Executive Summary NH-148NA - Pkg1

Construction of Six Lane access controlled Highway from DND Maharani Bagh to Junction with Jaitpur-
Pushta Road Section of NH-148NA (Design Ch.0.000 to 9.000) in the National Capital Territory of Delhi on
Hybrid Annuity Mode under Bharatmala Pariyojana (Package-I)
CHAPTER 1
EXECUTIVE SUMMARY
1.1 General
The Ministry of Road Transport and Highways (MORTH), Government of India has
proposed “Bharat Mala Pariyojana” an Umbrella scheme of road development project
through National Highways Authority of India (NHAI), National Highway, Industrial
Development Corporation Ltd (NHIDCL) and State Public Works Departments (PWD) at
an estimated cost of INR5,35,000crores. This is the second largest highways construction
project in the country after NHDP, where in almost 50,000 km of roads are targeted
across the country. This project aim to improve connectivity particularly on economic
corridors, border areas and to remote areas with an aim of rapid and safe movement of
cargo to boost exports. International trade considered as a key aspect in this scheme and
Northeastern states have been given special focus.
The project was cleared by the Union Cabinet on October 25, 2017.The ambitious project
expected to create nearly 100million man days of jobs during the construction and
subsequently to about 22million jobs of the increased economic activity across the
country. The construction will carried out through many means including debt
funds, budgetary allocation, private investment, toll operator transfer etc. The total length
of around 34,800km considered in phase 1 including
 Economic corridors of around 9,000km,
 Inter-corridor and feeder routes of around 6,000km,
 National Corridors Efficiency Program of about 5,000 km roads
 Border and international connectivity roads of around 2,000 km,
 Coastal and port connectivity roads of around 2,000 km,
 Expressways of around 800 km
 NHDP roads of 10,000km
SA Infrastructure Consultants Pvt. Ltd. 1101A, 11th floor, Tower A-II, Corporate park,
Plot no. 7A/1, Sector-142, Noida, UP has been appointed as consultant to carry out
Consultancy Services for Preparation of DPR for development of Economic Corridor,
Inter Corridors and Feeder Routes to improve the efficiency of freight movement in India
under Bharatmala Pariyojana (Lot-4/Package-1) from DND Maharani Bagh to Junction
with Jaitpur-Pushta Road Section of NH-148NA (Design Ch.0.000 to 9.000 kms).The
Agreement was signed on 28th of March, 2018.
Project stretch falls in the State of Delhi which is situated in the Northern part of India.
Delhi officially the National Capital Territory of Delhi (NCT), is a city and a union
territory of India. It is bordered by Haryana on three sides and by Uttar Pradesh to the
east. The NCT covers an area of 1,484 square kilometers (573 sq mi). It is connected to
[Ch-1, Detailed Project Report] Page 1

other parts of India by five National Highways: NH 44, 2, 48, 9 and 24 and some
important Pillars of Delhi‟s Road Infrastructures like- Inner Ring Road, Outer Ring Road,
Delhi Noida Direct flyover, Delhi Gurgaon expressway, Delhi Faridabad skyway.
The Starting Ch. 0+000 takes off DND Maharani Bagh and end at Ch. 9+000 junction
with Jaitpur-Pusta Road. The Design length of project road is 9.000 km. Project stretch is
divided into 3 Packages-1, 2 & 3. Package-I starts from km. 0+000 (Jn. With DND
Maharani Bagh) to km. 9+000 (Junction with Jaitpur-Pushta Road). The location of the
project roads has been shown in the Figure 1.1 as Index Map.
Fig. 1.1 Index Map
1.2 Socio Economic Profile

Delhi, officially the National Capital Territory of Delhi (NCT), is a city and a union
territory of India. It is bordered by Haryana on three sides and by Uttar Pradesh to the
east. The NCT covers an area of 1,484 square kilometers (573 sq mi). According to the
2011 census, Delhi city proper's population was over 11 million, the second-highest in
India after Mumbai, while the whole NCT's population was about 16.8 million. Delhi's
urban area is now considered to extend beyond the NCT boundary and include the
neighbouring cities of Faridabad, Gurgaon, Noida and Ghaziabad in an area now called
Central National Capital Region (CNCR) with an estimated 2016 population of over 26
million people, making it the world's second-largest urban area according to United
Nations.
Table 1.1 describes the socio economic details of project affected districts.

Table 1.1: Socio-Demographic Data of the Project districts
Project Total Increases Literacy

Sex ratio Density
District Population (%) (%)
South Delhi 2,731,929 20.51 862 86.57 11060
1.3 Project Description

The salient features of the proposed alignment are given below:
 The Project road starts from Km.0+000 Maharani Bagh and ends at Km.9+000
(junction with Jaitpur-Pusta Road).
 Six lane roads are proposed for the proposed alignment.
 The overall length of the Project is 9.000 Km.
1.3.1 Carriageway Details
 Main Carriageway: The Paved Carriageway shall be 26.0 meters for Six lane
sections excluding median and Crash Barrier but including kerb Shyness and 22.0
meter of six lane for junction improvement at Kalindi Kunj.
 Elevated Carriageway: The Paved Carriageway shall be 26.0 meters wide for Six
lanes excluding median and Crash Barrier but including kerb Shyness.
 Service Road: The Paved Carriageway shall be 10.50 meters wide for 3 lanes on
both side.
a) In addition to width of paved carriageway mentioned above, additional lane/lanes
shall be given as acceleration/ deceleration lane and tapper for Loops/Ramps to the
required length at interchange locations as per Specifications.
b) In addition to width of paved carriageway mentioned above, at RE wall and Retaining
wall locations the width of paved carriageway including paved shoulder and edge strip
shall be as given in the corresponding TCS.
1.3.2 Shoulder and footpath cum drain

There is no existing drain at site and Footpath cum drain having width of 1.5m shall be
proposed.
1.3.3 Terrain
The entire project road passes through plain terrain.
1.3.4 R.O.W. Details

Along the project stretch the ROW is varying from 50-80m. Detail of PROW is given in
the table below.
TOTAL
CHAINAGE (KM)
S. NO. ROW REMARKS
FROM TO (IN M )
1 0+000 3+000 50 EXITING AS PER DDA/ DELHI PWD
2 3+000 7+350 60 EXITING AS PER UP IRRIGATION
1.3.5 Major and Minor Junctions

There are 2 major intersections on project road and 3 nos. minor junctions out of which 1
nos. is + junction and 2 nos. are T-Junctions. Details of Major and Minor Junctions are
given in Chapter 3 of Main report.

1.3.6 Bus Shelter and Truck Lay-bye
Bus Shelter shall be proposed at Ch. 7+200 on both hand side. No truck lay bay is
proposed along the stretch.
1.3.7 Toll Plaza

There is no proposed toll plaza.
1.3.8 Bridges, Structures and Culverts
Summary of existing and proposed bridges, structures and culverts are given below;
Table 1.4 Summary of Structures (Existing/ Proposed)
Reconst New
Sr. Structure Existing Retained
ruction Construction Remarks
no. Type (Nos.) (Nos.)
(Nos.) (Nos.)
Minor
1 2 Nil 2 Nil
Bridges
2 Ramps Nil Nil Nil Nil
3 ROB Nil Nil Nil Nil
4 RUB Nil Nil Nil Nil
Elevated length of
Elevated/
5 Nil Nil Nil 1 7.621km excluding
Flyover
approach length
6 Culverts Nil Nil Nil 5
7 VUP Nil Nil Nil Nil
8 LVUP Nil Nil Nil Nil
1.4 Traffic
The objective of classified traffic volume count survey is to estimate traffic intensity on
the project road. Classified volume count survey has been carried out at two locations.
The analysis shows that the Average Daily Traffic (ADT) along project road is varying as
9072 PCU‟s at TVC-1 and 7424 PCU‟s at TVC-2 during peak hours. After analysis,
Average Daily Traffic (ADT) comes out for all locations are given in Table.
Table: Summary of Traffic at all Locations

TVC-1 Near Badarpur Border
Near Pirthala on NH19
on NH 19
Total Vehicles 90314 50403
Total PCU 88329 60919

 Origin and Destination survey

The survey was conducted at 2 locations viz., near Badarpur Border on NH -19 (OD-1) and
near Pirthala on NH -19 (OD-2).
The lead distribution for the commercial vehicles are presented in tables 13and 14 and
presented through Fig. 10 and 11. It clearly says that maximum share of lead for all freight
vehicles is within 200 km (56.21%) at OD 1 and within 300 km (65.26%) at OD 1. However,
average lead for all freight vehicles is 262 km and 233 km at OD 1 and OD 2 respectively.
Table: Lead distribution of Commercial Vehicles OD-1
(Near Badarpur Border on NH-19)
OD-3 (%)
Lead Range Cumulative
LCV 2 Axle 3-Axle MAV All
Percentage
0 – 99 40.74% 30.96% 24.19% 20.13% 28.16% 28.16%
100 – 200 34.07% 28.03% 26.77% 25.32% 28.04% 56.20%
200 – 300 12.59% 12.97% 11.94% 17.53% 13.37% 69.57%
300 - 400 1.48% 5.86% 9.03% 4.55% 6.09% 75.66%
400 - 500 3.70% 9.21% 11.61% 13.64% 10.02% 85.68%
>500 6.67% 12.97% 16.45% 18.83% 14.32% 100.00%
Total 100.00% 100.00% 100.00% 100.00% 100.00%
Table: Lead distribution of Commercial Vehicles at OD-2

(Near Pirthala on NH -19)
OD-4 (%)
Lead Range
LCV 2 Axle 3-Axle MAV All Cumulative Percentage
0 – 99 18.90% 18.10% 11.83% 12.06% 17.10% 17.10%
100 – 200 33.54% 29.21% 31.32% 24.12% 29.88% 46.98%
200 – 300 18.29% 18.41% 16.47% 22.11% 18.27% 65.26%
300 - 400 6.10% 9.84% 9.28% 10.05% 9.09% 74.35%
400 - 500 8.54% 9.52% 13.23% 12.56% 11.34% 85.69%
>500 9.15% 13.65% 15.55% 17.09% 14.31% 100.00%
Total 100.00% 100.00% 100.00% 100.00% 100.00%
1.5 Pavement Design

1.5.1 Types of Survey
1) Pavement Condition Assessment Survey
Visual Inspection Survey was carried out. The parameters observed in this Survey were:
a) Types of surface

b) Types of cracks (alligator/block/transverse/longitudinal) and its area;
c) Pot holes, raveling and patching areas;
d) Shoulder defect;
e) Rutting (measured with a 3 meter long straight edge.)
All the above defects were calculated in terms of percentage of carriageway area of
length 1000 meters and width of 7 meters. This was done to consider the results of
Pavement Condition Survey against those of Bump Integrator or Roughness Survey.
2) Roughness Survey
For assessment of roughness (reported in terms of unevenness index) the locations
identified on the carriageway were left and right wheel paths. Since it was
difficult to maintain the standard test speed of Bump Integrator Unit on account of
heavy commercial vehicles, measurements along the central wheel path could not
be done. Average of the values along left and right wheel paths were taken as the
measure of unevenness index for the carriageway. Based on the MORT&H &
IRC recommendations or roughness, the riding quality of the pavement has been
determined in terms of Pavement Serviceability Rating (PSR) also. The survey
was carried out through Central Road Research Institute, New Delhi.
3) Falling Weight Deflectometer
A falling weight Deflectometer (FWD) is a testing device used by civil engineers to

evaluate the physical properties of pavement. FWD data is primarily used to estimate
pavement structural capacity for 1) overlay design and 2) to determine if a pavement
is being overloaded. FWD data is most often used to calculate stiffness-related
parameters of a pavement structure. The process of calculating the elastic moduli of
individual layers in a multi-layer system based on surface deflections is known as
"back calculation", as there is no closed-form solution. The FWD is designed to
impart a load pulse to the pavement surface which simulates the load produced by a
rolling vehicle wheel. The load is produced by dropping a large weight, and
transmitted to the pavement through a circular load plate - typically 300 mm
diameter on roads. IRC code 115-2014 is used for Falling weight Deflectometer
standards and specifications.
4) CBR along with allied tests and DCP Tests
CBR along with allied tests and DCP tests below the existing pavement were carried
out as described under Para 4.5. Crust thickness of the existing pavement and
shoulders were also determined.
1.5.2 Design
1. General
Pavement design has been done for three scenarios:

2. Design of overlay over existing Pavement
a) Flexible Overlay:
For the overlay design of flexible type, Benkelman Beam Deflection survey data was
used. The data of the survey was corrected for temperature variation and correction
was applied for seasonal variation, wherever required, although the survey was
conducted soon after monsoon, which is the period when the pavement is in its
weakest condition as per Para 4.5.1 of IRC-8. IRC; 81-1997 was followed for the
design of overlay thickness.
For use in the design of overlay thickness, VDF was calculated from the data of Axle
Load Survey, conducted at suitable locations on the road. The commercial vehicles
using the road were a mix of two axle and multi axle. All the load values were
classified in a class interval of 2 and their mid-value used for calculating their
equivalence factor or damaging effect. Average vehicle damage factors were
calculated for each class interval and average vehicle damage factor for commercial
vehicles was computed.
The VDF thus calculated was used in the relevant formula to calculate MSA over the
design period. The projected MSA took account of growth rate, determined again
from detailed traffic survey and study of past trend.
3. Design of flexible pavement for new Formation
The flexible pavement design was done as per IRC: 37-2018. The methods prescribed in
IRC: 37 and AASHTO were also considered. The CBR value of the sub grade soil was
determined in the laboratory. Traffic growth rate was arrived at after conducting
appropriate study. The vehicle damage factor was also calculated from the data of axle
load survey conducted on the existing SH-248 at different locations.
1.5.3 Selection of Option
The selection of option is based on the life cycle costing of flexible type vis-à-vis rigid
type of pavement. The life cycle cost of each type of pavement has been estimated with
due consideration to the following factors.
1. Cost of initial construction
2. Cost of maintenance
3. Cost of rehabilitation during the design life period
The design life of Rigid Pavement has been taken as 30 years after the period of
construction. For Flexible Pavement the life cycle cost has been compared by taking the
initial cost of construction. Routine maintenance, periodical renewals and overlay after
every 10 years.
1.5.4 Investigation of Existing Pavement and Sub-grade

Maximum Dry Density (MDD) and corresponding Optimum moisture content were
(OMC) determined using standard method in accordance with IS: 100074-1982. After
calculating the bulk density and dray density – for different moisture content and dry
density graphs were plotted. The moisture content corresponding and MDD was taken as
optimum moisture mix content.
a) CBR
Samples were collected from the pits at the location of test pits used for D.C.P. test. The
CBR moulds were prepared by using Dynamic Standard Compaction method in
accordance with IS: 9669-1980, IS: 2720 (Part-16) 1979 and IRC-37. Moulds were
prepared for samples before the pavement at FMC if the O.M.C. was less than F.M.C.
and at O.M.C. if the F.M.C. was less than O.M.C. For samples at toe, the moulds were
prepared at O.M.C.; C.B.R. values were determined after evaluating the results at 2.5
mm and 5.00 mm.
b) Crust
The sub grade below the pavement and pavement (existing) structures were investigated
by excavating pits of 1m x 1m size and up to a depth of 1m below the pavement surface.
The thickness of different layers was noted.
c) Field Dry Density
The field density of sub grade was found by core-cutter method.
d) DCP
DCP test was performed below the sub grade up to a depth of 3000 mm by Dynamic
Cone Penetration method (DCP) using 60˚ and 50 mm dia cone. The hammer used for
giving blows is of 65 Kg. Weight and its dropping height is 750 mm (fixed).
e) Soil Classification
Atterberg’s Limit
Tests were conducted in accordance with SP 36 (part I & II); Liquid limit was
determined by cone penetration method and the penetration in 5 seconds was recorded.
The graph between water content and penetration was recorded as Liquid limit.
Plastic Limit was found out according to IS: 2720 (part V) – 1985 and then plasticity
index was found out by getting the difference between the above two.
f) Sieve Analysis
The procedure followed was in accordance with IS: 2720 (part-$) 1985. The soil sample
was taken and kept in a series of sieves i.e. 4.75m, 3.35m, 2.36mm, 1.18mm, 0.6mm,
0.3mm, 0.15mm and 0.75mm. The whole arrangement was mounted on a sieve-
vibrating machine. The percentage of material passing each sieve by weight and

percentage retained on each sieve were noted. The sieving was done by wet sieving
method.
g) Moisture Content
Moisture Content was determined in accordance with IS: 2720 (part-2) 1973, IS: 2720
(part-18) – 1964, IS: 2720 (part-19) 1964. Using the above data, the soils were classified
as per BIS – 1498 and also as per AASHTO classification system.
1.6 Project stretch
Project stretch consist of 1 elevated structure and no bypass or realignment is there along
the proposed road.
Table: Realignment/ bypass details
Sl. Design Chainage
Design Length (km) Remark
No. From To
Nil
1.7 Typical Cross Section

The typical cross sections adopted for different sections are given in Table 1.11 under
and the figures are attached at Annexure-I.
Table 1.11: Type of Typical Cross Section
Sl. Chainage (km) Length TCS Type Remarks

No. From To (km)
1 0+000 0+260 0.260 - As per Junction Drawing
Main Carriageway - LHS: 18m, RHS:
2 0+260 0+470 0.210 TCS Ia 21m Retaining wall, Approach of
Elevated section
Main Carriageway of 2x11.5m and
2x1.5m Paved Shoulder with 7.5m
3 0+470 2+930 2.460 TCS Ib
S/Road at grade with 1.5m Footpath on
RHS for access to adjoining colony.
Elevated Main Carriageway of
4 2+930 3+510 0.580 TCS I
2x11.5m with 2x1.5m Paved Shoulder
5 3+510 4+160 0.650 TCS II
6 4+160 6+130 1.970 TCS I
7 6+130 6+520 0.390 TCS II
8 6+520 7+300 0.780 TCS I

Sl. Chainage (km) Length TCS Type Remarks
No. From To (km)
9 7+300 7+600 0.300 TCS Ic 2x11.5m with 2x10.5m service road
along with 2x1.5m Paved Shoulder
10 7+600 8+091 0.491 TCS Id 2x11.5m with 2x10.5m service road
along with 2x1.5m Paved Shoulder
Main Carriageway of 2x11.5m with
11 8+091 8+290 0.199 TCS III RE wall and 2x1.5m Paved Shoulder
along with 2x 10.5m S/Road.
Main Carriageway of 2x11.5m with
RE wall and 2x1.5m Paved Shoulder
12 8+290 9+000 0.710 TCS IV
along with 2x 10.5m S/Road, High
Embankment
Total Length (km) 9.000
1.8 Cost Estimate

The summary of cost estimate has been computed and presented in Table.
Table: ABSTRACT OF COST ESTIMATE - PKG- I (Ch. 0+000 to Ch. 9+000)

Sl. Length Rate Amount Amount
Items Unit
NO (in Km) (in Rs.) (in Rs.) (in Cr.)
A ROAD WORKS
1 Site Clearance 2,384,015.31 0.24
2 Excavation Cum 2,340,813.00 0.23
3 Earthwork Filling Cum 80,156,218.45 8.02
4 Sub Grade Cum 11,401,270.96 1.14
5 GSB Cum 41,770,780.24 4.18
6 WMM Cum 39,993,485.00 4.00
7 Prime Coat Sqm 1,946,016.00 0.19
8 Tack Coat Sqm 1,476,288.00 0.15
9 DBM Cum 56,909,912.40 5.69
10 BC Cum 25,820,498.40 2.58
B BRIDGES and STRUCTURES

1 Minor Bridges No. 2.0 38692580.67 3.87
2 Elevated Structure No. 2.0 12286028675.82 1,228.60
3 Culverts No. 5.0 12,327,485.92 1.23
C SLOPE STRUCTURES
1 RE Wall Km 121,243,525.37 12.12

Sl. Length Rate Amount Amount
Items Unit
NO (in Km) (in Rs.) (in Rs.) (in Cr.)
2 Retaining Wall Km 0.840 151,034,315.25 15.10
D JUNCTIONS
1 Major Junctions No 4.0 304,742,718.44 30.47
2 Minor Junctions No - - -
DRAIN & PROTECTION

E
WORK
1 Drainage Works Km 4.16 40,845,415.10 4.08
RCC Crash Barrier with
2 Km 1.82 25,480,000.00 2.55
friction slab
3 Steel Railing Km 3.40 5,613,400.00 0.56
4 RCC Crash Barrier Km 1.14 4,253,340.00 0.43
5 Other Protective Works Km - 10,763,698.00 1.08
F LAY BYES
150,000.
1 Bus Shelter Nos 2.00 300,000.00 0.03
00
2 Truck Lay Bays Nos - - - -
OTHER MISCELLANEOUS
G
ITEMS
1 Miscellaneous Items 91,841,272.00 9.18
Traffic Signs, Marking
2 51,325,061.15 5.13
and Road Appurtenances
3 Reflective Road Studs Nos 5440 3,225,920.00 0.32
4 Lighting Cost 12,851,330.00 1.29
13,424,768,035.4
TOTAL CIVIL COST 1,342.48
7
COST PER KM ( LENGTH = 9.000 KM ) IN CRORES ... 149.16
1.9 Lead for Material

Lead of the Materials for the Project road are as detailed below:
Lead in For
S.No. Name of Materials Unit Source Surface Road,
Km
1 Cement MT Jhajjar 81
2 Steel MT Delhi 0
3 Bitumen VG30 MT Panipat 128

Lead in For
S.No. Name of Materials Unit Source Surface Road,
Km
4 Bitumen VG40 MT Panipat 128
5 Emulsion MT Haldia 1563
6 Sand Cum Local Market
7 Aggregate Cum Local Market
8 Moorum Cum Local Market
1.10 Safety Measures

The following provisions for safety measures have been made.
1. At start of the project, the informatory sign board should be provided.
2. At the bridges, culvert and other structures, provisions for Diversion Board and Safety
Ribbon, Caution Ribbon have been made
3. On highways, provisions for diversion board to change the lane, Go Slow Board have
been made.
4. In built-up areas, provisions for MS-railing, speed limit sign, rumble strips and
pedestrian crossing sign have been made.
5. Footpath with covered drain will be provided at built-up areas.
6. At the location of school, signboard for school, speed limit, horn please and rumble
strips are provided.
7. At the location of Hospital, signboard for hospital, speed limit, no horn please and
rumble strips are provided.
8. At the junctions, rumble strips and direction sign are provided.
1.11 Traffic Management during Construction
1.11.1 Traffic Management and Safety
The following points shall be followed with respect to safety:
 Traffic Management Plan shall be site specific.
 Traffic Management Plan should include night time visibility and arrangements for
pedestrians.
 Barricades should follow specifications as per IRC-55.
 Signs should be as per IRC-SP: 55/IRC-67.
 „No Passing Zone‟ shall be enforced at site.
 Lane marking shall be adhered in traffic worthy reach (if any).
 Dust Control measures shall be enforced.
1.11.2 Work Zone Safety

i. The Concessionaire/Contractor should provide the PPE‟s to the workers at every step in
construction site.
ii. Proper plan should be formulated for identifications and emergency preparedness for
safety of workers. It should be available in practice on 24 x 7 basis.
iii. The Concessionaire/Contractor shall ensure securely covered/ fenced pits construction
zone with proper warning signs.
iv. The Concessionaire/Contractor should barricade all the work zones with proper
fencing.
v. All moving machinery must be inspected by a trained worker before being put in
motion and lifting machinery must be inspected and maintained regularly.
vi. In areas, where there are inflammable materials, there must be free routes of escape
and appropriately maintained firefighting equipment
Eye protection gear must be provided to workers exposed to injury from fumes,
fragments, chemicals and bright light.
Gas cylinders etc. must be kept on the trolley when in use and at demarcated places
when not in use.
vii. The Concessionaire/Contractor must ensure about covering of all electrical
equipments and wiring (live and inactive) and with proper warming signs on all of
them
Emergency cut-off switches and breakers must be provided at critical and accessible
locations for power cut-off during emergencies.
viii. Notice of all accidents, dangerous occurrences, injuries, disease and deaths have to
be given to the Regional Officer though Project Director under intimation to Road
Safety Cell of Employer and an enquiry conducted within one month and report be
submitted to HQ (Employer) and Road Safety Cell.
There has to be a first aid box for every 150 workers and a permanent compounder
and doctor on call with an ambulance and nurse for 500 workers.
ix. All accidents on near-miss events must be recorded daily by the supervisor on site on a
standard format and these records must be reviewed by the Safety Engineer on a daily/
weekly basis to take appropriate measures to ensure worker safety.
x. Checking of drinking water supply should be done and arrangements for solid waste
disposal system from living areas should not be overcrowded, have sufficient
ventilation, washing and drying and storage facilities, along with convenient,
sufficient and clean toilet facilities.
xi. An annual Occupational Health and Safety Audit shall be conducted by an
independent and competent agency. The method of conducting audit is outlined in
work zone safety manual.

1.11.3 Conclusion
1. One elevated structure has been proposed to minimize the R&R cost, avoiding large
nos. of destruction in densely populated area and to avoid congestion on the Project
stretch.
2. DND and Kalindi kunj junction is also improved and provide connectivity to the
proposed stretch.
3. The road is proposed in such a way to minimize the land acquisition and R&R effect.
4. Project road is economically viable and it may be taken for implementation.
1.12 RECOMMENDATIONS
For Development of Economic Corridor, Inter Corridors and Feeder Routes to improve
the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/ package-
I) (DND Maharani Bagh to Junction with Jaitpur-Pushta Road), Proposed Alignment
option is recommended with one elevated structures.

Construction of Six Lane access controlled Highway from DND Maharani Bagh to Junction with Jaitpur-Pushta Road Section of NH-148NA (Design
Ch.0.000 to 9.000) in the National Capital Territory of Delhi on Hybrid Annuity Mode under Bharatmala Pariyojana (Package-I)
ANNEXURE-I

MAIN CARRIAGEWAY MAIN CARRIAGEWAY

Vertical Garden
SERVICE ROAD

Vertical Garden
SERVICE ROAD

Vertical Garden
PILE CAP
CAST-IN-SITU
PILE (TYP)
FOUNDATION

Lvl. 227.500
Vertical Garden
Lvl. 216.000
GROUND LEVEL GROUND LEVEL




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Construction of Six Lane access controlled Highway from DND Maharani Bagh to Junction with Jaitpur-

[Ch-1, Detailed Project Report] Page 1

1.2 Socio Economic Profile

[Ch-1, Detailed Project Report] Page 2

Project Total Increases Literacy

1.3 Project Description

1.3.2 Shoulder and footpath cum drain

1.3.4 R.O.W. Details

[Ch-1, Detailed Project Report] Page 3

1.3.5 Major and Minor Junctions

[Ch-1, Detailed Project Report] Page 4

1.3.7 Toll Plaza

Table: Summary of Traffic at all Locations

[Ch-1, Detailed Project Report] Page 5

 Origin and Destination survey

Table: Lead distribution of Commercial Vehicles at OD-2

1.5 Pavement Design

[Ch-1, Detailed Project Report] Page 6

3) Falling Weight Deflectometer

A falling weight Deflectometer (FWD) is a testing device used by civil engineers to

4) CBR along with allied tests and DCP Tests

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3. Design of flexible pavement for new Formation

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c) Field Dry Density

The field density of sub grade was found by core-cutter method.

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1.7 Typical Cross Section

Sl. Chainage (km) Length TCS Type Remarks

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1.8 Cost Estimate

Table: ABSTRACT OF COST ESTIMATE - PKG- I (Ch. 0+000 to Ch. 9+000)

B BRIDGES and STRUCTURES

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DRAIN & PROTECTION

1.9 Lead for Material

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1.10 Safety Measures

1.11.2 Work Zone Safety

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MAIN CARRIAGEWAY MAIN CARRIAGEWAY

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MAIN CARRIAGEWAY MAIN CARRIAGEWAY

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MAIN CARRIAGEWAY MAIN CARRIAGEWAY

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MAIN CARRIAGEWAY MAIN CARRIAGEWAY

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MAIN CARRIAGEWAY MAIN CARRIAGEWAY

GROUND LEVEL GROUND LEVEL

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MAIN CARRIAGEWAY MAIN CARRIAGEWAY

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MAIN CARRIAGEWAY MAIN CARRIAGEWAY

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MAIN CARRIAGEWAY MAIN CARRIAGEWAY