Chaitanya Projects Consultancy Pvt. Ltd

NATIONAL HIGHWAY AUTHORITY OF INDIA Consultancy Services for Preparation of Feasibility Study/Detailed Project Report of selected state road stretches for 4 lane with paved shoulder NH Configuration under Bharat Mala Scheme – Chautala-Bikaner (Lot4/Package-5)

FINAL FEASIBILITY REPORT (MAIN REPORT) (Km 00.000 to Km 250.563) SEPTEMBER 2018 Submitted by Chaitanya Projects Consultancy Pvt. Ltd

C-5, 2 nd Floor, Plot No. 21-22, R.K.Tower, Sector-4, Vaishali, Ghaziabad – 201010 Ph:- 0120-4120472, Fax:- 0120-4110472 Email:- Chaitanya [email protected]

Table of Content Page 1- 1

TABLE OF CONTENT

1.0 Executive Summary ...... 1-1 1.1. Introduction ...... 1-1 1.2. Scope of Work ...... 1-2 1.2.1. Value addition proposed...... 1-2 1.3. Socio - Economic Profile...... 1-3 1.4. Project Description ...... 1-4 1.5. Major, Minor Cross Roads & Interchanges ...... 1-7 1.6. Proposed Cross Drainage Structures ...... 1-8 1.7. Summary of Structures ...... 1-8 1.8. Traffic Survey Analysis and Forecast ...... 1-8 1.8.1. Classified Traffic Volume Count Survey ...... 1-9 1.8.2. Axle Load Survey ...... 1-10 1.8.3 .Typical Cross-sections ...... 1-10 1.8.4 Pavement Design ...... 1-11 1.8.5. Traffic Control and Safety Measures...... 1-11 1.8.5.1. Road Marking & Traffic Signs ...... 1-12 1.9. Environmental Impact Assessment ...... 1-12 1.10. Social screening ...... 1-13 1.11. Important Environmental Legislations ...... 1-13 1.12. List of Clearances required for the Project ...... 1-14

2.0 Overview of NHAI Organization ...... 2-1 2.1. Introduction ...... 2-1 2.1.1. History of NHAI Organization ...... 2-1 2.2. National Highway Development Project (NHDP) ...... 2-2 2.2.1. Golden Quadrilateral (GQ) or Phase-I of NHDP ...... 2-4 2.2.2. North-South and East-West Corridors or Phase-II of NHDP ...... 2-4 2.2.3. NHDP Phase-III ...... 2-5 2.2.4. NHDP Phase IV ...... 2-5 2.2.5. NHDP Phase V ...... 2-5 2.2.6. NHDP Phase VI ...... 2-5 2.2.7. NHDP Phase VII ...... 2-5 2.3. Project Financing ...... 2-6 2.3.1. Through Budgetary allocations from Government of India (CESS) ...... 2-6 2.3.2. Loan assistance from international funding agencies ...... 2-6 2.3.3. Market borrowing ...... 2-7 2.3.4. Private sector participation ...... 2-7

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2.3.5. Special Purpose Vehicles (SPVs) ...... 2-7 2.3.6. Cost Recovery Mechanism ...... 2-7

3.0 Socio- Economic Profile ...... 3-1 3.1 Background ...... 3-2 3.2 Delineation of Project Influence Area ...... 3-2 3.3 State income ...... 3-4 3.4 Land use ...... 3-6 3.5 Tourism ...... 3-7 3.6 Wildlife Tourism ...... 3-8 3.7 Roads and Highways ...... 3-9 3.8 Railways ...... 3-10 3.9 Socio- Economic Profile of Sirsa District (Haryana) ...... 3-10 3.9.1 Area and Location ...... 3-10 3.9.2 Administrative Division ...... 3-11 3.9.3 Population ...... 3-11 3.9.4 Literacy ...... 3-11 3.9.5 Economy ...... 3-11 3.9.6 Livestock and Diary ...... 3-11 3.9.7 Transport and Communication ...... 3-12 3.10 Socio- Economic Profile of Hanumangarh District (Rajasthan) ...... 3-12 3.10.1 Area and Location ...... 3-12 3.10.2 Administrative Division ...... 3-12 3.10.3 Population ...... 3-13 3.10.4 Literacy ...... 3-13 3.10.5 Economy ...... 3-13 3.10.6 Livestock and Dairy ...... 3-13 3.10.7 Transport and Communication ...... 3-13 3.11 Socio- Economic Profile of Ganganagar District (Rajasthan) ...... 3-14 3.11.1 Area and Location ...... 3-14 3.11.2 Administrative Division ...... 3-14 3.11.3 Population ...... 3-14 3.11.4 Literacy ...... 3-14 3.11.5 Economy ...... 3-14 3.11.6 Livestock and Dairy ...... 3-15 3.11.7 Transport and Communication ...... 3-15 3.12 Socio- Economic Profile of Bikaner District (Rajasthan) ...... 3-15 3.12.1 Area and Location ...... 3-15

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3.12.2 Administrative Division ...... 3-15 3.12.3 Population ...... 3-16 3.12.4 Literacy ...... 3-16 3.12.5 Economy ...... 3-16 3.12.6 Livestock and Dairy ...... 3-16 3.12.7 Transport and Telecommunication ...... 3-16

4.0 Methodology Adopted ...... 4-1 4.1. General ...... 4-1 4.2. Basis ...... 4-1 4.3. Socio-Economic Profile ...... 4-2 4.4. Traffic Survey, Analysis and Projection ...... 4-2 4.5. Engineering Survey and Investigations Methodology ...... 4-2 4.5.1. First phase: Project initiation ...... 4-2 4.5.2. Second Phase: Planning ...... 4-3 4.5.3. Third Phase: Initial Recce Survey ...... 4-3 4.5.4. Fourth Phase: Detailed Recce Survey ...... 4-3 4.5.5. Fifth Phase: Detailed Topography Survey ...... 4-4 4.6. Options Study ...... 4-4 4.7. Green Field ...... 4-5 4.8. Proposed Right of Way (PROW) ...... 4-5 4.9. Local Traffic and O-D survey ...... 4-5 4.10. Axle Load Survey ...... 4-6 4.11. Pavement and Subgrade ...... 4-6 4.12. Material Investigations ...... 4-6 4.13. Engineering Design ...... 4-7 4.13.1. Geometric Design of Highway ...... 4-7 4.13.2. Pavement Design ...... 4-7 4.13.3. Design of Structures ...... 4-8 4.13.4. Drainage Design ...... 4-8 4.14. Environmental Screening ...... 4-8 4.15. R&R Screening ...... 4-9 4.16. Rates & Cost Estimates ...... 4-9

5.0 Pavement Design ...... 5-1 5.1. Introduction ...... 5-1 5.2. Evaluation of Design Traffic (MSA) for Flexible Pavement Design ...... 5-1 5.3. Base Year Traffic Volumes ...... 5-1 5.4. Design Period ...... 5-2

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5.5. Vehicle Damage Factors ...... 5-3 5.6. Lane Distribution Factors ...... 5-3 5.7. Design Traffic Loading in terms of MSA ...... 5-3 5.7.1. Pavement Material Properties ...... 5-6 5.8. Strength of Sub grade ...... 5-6 5.9. Design of Subgrade and Sub-base ...... 5-8 5.10. Rigid Pavement Design ...... 5-8 5.10.1. Dry Lean Concrete ...... 5-9 5.11. Design of Continuously Reinforced Concrete Pavement (CRCP) ...... 5-9 5.12. Pavement Quality Concrete (PQC) ...... 5-9 5.13. Paved Shoulders ...... 5-10 5.14. Crust Composition for Rigid Pavement ...... 5-10

6.0 Design Standards ...... 6-2 6.1. General ...... 6-2 6.2. Design Speed ...... 6-2 6.3. Right of Way ...... 6-3 6.4. Lane Width of Carriageway ...... 6-3 6.5. Shoulders ...... 6-3 6.6. Crossfall ...... 6-3 6.7. Design of Horizontal and Vertical Alignment ...... 6-4 6.7.1. General ...... 6-4 6.7.2. Horizontal Alignment ...... 6-4 6.7.3. Super-elevation ...... 6-4 6.7.4. Radii of Horizontal Curves ...... 6-4 6.7.5. Transition Curves ...... 6-4 6.7.6. Sight Distances ...... 6-5 6.7.7. Vertical Alignment ...... 6-5 6.7.7.1. General ...... 6-5 6.7.7.2. Gradients ...... 6-6 6.7.7.3. Vertical Curves ...... 6-6 6.7.8. Coordination of horizontal and vertical alignment ...... 6-6 6.7.9. Lateral and Vertical Clearance at Underpasses ...... 6-7 6.7.9.1. Lateral clearance ...... 6-7 6.7.9.2. Vertical clearance ...... 6-7 6.7.10. Lateral and Vertical Clearance at Overpasses ...... 6-7 6.7.10.1. Lateral clearance ...... 6-7 6.7.10.2. Vertical clearance ...... 6-8

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6.8. Access Control ...... 6-8 6.9. Location of Interchange ...... 6-8 6.10. Connecting roads ...... 6-8 6.11. Median Openings ...... 6-8 6.12. Capacity of Expressway ...... 6-9 6.13. Miscellaneous ...... 6-9 6.13.1. Road Signs ...... 6-9 6.13.2. Road Markings ...... 6-9 6.13.3. Traffic Barriers ...... 6-9

7.0 TRAFFIC SURVEYS AND ANALYSIS ...... 7-2 7.1 General ...... 7-2 7.2 Project Details...... 7-2 7.3 Competing alternate routes ...... 7-2 7.4 Objectives and Scope of Services ...... 7-4 7.5 Project Network and Importance ...... 7-5 7.6 Traffic Surveys Planning and Schedule ...... 7-6 7.6.1 Traffic Surveys and Collection of Data ...... 7-6 7.6.2 Schedule of Traffic Surveys ...... 7-8 7.6.3 Objectives of Traffic Surveys ...... 7-9 7.6.4 Methodology of Traffic Surveys ...... 7-9 7.7 Traffic Volume Surveys and Analysis ...... 7-11 7.7.1 Classified Traffic Volume Count ...... 7-11 7.7.2 Vehicle Classification System ...... 7-11 7.7.3 Average Daily Traffic (ADT) ...... 7-13 7.7.5 Seasonal Variation Factor (SVF) ...... 7-14 7.8 Annual Average Daily Traffic (AADT) ...... 7-15 7.9 Composition of traffic ...... 7-17 7.10 Axle Load Surveys: ...... 7-19 7.11 Travel Pattern (Origin – Destination Surveys) ...... 7-21 7.11.1 Sample Size, Expansion Factors and Development of O-D Matrices ...... 7-21 7.11.2 Lead Distribution ...... 7-24 7.11.3 Zoning System ...... 7-27 7.11.4 Commodity Analysis ...... 7-33 7.11.5 Goods Vehicle - Frequency Analysis ...... 7-36 7.11.6 Vehicle – Trip frequency and Trip Purpose ...... 7-36 7.11.7 Development of Origin Destination Matrices ...... 7-40 7.11.8 Travel Pattern ...... 7-41

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7.11.9 Location of Interchange and Toll Plaza ...... 7-41 7.11.10 Traffic Growth Rates ...... 7-42 7.11.11 Traffic Growth Rate Estimation Methodology ...... 7-43 7.11.12 Area/Regional Influence ...... 7-43 7.11.13 Past Vehicle Registration Details ...... 7-44 7.11.14 Past Growth of Economy ...... 7-47 7.11.15 Transport Demand Elasticity ...... 7-50 7.11.16 Perspective Growth: state and national economies ...... 7-55 7.11.17 Projected Traffic Growth Rates ...... 7-56 7.11.18 Traffic forecast for non–motorised traffic...... 7-57 7.11.19 Travel Demand Estimates ...... 7-58 7.11.20 Diversion Traffic ...... 7-58 7.12 Analysis of Projected Traffic on Proposed Amrisar to Kandla Corridor ...... 7-63 7.13 Induced Traffic ...... 7-67 7.14 Total Traffic on Project Corridor ...... 7-68 7.15 Projected Traffic ...... 7-69

8.0 Design of Bridges & Structures ...... 8-1 8.1. General ...... 8-1 8.2. Field Survey and Site Investigation ...... 8-1 8.3. Site Selection for Bridges ...... 8-2 8.4. Protection Work ...... 8-3 8.5. Span Arrangement ...... 8-3 8.6. Structural System/ Type of Structures ...... 8-4 8.7. Deck Configuration ...... 8-6 8.8. Details of Proposed Structures ...... 8-6 8.9. Design Methodology for structures ...... 8-10 8.9.1. Superstructure ...... 8-10 8.9.2. Substructure and Foundation ...... 8-10 8.10. Structural Design Criteria ...... 8-10 8.11. Loads and Loads Combinations ...... 8-12 8.11.1. Dead Loads ...... 8-12 8.11.2. Superimposed Dead Loads ...... 8-12 8.11.3. Live Loads ...... 8-13 8.11.4. Longitudinal Forces ...... 8-13 8.11.5. Earth Pressure Forces ...... 8-13 8.11.6. Seismic Effect ...... 8-14

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8.11.7. Temperature Range ...... 8-14 8.11.8. Load Combination ...... 8-14

9.0 Preliminary Environmental Screening ...... 9-2 9.1 Project Road Background ...... 9-2 9.2 Important Environmental Legislations ...... 9-2 9.3 MOEF&CC Notification for the proposed project ...... 9-3 9.4 Description of the Alignment ...... 9-3 9.5 Baseline Environment ...... 9-4 9.5.1 Land Use ...... 9-4 9.5.2 Terrain & Geology ...... 9-6 9.5.3 Meteorology ...... 9-6 9.5.4 Water Environment ...... 9-8 9.5.5 Soil ...... 9-9 9.5.6 Agriculture ...... 9-11 9.5.7 Ambient Air Quality ...... 9-12 9.5.8 Seismicity ...... 9-13 9.5.9 Ambient Noise Level ...... 9-14 9.5.10 Flora and Fauna ...... 9-14 9.5.11 Ecology ...... 9-15 9.5.12 Archaeological Structures, Monuments ...... 9-16 9.5.13 Public Consultations ...... 9-16 9.5.14 Presence of Sensitive Receptors ...... 9-16 9.5.15 Presence of Places of Worship ...... 9-16 9.5.16 Project Enhancement Measures along Proposed alignment ...... 9-16 9.5.17 Land use ...... 9-16 9.5.18 Terrain & Geology ...... 9-17 9.5.19 Impact on Drainage Pattern ...... 9-17 9.5.20 Traffic and Transport ...... 9-17 9.5.21 Accident Hazards and safety...... 9-18 9.5.22 Water quality ...... 9-18 9.5.23 Soil ...... 9-19 9.5.24 Ambient Air Quality ...... 9-19 9.5.25 Ambient Noise Level...... 9-20 9.5.26 Ecology ...... 9-21 9.5.27 Presence of Sensitive Receptors Mitigation measures ...... 9-22 9.5.28 Cultural Properties ...... 9-23 9.5.29 Other Construction Phase Impacts due to Shifting of Labor Camps ...... 9-24

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9.6 Cost of Environmental Mitigation Measures...... 9-25 9.7 Findings, Conclusions and Recommendation ...... 9-25

10.0 Initial Social Assessment/preliminary LA Resettlement Plan ...... 10-2 10.1. Analysis basis Initial Environment Examination in IRC: SP: 19 ...... 10-2 10.1.1. Environmental Analysis ...... 10-3 10.1.2. Environmental Design ...... 10-3 10.1.3. Environmental Management Action Plan ...... 10-4 10.1.4. Resettlement and Rehabilitation Action Plan (RAP) ...... 10-4 10.2. Details of Consultation with Potentially Affected Persons ...... 10-5 10.2.1. Findings of Consultation ...... 10-6 10.2.2. Findings of Focused Group Discussions ...... 10-7 10.2.3. Information Disclosure ...... 10-8 10.3. Names/Details of consultation with local NGO’s ...... 10-8 10.4. Names/Details of consultation with municipal authorities ...... 10-10 10.4.1. Solid Waste Generation & its Disposal ...... 10-10 10.4.2. Liquid Effluent ...... 10-11 10.5. Preliminary Resettlement Plan ...... 10-11 10.5.1. Objective of Resettlement Policy Framework ...... 10-11 10.5.2. National Highways Act (NH Act), 1956 ...... 10-12 10.5.3. Entitlement Assistance & Benefits ...... 10-13 10.5.4. Entitlement Matrix ...... 10-14

11.0 Conclusion and Recommendation...... 11-1

Table of Content

List of Tables

Table 1.1 Stages of completion ...... 1-2

Table 1.2 Details of Packages ...... 1-6

Table 1.3 Details of Cross Roads...... 1-7

Table 1.4 Details of Interchanges...... 1-7

Table 1.5 Summary of Cross Drainage Structures ...... 1-8

Table 1.6 Summary of Classified Volume Count Survey ...... 1-9

Table 1.7 Vehicle Damage Factor (VDF) Summaries ...... 1-10

Table 1.8 Comparative Analysis and Adopted of Growth Rates ...... 1-10

Table 1.9 Summary of Projected Total Traffic Volume (PCU/day) ...... 1-11

Table 1.10 Details of Typical Cross Sections ...... 1-11

Table 1.11 Important Environmental Legislations ...... 1-13

Table 1.12 Project Clearances ...... 1-14

Table 3.1 Important Demographic Indicators for Haryana ...... 3-2

Table 3.2 Important Demographic Indicators for Rajasthan ...... 3-3

Table 3.3 GSDP Indicators for Haryana ...... 3-4

Table 3.4 GSDP Indicators for Rajasthan ...... 3-4

Table 3.5 Land use pattern of Haryana ...... 3-5

Table 3.6 Land use pattern of Rajasthan ...... 3-6

Table 4.1 List of O-D Point Locations ...... 4-5

Table 5.1 Base year traffic volumes ...... 5-2

Table 5.2 Summary of Vehicle Damage Factors ...... 5-3

Table 5.3 Present and Projected MSA ...... 5-4

Table 5.4 Materials Specification and Characterization ...... 5-6

Table 5.5 Subgrade Soil Test Results (PITS) ...... 5-7

Table 5.6 Subgrade Soil Test Results (Borrow Areas) ...... 5-7

Table 5.7 Pavement Structure for Stage Construction ...... 5-8

Table 5.8 Rigid Pavement Composition ...... 5-10

Table of Content

Table 6.1 Design Speed ...... 6-1

Table 6.2 Crossfall on different surfaces ...... 6-2

Table 6.3 Minimum radii of Horizontal Curves ...... 6-3

Table 6.4 Minimum Length of Transition Curves ...... 6-3

Table 6.5 Sight Distance ...... 6-4

Table 6.6 Gradient ...... 6-5

Table 6.7 Minimum Length of Vertical Curve ...... 6-5

Table 6.8 Vertical Clearance at Underpasses ...... 6-6

Table 6.9 Design Service Volume for Expressways in Plain and Rolling Terrain ...... 6-8

Table 7.1 Homogeneous sections ...... 7-2

Table 7.2 Traffic surveys schedule...... 7-6

Table 7.3 Vehicle classification and pcu factors ...... 7-10

Table 7.4 Average daily traffic ...... 7-11

Table 7.5 Seasonal variation factors for AADT calculations ...... 7-12

Table 7.7 Summary of ADT and AADT at survey locations ...... 7-14

Table 7.7 Total traffic composition at survey locations ...... 7-14

Table 7.8 Axle load survey locations ...... 7-16

Table 7.9 Vehicle damage factor (VDF) summaries ...... 7-16

Table 7.10 Origin destination survey locations and schedule ...... 7-18

Table 7.11 Sample size and expansion factors ...... 7-19

Table 7.12a Lead distribution of passenger & goods vehicle at Tamroli ...... 7-20

Table 7.12b Lead distribution of passenger & goods vehicle at Ridcor...... 7-21

Table 7.12c Lead distribution of passenger & goods vehicle at 14SSW toll plaza ...... 7-21

Table 4.12d Lead distribution of passenger & goods vehicle at Lunkaransar ...... 7-22

Table 4.12e Lead distribution of passenger & goods vehicle at Deshonok ...... 7-23

Table 7.13 Adopted zoning system for all 5 no’s of locations ...... 7-24

Table 7.14 Goods commodity types ...... 7-30

Table 7.15 Distribution of goods carried by commercial vehicles ...... 7-30

Table of Content

Table 7.16 Trip frequency of passenger & goods vehicles ...... 7-33

Table 7.17 Trip purpose of passenger vehicles ...... 7-35

Table 7.18 Location of toll plaza...... 7-37

Table 7.19 Potential diverted traffic at exit of corridor in year 2018-19 ...... 7-38

Table 7.20 Regional influence (%) ...... 7-39

Table 7.21 Growth of vehicle registration of Rajasthan ...... 7-39

Table 7.22 Growth in economic indices of Rajasthan state (at 2004-05 prices) ...... 7-42

Table 7.23 Growth in economic indices of Haryana state (at 2004-05 prices) ...... 7-43

Table 7.24 Growth in economic indices of Gujarat state (at 2004-05 prices) ...... 7-43

Table 7.25 Growth in economic indices of Maharashtra state (at 2004-05 prices) ...... 7-44

Table 7.26 Growth in economic indices of Delhi state (at 2004-05 prices) ...... 7-44

Table 7.27 Growth in economic indices of all India (at 2004-05 prices) ...... 7-45

Table 7.28 Past growth trend of economy (cagr %)...... 7-45

Table 7.28 Elasticity values derived based on regression analysis for Rajasthan ...... 7-46

Table 7.30 Elasticity values derived based on regression analysis for Gujarat ...... 7-47

Table 7.31 Elasticity values derived based on regression analysis for Maharashtra ...... 7-48

Table 4.32 Elasticity values derived based on regression analysis for Delhi ...... 7-48

Table 7.33 Elasticity of commercial vehicles in pia ...... 7-48

Table 7.34 Projected basic elasticity period ...... 7-49

Table 7.35 Projected transport demand elasticity values period ...... 7-50

Table 7.36 Projected growth rates of indicators in percentage...... 7-51

Table 7.37 Estimated and recommended traffic growth rates ...... 7-52

Table 7.40 Trip diversion curve equation ...... 7-54

Table 7.41: Vehicle operating cost (rs.) ...... 7-57

Table 7.42 Value of time (rs.) Alternate route ...... 7-58

Table 7.44 Potential and actual traffic diversion to project road ...... 7-58

Table 7.45 Potential diverted traffic at each toll booth in base year (2018-19) ...... 7-59

Table 7.46 Section-wise normal traffic in year 2018-19 ...... 7-61

Table of Content

Table 7.47 Section-wise development traffic in year 2022-23 ...... 7-63

Table 7.48 Section-wise induced traffic ...... 7-65

Table 7.49 Section-wise total traffic (2018-2019) ...... 7-65

Table 7.50 Projected total traffic on Chautala to Bikaner section ...... 7-66

Table 8.1 Minimum vertical Clearances ...... 8-3

Table 8.2 Total number of structures...... 8-5

Table 8.3 Details of Major Bridges ...... 8-6

Table 8.4 Details of Minor Bridges ...... 8-6

Table 8.5 Details of VUP ...... 8-7

Table 8.6 Details of LVUP ...... 8-7

Table 8.7 Details of SVUP ...... 8-9

Table 8.8 Details of ROB ...... 8-14

Table 8.9 Details of Interchanges...... 8-15

Table 8.10 Standard design criteria ...... 8-16

Table 9.1 Important Environmental Legislations ...... 9-1

Table 9.2 Land use pattern in Rajasthan and Haryana state 2014-15 ...... 9-4

Table 9.3 District and state wise Monthly Rainfall (mm) – Year 2016 ...... 9-7

Table 9.4 Strip chart showing drinking water Sources ...... 9-9

Table 9.5 Cropping pattern of the States Haryana and Rajasthan (20014-15) ...... 9-11

Table 9.6 Revised National Ambient Air Quality Standards ...... 9-12

Table 9.7 Noise Levels Standards dB (A) ...... 9-13

Table 9.8 Minimum Distance of Operation from Stationary Source...... 9-20

Table 10.1 Methods of Public Consultations ...... 10-4

Table 10.2 Summary findings of Consultation...... 10-5

Table 10.3 The location wise details of public consultation ...... 10-8

Table 10.4 Entitlement Matrix………………………………………………………………………………………………………………10-13

Table of Content List of Figures

Figure 1.1 Key Plan ...... 1-2

Figure 1.2 Average humidity percentage in rajasthan ...... 1-6

Figure 7.1 Traffic Survey, Project Road Section and Interchange Locations...... 7-2

Figure 7.2 Traffic Survey Locations on Connecting Roads ...... 7-5

Figure 7.3 Traffic Survey Location Map ...... 7-7

Figure 7.4 Thumbnails of post processed video ...... 7-8

Figure 7.5 Total Traffic Composition ...... 7-15

Figure 7.6 Trend of production of commercial vehicles in India ...... 7-49

Figure 7.7 Diversion Curves ...... 7-53

Figure 9.1 Seismic zone map of Rajasthan and Haryana ...... 7-3

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1.0 Executive Summary 1.1. Introduction

MORTH with NHAI have taken up several projects of highways with an aim of overall economic development of the country under Bharatmala Pariyojana. The proposed alignment will connect two major cities – Amritsar and Kandla. The Expressway is passing through states of Haryana and Rajasthan. M/s. Chaitanya Projects Consultancy Pvt. Ltd. have been appointed as Consultants to carry out the Detailed Project Report and Feasibility Study for development of Economic Corridors and Feeder Routes to improve the efficiency of freight movement in India under Bharatmala Pariyojana of Sangaria -Bikaner section in the state of Haryana (Lot 4, Package No.5). The project is development of a green-field Expressway of 4/8 lane. The Contract agreement has been signed on 28.02.2018 for the above-mentioned project work of Haryana-Rajasthan stretch. The project Road starts at MDR-105 near Chautala village which is in Haryana district and passes through places like Hanumangarh, Suratgarh, Lunkaransar, Bikaner and ends on National Highway-62 at Rasisar village of Bikaner district (total 250.563 km). The project Road passes through plain and rolling terrain. The entire project is divided in 9 Packages. Complete details are given in Table 1.2 The location of the Project Road has been shown in the Fig. 1.1 - Key Plan.

Fig 1.1 Key Plan

Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/Package-5) of Sangaria- Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

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1.2. Scope of Work

• Alignment is selected that no major habitation is affected and the land acquisition cost can be kept to a minimum. • Study the possible locations of toll plaza, Wayside amenities segregation of local traffic from the main traffic. • Carry out Environmental Impact Assessment, Environmental Management Plan, Rehabilitation, and Resettlement Studies. • Preparation of Feasibility study & detailed project reports. • Preparation of 3a, 3 A and 3D draft notifications for acquisition of land. • GAD, detail engineering drawings, approval from the Railways, Clearances from Ministry of Environment & Forest approvals, estimates for shifting of utilities. • Preparation of bid documents for EPC/HAM/PPP mode as per Manuals and relevant IRC codes. • Assistance during bidding activities Table 1.1 Stages of completion

Stage No. Report and Deliverables 1 QAP and Inception Report 2 Feasibility Report 3 LA, Utility Relocation Plan & Clearances I Report 4 Detailed Project Report (DPR) 5 Bid Document & Technical Schedules 6 Submission of Draft 3D publication report 7 LA, Utility Relocation Plan II & Clearances II Report 8 Award Determination 9 Land Possession

1.2.1. Value addition proposed

Further the alignment made value additions by connecting some cross roads and considering the current and future proposals in that location as per below details:

• The Proposed alignment connects with MDR-105 at 0+000 Chainage, MDR-102 at 4+910 Chainage, MDR-89 at 18+780 Chainage, MDR-89 at 26+600 Chainage, SH-7 at 30+600 Chainage, MDR-34 at 109+720 Chainage, SH-6A at 162+950 Chainage, NH-11 at 210+585 Chainage, MDR-5 at 229+440 Chainage and NH-62 at 250+563 Chainage. • The expressway entirety by-passes five major cities namely Sangaria near 0+000 Chainage, Hanumangarh near 25+500 Chainage, Suratgarh near 65+000 Chainage, Lunkaransar near 163+000 Chainage and Bikaner near 212+000 Chainage.

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• Provision of transformation of the expressway from four lane to eight lane has been provided and can be initiated in the future depending on the traffic and other relevant conditions.

• Moreover, it increases connectivity near Indo-Pakistan border areas. 1.3. Socio - Economic Profile

The project road has significant influence on Haryana and Rajasthan State. Haryana

Haryana carved out of the former state of East Punjab on 1 November 1966 on linguistic basis, is one of the 29 states in India. Situated in North India with less than 1.4% (44,212 km2 (17,070 sq mi) of India's land area, it is ranked 21st in terms of area. Chandigarh is the capital, Faridabad in National Capital Region is the most populous city of the state and the Gurugram is the financial hub of NCR with major Fortune 500 companies located in it. Rich in history, monuments, heritage, flora and fauna, human resources and tourism with well-developed economy, national highways and state roads, it is bordered by Himachal Pradesh to the north-east, by river Yamuna along its eastern border with Uttar Pradesh, by Rajasthan to the west and south, and Ghaggar-Hakra River flows along its northern border with Punjab. Since Haryana surrounds the country's capital Delhi on three sides (north, west and south), consequently a large area of Haryana is included in the economically-important National Capital Region for the purposes of planning and development. A new scheme “Swaranjayanti Khand Utthan Yojana” has been started by the State Govt. to address the developmental imbalances, socio economic imbalances in development process. This Yojana will be implemented initially in the 20 backward blocks in the 1st phase of the State. The broadly feature of the scheme is with the objective of bridging the gaps in local infrastructural and development requirement that cannot be made through existing schemes, to improve livelihood opportunities through skill development programme in convergence with other schemes, skill development design & marketing support in convergence with other departments, to ensure adequate flow of funds to these identified blocks through special component in the normal existing schemes. The 20 Blocks identified as backward blocks in 1 st phase under the new scheme SKUY, out of which Chautala are areas through which our alignment passes. Rajasthan

Rajasthan literally, "Land of Kings") is India's largest state by area (342,239 square kilometres (132,139 sq mi) or 10.4% of India's total area). It is located on the Northwestern side of the India, where it comprises most of the wide and inhospitable Thar Desert (also known as the "Rajasthan Desert" and "Great Indian Desert") and shares a border with

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the Pakistani provinces of Punjab to the northwest and Sindh to the west, along the Sutlej- Indus river valley. Elsewhere it is bordered by five other Indian states: Punjab to the north; Haryana and Uttar Pradesh to the northeast; Madhya Pradesh to the southeast; and Gujarat to the southwest. Major features include the ruins of the Indus Valley Civilisation at Kalibanga; the Dilwara Temples, a Jain pilgrimage site at Rajasthan's only hill station, Mount Abu, in the ancient Aravalli mountain range; and, in eastern Rajasthan, the Keoladeo National Park near Bharatpur, a World Heritage Site known for its bird life. Rajasthan is also home to three national tiger reserves, the Ranthambore National Park in Sawai Madhopur, Sariska Tiger Reserve in Alwar and Mukundra Hill Tiger Reserve in Kota.

The state was formed on 30 March 1949 when Rajputana – the name adopted by the British Raj for its dependencies in the region – was merged into the Dominion of India. Its capital and largest city is Jaipur. Other important cities are Jodhpur, Kota, Bikaner, Ajmer and Udaipur. 1.4. Project Description

The alignment is part of Amritsar-Kandla Corridor and takes off from Ch. 0+000 at MDR-105 near Chautala and terminates at Ch. 250+563 at NH-62 near Rasisar village. The present alignment is proposed to connect Hanumangarh, Suratgarh, Lunkaransar and Bikaner. Alignment intersects SH-7 (Hanumangarh-Rawatsar road) at Ch. 30+600, SH-6A (Lunkaransar-Kalu Road) at Ch. 162+950 and NH-11 (Bikaner-Ratangarh Road) at Ch. 210+585 and NH-62 (Bikaner-Jodhpur Road) at Ch. 250.563. The total length of Expressway is 250.563 Km, out of which 3.8 Km lies in Sirsa district of Haryana state and remaining 246.783 km lies in Hanumangarh, Sri Ganganagar, and Bikaner districts of Rajasthan state. The alignment is completely Green field with major cities like Bikaner, Lunkaransar and smaller cities like Suratgarh, Hanumangarh and towns like Mahajan, Napasar, etc. in the vicinity of the alignment. The major part of expressway falls in the semi – deserted region of Rajasthan with small patches of agricultural and barren lands with major undulations, sand dunes. There is no major obstruction apart from a few High-Tension Electricity Transmission Pylons, the alignment is clear and straight with around 8 minor curves of radius greater than 1000m throughout the stretch of 250.563 kms. Right of Way

The Right of Way for the proposed new alignment is 70m. The Right of Way bulges at places due to interchanges and toll plaza on the alignment. The land is also acquired for provision of Way Side Amenities.

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Rainfall

Rajasthan state receives 91% of its annual rainfall is during South-West monsoon. The total amount of annual rainfall in the state varies from 1000 cm over the south-Eastern parts to 14 cm over to extreme North-Western parts. The rest share of rainfall comes during cold weather season about 2%, the summer season about 3% and during the post-monsoon season about 4% of the annual total rainfall respectively. In Haryana the climate is arid to semi-arid with average rainfall of 354.5 mm. Around 29% of rainfall is received during the months from July to September, and the remaining rainfall is received during the period from December to February. Temperature

Rajasthan experiences a tropical desert climate. It remains extremely cold in the months of October to February while it bears the scorching heat of the sun from March to September. Summer in Rajasthan begins from March. The climate remains dry and hot during summer seasons and the temperature gradually rises in the month of April, May and June. In some region of Rajasthan like the western part and the eastern part of Aravalli Range, other places like Bikaner, Jaisalmer, Phalodi and Barmer experiences a temperature of 40°C to 45°C. It even rises to a maximum temperature of 49°C during summer. The summer nights in Rajasthan remains cold with 20°C to 29°C temperature. A maximum temperature of 45°C is experienced in the major part of the state consisting of arid west and semi-arid mid-west in June. Haryana is extremely hot in summer at around 45 °C (113 °F) and mild in winter. The hottest months are May and June and the coldest December and January. Humidity

During the monsoon month, July to September the relative humidity is generally high in the state of Rajasthan. The humidity is about 45%-47% in June, which rises to a little less than 70% during August in west Rajasthan and to about 76%-77% in East Rajasthan. The graph depicts the humidity regime in the state from 1980 to 2009. The average annual humidity percentage during these 30 years was 55.4%. The trend line in the figure shows a gradual decrease in humidity percentage in the state from 1980 to 2009.

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Winds

In Rajasthan generally, the average monthly wind speed varies in between 3.0 to 10.0 kmph during the year. But in summer, there are dust storms, dust - raising winds prevailing and wind speed reaches up to 10 kmph. Maximum wind speed recorded at Jaipur is 113 kmph on 31 May, 2001. Details of Packages Table 1.2 Details of Packages

Start End S.No Packages Chainage Location Coordinates Chainage Location Coordinates

29°46'25.83"N, 29°33'12.93"N, 1 Package-1 0+000 Chautala 28+700 14 HMH 74°29'58.55"E 74°20'45.06"E 29°33'12.93"N, 29°21'41.18"N, 2 Package-2 28+700 14 HMH 53+000 38 NDR 74°20'45.06"E 74°14'13.01"E 29°21'41.18"N, 29° 4'10.63"N, 3 Package-3 53+000 38 NDR 88+000 Sanwalsar 74°14'13.01"E 74° 6'8.04"E 29° 4'10.63"N, 28°50'27.50"N, 4 Package-4 88+000 Sanwalsar 115+000 Taliwala 74° 6'8.04"E 74° 0'25.94"E 28°50'27.50"N, 28°38'0.27"N, 5 Package-5 115+000 Taliwala 140+000 Kapoorisar 74° 0'25.94"E 73°54'26.38"E 28°38'0.27"N, 28°23'43.21"N, 6 Package-6 140+000 Kapoorisar 170+000 Sahajarsar 73°54'26.38"E 73°45'45.80"E 28°23'43.21"N, 28° 9'37.24"N, 7 Package-7 170+000 Sahajarsar 200+000 Ranisar 73°45'45.80"E 73°36'48.93"E 28° 9'37.24"N, 27°57'28.13"N, 8 Package-8 200+000 Ranisar 225+000 Kalyansar 73°36'48.93"E 73°30'9.75"E 27°57'28.13"N, 27°45'49.57"N, 9 Package-9 225+000 Kalyansar 250+563 Rasisar 73°30'9.75"E 73°21'53.60"E

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1.5. Major, Minor Cross Roads & Interchanges

The details of Major & Minor cross roads through which our proposed alignment passes are given as below. Table 1.3 Details of Major Cross Roads

Type of S. No. Chainage Left Right Cross road

1 0+000 MDR-105 Chautala Hanumangarh

2 4+910 MDR-102 Tibbi Sangaria

3 18+780 MDR-89 Tibbi Hanumangarh

4 26+600 MDR-89 Tibbi Hanumangarh

5 30+600 SH-7 Rawatsar Hanumangarh

6 48+917 MDR Rawatsar Pilibanga

7 109+720 MDR-34 Mahajan Pallu

8 138+510 MDR Malkisar Goplyan

9 162+940 SH-6A Lunkaransar Kalu

210+585 NH-11 Bikaner Ratangarh 10 250+563 NH-62 Bikaner Jodhpur 11

Total no. of Minor Cross Roads

Table 1.4 Details of Interchanges

S. Chainage(Km) Description Connectivity Status No. 1 30+630 SH-7 Hanumangarh-Ratangarh Double Trumpet Diamond 2 48+917 Rawatsar-Pilibanga Interchange Diamond 3 109+720 MDR-34 Mahajan-Pallu Interchange Diamond 4 138+510 Malkisar-Goplyan Interchange 5 162+940 SH-6A Lunkaransar-Kalu Double Trumpet 6 210+585 NH-11 Bikaner-Ratangarh Double Trumpet 7 250+563 NH-62 Bikaner-Jodhpur Double Trumpet

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1.6. Proposed Cross Drainage Structures

The alignment is crossing some of the canals and streams. In order to maintain the flow of water in canal the bridges are planned in consultation with the Irrigation department. The Cross-Drainage structures are provided on all other streams and considering the lay of the ground. So as to allow surface runoff and prevent damage to the highway embankment. 1.7. Summary of Structures

The overall summaries of structures on the project expressway are as follows: Table 1.5 Summary of Cross Drainage Structures S. Name of the Pkg-1 Pkg-2 Pkg-3 Pkg-4 Pkg-5 Pkg-6 Pkg-7 Pkg-8 Pkg-9 No. Structure 1 ROB 1 NIL NIL NIL NIL NIL NIL 1 1 2 Major Bridge 1 NIL 2 NIL NIL NIL NIL NIL NIL 3 Minor Bridge 6 8 3 NIL 3 1 NIL NIL NIL 4 SVUP 14 9 8 8 12 17 18 28 23 5 Flyover NIL NIL NIL NIL NIL NIL NIL NIL NIL 6 VUP 1 NIL NIL NIL NIL NIL NIL NIL NIL 7 VOP NIL NIL NIL NIL NIL NIL NIL NIL NIL 8 LVUP 8 9 6 2 2 3 3 4 2 9 Interchange NIL 2 NIL 1 1 1 NIL 1 1 10 Culverts 16 16 44 37 24 24 26 16 21 11 Toll Plaza 1 2 Nil 1 1 1 Nil 1 1

1.8. Traffic Survey Analysis and Forecast

It is very important, that the existing information on traffic flow, commodity movement and traffic pattern is required in order to assess the traffic behavior on a project road. To collect such information to satisfy the Terms of Reference (TOR) and project requirements, following various types of traffic surveys were carried out:

• Classified Traffic Volume Count Survey • Origin – Destination (OD) Survey and commodity movement Surveys

• Axle Load Spectrum Survey 1.8.1. Classified Traffic Volume Count Survey

The objective of classified traffic volume count survey is to estimate traffic intensity on the project road. Classified volume count survey has been carried out at one location. The traffic is counted in number of vehicles by vehicle category-wise in each direction in a 15-minute interval over 24 Hours a day for 7 Days. The details of Classified Volume Count at

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one station is given Table 1.7 The counts were recorded in the formats as per IRC specifications. Table 1.6 Summary of Classified Volume Count Survey

Average Daily Traffic

Lunkaran Vehicle Tamdoli Ridcor 14SSW Deshnok PCU's asar Classification Veh PCU Veh PCU Veh PCU Veh PCU Veh PCU 2 W 0.5 1850 925 2217 1108 4305 2153 1341 671 1207 603

3 W Auto 1 1 1 23 23 119 119 254 254 76 76

Car/ Jeep/Van/Taxi 1 616 616 2441 2441 2808 2808 1306 1306 2497 2497

Minibus 1.5 12 18 19 28 30 46 17 25 25 38

Bus Bus (Govt) 3 31 94 101 304 206 617 73 218 124 371

Bus (Pvt) 3 31 92 143 429 181 543 71 213 175 524

3 W Goods 1 6 6 19 19 33 33 1 1 7 7

LCV -4 1.5 164 246 146 220 345 518 524 786 622 933 Goo ds LCV-6 2 18 36 23 47 31 62 103 205 85 170 Vehi 2 Axle 3 26 78 38 114 49 146 147 440 132 397 cles 3-Axle 3 93 279 81 243 59 178 279 837 286 859 MAV 4.5 186 837 268 1208 143 644 785 3531 401 1806 Slow HME 6 5 30 3 20 4 26 4 26 9 52 mod e Tractor 1.5 12 19 31 47 29 43 117 176 38 57 Goo Tractor + ds 4.5 35 156 113 507 194 873 102 461 49 221 Veh Trailer Cycle 0.5 15 7 20 10 10 5 19 9 36 18 Cycle Rickshaw 2 0 1 2 5 0 1 0 0 5 10 Animal cart 6 0 2 5 30 0 0 4 24 8 50 Passenger Vehicles 2541 1746 4943 4333 7649 6285 3061 2686 4104 4110

Freight Vehicles 492 1481 576 1849 660 1580 1838 5800 1533 4171 Total Fast Moving 3033 3227 5519 6182 8310 7866 4899 8487 5637 8281 Vehicles Total Slow Moving 67 213 170 589 237 948 243 672 136 357 Vehicles Total 3100 3440 5689 6771 8547 8813 5142 9159 5773 8638 Vehicles/PCU

1.8.2. Axle Load Survey

The data collected from the Axle Load Survey has been compiled and analyzed through “Fourth power” pavement damage law to arrive at the vehicles damage factor (VDF). The Vehicle Damage Factor is a multiplier to convert the number of commercial vehicles of

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different axle loads and axle configuration to the number of standard axle load repetitions. The recorded sample size is analyzed to obtain Vehicle Damage Factor (VDF) for all locations on project road and has been presented in Table 1.8

Table 1.7 Vehicle Damage Factor (VDF) Summaries

Vehicle Damage Factor Traffic S Survey Road Dir-1 (To Amritsar Dir-2 (To Kandla) No Locatio Code VDF VDF n 2 2 Bus LCV 3 AT MAV Bus LCV 3 AT MAV AT AT NH 1 Tamdoli 1.68 1.35 1.35 13.13 11.99 5.90 0.17 1.45 0.37 1.02 10.20 2.64 458

2 Ridcor SH 7 1.18 0.45 3.62 13.24 15.53 6.80 1.38 1.38 0.17 4.04 7.65 2.92

3 14SSW SH 7 1.26 0.70 2.28 39.40 38.05 16.34 0.86 0.62 2.56 18.54 24.14 9.35

Lunkara NH 4 0.89 1.17 4.79 7.83 10.27 4.99 2.88 0.66 6.46 8.62 15.14 6.75 nasar 62 Deshno NH 5 1.93 1.20 7.62 10.22 13.46 6.88 0.12 0.10 0.20 13.14 11.45 5.00 k 62

Average VDF 1.39 0.97 3.93 16.76 17.86 8.18 1.08 0.84 1.95 9.07 13.72 5.33

Table 1.7 Summary of Projected Total Traffic Volume (PCU/day)

1.8.3. Typical Cross-sections

Proposed cross-sections along with widening schedule is shown in table given below.

Table 1.9 Details of Typical Cross Sections

TCS-1 4- Lane new construction inside widening without service road (Depressed Median)

(4-Lane new construction inside widening without service TCS-2 road) height greater than 4.00m (Depressed Median)

Approach to Vup (4-lane) for height up to 5.00m.(inside TCS-3 widening without service road) (Depressed Median)

TCS-4 ROB

TCS-5 VUP

TCS-6 SVUP/LVUP

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TCS 7 Bridge

TCS 8 Toll Plaza

1.8.4. Pavement Design

The flexible and rigid pavement is adopted for new carriageway. Design period of 20 years considered for new carriageway as well as overlay design. Rigid pavement is proposed at toll plaza locations only. 1.8.5. Traffic Control and Safety Measures

1.8.5.1. Road Marking & Traffic Signs Pavement markings are proposed as per IRC: 35-2015, “Code of Practice for Road Marking” with centre-line, edge line, continuity line, stop line, give way lines, diagonal/chevron markings and zebra crossings. The pavement marking shall be of hot applied thermoplastic paint with glass beads as per the NHAI specification for Road and Bridge Works. Appropriate road safety measures are provided with stop signs, give-way signs, traffic merging and diverging signs, lane closure signs, compulsory keep left/right signs or any other signs as per IRC 67-2012. Advance cautionary signs are proposed for sharp curves along with chevron signs at the outer edge of the curves. Overhead gantry signs have been proposed at start at the end points of the project road.

1.9. Environmental Impact Assessment

The study is carried out as per the requirements stipulated by the Ministry of Environment and Forests, Government of India for Environmental Impact Assessment of Rail / Roads / Highway Projects. Important features from environmental point of view observed along the project road are as mentioned below.

a. The project road passes through a wildlife sanctuary in Sirsa district of Haryana state (from Ch. 0+000 to Ch. 3+805).

b. Environmental Clearance from Ministry of Environment and Forest (MoEF), Govt. of India (GOI) under September 14 th , 2006 MOEF Notification and its subsequent amendment [Under Project Activity no. 7 (f), Highways] c. Notified Protected Forest Clearance & Tree Cutting Permission from MoEF Regional Office / State Forest Department under Forest (Conservation) Act, 1980 and subsequent amendments [Part C :Ch.1- Application of Forest (Conservation) Act- 1980 and other relevant clauses may be applicable under FCA-1980 and subsequent amendments]

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d. Consent to Establish (CTE) - No Objection Certificate (NOC) from State Pollution Control Board (PCB), under Section 25 / 26 of Water Act - Water (Prevention and Control of Pollution) Act, 1974, and under section 21 / 22 of Air (prevention and Control of Pollution) Act, 1981.

e. Railway clearance – we need to take clearance from railway as there will be three ROB’s at 26.640, 222.490 and 250.165 chainages. 1.10. Social screening

• The project alignment falls within Sirsa district of Haryana, Hanumangarh, Shri Ganganagar and Bikaner districts of Rajasthan.

• The consultations were held to build awareness about the project amongst the people, district level administration, and NGOs and to enlist their support in preparation and implementation of the project alignment. Also, it served the purpose of understanding the reaction of the likely affected persons. • Issues raised by individuals during the consultations were mainly related to land acquisition, loss of livelihood and income restoration, loss of religious structures, community structures, trees, etc. 1.11. Important Environmental Legislations

Important Environmental Legislations that need to be complied with for any new project are summarized in the Table no. 1.10 below. Major ministries and organisations such as MoEFCC, MoWR, CGWB and CPCB, SPCB, NGT are responsible for the implementation of these norms and standards.

Table 1.10 Important Environmental Legislations

Operational Agencies/Key Name Scope and Objective Key Areas Players Water To provide for the (Prevention and prevention and control Controls sewage and Central and State Pollution Control of of water pollution and industrial effluent Control Boards Pollution enhancing the quality discharges Act,1974) of water Air (Prevention and Control of To provide for the Controls emissions of Central and State Pollution Pollution Act prevention and control air pollutants Control Boards (1981) as of air pollution mended in1987

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Operational Agencies/Key Name Scope and Objective Key Areas Players Regulates access to To consolidate natural resources, MoEFCC, GoI, State Indian Forest Act, acquisition of common state has a monopoly government, forest 1927 property such as right over land; settlement officers forests categories forests To halt India’s rapid Forest Restriction on using MoEFCC, Central deforestation and Conservation forest for non-forest Government and State resulting Environmental Act,1981 purpose Governments. degradation Creates protected areas (national parks / Wildlife Protection Wildlife advisory boards; To protect wildlife sanctuaries) Act, 1972 Central Zoo Authorities categories of wildlife which are protected Reuse large quantity of fly ash discharged from Notification for MoEFCC and Project thermal power plant to Yes use of fly ash Proponent. minimize land use for disposal To provide for the An umbrella Central Government nodal Environmental protection and legislation; agency MOEF&CC; can Protection improvement of supplements pollution delegate powers to state Act,1986 Environment laws department of Environment

1.12. List of Clearances required for the Project

Following clearances are required before the commencement of construction work by the contractor. Table 1.11 Project Clearances

Sr. No. Item Agency Responsibility

Pollution Clearance - Rajasthan State Pollution NHAI through 1. Consent to Establish (CTE) / No Control Board design consultant Objection Certificate (NOC)

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Sr. No. Item Agency Responsibility

Tree Cutting MoEF Regional Office / NHAI through 2. Permission State Forest Department design consultant

Shifting of services and utilities BSNL, BSEB, Public Health including underground water NHAI through design 3. Engineering department pipeline sewerage line and consultant ,Optical fibre cable operator optical fibre cables

Forest Department, Clearance for cutting trees and NHAI through 4. Department of transporting design consultant Horticulture

Dismantling of structure falling Competent Land NHAI through 5. within right of way Acquisition Authority design consultant

Contractor/ 6. Quarry operations Mining Department Concessionaire

Clearance for cutting and Department of Geology and Contractor/ 7. transporting soil Mines Concessionaire

Central Ground Water Board Contractor/ 8. Extraction of Ground water and State Pollution Control Board Concessionaire

Clearance for employing State Labour Contractor/ 9. Imported labour Commissioner Concessionaire

Ch apt er – 2 (Overview of NHAI ) Page 2- 1 2.0 Overview of NHAI Organization

2.1. Introduction

2.1.1. History of NHAI Organization

National Highways Authority of India (NHAI) was constituted by an act of Parliament, the National Highways Authority of India Act, 1988. It is responsible for the development, maintenance and management of National highways entrusted to it and for matters connected or incidental thereto. The NHAI was operationalized in February 1995 with the appointment of full time Chairman and other Members.

As National Highways comprise of about 2% of the total road length in the country and yet carry over 40% of total traffic, the first and foremost task mandated to the NHAI is the implementation of NHDP comprising of the Golden Quadrilateral and North-South & East- West Corridors. In addition to the projects under NHDP, the NHAI is currently responsible for the development of about 1000 kms of Highways Connecting major ports and also of National Highways 8A, 24, 6, 45 and 27. The NHAI is also responsible for about 10,000 kms.

Apart from these special corridors, it was observed by MoRT&H that there are other national highway corridors also, where the intensity of traffic has increased significantly and there is requirement of augmentation of capacity for safe and efficient movement of traffic. 2.2. National Highway Development Project (NHDP)

National Highways Authority of India (NHAI) is responsible for the development and upkeep of National Highways in the country. A very ambitious plan of National Highway Development Project (NHDP) was formulated on the initiatives of the Prime Minister of India, which is his dream project.

Today, our road infrastructure is poised for a radical improvement with the implementation of the National Highways Development Project (NHDP), as well as other highway projects. The NHDP is a major initiative towards qualitative and quantitative enhancement of our National Highways. It involves the development and conversion of 13,146 km of road into four and six lanes at a cost of over Rs 54,000 crore (at 1998-99 prices), and is being implemented by National Highways Authority of India (NHAI).

NHDP’s prime focus is on developing International standard roads with facilities for uninterrupted flow of traffic with:

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• Enhanced safety features • Better riding surface. • Better road geometry • Better traffic management and noticeable signage. • Divided carriageways and service roads • Grade separators • Over bridges and underpasses • Bypasses • Wayside amenities

The following map shows the road covered under NHDP.

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Ch apt er – 2 (Overview of NHAI ) Page 2- 4 As per the targets set for the completion of the NHDP, the programme is divided into seven phases and it includes ports and bridges built over railway crossings. The phase wise schedule is mentioned below: 2.2.1. Golden Quadrilateral (GQ) or Phase-I of NHDP

Government has approved four/ six/eight laning of 7,498 km of National Highways at an estimated cost of Rs. 30,300 crore. It mainly includes four/ six/eight laning of Golden Quadrilateral connecting four metropolitan cities i.e. Delhi, Mumbai, Chennai and Kolkata. Implementation of NHDP-I is mainly on Item Rate Construction Contract (IRCC). All the contracts awarded and about 94% of NHDP –I project has been completed. Around 12% through PPP route on BOT (Toll) [6.0%] and BOT (Annuity) [6.0%] mode. 2.2.2. North-South and East-West Corridors or Phase-II of NHDP

Phase-II of NHDP covers from Srinagar to Kanyakumari and Silchar to Porbandar, involving a distance of 7,300 km and costing over Rs 30,000 crore. The work on this phase has also been completed.

Apart from these, the major ports (Haldia, Paradip, Vishakhapatnam, Chennai, Tuticorin, Cochin, Mangalore, Mormugao, Jawaharlal Nehru Port and Kandla) are being connected to NHDP highways through 400 km of roads.

More than 75 railway over-bridges are being constructed on the GQ alone.

The stated objective of the NHDP is: developing international standard roads with enhanced safety features like (i) better riding surfaces, road geometry, traffic management and signages, better markings and safety barriers, (ii) divided carriageways and service roads, (iii) grade separators, over bridges and underpasses for uninterrupted traffic flow, (iv) bypasses, and (v) wayside amenities along with provision of ambulances and cranes facilities.

One of the striking features of the NHDP is that the Indian firms have won a majority of the contracts. Out of the 122 ongoing contracts in the recent past, which were worth Rs 18,081 crore, as many as 78 contracts worth Rs 10,192 crore have gone to Indian firms, 33 contracts worth Rs.6, 049 crore to joint ventures while 11 contracts worth Rs.1, 840 crore have gone to foreign firms. 2.2.3. NHDP Phase-III

Under this, Government has approved upgradation of 12109 km of existing National Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/Package-5) of Sangaria-Bikaner

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Ch apt er – 2 (Overview of NHAI ) Page 2- 5 Highways to two lane with paved shoulders/ four /six lane having high traffic density, connecting important tourist locations, economically important areas , State capitals etc on build, operate and transfer (BOT) basis with a maximum viability gap funding (VGF) of 40%. The estimated cost for development of these stretches is Rs. 80,626 crore. 17.13% of length awarded, out of which 3.39% length completed. NHDP-III is scheduled for completion by Dec. 2013. 2.2.4. NHDP Phase IV

There is a proposal under consideration for widening of 20,000 km of existing single /intermediate /two lane highways to two lane with paved shoulders at an estimated cost of Rs. 27,800 crore through PPP route on BOT (Toll) /BOT (Annuity) basis. 2.2.5. NHDP Phase V

Under this Government has approved six laning of 6500 km of National Highways at a cost of Rs. 41,210 crore through PPP route on BOT (Toll) mode using Design Build Finance and Operate (DBFO) pattern with a maximum VGF of 10%. In DBFO private parties needs the upfront cost of design, construction and expenditure on annual maintenance and recovers the entire cost along with the interest from toll collection during the concession period. A length of 882 km awarded. NHDP V is scheduled for completion by Dec. 2012. 2.2.6. NHDP Phase VI

Under this Government has approved construction of 1000 km of expressways at an estimated cost of Rs. 16,680 crore through PPP route on BOT (Toll) mode following a DBFO pattern with a maximum VGF of 40%. Action is being taken for preparation of feasibility report. NHDP-VI is scheduled for completion by Dec. 2015. 2.2.7. NHDP Phase VII

Under this Government has approved construction of 700 km of stand alone ring roads/bypasses as well as grade separators, flyovers, elevated road, tunnels road over bridge, under passes etc. at an estimated cost of Rs. 16,680 Crores through PPP route on BOT (Toll) mode with a maximum VGF of 40% Action is being taken for preparation of feasibility study. NHDP-VII is scheduled for completion by Dec. 2014. 2.3. Project Financing

The project financing for the National Highways and other roads is done through several methods such as

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Ch apt er – 2 (Overview of NHAI ) Page 2- 6 i) Through Budgetary allocations from Government of India

ii) Loan Assistance from International Funding Agencies

iii) By Market Borrowings

iv) Through Private Sector Participation

v) Through Special Purpose Vehicles (SPV)

vi) Through Toll Collection by NHA I 2.3.1. Through Budgetary allocations from Government of India (CESS)

In a historic decision, the Government of India introduced a CESS on both Petrol and Diesel. This amount at that time (at 1999 prices) came to a total of approximately Rs.2, 000crores per annum. Further, Parliament decreed that the fund so collected were to be put aside in a Central Road Fund (CRF) for exclusive utilization for the development of a modern road network. The developmental work that could be tapped and the agencies to which it was available were clearly defined as:

1) Construction and Maintenance of National Highways under NHDP by Ministry of Shipping, Road Transport & Highways

2) Construction of Rail over- bridges by Indian Railways

3) Construction and Maintenance of State Highways by State Governments.

4) Development of Rural Roads by State Governments

2.3.2. Loan assistance from international funding agencies

Loan assistance is available from multilateral development agencies like Asian Development Bank and World Bank or Other overseas lending agencies like Japanese Bank of International Co-Operation. The loan assistance from these agencies amounts to Rs.20, 000 Crores . 2.3.3. Market borrowing

NHAI proposes to tap the market by securities CESS receipts to the tune of Rs.10, 000Crores. 2.3.4. Private sector participation

Major policy initiatives have been taken by the Government to attract foreign as well as domestic private investments. To promote involvement of the private sector in construction

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Ch apt er – 2 (Overview of NHAI ) Page 2- 7 and maintenance of National Highways, some projects are offered on Build Operate and Transfer (BOT) basis to private agencies. After the concession period, which can range up to 30 years, the road is to be transferred back to NHAI by the Concessioners. The Durg Bypass project in Chhattisgarh (not on NHDP) was completed on this basis. The market borrowings account for Rs.4000 Crores. 2.3.5. Special Purpose Vehicles (SPVs)

NHAI funds are also leveraged by the setting up of Special Purpose Vehicles (SPVs). The SPVs will be borrowing funds and repaying these through toll revenues in the future. Some more models may emerge in the near future for better leveraging of funds available with NHAI such as Annuity, which is a variant of BOT model. The amount involved through Special Purpose Vehicles totals to Rs.2268 Crores approximately. Out of this, Moradabad bypass amounting to Rs. 104 Crores has been completed and many other projects amounting to Rs.1364 Crores are under implementation. These projects are Jaipur bypass Phase II, Ahmedabad-Vadodara Expressway Phase I and II, Port connectivity to Mormugua, Jawaharlal Nehru port (Phase I), Haldia Port and Vishakhapatnam Port. The balance projects for awards under SPV are port connectivity to New Mangalore, Cochin, Tuticorin, Chennai, Ennore, Paradeep, JNPT (Pkg-II), which account for Rs.800 Crores approximately. 2.3.6. Cost Recovery Mechanism

The cost recovery mechanism is done by two methods:

By CESS: - The Govt. has levied a CESS on the price of diesel and petrol, which goes towards Highway Development. Today an amount of Rs.5000 – 6000 Crores is collected as CESS on the diesel and petrol.

By Tolling: - The Govt. has Tolled some of the newly improved / constructed Highways and Bridges constructed with Government Funds. A sizeable amount of money is recovered through tolls.

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3.0 Socio- Economic Profile

3.1 Background

This Chapter provides a socio-economic profile and the relative status of the state and districts. The aspects covered include demography, employment pattern, state income and major economic sectors including transport infrastructure. The profile discusses the past performance and the present scenario and also presents a broad assessment of the perspective growth of the economy as a basis for estimating the future growth in transport demand. 3.2 Delineation of Project Influence Area

The entire project road is passing through four districts 1. Sirsa in the state of Haryana, 2. Hanumangarh, 3. Ganganagar and 4. Bikaner in the state of Rajasthan. Some of the town which are coming along the alignment are Plibanga, Tibbi, Hanumangarh, Sangaria, Rawatsar, Suratgarh, Lunkaransar, Bikaner, Nokha, and Dabwali. Haryana State

Haryana was carved out of the former state of East Punjab on 1 November 1966 on linguistic basis, is one of the 29 states in India. Situated in North India with less than 1.4% (44,212 km 2) of India's land area, it is ranked 21 st in terms of area. Chandigarh is the capital city, Faridabad in National Capital Region is the most populous city of the state and Gurugram is the financial hub of NCR with major Fortune 500 companies located in it. Haryana has 6 administrative divisions, 22 districts, 72 sub-divisions, 93 revenue tehsils, 50 sub-tehsils, 140 community development blocks, 154 cities and towns, 6,841 villages and 6212 village panchayats. As the largest recipient of investment per capita since 2000 in India, and among one of the wealthiest and most economically developed regions in South Asia, Haryana has the sixth highest per capita income among Indian states and union territories at Rs.180,174 (US$2,600) against the national average of Rs.112,432 (US$1,600) for year 2016–17. Haryana's 2017-18 estimated state GSDP of US$95 billion (52% services, 30% industries and 18% agriculture) is growing at 12.96% 2012-17 CAGR and placed on the 14th position behind only much bigger states, is also boosted by 30 SEZs (mainly along DMIC, ADKIC and DWPE in NCR), 7% national agricultural exports, 60% of national Basmati rice export, 67% cars, 60% motorbikes, 50% tractors and 50% refrigerators produced in India. Faridabad has been described as eighth fastest growing city in the world and third most in India by City Mayors Foundation survey. In services, Gurugram ranks number 1 in India in IT growth rate and existing technology infrastructure, and number 2 in startup ecosystem, innovation and liability (Nov 2016).

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Table 3.1 Important Demographic Indicators for Haryana

S. No. Description 2011 census

1. Actual Population 25,351,462

2. Male 13,494,734

3. Female 11,856,728

4. Population Growth rate decadal 19.90%

5. Percentage of total Population 2.09%

6. Sex Ratio 879

7. Child Sex Ratio 834

2 8. Density/km 573

2 9. Area(km ) 44,212

10. Total Child Population (0-6 Age) 3,380,721

11. Male Population (0-6 Age) 1,843,109

12. Female Population (0-6 Age) 1,537,612

13. Literacy 75.60%

14. Male Literacy 84.06%

15. Female Literacy 65.94%

16. Total Literate 16,598,988

17. Male Literate 9,794,067

18. Female Literate 6,804,921

Rajasthan State

Rajasthan is India's largest state by area (342,239 square kilometres (132,139 sq mi) or 10.4% of India's total area). It is located on the north western side of the India, where it comprises most of the wide and inhospitable Thar Desert (also known as the "Rajasthan Desert" and "Great Indian Desert") and shares a border with the Pakistani provinces of Punjab to the northwest and Sindh to the west, along the Sutlej-Indus river valley. Elsewhere it is bordered by five other Indian states: Punjab to the north; Haryana and Uttar Pradesh to the northeast; Madhya Pradesh to the southeast; and Gujarat to the southwest. Major features include the ruins of the Indus Valley Civilisation at Kalibanga; the Dilwara Temples, a Jain pilgrimage site at Rajasthan's only hill station, Mount Abu, in the ancient Aravalli mountain range; and, in eastern Rajasthan, the Keoladeo National Park near Bharatpur, a World Heritage Site known for its bird life. Rajasthan is also home to three national tiger reserves, the Ranthambore National Park in Sawai Madhopur, Sariska Tiger Reserve in Alwar and Mukundra Hill Tiger Reserve in Kota.

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The state was formed on 30 March 1949 when Rajputana – the name adopted by the British Raj for its dependencies in the region– was merged into the Dominion of India. Its capital and largest city is Jaipur. Other important cities are Jodhpur, Kota, Bikaner, Ajmer and Udaipur. Table 3.2 Important Demographic Indicators for Rajasthan

S. No. Description Census 2011

1 Approximate Population 6.86 Crores 2 Actual Population 68,548,437 3 Male 35,550,997 4 Female 32,997,440 5 Population Growth 21.31% 6 Percentage of total Population 5.66% 7 Sex Ratio 928 8 Child Sex Ratio 888 9 Density/km2 200 2 10 Area(km ) 342,239 11 Total Child Population (0-6 Age) 10,649,504 12 Male Population (0-6 Age) 5,639,176 13 Female Population (0-6 Age) 5,010,328 14 Literacy 66.11% 15 Male Literacy 79.19% 16 Female Literacy 52.12% 17 Total Literate 38,275,282

3.3 State income

Haryana state income

As per Sept 2017 data, Haryana state's GSDP was 545322.52 crore Rupees in 2016-17 (estimated to be 608470.73 crore Rupees in 2017-2018), which had grown at 12.96% CAGR between 2012-17, boosted by the fact that this state on DMIC in NCR contributes 7% of India's agricultural exports and 60% of India's Basmati rice export, with 7 operational SEZs and additional 23 formally approved SEZs (20 already notified and 3 in-principal approval, mostly along Delhi Western Peripheral Expressway as well as Amritsar Delhi Kolkata Industrial Corridor and DMIC corridor) also produces India's 67% of passenger cars, 60% of motorcycles, 50% of tractors and 50% of the refrigerators, which places Haryana on 14th place on the list of Indian states and union territories by GDP behind only much bigger states

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that are significantly larger in both area and population. As per Nov 2016 data, Gurugram ranks number 1 st in India in IT growth rate and existing technology infrastructure, and number 2 in start-up ecosystem, innovation and liveability. Trend of gross state domestic product of Haryana at market prices in Crore Rupees.

Table 3.3 GSDP Indicators for Haryana

Gross State Domestic Product at Year current prices (Crore Rupees)

2011-12 297538.52

2012-13 347032.01

2013-14 399268.12

2014-15(P) 436961.53

2015-16(P) 485824.16

2016-17(Q) 545322.52

2017-18 (A) 608470.73

Source: Economic Survey of Haryana 2017-18 Rajasthan state income

Rajasthan is a mineral-rich state and has a diversified economy having agriculture, mining and tourism as its main engines of growth. The state mines produce gold, silver, sandstone, limestone, marble, rock phosphate, copper and lignite. It is the second largest producer of cement and contributes one tenth of the salt produced in India.

Table 3.4 GSDP Indicators for Rajasthan Gross State Domestic Product at Year current prices (Crore Rupees) 2011-12 2012-13 2013-14 551031 2014-15(P) 615695 2015-16(P) 683758 2016-17(Q) 759235 2017-18 (A) 840263

Source: Economic review of Rajasthan 2017-18

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3.4 Land use

Land use pattern in Haryana

The land is predominantly used for agricultural purposes in Haryana State. The land use pattern does not show any significant shift towards a particular use. If net area is compared, it has almost been constant for the last three decades. In the year 1970-71, the net area sown was 80.98% of the total area of the State, and it was 79.06% in the year 2002- 03 and in 2016-17 is also 80%. Similarly, the area under forest cover, land not available for cultivation and culturable area have also not shown any big change.

The major change that can be observed in the land use pattern in Haryana is the increase in area sown more than once. There has, however, been a marked decrease in the pasture lands and lands unfit for cultivation. A substantial part of these lands has been brought under cultivation or has been put to other uses. The introduction of sprinkler irrigation system (which irrigates undulating uplands) has helped bring these lands under cultivation. In fact, the cropping pattern in Haryana underwent a major change during Green revolution period (late 60’s and 70’s), and the area under various crops has witnessed a major change since then. After the Green revolution, the area under cultivation increased under cotton, paddy and wheat at the expense of pulses, maize and gram etc. Current trends in cropping pattern show that the farmers are shifting more towards rice, wheat and cash crops like cotton, vegetables, fruits and sugarcane. The land use pattern of the Haryana state is given below.

Table 3.5 Land use pattern of Haryana

Land use Area (000’ ha) Percentage

Total geographical area 4421 Reporting area for land utilization 4371 100.00 Forests 39 0.89 Not available for cultivation 662 15.14 Permanent pastures and other grazing lands 26 0.59 Land under misc. tree crops and groves 7 0.16 Culturable wasteland 18 0.41 Fallow lands other than current fallows 22 0.50 Current fallows 101 2.31 Net area sown 3497 80.00

Source: LU statistics Ministry of Agriculture, 2013- 14

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Land use pattern in Rajasthan

The land use pattern of a region determines the ecological balance in the region and helps to understand the environmental status as well. It includes the management and modification of natural environment in to build environment such as settlements, cultivated land etc. Approximately half of the area of the Rajasthan state is under cultivation with an average Cropping Intensity of 125%. The land use pattern of the Rajasthan state is given below.

Table 3.6 Land use pattern of Rajasthan Land use Area ( 000’ ha) Percentage Total geographical area 34224 Reporting area for land utilization 34265 100.00 Forests 2606 7.61 Not available for cultivation 4306 12.57 Permanent pastures and other grazing lands 1707 4.98 Land under misc. tree crops and groves 14 0.04 Culturable wasteland 4908 14.32 Fallow lands other than current fallows 2444 7.13 Current fallows 2415 7.05 Net area sown 15865 46.30

Source: LU statistics Ministry of Agriculture, 2013- 14 3.5 Tourism

Tourism in Haryana

There are 21 tourism hubs created by Haryana Tourism, which are located in Ambala, Bhiwani, Faridabad, Fatehabad, Fatehabad, Gurgaon, Hisar, Jhajjar, Kaithal, Karnal, Kurukshetra, Panchkula, Sirsa, Sonipat, Panipat, Rewari, Rohtak, Yamunanagar, Palwal and Mahendergarh. Haryana is officially part of Mahabharata and Krishna tourism development circuit plans of government of India and government of Haryana. Haryana is home to important religious sites dating to Vedic times. With a battery of temples and pilgrim centres concentrated in the 48-kosas (92 miles) of land described in the epic Mahabharata, legend and mythology play an important role in the history of Kurukshetra, a place where the celestial song 'Bhagwad Gita' is believed to have been delivered by Krishna to Arjuna. Tourism in Rajasthan

Rajasthan is one of the most popular tourist destination in India, for both domestic and international tourists. Rajasthan attracts tourists for its historical forts, palaces, art and

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culture with its slogan 'Padharo mahare desh'. Every third foreign tourist visiting India travels to Rajasthan as it is part of the Golden Triangle for tourists visiting India. Rajasthan attracted 14 percent of total foreign visitors during 2009–2010 which is the fourth highest among Indian states. It is fourth also in Domestic tourist visitors. Tourism is a flourishing industry in Rajasthan. The palaces of Jaipur and Ajmer-Pushkar, the lakes of Udaipur, the desert forts of Jodhpur, Taragarh Fort (Star Fort) in Ajmer, and Bikaner and Jaisalmer rank among the most preferred destinations in India for many tourists both Indian and foreign. Tourism accounts for eight percent of the state's domestic product. Many old and neglected palaces and forts have been converted into heritage hotels. Tourism has increased employment in the hospitality sector. Jaipur

Jaipur is considered as the main spot or say the gateway to enter in the province of multiple tourist attractions. This beautiful place is famous for its forts and palaces all around the world. City Palace, Jantar Mantar, Palace of Winds also Known as Hawa Mahal, Albert Hall Museum, Monkey Temple, Jal Mahal. Amber Fort, Nahargarh Fort and Jaigarh Fort are some of the most famous places of Jaipur. Bikaner

Bikaner is a city in the north Indian state of Rajasthan, east of the border with Pakistan. It is surrounded by the Thar Desert. The city is known for the 16th-century Junagarh Fort, a huge complex of ornate buildings and halls. Within the fort, the Prachina Museum displays traditional textiles and royal portraits. 3.6 Wildlife Tourism

Wildlife Tourism in Haryana

The Haryana state of north India has 2 National Parks, 8 Wildlife Sanctuaries, 2 Wildlife Conservation Areas, 4 Animal & Bird Breeding Centres, 1 Deer park and 49 herbal parks which are managed by the Forests Department, Haryana of the Government of Haryana. Hunting and poaching is illegal in all protected wildlife areas. All rights of people within a National Park have to be resettled outside while rights over land can be allowed inside a Sanctuary. Grazing of livestock can be permitted inside a Sanctuary but not inside a National Park. A Sanctuary can be upgraded as a National Park. However a National Park cannot be downgraded as a Sanctuary. Wildlife National Parks, Sanctuaries and Conservation areas must remain free of roads, buildings, motorized equipment and mechanical transport Wildlife Tourism in Rajasthan

Rajasthan is also noted for its national parks and wildlife sanctuaries. There are four national park and wildlife sanctuaries: Keoladeo National Park of Bharatpur, Sariska Tiger Reserve of

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Alwar, Ranthambore National Park of Sawai Madhopur, and Desert National Park of Jaisalmer. A national level institute, Arid Forest Research Institute (AFRI) an autonomous institute of the ministry of forestry is situated in Jodhpur and continuously work on desert flora and their conservation. Ranthambore National Park is 7 km from Sawai Madhopur Railway Station. it is known worldwide for its tiger population and is considered by both wilderness lovers and photographers as one of the best place in India to spot tigers. At one point, due to poaching and negligence, tigers became extinct at Sariska, but five tigers have been relocated there. Prominent among the wildlife sanctuaries are Mount Abu Sanctuary, Bhensrod Garh Sanctuary, Darrah Sanctuary, Jaisamand Sanctuary, Kumbhalgarh Wildlife Sanctuary, Jawahar Sagar sanctuary, and Sita Mata Wildlife Sanctuary. 3.7 Roads and Highways

Haryana state

Haryana has a total road length of 26,062 kilometres (16,194 mi), including 2,482 kilometres (1,542 mi) 29 national highways, 1,801 kilometres (1,119 mi) state highways, 1,395 kilometres (867 mi) Major District Roads (MDR) and 20,344 kilometres (12,641 mi) Other District Roads (ODR) (c. December 2017). A fleet of 3,864 Haryana Roadways buses covers a distance of 1.15 million km per day, and it was the first state in the country to introduce luxury video coaches.

Ancient Delhi Multan Road and Grand Trunk Road, South Asia's oldest and longest major roads, pass through Haryana. GT Road passes through the districts of Sonipat, Panipat, Karnal, Kurukshetra and Ambala in north Haryana where it enters Delhi and subsequently the industrial town of Faridabad on its way. The 135.6 kilometres (84.3 mi) Kundli-Manesar-Palwal Expressway (KMP) will provide a high-speed link to northern Haryana with its southern districts such as Sonepat, Gurgaon, Jhajjar and Faridabad. The Delhi-Agra Expressway (NH-2) that passes through Faridabad is being widened to six lanes from current four lanes. It will further boost Faridabad's connectivity with Delhi. Rajasthan state

Land transport covers all land-based transportation systems those are provide for the movement of people, goods and services. Land transport plays a vital role in linking communities to each other. Land transport is a key factor in urban planning. The proposed alignment passes through 48 Metal roads of varying width (3.75m-10m) at different chainages. There are 2 numbers of National Highway and 2 numbers of State Highway, crossing the alignment.

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(a) NH-11 : It is a 10m wide double lane road. It connects Ratangarh, Lachharsar, Bigga, Sri Dungargarh, Jodhasar, Seruna and Naurangdesar. NH–11 is at the chainage of 211+500 km from the starting point. (b) NH–62 : It connects Abohar in Punjab and Pindwara in Rajasthan. It is a 10m wide double lane road and it connects Deshnok, Ganeshnagar, Ganganagar, Gangani, Jharoli, Nagaur and Nokha. NH–62 is at the end point of the alignment at chainage of 250+583 km. (c) SH–7: It is a 10m wide double lane road. It connect Hanumangarh, Kolha, Gurasar, Munda, Matorian Wali, Lakhuwali, Rawatsar, Dhannasar, Baramsar, Purabsar and Pallu with the alignment. (d) SH–6A : It is a 7m wide double lane State Highway. It connects Sattasar, Rajasar Bhatiyan, Surana, Lunkaransar, Kalu,Garabdesar and Sardarshahr. 3.8 Railways

Haryana state

Rail network in Haryana is covered by 5 rail divisions under 3 rail zones. Diamond Quadrilateral High-speed rail network, Eastern Dedicated Freight Corridor (72 km) and Western Dedicated Freight Corridor (177 km) pass through Haryana. Bikaner railway division of North Western Railway zone manages rail network in western and southern Haryana covering Bhatinda-Dabwali-Hanumangarh line, Rewari-Bhiwani-Hisar- Bathinda line, Hisar-Sadulpur line and Rewari-Loharu-Sadulpur line. Jaipur railway division of North Western Railway zone manages rail network in south-west Haryana covering Rewari-Reengas-Jaipur line, Delhi-Alwar-Jaipur line and Loharu-Sikar line. Rajasthan state

Railway in Rajasthan is a part of North Western Railways and connects almost all major cities of Rajasthan to other parts of India with its 146 railway stations. Rajasthan major railway stations are well connected to metropolitan cities of India with some important trains as well.Jaipur is the busiest railway station of Rajasthan. Jaipur (JP), Ajmer Jn (AII), Bikaner, Udaipur City (UDZ), Jodhpur Jn (JU) are some of the important railway stations in Rajasthan. Superfast, Express, Passenger trains some common type of trains with Shatabdi and Rajdhani which runs in Rajasthan. Railway stations and trains are a great boost for Rajasthan tourism. There is also an international railway, the Thar Express from Jodhpur (India) to Karachi (Pakistan). However, this is not open to foreign nationals.

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3.9 Socio- Economic Profile of Sirsa District (Haryana)

3.9.1 Area and Location

Sirsa, the north western most district of Haryana State with a total geographical area of 4270 sq. km is located between 29 o 13’: 29 o 59’ north latitudes and 74 o 30’:75 o 7’ east longitudes. It is surrounded by Muktsar, Bathinda & Mansa districts of Punjab in the north, Ganga Nagar & Hanumangarh districts of Rajasthan in West and South, Fatehabad and Hisar districts of Haryana in north east and south east respectively. 3.9.2 Administrative Division:

Sirsa district is the largest district of Haryana state. Sirsa is the district headquarters, and is located on National Highway 9 and 250 kilometres (160 mi) from the capital, Delhi. The district is named after its headquarters, Sirsa. The name, Sirsa is derived from its ancient Sanskrit name Sairishaka, which is mentioned in the Mahabharata, the Ashtadhyayi and the Divyavadana. In Mahabharata, Sairishaka is described as being taken by Nakula in his conquest of the western quarter. It must have been a flourishing city in the 5th century B.C. as it has been mentioned by Panini. 3.9.3 Population

According to the 2011 census Sirsa district has a population of 12,95,189. This gives it a ranking of 378 th in India (out of a total of 640). The district has a population density of 303 inhabitants per square kilometre (780/sq mi) 3.9.4 Literacy

In terms of literacy Sirsa stands at 19th place. The literacy rate in 2011 is 68.8 per cent whereas it was 60.6 per cent during 2001 Census. The literacy rate amongst Male population which was 70.1 per cent during 2001 has increased to 76.4 per cent and in urban area it is 84.4 per cent. The literacy rate has also shown an increase amongst female population. During 2001 it was 49.9 per cent and it reached 60.4 per cent during 2011. 3.9.5 Economy

The main resource of economy of the district is agro products, and the primary occupation of the inhabitants of Sirsa is agriculture, owing to which it has gained the popular name 'Cotton Belt of Haryana'. 3.9.6 Livestock and Diary

The district possesses a very big number of livestock at 7.0 lakhs which forms 7.8 per cent of the total stock of the State as per Quinquennial Livestock Census of 2007 conducted by the Director General, Dairying and Animal Husbandry, Haryana. Animal Husbandry and poultry rearing plays an important role in the economy of the district as it provides gainful employment to a large number of small marginal farmers and landless persons. In

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possession of livestock wealth, it is 3rd ranking district of the State in 2007 and it has improved over the 5th rank of 1997. 3.9.7 Transport and Communication

Transport and communications is the nervous system of the economy of a particular area. Owing to semi-arid topography, rail-road network is not well developed in the district. Interior areas still seem to be out of reach of the metalled roads. Of the 325 villages of the district, 13 villages are still not approachable by metalled roads. National Highway-10, also known as Maharaja Aggarsain Marg, Delhi–Sirsa-Fazilka passes through the heart of the district having a length of 84 kilometres. N.H.-64 Dabwali-Bathinda just touches the border town of Mandi Dabwali with hardly one kilometre length in the district. State Highway 23 traverses the district in northeast-southwest direction enroute Patiala-Sirsa-EllenabadHanumangarh. Other important roads include Dabwali-Chautala; Sirsa – Rania – Chichal – Kotli - Bijuwali – Mandi Dabwali ; Sirsa-Ludesar-Bhadra; Punjab State border – Rori – Kalanwali - Mandi Dabwali; Mandi Dabwali - Desu Jodha - Kalanwali- Punjab State border; Kalanwali-Odhan and Nahrana-Nathusari Chopta- Jamal. Village link roads also form part of the road network. Sirsa district attained second position among the districts of the State during 2001-02 in terms of having 150 kilometres of length of metalled roads per lakh of population whereas its position is 18 th with respect to 39.0 kilometres of length of metalled roads per 100 sq. km. of area. Important focal points of the district include Sirsa, Nathusari Chopta, Ellenabad, Rania, Jiwannagar, Chautala, Mandi Dabwali, Odhan, Kalanwali and Bada Gudha. 3.10 Socio- Economic Profile of Hanumangarh District (Rajasthan)

3.10.1 Area and Location

Hanumangarh district located between latitudes 28°45’35’’ and 29°57’25” N and longitudes 74°17’51” and 75°31’04” is the one of the northern most districts of Rajasthan. Occupying an area of around 9656.09 sq km, the district is surrounded by Churu and Sri Ganganagar districts of Rajasthan, Punjab and Haryana in the south, west, north and east respectively. 3.10.2 Administrative Division:

For administrative convenience, the district is divided into 7 tehsils and 3 development blocks viz. Bhadra, Hanumangarh, Nohar, Pilibanga, Rawatsar, Sangaria and Tibi Tehsils and Bhadra, Hanumangarh and Nohar blocks. The district has 1907 villages and 6 urban towns. Rural and urban population of the district is 14.29 lakh and 3.51 lakh respectively. 3.10.3 Population

According to the 2011 census Hanumangarh district has a population of 1,779,650. This gives it a ranking of 269th in India (out of a total of 640). Hanumangarh is one of the highest per capita income earning districts in India.

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3.10.4 Literacy

The district has a population density of 184 inhabitants per square kilometre (480/sq mi). Its population growth rate over the decade 2001–2011 was 17.24%. Hanumangarh has a sex

ratio of 906 females for every 1000 males and a literacy rate of 68.37%. 3.10.5 Economy

Hanumangarh's economy is primarily agricultural and pastoral. Farming is the main activity that is carried out in the Hanumangarh District in Rajasthan. In Hanumangarh, the majority of population lives in rural areas. Agriculture is the main pillar of economy in Hanumangarh. The district primarily comprises of agriculture-based industries and activities. This may be attributed to the fertile land of district. Crops like pearl millet, wheat, cotton and rice are grown over here. Different kinds of vegetables are also grown over here, wheat and barley are cultivated over large areas, as are pulses, sugarcane, and oilseeds. Cotton is the area's cash crops. There are mainly two crop seasons Rabi and Kharif. The water for irrigation comes from wells and tanks. The Indira Gandhi Canal irrigates the north western part of Rajasthan. The main industries are mineral based, agriculture based, and textiles. The district also contributes high in animal husbandry with a large cattle population here. 3.10.6 Livestock and Dairy

Apart from agriculture this district is important from animal husbandry point of view. As per Cattle Census of 2007, the district has 1342793 animals and 145071 as poultry. Cows, bullocks, buffaloes, sheep, goats, camels, donkeys, pigs, mules, horses etc. are the main animals of the cattle wealth. Camels, bullocks, horses, donkeys, mules etc. are being used in transportation and in agriculture for ploughing. Cows of Desi and Haryanvi murra breeds are found. Sheep, goats and pigs are being reared for meant production. Hens and ducks are reared in poultry. Gangmul dairy is functioning in cooperative sector for the persons rearing milch cattle whose main plant is located in Hanumangarh Junction. 3.10.7 Transport and Communication

Hanumangarh district is well connected by road to major cities of Rajasthan & Punjab. It is 259.8 Kms from Ludhiana, 357 Kms from Delhi, 315 Kms from Chandigarh, 400 Kms from Jaipur, 527 Kms from Jodhpur, 554 Kms 23 from Jaisalmer and 677 Kms from Udaipur. Rajasthan State Road Transport Corporation (RSRTC) is plying buses regularly on these routes. Rajasthan State Road Transport Corporation (RSRTC) was plying 118 own and 3 hired vehicles in the district on 78 different routes during the year 2010- 11 by covering a route length of 15457 Kilometers. It has transported average 35774 passengers per day in the district.

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3.11 Socio- Economic Profile of Ganganagar District (Rajasthan)

3.11.1 Area and Location

Ganganagar district is located in the northernmost part of Rajasthan State and extends between latitudes 28 o42’30’’ and 30 o12’00” N and longitudes 72 o39’15” and 74 o18’30”E. Occupying an area of around 11154.66 sq km, the district is surrounded by Bikaner and Hanumangarh districts of Rajasthan, Ferozpur district of Punjab and International border of Pakistan in the south, east, north and west respectively. 3.11.2 Administrative Division:

For administrative convenience, the district is divided into 9 tehsils and 7 development blocks viz. Sriganganagar, Karanpur, Raisinghnagar, Suratgarh, Sadulshahar, Anupgarh, Padampura, Vijaynagar and Gharsana tehsils and Sriganganagar, Karanpur, Raisinghnagar, Suratgarh, Sadulshahar, Anupgarh and Padampur blocks. 3.11.3 Population

According to the 2011 census Ganganagar district has a population of 19,69,520. This gives it a ranking of 235th in India (out of a total of 640 ). The district has a population density of 179 inhabitants per square kilometre (460/sq mi). 3.11.4 Literacy

Ganganagar has an average literacy rate of 70.25%, higher than the national average of 59.8%: male literacy is 79.33%, and female literacy is 60.07% 3.11.5 Economy

The economy of the city is based on agriculture; its main crops are wheat, mustard and cotton. Other crops are guar, bajra, sugar cane and grams. In recent years, farmers are diverting towards horticulture. Kinnow (a citrus family fruit or a hybrid citrus fruit) is a popular horticultural product; other fruits of the citrus family are also grown. Industries in Sri Ganganagar District are based on agriculture. Major industries are cotton ginning and pressing factories, mustard oil mills, wheat flour mills, Rajasthan State Ganganagar Sugar Mills (known for its Royal Heritage Liqueurs), 20 top renowned industries are Vikas WSP (P) Limited, T.C. Fresh Kinnow Waxing, Kanda Edible Oil Unit, Ruchi Soya Industries etc. It has cotton spinning and textile factories such as JCT Mills (now closed). Most of the factories are in and around Sri Ganganagar City. 3.11.6 Livestock and Dairy

Livestock plays and important role in the economic development because Livestock is correlated with Human & Economic Development of the District right from it’s establishment because animal Husbandry was & is a predominant resource to the desired extent due to

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lack irrigation facilities. The main livestock of the district are cattle, goat and sheep. Sheep are reared in the district for mainly wool and meat. 3.11.7 Transport and Communication

Ganganagar is well connected with road and is linked directly to Delhi, Jaipur, Ludhiyana, Chandigarh, Sikar, Karnal, Haridwar, Bathinda, Ambala, Jodhpur and many other cities. National Highway 62 passes through Sri Ganganagar. Sri Ganganagar is directly connected to Delhi, Jaipur, Kota, Bikaner, Hanumangarh, Jodhpur, Ambala, Haridwar, Firozpur, Howrah, Trichy, Nanded, Ahmedabad, Pune, Roorkee, Kanpur and some other cities via train.

3.12 Socio- Economic Profile of Bikaner District (Rajasthan)

3.12.1 Area and Location

Bikaner district is located in the north-western part of Rajasthan and encompassed between north latitudes 27°11’ to 29°03’ and east longitudes 71°52’ to 74°15’ covering a geographical area of 30247.90 Sq. kms. It is bounded on the north by Ganganagar District, on the east by Hanumangarh and Churu Districts, on south by Nagaur and Jodhpur Districts and on the west by Jaisalmer District and International border with Pakistan. 3.12.2 Administrative Division:

For administration and development, the district is divided into eight sub-divisions i.e. Bikaner, Kolayat, Nokha, Loonkaransar, Khajuwala, Chhattargarh, Pugal and Dungargarh and eight tehsils, i.e., BIkaner, Kolayat, Nokha, Loonkaransar, Khajuwala, Chhattargarh, Poogal and Dungargarh. The developmental activities of the district are being looked after by six Panchayat Samities, i.e. Bikaner, Kolayat, Nokha, Loonkaransar, Khajuwala and Dungargarh. There is one independent SubTehsil Bajju situated in Kolayat tehsil for better administration. The district has one Municipal Council, 219 Gram Panchayats and 874 Villages. 3.12.3 Population

According to the 2011 census Bikaner district has a population of 2,367,745. This gives it a ranking of 190th in India (out of a total of 640 ). Area of district is 30247.90sq.km. The district has a population density of 78 inhabitants per square kilometre (200/sq mi). Its population growth rate over the decade 2001-2011 was 41.42%. Bikaner has a sex ratio of 903 females for every 1000 males.

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3.12.4 Literacy

Average literacy rate of Bikaner district is 65.13 percent. Male literacy rate in Bikaner district of Rajasthan is 75.90 percent. Female literacy rate in Bikaner district of Rajasthan is 53.23 percent. Total literates in Bikaner district are 1,278,801 people. 3.12.5 Economy

The economy is primarily agricultural and pastoral. Wheat and barley are cultivated over large areas, as are pulses, sugarcane, and oilseeds. Cotton and tobacco are the cash crops. Almost the entire district is devoid of rock exposures except near Kolayat and at a few places in the southern parts of Nokha and Dulmera. The district Bikaner is thus vast sandy tracks except Kolayat are covered with sand of Rock locally known as “Magra” are found is parts Kolayat tehsil. In the Magra areas various types of sand stone, clay and lime stone are found at different levels promoting stone mining in the area. 3.12.6 Livestock and Dairy

Livestock plays an important role in the economic development of especially the desert district because Livestock is correlated with Human & Economic Development of the District right from it’s establishment because animal Husbandry was & is a Predominant resource to the desired extent due to lack irrigation facilities. The main livestock of the district are cattle, goat and sheep. Sheep are reared in the district for mainly wool and meat. As per data available from ‘integrated sample survey report’ for estimation of major livestock products. Each sheep yield approximately 1.34 kg. wool every year. Thus, there is potential for 1273 tonnes wool within district per year. The wool produced in the district is supplied to other places for proper utilization of wool within the district, the district requires Skill development, Infrastructure & Training Facilities which can raise the employment opportunities for local people through development of woollen textiles industries i.e. woollen carpet. Tufted carpet, felt & other woollen textile items. 3.12.7 Transport and Telecommunication

The district is well connected with metallic road with all nearby districts namely Jodhpur, Nagaur, Churu, Ganganagar and Hanumangarh. The National Highway Number 11, 15 & 89 connecting Bikaner. NH-11 Agra also ends is Bikaner itself NH-15 is connecting Bikaner Kandla & Amritsar. NH-89 connects Indore & Bikaner. The total length of different category of roads in the district is 4420.32 kms.

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4.0 Methodology Adopted

4.1. General

The Draft Feasibility study is aimed at evaluating the green field expressway deficiencies of the project road in respect of functional, structural, efficiency and safety requirements for meeting the needs of projected traffic for the design period of 20 years based on findings from various surveys and investigations carried out, observations made and experiences gained for similar projects; identifying the improvements needs matching with requirements; determining the associated costs and benefits and assessing the economic viability of the improvement proposals. The methodology adopted in carrying out the Draft feasibility study and various steps involved are discussed briefly in the following paragraphs. The various tasks associated with survey, investigation, planning, design and improvement of project road are separately dealt with in relevant chapters. 4.2. Basis

The broad methodology, prepared on the basis of the Terms of Reference (TOR), has been generally followed, with certain additions and modifications as felt necessary and discussed with NHAI during conducting the study. 4.3. Socio-Economic Profile

A thorough study of the socio-economic profile of the state and the Project Influence Area (PIA) has been carried out. The aspects include population, urbanization, employment pattern, economic activities and transport infrastructure, health, industry, education etc. Secondary data has been collected from the different departments of the State Government for analysis and preparation of socio-economic profile. 4.4. Traffic Survey, Analysis and Projection

Traffic surveys along the project road includes the following

• Classified Traffic volume counts • Turning Movement Count • Origin-Destination Survey • Axle Load Surveys Growth of traffic in project road influence area is regarded as the most important aspect since the whole project design and economic evaluation is based on this. To establish the realistic growth rates, road transport data, population growth rates and socio-economic parameters have been studied and analyzed. The growth rates for passenger vehicles have been worked out on the basis of annual growth rate of population and per capita income while the growth rates of freight vehicles have been based on the rate of growth

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in agricultural, industrial and tourism sectors and historical traffic data. The alignment is completely on Green field with a handful of cities and towns in the vicinity of the proposed alignment. Connectivity between the major cities like Hanumangarh, Suratgarh, Lunkaransar and Bikaner will be convenient. The details on traffic data and projections have been discussed in Chapter– 7.0 of this report. 4.5. Engineering Survey and Investigations Methodology

The expressway is proposed to pass through Green Fields as a fresh alignment with basic aim of connecting west to the northern part of the country as overall economic development process of the western region. Since we are going through the green fields we need to go deliberately on fixing the centerline of the alignment. The method we adopted for the alignment planning was done in following phases: 4.5.1. First phase: Project initiation With an aim of providing expressway in western most part of country by providing shortest possible path, we bypassed all major cities and settlement areas. With a concept of connecting the cities and towns astride the corridor the alignment was required to pan well on outskirts of major cities. We took help of Satellite imagery and started planning on route selection. We did a thorough study of images and our basis of selection of the alignment was that it should be feasible, viable, and sustainable and most importantly the alignment should be such, that it could be used by the maximum possible population across Western India. We then generated KMLs of proposed alignment and plotted it on SOI maps 1:50000 which gave us the detailed idea about the vicinity of the alignment. We selected the alignment which covered the most number of cities and towns. We took the help of demographic map and political map. We carried out numerous meetings with NHAI and The Ministry of Road and Transport and Highways (MoRTH) and we finally came up with the idea of new green field alignment. 4.5.2. Second Phase: Planning The alignment thus prepared was plotted on for Digital Elevation Model. Digital Elevation Modeling replicated our alignment and could exactly show us the planned alignment in 3 dimensions which gave us idea about the alignment’s terrain, profile and X, Y and Z coordinates. Next stage was tracing the alignment on the state political map which gave us the idea about location of alignment on the ground and which places will it be passing from. 4.5.3. Third Phase: Initial Recce Survey The alignment planned on the satellite imagery, soil maps and DEM were checked for the alignment on ground. We made a team that waved in green fields for the survey of alignment and it moved through-out the alignment making notes in survey map of India, checking for

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probable obstructions, habitations, rivers, canals, railway lines, reserved forests and important features falling on the alignment. All the data were precisely collected and compiled using hand held GPS. The data generated after the Initial recce confirmed that we could proceed with this alignment and there was no such major obstruction in the vicinity of the alignment. 4.5.4. Fourth Phase: Detailed Recce Survey Once the alignment was confirmed by Initial Recce Survey we went for the Detailed Recce Survey. There were 5 teams working on the stretch of 250 km. Each team consisted of 3 people (engineer, surveyor and a helper). All the teams were carrying hand held GPS and were walking on the center line of alignment. The team scanned all the features falling in the proposed alignment which has a Proposed Right of Way of 70m but the recce survey has been done up to 120m. All the features falling on the proposed alignment like building, kaccha building, metals roads, Wells, tube-wells, ponds, water-tanks, electricity poles, high tension electric lines, railway lines and all other features irrespective of the importance was recorded. The data collected consisted of more than 1590 points, majority of which lay on the alignment are in the first 50 km of the chainage. This data were compiled and a new updated KML was generated on which every single point was plotted irrespective of its importance. This data was then sorted and major points of interest were again re-verified. New set of KMLs were generated on the basis of Detailed Recce Report and after several meetings we fixed a KML that was free from much obstructions and final KML was sent back to the team for verification. The team also took the pictures of the features falling in line, it took 12 days (120 man hours) to complete and re-verify the changes and confirm the updated alignment. 4.5.5. Fifth Phase: Detailed Topography Survey (a) Differential Global Positioning System (DGPS)

This survey is being used to determine the accurate location and elevation of points. The process required fixing of GPS pillars (Ground Control points) intendons at every 5 km. At every 250 m there are Reference Pillars which gives exact location and elevation of that point. It will be done for the complete chainage of 250 km. The GCP (Ground Control Points) shall be the reference points for Drone Topography Survey (b) Drone Topography Survey

Drone survey will be done over the alignment. The drone will be moving in zig-zag motion over the alignment’s centerline while clicking pictures and recording spatial data. After compilation and processing of data the drone topography survey will provide photographs, terrain profile and X, Y and Z Co-ordinates. The level of accuracy in a drone topography survey is expected to be about 10 cm vertically and 25 cm horizontally.

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4.6. Options Study

We initially started on the existing alignment of NH-62 and planned to upgrade it to Expressway. The plan was to increase the width of NH-62 and improve the quality aspects of the existing road. Later after several meetings with the NHAI and the Ministry we finally landed on the idea of developing a complete new Green field alignment. After the Final Recce Survey completion the data generated were having some points of concern falling on the alignment. The alignment now needed to be shifted as there were some schools, an ITI college, temples, a grave and few more similar obstructions were present. Also, the major challenge was High Tension Electric Pylons that were falling right on the alignment. We proposed so many changes but finally decided to relocate 3 high tension pylons as there was no suitable option for shifting the alignment as the region is covered in a web of High Tension Line because of the Suratgarh Super Thermal Power Plant located in the vicinity of the alignment. 4.7. Green Field

The entire alignment of the Sangaria – Bikaner is Green Field with minor patches of habitation up to first 50 km of the chainage. This Green field reduces the distance between Sangaria and Bikaner by 27 km. The alignment passes maximum possible number of cities and villages without many curves. This green field will develop the area which lay unattended in the semi deserted region of Rajasthan. The cost of land is also very less as compared to other regions of the country so, acquiring land will be economical and it will also provide job opportunities and enhance the quality of life of the people living in the vicinity of the alignment. 4.8. Proposed Right of Way (PROW)

The Right-of-Way (the ROW) for the Project Expressway shall be 70m. The Authority would acquire the additional land required, if any. The land to be acquired shall be indicated in Schedule-A of the Contract Agreement. Additional land at grade separated structures, interchange locations, toll plazas and for project facilities shall be acquired as per design. The service roads on either side of the alignment are also included in the Proposed Right of way of 70 m. The overall Right of Way for the proposed alignment is 70 m but the final recce survey has been done up to 120 m that is 60 m on each side of the alignment’s centerline. Taking in consideration the construction of interchanges in the later stages the Final Recce has been done up to 150m (75 m on each side of the alignment

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4.9. Local Traffic and O-D survey

Origin and destination Survey -

The most important measure for a successful survey is a level of participation which relies on origin destination survey methods. Therefore, reliable assistance of as many respondents as possible is the key to a successful survey. The method of our O-D Survey will be Road side interview for which we have designed the questions related to traveler’s origin and destination as well as average trips per month and average travel time .

Table 4.1. List of O-D Point Locations

S.No. Station No. Location Road Remarks

Estimation of Traffic for Hanumangarh, O-D Station South of 1 SH-07 Sangaria, Sri Ganganar to North and 1 Hanumangarh Sardarsahr, Shri Dungargarh to South Estimation of Traffic on Jaisalmer, O-D Station 2 Lunakaransar NH 62 Phalodi to Suratgarh, Hanumangarh, 2 Sangaria Estimation of Traffic to Amritsar, O-D station Bhatinda, Ganganar, Hanumangarh, 3 Rasisar NH 62 3 Bikaner, Jodhpur and other places in Punjab, Rajasthan and Gujrat

4.10. Axle Load Survey

During the survey, Axle load of commercial vehicles, i.e. LCVs, 2-Axle, 3-Axle, Multi Axle Trucks and Buses, were weighed on random sampling basis. The vehicles were requested to slow down with the help of police and the drivers were directed to stop their vehicles in such a way that wheel of each axle can be weighed using portable Axle Load Weighing Pad. The readings were recorded by trained enumerators for each axle separately and the surveys were carried out for 24 Hours. 4.11. Pavement and Subgrade

Trial pits were excavated at 10000 m intervals in a staggered manner to assess the pavement composition and subgrade. Further detailed investigations were carried out to determine field density and moisture content, in-situ CBR, laboratory CBR under control condition and sub grade soil properties. 4.12. Material Investigations

Sources of all materials (including use of fly-ash/ slag), quarry sites and borrow areas shall be identified and field and laboratory testing of the materials to determine their suitability for various components of the work and establish quality and quantity of various construction materials shall be undertaken and their use on the basis of techno-economic principles shall be recommended. A mass haul diagram for haulage purposes giving quarry charts

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indicating the location of selected borrow areas, quarries and the respective estimated quantities shall be prepared.

• It shall be ensured that no material will be used from the right-of-way except by way of leveling the ground as required from the construction point of view or for landscaping and planting of trees etc. or from the cutting of existing ground for obtaining the required formation levels. • Environmental restrictions, if any, and feasibility of availability of these sites to prospective civil works contractors, shall be duly taken into account while selecting new quarry locations. • Suitable recommendations shall be made regarding making good borrow and quarry areas after the exploitation of materials for construction of works.

• The Material Investigation aspect shall include preparation and testing of bituminous mixes for various layers and concrete mixes of different design mix grades using suitable materials (binders, aggregates, sand filler etc.) as identified during Material Investigation to conform to latest MoRT&H specification. 4.13. Engineering Design

4.13.1. Geometric Design of Highway

The geometric deficiencies of the project alignment have been identified from the topographic surveys and geometric improvements have been proposed accordingly, keeping in view the design standards, practical feasibility and land acquisition consideration. The environmental consideration were made at planning, design and execution stages so as to minimize adverse effects and arrive at mitigation measures needed for sustainable development of project area. The data of topographic survey (x, y, z) are used to generate the Digital Terrain Model

(DTM). Preliminary geometric design has been done through design software. 4.13.2. Pavement Design

The design of pavement will involve: i) Pavement design for green field alignment; and, ii) Design of shoulders.

• The design of new flexible pavement will primarily be based on IRC: 37-2012

• The design of rigid pavement will be based on IRC: 58-2015

• The design alternatives will include both rigid and flexible design options. The most appropriate design, option will be established on life-cycle costing and techno-economic consideration.

• The design methodology will accompany the design proposals and will clearly bring out the basic assumptions, values of the various design inputs, rationale behind the selection of the design inputs and the criteria for checking and control during the implementation of Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/Package-5) of Sangaria-Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

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works. In other words, the design of pavement structure shall take due account of the type, characteristics of materials used in the respective courses, variability of their properties and also the reliability of traffic predictions. The methodology adopted for the design of pavement shall be accompanied by flow charts indicating the various steps in design process, their interaction with one another and the input parameter required at each step. The overlay thickness requirements will be worked out for each road segment homogenous with respect to condition, strength and sub-grade characteristics based on IRC: 81. The rehabilitation provision shall include provision for regulating layer. The paved shoulders will be designed as integral part of the pavement for the main carriageway. The design requirements for the carriageway pavement will, therefore, be applicable for the design of shoulder pavements. The design of granular shoulder should take into account the drainage considerations besides the structural requirements. 4.13.3. Design of Structures

i) All structures shall be designed in accordance with the relevant Codes, Standards and Specifications, Special Publications and Guidelines of the IRC. Construction of all culverts, bridges and grade separated structures shall conform to MORTH Specifications for Road and Bridge Works.

ii) All bridges shall be high level bridges. iii) In built up sections viaduct spans shall be provided in the approaches of the structure. However, embankment/RE wall/Retaining wall may be provided up to 5 m height. For this purpose the height shall be measured from existing road level. iv) The median in the portion of structures wherever relevant shall be treated as below: a) A suitably designed catch pit shall be provided to collect and carry discharge from median drain. b) The median shall be open to sky. The safety barrier on the median side shall be provided at a clear distance of 0.5 m from the edge of carriageway.

v) Suitable provision shall be made for retaining the earth in the median portion either by extending the abutment wall or constructing a new retaining wall. The abutment wall shall have provision for taking the discharge from the median. 4.13.4. Drainage Design

Drainage studies were made in order to propose suitable measure for drainage of rainwater from roadway and adjoining area. The detailed drainage designs shall be presented in the PPR stage and beyond. 4.14. Environmental Screening

The initial Environmental Screening and Preliminary Environmental Assessment has been carried out as per the TOR provided by NHAI. The major issues identified in the document

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are (i) assessment of potential impacts; (ii) baseline scenario; (iii) assessment of impacts and mitigation measures; (iii) coordination of environmental screening with feasibility study; (v) legal and policy framework and (vi) important features along road alignment.. 4.15. R&R Screening

Major R&R issues will be minimized by providing bypasses/ realignments in areas having substantial settlements and thereby reducing acquisition of structures at congested locations if any. It is assessed that the improvement proposal would require minimum clearing the area within the ROW in certain areas. 4.16. Rates & Cost Estimates

The preliminary project cost estimates are required to be made on realistic basis, considering the various items of works associated with identified improvements and current market prices so as to assess financial and economic (net of taxes and duties) costs for economic evaluation of the project. The quantities of major items of work have been estimated on the basis of typical cross- sections included in Drawings Volume. The quantities have been calculated bill-wise in order to capture all items of work and obtain a realistic estimate. Accordingly following items of works have been estimated separately:

• Site Clearance and earthworks • Granular Pavement Courses • Bituminous Courses • Bridges, Culverts and other structures • Kerbs, Drainage and other Protective works • Road Junctions, Service Roads, Bus Stops. • Road Furniture and Road Safety Works • Traffic Management and maintenance during construction • Land and Structure Acquisition • Relocation of utilities • Rehabilitation and Social Costs • Environmental improvement (civil works and non-civil works)

The rates for major items of work have been analyzed in line with NHAI Data Book. The basic cost of materials has been obtained from Rajasthan urban infrastructure development project (RUIDP) and labour has been obtained from minimum labour wages. These rates shall be further fine-tuned during PPR and DPR. As has been advised the rates shall be based on the latest schedule of rates of RAJASTHAN PWD.

Page 5-1 Ch apt er – 5 (Pavement Design) 5.0 Pavement Design

5.1 Introduction

This section presents the preliminary pavement design for new /existing carriageway based on assessed sub-grade CBR and estimated traffic loading. The following IRC guidelines have been used to develop the designs. i. IRC: 37 – 2012, “Guidelines for the Design of Flexible Pavements, 2 nd Revision”. ii. IRC: 81 – 1997, “Guidelines for Strengthening of Flexible Road Pavements using Benkelman Beam Deflection Technique, 1 st Revision”. Also, the Manual of Specification & Standards for Two/ Four-Laning of Highways through Public Private Partnership published by IRC: SP: 73-2015 and SP: 84-2014 was followed as appropriate. 5.2 Evaluation of Design Traffic (MSA) for Flexible Pavement Design

Base year traffic volumes (vehicle category-wise) in terms of AADT, traffic growth rates, design period, vehicle damage factors and lane distribution factors are required to estimate the design traffic in terms of equivalent standard axles. The basis of evaluating each parameter is described below: 5.3 Base Year Traffic Volumes

A detailed traffic survey for the project road has been conducted from 31 July 2018 to -03 July 2018, hereinafter called, “Base Year”. Detailed traffic projections over the design life and growth rates obtained for different types of vehicles are discussed in Traffic Study Report. For the purpose of pavement design, commercial vehicles of gross vehicle weight >3 MT has been considered. Such vehicles consisted of buses, LCVs, 2 axle trucks, 3 axle trucks & multi axle trucks. Table 5.1 gives the base year (2018) traffic volumes in terms of AADT at 5 survey locations to be used for the calculation of design MSA for pavement design.

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Table 5.1 Base Year Traffic Volumes

Analysis of Projected Commercial Traffic Per Day on Proposed Chautala to Bikaner Corridor

Car/Jeep/ Mini Govt Private Mini LCV- 2 - 3- Total Vehicle Type Taxi MAV Van Bus Bus Bus LCV 6 AT AT Vehicles

HS-1 (Km 0.000 to 4577 646 40 217 306 313 50 81 173 1014 7419 Km 30.630) HS-2 (Km 30.630 2780 437 20 128 168 202 45 66 139 969 4955 to Km 48.922) HS-3 (Km 48.922 2500 433 8 91 224 56 36 59 149 954 4509 to Km 109.728) HS-4 (Km 109.728 3951 559 40 122 194 201 31 52 134 922 6206 to Km 138.510) HS-5 (Km 138.510 4200 618 31 202 293 86 28 54 164 983 6659 to Km 162.940) HS-6 (Km 162.940 3697 536 31 153 243 127 37 51 126 844 5846 to Km 210.565) HS-7 (Km 210.565 3736 569 26 188 272 34 28 53 158 971 6035 to Km 250.563) Max 4577 646 40 217 306 313 50 81 173 1014 7419

Source: Traffic Survey, July 2018 5.4 Design Period

In compliance to IRC-37-2012 Guidelines for the Design of Flexible Pavement Manual of Specification & It is recommended that pavements for 4 lane divided road National Highways and Urban Roads may be designed for a longer life of 15 years or higher using innovative design adopting high fatigue bituminous mixes. Considering 2 year time required for design development and construction after the award of work, it is assumed that the road will be operated by the concessionaire from year 2021. 5.5 Vehicle Damage Factors

The summary of VDFs is given in Table 5.3 below.

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Table 5.2: Summary of Vehicle Damage Factors

5.6 Lane Distribution Factors

For flexible pavements, the percentage of vehicles in heaviest loaded lane can be determined as per IRC: 37-2012 and IRC: 81-1997 guidelines given below:

Type of facility Lane distribution factor, LDF Expressways (4 Lane Divided) 45 % of total two directional traffic

5.7 Design Traffic Loading in terms of MSA

Based on traffic, there are two homogeneous sections. Design traffic loading in terms of MSA is calculated separately for each homogeneous section. For each homogeneous section, the cumulative number of repetitions of axles during the design period due to a given commercial vehicle is computed from the following formula:

1( + r) n −1 C = 365 x A x VDF x LDF r

C = Cumulative number of axles during the design period for a given category of commercial vehicle. A = Opening year AADT (two directional) r = Annual rate of growth of given commercial vehicle n = Analysis period in years VDF = Vehicle damage factor LDF = Lane distribution factor described in the preceding section. The formula is valid for a period of constant growth rate. The cumulative numbers for all constant growth rate period should then be added together. Finally, contribution of each category of commercial vehicle (viz., Bus, LCV, 2AT, 3AT & MAV) is added to derive cumulative msa. Present and Projected MSA for various sections are summarized as below:

Page 5-2 Ch apt er – 5 (Pavement Design) Table 5.3: Present and Projected MSA

Amritsar to Kandla Year Bus LCV -4 LCV-6 2 Axle 3-Axle MAV 2018 (Present) 287 160 25 41 88 517 VDF 1.387 0.98 1.89 3.93 16.73 17.86 Msa CMSA LDF 0.45 0.45 0.45 0.45 0.45 0.45 Growth Rate(%) 3.46% 9.70% 9.70% 8.65% 8.65% 8.65% 2019 315 175 28 45 97 568 1.998 Construction 2020 326 192 31 50 106 623 2.191 period 2021 337 211 34 55 117 683 2.404 2022 349 231 37 60 128 749 2.637 2.6 2023 361 254 40 66 140 822 2.893 5.5 2024 373 278 44 72 154 902 3.173 8.7 2025 386 305 49 79 169 989 3.481 12.2 2026 400 335 53 87 185 1085 3.819 16 2027 413 367 59 95 203 1190 4.189 20.2 2028 428 403 64 105 223 1306 4.596 24.8 2029 442 442 71 115 245 1432 5.042 29.8 2030 458 485 77 126 269 1571 5.531 35.4 2031 474 532 85 138 295 1724 6.067 41.4 2032 490 584 93 152 323 1891 6.656 48.1 2033 507 640 102 166 354 2074 7.301 55.4 2034 524 702 112 182 389 2275 8.009 63.4 2035 543 771 123 200 427 2496 8.786 72.2 2036 561 845 135 220 468 2738 9.639 81.8 2037 581 927 148 241 513 3004 10.57 92.4 2038 601 1017 162 264 563 3295 11.6 104 2039 622 1116 178 290 618 3615 12.72 116.7 2040 643 1224 195 318 678 3966 13.96 130.7 2041 665 1343 214 349 743 4350 15.31 146 2042 689 1473 235 383 816 4772 16.8 162.8 2043 712 1616 258 420 895 5235 18.43 181.2 2044 737 1773 283 460 981 5743 20.22 201.4 2045 762 1945 310 505 1077 6300 22.18 223.6 2046 789 2134 340 554 1181 6911 24.33 247.9 2047 816 2341 373 608 1296 7581 26.69 274.6 2048 844 2568 409 667 1421 8317 29.28 303.9 2049 874 2817 449 731 1559 9124 32.11 336 2050 904 3090 493 802 1710 10009 35.23 371.2

Page 5-3 Ch apt er – 5 (Pavement Design)

Kandla to Amritsar Year Bus LCV -4 LCV-6 2 Axle 3-Axle MAV 2018 (Present) 276 153 24 40 85 497 VDF 1.387 0.98 1.89 3.93 16.73 17.86 Msa CMSA LDF 0.45 0.45 0.45 0.45 0.45 0.45 Growth Rate(%) 3.46% 9.70% 9.70% 8.65% 8.65% 8.65% 2019 303 168 27 44 93 545 1.919 Constructio 2020 313 185 29 48 102 598 2.105 n period 2021 324 203 32 53 112 656 2.31 2022 335 222 35 58 123 720 2.534 2.5 2023 347 244 39 63 135 790 2.779 5.3 2024 359 267 43 69 148 866 3.049 8.4 2025 371 293 47 76 162 950 3.345 11.7 2026 384 322 51 84 178 1042 3.669 15.4 2027 397 353 56 92 195 1144 4.025 19.4 2028 411 387 62 101 214 1254 4.416 23.8 2029 425 425 68 110 235 1376 4.844 28.7 2030 440 466 74 121 258 1510 5.314 34 2031 455 511 82 133 283 1656 5.829 39.8 2032 471 561 89 146 310 1817 6.395 46.2 2033 487 615 98 160 341 1993 7.015 53.2 2034 504 675 108 175 374 2186 7.695 60.9 2035 521 740 118 192 410 2398 8.442 69.3 2036 539 812 130 211 450 2631 9.261 78.6 2037 558 891 142 231 493 2886 10.159 88.8 2038 577 977 156 254 541 3166 11.144 99.9 2039 597 1072 171 278 594 3473 12.225 112.1 2040 618 1176 188 305 651 3810 13.411 125.5 2041 639 1290 206 335 714 4180 14.712 140.3 2042 662 1416 226 368 784 4585 16.139 156.4 2043 684 1553 248 403 860 5030 17.704 174.1 2044 708 1703 272 442 943 5518 19.422 193.5 2045 733 1869 298 485 1034 6053 21.306 214.8 2046 758 2050 327 532 1135 6640 23.372 238.2 2047 784 2249 359 584 1245 7284 25.639 263.8 2048 811 2467 393 641 1366 7991 28.127 292 2049 839 2706 432 703 1498 8766 30.855 322.8 2050 868 2969 473 771 1643 9616 33.848 356.7

Page 5-4 Ch apt er – 5 (Pavement Design) The details of VDF, MSA calculations are given in Volume II: Annexure: 5.1 to 5.2 and the conclusion is abstracted as follows: “As per calculation design traffic in Amritsar to Kandla and Kandla to Amritsar is 82 MSA and 79 MSA respectively for 15 years design period and traffic is 146 MSA & 140.000 for 20 years design period, therefore 146 MSA and 140.000 MSA Design Traffic has been adopted for pavement design for 20 years.” 5.8 Pavement Material Properties

The general specification sections and characterization of material proposed for the rigid pavement design for Toll Plaza are presented in Table 5.5.

Table 5.4: Materials Specification and Characterization

S. Pavement Layers and Sections Remarks No Materials Details Embankment 1 Section 305 Construction 2 Sub grade Section 305 Minimum Soaked CBR 8% Minimum compacted 3 Granular Sub-base Section 401 thickness 150mm Grading I of Table 400-1 Thickness of single layer 4 Base Course-WMM Section 406 shall be 75mm-200mm

5 Prime Coat Section 502

6 Tack Coat Section 503

Thickness of single layer 7 Bituminous Macadam Section 504 shall be 50mm-100mm Dens Bituminous Thickness of single layer 8 Section 507 Macadam shall be 50mm-100mm Thickness of single layer 9 Bituminous Concrete Section 512 shall be 40mm-100mm Thickness of single layer 10 Dry Lean concrete Section 601 shall be 100 mm and 150 mm Pavement Quality Minimum compacted 11 Section 602 Concrete thickness of 140mm

5.9 Strength of Sub grade

The strength of sub-grade in terms of California Bearing Ratio (CBR) is required for the design of new flexible pavement as per IRC: 37-2012. As new lanes will be constructed in fill embankments, the CBR of imported borrow earth will govern the design. The principal source of this information had been the borrow area investigation carried out by the Consultant for the project road for technical study also explored soil borrow sources and Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/Package-5) of Sangaria-Bikaner Chaitanya Projects Consultancy Pvt. Ltd

Page 5-5 Ch apt er – 5 (Pavement Design) assessed the suitability of materials contained in them for use in embankment and subgrade. Table 5.6 and 5.7 present the CBR values of soil borrow areas corresponding to each homogeneous section. Table 5.5: Subgrade Soil Test Results (PITS)

S. No. Parameter Minimum Value Maximum Value

1 MDD (g/cc) 1.86 1.95 2 Field Dry Density (g/cc) 1.6 1.85 3 Field Compaction(%) 87 95.4 4 OMC (%) 8.4 11.2 5 Liquid Limit(WL) 22 33.1 6 Plasticity Index(Ip) 4 14.2 7 4-day Soaked CBR (%) 6.4 15.6 8 FSI (%) 5 21.2

Table 5.6: Subgrade Soil Test Results (Borrow Areas)

S. Parameter Minimum Value Maximum Value No. 1 MDD (g/cc) 1.892 2.095 2 OMC (%) 5 11.7

3 WL 22 38

4 Ip 5 22 4-day Soaked CBR 5 5.2 15.4 (%) 6 FSI (%) 7 30

From the review of Feasibility Report and confirmatory investigation conducted by consultant on sample basis, it can be concluded that naturally occurring soil deposits suitable for subgrade is available along the project road corridor. Factual results of laboratory tests of all identified sources are presented in Engineering Surveys and Investigation chapter. The locations of investigated borrow areas together with lead distance from the project road are also presented in that Chapter. A perusal of results (both from feasibility study report & this study) indicate that 4 days soaked CBR value for borrow materials varies from 5.6 % to over 9.1%. For design purposes, CBR of 5% and 15.4% have been considered. Borrow areas containing materials with CBR less than 8 % may be used in embankments. 5.10 Design of Subgrade and Subbase

500 mm thickness sub grade/ embankment fill of CBR 10% and 250 mm Granular Sub base of min 30% CBR has been provided for the design. This sub base layer will act as drainage Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/Package-5) of Sangaria-Bikaner Chaitanya Projects Consultancy Pvt. Ltd

Page 5-6 Ch apt er – 5 (Pavement Design) layer as well. Pavement Design for New Lanes and reconstruction Design of new flexible pavement applies to the new lanes including paved shoulders and reconstruction of Existing Carriageway, which will be constructed to the same standard as the main carriageway and thus forms an integral part of the main carriageway. The methodology recommended in IRC: 37-2012 is adopted for the design of flexible pavement structure. Catalogue of pavement design given at Plate 2 of IRC: 37-2012 is applied. For reconstruction, the existing road shall be dismantled down to subgrade bottom level and hard crust shall be build upward from subgrade. This will require re-compaction of the subgrade to the desired density. The project area lies in the region where the lowest daily mean air temperature is more than -10 oC and the highest daily mean air temperature during summer is more than 30°C. To counter this, harder grade of binder (VG-40) or modified bitumen of equivalent stiffness is recommended for DBM. For bituminous concrete (BC) wearing course, polymer modified binder (PMB-40) or crumb rubber modified binder (CRMB-60) is suggested. The suggestion for the use of PMB-40/ CRMB-60 is in line with Clause 8.2.3.5 of IRC: 37-2012. The pavement thickness worked out for both 15 and 20 years design period is given in Table 5.9. Table 5.7 : Pavement Structure for Stage Construction

*Estimated Adopted Pavement Design as per Design Design From, To, Length, Design Design IRC 37 2012 Direction Period CBR km km km Traffic, Traffic, (Yrs) (%) msa msa CT BC DBM AG GSB BASE Amritsar to 0 224 224 15 82 82 10 50 50 100 180 250 Kandla Kandla to 224 0 224 15 79 69 10 50 500 100 180 250 Amritsar

*Estimated Adopted Pavement Design as per Design Design From, To, Length, Design Design IRC 37 2012 Direction Period CBR km km km Traffic, Traffic, (Yrs) (%) msa msa CT BC DBM AG GSB BASE Amritsar to 0 224 224 20 146 146 10 50 50 100 180 250 Kandla Kandla to 224 0 224 20 140 140 10 50 500 100 180 250 Amritsar

Page 5-7 Ch apt er – 5 (Pavement Design) 5.11 Rigid Pavement Design

Considering high speed commercial & freight vehicles round the clock and low operation & maintenance cost, concrete pavement has been proposed. Design of rigid pavement is based on latest version of IRC: 58-2015: Guidelines for the Design of Plain and Jointed Rigid Pavements for Highways. 5.12 Dry Lean Concrete

Dry lean concrete of M-10 grade and 150 mm thickness has been provided as base for better load distribution and less credibility of Pavement Quality Concrete (PQC). 5.13 Design of Continuously Reinforced Concrete Pavement (CRCP)

In order to obviate the need for expansion and contraction joints, Continuously Reinforced Concrete Pavement (CRCP) has been proposed. CRCP permits long slab lengths with improved riding comfort. The routine maintenance cost is less in case of CRCP when compared to plain concrete pavements. Conventional CRCP requires relatively high percentage of steel in the order of 0.7 to 1.0 percent of concrete cross section. The technique of CRCP construction with elastic joints (CRCP – EJ) enables significant reduction in quantity of steel (0.4 to 0.5 percent) and also eliminates the random cracks, which occur in conventional CRCP.

The elastic joints consist of dummy contraction joints with the reinforcement continuous through them. The reinforcement is painted with a bond-breaking medium over a specified design length on either side of the joint groove to provide adequate gauge length for limiting the steel strains due to joint movement. The usual spacing of these joints is about 4 to 5 m.

5.14 Pavement Quality Concrete (PQC)

Pavement Quality Concrete (PQC) of M-40 grade has been designed based on IRC: 58- 2015. The salient features of the recommended pavement design are as below: • The pavement is designed for up to 100 Msa and design period of 30 years. • Panel size of 5.00mx5.00m uniform on both sides has been proposed. • Dowel bars are proposed at every 5.00 m. • Silica fumes at the rate of 3% of cement for PQC will be added to increase the strength. • Non oven Geo textile of 150 GSM may be provided below GSB drainage layer to avoid pumping and intermixing of layers provided and also it will act as drainage layer beside separation function. • Geo cell of 75mm depth shall be provided in the zone of shoulders at curved portion to avoid surface erosion of shoulders to support pavement edges.

Page 5-8 Ch apt er – 5 (Pavement Design)

• Provide recron 3Ss fibre can overcome the shrinkage cracks in Rigid Pavement. It compliments structural steel enhancing concretes resistance to shrinkage cracking and imposes mechanical properties. • Provide gabions in the zone of cut & fill sections having retaining wall and stability of slopes protection works (if required). The configuration of pavement has been presented as per Table 5.12 Table 5.8: Rigid Pavement Composition

GSB (mm) DLC (mm) PQC (mm) 200 150 275

5.15 Paved Shoulders

The pavement composition of paved shoulders has been kept with the same specifications as those of the main carriageway. 5.16 Crust Composition for Rigid Pavement

It is proposed to construct concrete pavement for whole project road by scarifying bituminous layers and dismantling failed pavement sections up to formation levels irrespective of existing condition of pavement. The following concrete pavement structure is proposed for project road.

• Pavement Quality Concrete (PQC): 275 mm • Dry Lean Concrete (DLC): 150 mm • Granular Sub-base: 200 mm • Subgrade with 10% Min CBR: 500 mm Detailed design calculations of VDF, MSA, and Pavement Design are enclosed in Annexure-1.

Ch apt er – 6(Design Standards) Page 6-1 6.0 Design Standards

6.1. General

Geometric design of a highway is the process whereby the layout of the road in specific terrain is designed to meet the needs of the road users keeping in view the road function, type and volume of traffic, potential traffic hazards and safety as well as convenience of the road users. The principal areas of control for fulfillment of this objective are the horizontal alignment, vertical alignment, underpasses, interchanges, exit and entries. The Consultants have referred to Manual of Specifications and Standards for four / eight Laning of Highways through Public Private Partnership issued by the Planning Commission, Government of India and the latest IRC publications and MORT&H circulars regarding design standards for National Highways in India. In addition, international standards such as “A Policy on Geometric Design of Highways and Streets-2004: published by the American Association of State Highway and Transportation Officials” (AASHTO) have been referred for comparison purposes. After careful review of all available data and requirements of the project road the proposed Design Standards for adoption on the project road have been recommended. 6.2. Design Speed

The project road passes through plain & rolling terrain. For geometric design of the highway, design speed is used as an index which links road function, traffic flow and terrain. An appropriate design speed should correspond to general topography and adjacent land use. The speed selected for design should also cater to travel needs and behavior of the road users. Rural highways, except expressways, are normally designed for speed of 100 km/hr, however depending on terrain and whether the design is for new alignment or reconstruction of an existing facility, the design speed is determined to the site requirement. Table 6.1: Design Speed

Nature of Terrain Cross slope of the ground Design Speed (KMPH) Plain Less than 10 Percent 120 Rolling Between 10 and 25 Percent 100

6.3. Right of Way

The Right-of-Way (the ROW) for the Project Expressway shall be 70m. The Authority would acquire the additional land required, if any. The land to be acquired shall be indicated in

Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4 / Package-5) of Sangaria-Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

Ch apt er – 6(Design Standards) Page 6-2 Schedule-A of the Contract A greement. Additional land at grade separated structures, interchange locations, toll plazas and for project facilities shall be acquired as per design. 6.4. Lane Width of Carriageway

The standard lane width of the Project Expressway shall be 3.75m. Expressways shall have a minimum of two lanes for each direction of travel. Median Depressed median of 16 m width including 0.75m edge strip on both sides has been proposed as shown in TCS drawings. Slope of earth fill shall be 1V:6H. Longitudinal lined drain has been proposed for drainage of water from the median. 6.5. Shoulders

The shoulder on the outer side (left side of carriageway) shall be 3m wide paved plus 2m wide earthen. The shoulder composition shall be as below: i) The composition and specification of the paved shoulder shall be as that of the main carriageway. ii) The earthen shoulder shall be provided with 200mm thick layer of non-erodible/granular material for protection against erosion. 6.6. Crossfall

The crossfall on straight sections of expressway carriageway shall be as given in Table 6.2. Each carriageway shall have unidirectional crossfall.

Table 6.2: Crossfall on different surfaces

Annual Rainfall Cross-Sectional Element 1000 mm or more Less than 1000 mm Carriageway, Paved Shoulders, Edge Strip, Flush 2.5 percent 2.0 percent Median

The crossfall for earthen / granular shoulders on straight portions shall be at least 1.0 percent steeper than the values given in table 6.2. On super elevated sections, the earthen portion of the shoulder on the outer side of the curve would be provided with reverse crossfall so that the earth does not drain on the carriageway and the storm water drains out with minimum travel path.

Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4 / Package-5) of Sangaria-Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

Ch apt er – 6(Design Standards) Page 6-3 6.7. Design of Horizontal and Vertical Alignment

6.7.1. General

The general principles and design criteria laid down in MORTH Guidelines for Expressways shall be followed except as otherwise indicated. 6.7.2. Horizontal Alignment

Alignment shall be fluent and blend with the topography. The horizontal curves shall be designed to have largest practical radius and shall consist of circular portion flanked by spiral transitions at both ends. 6.7.3. Super-elevation

Super elevation shall be limited to 7%, if radius of curve is less than the desirable minimum radius, It shall be limited to 5 percent if radius is more than or equal to the desirable minimum radius. It shall be limited to 5 percent if radius is more than or equal to the desirable minimum. Super elevation shall not be less than the minimum specified crossfall. 6.7.4. Radii of Horizontal Curves

The desirable minimum and absolute minimum radii of horizontal curves are given in Table 6.3 Table 6.3: Minimum radii of Horizontal Curves

Design Speed (km/h) 120 100

Absolute Minimum Radius (m) 670 440

Desirable Minimum Radius (m) 1000 700

6.7.5. Transition Curves

Properly designed transition curves shall be provided at both ends of the circular curve. The recommended minimum length of transition curves is given in Table 6.4.

Table 6.4: Minimum Length of Transition Curves

Minimum Length of Transition Curve Design Speed (km/h) (m) 120 100 100 85

Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4 / Package-5) of Sangaria-Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

Ch apt er – 6(Design Standards) Page 6-4

6.7.6. Sight Distances

The safe stopping sight distance and desirable minimum sight distance for divided carriageway for various design speeds are given in Table 6.5. The desirable values of sight distance shall be adopted unless there are site constraints. A minimum of safe stopping sight distance shall be available throughout. At critical locations or decision points where changes in cross-sections occur such as toll plazas and interchanges, the sight distance shall not be less than the decision sight distance. The recommended sight distances for various speeds as given in the Manual of Specifications and Standards for Four Laning of Highways. Table 6.5: Sight Distance

Safe stopping Desirable Minimum Sight Design Speed Decision Sight Sight Distance Distance (m) (Intermediate (km/Hr) Distance (m) Sight Distance) 120 250 500 360 100 180 360 315

6.7.7. Vertical Alignment

6.7.7.1. General The vertical alignment should produce a smooth longitudinal profile. Grade changes shall not be too frequent as to cause kinks and visual discontinuities in the profile. Desirably there should be no change in grade within a distance of 150m. The directions given in IRC: 73 and IRC: SP:23 should be complied. The cross drainage structures shall follow the same profile as the road section, without any break in the grade line. The aspect of efficient drainage shall be kept into consideration while designing vertical profile and cross-sections of the Project Expressway. The vertical alignment shall be coordinated with horizontal alignment as indicated in below sections.

6.7.7.2. Gradients The ruling gradients shall be adopted as far as possible. Limiting gradients shall be adopted only in very difficult situations and for short lengths. In cut-sections, minimum gradient for drainage considerations is 0.5 percent (1 in 200) if the side drains are lined and 1.0 percent (1 in 100) if these are unlined.

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Ch apt er – 6(Design Standards) Page 6-5

Table 6.6: Gradient

Terrain Ruling Gradient Limiting Gradient

Plain 2.50% 3% Rolling 3% 4%

6.7.7.3. Vertical Curves Long sweeping vertical curves shall be provided at all grade changes. Summit curves and Valley curves shall be designed as square parabolas. The length of the vertical curve is controlled by sight distance requirements, but curves with longer length shall be provided from aesthetic considerations. The minimum grade change requiring vertical curve and the minimum length of vertical curve shall be as given in Table 6.7. Table 6.7: Minimum Length of Vertical Curve

Minimum Length Design Speed Minimum Grade Change of Vertical Curve (km/h) Requiring Vertical Curve (m) 120 0.50% 100 100 0.50% 85

6.7.8. Coordination of horizontal and vertical alignment

The overall appearance of an expressway can be enhanced considerably by judicious combination of the horizontal and vertical alignments. Plan and profile of the road shall not be designed independently but in unison, so as to produce an appropriate three-dimensional effect. Proper co-ordination in this respect will ensure safety, avoid visual discontinuities and contribute to overall aesthetics.

Vertical curvature superimposed upon horizontal curvature gives a pleasing effect. As such the vertical and horizontal curves shall coincide as far as possible and their length shall be more or less equal. If this is difficult for any reason, the horizontal curve shall be somewhat longer than the vertical curve. Short vertical curve superimposed on long horizontal curve and vice versa gives distorted appearance and is avoided. Sharp horizontal curves shall be avoided at or near the apex of pronounced summit/sag vertical curves from safety considerations. 6.7.9. Lateral and Vertical Clearance at Underpasses

Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4 / Package-5) of Sangaria-Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

Ch apt er – 6(Design Standards) Page 6-6 Wherever a cross road is proposed to be taken below the Project Expressway, minimum clearances at underpasses shall be as follows:

6.7.9.1. Lateral clearance i) Full roadway width of the cross road shall be carried through the underpass. For Vehicular Underpass, the lateral clearance shall not be less than 12 m (7m carriageway + 2x2.5m shoulder width on either side). ii) For Light Vehicular Underpass, the lateral clearance shall not be less than 10.5m including 1.5m wide raised footpaths on either side. iii) For Small Vehicular Underpasses, the lateral clearance shall not be less than 7m. iv) Crash barriers shall be provided for protection of vehicles from colliding with the abutments and piers and the deck of the structures as per Section-10 of IRC: SP: 99:2013. 6.7.9.2. Vertical clearance Vertical clearance at underpasses shall not be less than the values given in Table 6.8 Table 6.8: Vertical Clearance at Underpasses

Vehicular Underpass 5.5 m

Light Vehicular Underpass 5.5 m

Small Vehicular Underpasses 3.5/4.5 m

6.7.10. Lateral and Vertical Clearance at Overpasses

There are no Overpasses, but wherever any structure is provided over the Project Expressway; the minimum clearances shall be as follows: 6.7.10.1. Lateral clearance Full roadway width for 4-lane carriageway or wider where specified in Schedule-B of the Concession Agreement shall be carried through the overpass structure. The abutments and piers shall be provided with suitable protection against collision of vehicles. Crash barriers shall be provided on abutment side and on sides of piers for this purpose. The ends of crash barriers shall be turned away from the line of approaching traffic. The span arrangement for the overpass structure shall be as specified in Schedule-B of the contract agreement. 6.7.10.2. Vertical clearance

Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4 / Package-5) of Sangaria-Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

Ch apt er – 6(Design Standards) Page 6-7 A minimum 5.5 m vertical clearance shall be provided from all points of the carriageway of the Project Expressway.

6.8. Access Control

Project Expressway shall be designed for fast motorized traffic with full control of access. Access to the Expressway shall be provided with grade separators at location of intersections. Parking/standing, loading/unloading of good sand passengers and pedestrians/animals shall not be permitted on the Expressway. 6.9. Location of Interchange

The locations of individual interchanges are determined primarily to reduce detour considering regional network and nearness to places of importance. Location of interchange is guided by the following situations: i) At crossing or nearest points of other Expressways, National Highways, State Highways and important arterial roads. ii) At crossing or nearest points of major roads to important ports, airports, material transport facilities, commercial and industrial areas, and places of tourist interest. 6.10. Connecting roads

Connecting roads where required to maintain proper circulation of local traffic, continuity of travel and to facilitate crossing over to the other side of the Project Expressway through an under/overpass shall be constructed on the land acquired within the ROW of the Project Expressway. These shall be provided outside the fencing. The width of the connecting road shall be 7.0 m. The construction and maintenance of connecting roads shall be part of the Project Expressway. 6.11. Median Openings

Median openings with detachable barrier shall be provided for traffic management for maintenance works and vehicles involved in accidents. Such barriers shall be located at ends of interchanges and rest areas. It is desirable to provide median openings with detachable barriers at about 5 km spacing. Maintenance and emergency crossovers generally should not be located on super-elevated curves and closer than 450 m to the end of a speed change taper of a ramp or to any structure. 6.12. Capacity of Expressway

Rural expressways shall be designed for Level of Service-B. For the purpose of design and future augmentation of the Project Expressway, the design service volume for level of

Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4 / Package-5) of Sangaria-Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

Ch apt er – 6(Design Standards) Page 6-8 service- B for plain/rolling terrain shall be 1300 PCU/hr/lane. The design service volume can be determined as per MORTH Guidelines for Expressways. The design service volume per day will depend on the peak hour flow and will be as specified in Table 5.8. Table 6.9: Design Service Volume for Expressways in Plain and Rolling Terrain

Design Service Volume in PCUs per day for LOS-B

86,000 for Peak hour flow (6%) 65,000 for Peak hour flow (8%)

6.13. Miscellaneous

6.13.1. Road Signs

Road signs are to place according to IRC: 67-2012. The signs are to be placed on embankment so that extreme edge of sign would be 2.0 m away from the edge of the carriageway. The location of each sign is to be decided in accordance with the guidelines therein. The Road signs shall be provided with Chapter 8 of the Specifications and Standards for Expressways. 6.13.2. Road Markings

Road markings will be made for centre and edge lines using reflective thermoplastic paints. Appropriate road markings will also be provided at junctions and crossings. 6.13.3. Traffic Barriers

Traffic barriers are protective devices that are placed between traffic and a potential hazard off the roadway, with the intention of reducing the severity of a collision when an errant vehicle leaves the travelled portion of the roadway. Barriers are to be provided at high embankments, sharp curves and bridge approaches. The barrier is to be located at the edge of paved shoulders.

Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4 / Package-5) of Sangaria-Bikaner Chaitanya Projects Consultancy Pvt. Ltd. Page 7-1 Ch apter – 7 (Traffic Survey and Analysis)

7.0 Traffic Surveys and Analysis 7.1 General This project section presents the traffic studies and analyses carried out for finding the various objectives and issues pertaining to the construction of Amritsar to Kandla as access- controlled Economic Corridor (Greenfield) in the State of Punjab, Rajasthan, and Gujarat. The results of this analysis will form inputs for assessing the diversion traffic to the proposed corridor, generated and development traffic. The forecasting of the traffic helps in planning and designing of the pavement, developing capacity augmentation proposals, designing the toll plaza and design of intersections / interchanges along the project road.

Since it is a Greenfield highway, a thorough knowledge of the travel characteristics of the traffic on the existing alternate routes is essential for future diverted traffic estimation on the project road. Hence, detailed traffic surveys are carried out to assess the baseline traffic characteristics on various alternative routes from Amritsar to Kandla.

NHAI has appointed M/s Chaitanya Projects Consultancy Private Limited., a leading Integrated Infrastructure Consulting Company; based at Ghaziabad to prepare the Detailed Project Report of 4/6/8 lane access controlled Amritsar to Kandla Greenfield highway. As part of this study, Government has been awarded package from Choutala to Bikaner and a systematic methodology has been followed to assess the characteristics of the traffic on the project road. The details pertaining to the data collection, primary as well as secondary, and results from its analysis are presented in the following sections.

The present Traffic Report presents the existing traffic characteristics, methodology used to derive traffic growth rates, details on adopted traffic growth rates, forecasted Traffic, divertible traffic and generated traffic if any. Based on these, tollable traffic and toll revenue estimation at the toll plaza locations have been calculated and presented.

7.2 Project Details The proposed project corridor, Rajasthan section of Amritsar - Kandla starts at Rajasthan/Punjab Border traverses through Rajasthan and Gujarat about Sangaria, Hanumangarh, Lunkaransar, Bikaner and ends at Rasisar in Rajasthan. On the way, it crosses MDR105, MDR 102, SH-7 and NH-11.

7.3 Competing alternate routes As this is a Greenfield alignment, the various existing alternative routes have been identified. These routes are those which carry the potential divertible traffic.

Page 7-2 Ch apter – 7 (Traffic Survey and Analysis)

The project road has been divided into homogeneous sections based on the interchanges provided and for calculating the diverted traffic between 2 points following nomenclature has been used: The homogeneous sections are indicated in Table 7-1 and shown in Figure 7.1 Table 7.1 Homogeneous Sections Homogeneous Length S.No: CH From CH To Section (Km) 1 HS-1 0.000 30.630 30.630 2 HS-2 30.630 48.922 18.292 3 HS-3 48.922 109.728 60.806 4 HS-4 109.728 138.510 28.782 5 HS-5 138.510 162.940 24.430 6 HS-6 162.940 210.565 47.625 7 HS-7 210.565 250.563 39.998 Total 250.563

Figure 7.1 Traffic Survey, Project Road Section and Interchange Locations. The existing alternative routes are described in the below section. Alternative route for the Traffic Moving between Km 0.000 and Km 30.630: There are two existing alternative routes for the traffic moving between Points Km 0.000 and Km 30.600 other than Project Road. These routes are either via SH-7 & MDR-102 & MDR 89 via SH-7 explained in detail in subsequent sections.

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Alternative route for the Traffic Moving between Km 30.630 and Km 48.922: There are two existing alternative routes for the traffic moving between Points Km 30.630 and Km 48.922 other than Project Road. These routes are either via SH-7 or Via SH 94 and Rawatsar Pillibanga Road & SH-7 via and Rawatsar Pillibanga Road and explained in detail in subsequent sections. Alternative route for the Traffic Moving between Km 48.922 and Km 109.728: There are two existing alternative routes for the traffic moving between Points Km 48.922 and Km 109.728 other than Project Road. These routes are either via NH-62 or Via MDR-34 & SH-7 via MDR-34 and explained in detail in subsequent sections. Alternative route for the Traffic Moving between Km 109.728 and Km 138.510: There are two existing alternative routes for the traffic moving between Points Km 109.728 and Km 138.510 other than Project Road. These routes are either via NH-62 or via village Road & SH-7 via SH-6A and explained in detail in subsequent sections. Alternative route for the Traffic Moving between Km 138.510 and Km 162.940: There are two existing alternative routes for the traffic moving between Points Km 138.510 and Km 162.940 other than Project Road. These routes are either via NH-62 or via SH-6A & SH-7 via SH-6A and explained in detail in subsequent sections. Alternative route for the Traffic Moving between Km 162.940 and Km 210.565: There are two existing alternative routes for the traffic moving between Points Km 162.940 and Km 210.565 other than Project Road. These routes are either via NH-62 or via NH-11 & SH-7 via SH-6 and NH-11 and explained in detail in subsequent sections. Alternative route for the Traffic Moving between Km 210.565 and Km 250.563:

There are two existing alternative routes for the traffic moving between Points Km 210.565 and Km 250.563 other than Project Road. These routes are either via NH-11 or via NH-62 & SH-7 via SH-7C, SH-20 and explained in detail in subsequent sections

7.4 Objectives and Scope of Services The objective of the study is to estimate Location of Survey Stations for O-D Stations Traffic Estimation on Amritsar to Kandla corridor for Stretch of Choutala Bikaner and traffic, projected tollable traffic and related revenues on the project road for the duration of the concession. Based on the green field alignment we are selected some connecting roads and in that we are finalised survey locations.

The scope of services of this study is to:  1 day Origin Destination Surveys, 24 hours; at alternate route the Toll Plaza Locations/ Normal Mid block sections.  Review the past traffic data on the project stretch and other competing / alternative routes;

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 Analyse the network conditions, traffic characteristics and level of toll charged for the competing/alternate routes if any;  Establish seasonality factors using available past traffic data and /or from using fuel sales data or any other relevant data. Detailed justifications for SCF to be brought out in the report;  A study of the Project Influence Area, alternate routes to the Project and assessing the possibility of diversion of traffic from / to the Project road under consideration due to existing or future developments;  Various NHs/ SHs/ other roads linked to project road. Comment on condition of various adjoining/ feeder roads and their likely impact on future traffic movement on the Project road. Category I class of traffic coming from those roads. Comments on traffic potential viz.normal traffic, diverted traffic (from road and from rail), induced/generated traffic, Project influence areas- districts I' sectors;  Network Analysis of the project stretch;  Identify factors which may have a positive and / or negative impact on the Traffic;  Estimation of the ADT & AADT based on the findings of the study done on the above points;  To Calculate the Potential Diversion Traffic from the Origin Destination Survey.  To Calculate the Actual Diversion Traffic from the Diversion Curves Method using VOC and VOT data (As Per IRC 108-2015)  To Calculate the Development Traffic from the industrial development projects.  To Calculate the Induced Traffic from the Connecting Roads traffic data.  To estimate the projected traffic on green filed corridor.

7.5 Project Network and Importance The project corridor is important for various reasons. The project corridor apart from connecting Amritsar to Kandla. It provides connectivity to the urban areas, tourist locations and Irrigation project along it. These centers are to become crucial given the likely high level of investments getting attracted in the future. The project corridor, which passes through and near from Punjab, Rajasthan and Gujarat state are characterized by the presence of districts that are the major economic drivers of the state. Apart from connectivity considerations, the development of this corridor has been perceived to be important from the perspective of enhanced mobility levels of people, and with time more importantly in terms of direct benefits to the community by the way of VOT and VOC savings, towards achieving development on our alignment. In that mainly the Greenfield corridor is completely depends on the existing road diversion traffic. In that we are calculated the existing road diversion on this corridor is extracted from Origin Destination Survey and its analysis. In this OD analysis we divided zones in

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macroscopic type. In the every location of road we are divided macroscopic zones. For that, the actual potential traffic applies the percentage of diversion traffic

7.6 Traffic Surveys Planning and Schedule Physical condition of Project Stretch is assessed based on data captured through various surveys and investigations. Details of all these surveys and investigations are presented in next few sections in Figure No: 7.2.

Figure – 7.2 Traffic Survey Locations on Connecting Roads

7.6.1 Traffic Surveys and Collection of Data Travel Demand Estimation are essential input for pavement design, toll revenue estimates, warrants for capacity augmentation, traffic safety, and feasibility etc. of the Project. To estimate travel demand on the Project Stretch, following traffic surveys are carried out on existing road survey locations which are connecting to our alignment.  7-day Traffic Volume Count (TVC) Survey using Video based counts,  1-day Origin – Destination (OD) Survey (Road Side Interview Method),  1-day Axle Load Survey, and Along with above mentioned primary data collection, secondary data collection is also carried out which includes  Past Toll Data to arrive at Seasonal Correction Factors and Past Growth Trends analysis,  Vehicle Registration in PIA

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 Socio-Economic parameters of PIA and  Ongoing and Proposed Plans for Improving Transportation System in the Influence Area of the Project Stretch.

Methodology for carrying out above-mentioned surveys is explained in next section. Selection of Traffic Volume Count Survey Location Traffic Volume Count Survey Locations has been chosen based on following criterions:

 Existing Operational Toll Plaza Locations  Mid block Location  Capacity Constrained Locations, and  Alternative Road Network

7.6.2 Schedule of Traffic Surveys A detailed schedule of all traffic surveys conducted along the project stretch are listed and presented in Table 7.2, as shown below.

Table 7.2 Traffic Surveys – Schedule Chai Traffic TVC Survey OD & Axle Survey S Road nage Name of Survey State No Code Loca Stretch/ Road Date Date Date Location Date To tion From To From Nimbijodha NH Rajast 21-07- 24-07- 21-07- 22-07- 1 Tamdoli 93.5 Degana Merta 458 han 2018 2018 2018 2018 City Rajast Sanagria to 23-07- 26-07- 16-07- 17-07- 2 Ridcor SH 7 han Hanumangarh 2018 2018 2018 2018 Rajast Hanumangarh 23-07- 26-07- 14-07- 15-07- 3 14SSW SH 7 han to Rawatsar 2018 2018 2018 2018 Lunkarana Rajast Bikaner to 22-07- 25-07- 17-07- 18-07- 4 NH 62 sar han Suratgarh 2018 2018 2018 2018

Rajast Bikaner to 22-07- 25-07- 19-07- 20-07- 5 Deshnok NH 62 han Jodhpur 2018 2018 2018 2018

7.6.3 Objectives of Traffic Surveys The primary objective of these traffic studies is:

a) To determine characteristics of traffic movement and to establish base year traffic demand b) To identify the zone of influence for the project stretch and extent of influence based on o-d survey c) To determine the travel pattern of goods and passenger vehicles d) For capacity assessment e) To determine the percentage of right turning traffic at road intersections as a guide to the intensity of vehicle – vehicle conflict

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f) To determine vehicle damage factor g) For toll revenue analysis.

7.6.4 Methodology of Traffic Surveys Based on above criterions locations are finalized for traffic surveys. Following figure presents in Figure 7.3 are the traffic survey locations.

Figure 7.3 Traffic Survey Location Map

Automatic Traffic Counter and Classifier  There are number of methods are available for ATCC, in this study video based traffic counts and classifier used for traffic volume count.

Video based Count and Classification:

 Videography was conducted to capture traffic in each direction separately for seven continuous days. The cameras used for videography has infrared night vision, where the night video is as clear as day video even without any light.  The video camera was mounted on object at least 12feet high so that there is no occlusion in captured videos. The video streams were stored continuously in a DVR, and for safety, every hour video was saved in an external hard disk/pen drive. Care was taken to ensure that no vehicles are stopped in front of camera and no obstructions interrupt video streams. Care was be taken (i) to ensure that there is continuous power supply to cameras and DVRs, (ii)

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sufficient shade is provided to protect cameras from adverse climate, etc. Extra cameras, DVRs, etc., will be maintained at site so that the video capture is continuous and uninterrupted.  The video captured was processed at the laboratory for classifying the vehicles (through an image processing software) based on the pre-decided vehicle categories in intervals of one hour. The software used for classifying vehicles will store images of detected and classified vehicles in different categories. Each image has time of the day, date and vehicle type in its file name. Following photographs depicts the site arrangement made for the traffic counts. Validation of Traffic Count and Classification  The count and classification from the above three methods was correlated to get an accurate and reliable traffic count and classification in all conditions.  The processed video was annotated through software. The annotated video contains category types of vehicles superimposed on the video (for example, when a 2-axle Truck passes through the vision of the camera, the annotated video displays the text of “2-axle Truck”). This enables review of vehicle count as well as classification at a later date – without counting the vehicles again. For ready reference a sample of screen shots of post processed images is shown below.

Figure 7.4 Thumbnails of post processed video

 The road network has been thoroughly studied during the reconnaissance stage. In order to assess the requirement of setting up additional/ new toll plazas, the Consultants have carried out Classified Traffic Volume Count surveys at 1 strategic points, I.e., at given locations in Table 7.2: by trained personnel, round the clock for 3 days. To capture the traffic and travel characteristics of predominant category of vehicles, Origin-Destination surveys by Road Side Interview (RSI) method and Number Plate (NP) method are conducted along the project

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stretch. Origin-Destination and commodity movement surveys are conducted in given locations in Table 7.2 locations namely Tamroli Toll Plaza, Ridcor or Rattanpura Toll Plaza, 14SSW Toll Plaza, Lunkaranasar and Deshnok per a period of 24 hours.  Independent checks were carried out by the supervisors, away from survey location, to cross check the count.  Every count sheet has been checked for identification information, i.e. date, shift, direction, weather conditions etc. and signed by the Supervisor.  1-day O-D survey was conducted on normal working day by Number plate method (NP) and Road Side Interview (RSI) method for 24 continuous hours in 2 shifts on random sample basis. A sample of well above 80% was targeted for % for Road Side Interview Method, to obtain affair rep repetitive data.  Banners indicating “Traffic Volume Counting progress” with name of Consultants is displayed near the survey stations (written in blue on white cloth), so that this is visible atleast 200 m a head on both sides. Since, round the clock surveys were carried out, arrangements for lighting and temporary shelters were made to conduct surveys during night.  Axle load surveys were conducted for 24 hours in each direction. Different truck types were selected on random sampling basis including empty vehicles.

7.7 Traffic Volume Surveys and Analysis The data collected from primary and secondary sources are recorded in Excel sheets, compiled, checked and corrected before further proceeding for analysis. Traffic data analysis has been carried out, to understand traffic characteristics and travel pattern in the study area and to provide basic input for pavement design.

7.7.1 Classified Traffic Volume Count The analysis has been carried out to derive: i. Weekly Traffic Summary ii. Average Daily Traffic (ADT) of fast and slow moving vehicles iii. Average Daily Variation and Average Hourly Variation iv. Annual Average Daily Traffic (AADT) after seasonal correction v. AADT Modal split

7.7.2 Vehicle Classification System The vehicle classification used in the survey along with their PCU values, as suggested in IRC: 64 – 1990, are presented in the following Table 7.3.

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Table 7.3 Vehicle Classification and PCU Factors

Vehicle Type PCU Vehicle Type PCU 2 Wheeler 0.5 3-Axle Truck 3 3 wheeler - Auto 1 MAV 4.5 Car/Jeep /Van 1 MAV(> 6 axles) 4.5 Mini Bus 1.5 Tractor 1.5 2-Axle Bus 3 Tractor with Trailer 4.5 3-Axle Bus 3 Cycle 0.5 Mini LCV 1 Cycle Rickshaw 2 LCV 1.5 Animal Drawn 6

2-Axle Truck 3

7.7.3 Average Daily Traffic (ADT) The classified traffic volume count data collected is analyzed to assess the traffic intensity along the project corridors. Table below presents the summary of Average Daily Traffic (ADT in number of vehicles) at the 5 no’s survey locations with salient findings as shown below. The detailed calculations are presented in Annexure-1 and the below table no 7.4 shows the average daily traffic at five locations which is calculated from 3 days TVC Surveys as shown in below Table No: 7.4.

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Table 7.4 Average Daily Traffic

Average Daily Traffic Lunkaran Tamdoli Ridcor 14SSW Deshnok Vehicle Classification PCU's asar Veh PCU Veh PCU Veh PCU Veh PCU Veh PCU 2 W 0.5 1850 925 2217 1108 4305 2153 1341 671 1207 603 3 W Auto 1 1 1 23 23 119 119 254 254 76 76 Car/ Jeep/Van/Taxi 1 616 616 2441 2441 2808 2808 1306 1306 2497 2497 Minibus 1.5 12 18 19 28 30 46 17 25 25 38 Bus Bus (Govt) 3 31 94 101 304 206 617 73 218 124 371 Bus (Pvt) 3 31 92 143 429 181 543 71 213 175 524 3 W Goods 1 6 6 19 19 33 33 1 1 7 7 LCV -4 1.5 164 246 146 220 345 518 524 786 622 933 Goods LCV-6 2 18 36 23 47 31 62 103 205 85 170 Vehicles 2 Axle 3 26 78 38 114 49 146 147 440 132 397 3-Axle 3 93 279 81 243 59 178 279 837 286 859 MAV 4.5 186 837 268 1208 143 644 785 3531 401 1806 Slow HME 6 5 30 3 20 4 26 4 26 9 52 mode Tractor 1.5 12 19 31 47 29 43 117 176 38 57 Goods Veh Tractor + Trailer 4.5 35 156 113 507 194 873 102 461 49 221 Cycle 0.5 15 7 20 10 10 5 19 9 36 18 Cycle Rickshaw 2 0 1 2 5 0 1 0 0 5 10 Animal cart 6 0 2 5 30 0 0 4 24 8 50 Passenger Vehicles 2541 1746 4943 4333 7649 6285 3061 2686 4104 4110 Freight Vehicles 492 1481 576 1849 660 1580 1838 5800 1533 4171 Total Fast Moving Vehicles 3033 3227 5519 6182 8310 7866 4899 8487 5637 8281 Total Slow Moving Vehicles 67 213 170 589 237 948 243 672 136 357 Total Vehicles/PCU 3100 3440 5689 6771 8547 8813 5142 9159 5773 8638

Note: Based on 3-day traffic volume count

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7.7.4 Seasonal Variation Factor (SVF) The Average Daily Traffic (ADT) has to be adjusted for the seasonal variation along the project stretch. The seasonal variation factor is normally estimated using the past fuel sales data collected from the existing petrol bunks along the project stretch. The Diesel and Petrol sales data collected from petrol bunks along Existing roads for the past two year is analyzed for the monthly variation in the sales of fuel. Table and Figure below presents the analysis to assess the seasonal variation factor. The traffic surveys have been conducted in the month of July, 2018. From the analyzed fuel sales data, the seasonal variation factors have been taken as shown in Table No 4.5 below for AADT calculations.

Table 7.5 Seasonal Variation Factors for AADT Calculations

Seasonal Correction Factor Vehicle Classification Tamdoli Ridcor 14SSW Lunkaranasar Deshnok 2 W 1.01 1.02 0.99 1.01 0.98 3 W Auto 0.99 0.96 0.98 0.99 1.01 Car/ Jeep/Van/Taxi 1.00 0.98 0.98 1.00 1.00 Minibus 0.99 0.96 0.98 0.99 1.01 Bus Bus (Govt) 0.99 0.96 0.98 0.99 1.01 Bus (Pvt) 0.99 0.96 0.98 0.99 1.01 3 W Goods 0.99 0.96 0.98 0.99 1.01 LCV -4 0.99 0.96 0.98 0.99 1.01

Goods LCV-6 0.99 0.96 0.98 0.99 1.01 Vehicles 2 Axle 0.99 0.96 0.98 0.99 1.01 3-Axle 0.99 0.96 0.98 0.99 1.01 MAV 0.99 0.96 0.98 0.99 1.01

Slow HME 0.99 0.96 0.98 0.99 1.01 mode Tractor 0.99 0.96 0.98 0.99 1.01 Goods Veh Tractor with Trailer 0.99 0.96 0.98 0.99 1.01

Note: Based on Fuel Sale Data

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7.8 Annual Average Daily Traffic (AADT) The Annual Average Daily Traffic (AADT in no of vehicles) at the survey locations is obtained by multiplying the Average Daily Traffic (ADT) with the seasonal correction factor. The AADT of vehicles and Summary of ADT & AADT for the year 2018 at the five survey locations along the Project corridor are presented in Table No 7.6. & Table No 7.7 as shown below. Table 7.6: Annual Average Daily Traffic

Tamdoli Ridcor 14SSW Lunkaranasar Deshnok Vehicle Classification Veh PCU Veh PCU Veh PCU Veh PCU Veh PCU 2 W 1869 934 2195 1097 4219 2110 1355 677 1183 591 3 W Auto 1 1 23 23 121 121 251 251 77 77 Car/ Jeep/Van/Taxi 615 615 2402 2402 2802 2802 1303 1303 2492 2492 Minibus 12 18 18 27 31 46 17 25 26 38 Bus Bus (Govt) 31 93 99 298 208 623 72 216 125 375 Bus (Pvt) 30 91 140 420 183 548 70 211 176 529 3 W Goods 6 6 18 18 34 34 1 1 7 7 LCV -4 162 243 143 215 348 523 519 778 628 942

Goods LCV-6 18 36 23 46 31 63 102 203 86 172 Vehicles 2 Axle 26 77 37 112 49 147 145 436 134 401 3-Axle 92 276 79 238 60 180 276 829 289 868 MAV 184 829 263 1183 144 650 777 3496 405 1824

Slow HME 5 30 3 20 4 26 4 26 9 53 mode Tractor 12 18 31 46 29 43 116 174 38 57 Goods Veh Tractor with Trailer 34 154 110 497 196 882 101 456 49 223 Cycle 15 7 20 10 10 5 19 9 36 18 Cycle Rickshaw 0 1 2 5 0 1 0 0 5 10 Animal cart 0 2 5 30 0 0 4 24 8 50 Passenger Vehicles 2558 1752 4876 4267 7563 6250 3068 2683 4079 4103 Freight Vehicles 487 1466 564 1812 667 1596 1820 5742 1549 4213 Total Fast Moving Vehicles 3045 3218 5441 6080 8230 7846 4888 8426 5627 8316 Total Slow Moving Vehicles 66 210 167 577 240 957 240 665 137 360 Total Vehicles/PCU 3111 3429 5607 6657 8470 8803 5128 9091 5764 8676

Note: Based on 3-day traffic volume count & Fuel Sale Data

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Table No 7.7 Summary of ADT and AADT at survey locations

S. Location ADT AADT Road Name No: Name Veh Pcu's Veh Pcu's Nimbhojodha Degna 1 Tamdoli 3100 3440 3111 3429 Merta City Ridcor Toll Sangaria to 2 5689 6771 5607 6657 Plaza Hanumangarh 14SSW Toll Hanumangarh to 3 8547 8813 8470 8803 Plaza Rawatsar 4 Lunkaransar Bikaner to Suratgarh 5142 9159 5128 9091 5 Deshnok Bikaner to Jodhpur 5773 8638 5764 8676

7.9 Composition of traffic The composition of total traffic at count locations is presented in Table 7.7 and Figure 7.5. The share of cars/jeeps varies between 20% and 43% while 3- wheelers vary from 0% to 5%, whereas trucks composition varies from 7% to 37% of traffic. The buses constitute 2% to 6% of total traffic. Table 7.7 Total Traffic Composition at Survey Locations

Total Traffic Composition

Slow S Survey Road Name Cars Buses 2W 3W Freight Tractors Moving No Location Vehicles Nimbijodha 1 Degana Merta Tamdoli 20% 2% 59% 0% 16% 1% 2% City Sanagria to 2 Ridcor 43% 5% 39% 0% 11% 1% 2% Hanumangarh Hanumangarh to 3 14SSW 33% 5% 50% 2% 7% 3% 0% Rawatsar Bikaner to 4 Lunkaranasar 25% 3% 25% 5% 37% 2% 2% Suratgarh Bikaner to 5 Deshnok 43% 6% 21% 1% 27% 1% 2% Jodhpur

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Composition of Traffic at Tamroli Composition of Traffic at Ridcor or Tractors Rattanpura Toll Plaza 1% Tractors Cars Three Slow Moving 1% 20% Wheelers Vehicles 0% 2% Three Slow Moving Wheelers Vehicles Frieght 0% 2% 11% Frieght 16% Cars Buses 43% 2% Two wheelers Two wheelers 39% 59% Buses 4%

Composition of Traffic at 14SSW Composition of Traffic at Toll Plaza Lunkaransar Toll Plaza Slow Tractors Slow Tractors, Moving 2% Moving 2.61% Three Frieght, Vehicles, Vehicles Wheelers, 7.34% 0.12% 2% 1.75% Cars, Cars 32.88% 25%

Two Frieght wheelers, 37% Buses 50.42% Three Two 3% Buses, Wheelers wheelers 4.88% 5% 26%

Composition of Traffic at Deshnok Toll TractorsPlaza 1% Slow Moving Vehicles 2%

Frieght 27% Three Cars Wheelers 43% 1%

Two wheelers Buses 21% 5%

Figure 7.5 Total Traffic Composition

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7.10 Axle Load Surveys In order to understand the travel demand pattern in the region, Axle Load Surveys was carried out for one day (24 hours) in Table 7.8. The survey was typically started in the morning and continued till the next day morning. Police assistance was taken at the survey location for successfully carrying out these surveys in all locations. Both passenger and commercial vehicles plying on the project road were stopped on a random sampling basis and interviewed. Summary for Axle Load Survey Shown in Table No: 7.9. Axle Load locations surveys is presented in Annexure-2.

Table 7.8 Axle Load Survey Locations

Chain Traffic OD & Axle Survey S Road age Survey Name of Stretch/ Road No Code Locati Location on Date From Date To NH 1 Tamdoli 93.5 Nimbijodha Degana Merta City 21-07-2018 22-07-2018 458 2 Ridcor SH 7 Sanagria to Hanumangarh 16-07-2018 17-07-2018 3 14SSW SH 7 Hanumangarh to Rawatsar 14-07-2018 15-07-2018 Lunkaranasa 4 NH 62 Bikaner to Suratgarh 17-07-2018 18-07-2018 r 5 Deshnok NH 62 Bikaner to Jodhpur 19-07-2018 20-07-2018

Table 7.9 Vehicle Damage Factor (VDF) Summaries

Vehicle Damage Factor (VDF) Summaries

Vehicle Damage Factor Traffic S Road Survey Dir-1 (To Amritsar Dir-2 (To Kandla) No Code Locations 2 VDF 2 VDF Bus LCV 3 AT MAV Bus LCV 3 AT MAV AT AT NH 1 Tamdoli 1.68 1.35 1.35 13.13 11.99 5.90 0.17 1.45 0.37 1.02 10.20 2.64 458

2 Ridcor SH 7 1.18 0.45 3.62 13.24 15.53 6.80 1.38 1.38 0.17 4.04 7.65 2.92

3 14SSW SH 7 1.26 0.70 2.28 39.40 38.05 16.34 0.86 0.62 2.56 18.54 24.14 9.35

Lunkara NH 4 0.89 1.17 4.79 7.83 10.27 4.99 2.88 0.66 6.46 8.62 15.14 6.75 nasar 62 NH 5 Deshnok 1.93 1.20 7.62 10.22 13.46 6.88 0.12 0.10 0.20 13.14 11.45 5.00 62

Average VDF 1.39 0.97 3.93 16.76 17.86 8.18 1.08 0.84 1.95 9.07 13.72 5.33

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7.11 Travel Pattern (Origin – Destination Surveys) In order to understand the travel demand pattern in the region, Origin and Destination (O-D) Surveys was carried out for one day (24 hours) at given locations in Table 7.10. The survey was typically started in the morning and continued till the next day morning. Police assistance was taken at the survey location for successfully carrying out these surveys. Both passenger and commercial vehicles plying on the project road were stopped on a random sampling basis and interviewed.

Table 7.10 Origin Destination Survey locations and Schedule

S Traffic Survey Road Chainage Name of Stretch/ OD & Axle Survey No Location Code Location Road Date From Date To Nimbijodha Degana 1 Tamdoli NH 458 93.500 21-07-2018 22-07-2018 Merta City Sanagria to 2 Ridcor SH 7 16-07-2018 17-07-2018 Hanumangarh Hanumangarh to 3 14SSW SH 7 14-07-2018 15-07-2018 Rawatsar Bikaner to 4 Lunkaranasar NH 62 17-07-2018 18-07-2018 Suratgarh

5 Deshnok NH 62 Bikaner to Jodhpur 19-07-2018 20-07-2018

7.11.1 Sample Size, Expansion Factors and Development of O-D Matrices The origin – destination details were collected from the trip makers during the survey on sample basis. Sampling varied with the changes in traffic flow across the day. Care has been taken to eliminate any element of bias in sampling. Since data was collected on sample basis, expansion factors are required to replicate the pattern as reflected in the sample to the total number of vehicular trips made during the day. These expansion factors are calculated separately for each class of vehicle. For example, if xc is number of cars interviewed and Xc is the total number of cars counted during the day, then Xc/xc would be the expansion factor for the matrix of cars. The following tables show the direction wise ADT, sample size (both in absolute numbers and in percentage terms) and expansion factors at 5 no’s locations are shown in Table No: 4.11.

O – D matrices are developed to assess the traffic movement pattern. These matrices actually speak about distribution of trips for each zone as intra zonal and inter zonal movements. The vehicle wise O – D matrices are developed by multiplying the

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Sample O – D matrix obtained from survey data with expansion factors. Accordingly, 10 Matrices, for different modes were developed for each survey location. O – D matrices for different vehicle types for all five survey locations are presented in Annexure 3 to this report.

Table 7.11: Sample Size and Expansion Factors

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Chapter – 7 (Traffic Survey and Analysis)

7.11.2 Lead Distribution The O-D survey data has been analyzed to obtain lead ranges for various categories of vehicles. Different categories of freight vehicles viz. LCV, 2/3 axle trucks and multi axle trucks are distributed on the basis of spectrum developed using various load and lead ranges. The lead distribution in terms of percentage is also presented in Table 7-12a and Table 7-12e

Table 7.12a Lead Distribution of Passenger & Goods Vehicle at Tamroli

Lead Distribution of Goods Vehicle at Tamroli 3 - Trip Length Mini 2 -Axle Tractor/ LCV-6 Axle MAV Range LCV Truck Trailer Truck 0 to 20 29% 13% 0% 0% 0% 30% 20 to 30 2% 0% 0% 0% 0% 0% 30 to 50 27% 0% 38% 44% 9% 60% 50 to 101 12% 13% 13% 15% 9% 0% 101 to 250 15% 13% 38% 30% 25% 10% 250 to 500 8% 38% 0% 6% 19% 0% 500 to 1000 8% 25% 13% 4% 25% 0% 1000 to 1500 0% 0% 0% 2% 13% 0% 1500 to 3500 0% 0% 0% 0% 1% 0% Grand Total 100% 100% 100% 100% 100% 100%

Lead Distribution of Passenger Vehicle at Tamroli Trip Length Mini Govt. Private. Car/Jeep/Van Taxi Range Bus Bus Bus 0 to 20 28% 20% 0% 21% 10% 20 to 30 2% 5% 0% 0% 0% 30 to 50 30% 20% 60% 42% 43% 50 to 101 11% 10% 0% 16% 5% 101 to 250 26% 30% 40% 16% 29% 250 to 500 1% 15% 0% 0% 5% 500 to 1000 2% 0% 0% 0% 10% 1000 to 1500 1% 0% 0% 5% 0% Total 100% 100% 100% 100% 100%

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Chapter – 7 (Traffic Survey and Analysis)

Table 7.12b Lead Distribution of Passenger & Goods Vehicle at Ridcor

Lead Distribution of Passenger Vehicle at Ridcor Toll Plaza 3 - Trip Length Mini 2 -Axle LCV - 6 Axle MAV Tractor/Trailer Range LCV Truck Truck 0 to 20 0% 0% 0% 2% 0% 0% 20 to 30 38% 0% 0% 11% 0% 27% 50 to 101 10% 6% 0% 7% 1% 18% 101 to 250 23% 0% 23% 13% 16% 20% 250 to 500 15% 31% 23% 26% 17% 5% 500 to 1000 2% 19% 23% 13% 10% 9% 1000 to 1500 13% 38% 23% 22% 36% 13% 1500 to3500 0% 6% 8% 7% 19% 9% Grand Total 100% 100% 100% 100% 100% 100%

Lead Distribution of Passenger Vehicle at Ridcor Toll Plaza Trip Length Car/Jeep/ Mini Govt. Private. Taxi Range Van Bus Bus Bus 0 to 20 4% 3% 0% 0% 0% 20 to 30 31% 29% 0% 12% 51% 30 to 50 2% 0% 0% 3% 1% 50 to 101 13% 15% 75% 53% 23% 101 to 250 22% 20% 25% 29% 13% 250 to 500 20% 20% 0% 0% 7% 500 to 1000 5% 11% 0% 3% 4% 1000 to 1500 1% 2% 0% 0% 0% 1500 to 3500 1% 0% 0% 0% 0% Total 100% 100% 100% 100% 100%

Table 7.12c Lead Distribution of Passenger & Goods Vehicle at 14SSW Toll Plaza

Lead Distribution of Passenger Vehicle at 14SSW Trip Length Car/Jeep/ Mini Govt. Private. Taxi Range Van Bus Bus Bus 0 to 20 0% 1% 0% 0% 0% 20 to 30 2% 0% 0% 0% 0% 30 to 50 31% 18% 30% 11% 7% 50 to 101 14% 20% 50% 23% 13% 101 to 250 19% 20% 20% 19% 13% 250 to 500 24% 28% 0% 37% 42% 500 to 1000 7% 13% 0% 10% 20% 1000 to 1500 1% 0% 0% 0% 6% 1500 to 3500 1% 0% 0% 0% 0% Total 100% 100% 100% 100% 100%

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Lead Distribution of Goods Vehicle at 14SSW 3 - Trip Length Mini 2 -Axle Tractor/ LCV -6 Axle MAV Range LCV Truck Trailer Truck 30 to 50 27% 0% 4% 0% 0% 24% 50 to 101 7% 0% 9% 4% 0% 6% 101 to 250 22% 21% 4% 4% 0% 27% 250 to 500 25% 50% 52% 20% 18% 39% 500 to 1000 17% 29% 17% 42% 48% 4% 1000 to 1500 2% 0% 9% 10% 11% 0% 1500 to3500 1% 0% 4% 20% 24% 0% Grand Total 100% 100% 100% 100% 100% 100%

Table 4.12d Lead Distribution of Passenger & Goods Vehicle at Lunkaransar

Lead Distribution of Goods Vehicle at Lunkaransar 3 - Trip Length Mini 2 -Axle Tractor/ LCV -6 Axle MAV Range LCV Truck Trailer Truck 30 to 50 1% 0% 0% 0% 0% 0% 50 to 101 20% 9% 8% 0% 1% 8% 101 to 250 40% 11% 15% 0% 2% 56% 250 to 500 32% 17% 18% 1% 12% 28% 500 to 1000 6% 20% 33% 26% 15% 8% 1000 to 1500 0% 29% 18% 44% 52% 0% 1500 to3500 0% 14% 10% 29% 19% 0% Grand Total 100% 100% 100% 100% 100% 100%

Lead Distribution of Passenger Vehicle at Lunkaransar

Trip Length Car/Jeep/ Mini Govt. Private. Taxi Range Van Bus Bus Bus 0 to 20 8% 3% 0% 0% 0% 30 to 50 3% 0% 0% 0% 0% 50 to 101 10% 5% 50% 0% 8% 101 to 250 51% 64% 33% 78% 69% 250 to 500 16% 8% 17% 15% 12% 500 to 1000 11% 15% 0% 7% 8% 1000 to 1500 1% 5% 0% 0% 4% 1500 to 2500 1% 0% 0% 0% 0% Total 100% 100% 100% 100% 100%

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Table 4.12e Lead Distribution of Passenger & Goods Vehicle at Deshonok

Passenger Percentage Trip Length Distribution at Deshnok Trip Length Car/Jeep/ Mini Govt. Private. Taxi Range Van Bus Bus Bus 0 to 20 1% 1% 0% 0% 0% 20 to 30 1% 3% 0% 0% 0% 30 to 50 13% 13% 43% 19% 0% 50 to 101 35% 43% 57% 28% 27% 101 to 250 17% 9% 0% 13% 8% 250 to 500 25% 23% 0% 38% 50% 500 to 1000 7% 4% 0% 3% 15% 1000 to 1500 2% 3% 0% 0% 0% 1500 to 2500 0% 0% 0% 0% 0% Total 100% 100% 100% 100% 100%

Goods Percentage Trip Length Distribution at Deshnok 2 - 3 - Trip Length Mini LCV Tractor/ Axle Axle MAV Range LCV -6 Trailer Truck Truck 0 to 20 7% 0% 0% 0% 0% 17% 30 to 50 9% 7% 2% 1% 0% 8% 50 to 101 42% 19% 5% 5% 6% 50% 101 to 250 19% 19% 12% 8% 5% 17% 250 to 500 17% 22% 26% 10% 15% 8% 500 to 1000 6% 15% 26% 33% 33% 0% 1000 to 1500 1% 4% 16% 33% 26% 0% 1500 to3500 0% 15% 14% 9% 15% 0% Grand Total 100% 100% 100% 100% 100% 100%

7.11.3 Zoning System In order to analyze O-D Data the entire in all 5 locations study corridor has been divided into local traffic zones and rest of the locations had been divided into external zones. The number of trips originating from and destined to any zone represents the influence of that zone in traffic generation/attraction. Table 7.13 represents O-D Zoning system used for the analysis.

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Table 7.13 Adopted zoning system for all 5 no’s of locations

Zone Code Tamroli Toll Plaza Location Zone Names State Code

1 Himachala Prdesh & Jammu & Kashmir HP & JK 2 Punjab , Chandigarh PB & Ch 3 Haryana, Delhi HR & DL 4 Sangaria 6 Chautala 7 Abohar 8 Sri Ganga Nagar 9 Nagarana 10 Nawan 11 Satipura 12 Hanumangarh 16 Lunkaransar 17 Bikaneer 18 Palana 19 Deshnok 20 Rasisar 21 Parwa, Bamatsar 22 Otherthan Bikaner 23 Nokha, Bagu 24 Nagaur Rajasthan 25 Jodhpur 26 Degna 27 Tamroli 28 Himmat Nagar 29 Morara, Dodhlas Uda 30 Merta 31 Otherthan Nagaur 32 Sikar 33 Alwar 34 Jaipur 35 Ajmir, Kishangarh, Beawar 36 Pali, Sojat 37 Bhilwara, Chittorgarh, Udaipur 38 Jodhpur 39 Phalodi, Jaisalmer 40 Barmer 41 Other than Rajasthan

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Zone Code Tamroli Toll Plaza Location Zone Names State Code

42 Uttar Pradesh, Uttara Khand UP & UK West Bengal, Bihar, Arunachala Pradesh, Jharkhand, North North East 43 East States States 44 Madhya Pradesh, Chhatisgarh MP & CG 45 Gujarat, Maharashtra GJ & MH 46 Andhra Pradesh, Telangana, Kerala, Karnataka, Tamil Nadu South India

Zone Code Ridcor Toll Plaza Location Zone Names State Code 1 Himachala Prdesh & Jammu & Kashmir HP & JK 2 Punjab PB 3 Chandigarh CH 4 Haryana, Delhi HR & DL 5 Sangaria 6 Chautala 7 Abohar 8 Sri Ganga Nagar 9 Nagarana 10 Nawan 11 Satipura 12 Hanumangarh 13 Pilibanga 14 Suratgarh 15 Bikaneer 16 Sikar 17 Alwar 18 Jaipur 19 Nagaur 20 Degna 21 Merta 22 Ajmir, Kishangarh, Beawar 23 Pali, Sojat 24 Bhilwara, Chittorgarh, Udaipur

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Zone Code Ridcor Toll Plaza Location Zone Names State Code 25 Jodhpur 26 Phalodi, Jaisalmer 27 Barmer 28 Other than Rajasthan 29 Uttar Pradesh, Uttara Khand

West Bengal, Bihar, Arunachala Pradesh, Jharkhand, North North East 30 East States States

31 Madhya Pradesh, Chhatisgarh MP & CG 32 Gujarat, Maharashtra GJ & MH Andhra Pradesh, Telangana, Kerala, Karnataka, Tamil 33 South India Nadu

Zone 14SSW Toll Plaza Location Zone Names State Code Code 1 Himachala Prdesh & Jammu & Kashmir HP & JK 2 Punjab , Chandigarh PB & Ch 4 Haryana, Delhi HR & DL 5 Sangaria 6 Kolha 7 Chautala 8 Abohar 9 Sri Ganga Nagar 10 Nagarana 11 Nawan 12 Satipura 13 Hanumangarh 14 14SSW 15 Munda, Meharwala Rajasthan 16 Ellanabad 17 Other than Hanumangarh 18 Lakhuwali 19 Suratgarh 20 Bikaneer 21 Sikar 22 Alwar 23 Jaipur 24 Nagaur 25 Degna 26 Merta

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Zone 14SSW Toll Plaza Location Zone Names State Code Code 27 Ajmir, Kishangarh, Beawar 28 Pali, Sojat 29 Bhilwara, Chittorgarh, Udaipur 30 Jodhpur 31 Phalodi, Jaisalmer 32 Barmer 33 Other than Rajasthan 34 Uttar Pradesh, Uttara Khand UP & UK West Bengal, Bihar, Arunachala Pradesh, Jharkhand, North North East 35 East States States 36 Madhya Pradesh, Chhatisgarh MP & CG 37 Gujarat, Maharashtra GJ & MH 38 Andhra Pradesh, Telangana, Kerala, Karnataka, Tamil Nadu South India

Zone Code Lunkaransar Location Zone Names State Code

1 Himachala Prdesh & Jammu & Kashmir HP & JK 2 Punjab , Chandigarh PB & Ch 4 Haryana, Delhi HR & DL 5 Sangaria 6 Kolha 7 Chautala 8 Abohar 9 Sri Ganga Nagar 10 Nagarana 11 Nawan 12 Satipura 13 Hanumangarh 14 14SSW Rajasthan 15 Munda, Meharwala 16 Ellanabad 17 Other than Hanumangarh 18 Lakhuwali 19 Suratgarh 20 Arjansar 21 Mahajan 22 Lunkaransar 23 Dhirera 24 Jagdevwala

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Zone Code Lunkaransar Location Zone Names State Code

25 Khara 26 Bikaneer a Deshnok 27 Otherthan Bikaner 28 Sikar 29 Alwar 30 Jaipur 31 Nagaur 32 Degna 33 Merta 34 Ajmir, Kishangarh, Beawar 35 Pali, Sojat 36 Bhilwara, Chittorgarh, Udaipur 37 Jodhpur 38 Phalodi, Jaisalmer 39 Barmer 40 Other than Rajasthan 41 Uttar Pradesh, Uttara Khand UP & UK West Bengal, Bihar, Arunachala Pradesh, Jharkhand, North North East 42 East States States 43 Madhya Pradesh, Chhatisgarh MP & CG 44 Gujarat, Maharashtra GJ & MH 45 Andhra Pradesh, Telangana, Kerala, Karnataka, Tamil Nadu South India

Zone Code Deshnok Location Zone Names State Code

1 Himachala Prdesh & Jammu & Kashmir HP & JK 2 Punjab , Chandigarh PB & Ch 3 Haryana, Delhi HR & DL 4 Sangaria 5 Kolha 6 Chautala 7 Abohar 8 Sri Ganga Nagar Rajasthan 9 Nagarana 10 Nawan 11 Satipura 12 Hanumangarh 13 14SSW

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Zone Code Deshnok Location Zone Names State Code

14 Suratgarh 15 Arjansar 16 Lunkaransar 17 Bikaneer 18 Palana 19 Deshnok 20 Rasisar 21 Parwa, Bamatsar 22 Otherthan Bikaner 23 Nokha, Bagu 24 Nagaur 25 Jodhpur 26 Sikar 27 Alwar 28 Jaipur 29 Degna 30 Merta 31 Ajmir, Kishangarh, Beawar 32 Pali, Sojat 33 Bhilwara, Chittorgarh, Udaipur 34 Jodhpur 35 Phalodi, Jaisalmer 36 Barmer 37 Other than Rajasthan 38 Uttar Pradesh, Uttara Khand UP & UK West Bengal, Bihar, Arunachala Pradesh, Jharkhand, North North East 39 East States States 40 Madhya Pradesh, Chhattisgarh MP & CG 41 Gujarat, Maharashtra GJ & MH 42 Andhra Pradesh, Telangana, Kerala, Karnataka, Tamil Nadu South India

7.11.4 Commodity Analysis Different commodities recorded during the O-D survey were classified into 9 categories and Shown in Table No 7.14. Due consideration has been given to include all possible commodities moving along the project road. Commodity pattern shows prominent movement of construction material along the project corridor. A big percentage of loaded vehicles were also observed at all the stations. Mode-wise distribution of various commodities at the all stations is presented in the Table No 7.15.

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Table 7.14 Goods Commodity Types

S. No: Item Type Code 1 Food grains 1 2 Fruits and Vegetables 2 3 Chemicals and Fertilisers 3 4 Petroleum /Minerals 4 5 Building Materials 5 6 Textile 6 7 Timber 7 8 Empty 8 9 Others(Specify) 9

The commodity movement pattern along the network under study is analyzed and presented in Table No 7.15 Table 7.15: Distribution of Goods carried by Commercial Vehicles

Goods Vehicles Commodity Type at Tamroli Plaza Mini Tractor/ Code Item Type LCV -6 2 -AT 3 -AT MAV LCV Trailer 1 Food grains 10% 0% 0% 2% 2% 0% 2 Fruits and Vegetables 4% 0% 13% 0% 0% 0% 3 Chemicals and Fertilisers 0% 0% 0% 0% 0% 0% 4 Petroleum /Minerals 2% 0% 50% 2% 2% 0% 5 Building Materials 8% 13% 0% 24% 52% 20% 6 Textile 0% 0% 0% 0% 0% 0% 7 Timber 0% 0% 0% 0% 1% 0% 8 Empty 58% 50% 38% 65% 32% 50% 9 Others (Specify) 19% 38% 0% 7% 11% 30% Grand Total 100% 100% 100% 100% 100% 100%

Goods Vehicles Commodity Type at Ridcor Plaza Mini Tractor/ Code Item Type LCV-6 2 -AT 3 -AT MAV LCV Trailer 1 Food grains 2% 25% 0% 0% 10% 7% 2 Fruits and Vegetables 8% 0% 8% 9% 5% 5% 3 Chemicals and Fertilisers 0% 6% 0% 0% 5% 4% 4 Petroleum /Minerals 2% 13% 8% 15% 10% 13% 5 Building Materials 4% 0% 15% 9% 15% 13% 6 Textile 0% 0% 0% 0% 3% 2% 7 Timber 2% 0% 0% 0% 3% 2% 8 Empty 46% 31% 31% 41% 24% 48% 9 Others (Specify) 35% 25% 38% 26% 25% 7% Grand Total 100% 100% 100% 100% 100% 100%

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Goods Vehicles Commodity Type at 14SSW Toll Plaza Mini Tractor/ Code Item Type LCV -6 2 -AT 3 -AT MAV LCV Trailer 1 Food grains 5% 14% 9% 2% 10% 10% 2 Fruits and Vegetables 7% 0% 0% 20% 16% 0% 3 Chemicals and Fertilisers 0% 0% 0% 0% 1% 0% 4 Petroleum /Minerals 5% 0% 9% 4% 5% 0% 5 Building Materials 12% 7% 22% 26% 26% 41% 6 Textile 1% 0% 0% 0% 2% 0% 7 Timber 1% 0% 0% 2% 0% 0% 8 Empty 45% 43% 13% 8% 8% 22% 9 Others (Specify) 25% 36% 48% 38% 32% 27% Grand Total 100% 100% 100% 100% 100% 100%

Goods Vehicles Commodity Type at Lunkaransar Mini Tractor/ Code Item Type LCV-6 2 -AT 3 -AT MAV LCV Trailer 1 Food grains 10% 11% 10% 17% 18% 24% 2 Fruits and Vegetables 3% 26% 13% 30% 5% 0% 3 Chemicals and Fertilisers 1% 0% 3% 1% 1% 4% 4 Petroleum /Minerals 10% 9% 15% 5% 10% 4% 5 Building Materials 10% 0% 10% 9% 28% 16% 6 Textile 0% 0% 3% 1% 2% 4% 7 Timber 3% 3% 3% 1% 2% 0% 8 Empty 47% 9% 20% 8% 16% 24% 9 Others (Specify) 15% 43% 25% 27% 19% 24% Grand Total 100% 100% 100% 100% 100% 100%

Goods Vehicles Commodity Type at Deshnok Mini Tractor/ Code Item Type LCV -6 2 -AT 3 -AT MAV LCV Trailer 1 Food grains 12% 7% 5% 10% 8% 0% 2 Fruits and Vegetables 7% 15% 9% 1% 4% 8% 3 Chemicals and Fertilisers 3% 0% 2% 0% 4% 0% 4 Petroleum /Minerals 2% 0% 14% 10% 5% 0% 5 Building Materials 0% 4% 7% 18% 24% 0% 6 Textile 0% 0% 0% 1% 4% 0% 7 Timber 0% 0% 0% 0% 1% 0% 8 Empty 58% 37% 42% 24% 20% 58% 9 Others(Specify) 18% 37% 21% 35% 30% 33% Grand Total 100% 100% 100% 100% 100% 100%

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7.11.5 Goods Vehicle - Frequency Analysis The survey data was analysed to assess the frequency of movement of commercial vehicles. The distribution observed for different vehicle types is grouped into various ranges.

Vehicle Classification for Trip Purpose Passengers Commodity Code Code Vehicle Type Code Purpose Food grains 1 Fruits and 1 1 Car/Jeep/Van/Utility Work/Office Vegetables 2 Chemicals and 2 Two Wheelers 2 Business Fertilisers 3 3 Auto Rickshaws 3 Education Petroleum /Minerals 4 4 Mini Bus 4 Home(Return) Building Materials 5 5 Bus 5 Social Textile 6 6 Recreation/Shopping Timber 7 7 Health Empty 8 Vehicle Classification for Goods 8 Others Others(Specify) 9 Code Vehicle Type 6 Mini LCV/Max Pick Up Trip Frequency 7 LCV(Tata 407,Eicher) Code Frequency Fuel Type Code 8 2 -Axle Truck D Daily Petrol 1 9 3 -Axle Truck W Weekly Diesel 2 10 MAV M Monthly CNG 3 11 Tractor/Trailer Y Yearly Auto LPG 4

Yes 1 Vehicle Ownership No 0

7.11.6 Vehicle – Trip frequency and Trip Purpose O-D data for passenger vehicles was collected and further analysed for trip frequency, occupancy and trip purpose. Trip purpose at one locations show Work and business seem to be biggest contributors to traffic comprising nearly 50% of the total demand. The purpose wise percentage distributions of trips at the two locations are presented in the pie charts below. Distribution at five stations varies widely as explained above. Passenger vehicles were analyzed for trip frequency along project corridor. Tables below show the details of daily, weekly, monthly and yearly trips along project corridor. Trip frequency distribution is generally similar at both stations for all vehicles. Buses and mini buses commute on daily basis whereas cars/taxi commutes on daily monthly and weekly basis. Daily trips are influenced by work and education purpose. Weekly and monthly trips are more influenced by business and religious/tourism purpose. Yearly trips are very few indicating very lean percentage of long distance vehicles. The vehicle Trip frequency and Trip Purpose movement pattern along the network under study is analyzed and presented in Table No 7.16 & 7.17 respectively.

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Table 7.16 Trip Frequency of Passenger & Goods Vehicles

Passenger Trip Frequency at Tamroli Vehicle Classification Daily Monthly Weekly Yearly Car/Jeep/Van 70% 88% 80% 68% Govt. Bus 5% 12% 17% 5% Mini Bus 3% 0% 0% 5% Private. Bus 11% 0% 2% 5% Taxi 12% 0% 0% 16% Total 100% 100% 100% 100%

Goods Trip Frequency at Tamroli Vehicle Classification Daily Monthly Weekly Yearly Mini LCV 33% 4% 22% 21% LCV-6 1% 0% 6% 3% 2 -Axle Truck 3% 0% 5% 3% 3 -Axle Truck 41% 14% 15% 22% MAV 14% 82% 49% 47% Tractor/Trailer 7% 0% 4% 4% Total 100% 100% 100% 100%

Passenger Trip Frequency at Rattanpura Toll Plaza Vehicle Classification Daily Monthly Weekly Yearly Car/Jeep/Van 70% 88% 80% 68% Govt. Bus 5% 12% 17% 5% Mini Bus 3% 0% 0% 5% Private. Bus 11% 0% 2% 5% Taxi 12% 0% 0% 16% Total 100% 100% 100% 100%

Goods Trip Frequency at Rattanpura Toll Plaza Vehicle Classification Daily Monthly Weekly Mini LCV 45% 6% 11% LCV -6 0% 3% 5% 2 -Axle Truck 3% 4% 3% 3 -Axle Truck 12% 9% 14% MAV 9% 70% 51% Tractor/Trailer 30% 9% 15% Total 100% 100% 100%

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Passenger Trip Frequency at 14SSW Toll Plaza Vehicle Classification Daily Monthly Weekly Yearly Car/Jeep/Van 71% 87% 75% 53% Taxi 8% 9% 7% 32% Mini Bus 2% 0% 0% 0% Govt. Bus 10% 3% 8% 5% Private. Bus 9% 2% 9% 11% Total 100% 100% 100% 100%

Goods Trip Frequency at 14SSW Toll Plaza Vehicle Classification Daily Monthly Weekly Mini LCV 51% 5% 30% LCV -6 5% 0% 5% 2 -Axle Truck 8% 4% 6% 3 -Axle Truck 5% 20% 14% MAV 1% 67% 35% Tractor/Trailer 29% 4% 11% Total 100% 100% 100%

Passenger Trip Frequency at Lunkaransar Vehicle Classification Daily Monthly Weekly Yearly Car/Jeep/Van 62% 87% 90% 84% Taxi 8% 7% 8% 12% Mini Bus 3% 0% 1% 0% Govt. Bus 16% 1% 1% 2% Private. Bus 12% 5% 1% 2% Total 100% 100% 100% 100%

Goods Trip Frequency at Lunkaransar Vehicle Classification Daily Monthly Weekly Mini LCV 67% 8% 23% LCV-6 3% 6% 6% 2 -Axle Truck 4% 8% 5% 3 -Axle Truck 0% 22% 12% MAV 19% 55% 50% Tractor/Trailer 6% 2% 4% Total 100% 100% 100%

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Passenger Trip Frequency at Deshnok Vehicle Classification Daily Monthly Weekly Yearly Car/Jeep/Van 74% 92% 83% 100% Taxi 9% 6% 10% 0% Mini Bus 1% 0% 1% 0% Govt. Bus 5% 2% 4% 0% Private. Bus 11% 0% 2% 0% Total 100% 100% 100% 100%

Goods Trip Frequency at Deshnok Vehicle Classification Daily Monthly Weekly Mini LCV 79% 10% 21% LCV-6 8% 2% 6% 2 -Axle Truck 2% 9% 14% 3 -Axle Truck 2% 23% 23% MAV 4% 56% 33% Tractor/Trailer 5% 0% 2% Total 100% 100% 100%

Table 7.17 Trip Purpose of Passenger Vehicles

Passenger Trip Purpose at Tamroli Toll Plaza Vehicle Work/ Home Business Education Social Health Others Classification Office (Return) Car/Jeep/Van 87% 84% 22% 67% 15% 100% 83% Taxi 9% 10% 0% 33% 0% 0% 10% Mini Bus 0% 0% 0% 0% 12% 0% 2% Govt. Bus 1% 4% 56% 0% 33% 0% 0% Private. Bus 2% 2% 22% 0% 39% 0% 5% Total 100% 100% 100% 100% 100% 100% 100%

Passenger Trip Purpose at Ridcor Toll Plaza Vehicle Work/ Home Recreation/ Business Education Social Health Classification Office (Return) Shopping Car/Jeep/Van 91% 95% 39% 89% 35% 75% 89% Taxi 3% 5% 17% 4% 11% 25% 9% Mini Bus 0% 0% 6% 0% 3% 0% 0% Govt. Bus 1% 0% 22% 4% 10% 0% 1% Private. Bus 5% 1% 17% 4% 41% 0% 0% Total 100% 100% 100% 100% 100% 100% 100%

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Passenger Trip Purpose at 14SSW Toll Plaza Vehicle Work/ Home Recreation/ Business Education Social Health Others Classification Office (Return) Shopping Car/Jeep/Van 88% 82% 87% 76% 36% 80% 86% 82% Taxi 7% 8% 7% 21% 3% 10% 5% 17% Mini Bus 0% 0% 0% 0% 6% 0% 0% 0% Govt. Bus 4% 6% 7% 0% 24% 0% 9% 0% Private. Bus 1% 4% 0% 3% 32% 10% 0% 2% Total 100% 100% 100% 100% 100% 100% 100% 100%

Passenger Trip Purpose at Deshnok Toll Plaza Vehicle Work/ Home Recreation/ Business Education Social Health Others Classification Office (Return) Shopping Car/Jeep/Van 86% 77% 100% 96% 40% 88% 87% 96% Taxi 10% 16% 0% 4% 2% 13% 3% 1% Mini Bus 1% 1% 0% 0% 0% 0% 0% 1% Govt. Bus 2% 3% 0% 0% 14% 0% 10% 1% Private. Bus 1% 2% 0% 0% 43% 0% 0% 0% Total 100% 100% 100% 100% 100% 100% 100% 100%

Passenger Trip Purpose at Lunkaransar Toll Plaza Vehicle Work/ Home Recreation/ Business Education Social Health Others Classification Office (Return) Shopping Car/Jeep/Van 79% 88% 67% 93% 52% 44% 100% 86% Taxi 13% 5% 13% 7% 6% 11% 0% 12% Mini Bus 0% 2% 0% 0% 3% 0% 0% 2% Govt. Bus 3% 1% 13% 0% 28% 22% 0% 0% Private. Bus 6% 5% 7% 0% 10% 22% 0% 0% Total 100% 100% 100% 100% 100% 100% 100% 100%

7.11.7 Development of Origin Destination Matrices The data collected regarding the origin and destination of the vehicle is coded into different zones as classified in earlier paragraphs. The zonal movement of vehicles is presented as pivot table for quick & easy interpretation of the zone movement and summarising the zones with maximum movement of vehicles and soon. The pivot table is prepared separately for each of the survey location and for each vehicle category in OD Matrices Annexure-3.

7.11.8 Travel Pattern Travel pattern of vehicular trips observed at 5 no’s survey locations is studied for the following categories:

i. External-to-External Trips: Traffic using Full Length of project road i.e. traffic neither originated nor destined along/near the project corridor.

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ii. Internal-to-Internal Trips: Traffic using Partial length of the project road i.e. traffic either originated or destined along/near the project corridor. iii. Internal-to-External Trips: Traffic using either Full or partial Length of project road i.e. traffic either originated or destined along/near the project corridor. O-D Traffic was analysed for above category of movements for both locations separately for freight and passenger vehicles.

7.11.9 Location of Interchange and Toll Plaza Toll Plaza Since the project road is a part of access-controlled Greenfield Economic Corridor from Amritsar to Kandla in Rajasthan state, there are 7 ramp plazas on the interchange locations proposed along the project corridor. Interchange points have been provided at intersection of all National Highways and some important state highways which have important towns in the vicinity to/from there is likely of traffic diversion to the project road. The details of the toll plaza are given in Table 7.18 below. Table 7.18: Location of Toll Plaza

Location of Toll Plaza near S No: Interchange Interchange (Chain ages) 1 Start Point Km 0.000 2 Ramp Plaza (IC 1) Km 30.630 3 Ramp Plaza (IC 2) Km 48.922 4 Ramp Plaza (IC 3) Km 109.728 5 Ramp Plaza (IC 4) Km 138.510 6 Ramp Plaza (IC 5) Km 162.940 7 Ramp Plaza (IC 6) Km 210.565 8 Ramp Plaza (IC 7) Km 250.563

Methodology Adopted for Study As the project road has a closed system of tolling, the vehicles entering the project road from one point will have to pay toll at the exit ramp of the interchange of that point. Thus, in order to access the revenue generated at a particular toll plaza / toll booth, the traffic entering from different interchange points and exiting at that toll plaza / toll booth has to be worked out from the OD surveys. Potential Diverted Traffic The potentially divertible traffic at the exit of interchanges for each category of vehicle has been assessed using this methodology and is as shown below in Table 7.19

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Table 7.19: Potential Diverted Traffic at Exit of Corridor in Year 2018-19

Potential Diversion Traffic Based on OD Survey Data at Toll Plaza Starting IC 7/ End S No Vehicle Type IC 1 IC 2 IC 3 IC 4 IC 5 IC 6 Point Point 1 Car/Jeep/Van 2139 1680 1941 586 353 823 787 2248 2 Taxi 302 195 199 82 27 103 72 249 3 Mini Bus 19 19 30 0 9 9 13 25 4 Govt Bus 101 83 118 88 14 59 27 124 5 Private Bus 143 129 76 105 12 59 32 175 6 Mini LCV 146 104 241 104 213 311 261 622 7 LCV-6 23 4 13 18 21 82 20 85 8 2 -Axle Truck 38 15 21 28 26 121 26 132 9 3 -Axle Truck 81 32 22 37 9 270 14 286 10 MAV 268 43 57 86 29 755 40 401 Total Vehicles 3261 2303 2719 1133 710 2594 1293 4348 Total PCU's 5033 3035 3542 2019 1064 6499 1790 7596 7.11.10 Traffic Growth Rates Traffic growth on a road facility is generally estimated on the basis of historical data and in the present case traffic growth rates are estimated using econometric methods. Demand changes are usually because of shifts in the pattern of economic activities in the surrounding regions.

7.11.11 Traffic Growth Rate Estimation Methodology The exercise of traffic growth rate estimation has been carried out by us using the elasticity approach. The elasticity method relates traffic growth to changes in the related economic parameters. According to IRC: 108 – 2015, elasticity based econometric model for highway projects could be derived in the following form: Log (P) = A0 + A1 Log (EI) Where; P = Traffic volume (of any vehicle type) EI = Economic Indicator (GDP/ NSDP / Population / PCI) A0 = Regression constant A1 = Regression co-efficient (Elasticity Index) The main steps followed are:  Defining the project influence area from OD analysis of travel pattern.  Estimating the past elasticity of traffic growth from time series of registered vehicles of influencing state(s).  Assessment of future elasticity values for major vehicle groups, namely, car, bus and truck.

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 Study of past performance and assessment of perspective growth rates of state economies of influence area.  The elasticity values will be obtained by fitting log-log regression between the registered vehicle types (car, bus and commercial vehicles) and NSDP, Population and Per-capita income of influencing states and GDP of India. The influencing states obtained from the Origin-Destination survey include Rajasthan, Haryana, Punjab, Gujarat and Rest of India. The regression analysis will be carried out using various combinations of economic indicators and population of registered vehicles and the elasticity values resulted from the best fit equations will be used in estimating growth rates.

7.11.12 Area/Regional Influence In order to analyse the vehicles growth the share of constituent regions/states are to be considered and are presented in Table 7.20 below. The states of Rajasthan, Haryana, Punjab, and Gujarat are the major influencing states while the share of other states is marginal, and has hence not been considered separately. Table 7.20 Regional Influence (%) Mode RJ HR PB GJ Rest of India Total Trucks 84.3 3.8 4.2 2.3 5.4 100

RJ: Rajasthan, HR-Haryana, PB-Punjab, GJ-Gujarat 7.11.13 Past Vehicle Registration Details In order to analyse the vehicle growth in the states, the vehicle registration data of Rajasthan, Haryana, Punjab and Gujarat been collected and presented in Table 7.21 below. Table 7.21: Growth of Vehicle Registration of Rajasthan Rajasthan Vehicle Registration Year 2W Car Bus Trucks 2004-05 3016763 409442 58092 208881 2005-06 3393916 460380 60979 229347 2006-07 3833746 515376 63320 269084 2007-08 4261695 579044 65605 297423 2008-09 4715835 646102 69298 318118 2009-10 5230454 727158 73257 346981 2010-11 5859719 824612 77980 385796 2011-12 6629743 934962 83345 431537 2012-13 7465863 1051288 88616 478379 2013-14 8331142 1168101 93892 467758 2014-15 9272233 1294542 97650 564152 CAGR 11.88% 12.2% 5.33% 10.45%

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Source: MORTH Growth of Vehicle Registration of Haryana

Haryana Vehicle Registration Year 2W Car Bus Trucks 2004-05 1729236 419879 11297 166437 2005-06 1881174 485453 19986 176046 2006-07 2172669 568758 22101 200977 2007-08 2463672 664134 26906 220470 2008-09 2768197 745335 29516 230858 2009-10 2975418 851374 33520 249991 2010-11 3370426 988958 35646 275162 2011-12 3755349 1134514 39153 292735 2012-13 4146906 1293065 43456 307509 2013-14 4541932 1454182 46558 327882 2014-15 4988518 1609544 52640 348732 CAGR 11.18% 14.38% 16.64% 7.68%

Source: MORTH Growth of Vehicle Registration Gujarat

Gujarat Vehicle Registration Year 2W Car Bus Trucks 2004-05 5744353 787385 56660 191159 2005-06 6352109 865848 61387 204362 2006-07 7003860 953747 66637 223022 2007-08 7579457 1047356 72092 239404 2008-09 8087416 1138284 76849 247772 2009-10 8716981 1256468 81663 259231 2010-11 9507556 1427954 87774 276290 2011-12 10512304 1632745 97758 301533 2012-13 11500292 1832103 104087 286207 2013-14 12502698 2007923 110285 334021 2014-15 13704879 2255057 116455 367303 CAGR 9.08% 11.10% 7.47% 6.75% Source: MORTH

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Growth of Vehicle Registration Maharashtra

Maharashtra Vehicle Registration Year 2W Car Bus Trucks 2004-05 6926576 1448809 63405 266004 2005-06 7691856 1602266 66754 287230 2006-07 8573679 1781688 71187 316502 2007-08 9394869 1971984 77042 344267 2008-09 10212360 2137107 79073 366642 2009-10 11181762 2351276 83816 374705 2010-11 12429011 2608900 89861 389941 2011-12 13921763 2925964 100097 411418 2012-13 15457173 3249425 110121 440866 2013-14 16910395 3514630 120886 470128 2014-15 18603835 3822770 120750 491582 2015 - 16 20355825 4180361 131183 513086 2016 - 17 22102376 4568266 146708 553930 CAGR 10.15% 10.04% 7.24% 6.30%

Growth of Vehicle Registration of Delhi

Growth of Vehicle Registration of Delhi Year 2W Car Bus Trucks 2004-05 2874673 1400675 36801 157959 2005-06 3118986 1516771 37519 164293 2006-07 3377073 1649785 38500 174223 2007-08 3616417 1791478 39622 189101 2008-09 3846721 1931486 41142 208294 2009-10 4107912 2091522 43250 226256 2010-11 4395086 2258434 45757 242331 2011-12 4702712 2442527 46937 261412 2012-13 5014037 2619495 47987 276346 2013-14 5358535 2784732 49239 289881 2014-15 5737610 2965863 50296 306080 CAGR 7.16% 7.79% 3.17% 6.84%

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Growth of Vehicle Registration of Trucks (All India)

Growth of Vehicle Registration of Trucks (All India) Year Trucks (All India) 2004-05 38,77,622 2005-06 42,74,984 2006-07 51,18,880 2007-08 56,00,938 2008-09 60,40,924 2009-10 64,31,926 2010-11 70,64,495 2011-12 76,58,391 2012-13 83,06,834 2013-14 86,97,541 2014-15 93,44,464 GR 9.19%

7.11.14 Past Growth of Economy The past performance of the economic indicators for the project influence area (PIA) was also collected for the same period (2004-05 to 2014-15), with the objective of establishing elasticity of travel demand to the different economic indicators. The economic indicators considered for the analysis include:  Net State Domestic Product and Net National Domestic Product  Per Capita Income (PCI)  Population Table 7.22, Table 7.23, Table 7.24, Table 7.25, Table 7.26 and Table 7.27 gives the growth of Economic indicators for Rajasthan, Haryana, Delhi, Maharashtra, Gujarat and India.

Table 7.22: Growth in Economic Indices of Rajasthan State (at 2004-05 Prices)

Year NSDP (Million) PCI Population 2004-05 11263572 18565 60670000 2005-06 12020228 19445 61818000 2006-07 13434991 21342 62951000 2007-08 14047148 21922 64077000 2008-09 15228354 23356 65200000 2009-10 16115948 24304 66310000 2010-11 18536565 27502 67401000 2011-12 20274905 29612 68468000

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Year NSDP (Million) PCI Population 2012-13 21439120 30839 69519000 2013-14 22463210 31836 70559000 2014-15 23752978 33186 71576000

CAGR 7.75 5.98 1.67

Table 7.23 Growth in Economic Indices of Haryana State (at 2004-05 Prices)

Year NSDP (Million) PCI Population 2004-05 8622228 37972 22707000 2005-06 9401146 40627 23140000 2006-07 10470049 44423 23569000 2007-08 11289592 47046 23997000 2008-09 12158839 49780 24425000 2009-10 13677999 55044 24849000 2010-11 14605347 57797 25270000 2011-12 15852299 61716 25686000 2012-13 16716882 64052 26099000 2013-14 17830719 67260 26510000 2014-15 19243700 71493 26917000 CAGR 8.36 6.53 1.72

Table 7.24 Growth in Economic Indices of Gujarat State (at 2004-05 Prices)

Year NSDP (Million) PCI 2004-05 1722650 32021 2005-06 1972700 36102 2006-07 2139540 38568 2007-08 2392530 42498 2008-09 2494800 43685 2009-10 2847320 49168 2010-11 3158920 53813 2011-12 3368862 56634 2012-13 3564768 59157 2013-14 3854719 63168 2014-15 4246926 68653 CAGR 9.43 7.92

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Table 7.25 Growth in Economic Indices of Maharashtra State (at 2004-05 Prices)

Year NSDP (Million) PCI 2004-05 3700228 36077 2005-06 4236322 40671 2006-07 4819832 45582 2007-08 5380810 50138 2008-09 5465329 50183 2009-10 5993384 54246 2010-11 6676254 59587 2011-12 6959044 61276 2012-13 7491370 65095 2013-14 8055929 69097 2014-15 8524513 72200 2015–16 8524513 76386 2016–17 9951473 82436 CAGR 8.54 7.18

Table 7.26 Growth in Economic Indices of Delhi State (at 2004-05 Prices)

Year NSDP (Million) PCI 2004-05 947169 63877 2005-06 1044734 69128 2006-07 1174441 76243 2007-08 1306830 83243 2008-09 1469612 91845 2009-10 1590435 97525 2010-11 1722352 103619 2011-12 1807222 106677 2012-13 1941403 112441 2013-14 2083682 118411 2014-15 2256296 125809 CAGR 8.83% 6.78%

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Table 7.27 Growth in Economic Indices of All India (at 2004-05 Prices)

Year GDP (Billion Rs.) 2004-05 29,71,464 2005-06 32,53,073 2006-07 35,64,364 2007-08 38,96,636 2008-09 41,58,676 2009-10 45,16,071 2010-11 49,18,533 2011-12 52,47,530 2012-13 54,82,111 2013-14 57,41,791 CAGR 7.59%

The trend in economy in the influence region had fluctuations in last decade. The same for various time periods along with national trend is depicted in Table 7.28 below. The growth of PIA factored with regional influence mentioned earlier also is given.

Table 7.28 Past Growth Trend of Economy (CAGR %)

AI AI PIA Year Rajasthan Haryana Delhi Gujarat Maharashtra (New) (Old) growth 2005-2016 7.75 8.36 9.07 9.43 8.54 0 7.59 8.15 2009-2016 8.07 7.96 7.41 9.28 7.58 0 6.66 7.77 2012-2016 5.42 6.06 7.68 8.36 6.97 6.01 4.6 5.98

7.11.15 Transport Demand Elasticity The regression analysis tool performs linear regression analysis by using the "least squares" method to fit a line through a set of observations. We can analyze how a single dependent variable is affected by the values of one or more independent variables. In the present case, registered vehicles by type are dependent variables whereas the economic parameters are independent variables. T-statistic The t-statistic is a measure of how strongly a particular independent variable explains variations in the dependent variable. The larger the t-statistic, the better the independent variable’s explanatory power. Next to each t-stat is a P-value. The P-value is used to interpret the t-stat. In short, the P-value is the probability that the independent variable in question has nothing to do with the dependent variable. Generally, we look for a P-value of

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less than .05, which means there is a 5% chance that the dependent variable is unrelated to the dependent variable. If the P-value is higher than .10, a strong argument can be made for eliminating this particular independent variable from a model because it “isn’t statistically significant.” R Square R Square is another measure of the explanatory power of the model. In theory, R square compares the amount of the error explained by the model as compared to the amount of error explained by averages. The higher the R-Square, the better it is. Regression analysis has been carried out by creating econometric models as suggested in IRC: 108 – 2015, using past vehicle registration data, and economic indicators such as population and PCI for passenger vehicles and NSDP for freight vehicles. All India registered trucks are also regressed with GDP to estimate national level elasticity value for trucks and its growth rate. The elasticity values obtained for each class of vehicle are given in Table 7.28, Table 7.29, Table 7.30, Table 7.31, and Table 7-32

Table 7.28 Elasticity Values Derived based on Regression Analysis for Rajasthan

Vehicle Type Indicator Elasticity GR (%) R-square t-stat PCI 0.187 0.669 11.285 0.997 Population 6.060 5.818 Two Wheeler Population 6.752 11.258 0.997 57.625 NSDP 1.424 11.532 0.991 31.650 PCI 1.800 11.382 0.987 25.750 PCI 0.324 1.452 11.780 0.998 Population 5.836 7.011 Car NSDP 1.485 12.027 0.993 36.649 PCI 1.877 11.873 0.989 28.760 Population 7.037 11.733 0.998 68.685 PCI 0.369 1.321 5.464 0.989 Population 1.879 1.804 Bus Population 3.245 5.411 0.987 25.790 PCI 0.869 5.495 0.985 23.973 NSDP 0.687 5.562 0.987 26.389 Trucks NSDP 1.218 9.859 0.986 24.805

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Table 7.29: Elasticity Values Derived based on Regression Analysis for Haryana

Vehicle Type Indicator Elasticity GR (%) R-square t-stat PCI -0.117 0.737 10.807 0.999 Population 6.748 0.001 Two Wheeler Population 6.312 10.824 0.999 0 NSDP 1.33 11.13 0.996 0 PCI 1.684 11.013 0.994 0 PCI 0.026 0.925 13.69 0.999 Population 7.883 0 Car NSDP 1.682 14.078 0.997 0 PCI 2.13 13.931 0.995 0 Population 7.982 13.686 0.999 0 Bus PCI 2.918 0.376 13.381 0.926 Population -3.329 0.782 Population 7.563 12.968 0.918 0 PCI 2.03 13.28 0.926 0 NSDP 1.602 13.403 0.925 0 Trucks NSDP 0.928 7.769 0.996 0 LCV NSDP 1.084 9.071 0.985 0

Table 7.30 Elasticity Values Derived based on Regression Analysis for Gujarat

Vehicle Type Indicator Elasticity GR (%) R-square t-stat PCI 1.142 8.693 0.988 27.044 2 W NSDP 0.963 8.772 0.99 29.884 PCI 1.424 10.843 0.982 22.108 Car NSDP 1.201 10.942 0.984 23.798 PCI 0.98 7.463 0.989 28.775 Bus NSDP 0.827 7.53 0.991 32.09 Trucks NSDP 0.676 6.16 0.969 16.81 LCV NSDP 1.127 10.265 0.973 18.126

Table 7.31 Elasticity Values Derived based on Regression Analysis for Maharashtra

Vehicle Type Indicator Elasticity GR (%) R-square t-stat PCI 1.507 9.877 0.982 24.34 2 W NSDP 1.246 9.995 0.986 28.344

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Vehicle Type Indicator Elasticity GR (%) R-square t-stat PCI 1.491 9.773 0.984 25.839 Car NSDP 1.233 9.888 0.988 30.5 PCI 1.075 7.047 0.962 16.795 Bus NSDP 0.89 7.133 0.968 18.196 Trucks NSDP 0.741 5.944 0.992 37.032 LCV NSDP 1.31 10.507 0.981 23.685

Table 4.32 Elasticity Values Derived based on Regression Analysis for Delhi

Vehicle Type Indicator Elasticity GR (%) R-square t-stat PCI 1.003 6.908 0.982 22.398 2 W NSDP 0.787 7.035 0.99 29.874 PCI 1.273 8.766 0.987 26.044 Car NSDP 0.993 8.877 0.984 23.218 PCI -0.277 -1.905 0.043 -0.638 Bus NSDP 0.489 4.371 0.925 8.619 Trucks NSDP 0.213 1.902 0.062 0.768

The elasticity1 of commercial vehicles in PIA for various time periods were computed and are presented in Table 7.33 below. The commercial vehicle registration and NSDP of the states are used to arrive at the elasticity. Table 7.33 Elasticity of commercial vehicles in PIA

Throughout Period Rajasthan Haryana Gujarat Delhi Maharashtra India LCV 2005-2015 1.35 1.08 1.13 0.21 1.31 1.78 2009-2015 1.27 1.13 1.16 -0.67 1.41 1.56 2012-2015 1.72 1.48 1.45 -1.55 1.72 1.56 Trucks 2005-2015 1.35 0.93 0.68 0.21 0.74 0.69 2009-2015 1.27 1.04 0.73 -0.67 0.7 0.74 2012-2015 1.72 1.36 0.96 -1.55 0.96 0.74

Projected transport demand elasticity In order to arrive at realistic future elasticity for the project road, various factors relating to vehicle technology changes besides character of traffic and travel pattern on the project road

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have been considered. The basic projection for elasticity of each mode with respect to the relevant parameter is presented in Table 7.34 below. Table 7.34: Projected Basic Elasticity Period

Period Car Bus LCV 2A 3A MAV 2020-24 1.09 0.62 0.88 0.89 0.86 0.86 2025-29 0.93 0.53 0.84 0.85 0.82 0.82 2030-34 0.8 0.45 0.8 0.81 0.78 0.78 2035-39 0.69 0.39 0.76 0.77 0.74 0.74 2040-44 0.62 0.35 0.72 0.73 0.7 0.7 >2044 0.56 0.32 0.68 0.69 0.67 0.67

The high elasticity of cars witnessed at present is due to the large demand facilitated by financing schemes and loans. Factors like growth of household incomes (particularly in urban areas), reduction in the prices of entry-level cars, growth of the used car market, changes in life style, growing personal incomes, desire to own a vehicle facilitated by availability of loans/financing schemes on easy terms, etc. have all contributed to the rapid growth in ownership of cars. However, such trend could slow down and elasticity could decline in future, which the assumption is made in this report. However, given India’s current low level of motorisation it could also be a possible scenario where the levels of elasticity could be maintained at current levels into the future. Over the years there is a change in passenger movement with more and more people shifting towards personalised modes. Moreover, the buses are usually plying on fixed pre- decided routes and thus elasticity values for buses have been considered accordingly. With the changing freight vehicle mix in favour of LCV for short distance traffic and MAVs for long-distance traffic, higher elasticity values for these have been considered as compared to 2-axle and 3 axle trucks. Considering the on-going technical advancements in automobile industry, some of the standard two axle trucks were getting replaced by three axle truck and MAVs over last few years, further the three axle trucks also started replaced by MAVs in last few years leading to reduction in number of trucks. But presently, production of new technology 2 and 3 axle trucks has been observed and the same is expected to grow over a period of next few years. This shift has already been observed in various areas of the country. The production trends of commercial vehicles in the country also depict the increase in share of 2A and 3A trucks in last 2 years. The Figure 7.6 below shows the percentage changes in commercial vehicles, category-wise, in India from 2004 to 2017. The introduction of rigid body MAVs and 6-wheel LCVs have resulted in increased use of these modes. These days the LCVs are used for even long-haul trips, contrary to their conventional usage. The changes in vehicle technology, improved safety standards etc. have contributed to these

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shifts, but it is clear from the chart below that the shift may have achieved equilibrium and plateaued over the recent few years. However, for the purposes of our report, we have assumed that the shift continues.

Source: From various volumes published by SIAM Figure 7.6 Trend of production of commercial vehicles in India It would be easier to relate the PIA growth and vehicular growth projections. Thus, the final elasticity’s are calculated with respect to PIA growth and are presented in Table 7.35 below, which depict the direct relation of projection of vehicular growth to PIA growth. Table 7.35: Projected Transport Demand Elasticity Values Period

Period LCV 2AT 3AT MAV 2020-24 0.940 0.490 0.520 0.980 2025-29 0.880 0.490 0.540 0.910 2030-34 0.830 0.550 0.580 0.840 2035-39 0.770 0.630 0.620 0.770 2040-44 0.730 0.690 0.660 0.710 >2044 0.690 0.730 0.700 0.680

7.11.16 Perspective Growth: state and national economies Against this background, any agenda for future growth of the state economies has to take into account past trends, future prospects, and the emerging challenges. The growth prospects for the subject state has been developed taking into consideration the past performance of the state economy and the economic growth envisaged for the future. The pace with which the regional economies grow with the envisaged growth of the state is a major contributing factor in growth of traffic.

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Various studies by economic houses, researchers and other observers like World Bank, CID2 of Harvard University, EIU3, OECD4 etc. have published the forecast for GDP, from time to time. Observing the trend and relation of NSDP to GDP in the past (Section 2.6) the forecast for future is framed carefully. The past 10 years witnessed a lot of changes in economic front of the country. Considering that entire block as a guiding factor may skew the values, and thus a short period of recent past (2012-15) has been taken as guiding block duly considering the trend in various periods. This helps in framing the future GDP values for smaller periods initially, like blocks of two and three years and subsequently for five years till 2059-60. Table 7.36 the depicts the projection of GDP for horizon years. Among the various GDP projections, OECD projection covers long term and is in line with recent trends in growth. Thus, that series is adopted in the present study. The GDP suggested is considered for factoring NSDP and the projections. The regions which out-performed the GDP in the past will continue to do so, while others will follow the trends which are marked by their present trend as well as likely changes in longer term. As mentioned earlier, the government of India introduced a new series for GDP growth recently which has changed the datum from FY05 to FY15 and the methodology of calculating the GDP also has been changed. This made the historic values in the new series and projection of the old series difficult to calculate, and moreover there is no data available for linking both. Thus the elasticity’s of different modes are moderated considering the growth of both series in the overlapping period. Table 7.36 Projected growth rates of indicators in percentage

Period Rajasthan Haryana Gujarat Delhi Maharashtra All India 2020-24 6.90 7.80 10.70 9.80 8.90 5.90 2025-29 6.90 7.80 10.70 9.80 8.90 5.90 2030-34 6.90 7.80 10.70 9.80 8.90 5.90 2035-39 6.80 7.60 10.50 9.70 8.80 5.80 2040-44 6.50 7.20 10.00 9.20 8.30 5.50 >2044 6.10 6.80 9.40 8.70 7.90 5.20

7.11.17 Projected Traffic Growth Rates In view of the above, it is felt that the future growth rates should neither be under nor over targeted. The complexities involved and sensitive dimensions of economy are many. It is therefore, important that its larger issues are addressed by constructing different scenarios. Thus, an effort is made to develop three different scenarios of varying growth rates of economic indicators as under:

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 Realistic Scenario  Optimistic Scenario  Pessimistic Scenario Considering all the above points, the growth rates were conceived using methods discussed earlier and are modified accordingly. Based on the present composition of goods vehicles, overall growth of goods vehicles and average load carried by each vehicle type, tonnage is calculated for present and future composition of traffic. On this basis growth rates of goods vehicles are appropriated keeping the overall growth of trucks constant. The basic growth factors are considered to be realistic rates. In the calculation, the growth rate of economic indicators was treated with ±0.5 sensitivity to arrive at pessimistic and optimistic values. The final recommended growth rates are given in Table 7.37 Table 7.37: Estimated and recommended traffic growth rates

Mode 2020-24 2025-29 2030-34 2035-39 2040-44 >2044 Realistic Car 8.33 7.12 6.09 5.21 4.45 3.81 Bus 4.73 4.04 3.46 2.96 2.53 2.16 LCV 7.20 6.75 6.32 5.83 5.19 4.65 2 AT 3.75 3.71 4.20 4.76 4.94 4.94 3 AT 3.96 4.14 4.47 4.64 4.71 4.71 MAV 7.46 6.93 6.4 5.82 5.12 4.59 Optimistic Car 8.83 7.62 6.59 5.71 4.95 4.31 Bus 5.23 4.54 3.96 3.46 3.03 2.66 LCV 7.7 7.25 6.82 6.33 5.69 5.15 2 AT 4.25 4.21 4.7 5.26 5.44 5.44 3 AT 4.46 4.64 4.97 5.14 5.21 5.21 MAV 7.96 7.43 6.9 6.32 5.62 5.09 Pessimistic Car 7.83 6.62 5.59 4.71 3.95 3.31 Bus 4.23 3.54 2.96 2.46 2.03 1.66 LCV 6.7 6.25 5.82 5.33 4.69 4.15 2 AT 3.25 3.21 3.7 4.26 4.44 4.44 3 AT 3.46 3.64 3.97 4.14 4.21 4.21 MAV 6.96 6.43 5.9 5.32 4.62 4.09

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7.11.18 Traffic forecast for non–motorised traffic The slow-moving vehicles essentially cater to short haul traffic, meeting localised demand for transportation of individual passenger and goods to market centres and urban centres. Non– motorised traffic, especially pedal cycles, cycle rickshaws and animal drawn vehicles will be gradually replaced by motorised vehicles. Therefore, it is assumed that volume of animal drawn vehicles and pedal cycles are expected to decline by a negative growth of 2% per annum because of economic improvement. The growth rates of tractors are however considered as 2% per annum.

7.11.19 Travel Demand Estimates Traffic demand estimation for proposed project road This section presents the assessment of traffic on the proposed Amritsar to Kandla Greenfield alignment. The results of this analysis will form inputs for forecasting toll traffic and revenue, deciding tolling strategy, planning and designing the pavement, developing capacity augmentation proposals and designing the toll plaza. The corridor traffic would consist of three components:  Diverted Traffic: This is traffic based on trips that are already being made between various origin and destination pairs and likely to be diverted to the proposed project corridor.  Development Traffic: This is the traffic based on new trips that would be generated due to the development of new nodes along the project highway.  Generated / Induced Traffic: This is traffic that is based on trips that were not taken earlier due to lack of desired infrastructure. Thus, the total traffic on project corridor is sum of diverted traffic, developmental traffic and generated traffic.

7.11.20 Diversion Traffic To find out the Diversion of traffic on feeder route using potential diversion analysis, kinematic diversion analysis. In this potential analysis, we are considered Origin Destination survey data. In this mainly while giving of zone coding we have keep our alignment in mind. We are divided like this for the OD analysis. Based on that one we will get exact number trips like in short zone and long zone based on origin destination data. After the getting of OD matrices both passenger and goods vehicles we have to considered required (feeder route) zone trips only. Based on this we have calculated the % of Diversion traffic along our feeder route. In the kinematic diversion analysis we will analyse % diversion of traffic by using code IRC 108-2015. In that, calculate the % diversion of traffic using logit model and Diversion curves methods.

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Logit model, according to the model, the vehicle will shift if the perceived cost on the project road is lower in comparison to alternate road. The rate of diversion is calculated using the diversion curve/equations, which is similar to the Logit curve. These equations are presented in Table 4.39. The diversion curves for various vehicle types are shown in Figure 4-7.

Figure 7.7 Diversion Curves

Cost ratio diversion curves have been used for estimating the diverted traffic from/to the project road. In this approach, traffic likely to be diverted from alternate route to project road is estimated using diversion curves, which computes the ratio of perceived costs on the competitive/alternative facilities. The rate of diversion is calculated using the diversion curve/equations, which is similar to Logit curve. Table 7.40 Trip Diversion Curve Equation

Vehicle Cost Ratio Interval Relationship

<0.634 % Div = 98.75 – ((CR/0.634)* 8.125) Car 0.64 = CR <1.465 % Div= 90.625-((CR-0.634)/0.831)*84.375 1.465 <=CR <= 2.00 %Div = 6.25-((CR-1.465)/0.535))*5.25 <= 0.75 % Div=100-(CR/0.75)*5 Truck & 0.75 <= CR <=1.25 % Div= 95-((CR-0.75)/.5)*90 Buses 1.25<=CR <=2.00 % Div= ((2-CR)/0.75)*5

(Total Cost of Project Route) CR = (Total Cost of Alternate Route)

Chapter – 7 (Traffic Survey and Analysis) Page 54

Where, Total Cost (INR) = Vehicle Operating Cost (INR) + Toll Charges (INR) + Value of time (IN

For calculating the cost ratio, the generalized cost is considered on the project road and alternative road. The generalized cost consists of three components vehicle operating cost (VOC), value of time (VOT) and toll cost. The percentage diversion is estimated based on the Cost ratio as given in above table and is applied on the potential divertible traffic obtained from OD Matrix to get the total traffic that will get diverted from the alternate route to the project road.

Vehicle operating cost The VOC for various vehicle types are suggested in IRC: SP: 30 – 2009. Vehicle operating cost comprises of fixed and variable costs, like, fuel, tyres, maintenance, lubricants etc. which vary with the distance travelled forming the variable cost component and insurance, taxes and depreciation forming the fixed component. The IRC: SP: 30 – 2009 suggests VOCs based on lane configuration, rise and fall and roughness. The revised VOCs for present year is considered for alternate routes mentioned above based on the lane configuration and pavement conditions.

Value of time The values of time costs for different modes are adopted from IRC: SP: 30 – 2009 & IRC: SP: 30-2018. It is revised for present year and the adopted values given below.

Value of Time (INR Value of Time (INR Nature of Journey by per hour) -2009 per hour) 2018 Passenger Primary Secondary Primary Secondary Route Route Route Route Cars 62.5 52.5 89.4 75.1 Ordinary Bus Passenger 39.5 14.5 56.5 20.7 Deluxe Bus Passenger 43.5 - 62.2 -

Types of Commodity Commodity Holding Commodity Holding Route Holding Cost Cost (INR/hr) (2009) Cost (INR/hr) (2018) (INR/day) 58.1 2.4 3.5 Primary 178 7.4 10.6 Route 333 13.9 19.9

Secondary 53.8 2.2 3.2 Route 148.4 6.2 8.8

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Travel Time: Travel time is derived from the length of alternative routes and average speed. Toll: Toll estimation for each route is done using the prevailing toll policies and actual toll on various routes, wherever necessary. The toll on project highway is considered as suggested by NHAI toll notification. The Generalized Cost for cost ratio calculation for vehicles has the following form; GC = VOC*TL +VOT * TT +TR Where, VOC = Vehicle Operating Cost VOT = Value of Travel Time TT = Travel Time TR = Toll Rates TL = Trip Length The generalised cost is calculated for project road and alternate route. Generalised cost consists of three components: vehicle operation cost (VOC), value of time (VOT) and toll cost. VOC is calculated based on the observed speed, traffic, road characteristics, vehicle characteristics etc. on the project road and alternative roads using HDM-4 models In this project find out the Diversion of traffic on feeder route using potential diversion analysis only. In this potential analysis, we are considered Origin Destination survey data. In this mainly while giving of zone coding we have keep our alignment in mind. In Table 7.13, we are divided like this for the OD analysis. Based on that one we will get exact number trips like in short zone and long zone based on origin destination data. After the getting of OD matrices both passenger and goods vehicles we have to considered required (feeder route) zone trips only. Based on this we have calculated the % of Diversion traffic along our feeder route. The various components of the project road and the Alternate Route are as given below: Vehicle Operating Cost Vehicle Costs include direct user expenses to own and use private vehicles. These indicate the savings that result from reduced vehicle ownership and use. VOC is calculated based on the observed speed, traffic, road characteristics, vehicle characteristics etc. on the project road and alternative road as described in IRC SP-30:2009 and the Vehicle operating Cost are given table 7.41 Table 7.41: Vehicle Operating Cost (Rs.)

Vehicle Type Alternate Route Project Route Car 6985 7085 Pvt Bus 16487 16535 LCV 17609 17834 2 Axle 19940 20336 3 Axle 24128 24604 MAV 35416 36018

Page 7-56 Ch apter – 7 (Traffic Survey and Analysis)

Value of Time VOT is calculated for vehicle category wise for project road and alternate route. VOT is product of speed and value of time in Rs/hr and is calculated based on IRC: SP: 30 – 2009. Travel time savings is often the principal benefit of a transportation project. Travel time savings can also lead to reductions in vehicle operating costs. Table 7.42: Value of Time (Rs.) Alternate Route

Vehicle Type Alternate Route Project Route Car 2456 2552 Pvt Bus 21107 22020 LCV 441 455 2 Axle 1001 1024 3 Axle 1669 1707 MAV 2598 2695

The total generalized cost for the project road has been worked out by adding tables 7.41, 7.42 and is as presented below: Table 7.43: Generalized cost on Alternate route and project road (in Rs.)

Vehicle Type Alternate Route Project Route Car 10310 10397 Pvt Bus 41208 42183 LCV 20802 20687 2 Axle 25262 25148 3 Axle 31929 31709 MAV 44685 44456

From the OD data at Ridcor Toll Plaza near Sangaria, 14SSW near Kanumangarh, Lunkaranasar Toll plaza near Lunkaransar and Deshnok near Bikaneer provided by client, the traffic moving from Choutala, Sangaria and north of Hanumangarh towards Bikaneer/Nagaur/Jodhpur/Kandla has been worked out as potentially divertible traffic. Based on cost ratio, the numbers of traffic getting diverted out of the potential divertible traffic in percentage of each mode is estimated and presented in Table 7.44 below. Table 7.44: Potential and Actual traffic diversion to Project Road

Vehicle Type % Actual traffic diversion Car 52.61% Bus 45.74% LCV 51.00%

Page 7-57 Ch apter – 7 (Traffic Survey and Analysis)

Vehicle Type % Actual traffic diversion 2 Axle 50.81% 3 Axle 51.24% MAV 50.92%

It has been assumed that four laning of Project road shall be completed in year 2020-21. It is expected that 50% traffic will be diverted from alternate route to project road in year 2021-22 and remaining 50% in year 2026-27. This traffic has been included in the total traffic while doing the projections and revenue estimation. Apart from the route discussed above, there are no other probable alternate routes to the project road.

7.12 Analysis of Projected Traffic on Proposed Amrisar to Kandla Corridor From the OD data at all 5 no’s locations near toll plaza’s and mid block sections provided by client, the traffic moving from Punjab and Gujarat towards Amritsar & Kandla / West India has been worked out as potentially divertible traffic in Table. Based on cost ratio, the numbers of traffic getting diverted out of the potential divertible traffic in Percentage of each mode is estimated. The calculation of projected traffic on Proposed Amrisar to Kandla Corridor is Table No: 7.45 Table 7.45 Potential Diverted Traffic at Each Toll Booth in base year (2018-19)

Potential Diversion Traffic Based at Toll Plaza or Interchange

IC 7/ Starting S No: Vehicle Type IC 1 IC 2 IC 3 IC 4 IC 5 IC 6 End Point Point 1 Car/Jeep/Van 4278 1680 1941 586 353 823 787 2248 2 Taxi 604 195 199 82 27 103 72 249 3 Mini Bus 37 19 30 0 9 9 13 25 4 Govt.Bus 203 83 118 88 14 59 27 124 5 Private.Bus 286 129 76 105 12 59 32 175 6 Mini LCV 293 104 241 104 213 311 261 622 7 LCV-6 47 4 13 18 21 82 20 85 8 2 -Axle Truck 76 15 21 28 26 121 26 132 9 3 -Axle Truck 162 32 22 37 9 270 14 286 10 MAV 948 43 57 86 29 755 40 401 Total Vehicles 6933 2303 2719 1133 710 2594 1293 4348 Total PCU's 11916 3035 3542 2019 1064 6499 1790 7596

*IC= Interchange Section-wise Traffic Project road has been divided into 7 homogeneous sections based on the interchange points provided. The section wise traffic is presented in table given in table no 7.46.

Page 7-58 Ch apter – 7 (Traffic Survey and Analysis)

Table 7.46: Section-wise Normal Traffic in Year 2018-19 HS-2 HS-4 HS-5 HS-6 HS-7 HS-1 HS-3 (Km (Km (Km (Km (Km (Km (Km 30.63 109.72 138.51 162.94 210.56 S.No Vehicle 0.000 48.922 Averag 0 to 8 to 0 to 0 to 5 to : Type to Km to Km e Km Km Km Km Km 30.63 109.72 48.92 138.51 162.94 210.56 250.56 0) 8) 2) 0) 0) 5) 3) Car/Jeep/V 1 4278 2598 2337 3692 3925 3455 3491 3397 an 2 Taxi 604 409 405 522 577 501 532 507 3 Mini Bus 37 19 7 37 29 29 24 26 4 Govt.Bus 203 119 85 114 189 143 175 147 5 Private.Bus 286 157 210 181 274 227 255 227 6 Mini LCV 293 189 52 188 80 119 32 136 7 LCV-6 47 42 33 29 26 35 26 34 2 -Axle 8 76 61 55 48 50 48 50 55 Truck 3 -Axle 9 162 130 140 125 153 118 148 139 Truck 10 MAV 948 905 891 862 919 789 908 889 Total Vehicles 6933 4631 4214 5800 6223 5464 5640 5558 Total PCU's 11916 8881 8374 9897 10853 9406 10126 9922

Page 7-59 Ch apter – 7 (Traffic Survey and Analysis)

Development Traffic These developments will generate passenger and commercial traffic which demand the need of an additional facility like Balotra Refinery as the new facility near by Jodhpur. Also, the new alignment will promote the region's economic development by improving the investment environment, promoting exchange and circulation of commodities, providing convenient transportation for tourists, and promoting development in small towns and urbanization due to that traffic is the increased. Traffic generation from Pachpatra Oil Refinery: Pachpadra Refinery Capacity = 9 MMTPA Where MMTPA = Million Metric Tonne per Annum Calculation = 9 X 10, 00,000 = 90, 00,000 Per Day Capacity = 90, 00,000/365= 24657 Tonnes Per Day Assume One Truck having capacity of about 20 MT= 24657/20 = 1232 Loaded Trucks per day Assume same proportion of empty trucks will approach to refinery to load the oil Then, the total generated trucks per day from Pachpadra Refinery = 1232 X 2 = 2464 Trucks Then, the total generated trucks per day from Pachpadra Refinery = 2464 X 3 =7392 PCU’s Estimated 1000 No’s of direct employment in Pachpadra Refinery Refinery will operate 24 hrs and there will be workers deployed in each shift PCTR= 2 = 1000 X 2 = 2000 Trips per day in each shift The Traffic generation from Pachpatra Oil Refinery in our section 35% of Trucks PCU’s we are considering based on requirement of products in the States of Punjab, HP, J & K and Chandigarh as Development Traffic. It is essential to predict the amount of traffic that will be generated by new land-use developments in order to anticipate impacts on the proposed Greenfield highway. Many factors affect the amount of traffic generated, including the type of land use i.e. residential or industrial, its size, and other factors. Major projects likely to be implemented in project influence area were included for the development traffic estimation of the proposed Greenfield alignment. The development traffic has been worked out in the three phases in the years 2022-23 and is as given below in Table 7.47.

Page 7-60 Ch apter – 7 (Traffic Survey and Analysis)

Table 7.47 Section-wise Development Traffic in Year 2022-23 HS-1 HS-2 HS-3 HS-4 HS-5 HS-6 HS-7 (Km (Km (Km (Km (Km (Km (Km S No: Vehicle Type 0.000 30.630 48.922 109.728 138.510 162.940 210.565 Average to Km to Km to Km to Km to Km to Km to Km 30.630) 48.922) 109.728) 138.510) 162.940) 210.565) 250.563) 1 Car/Jeep/Van 214 130 117 185 196 173 175 170 2 Taxi 30 20 20 26 29 25 27 25 3 Mini Bus 2 1 0 2 1 1 1 1 4 Govt Bus 10 6 4 6 9 7 9 7 5 Private Bus 14 8 10 9 14 11 13 11 6 Mini LCV 15 9 3 9 4 6 2 7 7 LCV-6 2 2 2 1 1 2 1 2 8 2 -Axle Truck 4 3 3 2 3 2 2 3 9 3 -Axle Truck 868 869 870 858 836 845 845 856 10 MAV 27 25 24 23 25 18 25 24 Total Vehicles 1186 1073 1053 1121 1119 1091 1099 1106 Total PCU's 3083 2939 2915 2958 2935 2893 2927 2950

Page 7-61 Ch apter – 7 (Traffic Survey and Analysis)

7.13 Induced Traffic When a new transport facility or service becomes available the users of the transport system can alter their behavior in a number of manners:

 Change their route  Change mode  Change destination to one easily reachable using the new system  Change their trip making frequency  Change the time of travel

Additionally, the transport project may result in an altering of land use patterns. For example, a new road and river crossing may facilitate economic development that would not have otherwise occurred, by say improving accessibility to markets. The impact of changing land use patterns is discussed further in the Note Projects with Significant Restructuring Effects.

Transport users can be categorized a number of ways (see also the Note Demand Forecasting Errors .The basis for the classification is the previous behavior of the traveler or traffic and the manner in which they alter their behavior as a consequence of the project. As can be seen from this table Induced Traffic is therefore defined as the additional traffic (in person or vehicle kilometres) that has been induced by the project through mode changes, destination changes, trip re-timing, trip frequency changes or new trips associated with different land uses.

In this project corridor alignments crossing some roads like SH-7, MDR-102, MDR-105, MDR-89, Rawatsar to Pillabanga Road , SH-6A, NH-11 and NH-62 etc due that 2% of induced traffic affected to the our project corridor and given table no:7.48.

Page 7-62 Ch apter – 7 (Traffic Survey and Analysis)

Table 7.48: Section-wise Induced Traffic HS-1 HS-2 HS-3 HS-4 HS-5 HS-6 HS-7 (Km (Km (Km (Km (Km (Km (Km S.No: Vehicle Type 0.000 30.630 48.922 109.728 138.510 162.940 210.565 Average to Km to Km to Km to Km to Km to Km to Km 30.630) 48.922) 109.728) 138.510) 162.940) 210.565) 250.563) 1 Car/Jeep/Van 86 52 47 74 78 69 70 68 2 Taxi 12 8 8 10 12 10 11 10 3 Mini Bus 1 0 0 1 1 1 0 1 4 Govt.Bus 4 2 2 2 4 3 4 3 5 Private.Bus 6 3 4 4 5 5 5 5 6 Mini LCV 6 4 1 4 2 2 1 3 7 LCV-6 1 1 1 1 1 1 1 1 8 2 -Axle Truck 2 1 1 1 1 1 1 1 9 3 -Axle Truck 3 3 3 3 3 2 3 3 10 MAV 11 10 10 9 10 7 10 10 Total Vehicles 130 84 76 108 116 101 105 103 Total PCU's 201 141 130 161 180 150 166 161

7.14 Total Traffic on Project Corridor The total forecast of traffic along the proposed project corridor at horizon years be obtained the completion of the forecast normal traffic, developmental traffic, Induced traffic and generated traffic. The total traffic on project corridor given in table 4.49.

Table 7.49: Section-wise Total Traffic (2018-2019) HS-1 HS-2 HS-3 HS-4 HS-5 HS-6 HS-7 (Km (Km (Km (Km (Km (Km (Km S.No: Vehicle Type 0.000 30.630 48.922 109.728 138.510 162.940 210.565 Average to Km to Km to Km to Km to Km to Km to Km 30.630) 48.922) 109.728) 138.510) 162.940) 210.565) 250.563) 1 Car/Jeep/Van 4577 2780 2500 3951 4200 3697 3736 3634 2 Taxi 646 437 433 559 618 536 569 543 3 Mini Bus 40 20 8 40 31 31 26 28 4 Govt.Bus 217 128 91 122 202 153 188 157 5 Private.Bus 306 168 224 194 293 243 272 243 6 Mini LCV 313 202 56 201 86 127 34 146 7 LCV-6 50 45 36 31 28 37 28 36 8 2 -Axle Truck 81 66 59 52 54 51 53 59 9 3 -Axle Truck 173 139 149 134 164 126 158 149 10 MAV 1014 969 954 922 983 844 971 951 Total Vehicles 7419 4955 4509 6206 6659 5846 6035 5947 Total PCU's 12750 9503 8960 10590 11612 10065 10835 10617

Page 7-63 Ch apter – 7 (Traffic Survey and Analysis)

7.15 Projected Traffic The total projected traffic at the exit of each location / toll booth is presented in Table 7.50. The mode wise projected traffic is presented in Annexure 4. Table 7-50: Projected Total Traffic on Chautala to Bikaner Section

Ch apt er– 8 (Design of Structures) Page 8- 1 8.0 Design of Bridges & Structures

8.1. General

As per approved alignment the following types of bridges and structures are being provided depending upon hydraulic considerations, traffic need and site requirements. • Major/ Minor bridges across rivers, nalas, canals and drains. • Interchanges • Vehicular Underpasses • Light Vehicle Underpasses/ Small Vehicular Underpasses 8.2. Field Survey and Site Investigation

After reconnaissance survey of the project stretch of Sangaria-Bikaner section by the Team Leader and the Bridge Engineer, the detailed investigation and survey for bridges/ structures were carried out at site to identify the location of bridges, fixing waterway, span arrangements, and type of structure and protection measures. Thereafter detailed site investigations, field studies and topographic surveys were carried out for the total project length as per provisions of IRC: 5-2015 and IRC:SP-13-2004. 8.3. Site Selection for Bridges

Site selection of proposed bridges over river/ nala/ canal has been done generally keeping in view the criteria and guidelines laid down in MoRT&H Pocket Book for Bridge Engineers and IRC: 5-2015. Accordingly, the following criteria have been adopted:-

• For Minor Bridges (Bridge length up to 60m) The main consideration has been given to the geometrics and requirement of Economic Corridor and bridge location has been kept as per proposed alignment of Economic Corridor.

• For Moderate Bridges (Bridge lengths between about 60 and 300m) Bridge locations have been decided after considering both, viz. the alignment requirements of Economic Corridor as well as the technical merits of the proposed bridge sites.

• For Major Bridges (Bridge length exceeding 300m) In deciding the siting of major bridges > 300m in length, the technical merits of the bridge site have been main consideration and approaches have been realigned to suit the location of the bridge site wherever required. The following main factors have been considered in deciding site selection for bridges: • Permanency of the channel

Ch apt er– 8 (Design of Structures) Page 8- 2 • Presence of high and stable banks • Narrowness of the channel and large average depth compared to maximum depth • Straight reach of the river towards u/s and d/s of the proposed site to the extent possible • Freedom from islands or any form of obstruction both towards u/s and d/s • Possibility of right angled crossings • To ensure proper geometrics of approach roads The sites for the proposed minor, medium and major bridges on the proposed Sangaria- Bikaner section of Amritsar-Kandla Economic Corridor have been selected keeping in view the criteria/ factors narrated above. 8.4. Protection Work

Based on hydrological studies and site investigations, suitable protection works have been proposed for bridges and structures and approach embankment as per provisions of IRC:89- 1997. These protection measures include:

• Protection of river banks • Protection of approach roads • Protection around abutment • River bed protection in case of open/shallow foundation • Special protection measures for bridges over major rivers of more than 300m length as per hydraulic and site requirements

As per detailed study and investigation it has been found that no extensive protection works are required on most of the bridges. For some minor bridges the existing channel has been realigned or diverted due to site condition for smooth flow of water. In such cases the new channel shall be properly protected with slope pitching and launching apron as per requirement. 8.5. Span Arrangement

General Span arrangement of the proposed bridges/ other structures have been decided mainly based on hydraulic data, subsoil strata likely to be encountered at site and other site considerations. Out of the feasible structural alternatives, the main objective has been to select such a form, which will ensure provision of longer/ continuous spans with lesser expansion joints for better riding quality and to meet the functional, structural and economic requirements and also to blend with the environment of the surrounding area keeping in view the aesthetic consideration and innovative designs. For choice of type of structure, the main Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/Package-5) of Sangaria- Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

Ch apt er– 8 (Design of Structures) Page 8- 3 emphasis has also been given on fast track construction by adopting segmental/ precast construction which can be easily constructed by the locally available material, resources, labour and equipment. In order to optimize the use of precast elements the number of spans have been standardized and kept to be the barest minimum. Waterway & Vertical Clearance

a) For Bridges over Rivers/ Nalas/ Streams The minimum vertical clearance from lowest point of superstructure above HFL shall be based on design discharge of River/ Nala/ Stream as stipulated in Clause 106.8 of IRC:5- 2015 and reproduced below: Table 8.1 Minimum vertical Clearances

Design Discharge (in Minimum Vertical cumecs) Clearance (in mm) Up to 0.3 150 Above 0.3 & up to 3.0 450 Above 3.0 & up to 30.0 600 Above 30.0 & up to 300.0 900 Above 300.0 & up to 1200 3000.0 Above 3000.0 1500

b) For Canal Bridges Service Road and Inspection path of adequate width has been proposed on either side of canal. The vertical clearance above service road up to lowest point of superstructure has been proposed as 3.5m, this has been increased to 5.5m as per road traffic/ irrigation department's requirement for some of the canal bridges. 8.6. Structural System/ Type of Structures

In selection of type of structures there can be number of feasible alternatives for each bridge structure depending upon the available data and site conditions. However, efforts have been made to ensure that the type of structures selected will be innovative, cost effective and suitable for construction by locally available material and technology in shortest possible time. Keeping in view the above considerations, the following type of structures have been proposed for bridges/structures which may be simply supported, continuous or integral as per site requirement: Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/Package-5) of Sangaria- Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

Ch apt er– 8 (Design of Structures) Page 8- 4 Superstructure Span up to 12m : RCC solid slab/ RCC box Span 15m to 25m : RCC T- beam Span 25m to 40m : PSC I- Beam Railway Over Bridge (ROB) : Steel plate girder and bow string with RCC deck slab composite Railway portion type Superstructure as per Railways' Vehicular Underpass (VUP) : RCC T- Beam / PSC – I beam Light Vehicular Underpass (LVUP) : RCC T- Beam / PSC – I beam Small Vehicular Underpass (SVUP) : RCC Box/ Portal type Substructure Abutment : RCC wall type Pier : RCC multi column circular type Foundation Major Bridges : Pile/ Open Minor Bridges : Pile/ Open R.O.B./ Flyovers/ Interchanges : Pile/ Open In deciding the span arrangement and selection of type of superstructure the following points have generally been taken into consideration: • Single span bridges of longer span lengths have been preferred. However, in multi-span bridges with less than 30m individual span, deck continuity has been provided for better riding quality of the road. • Effort has been made to provide long span or continuous superstructure wherever feasible. • Steel girders with RCC deck slab composite type superstructure have been proposed on ROBs as per Railways' requirement. • The span arrangement for Interchange/ VUP/ LVUP/ SVUP have been proposed taking due consideration of future expansion of cross-road. • Effort has been made to provide single span bridge over canal with a provision of 7.5m wide service road on either side of canal with vertical clearance of 3.5m to cater for any future remodeling of channel and to avoid any cross traffic on the Economic Corridor. • Single span RCC/ PSC girder type bridges have been provided at the gas pipeline crossings to keep ROW of gas pipeline free from the road embankment/ structures.

Ch apt er– 8 (Design of Structures) Page 8- 5 8.7. Deck Configuration

Deck configuration of new bridges/ structures has been kept as per proposed road cross section of Expressway. All bridges/ structures shall have two independent carriageways of 2- lanes each with 17m wide open median between the two carriageways as per Typical Cross Section for Bridge 4-lane structures given in Manual of Specifications and Standards for Economic Corridors. Overall deck width of each carriageway has been kept 13.75m to match with the width of approach embankment. Typical Cross-section of 4-Lane (2x2 lane) Bridge and Grade Separated structures is shown in Fig. 8.1 8.8. Details of Proposed Structures

Following bridges & other structures have been proposed as per the requirement of site. Table 8.2 Total number of structures

S. Name of the Pkg-1 Pkg-2 Pkg-3 Pkg-4 Pkg-5 Pkg-6 Pkg-7 Pkg-8 Pkg-9 No. Structure 1 ROB 1 NIL NIL NIL NIL NIL NIL 1 1 2 Major Bridge 1 NIL 2 NIL NIL NIL NIL NIL NIL 3 Minor Bridge 6 8 3 NIL 3 1 NIL NIL NIL 4 SVUP 14 9 8 8 12 17 18 28 23 5 Flyover NIL NIL NIL NIL NIL NIL NIL NIL NIL 6 VUP 1 NIL NIL NIL NIL NIL NIL NIL NIL 7 VOP NIL NIL NIL NIL NIL NIL NIL NIL NIL 8 LVUP 8 9 6 2 2 3 3 4 2 9 Interchange NIL 2 NIL 1 1 1 NIL 1 1 10 Culverts 16 16 44 37 24 24 26 16 21 11 Toll Plaza 1 2 NIL 1 1 1 NIL 1 1

Major Bridges over Rivers/ Canals (Length> 60m) There are three Major Bridges in the entire project, out of which 1 Major Bridge is in Package-1 and the other 2 are in Package-3.

Ch apt er– 8 (Design of Structures) Page 8- 6

Table 8.3 Details of Major Bridges

Design Span Package Total Type of S. No. Chainage Arrangement Remarks Details width (m) Structure (Km) (m)

1 Package-1 23+015 5x35 2X13.75 RCC T-Beam - 2X13.75 2 Package-3 61+271 2 X 35 RCC T-Beam - 2X13.75 3 Package-3 70+354 1 X 73 RCC T-Beam -

Minor Bridges (Length- 6m to 60m) There are no Minor Bridges in Package-4, Package-7, Package-8, and Package-9. Table 8.4 Details of Minor Bridges

Design Span Total Package S. No. Chainage Arrangement width Remarks Details (In Km) (m) (m) 2X13.75 1 1+087 Package-1 1X22x4.5 - 2X13.75 2 5+330 Package-1 1x12x5.5 - 2X13.75 3 10+236 Package-1 1 X 30x5.5 - 2X13.75 4 13+423 Package-1 1x30x5.5 - 2X13.75 5 18+773 Package-1 1 X 25x5.5 - 2X13.75 6 25+544 Package-1 1 X 30 - 2X13.75 7 32+480 Package-2 1x18x4.5 - 2X13.75 8 35+432 Package-2 1 X 20 - 2X13.75 9 43+044 Package-2 1x22x4.5 - 2X13.75 10 43+948 Package-2 1x16x4.5 - 2X13.75 11 47+848 Package-2 1 x 35 - 2X13.75 12 48+437 Package-2 1 X 20 - 2X13.75 13 51+857 Package-2 1 X 50 - 2X13.75 14 52+742 Package-2 1x22 -

Ch apt er– 8 (Design of Structures) Page 8- 7 Design Span Total Package S. No. Chainage Arrangement width Remarks Details (In Km) (m) (m) 2X13.75 15 53+162 Package-3 1x40 - 2X13.75 16 55+195 Package-3 1x25x5.5 - 2X13.75 17 58+296 Package-3 1x12x4.5 - 2X13.75 18 136+632 Package-5 1x12x4.5 - 2X13.75 19 139+615 Package-5 1x10 - 2X13.75 20 139+887 Package-5 1x16x5.5 - 2X13.75 21 143+398 Package-6 1x16x5.5 -

VUP There is only one VUP in the entire project, which lies in Package-1 Table 8.5 Details of VUP

Design Span Total Package S. No. Chainage Arrangement width Remarks Details (In Km) (m) (m) 1 0+000 Package-1 2x40 2X13.75 -

LVUP Table 8.6 Details of LVUP

Design Span Total Package Type of S. No. Chainage Arrangement width Remarks Details structure (In Km) (m) (m) 1 4+910 Package-1 RCC T-beam 1x18x5.5 2x13.75 - 2 7+561 Package-1 RCC T-beam 1x16x5.5 2x13.75 - 3 14+675 Package-1 RCC T-beam 1x16x5.5 2x13.75 - 4 16+415 Package-1 RCC T-beam 1x16x5.5 2x13.75 - 5 19+535 Package-1 RCC T-beam 1x25x5.5 2x13.75 - 6 21+322 Package-1 RCC T-beam 1X22x5.5 2x13.75 - 7 24+662 Package-1 RCC T-beam 1x16x5.5 2x13.75 - 8 28+170 Package-1 RCC T-beam 1x16x5.5 2x13.75 - 9 33+159 Package-2 RCC T-beam 1x16x5.5 2x13.75 - 10 38+259 Package-2 RCC T-beam 1x16x5.5 2x13.75 - Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/Package-5) of Sangaria- Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

Ch apt er– 8 (Design of Structures) Page 8- 8 Design Span Total Package Type of S. No. Chainage Arrangement width Remarks Details structure (In Km) (m) (m) 11 39+584 Package-2 RCC T-beam 1x16x5.5 2x13.75 - 12 45+694 Package-2 RCC T-beam 1x16x5.5 2x13.75 - 13 46+537 Package-2 RCC T-beam 1X22x5.5 2x13.75 - 14 47+381 Package-2 RCC T-beam 1X20X5.5 2x13.75 - 15 48+477 Package-2 RCC T-beam 1x18x5.5 2x13.75 - 16 50+792 Package-2 RCC T-beam 1x22x5.5 2x13.75 - 17 57+570 Package-3 RCC T-beam 1x32x5.5 2x13.75 - 18 59+830 Package-3 RCC T-beam 1x16x5.5 2x13.75 - 19 62+913 Package-3 RCC T-beam 1x18x5.5 2x13.75 - 20 65+910 Package-3 RCC T-beam 1x18x5.5 2x13.75 - 21 71+218 Package-3 RCC T-beam 1x18x5.5 2x13.75 - 22 73+317 Package-3 RCC T-beam 1x20x5.5 2x13.75 - 23 82+603 Package-3 RCC T-beam 1x18x5.5 2x13.75 - 24 93+380 Package-4 RCC T-beam 1x18x5.5 2x13.75 - 25 111+396 Package-4 RCC T-beam 1x16x5.5 2x13.75 - 26 125+666 Package-5 RCC T-beam 1x16x5.5 2x13.75 - 27 134+428 Package-5 RCC T-beam 1x16x5.5 2x13.75 - 28 142+321 Package-6 RCC T-beam 1x16x5.5 2x13.75 - 29 153+531 Package-6 RCC T-beam 1X16X5.5 2x13.75 - 30 168+000 Package-6 RCC T-beam 1x16x5.5 2x13.75 - 31 176+617 Package-7 RCC T-beam 1x16x5.5 2x13.75 - 32 192+949 Package-7 RCC T-beam 1x16x5.5 2x13.75 - 33 197+134 Package-7 RCC T-beam 1x25x5.5 2x13.75 - 34 206+868 Package-8 RCC T-beam 1x20x5.5 2x13.75 - 35 213+164 Package-8 RCC T-beam 1x16x5.5 2x13.75 - 36 215+886 Package-8 RCC T-beam 1x25x5.5 2x13.75 - 37 222+412 Package-8 RCC T-beam 2x13.75 - 38 229+417 Package-9 RCC T-beam 1x22x5.5 2x13.75 - 39 231+067 Package-9 RCC T-beam 1x22x5.5 2x13.75 -

Ch apt er– 8 (Design of Structures) Page 8- 9 SVUP Table 8.7 Details of SVUP

Design Span Total Package Type of S. No. Chainage Arrangement width Remarks Details structure (In Km) (m) (m) 1 0+400 Package-1 RCC Box 1X7x4.5 2X13.75 - 2 2+177 Package-1 RCC Box 1X7x4.5 2X13.75 - 3 2+555 Package-1 RCC Box 1X7x4.5 2X13.75 - 4 3+410 Package-1 RCC Box 1X7x4.5 2X13.75 - 5 3+563 Package-1 RCC Box 1X7x4.5 2X13.75 - 6 6+718 Package-1 RCC Box 1X7x4.5 2X13.75 - 7 8+392 Package-1 RCC Box 1X7x4.5 2X13.75 - 8 10+616 Package-1 RCC Box 1X7x4.5 2X13.75 - 9 14+342 Package-1 RCC Box 1X7x4.5 2X13.75 - 10 15+307 Package-1 RCC Box 1X7x4.5 2X13.75 - 11 15+563 Package-1 RCC Box 1X7x4.5 2X13.75 - 12 17+460 Package-1 RCC Box 1X7x4.5 2X13.75 - 13 22+328 Package-1 RCC Box 1X7x4.5 2X13.75 - 14 23+600 Package-1 RCC Box 1X7x4.5 2X13.75 - 15 29+140 Package-2 RCC Box 1X7x4.5 2X13.75 - 16 30+220 Package-2 RCC Box 1X7x4.5 2X13.75 - 17 34+185 Package-2 RCC Box 1X7x4.5 2X13.75 - 18 34+697 Package-2 RCC Box 1X7x4.5 2X13.75 - 19 36+469 Package-2 RCC Box 1X7x4.5 2X13.75 - 20 40+123 Package-2 RCC Box 1X7x4.5 2X13.75 - 21 42+120 Package-2 RCC Box 1X7x4.5 2X13.75 - 22 42+768 Package-2 RCC Box 1X7x4.5 2X13.75 - 23 45+037 Package-2 RCC Box 1X7x4.5 2X13.75 - 24 47+848 Package-2 RCC Box 1X7x4.5 2X13.75 - 25 50+079 Package-2 RCC Box 1X7x4.5 2X13.75 - 26 52+600 Package-2 RCC Box 1X7x4.5 2X13.75 - 27 53+560 Package-3 RCC Box 1X7x4.5 2X13.75 - 28 54+005 Package-3 RCC Box 1X7x4.5 2X13.75 - 29 56+565 Package-3 RCC Box 1X7x4.5 2X13.75 -

Ch apt er– 8 (Design of Structures) Page 8- 10 Design Span Total Package Type of S. No. Chainage Arrangement width Remarks Details structure (In Km) (m) (m) 30 57+105 Package-3 RCC Box 1X7x4.5 2X13.75 - 31 62+913 Package-3 RCC Box 1X7x4.5 2X13.75 - 32 67+080 Package-3 RCC Box 1X7x4.5 2X13.75 - 33 68+723 Package-3 RCC Box 1X7x4.5 2X13.75 - 34 77+841 Package-3 RCC Box 1X7x4.5 2X13.75 - 35 85+185 Package-3 RCC Box 1X7x4.5 2X13.75 - 36 90+192 Package-4 RCC Box 1X7x4.5 2X13.75 - 37 91+920 Package-4 RCC Box 1X7x4.5 2X13.75 - 38 94+483 Package-4 RCC Box 1X7x4.5 2X13.75 - 39 96+680 Package-4 RCC Box 1X7x4.5 2X13.75 - 40 97+320 Package-4 RCC Box 1X7x4.5 2X13.75 - 41 99+480 Package-4 RCC Box 1X7x4.5 2X13.75 - 42 104+106 Package-4 RCC Box 1X7x4.5 2X13.75 - 43 108+525 Package-4 RCC Box 1X7x4.5 2X13.75 - 44 116+317 Package-5 RCC Box 1X7x4.5 2X13.75 - 45 118+290 Package-5 RCC Box 1X7x4.5 2X13.75 - 46 119+452 Package-5 RCC Box 1X7x4.5 2X13.75 - 47 123+730 Package-5 RCC Box 1X7x4.5 2X13.75 - 48 127+255 Package-5 RCC Box 1X7x4.5 2X13.75 - 49 128+253 Package-5 RCC Box 1X7x4.5 2X13.75 - 50 129+981 Package-5 RCC Box 1X7x4.5 2X13.75 - 51 132+260 Package-5 RCC Box 1X7x4.5 2X13.75 - 52 133+052 Package-5 RCC Box 1X7x4.5 2X13.75 - 53 134+022 Package-5 RCC Box 1X7x4.5 2X13.75 - 54 135+875 Package-5 RCC Box 1X7x4.5 2X13.75 - 55 137+758 Package-5 RCC Box 1X7x4.5 2X13.75 - 56 141+252 Package-6 RCC Box 1X7x4.5 2X13.75 - 57 144+211 Package-6 RCC Box 1X7x4.5 2X13.75 - 58 145+455 Package-6 RCC Box 1X7x4.5 2X13.75 - 59 147+078 Package-6 RCC Box 1X7x4.5 2X13.75 - 60 148+175 Package-6 RCC Box 1X7x4.5 2X13.75 - 61 149+020 Package-6 RCC Box 1X7x4.5 2X13.75 - Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/Package-5) of Sangaria- Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

Ch apt er– 8 (Design of Structures) Page 8- 11 Design Span Total Package Type of S. No. Chainage Arrangement width Remarks Details structure (In Km) (m) (m) 62 150+141 Package-6 RCC Box 1X7x4.5 2X13.75 - 63 150+881 Package-6 RCC Box 1X7x4.5 2X13.75 - 64 154+512 Package-6 RCC Box 1X7x4.5 2X13.75 - 65 155+791 Package-6 RCC Box 1X7x4.5 2X13.75 - 66 157+641 Package-6 RCC Box 1X7x4.5 2X13.75 - 67 159+252 Package-6 RCC Box 1X7x4.5 2X13.75 - 68 159+593 Package-6 RCC Box 1X7x4.5 2X13.75 - 69 160+391 Package-6 RCC Box 1X7x4.5 2X13.75 - 70 161+263 Package-6 RCC Box 1X7x4.5 2X13.75 - 71 164+390 Package-6 RCC Box 1X7x4.5 2X13.75 - 72 164+748 Package-6 RCC Box 1X7x4.5 2X13.75 - 73 166+678 Package-6 RCC Box 1X7x4.5 2X13.75 - 74 172+253 Package-7 RCC Box 1X7x4.5 2X13.75 - 75 174+604 Package-7 RCC Box 1X7x4.5 2X13.75 - 76 174+786 Package-7 RCC Box 1X7x4.5 2X13.75 - 77 175+435 Package-7 RCC Box 1X7x4.5 2X13.75 - 78 176+574 Package-7 RCC Box 1X7x4.5 2X13.75 - 79 177+200 Package-7 RCC Box 1X7x4.5 2X13.75 - 80 179+598 Package-7 RCC Box 1X7x4.5 2X13.75 - 81 180+738 Package-7 RCC Box 1X7x4.5 2X13.75 - 82 181+948 Package-7 RCC Box 1X7x4.5 2X13.75 - 83 182+734 Package-7 RCC Box 1X7x4.5 2X13.75 - 84 182+795 Package-7 RCC Box 1X7x4.5 2X13.75 - 85 184+275 Package-7 RCC Box 1X7x4.5 2X13.75 - 86 185+561 Package-7 RCC Box 1X7x4.5 2X13.75 - 87 187+058 Package-7 RCC Box 1X7x4.5 2X13.75 - 88 189+362 Package-7 RCC Box 1X7x4.5 2X13.75 - 89 190+205 Package-7 RCC Box 1X7x4.5 2X13.75 - 90 190+605 Package-7 RCC Box 1X7x4.5 2X13.75 - 91 192+109 Package-7 RCC Box 1X7x4.5 2X13.75 - 92 193+633 Package-7 RCC Box 1X7x4.5 2X13.75 - 93 194+260 Package-7 RCC Box 1X7x4.5 2X13.75 - Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/Package-5) of Sangaria- Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

Ch apt er– 8 (Design of Structures) Page 8- 12 Design Span Total Package Type of S. No. Chainage Arrangement width Remarks Details structure (In Km) (m) (m) 94 194+447 Package-7 RCC Box 1X7x4.5 2X13.75 - 95 195+057 Package-7 RCC Box 1X7x4.5 2X13.75 - 96 195+161 Package-7 RCC Box 1X7x4.5 2X13.75 - 97 196+318 Package-7 RCC Box 1X7x4.5 2X13.75 - 98 198+450 Package-7 RCC Box 1X7x4.5 2X13.75 - 99 199+323 Package-7 RCC Box 1X7x4.5 2X13.75 - 100 202+078 Package-8 RCC Box 1X7x4.5 2X13.75 - 101 202+695 Package-8 RCC Box 1X7x4.5 2X13.75 - 102 203+268 Package-8 RCC Box 1X7x4.5 2X13.75 - 103 203+797 Package-8 RCC Box 1X7x4.5 2X13.75 - 104 204+275 Package-8 RCC Box 1X7x4.5 2X13.75 - 105 204+394 Package-8 RCC Box 1X7x4.5 2X13.75 - 106 204+685 Package-8 RCC Box 1X7x4.5 2X13.75 - 107 207+819 Package-8 RCC Box 1X7x4.5 2X13.75 - 108 208+168 Package-8 RCC Box 1X7x4.5 2X13.75 - 109 208+779 Package-8 RCC Box 1X7x4.5 2X13.75 - 110 209+411 Package-8 RCC Box 1X7x4.5 2X13.75 - 111 209+856 Package-8 RCC Box 1X7x4.5 2X13.75 - 112 211+119 Package-8 RCC Box 1X7x4.5 2X13.75 - 113 211+464 Package-8 RCC Box 1X7x4.5 2X13.75 - 114 211+763 Package-8 RCC Box 1X7x4.5 2X13.75 - 115 211+892 Package-8 RCC Box 1X7x4.5 2X13.75 - 116 212+435 Package-8 RCC Box 1X7x4.5 2X13.75 - 117 212+798 Package-8 RCC Box 1X7x4.5 2X13.75 - 118 213+704 Package-8 RCC Box 1X7x4.5 2X13.75 - 119 215+190 Package-8 RCC Box 1X7x4.5 2X13.75 - 120 215+780 Package-8 RCC Box 1X7x4.5 2X13.75 - 121 216+480 Package-8 RCC Box 1X7x4.5 2X13.75 - 122 216+600 Package-8 RCC Box 1X7x4.5 2X13.75 - 123 216+693 Package-8 RCC Box 1X7x4.5 2X13.75 - 124 216+736 Package-8 RCC Box 1X7x4.5 2X13.75 -

125 217+810 Package-8 RCC Box 1X7x4.5 2X13.75 - Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/Package-5) of Sangaria- Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

Ch apt er– 8 (Design of Structures) Page 8- 13 Design Span Total Package Type of S. No. Chainage Arrangement width Remarks Details structure (In Km) (m) (m) 126 218+591 Package-8 RCC Box 1X7x4.5 2X13.75 - 127 221+145 Package-8 RCC Box 1X7x4.5 2X13.75 - 128 221+947 Package-8 RCC Box 1X7x4.5 2X13.75 - 129 223+266 Package-8 RCC Box 1X7x4.5 2X13.75 - 130 225+305 Package-9 RCC Box 1X7x4.5 2X13.75 - 131 225+761 Package-9 RCC Box 1X7x4.5 2X13.75 - 132 226+326 Package-9 RCC Box 1X7x4.5 2X13.75 - 133 228+415 Package-9 RCC Box 1X7x4.5 2X13.75 - 134 229+990 Package-9 RCC Box 1X7x4.5 2X13.75 - 135 230+490 Package-9 RCC Box 1X7x4.5 2X13.75 - 136 230+667 Package-9 RCC Box 1X7x4.5 2X13.75 - 137 233+096 Package-9 RCC Box 1X7x4.5 2X13.75 - 138 234+367 Package-9 RCC Box 1X7x4.5 2X13.75 - 139 235+200 Package-9 RCC Box 1X7x4.5 2X13.75 - 140 235+310 Package-9 RCC Box 1X7x4.5 2X13.75 - 141 235+950 Package-9 RCC Box 1X7x4.5 2X13.75 - 142 238+257 Package-9 RCC Box 1X7x4.5 2X13.75 - 143 238+695 Package-9 RCC Box 1X7x4.5 2X13.75 - 144 239+515 Package-9 RCC Box 1X7x4.5 2X13.75 - 145 241+235 Package-9 RCC Box 1X7x4.5 2X13.75 - 146 242+775 Package-9 RCC Box 1X7x4.5 2X13.75 - 147 242+960 Package-9 RCC Box 1X7x4.5 2X13.75 - 148 244+244 Package-9 RCC Box 1X7x4.5 2X13.75 - 149 245+509 Package-9 RCC Box 1X7x4.5 2X13.75 - 150 246+829 Package-9 RCC Box 1X7x4.5 2X13.75 - 151 248+061 Package-9 RCC Box 1X7x4.5 2X13.75 - 152 248+204 Package-9 RCC Box 1X7x4.5 2X13.75 -

Ch apt er– 8 (Design of Structures) Page 8- 14 ROB’s Table 8.8 Details of ROB

Design Span Total Package S. No. Chainage Arrangement width Remarks Details (In Km) (m) (m) 1 26+640 Package-1 25+37.280+25 13.75 -

2 222+487 Package-8 20+45.48+20+35 - 3 250+165 Package-9 -

Interchanges Table 8.9 Details of Interchanges

S. Chainage Package Description Connectivity Status No. (Km) Details 1 30+630 Package-2 SH-7 Hanumangarh-Ratangarh Double Trumpet 2 48+917 Package-2 Rawatsar-Pilibanga Diamond Interchange 3 109+720 Package-4 MDR-34 Mahajan-Pallu Diamond Interchange 4 138+510 Package-5 Malkisar-Goplyan Diamond Interchange 5 162+940 Package-6 SH-6A Lunkaransar-Kalu Double Trumpet 6 210+585 Package-8 NH-11 Bikaner-Ratangarh Double Trumpet 7 250+563 Package-9 NH-62 Bikaner-Jodhpur Double Trumpet

8.9. Design Methodology for structures

8.9.1. Superstructure

• RCC T-beam & Slab Type Superstructure Based on the design loads, the bending moments and shear forces will be worked out at the selected sections. Distributions of live load on longitudinal beams will be calculated (in case of T-beam and slab type superstructure). The sections will be designed as reinforced concrete sections subjected to the calculated moments and shear forces.

• R.C. Slab Superstructure Based on the design loads, the bending moments and shear forces will be worked out at the selected sections. The R.C. solid slab superstructures will be designed as reinforced concrete sections subjected to the calculated moments and shear forces. Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/Package-5) of Sangaria- Bikaner Chaitanya Projects Consultancy Pvt. Ltd.

Ch apt er– 8 (Design of Structures) Page 8- 15 8.9.2. Substructure and Foundation

A) Piers The piers will be designed as a compression members fixed at base. The sections at various levels will be checked as sections subjected to axial thrust along with bi-axial bending. In addition to the dead load and live loads from superstructure, the pier and its foundation will be designed for the loads due to seismic/wind forces. B) Abutment Abutments will be designed as wall type shaft subjected to axial thrust along with bi-axial bending. Pile foundation for piers and abutments will be designed in reinforced concrete. The stability checks are carried out as per relevant IRC Codes. 8.10. Structural Design Criteria

The design of structural components conforms to the criteria laid down in the latest edition of the following codes of practice standard specifications published upto 1 months prior to last date of issue of tender document, guideline/circular of IRC and BIS published upto one month prior last date of tender document.

Various Codes of Practices as under:

Table 8.10 Standard design criteria

Year of Standard Title Publication

Standard Specifications and Code of Practice for Road Bridges, IRC: 5 1998 Section I - General Features of Design (Seventh Revision). Standard Specifications and Code of Practice for Road Bridges, IRC: 6 2017 Section II – Loads and Stresses (Fifth Revision). Standard Specifications and Code of Practice for Road Bridges, IRC: 21 2000 Section III - Cement Concrete (Plain and Reinforced) (Third Revision). Standard Specifications and Code of Practice for Road Bridges, IRC: 78 2014 Section VII - Foundations and Substructure (Second Revision). IRC: 83 Standard Specifications and Code of Practice for Road Bridges, (Part II) 2015 Section IX – Bearings, Part II – ELASTOMERIC BEARING , Part III: POT, POT-CUM-PTFE, PIN AND METALLIC GUIDE (Part III) 2002 BEARINGS Guidelines and Supplemental Measures for Design, Detailing and IRC:SP-33 1989 Durability of Important Bridge Structures.

Ch apt er– 8 (Design of Structures) Page 8- 16

IS: 456 2000 Code of Practice for Plain and Reinforced Concrete Structures.

IRC SP- 114 2018 IRC Seismic design for Road Bridge

a) Units : Metric units shall be followed b) Concrete clear covers For all reinforcement - As per clause 304.3 of IRC:21-2000. c) Type of Superstructure RC solid slab, RCC T-beam & slab type superstructure have been considered based on the span lengths. Following criteria, in general, has been followed while deciding type of superstructure for various bridges: Type of Superstructure Span Length

i) RCC solid slab 5m to 12m

ii) RCC T-beam & slab 12m to 25m

iii) PSC I Beam 25m to 40m

The depth of superstructures has been decided based on structural considerations. d) Miscellaneous Effects For the design of superstructure elements, bending and shear checks have been carried out as per IRC codes of practice. 8.11. Loads and Loads Combinations

8.11.1. Dead Loads

Following unit weights will be considered in the design as per IRC:6-2017. Reinforced Concrete : 25 kN/m 3 Plain Cement Concrete : 22 kN/m 3 Structural Steel : 78.5 kN/m 3 Dry Density of Soil : 19 kN/m 3 Saturated Density of Soil : 20 kN/m 3 8.11.2. Superimposed Dead Loads

i) Wearing Coat

Ch apt er– 8 (Design of Structures) Page 8- 17 Same wearing coat shall be provided in approach portion as provided in the railway GAD. The load considered for wearing coat is 22 kN/m 3 of carriageway (considering future overlay). ii) Crash Barrier The concrete crash barrier is 500 mm wide and proposed to be provided adjacent to the carriageway on either side. Loading of 10 kN/m per side of the carriageway has been considered in design as per IRC:6-2017. 8.11.3. Live Loads

Approach portion have been provided as 4-lane both sides considering the worst effects of the following carriageway live loads:

• 3-Lane of Class A • Class A-1, Lane + Class 70 R( W )

• IRC SV Loading Impact factor will be considered as per Cl. 208 of IRC:6-2017 for the relevant load combinations. 8.11.4. Longitudinal Forces

Longitudinal forces as per the provision of Cl. 211 of IRC:6-2017 arising from the following causes will be considered in the design.

• Braking forces of the live load.

• Frictional resistance offered to the movement of free bearings due to change of temperature or any other cause. 8.11.5. Earth Pressure Forces

1. Earth pressure forces will be calculated as per the provision of Cl. 214 of IRC:6-2017 considering the following soil properties :

Type of soil for backfilling : As per Appendix 6 of IRC:78-2014 Angle of Internal Friction : φ = 30 0 Angle of Wall Friction : φ = 20 0 Coefficient of Friction ‘ µ’:tan (2/3 φ), where φ is the angle of internal friction of substrata immediately under the foundations. 2. Live load surcharge will be considered as per the provisions of IRC:78 i.e. equivalent of 1.2m height of fill in case of abutments and return/wing walls.

Ch apt er– 8 (Design of Structures) Page 8- 18 8.11.6. Seismic Effect

If structure is located in seismic zone II and its total length is greater than 60m. Hence as per clause 219.1 of IRC: 6-2017 the structure will be checked for seismic forces. The seismic forces shall be calculated as per seismic coefficient method outlined in Cl. 219 of IRC:6- 2017. Importance factor of 1.2 and Response Reduction factor of 3 have considered for calculating the seismic forces. 8.11.7. Temperature Range

The bridge structure/components i.e. bearings and expansion joints have been designed for a temperature variation of 50° C & -2.5°C. 8.11.8. Load Combination

All members have been designed to sustain safely the most critical combination of various loads and forces that can coexist. Various load combinations as relevant with increase in permissible stresses considered in the design is as per Cl. 202 of IRC:6-2017 and Cl. 706 of IRC:78-2014.

Ch apt er – 9 (Preliminary Environment Screening) Page 9 - 1

9.0 Preliminary Environmental Screening

9.1 Project Road Background

The proposed alignment starts from Rajasthan – Haryana state border near Choutala village which lies in Sirsa district of Haryana. The alignment has a stretch of 3+805 km in Haryana and then passing all through Rajasthan and terminates on National Highway – 62 at Rasisar which is near Bikaner. As a part of Feasibility Study and Detailed Engineering, Environmental Impact Assessment is required to be carried out during project preparation to ensure environmental compliance. As a first step, Environmental Screening has been carried out

• To identify critical environmental issues & impacts, • To identify environmental considerations to be integrated into the highway design, • To determine appropriate extent & type of environmental assessment required, and • To identify the types of statutory clearances to be obtained 9.2 Important Environmental Legislations

Important Environmental Legislations that need to be complied with for any new project are summarized in the Table no. 9.1 below. Major ministries and organisations such as MoEFCC, MoWR, CGWB and CPCB, SPCB, NGT are responsible for the implementation of these norms and standards. Table 9.1: Important Environmental Legislations

Operational Name Scope and Objective Key Areas Agencies/Key Players To provide for the Water (Prevention prevention and control Controls sewage and Central and State and Control of of water pollution and industrial effluent Pollution Control Pollution Act,1974) enhancing the quality discharges Boards of water Air (Prevention and To provide for the Central and State Control of Controls emissions prevention and control Pollution Control Pollution Act (1981) of air pollutants of air pollution Boards as mended in1987 Regulates access to To consolidate natural resources, MoEFCC, GoI, State Indian Forest Act, acquisition of common state has a monopoly government, forest 1927 property such as right over land; settlement officers forests categories forests

Ch apt er – 9 (Preliminary Environment Screening) Page 9 - 2

Operational Name Scope and Objective Key Areas Agencies/Key Players To halt India’s rapid Restriction on using MoEFCC, Central Forest Conservation deforestation and forest for non-forest Government and State Act, 1981 resulting Environmental purpose Governments. degradation Creates protected areas (national parks Wildlife advisory Wildlife Protection To protect wildlife / sanctuaries) boards; Central Zoo Act, 1972 categories of wildlife Authorities which are protected Reuse large quantity of fly ash discharged from Notification for use MoEFCC and Project thermal power plant to Yes of fly ash Proponent. minimize land use for disposal Central Government To provide for the An umbrella nodal agency Environmental protection and legislation; MOEF&CC; can Protection improvement of supplements delegate powers to Act,1986 Environment pollution laws state department of Environment

9.3 MOEF&CC Notification for the proposed project

As per amendment of S.O. 1533, dated 14th September 2006, notification issued by Ministry of Environment and Forests, New Delhi, by notification SO. 1598 (E), dated 25 th June 2014 in exercise of the powers conferred by sub-section (1) and clause (v) of sub-section (2) of section 3 of the Environment (Protection) Act, 1986 (29 of 1986) read with clause (d) of sub- rule (3) of rule 5 of the Environment (protection) Rules, 1986, the Central Government made the amendment in the notification number S.O.60 (E) dated the 27th January 1994 and included the following Sr. No. 7(f) under category A of Highway Expansion projects i.e. Highways greater than 100 km and involving additional Right of Way greater than 60 m for greenfield and 40 m for bye-pass or expansion projects. 9.4 Description of the Alignment

The proposed alignment is a 250+583 km stretch which lies in North – West region of Rajasthan. The alignment starts from Haryana-Rajasthan state border near Choutala village which lies in Sirsa district of Haryana. The alignment has a stretch of 3+805 km in Haryana

Ch apt er – 9 (Preliminary Environment Screening) Page 9 - 3

and then it passes all through Rajasthan and terminates on National Highway – 62 at Rasisar near Bikaner. The alignment is completely Green field with major cities like Bikaner, Lunkaransar and smaller cities like Suratgarh, Hanumangarh and towns like Mahajan, Napasar, etc. in the vicinity of the alignment. The major part of alignment falls in the semi – deserted region of Rajasthan with small patches of agricultural and barren lands with major undulations, sand dunes. There is no major obstruction apart from a few High-Tension Electricity Transmission Pylons, the alignment is clear and straight with around 8 minor curves of radius greater than 1000m throughout the stretch of 250+583 kms. The proposed access-controlled expressway project with new alignment has been envisaged through an area which shall have the advantage of simultaneous development as well as shall result in a shorter distance to travel for commercial and non-commercial transport. The junctions with existing road will be planned in the form of interchanges and flyover to ensure uninterrupted flow of traffic, toll plaza’s and way side amenities would also be planned. 9.5 Baseline Environment

In order to assess the base line environmental status in the project area, 1000-m wide study corridor (500-m on either side of the project road) was identified. The study corridor width of 1000-m was decided after a careful review of the methodology adopted and reconnaissance site visit. 9.5.1 Land Use

The land use pattern of a region determines the ecological balance in the region and helps to understand the environmental status as well. It includes the management and modification of natural environment in to build environment such as settlements, cultivated land etc. The proposed alignment is passing through one district in Haryana and three districts in Rajasthan: 1. Haryana - Sirsa 2. Rajasthan – Hanumangarh, Ganganagar, Bikaner

The land use pattern of the Haryana and Rajasthan state and the project districts is given below.

Ch apt er – 9 (Preliminary Environment Screening) Page 9 - 4

Table 9.2: Land use pattern in Rajasthan and Haryana state 2014-15 (Area in ha.)

Classification of Bikaner Ganganagar Hanumangarh Rajasthan Sirsa Haryana Area Reporting Area for 3041753 1093290 970379 34267469 427177 4371467 Land use

Forests 94650 60472 18820 2739819 1437 37623

Area Under Non- 272941 71316 57496 1939610 22747 534462 Agricultural Uses

Barren and 27358 1919 493 2403403 211 118878 Unculturable Land Permanent Pasture and Other Grazing 50608 140 4609 1673671 0 24919 Land Land Under Misc. Tree Crops and Groves not Included 51 6799 13 26485 0 8700 in Net Area Sown Culturable Waste 641905 22709 2482 4038156 0 17032 Land Fallow Lands Other Than Current 178458 79982 20185 2068874 0 22116 Fallows Current Fallow 189652 63625 27953 1855955 4249 85986 Net Area Sown 1586130 786328 838328 17521496 398533 3521751 Cropped Area 1928363 1277609 1248622 24235354 735247 6535654

Area Sown More 342233 491281 410294 6713858 336714 3013903 than Once

Source: http://aps.dac.gov.in/LUS/Public/Reports.aspx, Ministry of Agriculture, GoI.

Around 51% land and 81% land is used for agriculture in Rajasthan and Haryana respectively. While barren lands are 7% and 2.7% respectively in both the states. While area sown twice is 138% in Rajasthan it is 185% for Haryana showing better irrigation facilities.

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9.5.2 Terrain & Geology

From the oldest Archaen Metamorphic, represented by Bhilwara Super Group to sub-recent alluvium and wind-blown sand, Rajasthan is endowed with a continuous geological sequence of rocks. A vast blanket of young unconsolidated deposits are present in western and northwestern parts of the state which include the blown sand of the Thar desert of western Rajasthan. A wide variety of hard rock which include various types of metamorphic schist, quartzite, marble and gneiss of pre-Cambrian age with associated acid and basic intrusive rocks remain exposed in the rest of the areas of the state. The formations include the rocks of Aravalli Super Group, Delhi Super Group and Upper Precambrian Vindhyan Super Group and of Cambrian to Jurassic, Cretaceous and Tertiary ages (State Remote Sensing Application, 1999). A pile of basaltic flows of Deccan Traps of Cretaceous age occupy the south-eastern extremity of the state. Several mineral deposits of economic importance occur in association with the above rock units.

The geological sequence of the state is highly varied and complex, revealing the co- existence of the most ancient rocks of the Pre-Cambrian age and the most recent alluvium as well as windblown sand. The Aravallis, one of the most ancient mountains in the world, have the oldest granitic and gneissic rocks at their base. Delhi Super Group, the Vindhyan Super Group and younger rocks are highly metamorphosed at certain places and show rich occurrences of minerals of great commercial importance. 9.5.3 Meteorology

In order to assess the baseline status with respect to meteorology and climate issues, secondary data from Rajasthan meteorology observatory of Indian Meteorology Department (IMD) was collected. This observatory is nearest one from the project road maintained by IMD. Based on the data collected from the IMD observatory at Rajasthan, a discussion on the meteorological environment of the project area is presented below. Seasons

The project area experiences arid type of climate. Almost 90% of the total annual rainfall is received during the southwest monsoon, which enters the project area in the first week of July and withdraws in the mid of September. As some of district’s areas lies in the desert area, it faces extremes of heat in summer and cold in winter. Both day and night temperatures increase gradually and reach their maximum values in May and June. The temperature varies from 48 degree in summer to 2 degree in winter. Atmosphere is generally dry except during the monsoon period. Humidity is at its highest in August with mean daily relative humidity of 43%. The annual maximum potential evapotranspiration in the area is 1850 mm and it is highest (260 mm) in the month of May and lowest (77 mm) in the month of December.

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Sirsa District

Sirsa district, is the second largest district of Haryana state. Sirsa is also the district headquarters, and is located on National Highway 9 and is 250 kilometres from the capital, Delhi. The district is named after its headquarters, Sirsa. The name, Sirsa is derived from its ancient Sanskrit name Sairishaka, which is mentioned in the Mahabharata, the Ashtadhyayi and the Divyavadana. In Mahabharata, Sairishaka is described as being taken by Nakula in his conquest of the western quarter. It must have been a flourishing city in the 5th century B.C. as it has been mentioned by Panini. The district comprises four tehsils: Sirsa, Dabwali, Rania and Ellenabad. These tehsils are further sub-divided into 7 blocks: Baragudha, Dabwali, Ellenabad, Nathusary Chopta, Odhan, Rania and Sirsa. Hanumangarh District

Hanumangarh district is a district in the state of Rajasthan in India. The city of Hanumangarh is the district headquarters and its largest city. The district is located in the extreme north of Rajasthan. It is bounded on the north by Punjab state, on the east by Haryana state, on the south by Churu District of Rajasthan, and on the west by Ganganagar District of Rajasthan. The major work of the district is farming; major crops include rice, millet, cotton, sonamukhi (senna), wheat, and vegetables. It has been the food basket of Rajasthan along with Shri Ganga Nagar, and with best agricultural land this is the 31st district of Rajasthan. It was made as district on 12th July 1994 from Sri Ganganagar district. Earlier it was one of the Tehsils of Sri Ganganagar district. Ganganagar District

Sri Ganganagar is a planned city and the northern-most city of the Indian state of Rajasthan, near the borders of Rajasthan and Punjab states and the international border of India and Pakistan. It is the administrative headquarters of Sri Ganganagar district. It is named after Maharaja Shri Ganga Singh Bahadur, Maharaja of Bikaner. It is known as "the food basket of Rajasthan". Sri Ganganagar was established by Maharaja Ganga Singh, near Ramanagar which was named Rami Ki Dhani after Ram Singh Saharan and now known as 'Purani Abadi' and 'Old Abadi'. Sri Ganganagar is one of the first well-planned modern cities of India; it is said to be influenced by the town planning of Paris. It is divided into residential blocks and a commercial area which includes Dhan Mandi (agricultural marketplace). Bikaner District

Bikaner is a district of the state of Rajasthan in western India. The historic city of Bikaner is the district headquarters. Bikaner is also a Division H.Q. of the four districts: Bikaner, Churu, Sri Ganganagar and Hanumangarh. The district is bounded by Ganganagar District to the north, Hanumangarh District to the northeast, Churu District to the east, Nagaur District to the southeast, Jodhpur District to the south, Jaisalmer District to the southwest, and Punjab

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Province of Pakistan to the northwest. The district-wise observed monthly rainfall is given in Table 10.3 below. Table 9.3: District and state wise Monthly Rainfall (mm) – Year 2016

Haryana Sri Rajasthan Month Sirsa Hanumangarh Bikaner state Ganganagar state Jan 0 0 0 0 0 0.3 Feb 5 1.1 8.9 5 2.5 1.1 Mar 21.3 20.7 17.4 19.3 14.9 5.4 Apr 0 0.6 1 0 2 0.2 May 1.5 26.8 0.6 12.3 0.6 6.5 Jun 5.8 34.8 9.7 38.4 44.5 45.8 Jul 42 155.1 29.4 83.1 69.7 189 Aug 90 133.8 76.3 72.7 143.6 277.6 Sep 0 13.7 17.2 11.4 7.6 23.9 Oct 12.3 5.2 0.1 2.4 8.8 24.5 Nov 0 0 0 0 0 0 Dec 0 0.9 0 0 0 0 Total 177.9 392.7 160.6 244.6 294.2 574.3

Source: Rainfall Statistics of India – 2016, IMD, MoES 9.5.4 Water Environment Water Quality

The ground water in the project area is in general suitable for both domestic and irrigation purposes. Major part of the area is covered by hard rock formation such as Malani rhyolite and granite and Jalore & Siwana granites of Post Delhi. These have poor water yielding capacity. Also, such areas suffer from water quality problem and in some of the areas ground water is highly saline. Villages located in such areas have the basic problem of drinking water requirement and the situation becomes very critical in summers and in drought years. The ground water quality is in general poor (brackish to saline) at deeper levels. Districts affected with specific ground water issues are presented below.

• Salinity (EC > 3000 µS/cm at 25°C): Ajmer, Alwar, Barmer, Bharatpur, Bhilwara, Bundi, Bikaner, Churu, Chittaurgarh, Dhaulpur, Dausa, Ganganagar, Hanumangarh, Jaipur, Jaisalmer, Jalor, Jhunjhunun, Karoli, Nagaur, Neemuch, Raja Samand, Sirohi, Sikar, Swai Madhopur, Tonk, Udaipur. • Fluoride (>1.5 mg/l): Ajmer, Alwar, Banaswara, Barmer, Bharatpur, Bhilwara, Bikaner, Bundi, Chittaurgarh, Churu, Dausa, Dhaulpur, Dungarpur, Ganganagar, Hanumangarh, Jaipur,

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Jaisalmer, Jalor, Jhunjhunu, Jodhpur, Karauli, Kota, Nagaur, Pali, Rajasamand, Sirohi, Sikar, SawaiMadhopur, Tonk, Udaipur. • Chloride (>1000 mg/l): Barmer, Bharatpur, Bikaner, Churu, Ganganagar, Hanumangarh, Jaipur, Jaisalmer, Jalor, Jhunjhunun, Jodhpur Nagaur, Sirohi, Nagaur, Sikar, Tonk. • Iron (>1.0 mg/l): Ajmer, Alwar, Banswara, Baran, Bharatpur, Bhilwara, Bikaner, Chittaurgarh, Churu, Dausa, Dhaulpur, Dungarpur, Ganganagar, Hanumangarh, Jaipur, Jaisalmer, Jhalawar, Jhunjhunu, Jodhpur, Karauli, Kota, Nagaur, Pali, Rajasamand, Sikar, Sawai Madhopur, Tonk, Udaipur. • Nitrate (>45 mg/l): Ajmer, Alwar, Banaswara, Baran, Barmer, Bharatpur, Bhilwara, Bikaner, Chittaurgarh, Churu, Dausa, Dhaulpur, Dungarpur, Ganganagar, Hanumangarh, Jaipur, Jaisalmer, Jalor, Jhalawar, Jhunjhunu, Jodhpur, Karauli, Kota, Nagaur, Pali, Partapgarh, Rajasamand, Sirohi, Sikar, Swai Madhopur, Tonk, Udaipur.

Impact to water sources is also very important direct impact and is its significance is second after the land acquisition and impact to private properties and structures. Table 11.4 provides the drinking & surface water resources along the project corridor. Most important water sources are the following- Bore wells, Shallow tube wells or open wells, Tap, Water Bodies like river, canals & pond etc.

9.5.5 Soil

Soils of the area are classified as follows: 1. Desert soil: Desert soil area is occupied by alluvium and wind-blown sand, yellowish brown, sandy to sandy loam, loose, structure less, well drained with high permeability and lies in northern, western and central parts of the district. 2. Sand dunes: These are non-calcareous soil, sandy to loamy sand, loose, structure less and well drained. Sand dunes lie in northern, western and central parts of the district. 3. Red desertic soil: These are pale brown to reddish brown soils, structure less, loose, and well drained. Texture varies from sandy loam to sandy clay loam. These soils occupy eastern and southeastern parts of the district. 4. Saline soil of depressions: This type of soil is found in salt lakes. They are dark grey to pale brown, heavy soils with water table very near to the surface and are distinctly saline. 5. Lithosols & Regosols of hills: This type of soil is found in isolated hills as lithoslopes. These soils are shallow with gravels very near to the surface, high textured, fairly drained, reddish brown in colour and lie in southeastern part.

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Table 9.4: Strip chart showing drinking water Sources along the Project Road Chainage 0 km to 253 km Chainage 0+00 0+50 1+00 1+50 2+00 2+50 3+00 3+50 4+00 4+50 5+00 5+50 6+00 6+50 7+00 7+50 8+00 8+50 9+00 9+50 10+00 10+50 11+00 11+50 12+00 12+50 13+00 13+50 14+00 14+50 15+00 15+50 16+00 16+50 17+00 17+50 18+00 18+50 19+00 19+50 20+00 20+50 21+00 21+50 22+00 22+50 23+00 23+50 24+00 24+50 25+00 25+50 26+00 26+50 27+00 27+50 28+00 28+50 29+00 29+50 30+00 30+50 31+00 31+50 32+00 32+50 33+00 33+50 34+00 34+50 35+00 35+50 36+00 36+50 37+00 37+50 38+00 38+50 39+00 39+50 40+00 40+50 41+00 41+50 42+00 42+50 43+00 43+50 44+00 44+50 45+00 45+50 46+00 46+50 47+00 47+50 48+00 48+50 49+00 49+50 50+00 WaterBodies WELL WELL WELL CANAL WELL TUBE WELL CANAL WELL TUBE WELL WELL DRAIN DRAIN WELL CANAL DISTRIBUTORY/DRAIN WELL POND CANAL WELL/CANAL TUBE WELL/DRAIN/CANAL TUBE DISTRIBUTORY WELL/DRAIN DISTRIBUTORY WELL DRAIN WELL DISTRIBUTORY DISTRIBUTORY POND DISTRIBUTORY DRAIN DRAIN DRAIN DRAIN

Chainage 51 km to 100 km Chainage 51+00 51+50 52+00 52+50 53+00 53+50 54+00 54+50 55+00 55+50 56+00 56+50 57+00 57+50 58+00 58+50 59+00 59+50 60+00 60+50 61+00 61+50 62+00 62+50 63+00 63+50 64+00 64+50 65+00 65+50 66+00 66+50 67+00 67+50 68+00 68+50 69+00 69+50 70+00 70+50 71+00 71+50 72+00 72+50 73+00 73+50 74+00 74+50 75+00 75+50 76+00 76+50 77+00 77+50 78+00 78+50 79+00 79+50 80+00 80+50 81+00 81+50 82+00 82+50 83+00 83+50 84+00 84+50 85+00 85+50 86+00 86+50 87+00 87+50 88+00 88+50 89+00 89+50 90+00 90+50 91+00 91+50 92+00 92+50 93+00 93+50 94+00 94+50 95+00 95+50 96+00 96+50 97+00 97+50 98+00 98+50 99+00 99+50 100+00 WaterBodies WATER TANK WATER WELL TANK WATER TANK WATER TANK WATER CANAL WELL TUBE DRAIN RIVER WELL DRAIN/POND WELL WELL WELL DRAIN CANAL-IGC WELL

Chainage 101 km to 150 km Chainage 101+00 101+50 102+00 102+50 103+00 103+50 104+00 104+50 105+00 105+50 106+00 106+50 107+00 107+50 108+00 108+50 109+00 109+50 110+00 110+50 111+00 111+50 112+00 112+50 113+00 113+50 114+00 114+50 115+00 115+50 116+00 116+50 117+00 117+50 118+00 118+50 119+00 119+50 120+00 120+50 121+00 121+50 122+00 122+50 123+00 123+50 124+00 124+50 125+00 125+50 126+00 126+50 127+00 127+50 128+00 128+50 129+00 129+50 130+00 130+50 131+00 131+50 132+00 132+50 133+00 133+50 134+00 134+50 135+00 135+50 136+00 136+50 137+00 137+50 138+00 138+50 139+00 139+50 140+00 140+50 141+00 141+50 142+00 142+50 143+00 143+50 144+00 144+50 145+00 145+50 146+00 146+50 147+00 147+50 148+00 148+50 149+00 149+50 150+00 WaterBodies WELL TANK WATER WATER TANK WATER WELL WELL WELL WELL TANK WATER WELL WELL POND DISTRIBUTORY POND DRAIN POND DRAIN TANK WATER DISTRIBUTORY

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Chainage 151 km to 200 km Chainage 151+00 151+50 152+00 152+50 153+00 153+50 154+00 154+50 155+00 155+50 156+00 156+50 157+00 157+50 158+00 158+50 159+00 159+50 160+00 160+50 161+00 161+50 162+00 162+50 163+00 163+50 164+00 164+50 165+00 165+50 166+00 166+50 167+00 167+50 168+00 168+50 169+00 169+50 170+00 170+50 171+00 171+50 172+00 172+50 173+00 173+50 174+00 174+50 175+00 175+50 176+00 176+50 177+00 177+50 178+00 178+50 179+00 179+50 180+00 180+50 181+00 181+50 182+00 182+50 183+00 183+50 184+00 184+50 185+00 185+50 186+00 186+50 187+00 187+50 188+00 188+50 189+00 189+50 190+00 190+50 191+00 191+50 192+00 192+50 193+00 193+50 194+00 194+50 195+00 195+50 196+00 196+50 197+00 197+50 198+00 198+50 199+00 199+50 200+00 WaterBodies WATER TANK WATER WELL WELL WELL TANK WATER WELL TANK WATER TANK WATER WELL

Chainage 201 km to 253 km

200 210 220 230 240 250 Chainage 201+00 201+50 202+00 202+50 203+00 203+50 204+00 204+50 205+00 205+50 206+00 206+50 207+00 207+50 208+00 208+50 209+00 209+50 210+00 210+50 211+00 211+50 212+00 212+50 213+00 213+50 214+00 214+50 215+00 215+50 216+00 216+50 217+00 217+50 218+00 218+50 219+00 219+50 220+00 220+50 221+00 221+50 222+00 222+50 223+00 223+50 224+00 224+50 225+00 225+50 226+00 226+50 227+00 227+50 228+00 228+50 229+00 229+50 230+00 230+50 231+00 231+50 232+00 232+50 233+00 233+50 234+00 234+50 235+00 235+50 236+00 236+50 237+00 237+50 238+00 238+50 239+00 239+50 240+00 240+50 241+00 241+50 242+00 242+50 243+00 243+50 244+00 244+50 245+00 245+50 246+00 246+50 247+00 247+50 248+00 248+50 249+00 249+50 250+00 251+00 251+50 252+00 252+00 WaterBodies WELL WELL TANK WATER TANK WATER WATER TANK WATER TANK WATER TANK WATER TANK WATER POND POND POND POND POND POND POND POND POND POND

LEGEND: WATER BODIES River/distributary Drain Pond Well Water tank Canal Tube well

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9.5.6 Agriculture

Rajasthan is the largest producer of barley, mustard, pearl millet, coriander, fenugreek and guar in India. Bhama Shah Mandi in Kota district is the Asia's largest mandi or market of coriander. Rajasthan produces over 72% of guar of the world and 60% of India's barley. Rajasthan is major producer of aloe vera, amla, oranges leading producer of maize, groundnut. Rajasthan is 2nd in production of cumin, gram and 3rd in seed spices. Rajasthan government had initiated olive cultivation with technical support from Israel. The current production of olives in the state is around 100-110 tonnes annually. Rajasthan is also India's second largest producer of milk and it has 13800 dairy co-operative societies. Haryana on the other hand is known for its Paddy and wheat crop production, good canal and irrigation facilities and intensive double cropping. Table 9.4: Cropping pattern of the States Haryana and Rajasthan (20014-15)

State/ UT Haryana Rajasthan

Rice 1287 168 Jowar 50 661 Bajra 383 4097 Maize 8 904 Small Millets Kharif 13 Wheat 2592 3318 Barley 34 343 Coarse Cereals 475 6018 Gram 67 1256 Tur 6 13 Urad 2 202 Moong 6 898 Other Pulses 5 993 Food grains 4440 12866 Groundnut 4 504 Castor seed 0 226 Sesamum 2 330 Soya bean 923 Sunflower 9 0 R & M 496 2474 Linseed 3 Sugarcane 101 6 Cotton 647 487

Sources: Directorate of Economics and Statistics, Ministry of Agriculture and Farmers Welfare

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9.5.7 Ambient Air Quality

In order to assess the baseline Ambient Air Quality (AAQ) in the project area, Different AAQ monitoring locations will be identified all along the road stretch and the results will be incorporated in the EIA report. The National Ambient Air Quality Standards are shown in Table 10.6 below. Table 9.5: Revised National Ambient Air Quality Standards

Concentration in µg/m 3 Ecological Industrial, Pollutant Time Sensitive Residential, Area (As Rural and notified by other Area Central Govt.) Annual Average 50 20 Sulphur Dioxide (SO2) 24 Hours 80 80

Oxides of Nitrogen as Annual Average 40 30 (NO2) 24 Hours 80 80 Particulate Matter (SPM) Annual 60 60 (size less than 10µm (RPM) 24 Hours 100 100

Particulate Matter (size Annual 40 40 less than 2.5µm (RPM) 24 Hours 60 60 8 Hours 100 100 Ozone, µg/m3 1 Hour 180 180 Annual 0.5 0.5 Lead (Pb) 24 Hours 1 1

Carbon Monoxide (CO) 8 Hours 2 2 (mg/M3) 1 Hour 4 4 Annual 100 100 Ammonia, NH3, µg/m3 24 Hours 400 400 Benzene, µg/m3 Annual 5 5 Benzo Pyrene ng/m3 Annual 1 1 Arsenic, ng/m3 Annual 6 6 Nickel, ng/m3 Annual 20 20

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9.5.8 Seismicity

The project area falls in zone II & III of seismic zoning map. Suitable seismic factor as per the India Meteorological Department (IMD) needs to be considered for design purpose for Civil Engineering structures and while finalising civil engineering designs. Seismic zone map of Rajasthan and Haryana is shown in figure 9.1.

Figure 9-1: Seismic zone map of Rajasthan and Haryana 9.5.9 Ambient Noise Level

The land use pattern and presence of various physical attributes indicate that ambient noise levels will be an important parameter during the implementation of Expressway. In order to assess the baseline Ambient Noise levels (ANL) in the project area, ANL monitoring will be carried out at different locations along project corridor. Noise Levels Standards dB (A) is presented in Table 10.7 below. Table 9.6: Noise Levels Standards dB (A)

S. No Standard For DAY NIGHT

1 Industrial Area 75 70

2 Commercial Area 65 55

3 Residential Area 55 45

4 Silence Zone 50 40

Source: The Noise Pollution (Regulation and Control) Rules, 2000

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9.5.10 Flora and Fauna

Though a large percentage of the total area is desert with little forest cover, Rajasthan has a rich and varied flora and fauna. The natural vegetation is classed as Northern Desert Thorn Forest (Champion 1936). These occur in small clumps scattered in a more or less open form. The density and size of patches increase from west to east following the increase in rainfall. The Desert National Park in Jaisalmer is spread over an area of 3,162 sq.km, is an excellent example of the ecosystem of the Thar Desert and its diverse fauna. Seashells and massive fossilized tree trunks in this park record the geological history of the desert. The region is a haven for migratory and resident birds of the desert. One can see many eagles, harriers, falcons, buzzards, kestrels and vultures. Short-toed snake eagles (Circaetus gallicus), tawny eagles (Aquila rapax), spotted eagles (Aquila clanga), laggar falcons (Falco jugger) and kestrels are the commonest of these. The Ranthambore National Park located in Sawai Madhopur, one of the well-known tiger reserves in the country, became a part of Project Tiger in 1973. The Dhosi Hill located in the district of Jhunjhunu, known as 'Chayvan Rishi's Ashram', where 'Chyawanprash' was formulated for the first time, has unique and rare herbs growing. The Sariska Tiger Reserve located in Alwar district, 200 kilometers from Delhi and 107 kilometers from Jaipur, covers an area of approximately 800 square kilometers. This area was declared a national park in 1979. Tal Chhapar Sanctuary is a very small sanctuary in Sujangarh, Churu District, 210 kilometres (130 mi) from Jaipur in the Shekhawati region. This sanctuary is home to a large population of blackbuck. Desert foxes and the caracal, an apex predator, also known as the desert lynx, can also be spotted, along with birds such as the partridge and sand grouse. The great Indian bustard, known locally as the godavan, and which is a state bird, has been classed as critically endangered since 2011. 9.5.11 Ecology

Different types of trees, shrubs and herbs are found in this region, some major tree species found are Kikar, Babool, Moouj, Weed, Shisham, Mulberry, Eucalyptus etc. Variety of birds, few species of mammals, amphibians and reptiles have been observed in the study area. The starting point (approx. 3.5 km) of the proposed alignment is falling in Abubshehar Community Reserve, which was a Wildlife Sanctuary earlier and from 14.03.2018 the above Wildlife sanctuary has been denotified as per notification no. 988-Ft-4-2018/3447 dated 14.03.2018. Some very small patch of forest area is also identified along the alignment. Detailed ecological survey of the project study corridor was under taken and its details will be incorporated in the EIA report.

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9.5.12 Archaeological Structures, Monuments

The proposed alignment is a green field alignment passes through agricultural, barren and arid area. There is no Archaeological structure or Monuments present along the Project road. 9.5.13 Public Consultations

A number of formal and informal consultations have been carried out as a part of the project preparation. During the formal consultations, which are very important the minutes of meetings are prepared and documented. The informal consultations are usually held informally with officials to understand the institutional concerns at a given specific location for example at intersections of the project road. 9.5.14 Presence of Sensitive Receptors

The proposed alignment is a green field alignment passing through agricultural, barren and arid areas. There is no anticipated Sensitive Receptors along the Project road. 9.5.15 Presence of Places of Worship

As the proposed alignment is a green field alignment passing through agriculture, fallow, semi – arid region of Rajasthan with small patches of barren land and doesn’t have any place of worship along the project alignment. 9.5.16 Project Enhancement Measures along Proposed alignment

Surface water body– The proposed alignment is crossing Ghaggar, Sukhri, Luni river and five major/minor canals and many distributaries, the major one being the Indira Gandhi Irrigation canal. 9.5.17 Land use

The land use pattern of a region determines the ecological balance in the region and helps to understand the environmental status as well. It includes the management and modification of natural environment to build environment such as settlements, cultivated land etc. Approximately half of the area of the Rajasthan state is under cultivation with an average Cropping Intensity of 138%. While over 85% of Haryana is covered with agriculture. Detailed land use is covered in clause 11.5.1. Suitable measures would be taken to mitigate the impact on Land use. Mitigation Measures

During pre-construction and construction phase of the project, construction related activities shall be preferably restricted within project ROW. During operation phase of the project, the service roads, footpaths, junctions/ intersections and on either side of high embankments shall not be allowed to be encroached once again with residential and commercial settlements.

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9.5.18 Terrain & Geology

Insignificant adverse impact is anticipated on the geological environment of the project corridor during construction phase of the project and no impact is anticipated during operation phase of the project. Mitigation measures

During construction phase, it is recommended that the opening up of new borrow pits shall be in accordance with the IRC: 10-1961 specifications. Top soil (up to 150 mm) is to be preserved and reused as the resurfacing material for the berms, slopes and central verge of the road where plantation / grasses will be developed. Significant impact on geological resources is anticipated to occur at quarry sites and borrow areas. PIA shall ask the contractors to ensure that sand, aggregates and other quarry material be sourced from licensed quarries. 9.5.19 Impact on Drainage Pattern

The design of storm water drainage system has been carried out based on the guidelines given by IRC SP–42. The important parameters in the design of storm water drainage system are the design rainfall intensity and estimation of runoff. Concrete rectangular drains have been proposed along the road for the road surface drainage system. During operation stage, the altered physiography may lead to soil erosion and may take long time for the drainage pattern to stabilize itself. Hence minor, adverse impact on the drainage pattern is anticipated due to alterations in the physiography. Mitigation measures

Storm water drains have been proposed one either side of road, median, and necessary places. Contractor shall ensure that after construction is over or prior to monsoon season, the drains and old drains existing along the road are maintained and cleaned of construction debris. 9.5.20 Traffic and Transport

During Project construction phase, significant adverse impact on traffic and transport scenario is anticipated to occur for short-term duration. To mitigate this adverse impact, site clearance activities must be carried out swiftly and in well- planned manner. During construction phase, significant adverse impact for temporary duration is anticipated. As per the construction program, the construction of proposed alignment will be completed within the time limit specified by NHAI. Proper traffic management plan during construction phase will be prepared. During operation phase, the proposed alignment will reduce the vehicle operating cost due to improved road quality and transportation will improve between Amritsar and Kandla Port in Gujarat.

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9.5.21 Accident Hazards and safety

During construction phase, various construction activities will cause accident hazards. Minor adverse impact is anticipated during the construction phase. The local traffic management plan needs to consider the issue of safety to pedestrians and local in habitants. During operation phase of the project, the speed of vehicle on proposed expressway will considerably increase, Increased vehicle speed and volume will also increase the probability of accident hazards causing adverse impact. It is to be noted here that emphasis has been given on providing traffic management and control systems as per IRC 35–1997 and traffic signs as per IRC67–1997 and Motor Vehicle Act. These proposals will help to mitigate some of the adverse impacts discussed above. Mitigation measures

During site clearance activity, the demolition and debris removal must be carried out swiftly and in well-planned manner. Possibly debris removal can be carried out during non-peak hours and with deployment of more vehicles for the purpose. During pre-construction and construction phase of the project, adequate traffic management scheme will be prepared in integration with construction program envisaged, which shall be adhered. PMC shall periodically review the plan with respect to site conditions. The contractor shall take all necessary measures for the safety of traffic during demolition and site clearing activities. Contractor shall provide, erect and maintain barricades, signages, markings, flags, lights, etc., as may be required by the engineer for the information and protection of traffic. Special consideration shall be given in the local traffic management to the safety of Pedestrians. During operation phase of the project, traffic control measures including speed limits to be enforced strictly. Traffic volume and speed on proposed expressway shall be monitored and the benefits must be recorded to evaluate the effectiveness of the project. Traffic management unit of local authorities shall keep the subsystem in effective operational condition. The effectiveness of these systems shall also be documented periodically to learn from the experience and apply to other road networks in future. 9.5.22 Water quality

The impact will be insignificant; however adequate mitigation measures are required to be taken during construction phase, especially during monsoon months. Earth work carried out during construction of proposed expressway may lead to erosion. This might occur specially during monsoon season. Mitigation measures

Longitudinal drains of sufficient capacity have been proposed on both sides of the road to accommodate increase run-off. However, construction material containing fine particles shall

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be stored in an enclosure such that sediment-laden water does not drain into nearby storm water drains and underground sewage pipes. During operation phase of the project the drains shall be maintained and cleaned periodically by local authorities. During operation phase of the project, minor to insignificant adverse impact is anticipated on the water quality of the surface water bodies located along section of proposed expressway . 9.5.23 Soil

Major impact on land environment due to the implementation of proposed expressway will be seen as the quantum of earth work involved in the construction phase will be large. Mitigation measures

Debris generated due to construction of pavement/structures shall be suitably reused within proposed construction. Un-utilizable debris will be suitably disposed. Care will be taken that the material does not block natural drainage. This excess soil will be dumped in low-lying areas. Good disposal practices will be adopted at the site to avoid any adverse impact on soil erosion and aesthetics related issue. Debris disposal site shall be monitored for soil and groundwater quality as per the monitoring plan recommended in the EMP. Oil and fuel spills from construction equipment shall be minimized by good O&M practice. Soils contaminated by such spills shall be disposed as per MoEF&CC requirements. The top soil from all areas of cutting and all areas to be permanently covered shall be stripped to a specified depth of 150mm and stored in stockpiles. The top soil from the stock pile shall be used to cover disturbed areas and cuts slopes and also for re-development of borrow areas, landscaping and road side plantation. 9.5.24 Ambient Air Quality

Impact on AAQ during construction stage of project is anticipated. The adverse impact will be primarily due to transportation of construction debris, road construction activities, loading and unloading of construction materials, and plying of construction vehicles along unpaved road/shoulders. During Operation phase of the project, the AAQ might deteriorate slightly along entire section of project. The deterioration in AAQ will be due to constant and future increase in the traffic along the proposed road. Mitigation measures

During project initiation and construction period, the adverse impacts on ambient air quality are anticipated to occur mainly due to site clearance activities, construction material movement, and operation of road construction machineries. a) For mobiles source emissions

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Dust covers should be provided on the vehicles to be used for transportation of materials prone to fugitive dust emissions. Idling of delivery trucks or other equipment should not be permitted during periods when they are being unloaded or are not in active use. Construction site should be sprinkled with water to minimize the fugitive dust. Trucks carrying cement, gravel, sand will have to travel to site and may cause dust emission. Therefore, ready mix concrete carried in enclosed container may be better option as compared to on site batch mixing. b) For mobiles source emissions for stationary source emissions

All stationary equipment should be located as far away as possible from sensitive receptor locations in order to allow dispersion of emitted pollutants . Areas prone to fugitive dust emissions due to activities such as demolition, excavation, grading sites and routes of delivery vehicles across patches of exposed earth, should be frequently watered to suppress re-entrained dust. Apart from these, the equipment / machines and vehicles should be always kept in good state of repairs to minimize emissions. Low emission construction vehicles/equipment should be used wherever feasible. Construction areas should be enclosed, wherever possible. Exhaust and noise emissions of construction equipment’s shall adhered to emission norms as laid out by MOEF&CC/CPCB guidelines. The contractor shall ensure that the batching plant is located away from the residential areas and shall be licensed and authorized for operation by the concerned authorities. Periodic inspection of the site shall be carried out to ensure removal of construction debris to the landfill sites. Operation Phase

Continuous maintenance and upkeep of sections of the proposed project will maintain smooth traffic flow and will help to reduce air pollution effects. Specific measures for improved traffic flow at AT-GRADE/SIGNALISED junctions are suggested below: The technical improvement in form of superior engine design in order to meet the stringent Government regulations will also reduce emissions in the years to come. As mitigation plan, competent authority shall enforce vehicular emission norms of the day. 9.5.25 Ambient Noise Level

The main sources of noise during construction are construction equipment and the vehicles used for transporting various materials at the construction site. Operation of construction machinery e.g. Hot-mixer, bulldozer, loader, backhoes, concrete mixer, etc. will lead to rise in noise level to the range between 80-95 dB (A). The magnitude of impact from noise will Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/Package-5) of Sangaria-Bikaner Chaitanya Projects Consultancy Pvt. Ltd

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depend upon types of equipment to be used, construction methods and also on works scheduling. Effect of increase in noise levels will be significant during night time near the residential area located close to the site. The noise level generated from a source will decrease with distance as per the following Empirical formula (inverse square law) SPL2 = SPL1 - 20Log10 (r2/r1) Where, SPL1 and SPL2 are the sound pressure levels at distance r1 and r2 respectively. Considering the stationary construction equipment as a point source generating 90dB(A) at a reference distance of 2 m, computed distance requires to meet the permissible limits during day time for different land use categories are given in Table:9.8. Table 9.7 Minimum Distance of Operation from Stationary Source

Permissible limits in day time Distance Category (CPCB) required(m) Silence zone 50dB(A) 200 Residential 55dB(A) 113 Commercial 65dB(A) 36 Industrial 75dB(A) 11

Required for Meeting Standards

From the above table, it may be noted that residence within 113m from the road will be exposed to a noise higher than the permissible limit. The impacts will be significant on construction workers, working close to the machinery. During operation stage the proposed project, ambient noise levels might increase along the road. The increase in noise levels will be due to the increase in vehicles on the road. Mitigation measures

The following mitigation measures are being recommended to control noise level during construction and operation phase Construction Phase Site Control

Stationary equipment shall be placed beyond the distance indicated in the Table 11.8 above Source Control

All construction equipment shall be fitted with exhaust silencer. Damaged silencer to be promptly replaced by the contractor. Proper maintenance of equipment shall be undertaken with the provision of enclosures and intake silencers. DG sets, if used, shall adhere to the noise standards of MOEF&CC. Detailed Project Report for development of Economic corridor, Inter corridor, Feeder routes & Coastal roads to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot-4/Package-5) of Sangaria-Bikaner Chaitanya Projects Consultancy Pvt. Ltd

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Scheduling of Project Activities

Construction activities involving generation of high noise shall be avoided between 10 pm and 6 a.m. in the residential and sensitive areas. Provision of protection devices (ear plug) to be provided to the workers in the vicinity of high noise generating machinery. Operational phase

During operation stage, increase in noise levels is anticipated due to the increase in traffic along the section of proposed expressway. Following mitigation measure are recommended during the operation phase: Near sensitive receptors “No Honking” zones shall be announced by placing adequate number of signboards. And at all residential areas shall be declared as “No honking zones”. It is recommended to grow trees where more than 2 m space is available. With the implementation of the above mentioned mitigate measures the noise level can be attenuated to acceptable limits. 9.5.26 Ecology

The proposed expressway is green field alignment will requires cutting of trees. Thus, during construction phase of the project, some impact is anticipated on the ecological environment of the project corridor. The proposed project does not envisage filling up of any existing water bodies. Hence the issue of impact on aquatic fauna will be minimal. During operation stage, the vehicular traffic on the proposed expressway will have minor impact on the ecological environment. Mitigation measures

During pre-construction phase, the proposed project being a green field alignment will require felling of trees. Trees falling within the alignment which are to be removed before commencement of construction shall be identified and approved by PIA. Prior permission from the Tree authorities shall be obtained as laid out in the Tree act. 9.5.27 Presence of Sensitive Receptors Mitigation measures

Temples and school located along the stretch may be impacted adversely during construction and operation phase. Impacts will be felt mainly on AAQ and ANL issues. Mitigation measures recommended under respective packages shall be adhered. Traffic congestion especially during peak hours, needs to be kept in mind while preparing the traffic managements during construction.

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9.5.28 Cultural Properties

No religious structures are located within the ROW. The adverse impact, if any, will be suitably addressed in the RAP and CEMP that will be prepared separately for the project . Mitigation measures

All cultural properties identified along the section of proposed alignment are located outside the RoW and will not have any adverse impact due to the project. It shall be assured that if any households affected due to relocation of cultural properties will be adequately compensated as per the RAP entitlements worked. However, as a standard practice, any chance finds of fossils, coins, and articles of value of antiquity, structures and other remains or things of geological or archaeological in the RoW during pre-construction or construction stage, shall be the property of the Government and shall be dealt with as per provisions of relevant legislation. The PIA shall seek directions from Archaeological Survey of India (ASI) before instructing the contractor to recommence the work on site. 9.5.29 Other Construction Phase Impacts due to Shifting of Labor Camps

Construction camps include workers’ residential areas and the grounds where equipment is stored and serviced and where materials are stockpiled. Careless construction camp design and management can lead to serious environmental degradation including: sewage and garbage pollution; depletion of fauna and flora through illegal harvesting (poaching); infrastructure overloading- health services, sewage treatment, law enforcement; and Spills from construction equipment operation and servicing It would be contractor’s responsibility to ensure that he complies with local laws, if any, pertaining to construction camps shifting and the area identified for shifting construction camps are approved and authorized by competent authorities. The PIA/PMC will approve the area selected/ identified by the contractor. Impacts due to Shifting of Borrow and Quarry Material Areas

Significant impact on geological resources is anticipated to occur at quarry sites and borrow area. PIA shall ask the contractors to ensure that sand, aggregate sand other quarry material is procured from licensed quarries. Quarry and borrow areas identification will be responsibility of the contractor as per his contractual conditions. The PIA/PMC will approve the area selected/identified by the contractor be for the actually procures materials from them. It would be contractor’s responsibility to ensure that borrows and Quarry areas that he has identified are approved and authorized to operate by competent authorities. Also, during construction phase, it is recommended that the opening up of new borrow pits shall be in accordance with the IRC: 10-1961 specifications. Top soil

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(up to 150 mm) to be preserved and reused as the surfacing material for the berms, slope, central verge of the road where plantation/ grasses will be developed. 9.6 Cost of Environmental Mitigation Measures

The cost of the following mitigation measures has to be covered under the engineering cost.

• Dust control measures during construction • Barricading the site during construction • Construction of roadside drains • Accident and road safety measures 9.7 Findings, Conclusions and Recommendation

Based on Project Description, proposed project Design and accordingly the assessment of Environmental Impacts and Mitigation Measures, the findings have been presented and it can be analyzed that in view of the identified impacts and conclusions drawn the project will have only some adverse environmental impacts, which can be mitigated through suitable enhancement measures in designs. The Environment Management Plan should be implemented in phases so that optimum benefit could be achieved and it should be synchronized with the construction schedules finally, it can be concluded that the implementation of proposed expressway will lead to the economic and overall development of the region.

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10.0 Initial Social Assessment/preliminary LA Resettlement Plan

10.1. Analysis basis Initial Environment Examination in IRC: SP: 19

The Environmental Impact Assessment (EIA) is an integral part of highway project preparation work. The main purpose of EIA is to identify the environmental impact of the project proposal and its different alternatives, weighing their significance and severance, propose possible mitigating measures and provide necessary information for taking decision regarding the overall acceptability of the project from environmental angle. This issue is being briefly described in the following paragraphs but in all cases of actual project preparation the provision in the "Guidelines for Environmental Impact Assessment of Highway Projects" (IRC: 104) together with relevant guidelines and instructions issued by the Ministry of Environment and Forests will be followed as guiding principles. The EIA study comprises mainly of the following four elements: • Preliminary Screening and Environmental Analysis • Environmental Design • Environmental Management Action Plan In most cases the second element i.e. Environmental Design within its Scope will have a brief socio-economic base-line study, assessment of special requirements of Forests and Coastal Regulatory Zones and preparation of a Resettlement and Preliminary Rehabilitation Action Plan (RAP) may also be studied. The following legislations will be given due consideration: • Environmental (protection) Act, 1986 • The Wildlife protection Act, 1972 • Forest(conservation) Act, 1980 • Water (prevention and control of pollution) Act, 1981 (amended 1987) • Air (prevention and control of pollution) Act ,1981 (amended 1987) • The Noise (Regulation an control )Rules ,2000 • Coastal Regulation Zone notification 2011 • Forest Right Act ,2006 • The National Environment Tribunal Act,1995 • The Biodiversity Act, 2002 • Solid waste (management and transboundary movement) rules, 2016 • The hazardous and other waste (management and transboundary movement ) Rules ,2016 The latest versions/amendments shall be used for each policy.

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The provisions in the Notification of the Government of India in Ministry of Environment and Forest N.O. S.O. 3 1 8 (E) published in Gazette Extraordinary N.0. 244 dated. 10-4-1997 shall also be kept in view. 10.1.1. Environmental Analysis

• A preliminary environmental/screening of the highway will be carried out to determine the magnitude of actual and potential impact and ensure that environmental considerations are given adequate weightage in the selection and design of the highway improvement/construction proposals. • Information will be collected on existing environmental conditions and a preliminary evaluation of the alignment selected for improvement/construction in order to determine the focus of environmental assessments, design and management Studies will be undertaken. • Positive and negative impacts of upgrading the highway or constructing a new highway shall be identified. Cost-effective measures will be proposed to enhance the positive impacts and to avoid or mitigate the effect of negative impacts. • Where felt necessary, public consultation with the affected groups and involving local NGO's will be carried out. 10.1.2. Environmental Design

From the Environmental analysis all elements with potential for adverse impacts will be identified, for which steps can then be taken to avoid/mitigate through judicious design changes (e.g., shifting the road alignment to save trees on one side of the road). Adverse impacts, such as, soil erosion, flooding, loss of vegetation cover, etc. will be identified and appropriate mitigating measures, like, ground cover planting, installation of proper drainage system, etc. incorporated in design to reduce the impact. Cost effective proposals will be included in the design proposal to suitably upgrade or enhance the environmental quality along the highway or the new alignment in a sustainable manner. Where possible a few stretches along the project road will be selected for provision of facilities for non-motorised transport which may provide an indirect encouragement to enhancement of environmental quality.

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10.1.3. Environmental Management Action Plan

• An implementation schedule and supervision programme will be prepared for timely execution of environmental mitigation and design works and all efforts will be made to stick to it. • In important cases the programme for monitoring environmental impacts during construction and operation will be developed. For large projects, the requirement for institutional strengthening and training facility for personnel to be employed on environmental works will be specified.

• Any further studies of environmental issues, which are required to be undertaken during project implementation will be recommended.

• All these activities would be taken up in the detailed EIA report as per MoEF&CC guidelines. 10.1.4. Resettlement and Rehabilitation Action Plan (RAP)

• Whenever the project will entail acquisition of land, structures and other assets and cause destruction or loss of assets within the public right-of-way, the project should undertake a socio-economic base-line study and prepare a Re-settlement and Rehabilitation Action Plan (RAP).

• The RAP has three main objectives: a) To assess and bring out the impacts of land acquisition and assets for the project civil works on the people who own properties in the area to be acquired or live on the land to be acquired and/or derive their income from the land or own enterprises operating on the land to be acquired, b) To present-the entitlement policy for compensation and assistance to people affected by the project, and c) To prepare an action plan for delivery of compensation and assistance outlined in the policy to the persons duly identified as entitled to such assistance.

• The present policy of the Government is that the population adversely affected by the project should receive benefits from it or at the least, they should not be worse off than before because of the project. Since acquisition of land and other assets may be unavoidable and an integral part of project design and implementation, undertaking a social impact assessment and preparing RAP may also be included as a part of project design from the start and undertaken in close co-ordination with environmental analysis and environmental action plan. Also, as far as possible, involuntary settlement may be avoided or at least minimised wherever possible, by exploring other alterative project designs. • The initial screening of social and environmental impacts will be a part of final selection of alignment.

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• In cases where displacement, loss of assets or other negative impacts on people are unavoidable, the project should assist the affected persons with means to improve their former living standards, income-earning capacities, production levels or at least maintain the previous standards of living. • Since no civil work can be undertaken on any stretch of road before land acquisition and payment of compensation as per RAP, it is essential that planning and implementation of civil works may be co-ordinated with RAP. • Preparation of RAP requires a thorough understanding of the local people, and the social, economic and cultural factors influencing their lives. It is essential that detailed base-line studies are conducted with a participatory approach through consultation with potentially affected persons and other stake holders in the area, the local NGO's, municipal authorities, etc. and a mutually satisfactory solution is achieved. Initial screening of socio-economic and R&R issues relating to the project are presented subsequently. The project affected persons are estimated at ______and the total number of affected structures would be ______. 10.2. Details of Consultation with Potentially Affected Persons

Public consultations were arranged at the stage of project preparation to ensure peoples participation in the planning phase of this project and to treat public consultation and participation as a continuous two way process beneficial in projecting planning and implementation. Aiming at promotion of public understanding and fruitful solutions of developmental problems such as local needs and problem and prospects of resettlement, various sections of APs and other stakeholders were consulted through focus group discussions and individual interviews. Consultations and discussions were held along the project with the affected families and other stakeholders. Displaced persons were consulted through project census survey. Consultation meetings were organized to get wider public input from both the primary and secondary stakeholders. The consultation methods followed to elicit required information (their views & opinions) are detailed below in Table.10.1.

Table 10.1: Methods of Public Consultations

Stakeholders Consultation Method

Through Census Survey involving head Displaced Persons of the household as respondent Village Head/representative Through Focus Group Discussions of APs (FGD) at affected villages

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Stakeholders Consultation Method

Through Focus Group Discussions Local communities (FGD) at affected villages Through Focus Group Discussions Women’s groups (FGD) at affected villages Vulnerable groups (SC, ST, Through Focus Group Discussions BPL) (FGD) at affected villages Executing Agency, Individual interview, discussion, joint Implementing Agency field visit

Line Departments/Agencies Individual meeting/interview, discussion

10.2.1. Findings of Consultation

During the survey, Focussed Group Discussions (FGDs) were conducted in the villages along the project road. The participants in these FGDs are not limited to the place of meeting or DPs only but also included the local residents from nearby villages. A total of 20 persons (approx. 16 males and 04 females) attended in the initial public consultation meetings. Some of the major issues that were discussed and feedback received from the villagers during the course of the consultations and measures taken are summarized in the Table 12.2 . Table 12.2: Summary findings of Consultation

Issue Discussion/Suggestion Measures Taken

The positive project impacts perceived by the local people are direct access to many facilities, The alignment is planned to provide Positive project transportation of their agricultural maximum connectivity to the area and impact produce, business and employment benefits to the local people opportunities, appreciation of land value etc. Negative None None project impacts The rate of compensation will be decided as per market value and increased value Rate of Compensation at market rate, if provided by New Right to Fair compensation required Compensation and Transparency in Land Acquisition, Rehabilitation and Settlement Act, 2013. Consultation People want more consultation Public consultation will continue and during project implementation and throughout the project cycle. participation want to participate in the project.

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Issue Discussion/Suggestion Measures Taken

The proposed eight lane road may be All safety measures will be provided as concern for safety specifically for Road safety IRC:SP: 55 and prevailing circular women and children, accident risk notification amendment of govt. of India. will increase. There are provisions like Grievance Transparency The project should ensure Redress Committee (GRC), Village Level in Project transparency in implementation and Committee (VLC) and direct access to Implementation quality control. Implementation Office for any complain or grievances Construction of Local villagers living along the project Waiting sheds There will be the proposal for the roads suggested for the waiting and Bus stops constructions of proposed bus bays and sheds and Bus stops at every along the resting areas with the client. distance of 10 km. project road. Local villagers living along the project There will be the proposal for the Construction of roads suggested for the construction constructions of public toilets with the Public toilets of Public toilets at every distance of client. 10 km

10.2.2. Findings of Focused Group Discussions

Several additional rounds of consultations with Affected Persons (AP’s) will form part of the further stages of project preparation and implementation. The consultation will continue throughout the project implementation period. The following set of activities will be undertaken for effective implementation of the resettlement plan (RP), if required: In case of any change in engineering alignment planning the APs and other stakeholders will be consulted in selection of road alignment for minimization of resettlement impacts, if required, development of mitigation measures etc. • The PIU Field Office will conduct information dissemination sessions in the project area and solicit the help of the local community/ leaders and encourage the participation of the AP’s in Plan implementation. • During the implementation of RP, if required, public meetings will be organized, and will appraise the communities about the progress in the implementation of project works, including awareness regarding road construction.

• To make reasonable representation of women in the project planning and implementation they will be specifically involved in consultation. 10.2.3. Information Disclosure

To keep more transparency in planning and for further active involvement of APs and other stakeholders the project information will be disseminated through disclosure of resettlement planning documents, if required .

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10.3. Names/Details of consultation with local NGO’s

Samaj Vikas Seva Sanstha NGO has been appointed for consultation with local NGO’s and project affected people. All the survey and consultation meetings were organised with free and prior information to the likely displaced persons and participants. During the consultation process efforts were made by the NGO teams to:

• Ascertain the views of the DPs, with reference to road alignment and minimization of impacts • Understand views of the community on land acquisition, resettlement issues and rehabilitation options. • Identify and assess the major socio-economic characteristics of the villages to enable effective planning and implementation. • Obtain opinion of the community on issues related to the impacts on community property and relocation of the same. • Examine APs’ opinion on problems and prospects of road related issues. • Identify people's expectations from project and their absorbing capacity • Finally, to establish an understanding for identification of overall developmental goals and benefits of the project. Table 12.3: The location wise details of public consultation

S.No. Location of villages Date of consultation 1 Choutala 26.06.2018 2 Fatehpur 26.06.2018 3 Ratanpura 26.06.2018 4 Ariyanwali 27.06.2018 5 Sundargarh 27.06.2018 6 Rasisar 27.06.2018

Photographs of Public Consultation at various places along the proposed project roads

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Location - Choutala, district S irsa Location- Fatehpur, district Hanuma ngarh

Location - Ratanpura, district Ganganagar Location - Ariyanwali, district Bikaner

Location - Sundargarh, district Bikaner Location - Rasisar, district Bikaner

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10.4. Names/Details of consultation with municipal authorities

The entire project road is passing through four districts 1. Sirsa in the state of Haryana, 2. Hanumangarh, 3. Ganganagar and 4. Bikaner in the state of Rajasthan. The survey team has visited Sirsa, Hanumangarh, Ganganagar and Bikaner Municipal authorities on 26.06.2018, 27.06.2018 and discussed with them about the quantity of wastes to be generated (liquid and solid) and scheme for their management/disposal. 10.4.1. Solid Waste Generation & its Disposal

Solid waste will be generated from construction camp and dismantling of existing structures. Unproductive/wastelands shall be selected for dumping sites away from residential areas and water bodies. The following precaution will be taken for disposal.

• Develop waste management plan for various specific waste streams (e.g., reusable waste). • Dumping sites must be having adequate capacity equal to the amount of debris generated. • Public perception and consent from the village Panchayats has to be obtained before finalizing the location. • Organize disposal of all wastes generated during construction in an environmentally acceptable manner. This will include consideration of the nature and location of disposal site, so as to cause less environmental impact. • Minimize the production of waste materials by 3R (Reduce, Recycle and Reuse) approach. • Segregate and reuse or recycle all the wastes, wherever practical. • Prohibit burning of solid waste. • Collect and transport non-hazardous wastes to all the approved disposal sites. Vehicles transporting solid waste shall be covered with tarps or nets to prevent spilling waste along the route. • Train and instruct all personnel in waste management practices and procedures as a component of the environmental induction process. • Provide refuse containers at each worksite. • Request suppliers to minimize packaging where practicable. • Place a high emphasis on good housekeeping practices.

• Maintain all construction sites in a cleaner, tidy and safe condition and provide and maintain appropriate facilities as temporary storage of all wastes before transportation and final disposal. 10.4.2. Liquid Effluent

The sewage water generated in construction camp will be disposed through soak pits.

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10.5.1. Objective of Resettlement Policy Framework

This Resettlement Plan document describes the principles and approach to be followed in minimizing and mitigating negative social and economic impacts by the projects. The guidelines are prepared for addressing the issues limited to the project road for resettlement and rehabilitation of the Project Affected Persons (PAP’s). The resettlement policy for this project will be prepared in consultation with NHAI in accordance Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Settlement Act, 2013. The National Highways Act 1956 (as amended in 1997) and Land Acquisition Act 1894 with State Amendments will also be referred to finalize the Land Acquisition and entitlement framework for the PAPs. Broad elements and features of these policies have been studied their broad principles are given below. In appreciating this verity, the policy framework for this project intends the following: • Strengthen the capacity of the various institutions relevant to the project especially those implementing the project from the Government side, in terms of comprehension and practical execution of RAP and livelihood restoration. • Collate all the successful RAPs of similar projects in the State and build upon the State previous experiences and learnings. • Establish a grievance redressal Mechanism that will ensure that the issues of project affected people are heard and addressed, resulting in a fair and justified RAP. The policy framework stresses on the following key values: • The affected Community is involved from the initial phase; through community and stakeholder meetings, FGDs, which informs the people about the project and their views are noted. Information about compensation, land acquisition, loss of livelihood is shared in the preparation stage. • The consent of the community, especially the PAPs is compulsory for initiation of the survey and the project at large. • Inclusion is accentuate with the involvement of vulnerable and marginalized groups such as women, minority groups, artisans and others wherever present. • When displacement is inevitable, people affected will be assisted in measures that will better their current status of living without having to bear any cost. The socio-economic conditions of the PAPs must improve after project implementation. • Involuntary settlement should be avoided or minimized as far as possible. Caution to affect any Religious and traditional structures, habitations, sanctuaries will be taken, through alternate routes, if not possible, all customary measures adopted by the community to remove such structures will be respected and assisted at the relevant cost.

Ch apt er – 10 (Social & RR ) Page 10- 11 • Payment of compensation and assistance to PAPs will be ensured before the civil work of the project starts. • All land acquisition will be carried out after issuance of notifications for harvesting of crops. • Child labour will not be involved. • Women workers will be provided with gender friendly facilities on project site, and be paid equal wages for equal volume of work.

• Health Education focusing on HIV, STI’s at the project sites, labour camps, will be compulsory when the civil work starts. 10.5.2. National Highways Act (NH Act), 1956

In India, compensation for land acquisition and resettlement assistance for project-affected people are governed by the Land Acquisition Act, 1894 which has been amended from time to time. However, for the purpose of maintenance, sustenance and management of National Highways, a special act, The National Highways Act (NH Act), 1956 has been promulgated. Land acquisition in this project will be carried out under the NH Act, 1956. This Act provides for acquiring the land through "competent authority" which means any person or authority authorized by the Central Govt. by notification in the official Gazette to perform functions of the competent authority for such areas as may be specified in the notifications. For LA, the Act defines the various procedures as follows: (I) section 3A – intention of Central Govt. to acquire land, (ii) 3B - power to enter for survey, (iii) 3C - hearing of objections (iv) 3D - declaration of acquisition, (v) 3E - power to take possession, (vi) 3F - power to enter into the land where land has vested in the central government, (vii) 3G - determination of compensation and (viii) 3F - deposit and payment of the amount. The act requires that the processes must be completed within a year from 3A to 3D. Although NH act significantly reduces the timeframe for acquisition, the rules and principles of compensation have been derived from the LA Act of 1894. The National Policy covers only legal titleholders and provides for (i) market value of the land; (ii) additional amount for trees, crops, houses or other immovable properties; (iii) damage due to severing of land, residence, place of business . Limitation of the National Policy on Land Acquisition:

• National Policy does not include any non-titleholder with respect to entitlement matrix. • It provides compensation for the acquired properties & structures only. • It does not specify loss of income due to the acquisition of commercial establishment & agricultural land. • It does not provide Economic Rehabilitation Grant to any vulnerable category.

Ch apt er – 10 (Social & RR ) Page 10- 12 10.5.3. Entitlement Assistance & Benefits

Based on the above analysis of government provisions the broad resettlement principle for this project shall be the following:

• The involuntary resettlement and adverse impacts on persons affected by the project would be avoided or minimized as much as possible exploring viable alternative project design • Where it is not feasible to avoid resettlement, resettlement activities should be conceived and executed as sustainable development programs, providing sufficient investment resources to enable the persons displaced by the project to share in project benefits • Efforts should be made to improve their livelihoods and standards of living or at least to restore them, in real terms, to pre-displacement levels or to levels prevailing prior to the beginning of project implementation, whichever is higher • Displaced persons should be meaningfully consulted and should have opportunities to participate in planning and implementing resettlement programs • Replacement land shall be an option for compensation in the case of loss of land. In case of unavailability of replacement land, cash-for-land with compensation on replacement cost option will be made available to the PAPs • Compensation for loss of land, structures and other assets will be based on full replacement cost and will be paid before physical displacement of PAPs including transaction costs • In the event of necessary relocation, PAPs shall be assisted to integrate into host communities • All land acquisition for the project would be done as per RFCTLARRA, Act, 2013. Additional assistance would be provided to the PAPs for meeting the replacement cost of the property

• Compensation and all R&R assistance shall be disbursed except skill enhancement entitlements before initiating civil works 10.5.4. Entitlement Matrix

The Entitlement Matrix has been developed in accordance with the principles adopted and analysis of initial identification of project impacts. The Entitlement Matrix recognizes and lists various types of losses associated with the project and provides the basic tools and guidelines for preparation of compensation and resettlement packages. Table 12.4 below shows the entitlement matrix. The matrix is prepared as per the Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 2013 of the Government of India. In addition, State policy of Department of Revenue and Disaster Management, Rajasthan & Haryana Government for R&R and its amendments would also be referred while preparing the compensation.

Ch apt er – 10 (Social & RR ) Page 10- 13 Table 12.4: Entitlement Matrix

Type of loss Occupant of Unit of Entitlement Details of Entitlement property Entitlement Agricultural Title holder Household Compensation at a) Land for land, if available. Or Land Replacement cash compensation for the value and land at replacement cost, Assistance which will be determined by District Collector. b) If the compensation amount is less than the replacement cost mentioned above, the difference amount will be paid as Assistance. c) If the residual land is unviable for agriculture, PAPs shall have the following three options: • Compensation for affected land and continue on the remaining unaffected plot of land; or • If eligible person surrenders the residual plot, then compensation and assistance given for the entire plot of land; or • Replacement land, if so wished by eligible persons, subject to availability of land that is at least equally productive. d) Resettlement allowance of Rs. 50,000/- will be provided to those who do not get land for land, irrespective of the size of land. e) Subsistence Grant equivalent

Ch apt er – 10 (Social & RR ) Page 10- 14 to Rs. 3000/- (MAW; Minimum Agriculture Wage) per month for 6 months. f) In case of severance of cultivable land, an additional grant of 10% shall be paid over and above the amount paid for land acquisition. g) Four (4) months’ notice to harvest standing crops shall be given. However, if notice cannot be given then compensation for these crops shall be paid at market value Periodic Patta Assistance a) Land for land, if available; if Holder not, replacement value of land /Temporary as determined by District Village Pass Collector shall be given to land Holder owners / holders. b) Resettlement allowance of Rs.50,000/- will be provided to those who do not get land for land, irrespective of the size of land. c) Subsistence grant equivalent to Rs.3,000.00 per month (MAW) for 6 months. d) Four (4) months’ notice to harvest standing crops shall be given. However, if notice cannot be given then compensation for these crops shall be paid at market value.

Ch apt er – 10 (Social & RR ) Page 10- 15 Non- Titleholder Household Compensation for a) Replacement cost of structure Agricultural structure at at least Basic Schedule of land Replacement Rates (BSR) without (Homestead, Cost plus depreciation with a minimum Commercial assistance of Rs.1,50,000.00 and others) b) Two (2) months’ notice for removal of structure. c) In case of partially affected structures and the remaining structure continues to be viable, in such case an additional assistance equivalent 25% of replacement cost will be paid towards repair/restoration of structure d) Right to salvage materials from the demolished structure e) For the displaced eligible persons whose remaining structure is unviable, the following shall be payable • Subsistence grant of Rs.3,000/- per month for a period of twelve (12) months from the date of displacement • One time resettlement allowance of Rs.50,000/- • Transportation cost of Rs. 50,000.00 for shifting family, building materials, domesticated animals etc. • Lump sum Assistance of Rs.7,500/- for re-establishing other basic facilities such as electricity connection, water supply pipeline

Ch apt er – 10 (Social & RR ) Page 10- 16 • All fees, taxes and other registration charges incurred for the replacement structure f) Compensation in the form of residential /commercial plot at resettlement if so opted by 15 or more PAPs on payment and free of cost for vulnerable groups will be provided. The size of the plots will be equal to the area lost or minimum of 35m 2 for house and 15m 2 for shop. Loss of Titleholder/Pe Household Assistance a) Priority work opportunities in livelihood riodic Patta the project construction works. (losing holder/ b) Rs. 20,000/- towards commercial Village Pass vocational skill improvement unit . losing holder as per choice. The amount agricultural will cover daily stipend land and with equivalent to MAW for the balance land duration of training and shall below MEH) also cover costs towards boarding, lodging, transportation, etc. Additional Titleholder/Pe Household Assistance One time additional financial support to riodic assistance of Rs.25000/- as vulnerable Patta/Village Economic Rehabilitation Grant groups Pass holder towards income generation. Loss if Village Village Compensation at Replacement value for the Jhum/Fallow ‘replacement common property land value’ transferred/acquired shall be paid to Village Council and the amount will be utilized through participatory planning by the villagers within 6 months from date of release of payment. PIU shall monitor its utilization

Ch apt er – 10 (Social & RR ) Page 10- 17 Loss of Village Village Enhancement of Replacement /Restoration or common community augmentation of existing property resources infrastructure and provision of Resource additional infrastructure facilities based on identified need Loss of Village Village Alternate access Provision of access path(s), steps, Access footpaths at identified locations in consultations with community Temporary Affected Household Mitigation Unforeseen and temporary and entity measures in line impacts during construction will be unforeseen with principles of documented and dealt with on impacts. resettlement case by case basis through the policy framework GRM in accordance with the principles laid down in the resettlement policy framework Periodic Patta For Land Holder/ • Subsistence grant equivalent to Temporary Rs.3000 per month of MAW for Village pass 6 months Holder • 4 months’ notice to harvest standing crops/trees shall be given. However, if notice cannot be given then compensation for these crops shall be paid at market value For structure • Replacement cost for structure at latest Basic Schedule of Rates (BSR) without depreciation with a minimum of Rs.1,50,000/- • Two (2) months’ notice for removal of structure • Right to salvage materials • Lump sum Transportation cost of Rs.50,000/-

Ch apt er – 10 (Social & RR ) Page 10- 18 Loss of Owner/ Household Compensation Revenue Department or Special Plants/trees occupant Committee to determine the current cost. For perennial fruit bearing trees such as pineapples, jackfruits, etc, average productivity of such trees will be taken as 20 years. Loss of Cattle Owner/ Household Compensation Rs.600 per m 2 for thatched roof shed, poultry Occupant and Rs. 1000 per m 2 for GCI shed or any sheet roof (to be paid as per other shed for revised/latest available updated domestic basic schedule of rates for animals buildings). In case of non-revision, 10% premium per year will be added to the latest rate available. Loss of Tenant Household Assistance a) The amount of deposit or Residence/ advance paid by the tenant to Commercial the landlord or the remaining unit amount at the time of expropriation (this will be deducted from the payment to the landlord) b) Subsistence grant of Rs.3,000/- per month for a period of twelve (12) months from the date of displacement c) Lump sum shifting allowance of Rs. 15000/- Loss of Kiosk Owner/ Household Assistance a) Lump sum shifting allowance of Occupant Rs.7500/- b) Right to salvage materials from the existing structure Loss of Wage earner Household Assistance a) Economic Rehabilitation Grant employment equivalent to twenty-five (25) days of Minimum Agricultural Wages (MAW) per month for a period of three months.

Ch apt er – 10 (Social & RR ) Page 10- 19 b) Priority work opportunities in the project construction work c) Rs.20000/- towards vocational/skill improvement as per choice. Source: The Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 2013.

Chapter – 11 (Conclusion and Recommendation) Page 11-1

11.0 Conclusion and Recommendation

• The preliminary project study shows that, from engineering point of view the project is feasible for implementation. • The project has been proposed from Chautala (Km 0+000) to Rasisar Deshnok (km 250+563 ). • Total 250+563 Kms length has been proposed for new construction as the complete alignment is new • The land acquisition is required in entire package length due to new construction. The social and environmental issues for all the project roads are minimal. No major relocation of structures, rehabilitation and resettlement has been envisaged. The items proposed for improvement of the project roads are commonly used in the area. From engineering point of view, the project is viable and is proposed for implementation.

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