Detailed Project Preparation for Development of

Urban Extension Road (UER) – II – NH 344M

Consulam Section from Km 17.200 to Km 230.00

Final Feasibility Report

Package 1: From NH 1 to Karala-Kanjhawala Road,
(-0+700 to 15+000)
Volume 1: Main Report
May, 2019
Prepared for:

National Highways Authority of India

 Consultancy Services for DPR Preparation for Development of UER-II
between design chainage -0+700 to 15+000 (Package-1) in the State of Delhi

CONTENTS
EXECUTIVE SUMMARY ......................................................................................................................................I
1. BACKGROUND ........................................................................................................................................... I
2. PROJECT DESCRIPTIONS ............................................................................................................................ I
3. TRAFFIC FORECAST ...................................................................................................................................III
4. ALIGNMENGT DESIGN ..............................................................................................................................III
5. PROJECT DEVELOPMENT DESCRIPTION ...................................................................................................VII
6. PRELIMINARY COST ESTIMATES............................................................................................................... XX
CHAPTER 1 INTRODUCTION ............................................................................................................................. 1
1.1 BACKGROUND .............................................................................................................................................. 1
1.2 URBAN EXTENSION ROAD (UER) - 2 AT A GLANCE .............................................................................................. 1
1.2.1 UER 2 (Main Alignment) ................................................................................................................. 3
1.2.2 Spur to Barwasni By-pass ................................................................................................................ 4
1.2.3 Spur to Bahadurgarh By-pass ......................................................................................................... 4
1.3 PROJECT OBJECTIVE ....................................................................................................................................... 5
1.4 SCOPE OF SERVICES ....................................................................................................................................... 6
1.5 PROJECT PACKAGING ..................................................................................................................................... 6
1.6 DRAFT FEASIBILITY STUDY REPORT (PACKAGE 1) ................................................................................................. 7
1.7 REPORT STRUCTURE....................................................................................................................................... 7
CHAPTER 2 PROJECT ROAD DESCRIPTION ........................................................................................................ 8
2.1 GENERAL ..................................................................................................................................................... 8
2.2 STUDY OF PROJECT CORRIDOR ......................................................................................................................... 9
2.2.1 Terrain and Land use....................................................................................................................... 9
2.2.2 Existing Scenario along Proposed Corridor ................................................................................... 10
2.2.3 Major Intersections along the Corridor ......................................................................................... 11
2.2.4 Highway Geometries ..................................................................................................................... 13
2.2.5 Cross Roads and Junctions ............................................................................................................ 13
2.2.6 Railway Crossings ......................................................................................................................... 13
2.2.7 Existing Intersections .................................................................................................................... 14
2.2.8 Utility Diversions ........................................................................................................................... 16
CHAPTER 3 METHODOLOGY FOR FEASIBILITY STUDY ..................................................................................... 18
3.1 GENERAL ................................................................................................................................................... 18
3.2 TRAFFIC SURVEYS ........................................................................................................................................ 18
3.2.1 Classified Traffic Volume Count .................................................................................................... 18
3.2.2 Origin- Destination and Commodity Movements Survey .............................................................. 18
3.2.3 Turning Movement Survey ............................................................................................................ 19
3.2.4 Survey Programme........................................................................................................................ 19
3.3 TRAFFIC FORECAST ...................................................................................................................................... 20
3.4 ENGINEERING SURVEYS AND INVESTIGATIONS ................................................................................................... 21
3.4.1 Topographic Surveys ..................................................................................................................... 21
3.4.2 Investigation of Quarry and Borrow Area Material ...................................................................... 22
3.5 ASSESSMENT OF REQUIRED DEVELOPMENT ...................................................................................................... 23
3.5.1 Widening and strengthening scheme ........................................................................................... 23
3.5.2 Pavement Design .......................................................................................................................... 23
3.6 PRELIMINARY COST ESTIMATES ...................................................................................................................... 23
3.7 FEASIBILITY REPORT ..................................................................................................................................... 23
CHAPTER 4 SOCIO-ECONOMIC PROFILE OF THE PROJECT AREAS.................................................................... 24
4.1. INTRODUCTION ...................................................................................................................................... 24
Final Feasibility Report – UER-II (NH 344M)
(Package 1)
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 Consultancy Services for DPR Preparation for Development of UER-II
between design chainage -0+700 to 15+000 (Package-1) in the State of Delhi

4.2. NCT DELHI ........................................................................................................................................... 24

4.2.1 Demographic Profile of Delhi ........................................................................................................ 25
4.3. DWARKA SUB CITY ............................................................................................................................. 28
4.4. ROHINI ............................................................................................................................................... 33
4.5. NAJAFGARH ........................................................................................................................................... 35
4.6. PROPOSED DEVELOPMENT ....................................................................................................................... 35
4.6.1. EXHIBITION–CUM–CONVENTION CENTRE (ECC), DWARKA ............................................................................ 35
CHAPTER 5 TRAFFIC SURVEY & ANALYSIS ...................................................................................................... 37
5.1 INTRODUCTION ........................................................................................................................................... 37
5.2 PRIMARY TRAFFIC SURVEYS ........................................................................................................................... 37
5.3 SURVEY METHODOLOGY ........................................................................................................................ 38
5.3.1 Classified Traffic Volume Count .................................................................................................... 38
5.3.2 Origin-Destination (OD) Survey ..................................................................................................... 39
5.3.3 Turning Movement Survey ............................................................................................................ 39
5.4 ZONING SYSTEM ..................................................................................................................................... 40
5.5 DATA ANALYSIS....................................................................................................................................... 43
5.5.1 Traffic Characteristics ................................................................................................................... 43
5.5.2 Average Daily Traffic (ADT) ........................................................................................................... 44
5.5.3 Peak Hour Factor .......................................................................................................................... 45
5.5.5 Hourly Variation ............................................................................................................................ 47
5.5.6 Turning Movement Count Survey ................................................................................................. 49
5.6 TRAVEL CHARACTERISTICS ............................................................................................................................. 52
5.6.1 Origin Destination (OD) Survey ..................................................................................................... 52
5.7 BASE YEAR TRAFFIC DIVERSION ...................................................................................................................... 53
5.7.1 Traffic Assignment Model ............................................................................................................. 54
5.7.2 Base Year Traffic Assignment ....................................................................................................... 55
5.7.3 Divertible Traffic Estimation ......................................................................................................... 55
5.8 TRAFFIC FORECAST ...................................................................................................................................... 57
5.8.1 Developmental Traffic ................................................................................................................... 57
5.8.2 Traffic Growth rates ...................................................................................................................... 58
5.8.3 Inducted Traffic ............................................................................................................................. 58
5.8.4 Toll-able Traffic Forecast .............................................................................................................. 59
CHAPTER 6 ENGINEERING SURVEYS & INVESTIGATIONS ................................................................................ 60
6.1 INTRODUCTION ................................................................................................................................ 60
6.2 OBJECTIVE .............................................................................................................................................. 60
6.3 GENERAL APPROACH FOR MATERIALS INVESTIGATIONS .................................................................... 60
6.4 MATERIAL SURVEY AND INVESTIGATION STANDARD ........................................................................... 61
6.5 TRIAL PITS ........................................................................................................................................... 61
6.5.1 Sampling of subgrade soil and natural ground soil ...................................................................... 61
6.5.2 Test Result .................................................................................................................................... 63
6.5.3 Pavement Composition ................................................................................................................. 66
6.5.4 Characterization of Subgrade ....................................................................................................... 66
6.6 MATERIAL INVESTIGATIONS ....................................................................................................... 66
6.6.1 Borrow Area Soil .......................................................................................................................... 66
Test Results ................................................................................................................................................. 68
6.6.2 Aggregates .................................................................................................................................... 70
6.7 INTERPRETATION OF RESULTS................................................................................................................ 71
6.7.1 Existing subgrade and natural ground soil .................................................................................. 71
6.7.2 Borrow area ................................................................................................................................... 72
6.7.3 Material query .............................................................................................................................. 72
CHAPTER 7 DESIGN STANDARDS .................................................................................................................... 74
7.1 GENERAL ................................................................................................................................................... 74
7.2 GEOMETRIC DESIGN STANDARDS.................................................................................................................... 74
Final Feasibility Report – UER-II (NH 344M)
(Package 1)
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 Consultancy Services for DPR Preparation for Development of UER-II
between design chainage -0+700 to 15+000 (Package-1) in the State of Delhi

7.3 CONCEPTUALIZATION OF ACCESS CONTROLLED SIX LANES ................................................................................... 74

7.3.1 Horizontal Alignment .................................................................................................................. 74
7.3.2 Speed Changing Lanes .................................................................................................................. 78
7.3.3 Vertical Alignment ....................................................................................................................... 79
7.3.4 Vertical Clearance......................................................................................................................... 80
7.3.5 Cross Section Elements ................................................................................................................. 80
7.4 TRAFFIC SAFETY FEATURES, ROAD FURNITURE, ROAD MARKINGS AND OTHER FACILITIES .......................................... 81
7.5 SERVICE ROADS........................................................................................................................................... 82
7.6 BUS STOPS ................................................................................................................................................. 82
7.7 TRUCK PARKING AREAS ................................................................................................................................ 82
7.8 CAPACITY STANDARDS .................................................................................................................................. 82
7.9 PAVEMENT DESIGN...................................................................................................................................... 83
7.9.1 New flexible pavement .................................................................................................................. 83
7.9.2 New Rigid Pavement .................................................................................................................... 83
7.9.3 Strengthening of existing pavement ............................................................................................. 83
7.10 ROADSIDE DRAINAGE .............................................................................................................................. 83
7.11 TRAFFIC SAFETY FEATURES ....................................................................................................................... 84
7.11.1 Safety Barriers ......................................................................................................................... 84
7.11.2 Traffic Control Devices ............................................................................................................ 84
7.12 EMBANKMENTS...................................................................................................................................... 84
7.12.1 Side Slopes ............................................................................................................................... 84
7.12.2 Slope Protection ....................................................................................................................... 84
7.13 SPECIFICATIONS ...................................................................................................................................... 84
7.14 GRADE SEPARATORS AND CROSS DRAINAGE STRUCTURES .............................................................................. 84
7.14.1 Grade separators ...................................................................................................................... 84
7.14.2 Drainage structures ................................................................................................................. 85
7.15 INTERSECTIONS AND INTERCHANGES ........................................................................................................... 85
7.15.1 At Grade Intersections ............................................................................................................. 85
7.15.2 Grade Separated Intersections ................................................................................................. 85
HIGHWAY LANDSCAPING ........................................................................................................................................ 85
ROAD FURNITURE ................................................................................................................................................. 86
BUS STOPS AND BUS BAYS...................................................................................................................................... 86
DESIGN METHODOLOGY AND DESIGN STANDARD FOR STRUCTURES ................................................................................ 86
CHAPTER 8 ALIGNMENT DESIGN .................................................................................................................... 93
8.1 BACKGROUND ............................................................................................................................................ 93
8.2 TAKE OFF LOCATION .................................................................................................................................... 93
8.3 ALIGNMENT DESIGN .................................................................................................................................... 93
8.3.1 Section 1: Between NH 1 (Chainage 23+800) and Karala-Kanjhawala Road (Part of Package I) 93
8.3.2 Section 2: Between Karala-Kanjhawala Road & Nangloi-Najafgarh Road (Part of Package 2) ... 97
8.3.3 Section 3: Between Nangloi-Najafgarh Road & Dwarka Sector 24 Junction (Part of Package 3) 98
8.4 INTERSECTION DESIGN ................................................................................................................................ 100
8.4.1 UER 2 Junction with NH 1 (NH Chainage 23+800) ................................................................. 100
8.4.2 UER 2 Junction with Shahpur Garhi Industrial Area ............................................................... 101
8.4.3 UER 2 Junction Crossing Delhi Ambala Railway Line ............................................................. 102
8.4.4 UER 2 Junction with Sector 5, Bawana Industrial Area ........................................................... 102
8.4.5 UER 2 Junction with Sector 3/4 (Spur to Barwasini Bypass) .................................................... 103
8.4.6 UER 2 Junction with Rohini Sector 34/35 ................................................................................. 104
8.4.7 UER 2 Junction with Bawana Road ........................................................................................... 104
8.4.8 UER 2 Junction with Rohini Sector Road (Sector 36/37) .......................................................... 105
8.4.9 UER 2 Junction with Karala Kanjhawala Road ......................................................................... 106
8.5 PROJECT PACKAGING ................................................................................................................................. 108
8.6 ADDITIONAL LAND REQUIREMENT ....................................................................................................... 109
CHAPTER 9 DEVELOPMENT PROPOSALS ...................................................................................................... 110
9.1 GENERAL............................................................................................................................................... 110
Final Feasibility Report – UER-II (NH 344M)
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 Consultancy Services for DPR Preparation for Development of UER-II
between design chainage -0+700 to 15+000 (Package-1) in the State of Delhi

9.2 GEOMETRIC DESIGN PROPOSALS ......................................................................................................... 110

9.2.1 Development of Cross-sectional Elements .................................................................................. 110
9.2.2 Typical Cross Section ................................................................................................................. 111
9.2.3 Alignment Design ...................................................................................................................... 111
9.3 PROPOSAL FOR MAIN CARRIGEWAY .................................................................................................... 112
9.3.1 Width of Carriageway ................................................................................................................. 112
9.3.1.1 URBAN EXTENSION ROAD (UER) 2 ........................................................................................... 112
9.3.1.2 INTERCHANGE AT NH 1 (NH 1- UER 2 JUNCTION) ................................................................. 114
9.4 PROPOSAL FOR SERVICE ROADS/SLIP ROAD............................................................................................ 114
9.5 PAVEMENT DESIGN .............................................................................................................................. 119
9.5.1 Pavement Options ...................................................................................................................... 119
9.5.2 IRC: 37-2012 Method of Flexible Pavement Design –Widening and for New construction ..... 120
9.6 INTERSECTION DESIGN ......................................................................................................................... 122
9.6.1 General Criterion for improvement proposal at junctions .......................................................... 123
9.6.2 Details of Junctions Improvement Proposal ............................................................................... 123
9.7 DESIGN OF BRIDGES ................................................................................................................................... 126
9.7.1 Existing Bridges ......................................................................................................................... 126
9.7.2 Proposal of New Bridge .............................................................................................................. 126
9.7.3 Proposal of Elevated Structure/Flyover/Underpass.................................................................... 126
9.7.4 Proposal of Pedestrian facilities and Cycle Track ....................................................................... 131
9.7.5 Improvement Proposal of Culverts ............................................................................................. 131
9.8 REINFORCED EARTH WALL.................................................................................................................... 131
9.9 RETAINING WALL .................................................................................................................................. 132
9.10 DRAINS ............................................................................................................................................. 133
9.11 RAINWATER HARVESTING SYSTEM .................................................................................................. 134
9.12 ROAD FURNITURE AND OTHER FEATURES ....................................................................................... 134
9.12.1 Bus Bays and Bus Shelters ..................................................................................................... 135
9.12.2 Road Markings....................................................................................................................... 135
9.12.3 Cautionary, Mandatory and Informatory Signs .................................................................... 136
9.12.4 Kilometre Stone Details ......................................................................................................... 136
9.12.5 200m Stones and Boundary Stones ....................................................................................... 136
9.12.6 Delineators and Object Markers ............................................................................................ 137
9.12.7 Guard Post ............................................................................................................................. 137
9.12.8 Crash Barrier ......................................................................................................................... 137
9.12.9 Overhead Driver Feedback System ........................................................................................ 137
9.12.10 Embankment/Toe Wall........................................................................................................... 138
9.12.11 Road Safety Audit .................................................................................................................. 138
CHAPTER 10 COST ESTIMATES ..................................................................................................................... 141
10.1 GENERAL ......................................................................................................................................... 141
10.2 ESTIMATION OF QUANTITIES ......................................................................................................... 141
10.3 COST OF UTILITY DIVERSION ................................................................................................. 142
10.4 RATE ANALYSIS .............................................................................................................................. 142
10.5 CIVIL COST .................................................................................................................................... 142

Final Feasibility Report – UER-II (NH 344M)

(Package 1)
d
 Consultancy Services for DPR Preparation for Development of UER-II
between design chainage -0+700 to 15+000 (Package-1) in the State of Delhi

List of Tables
Table 0-1: Contract Packages (UER 2 & Spurs) ................................................................................ ii
Table 0-2: Annual Average Daily Traffic (PCUs) .......................................................................... iii
Table 0-3: Details of Main Carriageway for UER 2 ..................................................................... viii
Table 0-4: Details of Interchange at NH 1 ........................................................................................ ix
Table 0-5: Major Junction Improvement Proposal .......................................................................... x
Table 0-6: Minor Junction Improvement Proposal ......................................................................... xi
Table 0-7: Existing Bridges (Minor Bridges)................................................................................. xiii
Table 0-8: Proposal for Elevated Structure, Flyover, Underpasses ........................................... xiii
Table 0-9: Details of all Grade Separated Structures ................................................................... xvi
Table 0-10: Proposal for Subway................................................................................................... xvii
Table 0-11: Proposal for RE Wall (For Structures along Main CW, Service Road, Bridges etc)
.......................................................................................................................................................... xviii
Table 0-12: Proposal for Retaining Wall ........................................................................................ xix
Table 0-13: Construction of New RCC Drain ................................................................................ xix
Table 0-14: Total Civil Cost ............................................................................................................... xx
Table 1-1: Project Packaging ............................................................................................................... 7
Table 2-1: Detail of Existing Intersections with UER 2 ................................................................. 14
Table 3-1 Traffic Survey Locations .................................................................................................. 19
Table 4-1: District-Wise Population of NCT Delhi: 2001 & 2011 ................................................. 26
Table 4-2: Decennial growth Population of Delhi ......................................................................... 26
Table 4-3: District-Wise Population Density of NCT Delhi 2001 And 2011 ............................... 26
Table 4-4: District-Wise Urban & Rural Population of Delhi: 2011............................................. 27
Table 4-5: Workers and Non-Workers in India & Delhi: 1981-2011 (in Lakhs) ......................... 27
Table 4-6: Establishments for 5 Districts ......................................................................................... 28
Table 4-7: Land-Use of Delhi ............................................................................................................ 30
Table 4-8: Land use Distribution of Rohini .................................................................................... 34
Table 5-1: Traffic Susrvey Locations ................................................................................................ 37
Table 5-2: Vehicle Classification System ......................................................................................... 39
Table 5-3: Traffic Analysis Zone ...................................................................................................... 40
Table 5-4: Passenger Car Unit Values Adopted ............................................................................. 44
Table 5-5: Average Daily Traffic observed at TVC locations ....................................................... 45
Table 5-6: Peak Hour Factor ............................................................................................................. 45
Table 5-7: ADT and peak Hour traffic at Intersections ................................................................. 49
Table 5-8: Percentage Distribution of Passenger Traffic ............................................................... 52
Table 5-9: Percentage Distribution of Goods Traffic ..................................................................... 53
Table 5-10: Mode wise divertible traffic on different sections (Base Year) ................................ 56
Table 5-11: Total Traffic (Vehicles) Generation from Proposed Developments in Rohini ...... 57
Table 5-12: Year wise Growth rates adopted for traffic forecast ................................................. 58
Table 5-13: Section wise traffic projections (PCUs) on UER 2 ..................................................... 58
Table 5-14: Induced Traffic projections (Vehicles) on UER 2 ....................................................... 58
Table 5-15: Divertible Tollable Traffic (Vehicles) .......................................................................... 59
Table 6-1: Detail of Tests ................................................................................................................... 61
Table 6-2 Details of test results for subgrade soil .......................................................................... 64
Table 6-3: Details of test results for natural ground soil............................................................... 64
Table 6-4: Details of in-situ density and moisture content........................................................... 65
Table 6-5: Details of Pavement Composition ................................................................................. 66
Table 6-6: Details of Borrow Area .................................................................................................... 67
Table 6-7: Summary of Test Results of Borrow Area .................................................................... 69
Table 6-8: Summary of test results for coarse aggregate quarry ................................................. 70
Final Feasibility Report – UER-II (NH 344M)
(Package 1)
e
 Consultancy Services for DPR Preparation for Development of UER-II
between design chainage -0+700 to 15+000 (Package-1) in the State of Delhi

Table 6-9 : Summary of test results for sand .................................................................................. 71

Table 6-10: Comparison of test results with permissible values ................................................. 72
Table 7-1: Design Speed .................................................................................................................... 75
Table 7-2: Minimum Radii for Horizontal Curves ........................................................................ 75
Table 7-3: Radii beyond which Super Elevation is not required ................................................. 76
Table 7-4: Curve Radius (m) Not Requiring Transition ............................................................... 77
Table 7-5: Minimum Transition Length for Different Radii......................................................... 77
Table 7-6: Stopping Sight Distance .................................................................................................. 77
Table 7-7: Acceleration Lanes ........................................................................................................... 78
Table 7-8: Deceleration Lanes ........................................................................................................... 78
Table 7-9: Minimum Lengths of Vertical Curves .......................................................................... 79
Table 8-1: Water Table Based on Geotechnical Investigations .................................................. 100
Table 8-2: Detail of Proposed Interchanges and other Major Structures ................................. 106
Table 9-1: Details of Main Carriageway for UER 2 ..................................................................... 112
Table 9-2: Details of Interchange at NH 1 ..................................................................................... 114
Table 9-3: Details of Service Road/Slip Road .............................................................................. 115
Table 9-4: Pavement Design Methods ........................................................................................... 120
Table 9-5: Materials Specification and Characterization ............................................................ 121
Table 9-6: Proposed Pavement Thickness of Main Carriageway of UER 2 and all Link Roads
............................................................................................................................................................ 122
Table 9-7: Junction Improvement Proposal (Major Junctions) .................................................. 123
Table 9-8: Junction Improvement Proposal (Minor Junctions) .................................................. 125
Table 9-9: Existing Bridges (Minor Bridges)................................................................................. 126
Table 9-10: Proposal for Elevated Structure/ Flyover/ Underpasses ...................................... 126
Table 9-11: Details of Grade Separated Structures ...................................................................... 129
Table 9-12: Proposal for Subway.................................................................................................... 131
Table 9-13: Proposal for Culverts to be widened......................................................................... 131
Table 9-14: Locations of RE Wall along Main Carriageway/Service Road/Elevated Cross
Structures .......................................................................................................................................... 131
Table 9-15: Locations of Retaining Wall........................................................................................ 132
Table 9-16: Construction of New RCC Drain along Underpass/Main Carriageway............. 133
Table 9-17: Locations of Bus Bays with Bus Shelter .................................................................... 135
Table 9-18: Toe Wall Details ........................................................................................................... 138
Table 9-19: Checklist: Feasibility Stage Audit .............................................................................. 138
Table 10-1: Civil Cost ....................................................................................................................... 142

Final Feasibility Report – UER-II (NH 344M)

(Package 1)
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 Consultancy Services for DPR Preparation for Development of UER-II
between design chainage -0+700 to 15+000 (Package-1) in the State of Delhi

List of Figures
Figure 0-1: UER 2 Alignment ............................................................................................................. ii
Figure 0-2: Typical Arrangement of NH 1 at Chainage 23+700 (NH-1) ......................................iv
Figure 0-3: Typical Arrangement of NH 1 at Chainage 24+350 (NH-1) ......................................iv
Figure 0-4: Typical Cross Section at Chainage 0+350 (UER 2)....................................................... v
Figure 0-5: Typical Arrangement at Railway Over Bridge (Holambi Kalan) .............................. v
Figure 0-6: Typical Arrangement of Flyover at Bawana Industrial Area Junction ....................vi
Figure 0-7: Typical Arrangement of Underpass at Bawana Industrial Area Junction ..............vi
Figure 0-8: Typical Arrangement of Flyover at Rohini Sector 36/37 Junction (Chainage
11+100) ..................................................................................................................................................vi
Figure 0-9: Typical Arrangement of Underpass at Rohini Sector 36/37 Junction (Chainage
11+600) ................................................................................................................................................ vii
Figure 0-10: Typical Arrangement of UER 2 at Karala-Kanjhawala Road Junction (Chainage
14+000) ................................................................................................................................................ vii
Figure 1-1: Key Map – UER 2 ............................................................................................................. 2
Figure 1-2: UER 2 (Phase 1)................................................................................................................. 3
Figure 1-3: Spur to Barwasni Bye-pass.............................................................................................. 4
Figure 1-4: Spur to Bahadurgarh By-pass ......................................................................................... 5
Figure 2-1: UER 2 Alignment ............................................................................................................. 8
Figure 2-2: Section between NH 1 & Karala Kanjhawala Road................................................... 11
Figure 2-3: Section between Karala-Kanjhawala Road & Nangloi-Najafgarh Road ................ 12
Figure 2-4: Section between Nangloi-Najafgarh Road & Sector-24 Dwarka ............................. 13
Figure 4-1: Districts of Delhi ............................................................................................................. 25
Figure 4-2: Location of Dwarka Sub-city ........................................................................................ 29
Figure 4-3: Location of Rohini Sub-city........................................................................................... 33
Figure 4-4: Location of Najafgarh Town ......................................................................................... 35
Figure 4-5: Location and Surroundings of ECC Dwarka ............................................................. 36
Figure 5-1: Survey Location Map ..................................................................................................... 38
Figure 5-2: Traffic Composition at Various Survey Locations..................................................... 46
Figure 5-3: Daily Hourly Variation in Traffic at NH-1 KM-28 .................................................... 47
Figure 5-4: Daily Hourly Variation in Traffic at JMD Megapolis................................................ 47
Figure 5-5: Daily Hourly Variation in Traffic at Kherki daula Toll Plaza .................................. 48
Figure 5-6: Daily Hourly Variation in Traffic at Kapashera Smalkha ........................................ 48
Figure 5-7: Daily Hourly Variation in Traffic at NH-10 MCD Toll ............................................. 49
Figure 5-8 Traffic flow at intersection near Samalkha Crossing ................................................. 50
Figure 5-9 Traffic flow at Bharthal Chowk ..................................................................................... 50
Figure 5-10 Traffic flow at intersection near sector 21 Dwarka metro station .......................... 51
Figure 5-11 Traffic flow at Najafgarh road intersection ............................................................... 51
Figure 6-1: Trial pit test along the alignment ................................................................................. 62
Figure 6-2: Trial pit test for natural ground soil ............................................................................ 62
Figure 6-3: Pavement composition along the Project Road ......................................................... 66
Figure 6-4: Lead Chart for Borrow Area ......................................................................................... 67
Figure 6-5: Location for Borrow Area ............................................................................................. 68
Figure 8-1: Typical Arrangement of NH 1 at Chainage 23+700 (NH-1) ..................................... 94
Figure 8-2: Typical Arrangement of NH 1 at Chainage 24+350 (NH-1) ..................................... 94
Figure 8-3: Typical Cross Section at Chainage 0+350 (UER 2)..................................................... 94
Figure 8-4: Typical Arrangement at Railway Over Bridge (Holambi Kalan) ............................ 95
Figure 8-5: Typical Arrangement of Flyover at Bawana Industrial Area Junction ................... 95
Figure 8-6: Typical Arrangement of Underpass at Bawana Industrial Area Junction ............. 95

Final Feasibility Report – UER-II (NH 344M)

(Package 1)
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 Consultancy Services for DPR Preparation for Development of UER-II
between design chainage -0+700 to 15+000 (Package-1) in the State of Delhi

Figure 8-7: Typical Arrangement of Flyover at Rohini Sector 36/37 Junction (Chainage
11+100) ................................................................................................................................................. 96
Figure 8-8: Typical Arrangement of Underpass at Rohini Sector 36/37 Junction (Chainage
11+600) ................................................................................................................................................. 96
Figure 8-9: Typical Arrangement of UER 2 at Karala-Kanjhawala Road Junction (Chainage
14+000) ................................................................................................................................................. 97
Figure 8-10: Typical Arrangement of UER 2 between Madanpur Dabas & Delhi-Rohtak Rail
Line....................................................................................................................................................... 97
Figure 8-11: Typical Arrangement of UER 2 between NH 10 & Mangeshpur Drain ............... 98
Figure 8-12: Typical Arrangement of UER 2 between Najafgarh Nangloi & Aman Vihar ..... 98
Figure 8-13: Typical Arrangement of UER 2 from Najafarh-Janakpuri Road to New
Roshanpura ......................................................................................................................................... 99
Figure 8-14: Typical Arrangement of UER 2 near Goyla Village ................................................ 99
Figure 8-15: Typical Arrangement of UER 2 at Najafgarh Drain (Major Bridge) ................... 100
Figure 8-16: Junction of UER 2 with NH 1 ................................................................................... 101
Figure 8-17: Junction of UER 2 with Shahpur Garhi Road ......................................................... 101
Figure 8-18: Railway Over Bridge at Delhi-Ambala Railway Line ........................................... 102
Figure 8-19: Junction of UER 2 with Sector 5, Bawana Industrial Area ................................... 103
Figure 8-20: Junction of UER 2 with Sector 3/4 (To Sonipat By-Pass) ..................................... 103
Figure 8-21: Junction of UER 2 with Rohini Sector Road (Sector 34/35) ................................. 104
Figure 8-22: Junction of UER 2 with Bawana Road ..................................................................... 105
Figure 8-23: Junction of UER 2 with Rohini Sector Road ........................................................... 105
Figure 8-24: Junction of UER 2 with Karala-Kanjhawala Road ................................................. 106

Final Feasibility Report – UER-II (NH 344M)

(Package 1)
h
 Consultancy Services for DPR Preparation for Development of UER-II
between design chainage -0+700 to 15+000 (Package-1) in the State of Delhi

EXECUTIVE SUMMARY
1. BACKGROUND
Delhi being National Capital generates and attracts huge quantum of traffic not only
from within Delhi but also from surrounding region. In order to cater to this regional
traffic, Inner and Outer ring roads were planned in 1962, of which only inner ring
road could be completed whereas outer ring road is still not a full ring. Additionally,
non-Delhi destined traffic i.e. traffic to/from North Indian States (which includes
Punjab, Northern Haryana, Jammu & Kashmir) to remaining Indian states (which
includes Rajasthan, Southern Haryana, Gujarat, Maharashtra) has to pass through
Delhi due to absence of alternate network. This leads to heavy congestion on the
existing ring roads.
To address this issue & further decongest Delhi, Delhi Development Authority
(DDA) as part of the Delhi Master Plan 2021 proposed Urban Extension Road (UER)
– 2 as 3rd ring road of Delhi connecting all the major National Highways in the
western side of Delhi including NH 1, NH 10, NH 8 and NH 2. The proposed RoW
for UER was decided as 100 m. Although substantial chunk of land was acquired in
western part of Delhi between NH 1 and NH 8 including construction of road for a
length of 16 Km (approx.) however, no progress was made in the section between
NH 8 and NH 2. Also the section between NH 8 and NH 1 has major hindrances in
terms of land acquisition including built up structures. DDA then decided to get the
UER 2 section between NH 8 and NH 1 to be developed by NHAI and requested to
advise on suitable alignment options at hindrance locations. Henceforth, the
mandate to develop UER 2 is currently with NHAI.
NHAI has further entrusted the task for preparation of Detailed Project Report (DPR)
for development of UER 2 to URS Scott Wilson India Private Limited in association
with AECOM India Private Limited as additional works to the contract agreement
for Punjab–Package-I project of Bharatmala vide Letter No. NHAI/Planning/EC
/Misc./2016/105069 dated 29/08/2017.

2. PROJECT DESCRIPTIONS
General
The alignment of UER 2 takes off from NH 1 (Ch. 23+800) near village Bankoli and
terminates near the junction of Sector 24 in Dwarka. The present alignment is
proposed to connect NH 1 with NH 8 passing through Bawana Industrial Area,
Rohini Sector 34, 35, 36, 37, Mundka Industrial Area, Najafgarh & Dwarka. The
proposed alignment crosses Delhi-Karnal Railway Line, NH 10 and Delhi-Rohtak
Railway Line and merges with the contract package of UER 2 taken up with Dwarka
Expressway at Sector 24 which further connects it with Shiv Murti at NH 8. Dwarka
expressway meets UER 2 at Sector 21 Junction Dwarka and connects UER 2 with
State of Haryana till NH-8 at Km 40.070 near SPR Junction approx. 2 km before the
Kherki Daula toll plaza.

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The total length of UER 2 is 46.500 Km, out of which 38.111 Km is taken up as part of
this project and a part alignment is being taken up with alignment of Dwarka
expressway. The complete length of this corridor falls in the state of Delhi. Figure 0-1
presents the alignment of UER-2.

Figure 0-1: UER 2 Alignment

In addition to the section of UER-2 two additional packages for spur to Barwasni By-
pass (Sonipat) & Spur to Bahadurgarh By-pass are also to be developed along with it.

Contract Packaging
The total project has been further subdivided into 5 contract packages. The
recommended contract packages and their respective lengths are described below:
Table 0-1: Contract Packages (UER 2 & Spurs)
S.No Contract Package Description Chainage Length (Km)
NH-1 Intersection to
1. Package 1 Km 0.000 to Km 15.000 15.00
Karala-Kanjhawala Road
From Karala Kanjhawala
2. Package 2 Road till Nangloi - Km 15.000 to 28.450 13.45
Najafgarh Road

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S.No Contract Package Description Chainage Length (Km)

From Nangloi - Najafgarh
3. Package 3 Km 28.450 to 38.111.43 9.66
Road till Sector 24 Dwarka
Spur to Barwasini By-pass
4. Package 4 (Bawana Industrial Area to Km 0+000 to 29.600 29.6
Barwasni By-pass)
Spur to Bahadurgarh By-
pass {From Km 26+600 of
5. Package 5 UER 2 (Dichaun Kalan) to Km 0+000 to 7+269 7.26
Bahadurgarh By-pass/ NH
10 near Village Balaur}
The present report being submitted is only for Package 1.

3. TRAFFIC FORECAST
Traffic Volume
UER 2 has been divided into five sections (three sections for UER 2 & 2 sections of
Spurs) in such a way that traffic intensity within a particular section will be more or
less uniform. The homogenous sections (HS) identified and their estimated average
annual daily traffic in PCU are listed below:

Table 0-2: Annual Average Daily Traffic (PCUs)

S. No. SECTION 2017 2020 2025 2030 2035 2040 2045 2047
NH-1
Intersection to
I 20,455 28,010 44,358 65,927 93,147 1,25,991 1,49,357 1,74,098
NH 10
Intersection
NH 10
Intersection to
II
Najafgarh- 20,987 28,639 45,086 66,674 94,084 1,27,025 1,60,323 1,76,105
Dwarka Road
Najafgarh
Road to
III
Dwarka Sector 16,484 22,507 35,440 52,404 73,954 99,838 1,26,066 1,38,500
24 Junction
Spur to
IV
Barwasini 7,138 9,710 15,264 22,563 31,914 43,208 54,990 60,607

Spur to
V
Bahadurgarh 10,601 14,381 22,575 33,349 47,338 64,340 82,765 91,609

The current package of which this report is being submitted falls under
Homogenous section I. The project corridor under this study is expected to serve
average annual daily traffic of more than 1,20,000 in next 20 years design
period.

4. ALIGNMENGT DESIGN

The report details out the alignment design considerations for entire project
however; the section below describes the alignment design of Package 1 only

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Section 1: Between NH 1 (Chainage 23+800) and Karala-Kanjhawala Road (Part of

Package I) (Design Chainage 0+000 to 15+000)
This is the first section of UER 2 to be taken up as Package 1 of the complete
alignment of UER 2 being developed in Phase I. The alignment takes off at Chainage
Km 23+800 of NH 1 and terminates at design chainage 15+000 of the proposed road.
This section has 8 major junctions & 1 Railway Line crossing the alignment.
An interchange has been proposed at NH 1. The existing alignment of NH 1 will
have to be modified as per the proposed design. Figure 0-2 & Figure 0-3 present the
proposed cross section at NH 1. A total of 3 flyovers & 1 underpass has been
proposed at NH 1 Junction with UER 2. Figure 0-4 presents the cross section at UER
2 with the proposed arrangement at NH 1 junction.

Figure 0-2: Typical Arrangement of NH 1 at Chainage 23+700 (NH-1)

Figure 0-3: Typical Arrangement of NH 1 at Chainage 24+350 (NH-1)

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Figure 0-4: Typical Cross Section at Chainage 0+350 (UER 2)

The service roads of UER 2 will form an at-grade junction with service road of NH 1.
Thereafter, a right turning underpass has been proposed from UER 2 (from NH 1) to
Shahpur Garhi Junction at Chainage 1+750. Along with right turning underpass a
right turning flyover has been proposed from Shahpur Garhi Junction to UER 2 (to
Dwarka). Both these structures have been integrated with a U-turning structure to
allow U-turning movement from UER 2.
After crossing Shahpur Garhi junction, alignment crosses Delhi-Ambala Railway line
at Chainage 3+500. At present, land-acquisition along the access to Railway line
hasn’t been completed. A railway over bridge is proposed at this location. Figure 0-5
presents the proposed cross section at the RoB.

Figure 0-5: Typical Arrangement at Railway Over Bridge (Holambi Kalan)

After the RoB, an arrangement similar to the proposal at Shahpur Garhi Junction has
been developed at Chainage 5+150 (Bawana Sector 5 Junction).
Spur to Barwasini By-pass is proposed to take-off from Bawana Sector 3/4 Industrial
Area. To facilitate smooth traffic flow between the Barwainsi by-pass/Sonipat &
UER 2, grade separation has been proposed along the same. Figure 0-6 & Figure 0-7
present the cross section at the same location. A right turning flyover has been
proposed from UER 2 (from NH 1) to Bawana Industrial Area and a right turning
underpass has been proposed from Bawana Industrial Area to UER 2 (Towards

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Dwarka). In addition to this arrangement, a right turning underpass has been

proposed from UER 2 (from Dwarka) towards Sector Road of Rohini Sector 34.

Figure 0-6: Typical Arrangement of Flyover at Bawana Industrial Area Junction

Figure 0-7: Typical Arrangement of Underpass at Bawana Industrial Area Junction

After Bawana Industrial area, right turning flyover has been proposed for traffic
approaching from Rohini Sector 34/35 to UER 2 (Towards NH-1). Thereafter, a
straight flyover has been proposed at Barwala village. The same has been done to
minimise land acquisition at Anand Vihar Colony.
After crossing Barwala, a right turning flyover & underpass has been proposed at
11+300 for access to Sector 36/37 of Rohini. Main carriageway is proposed to remain
at grade at the section under consideration. Figure 0-8 & Figure 0-9 present the cross
section of UER 2 at this location.

Figure 0-8: Typical Arrangement of Flyover at Rohini Sector 36/37 Junction (Chainage 11+100)

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Figure 0-9: Typical Arrangement of Underpass at Rohini Sector 36/37 Junction (Chainage 11+600)

After crossing Rohini Sector 36/37 junction, flyover has been proposed for main
carriageway at UER 2 junction with Karala-Kanjhawala road. Figure 0-10 presents
the typical arrangement of UER 2 at Karala-Kanjhawala road junction.

Figure 0-10: Typical Arrangement of UER 2 at Karala-Kanjhawala Road Junction (Chainage 14+000)

5. PROJECT DEVELOPMENT DESCRIPTION

Proposed Pavement
Main Carriageway, Slip Road, Service road and all ramps of flyovers shall be flexible
pavement except the approaches of Underpasses. The approaches of Underpasses
shall be of rigid pavement.
Stone Matrix Asphalt 50mm thick laid in single layer shall be provided as wearing
course on all grade separated structures and bridges.
Design Life

For the design of pavement, the design life is defined in terms of the cumulative
number of standard axles that can be carried before strengthening of the pavement is
necessary.

Flexible pavement for new pavement or for widening and strengthening of the
existing pavement shall be designed for a minimum design period of 20 years. Stage

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construction shall not be permitted. All rigid pavements should be designed for a
minimum design period of 30 years. The minimum thickness of rigid pavement shall
be 300 mm of Pavement Quality Concrete (PQC) and 150 mm of de-bonded Dry Lean
Concrete (DLC)
Main carriageway, Interchange ramps coming out of NH-1 and going into NH-1
shall be designed for minimum design traffic of 100 MSA. All other interchange
ramps shall be designed for minimum design traffic of 20 MSA.
For new flexible pavement of all the above roads, following minimum thickness of
the bituminous layers shall be maintained:
 BC – 50 mm
 DBM – 115 mm
For service roads, slip roads, flexible pavement shall be designed for minimum 20
MSA.

Proposal for Widening of Main Carriageway

For UER 2 and all ramps merging to or exiting from the Expressway under this scope
of work, the paved carriageway including shyness shall be as per the table below:
Table 0-3: Details of Main Carriageway for UER 2
Design Chainage Width of Paved
Chainage of of UER-II / Carriageway (m)
S. Length
UER-II Individual Link / Remarks
No. (m)
Ramp Left C/w Right C/w
From To From To
Main Carriageway (MCR0)
Merging Section
(existing road on lhs
between chainage 0+420 to
0+750 width varying from
varying from 12.5 m to 43
1 0+336 0+750 0+336 0+750 414 1.5 m to 6.5 m. existing
m
road on rhs between
chainage 0+360 to 0+750
width varying from 0.5 m
to 6.5 m)
On each direction, 10.5 m
wide carriageway, 1.5 m
wide paved shoulders, 0.5
m wide kerb shy distance
on right hand side
1. Existing road on lhs
between chainage 0+750 to
0+950 width varying
2 0+750 15+000 0+750 15+000 14250 12.5 12.5 between 0 m to 1.5 m,
existing road on rhs
between chainage 0+750 to
2+550 with varying
between 0 m to 6.5 m.
2. Existing road on lhs
between chainage 2+050 to
2+550 width varying
between 1.0 m to 3.5 m
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Design Chainage Width of Paved

Chainage of of UER-II / Carriageway (m)
S. Length
UER-II Individual Link / Remarks
No. (m)
Ramp Left C/w Right C/w
From To From To
3. Existing road on lhs
between chainage 2+670 to
2+828, width varying
between 3 m to 4.5 m
4. Existing road on lhs
between chainage 4+064 to
5+205 width varying
between 0 m to 12.5 m,
existing road on rhs
between chainage 4+064 to
5+600 width varying from
6 m to 12.5 m.
5. Existing road on lhs
between chainage 5+300 to
9+350 width varying from
0 m to 10.5 m, existing
road on rhs between
chainage 5+680 to 9+410
width varying between 0 m
to 12.5 m
6. Existing road on lhs
between chainage 9+380 to
9+470 width varying from
0 m to 12 m
7. Existing road on lhs
between chainage 10+690
to 13+070 width varying
from 0 m to 7.5 m, existing
road on rhs between
chainage 10+690 to 13+048
width varying from 0 m to
10.5 m
8. Existing road on lhs
between chainage 13+155
to 13+418 width varying
from 0 m to 12.5 m,
existing road on rhs
between chainage 13+155
to 13+432 width varying
from 10 m to 12.5 m
Interchange at NH 1 Interchange (UER 2-NH-1 Intersection)
Table 0-4: Details of Interchange at NH 1
Design Chainage of
Width of Paved
Individual Link / Ramp/ Length
S. No. Carriageway Remarks
Loop (m)
(m)
From To
Elevated Link from NH 1 (From Delhi) to UER 2 (Towards Dwarka) (MCS1)
7 m wide carriageway, 0.5 m wide kerb shy
distance on right hand side, 1.5 m paved
1 -0+251 0+443 694 10
shoulder on left hand side and 0.5 m wide
crash barrier on both sides
Elevated Link from UER 2 (From Dwarka) to NH 1 (Towards Karnal) (MCS2)
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Design Chainage of
Width of Paved
Individual Link / Ramp/ Length
S. No. Carriageway Remarks
Loop (m)
(m)
From To
10.5 m wide carriageway, 0.5 m wide kerb
shy distance on right hand side, 1.5 m wide
2 0+360 -0+353 713 13.5
paved shoulders on left hand side and 0.5 m
wide crash barrier on both sides
Elevated Right Turn from UER 2 (From Dwarka) towards NH 1 (Towards Delhi) (MCR1)
7 m wide carriageway, 0.5 m wide kerb shy
distance on right hand side, 1.5 m paved
3 0+465 -0+450 915 10
shoulder on left hand side and 0.5 m wide
crash barrier on both sides
Right Turning Underpass from NH 1 (from Karnal) to UER 2 (Towards Dwarka) (MCL1)
10.5 m wide carriageway, 0.5 m wide kerb
shy distance on right hand side, 0.5 m wide
4 -0+346 0+336 682 14.5 kerb on right hand side, 1.5 m wide covered
drain cum footpath on left hand side and 1.5
m wide paved shoulders on left hand side.
Note:
1. The design of interchange including all the ramps/ underpasses/ merging/ diverging/ service road/ slip road as described above and in
table below and as shown in the drawings shall be included in thse scope of work.
2. The merging and diverging at Interchange as described above and as shown in the Interchange Drawings including the proposed
entry/ exit of service/ slip road to and from Main Carriageway of NH 1 shall be followed entirely.
3. All necessary interventions and road development works required for Interchange design along NH 1 including existing/ proposed
service road of NH 1 shall be included in scope of works.
4. Width of elevated structure mentioned is the outer width including crash barrier.
5. In all underpasses for the main carriageway, service road, links and ramps, the width of underpass including the merging locations
shall cater to adequate set back distance to ensure stopping sight distance corresponding to the design speed. For main carriageway of
UER-2 PKG-1, the setback distance shall be corresponding to intermediate sight distance corresponding to design speed of Package 1.
6. Width of underpass is clear width excluding the wall thickness. The width is typical and shall cater to adequate set back distance to
ensure stopping sight distance corresponding to the design speed.
7. Reconstruction of main carriageway of NH-1 (section towards Delhi) shall be included in the scope of works of the concessionaire as
per section 5.3.2.

Intersections
A total of 10 major and 21 minor intersections are proposed to be improved as a part
of upgradation project. The junction improvement plan for junctions is listed in Table
given below:
(a) Major Intersections

Table 0-5: Major Junction Improvement Proposal

Minimum Road to be
Length of carried
S No. Location Salient Features Remarks
viaduct to be under/ above
provided the structure
Intersection of UER 2
As per Clause
1 0+000 with NH 1 near village NH 1 Full Interchange
2.9
Bankholi
Intersection of UER 2 Main Carriageway and Service road
As per Clause Main
2 1+750 with Shahpur Garhi of UER 2 remain at grade, rest all
2.9 Carriageway
Road movements shall be grade separated.
Intersection of UER 2
with Shahpur As per Clause Main Straight Underpass connecting
3 2+606
Garhi/Budhpur Village 2.9 Carriageway Shahpur Garhi & Budhpur.
Road

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Minimum Road to be
Length of carried
S No. Location Salient Features Remarks
viaduct to be under/ above
provided the structure
Intersection of UER 2 Main Carriageway and Service road
As per Clause Main
4 5+200 with Sector Road of of UER 2 remain at grade, rest all
2.9 Carriageway
Bawana Sector 5 movements shall be grade separated.
Intersection of UER 2 Main Carriageway and Service road
As per Clause Main
5 7+200 with Sector Road of of UER 2 remain at grade, rest all
2.9 Carriageway
Rohini Sector 34 movements shall be grade separated.
Intersection of UER 2 Main Carriageway and Service road
As per Clause Main
6 9+200 with Sector Road of of UER 2 remain at grade, rest all
2.9 Carriageway
Rohini Sector 34/35 movements shall be grade separated.
Main Carriageway elevated through
flyover near Barwala. Service road
will have at grade intersection with
Bawana Road and shall be
Intersection of UER 2 Cross Road controlled through signals.
As per Clause
7 10+175 with Bawana Road (near (Bawana Installation of traffic signals and
2.9
Barwala Village) Road) necessary improvements of cross
road for a length of 100 m on both
sides for developing intersection
shall be included in the scope of
works
Intersection of UER 2 Main Carriageway and Service road
As per Clause Main
8 11+300 with Sector Road of of UER 2 remain at grade, rest all
2.9 Carriageway
Rohini Sector 36/37 movements shall be grade separated.
Main Carriageway elevated through
flyover. Service road will have at
grade intersection with Karala-
Kanjhawala Road and shall be
Cross Road
Intersection of UER 2 controlled through signals.
As per Clause (Karala
9 14+000 with Karala-Kanjhawala Installation of traffic signals and
2.9 Kanjhawala
Road necessary improvements of cross
Road)
road for a length of 100 m on both
sides for developing intersection
shall be included in the scope of
works

(b) Improvement of Minor Junctions with at-grade Service roads

All minor junctions as provided in Clause 15 of Schedule A needs to be improved to
integrate them with the at-grade service road as per the requirements of Schedule D.

Table 0-6: Minor Junction Improvement Proposal

Minimum
Road to be
Length of
S No. Location Salient Features carried under Remarks
viaduct to be
the structure
provided
Left in and Left out on Cross Road connecting
1 0+800 NA NA
Service Road village Alipur
Left in and Left out on Cross Road (connecting
2 2+300 NA NA
Service Road Alipur & Shahpur Garhi)
Left in and Left out on Cross Road connecting
3 3+200 NA NA
Service Road Shahpur Garhi
Cross Road (connecting
Left in and Left out on
4 4+100 NA NA Holambi Kalan & Holambi
Service Road
Khurd)
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Minimum
Road to be
Length of
S No. Location Salient Features carried under Remarks
viaduct to be
the structure
provided
Left in and Left out on Cross Road connecting
5 5+200 NA NA
Service Road Holambi Khurd
Cross Road connecting
Left in and Left out on
6 6+300 NA NA Bawana Sector 5 and
Service Road
Holambi Khurd
Cross Road connecting
Left in and Left out on Delhi Jal Board water
7 7+000 NA NA
Service Road treatment plant & Bawana
Sector 5
Road between Yamuna
8 7+100 Cross VUP NA NA
Twin Canal
Left in and Left out on Sector Road of Rohini
9 8+350 NA NA
Service Road Sector 34
Left in and Left out on
10 9+800 NA NA Barwala Village Road
Service Road
Left in and Left out on Cross Road connecting
11 12+300 NA NA
Service Road Naveen Vihar
Left in and Left out on
12 12+600 NA NA Rajeev Nagar
Service Road
Left in and Left out on
13 12+700 NA NA Jain Nagar
Service Road
Left in and Left out on Cross Road connecting Jain
14 13+150 NA NA
Service Road Nagar & Baldev Vihar
Left in and Left out on Cross Road connecting Jain
15 13+300 NA NA
Service Road Nagar
Cross Road connecting
Left in and Left out on
16 13+600 NA NA Sukhbeer Nagar & Utsav
Service Road
Vihar
Left in and Left out on Cross Road connecting
17 13+700 NA NA
Service Road Sukhbeer Nagar
Left in and Left out on Cross Road connecting
18 14+370 NA NA
Service Road Rama Vihar
Cross Road connecting
Left in and Left out on
19 14+450 NA NA Rama Vihar &
Service Road
Mohammadpur Majri
Left in and Left out on Cross Road connecting
20 14+850 NA NA
Service Road Rama Vihar
Cross Road connecting
Left in and Left out on
21 14+950 NA NA Roop Vihar &
Service Road
Mohammadpur Majri
Proposal of Flyovers, Bridges, Culverts and other Structures
a) Bridges
There are no major bridges on the project road under Package-1. However, 3
minor bridges are located on the project corridor. Widening of these bridges is
proposed as part of the project Package I. Details of the same given in Table 0-7.

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Table 0-7: Existing Bridges (Minor Bridges)

Details of Repair/
S. No. Design Chainage Total Width (m) Span Arrangement
Rehabilitation / widening
1 0+510 99 m 7.4 + 19.2 + 7.4 To be widened
2 2+310 102 m 1 x 21 To be widened
3 7+110 82 m 2 x 6.5 m + 2x3.5 + 2x4.3 To be widened
b) Proposal for Elevated Structure/Flyover/Underpass
Table 0-8: Proposal for Elevated Structure, Flyover, Underpasses
Length Proposed Vertical
S. No. Design Chainage Width (m)
(m) Structure Clearance (m) Remarks
As per Design From NH-1 (Delhi) to UER-II
-0+173 to -0+040 133
Profile (7 m wide carriageway, 1.5 m
Elevated paved shoulders on left hand
1 -0+040 to 0+160 200 10 5.5
Flyover side, .5 m kerb shy distance on
As per Design right hand side and 0.5 m crash
0+160 to 0+342 182 barrier on both sides) MCS 1
Profile
As per Design Elevated Flyover from UER-II
0+235 to 0+080 155
Profile to NH-1 (Karnal) (10.5m wide
carriageway, 0.5 m wide kerb
Elevated
2 0+080 to -0+060 140 13.5 5.5 shy distance on right hand side,
Flyover
1.5 m paved shoulder on left
As per Design hand side and 0.5 crash barrier
-0+060 to -0+255 195
Profile on both sides) MCS 2
As per Design From UER-II to NH-1 (Delhi)
0+372 to 0+060 312
Profile (7 m wide carriageway, 1.5 m
Elevated paved shoulders on left hand
3 0+060 to -0+080 140 10 5.5
Flyover side, .5 m kerb shy distance on
right hand side and 0.5 m crash
As per Design
-0+080 to -0+344 264 barrier on both sides) MCR 1
Profile
Underpass from NH-1 (Karnal)
to UER-II (10.5 m wide
Carriageway, 1.5 m wide
paved shoulders on left hand
4 -0+100 to 0+080 180 Underpass Box 14.5 5.5 side, 1.5 wide drain on left
hand side, 0.5 m wide kerb shy
distance on right hand side and
0.5 m wide kerb on right hand
side) MCL 1
As per Design U-Turning Elevated structure –
0+142 to 0+249 107 10
Profile MCU 1 (7.0 m wide
Varying carriageway, 1.5 m wide paved
0+249 to 0+654 405 from 10 m 5.5 shoulders on left hand side, 0.5
Elevated
5 to 19.5 m m wide kerb shy distance on
Flyover
right hand side and 0.5 m wide
As per Design crash barrier on both sides)
0+654 to 0+800 146 10 Merging of MCU 2 & MCU 1
Profile
included in this section

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Length Proposed Vertical

S. No. Design Chainage Width (m)
(m) Structure Clearance (m) Remarks
Right turning elevated flyover
from Shahpur Garhi
As per Design Intersection to UER 2 (towards
0+180 to 0+300 120 10
Profile Dwarka) – MCU 2 (7 m wide
carriageway, 1.5 m wide paved
Elevated
6 shoulders, 0.5 m wide kerb shy
Flyover
distance and 0.5 m wide crash
barrier on both sides.
0+300 to 0+453 153 9.5 m -10 m 5.5 (Merging section between
MCU 1 & MCU 2 included in
MCU 1)
Underpass from UER 2 (from
11 m – 14.5
1+581 to 1+765 312 Underpass Box 5.5 NH 1) to Shahpur Garhi
m
7 Industrial Area
11 m – 14.5 U-turning Structure from right
1+750 to 1+581 182 Underpass Box 5.5
m turning underpass
Straight Underpass from
2+597 to 2+606 61 Underpass Box 7.5 5.5
Shahpur Garhi to Budhpur
8
Straight Underpass from
2+606 to 2+615 61 Underpass Box 7.5 5.5
Budhpur to Shahpur Garhi
As per Design Main Carriage way Elevated
3+011 to 3+415 404
Profile (10.5 m wide carriageway, 1.5
3+415 to 3+625 210 6.65 m wide paved shoulders on left
RoB (Railway 13.5 (Both
9 hand side, 0.5 m wide kerb shy
Over Bridge) Directions)
As per Design distance on right hand side and
3+625 to 3+895 270 0.5 m wide crash barrier on
Profile
both sides)
As per Design Service Road Elevated (10.5 m
3+011 to 3+415 404
Profile wide carriageway, 0.25 m wide
3+415 to 3+625 210 6.65 kerb shy distance on right hand
side & left hand side, 0.5 m
RoB (Railway 15.5 (Both wide crash barrier on left hand
10
Over Bridge) Directions) side, 1.5 m wide footpath on
As per Design left hand side, 1.5 m wide
3+625 to 3+895 270
Profile cycle track on left hand side,
0.5 m wide crash barrier on
both sides)
As per Design U-Turning Elevated structure –
0+157 to 0+275 118 10
Profile MCU 3 (7.0 m wide
Varying carriageway, 1.5 m wide paved
0+275 to 0+720 445 from 10 m 5.5 shoulders on left hand side, 0.5
Elevated
11 to 19.5 m m wide kerb shy distance on
Flyover
right hand side and 0.5 m wide
As per Design crash barrier on both sides)
0+720 to 0+808 88 10 Merging of MCU 3 & MCU 4
Profile
included in this section
As per Design Right turning elevated flyover
0+135 to 0+320 185 10
Profile from Bawana Sector 5
Industrial Area to UER 2
Elevated (towards Dwarka) – MCU 4 (7
12
Flyover m wide carriageway, 1.5 m
0+320 to 0+465 145 9.5 m -10 m 5.5 wide paved shoulders, 0.5 m
wide kerb shy distance and 0.5
m wide crash barrier on both

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Length Proposed Vertical

S. No. Design Chainage Width (m)
(m) Structure Clearance (m) Remarks
sides.
(Merging section between
MCU 3 & MCU 4 included in
MCU 1)
Underpass Box Underpass from UER 2 (from
11 m – 14.5
5+015 to 5+201 334 5.5 NH 1) to Bawana Sector 5
m
13 Industrial Area
Underpass Box 11 m – 14.5 U-turning Structure from right
5+186 to 5+015 172 5.5
m turning underpass
Right Turning Underpass from
UER 2 (from Dwarka) towards
Rohini Sector Road (Sector 34)
(7.0 m wide Carriageway, 1.5
m wide paved shoulder on Left
14 7+205 to 7+272 102 Underpass Box 11 m 5.5
hand side, 1.5 m wide drain
cum footpath on left hand side,
0.5 m wide kerb shy distance
on right hand side, 0.5 m wide
kerb on right hand side)
As per Design Right Turning Flyover from
0+164 to 0+283 119
Profile Sector Road of Rohini Sector
0+283 to 0+393 110 5.5 34/35 to UER 2 (Towards NH
1) above main carriageway –
Elevated MCU 6 (7.0 m wide
10 m
15 Flyover carriageway, 1.5 m wide paved
As per Design shoulder on left hand side, 0.5
0+393 to 0+ 507 114
Profile m wide kerb shy distance on
left hand side, 0.5 m wide
crash barrier on both sides)
As per Design Main Carriageway Elevated at
9+683 to 9+920 237
Profile Bawana Cross road (10.5 m
9+920 to 10+280 360 5.5 wide carriageway in bth
directions, 1.5 m wide paved
shoulder on left hand side in
Elevated
26.6 both directions, 0.5 m wide
16 Flyover
As per Design kerb shy distance on right hand
10+280 to 10+520 240 side in both directions, 0.5 m
Profile
wide crash barrier in both
directions and 0.6 m wide
central barrier)
As per Design Right Turning Flyover from
0+245 to 0+304 59
Profile Sector Road of Rohini Sector
0+304 to 0+414 110 5.5 36/37 to UER 2 (Towards NH
1) above main carriageway –
Elevated MCU 7 (7.0 m wide
10 m
17 Flyover carriageway, 1.5 m wide paved
As per Design shoulder on left hand side, 0.5
0+414 to 0+530 116
Profile m wide kerb shy distance on
left hand side, 0.5 m wide
crash barrier on both sides)
Right Turning Underpass from
UER 2 (from Dwarka) to
18 11+360 to 11+300 101 Underpass Box 11.0 5.5 Sector Road of Rohini Sector
36/37 (7.0 m wide
Carriageway, 1.5 m wide
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Length Proposed Vertical

S. No. Design Chainage Width (m)
(m) Structure Clearance (m) Remarks
paved shoulder on Left hand
side, 1.5 m wide drain cum
footpath on left hand side, 0.5
m wide kerb shy distance on
right hand side, 0.5 m wide
kerb on right hand side)
Main Carriageway Elevated at
As per Design Karala-Kanjhawala Road (10.5
13+570 to 13+930 360
Profile m wide carriageway in bth
directions, 1.5 m wide paved
shoulder on left hand side in
Elevated
19 13+930 to 14+091 161 26.6 5.5 both directions, 0.5 m wide
Flyover
kerb shy distance on right hand
side in both directions, 0.5 m
wide crash barrier in both
As per Design
14+091 to 14+450 359 directions and 0.6 m wide
Profile
central barrier)
Note:
1. Vertical clearance of 5.5m, wherever applicable as per the above table, shall be maintained between the at-grade
service road, Service road and all the structural components of the elevated/ underground main carriageway / Link/
slip road/ Service Road.
2. In all underpasses for the service road, links and ramps, the width of underpass including the merging locations
shall cater to adequate set back distance to ensure stopping sight distance corresponding to the design speed.
3. Width of elevated structure mentioned is the outer width including crash barrier.
4. In all underpasses for the main carriageway, service road, links and ramps, the width of underpass including the
merging locations shall cater to adequate set back distance to ensure stopping sight distance corresponding to the
design speed. For main carriageway of UER-2 PKG-1, the setback distance shall be corresponding to intermediate
sight distance corresponding to design speed of Package 1.
5. Width of underpass is clear width excluding the wall thickness. The width is typical and shall cater to adequate set
back distance to ensure stopping sight distance corresponding to the design speed.
6. Any Changes in GAD, span arrangement or any other features due to comments/observations or approval of the
Indian Railways & other agencies shall not be considered as “change in scope of works”
7. No change of scope would be admissible for change of span arrangement of ROB provided total length of RoB
remains same.
8. Merging/diverging of UER 2-PKG-1 & UER 2-PKG IV shall be included in the scope of works of the
concessionaire.

c) Details of Grade Seperated Strcutres

The summarised details of proposed grade separated structures are given below
in table:
Table 0-9: Details of all Grade Separated Structures

S. No. Design Chainage Length (m) Proposed Structure Remarks

Elevated Left Turning Ramp from NH-1
1 -0+173 to 0+342 515 Flyover (From Delhi) to UER-II (Towards
Dwarka) MCS 1
Elevated Left Turning Ramp from UER-
2 0+235 to -0+225 460 Flyover II (From Dwarka) to NH-1 (Karnal)
MCS 2
Elevated Right Turning Ramp From
3 0+372 to -0+344 716 Flyover UER-II (from Dwarka) to NH-1(Towards
Delhi) MCR 1
Right Turning Underpass from NH-1
4 -0+100 to 0 +080 180 Underpass (From Karnal) to UER-II (Towards
Dwarka) MCL 1

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S. No. Design Chainage Length (m) Proposed Structure Remarks

5 0+142 to 0+800 658 Flyover U-Turning Elevated structure – MCU 1
Right turning elevated flyover from
6 0+180 to 0+453 273 Flyover Shahpur Garhi Industrial Area to UER 2
(towards Dwarka) MCU 2
Underpass from UER 2 (from NH 1) to
7 1+581 to 1+765 312 Underpass Box
Shahpur Garhi Industrial Area
U-turning Structure from right turning
8 1+750 to 1+581 182 Underpass Box
underpass
Straight Underpass for connecting
9 2+597 to 2+615 61 Underpass Box
Shahpur Garhi with Budhpur
Main carriageway Elevated at Delhi-
10 3+011 to 3+895 884 Railway Over Bridge
Ambala Railway Line
Service Road Elevated at Delhi-Ambala
11 3+011 to 3+895 884 Railway Over Bridge
Railway Line
12 0+157 to 0+808 657 Flyover U-Turning Elevated structure – MCU 3
Right turning elevated flyover from
13 0+135 to 0+465 330 Flyover Bawana Sector 5 Industrial Area to UER
2 (towards Dwarka) – MCU 4
Underpass from UER 2 (from NH 1) to
14 5+015 to 5+201 334 Underpass Box
Bawana Sector 5 Industrial Area
U-turning Structure from right turning
15 5+186 to 5+015 172 Underpass Box
underpass
Right Turning Underpass from UER 2
16 7+205 to 7+272 102 Underpass Box (from Dwarka) to Rohini Sector Road
(Sector 34)
Right Turning Flyover from Sector Road
of Rohini Sector 34/35 to UER 2
17 0+164 to 0+507 343 Flyover
(Towards NH 1) above main carriageway
– MCU 6
Main Carriageway Elevated at Bawana
18 9+683 to 10+520 837 Flyover
Cross Road
Right Turning Flyover from Sector Road
of Rohini Sector 36/37 to UER 2
19 0+245 to 0+530 285 Elevated Flyover
(Towards NH 1) above main carriageway
– MCU 7
Right Turning Underpass from UER 2
20 11+360 to 11+300 101 Underpass Box (from Dwarka) to Sector Road of Rohini
Sector 36/37
Main Carriageway Elevated at Karala-
21 13+570 to 14+450 880 Elevated Flyover
Kanjhawala Road

d) Pedestrian Facilities

Pedestrian subways have been proposed at all the major junction locations. The
list of subway is presented in Table below:
Table 0-10: Proposal for Subway

Type of Clear Size Tentative

Sl. No. Location Remarks
Structure (Horizontal x Vertical) Length
1 Km 1+400 Box 5m x 3m 100m
2 Km 2+700 Box 5m x 3m 100m
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3 Km 4+200 Box 5m x 3m 100m

4 Km 6+400 Box 5m x 3m 100m
5 Km 7+600 Box 5m x 3m 100m
6 Km 8+200 Box 5m x 3m 100m
7 Km 9+500 Box 5m x 3m 100m
8 Km 12+200 Box 5m x 3m 100m
9 Km 13+200 Box 5m x 3m 100m

Besides the above, 2.5 m wide footpath and 3.0 m wide cycle track is proposed on
both sides of the entire project stretch.
e) Reinforced Earth Wall & Retaining Wall

Table 0-11: Proposal for RE Wall (For Structures along Main CW, Service Road, Bridges etc)
Average Height from
S No. Chainage Length(m) Side Remarks
Ground Level (m)
-0+251 to -0+173 78 Both 4 (Varying from 1 to 8) For Elevated Link from NH-1
1 (From Delhi) to UER-II
0+342 to 0+443 101 Both 4 (Varying from 1 to 8)
(Towards Dwarka) (MCS 1)
0+235 to 0+360 125 Both 4 (Varying from 1 to 8) For Elevated Link from UER-II
2 (From Dwarka) to NH-1
-0+255 to -0+353 98 Both 4 (Varying from 1 to 8)
(Towards Karnal) (MCS 2)
0+372 to 0+465 93 Both 4 (Varying from 1 to 8) For Elevated Link from UER-II
3 (From Dwarka) to NH-1
-0+344 to -0+450 106 Both 4 (Varying from 1 to 8)
(Towards Delhi) (MCR 1)
0+020 to 0+142 122 Both 4 (Varying from 1 to 8) For U-Turning Structure at Shahpur
4
0+800 to 0+880 80 Both 4 (Varying from 1 to 8) Garhi Junction (MCU 1)
For Right-Turning Structure at
5 0+066 to 0+180 114 Both 4 (Varying from 1 to 8)
Shahpur Garhi Junction (MCU 2)
Railway Over Bridge (Combined
Km 2+828 to 3+011 183 Both 4 (Varying from 1 to 8) RE Wall for Service Road &
Main Carriageway)
6
Railway Over Bridge (Combined
Km 3+895 to 4+063 160 Both 4 (Varying from 1 to 8) RE Wall for Service Road &
Main Carriageway)
0+065 to 0+157 92 Both 4 (Varying from 1 to 8) For U-Turning Structure at
7 Bawana Sector 5 Junction (MCU
0+808 to 0+954 146 Both 4 (Varying from 1 to 8)
3)
For Right-Turning Structure at
8 0+045 to 0+135 90 Both 4 (Varying from 1 to 8) Bawana Sector 5 Junction (MCU
4)
0+066 to 0+164 98 Both 4 (Varying from 1 to 8) Elevated Right Turning Link from
Rohini Sector Road (Sector 34/35)
9
0+507 to 0+611 104 Both 4 (Varying from 1 to 8) to UER-II (Towards NH-1) (MCU
6)
9+467 to 9+683 216 Both 4 (Varying from 1 to 8) Main Carriageway Elevated at
10
10+520 to 10+691 171 Both 4 (Varying from 1 to 8) Bawana Road Junction
0+122 to 0+245 123 Both 4 (Varying from 1 to 8) Elevated Right Turning Link from
11 Rohini Sector Road (Sector 36/37)
0+530 to 0+635 105 Both 4 (Varying from 1 to 8)
to UER-II (To NH-1) (MCU 7)
13+435 to 13+570 135 Both 4 (Varying from 1 to 8) Main Carriageway Elevated at
12 Karala-Kanjhawala Road
14+450 to 14+660 210 Both 4 (Varying from 1 to 8)
Junction
6+800 to 7+080 280 Both 4 (Varying from 1 to 8) RE Wall Along Minor Bridge at
13 Western Yamuna Canal (Chainage
7+140 to 7+400 260 Both 4 (Varying from 1 to 8)
7+100)
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Table 0-12: Proposal for Retaining Wall

Average Height
SL
Chainage Length(m) Side from Ground Remarks
No.
Level
4.0m (Varying from
-0+346 to -0+100 246 Both
1m to 8 m) Underpass from NH-1 (Karnal)
1
4.0m (Varying from to UER-II
0+080 to 0+336 256 Both
1m to 8 m)
4.0m (Varying from Right Turning Underpass
1+391 to 1+581 190 Both
1m to 8 m) Structure at Shahpur Grahi
2 Junction (from NH 1 to Shahpur
4.0m (Varying from
1+765 to -0+185 185 Both
1m to 8 m) Garhi Industrial Area)
4.0m (Varying from U-Turning Underpass Structure
1m to 8 m) at Shahpur Garhi Junction
3 1+393 to 1+581 188 Both
(merged with right turning
underpass)
-0+200 to 2+597 4.0m (Varying from Straight Underpass from
4 2+597 to -0+200
400 Both
1m to 8 m) Shahpur Garhi to Budhpur
-0+200 to 2+615 4.0m (Varying from Straight Underpass from
5 2+615 to -0+200
400 Both
1m to 8 m) Budhpur to Shahpur Garhi
4.0m (Varying from Right Turning Underpass
4+830 to 5+015 185 Both
1m to 8 m) Structure at Bawana Sector 5
6 Junction (from NH 1 to Bawana
4.0m (Varying from
5+201 to -0+185 185 Both
1m to 8 m) Sector 5)
4.0m (Varying from U-Turning Underpass Structure
1m to 8 m) at Bawana Sector 5 Junction
7 4+830 to 5+015 185 Both
(merged with right turning
underpass)
7+519 to 7+272 250 Both 4.0m (Varying from Underpass from UER-II (from
8 1m to 8 m) Dwarka) to Rohini Sector Road
7+205 to -0+260 260 Both
(Sector 34)
11+360 to 11+711 351 Both 4.0m (Varying from Right Turning Underpass from
1m to 8 m) UER-II (From Dwarka) to
9 Rohini Sector Road (Sector
11+300 to -0+196 196 Both
36/37)
f) Drains
The location of RCC Cover drains are given in Table below.
Table 0-13: Construction of New RCC Drain

S Length Width
Stretch Type Side Remarks
No. (m) (m)
NH-1 Interchange (At-grade Service Road)
-0+500 (of MCS LHS of
Rectangular RCC
1 1) to 0+000 (of 610 1.0 Service Covered Drain
covered drain
UER II) Road
-0+550 (of MCS LHS of
Rectangular RCC
2 2) to 0+000 (of 700 1.0 Service Covered Drain
covered drain
UER 2) Road
-0+500 (of MCS RHS of
Rectangular RCC
3 1) to 0+000 (of 610 1.3 Service Covered Drain
covered drain
UER II) Road
-0+550 (of MCS RHS of
Rectangular RCC
4 2) to 0+000 (of 700 1.3 Service Covered Drain
covered drain
UER 2) Road
Underpass from NH 1(from Karnal) to UER 2 (towards Dwarka) MCU 1

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S Length Width
Stretch Type Side Remarks
No. (m) (m)
Rectangular RCC
1 -0+346 to 0+336 682 1.5 m LHS Footpath-cum-Covered Drain
covered drain
Underpass from UER 2 (from NH 1) to Shahpur Garhi Industrial Area
Rectangular RCC Footpath-cum-Covered Drain
1 1+391 to -0+185 687 1.5 m LHS
covered drain (Right Turning Structure)
Rectangular RCC Footpath-cum-Covered Drain (U-
2 1+750 to 1+393 370 1.5 m LHS
covered drain Turning Structure)
Underpass from Shahpur Garhi Industrial Area to Budhpur
-0+200 to - Rectangular RCC
1 461 1.5 m LHS Footpath-cum-Covered Drain
0+200 covered drain
Underpass Budhpur to Shahpur Garhi Industrial Area
-0+200 to - Rectangular RCC
1 461 1.5 m LHS Footpath-cum-Covered Drain
0+200 covered drain
Underpass from UER 2 (from NH 1) to Bawana Sector 5 Industrial Area
Rectangular RCC Footpath-cum-Covered Drain
1 4+830 to -0+185 704 1.5 m LHS
covered drain (Right Turning Structure)
Rectangular RCC Footpath-cum-Covered Drain (U-
2 4+830 to 5+186 357 1.5 m LHS
covered drain Turning Structure)
Underpass from UER 2 (from Dwarka) to Rohini Sector Road (Sector 34)
Rectangular RCC
1 7+519 to -0+260 612 1.5 m LHS Footpath-cum-Covered Drain
covered drain
Underpass from UER 2 (from Dwarka) to Rohini Sector Road (Sector 36/37)
-0+196 to Rectangular RCC
1 648 1.5 m LHS Footpath-cum-Covered Drain
11+711 covered drain
Main Carriageway
Footpath-cum-Covered Drain
Rectangular RCC
1 0+000 to 3+405 3405 2.0 m Both Demolition of existing is included
covered drain
in the scope of work
Footpath-cum-Covered Drain
Rectangular RCC
2 3+630 to 15+000 11370 2.0 m Both Demolition of existing is included
covered drain
in the scope of work
Service Road
Footpath-cum-Covered Drain
Rectangular RCC
1 0+000 to 3+405 3405 2.5 m Both Demolition of existing is included
covered drain
in the scope of work
Footpath-cum-Covered Drain
Rectangular RCC
2 3+630 to 15+000 11370 2.5 m Both Demolition of existing is included
covered drain
in the scope of work

6. PRELIMINARY COST ESTIMATES

The project cost on above items has been worked out based on development
proposal. Total civil cost is assessed at this stage is given in Table 0- 14.
Table 0-14: Total Civil Cost
Amount
S. No. Bill no Description Percent (%)
(in crores)
Road Works (Main Carriageway) including
1 A 176.55 12.52
RE Wall
2 B Bridges & Structures
3 Major Bridges - -
4 Minor Bridges 11.13 0.79
5 Flyover/ Grade Separator 337.83 23.96

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Amount
S. No. Bill no Description Percent (%)
(in crores)
6 ROB/RUB 189.03 13.41
7 Underpass 232.88 16.52
8 Subway 22.50 1.60
9 Culvert 3.00 0.21
Other Road Appurtenances/ Miscellaneous
10 C 437.02 31.00
Items/Drain/Service Road etc.
TOTAL CIVIL COST (in crores) 1,409.94 100.00

In addition to the civil cost, an additional INR 200 cr. will have to be earmarked
for utility diversion.

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CHAPTER 1 INTRODUCTION
1.1 BACKGROUND
Delhi being National Capital generates and attracts huge quantum of traffic not only
from within Delhi but also from surrounding region. In order to cater to this regional
traffic, Inner and Outer ring roads were planned in 1962, of which only inner ring
road could be completed whereas outer ring road is still not a full ring. Additionally,
non-Delhi destined traffic i.e. traffic to/from North Indian States (which includes
Punjab, Northern Haryana, Jammu & Kashmir) to remaining Indian states (which
includes Rajasthan, Southern Haryana, Gujarat, Maharashtra) has to pass through
Delhi due to absence of alternate network. This leads to heavy congestion on the
existing ring roads.
To address this issue & further decongest Delhi, Delhi Development Authority
(DDA) as part of the Delhi Master Plan 2021 proposed Urban Extension Road (UER)
– 2 as 3rd ring road of Delhi connecting all the major National Highways in the
western side of Delhi including NH 1, NH 10, NH 8 and NH 2. The RoW for UER
was decided as 100 m. Although substantial chunk of land was acquired in western
part of Delhi between NH 1 and NH 8 including construction of road for a length of
16 Km (approx.) however, no progress was made in the section between NH 8 and
NH 2. Also the section between NH 8 and NH 1 has major hindrances in terms of
land acquisition including built up structures. DDA then decided to get the UER 2
section between NH 8 and NH 1 to be developed by NHAI and requested to advise
on suitable alignment options at hindrance locations. Henceforth, the mandate to
develop UER 2 is currently with NHAI.
NHAI has further entrusted the task for preparation of Detailed Project Report (DPR)
for development of UER 2 to URS Scott Wilson India Private Limited in association
with AECOM India Private Limited as additional works to the contract agreement
for Punjab–Package-I project of Bharatmala vide Letter No. NHAI/Planning/EC
/Misc./2016/105069 dated 29/08/2017.

1.2 URBAN EXTENSION ROAD (UER) - 2 AT A GLANCE

Urban Extension Road (UER) 2 as described above was proposed as part of Delhi
Master Plan as 3rd Ring Road of Delhi for decongesting Dhaula Kuan and other
sections of both outer and inner ring road. The road was proposed by DDA from NH
1 to NH 2 connecting Dwarka Sub City and Rohini.
Based on DDA’s request, NHAI took up the planning of UER 2 (Phase 1). The UER 2
alignment in Phase 1 comprises of the section between NH1 & NH 8 via NH 10. A
part of UER 2 (7 Km) section between Shiv Murti and Dwarka Sector 24 Intersection
is already being take up by NHAI as part of Dwarka Expressway. NHAI further
considered extending UER 2 till Nelson Mandela Marg near Vasant Kunj thereby
connecting UER 2 from NH 1 to Nelson Mandela Marg. Since a part (7 km) of UER 2
is under the scope of Dwarka Expressway project, therefore the development scope
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2.2 STUDY OF PROJECT CORRIDOR

The consultant's team during their several site visits have collected field data to
understand the project and its constraints which has been subsequently used to
formulate the project improvement/ development proposals. The salient existing
features of the project are discussed in the subsequent paragraphs to give an
overview of the project corridor. The proper understanding of the existing project
features and constraints form the basis of the design proposals to follow. The project
features discussed are as follows:
• Terrain and Land use
• Climatic Conditions
• Physiographic Features
• Geological Features
• Existing Roadway
• Right of Way
• Cross-Drainage Structures
• Highway Geometrics
• Pavement Condition
• Major Developments
• Cross-road and Junctions
• Drainage Condition
• Railway Crossings
• Utility Lines
• Environmental and Social Status
• Alternate Routes

2.2.1 Terrain and Land use

The project road runs through plain terrain and semi-arid to sub humid region only.
Barring the built-up locations, & some residential colonies agriculture is the
predominant land use in some semi-arid areas while it is barren in the arid patches
along the road. In the built-up areas both residential and commercial buildings have
developed abutting the road corridor.

2.2.1.1 Major Developments Planned along UER 2

The present alignment is proposed to connect NH 1 with Dwarka & further to
Gurgaon via Dwarka Expressway & NH 8. The proposed road passes through the
sectors of Rohini (Sector 34, 35, 36 & 37) and Dwarka. Major developments that will
be connected via UER 2 includes following:

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a. Exhibition cum Convention Center (ECC), Sector 25 Dwarka

ECC is planned as international exhibition cum convention centre in Sector 25 of
Dwarka in a site area of 90 hectares. The section of UER 2 being developed as part of
Dwarka expressway connects the current study corridor with ECC Dwarka. The
proposal of ECC includes exhibition centres, convention centre, arena and mixed use
development including offices, retail and hotels. The combined footfall of this facility
will be 3.14 lakh per day. Once operational this will generate huge traffic which will
use Dwarka expressway & UER 2.

2.2.2 Existing Scenario along Proposed Corridor

2.2.2.1 Existing and Planned Right of Way (RoW)

Existing Right of Way (RoW)
As per the proposal of DDA, UER 2 has a proposed Right of Way of 100 metres.
Approximately 16 kms of road has been built along the proposed corridor. Major
part of land acquisition has also been completed by DDA. The sections of UER 2 that
have been developed consists of varying Carriageway width, part of the road has
been developed with 2-lane divided carriageway with a median width of 15 metres
& part has been developed with 3-lane divided carriageway. At some locations along
the alignment where land-acquisition could not be completed successfully, 2-lane
undivided road has been developed. However, as discussed above, UER 2 is
proposed to be developed with a RoW of 100 metres with 20 metres green belt. A
proposal has been made to provide a LRT/Tram line along the alignment as well.
DDA then decided to get the UER 2 section between NH 1 and NH 8 to be
developed by NHAI and requested to advise on suitable alignment options at
hindrance locations. Henceforth, the mandate to develop UER 2 is currently with
NHAI.
The alignment being partially built has few hindrances within Delhi section. The
major hindrances include residential colony of Anand Vihar near Barwala Village,
Gas Agency and other residential developments near Karala, Madanpur Dabas
Village, NH-10 Junction & Mundka Industrial Area Metro Station, residential colony
of Dichaon Enclave, Aman Vihar, Shyam Vihar & Roshanpura, and skewed crossing
at Najafgarh Drain.

Proposed Right of Way (RoW)

As per the DDA proposal, the original planned RoW of UER 2 is 100 m from NH-1
junction to NH-8 Junction. In Delhi portion land parcels of Anand Vihar colony near
Barwala village, Madanpur Dabas, Dichaon Enclave, Aman Vihar, Shyam Vihar &
Roshanpura were not acquired, it was then agreed that engineering solutions will be
developed to minimize land-acquisition along these un-acquired sections.
Remaining portion of the alignment will continue along the same RoW as existing
without any further acquisition.

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2.2.3 Major Intersections along the Corridor

2.2.3.1 Section between NH 1 (Chainage 23+800) and Karala-

Kanjhawala Road
The first junction of UER 2 is with NH 1 at NH Chainage 23+800 near Village
Bankholi. The existing NH-1 has 8-lane divided carriageway. Currently UER 2 has a
T-Junction with NH 1. Existing configuration of UER 2 is 2-lane divided
carriageway. Other major junction of UER 2 include junction with Shahpur Garhi
Road (Narela Industrial Area), Railway over Bridge at Holambi Kalan, Junction with
Bawana Industrial Area (Spur to Barwasini By-pass), Rohini Sector 34/35 & Sector
36/37, Barwala Road and Karala-Kanjhawala Road. Grade-separation will be
required along these junctions to provide signal free access controlled corridor.
Figure 2-2 presents the detailed connectivity of this section.

Figure 2-2: Section between NH 1 & Karala Kanjhawala Road

2.2.3.2 Section between Karala-Kanjhawala Road and Najafgarh-Nangloi

Road
This section has 1 major intersection at the merging of UER 2 with Delhi-Rohtak
Railway Line and NH-10. At present, road has not been developed along this
section. Apart from this, grade separation wil be required along this section near the
built-up areas of Dichaon Enclave. Due to the requirement of access controlled
corridor, various additional structures will be required for providing signal free
access along the section. Figure 2-3 presents the alignment section between Karala-
Kanjhawala Road & Najafgarh-Nangloi Road.
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Figure 2-3: Section between Karala-Kanjhawala Road & Nangloi-Najafgarh Road

2.2.3.3 Section between Najafgarh-Nangloi Road and Dwarka Sector 24

(Chainage Km 38+111.43)
The section between Najafgarh-Nangloi Road & Dwarka Sector 24 consists of major
hindrances at Aman Vihar, Shyam Vihar & Roshanpura, various additional
structures will be required along this section for providing signal free access along
the section, this section will also require re-alignment. Re-alignment will also be
required at Najafgarh drain crossing of UER 2 because UER 2 crosses drain forming
a skewed crossing. This section will meet section of UER 2 being developed along
with Dwarka Expressway at Sector 24 junction. Figure 2-4 presents this section of the
alignment.

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Figure 2-4: Section between Nangloi-Najafgarh Road & Sector-24 Dwarka

2.2.4 Highway Geometries

The horizontal alignment of the project road is mostly straight and with flatter
curves. Both the horizontal and vertical alignment of the road apparently seems to
meet the National Highway standards almost at all locations.

2.2.5 Cross Roads and Junctions

Local traffic from one destination to another is supposed to travel only on service
road and all the junctions of cross road are proposed with service roads to avoid the
traffic hazards on the high speed main highway corridor. Grade separators and
vehicular underpasses are provided for road sections carrying appreciable traffic.
Direct access to main road will generally be closed and connected to service road
with proper left-in left-out.

2.2.6 Railway Crossings

Two railway lines cross the alignment of UER 2 at different locations. Delhi-Panipat
railway line crosses the alignment at Chainage 3+500 near Village Holambi Kalan
and Delhi-Rohtak Railway line crosses the alignment at Chainage 20+500 near
Mundka Industrial Area. In the existing scenario, no infrastructure has been
developed on UER 2 for crossing the railway line. Since the proposed alignment will
have separate main carriageway & service roads, Railway Over Bridges have been
proposed for both facilities.

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2.2.7 Existing Intersections

A number of major & minor crossings have been observed along the proposed
section of UER 2. This includes major junction, minor junction & railway crossings.
Railway lines crossing the alignment include Delhi-Karnal Railway Line and Delhi-
Rohtak Railway Line. The locations where Railway Line crosses the UER 2
alignment, grade separated structures (RoB’s) will have to be provided. Table 2-1
presents the details of junctions & intersections falling along the alignment of UER 2.
Table 2-1: Detail of Existing Intersections with UER 2

Design Type of Road leading to

S. No. Remarks
Chainage Intersection
LHS RHS
Intersection near village
1 0+000 T Delhi (NH1) Karnal (NH 1)
Bankholi & Alipur
Alipur
2 0+800 T - Alipur Village Road
Village
Shahpur Garhi
3 1+750 T -
Industrial Area
Alipur Shahpur Garhi
4 2+300 +
Village Industrial Area
Budhpur Shahpur Garhi
5 2+606 +
Village /Bhorgarh
Holambi Kalan
6 3+200 T -
Crossing
Grade separation will have to
Railway be provided for crossing the
7 3+500
Crossing Railway Line (Delhi-Karnal
Railway Line)
Holambi
Holambi Kalan
8 4+100 + Khurd
Village
Village
Holambi Bawana
9 5+185 + Khurd Industrial Area
Village (Sector 5)
Pragati Power
Holambi Station (Sector
10 6+300 + Khurd 5 Bawana
Village Industrial
Area)
Delhi Jal Sector 4 & 5
Board Water (Bawana
11 7+000 +
Treatment Industrial
Plant Area)
VUP
Kheda
12 7+100 (Between Bawana
Khurd
Canal)
13 7+200 T UER 3 -
Sector 3/4
(Bawana
14 7+750 T -
Industrial
Area)

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Design Type of Road leading to

S. No. Remarks
Chainage Intersection
LHS RHS
Rohini
15 8+350 T -
Sector 34
Rohini
16 9+200 T -
Sector 34/35
Barwala
17 9+800 T -
Village
18 10+175 + Rohini Bawana Village
Rohini
19 11+300 T -
Sector 36/37
Rohini
21 12+300 T -
Sector 37
12+600 Rajeev
22 T -
Nagar
23 12+700 T Jain Nagar -
Naveen
24 13+150 + Karala
Vihar
25 13+300 T Jain Nagar -
Sukhbeer
26 13+600 + Utsav Vihar
Nagar
Sukhbeer
27 13+700 T -
Nagar
Junction with Karala-
28 14+000 + Begumpur Karala
Kanjhawala Road
29 14+370 T Rama Vihar -
Mohammadpur
30 14+450 + Rama Vihar
Majri
31 14+800 T Rama Vihar -
Mohammadpur
32 14+950 + Roop Vihar
Majri
Madanpur
33 15+050 T -
Dabas
Madanpur
34 16+000 + Karala
Dabas
Madanpur Kanjhawala
35 17+400 +
Dabas Industrial Area
Madanpur
36 18+900 + Basant Vihar
Dabas
Grade separation will have to
Railway be provided for crossing the
37 20+680
Crossing Railway Line (Delhi-Rohtak
Railway Line)
NH 10
38 21+450 + NH 10 (Rohtak)
(Delhi)
Mundka Mundka
39 21+950 +
Village Industrial Area
Mundka Mundka
40 22+400 +
Village Industrial Area
Road Under
41 23+500 Bakkarwala Hiran Kudna
Bridge
42 24+500 + Bakkarwala Neelwal

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Design Type of Road leading to

S. No. Remarks
Chainage Intersection
LHS RHS
Loknayak
43 25+100 + Dichaon Kalan
Puram
Loknayak
44 25+550 + Dichaon Kalan
Puram
Bani Air
45 26+780 + Dichaon Kalan
Force Camp
46 27+900 + Nangloi Najafgarh
47 29+900 + Dwarka Najafgarh
Najafgarh
48 30+200 + Roshan Garden
Road
Roshan
49 30+400 + Najafgarh Road
Garden
Najafgarh
50 30+650 + RoshanPura
Road
51 31+400 + Kakrola Roshanpura
Goyla
52 33+400 + Shyam Vihar
Village
Goyla
53 33+800 + Shyam Vihar
Village
Tajpur
54 34+700 + Deenpur
Khurd
Tajpur
55 35+100 + Chhawla
Khurd
56 35+700 + Qutub Vihar Chhawla
Diplomatic
57 38+200 T -
Enclave

2.2.8 Utility Diversions

Major utilities along Package 1 that require diversion are listed below:

 Two HT Line cross the alignment at between Chainage 1+700 to 1+800. One (1)
HT Pylon located at LHS Main Carriageway of UER 2, another located at the
proposed underpass box. The same will be required to be shifted outside the
alignment. Height of the line also needs to be increased.
 HT line crosses the proposed flyover at Chaiange 7+750. The height of HT Line
needs to be increased clear of the proposed flyover.
 HT Pylon located on RHS Service road at Chainage 9+490. The same needs to be
shifted outside RoW.
 HT Line crosses the alignment at Chainage 9+543. Height of the HT line needs to
be increased clear of the proposed elevated structure.
 HT Pylon located on proposed Tram/LRT Line at Chainage 9+790. The same
needs to be shifted outside RoW.
 HT Pylon located on LHS Service road at Chainage 10+090. The same needs to be
shifted outside RoW.
 HT Line crosses the alignment at Chainage 10+200. Height of the HT line needs
to be increased clear of the proposed elevated structure.
 HT Pylon located on proposed RHS Footpath/Cycle Track at Chainage 11+560.
The same needs to be shifted outside RoW.
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 HT Pylon located on proposed RHS Footpath/Cycle Track at Chainage 11+860.

The same needs to be shifted outside RoW.
 HT Pylon located on proposed RHS Footpath/Cycle Track at Chainage 14+015.
The same needs to be shifted outside RoW.
 5 HT Pylons located between Chainage 14+100 to 14+800 along LHS of the
alignment. The same needs to be shifted outside RoW.
 HT Line crosses the alignment at Chainage 14+660. Height of the HT line needs
to be increased clear of the proposed elevated structure.
 1 HT Pylon located between Chainage 14+800 to 15+000 along RHS of the
alignment. The same needs to be shifted outside RoW.
The cost of diverting the electrical utilities will be worked out by the respective
owners of the utility/line. The relocation of utilities is being discussed with
concerned agencies. At the moment, a lump-sum amount of 200 Cr. has been
included in Cost Estimates for the diversion of utilities. However, the same will be
revised based on the owner’s estimates.

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CHAPTER 3 METHODOLOGY FOR FEASIBILITY STUDY

3.1 GENERAL
The Feasibility study consists of:
 Traffic Surveys
 Traffic Forecasts
 Engineering Surveys and Investigations
 Assessment of required development
 Preliminary cost estimates
 Feasibility report

3.2 TRAFFIC SURVEYS

To appreciate the characteristics of traffic along the project road sections in terms of
size, desire, speed, load and lead a number of surveys are carried out. Traffic surveys
primarily comprised of manual classified mid-block counts namely to determine the
existing volume and composition of traffic using key links and nodes within the
study area and Origin-destination surveys to determine the travel patterns. For
traffic pattern analysis of UER 2, surveys conducted as part of Dwarka Expressway
& for the study of other transportation facilities in the catchment area of the current
study of UER 2 have been used. The various types of traffic surveys used for
feasibility study are discussed below:

3.2.1 Classified Traffic Volume Count

Classified Traffic Volume Count Survey has been studied to appreciate traffic
characteristics in terms of volume, composition, hourly variation, peak hour and
directional split. The Average Daily Traffic at each count station will be presented by
total number of vehicles and by PCUs.
The survey was conducted for 24 hours for continuous 7 days to capture both the
hourly and daily variation of traffic. Disaggregated classification system has been
used due to the requirements of the vehicle operating cost modelling. As the inputs
for modelling traffic congestion effects require an hourly distribution of traffic
volume, the data was collected at 15-minute intervals and aggregated to hourly
volumes, direction wise.

3.2.2 Origin- Destination and Commodity Movements Survey

These surveys have been studied to anticipate the Origin-Destination (O-D)

characteristic in order to establish the patterns of travel on the road.
With the help of local police assistance, survey at all locations was conducted for 24
hours using systematic random sampling. Classified volume count carried out along
with the O-D survey was used to arrive at the sample coverage/expansion factor.
The objective was to sample as many vehicles as practical given the constraints of the
storage capabilities of the interview bay.
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A traffic zone system has been developed for coding and analysing the O-D data.
The zones have been defined based on the traffic on each linear and spatial segment.
The data collected has been coded and processed to eliminate all illogical data and
entry errors.
The processed data has been used to generate O-D matrices (by category, purpose,
and overall). Desire line diagrams have been prepared to give an understanding of
the travel pattern in the region and along the corridor.

3.2.3 Turning Movement Survey

Turning Movement Surveys were studied to determine the directional movement of

traffic at intersections. Enumerators were stationed at each arm of the junction to
note the number of vehicles entering through the arm and the direction of their exit.
Classified traffic volume counts of all vehicle types were made separately for all
directions. The survey was conducted for 24 hours at each of the locations.

3.2.4 Survey Programme

Table 3-1 gives the details of the traffic surveys studied for the project road.

Table 3-1 Traffic Survey Locations

Survey ID Type of Survey Section/Location
TVC-1 KM-28 (Toll Plaza)
TVC-2 KM 42 (Kherki Daula Toll Plaza)
7-days Classified Traffic Volume
TVC-3 NH 10 (MCD Toll)
Count Survey (TVC)
TVC-4 Near Samalkha-Kapashera Crossing
TVC-5 Sohna Road
OD-1 KM-28 (Toll Plaza)
OD-2 KM 42 (Kherki Daula Toll Plaza)
1 day Origin-Destination Survey
OD-3 NH 10 (MCD Toll)
(OD)
OD-4 Near Samalkha-Kapashera Crossing
OD-5 Sohna Road
TMC-1 Near Samalkha Crossing
TMC 2 1- day Turning Movement Count Near Dwarka sector 21 metro station
TMC 3 Survey (TMC) Bharthal Chowk
TMC 4 Dwarka Sector 24, Near Najafgarh Road

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3.3 TRAFFIC FORECAST

Traffic Volume Characteristics
The traffic volume data has been compiled and processed in order to establish the
link volumes in the base year. Daily and hourly fluctuations in the traffic flow
have been examined, the peak hour factor has been determined and the volume
capacity ratios at disaggregated links have been calculated (once the capacity of
the different links of project road is estimated considering the pavement width and
speed flow relationships). At this stage the road sections that are in distress from
traffic point of view has been distinctly identified. Subsequently, the Uniformity in
Capacity Utilization of the road sections has been studied and an estimation of the
time-based users versus non-time based users and the local traffic versus the
regional traffic is proposed. In order to establish the base year link traffic volume
in terms of ADT, utmost care has been taken to reduce errors and variations.
Travel Desire Patterns
The travel desire pattern, both for passenger vehicles and goods vehicles has
been established through analysis and interpretation of the O-D matrix developed
from the roadside interviews.
It helped in establishing the levels of interaction between different traffic zones in
terms of trip ends, which enabled a subsequent development of the shortest path
matrix and traffic from other corridors to the project road.
Trip Characteristics
This task was focused on understanding the travel characteristics by all vehicular
modes which include purpose, frequency, trip distance, travel time etc. in the case of
passenger vehicles, and type of commodity, value of commodity, loading pattern etc.
for goods vehicles.
Forecasting Socio-Economic Base
The economic growth in the region will have a major impact on the Highway. The
impact is expected to be due to growth in local demand and development of
industrial centres.
The study also included reviewing the impact of plans, programs and schemes with
focus being primarily on appreciation of implications of envisaged development
scenarios on the proposed project facility and on operationalization of activities
proposed in the region along the corridor. The review study had prime focus on the
impact on travel demand levels in the corridor. In addition, the phasing, expected
level and time of operation of these projects and consequent traffic generation levels
were also evaluated. Based on the detailed review of the socio-economic parameters
a set of economic indices per traffic zone was generated. On the basis of the expected
economic growth for each traffic zone, these indicators have been projected annually
up to the design year.

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Estimate Generated and Induced Traffic

Some development activities in the project influence area of UER 2 are expected to
come up in future. The alignment is expected to yield benefits and might result in a
rise in traffic demand on the surrounding roads. Keeping in view the large potential
of development, information on related issues has been collected from concerned
organizations and agencies to study likely traffic and to arrive at realistic traffic
projections. Generated traffic is also expected in the Influence Area by
implementations of new town plans.
Estimate Diverted Traffic
A project of such nature is expected to attract a significant volume of traffic from
NH-1 & NH-8. Hence, diverted traffic on the project corridor was also estimated
based on shortest path route choice modelling after an in depth analysis of the
journey speed and delay surveys and the Origin-Destination surveys. The divertible
traffic has been projected independently and added to the stream flow of the project
corridor at different phases of development.
Traffic Assignment
This most important task of assigning traffic on the corridor from other adjoining
roads has been assessed by using the Capacity Restraint Assignment Technique. To
establish the capacity of roads, the recommended capacity values in Indian Roads
Congress (IRC: 64-1990 and IRC: 106-1990) has been reviewed, and based on the
speed-flow relations developed from the present study, the capacity values have
been derived. The assessment of traffic load on the corridor has been made by mode
and year. Travel time, distance and cost have been considered as affecting
parameters for user assignment modelling. The traffic loads on the corridor have
also been assessed with alternate toll structures.

3.4 ENGINEERING SURVEYS AND INVESTIGATIONS

3.4.1 Topographic Surveys

Formulate Survey Program

Senior Survey Engineer visited the project corridors to gain knowledge on specific
site problems, which enabled him to estimate the number of survey teams and
survey equipment’s to be deployed.
Establish Horizontal and Vertical Controls
In order to ensure high degree of accuracy of survey, control points (cement concrete
pillars) have been established at an interval of about 5 km apart along the road,
using differential GPS techniques. Twin pillars have been fixed at these locations so
as to enable further densification of control (200 to 300 m apart) along the road using
total station traverse. Care was taken while establishing these points to locate them
at safe places within the RoW and away from main construction area so that they can
serve as permanent benchmarks for survey and layout at later stage.

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The elevations (ellipsoidal heights) as obtained by GPS observations are not accurate
for highway work and cannot be used. Therefore, the elevation of the control points
has been established with respect to the GTS (Great Trigonometric Survey)
benchmarks established by Survey of India. The exact elevations (RL) of these
benchmarks were obtained, with the assistance of the client, and precision levelling
was carried out by two levelling teams in fore and back direction and mean was
taken to establish the elevation of all cement concrete pillars, and other control
points using auto-levels.
For quick referencing additional benchmarks were established prior to initiation of
the survey work and the intermediate distance between two BMs was kept not more
than 250m, as specified in the ToR.
All these benchmarks will be tabulated with the following details and incorporated
in the Final DPR for further reference during the construction period.

 Unique Identification Number

 Co-ordinates (X, Y and Z)
 Description of GPS Pillar/Bench Mark
 Sketch of GPS Pillar/Bench Mark with reference to permanent ground
features
Collection of Cross Section Data
Collection of DTM data was started after completion of traversing and leveling as
described in the previous activity. The data was collected using Total Station along
the project corridor. The survey corridor width was kept as 80m from the centre line
on either side of road. The detailed field survey essentially covered the following:
All natural and manmade features such as buildings, trees, fences, transmission
links, water lines, and others utility lines which fall within the RoW. As per
requirements, intersections, bridges and culvert location survey data were collected
as described below.
Intersection/Cross Roads: Where existing roads cross the alignment, the survey was
extended till 100m on either side of the road centre line to allow improvements,
including at grade intersections, to be designed.
Finalization of Strip Plans
The strip plans are updated based on the exact location of the physical features
utility lines, property lines, location of CD structures, archaeological structures,
bypass alignments etc., captured during the topographic survey.

3.4.2 Investigation of Quarry and Borrow Area Material

Samples were collected from the existing quarry and borrow area and appropriate
tests as suggested in the ToR was carried out on the same to determine the
suitability of the material to be used in embankment and pavement structures.

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3.5 ASSESSMENT OF REQUIRED DEVELOPMENT

From the existing field data a few scheme alternatives were evolved. This task made
use of available data, site reconnaissance desk studies and preliminary findings. The
standards, codes of practice and other relevant controlling documents were listed
thereby establishing the procedures, design controls and general engineering
practice required. In the review of project alignment due consideration was given to
the environmental implications, land acquisition and impact on project affected
people, using information provided in the discipline Desk Study Reports undertaken
earlier.

3.5.1 Widening and strengthening scheme

The project section under the scope of study has multidimensional facets in terms of
geometry, pavement composition/ condition, existing utilities, religious structures,
etc. and considering all these aspects the section-wise policy was adopted for
strengthening and widening based on the initial investigations.

3.5.2 Pavement Design

Pavement is the most significant component of a road and therefore its design
strengths must be assured to support the projected traffic loading throughout the
design period. The pavement option study consist of analysis of different pavement
alternatives to provide a basis for selection of the most advantageous solution,
considering all costs occurring during the life of the pavement, viz., construction
costs, future maintenance costs and future costs for the road users.
In pavement option study, following has been studied in detail:
Flexible pavement over the existing pavement

 Flexible pavement over the existing pavement

 New flexible pavement with flexible base (WMM + GSB)
 New flexible pavement with rigid base (CTB + CTSB)
 Flexible Pavement for full reconstruction stretches of existing pavement.
 New Rigid Pavement

3.6 PRELIMINARY COST ESTIMATES

Cost Estimates were made based upon the improvement proposals and rates mostly
derived from Basic Schedule of Rates, Delhi (2016). Cost estimates were compared
with recent designed, ongoing and executed National Highways Projects.

3.7 FEASIBILITY REPORT

The Feasibility Report culminates with the production and submission of the
Feasibility Study.

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CHAPTER 4 SOCIO-ECONOMIC PROFILE OF THE

PROJECT AREAS
4.1. INTRODUCTION
The project influence area of the proposed project starts from North District of Delhi
& terminates in South West district of Delhi. The corridor originates near Village
Bankholi at NH 1 (km 23+800) & terminates at Sector 24 junction in Dwarka. In order
to appreciate the socio-economic profile of the influence area of the project corridor,
a micro-level analysis has been done.
The description of socio-economic features of the districts through which the project
road traverses comprises the demographic, social and economic aspect of the
population, it includes the features of population distribution, density of population,
workforce and share of workers in major economic categories; and the vulnerable
groups. This section discusses the influence area indicators from whole to part
approach wherein, the indicators of Delhi state will be studied followed by District
level analysis. The physical and socio-economic profile of the catchment area
concerned is illustrated in the following sections.
The major settlements along the proposed corridor that will be benefitted from the
proposed project include Sectors of Bawana, Rohini & Dwarka, Villages of Alipur,
Shahpur Garhi, Bawana, Barwala, Madanpur Dabas, Mohammadpur Majri, Dichaon
Enclave, Goyla etc. The alignment will also connect Gurgaon via Dwarka
Expressway.

4.2. NCT DELHI

The National Capital Territory (NCT) of Delhi is a major hub in the influence area for
the project. The NCT has an area of 1,483 square km. The rural area comprises 591.91
square km, while the urban area is around 891.09 square km. The maximum length
of the NCT is 51.9 km and its highest width is 48.5 km.

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Figure 4-1: Districts of Delhi

4.2.1 Demographic Profile of Delhi

The population of the NCT is 16.75 million as per 2011 census and against 13.85
million in 2001. In 1991 the figure stood at 9.42 million. The decennial growth rate
observed in 2001-2011 is 20.9 percent while it was 47.02 percent in (1991-2001),
against the all-India figure of 17.64 percent. The annual growth rate of population
between 1991 and 2001 was 3.85 percent, which is almost double of the national
figure.
NCT-Delhi has the largest share of population (36.4%) followed by Uttar Pradesh
sub-region (31.7%) and Haryana sub-region (24.0%). Rajasthan sub-region has the
lowest share of 8.0%. The district wise decennial growth and population of Delhi
from 2001- 2011 is presented in Table 4-1 & Table 4-2.

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Table 4-1: District-Wise Population of NCT Delhi: 2001 & 2011

2001 2011
Sl. No. Districts
Number Per cent Rank Number Per cent Rank
1. North 2860869 20.65 1 3656539 21.78 1
2. West
South 2267023 16.37 2 2731929 16.27 2
3 West 2128908 15.37 3 2543243 15.15 3
4 North 1768061 2.77 4 2241624 13.35 5
5. East
South 1755041 12.67 5 2292958 13.66 4
6. West
East 1463583 10.57 6 1709346 10.18 6
7. North 781525 5.64 7 887978 5.29 7
8. Central 646385 4.67 8 582320 3.47 8
9. New 179112 1.29 9 142004 0.85 9
Delhi
Total 13850507 100.00 16787941 100.00

Table 4-2: Decennial growth Population of Delhi

Census Period 2001 2011 Decennial Growth
Total 1,38,50,507 1,67,87,941 21.21
Urban 12,90,57,80 1,63,68,899 26.83
Rural 9,44,727 4,19,042 (-) 55.64

Density of Population

Population density is the measure of the number of population per unit area. It is
commonly represented as people residing per square kilometer. As per 2011 census,
the density of population in Delhi worked out at 11,320 persons per square kilometer
as against the national level of 382 persons per square kilometer. Density of
population in Delhi was the highest among all States and Union Territories during
the year 2011. District-wise density of population in Delhi in 2001 and 2011 is
presented in Table 4-3.
Table 4-3: District-Wise Population Density of NCT Delhi 2001 And 2011
Population Density (Persons per Sq. Km)
Sl. No. Districts
2001 Rank 2011 Rank
1. North East 29,468 1 36155 1
2. Central 25,855 2 27730 2
3 East 22,868 3 27132 3
4 West 16,503 4 19563 4
5. North 13,246 5 14557 5
6. South 9,068 6 11060 6
7. North West 6,502 7 8254 7
8. New Delhi 5,117 8 4057 9
9. South West 4,169 9 5446 8
Delhi 9340 11320

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Urban- Rural Scenario in Delhi

District-wise urban and rural population of NCT of Delhi during the last census is
mentioned in Table 4-4.
Table 4-4: District-Wise Urban & Rural Population of Delhi: 2011
Population (Number) % of Urban
Sl. No. District
Population
Urban Rural Total
1. North West 3442589 213950 3656539 94.15
2. North 870232 17746 887978 98.00
3 North east 2220097 21527 2241624 99.04
4 East 1705816 3530 1709346 99.79
5. New Delhi 142004 -- 142004 100.00
6. Central 582320 -- 582320 100.00
7. West 2536823 6420 2543243 99.75
8. South West 2149282 143676 2292958 93.73
South 2719736 12193 2731929 99.55
9.
Delhi 16368899 419042 16787941 97.50
Source: - Census of India and Primary census Abstract 2011
Table above indicates that two districts of Delhi have 100 percent of urban
population namely in Central and New Delhi districts during the year 2011. All the
remaining districts in Delhi had more than 90 per cent of the population lived in
urban areas.
Employment
As per Census 2001, population of Delhi was 138.50 lakh. In 2011 census, the
population of Delhi increased to the level of 167.88 lakh which indicate the fact that
on an average, population of Delhi increased at 2.12 per cent per annum during
2001-2011. During the same period the proportion of working population to the total
population in Delhi increased at the rate of 0.46 per cent. The information regarding
population, working population and non-workers in India and Delhi during 1981-
2011 is presented in Table below.
Table 4-5: Workers and Non-Workers in India & Delhi: 1981-2011 (in Lakhs)
1981 1991 2001 2011
Sl. No. Details
India Delhi India Delhi India Delhi India Delhi

Total 2446.04 20.02 3141.30 29.80 4023.60 45.45 4817.43 55.87

1.
Workers (35.70) (32.19) (37.11) (31.63) (39.11) (32.82) (39.79) (33.28)
Non- 4405.81 42.18 5322.61 64.41 6262.51 93.05 7288.26 112.00
2.
workers (64.30) (67.81) (62.89) (68.37) (60.89) (67.18) (60.21) (66.72)
Total 6851.85 62.20 8463.91 94.21 10286.11 138.50 12105.69 167.87
3.
Population (100.00) (100.00) (100.00) (100.00) (100.00) (100.00) (100.00) (100.00)
Source: -Census of India, 1981, 1991, 2001& 2011
Note: - Values in parenthesis relate to percentage to total.
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Growth of Establishment and Employment in Delhi during 2005-13

There are 8.93 Lakh total establishments operating in Delhi as per Sixth Economic
Census conducted in 2013, which is 18.35% more than the number of establishments
of Fifth Economic Census conducted in 2005. As per Sixth Economic Census, 76.89 %
enterprises were having fixed structure and the rest 23.11 % operating from outside
household without fixed structure. This proportion during the Fifth Economic
Census was 84.7% and 15.3 % respectively. The comparative position of growth of
establishment in Sixth Economic Census over that of Fifth Economic Census
registered a growth of 7.40% in respect of enterprises having fixed structure. There
were 29680 establishments having 8 or more workers and 22308
handicraft/handloom establishments.
It may be highlighted here that though the number of Establishments has grown by
18.35% during 2005-13, total Employment has declined by 12.22%. Total numbers of
employed persons in the establishments were 29.85 Lakh as per Sixth Economic
Census against 34.01 Lakh as per Fifth Economic Census. The male–female
distribution of total employed persons as per Sixth Economic Census is 87.81% male
and the rest 12.19% were female. This proportion during Fifth Economic Census was
89.56 % and 10.44 % respectively.
Top five Districts holding maximum number of establishments are provided in
Table 4-6.
Table 4-6: Establishments for 5 Districts
% of total
Districts Establishments (in lakh)
Establishments
Central 1.53 17.16
West 1.06 11.93
North-East 0.94 10.53
North-West 0.93 10.43
East 0.82 9.22

4.3. DWARKA SUB CITY

Dwarka sub-city is located towards South-West Delhi in the vicinity of International
and Domestic airports. It is bounded by Najafgarh road, Pankha road, Rewari
railway line, and Najafgarh drain. Janakpuri residential scheme and Delhi
cantonment are the other major surrounding landmarks. Figure 4-2 presents the
location of Dwarka Sub-city w.r.t UER 2.

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Figure 4-2: Location of Dwarka Sub-city

Accessibility

 It is anticipated that once fully developed, Dwarka sub-city will have one of the
best accessibility options with the mother city. These will include both rail
based and road based accessibility.
 The sub city will be connected by metro rail with the city center and other
major parts of the city by MRTS.
 The sub city will be connected to the mother city by 4 major roads from all
directions.
 Northern Approach – A 45 m wide road connecting Pankha road partly by
covering Palam drain – work under progress.
 Western Approach – A 60 m wide road connecting Najafgarh road – road
already constructed. Improved connectivity by 100 m wide UER 2.
 Eastern Approach – A 45 m wide road through Cantonment area with a fly-
over near Palam – work under progress likely to be completed in 3 years time.
 South Eastern Approach- A 60 m wide road from NH-8 (with a rail underpass)
– work under progress.

Population & Area

Dwarka is the largest residential suburb in Asia, with a total of 1718 residential
enclaves, and a net population of 1,100,000.
Currently Dwarka Sub-City (Sector 1 to 29) is divided into 5 MCD Wards: 135-
Kakraula, 136- Matiala, 141- Bijwasan, 145- Palam, and 147- Mahavir Enclave.
Dwarka is divided into three Assembly Constituencies i.e. AC-34 Matiala, AC-36
Bijwasan, AC-37 Palam. Also, Dwarka is divided into two Parliamentary
constituencies i.e. West Delhi and South Delhi. The area of Dwarka Sub-city as per
DDA record is 5648 Hectares. The density of population is around 160-200 per H A.
Road length in Dwarka is 396 km.

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 Design Population – 11 lakhs

 Total area – 5648 ha.
 Area (Phase – I) – 1964 ha.
 Area (Phase – II) – 1996 ha.
 Existing built up – 1688 ha.
 Dwarka project is planned with 29 sectors.
 The land use distribution of Dwarka follows a distinct hierarchical pattern from
sub-city level to sector level. The land use distribution is given in Table 4-7.

Table 4-7: Land-Use of Delhi

Land use Percentage
Gross Residential 48.54%
Commercial 7.05%
Government 0.94%
Public / Semi-Public 6.20%
Recreational 19.94%
Transport 14.33%
Utilities 3.00%

Mixed land use concept

DDA has implemented the unique concept of Mixed Land Use (MLU) in Dwarka.
Most of the DDA housing clusters in Dwarka have commercial buildings in close
proximity. In many sectors, approximately 80% of a plot is used for residential flats
and the rest 20% for commercial purpose. This unique MLU concept provides lots of
convenience to the occupants of Dwarka DDA flats, as they get the facility of
shopping, dining and purchasing grocery in close proximity.

Housing

 The sub-city provides housing for about 2 lakhs families.

 Co-operative Group housing forms a major component of housing type in
Dwarka.
 Special consideration has been given to the economically weaker sections of
the society.
 A number of EWS, LIG and Resettlement housing schemes have been
developed.

Residential Sector

 Each of the residential sectors has been envisaged to be self-contained

communities and has been designed for a population of about 30,000 each.
 Area of each sector is about 81 ha. (900 m x 900 m)
 Each sector is bounded on all sides by arterial roads of 45 m and 60 m wide
 From arterial roads only 4 entries have been taken into the sector at a
minimum distance of 450 m.
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 A network of cycle tracks and pedestrian pathways has been proposed within
each sector which links the housing clusters and their facilities within each
sector.
 All sectors are proposed to have a mix of housing of various socio-economic
groups.
Commercial

 The commercial hub of the city will be developed along the proposed Metro
Railway line (MRTS) in a linear form.
 The entire commercial spine is connected to different sectors of Dwarka by 60
m and 45 m roads, which are the major major bus routes.
 The location of the district center is of special significance, since this will be
the major work and commercial center in Dwarka.
Social Infrastructure

The sub-city has been planned for an environment of convenience which contains
essential facilities and services at different levels namely health, education, safety
and security, cultural, and communication etc.

Landscape

The Landscape concept of Dwarka involves a system of open spaces which have the
potential to develop into a landscape with distinctive visual qualities, fulfilling the
required ecological and recreational functions. The location and alignment of
existing landscape features have been used to structure the development. Advantage
has been taken of topographic assets such as the natural drainage as well as major
city level open spaces along these corridors, integrating existing landscape and new
development.
Essentially the proposed landscape comprises of the following interlinked but
hierarchical distinct components.
 The informal naturalistic component along Najafgarh drain, serving a
regional recreation function.
 The more formal and organized component serving as a local space system
on the East-west drainage corridors.
 The open space system within the sectors and neighbourhood.
About 20% of Dwarka project area has been planned for development as green area.

Transport

Dwarka has a robust and well connected road network built to modern
specifications to each of its sectors and adjoining areas. The sub city is well
connected by metro rail with the city centre and other major parts of the city by
MRTS. There are a total of 8 metro stations in Dwarka and also connected to Indira

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Gandhi International Airport Terminal 3 via Sector 21 Station interchange with the
Airport Express Line.
The sub city is now connected through metro rail to Noida (UP) and Anand Vihar
and Ghaziabad (Vaishali Station)
Dwarka sub city will be connected to the mother city by 4 major roads from all
directions. Entering from the north, a 45 meter wide road connecting Pankha Road
partly by covering Palam drain. Work was completed and the road was opened for
the public in 2007.Entering from the west, a 60 meter wide road connecting
Najafgarh Road is constructed, from the east, a 45 meter wide road through
Cantonment area with a fly-over near Palam. The fly over and road were opened for
the public in 2006 and from the southeast, a 60 meter wide road is connecting NH-8
(with a rail underpass).
Airport metro line known as the Delhi Airport Metro Express connects Dwarka to
the Indira Gandhi International Airport and terminates at New Delhi metro station
from where one can access New Delhi railway station
Dwarka is expected to be connected to Gurgaon by metro in the near future due to
its close proximity to the NCR town.

Some Major Highlights

 Link to world class Metro service

 Liberal provision of open space and greenary.
 Sub City – Central Green (Bharat Vandana Park)
 Sports Complexes
 Metroplotan Passenger Terminal (ISBT, Directional Rail Terminal)
 Metro rail system from Barakhamba road, Connaught Place
 Integrated Freight Complex (IFC)
 Modern Health and Education Facilities
 Kargil Housing (Vijay Veer Awas Yojna)
 Defence, SPG & CRPF Complex
 Socio-Cultural Center & International Convention Centre
 Linear District Center
 Mixed Land Use
 Five Star Hotels
 Proposed Golf Course etc.

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4.4. ROHINI
Rohini is known as one of the oldest Sub Cities of Delhi. It is a residential sub city
situated in North-West Delhi District. It is bounded by Outer ring road, Western
Yamuna Canal Link Road and UER-2. The neighbouring areas are Badli, Pitampura,
Shalimar Bagh, Haider Pur, Mangol Puri, Paschim Vihar, Narela Sub City, Budh
Vihar, Mukarba Chowk, Shahbaad Daulatpur (Delhi Technological University) and
Bawana. Figure 4-3 presents the Location of Rohini.

Figure 4-3: Location of Rohini Sub-city

Population & Area

Rohini has been planned with a net population of 8, 60,000.

Phase- I & II
The scheme was initially divided into two phases: (Phase I and Phase II) which is a
part of Zone 'H' Rohini. Phase I and Phase II consist of 19 sectors i.e. Sector-1 to
Sector 19 (17 residential and two Commercial Sectors). Other salient features are as
under:

 Area - 2015 Ha.

 Projected Population - 8.5 lacs.
 Total No. of plots of Various sizes (26-150 sq. m.) - 35026
 Land allotted to CGHS - 152 Ha. - 23000 DU's
 Total DDA housing under all categories - 25100 units
Phase- III
Rohini Phase III was taken up for development, as an extension of Phase I and Phase
II. Rohini Phase III planning and development area consist of six sectors i.e. from
Sector 20 to 25.

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Other salient features are as under:

 Total Area - 1010 Ha.

 Land under build up or under unauthorized colony - 310 Ha.
 Available land for Phase III - 700 Ha.
 Proposed Population - 1.6 lacs
 No. of plots of various sizes – 1441
Phase- IV & V
Rohini Phase IV and V is in continuation of Phase -III, being developed to
accomodate registrants of Plots and Group Housing flats in Rohini scheme. Planning
for the Phase IV and V is based on the following:

 Integration of arterial road network systems with the city network linking
other sub cities like Dwarka and Narela.
 Introduction of planning measures for controlling unauthorized
commercialization of Residential Plots along major traffic corridors and
achieving safe and pollution free residential environment.
 Establishing an efficient, reliable and attarctive multi modal transport, with
favourable conditions for safe use of bicycles and pedestrian movements.
 Introduction of Urban Form and Visual characteristics with continuity of
harmony of open space.
Other salient features are as under.

 Total Area of Ph. IV & V - 4533 Ha.

 Already acquired and under planning - 788 Ha.
 No. of Residential Pockets (under acquired Land) - 21 Pkts
 GR. Housing Pockets - 8
 Co-Operative Housing Pockets - 5
 Projected Population (on acquired land) - 2 Lac
Table 4-8: Land use Distribution of Rohini
Land Use Area in Ha. Percentage
Residential (Plots- 1,17,000
units, Group housing- 1,413 56.58
17,000)
Commercial 108 4.35

Industrial 482 19.32

Public & Semi Public 5.06

126
Facilities
Circulation 155 6.22

Total 2,497 100

Source: Zonal Development Plan For Zone ‘H’ (North West Delhi -I)

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Figure 8-1: Typical Arrangement of NH 1 at Chainage 23+700 (NH-1)

Figure 8-2: Typical Arrangement of NH 1 at Chainage 24+350 (NH-1)

Figure 8-3: Typical Cross Section at Chainage 0+350 (UER 2)

The service roads of UER 2 will form an at-grade junction with service road of NH 1.
Thereafter, a right turning underpass has been proposed from UER 2 (from NH 1) to
Shahpur Garhi Junction at Chainage 1+750. Along with right turning underpass a
right turning flyover has been proposed from Shahpur Garhi Junction to UER 2 (to
Dwarka). Both these structures have been integrated with a U-turning structure to
allow U-turning movement from UER 2.
After crossing Shahpur Garhi junction, alignment crosses Delhi-Ambala Railway line
at Chainage 3+500. At present, land-acquisition along the access to Railway line

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hasn’t been completed. A railway over bridge is proposed at this location. Figure 8-4
presents the proposed cross section at the RoB.

Figure 8-4: Typical Arrangement at Railway Over Bridge (Holambi Kalan)

After the RoB, an arrangement similar to the proposal at Shahpur Garhi Junction has
been developed at Chainage 5+150 (Bawana Sector 5 Junction).
Spur to Barwasini By-pass is proposed to take-off from Bawana Sector 3/4 Industrial
Area. To facilitate smooth traffic flow between the Barwasini by-pass & UER 2, grade
separation has been proposed along the same. Figure 8-5 & Figure 8-6 present the
cross section at the same location. A right turning flyover has been proposed from
UER 2 (from NH 1) to Bawana Industrial Area and a right turning underpass has
been proposed from Bawana Industrial Area to UER 2 (Towards Dwarka). In
addition to this arrangement, a right turning underpass has been proposed from
UER 2 (from Dwarka) towards Sector Road of Rohini Sector 34.

Figure 8-5: Typical Arrangement of Flyover at Bawana Industrial Area Junction

Figure 8-6: Typical Arrangement of Underpass at Bawana Industrial Area Junction

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After Bawana Industrial area, right turning flyover has been proposed for traffic
approaching from Rohini Sector 34/35 to UER 2 (Towards NH-1). Thereafter, a
straight flyover has been proposed at Barwala village. The same has been done to
minimise land acquisition at Anand Vihar Colony.
After crossing Barwala, a right turning flyover & underpass has been proposed at
11+300 for access to Sector 36/37 of Rohini. Main carriageway is proposed to remain
at grade at the section under consideration. Figure 8-7 & Figure 8-8 present the cross
section of UER 2 at this location.

Figure 8-7: Typical Arrangement of Flyover at Rohini Sector 36/37 Junction (Chainage 11+100)

Figure 8-8: Typical Arrangement of Underpass at Rohini Sector 36/37 Junction (Chainage 11+600)

After crossing Rohini Sector 36/37 junction, flyover has been proposed for main
carriageway at UER 2 junction with Karala-Kanjhawala road. Figure 8-9 presents the
typical arrangement of UER 2 at Karala-Kanjhawala road junction.

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Figure 8-9: Typical Arrangement of UER 2 at Karala-Kanjhawala Road Junction (Chainage 14+000)

Table 8-1 presents the ground water details of the project corridor based on
geotechnical investigations. The minimum & maximum Ground water table along
Package 1 has been observed to be 11.5 m & 16.7 m respectively.
8.3.2 Section 2: Between Karala-Kanjhawala Road & Nangloi-Najafgarh Road
(Part of Package 2)
The alignment will follow a RoW of 75 metres from Madanpur Dabas to Delhi-
Rohtak Railway Line. The arrangement of carriageway along the same section is as
shown in Figure 8-10.

Figure 8-10: Typical Arrangement of UER 2 between Madanpur Dabas & Delhi-Rohtak Rail Line

An RoB has been proposed at Delhi Rohtak railway line. Thereafter, the service
roads will make a junction with NH 10 while the main carriageway of UER 2 will
cross NH 10 at Level +1. Thereafter, UER 2 will have 100 m wide section till
Mangeshpur drain, the same is presented in Figure 8-11.

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Figure 8-11: Typical Arrangement of UER 2 between NH 10 & Mangeshpur Drain

The road has been proposed to be elevated from Mangeshpur drain till crossing
Najafgarh-Nangloi road. Due to built-up areas on both sides of the drain, the section
has been proposed to be elevated above the drain.
The minimum & maximum Ground water table along Package 2 has been observed
to be 6.1 m & 12.6 m respectively.
8.3.3 Section 3: Between Nangloi-Najafgarh Road & Dwarka Sector 24 Junction
(Part of Package 3)
After the proposed flyover at Dichaun Enclave the road section from will be at-grade
till Aman Vihar Colony. Figure 8-12 presents the cross section along the same.

Figure 8-12: Typical Arrangement of UER 2 between Najafgarh Nangloi & Aman Vihar

From Aman Vihar, the alignment has been proposed to be elevated till Roshanpura.
This section of the proposed alignment will pass through the Water treatment plant
of Delhi Jal Board. Figure 8-13 presents the cross-section of the alignment passing
through Delhi Jal Board. The road has been proposed to be elevated from Najafgarh-
Janakpuri road till New Roshan pura.

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Figure 8-13: Typical Arrangement of UER 2 from Najafarh-Janakpuri Road to New Roshanpura

The alignment is proposed to be at-grade from New Roshanpura till Goyla Village.
Thereafter, the alignment is proposed to be elevated at Goyla Village. Service road
of UER 2 will make an at-grade junction with Goyla Village Road. Figure 8-14
presents the typical cross section of UER 2 at Goyla Village.

Figure 8-14: Typical Arrangement of UER 2 near Goyla Village

After crossing Goyla village, the alignment is proposed to be at-grade from Goyla
Village till Dwarka Sector 24 merging with Dwarka Expressway, barring a VUP
proposed at Chhawla-Tajpur Khurd Road.
A major bridge has also been proposed at Najafgarh Drain (Chainage Km 37+400)
Figure 8-15 presents the TCS of the same. The bridge has been designed with
reference to the Highest Flood Level (HFL) details of Nafajgarh drain obtained from
the portal of Irrigation & Flood Control Department (www.delhi.gov.in). The HFL at
Najafgarh Drain has been recorded as 212.125 near Kakraula on 16.8.1977. Table 8-1
presents the Ground water table as observed from Geotechnical investigations along
the project corridor. The minimum & maximum Ground water table along Package 3
has been observed to be 9.5 m & 25.4 m respectively.

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Refer Volume IV (Plan & Profile) for proposed level at Najafgarh Drain.

Figure 8-15: Typical Arrangement of UER 2 at Najafgarh Drain (Major Bridge)

The proposed TCS have also been attached in Volume 4-Drawings.

Table 8-1: Water Table Based on Geotechnical Investigations

S. No. Design Chainage Borehole Number Water Table

1 0+095 BH 1 15.6 m
2 3+650 BH 2 13.2 m
3 7+750 BH 3 16.7 m
4 10+250 BH 4 11.5 m
5 13+950 BH 5 11.0 m
6 20+800 BH 6 6.1 m
7 21+600 BH 7 7.2 m
8 27+300 BH 8 13.6 m
9 30+200 BH 9 25.4 m
10 31+420 BH 10 23.0 m
11 35+780 BH 11 9.5 m

8.4 INTERSECTION DESIGN

As part of the proposed improvements interchanges & other major structures will be
developed at various locations. Following section discusses various improvements
done at these junctions in Package I:
8.4.1 UER 2 Junction with NH 1 (NH Chainage 23+800)
As discussed above, NH 1 forms a T-junction with UER 2. Three flyovers & one
underpass have been proposed at the junction. Underpass has been proposed on
section from NH 1 (from Karnal) to UER 2. Flyovers have been proposed at three
directions which include, traffic flow from NH 1(from Delhi) to UER 2, UER 2 to NH
1 (to Karnal), UER 2 to NH 1 (to Delhi). Figure 8-16 presents the plan of the same.

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S. No. Contract Package Description Chainage Length (Km)

Najafgarh Road
From Nangloi - Najafgarh
3. Package 3 Km 28.450 to 38.111.43 9.66
Road till Sector 24 Dwarka
Spur to Barwasini By-pass
4. Package 4 (Bawana Industrial Area to Km 0+000 to 29.600 29.6
Barwasni By-pass)
Spur to Bahadurgarh By-
pass {From Km 26+600 of
5. Package 5 UER 2 (Dichaun Kalan) to Km 0+000 to 7+269 7.26
Bahadurgarh By-pass/ NH
10 near Village Balaur}

The present report being submitted is only for Package 1.

8.6 ADDITIONAL LAND REQUIREMENT

Majority of the land required for the project highway is already in the possession of
Authority. Some additional land will be required for developing interchange at NH
1-UER 2 Junction, Barwala, Karala & Mohammadpur Majri. Acquisition notification
under Section 3 (A) of the same has already been issued.

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traffic and to promote road safety. The Code of Practice for Road Markings, IRC: 35-
2015 has been used in the study as the design basis.
The location and type of marking lines, material and colour is followed using IRC:
35-2015“Code of Practice for Road Markings”.
The road markings were carefully planned on carriageways, intersections and bridge
locations.

9.12.3 Cautionary, Mandatory and Informatory Signs

Traffic signs include roadside signs, overhead signs, Kerb mounted signs and
Variable Message Signs (VMS) along the length of the Project Highway in accordance
with latest guidelines of IRC 67:2012. VMS signage will be implemented as part of
separate contract for Intelligent Transportation System (ITS). However, Concessionaire
is required to install gantries fit for installation of standard size VMS. All informatory
and regulatory signs inside Underpass shall be LED Backlit. Location and quantity of
LED Backlit signage shall be finalized in consultation with Authority and Authority
Engineer.
The Overhead traffic signs shall be provided in accordance with latest guidelines of
IRC 67:2012 and as per numbers given below. The locations shall be finalized in
consultation with Authority and Authority Engineer.
S. No. Type Nos Remarks
1 Cantilever 30 Location to be decided in consultation with the Authority Engineer
2 Full Gantry 20 Location to be decided in consultation with the Authority Engineer

9.12.4 Kilometre Stone Details

The details of kilometre stones are in accordance with IRC: 8-1980 guidelines.
Kilometre stones are located on the left-hand side of the road as one proceeds from
the station from which the Kilometre count starts. On divided roads with a central
median, kilometre stones would be provided at the left on both sides of the road i.e.,
independently for each direction of travel. Kilometre stones shall be fixed at right
angles to the centre line of the carriageway.

9.12.5 200m Stones and Boundary Stones

The details of 200m stones and boundary stones conform to IRC: 26-1967 and IRC:
25-1967. 200m stones are located on the same side of the road as the kilometre
stones. The inscription on the stones shall be the numerals 2, 4, 6 and 8 marked in an
ascending order in the direction of increasing kilometerage away from the starting
station. The numerals shall be 80mm high. The colour of the numerals shall be black
on a white background. Boundary stones shall be located on either side of the road
opposite every 200m stone and kilometre stone. In addition these shall be fixed at all
angular points of the boundary. Where the boundary is on a curve or the land is of
significant value and likely to be encroached upon, the boundary stones, as required,
shall be installed at closer intervals.

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9.12.6 Delineators and Object Markers

Roadway delineators are intended to mark the edges of the roadway so as to guide
drivers on the alignment ahead. Object markers are used to indicate hazards and
obstructions within the vehicle flow path, for example, channelling islands close to
the intersections.
Delineators and object markers are provided as per the details given in the drawings
and are provided in accordance with the provisions of IRC: 79-1981. They are
basically driving aids and should not be regarded as substitutes for warning signs,
road markings or barriers. Delineators are provided for all curves of radius less than
600m. They are not provided at locations where Chevron sign boards are provided.

9.12.7 Guard Post

Guard posts are proposed on embankments of height more than 1.0m, bridge
approaches and horizontal curves of radius greater than 161m. The spacing of guard
post shall be 2.0m c/c in these areas. Typical Guard post consists of precast (M20)
post of size 200mm x 200mm and a height of 600mm above ground level. They are
encased in M15 cement concrete for a depth of 450mm below ground level. Guard
posts are painted with alternate black and white reflective paint of 150mm wide
bands.

9.12.8 Crash Barrier

Metal Beam Crash Barrier is proposed at locations where the embankment height is
more than 3.0m, at horizontal curves of radius less than 161m and also at major
bridge approaches. Metal beam rail shall be W-profile corrugated sheet steel beams
complying with the following mechanical properties.
i. Tensile strength, Min = 483 MPA
ii. Elongation in 2 inches, Min = 12%
iii. Yield, Min = 345 MPA

The beam elements shall have nominal width of 483mm. Post consists of formed
channel of size 150 x 75 x 5, 785mm long and space consists of formed channel of size
150 x 75 x 5, 330 mm long. All members of the system should be hot dipped
galvanised to have a minimum counting of 550g/sqm, each face in compliance to
relevant MOST Specification (Cl. 810). The spacing of posts should be 2.0m c/c.
Crash barrier system absorbs impact of vehicle and laterally restrains a vehicle from
veering off. This ensures minimum damage to the vehicle and passengers.

9.12.9 Overhead Driver Feedback System

To enhance traffic safety and increase driver awareness, overhead digital speed
monitoring device along with closed circuit automatic number plate recognition
(ANPR) camera is proposed to be installed at every 2 km interval of the project
highway including the service road stretch.

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9.12.10 Embankment/Toe Wall

Slope of 2:1 is to be provided at embankment section. In locations where

embankment cannot be provided, RCC Toe wall will have to be provided. Table
below provides the details of Toe Wall:
Table 9-18: Toe Wall Details
Chainage Toe Wall Length (m)
Sl. No. Remarks
(from km to km) LHS RHS
Average Height 2.75 m
1. Km 0+000 to 15+000 - 3500
(Varying from 0.2 m to 3.5 m)
Note:
1. RCC Toe Wall is to be provided within the ROW of the proposed alignment.
2. The length provided is minimum only & any change in length shall not be considered as a “change in scope of
works”.

9.12.11 Road Safety Audit

Road Safety audit has the greatest potential for improving safety and is most cost–
effective when it is applied to a road or traffic design before the project is built. It can
be conducted on any design proposal that involves changes to the ways road users
will interact, either with each other or with their physical environment. It is a formal
process using a defined procedure.

As per the requirements of TOR, Road Safety Audit (RSA) has been carried out for
project road and sufficient measures has been taken for improving detailed
engineering design with respect to the road safety audit. The details of audit taken
are described in Check list below:
Table 9-19: Checklist: Feasibility Stage Audit
S.
Contents Item Yes/No Comment
No.
1. Aspects to be A. Safety and operational Yes The design of the proposed alignment
checked implications of proposed takes care of the principal factors affecting
alignment and junction strategy safety and operational implications as per
with particular references to relevant IRC Codes.
expected road users and vehicle
types likely to use the road.
B. Width options Yes As provisioned in IRC Codes.
considered for various sections.
C. Departures from Yes Followed relevant IRC Codes.
standards and action taken.
D. Provision of Yes 2.5m wide footpath and 3.0m wide cycle
pedestrians, cyclists and track has been proposed along both sides
intermediate transport. of the project corridor. Besides, pedestrian
subway is proposed at all the major
intersections.
E. Safety implications of Yes Geometric design takes care of the safety
the scheme beyond its physical issues of the environs. Besides provision of
limits i.e. how the scheme fits crash barriers, railings, lighting in the
into its environs and road urban sections also contribute to the safety
hierarchy. scheme. In stretches with narrow median
antiglare screen has been proposed to be
installed on the median center atop the NJ

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S.
Contents Item Yes/No Comment
No.
type crash barrier.
2. A1: General Departures from Standards Yes

Cross-sectional variation Yes No abrupt variation to cause concern for

safety.
Drainage Yes Road grades and cross fails are adequate
for satisfactory drainage. Provision of
proper drainage system along the road has
been made.
Climatic conditions Yes Design has taken care of temperature and
rainfall.
Landscaping NA To be taken care of at execution stage
ensuring the same does not obstruct
visibility.
Services apparatus Yes Design is adequate in dealing with
overhead services.
Lay-byes Yes Bus lay-byes, truck lay-byes at identified
locations have been provided.
Footpaths Yes Provided for the entire project stretch.

Pedestrian Crossings Yes Pedestrian subway is proposed at all major

intersection.
Access (minimize number of Yes Service road on the both side has been
private accesses) proposed for the entire project corridor.
Emergency vehicles NA Not applicable at Design Stage.
Public Transport
Future Widening Yes
Staging of Contracts NA
Adjacent development Yes Access to major adjacent developments has
been considered in design.
3. A2: Local Visibility Yes Horizontal and vertical alignments satisfy
Alignment visibility criteria at all locations. Design is
based on ISD.
New/Existing road interface Yes Sufficient transition zone has been
proposed. All cross roads were properly
designed with main road.

Safety Aids on steep hills. NA

4. A3: Junctions Minimise potential conflicts Yes All major junctions have been grade
separated by Flyover and underpass.

Layout Yes Followed IRC standards.

Visibility Yes Horizontal and vertical alignments are
consistent with visibility. Standards are
appropriate for speed. Free sight line has
been maintained.
5. A4: Non- Adjacent land Yes Safe access to adjacent land has been
motorized road designed.
users provision

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S.
Contents Item Yes/No Comment
No.
Pedestrians Yes 2.5m wide footpath has been proposed
along both sides of the project corridor.
Besides, pedestrian subway is proposed at
all the major intersections.
Cyclists & Non-motorised Yes 3.0m wide cycle track has been proposed
vehicles on both sides of the project corridor.
6. A5: Signs and Lighting Yes Provisions have been made.
lighting
Signs / Markings Yes Provisions have been made.
7. C6: Build ability Yes
Construction
and Operation Operational NA
Network Management No Would be taken care in the subsequent
stage.

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CHAPTER 10 COST ESTIMATES

10.1 GENERAL

The project cost estimates have been prepared based on various items of works
required for the development of project road. The cost estimates are based on CPWD
Delhi Schedule of Rates 2018, Market rates have also been considered for further
Analysis of Rates.
In general, the work is to be executed as per the IRC and MORTH as applicable for 6-
lane and Technical Specifications contained in “Specifications Road and Bridge
Works” (Fifth Revision – 2013).

10.2 ESTIMATION OF QUANTITIES

The quantities of major items of works have been worked out based on following:

 Site Clearance: The area considered for Site Clearance is the area within the
proposed Right of Way excluding the existing carriageway area.

 Earth Works: This item provides for roadway excavation, earthwork in

embankment, sub-grade and shoulders, medians, islands including disposal of
surplus earth and unsuitable material. In this stage, the construction of
embankment height has been taken as per site condition. Sub-grade soil having a
CBR ≥ 8 % will be taken from borrows area. It is also to be ensured that during
construction the existing 500m thick embankment / existing ground below the
subgrade is recompacted to MDD and have CBR value ≥ 8 %.

 The pavement quantities like GSB, WMM & Bituminous items etc. have been
worked out based on the geometrics and cross sections, pavement design done
based on traffic and laboratory investigations. The total earthwork in cut-and-fill
has been determined from average embankment height noted during road
inventory survey.

 Culverts: The estimation of quantities for culverts is based on site condition &
detailed inventory. The detailed recommendations are given in proposed
development scheme chapter.

 Bridges and Structures: The estimates of quantities for bridges and other
structures have been worked out based on condition of structures. The detailed
recommendations are given in Chapter 9. In this stage the cost for structures has
been worked out based on General Arrangement Drawing.

 Drainage and Protection Works: Quantities for the surface, subsurface and
roadside drains, drainage chutes in cement concrete and stone pitching at
outfalls/escapes are as per actual including pre cast drain at edge of RE wall.

 Traffic Signs and Markings: Proper traffic signs were selected at required
locations along the project corridor and special signs at tollgates were designed.
The quantity of traffic signs and markings are calculated based on the detail

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drawings for the highway and junction to ensure safety in the proposed highway
facility.
 Bus bays and Passenger shelters shall be allowed to stop for dropping and
picking up passengers at bus bays location. In this item, the estimates of
quantities are based on the standard layout given in IRC: SP: 87-2013 as
applicable.
 Junctions Improvement: This item includes quantities of kerbs, railings, median
etc. at the location of junctions. The cost for junctions includes the cost for at
grade junctions, which need improvement along the project roads.

10.3 COST OF UTILITY DIVERSION

The entire alignment of Package 1 is located along the existing Road section of UER 2
and has number of utilities as mentioned and described in Section 2.1.8. NHAI will
be bearing the cost of relocation and is already consulting various concerned
agencies such as BSES, DTL, TATA, IOCL, BPCL, IGL, etc for this purpose. At this
stage a lump sum amount of around INR 200 Crores has been considered for utility
relocation.

10.4 RATE ANALYSIS

Analyses of rates have been carried out using Delhi Schedule of Rates 2018. Market
rates have been adopted for the following basic materials:

 Aggregates
 Steel
 Cement
 Bitumen
While cartage rate has been adopted from SOR. Machinery rate has been adopted
from the MORTH Data Book with necessary escalation. Government approved rate
has been considered in the analysis. Rate analysis is being submitted as Vol-II of this
report.

10.5 CIVIL COST

The project cost on above items has been worked out for the year 2018-19 based on
development proposal of the project corridor. The civil cost estimate is presented
below:
Table 10-1: Civil Cost
Amount
S. No. Bill no Description Percent (%)
(in crores)
Road Works (Main Carriageway) including
1 A 176.55 12.52
RE Wall
2 B Bridges & Structures
3 Major Bridges - -
4 Minor Bridges 11.13 0.79

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Amount
S. No. Bill no Description Percent (%)
(in crores)
5 Flyover/ Grade Separator 337.83 23.96
6 ROB/RUB 189.03 13.41
7 Underpass 232.88 16.52
8 Subway 22.50 1.60
9 Culvert 3.00 0.21
Other Road Appurtenances/ Miscellaneous
10 C 437.02 31.00
Items/Drain/Service Road etc.
TOTAL CIVIL COST (in crores) 1,409.94 100.00

As states in Section 10.3, an additional amount of INR 200 cr. will have to be
earmarked for utility diversions.

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 Annexure 1

Final Traffic
Vehicles
Vehicle Year PCU
Package
Type 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 Factor
Car/Taxi 12,418 13,908 15,577 17,446 19,191 21,110 23,221 25,543 28,098 30,454 33,009 35,778 38,779 42,032 44,974 48,122 51,490 55,095 58,951 62,488 66,238 70,212 74,425 78,890 82,046 85,328 88,741 92,290 95,982 99,821 1,03,814 1.00
Mini LCV 568 648 738 842 942 1,056 1,182 1,324 1,483 1,631 1,794 1,974 2,171 2,388 2,580 2,786 3,009 3,249 3,509 3,755 4,018 4,299 4,600 4,922 5,217 5,531 5,862 6,214 6,587 6,982 7,401 1.00
LCV 1,355 1,531 1,730 1,955 2,170 2,409 2,674 2,968 3,295 3,591 3,914 4,266 4,650 5,069 5,475 5,912 6,385 6,896 7,448 7,969 8,527 9,124 9,763 10,446 11,073 11,737 12,442 13,188 13,979 14,818 15,707 1.50
Between NH 1 & NH
2A 520 504 489 474 460 446 433 420 407 395 383 372 361 350 339 329 319 310 300 291 283 274 266 258 250 243 235 228 221 215 208 3.00
10
3A 779 881 995 1,125 1,248 1,386 1,538 1,707 1,895 2,066 2,251 2,454 2,675 2,916 3,149 3,401 3,673 3,967 4,284 4,584 4,905 5,248 5,616 6,009 6,369 6,751 7,156 7,586 8,041 8,523 9,035 3.00
MAV 342 373 406 443 478 517 558 603 651 696 745 797 853 913 977 1,045 1,118 1,196 1,280 1,357 1,438 1,525 1,616 1,713 1,816 1,925 2,040 2,163 2,293 2,430 2,576 4.50
TOTAL 15,982 17,844 19,936 22,285 24,490 26,923 29,606 32,565 35,828 38,834 42,097 45,641 49,489 53,667 57,493 61,595 65,995 70,713 75,773 80,445 85,409 90,682 96,285 1,02,238 1,06,772 1,11,515 1,16,477 1,21,670 1,27,103 1,32,790 1,38,742

Car/Taxi 12,114 13,568 15,196 17,020 18,722 20,594 22,653 24,919 27,411 29,710 32,202 34,903 37,831 41,004 43,874 46,945 50,232 53,748 57,510 60,961 64,618 68,495 72,605 76,962 80,040 83,242 86,571 90,034 93,635 97,381 1,01,276 1.00
Mini LCV 284 324 369 421 471 527 591 662 741 815 897 986 1,085 1,194 1,289 1,392 1,503 1,624 1,754 1,876 2,008 2,148 2,299 2,460 2,607 2,764 2,929 3,105 3,291 3,489 3,698 1.00
Between NH 10 & LCV 1,279 1,445 1,633 1,845 2,048 2,273 2,523 2,801 3,109 3,389 3,694 4,026 4,389 4,784 5,166 5,580 6,026 6,508 7,029 7,521 8,047 8,611 9,213 9,858 10,450 11,077 11,742 12,446 13,193 13,984 14,823 1.50
Najafgarh Dwarka 2A 432 419 406 394 382 371 360 349 338 328 318 309 300 291 282 273 265 257 250 242 235 228 221 214 208 202 196 190 184 179 173 3.00
Road 3A 648 732 827 935 1,037 1,152 1,278 1,419 1,575 1,717 1,871 2,040 2,223 2,423 2,617 2,826 3,052 3,297 3,560 3,810 4,076 4,362 4,667 4,994 5,293 5,611 5,947 6,304 6,683 7,084 7,509
MAV 763 831 906 988 1,067 1,152 1,244 1,344 1,451 1,553 1,662 1,778 1,902 2,036 2,178 2,330 2,494 2,668 2,855 3,026 3,208 3,400 3,604 3,821 4,050 4,293 4,550 4,823 5,113 5,419 5,745 4.50
TOTAL 15,519 17,319 19,338 21,602 23,727 26,069 28,650 31,493 34,625 37,512 40,644 44,042 47,729 51,730 55,407 59,348 63,572 68,102 72,958 77,436 82,192 87,244 92,609 98,308 1,02,648 1,07,187 1,11,936 1,16,903 1,22,099 1,27,536 1,33,224

Car/Taxi 9,473 10,609 11,883 13,308 14,639 16,103 17,713 19,485 21,433 23,231 25,180 27,292 29,581 32,062 34,307 36,708 39,278 42,027 44,969 47,667 50,527 53,559 56,772 60,179 62,586 65,089 67,693 70,401 73,217 76,145 79,191 1.00
Mini LCV 231 263 300 342 383 429 481 539 603 664 730 803 883 971 1,049 1,133 1,224 1,322 1,427 1,527 1,634 1,749 1,871 2,002 2,122 2,249 2,384 2,527 2,679 2,840 3,010 1.00
Between Najafgarh
LCV 1,019 1,152 1,301 1,471 1,632 1,812 2,011 2,233 2,478 2,701 2,944 3,209 3,498 3,813 4,118 4,448 4,803 5,188 5,603 5,995 6,414 6,863 7,344 7,858 8,329 8,829 9,359 9,920 10,516 11,147 11,815 1.50
Dwarka Road &
2A 314 304 295 286 278 270 261 254 246 239 231 224 218 211 205 199 193 187 181 176 171 166 161 156 151 147 142 138 134 130 126 3.00
Dwarka Sector 24
3A 471 532 601 679 754 837 929 1,031 1,145 1,248 1,360 1,482 1,616 1,761 1,902 2,054 2,219 2,396 2,588 2,769 2,963 3,170 3,392 3,629 3,847 4,078 4,323 4,582 4,857 5,148 5,457
Junction
MAV 644 702 765 834 901 973 1,050 1,135 1,225 1,311 1,403 1,501 1,606 1,719 1,839 1,968 2,105 2,253 2,410 2,555 2,708 2,871 3,043 3,226 3,419 3,624 3,842 4,072 4,317 4,576 4,850 4.50
TOTAL 12,152 13,563 15,146 16,921 18,588 20,424 22,447 24,675 27,131 29,393 31,848 34,512 37,402 40,538 43,420 46,509 49,821 53,372 57,179 60,689 64,418 68,377 72,583 77,049 80,455 84,017 87,743 91,641 95,719 99,986 1,04,450

SPURS
Car/Taxi 3,515 3,937 4,409 4,938 5,432 5,976 6,573 7,230 7,953 8,621 9,344 10,127 10,977 11,898 12,730 13,622 14,575 15,595 16,687 17,688 18,750 19,875 21,067 22,331 23,224 24,153 25,119 26,124 27,169 28,256 29,386 1.00
Mini LCV 161 184 209 239 267 300 336 376 421 463 509 560 616 678 732 791 854 922 996 1,066 1,140 1,220 1,306 1,397 1,481 1,570 1,664 1,764 1,869 1,982 2,100 1.00
LCV 585 661 747 844 937 1,040 1,154 1,281 1,422 1,550 1,690 1,842 2,008 2,188 2,363 2,552 2,757 2,977 3,215 3,440 3,681 3,939 4,215 4,510 4,780 5,067 5,371 5,693 6,035 6,397 6,781 1.50
Spur to Sonipat 2A 165 160 155 150 146 142 137 133 129 125 122 118 114 111 108 104 101 98 95 92 90 87 84 82 79 77 75 72 70 68 66 3.00
3A 247 279 316 357 396 440 488 542 601 655 714 779 849 925 999 1,079 1,166 1,259 1,360 1,455 1,556 1,665 1,782 1,907 2,021 2,142 2,271 2,407 2,552 2,705 2,867 3.00
MAV 299 326 356 388 419 452 489 528 570 610 652 698 747 799 855 915 979 1,048 1,121 1,188 1,259 1,335 1,415 1,500 1,590 1,685 1,787 1,894 2,007 2,128 2,255 4.50
TOTAL 4,973 5,547 6,192 6,916 7,598 8,349 9,177 10,090 11,097 12,024 13,031 14,124 15,311 16,599 17,788 19,063 20,431 21,899 23,474 24,930 26,477 28,121 29,869 31,726 33,176 34,695 36,286 37,954 39,703 41,535 43,456

Car/Taxi 4,074 4,562 5,110 5,723 6,295 6,925 7,617 8,379 9,217 9,990 10,828 11,736 12,721 13,788 14,753 15,786 16,891 18,073 19,338 20,498 21,728 23,032 24,414 25,879 26,914 27,990 29,110 30,274 31,485 32,745 34,054 1.00
Mini LCV 190 216 247 281 315 353 395 443 496 545 600 660 726 799 862 931 1,006 1,086 1,173 1,255 1,343 1,437 1,538 1,646 1,744 1,849 1,960 2,078 2,202 2,334 2,474 1.00
LCV 1,344 1,518 1,716 1,939 2,152 2,389 2,651 2,943 3,267 3,561 3,881 4,231 4,611 5,026 5,429 5,863 6,332 6,838 7,385 7,902 8,456 9,048 9,681 10,359 10,980 11,639 12,337 13,077 13,862 14,694 15,575 1.50
Spur to Bahadrgarh 2A 268 260 252 244 237 230 223 216 210 204 198 192 186 180 175 170 165 160 155 150 146 141 137 133 129 125 121 118 114 111 107 3.00
3A 402 454 513 580 644 714 793 880 977 1,065 1,161 1,265 1,379 1,503 1,623 1,753 1,894 2,045 2,209 2,363 2,529 2,706 2,895 3,098 3,284 3,481 3,689 3,911 4,146 4,394 4,658 3.00
MAV 514 560 611 666 719 776 839 906 978 1,047 1,120 1,198 1,282 1,372 1,468 1,571 1,680 1,798 1,924 2,039 2,162 2,292 2,429 2,575 2,729 2,893 3,067 3,251 3,446 3,652 3,871 4.50
TOTAL 6,791 7,571 8,448 9,433 10,362 11,387 12,519 13,767 15,145 16,411 17,787 19,282 20,905 22,668 24,310 26,073 27,967 30,000 32,184 34,209 36,363 38,655 41,094 43,688 45,780 47,977 50,284 52,708 55,255 57,930 60,741

PCUs
Vehicle Year PCU
Package
Type 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 Factor
Car 12,418 13,908 15,577 17,446 19,191 21,110 23,221 25,543 28,098 30,454 33,009 35,778 38,779 42,032 44,974 48,122 51,490 55,095 58,951 62,488 66,238 70,212 74,425 78,890 82,046 85,328 88,741 92,290 95,982 99,821 1,03,814 1.00
Mini LCV 568 648 738 842 942 1,056 1,182 1,324 1,483 1,631 1,794 1,974 2,171 2,388 2,580 2,786 3,009 3,249 3,509 3,755 4,018 4,299 4,600 4,922 5,217 5,531 5,862 6,214 6,587 6,982 7,401 1.00
LCV 2,033 2,297 2,595 2,933 3,255 3,613 4,011 4,452 4,942 5,387 5,871 6,400 6,976 7,603 8,212 8,869 9,578 10,344 11,172 11,954 12,791 13,686 14,644 15,669 16,610 17,606 18,662 19,782 20,969 22,227 23,561 1.50
Between NH 1 & NH
2A 1,559 1,512 1,467 1,423 1,380 1,339 1,298 1,259 1,222 1,185 1,149 1,115 1,082 1,049 1,018 987 957 929 901 874 848 822 798 774 750 728 706 685 664 644 625 3.00
10
3A 2,338 2,642 2,986 3,374 3,745 4,157 4,614 5,122 5,685 6,197 6,754 7,362 8,025 8,747 9,447 10,203 11,019 11,900 12,852 13,752 14,715 15,745 16,847 18,026 19,108 20,254 21,469 22,758 24,123 25,570 27,105 3.00
MAV 1,539 1,678 1,828 1,993 2,152 2,325 2,511 2,712 2,928 3,133 3,353 3,587 3,839 4,107 4,395 4,702 5,032 5,384 5,761 6,106 6,473 6,861 7,273 7,709 8,172 8,662 9,182 9,733 10,317 10,936 11,592 4.50
TOTAL 20,455 22,684 25,191 28,010 30,666 33,599 36,837 40,412 44,358 47,987 51,931 56,216 60,871 65,927 70,624 75,669 81,085 86,902 93,147 98,930 1,05,082 1,11,625 1,18,586 1,25,991 1,31,903 1,38,108 1,44,623 1,51,462 1,58,642 1,66,181 1,74,098

Car/Taxi 12,114 13,568 15,196 17,020 18,722 20,594 22,653 24,919 27,411 29,710 32,202 34,903 37,831 41,004 43,874 46,945 50,232 53,748 57,510 60,961 64,618 68,495 72,605 76,962 80,040 83,242 86,571 90,034 93,635 97,381 1,01,276 1.00
Mini LCV 284 324 369 421 471 527 591 662 741 815 897 986 1,085 1,194 1,289 1,392 1,503 1,624 1,754 1,876 2,008 2,148 2,299 2,460 2,607 2,764 2,929 3,105 3,291 3,489 3,698 1.00
Between NH 10 & LCV 1,918 2,167 2,449 2,768 3,072 3,410 3,785 4,201 4,664 5,083 5,541 6,040 6,583 7,176 7,750 8,370 9,039 9,762 10,543 11,281 12,071 12,916 13,820 14,788 15,675 16,615 17,612 18,669 19,789 20,976 22,235 1.50
Najafgarh Dwarka 2A 1,295 1,257 1,219 1,182 1,147 1,112 1,079 1,047 1,015 985 955 927 899 872 846 820 796 772 749 726 704 683 663 643 624 605 587 569 552 536 519 3.00
Road 3A 1,943 2,196 2,481 2,804 3,112 3,455 3,835 4,256 4,725 5,150 5,613 6,119 6,669 7,269 7,851 8,479 9,157 9,890 10,681 11,429 12,229 13,085 14,001 14,981 15,880 16,832 17,842 18,913 20,048 21,251 22,526
MAV 3,432 3,741 4,078 4,445 4,800 5,184 5,599 6,047 6,531 6,988 7,477 8,001 8,561 9,160 9,801 10,487 11,221 12,007 12,847 13,618 14,435 15,301 16,219 17,192 18,224 19,317 20,476 21,705 23,007 24,388 25,851 4.50
TOTAL 20,987 23,253 25,792 28,639 31,324 34,283 37,542 41,132 45,086 48,731 52,685 56,975 61,627 66,674 71,410 76,494 81,948 87,802 94,084 99,891 1,06,065 1,12,629 1,19,607 1,27,025 1,33,049 1,39,375 1,46,018 1,52,995 1,60,323 1,68,020 1,76,105

Car/Taxi 9,473 10,609 11,883 13,308 14,639 16,103 17,713 19,485 21,433 23,231 25,180 27,292 29,581 32,062 34,307 36,708 39,278 42,027 44,969 47,667 50,527 53,559 56,772 60,179 62,586 65,089 67,693 70,401 73,217 76,145 79,191 1.00
Mini LCV 231 263 300 342 383 429 481 539 603 664 730 803 883 971 1,049 1,133 1,224 1,322 1,427 1,527 1,634 1,749 1,871 2,002 2,122 2,249 2,384 2,527 2,679 2,840 3,010 1.00
Between Najafgarh
LCV 1,529 1,728 1,952 2,206 2,449 2,718 3,017 3,349 3,717 4,052 4,417 4,814 5,247 5,720 6,177 6,671 7,205 7,781 8,404 8,992 9,622 10,295 11,016 11,787 12,494 13,244 14,038 14,881 15,773 16,720 17,723 1.50
Dwarka Road &
2A 942 913 886 859 834 809 784 761 738 716 694 673 653 634 615 596 578 561 544 528 512 497 482 467 453 440 426 414 401 389 378 3.00
Dwarka Sector 24
3A 1,412 1,596 1,803 2,038 2,262 2,511 2,787 3,094 3,434 3,743 4,080 4,447 4,847 5,283 5,706 6,163 6,656 7,188 7,763 8,307 8,888 9,510 10,176 10,888 11,542 12,234 12,968 13,746 14,571 15,445 16,372
Junction
MAV 2,898 3,159 3,443 3,753 4,053 4,377 4,727 5,105 5,514 5,900 6,313 6,755 7,228 7,733 8,275 8,854 9,474 10,137 10,847 11,497 12,187 12,918 13,694 14,515 15,386 16,309 17,288 18,325 19,425 20,590 21,825 4.50
TOTAL 16,484 18,268 20,267 22,507 24,620 26,947 29,510 32,332 35,440 38,305 41,413 44,784 48,440 52,404 56,129 60,126 64,414 69,016 73,954 78,519 83,370 88,528 94,011 99,838 1,04,583 1,09,566 1,14,798 1,20,294 1,26,066 1,32,130 1,38,500

SPURS
Car 3,515 3,937 4,409 4,938 5,432 5,976 6,573 7,230 7,953 8,621 9,344 10,127 10,977 11,898 12,730 13,622 14,575 15,595 16,687 17,688 18,750 19,875 21,067 22,331 23,224 24,153 25,119 26,124 27,169 28,256 29,386 1.00
Mini LCV 161 184 209 239 267 300 336 376 421 463 509 560 616 678 732 791 854 922 996 1,066 1,140 1,220 1,306 1,397 1,481 1,570 1,664 1,764 1,869 1,982 2,100 1.00
Spur to Sonipat LCV 877 991 1,120 1,266 1,405 1,560 1,731 1,922 2,133 2,325 2,535 2,763 3,011 3,282 3,545 3,829 4,135 4,466 4,823 5,161 5,522 5,908 6,322 6,764 7,170 7,601 8,057 8,540 9,052 9,595 10,171 1.50
2A 495 480 465 451 438 425 412 400 388 376 365 354 343 333 323 313 304 295 286 277 269 261 253 246 238 231 224 217 211 204 198 3.00
3A 742 838 947 1,071 1,188 1,319 1,464 1,625 1,804 1,966 2,143 2,336 2,547 2,776 2,998 3,238 3,497 3,776 4,079 4,364 4,669 4,996 5,346 5,720 6,064 6,427 6,813 7,222 7,655 8,114 8,601 3.00
MAV 1,348 1,469 1,601 1,745 1,885 2,035 2,198 2,374 2,564 2,744 2,936 3,141 3,361 3,596 3,848 4,117 4,406 4,714 5,044 5,347 5,667 6,007 6,368 6,750 7,155 7,584 8,039 8,522 9,033 9,575 10,149 4.50
TOTAL 7,138 7,899 8,753 9,710 10,616 11,614 12,715 13,927 15,264 16,495 17,831 19,282 20,855 22,563 24,176 25,909 27,770 29,768 31,914 33,902 36,018 38,268 40,662 43,208 45,332 47,566 49,916 52,388 54,990 57,727 60,607

Car 4,074 4,562 5,110 5,723 6,295 6,925 7,617 8,379 9,217 9,990 10,828 11,736 12,721 13,788 14,753 15,786 16,891 18,073 19,338 20,498 21,728 23,032 24,414 25,879 26,914 27,990 29,110 30,274 31,485 32,745 34,054 1.00
Mini LCV 190 216 247 281 315 353 395 443 496 545 600 660 726 799 862 931 1,006 1,086 1,173 1,255 1,343 1,437 1,538 1,646 1,744 1,849 1,960 2,078 2,202 2,334 2,474 1.00
LCV 2,015 2,277 2,574 2,908 3,228 3,583 3,977 4,415 4,900 5,341 5,822 6,346 6,917 7,540 8,143 8,794 9,498 10,258 11,078 11,854 12,683 13,571 14,521 15,538 16,470 17,458 18,506 19,616 20,793 22,041 23,363 1.50
Spur to
2A 804 780 756 733 711 690 669 649 630 611 593 575 558 541 525 509 494 479 464 451 437 424 411 399 387 375 364 353 343 332 322 3.00
Bahadurgarh 3A 1,205 1,362 1,539 1,739 1,931 2,143 2,379 2,640 2,931 3,195 3,482 3,796 4,137 4,510 4,870 5,260 5,681 6,135 6,626 7,090 7,586 8,117 8,685 9,293 9,851 10,442 11,068 11,733 12,437 13,183 13,974 3.00
MAV 2,313 2,521 2,748 2,995 3,235 3,494 3,773 4,075 4,401 4,709 5,039 5,392 5,769 6,173 6,605 7,068 7,562 8,092 8,658 9,177 9,728 10,312 10,931 11,586 12,282 13,018 13,800 14,628 15,505 16,435 17,422 4.50
TOTAL 10,601 11,719 12,974 14,381 15,716 17,188 18,811 20,601 22,575 24,392 26,364 28,504 30,828 33,349 35,758 38,348 41,131 44,122 47,338 50,325 53,506 56,893 60,500 64,340 67,647 71,133 74,808 78,681 82,765 87,070 91,609 Chigi