261815284-flyover-ppt-for-final-year-project-jntuk.pdf

All the model provision and flowchart about the construction related materials and construction contract

1. BY
P.S.N.MURTHY
T.RAJA SHUSHANTH
T.ELWIN RAJA
V.MAHIMA PRASAD
K.S.S.DIVYA
U.AABEEBA
THE STUDY ON
CONSTRUCTION OF
SALAM UDDIN
FLYOVER
AT TOLICHOWKI JUNCTION IN
HYDERABAD

2. ABOUT THIS PROJECT
KNOW
MORE
ABOUT
OUR
PROJEC
T
This main project was conducted to have the knowledge of various techniques, methodologies and materials used in the
Construction of “SALAM UDDIN FLYOVER AT TOLICHOWKI JUNCTION IN HYDERABAD ”.
A wide range of topics like bore log,
bar bending schedule, plans
structural aspects and execution
are going dealt with in course of
our main project.

3. FLYOVER:
 A Flyover is a bridge, road,
railway or similar structure
that crosses over another
road or railway.
An overpass and underpass
together form a grade
separator.
HISTORY:
 In INDIA the first flyover was
constructed in MUMBAI on 14
th

April,1965.
It was 48 ft. ( 15 m)
Construction cost was 17.5
lakhs
(6.1 crores as per 2015)
It segregates the North-South
and East-West Traffic at the
junction.

4. SUPER STRUCTURE
•The superstructure consists of the
components that actually span the
obstacle the bridge.
• It includes the following:
1.Bridge deck
2.Structural members
3.Parapets ( bridge railings),
handrails,sidewalk,lightning and some
drainage features.

SUB STRUCTURE
•The substructure consists of all of the
parts that support the superstructure.
•It includes the following:
1.abutments or end –bents.
2.piers or interior bents.
3.footings and piling.
BASIC BRIDGE TERMS

5. PILE CAP
PIER / INTERIOR
BENT
BRIDGE
DECK

6. Hyderabad is the fifth largest
metropolis in India.
The present population of
Hyderabad is over 8 million.
the main mode of public transport
in the city is mainly through the
road.
Due to rapid expansion of
industries in IT sector and real
estate development, has resulted
in traffic signal delays at major
intersections in the city.
BACKGROUND:

7. •Towlichoki is a major suburb in
Hyderabad.
•It’s a Four arm intersection
situated in western Hyderabad.
•The junction is partially
signalized.
•A religious structure is situated
at the junction.
•The presence of this religious
structure is restricting the right
turning for the traffic.
STUDY CHARACTERISTICS OF
AREA:

8. SURVEY AND INVESTIGATIONS
TOPOGRAPHICAL SURVEY:
•For dual carriage way roads survey walls
are carried out between building lines
and for a distance of minimum 45m on
either side of open areas.
•Survey clearly indicates the type of
structure and number of storeys.
•All the survey data was processed to
generate DTM (Digital Terrain Model) in
MX compatible format.
•The data was submitted in soft copy in
spread sheet format (CSV format).
•Processed data was submitted in Auto
CAD 3D format (not in 2D format) using
layer systems.

9. GEO-TECHNICAL
INVESTIGATIONS:
•A borehole is a narrow shaft bored in the
ground, either vertically or horizontally.
•3 No’s of boreholes have been carried out
as per the TOR(Terms Of Reference) to a
depth of 3m or 3m in hard rock whichever
is earlier.

10. REVIEW OF FEASIBILITY
REPORT
•6 lane flyover has been proposed with a 2
lane widening each side at grade.
•Subway has also been proposed on Old
Mumbai Road towards hi-tech city side OPTION1
•6 Lane flyover has been planned
•Subway has also been proposed on Old
Mumbai Road
•2 lane widening has been proposed on
each side of the center line of the flyover
for at – grade movements below the
flyover.
•It has been planned with increased
clearance over the religious structure to
avoid shifting.
OPTION2

11. DEMERITS OF OPTION 2:
•The Traffic flow during construction period will be completely
blocked in the Hakim pet –Seven Tombs Direction.
•Increasing the construction time as it takes 16-20 week for each 3
lane module.
•With minimum viaduct portion to be provided for clear height and
avoidance of structures from the center of the junction.
•For casting the bottom slab for the flyover portion above the temple
alternative arrangements for the supporting system with rolled steel
girders need to be provided.
•Obligatory span of 90m is difficult and cost prohibitive.

12. OVERCOMING THE OBSTACTLES IN OPTION 2 :
Based on the demerits of option 2 , alternative proposal of splitting up of the flyover into 2 parts
in the center has been proposed and accepted as the best solution .
•The temple structure will remain
unaffected during the construction of
flyover.
•The construction time will be reduced
in comparison to the proposal.
•The span arrangement is proposed
such that there will be no hindrance to
the circulation of traffic.
•The vertical clearance required will be
provided as per the IRC specifications.
•Service roads are proposed to be
constructed on either side of proposed
flyovers for the diversion of traffic.

13. LAYOUT:
•The desired layout is proposed with
respect to the topographical survey
and geotechnical investigations.
•profile of the flyover has been
designed as per IRC guide lines,
Design speed 60kmph
Maximum super elevation 2.5%
The gradients for the flyovers < 3.5%
•The proposal is made such that the
flyover circumvents the religious
structure.
•Two lane service roads are proposed
on either side of flyover to cater to
traffic moving at grade and service
roads

14. DESIGN CRITERIA AND STANDARDS
OF SPECIFICATIONS:
ALINGMENT AND ROADWAY
DESIGN:
RECOMMENDED
CARRIAGEWAY WIDTH:
•Width of the carriage way depends on the
width of the traffic lane and number of
lanes.

DESCRIPTION
WIDTH
[ in m]
1.) Single lane
without kerbs

3.50
2.) 2 lane without
kerbs

7.00
3.) 2 lane with
kerbs

7.50
4.) 3 lane with or
without kerbs

10.5/ 11.00
5.) 4 lane with or
without kerbs

14.00
6.) 6 lane with or
without kerbs

21.00

15. PASSENGER CAR UNIT [P.S.U]:
•Different type of vehicles offer
different degrees of interface to
the traffic & it is necessary to
bring all types to a common
unit.
•The common unit adopted is
the “Passenger car
unit[P.S.U]”.
SN
O.
VEHICLE TYPE P.C.U
VALUE
1.Passenger cars , tempo , auto –
rickshaw , jeeps , van or agricultural
tractor
1.0
2.Truck , bus ,agricultural tractor- trailor 3.0
3.LCV ,Minibus 1.5
4.Motor cycle , scooter & cycle 0.5
5. Cycle rickshaw 1.5
6. Horse drawn vehicle 4.0
7.Bullock cart 8.0
8.Hand - cart 6.0
PASSENGER CAR EQUIVALENCY FACTORS

16. DESIGN SPEED:

CLASSIFICATION
DESIGN SPEED [ in
kmph]
1)Arterial 80
1)Sub- arterial 60
1)Collector street 50
1)Local street 30
WARENTS OF INTERCHANGE:
•When the total traffic of all the arms of the intersection is in
excess of 10,000 PCU’s per hour.
•The volume of traffic resulting in serious congestion &
frequent choking of the intersection, an interchange may be
justified when a grade intersection fails to handle that volume.

17. LANE
CAPACITY:
The design service volumes adopted have been considered from IRC 106-
1990. The present study assumes that Design Level of Service[LOS] will
be ‘C’ with volume to all traffic streams being arterial.
DESIGN SERVICE VOLUME & CAPACITY FOR ARTERIAL ROAD AT LOS “C”
ROAD
CONFIGURATION
DESIGN SERVICE
VOLUME , VPH
CAPACITY , VPH
2 lane one- way
 
2400 3450
 
2 lane two- way
 
1500 2150
 
3 lane one- way
 
3600 5150
 
4 lane undivided two-
way
3000 4300
 
4 lane divided two-way 3600 5150
 
6 lane undivided two-
way
4800 6900
 
6 lane divided two- way 5400 7750
 
8 lane divided two- way 7200 10300

18. SPACE
STANDARDS:
RECOMMENDED SPACE STANDARDS FOR URBAN ROADS
CLASSIFICATION RECOMMENDED SPACE
STANDARDS
[land width] [(in metres]
Arterial 50-60
Sub-arterial 30-40
Collector street 20-30
Local street 10-20

19.  KERBS:
•In principle the kerb is provided to clearly define
the pavement edge to facilitate the vehicle users.
•The kerb should be provided between all
footpaths & carriageways.
•Standard height of kerb should be between 15 to
25cm.
•kerb of height 15 cm should be adopted for
footpaths.
•The minimum height of 10 cm may be adopted for
islands and medians .
•Kerbs may be
1.Barrier type
2.Semi-barrier type
3.Mountable type
4.Submerged type

20. CAMBER:
Camber on grade separator with high type bituminous
surfacing or cement concrete surfacing should be 1.7 to 2
percent.
VERTICAL CLEARANCE:
The minimum vertical clearance above the roadway for single
lane or multiple lane bridges with vehicular traffic shall be 5.5 m
as per IRC: 5- 1998.

21. MEDIANS AND TRAFFIC
ISLANDS:
Traffic Islands & medians are provided are to guide the traffic,
they should therefore be of the height of 10-15 cm to be clearly
seen by all roads users and to prevent vehicle to cross
haphazardly.
Minimum widths of median at intersections to accomplish various
purposes should be as follows:
1.Pedestrian refuge 1.2m
2.Median lane for protection of vehicle making right turn, 4.0m
but 7.5m is recommended.
3.A 9 to 12 m is required to protect vehicle crossing at grade.
4.Absolute minimum width of median in urban areas is 1.2m; a
desirable minimum is 5m.

22. TRAFFIC SIGNS & ROAD MARKINGS:
The traffic signs of 3 categories i.e. Mandatory, Warning &
Information shall be provided in reference to IRC: 67-2010.
Road markings such as traffic lane making, turning movements,
zebra crossing and stop marking at intersections, etc. Shall
provided as per IRC : 35-1997.

23. FOOTPATH:
The minimum width of footpath should be 1.5 meters.
The cross fall within in the range of 2.5 to 3 percent should
be maintained surface with cross fall neither so flat as to be
difficult to drain nor so steep as to be dangerous to walk
upon.

CAPACITY OF FOOTPATHS
In this regard, a 2m wide footpath has bee proposed on
all service roads at Tolichowki junction.
Number of persons per hour Width of
footpath
All in one direction In both direction
1200 800 1.5
2400 1600 2.0
3600 2400 2.5
4800 3200 3.0
6000 4000 3.5

24. DESIGN AND STRUCTURE
GENERAL:
The provision of Flyover is to be adopted certain guidelines so that
implementation of the schemes and constructability of the
structures are not jeopardized. The broad standards are discussed
hereunder.
APPROACH RAMP:
It is proposed to adopt “Reinforced Earth” type retaining wall is
restricted to obtain a more “Open Structure” with more
structural spans.
economic considerations wall heights up to even 10.0 m are
workable & possible.
APPROACH GRADIENTS:
Approach gradient of the flyover is primarily dictated by the
following.
1)Space available in the approach road
2)Distance available to nearest major
intersection
3)Access for cross roads, bus stops or other
important buildings.

25. WIDTH OF FLYOVER:
Width of flyover has a direct relationship with the width available
along access roads [the axis of the flyover] besides the traffic
volume it is expected to serve.
LOADING STANDARDS:
LIVE LOAD:
One train of IRC class A per lane [4 lanes] / one lane of 70R
loading per two lanes / as per IRC 6-2010.
WIND LOAD:
The wind pressure shall be considered acting in the following two
ways:
1.full Wind Load force at right angle to the superstructure.
2.A65% Wind force acting perpendicular to the superstructure &
35% along the direction of the traffic.
SESMIC LOAD:
The structure shall be designed for seismic forces as per
IRC: 6-2010.

26. TEMPERATURE LOAD:
Difference in Temperature: shall be taken as per recommendations of Clause
218 of IRC: 6- 2010.
Coefficient of Thermal Expansion for Reinforced Concrete: 117.0X 10
-7
deg C.
LOAD COMBINATIONS:
Load combinations shall be in conformity with Table 1 of IRC : 6-2010.

27. MATERIAL:
CONCRETE
REINFORCEMENT
PERMISSIBLE STRESSES:
The permissible stress in reinforced concrete members ,
reinforcements & pre-stressing concrete membrane shall be as per
IRC : 112-2011.
 BEARINGS:
The following types of bearing are adopted
1.POT ,POT cum PTFE or PTFE bearings
2.Elastomeric Bearings
DRAINAGE :
The deck drainage shall be in the form of collector gullies with
longitudinal runners. From these sumps the water shall thereafter
be conveyed to the nearest storm water drains.
CRASH BARRIER :
Crash barrier on the flyover can be in concrete or steel.
EXPANSION JOINTS :
Strip seal type expansion joints shall be used. Expansion joints
are proposed approximately at 100m spacing.

28. REFERENCE CODES & STANDARDS
SNO. CODES OF PRACTICE TITLE
1. IRC : 5 – 1998 Standard specifications & Code of practice for Road Bridges ,
Section I – General features of design
2. IRC : 6 - 2010 Standard specifications & Code of practice for Road Bridges ,
Section II – Loads & Stresses
3. IRC : 35 -1997 Code of Practice for road markings [ with paints]
4. IRC : 38 - 1988 Guidelines for Design of Horizontal curves for Highways
5. IRC : 54 -1974 Lateral & vertical clearances at Underpasses for Vehicular
Traffic
6. IRC : 67 - 2010 Code of Practice for Road Signs
7. IRC : 78 - 2000 Standard Specifications & Code of Practice for Road Bridges ,
Section VII – Foundations & Substructure
 
 
8. IRC : 83 -1999[I] Standard Specifications & Code of Practice for Road Bridges ,
Section IX – Bearings – Metallic Bearings
9. IRC : 83 – 1987 [II] Standard specifications & Code of Practice for Road Bridges ,
Section IX – Bearings – Elastometric bearings

29. 10.IRC : 83 – 2002 [III] Standard Specifications & Code of
Practice for Road Bridges , Section IX –
Bearings , POT , POT cum PTFE , PIN &
Metallic Guide Bearings
11.IRC : 86 - 1983 Geometric Design Standards for Urban
Roads in Plains
12.IRC : 92 - 1985 Guideline for Design of Interchanges in
Urban Areas
13.IRC : 106 - 1990 Guidelines for Capacity of Urban Roads in
Plains
14.IRC : 112 - 2011 Code of Practice for Concrete Road
Bridges
15.IRC : SP : 23 - 1983 Vertical Curves for Highways
16.IRC : SP : 50 - 1999 Guidelines on Urban Drainage
17.IRC : SP : 90 - 2010 Manual for Grade Separators & Elevated
Structures

30. COUNT
LOCATION
CVC -
1
VEHICLE
TYPE
TOTAL NO. OF
VEHICLES

PERCENTAGE
[%]
2 Wheeler 53568

50.09
Auto Rickshaw 4820
4.507
Car/Jeep/Van 36055 33.71
Minibus 1216 1.137
Standard Bus 1780
1.664
LCV 6428 6.01
2 Axle 2418 2.261
Multi Axle 321 0.3
Tractors 91 0.085
Cycles 243 0.227
Others 12 0.011
TRAFFIC ANALASYS
PROPORTION OF FAST & SLOW MOVING TRAFFIC
TRAFFIC FLOW CHARACTERISTICS :
The summary of traffic proportions observed from the survey is
presented in the table below:

31. LANE REQUIREMENT:
The operating characteristics of the traffic such as speed , volume /
capacity ratio , density etc. ; are represented by Level of Service [ LOS] .
It varies from free flow conditions [LOS – A] to forced flow condition [ LOS –
F] .
Urban roads would be designed for LOS – C [ V/C= 0.7] condition.
Based on the suggested traffic growth factors & above service volumes at
LOS – C & E , required numbers of lanes have been calculated at all the
CVC locations.
LANE REQUIREMENT :
The design traffic , in terms of cumulative number of standard axles , is
computed using the following equation :

N = {365 * [ (1+r)
n
– 1]* A *D *F}/r

The traffic in the year of completion is estimated using the following
formula :

A = P ( 1 + r )
n

33. DESIGNS
Sno. Description of item As per the proposal
1.
 
Width of each flyover 12m i.e 11m carriageway + 0.5m barriers on either
side.
Width of flyover would increase at curve locations
as per the design.
2. Length of viaduct with standard spans For LHS flyover [ from Hi-tech city towards
Mehdipatnam side ]:
 Standard spans towards Hi-tech city 168m [ 8
x 21m ]
 Standard spans towards Mehdipatnam 147m
[ 7 x 21m ]
For RHS flyover [ from Mehdipatnam side towards
hi-tech city ]:
 Standard spans towards Mehdipatnam 210m
[ 10 x 21m ]
 Standard spans towards Hi-tech city 168m [ 8
x 21m ]
3. Length of viaduct with obligatory spans For LHS flyover [ from Hi-tech city towards
Mehdipatnam side ]:
 Obligatory span 56m [ 2 x 28m ]
For RHS flyover [ mehdipatnam side towards Hi-
tech city ]: Obligatory span 58m [ 1 x 28m + 1 x
30m ]
 
SAILENT FEATURES OF FLYOVER:

34. 4. Length of solid portion of approaches [ RE
wall ]
For LHS flyover :
 Towards Mehdipatnam = 127.085m
 Towards Hi-tech city = 161.915m
For RHS flyover:
 Towards Mehdipatnam = 154.304m
 Towards hi-tech city = 163.192m
5. Total length of the flyover  Length of LHS flyover [ from Hi-tech city towards
Mehdipatnam ] =660m
 Length of RHS flyover = 753.496m
6. Standard span 21m
7. Type of superstructure for standard span Cast – in – situ deck slab with precast PSC post tensioned
girders
8. Type of pier RCC single pier for each flyover
9. Type of bearing POT – PTFE bearings
10. Type of expansion joints Strip seal
11. Type of retaining walls Reinforced earth retaining walls with geo strips
12. Width of service roads adjacent to the
flyovers
7.5m[min.]
13. Width of the footpath 2m min. in the solid approaches & increased to 3.135m
in the viaduct portion

35. FIELD & LABORATORY TEST DETAILS
FIELD TEST:
Borehole:
The fieldwork includes boring or drilling of 3no.s of boreholes in soil/rock . The details of
3No.s boreholes with respect to the depth of investigation, co- ordinates & reduced
ground level are given in the table below:
SN
O.
Borehole number Depth of
Investigation[m]

1.
BH-01 4.5

2.
BH-02 9.5

3.
BH-03 13.0
LIST OF BOREHOLES WITH DEPTH OF INVESTIGATION

36. STANDARD PENETRATION TEST :
This test was performed as per IS 2131-1981.
The split spoon sampler was lowered & driven under impact of a 63.5kg load with a
free fall of 75cm for 45cm penetration at the bottom of the hole.
 Initial 15cm penetration is considered as seating drive & number of blows required to
penetrate the sampler for remaining 30cm[out of 45cm mark usually driven in soil] is
recorded as ‘N’ value at that depth.
If the sampler does not fully penetrate into soil , then the test is terminated after
50 blows & the corresponding penetration is noted down.

37. GROUND WATER TABLE:
Observations were made for ground water table in borehole during
and after boring . No ground water table was observed up to the
dilled depth in the boreholes.
PREPARATION OF BOREHOLES:

LABORATORY TESTS ON SOIL :
oGrain Size Distribution Analysis :
Grain size analysis was carried out by sieving method as per IS
2720 [Part IV] – 1985 to determine the grain size distribution.
oAtterberg’s Limits :
Atterberg’s limits test was conducted as per IS – 2720 [ Part V ] –
1985 on the soil samples collected to determine the liquid limt &
plastic limit.
oMoisture Content :
Natural moisture content of the soil samples is determined as per
IS – 2720 [ Part II ] – 1973 from the collected soil samples using
oven – drying method.

38.  LABORATORY TESTS ON ROCK :
oDensity :
Density of rock samples is determined for the selected core
sample as per IS : 13030 – 1991.
oCompressive Strength Test :
Compressive strength tests were carried out on selected rock
core samples as per IS : 9143 -1979.
oPoint Load Test :
Point load tests were carried out on selected rock core samples
as per IS : 8764 – 1998 .

39. Stratu
m 1
Stratum
2
Stratum
3
CLAYEY SOIL/CLAYEY SOIL
BH-1 & BH-2  clay sand strata thickness is 1.5&5m
BH-3  top layer is clayey soil 3m the next
3m is clayey sand
DENSE SAND/RESIDUAL SAND
BH-2  the dense sand thickness is 1.5m between 5 &6.5m
BH-3  the residual sand of 1.5m thick is between 6 &7.5m

WEATHERED ROCK STRATUM
Top of this stratum is encountered between 1.5m
&7.5m depth
SUB SURFACE PROFILE

41. RECOMMENDATION:
 Based on the subsoil profile encountered at Grade Separator at Tolichowki
junction location shallow foundation can be considered.
For shallow foundation , the recommended allowable bearing capacity
along with founding depth for borehole locations drilled is given in the table
below.
Borehol
e
No.
 
Depth of foundation
below the existing
ground level [m]
Recommended
net allowable
bearing pressure
[ t/sq m ]
Foundation
Stratum
 
BH- 01 2.5 50 Very dense sandy
strata
BH-02 4.0 45 Dense to very
dense sandy strata
BH-03 6.0 50 Very dense sandy
strata

42. COSTING
AND
ESTIMATION
REPORT

43. ABTRACT OF QUANTITY ESTIMATION :
Earthwork excavation by mechanical means = 444.54 m
3
Earthwork excavation for hard rock = 23.397 m
3
PCC M15 grade quantity = 23.1 m
3
PCC M20 grade quantity = 112.31 m
3
RCC approach slab M30 grade = 46.2 m
3
Tack coat with bitumen emulsion = 154 m
2
For RMC including material , pumping , leveling , grading ,
vibrating , compacting , finishing [ M40 grade] = 1138.68 m
3
Total reinforcement in superstructure = 182.18 MT
Aggregates quantity = 1908.35 m
3
Quantity of retaining wall up to 4m height = 2519.65 m
3
Quantity of retaining wall up to 6m height = 248.68 m
3
Quantity of backfilling material = 23184.68 m
3
Quantity of subgrade & earthen shoulders = 3078.19 m
3
Quantity of sub-base course materials = 814.17 m
3
Quantity of premixing materials with water at OMC = 1539.09
m
3
Quantity of prime coat with bitumen emulsion = 6517.46 m
2
Quantity of tack coat with bitumen emulsion = 6517.46 m
2
Rollers , compacting , transportation quantity = 716.92 m
3
Rapid setting bitumen emulsion quantity = 6517.46 m
2
Bitumen concrete , bitumen binder , filler = 260.70 m
3
Painting 2 coats including prime coat = 1894.43 m
2
For anti-carbonation treatment = 3134.57 m
2
Interlocking concrete block pavements = 108.91 m
2

44. Rate analysis has been carried out based on the
leads for various construction materials 7 based on
SSR 2012-13. The following current rates for
cement & steel are considered vide letter no.
C.Memo no. 146/SoR/2011-12/Cement/T1/2012
dated 30-10-2012 issued by Engineer- in – Chief
[PH] , Govt. of Andhra Pradesh.
Cement - Rs. 5,000,00 /MT
HYSD steel [Fe500] - Rs.
45,000,00 /MT
Mild steel / structural steel- Rs.
45,500,00 /MT
The basic rates for bituminous materials are based
on market rate analysis :
Bitumen 80/100 [ VG-10] - Rs.
28608 /MT
Bitumen 60/70[ VG – 30] - Rs.
29408 /MT
Emulsion[SS] -
Rs.24020 /MT
Emulsion[RS] - Rs.22230
/MT
ABTRACT OF RATE ANALSYS:

45. Total cost of the viaduct standard span = Rs. 18, 57, 60, 923
Total cost of viaduct portion of obligatory span = Rs.4, 11, 45,371
Total cost of flyover approaches = Rs.6, 63, 93,827
Total cost of the above three = Rs.29,33,00,121
For supervision charges @ 4.5% = Rs.13198506
For contact profit@ 3% = Rs.87, 99,003
For LITCAP [ material storage, casting etc..]@ 2.5% = Rs.7332503
For overall transportation [ lead up to 5km] @ 2% = Rs. 5866002
For labor charges @ 2% = Rs. 58,66,002
For curing purpose @ 1.5% = Rs. 43,99,501
For material machinery @ 1.5% = Rs. 43,99,501
For office & mesh charges @ 1.5% = Rs. 43,99,501
For extra establishment @ 1.24% = Rs. 36,36,921
For contingencies @ 1% = Rs.29,33,001
For unforeseen items @ 2% = Rs.58,66,002
GRAND TOTAL = 29, 33, 00,121 + 6,66,99,879
= Rs.36, 0000000
ABTRACT OF COST ESTIMATION:
PRELIMINARY ESTIMATE :