Salumber Project

Rajasthan State Road Development & Construction Corporation Limited, Jaipur
Preparation of Detailed Project Report for Development of Salumber Keer Ki Choki Road
Start of Project Keer ki Chowki
End of Project Salumber
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 : pfmumbai@fpindia.com
Rajasthan State Road Development & Construction Corporation Limited, Jaipur
Preparation of Detailed Project Report for Development of Salumber Keer Ki Choki Road
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 : pfmumbai@fpindia.com
Detailed Project Report for Development of Salumber Keer ki Choki Road
TABLE OF CONTENTS VOLUME I MAIN REPORT
Page No. 1.0 INTRODUCTION 1.1 Background 1.2 Project Location 1.3 Objectives of Consultancy Services 1.4 Scope of this Study 1.5 Structure of Feasibility Report 1.6 Acknowledgements 2.0 PROJECT ROAD DESCRIPTION 2.1 Existing Characteristics of the Project Road 2.1.1 Terrain 2.1.2 Road Alignment 2.1.3 Land Use 2.1.4 Right-Of -Way (ROW) 2.1.5 Road Cross-Section & Pavement 2.1.6 Drainage System 2.1.7 Bridges Inventory 2.1.8 Cross Drainage Structure 2.1.9 Railway Crossings 2.1.10 Junctions and Intersections 2.1.11 Environmental Features 2.1.12 Other Features 2.2 Improvement Proposals 2.2.1 Pavement 2.2.2 Drainage 2.2.3 Bridges & Structures 2.2.3.1 Proposals & Widening, Rehabilitation & Repairs 2.2.4 New Structures 2.2.5 Intersections 2.2.6 Wayside Amenities 2.2.7 Toll Plazas 2.2.8 Road Safety Features 2.2.9 Landscaping and Arboriculture 3.0 TRAFFIC SURVEYS AND ANALYSIS 3.1 Introduction 3.2 Project Corridor 3.3 Objectives of the Study 3.3.1 Surveys 3.4 Classified Traffic Counts 3.4.1 Objectives 3.4.2 Approach and Methodology 3.4.3 Selection of the traffic Survey locations 3.4.4 Traffic Characteristics on Project Road 3.4.5 Variation in Traffic : : : : : : 1-2 1-2 1-5 1-5 1-5 1-6
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2-2 2-4 2-5 2-6 2-7 2-8 2-8 2-8 2-8 2-9 2-9 2-11 2-11 2-12 2-15 2-18 2-19 2-19 2-25 2-25 2-26 2-26 2-27 2-27
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3-2 3-2 3-3 3-3 3-3 3-3 3-3 3-4 3-5 3-6
Draft Detailed Project Report Vol I
Table of Contents
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3.5
3.5
3.4.6 Composition of Traffic 3.4.7 Annual Average Daily Traffic (AADT) 3.4.8 Passenger Car Units (PCU) Intersection Turning Movement Survey 3.5.1 Objective 3.5.2 Methodology 3.5.3 Analysis of Turning Movement Study 3.5.4 Turning Movement Survey Analysis Origin Destination Survey
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Page No. 3-11 3-13 3-14 3-15 3-15 3-15 3-15 3-15 3-20
4.0 TRAFFIC FORECASTS 4.1 Background 4.2 Theoretical Underpinnings 4.3 Traffic Forecast 4.3.1 Future Traffic Estimation 4.4 Analysis for Level of service & Highways capacity Augmentation 5.0 COST ESTIMATES 5.1 General 5.2 Approach and Methodology 5.3 Estimation of Quantities 5.3.1 Site Clearance 5.3.2 Earth Works 5.3.3 Pavement 5.3.4 Bridges, Cross-Drainage Structures 5.3.5 Drainage and Protective Works 5.3.6 Road Junctions 5.3.7 Road Appurtenances and Safety Works 5.3.8 Toll Plazas 5.3.9 Traffic Management and Maintenance During Construction 5.3.10 Land Acquisition and Compensation for Structure 5.3.11 Rehabilitation and Social Costs 5.3.12 Relocation of Utilities 5.4 Unit Rates 5.4.1 Material Rates 5.4.2 Material Lead Charges 5.4.3 Machinery Hire Charges 5.4.4 Labour Rates 5.5 Total Project Cost 6.0 ECONOMIC AND FINANCIAL ANALYSIS 6.1 Economic Analysis 6.1.1 Evaluation Framework 6.1.2 Results of Economic Analysis 6.2 Financial Analysis 6.2.1 Introduction 6.2.2 Approach To Financial Evaluation 6.2.3 Cost of Project 6.2.4 Toll Rates 6.2.5 Traffic Details 6.2.6 Tollable Net Traffic Volume 6.2.7 Toll Revenue 6.2.8 Expenses
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4-2 4-2 4-3 4-3 4-7
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5-2 5-2 5-2 5-3 5-3 5-3 5-3 5-4 5-4 5-4 5-4 5-4 5-5 5-5 5-5 5-5 5-5 5-6 5-6 5-9 5-10
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6-2 6-2 6-3 6-3 6-3 6-3 6-3 6-5 6-7 6-7 6-8 6-10
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6.2.9 Operation and Maintenance Cost 6.2.10 Results and Analysis 7.0 CONCLUSIONS AND RECOMMENDATIONS 7.1 Conclusions
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7-2
Table of Contents
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CHAPTER 1 INTRODUCTION
CONTENTS
1.0
INTRODUCTION................................................................................................................ 2 1.1 1.2 1.3 1.4 1.5 1.6 Background ................................................................................................................. 2 Project Location.......................................................................................................... 2 Objectives of Consultancy Services........................................................................... 5 Scope of this Report.................................................................................................... 5 Structure of Detailed Project Report........................................................................ 5 Acknowledgements ..................................................................................................... 6
Final Detailed Project Report Vol I
Chapter 1
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CHAPTER 1 INTRODUCTION
1.0 1.1
INTRODUCTION 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 weeks 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.
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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 40C mark during the summer. Winters are mild Rajasthan with the temperatures ranging between 22C and 8C. 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.
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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.
UDAIPUR
Figure 1-2 - Location of Udaipur District The location of the project is shown in Figure 1-3 below.
Figure 1-3 - Index Plan
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1.3
Objectives of Consultancy Services The main objective of the study is: (i) (ii) To establish the technical, environmental, social, economical, and financial viability of the project, and 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-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
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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) b) c) d) e) f) g) h) Addl Chief Engineer, PWD Zone, Udaipur. Superintending Engineer, PWD, Circle Udaipur. Resident Engineer, RSRDC Unit Udaipur Executive Engineer, PWD,Vallabhnagar Executive Engineer, PWD,Udaipur Executive Engineer, PWD, Salumber Traffic Police, Bhinder, Salumber. 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.
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CHAPTER 2 PROJECT ROAD DESCRIPTION
CONTENTS
2.0 PROJECT ROAD DESCRIPTION .................................................................................2 2.1 Existing Characteristics of the Project Road .........................................................2 2.1.1 2.1.2 2.1.3 2.1.4 2.1.5 2.1.6 2.1.7 2.1.8 2.1.9 Terrain ...........................................................................................................4 Road Alignment ............................................................................................5 Land Use........................................................................................................6 Right-Of-Way (ROW)...................................................................................7 Road Cross-Section & Pavement ..................................................................8 Drainage System............................................................................................8 Bridge Inventory............................................................................................8 Cross Drainage Structures .............................................................................8 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 2.2.2 2.2.3 Pavement .....................................................................................................15 Drainage ......................................................................................................18 Bridges & Structures ...................................................................................19 2.2.3.1Proposals for Widening, Rehabilitation & Repairs..........................19 2.2.5 2.2.6 2.2.7 2.2.8 2.2.9 New Structures ............................................................................................25 Intersections.................................................................................................25 Wayside Amenities......................................................................................26 Toll Plazas ...................................................................................................26 Road Safety Features...................................................................................27
2.2.10 Landscaping and Arboriculture ...................................................................27
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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.
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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 12.000 13.000 14.000 15.000 16.000 17.000 18.000 19.000 20.000 21.000 22.000 23.000 24.000 25.000 26.000 27.000 28.000 29.000 30.000 31.000 32.000 33.000 34.000 35.000 36.000 37.000 38.000 39.000 40.000 41.000 42.000 43.000 44.000 45.000 46.000 47.000 48.000 49.000 Proposed Chainage 12+000 13+000 14+002 15+003 15+997 16+996 17+995 18+992 20+000 21+014 22+028 23+142 24+115 25+110 26+091 27+091 28+088 29+086 30+086 31+084 32+082 33+077 34+075 35+017 36+066 37+065 38+065 39+062 40+052 41+049 42+041 43+038 44+037 45+034 46+031 47+140 48+250 49+358
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Existing Km Stone 50.000 51.000 52.000 53.000 54.000 55.000 56.000 57.000 58.000 59.000 60.000 61.000 62.000 63.000 64.000 65.000 66.000 67.000 68.000 69.000 70.000 71.000 72.000 73.000 74.000 75.000 76.000 77.000 78.000 79.000 2.1.1 Terrain
Proposed Chainage 50+347 51+339 52+329 53+325 54+324 55+317 56+297 57+298 58+344 59+237 60+282 61+272 62+265 63+261 64+259 65+290 66+250 67+245 68+242 69+239 70+237 71+230 72+227 73+224 74+215 75+211 76+209 77+207 78+204 79+191
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 Section of the Road Keer Ki Choki - Chargadhiya Chargadhiya Chargadhiya Bambora Bambora Gudel Gudel - Salumber Length From To 12/000 26/000 26/000 30/000 30/000 48/000 48/000 55/000 55/000 79/800 Type of Terrain Plain Rolling Rolling to Hilly Rolling Plain
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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
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Major Bridge over River Gomati (Kharaka) (Km 64/000) 2.1.3 Land Use
Road through village Chargadiya (Km 25/000)
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 Sr. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Existing road Chainage (km) From To 12.000 14.300 14.300 14.700 14.700 17.300 17.300 17.900 17.900 19.000 19.000 19.300 19.300 21.000 21.000 21.100 21.100 22.100 22.100 22.300 22.300 22.400 22.400 23.700 23.700 24.000 24.000 24.900 24.900 25.000 25.000 25.400 25.400 26.100 26.100 31.300 31.300 31.400 31.400 32.000 32.000 32.000 32.200 48.300
Land use Agricultural Built-up Agricultural Built-up Agricultural Agricultural/Built - up Agricultural Agricultural/Built - up Agricultural Built - up Agricultural/Built - up Agricultural Agricultural/Built - up Agricultural Agricultural/Built - up Built-up Agricultural Barren Built-up/Barren Barren Built-up/Barren Barren
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Sr. No. 23 24 25 26 27 28 29 30 31 32 33 35 36 37 38 39
Existing road Chainage (km) From To 48.300 48.500 48.500 54.300 54.300 54.400 54.400 55.200 55.200 55.800 55.800 60.700 60.700 61.100 61.100 64.100 64.100 65.100 65.100 71.100 71.100 71.500 71.500 72.500 72.500 72.800 72.800 77.100 77.100 77.400 77.400 79.800
Land use Built-up/Barren Barren Agricultural Barren Built-up Barren Built-up Barren Built-up Barren Agricultural Built - up Agricultural Barren Agricultural 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. 1 2 3 4 5 6 7 8 9 10 11 12 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. Chainage location Km 14 Km 17.5 Km 22.5 Km 25 Km 29.5 Km 48 Km 50 Km 55 Km 61 Km 62.5 Km 66.5 Km 70 Village Name Badgaon Hinta Bhinder Chargadiya Kondai Bambora Philla Gudel Gingala Lodha Kadyani Karnavali
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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:
Existing Proposed Chainage Chainage (km) (km) Major Bridges (Length > 60 m) Sr. No. 1 61+727 61+415
Name of Crossing Kharaka Bridge (River Gomati)
Type of Superstructure RCC I-Girders and deck slab RCC Solid Slab RCC Solid Slab
No. of Spans x Span 7X 17.54 11 X 1.7 5 X 5.5
Road Width 7.50 m. 5.5 7.5
Clear Length
122.8 27 27.5
Minor Bridges (Length < 60 m) 1 13+475 13+491 Local Nallah 2 71+325 71+038 Local Nallah 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
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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. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 Proposed Chainage 12.000 12.749 15.020 18.000 18.140 18.363 18.493 19.230 20.416 20.959 21.312 21.806 22.300 23.000 24.565 26.033 26.423 28.115 29.325 29.577 29.986 30.590 31.080 32.100 32.416 32.484 33.738 34.282 35.041 36.436 Side Major Junction NH-76 RHS LHS RHS RHS RHS RHS RHS Cross LHS Cross LHS Major Junction connecting Bhinder Major Junction leads to Udaipur RHS RHS RHS RHS LHS LHS RHS LHS LHS LHS LHS RHS RHS LHS Cross LHS
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Sr. No. 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76
Proposed Chainage 37.336 37.822 38.414 38.558 39.960 40.451 42.200 44.258 45.122 45.619 45.683 46.462 46.530 47.118 47.285 47.650 48.000 48.094 48.138 48.453 48.632 48.650 49.600 51.681 52.035 52.583 52.677 53.600 54.795 55.250 55.950 56.426 58.232 60.062 61.200 61.573 62.833 63.772 64.072 64.382 64.782 65.885 67.055 67.522 68.964 69.731
Side RHS Cross LHS LHS LHS RHS LHS LHS LHS LHS LHS RHS RHS RHS LHS Major Junction Bhambora RHS LHS LHS Cross RHS RHS LHS RHS RHS RHS RHS Cross RHS Cross RHS RHS RHS LHS RHS RHS LHS RHS LHS RHS RHS LHS LHS LHS LHS LHS
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Sr. No. 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92
Proposed Chainage 70.014 71.038 71.810 72.204 72.871 73.210 73.435 74.950 75.425 75.842 76.103 76.495 77.800 77.893 78.762 79.783
Side Cross RHS LHS RHS LHS LHS RHS Cross RHS LHS LHS RHS RHS LHS RHS 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 signages 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.
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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.
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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).
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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 12.000 14.300 14.300 14.700 14.700 17.300 17.300 17.700 17.700 17.900 17.900 19.100 19.100 19.200 19.200 19.300 19.300 21.100 21.100 22.100 22.100 22.300 22.300 23.000 23.000 23.700 23.700 24.000 24.000 24.800 24.800 25.000 25.000 25.300 25.300 25.500 25.500 25.900 25.900 26.000 26.000 29.440 29.440 29.560 29.560 29.900 29.900 32.700 32.700 39.200 39.200 39.300 39.300 41.850 41.850 41.950 41.950 42.100 42.100 42.500 42.500 47.050 47.050 47.150 47.150 47.400 47.400 47.700 47.700 48.600 48.600 48.700 48.700 49.100 49.100 49.650 49.650 51.800 Length 2.300 0.400 2.600 0.400 0.200 1.200 0.100 0.100 1.800 1.000 0.200 0.700 0.700 0.300 0.800 0.200 0.300 0.200 0.400 0.100 3.440 0.120 0.340 2.800 6.500 0.100 2.550 0.100 0.150 0.400 4.550 0.100 0.250 0.300 0.900 0.100 0.400 0.550 2.150 C/S Type II III II III VI V III V II V VI V II III II V VI III II I II I II II II I II I II V II I II III II III II III II Section Rural Builtup Rural Builtup Builtup Rural Builtup Builtup Rural Rural Builtup Rural Rural Builtup Rural Rural Builtup Builtup Rural Rural Rural Rural Rural Rural Rural Rural Rural Rural Rural Rural Rural Rural Rural Builtup Rural Builtup Rural Builtup Rural Village Badgaon Hinta Reconstruction Reconstruction Realignment Reconstruction Reconstruction Reconstruction Remarks
Bhinder
Reconstruction Chargadhiya Reconstruction Chargadhiya Realignment Realignment
Realignment Realignment Reconstruction Realignment Bambora
Philla
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Design Chainage From To 51.800 52.000 52.000 53.850 53.850 54.350 54.350 58.650 58.650 58.870 58.870 60.400 60.400 60.700 60.700 64.500 64.500 64.700 64.700 66.100 66.100 67.900 67.900 68.800 68.800 69.700 69.700 71.400 71.400 72.100 72.100 73.900 73.900 74.050 74.050 79.800 2.2.4 Bypass
Length 0.200 1.850 0.500 4.300 0.220 1.530 0.300 3.800 0.200 1.400 1.800 0.900 0.900 1.700 0.700 1.800 0.150 5.750
C/S Type III II III II I II III II II II V VI V II IV II I II
Section
Village
Remarks
Builtup Rural Builtup Gudel Rural Rural Rural Builtup Gingala Rural Rural Rural Rural Builtup Kadyani Rural Rural Builtup Rural Rural Rural
Realignment
Reconstruction Reconstruction Reconstruction CC Road Realignment
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.
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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 km 12+000 to km 23+000 km 23+000 to km 48+000 km 48+000 to km 79+800 Design Life (yrs) 10 10 10 Design Traffic in MSA 13 10 17 Lane Distribution Factor 0.75 0.75 0.75 Directional Distribution Factor 1 1 1 CBR % 7 10 10
Table 2-5 Pavement Compositions for Widening portion & New Construction Section km 12+000 to km 23+000 km 23+000 to km 48+000 km 48+000 to km 79+800 Pavement Crust Composition BC DBM WMM GSB 40 70 250 230 40 50 250 200 40 70 250 200
Reconstruction of Main carriageway Table 2-6 Design Inputs Section From km 17.7 km 21.1 Km 24.8 km 42.1 km 66.1 To km 19.1 km 23.0 km 25.3 km 42.5 km 69.8 Design Life (yrs) 10 10 10 10 10 Design Traffic in MSA 13 13 10 10 17 Lane Directional Distribution Distribution Factor Factor 0.75 1 0.75 1 0.75 1 0.75 1 0.75 1 CBR (%) 7 7 10 10 10
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Table 2-7 Pavement Compositions for Reconstructed Section Section From To km 17.7 km 19.1 km 21.1 km 23.0 Km 24.8 km 25.3 km 42.1 km 42.5 km 66.1 km 69.8 Composition (mm) DBM WMM 70 250 70 250 50 250 50 250 70 250
BC 40 40 40 40 40
GSB 230 230 200 200 200
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 Equivalent Mean Adopted Design BM Section Stdev Overlay Deflection Deflection MSA Overlay From To 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: 372001.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).
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The summary of the pavement composition on bypass section are given below: Table 2- Pavement Compositions - New Pavement Section Chargadhiya Bypass (2.00 km) CBR % 7 Design MSA 10 Pavement Crust Composition BC DBM WMM GSB 40 60 250 230
Table 2- Recommended Overlay Thicknesses Section From To 12.000 29.000 29.000 47.000 47.000 79.800 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. Overlay BC DBM 40 50 40 40 50
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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 14.400 14.800 17.400 18.000 19.100 19.400 22.200 22.400 23.800 25.700 45.700 46.600 47.600 47.900 48.800 49.000 49.300 49.900 54.100 54.600 60.800 61.100 64.900 65.100 68.200 69.200 77.600 79.400 2.2.3 Bridges & Structures Length 0.40 0.60 0.30 0.20 1.90 0.90 0.30 0.20 0.60 0.50 0.30 0.20 1.00 1.80 Location Badgaon Hinta Bhinder Chargadhiya Hilly Section Bambora Philla Gudel Loudha Kadyani Karavali Hilly Section
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.
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2. 3.
Repair and Rehabilitation of existing bridges and structures. Widening of CD Structures to 2-lane.
The detailed statement of structure improvement is given below: Sr. Existing Proposed No. Chainage Chainage 1 12+308 12+309 2 12+720 12+720 3 13+017 13+017 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 13+491 15+271 15+468 16+594 16+966 17+769 18+167 19+538 21+499 23+089 24+369 25+381 26+686 27+821 28+299 28+437 29+706 30+314 31+311 32+199 32+441 32+742 32+811 33+242 33+542 33+914 34+362 34+855 35+502 35+685 35+882 36+090 36+633 37+120 37+365 37+724 13+491 15+274 15+471 16+591 16+963 17+765 18+162 19+530 21+513 23+205 24+484 25+491 26+777 27+912 28+387 28+524 29+792 30+400 31+395 32+281 32+523 32+823 32+892 33+319 33+619 33+992 34+437 34+929 35+518 35+702 35+899 36+156 36+699 37+185 37+430 37+789 Type of Structure Box Culvert Slab Culvert Slab Culvert Minor Bridge Slab Culvert Pipe Culvert Slab Culvert Slab Culvert Pipe Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Pipe Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Pipe Culvert Box Culvert Pipe Culvert Slab Culvert Pipe Culvert Slab Culvert Slab Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Box Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert No. of Spans 1 1 1 11 2 1 1 1 2 1 2 2 1 1 1 2 3 1 2 2 4 1 1 2 1 2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Span (m) 1.3 1.30 1.30 1.7 1.10 0.6 1.40 1.30 0.6 1.30 2.30 2.50 1.30 1.40 0.6 1.30 1.30 1.80 2.00 1.30 1 1 1 2.60 1 2.00 4.50 1 1 0.6 1 0.6 0.6 1.2 1 1 1 0.6 0.3 0.6 0.6 Height (m) 1.5 2.50 2.40 18.7 4.20 8.72 2.40 2.50 2.50 2.50 2.50 5.50 2.50 2.50 2.50 2.50 3.20 1.3 2.50 2.50 2.50 C/way (m) 6.5 6.3 6.3 5.5 6.3 7.5 6.3 6.5 6.58 7.5 7.3 7.3 7.3 7.3 7.5 7.5 7.5 7.5 7.5 7.5 7.5 10 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 Proposal Reconstruction Reconstruction Reconstruction Widening with level increment Reconstruction Widening Reconstruction Reconstruction Widening Reconstruction Reconstruction Reconstruction Reconstruction Reconstruction Widening Reconstruction Reconstruction Reconstruction Reconstruction Reconstruction Reconstruction Reconstruction Reconstruction Reconstruction Widening Reconstruction Reconstruction Widening Widening Widening Reconstruction Widening Widening Reconstruction Widening Widening Widening Widening Reconstruction Widening Widening
2.0
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Sr. Existing Proposed No. Chainage Chainage 42 37+960 38+025 43 38+617 38+682 44 39+148 39+209 45 39+320 39+381 46 39+693 39+755 47 48 39+754 39+816 49 40+016 40+068 50 40+406 40+458 51 40+579 40+631 52 42+506 42+547 53 42+815 42+856 54 43+567 43+605 55 43+791 43+829 56 44+119 44+156 57 44+517 44+554 58 45+922 45+956 59 60 46+290 46+320 61 46+512 46+543 62 46+750 46+780 63 46+918 46+948 64 48+190 48+440 65 48+485 48+735 66 48+801 49+052 67 50+059 50+407 68 50+206 50+553 69 51+066 51+404 70 51+254 51+592 71 51+964 52+302 72 52+282 52+611 73 52+679 53+008 74 52+779 53+108 75 53+534 53+859 76 54+019 54+343 77 54+237 54+560 78 54+401 54+725 79 54+617 54+941 80 54+798 55+122 81 54+936 55+260 82 83 56+433 56+730 84 85 86 57+047 57+345 87 57+224 57+523
Type of Structure Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Slab Culvert Slab Culvert Slab Culvert Pipe Culvert Slab Culvert Slab Culvert Pipe Culvert Slab Culvert Pipe Culvert Slab Culvert Pipe Culvert Box Culvert Pipe Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Pipe Culvert Slab Culvert Box Culvert Slab Culvert Slab Culvert Box Culvert Box Culvert Slab Culvert Slab Culvert Slab Culvert Pipe Culvert Slab Culvert Slab Culvert Slab Culvert Pipe Culvert Slab Culvert
No. of Spans 1 1 1 1 1 3 2 1 1 1 1 2 2 1 1 1 2 1 1 1 1 1 1 2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Span (m) 0.6 0.45 0.45 0.45 0.3 0.6 1 0.4 0.6 0.6 0.6 4.00 5.20 3.20 1 8.50 3.50 1 3.10 0.6 2.30 0.6 1.2 0.6 12.70 1.60 1.90 1.30 1.20 1.20 0.55 7.70 0.3 1.30 1.40 0.3 0.3 2.50 2.60 1.40 0.6 2.25 3.50 2.30 0.6 2.00
Height (m)
2.50 2.50 2.50 2.50 2.50 2.50 2.50 2.5 2.50 2.50 2.50 2.50 2.50 2.50 2.50 0.3 2.50 3.00 0.5 0.5 2.50 2.50 1.90 2.50 2.50 2.50 2.50
C/way (m) 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 10 7.5 7.5 7.5 7.5 8.0 7.5 7.5 7.5 7.5 7.5 7.5 9.3 7.5 7.5 7.5 7.5 7.5 7.5 7.5 6.5 7.5 6.5 7.5 7.5 10 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5
Proposal Widening Reconstruction Reconstruction Reconstruction Reconstruction Widening Widening Reconstruction Widening Widening Widening Widening Widening Widening Widening Widening Reconstruction Reconstruction Reconstruction Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening
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Sr. Existing Proposed No. Chainage Chainage 88 89 90 58+326 58+670 91 58+408 58+752 92 59+370 59+607 93 60+157 60+439 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 71+075 71+222 72+576 72+727 74+091 74+686 75+217 75+332 76+119 76+274 76+505 76+851 77+066 77+239 77+470 78+329 71+305 71+453 72+803 72+954 74+307 74+902 75+428 75+543 76+328 76+483 76+713 77+060 77+273 77+446 77+677 78+533 61+143 61+937 62+177 62+435 62+936 63+576 64+751 64+939 65+372 66+050 66+170 66+488 66+764 67+309 67+663 68+349 68+817 69+552 70+037 70+625 61+415 62+209 62+441 62+700 63+201 63+836 65+007 65+195 65+662 66+300 66+420 66+738 67+014 67+555 67+909 68+591 69+059 69+791 70+274 70+862
Type of Structure Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Slab Culvert Slab Culvert Major Bridge Box Culvert Slab Culvert Slab Culvert Slab Culvert Pipe Culvert Slab Culvert Slab Culvert Slab Culvert Box Culvert Slab Culvert Pipe Culvert Pipe Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Minor Bridge Slab Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Box Culvert Pipe Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Slab Culvert Pipe Culvert
No. of Spans 1 1 1 1 1 1 7 1 1 1 1 1 1 1 1 1 4 1 1 1 1 1 2 1 1 1 5 1 1 1 1 2 1 1 1 3 1 2 1 1 1 1 1
Span (m) 1 0.6 0.6 0.6 8.20 2.50 Avg. Span = 17.54 1.9 1.30 8.30 5.50 0.6 2.50 2.50 1.90 0.3 3.10 0.6 0.6 3.20 1.80 1.80 3.75 2.00 2.50 2.00 5.5 1.90 2.20 2.00 1.80 4.50 1.80 0.6 1 2.50 2.60 2.50 2.40 1.60 2.30 1.20 0.3
Height (m)
2.50 1.50 6.7 Above 1.9 2.50 2.50 2.50 2.50 2.50 2.50 0.6 2.50
C/way (m) 7.5 7.5 9.7 9.7 7.5 7.5 7.5 7.3 7.4 7.35 7.2 7.2 7.3 7.3 7.3 7.3 7.3 7.2 8.4 7.2 7.5 7.5 7.3 7.4 7.5 7.5 7.5 7.3 7.3 7.3 7.4 7.4 7.3 8 10 7.2 7.3 7.2 7.4 7.5 7.3 7.4 7.6
Proposal Widening Widening Widening Widening Widening Widening Retained as it is with necessary repair work Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening with level increment Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening
3.20 2.50 2.50 2.50 2.50 2.50 2.50 27.5 2.50 2.50 2.50 2.50 2.50 2.50 0.6 2.50 2.50 2.50 2.50 2.50 2.50 2.50
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Sr. Existing Proposed No. Chainage Chainage 131 78+504 78+708 132 78+587 78+791 133 78+820 79+024 134 79+061 79+252 135 79+348 79+539
Type of Structure Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert Pipe Culvert
No. of Spans 1 1 2 2 1
Span (m) 0.6 0.6 0.6 0.6 0.6
Height (m)
C/way (m) 7.3 7.7 7.6 7.4 7.7
Proposal Widening Widening Widening Widening 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.
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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 B C Widening / Reconstruction of Existing Substructure in part of full as applicable Widening of Existing Super-structure 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. Providing new Expansion Joint Repair of cracks at pier / abutment and their Caps Removing of Existing (in damaged areas at the Engineer's discretion) and laying new Wearing Coat with proper cross fall to maintain the drainage Providing new stone pitching at embankment slopes with stone masonry steps to provide access to Sub-Structure and River Bed Level Remedial measures for protection of scoured river bed by Providing Floor Mattress, etc as required and as directed by the Engineer. 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.
D E F G H I
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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 L M N O P Q R S Repair of Honey Combing Repair of Spalling of Concrete Repair of Leaching / Water marks Repair / replacing of Exposed / Corroded Reinforcement at Deck Slab Soffit and / or Girder Bulbs Repair of Wing / Return Walls Installation/ Rectification of Drainage Spouts as per site condition and as directed by the Engineer Repair of damaged Stone Pitching and providing stone masonry steps to access sub-structure and river bed level Replacement of existing Railing / parapet with R.C.C crash barrier for entire length 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.
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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.
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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. 1 2 Design Number Chainage of Lanes 16+000 4 76+200 4 Toll plaza Before Bhinder Before Salumber Bypass Remarks Designed for traffic upto year 2030 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
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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.
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CHAPTER 3 - TRAFFIC SURVEYS AND ANALYSIS
CONTENTS
3.0 TRAFFIC SURVEYS AND ANALYSIS 3.1 3.2 3.3 2
Introduction...............................................................................................................2 Project Corridor........................................................................................................2 Objectives of the Study.............................................................................................3 3.3.1 Surveys............................................................................................................3
3.4
Classified Traffic Counts..........................................................................................3 3.4.1 3.4.2 3.4.3 3.4.4 3.4.5 3.4.6 3.4.7 3.4.8 Objectives .......................................................................................................3 Approach and Methodology ...........................................................................3 Selection of the traffic Survey locations.........................................................4 Traffic Characteristics on Project Road..........................................................5 Variation in Traffic .........................................................................................6 Composition of Traffic .................................................................................11 Annual Average Daily Traffic (AADT) .......................................................13 Passenger Car Units (PCU)...........................................................................14
3.5
Intersection Turning Movement Survey...............................................................15 3.5.1 3.5.2 3.5.3 3.5.4 Objective .......................................................................................................15 Methodology .................................................................................................15 Analysis of Turning Movement Study..........................................................15 Turning Movement Analysis ........................................................................15
3.6
Origin Destination Survey......................................................................................20
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CHAPTER 3 - TRAFFIC SURVEYS AND ANALYSIS
3.0 3.1
TRAFFIC SURVEYS AND ANALYSIS 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 NHs are tolled on BOT basis, considerable traffic is being diverted to the SHs as they are Toll Free. Lately, the State Governments also realized the role and importance of the SHs and focused on improving the SHs 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 weeks 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.
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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 3.4.1
Classified Traffic Counts 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
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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) 1 2 3 18/000 39/000 79/500 Location Survey Dates
Near Keer ki Chowki 10/06/2010 to 17/06/2010 B/w Bhinder & Bamora 10/06/2010 to 17/06/2010 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:
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Page 3 - 4
Start of Project Keer ki chowki

Road to Bhinder jn @ Ch: Km 22.200 Road to Udaipur jn @ Ch: Km 22.700 Road to Bamora jn @ Ch: Km 48.000 Near Keer ki chowki B/w Bhinder & Bamora
Near Salumber
End of Project Salumber LEGEND

CTVC Stations TMC Stations Project stretch
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.
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Table 3-2 Traffic Volume at Three Locations of the Project Road (ADT) Survey Location (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 Type of Vehicles
Source: Traffic Surveys, June, 2010
ADT at CTVC locations 3500 3000 2500

Ch-79.500Km Ch-39.000Km Ch-18.000Km
Vehicles
2000 1500 1000 500 0
2-Wheeler
3-Seater
6-Seater
Cycle
Figure 3-2 Average Daily Traffic 3.4.5 Variation in Traffic
Animal Drawn
Car/Vans/Jeeps (Taxi)
Buses
Mini Bus
LCVs
2 - Axle Trucks
3 - Axle Trucks
Multi Axle Trucks
Agricultural Tractors With
Others
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Page 3 - 6
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) Maximum Traffic Day Monday Friday no. of Vehicles 4334 1755 Day Factor 1.32 1.27 Minimum Traffic Day Friday Saturday No. of Vehicles 720 1136 Day Factor 0.77 0.825 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 Traffic Volume Percentage BhinderKeerkichowk 8477 51.56 Keerki chowkiBhinder 7965 48.44 Total Traffic (Both Sides) 16442 100.00 (Km 79.500) Friday 2743 1.16 Tuesday 1980 0.84
DAILY VARIATION IN TRAFFIC VOLUME at Ch-18.000Km
5000 4500 4000 3500 3000 2500 2000 1500 1000 500 0
TRAFFIC VALUES
We dn es da y
Th ur s d
Fri ay
da y
Sa t ur da y
Su nd ay
Mo nd ay
Tu es da y
DAY OF THE WEEK
Total vehicles
Total PCUs
Figure 3-3 Daily Variations in Traffic at Ch-18.000km
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Hourly Variation of Traffic Volume Ch: 18.000Km

250 Wednsday Thursday
Total No of Vehicles
200
Friday Saturday Sun day
150
Monday Tues day
100
50
0
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 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 2.00 3.00 4.00 5.00 1.00 6.00 7.00 8.00
Time of Day
2.00 3.00 4.00 5.00 6.00 7.00
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. Table 3-5 Directional Distribution of Traffic Description Traffic Volume Percentage SalumberKeerki chowki 4710 48.89 Keerki chowkiSalumber 4923 51.11 Total Traffic (Both Sides) 9633 100.00
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DAILY VARIATION IN TRAFFIC VOLUME at Ch-39.000Km
3000
TRAFFIC VALUES
2500 2000 1500 1000 500 0
We dn es da y
Th ur s d
Fri ay
da y
Sa t ur da y
Su nd ay
Mo nd ay
Tu es da y
DAY OF THE WEEK

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

Wednsday
Hourly Variation of Traffic Volume Ch:39.000Km

160 140
Thursday Friday Saturday Sun day Monday Tues day
120 100 80 60 40 20 0
9.00 8.00 10.00 9.00 11.00 10.00 12.00 11.00 13.00 12.00 14.00 13.00 15.00 14.00 16.00 15.00 17.00 16.00 18.00 17.00 19.00 18.00 20.00 19.00 21.00 20.00 22.00 21.00 23.00 24.00 22.00 23.00 1.00 0.00 2.00 1.00 3.00 2.00 4.00 3.00 5.00 4.00 6.00 5.00 7.00 6.00
8.00 7.00
Time of Day
Figure 3-6 Hourly Variations in traffic at Ch-39.000 Km The peak hour traffic of 96 vehicles/hr is between 18.00 to 19.00 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 6.94%. 3.4.5.3 Observations - At Ch-79.500Km
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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.
Table 3-6 Directional Distribution of Traffic Description Traffic Volume Percentage SalumberBhinder 8283 50.30 BhinderSalumber 8185 49.70 Total Traffic (Both Sides) 16468 100.00
DAILY VARIATION IN TRAFFIC VOLUME at 79.500Km
4000 3500 3000 2500 2000 1500 1000 500 0
TRAFFIC VALUES
We dn es da y
Th ur s d
Fri ay
da y
Sa t ur da y
Su nd ay
Mo nd ay
Tu es da y
DAY OF THE WEEK
Total vehicles
Total PCUs
Figure 3-7 Daily Variations in Traffic at Ch-79.500 Km
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Page 3 - 10
Wednsday
Hourly Variation of Traffic Volume Ch: 79.500Km

250
Thursday Friday Saturday Sun day
200
Monday Tues day
150
100
50
0
9.00 8.00 10.00 9.00 11.00 10.00 12.00 11.00 13.00 12.00 14.00 13.00 15.00 14.00 16.00 15.00 17.00 16.00 18.00 17.00 19.00 18.00 20.00 19.00 21.00 20.00 22.00 21.00 23.00 22.00 24.00 23.00 1.00 0.00 2.00 1.00 3.00 2.00 4.00 3.00 5.00 4.00 6.00 5.00 7.00 6.00 8.00 7.00
Time of Day
Figure 3-8 Hourly Variations in traffic at Ch-79.5000Km The peak hour traffic of 166 vehicles/hr is between 18.00 to 19.00 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 7.04%. 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 % at % at % at (km 18.000) (km 39.000) (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 Type of Vehicles
(Source: Traffic Surveys, June 2010)
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Page 3 - 11
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 Ch39.000Km and 4% at 79.500Km was observed. At Ch-39.000Km there is about 8% of Agricultural tractors traffic was observed.
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TRAFFIC COMPOSITION All VEHICLES at Ch: 18.000Km

Agri.Tractor 8% Multi-Axle 5% 3 Axle 2% 2-Axle TRUCK 7% LCV 5% Goods Tempo 0% Private Bus 0% Without Trailer 0% Cycle 4%` Others (Pl. Specify) 0%
Two Wheeler 46%
3 seater Auto Rickshaw 0% 6 seater 1%
Govt. Bus 2%
Mini bus 0%
Car/Jeep/Van/Taxi 17%
Figure 3-9 Compositions of Vehicles at Ch 18.000 Km

Agri.Tractor 8% Multi-Axle 4% 3 Axle 2% 2-Axle TRUCK 6% LCV 4% Goods Tempo 0% Private Bus 0% Govt. Bus 3% Mini bus 0% Two Wheeler 46% Without Trailer 0% Cycle 4%` Others (Pl. Specify) 1%
3 seater Auto Rickshaw 1%
6 seater 2% Car/Jeep/Van/Taxi 13%
Figure 3-10 Compositions of Vehicles at Ch 39.000 Km
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Page 3 - 13

Multi-Axle 4% 3 Axle 2% 2-Axle TRUCK 11% LCV 4% Agri.Tractor 8% Without Trailer 0% Cycle 4%` Others (Pl. Specify) 0%
Two Wheeler 46%
Goods Tempo 0%
Private Bus 0% Govt. Bus 2% 6 seater 3%
3 seater Auto Rickshaw 1% Mini bus Car/Jeep/Van/Taxi 11% 0%
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) Month Petrol Diesel Total January 2.05 6.76 8.81 February 2.1 6.5 8.6 March 2.4 7.2 9.6 April 2.4 6.6 9 May 3 6.8 9.8 June 1.9 8 9.9 July 1.8 7 8.8 August 1.8 8.8 10.6 September 2.2 8.4 10.6 October 2.8 9.4 12.2 November 2.4 9.2 11.6 December 2.4 6.8 9.2 Average 2.27 7.62 9.89
Source: Traffic Surveys, June 2010
Multiplying Factor 1.12 1.15 1.03 1.10 1.01 1.00 1.12 0.93 0.93 0.81 0.85 1.08 1.00
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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 (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 Type of Vehicles
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 Passenger Car/Jeep/Van, goods auto rickshaw or passenger Auto-rickshaw Agricultural Tractor, Light Commercial Vehicle, Mini Bus Two and Three Axle Truck, Bus Multi Axle Trucks, Tractor with Trolley Others Slow Vehicle Cycle Bullock Cart
0.5 1.0 1.5 3.0 4.5 6.0 0.5 6.0
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Table 3-11 Traffic volume at three locations for the base year in Vehicles and PCUs Location (Ch in Kms) 18.000 39.000 75.500 3.5 3.5.1 Total Vehicles 2416 1951 2326 Total PCUs 3124 2110 3317
Intersection Turning Movement Survey 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. 1 2 3 Chainage 22.200 22.700 48.000 Type of Junction 3-Arm 3-Arm 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.
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Junction-2: The Junction is located just after first Turning movement location At Ch22.700km, where there is a diversion to Udaipur through SH-33. Junction-3: It is located after the second location at Ch-48.000Km.
Start of Project Keer ki chowki

Road to Bhinder jn @ Ch: Km 22.200 Road to Udaipur jn @ Ch: Km 22.700 Road to Bamora jn @ Ch: Km 48.000 Near Keer ki chowki B/w Bhinder & Bamora
Near Salumber
End of Project Salumber LEGEND

CTVC Stations TMC Stations Project stretch
Figure 3-12 Key map showing CTVC and TMC stations
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353 703 Truck 162 84 LCV 45 68 Bus 29 129 Car 175 321
Bhinder
145 81 Car
37 6 Bus
34 14 LCV 411 182
137
Kirki Chowki
111 Truck
Car Bus
402 140
48 10
Figure 3-13 Turning movement at Ch-22.500 Km
602
202
Udaipur
LCV Truck
83 78
21 103
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176 358 Truck 48 26 LCV 28 47 Bus 24 71 Car 62 185

Bhinder
55 10 Car
31 1 Bus 162 37
32 20 LCV
58 14 Truck
Bamora
202 72
Car Bus
11 3
329
45
Udaipur
LCV Truck
41 43
11 12
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190 88 Truck 117 34 LCV 39 19 Bus 14 22 Car 90 61

Bhinder
64 113 Car
12 49 Bus 260 325
34 30 LCV
80
Salumber
138 Truck
Car Bus
44 6
97 43
136
330
Udaipur
LCV Truck
24 14
36 149
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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% (2Axle, 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 Bhinder Salumber Chittaurgarh, Mangalwar, chittod, Dugala,basara, bassi, limadi Udaipur Dungarpur Banswara Jalor Bhilwara Ajmer Rest of Rajasthan Rest of India Zone code 1 2 3 4 5 6 7 8 9 10 11
Chapter 3
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Summary of Origin Destination Survey for Passenger vehicles at two locations Table 3-14 O-D Matrix for Passenger vehicles at Bhinder
D O
1 4 1 1 15 1
2 3 1 1
3 2 1 4 7
4 21 3 4
6 1
10 6 2 3 4 2
11
Total 37 5 12 31 2 2 2 2 20 2 115
1 2 3 4 5 6 8 9 10 11 Total
1 8 30 1 6 3 17 1 1 1 31 3 5 1 1 4 1 23
1 1
Table 3-15 O-D Matrix for Passenger vehicles at Salumber

1 7 7 4 14 3 4 23 5 6 1 8 5 9 6 10 15 1 4 2 11 1 1 3 Total 8 58 5 21 3 1 2 9 21 3 131
1 2 3 4 5 6 8 9 10 11 Total
1 1 1 8 13 1 55
1 1 1 1 25 1 2 1 2 5 6 1 5 1 29
Table 3-16 O-D Matrix for Goods vehicles at Bhinder

1 4 2 4 2 2 4 16 4 16 2 3 2 2 6 2 4 2 2 4 2 18 2 2 2 6 2 4 8 2 18 2 4 4 6 2 5 6 8 9 10 2 2 2 4 2 4 11 2 Total 16 4 18 12 4 16 4 4 14 4 96
1 2 3 4 5 6 8 9 10 11 Total
2 2
2 2 6
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Table 3-17 O-D Matrix for Goods vehicles at Salumber

1 1 3 4 5 6 10 11 Total 1 16 2 13 25 50 3 1 25 3 4 10 5 1 2 6 3 21 2 1 15 2 20 5 1 15 8 9 4 10 1 2 6 11 1 Total 17 6 45 4 14 51 3 140
1 1 19
5 5
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Detailed Project Report for Development of Salumber Keer Ki Choki Road
CHAPTER 4 TRAFFIC FORECASTS
CONTENTS
4.0 TRAFFIC FORECASTS...................................................................................................2 4.1 4.2 4.3 Background ............................................................................................................... 2 Theoretical Underpinnings ...................................................................................... 2 Traffic Forecast......................................................................................................... 3 4.3.1 4.4 Future Traffic Estimation............................................................................... 3
Analysis for Level of Service and Highway Capacity Augmentation .................. 7
Chapter 4
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CHAPTER 4 TRAFFIC FORECASTS
4.0 4.1
TRAFFIC FORECASTS 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 countrys 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 Two-wheeler Car Bus/ Auto LCV/ Trucks Tractor Other Non-motorized traffic 2006-2010 5.00% 5.00% 5.00% 5.00% 5.00% 5.00% 2011-2015 5.00% 5.00% 5.00% 5.00% 5.00% 5.00% 2016 to 2020 5.00% 5.00% 5.00% 5.00% 5.00% 5.00% Beyond 2025 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%
Chapter 4
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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 2010-2011 2011-2012 2012-2013 2013-2014 2014-2015 2015-2016 2016-2017 2017-2018 2018-2019 2019-2020 2020-2021 2021-2022 2022-2023 2023-2024 2024-2025 2025-2026 2026-2027 2027-2028 2028-2029 2029-2030. 2030-2031 2031-2032 Car/jeep/ van 411 431 453 476 499 524 551 578 607 637 669 703 738 775 813 854 897 942 989 1038 1090 1145 Tractors 104 109 115 120 126 133 139 146 154 161 169 178 187 196 206 216 227 238 250 263 276 290 Govt. Bus 52 55 57 60 63 66 70 73 77 81 85 89 93 98 103 108 114 119 125 131 138 145 Private Bus 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 LCV 116 122 128 134 141 148 155 163 171 180 189 198 208 219 230 241 253 266 279 293 308 323 2 Axle 168 177 186 195 205 215 226 237 249 261 274 288 303 318 334 350 368 386 405 426 447 469 3& MAV 172 181 190 199 209 220 231 242 254 267 280 294 309 324 341 358 375 394 414 435 456 479 2-Wheeler 1239 1301 1366 1434 1506 1581 1660 1743 1831 1922 2018 2119 2225 2336 2453 2576 2705 2840 2982 3131 3287 3452 Auto 27 28 29 30 32 33 34 36 37 38 40 42 43 45 47 49 51 53 55 57 59 62 Cycle Rickshaw 116 119 121 123 126 128 131 134 136 139 142 145 147 150 153 156 160 163 166 169 173 176 Animal Drawn 7 7 7 8 8 8 8 8 8 9 9 9 9 9 9 10 10 10 10 10 11 11 Others 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 Total Vehicles 2416 2533 2655 2784 2918 3060 3208 3364 3528 3699 3879 4068 4266 4475 4693 4922 5163 5415 5680 5958 6250 6556 Total PCU 3124 3271 3425 3587 3757 3935 4122 4318 4523 4739 4965 5202 5451 5712 5985 6273 6574 6890 7221 7569 7934 8317
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Year 2032-2033 2033-2034 2034-2035 2035-2036 203.6-2037 2037-2038 2038-2039 2039-2040 2040-2041
Car/jeep/ van 1202 1262 1325 1391 1461 1534 1610 1691 1776
Tractors 304 319 335 352 370 388 408 428 450
Govt. Bus 152 160 168 176 185 194 204 214 225
Private Bus 0 0 0 0 0 0 0 0 0
LCV 339 356 374 393 412 433 455 477 501
2 Axle 493 518 543 571 599 629 660 694 728
3& MAV 503 528 555 582 612 642 674 708 743
2-Wheeler 3624 3806 3996 4196 4405 4626 4857 5100 5406
Auto 64 67 69 72 75 78 81 84 86
Cycle Rickshaw 180 183 187 191 195 198 202 206 211
Animal Drawn 11 11 11 12 12 12 12 13 13
Others 5 5 5 5 5 5 5 5 6
Total Vehicles 6878 7215 7569 7941 8331 8740 9170 9621 10144
Total PCU 8719 9141 9584 10048 10535 11046 11583 12145 12759
Table 4-3 Future Traffic Estimation at Ch 39.000 Km

Car/jeep/ van 187 197 206 217 228 239 251 263 277 290 305 320 336 353 371 Govt. Bus 39 41 43 45 47 50 52 55 58 61 64 67 70 74 77 Private Bus 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Cycle Rickshaw 116 119 121 123 126 128 131 134 136 139 142 145 147 150 153 Animal Drawn 7 7 7 8 8 8 8 8 8 9 9 9 9 9 9 Total Vehicles 1951 2044 2142 2245 2353 2466 2585 2710 2841 2978 3122 3273 3431 3598 3772 Total PCU 2110 2206 2307 2413 2525 2641 2763 2891 3025 3166 3313 3467 3630 3799 3978
Year 2010-2011 2011-2012 2012-2013 2013-2014 2014-2015 2015-2016 2016-2017 2017-2018 2018-2019 2019-2020 2020-2021 2021-2022 2022-2023 2023-2024 2024-2025
Tractors 113 119 125 131 137 144 151 159 167 175 184 193 203 213 224
LCV 58 61 64 67 71 74 78 82 86 90 95 99 104 109 115
2 Axle 82 86 90 95 100 105 110 115 121 127 134 140 147 155 162
MAV 79 83 87 91 96 101 106 111 117 123 129 135 142 149 156
2-Wheeler 1239 1301 1366 1434 1506 1581 1660 1743 1831 1922 2018 2119 2225 2336 2453
Auto 27 28 29 30 32 33 34 36 37 38 40 42 43 45 47
Others 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4
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Year 2025-2026 2026-2027 2027-2028 2028-2029 2029-2030. 2030-2031 2031-2032 2032-2033 2033-2034 2034-2035 2035-2036 203.6-2037 2037-2038 2038-2039 2039-2040 2040-2041
Car/jeep/ van 389 409 429 451 473 497 522 548 575 604 634 666 699 734 771 809
Tractors 235 247 259 272 286 300 315 331 347 364 383 402 422 443 465 488
Govt. Bus 81 85 89 94 99 103 109 114 120 126 132 139 146 153 161 169
Private Bus 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
LCV 121 127 133 140 147 154 162 170 178 187 196 206 217 227 239 251
2 Axle 170 179 188 197 207 218 228 240 252 264 278 292 306 321 338 354
MAV 164 172 181 190 200 210 220 231 243 255 268 281 295 310 325 341
2-Wheeler 2576 2705 2840 2982 3131 3287 3452 3624 3806 3996 4196 4405 4626 4857 5100 5406
Auto 49 51 53 55 57 59 62 64 67 69 72 75 78 81 84 86
Cycle Rickshaw 156 160 163 166 169 173 176 180 183 187 191 195 198 202 206 211
Animal Drawn 10 10 10 10 10 11 11 11 11 11 12 12 12 12 13 13
Others 4 4 4 4 4 5 5 5 5 5 5 5 5 5 5 6
Total Vehicles 3955 4147 4349 4561 4783 5016 5260 5517 5786 6069 6366 6677 7004 7347 7707 8134
Total PCU 4164 4360 4566 4781 5007 5244 5492 5753 6026 6313 6614 6929 7260 7607 7971 8376
Table 4-4 Future Traffic Estimation at Ch 75.500 Km
Year 2010-2011 2011-2012 2012-2013 2013-2014 2014-2015 2015-2016 2016-2017 2017-2018
Car/jeep/ van 270 284 298 313 329 345 362 380
Tractors 65 68 72 75 79 83 87 91
Govt. Bus 48 50 53 56 58 61 64 68
Private Bus 0 0 0 0 0 0 0 0
LCV 102 107 112 118 124 130 136 143
2 Axle 258 271 284 299 314 329 346 363
MAV 188 197 207 218 228 240 252 264
2-Wheeler 1190 1249 1312 1377 1446 1518 1594 1674
Auto 86 90 95 100 103 106 109 112
Cycle Rickshaw 98 102 106 110 112 114 117 119
Animal Drawn 14 14 15 15 16 16 16 16
Others 8 8 8 9 9 9 9 9
Total Vehicles 2326 2441 2562 2689 2817 2952 3093 3241
Total PCU 3317 3480 3650 3828 4006 4193 4389 4594
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Year 2018-2019 2019-2020 2020-2021 2021-2022 2022-2023 2023-2024 2024-2025 2025-2026 2026-2027 2027-2028 2028-2029 2029-2030. 2030-2031 2031-2032 2032-2033 2033-2034 2034-2035 2035-2036 203.6-2037 2037-2038 2038-2039 2039-2040 2040-2041
Car/jeep/ van 400 419 440 462 486 510 535 562 590 620 651 683 717 753 791 831 872 916 961 1010 1060 1113 1169
Tractors 96 101 106 111 117 123 129 135 142 149 156 164 172 181 190 200 210 220 231 243 255 268 281
Govt. Bus 71 74 78 82 86 91 95 100 105 110 116 121 127 134 140 147 155 163 171 179 188 198 208
Private Bus 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
LCV 150 158 166 174 183 192 202 212 222 233 245 257 270 284 298 313 328 345 362 380 399 419 440
2 Axle 381 400 420 441 463 486 511 536 563 591 621 652 684 719 755 792 832 873 917 963 1011 1062 1115
MAV 278 292 306 321 338 354 372 391 410 431 452 475 499 524 550 577 606 636 668 702 737 774 812
2-Wheeler 1758 1846 1938 2035 2136 2243 2355 2473 2597 2727 2863 3006 3156 3314 3480 3654 3837 4029 4230 4442 4664 4897 4995
Auto 116 119 123 126 130 134 138 142 146 151 155 160 165 170 175 180 185 191 197 203 209 215 219
Cycle Rickshaw 121 124 126 129 131 134 137 139 142 145 148 151 154 157 160 163 167 170 173 177 180 184 188
Animal Drawn 17 17 17 18 18 19 19 19 20 20 20 21 21 22 22 23 23 24 24 24 25 25 26
Others 10 10 10 10 10 11 11 11 11 11 12 12 12 12 13 13 13 13 14 14 14 14 15
Total Vehicles 3397 3560 3731 3910 4099 4296 4503 4721 4949 5188 5439 5703 5979 6269 6574 6893 7228 7580 7949 8336 8742 9168 9467
Total PCU 4809 5034 5271 5519 5779 6051 6337 6637 6952 7281 7627 7990 8370 8770 9188 9627 10088 10571 11077 11609 12167 12752 13289
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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 2010-2011 2011-2012 2012-2013 2013-2014 2014-2015 2015-2016 2016-2017 2017-2018 2018-2019 2019-2020 2020-2021 2021-2022 2022-2023 2023-2024 2024-2025 2025-2026 2026-2027 2027-2028 2028-2029 2029-2030 2030-2031 2031-2032 2032-2033 2033-2034 2034-2035 2035-2036 2036-2037 2037-2038 AADT (in PCU) 3317 3480 3650 3828 4006 4193 4389 4594 4809 5034 5271 5519 5779 6051 6337 6637 6952 7281 7627 7990 8370 8770 9188 9627 10088 10571 11077 11609
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Year 2038-2039 2039-2040 2040-2041
AADT (in PCU) 12167 12752 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.
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CHAPTER 5 COST ESTIMATES
CONTENTS
5.0 UPDATED COST ESTIMATES ...................................................................................... 2 5.1 5.2 5.3 General ...................................................................................................................... 2 Approach and Methodology.................................................................................... 2 Estimation of Quantities .......................................................................................... 2 5.3.1 5.3.2 5.3.3 5.3.4 5.3.5 5.3.6 5.3.7 5.3.8 5.3.9 Site Clearance.................................................................................................3 Earth Works....................................................................................................3 Pavement ........................................................................................................3 Bridges, Cross-Drainage Structures ...............................................................3 Drainage and Protective Works......................................................................4 Road Junctions ...............................................................................................4 Road Appurtenances and Safety Works.........................................................4 Toll Plazas ......................................................................................................4 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 5.4.2 5.4.3 5.4.4 5.5 Material Rates ................................................................................................5 Material Lead Charges ...................................................................................6 Machinery Hire Charges ................................................................................6 Labour Rates ..................................................................................................9
Total Project Cost .................................................................................................. 10
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CHAPTER 5 COST ESTIMATES
5.0 5.1
UPDATED COST ESTIMATES 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
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5.3.1
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
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.
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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
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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. 1 2 3 4 5 6 7 8 9 Item 45 mm standard size crushed stone 26.5 mm standard size crushed stone 22.4 mm standard size crushed stone 13.2 mm standard size crushed stone 11.2 mm standard size crushed stone 6.7 mm standard size crushed stone Fine Aggregate 5.6 mm & below Stone Dust Coarse sand Unit M3 M3 M3 M3 M3 M3 M3 M3 M3 Basic Rate 560 650 650 650 650 400 460 150 420
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Sr. No. 10 11 12 13 a 13 b 14 15 16 17 18 19 20 21 22 23
Item Fine sand Stone Boulder Through & Bond Stones Bitumen Gr 60/70 Bitumen CRMB-60 Bitumen Emulsion Cement Lime Mild steel Structural steel Binding Wire Bricks /1000 nrs Diesel Water Compensation for earth
Unit M3 M3 Nrs. Tonne Tonne Tonne Tonne Kg. Tonne Tonne Kg 1000 nrs. Lit Kilo Lit M3
Basic Rate 350 200 350 42886 42293 37228 3900 2.0 32000 34000 40 2000 38.1 50 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. Description of No. Machine 1 Air Compressor Batching and Mixing 2 Plant (a) 30 cum capacity Batching and Mixing 3 Plant (b) 15 - 20 cum capacity Bitumen Pressure 4 Distributor Bitumen Boiler oil 5 fired Concrete Paver 6 Finisher with 40 HP Motor Activity General Purpose Concrete Mixing Output of Machine capacity in cfm cum/hour Output 170/250 20 Unit hour hour Rate 201 2010
Concrete Mixing Applying bitumen tack coat Bitumen Spraying Paving of concrete surface
cum/hour sqm/hour capacity in litre cum / hour
13 1750 1500 20
hour hour hour hour
1608 737 201 2010
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Sr. No. 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
Description of Machine Concrete Pump of 45 & 30 cum capacity Concrete Bucket Concrete Mixer (a) 0.4/0.28 cum Concrete Mixer (b) 1 cum Crane (a) 80 tonnes Crane (b) 35 tonnes Crane (c) 3 tonnes Dozer D - 80 - A 12 Dozer D - 50 - A 15 Emulsion Pressure Distributor Front End loader 1 cum bucket capacity Generator (a) 125 KVA Generator( b) 63 KVA GSB Plant 50 cum Hotmix Plant - 120 TPH capacity Hotmix Plant - 100 TPH capacity Hotmix Plant - 60 to 90 TPH capacity Hotmix Plant - 40 to 60 TPH capacity Hydraulic Chip Spreader Hydraulic Excavator of 1 cum bucket Integrated Stone Crusher 100THP Integrated Stone Crusher 200 HP Kerb Casting Machine Mastic Cooker Mechanical Broom Hydraulic Motor Grader 3.35
Activity Pumping of concrete For Pouring concrete Concrete Mixing Concrete Mixing Lifting Purpose Lifting Purpose Lifting Purpose Spreading /Cutting / Clearing Spreading /Cutting / Clearing Applying emulsion tack coat Soil loading / Aggregate loading Generation of electric Energy Generation of electric Energy Producing GSB DBM/BM/SDC/ Premix DBM/BM/SDC/ Premix DBM/BM/SDC/ Premix DBM/BM/SDC/ Premix Surface Dressing Soil Ordinary/ Soil Marshy / Soil Unsuitable Crushing of Spalls Crushing of Spalls Kerb Making Mastic Wearing coat Surface Cleaning Clearing / Spreading
Output of Machine cum / hour capacity in cum cum/hour cum/hour
Output 33 / 22 1 2.5 7.5
Unit hour hour hour hour hour hour hour
Rate 201 134 134 201 1072 670 301.5 1530 1730 737 938 804 670 871 20000 18000 16000 14000 1608 938 7504 14740 268 53.6 201 1608
cum/hour cum/hour sqm/hour cum/hour KVA KVA cum/hour cum/hour cum/hour cum/hour cum/hour sqm/hour cum/hour TPH TPH Rm/hour capacity in tonne Sq. m./hour cum/hour
300/ 150/250 200/ 120/150 1750 60 /25 100 50 40 40 30 25 17 1500 60 /60 /60 100 200 80 1 1250 200/200/
hour hour hour hour hour hour hour hour hour hour hour hour hour hour hour hour hour hour hour
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Sr. No. 33
34
35 36 37 38 39 40 41 42 43 44 45 46
Description of Machine mtr blade Mobile slurry seal equipment Paver Finisher Hydrostatic with sensor control 100 TPH Paver Finisher Mechanical 100 TPH Piling Rig with Bantonite Pump Pneumatic Road Roller Pneumatic Sinking Plant Pot Hole Repair Machine Prestressing Jack with Pump & access Ripper Rotavator Road marking machine Smooth Wheeled Roller 8 tonne Tandem Road Roller Tipper - 5 cum
Activity / GSB / WBM Mixing and laying slurry seal Paving of DBM/ BM/SDC/ Premix Paving of WMM /Paving of DLC 0.75 m dia to 1.2 m dia Boring attachment Rolling of Asphalt Surface Pneumatic Sinking of wells Repair of potholes Stressing of steel wires/stands Scarifying Scarifying Road marking Soil Compaction /BM Compaction Rolling of Aspalt Surface Transportation of soil, GSB, WMM, Hotmix etc. Transportation of soil, GSB, WMM, Hotmix etc. Transportation of soil, GSB, WMM, Hotmix etc. Transportation of Concrete Mix to site Transportation of Concrete Mix to site Transportation of Concrete Mix to site Transportation of Concrete Mix to site
Output of Machine Sq. m./hour
Output 50/50 2700
Unit
Rate
hour
737
cum/hour
40
hour
1876
cum/hour Rm/hour cum/hour cum/hour cum/hour
40/30 2 to 3 25 1.5 to 2.00 4
hour hour hour hour hour hour
737 4700 1340 3350 670 107.2 24.12 14.74 80.4 214.4 938 28.1
cum/hour cum/hour Sqm/hour cum/hour cum/hour Capacity in cum
60 25 100 70/25 30 5.5
hour hour hour hour hour km
47
Tipper - 5 cum
Capacity in cum
5.5
tonne. km hour hour tonne. km hour tonne. km
2.81
48 49 50 51 52
Tipper - 5 cum Transit Mixer 4.0/4.5 cum Transit Mixer 4/4.5 cum Transit Mixer 3.0 cum Transit Mixer 3.0 cum
Capacity in cum cum/hour cum/hour cum/hour cum/hour
5.5 4.5 4.5 3 3
234.5 804 2.33 737 3
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Sr. Description of No. Machine 53 Tractor Tractor with 54 Rotevator 55 56 57 58 59 60 61 62 Tractor with Ripper Truck 5.5 cum per 10 tonnes Truck 5.5 cum per 10 tonnes Truck 5.5 cum per 10 tonnes Vibratory Roller 8 tonne Water Tanker Water Tanker Wet Mix Plant 60 TPH Labour Rates
Activity Pulling Rate of Tractor + Rotevator Rate of Tractor 6+ Ripper Material Transport Material Transport Material Transport Earth or soil / GSB / WBM Water Transport Water Transport Wet Mix
Output of Machine capacity in HP
Output 50
Unit hour hour hour
Rate 201 201 234.5 28.1 234.5 2.81 1340 134 6.7 1005
capacity/cum capacity/cum capacity/cum cum/hour capacity in KL capacity in KL cum/hour
4.5 4.5 4.5 100/60/60 6 6 25
km hour tonne. km hour hour km hour
5.4.4
The labour rates adopted for the analysis are based on the Schedule based on BSR NHDivision, Kota Rajasthan. Table 5.3 shows the basic rates adopted for labour. Table 5-3 Labour Rates Item No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Description Blacksmith (IInd class) Blacksmith (Ist class)/ Welder/ Plumber/ Electrician Blaster (Stone cutter) Carpenter I Class Chiseller (Head Mazdoor) Driller Fitter Mali Mason (IInd class) Mason (Ist class) Mate / Supervisor Mazdoor Mazdoor/Dresser (Semi Skilled) Mazdoor/Dresser/Sinker (Skilled) Operator(grouting) Painter I class Unit Per Day Per Day Per Day Per Day Per Day Per Day Per Day Per Day Per Day Per Day Per Day Per Day Per Day Per Day Per Day Per Day Rates 150.00 200.00 150.00 200.00 200.00 200.00 200.00 200.00 200.00 250.00 150.00 125.00 125.00 150.00 250.00 200.00
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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. A B C D Particulars Land Acquisition Land Development (i) Item Wise Cost Other Toll Plazas Base cost Escalation for the 2nd year @ 10% on 60% of cost TP @ 10% Contingency @ 3% Quality control @ 1% Guarantee Commission to State Govt.@0.5% Sub Total A&S Charges @ 7% Application fee and front end fee @ 0.5% Total Cost IDCP Total Cost of Project Amount (in lacs) 500.00 7659.92
8159.92 459.60 765.99 229.80 76.60 38.30 9730.20 681.11 48.65 10459.97 962.47 11422.44
Table 5-5 Summary of Itemwise Cost for Stage 1 (commencement of operation) Item No. A 1 2 3 4 5 6 7 8 9 10 11 12 13 Particulars Concessionaire Cost Site Clearance and Dismantling Earth work Sub-Base and Base Courses Bituminous & Concrete works Traffic Signages, Road Marking and Other Appurtenances Drainage & Protective Works Toll Plaza Project Facilities Maintenance of Existing Road during Construction including temporary diversions Box Culvert, Slab culverts Pipe Culvert Major and Minor Bridges including approaches Repair and Rehabilitation of Structures Cost (Rs. In Lacs) 57.33 539.64 1276.67 3305.64 174.60 588.34 332.20 329.42 130.00 460.40 112.46 131.18 5.16
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Item No. 14 15 16
Particulars Retaining Wall Electrical Works Horticulture Total Cost
Cost (Rs. In Lacs) 62.56 39.77 57.33 7659.92
Table 5-6 Abstract of Cost for Stage 2 (7th year 2019-2020) Sr. No. A B C Particulars Renewal cost Other Other Base cost Escalation for the 7th year @ 10% per year Contingency @ 3% Quality control @ 1% Sub Total A&S Charges @ 7% Total Cost Total Cost of I renewal Amount (in lacs) 2994.61
2994.61 4066.52 211.83 70.61 7343.58 514.05 7857.63 7857.63
Table 5-7 Summary of Itemwise Cost for Stage 2 at 7th year Item No. A 1 2 3 4 5 6 7 8 9 Particulars Concessionaire Cost Site Clearance and Dismantling Earth work Granular Sub-Base and Base Courses Bituminous Course Traffic Signages, Road Marking and Other Appurtenances Drainage & Protective Works Intersections Box Culvert, Slab culverts Horticulture Total Cost Cost (Rs. In Lacs) 1.13 36.42 62.24 2633.11 138.73 1.30 93.99 21.55 6.38 2994.86
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Table 5-8 Abstract of Cost for Stage 3 (14th year 2026-2027) Sr. Particulars No. A Renewal cost B Other C Other Base cost Escalation for the 14th year @ 10% per year Contingency @ 3% Quality control @ 1% Sub Total A&S Charges @ 7% Total Cost Total Cost of II renewal Amount (in lacs) 1595.18
1595.18 5734.62 219.89 73.30 7622.98 533.61 8156.59 8156.59
Table 5-9 Summary of Itemwise Cost for Stage 3 at 14th year Item No. A 1 2 Particulars Civil Cost Bituminous & Concrete works Traffic Signages, Road Marking and Other Appurtenances Total Cost Cost (Rs. In Lacs) 1457.73 137.45 1595
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CHAPTER 6 ECONOMIC AND FINANCIAL ANALYSIS
CONTENTS
6.0 ECONOMIC AND FINANCIAL ANALYSIS ................................................................2 6.1 Economic Analysis .................................................................................................2 6.1.1 6.1.2 6.2 Evaluation Framework ...............................................................................2 Results of Economic Analysis....................................................................3
Financial Analysis ..................................................................................................3 6.2.1 6.2.2 6.2.3 6.2.4 6.2.5 6.2.6 6.2.7 6.2.8 6.2.9 Introduction ................................................................................................3 Approach to Financial Evaluation ..............................................................3 Cost of Project ............................................................................................3 Toll Rates....................................................................................................5 Traffic Details.............................................................................................7 Tollable Net Traffic Volume ......................................................................7 Toll Revenue ..............................................................................................8 Expenses ...................................................................................................14 Operation and Maintenance Cost .............................................................14
6.2.10 Results and Analysis.................................................................................19
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CHAPTER 6 ECONOMIC AND FINANCIAL ANALYSIS
6.0 6.1
ECONOMIC AND FINANCIAL ANALYSIS Economic Analysis Given the importance of infrastructure investment to National development vis--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 Construction Maintenance Road User Costs 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
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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 6.2.1 Financial Analysis 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 projects 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 Sr. No. a b c d Description Road works Structures Toll Plaza Project Facility / Furniture Total Civil Cost Cost (Rs. in Crore) Stage 2 28.27 0.22 1.46 29.95
Stage 1 54.84 7.72 3.72 10.32 76.60
Stage 3 15.95 15.95
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Table 6-3 Project Cost Summary of Concessionaire Cost in Stage 1 Sr. No. A B C D Particulars Land Acquisition Land Development (i) Item Wise Cost Other Toll Plazas Base cost Escalation for the 2nd year @ 10% on 60% of cost TP @ 10% Contingency @ 3% Quality control @ 1% Guarantee Commission to State Govt.@0.5% Sub Total A&S Charges @ 7% Application fee and front end fee @ 0.5% Total Cost IDCP Total Cost of Project Amount (in lacs) 500.00 7659.92
8159.92 459.60 765.99 229.80 76.60 38.30 9730.20 681.11 48.65 10459.97 962.47 11422.44
Table 6-4 Project Cost Summary of Concessionaire Cost in Stage 2 Sr. Particulars No. A Renewal cost B Other C Other Base cost Escalation for the 7th year @ 10% per year Contingency @ 3% Quality control @ 1% Sub Total A&S Charges @ 7% Total Cost Total Cost of I renewal Amount (in lacs) 2994.61
2994.61 4066.52 211.83 70.61 7343.58 514.05 7857.63 7857.63
Table 6-5 Project Cost Summary of Concessionaire Cost in Stage 3 Sr. No. A Renewal cost B Other C Other Base cost Particulars Amount (in lacs) 1595.18
1595.18
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Sr. No.
Particulars Escalation for the 14th year @ 10% per year Contingency @ 3% Quality control @ 1% Sub Total A&S Charges @ 7% Total Cost Total Cost of II renewal
Amount (in lacs) 5734.62 219.89 73.30 7622.98 533.61 8156.59 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 25 20 5 5 80 75 Bus 60 55 2-Axle Truck 120 115 Multi Axle Trucks 200 200
Toll Plaza1(Km 12 to 48) Toll Plaza1(Km 48 to 79.8)
Table 6-7 Toll Rates at Toll Plaza-1 Year Basic Rates Additional Fee 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17 2017-18 2018-19 2019-20 2020-21 Tractor Trolly Cat. 1(a) 5.08 0.13 7.12 5.00 10.00 10.00 10.00 10.00 10.00 10.00 10.00 10.00 10.00 10.00 Categories of Vehicles Car /Jeep Buses Trucks <5 T Cat. 1(b) Cat. 2 Cat. 3(a) 16.94 42.35 57.60 0.42 1.09 1.42 23.53 59.46 79.89 25.00 60.00 80.00 25.00 65.00 90.00 25.00 65.00 90.00 30.00 70.00 95.00 30.00 70.00 95.00 30.00 80.00 105.00 30.00 80.00 105.00 35.00 85.00 115.00 35.00 85.00 115.00 40.00 95.00 130.00 40.00 95.00 130.00 Trucks >5 T Cat. 3(b) 86.39 2.16 120.30 120.00 130.00 130.00 145.00 145.00 160.00 160.00 175.00 175.00 195.00 195.00 Multi Axle Cat. 4 142.30 3.58 198.51 200.00 220.00 220.00 240.00 240.00 265.00 265.00 290.00 290.00 320.00 320.00
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Year 2021-22 2022-23 2023-24 2024-25 2025-26 2026-27 2027-28 2028-29 2029-30 2030-31 2031-32 2032-33 2033-34 2034-35 2035-36
Tractor Trolly Cat. 1(a) 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 20.00 20.00 20.00 20.00 20.00 20.00 25.00
Categories of Vehicles Car /Jeep Buses Trucks <5 T Cat. 1(b) Cat. 2 Cat. 3(a) 40.00 105.00 140.00 40.00 105.00 140.00 45.00 115.00 155.00 45.00 115.00 155.00 50.00 125.00 170.00 50.00 125.00 170.00 55.00 140.00 190.00 55.00 140.00 190.00 60.00 155.00 205.00 60.00 155.00 205.00 65.00 170.00 230.00 65.00 170.00 230.00 75.00 185.00 250.00 75.00 185.00 250.00 80.00 205.00 275.00 Table 6-8 Toll Rates at Toll Plaza-2
Trucks >5 T Cat. 3(b) 215.00 215.00 235.00 235.00 260.00 260.00 285.00 285.00 310.00 310.00 345.00 345.00 380.00 380.00 415.00
Multi Axle Cat. 4 350.00 350.00 385.00 385.00 425.00 425.00 470.00 470.00 515.00 515.00 565.00 565.00 625.00 625.00 685.00
Year Basic Rates Additional Fee 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 2025-26 2026-27 2027-28 2028-29 2029-30 2030-31
Categories of Vehicles Tractor Trolly Car /Jeep Buses Trucks <5 T Trucks >5 T Cat. 1(a) Cat. 1(b) Cat. 2 Cat. 3(a) Cat. 3(b) 5.08 16.94 42.35 57.60 86.39 0.13 0.42 1.09 1.42 2.16 6.65 22.02 55.54 74.78 112.53 5.00 20.00 55.00 75.00 115.00 5.00 25.00 60.00 80.00 125.00 5.00 25.00 60.00 80.00 125.00 10.00 25.00 65.00 90.00 135.00 10.00 25.00 65.00 90.00 135.00 10.00 30.00 75.00 100.00 150.00 10.00 30.00 75.00 100.00 150.00 10.00 30.00 80.00 110.00 165.00 10.00 30.00 80.00 110.00 165.00 10.00 35.00 90.00 120.00 180.00 10.00 35.00 90.00 120.00 180.00 10.00 40.00 100.00 130.00 200.00 10.00 40.00 100.00 130.00 200.00 15.00 45.00 110.00 145.00 220.00 15.00 45.00 110.00 145.00 220.00 15.00 45.00 120.00 160.00 240.00 15.00 45.00 120.00 160.00 240.00 15.00 50.00 130.00 175.00 265.00 15.00 50.00 130.00 175.00 265.00 15.00 55.00 145.00 195.00 290.00 15.00 55.00 145.00 195.00 290.00
Multi Axle Cat. 4 142.30 3.58 185.62 185.00 205.00 205.00 225.00 225.00 245.00 245.00 270.00 270.00 300.00 300.00 330.00 330.00 360.00 360.00 400.00 400.00 440.00 440.00 480.00 480.00
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Year 2031-32 2032-33 2033-34 2034-35 2035-36
Categories of Vehicles Tractor Trolly Car /Jeep Buses Trucks <5 T Trucks >5 T Cat. 1(a) Cat. 1(b) Cat. 2 Cat. 3(a) Cat. 3(b) 20.00 65.00 160.00 215.00 320.00 20.00 65.00 160.00 215.00 320.00 20.00 70.00 175.00 235.00 355.00 20.00 70.00 175.00 235.00 355.00 25.00 75.00 190.00 260.00 390.00
Multi Axle Cat. 4 530.00 530.00 585.00 585.00 640.00
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 16.00 Km 76.20 Km Tractors 26 16 Car and Jeep 395 261 Buses 52 48 Trucks < 5 MT 115 97 Trucks Multi axle > 5 MT trucks 211 289 123 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 Tractor Trolly for Year Car /Jeep Buses Trucks <5 T Trucks >5 T commercial use Cat. 1(b) Cat. 2 Cat. 3(a) Cat. 3(b) Cat. 1(a) 1 2 3 4 5 6 Gross Traffic in Base 26 395 52 116 211 Year in 2010-11 Presumed percentage of Tollable Traffic (due 50 50 90 80 80 to monthly pass) Tollable traffic in the 13 198 47 93 169 base year 2010-11 DEDUCT FOR Exempted categories monthly passes as per 2% 5% 2% 2% 2% toll (%) Notification condition 5% 0% 10% 10% 5% No 6&7 (%) Seasonals variations like strike holidays 5% 5% 5% 5% 5% etc.(%)
Multi Axle Cat. 4 7 123 90 111
1% 5% 5%
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TOLLABLE NET TRAFFIC VOLUME (YEAR WISE) AT TP-1 Vehicle Type Tractor Trolly for Year Car /Jeep Buses Trucks <5 T Trucks >5 T commercial use Cat. 1(b) Cat. 2 Cat. 3(a) Cat. 3(b) Cat. 1(a) Total% Deduction 12% 10% 17% 17% 12% Total Traffic for 2 20 8 16 20 Deductions Tollable traffic in the 11 178 39 77 149 base year 2010-11 TOLLABLE NET TRAFFIC VOLUME (YEAR WISE) AT TP-2 Vehicle Type Tractor Trolly for Year Car /Jeep Buses Trucks <5 T Trucks >5 T commercial use Cat. 1(b) Cat. 2 Cat. 3(a) Cat. 3(b) Cat. 1(a) 1 2 3 4 5 6 Gross Traffic in Base 16 261 48 97 289 Year in 2010-11 Presumed percentage of Tollable Traffic(due to 50 50 90 80 80 monthly pass) Tollable traffic in the 8 131 43 78 231 base year 2010-11 DEDUCT FOR Exempted categories monthly passes as per 2% 5% 2% 2% 2% toll (%) Notification condition 5% 0% 10% 10% 5% No 6&7 (%) Seasonals variations like strike holidays 5% 5% 5% 5% 5% etc.(%) Total% Deduction 12% 10% 17% 17% 12% Total Trafic for 1 13 7 13 28 Deductions Tollable traffic in the 7 118 36 65 203 base year 2010-11 6.2.7 Toll Revenue
Multi Axle Cat. 4 11% 12 99
Multi Axle Cat. 4 7 83 90 75
1% 5% 5% 11% 8 67
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.
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Table 6-10 Toll Revenue at Toll Plaza-1

No. of Days 3 90 91 92 92 90 91 92 92 91 91 92 92 90 91 92 92 90 91 92 92 90 91 92 92 91 91 92 92 90 91 92 92 90 Tractor Trolly Traffic 4 0 0 0 0 0 0 0 0 13 14 14 14 14 15 15 15 15 16 16 16 16 17 17 17 17 18 18 18 18 19 19 19 19 Rate 5 5 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 Toll 6 0 0 0 0 0 0 0 0 130 140 140 140 140 150 150 150 150 160 160 160 160 170 170 170 170 180 180 180 180 190 190 190 190 Traffic 7 0 0 0 0 0 0 0 0 196 206 206 206 206 216 216 216 216 227 227 227 227 238 238 238 238 250 250 250 250 263 263 263 263 Car /Jeep Rate 8 25 25 25 25 25 25 25 25 25 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 35 35 35 35 35 35 35 35 Toll 9 0 0 0 0 0 0 0 0 4900 6180 6180 6180 6180 6480 6480 6480 6480 6810 6810 6810 6810 7140 7140 7140 7140 8750 8750 8750 8750 9205 9205 9205 9205 Traffic 10 0 0 0 0 0 0 0 0 43 45 45 45 45 47 47 47 47 49 49 49 49 51 51 51 51 54 54 54 54 57 57 57 57 Buses Rate 11 60 65 65 65 65 65 65 65 65 70 70 70 70 70 70 70 70 80 80 80 80 80 80 80 80 85 85 85 85 85 85 85 85 Vehicle Type Trucks <5 T Toll 12 0 0 0 0 0 0 0 0 2795 3150 3150 3150 3150 3290 3290 3290 3290 3920 3920 3920 3920 4080 4080 4080 4080 4590 4590 4590 4590 4845 4845 4845 4845 Traffic 13 0 0 0 0 0 0 0 0 85 89 89 89 89 93 93 93 93 98 98 98 98 103 103 103 103 108 108 108 108 113 113 113 113 Rate 14 80 90 90 90 90 90 90 90 90 95 95 95 95 95 95 95 95 105 105 105 105 105 105 105 105 115 115 115 115 115 115 115 115 Toll 15 0 0 0 0 0 0 0 0 7650 8455 8455 8455 8455 8835 8835 8835 8835 10290 10290 10290 10290 10815 10815 10815 10815 12420 12420 12420 12420 12995 12995 12995 12995 Trucks >5 T Traffic 16 0 0 0 0 0 0 0 0 164 172 172 172 172 181 181 181 181 190 190 190 190 200 200 200 200 210 210 210 210 221 221 221 221 Rate 17 120 130 130 130 130 130 130 130 130 145 145 145 145 145 145 145 145 160 160 160 160 160 160 160 160 175 175 175 175 175 175 175 175 Toll 18 0 0 0 0 0 0 0 0 21320 24940 24940 24940 24940 26245 26245 26245 26245 30400 30400 30400 30400 32000 32000 32000 32000 36750 36750 36750 36750 38675 38675 38675 38675 Traffic 19 0 0 0 0 0 0 0 0 109 114 114 114 114 120 120 120 120 126 126 126 126 132 132 132 132 139 139 139 139 146 146 146 146 Multi Axle Rate 20 200 220 220 220 220 220 220 220 220 240 240 240 240 240 240 240 240 265 265 265 265 265 265 265 265 290 290 290 290 290 290 290 290 Toll 21 0 0 0 0 0 0 0 0 23980 27360 27360 27360 27360 28800 28800 28800 28800 33390 33390 33390 33390 34980 34980 34980 34980 40310 40310 40310 40310 42340 42340 42340 42340 Total Daily for 100% realisation 22 0 0 0 0 0 0 0 0 60775 70225 70225 70225 70225 73800 73800 73800 73800 84970 84970 84970 84970 89185 89185 89185 89185 103000 103000 103000 103000 108250 108250 108250 108250 Total Quarterly for 100% realisation 23 0 0 0 0 0 0 0 0 5530525 6390475 6460700 6460700 6320250 6715800 6789600 6789600 6642000 7732270 7817240 7817240 7647300 8115835 8205020 8205020 8115835 9373000 9476000 9476000 9270000 9850750 9959000 9959000 9742500
Year 1 2010 2011 2011 2012 2012 2013 2013 2014 2014 2015 2015 2016 2016 2017 2017 2018 2018 2019
Quarter 2 IV I II III IV I II III IV I II III IV I III IV I II III IV I II III IV I II III IV I II III IV
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Detailed Project Report for Development of Salumber Keer Ki Choki Road Vehicle Type Trucks <5 T Toll 5700 5700 5700 5700 5985 5985 5985 5985 6930 6930 6930 6930 7245 7245 7245 7245 8280 8280 8280 8280 8740 8740 8740 8740 10000 10000 10000 10000 10500 10500 10500 10500 12320 12320 12320 12320 12880 12880 12880 Traffic 119 119 119 119 125 125 125 125 131 131 131 131 138 138 138 138 145 145 145 145 152 152 152 152 160 160 160 160 168 168 168 168 176 176 176 176 185 185 185 Rate 130 130 130 130 130 130 130 130 140 140 140 140 140 140 140 140 155 155 155 155 155 155 155 155 170 170 170 170 170 170 170 170 190 190 190 190 190 190 190 Toll 15470 15470 15470 15470 16250 16250 16250 16250 18340 18340 18340 18340 19320 19320 19320 19320 22475 22475 22475 22475 23560 23560 23560 23560 27200 27200 27200 27200 28560 28560 28560 28560 33440 33440 33440 33440 35150 35150 35150 Total Daily for 100% realisation 126610 126610 126610 126610 133145 133145 133145 133145 151990 151990 151990 151990 159495 159495 159495 159495 184115 184115 184115 184115 193195 193195 193195 193195 224125 224125 224125 224125 235360 235360 235360 235360 272705 272705 272705 272705 286160 286160 286160 Page 6 - 10 Total Quarterly for 100% realisation 11521510 11648120 11648120 11394900 12116195 12249340 12249340 12116195 13831090 13983080 13983080 13679100 14514045 14673540 14673540 14514045 16754465 16938580 16938580 16570350 17580745 17773940 17773940 17387550 20395375 20619500 20619500 20171250 21417760 21653120 21653120 21182400 24816155 25088860 25088860 24543450 26040560 26326720 26326720
Year
Quarter I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III
No. of Days 91 92 92 90 91 92 92 91 91 92 92 90 91 92 92 91 91 92 92 90 91 92 92 90 91 92 92 90 91 92 92 90 91 92 92 90 91 92 92
Tractor Trolly Traffic 20 20 20 20 21 21 21 21 22 22 22 22 23 23 23 23 24 24 24 24 25 25 25 25 26 26 26 26 27 27 27 27 28 28 28 28 29 29 29 Rate 10 10 10 10 10 10 10 10 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 Toll 200 200 200 200 210 210 210 210 330 330 330 330 345 345 345 345 360 360 360 360 375 375 375 375 390 390 390 390 405 405 405 405 420 420 420 420 435 435 435 Traffic 276 276 276 276 290 290 290 290 305 305 305 305 320 320 320 320 336 336 336 336 353 353 353 353 371 371 371 371 390 390 390 390 410 410 410 410 431 431 431
Car /Jeep Rate 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 45 45 45 45 45 45 45 45 50 50 50 50 50 50 50 50 55 55 55 55 55 55 55 Toll 11040 11040 11040 11040 11600 11600 11600 11600 12200 12200 12200 12200 12800 12800 12800 12800 15120 15120 15120 15120 15885 15885 15885 15885 18550 18550 18550 18550 19500 19500 19500 19500 22550 22550 22550 22550 23705 23705 23705 Traffic 60 60 60 60 63 63 63 63 66 66 66 66 69 69 69 69 72 72 72 72 76 76 76 76 80 80 80 80 84 84 84 84 88 88 88 88 92 92 92
Buses Rate 95 95 95 95 95 95 95 95 105 105 105 105 105 105 105 105 115 115 115 115 115 115 115 115 125 125 125 125 125 125 125 125 140 140 140 140 140 140 140
Trucks >5 T Traffic 232 232 232 232 244 244 244 244 256 256 256 256 269 269 269 269 282 282 282 282 296 296 296 296 311 311 311 311 327 327 327 327 343 343 343 343 360 360 360 Rate 195 195 195 195 195 195 195 195 215 215 215 215 215 215 215 215 235 235 235 235 235 235 235 235 260 260 260 260 260 260 260 260 285 285 285 285 285 285 285 Toll 45240 45240 45240 45240 47580 47580 47580 47580 55040 55040 55040 55040 57835 57835 57835 57835 66270 66270 66270 66270 69560 69560 69560 69560 80860 80860 80860 80860 85020 85020 85020 85020 97755 97755 97755 97755 102600 102600 102600 Traffic 153 153 153 153 161 161 161 161 169 169 169 169 177 177 177 177 186 186 186 186 195 195 195 195 205 205 205 205 215 215 215 215 226 226 226 226 237 237 237
Multi Axle Rate 320 320 320 320 320 320 320 320 350 350 350 350 350 350 350 350 385 385 385 385 385 385 385 385 425 425 425 425 425 425 425 425 470 470 470 470 470 470 470 Toll 48960 48960 48960 48960 51520 51520 51520 51520 59150 59150 59150 59150 61950 61950 61950 61950 71610 71610 71610 71610 75075 75075 75075 75075 87125 87125 87125 87125 91375 91375 91375 91375 106220 106220 106220 106220 111390 111390 111390
2019 2020 2020 2021 2021 2022 2022 2023 2023 2024 2024 2025 2025 2026 2026 2027 2027 2028 2028 2029
Chapter 6
Detailed Project Report for Development of Salumber Keer Ki Choki Road Vehicle Type Trucks <5 T Toll 12880 15035 15035 15035 15035 15810 15810 15810 15810 18190 18190 18190 18190 19040 19040 19040 19040 Traffic 185 194 194 194 194 204 204 204 204 214 214 214 214 225 225 225 225 Rate 190 205 205 205 205 205 205 205 205 230 230 230 230 230 230 230 230 Toll 35150 39770 39770 39770 39770 41820 41820 41820 41820 49220 49220 49220 49220 51750 51750 51750 51750 Total Daily for 100% realisation 286160 328000 328000 328000 328000 344315 344315 344315 344315 399265 399265 399265 399265 419465 419465 419465 419465 Total Quarterly for 100% realisation 25754400 29848000 30176000 30176000 29520000 31332665 31676980 31676980 30988350 36333115 36732380 36732380 35933850 38171315 38590780 38590780 37751850
Year
Quarter IV I II III IV I II III IV I II III IV I II III IV
No. of Days 90 91 92 92 90 91 92 92 90 91 92 92 90 91 92 92 90
Tractor Trolly Traffic 29 30 30 30 30 32 32 32 32 34 34 34 34 36 36 36 36 Rate 15 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 20 Toll 435 600 600 600 600 640 640 640 640 680 680 680 680 720 720 720 720 Traffic 431 453 453 453 453 476 476 476 476 500 500 500 500 525 525 525 525
Car /Jeep Rate 55 60 60 60 60 60 60 60 60 65 65 65 65 65 65 65 65 Toll 23705 27180 27180 27180 27180 28560 28560 28560 28560 32500 32500 32500 32500 34125 34125 34125 34125 Traffic 92 97 97 97 97 102 102 102 102 107 107 107 107 112 112 112 112
Buses Rate 140 155 155 155 155 155 155 155 155 170 170 170 170 170 170 170 170
Trucks >5 T Traffic 360 378 378 378 378 397 397 397 397 417 417 417 417 438 438 438 438 Rate 285 310 310 310 310 310 310 310 310 345 345 345 345 345 345 345 345 Toll 102600 117180 117180 117180 117180 123070 123070 123070 123070 143865 143865 143865 143865 151110 151110 151110 151110 Traffic 237 249 249 249 249 261 261 261 261 274 274 274 274 288 288 288 288
Multi Axle Rate 470 515 515 515 515 515 515 515 515 565 565 565 565 565 565 565 565 Toll 111390 128235 128235 128235 128235 134415 134415 134415 134415 154810 154810 154810 154810 162720 162720 162720 162720
2029 2030 2030 2031 2031 2032 2032 2033
Table 6-11 Toll Revenue at Toll Plaza-2

Year 1 2010 2011 2011 2012 2012 2013 2013 2014 Quarter 2 IV I II III IV I II III IV I II III No. of Days 3 90 91 92 92 90 91 92 92 91 91 92 92 Tractor Trolly Traffic 4 0 0 0 0 0 0 0 0 7 7 7 7 Rate 5 5 5 5 5 5 5 5 5 5 10 10 10 Toll 6 0 0 0 0 0 0 0 0 35 70 70 70 Traffic 7 0 0 0 0 0 0 0 0 130 137 137 137 Car /Jeep Rate 8 20 25 25 25 25 25 25 25 25 25 25 25 Toll 9 0 0 0 0 0 0 0 0 3250 3425 3425 3425 Traffic 10 0 0 0 0 0 0 0 0 40 42 42 42 Buses Rate 11 55 60 60 60 60 60 60 60 60 65 65 65 Vehicle Type Trucks <5 T Toll 12 0 0 0 0 0 0 0 0 2400 2730 2730 2730 Traffic 13 0 0 0 0 0 0 0 0 71 75 75 75 Chapter 6 Rate 14 75 80 80 80 80 80 80 80 80 90 90 90 Toll 15 0 0 0 0 0 0 0 0 5680 6750 6750 6750 Trucks >5 T Traffic 16 0 0 0 0 0 0 0 0 224 235 235 235 Rate 17 115 125 125 125 125 125 125 125 125 135 135 135 Toll 18 0 0 0 0 0 0 0 0 28000 31725 31725 31725 Traffic 19 0 0 0 0 0 0 0 0 74 78 78 78 Multi Axle Rate 20 185 205 205 205 205 205 205 205 205 225 225 225 Toll 21 0 0 0 0 0 0 0 0 15170 17550 17550 17550 Total Daily for 100% realisation 22 0 0 0 0 0 0 0 0 54535 62250 62250 62250 Page 6 - 11 Total Quarterly for 100% realisation 23 0 0 0 0 0 0 0 0 4962685 5664750 5727000 5727000
Detailed Project Report for Development of Salumber Keer Ki Choki Road Vehicle Type Trucks <5 T Toll 2730 2860 2860 2860 2860 3450 3450 3450 3450 3600 3600 3600 3600 4000 4000 4000 4000 4240 4240 4240 4240 5040 5040 5040 5040 5310 5310 5310 5310 6200 6200 6200 6200 6500 6500 6500 6500 7480 7480 Traffic 75 79 79 79 79 83 83 83 83 87 87 87 87 91 91 91 91 96 96 96 96 101 101 101 101 106 106 106 106 111 111 111 111 117 117 117 117 123 123 Rate 90 90 90 90 90 100 100 100 100 100 100 100 100 110 110 110 110 110 110 110 110 120 120 120 120 120 120 120 120 130 130 130 130 130 130 130 130 145 145 Toll 6750 7110 7110 7110 7110 8300 8300 8300 8300 8700 8700 8700 8700 10010 10010 10010 10010 10560 10560 10560 10560 12120 12120 12120 12120 12720 12720 12720 12720 14430 14430 14430 14430 15210 15210 15210 15210 17835 17835 Total Daily for 100% realisation 62250 65435 65435 65435 65435 76270 76270 76270 76270 79990 79990 79990 79990 91930 91930 91930 91930 96620 96620 96620 96620 111870 111870 111870 111870 117435 117435 117435 117435 136700 136700 136700 136700 143560 143560 143560 143560 165840 165840 Page 6 - 12 Total Quarterly for 100% realisation 5602500 5954585 6020020 6020020 5889150 6940570 7016840 7016840 6864300 7279090 7359080 7359080 7279090 8365630 8457560 8457560 8273700 8792420 8889040 8889040 8695800 10180170 10292040 10292040 10068300 10686585 10804020 10804020 10686585 12439700 12576400 12576400 12303000 13063960 13207520 13207520 13063960 15091440 15257280
Year
Quarter IV I III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II
No. of Days 90 91 92 92 90 91 92 92 90 91 92 92 91 91 92 92 90 91 92 92 90 91 92 92 90 91 92 92 91 91 92 92 90 91 92 92 91 91 92
Tractor Trolly Traffic 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 Rate 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 15 15 Toll 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 70 105 105 Traffic 137 144 144 144 144 151 151 151 151 159 159 159 159 167 167 167 167 175 175 175 175 184 184 184 184 193 193 193 193 203 203 203 203 213 213 213 213 224 224
Car /Jeep Rate 25 25 25 25 25 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 30 35 35 35 35 35 35 35 35 40 40 40 40 40 40 40 40 45 45 Toll 3425 3600 3600 3600 3600 4530 4530 4530 4530 4770 4770 4770 4770 5010 5010 5010 5010 5250 5250 5250 5250 6440 6440 6440 6440 6755 6755 6755 6755 8120 8120 8120 8120 8520 8520 8520 8520 10080 10080 Traffic 42 44 44 44 44 46 46 46 46 48 48 48 48 50 50 50 50 53 53 53 53 56 56 56 56 59 59 59 59 62 62 62 62 65 65 65 65 68 68
Buses Rate 65 65 65 65 65 75 75 75 75 75 75 75 75 80 80 80 80 80 80 80 80 90 90 90 90 90 90 90 90 100 100 100 100 100 100 100 100 110 110
Trucks >5 T Traffic 235 247 247 247 247 259 259 259 259 272 272 272 272 286 286 286 286 300 300 300 300 315 315 315 315 331 331 331 331 348 348 348 348 365 365 365 365 383 383 Rate 135 135 135 135 135 150 150 150 150 150 150 150 150 165 165 165 165 165 165 165 165 180 180 180 180 180 180 180 180 200 200 200 200 200 200 200 200 220 220 Toll 31725 33345 33345 33345 33345 38850 38850 38850 38850 40800 40800 40800 40800 47190 47190 47190 47190 49500 49500 49500 49500 56700 56700 56700 56700 59580 59580 59580 59580 69600 69600 69600 69600 73000 73000 73000 73000 84260 84260 Traffic 78 82 82 82 82 86 86 86 86 90 90 90 90 95 95 95 95 100 100 100 100 105 105 105 105 110 110 110 110 116 116 116 116 122 122 122 122 128 128
Multi Axle Rate 225 225 225 225 225 245 245 245 245 245 245 245 245 270 270 270 270 270 270 270 270 300 300 300 300 300 300 300 300 330 330 330 330 330 330 330 330 360 360 Toll 17550 18450 18450 18450 18450 21070 21070 21070 21070 22050 22050 22050 22050 25650 25650 25650 25650 27000 27000 27000 27000 31500 31500 31500 31500 33000 33000 33000 33000 38280 38280 38280 38280 40260 40260 40260 40260 46080 46080
2014 2015 2015 2016 2016 2017 2017 2018 2018 2019 2019 2020 2020 2021 2021 2022 2022 2023 2023 -
Chapter 6
Detailed Project Report for Development of Salumber Keer Ki Choki Road Vehicle Type Trucks <5 T Toll 7480 7480 7810 7810 7810 7810 9000 9000 9000 9000 9480 9480 9480 9480 10790 10790 10790 10790 11310 11310 11310 11310 13195 13195 13195 13195 13920 13920 13920 13920 16160 16160 16160 16160 16960 16960 16960 16960 Traffic 123 123 129 129 129 129 135 135 135 135 142 142 142 142 149 149 149 149 156 156 156 156 164 164 164 164 172 172 172 172 181 181 181 181 190 190 190 190 Rate 145 145 145 145 145 145 160 160 160 160 160 160 160 160 175 175 175 175 175 175 175 175 195 195 195 195 195 195 195 195 215 215 215 215 215 215 215 215 Toll 17835 17835 18705 18705 18705 18705 21600 21600 21600 21600 22720 22720 22720 22720 26075 26075 26075 26075 27300 27300 27300 27300 31980 31980 31980 31980 33540 33540 33540 33540 38915 38915 38915 38915 40850 40850 40850 40850 Total Daily for 100% realisation 165840 165840 173875 173875 173875 173875 199500 199500 199500 199500 209480 209480 209480 209480 241995 241995 241995 241995 254055 254055 254055 254055 292340 292340 292340 292340 307310 307310 307310 307310 357700 357700 357700 357700 375270 375270 375270 375270 Total Quarterly for 100% realisation 15257280 14925600 15822625 15996500 15996500 15648750 18154500 18354000 18354000 17955000 19062680 19272160 19272160 18853200 22021545 22263540 22263540 21779550 23119005 23373060 23373060 22864950 26602940 26895280 26895280 26310600 27965210 28272520 28272520 27657900 32550700 32908400 32908400 32193000 34149570 34524840 34524840 33774300
Year 2024 2024 2025 2025 2026 2026 2027 2027 2028 2028 2029 2029 2030 2030 2031 2031 2032 2032 2033
Quarter III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV
No. of Days 92 90 91 92 92 90 91 92 92 90 91 92 92 90 91 92 92 90 91 92 92 90 91 92 92 90 91 92 92 90 91 92 92 90 91 92 92 90
Tractor Trolly Traffic 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 Rate 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 20 20 20 20 20 20 20 20 Toll 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 105 140 140 140 140 140 140 140 140 Traffic 224 224 235 235 235 235 247 247 247 247 259 259 259 259 272 272 272 272 286 286 286 286 300 300 300 300 315 315 315 315 331 331 331 331 348 348 348 348
Car /Jeep Rate 45 45 45 45 45 45 45 45 45 45 45 45 45 45 50 50 50 50 50 50 50 50 55 55 55 55 55 55 55 55 65 65 65 65 65 65 65 65 Toll 10080 10080 10575 10575 10575 10575 11115 11115 11115 11115 11655 11655 11655 11655 13600 13600 13600 13600 14300 14300 14300 14300 16500 16500 16500 16500 17325 17325 17325 17325 21515 21515 21515 21515 22620 22620 22620 22620 Traffic 68 68 71 71 71 71 75 75 75 75 79 79 79 79 83 83 83 83 87 87 87 87 91 91 91 91 96 96 96 96 101 101 101 101 106 106 106 106
Buses Rate 110 110 110 110 110 110 120 120 120 120 120 120 120 120 130 130 130 130 130 130 130 130 145 145 145 145 145 145 145 145 160 160 160 160 160 160 160 160
Trucks >5 T Traffic 383 383 402 402 402 402 422 422 422 422 443 443 443 443 465 465 465 465 488 488 488 488 512 512 512 512 538 538 538 538 565 565 565 565 593 593 593 593 Rate 220 220 220 220 220 220 240 240 240 240 240 240 240 240 265 265 265 265 265 265 265 265 290 290 290 290 290 290 290 290 320 320 320 320 320 320 320 320 Toll 84260 84260 88440 88440 88440 88440 101280 101280 101280 101280 106320 106320 106320 106320 123225 123225 123225 123225 129320 129320 129320 129320 148480 148480 148480 148480 156020 156020 156020 156020 180800 180800 180800 180800 189760 189760 189760 189760 Traffic 128 128 134 134 134 134 141 141 141 141 148 148 148 148 155 155 155 155 163 163 163 163 171 171 171 171 180 180 180 180 189 189 189 189 198 198 198 198
Multi Axle Rate 360 360 360 360 360 360 400 400 400 400 400 400 400 400 440 440 440 440 440 440 440 440 480 480 480 480 480 480 480 480 530 530 530 530 530 530 530 530 Toll 46080 46080 48240 48240 48240 48240 56400 56400 56400 56400 59200 59200 59200 59200 68200 68200 68200 68200 71720 71720 71720 71720 82080 82080 82080 82080 86400 86400 86400 86400 100170 100170 100170 100170 104940 104940 104940 104940
Chapter 6
Page 6 - 13
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.
Chapter 6
Page 6 - 14
Table 6-12 Financial analysis of Project section

Collection Toll from realisation Table -5 85% C 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 104.93 120.55 121.88 121.88 119.23 126.70 128.10 128.10 125.31 146.73 148.34 148.34 145.12 153.95 155.64 155.64 153.95 D 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 89.19 102.47 103.60 103.60 101.34 107.70 108.88 108.88 106.51 124.72 126.09 126.09 123.35 130.86 132.29 132.29 130.86 Deduct Charges of Operation @ 7.5% E 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 6.69 7.69 7.77 7.77 7.60 8.08 8.17 8.17 7.99 9.35 9.46 9.46 9.25 9.81 9.92 9.92 9.81 Maintenance Charges @ 1.5%- 0-5 yrs, 2% for 5-10 yrs, 2.5% for > 10yrs F 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 42.83 42.83 42.83 42.83 42.83 42.83 42.83 42.83 42.83 42.83 42.83 42.83 57.11 57.11 57.11 57.11 57.11 Net Amount Available for Repayment (D-E-F) G 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 39.67 51.95 52.99 52.99 50.91 56.79 57.88 57.88 55.69 72.53 73.80 73.80 56.99 63.93 65.26 65.26 63.93 Amount of Annuity G' 1142.2 PPL Amount Resting at Commencement of Quarter H 1307.50 1505.44 2850.57 4229.33 5642.56 5948.87 7405.09 8897.72 9120.16 8023.49 8172.13 8323.44 8478.54 7354.59 7481.67 7610.83 7743.22 6596.11 6688.48 6781.89 6877.64 5707.60 5786.36 5865.76 5947.14 Interest @ 10.00% on PPL Amount I 32.69 37.64 71.26 105.73 141.06 148.72 185.13 222.44 228.00 200.59 204.30 208.09 211.96 183.86 187.04 190.27 193.58 164.90 167.21 169.55 171.94 142.69 144.66 146.64 148.68 PPL Amount + Interest (H+I) J 1340.18 1543.07 2921.83 4335.06 5783.62 6097.60 7590.22 9120.16 9348.16 8224.08 8376.43 8531.53 8690.50 7538.46 7668.71 7801.10 7936.80 6761.01 6855.69 6951.44 7049.58 5850.29 5931.02 6012.40 6095.82 Balance PPL Amount (J-G) K 197.94 1543.07 2921.83 4335.06 4641.38 6097.60 7590.22 9120.16 8023.49 8172.13 8323.44 8478.54 7354.59 7481.67 7610.83 7743.22 6596.11 6688.48 6781.89 6877.64 5707.60 5786.36 5865.76 5947.14 4746.89 Cost of Renewal/ Strengthening L 1307.50 1307.50 1307.50 1307.50 1307.50 1307.50 1307.50 1307.50
Year
Quarter
A 20102011 20112012
B IV I II III IV I II III IV I II III IV I II III IV I III IV I II III IV
1142.2
20122013
1285.00
20132014
1285.00
20142015
1285.00
20152016
1285.00
20162017
1285.00
Chapter 6
Page 6 - 15
Year
Quarter
Collection Toll from realisation Table -5 85% C 177.39 179.34 179.34 175.44 186.43 188.48 188.48 184.38 217.02 219.40 219.40 214.63 228.03 230.53 230.53 228.03 262.71 265.59 265.59 259.82 275.78 278.81 278.81 275.78 318.46 321.96 321.96 314.96 D 150.78 152.44 152.44 149.12 158.47 160.21 160.21 156.73 184.46 186.49 186.49 182.44 193.82 195.95 195.95 193.82 223.30 225.76 225.76 220.85 234.41 236.99 236.99 234.41 270.69 273.66 273.66 267.72
Deduct Charges of Operation @ 7.5% E 11.31 11.43 11.43 11.18 11.89 12.02 12.02 11.75 13.83 13.99 13.99 13.68 14.54 14.70 14.70 14.54 16.75 16.93 16.93 16.56 17.58 17.77 17.77 17.58 20.30 20.52 20.52 20.08
A 20172018
20182019
20192020
20202021
20212022
20222023
20232024
B I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV
Maintenance Charges @ 1.5%- 0-5 yrs, 2% for 5-10 yrs, 2.5% for > 10yrs F 57.11 57.11 57.11 57.11 57.11 57.11 57.11 57.11 57.11 57.11 57.11 57.11 57.11 57.11 57.11 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39
Net Amount Available for Repayment (D-E-F) G 82.36 83.89 83.89 80.83 89.47 91.08 91.08 87.86 113.52 115.39 115.39 111.64 122.17 124.14 124.14 107.90 135.16 137.43 137.43 132.89 145.44 147.82 147.82 145.44 179.00 181.75 181.75 176.25
Amount of Annuity G'
PPL Amount Resting at Commencement of Quarter H 4746.89 4783.20 4818.89 4855.47 3611.03 3611.84 3611.06 3610.25 2327.65 2272.32 2213.74 10011.32 8864.96 8964.41 9064.38 9166.84 8003.11 8068.03 8132.30 8198.17 6985.23 7014.42 7041.95 7070.18 5816.49 5782.90 5745.73 5707.62
1285.00
1285.00
1285.00
1285.00
1285.00
1285.00
1285.00
Interest @ 10.00% on PPL Amount I 118.67 119.58 120.47 121.39 90.28 90.30 90.28 90.26 58.19 56.81 55.34 250.28 221.62 224.11 226.61 229.17 200.08 201.70 203.31 204.95 174.63 175.36 176.05 176.75 145.41 144.57 143.64 142.69
PPL Amount + Interest (H+I) J 4865.56 4902.78 4939.36 4976.86 3701.31 3702.14 3701.33 3700.51 2385.84 2329.13 2269.08 10261.60 9086.58 9188.52 9290.98 9396.01 8203.19 8269.73 8335.60 8403.12 7159.86 7189.78 7218.00 7246.93 5961.90 5927.48 5889.37 5850.31
Balance PPL Amount (J-G) K 4783.20 4818.89 4855.47 3611.03 3611.84 3611.06 3610.25 2327.65 2272.32 2213.74 2153.69 8864.96 8964.41 9064.38 9166.84 8003.11 8068.03 8132.30 8198.17 6985.23 7014.42 7041.95 7070.18 5816.49 5782.90 5745.73 5707.62 4389.07
Cost of Renewal/ Strengthening L
7857.63
Chapter 6
Page 6 - 16
Year
Quarter
Collection Toll from realisation Table -5 85% C 334.03 337.70 337.70 330.36 385.50 389.74 389.74 381.26 404.80 409.25 409.25 400.36 468.38 473.52 473.52 463.23 491.60 497.00 497.00 486.19 564.51 570.71 570.71 558.31 592.98 599.50 599.50 586.46 D 283.93 287.05 287.05 280.81 327.67 331.27 331.27 324.07 344.08 347.86 347.86 340.30 398.12 402.50 402.50 393.75 417.86 422.45 422.45 413.26 479.83 485.11 485.11 474.56 504.03 509.57 509.57 498.49
Deduct Charges of Operation @ 7.5% E 21.29 21.53 21.53 21.06 24.58 24.85 24.85 24.31 25.81 26.09 26.09 25.52 29.86 30.19 30.19 29.53 31.34 31.68 31.68 30.99 35.99 36.38 36.38 35.59 37.80 38.22 38.22 37.39
A 20242025
20252026
20262027
20272028
20282029
20292030
20302031
B I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV I II III IV
Maintenance Charges @ 1.5%- 0-5 yrs, 2% for 5-10 yrs, 2.5% for > 10yrs F 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39
Net Amount Available for Repayment (D-E-F) G 191.24 194.13 194.13 188.36 231.71 235.04 235.04 228.38 246.89 250.38 250.38 243.39 296.87 300.92 300.92 292.82 315.13 319.37 319.37 310.88 372.46 377.33 377.33 367.58 394.84 399.96 399.96 389.72
PPL Amount Resting at Commencement of Quarter H 4389.07 4307.55 4221.11 4132.50 2762.46 2599.81 2429.77 2255.47 798.48 571.56 335.46 8250.06 6927.92 6804.24 6673.43 6539.35 5125.01 4938.01 4742.08 4541.26 3058.91 2762.93 2454.67 2138.71 539.60 158.25 -237.76 -643.67
1285.00
1285.00
1285.00
1285.00
1285.00
1285.00
0.00
Interest @ 10.00% on PPL Amount I 109.73 107.69 105.53 103.31 69.06 65.00 60.74 56.39 19.96 14.29 8.39 206.25 173.20 170.11 166.84 163.48 128.13 123.45 118.55 113.53 76.47 69.07 61.37 53.47 13.49 3.96 -5.94 -16.09
PPL Amount + Interest (H+I) J 4498.79 4415.24 4326.63 4235.82 2831.52 2664.81 2490.51 2311.86 818.45 585.85 343.85 8456.31 7101.11 6974.35 6840.27 6702.83 5253.13 5061.46 4860.64 4654.79 3135.39 2832.00 2516.04 2192.17 553.08 162.20 -243.70 -659.76
Balance PPL Amount (J-G) K 4307.55 4221.11 4132.50 2762.46 2599.81 2429.77 2255.47 798.48 571.56 335.46 93.47 6927.92 6804.24 6673.43 6539.35 5125.01 4938.01 4742.08 4541.26 3058.91 2762.93 2454.67 2138.71 539.60 158.25 -237.76 -643.67 -1049.48
8156.59
Chapter 6
Page 6 - 17
Year
Quarter
Collection Toll from realisation Table -5 85% C 688.84 696.41 696.41 681.27 723.21 731.16 731.16 715.26 D 585.51 591.95 591.95 579.08 614.73 621.48 621.48 607.97
Deduct Charges of Operation @ 7.5% E 43.91 44.40 44.40 43.43 46.10 46.61 46.61 45.60
A 20312032
20322033
B I II III IV I II III IV
Maintenance Charges @ 1.5%- 0-5 yrs, 2% for 5-10 yrs, 2.5% for > 10yrs F 71.39 71.39 71.39 71.39 71.39 71.39 71.39 71.39
Net Amount Available for Repayment (D-E-F) G 470.21 476.16 476.16 464.26 497.23 503.48 503.48 490.98
PPL Amount Resting at Commencement of Quarter H -1049.48 -1545.92 -2060.73 -2588.41 -3117.38 -3692.54 -4288.34 -4899.03
0.00
0.00
Interest @ 10.00% on PPL Amount I -26.24 -38.65 -51.52 -64.71 -77.93 -92.31 -107.21 -122.48
PPL Amount + Interest (H+I) J -1075.71 -1584.57 -2112.25 -2653.12 -3195.31 -3784.86 -4395.55 -5021.50
Balance PPL Amount (J-G) K -1545.92 -2060.73 -2588.41 -3117.38 -3692.54 -4288.34 -4899.03 -5512.49
Chapter 6
Page 6 - 18
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.
Chapter 6
Page 6 - 19
CHAPTER 7 CONCLUSIONS
CONTENTS
7.0 CONCLUSIONS ................................................................................................................2 7.1 Conclusions ............................................................................................................2
Chapter 7
Page 7 - 1
CHAPTER 7 CONCLUSIONS
7.0 7.1
CONCLUSIONS 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
Page 7 - 2

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Rajasthan State Road Development & Construction Corporation Limited, Jaipur

Start of Project Keer ki Chowki

End of Project Salumber

FINAL DETAILED PROJECT REPORT VOLUME I MAIN REPORT

Rajasthan State Road Development & Construction Corporation Limited, Jaipur

FINAL DETAILED PROJECT REPORT

VOLUME I MAIN REPORT

Detailed Project Report for Development of Salumber Keer ki Choki Road

TABLE OF CONTENTS VOLUME I MAIN REPORT

Draft Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

4-2 4-2 4-3 4-3 4-7

Draft Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

Page No. 6-16 6-21

Draft Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

Final Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

Final Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

Final Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

Start of Project Keer ki Chowki

End of Project Salumber

Figure 1-3 - Index Plan

Final Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

Final Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

Final Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

CHAPTER 2 PROJECT ROAD DESCRIPTION

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

Final Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

CHAPTER 2 PROJECT ROAD DESCRIPTION

Start of Project Keer ki Chowki

End of Project Salumber

Figure 2-1 Location Plan

Final Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

Final Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

Final Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

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

Final Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

Road through village Chargadiya (Km 25/000)

Final Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

Final Detailed Project Report Vol I

Detailed Project Report for Development of Salumber Keer ki Choki Road

Name of Crossing Kharaka Bridge (River Gomati)