CHAPTER – III

BASIC DATA SHEET FOR ROAD

& BRIDGE PROJECT
 CHAPTER-III
Sl No Particulars Details

1 Name of project (indicate with chainage and Improvement of road from Kashipur to
nearest startingand ending village - road) Lalmatia via Morium Nagar (L=1.40 KM)
(Across river / vagu etc with road chainage under UIDF Scheme.
– bridge)

2 Name of Mandal 5- KHAYERPUR

3 Name of MLA / MP constituency 5-KHAYERPUR & TRIPURA WEST
4 Circle 2nd Circle
5 Division AGARTALA DIVISION-I
6 Sub Division SADAR
7 Mandal / District WEST TRIPURA
8 Potential (Length in km) 1.400 Km
9 Class of Road/Type of Bridge ODR
10 Type of Bridge -
i) Proposed total span length (m) -
ii) Width (m) -
iii) No. of spans -
iv) Type of Foundation -
(Open/Raft/Well/Pile)
v) Type of Super Structure -
vi) Substructure -
11 Land width available 8.00 m
12 Proposed length for development 1.400 Km
13 No. of CD works proposed 2 Nos
14 Cost of CD works proposed Rs 0.00 Lakh
15 Total cost of the project (Rs. in lakh) Rs 884.51 Lakh
16 Existing status of road (Give chainage details)
i) Earthen/Gravel/WBM Damaged Black top road
ii) CD works 2 Nos
iii) Roadway width in meters 8.00 m
iv) Carriageway width in meters 3.75 m
v) Pavement thickness in mm 150.00 mm
17 Proposed status of road (Give chainage details)
i) Roadway width 8.00 m
ii) Carriage way width 3.75 m
iii) Pavement thickness in mm 500.00 mm
18 Earthwork
i) Quantity Cutting: 0 Cum,. Filling: 0 Cum,
Compaction of earth: 0 Cum
ii) Cost (Rs. in lakh) Rs 0.00 Lakh
 19 Benefits
i) Population benefited 11233 Persons
ii) No. of locality benefited 5 Nos
iii) No. of market yards connected 2 Nos
iv) Distance reduction, if any 0.000 Km
v) No. of school/colleges 2 Nos
vi) Hospitals 2 Nos
20 Traffic Details
i) Cycles 29
ii) Cycle rickshaws 6
iii) Hand carts 0
iv) Horse drawn vehicle 0
v) Bullock carts 0
vi) Motor cycle/scooters 154
vii) Passenger car/Pick up van /Auto 790
rickshaws
viii) Bus 7
ix) Truck 19
x) Tractor 2
21 Other benefits -
 CHAPTER – IV

PROJECT SPECIFIC INFORMATION

 CHAPTER-IV
Sl. Particulars Details
No.
Specific details of projects on hand with the
1 implementing division and /or sub-division
under earlier tranches of UIDF or any other
programme
Availability and adequacy of staff in the
2 Division/Sub division to execute the project
proposed for sanction
Full details of similar projects being
3 implemented by the Department with loan
assistance from Domestic and International
Funding Agencies
Data/Information on major crops cultivated in
the project area, surplus produce that are
4 available for transporting and marketing as also
the non farm activities and products made in the
project area
Monitoring and quality control mechanism
5
existing in the department
Status of road network in the district (No of
6 habitations connected/unconnected, total
length of earthen / WBM/ Black topped/CC
road etc)
Whether the proposed road is part of the State
7 Master plan for road development? if so all
relevant details
8 No. of tourist spots and Pilgrim centers
connected
 CHAPTER – V

EXECUTIVE SUMMARY
 CHAPTER -V

5.1. Introduction

The DPR has been framed in compliance with the direction of the meeting to meet up the probable
cost of expenditure for the work named as “Improvement of road from Kashipur to Lalmatia via
Morium Nagar (L=1.40 KM) under UIDF Scheme”.
It is also to be mentioned here that the total design road length is 1.400 Km with status of
existing average width of 3.75 m. Preparation of DPR has been done following MORD specifications
and considering latest IRC code & SOR of Tripura. The road is badly affected by water logging problem
and often leads to damage of the existing black top surface. As a result regular maintenance is required
on the road which has significantly increases the O&M cost for the instant road. Further due to rapid
increase in traffic on the road the existing road crust is not sufficient to withstand the increased traffic
load. Thus it has become essential to carry out improvement work on the road.
The DPR with BOQ have been prepared immediately for obtaining sanction from concerned
department for the project of road improvement. Now the estimate has been prepared considering all
field data.
Hence, submitted to the competent authority to accord sanction, so that the work can be taken up
on priority basis after obtaining approval from the competent authority.

1. Cost : Rs.08,84,51,517
2. Rate : SOR for “Roads & Bridges -2023” of PWD, Govt. of Tripura
3. Specification: MORD Specification.
4. Method : By Contract
5. Time Allowed: 365 Days
6. Land : As Available (Govt. Land)
7. Probable Starting date: After received of Administrative approval and
Expenditure Sanction
8. Target date of completion: N/A
9. Design: As per relevant IRC code.
5.2. Criteria for selection of road

The project “Improvement of road from Kashipur to Lalmatia via Morium Nagar (L=1.40
KM) under UIDF Scheme” is of urgent need. This road is taken as an important project as the proposed
is directly connecting to i) Densely populated localities of Agartala Municipal Corporation; ii)
Government Offices, iii) Schools iv) Market centers etc.
Preparation of DPR has been done following MORD specification and considering latest IRC
code & SOR of Tripura. As traffic is increasing rapidly, the requirement for improving road crust
design as well as public utilities is very essential to fulfill all the technical needs of the proposed roads
as referred above. Further the rapid growth of urban utilities in the Agartala city has forced to develop
the urban road network as per the growing demand for uplifting urban lifestyle as well as economic
structure. So, the Improvement of this road is playing a vital role in development of the state.

5.3. Ownership of the road and type of road

BRANCH: PWD (R&B)

TYPE: Ordinary District Roads

5.4. Ongoing/new work: New Work

5.5. Land Acquisition

The proposed alignment almost follows the existing alignment to avoid huge land acquisition.
Available Right of Way (ROW)

The existing tracks are generally 8.00 m wide and mostly pass through are built up area like residential,
commercial and business area. The roads have been identified earlier jointly by the concern Official &
Executive Engineer (PWD) and came to the point that the land is available. Hence Land Acquisition not
required.

Proposed Formation Width

The total formation width is limited to 8.00 m. The width of carriageway has been considered as total
3.75 m wide carpeted road with drain on each side of the road.

5.6. Public Utilities within ROW

The existing tracks don’t have any public utilities shifting like electric poles, telephone poles,
transformers, LT/HT lines, hand pumps.
 Table: 5.1
SL Name of Work Electric Telephone Water Transformer Tube
No. Poles pole supply Well
point
Improvement of road from Kashipur to
Lalmatia via Morium Nagar (L=1.40
1 KM) under UIDF Scheme. - - - - -

5.7. Trees within ROW

No such major trees have been found to fall on the alignment of the proposed road which needs to be
removed. Hence Forest Department clearance is not required for the present scope of work.

5.8. Necessity of Project:

Efficient and smooth road connectivity is the key to the socio-economic growth of a city/ town. Properly
designed and maintained road network contribute a huge to the economic development of a country. It in
course results in generation of employment, improvement of educational & helath utilities, industrial
growth, commercial enlargement etc. Outsourcing investments are often highly attracted by well-defined
road network regions. The overall standard of human living is often improved by well connectivity of road
network. Thus, development of road sector plays as simulator in economic as well as socio-cultural
growth.
 CHAPTER – VI

DESIGN & TECHNICAL

SPECIFICATION
 CHAPTER-VI

6.1. General Consideration

The suitability of existing track as the final alignment is examined for the work “Improvement
of road from Kashipur to Lalmatia via Morium Nagar (L=1.40 KM) under UIDF Scheme” After
detailed study of the existing alignment and proposed development in the light of the available scope of
present work and an intensive analysis of both positive as well as negative environmental as well as
socio-economic impacts of the present project the following observations have been made considering the
upliftment of positive impacts of the proposed project.

6.2. Obligatory points

There are control points governing the alignment of the roads. These control points may be divided
broadly into two categories:
 The Points which are extremely feasible for the road through which the alignment is to pass
 The Points like religious place, private owner’s land, important forest area etc. which the
alignment should avoid

The road has almost followed the existing bituminous track in maximum extent to minimize the land
acquisition for road construction.

6.3. Geometric design

Geometric design factor like Superelevation, Camber, Gradient, Vertical as well as horizontal curve,
Sight distance etc plays a vital role in proper serviceability of any pavement. In the present project, for
proposing the road improvement options due diligence has been given to all such geometric design
criterion in corresponding to the available IRC specifications.

6.4. Economics

As the existing alignment horizontal and vertical are almost correct in all roads it has been tried to follow
the existing track in all the way along with required widening and Strengthening of Pavement. Careful
study has been made to make an economic and feasible proposal in this respect.

6.5. Traffic

During framing of the proposal for improvement of the road, due consideration has been made for the
increasing trend of traffic volume in the city with the urbanization profile upliftment.
6.6. Existing Roads

Existing roads has carriageway width of average 3.75 m. All roads are proposed for improvement due to
their incapability to meet up the present traffic requirements as well as future projected traffic needs.

6.7. Geometric Design Standards

The Design criteria and technical specification generally conform to the IRC 86 guidelines.

6.7.1. Recommended Carriageway Width

The width of carriageway has been considered as total 3.75 m Paver Block Pavement road with RCC
drain on side of the road.

6.7.2. Design Speed

Design speed is one of the prime parameters, which determines geometric features of the road. The
proposed design speeds for different terrain categories considered are given in Table 6.1.

Table:5.2 Design Speed in Terrain Categories

Design speed (km/h)

Sl. Classification
No. Minimum
1 Arterial 80
2 Sub-arterial 60
3 Collector 50
Street
4 Local Street 30

6.7.3. Horizontal Curves

A horizontal curve is a curve in plan to provide change in direction to the central line of a road. When a
vehicle traverses a horizontal curve, the centrifugal force acts horizontally outwards through the Centre of
gravity of the vehicle. In general, horizontal curves should consist of a circular portion flanked by spiral
transitions at both ends. Design speed, super elevation and co-efficient of side friction affects the design of
horizontal curve. However, horizontal curves on lower speed streets in subdivision and urban areas are
usually designed without superelevation, only side friction being used to counteract the centrifugal force.
IRC manual has given using the following relation for finding out super elevation.

E =V² / (225x R),

Where,

E is super elevation,

V is speed in Km / h and

R is Radius in meters.

Super elevation obtained from the above expression should be limited to 7 percent. However, on urban
sections with frequent intersections, it will be desirable to limit the super elevation to 4 percent for
convenience in construction and for facilitating easy and safe turning movement of vehicles.

Road Plain terrain Rolling terrain

classification Ruling Min. Ruling Min
.
Rural roads 50 40 40 35

6.7.4. Vertical Gradient

The selection of vertical alignment should be predicated to a large extent upon the following criteria:

 Obtaining maximum sight distances Limiting speed differences (particularly for trucks
and buses) by reducing magnitude and length of grades

 A "hidden dip" which would not be apparent to the driver must be avoided.

 Steep grades and sharp crest vertical curves should be avoided at or near intersections.

 Flat grades and long gentle vertical curves should be used whenever possible.

 Wherever feasible, curves longer than the minimum should be considered to improve
both aesthetic and safety characteristics. The minimum length should be as shown in
Table 6.2:

Table:6.2 Minimum Length of Vertical Curves

Maximum grade
Sl. Design Speed Minimum Length of
change (percent) not
No. (Km/hr) vertical curve (m)
requiring a vertical
curve
1 30 1.5 15
2 50 1.0 30
3 60 0.8 40
4 80 0.6 50
6.8. Engineering Survey

Topographical surveys and Strip plan survey were carried out for the work named as “Improvement of
road from Kashipur to Lalmatia via Morium Nagar (L=1.40 KM) under UIDF Scheme.” in
accordance with guidelines of IRC-SP:19. The details of the survey are given in this section.

Table 6.3: Following instruments were used in the field work for the job:
SI. Type of Instruments Units
No.
1 Sokkia Total Station 6” accuracy with 3
accessories
2 Auto Level 3

3 Prismatic Compass 3

6.9. Proposed Improvements

Formation and Carriageway:

The Formation width of the road is 3.90 m wide with 3.75 m proposed carriageway width.

Pavement composition

 Granular Sub-Base: 100.00 mm

 Plain Cement Concrete: 125.00 mm
 Paver Block: 80.00 mm

Steps Involved in Preparation of the Estimate

a) Site clearance and Dismantling

b) Earthwork
c) Granular Base course and Sub-base course
d) Bases and Surface Course.
e) Traffic Signs, Markings and other road appurtenances

Connectivity

The project “Improvement of road from Kashipur to Lalmatia via Morium Nagar (L=1.40 KM)
under UIDF Scheme” is taken as an important project as the proposed project is directly connecting to i)
Urban localities; ii) Government Establishment; iii) Market & commercial places etc.
Type of crops grown and area (ha): NIL

Non-farm Activity: NIL

SOR Adopted: SOR 2023 (Road & Bridges)

6.10. Technical specifications adopted:

The Detailed Project Report has been prepared as per IRC and MoRT&H specifications and guidelines
as applicable. All criterions for design of roads and cross-drainage structures are strictly followed to
prepare the project report.

Sl No. IRC/IS Description Objectives

Specifications
Geometric Design Standard for
1 IRC:86-1983 Geo-metric Design
urbanroads in Plains
2 IRC:38-1988 Design of Horizontal Curves Same

Guidelines for the Design of Design of Pavement

3 IRC:63-2018
Flexible Pavements (second Thickness
Revision)
4 IRC:SP-23 Design of Vertical Curves Same

SOR for “Roads & Cost Estimate for the

5 Specification and Schedule of
Bridges -2023” rates Project.

6.11. Project implementation period

Project Implementation Period means the period during which the Project is to be carried out, beginning
on the date of entry into force of the Agreement and ending on the Project Completion Date. The time
given for the completion of work is 365 DAYS after issuing work order.

6.12. Quality Control system and mechanism:-

Quality is defined as conformance to properly developed requirements. In the case of construction

contracts, the contract specifications and drawings establish the requirements. Quality Control (QC). The
Contractor's management and control of his own, his suppliers' and his subcontractors' activities to
comply with contract requirements. The three phases of control (preparatory, initial, and follow-up) are
the core of the Construction Quality Management System. When they are performed as outlined in the
specifications, success in completing the work to comply with requirements of the contract is enhanced.

Three-Phase Control Responsibility:

 Develop, schedule and implement procedures for tracking control phase meetings for
 definable features of work in the QC Plan.
 Notify appropriate personnel of time, date and agenda.
 Conduct Meetings (preparatory and initial).
 Safety considerations and Activity Hazard Analyses (AHAs).
 Document actual discussions and provide minutes to attendees.
 Monitor work in place through follow-up phase.
 Conduct additional control phase meetings, as needed.

The construction sector occupies a large portion of any economy, and it is essential for the growth of any
nation. As a result, the correct implantation of QMS is important to produce a durable and sustainable
product. This, in turn, will reduce the cost of maintenance and enhance government spending. Therefore,
strict implementation of QMS and QA/QC procedures is essential to maintain the required standards and
meet customer and client expectations.

6.13. Design of Flexible Pavement- C.B.R METHOD (IRC:37-2001)

 The flexible pavement is built with number of layers. In the design process it is to be
ensured that under the application of load none of the layers is overstressed.
 The maximum intensity of stresses occurs in the top layer of the pavement. The
magnitude of load stresses reduces at lower layers.
 In the design of flexible pavements, it has yet not been possible to have a rational design
method wherein design process and service behavior of the pavement can be expressed
by mathematical laws.
 California division of highways in the U.S.A. developed CBR method for pavement
design. The majority of design curves developed later are base on the original curves
proposed by O.J.Porter.
 One of the chief advantages of CBR method is the simplicity of the test procedure. The
CBR tests were carried out by the California state highway department on existing
pavement layers including sub grade, sub base and base course.
 Based on the extensive CBR test data collected on pavement which behaved satisfactory
and those which failed, an empirical design chart was developed correlating the CBR
value and the pavement thickness. The basis of the design chart is that a material with a
given CBR required a certain thickness of pavement layer as a cover.
 A higher load needs a thicker pavement layer to protect the sub grade. Design curves
correlating the CBR value with total pavement thickness cover were developed by the
California state highway department for wheel loads of 3175kg and 5443 kg representing
light and heavy traffic.
 It is possible to extend the CBR design curves for various loading conditions, using the
expression:
 Recommended method of design (IRC 37-2001):
1. Context
2. Design Approach and Criteria
3. Estimation of design traffic
4. Data requirements •
 No. of vehicle commercial per day
 Traffic growth rate during design life
 Design life in number of years
 Vehicle damage factors: VDF is the number of standard axles per truck. So
determination of VDF can be made through the determination of the load equivalency
factor (LEF) for each axle of the truck and then taking the sum total of the equivalent
standard axles for all the axles in the truck.
 Distribution of commercial traffic over a carriage way
5. Computations of design traffic
6. Sub grade
 Compaction requirements for different class of roads
 Dry density and moisture content

Computation of Design Traffic

The design traffic is considered in terms of the cumulative number of standard axles (n the lane carrying
maximum traffic) to be carried during the design life of road. This can be computed using the following
equation:

N = 365{(1+r) n – 1} x A x D x F

N = The cumulative number of standard axles to be catered for in the design in terms of msa

A= Initial traffic in the year of completion of construction in terms of the number

of commercial vehicles per day.

D = Lane distribution factor taken as 0.75

F = Vehicle damage factor (taken as 0.6) n = the design life in years = 20 years.

r = Annual growth rate of commercial vehicles = 5%

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.

r = the design life in years considered as 20 years.

X = number of years between the last count and the year of completion of
construction considered as 2 years.
 Traffic
Calculation
Curv No of
e CVPD
A 0 - 15

B 15 - 45

C 45 - 150

D 150 - 450

6.14. Hydraulic Details

Hydrologic survey plays an important role to select the appropriate Cross-drainage structure across the
stream. The details hydrological survey has been carried out as or when required. Surface Drain has also
been provided according to the requirement.

The hydrological and hydraulic study for the project has been based on:

- Inventory data of drainage structures.

 - Data of the Streams and map containing bridge site, upstream and downstream.
- Site study of the characteristics of the catchments areas, HFL from local inquiries.

In the present case the necessary hydrological data have been collected from PWD (R&B), PWD (WR),
Disaster Management Authority and local inhabitants.

6.15. Design Standards

 Roadway : 8.00 m
 Land Width: As Available ROW
 Carriage Way: Average 3.75 m
 Camber: 3%
 Pavement Materials: Existing Damaged Bituminous Surface
 CBR: 4.81%
 Soil Type: Reddish Clayey Silty Sandy Soil, Grayish Yellowish Silty, Sandy Clay,
Brownish Clayey Silty Sandy Soil etc.
 Required Crust: 450.00 mm
 Existing crust: Damaged Black top (considering 145 mm fit)
 Balance crust: 305.00 mm
 Traffic Intensities: 84 CVPD

Proposed improvements details

 Granular Sub-Base: 100.00 mm
 Plain Cement Concrete: 125.00 mm
 Paver Block: 80.00 mm

Other Provisions: 0.3% Contingency

Rates (Year of SOR): SOR for “Roads & Bridges -2023” of PWD, Govt. of Tripura

Estimated Amount: Rs.08,84,51,517.00

PAVEMENT FIGURE
CHAPTER – VII

GENERAL ABSTRACT
 CHAPTER-VII
General Abstract
Sl. No. Particulars Amount in Rs.
Name of Project- Improvement of road from Kashipur to Lalmatia via Morium Nagar
(L=1.40 KM) under UIDF Scheme.

1 Road /Bridge works Rs 2,52,25,387

2 RCC Drain Rs 4,49,58,107.00
3 CD works in the road Rs 59,37,606.00
4 Road furniture – sign boards, guide boards,
caution boards, KM/HM stones etc Rs 1,30,208.00
5 Sub Total (1+2+3+4) Rs 7,62,51,308.00
6 Provision for Quality control Rs 0.00
7 Provision for Insurance premium Rs 0.00
8 Provision for employing Technical personnel Rs 0.00
9 Provision for Tender publication Rs 0.00
10 Provision for e-procurement Rs 0.00
11 Survey, investigation, preparation of project
report Rs 0.00
12 Utility Shifting (5% of “5”)
Rs.38,12,565.00
13 Other provisions (8% Maintenance for 5
Rs. 61,00,105.00
Years)
14 Contingency items @ 3% of Sl. No. 5 Rs 22,87,539
15 Grand Total (Sl. No. 5 to Sl. No. 14) Rs. 08,84,51,517.00
 CHAPTER – VIII

ITEM WISE BREAK UP OF COST OF

ROAD / BRIDGE
 CHAPTER-VIII
Item wise Break up of Cost of Road / Bridge

Name of Improvement of road from Kashipur to Lalmatia via Morium Nagar

project ; (L=1.40 KM) under UIDF Scheme.

Estimated Estimated
Sl. No Items of work Unit Quantity Cost

1 Land Acquisition Acres 0 Rs 0.00

2 Site Clearance and Dismantling Rs 0.00
3 Sand Filling Cum 75.60 Rs 1,06,399.00
4 Brick Soling sqm 0 Rs 0.00
5 Construction of Embankment Cum 350.00 Rs 1,21,170.00
6 Scarifying existing Surface Sqm 5320.00 Rs 54,264.00
7 Road Side Drains m 1500.00 Rs 4,49,58,107.00
8 Granular Sub Base Cum 551.25 Rs 27,52,860.00
9 Earth work Cum 453.60 Rs 2,07,840.00
10 PCC Cum 726.863 Rs 76,16,943.00
11 Paver Block Sqm 5512.50 Rs 90,02,188.00
12 Brick work Cum 533.40 Rs 51,98,938.00
13 Plastering sqm 711.20 Rs 1,64,785.00
14 CD Works No 2 Rs. 59,37,606.00
i Pipe culverts

ii Slab culvert

iii Road Dams

iv Others CD works (specify)

15 Others

16 Road furniture Rs 1,30,208.00

17 Utility Shifting 5% Rs.38,12,565.00

18 Maintenance for 5 Years 8% Rs. 61,00,105.00
17 Contingencies 3% Rs. 22,87,539.00
Total
Rs.8,84,51,517.00
 CHAPTER - IX

DETAILED ESTIMATE