Chapter-1: Executive Summary

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Public Works Department Government of Rajasthan

ICSC/PWDRJ/27/Final Feasibility Report-

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Chapter-1: Executive Summary

The Government of Rajasthan has taken initiatives in the up-gradation and development of its road

network in the State. In this context, Public Works Department Rajasthan is having a glorious history in

the development of National Highways, State Highways and Major District Roads at various

locations in the state of Rajasthan.

Most of the projects were operated under BOT scheme “Public – Private Partnership” scheme and

other being developed under EPC, MEGA and regular contract scheme. Several other projects

under PMGSY scheme are looked after by STATE PWD, RAJASTHAN for up gradation of State

Highways & Major District Roads. The department is also mainly entrusted with construction and

maintenance of Roads, Bridges and Government buildings etc.

Keeping in view the growing importance of road network in the state is physical, social and

economic and environment fabric, PWD Rajasthan with active support of Government of Rajasthan

initiated a comprehensive Feasibility Study for the 3444.0 Kms of road network. The road network is

divided into 10 Packages, out of them, the one package has been entrusted to M/s Intratech Civil

Solutions & Consultant for providing the Consultancy Services for preparation of Feasibility study for

improvement and up-gradation of the State Highways with a total length of 296.814 Kms in the

State of Rajasthan, India vide Letter of Award dated 27/01/2015. The commencement date is

02/02/2015 and the period for completion of assignment is 12 months. The description of the roads

presented in the Package No. 27 has been given in Table No. 1.1:

In order to fulfill the above, M/s Intratech Civil Solutions & Consultant have been entrusted by

Public Works Department of Rajasthan for the task of carrying out the Feasibility Study for

improvement and up gradation of existing State Highways to two lane/ two lane with

Granular shoulder configuration for the following section of project roads in the state of

Rajasthan, India vide Letter of Acceptance No. F-7(66)/PPP/SHA/2014-15/PKG-27/D-821

dated 25/01/15.

Table 1.1 Details of Roads of Package-27 In Rajasthan State.

Sr.

No.

Name of Road District Length as

per

agreement

(KM)

Length as

per

Design(KM)

1 Pratapgarh – Arnod – MP Border – section of

SH-81 B (the “Highway-I”) Pratapgarh 52.0

52.612

2 Salumber – Dhariyawad section of MDR 12 B

(the “Highway-II”) Pratapgarh

/ Udaipur 45.0 45.7

3 Dhariyawad – Parsola – Sabla section of MDR

137 (the “Highway-III”)

Pratapgarh

/ Dungarpur 55.0 50.338

4 Bhatewar – Bansi – Dhariyawad section of MDR

167 (the “Highway-IV”) Pratapgarh

/ Udaipur 87.0 87.65

5 Dhariyawad – MP Border section of MDR 12

(the “Highway-V”) Pratapgarh 65.0 60.514

Total Length (in Kms) 302.00 296.814

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Package No. 27: There are total 05 State Highways (SHs) falling in the Pratapgarh, Udaipur,

Chittaurgarh & Dungarpur Region with a total length of 296.814 Kms in the state of Rajasthan.

This report deals with the second Road i.e. Salumber - Dhariyawad Road SH-81A (old MDR-12)

(old MDR) which needs to be upgraded to Two Lane with granular Shoulders and the details of

this road is given in Table No. 1.2.

Salumber - Dhariyawad Road SH-81A (old MDR-12) was recently declared as SH-81A (old MDR-

12) (Salumber - Dhariyawad Road) by Govt. of Rajasthan.

Table 1.2 Details of Project Road

Sr. No. Name of Road MDR No. Chainage (in Km) Length as per

Topographic

Survey

(in Km)

Length as

per Design

(in Km)

From

(in Km)

To

(in Km)

1 Salumber-

Dhariyawad Road

SH-81A (old

MDR-12) Km 0+000 Km 45+745 45.745 45.700

1.1. Project Road

Project road is located in Rajasthan, the state is also known as “The Land of Desert” in India.

The State shares its border with Gujarat state in south, Madhya Pradesh state in east, Uttar

Pradesh state in North-East, Haryana and Punjab States in the North; with Pakistan country in

the West. The State extends to about 342,239 Sq. Km. Rajasthan started experiencing industrial

development between 1950 and 1960. Large and small scale industries started springing up in

the Kota, Jaipur, Udaipur, Bhilwara and other Industrial Estates of Rajasthan. The main industries

of Rajasthan include textile, rugs, woolen goods, vegetable oil and dyes. Heavy industries

consist of copper and zinc smelting and the manufacture of railway rolling stock. The other

industries related to Private Sector include steel, cement, ceramics and glass wares, electronic,

leather and footwear, stone and other chemical industries.

As per field investigation, the project road starts at three legged junction on SH-32 (Salumber-

Banswara section) and ends at three legged junction at Dhaiyawad (End Point of SH-80(Bansi-

Dhariyawad) & Start Point of SH-81A (old MDR-12) (Dhariyawad- Pratapgarh- MPBorder). The

design length of project road is 45.700 Km.

The project road traverses through Pratapgarh & Udaipur District in Rajasthan. Total length of

the project corridor is running between Latitudes of 24°09’00.50” N; Longitudes of 74°48’49.11” E

and Latitudes of 24°62’02.31” N; Longitudes of 74°00’97.87” E.

The location plan of the project road section is illustrated in Figure 1.1. Summary of the existing

features of the project are shown in Table 1.3.

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Figure 1.1: Location Plan

Table 1.3: Summary of the existing features of the project road

SL.

No.

Particulars

Existing Details

Remarks

1

Start Point

Km 0+000 at three legged

Junction with SH-32

(Salumber- Banswara section)

2

End Point

three legged junction at

Dhaiyawad (End Point of SH-

80(Bansi- Dhariyawad) & Start

Point of SH-81A (old MDR-12)

(Dhariyawad- Pratapgarh-

MPBorder)

3

Total Length 45.745 Km Design Length is 45.700 Km.

4 Districts 2 No. Pratapgarh & Udaipur

5 Terrain Plain Terrain

6 Right of Way(m) 3m to 70m

7

Carriage way

5.5/7.0 m Carriageway with

1.0-1.5m earthen shoulder

throughout the project

corridor

8 Major/Minor

Bridge 17 Nos. (0 Major & 17 Minor)

9 Siphon 14 No.

10 Pipe Culverts 32 Nos.

11 Slab / Cut

Stone Culverts 47 Nos.

12 Arch Culvert

0 No.

13 Minor Junctions 22 Nos.

14 Major Junction 03 Nos.

15 Villages/Towns 13 Nos.

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SL.

No.

Particulars

Existing Details

Remarks

16 Existing

Drainage

System

Earthen Drains were found in

Rural Areas & No RCC Drains

was reported on the project

road.

17 Miscellaneous

Services

Fuel Stations: Two Fuel stations

were observed on the road at

Km 41+650 & 43+600.

Telephone Facilities: Telephone

facility is available in all villages

on the road.

Police Station: No Police

Stations are located on the

Road.

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1.2. SOCIO-ECONOMIC PROFILE

Project Description

Socio Economic Profile chapter illustrates a brief of the socio – economic profile of the project

influenced area (PIA) for SH-81A (old MDR-12) having a length of 45.745 Kms. The road

primarily runs in N-E & E-S direction and connects districts viz, Dhariyawad Block and Salumber.

This highway segment serves as the artery, provides connectivity to existing National Highway

& SHs in Rajasthan State.

Demographic Profile

Pratapgarh District: According to the 2011 census, Pratapgarh district (Rajasthan) has

a population of 868,231, roughly equal to the nation of Qatar or the US state of Delaware. This

gives it a ranking of 472nd in India (out of a total of 640). The district has a population density

of 211 inhabitants per square kilometer (550/sq mi). Its population growth rate over the

decade 2001-2011 was 22.84%. Pratapgarh has a sex ratio of 982 females for every 1000

males, and a literacy rate of 56.3%.

Population Density

The population density is showing an increasing tendency from year 2001 to 2011.

Sex Ratio

The sex ratio has increased in State and Districts from 2001 to 2011.

Literacy Rate

Literacy rate is seems to be lesser in project area than state and district.

• Udaipur District Profile

Introduction Udaipur District is one of the 33 districts of Rajasthan state in western India. The historic city of

Udaipur is the administrative headquarters of the district. Udaipur is one of the 7 divisions in

rajasthan.

Udaipur District bounded on the northwest by the Aravalli Range, across which lie the districts

of Sirohi and Pali. It is bounded on the north by Rajsamand District, on the east by

Chittaurgarh District, on the southeast by Banswara District, on the south by Dungarpur District,

and on the southwest by the state of Gujarat. It is part of the Mewar region of Rajasthan.

According to the 2011 census Udaipur district has a population of 3,068,420, roughly equal to

the nation of Oman or the US state of Iowa. Religious Demographics. Hindu 90 %, Muslim 9 %,

Others 1%. This gives it a ranking of 118th in India (out of a total of 640). The district has a

population density of 242 inhabitants per square kilometre (630/sq mi) . Its population growth

rate over the decade 2001-2011 was 23.66%. Udaipur has a sex ratio of 958 females for every

1000 males, and a literacy rate of 62.74%.

http://en.wikipedia.org/wiki/2011_census_of_India

http://en.wikipedia.org/wiki/Demographics_of_India

http://en.wikipedia.org/wiki/Qatar

http://en.wikipedia.org/wiki/Delaware

http://en.wikipedia.org/wiki/Districts_of_India

http://en.wikipedia.org/wiki/Family_planning_in_India

http://en.wikipedia.org/wiki/Sex_ratio

http://en.wikipedia.org/wiki/Women_in_India

http://en.wikipedia.org/wiki/Literacy_in_India

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Rainfall and Climate

Udaipur has quite hot and dry climate during summers and quiet cold during winters.

Temperature in Udaipur district ranges from 39 °C to 11°C. the average annual rainfall of

Udaipur District is 637mm.

Geography

The district is generally hilly. The western portion of the district is drained by the Sabarmati

River, which originates in the Aravalli Range of Udaipur District flows south into Gujarat. The

northern portion of the district is drained by tributaries of the Banas River, including the Ahar

River, which flows through the City of Udaipur. The southern and central portion of the district

is drained by tributaries of the Mahi River, including the Som and the Gomati. Dhebar Lake,

also known as Jaisamand Lake, has an area of 50 km2(19 sq mi) when full, and was created in

the 17th century when Rana Jai Singh of Udaipur built a marble dam across the Gomati. has

a sex ratio of 990 females for every 1000 males, and a literacy rate of 60.78%.

Population Density

The population density is showing an increasing tendency from year 2001 to 2011.

Sex Ratio

The sex ratio has increased in State and Districts from 2001 to 2011.

Literacy Rate

Literacy rate is seems to be lesser in project area than state and district.

http://en.wikipedia.org/wiki/Sex_ratio

http://en.wikipedia.org/wiki/Women_in_India

http://en.wikipedia.org/wiki/Literacy_in_India

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1.3. TRAFFIC SURVEYS AND ANALYSIS

To comprehensively appreciate the traffic and travel characteristics on the project

corridor from Jhallara- Dhariyawad, the type of surveys, locations and duration, as

identified at the inception stage of the study have been followed during data collection

exercise with minor modifications on account of the project corridor, the road has been

segmented in to two sections, keeping in view the homogeneity of the traffic, as given

below:

Homogenous Section-1: (HS-1) Starting at Km 0 at Jhallara and ending at

Dhariyawad Town at Km 45+700. The length of the homogenous section is 45.700

Km.

The traffic characteristics on the project road for the base year are essential for formulating

improvement programs and in estimating the economical/commercial viability of the

project. The objectives of the traffic study are:

• Traffic estimation in terms of volume on various sections.

• Growth factor estimation for traffic forecasting.

• Capacity assessment based on traffic forecasting for next 30 years.

• Pavement and intersection design

Average Annual Daily Traffic and it Composition

The Average Annual Daily Traffic (AADT) obtained from the volume count surveys for all the

locations are given in Table no. 1.4. To study the variation in the intensity of traffic,

consultants have analyzed the variation of traffic along the project road. The following

observations are made from the analysis for each location along the project stretch.

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Table 4.13: Annual Average Daily Traffic (AADT)

(First Traffic Survey)

(10.05.2015- 16.05.2015)

Categories PCU

Factor

Location-1

1+000

Location-2

41+400 Average Daily

Traffic ADT ADT

Vehicles PCUs Vehicle PCUs Vehicles PCUs

2 Wheeler 0.5 1582 791 2299 1150 1941 971

3 Wheeler 1.0 17 17 3 3 10 10

Car/Jeep/Van 1.0 285 285 299 299 292 292

Mini Bus 1.5 2 3 1 2 2 3

Private Bus 3.0 41 123 37 111 39 117

Govt. Bus 3.0 9 27 7 21 8 24

LCV / Tempo 1.5 98 147 164 246 131 197

2-Axle 3.0 29 87 37 111 33 99

3-Axle 3.0 26 78 36 108 31 93

MAV (4-6) 4.5 22 99 17 77 20 88

Agriculture Tractor 1.5 11 17 7 11 9 14

Agriculture Tractor Trailer 4.5 51 230 100 450 76 340

Ex. Car/Jeep 1 7 7 5 5 6 6

Ambulance 1 4 4 3 3 4 4

Bi-Cycle 0.5 24 12 35 18 30 15

Cycle-Rickshaw 2 0 0 0 0 0 0

Bullock Cart 6.0 0 0 0 0 0 0

Horse drawn 6.0 0 0 0 0 0 0

Hand Cart 3.0 0 0 0 0 0 0

Toll Exempted Traffic 35 23 43 26 39 25

Non Tollable Traffic 1696 1078 2452 1640 2074 1360

Tollable Traffic 512 849 598 975 555 912

Total Traffic 2208 1927 3050 2615 2629 2271

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(Second Traffic Survey)

(24.06.2015- 30.06.2015)

Categories PCU

Factor

Location-1

1+000

Location-2


Traffic ADT ADT


2 Wheeler 0.5 1790 895 1970 985 1880 940

3 Wheeler 1.0 27 27 4 4 16 16

Car/Jeep/Van 1.0 181 181 433 433 307 307

Mini Bus 1.5 3 5 1 2 2 3

Private Bus 3.0 34 102 42 126 38 114

Govt. Bus 3.0 6 18 6 18 6 18

LCV / Tempo 1.5 110 165 200 300 155 233

2-Axle 3.0 39 117 26 78 33 98

3-Axle 3.0 32 96 27 81 30 89

MAV (4-6) 4.5 16 72 11 50 14 61



Ex. Car/Jeep 1 5 5 5 5 5 5

Ambulance 1 3 3 3 3 3 3

Bi-Cycle 0.5 14 7 50 25 32 16


Bullock Cart 6.0 0 0 0 0 0 0

Horse drawn 6.0 0 0 0 0 0 0

Hand Cart 3.0 0 0 0 0 0 0




Total Traffic 2331 1986 2903 2643 2617 2315

Above AADT is including seasonal Correction Factor as mention in Chapter -4. As Variation in

AADT of First Traffic Survey & Second Traffic Survey is less than 10% , So Average of Both AADT’s is

Considered.

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Table 4.17: Average of First & Second AADT

Categories PCU

Factor

Location-1

1+000

Location-2

41+400 Average of all

locations AADT AADT


2 Wheeler 0.5 1686 843 2135 1068 1911 956

3 Wheeler 1.0 22 22 4 4 13 13

Car/Jeep/Van 1.0 233 233 366 366 300 300

Mini Bus 1.5 3 5 1 2 2 3

Private Bus 3.0 38 114 40 120 39 117

Govt. Bus 3.0 8 24 7 21 8 23

LCV / Tempo 1.5 104 156 182 273 143 215

2-Axle 3.0 34 102 32 96 33 99

3-Axle 3.0 29 87 32 96 31 92

MAV (4-6) 4.5 19 86 14 63 17 75



Ex. Car/Jeep 1 6 6 5 5 6 6

Ambulance 1 4 4 3 3 4 4

Bi-Cycle 0.5 19 10 43 22 31 16


Bullock Cart 6.0 0 0 0 0 0 0

Horse drawn 6.0 0 0 0 0 0 0

Hand Cart 3.0 0 0 0 0 0 0




Total Traffic 2272 1964 2981 2639 2627 2302

Diversion Analysis has been carried out for our project road . Net Effect of traffic on Diversion

Analysis is shown below:

Vehicle Type Net Diversion

Car 20

Mini Bus 0

Bus 4

LCV 16

2A 4

3A 4

MAV 2

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Table 4.25: Final AADT INCLUDING DIVERTED TRAFFIC (Design Traffic)

Categories PCU

Factor

Location-1

1+000

Location-2

41+400 Average of AADT

AADT AADT

Vehicles PCUs Vehicles PCUs Vehicles PCUs

2 Wheeler 0.5 1686 843 2135 1068 1911 956

3 Wheeler 1.0 22 22 4 4 13 13

Car/Jeep/Van 1.0 253 253 386 386 320 320

Mini Bus 1.5 3 5 1 2 2 3

Private Bus 3.0 42 126 44 132 43 129

Govt. Bus 3.0 8 24 7 21 8 23

LCV / Tempo 1.5 120 180 198 297 159 239

2-Axle 3.0 38 114 36 108 37 111

3-Axle 3.0 33 99 36 108 35 104

MAV (4-6) 4.5 21 95 16 72 19 84



Ex. Car/Jeep 1 6 6 5 5 6 6

Ambulance 1 4 4 3 3 4 4

Bi-Cycle 0.5 19 10 43 22 31 16


Bullock Cart 6.0 0 0 0 0 0 0

Horse drawn 6.0 0 0 0 0 0 0

Hand Cart 3.0 0 0 0 0 0 0




Total Traffic 2322 2053 3031 2728 2677 2391

Traffic growth rate during the design life in percentage

It is learnt that the State Public Works Department (State Road Construction Department) did not

carried out traffic volume count on the project road. Therefore, no previous data has been

provided to Consultant.

IRC:37-2012 stated” If the data for the annual growth rate of commercial vehicles is not

available or if it is less than 5 per cent, a growth rate of 5 per cent should be used”.

Hence traffic growth rate is adopted 5% for projection of present traffic.

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Vehicle Damage Factor

The Adopted VDF calculated for both homogeneous sections is presented in Fig 2.2 & Fig

2.3

Fig 2.2 Adopted VDF FOR HS-1

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4. PAVEMENT DESIGN

VGF MODE

(a) Bituminous surfacing

Referring to the “manual of specification and standards for two-laning of state highways on

B.O.T basis”, IRC: SP 73-2007, the bituminous layers need to be designed for an initial design life of

8 years followed by strengthening in subsequent years. However as per the discussion with the

client, it is made to understand that we need to design our bituminous layers for an initial period

of 12 years followed by strengthening in subsequent years. During the period from initial till

strengthening, functional overlays in the form of thin bituminous surfacing shall be provided at

the regular interval of 6 years i.e., in the years 6/18 since strengthening is to be carried out in 12th

year.

Construction Period: Jan, 2018 to June, 2019 (1.5 years)

Concession Period: Jan, 2018 to Dec, 2042 (25 years)

Operation Period: July, 2019 to Dec, 2042 (23.5 years)

4.4.4.2 CBR Results

The Summary of Laboratory Test Results for Borrow Material

S.

N

o.

Chainage (Km.) Sid

e

Grain size

Analysis Atterberg Limits Optim

um

Moist

ure

Conte

nt (%)

Maxi

mum

dry

Desity

(g/cm3)

CBR

(%) Gra

vel

%

San

d %

Silt

and

Clay

%

Liqui

d

Limit

Plastic

Limit

Plastic

ity

Index

1

5km towards

Salumber from start

point

LHS 11.58 50.88 37.54 41.54 20.14 21.40 11.48 1.90 8.55

2 10+500 LHS 9.84 57.2 32.96 38.47 18.86 19.61 10.95 1.93 9.18

3 23+000 LHS 12.56 53.85 33.59 45.74 19.47 26.27 12.14 1.926 8.84

As Per above results the average CBR is <9%. So, the value of adopted CBR is 8%.

(b) Overlay design as per IRC: 81.1997

The design of overlays for the existing carriageway pavement has been carried out taking into

account the traffic, strength of the existing pavement based on detailed pavement

investigation including BBD testing. The strengthening (overlay) requirements for the existing road

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pavement have been worked out based on IRC: 81-1997. Characteristic deflection when

combined with design MSA gives the overlay thickness.

As per plate No.-5 of IRC-37:2012 the Pavement Design is:-

Table 1.5

Bituminous Layers shall be designed for 12 years (2030) , So the Pavement

Composition shall be :

BC-40mm (in place of SDBC , BC is considered as per MORTH Specification) &

DBM-50mm

The unbounded layers are designed for minimum design period of 15 years or

Designed Concession Period whichever is more as per IRC: SP 73-2007. So, GSB &

WMM Layers are designed for 25 years (2042).

WMM- 250mm, GSB-200mm

Design crust thickness for the flexible pavement as arrived is given below in table

1.6

Table 1.6

Homogenous

Section (Km)

CBR

(%)

MSA

Recomme

nded

Overlay

(mm)

Adopted Pavement

Composition In Widening

Position (mm)

Sectio

n

From To

Length

(in

Km)

Actu

al

Adopte

d BC DBM BC

DB

M WWM GSB

0+000 45+70

0 45.700 8 3.26 5 30 - 30 50 250 200 HS-l

(c) Strengthening Design as per IRC: 81-1997

The design of pavement strengthening in subsequent years shall be carried out by taking into

account the Balance traffic i.e. 24 years minus 12 years by using IRC: 81-1997 as per the details

given below:

Table 1.7: Pavement Overlay Composition after 12 years

Homogenous

Section (Km)

CBR

%

MSA Recommended

Overlay

(mm)

Section

From TO Length 12

years

24

years

Strengthening

MSA

BC

DBM

0+000 45+700 45.700 8 5 9.13 4.13 30 - HS-l

Design

Years MSA

Adopted

MSA SDBC/BC DBM WMM GSB

12 3.26 5 25 SDBC 50 250 150

24 9.13 10 40 BC 60 250 200

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ANNUITY MODE

(A) Bituminous surfacing

Referring to the “manual of specification and standards for two-laning of state

highways on B.O.T basis”, IRC: SP 73-2007 , the bituminous layers needs to be

designed for an initial design life of 8 years. During the period from initial till

strengthening, functional overlay in the form of thin bituminous surfacing shall be

provided at 5TH year i.e., & strengthening is to be carried out in 8th year.

Construction Period: Jan, 2018 to June, 2019 (1.5 years)

Concession Period: Jan, 2018 to June, 2029 (11.5 years)

Operation Period: July, 2019 to June, 2029 (10 years)

(B) Overlay design as per IRC: 81.1997

The design of overlays for the existing carriageway pavement has been carried

out taking into account the traffic, strength of the existing pavement based on

detailed pavement investigation including BBD testing. The strengthening

(overlay) requirements for the existing road pavement have been worked out

based on IRC: 81-1997. Characteristic deflection when combined with design

MSA gives the overlay thickness .

As per plate No.-5 of IRC-37:2012 the Pavement Design is:-

Bituminous Layers shall be designed for 8 years (2026) , So the Pavement

Composition shall be :

BC-30mm (in place of SDBC , BC is considered as per MORTH Specification) &

DBM-50mm

The unbounded layers are designed for minimum design period of 15 years or

Designed Concession Period whichever is more as per IRC: SP 73-2007. So, GSB &

WMM Layers are designed for 15 years (2033).i.e.

WMM- 250mm, GSB-150mm

Design crust thickness for the flexible pavement as arrived is given below in table

4.2.1

Years MSA Adopted

MSA

SDBC DBM WMM GSB

8 1.96 2 20 50 225 150

15 4.42 5 25 50 250 150

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Table 4.2.1

Homogenous

Section (Km)

CB

R

(%)

MSA

Recomme

nded

Overlay

(mm)

Adopted Pavement

Composition In Widening

Position (mm)

Sectio

n

From

To

Length

(in

Km)

Actua

l

Adopte

d

BC

DBM

BC

DB

M

WWM

GSB

0+000 45+70

0

45.700 8 1.96 2 30 - 30 50 250 150 HS-l

Ref: Plateno.-5, IRC- 37:2012

(C) Strengthening Design as per IRC: 81-1997

The design of pavement strengthening in subsequent years shall be carried out by

taking into account the Balance traffic i.e. 13 years minus 8 years by using IRC: 81-

1997 as per the details given below:

Table 4.3.2: Pavement Overlay Composition after 8 years

Homogenous

Section (Km)

CBR

%

MSA Recommended

Overlay

(mm)

Section From TO Length 8

years

13

years

Strengthening

MSA

BC

DBM

0+000 45+700 45.700 8 2.0 3.63 1.63 30 - HS-l

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5. IMPROVEMENT PROPOSAL

Detailed Traffic Survey has been conducted on the project road for 7 days at 3 locations. As

per the traffic analysis, total AADT in PCU as on date ranges from 2053to 2728 PCU. Since the

present day PCU is less than 7500 PCU, the project road is proposed for development to 2

lane with granular shoulder configuration as per PWD Note No. F.6 (25) AR/Gr 3/2014 dated

27th August, 2014.

Accordingly, Development to 2 Lane with granular shoulder option is planned for the

development of project road.

TCS Schedules: Tentative TCS schedules based on horizontal alignment plan

S.No. Start

Chainage

End

Chainage

Total

length TCS Development Proposal

Homogeneous Section-I

1 0.00 4200 4200.00 TCS-II Concentric Widening (Poor) 5.5-7

4 4200 4500 300.00 TCS-VII CC Pavement Widening (5.5-10m)

5 4500 7600 3100.00 TCS-III Concentric Widening (Fair) 5.5-7

6 7600 7700 100.00 TCS-V Eccentric Widening (Fair) 5.5-7








14 13400 16400 3000.00 TCS-I Reconstruction Due to BC Soil


16 16500 18000 1500.00 TCS-II Concentric Widening (Poor) 5.5-7

17 18000 24350 6350.00 TCS-IV Concentric Widening (Poor) 3-7

20 24350 32150 7800.00 TCS-VI Overlay




24 44850 45700 850.00 TCS-VIII CC Pavement Widening (7-10m)

45700.00

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MAJOR & MINOR BRIDGES

Provision has been made for the following structures in the estimate.

S. No. Type Major Bridge Minor Bridge Total

1 Reconstruction - 3 3

2 Widening - 14 14

Total 0 17 17

HPC & SLAB CULVERTS

A summary of all the types of culverts proposed are:-

S. No. Type Retain With

Repair Widening Reconstruction

New

construction Total

1 Pipe - 2 29 01 32

2 Slab 01 16 30 - 47

3 Siphon 06 - 08 - 14

Total 07 18 67 01 93

Drainage and Protection works

Lined drains are proposed to be constructed in urban areas .

Major & Minor Junctions

Detailed Estimates has been prepared for major and minor junctions as per site

requirement.

Traffic Safety features, Road Furniture and road markings

Detailed Estimates has been prepared for traffic safety features, road furniture and road

markings as per site requirement.

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R2/H2

1.5. PROJECT FACILITIES

Bus Shelter

Considering the overall safety of traffic and minimum hindrance to through traffic, 10 nos. pick-

up bus shelters have been proposed both side along the project road.

Service Roads

In keeping the view of low traffic and least habitation in the enrouted villages; there is no

requirement of service road in the towns/villages.

Toll Plaza

One toll plaza is proposed at Km 34+000.

Landscaping

The landscaping and tree plantation along the project road shall be done as per IRC: SP: 21 -

2009. In the topographic survey it is seen that 72 trees are lying within the ROW along the

alignment of project road. These trees are proposed to be cut as per actual requirement at

site in a phased manner. It is proposed to have a new plantation at 10m c/c on both side side

of project corridor.

Sr. No. Design Chainage

km/m

Side of Road Village Name

1 0+000 LHS

Jhallara

2 0+200 RHS Jhallara

3 2+300 LHS Mandli

4 4+100 LHS Kalyankala

5 9+450 LHS Matasula

6 16+100 LHS Manpur

7 16+900 LHS Sajnot

8 17+500 RHS Sajnot

9 44+300 LHS Dhariyawad

10 45+745 RHS Dhariyawad

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R2/H2

1.6. Cost Estimates

The cost estimates have been prepared for reconstruction/widening of the existing two lane

carriageway including strengthening of the existing pavement, strengthening / widening of

existing bridge structures, construction of new bridges, rehabilitation and reconstruction/

widening of cross drainage structures, longitudinal drains, junction improvements, road

furniture, street lighting, bus shelters etc.

The rates for the items of work have been assessed from BSR Kota , July 2013 and escalation of

5% per year is adopted. i.e. total escalation of 10.25% as on date 01.08.2015.

Proposed typical cross section for project highway is given in table 1.10 & table 1.11 below:

Table No. 1.10: Type of Typical Cross Section

Sr.

No. TCS-No Description of Typical Cross Section

1 TCS-1 Reconstruction in Two-Lane Carriageway with Granular Shoulder in Open

Country (With Subgrade)


Country (With Subgrade) Concentric widening (Poor) – 5.5m-7.0m


Country (With Subgrade) Concentric widening (Fair) – 5.5m-7.0m


Country (With Subgrade) Concentric widening (Poor) – 3m-7.0m


Country (With Subgrade) Eccentric widening (Fair) – 5.5m-7.0m

6 TCS-6 Overlay in Two-Lane Carriageway with Granular Shoulder in Open

Country (Without Subgrade)

7 TCS-7 Widening in rigid pavement at built up section (5.5m to 10.0m)


Page 22 of 29



R2/H2


S.No. Description Design Length (Km.)

HS-I

Proposed TCS

Type

1 Reconstruction Due to BC Soil 14700.00 TCS-I

2 Concentric Widening (Poor)

5.5m-7m 5700.00 TCS-II

3 Concentric Widening (Fair)

5.5m-7m 8550.00 TCS-III

4 Concentric Widening (Poor)

3m-7m 6350.00 TCS-IV

5 Eccentric Widening (Fair) 5.5m-

7m 350.00 TCS-V

6 Overlay 7800.00 TCS-VI

7 CC Pavement Widening (5.5m-

10m) 1400.00 TCS-VII

8 CC Pavement Widening (7m-

10m) 850.00 TCS-VIII

45.700 km

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R2/H2

The summary of cost estimate is presented in table 1.12 below:

Table No. 1.11: Cost Estimate Abstract (VGF)

S. No. Item Total (Rs.) Total

in Crores

% of

Civil

Cost

A CIVIL WORK For Road Work

1 SITE CLEARANCE 1,565,696 0.16 0.24

2 EARTHWORK 25,339,646 2.53 3.89

3 GRANULAR SUB-BASE, BASE-COURSE 148,642,639 14.86 22.83

4 BITUMINOUS COURSES 204,741,176 20.47 31.44

SUB TOTAL (A) 380289156.50 38.03 58.40

B CROSS DRAINAGE STRUCTURES

5 Reconstruction & New Construction of HPC (38no.) 10924759.95 1.09

6 Widening of HPC (2no.) 395339.65 0.04

7 Widening of Slab Culvert (16no.) 12410913.81 1.24

8 Reconstruction of Slab Culvert (30no.) 51739127.00 5.17

9 Reconstruction of Minor Bridge (3no.) 8820422.28 0.88

10 Widening of Minor Bridge (14no.) 38695321.89 3.87

11 Repair of Slab Culvert (1no.) 35000.00 0.00

SUB TOTAL OF CROSS DRAINAGE

STRUCTURES (B) 123020884.57 12.30

18.89

C MISCELLENEOUS ITEMS

12 TRAFFIC SIGNS MARKING AND ROAD

APPURTENANCES 8,454,435 0.85

1.30

13 RCC DRAINS & PROTECTION WORKS 20,876,027 2.09 3.21

14 CC PAVEMENT 32,087,965 3.21 4.93

15 JUNCTION IMPROVEMENT 7,337,728 0.73 1.13

SUB TOTAL OF MISC ITEMS (C) 68,756,154 6.88 10.56

Sub Total of BSR Items (D= A+B+C) 572,066,195 57.21 87.86

Add 10.25% Escallation as on date 1.08.2015 (E) 58,636,785 5.86 9.01

Total of BSR Items (F= D+E) 630,702,981 63.07 96.86

D NON BSR ITEMS

16 TOLL PLAZA(1 NO.) 12,000,000 1.20 1.84

17 BUS SHELTER (10 No.) 1,000,000 0.10 0.15

18 HORTICULTURE 7,439,960 0.74 1.14

SUB TOTAL OF NON BSR ITEMS (G) 20,439,960 2.04 3.14

Total CIVIL COST (H= F+G) 651,142,941 65.11 100.00

Cost per Km 14,248,204 1.42

ADD 25% AS PER MCA (I) 162,785,735.13 16.28

Total Project Cost (J=H+I) 813,928,676 81.39

Cost per Km. 17,810,255 1.78

Add Environmental Monitoring Budget(K) 5,088,795 0.51

Add Resettlement & Rehabilitation Budget(L) 29,033,600 2.90

Add Utility Shifting Cost (M) 8,910,000 0.89

Grand Project Cost (N=J+K+L+M) 856,961,071 85.70

Cost per Km. 18,751,883 1.88

Page 24 of 29



R2/H2

Table No. 1.11: Cost Estimate Abstract (Annuity)


in Crores

% of

Civil

Cost


1 SITE CLEARANCE 1,565,696 0.16 0.24

2 EARTHWORK 25,339,646 2.53 3.89



SUB TOTAL (A) 380289156.50 38.03 58.40


5 Reconstruction & New Construction of HPC (38no.) 10924759.95 1.09








STRUCTURES (B) 123020884.57 12.30

18.89




1.30


14 CC PAVEMENT 32,087,965 3.21 4.93






D NON BSR ITEMS

16 TOLL PLAZA(1 NO.) 12,000,000 1.20 1.84

17 BUS SHELTER (10 No.) 1,000,000 0.10 0.15

18 HORTICULTURE 7,439,960 0.74 1.14



Cost per Km 14,248,204 1.42

ADD 15% AS PER MCA (I) 97,671,441.08 9.77


Cost per Km. 16,385,435 1.64





Cost per Km. 17,327,063 1.73

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R2/H2

1.7. Financial Analysis

The following assumptions are the basis of financial analysis which has been discussed

with RJPWD officials during meetings.

Annexure-III: Salient Feature of Project 1 Existing Length of Project (km) 45.745

2 Design Length of Project (km) 45.7

3 Base Year for O & M Cost 2015

4 Base Year for Civil Construction cost 2015

5 Interest assumed on Debt portion 0.125

6 Debt Equity Ratio 2.9375

7 Escalation during Construction 0.05

8 Expected Start of Concession Period Jan,18

9 Expected Start of Revenue July,19

10 Concession Period 25 Years

11 Expected date of End of Concession Period Dec, 2042

12 PCU (2015) 2728

13 PCU (2042) 10045

14 Proposed Configuration 2-Lane with Granular Shoulder

15 Toll Plaza Operating Cost (per annum) 0.75 Cr/Year/Toll Plaza

16 Periodic Maintenance Cost (every 6th year) 30 Lacs/Km

17 Annual Maintenance Cost (per annum) 1.75 Lacs/km

18 Insurance (on TPC) 0.0015

19 Rate of Inflation 0.05

20 Growth rate in Traffic 0.05

21 Growth rate in toll rates As per toll rules

22 Phasing of Construction 2016= 75%

2017=25%

23 Income Tax rate 0.339

24 MAT rate 0.2001

25 Tax Holiday (in years) 10 years

26 Moratorium Period (in years) 2 years

27 Loan repayment period 20 years

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R2/H2

The length of project highway is 45.700 km. The project road is a single homogeneous section

along the project road.

Table 1.14: Homogenous Sections

Sr. No. Name of

Toll Plaza Section

Total Length

(km)

Length of 2-lane

carriageway

1

TP-1

(Km.

34+000)

Km 0.000 to Km 45.700 45.700 45.700

The financial analysis is carried out in one option for each alternative. Details are as under:

Table 1.15: Details of VGF for Financial Analysis

Sr.

No. Option No. Description

1 Option-I VGF 40% (30% during Construction and 10% during O&M)

The summary of financial result from detailed financial analysis is given in Table-1.15 given

below:

S.No. Particular Alternative-1

Option-1 (With VGF 40%)

1 Government Contribution (in %) during construction period 30%

2 Government Contribution (in %) during operation period 10%

3 FIRR on Equity #DIV/0!

4 FIRR on project #NUM!

5 NPV with 12% IRR (in Cr.) -51.40

6 Average DSCR 0.51

The Project is financially non viable as per the above financial calculations. The detailed financial

analysis is presented in Annexure Volume.

So this project is proposed in Annuity Mode, Annuity calculations are attached below.

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R2/H2

1.8. Annuity Calculations

1 : Financial Abstract

Government Contribution (during Construction

Period) 50.0%

Government Contribution (during operation Period) 50%

Base Year 2015

Rupee Crores

TPC 74.88

Fiancial Overhead of Construction Period 8%

Escalation Factor 5%

Toll Period (excluding construction period) 10

Rate of Interest 12.50%

Construction Period (Years) 1.5

Road Length in Kms.

45.700

Toll Plaza Operating Cost

0.75

Annual Maintanance (in Million)

0.0175

Periodic Maintanance

0.30

Tax Rate 33.90%

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R2/H2

Finacial Year Base Year

Yearly Distribution Total Quarterly Distribution

2017 2018 2019 Total % to cost

Year 2015 2017 2018 2019 Total 20% 20% 20% 20% 20% 100%

Construction Completed 20% 60% 20% 100% 20% 40% 60% 80% 100%

Year Wise Investment

Total Investment 16.51 52.01 18.20 86.72 16.51 17.34 17.34 17.34 18.20 86.72

Source of Fianance

Total Investment 86.72

Govt. Contribution during construction 50.00% 8.26 26.01 9.10 43.36 8.26 8.67 8.67 8.67 9.10 34.69 50%

Total Cost excluding Govt. Contribution 43.36 52.03

Equity Contribution 30.00% 13.01 2.48 2.60 2.60 2.60 2.73 13.01 15%

Term Loan/Fund 70.00% 30.35 5.78 6.07 6.07 6.07 6.37 30.35 35%

Total 16.51 17.34 17.34 17.34 18.20 86.72

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R2/H2

Annuity Payment during O&M Period (in Cr.)

1 Year 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028

2 Total annuity eligible 34.69 32.61 30.53 28.45 24.99 21.53 18.07 14.61 9.75 4.89

3 Rate of Interest 12.50%

4 % Annuity Applicable 3% 3% 3% 5% 5% 5% 5% 7% 7% 7%

5 Ist Biannual

Annuity 1.04 1.04 1.04 1.73 1.73 1.73 1.73 2.43 2.43 2.43

6 Interest 2.17 2.04 1.91 1.78 1.56 1.35 1.13 0.91 0.61 0.31

7 2nd Biannual

Annuity 1.04 1.04 1.04 1.73 1.73 1.73 1.73 2.43 2.43 2.43

8 Interest 2.10 1.97 1.84 1.67 1.45 1.24 1.02 0.76 0.46 0.15

9 Yearly Annuity 2.08 2.08 2.08 3.46 3.46 3.46 3.46 4.86 4.86 4.86

10 Total Interest 4.27 4.01 3.75 3.45 3.01 2.59 2.15 1.67 1.07 0.46

11 Net Annuity including Interest 6.35 6.09 5.83 6.91 6.47 6.05 5.61 6.53 5.93 5.32

1 : FINANCIAL SUMMARY

In Construction

Period

In

Operation

Period

No. of Annuity 2 10

Net Annuity (Including Interest) in Cr. 48.41 85.25

********

Page 1 of 34


ICSC/PWDRJ/27/Final Feasibility

Report-R2/H2

Chapter-2: PROJECT DESCRIPTION

The project road segment is identified for Improvement and Up gradation to 2- Lane

configuration from Salumber – Dhariyawad – SH-81A (old MDR-12) (the “Highway-II”) for a

length of about 45.745 km (as per topographic survey) The road primarily connects blocks viz,

Jhalara – Dhariyawad and other important Villages. This highway segment serves as the

artery, provides connectivity to existing SH & State Highway No. – 32 (MP State). The project

road starts at three legged junction at Km-184+500 of SH-32 (Salumber- Banswara section)

and ends at three legged junction at Dhariyawad (End Point of SH-80(Bhatewar- Bansi-

Dhariyawad) & Start Point of SH-81A (old MDR-12) (Dhariyawad- Pratapgarh- MPBorder).

Figure 2.1: Location Map of Salumber - Dhariyawad Road

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Report-R2/H2

2.1 Start Point

The project road starts at three legged junction at Km-184+500 of SH-32 (Salumber- Banswara

section)

Figure 2.2: Start Point of Project

Figure 2.3: Aerial View of Start Point

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Report-R2/H2

2.2 End Point

The Project road terminates at ends at three legged junction at Dhariyawad (End Point of SH-

80(Bansi- Dhariyawad) & Start Point of SH-81A (old MDR-12) (Dhariyawad- Pratapgarh- MPBorder).

Figure 2.4: End Point of Project

Figure 2.4: Aerial View of End Point

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Report-R2/H2

2.3 Importance

The project road starts at three legged junction at Km-184+500 of SH-32 (Salumber- Banswara

section) and ends at three legged junction at Dhariyawad (End Point of SH-80(Bhatewar- Bansi-

Dhariyawad).The design length of project road is 45.700 Km.

The project road will act as an important link for SH – 32 (Salumber- Baanswara Section),

SH-79 (Bhatewar- Bansi Section), SH-80 (Bansi- Dhariyawad Section) & SH-81A (old MDR-

12) (Dhariyawad- Pratapgarh – MP Border) but presently condition of the stretch is poor,

After construction of project road, the traffic coming from will expected to ply on the

project road which is going to be a shortest route.

The area is famous for the Lac cultivation. A large part of the India's total lac production comes

from this area. Lac, a natural polymer (resin) is produced by a tiny insect, Kerria lacca (Kerr),

which is purposely cultured on shoots of several species of trees, mainly palas, kusum and ber. This

agricultural profession of lac cultivation is a subsidiary source of income for a large number of

families in the area.

Majority of the population is in the Dhariyawad Town and they are dependent on agriculture and

forests for their livelihood. Lack of food security from the land has compelled many tribal families

to migrate out of their own villages. This is despite the fact that the existing landholdings can

provide stable livelihoods to the tribal families. Lack of land development, irrigation, credit, know-

how for improved agriculture, access to market etc. act as serious constraints leading to a large

number of impoverished tribal families.

2.4 Junctions

The project road connects different categories roads such as State Highway, Major District Road &

Village roads. There are 03 Major Junction and 22 Minor Junctions exist along the project road.

The junctions located on project road are depicted in Table-2.1.

Table – 2.1

List of junctions located on Project Road

S.No Location Type/Destinations of

Cross Road or railway

Type of

Junction Category of Road

Road

Side Remarks

1 0+000 LHS- Salumber

RHS- Banswara Y SH-32 BHS Major

2 2+530 To Dhavdi Y PMGSY RHS Minor

3 5+400 To KalyanaKhurd T PMGSY RHS Minor

4 7+950 To Bori Village T PMGSY LHS Minor

5 9+050

LHS - Hadmatiya

kalan

RHS – To Bori Village

X Village Road BHS Minor

6 10+200 To Babrana Y Village Road RHS Minor

7 12+300 To Stone Mine Y Village Road LHS Minor

8 13+520 To Devad Village T PMGSY RHS Minor

9 16+950 To Devla Kalan T CMGSY RHS Minor

10 18+550 To Budel Village T Village Road RHS Minor

11 20+170 To Jagat falan T Village Road RHS Minor

12 20+350 To Lohargarh T Village Road RHS Minor

13 22+650 LHS – To Talapur

RHS – To Deola X Village Road BHS Minor

14 30+450 To Ultan T Village Road RHS Minor

15 32+800 To Jhadoli T Village Road LHS Minor

Page 5 of 34



Report-R2/H2

16 33+900 To Managaon T PMGSY LHS Minor

17 36+350 LHS- To Parel

RHS- To Valisima X Village Road BHS Minor

18 38+100 To Salumber T MDR-12B LHS Major

19 38+350 To Nalwa T Village Road LHS Minor

20 41+950 To Parsola T Village Road RHS Minor

21 43+200 To Sakhikheda T PMGSY RHS Minor

22 43+800 To Payra T PMGSY LHS Minor

23 44+200 To Lasadiya T PMGSY LHS Minor

24 45+300 To Dhariyawad Town Y Town Road RHS Minor

25 45+745 LHS- To Bhatewar

RHS- To Pratapgarh T

LHS-- SHW-80 &

RHS--- SHW-81 BHS Major

Fig. 2.13 Major Junction (Start Point)@0+000 Fig. 2.14 Minor Junction@7+950

Fig. 2.19 Minor Junction@18+550 Fig. 2.21 Major Junction (End

point)@45+745

2.5 Towns / Villages along the Project Highway

Numbers of villages/ town are situated by the side of the project stretch. List of such villages

together with population as per 2011 census is given below in tabular form:

Page 6 of 34



Report-R2/H2

Table – 2.2

List of Villages/Towns on the Project Highway

Sr.

No

.

Village Start

Ch.

End

Ch.

Length

(km)

Populatio

n Block District

1 Jhallara 0+000 0+200 0.2 1532 Salumber Udaipur

2 Mandli 2+300 2+700 0.4 1053 Salumber Udaipur

3 Jodhpur oochi

Mogri 3+100 3+350 0.25 293 Salumber Udaipur

4 Kalyankalan 4+100 4+800 0.7 919 Salumber Udaipur

5 Bori 7+900 8+100 0.2 884 Salumber Udaipur

6 Matasula 9+450 9+750 0.3 1383 Salumber Udaipur

7 Bada Talab 12+750 13+050 0.3 678 Salumber Udaipur

8 Manpur 16+100 16+700 0.6 3051 Salumber Udaipur

9 Sajnot 16+900 17+500 0.6 1416 Salumber Udaipur

10 Budel 17+800 19+100 1.3 239 Salumber Udaipur

11 Dayagaon 31+300 33+000 1.7 490 Dhariyawa

d

Pratapgar

h 12 Arbada 35+500 36+000 0.5 230 Dhariyawa

d

Pratapgar

h 13 Dhariyawad 44+300 45+745 1.445 11368 Dhariyawa

d

Pratapgar

h

Fig. 2.7 Jhallara Village (Ch.0+100) Fig. 2.8 Mandli Village (Ch.2+500)

Page 7 of 34



Report-R2/H2

Fig. 2.9 KalyanKalan Village (Ch.4+500) Fig. 2.10 Bori Village(Ch.7+900)

Fig. 2.11 Dayagaon Village (Ch.32+400) Fig. 2.12 Dhariyawad Town

(Ch.44+800)

2.6 Existing Road alignment

The alignment passes through plain terrain. Generally the horizontal alignment of the project road is

mostly in rural area flared up with agricultural land use. However it consists of the sharp curves with

deficient geometric at several locations. Table 2.3 shows the chainage wise detail of vertical

geometry. Generally the horizontal alignment of the project road is mostly in rural area flared up with

agricultural land use. However it consists of the sharp curves with deficient geometric at several

locations.

Table 2.3 Vertical Geometry Details

S.No. From To Terrain Classification

1 0+000 10+600 Plain terrain

2 10+600 14+000 Rolling Terrain

3 14+000 20+000 Plain Terrain

4 20+000 25+000 Hilly terrain

5 25+000 45+745 Plain Terrain

Page 8 of 34



Report-R2/H2

Fig. 2.32: Existing Road Geometry

2.7 Pavement

During reconnaissance survey visual condition of the project road reveals that project road is

in fair condition for about 64% (major patch work) & 36% needs improvements (Poor

Condition) , especially for the reaches traversing through urban areas. Table 2.4 Showing

Detail Condition of Project Road:-

Table 2.4: Summary of Existing Cross-section details

Carriageway

Width

Total Length

(km) Length (in km) Type

3.0

SL- 8.9 6.4 BT

3.75 2.5 BT

5.5m

IL- 19.8 1.5 CC

18.3 BT

7.0m

2L- 17.045 16.2 BT

0.845 CC

Total 45.745 km 45.745 km

Condition Length(km) % of total

length

Fair 30.0 64%

Poor 15.745 36%

Total 45.745 km 100%

Table 2.5 Pavement Condition of project Road

Start

Ch. End Ch. Length (in

km) Type Width

(in

M)

Condition Remark

0+000 4+200 4.2 BT 5.5 Poor

4+200 4+500 0.3 CC 5.5 Poor

4+500 16+400 11.9 BT 5.5 Fair

16+400 16+500 0.1 CC 5.5 Poor

16+500 16+800 0.3 BT 5.5 Poor

16+800 16+900 0.1 CC 5.5 Poor

16+900 18+000 1.1 BT 5.5 Fair

18+000 24+400 6.4 BT 3.0 Poor

24+400 40+600 16.2 BT 7.0 Fair

40+600 43+100 2.5 BT 3.75 Poor

43+100 44+100 1.0 CC 5.5 Poor

44+100 44+900 0.8 BT 5.5 Fair

44+900 45+745 0.845 CC 7.0 Poor

Total 45.745 Km

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Report-R2/H2

Fair Condition Poor Condition

Fig. 2.33 Road Condition

DRAINAGE

Earthen Drains were found in Rural Areas & No RCC Drains was reported on the project road.

2.8 EXISTING ROW:

Revenue maps reveals that the existing Right of Way (ROW) of the project road varies between 3m

to 70m. The chainage wise existing ROW details are shown below:

S.no.

From

Chainage To Chainage Existing R.O.W (m)

1 0 100 17

2 100 200 12

3 200 300 15

4 300 400 19

5 400 500 13

6 500 600 12

7 600 700 12

8 700 800 14

9 800 900 14

10 900 1000 23

11 1000 1100 21

12 1100 1200 27

13 1200 1300 29

14 1300 1400 17

15 1400 1500 14

16 1500 1600 10

17 1600 1700 13

18 1700 1800 11

19 1800 1900 16

20 1900 2000 17

21 2000 2100 14

22 2100 2200 13

23 2200 2300 9

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Report-R2/H2

24 2300 2400 15

25 2400 2500 12

26 2500 2600 17

27 2600 2700 26

28 2700 2800 34

29 2800 2900 17

30 2900 3000 20

31 3000 3100 10

32 3100 3200 9

33 3200 3300 10

34 3300 3400 13

35 3400 3500 14

36 3500 3600 13

37 3600 3700 9

38 3700 3800 23

39 3800 3900 19

40 3900 4000 9

41 4000 4100 9

42 4100 4200 23

43 4200 4300 16

44 4300 4400 6

45 4400 4500 10

46 4500 4600 8

47 4600 4700 8

48 4700 4800 13

49 4800 4900 24

50 4900 5000 23

51 5000 5100 19

52 5100 5200 15

53 5200 5300 28

54 5300 5400 27

55 5400 5500 13

56 5500 5600 17

57 5600 5700 18

58 5700 5800 6

59 5800 5900 16

60 5900 6000 14

61 6000 6100 25

62 6100 6200 15

63 6200 6300 21

64 6300 6400 14

65 6400 6500 21

66 6500 6600 26

67 6600 6700 25

68 6700 6800 15

69 6800 6900 14

70 6900 7000 12

71 7000 7100 14

72 7100 7200 13

73 7200 7300 14

74 7300 7400 15

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Report-R2/H2

75 7400 7500 16

76 7500 7600 9

77 7600 7700 17

78 7700 7800 18

79 7800 7900 13

80 7900 8000 19

81 8000 8100 19

82 8100 8200 15

83 8200 8300 17

84 8300 8400 21

85 8400 8500 16

86 8500 8600 10

87 8600 8700 15

88 8700 8800 13

89 8800 8900 14

90 8900 9000 14

91 9000 9100 14

92 9100 9200 13

93 9200 9300 15

94 9300 9400 12

95 9400 9500 18

96 9500 9600 16

97 9600 9700 15

98 9700 9800 13

99 9800 9900 12

100 9900 10000 13

101 10000 10100 11

102 10100 10200 21

103 10200 10300 19

104 10300 10400 12

105 10400 10500 14

106 10500 10600 31

107 10600 10700 14

108 10700 10800 14

109 10800 10900 17

110 10900 11000 10

111 11000 11100 10

112 11100 11200 11

113 11200 11300 9

114 11300 11400 11

115 11400 11500 17

116 11500 11600 9

117 11600 11700 12

118 11700 11800 11

119 11800 11900 13

120 11900 12000 9

121 12000 12100 12

122 12100 12200 9

123 12200 12300 13

124 12300 12400 12

125 12400 12500 14

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Report-R2/H2

126 12500 12600 13

127 12600 12700 11

128 12700 12800 13

129 12800 12900 15

130 12900 13000 13

131 13000 13100 14

132 13100 13200 11

133 13200 13300 11

134 13300 13400 11

135 13400 13500 15

136 13500 13600 21

137 13600 13618 14

138 13618 13700 18

139 13700 13800 Forest Area

140 13800 13900 Forest Area

141 13900 14000 Forest Area

142 14000 14100 Forest Area

143 14100 14200 Forest Area

144 14200 14300 Forest Area

145 14300 14400 Forest Area

146 14400 14500 Forest Area

147 14500 14600 Forest Area

148 14600 14700 Forest Area

149 14700 14800 Forest Area

150 14800 14900 Forest Area

151 14900 15000 Forest Area

152 15000 15100 Forest Area

153 15100 15200 Forest Area

154 15200 15300 Forest Area

155 15300 15400 Forest Area

156 15400 15408 Forest Area

157 15408 15500 Forest Area

158 15500 15600 7

159 15600 15700 11

160 15700 15800 8

161 15800 15900 7

162 15900 16000 8

163 16000 16100 11

164 16100 16200 8

165 16200 16300 9

166 16300 16400 12

167 16400 16500 11

168 16500 16600 16

169 16600 16700 21

170 16700 16800 14

171 16800 16900 17

172 16900 17000 8

173 17000 17100 16

174 17100 17200 11

175 17200 17300 9

176 17300 17400 9

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177 17400 17500 10

178 17500 17600 15

179 17600 17700 12

180 17700 17800 11

181 17800 17900 11

182 17900 18000 16

183 18000 18100 11

184 18100 18200 13

185 18200 18300 12

186 18300 18400 17

187 18400 18500 11

188 18500 18600 10

189 18600 18700 13

190 18700 18800 12

191 18800 18900 18

192 18900 19000 14

193 19000 19100 18

194 19100 19200 14

195 19200 19300 16

196 19300 19400 17

197 19400 19500 14

198 19500 19600 16

199 19600 19700 15

200 19700 19800 17

201 19800 19900 11

202 19900 20000 15

203 20000 20100 14

204 20100 20200 10

205 20200 20300 16

206 20300 20400 14

207 20400 20500 15

208 20500 20600 15

209 20600 20700 15

210 20700 20800 19

211 20800 20900 22

212 20900 21000 18

213 21000 21100 14

214 21100 21200 17

215 21200 21300 13

216 21300 21400 11

217 21400 21500 10

218 21500 21600 6

219 21600 21700 4

220 21700 21800 4

221 21800 21900 7

222 21900 22000 3

223 22000 22100 6

224 22100 22200 4

225 22200 22300 4

226 22300 22400 4

227 22400 22500 5

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228 22500 22600 14

229 22600 22700 9

230 22700 22800 11

231 22800 22900 5

232 22900 23000 3

233 23000 23100 5

234 23100 23200 8

235 23200 23300 6

236 23300 23400 7

237 23400 23500 6

238 23500 23600 11

239 23600 23700 5

240 23700 23800 4

241 23800 23900 11

242 23900 24000 25

243 24000 24100 70

244 24100 24200 Forest Area

245 24200 24300 Forest Area

246 24300 24400 Forest Area

247 24400 24500 Forest Area

248 24500 24600 Forest Area

249 24600 24700 Forest Area

250 24700 24800 Forest Area

251 24800 24900 Forest Area

252 24900 25000 Forest Area

253 25000 25080 Forest Area

254 25080 25100 Forest Area

255 25100 25200 15

256 25200 25300 15

257 25300 25400 14

258 25400 25500 13

259 25500 25600 23

260 25600 25700 19

261 25700 25800 10

262 25800 25900 13

263 25900 26000 10

264 26000 26100 10

265 26100 26200 8

266 26200 26300 8

267 26300 26400 6

268 26400 26420 6

269 26420 26500 8

270 26500 26600 Forest Area

271 26600 26700 Forest Area

272 26700 26800 Forest Area

273 26800 26900 Forest Area

274 26900 27000 Forest Area

275 27000 27100 Forest Area

276 27100 27200 Forest Area

277 27200 27300 Forest Area

278 27300 27400 Forest Area

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279 27400 27500 Forest Area

280 27500 27600 Forest Area

281 27600 27700 Forest Area

282 27700 27800 Forest Area

283 27800 27900 Forest Area

284 27900 28000 Forest Area

285 28000 28100 Forest Area

286 28100 28200 Forest Area

287 28200 28300 Forest Area

288 28300 28400 Forest Area

289 28400 28500 Forest Area

290 28500 28600 Forest Area

291 28600 28700 Forest Area

292 28700 28800 Forest Area

293 28800 28900 Forest Area

294 28900 29000 Forest Area

295 29000 29100 Forest Area

296 29100 29200 Forest Area

297 29200 29300 Forest Area

298 29300 29400 Forest Area

299 29400 29500 Forest Area

300 29500 29600 Forest Area

301 29600 29700 Forest Area

302 29700 29800 Forest Area

303 29800 29900 Forest Area

304 29900 30000 Forest Area

305 30000 30100 Forest Area

306 30100 30200 Forest Area

307 30200 30300 Forest Area

308 30300 30400 Forest Area

309 30400 30500 Forest Area

310 30500 30600 Forest Area

311 30600 30700 Forest Area

312 30700 30800 Forest Area

313 30800 30900 Forest Area

314 30900 31000 Forest Area

315 31000 31100 Forest Area

316 31100 31200 Forest Area

317 31200 31300 Forest Area

318 31300 31400 Forest Area

319 31400 31500 Forest Area

320 31500 31600 Forest Area

321 31600 31700 Forest Area

322 31700 31800 Forest Area

323 31800 31900 Forest Area

324 31900 32000 Forest Area

325 32000 32100 Forest Area

326 32100 32200 Forest Area

327 32200 32300 Forest Area

328 32300 32400 Forest Area

329 32400 32500 Forest Area

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330 32500 32600 Forest Area

331 32600 32700 Forest Area

332 32700 32800 Forest Area

333 32800 32900 Forest Area

334 32900 33000 Forest Area

335 33000 33100 Forest Area

336 33100 33200 Forest Area

337 33200 33300 24

338 33300 33400 14

339 33400 33500 20

340 33500 33600 19

341 33600 33700 18

342 33700 33800 17

343 33800 33900 16

344 33900 34000 18

345 34000 34100 13

346 34100 34200 13

347 34200 34300 16

348 34300 34400 16

349 34400 34500 8

350 34500 34600 10

351 34600 34700 9

352 34700 34800 21

353 34800 34900 21

354 34900 35000 18

355 35000 35100 19

356 35100 35200 18

357 35200 35300 18

358 35300 35400 16

359 35400 35500 13

360 35500 35600 12

361 35600 35700 16

362 35700 35800 10

363 35800 35900 13

364 35900 36000 13

365 36000 36100 11

366 36100 36200 11

367 36200 36300 13

368 36300 36400 22

369 36400 36500 20

370 36500 36600 9

371 36600 36700 9

372 36700 36800 12

373 36800 36900 12

374 36900 37000 13

375 37000 37100 13

376 37100 37200 13

377 37200 37300 12

378 37300 37400 10

379 37400 37500 8

380 37500 37600 16

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381 37600 37700 11

382 37700 37800 17

383 37800 37900 12

384 37900 38000 10

385 38000 38100 10

386 38100 38200 7

387 38200 38300 8

388 38300 38400 16

389 38400 38500 7

390 38500 38600 10

391 38600 38700 9

392 38700 38800 5

393 38800 38900 7

394 38900 39000 6

395 39000 39100 7

396 39100 39200 7

397 39200 39300 7

398 39300 39400 8

399 39400 39500 8

400 39500 39600 9

401 39600 39700 8

402 39700 39800 9

403 39800 39900 9

404 39900 40000 6

405 40000 40100 4

406 40100 40200 5

407 40200 40300 4

408 40300 40400 7

409 40400 40500 7

410 40500 40600 7

411 40600 40700 4

412 40700 40800 8

413 40800 40900 6

414 40900 41000 6

415 41000 41100 7

416 41100 41200 4

417 41200 41300 7

418 41300 41400 9

419 41400 41500 6

420 41500 41600 6

421 41600 41700 7

422 41700 41800 8

423 41800 41900 7

424 41900 42000 6

425 42000 42100 5

426 42100 42200 6

427 42200 42300 7

428 42300 42400 6

429 42400 42500 8

430 42500 42600 15

431 42600 42700 15

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432 42700 42800 15

433 42800 42900 16

434 42900 43000 18

435 43000 43100 14

436 43100 43200 17

437 43200 43300 15

438 43300 43400 13

439 43400 43500 14

440 43500 43600 15

441 43600 43700 16

442 43700 43800 6

443 43800 43900 8

444 43900 44000 9

445 44000 44100 6

446 44100 44200 4

447 44200 44300 4

448 44300 44400 6

449 44400 44500 4

450 44500 44600 10

451 44600 44700 7

452 44700 44800 9

453 44800 44900 9

454 44900 45000 25

455 45000 45100 6

456 45100 45200 7

457 45200 45300 7

458 45300 45400 7

459 45400 45500 7

460 45500 45600 7

461 45600 45700 7

2.9 Cross drainage structures

There are 107 nos. structure found in 45.745 km length. It has been observed that there are 11

locations where new culverts are to be provided. The summary and proposed improvement for

existing bridges and culverts are given Improvement Proposal of this Volume.

Table 2.7 - Summary of Structures

Major

Bridge

Minor

Bridge

Slab

Culvert Siphon

Hume Pipe

Culvert

Arch

Culvert

0 Nos. 17 Nos. 57 Nos. 14 Nos. 19 Nos. -

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MINOR BRIDGES

Fig. 2.22 Minor Bridge At Ch-3+930 (3x5.5 m)

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Fig. 2.23 Minor Bridge At Ch-7+160 (3x4.5m)

Fig. 2.24 Minor Bridge At Ch-8+960 (4x7m)

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EXISTING DETAILS PROPOSED DETAILS

S.NO Survey

Chainage

TYPE OF CD STRUCTURE

S

SPAN ARRANGEMENT

PROPOSAL TYPE OF CD STRUCTUR

E

SPAN ARRANGEMENT

1 0+085 HPC BURIED Reconstruction HPC 1 ROW 1200

2 0+350 SLAB 1X1M Reconstruction SLAB 1X2M

3 0+645 siphon Reconstruction siphon

4 1+350 HPC 1 ROW 1000 Widening HPC 1 ROW 1000

5 2+140 SLAB 1X5 M Reconstruction SLAB 1X5 M

6 2+475 SLAB 1X1 M Widening SLAB 1x1

7 2+585 - - New

Construction HPC 1 ROW 1200

8 3+930 SLAB 3X5.5 M Widening SLAB 3X5.5 M

9 5+130 SLAB 1X1.2 M Reconstruction HPC 1 ROW 1200


11 7+160 SLAB 3X4.5 M Widening SLAB 3x4.5

12 8+320 Hpc 1x600 Reconstruction HPC 1 ROW 1200


14 9+710 SLAB 1X2 M Reconstruction SLAB 1X2M

15 10+230 SLAB 1X3 M Retain


17 10+660 Slab 1x1.2 Widening SLAB 1X1.2 M


19 11+600 SLAB 1X2.5 M Reconstruction SLAB 1X3 M



22 13+575 HPC 1 ROW 600 Reconstruction HPC 1 ROW 1200

23 13+775 SLAB 1X1.2 M Reconstruction SLAB 1X2M




27 14+580 1ROW 600 Reconstruction HPC 1 ROW 1200

28 15+200 HPC 1 ROW 1000 Widening HPC 1 ROW 1000

29 15+390 BOX 1X1 M Reconstruction Slab 1X2 M


31 16+000 Hpc 1ROW 600 Reconstruction HPC 1 ROW 1200

32 16+570 Siphon Reconstruction Siphon





37 18+075 HPC 1ROW 600 Reconstruction HPC 1 ROW 1200

38 18+475 HPC Burried Reconstruction HPC 1 ROW 1200

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40 19+205 HPC/ Slab 1 ROW 600 &

1x1m Reconstruction HPC 2 ROW 1200



43 20+050 SLAB 1X1 M Reconstruction HPC 1 ROW 1200







50 23+650 Siphon Retain












62 26+440 Siphon Retain



65 27+040 1x600 Reconstruction HPC 1 ROW 1200

66 27+300 SLAB 7x3 M Widening SLAB 7x3







73 29+800 SLAB 2X2 M Widening SLAB 1X4 M


75 31+450 SLAB 1X2 M Widening SLAB 1X2M





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81 35+900 HPC 1 ROW 600 , 300 Reconstruction HPC 1 ROW 1200



84 36+300 siphon Retain



87 37+040 SLAB 2X2 M Reconstruction Slab 1X4M





92 38+480 SLAB 1X2 M Reconstruction Slab 1X2M













105 42+250 SLAB 2X1.5 M Reconstruction SLAB 1X3 M



108 43+910 SLAB 1X4.4 M Widening SLAB 1X4 M

109 44+425 SLAB 3x5, 5x6.4 Widening SLAB 3x5+5x6.4


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2.10 Road Length passing through Forest Area

Detail are forest are listed below:-

S.No. Name of Forest

Name of Revenue Village

Forest Block Chainage

Forest Land

From TO Length (Meter)

Width (Meter)

Area (Sqm)

1 Manpur PF Bada Talab, Sajnot 13618 15408 1790 30 53700

2 Devla PF Devla 24000 25080 1080 30 32400

3 Karcheliya PF Padla, Daragaon,

Jhadoli, Talaya Nimdi

26420 33105 6685 30 200550

Total Forest Area 286650

Fig 2.6 Forest Location Map

2.11 RAIL-ROAD CROSSING:

There is no rail road level crossing exists at project corridor.

2.12 ONGOING DEVELOPMENT PLANS

No development plan reported for this road during preliminary survey.

2.13 ENCROACHMENTS

There are no major encroachments observed anywhere on the road. Few temporary

encroachments were observed at Village portions of the road.

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2.14 SOIL STRATA

Table 2.9 shows variations in Soil of Project Road.

Table2.9

Start Ch. End Ch. Length

(km)

Total

Length

(km)

Type of Soil Remark

13+400 16+500 3.1 16.65

Expansive Soil (BC Soil)

Both Side

32+150 45+700 13.55 Both Side

0+000 13+400 13.4 29.05

Non Expansive Soil (Red Soil ) Both Side

16+500 25+100 8.6 Non Expansive Soil (Hard Red Soil) Both Side

25+100 32+150 7.05 Non Expansive Soil (Yellow Soil ) Both Side

Total 45.7

2.15 SERVICE ROADS

There are no service roads along the road.

2.16 LAND AQUISITION

As per Circular of PWD, Rajasthan Proposed ROW is 30m. However, to start construction on site

16m ROW is required.

Hence land acquisition requirement for both 16m & 30m proposed ROW has been worked out

& listed below:-

Detail of Land Acquisition are:-

Summary of Land Acquisition

S.N. Type of land Area of Land to be Acquired (in Hec)

Proposed ROW - 16m

1 Govt. Land 1.370

2 Private land 5.716

3 Forest Land(30m) 28.665

Total Land to be Acquired (in Hec) 35.751

Proposed ROW - 30m

1 Govt. Land 6.5878




2.17 TRAFFIC

The vehicles basically use the road as connection between Dhariyawad Town, Salumber

Town & Pratapgarh Town as the project road connects SH-32 (Salumber- Banswara section)

with SHW-80 (Bansi- Dhariyawad Section) & SHW-81A (old MDR-12) (Dhariyawad- Pratapgarh-

MPborder Section), also the road is being used for connecting local villages located on

either side of road. The traffic mostly consists of agricultural vehicles like tractor trolleys etc.

other vehicles using the road are Local public buses, two wheelers and bicycles.

2.18 TRAFFIC SURVEY LOCATON

The traffic survey shall be conducted at

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A) Classified Volume Count Survey At

1. At Km 1+000 (Before Bori Village)

2. At Km 41+400 (Before Dhriyawad Town)

B) OD & Axle Load Spectrum Survey

1. At Km 41+400 (Before Dhriyawad Town)

c) Turning Movement Survey

1. At Km 0+000 (Start Point)

2. At Km 45+745 (End Point)

2.19 TRAFFIC DATA

Traffic data indicating of traffic count at key stations has been collected.

2.20 TOLL PLAZA LOCATIONS

Toll Plaza can be located at Km 34+000.

2.22 BYPASSES AND REALIGNMENTS:

No Bypasses & Realignments required on project road.

2.23 MISCELLANEOUS SERVICES

Various services available along the existing highway are as follows:-

Fuel Stations: - Six Fuel stations were observed on the road at Km 41+650 & Ch-43+600.

Telephone Facilities: Telephone facility is available in all villages on the road.

Police Station: - No Police Stations are located on the Road.

2.25 TREES WITHIN ROW

There are 72 trees within the ROW along both sides of the project road. These include Babool,

Neem, Local Trees etc.

2.26 RESOURCES

Labour: - Enough unskilled labour is available in the region.

Borrow Areas: - Good quality subgrade/aggregate is available on project road. (Average

lead 7km)

Location-

a) 5km towards Salumber from start point

b) Near Ch- 10+500

c) Near Ch-23+000

Bitumen: - The bitumen supply to this area, in general, comes from Mathura Refinery; required

quantity supply can be arranged from there.

Proposed Plant location: - Near Budel Village (between CH- 22+000 – 24+000) (avg lead-

12km)

2.27 UTILITIES

Electrical Poles: - Electrical poles are fixed both on the left hand side / right hand side mainly

in village area of the road.

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Optical Fiber Cables (OFC):- As per local inquiry, No OFC has been laid.

Water Supply Main Lines: - As per local inquiry water supply exists in main settlements along

the road.

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Chapter-3: SOCIO ECONOMIC PROFILE

3.1 Introduction

The Government of Rajasthan has taken initiatives in the up-gradation and development of its road

network in the State. In this context, Public Works Department Rajasthan is having a glorious history in

the development of National Highways, State Highways and Major District Roads at various

locations in the state of Rajasthan.

Most of the projects were operated under BOT scheme “Public – Private Partnership” scheme and

other being developed under EPC, MEGA and regular contract scheme. Several other projects

under PMGSY scheme are looked after by STATE PWD, RAJASTHAN for up gradation of State

Highways & Major District Roads. The department is also mainly entrusted with construction and

maintenance of Roads, Bridges and Government buildings etc.

This report deals with. Salumber - Dhariyawad Road SH-81A (old MDR-12) which needs to be

upgraded to Two Lane with granular Shoulders and the details of this road is given in Table No.

1.2.

Table 3.2 Details of Project Road

Sr. No. Name of Road MDR No. Chainage (in Km) Length as per

Topographic

Survey

(in Km)

Length as

per Design

(in Km)

From

(in Km)

To

(in Km)

1 Salumber -

Dhariyawad Road MDR-12 Km 0+000 Km 45+745 45.745 45.700

3.2 Objective

The main objective of the consultancy service is for carrying out Feasibility study for

finalizing alignment, cost and proper structuring and implementation for State Highway in

Rajasthan.

PWD, Rajasthan accordingly proposes to procure the services of feasibility Consultants for carrying

out suitable feasibility study for selection of the alignment, field investigation, hydraulic studies,

providing detailed structural design, evaluate detailed cost analysis, LA and R&R plan,

utility shifting & relocation plan, environmental analysis and recommending implementation

mode for taking up the project. Financial analysis/modeling shall be submitted along with Draft

Feasibility Report as guidance to PWD for taking up the project on Annuity basis with active

support of State/Central Government. The consultant shall clearly specify the type of contract

to be implemented for taking up the work considering the financial & economic viability of

the Road sections.

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3.3 Historical Background

The Indus Valley Civilization, one of the world's first and oldest, was in parts of what is now

Rajasthan. Kalibangan, in Hanumangarh district, was a major provincial capital of the Indus

Valley Civilization, now part of Pakistan. It is believed that Western Kshatrapas (405–35 BC)

were Saka rulers of the western part of India (Saurashtra and Malwa: modern Gujarat, Southern

Sindh, Maharashtra, Rajasthan). They were successors to the Indo-Scythians and were

contemporaneous with the Kushans, who ruled the northern part of the Indian subcontinent. The

Indo-Scythians invaded the area of Ujjain and established the Saka era (with their calendar),

marking the beginning of the long-lived Saka Western Satraps state. Matsya, a state of the Vedic

civilisation of India, is said to roughly corresponded to the former state of Jaipur in Rajasthan and

included the whole of Alwar with portions of Bharatpur. The capital of Matsya was

at Viratanagar (modern Bairat), which is said to have been named after its founder king Virata.

Traditionally the Meenas, Gurjars, Bhils, Rajputs, Rajpurohit, Charans, Jats, Yadavs, Bishnois,

PhulMali (Saini) and other tribes made a great contribution in building the state of Rajasthan. All

these tribes suffered great difficulties in protecting their culture and the land. Millions of them

were killed trying to protect their land. A number of Gurjars had been exterminated

in Bhinmal andAjmer areas fighting with the invaders. Bhils once ruled Kota. Meenas were rulers

of Bundi and the Dhundhar region.

Gurjars ruled many dynasties in this part of the country. In fact, this region was long k nown

as Gurjaratra. Up to the tenth century almost the whole of North India, excepting Bengal,

acknowledged the supremacy of the Gurjars with their seat of power at Kannauj.

The Gurjar Pratihar Empire acted as a barrier for Arab invaders from the 8th to the 11th century.

The chief accomplishment of the Gurjara Pratihara empire lies in its successful resistance to

foreign invasions from the west, starting in the days of Junaid. Historian R. C. Majumdar says that

this was openly acknowledged by the Arab writers themselves. He further notes that historians of

India have wondered at the slow progress of Muslim invaders in India, as compared with their

rapid advance in other parts of the world. Now there seems little doubt that it was the power of

the Gurjara Pratihara army that effectively barred the progress of the Arabs beyond the confines

of Sindh, their first conquest for nearly 300 years. The Mehrangarh Fort at Jodhpurwas built by Rao

Jodha in 1459. The earlier contributions of warriors and protectors of the land (the Meenas,

Gurjars, Ahirs, Jats and Bhils) were ignored and lost in history due to the stories of great valour

shown by certain specific clans in later years, which gained more prominence than the earlier

acts of bravery.

Modern Rajasthan includes most of Rajputana, which comprises the erstwhile nineteen princely

states, two chiefships, and the British district of Ajmer-Merwara.

Marwar (Jodhpur), Bikaner, Mewar (Udaipur), Alwar and Dhundhar (Jaipur) were some of the

main Rajput princely states. Bharatpur and Dholpur were Jat princely states whereas Tonk was a

princely state under a Muslim Nawab. Rajput families rose to prominence in the 6th century CE.

The Rajputs put up a valiant resistance to the Islamic invasions and protected this land with their

warfare and chivalry for more than 500 years. They also resisted Mughal incursions into India and

thus contributed to their slower-than-anticipated access to the Indian subcontinent. Later, the

Mughals, through a combination of treachery and skilled warfare, were able to get a firm grip on

northern India, including Rajasthan. Mewar led other kingdoms in its resistance to outside rule.

Most notably, Rana Sanga fought the Battle of Khanua against Babur, the founder of the Mughal

empire.

Samrat Hem Chandra Vikramaditya, the Hindu Emperor, also known as Hemu in the history of

India, was born in the village of Machheri in Alwar District in 1501. He won 22 battles against

Afghans, from Punjab to Bengal and defeated Akbar's forces twice at Agra and Delhi in 1556,

before acceding to the throne of Delhi and establishing the "Hindu Raj" in North India, albeit for a

http://en.wikipedia.org/wiki/Indus_Valley_Civilization

http://en.wikipedia.org/wiki/Kalibangan

http://en.wikipedia.org/wiki/Hanumangarh_district

http://en.wikipedia.org/wiki/Western_Kshatrapas

http://en.wikipedia.org/wiki/Saka

http://en.wikipedia.org/wiki/Indo-Scythians

http://en.wikipedia.org/wiki/Kushans

http://en.wikipedia.org/wiki/Ujjain

http://en.wikipedia.org/wiki/Saka_era

http://en.wikipedia.org/wiki/Saka_calendar

http://en.wikipedia.org/wiki/Western_Satraps

http://en.wikipedia.org/wiki/Vedic_civilisation



http://en.wikipedia.org/wiki/India

http://en.wikipedia.org/wiki/Jaipur

http://en.wikipedia.org/wiki/Bairat

http://en.wikipedia.org/wiki/Virata

http://en.wikipedia.org/wiki/Meena

http://en.wikipedia.org/wiki/Rajpurohit

http://en.wikipedia.org/wiki/Jat_people

http://en.wikipedia.org/wiki/Bhinmal

http://en.wikipedia.org/wiki/Ajmer

http://en.wikipedia.org/wiki/Kota_district

http://en.wikipedia.org/wiki/Bundi

http://en.wikipedia.org/wiki/Dhundhar

http://en.wikipedia.org/wiki/North_India

http://en.wikipedia.org/wiki/Bengal

http://en.wikipedia.org/wiki/Kannauj

http://en.wikipedia.org/wiki/Gurjara-Pratihara

http://en.wikipedia.org/wiki/Arab

http://en.wikipedia.org/wiki/Junaid

http://en.wikipedia.org/wiki/R._C._Majumdar

http://en.wikipedia.org/wiki/Sindh

http://en.wikipedia.org/wiki/Mehrangarh_Fort

http://en.wikipedia.org/wiki/Jodhpur

http://en.wikipedia.org/wiki/Rao_Jodha



http://en.wikipedia.org/wiki/Ahir

http://en.wikipedia.org/wiki/Rajputana

http://en.wikipedia.org/wiki/Ajmer-Merwara

http://en.wikipedia.org/wiki/Marwar

http://en.wikipedia.org/wiki/Bikaner

http://en.wikipedia.org/wiki/Alwar


http://en.wikipedia.org/wiki/Bharatpur,_India

http://en.wikipedia.org/wiki/Dholpur

http://en.wikipedia.org/wiki/Tonk_(princely_state)

http://en.wikipedia.org/wiki/Muslim

http://en.wikipedia.org/wiki/Mughal_Empire

http://en.wikipedia.org/wiki/Indian_subcontinent

http://en.wikipedia.org/wiki/Rana_Sanga

http://en.wikipedia.org/wiki/Battle_of_Khanua

http://en.wikipedia.org/wiki/Babur

http://en.wikipedia.org/wiki/Hemu

http://en.wikipedia.org/wiki/History_of_India

http://en.wikipedia.org/wiki/History_of_India

http://en.wikipedia.org/wiki/Alwar_District

http://en.wikipedia.org/wiki/Punjab,_India

http://en.wikipedia.org/wiki/Bengal

http://en.wikipedia.org/wiki/Agra

http://en.wikipedia.org/wiki/Delhi


http://en.wikipedia.org/wiki/North_India

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short duration, from Purana Quila in Delhi. He was killed in the Second Battle of Panipat.)

Maharana Pratap of Mewar resisted Akbar in the famous Battle of Haldighati (1576) and later

operated from hilly areas of his kingdom. The Bhils were Maharana's main allies during these wars.

Most of these attacks were repulsed even though the Mughal forces outnumbered Mewar

Rajputs in all the wars fought between them. The Haldighati war was fought between 10,000

Mewaris and a 100,000-strong Mughal force (including many Rajputs like Kachwahas from

Dhundhar). Maharana Pratap Singh, legendary sixteenth-centuryRajput ruler of Mewar

Over the years, the Mughals began to have internal disputes which greatly distracted them at

times. The Mughal Empire continued to weaken, and with the decline of the Mughal Empire in

the 18th century,Rajputana came under suzerainty of the Marathas. The Marathas, who were

Hindus from the state of what is now Maharashtra, ruled Rajputana for most of the eighteenth

century. The Maratha Empire, which had replaced the Mughal Empire as the overlord of the

subcontinent, was finally replaced by the British Empire in 1818.

Following their rapid defeat, the Rajput kings concluded treaties with the British in the early 19th

century, accepting British suzerainty and control over their external affairs in return for internal

autonomy.

Rajasthan's formerly independent kingdom created a rich architectural and cultural heritage,

seen even today in their numerous forts and palaces (Mahals and Havelis), which are enriched

by features of Islamic and Jain architecture.

The development of frescos in Rajasthan is linked with the history of the Marwaris, who played a

crucial role in the economic development of the region.[citation needed] Many wealthy families

throughout Indian history have links to Marwar. These include the legendary Birla, Bajaj and Mittal

families.

3.4 Geography, Forests & Agriculture

Geography:

The geographic features of Rajasthan are the Thar Desert and the Aravalli Range, which runs

through the state from southwest to northeast, almost from one end to the other, for more than

850 kilometres (530 mi). Mount Abu lies at the southwestern end of the range, separated from the

main ranges by the West Banas River, although a series of broken ridges continues

into Haryana in the direction of Delhi where it can be seen as outcrops in the form of the Raisina

Hill and the ridges farther north. About three-fifths of Rajasthan lies northwest of the Aravallis,

leaving two-fifths on the east and south direction. The northwestern portion of Rajasthan is

generally sandy and dry. Most of this region is covered by the Thar Desert which extends into

adjoining portions of Pakistan. The Aravalli Range does not intercept the moisture-giving

southwest monsoon winds off the Arabian Sea, as it lies in a direction parallel to that of the

coming monsoon winds, leaving the northwestern region in a rain shadow. The Thar Desert is

thinly populated; the town of Bikaner is the largest city in the desert. The Northwestern thorn scrub

forests lie in a band around the Thar Desert, between the desert and the Aravallis. This region

receives less than 400 mm of rain in an average year. Temperatures can exceed 45 °C in the

summer months and drop below freezing in the winter. The Godwar, Marwar, and

Shekhawati regions lie in the thorn scrub forest zone, along with the city of Jodhpur. The Luni

River and its tributaries are the major river system of Godwar and Marwar regions, draining the

http://en.wikipedia.org/wiki/Purana_Quila

http://en.wikipedia.org/wiki/Second_Battle_of_Panipat



http://en.wikipedia.org/wiki/Akbar

http://en.wikipedia.org/wiki/Battle_of_Haldighati

http://en.wikipedia.org/wiki/Kachwaha

http://en.wikipedia.org/wiki/Pratap_Singh_of_Mewar

http://en.wikipedia.org/wiki/Rajput

http://en.wikipedia.org/wiki/Mewar

http://en.wikipedia.org/wiki/Rajputana

http://en.wikipedia.org/wiki/Maratha_Empire

http://en.wikipedia.org/wiki/Marathas

http://en.wikipedia.org/wiki/Maharashtra

http://en.wikipedia.org/wiki/Maratha_Empire

http://en.wikipedia.org/wiki/Mughal_Empire

http://en.wikipedia.org/wiki/British_Empire

http://en.wikipedia.org/wiki/Suzerainty

http://en.wikipedia.org/wiki/Mahal_(palace)

http://en.wikipedia.org/wiki/Haveli

http://en.wikipedia.org/wiki/Islamic_architecture

http://en.wikipedia.org/wiki/Jain

http://en.wikipedia.org/wiki/Fresco

http://en.wikipedia.org/wiki/Marwaris

http://en.wikipedia.org/wiki/Wikipedia:Citation_needed

http://en.wikipedia.org/wiki/Birla_family

http://en.wikipedia.org/wiki/Jamnalal_Bajaj

http://en.wikipedia.org/wiki/Lakshmi_Mittal

http://en.wikipedia.org/wiki/Thar_Desert

http://en.wikipedia.org/wiki/Aravalli_Range

http://en.wikipedia.org/wiki/Mount_Abu

http://en.wikipedia.org/wiki/West_Banas_River

http://en.wikipedia.org/wiki/Haryana


http://en.wikipedia.org/wiki/Raisina_Hill



http://en.wikipedia.org/wiki/Thar_Desert

http://en.wikipedia.org/wiki/Monsoon

http://en.wikipedia.org/wiki/Arabian_Sea

http://en.wikipedia.org/wiki/Rain_shadow

http://en.wikipedia.org/wiki/Bikaner

http://en.wikipedia.org/wiki/Northwestern_thorn_scrub_forests



http://en.wikipedia.org/wiki/Godwar

http://en.wikipedia.org/wiki/Marwar

http://en.wikipedia.org/wiki/Shekhawati



http://en.wikipedia.org/wiki/Jodhpur

http://en.wikipedia.org/wiki/Luni_River



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western slopes of the Aravallis and emptying southwest into the great Rann of Kutch wetland in

neighbouring Gujarat. This river is saline in the lower reaches and remains potable only up to

Balotara in Barmer district. The Ghaggar River, which originates in Haryana, is an intermittent

stream that disappears into the sands of the Thar Desert in the northern corner of the state and is

seen as a remnant of the primitive Saraswati river. The Aravalli Range and the lands to the east

and southeast of the range are generally more fertile and better watered. This region is home to

the Kathiarbar-Gir dry deciduous forests ecoregion, with tropical dry broadleaf forests that

include teak, Acacia, and other trees. The hilly Vagad region lies in southernmost Rajasthan, on

the border with Gujarat. With the exception of Mount Abu, Vagad is the wettest region in

Rajasthan, and the most heavily forested. North of Vagad lies the Mewar region, home to the

cities of Udaipur and Chittaurgarh. The Hadoti region lies to the southeast, on the border with

Madhya Pradesh. North of Hadoti and Mewar lies the Dhundhar region, home to the state

capital of Jaipur. Mewat, the easternmost region of Rajasthan, borders Haryana and Uttar

Pradesh. Eastern and southeastern Rajasthan is drained by the Banas and Chambal rivers,

tributaries of the Ganges. The Aravalli Range runs across the state from the southwest peak Guru

Shikhar (Mount Abu), which is 1,722 m in height, to Khetri in the northeast. This range divides the

state into 60% in the northwest of the range and 40% in the southeast. The northwest tract is sandy

and unproductive with little water but improves gradually from desert land in the far west and

northwest to comparatively fertile and habitable land towards the east. The area includes the

Thar Desert. The south-eastern area, higher in elevation (100 to 350 m above sea level) and more

fertile, has a very diversified topography in the south lies the hilly tract of Mewar. In the southeast,

a large area within the districts of Kota andBundi forms a tableland. To the northeast of these

districts is a rugged region (badlands) following the line of the Chambal River. Farther north the

country levels out; the flat plains of the northeastern Bharatpur district are part of

an alluvial basin. Merta City lies in the geographical center of Rajasthan.

Forests: Rajasthan, the largest state of India having its geographical area 3, 42,239sq.km. which is

11% of the country's geographical area. It is situated in the northwestern part of the Indian Union

& lies between 23º30´ and 30º 11‟ North latitude and 69º 29‟ and 78º 17‟ East longitude. Rajasthan

state is largely an arid state for most of its part. It has only 9.5 % of total geographical area

recorded as forest. The Tropic of Cancer passes through south of Banswara town presenting an

irregular rhomboid shape, the state has a maximum length of 869 km. from west to east and 826

km. from north to south. The western boundry of the state is part of the Indo-Pak international

boundary, running to an extent of 1,070 km. It touches four main districts of region, namely,

Barmer, Jaisalmer, Bikaner and Ganganagar. The state is girdled by Punjab and Haryana states in

the north, Uttar Pradesh in the east, Madhya Pradesh in the southeast and Gujarat in the

southwest.

The forests of Rajasthan are spread unequally in Northern, Southern, Eastern and South Eastern

parts. The forests are mostly adapho-climatic climax forests. According to the legal status the

forests of the State can be classified as under:

http://en.wikipedia.org/wiki/Rann_of_Kutch

http://en.wikipedia.org/wiki/Gujarat

http://en.wikipedia.org/wiki/Ghaggar_River


http://en.wikipedia.org/wiki/Saraswati

http://en.wikipedia.org/wiki/Kathiarbar-Gir_dry_deciduous_forests

http://en.wikipedia.org/wiki/Tropical_and_subtropical_dry_broadleaf_forests

http://en.wikipedia.org/wiki/Teak

http://en.wikipedia.org/wiki/Vagad

http://en.wikipedia.org/wiki/Gujarat


http://en.wikipedia.org/wiki/Udaipur

http://en.wikipedia.org/wiki/Chittaurgarh

http://en.wikipedia.org/wiki/Hadoti


http://en.wikipedia.org/wiki/Jaipur


http://en.wikipedia.org/wiki/Uttar_Pradesh



http://en.wikipedia.org/wiki/Banas_River

http://en.wikipedia.org/wiki/Chambal_River

http://en.wikipedia.org/wiki/Ganges

http://en.wikipedia.org/wiki/Guru_Shikhar



http://en.wikipedia.org/wiki/Khetri


http://en.wikipedia.org/wiki/Kota_district

http://en.wikipedia.org/wiki/Bundi

http://en.wikipedia.org/wiki/Chambal_River

http://en.wikipedia.org/wiki/Bharatpur_district

http://en.wikipedia.org/wiki/Alluvial

http://en.wikipedia.org/wiki/Merta_City

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Agriculture:

1. Two third of the total geographical area is

under Desert. Agriculture in Rajasthan is

primarily rainfed. The average Rainfall is

46.4 cms.

2. The period of monsoon is shortest, ranging

around 2 to 2.5 months. Its onset is late and

withdrawal early as compared to other

States and one or two dry spells is a

common phenomenon.

3. 90 percent of the total rainfall is received

during monsoon season (July-Sept.). In

addition to spatial variation in rainfall,

there is great variation from year to year

4. About 63 percent of the total cultivation is

under Kharif season and is mostly

dependent (91%) on rainfall, which is

uneven, aberrant and uncertain.

5. About 74.16 percent of the irrigated area

(73.08 lac ha.) is under wells, tube-wells etc. The underground water is unsecured as the water

table is falling down.

6. Approximately 24.34 percent of the irrigated area is under canal irrigation where water

delivery (canal opening) is not coinciding with critical crop growth stages.

7. Efficient use of water is a pertinent issue in all command areas.

8. Mono-cropping system is predominant in almost all the 10 Agro Climatic Zones.

9. Rajasthan has only 1% Country‟s total Surface Water Resources.

3.5 Economy

Rajasthan's economy is primarily agricultural and pastoral. Wheat and barley are cultivated over

large areas, as are pulses, sugarcane, and oilseeds. Cotton and tobacco are the state's cash

crops. Rajasthan is among the largest producers of edible oils in India and the second largest

producer of oilseeds. Rajasthan is also the biggest wool-producing state in India and the

main opium producer and consumer. There are mainly two crop seasons. The water for irrigation

comes from wells and tanks. The Indira Gandhi Canal irrigates northwestern Rajasthan. The main

industries are mineral based, agriculture based, and textiles. Rajasthan is the second largest

producer of polyester fibre in India. The Pali and Bhilwara District produces more cloth than

Bhiwandi, Maharashtra and the bhilwara is the largest city in suitings production and export and

Pali is largest city in cotton and polyster in blouse pieces and rubia production and export.

Several prominent chemical and engineering companies are located in the city of Kota, in

southern Rajasthan. Rajasthan is pre-eminent inquarrying and mining in India. The Taj Mahal was

built from the white marble which was mined from a town called Makrana. The state is the

second largest source of cement in India. It has rich salt deposits at Sambhar, copper mines

at Khetri, Jhunjhunu, and zinc mines at Dariba, Zawar mines at Zawarmala for zinc, Rampura

http://en.wikipedia.org/wiki/Pastoral

http://en.wikipedia.org/wiki/Barley

http://en.wikipedia.org/wiki/Pulse_(legume)

http://en.wikipedia.org/wiki/Oilseed

http://en.wikipedia.org/wiki/Edible_oil

http://en.wikipedia.org/wiki/Oilseeds

http://en.wikipedia.org/wiki/Wool

http://en.wikipedia.org/wiki/Opium

http://en.wikipedia.org/wiki/Indira_Gandhi_Canal

http://en.wikipedia.org/wiki/Textiles

http://en.wikipedia.org/wiki/Polyester

http://en.wikipedia.org/wiki/Pali

http://en.wikipedia.org/wiki/Bhilwara_District

http://en.wikipedia.org/wiki/Bhiwandi



http://en.wikipedia.org/wiki/Bhilwara

http://en.wikipedia.org/wiki/Kota,_Rajasthan

http://en.wikipedia.org/wiki/Quarrying

http://en.wikipedia.org/wiki/Taj_Mahal

http://en.wikipedia.org/wiki/Makrana

http://en.wikipedia.org/wiki/Sambhar,_Rajasthan

http://en.wikipedia.org/wiki/Khetri

http://en.wikipedia.org/wiki/Zinc

http://en.wikipedia.org/wiki/Zinc

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Aghucha (opencast) near Bhilwara. Dimensional stone mining is also undertaken in Rajasthan.

Jodhpur sandstone is mostly used in monuments, important buildings and residential buildings.

This stone is termed as "chittar patthar". Rajasthan is also a part of the Mumbai-Delhi Industrial

corridor is set to benefit economically. The State gets 39% of the DMIC, with major districts of

Jaipur, Alwar, Kota and Bhilwara benefiting.

Rajasthan is earning 150 million (approx. US$2.5 million) per day as revenue from crude oil sector.

This earning is expected to reach 250 million per day in 2013 (which is an increase of 100 million

or more than 66 percent). The government of India has given permission to extract 300,000

barrels of crude per day from Barmer region which is now 175,000 barrels per day. Once this limit

is achieved Rajasthan will become leader in Crude extraction in Country. Bombay High leads

with a production of 250,000 barrels crude per day. Once the limit if 300,000 barrels per day is

reached, the overall production of the country will increase by 15 percent. Cairn India is doing

the work of exploration and extraction of crude oil in Rajasthan.

3.6 Education

During recent years, Rajasthan has made significant progress in the area of education. The state

government has been making sustained efforts to improve the education standard. In 2014, IIT,

IAS, Medical and CA all India toppers are from Rajasthan.

In recent decades, the literacy rate of Rajasthan has increased significantly. In 1991, the state's

literacy rate was only 38.55% (54.99% male and 20.44% female). In 2001, the literacy rate

increased to 60.41% (75.70% male and 43.85% female). This was the highest leap in the

percentage of literacy recorded in India (the rise in female literacy being 23%). At the Census

2011, Rajasthan had a literacy rate of 67.06% (80.51% male and 52.66% female). Although

Rajasthan's literacy rate is below the national average of 74.04% and although its female literacy

rate is the lowest in the country (closely followed by Bihar at 53.33%), the state has been praised

for its efforts and achievements in raising male and female literacy rates.

Rajasthan has three of India's finest educational institutions, Birla Institute of Technology and

Science, Pilani IIT Jodhpur and IIM Udaipur. Kota, Rajasthan, is known for its excellent coaching

for the engineering and medical college entrance examinations. Rajasthan has nine universities

and more than 250 colleges, 55,000 primary and 7,400 secondary schools. There are 41

engineering colleges with an annual enrolment of about 11,500 students. The state has 23

polytechnic colleges and 152 Industrial Training Institutes (ITIs) that impart vocational training.

In rural areas of Rajasthan, the literacy rate is 76.16% for males and 45.8% for females. This has

been debated across all the party level except BJP, when the governor of Rajasthan set a

minimum educational qualification for the village panchayat elections.

http://en.wikipedia.org/wiki/Bhilwara

http://en.wikipedia.org/wiki/Sandstone

http://en.wikipedia.org/wiki/Literacy

http://en.wikipedia.org/wiki/IIT_Jodhpur

http://en.wikipedia.org/wiki/IIM_Udaipur

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3.7 Demography

Rajasthan has a mainly Rajasthani population of approximately 68,621,012.

Rajasthan's population is made up mainly of Hindus, who account for 88.8% of the

population. Muslims make up 8.5%, Sikhs 1.4% and Jains 1.2% of the population. The state of

Rajasthan is also populated by Sindhis, who came to Rajasthan from Sindh province (now

in Pakistan) during the India- Pakistan separation in 1947. Hindi is the official and the most

widely spoken language in the state (91% of the population as per the 2001 census),

followed by Bhili (5%), Punjabi (2%), and Urdu (1%).

Table 3.7: Demography of State

Description 2011 2001

Approximate Population

6.86 Crores

5.65 Crore

Actual Population

68,548,437

56,507,188 Male

35,550,997

29,420,011 Female

32,997,440

27,087,177 Population Growth

21.31%

28.33% Percentage of total Population

5.66%

5.49% Sex Ratio

928

922 Child Sex Ratio

888

946 Density/km2

200

165 Density/mi2

519

428 Area km2

342,239

342,239 Area mi2

132,139

132,139 Total Child Population (0-6 Age)

10,649,504

10,651,002 Male Population (0-6 Age)

5,639,176

5,579,616 Female Population (0-6 Age)

5,010,328

5,071,386 Literacy

66.11 %

60.41 % Male Literacy

79.19 %

70.32 % Female Literacy

47.76 %

43.85 % Total Literate

38,275,282

27,702,010 Male Literate

23,688,412

18,047,157 Female Literate

14,586,870

9,654,853

http://en.wikipedia.org/wiki/Rajasthani_people

http://en.wikipedia.org/wiki/Hindus

http://en.wikipedia.org/wiki/Rajasthani_Muslims

http://en.wikipedia.org/wiki/Sikhs

http://en.wikipedia.org/wiki/Jainism

http://en.wikipedia.org/wiki/Sindhi_people

http://en.wikipedia.org/wiki/Sindh_province

http://en.wikipedia.org/wiki/Pakistan

http://en.wikipedia.org/wiki/Hindi_language_(Hindi_belt)

http://en.wikipedia.org/wiki/2001_Census_of_India

http://en.wikipedia.org/wiki/Bhili

http://en.wikipedia.org/wiki/Punjabi_language

http://en.wikipedia.org/wiki/Urdu

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3.8 DISTRICT PRATAPGARH

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History:

Sisodia clan is amongst the ancient royal families in India.[3] This family ruled Mewar for more than

eight hundred years. The famous Rajputs- Maharana Sangram Singh (also known as Rana Sanga),

Maharana Kumbha and Maharana Pratap (May 9, 1540 – January 19, 1597) all belonged to this

family. The rulers of 'Partabgadh-Raj' were descendants of Sisodia clan of Mewar Rajputs.[4]

Maharana Kumbha (1433–1468) was the ruler of Chittaurgarh state in the 14th century. Legend has

it that due to some family dispute on property issues with his cousin Kshem Singh alias Kshemkarna

(1437–1473), angry King Kumbha expelled him from his territory. Kshemkarn's family was refugee for

some time and lived in the Aravali ranges in the southernmost part of Mewar regime. In 1514,

Kshemkarn‟s son Prince Surajmal (1473–1530) became the ruler of Devalia. Surajmal established his

capital of „Kanthal-Desh‟ at Dewaliya, (also called Devgarh), a small town about 10 km in the west

from present Pratapgarh town, where old temples, cenotaphs, a historical palace and other ruins

of bygone Partabgarh regime still can be seen. Thus, historically, Pratapgarh has been an integral

part of Mewar Rulers of Udaipur.

Geography:

Pratapgarh is located at 24.03° N 74.78° E with an average elevation of 580 meters (1610 feet

above mean sea level). It is said to be the second highest place (?) in Rajasthan after Mount Abu.

Situated on the junction of the Aravali mountain ranges and the Malwa Plateau its unique location

prominently carries the geological characteristics of these both. The geographical area of

Pratapgarh is 4,11,736 hectares, out of which forest area is 1,20,976 hectares (2009-'10).

Economy:

Major crops of this region are wheat, barley, maize, groundnuts, soya beans, gram, mustard, and

some pulses.

Opium is also a major crop of Pratapgarh. There are 6,781 license holder-farmers in the district

cultivating opium. The production of opium in 2011 in Pratapgarh district was 15,85,373.410 kg

precisely as per statistics of District Opium Officer, Pratapgarh, Narcotics Bureau, Government of

India.

Demographics:

The population of Pratapgarh in 1881 AD was 79,568; whereas it was 1,10,530 in 1951. According to

the 2011 censusPratapgarh district (Rajasthan) has a population of 868,231,[2] roughly equal to

the nation of Qatar[5] or the US state ofDelaware.[6] This gives it a ranking of 472nd in India (out of

a total of 640).[2] The district has a population density of 211 inhabitants per square kilometre

(550/sq mi) .[2] Its population growth rate over the decade 2001-2011 was 22.84%.[2]Pratapgarh

has a sex ratio of 982 females for every 1000 males,[2] and a literacy rate of 56.3%.[2]

Pratapgarh District Overview An official Census 2011 detail of Pratapgarh, a district of Rajasthan

https://en.wikipedia.org/wiki/Sisodia

https://en.wikipedia.org/wiki/Pratapgarh_district,_Rajasthan#cite_note-3

https://en.wikipedia.org/wiki/Mewar

https://en.wikipedia.org/wiki/Rajput

https://en.wikipedia.org/wiki/Rana_Sanga

https://en.wikipedia.org/wiki/Maharana_Pratap


https://en.wikipedia.org/wiki/Maharana_Kumbha

https://en.wikipedia.org/wiki/Mount_Abu

https://en.wikipedia.org/wiki/Aravali

https://en.wikipedia.org/wiki/Malwa_Plateau

https://en.wikipedia.org/wiki/Wheat

https://en.wikipedia.org/wiki/Barley

https://en.wikipedia.org/wiki/Maize

https://en.wikipedia.org/wiki/Macrotyloma_geocarpum

https://en.wikipedia.org/wiki/Soya_beans

https://en.wikipedia.org/wiki/Gram

https://en.wikipedia.org/wiki/Mustard_plant

https://en.wikipedia.org/wiki/Pulse

https://en.wikipedia.org/wiki/Opium

https://en.wikipedia.org/wiki/Narcotics

https://en.wikipedia.org/wiki/Government_of_India



https://en.wikipedia.org/wiki/Population

https://en.wikipedia.org/wiki/2011_census_of_India

https://en.wikipedia.org/wiki/Demographics_of_India

https://en.wikipedia.org/wiki/Pratapgarh_district,_Rajasthan#cite_note-districtcensus-2

https://en.wikipedia.org/wiki/Qatar



https://en.wikipedia.org/wiki/Delaware


https://en.wikipedia.org/wiki/Districts_of_India



https://en.wikipedia.org/wiki/Family_planning_in_India


https://en.wikipedia.org/wiki/Sex_ratio

https://en.wikipedia.org/wiki/Women_in_India


https://en.wikipedia.org/wiki/Literacy_in_India


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has been released by Directorate of Census Operations in Rajasthan. Enumeration of key persons

was also done by census officials in Pratapgarh District of Rajasthan.

Pratapgarh District Population 2011 In 2011, Pratapgarh had population of 867,848 of which male

and female were 437,744 and 430,104 respectively. In 2001 census, Pratapgarh had a population

of 706,807 of which males were 359,021 and remaining 347,786 were females. Pratapgarh District

population constituted 1.27 percent of total Maharashtra population. In 2001 census, this figure for

Pratapgarh District was at 1.25 percent of Maharashtra population.

Pratapgarh District Population Growth Rate There was change of 22.78 percent in the population

compared to population as per 2001. In the previous census of India 2001, Pratapgarh District

recorded increase of 27.09 percent to its population compared to 1991.

Pratapgarh District Density 2011 The initial provisional data released by census India 2011, shows

that density of Pratapgarh district for 2011 is 195 people per km2. In 2001, Pratapgarh district

density was at 172 people per km2. Pratapgarh district administers 4,449 square kilometers of

areas.

Pratapgarh Sex Ratio 2011 With regards to Sex Ratio in Pratapgarh, it stood at 983 per 1000 male

compared to 2001 census figure of 969. The average national sex ratio in India is 940 as per latest

reports of Census 2011 Directorate. In 2011 census, child sex ratio is 933 girls per 1000 boys

compared to figure of 953 girls per 1000 boys of 2001 census data.

Pratapgarh Child Population 2011 In census enumeration, data regarding child under 0-6 age

were also collected for all districts including Pratapgarh. There were total 150,518 children under

age of 0-6 against 142,692 of 2001 census. Of total 150,518 male and female were 77,856 and

72,662 respectively. Child Sex Ratio as per census 2011 was 933 compared to 953 of census 2001.

In 2011, Children under 0-6 formed 17.34 percent of Pratapgarh District compared to 20.19

percent of 2001. There was net change of -2.85 percent in this compared to previous census of

India.

Table 3.5


Actual Population 867,848 706,807

Male 437,744 359,021

Female 430,104 347,786

Population Growth 22.78% 27.09%

Area Sq. Km 4,449 4,449

Density/km2 195 172

Proportion to Rajasthan Population 1.27% 1.25%

Sex Ratio (Per 1000) 983 969

Child Sex Ratio (0-6 Age) 933 953

Average Literacy 55.97 48.25

Male Literacy 69.50 64.27

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Female Literacy 42.35 31.77

Total Child Population (0-6 Age) 150,518 142,692

Male Population (0-6 Age) 77,856 73,066

Female Population (0-6 Age) 72,662 69,626

Literates 401,515 272,149

Male Literates 250,122 183,782

Female Literates 151,393 88,367

Child Proportion (0-6 Age) 17.34% 20.19%

Boys Proportion (0-6 Age) 17.79% 20.35%

Girls Proportion (0-6 Age) 16.89% 20.02%

3.9 DISTRICT UDIPUR

History:

When Arjuna was going to Dwarika with all Gopis during Mahabharata period, he passed through

UDIPUR region. There was a war with the Arjunai temple.

UDIPUR's culural history can be traced back to the Nagar Brahmins mentioned in the Skanda

Purana. UDIPUR is famous as "the city of textiles & looms". The city has famous Ramdwara of

Ramsnehi Sampraday. The sampraday runs Ram Snehi Multi speciality hospital. The founder Guru of

the sampraday was Swami Ramcharanji Maharaj, who preached his followers here later, he

moved to Shahpura, 50 km from UDIPUR, where the present headquarters of Ram Snehi Sampraday

known as Ram Niwas Dham is located.

Geography:

The district is situated between 250 01‟ & 250 58‟ North latitude and 740 01‟ & 750 28‟ East longitude

covering geographical area of 10,455 sq km. UDIPUR district is part of Ajmer Division. The district is

divided into 4 sub-divisions namely UDIPUR, Gulabpura, Mandalgarh & Shahpura and comprises of

12 tehsils & 11 blocks. Total number of villages in the district is 1745 (2001 census). Rural & Urban

population of the district is 19,33,149 & 4,02,462 respectively. Decennial population growth rate of

the district is 21.58% since 1991. The district is known for its textile industries and mineral wealth.

Rainfall & Climate:

Mean annual rainfall (1986-2005) of the district is 633.9 mm whereas normal rainfall (1901-70) is

lower than average rainfall and placed at 603.3. Almost 95% of the total annual rainfall is received

during the southwest monsoon, which enters the district in the last week of June and withdraws in

the middle of September. Probability of average annual rainfall exceeding 900 mm is only 10%.

However, there is 90% probability that the average rainfall will be more than 400 mm. The

https://en.wikipedia.org/wiki/Arjuna

https://en.wikipedia.org/wiki/Dv%C4%81rak%C4%81

https://en.wikipedia.org/w/index.php?title=Arjunai_temple&action=edit&redlink=1

https://en.wikipedia.org/wiki/Nagar_Brahmins

https://en.wikipedia.org/wiki/Skanda_Purana



Page 14 of 16



Report-R0/H2

probability of occurrence of mean annual rainfall is 45%. Drought analysis based on agriculture

criteria indicates that the district is prone to mild and normal type of droughts. Occurrence of

severe and very severe type of drought is very rare. January is the coldest month with mean

maximum and minimum temperatures being lowest at 22.20 C & 7.30 C. Temperature in summer

month, June, reaches up to 460 C. There is drop in temperature due to onset of monsoon and rises

again in the month of September.

Economy:

The major industry is textiles, with more than 850 manufacturing units in the town. The main textile

product is synthetic fabric used in trousers. It began with a spinning and knitting company named

Mewar Textile Mills, owned by industrialist Shri Sampatmal Lodha, started in 1938. Thereafter Shri

Laxmi niwas Jhunjhunwala started his first unit for synthetic textile in 1961 at UDIPUR. Then many

other units came up.

Now the city boasts of producing around a billion metres p.a. of trouser fabric, making UDIPUR one

of the major textile centres in India. The turnover of the textile industry is more than Rs. 10,000 crore

p.a. The city has nine major and five small spinning mills. The total spindlage installed at UDIPUR are

approximately 4.50 lacs, about 40% of the state capacity. It has 18 modern process houses to

process polyester/viscose suiting with the annual capacity of a billion metrers of fabric. In the

weaving sector it has approximately 13,500 looms out of which about 9000 are modern shuttleless

ones. Annual exports of textiles from the district is of more than Rs. 2750 crore.

UDIPUR is the only centre in the country producing insulation bricks. There are about 33 units in city.

In the mining sector there is large scale mining of sandstone, soap stone and other minerals like

feldspar, quartz, China clay, etc.

Also Mica mining has played a very important role in development of economic and social

condition of UDIPUR. Late Sh. Jugal Kishore Ji Sharaf and Lt Sh Chetan Sharaf has played a major

role in developing the then crucial minrel.

The recent and most important development in UDIPUR is the recognition of the town as major Iron

Ore producing hub. The district has huge deposits of low grade iron ore, which were simply ignored

by the industry giants so far. Jindal SAW recognized the potential and with guidance of Dr. R.S.

Goyal (an eminent geoscientist) developed a huge iron ore mining and beneficiation plant in the

district. Now the district has become a magnet for all major steel companies of the country. It has

put the state of Rajasthan on the map of steel industries of the country.

Major textile manufacturers includes Om Shiv synthetics which manufacture in the brand name of

Lebon.

Demographics:

In 2011, UDIPUR had population of 2,408,523 of which male and female were 1,220,736 and

1,187,787 respectively. In 2001 census, UDIPUR had a population of 2,013,789 of which males were

https://en.wikipedia.org/wiki/Textile

Page 15 of 16



Report-R0/H2

1,026,650 and remaining 987,139 were females. UDIPUR District population constituted 3.51 percent

of total Maharashtra population. In 2001 census, this figure for UDIPUR District was at 3.56 percent of

Maharashtra population. There was change of 19.60 percent in the population compared to

population as per 2001. In the previous census of India 2001, UDIPUR District recorded increase of

28.52 percent to its population compared to 1991.

Average literacy rate of UDIPUR in 2011 were 61.37 compared to 50.71 of 2001. If things are looked

out at gender wise, male and female literacy were 75.27 and 47.21 respectively. For 2001 census,

same figures stood at 67.37 and 33.43 in UDIPUR District. Total literate in UDIPUR District were

1,256,126 of which male and female were 777,582 and 478,544 respectively. In 2001, UDIPUR District

had 839,353 in its district.

With regards to Sex Ratio in UDIPUR, it stood at 973 per 1000 male compared to 2001 census figure

of 962. The average national sex ratio in India is 940 as per latest reports of Census 2011

Directorate. In 2011 census, child sex ratio is 928 girls per 1000 boys compared to figure of 949 girls

per 1000 boys of 2001 census data.

Out of the total UDIPUR population for 2011 census, 21.28 percent lives in urban regions of district. In

total 512,654 people lives in urban areas of which males are 265,358 and females are 247,296. Sex

Ratio in urban region of UDIPUR district is 932 as per 2011 census data. Similarly child sex ratio in

UDIPUR district was 904 in 2011 census. Child population (0-6) in urban region was 67,551 of which

males and females were 35,477 and 32,074. This child population figure of UDIPUR district is 13.37 %

of total urban population. Average literacy rate in UDIPUR district as per census 2011 is 80.70 % of

which males and females are 89.04 % and 71.79 % literates respectively. In actual number 359,189

people are literate in urban region of which males and females are 204,687 and 154,502

respectively.

As per 2011 census, 78.72 % population of UDIPUR districts lives in rural areas of villages. The total

UDIPUR district population living in rural areas is 1,895,869 of which males and females are 955,378

and 940,491 respectively. In rural areas of UDIPUR district, sex ratio is 984 females per 1000 males. If

child sex ratio data of UDIPUR district is considered, figure is 933 girls per 1000 boys. Child

population in the age 0-6 is 294,132 in rural areas of which males were 152,140 and females were

141,992. The child population comprises 15.92 % of total rural population of UDIPUR district. Literacy

rate in rural areas of UDIPUR district is 56.00 % as per census data 2011. Gender wise, male and

female literacy stood at 71.32 and 40.58 percent respectively. In total, 896,937 people were literate

of which males and females were 572,895 and 324,042 respectively.

Page 16 of 16



Report-R0/H2

Table 3.5


Actual Population 78.72 % 21.28 %

Male 1,895,869 512,654

Female 955,378 265,358

Population Growth 940,491 247,296

Area Sq. Km 984 932

Density/km2 933 904

Proportion to Rajasthan Population 294,132 67,551

Sex Ratio (Per 1000) 152,140 35,477

Child Sex Ratio (0-6 Age) 141,992 32,074

Average Literacy 15.51 % 13.18 %

Male Literacy 15.92 % 13.37 %

Female Literacy 15.10 % 12.97 %

Total Child Population (0-6 Age) 896,937 359,189

Male Population (0-6 Age) 572,895 204,687

Female Population (0-6 Age) 324,042 154,502

Literates 56.00 % 80.70 %

Male Literates 71.32 % 89.04 %

Female Literates 40.58 % 71.79 %

Child Proportion (0-6 Age) 78.72 % 21.28 %

Boys Proportion (0-6 Age) 1,895,869 512,654

Girls Proportion (0-6 Age) 955,378 265,358

*****

Page | 1


ICSC/PWDRJ/27/Final Feasibility Report-R2/H2

Chapter-04: TRAFFIC SURVEY & ANALYSIS

4.1 Introduction

A team has been formed under the leadership of the traffic engineer who had been carried

out in accordance with the guidelines specified by IRC: 9-1972 and IRC: 102-1988.

The vehicles basically use the road as connection between Dhariyawad & Salumber town as

the project road connects SH-32 (Salumber- Baanswara Section), with SH-80 (Bansi-

Dhariyawad Section), also the road is being used for connecting local villages located on

either side of road. The traffic mostly consists of agricultural vehicles like tractor trolleys etc.

other vehicles using the road are Local public buses, two wheelers and bicycles.

4.2 Traffic Homogeneous Section

The traffic homogeneous sections have been identified based on the major traffic

generators and diversion locations along the project corridor. Traffic surveys locations were

selected so as to capture representative traffic volume on the homogeneous sections. With

a view to capture section wise traffic flow characteristics, the total stretch has been

segmented into three homogeneous sections.

Homogenous Section-1: (HS-1) Starting at Km 0 at Jhallara and ending at

Dhariyawad Town at Km 45+700. The length of the homogenous section is

45.700 Km.

4.3 Collection and Review of Data

The data and information collected for the studies is broadly classified as follows:

Review of all available reports and published information about the project road and

the project influence area;

Information on existing transportation system in the project influence area;

Historical data of classified traffic volume on existing road network;

Economic data and socio-economic parameters of the State/s and the project

influence area including demographic data;

Accident statistics; and

Vehicle loading behavior (axle load spectrum);

Influence of rail network on road traffic.

Page | 2



4.4 Traffic Surveys Schedule

It is very important to know the existing information on traffic flow, commodity movement,

traffic pattern and turning movements at junctions in order to assess the traffic behavior on a

project road. To capture traffic flow characteristics, travel pattern, speed characteristics

and other characteristics related to miscellaneous requirements on the project road, the

following primary traffic surveys were conducted:

Classified Volume Count (CVC) Survey

Turning Movement Count (TMC) Survey

Origin Destination Survey

Axle Load Survey

Traffic survey stations were selected after detailed reconnaissance survey and in line with

the TOR. All traffic surveys were carried out as per IRC guidelines given in IRC: SP 19-2001,

IRC: 108-1996, IRC SP: 41-1994, IRC: 102-1998, IRC 103- 1988 Pedestrian Facilities and IRC: 09-

1972. All above surveys were carried out manually by employing sufficient number of trained

enumerators recording information in pre-designed formats. Enumerators were selected

from locally available educated people familiar with traffic characteristics and condition of

the project road. They were properly briefed and trained about the survey work before

putting them on actual survey work in field. An experienced supervisor was kept in-charge

for all the locations.

Proper briefing and demonstration to enumerators before the start of work was carried out

with; Continuous independent checking by Supervisor/Traffic engineers in the field during

the survey work; Checking of filled in survey formats by Traffic engineer; and Validation of

computer data entry with raw data.

All the traffic surveys, except intersection count survey, were carried out to capture the

traffic in both directions. In intersection count survey, the traffic was captured in each

direction of flow through intersection.

The locations for the various surveys were so selected that all the vehicles can be viewed

and interpreted easily without endangering the safety of enumerators, drivers and other

road users. The most important part of all traffic surveys was to exercise adequate quality

control. All the above traffic surveys were carried out as per schedule finalized after

considering requirements of TOR. Traffic surveys were carried out at the locations already

Page | 3



mentioned in Inception report. Traffic survey schedule for project road is presented in Table

4.1.

Table 4.1: First Traffic Surveys Schedules

Sr. No. Location Chainage (Km) Duration

Classified Volume Count Survey

1 After Jhallara Town 1+000

7 Days 24 hours

(24th April to 30th April,2015)

2 Near Dhariyawad Town 41+400 7 Days 24 hours

(24th April to 30th April,2015)

Turning Movement Count Survey

1 Salumber 0+000 1 day (24th April.,2015)

2 Dhariyawad 45+745 1 day (24th April.,2015)

OD & Axle Load Survey

1 Near Dhariyawad 41+400 1 day 12 hours (30th April,2015)

4.5 Methodology of Traffic Surveys

4.5.1 Classified Volume Count Survey

The objective of classified traffic volume count survey is to estimate traffic intensity on the

project road. Classified volume count survey has been carried out at two locations as

recommended in TOR. The classified volume count surveys have been carried out for 7 days,

24 hours at each location. The traffic was counted in number of vehicles by vehicle

category-wise in each direction in a 15- minute interval over 24 hours a day for 7 Days. For

the purpose of counts, a day was divided into three shifts of 8 hours each and different

groups of enumerators with a supervisor were assigned for each shift. The counts were

recorded in the formats prepared and approved as per IRC specifications. The vehicles

were broadly classified into motorized and non-motorized vehicles, which were further sub

divided into specific categories of vehicles. The detailed vehicle classification system is

presented in Table 4.2.

Table 4.2: Vehicle Classification System Adopted

Motorized Traffic Non-Motorized Traffic

2-Wheeler Bi-Cycle

3-Wheeler Cycle-Rickshaw

Passenger Car Animal Drawn Vehicle (ADV)

Utility Vehicle (Jeep, Van etc.) Hand Cart

Other Non-Motorized Vehicle

Bus Mini Bus

Standard Bus

LCV LCV-Passenger

LCV-Freight

Truck MCV : 2-Axle Rigid Chassis

HCV : 3-Axle Rigid Chassis

Page | 4



The traffic count was conducted by the designated trained enumerators in three shifts in a

day of eight hour each. The traffic count data was recorded at 60-minute intervals.

4.5.2 Origin – Destination (O-D) & Commodity Movement Survey

Origin and Destination of trips on the existing roads is needed to estimate the information

regarding travel characteristics of different users on the project road. The traffic that will use

the proposed facility if no toll charges are collected is defined as the Candidate traffic.

Origin – Destination data is also needed for identifying the major influence areas of the

road, as traffic growth is dependent upon the growth in economic activity in the

influencing area. The Origin- Destination survey was carried out to study the travel pattern

of goods and passenger traffic along the study corridor. The O-D survey was carried out for

one day (12-hour, both directions) at one location. The location of origin and destination

zones has been determined in relation to each individual station and the possibility of traffic

diversion to the Project road from/to other routes including bypasses. Appropriate locations

were selected so as to conduct interviews without affecting movement of other vehicles.

The schedule & locations of Origin – Destination Survey are given in Table 4.3.

Table 4.3: Origin – Destination (O-D) Survey Schedule & Location

Sr. No. Location Date of Survey Duration of Survey

1. Km. 41+400 30.04.2015 One day

Roadside Interview Survey (RSI) Method was adopted for conducting the survey. The

vehicles were stopped on random sample basis with the help of traffic police. Designated

trained enumerators interviewed the drivers. A sample proportion of vehicles were

interviewed from the total flow. Variable sampling flow requires a classified hourly count of

all vehicles that pass in the direction being studied while interview is in progress. A volume

MAV Semi Articulated

Articulated

Page | 5



count survey was carried out simultaneously to get the number of vehicles passing in both

the directions. The O-D survey was limited Standard Bus, Mini Bus and cars in passenger

vehicles category, LCV and trucks (2 axle / 3 axles, Multi – Axle Vehicle) in freight vehicle

category. It was ensured that sample size is above 20% as per IRC: SP 19-2001, “Manual for

Survey, Investigation and Preparation of Road Projects”.

The following pertinent information on travel was collected during the interviews:

Origin and destination of trips;

Trip length;

Trip purpose;

Travel Time;

Vehicle Occupancy;

Type of goods and loading in case of the goods vehicles; and

Frequency of trips.

Appropriate zoning system was adopted and coding was done for zones and type of

vehicle & commodity being carried.

4.5.3 Turning Movement Count Survey

The methodology adopted for the turning movement surveys is as per IRC: SP: 41-1994,”

Guidelines on Design of At-Grade Intersections in Rural & Urban Areas”. There are a number

of intersections along the project road. Most of the cross roads have either Bituminous or

WBM surfacing and fall into the following categories:

- NH

- SH

- MDR

- ODR

- VR

- Local street

Turning movement surveys was conducted at 1 major intersection for estimation of peak

hour traffic. The survey was conducted for 12 hours covering both morning and evening

peak hours. These surveys were conducted manually by designated trained enumerators.

The schedule & locations of turning movement surveys are given in Table 4.4.

Table 4.4: Turning Movement Survey Schedule & Location

S. No. Location Date of Survey

1. Km. 0+000 of SH-81A (OLD MDR-12)

( Salumber - Dhariyawad) 24.04.2015

2. Km 45+745of SH-81A (OLD MDR-12)

(Salumber – Dhariyawad) 24.04.2015

Page | 6



The peak hourly traffic volume derived from the survey has been analyzed to identify

requirements of suitable remedial measures, such as construction of underpasses, fly-over,

interchanges and grade separated intersections along the project road alignment.

Intersections with high traffic volume requiring special treatments either presently or in future

have been identified.

4.5.4 Axle Load Survey

Axle load survey has been conducted at one location at Km. 41+400 of MDR -12. Axle load

survey in both directions of travel has been carried out in the project road stretch on a

random sample basis for LCV, Trucks, and Standard Bus for 24 hours. The services of traffic

police of Govt. of Rajasthan were utilized to regulate the flow of vehicles. The schedule &

locations of axle load Survey is given in Table 4.5.

Table 4.5: Axle Load Survey Schedule & Locations

S. No. Location Date of Survey Duration of Survey

1. Km. 41+400 of SH-81A (OLD

MDR-12)

30.04.2015 One Day

4.6 Equivalency Factor (PCU's)

The following PCU values are taken for Traffic analysis

Table 4.6: Passenger Car Units (PCU) for Rural Highways

Vehicle Type Equivalency

Factor Fast

Moving

Vehicles

2 Wheeler 0.5

3 Wheeler 1.0

Car/Taxi/Jeep/Van 3.0

Bus Mini bus 1.5

Standard Bus 3.0

LCV 1.5

Truck

2 – Axle 3.0

3 – Axle 3.0

Multi Axle 4.5

Agricultural

Tractor

With trailer 4.5

Without trailer 1.5

Page | 7



Heavy Construction / Earth Moving Equipment 4.5

Slow

Moving

Vehicles

Bicycle 0.5

Cycle rickshaw 2.0

Bullock cart 6.0

Hand cart 3.0

4.7 Analysis of AADT & PCU

4.7.1 Analysis of Classified Volume Count Survey

Traffic volume count at three locations has been carried out continuously for 7 consecutive

days for 24 hours on each day. 7-Day Continuous volume counts were undertaken to

obtain a realistic picture of the current volume and composition of the traffic. The analysis

of traffic counts provided an estimate of the Average Daily Traffic (ADT). The analysis has

been carried out in terms of total number of vehicles and also in respect to Passenger Car

Unit (PCU). Location wise results of analysis are discussed below:

A. After Jhallara Village At 1+000

Survey was carried out at Km 1+000 after Jhallara village. Selected location lies near Start

point of Project road and is away from urban section to avoid influence of local traffic.

ADT recorded at this station is 2212 nos. / 2018 PCU. Fast moving vehicles were recorded as

98.8% of the total traffic (in PCU).

Fig 2.1 Classified Volume Count at Ch-1+000

Peak hour traffic flow of 177 nos. formed around 5.6% of the total traffic. Peak hour is

identified during 15.00-16.00 hours.

Page | 8



There will be variation of traffic for each day. The daily and hourly variation of traffic

observed at Km 1+000 is presented graphically in Figure 2.2.

Figure 2.2: Daily and Hourly Variation After Jhallara village at Km 1+000

The traffic compositions observed at Km 1+000 is presented graphically in Figure 2.3.

Figure 2.3: Composition of Traffic (By Volume) After Jhallara Village at Km 1+000

Page | 9



AVERAGE DAILY TRAFFIC SURVEY OF JHALLARA - DHARIYAWAD ROAD

(Date:24.04.2015 to 30.04.2015)

Direction: Bothways

Location: KM-1+000

DATE

Motorised Traffic Non-Motorised Traffic Toll Exempted

Vehicles

Grand

Total Passenger Vehicles Goods Vehicles Agricultural Passenger Goods Vehicles

Two

Wh

ee

ler

Thre

e W

he

ele

r

Ca

r/Je

ep

Min

i B

us

Go

vt.

Bu

s

Pri

va

te B

us

Tem

po

/ L

CV

Ord. Trucks

Tra

cto

r

Tra

cto

r w

ith

Tra

ilo

r

Cy

cle

Cy

cle

Ric

ksh

aw

Animal Drawn

Am

bu

lan

ce

Go

vt.

Ve

hic

les

Ve

hic

le (

No

.)

2 A

xle

3 A

xle

M A

xle

Bu

llo

ck

Ca

rt

Ho

rse

Dra

wn

PCU Factor 0.5 1.0 1.0 1.5 3.0 3.0 1.5 3.0 3 4.5 1.5 4.5 0.5 2.0 6.0 6.0 1.0 1.0

Day 1 1279 14 205 2 4 42 58 30 19 63 6 39 8 0 0 0 3 4 1769

Day 2 2051 21 352 4 29 31 119 31 21 13 17 49 11 0 0 0 1 12 2749

Day 3 1538 18 240 0 4 42 85 32 16 15 11 45 20 0 0 0 0 7 2066

Day 4 1463 21 298 1 6 54 92 22 18 11 7 48 14 0 0 0 4 8 2055

Day 5 1583 6 584 3 19 45 167 64 48 37 22 122 94 0 0 0 3 6 2794

Day 6 1449 19 317 0 3 45 138 27 60 14 3 67 11 0 0 0 7 6 2153

Day 7 1284 9 238 0 4 54 103 14 18 15 12 29 5 0 0 0 4 5 1785

Total Weekly

Traffic 10647 108 2234 10 69 313 762 220 200 168 78 399 163 0 0 0 22 48 15371

PCU 5324 108 2234 15 207 939 1143 660 600 756 117 1796 82 0 0 0 22 48 13980

Average Daily

Traffic 1521 16 320 2 10 45 109 32 29 24 12 57 24 0 0 0 4 7 2212

PCU ADT 761 16 320 3 30 135 164 96 87 108 18 257 12 0 0 0 4 7 2018



B. Before Dhariyawad Town at Km. 41+400

Survey was carried out at Km 41+400 Before Dhariyawad Town. ADT recorded at this station

is 3042 nos. /2734 PCU. Fast moving vehicles were recorded as 98.5% of the total traffic (in

PCU). Peak hour traffic flow of 204 nos. formed around 5.94% of the total traffic. Peak hour is

identified during 15.00-16.00 hours.

Fig 2.4 Classified Volume Count at Ch-41+400



AVERAGE DAILY TRAFFIC SURVEY OF JHALLARA - DHARIYAWAD ROAD (Date:24.04.2015 to 30.04.2015)

Direction: Bothways

Location: KM-41+400

DATE

Motorised Traffic Non-Motorised Traffic Toll Exempted

Vehicles

Grand

Total Passenger Vehicles Goods Vehicles Agricultural Passenger Goods Vehicles

Two

Wh

ee

ler

Thre

e W

he

ele

r

Ca

r/Je

ep

Min

i B

us

Go

vt.

Bu

s

Pri

va

te B

us

Tem

po

/ L

CV

Ord. Trucks

Tra

cto

r

Tra

cto

r w

ith

Tra

ilo

r

Cy

cle

Cy

cle

Ric

ksh

aw

Animal Drawn

Am

bu

lan

ce

Go

vt.

Ve

hic

les

Ve

hic

le (

No

.)

2 A

xle

3 A

xle

M A

xle

Bu

llo

ck

Ca

rt

Ho

rse

Dra

wn

PCU Factor 0.5 1.0 1.0 1.5 3.0 3.0 1.5 3.0 3 4.5 1.5 4.5 0.5 2.0 6.0 6.0 1.0 1.0

Day 1 1905 1 377 0 6 52 225 64 44 21 13 154 24 0 0 0 3 4 2886

Day 2 1963 0 343 1 8 44 198 43 28 20 8 103 34 0 0 0 2 10 2793

Day 3 2204 0 310 0 5 42 177 32 39 8 9 94 23 0 0 0 2 7 2943

Day 4 2565 6 305 1 7 46 189 35 40 11 5 123 39 0 0 0 1 6 3372

Day 5 2391 1 338 0 5 39 147 49 49 20 4 107 52 0 0 0 1 3 3202

Day 6 2059 1 317 0 6 30 131 39 37 28 2 108 36 0 0 0 4 3 2794

Day 7 2377 2 349 0 6 33 217 25 40 20 4 93 35 0 0 0 2 0 3201

Total Weekly

Traffic 15464 11 2339 2 43 286 1284 287 277 128 45 782 243 0 0 0 15 33 21191

PCU 7732 11 2339 3 129 858 1926 861 831 576 68 3519 122 0 0 0 15 33 18974

Average Daily

Traffic 2210 2 335 1 7 41 184 41 40 19 7 112 35 0 0 0 3 5 3042

PCU ADT 1105 2 335 2 21 123 276 123 120 86 11 504 18 0 0 0 3 5 2734



Page 12 of 12

Page 12 of 12

There will be variation of traffic for each day. The daily and hourly variation of traffic

observed at Km 21+500 is presented graphically in Figure 2.5.

Figure 2.5: Daily and Hourly Variation Before Dhariyawad Town at Km 41+400

The traffic compositions observed at Km 41+400 is presented graphically in Figure 2.6.

Figure 2.6: Composition of Traffic (By Volume) Before Dhariyawad Town at Km 41+400



Page 13 of 13

Page 13 of 13

Summary of ADT of all three Locations

First Traffic Survey

Categories PCU

Factor

Location-1

1+000

Location-2


Traffic ADT ADT


2 Wheeler 0.5 1521 761 2210 1105 1866 933

3 Wheeler 1.0 16 16 2 2 9 9

Car/Jeep/Van 1.0 320 320 335 335 328 328

Mini Bus 1.5 2 3 1 2 2 3

Private Bus 3.0 45 135 41 123 43 129

Govt. Bus 3.0 10 30 7 21 9 26

LCV / Tempo 1.5 109 164 184 276 147 220

2-Axle 3.0 32 96 41 123 37 110

3-Axle 3.0 29 87 40 120 35 104

MAV (4-6) 4.5 24 108 19 86 22 97



Ex. Car/Jeep 1 7 7 5 5 6 6

Ambulance 1 4 4 3 3 4 4

Bi-Cycle 0.5 24 12 35 18 30 15


Bullock Cart 6.0 0 0 0 0 0 0

Horse drawn 6.0 0 0 0 0 0 0

Hand Cart 3.0 0 0 0 0 0 0




Total Traffic 2212 2018 3042 2734 2627 2376

4.7.2 Peak Hour Factor (PHF)

The hourly variation of traffic illustrates the distribution of traffic over the day with respect to the

time, and the peak hour factor is the maximum percentage of the total traffic that uses the project

highway in one single hour of the day. It is of significance as highway capacities and design

calculations are based on PHF. The peak hour factor observed at the survey location is summarized

as shown in Table 4.10.



Page 14 of 14

Page 14 of 14

Table 4.10: Observed Peak Hour Traffic Characteristics

SR.

NO.

Survey Location Peak Hour

Volume

(PCU)

ADT (PCU) PHF (%) Peak Hour

1 Km. 1+000 After

Jhallara Village

177 2212 (2018) 5.6% 15.00-16.00

hours.

2 Km. 41+400 Before

Dhariyawad Town

204 3042 (2734) 5.94% 15.00-16.00

hours.

4.7.3 Directional Distribution of Traffic

The directional distribution analysis, as reported in Table 4.11 below, indicates directional

distribution at all three survey locations, there is an almost equal distribution in both

directions of travel.

Table 4.11: Directional distribution (in PCU) at Survey Location (%)

Survey Location Direction Distribution of Total Vehicle

Km. 1+000 After

Jhallara Village

Salumber to Dhariyawad 53.75%

Dhariyawad to Salumber 46.24%

Km. 41+400

Before

Dhariyawad

Salumber to Dhariyawad 50.18%

Dhariyawad to Salumber 48.81%

4.8 Seasonal Variation of Traffic Volume

Seasonal variation trends were observed based on sale of automobile fuel i.e. MS (Petrol)

and HSD (Diesel), and average seasonal factors are worked out to arrive at Annual

Average Daily Traffic (AADT). The monthly petrol and diesel sale data was collected from a

fuel stations project road and its connecting National Highway (NH-113) for the period 2013

to 2014 (1 year). The data on monthly fuel consumption at both the fuel stations are

presented in Table 4.12.

4.9 Average Annual Daily Traffic (AADT)

To derive the AADT from the ADT observed in March to account for seasonality in traffic a

seasonal correction factor is used. As regular classified traffic count data is not available to

assess seasonal variation in traffic on the Project road. The fuel sales data from the different

fuel stations located along the project roadside are collected and used to calculate the

seasonal correction factor.



Page 15 of 15

Page 15 of 15

Table 4.12: seasonal Correction Factor on the Project Road

Month Year

Monthly Variation Sales along Project

Road

Diesel Petrol

April 0.89 1.04

May 0.88 0.81

June 0.84 1.01

July 1.18 1.02

August 1.27 1.08

September 1.15 1.09

October 0.97 1.03

November 1.03 0.92

December 0.94 1.04

January 1.00 1.09

February 1.02 1.01

March 1.09 0.96

For the present Study, Fuel sales data on the project road was collected for the period April

13 to March 14 was considered for analyzing SCF. The SCF values assessed from Fuel Sales

data are presented in Table 4.12.

Since the survey was conducted in the month of April 2015 and the average of seasonal

factors was considered for the same month. For diesel vehicles SCF of 0.89 and for petrol

vehicles SCF of 1.04 is considered. The annual average daily traffic (AADT) observed by

normalizing the average daily traffic (ADT) at the survey location given in Table 4.13.



Page 16 of 16

Page 16 of 16


(First Traffic Survey)

Categories

PCU

Facto

r

Location-1

1+000

Location-2


Traffic ADT ADT


2 Wheeler 0.5 1582 791 2299 1150 1941 971

3 Wheeler 1.0 17 17 3 3 10 10

Car/Jeep/Van 1.0 285 285 299 299 292 292

Mini Bus 1.5 2 3 1 2 2 3

Private Bus 3.0 41 123 37 111 39 117

Govt. Bus 3.0 9 27 7 21 8 24

LCV / Tempo 1.5 98 147 164 246 131 197

2-Axle 3.0 29 87 37 111 33 99

3-Axle 3.0 26 78 36 108 31 93

MAV (4-6) 4.5 22 99 17 77 20 88



Ex. Car/Jeep 1 7 7 5 5 6 6

Ambulance 1 4 4 3 3 4 4

Bi-Cycle 0.5 24 12 35 18 30 15


Bullock Cart 6.0 0 0 0 0 0 0

Horse drawn 6.0 0 0 0 0 0 0

Hand Cart 3.0 0 0 0 0 0 0




Total Traffic 2208 1927 3050 2615 2629 2271

4.10 Second Traffic Survey

As per agreement , a second traffic survey has been carried out at all three locations

of classified volume count.

Table 4.14: Second Traffic Surveys Schedule

Sr. No. Location Chainage (Km) Duration

Classified Volume Count Survey

1 After Jhallara Town 1+000

7 Days 24 hours

(26th June to 30th June,2015)



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Page 17 of 17

2 Near Dhariyawad Town 41+400 7 Days 24 hours

(10th May to 16th May,2015)

Table 4.15: Summary of ADT of all three Locations

(Second traffic survey)

Categories PCU

Factor

Location-1

1+000

Location-2


Traffic ADT ADT


2 Wheeler 0.5 1772 886 1950 975 1861 931

3 Wheeler 1.0 26 26 3 3 15 15

Car/Jeep/Van 1.0 215 215 515 515 365 365

Mini Bus 1.5 3 5 1 2 2 3

Private Bus 3.0 40 120 49 147 45 134

Govt. Bus 3.0 6 18 7 21 7 20

LCV / Tempo 1.5 130 195 237 356 184 276

2-Axle 3.0 46 138 30 90 38 114

3-Axle 3.0 37 111 31 93 34 102

MAV (4-6) 4.5 19 86 12 54 16 70



Ex. Car/Jeep 1 5 5 5 5 5 5

Ambulance 1 3 3 3 3 3 3

Bi-Cycle 0.5 14 7 50 25 32 16


Bullock Cart 6.0 0 0 0 0 0 0

Horse drawn 6.0 0 0 0 0 0 0

Hand Cart 3.0 0 0 0 0 0 0




Total Traffic 2399 2159 3040 2918 2720 2539

Average Annual Daily Traffic (AADT)

Since the survey was conducted in the month of May 2015 and the average of seasonal

factors was considered for the same month. For diesel vehicles SCF of 0.84 and for petrol

vehicles SCF of 1.01 is considered (as per Table No. 4.12. The annual average daily traffic

(AADT) observed by normalizing the average daily traffic (ADT) at the survey location given in

Table 4.16.



Page 18 of 18

Page 18 of 18

Table 4.16: Summary of AADT of all three Locations

(Second traffic survey)

Categories

PCU

Facto

r

Location-1

1+000

Location-2


Traffic ADT ADT


2 Wheeler 0.5 1790 895 1970 985 1880 940

3 Wheeler 1.0 27 27 4 4 16 16

Car/Jeep/Van 1.0 181 181 433 433 307 307

Mini Bus 1.5 3 5 1 2 2 3

Private Bus 3.0 34 102 42 126 38 114

Govt. Bus 3.0 6 18 6 18 6 18

LCV / Tempo 1.5 110 165 200 300 155 233

2-Axle 3.0 39 117 26 78 33 98

3-Axle 3.0 32 96 27 81 30 89

MAV (4-6) 4.5 16 72 11 50 14 61



Ex. Car/Jeep 1 5 5 5 5 5 5

Ambulance 1 3 3 3 3 3 3

Bi-Cycle 0.5 14 7 50 25 32 16


Bullock Cart 6.0 0 0 0 0 0 0

Horse drawn 6.0 0 0 0 0 0 0

Hand Cart 3.0 0 0 0 0 0 0




Total Traffic 2331 1986 2903 2643 2617 2315

For Design of Pavement & Financial Calculations average of AADT of First Traffic survey & AADT of

Second Traffic Survey is adopted. Average of Both AADT is shown in Table No. 4.17.



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Page 19 of 19

Table 4.17: Final (Average of Annual Average Daily Traffic)

Categories PCU

Factor

Location-1

1+000

Location-2

41+400 Average of all

locations AADT AADT


2 Wheeler 0.5 1686 843 2135 1068 1911 956

3 Wheeler 1.0 22 22 4 4 13 13

Car/Jeep/Van 1.0 233 233 366 366 300 300

Mini Bus 1.5 3 5 1 2 2 3

Private Bus 3.0 38 114 40 120 39 117

Govt. Bus 3.0 8 24 7 21 8 23

LCV / Tempo 1.5 104 156 182 273 143 215

2-Axle 3.0 34 102 32 96 33 99

3-Axle 3.0 29 87 32 96 31 92

MAV (4-6) 4.5 19 86 14 63 17 75



Ex. Car/Jeep 1 6 6 5 5 6 6

Ambulance 1 4 4 3 3 4 4

Bi-Cycle 0.5 19 10 43 22 31 16


Bullock Cart 6.0 0 0 0 0 0 0

Horse drawn 6.0 0 0 0 0 0 0

Hand Cart 3.0 0 0 0 0 0 0




Total Traffic 2272 1964 2981 2639 2627 2302

4.10 Travel Pattern (Origin Destination Survey)

In order to understand the travel demand pattern in the region, origin & destination (O-D)

Surveys were carried out at proposed survey locations i.e., at km 41+400 near Dhariyawad.

The Survey were typically started in the morning & continued as per schedule. The O-D

Survey elicited characteristics like origin, Destination, Frequency, Purpose & Commodity etc.

both for Passenger & Goods Vehicles. The information collected during road side interviews



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Page 20 of 20

was analyzed to obtain the trip distribution based on a zoning system suitably designed in

the study.

4.10.1 Sample Size & Expansion factors

The Vehicles during the O-D surveys were interviewed on a random sample basis. Based on

the sample size of different categories of vehicle interviewed during the O-D Survey

expansion factors were calculated for generating the expanded form of O-D Matrix. The

Following Table 4.14 Shows the Survey Location wise AADT, Sample Size & Expansion Factors

for the different homogeneous section Adopted.

Table 4.14 Sample Size Collected in origin Destination Survey (Toll able Vehicles)

MODE Car Mini Bus Bus LCV 2 axle 3 axle MAV Total

Km- 41+400 (Near Dhariyawad Town)

OD Samples 94 1 26 26 15 8 10 162

AADT 285 2 41 98 29 26 22 503

% age 32.7 45.5 61.2 26 49 30.2 42.8 34.87

Based on the sample size of different categories of vehicles interviewed during the O-D

Survey, direction wise expansion factors were calculated for the expansion of O-D matrix



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Page 21 of 21

generated from the sample data to assess the travel pattern of the vehicle plying on the

project road.

4.10.2 Zoning System

To understand the spatial dimensions of the trip characteristics of the vehicles interviewed

during the OD survey, a detailed zoning system was developed giving due consideration to

the following factors:

The road network catering to the traffic on the project road and its generating

points

Important towns, village, factories and industrial centers around the project road.

Administrative boundaries of districts and states.

Configuration of the project road in the regional road network with respect to other road.

Two major type of area (IIA): Immediate Influence area includes the cities/towns/villages

and districts along the project road. In this study is consists of Pratapgarh, sand mines of

Banas river, Arnod and MP Border. Intermediate areas also include major districts

contributing traffic share on the project road like Chittorgarh, Udaipur, Bhilwara,

Dhariyawad and Kota.

Board Influence Area (BIA): Board Influence Area included the states of Haryana, Delhi,

Uttar Pradesh on the northern part of the project road, while Gujarat, Madhya Pradesh and

some extent to Maharashtra is taken on south end and the influence of rest of India is also

taken into account.

The zoning system adopted for data collection was based on 13 traffic analysis zones (TAZ).

4.10.3 Regional Distribution

Based on the zoning system devised for this study, the sample data has been expanded

using factors based on the total AADT. The expanded O-D matrices for all the vehicle

categories on the project road are presented in Annexure 3.

The traffic on stretch is analyzed keeping in view the movement of traffic in surrounding

road network mainly focusing the traffic generating points like Dungarpur, Madhya

Pradesh, Nimbakheda, Udaipur, Pratapgarh, Gujrat and considering various factor such as

distance, toll location, terrain etc. So, based on the devised OD matrices, the regional

distribution of the toll able vehicles have been worked out of the proposed toll plaza

location in Table 2.13, which indicates the traffic generated from the different traffic zones.



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Page 22 of 22

Table 4.15: Regional Distribution of traffic (in %) at km 2+350 near Chokhakheda

Village (O-D)

Region/Modes Bus LCV 2-Axle 3-Axle MAV

Tractor

with

Trailor

Project Road (Jhallara, Mandli, Jodhpur oochi,

Mogri, Kalayankalan, Bori, Matasula, Bada Talab,

Manpur,

Sajnot, Budel, Dayagaon, Arbada, Dhariyawad)

70.0 46.87 37.5 75.0 33.3 54.5

Dungarpur 0.0 15.62 0.0 0.0 0.0 0.0

Udaipur 0.0 18.75 50.0 0.0 33.3 9.1

Madhya Pradesh 0.0 0.0 0.0 25.0 0.0 0.0

Gujrat 20.0 0.0 0.0 0.0 0.0 0.0

Pratapgarh 10.0 18.8 12.5 0.0 0.0 36.4

Nimbaheda 0.0 0.0 0.0 0.0 33.3 0.0

Total 100.0 100.0 100.0 100.0 100.0 100.0

4.10.4 Commodity Distribution The O-D Survey data has been analyzed to identify the commodity movement

characteristics along the project road the data of composition of the different commodities

being transported using the project road section is compiled as is given in table 4.16.

Table 4.16 Commodity Distribution @ Km 3+900 after Pratapgarh Village

Commodity Type LCV 2-Axle 3-Axle MAV

Tractor

with

Trailor

Food grains / pulses & spices 6.5 0.0 0.0 0.0 0.0

Milk, fruits & vegetables 9.7 0.0 0.0 0.0 0.0

Processed / packaged food / edible oil 0.0 0.0 0.0 0.0 0.0

Cotton / clothing or synthetic yarn / fibers 0.0 0.0 0.0 0.0 0.0

Handicrafts 0.0 0.0 0.0 0.0 0.0

Petroleum products / HSD / petrol 0.0 0.0 0.0 0.0 0.0

Minerals and ores 0.0 0.0 0.0 0.0 0.0

Iron & steel (aluminum or metal)

road/bars/sheets

0.0 0.0 0.0 0.0 0.0

Timber / wood and products 0.0 0.0 0.0 0.0 0.0

Paper / parcel 0.0 0.0 0.0 0.0 0.0

Machines & auto spare parts 0.0 0.0 0.0 0.0 0.0

Rubber / plastics 3.2 0.0 0.0 0.0 0.0

Chemicals & Fertilizers 0.0 0.0 0.0 0.0 0.0

Pharmaceutical products 0.0 0.0 0.0 0.0 0.0

Building materials 16.1 37.5 50.0 66.7 70.0

Others 48.4 0.0 0.0 0.0 20.0

Empty 16.1 62.5 50.0 33.3 10.0

Total 100.0 100.0 100.0 100.0 100.0



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Page 23 of 23

4.11 Analysis of Turning Movement study The morning and evening peak hour counts are given in Annexure. As per IRC: 93-1985

(“Guidelines on Design and Installation of Road Traffic Signals) the traffic at intersections will

require time separation, i.e., signal control, when the major road flow is more than 800

vehicles per hour (both directions) and the minor road flow is more than 250 vehicles per

hour (one direction) for each of any 8 hours of an average day.

Similarly, as per IRC: 92-1985, traffic will require space separation, i.e., grade separation,

when the total peak hour flow at the intersection is more than 10,000 PCU/hr. Junctions that

do not warrant the above two types of control will require priority control.

Km 0+000 of SH-81A (OLD MDR-12) Salumber-Dhariyawad Road

It is a Three-arm junction, with two arms being SH-81A (OLD MDR-12), the third one is

ODR to Bhupalsagar Town. The peak hour traffic (Morning Peak) at this junction is 428

veh/hr. The Total PCU at this junction during peak hour is 411 PCU/hr. The peak hour

traffic (Evening Peak) at this junction is 458 veh/hr. The Total PCU at this junction during

peak hour is 476 PCU/hr.



Page 24 of 24

Page 24 of 24

Figure 2.10: Turning Movement Count At Junction (Km0+000)

Km 45+745of SH-81A (OLD MDR-12) Salumber-Dhariyawad Road

It is a Three-arm junction, with two arms being MDR-33, the third one is ODR to

Bhupalsagar Town. The peak hour traffic (Morning Peak) at this junction is 832 veh/hr.

The Total PCU at this junction during peak hour is 683 PCU/hr. The peak hour traffic

(Evening Peak) at this junction is 670 veh/hr. The Total PCU at this junction during peak

hour is 585 PCU/hr.

Figure 2.11: Turning Movement Count At Junction (Km 45+745)

4.12 Axle Load Survey Axle Load Survey was carried out along with O-D Survey at on the Survey Stations, near the

7-day traffic Volume count survey location. The Survey was conducted to assess the

cumulative No. equivalent standard axles based on the survey of goods vehicles follows



Page 25 of 25

Page 25 of 25

and axle weight distribution and calculate the vehicle damage factor which causes

damage to the pavement.

4.12.1 Vehicle damage Factor

The Axle Load Surveys Were conducted at all Prioritized locations , the spectrum of axle

loads and the no. of equivalent 8.16T standard axles for the different categories of

commercial vehicles have been determined on the basis of the axle load survey .

The equation for computing equivalency factor for single, tandem & tridem axles given

below is used as directed in the IRC-37:2012 for converting different axle load repetitions

into equivalent standard axle load repetitions.

Single axle with single wheel on either side = {axle load in KN / 65}4

Single axle with dual wheel on either side = {axle load in KN / 80}4

Tandem axle with single wheel on either side = {axle load in KN / 148}4

Tridem axle with dual wheel on either side = {axle load in KN / 224}4

The analysis of Vehicle Damage Factors (VDF) is presented in Annexure and the

calculated VDF’s are summarized below.

The VDF of the different types of vehicles weighed at the above two locations and in

either directions are indicated below. The details are given in Annexure of this report



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Page 26 of 26

Fig. 2.11 Vehicle Damage Factor at Km. 41+400 of Project Road

The high value of VDF can be observed for 3 and Multi axle trucks at both the locations

in Project road direction. The difference in VDF between up & down Direction is mainly

Quarries.

The values of VDF to be used in pavement design needs to be carefully selected. The

Adopted VDF calculated for both the locations is presented in Fig 2.12.

Fig 2.12 Adopted VDF

4.13 Traffic Demand Assessment

The traffic assessment of the project road is incomplete without assessment of the

generated traffic on the corridor. And for a Toll road project it is very important to ascertain

all the factors that will contribute to the traffic on the project road after improvement.



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Page 27 of 27

. Diverted Traffic

. Induced Traffic

The Diverted traffic is one which is expected to divert on the project road due to reduction

in travel cost. This diversion of traffic is dictated by presence of one or several alternative

routes in the vicinity of the corridor. The nature of diversion can be positive or negative with

respect to the project corridor and is generally governed by the travel cost.

The subsequent section details the complete methodology of identification of such

alternative routes where traffic can divert on and off the project road, and assessment of

the potential divertible traffic, which is based on the equations developed by Road user

Cost Study (CRRI, New Delhi, 2009).

4.14 METHODOLOGY OF TRAFFIC DEMAND ASSESSMENT

The basic methodology of assessment of the diversion analysis includes following input

details, which can be summarized as follows:

Road Network: Identify the Project road with its surrounding alternate routes on a Regional

Road Network.

Link Characteristic file: Prepare a link Characteristics File for all the sections of the road

network, which are assumed to contribute to diversion traffic. The parameters which shall

be accounted for all the link sections are: Link length, Road width, Lane Configuration,

status on tolling of the section, Road Condition, Roughness, Rise and fall, Gradient and the

Speed characteristics on the route.

Assessment of Road User Cost: As per IRC: SP-30(2009), Road user cost includes following

costs:

Vehicle Operating Cost (VOC) & Value of Time (VOT): This has been assessed by

considering the equations given in IRC: SP-30(2009) for different typology of cars viz. New

Technology cars, Old Technology cars, Buses, Light Commercial Vehicles, Heavy

Commercial Vehicles, Multi-Axle Trucks.

Toll Cost: This is assessed for the project road on the basis of Toll Policy obtained from Public

Works Department (Rajasthan Road Development) Free Rules Notification (PPP Project with

VGF), Jaipur (22nd September,2009). While for the alternative routes, the toll rates data

have been collected from site. In case of upcoming toll roads, the same policy has been

applied for assessment of toll cost.

Assessment of Traffic: The existing traffic is analyzed and AADT observed on the project

road and the surrounding roads is calculated from the traffic observed during traffic

surveys. For assessment of potential divertible traffic, the origin and destination survey was

conducted and the data was analyzed further to give potential divertible traffic from the

various streams observed on the project road and the surrounding roads. This is done on an



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Page 28 of 28

assumption that the common traffic analysis zones (TAZ) considered for diversion have an

option to commute either through project road or via alternate road in the vicinity of the

project road.

Diversion Analysis: Now, considering the above traffic and cost implication of VOC, VOT

and Toll costs, percentage Diversion is calculated from the equation as pr the Wilbur Smith

studies for CRRI and RUCS which have been included in IRC: SP-30(2009).

4.15 Identification of Alternative Route

The alternative route have been discovered and identified based on the fact, that the

corridor will serve the commuter the common origin and destination points, and the user is

expected to travel the corridor based on route choice modeling, which is further governed

by cheaper generalized cost.

The Figure 4.13 given below shows the surrounding road network and all the common

nodes and point attributing diversion have been named accordingly. Based on this

diagram, the link characteristics file has been prepared which shows the length, road

condition, Rise and fall, Roughness and other VOC parameters have been considered, as

shown in Table 4.17 below. Along with origin and Destination surveys and the location of

these survey station have been identified based on the target streams to be captured and

are expected to be divert on the project road.

Following Table 4.17 percent the Origin and Destination Zones streams, which are expected

to cause division on and off the project corridor for 5 identified routes and accordingly

route choice, have worked out.

Table 4.17: Potential Route Choice Options

RC-1: Salumber to

Dhariyawad

(Positive Diversion)

Via Project Road SH-81A (OLD MDR-12)

(ABC)

OD Zones which fall beyond

Salumber in the South West and

beyond dhariyawad in North East

have been considered. Via SH-81A (OLD MDR-12)B (Salumber-

Chandangaon (AD) &

Via SH-81A (OLD MDR-12) (Chandangaon

to Dhariyawad (DC)

Based on the traffic survey on the alternate routes and the origin and destination survey,

the toll able potential diverted traffic was captures and assessed likewise.

Now to assess the total divertible traffic of this is done on the basis of RUCS diversion

equations given in Table 4.18.



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Page 29 of 29

4.18: Diversion Curve Equations

Vehicle Cost Ratio (CR) Interval Equations

Car CR<= 0.634

0.634 <= CR <= 1.465

1.465 <= CR <=2.0

%Div=98.750 – (CR/0.634)*8.125

%Div=90.625 – (CR/0.634)/0.831*8.125

%Div=625 – (CR/1.465)/0.535)*5.25

Truck & Bus CR<= 0.750

0.750 <= CR <= 1.250

1.250 <= CR <=2.0

%Div=100 – (CR/0.75)*5

%Div=95 – (CR/0.75)/0.5)*90

%Div= (2CR/0.75)*5

In the above equation, CR is the Cost Ratio, which is the ratio of total generalized

transportation cost on project road (PR) to that of the Alternate road (AR) and the %

Diversion is based on this Cost ratio only, attributing willingness of traffic diversion behavior

on and off the project road. Based on this cost ratio, the route choices for the above

mentioned rout choices is worked out separately and then net effect of the following

analysis is considered.

RC-1: Project Road v/s Salumber-Dhariyawad via Keshariyawad

The first route choice comparison has been established between the project road from

Salumber to Dhariyawad, which may have following two choices of commuting between

the two extremes of the project road as follows:



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Page 30 of 30

a. Project road(ABC)-Salumber to Dhariyawad via Jhallara

b. Alternate Road (ADC)- Salumber to Dhariyawad via Keshariyawad

The Salumber to Dhariyawad via Keshariyawad link is expected to cater positive diversion

traffic from the project road. This is due to the fact that the observed traffic on the project

road was negligible, which might have shifted to the project road in the current scenario as

the link was not open for the commercial operation due to incomplete construction of the

link. So after the road construction is complete and the link would be open for the normal

traffic, the observed traffic of the project road would shift to the new link in the vicinity due

to free flow condition on the alternate road. The extent of diversion is analyzed on the basis

of Diversion model and the Road User Cost study equations. The speed characteristics

assumed on the two routes have been estimated based on the total distance and the total

travel time on routes as shown in Table 3.3.

Table 4.19: Speed Characteristic Alternate Road Project Road

Lane

Configuration

Intermediate

Lane

(IL)

2 Lane (2L) 4 Lane (4L) 2 Lane

Car 50 55 70 60

Mini Bus 40 45 55 50

Bus 40 40 50 45

LCV 40 45 55 50

2A 30 35 50 40

3A 30 35 50 40

MAV 25 30 40 35

The abstract of the route and the corresponding link characteristics comparison is shown in

Figure 4.13 and Table 4.20.

Table 4.20: Route Characteristic Comparison for RC-1

ROUTE

CHARACTERISTICS PROJECT ROAD ALTERNATE ROAD

Link Road AB BC AD DC

Road Section Salumber-

Jhallara

Jhallara-

Dhariyawad

Salumber-

Chandangaon

Chandangaon-

Dhariyawad

Road Name SH-32 SH-81A (OLD MDR-

12)

SH-81A (OLD

MDR-12)B SH-81A (OLD MDR-12)

Link Length (Km) 13 45 45 8

Tolled (Y-Yes / N - No) Y Y N Y

Divided (1)/ Undivided(2) 2 2 2 2

Lanes (1L/2L/2LP/4LP/6LP) 2L 2L 1L 2L

Area (Urban-1 / Rural-2) 2 2 2 2

Road Condition Good Good Poor Good

Terrain Condition Plain Plain Hilly Plain

Roughness (mm/Km) 2000 3500 2000 3500

Rise and Fall (m/Km) 10 10 10 10

The above link and speed Characteristic were utilized for estimating Vehicle Operating

Cost (Including Value of Time) per Km, VOC+VOT per KM, on the basis of RUCS equations,



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the total divertible traffic is estimated based on the diversion equations in table 4.21 and by

plugging in the following input parameters: Vehicle Operating Cost Including Value of

Time) - The link wise VOT+VOC is summarized in Table 4.21. Adopted Speeds (as given in

Table 4.19)

Toll rates – Toll rates have been worked out on the basis of applicable Toll Policy received

from PWD office, as shown in Table 4.22.

Table 4.21: VOC+VOT as per RUCS & applicable Toll rates

PROJECT ROAD ALTERNATE ROAD

AB BC AD DC

Car 11.75 11.75 13.11 11.75

Mini Bus 25.99 25.99 26.77 25.99

Bus 68.15 68.15 69.2 68.15

LCV 28.56 28.56 30.48 28.56

2A 34.16 34.16 46.1 34.16

3A 51.25 51.25 46.1 51.25

MAV 66.52 66.52 80.94 66.52

The per Km cost variables were further worked out to estimate the total generalized cost

on the project road and the alternate roads, and cost Ratio (CR) was calculated for all

types of vehicles, and using appropriate CR value, the %diversion observed on the basis of

Cost Ratio.

Table 4.22: Summary of Cost Ratio Diversion for RC-1

PROJECT ROAD ALTERNATE ROAD Cost Ratio % Diversion to

AR

VOC+VOT Toll Rate Total VOC+VOT Toll Rate Total AR/PR

Car 682 79 760 684 0 684 1.112 61.21

Mini Bus 1507 120 1627 1413 0 1413 1.152 90.78

Bus 3953 236 4189 3659 0 3659 1.145 90.85

LCV 1656 394 2050 1600 0 1600 1.281 89.42

2A 1981 394 2375 2348 0 2348 1.012 92.25

3A 2973 394 3366 2485 0 2485 1.355 88.65

MAV 3858 473 4331 4174 0 4174 1.037 91.98

In the summary table, Cost Ratio is taken as travel cost on Alternate Road to Project road

(CR= AR/PR). This is to assess the diversion behavior of traffic from the Project road to

Alternate Road. In case of cars, as seen above, even if the cost implication shows higher

cost of travel on alternate road to project road, there is a significant diversion observed as

per the diversion equations, while for the other vehicle classes, the diversion is merely 8%.

This can be attributed to the fact that diversion equations foresee some traffic to get

diverted on a new link, even if the Vehicle operating cost is high, which is completely due



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Page 32 of 32

to the new link (Salumber to Dhariyawad) coming up in the vicinity of the road, and the

new link will offer free speeds and Level of Service A for travelling.

Now, to assess the traffic diverted from this %Diversion, the potential divertible traffic is

estimated from the valid OD pairs, on which this route Choice is applicable. So, in order to

assess the potential quantum of traffic flowing between the two extremes, the Traffic

analysis zones were categorized into two across the extremes of the common nodes (A

node and C node in this case). The areas considered have been summarized. The Total

traffic diverted from the potential divertible traffic is shown in Table 4.23.

Table 4.23: Route Choice-1: Pratapgarh to Jaora

Vehicle Type % of Traffic

Diversion

Potential

Diverted Traffic

Traffic Diversion

from Project

Road

Car 61.21 33 20

Mini Bus 90.78 0 0

Bus 90.85 4 4

LCV 89.42 18 16

2A 92.25 4 4

3A 88.65 4 4

MAV 91.98 2 2

Table 4.25: Final AADT INCLUDING DIVERTED TRAFFIC

Categories PCU

Factor

Location-1

1+000

Location-2

41+400 Average of

AADT AADT AADT

Vehicles PCUs Vehicles PCUs Vehicles PCUs

2 Wheeler 0.5 1686 843 2135 1068 1911 956

3 Wheeler 1.0 22 22 4 4 13 13

Car/Jeep/Van 1.0 253 253 386 386 320 320

Mini Bus 1.5 3 5 1 2 2 3

Private Bus 3.0 42 126 44 132 43 129

Govt. Bus 3.0 8 24 7 21 8 23

LCV / Tempo 1.5 120 180 198 297 159 239

2-Axle 3.0 38 114 36 108 37 111

3-Axle 3.0 33 99 36 108 35 104

MAV (4-6) 4.5 21 95 16 72 19 84



Ex. Car/Jeep 1 6 6 5 5 6 6

Ambulance 1 4 4 3 3 4 4

Bi-Cycle 0.5 19 10 43 22 31 16


Bullock Cart 6.0 0 0 0 0 0 0

Horse drawn 6.0 0 0 0 0 0 0

Hand Cart 3.0 0 0 0 0 0 0




Page 33 of 33

Page 33 of 33



Total Traffic 2322 2053 3031 2728 2677 2391

4.16 TRAFFIC ESTIMATION AND FORECAST

4.16.1 General

As the project road is executed on a BOT basis, an estimation of the traffic expected to use

the tolled highway and its future growth are important elements assess the project’s

economics as they are generally the main /sole source of revenue for the project. This

chapter details various aspects of the project road traffics and its growth potential.

4.16.2 Project Road Traffic

The traffic that is likely to use the project road was estimated on the basis of the traffic and

travel characteristics data gathered through primary as well as secondary surveys. The

traffic on the project road would normally consist of the following components

Normal Traffic

Diverted Traffic

Induced/New Generated Traffic

4.16.2.1 Normal Traffic

Normal traffic is the traffic which is playing on the project road, which has been

assessed on the Basis on the traffic surveys carried out and described in previous

section, and its project growth.

4.16.2.2 Diverted Traffic

Diverted traffic is generally dictated by the presence of the alternative route at a

cheaper generalized coast.

4.16.2.3 Induced Traffic

Induced/new generated traffic is the one which would be generated, over and above

normal growth, because of lowering of transport costs or new developments in the

immediate influence area of the project road.

4.16.3 Traffic Projection Methodology

As explained above in the previous section, the traffic studies give idea of the base

year Traffic on the project stretch; so the next step is to forecast the traffic for future

estimation. The Forecast has been done for a period of 30 years i.e. from 2014-15 to

2044-2045.

Traffic forecast has been done by employing the “Elasticity of Transport Demand”

method, which is the best practice worldwide and thus a preferred technique in India.

This method has been recommended by Indian Road Congress in IRC- 108: Guideline

for traffic prediction On Rural Highway (1996) this method involves:



Page 34 of 34

Page 34 of 34

Regression of past traffic growth on the project stretch or vehicle registration in the

Project state with socio-economic indicators such as population, state income (NSDP)

and per capita income.

Analyzing correlation of traffic growth of each mode (car, 2-wheeler, bus & trucks)

to various socio-economic indicators. This will help in arriving at the economic variable

and the corresponding elasticity of demand for each type of vehicle to be considered

for forecast.

The estimated elasticity is moderated base on comparisons with the elasticity

Suggested in the Road Development Plan: 2021 (IRC 2001, MORTH) and other Socio-

economic factors expected to shape the traffic in future.

As the project stretch dose not entertain the traffic of just one state only but it caters

traffic of various states, a weighted average of economic variable of the state in the

project Influence Area (PIA) is considered, to arrive at final growth rates.

Regression analysis has been done using past trends on vehicle registration and socio-

economic Indicators for the period 2004-19, to estimate elasticity for each vehicle type.

The elasticity values Estimated through regression analysis were then compared with

those suggested in the “Road Development plan: 2021”.IRC and best combination of

elasticity’s have been recommended for Deriving traffic growth rates and traffic

forecasts. The final traffic has been estimated.

The subsequent sections explain the traffic forecast on the project stretch in detail.

4.16.4 Project Influence Area (PIA)

Delineating the project influence Area is important as socio-economic indicators in the

area will Influence the traffic movement on the project stretch. The project influence area

has been assessed Based on O-D data. The Table 4.32 presents the regional influence

factors for vehicles plying on the Project stretch for all the three homogenous sections.

Table 4.32 Trip Contributions Observed during Traffic surveys along the Project

stretch

Region/Modes Cars Mini Bus Bus Mini

LCV LCV 2-Axle 3-Axle MAV

Rajasthan 99.10 99.33 94.03 98.83 97.73 98.60 94.47 97.27

Madhya

Pradesh

0.17 0.67 4.73 0.50 1.23 0.47 0.87 0.23

Gujarat 0.50 0.00 1.10 0.50 0.70 0.77 1.73 1.37

Rest of India 0.27 0.00 0.10 0.17 0.33 0.17 2.93 1.13

Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0

The above table shows that Rajasthan constitutes majority of traffic across all the modes

approximately due to regional location of project Road in Rajasthan. The Remaining

Surrounding State of M.P. and Gujarat also influence traffic on Project Corridor, will rest of

Traffic is contributed by other parts of the Country. All the above Data has been analyzed

to forecast the Future traffic.

4.16.5 Socio- Economic Indicators



Page 35 of 35

Page 35 of 35

As seen in the previous section, The Traffic on the Project Road is majorly From Punjab and

has an interaction with Other State like Rajasthan, Haryana, H.P., J & K, Delhi which are

neighboring states of Punjab in thus have an influence Project of road. Thus Regression

analysis of the economic indicators of these states with the vehicle registration in the

respective state was carried out to establish the elasticity of growth the past growth of

socio-economic indicators from 2004-2011 (Net State domestic product, population and

per capita income) and vehicle registrations , by vehicle type, of this states are summarized

in the following Table 4.33.

Table 4.33: Socio Economic Indicators and Vehicle Registration Data Region/Modes 2-

wheelers

3-

wheelers

Car/Jeep Buses Trucks Population PCI NSDP GDP

Rajasthan 11.67% 9.20% 12.42% 5.19% 10.66% 1.96% 6.51% 8.36% 8.48%

Gujarat 8.65% 9.08% 10.83% 3.41% 8.35% 1.77% 8.49% 10.06% 8.48%

MP 10.42% 8.42% 12.04% 6.19% 9.48% 1.87% 6.86% 8.67% 8.48%

Rest of India 9.89% 8.70% 10.93% 9.02% 9.4% 1.57% 6.60% 8.48%

Source: Economic Statistics of India

From above data, it can be seen that the vehicle registration in the state has seen a steady

growth across mode and modes and this data has been considered for estimating the

travel demand elasticity for the respective states. The entire socio economic indicator has

seen a significant growth during 2004-2012.

4.16.6 Elasticity value of Project corridor

Elasticity estimate forms the very base of traffic forecasting. The elasticity of each type of

vehicle defining the relationship and degree of correlation with various economic

indicators is estimated using regression analysis. Past growth data for the period of 2004-

2012 was used for this analysis. Usually passenger traffic is a function of population and per

capita income, while the freight and commercial traffic is governed by state income

growth. The elasticity estimated with respect to various socio- economic indicators through

regression analysis is given in the Table 4.34 below:

Table 4.34: Elasticity’s of various modes derived through regression analysis Vehicle Category Independent Variable R Square Elasticity Coeff.

2- Wheelers PCI 0.9826 1.7205

Population 0.9992 5.6854

3- Wheelers PCI 0.9818 1.371


Car PCI 0.9838 1.8254


Bus PCI 0.9842 0.7928


Trucks NSPD 0.9798 1.2496

GDP 0.9949 1.2451

It is evident from the above table that the best –fit economic variables for car and bus

traffic growth are population and PCI. The best fit Economic Indicators for all goods traffic is

the state income, which is a function of the economic activity in the concerned state.

While the regression analysis gives elasticity figures, there is a need for moderation based on

comparison with other studies and developments in Socio- economic condition expected



Page 36 of 36

Page 36 of 36

in future that will make moment of commercial vehicle easier state. The elasticity for

different vehicles categories have been moderated based on future economic prospects

of the project influence area and the likely future sift among the vehicle categories like the

provable shift of vehicle ownership from 2-Axle Trucks to MAV and 2/3 wheelers market to

car have been taken into account while moderating the elasticity values. This is considered

necessary because as the purchasing power increases there will be a shift from low cost

vehicle to high speed, more expensive and better comfortable vehicle.

Further, with the road improvement and realization of economics of scale, goods operators

will tend to transfer from 2- Axle trucks to multi-axle vehicles. These market driven forces

have been realistically considered in the elasticity moderations.

In order to moderates the transport demand elasticity, as discussed above the consultant

have referred the “Road Development Plan: Vision 2021” prepared by IRC in 2001. This

document provides the vision for the next 20 years for development and maintenance of

all categories of road i.e. National Highways, State Highways, Major District Roads and Rural

and Roads. It focuses on research and development, mobilization of resources, capacity

building and human resources development, quality system, environment and energy

considerations for the highway sector and Highway safety and serves as a valuable guide

to the center and the state Governments for planning purpose.

The Following Table 4.35 presents the comparison of elasticity value suggested by the

“Road Development Plan: Vision 2021” for projecting traffic growth trends at a National

Level.

Table 4.35: Comparison of elasticity

Type Cars Buses Trucks

Elasticity as per calculation (weighted elasticity) 1.581 0.931 1.033

Elasticity as per SP-19 2.00 1.60 2.00

Elasticity as per vision 2021(MoRT&H) 1.60 1.30 1.40

4.16.7 Adopted Elasticity for Different Scenarios

As per the best suitable traffic scenario, weighted Average elasticity values are adopted

and presented in Table 4.36 below

Table 4.36: Adopted elasticity

Mode Duration

Up to 2015 2016-2020 2021-2025 2026-2030 2031-2035 2036-2040

2- Wheeler 1.376 1.238 1.115 1.003 0.903 0.813

Auto Passengers 1.130 1.017 0.915 0.824 0.742 0.667

Cars 1.459 1.313 1.182 1.063 0.957 0.861

Mini Bus 0.666 0.599 0.539 0.485 0.437 0.393

Bus 0.719 0.647 0.583 0.524 0.472 0.425

Tractor 0.982 0.884 0.796 0.716 0.645 0.580

Mini LCV 0.982 0.884 0.796 0.716 0.645 0.580

LCV 0.980 0.882 0.793 0.714 0.643 0.578

2- Axle 0.979 0.881 0.793 0.714 0.643 0.578

3- Axle 1.000 0.900 0.810 0.729 0.656 0.590

MAV 1.000 0.900 0.810 0.729 0.656 0.590

Average 1.025 0.922 0.830 0.747 0.672 0.605

4.16.8 Final Traffic Growth Rates



Page 37 of 37

Page 37 of 37

Based on the weighted average elasticity values and the projected economic/

demographic indicators, the future average annual compound traffic growth rates by

vehicle type have been estimated & presented in the following Table 4.37.

Table 4.37: Final Traffic Growth Rates

Mode Duration

Up to

2015

2016-

2020

2021-

2025

2026-

2030

2031-

2035

2036-

2040

2- Wheeler 7.568 8.049 6.687 5.517 4.514 3.656

Auto

Passengers

6.216 6.612 5.493 4.531 3.708 3.003

Cars 8.023 8.534 7.090 5.849 4.786 3.876

Mini Bus 3.661 3.894 3.235 2.669 2.184 1.769

Bus 3.956 4.208 3.496 2.884 2.359 1.911

Tractor 5.894 5.305 4.774 4.297 3.867 3.480

Mini LCV 5.894 6.189 5.172 4.297 3.545 2.900

LCV 5.877 6.171 5.157 4.284 3.535 2.892

2- Axle 0.979 0.881 0.793 0.714 0.643 0.578

3- Axle 6.000 6.000 5.265 4.374 3.609 2.952

MAV 6.000 6.000 5.265 4.374 3.609 2.952

Average 5.461 5.677 4.766 3.981 3.305 2.725

4.16.9 Traffic Projections

4.16.9.1Projections of Normal Traffic @5% growth rate

The total daily traffic is forecasted for the period up to year 2046 based upon 5% growth

rates for assessing financial viability of the project. The total projected tollable traffic at

each survey location is shown in Table-4.38 for normal traffic.

4.16.9.2 Projections of Traffic including Diverted traffic @5% growth rate

The Total daily traffic including the diverted traffic on normal traffic census is also done for

the period up to year 2046 based upon 5% growth rates. The total projected toll able traffic

at each survey Location is shown in Table-4.39 for projections for traffic including diverted

traffic on project road.

4.16.9.3 Projections of Normal Traffic (Economic indicators)

The total daily traffic the diverted traffic on normal traffic census is also done for the period

up to year 2046 based upon suitable growth rates as considered for normal traffic

projections (from Economic indicators). The total projected toll able traffic at each survey

location is shown in Table-4.40 for projections for traffic including diverted traffic on project

road.



Page 38 of 38

Page 38 of 38

4.16.9.4 Projections of Traffic including Diverted Traffic (Economic indicators)

The total daily traffic the diverted traffic on normal traffic census is also done for the period

up to year 2046 based upon suitable growth rates as considered for normal traffic

projections (from Economic indicators). The total projected toll able traffic at each survey

location is shown in Table-4.41 for projections for traffic including diverted traffic on project

road.



Page 39 of 39

Table 4.38: Projection of AADT @growth rate 5%

Year

Location-1 Km-1+000 Location-2 Km-41+400 Average

Tollable

vehicle

Tollable

PCU

Total

Vehicles

Total

PCU

Tollable

vehicle

Tollable

PCU

Total

Vehicles

Total

PCU

Tollable

vehicle

Tollable

PCU

Total

Vehicles

Total

PCU

Base

Year

2015

468 807 2272 1964 674 1037 2981 2639 571 922 2627 2302

2016 491 847 2386 2062 708 1089 3130 2771 600 968 2758 2417

2017 516 890 2505 2165 743 1143 3287 2909 630 1017 2896 2537

2018 542 934 2630 2274 780 1200 3451 3055 661 1067 3041 2664

2019 569 981 2762 2387 819 1260 3623 3208 694 1121 3193 2797

2020 597 1030 2900 2507 860 1324 3805 3368 729 1177 3352 2937

2021 627 1081 3045 2632 903 1390 3995 3537 765 1236 3520 3084

2022 659 1136 3197 2764 948 1459 4195 3713 803 1297 3696 3238

2023 691 1192 3357 2902 996 1532 4404 3899 844 1362 3881 3400

2024 726 1252 3525 3047 1046 1609 4625 4094 886 1430 4075 3570

2025 762 1315 3701 3199 1098 1689 4856 4299 930 1502 4278 3749

2026 800 1380 3886 3359 1153 1774 5099 4514 977 1577 4492 3936

2027 840 1449 4080 3527 1210 1862 5353 4739 1025 1656 4717 4133

2028 882 1522 4284 3703 1271 1955 5621 4976 1077 1739 4953 4340

2029 927 1598 4498 3889 1334 2053 5902 5225 1131 1825 5200 4557

2030 973 1678 4723 4083 1401 2156 6197 5486 1187 1917 5460 4785

2035 1242 2141 6028 5211 1788 2751 7909 7002 1515 2446 6969 6107

2040 1585 2733 7694 6651 2282 3512 10095 8937 1934 3122 8894 7794

2041 1664 2869 8078 6983 2397 3687 10599 9383 2030 3278 9339 8183

2042 1747 3013 8482 7333 2516 3872 11129 9853 2132 3442 9806 8593



Page 40 of 40

Table 4.39: Projection of AADT @ Actual Growth Rate

Year


Tollable

vehicle

Tollable

PCU

Total

Vehicles

Total

PCU

Tollable

vehicle

Tollable

PCU

Total

Vehicles

Total

PCU

Tollable

vehicle

Tollable

PCU

Total

Vehicles

Total

PCU

Base

Year

2015

468 807 2272 1964 674 1037 2981 2639 571 922 2627 2302

2016 495 853 2401 2075 712 1096 3150 2789 603 974 2776 2432

2017 523 901 2537 2193 753 1158 3329 2947 638 1030 2933 2570

2018 552 952 2681 2318 795 1224 3518 3114 674 1088 3100 2716

2019 584 1006 2834 2449 841 1293 3718 3291 712 1150 3276 2870

2020 617 1064 2994 2588 888 1367 3929 3478 753 1215 3462 3033

2021 646 1114 3137 2712 931 1432 4116 3644 788 1273 3627 3178

2022 677 1167 3287 2841 975 1500 4312 3818 826 1334 3799 3329

2023 709 1223 3443 2976 1021 1572 4518 3999 865 1397 3981 3488

2024 743 1281 3607 3118 1070 1647 4733 4190 907 1464 4170 3654

2025 778 1342 3779 3267 1121 1725 4959 4390 950 1534 4369 3828

2026 809 1396 3930 3397 1166 1794 5156 4565 988 1595 4543 3981

2027 842 1451 4086 3532 1212 1865 5361 4746 1027 1658 4724 4139

2028 875 1509 4249 3673 1260 1939 5575 4935 1068 1724 4912 4304

2029 910 1569 4418 3819 1311 2017 5797 5132 1110 1793 5107 4475

2030 946 1632 4594 3971 1363 2097 6027 5336 1155 1864 5311 4654

2035 1113 1920 5405 4672 1603 2467 7092 6278 1358 2193 6248 5475

2040 1274 2196 6183 5344 1834 2822 8112 7181 1554 2509 7147 6263

2041 1308 2256 6351 5490 1884 2899 8333 7377 1596 2577 7342 6434

2042 1344 2317 6524 5640 1935 2978 8560 7578 1640 2648 7542 6609



Page 41 of 41

Table 4.40: Projection of AADT including Diverted Traffic @growth rate 5%

Year


Tollable

vehicle

Tollable

PCU

Total

Vehicles

Total

PCU

Tollable

vehicle

Tollable

PCU

Total

Vehicles

Total

PCU

Tollable

vehicle

Tollable

PCU

Total

Vehicles

Total

PCU

Base

Year

2015

518 896 2322 2053 724 1126 3031 2728 621 1011 2677 2391

2016 544 941 2438 2156 760 1182 3183 2864 652 1062 2810 2510

2017 571 988 2560 2263 798 1241 3342 3008 685 1115 2951 2636

2018 600 1037 2688 2377 838 1303 3509 3158 719 1170 3098 2767

2019 630 1089 2822 2495 880 1369 3684 3316 755 1229 3253 2906

2020 661 1144 2964 2620 924 1437 3868 3482 793 1290 3416 3051

2021 694 1201 3112 2751 970 1509 4062 3656 832 1355 3587 3203

2022 729 1261 3267 2889 1019 1584 4265 3839 874 1423 3766 3364

2023 765 1324 3431 3033 1070 1664 4478 4030 917 1494 3954 3532

2024 804 1390 3602 3185 1123 1747 4702 4232 963 1568 4152 3708

2025 844 1459 3782 3344 1179 1834 4937 4444 1012 1647 4360 3894

2026 886 1532 3971 3511 1238 1926 5184 4666 1062 1729 4578 4089

2027 930 1609 4170 3687 1300 2022 5443 4899 1115 1816 4807 4293

2028 977 1690 4378 3871 1365 2123 5715 5144 1171 1906 5047 4508

2029 1026 1774 4597 4065 1433 2229 6001 5401 1230 2002 5299 4733

2030 1077 1863 4827 4268 1505 2341 6301 5671 1291 2102 5564 4970

2035 1374 2377 6161 5447 1921 2988 8042 7238 1648 2682 7102 6343

2040 1754 3034 7863 6952 2452 3813 10264 9238 2103 3424 9064 8095

2041 1842 3186 8256 7300 2574 4004 10777 9700 2208 3595 9517 8500

2042 1934 3345 8669 7665 2703 4204 11316 10185 2318 3775 9993 8925



Page 42 of 42

Table 4.41: Projection of AADT including Diverted Traffic @ actual growth rate

Year


Tollable

vehicle

Tollable

PCU

Total

Vehicles

Total

PCU

Tollable

vehicle

Tollable

PCU

Total

Vehicles

Total

PCU

Tollable

vehicle

Tollable

PCU

Total

Vehicles

Total

PCU

Base

Year

2015

518 896 2322 2053 724 1126 3031 2728 621 1011 2677 2391

2016 547 947 2454 2170 765 1190 3203 2883 656 1068 2828 2526

2017 578 1001 2593 2293 809 1257 3385 3047 694 1129 2989 2670

2018 611 1057 2740 2423 854 1329 3577 3219 733 1193 3159 2821

2019 646 1117 2896 2560 903 1404 3780 3402 774 1261 3338 2981

2020 683 1181 3060 2706 954 1484 3995 3595 818 1332 3528 3151

2021 715 1237 3206 2835 1000 1555 4185 3767 857 1396 3696 3301

2022 749 1296 3359 2970 1047 1629 4385 3946 898 1462 3872 3458

2023 785 1358 3519 3111 1097 1706 4594 4134 941 1532 4056 3623

2024 822 1423 3687 3260 1150 1788 4812 4331 986 1605 4250 3796

2025 862 1490 3862 3415 1204 1873 5042 4538 1033 1682 4452 3976

2026 896 1550 4016 3551 1252 1948 5243 4718 1074 1749 4629 4135

2027 932 1611 4176 3692 1302 2025 5451 4906 1117 1818 4814 4299

2028 969 1676 4342 3839 1354 2106 5668 5102 1161 1891 5005 4470

2029 1007 1742 4515 3992 1408 2190 5894 5305 1208 1966 5205 4648

2030 1047 1812 4695 4151 1464 2277 6129 5516 1256 2044 5412 4834

2035 1232 2132 5524 4884 1722 2679 7211 6490 1477 2405 6367 5687

2040 1410 2438 6319 5587 1970 3064 8248 7423 1690 2751 7283 6505

2041 1448 2505 6491 5739 2024 3148 8473 7626 1736 2826 7482 6682



Page 43 of 43

2042 1487 2573 6668 5895 2079 3233 8704 7834 1783 2903 7686 6864



Page 44 of 44

Page 44 of 44

Page 1 of 26



R2/H2

Chapter-5: Engineering Survey & Investigation

5.1 ROAD INVENTORY AND ROAD CONDITION:

An inventory of the project road has been carried out by visual observations supplemented with

sample measurements using tape etc. Kilometer wise features like terrain, land-use, surfacing

type and width, shoulder, sub grade, local soil type, curve details, intersectional details, retaining

structures details, location of water bodies, height of embankment or depth of cut, ROW, CD

structures, road side arboriculture, existing utility services, gene ral drainage conditions etc., were

recorded. The road inventory has been referenced to the existing km posts established along

the roadside.

the project road starts at three legged junction at Km-184+500 of SH-32 (Salumber- Banswara

section) and ends at three legged junction at Dhariyawad (End Point of SH-80 (Bansi-

Dhariyawad) & Start Point of SH-81A (old MDR-12) (Dhariyawad- Pratapgarh- MPBorder) for a

total length of 45.745 (as per topographic Survey) & 45.700 (Design Length).

5.2 TERRAIN :

The terrain along the road is Hilly & Plain.

Start Point of the Project

Page 2 of 26



R2/H2

5.3 LAND USE:

The land use along the project road is predominantly agricultural. The major land use pattern is

agriculture and residential.

5.4 CARRIAGEWAY WIDTH:

The project road is mainly an Intermediate but there are short stretch of Two lane and Shoulder

of about 1.5 m to 2.0m with a total roadway of average 10m except short length of two lane

having roadway width 12.0m. Increased lane width is observed at major junctions for

canalizations of traffic. Table 5.1 shows width of formation and carriageway.

Table: 5.1 Carriageway width

Start Ch. End Ch. Length (in

km) Type Width

(in M)

Condition Remark

0+000 4+200 4.2 BT 5.5 Poor

4+200 4+500 0.3 CC 5.5 Poor

4+500 16+400 11.9 BT 5.5 Fair

16+400 16+500 0.1 CC 5.5 Poor

16+500 16+800 0.3 BT 5.5 Poor

16+800 16+900 0.1 CC 5.5 Poor

16+900 18+000 1.1 BT 5.5 Fair

18+000 24+400 6.4 BT 3.0 Poor

24+400 40+600 16.2 BT 7.0 Fair

40+600 43+100 2.5 BT 3.75 Poor

43+100 44+100 1.0 CC 5.5 Poor

44+100 44+900 0.8 BT 5.5 Fair

44+900 45+745 0.845 CC 7.0 Poor

Total 45.745 Km

Table 2.2 Summary of Cross Section of project Road

Carriageway

Width

Total Length

(km) Length (in km) Type

3.0

SL- 8.9 6.4 BT

3.75 2.5 BT

5.5m

IL- 19.8 1.5 CC

18.3 BT

7.0m

2L- 17.045 16.2 BT

0.845 CC

Total 45.745 km 45.745 km

Page 3 of 26



R2/H2

5.5 SURFACING TYPE: During reconnaissance survey visual condition of the project road reveals that project road is

in fair condition for about 26% (major patch work) & 74% needs improvements (Poor

Condition) , especially for the reaches traversing through urban areas.

5.6 SHOULDER: Apparently, the average embankment of the road is 1.0 m to 1.5 m and the shoulder drop is not

noticed on the project corridor.

5.7 EMBANKMENT HEIGHT: The average embankment of the road is 1.0 m to 1.5 m and the shoulder drop is not noticed on

the project corridor. However, higher embankment exists at approaches to the bridges and at

hilly portion. The condition of the embankment is fair.

5.8 VILLAGES AND TOWNS: The villages and towns through which the project road passes are listed in Table 5.2.

Table 5.2 List of Villages along to project road

Sr.

No. Village Start Ch. End Ch.

Length

(km) Population Block District

1 Jhallara 0+000 0+200 0.2 1532 Salumber Udaipur

2 Mandli 2+300 2+700 0.4 1053 Salumber Udaipur

3

Jodhpur oochi

Mogri 3+100 3+350 0.25

293 Salumber Udaipur

4 Kalyankalan 4+100 4+800 0.7 919 Salumber Udaipur

5 Bori 7+900 8+100 0.2 884 Salumber Udaipur

6 Matasula 9+450 9+750 0.3 1383 Salumber Udaipur

7 Bada Talab 12+750 13+050 0.3 678 Salumber Udaipur

8 Manpur 16+100 16+700 0.6 3051 Salumber Udaipur

9 Sajnot 16+900 17+500 0.6 1416 Salumber Udaipur

10 Budel 17+800 19+100 1.3 239 Salumber Udaipur

11 Dayagaon 31+300 33+000 1.7 490 Dhariyawad Pratapgarh

12 Arbada 35+500 36+000 0.5 230 Dhariyawad Pratapgarh

13 Dhariyawad 44+300 45+745 1.445 11368 Dhariyawad Pratapgarh

5.9 ROAD JUNCTIONS: There are 03 Major Junction & 22 Minor Junctions on the project road. List of all Junctions &

Intersection area as follows: -

Table 5.3A: Major Junctions

S.no Existing

Chainage

Category of Road Type of

Junction

Remarks

1 0+000 SH-32

Y LHS- Salumber

RHS- Banswara

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2 38+100 MDR-12B T To Salumber

3 45+745 LHS-- SHW-80 &

RHS--- SHW-81

T LHS- To Bhatewar

RHS- To Pratapgarh Table 5.3B: Minor Junctions

S.No. Existing

Chainage

Type of

Junction

Type of Road

(CC/BT/Earthen) Remark

1 2+530 Y BT To Dhavdi

2 5+400 T BT To KalyanaKhurd

3 7+950 T BT To Bori Village

4

9+050 X BT

LHS - Hadmatiya

kalan


5 10+200 Y BT To Babrana

6 12+300 Y BT To Stone Mine

7 13+520 T BT To Devad Village

8 16+950 T BT To Devla Kalan

9 18+550 T BT To Budel Village

10 20+170 T BT To Jagat falan

11 20+350 T BT To Lohargarh

12 22+650 X BT

LHS – To Talapur

RHS – To Deola

13 30+450 T BT To Ultan

14 32+800 T BT To Jhadoli

15 33+900 T BT To Managaon

16 36+350 X BT

LHS- To Parel

RHS- To Valisima

17 38+350 T BT To Nalwa

18 41+950 T BT To Parsola

19 43+200 T CC To Sakhikheda

20 43+800 T CC To Payra

21 44+200 T BT To Lasadiya

22 45+300 Y CC To Dhariyawad Town

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5.10 TOPOGRAPHIC SURVEYS:

GPS survey is being carried out and GPS control points are established along the alignment, In

addition, auto leveling carried out between SOI GTS BMs and GPS control beacons.

The topographic survey includes:

GPS control points at 5 km intervals which will be auto-leveled from Survey of India (SOI) GTS

BM‟s to GPS control point BM‟s using auto levels (in accordance with IRC SP19)

Additional intermittent benchmarks established on permanent structures like Culverts, Km

stones, or on permanent structures enroute, etc.

A total station traverse is being carried out with stations between 250m apart. Field checks

will be carried out for mutual bearing, mutual distance and heights.

The detailed survey is being carried out using a total station instrument with a strip width of 30

m, widened at horizontal curves and ROB locations. All topographical features will be picked

up during the survey. Points will be picked up 50 m apart and cross sections taken at same

intervals. Where existing roads / railways cross the alignment the surveys will be extended to

100 m either side of the alignment proposed. Culvert location will be surveyed as part of the

detailed survey.

Hard copies of the survey will be made and will be used by senior surveyor and the survey

teams to verify the accuracy in the field of the detailed survey.

The survey will be received in digital format in XYZ format compatible with Mx software

together with hard copies.

5.11 CONDITION SURVEY:

Detailed field studies carried out to collect pavement/shoulder/drainage conditions are briefly

discussed hereunder and the findings are presented in Annexure.

5.12 PAVEMENT CONDITION SURVEYS: The survey on general pavement condition was primarily a visual exercise undertaken by means

of slow drive-over survey, and supplemented with measurements wherever necessary. Visual

assessment was carried out from a vehicle, with speed not exceeding 15 km/hr and stopping at

various locations at suitable intervals at 200m and wherever necessary, depending on variations

in pavement conditions. At the points of stoppage, simple measurements using measuring tape

and straight edge were carried out to quantify pavement deficiency on a representative basis.

Aspects of pavement conditions assessed include surface defects, rut depth, cracking, potholes,

patched areas, shoulder condition etc. An overall assessment of performance serviceability of

the road was also done to qualitatively rate the existing pavement and shoulder condition.

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The pavement condition was recorded under the following sub-heads:

Shoulder-

Composition / Condition / material Loss

Riding Quality (Good / Fair / Poor / Very Poor)

Pavement Condition (surface distress type & extent)

Cracking (%)

Raveling (%)

Potholes (%)

Patching (%)

Rut depth (mm)

Edge break (m)

Pavement edge Drop (mm)

Embankment Condition (Good / Fair / Poor)

Road Side Drain (Non Existing / Partially Functional / Functional)

Drainage condition

For determining the pavement condition for each km. of road, the yardstick as given in Table 5.3

has been used to designate the pavement condition.

Table 5.3: Yardstick of Pavement Condition

Sl

. No.

Condition Pot holes

(%)

Cracking

(%)

Patching

(%)

Raveling

(%)

1 Fair >5

10

> 10 20 > 0.5 2.0 > 2.0

5.0

2 Poor >10 >20 >2 >5.0

5.13 SUMMARY OF CONDITION SURVEY RESULTS: Based on the yardsticks, the overall condition of the pavement has been analysed and it varies

between Good to Fair.

Table 5.4 Surface Condition of the Carriageway

Start Ch. End Ch. Length (in

km) Type Width

(in M)

Condition Remark

0+000 4+200 4.2 BT 5.5 Poor

4+200 4+500 0.3 CC 5.5 Poor

4+500 16+400 11.9 BT 5.5 Fair

16+400 16+500 0.1 CC 5.5 Poor

16+500 16+800 0.3 BT 5.5 Poor

16+800 16+900 0.1 CC 5.5 Poor

16+900 18+000 1.1 BT 5.5 Fair

18+000 24+400 6.4 BT 3.0 Poor

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24+400 40+600 16.2 BT 7.0 Fair

40+600 43+100 2.5 BT 3.75 Poor

43+100 44+100 1.0 CC 5.5 Poor

44+100 44+900 0.8 BT 5.5 Fair

44+900 45+745 0.845 CC 7.0 Poor

Total 45.745 Km

Condition

Length(km) % of total

length

Fair 30.0 64%

Poor 15.745 36%

Total 45.745 km 100%

5.14 Benkelman Beam Deflection Test

As the existing pavement condition is fair to poor BBd test has been conducted at project

Road. Hence, BBD test is ruled out. More over entire project road is proposed for

reconstruction from the subgrade bottom.The Test Results are shown below:-

S.

No.

Section (km) Char.

Deflection

Design

Traffic

(MSA)

Overlay

Requirement in

term of BM as per

IRC:81 (mm)

Remark

From To

1 0.000 3.000 1.52 5.00 88 Avg BM

requirement is 81

mm 2 3.000 6.000 1.38 5.00 78

3 6.000 9.000 1.40 5.00 78

4 9.000 12.000 1.41 5.00 78

5 12.000 15.000 1.40 5.00 78 This strech will be

reconstructed from

base due to

expansive soil 6 15.000 18.000 1.41 5.00 78

7 18.000 21.000 1.64 5.00 102 Avg BM

requirement is 82

mm 8 21.000 24.000 1.47 5.00 88

9 24.000 27.000 1.43 5.00 80

10 27.000 30.000 1.30 5.00 62

11 30.000 33.000 1.42 5.00 80

12 33.000 36.000 1.53 5.00 90 This stretch will be

reconstructed from

base due to

expansive soil

13 36.000 39.000 1.56 5.00 90

14 39.000 42.000 1.44 5.00 80

15 42.000 45.000 1.60 5.00 100

As per IRC 81:1997

1mm BM = 0.7mm of BC/DBM

So for section-II proposed thickness of BC/DBM is –

102mm BM= 0.7x102 = 72mm BC/DBM

As per above calculations overlay requirement on Existing surface is BC-30mm

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5.15 SHOULDER CONDITION:

The project road has 3.0/3.75/5.5/7.0m Carriageway with 1.0-1.5m earthen shoulder throughout

the project corridor, which is in Fair conditions except at isolated stretches in village portions.

Apparently, the average embankment of the road is 1.0 m to 1.5 m and the shoulder drop is not

noticed on the project corridor.

5.16 DRAINAGE CONDITION:

The general condition of the roadside drains is satisfactory. Sufficient camber is provided to drain

off the water from carriageway surface. There are numerous number of CD structures across the

project alignment. The existing road has proper provision of longitudinal drains 0n both sides.

Pucca drains were observed at some locations within villages and towns and Kuchha drains

(earthen) were observed in cut sections. The natural drains on both sides at some locations were

observed. The general condition of the Pucca drains is fair.

5.17 TRIAL PITS:

The investigations were carried out along the existing road using two types of trial pits made as

under:

Large Test Pit-1.0m x 1.0m at every Homogeneous Section

At Large pit locations following tests were conducted:

Pavement Composition

Characterisation (grain size and Atterberg limits)

Laboratory moisture-density characteristics

Laboratory CBR (un-soaked and 4-day soak compacted at three energy levels) and

swell.

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5.18 EXISTING PAVEMENT CRUST COMPOSITION Test pits of approx. 1.5 m x 1.5 m size staggered on both sides of the pavement were excavated

initially up to sub grade top at every 1.0 km along the project road. The pits were excavated on

shoulders extending about 250mm into the pavement for the following observations:

Type of the pavement layers was visually observed and thickness of each layer was measured

on all the three exposed face of the pavement layers to determine average value and

recorded. The details of the same are in tabular form. Approx. 40 kg of disturbed soil sample was

collected from mach test pit for testing index properties of the soil and soaked CBR on re-

moulded sample in the laboratory. The crust composition of the existing pavement is

summarized as below in Table 5.4.

Table 5.4 Summary of the Existing Pavement Crust Composition Existing

Chainage

in km.

Thickness

of

Surface

Course

Base

Course

Thickness

(mm)

Sub Base

Course

Thickness

(mm)

Total

Thickness

(mm)

Type of

Subgrade

1+000 75 158 113 346 Red Soil

2+000 70 153 105 328 Red Soil

3+000 65 150 150 365 Red Soil

4+000 65 148 153 366 Red Soil

5+000 60 150 150 360 Red Soil

7+000 60 170 160 390 Red Soil

8+000 62 145 150 357 Red Soil

9+000 60 220 150 430 Red Soil

10+000 60 143 148 351 Red Soil

12+000 65 148 155 368 Red Soil

13+000 65 148 150 363 Red Soil

14+000 64 150 96 310 Red Soil

15+000 76 145 114 335 Red Soil

16+000 80 150 120 350 Red Soil

17+000 81 140 122 343 Red Soil

18+000 76 145 114 335 Hard Red murrum

19+000 75 145 113 333 Hard Red murrum

20+000 74 140 111 325 Hard Red murrum

21+000 76 150 114 340 Hard Red murrum

22+000 80 150 120 350 Hard Red murrum

23+000 80 145 120 345 Hard Red murrum

24+000 76 145 114 335 Hard Red murrum

25+000 75 150 113 338 Hard Red murrum

26+000 74 145 111 330 Yellow Sandy Soil

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5.19 Sub grade Soil Investigations

Investigations of existing sub grade soil were carried out to assess the adequacy of the existing

pavement layers apropos to present sub grade strength so that the strengthening and

reconstruction requirement can be established for the design traffic loadings. Objectives of

investigations also included evaluation of the characteristics of existing sub grade soil by

means of laboratory tests.

The requirements of TOR were met through the following steps:

The characteristics of the existing soil, two samples from every five km of the Project

road or closer where change in soil type is encountered;

The determination of sub grade CBR (soaked) every three km of the Project road or

closer where change in soil type is encountered;

Benkelman Beam Deflection measurements on the Project road – one set of ten

readings in 250m for every three km of the Project road;

Analysis of field and laboratory test results;

Providing specific recommendation for existing Pavement; and

Evaluation of problematic sub soil, if any.

5.19.1 Sub grade Characteristics and Strength

Test pits of size about 1.0 m x 1.0 m were excavated manually at pavement shoulder

interface, extending through the pavement layers down to the sub grade level. Sub grade soil

sample (about 40 kg) was taken from each pit and sealed properly for detailed laboratory

test.

Following test were carried out on the sub grade soil sample in the laboratory.

Atterberg‟s limits As per IS: 2720, Part- V - 1985

Grain size analysis As per IS: 2720, Part- IV- 1985

MDD (heavy compaction) As per IS: 2720, Part- VIII- 1983

Optimum Moisture Content As per IS: 2720, Part- VIIl- 1983

CBR (4 days soaked) As per IS: 2720, Part- XVI- 1987

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5.19.2 Laboratory Test on Subgrade Samples

The Summary of Laboratory Test Results for Borrow Material

S.

N

o.

Chainage (Km.) Side

Grain size Analysis Atterberg Limits Optim

um

Moistu

re

Conte

nt (%)

Maxim

um dry

Desity

(g/cm

3)

CBR

(%) Grav

el %

Sand

%

Silt

and

Clay

%

Liquid

Limit

Plastic

Limit

Plastici

ty

Index

1

5km towards

Salumber from start

point

LHS 11.58 50.88 37.54 41.54 20.14 21.40 11.48 1.90 8.55

2 10+500 LHS 9.84 57.2 32.96 38.47 18.86 19.61 10.95 1.93 9.18

3 23+000 LHS 12.56 53.85 33.59 45.74 19.47 26.27 12.14 1.926 8.84

As Per above results the average CBR is <9. So, the value of adopted CBR is 8%.

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5.20 Hydrological and Hydraulic Investigations

Hydrological Data

The hydraulic condition of each structure was assessed thoroughly by visual observations and

details are collected from the local offices of PWD, MP and irrigation department, wherever

available to collect the available hydrological data.

For the existing major and minor bridges the Topographic maps obtained from Survey of India

has been utilized for the Hydrological Calculations.

Topographic maps, obtained from Survey of India, on 1:50,000 scales, have been utilized for

the hydrological study in the corridor, accordingly for entire project Corridor, are prepared

and attached as Annexure 5.5 “Abstract of Hydraulic Calculations”.

5.18.1 Hydrological Design Methodology

For the calculation of discharge of the stream by the Area-Velocity method, topographical

survey including levelling surveys have been carried out across and along the water courses

to determine the cross-section and the slope. A number of cross-sections have been taken at

regular intervals on both upstream and downstream side of the structure, including one at the

proposed location of the structure in accordance with IRC specifications.

The following assumptions have been made during peak discharge calculation:

For locations where water spreads over the banks, the cross-sections were extended up to the

HFL, in order to calculate the effective cross-section of flow.

The longitudinal section to determine the bed slope have been taken at an approximate

regular interval of 100 m following the channel course extending on both the upstream and

the downstream sides of the structure. Caution is taken by following the curved flow line for

longitudinal gradient, rather than a straight line.

5.18.1.1 Assessment of Peak Discharge

The peak discharge and the HFL have been calculated by the following methods.

Dickens Method to find discharge from catchment, and Area velocity methods at the

bridge site, the upstream and the downstream sections.

Dickens Method

Dickens‟s Formula is proposed as Empirical formulae in entire road stretch, which is as below.

Q = CM (0.75)

Where,

Q = the peak run-off in cu.m/sec.

M Is the catchment area in sq.km and

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C = 11-14, where the annual rainfall is 60-120 cm;

14-19, in Madhya Pradesh; and

32, in Western Ghats.

Area – Velocity Method (Manning‟s Formula)

Q = A x V

= A x [(1/n) x (R)2/3 x (S)1/2]

Where, Q = the discharge in cumecs ;

A = Area of the cross section in sq. m.;

V = Velocity in m/sec;

R = Hydraulic mean depth in m. = A / P;

P = Wetted perimeter of the stream in m.;

S = Bed slope of the stream; and

n = Rugosity Co-efficient.

The Design Discharge have been taken as the maximum of peak discharges at different cross

sections.

5.18.1.2 Hydraulic Analysis for Design HFL

In hydraulic analysis, the Design HFL has been calculated corresponding to the Design

Discharge by Manning‟s Equation at the bridge site, as described above.

5.18.1.3 Afflux Calculation

When the waterway area of the opening of a bridge is less than the unobstructed natural

waterway area of the stream, i.e. when bridge contracts the stream, afflux occurs. The afflux

will be calculated using Molesworth‟s formula as given below: -

12)/(01524.088.17

2

aA

Vh

Where, h = Afflux in meters;

V = Average velocity of water in the river prior to construction in m/sec;

A = Unobstructed sectional area of the river at proposed site in sq m; and

a = Constricted area of the river at the bridge in sq m.

5.18.1.4 Scour Depth Calculation

To provide an adequate margin of safety for design of foundation, a further increase by 30%

has been made over the design discharge as per IRC: 78-2000, thus obtaining the final design

discharge for the design of foundation.

By IRC: 5-1998 / IRC: 78-2000

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As per IRC: 5-1998 or IRC: 78-2000, the mean depth of scour below the highest flood level,

Dsm, will be given by the following equation:

Dsm = 1.34 x (Db2 / Ksf ) 1/3

Where, Db = the discharge in cumecs per meter width and Ksf = Silt Factor.

The value of „Db‟ shall be the total design discharge divided by the effective linear waterway

between abutments.

For most of the bridges, the silt factor, Ksf, has been calculated as per guidelines given in IRC-

78: 2000 (Clause 703.2) otherwise it has been assumed as 1.5 due to absence of soil

distribution curve.

5.18.1.5 Maximum Depth of Scour for Design of Foundation

The maximum depth of scour below the Highest Flood Level (HFL) for the design of piers

(dsmp) and abutments (dsma), having individual foundations without any floor protection are

as follows:

In the vicinity of pier: dsmp = 2 x Dsm

In the vicinity of abutment: dsma = 1.27 x Dsm

For the design of floor protection works for rafts or open foundations, the following values of

maximum scour depth may be adopted:

In a straight reach: 1.27 x Dsm

In a bend: 1.50 x Dsm

For the RCC Box type structures proper scour protection is given in the form of floor apron and

flexible apron both on the up-stream and downstream sides. No scour will be allowed to

occur in the RCC Box type structures.

5.18.1.6 Additional Balancing Culvert on Main Carriage Way

Additional balancing culvert on Main Carriage Way has been provided if it is required for

planning of adequate drainage system. Also additional culvert of 1.2m diameter HP (NP-4) for

field channel (farm) shall be provided at bypasses to allow the water to pass from one side to

other side, if the lands on both side of the road belong to the same owner.

5.18.2 Recommendations / Findings

5.18.2.1 Bridge locations

The detailed hydrological & hydraulic calculations of bridges have been presented in

Annexures. The Results has been presented in Table below.

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A. Minor Bridges – 03 nos.

EXISTING DETAILS PROPOSED DETAILS

S.N

O

Survey

Chaina

ge

Propose

d

Chaina

ge

TYPE OF

CD

STRUCT

URES

SPAN

ARRANGE

MENT

Widt

h PROPOSAL

TYPE OF

CD

STRUCTUR

E

SPAN

ARRANGEME

NT

1 22+070 22+035 SLAB 1X6 M 7.5 Reconstructi

on SLAB 1X6 M


on SLAB 1X6 M


on SLAB 1X8 M

******



R2/H2

Page 1 of 1

Chapter-06: Design Standards

6.1 Summary

Following is a summary of the recommended design standards proposed to be

adopted for the project road other than service road and intersections:

Table 6.1: Draft Design Standards

Sr.

No.

Element Terrain

Rural (Non Urban) Urban Area Hilly

1 Width of

Carriageway

(m)

Intermediate

Lane

: 5.5 2-Lane : 7 Intermediate Lane : 5.5

2-Lane : 7.0 2-Lane+

Paved

Shoulder

: 10 2-Lane : 7.0

2 Shoulders

(Earthen)

Intermediate

Lane

: 2.25 ---- Intermediate

Lane

: Hill Side1.75

Valley Side2.75

2-Lane : 2.50 2-Lane : Hill Side

1.0Valley Side 2.0

3 Formation

Width (m)

Intermediate

Lane

: 10.0 2-Lane+Paved

Shoulder : 13.0

(inclusive 2X1.5m of

Drain/Foot path)

Intermediate Lane: : 10

2-Lane : 12.0 2 Lane: : 10

4 Camber/

Cross Fall

Bituminous : 2.5% Bituminous :2.5% Bituminous: : 2.5%

Concrete

Pavement

: 2.5% Concrete

Pavement

:2.5% Concrete Pavement : 2.5%

Earthen

Shoulder

: 3.5%

(min)

Earthen : 3.5%

Shoulder : Min

5 Design Speed

(km/h)

Plain Rolling

Ruling 80 65 Ruling : 50 Ruling : 40

Mm: 65 50 Minimum : 40 Minimum : 30

6 Sight Distance

(m)

Sp

ee

d

Sa

fe

Sto

pp

ing

Inte

r

Me

dia

te

Sp

ee

d

(km

/h)

Sa

fe

sto

pp

ing

Inte

r

Me

dia

te

Sp

ee

d

(km

/h)

Sa

fe

Sto

pp

ing

Inte

r

Me

dia

te

80 120 240 50 60 120 40 45 90

65 90 180 40 45 90 30 30 60

50 60 120

7 Super elevation e=V2

225 R

Limited to 7%

e=V2

225 R

Limited to 7%

e=V2

225 R

Limited to 7%

Limited to 10% in Hair-Pin bend

e = Super elevation in meter per meter

V = Design Speed in km/h

R = Radius of the curve in metre

8 Minimum radii of

Curves

Plain Rolling Urban Hilly Hair-Pin

Bend

Ruling Minimum 230 155 90 50 30

Absolute Minimum 155 90 60 30 14



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Page 2 of 2

Sr.

No.

Element Terrain

Rural (Non Urban) Urban Area Hilly

9 Transition

Curve (m)

Curve

Radius

(m)

Design Speed Curve

Radius

(m)

Design

speed km/h

Curve Radius

(m)

Design speed

km/h

80 65 50 50 40 40 30

90 NA NA 75 60 NA 75

30 NA 30

155 NA 80 55 90 75 50

50 40 20

230 90 60 35 155 55 35

Hair -Peen

Bend

14 15

10 Widenin

g at

curves

(m)

Radius of curve

(m) Up to 20 21 to 40 41 to 60 61 to 100 101 to 300 Above 300

Two Lane 1.5 1.2 0.9 0.9 1.2 -

Single Lane 0.9 0.6 0.6 -- 0.6

11 Vertical

Alignmen

t

(Gradient

)

Ruling 3.3% Ruling 5.0%

Limiting 5.0% Limiting 6.0%

Exceptional 6.0% Exceptional 7.0%

12 Roadway width at cross drainage structures

I (i) Culverts upto 6m 2-Lane+Paved Shoulder

2- Lane/Intermediate

: 11.0 m

between

kerbs /cb

: 11.0 m

between

kerbs/cb ---

intermediate

2-Lane

11.00 m

between

kerbs /cb

:12.00 m

between

kerbs /cb

Ii (ii) Minor Bridges greater

than 6 m span and upto

30 m.

2-Lane : 12.0 Intermediate/

2-Lane

: 12.0

iii (iii) Bridges above 30 m 7.5 m between kerbs 7.5 m between kerbs

13 Minimum

Gradient for Drainage

Lined drains

Unlined drains

: 0.5%

: 1.0%

Lined

drains :

0.5%

As per road gradients

6.2 Geometric Design

6.2.1 General

Geometric design of a highway is the process whereby the layout of the road in

specific terrain is designed to meet the needs of the road users keeping in view the

road function, type and volume of traffic, potential traffic hazards and safety as

well as convenience of the road users. The principal areas of control for fulfilment

of this objective are the horizontal alignment, vertical alignment and the road

cross-section.

The Consultants have referred to the latest IRC publications and MoRT&H circulars

regarding design standards to be applied for state highways in India. After careful

review of all available data and requirements of the project road the proposed

Design Standards for adoption on the project road have been recommended.



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6.2.2 Design Speed

The project road passes through plain terrain. For geometric design of the

highway, design speed is used as an index which links road function, traffic flow

and terrain. An appropriate design speed should correspond to general

topography and adjacent land use. The speed selected for design should also

cater to travel needs and behaviour of the road users. Rural highways, except

expressways, are normally designed for speed of 80 km/hr, however depending on

terrain and whether the design is for new alignment or reconstruction of an existing

facility, the design speed is determined to the site requirement.

The ruling design speed corresponding to the type of terrain as per IRC:SP 73-2007,

are as follows:

Table 6.2: Design Speed Standards

Terrain IRC SP:73:2007

Plain 100

Rolling 80

Mountainous 40-50

Assuming a diverse mix of traffic on the project roads, a ruling design speed of 80

km/h for plain and rolling terrain is proposed to be adopted. Use of speed

regulatory sign is proposed at locations such as hairpin bends, urban areas and

other sharp curves where design speed cannot be maintained.

6.2.3 Levels of Service (LOS)

The Level of Service (LOS) characterizes the operating conditions on the roadway

in terms of traffic performance measures related to speed and travel time,

freedom to manoeuvre, traffic interruptions, and comfort and convenience. The

levels of service range from level-of-service A (least congested) to level-of-service

F (most congested). The Highways Capacity Manual (HCM) provides the following

levels of service definitions:

Table 6.3: Standards for Level of Service

Level of Service (LOS) General Operating Conditions

A Free flow

B Reasonably free flow

C Stable flow

D Approaching unstable flow

E Unstable flow

F Forced or breakdown flow

Considering the importance of the highway Level of Service (LOS) ‘B’ is proposed.



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6.2.4 Cross Sectional Elements

6.2.4.1 Roadway Width for Multilane Highways

Adequate roadway width will be provided for the requisite number of traffic lanes

besides the shoulders and a central median dividing the traffic flow directions. As

specified in the IRC 73-2007, in general, for multilane highways, the shoulder width

should be 2.5 m and lane width 3.5 m per lane. Based on a comparative review of

international standards and safety, the values proposed to be adopted for the

roadway elements by the Consultants for the project highway are as follows:

Table 6.4: Road Cross Section

Item Two-Lane with Earthen

Shoulder

Intermediate Lane with

Earthen Shoulder

Carriageways 2 X 3.5 m 5.5m

Paved shoulder N.A. N.A.

Unpaved shoulder

Plain/ rolling terrain

Hilly terrain : Hill Side

Valley Side

2 X 2.5 m

2 X 1.0 m

2 X 2.0 m

2 X 2.25 m

2 X 1.75 m

2 X 2.75 m

Total Formation width

Plain/rolling terrain

Hilly terrain

12 m

10 m

10 m

10 m

Total Formation width in

Urban Area( inclusive

Foot path/Drain)

13 m

(Inclusive of 2X1.5m of

Footpath/Drain)

13 m

(Inclusive of 2X1.5m of

Footpath/Drain)

As the proposed road is a state highway , total carriageway width of 7.0 m i.e. two

lane with 1.5m Granular shoulders & 1.0m earthen shoulders has been proposed

with the formation width of 12m.

6.2.4.2 Lane Width

Lane width has a significant influence on the safety and comfort of the road. The

capacity of a roadway is markedly affected by the lane width. In general, safety

increases with wider lanes up to a width of about 3.5 m. The lane width as per

IRC:SP 73-2007 is 3.5 m.

As the proposed road is a state highway , total carriageway width of 7.0 m i.e. two

lane has been proposed by the Consultants .



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6.2.4.3 Shoulders

Shoulders are a critical element of the roadway cross section. Shoulders provide

recovery area for errant vehicles; a refuge for stopped or disabled vehicles; and

access for emergency and maintenance vehicles. Shoulders can also provide an

opportunity to improve sight distance through cut sections.

IRC:SP 73-2007 recommends a paved outer shoulder of 1.5 m together with an

earthen shoulder of 1.0 m for multilane highways. For mountainous terrain, the

recommended earthen shoulder width as per IRC: 52-1981 is 0.9 m

The Consultants proposed to adopt an outer shoulder width of minimum 2.5m in

plain terrain in which 1.5m width of granular shoulders & 1.0 width of earthen

shoulders.

6.2.4.4 Pavement Camber (Cross-fall)

IRC:SP 73-2007 recommends the following camber for various surface types:

Table 6.5: Provision for Cross-fall

Surface type Camber

High Type Bituminous Surfacing 1.7% - 2.0 %

Thin Bituminous Surfacing 2.0 % - 2.5 %

Water Bound Macadam, Gravel 2.5 % - 3.0 %

Earth 3.0 % - 4.0 %

Considering the bituminous surfacing (bituminous concrete) the Consultants

propose to provide a camber of 2.5 % for the main carriageway as well as paved

shoulders and 3.5 % for the unpaved shoulder (granular).

6.2.4.5 Embankment Slopes

The side slope shall not be steeper than 2H:1V unless soil is retained by suitable soil

retaining by structure.

6.2.5 Typical Cross-sections

The proposed cross-section in rural sections consists of two lane carriageway

configuration during the service life of the project. Concentric widening is

proposed to minimize land acquisition issues and to ensure maximum utilisation of

existing carriageway.



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6.2.6 Horizontal Alignment

6.2.6.1 General

For balance in highway design, all geometrical elements should be determined for

consistent operation under the design speed in general. A horizontal alignment

should be as smooth and consistent as possible with the surrounding topography.

To achieve that, an appropriate blending with the natural contours is preferable to

the one with long tangents through the terrain.

6.2.6.2 Sight Distances

Sight distance is a direct function of the design speed. Safe stopping distances

corresponding to various design speeds are given below:

Table 6.6: Sight Stopping Distance Criteria

Design Speed

Km/h

IRC SP:73:2007

50 60

80 120

100 180

It is desirable to design the highway for more liberal values for operational

convenience. An appropriate allowance would be considered to take care of

the effect of adverse incidents. The value recommended by IRC & guidelines are

proposed to be adopted in design.

6.2.6.3 Horizontal Curve

The minimum horizontal curve radius is the limiting value of curvature for a given

design speeds and is determined from the maximum rate of super elevation and

the side friction factor. As per the IRC: 73 - 2007 the minimum ruling radii of

Horizontal curve for National Highways corresponding to different terrain

conditions are as follows:

Table 6.7: Horizontal Radii Criteria

Type of Terrain Minimum Radii of Horizontal Curve

Two Lane

Ruling Minimum Absolute Minimum

Plain 230 155

Rolling 155 90

Mountainous 50 30

Absolute minimum and ruling minimum radii are corresponding to the minimum

design speed and the ruling design speeds respectively.



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On new roads, horizontal curves are designed with liberal radius provision that

blends well the overall geometry and topography. However, for locations with

constraints and to make use of available roadway, it is proposed to keep minimum

radius in accordance with the IRC recommendations.

Table 6.8: Adopted Horizontal Radii

Speed (km/h) Absolute Minimum Radius Two lane (m)

80 230

65 155

50 90

6.2.6.4 Transition (Spiral) Curves

The purpose of a transition (spiral) curve is to provide a smooth and aesthetically

pleasing transition from a tangent and a circular curve. In addition the transition

curves provide the necessary length for attainment of super-elevation runoff.

It is proposed to adopt transition curve lengths provided above for minimum

recommended moves.

6.2.6.5 Super-elevation

The IRC:SP 73-2007 design standards propose a maximum super-elevation rate of 7

% for plain and rolling terrains, and 10% for the mountainous terrain.

The limiting value of the super-elevation on the project road in both plain/rolling

and hilly terrain is proposed to be 7%.

6.2.7 Vertical Alignment

6.2.7.1 General

The vertical alignment should produce a smooth longitudinal profile consistent with

standard of the road and of the terrain. Horizontal and Vertical curvature should

be so combined that the safety and operational efficiency of the road is

enhanced.

6.2.7.2 Gradients

The IRC:SP 73-2007 geometric design standards propose ruling vertical grades of

3.3% to 5.0% for plain and rolling terrains; and 5.0% to 6.0% for hilly terrain.

Table 6.9 : Vertical Gradient

Terrain Ruling (%) Limiting (%)

Plain/Rolling 3.3% 5.0%

Hilly 5.0% 6.0%



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To ensure adequate drainage, roadways typically have a minimum longitudinal

grade of 0.5% to 0.6%, depending on the terrain. The minimum longitudinal grades

as per IRC:SP 73-2007 design standards are 0.5% for lined side ditches, and 1.0% for

unlined side ditches.

6.2.7.3 Vertical Curves

As per IRC:SP 73-2007 design standards, the minimum lengths of vertical curves are

60 m and 50 m for design speeds of 100 km/h and 80 km/h respectivelyThe length

of a vertical curve is calculated using the following equation:

L = K x A,

Where L = Length of vertical curve in metres;

K = Coefficient, a measure of the flatness of a vertical curve; and

A = Algebraic difference of grade lines (%)

Summit or Crest Curves

According to AASHTO (2001) design guidelines, the minimum K values for stopping

sight distance requirements are 52, 26 and 7 for design speeds of 100 km/hr, 80

km/h and 50 km/hr respectively.

According to TAC (1999) design guidelines, the minimum K valves for stopping

sight distance requirements are 45 to 80, 24 to 36 and 6 to 16 for design speeds of

100 km/hr, 80 km/hr and 50 km/hr respectively.

As per IRC-SP-23-1993 design Guidelines the Consultant propose minimum summit

curve K values of 75, 45, and 25 for design speeds of 100 km/hr, 80 km/hr, 65 km/hr

respectively.

Valley or Sag Curves

The minimum K values for valley or sag curves, in accordance with AASHTO (2001)

design guidelines are 45, 30 and 13 for design speeds of 100 km/hr, 80 km/hr and

50 km/hr respectively. The minimum K values for valley or sag curves, in

accordance with TAC (1999) design guidelines are 37 to 50, 25 to 32 and 7 to 16

for design speeds of 100 km/hr, 80 km/hr, 50 km/hr and 40 km/hr respectively.

As per IRC-SP-23-1993 design Guidelines the Consultant propose minimum valley

curve K values of 42, 26 and 15 for design speeds of 100 km/hr, 80 km/hr, 65 km/hr

respectively.



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6.3 Bridges and Cross Drainage Structures

6.3.1 General

The bridge having total length more than 60 m is termed as major bridge and

bridge length between 6 m to 60 m as minor bridge. The culvert is the structure

having length less than 6 m between inner faces of dirt wall or extreme vent way

boundaries measured at right angles thereto.

6.3.2 Design Standards

6.3.2.1 Bridges and Culvert

For major and minor bridges the minimum overall width between the outermost

faces of the bridge shall be equal to 12m comprising of 11m carriageway kerb

and 0.5m crash barrier on each side. Width of culverts is the same as the full

formation width of roadway.

6.3.2.2 Pipe Culvert

The existing pipe culverts that are hydraulically adequate and functional will be

widened to full formation width. Pipe culverts having less than 0.90 m dia pipe will

be replaced. Based on proposed finish levels if pipe culverts do not have

adequate cushion, they shall be encased all round in M15 grade cement

concrete with 200 mm thick slab and in M20 grade cement concrete over top of

the pipe.

6.3.2.3 Various Codes and Publication to be adopted

The bridges shall be designed as per various IRC codes and special publications

wherever required. For conditional cases, if IRC code does not specify anything

then relevant BIS code will be followed. The following IRC codes shall be adopted

for bridge design.

IRC: 5-1998 General features of design

IRC: 6-2000 Loads and Stresses

IRC: 18-2000 Design criteria for PSC Road Bridges

IRC: 21-2000 Cement concrete plain and reinforced

IRC: 22-1986 Composite Construction

IRC: 40-2000 Brick, stone and block masonry

IRC: 45-1972 Design of well foundation of bridges

IRC: 54-1974 Lateral and Vertical clearances at underpasses

IRC: 78-2000 Foundation and substructure

IRC: 83-1999 (Part I) Metallic Bearings

IRC: 83-1987 (Part II) Elastomeric Bearings

IRC: 83-2002 (Part III) POT PTFE Bearings



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IRC: 89-1997 Guidelines for river training and control works

IRC: SP: 13:2004 Guidelines for the design of small bridges and culverts

IS 2911-1979 code of practice for design and construction of pile

foundations

6.3.2.4 Design Live Load

The two-lane carriageway shall be designed for IRC Class A two-lane load or IRC

70 R single lane whichever produces severe effects.

6.3.2.5 Vertical Load

The various components of bridge will be designed for self weight of structure as

well as live load with buoyancy effect through pore pressure as well as uplift at

base of foundation with appropriate factors depending upon the founding strata.

6.3.2.6 Longitudinal Forces

The bridge will be designed for longitudinal forces on account of tractive and

braking action, wind force, seismic force as well as forces due to longitudinal

movement of superstructure generated due to creep, shrinkage or temperature.

All longitudinal forces will be considered as stipulated in various IRC codes.

6.3.2.7 Seismic Zone

The project road is located in a seismic zone II. It is proposed to design the bridges

for seismic forces as mentioned in modified clause 222 of IRC: 6-2000.

6.3.2.8 Condition of Exposure

Since the project road is away from marine environment, a moderate condition of

exposure will be adopted.

6.3.2.9 Grade of Concrete

The following minimum grade of concrete will be adopted for major and minor

bridges as well as ROB, Flyover and Underpass.

Sr.

No.

Type of Concreting Major Bridge/ Minor Bridge and

Culverts

1 Plain Cement Concrete (PCC) M-20 M-20

2 Reinforced Cement Concrete

(RCC)

M-30 M-30



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6.4 Miscellaneous

6.4.1 Road Signs

Road signs are proposed to be placed according to IRC: 67:2012. The signs are to

be placed on embankment such that extreme edge of sign would be 2.0m away

from the edge of the carriageway. The location of each sign is to be decided in

accordance with the guidelines therein.

The sheeting shall be provided of Super High Intensity Micro Prismatic sheets Type

IX as per ASTM D 4956 for all types of road sign boards as well as Over Head Signs.

6.4.2 Road Markings

Road markings will be made for centre and edge lines using reflective

thermoplastic paints. Appropriate road markings will also be provided at junctions

and crossings.

6.4.3 Traffic Barriers

Traffic barriers are protective devices that are placed between traffic and a

potential hazard off the roadway, with the intention of reducing the severity of a

collision when an errant vehicle leaves the travelled portion of the roadway.

Barriers are to be provided at high embankments, sharp curves and bridge

approaches. The barrier is to be located in unpaved shoulders.

6.4.4 River Training work

River training works will be provided in accordance with IRC 89-1997 and designed

as per forces and loads stipulated for respective components as per the site

specific requirements.

Page 1 of 1


ICSC/PWDRJ/27/Final Feasibility Report-R0/ H2

Chapter-7: SUMMARY OF IMPROVEMENT PROPOSALS

1. Introduction

As evident from the above, the first step towards formulating Improvements Options is

to collect information on the project road primarily from engineering surveys and

secondarily from various agencies concerned. Towards this end detailed information

on the past and present traffic, availability of land, condition of CD structures, potential

sources of construction material, environmentally sensitive areas and social hot spots

has been collected. Also collected is information pertaining to existing settlements.

2. Improvement Proposals

Improvement proposals apropos functional components manifested in appropriate

horizontal and vertical alignments, sight distance availability, lateral and vertical

clearances, intersection treatment etc. Aim at improved design speed, road safety

and also cover facilities such as proper intersection treatments, bus shelters, toll plazas

etc. Improvement proposals apropos structural components on the other hand calls for

detailed evaluation of widening options, concentric or eccentric widening of the

existing road as dictated by the sight situations like available ROW, existing utilities,

terrain, etc., and also existing structural conditions, both for pavement and CD

structures.

As evident from the above, the first step towards formulating Improvements Options is

to collect information on the project road primarily from engineering surveys and

secondarily from various agencies concerned. Towards this end detailed information

on the past and present traffic, availability of land, condition of CD structures, potential

sources of construction material, environmentally sensitive areas and social hot spots

has been collected. Also collected are information pertaining to existing settlements,

present configuration of intersections, importance of discrete cross roads, utility lines,

locations of bus stops, truck parking etc.

Subsequent to a close observation of all these parameters, frequent site-visits have

been undertaken to formulate improvement options that suit requirements of the

project.

Detailed Traffic Survey has been conducted on the project road for 7 days at 3

locations. As per the traffic analysis, total AADT in PCU as on date ranges from 2053 to

2728 PCU. Since the present day PCU is less than 7500 PCU, the project road is

proposed for development to 2 lane with hard shoulder configuration as per

Acceptance No. F.7 (65)/PPP/SHA/2014-15 Package 25/D-396 Dt. 08.01.2015.

Accordingly, Development to 2 Lane with Hard shoulder option is planned for the

development of project road.

Page 2 of 2



Typical Cross Sections

Page 3 of 3



Page 4 of 4



Page 5 of 5



Fig. 6.1: TCS to 2-Lane Carriageway

3. Forest Details:

Detail are forest are listed below:-

S.No. Name of Forest Name of Revenue

Village

Forest Block Chainage

Forest Land

From TO Length (Meter)

Width (Meter)

Area (Sqm)

1 Manpur PF Bada Talab, Sajnot 13618 15408 1790 30 53700

2 Devla PF Devla 24000 25080 1080 30 32400

Page 6 of 6



3 Karcheliya PF Padla, Daragaon,

Jhadoli, Talaya Nimdi 26420 33105 6685 30 200550

Total Forest Area 286650

Fig 2.6 Forest Location Map

4. Status of Environmental Clearance:

The project road does not require any environmental clearance as per the

amendment of EIA notification dated August 2013.

5. Widening Scheme as per Standard:

Table 6.1

Two lane undivided carriageway in plain/rolling area without paved shoulders

(Concentric/Eccentric Widening in Open Area)

Carriageway = 3.50 m Either side

Hard Shoulder = 2.50 m Either side

Total Carriageway = 7.00 m 3.50m wide on Either Side

Proposed ROW = 30.00 m Proposed for new

alignment/Bypass

Table 6.2: Two lane undivided carriageway in plain/rolling area with Paved Shoulders &

Page 7 of 7



Drains

(Concentric/Eccentric Widening with CC Pavement in Built up Area)

Carriageway = 3.50 m Either side

Paved Shoulder = 1.50 m Either side

Total Carriageway = 10.00 m 5.00m wide on Either Side

Proposed ROW = 30.00 m Proposed for new

alignment/Bypass

6. Horizontal Alignment Design

Design of the horizontal alignment has been carried out using highway design software as

per widening scheme finalized. Extensive field checks to verify the feasibility of the proposed

alignment have been carried out and suitable modifications to the alignment have been

done wherever considered essential to safeguard sensitive elements.

7. Homogeneous Section

Based on TOR and existing road condition observed at site, the project road has been

classified in 2 homogeneous sections as shown below:Table 6.3

Adopted

Homogenous

Section

Survey

Location

Final AADT

(Vehicles/PCU)

Existing Road

Width (m)

Road Condition

HS-1: 1+000 2258/2016 3.0/3.75/5.5/7.0 Fair to Poor

41+400 3100/2704

Length= 45.700 km

8. Widening Scheme Based On Homogenous Section

Based on the homogenous section adopted for project road, the overall widening scheme

for the project is as given below in table.

Table 6.4 Widening Schedule


HS-I

Proposed TCS

Type


2 Concentric Widening (Poor) 5.5m-7m 5700.00 TCS-II

3 Concentric Widening (Fair) 5.5m-7m 8550.00 TCS-III

4 Concentric Widening (Poor) 3m-7m 6350.00 TCS-IV

5 Eccentric Widening (Fair) 5.5m-7m 350.00 TCS-V


7 CC Pavement Widening (5.5m-10m) 1400.00 TCS-VII

8 CC Pavement Widening (7m-10m) 850.00 TCS-VIII

45.700 km

Page 8 of 8



Table 6.5 Type TCS

S.No. Start

Chainage

End

Chainage

Total

length TCS Development Proposal

Homogeneous Section-I

1 0.00 4200 4200.00 TCS-II Concentric Widening (Poor) 5.5-7













14 16500 18000 1500.00 TCS-II Concentric Widening (Poor) 5.5-7

15 18000 24350 6350.00 TCS-IV Concentric Widening (Poor) 3-7

16 24350 32150 7800.00 TCS-VI Overlay




20 44850 45700 850.00 TCS-VIII CC Pavement Widening (7-10m)

45700.00

9. Bypass / Realignment

No Bypasses & realignment is proposed.

10. Classification of Project Stretches:

The project is classified into following stretches as per terrain classification.

Table 6.6

S.No. From To Terrain Classification

1 0+000 10+600 Plain terrain 2 10+600 14+000 Rolling Terrain 3 14+000 20+000 Plain Terrain 4 20+000 25+000 Hilly terrain 5 25+000 45+745 Plain Terrain

11. Sections requiring raising due to presence of expansive soil & submergence

Table 6.7

Page 9 of 9



Sr.

No. Start Chainage End Chainage Total length

1 13+400 16+500 3.1

2 32+150 45+700 13.55

3 0+000 13+400 13.4

4 16+500 25+100 8.6

5 25+100 32+150 7.05

Total Length (in Kms) 45.700

12. Horizontal Curve deficiency

List of Horizontal Curves having radius less than desirable minimum radius of 360m

Table 6.8

S.No. Curve Start Chainage Curve End Chainage Radius (m) Speed

(Kmph)

1 0+050 0+150 60 15

2 2+050 2+300 180 45

3 2+400 2+500 75 20

4 2+500 2+600 60 15

5 3+150 3+400 180 45

6 3+400 3+500 300 60

7 3+700 4+100 180 45

8 4+350 4+400 35 10

9 4+500 4+600 75 20

10 4+750 4+900 200 45

11 6+800 6+900 350 70

12 7+600 7+750 320 60

13 8+500 9+100 200 30

14 9+550 9+950 180 45

15 12+450 12+800 150 40

16 13+500 13+650 320 60

17 15+750 16+250 180 45

18 17+050 17+350 190 45

19 17+550 18+200 180 45

20 18+400 18+800 190 45

21 19+000 19+100 100 20

22 20+150 20+400 180 45

23 22+700 22+900 150 40

24 23+600 24+300 160 40

25 26+850 27+000 300 60

26 27+800 28+050 350 70

27 30+250 31+150 100 20

28 32+150 32+350 200 45

29 33+000 33+300 350 70

30 34+950 35+050 180 45

31 35+250 35+400 250 50

32 43+100 43+200 60 15

33 44+150 44+250 20 10

34 44+600 44+700 250 55

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35 45+350 45+450 300 70

36 45+600 45+650 350 75

13. Proposed Horizontal Alignment:

The Project road is an existing bitumen road and has a well-defined formation. The

improvements include flattening the sharp horizontal curves conforming to the minimum

design of 80 kmph for plain/rolling terrain.

The improvement proposal of the project road has been designed in such a manner so as to

utilize the existing road and cross drainage structures to its maximum and have minimum

acquisition of structures & land to avoid resettlement impacts and shifting of utilities.

14. GPS, TBM & Traverse details:

The fixing of GPS, TBM & Traversing detailing on the Project Road is under process. We will

furnish the detail information in later stage.

15. Junction Design

At-grade intersections, unless properly designed, can be accident-prone and can reduce

the overall capacity of the road. The basic requirements for the design of intersections are

not only to cater to safe movements for drivers, but also to provide them complete traffic-

related information by way of signs, pavement markings and traffic signals. Simplicity and

uniformity should be the guiding principles for intersection design. Based upon these

principles the at-grade intersections have been categorized as:

1) Minor:

2) Channelized with or without acceleration and deceleration lanes;

3) Staggered;

4) Signalized intersections; and

There are a number of intersections along the project corridor with various categories of

roads.

16. Major Junctions:

List of Major Junctions along the project corridor is presented in the table below:

Table 6.9: List of Major Junctions

S.no Existing

Chainage Category of Road

Type of

Junction Remarks

1 0+000 SH-32 Y LHS- Salumber

RHS- Banswara

2 38+100 MDR-12B T To Salumber

3 45+745 LHS-- SHW-80 &

RHS--- SHW-81 T

LHS- To Bhatewar

RHS- To Pratapgarh

Page 11 of 11



17. Minor Junctions:

There are a number of intersections along the project corridor with various categories of

roads. There is approx. 22 Nos. of minor junction in our project road. Details are given below.

Table 6.10: List of Minor Junctions

S.No. Existing

Chainage

Type of

Junction

Type of Road

(CC/BT/Earthen) Remark

1 2+530 Y BT To Dhavdi

2 5+400 T BT To KalyanaKhurd

3 7+950 T BT To Bori Village

4 9+050 X BT

LHS - Hadmatiya kalan


5 10+200 Y BT To Babrana

6 12+300 Y BT To Stone Mine

7 13+520 T BT To Devad Village

8 16+950 T BT To Devla Kalan

9 18+550 T BT To Budel Village

10 20+170 T BT To Jagat falan

11 20+350 T BT To Lohargarh

12 22+650 X BT

LHS – To Talapur

RHS – To Deola

13 30+450 T BT To Ultan

14 32+800 T BT To Jhadoli

15 33+900 T BT To Managaon

16 36+350 X BT

LHS- To Parel

RHS- To Valisima

17 38+350 T BT To Nalwa

18 41+950 T BT To Parsola

19 43+200 T CC To Sakhikheda

20 43+800 T CC To Payra

21 44+200 T BT To Lasadiya

22 45+300 Y CC To Dhariyawad Town

18. Bus Shelter:

As per authority 2 bus Shelters in each village having population more than 1000 will be

provided. Hence total Nos. 10 bus shelter provided along the Project Corridor.

19. General Condition of Bridges:

There are 17 minor bridges on the project road. The superstructure of bridges consists of

Cast-in-situ RCC solid slab or stone masonry arch supported on CRM substructure resting

on open foundation.

The condition of most of structures is generally fair. Some common problems observed are

damaged/ poor RCC railing/post, poor condition of stone masonry and reinforcement

exposed in RCC slab. From local enquiry, it is confirmed that a few bridges are submersible

and water flows over the bridge in rainy season.

The condition of Major & Minor Bridges are described below:-

Page 12 of 12



3.17.1 Minor Bridge at Existing km 3+930 (Design Km. 3+910)

The existing bridge has 3 spans (3x5.5m) with a total length of 16.5 m. The carriageway

width of bridge is 6.8m and total deck width is 7.2m.

The structural system of superstructure is RCC Slab while the structural system of

substructure is stone masonry pier and abutment with open foundation.

The condition of bridge is as follows:

1. Condition of slab is good.

2. Sharp curve near approach of the bridge.

3. Insufficient width of bridge.

4. Kerb stones are broken.

The bridge is recommended to be widened 3x5.5m span at this location as per clause

7.3.2 of IRC- SP73-2007.

Minor Bridge at Km 3+930 Sharp curve at approach of

Bridge

Page 13 of 13



Insufficient width available Kerb stones broken

Figure 3.9: Minor Bridge at km 3+930

3.17.2 Minor Bridge at Existing km 7+160 (Design Ch. 7+145)

The existing bridge has 3 spans (3x4.5m) with a total length of 13.5m. The carriageway

width of bridge is 6.8 m and total deck width is 7.2m.

The structural system of superstructure is RCC slab structural system of substructure is stone

pier and abutment with open foundation.

The condition of the bridge is as follows:

1. Slab in good condition

2. Kerbs in good condition.

3. Insufficient width available.

4. Foundation is good.

The bridge is recommended to be widened with span 3x4.5m at this location as per

clause 7.3.2 of IRC-SP73-2007.

Page 14 of 14



Minor Bridge at Km 7+160 Slab in good condition

Insufficient width available Foundation is good


3.17.3 Minor Bridge at Existing km 8+960 (Design Ch. 8+940)

The existing bridge has 4 spans (4x7 m) with a total length of 28.0 m. The carriageway width

of bridge is 6.4m and total deck width is 6.7 m.

The structural system of superstructure is RCC slab rested over stone masonry piers and

abutments over open foundation.


i. Condition of slab is good.

ii. Insufficient width available for Bridge.

iii. Foundation is good.

The bridge is recommended to be widened with span 4x7m at this location as per clause

7.3.2 of IRC-SP73-2007.

Page 15 of 15



Minor Bridge at km 8+960 Insufficient width available

Foundation is good Slab in good condition


3.17.4 Minor Bridge at Existing km 12+620 (Design km. 12+600)

The existing bridge has 2 spans (2x4.8) with a total length of 9.6 m. The carriageway width

of bridge is 6.7m and total deck width is 7.2m.





ii. Foundation is good.

Page 16 of 16



iii. Insufficient width available for Bridge.

The bridge is recommended to be widened at this location as per clause 7.3.2 of IRC-

SP73-2007.

Minor Bridge at km 12+620 Slab in good condition

Foundation is good Insufficient width available



The existing bridge has 3 spans (3x2.5) with a total length of 7.5m. The carriageway width of

bridge is 6.8m and total deck width is 7.2m.




Page 17 of 17



i. Condition of slab is poor. At edges, spalling of concrete is observed leading to

exposure of reinforcement.



The bridge is recommended to be widened by 3x2.5m at this location as per clause 7.3.2

of IRC-SP73-2007.

Minor Bridge at km 17+190 Reinforcement Exposed

Foundation is good Insufficient width available



The existing bridge has 4 spans (4x6.4) with a total length of 25.6 m. The carriageway width





Page 18 of 18



i. Condition of slab is fair.




SP73- 2007.

Minor Bridge at km 17+815 Insufficient width available

Foundation is good



The existing bridge has 1 span (1x6 m) with a total length of 6.0m. The carriageway width of





Page 19 of 19



i. Abutment damaged.

ii. Scouring of foundation.


The bridge is recommended to be reconstructed by 1x6m at this location as per clause

7.3.2 of IRC-SP73- 2007.

Minor Bridge at km 22+070 Abutment

damaged

Scouring of foundation



The existing bridge has 2 spans (2x3) with a total length of 6.0m. The carriageway width of





Page 20 of 20



i. Condition of slab is poor. At edges, spalling of concrete is observed leading to exposure of

reinforcement.


The bridge is recommended to be reconstructed by 1x6m span at this location as per

clause 7.3.2 of IRC-SP73-2007.

Minor Bridge at km 23+720 Slab reinforcement

exposed

Insufficient width available







Page 21 of 21







The bridge is recommended to be widened at this location as per clause 7.3.2 of IRC-SP73-

2007.

Minor Bridge at km 27+300 Foundation is

good

Slab in good condition Insufficient width

available





Page 22 of 22








iii. Kerbs in good condition.


SP73- 2007.

Minor Bridge at km 28+400 Kerbs in good

condition

Slab in good condition Insufficient width

available





Page 23 of 23






i. Slab in good condition


iii. Foundation is in good condition.


SP73-2007.

Minor Bridge at km 32+250 Foundation is good

Slab in good condition Insufficient width available





Page 24 of 24






i. Insufficient width available for Bridge.

ii. Foundation is in good condition.

iii. Slab in good condition.


SP73-2007.

Minor Bridge at km 33+225 Slab in good condition

Foundation is good Insufficient width

available


Page 25 of 25




The existing bridge has 5 spans (5x7.5m) with a total length of 37.5m. The carriageway







iii. Slab condition is very good.


SP73-2007.

Minor Bridge at km 35+135 Slab is good

Insufficient width is available


Page 26 of 26










ii. Condition of slab is good.


2007.

Minor Bridge at 38+135 Insufficient width available

Slab condition is good


Page 27 of 27




The existing bridge has 3 spans (3x6.4) with a total length of 19.2m. The carriageway width








2007.

Minor Bridge at km 39+080 Condition of slab is

good

Insufficient width available


Page 28 of 28




The existing bridge has 2 spans (2x3) with a total length of 6m. The carriageway width of






ii. Condition of slab is poor. At edges, spalling of concrete is observed leading to exposure of

reinforcement.

iii. No parapet.

The bridge is recommended to be reconstructed by 1x8m span at this location as per clause

7.3.2 of IRC-SP73-2007.

Minor Bridge at km 40+140 No parapet

Page 29 of 29



Reinforcement exposed Insufficient width

available



The existing bridge has 8 spans (3x5, 5x6.4) with a total length of 47.0m. The carriageway







iii. Kerb stones in good condition.


2007.

Page 30 of 30



Minor Bridge at km 44+425 Insufficient width

available

Slab in good condition Kerbs in good

condition


3.18 Improvement proposal for Bridges

Existing bridges to be re-constructed

1. The existing bridges at the following location shall be re-constructed as new

Structures:-

(a) Major Bridges – 0 Nos.

S.No. Existing

Chainage

Design

Chainage

Existing Proposed Structure

Type

Structural/

Hydraulic

Condition

Span

(m)

Width of

bridge (m) Span Structure

Type

Width of

Bridge (m)

NIL

(b) Minor Bridges – 3 nos.

Existing Design Existing Proposed

Page 31 of 31



S.No. Chainage Chainage Structure

Type

Structural/

Hydraulic

Condition

Span

(m)

Width of

bridge (m)

Span

Structure

Type

Width

of

Bridge

(m)

1 22+070 22+035 SLAB Poor 1X6 m 7.5 1X6 m 1) RCC Solid

Slab

2) RCC wall

type pier

3) RCC Box

type abutment

12.00

2 23+720 23+685 SLAB Poor 2X3 m 7.1 1X6 m 12.00

3 40+140 40+095 SLAB Poor 2X3 m 7.3 1X8 m 12.00

Widening – 14 nos.

Existing Detail Proposed Detail

S.NO Survey

Chainage

Proposed

Chainage

TYPE OF CD

STRUCTURES

SPAN

ARRANGEMENT Width PROPOSAL

TYPE OF CD

STRUCTURE SPAN ARRANGEMENT

1 3+930 3+910 SLAB 3X5.5 M 7.2 Widening SLAB 3X5.5 M

2 7+160 7+145 SLAB 3X4.5 M 7.2 Widening SLAB 3x4.5

3 8+960 8+940 SLAB 4X7 M 6.7 Widening SLAB 4x7




7 27+300 27+260 SLAB 7x3 M 7.2 Widening SLAB 7x3


9 32+250 32+220 SLAB 2X4 M 7.2 Widening SLAB 2X4 M





14 44+425 44+390 SLAB 3x5, 5x6.4 7.3 Widening SLAB 3x5+5x6.4

Table 3.5: Proposal summary for Bridges

S.No. Proposal Number of Bridges

1 Re-construction 3

2 Widening 14

20. Improvement Proposal of Culverts

I. General Condition of Culverts

As per the observations made at site for the project stretch, there are two types of culverts

found. (i) Slab Culverts (RCC slabs and Stone slabs), (ii) Pipe Culverts. The structural condition

of most of the RCC slab culverts, Pipe culverts is generally poor such as in spalled concrete,

damaged / missing parapet wall, exposed reinforcement in slab, debris & vegetation in

waterway etc. A summary of all the types of culverts found at site.

3.18.1 Improvement Proposal of Culverts

Reconstruction of existing culverts:

The existing culverts at the following locations shall be re-constructed as new culverts:

Page 32 of 32



(A) Hume Pipe Culverts – 29 nos.

S.No Existing

Chainage

Design

Chainage

Existing Proposed

Existing Span

Arrangement

(m)

Structure Type Structure Width

(m)

Span/Dia. Of

Pipe (m)

1 0+085 0+085 HPC BURIED HPC 12.00 1 ROW 1200

2 5+130 5+115 SLAB 1X1.2 M HPC 12.00 1 ROW 1200

3 8+320 8+295 Hpc 1x600 HPC 12.00 1 ROW 1200

4 13+575 13+595 HPC 1 ROW 600 HPC 12.00 1 ROW 1200

5 14+060 14+040 HPC 1 ROW 900 HPC 12.00 1 ROW 1200

6 14+140 14+120 HPC 1 ROW 600 HPC 12.00 1 ROW 1200

7 14+580 14+565 1ROW 600 HPC 12.00 1 ROW 1200

8 16+000 15+980 Hpc 1ROW 600 HPC 12.00 1 ROW 1200

9 18+075 18+050 HPC 1ROW 600 HPC 12.00 1 ROW 1200

10 18+475 18+450 HPC Burried HPC 12.00 1 ROW 1200

11 19+205 19+180 HPC/ Slab 1 ROW 600 &

1x1m

HPC 12.00 2 ROW 1200

12 20+050 20+025 SLAB 1X1 M HPC 12.00 1 ROW 1200

13 20+330 20+300 SLAB 1X1 M HPC 12.00 1 ROW 1200

14 20+675 20+645 SLAB 1X1 M HPC 12.00 1 ROW 1200

15 21+010 20+980 SLAB 1X1 M HPC 12.00 1 ROW 1200

16 24+590 24+560 HPC 1 ROW 900 HPC 12.00 1 ROW 1200

17 26+120 26+090 SLAB 1X1.5 M HPC 12.00 2 ROW 1200

18 26+710 26+675 HPC 1ROW 600 HPC 12.00 1 ROW 1200 19 26+835 26+800 HPC 1ROW 600 HPC 12.00 1 ROW 1200 20 27+040 27+015 1x600 HPC 12.00 1 ROW 1200 21 28+000 27+965 HPC 1 ROW 300 HPC 12.00 1 ROW 1200 22 29+200 29+170 SLAB 1X1.2 M HPC 12.00 1 ROW 1200 23 29+420 29+375 SLAB 1X1.2 M HPC 12.00 1 ROW 1200 24 34+125 34+085 HPC 1 ROW 600 HPC 12.00 1 ROW 1200 25 35+900 35+860 HPC 1 ROW 600 , 300 HPC 12.00 1 ROW 1200 26 38+000 37+960 HPC 1 ROW 300 HPC 12.00 1 ROW 1200 27 38+810 38+765 HPC 1 ROW 300 HPC 12.00 1 ROW 1200 28 39+520 39+480 SLAB 1X0.5 M HPC 12.00 1 ROW 1200

29 41+150 41+115 SLAB 1X1 M HPC 12.00 1 ROW 1200

(B) Slab Culverts – 30 Nos

S.No. Existing

Chainage

Design

Chainage

Existing Proposed

Existing Span

Arrangement

(m)

Structure

Type Structure

Width

(m)

Span/Dia. Of

Pipe (m)

1 0+350 0+345 SLAB 1X1M Slab 12.00 1X2M 2 2+140 2+130 SLAB 1X5 M Slab 12.00 1X5 M 3 9+710 9+690 SLAB 1X2 M Slab 12.00 1X2M 4 11+600 11+585 SLAB 1X2.5 M Slab 12.00 1X3 M 5 13+125 13+100 SLAB 1X1 M Slab 12.00 1X2M

Page 33 of 33



6 13+775 13+755 SLAB 1X1.2 M Slab 12.00 1X2M 7 14+350 14+320 SLAB 1X1 M Slab 12.00 1X2M 8 15+390 15+370 BOX 1X1 M Slab 12.00 1X2 M 9 15+640 15+620 SLAB 1X1.2 M Slab 12.00 1X2M

10 16+975 16+950 SLAB 1X1.5 M Slab 12.00 1X2M 11 17+495 17+420 SLAB 1X1.5 M Slab 12.00 1X2M 12 19+565 19+535 SLAB 1X1.2 M Slab 12.00 1X2M 13 19+910 19+880 SLAB 1X1.5 M Slab 12.00 1X2M 14 22+825 22+800 SLAB 1X3 M Slab 12.00 1X3 M 15 23+440 23+405 SLAB 1X3 M Slab 12.00 1X3 M 16 23+845 23+815 SLAB 1X2 M Slab 12.00 1X2M 17 24+850 24+815 SLAB 1X2 M Slab 12.00 1X2M 18 25+325 25+290 SLAB 1X3 M Slab 12.00 1X3 M 19 25+660 25+630 SLAB 1X5 M Slab 12.00 1X5 M 20 26+230 26+200 SLAB 2X2 M Slab 12.00 1X4M 21 29+050 29+015 SLAB 1X1.5 M Slab 12.00 1X2M 22 31+220 31+185 SLAB 2X2 M Slab 12.00 1X4M 23 31+900 31+870 SLAB 1X1.2 M Slab 12.00 1X2M 24 37+040 36+990 SLAB 2X2 M Slab 12.00 1X4M 25 38+480 38+440 SLAB 1X2 M Slab 12.00 1X2M 26 39+600 39+560 SLAB 1X1.2 M Slab 12.00 1X2M 27 40+615 40+575 SLAB 1X1.2 M Slab 12.00 1X2M 28 40+955 40+915 SLAB 1X1.2 M Slab 12.00 1X2M 29 42+250 42+205 SLAB 2X1.5 M Slab 12.00 1X3 M 30 42+750 42+705 SLAB 2X2 M Slab 12.00 1X4M

(C) Siphon: 8 No.

S.No Existing

Chainage Design Chainage Width (m)

1 0+645 0+640 12.0

2 5+400 5+385 12.0

3 16+570 16+555 12.0

4 18+730 18+700 12.0

5 25+950 25+915 12.0

6 25+980 25+945 12.0

7 26+280 26+215 12.0

8 41+855 41+815 12.0

Widening of existing culverts:

The existing culverts at the following locations shall be widened:

(A) Hume Pipe Culverts – 2 nos.

S.No Existing Design Existing Proposed

Page 34 of 34



Chainage Chainage Existing Span

Arrangement

(m)

Width

(m)

Structure

Type Structure

Width

(m)

Span/Dia. Of Pipe

(m)

1 1+350 1+345 1ROW1000 7. 5 HPC HPC 12.00 1ROW1000 2 15+200 15+180 1ROW1000 7. 5 HPC HPC 12.00 1ROW1000


S.No. Existing

Chainage

Design

Chainage

Existing Proposed

Existing Span

Arrangement

(m)

Width

(m)

Structure

Type

Structure Width

(m)

Span/Dia. Of

Pipe (m)

1 2+475 2+470 1X1 M 7.2 Slab Slab 12.00 1x1 2 10+500 10+480 1X1.2 M 7.2 Slab Slab 12.00 1X1.2 M 3 10+660 10+655 1x1.2 7.2 Slab Slab 12.00 1X1.2 M 4 11+200 11+185 1X1.2 M 7.2 Slab Slab 12.00 1X1.2 M 5 28+540 28+500 1X1.3 M 7.2 Slab Slab 12.00 1X1.3 M 6 29+800 29+765 2X2 M 7.2 Slab Slab 12.00 2X2 M 7 31+450 31+425 1X2 M 7.2 Slab Slab 12.00 1X2M 8 36+000 35+960 1X1.3 M 7.2 Slab Slab 12.00 1X1.3 M 9 36+155 36+115 1X2 M 7.2 Slab Slab 12.00 1X2M 10 36+500 36+470 1X3.2 M 9.5 Slab Slab 12.00 1X3.2 M 11 36+775 36+740 1X2 M 7.5 Slab Slab 12.00 1X2M 12 37+840 37+850 1X2 M 8.4 Slab Slab 12.00 1X2M 13 41+425 41+380 2X2 M 7.2 Slab Slab 12.00 2X2 M 14 42+500 42+455 1X1 M 7.2 Slab Slab 12.00 1x1 15 43+910 43+865 1X4.4 M 7.4 Slab Slab 12.00 1X4.4 M 16 45+600 45+560 1X4 M 6.4 Slab Slab 12.00 1X4 M

Retain & Repair of existing culverts:

The existing culverts at the following locations shall be retained with minor repair:

(A) Syphon – 6 nos.

S.No Existing

Chainage

Design

Chainage

Width

(m)

1 23+650 23+620 12.0

2 26+440 26+405 12.0

3 36+300 36+260 12.0

4 37+510 37+470 12.0

5 40+000 39+960 12.0

6 40+730 40+690 12.0


S.No. Existing Design Existing

Page 35 of 35



Chainage Chainage Existing

Span

Arrangement (m)

Width

(m)

Structure

Type

1 10+230 10+210 1X3 M 12 Slab

Additional new culverts:-

Additional new culverts shall be constructed as per particulars given in the table

below:

(A) Hume Pipe Culvert – 1 Nos.

S.No. Existing

Chainage

Design

Chainage

Span

Arrangement

(m)

Width

(m)

1 2+585 2+575 1Row1200 12

Table 3.7: Summary of Culvert Proposal

Retain & Repair of Slab culvert 1

Retain & Repair of Siphon 6

Widening of Pipe Culvert 2

Widening of Slab Culvert 16

Reconstruction of Pipe Culvert 29

Reconstruction of Slab Culvert 30

Reconstruction of Siphon 08

New construction Pipe Culverts 1



Page 1 of 28

Chapter-08: SUMMARY OF EIA & SIA

8.1 SUMMARY OF EIA (ENVIRONMENTAL IMPACT ASSESMENT)

1. Govt. of Rajasthan has announced development of 20000 kms highways during

next 5 years. Projects and schemes are being identified for implementation of the

announcement. Planning commission, New Delhi was also approached for

selected projects to get 20% VGF from GoI. Several rounds of meetings held at

Planning Commission for identification of road stretches, working out packages,

finalization of various documents and working out timeline etc.

2. For time bound implementation of PPP projects Govt. of Rajasthan has shown

commitment by introducing a first ever comprehensive „Raj. State Highways Bill-

2014‟. The bill has been passed by Rajasthan State Legislative Assembly on 01-08-

2014.

3. Most of the projects were operated under BOT scheme “Public – Private Partnership”

scheme and other being developed under EPC, MEGA and regular contract

scheme. Several other projects under PMGSY scheme are looked after by STATE PWD,

RAJASTHAN for up gradation of State Highways & Major District Roads. The

department is also mainly entrusted with construction and maintenance of Roads,

Bridges and Government buildings etc.

4. Keeping in view the growing importance of road network in the state is physical,

social and economic and environment fabric, PWD Rajasthan with active support of

Government of Rajasthan initiated a comprehensive Feasibility Study for the 3444.0

Kms of road network. The road network is divided into 10 Packages, out of them, the

one package has been entrusted to M/s Intratech Civil Solutions & Consultant for

providing the Consultancy Services for preparation of Feasibility study for

improvement and up-gradation of the MDRs with a total length of 294.814 Kms in the

State of Rajasthan, India vide Letter of Award dated 27/01/2015. The

commencement date is 02/02/2015 and the period for completion of assignment is

12 months. The description of the roads presented in the Package No. 27 has been



Page 2 of 28

given in Table No. 1:

5. Table 1: Details of Roads of Package-27 in Rajasthan State

Sr.

No.

Name of Road District Length

(KM)

1 Pratapgarh – Arnod – MP Border – section of SH-81 B

(the “Highway-I”) Pratapgarh 50.612

2 Salumber – Dhariyawad section of MDR 12 B (the

“Highway-II”)

Pratapgarh /

Udaipur 45.700

3 Dhariyawad – Parsola – Sabla section of SH-91 (the

“Highway-III”)

Pratapgarh /

Dungarpur 50.338

4 Bhatewar – Bansi – Dhariyawad section of SH-79 (the

“Highway-IV”)

Pratapgarh /

Udaipur 87.65

5 Dhariyawad – MP Border section of SH-80 (the

“Highway-V”) Pratapgarh 60.514

Total Length (in Kms) 294.814

6. Package No. 27: There are total 05 Major District Roads (MDRs) falling in the

Pratapgarh, Udaipur & Dungarpur Region with a total length of 294.814 Kms in the

state of Rajasthan. This report deals with the second Road i.e. Salumber-Dhariyawad

Road (MDR 12) which needs to be upgraded to Two Lane with granular Shoulders

and the details of this road is given in Table No. 2.

7. Table 2: Details of Project Road

Sr.

No. Name of Road MDR No.

Chainage (in Km) Length as per

Topographic

Survey

(in Km)

Length as

per Design

(in Km)

From

(in Km)

To

(in Km)

1 Salumber-Dhariyawad

Road MDR 12 Km 0+000 Km 45+745 45.745 45.700

8. Environmental Sensitivity and Project Categorization: Project road is not passing

through any wildlife sanctuary, national park, tiger reserve, protected area or

any other similar eco-sensitive areas. No section of proposed project passes



Page 3 of 28

through protected or reserved forests1. No loss of rare/threatened/endangered

species of flora is envisaged. All other impacts are site-specific and can be

addressed through proven mitigation measures. Hence, the project is classified

as Category B warranting an initial environmental examination (IEE) which has

been conducted in consistent to Safeguard Policy Statement (SPS), 2009.

9. Existing Environment: Climatically, Rajasthan is the driest part of India. The Aravalli

Mountains stretching diagonally across the State from the South-West to North-

East separate the desert and semi-desert areas to the West from the sub-humid

areas in the East. Population densities are higher in the eastern part of the State

and nineteen of the thirty two districts of the State fall in the non-desert area to

the east of the Aravallis. The climate of Rajasthan can be divided into four

seasons: Pre-Monsoon, Monsoon, Post-Monsoon and winter.

10. Pre-Monsoon, which extends from April to June, is the hottest season, with

temperatures ranging from 30C to 40C. In western Rajasthan the temperature

may rise to 45C, particularly in May and June. At this time, Rajasthan's only hill

station, Mt. Abu registers the lowest temperatures. In the desert regions, the

temperature drops in night. Prevailing winds are from the west and sometimes

carry dust storms.

11. The second season Monsoon extends from July to September, temperature

drops but humidity increases and even there is slight drop in the temperature

(300C to 330C). Rajasthan gets about 90% of our rains in this period.

12. The Post-Monsoon period is from October to December. The average maximum

temperature is 330C to 380C, and the minimum is between 180C and 200C.

1Reserved Forest: an area notified under the provision of Indian Forest Act having full degree of protection. In

Reserved Forests, all activities are prohibited unless permitted. Protected Forest: an area notified under the Indian

Forest Act having limited degree protection. In Protected Forests, all activities are permitted unless prohibited.



Page 4 of 28

13. The fourth season is the Winter or Cold Season, from January to March. There is a

marked variation in maximum and minimum temperatures and regional

variations across the state. January is the coolest month of the year. And

temperature may drop to 30C to 50C in some regions of Rajasthan, like

Shekhawati. There is slight precipitation in the north and north-eastern region of

the state, and light winds, predominantly from the north and north-east. At this

time, relative humidity ranges from 50% to 60% in the morning, and 25% to 35% in

the afternoon.

14. The topography of Rajasthan varies from green plains to the east to the

inhospitable Thar Desert in the west. The Aravalli Hill ranges tower over the Thar

Desert. They are famed for the hill station of Mount Abu that is home to the

famous Dilwara Jain Temples. The presence of the desert makes the summer

days very hot and nights very cold. Nighttime temperatures in winters can reach

-1°C, as happened recently in Churu district in north Rajasthan. Jaisalmer and

Barmer districts also lie in the western Rajasthan, and every winter tourists flock to

these districts to take camel rides on the shifting sand dunes. Jaisalmer is known

for its peculiar yellow sandstone, which was used to construct the "golden"

Jaisalmer Fort. The maximum daytime temperatures in summers can reach 45°C.

However, winters in Rajasthan are more or less pleasant, and is the best time to

visit this state.

15. The southern districts of Bhilwara and Chittaurgarh are more or less fertile. The

Chambal River runs through the rocky northeastern region. The deep gullies and

ravines of Chambal were once hideouts of the infamous bandits of Chambal.

16. The District Pratapgarh is located between 24.03° N 74.78° E with an average

elevation of 580 meters (1610 feet above mean sea level). Pratapgarh is situated

in the southeastern part of Rajasthan in Chittorgarh district. The area adjoins

Udaipur and Bhilwara districts of Rajasthan and Mandsaur district of Madhya

Pradesh. Pratapgarh district incudes the tehsil area Arnod, Pratapgarh and



Page 5 of 28

Chotisadri from Chittorgarh district, Dhariawad from Udaipur district and

Pipalkhoont from Banswara district. It is situated in the junction of the Aravali

mountain ranges and the Malwa Plateau; hence the characteristics of both

prominently feature in the area. The district is well known for pure gold and glass-

inlay handmade unique jewelry called "Thewa". It is covered with natural beauty

and lifestyle of Vagad, Mewad and Malwa this new district is famous by the

name of KANTHAL. Trible dominated population is the rich ganga-jamuna culture

of this district.

From the historical view, this is a place where the emperors of mewad rajwansh

ruled which has been famous as a name of devaliya state in the history whose

capital has been situated 10 kilomiters west from pratapgarh named avasthit

devaliya town. District's suptehsil Devgarh's historical fort on which roof clock is

placed which is created to show the time from sunlight. In this fort historic

avshesh of royal houses is yet available. Devgarh's tatkaleen emporer Maharaval

Pratap singh of independent rajasthan established the "Pratapgarh" nagar which

is covered by perkota from four directions. In the perkota there are 56 link roads

and 6 important city gates which show its design and citizens lifestyle. Just after

independace from 1948 to 1952 it was district headquater but after

reorganisation of districts due to administrative and Political issues district

headquater has been changed.

Pratapgarh also have good scope of Eco Tourism. The Sita Mata Wildlife

Sanctuary encompasses good Fauna and Flora; if you are lucky you can spot

Flying squirrel, Black Naped Monarch, Lesser Florican etc.

17. Anticipated Environmental Impacts and Mitigation Measures: Main pre-

construction impacts are: (i) loss of livelihood due to acquisition of land and

assets (ii) submergence of roads and CD structures due to inadequate

waterways (iii) affect to 101 trees and (iv) accident risk due to poor horizontal

and vertical profile. Adequate compensation and rehabilitation assistance will



Page 6 of 28

be extended as per national Act2 and ADB involuntary resettlement policy. All

CD structures have been designed for 50yr return period with anticipated risk of

rarer flood of next higher frequency. Waterway and elevation of most of the

bridges are increased. Embankment height has also been increased where

overtopping is anticipated. Compensatory afforestation on 1:2 bases and

additional plantation on same ration will improve the micro climate of the region

in long term. To facilitate animals movement in the project area several

meausres have been recommended viz: informatory sign boards on the

presence of animals will be placed to inform traffic users; speed limits will be

enforced through sign boards, rumble strips, speed breakers in specific areas

where animalss usually cross the the road; plantation of animals preferred plants

etc.Provision of any civil structure at this stage has notbeen made since in the

present landscape, seasonal movement pattern of animals herds are quite

erratic. Long-term monitoring has been recommended to finalise such structure.

18.

B) Archaeological and Historical Monuments and Sensitive Receptors

There are no archeological or historical monuments along the project roads.

However, there are a number of religious structures and other community

property resources (CPR)3 including sensitive receptors like schools and health

centres. Table 24 lists out the sensitive structures (only schools, temples, mosques

and health centers) structure lies within 9m from the centerline of the road

(ROW). Sample pictures of the sensitive structures are provided in TABLE 8A.

2 The Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation And Resettlement Act, 2013



Page 7 of 28

Table 8A: Sensitive Structures along Project Road

S.

No Ch. Km

VILLAGE

NAME

Type of CPR (Temple/small

shrine/School/Health Centre/Masjid/

Gurudwara/Bus-Sheltor/Govt.

office/Chabutra/aanganbadi/panchayat

building or any other pls mention

Specifically

Distance from

Centre Line

(Boundary wall)

Side

(Left/Right

Physical

Impact

(Yes/NO)

Needs

Relocation

(Yes/No

1 1+910 Mandli

TEMPLE 5M L.H.S No No

2 2+390 TEMPLE 13M L.H.S No No

3 3+275 Jodhpur

oochi Mogri SCHOOL 23M L.H.S No No

4 4+150 Kalyankalan

SCHOOL 22M R.H.S No No

5 4+550 TEMPLE 9M R.H.S No No

6 7+980 Bori SCHOOL 20M L.H.S No No

7 9+475 Matasula SCHOOL 17M R.H.S No No

8 12+090 Bada Talab

SCHOOL 16M R.H.S No No

9 12+920 SCHOOL 28M L.H.S No No

10 16+300 Manpur SCHOOL 15M R.H.S No No

11 17+870

Budel

HOSPITAL 17M L.H.S No No

12 18+375 HOSPITAL 14M L.H.S No No

13 18+970 SEWAKENDRA 23M L.H.S No No





18 32+850 Dayagaon SCHOOL 20M L.H.S No No

19 38+350 Arbada SCHOOL 24M L.H.S No No

20 44+230 Dhariyawad TEMPLE 19M L.H.S No No

D) Trees within Right of Way:

The road side plantation is mixed type and natural regeneration is seen. A total

of 72 trees has been enumerated within right of way. Majority of trees are of girth

size between 0-90 cm. All efforts will be made to restrict the tree cutting to toe

line of the formation width considering the safety issue.



Page 8 of 28

E) water Quality

Monitored parameters (Table 8B) largely conforms to the drinking water

standards (IS: 10500-1991) prescribed by Bureau of Indian Standard except. This

was also ascertained by the study done by Central Ground Water Board

(CGWB) in the project districts. Some of the parameters like total dissolved solids

(TDS), total hardness and alkalinity exceeds the desirable limit but are well within

maximum permissible limt.

Table 8B: Water Quality in the Project Area

S. No. Parameter Unit Method

no.

Requirement as per IS-

10500-2012 Location

Desirable

Limit

Permissible

limit

Ch-

10+230

Ch-

24+470

Ch-

43+100

1 pH - 4500 6.5-8.5 No Relaxation 7.28 7.14 6.91

2 Turbidity NTU 2130 5 10 2.8 3.2 4.1

3 Conductivity Umhos/c

m 2510 - - 843.74 884.12 869.63

4 Alkanity mg/lit 2320 200 600 143.03 141.98 142.30

5 Total Dissolve

Solid (TDS)

mg/lit 2540 500 2000 384 429 452

6 Total Hardness

as CaCO3

mg/lit 2340 300 600 156 164 171

7 Ca Hardness as

CaCO3

mg/lit 3500 - - 91 88 100

8 Mg Hardness as

CaCO3

mg/lit 2340 - - 66 52 73

9 Chloride as Cl mg/lit 4500 250 1000 3.63 3.82 3.74

10 Sulphate as SO4 mg/lit 4500 200 400 33.96 37.42 35.57

11 Iron as Fe mg/lit 3500 0.3 1 0.38 0.41 0.47

12 Nitrates as NO3 mg/lit 4500 45 100 8.42 7.91 9.13

13 Fluorides as F mg/lit 4500 1.0 1.5 0.091 0.089 0.094



Page 9 of 28

14 Phosphates as P mg/lit 3500 - - <0.1 <0.1 <0.1

15 Coliforms No. per

100ml

IS:15185 Absent 100 Absent Absent Absent

Source: Feasibility Report, Primary Monitoring and Initial Environment Study for MDR-12 (Salumber-

Dhariyawad)

F) Air Quality

Project area is characterized mainly by rural/open areas and intermittently

traversed by few semi-urban settlements/built-up areas. Sources of air pollution in

the project area are mainly vehicular emission, dust emanation due touse of

unpaved shoulders/deteriorated roads by vehicles and domestic fuel burning.

Monitored parameters of ambient air quality largely meet the prescribed limit of

National Ambient Air Quality Standard (NAAQS) and Central Pollution Control

Board (CPCB) except particulate matter (PM10). Increased level can be

attributed to proximity to industrial area, poor road conditions and high traffic

density. Air quality data is presented in Table 8C.

Table 3: Ambient Air Quality in the Project Area

S. No Parameters

Locations

PM 10

µg/m3

PM 2.5

µg/m3

Sox

µg/m3

NOx

µg/m3

NAAQS Limit 100 60 80 80

1. Jhallara 39.47 20.84 18.46 23.14

2. Budel 46.16 20.41 19.12 22.64

3. Dhariyawad 42.24 20.03 17.67 21.98

Source: Feasibility Report, data.gov.in, Primary Monitoring and Initial Environment Study for MDR-12

(Salumber- Dhariyawad).

G) Noise Level

Traffic noise is the principal source of noise in the project area. The area mostly

includes rural open areas with a good vegetation cover and therefore the noise

levels are relatively low. Rich vegetation in the project area acts as an efficient



Page 10 of 28

noise absorbent. Noise level monitoring indicates that the noise level mostly

meets the prescribed noise standards for all land use categories viz. commercial,

industrial as well as residential zones. Increased noise level may be attributed to

high traffic density, low maintenance of vehicles, frequent honking due to

congestion, and use of low grade fuel. There is no continuous sound frequency

of impulsive nature near industries.It is anticipated that noise level will decrease

significantly after road expansion and improvement work enabling decongestion

at existing built up areas. Noise level in the project area has been summarized in

Table 8D.

Table 8D: Noise Level in the Project Area

S. No Locations Leq - Day in dB (A) Leq – Night dB (A)

1. Jhallara 50.19 42.09

2. Budel 49.64 41.23

3. Dhariyawad 50.43 42.51

Source: Feasibility Report, Primary Monitoring and Initial Environment Study for MDR-12 (Salumber-

Dhariyawad)

19. Significant impacts anticipated during construction phase are: (i) increase of

local air pollution and noise level due to construction and site clearance

activities, earthworks, borrowing and quarrying, operation of hot mix plants etc;

(ii) deterioration of surface water quality due to silt run-off, spillage from vehicles

and discharge from labour camps; (iii) health impacts from labour camps; (iv)

disruption to access/traffic; (v) occupational health and community safety.

Mitigation measures includes: (i) utilizing least noisy equipment and regulating

time of construction near settlements and sensitive receptors; (ii) sprinkling of

water on earthworks, active construction sites, material storage locations and

haulage roads; (iii) installation of silt and oil traps along waterbodies; (iv) slope

stabilization to control erosion and protection work for ponds; (v) camp siting

and management as per IRC guidelines and best practices (vi) traffic

management to avoid congestion and maintain access of local residents; (vii)



Page 11 of 28

implementing 1:2 compensatory plantation to off-set impacts from tree cutting

and additional plantation at 1:2 to enhance the micro-climate; (ix) no camp,

materials storage, hot mix plant near forest areas; (x) no construction in the

stretches of potential animals‟s crossings during months of frequent sightings.

20. Operation stage impacts anticipated are road accidents, accidental spillage,

submergence/overtopping of CD structures, water logging due to blockade of

side drains, increased air pollution and noise level, survival of compensatory

afforestation and avenue plantation and animals-traffic collision etc. All these

are mainly associated with maintenance and monitor of effectiveness of

mitigation measures taken during design and construction stage. Executing

agency is mandated to undertake regular maintenance of the road conditions

and its appurtenances.

21. Greenhouse Gas Emissions and Addressing Risk of Climate Change. Total annual

emission is estimated to be less than the 100,000 tons per year threshold set by

ADB. The projected variations in temperature and precipitation the project roads

indicated vulnerability to, flooding (increased storminess), which can affect

road, bridge and embankments. Key engineering measures taken to address

these risks in the design are: i) increase in embankment height, ii) construction of

new side and lead away drains, iii) construction of new culverts or widening of

existing ones iv) increase in waterway including vertical clearance of bridges

and v) construction of Pucca Diversion at adjacent side of proposed bridges.

22. Public Consultations: Extensive consultations were made with local communities

and government agencies like Forests and Wildlife, State Pollution Control Board,

Economics and Statistics and other line departments to incorporate their views

and suggestions, however, no wildlife sanctuary exists along the project road.

Local community strongly supports the project. They disseminated many

important informations and made several suggestions and demands. Main

demands include adequate compensation and assistance for loss of land and



Page 12 of 28

assets, employement in road construction and petty contract provision of safety

measures, side drains in built-up areas, avenue plantation, provision of water

harvesting/ponds and road furnitures. Most of their demand has been integrated

in design.

23. Environmental Management Plan: Project specific Environmental Management

Plan (EMP) has been formulated with an intend to set out action required to

avoid or mitigate all impacts and the responsibility for taking each action.

Responsibility is made legally binding when actions are subsequently specified in

contracts. Environmental Monitoring Plan (EMoP) has been prepared to ensure

that the intended environmental mitigations are realized and these results in

desired benefits to the target population causing minimal deterioration to the

environmental parameters. All costs for implementing the mitigation measures

and monitoring plan will be included in the Bill of Quantities (BOQ) by the

contractor as implementation of the EMP will be the responsibility of the

contractor.

a) Environment Management Budget

24. Most of the measures have been addressed as part of good engineering

practices, the costs for which have been accounted for in the engineering/cost.

All costs towards pre-construction clearances/permission will be borne by

executing agency. These costs are indicative. The environmental budget for the

various environmental management measures proposed under the project is

presented in Table 29. A total budget amount of Rs. 50,88,795/- has been

allocated for implementation of environment safeguards under the project.



Table8E: Estimated Environment Management Cost

No. Activity SH-81A (MDR – 12) Salumber - Dhariyawad

Road

(Estimated Amount)

To be included in

budget under

Remarks

1 Wildlife conservation activities

1.1 Warning sign boards

(small)

1,51,155 BOQ of civil work cost

1.2 Informatory sign

boards (big)

4,42,560 BOQ of civil work cost

1.3 Rumble Strips - Provisional Sum of civil works

cost

1.4 Habitat

enhancement

50,000 Provisional Sum of civil

works cost

Lumpsump basis for planting Fodder

Trees in forest Areas.

2 Tree Cutting and Compensatory Afforestation activities

2.1 Compensatory

afforestation

(1:2 basis by forestry

5,86,080 BOQ civil works cost No. Trees to be planted

(1:2 basis/ 10mc/c both

sides)@814/tree including maintainance




Road

(Estimated Amount)

To be included in

budget under

Remarks

department) for 5 Years

2.3 Additional

afforestation

(1:2 basis by

contractor)

5,00,000 Provisional Sum of civil

works costs

Contractor to assign the Forest

Committee for carrying out the

additional 1:2 plantation.

L/S amount

2.4 Payment of Net

Present Value

(NPV) to Forestry

Department for

diversion of forest

land

22,85,000 PWD, RAJASTHAN L/S amount @ 50,000/km

3 Studies and Monitoring activities

3.2 Monitoring

(air, water, noise

, soil)

3.2.

1

Ambient Air

Monitoring:

378000 Provisional Sum of civil

works costs




Road

(Estimated Amount)

To be included in

budget under

Remarks

3 times in a year

for 3 years or

construction

period

at 3 sites

Parameter to be monitored –

PM10, PM2.5, SO2, NOx & CO

Unit Cost- 9000/-

3.2.2 Water

Monitoring:

3 times in a year

for 3 years or

construction

period

At 3 locations


works costs

Parameter to be monitored -pH,

BOD, COD, TDS, TSS, DO, Total

coliform, Conductivity, Oil &

Grease

Unit Cost- 5000/-

3.2.3 Noise Monitoring:

3 times in a year

for 3 years or

construction


works costs

Parameter to be monitored –Noise

levels on dB (A) scale




Road

(Estimated Amount)

To be included in

budget under

Remarks

period ,

3 locations

Unit Cost- 3000/-

4. Noise Barriers

4.1 Construction of

noise barriers near

sensitive structures

3,00,000 Provisional Sum of civil

works cost

Noise barrier to be constructed with

consent of local community

5 Training ,Three

training sessions

during

construction

period.

1,50,000 PWD, RAJASTHAN 50000 per session

TOTAL (INR) 50,88,795

Page 17 of 28



CONCLUSION AND RECOMMENDATIONS

25. The Salumber – Dhariyawad – SH-81A (old MDR-12) Project has been

categorized as Category „B‟ based on environmental screening and

assessment of likely impacts.Initial environmental examination ascertains that

it is unlikely to cause any significant environmental impacts. Few impacts

were identified attributable to the project, most of which are localized and

temporary in nature and easy to mitigate.

26. Widening and improvement will be mostly accommodated within available

landper circular provided by Govt. of Rajasthan Proposed ROW will be 30m.

However 16m ROW will be sufficient to start construction. So, land acquisition

for Both 16m & 30m ROW has been calculated .

Land Acquisition Schedule:-

Summary of Land Acquisition

S.N. Type of land Area of Land to be Acquired (in Hec)

Proposed ROW - 16m

1 Govt. Land 1.370




Proposed ROW - 30m

1 Govt. Land 6.5878




Page 18 of 28



27. The Project road passes through protected forest, Reserve forest. Chainage

wise details of forest is listed below.

Manpur PF 1.79km Km 13.618- Km 15.408

Devla PF 1.08km Km 24.0 -Km 25.080

Karcheliya PF 6.685km Km 26.420- Km 33.105

Total Length km 9.555 km

Forest map

Hence, Forest clearance is required.

28. Climate risk assessment indicates that the project is at medium risk and it is

mainly flooding (increased storminess), which can affect the roads, bridges

and embankments. Key engineering measures taken to address these risks in

the design are: i) increase in embankment height, ii) construction of new side

and lead away drains, iii) construction of new culverts or widening of existing

ones and iv) increase in waterway including vertical clearance of bridges.

Page 19 of 28



29. In general, the subproject received immense support from local people. The

local people appreciated that improved connectivity will bear out several

socio-economic positive benefits resulting to improved quality of life.

30. The initial environmental examination of the subproject ascertains that the

project is unlikely to cause any significant environmental impacts. No

additional studies or need of undertaking detailed EIA is envisaged at this

stage.

The Executing Agency shall ensure that EMP and EMoP are included in Bill of

Quantity (BOQ) and forms part of bid document and civil works contract. The

same shall be revised if necessary during project implementation or if there is any

change in the project design and with approval of ADB.

Results of air quality , noise level and water quality are under the standard

limits. However mitigation measures are required which are proposed in

earlier section.

72 nos. of tree are required to be cut and compensatory plantation has been

proposed as 1:10, therefore the total environmental management cost 50,88,795.

Page 20 of 28



8.2 SUMMARY OF SIA (SOCIAL IMPACT ASSESMENT)

A. PROJECT DESCRIPTION

1. The ADB funded Rajasthan State Road Sector Project entails the rehabilitation and

improvement of the existing state roads of Rajasthan. The PPP cell, Rajasthan Public

Works Department (PPP - Raj PWD), Government of Rajasthan will be the Executing

Agency (EA) for the project. The Project will rehabilitate and strengthen some selected

existing State Highways roads to provide a dependable road transport network

throughout the state.

2. This Resettlement Plan (RP) for Salumber- Dhariywad Road subproject is prepared

based on the detailed design report. The RP complies with the applicable State

Government, Government of India and ADB policy and legal framework. This subproject

is considered as Category - B as far as Involuntary Resettlement (IR) is concerned. The

total length of the project section is 45.7 km.

3. The Project area consists of two districts of Rajasthan namely Udaipur & Pratapgarh.

The proposed subproject can be viewed as boosting economic growth and poverty

reduction which will bring substantial social and economic development in the region.

The social benefits arising due to the subproject will be triggered off due to improved

accessibility to various services such as easy access to markets, health facilities, schools,

workplace etc which in turn increases the income of the locals, and ultimately elevating

their standard of living. Adequate attention has been given during the feasibility and

detailed design phases of the subproject preparation to minimize the adverse impacts

on land acquisition and resettlement impacts. With the available options, best

engineering solution have been adopted to avoid land acquisition and resettlement

impacts.

B. SCOPE OF LAND ACQUISITION AND RESETTLEMENT

4. There is land requirement for the subproject thus there will be 7no. displaced

households. There are 5 common properties resources (CPR) including religious structures

and government structures used for common purpose constructed within the existing

ROW will be affected by the proposed road widening. A subproject census survey was

carried out to identify the persons who would be affected by the subproject and the

summary findings are presented in the following Table E-1.

Page 21 of 28



Table E-1 Summary Subproject Impacts

S. No. Impacts Number

1 Total Area of Land required (in Hectares) 35.751

2 Area of private land to be acquired (in Hectares) 5.716

3 Area of Govt. land to be acquired (in Hectares) 1.370

4 Area of forest. land to be acquired (in Hectares) 28.665

5 Total number of land Units/Plots affected 425

6 Total number of structures affected (Private + CPR) 12

7 Total number of private structures affected 07

8 Total number of CPR (structure) affected 05

9 Total number of Street Vendors affected 00

10 Total number of Household affected (Private+Street Vendors) 07

11 Total number of vulnerable households affected 03

12 Total number of Dispalced Persons (DP’s) 42

C. SOCIOECONOMIC INFORMATION AND PROFILE

5. The social stratification of the subproject area shows that the dominance SC caste

population with 3 (42.8%) households. There are 42 Displaced persons in total being

affected by the subproject which includes 22 (52.6%) males and 20 (47.4%) females. The

average household size is 5. According to subproject census survey there are just 03

vulnerable households affected by the subproject. The educational status of DP‟s

reveals that overall scenario is not encouraging one as there are still 28.5% DP‟s are

illiterate and females are lacking far behind the male members. The occupational

pattern of DP‟s excluding the non working sections such as children and students and

household workers, reveals that 100% DP‟s is having business as their main occupation.

6. The proposed Subproject is confined to rehabilitation and up gradation of existing

road alignments and the social assessments undertaken have not brought forth any

adverse impact on the tribal groups within the area of influence of the Subproject road.

The subproject construction will not have any adverse consequences on the

socioeconomic condition and would also not lead to any disruption in their community

life or culture of these communities.

D. STAKEHOLDERS CONSULTATION AND PARTICIPATION

Page 22 of 28



7. Public consultations were conducted at five villages attended by 66 persons (48

female and 18 male) (Details Attached in Annexure) in the subproject to ensure peoples

participation during the project census survey. Aiming at promotion of public

understanding and fruitful solutions of developmental problems such as local needs and

problem and prospects of resettlement, various sections of DP‟s and other stakeholders

were consulted through focus group discussions and individual interviews. Several

additional rounds of consultations with DP‟s and communities will form part of the further

stages of subproject preparation and implementation. The implementing NGO will be

entrusted with the task of conducting these consultations during RP implementation,

which will involve disclosure on compensation, assistance options, and entitlement

package and income restoration measures suggested for the subproject.

8. To keep more transparency in planning and for further active involvement of DP‟s and

other stakeholders the subproject information will be disseminated through disclosure of

resettlement planning documents. The EA will provide relevant resettlement information,

including information from the above mentioned documents in a timely manner, in an

accessible place and in a form and language(s) understandable to affected persons

and other stakeholders.

E. LEGAL FRAMEWORK

9. The legal framework and principles adopted for addressing resettlement issues in the

Project have been guided by the existing legislation and policies of the GOI, the

Government of Rajasthan, Asian Development Bank and the Resettlement Framework

(RF) adopted for the project. Prior to the preparation of the RP, a detailed analysis of the

existing national and state policies will be undertaken and a RF will be prepared for the

entire program. This RP is prepared based on the review and analysis of all applicable

legal and policy frameworks of the country and ADB policy requirements.

10. All compensation and other assistances will be paid to all DP‟s prior to

commencement of civil works. After payment of compensation, DP‟s would be allowed

to take away the materials salvaged from their dismantled houses and shops and no

charges will be levied upon them for the same. The value of salvaged materials will not

be deducted from the overall compensation amount due to the DP‟s. A notice to that

effect will be issued intimating that DP‟s can take away the materials.

F. ENTITLEMENTS, ASSISTANCE AND BENEFITS

Page 23 of 28



11. In case of land acquisition, the date of publication of preliminary notification for

acquisition under The Right To Fair Compensation and Transparency in Land Acquisition,

Rehabilitation and Resettlement Act‟ 2013, will be treated as the cut-off date. For non-

titleholders, the cut-off date will be the beginning of the census survey which was started

on 28th September‟ 2015. Land and structures affected under the subproject will be

compensated at replacement cost. DP‟s who settle in the affected areas after the cut-

off date will not be eligible for compensation. They, however, will be given sufficient

advance notice, requested to vacate premises and dismantle affected structures prior

to subproject implementation. Their dismantled structures materials will not be

confiscated and they will not pay any fine or suffer any sanction.

G. RELOCATION OF HOUSING AND SETTLEMENTS

12. The EA will provide adequate and appropriate replacement land and structures or

cash compensation at full replacement cost for lost land and structures, adequate

compensation for partially damaged structures, and relocation assistance, according to

the Entitlement Matrix. The EA will compensate to the non-title holders for the loss of

assets other than land, such as dwellings, and also for other improvements to the land, at

full replacement cost. The entitlements to the non-titleholders will be given only if they

occupied the land or structures in the subproject area prior to the cut-off date.

H. INCOME RESTORATION AND REHABILITATION

13. The subproject impact reveals that due to loss of land and commercial structures no

households are losing their livelihood, but 4 Street Vendors will be displaced due to the

subproject. The entitlement proposed for the subproject has adequate provisions for

restoration of livelihood of the affected communities. The focus of restoration of

livelihoods is to ensure that the DP‟s are able to at least regain their previous living

standards. To restore and enhance the economic conditions of the DP‟s, certain income

generation and income restoration programs are incorporated in the RP. To begin with

providing employment to the local people during the construction phase will enable

them to benefit from the subproject, reduce the size of intrusive work forces and keep

more of the resources spent on the subproject in the local economy. It will also give the

local communities a greater stake and sense of ownership in the subproject.

I. RESETTLEMENT BUDGET AND FINANCING PLAN

14. The resettlement cost estimate for this subproject includes eligible compensation,

resettlement assistance and support cost for RP implementation. The support cost, which

includes staffing requirement, monitoring and reporting, involvement of NGO in

Page 24 of 28



subproject implementation and other administrative expenses are part of the overall

subproject cost. Contingency provisions have also been made to take into account

variations from this estimate.

J. GRIEVANCE REDRESSAL MECHANISM

15. A Grievance Redressal Committee (GRC) will be established at the HQ and district

level with the primary objective of providing a mechanism to mediate conflict and cut

down on lengthy litigation. It will also provide people, who might have objections or

concerns about their assistance, a public forum to raise their objections and through

conflict resolution, address these issues adequately. The GRC will be headed by the

Chief Engineer or his designated representative. The GRC will have representative from

the ADB-PIU field office, representatives of DP‟s, particularly of vulnerable DP‟s, local

government representatives, representative of local NGOs and other interest groups as

felt necessary. All Grievances will be routed through the NGO to the GRC. The NGO will

act as an in-built grievance redress body. The NGO will first of all register the grievances

and take up with VLC for redress and any grievances not redressed at VLC level will be

dealt in by the GRC. Grievances will be redressed within two to four weeks from the date

of lodging the complaints, depending on severity of problem. The DP‟s, who would not

be satisfied with the decision of the GRC, will have the right to take the grievance to the

ADB-PIU Head Office for its redress. However an aggrieved person will have access to

the country's judiciary at any stage of the subproject level grievance redress process.

Taking grievances to Judiciary will be avoided as far possible and the NGO will make

utmost efforts at reconciliation at the level of GRC.

K. INSTITUTIONAL ARRANGEMENT

16. The Executing Agency (EA) for the Project is PWD, Government of Rajasthan. The

existing PPP cell of PWD has already established an ADB-Project Implementation Unit

(ADB-PIU) headed by a Dy. Chief Engineer and coordinated by a pool of Superintending

/ Executive Engineers, at HQ level. The EA, headed by Dy. C E will have overall

responsibility for implementation of loan and will also be responsible for the overall

coordination among ADB, Government of Rajasthan and ADB-PIU Field Offices. For

resettlement activities, ADB-PIU will do the overall coordination, planning,

implementation, and financing. The ADB-PIU will create a Social and Resettlement Unit

(SRU) within itself with appointment of a Resettlement Officer (RO) at the rank of

Executive Engineer (EE) and required support staff for the duration of the Subproject to

Page 25 of 28



ensure timely and effective planning and implementation of resettlement activities. The

RO will be assisted by the respective ADB-PIU Field Offices and NGO for planning and

implementation of resettlement activities in the subproject. ADB-PIU Field Office will be

established at district/subproject level for the implementation of sub-project

resettlement activities. An experienced and well-qualified NGO in this field will be

engaged to assist the ADB-PIU Field Office in the implementation of the RP.

L. IMPLEMENTATION SCHEDULE

17. Implementation of RP mainly consists of compensation to be paid for affected

structures and rehabilitation and resettlement activities. The time for implementation of

resettlement plan will be scheduled as per the overall subproject implementation. The

civil works contract for each subproject will only be awarded after all compensation and

relocation has been completed for subproject and rehabilitation measures are in place.

The proposed subproject R&R activities are divided in to three broad categories based

on the stages of work and process of implementation

Such as Subproject Preparation phase, RP Implementation phase and Monitoring and

Reporting phase.

M. MONITORING AND REPORTING

18. RP implementation for the subproject by the NGO will be closely monitored by the

EA. Keeping in view the significance of resettlement impacts of the overall project, the

monitoring mechanism for this project will have both monitoring by PIU and monitoring

by an external expert. ADB-PIU Field Office responsible for supervision and

implementation of the RP will prepare monthly progress reports on resettlement activities

and submit to ADB-PIU. ADB-PIU will submit semi-annual reports to ADB. The external

monitoring expert responsible for monitoring of the RP implementation will submit a semi-

annual review report to ADB-PIU to determine whether resettlement goals have been

achieved, more importantly whether livelihoods and living standards have been

restored/ enhanced and suggest suitable recommendations for improvement.

R&R Budget

The total R&R budget for the proposed subproject RP works out to Rs. 29.03 million. A

detailed indicative R&R cost is given in Table 22.

Page 26 of 28



Table 22. R&R Budget

S. NO. Impact Category

Total land to

be acquired (In hec)

Entitlements Amount Remark

A LOSS OF LAND (TH)

1 Loss of Private Land

due to Proposed ROW 5.716

as per S.No. 1

of

Entitlement

Matrix

15490049

Detail of

calculation

of amount

is given in

Table no.

9X

Total (A) 15490049

S. NO. Impact Category No.

Affected area of structure

(In sq.m.)/length

Amount Remark

B LOSS OF STRUCTURE (TH+NTH)

2

Loss of Permanent

structure

@ Rs.8100/ sq.m.(#)

3 29 234900

as per

S.No. 2 of

Entitlement

Matrix

3

Loss of Semi- Permanent

structure

@ Rs.5580/ sq.m. (#)

0 0 0

as per

S.No. 2 of

Entitlement

Matrix

4

Loss of Temporary

structure

@ Rs.4280/ sq.m. (#)

5 23.03 98568

as per

S.No. 2 of

Entitlement

Matrix

5 Loss of Boundary Wall

@ Rs.1510/ R.m. (#) 4 284.4 429444

as per

S.No. 2 of

Entitlement

Matrix

Total (B) 762912

S. NO. Entitlements No. of AH's

Reference Amount Remark

E ASSISTANCE DUE TO LOSS OF SQUATTERS (Shop)

17 One time Rehabilitation

grant of Rs. 20,000/- 4

as per S.No.

6.2.3 of

Entitlement

Matrix 80000

Page 27 of 28



18 One time subsistence

Allowance of Rs.18,000/- 4

as per S.No.

6.2.4 of

Entitlement

Matrix 72000

19 One time Shifting

Assistance of Rs.10,000/- 4

as per S.No.

6.2.4 of

Entitlement

Matrix 40000

Total (E) 192000

G ADDITIONAL ASSISTANCE FOR VULNERABLE HOUSEHOLDS (TH+NTH)

22

Training Assistance of 1

person of affected

household

(L/s- Rs. 25000/- each)

3

as per S.No.

8.1 of

Entitlement

Matrix

75000

23 One time Assistance of

Rs. 25,000/- 3

as per S.No.

8.2 of

Entitlement

Matrix

75000

Total (G) 150000

H RP Implementation Support Cost

24 Hiring of NGO for RP

Implementation 1

5000000

25 Consultation/Grievance

Redressal Cost

lump

sum 1000000

26

Hiring External

Monitoring

Agency/Expert

1

1000000

Total (H) 7000000

Total (A+B+C+D+E+F+G+H) 23594961

Add Contigency 15% 3539244

Total 27134206

Add Inflation 7% 1899394

Grand Total 29033600

CONCLUSION

The Government of Rajasthan has taken up the initiative to develop, maintain the

highways and other district roads of the state of rajasthan under the big push of industrial

growth where the intensity of traffic has increased considerably and there is necessity for

augmentation of capacity for safe and efficient movement of traffic. One Such Project is

the development of two laning of the Salumber- Dhariyawad section of SH-81A (length-

45.7 km).

As discussed the scope of land acquisition is the quite significant in the project because

of availability of limited ROW and the construction of road.

Page 28 of 28



According to Land Acquisition Plan (LAP) prepared total area of land required is 35.751

Ha, out of which total private area is 5.716 ha & govt. land is 1.370 ha. Total 425 no. of

land plots/units will be affected.

According to SIA census Survey, 7no. Private Structures & 5no.CPR will be affected; &

Only 0 Street Vendors will be affected. So, there are 7no. DHs on the project road out of

which 3 no. are Vulnerable Households.

Public consultations were conducted at five villages attended by 66 persons (48 female

and 18 male) (Details Attached in Annexure) in the subproject to ensure peoples

participation during the project census survey. Aiming at promotion of public

understanding and fruitful solutions of developmental problems such as local needs and

problem and prospects of resettlement, various sections of DP‟s and other stakeholders

were consulted through focus group discussions and individual interviews. Several

additional rounds of consultations with DP‟s and communities will form part of the further

stages of subproject preparation and implementation. The implementing NGO will be

entrusted with the task of conducting these consultations during RP implementation,

which will involve disclosure on compensation, assistance options, and entitlement

package and income restoration measures suggested for the subproject.

Decision regarding province of the resettlement and rehabilitation entitlement would be

done as per guidelines of EIA and government of India. The DP‟s may go to the

Grievance Redressed Cell and the Arbitrator as per the provision laid in the guidelines. It

may be noted that the redress to the grievance of the DPs may be done with the

consideration.

In the total SIA, there is very little impact of resettlement and rehabilitation programmes

as there is no major impact in their livelihood and their socio economic as well as cultural

way of life of the people of these areas. Out of 42 DPs, 7 Private Structures household.

According to the proposed alignment of the project road the estimated cost for the

various categories of the affected persons for different purpose and objective of

resettlement and rehabilitation based on rates vide Entitlement matrix (June- July 2015)

followed by EA road development works with an escalation of 12% on the said matrix is

would be Rs. 2.90 Cr. The Estimated cost of Resettlement and rehabilitation is not the

total Socio Economic cost of the project. The PIU should look into the income restoration

of the affected families with the objective that the families are „as well off as before‟.

Page 29 of 29



********

Page 1 of 7



Chapter-09: COST ESTIMATE

9.1 General

This chapter provides a cost estimate for Salumber – Dhariyawad Road SH-81A (old

MDR-12) in the state of Rajasthan. The cost estimate is prepared based on the detailed

assessment of project roads.

9.2 Methodology

The rate for various items has been adopted from July’2013 BSR, Kota. The analysis is

being carried out on the basis of following lead as per availability of material:

Table No. 9.1: Lead

Sr. No. Description MDR-12

1 Lead from Mixing Plant to working site 12Km.

2 Lead for E/W borrow area to site 7Km.

9.3 Construction Quantities

The quantities of earthwork and pavement for road and bridge have been worked out

manually.

The details of quantities work out for road work on the basis of following proposed

typical cross sections:

Proposed typical cross section for project highway is given in table 7.3 & table 7.4 below:


Sr. No. TCS-No Description of Typical Cross Section


Country (With Subgrade)


Country (With Subgrade) Concentric widening (Poor) – 5.5m-7.0m


Country (With Subgrade) Concentric widening (Fair) – 5.5m-7.0m


Country (With Subgrade) Concentric widening (Poor) – 3m-7.0m


Country (With Subgrade) Eccentric widening (Fair) – 5.5m-7.0m

6 TCS-6 Overlay in Two-Lane Carriageway with Granular Shoulder in Open

Country (Without Subgrade)



Page 2 of 7



Table No. 9.4 Type of Typical Cross Section


HS-I

Proposed TCS

Type


2 Concentric Widening (Poor) 5.5m-

7m 5700.00 TCS-II

3 Concentric Widening (Fair) 5.5m-

7m 8550.00 TCS-III

4 Concentric Widening (Poor) 3m-7m 6350.00 TCS-IV

5 Eccentric Widening (Fair) 5.5m-7m 350.00 TCS-V


7 CC Pavement Widening (5.5m-

10m) 1400.00 TCS-VII

8 CC Pavement Widening (7m-10m) 850.00 TCS-VIII

45.700 km

9.4 Pavement Design Options

Flexible pavement

Two lane (7.0m) carriageway with 1.5m granular shoulder & 1.0m Earthen shoulder

configuration is adopted for the project road.

Rigid pavement

Concentric Widening of Existing CC pavement to Two lane with paved shoulder

(10.0m) carriageway configuration with both side RCC covered drain is adopted for

the project road. No new CC pavement is proposed.

9.5 Cost Components

The estimated cost has been worked out under the following sub heads:

9.5.1 Site clearance

The subhead provides for the items listed below:-

Clearing and grubbing- Cost of Both side 4m clearing has been calculated as existing

formation Width varies from 9- 10m .

The Contribution of this subhead in TPC is 0.16Cr (0.24%) Only.

9.5.2 Earth work

This sub head provides for the items of earth work in excavation (in case of Concentric

& Eccentric Widening) , embankment and sub grade (in case of Reconstruction due to

expansive soil & New Construction).

Page 3 of 7



Subgrade of 500mm is provided in length proposed for reconstruction & stretches

proposed for Concentric & Eceentric Widening the quantity of Subgrade will vary as

per site condition(adopted -250mm).

The land for borrow area shall be arranged from the cultivators/land owners and due

provision of compensation royalty for earth taken from private land shall be paid to the

owners.

The Contribution of Earthwork in TPC is 2.53Cr (3.89%) Only.

9.5.3 Sub base and base courses

This sub head provides for the items of Granular Sub-base and wet mix macadam base

course for flexible pavement.

Provision of Crusher Broken Granular sub base is provided.

Design thickness of GSB is provided in centre portion & Drainage layer of 100mm is

provided in remaining width both side.

For eccentric widening, drainage layer of GSB is provided in One side only.

Provision of 150mm thick drainage layer of GSB in CC pavement is provided.

Provision of Wet mix Macadam of 250mm is provided.

Provision of Granular shoulder of 150mm thickness & for 2.5 m width is provided.

The Contribution of this subhead in TPC is 14.86Cr (22.83%) Only. The Cost is within

acceptable limit, as the items of this subhead are very costly.

9.5.4 Bituminous Courses

This sub head provides for bituminous courses where flexible pavement has been

proposed.

Provision of One layer Primer Coat & One Layer Tack coat in full carriageway width in

case reconstruction & only in widened portion for Concentric & Eccentric Widening is

adopted.

Provision of 50mm Dense Bituminous Macadam in full carriageway width in case

reconstruction & only in widened portion for Concentric & Eccentric Widening is

adopted.

Provision of 30mm Bituminous Concrete in full carriageway width in is adopted in all

cases.

Extra 20% quantity is taken as profile correction course on existing carriageway.

The Contribution of this subhead in TPC is 20.47Cr (31.44%) Only. The Cost is within acceptable

limit, as the items of this subhead are very costly.

9.5.5 Bridges/Culverts

This sub head provides improvement of bridges & Culverts . Details are provided below:-

Page 4 of 7



Table No. 85

The Contribution of this sub head in TPC is 12.30Cr (18.89%) .

9.5.6 Miscellaneous Items

a. Junction Improvement

There is total 03 nos. major & 22 nos. minor road junctions which are priority junction that

needed to be improved. Provision of these junctions has been made under this sub

head.

The Contribution of this sub head in TPC is 0.73Cr (1.13%) Only.

b. Traffic Signs, Markings and Other Appurtenances

Provision for road signs, markings and other appurtenances has been made under this

sub head.

The Contribution of this subhead in TPC is 0.85Cr (1.30%) Only.

c. RCC Drains & Protection Works

Provision for RCC covered Drain in builup areas (both side) & Protection Works near

submerged areas like pond etc. is provided.

The Contribution of this subhead in TPC is 2.09Cr (3.21%). The percentage in this

subhead is slightly higher as no proper drainage system present in builtup areas. Also

presence of proper drainage will not harm the pavement of proposed road.

d. CC Pavement

Provision for widening of existing CC Pavement to 10m width is provided. No new CC

pavement is proposed. (as per authority)

The Contribution of this subhead in TPC is 3.21Cr (4.93%) only.

Improvement

Type

Pipe

Culvert

Slab

culvert

Siphon Minor

Bridges

Major

Bridges

Widening 2 16 - 14 -

Retained

/Repair - 01

06 -

Reconstruction 29 30 08 03 -

New

Construction 01 -

- - -

Abandoned - - - - -

Total 32 47 14 17 -

Page 5 of 7



9.5.7 NON BSR ITEMS

a. Toll Plaza

Cost for 1.2Cr per toll plaza is proposed. This cost has been fixed by the authority.


b. Bus Shelter

Considering the overall safety of traffic and minimum hindrance to through traffic, bus

shelters have been proposed both side along the project road. Cost for 1.0 lakh per Bus

shelter is proposed. This cost has been fixed by the authority.


c. Horticulture

Due to unavailability of this item , rate analysis is done to calculate the cost of tree

plantation on the project road. Provision of plantation of trees @10m c/c both side is

provided.


9.5.8 Escallation

As adopted BSR of kota is last revised in July ,2013, escalation of 5% per year is assumed. i.e.

total escalation of 10.25% as on date 01.08.2015 is adopted on BSR Items. Non BSR items are

not being escalated.

9.5.9 Contigency

For VGF Mode

Provision of 25 % of civil cost is adopted (as per MCA), which include Relocation of Utilities,

Environmental improvement Works, land Acquisition and Rehabilitation Costs, etc.

For Annuity Mode

Provision of 15 % of civil cost is adopted (as per MCA), which include Relocation of Utilities,

Environmental improvement Works, land Acquisition and Rehabilitation Costs, etc.

Page 6 of 7



9.6 Project Cost

The summary of cost estimate is presented as below:

Table: - 9.6 – project Cost (for VGF Mode)


in Crores

% of

Civil

Cost


1 SITE CLEARANCE 1,565,696 0.16 0.24

2 EARTHWORK 25,339,646 2.53 3.89



SUB TOTAL (A) 380289156.50 38.03 58.40


5 Reconstruction & New Construction of HPC

(38no.) 10924759.95 1.09








STRUCTURES (B) 123020884.57 12.30

18.89




1.30


14 CC PAVEMENT 32,087,965 3.21 4.93






D NON BSR ITEMS

16 TOLL PLAZA(1 NO.) 12,000,000 1.20 1.84

17 BUS SHELTER (10 No.) 1,000,000 0.10 0.15

18 HORTICULTURE 7,439,960 0.74 1.14



Cost per Km 14,248,204 1.42

ADD 25% AS PER MCA (I) 162,785,735.13 16.28


Cost per Km. 17,810,255 1.78





Page 7 of 7



Cost per Km. 18,751,883 1.88

Table: - 9.7 – project Cost (for Annuity Mode)


in Crores

% of

Civil

Cost


1 SITE CLEARANCE 1,565,696 0.16 0.24

2 EARTHWORK 25,339,646 2.53 3.89



SUB TOTAL (A) 380289156.50 38.03 58.40


5 Reconstruction & New Construction of HPC

(38no.) 10924759.95 1.09








STRUCTURES (B) 123020884.57 12.30

18.89




1.30


14 CC PAVEMENT 32,087,965 3.21 4.93






D NON BSR ITEMS

16 TOLL PLAZA(1 NO.) 12,000,000 1.20 1.84

17 BUS SHELTER (10 No.) 1,000,000 0.10 0.15

18 HORTICULTURE 7,439,960 0.74 1.14



Cost per Km 14,248,204 1.42

ADD 15% AS PER MCA (I) 97,671,441.08 9.77


Cost per Km. 16,385,435 1.64





Page 8 of 8



Cost per Km. 17,327,063 1.73

********

Page 1 of 1



Report-R0/H2

Page 1 of 1

CHAPTER – 10 FINANCIAL ANALYSIS

10.1 Basic Assumptions

The following basic assumption is as under for financial analysis under PPP mode as per MCA:

Annexure-III: Salient Feature of Project

1 Existing Length of Project (km) 45.745

2 Design Length of Project (km) 45.7

3 Base Year for O & M Cost 2015

4 Base Year for Civil Construction cost 2015

5 Interest assumed on Debt portion 0.125

6 Debt Equity Ratio 2.9375

7 Escalation during Construction 0.05

8 Expected Start of Concession Period Jan,18

9 Expected Start of Revenue July,19

10 Concession Period 25 Years

11 Expected date of End of Concession Period Dec, 2042

12 PCU (2015) 2728

13 PCU (2042) 10045

14 Proposed Configuration 2-Lane with Granular Shoulder

15 Toll Plaza Operating Cost (per annum) 0.75 Cr/Year/Toll Plaza

16 Periodic Maintenance Cost (every 6th year) 30 Lacs/Km

17 Annual Maintenance Cost (per annum) 1.75 Lacs/km

18 Insurance (on TPC) 0.0015

19 Rate of Inflation 0.05

20 Growth rate in Traffic 0.05

21 Growth rate in toll rates As per toll rules

22 Phasing of Construction 2016= 75%

2017=25%

23 Income Tax rate 0.339

Page 2 of 2



Report-R0/H2

Page 2 of 2

24 MAT rate 0.2001

25 Tax Holiday (in years) 10 years

26 Moratorium Period (in years) 2 years

27 Loan repayment period 20 years

10.2 Homogeneous Section

Length of project highway is 45.700 km. The project road is a single homogeneous section.

Therefore, one number toll plaza is proposed at km 34+000.

Table 10.2 : Summary of Toll Plaza

Sr. No.

Location

of Toll

Plaza

Section Total Length

(km)

Length of 2-lane

carriageway

1

TP-1

(Km.

34+000)

Km. 0+000 - Km. 45+700 45.700 45.700

Page 3 of 3



Report-R0/H2

Page 3 of 3

10.3 Cost Estimate

The rate for various items has been adopted from rate analysis on the basis of standard data

book published by MORT&H. Summary of cost estimate of project highway is presented in table

8.3 below:

Summary of Cost Estimate (VGF)


in Crores

% of

Civil

Cost


1 SITE CLEARANCE 1,565,696 0.16 0.24

2 EARTHWORK 25,339,646 2.53 3.89



SUB TOTAL (A) 380289156.50 38.03 58.40


5 Reconstruction & New Construction of

HPC (38no.) 10924759.95 1.09








STRUCTURES (B) 123020884.57 12.30

18.89




1.30


14 CC PAVEMENT 32,087,965 3.21 4.93




Add 10.25% Escallation as on date

1.08.2015 (E) 58,636,785 5.86

9.01


D NON BSR ITEMS

16 TOLL PLAZA(1 NO.) 12,000,000 1.20 1.84

17 BUS SHELTER (10 No.) 1,000,000 0.10 0.15

18 HORTICULTURE 7,439,960 0.74 1.14



Cost per Km 14,248,204 1.42

ADD 25% AS PER MCA (I) 162,785,735.13 16.28

G. Total (J=H+I) 813,928,675.66 81.39

Cost per Km. 17,810,255.48 1.78

Page 4 of 4



Report-R0/H2

Page 4 of 4

10.4 Proposed Alternative for Financial Analysis

The Financial analysis is carried out for the following only one alternative as detailed below: -

Table 10.4: Details of Different options for Financial Analysis

Sr.

No. Option No. Description

1 Option-I VGF 40% (30% during Construction and 10% during O&M)



Report-R0/H2

10.5 Traffic Summary

DATE

Motorised Traffic Non-Motorised Traffic Toll

Exempted

Vehicles

Grand Total

Passenger Vehicles Goods Vehicles Agricultural Passenger Goods Vehicles Tw

o W

he

ele

r

Thre

e W

he

ele

r

Ca

r/Je

ep

Min

i B

us

Go

vt.

Bu

s

Pri

va

te B

us

Tem

po

/ L

CV

Ord. Trucks

Tra

cto

r

Tra

cto

r w

ith

Tra

ilo

r

Cy

cle

Cy

cle

Ric

ksh

aw

Animal Drawn

Am

bu

lan

ce

Go

vt.

Ve

hic

les

Tolla

ble

PC

U

No

n T

olla

ble

PC

U

Tota

l P

CU

2 A

xle

3 A

xle

M A

xle

Bu

llo

ck

Ca

rt

Ho

rse

Dra

wn

PCU Factor 0.5 1.0 1.0 1.5 3.0 3.0 1.5 3.0 3.0 4.5 1.5 4.5 0.5 2.0 6.0 6.0 1.0 1.0

2015 2135 4 386 1 7 44 198 36 36 16 9 108 43 0 0 0 3 5 1126 1602 2728

2016 2242 4 405 1 7 46 208 38 38 17 9 113 45 0 0 0 3 5 1182 1678 2860

2017 2354 4 425 1 7 48 218 40 40 18 9 119 47 0 0 0 3 5 1240 1762 3001

2018 2472 4 446 1 7 50 229 42 42 19 9 125 49 0 0 0 3 5 1300 1849 3148

2019 2596 4 468 1 7 53 240 44 44 20 9 131 51 0 0 0 3 5 1364 1939 3302

2020 2726 4 491 1 7 56 252 46 46 21 9 138 54 0 0 0 3 5 1430 2037 3467

2021 2862 4 516 1 7 59 265 48 48 22 9 145 57 0 0 0 3 5 1500 2138 3638

2022 3005 4 542 1 7 62 278 50 50 23 9 152 60 0 0 0 3 5 1571 2242 3813

2023 3155 4 569 1 7 65 292 53 53 24 9 160 63 0 0 0 3 5 1651 2355 4005

2024 3313 4 597 1 7 68 307 56 56 25 9 168 66 0 0 0 3 5 1733 2471 4204

2025 3479 4 627 1 7 71 322 59 59 26 9 176 69 0 0 0 3 5 1817 2592 4408

2026 3653 4 658 1 7 75 338 62 62 27 9 185 72 0 0 0 3 5 1906 2721 4627

2027 3836 4 691 1 7 79 355 65 65 28 9 194 76 0 0 0 3 5 1999 2855 4854

2028 4028 4 726 1 7 83 373 68 68 29 9 204 80 0 0 0 3 5 2096 2998 5093

2029 4229 4 762 1 7 87 392 71 71 30 9 214 84 0 0 0 3 5 2195 3145 5340

2030 4440 4 800 1 7 91 412 75 75 32 9 225 88 0 0 0 3 5 2308 3302 5610

2031 4662 4 840 1 7 96 433 79 79 34 9 236 92 0 0 0 3 5 2427 3465 5892

2032 4895 4 882 1 7 101 455 83 83 36 9 248 97 0 0 0 3 5 2550 3638 6188



Report-R0/H2

2033 5140 4 926 1 7 106 478 87 87 38 9 260 102 0 0 0 3 5 2677 3817 6493

2034 5397 4 972 1 7 111 502 91 91 40 9 273 107 0 0 0 3 5 2807 4006 6813

2035 5667 4 1021 1 7 117 527 96 96 42 9 287 112 0 0 0 3 5 2950 4207 7157

2036 5950 4 1072 1 7 123 553 101 101 44 9 301 118 0 0 0 3 5 3097 4414 7511

2037 6248 4 1126 1 7 129 581 106 106 46 9 316 124 0 0 0 3 5 3250 4634 7884

2038 6560 4 1182 1 7 135 610 111 111 48 9 332 130 0 0 0 3 5 3407 4865 8271

2039 6888 4 1241 1 7 142 641 117 117 50 9 349 137 0 0 0 3 5 3578 5109 8687

2040 7232 4 1303 1 7 149 673 123 123 53 9 366 144 0 0 0 3 5 3759 5361 9119

2041 7594 4 1368 1 7 156 707 129 129 56 9 384 151 0 0 0 3 5 3945 5626 9571

2042 7974 4 1436 1 7 164 742 135 135 59 9 403 159 0 0 0 3 5 4139 5906 10045



Report-R0/H2

Page 7 of 7

10.6 Proposed Toll rates

Table 10.7: - Toll rates as on April 1, 2015

Car, Jeep, Van or Light Motor Vehicle 1.050 INR / Veh. km

Light Commercial Vehicle, Light Goods Vehicle or Mini Bus 1.600 INR / Veh. km

Bus or Truck 3.150 INR / Veh. km

Heavy Construction Machinery(HCM) or Earth Moving Equipment

(EME) or Multi Axle Vehicle (MAV) (three to six axles) 5.250 INR / Veh. km

Oversized Vehicles (seven or more axles) 6.300 INR / Veh. km

10.7 Toll Revenue of Project Highway

Year CAR/JEEP

(in Rs)

LCV /

Minibus

(in Rs)

2-Axle and

BUS (in Rs)

3-Axle

and Multi

Axle, 20%

of Tractor

with Trailor

(in Rs)

Total from

Toll (in Rs)

Reduction

in Toll

Revenue

due to

concession

(Rs.)

Net

Revenue

in Million

2016

2017

2018

2019 10249200 7916850 6643000 9690750 34499800 1724990 3.28

2020 11648975 8772775 7360225 10749250 38531225 1926561 3.66

2021 12242100 9709000 8113950 11743875 41808925 2090446 3.97

2022 13848100 10692675 8904175 12782300 46227250 2311363 4.39

2023 14537950 11763950 9809375 14123675 50234950 2511748 4.77

2024 16342875 12928300 10758375 15740625 55770175 2788509 5.30

2025 18308400 14147400 11751175 17082000 61288975 3064449 5.82

2026 20414450 15466875 13140000 18855900 67877225 3393861 6.45

2027 22699350 17541900 14329900 20717400 75288550 3764428 7.15

2028 23849100 19111400 15859250 22918350 81738100 4086905 7.77

2029 26422350 20799525 17164125 24966000 89352000 4467600 8.49



Report-R0/H2

Page 8 of 8

2030 29200000 23365475 18943500 27740000 99248975 4962449 9.43

2031 32193000 25345600 20925450 30660000 109124050 5456203 10.37

2032 35412300 28294800 23005950 33926750 120639800 6031990 11.46

2033 38868850 30596125 25550000 37470900 132485875 6624294 12.59

2034 44347500 33965075 27844025 41412900 147569500 7378475 14.02

2035 48446450 37580400 30915500 45552000 162494350 8124718 15.44

2036 52822800 41453050 34147575 50132750 178556175 8927809 16.96

2037 57538600 45672450 37540250 55324875 196076175 9803809 18.63

2038 64714500 50178375 41093525 60772500 216758900 10837945 20.59

2039 70209575 55067550 45146850 67473900 237897875 11894894 22.60

2040 78473175 61502500 49899150 74071275 263946100 13197305 25.07

2041 84884400 67189200 54888700 81763650 288725950 14436298 27.43

2042 94345200 74578625 60312600 89835625 319072050 15953603 30.31

10.8 Summary of Financial Analysis

The summary of financial results from detailed financial analysis is given in table-8.9 given

below:

S.No. Particular Alternative-1

Option-1 (With VGF 40%)

1 Government Contribution (in %) during construction

period 30%

2 Government Contribution (in %) during operation period 10%

3 FIRR on Equity #DIV/0!

4 FIRR on project #NUM!

5 NPV with 12% IRR (in Cr.) -51.40

6 Average DSCR 0.51

********

Page 1 of 4



Report-R0/H2

CHAPTER – 11 CONCLUSION & RECOMMENDATION

11.1 General

Public Works Department , Govt of Rajasthan. (PWD, Rajasthan), has decided to take up

up-gradation, rehabilitation and widening of various Major District Roads , State

Highways etc. in the Rajasthan where the intensity of traffic has increased and there is

requirement of augmentation of capacity for safe and efficient movement of traffic.

Given the needs of the project to adequately address the concerns of the local

population, the project has been conceived with suitable improvements.

11.2 Audit of Proposed Design

The Audit Team reviewed the proposed design from a road safety perspective and

recommended in the following provisions.

Table 10.1 : Road Safety Audit Report

Contents Items Provisions

Aspects to be

checked

Safety and operational

implications of proposed

alignment and junction

strategy with particular

references to expected

road users and vehicle

types likely to use the road.

In general main carriageway has

been designed for minimum

design speed of 80 kmph in plain

terrain for providing reasonable

speed to heavy commercial

vehicle. Turning radius at

junctions and sharp curves will be

improved to facilitate high-speed

turns. All major junctions will have

acceleration and deceleration

lanes.

Width options considered

for various sections.

Two lane + Granular Shoulder

Safety implications of the

scheme beyond its

physical limits; i.e. how the

scheme fits into its environs

and road hierarchy

Initial environment impact

assessment has been carried out

and report shall be prepared and

submitted separately.

General Departures from standards Project road is designed at

minimum speed of 80 kmph.

Cross-sectional variation

Except in built-up, at no place

cross section is expected to be

varied from standard formation

width defined.

Drainage

Adequate provisions in terms of

unlined drain on both side of

Page 2 of 4



Report-R0/H2


main carriageway in plain /

rolling terrain, open lined drain

with kerbs in Hilly section and

covered lined drain in built-up

areas under separator are

proposed. Besides above, drain

network connectivity is also

considered by keeping the

provision of pipe culverts on cross

roads merging/diverging from the

project road.

Climatic conditions Hot in Summer and Cold in Winter

Pedestrian Crossings

Provision for at grade crossing is

made at locations based on

pedestrian crossing survey.

Landscaping Vegetation/ Agriculture/ Forest

Public Transport

State government (Madhya

Pradesh) and private operators

regularly ply buses. Besides for

local transport, people travel by

privately run buses/jeeps.

Visibility

All horizontal and vertical curves

have been designed for

appropriate stopping sight

distance.

Staging of contracts

The entire length of the project

road is proposed to be develop

under single package only.

Local

Alignment

New / Existing road

interface

Concentric widening is followed

to restrict land acquisition issues

to bare minimum. As far as

possible, existing geometry has

been followed in urban area.

Aspects of ease in construction

and traffic movement during the

construction phase have been

considered while preparing the

widening scheme. Realignment is

proposed in some urban areas to

maintain the design speed.

Safety Aids on steep slopes

In high embankment section,

metal beam crash barrier

provision has been made.

Vertical grades has been kept

within 3.33% to 5% depending up

Page 3 of 4



Report-R0/H2


on terrain.

Junctions Minimize potential conflicts

As cross traffic movement on

most of the junctions are found to

be varying from low to high, there

is need to minimise conflict

points. Conflict points will be

addressed by providing

adequate wearing lengths.

Layout

As far as possible, Y-junction will

be eliminated and layout will be

so designed so as to have

minimum acquisition of land.

Visibility

All junctions will be designed to

have adequate least stopping

sight distance.

Signs and

Lighting

Signs / Markings

Standard road signage having

retro-reflective sheeting of Super

High Intensity grade type IX and

pavement marking of highest

grade have been considered for

the project road. Road studs and

Arrow Sign Boards are considered

at Junction and curve portions.

Construction

and

Operation

Buildability

All aspects of available latest

construction technology have

been considered while proposing

the highway and bridge design.

Operational

Pavement design has been

proposed in such a manner as

would require minimum

maintenance.

Network management

New junctions have been

introduced where the road is

proposed to be re-alignment is

proposed.

11.3 Recommendations

The following general recommendations are made:

Based on the lane capacity analysis/Circular By PWD-Rajasthan, the consultant

suggests going for two lane with granular shoulder for the project Road.

Page 4 of 4



Report-R0/H2

The scheme of construction / improvement proposals for Project Road, cross

drainage structures and other facilities discussed in various chapters will be

adopted for development of highway project.

Highway expansions can be developed without causing significant adverse

environmental impacts to the natural, social, economic or cultural environments

of the study area, assuming the mitigation measures identified in this report are

incorporated into detailed design.

The project road has been designed for 100 km/h to 80 km/h speed in plain

terrain.

The vertical profile of the project road has been designed as at-grade sections

with gentle gradient to achieve cost savings and minimize construction of

elevated structures.

Flexible pavement is recommended for entire stretch with toll plaza location.

However widening of existing CC pavement is proposed to match the two lane

with granular shoulder configuration . No new CC Pavement is proposed.

The project can be constructed within 18 months period with strategic planning

and through one construction package. The construction work may begin from

Jan,2018.

The baseline data was collected as per guidelines for Environmental Impact

Assessment of highway project and as per provision in EIA notification of 27th

January 1994 and amended on 14th September 2006.

The estimated TPC is Rs. 74.88 Crores.

Budget Provision of Environmental Monitoring is 0.51Cr. & Budget Provision of

Resettlement & Rehabilitation is 2.90 Cr. Also Approximate Cost of Utility Shifting is

0.89Cr.

Adding all these Cost in TPC gives the Grand Project Cost of Rs. 79.18Cr.

The Project is financially non viable as per the above financial calculations. The

detailed financial analysis is presented in Annexure Volume. So this project is

proposed in Annuity Mode.

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Chapter-1: Executive Summary

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