(GOVERNMENT OF INDIA MINISTRY OF R OAD TRANSPORT &...

Thoughts Consultants Jaipur Pvt. Ltd.

National Highways Au thorit y of India

(GOVERNMENT OF INDIA MINISTRY OF R OAD TRANSPORT & HIGHWAYS)

Construction of 4-lane Road on NH-12 (New NH-52) from Km 299.000 to 346.540 (Design

Chainage from 9.860 to 58.740) (Darah-Jhalawar-Teendhar section) in the State of Rajasthan under NHDP Phase-III on Hybrid

Annuity Mode (Length 48.880 km.) – Package -II

FINAL EXECUTIVE SUMMARY

Prepared by

1 DA 15, Jawahar Nagar,Jaipur- 302004 Phone: 0141- 4049864, 9829055330 E mail: [email protected]

VOLUME I EXECUTIVE SUMMARY

Construction of 4-lane Road on NH-12 (New NH-52) from Km 299.000 to 346.540 (Design Chainage from 9.860 to 58.740) (Darah-Jhalawar-Teendhar section) in the State of Rajasthan under NHDP Phase-III on Hybrid Annuity Mode (Length 48.880 km.) – Package -II

EXECUTIVE SUMMARY


Page i

TABLE OF CONTENTS

CHAPTER 0.0 EXECUTIVE SUMMARY .......................................................................... 1

0.1 ABOUT NATIONAL HIGHWAY-12 (NEW NH 52) ........................................ 1 0.2 NEED OF THE PROJECT ................................................................................. 4 0.3 PROJECT ROAD ............................................................................................... 4 0.4 CHARACTERISTICS OF EXISTING PROJECT ................................................ 7 0.5 Traffic SURVEYS ANALYSIS ......................................................................... 10

0.5.1 PRESENT TRAFFIC ................................................................................. 10

0.5.2 Seasonal Variation of Traffic Volume ...................................................... 11

0.5.3 Annual Average Daily Traffic (AADT) ................................................... 12

0.5.4 Analysis of Turning Movement Survey .................................................. 13

0.5.5 Analysis of Axle Load Survey ................................................................. 13

0.5.6 Speed and Delay Survey Analysis ........................................................... 14

0.6 TRAFFIC PROJECTIONS ................................................................................ 15 0.6.1 Adopted Mode-Wise Growth Rates ........................................................ 15

0.6.2 Projected Total Traffic Volume on Homogeneous Sections .................... 15

0.6.3 Tollable Traffic ......................................................................................... 16

0.7 SELECTION OF PROJECT ALIGNMENT ...................................................... 16 0.7.1 Package-I: Darah ROB to Amjhar river bridge (From Chainage 289/500

Km. To 299/000 Km) ............................................................................... 17

0.7.2 Package-II: From Amjhar bridge to Teendhar (From Chainage 299/000 Km. To 346/540 Km) ............................................................................... 18

0.8 COMPARISION OF EXISTING AND PROPOSED ALIGNMENT OF PACKAGE-II ................................................................................................... 21

0.9 ENGINEERING SURVEYS &INVESTIGATIONS FOR PACKAGE-II ........... 24 0.9.1 Topographic Surveys ............................................................................... 24

0.9.2 Sub Grade Investigations ......................................................................... 24

0.10 DESIGN PARAMETERS ................................................................................. 24 0.11 IMPROVEMENT PROPOSALS for package-II ............................................... 25

0.11.1 Proposed Cross Sections .......................................................................... 25

0.11.2 Flyovers /Vehicular Underpasses/ Overpasses ..................................... 34

0.11.3 Service Road/ Slip Road .......................................................................... 35

0.11.4 Cross Drainage Structures ....................................................................... 36

0.11.5 ROAD over Bridge (ROB)/ Rail under BRIDGE (RUB) .......................... 39

0.11.6 Elevated and FLYOVER ROAD ............................................................... 39

0.11.7 PavEment Design ..................................................................................... 40

0.11.8 Intersections and Grade Separators......................................................... 42

0.11.9 Drainage ................................................................................................... 44

0.11.10 PROTECTION WORKS ............................................................................ 45


EXECUTIVE SUMMARY


Page ii

0.11.11 Retaining Wall/ Breast Wall .................................................................... 45

0.11.12 Project Facilities ....................................................................................... 45

0.12 CONSTRUCTION MATERIAL ....................................................................... 46 0.13 ENVIRONMENTAL FOREST & WILDLIFE ISSUES ..................................... 47 0.14 LAND ACQUISITION & RESETTLEMENT ACTION PLAN ........................ 47 0.15 PROJECT COST ESTIMATES ......................................................................... 51

0.15.1 Rate analaysis ........................................................................................... 51

0.15.2 Quantities ................................................................................................. 51

0.15.3 Cost Estimates .......................................................................................... 51

0.16 IMPLEMENTATION OPTIONS AND FINANCIAL ANALYSIS .................. 52 0.16.1 FINANCIAL ANALYSIS WITH VGF ...................................................... 52

0.16.2 FINANCIAL ANALYSIS WITH Hybrid Annuity ................................... 53


EXECUTIVE SUMMARY


Page iii

LIST OF TABLES

TABLE 0-1: DETAILS OF NH 12 IN STATE OF RAJASTHAN 1

TABLE 0-2: LOCATION OF BUILT-UP SECTIONS ALONG EXISTING NH-12 7

TABLE 0-3: SALIENT FEATURES OF EXISTING ROAD 7

TABLE 0-4: AVERAGE DAILY TRAFFIC 10

TABLE 0-5: TRAFFIC COMPOSITIONS (BY NUMBER) 10

TABLE 0-6: SEASONAL CORRECTION FACTORS (SCF) BASED ON MONTHLY TRAFFIC 11

TABLE 0-7: ANNUAL AVERAGE DAILY TRAFFIC 12

TABLE 0-8: ANNUAL AVERAGE DAILY TRAFFIC-COMPOSITION 12

TABLE 0-9: SUMMARY OF PEAK HOUR FLOW AT VARIOUS INTERSECTIONS 13

TABLE 0-10: VDF VALUES OBTAINED FOR DARAH-TEENDHAR ROAD SECTION 14

TABLE 0-11: LOAD SPECTRUM VALUE FOR DARAH-TEENDHAR ROAD SECTION 14

TABLE 0-12: ANALYSIS OF SPEED-DELAY SURVEY 15

TABLE 0-13: SUMMARY OF PROJECTED TOTAL TRAFFIC VOLUME 15

TABLE 0-14: SUMMARY OF TOLLABLETRAFFIC VOLUME (AADT)(2015-16) 16

TABLE 0-15: COMPARISON OF EXISTING AND PROPOSED ALIGNMENT OF PACKAGE-II 21

TABLE 0-16: DESIGN PARAMETERS 24

TABLE 0-17: SUMMARY OF PROPOSED CROSS SECTIONS 25

TABLE 0-18: THE PROPOSED LOCATION OF THE VUP/LVUP FLYOVER UNDERPACKAGE-II 34

TABLE 0-19: DETAILS OF LOCATIONS OF THE PROPOSED SLIP ROAD 35

TABLE 0-20: DETAILS OF CONNECTING ROAD 35

TABLE 0-21: DETAILS OF PROPOSED MAJOR BRIDGES 36

TABLE 0-22: DETAILS OF PROPOSED MINOR BRIDGES 37

TABLE 0-23: DETAILS OF NEW BOX CULVERTS 37

TABLE 0-24: DETAILS OF NEW PIPE CULVERTS 38

TABLE 0-25: DETAILS OF PROPOSED ROB 39

TABLE 0-26: DETAILS OF PROPOSED RUB 39

TABLE 0-27: PROPOSED PAVEMENT COMPOSITION FOR MAIN CARRIAGEWAY 41

TABLE 0-28: PROPOSED PAVEMENT COMPOSITION FOR SLIP ROADS & CROSS ROADS 41

TABLE 0-29: SUMMARY OF COST ESTIMATES 51

TABLE 0-30: SUMMARY OF FINANCIAL ANALYSIS FOR PPP-VGF 53

TABLE 0-31: SUMMARY OF FINANCIAL ANALYSIS FOR PPP-HYBRID ANNUITY MODE 53


EXECUTIVE SUMMARY


Page iv

LIST OF FIGURES

FIGURE 0-1: INDEX MAP OF NATIONAL HIGHWAY 52 ALONG WITH PROJCT HIGHWAYError! Bookmark not defined.

FIGURE 0-2: INDEX MAP OF NATIONAL HIGHWAY 12 IN RAJASTHANALONG WITH PROJCT HIGHWAY 3

FIGURE 0-3: PROJECT HIGHWAY ON DISTRICT MAP 5

FIGURE 0-4: THEDETAILS OF MAJOR TOWNS ON EXISTING NH-12 DARAH-JHALAWAR-TEENDHAR SECTION 6

FIGURE 0-5: THE PHOTOGRAPHS OF EXISTING ROAD 8

FIGURE 0-6: POOR GEOMETRIC CONDITIONS 9

FIGURE 0-7: PAVEMENT CONDITION OF PROJECT ROAD 9

FIGURE 0-8:EXISTING RUBS 9

FIGURE 0-9: PHOTOS OF BRIDGES & CROSS-DRAINAGE WORKS 9

FIGURE 0-10: APPROVED PROJECT ALIGNMENT OF BOTH PACKAGES ON GT SHEET 20

FIGURE 0-11: COMPARISON OF EXISTING AND PROPOSED ALIGNMENT OF PACKAGE-II 23

FIGURE 0-12: PROPOSED CROSS SECTION DETAILS 30

FIGURE 0-13: APPROVED ALIGNMENT OF PACKAGE-II IN FOREST AREA 49

FIGURE 0-14: APPROVED ALIGNMENT OF PACKAGE-II IN ECO SENSITIVE ZONE 50


EXECUTIVE SUMMARY

Thoughts Consultants Jaipur Pvt. Ltd Page 1

CHAPTER 0.0 EXECUTIVE SUMMARY

0.1 ABOUT NATIONAL HIGHWAY-12 (NEW NH 52)

The old National Highway 12 runs through two big states of India viz the State of Rajasthan and and the State of Madhya Pradesh. Its total length was 897/00 km out of which the length in State of Rajasthan was 408/700 km. Recently MOR&TH has revised the network of National Highways in the country. With such revision, the old NH 12 in the State of Rajasthan has become the part of the New National Highway 52. The New NH 52 originates from its junction with NH-7 near Sangrur in the State of Punjab and connects Narwana, Hisar in the State of Haryana, Fatehpur, Jaipur, Tonk, Kota, Aklera in the State of Rajasthan, Rajgarh, Biora, Dewas, Indore, Sendhwa in the State of Madhya Pradesh, Dhule, Aurangabad, Beed, Osmanabad, Solapur in the State of Maharastra, Bijapur, Hubliin the State of Karnatkaand terminates at its junction with NH-66 near Ankola in this State. The map of New NH 52 along with the project road is shown in Figure 0-1.

The Project stretch Darah-Teendhar, which is 57.04 km long, is connected to Jaipur at one end and it is connected to Bhopal at the other end. The project road is very important highway as it connects the Capital of Rajasthan and National capital of the country through Jaipur- Delhi Highway. The map of the Old NH-12 is given in Figure 0-2. The Ministry of Road Transport and Highway (MORTH) has undertaken thedevelopment of NH 12 (New NH 52) in the form of expansion and widening in the State of Rajasthanin five parts. A brief of the development activities is presented in Table 0-1

Table 0-1: Details of NH 12 in State of Rajasthan

Sr. N o. Stretch Length

(Km.) Present Status

1 Jaipur-Tonk-Devli

163.00 The link has already been developed on BOT basis and commercial operation has already started

2 Devli-Kota 82+11.5 Km Bypass.

The link has already been developed on BOT basis and commercial operation has already started. The 11.5 Km. link from Kota bypass to Jhalawar road has already developed as part of East-West Corridor.

3 Kota –Darah

33.00 The link under construction stage.

4 Darah-Teendhar

57.04 The preparation of DPR of this link has given under this consultancy


EXECUTIVE SUMMARY


Figure 0-1: Index Map of National Highway 52 along with Projct Highway

Construction of 4-lane Road on NH-12 (New NH-52) from Km 299.000 to 346.540 (Design Chainage from 9.860 to 58.740) (Darah-Jhalawar-Teendhar section) in the State of Rajasthan under NHDP Phase-III on Hybrid Annuity Mode (Length 48.880 km.) – Package -II EXECUTIVE SUMMARY


Figure 0-2: Index Map of National Highway 12 in Rajasthanalong with Projct Highway


EXECUTIVE SUMMARY


0.2 NEED OF THE PROJECT

The project highway is very important highway as it connects twobig states of India viz, Rajasthan and Madhya Pradesh. The Darah-Jhalawar-Teendhar section of this National Highway has moderate traffic density. There are few sections of this stretch where the alignment needs geometric improvements to maintain riding quality of highway and safe movement of vehicles. Apart from this the present alignment of NH passes through various congested towns and villages. All of these factors warrant that the existing 2-lane carriageway be developed as 4-lane divided carriageway withprovision of planned bypassesaround congested towns/ villages to ensure hasslefree movement of vehicles.

0.3 PROJECT ROAD

The Project Highway traverses through two districts viz. Kota and Jhalawar in Rajasthan State. The project highway starts at the end of ROB approach near Darah at km 289+500 and passes through five major towns Darah, Sarvada, Dabadeh, Suket and Jhalawar. It ends at Teendharat km 346.540. Existing road width is of 2 lane configuration. The Project Highway also passes through Darah Wildlife Sanctuary where the terrain is hilly. The available ROW varies from 15 m to 30 m. A detailed study ofthe Project Highway has been carried out in two stretches as described hereunder:

Stretch-I; From Chainage 289+500 to 318+500 of NH-12 (Ahu River bridge, near Suket Town). This stretch traverses through the Darah WildlifeSanctuary (291+000 to 298.500).

Stretch-II; From Chainage 318+500 to 346+540 of NH-12 (Teendhar). This stretch passes through Jhalawarand Jhalarapatan towns.

As already stated above, the Project Highway passes through Dabadev, Sahrawada, Suket, Jhalarapatan&Jhalawar towns and various other villages. The whole of the project highway falls under the jurisdiction and administrative control of PIU Kota. The map of project road is given in Figure 0-3. The details of the habitations are given in Table 0-2.


EXECUTIVE SUMMARY


.

Figure 0-3: Project Highway on District Map



Figure 0-4: TheDetails of Major Towns on existing NH-12 Darah-Jhalawar-Teendhar Section


EXECUTIVE SUMMARY


Table 0-2: Location of Built-Up Sections Along existing NH-12

S.No. Built-up area Chainage Population as per census 2011

1 Mukandara 290+500 1738 2 Amjhar 296+800 406 3 Jalimpura 300+900 732 4 Sahrawada 302+300 3220 5 Dabadeh 305+000 6 Kheemuch 306+000 2438 7 Atraliya 308+900 449 8 Suket 314+100 22319 9 Jhalawar 332+000 66919 10 Jhalrapatan 338+000 37506 11 Bhavrasa 342+100 964 12 Rooparel 345+300 756 Total 137447

0.4 CHARACTERISTICS OF EXISTING PROJECT

The existing road is 2-lane carriageway with/without earthen shoulders. The road is deficient in meeting horizontal and vertical alignment standards. It has degraded earthen shoulders or no shoulders at all in most stretches. It has, inadequate and damaged cross drainage structures. An efficient drainage system is missing along the road with the absence of side drains. The safety installations, protection works and road furnitureare also insufficient. The photographs of existing road, and other components are given in Figures below. Salient features of existing project highway have been summarized in Table 0-3.

Table 0-3: Salient Features of Existing Road

Particulars Details

Terrain Plain & rolling. Landuse is predominantly irrigated Agricultural land and Forest land

Available ROW Average 15—30 m Carriageway

Configuration 2-lane BT road with degraded or no shouders

Number of Junctions Major:3 and Minor: 32 Embankment height 0.5 to 1.0 m

Road Geometrics Horizontal and vertical alignments of existing road have lot of deficiencies

Pavement Condition

Mostly fair to poor, some stretches are damaged. Crust: Avg. 275 to 306 mm Gravel :200 To 250 mm BT: 75 to 90 mm

Major Bridge 1) Major Bridges:Amjhar: 2-lane Bridge 4

x21.5 m (Bad Conditions need reconstruction)


EXECUTIVE SUMMARY


Particulars Details 2) Ahu: 3) Kali Sindh: 2-lane 11.0 m wide, length

13x31.6 m( Good Conditions)

Minor Bridge and Culverts

Minor Bridges: 3 Box Culverts: 17 Pipe Culverts: 42 Slab Culverts: 2

Side Drains Do not exist in built-up stretches

Road-Rail Structure

RUB:2 i) RUB at km. 296+400: Length 25m,

width 7.0m carriage way and vertical clear height 5.5 m

ii) RUB at km. 297+800: Length 28m, width 6.0 m and Vertical height 5.0 m

Road Facility/Safety Features

There are no bus bays/ Truck lay-byes, service roads, underpasses or any other road side furniture. Safety installations are limited and signagesare atfew location.

The photographs of existing project road showing various components are presented in Figures0-5 to 0-9.

At Eixsting Km. 290 At Eixsting Km. 297

At Eixsting Km. 318 At Eixsting Km. 342

Figure 0-5: The photographs of existing road


EXECUTIVE SUMMARY


Figure 0-6: Poor Geometric Conditions

Figure 0-7: Pavement Condition of Project Road

Existing RUB at Ch

296+400 Existing RUBat Ch297+800

Figure 0-8: Existing RUBs

Minor Bridge Near Suket Minor Bridge Near Suket

Kali Sindh River Bridge at Ch.Km.

344 Ahu River Bridge at Ch.Km. 344

Figure 0-9: Photos of Bridges & Cross-Drainage Works


EXECUTIVE SUMMARY


0.5 TRAFFIC SURVEYS ANALYSIS

0.5.1 PRESENT TRAFFIC

The traffic volume count survey was conducted from 16th October 2016 to 23st October 2016. A summary of the Average Daily Traffic (ADT) at two count stations for Seven days volume counts is presented in Table 0-4.

Table 0-4: Average Daily Traffic

Location Vehicles PCU MT NMT Total MT NMT Total

At Ch.301 BalajiBhojnaliya Between Darah-Suket

7690 0 7690 15269 0 15269

At Ch. 343 K.M.StonePadmawati Hotel Between Suket-Teendhar

7441 0 7441 12116 0 12116

MT-Motorized Transport and NMT-Non Motorized Transport

As per survey between Darah to Sukat at Ch.301 BalajiBhojnaliya, the pre dominant vehicles by number are cars (2796) followed by 3-Axles (1209) and Multi Axle (839).

As per survey between Jhalawar to Aklera at K.M. Stone Padmawati Hotel, the pre dominant vehicles by number are cars (2554) followed by LCVs (934) and 3 Axle (687).

Table 0-5: Traffic Compositions (By Number)

Sr. No.

Type of Vehicle

At Ch.301 BalajiBhojnaliya

At K.M.Stone Padmawati Hotel between Jhalawar

to Aklera %

weight No.

Vehicles % weight No. Vehicles

1 Two wheeler 12.05 926 24.60 1830

2 Three wheeler 1.94 149 1.18 88

3 Car 36.36 2796 34.33 2554

4 Mini Bus 0.20 15 0.05 4

5 Bus 2.75 212 4.13 307

6 LCV (All Type) 9.22 709 12.54 933

7 2 Axle 7.37 567 4.17 310


EXECUTIVE SUMMARY


Sr. No.

Type of Vehicle

At Ch.301 BalajiBhojnaliya


to Aklera %

weight No.

Vehicles % weight No. Vehicles

8 3-Axle 15.72 1209 9.24 687

9 Multi Axle 10.92 839 7.14 531

10 Tractor with Trailer

2.75 212 2.50 186

11 Tractor and Others

0.73 56 0.12 11

12 Total Vehicle 100 % 7690 100 % 7441 13 Total PCU’s 15269 12116

0.5.2 SEASONAL VARIATION OF TRAFFIC VOLUME

The Seasonal variation trends were observed based on sale of automobile fuel i.e. Petrol and Diesel.Averageseasonal factors have been worked out to arrive at Annual Average Daily Traffic. To get an idea of traffic variation at Jhalawar, data of diesel and petrol sales at fuel pumps was collected. The seasonal correction factor of every month is shown Table 0-6.

Table 0-6: Seasonal Correction Factors (SCF) Based on Monthly Traffic

Month Chaudhari Petrol Pump Petrol Vehicles Diesel Vehicles

Jan-15 1.04 0.95 Feb-15 1.02 1.3 Mar-15 0.92 1.01 April-15 1 0.93 May-15 0.98 0.99 June-15 1.01 1.01 July-15 1 1.01 Aug-15 1 0.93 Sept-15 1 0.87 Oct-15 0.97 0.94 Nov-15 1.02 1.03 Dec-15 1.04 1.03

Since traffic volume count surveys were carried out in the month of October 2016, the seasonal factors(based on the above data) of 0.94 for Diesel driven vehicles and 0.97 for Petrol driven vehicles have


EXECUTIVE SUMMARY


been used for computing Annual Average Daily Traffic (AADT) of diesel driven (goods vehicles) and petrol driven (passenger vehicles) respectively. AADT for passenger & goods vehicles equals 1.064 and 1.042 times the ADT values.

0.5.3 ANNUAL AVERAGE DAILY TRAFFIC (AADT)

Annual Average Daily Traffic has been worked out by applying the above obtained seasonal variation factors to the Average Daily Traffic. The AADT values obtained at various traffic count stations are given in the following table.

Table 0-7: Annual Average Daily Traffic

Location Vehicles PCU MT NMT Total MT NMT Total

At Ch.301 BalajiBhojnaliya Between Darah-Suket

8053 0 8053 16132 0 16132

At Ch.343 K.M.Stone Padmawati Hotel Between Suket-Teendhar

7762 0 7762 12758 0 12758

Table 0-8: Annual Average Daily Traffic-Composition

Sr. No.

Type of Vehicle At Ch.301

BalajiBhojnaliya


to Aklera %

weight No.

Vehicles %

weight No.

Vehicles 1 Two wheeler

11.86 955 24% 1887

2 Three wheeler 1.91 154 1% 92

3 Car 35.79 2882 34% 2629

4 Mini Bus 0.20 16 0% 5

5 Bus 2.79 225 4% 326

6 LCV ( All Type) 9.36 754 13% 991

7 2 Axle 7.49 603 4% 330

8 3-Axle 15.97 1286 9% 729

9 Multi Axle 11.09 893 7% 564


EXECUTIVE SUMMARY


Sr. No.

Type of Vehicle At Ch.301

BalajiBhojnaliya


to Aklera %

weight No.

Vehicles %

weight No.

Vehicles 10 Tractor with

Trailer 2.79 225 3% 198

11 Others 0.75 60 0% 11

12 Total Vehicle 100 8053 100 7762 13 Total PCU’s 16132 12758

0.5.4 ANALYSIS OF TURNING MOVEMENT SURVEY

Turning Movement Survey was conducted for 8 hours at 3 intersections on the project corridor. Table 0-9below gives location wise peak hour traffic during morning and evening.

Table 0-9: Summary of Peak Hour Flow at Various Intersections

Sr. No.

Intersection Location

Name

Type of Intersection

Peak Hour Morning/ Evening

Total 8 Hour

Volume in PCUs

Peak Hour Volume in

PCUs

Peak Hor

Factor

1 Dabadeh T 11:00 - 12:00 10218 1420 13.90 2 Suket T 09:00 - 10:00 10343 1479 14.30 3 Patan T 17:00 - 18:00 8726 1270 14.55

As per IRC: 62-1976, “Guidelines for Control of Access on Highways”, grade separations should be provided across divided rural highways at intersections, if the ADT (Fast vehicles only) on the cross road within the next five years exceeds 5,000.

0.5.5 ANALYSIS OF AXLE LOAD SURVEY

The data collected from the Axle Load Survey has been compiled and analyzed through “Fourth power” pavement damage law to arrive at the vehicles damage factor (VDF). The Vehicle Damage Factor is a multiplier to convert the number of commercial vehicles of different axle loads and axle configuration to the number of standard axle load repetitions. The recorded sample size is analyzed to obtain Vehicle Damage Factor (VDF) and Load spectrum has been presented in Table 0-10.


EXECUTIVE SUMMARY


Table 0-10: VDF Values Obtained for Darah-Teendhar Road Section

Sr. No. Type of Vehicle VDF 1 Bus 0.46 2 LCV 1.02 3 2 – Axle Commercial Vehicles 7.79 4 3 – Axle Commercial Vehicles 6.30 5 Multi Axle Commercial Vehicles 5.14

Table 0-11: Load Spectrum Value for Darah-Teendhar Road Section

Rear Single Axle Rear Tandem Axle Rear Tridem Axle

Load

Gro

up (

kN)

Mid

-Poi

nt o

f Lo

ad

Gro

up (

kN)

Freq

uenc

y (%

)

Load

Gro

up (

kN)

Mid

-Poi

nt o

f Lo

ad

Gro

up (

kN)

Freq

uenc

y (%

)

Load

Gro

up (

kN)

Mid

-Poi

nt o

f Lo

ad

Gro

up (

kN)

Freq

uenc

y (%

)

185-195 190 18.15 380 - 400 390 14.5 530-560 545 5.23 175-185 180 17.43 360 - 380 370 10.5 500-530 515 4.85 165-175 170 18.27 340 - 360 350 3.63 470-500 485 3.44 155-165 160 12.98 320 - 340 330 2.5 440-470 455 7.12 145-155 150 2.98 300 - 320 310 2.69 410-440 425 10.11 135-145 140 1.62 280 - 300 290 1.26 380-410 395 12.01 125-135 130 2.62 260 - 280 270 3.9 350-380 365 15.57 115-125 120 2.65 240 - 260 250 5.19 320-350 335 13.28 105-115 110 2.65 220 - 240 230 6.3 290-320 305 4.55 95-105 100 3.25 200 - 220 210 6.4 260-290 275 3.16 85-95 90 3.25 180 - 200 190 8.9 230-260 245 3.1 < 85 80 14.15 < 180 170 34.23 < 230 215 17.58 100 100 100

0.5.6 SPEED AND DELAY SURVEY ANALYSIS

Speed and delay survey was carried out to obtain the information on the average journey time, journey speed and running speed of the project road. One round trip was made on the entire project road during identified peak period using new technology vehicle. The survey vehicle was operated in such a manner so as to maintain the speed of existing traffic flow. Start time, delay occurred, distance covered and the end time were recorded as per the specified survey format. The data thus obtained is analyzed and presented in Table 0-12.


EXECUTIVE SUMMARY


Table 0-12: Analysis of Speed-Delay Survey

Direction Darah-Teendhar Distance Covered (km) 58.00 Km Average Journey Speed (kmph) 35.64 Average Running Speed (kmph) 35.64 Journey Time (minutes) 89.44 Direction Teendhar-Darah Distance Covered (km) 58.0 Km Average Journey Speed (kmph) 31.76 Average Running Speed (kmph) 31.76 Journey Time (minutes) 92.50

The average journey speed and average running speed of the test vehicle is the same for Darah-Jhalawar-Teendhar Road section.

0.6 TRAFFIC PROJECTIONS

0.6.1 ADOPTED MODE-WISE GROWTH RATES

The Consultant has made an assessment of the traffic demand for the Project Highway for a period of 10 years, 15 years, 20 years and 25 years respectively based on analysis of traffic counts, trend growth and growth in the influence area of the Project. An annual growth rate of 5% has been assumed both for fast moving traffic and slow moving vehicles for the traffic projections. At this stage no induced and diverted traffic has been considered.

0.6.2 PROJECTED TOTAL TRAFFIC VOLUME ON HOMOGENEOUS SECTIONS

The classified traffic volume count data has been projected from 2016-17 to the horizon year (2040-41) for all the homogenous sections. The growth was estimated on an unconstrained capacity scenario in order to assess the maximum extent of traffic flow in the corridor under consideration. The summaries of total projected traffic volume for each of the homogeneous section of the project corridor are given in Table 0-13.

Table 0-13: Summary of Projected Total Traffic Volume

S. No. Year

Darah-Suket Suket-Teendhar Remarks No.

Vehicles PCUs No. Vehicles PCUs

1 2016-17 8053 16132 7762 12758

2 2020-21 9809 19657 9949 16382 Traffic at COD

3 2025-26 12550 25156 12732 20987


EXECUTIVE SUMMARY


S. No. Year

Darah-Suket Suket-Teendhar Remarks No.

Vehicles PCUs No. Vehicles PCUs

4 2030-31 16045 32164 16288 26873

5 2035-36 20506 41111 20830 34389

6 2040-41 26202 52541 26621 43969

As per the Traffic analysis it emerged that present traffic on both the sections are more than 10000 PCU’s. As per the MORTH Circular theFour-Lne Widening has been proposed.

0.6.3 TOLLABLE TRAFFIC

The details of tollable traffic (AADT) are given in following table.

Table 0-14: Summary of TollableTraffic Volume (AADT) (2016-17)

Sr. No.

Description Total traffic liable to pay toll AADT

1 Car/ Jeep/Van/LMV 2882 2 LCV/ Light commercial

vehicle 754 3 Mini Bus 16

4 Bus 225

5 Truck of 2 Axles 603

6 Truck of 3 Axles 1286

7 HCM/ EME/ MAV (Multi Axle vehicles 4-6 axles)

893

8 Oversized vehicles (6+ axle vehicles) Nil

0.7 SELECTION OF PROJECT ALIGNMENT

The Existing road alignment passes through Mukandra Hills Tiger Reserve and Darah wild life sanctuary from km 291 to km 298. The alignment passes through several towns and villages some of which have built-up conglomerations in close proximity to the road. Some of important towns such as Sarvada, Dabadeh, Suket, Jhalawar and Jhalarapatan shall require bypasses to avoid existing congested stretches and to ensure steady flow of traffic and save travel time also.

After the detailed studies of the project alignment options, site visits and after detailed discussions with forest and wildlife officials the


EXECUTIVE SUMMARY


project alignment has been identified. Based on these, the development of project road has been divided into two packages.

Package-I: Darah ROB to Amjhar river bridge (From Chainage 289/500 km. to 299/000 km). The length of this package is 9.860 km.

Package-II: From Amjhar bridge to Teendhar (From Chainage 299/000 km. to 346/540 km). The length of this package is 48.880 km.

0.7.1 PACKAGE-I: DARAH ROB TO AMJHAR RIVER BRIDGE (FROM CHAINAGE 289/500 KM. TO 299/000 KM)

The Existing road alignment passes through Darah wild life sanctuary from km 291 to km 298. The sanctuary spreads on both sides of existing road from Gagron fort (Kalisindh River) on LHS to Rawatbhata (Chambal River) on RHS. The railway track is also parallel to the existing road alignment & crosses the exiting road twice. As per the discussion with Forest and wild life officials, it emerged that at-grade widening is not possible along the existing road as the road divides the forest into two parts and hinders the movement of animals. In order to minimize interference and any disturbance to wild life due to anticipated increased traffic after upgradation of 2 Lane road to 4 Lane Road, it is proposed that road in the wild life area will be elevated one. An elevated road shall ensure free movement of animals without any threat to their lives due to passing vehicles.

The proposed alignment under this package starts from existing chainage 289/500 of NH-12 and runs on east side along existing NH -12 as a newly proposedbypass which will again merge with NH 12 atchainage 291/00 . The total length of this bypass will be 2.5 km. The alignment of the proposedbypass shall pass through Morukalan village.

After this the proposed new alignment will run as elevated corridor on existing NH-12, from chainage 291/000uptochainage 296/200, then it shall move away from east side of existing road and cut the hill in some portion. After traversing in a length of 1500 m as green field alignment, it shall again join the existing NH-12 at chainage 297/800. Thereafter the corridor shall run along existing NH uptoAmjhar River. The proposed elevated road shall paass throughMorukalan, Mukandara and Amjhar villages. The total length of elevated road will be about 6.5 km. The approach of Amjhar River Bridge on south side has been included in this package which will end at chainage 299/00.


EXECUTIVE SUMMARY


0.7.2 PACKAGE-II: FROM AMJHAR BRIDGE TO TEENDHAR (FROM CHAINAGE 299/000 KM. TO 346/540 KM)

The proposed Alignment of 4-Lane Project Highway shall start from chainage 299/000 of NH-12 and shall run along itupto existing chainage 301/255. The proposed alignment shall pass through Kamalpura and KookaraKhurd villages. Thereafter the newly proposed alignment shall no longer run along the existing NH but shall take the route of proposed combined bypasses of Saahrawada and Dabadehvillages on west side/Right Side of NH 12 and it shall meet the NH again atchainage 308/205. The proposed bypass shall pass through KookaraKhurd, Manpura, Zalimpura, Saahrawada, TelyaKheri, Askali, HiriyaKheri and Kheemach villages.

The proposed alignment of combined bypass of Saahrawada and Dabadehon west side/Right side of existing National Highway shall avoid reserved forest. Apart from this, the heavy traffic originating from major town Modak, which is situated on west side, will directly take the new alignment without entering into Dabadeh village. It will provide a big relief to the residents of Dabadeh village.

After this, the alignment of proposed 4-Lane Project Highway shall run in a length of 875 m on existing NH upto the chainage 309/079. , The new alignment shall then run west side/ Right Side to bypass the Atraliya Village and shall merge with NH at chainage 310/007 and shall run along it uptochainage 310.444. Then again realigned has been taken left side of existing NH uptochainage 310.789.

From chainage 310/789, the alignment of proposed 4-Lane Project Highway shall run along the NH-12 uptochainage 313/535. The alignment shall pass through Atraliya, Gordhanpura, Pamakheri, Deengsi villages. From chainage 313/535 the proposed alignment shall follow the routes of bypasses on west side / Right side forSuket, Jhalawar and Jhalarapatan towns and shall join NH-12 at chainage 342/895. The proposed bypass shall pass from Deengsi, Umedpura, Rampuriya, Suket, Beermandi, ArnyaKhurd, Surera, BansaHedi, ArnyaKalan, Gola, KalamandiKalan, Harishpura, KalmandiKhurd, Ralayti, Ralayta, Jhalrapatn, Madhopur, Haripura, Banjari and Bhanwarsa. The proposed bypass alignment shall avoid reserved forest in major part. However,at the end of the proposed bypass, approximately in a length of 1.5 km near village Banjari and Bhanwarsa, the proposed alignment shall pass through reserved forest of Jhalawar District, which is unavoidable.

Major town Ramganjmandi is situated on west side of proposed alignment. The heavy traffic will therefore directly go to new


EXECUTIVE SUMMARY


alignment without entering into Suket Town. The proposed alignment shall cross Ahu River and two Railway lines.

After the bypass the new alignment is proposed to run on existing NH from chainage 342/895 to 346/540. It shall passthroughBhanwarsa and Rooparel Villages. The proposed alignment of the Project Highway shall cross Kalisindh River. The length of the project highway shall be 48.880 km.

A meeting was held on 27/01/2017 at the CMO under chairmanship of Hon’ble Public Work Minister, GoR for finalization of alignment and obtain the consent of state government. After the deliberations, there was a consusof the state government on the the proposed alignment. In view of the situation that a large part of the alignment is green field, all surveys and investigations were done along the proposed alignment.



Figure 0-10: Approved Project Alignment of Both Packages on GT sheet


EXECUTIVE SUMMARY


0.8 COMPARISION OF EXISTING AND PROPOSED ALIGNMENT OF PACKAGE-II

The Comparison of Existing and Proposed alignment of Package-II are given in below

Table 0-15: Comparison of Existing and Proposed alignment of Package-II

Sr. No.

Existing Chainage (Km)

Design Chainage (Km)

Design Length (Km)

Existing Right of

Way (ROW) in (m)

Name of Revenue Village

To From To From 1 299.000 299.340 9.860 10.200 0.340 10 KAMALPURA 2 299.340 299.740 10.200 10.600 0.400 9 KAMALPURA 3 299.740 300.140 10.600 11.000 0.400 14 KAMALPURA 4 300.140 300.440 11.000 11.300 0.300 13 KAMALPURA

5 300.440 300.778 11.300 11.638 0.338 12 KOOKARA KHURD

6 300.778 301.255 11.638 12.115 0.477 12 MANPURA 7

Dabadeh&Sahrawada Bypass

12.115 12.300 0.185

Dabadeh&Sahrawada Bypass

MANPURA 8 12.300 13.028 0.728 ZALIMPURA 9 13.028 14.200 1.172 SAHRAWADA 10 14.200 15.661 1.461 TELYA KHERI 11 15.661 17.242 1.581 ASKALI 12 17.242 19.273 2.031 HIRIYA KHERI 13 19.273 19.788 0.515 KHEEMACH 14 308.203 308.515 19.788 20.100 0.312 15 KHEEMACH 15 308.515 308.715 20.100 20.300 0.200 19 KHEEMACH 16 308.715 308.915 20.300 20.500 0.200 7 ATRALIYA 17 308.915 309.079 20.500 20.664 0.164 7 ATRALIYA

18 Atraliya Realignment

20.664 21.682 1.018 Atraliya Realignment

ATRALIYA

19 310.007 310.125 21.682 21.800 0.118 10 ATRALIYA 20 310.125 310.325 21.800 22.000 0.200 11 ATRALIYA

21 310.325 310.444 22.000 22.119 0.119 11 GORDHANPURA

22 Atraliya Realignment

22.119 22.464 0.345 Atraliya Realignment

GORDHANPURA & PAMA KHERI

23 310.789 311.125 22.464 22.800 0.336 16 PAMA KHERI 24 311.125 311.494 22.800 23.169 0.369 13 PAMA KHERI 25 311.494 311.625 23.169 23.300 0.131 12 PAMA KHERI 26 311.625 311.776 23.300 23.451 0.151 13 PAMA KHERI 27 311.776 312.025 23.451 23.700 0.249 17 PAMA KHERI


EXECUTIVE SUMMARY


Sr. No.

Existing Chainage (Km)

Design Chainage (Km)

Design Length (Km)

Existing Right of

Way (ROW) in (m)

Name of Revenue Village

28 312.025 312.725 23.700 24.400 0.700 14 DEENGASI 29 312.725 312.925 24.400 24.600 0.200 14 DEENGASI 30 312.925 313.025 24.600 24.700 0.100 15 DEENGASI 31 313.025 313.125 24.700 24.800 0.100 15 DEENGASI 32 313.125 313.370 24.800 25.045 0.245 12 DEENGASI 33 313.370 313.535 25.045 25.210 0.165 15 DEENGASI 34

Suket, Jhalawar&Jhalrapatan Bypass

25.210 25.254 0.044

Suket, Jhalawar&Jhalrapatan Bypass

DEENGASI 35 25.254 26.124 0.870 UMMEDPURA 36 26.124 27.000 0.876 RAMPURIYA 37 27.000 27.358 0.358 SUKET 38 27.358 27.854 0.496 BEER MANDI 39 27.854 28.000 0.146 SUKET

40 28.000 29.571 1.571 ARANYA KHURD

41 29.571 31.212 1.641 SURERA 42 31.212 33.617 2.405 BANSYA HERI

43 33.617 35.565 1.948 ARANYA KALAN

44 35.565 36.100 0.535 GOLA

45 36.100 38.000 1.900 KALMANDI KALAN

46 38.000 38.537 0.537 HARISH PURA

47 38.537 40.343 1.806 KALMANDI KHURD

48 40.343 41.784 1.441 RALAYTI 49 41.784 44.224 2.440 RALAYTA 50 44.224 49.800 5.576 JHALRAPATAN 51 49.800 51.434 1.634 MADHOPUR 52 51.434 52.516 1.082 HARIPURA

53 52.516 54.200 1.684 HARIPURA, BANJARI & BHANWARSA

54 54.200 54.565 0.365 BHANWARSA 55 342.895 343.673 54.565 55.343 0.778 12 BHANWARSA

56 343.673 347.127 55.343 58.740 3.397 37 BHANWARSA & ROOPAREL

48.880



Figure 0-11: Comparison of Existing and proposed Alignment of Package-II


EXECUTIVE SUMMARY


0.9 ENGINEERING SURVEYS &INVESTIGATIONS FOR PACKAGE-II

0.9.1 TOPOGRAPHIC SURVEYS

Topographic surveys were carried out in the months of November and December 2016 and January2017 with DGPS & Total Station.

0.9.2 SUB GRADE INVESTIGATIONS

Sub-grade investigations were conducted by making the test pits along the project highway and collecting the soil samples from these pits. The analysis of existing sub-grade material shows that the CBR values are in the range of 5-17%.

0.10 DESIGN PARAMETERS

The 4-Lane Project Highway has been proposed for development as per Manual of Specifications and Standards for Four-Laning of Highways (IRC: SP: 84-2014) and Ministry of Road Transport and Highways (MoRTH) Guidelines. In case of any deviations from these guidelines, the reasons have been specifically mentioned in Schedule-D. All efforts have been made to maintain consistency of design criteria for project barring few exceptional which are due to limiting factors on account of ground conditions. Design criteria adopted for the project is summarized in Table 0-16.

Table 0-16: Design Parameters

S. No Parameters Detail

1 Geometric design standards

IRC codes, guidelines and special publications. IRC:84-2014 “Four-laning of Highways through Public Private Partnership” Manual of specifications and standards published by Planning Commission and orders issued byNHAI from time to time

2 Design Speed (km/hr)

Ruling -100 km/hr

3 Roadway Elements

Carriageway: 2 x 7.0 m Paved shoulders: 2 x 1.5 m Earthen shoulders:2 x 2.0 m Median:5.0 m including 0.5 m Kerb/Shyness strip on both sides

4 Service Road Width Not Required 5 Slip Road Width 5.5 m and 7.0 m

6 Embankment Slope In filling- 1V: 2 H In cutting- 1V:1H

7 Camber Carriageway/Paved Shoulders: 2.0 %, Unpaved/Earthen Shoulders: 3.0. %

8 Super-elevation Maximum 7% 9 Minimum Radius for 400 m for speed of 100 km/hr,


EXECUTIVE SUMMARY


S. No Parameters Detail Horizontal Curves

10 Gradient Maximum 2.5 %

11 Design Flood Frequency

Bridges: 50 years, with anticipated risk of rarer flood of next higher frequency i.e. 100 year return period flood on the structure

12 Free board 0.6 m to 1.5 m depending on discharge

0.11 IMPROVEMENT PROPOSALS FOR PACKAGE-II

In order to meet future traffic requirement the existing carriageway is proposed for up gradation to 4-lane divided carriageway with paved shoulders to achieve high speed of travel with comfort and safety. There are forest and heavy built-up areas along the existing road. Two-lane to four-lane widening shallinvolve many acommercial and other structuresofforest department. As per the alignment approved by the authorities, itemerges that about 38.391 km. alignment length shall be the green field site.

Wherever the existing road forms a part of approved alignment, concentric widening is proposed to restrict land acquisition toa minimum. The existing alignment has few curves which require geometric improvements. The deficient sections are proposed to be improved to designstandards. Finally, the proposed Project Highway shall be a4-lane divided carriageway with paved shoulders& earthen shoulders.Cross drainage structures are proposed with six lane configuration and 6-lane carriageway approaches.

The entire length of Project Highway is proposed with new rigid pavement for main carriageway including reconstruction of existing 2-lane road. Facilities in the form of underpasses and grade separators have been considered at reasonable interval for local traffic including pedestrian/cattle movement.

0.11.1 PROPOSED CROSS SECTIONS

A summary of the proposed Typical Cross Section along the Project Highway is given in Table 0-17.

Table 0-17: Summary of Proposed Cross Sections

Sr. No.

Design Chainage Design

Length in Km

Description Reference as IRC SP 84

Start Chainage

Km.

End Chainage

in Km.

1 9.860 11.790 1.930 4 lane Divided highway without

Service roads and with Raised Median

Fig 2.4 of IRC SP 84-

2014


EXECUTIVE SUMMARY


Sr. No.


Length in Km


Start Chainage

Km.

End Chainage

in Km.

2 11.790 12.625 0.835 6-lane Structure ( Flyover/ VUP/LVUP

) Approach with Slip Road TCS-3


Service road and Raised Median


2014




Service road and with Raised Median


2014






2014






2014






2014



13 23.320 23.425 0.105

2X10.5 m Carriageway+2x2.0 Paved Shoulders +5.0 m Raised Median +2x 2.5 m Separator +2x 5.5 m Slip Road +2x1.5 Footpath

TCS-4



15 24.220 24.320 0.100

2X10.5 m Carriageway+2x2.0 Paved Shoulders +5.0 m Raised Median +2x2.5 m Separator +2x 5.5 m Slip Road +2x1.5 Footpath

TCS-4






2014






2014


EXECUTIVE SUMMARY


Sr. No.


Length in Km


Start Chainage

Km.

End Chainage

in Km.






2014

22 33.460 33.560 0.100 2X10.5 m Carriageway+2x2.0 Paved

Shoulders +5.0 m Raised Median +2x1.0 m Crash Barrier including shyness strip

TCS-5

23 33.560 33.610 0.050 2x3-lane RUB TCS-7



TCS-5




2014

26 35.845 36.300 0.455 Ahu River Major Bridge Figure 7.3

of IRC SP 84-2014




2014






2014






2014



33 41.580 41.935 0.355

2X10.5 m Carriageway+2x2.0 Paved Shoulders +5.0 m Raised Median +2x2.5 m Separator +2x 5.5 m Slip Road +2x1.5 Footpath

TCS-4






2014

36 43.645 44.855 1.210 ROB Figure 7.3

of IRC SP 84-2014


EXECUTIVE SUMMARY


Sr. No.


Length in Km


Start Chainage

Km.

End Chainage

in Km.




2014






2014



TCS-5

41 46.900 47.000 0.100 6-lane Viaducts Figure 7.8



TCS-5

43 47.650 48.150 0.500 6-lane Viaducts Figure 7.8




2014






2014






2014


Service road and Raised Median with High Embankment

TCS -I


Service road and Raised Median in Cut Section

TCS -2


Service road and Raised Median with High Embankment

TCS-1




2014






2014 55 56.880 57.310 0.430 3-lane New Bridge on Kalisindh River TCS-6


EXECUTIVE SUMMARY


Sr. No.


Length in Km


Start Chainage

Km.

End Chainage

in Km.




2014



58 58.560 58.740 0.180 Project Highway merging with existing 2-lane Paved Shoulder Road

Developed As Per Site

All the above schemes are based on general policy decisions; hence implementation of these will depend on the precise geometric configuration, realignment, re-sectioning, reconstruction, exact land widths available etc.



Figure 0-12: Proposed Cross Section Details


EXECUTIVE SUMMARY


Page 34

0.11.2 FLYOVERS /VEHICULAR UNDERPASSES/ OVERPASSES

The proposed alignment crosses various State Highways, Major District Roads and other mining roads. Apart from these the project alignment also crosses the Mela Ground in Jhalarapatan. The Flyovers / Vehicular Underpasses need to be provided across all State Highway and Major District Roads. As per the discussion and directions of NHAI officials all major structures are proposed with 6-lane configuration. The proposed location of the VUP/LVUP/Flyover/ Elevated are given in Table 0-18.

Table 0-18: The proposed location of the VUP/LVUP Flyover underPackage-II

S. No.

Design Span/ Vertical Clearance

(m) Name of Cross Road Remarks Chainage

(Km) Opening

(m)

1 12+125 1x24 5.5 Start of Dabadeh & Sahrawada Bypass VUP

2 12+450 1x12 4.0 Local Road LVUP

3 15+725 1x24 5.5 MDR-8 Modok to Dabadeh VUP

4 17+353 1x12 4.0 Local Mining Road LVUP

5 19+965 1x24 5.5 End of Dabadeh & Sahrawada Bypass VUP

6 21+180 1x12 4.0 Local Road LVUP 7 23+065 1x12 4.0 Local Mining Road LVUP 8 23+695 1x12 4.0 Local Road LVUP 9 24+547 1x12 4.0 Local Mining Road LVUP

10 25+100 1x24 5.5 Start of Suket, Jhalawar & Jhalrapatan Bypass

VUP

11 27+025 1x24 5.5 SH-19-B Suket-Ramganjmandi VUP

12 30+075 1x24 5.5 MDR-109 Suket-Julami VUP

13 37+050 1x12 4.0 Local Road LVUP 14 38+545 1x12 4.0 Local Road LVUP

15 41+095 1x24 5.5 SH-19 Jhalawar –Pipaliya VUP

16 41+465 1x12 4.0 Local Road LVUP 17 42+258 1x12 4.0 Crossing of Local Road LVUP 18 43+825 1x12 4.0 Crossing of Local Road LVUP

19 45+875 1x12 4.0

Entering and exiting the traffic from Project Road to the Parikrama Marg of Surya Temple

LVUP

20 46+900 to 47+000 4x25 5.5 Parikrama Marg of

Surya Temple Flyover

21 47+650 to 48+00 14x25 4.5 Mela Ground in

Jhalrapatan Elevated Road

at Mela Ground 22 49+330 1x24 5.5 SH-I Jhalawar-Ujjain VUP 23 50+095 3x24 5.5 SH-I Jhalawar-Ujjain Flyover


EXECUTIVE SUMMARY


Page 35

S. No.

Design Span/ Vertical Clearance

(m) Name of Cross Road Remarks Chainage

(Km) Opening

(m) 24 51+762 1x12 4.0 Local Road LVUP

25 54+500 1x24 5.5 End of Suket, Jhalawar & Jhalrapatan Bypass VUP

26 58+125 3x24 5.5 NH-12 and SH-89

(Mandawar-Teendhar-Bakani) are meeting

Flyover

Note: 1) All VUPs and LVUPs are proposed to be with 6-lane carriageway configuration

2) LVUP at km.43.825 passing through Approaches of ROB

3) LVUP at km.45.875 is proposed on the re-alignment of Cross Road.

4) LVUP shall be of minimum 12.0 m x 4.0 m opening

0.11.3 SERVICE ROAD/ SLIP ROAD

The Service Road / Slip Roads are proposed mainly along the Flyover VUPs and LVUPs. The location of the slip roads and connecting roads are given in Table 0-19 & 0-20.

Table 0-19: Details of locations of the proposed slip Road

Sr. No.

Location of Slip road (from Design km to km) Length

(Km) of Slip road

Right hand side

(RHS)/Left hand side

(LHS)/ or Both sides

Width (m) Start

Chainage End

Chainage

1 11+790 12+625 0.835 Both Side 5.5 2 15+425 16+065 0.64 Both Side 5.5 3 17+010 17+605 0.595 Both Side 5.5 4 19+660 20+530 0.87 Both Side 5.5 5 20+985 21+385 0.400 Both Side 5.5 6 22+710 25+480 2.77 Both Side 5.5 7 26+580 27+355 0.775 Both Side 5.5 8 29+680 30+425 0.745 Both Side 5.5 9 36+830 37+275 0.445 Both Side 5.5 10 38.340 38.740 0.400 Both Side 5.5 11 40+770 42+510 1.74 Both Side 5.5 12 45+525 46+125 0.6 Both Side 5.5 13 49+020 50+330 1.31 Both Side 7.0 14 51+560 51+960 0.400 Both Side 5.5 15 54+190 55+010 0.82 Both Side 5.5 16 57+755 58+560 0.805 Both Side 7.0

Note: 1) Total length of 5.5 m wide slip road is 24.070 km and 7.0 m slip road is 4.210 km respectively on both sides.

2) Slip road lengths are excluding of merging & diverging lengths.


EXECUTIVE SUMMARY


Page 36

3) At VUP /Elevated Road & LVUP locations existing roads shall have to be integrated with slip road with proper intersections/junctions as per section 3 of IRC:SP 84:2014

4) All Junctions with Slip road and cross-road need to be properly developed as per Section 3 of IRC SP 84-2014.

Table 0-20: Details of Connecting Road

Sr. No. Location (from km to km)

Right hand side

(RHS)/Left hand side

(LHS)

Length (km)

1 Parallel to approach of VUP of Project Highway @19+965 LHS 0.2*

2 Chainage 43+600 to 43+830 LHS 0.33**

3 Project Highway and its parallel road at Chainage 45+875 RHS 0.2***

4 Parallel to the Project Highway

from ChainageKm 52+250 to 52.650

RHS 0.4****

Note: The width of the connecting road is 7.0 m+2x1.5 m.

*Existing NH realignment for joining VUP of Project Highway @19+965

** Realignment of Existing Local Road to cross the Project Highway at 43+830

*** Cross Link of LVUP at 45+ 875 with Parallel Road

**** The parallel CC of 5.5 m need to be constructed.

The Proposed Vertical Clearance of all LVUP has been proposed 4.0 m instead of 3.5 m forfacilitating movement of animals such as camels.

0.11.4 CROSS DRAINAGE STRUCTURES

All the proposed Major, Minor bridges and Culverts are to be constructed as new structures. Asummaryof the proposed Major, Minor bridges and Culverts is given in Tables 0-21, 0-22, 0-23 and 0-24.

Table 0-21: Details of Proposed Major Bridges

SI.No.

Location at existing Chainage ( Km)

Location at Design

Chainage (Km)

Span Arrangeme

nt

Width of carriageway and cross-sectional

features

1

Suket, Jhalawar & Jhalrapatan Bypass

36.105 13x25.0 2x3-lane

carriageway (2X 16.0 M )


EXECUTIVE SUMMARY


Page 37

SI.No.

Location at existing Chainage ( Km)

Location at Design

Chainage (Km)

Span Arrangeme

nt

Width of carriageway and cross-sectional

features

2


48.075 6x25.0 2X3-lane carriageway

3 345.487 57.100 13x31.6 1x3-lane

carriageway (1X 16.0 M )

Note: Major Bridge at km 48.025 (From km 48.000 to km 48.150) is a part of 2x3-lane Flyover/Elevated Road

Table 0-22: Details of Proposed Minor Bridges

SI.No. Location of Minor Bridge at existing Chainage ( Km)

Location of Minor Bridge at Design Chainage ( Km)

No. of Box Size of Box (m)

1 Dabadeh & Sahrawada Bypass 12.400 3x8x5 2 Dabadeh & Sahrawada Bypass 16.050 5x8x5 3 Dabadeh & Sahrawada Bypass 17.880 3x8x5 4 Dabadeh & Sahrawada Bypass 17.950 3x8x5 5 Suket, Jhalawar & Jhalrapatan Bypass 29.610 3x8x5 6 Suket, Jhalawar & Jhalrapatan Bypass 33.000 1x8x5 7 Suket, Jhalawar & Jhalrapatan Bypass 34.350 1x8x5 8 Suket, Jhalawar & Jhalrapatan Bypass 44.900 1x8x5 9 Suket, Jhalawar & Jhalrapatan Bypass 49.775 5x8x5

Note: Overall width of all Minor Bridges shall be equal to the roadway width of the approaches. All minor Bridge shall be constructed as Multi Cell box as tabulated below.

Table 0-23: Details of New Box Culverts

SI. No.

Existing Chainage (Km) Design Chainage (Km) No. of Box x Size of Box (mxm)

1 300.745 11.605 1x4x3

2 Dabadeh & Sahrawada Bypass 13.400 1x2x2




6 Atraliya Realignment 22.450 1x4x3 7 312.935 24.610 1x6x3

8 Suket, Jhalawar & Jhalrapatan Bypass 25.800 1x6x3




EXECUTIVE SUMMARY


Page 38

SI. No.

Existing Chainage (Km) Design Chainage (Km) No. of Box x Size of Box (mxm)











21 344.150 55.820 1x6x4

Table 0-24: Details of New Pipe Culverts

S.No. Existing Chainage (Km) Design Chainage (Km)

No. of Box x Size of Box (mxm)

1 299.065 9.925 2x1.2 2 299.565 10.425 2x1.2 3 299.735 10.595 3x1.2 4 299.965 10.825 1x1.2 5 300.170 11.030 1x1.2 6 310.830 21.700 2x1.2 7 311.750 22.850 3x1.2

8 312.810 23.670 1x1.2 9 Suket, Jhalawar & Jhalrapatan Bypass 45.200 2x1.2

10 Suket, Jhalawar & Jhalrapatan Bypass 45.800 2x1.2




14 Suket, Jhalawar & Jhalrapatan Bypass 48.875 1X1.2


16 344.265 55.125 1x1.2


EXECUTIVE SUMMARY


Page 39

0.11.5 ROAD OVER BRIDGE (ROB)/ RAIL UNDER BRIDGE (RUB)

Road over-Bridges (ROB) (road over rail) is proposed to be provided at the following level crossing,

Table 0-25: Details of Proposed ROB

SI. No.

Location of ROB

(at existing chainage

km)

Location of ROB

(at Design chainage

km)

Design Chainage Viaduct

Span Arrangeme

nt

Length of bridge (m)

Remarks

1 Suket, Jhalawar&Jhalrapatan Bypass

From 43.645 to 44.855

44.150 1x25m+3

7.28m+1x25.0m

1210 (Including

the approaches

and the viaducts)

2x3-lane

Road under-bridges (RUB) (road under railway line) shall be provided at the following level crossing,

Table 0-26: Details of Proposed RUB

SI. No.

Location of RUB at existing chainage

(km)

Location of RUB at design

chainage (km)

Number and Length of span (m) Remarks

1 Suket, Jhalawar & Jhalrapatan Bypass 33.585 2x25.0 2x3-lane ( 13.5m

x5.5 m) Size Box

Note:

i. The proposed span arrangements of ROB and RUB are tentative and subject to change as per the availability of railway boundaries / requirement of the railways.

ii. ROB and RUB shall be designed, constructed and maintained as per the requirements of Railway authorities. The construction plans shall be prepared in consultation with the concerned railway authorities.

iii. The ROB’s and RUB’s shall be constructed and maintained by the concessionaire under supervision of Railways.

iv. All the expenditure related to construction, maintenance and supervision of ROB and RUB (except P&E charges) shall be borne by the concessionaire.

0.11.6 ELEVATED AND FLYOVER ROAD

Aelevated roadhas been proposed at the Mela Ground.

Sr. No.

Location of structure at Design

Chainage

Location of structure

at Design Chainage

Length (m)

Number and length of spans

(m)

Approach Gradient

Remarks , if any

1 Suket,

Jhalawar&Jhalrapatan Bypass

Km. from 47.650 to 48.000

350 14x25m Viaduct at Mela ground 2.50% 2x3-

Lane



Page 40


EXECUTIVE SUMMARY


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0.11.7 PAVEMENT DESIGN

Rigid pavement has been proposed for main carriageway. Flexible pavement is proposed for slip roads. The rigid pavement design has been worked out based on the guidelines of IRC 58-2015. The following input parameters have been adopted for the designofthe rigid pavements:

Modulus of Elasticity of Concrete : 31000 N/Sq mm

Poisson’s Ratio: 0.15

Coefficient of thermal Expansion of Concrete 10x10-6

Tyre Pressure 8 kg/cm2

Subgrade CBR 8%

Design Life (yrs.) 30

Proposed pavement composition for different sections is given in Table 0-27.

Table 0-27: Proposed Pavement Composition for Main Carriageway

Particular Thickness in mm

Thickness of Pavement Quality Concrete (PQC) of M40 grade 300 De-bondinglayer of Polythene sheet over DLC of 125 micron Thickness of Dry Lean Concrete (DLC) of M15 grade 150 GSB as Drainage Layer 150 GSB as Separation Layer 150 Sub grade with min CBR 8 500

The flexible pavement for the slip road has been designed for CBR of 9% andfor 10 MSA traffic with bitumen grade VG 40.

Table 0-28: Proposed Pavement Composition for Slip Roads & Cross Roads

Particular Thickness for Slip Road (mm)

Thickness for Cross Road (mm)

BC, 40 40 DBM 50 50 WMM 250 250 GSB 200 150


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0.11.8 INTERSECTIONS AND GRADE SEPARATORS

The Junctions has been provided where major roads, cross roads join the project road. There is no at-grade intersection with a major road. However, Cross roads at the location of Elevated Road, Flyover, VUP, LVUP Underpass to be improved and constructed as per manual. All intersections and grade separators shall be as per Section 3 of the Manual. All minor intersections with slip road and connecting road are to be designed and constructed as per requirement given in manual.

a) Major Junctions

S. No. Existing Design Type

of Junction

Name of Cross Road Remarks Chainage

(Km) Chainage

(Km)

1 301.255 12.125 Y Start of

Dabadeh & Sahrawada Bypass

VUP

2

Dabadeh & Sahrawa-da Bypass

15.725 X MDR-8 Modok to Dabadeh VUP

3 17.353 T Local Mining Road LVUP

4 19.965 Y End of Dabadeh & Sahrawada

Bypass VUP

5 311.39 23.065 T Local Mining Road

LVUP

6 312.872 24.547 T Local Mining Road

LVUP

7

Suket, Jhalawar & Jhalrapatan

Bypass

25.1 Y

Start of Suket, Jhalawar & Jhalrapatan Bypass

VUP

8 27.025 X SH-19-B Suket-Ramganjmandi VUP

9 30.075 X MDR-109 Suket-Julami VUP

10 37.05 T Local Road LVUP

11 41.095 X SH-19 Jhalawar –Pipaliya VUP

12 42.258 T Crossing of Local Road

LVUP

13 43.825 X Crossing of Local Road

LVUP

14 45.875 T

Entering and exiting the traffic from Project Road to the Parikrama Marg of Surya Temple

LVUP


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S. No. Existing Design Type

of Junction

Name of Cross Road Remarks Chainage

(Km) Chainage

(Km)

15 49.33 X SH-I Jhalawar-Ujjain VUP

16 50.095 X SH-I Jhalawar-Ujjain Flyover

17 54.5 Y

End of Suket, Jhalawar & Jhalrapatan Bypass

VUP

18 346.54 58.125 X

NH-12 and SH-89 (Mandawar-Teendhar-Bakani) are meeting

Flyover

19 Dabadeh

& Sahrawa-da Bypass

12.450 X Local Road LVUP

20 Atraliya Realignment 21.180 X Local Road LVUP

21 312.72 23.695 T Local Road LVUP

22 Suket,

Jhalawar & Jhalrapatan

Bypass

38.545 X Local Road LVUP

23 41.465 X Local Road LVUP

24 51.762 X Local Road LVUP

b) Minor Intersection

In addition to the above listed Major and Minor intersections, other minor intersections consisting of Earthen road, BT road etc. which are not listed above shall also be considered for minor improvements. These intersections shall be re-graded to match with the Edge of the Main Carriageway with due regard to physical conditions of the site available and within the PROW. The entire cross roads shall be connected to the highway through properly designed entry and exit curves. The minimum values for the entry and exit curves of cross roads shall be as per Section 3.2.2 of the Manual.

S. No

.

Existing Chainage (km)

Design Chainage (km)

Type

Leads to ……. Village Surface Type

To LHS To RHS

1 299.070 9.930 T KANAKPUR

A RAILWAY STATION

BT ROAD

2 299.088 9.948 T CART TRACK

3 309.665 20.525 Y BT ROAD


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4 Atraliya Realignment 21.725 Y BT ROAD

5 311.395 23.070 T SATALKHERI CC ROAD

6 312.005 23.680 T BADARKHAN WBM

ROAD 7 312.075 23.750 T CC ROAD 8 312.425 24.100 T BT ROAD 9 312.610 24.285 T CC ROAD 1

0 312.905 24.580 T KUTKYA WBM ROAD

11 313.160 24.835 T CC ROAD

12


25.805 X SUKET BEER MANDI CART TRACK

13 26.575 X SUKET SATALKHERI CC ROAD

14 27.530 X SUKET ARANYA KHURD

CART TRACK


CART TRACK


CART TRACK

17 28.520 X SUKET SEMALHERI CART TRACK

18 37.900 X KALMANDI KALAN SINGHANIYA WBM

ROAD

19 39.525 X KALMANDI KHURD SINGHANIYA WBM

ROAD

20 43.675 X RALAYTA JHALRAPATAN BT ROAD

21 46.980 X BADLI KA CHABUTRA ONDAL BT ROAD

22 50.680 X BAGDAR CC ROAD

23 50.760 X WBM ROAD

24 53.650 X WBM ROAD

25 343.030 54.700 Y JHALAWAR BT ROAD

0.11.9 DRAINAGE

An effective and efficient drainage system has beenproposed for entire project highway including structures and facilities to avoid water logging. The storm water from road and adjacent areas shall be intercepted and carried through road side drains to the nearest natural outfalls. Rectangular covered, open lined rectangular drains have been proposed along the project road at some of the built-up stretches.


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0.11.10 PROTECTION WORKS

The side slopes have been provided using suitable slope protection measures; drainage chutes using NP-4 300mm dia RCC semicircular pipes; energy dissipation basin at toe of chutes wherever required along the Project Highway conforming to IRC guidelines and standard specifications have been proposed.

0.11.11 RETAINING WALL/ BREAST WALL

Retaining wall / breast wall have been proposed as per site requirements and Cross sections given to accommodate in the proposed ROW. Retaining wallshave been provided at all the approaches to grade separators, underpasses, interchanges, ROBs and high embankment where the height of embankment is more than 6.0m.

0.11.12 PROJECT FACILITIES

The following Project facilities have been included in the Project.

• Toll Plazas

At chainage28.000 kma 16-lane toll plazahas been proposed with Electronic Toll Collection (ETC), Weigh in Motion (WIM), Static Weigh Bridge (SWB) and toilet block.

• Roadside Furniture

♦ Traffic Signs and Pavement Markings: The project road is proposed to be provided with all safety features such as elaborate system of signs and road markings, cat’s eyes, delineators, object markers, hazard markers, safety barriers at hazardous locations, pedestrian guardrails, etc. Guidelines given in IRC: 8, IRC: 25, IRC:26, IRC:35, IRC:67, IRC:103 and Section 800 of MoRTH Specifications have been adhered to for providing these items.

♦ Boundary fencing has been proposed

♦ Boundary Stones shall be provided as per standard design

♦ Hectometre / Kilometre Stones shall be provided as per standard design

♦ LED Traffic Beacons are also proposed to be provided:

• Street Lighting

The Street Lighting has been provided as per the Clause 12.3 of the IRC: SP 84-2014, Four Lane Manual guidelines for the following items:

High mast lighting at toll plaza and 10 Locations


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Street lighting: Toll Plaza, Rest Area, Truck Lay-bye, Bus Bay and Bus shelter Locations, Grade separated Structures, Interchanges, Flyovers, Underpasses (vehicular (VUP and LVUP)/ pedestrian) and Overpasses, all the Slip roads etc.

• Pedestrian Facilities

Pedestrian guardrail: Pedestrian guardrails have been proposed at each bus bay location, Truck Lay byes, near Schools/Hospitals and at major junctions.

Pedestrian walkway: Pedestrian walkways have been proposed as in all urban areas.

Pedestrian Crossings: Pedestrian crossing facilities shall be provided at Junctions/VUP/Flyover.

• Truck Lay-Byes

Truck lay bye shall be provided at the following location for a capacity of 5 bays,

S.No. Design Chainage (km) Side Village

1 km 18+100 Both Hiriya-Kheri

• Bus-bays and Passenger Shelters

Proposed locations of Bus Shelters are provided in Table 0-28.Table 0-28 Location of Bus-bays and Passenger Shelters

S.No. Design Chainage (Km) Side Location Name

1 13.400 Both Sides Sahrawada 2 21.900 Both Sides Atraliya 3 27.500 Both Sides Beer Mandi 4 37.350 Both Sides KalmandiKalan 5 48.250 Both Sides Jhalrapatan

• Others Provisions

These may include Traffic Aid Posts, Medical Aid Posts, Vehicle Rescue Posts, Highway Patrol Unit, Ambulances, Cranes, Advance Traffic Management System (ATMS), Telecom System, Operation and Maintenance Centre, Landscaping and tree plantation, Rainwater harvesting system and utilities’ ducts.

0.12 CONSTRUCTION MATERIAL

Due to favorable topography (rolling/undulating), earth material for the project is available in abundance close to the project road. Soil samples of identified borrow areas mostly conform to MoRTH specifications and will be operated and rehabilitated as per IRC: 10-1961. Stone aggregates will be


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sourced from existing licensed quarries. However, contractor may use any source subject to compliance of statutory/legal requirements. Sand is also available in plenty in nearby areas of the project road. Water requirement for construction will be met through surface water sources as far as possible.

Fly ash utilisation is mandated by notifications under Environment Protection Act, 1986. Ministry of Environment & Forest, Govt. of India have brought out Fly Ash Notifications S.O. 763(E) dated 14 Sept 1999, its amendment notification on S.O 979(E) dated 27 Aug 2003 and notification S.O 2804(E) dated 3 Nov 2009.Clause 5 of the said Notification stipulates use of fly ash in road making. The project is located within 100 km distance from operational thermal power plants such as Kota thermal and Kalisindh thermal power plants and hence fly-ash utilization is mandatory. Same has been considered.

0.13 ENVIRONMENTAL FOREST & WILDLIFE ISSUES

As per MoEF&CC notification dated 22 August 2013, " Projects to expand national highways by up to 100 kilometers, which involve additional right of way or land acquisition up to 40 meters on existing alignments and 60 meters on re-alignments or by-passes, will no longer come under the purview of the Environmental Impact Assessment Notification, 2006". Thus the project road does not require Environmental Clearance because the proposed National highway-12 in Darah-Jhalawar-Teendhar sectionPackage-II having length of 48.880 km.

The Project road is located within the 10 km radious of Eco-Sensitive Zone (ESZ) of Mukandra Tiger Reserve Hill, protected area. Thus the approval of National wildlife Board shall be required.

Approximately 7.336 Ha forest land need to be diverted under the project. Asper Forest Conservation Act, 1980. However, no loss of rare/threatened/endangered species of flora is envisaged. All impacts are site-specific and can be addressed through proven mitigation measures. Hence, the project is warranting an initial environmental examination (IEE). The EIA & EMP report has been prepared as per MOEF & CC Guidelines.

0.14 LAND ACQUISITION & RESETTLEMENT ACTION PLAN

The existing road has 15-30 m ROW. A 60 m ROW has been proposed for the project road along Package-II alignment. As already mentioned earlier, most part of the proposed alignment is green field area. Approximately a total of 334.665 Ha of land shall be needed. The total 278.665 Ha land need to be acquired. Notification under section 3(A) of National Highways Act, 1956 has already been published in the new paper for 278.665 Ha land and


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Process of 3(D) is under process. The Draft 3(A) Notification for the additional land acquisition is under prograss.


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Figure 0-13: Approved Alignment of Package-II in Forest Area


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Figure 0-14: Approved Alignment of Package-II in Eco Sensitive Zone


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0.15 PROJECT COST ESTIMATES

0.15.1 RATE ANALAYSIS

The basic rates for labour, material and cartage have been taken from the SOR of Kota Circle NH of PWD which is the latest Schedule of 2016-17. For labour, minimum wages have been taken from notification of Labour Commissioner GoR. The leads/haulage of different construction materialshavebeen worked out based on material investigation for location of borrow area, quarries of stone aggregates, sand etc.

The basic rates of Bitumen and Steel have been taken from websites. The basic rate of cement has been taken from “NAMPro”MORTH website as per the MOU with cement companies. On the basic rate of bitumen taken from the Mathura Refinery, excise duty @ 14.42% has been added and CST/VAT and Cartage cost is further added to arrive at the current rate of Bitumen. The lead and other charges have been considered and added.

In Granular Sub Base, Mix in place Method is used while analyzing and putting the rate of Cost Estimation. The format for working out rate for different items of bill of quantities have been taken from The Standard Data Book of MORT&H.

0.15.2 QUANTITIES

As per the detailed designs, the quantities of various items have been worked out for various components. Quantities of same type of the items have been added to arrive at the final quantity as per NHAI guidelines.

0.15.3 COST ESTIMATES

The civil cost estimates have been worked out as per guidelines of NHAI as contained in circulars issued by it from time to time. The total civil cost of Package-II has been worked out as Rs. 886.27 Cr. The summary of civil cost and total project cost for Package-II is given in following Table 0-29.

Table 0-29: Summary of Cost Estimates

S.N. PARTICULAR Amount (INR) Amount in Cr

1 BILL NO: 1 SITE CLEARANCE AND DISMANTELING 13587360 1.36 2 BILL NO: 2 - EARTHWORK 854458802 85.45 3 BILL NO: 3 - SUB-BASE AND BASE COURSES 451395803 45.14

4 BILL NO: 4 (A) - BITUMINOUS WORKS - FLEXIBLE PAVEMENT 105130530 10.51

BILL NO: 4 (B) - RIGID PAVEMENT 2177815114 217.78 5 BILL NO: 5 CULVERTS

A BOX CULVERTS 126315308 12.63 B PIPE CULVERTS 21227565 2.12


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6 BILL NO:6 BRIDGES A MAJOR BRIDGES 813835277 81.38 B MINOR BRIDGES 195140893 19.51 C ELEVATED SECTION 538210114 53.82 D FLYOVER, VUP 727239302 72.72 E ROB 197015649 19.70 F RUB 84176830 8.42 G LVUP 350899331 35.09 I REPAIR AND REHABILITATION OF EXISTING BRIDGES 615770 0.06

7 BILL NO: 7 DRAINAGE & PROTECTION WORK 1660299718 166.03 8 BILL NO: 8 JUNCTION 10425450 1.04

9 BILL NO: 9 - TRAFFIC SIGNS, ROAD MARKINGS AND APPURTENANCES 170312904 17.03

10 Bill NO:10, MISCELLANEOUS ITEM (TOLL PLAZA, TRUCK LAY BYE, BUS BAY, WAY SIDE AMENITIES, ATMS ETC.) 315597185 31.56

11 BILL NO: 11 - MAINTENANCE OF THE ROAD 48963694 4.90

TOTAL CIVIL COST 8862662599 886.27

COST PER KM IN CRORES (ON CIVIL COST) 18.13 UTILITY SHIFTING 500000000 50.00 LAND ACQUISITION, R & R & FOREST DIVERSION COST 3000000000 300.00 ENVIRONMENTAL COST @ 0.30% 26587988 2.66 352.66

The Civil cost per km of this Package is more than as compared to the cost norms of the NHAI and MORTH. The reasons are following:

More than 75 % length of the proposed project alignment is green field.

The project road traverses through water logged area.

The project includes 3 Flyovers, 9 VUP, 13 LVUP, 3 High level River bridges, one ROB, one RUB, and an elevated road in the Mela ground. All these structures shall be in 6-lane configration.

0.16 IMPLEMENTATION OPTIONS AND FINANCIAL ANALYSIS

The various alternative options for project implementation have been discussed with their advantage and limitations. The detailed financial analysis has been worked out for PPP Viability Gap Funding (VGF) & Annuity options.

0.16.1 FINANCIAL ANALYSIS WITH VGF

A conservative approach has been adopted for financial analysis, assuming only 5% annual growth rate of traffic. Based on toll fee rules under the National Highways Act, 1956 and National Highways Fee (Determination


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Rates & Collection) Rules 2008 and subsequent amendments & revisions and standards assumptions generally adopted by National Highway Authority of India and the financial analysis has been carried out accordingly.

Based on detailed financial analysis, it emerges that the proposed project investment is financially not sustainable from the stand alone toll revenue collections. The financial analysis suggests that the project may not be financially viable even on thebasis of 40 % VGF.

Table 0-30: Summary of Financial Analysis for PPP-VGF

Project Details Values Total Project Cost for Private Developer on PPP VGF model (Cr.) 1066.04 Concession Period (Yr.) including 2.5 Yr. as Construction period 26 Upfront Support ( Cr) 426.42 FIRR on Project Investment (Post tax)*(%) 12.62 % FIRR on equity investment (%) 12.53% Debt Service Coverage Ratio (DSCRAVG) 0.91

0.16.2 FINANCIAL ANALYSIS WITH HYBRID ANNUITY

From financial analysis for PPP VGF Mode, it has emerged that user charges cannot sustain the required private investment. Authority has therefore decided to take up the above project on hybrid Annuity basis. In this model, the project is to be partly financed by the private investor and its investment and costs are recovered through Annuity payments to be made by the project authority (the “Authority”).

The Bid Project Cost has been worked out as per the guidelines issued by NHAI and MORTH. The Bid Project Cost so established shall be adjusted on a monthly basis to reflect the variation in Price Index. The payment of Bid Project Cost shall be paid as per clause 23.3, 23.4 & 23.5 of Concession Agreement of Hybrid Annuity Project issued by MORTH on 09-12-2016. As per Forty per cent of the adjusted Bid Project Cost as per CA clause 23 shall be paid by the Authority to the Concessionaire in five installments during the construction period and the remaining 60 per cent of the Bid Project Cost along with interest thereon shall be disbursed as Annuity Payments in 30 biannual installments spread over a period of 15 years commencing from the 180th day of COD.The Bid Project Cost has been worked out as Rs. 1154.84Cr.With 15 % Equity IRR. The result of financial analysis are given in Table 0-31.

Table 0-31: Summary of Financial Analysis for PPP-Hybrid Annuity Mode

Project Details Value Estimated Project Cost for Private Developer on PPP Hybrid Annuity model (Cr.) 964.17


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Project Details Value Estimated Bid Project Cost with 15.00 Equity IRR (Cr.) 1154.84 Estimated First Year O & M Cost with 15.00 Equity IRR (Cr.) 8.21 Estimate Project Life Cycle Cost (Estimated Bid Price) (Cr.) 1075.52 Variation in Bid Project Cost and as compare to Estimated Project Cost 19.77%

Basic Equity IRR (Estimated Project Cost =Estimated Bid Project Cost) 5.96 %

Equity IRR 15.00 % Project IRR 12.00% NPV of Equity @ 12 % discount rate (Cr.) 29.88 NPV of Project @ 12 % discount rate (Cr.) 4.16 NPV of Gross Revenue of Concessionaire (Cr.) 621.09 Average Debt Service Coverage Ratio (DSCRAVG) 1.57

All the expenses relating to operation and maintenance of the project will be borne by the Concessionaire and the Authority shall provide financial support in the form of biannual payments for this purpose. The biannual payments in lieu of O&M expenses shall be specified byConcessionaire.

After comparing the financial, technical and legal aspects, the project,due to following factors, may be less attractive toprivate sector developer on Hybrid Annuity Public private partnership:

The Project Costis very high.

Complex issues such as approval from the NWBL

Diversion of forest land,

Transfer of Government land, Railways’ land and Local bodies’ land may be complex issues.

The project shall requiredlarge amount of private land, acquisition of which may be time consuming job.

Considering the all above factors it can be concluded that the project cannot be taken up of VGF PPP Model (BOT toll Model) with maximum 40 % upfront Grant during Construction. This package may be taken up on Hybrid Annuity basis if NHAI obtaines all clearances and also completes land acquisition in time bound manner subject to favourable response from the market. So, initially project should be bid on hybrid annuity mode. If market response is not found to be as per expectations, the project may be undertaken on Engineering Procurement Contract (EPC) mode.

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