feasibility report - national highways authority of india report wb.pdf · feasibility report...

Preparation of Detailed Project Report for Up-gradation of Ausa – Waranga & Wardha – Butibori Section of NH361 in the state of Maharashtra.

FEASIBILITY REPORTFEASIBILITY REPORTWARDHA – BUTIBORIWARDHA – BUTIBORI

E. FEASIBILITY REPORT

E.1.GENERAL

The Government of India has envisaged to create a world-class infrastructure facility, to

boost the economic development in the country, for which National Highways Authority

of India (NHAI) plays a key role. NHAI has been entrusted to implement the

development of some of the stretches of National Highways under National Highway

Development Programme on EPC/BOT basis. As part of this endeavor, the Authority has

decided to rehabilitate and upgrade Ausa to Waranga and Wardha to Butibori sections of

NH-361 from two lane to four lane configuration.

NHAI has appointed M/s Aarvee Associates Architects Engineers & Consultants Pvt. Ltd.

to provide consultancy services for detailed engineering study for 247 km road section.

As per the authority's letter the road section of the project road is as follows:

• Ausa – Waranga section on NH–361 (Length 188 km)

• Wardha – Butibori section on NH-361 (Length 59 km)

The Supplementary Agreement for consultancy services signed on 19.02.2015 by the

consultants. The Final Feasibility Report is prepared in accordance with the Contract

Agreement for preparation of Detailed Project Report for rehabilitation and up-gradation

of proposed stretches from two lane to four lane configuration in the state of

Maharashtra.

The index plan of the project corridor is shown in Fig E.1

E.2 PROJECT PACKAGING

The Project road is divided into four packages based on techno economic considerations

as per the guidelines of NHAI. The details of project packages are as below.

E – 1



PackagesDesign Chainage

(Km)Design Length(km)

Existing Chainage (Km)

Existing Length(km)From To From To

Ausa Chakur 55.835 114.600 58.765 470.000 528.200 58.200

Chakur Loha 114.600 176.800 62.200 528.200504 on MSH2 61.800

Loha Waranga Phata

176.800 244.369 67.569 504 on MSH2

611.920 67.680

Wardha Butibori 465.500 524.690 59.190 85.374 28.800 59.474

The present report explains brief about Waradha – Butibori section.

E.3 ABOUT THE PROJECT

Wardha - Butibori section is a part of MSH-3/NH-361, MSH-3 originates at Ratnagiri

and passes through several districts of Maharashtra like Kolhapur, Sangli, Solapur,

Tuljapur, Ausa, Nanded, Hingoli, Yeotmal, Wardha and terminates at its junction with

NH-44 near Butibori, Nagpur, having overlaps with several NH and other State

Highways. Later the MSH3 is converted as NH-361 through Gazzette notification S.O.

814(E) dated 22nd March 2013.

The National Highway No. 361 starts at Tuljapur and passes important towns Ausa,

Latur, Chakur, Sirur Tajband, Ahmedpur, Loha, Nanded, Hadgaon, Umerkhaed,

Mahagaon, Arni, Yavatmal, Kalamb, Deoli, Wardha and ends at Butibori on NH-44. MSH-

3 serves as a vital trade link between the important towns in Wardha, Yavatmal, Latur,

Solapur and Sangli districts. It is the important link road connecting Ratnagiri and

Nagpur. Ratnagiri to Sangli are connected by - NH 204, Sangli and Miraj are connected

by MSH-4. The project stretch Butibori – Wardha starts at Km 28.800 and ends at km

E – 2



85.374. Wardha – Butibori section passes through Butibori, Kelzar, Seloo, Pavnar,

Wardha.

The Location Map of the project stretch is shown below.

Fig: E.1 Wardha – Butibori

E.4 DEFICIENCIES OF PROJECT ROAD

The geometric alignment of the prevailing project stretch may have been designed as

per State Highway / ODR standards and may not meet the present NH standards.

The design is deficient in terms of:

1. Sight distance.

2. Curve radii.

3. Super elevation at many of the locations.

E – 3



4. Deficient riding quality.

5. Horizontal and vertical profiles are sub-standard at few locations.

6. Provisions for safety and passenger amenities are inadequate.

7. Congestion and delays in built-up areas since the local traffic is not segregated

from through traffic.

8. Vehicle competing with slow moving vehicle for the pavement space at

habitations

E.5 EXISTING FEATURES OF THE PROJECT ROAD

Sl.No Description Wardha – Butibori

1 Right of Way (RoW) 30m to 45m

2 Major Towns Wardha, Pavnar, Seloo, Kelzar, Khadki and

Butibori.

3 Existing Bypass Wardha

4 ROB's 1 No

5 RUB's 1 No

6 Major Junctions 5 No’s

7 Major Bridges 2 No's

8 Minor Bridges 13 No's

9 Pipes/Slab Culverts 63/17

E – 4



E.6 SURVEYS AND INVESTIGATIONS

The details of Surveys including Inventory and Investigations carried out during the

preparation of Inception Report are presented below.

1. Traffic surveys were conducted based on the letter received from authority

NHAI/Tech/Mega/01/WYNAS/DPR/MAH/677 and the same informed through our letter

AA/HW/NHAI/995A/14-15/899 and AA/HW/NHAI/995A/14-15/907 regarding

commencement of traffic services which were conducted in January 2015.

2. Investigations of the existing pavement, road inventory and sub-grade,

evaluation of the existing pavement as well as collection of samples of the existing

pavement and laboratory testing of the collected samples.

3. Collection of samples from pits adjacent to the existing road and along the

proposed alignment to assess the existing subgrade strength.

4. Identification of borrow areas for construction of Embankment and Subgrade,

material. Identification of Source for other different material which are used in the

pavement and bridge construction.

5. Inventory and condition surveys for culverts and bridges.

6. Topographic surveys along the existing alignment as well as proposed bypasses.

E.7 TRAFFIC SURVEYS AND ANALYSIS

Based on reconnaissance studies, the project road has been divided into traffic

homogeneous sections and all the traffic surveys viz. Classified Traffic Count Surveys,

Origin – Destination and Commodity Surveys, Intersection Volume Surveys, Axle Load

surveys etc., have been carried out. Secondary data has been collected for the purpose

E – 5



of determining the Seasonal Variation Factors and Growth Rates for various count

stations and for vehicle categories respectively.

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

formulating improvement programs and in estimating the financial viability of the

project. The primary objectives of these traffic studies are:

• To determine characteristics of traffic movement and to establish base year

traffic demand

• to identify the zone of influence for the project stretch and extent of influence

based on O-D Survey

• to determine the travel pattern of goods and passenger vehicles

• for capacity assessment

• to determine the percentage of right turning traffic at road intersections as a

guide to the intensity of vehicle – vehicle conflict

• to determine vehicle damage factor

• for toll revenue analysis.

To study the variation in the intensity of tollable traffic, consultants conducted two Traffic

Volume Count locations on Wardha – Butibori section. The map showing the traffic

locations along the project stretch is shown in Fig E.2.

FIG – E.2: Map showing traffic survey locations in Wardha-Butibori.

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Average Daily Traffic (ADT) from the volume counts were accounted for the monthly

variations (within one year) to obtain the Annual Average Daily Traffic (AADT). Seasonal

Variation Factor was applied for passenger traffic and for commercial traffic, based on

secondary data interpretation.

Summary of Annual Average Daily Traffic (AADT)

Vehicle Type

Wardha – Butibori

Km 43.000 Km 66.800

Tollable Traffic (vehicles) 7148 7775

Tollable Traffic (PCU's) 16603 18124

Total Vehicles

Motorized 9414 12648

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Vehicle Type

Wardha – Butibori

Km 43.000 Km 66.800

Non Motorized 17 62

Total Traffic 9431 12710

Total PCUs

Motorized 17890 21038

Non Motorized 41 93

Total Traffic 17931 21131

It is observed that in Wardha – Butibori section Annual Average Daily Traffic varies from

17931 PCU's to 21131 PCU's. The following observations are made from the analysis of

survey data for each location along the project stretch.

TRAFFIC FORECAST

Forecasting the traffic is an important element for planning and design of infrastructure

facility, especially when it is proposed to be taken up on a commercial format. The

present traffic demand will increase primarily due to the growth in activities in zones in

the project influence area earmarked for industrial development besides socio –

economic characteristics of the traffic in influencing regions. Estimation of traffic growth

rates is further needed for deciding suitable development strategy and assessing the

financial viability of the project.

The growth factor derived from past traffic data on the stretch supplemented by

registration trend and the statistical parameters would have been the ideal method.

However, due to irregular, erratic and insufficient past traffic data available, the

derivation of elasticity and growth factors was based on registration data of vehicles and

the economic parameters.

E – 8



GROWTH RATES AS PER REGRESSION MODEL

S.no Period 2W 3W Cars Buses

Trucks

2 Axle 3 Axle M AxleLCV and Mini LCV

1 Up to 2016 10.4 4.0 10.8 6.0 5.0 7.0 7.0 7.0

2 2017 -2021 9.9 3.5 10.3 5.5 4.0 6.5 6.5 6.5

3 2022 – 2026 9.4 3.0 9.8 5.0 3.0 6.0 6.0 6.0

4 2027 – 2031 8.9 2.5 9.3 4.5 2.0 5.5 5.5 5.5

5 Beyond 2031 8.4 2.0 8.8 4.0 1.0 5.0 5.0 5.0

Growth rates adopted are as given below.

GROWTH RATES ADOPTED

S.no Period 2W 3W Cars Buses

Trucks

2 Axle 3 Axle M AxleLCV and

Mini LCV

1 Up to 2016 7.0 4.0 7.0 6.0 5.0 7.0 7.0 7.0

2 2017 -21 6.5 3.5 6.5 5.5 4.0 6.5 6.5 6.5

3 2022 – 26 6.0 3.0 6.0 5.0 3.0 6.0 6.0 6.0

4 2027 – 31 5.5 2.5 5.5 4.5 2.0 5.5 5.5 5.5

5 Beyond 2031 5.0 2.0 5.0 4.0 2.0 5.0 5.0 5.0

TRAFFIC PROJECTIONS OF THE DIFFERENT SECTIONS:

Year Km 43.000 Km 66.800

From To Fast Moving

Slow Moving

TotalTraffic

Fast Moving

Slow Moving

Total Traffic

E – 9



Vehicles Vehicles in PCU Vehicles Vehicles in PCU

2015 2016 9414 13 17931 12648 62 21133

2020 2021 12829 19 24393 17149 68 28508

2025 2026 17066 21 32259 22668 76 37435

2030 2031 22172 23 41666 29283 83 48020

2035 2036 28143 25 52582 36975 92 60204

2040 2041 35595 28 66165 46551 102 75315

2045 2046 45076 31 77120 58715 112 81675

TRAFFIC CAPACITY

For capacity analysis, it is considered that it would be desirable to provide 4 laning when

traffic exceeds the limits prescribed for Level of Service B. After the traffic exceeds the

limit prescribed for LOS E, there will be breakdown of traffic flow. Thus, 4 lane needs to

be provided when the traffic reaches LOS B level and it will continue to serve, though

with less level of service, till traffic reaches LOS E.

E – 10



CAPACITY TABLE

S. No.

Location

Chainage Present Traffic

Year Attaining 40,000 PCU's

(Capacity of Four lane With LOS B)

From Km. To Km. PCUs Year PCUs Year

1 Km 66.800 28.800 85.374 21133 2015 39513 2026

E.8 TOLL PLAZA LOCATIONS

Consultants proposed 1 toll plaza in Wardha – Butibori section. The proposed toll plaza

location is as below.

Proposed Toll Plaza Location

Toll Plaza LocationToll Plaza Limits

Existing Chainage (Km) Design Chainage (Km)

Existing Ch. (Km)

Design Ch. (Km) From To From To

42.500 510.865 85.374 28.800 465.500 524.690

The distance between the toll plaza with reference to the preceding toll plaza is given

below

Distance between Proposed Toll Plaza Location

Section Location of Toll Plaza Distance from next toll plaza (km)

Wardha – Butibori

Km. 42.500 65.500

Km. 108.000 (Beyond Project Area)

-

E – 11



VEHICLE DAMAGE FACTOR

The Vehicle Damage Factor (VDF) is an index characterizing the traffic loading for a

highway and is defined as a multiplier for converting the number of commercial vehicles

of different axle loads to Standard Axle Loads (SAL).

Axle load surveys were conducted at all OD locations along with OD surveys. This survey

was conducted for 2 normal days in both directions of traffic simultaneously with volume

count of commercial vehicles (Trucks and LCV). The random selection of vehicles for axle

load measurement was done, ensuring suitable sample for each category of commercial

vehicles consisting of overloaded and empty vehicles.

Wardha – Butibori Section on NH-361

Location Direction BUS LCV2-Axle Trucks

3-Axle Trucks

M-Axle Trucks

Km 66.800To Wardha 1.00 0.58 1.81 3.88 7.14

To Butibori 1.00 2.04 2.49 4.70 5.74

TURNING MOVEMENT SURVEY

The mid block traffic volume count stations have been located to capture the pattern of

the traffic plying on the project stretch. Apart from these traffic volume counts, for the

study of the road network around the project corridor, junctions have been identified for

the turning movement surveys. The traffic pattern is considerably influenced by these

junctions, either in case of passenger vehicles or goods or both also. The list of junctions

considered for turning movement surveys have been listed below. One day turning

movement counts have been taken on all the legs of these junctions. The traffic volume

levels and their characteristics at these intersections are presented below.

E – 12



S. No

Chainage of the

Junction

Type of Junctio

n

Total 24 Hrs Junctio

n Traffic Volume (PCUs)

Peak Hour

Peak Hour

Traffic (PCUs)

Peak Hour

Factor

Peak hour right

turning traffic (PCUs)

% Peak hour right

turning traffic in total peak hour

traffic

Total Traffic

Entering Project Stretch (PCUs)

Total Traffic

Leaving Project Stretch (PCUs)

Total Traffic moving along

Project Stretch (PCUs)

1Km.

59.880 3 legged 5122212.30-

13.30 PM 3464 0.266 867 25.03 8802 7386 949

2Km.

45.7003 legged 38886

9.30-10.30 AM

2732 0.323 101 3.7 1057 1191 6573

3Km.

28.880 3 legged 650949.00-

10.00 AM 4379 0.26 695 15.87 6714 8483 10257

E.9 MATERIAL AND GEOTECHNICAL INVESTIGATIONS

BORROW AREAS FOR SUB GRADE & EMBANKMENT MATERIAL

Reviews of the Feasibility surveys showed that there are sufficient borrow areas for sub-

grade/embankment materials conforming to design CBR of 10% and the same are

recommended as source for sub grade material having CBR more than 10%. Samples

were collected from respective borrow areas and following tests are in progress viz.

Grain size analysis, Atterberg limits, Free Swell Index (FSI), Moisture–density

relationship using heavy compaction i.e. Modified Proctor Test and CBR on soaked

samples at three energy levels.

COARSE AGGREGATES

Details of quarries and borrow areas found suitable for coarse aggregates, fine aggregates

and sand for construction of Embankment and Subgrade, material are provided in the

materials report.

CEMENT, BITUMEN AND STEEL

Cement, Bitumen and Steel are the manufactured materials. IS Certified cement, steel are

available in Nagpur, Nanded and Latur.

Bitumen of penetration grades or VG grades and Crumb Rubber Modified Bitumen-55

grade and Polymer Modified Bitumen SBS 70 grade are available from IOCL Mumbai.

E – 13



E.10 PAVEMENT DESIGN

Pavement is the most significant component of a road and therefore its design strengths

must be assured to support the projected traffic loading throughout the design period. The

objective is to determine the total thickness of the pavement structure as well as

thickness of individual structural layer components. Design strength of pavement must be

adequate to support the projected traffic loading throughout the operation period

From the traffic volume counts, the numbers of commercial vehicles were assessed. The

Pavement design is done for rigid pavement.

The rigid Pavement design shall be done in accordance with IRC:58 -2015 and Flexible

pavement design as per IRC:37- 2012.

E – 14



RIGID PAVEMENT DESIGN

S.No. ItemWARDHA – BUTIBORI

Km 28+800 to Km 85+374

1 PQC of M40 grade, (mm) 270

2 DLC of M10 grade, (mm) 150

3 GSB, (mm) 150

4 Dia. of Dowel bar, (mm) 32

5 Length of Dowel bar, (mm) 450

6 Spacing of Dowel bar, (mm) 300

7 Dia. of Tie bar, (mm) (Plain bars) 12

8 Length of tie bar, (mm) 580

9 Spacing of tie bar, (mm) 415

SERVICE ROADS: As per IRC SP: 84-2014, service roads are to be designed for

minimum of 10 MSA. For existing service roads in this corridor, for the new service roads

the recommended pavement composition is given in the following tables

Pavement Composition for Service Roads

Pavement Composition Thickness in mm

Bituminous Concrete (BC), mm 40

Dense Bituminous Macadam (DBM), mm 50

Wet Mix Macadam (WMM), mm 250

Granular Sub base (GSB), mm 200

E – 15



OVERLAY ON EXISTING ROAD AS PER PAVEMENT DESIGN

Existing Road

Location

Chainage (Km)

Length Dc (mm)

LHS Widening(Towards Wardha)

RHS Widening(Towards Buttibori)

Overlay Thickness(mm)

Overlay Thickness(mm)

From To MSA BC DBM Total

MSA BC DBM Total

Salod 2.200 85.374 7.574 1.05 46 40 50 90 46 40 50 90

Selu 62.375 58.608 7.000 0.83 46 40 0 40 46 40 0 40

Kelzar53.039

49.954 5.500 0.83 46 40 0 40 46 40 0 40

E.11 UPGRADATION PROPOSALS

1. It is proposed to widen the existing 2-lane / 4 -lane carriageway to 4-lane

carriageway in accordance with four lane manual.

2. Taking into account the available ROW, constraints due to utilities, feasibility of

acquiring additional ROW, either symmetric widening or eccentric widening is proposed.

3. Grade separators / VUPs are proposed at the crossing of project road with other

NH, SH and MDR and also within the built-up areas for facilitating unhindered flow of

through traffic and also to avoid traffic conflicts and enhance traffic safety.

4. Retaining / widening / reconstruction / new construction of CD works are proposed

as per the provisions of the four lane manual and based on the condition of the structures.

5. Service roads are proposed in built-up areas, underpass locations and also for

connecting cross roads with nearest grade separated structure.

6. Existing drainage facilities are relocated wherever warranted and new provisions

are made as per the site requirements.

E – 16



7. Traffic signs, pavement markings, pedestrian and other miscellaneous provisions

are proposed as per manual.

8. The improvement proposals for existing road has given for bypassed villages.

9. Bypasses are provided at following locations

BypassExisting Chainage (Km) Design Chainage

(Km) Design Length(km)From To From To

Salod 85.3742.200

On Wardha Bypass

465.500 472.900 7.400

Seloo 62.375 58.607 491.130 494.850 3.720

Kelzar 53.039 49.954 500.420 503.460 3.040

E.12 CROSS SECTIONS

Considering the above up-gradation options vis-à-vis the existing alignment, different

cross sections for the four lane configuration have been developed.

E.13 GRADE SEPARATOR AT KM 28.800 NEAR BUTIBORI:

A Half Trumpet interchange is proposed at Km.28.800 junction of NH 361 and NH 44

caters to the through traffic from Hyderabad to Nagpur. The ramps will cater to right turn-

ing traffic from Wardha and going to Hyderabad.

E.14 Proposed Bypasses

Name of

Bypass

Existing Chainage(Km)

Design Chainage(Km) Length

(km)From To From To

Salod 85.374 2.200 465.500 472.900 7.400Seloo 62.375 58.607 491.130 494.850 3.720Kelzar 53.039 49.954 500.420 503.460 3.040

E – 17



E.15 REALIGNMENTS

Realignment is proposed due to the presence of a sub standard curves and insufficient

geometric standards, and in order to avoid demolition of private and religious

structures. Realignments are proposed at locations listed below.

S. No.

Design Chainage Length (m)

RemarksFrom(Km) To(Km)

1 476.270 476.620 350 Realignment due to Geometric Correction

2 481.780 482.600 820 Realignment due to Geometric Correction

3 483.130 483.600 470 Realignment due to Mosque

4 485.350 485.580 230 Realignment due to Temple

5 486.110 486.270 160Realignment due to Geometric Correction

6 505.660 506.600 940 Realignment due to Built-Up

7 515.210 515.520 310Realignment due to Geometric Correction

E.16 SERVICE & SLIP ROADS

Service roads are proposed at the built up locations along the project Stretch. Slip

Roads are proposed at underpass locations. The locations where service and slip roads

are provided are given as below.

Sl. no

Design ChainageLength

(Km)ProposalFrom

(Km)

To

(Km)

1 465.950 466.775 0.825 Slip Road

2 467.525 468.500 0.975 Slip Road

3 472.600 472.900 0.300 Service Road

4 473.390 474.350 0.960 Slip Road

5 475.800 478.100 2.300 Slip Road

6 481.520 482.750 1.230 Slip Road

7 484.490 485.350 0.860 Service Road

E – 18



Sl. no

Design ChainageLength

(Km)ProposalFrom

(Km)

To

(Km)

8 491.650 492.800 1.150 Slip Road

9 501.550 502.600 1.050 Slip Road

10 506.940 508.420 1.480 Service Road

11 514.690 515.070 0.380 Service Road

12 516.740 517.800 1.060 Slip Road

13 522.380 523.800 1.420 Service Road

E.17 GRADE SEPARATORS / VUP / PUP

VUP with an opening of 1×12.0mx5.5 for two lane, 2×12.0×5.5 for four lane and

1×10.5×3.5 m for Light Vehicular Underpass have been proposed at major At-grade

Intersections.

S. NO.Design

Chainage (Km)

Proposal Span Arragement

Type of Cross Road

Cross Leads to

LHS RHS

1 466+369 LVUP 1x10.5 + Padegaon Salod

1 468+038 VUP 2x12.0 + Mumbai Salod

2 474+016 VUP 1x12.0 + Dahegaon Wardha

3 476+250 LVUP 1x10.5 - Hindi University

4 477+601 VUP 1x12.0 + Arvi Wardha

5 482+200 VUP 2x12.0 - - -

6 492+204 VUP 1x12.0 + Selu Dhanoli

7 501+918 VUP 1x12.0 - - -

8 507+653 VUP 1x12.0 T - Sindi

9 514+837 PUP 1x7.50 - -

10 517+060 VUP 2x12.0 T - MIDC

11 523+003 VUP 2x12.0 T Umari -

12 524+688 Trumpet(VUP)

2x30.0 - Nagpur Hyderabad

E.18 BUS BAYS WITH SHELTERS

E – 19



The bus bay locations along the project road has been identified and reviewed with

respect to the access from the main carriageway and requirement of passengers. Based

on the study, it has been proposed to relocate some of the existing bus stops/ shelters

and to provide additional number of bus bays near built-up areas.

Sl. No. Design Chainage (Km)

Name of Village Side (LHS/RHS)

1 472.700 Agnihotri Engineering

RHS

2 472.817 LHS

3 477.500

Pipri

RHS

4 477.800 LHS

5 478.550

Karla

LHS

6 478.850 RHS

7 480.050

Satoda

LHS

8 480.350 RHS

9 485.100 PavnarLHS

10 485.250 RHS

11 487.445Kanhapur

LHS

12 487.340 RHS

13 489.450Ramna

LHS

14 489.360 RHS

15 498.750Janglapur

LHS

16 498.625 RHS

17 505.200

Amagaon

RHS

18 505.000 LHS

19 506.450

Khadki

LHS

20 506.525 RHS

21 507.838 Seldoh RHS

E – 20



Sl. No. Design Chainage (Km)

Name of Village Side (LHS/RHS)

22 508.100 LHS

23 509.900

Haladgaon

LHS

24 510.100 RHS

25 513.355

Sawangi

LHS

26 513.230 RHS

27 514.933Asola

LHS

28 514.800 RHS

E.19 TRUCK LAYBYES

The consultants therefore proposed new truck lay-byes with facilities for resting,

parking, refreshments and communication as per standard layout.

S. No.Existing

ChainageDesign

Chainage Location Side

1 31.300 522.050 Butibori MIDC RHS

2 37.090 516.390Additional MIDC

(Dawalpeth) LHS

E.20 LIGHTING

Lighting system in proposed in urban stretches/ built up areas, grade separators,

underpasses, toll plazas, rest areas and bus bay.

E.21 ROAD FURNITURE

Road markings and road signs standards shall be proposed as per IRC: 35 -1997 and

IRC: 67 -2012 respectively. Road and Traffic signs will be proposed at appropriate places

as per relevant IRC guidelines to give caution and to inform the traffic (vehicular and

pedestrians) for safe and smooth movement and the provision. Normally signs are

E – 21



placed on the left side of the road; in certain cases however these may be placed

overhead or on either side of the road depending upon the site condition, for attracting

attention of road users.

E.22 BRIDGES AND STRUCTURES

For major bridges, the type of superstructure observed is PSC girders, voided slabs,

RCC simply supported girders & RCC simply supported slabs over stone

masonry/PCC/RCC plate, circular piers/abutments and open/pile/well foundations.

For most of the minor bridges, the type of superstructure observed is RCC solid slab and

for a few, RCC girder slab. Substructures and retaining walls are brick / stone masonry

and plain/reinforced cement concrete.

The project highway has in total 1 Road Over Bridges (ROB's) of PSC girder with Open

foundation and 1 Road Under Bridge of Steel composite with Open foundation.

Total 1 Vehicular Underpass and 2 Non-Vehicular Underpasses are present along the

project stretch, mostly RCC box type structures. Most of the existing slab culverts are

stone masonry arch structures widened with RCC slab on top and PCC/Stone masonry

abutments/piers during four laning. Existing Hume pipe culverts are mostly in size range

of 0.9m to 1.2m diameter; except, at a few locations 0.5m diameter pipes are present,

which are now proposed to be replaced with 1.2m diameter pipes.

E.23 CONDITION OF CULVERTS

The condition of most of the old slab culverts is not good due to distress such as spalling

of concrete, exposed and corroded reinforcement. Some of the pipe culverts are

partially/fully choked else buried. All distressed culverts are proposed to be dismantled

and reconstructed. Reconstruction is proposed with 1.2 diameter pipe in case of pipe

culverts and a box structure in case of box/slab culverts.

E. 24 CONDITION OF BRIDGES

Condition survey of each bridge along the proposed Project stretch is carried out and the

E – 22



recommendations for rehabilitation of bridges are included in the bridge condition re-

port. The proposal for widening and improvement of the existing bridges, newly proposed

bridges are given in following tables.

PROPOSAL FOR MAJOR BRIDGES

S. No.

Existing Chainage

Proposed Chainage

ProposalSpan Arrangement

(Existing)

Span Arrangement(proposed)

1 - 493+270 New - 4×30

2 67+725 485+759Additional 2 lane

bridge for RCW(1×16.5)+(6×25.5)

+(1×16.5)

(1×16.5)+(6×2

5.5)+(1×16.5)

PROPOSALS FOR MINOR BRIDGES

Construction of New Minor Bridges

S.No

Bridge LocationTotal

Length

Remarks

DesignChainage

Side Proposed span

ProposedImprovement.

1 492+914LCW 14.00 2x7 (New) Seloo Bypass

RCW 14.00 2x7 (New) Seloo Bypass

2493+132

LCW 12.00 2x6 (New) Seloo Bypass

RCW 12.00 2x6 (New) Seloo Bypass

3 501+093LCW 7.00 1x7 (New) Kelzar Bypass

RCW 7.00 1x7 (New) Kelzar Bypass

4 506+316LCW 21.00 3x7 (New) Reallignment

RCW 21.00 3x7 (New) Reallignment

5 514+515LCW 8.00 1x8 (D&R) Approach of PUP

RCW 8.00 1x8(New) Approach of PUP

Widening, Repairs and Rehabilitation of Existing Minor Bridges

E – 23



S No.

Bridge Location Span

Arrangement

(m)

Details of WideningDesign

ChainageSide

Width

(m)

1 486+368LCW 16.20 2x5 Retaining

RCW 12.50 2x5 (New) Additional 2 lane bridge

2 487+542LCW 12.50 1x8 (New) Additional 2 lane bridge

RCW 16.00 2x4 Retaining



4 496+428LCW 12.50 6x6 (New) Additional 2 lane bridge

RCW 16.00 6x6 Retaining



6 503+860LCW 17.00 2x4.5 Retaining

RCW 12.50 2x4.5 (New) Additional 2 lane bridge

7 508+583LCW 12.50 2x6.0 (New) Additional 2 lane bridge

RCW 16.00 2x6.0 Retaining

8 509+462LCW 16.80 1x6.0 Retaining


9 509+760LCW 16.00 2x5.50 Retaining


10 513+566LCW 12.50 4x6.0 Retaining


E. 25 DESIGN STANDARDS AND CODES OF PRACTICES

The design standards and loading to be considered are generally based on the

requirements laid down in the latest editions of IRC and IS codes of practices &

standards specifications, and guidelines of Ministry of Road Transport & Highways.

Additional technical references were used wherever the provisions of IRC/IS codes are

found inadequate. Following Codes are used in the designs.

E – 24



IRC:5-1998

IRC:6-2010

IRC:22-2008

IRC:24-2010

IRC:78-2000

IRC: 83-Part II & Part III

IRC SP: 84-2014

IRC:112-2011

IRC SP: 87- 2013

IRC 58-2015

Relevant IS & BS Specifications

E.26 NEW STRUCTURES ALONG PROJECT STRETCH

9 Vehicular Underpasses, 3 Light Vehicular Underpasses, one trumpet Interchanges at

junction of NH 361 with NH 44 near butibori in Wardha-Butibori Section.

E.27 ENVIRONMENTAL IMPACT ASSESSMENT

The guidelines considered in the preparation of EIA and EMP and the findings of EIA are

being brought out in the report of EIA and EMP which is under preparation. The

environment and related clearances that are required to be taken for the project are

brought out in subsequent sections. The report for EIA and EMP are prepared and

submitted in Volume IV along with this report.

E.28 SOCIAL IMPACT AND ASSESSMENT

In order to assess the potential social impacts along the project corridors, critical

sections from social impact point of view have been identified. Such locations have been

identified with the potential issues and possible options for minimizing the impact are to

be suggested. The secondary data/information was collected from various agencies, so

as to ascertain the ground realities and comprehend the socio-economic characteristics,

E – 25



physical features and cultural set-up of the project area before undertaking detailed field

investigations. Relevant documents were collected from Revenue/ Tehsil offices. The

relevant information about the width of the road, existing RoW, status of lands and the

present market rate of private land has been collected from local panchayat and

administration.

E.29 FOREST CLEARANCE

As the project stretch passes through the forest near Junapani. The proposal for

obtaining clearance is submitted and the process is in advanced stage.

E.30 COST ESTIMATES

Cost estimation provides vital input to the financial evaluation of the project. The cost

estimates have been prepared for the project corridor separately for widening the existing

road to four lane carriageway including strengthening /widening 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, vehicular underpasses, Pedestrian underpasses, road

furniture, bus bays, truck lay byes, way side amenities, toll plazas, etc.

E.31 TOLL REVENUE AND FINANCIAL VIABILITY

The total toll revenue that would be collected at all the toll plazas along different sections

of the project stretch during the concession period is given in the table below. Toll

Revenue calculations are done by considering the amendments of Toll Fee which are

December 2013 and January 2014.

Financial viability has been carried out taking into account the estimated toll revenues

and costs. The assumed Debt, equity ratio, provision for interest during construction,

maximum grant to

E.32 SENSITIVITY ANALYSIS

E – 26



Sensitivity analysis has been carried out for the below mentioned four variations in costs

and benefits. The sensitivity scenarios take into account possible construction cost

overrun, traffic volume, revenue shortfalls, interest rate volatility, non-compliance or

default by contractors, and political risks.

• Case-I Base Cost and Base Benefits

• Case-II Base Cost plus 15 % and Base Benefits

• Case-III Base Cost and Base Benefits minus 15%

• Case-IV Base cost plus 15% and Base Benefits minus 15%

E.33 RECOMMENDATIONS

Some of the important aspects which require the attention of the authority have been

presented below for consideration, along with the recommendations of the consultants.

1. Extent of Right of Way to be acquired

a. Forest area (Km 34.000 to Km 34.700) – 45m

b. Remaining project length – 60m

2. Up-gradation of the existing highway

The existing 2-lane highway shall be developed to a 4-lane configuration with 15.0 m

carriageway, 1.5 m paved shoulders and 2.0 m earthen shoulders on either side.

3. Pavement Type

Based on the life cycle costing comparison of flexible and rigid pavements, rigid

pavement is found economical and the same is recommended for the carriageway.

However, flexible pavement is recommended for service roads.

E – 27



4. Up-gradation of the structures

When reconstruction/new construction takes place as in case of a bypass or

realignment, the overall width will be 12.5 m. For bridges having carriageway width less

than 7.5 m, but are feasible for widening are widened with 12.5 m carriageway. Bridges

having carriageway less than 12.5 m are not feasible for widening are proposed for

reconstruction.

Thus, the total width of all the structures for reconstruction/new construction invariably

will be 12.5 m outer to outer to match with the road way in the approaches.

Based on the condition of the existing structures being retained/widened, appropriate

rehabilitation measures have been proposed.

The designs and drawings of structures are enclosed in Volume – IX.

5. Toll Plazas

Toll Plaza has been proposed at strategic location so that it is at least 10 km away from

built up and 60km away from the nearest toll plaza in either direction on the same

highway. From the said recommendations, toll plaza is proposed at km. 510.865

6. Project Facilities

a. 28 numbers of bus bays and bus shelters have been proposed for all the important

villages along the project highway.

b. 2 Truck Lay-Byes are proposed along the highway stretch.

E.34 PROJECT STATUS

1 . Forest clearance(Km 34.000 to Km 34.700):

E – 28



Forest proposal for obtaining clearance is submitted and joint survey is in progress in

Wardha and Nagpur districts.

3. Utility Departments (Electricity, Water Supply, etc.):

Based on the locations of crossings and some lengths running parallel are listed and

requested for estimation for shifting. Joint survey with concerned departments awaited.

4. ROB:

The GAD for ROB is prepared and submitted for concerned department.

E – 29

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