salumber project

Preparation of Detailed Project Report for Development of Preparation of Detailed Project Report for Development of Salumber Salumber �� Keer Ki Choki RoadKeer Ki Choki Road

Rajasthan State Road Development & Construction Corporation Limited, Jaipur

FINAL DETAILED PROJECT REPORT

VOLUME I

MAIN REPORT

January 2011

Submitted By

Frischmann Prabhu (India) Pvt. Ltd.

315, Balgovindwadi, New Prabhadevi Road, Prabhadevi, Mumbai 400025

Tel : 91-22-66603901; Fax : +91-022-66603902; E-mail : [email protected]

Start of Project -Keer ki Chowki

End of Project -Salumber

mailto:[email protected]

Submitted By

Frischmann Prabhu (India) Pvt. Ltd.

315, Balgovindwadi, New Prabhadevi Road, Prabhadevi, Mumbai 400025

Tel : 91-22-66603901; Fax : +91-022-66603902; E-mail : [email protected]

FINAL DETAILED PROJECT REPORT

VOLUME I � MAIN REPORT

January 2011

Preparation of Detailed Project Report for Development of Preparation of Detailed Project Report for Development of Salumber Salumber �� Keer Ki Choki RoadKeer Ki Choki Road

Rajasthan State Road Development & Construction Corporation Limited, Jaipur


Detailed Project Report for Development of Salumber � Keer ki Choki Road

Draft Detailed Project Report � Vol I Table of Contents Page 1 of 3

Page No. 1.0 INTRODUCTION 1.1 Background : 1-2 1.2 Project Location : 1-2 1.3 Objectives of Consultancy Services : 1-5 1.4 Scope of this Study : 1-5 1.5 Structure of Feasibility Report : 1-5 1.6 Acknowledgements

: 1-6

2.0 PROJECT ROAD DESCRIPTION 2.1 Existing Characteristics of the Project Road : 2-2 2.1.1 Terrain : 2-4 2.1.2 Road Alignment 2-5 2.1.3 Land Use : 2-6 2.1.4 Right-Of -Way (ROW) : 2-7 2.1.5 Road Cross-Section & Pavement : 2-8 2.1.6 Drainage System : 2-8 2.1.7 Bridges Inventory : 2-8 2.1.8 Cross Drainage Structure : 2-8 2.1.9 Railway Crossings : 2-9 2.1.10 Junctions and Intersections : 2-9 2.1.11 Environmental Features : 2-11 2.1.12 Other Features : 2-11 2.2 Improvement Proposals : 2-12 2.2.1 Pavement : 2-15 2.2.2 Drainage : 2-18 2.2.3 Bridges & Structures : 2-19 2.2.3.1 Proposals & Widening, Rehabilitation & Repairs : 2-19 2.2.4 New Structures : 2-25 2.2.5 Intersections : 2-25 2.2.6 Wayside Amenities : 2-26 2.2.7 Toll Plazas : 2-26 2.2.8 Road Safety Features : 2-27 2.2.9 Landscaping and Arboriculture

: 2-27

3.0 TRAFFIC SURVEYS AND ANALYSIS 3.1 Introduction : 3-2 3.2 Project Corridor : 3-2 3.3 Objectives of the Study : 3-3 3.3.1 Surveys : 3-3 3.4 Classified Traffic Counts : 3-3 3.4.1 Objectives : 3-3 3.4.2 Approach and Methodology : 3-3 3.4.3 Selection of the traffic Survey locations : 3-4 3.4.4 Traffic Characteristics on Project Road : 3-5 3.4.5 Variation in Traffic : 3-6

TABLE OF CONTENTS

VOLUME I � MAIN REPORT



Page No. 3.4.6 Composition of Traffic : 3-11 3.4.7 Annual Average Daily Traffic (AADT) : 3-13 3.4.8 Passenger Car Units (PCU) : 3-14 3.5 Intersection Turning Movement Survey : 3-15 3.5.1 Objective : 3-15 3.5.2 Methodology : 3-15 3.5.3 Analysis of Turning Movement Study : 3-15 3.5.4 Turning Movement Survey Analysis : 3-15 3.5 Origin Destination Survey : 3-20

4.0 TRAFFIC FORECASTS 4.1 Background : 4-2 4.2 Theoretical Underpinnings : 4-2 4.3 Traffic Forecast : 4-3 4.3.1 Future Traffic Estimation : 4-3 4.4 Analysis for Level of service & Highways capacity Augmentation

: 4-7

5.0 COST ESTIMATES 5.1 General : 5-2 5.2 Approach and Methodology : 5-2 5.3 Estimation of Quantities : 5-2 5.3.1 Site Clearance : 5-3 5.3.2 Earth Works : 5-3 5.3.3 Pavement : 5-3 5.3.4 Bridges, Cross-Drainage Structures : 5-3 5.3.5 Drainage and Protective Works : 5-4 5.3.6 Road Junctions : 5-4 5.3.7 Road Appurtenances and Safety Works : 5-4 5.3.8 Toll Plazas : 5-4 5.3.9 Traffic Management and Maintenance During Construction : 5-4 5.3.10 Land Acquisition and Compensation for Structure : 5-5 5.3.11 Rehabilitation and Social Costs : 5-5 5.3.12 Relocation of Utilities : 5-5 5.4 Unit Rates : 5-5 5.4.1 Material Rates : 5-5 5.4.2 Material Lead Charges : 5-6 5.4.3 Machinery Hire Charges : 5-6 5.4.4 Labour Rates : 5-9 5.5 Total Project Cost

: 5-10

6.0 ECONOMIC AND FINANCIAL ANALYSIS 6.1 Economic Analysis : 6-2 6.1.1 Evaluation Framework : 6-2 6.1.2 Results of Economic Analysis : 6-3 6.2 Financial Analysis : 6-3 6.2.1 Introduction : 6-3 6.2.2 Approach To Financial Evaluation : 6-3 6.2.3 Cost of Project : 6-3 6.2.4 Toll Rates : 6-5 6.2.5 Traffic Details : 6-7 6.2.6 Tollable Net Traffic Volume : 6-7 6.2.7 Toll Revenue : 6-8 6.2.8 Expenses : 6-10



Page No. 6.2.9 Operation and Maintenance Cost : 6-16 6.2.10 Results and Analysis : 6-21

7.0 CONCLUSIONS AND RECOMMENDATIONS 7.1 Conclusions : 7-2


Final Detailed Project Report � Vol I Chapter 1 Page 1 - 1

CONTENTS

1.0 INTRODUCTION................................................................................................................ 2

1.1 Background ................................................................................................................. 2

1.2 Project Location.......................................................................................................... 2

1.3 Objectives of Consultancy Services........................................................................... 5

1.4 Scope of this Report.................................................................................................... 5

1.5 Structure of Detailed Project Report........................................................................ 5

1.6 Acknowledgements ..................................................................................................... 6

CHAPTER 1 � INTRODUCTION



1.0 INTRODUCTION

1.1 Background Government of Rajasthan has decided to develop selected state roads to IRC standards through Rajasthan State Road Development Co-operation. The RSRDC in turn has decided to take up detail engineering of the selected projects through consultants/ consultancy firms having vast experience in this field. The work generally includes survey, geotechnical investigation, traffic study including OD surveys if required, planning & design to develop existing road to lane width required as per standards.

The RSRDC is the employer and controlling agency for the consultancy services.

The standards of output required from the appointed consultants would be of international level both in terms of quality and adherence to the agreed time schedule.

The RSRDC has appointed M/s. Frischmann Prabhu (I) Pvt. Ltd. for providing the required consultancy services for preparation of Detailed Project Report (DPR) for Development of Salumber - Keer Ki Choki road, Udaipur District, in the State of Rajasthan on BOT / Annuity basis. The project road starts from Km 12 at Keer Ki Choki and ends at Km 79.800 at Salumber on SH � 53. The Contract Agreement for the assignment was signed on 10th May 2010 by M/s. Frischmann Prabhu (I) Pvt. Ltd. and commenced the services in a week�s time thereafter.

1.2 Project Location

The Salumber � Keer ki Choki section of SH - 53 is located in the district of Udaipur, which in turn is located in the State of Rajasthan. The State of Rajasthan is situated in the northwestern region of India, Rajasthan has the neighboring country of Pakistan as its northwestern boundary, Punjab and Haryana as its northeastern and northern frontiers, Madhya Pradesh and Uttar Pradesh manning its east and southeastern fronts and its southwestern borders being manned by Gujarat. Index Map as given in Figure 1.1 refers.

CHAPTER 1 � INTRODUCTION



Figure 1-1 - Key Map

The State of Rajasthan is situated in the North Western part of India and is surrounded by the states of Gujarat, Madhya Pradesh, Haryana and Punjab. Jaipur is the state capital and the state has an area of 3,42,239 sq. km with a population of 5.65crores. The population density per sq. km is 165.11. Rajasthan has a literacy rate of 60.40 %. Rajasthan is one of the driest regions in India. Except in the hills of the Aravali range, temperature in most other parts of the state reaches the 40°C mark during the summer.

Winters are mild Rajasthan with the temperatures ranging between 22°C and 8°C. The climate of Rajasthan is characterized by dry and hot winds. The rainfall, which is characteristically scanty, comes during the month of July and September. However rainfall is comparatively high in the hilly Aravali range. The southwest region of the state, being on the tropical region is considerably humid. There are in all 33 districts in Rajasthan. 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 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. The area of Udaipur district is 14621.05sq. kilometers According to 2001 census, the population of Udaipur was 2632000 with population density of 196 persons per sq. km. The climate of Udaipur varies greatly throughout the year. It is very hot in summer with temperature ranging between 28.2 - 38.3deg Celsius and very cold in winters with temperatures ranging between 11.6-28.3. The district, being a part of Rajasthan receives moderate to scanty rainfall during the monsoon, average rainfall for the year 2001 was 61 cm.



The district has 250 km of National Highways, 292 km of State Highways and 403 km of Major District Roads, 808 km of other district roads and 1736 km of village roads. Location of Udaipur District is shown in Figure 1-2 below.

Figure 1-2 - Location of Udaipur District The location of the project is shown in Figure 1-3 below.

Figure 1-3 - Index Plan

UDAIPUR

Start of Project - Keer ki Chowki

End of Project - Salumber



1.3 Objectives of Consultancy Services The main objective of the study is: (i) To establish the technical, environmental, social, economical, and financial

viability of the project, and (ii) Prepare detailed project reports (DPR) for rehabilitation and upgrading of the

existing road to the width required as per traffic needs and/or its strengthening wherever required.

The DPR shall incorporate aspects of value engineering, quality audit and safety audit requirement in its design and implementation program.

The Consultancy Services have been divided into three distinct stages as below: Stage 1 : Quality Assurance Plan (QAP) and Inception Report (IR). Stage 2 : Draft Detailed Project Report. Stage 3 : Final Detailed Project Report(DPR).

1.4 Scope of this Report

The scope of the DPR is to update the technical, economic and financial aspects of the improvement proposals Henceforth, the Detailed Designs and Drawings for various elements of the Project such as Road Alignment, Pavement, Bridges, Cross-Drainage Structures and Junctions have been presented. The cost estimates, the economic and financial viability for the improvement proposals vis-à-vis the investment and financial return through toll and other revenues has also been included. Methods of procurement and packaging are also included.

1.5 Structure of Detailed Project Report The Detailed Project Report is divided into separate volumes as follows: Volume I � Main Report. Volume II � Design Report. Volume III � Material Report. Volume IV A � Environmental Impact Assessment (EIA) and Environment

Management Plan (EMP). Volume IV B � Social Impact Assessment (SIA) and Resettlement Action Plan (RAP). Volume V � Technical Specifications Volume VI � Rate Analysis Volume VII � Cost Estimate Volume VIII - Bill of Quantities Volume IX � Drawings. Volume X � Civil Work Contract Agreement. Volume XI � Project Clearances



1.6 Acknowledgements

The Consultants would like to acknowledge the assistance rendered by the state government departments and agencies, such as, the Public Works Department, the Police Department, the Revenue Department, the statistical and meteorological divisions, and the Forest and Wildlife Conservation Department. These departments were particularly helpful in collection of primary and secondary data, and during activities of various surveys and investigations. In particular we owe sincere thanks to the following: a) Addl Chief Engineer, PWD Zone, Udaipur. b) Superintending Engineer, PWD, Circle Udaipur. c) Resident Engineer, RSRDC � Unit Udaipur d) Executive Engineer, PWD,Vallabhnagar e) Executive Engineer, PWD,Udaipur f) Executive Engineer, PWD, Salumber g) Traffic Police, Bhinder, Salumber. h) Tehsildar- Udaipur, Salumber, Vallabhnagar. The Consultants would also like to thank the Rajasthan State Road Development & Construction Corporation Limited, Jaipur, for providing them the opportunity to carry out the detailed project preparation and rendering all possible assistance during the services.



CONTENTS

2.0 PROJECT ROAD DESCRIPTION .................................................................................2

2.1 Existing Characteristics of the Project Road.........................................................2

2.1.1 Terrain ...........................................................................................................4

2.1.2 Road Alignment ............................................................................................5

2.1.3 Land Use........................................................................................................6

2.1.4 Right-Of-Way (ROW)...................................................................................7

2.1.5 Road Cross-Section & Pavement ..................................................................8

2.1.6 Drainage System............................................................................................8

2.1.7 Bridge Inventory............................................................................................8

2.1.8 Cross Drainage Structures .............................................................................8

2.1.9 Railway Crossings.........................................................................................9

2.1.10 Junctions and Intersections............................................................................9

2.1.11 Environmental Features...............................................................................11

2.1.12 Other Features .............................................................................................11

2.2 Improvement Proposals .........................................................................................12

2.2.1 Pavement .....................................................................................................15

2.2.2 Drainage ......................................................................................................18

2.2.3 Bridges & Structures ...................................................................................19

2.2.3.1Proposals for Widening, Rehabilitation & Repairs..........................19

2.2.5 New Structures ............................................................................................25

2.2.6 Intersections.................................................................................................25

2.2.7 Wayside Amenities......................................................................................26

2.2.8 Toll Plazas ...................................................................................................26

2.2.9 Road Safety Features...................................................................................27

2.2.10 Landscaping and Arboriculture ...................................................................27

CHAPTER 2 � PROJECT ROAD DESCRIPTION



2.0 PROJECT ROAD DESCRIPTION

The Project Corridor starts from Keer Ki Choki at Km 12 on SH - 53, which is at grade intersection with National Highway - 76. The road passes through the several villages viz. Hinta, Chargadhiya, Bhinder, Karnavali and ends at km 79.800 at the town of Salumber. The alignment is single lane carriageway with width ranging from 3 m to 5.5 m and soft shoulders on either side.

Figure 2-1 also shows the location plan of the project road.

Figure 2-1 Location Plan

2.1 Existing Characteristics of the Project Road The existing characteristics and features of the project road are described in the following sections.

CHAPTER 2 � PROJECT ROAD DESCRIPTION

Start of Project - Keer ki Chowki

End of Project - Salumber



2.1.1 Chainage Reference System Presently, Km stones can be found along the road side for entire project road. However, topographic survey carried out for the project road revealed that the these stones are not planted at appropriate locations in terms of the distance between consecutive stones. The following table describes the proposed chainage location vis-a-vis existing Km stone location.

Existing Km Stone Proposed Chainage

12.000 12+000 13.000 13+000 14.000 14+002 15.000 15+003 16.000 15+997 17.000 16+996 18.000 17+995 19.000 18+992 20.000 20+000 21.000 21+014 22.000 22+028 23.000 23+142 24.000 24+115 25.000 25+110 26.000 26+091 27.000 27+091 28.000 28+088 29.000 29+086 30.000 30+086 31.000 31+084 32.000 32+082 33.000 33+077 34.000 34+075 35.000 35+017 36.000 36+066 37.000 37+065 38.000 38+065 39.000 39+062 40.000 40+052 41.000 41+049 42.000 42+041 43.000 43+038 44.000 44+037 45.000 45+034 46.000 46+031 47.000 47+140 48.000 48+250 49.000 49+358



Existing Km Stone Proposed Chainage

50.000 50+347 51.000 51+339 52.000 52+329 53.000 53+325 54.000 54+324 55.000 55+317 56.000 56+297 57.000 57+298 58.000 58+344 59.000 59+237 60.000 60+282 61.000 61+272 62.000 62+265 63.000 63+261 64.000 64+259 65.000 65+290 66.000 66+250 67.000 67+245 68.000 68+242 69.000 69+239 70.000 70+237 71.000 71+230 72.000 72+227 73.000 73+224 74.000 74+215 75.000 75+211 76.000 76+209 77.000 77+207 78.000 78+204 79.000 79+191

2.1.1 Terrain

The terrain on this stretch of SH-53 is predominantly pain and rolling and at few locations the terrain can be classified as Hilly terrain. The existing horizontal and vertical curve needs to be improved.

Table 2-1 Details of Terrain

Length Section of the Road From To

Type of Terrain

Keer Ki Choki - Chargadhiya 12/000 26/000 Plain Chargadhiya 26/000 30/000 Rolling

Chargadhiya � Bambora 30/000 48/000 Rolling to Hilly Bambora � Gudel 48/000 55/000 Rolling Gudel - Salumber 55/000 79/800 Plain



2.1.2 Road Alignment The project road passes primarily through plain & rolling terrain except for the small ghat sections where the terrain can be classified as hilly. The alignment is single with single lane carriageway with width ranging from 3 m to 5.5 m and soft shoulders on either side. The road alignment from Keer Ki Choki to Salumber is combination of straight and curvilinear sections with very small radii at many locations. In the rolling and hilly stretches, the alignment follows a winding path and several sharp curves with limited sight distance are present. These curves will need to be redesigned to the extent possible and the overall visibility will need to improve. In the plain / rolling stretch the road is not having any major cutting and filling whereas in the ghat section some sections involve large cuts. The vertical grades are mild in plain terrain sections; however grades are steep in some sections of hilly areas. The existing road runs on an embankment of 0.3 to 1.0 m height in fill sections, while cut sections varies between 1m to 4m particularly in Hilly terrain.

Start of Project Road at junction of NH-76 (Keer Ki Choki)

At grade Railway crossing (Km 22/000)

Major Junctio n to Udaipur (Km 22/800)

Existing Road alignment



Major Bridge over River Gomati

(Kharaka) (Km 64/000) Road through village Chargadiya

(Km 25/000)

2.1.3 Land Use The road passes through the several villages viz. Hinta, Chargadhiya, Bhinder, Karnavali and ends at km 79.8 at the town of Salumber. The alignment passes through predominantly barren and agricultural areas interspersed with residential settlements, along with some public land use. Few brick kilns are located along the highway. Summary of the land use is given in Table 2-2 below:

Table 2-2 Summary of Land Use

Existing road Chainage (km) Sr.

No. From To Land use

1 12.000 14.300 Agricultural 2 14.300 14.700 Built-up 3 14.700 17.300 Agricultural 4 17.300 17.900 Built-up 5 17.900 19.000 Agricultural 6 19.000 19.300 Agricultural/Built - up 7 19.300 21.000 Agricultural 8 21.000 21.100 Agricultural/Built - up 9 21.100 22.100 Agricultural 10 22.100 22.300 Built - up 11 22.300 22.400 Agricultural/Built - up 12 22.400 23.700 Agricultural 13 23.700 24.000 Agricultural/Built - up 14 24.000 24.900 Agricultural 15 24.900 25.000 Agricultural/Built - up 16 25.000 25.400 Built-up 17 25.400 26.100 Agricultural 18 26.100 31.300 Barren 19 31.300 31.400 Built-up/Barren 20 31.400 32.000 Barren 21 32.000 32.000 Built-up/Barren 22 32.200 48.300 Barren



Existing road Chainage (km) Sr. No. From To

Land use

23 48.300 48.500 Built-up/Barren 24 48.500 54.300 Barren 25 54.300 54.400 Agricultural 26 54.400 55.200 Barren 27 55.200 55.800 Built-up 28 55.800 60.700 Barren 29 60.700 61.100 Built-up 30 61.100 64.100 Barren 31 64.100 65.100 Built-up 32 65.100 71.100 Barren 33 71.100 71.500 Agricultural 35 71.500 72.500 Built - up 36 72.500 72.800 Agricultural 37 72.800 77.100 Barren 38 77.100 77.400 Agricultural 39 77.400 79.800 Barren

The road passes through several villages, some of which have settlements in close proximity of the road. A list showing the villages along the project road is shown in Table 2-3.

Table 2-3 List of Villages

Sr. No. Chainage location Village Name

1 Km 14 Badgaon 2 Km 17.5 Hinta 3 Km 22.5 Bhinder 4 Km 25 Chargadiya 5 Km 29.5 Kondai 6 Km 48 Bambora 7 Km 50 Philla 8 Km 55 Gudel 9 Km 61 Gingala 10 Km 62.5 Lodha 11 Km 66.5 Kadyani 12 Km 70 Karnavali

2.1.4 Right-Of-Way (ROW)

The project road from Salumber to Keer Ki Chowki is classified as a famine road which was constructed under the schemes namely Pradhan Mantri Gram Sadak Yojana (PMGSY) and National Rural Employment Guaranty Act (NREGA) and hence no proper data regarding the ROW is available. However, it is revelaed from concerned PWD offices that generally 15m ROW is available all along the road. Accordingly, the proposed ROW provided is 12.0 m in Built up area and 15.0 m in Rural area. Thus, the need of acquisition of land along the road has been eliminated.



2.1.5 Road Cross-Section & Pavement The alignment is single with single lane carriageway with width ranging from 3 m to 5.5 m and soft shoulders on either side. The existing pavement over the entire stretch is bituminous surface of varying width of 3 to 5.5 m. However there is C. C. Pavement present in short stretches of urban areas. The pavement surface condition ranges from good to fair except at a few locations, with some defects like bleeding and cracking. Also at a few locations some degree of rutting and cracking was observed. Overall riding quality throughout the stretch can be classified as good to fair. The existing road runs on an embankment of 0.3 to 1.0 m height in fill sections, while cut sections varies between 1m to 4m particularly in Hilly terrain. Details of Road Inventory and Pavement Condition Surveys carried out at the commencement of the services are included in Volume II - Design Report.

2.1.6 Drainage System

The drainage of the project corridor needs to be improved. The existing shoulder slope does not facilitate proper drainage and water stagnation on the shoulders is a common feature. Longitudinal side drains are virtually non-existent. In the built up areas the abutting developments discharge the wastewater on to the road shoulders and thus, intercepting drains are required.

2.1.7 Bridge Inventory

There is one major bridge and 2 minor bridges along the project road stretch. Some of these existing bridges may need widening to accommodate the new widened carriageway. Widening will be carried out as per standard practice for widening of such bridges under the IRC guidelines. Some of these bridges may also require minor to major repairing and rehabilitation or reconstruction. The details of major and minor bridges available at present are listed in the table below:

Sr. No.

Existing Chainage

(km)

Proposed Chainage

(km)

Name of Crossing

Type of Superstructure

No. of Spans x

Span

Road Width

Clear Length

Major Bridges (Length > 60 m)

1 61+727 61+415 Kharaka Bridge (River Gomati)

RCC I-Girders and deck slab

7 X 17.54

7.50 m.

122.8

Minor Bridges (Length < 60 m) 1 13+475 13+491 Local Nallah RCC Solid Slab 11 X 1.7 5.5 27 2 71+325 71+038 Local Nallah RCC Solid Slab 5 X 5.5 7.5 27.5

2.1.8 Cross Drainage Structures

There are 132 culverts along the project road. Three types of culverts viz. pipe, box and RCC slab type are used. In order to assess the present condition of these culverts and to make suitable recommendations for their up gradation and rehabilitation, the Inventory and



Condition survey of these structures have been carried out and details are included in Volume II - Design Report.

2.1.9 Railway Crossings

There is one Rail Crossing along the project corridor at Km 22/000. It was learnt that frequency of traffic at this location is very less i.e. only 2 services per day. Thus, over bridge is not envisaged at this location and at grade crossing is recommended.

2.1.10 Junctions and Intersections

There are total 92 Nos. of intersections, out of which 4 are major intersections and 88 are minor intersections which have been observed along the Project road and same are tabulated below. Most of the roads are constructed under schemes namely Pradhan Mantri Gram Sadak Yojana (PMGSY) and National Rural Employment Guaranty Act (NREGA). Thus, adequate connectivity to surrounding habitations from the project road is found.

Sr. No.

Proposed Chainage

Side

1 12.000 Major Junction � NH-76 2 12.749 RHS 3 15.020 LHS 4 18.000 RHS 5 18.140 RHS 6 18.363 RHS 7 18.493 RHS 8 19.230 RHS 9 20.416 Cross 10 20.959 LHS 11 21.312 Cross 12 21.806 LHS 13 22.300 Major Junction connecting Bhinder 14 23.000 Major Junction leads to Udaipur 15 24.565 RHS 16 26.033 RHS 17 26.423 RHS 18 28.115 RHS 19 29.325 LHS 20 29.577 LHS 21 29.986 RHS 22 30.590 LHS 23 31.080 LHS 24 32.100 LHS 25 32.416 LHS 26 32.484 RHS 27 33.738 RHS 28 34.282 LHS 29 35.041 Cross 30 36.436 LHS



Sr. No.

Proposed Chainage

Side

31 37.336 RHS 32 37.822 Cross 33 38.414 LHS 34 38.558 LHS 35 39.960 LHS 36 40.451 RHS 37 42.200 LHS 38 44.258 LHS 39 45.122 LHS 40 45.619 LHS 41 45.683 LHS 42 46.462 RHS 43 46.530 RHS 44 47.118 RHS 45 47.285 LHS 46 47.650 Major Junction � Bhambora 47 48.000 RHS 48 48.094 LHS 49 48.138 LHS 50 48.453 Cross 51 48.632 RHS 52 48.650 RHS 53 49.600 LHS 54 51.681 RHS 55 52.035 RHS 56 52.583 RHS 57 52.677 RHS 58 53.600 Cross 59 54.795 RHS 60 55.250 Cross 61 55.950 RHS 62 56.426 RHS 63 58.232 RHS 64 60.062 LHS 65 61.200 RHS 66 61.573 RHS 67 62.833 LHS 68 63.772 RHS 69 64.072 LHS 70 64.382 RHS 71 64.782 RHS 72 65.885 LHS 73 67.055 LHS 74 67.522 LHS 75 68.964 LHS 76 69.731 LHS



Sr. No.

Proposed Chainage

Side

77 70.014 Cross 78 71.038 RHS 79 71.810 LHS 80 72.204 RHS 81 72.871 LHS 82 73.210 LHS 83 73.435 RHS 84 74.950 Cross 85 75.425 RHS 86 75.842 LHS 87 76.103 LHS 88 76.495 RHS 89 77.800 RHS 90 77.893 LHS 91 78.762 RHS 92 79.783 LHS

2.1.11 Environmental Features

Some of the existing trees have to be cut due to widening. However, additional trees can be planted along the ROW. There are no water bodies along the alignment. Also, environmentally sensitive areas such as forest, sanctuary, etc are not noticed along the road. The existing structures abutting road in the villages will be affected due to widening. The resettlement of Project affected people and properties will be required along with the acquisition of land.

2.1.12 Other Features

Road Signs, Markings and other Safety Features

Road signs are limited to warning signs preceding sharp curves. Other signage�s are practically absent and grossly inadequate, especially at intersections, which make acute angles with the project road. Destination/ Direction Signs are mostly available throughout the project road; however these are not as per relevant IRC/IS codes. At some locations the markings have weathered due to ageing. Road edge markings are absent at most of the locations in this stretch. It is observed that the stretches that have recently been treated with surface treatment have proper pavement markings. Safety provisions in the form of crash barriers or guardrails are not provided along sharp curves as well as high embankment areas. Sight distance is also inadequate at approaches of some of the bridges. The road is accident prone in stretches passing through ghat sections, where sight distances are inadequate.



Wayside Amenities

The public facilities like School, Temple, dispensary, primary health centre, and telephone exchange, Police Station etc. are noticed at few locations in different village along the road side. Street Lighting and Traffic Signals

Street Lighting is not observed at any location along the route even in village areas. Traffic Signals are also absent at any of the junctions along the route. Utilities Electrical lines (Rajasthan State Electricity Board - L.T. and H.T.) are existing along the project road, which will need shifting along Right of Way. Trees are observed at few sections. High Tension Line is crossing at Km 20/000. This will be checked for availability of vertical clearance. Toll Plaza

There is one existing toll collection post at Km 64 near Major bridge namely Kharaka Bridge over river Gomati, which is being operated by Public Works Department.

2.2 Improvement Proposals The existing project road conditions are presented in separate section. This section describes the improvement proposals for different aspects of the project. It was necessary to first define a possible set of improvement options, which could be applied to the present road conditions. The objective of this work is to rehabilitate and upgrade the Salumber � Keer ki Choki section of Sh-53 in three stages. Stage I:

Land acquisition Two lane carriageway 7.00m with 1.5 m Hard shoulder. Toll plaza � 2 Nos. Reconstruction/Strengthening of existing road. Widening/rehabilitation/reconstruction of structure.

Stage II

Construction of Chargadhiya Bypass (2.0 km Length) Strengthening of Entire Project Road

Stage III Renewal coat of Bituminous Concrete of 40 mm for entire project road.



Based on the preliminary investigations, designs for various elements have been prepared and are presented in this report.

2.2.1 Widening Philosophy

The factors considered in finalizing the widening schemes are:

Proposed lane requirements Available ROW Abutting land use Restrictions on widening due to developments Geometric improvements necessary as per IRC Standards. Continuous stretches for ease of construction Environmental aspects Major Utilities abutting the road

The widening scheme has thus been prepared after due consideration of all the above factors, detailed site reconnaissance and discussions with local PWD officials. Typical cross sections for proposed roadway are presented in drawing volume.

2.2.2 Improvement of Geometry In order to upgrade the road to the geometric requirements commensurate with the design speed, improvement has been proposed for the Project Road. The alignment passes through several villages and habitation areas of which some have built-up sections. The improvement works, inter-alias, consist of widening and strengthening the existing single lane carriageway to 2 lane carriageway of 7.0 m with hard shoulder of 1.5 m on either side, construction of new 2-lane carriageway at bypasses and improvement to the geometry. The geometric configuration of the improved highway in general is as under: Typical cross-sections for different areas and conditions have been developed and these are presented in Volume IX, Drawings of the report. In order to utilize the existing carriageway to the maximum extent, the proposed center line has been aligned within the existing carriageway (with necessary correction to geometry). Properly designed horizontal curves have been provided commensurate with design speed. All super-elevated curves have been provided with designed transition lengths. The existing geometry (both horizontal and vertical) is found to be inadequate. The alignments of the curves in these locations have been suitably corrected as per IRC standards. At the location of structures and back-to-back occurrence of summit and valley curves, correction of vertical profile is also carried out keeping in view the available and adequate sight distances.

2.2.3 Proposed Typical Cross section In order to utilize the existing carriageway to the maximum extent, the proposed center line is aligned with the center line with existing carriageway (with necessary correction to geometry).



In Urban sections, concentric widening is proposed to have equal effect to abutting properties on the either side of existing road.

Typical cross-sections for different sections and conditions have been developed and these are presented in Volume IX, Drawings of the report. The detailed statement of section wise improvement is tabulated below: Design Chainage From To

Length C/S Type

Section Village Remarks

12.000 14.300 2.300 II Rural 14.300 14.700 0.400 III Builtup Badgaon 14.700 17.300 2.600 II Rural 17.300 17.700 0.400 III Builtup Hinta 17.700 17.900 0.200 VI Builtup Reconstruction 17.900 19.100 1.200 V Rural Reconstruction 19.100 19.200 0.100 III Builtup 19.200 19.300 0.100 V Builtup Realignment 19.300 21.100 1.800 II Rural 21.100 22.100 1.000 V Rural Reconstruction 22.100 22.300 0.200 VI Builtup Bhinder Reconstruction 22.300 23.000 0.700 V Rural Reconstruction 23.000 23.700 0.700 II Rural 23.700 24.000 0.300 III Builtup 24.000 24.800 0.800 II Rural 24.800 25.000 0.200 V Rural Reconstruction 25.000 25.300 0.300 VI Builtup Chargadhiya Reconstruction 25.300 25.500 0.200 III Builtup Chargadhiya 25.500 25.900 0.400 II Rural 25.900 26.000 0.100 I Rural Realignment 26.000 29.440 3.440 II Rural 29.440 29.560 0.120 I Rural Realignment 29.560 29.900 0.340 II Rural 29.900 32.700 2.800 II Rural 32.700 39.200 6.500 II Rural 39.200 39.300 0.100 I Rural Realignment 39.300 41.850 2.550 II Rural 41.850 41.950 0.100 I Rural Realignment 41.950 42.100 0.150 II Rural 42.100 42.500 0.400 V Rural Reconstruction 42.500 47.050 4.550 II Rural 47.050 47.150 0.100 I Rural Realignment 47.150 47.400 0.250 II Rural 47.400 47.700 0.300 III Builtup Bambora 47.700 48.600 0.900 II Rural 48.600 48.700 0.100 III Builtup 48.700 49.100 0.400 II Rural 49.100 49.650 0.550 III Builtup Philla 49.650 51.800 2.150 II Rural



Design Chainage From To

Length C/S Type

Section Village Remarks

51.800 52.000 0.200 III Builtup 52.000 53.850 1.850 II Rural 53.850 54.350 0.500 III Builtup Gudel 54.350 58.650 4.300 II Rural 58.650 58.870 0.220 I Rural Realignment 58.870 60.400 1.530 II Rural 60.400 60.700 0.300 III Builtup Gingala 60.700 64.500 3.800 II Rural 64.500 64.700 0.200 II Rural 64.700 66.100 1.400 II Rural 66.100 67.900 1.800 V Rural Reconstruction 67.900 68.800 0.900 VI Builtup Kadyani Reconstruction 68.800 69.700 0.900 V Rural Reconstruction 69.700 71.400 1.700 II Rural 71.400 72.100 0.700 IV Builtup CC Road 72.100 73.900 1.800 II Rural 73.900 74.050 0.150 I Rural Realignment 74.050 79.800 5.750 II Rural

2.2.4 Bypass

The project road alignment passes through a number of villages. At few of the locations, dense settlement is found abutting the existing road. The widening of the road in these sections will involve razing of existing houses and commercial establishments. The cost of resettlement and rehabilitation in these sections will be very high, as well. In addition, movement of local traffic is also very high at these sections. It will hinder the through traffic and the speed will be compromised. Also, these sections are full of utilities along the road, viz. electrical lines, telephone lines, OFC lines, etc. The shifting of utilities will incur heavy expenditure. In view of above, the possibility of having bypasses to such sections were studies along with Resident Engineer and accordingly, bypass has been proposed for Chargadhiya village of 2.1 km length.

2.2.1 Pavement

The pavement improvement proposal falls into three different stages as below:

Stage 1 includes Widening/Strengthening/Reconstruction of existing road and new construction of pavement for realigned section.

Stage 2 includes construction of new bypass and strengthening of existing road.

Stage 3 includes renewal coat of bituminous concrete with 40 mm for entire project

road.



Stage 1

Widening/ Reconstruction of Existing Carriageway

The pavement design for new carriageway of proposed bypass alignment & widening for the road is based on a 10 year design period. The carriageway pavement is designed as per revised IRC: 37-2001 "Guidelines for Design of Flexible Pavements, (Second Revision)". Traffic surveys are conducted at various locations of different sections of the project corridor. During soil and material survey, sources of borrow earth area were identified from where soil samples were collected and test results are now received. Design CBR value is taken as 7% & 10%. The design of pavement was carried out as per pavement thickness design chart of revised IRC: 37:2001 published by Indian Roads Congress (IRC).

The summary of the new pavement composition for the project road (as well as design inputs) is presented in the following table.

Table 2-4 Design Inputs

Section Design

Life (yrs)

Design Traffic in

MSA

Lane Distribution

Factor

Directional Distribution

Factor

CBR %

km 12+000 to km 23+000 10 13 0.75 1 7 km 23+000 to km 48+000 10 10 0.75 1 10 km 48+000 to km 79+800 10 17 0.75 1 10

Table 2-5 Pavement Compositions for Widening portion & New Construction

Pavement Crust Composition Section

BC DBM WMM GSB km 12+000 to km 23+000 40 70 250 230 km 23+000 to km 48+000 40 50 250 200 km 48+000 to km 79+800 40 70 250 200

Reconstruction of Main carriageway

Table 2-6 Design Inputs

Section

From To Design

Life (yrs)

Design Traffic in MSA

Lane Distribution

Factor

Directional Distribution

Factor

CBR (%)

km 17.7 km 19.1 10 13 0.75 1 7 km 21.1 km 23.0 10 13 0.75 1 7 Km 24.8 km 25.3 10 10 0.75 1 10 km 42.1 km 42.5 10 10 0.75 1 10 km 66.1 km 69.8 10 17 0.75 1 10



Table 2-7 Pavement Compositions for Reconstructed Section

Overlay over Existing Pavement

The overlay design is made as per IRC: 81 - 1997 "Guidelines for strengthening of flexible road pavements using Benkelman Beam Deflection Technique (First Revision)�. The Benkelman Beam Deflection test was carried out as per guide lines provided vide IRC 81: 1997. From the Benkelman beam deflection test results, the characteristic deflection for entire section is worked out. By considering characteristic deflection and design MSA, the required overlay in terms of Bituminous macadam is worked out using IRC: 81-1997 for entire section. The design overlay is converted in equivalent thickness of Bituminous Concrete and Dense Bituminous Macadam using appropriate equivalency factors as suggested vide para 7.4 of IRC : 81 -1997. Further, the thickness of bituminous macadam is adjusted with design thickness adopted for new carriageway in the same section.

Table 2-8 Recommended Overlay Thicknesses

Homogeneous

Section Equivalent

Overlay From To

Mean Deflection

Stdev Adopted Deflection

Design MSA

BM Overlay

BC DBM 12.000 29.000 1.242 0.242 1.726 13 150 40 65 29.000 37.000 0.906 0.150 1.206 10 45 40 37.000 47.000 0.819 0.226 1.272 10 60 40 47.000 63.000 0.982 0.170 1.321 17 100 40 50 63.000 79.800 1.195 0.147 1.490 17 135 40 55

Stage 2

New pavement construction on Bypass section

The pavement design for new pavement on bypass section is based on 15 years design period. The carriageway pavement is designed as per revised IRC: 37-2001.�Guidelines for Design of Flexible Pavements, (Second Revision)�. The overlay design is made as per IRC: 81 - 1997 �Guidelines for strengthening of flexible road pavements using Benkelman Beam Deflection Technique (First Revision)�.

Section Composition (mm) From To BC DBM WMM GSB km 17.7 km 19.1 40 70 250 230 km 21.1 km 23.0 40 70 250 230 Km 24.8 km 25.3 40 50 250 200 km 42.1 km 42.5 40 50 250 200 km 66.1 km 69.8 40 70 250 200



The summary of the pavement composition on bypass section are given below:

Table 2- Pavement Compositions - New Pavement

Pavement Crust Composition Section CBR %

Design MSA BC DBM WMM GSB

Chargadhiya Bypass (2.00 km) 7 10 40 60 250 230

Table 2- Recommended Overlay Thicknesses

Section Overlay From To BC DBM

12.000 29.000 40 50 29.000 47.000 40 47.000 79.800 40 50

Stage 3

Renewal coat of Bituminous Concrete of 40 mm for the entire project length is considered.

2.2.2 Drainage The proposal of the drainage system has been developed with multiple outfall points with the aim of optimizing the drain size, drain length and thereby achieve overall economy. For ease of construction the variation of drain sections will be kept to the minimum. In general the proposed drains will follow the natural ground slope and routed along the periphery of the existing right of way. Due to undulating ground profile and lack of adequate number of drainage outlet points at few places it is difficult to suggest drains to cater to storm run-off to drainage outlets only as this would involve considerable cutting and filling along the entire drain alignment. To overcome this difficulty it is suggested to discharge the surface run-off to the adjacent low-lying agricultural fields, ponds, ditches and borrow pits. Location of Culverts The economic design of drains involves proper discharge of the drain water to the nearest culvert locations. Location of the culverts therefore plays an important role while designing the slope and size of the roadside drains. Toe drains In general toe drains follow the existing ground profile and discharge in the nearest cross drain. Utmost care has been taken to design the slope and size of the roadside drains with respect to the design discharge, existing ground slope, availability of the waterway in the near vicinity and economics.



Drains in Cut Sections Presently alignment encounters cut sections at ghat areas. To cater for the surface discharge, lined drains are proposed along the road towards hillside. The size of these drains has been decided based on the design discharge of the surface area. These drains will carry water to the nearest cross drainage structure. Depending on the soil investigation at these locations, catch water drains may be provided to cater to the runoff from the hillsides. Built up Drains At present there are virtually no Built up Drains at locations where the road passes over built-up areas. These Drains will collect water from the road surface and shoulders and discharge into to the nearest culverts. Cross-section of such drains are based on the height of embankment, rainfall intensity and quantity of water that is likely to collect from adjoining areas entering the drain The detailed statement of Built up drains is presented below:

Design Chainage From To

Length Location

14.400 14.800 0.40 Badgaon 17.400 18.000 0.60 Hinta 19.100 19.400 0.30 22.200 22.400 0.20 Bhinder 23.800 25.700 1.90 Chargadhiya 45.700 46.600 0.90 Hilly Section 47.600 47.900 0.30 Bambora 48.800 49.000 0.20 49.300 49.900 0.60 Philla 54.100 54.600 0.50 Gudel 60.800 61.100 0.30 Loudha 64.900 65.100 0.20 Kadyani 68.200 69.200 1.00 Karavali 77.600 79.400 1.80 Hilly Section

2.2.3 Bridges & Structures 2.2.3.1 Proposals for Widening, Rehabilitation & Repairs

General Recommendations

Based on the condition survey of the bridge and CD Structures, recommendations for the (existing) structures include widening, rehabilitation/repair, new construction for existing bridges & other CD structures. For Bridges and Structures the main recommendations can be categorized as stated below: 1. Widening of Bridges (wherever possible) for 2-lane carriageway with over all

width equal to 10.0m.



2. Repair and Rehabilitation of existing bridges and structures. 3. Widening of CD Structures to 2-lane.

The detailed statement of structure improvement is given below:

Sr. No.

Existing Chainage

Proposed Chainage

Type of Structure

No. of Spans

Span (m)

Height (m)

C/way (m)

Proposal

1 12+308 12+309 Box Culvert 1 1.3 1.5 6.5 Reconstruction 2 12+720 12+720 Slab Culvert 1 1.30 2.50 6.3 Reconstruction 3 13+017 13+017 Slab Culvert 1 1.30 2.40 6.3 Reconstruction

4 13+491 13+491 Minor Bridge

11 1.7 18.7 5.5 Widening with level increment

5 15+271 15+274 Slab Culvert 2 1.10 4.20 6.3 Reconstruction 6 15+468 15+471 Pipe Culvert 1 0.6 7.5 Widening 7 16+594 16+591 Slab Culvert 1 1.40 8.72 6.3 Reconstruction 8 16+966 16+963 Slab Culvert 1 1.30 2.40 6.5 Reconstruction 9 17+769 17+765 Pipe Culvert 2 0.6 6.58 Widening 10 18+167 18+162 Slab Culvert 1 1.30 2.50 7.5 Reconstruction 11 19+538 19+530 Slab Culvert 2 2.30 2.50 7.3 Reconstruction 12 Slab Culvert 2 2.50 2.50 7.3 Reconstruction 13 21+499 21+513 Slab Culvert 1 1.30 2.50 7.3 Reconstruction 14 23+089 23+205 Slab Culvert 1 1.40 5.50 7.3 Reconstruction 15 24+369 24+484 Pipe Culvert 1 0.6 7.5 Widening 16 25+381 25+491 Slab Culvert 2 1.30 2.50 7.5 Reconstruction 17 26+686 26+777 Slab Culvert 3 1.30 2.50 7.5 Reconstruction 18 27+821 27+912 Slab Culvert 1 1.80 2.50 7.5 Reconstruction 19 28+299 28+387 Slab Culvert 2 2.00 2.50 7.5 Reconstruction 20 28+437 28+524 Slab Culvert 2 1.30 3.20 7.5 Reconstruction 21 29+706 29+792 Pipe Culvert 4 1 7.5 Reconstruction 22 30+314 30+400 Box Culvert 1 1 1.3 10 Reconstruction 23 31+311 31+395 Pipe Culvert 1 1 7.5 Reconstruction 24 32+199 32+281 Slab Culvert 2 2.60 2.50 7.5 Reconstruction 25 32+441 32+523 Pipe Culvert 1 1 7.5 Widening 26 32+742 32+823 Slab Culvert 2 2.00 2.50 7.5 Reconstruction 27 32+811 32+892 Slab Culvert 1 4.50 2.50 7.5 Reconstruction 28 33+242 33+319 Pipe Culvert 1 1 7.5 Widening 29 33+542 33+619 Pipe Culvert 1 1 7.5 Widening 30 33+914 33+992 Pipe Culvert 1 0.6 7.5 Widening 31 34+362 34+437 Pipe Culvert 1 1 7.5 Reconstruction 32 34+855 34+929 Pipe Culvert 1 0.6 7.5 Widening 33 35+502 35+518 Pipe Culvert 1 0.6 7.5 Widening 34 35+685 35+702 Box Culvert 1 1.2 2.0 7.5 Reconstruction 35 35+882 35+899 Pipe Culvert 1 1 7.5 Widening 36 36+090 36+156 Pipe Culvert 1 1 7.5 Widening 37 Pipe Culvert 1 1 7.5 Widening 38 36+633 36+699 Pipe Culvert 1 0.6 7.5 Widening 39 37+120 37+185 Pipe Culvert 1 0.3 7.5 Reconstruction 40 37+365 37+430 Pipe Culvert 1 0.6 7.5 Widening 41 37+724 37+789 Pipe Culvert 1 0.6 7.5 Widening



Sr. No.

Existing Chainage

Proposed Chainage

Type of Structure

No. of Spans

Span (m)

Height (m)

C/way (m)

Proposal

42 37+960 38+025 Pipe Culvert 1 0.6 7.5 Widening 43 38+617 38+682 Pipe Culvert 1 0.45 7.5 Reconstruction 44 39+148 39+209 Pipe Culvert 1 0.45 7.5 Reconstruction 45 39+320 39+381 Pipe Culvert 1 0.45 7.5 Reconstruction 46 39+693 39+755 Pipe Culvert 1 0.3 7.5 Reconstruction 47 Pipe Culvert 3 0.6 7.5 Widening 48 39+754 39+816 Pipe Culvert 2 1 7.5 Widening 49 40+016 40+068 Pipe Culvert 1 0.4 7.5 Reconstruction 50 40+406 40+458 Pipe Culvert 1 0.6 7.5 Widening 51 40+579 40+631 Pipe Culvert 1 0.6 7.5 Widening 52 42+506 42+547 Pipe Culvert 1 0.6 10 Widening 53 42+815 42+856 Slab Culvert 2 4.00 2.50 7.5 Widening 54 43+567 43+605 Slab Culvert 2 5.20 2.50 7.5 Widening 55 43+791 43+829 Slab Culvert 1 3.20 2.50 7.5 Widening 56 44+119 44+156 Pipe Culvert 1 1 7.5 Widening 57 44+517 44+554 Slab Culvert 1 8.50 2.50 8.0 Widening 58 45+922 45+956 Slab Culvert 2 3.50 2.50 7.5 Reconstruction 59 Pipe Culvert 1 1 7.5 Reconstruction 60 46+290 46+320 Slab Culvert 1 3.10 2.50 7.5 Reconstruction 61 46+512 46+543 Pipe Culvert 1 0.6 7.5 Widening 62 46+750 46+780 Slab Culvert 1 2.30 2.50 7.5 Widening 63 46+918 46+948 Pipe Culvert 1 0.6 7.5 Widening 64 48+190 48+440 Box Culvert 1 1.2 2.5 9.3 Widening 65 48+485 48+735 Pipe Culvert 2 0.6 7.5 Widening 66 48+801 49+052 Slab Culvert 1 12.70 2.50 7.5 Widening 67 50+059 50+407 Slab Culvert 1 1.60 2.50 7.5 Widening 68 50+206 50+553 Slab Culvert 1 1.90 2.50 7.5 Widening 69 51+066 51+404 Slab Culvert 1 1.30 2.50 7.5 Widening 70 51+254 51+592 Slab Culvert 1 1.20 2.50 7.5 Widening 71 51+964 52+302 Slab Culvert 1 1.20 2.50 7.5 Widening 72 52+282 52+611 Pipe Culvert 1 0.55 6.5 Widening 73 52+679 53+008 Slab Culvert 1 7.70 2.50 7.5 Widening 74 52+779 53+108 Box Culvert 1 0.3 0.3 6.5 Widening 75 53+534 53+859 Slab Culvert 1 1.30 2.50 7.5 Widening 76 54+019 54+343 Slab Culvert 1 1.40 3.00 7.5 Widening 77 54+237 54+560 Box Culvert 1 0.3 0.5 10 Widening 78 54+401 54+725 Box Culvert 1 0.3 0.5 7.5 Widening 79 54+617 54+941 Slab Culvert 1 2.50 2.50 7.5 Widening 80 54+798 55+122 Slab Culvert 1 2.60 2.50 7.5 Widening 81 54+936 55+260 Slab Culvert 1 1.40 1.90 7.5 Widening 82 - Pipe Culvert 1 0.6 7.5 Widening 83 56+433 56+730 Slab Culvert 1 2.25 2.50 7.5 Widening 84 - Slab Culvert 1 3.50 2.50 7.5 Widening 85 - Slab Culvert 1 2.30 2.50 7.5 Widening 86 57+047 57+345 Pipe Culvert 1 0.6 7.5 Widening 87 57+224 57+523 Slab Culvert 1 2.00 2.50 7.5 Widening



Sr. No.

Existing Chainage

Proposed Chainage

Type of Structure

No. of Spans

Span (m)

Height (m)

C/way (m)

Proposal

88 Pipe Culvert 1 1 7.5 Widening 89 Pipe Culvert 1 0.6 7.5 Widening 90 58+326 58+670 Pipe Culvert 1 0.6 9.7 Widening 91 58+408 58+752 Pipe Culvert 1 0.6 9.7 Widening 92 59+370 59+607 Slab Culvert 1 8.20 2.50 7.5 Widening 93 60+157 60+439 Slab Culvert 1 2.50 1.50 7.5 Widening

94 61+143 61+415 Major Bridge

7 Avg.

Span = 17.54

6.7 Above

7.5 Retained as it is with necessary

repair work 95 61+937 62+209 Box Culvert 1 1.9 1.9 7.3 Widening 96 62+177 62+441 Slab Culvert 1 1.30 2.50 7.4 Widening 97 62+435 62+700 Slab Culvert 1 8.30 2.50 7.35 Widening 98 62+936 63+201 Slab Culvert 1 5.50 2.50 7.2 Widening 99 63+576 63+836 Pipe Culvert 1 0.6 7.2 Widening

100 64+751 65+007 Slab Culvert 1 2.50 2.50 7.3 Widening 101 64+939 65+195 Slab Culvert 1 2.50 2.50 7.3 Widening 102 65+372 65+662 Slab Culvert 1 1.90 2.50 7.3 Widening 103 66+050 66+300 Box Culvert 1 0.3 0.6 7.3 Widening 104 66+170 66+420 Slab Culvert 4 3.10 2.50 7.3 Widening 105 66+488 66+738 Pipe Culvert 1 0.6 7.2 Widening 106 66+764 67+014 Pipe Culvert 1 0.6 8.4 Widening 107 67+309 67+555 Slab Culvert 1 3.20 3.20 7.2 Widening 108 67+663 67+909 Slab Culvert 1 1.80 2.50 7.5 Widening 109 68+349 68+591 Slab Culvert 1 1.80 2.50 7.5 Widening 110 68+817 69+059 Slab Culvert 2 3.75 2.50 7.3 Widening 111 69+552 69+791 Slab Culvert 1 2.00 2.50 7.4 Widening 112 70+037 70+274 Slab Culvert 1 2.50 2.50 7.5 Widening 113 70+625 70+862 Slab Culvert 1 2.00 2.50 7.5 Widening

114

Minor Bridge

5 5.5 27.5 7.5 Widening with level increment

115 71+075 71+305 Slab Culvert 1 1.90 2.50 7.3 Widening 116 71+222 71+453 Slab Culvert 1 2.20 2.50 7.3 Widening 117 72+576 72+803 Slab Culvert 1 2.00 2.50 7.3 Widening 118 72+727 72+954 Slab Culvert 1 1.80 2.50 7.4 Widening 119 74+091 74+307 Slab Culvert 2 4.50 2.50 7.4 Widening 120 74+686 74+902 Slab Culvert 1 1.80 2.50 7.3 Widening 121 75+217 75+428 Box Culvert 1 0.6 0.6 8 Widening 122 75+332 75+543 Pipe Culvert 1 1 10 Widening 123 76+119 76+328 Slab Culvert 3 2.50 2.50 7.2 Widening 124 76+274 76+483 Slab Culvert 1 2.60 2.50 7.3 Widening 125 76+505 76+713 Slab Culvert 2 2.50 2.50 7.2 Widening 126 76+851 77+060 Slab Culvert 1 2.40 2.50 7.4 Widening 127 77+066 77+273 Slab Culvert 1 1.60 2.50 7.5 Widening 128 77+239 77+446 Slab Culvert 1 2.30 2.50 7.3 Widening 129 77+470 77+677 Slab Culvert 1 1.20 2.50 7.4 Widening 130 78+329 78+533 Pipe Culvert 1 0.3 7.6 Widening



Sr. No.

Existing Chainage

Proposed Chainage

Type of Structure

No. of Spans

Span (m)

Height (m)

C/way (m)

Proposal

131 78+504 78+708 Pipe Culvert 1 0.6 7.3 Widening 132 78+587 78+791 Pipe Culvert 1 0.6 7.7 Widening 133 78+820 79+024 Pipe Culvert 2 0.6 7.6 Widening 134 79+061 79+252 Pipe Culvert 2 0.6 7.4 Widening 135 79+348 79+539 Pipe Culvert 1 0.6 7.7 Widening

Rehabilitation and Upgradation Proposals for Existing Bridges and Structures

A) Major Bridges

There is 1 Major Bridge on this section of the project road. The proposed rehabilitation and Up gradation proposal for these bridges are described below.

1. Kharka Bridge at Ch. 61+ 415 (Length = 122.8m)

This bridge spans Kharka River. The carriageway width of this bridge is 7.50m. This bridge is proposed to be retained as it is. The structure is found to be in good condition and the waterway is found to be adequate. However, during the condition survey, it was observed that the bottom part of the bridge substructure is scoured to the depth of 1.5m. It is proposed to provide bedding at the bottom part of the bridge substructure Also it is proposed to provide end toe wall in upstream side of the bridge and water key in downstream side of the bridge to support the foundation of the structure.

B) Minor Bridges

There are 2 Minor Bridges across water courses on this project road. The proposed rehabilitation and Up gradation proposal for these bridges are described below.

1. Bridge at Ch 13+491(Length = 27 m)

The substructure of the bridge is found to be in good condition. The width is 5.5m. It is proposed to widen the substructure to 8.5m. The superstructure of the bridge was found to be in very poor condition. Steel was found to be exposed. Ten years back, the bridge was overtopped by about one meter. Hence it is proposed to dismantle the entire superstructure and provide new slab of 10 m width after increasing the substructure height by 1m.



2. Bridge at Ch. 71+038 on river Siroli (Length = 27.5m) Heavy scouring is observed at the bed level of the abutments and the piers. The bridge is of submersible type. It is overtopped by about 1m to 1.5m during heavy rains. It is proposed to provide bedding for supporting the foundation. Also the superstructure is proposed to be dismantled and the level of the bridge is proposed to be raised by 1.5 m to total carriageway width of 10.0 m.

C) Widening of C. D. Structures (Pipe, Box and Slab Culverts)

There are total 132 culverts in this section of highway. Out of which 52 are pipe culverts, 10 are box culverts while remaining 70 are slab culverts. Existing Pipe Culverts having diameter less than 0.45 m have been proposed to be dismantled and replaced by 0.6 m dia. NP4 class pipes to the full width of proposed 2 lane highway. Pipe culverts having dia. 0.6 m and above have been proposed to be widened to the full width of the proposed highway. Stone pitching has been proposed for slope protection & bed protection as per IRC 89. Widening of Slab culverts for full width i.e. 10m of the proposed highway has been proposed.

General Repair Strategy

The repair strategy of structures is divided broadly in two types i.e. Major repair work and general repair work.

I) Major repair work includes the following activities

A Widening / Reconstruction of Existing Substructure in part of full as

applicable B Widening of Existing Super-structure C Chip-off the Concrete at end 0.5m (minimum) of Deck Slab in full or

partial depth at the Engineer's discretion. Repair or Reconstruct the cut portion and provide new Crash Barrier and Drainage Spout.

D Providing new Expansion Joint E Repair of cracks at pier / abutment and their Caps F Removing of Existing (in damaged areas at the Engineer's discretion) and

laying new Wearing Coat with proper cross fall to maintain the drainage G Providing new stone pitching at embankment slopes with stone masonry

steps to provide access to Sub-Structure and River Bed Level H Remedial measures for protection of scoured river bed by Providing Floor

Mattress, etc as required and as directed by the Engineer. I Inspection, Cleaning and servicing the Existing Bearings and / or Lifting of

Super-Structure to Replace the damaged / non functioning Bearings at Pier/ Abutment, with the same type and size as Existing; if required and as directed by Engineer.



J Cleaning of Existing Expansion Joints and / or providing and fixing New Expansion Joints in entire / partial width of the deck as required and as directed by the Engineer.

II) General repair work includes the following activities

K Repair of Honey Combing L Repair of Spalling of Concrete M Repair of Leaching / Water marks N Repair / replacing of Exposed / Corroded Reinforcement at Deck Slab

Soffit and / or Girder Bulbs O Repair of Wing / Return Walls P Installation/ Rectification of Drainage Spouts as per site condition and as

directed by the Engineer Q Repair of damaged Stone Pitching and providing stone masonry steps to

access sub-structure and river bed level R Replacement of existing Railing / parapet with R.C.C crash barrier for

entire length S Repair/ Replacement of expansion joint and bearing.

2.2.5 New Structures

There are no new structures proposed along the existing project road. However there will be new structures on the bypasses. The numbers of culverts on the bypasses are envisaged as per the average number of CD structures along the project road. Accordingly 13 new culverts, 7 of them pipe and 6 of them box are considered. Also one minor bridge is envisaged.

2.2.6 Intersections

Improvement of Existing Junctions

Simplicity and uniformity is the guiding principle for intersection design to ensure safe passage maneuvers. The primary factors considered while proposing improvement to the geometry of the existing junctions are smooth turning of vehicles, reduction of conflicts, provision of corner sight distance and safety. The geometric design of junctions is based on IRC: SP 41: Guidelines for the Design of at grade Intersections in Rural & Urban Areas. The design and detailing of all intersections are based on the type designs as outlined in the document titled, �Type Designs for Intersections on National highways� prepared by the MORTH. Some of the typical types of intersections are presented in Drawings volume. Few of the notable major junctions along the project road are mentioned below. Apart from these, there are several minor roads that are intersecting the project road. Most of the roads are constructed under schemes namely Pradhan Mantri Gram Sadak Yojana (PMGSY) and National Rural Employment Guaranty Act (NREGA). Thus, adequate connectivity to surrounding habitations from the project road is found. Keer Ki Choki Junction at km 12/000. Road to Nimach at Km 22/300. Road towards Udaipur at Km 22/800. Road to Bambora/ Udaipur at Km 48/000.



2.2.7 Wayside Amenities Presently the road is of a category of a state highway and carries a traffic load with very low. Also, the passes through villages and does not encounter major towns except Bhinder. Hence, amenities like hotels, motels, restaurants, petrol pumps, telephone booths, truck lay byes and terminals, rest and service areas etc can not be found along the road. However facilities like traffic police booths, bus stops, etc. have already been established on both sides of the road through respective government authorities. Sincet present single lane Road is proposed to be developed into a two-Lane road with Paved shoulders, amenities will need to be evenly distributed on sides of both the carriageways by supplementing existing amenities and/or creating new ones in a planned manner. The improvement proposals are: Bus Bays

The design of bus stops conforms to IRC: 80-1981 and they are proposed to be designed as structurally safe, aesthetically pleasing and functional so as to protect the waiting passengers adequately from sun, rain and wind. It is proposed to have bus shelters at villages.

2.2.8 Toll Plazas

General

Collecting tolls is an equitable, reasonable and calculated process for financing transportation facilities and can generate revenues to mitigate roadway and bridge construction, operation and maintenance costs throughout the life of the facility. Users of the toll facility benefit directly from the tolls via an enhanced and improved roadway system that may not have existed without the implementation of toll collection. Location of Toll Plazas

The most important consideration in deciding toll plaza location is to bring maximum number of vehicles into the toll system the other factor is the topography of the area where required land (more or less in plain terrain) is available. The toll plazas are therefore, strategically located primarily to intercept through (long distance) traffic and are placed where a majority of this traffic is least likely to divert to alternative free routes. It is preferable to locate a plaza where it has easy access to public utility connections to provide improved system integrity and to facilitate construction. It should be located away from sensitive air and noise receptors and where lighting spillover may be adversely received. The site selection includes a number of considerations viz.: traffic studies and analysis, available right-of-way, topography, environmental concerns and impacts, number of toll lanes and methods of toll collection. Majority of the facilities can be located on a tangent segment of roadway or on a gentle curve on flat land with adequate sight distance from the point of view of the roadway design speed.



Some criteria for proposing locations of toll plaza are indicated below: Maximum toll collection. Land cost and development cost. Trees, H T Lines, Petroleum pipeline, water main, OFC cables, Telephone/ HT/ LT,

closeness to railway tracks, water bodies to be avoided. Away from Ghat or deep cuts or high bank. No major bridge or ROBs. Road to be on mild grade and on straight alignment as far as possible. Facility for provision of other amenities. Parking areas, rest stations, telephone system, and ambulance also need to be located

at Toll Plazas. Crossroads if any need to be divert through service roads.

It is proposed to have two no. of toll plazas for the project length. The location of toll plaza will be as given below:

Table 2-9 Proposed Location and Service Lanes for Toll Plazas

Sr. No.

Design Chainage

Number of Lanes

Toll plaza Remarks

1 16+000 4 Before Bhinder Designed for traffic upto year 2030 2 76+200 4 Before Salumber Bypass Designed for traffic upto year 2030

A typical layout of the Toll Plaza is presented in Volume � Drawings of this report.

2.2.9 Road Safety Features

The protection work is proposed at different locations to ensure the safety of the road users. Following are the locations where W beam safety barrier is proposed.

Bridge locations. Approaches to major bridges, ROB and flyovers, etc. High embankment locations. Sharp curve locations.

The crash barrier shall conform to the guidelines given in IRC / MORT&H Specifications.

The slopes of high embankment are proposed to be guarded against erosion by means of the following measures:

Turfing and Pitching Chute and drain arrangement with dissipation basin at the toe in case of high

embankment such as approach to bridges

2.2.10 Landscaping and Arboriculture A proper landscape is proposed to be provided along the highway so that it fits in with the surroundings for pleasing appearance, reducing headlight glare and adverse environmental



effects such as air pollution, noise pollution and visual intrusion. The proposal for landscaping includes the following:

Treatment of embankment slopes as per IRC: 56 � 1974, depending upon soil type involved.

Turfing of slopes of high embankment for controlling rain and wind erosion Planting of trees along ROW as part of compensatory afforestation.

Grading of ground between the embankment toe and ROW and provision of surface drain along the ROW. This will help in physical delineation of the ROW and avoid encroachment at later date.



CONTENTS

3.0 TRAFFIC SURVEYS AND ANALYSIS 2

3.1 Introduction...............................................................................................................2

3.2 Project Corridor........................................................................................................2

3.3 Objectives of the Study.............................................................................................3

3.3.1 Surveys............................................................................................................3

3.4 Classified Traffic Counts..........................................................................................3

3.4.1 Objectives .......................................................................................................3

3.4.2 Approach and Methodology ...........................................................................3

3.4.3 Selection of the traffic Survey locations.........................................................4

3.4.4 Traffic Characteristics on Project Road..........................................................5

3.4.5 Variation in Traffic .........................................................................................6

3.4.6 Composition of Traffic .................................................................................11

3.4.7 Annual Average Daily Traffic (AADT) .......................................................13

3.4.8 Passenger Car Units (PCU)...........................................................................14

3.5 Intersection Turning Movement Survey...............................................................15

3.5.1 Objective .......................................................................................................15

3.5.2 Methodology.................................................................................................15

3.5.3 Analysis of Turning Movement Study..........................................................15

3.5.4 Turning Movement Analysis ........................................................................15

3.6 Origin Destination Survey......................................................................................20

CHAPTER 3 - TRAFFIC SURVEYS AND ANALYSIS



3.0 TRAFFIC SURVEYS AND ANALYSIS 3.1 Introduction

State Highways play significant role as they are connecting district head quarters to the nearest National Highway. Even though the traffic volumes on these roads are not significantly high, if they are not upgraded to the National Highway standards, hinterland development halted due to these bottle necks. Also many times these State Highways form as the shortest paths and the vehicle operators tend to shift to SH, to minimize road user costs. Also as most of the NH�s are tolled on BOT basis, considerable traffic is being diverted to the SH�s as they are Toll Free. Lately, the State Governments also realized the role and importance of the SH�s and focused on improving the SH�s to balance regional growth and hinter land development. Government of Rajasthan has decided to develop selected state roads to standards required as per IRC through RSRDC. The RSRDC in turn has decided to take up detail engineering of the selected projects through consultants/ consultancy firms having vast experience in this field. The work would generally include survey, geotechnical investigation, traffic study including OD surveys if required, planning & design to develop existing road to lane width required as per standards. The RSRDC will be the employer and controlling agency for the consultancy services. The standards of output required from the appointed consultants would be of international level both in terms of quality and adherence to the agreed time schedule. The RSRDC has appointed M/s. Frischmann Prabhu (I) Pvt. Ltd. for providing the required consultancy services for preparation of Detailed Project Report (DPR) for Development of Salumber - Keer Ki Choki road, Udaipur District, in the State of Rajasthan on BOT / Annuity basis. The project road starts from Km 12 at Keer Ki Choki and ends at Km 82 at Salumber on SH � 53. The Contract Agreement for the assignment was signed on 10th May 2010 by M/s. Frischmann Prabhu (I) Pvt. Ltd. and commenced the services in a week�s time thereafter.

3.2 Project Corridor

The Project Corridor starts from Keer Ki Choki at Km 12 on SH � 53, which is at grade intersection with National Highway � 76. The road passes through the several villages viz. Hinta, Chargadhiya, Bhinder, Karnavali and ends at km 82 at the town of Salumber. Bhinder is a major town along the Project Road at km 22/700. There is one existing toll collection post at Km 64 before Major bridge namely Kharaka Bridge over river Gomati, which is being run by Public Works Department under contract.

CHAPTER 3 - TRAFFIC SURVEYS AND ANALYSIS



3.3 Objectives of the Study

The primary objectives of this traffic study are to: Determine the characteristics of traffic movements on the project Highway. Collect Historical data on traffic growth in the Project Highway. Estimate the future growth rate. Determine the travel pattern as well as type and weight of commodities carried by goods

vehicles. Determine the turning movements of traffic at road intersections and identify

requirements of suitable remedial measures such as construction of underpasses flyovers grade separated interchanges, etc.

Identify traffic bottlenecks and the need for service roads, bypass to congested location. Identify the requirements of grade separations for pedestrian / animals to improve traffic

safely. Assess requirements for present and future development of truck terminals truck parking

areas at suitable location on routes. Conduct survey to find out the willingness of road users to pay toll amount. Project Toll revenue for the base year and for next 20 years. Conduct Speed and delay survey to identify need for segregation of local traffic, traffic

safety etc. 3.3.1 Surveys

To fulfill these objectives, the following traffic surveys were carried out Traffic volume count surveys at 3 locations for 7 days. Origin and destination surveys for 24 hours at two locations. Turning movement surveys for 24 hours at 3 major junctions.

3.4 Classified Traffic Counts 3.4.1 Objectives

The intensity of traffic flow at any given section of the road forms the basis for determining its spatial and structural design requirements. The collection of traffic data thus assumes utmost significance in the development of any road project. In order to assess the Average Daily Traffic at any section of road, classified traffic counts are carried out for a continuous period of 7 days to average any variation in the short term.

3.4.2 Approach and Methodology

Locations for Traffic surveys have been identified and the various traffic survey formats were included in Quality Assurance Plan. The surveys were carried out as described in the TOR. Special teams consisting of the Traffic Engineer and enumerators were constituted to carry out the surveys. The activities carried out include: Constitution of survey teams Training of enumerators Carrying out of surveys



3.4.1.1 Survey Team:

Each team was consisting of one supervisor and adequate enumerators, depending on location and scope of the survey.

3.4.1.2 Training of Enumerator:

Enumerators identified for deployment of traffic surveys were trained in identification of various categories of vehicles and appropriately filling up of Performa /formats before the work is commenced on surveys.

3.4.1.3 Classified Volume Count Survey

This was carried out manually and counts were recorded at 15 minutes interval. The survey was carried out for 7 days (continuous and direction wise). The vehicle classifications as suggested in TOR/IRC Codes were followed. The same has been reflected in Traffic survey formats. All results have been presented in tabular and graphical forms. The data collected was computerised in MS-EXCEL software.

3.4.3 Selection of the traffic Survey locations

Reconnaissance survey was conducted on the Project Road for selection of locations for various traffic surveys. While selecting the traffic volume survey location, consultants have considered the aspect of Private sector participation in this road development and accordingly, the locations were selected. The first location has been selected near Keer ki Chowki at Ch-18.000 Km, The second CTVC location has been chosen between Bhinder and Bamora at Ch-39.000 Km, and the final CTVC location was selected near Salumber town at 79.500 Km.

Table 3-1 Traffic Volume Surveys

S. No. Chainage (km) Location Survey Dates

1 18/000 Near Keer ki Chowki 10/06/2010 to 17/06/2010

2 39/000 B/w Bhinder & Bamora 10/06/2010 to 17/06/2010

3 79/500 Near Salumber 10/06/2010 to 17/06/2010

The above locations have been selected in such a way that it will capture the homogeneous traffic as well as give an idea about the tollable traffic for the corridor. The locations are shown in Figure 3-1 below:



Figure 3-1 Location of Traffic Survey Count Stations

3.4.4 Traffic Characteristics on Project Road

The summary of all data collected from traffic volume survey for the 3 locations on the Project Road is presented in Table 3-2. Average Daily Traffic (ADT) for the month of June 2010 is summarized in this table.

Near Salumber

B/w Bhinder & Bamora

Near Keer ki chowki

Road to Bamora jn @ Ch: Km 48.000

Road to Bhinder jn @ Ch: Km 22.200

Road to Udaipur jn @ Ch: Km 22.700

Start of Project - Keer ki chowki


LEGEND CTVC Stations

TMC Stations Project stretch



Table 3-2 Traffic Volume at Three Locations of the Project Road (ADT)

Source: Traffic Surveys, June, 2010

Figure 3-2 Average Daily Traffic

3.4.5 Variation in Traffic

Survey Location Type of Vehicles (km 18.000) (km 39.000) (km 79.500)

2-Wheeler 1162 682 1295 3-Seater 11 13 35 6-Seater 22 24 61 Cycle 135 70 98 Animal Drawn 14 27 12 Car/Vans/Jeeps (Taxi) 395 181 261 Buses 52 39 48 Mini Bus 0 0 0 LCVs 116 58 97 2 - Axle Trucks 162 83 248 3 - Axle Trucks 49 28 41 Multi Axle Trucks 123 51 83 Agricultural Tractors With Trailer 104 113 65 Others 4 8 9

Total 2349 1377 2353

ADT at CTVC locations

0

500

1000

1500

2000

2500

3000

3500

2-Wheeler

3-Seater

6-Seater

Cycle

Anim

al Draw

n

Car/V

ans/Jeeps(T

axi)

Buses

Mini B

us

LCV

s

2 - Axle T

rucks

3 - Axle T

rucks

Multi A

xleT

rucks

Agricultural

Tractors W

ith

Others

Veh

icle

s

Ch-79.500Km

Ch-39.000Km

Ch-18.000Km



As mentioned earlier, the traffic surveys were undertaken continuously for 7-days which include 5 normal days and the weekend days, i.e. Saturday and Sunday. The main objective was to observe the variation in the normal day and the weekend traffic. The maximum and minimum traffic observed in a week at the three locations are as follows:

Table 3-3 Maximum and Minimum Traffic

Survey Location (km 18.000) (km 39.000) (Km 79.500)

Maximum Traffic Day Monday Friday Friday no. of Vehicles 4334 1755 2743

Day Factor 1.32 1.27 1.16 Minimum Traffic Day Friday Saturday Tuesday

No. of Vehicles 720 1136 1980 Day Factor 0.77 0.825 0.84

Following observation are made from the above data: 3.4.5.1 Observations - At Ch-18.000Km

The variation observed between highest and lowest traffic in a week is about +37% to �36% with respect to the average traffic. The directional distribution of traffic for seven days is almost same and given in the following table.

Table 3-4 Directional Distribution of Traffic

Description Bhinder-Keerkichowk

Keerki chowki-Bhinder

Total Traffic (Both Sides)

Traffic Volume 8477 7965 16442 Percentage 51.56 48.44 100.00

Figure 3-3 Daily Variations in Traffic at Ch-18.000km

DAILY VARIATION IN TRAFFIC VOLUME at Ch-18.000Km

0500

100015002000250030003500400045005000

Wednesday

Thursday

FridaySaturday

Sunday

Monday

Tuesday

DAY OF THE WEEK

TR

AF

FIC

VA

LU

ES

Total vehicles Total PCUs



Figure 3-4 Hourly Variations in traffic at Ch-18.000Km

The peak hour traffic of 153 vehicles/hr is between 19.00 to 20.00 Hrs. The Peak Hour Factor (PHF) (defined as the ratio between the numbers of vehicles counted during the peak hour to the total vehicles counted in a day) is 6.51%.

3.4.5.2 Observations - At Ch-39.000Km

The variation observed between highest and lowest traffic in a week is about +27% to �17.5% with respect to the average traffic. The directional distribution of traffic for seven days is almost same and given in the following table.


Description Salumber-Keerki chowki

Keerki chowki-Salumber



Hourly Variation of Traffic Volume Ch: 18.000Km

0

50

100

150

200

250

9.00 10.00 11.00 12.00 13.00 14.00 15.00 16.00 17.00 18.00 19.00 20.00 21.00 22.00 23.00 24.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00

8.00 9.00 10.00 11.00 12.00 13.00 14.00 15.00 16.00 17.00 18.00 19.00 20.00 21.00 22.00 23.00 0.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00

Time of Day

To

tal N

o o

f Veh

icle

s

Wednsday

Thursday

Friday

Saturday

Sun day

Monday

Tues day



Figure 3-5 Daily Variations in Traffic at Ch-39.000 Km

Figure 3-6 Hourly Variations in traffic at Ch-39.000 Km


3.4.5.3 Observations - At Ch-79.500Km

DAILY VARIATION IN TRAFFIC VOLUME at Ch-39.000Km

0

500

1000

1500

2000

2500

3000

Wednesday

Thursday

FridaySaturday

Sunday

Monday

Tuesday

DAY OF THE WEEK

TR

AF

FIC

VA

LU

ES


Hourly Variation of Traffic Volume Ch:39.000Km

0

20

40

60

80

100

120

140

160

9.00 10.00 11.00 12.00 13.00 14.00 15.00 16.00 17.00 18.00 19.00 20.00 21.00 22.00 23.00 24.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00

8.00 9.00 10.00 11.00 12.00 13.00 14.00 15.00 16.00 17.00 18.00 19.00 20.00 21.00 22.00 23.00 0.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00

Time of Day

To

tal N

o o

f Veh

icle

s

Wednsday

Thursday

Friday

Saturday

Sun day

Monday

Tues day



The variation observed between highest and lowest traffic in a week is about +16.57% to �15.85% with respect to the average traffic. The directional distribution of traffic for seven days is almost same and given in the following table.


Description Salumber-Bhinder

Bhinder-Salumber



Figure 3-7 Daily Variations in Traffic at Ch-79.500 Km

DAILY VARIATION IN TRAFFIC VOLUME at 79.500Km

0500

10001500

20002500

30003500

4000

Wednesday

Thursday

FridaySaturday

Sunday

Monday

Tuesday

DAY OF THE WEEK

TR

AF

FIC

VA

LU

ES




Figure 3-8 Hourly Variations in traffic at Ch-79.5000Km


3.4.6 Composition of Traffic

The composition of traffic at three locations is shown in Table 3-7.

Table 3-7 Composition of Traffic

Survey Location Type of Vehicles % at

(km 18.000) % at

(km 39.000) % at

(km 79.500) 2-Wheeler 49 50 55 3-Seater 0 1 1 6-Seater 1 2 3 Cycle 6 5 4 Animal Drawn 1 2 1 Car/Vans/Jeeps (Taxi) 17 13 11 Buses 2 3 2 Mini Bus 0 0 0 LCVs 5 4 4 2 - Axle Trucks 7 6 11 3 - Axle Trucks 2 2 2 Multi Axle Trucks 5 4 4 Agricultural Tractors With Trailer 4 8 3 Others 0 1 0

Total 100 100 100 (Source: Traffic Surveys, June 2010)

Hourly Variation of Traffic Volume Ch: 79.500Km

0

50

100

150

200

250

9.00 10.00 11.00 12.00 13.00 14.00 15.00 16.00 17.00 18.00 19.00 20.00 21.00 22.00 23.00 24.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00

8.00 9.00 10.00 11.00 12.00 13.00 14.00 15.00 16.00 17.00 18.00 19.00 20.00 21.00 22.00 23.00 0.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00

Time of Day

To

tal N

o o

f Veh

icle

sWednsday

Thursday

Friday

Saturday

Sun day

Monday

Tues day



It can be seen from above table that 2-Wheelers constitute the major % of the traffic at all the three locations followed by Cars and two axle trucks. At Ch-18.000Km, about 49% of total traffic consists of two wheelers and about 17% of total traffic consists of Cars/Jeeps/Vans. And 14% of Trucks. Higher % of Multi Axle trucks are observed at Ch-18.000Km (5%) as compared to 4 % Multi Axle Trucks observed at each of remaining locations. 3 Axle Trucks constitute about 2% at each location. At Ch-18.000Km about 6 % Bicycle traffic, 5% at Ch-39.000Km and 4% at 79.500Km was observed. At Ch-39.000Km there is about 8% of Agricultural tractors traffic was observed.



Figure 3-9 Compositions of Vehicles at Ch 18.000 Km

Figure 3-10 Compositions of Vehicles at Ch 39.000 Km

TRAFFIC COMPOSITION All VEHICLES at Ch: 18.000Km

Two Wheeler

46%

3 seaterAuto Rickshaw

0%

6 seater1%Car/Jeep/Van/Taxi

17%Mini bus

0%

Govt. Bus2%

Private Bus0%

GoodsTempo

0%

LCV5%

2-AxleTRUCK

7%

3 Axle2%

Multi-Axle5%

Agri.Tractor8%

WithoutTrailer

0%

Cycle4%`

Others (Pl.Specify)

0%


Others (Pl.Specify)

1%

Cycle4%`

WithoutTrailer

0%Agri.Tractor

8%

Multi-Axle4%

3 Axle2%

2-AxleTRUCK

6%

LCV4%

GoodsTempo

0%

Private Bus0%

Govt. Bus3%

Mini bus0%

Car/Jeep/Van/Taxi13%

6 seater2%


1%

Two Wheeler

46%



Figure 3-11 Compositions of Vehicles at Ch-79.500Km 3.4.7 Annual Average Daily Traffic (AADT)

To derive the AADT from the ADT observed in June, the seasonality in traffic was considered and seasonal correction factor for the respective months has been applied. The consumption of Petrol / Diesel is directly proportional to the traffic intensity. Hence the fuel consumption data was collected along the Project Road. Table 6.8 shows the average and month wise consumption of petrol and diesel at petrol pumps along the project road. The details of data collected at 5 petrol pumps is given below:

Table 3-8 Consumption of Petrol and Diesel During 2010

Average Consumption of Petrol/Diesel (No. of Tankers)

Multiplying Factor

Month Petrol Diesel Total January 2.05 6.76 8.81 1.12 February 2.1 6.5 8.6 1.15 March 2.4 7.2 9.6 1.03 April 2.4 6.6 9 1.10 May 3 6.8 9.8 1.01 June 1.9 8 9.9 1.00 July 1.8 7 8.8 1.12

August 1.8 8.8 10.6 0.93 September 2.2 8.4 10.6 0.93

October 2.8 9.4 12.2 0.81 November 2.4 9.2 11.6 0.85 December 2.4 6.8 9.2 1.08 Average 2.27 7.62 9.89 1.00

Source: Traffic Surveys, June 2010


Two Wheeler

46%


1%6 seater

3%Car/Jeep/Van/Taxi11%

Mini bus0%

Govt. Bus2%

Private Bus0%

GoodsTempo

0%

LCV4%

2-AxleTRUCK

11%

3 Axle2%

Multi-Axle4%

Agri.Tractor8%

WithoutTrailer

0%

Cycle4%`

Others (Pl.Specify)

0%



As seen from above Table the average consumption of petrol and diesel together for the month of June is 1.00. Therefore to arrive at Annual Average Daily Traffic (AADT), the average daily traffic figures of June are multiplied by 1.00.

Table 3-9 Average Daily Traffic at Three Locations

Survey Location Type of Vehicles

(km 18.000) (km 39.000) (km 79.500) 2-Wheeler 1162 682 1295 3-Seater 11 13 35 6-Seater 22 24 61 Cycle 135 70 98 Animal Drawn 14 27 12 Car/Vans/Jeeps (Taxi) 395 181 261 Buses 52 39 48 Mini Bus 0 0 0 LCVs 116 58 97 2 - Axle Trucks 162 83 248 3 - Axle Trucks 49 28 41 Multi Axle Trucks 123 51 83 Agricultural Tractors With Trailer 104 113 65 Others 4 8 9

Total 2349 1377 2353 Source: Traffic Surveys, June2010. 3.4.8 Passenger Car Units (PCU)

The traffic on the project road is characterized as mixed traffic condition, resulting in complex interaction between various kinds of vehicles. To cater to this, IRC has recommended to convert different types of traffic in to a common unit of Passenger Car Unit, (PCU). Each vehicle type is converted into equivalent PCUs based on their interference value. IRC has recommended the conversion factors as shown in Table 3-10. Table 3-10 Recommended PCU Factors for Various Types of Vehicles on Rural Road

Fast Vehicle Motor Cycle or Scooter 0.5 Passenger Car/Jeep/Van, goods auto rickshaw or passenger Auto-rickshaw 1.0 Agricultural Tractor, Light Commercial Vehicle, Mini Bus 1.5 Two and Three Axle Truck, Bus 3.0 Multi Axle Trucks, Tractor with Trolley 4.5 Others 6.0 Slow Vehicle Cycle 0.5 Bullock Cart 6.0



Table 3-11 Traffic volume at three locations for the base year in Vehicles and PCUs

Location (Ch in Kms) Total Vehicles Total PCUs 18.000 2416 3124 39.000 1951 2110 75.500 2326 3317

3.5 Intersection Turning Movement Survey 3.5.1 Objective

The objective of the turning movement survey is to determine the directional movement of traffic in order to assess the measures required to improve the junction capacity and to regulate safe traffic movement.

3.5.2 Methodology

After reconnaissance and observing traffic situation a total of 3 major intersections were selected for conducting turning movement studies. The directional traffic counts were carried out for 24 hrs. At 15 minutes intervals at the following junctions:

Table 3-12 Intersection Turning Movement Survey

Sr. No. Chainage Type of Junction 1 22.200 3-Arm 2 22.700 3-Arm 3 48.000 3-Arm

Source: Traffic Surveys, June-2010

3.5.3 Analysis of Turning Movement Study

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.

3.5.4 Turning Movement Analysis

Turning movement survey has been conducted at important junctions to understand the nature and quantum of turning movements. The study is helpful in understanding the percentage of traffic getting diverted as well as to help the design of intersections. This also useful in the assessment the directional traffic movements at the junction in order to give recommendations to improve the design requirements and capacity needs for the existing conditions and expected future growth of traffic. Figure 3.12 shows the schematic road network with the possible traffic diversions.

Junction-1: The Junction is located near Bhinder, where there is a diversion to Udaipur. Figure 3.12 shows the Turning movement location at Chainage - 22.000Km.



Junction-2: The Junction is located just after first Turning movement location At Ch-22.700km, where there is a diversion to Udaipur through SH-33.

Junction-3: It is located after the second location at Ch-48.000Km.

Figure 3-12 Key map showing CTVC and TMC stations

Near Salumber

B/w Bhinder & Bamora

Near Keer ki chowki

Road to Bamora jn @ Ch: Km 48.000

Road to Bhinder jn @ Ch: Km 22.200

Road to Udaipur jn @ Ch: Km 22.700

Start of Project - Keer ki chowki


LEGEND CTVC Stations

TMC Stations Project stretch



Figure 3-13 Turning movement at Ch-22.500 Km

Car

402

48

Bus

140

10

LC

V

83

21

602

202

Truck

78

103

353

703

Truck LCV Bus Car

162 45 29 175

84 68 129 321

145 37 34 137

81 6 14 111

Car Bus LCV Truck

411

182

Udaipur

Bh

ind

er

Kirki C

ho

wki




Car

202

11

Bus

72

3

LC

V

41

11

329

45

Truck

43

12

176

358

Truck LCV Bus Car

48 28 24 62

26 47 71 185

55 31 32 58

10 1 20 14

Car Bus LCV Truck

162

37

Udaipur

Bh

ind

er

Bam

ora




Car

44

97

Bus

6

43

LC

V

24

36

136

330

Truck

14

149

190

88

Truck LCV Bus Car

117 39 14 90

34 19 22 61

64 12 34 80

113 49 30 138

Car Bus LCV Truck

260

325

Udaipur

Bh

ind

er

Salu

mb

er

Detailed Project Report for Development of Salumber � Keer Ki Choki Road (SH-53)


From the Figure 3.13 to Figure 3.15, it is clear that there is significant amount of truck traffic is present all along the corridor. From the turning movement analysis, it is found that, At location-1, truck traffic diversion to and fro from project corridor is about 20% (2-

Axle, 3-Axle, MAV and LCV) of total traffic. At location-2, it decreased to 13.92% and At third location, it increased to 39%.

3.6 Origin Destination Survey To capture the productions and attractions of passenger and goods movement, from the respective zones, OD survey was carried. Roadside Interview method, as detailed in IRC: 102-1988, was used for O-D survey. The survey was carried out for both passenger and goods vehicles for 24 hours (in both directions) and trip data was collected at the volume count locations by trained enumerators under the supervision of Transportation Engineers. From the O-D survey, travel characteristics like origin and destination, occupancy, trip purpose and length of trip by mode type are captured. For goods modes, the survey elicited characteristics like origin and destination, commodity type, trip frequency and length of trip. A reasonable sample size (about 10%) of vehicles was collected. Travel patterns for were established on the basis of these surveys. Zoning To study the travel pattern the project corridor influence area is divided in to 11 Zones. Zoning is done in such a way that the characteristics of inter zonal as well as intra zonal trips could be clearly analyzed and their influence is assessed on the project corridor. For the easy understanding of the traffic assignment, small zones are avoided and clubbed together. The Project passing area i.e., Batala is considered in one zone, Beas & Mehta are considered in another. The districts such as Kapurtala, Hoshiarpur, Jalandhar and Firozpur are considered as separate zones. The trips from rest of Punjab are considered in one zone. Similarly different zones for the trips coming from the states like Haryana, Himachala Pradesh, Delhi are given. Adopted zoning scheme and Zone Map is presented below.

Table 3-13 O-D Zones

Places covered under Zone Zone code Bhinder 1 Salumber 2 Chittaurgarh, Mangalwar, chittod, Dugala,basara, bassi, limadi 3 Udaipur 4 Dungarpur 5 Banswara 6 Jalor 7 Bhilwara 8 Ajmer 9 Rest of Rajasthan 10 Rest of India 11



Summary of Origin Destination Survey for Passenger vehicles at two locations

Table 3-14 O-D Matrix for Passenger vehicles at Bhinder

1 2 3 4 6 9 10 11 Total

1 4 3 2 21 1 6 37 2 1 1 1 2 5 3 1 1 4 3 3 12 4 15 7 4 1 4 31 5 2 2 6 1 1 2 8 1 1 2 9 1 1 2 10 8 1 3 1 3 4 20 11 1 1 2

Total 30 6 17 31 5 1 23 2 115

Table 3-15 O-D Matrix for Passenger vehicles at Salumber

1 3 4 5 6 8 9 10 11 Total 1 7 1 8 2 7 23 1 5 6 15 1 58 3 4 1 5 4 14 4 3 21 5 1 2 3 6 1 1 8 1 1 2 9 8 1 9

10 13 1 1 1 5 21 11 1 1 1 3

Total 55 1 25 2 2 5 6 29 6 131

Table 3-16 O-D Matrix for Goods vehicles at Bhinder

1 2 3 4 5 6 8 9 10 11 Total 1 4 2 6 2 2 16 2 2 2 4 3 2 2 6 2 2 2 2 18 4 4 2 2 4 12 5 2 2 4 6 2 4 6 4 16 8 2 2 4 9 2 2 4 10 4 4 2 2 2 14 11 2 2 4

Total 16 4 16 18 2 6 4 8 18 4 96

D

O



Table 3-17 O-D Matrix for Goods vehicles at Salumber

1 3 4 5 6 8 9 10 11 Total 1 10 1 4 1 1 17 3 1 3 2 6 4 16 2 21 6 45 5 2 2 4 6 13 1 14

10 1 5 25 15 5 51 11 1 1 1 3

Total 19 5 50 3 25 2 20 15 1 140

Detailed Project Report for Development of Salumber � Keer Ki Choki Road


CONTENTS

4.0 TRAFFIC FORECASTS...................................................................................................2

4.1 Background ...............................................................................................................2

4.2 Theoretical Underpinnings ......................................................................................2

4.3 Traffic Forecast.........................................................................................................3

4.3.1 Future Traffic Estimation...............................................................................3

4.4 Analysis for Level of Service and Highway Capacity Augmentation ..................7

CHAPTER 4 � TRAFFIC FORECASTS



4.0 TRAFFIC FORECASTS

4.1 Background Traffic Forecast predicts the future traffic volume levels on the project road. The growth of traffic on the roads is influenced by a myriad of factors that abound in uncertainties. The uncertainties are in the form of fluctuations in growth of national economy, changes in government policy, changes in socio-economic conditions of the people etc. In order to assess the development requirements of the highway, an accurate forecast of traffic is essential. Also, the success of any road project being developed using private sector participation hinges on the accuracy and robustness with which the future traffic and revenues have been estimated. From the part of the developing agency, forecasted traffic gives a tool where future traffic congestion level determines the capacity augmentation method. Therefore estimation of future traffic forms the basis of the design of the facility and also determines the viability of the project. In practice, many parameters influence the future traffic growth rate. Therefore while carrying out the traffic forecasting; it is always kept in mind that all the parameters are assessed at the macro level of the country�s economy. Therefore following section deals with different methods, techniques and considerations used in traffic forecasting for this project.

4.2 Theoretical Underpinnings

In general, there are broadly three different traffic forecasting methods to estimate the growth rates. After the consultation with client, a flat 5% growth rate is assumed for each mode of vehicle over a period till 2025 and beyond.

1. Method � 1 : Trend based Analysis (Based in traffic census, and vehicle registration

number) 2. Method � 2 : Econometric model (As per IRC: 108-1996) 3. Method � 3 : Trip end factor Model (Based on regional economy based parameters)

Table 4-1 Suggested Traffic Growth Rates

Vehicle Type 2006-2010 2011-2015 2016 to 2020 Beyond 2025 Two-wheeler 5.00% 5.00% 5.00% 5.00%

Car 5.00% 5.00% 5.00% 5.00%

Bus/ Auto 5.00% 5.00% 5.00% 5.00%

LCV/ Trucks 5.00% 5.00% 5.00% 5.00%

Tractor 5.00% 5.00% 5.00% 5.00%

Other Non-motorized traffic 5.00% 5.00% 5.00% 5.00%

CHAPTER 4 � TRAFFIC FORECASTS



4.3 Traffic Forecast 4.3.1 Future Traffic Estimation

The Project road is divided into three different sections based upon the AADT presented in the Traffic Analysis chapter. Traffic forecast for these three sections based on the above growth rates are computed and presented below.

Table 4-2 Future Traffic Estimation at Ch 18.000 Km

Year Car/jeep/

van Tractors

Govt. Bus

Private Bus

LCV 2 Axle 3&

MAV 2-Wheeler Auto

Cycle Rickshaw

Animal Drawn

Others Total

Vehicles Total PCU

2010-2011 411 104 52 0 116 168 172 1239 27 116 7 3 2416 3124 2011-2012 431 109 55 0 122 177 181 1301 28 119 7 3 2533 3271 2012-2013 453 115 57 0 128 186 190 1366 29 121 7 3 2655 3425 2013-2014 476 120 60 0 134 195 199 1434 30 123 8 3 2784 3587 2014-2015 499 126 63 0 141 205 209 1506 32 126 8 3 2918 3757 2015-2016 524 133 66 0 148 215 220 1581 33 128 8 3 3060 3935 2016-2017 551 139 70 0 155 226 231 1660 34 131 8 3 3208 4122 2017-2018 578 146 73 0 163 237 242 1743 36 134 8 4 3364 4318 2018-2019 607 154 77 0 171 249 254 1831 37 136 8 4 3528 4523 2019-2020 637 161 81 0 180 261 267 1922 38 139 9 4 3699 4739 2020-2021 669 169 85 0 189 274 280 2018 40 142 9 4 3879 4965 2021-2022 703 178 89 0 198 288 294 2119 42 145 9 4 4068 5202 2022-2023 738 187 93 0 208 303 309 2225 43 147 9 4 4266 5451 2023-2024 775 196 98 0 219 318 324 2336 45 150 9 4 4475 5712 2024-2025 813 206 103 0 230 334 341 2453 47 153 9 4 4693 5985 2025-2026 854 216 108 0 241 350 358 2576 49 156 10 4 4922 6273 2026-2027 897 227 114 0 253 368 375 2705 51 160 10 4 5163 6574 2027-2028 942 238 119 0 266 386 394 2840 53 163 10 4 5415 6890 2028-2029 989 250 125 0 279 405 414 2982 55 166 10 4 5680 7221 2029-2030. 1038 263 131 0 293 426 435 3131 57 169 10 4 5958 7569 2030-2031 1090 276 138 0 308 447 456 3287 59 173 11 5 6250 7934 2031-2032 1145 290 145 0 323 469 479 3452 62 176 11 5 6556 8317



Year Car/jeep/

van Tractors

Govt. Bus

Private Bus

LCV 2 Axle 3&

MAV 2-Wheeler Auto

Cycle Rickshaw

Animal Drawn

Others Total

Vehicles Total PCU

2032-2033 1202 304 152 0 339 493 503 3624 64 180 11 5 6878 8719 2033-2034 1262 319 160 0 356 518 528 3806 67 183 11 5 7215 9141 2034-2035 1325 335 168 0 374 543 555 3996 69 187 11 5 7569 9584 2035-2036 1391 352 176 0 393 571 582 4196 72 191 12 5 7941 10048 203.6-2037 1461 370 185 0 412 599 612 4405 75 195 12 5 8331 10535 2037-2038 1534 388 194 0 433 629 642 4626 78 198 12 5 8740 11046 2038-2039 1610 408 204 0 455 660 674 4857 81 202 12 5 9170 11583 2039-2040 1691 428 214 0 477 694 708 5100 84 206 13 5 9621 12145 2040-2041 1776 450 225 0 501 728 743 5406 86 211 13 6 10144 12759


Year Car/jeep/

van Tractors

Govt. Bus

Private Bus

LCV 2 Axle MAV 2-Wheeler Auto Cycle

Rickshaw Animal Drawn

Others Total

Vehicles Total PCU

2010-2011 187 113 39 0 58 82 79 1239 27 116 7 3 1951 2110 2011-2012 197 119 41 0 61 86 83 1301 28 119 7 3 2044 2206 2012-2013 206 125 43 0 64 90 87 1366 29 121 7 3 2142 2307 2013-2014 217 131 45 0 67 95 91 1434 30 123 8 3 2245 2413 2014-2015 228 137 47 0 71 100 96 1506 32 126 8 3 2353 2525 2015-2016 239 144 50 0 74 105 101 1581 33 128 8 3 2466 2641 2016-2017 251 151 52 0 78 110 106 1660 34 131 8 3 2585 2763 2017-2018 263 159 55 0 82 115 111 1743 36 134 8 4 2710 2891 2018-2019 277 167 58 0 86 121 117 1831 37 136 8 4 2841 3025 2019-2020 290 175 61 0 90 127 123 1922 38 139 9 4 2978 3166 2020-2021 305 184 64 0 95 134 129 2018 40 142 9 4 3122 3313 2021-2022 320 193 67 0 99 140 135 2119 42 145 9 4 3273 3467 2022-2023 336 203 70 0 104 147 142 2225 43 147 9 4 3431 3630 2023-2024 353 213 74 0 109 155 149 2336 45 150 9 4 3598 3799 2024-2025 371 224 77 0 115 162 156 2453 47 153 9 4 3772 3978



Year Car/jeep/

van Tractors

Govt. Bus

Private Bus



Others Total

Vehicles Total PCU

2025-2026 389 235 81 0 121 170 164 2576 49 156 10 4 3955 4164 2026-2027 409 247 85 0 127 179 172 2705 51 160 10 4 4147 4360 2027-2028 429 259 89 0 133 188 181 2840 53 163 10 4 4349 4566 2028-2029 451 272 94 0 140 197 190 2982 55 166 10 4 4561 4781 2029-2030. 473 286 99 0 147 207 200 3131 57 169 10 4 4783 5007 2030-2031 497 300 103 0 154 218 210 3287 59 173 11 5 5016 5244 2031-2032 522 315 109 0 162 228 220 3452 62 176 11 5 5260 5492 2032-2033 548 331 114 0 170 240 231 3624 64 180 11 5 5517 5753 2033-2034 575 347 120 0 178 252 243 3806 67 183 11 5 5786 6026 2034-2035 604 364 126 0 187 264 255 3996 69 187 11 5 6069 6313 2035-2036 634 383 132 0 196 278 268 4196 72 191 12 5 6366 6614 203.6-2037 666 402 139 0 206 292 281 4405 75 195 12 5 6677 6929 2037-2038 699 422 146 0 217 306 295 4626 78 198 12 5 7004 7260 2038-2039 734 443 153 0 227 321 310 4857 81 202 12 5 7347 7607 2039-2040 771 465 161 0 239 338 325 5100 84 206 13 5 7707 7971 2040-2041 809 488 169 0 251 354 341 5406 86 211 13 6 8134 8376


Year Car/jeep/

van Tractors

Govt. Bus

Private Bus



Others Total

Vehicles Total PCU

2010-2011 270 65 48 0 102 258 188 1190 86 98 14 8 2326 3317 2011-2012 284 68 50 0 107 271 197 1249 90 102 14 8 2441 3480 2012-2013 298 72 53 0 112 284 207 1312 95 106 15 8 2562 3650 2013-2014 313 75 56 0 118 299 218 1377 100 110 15 9 2689 3828 2014-2015 329 79 58 0 124 314 228 1446 103 112 16 9 2817 4006 2015-2016 345 83 61 0 130 329 240 1518 106 114 16 9 2952 4193 2016-2017 362 87 64 0 136 346 252 1594 109 117 16 9 3093 4389 2017-2018 380 91 68 0 143 363 264 1674 112 119 16 9 3241 4594



Year Car/jeep/

van Tractors

Govt. Bus

Private Bus



Others Total

Vehicles Total PCU

2018-2019 400 96 71 0 150 381 278 1758 116 121 17 10 3397 4809 2019-2020 419 101 74 0 158 400 292 1846 119 124 17 10 3560 5034 2020-2021 440 106 78 0 166 420 306 1938 123 126 17 10 3731 5271 2021-2022 462 111 82 0 174 441 321 2035 126 129 18 10 3910 5519 2022-2023 486 117 86 0 183 463 338 2136 130 131 18 10 4099 5779 2023-2024 510 123 91 0 192 486 354 2243 134 134 19 11 4296 6051 2024-2025 535 129 95 0 202 511 372 2355 138 137 19 11 4503 6337 2025-2026 562 135 100 0 212 536 391 2473 142 139 19 11 4721 6637 2026-2027 590 142 105 0 222 563 410 2597 146 142 20 11 4949 6952 2027-2028 620 149 110 0 233 591 431 2727 151 145 20 11 5188 7281 2028-2029 651 156 116 0 245 621 452 2863 155 148 20 12 5439 7627 2029-2030. 683 164 121 0 257 652 475 3006 160 151 21 12 5703 7990 2030-2031 717 172 127 0 270 684 499 3156 165 154 21 12 5979 8370 2031-2032 753 181 134 0 284 719 524 3314 170 157 22 12 6269 8770 2032-2033 791 190 140 0 298 755 550 3480 175 160 22 13 6574 9188 2033-2034 831 200 147 0 313 792 577 3654 180 163 23 13 6893 9627 2034-2035 872 210 155 0 328 832 606 3837 185 167 23 13 7228 10088 2035-2036 916 220 163 0 345 873 636 4029 191 170 24 13 7580 10571 203.6-2037 961 231 171 0 362 917 668 4230 197 173 24 14 7949 11077 2037-2038 1010 243 179 0 380 963 702 4442 203 177 24 14 8336 11609 2038-2039 1060 255 188 0 399 1011 737 4664 209 180 25 14 8742 12167 2039-2040 1113 268 198 0 419 1062 774 4897 215 184 25 14 9168 12752 2040-2041 1169 281 208 0 440 1115 812 4995 219 188 26 15 9467 13289



4.4 Analysis for Level of Service and Highway Capacity Augmentation

Capacity analysis for the augmentation of the project corridor from two lanning is also considered and PCU are estimated by considering all the vehicles. Capacity analysis is important aspect while planning, design and operation of roads, and provides the basis for determining the carriageway width to be provided with respect to the volume and composition of traffic. The guidelines given in the IRC: SP: 73-2007 (�Manual of Standards & Specifications for Two Laning of State Highways on B.O.T Basis�) are as below: The carriageway may be widened by providing 1.5 m wide paved shoulders on either side when the average daily traffic exceeds 10,000 PCU in Plain terrain. From above two tables it is recognized that the traffic volume on two locations obtained is almost equal, hence for capacity augmentation the traffic volume obtained at Ch-75.500 is considered.

Table 4-5 Capacity Augmentation considering Traffic Projections (in PCUs)

Year AADT (in PCU) 2010-2011 3317 2011-2012 3480 2012-2013 3650 2013-2014 3828 2014-2015 4006 2015-2016 4193 2016-2017 4389 2017-2018 4594 2018-2019 4809 2019-2020 5034 2020-2021 5271 2021-2022 5519 2022-2023 5779 2023-2024 6051 2024-2025 6337 2025-2026 6637 2026-2027 6952 2027-2028 7281 2028-2029 7627 2029-2030 7990 2030-2031 8370 2031-2032 8770 2032-2033 9188 2033-2034 9627 2034-2035 10088 2035-2036 10571 2036-2037 11077 2037-2038 11609



Year AADT (in PCU) 2038-2039 12167 2039-2040 12752 2040-2041 13289

From the Table 4.4, it is observed that the project corridor will sustain with 2 lanes till 2034, there is a need to upgrade the project corridor to 2 lane + paved shoulders in the year 2035. Consultants Remarks:

Even though the traffic plying on the present corridor is less; it is recommended that the project corridor shall be upgraded to 2-laning with paved shoulders to ensure safe and smooth movement of traffic at higher speeds. The traffic diversions as a result of this new corridor are also taken into consideration and the above facility helps in the safe movement of this diverted traffic. Moreover, the proposed 2 laning facility with paved shoulder facilitates the slow moving traffic and also helps avoid accidents during overtaking. The slow moving traffic can use the paved shoulders and this reduces the interaction of these slow moving vehicles with the fast moving vehicles using the main carriage way. With due consideration to all the above mentioned points it is recommended that the project corridor be upgraded to a 2 lane facility with paved shoulder.



CONTENTS 5.0 UPDATED COST ESTIMATES......................................................................................2

5.1 General ......................................................................................................................2

5.2 Approach and Methodology....................................................................................2

5.3 Estimation of Quantities ..........................................................................................2

5.3.1 Site Clearance.................................................................................................3

5.3.2 Earth Works....................................................................................................3

5.3.3 Pavement ........................................................................................................3

5.3.4 Bridges, Cross-Drainage Structures ...............................................................3

5.3.5 Drainage and Protective Works......................................................................4

5.3.6 Road Junctions ...............................................................................................4

5.3.7 Road Appurtenances and Safety Works.........................................................4

5.3.8 Toll Plazas ......................................................................................................4

5.3.9 Traffic Management and Maintenance during Construction .........................4

5.3.10 Land Acquisition and Compensation for Structure........................................5

5.3.11 Rehabilitation and Social Costs......................................................................5

5.3.12 Relocation of Utilities ....................................................................................5

5.4 Unit Rates..................................................................................................................5

5.4.1 Material Rates ................................................................................................5

5.4.2 Material Lead Charges ...................................................................................6

5.4.3 Machinery Hire Charges ................................................................................6

5.4.4 Labour Rates ..................................................................................................9

5.5 Total Project Cost ..................................................................................................10

CHAPTER 5 � COST ESTIMATES



5.0 UPDATED COST ESTIMATES

5.1 General

The cost estimates for the project are extremely important as its entire viability and implementation depends on the project cost. Therefore, cost estimates and rate analysis of the items have been carried out with due care. The project cost estimates have been prepared considering various items of works associated with the identified improvements and based on BSR NH-Division, Kota Rajasthan. The rates for the items of work not included in PWD Schedule of Rates / MoRTH data book have been assessed from current market rates and also the consultants experience on similar works in the vicinity of the project road. The details are given in the following sections.

5.2 Approach and Methodology

The following approach has been adopted to compute the preliminary cost of the various components of the project: Running per km cost for widening to 2-lane including site clearance and earthworks. Running per square meter cost for different types of structures such as bridges (major

and minor) and other structures (culverts and underpasses). Costing for Drainage and Protection works. Costing for Junctions. Costing for Road Furniture and Safety works for traffic management and maintenance

during construction. Estimation of costs for land and structure acquisition, resettlement and rehabilitation,

utility relocation and environmental mitigation measures. Consideration for contingencies, engineering supervision and administration costs as

percentage of total costs. Annual Cost escalation.

5.3 Estimation of Quantities

The quantities of major items of work for the Project Road have been estimated on the basis of geometric designs, pavement designs and structural designs. The quantities of the following major items of works have been estimated separately.

Site Clearance and Earth works Granular Pavement Courses Bituminous Courses Bridges, Culverts and Retaining walls, etc. Kerbs, Drainage and Protective works Road Junctions, Bus bays and Truck laybyes

CHAPTER 5 � COST ESTIMATES



Toll Plaza Road Furniture and Safety Works Traffic Management during construction Routine and Periodic Maintenance of the Road Land and Structure acquisition Relocation of Utilities Rehabilitation and Social costs Tree Plantation and Environment Management Plan

5.3.1 Site Clearance

Site Clearance quantity is estimated based on overall area required for construction of road. It includes necessary excavation, back filling, grubbing & disposal of cleared material, etc.

5.3.2 Earth Works

Earthwork quantities are calculated using the �MX Roads� software package. For the stretches having uniform cross-sections along the project road, common strings have been developed for each of the homogeneous stretch. The earthwork is calculated based on the amount of cut or fill with respect to the datum line defined in the template and the existing ground profile, which in turn is obtained from the DTM surface developed by the software. The volumes of earthwork as well as materials were calculated using the �Average End Area Method� with the areas obtained at 200 m intervals. The above quantities are also calculated manually for comparison. Care has been taken for estimating additional earthwork quantities required at the approaches of bridges for back-filling around abutments and the same has been incorporated in roadwork items.

5.3.3 Pavement

The pavement work includes widening and strengthening of existing single lane road to 2 lane road. The new flexible pavement includes Bituminous Concrete (BC), Dense Bituminous Macadam (DBM), Wet Mix Macadam (WMM), Granular Sub-base (GSB), and other related items like prime coat and tack coat, etc, over road formation. For the Toll Plazas, also, it is proposed that concrete (rigid) pavement be adopted for the main section of the plaza where the toll booths are and where the vehicles stop for paying the toll.

5.3.4 Bridges, Cross-Drainage Structures

The construction of new bridges and culverts are assessed on proposed length and the earth-work, pavement and shoulders for bridge approaches have been included as appropriate road work items. The other items like RCC and PCC work of bridges and culverts are calculated as per design and drawings.



5.3.5 Drainage and Protective Works

Drainage

Unlined, lined uncovered and lined covered drain is provided in rural, semi urban and urban stretches respectively as per requirement and quantity calculated as per design and drawings. Retaining Structures such as Retaining Walls and Breast Walls

Retaining walls are provided to protect the road section at the sloping side of the hilly terrain. Breast walls are recommended at hilly cut sections of higher heights to prevent the landslides. Quantity is calculated as per design and drawings.

Stone Pitching Stone pitching is provided on the embankment slopes to protect the erosion and the quantities are calculated for the required stretches.

5.3.6 Road Junctions

The quantities for road junctions have been calculated based on the design and drawings provided in the Drawings Volume of the Report.

5.3.7 Road Appurtenances and Safety Works

Provisions for road safety measures such as road signs, markings, safety fences, street lighting in urban areas, etc. have been made as required. Turfing on embankment, earthen shoulder and hedges in median, roadside plantation and landscaping have been considered on the basis of traffic and other requirements.

5.3.8 Toll Plazas

Two numbers of Toll Plazas have been proposed. The Toll plaza comprises 2-lanes each of width 3.2 m and two wider lanes of width 4.1 m. The wider lanes on either side are proposed to accommodate extra wide vehicles. No. of lanes are provided so as to curtail delays within permissible limits. The total system cost (excluding cost of pavement works), Administration building and other appropriate arrangement and access areas of toll plaza costs have been calculated.

5.3.9 Traffic Management and Maintenance during Construction

Provision for Traffic Management and Maintenance during construction has been taken in the estimate. The following items are considered in the estimate:

Pot hole repairs and patching Renewal coats Temporary diversions Traffic Management costs



5.3.10 Land Acquisition and Compensation for Structure

Land acquisition requirement along the project road has been decided on the proposed widening scheme. Land acquisition requirements also cover the provision of Toll Plaza, Lay-Byes required to accommodate the proposed 2-lane carriageway facility and also includes acquisition of affected structures.

5.3.11 Rehabilitation and Social Costs

The rehabilitation and social costs of the project affected people have been assessed based on the social surveys and provided for accordingly in the estimates.

5.3.12 Relocation of Utilities

Relocation of Utilities like Electric lines, Telephone lines, OFC, etc., within the proposed ROW have been estimated for costing purpose. The concerned Administrative Departments will be requested to give the detailed cost estimates duly approved / sanctioned by their competent authority.

5.4 Unit Rates

Unit rates are applied to the quantities to get the direct cost of construction. Unit rates are arrived after carrying out the rate analysis based on "Standard data book for analysis of rates" published by MoRTH in 2003. The various components such as material cost at source, lead charges, labour cost and machinery hire charges are considered for the rate analysis. The rates and inputs for analysis of unit rates have also been based on based on BSR NH-Division, Kota Rajasthan.

5.4.1 Material Rates

The material rates adopted were based on the rates given in based on BSR NH-Division, Kota Rajasthan Table 5.1 shows the basic material rates adopted for the analysis. Where the rates are not available in the Rajasthan PWD, NH Division, local market rates has been incorporated.

Table 5-1 Rates of Construction Materials

Sr. No.

Item Unit Basic Rate

1 45 mm standard size crushed stone M3 560 2 26.5 mm standard size crushed stone M3 650 3 22.4 mm standard size crushed stone M3 650 4 13.2 mm standard size crushed stone M3 650 5 11.2 mm standard size crushed stone M3 650 6 6.7 mm standard size crushed stone M3 400 7 Fine Aggregate 5.6 mm & below M3 460 8 Stone Dust M3 150 9 Coarse sand M3 420



Sr. No.

Item Unit Basic Rate

10 Fine sand M3 350 11 Stone Boulder M3 200 12 Through & Bond Stones Nrs. 350

13 a Bitumen Gr 60/70 Tonne 42886 13 b Bitumen CRMB-60 Tonne 42293 14 Bitumen Emulsion Tonne 37228 15 Cement Tonne 3900 16 Lime Kg. 2.0 17 Mild steel Tonne 32000 18 Structural steel Tonne 34000 19 Binding Wire Kg 40 20 Bricks /1000 nrs 1000 nrs. 2000 21 Diesel Lit 38.1 22 Water Kilo Lit 50 23 Compensation for earth M3 10

Finished Rates for item no. 13, 14, 15, 16, and 17 are calculated including Taxes.

5.4.2 Material Lead Charges

The average lead for different construction materials are worked out based on the sources of the materials identified in the Project Corridor. The lead rates (transportation) are based on the BSR NH-Division, Kota Rajasthan.

5.4.3 Machinery Hire Charges

The machinery rates are adopted based on the rates given in based on BSR NH-Division, Kota Rajasthan and Standard Data book of MoRTH 2003. Table 5.2 gives the machinery rates adopted for the project road.

Table 5-2 Usage Rates of Plant and Machinery

Sr. No.

Description of Machine

Activity Output of Machine

Output Unit Rate

1 Air Compressor General Purpose capacity in cfm 170/250 hour 201

2 Batching and Mixing Plant (a) 30 cum capacity

Concrete Mixing cum/hour 20 hour 2010

3 Batching and Mixing Plant (b) 15 - 20 cum capacity

Concrete Mixing cum/hour 13 hour 1608

4 Bitumen Pressure Distributor

Applying bitumen tack coat

sqm/hour 1750 hour 737

5 Bitumen Boiler oil fired

Bitumen Spraying capacity in litre 1500 hour 201

6 Concrete Paver Finisher with 40 HP Motor

Paving of concrete surface

cum / hour 20 hour 2010



Sr. No.



Output Unit Rate

7 Concrete Pump of 45 & 30 cum capacity

Pumping of concrete cum / hour 33 / 22 hour 201

8 Concrete Bucket For Pouring concrete

capacity in cum 1 hour 134

9 Concrete Mixer (a) 0.4/0.28 cum

Concrete Mixing cum/hour 2.5 hour 134

10 Concrete Mixer (b) 1 cum

Concrete Mixing cum/hour 7.5 hour 201

11 Crane (a) 80 tonnes Lifting Purpose hour 1072 12 Crane (b) 35 tonnes Lifting Purpose hour 670 13 Crane (c) 3 tonnes Lifting Purpose hour 301.5

14 Dozer D - 80 - A 12 Spreading /Cutting / Clearing

cum/hour 300/

150/250 hour 1530

15 Dozer D - 50 - A 15 Spreading /Cutting / Clearing

cum/hour 200/

120/150 hour 1730

16 Emulsion Pressure Distributor

Applying emulsion tack coat

sqm/hour 1750 hour 737

17 Front End loader 1 cum bucket capacity

Soil loading / Aggregate loading

cum/hour 60 /25 hour 938

18 Generator (a) 125 KVA

Generation of electric Energy

KVA 100 hour 804

19 Generator( b) 63 KVA

Generation of electric Energy

KVA 50 hour 670

20 GSB Plant 50 cum Producing GSB cum/hour 40 hour 871

21 Hotmix Plant - 120 TPH capacity

DBM/BM/SDC/ Premix

cum/hour 40 hour 20000

22 Hotmix Plant - 100 TPH capacity

DBM/BM/SDC/ Premix


23 Hotmix Plant - 60 to 90 TPH capacity

DBM/BM/SDC/ Premix


24 Hotmix Plant - 40 to 60 TPH capacity

DBM/BM/SDC/ Premix


25 Hydraulic Chip Spreader

Surface Dressing sqm/hour 1500 hour 1608

26 Hydraulic Excavator of 1 cum bucket

Soil Ordinary/ Soil Marshy / Soil Unsuitable

cum/hour 60 /60 /60 hour 938

27 Integrated Stone Crusher 100THP

Crushing of Spalls TPH 100 hour 7504

28 Integrated Stone Crusher 200 HP

Crushing of Spalls TPH 200 hour 14740

29 Kerb Casting Machine

Kerb Making Rm/hour 80 hour 268

30 Mastic Cooker Mastic Wearing coat capacity in tonne 1 hour 53.6

31 Mechanical Broom Hydraulic

Surface Cleaning Sq. m./hour 1250 hour 201

32 Motor Grader 3.35 Clearing / Spreading cum/hour 200/200/ hour 1608



Sr. No.



Output Unit Rate

mtr blade / GSB / WBM 50/50

33 Mobile slurry seal equipment

Mixing and laying slurry seal

Sq. m./hour 2700 hour 737

34

Paver Finisher Hydrostatic with sensor control 100 TPH

Paving of DBM/ BM/SDC/ Premix


35 Paver Finisher Mechanical 100 TPH

Paving of WMM /Paving of DLC

cum/hour 40/30 hour 737

36 Piling Rig with Bantonite Pump

0.75 m dia to 1.2 m dia Boring attachment

Rm/hour 2 to 3 hour 4700

37 Pneumatic Road Roller

Rolling of Asphalt Surface


38 Pneumatic Sinking Plant

Pneumatic Sinking of wells

cum/hour 1.5 to 2.00

hour 3350

39 Pot Hole Repair Machine

Repair of potholes cum/hour 4 hour 670

40 Prestressing Jack with Pump & access

Stressing of steel wires/stands

hour 107.2

41 Ripper Scarifying cum/hour 60 hour 24.12 42 Rotavator Scarifying cum/hour 25 hour 14.74

43 Road marking machine

Road marking Sqm/hour 100 hour 80.4

44 Smooth Wheeled Roller 8 tonne

Soil Compaction /BM Compaction

cum/hour 70/25 hour 214.4

45 Tandem Road Roller Rolling of Aspalt Surface


46 Tipper - 5 cum Transportation of soil, GSB, WMM, Hotmix etc.

Capacity in cum 5.5 km 28.1


Capacity in cum 5.5

tonne. km

2.81


Capacity in cum 5.5 hour 234.5

49 Transit Mixer 4.0/4.5 cum

Transportation of Concrete Mix to site

cum/hour 4.5 hour 804

50 Transit Mixer 4/4.5 cum


cum/hour 4.5

tonne. km

2.33

51 Transit Mixer 3.0 cum


cum/hour 3 hour 737

52 Transit Mixer 3.0 cum


cum/hour 3

tonne. km

3



Sr. No.



Output Unit Rate

53 Tractor Pulling capacity in HP 50 hour 201

54 Tractor with Rotevator

Rate of Tractor + Rotevator

hour 201

55 Tractor with Ripper Rate of Tractor 6+ Ripper

hour 234.5

56 Truck 5.5 cum per 10 tonnes

Material Transport capacity/cum 4.5 km 28.1


Material Transport capacity/cum 4.5 hour 234.5


Material Transport capacity/cum 4.5

tonne. km

2.81

59 Vibratory Roller 8 tonne

Earth or soil / GSB / WBM

cum/hour 100/60/60 hour 1340

60 Water Tanker Water Transport capacity in KL 6 hour 134 61 Water Tanker Water Transport capacity in KL 6 km 6.7

62 Wet Mix Plant 60 TPH

Wet Mix cum/hour 25 hour 1005

5.4.4 Labour Rates

The labour rates adopted for the analysis are based on the Schedule based on BSR NH-Division, Kota Rajasthan. Table 5.3 shows the basic rates adopted for labour.

Table 5-3 Labour Rates

Item No. Description Unit Rates 1 Blacksmith (IInd class) Per Day 150.00

2 Blacksmith (Ist class)/ Welder/ Plumber/ Electrician

Per Day 200.00

3 Blaster (Stone cutter) Per Day 150.00 4 Carpenter I Class Per Day 200.00 5 Chiseller (Head Mazdoor) Per Day 200.00 6 Driller Per Day 200.00 7 Fitter Per Day 200.00 8 Mali Per Day 200.00 9 Mason (IInd class) Per Day 200.00 10 Mason (Ist class) Per Day 250.00 11 Mate / Supervisor Per Day 150.00 12 Mazdoor Per Day 125.00 13 Mazdoor/Dresser (Semi Skilled) Per Day 125.00 14 Mazdoor/Dresser/Sinker (Skilled) Per Day 150.00 15 Operator(grouting) Per Day 250.00 16 Painter I class Per Day 200.00



5.5 Total Project Cost

The total project cost has been worked on the above basis and is presented in Table 5.4 for the entire project.

Table 5-4 Abstract of Cost for Stage 1 (commencement of operation)

Sr. No. Particulars Amount

(in lacs)

A Land Acquisition 500.00 B Land Development C (i) Item Wise Cost 7659.92 D Other Toll Plazas Base cost 8159.92

Escalation for the 2nd year @ 10% on 60% of cost 459.60

TP @ 10% 765.99 Contingency @ 3% 229.80 Quality control @ 1% 76.60 Guarantee Commission to State [email protected]% 38.30 Sub Total 9730.20 A&S Charges @ 7% 681.11 Application fee and front end fee @ 0.5% 48.65 Total Cost 10459.97 IDCP 962.47 Total Cost of Project 11422.44

Table 5-5 Summary of Itemwise Cost for Stage 1 (commencement of operation)

Item No.

Particulars Cost (Rs. In Lacs)

A Concessionaire Cost 1 Site Clearance and Dismantling 57.33 2 Earth work 539.64 3 Sub-Base and Base Courses 1276.67 4 Bituminous & Concrete works 3305.64 5 Traffic Signages, Road Marking and Other Appurtenances 174.60 6 Drainage & Protective Works 588.34 7 Toll Plaza 332.20 8 Project Facilities 329.42

9 Maintenance of Existing Road during Construction including temporary diversions

130.00

10 Box Culvert, Slab culverts 460.40 11 Pipe Culvert 112.46 12 Major and Minor Bridges including approaches 131.18 13 Repair and Rehabilitation of Structures 5.16




Item No.

Particulars Cost (Rs. In Lacs)

14 Retaining Wall 62.56 15 Electrical Works 39.77 16 Horticulture 57.33 Total Cost 7659.92

Table 5-6 Abstract of Cost for Stage 2 (7th year 2019-2020)

Sr. No. Particulars Amount (in lacs)

A Renewal cost 2994.61 B Other C Other Base cost 2994.61 Escalation for the 7th year @ 10% per year 4066.52 Contingency @ 3% 211.83 Quality control @ 1% 70.61 Sub Total 7343.58 A&S Charges @ 7% 514.05 Total Cost 7857.63 Total Cost of I renewal 7857.63

Table 5-7 Summary of Itemwise Cost for Stage 2 at 7th year

Item No. Particulars

Cost (Rs. In Lacs)

A Concessionaire Cost 1 Site Clearance and Dismantling 1.13 2 Earth work 36.42 3 Granular Sub-Base and Base Courses 62.24 4 Bituminous Course 2633.11

5 Traffic Signages, Road Marking and Other Appurtenances 138.73

6 Drainage & Protective Works 1.30 7 Intersections 93.99 8 Box Culvert, Slab culverts 21.55 9 Horticulture 6.38 Total Cost 2994.86



Table 5-8 Abstract of Cost for Stage 3 (14th year 2026-2027)

Sr. No.

Particulars Amount (in lacs)

A Renewal cost 1595.18 B Other C Other Base cost 1595.18 Escalation for the 14th year @ 10% per year 5734.62 Contingency @ 3% 219.89 Quality control @ 1% 73.30 Sub Total 7622.98 A&S Charges @ 7% 533.61 Total Cost 8156.59 Total Cost of II renewal 8156.59

Table 5-9 Summary of Itemwise Cost for Stage 3 at 14th year

Item No. Particulars

Cost (Rs. In Lacs)

A Civil Cost 1 Bituminous & Concrete works 1457.73 2 Traffic Signages, Road Marking and Other Appurtenances 137.45 Total Cost 1595



CONTENTS

6.0 ECONOMIC AND FINANCIAL ANALYSIS ................................................................2

6.1 Economic Analysis .................................................................................................2

6.1.1 Evaluation Framework ...............................................................................2

6.1.2 Results of Economic Analysis....................................................................3

6.2 Financial Analysis ..................................................................................................3

6.2.1 Introduction ................................................................................................3

6.2.2 Approach to Financial Evaluation ..............................................................3

6.2.3 Cost of Project ............................................................................................3

6.2.4 Toll Rates....................................................................................................5

6.2.5 Traffic Details.............................................................................................7

6.2.6 Tollable Net Traffic Volume ......................................................................7

6.2.7 Toll Revenue ..............................................................................................8

6.2.8 Expenses ...................................................................................................14

6.2.9 Operation and Maintenance Cost .............................................................14

6.2.10 Results and Analysis.................................................................................19

CHAPTER 6 � ECONOMIC AND FINANCIAL ANALYSIS



6.0 ECONOMIC AND FINANCIAL ANALYSIS 6.1 Economic Analysis

Given the importance of infrastructure investment to National development vis-à-vis the scarcity of resources and competing demands from various sectors, it becomes extremely important to allocate available resources in the most beneficial manner amongst various sectors and within a sector, amongst various schemes. In view of the above, it is necessary to ensure that the projects selected for investment are evaluated thoroughly to determine the economic and social benefits offered by the project.

6.1.1 Evaluation Framework

Generally the framework adopted for the economic analysis is cost-benefit analysis, which sets a monetary value where possible on all financial, economic and social costs and benefits over the lifetime of the project. The underlying principles for this analysis are as follows: The lifetime of a road project for the present analysis is considered as the period for

which reliable traffic forecasts can be made. A discount rate is then applied to future economic costs and benefits to arrive at the Net Present Value (NPV) of the project. The Economic Internal Rate of Return (EIRR) of the project is also computed.

To analyze the cash flow at constant prices, an allowance is made for relative price inflation.

The discount rate is expressed in real terms. The concept of economic feasibility is to maximize the returns on investments. This is accomplished by determining the appropriate improvement proposal that leads to minimum total transport cost, which comprises of two basic components shown below.

Table 6-1 Total Transport Cost

Road Agency Costs Road User Costs

Construction Maintenance

Vehicle Operating Costs Other user costs (like travel time costs) Accidents

The reduced costs are treated as benefits calculated over the project life. The results are expressed in Economic Internal Rate of Return (EIRR) and Net Present Value (NPV). Normally Economic Evaluation will be carried out based on incremental costs & benefits comparing the total net benefits in �Without project� situation with �With Project� situation.

Also analyses will be carried out with and without Accident cost savings and benefits from savings in Travel Time. The economic analysis for the projects shall be carried with a

CHAPTER 6 � ECONOMIC AND FINANCIAL ANALYSIS



minimum of 12 % rate of interest using the standard packages. The project with more than 12% of ERR shall be taken as the criteria for the investment purposes.

6.1.2 Results of Economic Analysis Economic analysis is carried by giving all the relevant inputs such as the value of time, fuel costs, tire costs vehicle costs, maintenance of parts, depreciation, crew time, interest, over heads etc. Results of economic analysis indicate that EIRR for the project is more than 12% and hence the project is economically viable.

6.2 Financial Analysis

6.2.1 Introduction

The main objective of financial analysis is to assess the likely returns to the investors under realistic conditions. For this purpose the prevailing market rates and return on debt and equity issues in local capital markets are the important factors. In the present studies the financial viability of the project is assessed on the basis of project�s financial internal rate of

return on investments and Rate of Return on Equity, which is estimated on the basis of cash flow analysis.

6.2.2 Approach to Financial Evaluation

The main objective of financial analysis is to examine the viability of implementing the project on BOT basis. The analysis attempts to ascertain the extent to which the investment can be recovered through toll revenue and the gap, if any, be funded through Grant / Subsidy.

6.2.3 Cost of Project

The cost of Civil works of the projects including the alternatives for upgradation of existing carriageway in stage 1, 2 and 3 and cost of toll plaza are given below.

Table 6-2 Project Cost Summary

Cost (Rs. in Crore) Sr.

No. Description Stage 1 Stage 2 Stage 3

a Road works 54.84 28.27 15.95 b Structures 7.72 0.22 - c Toll Plaza 3.72 - - d Project Facility / Furniture 10.32 1.46 -

Total Civil Cost 76.60 29.95 15.95



Table 6-3 Project Cost Summary of Concessionaire Cost in Stage 1

Sr. No.


A Land Acquisition 500.00 B Land Development C (i) Item Wise Cost 7659.92 D Other Toll Plazas Base cost 8159.92 Escalation for the 2nd year @ 10% on 60% of cost 459.60 TP @ 10% 765.99 Contingency @ 3% 229.80 Quality control @ 1% 76.60 Guarantee Commission to State [email protected]% 38.30 Sub Total 9730.20 A&S Charges @ 7% 681.11 Application fee and front end fee @ 0.5% 48.65 Total Cost 10459.97 IDCP 962.47 Total Cost of Project 11422.44


Sr. No.


A Renewal cost 2994.61 B Other C Other Base cost 2994.61 Escalation for the 7th year @ 10% per year 4066.52 Contingency @ 3% 211.83 Quality control @ 1% 70.61 Sub Total 7343.58 A&S Charges @ 7% 514.05 Total Cost 7857.63 Total Cost of I renewal 7857.63


Sr. No. Particulars Amount

(in lacs) A Renewal cost 1595.18 B Other C Other Base cost 1595.18




Sr. No.


Escalation for the 14th year @ 10% per year 5734.62 Contingency @ 3% 219.89 Quality control @ 1% 73.30 Sub Total 7622.98 A&S Charges @ 7% 533.61 Total Cost 8156.59 Total Cost of II renewal 8156.59

6.2.4 Toll Rates The Project investment would be recovered by imposing user levies on vehicles using the road. In general, the toll rate for the project should have a direct relation with the benefits that the road users would gain from its improvements. The benefits to road users are likely to be in terms of fuel savings, savings in travel time and Good riding quality. Toll Rates for the project have been determined on the basis of user fees as prescribed by Government of Rajasthan Toll Notification (No. : F. 8 (50)/PW/2001/Part-I/312) dated 30th March, 2009 for Collection of Fees by any person for the use of Highway.

Table 6-6 Toll Rates for the Project Section-(2010)

Toll Fare in Rs. Car/Jeep/Van Tractor LCV Bus 2-Axle Truck

Multi Axle Trucks

Toll Plaza1(Km 12 to 48) 25 5 80 60 120 200 Toll Plaza1(Km 48 to 79.8) 20 5 75 55 115 200

Table 6-7 Toll Rates at Toll Plaza-1

Categories of Vehicles Year Tractor Trolly

Cat. 1(a) Car /Jeep Cat. 1(b)

Buses Cat. 2

Trucks <5 T Cat. 3(a)

Trucks >5 T Cat. 3(b)

Multi Axle Cat. 4

Basic Rates 5.08 16.94 42.35 57.60 86.39 142.30 Additional Fee 0.13 0.42 1.09 1.42 2.16 3.58 2009-10 7.12 23.53 59.46 79.89 120.30 198.51 2010-11 5.00 25.00 60.00 80.00 120.00 200.00 2011-12 10.00 25.00 65.00 90.00 130.00 220.00 2012-13 10.00 25.00 65.00 90.00 130.00 220.00 2013-14 10.00 30.00 70.00 95.00 145.00 240.00 2014-15 10.00 30.00 70.00 95.00 145.00 240.00 2015-16 10.00 30.00 80.00 105.00 160.00 265.00 2016-17 10.00 30.00 80.00 105.00 160.00 265.00 2017-18 10.00 35.00 85.00 115.00 175.00 290.00 2018-19 10.00 35.00 85.00 115.00 175.00 290.00 2019-20 10.00 40.00 95.00 130.00 195.00 320.00 2020-21 10.00 40.00 95.00 130.00 195.00 320.00





Buses Cat. 2



Multi Axle Cat. 4

2021-22 15.00 40.00 105.00 140.00 215.00 350.00 2022-23 15.00 40.00 105.00 140.00 215.00 350.00 2023-24 15.00 45.00 115.00 155.00 235.00 385.00 2024-25 15.00 45.00 115.00 155.00 235.00 385.00 2025-26 15.00 50.00 125.00 170.00 260.00 425.00 2026-27 15.00 50.00 125.00 170.00 260.00 425.00 2027-28 15.00 55.00 140.00 190.00 285.00 470.00 2028-29 15.00 55.00 140.00 190.00 285.00 470.00 2029-30 20.00 60.00 155.00 205.00 310.00 515.00 2030-31 20.00 60.00 155.00 205.00 310.00 515.00 2031-32 20.00 65.00 170.00 230.00 345.00 565.00 2032-33 20.00 65.00 170.00 230.00 345.00 565.00 2033-34 20.00 75.00 185.00 250.00 380.00 625.00 2034-35 20.00 75.00 185.00 250.00 380.00 625.00 2035-36 25.00 80.00 205.00 275.00 415.00 685.00

Table 6-8 Toll Rates at Toll Plaza-2



Buses Cat. 2



Multi Axle Cat. 4

Basic Rates 5.08 16.94 42.35 57.60 86.39 142.30 Additional Fee 0.13 0.42 1.09 1.42 2.16 3.58 2009-10 6.65 22.02 55.54 74.78 112.53 185.62 2010-11 5.00 20.00 55.00 75.00 115.00 185.00 2011-12 5.00 25.00 60.00 80.00 125.00 205.00 2012-13 5.00 25.00 60.00 80.00 125.00 205.00 2013-14 10.00 25.00 65.00 90.00 135.00 225.00 2014-15 10.00 25.00 65.00 90.00 135.00 225.00 2015-16 10.00 30.00 75.00 100.00 150.00 245.00 2016-17 10.00 30.00 75.00 100.00 150.00 245.00 2017-18 10.00 30.00 80.00 110.00 165.00 270.00 2018-19 10.00 30.00 80.00 110.00 165.00 270.00 2019-20 10.00 35.00 90.00 120.00 180.00 300.00 2020-21 10.00 35.00 90.00 120.00 180.00 300.00 2021-22 10.00 40.00 100.00 130.00 200.00 330.00 2022-23 10.00 40.00 100.00 130.00 200.00 330.00 2023-24 15.00 45.00 110.00 145.00 220.00 360.00 2024-25 15.00 45.00 110.00 145.00 220.00 360.00 2025-26 15.00 45.00 120.00 160.00 240.00 400.00 2026-27 15.00 45.00 120.00 160.00 240.00 400.00 2027-28 15.00 50.00 130.00 175.00 265.00 440.00 2028-29 15.00 50.00 130.00 175.00 265.00 440.00 2029-30 15.00 55.00 145.00 195.00 290.00 480.00 2030-31 15.00 55.00 145.00 195.00 290.00 480.00





Buses Cat. 2



Multi Axle Cat. 4

2031-32 20.00 65.00 160.00 215.00 320.00 530.00 2032-33 20.00 65.00 160.00 215.00 320.00 530.00 2033-34 20.00 70.00 175.00 235.00 355.00 585.00 2034-35 20.00 70.00 175.00 235.00 355.00 585.00 2035-36 25.00 75.00 190.00 260.00 390.00 640.00

6.2.5 Traffic Details Traffic surveys for seven days volume counts have been carried out in 2 locations, but out of which 2 volume counts have been considered for the toll revenue analysis. The detail of the traffic at the proposed toll plaza locations is listed in the table below:

Table 6-9 Traffic at Proposed Toll Plazas

Traffic at Proposed Toll Plaza Location

Tractors Car and

Jeep Buses Trucks < 5 MT

Trucks > 5 MT

Multi axle trucks

16.00 Km 26 395 52 115 211 123 76.20 Km 16 261 48 97 289 83

6.2.6 Tollable Net Traffic Volume

The details of Net Tollable traffic volume is presented in tables below:

TOLLABLE NET TRAFFIC VOLUME (YEAR WISE) AT TP-1

Vehicle Type

Year Tractor Trolly for commercial use

Cat. 1(a)

Car /Jeep Cat. 1(b)

Buses Cat. 2



Multi Axle

Cat. 4 1 2 3 4 5 6 7

Gross Traffic in Base Year in 2010-11

26 395 52 116 211 123

Presumed percentage of Tollable Traffic (due to monthly pass)

50 50 90 80 80 90

Tollable traffic in the base year 2010-11

13 198 47 93 169 111

DEDUCT FOR Exempted categories monthly passes as per toll (%)

2% 5% 2% 2% 2% 1%

Notification condition No 6&7 (%)

5% 0% 10% 10% 5% 5%

Seasonals variations like strike holidays etc.(%)

5% 5% 5% 5% 5% 5%



TOLLABLE NET TRAFFIC VOLUME (YEAR WISE) AT TP-1 Vehicle Type


Cat. 1(a)

Car /Jeep Cat. 1(b)

Buses Cat. 2



Multi Axle

Cat. 4 Total% Deduction 12% 10% 17% 17% 12% 11% Total Traffic for Deductions

2 20 8 16 20 12


11 178 39 77 149 99

TOLLABLE NET TRAFFIC VOLUME (YEAR WISE) AT TP-2

Vehicle Type


Cat. 1(a)

Car /Jeep Cat. 1(b)

Buses Cat. 2



Multi Axle

Cat. 4 1 2 3 4 5 6 7

Gross Traffic in Base Year in 2010-11

16 261 48 97 289 83

Presumed percentage of Tollable Traffic(due to monthly pass)

50 50 90 80 80 90


8 131 43 78 231 75

DEDUCT FOR Exempted categories monthly passes as per toll (%)

2% 5% 2% 2% 2% 1%

Notification condition No 6&7 (%)

5% 0% 10% 10% 5% 5%

Seasonals variations like strike holidays etc.(%)

5% 5% 5% 5% 5% 5%

Total% Deduction 12% 10% 17% 17% 12% 11% Total Trafic for Deductions

1 13 7 13 28 8


7 118 36 65 203 67

6.2.7 Toll Revenue

The toll revenue is the product of the forecast traffic expected to use the road and the appropriate toll fee for the vehicle category. A summary of Toll revenue has been given in Table 6-8 and Table 6-9.



Table 6-10 Toll Revenue at Toll Plaza-1

Vehicle Type Tractor Trolly Car /Jeep Buses Trucks <5 T Trucks >5 T Multi Axle Year Quarter

No. of

Days Traffic Rate Toll Traffic Rate Toll Traffic Rate Toll Traffic Rate Toll Traffic Rate Toll Traffic Rate Toll

Total Daily for

100% realisation

Total Quarterly for 100% realisation

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 2010

- 2011

IV 90 0 5 0 0 25 0 0 60 0 0 80 0 0 120 0 0 200 0 0 0

I 91 0 10 0 0 25 0 0 65 0 0 90 0 0 130 0 0 220 0 0 0 II 92 0 10 0 0 25 0 0 65 0 0 90 0 0 130 0 0 220 0 0 0 III 92 0 10 0 0 25 0 0 65 0 0 90 0 0 130 0 0 220 0 0 0

2011 -

2012 IV 90 0 10 0 0 25 0 0 65 0 0 90 0 0 130 0 0 220 0 0 0 I 91 0 10 0 0 25 0 0 65 0 0 90 0 0 130 0 0 220 0 0 0 II 92 0 10 0 0 25 0 0 65 0 0 90 0 0 130 0 0 220 0 0 0 III 92 0 10 0 0 25 0 0 65 0 0 90 0 0 130 0 0 220 0 0 0

2012 -

2013 IV 91 13 10 130 196 25 4900 43 65 2795 85 90 7650 164 130 21320 109 220 23980 60775 5530525 I 91 14 10 140 206 30 6180 45 70 3150 89 95 8455 172 145 24940 114 240 27360 70225 6390475 II 92 14 10 140 206 30 6180 45 70 3150 89 95 8455 172 145 24940 114 240 27360 70225 6460700 III 92 14 10 140 206 30 6180 45 70 3150 89 95 8455 172 145 24940 114 240 27360 70225 6460700

2013 -

2014 IV 90 14 10 140 206 30 6180 45 70 3150 89 95 8455 172 145 24940 114 240 27360 70225 6320250 I 91 15 10 150 216 30 6480 47 70 3290 93 95 8835 181 145 26245 120 240 28800 73800 6715800 92 15 10 150 216 30 6480 47 70 3290 93 95 8835 181 145 26245 120 240 28800 73800 6789600

III 92 15 10 150 216 30 6480 47 70 3290 93 95 8835 181 145 26245 120 240 28800 73800 6789600

2014 -

2015 IV 90 15 10 150 216 30 6480 47 70 3290 93 95 8835 181 145 26245 120 240 28800 73800 6642000 I 91 16 10 160 227 30 6810 49 80 3920 98 105 10290 190 160 30400 126 265 33390 84970 7732270 II 92 16 10 160 227 30 6810 49 80 3920 98 105 10290 190 160 30400 126 265 33390 84970 7817240 III 92 16 10 160 227 30 6810 49 80 3920 98 105 10290 190 160 30400 126 265 33390 84970 7817240

2015 -

2016 IV 90 16 10 160 227 30 6810 49 80 3920 98 105 10290 190 160 30400 126 265 33390 84970 7647300 I 91 17 10 170 238 30 7140 51 80 4080 103 105 10815 200 160 32000 132 265 34980 89185 8115835 II 92 17 10 170 238 30 7140 51 80 4080 103 105 10815 200 160 32000 132 265 34980 89185 8205020 III 92 17 10 170 238 30 7140 51 80 4080 103 105 10815 200 160 32000 132 265 34980 89185 8205020

2016 -

2017 IV 91 17 10 170 238 30 7140 51 80 4080 103 105 10815 200 160 32000 132 265 34980 89185 8115835 I 91 18 10 180 250 35 8750 54 85 4590 108 115 12420 210 175 36750 139 290 40310 103000 9373000 II 92 18 10 180 250 35 8750 54 85 4590 108 115 12420 210 175 36750 139 290 40310 103000 9476000 III 92 18 10 180 250 35 8750 54 85 4590 108 115 12420 210 175 36750 139 290 40310 103000 9476000

2017 -

2018 IV 90 18 10 180 250 35 8750 54 85 4590 108 115 12420 210 175 36750 139 290 40310 103000 9270000 I 91 19 10 190 263 35 9205 57 85 4845 113 115 12995 221 175 38675 146 290 42340 108250 9850750 II 92 19 10 190 263 35 9205 57 85 4845 113 115 12995 221 175 38675 146 290 42340 108250 9959000 III 92 19 10 190 263 35 9205 57 85 4845 113 115 12995 221 175 38675 146 290 42340 108250 9959000

2018 -

2019 IV 90 19 10 190 263 35 9205 57 85 4845 113 115 12995 221 175 38675 146 290 42340 108250 9742500




No. of


Total Daily for

100% realisation


I 91 20 10 200 276 40 11040 60 95 5700 119 130 15470 232 195 45240 153 320 48960 126610 11521510 II 92 20 10 200 276 40 11040 60 95 5700 119 130 15470 232 195 45240 153 320 48960 126610 11648120 III 92 20 10 200 276 40 11040 60 95 5700 119 130 15470 232 195 45240 153 320 48960 126610 11648120

2019 -

2020 IV 90 20 10 200 276 40 11040 60 95 5700 119 130 15470 232 195 45240 153 320 48960 126610 11394900 I 91 21 10 210 290 40 11600 63 95 5985 125 130 16250 244 195 47580 161 320 51520 133145 12116195 II 92 21 10 210 290 40 11600 63 95 5985 125 130 16250 244 195 47580 161 320 51520 133145 12249340 III 92 21 10 210 290 40 11600 63 95 5985 125 130 16250 244 195 47580 161 320 51520 133145 12249340

2020-

2021 IV 91 21 10 210 290 40 11600 63 95 5985 125 130 16250 244 195 47580 161 320 51520 133145 12116195 I 91 22 15 330 305 40 12200 66 105 6930 131 140 18340 256 215 55040 169 350 59150 151990 13831090 II 92 22 15 330 305 40 12200 66 105 6930 131 140 18340 256 215 55040 169 350 59150 151990 13983080 III 92 22 15 330 305 40 12200 66 105 6930 131 140 18340 256 215 55040 169 350 59150 151990 13983080

2021 -

2022 IV 90 22 15 330 305 40 12200 66 105 6930 131 140 18340 256 215 55040 169 350 59150 151990 13679100 I 91 23 15 345 320 40 12800 69 105 7245 138 140 19320 269 215 57835 177 350 61950 159495 14514045 II 92 23 15 345 320 40 12800 69 105 7245 138 140 19320 269 215 57835 177 350 61950 159495 14673540 III 92 23 15 345 320 40 12800 69 105 7245 138 140 19320 269 215 57835 177 350 61950 159495 14673540

2022 -

2023 IV 91 23 15 345 320 40 12800 69 105 7245 138 140 19320 269 215 57835 177 350 61950 159495 14514045 I 91 24 15 360 336 45 15120 72 115 8280 145 155 22475 282 235 66270 186 385 71610 184115 16754465 II 92 24 15 360 336 45 15120 72 115 8280 145 155 22475 282 235 66270 186 385 71610 184115 16938580 III 92 24 15 360 336 45 15120 72 115 8280 145 155 22475 282 235 66270 186 385 71610 184115 16938580

2023 -

2024 IV 90 24 15 360 336 45 15120 72 115 8280 145 155 22475 282 235 66270 186 385 71610 184115 16570350 I 91 25 15 375 353 45 15885 76 115 8740 152 155 23560 296 235 69560 195 385 75075 193195 17580745 II 92 25 15 375 353 45 15885 76 115 8740 152 155 23560 296 235 69560 195 385 75075 193195 17773940 III 92 25 15 375 353 45 15885 76 115 8740 152 155 23560 296 235 69560 195 385 75075 193195 17773940

2024 -

2025 IV 90 25 15 375 353 45 15885 76 115 8740 152 155 23560 296 235 69560 195 385 75075 193195 17387550 I 91 26 15 390 371 50 18550 80 125 10000 160 170 27200 311 260 80860 205 425 87125 224125 20395375 II 92 26 15 390 371 50 18550 80 125 10000 160 170 27200 311 260 80860 205 425 87125 224125 20619500 III 92 26 15 390 371 50 18550 80 125 10000 160 170 27200 311 260 80860 205 425 87125 224125 20619500

2025 -

2026 IV 90 26 15 390 371 50 18550 80 125 10000 160 170 27200 311 260 80860 205 425 87125 224125 20171250 I 91 27 15 405 390 50 19500 84 125 10500 168 170 28560 327 260 85020 215 425 91375 235360 21417760 II 92 27 15 405 390 50 19500 84 125 10500 168 170 28560 327 260 85020 215 425 91375 235360 21653120 III 92 27 15 405 390 50 19500 84 125 10500 168 170 28560 327 260 85020 215 425 91375 235360 21653120

2026 -

2027 IV 90 27 15 405 390 50 19500 84 125 10500 168 170 28560 327 260 85020 215 425 91375 235360 21182400 I 91 28 15 420 410 55 22550 88 140 12320 176 190 33440 343 285 97755 226 470 106220 272705 24816155 II 92 28 15 420 410 55 22550 88 140 12320 176 190 33440 343 285 97755 226 470 106220 272705 25088860 III 92 28 15 420 410 55 22550 88 140 12320 176 190 33440 343 285 97755 226 470 106220 272705 25088860

2027 -

2028 IV 90 28 15 420 410 55 22550 88 140 12320 176 190 33440 343 285 97755 226 470 106220 272705 24543450 I 91 29 15 435 431 55 23705 92 140 12880 185 190 35150 360 285 102600 237 470 111390 286160 26040560 II 92 29 15 435 431 55 23705 92 140 12880 185 190 35150 360 285 102600 237 470 111390 286160 26326720

2028 -

2029 III 92 29 15 435 431 55 23705 92 140 12880 185 190 35150 360 285 102600 237 470 111390 286160 26326720




No. of


Total Daily for

100% realisation


IV 90 29 15 435 431 55 23705 92 140 12880 185 190 35150 360 285 102600 237 470 111390 286160 25754400 I 91 30 20 600 453 60 27180 97 155 15035 194 205 39770 378 310 117180 249 515 128235 328000 29848000 II 92 30 20 600 453 60 27180 97 155 15035 194 205 39770 378 310 117180 249 515 128235 328000 30176000 III 92 30 20 600 453 60 27180 97 155 15035 194 205 39770 378 310 117180 249 515 128235 328000 30176000

2029 -

2030 IV 90 30 20 600 453 60 27180 97 155 15035 194 205 39770 378 310 117180 249 515 128235 328000 29520000 I 91 32 20 640 476 60 28560 102 155 15810 204 205 41820 397 310 123070 261 515 134415 344315 31332665 II 92 32 20 640 476 60 28560 102 155 15810 204 205 41820 397 310 123070 261 515 134415 344315 31676980 III 92 32 20 640 476 60 28560 102 155 15810 204 205 41820 397 310 123070 261 515 134415 344315 31676980

2030 -

2031 IV 90 32 20 640 476 60 28560 102 155 15810 204 205 41820 397 310 123070 261 515 134415 344315 30988350 I 91 34 20 680 500 65 32500 107 170 18190 214 230 49220 417 345 143865 274 565 154810 399265 36333115 II 92 34 20 680 500 65 32500 107 170 18190 214 230 49220 417 345 143865 274 565 154810 399265 36732380 III 92 34 20 680 500 65 32500 107 170 18190 214 230 49220 417 345 143865 274 565 154810 399265 36732380

2031 -

2032 IV 90 34 20 680 500 65 32500 107 170 18190 214 230 49220 417 345 143865 274 565 154810 399265 35933850 I 91 36 20 720 525 65 34125 112 170 19040 225 230 51750 438 345 151110 288 565 162720 419465 38171315 II 92 36 20 720 525 65 34125 112 170 19040 225 230 51750 438 345 151110 288 565 162720 419465 38590780 III 92 36 20 720 525 65 34125 112 170 19040 225 230 51750 438 345 151110 288 565 162720 419465 38590780

2032 -

2033 IV 90 36 20 720 525 65 34125 112 170 19040 225 230 51750 438 345 151110 288 565 162720 419465 37751850

Table 6-11 Toll Revenue at Toll Plaza-2


No. of


Total Daily for

100% realisation


1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 2010

- 2011

IV 90 0 5 0 0 20 0 0 55 0 0 75 0 0 115 0 0 185 0 0 0

I 91 0 5 0 0 25 0 0 60 0 0 80 0 0 125 0 0 205 0 0 0 II 92 0 5 0 0 25 0 0 60 0 0 80 0 0 125 0 0 205 0 0 0 III 92 0 5 0 0 25 0 0 60 0 0 80 0 0 125 0 0 205 0 0 0

2011-

2012 IV 90 0 5 0 0 25 0 0 60 0 0 80 0 0 125 0 0 205 0 0 0 I 91 0 5 0 0 25 0 0 60 0 0 80 0 0 125 0 0 205 0 0 0 II 92 0 5 0 0 25 0 0 60 0 0 80 0 0 125 0 0 205 0 0 0 III 92 0 5 0 0 25 0 0 60 0 0 80 0 0 125 0 0 205 0 0 0

2012-

2013 IV 91 7 5 35 130 25 3250 40 60 2400 71 80 5680 224 125 28000 74 205 15170 54535 4962685 I 91 7 10 70 137 25 3425 42 65 2730 75 90 6750 235 135 31725 78 225 17550 62250 5664750 II 92 7 10 70 137 25 3425 42 65 2730 75 90 6750 235 135 31725 78 225 17550 62250 5727000

2013-

2014 III 92 7 10 70 137 25 3425 42 65 2730 75 90 6750 235 135 31725 78 225 17550 62250 5727000




No. of


Total Daily for

100% realisation


IV 90 7 10 70 137 25 3425 42 65 2730 75 90 6750 235 135 31725 78 225 17550 62250 5602500 I 91 7 10 70 144 25 3600 44 65 2860 79 90 7110 247 135 33345 82 225 18450 65435 5954585 92 7 10 70 144 25 3600 44 65 2860 79 90 7110 247 135 33345 82 225 18450 65435 6020020

III 92 7 10 70 144 25 3600 44 65 2860 79 90 7110 247 135 33345 82 225 18450 65435 6020020

2014-

2015 IV 90 7 10 70 144 25 3600 44 65 2860 79 90 7110 247 135 33345 82 225 18450 65435 5889150 I 91 7 10 70 151 30 4530 46 75 3450 83 100 8300 259 150 38850 86 245 21070 76270 6940570 II 92 7 10 70 151 30 4530 46 75 3450 83 100 8300 259 150 38850 86 245 21070 76270 7016840 III 92 7 10 70 151 30 4530 46 75 3450 83 100 8300 259 150 38850 86 245 21070 76270 7016840

2015-

2016 IV 90 7 10 70 151 30 4530 46 75 3450 83 100 8300 259 150 38850 86 245 21070 76270 6864300 I 91 7 10 70 159 30 4770 48 75 3600 87 100 8700 272 150 40800 90 245 22050 79990 7279090 II 92 7 10 70 159 30 4770 48 75 3600 87 100 8700 272 150 40800 90 245 22050 79990 7359080 III 92 7 10 70 159 30 4770 48 75 3600 87 100 8700 272 150 40800 90 245 22050 79990 7359080

2016-

2017 IV 91 7 10 70 159 30 4770 48 75 3600 87 100 8700 272 150 40800 90 245 22050 79990 7279090 I 91 7 10 70 167 30 5010 50 80 4000 91 110 10010 286 165 47190 95 270 25650 91930 8365630 II 92 7 10 70 167 30 5010 50 80 4000 91 110 10010 286 165 47190 95 270 25650 91930 8457560 III 92 7 10 70 167 30 5010 50 80 4000 91 110 10010 286 165 47190 95 270 25650 91930 8457560

2017-

2018 IV 90 7 10 70 167 30 5010 50 80 4000 91 110 10010 286 165 47190 95 270 25650 91930 8273700 I 91 7 10 70 175 30 5250 53 80 4240 96 110 10560 300 165 49500 100 270 27000 96620 8792420 II 92 7 10 70 175 30 5250 53 80 4240 96 110 10560 300 165 49500 100 270 27000 96620 8889040 III 92 7 10 70 175 30 5250 53 80 4240 96 110 10560 300 165 49500 100 270 27000 96620 8889040

2018-

2019 IV 90 7 10 70 175 30 5250 53 80 4240 96 110 10560 300 165 49500 100 270 27000 96620 8695800 I 91 7 10 70 184 35 6440 56 90 5040 101 120 12120 315 180 56700 105 300 31500 111870 10180170 II 92 7 10 70 184 35 6440 56 90 5040 101 120 12120 315 180 56700 105 300 31500 111870 10292040 III 92 7 10 70 184 35 6440 56 90 5040 101 120 12120 315 180 56700 105 300 31500 111870 10292040

2019-

2020 IV 90 7 10 70 184 35 6440 56 90 5040 101 120 12120 315 180 56700 105 300 31500 111870 10068300 I 91 7 10 70 193 35 6755 59 90 5310 106 120 12720 331 180 59580 110 300 33000 117435 10686585 II 92 7 10 70 193 35 6755 59 90 5310 106 120 12720 331 180 59580 110 300 33000 117435 10804020 III 92 7 10 70 193 35 6755 59 90 5310 106 120 12720 331 180 59580 110 300 33000 117435 10804020

2020-

2021 IV 91 7 10 70 193 35 6755 59 90 5310 106 120 12720 331 180 59580 110 300 33000 117435 10686585 I 91 7 10 70 203 40 8120 62 100 6200 111 130 14430 348 200 69600 116 330 38280 136700 12439700 II 92 7 10 70 203 40 8120 62 100 6200 111 130 14430 348 200 69600 116 330 38280 136700 12576400 III 92 7 10 70 203 40 8120 62 100 6200 111 130 14430 348 200 69600 116 330 38280 136700 12576400

2021-

2022 IV 90 7 10 70 203 40 8120 62 100 6200 111 130 14430 348 200 69600 116 330 38280 136700 12303000 I 91 7 10 70 213 40 8520 65 100 6500 117 130 15210 365 200 73000 122 330 40260 143560 13063960 II 92 7 10 70 213 40 8520 65 100 6500 117 130 15210 365 200 73000 122 330 40260 143560 13207520 III 92 7 10 70 213 40 8520 65 100 6500 117 130 15210 365 200 73000 122 330 40260 143560 13207520

2022-

2023 IV 91 7 10 70 213 40 8520 65 100 6500 117 130 15210 365 200 73000 122 330 40260 143560 13063960 I 91 7 15 105 224 45 10080 68 110 7480 123 145 17835 383 220 84260 128 360 46080 165840 15091440 2023

- II 92 7 15 105 224 45 10080 68 110 7480 123 145 17835 383 220 84260 128 360 46080 165840 15257280




No. of


Total Daily for

100% realisation


III 92 7 15 105 224 45 10080 68 110 7480 123 145 17835 383 220 84260 128 360 46080 165840 15257280 2024 IV 90 7 15 105 224 45 10080 68 110 7480 123 145 17835 383 220 84260 128 360 46080 165840 14925600 I 91 7 15 105 235 45 10575 71 110 7810 129 145 18705 402 220 88440 134 360 48240 173875 15822625 II 92 7 15 105 235 45 10575 71 110 7810 129 145 18705 402 220 88440 134 360 48240 173875 15996500 III 92 7 15 105 235 45 10575 71 110 7810 129 145 18705 402 220 88440 134 360 48240 173875 15996500

2024-

2025 IV 90 7 15 105 235 45 10575 71 110 7810 129 145 18705 402 220 88440 134 360 48240 173875 15648750 I 91 7 15 105 247 45 11115 75 120 9000 135 160 21600 422 240 101280 141 400 56400 199500 18154500 II 92 7 15 105 247 45 11115 75 120 9000 135 160 21600 422 240 101280 141 400 56400 199500 18354000 III 92 7 15 105 247 45 11115 75 120 9000 135 160 21600 422 240 101280 141 400 56400 199500 18354000

2025-

2026 IV 90 7 15 105 247 45 11115 75 120 9000 135 160 21600 422 240 101280 141 400 56400 199500 17955000 I 91 7 15 105 259 45 11655 79 120 9480 142 160 22720 443 240 106320 148 400 59200 209480 19062680 II 92 7 15 105 259 45 11655 79 120 9480 142 160 22720 443 240 106320 148 400 59200 209480 19272160 III 92 7 15 105 259 45 11655 79 120 9480 142 160 22720 443 240 106320 148 400 59200 209480 19272160

2026-

2027 IV 90 7 15 105 259 45 11655 79 120 9480 142 160 22720 443 240 106320 148 400 59200 209480 18853200 I 91 7 15 105 272 50 13600 83 130 10790 149 175 26075 465 265 123225 155 440 68200 241995 22021545 II 92 7 15 105 272 50 13600 83 130 10790 149 175 26075 465 265 123225 155 440 68200 241995 22263540 III 92 7 15 105 272 50 13600 83 130 10790 149 175 26075 465 265 123225 155 440 68200 241995 22263540

2027-

2028 IV 90 7 15 105 272 50 13600 83 130 10790 149 175 26075 465 265 123225 155 440 68200 241995 21779550 I 91 7 15 105 286 50 14300 87 130 11310 156 175 27300 488 265 129320 163 440 71720 254055 23119005 II 92 7 15 105 286 50 14300 87 130 11310 156 175 27300 488 265 129320 163 440 71720 254055 23373060 III 92 7 15 105 286 50 14300 87 130 11310 156 175 27300 488 265 129320 163 440 71720 254055 23373060

2028-

2029 IV 90 7 15 105 286 50 14300 87 130 11310 156 175 27300 488 265 129320 163 440 71720 254055 22864950 I 91 7 15 105 300 55 16500 91 145 13195 164 195 31980 512 290 148480 171 480 82080 292340 26602940 II 92 7 15 105 300 55 16500 91 145 13195 164 195 31980 512 290 148480 171 480 82080 292340 26895280 III 92 7 15 105 300 55 16500 91 145 13195 164 195 31980 512 290 148480 171 480 82080 292340 26895280

2029-

2030 IV 90 7 15 105 300 55 16500 91 145 13195 164 195 31980 512 290 148480 171 480 82080 292340 26310600 I 91 7 15 105 315 55 17325 96 145 13920 172 195 33540 538 290 156020 180 480 86400 307310 27965210 II 92 7 15 105 315 55 17325 96 145 13920 172 195 33540 538 290 156020 180 480 86400 307310 28272520 III 92 7 15 105 315 55 17325 96 145 13920 172 195 33540 538 290 156020 180 480 86400 307310 28272520

2030-

2031 IV 90 7 15 105 315 55 17325 96 145 13920 172 195 33540 538 290 156020 180 480 86400 307310 27657900 I 91 7 20 140 331 65 21515 101 160 16160 181 215 38915 565 320 180800 189 530 100170 357700 32550700 II 92 7 20 140 331 65 21515 101 160 16160 181 215 38915 565 320 180800 189 530 100170 357700 32908400 III 92 7 20 140 331 65 21515 101 160 16160 181 215 38915 565 320 180800 189 530 100170 357700 32908400

2031-

2032 IV 90 7 20 140 331 65 21515 101 160 16160 181 215 38915 565 320 180800 189 530 100170 357700 32193000 I 91 7 20 140 348 65 22620 106 160 16960 190 215 40850 593 320 189760 198 530 104940 375270 34149570 II 92 7 20 140 348 65 22620 106 160 16960 190 215 40850 593 320 189760 198 530 104940 375270 34524840 III 92 7 20 140 348 65 22620 106 160 16960 190 215 40850 593 320 189760 198 530 104940 375270 34524840

2032-

2033 IV 90 7 20 140 348 65 22620 106 160 16960 190 215 40850 593 320 189760 198 530 104940 375270 33774300



6.2.8 Expenses Expenses can broadly be classified based on the phases in which they are incurred, viz. construction period expenses and operation & maintenance period expenses.

Construction Period Expenses Preliminary and pre-operative expenses Contingency allowance Interest during construction period

Operation and Maintenance Period Expenses Toll collection expenses Administrative expenses for day-to-day operation. Maintenance expenses, which include routine and periodic maintenance. Interest expenses incurred for servicing term loans. (10.00%)

Client would extend toll collection rights to the developer. The developer then would have the option of either collecting the toll himself or further subcontracting the same to a toll collection agency. In the present study, it is assumed that the developer would undertake operation and maintenance himself.

6.2.9 Operation and Maintenance Cost

The maintenance costs (routine and periodic) have been considered in the Stage 2 and Stage 3. Cost involving Routine maintenance is considered at phase wise, i.e., for the first 5 years, cost of routine maintenance is of 1.5 times the total investment made during construction of project and is increased at a rate of 0.5 % after every 5 years. The periodic maintenance costs include cost of overlay, repair/renovation of road furniture, drains, buildings etc. The periodic maintenance includes periodic strengthening and renewals in the 7th year and 14th year of operation.



Table 6-12 Financial analysis of Project section

Year Quarter Collection

from Table -5

Toll realisation

85%

Deduct Charges of Operation @ 7.5%

Maintenance Charges @

1.5%- 0-5 yrs, 2% for 5-10 yrs, 2.5% for > 10yrs

Net Amount Available

for Repayment

(D-E-F)

Amount of

Annuity

PPL Amount Resting at

Commencement of Quarter

Interest @

10.00% on PPL Amount

PPL Amount

+ Interest (H+I)

Balance PPL

Amount (J-G)

Cost of Renewal/

Strengthening

A B C D E F G G' H I J K L 2010- 2011

IV 0.00 0.00 0.00 0.00 0.00 1142.2 1307.50 32.69 1340.18 197.94 1307.50

I 0.00 0.00 0.00 0.00 0.00 1505.44 37.64 1543.07 1543.07 1307.50 II 0.00 0.00 0.00 0.00 0.00 2850.57 71.26 2921.83 2921.83 1307.50 III 0.00 0.00 0.00 0.00 0.00 4229.33 105.73 4335.06 4335.06 1307.50

2011- 2012

IV 0.00 0.00 0.00 0.00 0.00 1142.2 5642.56 141.06 5783.62 4641.38 1307.50 I 0.00 0.00 0.00 0.00 0.00 5948.87 148.72 6097.60 6097.60 1307.50 II 0.00 0.00 0.00 0.00 0.00 7405.09 185.13 7590.22 7590.22 1307.50 III 0.00 0.00 0.00 0.00 0.00 8897.72 222.44 9120.16 9120.16 1307.50

2012- 2013

IV 104.93 89.19 6.69 42.83 39.67 1285.00 9120.16 228.00 9348.16 8023.49 I 120.55 102.47 7.69 42.83 51.95 8023.49 200.59 8224.08 8172.13 II 121.88 103.60 7.77 42.83 52.99 8172.13 204.30 8376.43 8323.44 III 121.88 103.60 7.77 42.83 52.99 8323.44 208.09 8531.53 8478.54

2013- 2014

IV 119.23 101.34 7.60 42.83 50.91 1285.00 8478.54 211.96 8690.50 7354.59 I 126.70 107.70 8.08 42.83 56.79 7354.59 183.86 7538.46 7481.67 II 128.10 108.88 8.17 42.83 57.88 7481.67 187.04 7668.71 7610.83 III 128.10 108.88 8.17 42.83 57.88 7610.83 190.27 7801.10 7743.22

2014- 2015

IV 125.31 106.51 7.99 42.83 55.69 1285.00 7743.22 193.58 7936.80 6596.11 I 146.73 124.72 9.35 42.83 72.53 6596.11 164.90 6761.01 6688.48 148.34 126.09 9.46 42.83 73.80 6688.48 167.21 6855.69 6781.89

III 148.34 126.09 9.46 42.83 73.80 6781.89 169.55 6951.44 6877.64 2015- 2016

IV 145.12 123.35 9.25 57.11 56.99 1285.00 6877.64 171.94 7049.58 5707.60 I 153.95 130.86 9.81 57.11 63.93 5707.60 142.69 5850.29 5786.36 II 155.64 132.29 9.92 57.11 65.26 5786.36 144.66 5931.02 5865.76 III 155.64 132.29 9.92 57.11 65.26 5865.76 146.64 6012.40 5947.14

2016- 2017

IV 153.95 130.86 9.81 57.11 63.93 1285.00 5947.14 148.68 6095.82 4746.89




from Table -5

Toll realisation

85%





for Repayment

(D-E-F)

Amount of

Annuity



Interest @


PPL Amount

+ Interest (H+I)

Balance PPL

Amount (J-G)

Cost of Renewal/

Strengthening

A B C D E F G G' H I J K L I 177.39 150.78 11.31 57.11 82.36 4746.89 118.67 4865.56 4783.20 II 179.34 152.44 11.43 57.11 83.89 4783.20 119.58 4902.78 4818.89 III 179.34 152.44 11.43 57.11 83.89 4818.89 120.47 4939.36 4855.47

2017- 2018

IV 175.44 149.12 11.18 57.11 80.83 1285.00 4855.47 121.39 4976.86 3611.03 I 186.43 158.47 11.89 57.11 89.47 3611.03 90.28 3701.31 3611.84 II 188.48 160.21 12.02 57.11 91.08 3611.84 90.30 3702.14 3611.06 III 188.48 160.21 12.02 57.11 91.08 3611.06 90.28 3701.33 3610.25

2018- 2019

IV 184.38 156.73 11.75 57.11 87.86 1285.00 3610.25 90.26 3700.51 2327.65 I 217.02 184.46 13.83 57.11 113.52 2327.65 58.19 2385.84 2272.32 II 219.40 186.49 13.99 57.11 115.39 2272.32 56.81 2329.13 2213.74 III 219.40 186.49 13.99 57.11 115.39 2213.74 55.34 2269.08 2153.69

2019- 2020

IV 214.63 182.44 13.68 57.11 111.64 1285.00 10011.32 250.28 10261.60 8864.96 7857.63 I 228.03 193.82 14.54 57.11 122.17 8864.96 221.62 9086.58 8964.41 II 230.53 195.95 14.70 57.11 124.14 8964.41 224.11 9188.52 9064.38 III 230.53 195.95 14.70 57.11 124.14 9064.38 226.61 9290.98 9166.84

2020- 2021

IV 228.03 193.82 14.54 71.39 107.90 1285.00 9166.84 229.17 9396.01 8003.11 I 262.71 223.30 16.75 71.39 135.16 8003.11 200.08 8203.19 8068.03 II 265.59 225.76 16.93 71.39 137.43 8068.03 201.70 8269.73 8132.30 III 265.59 225.76 16.93 71.39 137.43 8132.30 203.31 8335.60 8198.17

2021- 2022

IV 259.82 220.85 16.56 71.39 132.89 1285.00 8198.17 204.95 8403.12 6985.23 I 275.78 234.41 17.58 71.39 145.44 6985.23 174.63 7159.86 7014.42 II 278.81 236.99 17.77 71.39 147.82 7014.42 175.36 7189.78 7041.95 III 278.81 236.99 17.77 71.39 147.82 7041.95 176.05 7218.00 7070.18

2022- 2023

IV 275.78 234.41 17.58 71.39 145.44 1285.00 7070.18 176.75 7246.93 5816.49 I 318.46 270.69 20.30 71.39 179.00 5816.49 145.41 5961.90 5782.90 II 321.96 273.66 20.52 71.39 181.75 5782.90 144.57 5927.48 5745.73 III 321.96 273.66 20.52 71.39 181.75 5745.73 143.64 5889.37 5707.62

2023- 2024

IV 314.96 267.72 20.08 71.39 176.25 1285.00 5707.62 142.69 5850.31 4389.07




from Table -5

Toll realisation

85%





for Repayment

(D-E-F)

Amount of

Annuity



Interest @


PPL Amount

+ Interest (H+I)

Balance PPL

Amount (J-G)

Cost of Renewal/

Strengthening

A B C D E F G G' H I J K L I 334.03 283.93 21.29 71.39 191.24 4389.07 109.73 4498.79 4307.55 II 337.70 287.05 21.53 71.39 194.13 4307.55 107.69 4415.24 4221.11 III 337.70 287.05 21.53 71.39 194.13 4221.11 105.53 4326.63 4132.50

2024- 2025

IV 330.36 280.81 21.06 71.39 188.36 1285.00 4132.50 103.31 4235.82 2762.46 I 385.50 327.67 24.58 71.39 231.71 2762.46 69.06 2831.52 2599.81 II 389.74 331.27 24.85 71.39 235.04 2599.81 65.00 2664.81 2429.77 III 389.74 331.27 24.85 71.39 235.04 2429.77 60.74 2490.51 2255.47

2025- 2026

IV 381.26 324.07 24.31 71.39 228.38 1285.00 2255.47 56.39 2311.86 798.48 I 404.80 344.08 25.81 71.39 246.89 798.48 19.96 818.45 571.56 II 409.25 347.86 26.09 71.39 250.38 571.56 14.29 585.85 335.46 III 409.25 347.86 26.09 71.39 250.38 335.46 8.39 343.85 93.47

2026- 2027

IV 400.36 340.30 25.52 71.39 243.39 1285.00 8250.06 206.25 8456.31 6927.92 8156.59 I 468.38 398.12 29.86 71.39 296.87 6927.92 173.20 7101.11 6804.24 II 473.52 402.50 30.19 71.39 300.92 6804.24 170.11 6974.35 6673.43 III 473.52 402.50 30.19 71.39 300.92 6673.43 166.84 6840.27 6539.35

2027- 2028

IV 463.23 393.75 29.53 71.39 292.82 1285.00 6539.35 163.48 6702.83 5125.01 I 491.60 417.86 31.34 71.39 315.13 5125.01 128.13 5253.13 4938.01 II 497.00 422.45 31.68 71.39 319.37 4938.01 123.45 5061.46 4742.08 III 497.00 422.45 31.68 71.39 319.37 4742.08 118.55 4860.64 4541.26

2028- 2029

IV 486.19 413.26 30.99 71.39 310.88 1285.00 4541.26 113.53 4654.79 3058.91 I 564.51 479.83 35.99 71.39 372.46 3058.91 76.47 3135.39 2762.93 II 570.71 485.11 36.38 71.39 377.33 2762.93 69.07 2832.00 2454.67 III 570.71 485.11 36.38 71.39 377.33 2454.67 61.37 2516.04 2138.71

2029- 2030

IV 558.31 474.56 35.59 71.39 367.58 1285.00 2138.71 53.47 2192.17 539.60 I 592.98 504.03 37.80 71.39 394.84 539.60 13.49 553.08 158.25 II 599.50 509.57 38.22 71.39 399.96 158.25 3.96 162.20 -237.76 III 599.50 509.57 38.22 71.39 399.96 -237.76 -5.94 -243.70 -643.67

2030- 2031

IV 586.46 498.49 37.39 71.39 389.72 0.00 -643.67 -16.09 -659.76 -1049.48




from Table -5

Toll realisation

85%





for Repayment

(D-E-F)

Amount of

Annuity



Interest @


PPL Amount

+ Interest (H+I)

Balance PPL

Amount (J-G)

Cost of Renewal/

Strengthening

A B C D E F G G' H I J K L I 688.84 585.51 43.91 71.39 470.21 -1049.48 -26.24 -1075.71 -1545.92 II 696.41 591.95 44.40 71.39 476.16 -1545.92 -38.65 -1584.57 -2060.73 III 696.41 591.95 44.40 71.39 476.16 -2060.73 -51.52 -2112.25 -2588.41

2031- 2032

IV 681.27 579.08 43.43 71.39 464.26 0.00 -2588.41 -64.71 -2653.12 -3117.38 I 723.21 614.73 46.10 71.39 497.23 -3117.38 -77.93 -3195.31 -3692.54 II 731.16 621.48 46.61 71.39 503.48 -3692.54 -92.31 -3784.86 -4288.34 III 731.16 621.48 46.61 71.39 503.48 -4288.34 -107.21 -4395.55 -4899.03

2032- 2033

IV 715.26 607.97 45.60 71.39 490.98 0.00 -4899.03 -122.48 -5021.50 -5512.49



6.2.10 Results and Analysis Based on the project structure traffic study and toll rate analysis, financial feasibility analysis has been carried out. The objective of the financial analysis is to ascertain the existence of sustainable project returns, which shall successfully meet the expectations of its financial investors. The FIRR for the Returns on Investment and Returns on Equity for the concession period of 20 years has been examined. The results are from the analysis; the project is viable under a concession period of 20 years with an annuity of Rs. 12.85 Cr.



CONTENTS

7.0 CONCLUSIONS ................................................................................................................2

7.1 Conclusions ............................................................................................................2

CHAPTER 7 � CONCLUSIONS



7.0 CONCLUSIONS

7.1 Conclusions The project cost was used in financial analysis carried out with a view to establish the BOT viability of the project. After detailed examination, analysis and appreciation of various functional, technical, environmental, social, financial aspects, the economic and financial costing were computed and following conclusion were drawn: The Project is viable on BOT basis with following arrangement:

Concession period of 20 years. 10 % grant in the first year of construction 10 % grant in the second year of construction 1285 lakhs annuity from 3rd year to 20th year.

CHAPTER 7 � CONCLUSIONS

salumber project

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