Average Daily Traffic on NH - 42 (2011)

8/11/2019 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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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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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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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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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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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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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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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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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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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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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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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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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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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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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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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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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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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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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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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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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)


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)


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.

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Average Daily Traffic on NH - 42 (2011)

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