Average Daily Traffic on NH - 42 (2011)
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Transcript of Average Daily Traffic on NH - 42 (2011)
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Consultancy Services for Preparation of DPR for Rehabilitation and Upgradation of NH
Stretches Under NHDP-IV-B. (Group B Package No. OR/DPR/NHDP-IV/06)
(i)Baleshwar-Baripada-Jharpokhria (Jn. Of NH-5 with NH-6) section of NH-5
(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-1
EXECUTIVE SUMMARY
1.0 INTRODUCTION
1.1 NHAI's Organisation and activities
National Highways Authority of India (NHAI), established under an Act of Parliament in 1988,
was formally operationalised in February, 1995 as an autonomous body with the responsibility
of development, maintenance and operation of National Highways. NHAI is under
administrative control of Govt. of India, Ministry of Road Transport & Highways and has been
mandated to implement National Highways Development Project (NHDP). The organization,
headed by Chairman, is supported by Member, Projects / Technical / Finance / Administration
with Chief General Manager / General Managers / Deputy General Managers / Managers at
headquarters for effective implementation of NHDP.
NHAI has also set up field offices manned by Chief General Manager and Regional Officers
and Project Directors with assistance of Manager (Technical) for construction, corridor
management of completed sections as well as preparation of projects in pipeline under
different phases.
The union government's most ambitious sally in the infrastructure sector, the National
Highways Development Programme was launched in December 1999. The NHDP with its
planned seven phases covering 50,000 Kms at a massive investment of about Rs 3,000 billion
has been the blueprint for national highway network development in India. The entire project
is targeted for completion by 2015.
Phase-I
This includes upgradation of 7521 Kms comprising of Golden Quadrilateral (GQ) project
connecting four metros, namely, Delhi, Mumbai, Chennai, Kolkata for 5846 Kms, 981 Kms of
NorthSouth-EastWest (NSEW) Corridor, 380 Kms of Port connectivity to 10 major ports and
315 Kms of other National Highways. About 98% work under this phase has been completed
and rest is under implementation.
Phase-II
Under this phase, 6805 kms are included comprising of 6391 Kms of NSEW corridor and 496Kms of other national highways. About 50% of work is reportedly completed.
Phase-III
Phase-III is for development for 4Laning of 12109 Kms in two sub-phases, namely, phase III
A for 4815 Kms. and phase III B for 7294 Kms. with an outlay of Rs. 990 billion. Work under
Phase-IIIA is in progress (about 50%) while Phase-IIIB has received cabinet approval for
preparation of projects.
Phase-IV
The union cabinet has approved the proposal for upgrading and strengthening 5000 kms of
existing single, intermediate and two lane highways to two lane with paved shoulders out of
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Consultancy Services for Preparation of DPR for Rehabilitation and Upgradation of NH
Stretches Under NHDP-IV-B. (Group B Package No. OR/DPR/NHDP-IV/06)
(i)Baleshwar-Baripada-Jharpokhria (Jn. Of NH-5 with NH-6) section of NH-5
(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-2
20,000 kms planned for upgradation. These have been approved for a cost of Rs. 69.5 billion
under Phase-IVA to be developed under BOT (toll) and BOT (annuity) basis for 4000 and
1000 Kms respectively. For balance length under Phase-IVB, feasibility studies are being
taken up for upgradation including bypasses with financing options of either BOT or NHAI
funding depending on financial viability.
Phase-V
Phase V envisages six-laning of 6500 Kms. of high traffic density corridors of already four-
lane 5700 Kms. of the GQ route and other priority reaches developed under NSEW corridors
to cater to the increase in projected traffic in near future at an estimated cost of Rs. 227.50
billion. The entire phase V is being developed on Design Build Finance Operate (DBFO)
format, a departure from normal BOT model. This phase has attracted investment from private
developers because of very high expected traffic on these stretches, which are already
earning toll revenues.
Phase-VI
This phase is planned for construction of 1000 kms of expressways at an estimated cost of
Rs. 166.8 billion.
Phase-VII
This phase envisages construction of ring roads around important cities, flyovers, grade
separated intersections, elevated highways, bypasses, service roads for proper regulation and
smooth movement of traffic at an estimated cost is Rs. 150 billion.
Project Financing Options
Budgetary Support
The main funding resources are from normal budget provision. There has been steady
increase in budget allocation for NHDP works and from accrual under Central Road Fund
(CRF) by levy of cess on petrol and diesel.
External Loan Assistance
NHAI has tied up loan for NHDP from external lending agencies like World Bank, ADB and
JBIC.
Market Borrowing
Funds are also tapped through issue of bonds for financing of NHDP.
Private Sector Funding
The private investors, both national, international and JVs have come forward for financing
NHDP on BOT (toll and annuity based), Public Private Participation (PPP) mode with capitalgrant upto 40% of project cost. The private players have also shown interest to take up NHDP
works even with negative grant / on revenue sharing basis of 2 to 48 percent. Of late, NHDP
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Consultancy Services for Preparation of DPR for Rehabilitation and Upgradation of NH
Stretches Under NHDP-IV-B. (Group B Package No. OR/DPR/NHDP-IV/06)
(i)Baleshwar-Baripada-Jharpokhria (Jn. Of NH-5 with NH-6) section of NH-5
(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-3
are being offered on design-build-finance-operate-transfer (DBFOT) format, a variation of the
plain vanilla BOT model.
Recovery Mechanism
Toll revenue from completed four lane sections from budgetary resources, perpetual tolling of
four lane sections, toll revenue from BOT projects already put in service are the supporting
resources.
1.2 Project Background
National Highways Authority of India (NHAI) intends to take up rehabilitation and upgradation
of various NH stretches under NHDP-IVB. In this regard, NHAI has invited proposals for
carrying out Feasibility Study and preparation of Detailed Project Report (DPR) for
rehabilitation and upgradation of the existing road to 2-lane with paved shoulders
configuration with provision of capacity augmentation. M/s Stup Consultants P. Ltd has been
appointed by NHAI for the consultancy services for the following two stretches in Orissa:
i) Baleshwar-Baripada-Jharpokharia (Jn. of NH-5 with NH-6) of NH-5.
ii) Jn. of NH-6 at Sambalpur Jn. of NH-5 in Cuttack of NH-42.
The agreement for the consultancy services between NHAI and Stup Consultants P. Ltd was
signed on 25thMarch 2010 with commencement date of 25thMarch 2010, and project activities
commenced concurrently.
1.3 Project Road
National Highway No. 5
NH-5 in the project for a length of 80.630 kms starts from junction of NH-6 at Jharpokharia (km
0) and ends at km 80+630 near meeting point of NH-60 at Baleshwar.
National Highway No. 42
NH-42 of length km 265 entirely within Orissa starts from junction at km 258 of NH-5 (km 0 of
NH-42) at Manguli Chawk near Cuttack and ends at km 265 within Sambalpur town (does not
terminate on NH-6 alignment running at outskirts of Sambalpur).
As per discussion with NHAI for purposes of construction, the project road has been divided
into following packages:
a) NH-5 - Package-I for entire length of 80.6 kms
b) NH-42 - Divided into two packages viz.
Package II - km 0 to end of Angul BypassPackage III - End of Angul Bypass to Jn. with NH-6
1.4 Objectives
The main objective of the consultancy services is to establish the technical, economical and
financial viability of the project for developing the existing NH sections to 2-lane with paved
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Consultancy Services for Preparation of DPR for Rehabilitation and Upgradation of NH
Stretches Under NHDP-IV-B. (Group B Package No. OR/DPR/NHDP-IV/06)
(i)Baleshwar-Baripada-Jharpokhria (Jn. Of NH-5 with NH-6) section of NH-5
(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-4
shoulders configuration with provision of capacity augmentation, funding option, and
preparation of detailed project reports in this regard.
An important requirement with regard to widening of the project road with paved shoulders is
that the widening work shall be within the existing Right of Way (ROW) avoiding landacquisition as far as possible except for locations having inadequate land width and where
provision of service roads are considered necessary but practical and cost effective.
1.5 Scope of Work under Feasibility Study
The scope of services outlined in TOR has been included in the present submission. Some of
them are highlighted below:
i. review of all available reports and published information about the project road and theproject influence area;
ii. Environmental and social impact assessment;iii. identification of possible improvements in the existing alignment and bypassing
congested locations with alternatives, evaluation of different alternatives and recommendationsregarding most appropriate option;
iv. traffic studies including traffic surveys and Axle load survey and demand forecasting fornext thirty years;
v. inventory and condition surveys for roads, bridges, cross-drainage structures, drainagevi. Topographic surveysvii. Pavement and soil investigationsviii. Design of road geometrics drainage, road cross-sections, intersections etcix. Design of structures underpasses etcx. Project costing and control packagingxi. Economic and financial analysis including viability under different funding options
xii. Strip plan showing scheme for carriageway widening, utility services (existing and relocationscheme), tree felling, LA requirements
xiii. Draft 3(a) notificationxiv. Technical specificationsxv. Rate analysisxvi. Bill of quantities
1.6 Methodology Adopted for Feasibility Study
1.6.1 General Approach
The general approach of the Consultants has been to comprehensively address the various
issues involved in the project, to carry out all the field and design office activities as set out inthe TOR, and finally to develop economically and financially viable improvement proposals
satisfying the objectives of the project. For carrying out these activities with control over
quality as well as the end-product, the Consultants have prepared and submitted to NHAI, a
Quality Assurance Plan (QAP) which has approval of NHAI.
The methodology adopted for various activities under feasibility study has been detailed in
QAP as well as in para 1.6 of main report. However, for the sake of brevity, some important
operations and issues are highlighted hereinunder.
a) Detailed Reconnaissance Survey
Detailed reconnaissance survey of the project corridor has been conducted in the first
instance. Thereafter, detailed topographic survey has been taken up to identify the
requirements for upgradation as per TOR. The critical areas such as necessity of
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Consultancy Services for Preparation of DPR for Rehabilitation and Upgradation of NH
Stretches Under NHDP-IV-B. (Group B Package No. OR/DPR/NHDP-IV/06)
(i)Baleshwar-Baripada-Jharpokhria (Jn. Of NH-5 with NH-6) section of NH-5
(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-5
bypasses in built up areas of Angul town and Sambalpur have been identified after
various option study for recommendation.
b) Socio-Economic Profile
A study of the socio-economic parameters and key economic sectors, at the state and
at the project influence area (district) level, has been undertaken and forecasts made
to enable estimates of future growth of freight and passenger traffic on the project
road.
The profile covers analysis of demographic characteristics like population, density,
rural-urban distribution, urbanisation and distribution of urban population by town
classification, and economic classification of workforce.
The entire gamut of socio-economic profile is covered in detail in Chapter 3 of Draft
Feasibility Report.
c) Traffic Survey
The following traffic surveys for preparation of Detailed Project Report for widening
and strengthening of the project roads of NH-5 and NH-42 have been carried out by
Consultant.
Classified Traffic Volume Count Surveys
Origin - Destination Surveys
Intersection Turning Movement Surveys
Speed & Delay Surveys
Willingness to Pay SurveyTruck Parking surveys
Animal/pedestrian cross surveys
Axle Load Survey
The detailed methodology has been discussed in para 1.6.4 of main report.
d) Inventory and Condition Survey
The details include the terrain, embankment height, roadway width, ROW boundaries,
and all physical features along road sides such as building, utility lines, trees,
encroachments, intersections, landuse, etc. The width of corridor is about 30 m oneither side of the existing road.
e) Topographic Survey
The topographic survey has been conducted for the entire length of the corridor in 60
m band to cover all the requirements of the TOR and to be consisten with Quality
Assurance Plan (QAP) approved by NHAI.
f) Pavement Investigation
The pavement investigations would essentially be directed towards collecting all the
data about the existing pavement, sub-grade, etc. necessary for developing designs for
strengthening the existing pavement, for widening to 2-lane / 4-lane and for paved
shoulders. The process includes the following sub-activities:
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Consultancy Services for Preparation of DPR for Rehabilitation and Upgradation of NH
Stretches Under NHDP-IV-B. (Group B Package No. OR/DPR/NHDP-IV/06)
(i)Baleshwar-Baripada-Jharpokhria (Jn. Of NH-5 with NH-6) section of NH-5
(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-6
i) Pavement condition survey
ii) Existing pavement composition
iii) Field testing of existing subgrade soil for widening/providing paved shoulderand laboratory testing of the same
iv) Laboratory testing of borrow area soil for new construction
v) Pavement roughness
vi) Benkelman Beam Deflection test
g) Geo-technical Investigation and Sub-soil Exploration
h) Material Investigation
i) Hydraulic Study and Drainage Design
j) Social Impact Assessment and Resettlement Action Plan
k) Environmental Screening and Environmental Impact Assessment including
Environmental Management Plan
l) Project Cost
m) Economic Analysis by using HDM-IV
n) Financial Analysis
2.0 PROJECT ROAD APPRECIATION
2.1 General
Start and end points
NH-5
The Project road starts at km 0+000 i.e. from 4-legged rotary intersection with NH-6 and ends
at km 80+630 near Baleshwar at the junction of NH-5 with NH-60.
NH-42
The project road of NH-42 takes off near km 258 of NH-5 at Munguli Chawk (Ch. 0 of NH-42)
and ends at km 265 near Sambalpur Jail within town area and does not terminate on NH-6
alignment passing at outskirts of Sambalpur. NH-42 is at present connected to NH-6 by a link
road starting at km 263.850 of NH-42 and joining NH-6 near km 560 of NH-6.
2.2 Terrain
NH-5
The entire project road passes mostly through plain/rolling terrain.
NH-42
The entire project road passes mostly through plain/rolling terrain. There are also few small
mountaneous stretches.
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Consultancy Services for Preparation of DPR for Rehabilitation and Upgradation of NH
Stretches Under NHDP-IV-B. (Group B Package No. OR/DPR/NHDP-IV/06)
(i)Baleshwar-Baripada-Jharpokhria (Jn. Of NH-5 with NH-6) section of NH-5
(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-7
2.3 Land Use
NH-5
The land use pattern is mostly agricultural. Almost 12 kms are through forest area. In km 30
to 35 around Baripada town, the road passes through built-up areas. Besides, there are built-up areas in small stretches along the road.
NH-42
A major part (55%) of the project road fall under forest area and under agricultural area for
about 20%. Besides, there are built-up areas for a considerable stretch. Chowduar, Khuntuni,
Dhenkanal, Indipur, Nalco Nagar, Angul, Boinda, Bamur, Rairakhol and Sambalpur are the
main towns/habitations within the stretch apart from large number of villages situated
alongside the road. In the forest area few elephant corridors across NH have been displayed.
A table showing forest stretches is presented in Table 2.2 of main report.
2.4 Right of Way (ROW)
NH-5
ROW along NH-5 is 60 m throughout.
NH-42
ROW along NH-42 ranges from 22 m to 60 m. Existing ROW has been presented in Table
2.3 of main report.
2.5 Bridges/Structures/Cross-drainage Structures
NH-5
There are 5 major and 23 minor bridges in the stretch.
There are 95 culverts.
NH-42
In this stretch there are 7 major bridges, 59 minor bridges, 2 ROBs and 2 RUBs.
There are 639 culverts.
2.6 Broad Road Features
NH-5
The existing highway has generally 7 m wide carriageway and 10 m wide roadway. In few
congested stretches, paved shoulders exist. The riding quality of road is generally fair.
Composition of flexible pavement is moorum in sub-base, WBM in base and BM and Premix
carpet in the bituminous layers. The pavement has been provided with patch repairing and
some re-surfacing works. The existing crust thickness varies from 334 mm to 697 mm. The
paved shoulders, wherever existing, have been added later and also do not match with
existing crust composition/thickness.
The project road geometry is generally good and simple with long tangent and few long
horizontal curves. The vertical profile of the road generally conforms to NH standard. There
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Consultancy Services for Preparation of DPR for Rehabilitation and Upgradation of NH
Stretches Under NHDP-IV-B. (Group B Package No. OR/DPR/NHDP-IV/06)
(i)Baleshwar-Baripada-Jharpokhria (Jn. Of NH-5 with NH-6) section of NH-5
(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-8
are number of cross roads connecting small villages with NH-5. Highway is generally on
moderate to high embankments (at bridge approaches). The existing drainage system does
not indicate any deficiency.
NH-42
The existing highway has generally 7 m wide carriageway and 1 to 2.5 m wide shoulder on
either side with about 10 m roadway. The horizontal and vertical geometry is good in general.
The existing horizontal alignment may prove deficient at places with respect to proposed
design speed. Such stretches have been considered for improvement in upgradation
proposal (see Chapter 6 for details). In number of built up stretches paved shoulder exists.
Composition of flexible pavement is same as in NH-5. In recent past, resurfacing work with
BM and SDBC has been taken up in some stretches of road including improvement of
shoulder. The riding quality of road is generally fair to good. Embankment height of 2 to 3 m
in average exists with few stretches on high embankment in bridge approaches.
The existing crust thickness generally varies from 400 mm to 800 mm. The paved shoulders,
wherever existing, have been added later and also do not match with existing crust
composition/thickness. The existing drainage system does not indicate any deficiency.
2.7 Intersections/Junctions
NH-5
There are five major intersections with NH-6 and SH/MDR.
NH-42
There are major intersections with NH-5, NH-6, NH-23 and SH, Municipal roads/town roads.Besides, there exist number of junctions with access roads to small villages and habitated
areas along the project road. The access roads are of various categories viz. paved/unpaved
and katcha roads.
3.0 ENGINEERING INVESTIGATIONS AND SURVEYS
The following surveys and investigations has been carried out for preparing the most
appropriate proposal to meet the functional and structural efficiency and safety requirements.
Road inventory
Bridge and structures inventory Traffic surveys Visual pavement condition survey Bridge condition survey Roughness survey Pavement composition surveys BBD surveys Subgrade investigations Axle load surveys Material investigations
Hydraulics and hydrology survey Sub-soil explorations Topographical surveys
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Consultancy Services for Preparation of DPR for Rehabilitation and Upgradation of NH
Stretches Under NHDP-IV-B. (Group B Package No. OR/DPR/NHDP-IV/06)
(i)Baleshwar-Baripada-Jharpokhria (Jn. Of NH-5 with NH-6) section of NH-5
(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-9
The detailed reports of engineering investigations and surveys have been presented in
chapter 5 of the main report.
4.0 TRAFFIC ANALYSIS AND FORECAST
The project road carries sizable amount of passenger and goods traffic. In order to appreciateand understand the nature and amount of traffic plying on the roads and also to understand
characteristics of roads on which the traffic is plying, traffic volume count, O-D survey,
roadside interview, traffic speeds etc. were carried out. Details of traffic surveys and analysis
thereof are presented in Chapter 4 of main report. The average daily traffic on NH-5 and NH-
42 is presented below:
Table E.1 Average Daily Traffic (ADT) on NH-5
Modes/location km 14 km 76
2-wheeler 1641 2654
3-wheler 369 160Car/Jeep/Van 1163 808Mini Bus 196 2Bus 564 203LCV 415 393Truck, 2 Ax 1887 821Truck, 3/More Ax 4508 1114Arti Veh 1167 273Tractor + Trailor 116 63Tractor 3 9Others 0 0Total fast 12,029 6508Total slow 913 1993PCU 12,942 13606
Table E.2 Average Daily Traffic (ADT) on NH-42
Modes/Location km 16 km 37 km69 km 110 km 150 km 192 km 230
2-wheeler 2180 3473 2318 3840 2135 697 5733-wheler 207 320 295 1246 166 88 63Car/Jeep/Van 2485 3135 2537 1859 842 795 740Mini Bus 135 56 54 127 29 5 5Bus 353 330 305 270 183 157 158
LCV 789 919 894 963 431 427 395Truck, 2 Ax 1375 1908 2300 931 645 979 902Truck, 3/More Ax 2035 2679 3229 1607 1466 2085 2033Arti Veh 268 365 279 469 203 283 262Tractor + Trailor 24 24 21 208 44 36 27Tractor 5 13 21 193 23 14 13Others 0 0 0 0 0 0 0Total fast 9855 13222 12254 11712 6164 5566 5172Total slow 215 565 762 2650 1312 294 236PCU 21139 27602 29650 22568 13748 16293 15467
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10/25
Consultancy Services for Preparation of DPR for Rehabilitation and Upgradation of NH
Stretches Under NHDP-IV-B. (Group B Package No. OR/DPR/NHDP-IV/06)
(i)Baleshwar-Baripada-Jharpokhria (Jn. Of NH-5 with NH-6) section of NH-5
(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-10
Traffic Projections
Traffic levels have been forecasted on the possible growth in socio-economic indicators at the
state level, growth of registered vehicles and per capita income for the inflencing states,
elasticity factors, traffic growth scenario for traffic, diverted and generated traffic scenario etc.
The projected traffic vis--vis lane requirement is presented below.
Table E.3 Traffic Projections and Lane Requirement on NH-5
Stretch (Package-I)2010
2013 2018 2023 2028 2033 2038 2043AADTPCU
Km 0.000 to Km 30.100(Junction of BaripadaTown Link)
13,071 15,847 23,004 31,046 40,511 52,209 64,712 79,009
Km 30.100 to Km 80.600(NH 60 interchange atBaleswar)
13,742 16,637 24,051 32,588 42,601 55,103 68,344 83,673
The analysis reveals that the traffic volume will reach 18,000 PCU in the next 6 / 7 years.
Though at present 2-lane with paved shoulder will satisfy the norms/ guidelines, considering
the construction period as 3 years and widening requirement (4-lane) within next three years,
the entire section between Jharpokhria and Balasore is proposed be widened to 4- lane
divided carriageway now itself. It may be noted that beyond the horizon year the traffic
volume may freeze at a level of 120,000 PCU.
Table E.4 Traffic Projections and Lane Requirement on NH-42
Stretch(Package-I)
20102013 2018 2023 2028 2033 2038 2043
AADTPCU
Km 0.000 to Km Km25.000 (Junction of SH 65)
21,498 26,201 37,928 51,961 68,625 89,286 111,884 120,000
Km 25.000 to Km 49.000(End of DhenkanalBypass)
28,071 34,241 49,630 68,068 89,981 117,212 120,000 120,000
Km 49.000 to Km 85.000(Start of industrial area ofAngul)
30,154 36,769 53,258 73,094 96,663 120,000 120,000 120,000
Km 85.000 to Km 110.000(End of Angul Town) /Angul Bypass
20,332 24,828 36,047 49,550 65,534 85,575 107,348 120,000
Stretch(Package-III)
Km 110.000 to Km198.000 (End of Angulurban Area to Rairakhol)
16,570 20,200 28,686 39,489 52,241 68,435 85,971 105,906
Km 198.000 to Km265.000 and Link Road toNH 6 (Rairakhol toSambalpur)
15,730 19,172 27,214 37,489 49,628 65,100 81,828 100,919
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Consultancy Services for Preparation of DPR for Rehabilitation and Upgradation of NH
Stretches Under NHDP-IV-B. (Group B Package No. OR/DPR/NHDP-IV/06)
(i)Baleshwar-Baripada-Jharpokhria (Jn. Of NH-5 with NH-6) section of NH-5
(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-11
The analysis reveals that the section between NH 5 junction to Angul (Package-II) will
be widened to 4- lane divided carriageway now and by 2020 it is required to be made 6-
lane before the section-wise maximum volume reaches 60,000 PCU at LOS-C.
Considering the present day traffic the section between Angul Bypass end andSambalpur (Package-III) will also be constructed as four-lane road which may require 6-
laning by 2030, when the traffic volume reaches 60,000 PCU at LOS-C. It may be noted
that towards the end of the horizon year the traffic volume may freeze at a level of
120,000 PCU.
5.0 DESIGN STANDARDS
Preliminary design proposal for upgradation of existing project roads has been prepared for
feasibility study purposes on the basis of indicative design standards spelt out in main report.
The standards and specifications outlined in IRC:SP:84-2009 "Manual of specifications and
standards for Four laning of Highways through Public Private Partnership" have been followed
in preparing the improvement proposals for various features of the project road. Methodology
adopted in developing improvement proposals has been described in para 6.1 of main report
and also in Executive Summary (ref. para 1.6).
Widening Proposal
The existing project road is of generally two lane with paved shoulder in patches added at
later stage. The widening schemes for new two lane on right side, left side and concentric to
existing carriageway has been prepared considering the site features, siting of new 2-lane
bridge structures (generally, on downstream side), optimum utilization of existing pavement
improvement to existing geometrics etc. Widening scheme of 4-laning in different packages
has been detailed in para 6.3.5 of main report .
Service Road
There are numbers of built-up stretches and roadside developments along the project road.
The local traffic takes access to main carriageway through numbers of cross-roads causing
interruption to through traffic. For partial access control, provision of service roads of width 7.0
m for length to the extent of built-up area and some distance beyond considering likely future
spread has been made. Wherever service roads are provided, provision will be made for
proper entry and exit ramps between the main highway and the service roads with suitablelayout for the same keeping in view of future widening of main highway to six lanes.
The proposed reachwise details of service road has been listed in para 6.3.4 of main report.
Packagewise summary of lengths is as under:
Package-I 27.4 kms
Package-II 21.42 kms
Package-III 23.56 kms
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Consultancy Services for Preparation of DPR for Rehabilitation and Upgradation of NH
Stretches Under NHDP-IV-B. (Group B Package No. OR/DPR/NHDP-IV/06)
(i)Baleshwar-Baripada-Jharpokhria (Jn. Of NH-5 with NH-6) section of NH-5
(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-12
Typical Cross-Sections
Cross-sectional elements viz. width of carriageway, median, shoulder (width, type), crossfall,
super-elevation, lateral and vertical clearances at underpass/overpass are provided as per
IRC:SP:84-2009.
Based on the discussions above, typical cross-sections (TCS) of project highway have been
developed for the following scenario:
TCS-1 Proposed widening of existing road to 4-lane configuration in rural areas (left sidewidening)
TCS-2 Proposed widening of existing road to 4-lane configuration in rural areas (concentricwidening)
TCS-3 Proposed widening of existing road to 4-lane configuration in rural areas (right sidewidening)
TCS-4 Typical cross-section of 4-lane divided carriageway in approaches to bridgeTCS-5 Proposed 4-lane configuration for semi-urban and built-up areasTCS-6 Typical cross section for bypass and realignment
Proposal for Bypasses
During reconnaissance survey and subsequent site visits, number of settlements have come
to notice abutting the project road along NH-42. One major development area is from km 88
to 110 where spurt of industrial activities has been observed in Nalco Nagar and adjoining
Angul (District Headquarter) town. NH-23 taking off at km 94 and NH-200 running parallel to
NH-42 on north close to Talcher thermal power station are the potential sources for generating
traffic and influencing the traffic operations. Considering the present scenario and future
development, the need for a suitable bypass is felt.
Another stretch between km 52 to 55 is passing through Indipur/Siminai has thick continuous
human settlement where widening through existing alignment will cause considerable amount
of acquisition of structures and may ignite social unrest. Considering the above factors, a
small bypass around Indipur is suggested.
The present alignment of NH-42 towards end from km 262 to 265 passes through Sambalpur
town, a district headquarter. Moreover, km 265 is inside the town and alignment does not
terminate on NH-6. The present connection is through a link road of about 7 km length havingsingle lane paved road which may not be suitable for upgraddation because of its closeness to
urban spread. Therefore, a suitable bypass is suggested to connect it to NH-6 running at
outskirts of Sambalpur town.
The consultant has made option study of the proposed bypass alignments. The details of
option study along with conclusion has been discussed in paras 6.4.1, 6.4.2 and 6.4.3 of main
report. The same is presented in brief hereunder.
Angul Bypass
As discussed earlier, the main expansion of the industrial belt as well as spread of Angul town
is mainly on north of NH-42. These facts underscore the feasibility of any bypass alignment
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(i)Baleshwar-Baripada-Jharpokhria (Jn. Of NH-5 with NH-6) section of NH-5
(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-13
on north of NH-42. This leaves us to explore a feasible alignment on south side of NH-42
alongwith other options to use existing alignment (ref. index map in Fig. 6.1 and para 6.4.1 of
main report).
(a) Option-1 Alignment through south side of Angul town(b) Option-2 Partially elevated corridor over existing route of NH-42(c) Option-3 Fully elevated corridor over existing route of NH-42
The options 2 and 3 passing through industrial belt and Angul town will involve large number
of acquisition of structures and costly land besides stake of huge cost. So, options 2 and 3
have been ruled out. Option 1 taking off near km 92 and rejoining near km 111.3 is a green
field alignment of approximately 21.5 kms length and likely to have any major impact for
acquisition of structures. Moreover, it is much economical compared to other two options,
even though the length is slightly more by 2 kms than the length along existing route.
Therefore, Option 1 is the most preferred option for a bypass alignment to avoid thecongestions of industrial belt of NalcoNagar and Angul town.
Indipur Bypass
Indipur is a small town located between km 53 to 56+500 of NH-42. The existing ROW varies
from 15 to 23 km only having continuous built-up with permanent structures right at the edge
of existing ROW. Any improvement scheme will entail huge acquisition of land and structures.
The option proposal has dealt three alternatives as listed below and shown in index plan (Fig.
6..2).
(a) Option-1 Concentric widening through town following existing alignment(b) Option-2 Elevated corridor over existing route(c) Option-3 Bypass on north of existing NH-42
Because of restricted ROW, acquisition of huge land and structures for 4-lane road will be
involved besides social impact. The cost of resettlement and rehabilitation will be of high
order. Therefore, both Options 1 and 2 are ruled out. A bypass option for 3.3 kms length on
northern side would be preferable as the same will be through open area. However, the
proposed alignment of bypass will encounter acquisition of forest land which is perhaps
unavoidable in the present case.
Sambalpur Bypass
As discussed earlier, existing alignment of NH-42 ends up well inside Sambalpur town. The
existing road taking off at km 263.7 presently links NH-42 and 6 and virtually serves the
function of NH. The upgradation of link road to 4-lane standard is not feasible because of
present urban growth trend along link road alignment and acquisition of land and structures.
The following alternative options have been examined (ref. Fig. 6.3 for index plan).
(a) Option-1 Concentric widening through Sambalpur town
(b) Option-2 Elevated corridor over existing NH-42(c) Option-3 Bypass on north of NH-42
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(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-14
The Options 1 and 2 are through Sambalpur where the town is thickly built up and acquisition
of land and structures will not be possible. These two options are, therefore, ruled out. The
third option for a bypass will be through green field only 3.6 km long alignment. The bypass
will take off near km 258+900 of NH-42 and terminate on NH-6 near km 507. The proposed
bypass is feasible and also economical and will be a preferred option.
Pavement Design
The existing pavement is of flexible type. It is proposed to have flexible pavement for new
lane construction as well as for widening of existing 2-lane road with paved shoulders as
necessary for 4-lane configuration. For strengthening of existing road, flexible overlay is
proposed.
Pavement Design Consideration
Pavement design considerations would basically involve at evolving input parameters
required for design of pavement. The following sections elaborate the design considerations
made in the pavement design.
Design Period and Design Traffic Loading
A design life of 15 years for flexible pavement has been considered for the design purposes.
VDF factors for commercial vehicles have been established from axle load surveys, which
were conducted at five locations on NH-42 and two locations on NH-5. Direction wise VDF for
each mode of commercial traffic has been estimated at each location. Design traffic loading in
million standard axles (msa) has been estimated using the traffic data and estimated VDF. Asalready mentioned in the Inception Report, the entire project corridor of NH-5 has been
divided into two homogeneous traffic sections where as entire project corridor of NH-42 has
been divided into six homogeneous traffic sections. The design traffic loading for each
homogeneous traffic sections has been given in Table E.5 below.
Table E.5 - Design Traffic Loading in MSA
Name Chainage Length(Km)
Design MSA for15th Year (2028)From To
NH-5
Section-1 0.00 35.00 35.00 100
Section-2 35.00 80.60 45.60 130
NH-42
Section-1 0.00 25.00 25.00 110Section-2 25.00 49.00 24.00 130Section-3 49.00 90.00 41.00 150Section-4 90.00 150.00 60.00 105Section-5 150.00 200.00 50.00 95Section-6 200.00 263.00 63.00 100
Subgrade Strength
Subgrade strength of soil to be considered in the pavement design has been derived form
material investigations. The results of borrow soils identified along the corridor have been
presented in greater details in Chapter 5 under Materials investigation.
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(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-15
All borrow samples were tested for soaked CBR at 95% and 97% of MDD. Among thirteen
tested samples of NH-5 only three samples have soaked CBR less than 8% and among fifty
tested samples along NH-42 soaked CBR of only six samples is less than 8% at 97% of MDD.
Pavement Design and Crust Thickness
Flexible pavement design has been carried out using IRC guidelines (IRC-37-2001) based on
the design traffic and subgrade strength for new carriageway. The flexible pavement
composition for new pavement and widening portion section wise is given in Table E.6 below.
It is considered that subgrade of new two lane carriageway shall be constructed with borrow
area material where as subgrade of widening portion of existing carriage way shall be
constructed with the material available from existing shoulder portion.
Table E.6 - Layer Thickness for New Pavement & Widening Portion
Section of ProjectCorridor
NH-5 NH-42km 0.00 km 35.00
km 35.00-km 80.60
km 0.00-
km 25.00
km 25.00-
km 49.00
km 49.00-
km 90.00
km 90.00-
km 150.00
km 150.00-
km 200.00
km 200.00-
km 265.00
Design Traffic (MSA) 100 130 110 130 150 105 95 100
New (N) / Widening(W)
N W N W N W N W N W N W N W N W
Design CBR (%)(Borrow Material /
Large Pit)
10 10 6 8 8 10 8 9 10 8 7 8 10 9 9 9
PavementComposition
Thickness mm
Bituminous Concrete
(BC)
50 50 50 50 50 50 50 50 50 50 50 50 50 50
Dense BituminousMacadam
(DBM)
130 155 145 145 135 155 150 150 160 150 145 130 135 135
Wet Mix Macadam(WMM)
250
Granular Sub Base(GSB)
200 260 200 230 200
Selected Subgrade 500
The same pavement composition as of new construction / widening is proposed for pavedshoulder.
Pavement Design for the Service Road
Flexible pavement has been designed for the service road by the IRC:37-2001 method for
subgrade of 8% soaked CBR and 5 MSA traffic loading.
Table E.7 presents the pavement composition for service roads along the project corridor of
NH-5 & NH-42.
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(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-16
Table E.7 - Pavement Composition for Service Road
Layer Layer Thickness in mmSemi Dense Bituminous
Concrete (BC)
25
Dense BituminousMacadam
(DBM)50
Wet Mix Macadam(WMM)
250
Granular Sub Base (GSB) 150Selected Subgrade 500
Strengthening of Existing Pavement
The strengthening requirements (overlay designs) of existing pavement have been estimatedfrom the deflection measurements taken on the project corridor using IRC: 81-1997 for the
estimated traffic loadings. Details of survey results presented in Chapter 5 of this report.
It is not practical to have different overlay thickness from kilometer to kilometer. Adjacent
lengths have been combined for treatment. In order to achieve this, homogeneous sections
have been delineated in relation to the main line BBD deflections by applying the method of
cumulative differences.
The overlay thickness for existing carriageway has been worked out accordingly and
presented in Table E.8.
Table E.8 - Overlay Thickness for Existing Carriageway
Chainage(km)
Length(km)
CharacteristicDeflection
DesignMSA
RequiredBM
Thickness(mm)
Equivalent(BC+DBM)thickness
(mm)
AdoptedOverlay
Thickness(mm)
From To BC DBM
NH-5
0.00 20.00 20.00 1.0 100 140 98 50 5020.00 35.00 15.00 1.0 100 140 98 50 5035.00 62.00 27.00 1.0 130 165 116 50 7062.00 80.60 18.60 1.0 130 165 116 50 70
NH-420.00 15.00 15.00 1.0 110 150 105 50 6015.00 25.00 10.00 1.1 110 168 118 50 7025.00 49.00 24.00 1.1 130 183 128 50 8049.00 72.00 23.00 1.1 150 198 139 50 9072.00 90.00 18.00 0.8 150 180 126 50 8090.00 140.00 50.00 0.8 105 117 82 50 50140.00 150.00 10.00 0.9 105 136 96 50 50150.00 193.00 43.00 0.9 95 124 87 50 50193.00 200.00 7.00 0.8 95 103 72 50 50
200.00 230.00 30.00 0.8 100 110 77 50 50230.00 263.00 33.00 0.8 100 110 77 50 50
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(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-17
Bridge and Other Structures
The summary of recommendation is based on condition survey of bridges, structures and
culverts and presented in Table E.9.
Table E.9 Recommendation for CD Structures
Package-I
NH-5 (0 to 80.6 km)
Major Bridges Minor Bridges CulvertsTotal 5 23 95Reconstruction 0 0 22Repair 5 23 -Repair and Widening - - 73
Package-II
NH-42 (0 to 112 km)
Major Bridges Minor Bridges ROB CulvertsTotal 3 22 2 177Reconstruction 0 5 0 52Repair 2 15 2 -Repair and Widening - - 125
Package-III
NH-42 (112 to 265 km)
Major Bridges Minor Bridges CulvertsTotal 4 37 436Reconstruction 1 9 193Repair 3 28 -Repair and Widening - - 243
Road User Facilities
Pick-up Bus Stops and Bus Shelters
Bus bays with bus shelters have been proposed for road user facilities. Packagewise details
are as under:
Package-I - 33 nos. Package-II - 32 nos. (Both sides) Package-III - 23 nos.
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(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-20
8.0 ECONOMIC EVALUATION
The development of the road has been proposed to be examined for implementation with
respect to its economic viability. Road construction/improvements bring about a reduction
in transportation costs in terms of vehicle operating costs, travel time, accidents,environmental pollution, etc. In the present analysis the cost stream comprises land
acquisition, resettlement and rehabilitation, environmental costs, construction and
maintenance costs required for the proposed alignment whereas the savings only in vehicle
operating costs (VOC) and travel time costs for passengers and goods as the benefits due to
the project. Though social development and the quality of life will prove to be a significant
benefit for the project, the same has not been quantified and excluded from the analysis. The
following sections of chapter describe the steps followed in the economic analysis mainly
carried out through HDM IV and considering inputs from IRC guidelines (IRC: SP-30). The
details of the same are presented in chapter 11 of main report.
For the purpose of carrying out the economic analysis, a detailed cost estimate of the road hasbeen prepared considering road, structures and other amenities and facilities separately as
per current price level. Land acquisition costs and costs for environmental mitigation measures
have been added to arrive at the total cost estimate of the project. Packagewise cost along
with its distribution over construction period is presented in Table E-11.
Table E.11 - Package-wise Distribution of Financial Cost
NH-5
PackageProject
Road
Chainage (km)Package
Cost (Rs in
Crore)
Distribution of Cost
From To 2011 2012 2013
I NH-5 0 80.6 721.13 40% 60%
II NH-42 0 111.4 1051.81 35% 40% 25%
III NH-42 111.4 265 1147.03 35% 40% 25%
Road user benefits will be from vehicle operating cost (VOC) savings, travel time saving,
accident cost saving and saving in maintenance costs. The alternatives selected in this case
is with project with additional widening of 3m assignment and without project situation with
suitable maintenance assignment. Social benefits will accrue from improvements in trade,quality of life and environmental condition and appreciation of abutting land value.
Considering the low income levels of passengers and their response towards time saving, the
value of passenger and goods time savings has not been considered as per the guidelines
contained in IRC:SP-30.
For the economic analysis, Economic Internal Rate of Return (EIRR) and Net Present Value
(NPV) have been calculated package-wise and total study stretch as a whole. The results are
shown in Tables E.12 and E.13.
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(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-22
9.0 FINANCIAL EVALUATION
Approach to Financial Evaluation
The main objective of financial analysis is to examine the viability of implementing the projecton a BOT basis. The analysis attempts to ascertain the extent to which the investment can be
recovered through toll revenue and the gap, if any, be funded through alternative revenue
sources. This covers aspects like financing through debt and equity, loan repayment, debt
servicing, taxation, depreciation, etc. The viability of the project is evaluated on the basis of
Project Financial Internal Rate of Return (FIRR) on total investment. The FIRR is estimated on
the basis of cash flow analysis, where both costs and revenues have been indexed to take
account of inflation. Package wise Financial analysis has been carried out for the project
stretches as shown in Table E-14 with debt equity ratio of 70:30.
Table E.14 - Package wise details for the entire Project Stretches
PackageNo. Description of Project Stretch
Length(Km)
Package-I Baleshwar-Baripada-Jharpokharia (Jnof NH-5 with NH-6) Section of NH-5from km 0+000 to 80+600
80.00
Package-II Cuttack- Angul (Jn with NH-5 in Cuttackof NH-42) Section of NH-42 from km0+000 to
112.00
Package-III
NH Stretches Angul-Sambalpur (Jn. ofNH-6 at Sambalpur) Section of NH-42
from km to 265+000
153.00
Cost of the Project
The total cost of the project includes cost of civil construction works including the cost of toll
plaza at different locations. The estimated project cost is considered excluding shifting of
utilities, land acquisition, acquisition of structures, rehabilitation and resettlement and
environmental mitigation measures.
Table E.15 - Package wise details for the entire Project Stretches
PackageNo. Description of Project Stretch
Cost of CivilWorks
Rs in millions
Package-I Baleshwar-Baripada-Jharpokharia (Jn ofNH-5 with NH-6) Section of NH-5 from km0+000 to 80+600
6629.20
Package-II Cuttack- Angul (Jn with NH-5 in Cuttack ofNH-42) Section of NH-42 from km 0+000 to
8940.90
Package-III
NH Stretches Angul-Sambalpur (Jn. of NH-6 at Sambalpur) Section of NH-42 from kmto 265+000
9776.50
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(ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42 STUP Consultants P. Ltd.
Final Feasibility Report E-23
The annual phasing of capital cost is made as per the work schedule. Construction cost is
phased over a 2 years period as 40% and 60% for Package-I and Construction cost is phased
over a 2.5 years period as 40% , 40% & 20% in last 6 months respectively for Package-II &
Package-III both.
Cost Escalation
The base costs have been escalated at a rate of 5% per annum to obtain the actual costs in
the year of expenditure. This is in line with long-term inflation rates of major materials utilized
for construction.
Total cost has been calculated by adding 25% of the civil cost towards Escalation, Interest
during construction, IC and per operative expenses etc.
Financial Analysis
The detailed financial analysis along with sensitivity analysis has been worked out as perTOR. The same is presented in Chapter 12 of main report. The analysis has taken intoconsideration the followings:
Cost Escalation
Toll Rates
Traffic Projections
Toll Revenue
Tax Calculation Module
Methodology
ExpensesOperation and Maintenance Cost
Resource Mobilisation Schedule
Minimum Return Criteria
Financial Viability
The main objective of undertaking this study is to assess whether the project is financially
viable or not. It is important to note that the proposal should be an attractive proposition for
private sector participation under Build, Operate and Transfer (BOT) system. The basic
methodology followed for estimating the financial viability of the project is to calculate theFIRR (Financial Internal Rate of Return) on the investment for the project.
The following assumptions as listed below are taken into consideration for the financial
analysis: -
Table E.16 Assumptions for Financial Analysis
Items Package-I Package-II Package-III
Debt Equity ratio 70 : 30 70 : 30 70 : 30
Construction Period in months 24 30 30
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Final Feasibility Report E-24
Items Package-I Package-II Package-III
Concession Period including
construction period in years
29 20 26
Escalation (%) 5 5 5
Interest on Debt (%) 11.75 11.75 11.75
Project Phasing As per Table E.11
Loan Repayment Period in years 12 12 12
Tax Rebate in years 10 10 10
Moratorium in years 1 1 1
Depreciation by Straight line method
in %
100 for 27
years
100 for 17.5
years
100 for 23.5
years
Depreciation by Written down value
method in %10 10 10
On account of Financing Cost, Escalation, IDC, Contingencies and IC and Pre Operative
Expenses a flat 25% has been added into the Civil Cost of the Project.
The results of financial analysis along with sensitivity analysis have been presented in para
12.18 of main report.
Conclusion
Package-I (Km 0+000 to km 80+000 of NH-5)
From the BOT analysis with 29 years as concession period, which is including the
construction period of 2 years, the project is getting viable with 50% Grant.
Package-II (Km 0+000 to km 112+000 of NH-42)
From the BOT analysis with 20 years as concession period, which is including the
construction period of 2.5 years, the project is not only getting viable with nil grantbut it also
has Negative Grant (Premium) of Rs. 449.44 crore.
However, as in one section the Total Traffic is more than 60000 therefore it is advisable either
to go for 6 laning of that section in the year 2024 to maintain the same level of service in the
concession period.
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Package-III (Km 112+000 to km 265+000 of NH-42)
From the BOT analysis with 26 years as concession period, which is including the
construction period of 2.5 years, the project is getting viable with 6% Grant.
10.0 RECOMMENDATION
The main report has dealt exhaustively the present status of existing project corridor as well
as improvement proposals for upgradation. The following major recommendations are made
in view of projected traffic scenario to remove bottleneck in transport facility.
NH-5 (Package-I)
(i) Km 0 to 80+6 for upgradation to 4-lane
(ii) ROB at all 5 railway crossings
(iii) Grade separated junctions at km 30+10, 31+90 and 34+10.
(iv) One animal underpass at km. 62+570.(v) Vehicular cum pedestrian underpass at km 33 and km 58.
(vi) Traffic projection suggests that the entire package will qualify for 6-laning by year
2038.
(vii) Considering the EIRR values though Package-I cannot be economically justified, still
keeping in view the social benefits and development of the region as a whole, the
project should be considered economically viable.
(viii) The financial analysis concludes that this package is financially viable with 50% grant
and 29 years as concession period including the construction period of 2 years.
NH-42 (Package-II)
(i) Km. 0 (Jn. of NH-5) to km 112 (end of Angul Bypass) for upgradation to 4-lane.
(ii) ROB at km 20+950, 86+077
(iii) Bypass for Angul, Indipur/Siminai
(iv) Grade Separator at km. 25+08, 38+50, 48+90, Start of Angul Bypass, End of Angul
Bypass.
(v) Vehicular-cum-pedestrian underpass at km. 3+00, 24+4
(vi) Traffic projection suggests that project section from km. 0 (Jn. of NH-5) to Angul
bypass end near km 112 will qualify for 6-lanining by year 2020.
(vii) The economic analysis reveals that the project is economically viable.
(viii) The financial analysis concludes that package II is financially viable with no grant and
20 years concession period including 2.5 years construction period.
NH-42 (Package-III)
(i) Km. 112 (End of Angul Bypass) to Jn. of NH-6 for upgradation to 4-lane.
(ii) ROB at km 147+300
(iii) Bypass for Sambalpur
(iv) Grade Separator at km. 149+00, 179+78, 199+15
(v) Animal underpass at km 194+400, 243+500, 247+200, 249+600 and 253+500
(vi) Traffic projection suggests that project section from km. 112 (End of Angul Bypass) to
Jn. of NH-6 will qualify for 6-lanining by year 2030.
(vii) The economic analysis reveals that the project is economically viable.(viii) The financial analysis concludes that package III is financially viable with 6% grant and
26 years concession period including 2.5 years construction period.