility.
2. Key Actions. Measures included in the design to promote gender equality and women’s empowerment—access to and
use of relevant services, resources, assets, or opportunities and participation in decision-making process:
Gender plan Other actions/measures No action/measure
III. SOCIAL SAFEGUARD ISSUES AND OTHER SOCIAL RISKS

Issue Significant Strategy to Address Issue Plan or Other
/Limited/ Measures Included in
No Impact Design
Due to availability of the ROW for fly over
Involuntary Limited construction, land acquisition is not required. Full Plan
Resettlement Appropriate measures to rehabilitate 19 squatters Short Plan
and 38 encroachers, those who run business and Resettlement
earn their livelihood need to be restored. The Framework
relocation of 5 CPRs are also needed. No Action
A Resettlement Plan will be prepared to address
the issue of relocation of commercial squatters and
CPRs.
Plan
There are no indigenous people residing in the
Indigenous Other Action
project area that will either be required for
Peoples No impact Indigenous
acquisition or will be displaced.
Peoples
Framework
No Action
Labor
There will be opportunity of employment
Employment Limited
generation during construction of the project
opportunities Plan
component.
Other Action
No Action
Labor No impact No loss of job or other form waged labor is
retrenchment envisaged.
Core labor
standards No impact -
No user fees/tax exists as of today. Awareness
Affordability No impact campaign and public consultation may be needed Action
to encourage people to take house connections to No Action
the road side sewer chambers.
Other Risks and/or
Vulnerabilities
HIV/AIDS Plan
Human No impact Other Action
trafficking No impact No Action
-
Others(conflict,
political instability, No impact
etc), please specify
IV. MONITORING AND EVALUATION
Are social indicators included in the design and monitoring framework to facilitate monitoring of social development
activities and/or social impacts during project implementation? Yes No
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Technical Assistance Consultant’s Report

Project Number: 41598

India: Capacity Development of the National Capital

For National Capital Region Planning Board

Capacity Development of the National

ADB Asian Development Bank

1. INTRODUCTION ....................................................................................................................................... 1

Table 2-1: Projected Traffic at Mohan Nagar Junction .......................................................................... 5

Figure 2-1: Projected Traffic at Mohan Nagar Junction ........................................................................ 5

Appendix 1: Geotechnical Investigation Report

Volume V-A2: Detailed Designs

B. Overview of this ADB TA

6. Objectives. The objective of this TA is to strengthen the capacity at NCRPB, state-level

7. The TA – Capacity Development of the NCRPB, Component B focuses on strengthening

(i) Conduct technical, institutional, economic and financial feasibility analysis of

9. Besides, this component of the TA will also:

C. About the Final Report

Volume I: Detailed Project Report for Water Supply System in Panipat

Volume VI: Capacity Building Activities

D. Structure of Volume V Report

(i) Volume V-A: DPR for Mohan Nagar Flyover

1. Structure of this Volume V-A Report

Volume V-A1: Main Report:

Volume V-A2: Detailed Designs

A. Traffic Scenario at Mohan Nagar Junction

Table 2-1: Projected Traffic at Mohan Nagar Junction

Figure 2-1: Projected Traffic at Mohan Nagar Junction

Figure 2-2: Location of Proposed Flyover

Existing and Proposed Flyover Locations

Figure 2-3: Orientation of Grade-Separator

3. ENGINEERING SURVEYS & INVESTIGATIONS

1. Detailed Survey of Topographical Features

drain, including the beginning and end of drains.

C. Trial Pit/ Subsoil Investigations

1. For Pavement Design

• Grain Size Analysis

2. Soil Testing for Embankments

D. Geo Technical Investigations for Foundation of Structure

29. Objective. The objective of Geo-technical Investigations is to evaluate the following:

• To evaluate allowable safe bearing capacity and settlements of soils/rock to design

31. Field (In-situ) Investigations.

E. Material Survey and Analysis

1. Cement, Bitumen and Steel

Table 3-2: Details of Existing Utilities

4. IMPROVEMENT PROPOSALS AND DESIGN STANDARDS

B. Geometric and Structural Design Standards

IRC: 86 – 1983, “Geometric Design Standards for Urban Roads in Plains”.

43. Super Elevation. A maximum super elevation of 5.6% is adopted.

2. Road Signage and Markings

C. Structural Design Standards

49. Following IRC/IS Codes are followed in the design

IRC:69-2005 Guidelines and Specifications of Expansion joint

D. Details of Improvement Proposals

Figure 4-1: Typical cross section of flyover

Foot path Service road Service road Foot path

Figure 4-2: Typical cross section at pier

Figure 4-3: Plan at Pier

Figure 4-4: Typical Cross-section at Abutment

500 7500 1000 7500 500

Figure 4-5: Plan at Abutment

750 3600 3600 750

E. Improvements to Existing Traffic Regulations

G. Salient Features of Proposed Flyover