Volume - I Main Report

NATIONAL HIGHWAYS AUTHORITY OF INDIA (Ministry of Road Transport and Highways)

Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) section- Package-I (Design length 74.619 km) of Jodhpur Ring Road (In Principally declared NH) in the State of Rajasthan on Hybrid Annuity Mode under NHDP phase VII

VOLUME - I MAIN REPORT

SECTION I : DANGIYAWAS TO NAGAUR ROAD

FINAL PROJECT REPORT

OCTOBER - 2017 (R0) Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Table of Contents

TABLE OF CONTENTS

ES. EXECUTIVE SUMMARY ...... 1

ES.1 PROJECT BACKGROUND ...... 1 ES.2 EXISTING PROJECT FEATURES ...... 1 ES.3 PAVEMENT CONDITION ...... 2 ES.4 STRUCTURAL STRENGTH OF PAVEMENT ...... 3 ES.5 SUB GRADE INVESTIGATIONS ...... 3 ES.6 TOPOGRAPHIC SURVEYS ...... 5 ES.7 TRAFFIC SURVEYS AND ANALYSIS ...... 5 ES.8 DESIGN STANDARDS ...... 11 ES.9 IMPROVEMENT PROPOSALS ...... 11 ES.10 PAVEMENT DESIGN ...... 23 ES.11 IMPROVEMENT PROPOSAL FOR STRUCTURES ...... 24 ES.12 COST ESTIMATE ...... 25

CHAPTER – 1: OVERVIEW OF NHAI ORGANISATION ...... 1

1.1 INTRODUCTION ...... 1 1.1.1 History of NHAI Organization ...... 1 1.2 NATIONAL HIGHWAY DEVELOPMENT PROJECT (NHDP) ...... 3 1.2.1 Golden Quadrilateral (GQ) or Phase-I of NHDP ...... 4 1.2.2 North-South and East-West Corridors or Phase-II of NHDP ...... 5 1.2.3 NHDP Phase-III ...... 5 1.2.4 NHDP Phase IV ...... 5 1.2.5 NHDP Phase V ...... 5 1.2.6 NHDP Phase VI ...... 6 1.2.7 NHDP Phase VII ...... 6 1.3 PROJECT FINANCING...... 6 1.3.1 Through Budgetary allocations from Government of India (CESS) ...... 6 1.3.2 Loan assistance from international funding agencies ...... 6 1.3.3 Market borrowing ...... 6 1.3.4 Private sector participation...... 7 1.3.5 Special Purpose Vehicles (SPVs) ...... 7 1.3.6 Cost Recovery Mechanism ...... 7

CHAPTER – 2: PROJECT DESCRIPTION ...... 1

2.1 INTRODUCTION ...... 1 2.2 OBJECTIVES ...... 1 2.3 SCOPE OF SERVICES ...... 2 2.4 STAGES OF SUBMISSION ...... 3 2.5 STRUCTURE OF REPORT ...... 4 2.6 PROJECT AREA ...... 5 2.6.1 Location ...... 5 2.6.2 Terrain ...... 6 2.6.3 Land Use ...... 6 2.6.4 Alignment ...... 7 2.6.5 Existing Road Width ...... 7 2.6.6 Pavement Condition ...... 7

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2.6.7 Embankment Height ...... 7 2.6.8 Right of Way ...... 7 2.6.9 Junctions ...... 8 2.6.10 Utilities ...... 8 2.6.11 Rail Over Bridges (ROBs) ...... 9 2.6.12 Bridges and Cross Drainage Structures ...... 9 2.6.13 Religious Place...... 9 2.6.14 Drainage Pattern ...... 9 2.6.15 Truck lay-Bye ...... 9 2.6.16 Existing Toll Plaza ...... 9

CHAPTER 3.0: ADOPTED METHODOLOGY ...... 1

3.1 GENERAL ...... 1 3.2 BASIS ...... 1 3.3 COLLECTION OF AVAILABLE DATA ...... 1 3.4 SOCIO-ECONOMIC PROFILE ...... 1 3.5 TRAFFIC SURVEY, ANALYSIS AND PROJECTION ...... 1 3.6 ENGINEERING SURVEYS AND INVESTIGATIONS ...... 2 3.6.1 Reconnaissance and Alignment ...... 2 3.6.2 ROAD INVENTORY AND PAVEMENT INVESTIGATIONS ...... 2 3.6.3 Detailed Bridge Inventory and Condition Survey ...... 4 3.6.4 Topographic Surveys ...... 4 3.6.5 Geotechnical Investigations and Sub-Soil Exploration ...... 6 3.6.6 Material Investigations ...... 8 3.7 ENGINEERING DESIGN ...... 9 3.7.1 Geometric Design of Highway ...... 9 3.7.2 Rigid Pavement Design ...... 9 3.7.3 Flexible/Rigid Pavement Design ...... 9 3.7.4 Design of Structures ...... 10 3.7.5 Drainage Design ...... 10 3.7.6 Toll Plaza ...... 10 3.8 ENVIRONMENTAL AND SOCIAL SCREENING ...... 10 3.8.1 Environmental screening ...... 10 3.8.2 Secondary data collection ...... 11 3.8.3 Social Screening ...... 12 3.8.4 Social Impact Screening ...... 12 3.9 SCHEMES FOR DEVELOPMENT AND ASSESSMENT ...... 13 3.10 PRELIMINARY COST ESTIMATES ...... 13 3.11 ECONOMIC VIABILITY ...... 13 3.12 FINANCIAL VIABILITY ...... 14

CHAPTER – 4.0: SOCIO-ECONOMIC PROFILE ...... 1

4.1 INTRODUCTION ...... 1 4.2 PROJECT BACKGROUND ...... 2 4.3 PROJECT LOCATION ...... 2 4.4 MEETING ...... 3 4.5 SOCIAL AND DEMOGRAPHIC PROFILE OF RAJASTHAN ...... 4 4.6 ECONOMIC PROFILE ...... 6

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CHAPTER 5.0: ENGINEERING SURVEYS, INVESTIGATIONS & ANALYSIS ...... 1

5.1 GENERAL ...... 1 5.2 INVENTORY AND CONDITION SURVEY OF ROAD AND PAVEMENT ...... 1 5.2.1 Road Inventory ...... 1 5.2.2 Pavement Condition Survey ...... 9 5.3 TOPOGRAPHIC SURVEYS ...... 11 5.4 STRUCTURAL EVALUATION OF PAVEMENT ...... 12 5.5 PAVEMENT COMPOSITION AND SUBGRADE INVESTIGATIONS...... 13 5.5.1 Methodology (Test Pits) ...... 13 5.5.2 Pavement Composition ...... 13 5.5.3 In situ-density and moisture content ...... 13 5.5.4 Characterization of Sub-grade ...... 15 5.6 MATERIAL INVESTIGATION ...... 16 5.6.1 General ...... 16 5.6.2 Objectives and Information Sources ...... 16 5.6.3 Material for Embankment and Sub grade ...... 16 5.6.4 Stone Aggregates ...... 19 5.6.5 Quarries for Natural Sand ...... 19 5.6.6 Availability of Bitumen, Steel, Cement and other Materials ...... 20 5.7 INVENTORY AND CONDITION SURVEYS FOR STRUCTURES ...... 23 5.7.1 General Condition of Bridges ...... 23 5.7.2 General Condition of Culverts ...... 25

CHAPTER 6 - TRAFFIC SURVEYS AND ANALYSIS ...... 1

6.1 INTRODUCTION ...... 1 6.2 OBJECTIVE AND SCOPE OF SERVICES ...... 1 6.3 THE PROJECT CORRIDOR ...... 1 6.4 TRAFFIC STUDIES ...... 3 6.5 TRAFFIC INTENSITY ...... 4 6.5.1 Classified Traffic Volume Counts ...... 4 6.5.2 Average daily traffic (ADT) ...... 5 6.5.3 Annual Average Daily Traffic (AADT) ...... 7 6.5.4 Daily variation of traffic volume ...... 8 6.5.5 Hourly Variation of Traffic in Vehicles ...... 10 6.5.6 Directional Distribution ...... 11 6.5.7 Peak hour traffic ...... 11 6.5.8 Traffic Composition ...... 11 6.6 TRAVEL PATTERN ...... 13 6.6.1 Origin Destination Survey ...... 13 6.6.2 Zoning System...... 14 6.6.3 Expansion factors and development of O – D matrices ...... 16 6.6.4 Travel pattern and characteristics ...... 22 6.6.5 State Share ...... 28 6.6.6 Lead distribution ...... 29 6.6.7 Commodity Groups and Analysis ...... 30 6.7 TURNING MOVEMENT SURVEY ...... 33 6.8 SPEED DELAY SURVEY ...... 34

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CHAPTER 7 - TRAFFIC DEMAND AND TOLL REVENUE estimate ...... 1

7.1 INTRODUCTION ...... 1 7.2 METHODOLOGY FOR TRAFFIC GROWTH RATE ESTIMATION ...... 1 7.3 REGIONAL INFLUENCE ...... 1 7.4 PAST VEHICLE REGISTRATION DETAILS ...... 2 7.5 PAST GROWTH OF ECONOMY ...... 2 7.6 TRANSPORT DEMAND ELASTICITY ...... 4 7.7 PROJECTED TRANSPORT DEMAND ELASTICITY ...... 4 7.8 PERSPECTIVE GROWTH: STATES’ AND NATIONAL ECONOMIES ...... 5 7.9 PROJECTED TRAFFIC GROWTH RATES ...... 6 7.10 TOLL PLAZAS ...... 7 7.11 COMPETING / ALTERNATE ROUTES ...... 9 7.12 TOTAL TRAFFIC PROJECTION ...... 5 7.12.1 Diverted Traffic ...... 5 7.12.2 Induced Traffic ...... 14 7.12.3 Total Traffic ProjectionS ...... 14 7.13 CAPACITY ANALYSIS ...... 16 7.14 DISCOUNTS ...... 17 7.15 TOLL REVENUE ESTIMATES ...... 5

CHAPTER 8.0. PRELIMINARY ENVIRONMENTAL ASSESSMENT ...... 7

8.1 PROJECT BACKGROUND ...... 7 8.2 PROJECT ROAD ...... 7 8.3 PROJECT AREA ...... 7 8.4 PROJECT PROPONENT ...... 8 8.5 NEED OF THE PROJECT AND BENEFITS ASSOCIATED ...... 8 8.6 SCOPE OF PRELIMINARY ENVIRONMENTAL IMPACT ASSESSMENT STUDY ...... 8 8.6.1 Methodology ...... 8 8.6.2 Approaches to Study ...... 9 8.6.3 Steps in Study Process ...... 9 8.6.4 Reconnaissance / Onsite Study ...... 9 8.6.5 Analysis of data and screening exercise ...... 10 8.6.6 Field Study / Monitoring / Laboratory Analysis for Generation of Primary Data ...... 10 8.7 PROJECT DESCRIPTION ...... 10 8.7.1 Existing Feature of Road ...... 10 8.7.2 Proposed Features Of Road ...... 12 8.8 LEGISLATIVE FRAMEWORK ...... 14 8.8.1 Environment Legislation - India ...... 14 8.9 BASELINE ENVIRONMENT SCENARIO ...... 19 8.9.1 Jodhpur District ...... 19 8.9.2 Study Area ...... 19 8.9.3 Data Collection ...... 19 8.9.4 Secondary Data ...... 19 8.9.5 Primary Data ...... 19 8.9.6 Physical Environment ...... 19 8.9.7 Biological Environment ...... 26 8.10 STAKEHOLDER CONSULTATION ...... 31 8.11 POTENTIAL ENVIRONMENTAL IMPACTS...... 31 8.12 MITIGATION AND ENHANCEMENT MEASURES ...... 32

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8.13 INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL MANAGEMENT PLAN ...... 35 8.14 ENVIRONMENTAL BUDGET ...... 35

CHAPTER 9.0: DESIGN STANDARDS ...... 1

9.1 GENERAL ...... 1 9.2 TERRAIN CLASSIFICATION ...... 1 9.3 GUIDING PRINCIPLES ...... 2 9.4 TRAFFIC DESIGN ...... 2 9.4.1 General ...... 2 9.4.2 Definitions and Concepts ...... 2 9.4.3 Speed Flow Relationship (Clause 4.1, IRC: 64 – 1990) ...... 3 9.4.4 Recommended design service volumes for two lane ...... 4 9.4.5 Recommended Design Service Volume for Multilane Road /Four lane Road ...... 5 9.4.6 Free Flow Speed ...... 5 9.4.7 Standards for At-Grade Intersections ...... 5 9.4.8 Traffic Signs, Road Markings and Other Furniture (IRC-67, IRC-35) ...... 5 9.4.9 Capacity Standards ...... 6 9.4.10 Traffic Safety Measures ...... 6 9.5 INDICATIVE DESIGN STANDARD’S FOR HIGHWAYS ...... 6 9.6 DESIGN SPEED ...... 8 9.7 CROSS-SECTIONAL ELEMENTS ...... 8 9.7.1 Right of Way (RoW) ...... 8 9.7.2 Lane Width ...... 8 9.7.3 Paved Shoulder ...... 8 9.7.4 Earthen Shoulder ...... 9 9.7.5 Median ...... 9 9.7.6 Median Openings ...... 9 9.7.7 Service Road ...... 9 9.7.8 Slope Protection ...... 9 9.7.9 Sight Distance ...... 9 9.8 HORIZONTAL ALIGNMENT ...... 10 9.8.1 Radii of Curve ...... 10 9.8.2 Super - Elevation ...... 10 9.8.3 Transition (spiral) Curves ...... 11 9.8.4 Widening of Carriageway on Curves ...... 11 9.9 VERTICAL ALIGNMENT ...... 11 9.10 VERTICAL CURVES ...... 12 9.11 VERTICAL CLEARANCE ...... 12 9.12 CROSS-FALL (Pavement Camber)...... 12 9.13 GEOMETRIC DESIGN CONTROL...... 13 9.14 ROADWAY WIDTH AT CROSS-DRAINAGE STRUCTURES ...... 13 9.14.1 Culverts ...... 13 9.15 DESIGN STANDARDS FOR STRUCTURES...... 13 9.15.1 General ...... 13 9.15.2 Cross-sectional Elements ...... 13 9.15.3 Specification for Material...... 14 9.15.4 Loads and Forces to be considered in Design ...... 15 9.16 EMBANKMENTS ...... 19 9.16.1 Side Slopes ...... 19 9.17 ROAD SIDE DRAINAGE ...... 19

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9.18 HIGHWAY SIGNS ...... 20 9.19 ROAD MARKINGS ...... 20 9.20 WAY SIDE AMENITIES ...... 20 9.20.1 Pick-up Bus Stops ...... 20 9.20.2 Parking Areas ...... 20 9.20.3 Rain Water Harvesting ...... 20 9.20.4 Rest Areas ...... 21 9.20.5 Weighing Stations ...... 21 9.20.6 Truck lay-bye...... 21 9.20.7 Arboriculture and Landscaping ...... 21 9.20.8 Toll Plaza ...... 21 9.21 PAVEMENT DESIGN ...... 22 9.21.1 General ...... 22 9.21.2 Axle Load Scenario ...... 22 9.21.3 Flexible Pavement Design ...... 23 9.22 DESIGN CONSIDERATIONS ...... 23 9.22.1 Design Life...... 23 9.22.2 Design Traffic ...... 24 9.22.3 Adoption of Vehicle Damage Factors ...... 24 9.22.4 New Pavement ...... 24 9.22.5 Pavement Drainage ...... 25 9.22.6 Dry Lean Concrete ...... 25 9.22.7 Pavement Quality Concrete (PQC) ...... 26 9.23 SPECIFICATIONS ...... 26 9.24 ENVIRONMENTAL AND SOCIAL ASSESSMENT ...... 26 9.25 CROSS-SECTIONAL ELEMENTS ...... 26

CHAPTER 10 - IMPROVEMENT PROPOSAL ...... 1

10.1 INTRODUCTION ...... 1 10.2 GEOMETRIC IMPROVEMENTS ...... 1 10.3 SCHEME OF WIDENING ...... 2 10.4 GRADE SEPARATED STRUCTURES ...... 6 10.5 INTERSECTION PROPOSALS ...... 7 10.6 LONGITUDINAL DRAINS ...... 9 10.7 BUS BAY WITH BUS SHELTERS AND BUS SHELTER ...... 11 10.8 TRUCK LAY-BYES ...... 12 10.9 TOLL PLAZAS ...... 13 10.10 ROAD MARKINGS ...... 13 10.11 ROAD SIGNS ...... 13 10.12 GUARD POST ...... 13 10.13 CRASH BARRIER ...... 13 10.14 PROPOSALS FOR STRUCTURES ...... 14 10.14.1 MAJOR BRIDGES ...... 14 10.14.2 Minor Bridges ...... 14 10.14.3 Flyover and VUP ...... 15 10.14.4 LVUP ...... 16 10.14.5 ROB...... 16 10.14.6 Culverts ...... 16 10.15 PROPOSED RIGHT OF WAY ...... 20

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CHAPTER 11.0: PAVEMENT DESIGN ...... 1

11.1 GENERAL ...... 1 11.2 HOMOGENOUS SECTIONS FOR PAVEMENT DESIGN ...... 1 11.3 VEHICLE DAMAGE FACTOR ...... 1 11.4 PAVEMENT DESIGN ...... 2 11.5 RECONSTRUCTION STRETCHES ...... 3 11.6 DESIGN OF RIGID PAVEMENT ...... 3 11.7 DESIGN OF FLEXIBLE PAVEMENT ...... 4

CHAPTER 12.0: COST ESTIMATE ...... 1

12.1. INTRODUCTION AND ASSUMPTIONS ...... 1 12.2. ADOPTION OF UNIT RATES ...... 1 12.2.1. Based on rate analysis ...... 1 12.2.2. Based on market rates ...... 1 12.3. BILL OF QUANTITIES FOR CIVIL WORKS ...... 1 12.4. COSTING FOR SAFETY DEVICES ...... 1 12.5. COST OF R & R ...... 1 12.6. COST OF ENVIRONMENTAL MITIGATION PLAN...... 1 12.7. ANY OTHER ASSOCIATED COST ...... 2 12.8. TOTAL COST ESTIMATES ...... 2

CHAPTER 13.0: Economic And Financial Analysis...... 1

13.1 ECONOMIC ANALYSIS ...... 1 13.1.1 Investment Appraisal ...... 1 13.1.2 "Without Project" alternative ...... 1 13.1.3 "With Project" alternative ...... 1 13.1.4 HDM Model Input Data ...... 1 13.1.5 Project Costs ...... 4 13.2 FINANCIAL ANALYSIS for Hybrid annuity mode ...... 10 13.2.1 General ...... 10 13.2.2 Key assumptions ...... 10 13.2.3 Total Project Cost (Calculated) ...... 11 13.2.4 Completion Cost ...... 11 13.2.5 Financial Indicators ...... 13 13.2.6 Conclusion ...... 13

CHAPTER 14.0: CONCLUSIONS AND RECOMMENDATIONS ...... 1

14.1 CONCLUSIONS AND recommendations ...... 1

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LIST OF TABLES

Table ES.1: Summary of Pavement Condition ...... 2 Table ES.2: Laboratory Test Results of Borrow Soil Samples ...... 4 Table ES.3: Traffic Survey Locations ...... 5 Table ES.4: AADT...... 6 Table ES.5: AADT...... 8 Table ES.6: Projected total traffic for Most Likely Scenario ...... 9 Table ES.7: Design Service Volume Standards for four lane facility ...... 10 Table ES.9 Service Roads/Slip Roads ...... 14 Table ES.10 Locations for RCC drains ...... 18 Table ES.11: Proposed Grade Separated Structures ...... 20 Table ES.12: Proposed Truck Laybys ...... 22 Table ES.13: Proposed Toll Plazas...... 23 Table ES.14: List Major Bridges ...... 24 Table ES.15: List of Minor Bridges ...... 24 Table ES.16: List of Proposed ROB’S ...... 25 Table ES.17: Summary of Cost Estimate (Dangiywas to Nagaur Road 74.619 in length proposed)...... 26 Table 2-1: List of Public Facilities ...... 6 Table 2-2: Carriageway Details ...... 7 Table 2-3: Pavement Condition of stretches ...... 7 Table 2-4: List of Major Junctions ...... 8 Table 2-5: List of Religious Structures ...... 9 Table 5.1: Terrain ...... 2 Table 5.2: Land Use Pattern...... 2 Table 5.3: Details of Curves on existing alignment...... 2 Table 5.4: Villages/Towns along Project Road ...... 3 Table 5.5: Carriageway widths ...... 3 Table 5.6: Junction Details ...... 4 Table 5.7: List of Utilities ...... 7 Table 5.8: Locations of Petrol Pumps along the stretch ...... 8 Table 5.9: Yardstick for Pavement Condition ...... 10 Table 5.10: Summary of Pavement Condition Survey ...... 11 Table 5.11 Observed characteristic deflection ...... 12 Table-5.12 Method of Testing ...... 15 Table 5.13 Details of Borrow area along Project Road ...... 16 Table 5.14 Test Results of Borrow Area Subgrade ...... 18 Table 5.15 Details of Stone aggregates Quarries ...... 19 Table 5.16 Details of Natural Sand Sources ...... 19 Table 5.17 Summary of Laboratory Test Results for Natural Sand ...... Error! Bookmark not defined. Table 5.18 Summary of Structures ...... 26 Table 6-1a: Homogeneous Section ...... 1 Table 6-1b: Traffic surveys schedule ...... 3 Table 6-2: Vehicle Classification and PCU Factors Used in the Study ...... 4 Table 6-3: Average Daily Traffic ...... 5 Table 6-4: Seasonal factors ...... 7 Table 6-5: Annual Average Daily Traffic ...... 7 Table 6-6: Day factors and maximum variations ...... 9 Table 6-7: Directional split ...... 11 Table 6-8: Peak hour flow and factor ...... 11 Table 6-9: Traffic composition of All Vehicles ...... 11

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Table 6-10: Traffic Composition of Tollable Vehicles ...... 12 Table 6-11: Sample size of OD survey ...... 13 Table 6-12: Adopted zoning system ...... 14 Table 6-13: Zones with maximum influence on each mode ...... 22 Table 6-14: Distribution of Trips (%) ...... 28 Table 6-15: Trip Length Distribution of Passenger Vehicles in % ...... 29 Table 6-16: Trip Length Distribution of Commercial Vehicles in % ...... 29 Table 6-17: Classification of Commodities ...... 30 Table 6-18: Commodity Distribution (%) at Jhalamand and Keroo ...... 31 Table 6-19: Commodity Distribution (%) at Netra and Banar ...... 31 Table 6-20: Commodity Distribution (%) at Kudi ...... 32 Table 6-21: Average Commodity distribution ...... 33 Table 6-22: Intersection Traffic Projections ...... 33 Table 6-23: Intersection Traffic Projections ...... 34 Table 7-1: Regional Influence (%) ...... 1 Table 7-2: Past vehicle registration data of influencing states...... 2 Table 7-3: Economic indices of states and India at constant prices (2004 - 05) ...... 3 Table 7-4: Observed transport demand elasticity values and traffic growth ...... 4 Table 7-5: Projected transport demand elasticity values ...... 5 Table 7-6: Projected growth rates of indicators ...... 6 Table 7-7: Estimated & Recommended Traffic growth rates (%) ...... 6 Table 7-8a: Proposed toll plaza details as per Design Chainage ...... 7 Table 7-8b: Proposed Structures ...... 7 Table 7-9: Toll Rates Adopted (in Rs) ...... 8 Table 7-10: Toll Rates in Year 2016-17 (in Rs) ...... 8 Table 7-11: Past WPI ...... 9 Table 7-12: Project Road vs Alternate route ...... 1 Table 7-13: Diversion Curve Equations ...... 5 Table 7.14a: Vehicle Operating Cost (Rs.) – Alternate Route-1 ...... 6 Table 7.14b: Value of Time (Rs.) – Alternate Route-1 ...... 6 Table 7.14c: Toll Rates (Rs.) – Alternate Route-1 ...... 6 Table 7-14d: Generalized cost on Alternate route-1 and project road (in Rs.) ...... 7 Table 7-14e: Potential traffic diversion on Project Road (in %) – Alternate Route-1 ...... 7 Table 7.15a: Vehicle Operating Cost(Rs.) – Alternate Route-2 ...... 7 Table 7.15b: Value of Time (Rs.) – Alternate Route-2 ...... 8 Table 7.15c: Toll Rates (Rs.) – Alternate Route-2 ...... 8 Table 7-15d: Generalized cost on Alternate route-2 and project road (in Rs.) ...... 8 Table 7-15e: Potential traffic diversion on Project Road (in %) – Alternate Route-2 ...... 9 Table 7.16a: Vehicle Operating Cost(Rs.) – Alternate Route-3 ...... 9 Table 7.16b: Value of Time (Rs.) – Alternate Route-3 ...... 9 Table 7.16c: Toll Rates (Rs.) – Alternate Route-3 ...... 10 Table 7-16d: Generalized cost on Alternate route-3 and project road (in Rs.) ...... 10 Table 7-16e: Potential traffic diversion on Project Road (in %) – Alternate Route-3 ...... 10 Table 7.17a: Vehicle Operating Cost (Rs.) – Alternate Route-4 ...... 11 Table 7.17b: Value of Time (Rs.) – Alternate Route-4 ...... 11 Table 7.17c: Toll Rates (Rs.) – Alternate Route-4 ...... 11 Table 7-17d: Generalized cost on Alternate route-4 and project road (in Rs.) ...... 12 Table 7-17e: Potential traffic diversion on Project Road (in %) – Alternate Route-4 ...... 12 Table 7-18: Final diverted traffic to Project Road (Scenario-1) ...... 12 Table 7-19: Final diverted traffic to Project Road (Scenario-2) ...... 13 Table 7-20: Projected total traffic for Most Likely Scenario – Scenario-1 ...... 15

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Table 7-20b: Projected total traffic for Most Likely Scenario – Scenario-2 ...... 16 Table 7.21a: Design Service Volume Standards for four lane facility ...... 17 Table 7.21b: Capacity Augmentation ...... 17 Table 7-22: Tollable Components ...... 18 Table 7.23a: Projected Tollable Traffic at TP-1_Scenario 1 ...... 1 Table 7.23b: Projected Tollable Traffic @TP-2_Scenario 1 ...... 2 Table 7.24a: Projected Tollable Traffic at TP-1 _Scenario 2 ...... 3 Table 7.24c: Projected Tollable Traffic at TP-2 _Scenario 2 ...... 4 Table 7-24a: Annual Toll Revenue Estimation (Rs. in Crores) Scenario-1 ...... 5 Table 7-24b: Annual Toll Revenue Estimation (Rs. in Crores) Scenario-2 ...... 5 Table 10-1: Adopted Widening Scheme ...... 2 Table 10-2A: List of Grade Separators ...... 6 Table 10-2B: List of Light Vehicular Underpass ...... 7 Table 10-4: Lists of Minor Intersections ...... 7 Table 10-5: Bus bays with Bus Shelter and Bus Shelters ...... 11 Table 10-6: Location of truck lay-byes ...... 12 Table 10-7: Location of Toll-Plazas ...... 13 Table 10-8: Summary of Proposed Structures ...... 14 Table 10-9: Existing Major Bridges ...... 14 Table 10-10: Minor Bridge- Widening ...... 14 Table 10-11: Minor Bridge- New construction ...... 14 Table 10-12: List of Flyovers and VUP ...... 15 Table 10-13: List of LVUPs ...... 16 Table 10-14: List of ROB’S ...... 16 Table 10-17: List of Additional Culverts ...... 16 Table 10-18: List of Culverts for Reconstruction ...... 18 Table 10-20 Proposed ROW Details ...... 20 Table 11-1 Homogenous Sections ...... 1 Table 11-2 VDF Calculated ...... 2 Table 11-3 Commercial Vehicle Traffic ...... 2 Table 11-4 MSA Adopted ...... 2 Table 11-5 Proposed Rigid Pavement Design ...... 3 Table 11-6 Recommended Rigid Pavement Design ...... 4 Table 11.7: Proposed thickness for Proposed Service Roads ...... 4 Table 12.1 Abstract of Cost Estimate ...... 3 Table 13-1: General Inputs for HDM Model ...... 2 Table 13-2: HDM Input Basic data ...... 3 Table 13-3: Condition of Project Road ...... 3 Table 13-4: HDM Input Geometry of Project Road ...... 3 Table 13-5: HDM Input: Road Sections – Pavement Condition of Project Road ...... 3 Table 13-6: Suggested Capacities for Plain/Rolling Terrain (PCU/Hr) ...... 4 Table 13-7: Project cost taken in analysis (in Rs.) ...... 5 Table 13-8: Percentage Distribution of Cost ...... 5 Table 13-9: Annual operation and Maintenance Cost ...... 5 Table 13-10: Vehicle Characteristics, Utilization Data and Economic Unit Costs ...... 7 Table 13-11: Summary of NPV and EIRR of Project Road ...... 8 Table 13.12: Development Phasing Considered for the Project ...... 10 Table 13.13: Tax Rates Considered for the Project ...... 11 Table 13.14: Total Project Cost of the Project ...... 11 Table 13.15: Completion Cost of the Project ...... 12

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ES. EXECUTIVE SUMMARY

ES.1 PROJECT BACKGROUND

Jodhpur Ring Road/Bypass was identified under NHDP Phase-VII on the condition that State Govt. provides entire land free of cost. Hon’ble Minister, RTH&S during his programme at Jodhpur on 22.06.2015, announced construction of Jodhpur Bypass by four laning of existing BRO bypass. Accordingly, Ministry vide letter No. NH-14014/184/2015-P&M dated 10.06.2016 has informed that Hon’ble Minister (RTH&S) has approved “In-Principle” declaration of Jodhpur Bypass from Km 283.500 on NH-65 – Jajiwal Banar (Km 110 on NH-112) – Existing NH-112 from Banar to Km 96 of NH-112 near SLBS Engg college) – Km 315 on NH-65 (along Dangiyawas Bypass) – upto junction with NH 114 near Barli at Km 17.00 (length 88.50 kms). It has also been approved by Hon’ble Minister (RTH&S) to assign work for development of Jodhpur Bypass to NHAI.

RO-Jaipur vide its letter dated 09.05.2016 has intimated that the above alignment was also discussed in the meeting with Hon’ble Minister, PWD Rajasthan on 30.04.2016 during his stay at Jodhpur, in which it was proposed that 32 km of JDA and 43 km of BRO Bypass, in which 60m ROW is available, may become part of alignment of Ring Road. Further, for the rest stretch of Nagaur Road to Jaipur Road, NHAI may finalize the alignment so that Banar could be avoided because it is a market place and very much crowded and is a part of inner Jodhpur city.

Accordingly, as per techno-economic studies, alignment of Jodhpur Ring Road/Bypass has been finalized in consultation with NHAI and public representatives from Jajiwal (Km 283.500 on NH-65) – Dangiawas (Km 96 of NH-112 near SLBS Engg college) – Km 315 on NH-65 (along Dangiyawas Bypass) – upto junction with NH 114 near Barli at Km 17.00 (length 88.50 kms)- Keru – Jajiwal. Accordingly following documents for SFC proposal of Package 1 i.e. 4 laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) section- (Design length 74.619 km) on Hybrid Annuity Mode are submitted in which 60 mtr. ROW is available in the entire stretch except in existing km. 16.700 to 18.560 of NH-114 in 1.860 km. length where 45 mt. ROW is available.

ES.2 EXISTING PROJECT FEATURES

The project road is located in Jodhpur district in the State of Rajasthan. Project road is connecting to various National Highways such as NH-25, NH-62, NH-125 and also various State Highways acts as an entry & exit to Jodhpur city. Section I of ring road consists of three stretches, first stretch from Dangiywas to Barli Junction (called BRO Road) about km 43.300, second stretch of NH-125 from km 16.700 to 19.700 from Barli to Keru and third stretch Keru to Nagaur road is about 29.619 km in length.

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The existing carriageway width is 7.0 m from Nagaur Road Dangiywas to Barli junction earthen shoulders of width varying from 1.0 m to 1.5 m is also observed. Paved shoulders of width Keru 1.5 m are found in stretch from Barli to Keru. Dangiywas

The existing ROW is 60.00 m from km 0.00 to 43.300. ROW of 45.00 m is available for km 16.700 to 19.700 i.e. Barli to Keru. Figure ES.1 Project Key Map

The existing junctions are not up to IRC standards. The land from Keru to Nagaur section will be transferred to NHAI by JDA.

The project stretch Dangiywas to Keru is having one major bridge, one ROB on Jodhpur to Pali railway line, two minor bridges, and fifty slab culverts. Major and minor bridges are having RCC solid slab type superstructure and with open foundation. The slab culverts are generally in poor working condition, structural strength also deteriorated due to exposure of reinforcement.

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ES.3 PAVEMENT CONDITION

Table ES.1: Summary of Pavement Condition

Description Length (km) % of Total Length Good 14.000 30.17 Fair 13.100 28.23 Poor 19.300 41.59 Total 46.300 100.00

The existing pavement is in good condition for 30.17% of length, fair condition in 28.23% and poor condition in 41.59 % of the project length. The existing shoulders are in poor condition. The summary of pavement condition is given in Table ES.1.

ES.4 STRUCTURAL STRENGTH OF PAVEMENT

The structural strength of existing flexible pavement was evaluated using a Benkelman Beam method in accordance with the procedure given in IRC 81-1997. The characteristic deflection values are varying from 0.5 to 1.881.

ES.5 SUB GRADE INVESTIGATIONS

Sub-grade investigations are carried out by making the test pits along the project highway. The collected the samples were tested in laboratory to determine subgrade properties.

The wearing of course of existing highway is varies from 60-100 mm; base course is varying from 100- 250 mm. The sub-base is found intermittently in 10% length with average thickness of 200mm. The overall thickness of pavement is in the range of 300-530 mm.

The analysis of existing sub-grade material shows, the CBR values are in the range of 7-9% and the borrow soil also has CBR of 8-10%. Table ES.2 gives the test results of borrow materials.

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Consultancy services for Preparing of Project Report for Jodhpur Ring Road Final Project Report In the State of Rajasthan Executive Summary

Table ES.2: Laboratory Test Results of Borrow Soil Samples

ATTERBERG'S

MECHANICAL PROPERTIES

LIMITS

DENSITY (%)

(%)

) MM

C (%)

(%)

MOISTURE MM

DRY

SR.

IS /C VALUE UPTO

(%) (%) LOCATION G (%) ( INDEX (%) 0.002

NO. INDEX

(%)

SOAKED

LIMIT (CHAINAGE NO.) (%)

LIMIT

CBR FREESWELL

0.002 MM SIZE 0.075

CONTENT CLASSIFICATION SILT CLAY SAND THAN

4.75 OPTIMUM – 4.75 MAXIMUM - 0.075 LIQUID GRAVEL PLASTIC LESS PLASTICITY 1. Aranji Borrow 16 60 -24- - NP - SM 2.06 6.20 -- 10.9 2. Mathania Borrow 18 44 -38- 33 18 15 SC 2.01 8.70 22.0 10.2 3. Manklavo Borrow 32 53 -15- - NP - SM 2.08 7.65 -- 11.5 4. Banad to Jajival Borrow 39 40 -21- - NP - SM 2.15 7.40 -- 13.5 5. Rajwa Borrow 58 25 -17- - NP - GM 2.12 6.15 -- 17.3 6. Lordi Borrow 0 41 -59- - NP - ML 1.79 9.55 -- 5.2 7. Sangariya Borrow 0 59 -41- - NP - SM 1.92 7.40 -- 7.5 8. 18+300 Borrow 0 72 -28- - NP - SM 1.90 6.55 -- 6.8 9. 282+500 Borrow 61 35 -04- - NP - GM 2.14 6.20 -- 18.4 137+000 NH-25 (NH-112) 10. 33 43 -24- - NP - SM 2.04 6.85 -- 10.8 Borrow

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ES.6 TOPOGRAPHIC SURVEYS

Topographic surveys were carried out from in the month of December 2016 and January 2017. Survey has been carried out using DGPS & Total Station.

ES.7 TRAFFIC SURVEYS AND ANALYSIS

For traffic surveys and analysis, the project road has been divided into four homogenous sections based on the traffic flow pattern:

The following traffic studies have been carried out:

1. Classified traffic volume counts for 7 days and 24 hours duration 2. Turning movement count survey 3. Origin and Destination survey 4. Turning movement survey

The traffic volume survey along the project road has been carried out in month of December 2016. The seasonal correction factor has been applied for converting ADT to AADT.

Table ES.3: Traffic Survey Locations

Type of Sl. No. Name of the location/km Type of Road No of Days survey Km 20.500_Jhalamand Ring Road 7 Km 318.000_Kudi NH-62 3 Classified Km 39.400_Chokha Village Ring Road 3 1 Volume Km 23.540_Keroo NH-125 3 Count Netra Village NH-62 3 Km 90.200_Bilaspur NH-25 3 Km 110.000_Banar NH-25 3 Km 20.500_Jhalamand Bypass 24 Hour Km 23.540_Keroo NH-125 24 Hour O & D 2 Netra Village NH-62 24 Hour survey Km 110.000_Banar NH-25 24 Hour Km 318.000_Kudi NH-62 24 Hour Nandara Kalan @ km 9.950 Ring Road 24 Hour Jhalamand @ km 21.400 Ring Road 24 Hour 3 TMC DPS Circle @ km 26.700 Ring Road 24 Hour Dali Bai Circle @ km 34.000 Ring Road 24 Hour Gopal Bari Circle @ km 35.400 Ring Road 24 Hour

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Table ES.4: AADT

Km Km Km Km Nitra Km Km 20.500_Jhal 318.000_ Mode of Vehicle 39.400_R 23.540_Kero Village_ NH- 90.200_Bilaspur 110.000_Banar_N amand_Rin Kudi_NH ing Road o_NH-125 62 _NH-25 H-25 g Road -62 Car / Jeep / Van 2162 5874 2676 2232 2255 3463 2000 (Private) Car / Jeep (Taxi) 110 514 199 414 218 429 324 Shared Jeep 110 303 115 21 41 160 288 Mini Bus 16 59 39 24 17 35 36 School. Bus 26 161 25 10 10 16 58 3 184 51 44 137 187 282

Govt. Bus Pvt. Bus 37 401 172 259 328 280 298 Maxx/Pick-Up 660 916 638 695 447 1069 613 LCV (4 tyre) 171 245 79 71 89 269 159 LCV (6 tyre) 230 245 364 55 153 341 147

Tollable vehicles Tollable 2 Axle 705 941 1200 323 622 946 559 3 Axle 821 780 617 205 676 805 507 MAV (4 to 6 Axles) 1156 682 780 135 920 888 490 MAV (> 6 Axles) 0 0 0 0 0 0 0 Others 9 19 6 1 2 3 11 Total vehicles 6216 11324 6961 4489 5915 8891 5772 Total PCUs 13686 18986 14083 6722 12818 16800 11105 Non – Tollable Traffic (nos)

3 Wheeler 157 189 141 42 13 49 92 2 Wheeler 4674 4953 3499 2606 1330 3096 2531 Non Agriculture Tractor 31 33 16 12 28 20 23 Tollable Tollable vehicles Agri Tractor with 173 108 145 87 26 63 91

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Km Km Km Km Nitra Km Km 20.500_Jhal 318.000_ Mode of Vehicle 39.400_R 23.540_Kero Village_ NH- 90.200_Bilaspur 110.000_Banar_N amand_Rin Kudi_NH ing Road o_NH-125 62 _NH-25 H-25 g Road -62 Trailer Cycle 40 81 27 1 5 12 67 Cycle Rickshaw 3 8 1 0 0 0 6 Animal Drawn Cart 0 3 1 1 0 0 13 Toll Exempted Car 20 83 66 47 17 82 32

Toll Exempted Bus 3 20 20 14 13 8 8 Toll Exempted LCV 3 3 9 6 1 3 10 Vehicles Toll Exempted

Toll Exempted 86 5 240 15 0 5 18 Truck Total Non-Tollable 5190 5486 4165 2831 1433 3338 2891 (Nos.) Total Non-Tollable 3637 3438 3448 1904 897 2042 2050 Total (PCUs) Grand Total (Nos.) 11406 16810 11126 7320 7348 12229 8663 Grand Total (PCUs) 17323 22424 17531 8626 13715 18842 13155

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Diversion analysis has been carried out to estimate the present and future traffic on the ring road.

The estimated commercial traffic on the ring road for year 2016-2017, with assumption that no commercial traffic allowed to enter ring road after completion of ring road.

Table ES.5: AADT

Section-I Section-II Section-III Section-IV Mode of Vehicle (Km 0.000 – km (Km 31.625 – (Km 45.000 – (Km 74.619 – 31.625) km 45.000 km 74.619) km 103.039) Car / Jeep / Van 2162 2676 1924 1230 (Private) Car / Jeep (Taxi) 110 199 165 128 Shared Jeep 110 115 0 0 Mini Bus 16 39 0 0 School. Bus 26 25 0 0

Govt. Bus 3 51 0 0 Pvt. Bus 37 172 255 205 Maxx/Pick-Up 660 638 793 646 LCV (4 tyre) 171 79 128 147 LCV (6 tyre) 230 364 135 198 2 Axle 705 1200 699 571 Tollable vehicles Tollable 3 Axle 821 617 405 550 MAV (4 to 6 Axles) 1156 780 644 554 MAV (> 6 Axles) 0 0 0 0 Others 9 6 0 0 Total vehicles 6216 6961 5148 4229 Total PCUs 13686 14083 10252 8993 Non – Tollable Traffic (nos)

3 Wheeler 157 141 75 75 2 Wheeler 4674 3499 2043 2043 Agriculture Tractor 31 16 12 12 Agri Tractor with 173 145 80 80 Trailer Cycle 40 27 17 17 Cycle Rickshaw 3 1 1 1 Non Tollable vehicles Tollable Non Animal Drawn Cart 0 1 0 0

Toll Exempted Car 20 66 0 0 Toll Exempted Bus 3 20 0 0

Toll Toll Exempted LCV 3 9 0 0 Vehicles Exempted Toll Exempted Truck 86 240 0 0 Total Non-Tollable 5190 4165 2228 2228 (Nos.) Total Non-Tollable Total 3637 3448 1485 1485 (PCUs) Grand Total (Nos.) 11406 11126 7376 6457 Grand Total (PCUs) 17323 17531 11737 10478

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Section-I: Dangiywas-Pali Road, i.e. 0 to 22.700 Section-II: Pali to Keru i.e. 22.700 to 45.000 Section-III: Keru to Nagaur road Section-IV: Nagaur road to Dangiywas.

Table ES.6: Projected total traffic for Most Likely Scenario

Nos. PCU HS-1 HS-2 HS-3 HS-4 HS-1 HS-2 HS-3 HS-4 Year (Km (Km (Km (Km (Km (Km (Km (Km 0.000 – 31.625 – 45.000 – 74.619 – 0.000 – 31.625 – 45.000 – 74.619 – km km km km km km km km 31.625) 45.000 74.619) 103.039) 31.625) 45.000 74.619) 103.039) 2016-17 11406 11126 7376 6457 17323 17531 11737 10478 2017-18 12266 11946 7923 6934 18532 18705 12537 11189 2018-19 13193 12829 8513 7446 19830 19962 13394 11951 2019-20 14191 13779 9998 8743 21221 21307 15652 13963 2020-21 15265 14801 10744 9391 22714 22747 16728 14919 2021-22 16423 15902 11548 10089 24315 24290 17882 15943 2022-23 17398 16824 12225 10679 25687 25593 18864 16819 2023-24 18431 17801 12944 11305 27138 26970 19903 17744 2024-25 19527 18837 13706 11967 28674 28425 21001 18723 2025-26 20688 19934 14513 12670 30299 29961 22162 19757 2026-27 21920 21097 15369 13414 32020 31585 23391 20851 2027-28 23001 22108 16117 14065 33515 32971 24450 21795 2028-29 24135 23169 16901 14747 35083 34423 25559 22785 2029-30 25327 24283 17725 15464 36727 35942 26722 23821 2030-31 26579 25452 18590 16216 38451 37533 27940 24907 2031-32 27893 26680 19499 17006 40259 39199 29217 26045 2032-33 29009 27705 20268 17676 41793 40557 30285 27001 2033-34 30170 28772 21069 18373 43389 41969 31397 27995 2034-35 31380 29883 21904 19099 45051 43438 32554 29030 2035-36 32639 31041 22773 19856 46781 44965 33759 30106 2036-37 33952 32245 23678 20643 48583 46555 35012 31227 2037-38 35318 33500 24621 21464 50459 48208 36317 32393 2038-39 36742 34807 25604 22318 52413 49928 37676 33606 2039-40 38224 36167 26628 23208 54447 51717 39090 34869 2040-41 39769 37584 27694 24136 56565 53579 40562 36184 2041-42 41377 39060 28805 25101 58771 55516 42095 37552 2042-43 43053 40596 29963 26107 61068 57531 43691 38977 2043-44 44798 42197 31169 27155 63460 59629 45353 40460 2044-45 46616 43863 32425 28246 65951 61812 47084 42004

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Capacity and Level of Service Guidelines

As per clause of MORT&H Circular No. F.No. RW/NH-33044/37/2015/S&R® dated the 26th May 2016, in light of changing socio economic conditions in the country and in order to ensure the safe and comfortable mobility of road users and reduction in road accidents, widening of road and decongestion of traffic is required. Accordingly, ministry has revised the traffic at which the up gradation from two lane to four lane will trigger, as indicated in the table are given in Table ES-7 below.

Table ES.7: Design Service Volume Standards for four lane facility

Traffic at which upgradation to Two lane Traffic at which upgradation to four lane with paved shoulder will trigger (in PCU will trigger (in PCU per Day) Nature of Terrain per Day) Clause No - 2 Clause No - 4 Plain Irrespective of traffic thereon 10,000 Rolling Irrespective of traffic thereon 8500 Mountainous / Steep Irrespective of traffic thereon 6000

HS-1 HS-2 HS-3 HS-4 (Km 0.000 Scenario Level of Service (Km 31.625 – (Km 45.000 – (Km 74.619 – – km km 45.000 km 74.619) km 103.039) 31.625) Base Year Traffic 17323 17531 11737 10478 Scenario-1 (2016-17) in PCUs Lane Requirement 4 lane 4 lane 4 lane 4 lane Base Year Traffic 17323 17531 9451 8859 (2016-17) in PCUs Scenario-2 Lane Requirement 4 lane 4 lane 4 lane 4 lane

The current scenario of projected traffic warrants for upgradation to four Lane highway and also provision service roads to existing section i.e. from Dangiywas to Keru. Traffic projection envisages four lanes for Keru to Nagaur road and Nagaur road Dangiywas by 2024. Considering the construction period and prospective growth scenario of Jodhpur, entire ring road is proposed for four laning.

Based on the above Table, immediate requirement of 4-laning is arising. In case of scenario-2 for HS-4, traffic crosses 10000 PCUs in the year 2019-20 and hence it is proposed to make the entire ring road 4- lane for both scenarios.

ES.8 DESIGN STANDARDS

The design standards for the project road have been set from IRC: SP: 84-2014 “Manual of Specifications & Standards for Four-Laning of Highways through Public Private Partnership”.

The project road is proposed for improvement to four lanes with 100 kmph, service roads are proposed in built-up areas on either side with design speed of 40-65 kmph for service roads.

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ES.9 IMPROVEMENT PROPOSALS a. Geometric Improvements

Concentric widening is adopted to restrict land acquisition to minimum. The existing geometry has few curves requiring geometric improvement. The deficient sections have been improved to design standards. Grade separated structures have been proposed at all major intersections including MDR,VR and other roads to control access to main carriageway. TCS type reference is from IRC: SP: 84-2014 and IRC: SP: 73-2015. b. Widening Schedule Table ES.8 Widening Schedule

Exiting Chainage Design Chainage Design Sl. (Km) (Km) Length Description TCS Type No. From To From To (Km)

1 0.000 1.6000 0.000 1.600 1.600 2Lane highway without Fig 2.2 B Service road 4 Lane Divided highway Fig 2.4 of IRC 2 1.600 9.421 1.600 9.370 7.770 without Service road and SP 84-2014 with Raised Median Approaches to Grade 3 9.421 10.406 9.370 10.350 0.980 Separated Structure with Fig 2.6C Slip Road (5.0 m median) 4 Lane Divided highway Fig 2.4 of IRC 4 10.406 12.866 10.350 12.800 2.450 without Service road and SP 84-2014 with Raised Median 4 Lane Divided highway with 5 12.866 16.105 12.800 16.020 3.220 Service road and with Raised Fig 2.6A Median (5.0 m median) Approaches to Grade 6 16.105 17.085 16.020 17.000 0.980 Separated Structure with Fig 2.6C Service Road (5.0 m median) 4 Lane Divided highway with 7 17.085 18.045 17.000 17.960 0.960 Service road and with Raised Fig 2.6A Median (5.0 m median) Approaches to Grade 8 18.045 18.725 17.960 18.640 0.680 Separated Structure with Fig 2.6C Service Road (5.0 m median) 4 Lane Divided highway with 9 18.725 19.135 18.640 19.050 0.410 Service road and with Raised Fig 2.6A Median (5.0 m median) 4 Lane Divided highway with Fig 2.6 of IRC 10 19.135 21.300 19.050 21.200 2.150 Service road and with Raised SP 84-2014 Median Approaches to Grade 11 21.300 21.935 21.200 21.835 0.635 Separated Structure with Fig 2.6B Service Road (2.5 m median) 4 Lane Divided highway with Fig 2.6 of IRC 12 21.935 25.864 21.835 25.780 3.945 Service road and with Raised SP 84-2014

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Exiting Chainage Design Chainage Design Sl. (Km) (Km) Length Description TCS Type No. From To From To (Km) Median

Approaches to Grade 13 25.864 27.156 25.780 27.075 1.295 Separated Structure with Fig 2.6B Service Road (2.5 m median) 4 Lane Divided highway with Fig 2.6 of IRC 14 27.156 29.734 27.075 29.640 2.565 Service road and with Raised SP 84-2014 Median Approaches to Multiple 15 29.734 30.141 29.640 30.040 0.400 Revenue Path with Service Fig 2.6B Road (2.5 m median) 4 Lane Divided highway with Fig 2.6 of IRC 16 30.141 31.261 30.040 31.160 1.120 Service road and with Raised SP 84-2014 Median Approaches to Grade 17 31.261 32.071 31.160 31.970 0.810 Separated Structure with Fig 2.6B Service Road (2.5 m median) 4 Lane Divided highway with Fig 2.6 of IRC 18 32.071 33.751 31.970 33.650 1.680 Service road and with Raised SP 84-2014 Median Approaches to Grade 19 33.751 34.801 33.650 34.700 1.050 Separated Structure with Fig 2.6B Service Road (2.5 m median) 4 Lane Divided highway with Fig 2.6 of IRC 20 34.801 35.411 34.700 35.310 0.610 Service road and with Raised SP 84-2014 Median Approaches to Grade 21 35.411 36.301 35.310 36.200 0.890 Separated Structure with Fig 2.6B Service Road (2.5 m median) 4 Lane Divided highway 22 36.301 36.891 36.200 36.790 0.590 Raised Median and Slope Fig 2.4A Retaining Structure 4 Lane Divided highway Fig 2.4 of IRC 23 36.891 37.681 36.790 37.580 0.790 without Service road and SP 84-2014 with Raised Median 4 Lane Divided highway 24 37.681 37.900 37.580 37.800 0.220 Raised Median and Slope Fig 2.4A Retaining Structure 4 Lane Divided highway with Fig 2.6 of IRC 25 37.900 40.252 37.800 40.100 2.300 Service road and with Raised SP 84-2014 Median 4 Lane Divided highway 26 40.252 41.057 40.100 40.905 0.805 Raised Median and Slope Fig 2.4A Retaining Structure 4 Lane Divided highway Fig 2.4 of IRC 27 41.057 42.616 40.905 42.440 1.535 without Service road and SP 84-2014 with Raised Median

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Exiting Chainage Design Chainage Design Sl. (Km) (Km) Length Description TCS Type No. From To From To (Km) 17.073 Approaches to Grade 28 42.616 (NH- 42.440 43.520 1.080 Separated Structure with Fig 2.6C 125) Slip Road (5.0 m median) 17.073 18.690 4 Lane Divided highway Fig 2.4 of IRC 29 (NH- (NH- 43.520 45.140 1.620 without Service road and SP 84-2014 125) 125) with Raised Median Approaches to Grade 30 - - 45.140 46.580 1.440 Separated Structure with Fig 2.6C Slip Road (5.0 m median) 4 Lane Divided Highway 31 - - 46.580 48.770 2.190 without Service Roads and Fig 2.2A with Depressed Median Approaches to Grade 32 - - 48.770 49.430 0.660 Separated Structure with Fig 2.6C Slip Road (5.0 m median) 4 Lane Divided Highway 33 - - 49.430 53.110 3.680 without Service Roads and Fig 2.2A with Depressed Median Approaches to Grade 34 - - 53.110 53.750 0.640 Separated Structure with Fig 2.6C Slip Road (5.0 m median) 4 Lane Divided Highway 35 - - 53.750 56.125 2.375 without Service Roads and Fig 2.2A with Depressed Median Approaches to Grade 36 - - 56.125 57.050 0.925 Separated Structure with Fig 2.6C Slip Road (5.0 m median) 4 Lane Divided Highway 37 - - 57.050 59.910 2.860 without Service Roads and Fig 2.2A with Depressed Median Approaches to Grade 38 - - 59.910 60.643 0.733 Separated Structure with Fig 2.6C Slip Road (5.0 m median) 4 Lane Divided Highway 39 - - 60.643 64.220 3.577 without Service Roads and Fig 2.2A with Depressed Median Approaches to Grade 40 - - 64.220 64.970 0.750 Separated Structure with Fig 2.6C Slip Road (5.0 m median) 4 Lane Divided Highway 41 - - 64.970 66.070 1.100 without Service Roads and Fig 2.2A with Depressed Median Approaches to Grade 42 - - 66.070 67.410 1.340 Separated Structure with Fig 2.6C Slip Road (5.0 m median) 4 Lane Divided Highway 43 - - 67.410 74.619 7.209 without Service Roads and Fig 2.2A with Depressed Median

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Exiting Chainage Design Chainage Design Sl. (Km) (Km) Length Description TCS Type No. From To From To (Km) Total Length 74.619

Service Roads are proposed for built-up areas as given in Table ES.9.

Table ES.9 Service Roads and Slip in Built-Up Areas

(a) Length of Service Roads Sl. No. Location of Service Location of Service Right Hand Side Length of Roads (Existing Roads (Design (RHS)/Left Hand Service Chainage in Km) Chainage in Km) Side) or Both Roads From To From To Sides (km) 1 12.866 35.976 12.800 36.200 Both Sides 46.800 2 37.900 40.250 37.800 40.100 Both Sides 4.600 Total 51.400 Note : Width of service road shall be 7.5 m.

Location of Slip Right Hand Side Location of Slip Roads Length of Roads (Design (RHS)/Left Hand Sl. No. (Existing Chainage in Km) Service Chainage in Km) Side) or Both Roads (km) From To From To Sides 1 9.421 10.406 9.370 10.350 Both Sides 1.960 17.073 (NH- 2 42.616 42.440 43.520 Both Sides 2.160 125) 3 - - 45.140 46.580 Both Sides 2.880 4 - - 48.770 49.430 Both Sides 1.320 5 - - 53.110 53.750 Both Sides 1.280 6 - - 56.125 57.050 Both Sides 1.850 7 - - 59.910 60.650 Both Sides 1.480 8 - - 64.220 64.970 Both Sides 1.500 9 - - 66.070 67.410 Both Sides 2.680 Total 17.110 Note : Width of slip road shall be 7.5 m.

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The RCC drain is proposed in built-up areas on either side. The location of drains is given in the following table.

Table ES.10 Locations for RCC drains

Sl. Exiting Chainage (Km) Design Chainage (Km) Design Length Description No. From To From To (Km) Approaches to Grade 1 9.421 10.406 9.370 10.350 0.980 Separated Structure with Slip Road (5.0 m median) 4 Lane Divided highway with 2 12.866 16.105 12.800 16.020 3.220 Service road and with Raised Median (5.0 m median) Approaches to Grade 3 16.105 17.085 16.020 17.000 0.980 Separated Structure with Service Road (5.0 m median) 4 Lane Divided highway with 4 17.085 18.045 17.000 17.960 0.960 Service road and with Raised Median (5.0 m median) Approaches to Grade 5 18.045 18.725 17.960 18.640 0.680 Separated Structure with Service Road (5.0 m median) 4 Lane Divided highway with 6 18.725 19.135 18.640 19.050 0.410 Service road and with Raised Median (5.0 m median) 4 Lane Divided highway with 7 19.135 21.300 19.050 21.200 2.150 Service road and with Raised Median Approaches to Grade 8 21.300 21.935 21.200 21.835 0.635 Separated Structure with Service Road (2.5 m median) 4 Lane Divided highway with 9 21.935 25.864 21.835 25.780 3.945 Service road and with Raised Median Approaches to Grade 10 25.864 27.156 25.780 27.075 1.295 Separated Structure with Service Road (2.5 m median) 4 Lane Divided highway with 11 27.156 29.734 27.075 29.640 2.565 Service road and with Raised Median Approaches to Multiple 12 29.734 30.141 29.640 30.040 0.400 Revenue Path with Service Road (2.5 m median) 4 Lane Divided highway with 13 30.141 31.261 30.040 31.160 1.120 Service road and with Raised Median Approaches to Grade 14 31.261 32.071 31.160 31.970 0.810 Separated Structure with Service Road (2.5 m median) 4 Lane Divided highway with 15 32.071 33.751 31.970 33.650 1.680 Service road and with Raised

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Sl. Exiting Chainage (Km) Design Chainage (Km) Design Length Description No. From To From To (Km) Median Approaches to Grade 16 33.751 34.801 33.650 34.700 1.050 Separated Structure with Service Road (2.5 m median) 4 Lane Divided highway with 17 34.801 35.411 34.700 35.310 0.610 Service road and with Raised Median Approaches to Grade 18 35.411 36.301 35.310 36.200 0.890 Separated Structure with Service Road (2.5 m median) 4 Lane Divided highway with 19 37.900 40.252 37.800 40.100 2.300 Service road and with Raised Median Approaches to Grade 17.073 20 42.616 42.440 43.520 1.080 Separated Structure with Slip (NH-125) Road (5.0 m median) Approaches to Grade 21 - - 45.140 46.580 1.440 Separated Structure with Slip Road (5.0 m median) Approaches to Grade 22 - - 48.770 49.430 0.660 Separated Structure with Slip Road (5.0 m median) Approaches to Grade 23 - - 53.110 53.750 0.640 Separated Structure with Slip Road (5.0 m median) Approaches to Grade 24 - - 56.125 57.050 0.925 Separated Structure with Slip Road (5.0 m median) Approaches to Grade 25 - - 59.910 60.643 0.733 Separated Structure with Slip Road (5.0 m median) Approaches to Grade 26 - - 64.220 64.970 0.750 Separated Structure with Slip Road (5.0 m median) Approaches to Grade 27 - - 66.070 67.410 1.340 Separated Structure with Slip Road (5.0 m median) Total Length ( Single Side) 34.248

Flyovers/Underpass/VUP/LVUP/ROB’s proposed as given in Table ES.11.

Table ES.11: Proposed Grade Separated Structures

Existing Design Vertical Sl. Length No. and length Type of Remarks if Chainage Chainage Clearance No. (M) of Spans (m) GS any (Km) (Km) (m) 1 9.950 9.868 25 1x25.0 5.5 Flyover MDR-144 2 16.400 16.428 25 1x25.0 5.5 Flyover SH-58 3 21.638 21.543 25 1x25.0 5.5 Flyover MDR-101

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Existing Design Vertical Sl. Length No. and length Type of Remarks if Chainage Chainage Clearance No. (M) of Spans (m) GS any (Km) (Km) (m) 4 26.700 26.720 150 1x15+4x30+1x15 5.5 Flyover ODR-Jodhpur 5 32.500 31.616 60 1x15+1x30+1x15 5.5 Flyover NH-25 6 34.128 34.027 60 1x15+1x30+1x15 5.5 Flyover Daliboy Circle ODR-Jodhpur 7 35.866 35.875 25 1x25.0 5.5 Flyover Jajiwar 8 43.300 43.110 60 1x15+1x30+1x15 5.5 Flyover NH-125 9 - 45.520 60 1x15+1x30+1x15 5.5 Flyover - 10 - 56.526 15 1x15.0 5.5 VUP MDR-104 11 16.250 16.165 12 1x12.0 4.5 LVUP - 12 16.753 16.668 12 1x12.0 4.5 LVUP - 13 - 49.061 12 1x12.0 4.5 LVUP - 14 - 53.437 12 1x12.0 4.5 LVUP - 15 - 60.200 12 1x12.0 4.5 LVUP - 16 - 64.606 12 1x12.0 4.5 LVUP - c. Junction Improvements

At Grade Major Junctions

Sl. No. EXISTING CHAINAGE DESIGN CHAINAGE LEFT RIGHT Type of Junction

1 24.009 23.924 Sector-8 Jodhpur +

2 24.609 24.525 Sector-8 Jodhpur +

3 25.648 25.564 - Sangariya T

4 34.901 34.800 Chopasani - T

At Grade Minor Junctions

Existing Design LOCATION Junction Sl. No Chainage Chainage Left Right Type 1. 1.072 1.108 Jaiyava T 2. 2.882 2.918 Jaiyava(Ct) T 3. 2.932 2.948 Village Road(CT) T 4. 5.396 5.437 Village Road(CT) Village Road(CT) Y 5. 6.338 6.300 Factory T 6. 7.585 7.549 Jalel (CT) Devliya (CT) + 7. 8.055 8.010 Jaleli T 8. 8.245 8.200 Godara Y Kanawas Ka 9. 13.370 13.300 Ramdev Nagar(BT) + Pana(BT) 10. 14.771 14.700 Basni(CT) Kharda(CT) + 11. 16.755 16.670 Manpura (BT) T 12. 17.070 16.985 Alakhdara(BT) T Feedback Infra Pvt. Ltd. ES- 20 National Highways Authority of India

Existing Design LOCATION Junction Sl. No Chainage Chainage Left Right Type 13. 17.185 17.100 Alakhdara(BT) T 14. 17.985 17.900 Alakhdara(BT) T 15. 19.000 18.115 Alakhdara(BT) Y 16. 18.100 Alakhdara(BT) Village T 17. 18.150 Village Siriyade Gaon T 18. 18.495 18.410 Jhalamand(BT) Y 19. 19.220 19.135 Jhalamand(BT) Airforce Area(BT) + 20. 20.135 20.050 Bhantinda(BT) T 21. 20.730 20.645 Bhantinda(BT) T 22. 20.855 20.770 Jhalamand(RCC) T 23. 20.955 20.870 Bhantinda(BT) T 24. 21.400 21.315 Bhantinda T 25. 23.060 22.990 Adarsh Nagar(BT) T 26. 23.655 23.585 Sec-6(BT Road) T 27. 24.009 23.938 Sec-8(BT) Jodhpur(BT) T 28. 24.210 24.140 Sec-5(BT) T 29. 24.420 24.350 Sec-5(BT) T 30. 24.512 24.548 Sec-8(BT) Colony Road T 31. 24.725 24.655 Sec-1(BT) T 32. 24.945 24.875 Sec-1(BT) T 33. 25.140 25.070 Sec-1(BT) T 34. 25.325 25.255 Sangariya(BT)| KK Colony(BT) + 35. 25.646 25.580 Sangariya(BT) T 36. 27.305 27.245 Parshwnath City T 37. 27.750 27.690 Jaybhavani(BT) T Junawo ki 38. 28.517 28.430 Abhishek Nagar + Dhani(CT) 39. 29.215 29.140 Basni(BT) T 40. 30.195 30.310 Kanishka(BT) T Mansarovar 41. 30.595 30.510 T Colony(BT) 42. 30.956 30.864 Colony(BT) T 43. 31.195 31.110 Ashapurna Nagar T 44. 31.440 31.355 Pal Village T 45. 32.255 32.170 Chaukhan(BT) T 46. 34.500 34.415 Chaukhan(BT) T 47. 34.790 34.800 Chopasni(BT) Y 48. 35.385 35.280 Gopalbari T 49. 35.435 35.350 Gopalbari(BT) T 50. 36.240 36.155 Akhalia(BT) T 51. 38.045 37.960 Gopalbari Y 52. 38.330 38.200 Bhadarwa(RCC) T 53. 38.420 38.290 Bhadarwa T

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Existing Design LOCATION Junction Sl. No Chainage Chainage Left Right Type 54. 39.265 39.135 Nimbdia(BT) T 55. 40.395 40.265 Fidusar(BT) T Village Road 56. 41.065 41.080 Y (BT) 57. 41.265 41.135 Barli T 58. 41.430 41.300 Barli(BT) T 59. 55.244 Indroka Barli + 60. 64.600 Rampura Bhatiyan Basni Karwar + 61. 65.387 Village Village Road + 62. 69.500 Village Basni + 63. 72.510 Village Karwar + 64. 73.047 Village Karwar + 65. 73.554 Jheepasani Karwar + 66. 74.400 Plot Colony Nagaur Road T

CT = Cart Track

66 minor Intersections will provide access to the service roads are proposed for improvement as per IRC SP-41 guidelines and type designs for intersections on National Highways. d. Busbays and Bus shelters

Busbays with bus shelter are proposed at 26 locations. Additional 10 bus shelter is proposed without bus-bays considering the availability of the land. e. Truck lay byes

Truck laybys are proposed at following locations as given in Table ES.12.

Table ES.12: Proposed Truck Laybyes

Sl. No Existing Chainage (m) Design Chainage (m) Side 1 8847 8800 Both side 2 42026 41850 Both side 3 73514 73340 Both side

f. Toll Plaza Three toll plazas are proposed at the locations as given in Table ES.13.

Table ES.13: Proposed Toll Plazas Section Existing Chainage (m) Design Chainage (m) Location 0 to 31625 2550 2550 Dangiyawas 31625 to 74619 - 61755 Manaklavo

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As per National Highways Fee Rule, 2008, toll plazas may be established beyond a distance of ten kilometers from a municipal or local town area limits. Further, any other toll plaza on the same section of national highway and in the same direction shall not be established within a distance of sixty kilometers. However, the executing authority may, for reasons to be recorded in writing, locate or allow the concessionaire to locate a toll plaza within a distance of sixty kilometers and within a distance of ten kilometers of such municipal or local town area limits, but in no case within five kilometers of such municipal or local town area limits; Provided further that where a section of the national highways, permanent bridge, bypass or tunnel, as the case may be, is constructed within the municipal or town area limits or within five kilometers from such limits, primarily for use of the residents of such municipal or town area, the toll plaza may be established within the municipal or town area limits or within a distance of five kilometers from such limits.

It is submitted that 2 nos. Toll plazas have been proposed in this package –I on design chainage km 2.550 & km 61.755. The distance between these toll plazas is 59.250 km. Further, toll plaza at design chainage km 2.550 is beyond 5 km but within 10 km of municipal limit and toll plaza at design chainage km 61.755 is beyond 10 km of Municipal limit of Jodhpur. The reasons/justification of toll plaza location are as under;

(i) Toll plaza locations are selected considering hindrance free land in straight reach and avoiding involvement of important junction.

(ii) Jodhpur Ring Road/Bypass is constructed primarily for use of the residents of Jodhpur town and therefore, as per national highway fee rule, 2008, toll plazas may be located within the municipal or town area limits or within five kilometers from such limits.

ES.10 PAVEMENT DESIGN

Rigid pavement has been proposed for main carriageway. Flexible pavement is proposed for service roads and from km 0.000 to km 1.600, two lane carriageways with overlay section is proposed. The rigid pavement design for these sections has been carried out following the guidelines of IRC 58-2015.

The following input parameters have been used in designing the rigid pavements:

• Modulus of Elasticity of Concrete : 3X105 • Poisson’s Ratio: 0.15 • Coefficient of thermal Ex0pansion of Concrete 10X10-6 • Tyre Pressure 8 Kg/Cm2 • Subgrade CBR 8% • Design Life (yrs.) 30

Recommended Rigid Pavement Design

Layer Composition Recommended Rigid Pavement Pavement Quality Concrete (PQC) 300 mm Dry Lean Cement Concrete (DLC) 150 mm Granular Course as Sub-base 150 mm Sub-grade with material having CBR ≥ 10% 500 mm

The pavement design proposed is flexible pavement for the service road has been designed for 10 MSA traffic with Bitumen grade of VG 40 and effective design CBR of 10%.

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Crust Composition Thickness (mm) Overlay Thickness (mm) for Two lane road (From 0 to 1.600) BC 40 40 DBM 60 50 WMM 250 - GSB 200 - TOTAL THICKNESS 550 -

ES.11 IMPROVEMENT PROPOSAL FOR STRUCTURES

One major bridge and two miner bridges with two lanes is found along the existing road. Major Bridge is retained. Existing minor bridges on BRO stretch is proposed for repair and widening. Additional four minor bridges are proposed on Keru to Nagaur road stretch.

Table ES.14: List Major Bridges

Sl. Existing Design Proposed Proposed Span FVL No. Chainage (Km) Chainage (Km) Width (m) (m) Proposal New 1 - 18.285 2x14.50 1x15+7x30+1x15 Construction

Table ES.15: List of Minor Bridges

Sl. Existing Design Existing Existing Proposed FVL Proposal No. Chainage (Km) Chainage (Km) Span (m) Width (m) Span (m) 1 36.979 36.987 3x6.5x7 12 - Repair & Widening 2 38.776 38.771 1x10x7 13 - Repair & Widening 3 47.910 1x25 New Construction 4 49.760 1x25 New Construction 5 56.625 - 1x15 New Construction 6 67.070 - 1x25 New Construction

Two lanes ROB @ km 26.270 is retained, additional three lanes ROB alongside of the existing one on Pali to Jodhpur railway line is proposed. New Six lane ROB is proposed on Jodhpur–Phalodi-Bikaner railway line. The list of ROBs is given in Table ES.16.

Table ES.16: List of Proposed ROB’S

Type of Structure Sl. Proposed Span Arrangement Proposal Super Sub No. Chainage (km) (m) Foundation structure structure Existing ROB to be retained + Additional 72.0 m(LHS 1x 14.50m(Carria Composite+ RCC 1 26.253 1x12x5.5m-Box)+ open geway width) RCC Abutment

RHS (21+30+21) +Additional 12m Box (1x12x5.5)on one side

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Type of Structure Sl. Proposed Span Arrangement Proposal Super Sub No. Chainage (km) (m) Foundation structure structure proposed at existing side for crossing of traffic

1x21+1X42+1x21+2x25 Composite+ RCC 2 66.764 2x14.50m open +3x30.5+2x25 RCC+PSC Abutment

ES.12 COST ESTIMATE

Cost estimation is important for the feasibility study as it provides vital input to the economic and financial evaluation of the project. The estimate has been prepared for new carriageway. Quantities for all the structures are calculated separately to arrive project cost. The abstract of the Cost Estimate for Dangiywas to Nagaur road from Km 0 to 74.619 is given in ES.17. The effective length of project road is 74.619 km.

The cost estimates have been prepared for the Project road considering the recommended alignment. The estimate has been prepared for construction of 4-lane carriageway with paved shoulders on both sides including widening/reconstruction of existing structures, new bridges etc.

Estimate has been framed on the basis of rate analysis based on Ministry’s data book by taking basic rates of material and machinery from SOR NH Circle Jaipur for the year 2016-17 and labour rates has been taken as per minimum wages prescribed by labour department vide Gazatte of India.

The basic rates of material such as Bitumen, Cement and Steel have been taken from respective websites; the lead and cartages has been considered from SOR NH Circle Jaipur for the year 2016-17. For rate analysis of bituminous items, the basic rates of VG30 and emulsions are taken from Mathura refinery.

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Table ES.17: Summary of Cost Estimate (Dangiywas to Nagaur Road 74.619 in length proposed) Sr. Amount in Particulars Amount (INR) No. Crores 1 Site clearance and Dismanteling 3,66,91,420 3.669

2 Earth Work 77,07,15,568 77.072 Grannular Sub Base Courses and Base Courses ( 3 78,24,63,305 78.246 Non- Bituminous ) 4 Bituminous and Rigid Pavement Courses 3,64,75,65,989 364.757

5 Culverts 41,93,70,679 41.937

6 Bridges

a) Minor Bridges 9,78,70,115 9.787

b) FO, ROB 76,49,03,153 76.490

c) VUP/PUP 10,68,41,831 10.684

d) RE Wall 1,22,09,07,131 122.091

7 Drainage & Protective Works 74,22,59,396 74.226

8 Junctions 6,21,74,161 6.217 Traffic signs, Road markings and other road 9 24,06,55,738 24.066 appurtunences Miscellaneous Works including truck lay bye and bus 10 57,26,55,993 57.266 lay bye 11 Maintenance of roads 3,99,61,832 3.996

12 Toll Plaza (2 nos) 35,81,99,651 35.820

Civil Cost (2016-2017) 9,86,32,35,964 986.32

Cost Per Km in Crores (On Civil Cost) 13.22 Estimated Project Cost (as per financial consultant 1,067.56 NHAI)

Utility Shifting 200.00 2,00,00,00,000.00 Land Acquisition, Resettlement and Rehabilitation 29.59 Cost 29,58,97,079

Environmental Cost @0.3% 2.96 2,95,89,708 Total Capital Cost in Crores 1300.11

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CONCLULSIONS

The project road from Dangiywas to Keru and Keru to Nagaur road is proposed for upgradation to four lanes. Service roads are proposed in built-up areas. The main carriageway from Dangiywas to Nagaur road is proposed with rigid pavement and service road is proposed with flexible pavement.

In total 19 flyovers, such as Underpass/VUP/PUP/ROB is proposed on NH, SH, MDR and other major city roads, considering safety and free flow requirement on ring road.

One existing ROB on Pali to Jodhpur railway line is retained. Additional three lane ROB is proposed adjacent to it. New ROB is proposed on Jodhpur to Phalodi railway line, with six lane configuration.

The civil cost of project is worked out as 986.32 Crore. The total capital cost worked out as 1366.82 crore, for a length of 74.619 km from Dangiywas to Nagaur Road for four laning with service road on built-up sections.

Recommended for implementation of project road on Hybrid-Annuity mode with fifteen years of operation period.

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CHAPTER – 1: OVERVIEW OF NHAI ORGANISATION

1.1 INTRODUCTION

1.1.1 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 of Non – NHDP programme and a substantial number of kilometres under PMGSY programme.

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.

The organizational chart of NHAI is presented in Figure 1.1.

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Figure 1.1: Organizational Structure of NHAI

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1.2 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:

• 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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MAP-NHDP

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:

1.2.1 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

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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.

1.2.2 North-South and East-West Corridors or Phase-II of NHDP

Phase-II of NHDP covers from Srinagar to Kanaya kumari 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.

1.2.3 NHDP Phase-III

Under this, Government has approved upgradation of 12109 km of existing National 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.

1.2.4 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.

1.2.5 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.

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1.2.6 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.

1.2.7 NHDP Phase VII

Under this Government has approved construction of 700 km of standalone 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.

1.3 PROJECT FINANCING

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

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 NHAI

1.3.1 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

1.3.2 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.

1.3.3 Market borrowing

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

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1.3.4 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 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.

1.3.5 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.

1.3.6 Cost Recovery Mechanism

The cost recovery mechanism is done by two methods:

i) 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. ii) 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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CHAPTER – 2: PROJECT DESCRIPTION

2.1 INTRODUCTION

National Highways Authority of India (NHAI) is engaged in the development of National Highways and as part of this endeavor, the Authority has decided to upgrade existing Jodhpur Ring Road and propose a new alignment for left out section. As the per the terms of reference project road is divided into two sections, Section-I is Dangiywas to Nagaur road covering a length of 75 km and Section-II Nagaur road to Dangiywas about 26 km in length.

The National Highways Authority of India (NHAI) has appointed M/s. Feedback Infra Pvt. Ltd. for providing the required consultancy services for preparation of Feasibility Study for Section-I, Dangiywas to Keru and Keru to Nagaur road covering a length of 75 km and Section-II Nagaur Road to Dangiywas, surrounding the Jodhpur city in the State of Rajasthan.

The work order is received for the above said assignment on 19th October 2016 as an additional work to existing Contract Agreement of Bar-Bilara Jodhpur section of NH-25.

The report is dealt with Section-I of Jodhpur Ring Road i.e. from Dangiywas to Nagaur road (NH-62) about 75.0 km in length.

2.2 OBJECTIVES

The prime objective of the consultancy services is to prepare a Project Report for Section I and Detailed Project Report for Section II of Jodhpur Ring road for a total length of 101 km. (Section I has a total

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Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Project Decription length of 75 km comprising of 46.300 km 2 lane road and remaining 29 km is of new alignment. The ROW of 60 m for entire length is acquired by State Government/JDA will be handed over to NHAI. Section II is a green field alignment for which land and alignment has to be finalized by the M/s. Feedback Infra Pvt. Ltd.

As for work order M/s. Feedback Infra Pvt. Ltd has to identify the details of additional land acquisition for Section-I, utilities to be shifted and other clearances to be obtained, enabling a private entrepreneur to execute and operate a 4-lane road using the Model Concession Agreement.

The viability of the project will be established taking into account the requirements with regard to rehabilitation, upgrading and improvements based on standards satisfying those for National Highways across the country, highway design, pavement design, provisions for service roads where ever necessary, type of intersections, underpasses / flyovers / ROBs, rehabilitation and widening of existing and or construction of new bridges and structures, road safety features, quantities of various items of works and cost estimates. At each stage of project it will be ensured that project report incorporates quality audit and safety audit requirement in design and implementation.

2.3 SCOPE OF SERVICES

Consultant will strictly follow the scope of work as stipulated by the client. The general scope of work for this study comprises the following. The scope for Section-I is limited to preparation of Final Feasibility Report, Preliminary Project Report and Final project report and Section-II is for Detailed Project report as per work order issued.

I. Review of all available reports and published information about project Highway and the project influence area. II. Environmental and social impact assessment, including such as related to cultural properties, natural habitats, involuntary resettlement etc. III. Public consultation, including consultation with Communities located along the road, NGOs working in the area, other stake-holders and relevant Government department s at all the different stages of assignment (such as inception stage, feasibility stage, preliminary design stage and once final designs are concretized). IV. Detailed reconnaissance. V. Identification of possible improvements in the existing alignment and congested locations with alternatives, evaluation of different alternatives comparison on techno-economic and other considerations and recommendations regarding most appropriate option. VI. Traffic studies including traffic surveys and Axle load survey and demand forecasting for next thirty years; detailed traffic study along all the arms of the intersection including OD survey, traffic pattern during the peak hours, detailed traffic and axle load survey, demand forecasting for next 10, 20, 30 years and scope of peak hour congestion at the intersection by utilizing the existing local roads. VII. Inventory and condition surveys for road and; VIII. Inventory and condition surveys for all bridges, cross-drainage structures and drainage provisions; IX. Detailed topographic surveys using Total Stations and GPS; X. Pavement investigations; XI. Sub-grade characteristics and strength: investigation of required sub- grade and sub-soil characteristics and strength for road and embankment design and sub soil investigation; XII. Identification of sources of construction materials; XIII. Identification of the type and the design of intersections; XIV. Design of complete drainage system and disposal point for storm water xv. value analysis

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/ value engineering and project costing; XV. Economic and financial analyses XVI. Contract packaging and implementation schedule. XVII. Strip plan indicating the scheme for carriageway widening, location of all existing utility services (both over- and underground) and the scheme for their relocation, trees to be felled and planted and land acquisition requirements including schedule for LA: reports documents and drawings arrangement of estimates for cutting of trees and shifting of utilities from the concerned department; XVIII. To find out financial viability of project for implementation under BOT/Hybrid mode and suggest the mode on which the project is to be taken up i.e. either on BOT or under funding from Government of India. XIX. Design of toll plaza and identification of their numbers and location and office cum residential complex including working drawings xxi. Design of weighing stations, parking area and rest areas. XX. Preparation of detailed project report, cost estimate, approved for construction drawings, rate analysis, detailed bill of quantities, documents for execution of civil works through budgeting resources. XXI. Any other user oriented facilities enroot toll facility. XXII. Tie-in of on-going/sanctioned works of MORT&H/NHA I/PWD/Govt. of Rajasthan/other agencies. XXIII. Preparation of social plans for the project affected people as per policy of the lending agencies / Govt. of India R & R Policy.

2.4 STAGES OF SUBMISSION

As per the work order the project road is divided into two sections, project scope also mentioned separately for each of the section was outlined as under:

Section-I: Project report for-75 Km consisting of following submissions

Stage I - Inception Report Stage II - Draft Feasibility Report Stage III - Final Feasibility Report including Strip plan and 3 (a) Stage IV - Preliminary Project Report-utility relocation plan & estimates and 3 (A) Stage V - Final Project Report and Bidding Documents (BOT/EPC/Hybrid) Stage VI - Project Clearances.

For section-I, 60.0 m Right of Way (ROW) is available for construction. 3 (a), 3 (A) and 3 (D) pertaining to above stages is only for additional land required for adjustment of alignment, due to any possible improvements. The ROW is already acquired by State Government/JDA will be handed to over to NHAI.

Section-II: Project report for-26 Km consisting of following submissions

Stage I - Inception Report Stage II - Draft Feasibility Report Stage III - Final Feasibility Report including Strip Plan and 3 (a) Stage IV - Preliminary Project Report-utility relocation plan & estimates and 3 (A) Stage V - Draft Detailed Project Report, 3(D) and Bidding Documents (BOT/EPC) Stage VI - Final Detailed Project Report Stage VII - Project Clearances

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2.5 STRUCTURE OF REPORT

The report is dealt with Section-I of Jodhpur Ring Road i.e. from Dangiywas to Nagaur road (NH-62) about 75 km in length. The Report starts with Executive Summary, and it gives the overall scenario of the Project Highway, followed by these chapters:

Executive Summary This contains all relevant extracts of the report.

Chapter 1 - OVERVIEW OF NHAI ORGANIZATION Provides the overview of NHAI organization and activities, NHDP program, project financing and cost recovery mechanisms

Chapter 2 - PROJECT DESCRIPTION Provides the background, objective and scope of consultancy and structure of this report and relevant aspects for the project road sections which describes the start and end points of the project road sections, green filed development, ribbon development with salient cross sectional parameters such as ROW, carriageway & shoulder widths, important intersections & junctions, prevalent drainage patterns, utilities and wayside amenities.

Chapter 3 - METHODOLOGY Provides the guidelines for conducting surveys and completing the different stages in the preparation of the feasibility report, detailed project report as per TOR. Chapter 4 - SOCIO-ECONOMIC PROFILE This chapter deals with socio-economic profile of Jodhpur District and Rajasthan.

Chapter 5 - ENGINEERING SURVEYS, INVESTIGATIONS AND ANALYSIS This chapter deals with Road Inventory & Condition Survey, Roughness Survey, BBD Survey, Axle Load Survey, Bridge & Culvert Inventory, Material Investigations and Hydrological survey & hydraulic study.

Chapter 6 - TRAFFIC SURVEYS AND ANALYSIS Discussion of various traffic surveys and analysis related to Classified Volume Counts, Origin Destination, Willingness to Pay, Turning Movement Survey and Speed and Delay Surveys are included. Assessment of growth rates, projects traffic for the project horizon period and traffic assignment on selected route is also covered in this chapter.

Chapter 7 - TRAFFIC FORECASTING & CAPACITY ANALYSIS Assessment of growth rates, projects traffic for the project horizon period and traffic assignment on selected route, estimation of corridor traffic & capacity analysis, traffic pattern on project roads, probable toll able traffic with strategies for levying, toll collection, and assess requirement of toll plaza lanes are covered in this chapter.

Chapter 8 - PRELIMINARY ENVIRONMENTAL ASSESMENT

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General overview on socio economic profile, important settlements, RoW constraints, affected villages, probable adverse impacts & associated land requirements and resettlement plan have been dealt in this chapter.

Chapter 9 - DESIGN STANDARDS This chapter deals with the details of all the parameters that are to be adopted for the project as per the various standards published by IRC and guidelines issued by NHAI and MORT&H.

Chapter 10 - IMPROVEMENT PROPOSALS AND DESIGN Development of design criteria, standards and improvement proposals, bypass requirements, intersection improvements, traffic facilities, drainage, bridges, over & under passes, cross drainage structures, landscaping and arboriculture have been covered in this chapter.

Chapter 11 - PAVEMENT DESIGN This chapter details the vehicle damage factors, existing structural strength of pavement layers, proposed new pavement design and strengthening of existing pavement.

Chapter 12 - COST ESTIMATE This chapter contains the preliminary cost estimate for the project road.

Chapter 13 - FINANCIAL ANALYSIS This chapter provides a summary of economic costs and analysis providing the Economic Internal Rate of Return (EIRR) and sensitivity analysis and deals with the assessment of Financial Internal Rate of Return (FIRR). Assessment of commercial viability based on project costs, operation and maintenance costs, toll revenue under different financing options.

Chapter 14 - CONCLUSION AND RECOMMENDATION This chapter summarizes the conclusion and recommendations.

The report consists of three volumes as detailed below:

Volume-I: Main Report Volume-II: Annexure to Main Report Volume-III: Plan and Profile Drawings, GAD of structures Volume-IV: Cost Estimate Volume- V: Bid Documents

2.6 PROJECT AREA

2.6.1 Location

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Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Project Decription entry & exit to Jodhpur city. Section I of ring road consists of three stretches, first stretch from Dangiywas to Barli Junction (called BRO Road) about km 43.300, second stretch of NH-125 from km 16.700 to 19.700 from Barli to Keru and third stretch Keru to Nagaur road is about 29.619 km in length.

Key Map given in Figure 2.1 refers to the location of the Project road.

Section-I Keru to Nagaur Road Nagaur Road Section-II Dangiyawas to Nagaur

Keru

Dangiyawas

Section-I Dangiyawas to Keru

Figure 2.1: Key Map of Project Road 2.6.2 Terrain

The terrain along the project road predominantly termed as plain. About 6.0 km of rolling terrain also found along the existing road.

2.6.3 Land Use

There are many settlements along the project road, which are also part of Jodhpur Development Authority (JDA). The project road passes through within the limits of JDA.

Apart from these, many public facilities are situated along the highway. Table 2.1 gives an abstract of them. Table 2-1: List of Public Facilities

Sr. No. Public Facilities (Nos.) 1 Hotels 14 2 Petrol Pump 7 3 High Court 1 4 Schools 4

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2.6.4 Alignment

The existing stretch of ring road (also called as a BRO ring road) stretch starts at km 0.00 from NH-25 near Dangiywas and ends at km 43.300 near Barli connecting to NH-125. Section of ring road overlaps NH-125 from km 16.700 to 19.700 i.e. from Barli to Keru. The stretch from Keru to Nagaur road is a green field alignment for which the land acquisition is carried out by JDA. The entire stretch passes through Jodhpur district in the State of Rajasthan. Total length of this link is km 75.300. The project stretch traverses through plain terrain and have mostly good geometry except few locations where curve improvement may be required.

2.6.5 Existing Road Width

The present carriageway is of 2 lanes with earthen shoulder, last 3.0 km of NH-125 is found with paved shoulder. Details of carriageway width is given at Table 2.2

Table 2-2: Carriageway Details

Existing Chainage (km) Width (m) Length Configuration Paved Earthen From To (km) Carriageway Shoulder Shoulder 0.000 0.100 0.100 4 lane 7+1+7 0.0 1-1.5 (both side) 0.100 31.600 31.500 2 lane 7.0 0.0 1-1.5 (both side) 31.600 43.300 11.700 2 lane 7.5 0.0 1-1.5 (both side 16.700 19.700 3.000 2 lane 7.0 1.50 1.00 (Both Side) Total 46.300

2.6.6 Pavement Condition

The existing pavement for the project stretch is of flexible type with bituminous surface. The general condition of the pavement varies between fair to poor. The width of earthen shoulder varies from 1.0 to 1.5 m on both sides, and condition of the earthen shoulders is fair to poor. The following Table 2.3 gives an abstract of pavement condition.

Table 2-3: Pavement Condition of stretches

Description Length (km) % of Total Length Good 14.000 30.17 Fair 13.000 28.23 Poor 19.300 41.59 Total 46.300 100.00

2.6.7 Embankment Height

Average height of embankment varies from 0.25 m to 1.5 m except for built-up aeas. The condition of the embankment is fair.

2.6.8 Right of Way

As per the information received from the NHAI, and subsequent discussions with PWD, NH and JDA, 60 m of Right of Way is available for Section-I. The land from Keru to Nagaur road is shown by NHAI/JDA. The topographical survey is carried out along temporary boundary pillars shown by NHAI/JDA.

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2.6.9 Junctions

There are about eleven major Intersections and 66 minor Intersections along the on BRO road stretch. The major intersections, with NH/SH/MDR and other district roads are given in Table 2.4

Table 2-4: List of Major Junctions

Sl. No Location Ex. Chainage Cross Road Type To Town Type of Junction 1 Dangiywas 0 NH-25 Beawar Y-type 2 9.950 MDR-144 Ratnada Y-type

3 16.400 SH-58 Sojat Road +-type

4 Alakdhara 18.400 SH-61 Pali and Marwar +-type 5 21.400 MDR-101 Jhalamand +-type

6 Pali Junction 22.800 NH 62 Pali +-type 7 26+700 ODR Sangariya +-type

8 Palgao 31+600 NH 25 Barmer +-type 9 Dalli Bhai Mandir 33+900 OR +-type

10 Gopal Bari 35+900 ODR Jodhpur T-type 11 43+300 NH-114 Jaisalmer T-type

2.6.10 Utilities

Utilities are found within ROW frequently along the BRO stretch. Electric poles and lines are placed very near carriageway. OFC cables are seen at the end of ROW. HT-lines are running parallel to project road in about 15 km length. HT-lines are also crossing at few locations but are having enough clearance from road. Few photographs are given below.

OFC near 5+100 Road side electric pole at 19+500

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High Tension electric line at 24+400 Electric pole at 35+800 2.6.11 Rail Over Bridges (ROBs)

ROB is observed @km 26.300 over Pali to Jodhpur railway line. Overall width of ROB is 12.0 m.

2.6.12 Bridges and Cross Drainage Structures

One major bridge, 2 minor bridges, 50 slab culverts and 1 ROB on existing stretch of ring road. Major bridge on Jojari river @ km 18+500 is of RCC solid slab type superstructure having RCC wall type pier with open foundation. The bridge is opened to traffic in the year July 2007. Minor Bridge@ 37+300 multi-cell box type RCC structure; minor bridge @38+900 RCC solid slab type superstructure having RCC wall type pier with open foundation.

The structural condition of most of the culverts is generally poor. The culverts are mainly found in choked condition due to accumulation of waste and garbage. Poor maintenance has led to improper functioning of the culverts. Adequate maintenance of the culverts in many areas can result in proper functioning of the culverts. In some case reinforcement of is exposed.

2.6.13 Religious Place

Table 2-5: List of Religious Structures

Chainage Detail Side 5.600 Temple Left 32.800 Temple Left 36.900 Temple Left 37.600 Temple Left 39.200 Temple Right

2.6.14 Drainage Pattern

Unlined drains are present on either side of the project road at some locations.

2.6.15 Truck lay-Bye

There are no parking lay-byes for commercial vehicles along the project road.

2.6.16 Existing Toll Plaza

Nil

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CHAPTER 3.0: ADOPTED METHODOLOGY

3.1 GENERAL

The study is aimed at evaluating the existing deficiencies of the project road with respect to functional, structural efficiency and safety requirements for meeting the needs of projected traffic based on findings from various surveys and investigations carried out, observations made and experiences gained for similar projects; identifying the improvement needs matching with requirements; determining the associated costs and benefits and assessing the financial viability of the upgrading the project to four lane with paved shoulders standards.

The feasibility study, in general, consists of:

• Traffic surveys • Engineering Surveys and Investigations • Environmental and Social Screening • Design Methodology • Preliminary cost estimates • Financial viability

The methodology adopted in carrying out various tasks for the feasibility study is discussed briefly in the following paragraphs. Outline of various proposals based on the results associated with surveys & investigations, planning, designs for improvement of project road are separately dealt-with in relevant chapters.

3.2 BASIS

The broad methodology has been generally developed keeping standard practices / IRC guidelines, with certain additions and modifications as felt necessary and discussed with Government of Rajasthan during various review meetings.

3.3 COLLECTION OF AVAILABLE DATA

Secondary data especially with regard to socio-economic profile, past traffic trends and other hydrology parameters have been collected from various Government Departments/other bodies and reviewed & used to the extent relevant and necessary. Data on accidents and black spots along the project road, where available, has been taken from concerned Division.

3.4 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 indigenous people, communicable diseases particularly HIV / AIDS, poverty alleviation, gender, local population, industry, agriculture employment, health, education, child labour, land acquisition and resettlement. Secondary data has been collected from different departments of the state government for analysis and preparation of socio-economic profile.

3.5 TRAFFIC SURVEY, ANALYSIS AND PROJECTION

The Past Traffic data available with PWD departments has been collected and the same has been used in arriving at the growth rates after assessing its quality in terms of comprehensiveness and consistency and its reliability. Traffic surveys conducted along the project road include the following:

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• Classified Traffic Volume Counts • Origin - Destination and Commodity Movement Surveys • Turning Movement Surveys • Axle Load Surveys • Pedestrian Crossing Count

Standard procedures given in IRC Codes have been followed for carrying out Traffic Surveys. The data arrived from the Surveys has been analysed to determine ADT on the project road and Travel characteristics.

Growth of traffic in project road influence area and also on the project road is regarded as the most important aspect since the whole project design and financial 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 in agricultural, industrial and tourism sectors and historical traffic data. These growth rates have been used to arrive at the traffic projections for the design period. The condition of the road varies from Poor to Good. However, with the development of this corridor to four lane standard configuration with paved shoulders, greater amount of traffic is expected to be diverted from the peripheral road network. Appropriate traffic diversion models have been used for assessment of diverted traffic to this road. Axle load data have been used in the calculation of Vehicle Operating Cost (VOC) and for determination of Vehicle Damage Factor. Details on traffic data & projections have been discussed in a separate Chapter of this Report.

3.6 ENGINEERING SURVEYS AND INVESTIGATIONS

3.6.1 Reconnaissance and Alignment

The consultants have made a study of the available land width (ROW), topographic survey maps of the project area and other relevant information collected. A detailed reconnaissance survey has been conducted on the total section of the project road and an assessment of possible alignment change at places, if required, has also been made. Detailed features such as land-use, habitation, water routes, canals, intersecting roads, railway lines, utilities such as OFC Cables, electrical lines (HT / LT), etc. have also been noted down. This has enabled the Consultants to visualize the possible problems likely to be encountered in surveys and investigations as well as in design, and execution of the project. The detailed ground reconnaissance of project influence area has been utilized for planning and programming the detailed surveys and investigations. Identification of homogenous sections has been carried out with respect to traffic conditions, pavement condition and height of embankment. For each homogenous section, the related studies / surveys have been carried out.

3.6.2 ROAD INVENTORY AND PAVEMENT INVESTIGATIONS

3.6.2.1 Road Inventory Survey

Road inventory survey has been carried out along the project roads to collect details of all the features of the existing road and pavement. The following aspects have essentially been covered:

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• Terrain • Land use (built-up / agricultural / forest / industrial / barren) • Village / Town • Formation width • Carriageway width - (type / width / condition) • Shoulder (type / width / condition) • Embankment height • Details of cross roads • Location of sharp curves • List of important structures like temples, petrol pumps, weigh bridges, schools / colleges, passenger shelters, roadside eateries, major buildings, industrial areas etc. • Location of water bodies (lakes & reservoir etc.) • Right of way (ROW) • Grade separator Structures, Rail over Bridges, Major and Minor Bridges, Culverts and other structures (type, size & span arrangement) • Existing tree plantations • General drainage condition

This data has been taken into consideration for preliminary design (duly augmented by topographical survey).

3.6.2.2 Pavement Investigations

 Pavement Composition

• To ascertain the composition of the pavement, test pits were dug along the existing pavement on either side. Details were collected regarding type and thickness of the pavement layers, and also about the type and condition of the subgrade.

 Road and Pavement Condition Surveys: Detailed field studies have been carried out to collect pavement condition, shoulder condition, embankment condition and drainage condition.

• Information regarding ravelling, type and area of cracks, carriageway edge fretting, areas under patch repair and shoulder conditions has been collected by making visual observation along the existing road.

• Benkelman Beam Deflection (BBD) tests have been conducted considering the homogenous section and control section testing was done for each 100 m road segment within a kilometre by following the procedure stated in Technical Proposal. Characteristic deflections have been analyzed as per IRC: 81-1997.

 Sub-grade Characteristics and Strength:

• Test pits have been dug for pavement investigation, and soil samples have been collected from these pits at appropriate interval for field such that there are at least three sub-grade soil samples for each homogenous section and laboratory investigations. • In-situ density, moisture content and field CBR using DCP were carried out at each test pit. • Soil samples were sent to the laboratory for moisture-density characteristics and CBR tests.

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3.6.3 Detailed Bridge Inventory and Condition Survey

Data regarding inventory and condition survey of existing culverts and bridges was collected and analyzed to assess the repair / improvement / reconstruction works as also for the widening requirements.

Bridges/ROB/Grade separator structure • Location, name of water course • Span arrangements and material of construction for structural components. • Width of Clear carriageway ,overall width and skew angle • Condition of the various components • Improvements measures required

Culverts • Location and Type • Span / Diameter and no. of spans / pipes • Width of Clear carriageway ,overall width and skew angle • Type and material of wing walls, Substructures and super structures. • Condition of the various components • Improvement measures required.

3.6.3.1 Detailed Inventories for Bridges /Grade Separator Structure/ROB / Culverts & their condition survey

Inventory and condition survey of existing bridges and culverts were carried out to identify their number, type, condition and hydrological aspects. The exercise enabled in assessing requirements of existing individual structures en-route, like widening, repair, replacement and relocation as well as matching with the new ones, to be built alongside. Information related to submergence, if any was also collected. The format for collection of data was in line with requirements specified in IRC: SP 19 - 2001. The data of bridge and culvert inventory is given in Annexure to Chapter 5.

3.6.3.2 Hydraulic and Hydrological Survey

Subsequent to the inventory and condition survey of bridges, it was necessary to ascertain hydraulic adequacy of the structures. This data is particularly necessary to determine if the structure has to be retained or reconstructed. The hydraulic adequacy of structures is substantiated by the hydrological survey which was carried out in accordance with IRC: 5-2015 and IRC Special Publication No.13. This consists of obtaining the actual discharge in a stream / river. Detailed desk studies of the topographic sheets are conducted to obtain the catchment area contributing to the flow in the stream. Further, rainfall statistics in the area is studied deeply to obtain the maximum 24-hour rainfall in the catchments area. Site understanding of the catchments characteristics is carried out to obtain the flow coefficient. The above data is used in the calculation of discharge and linear water way required for the stream. Further, the scour depth and depth of maximum flow along with velocity of flow is calculated. These are compared with the actual data obtained from the inventory survey and the hydraulic adequacy of the structure is established.

3.6.4 Topographic Surveys

The basic objective of the topographic survey will be to collect the essential ground features along the existing alignment using Total Station so as to develop a Digital Terrain Model (DTM), so as to take care of design requirements of new carriageway, possible improvements in highway geometrics, identifying

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Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Adopted Methodology areas of restrictions & their remedies and relocation of utilities by using appropriative Highway software packages. The data collected will result in the final design and for the computation of earthwork and other quantities required.

Reference Pillar and Bench Mark Pillar (BM) • Reference pillar will be of size 15 cms x 15 cms x 45 cms cast in RCC M15 with a nail fixed in the centre of the top surface and embedded in concrete M10 (5cm all around) up to a depth of 30 cm. The balance 15 cm above the ground will be painted yellow. • Benchmark pillars connected to GTS Bench marks at an interval of 500 m and made of RCC as mentioned above with RL and BM No. marked on it with red paint. • An arrow indicating the location of the BM will be painted on the road with the permanent yellow paint and recorded in separate field books with its three dimensional location.

In order to save time on proper designs, the Consultants would like to proceed with topographic survey at an early stage of services so that the base maps are available to us well in time. This will also provide us with availability of right of way limits and location of service utilities for preparation of strip plans. The topographic surveys shall be done in two stages. Initially traverse lines will be carried through the different alternative alignments picking up important topographic features. After the preferred alignment is finalized detailed topographic surveys shall be carried out along this corridor.

Topographic survey will be done using modern equipment like Total Station and auto levels. Horizontal & vertical control points will be established at appropriate intervals keeping in view IRC guidelines and site requirements.

3.6.4.1 Total Station Traverse

A closed traverse is run for a loop length of 5 km. While traversing, station is established 100 to 250 mts apart. The pillars constructed along the route are connected. These points are further used for detailed survey. The minimum accuracy of this survey is 1:10,000.

3.6.4.2 Levelling

A closed circuit (at the max 8km) levelling line is run along the entire route. The levels are with respect to GTS Bench Mark. During the course of levelling, additional Bench Marks have been established at intervals of 200 to 250m apart on permanent structure. All traverse stations and pillars have been connected. The accuracy of levelling will be within a limit of 6√k mm where k is the loop length in Kilometre.

3.6.4.3 Detailed Survey

Using the established horizontal and vertical control points, accurate data in the digital format in terms of Northing (Y), Easting (X) and Elevation (Z) co-ordinates for all breaks in terrain such as ridges and ditches are collected perpendicular to the centre line at 25m intervals in tangent sections and 10-20m in curve sections using Total Stations. Width of survey corridor is taken as 30m on either side of the central line of the proposed carriageway.

All natural and man made features such as buildings, irrigation channels, drainage structures, temples, mosques, trees and utility installations etc, are captured during the survey. Spot level on the existing carriageway are captured at five points namely at centreline, mid points of both lanes of traffic movement and pavement edges at both ends to calculate the profile corrective courses more

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Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Adopted Methodology realistically. Trees with girth wise are captured with areas of plantation. Wherever there are groups of trees/plantations, they are picked with the areas of plantation. Boundaries of Agricultural Land area have been surveyed to demarcate the cultivation land limit.

Where existing major roads cross the alignment, the survey has been extended to a minimum of 100m on either side of the road centreline to allow improvements including at-grade intersections to be designed. Apart from this, the survey is extended for 300m and 150m on either side of centreline in the cases of major and minor bridges respectively.

The details of all the physical features present along the proposed alignment were collected, which includes buildings and structures, places of worship, monuments, railway lines, streams/rivers, trees, plantations, utility services etc.

3.6.4.4 Office Processing

The field survey data has been processed in the office to provide a digital output file for the design engineers. The data is structured so that the vertical profile of the proposed alignment can be produced automatically. The format of the resulting data readily promotes the calculations of earthworks and other quantities required for the evaluation of cost estimates.

Roadway strip plans have been produced from the survey data, which identify the existing Right of Way (ROW) along the road corridors. In addition, the plans identify all existing installations within the ROW that require re-location by the new road design. Action Plans for covering the relocation of these obstructing installations and public utilities are to be prepared on a km / km basis.

3.6.5 Geotechnical Investigations and Sub-Soil Exploration

(a) Sub-soil Investigation

Geo-technical investigations and sub-soil explorations will be conducted for the proposed bridges / road over bridges / interchanges etc., along high embankments and any other location, as necessary, and all relevant laboratory and field tests will be conducted after approval of proposed alignment.

(b) Boring

Boring will be carried out using 150 mm (diameter) cable-operated shell and auger equipment with mechanically operated winches as per the provisions of IS: 1892 - 1978.

A spiral auger will be used for boring holes to a depth of about 10m in soft to medium compacted soils at dry locations only. In case side fall / caving is observed, steps will be taken to immediately stabilize the holes by using bentonite slurry or by using casing whichever is most appropriate. The diameter of the borehole will be 150 mm while boring through cohesion less soil below water table; water in the casing will always be maintained above the water table.

(d) Shell and Auger Boring

Shell and auger boring will be used for deeper borings. The boring tool will consist of auger and / or shell. Temporary casing will also be used to prevent caving of the boreholes. In case small boulders / strata of rock are encountered, the same will be cut by the chisel bit attached to the boring rods.

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Disturbed soil samples with all constituent components will be recovered at requisite intervals or where ever there is a change of strata. These samples will be tested in the field laboratory to prepare the borehole log.

3.6.5.1 Rock Drilling

In case rocks/boulders are encountered then rotary drilling will be carried out using a rock-drilling machine with tungsten carbide or diamond bits. Lubricating/cooling water will be circulated down hollow rods, and the returning water will carry the fine particles from the drilling point as sludge. The rotary core drilling equipment will be provided with necessary facilities to regulate the spindle speed, bit pressure and water pressure during core drilling to ensure good core recovering.

3.6.5.2 Ground Water

The ground water table in each borehole will be recorded as per IS: 6935 at least 24 hours after completion of the borehole.

3.6.5.3 Location and Depth of Boreholes

Boreholes will be drilled at each structure abutment and / or selected pier locations, as approved by the client. The borehole will extend below the expected foundation level by at least two times the least dimension of the foundation. The boreholes will be generally 25 – 30 m deep unless dictated by subsoil strata, either the presence of bedrock substantially above 30 m or soft strata even below 30 m. In the case of bedrock, boring will be carried out at least one meter into the rock. The adjustment in the depth of the borehole shall be done after getting approval from client.

3.6.5.4 Back-filling of Bore Holes

On completion of boreholes, back filling will be carried out with excavated material.

3.6.5.5 In-Situ Testing

(a) Standard Penetration Test (SPT)

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(b) Undisturbed Soil Samples

Sampling equipment for recovering undisturbed samples from cohesive soils is conforming to IS: 2132. The area ratio of the cutting edge as well as recovery ratio will be measured. For normal soils, area ratio of the sampling tube, is as per IS: 2132, that is, it may vary from 10.9% to 12.4% but for sampling in hard and dense soil, use of thick walled sampling tubes with area ratio not exceeding 20% is used. In order to reduce the wall friction, suitable precautions such as, oiling inside and outside the sampling tube were taken.

3.6.5.6 Codes for Tests

The following tests will be conducted in the laboratory.

(a) Disturbed Samples

• Visual and Engineering classifications (as per IS: 1498) • Sieve Analysis and Hydrometer Analysis (as per IS: 2720 Part-IV) • Liquid and Plastic Limits (as per IS: 2720 Part V) • Specific Gravity (as per IS: 2720 Part III)

(b) Undisturbed Samples

• Water Content - as per IS - 2720 Part II • Unconfined compression test - as per IS-2720 Part X • Direct Shear Test (in case of sand) - as per IS-2720 Part XIII • Tri-axial Shear Test • Consolidated un-drained test with pore water pressure - as per IS: 2720 Part XII for determining the true C’ and ‘φ’ value. • Consolidation test - as per IS: 2720 Part XV, to determine e-log p and Mv values.

3.6.5.7 Contents of Report

The report will include in brief:

• The test procedure employed • The sample calculations with reference to formulae used to evaluate various parameters • Summary of various soil parameters evaluated • Type and character of soil • Procedure of investigation • Detailed bore logs, sub-soil strata, and field and laboratory-test results

3.6.6 Material Investigations

Study will be conducted to determine the location from where construction materials in adequate quantity could be available for use on works for the project. The sites viz. borrow / quarry areas for soil, granular sub-base material, stone metal etc. will be visited & samples collected for carrying out appropriate tests to determine their suitability. Possible location of new borrow areas for the materials will be investigated in consultation with the client and suitable tests shall be conducted like gradation tests, Atterberg’s limits compaction & CBR tests in accordance with IS: 2720. Following tests will be conducted on aggregates to determine their suitability in various pavement layers.

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• Aggregate impact value • Combined flakiness and elongation indices (Total) • Soundness viz. • Water absorption

Similarly, the sources of supply for cement, steel and bitumen will be found out and all the information will be suitably documented. A comprehensive report on material investigations will be prepared which would include the sources of the materials, their leads, available quantities and their suitability for construction. This information will become an input to the rate Analysis and further to Cost Estimation.

3.7 ENGINEERING DESIGN

3.7.1 Geometric Design of Highway

The geometric deficiencies such as sharp horizontal curves and steep gradients along the project road have been identified from the topographic survey plans and improvements are proposed accordingly, keeping in view the design standards, practical feasibility and land acquisition consideration. The environmental and social considerations have also been kept in view.

It is observed that the project road, largely, has good geometric, but it is not commensurate with high- speed travel at some locations. Generally, a design speed of 80-100 km/h has been adopted. The realignments are proposed in the poor geometric sections for improvement of geometrics to be in conformity with the IRC guidelines.

3.7.2 Rigid Pavement Design

In this, new pavement was made based on the cumulative number of standard axles on the pavement determined from Traffic Projections and Axle Load Survey Data. The recommendations of IRC: 58-2015 (Guidelines and Code of practice for design of rigid pavement) has been followed for pavement thickness.

3.7.3 Flexible/Rigid Pavement Design

Design Life

The design period has been considered as 15/30 years for the flexible/Rigid pavement.

Design Traffic

The Design traffic has been estimated in terms of cumulative number of standard axles (8160kgs) to be carried by the Pavement during the design period.

Any likely change in traffic due to proposed improvement of the facility and/or future development plans, land use, shall be duly considered in estimating the Design Traffic. The Growth rates mentioned in the Traffic Studies chapter has been considered in arriving at Million Standard Axle loads. Axle Load Surveys have been carried out to estimate the Vehicle Damage factor for each category of commercial vehicles. The Axle load equivalency factors recommended in Annexure 2 of IRC: 37 have been used for converting different axle road repetitions into equivalent standard axle load repetitions.

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3.7.4 Design of Structures

New bridges are proposed in locations where bridges which may be required to be relocated, as in realignment stretches, necessitated to improve poor geometrics. All culverts, if the width is lesser than that required for four lane configuration, will be extended as per the latest MoRT&H guidelines. However, if the culverts are found to be in bad condition or insufficient in vent ways are proposed for replacement.

The detailed hydraulic and hydrological studies have been carried out for determination of flood discharges and eventually working out the waterway and general span arrangement, deck level etc. The hydraulic and hydrological studies are based on guidelines given in IRC: SP 13 – 2004. The help of latest reports of Central Water Commission has also been taken in some cases. Further, discharge and rain fall data recorded at meteorological division has also been obtained for comparisons and adoption.

For the catchment areas above 25 sq.km, the design flood discharge has been estimated based on synthetic unit hydrograph (SUG), using the CWC reports as mentioned above. The bridge structures shall be designed for the severest of the following loading combinations.

iii) Class 70 R – Track loading iv) Class 70 R – Wheel loading v) Class A –1 lane, 2 lane and Class A 3L vi) Class 7O R Wheel + Class A vii) Class 70 R Track + Class A

The design of ROB will be based on the guidelines of Ministry of Railways. As per the latest Railways Guidelines, a vertical clearance of 7.3m is being imposed for non-electrified track and a clearance of 8.5m for electrified track, due to the possible conversion of these tracks to freight corridor. The GAD of structures is based on hydraulic and hydrological study. The GAD of flyovers is based on the traffic surveys and guidelines as contained in relevant IRC codes.

3.7.5 Drainage Design

The drainage design will be based on the hydraulic and hydrological studies, consideration for water harvesting and as per IRC: SP 42 - 2014.

3.7.6 Toll Plaza

The locations for toll plaza will be made after studying the details obtained from traffic studies and a study of the existing physical features including the availability of land. Design of the toll plaza layout will take into consideration the various factor like traffic segregation, acceptable queue length and average waiting time for the vehicle during the analysis period. This shall follow the guidelines given in IRC: SP: 84-2014. The pavement for the toll plaza will be based on the layout features and the various stresses induced by acceleration, deceleration, and braking and possible oil spillage from the vehicle.

3.8 ENVIRONMENTAL AND SOCIAL SCREENING

3.8.1 Environmental screening

An Environmental Impact Assessment (EIA) study was undertaken and a report was prepared which includes a mitigation plan that sets out feasible and cost effective measures, which will reduce potentially significant adverse environmental effects, if any, to an acceptable level.

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A preliminary environmental desk study focuses on the environmental assessment of key impacts, issues and alternatives, including information necessary for proposed development.

The following issues were identified: • The information necessary for decision making; • The important environmental issues and concerns; • The significant effects and factors and alternatives to be considered; and • The appropriate content and boundaries of an EIA study.

The programme included: • Field surveys; • Consultation exercises with official and non-official sources; identifying existing relevant baseline data; • Identifying the scope of baseline surveys required; • Identifying key issues to be addressed within the EIA; and • Providing a technical brief for the EIA.

To identify any potential environmental conflicts arising out from the widening of the existing road, information was collected and plotted on to strip plans to arrive at the environmental constraints for the proposed scheme.

The main issues included as appropriate, local settlements and communities, traffic, agriculture, ecology landscape, land-use and soils, water, archaeological heritage, cultural and religious sites and planning issues.

This part of the study was undertaken in parallel with the economic and engineering analyses in order to determine any significant social or environmental issues, which require further detailed study. The approach and methodology to be adopted for environmental assessment would conform to the requirement of the environmental Impact Assessment notification, MoEF, 1994, Environmental Guidelines for Rail / Road / Highway Project, MoEF, 1989 and ADB’s Environmental Assessment Requirements of ADB 1998 guidelines for selected infrastructural projects, 1993, relevant World Bank Operational Directives, Source Book and Hand Book.

3.8.2 Secondary data collection

Secondary data collection including relevant maps for all the corridors was made available from various government / semi-government departments / agencies, research institutions / universities and NGOs regarding: • Physical resources • Flora and fauna • Critical natural habitats • Built-up areas • Water bodies • Other critical environmental indicators • Policy, legal and administrative framework etc.

The available data was used for environmental screening. The results of this screening are plotted on strip maps and presented in tabular formats.

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The results of the preliminary screening lead to identification of the nature and extent of environmental issues needing more detailed examination, which may be dealt as a full EA.

3.8.3 Social Screening

The overall objective of the study would be to assess the likely impact on persons/families in the process of land acquisition needed in the process of improvements and up-gradation of project roads.

Social assessment would be conducted to broadly assess the extent of impacts due to the project on persons and properties within the corridor of impact. Both desk research and identification of major settlements within project area through field survey will be conducted.

Social assessment study also aims at identifying the project affected people (PAP) and project affected families (PAF) analysing their socio-economic status, assessing losses due to project implementation. Remedial measures will be proposed in the RAP to ensure that the income levels of PAPs, after the project implementation, will be improved or at least restored to the pre-project level.

Resettlement and Rehabilitation plan would be prepared that will assess feasibility and effectiveness of income restoration strategies and suitability and availability of relocation sites.

3.8.3.1 Secondary data collection

Available information was collected from various agencies that have worked in the state. The information includes constitutional provisions, conventions and protocols on human rights and indigenous people, status of social related legislation and policies of the central government and the state of Rajasthan, key factors in RAR planning, guidelines for entitlement framework and community, social, ethnic and economic indicators of the population.

3.8.4 Social Impact Screening

During this preliminary screening stage, the consultants made an initial visit to the site in order to develop a clear understanding of the proposed road changes that may be undertaken and to identify the impact on housing, business and agricultural activities expected to arise out of the changes to be adopted. The social impact screening concentrated on the areas where there is likely to be the greatest impact on the population.

The data was analysed and screening was done initially, through a reconnaissance survey. The various indicators considered are: • Community life and economic activities − Severance of community − Encroachment on local community facilities − Encroachment on local economic activities − Encroachment on the access to and rights of resources − Cultural heritage / property − Social structure, institution and customs − Cultural shock − Road safety − Public health − Waste • Land acquisition and resettlement − Expropriation of resources

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− Involuntary resettlement − Conflict between target population and host population − Indigenous or traditional population

The results of the screening have been plotted on maps and tabulated to identify any major conflicts and extent of conflicts.

3.9 SCHEMES FOR DEVELOPMENT AND ASSESSMENT

From the existing field data a few scheme alternatives were evolved. This task made use of available data, site reconnaissance desk studies and preliminary findings. The standards, codes of practice and other relevant controlling documents were listed thereby establishing the procedures, design controls and general engineering practice required.

In the review of project alignment due considerations were given to the environmental implications, land acquisition and impact on project affected people, using information, provided in the discipline desk study reports undertaken earlier.

A preliminary assessment of the new bridges, ROBs, flyovers was carried out along with that for rehabilitation of existing bridges and culverts.

3.10 PRELIMINARY COST ESTIMATES

The rate of materials adopted in the preliminary cost estimate are based on the basic rates of PWD, NH Division Jaipur Circle S.O.R. 2016-17 and updated with respect to market rates for major cost items. The basis of analysis is the MOSRT&H Standard Data Book. For the working out of preliminary cost estimate, work items are split into the following sub-heads:

• Site Clearance and earthworks • Granular Pavement Courses • Bituminous Courses • Bridges, Culverts, Retaining Walls and other structures • Kerbs, Drainage and other Protective works • Road Junctions, Service Roads, Bus Stops, Truck Lay-byes • Toll Plaza • Road Furniture and Road Safety Works • Traffic Management and maintenance during construction • Land and Structure Acquisition • Re-location of utilities • Rehabilitation and Social Costs • Environmental improvement

3.11 ECONOMIC VIABILITY

An assessment of historic traffic data indicated recent levels of traffic growth. This has been compared with recent growth in the national economy notably the Gross Domestic Product (GDP), and the forecasts of future growth produced by the Government of India and international agencies, such as the Asian Development Bank and the World Bank. The forecasted growth of the national economy was used as a guideline for the derivation of traffic growth forecasts for the study road, taking into account of any significant historic discrepancies between the two. The Consultants recommend, given to the

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Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Adopted Methodology uncertainty inherent in such predictions, the use of most likely, optimistic and pessimistic growth scenarios.

FVPL made use of HDM-IV model to conduct the economic analysis of the route. The model required classified traffic volumes, both existing and forecast vehicle fleet data and detailed engineering data relating to existing road and existing and future maintenance and repair regimes, including costs. Each traffic section as indicated by the traffic studies was modelled separately to produce an economic internal rate of return (EIRR), net present value (NPV) and benefit/cost ratio (BCR) for the proposed and alternative rehabilitation schemes.

It is essential for the validity of the results to establish a reasonable “Do minimum” situation against which each scheme is compared. A “Do nothing” scenario, where, in the absence of the scheme the road is not maintained, will produce unrealistically high benefits for all schemes, and the base case should include a minimum reasonable level of intervention to prevent road closure.

Sensitivity tests shall be carried out including low and high traffic growth scenarios, increasing and reducing existing traffic volumes by 10% and increasing and reducing maintenance and rehabilitation costs by 15%. Together, these tests reveal the economic robustness of each proposed project.

3.12 FINANCIAL VIABILITY

The financing of a project is closely inter-linked with the cost requirement - (capital and running costs) future traffic flows and revenue potential. A financial model would be developed to project total revenues until horizon year. The model would help determine the following under commercial format:

• Different user fee scenarios (toll) • Funding options as packages for private participation • With govt. participation in funding

Funding options as packages for private participation would cover: • BOT • Concession • Leasing • Management contract • Performance agreement • Servicing out or contracting out • Corporatisation

Govt. participation may be examined in the following manner: • with Govt. subsidy • without Govt. subsidy • Partly financed through public funds supplementing the toll collection by other revenue sources or any other revenue augmentation method.

The Consultants would propose and finalize with parameters, formats and scenarios in respect of commercial analysis for adopting a businesslike approach. Pricing strategy is to be so designed as to ensure cost recovery and tariff adjustment corresponding to cost increase. The Consultants would try to balance the conflicting goals in this context, namely (i) ensuring reasonable and just price from consumer angle and (ii) allowing for adequate profit margin through price cap approach. Financial Analysis would be carried out with respect to:

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• Projected income statement • Balance sheet • Discounted cash flow including detailed cash outflow and inflow besides amortization statements • Sensitivity analysis under a number of probabilities scenario including traffic volume, traffic rate/price-cap etc.

Financial scheme would be finalized after the financial analysis as above.

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CHAPTER – 4.0: SOCIO-ECONOMIC PROFILE

4.1 INTRODUCTION

To understand completely how the growth of traffic and demand for transport infrastructure is dependent on the region’s available resources, human and natural, the social and economic distribution, the gross output, the growth potential, a study of socioeconomic profile is essential. For a region a close inter-relation exists between the socio economic activity and transport infrastructure. The region’s development is completely governed by these two components and how they complement each other.

The socio economic profile helps in making project implementation decisions. A survey of historical economic and demographic activity can help to explain current social status distribution among the society, the living standards, the quality of life, the general awareness, maturity levels, in turn the reflection on the growth of traffic etc.

An understanding of the past and current industrialization, for example, could help to explain the presence and contemporary value of the dams that obstruct fish passage, the types of contaminants that are likely to be present behind those dams, and the economic and political pressures that may promote or inhibit their removal or modification, which decide the investing potential in the region.

This chapter endeavors to provide socio-economic profile at two levels i) Region or State level and ii) Project Influence Area. Socio-economic and demographic data of the project area – population & density, employment, poverty levels, industry, agriculture, literacy, health, transport, tourism potential and related aspects. Socio- economic profile has been prepared to provide a quantitative framework against which qualitative socio and economic impacts of any of the development initiative can be assessed and evaluated.

The socio-economic profile is discussed in terms of a few selected indicators, which are broadly categorized in to the following and hence together are termed as socio economic indicators.

Socio and Demographic Indicators

Social indicators are set of indicators that measure progress towards the policy objectives designed for promoting employment, combating poverty, improving living and working conditions, combating exclusion, developing human resources, etc.

Demographic Indicators are a scientific measure of human population dynamics. It encompasses the study of the size, structure and distribution of populations, and how populations change over time due to births, deaths, migration and ageing.

A list of socio and demographic indicators considered for this report is as under:

1. Population 2. Male/Female Ratio 3. Health 4. Household 5. Literacy 6. Poverty 7. Employment

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Economic Indicators

An economic indicator is simply any economic statistic, which indicates how well the economy is doing and how well the economy is going to do in the future. To understand economic indicators, we must understand the ways in which economic indicators differ. Alternatively statistics, which indicates current economic growth rates and trends such as retail sales and employment. Economic indicators allow analysis of economic performance and predictions of future performance.

• Gross Domestic Product (GDP) • Net State Domestic Product (NSDP) • Per Capita Income • Agriculture & Irrigation • Industry • Transportation

4.2 PROJECT BACKGROUND

National Highways Authority of India (NHAI) is engaged in the development of national highways and as part of this Endeavour, the authority has decided to rehabilitate and upgrade Jodhpur Ring Road in the state of Rajasthan.

The National highways Authority of India (NHAI) has appointed M/s. Feedback Infrastructure Services Pvt. Ltd. for providing the required consultancy services for preparation of Project Report for up gradation of Jodhpur Ring Road in the State of Rajasthan.

4.3 PROJECT LOCATION

The State of Rajasthan is located in north-western part of India. Rajasthan is surrounded on the west and northwest by Pakistan, on the north and northeast by the states of Punjab, Haryana, and Uttar Pradesh, on the east and southeast by the states of Uttar Pradesh and Madhya Pradesh, and on the southwest by the state of Gujarat. Project road is starts from Dangiywas village on junction with NH 125 and ends at Dangiywas, passing through Keru and Nagaur Road. Approximate length of the project road is 101.0 km.

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Section-I Keru to Nagaur Road Nagaur Road

Section-II Dangiyawas to Nagaur

Keru Dangiyawas

Section-I Dangiyawas to Keru

Fig. 4.1: Location of Project stretch

4.4 MEETING

Topomaps have been collected and compiled to form a base map. Desktop study has been carried out by the Team Leader along with the other professionals for terrain evaluation, examination of various alternatives, crossing details, RoBs, avoidance of built-up areas & religious structures, Water bodies, hills, low lying areas and other structures.

The team of experts lead by the Team Leader carried out reconnaissance survey of the project. The team has extensively carried out physical validation of desktop studies and examination of various options.

A detailed accounting of the socio-economic profile of the Project Influence Area (PIA) has been prepared which traces the PIA’s economic performance of the past and establishes the likely growth prospects of the future. The output of this Chapter is the economic growth prospects of the PIA with respect to certain selected economic variables and serves as the basis for arriving at a realistic traffic growth rate, for different vehicle categories.

Methodology

The socio economic characteristics of the PIA as indicated above have been examined through a preliminary socio economic survey. The base data required was collected from numerous agencies and referring the various literature available from the Directorate of Economics and Statistics and official government websites. All statistics used to study the past economic performance of the PIA are based on secondary official sources of information.

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4.5 SOCIAL AND DEMOGRAPHIC PROFILE OF RAJASTHAN

General History

Rajput clans emerged and held their sway over different parts of Rajasthan from about 700 AD. Before that, Rajasthan was a part of several republics. It was a part of the Mauryan Empire. Other major republics that dominated this region include the Malavas, Arjunyas, Yaudhyas, Kushans, Saka Satraps, and Guptas and Hunas.

The Rajput clan’s ascendancy in Indian history was during the period from the eighth to the twelfth century AD. The Pratihars ruled Rajasthan and most of northern India during 750-1000 AD. Between 1000-1200 AD Rajasthan witnessed the struggle for supremacy between Chalukyas, Parmars and Chauhans.

Around 1200 AD a part of Rajasthan came under Muslim rulers. The principal centres of their powers were Nagaur and Ajmer. Ranthambhor was also under their suzerainty. At the beginning of the 13th century AD, the most prominent and powerful state of Rajasthan was Mewar.

The erstwhile Rajputana comprised 19 princely states and two chief ships of Lava and Kushalgarh and a British administered territory of Ajmer-Merwara. Rajasthan State was heterogeneous conglomeration of separate political entities with different administrative systems prevailing in different places. The present State of Rajasthan was formed after a long process of integration which began on March 17, 1948 and ended on November 1, 1956. Before integration it was called Rajputana; after integration it came to be known as Rajasthan. At present there are 33 districts (including the new district of Pratapgarh) in the State.

The State of Rajasthan

Rajasthan, situated at the north western part of India is the biggest state in the country of India and lies between 2330 and 30 11 North latitude and 69 29 and 78 17 East longitudes. The state shares its north- western and western boundary with the Indo-Pakistan international border that extends about 1,070 km and touches the major districts Barmer, Bikaner, Ganganagar and Jaisalmer. Rajasthan is bordered by Pakistan in the west and northwest, the states of Punjab, Uttar Pradesh and Haryana in the north and northeast. The state of Madhya Pradesh lies in the southeast and Gujarat in the southwest.

The huge portion of the state of Rajasthan is desiccated and houses the biggest Indian desert- the Thar Desert known as the 'Maru-kantar'. The oldest chain of fold mountains- the Aravalli Range splits the state into two geographical zones- desert at one side and forest belt on the other. Only 9.36% of the total geographical region lies under forest vegetation.

The Aravalli Range literally meaning 'line of peaks' , is a range of mountains in western India running approximately 800 km from northeast to southwest across states of Rajasthan, Haryana, and Gujarat. The Aravalli Range runs across the state from the southwest peak Guru Shikhar (Mount Abu), which is 1,722 m in height, to Khetri in the northeast. This divides the state into 60% in the northwest of the range and 40% in the southeast. The northwest tract is sandy and unproductive with little water but improves gradually from desert land in the far west and northwest to comparatively fertile and habitable land towards the east.

The Thar Desert of Rajasthan is situated partly in India and partly in Pakistan. Bordering the desert on four sides are, Indus plains to the west, Aravalli Range to the southeast, Rann of Kutch to the south, and Punjab plains to the north and northeast.

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Weather in Rajasthan varies with the seasons of the year. The weather in Rajasthan ranges from very hot in summer to chilly in winter. Like its varying topography, Rajasthan has varying climate. The weather or climate of the Rajasthan can be broadly classified into four distinct seasons. They are - Pre- monsoon, which is the hot season preceding the monsoon and extends from April to June, the Monsoon that occurs in the month of June in the eastern region and mid- July in the western arid regions, the Post-monsoon that commences from mid-September and continues till November and the Winter that extends from December to March, January being the coldest month of the year. The average temperature in winter ranges from 8° to 28° C (46° to 82° F) and in summer the average temperature range from 25° to 46° C (77° to 115° F).

Location & Boundaries

Area & Population

Rajasthan has total land area of 342,239sq.km. It accounts for 10.4 percent of the total area of the country and ranks first among major States of in terms of size.

The Rajasthan state population according to 2011 census is 6.86 crore. The density of population as per 2011 Census is 200 persons/sq.km,

Sex Ratio

The state has considerable female to male ratio, 926/1000,

Health

In Rajasthan as of 2009, there were 21 medical colleges and 2036 hospitals with a total of 43864 beds. Life expectancy has increased from 61.2 years in 1991 to 62.8 years in 2009 (MSDR, 2005).

Household

According to 2011 Census, Out of total population of Rajasthan, 24.89% people live in urban regions. The total figure of population living in urban areas is 17,080,776 of which 8,939,204 are males and while remaining 8,141,572 are females. The urban population in the last 10 years has increased by 29.26 percent.

Out Of the total population of Rajasthan state, around 75.11 percent live in the villages of rural areas. In actual numbers, males and females were 26,680,882 and 24,859,354 respectively. Total population of rural areas of Rajasthan state was 51,540,236. The population growth rate recorded for this decade (2001-2011) was 19.05%

Literacy

Literacy rate in Rajasthan has seen upward trend and is 67.06 percent as per 2011 population census. Of that, male literacy stands at 80.51 percent while female literacy is at 52.66 percent. In 2001, literacy

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Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Socio-Ecoonomic Profile rate in Rajasthan stood at 60.41 percent of which male and female were 70.32 percent and 43.85 percent literate respectively.

Poverty

The coexistence of prosperity and deprivation in the state is a matter of serious concern. A poverty line, which separates the poor and non-poor, has been derived by putting a price on the minimum required consumption levels of food, clothing, shelter and social needs like education and health. The national- level official poverty lines for the base year (1973-74) expressed as monthly per capita consumption expenditure of Rs.49.09 in rural areas and Rs.56.64 in urban areas correspond to a basket of goods and services, which satisfy the calorie norms of per capita daily requirement of 2400 Kcal in rural areas and 2100 Kcal in urban areas, which is medically enough, to prevent death. Rajasthan has been able to reduce its poverty by substantial amount over a period of time. Its overall poverty is less than the national average i.e. 22.1% as against 27.5% respectively. Its poverty in rural sector i.e. 18.7% is far more less than the national average of 28.3%. But the situation is opposite when it comes to urban poverty, Rajasthan has 32.9% as against the national average of 25.7%. Several projects have been initiated to eradicate poverty in the state.

4.6 ECONOMIC PROFILE

Net State Domestic Product (NSDP)

The advance estimates of Gross State Domestic Product at current prices is estimated to be Rs 3,68,320 crore for the year 2011-12 as compared to Rs 3,23,682 crore during the year 2010-11 (quick estimates), showing an increase of 13.79 per cent over the previous year. As per the advance estimates, Gross State Domestic Product at constant (2004-05) prices, in the year 2011-12 is likely to attain a level of Rs 2,15,454 crore, as against the estimates of GSDP for the year 2010-11 (quick estimates) of Rs 2,04,398 crore, registering an increase of 5.41 per cent over the preceding year.

The advance estimates of Net State Domestic Product at current prices is worked out to be Rs 3,25,266 crore for the year 2011-12 as compared to Rs 2,86,008 crore during the year 2010-11 (quick estimates) showing an increase of 13.73 per cent over the previous year. As per the advance estimates, the Net State Domestic Product at constant (2004-05) prices, in the year 2011-12 has been estimated at Rs 1, 87,749 crore as against Rs1, 78,184 crore in the year 2010-11 (quick estimates) showing an increase of 5.37 per cent over the previous year.

Per Capita Income

The per capita income for the year 2011-12 at current prices works out to be Rs 47,506 as against Rs 42,434 during the year 2010-11 registering an increase of 11.95 per cent over the previous year. The per capita income at 2004-05 constant prices during 2011-12, is likely to be Rs 27,421 as compared to Rs 26,436 in the year 2010-11, registering an increase of 3.73 per cent over the previous year.

Agriculture & Irrigation

The prospects of agriculture in the State largely depend on timely arrival of monsoon. This year, the rainfall pattern indicates that during the current monsoon season, the State has received 732.82 mm rainfall against the normal rainfall of 418.7 mm from 01-06-2011 to 30-09-2011. As per the preliminary forecast for the year 2011-12, the total food grain production in the State is expected to be 209.45 lakh tones as compared to 235.61 lakh tones in the agricultural year, 2010-11. An irrigation potential of 40.72 lakh hectares was created in the State by the end of March, 2011, through various irrigation

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Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Socio-Ecoonomic Profile projects. During the year 2011-12 (upto December, 2011) an additional irrigation potential of 17,447 hectares (including Indira Gandhi Nahar Project) has been created.

Industry

The principal objective of the State Government is to make Rajasthan the most preferred State for investment in identified sectors and to ultimately achieve global competitiveness. Governed by this basic objective, the State has laid special emphasis on accelerating the overall pace of industrial growth, increasing employment opportunities, improving productivity, ensuring sustainable development and strengthening small, medium and large industries. A Single Window Act has come into force in the State for fast and time bound clearance of the investment proposals from various departments. New investments are also being pursued actively. The new Industrial and Investment Policy 2010 issued by the State Government is being followed.

At present, 34 District Industries Centre’s and 7 sub-centers are in operation for providing inputs and other facilities to entrepreneurs. During the year 2011-12, RIICO has acquired 1,520.88 acre of land and developed 454.66 acre of land upto December, 2011. RIICO has developed 4 Agro Food Parks at Kota, Jodhpur, Ganganagar and Alwar to promote agriculture based industries. RIICO has also signed an MoU at the international level with Japanese society JETRO wherein Japanese companies shall setup their industrial units at Neemrana Industrial Area, Alwar. Stone Park at Dholpur and Karauli, Bio Technology Park at Sitapura Industrial Area, Jaipur, and IT Parks at Jaipur, Jodhpur, Kota and Udaipur are also being established. Besides this, some of the important projects like Honda Siel Car, Mahindra group SEZ, Saint Gobain Group, are also in progress. At present, there are 6 Special Economic Zones (SEZ) in the State.

Rajasthan Financial Corporation (RFC) has issued sanctions for loans of Rs 208.59 crore during the year 2011-12 upto December, 2011. With regards to the sales of Small Scale Industrial products during the financial year 2011-12 upto December 2011, the sale of handicraft items contributed to an amount of Rs 768.97 lakh through various agencies.

In Khadi and Gramodyog Industries, there is a production of Rs 18.37 crore and Rs 91.89 crore respectively during the year 2011-12 upto December, 2011. The Rural Non-Farm Development Agency (RUDA) is also in operation for creation of more avenues of employment in the rural non-farm sector through its activities in leather, wool, textiles, stone ceramic, potteries, handicrafts, handloom and khadi & village industries sectors.

Mines and Minerals

There are 2,849 mining leases for major minerals and 11,849 minor leases and 16,297 quarry licenses existing in the State. Mineral survey and prospecting on projects have been taken up or are being carried out. During the current year, 2011-12, (upto December 2011), an amount of Rs 1,589.62 crore of revenue has been received.

Oil and Gas

The petroleum sector has tremendous potential in the State. Oil reserves have been found in the western part of the State mainly in the Barmer, Jalore and Jaisalmer districts. Especially, the Barmer- Sanchore (Jalore) Basin and Shahgarh Sub-Basin in District Jaisalmer oil exploration is underway. The production of Crude Oil has commenced from 29th august, 2009 and 74.45 million Barrels of crude oil have been produced from Mangla Oil Field in Barmer till December, 2011. It is anticipated that a revenue of Rs 3,000 crores shall be accrued to the State Government during 2011-12. Besides, National Oil Companies are actively engaged in Oil, Gas and CBM exploration in Rajasthan.

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Power Capacity

The installed capacity as on 31st March, 2011 was 9,188.22 MW. The increase in installed capacity during the year 2011-12 upto December, 2011 was 642.46 MW taking the figure to 9,830.68 MW as on December, 2011. Under the Rural Electrification Programme, 39,496 villages have been electrified and about 10.50 lakh wells energised by the end of December, 2011. The Rajasthan Renewable Energy Corporation (RREC) has also been playing a leading role to promote generation of non- conventional energy in the State.

Transportation

Healthy transport system is an indicator of economic health and development of a State. As on 31st March, 2012, the total road length in the State is expected to be 1,90,402 km. The road density in the State is expected to be 55.63 km per 100 Sq. km by the end of 2011-12. The total number of motor vehicles registered with the Transport Department of the State was 77.86 lakh upto the December, 2010, which has reached 87.34 lakh by the end of December, 2011, which shows an increase of 12.18 per cent.

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CHAPTER 5.0: ENGINEERING SURVEYS, INVESTIGATIONS & ANALYSIS

5.1 GENERAL

Detailed road inventory, visual condition survey, topographic survey, structural evaluation survey, roughness survey, sub grade investigations, material surveys were conducted during the feasibility study.

5.2 INVENTORY AND CONDITION SURVEY OF ROAD AND PAVEMENT

5.2.1 Road Inventory

An inventory of the project road has been carried out by visual observations supplemented with sample measurements using tape etc. Kilometer wise features like terrain, land-use, surfacing type and width, shoulder, sub-grade, local soil type, curve details, intersectional details, retaining structures details, location of water bodies, location of forest areas height of embankment or depth of cut, ROW, CD structures, road side arboriculture, existing utility services, Existing Railway crossings, cross roads, structures, junctions and general drainage conditions etc., were recorded. The road inventory has been referenced to the existing km posts established along the roadside. A detailed road inventory is presented in Annexure 5.1. An overview of the road has been given below:

a) Start and End points

The existing stretch of ring road (also called as a BRO ring road) stretch starts at km 0.00 from NH-25 near Dangiywas and ends at km 43.300 near Barli connecting to NH-125. Overlapping section of NH-125 from km 16.700 to 19.700 i.e. from Barli to Keru is also part of the ring road. The stretch from Keru to Nagaur road is a green field alignment for which the land acquisition is carried out by JDA.

Start of Project road at km 0.000 at Dangiywas End of Project road at km 46+400 at Keru

b) Terrain

The terrain along the project road can be predominantly termed as plain. Table 5.1 shows the classification of terrain. Rolling terrain is also found from km 35.500 to km 41.500.

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Table 5.1: Terrain

Sl. No Terrain Terrain (%) 1 Plain 86.52 2 Rolling 14.48

c) Land use

Land use patterns along the project road can be mentioned as agricultural, barren and urban. Predominant land use pattern is agricultural. Land use along the project stretch is shown in Table 5.2.

Table 5.2: Land Use Pattern

Land use Ex. Length (km) Total length (%) Agricultural 22.7 48.92 Barren 8.1 17.46 Urban 13.2 28.45 Commercial 2.4 5.17 Total Length 46.4 100

d) Alignment

The existing two lane carriageway alignment comprises of few sharp horizontal and deficient vertical curves which require geometric corrections. The details of horizontal curve are shown in the Table 5.3 below

Table 5.3: Details of Curves on existing alignment

Sl. No Chainage(Existing) Side Sr.No Chainage(Existing) Side 1 4.500 LHC 19 37.600 RHC 2 18.200 LHC 20 37.700 RHC 3 18.400 RHC 21 38.200 LHC 4 18.700 LHC 22 38.300 LHC 5 20.700 RHC 23 38.900 RHC 6 24.300 RHC 24 39.000 RHC 7 25.000 RHC 25 39.300 RHC 8 26.700 RHC 26 39.900 RHC 9 28.500 LHC 27 40.000 RHC 10 29.300 LHC 28 40.400 LHC 11 32.200 RHC 29 40.500 LHC 12 34.800 RHC 30 41.000 LHC 13 35.300 RHC 31 41.400 LHC 14 35.800 RHC 32 43.100 RHC 15 36.100 LHC 33 43.800 LHC 16 36.600 LHC 34 44.400 LHC 17 36.800 LHC 35 45.500 LHC 18 37.400 RHC

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e) Villages and Towns

The villages and towns through which the project road passes are listed in Table 5.4.

Table 5.4: Villages/Towns along Project Road

Existing Chainage (km) Sl. No Length (km) Village/Town From To 1 17.900 19.000 1.100 Chamanpura 2 23.600 35.000 11.400 Sangariya 3 35.000 37.000 2.000 Gopal Bariya 4 39.100 40.000 0.900 Chaukhan 5 40.000 41.000 1.000 Juniya Bera

Sangariya Village @ Km 31.000 Gopal Bari Village @ Km 36.000

f) Carriageway and Roadway width

The present configuration of the road varies from 2 lane carriageway with earthen shoulder. Details of carriageway width is given at Table 5.5

Table 5.5: Carriageway widths

Existing Chainage (km) Width (m) Length Configuration Paved Earthen From To (km) Carriageway Shoulder Shoulder 0.000 31.600 31.600 2 lane 7 0 1.5 (both side) 31.600 43.300 11.800 2 lane 7.5 0 1.5 (both side) 16.700 19.700 3.000 2 lane 7 1.5 (both side) 1 (both side)

g) Surfacing Type

The existing pavement is of flexible type.

h) Shoulder

Earthen shoulders are observed on both side of road along the entire stretch, paved shoulder of 1.5 m

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width are observed at some locations, the width of earthen shoulder varies from 1.0 to 1.5m on both sides, and condition of the earthen shoulders is fair to poor.

i) Embankment and Cutting sections

Average height of embankment varies between level from 0.5 m to 1.5 m except for built-up areas. The condition of the embankment is fair.

j) Road Junctions

There are about eleven major intersections as given in Table 2.4, and 52 minor intersections along the project road. The list of minor intersections / junctions across the road as shown in Table 5.6.

Table 5.6: Junction Details

Left Side Leads Junction Detail Right Side Leads Junction Detail Junction Chainage Side Carriageway Surface City / Village Type Carriageway Surface City / Village Width Type Name Width Type Name

0.000 Both 7+1+7 BT Jodhpur T 7+1+7 BT Bar

0.900 Left 3.5 BT Jatiyawas T - - -

5.500 Both 3 ER Jaleli + 3 ER Bawarla

5.900 Left 3.5 ER Oil India Company T - - -

7.500 Left 3.5 ER Jaleli T - - -

8.100 Left 3 BT Jaleli T - - -

8.200 Right - - - T 3.5 BT Godalo Ki Dhani

9.900 Both 3.5 BT Jaleli + 7 BT Jodhpur Mahadevi 13.300 Both 3 BT Basni Nikuba + 3 BT Dhuna 14.700 Both 3 ER Basni Bedan + 3 ER Janiyo KI Dhani

16.000 Left 3 ER Aadarsh Nagar T - - -

16.500 Both 7 BT Phitkasni + 7 BT Jodhpur

17.000 Left 3 BT Alakdhara T - - -

17.100 Left 3 BT Alakdhara T - - -

18.000 Left 3 BT Chamanpura T - - -

18.300 Both 5 BT Khejadli + 7 BT Jodhpur

18.300 Right - - - T 7 BT Banar

18.400 Left 3 BT Khejadli T - - -

19.100 Both 3 BT Khejadli Kala + 3 BT Jodhpur

20.800 Right - - - T 3.5 BT Hanuman Nagar

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Left Side Leads Junction Detail Right Side Leads Junction Detail Junction Chainage Side Carriageway Surface City / Village Type Carriageway Surface City / Village Width Type Name Width Type Name 21.600 Both 5 BT Guda + 7+1+7 BT Jodhpur

21.900 Left 10 BT High Court T - - -

21.900 Left 10 BT Colony T - - -

22.700 Both NH-65 Pali + NH-65 Jodhpur

23.000 Right - - - T 4 BT Vastunagar

23.600 Right - - - T 5 CC Sangariya

23.900 Both 7+1+7 BT Sangariya + 7+1+7 BT Jodhpur

24.300 Left 7+1+7 ER Sangariya T - - -

24.600 Both 7 BT Sangariya + 7 BT Sangariya

25.300 Both 5 BT Sangariya + 5 BT Sangariya

25.600 Left 7+7+7 BT Sangariya T - - -

26.700 Both 7+1+7 BT Salawas + 7+1+7 BT Jodhpur

27.300 Left 7+1+7 BT Colony T - - -

27.800 Left 7 BT Colony T - - -

29.100 Right - - - T 5 BT Junawa Ki Dhani

31.600 Both 7+1+7 BT Barmer + 7+1+7 BT Jodhpur

32.200 Left 5 BT Pal Village T - - -

34.100 Both 7+1+7 BT Chaukhan + 7+1+7 BT Jodhpur

34.500 Left 5 BT Chaukhan T - - -

34.800 Left 5 BT Chaukhan T - - -

35.500 Left 10 BT Hotel T - - -

35.500 Left 5 BT Hotel T - - -

35.700 Left 3 BT School T - - -

35.800 Right - - - T 3.5 BT Gopal Vadi

35.900 Both 7 BT Gangana + 7 BT Jodhpur

36.300 Right - - - T 7 BT Jodhpur

39.200 Left 3 BT Chaukhan T - - -

40.200 Left 3 BT Juniya Bera T - - -

40.400 Right - - - T 5 BT Kaylana

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41.300 Right - - - T 3 BT Kailyana

41.400 Both 3 BT Kadam Khedi + 4 BT Barli

42.400 Left 3 BT Barli T - - -

42.800 Left 5 BT Barli T - - -

43.200 Both 5 BT Jawar + 5 BT Jodhpur

43.700 Right - - - T 3 BT Sodha Ki Dhani Jodhpur Ring 46.300 Right - - - T 10 ER Road

Major Junction NH-65 @ Km 22.700 Major Junction NH-125 @ Km 31.600

k) Side Drains

Unlined drains are present on either side of the project road at very few locations

l) Utilities

Utilities are found within ROW frequently along the BRO stretch. Electric poles and lines are placed very near carriageway. OFC cables are seen at the end of ROW. HT-lines are running parallel to project road in about 10 km length i.e. km 23.00 to 30.00 on left side. HT-lines are also crossing at few locations but are having enough clearance from road. Few photographs are given below.

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HT Line @ 24.500 OFC @ 3.700

Table 5.7: List of Utilities

Sl. No. Chainage (Existing) Description 1 3.700 HT CROSS 2 4.300 HT CROSS 3 7.300 HT CROSS 4 10.400 TRANSFORMER (R ) 5 11.300 TRANSFORMER (R ) 6 15.600 HT CROSS 7 16.100 HT CROSS 8 23.000 HT (L) 9 23.100 HT (L) 10 23.200 HT (L) 11 23.300 HT (L) 12 23.400 HT (L) 13 23.500 HT (L) 14 23.600 HT (L) 15 23.700 HT (L) 16 23.800 HT (L) 17 23.900 HT (L) 18 24.000 HT (L) 19 24.100 HT (L) 20 24.200 HT (L) 21 24.300 HT (L) 22 24.400 HT (L) 23 24.500 HT (L) 24 24.600 HT (R ) 25 24.700 HT (R ) 26 24.800 HT (R ) 27 24.900 HT (R ) 28 25.000 HT CROSS

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Sl. No. Chainage (Existing) Description 29 25.100 HT CROSS 30 25.300 TRANSFORMER (R ) 31 25.900 HT CROSS 32 26.500 HT CROSS 33 27.000 HT CROSS 34 27.100 HT (L) 35 27.200 HT (L) 36 27.300 HT (L) 37 27.400 HT (L) 38 27.500 HT (L) 39 27.600 HT (L) 40 27.700 HT (L) 41 27.800 HT (L) 42 27.900 HT (L) 43 28.000 HT (L) 44 28.100 HT (L) 45 28.200 HT (L) 46 28.300 HT (L) 47 28.400 HT (L) 48 28.500 HT (L) 49 28.600 HT (L) 50 28.700 HT (L) 51 28.800 HT (L) 52 28.900 HT (L) 53 29.000 HT (L) HT CROSS 54 29.300 HT (L) 55 35.100 HT CROSS 56 40.400 HT CROSS 57 40.700 HT CROSS 58 41.000 HT CROSS

m) Petrol Pumps

There are seven petrol pump located along the project road. A location of this petrol pump is shown in Table 5.8 below.

Table 5.8: Locations of Petrol Pumps along the stretch

Sl. No. Existing Chainage Side 1 1.900 LHS 2 10.400 RHS 3 11.200 LHS 4 20.100 RHS 5 21.400 RHS

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Sl. No. Existing Chainage Side 6 25.700 RHS 7 35.200 RHS

n) Truck Lay-bye

There is no parking lay-byes for commercial vehicles along the project road.

5.2.2 Pavement Condition Survey

Detailed field studies have been carried out to collect pavement/shoulder/drainage conditions and are presented in Annexure 5.2.

The survey on general pavement condition was primarily a visual exercise undertaken by means of slow drive-over survey, and supplemented with measurements wherever necessary. Visual assessment was carried out from a vehicle, with speed not exceeding 15 km/hr and stopping at various locations at suitable intervals and wherever necessary, depending on variations in pavement conditions. Aspects of pavement conditions assessed include surface defects, rut depth, cracking, potholes, patched areas, shoulder condition etc. An overall assessment of performance serviceability of the road was also done to qualitatively rate the existing pavement and shoulder condition.

The pavement condition was recorded under the following sub-heads:

• Shoulder − Composition / Condition / material Loss − Riding Quality (Good / Fair / Poor / Very Poor)

• Pavement Condition (surface distress type & extent) − Cracking (%) − Raveling (%) − Potholes (%) − Patching (%) − Rut depth (mm) − Edge break (m) − Pavement edge Drop (mm)

• Embankment condition (Good / Fair / Poor) • Road Side Drain (Non Existing / Partially Functional / Functional) • Drainage condition

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Good Pavement Condition @ 1.500 Ravelling @ 10.900

Poor Condition @ 18.700 Cracking @ 40.400

For determining the pavement condition for project road, the yardstick as given in Table 5.9 has been used to designate the pavement condition.

Table 5.9: Yardstick for Pavement Condition

Sl. No. Condition Pot holes (%) Cracking (%) Patching (%) Raveling (%) 1 Excellent Nil ≤5 Nil ≤1.0 >1.0 2 Good ≤5 > 5 ≤ 10 ≤ 0.5 ≤ 2.0 >5 > 2.0 3 Fair > 10 ≤ 20 > 0.5 ≤ 2.0 ≤10 ≤ 5.0 >10 >5.0 4 Poor >20 ≤ 30 >2 ≤ 6.0 ≤50 ≤10.0 5 Very poor >50 >30 >6.0 >10.0

5.2.2.1 Summary of Condition Survey Results

Based on the yardstick the overall condition of the pavement has been analyzed and it varies between good to very poor condition. Out of 46.300 km from Dangiywas to Keru, 30.17 % of road is in good

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Final Project Report Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Engineering Surveys and section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Investigations condition, 28.23% of road is in fair condition, 41.59 % of road is in poor condition. The summary of pavement condition is given in Table 5.10.

Table 5.10: Summary of Pavement Condition Survey

Description Length (km) % of Total Length Good 14.000 30.17 Fair 13.000 28.23 Poor 19.300 41.59 Total 46.300 100.00

5.2.2.2 Shoulder Condition

Earthen shoulders are observed on both side of road along the entire stretch, paved shoulder of 1.5 m width are observed from 16.700 to 19.700 of NH-125, the width of earthen shoulder varies from 1.0 to 1.5 m on both sides, and condition of the earthen shoulders is poor.

5.2.2.3 Drainage Condition

The general condition of the roadside drains is fair.

5.3 TOPOGRAPHIC SURVEYS

DGPS survey has been carried out and control points are established along the alignment. In addition, auto leveling has also been carried out between SOI GTS BMs and DGPS control beacons The Topographic survey includes:

• DGPS control points were established on reference pillars fixed at 5 km intervals. These control points were auto-leveled from Survey of India (SOI) GTS BM’s using auto levels (in accordance with IRC SP19) • Additional intermittent benchmarks were established on permanent structures like Culverts parapets, Km stones, or on permanent structures enroute, etc. • A closed traverse is run for a loop length of 5 km. While traversing, stations were established at 100 to 250 mt apart. The pillars constructed along the route are connected. • The detailed survey was carried out using a total station instrument with a strip width of 30 m on either side of the existing centerline, widened at horizontal curves and ROB locations. All topographical features were picked up during the survey. Points were picked up 60 m apart and cross sections taken at same intervals. Where existing roads / railways cross the alignment the surveys was extended to 100 m on either side of the alignment proposed. Culvert locations were also surveyed as part of the detailed survey. • Hard copies of the survey were made for use by FVPL’s senior surveyor and the survey teams to verify the accuracy in the field of the detailed survey. • The survey was received in digital format in XYZ format compatible with Mx software together with hard copies.

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5.4 STRUCTURAL EVALUATION OF PAVEMENT

Structural strength of pavement is evaluated using Benkelman beam deflection method, observed characteristic deflection for the project road have been given in Table 5.16 and graphically shown in figure 5.1.

Characteristic Deflection (mm) Deflection Characteristic

Chainage (Km)

Figure 5.1 Characteristic deflections on project road

Table 5.11 Observed characteristic deflection

Km. 0.000 to Km. 46.400 2 Lanes Road Chainage (KM) Sr. No. Characteristic Deflection (mm) From To 1 2.500 3.000 1.564 2 7.500 8.000 0.964 3 14.000 14.500 1.885 4 19.000 19.500 1.487 5 23.000 23.500 0.871

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Km. 0.000 to Km. 46.400 2 Lanes Road Chainage (KM) Sr. No. Characteristic Deflection (mm) From To 6 30.000 30.500 0.499 7 39.000 39.500 0.276 8 42.500 43.300 0.580

5.5 PAVEMENT COMPOSITION AND SUBGRADE INVESTIGATIONS

5.5.1 Methodology (Test Pits)

• Based on the data derived from the condition (Surface, Roughness) and Structural Strength, the project road would be divided into homogeneous segments. For the widening of existing road, testing of three sub-grade soil samples for each homogeneous segment or three samples for each soil type encountered, whichever is more. For the roads along new alignments, the test pits for sub-grade soil will be @ 5 Km or for each soil type, whichever is more. The testing for Sub-grade soil will include:

• In-situ density and moisture content • Field CBR using DCP • Characterization (Grain size and Atterberg limits) • Laboratory moisture-density characteristics • Laboratory CBR (un-soaked and 4-day soak compacted at 3 energy level) and Swell • FSI

5.5.2 Pavement Composition

For each test pit, the following information was recorded:

• Test pit reference (Identification number, location): • Pavement composition (material type and thickness) • Sub-grade type (textural classification) and condition (dry, wet)

Broad variation in pavement thickness was observed along the project road. However, the pavement composition of the existing pavement is generally same as bituminous, Base and Sub-base. The wearing coat (Bituminous) varies from 40 mm to 150 mm, base course varies from 50 mm to 300mm. The bituminous course consists of one layer and appears to be fair to poor in condition. The base course material was moderately strong and dry in general. The sub-grade below the base course was observed to be fine grained clay and sandy soil at some locations.

5.5.3 In situ-density and moisture content

Core cutter method was adopted for obtaining the field density. Representative soil samples were also taken from the core to establish moisture content. Figure 5.3 and Figure 5.4 shows the field dry density and field moisture profile along the project corridor in graphical way. The field density and moisture content varies from 1.64 to1.94 gm/cc and 2 % to 5.5% respectively. This indicates that sub-grade has moderate compaction state.

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Moisture Content

Chainage (Km)

Figure 5.2 Test Results for Field moisture content

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Figure 5.3 Test Results for Field Dry density

5.5.4 Characterization of Sub-grade

The following tests were conducted on each of the sub-grade samples collected from trial pits:

• Grain size distribution (Wet) • Atterberg’s Limits (Liquid limit and plastic limit) • Modified Proctor Density at three compaction levels • Four days soaked CBR at three energy levels

The methods of testing adopted for materials investigations are given in Table 5.12.

Table-5.12 Method of Testing

S. No. Type of Tests Unit Test Method IS: 2720 1 Grain Size Analysis (Wet Sieve) % by wt. (Part 4) Atterberg’s Limits IS: 2720 2 % by wt. (LL, PL, PI) (Part 5) Laboratory Moisture Density Gm/cc and AASHTO 3 Characteristic % by wt. T-180-97 (Modified AASHTO compaction) Laboratory CBR (4 day soaked compacted AASHTO 4 % at three energy level) T-193-99

The summary of laboratory test results for sub-grade is given in Annexure 5.4.

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5.6 MATERIAL INVESTIGATION

5.6.1 General

The material investigation for road construction has been carried out to identify the potential sources of construction materials and to assess their general availability, mechanical properties and quantities. This is one of the most important factors for stable, economic and successful implementation of the road program within the stipulated time. For improvement work as well as for new carriageway / bypass the list of materials includes the following:

• Granular material for lower sub-base works • Crushed stone aggregates for upper sub-base, base, surfacing and cement concrete works • Sand for filter material and cement, concrete works, sub-base and filling material • Borrow material for embankment, sub-grade and filling • Manufactured material like cement, steel, bitumen, geo-textiles etc. for other related works.

5.6.2 Objectives and Information Sources

The information on material sources was carried out with the following basic objectives.

• Source location, indicating places, Chainage, availability and the status whether in operation or new source. • Access to source, indicating the direction and nature of the access road i.e. left / right of project road, approximate lead distance from the gravity centre and type of access road. • Ownership of land / quarries, either government or private. • Test results, indicating the quality of materials along with their classification in details. • Probable uses indicating the likely use of materials at various stages of construction work i.e. fill materials, sub-grade, sub-base, base and wearing course and cross drainage structures. • During the process of investigation, due consideration has been given to the locally available materials for reducing the cost of construction. The samples from various identified sources have been collected for laboratory testing as per IRC / MoRT&H / BIS standards.

5.6.3 Material for Embankment and Sub grade

Potential sources of earth for the construction of embankment and sub-grade (for Reconstruction / New Carriageway) were identified on either side of project road. The details of all the borrow areas investigated with their respective locations, corresponding chainage, description of material and approximate quantities are tabulated in Table 5.13.

Table 5.13 Details of Borrow area along Project Road

Lead Distance From Type of Approx. Sl. No. Chainage Direction Village Name Project Road Land Area 1 43+000 RHS - 2000m Pond 20000 Rajala Village on 2 46+000 LHS 8000m Barren land 40000 Jaisalmer Road 3 45+000 LHS - 400m Barren land 40000

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Lead Distance From Type of Approx. Sl. No. Chainage Direction Village Name Project Road Land Area 4 43+300 LHS Aranji 4000m Barren land 20000 5 42+500 LHS - 50m Barren land 10000 6 38+000 RHS - 500m Hillock 5000 7 37+000 RHS - 50m Hillock 5000 8 28+200 LHS - 50m Barren land 20000 9 26+500 LHS Sangariya 2500m Pond 20000 10 25+800 LHS - 50m Barren land 10000 11 23+300 LHS - 50m Barren land 10000 12 20+000 LHS - 50m Barren land 10000 13 18+300 LHS - 100m Barren land 10000 14 15+200 RHS - 50m Barren land 10000 15 10+800 LHS - 100m Pond 20000 16 9+700 LHS - 2000m Pond 20000 17 5+900 LHS - 500m Barren land 10000 18 Banar - Janjivad 3000m Barren land 10000 19 Banar - - 4500m Barren land 40000 20 Banar - - 5000m Barren land 20000 Lordi to Janjiwal 21 282+500 - 6000m Barren land 20000 Road 22 282+500 - - 1500m Pond 20000 23 282+500 - - 1000m Barren land 20000 24 282+500 - On SH-61 400m Barren land 20000 25 4+000 - On SH-61 - Hillock 10000 26 - - Manaklao - Barren and 20000 27 - - Mathaniya - Barren land 20000

The following test has been conducted to check the suitability of the fine-grained materials:

• Grain size analysis • Atterberg limits • Maximum laboratory dry unit weight (Heavy Compaction) • Optimum moisture content • CBR (4 days soaked) at three energy levels.

Laboratory test results of Borrow Area Soil were presented in Annexure 5.3.

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Table 5.14 Test Results of Borrow Area Soil

ATTERBERG'S

MECHANICAL PROPERTIES

LIMITS

DRY

(%)

)

(%)

C MM

UPTO MOISTURE

SR. INDEX

IS /C VALUE

(%)

(%) (%) (%) MM LOCATION G

(%)

( INDEX LIMIT THAN NO. (%)

LIMIT

SOAKED DENSITY

0.002 (%) MM SIZE 0.075

CBR FREESWELL CONTENT SILT CLAY 0.002 SAND MAXIMUM CLASSIFICATION LESS 4.75 – 4.75 - 0.075 OPTIMUM LIQUID GRAVEL PLASTIC PLASTICITY

1. 3+000 Sub Grade 36 39 -25- - NP - SM 2.04 7.1 - 12.1 2. 8+000 Sub Grade 12 54 -34- 28 20 8 SC 1.96 8.2 - 8.4 3. 14+000 Sub Grade 4 54 -42- 28 20 8 SC 2.00 7.8 - 9.4 4. 19+000 Sub Grade 16 59 -25- 30 21 9 SC 1.90 8.4 21.5 7.9 5. 22+700 Sub Grade 13 62 -25- - NP - SM 1.94 7.1 - 8.2 6. 27+000 Sub Grade 9 60 -31- - NP - SM 1.92 8.4 - 7.5 7. 30+000 Sub Grade 26 45 -29- 29 20 9 SC 2.02 7.9 22.0 10.1 8. 39+000 Subgrade 10 55 -35- 30 21 9 SC 1.92 7.0 20.2 8.0 9. 42+000 Sub Grade 23 50 -27- - NP - SM 1.98 6.9 - 8.9 10 45+000 Sub Grade 18 66 -16- - NP - SM 1.97 6.8 - 9.3 11. 137+000 Subgrade 0 66 -34- - NP - SM 1.90 7.8 7.2 12. 140+000 Sub Grade 3 73 -24- - NP - SM 1.92 7.5 - 7.9

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5.6.4 Stone Aggregates

The availability and quality of material as coarse and fine aggregate was explored and samples are taken from some of the quarries where large quantities were available. The details are given in Table 5.15 as below. Table 5.15 Details of Stone aggregates Quarries

Lead Distance Sl. No. Village Name Location Name of Crusher From Project Road 26 Km from Salasar Grit 1 Duggara CH:46+000 Ch:46+000 Industries on Jaisalmer Road Ramdev Stone 2 Dajjer On SH-61 30.00 km Crusher On Kalyanpura- 90 Km From 3 Nagana - Nagana Jodhpur On Kalyanpura- 90 Km From 4 Simdhari - Simdhari Jodhpur

Representative samples from the above stone quarries were collected for testing in the laboratory. The following tests have been conducted on the samples collected.

• Los Angeles Abrasion Test : As per IS: 2386 (Part-4) • Aggregate Impact value : As per IS: 2386 (Part-6) • Combined flakiness and elongation indices : As per IS: 2386 (Part-7) • Soundness : As per IS: 2386 (Part-5) • Water absorption : As per IS: 2386 (Part-3)

MoRT&H requirement of stone aggregates for their use in base / surfacing courses of pavement are as follows: • Los Angeles Abrasion Value < 40% • Aggregate Impact Value < 30% • Flakiness and Elongation indices (combined) < 30% • Water absorption < 2%

Summary of Laboratory Test Results of Stone Aggregates were given in Annexure 5.4.

5.6.5 Quarries for Natural Sand

The bed of the following river flowing in the vicinity of the project road is the only potential source for good quality coarse sand in sufficient quantities. The details of quarry are given in Table 5.16.

Table 5.16 Details of Natural Sand Sources

Village Sl. No. Location Lead Distance From Project Name of River Name Road 1 Kalavanaka On Baghundi-Balotra Road 115 Km From Ch: 45+000 Luni

2 Kalavanaka On Baghundi-Balotra Road 115 Km From Ch: 31+700 Luni

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Summary of Laboratory Test Results of Sand is presented in Table 5.17.

Table 5.17 Summary of Laboratory Test Results for Natural Sand

Source Sieve size % passing

10 mm 100

4.75 mm 95.1

2.36 mm 89.2

1.18 mm 74.7

Luni River 600 mic 50.9

300 mic 26.4

150 mic 7.6

75 mic 0.8

Pan 0

5.6.6 Availability of Bitumen, Steel, Cement and other Materials

Bitumen is available at Mathura Refinery and which is around 550 km from project road.

The steel to be used as reinforcement for cross drainage structures shall be of Deformed Steel Bars conforming to IS 1786.

The cement of various types like Ordinary Portland Cement - 43 Grade, 53 Grade and Pozzolana Cement is required for the construction. The steel and Cement are available locally (Jodhpur, Bar, Bilara etc)

The locations of quarries and the approximate distance of each quarry from the project road are compiled in Figure 5.6.

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Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Final Project Report Engineering Surveys & Investigations

Figure 5.4 Quarry Chart

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Quarry cum crusher @ Duggar Village Quarry cum crusher @ Dajjer

Sand Source @ Kalava Naka (Luni River) Borrow Area Near Arabaji Village

Borrow Area Near Ch: 283+500 on NH-65 Borrow Area Near Mathaniya Village

5.7 INVENTORY AND CONDITION SURVEYS FOR STRUCTURES

5.7.1 General Condition of Bridges

One major bridge, two minor bridges, 50 slab culverts and one ROB are found on existing stretch of ring road. ROB @k 26+300 is of PSC type superstructure having RCC portal type Abutment with open foundation. Major bridge Jojari @ km 18+500 is of RCC solid slab type superstructure having RCC wall type pier with open foundation. The bridge is opened to traffic in the year July 2007. Minor bridge @ km 37+300 multi-cell box type RCC structure; minor bridge @ km 38+900 RCC solid slab type superstructure having RCC wall type pier with open foundation.

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There are total 50 culverts on the project road; the structural condition of most of the culverts is generally fair to poor. The culverts are mainly found in choked condition due to accumulation of waste and garbage. Poor maintenance has led to improper functioning of the culverts. Adequate maintenance of the culverts in many areas can result in proper functioning of the culverts. In some case reinforcement of is exposed.

Some bridge photographs are shown below.

MJB @ Chainage 18+500 MJB @ Chainage 18+500

MNB @ Chainage 37+300 MNB @ Chainage 38+300

ROB @ Chainage 26+300 ROB @ Chainage 26+300

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The condition of most of the structures is fair. Some common distresses observed are as follows. The detail inventory of minor bridges has been given in Annexure 5.5. • Depositions of debris and growth of vegetation in vent ways, • Damaged asphaltic / RCC wearing coat, • Missing, choked drainage spouts, • Leakage around holes for drainage spouts;

5.7.2 General Condition of Culverts

Culvert @ Chainage 16+280 Culvert @ Chainage 2+400

Culvert @ Chainage 17+500 Culvert @ Chainage 20+780

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Culvert @ Chainage 28+150 Culvert @ Chainage 23+950

Culvert @ Chainage 37+100 Culvert @ Chainage 29+300

Inventory and condition survey of culverts is presented in Annexure 5.6.

Summary of various types of the structures on the project road is as under:

Table 5.18 Summary of Structures

Type Nos. ROB 1 Major Bridge 1 Minor Bridge 2 Culvert 50 Total no of existing structures 54

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CHAPTER 6 - TRAFFIC SURVEYS AND ANALYSIS 6.1 INTRODUCTION

NHAI has appointed M/s Feedback Infra Pvt. Ltd., a leading Integrated Infrastructure Consulting Company based at New Delhi for preparation of Feasibility Study for Section-I, Dangiywas to Keru and Keru to Nagaur road (NH-62) covering a length of 75 km and Section-II Nagaur Road to Dangiywas, surrounding the Jodhpur city in the State of Rajasthan.

As part of this study, a systematic methodology has been followed to assess the characteristics of the traffic on the project road after the construction and tolling. 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 chapter on traffic survey and analysis 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 on the project road. Based on these, tollable traffic and toll revenue estimation at the toll plaza locations have been calculated and presented.

6.2 OBJECTIVE AND SCOPE OF SERVICES

The objective of the chapter 6 & 7 is to estimate the base year tollable traffic, projected tollable traffic and related revenues on the project road for the duration of the concession. The scope of services of this study is to carry out: • 7-days 24 hours manual classified traffic volume count at one location and 3-day 24 hour surveys at 6 locations. • 1 day 24 hours Origin & Destination survey at five locations. • 1 day 24 hours Axle load survey at two locations

6.3 THE PROJECT CORRIDOR

The project road falls under Jodhpur district of Rajasthan. Project road is surrounding the Jodhpur city, connecting to various National Highways such as NH-125, NH-62 and NH-25 and also various State Highways. Key map given in Figure 6.1 refers to the location of the project stretches. The project road has been divided in four homogeneous sections for traffic analysis. The details are given in Table 6-1a below. Table 6-1a: Homogeneous Section

S. No. Section Length Length Remark

HS-1 Km 0.000 – km 31.625 31.625 Lower Ring Road

HS-2 Km 31.625 – km 45.000 13.375 Lower Ring Road

HS-3 Km 45.000 – km 74.619 29.619 Upper Ring Road

HS-4 Km 74.619 – km 103.039 28.420 Upper Ring Road

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Figure 6-1: Project Stretch

Jodhpur District

Jodhpur district is among the largest districts in the state of Rajasthan. It is centrally situated in the western region of the state, and covers a total geographical area of 22850 Sq. kilometers is bounded by Nagaur in the east, Jaisalmer in the west, Bikaner in the north and Barmer and Pali in the South

Jodhpur is the second largest city in the Indian state of Rajasthan. It is the second metropolitan city of the state and the thirty-fifth largest city in India. It was formerly the seat of a princely state of the same name. The capital of the kingdom known as Marwar. Jodhpur is a popular tourist destination, featuring many palaces, forts and temples, set in the stark landscape of the Thar Desert.

The city is known as the "Sun City" for the bright and sunny weather it enjoys all the year round. The old city circles the fort and is bounded by a wall with several gates. Jodhpur is also known as "Blue City" because of the blue colors that decorate many of the houses in the old city area. However, the city has expanded greatly outside the wall over the past several decades. Jodhpur lies near the geographic centre of Rajasthan state, which makes it a convenient base for travel in a region much frequented by tourists. Source: Govt. of Rajasthan.

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6.4 TRAFFIC STUDIES

To capture traffic flow characteristics, travel pattern of traffic passing through the project road and other characteristics related to miscellaneous requirements on the project road, following Table 6-1b primary traffic surveys were conducted.

Table 6-1b: Traffic surveys schedule

S. Type of Name of the Type of No of Period No. survey location/km Road Days Km 20.500_Jhalamand Ring Road 7 04/12/16 – 10/12/16 Km 318.000_Kudi NH-62 3 04/12/16 – 6/12/16 Km 39.400_Chokha Ring Road 3 09/12/16 – 11/12/16 Village Classified Km 23.540_Keroo NH-125 3 08/12/16 – 10/12/16 1 Volume Count Netra Village NH-62 3 08/12/16 – 10/12/16

Km 90.200_Bilaspur NH-25 3 04/12/16 – 6/12/16

Km 110.000_Banar NH-25 3 04/12/16 – 6/12/16

Km 20.500_Jhalamand Bypass 24 Hour 8/12/2016 Km 23.540_Keroo NH-125 24 Hour 9/12/2016 O & D 2 Netra Village NH-62 24 Hour 8/12/2016 survey Km 110.000_Banar NH-25 24 Hour 6/12/2016 Km 318.000_Kudi NH-62 24 Hour 6/12/2016 Nandara Kalan @ km Ring Road 24 Hour 14/12/2016 9.950 Jhalamand @ km 21.400 Ring Road 24 Hour 14/12/2016

3 TMC DPS Circle @ km 26.700 Ring Road 24 Hour 14/12/2016 Dali Bai Circle @ km Ring Road 24 Hour 13/12/2016 34.000 Gopal bari Circle @ km Ring Road 24 Hour 13/12/2016 35.400

Classified Traffic Volume Counts (CVC’s) were conducted at seven locations to understand traffic intensity of section. Origin & Destination (OD) Surveys were conducted at the five locations to understand the travel characteristics and to estimate tollable traffic. The details of surveys conducted are as follows: • 7 days CVC survey at one location. • 3 days CVC survey at six locations. • 1 days 24 hours OD survey at five locations

The details of survey locations are depicted in Figure 6.2.

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Figure 6-2: Traffic Survey Locations

6.5 TRAFFIC INTENSITY

6.5.1 CLASSIFIED TRAFFIC VOLUME COUNTS

The CVC surveys were conducted at seven locations in the project influence area for 7/3 days continuously and trained enumerators were engaged for counting traffic under the supervision of experienced Traffic Engineer. The vehicle classification used in the survey along with their PCU factors, as suggested in IRC: 64 – 1990, are presented in Table 6-2.

Table 6-2: Vehicle Classification and PCU Factors Used in the Study

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Vehicle Type PCU Factor Truck 3-axle 3.0 4 to 6-axle truck 4.5 More than 6-axle truck 4.5 Agricultural tractor 1.5 Agricultural tractor with trailer 4.5 Slow Moving Vehicles Cycle 0.5 Cycle rickshaw 2.0 Animal drawn cart 6.0 Hand drawn cart 8.0

The analysis of the classified traffic volume counts observed at the survey locations was carried out to arrive at the following: • Average Daily Traffic (ADT) and Annual Average Daily Traffic (AADT) • Average hourly variation of traffic volume • Daily variation of traffic volume • Average Composition of traffic • Directional distribution of traffic • Peak hour factor (PHF)

6.5.2 AVERAGE DAILY TRAFFIC (ADT)

Traffic volume count data for 7 days was averaged to determine Average Daily Traffic (ADT). Mode-wise hourly traffic for all locations is presented in Annexure 6.1. ADT by vehicle type is presented in Table 6-3.

Table 6-3: Average Daily Traffic

Km Km Km Km Km Km 20.500_J Nitra 318.000_ 39.400_ 23.540_K 90.200_Bi 110.000_ Mode of Vehicle halaman Village_ Kudi_NH Ring eroo_NH- laspur_N Banar_NH d_Ring NH-62 -62 Road 125 H-25 -25 Road Car / Jeep / Van 2120 5759 2624 2188 2211 3395 1961 (Private) Car / Jeep (Taxi) 113 530 205 427 225 442 334 Shared Jeep 113 312 119 22 42 165 297 Mini Bus 17 61 40 25 18 36 37 School. Bus 26 161 25 10 10 16 58 Govt. Bus 3 184 51 44 137 187 282 Pvt. Bus 37 401 172 259 328 280 298 Tollable Maxx/Pick-Up 680 944 658 716 461 1102 632 vehicles LCV (4 tyre) 176 253 81 73 92 277 164 LCV (6 tyre) 237 253 375 57 158 352 152 2 Axle 727 970 1237 333 641 975 576 3 Axle 846 804 636 211 697 830 523 MAV (4 to 6 Axles) 1192 703 804 139 948 915 505 MAV (> 6 Axles) 0 0 0 0 0 0 0 Others 9 19 6 1 2 3 11 Total vehicles 6296 11354 7033 4505 5970 8975 5830 Total PCUs 13993 19205 14358 6787 13055 17097 11287

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Km Km Km Km Km Km 20.500_J Nitra 318.000_ 39.400_ 23.540_K 90.200_Bi 110.000_ Mode of Vehicle halaman Village_ Kudi_NH Ring eroo_NH- laspur_N Banar_NH d_Ring NH-62 -62 Road 125 H-25 -25 Road Non – Tollable Traffic (nos) 3 Wheeler 157 189 141 42 13 49 92 2 Wheeler 4674 4953 3499 2606 1330 3096 2531 Agriculture 31 33 16 12 28 20 23 Tractor Non Agri Tractor with Tollable 173 108 145 87 26 63 91 Trailer vehicles Cycle 40 81 27 1 5 12 67 Cycle Rickshaw 3 8 1 0 0 0 6 Animal Drawn 0 3 1 1 0 0 13 Cart

Toll Exempted Car 20 81 65 46 17 80 31 Toll Exempted Bus 3 20 20 14 13 8 8

Toll Toll Exempted LCV 3 3 9 6 1 3 10 Vehicles

Exempted Exempted Toll Exempted 89 5 247 15 0 5 19 Truck Total Non-Tollable 5193 5484 4171 2830 1433 3336 2891 (Nos.) Total Non-Tollable 3646 3436 3468 1903 897 2040 2052 Total (PCUs) Grand Total (Nos.) 11489 16838 11204 7335 7403 12311 8721 Grand Total 17638 22641 17826 8690 13952 19137 13339 (PCUs) • Average Daily Traffic - ADT (PCU) at the 7 day survey locations is 11489 (17638 PCU) at km 20.500, ADT at the 3 day survey locations is 16838 (22641 PCU) at Kudi, 11204 (17826 PCU) at Chokha village, 7335 (8690 PCU) at Keru, 7403 (13952 PCU) at Nitra village, 12311 (19137 PCU) at Bilaspur and 8721 (13339 PCU) at Banar.

The traffic plying on any road generally varies over different periods of the year depending on the cycle of different socio-economic activities in the regions through which it passes. Therefore, in order to have a more realistic picture of the traffic on the project road, it is required to assess its seasonal variation to estimate the annual average daily traffic (AADT)

AADT is the base year (FY 2016-17) traffic. This is a product of ADT and seasonal variation factor. Seasonal variation factor can be derived using various methods. Vehicle data from toll booths check posts etc. or sale details of petrol and diesel fuels along the corridor, arrival of vehicles at establishments like APMC, truck terminals, railway goods stations, etc. are the commonly used sets of data.

For the present study, fuel sales data for the last 2 years has been collected from various petrol pumps and analyzed and is as presented in Table 6-4.

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Table 6-4: Seasonal factors

SCF Month Petrol Diesel April 1.20 1.06 May 0.96 0.93 June 0.98 0.78 July 0.91 0.97 August 1.01 1.11 September 0.82 1.15 October 0.95 1.05 November 1.05 1.07 December 1.06 0.97 January 1.11 0.99 February 1.13 1.04 March 0.94 0.99

Since the traffic survey was carried out in the months of December and Seasonal factors for each corridor are calculated individually. Thus, for cars the final SCF has been arrived at by taking an average of MS and HSD, for buses it has been taken as 1.0 and for trucks it has been considered from the HSD data as listed above in Table 6-4.

6.5.3 ANNUAL AVERAGE DAILY TRAFFIC (AADT)

The traffic volume survey along the project road has been carried out in month of December 2016 and seasonal factors for the month were considered for converting ADT to AADT. AADT vehicle type wise is shown in Table 6-5. The AADT values for base year (2016-17) have been used for the traffic volume projection up to horizon year and for projecting the toll revenue.

Table 6-5: Annual Average Daily Traffic

Km Km Km Km Km Km Nitra 20.500_Jha 318.000 39.400 23.540_K 90.200_Bi 110.000_ Mode of Vehicle Village_ lamand_Ri _Kudi_N _Ring eroo_NH- laspur_N Banar_NH NH-62 ng Road H-62 Road 125 H-25 -25 Car / Jeep / Van 2162 5874 2676 2232 2255 3463 2000 (Private) Car / Jeep (Taxi) 110 514 199 414 218 429 324 Shared Jeep 110 303 115 21 41 160 288

Mini Bus 16 59 39 24 17 35 36 School. Bus 26 161 25 10 10 16 58 Govt. Bus 3 184 51 44 137 187 282 Pvt. Bus 37 401 172 259 328 280 298 Maxx/Pick-Up 660 916 638 695 447 1069 613 Tollable vehicles LCV (4 tyre) 171 245 79 71 89 269 159 LCV (6 tyre) 230 245 364 55 153 341 147 2 Axle 705 941 1200 323 622 946 559 3 Axle 821 780 617 205 676 805 507 MAV (4 to 6 Axles) 1156 682 780 135 920 888 490

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Km Km Km Km Km Km Nitra 20.500_Jha 318.000 39.400 23.540_K 90.200_Bi 110.000_ Mode of Vehicle Village_ lamand_Ri _Kudi_N _Ring eroo_NH- laspur_N Banar_NH NH-62 ng Road H-62 Road 125 H-25 -25 MAV (> 6 Axles) 0 0 0 0 0 0 0 Others 9 19 6 1 2 3 11 Total vehicles 6216 11324 6961 4489 5915 8891 5772 Total PCUs 13686 18986 14083 6722 12818 16800 11105 Non – Tollable Traffic (nos) 3 Wheeler 157 189 141 42 13 49 92 2 Wheeler 4674 4953 3499 2606 1330 3096 2531 Agriculture 31 33 16 12 28 20 23 Tractor Agri Tractor with 173 108 145 87 26 63 91 Trailer Cycle 40 81 27 1 5 12 67

Non Tollable vehicles Cycle Rickshaw 3 8 1 0 0 0 6 Animal Drawn 0 3 1 1 0 0 13 Cart Toll Exempted Car 20 83 66 47 17 82 32

Toll Exempted Bus 3 20 20 14 13 8 8 Toll Exempted LCV 3 3 9 6 1 3 10 Vehicles Toll Exempted

Toll Exempted Exempted Toll 86 5 240 15 0 5 18 Truck Total Non-Tollable 5190 5486 4165 2831 1433 3338 2891 (Nos.) Total Non-Tollable 3637 3438 3448 1904 897 2042 2050 Total (PCUs) Grand Total (Nos.) 11406 16810 11126 7320 7348 12229 8663 Grand Total 17323 22424 17531 8626 13715 18842 13155 (PCUs)

6.5.4 DAILY VARIATION OF TRAFFIC VOLUME

Daily variation of traffic (mode wise) is shown in Figure 6-3 below. Daily variation of traffic in terms of day factors is presented in Table 6-6.

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Figure 6-3: Daily variation of Traffic

Table 6-6: Day factors and maximum variations

Maximum variation Location Sun Mon Tues Wed Thur Fri Sat -ve +ve (%) (%) Km 20.500_Jhalamand_Ring - -6.1% -3.1% 3.6% 1.8% 10.5% -3.8% -6.1% 10.5% Road 2.9% Km 318.000_Kudi_NH-62 -5.2% 2.6% 2.6% - - - - -5.2% 2.6%

Km 39.400_Ring Road 2.0% - - - - -2.7% 0.7% -2.7% 2.0%

Km 23.540_Keroo_NH-125 - - - - -3.2% 1.5% 1.8% -3.2% 1.8% - - Nitra Village_ NH-62 - - - - 7.2% 2.9% 7.2% 10.1% 10.1% Km 90.200_Bilaspur_NH-25 -2.3% 1.7% 0.7% - - - - -2.3% 1.7%

Km 110.000_Banar_NH-25 -3.0% 1.9% 1.0% - - - - -3.0% 1.9%

Day factor is the variation of each day’s traffic to the average daily traffic. Day wise variations are observed at all locations. Error! Reference source not found. attached shows the variation of flow in commercial and passenger vehicles at all locations. .

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Figure 6-4: Daily variation of traffic, mode-wise

Figure 6-4 shows the variation of flow in commercial and passenger vehicles at all count locations, separately in numbers. The passenger and commercial vehicle flow at all locations had similar trend in variation.

6.5.5 HOURLY VARIATION OF TRAFFIC IN VEHICLES

Hourly variation of traffic at all 7 locations is shown in Figure 6-5. It is observed that traffic flow in day and night has considerable variation in volume.

Figure 6-5: Daily variation of traffic

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The flows of passenger and commercial vehicles have clear day-night flow variation. The passenger traffic is higher during daytime and falls significantly at night while only a slight fall in commercial traffic is observed at night.

6.5.6 DIRECTIONAL DISTRIBUTION

Directional distribution of traffic has been analyzed and is presented in Table 6-7. It is found that directional flow is balanced direction wise.

Table 6-7: Directional split

Location Direction 1 Direction 2 Km 20.500_Jhalamand_Ring Road 50.5% (Jodhpur-Dangiywas) 49.5% (Dangiywas-Jodhpur) Km 318.000_Kudi_NH-62 47.0% (Jodhpur-Pali) 53.0% (Pali-Jodhpur) Km 39.400_Ring Road 49.5% (Jodhpur-Jaisalmer) 50.5% (Jaisalmer-Jodhpur) Km 23.540_Keroo_NH-125 52.0% (Jodhpur-Jaisalmer) 48.0% (Jaisalmer-Jodhpur) Nitra Village_ NH-62 51.4% (Jodhpur-Nagaur) 48.6% (Nagaur-Jodhpur) Km 90.200_Bilaspur_NH-25 49.3% (Jodhpur-Bar) 50.7% (Bar-Jodhpur) Km 110.000_Banar_NH-25 49.0% (Jodhpur-Bar) 51.0% (Bar-Jodhpur)

6.5.7 PEAK HOUR TRAFFIC

The peak hour traffic at all locations is presented in Error! Reference source not found.8 below.

Table 6-8: Peak hour flow and factor

Location Peak hour traffic (PCU) Peak hour factor Peak hour Km 20.500_Jhalamand_Ring Road 1160 09:00 - 10:00 6.6 Km 318.000_Kudi_NH-62 1479 18:00 - 19:00 6.5 Km 39.400_Ring Road 1229 16:00 - 17:00 6.9 Km 23.540_Keroo_NH-125 637 18:00 - 19:00 7.3 Nitra Village_ NH-62 809 17:00 - 18:00 6.0 Km 90.200_Bilaspur_NH-25 1125 17:00 - 18:00 5.9 Km 110.000_Banar_NH-25 899 18:00 - 19:00 6.7

6.5.8 TRAFFIC COMPOSITION

The share of tollable vehicles is in the range of 55% to 81% of the total vehicles at all locations.

Table 6-9: Traffic composition of All Vehicles

Km Km Km Km 39.400_Chokha 20.500_Jhalamand_Ring 23.540_Keroo_NH- Mode of vehicle 318.000_Kudi_NH-62 Village Ring Road Road 125 Nos. % share Nos. % share Nos. % share Nos. % share Cars 2253 19.63% 6152 53.59% 2808 24.46% 2256 19.65% Taxi 113 0.98% 530 4.62% 205 1.79% 427 3.72% Buses 86 0.75% 827 7.20% 308 2.68% 352 3.07% Two wheelers 4674 40.71% 4953 43.14% 3499 30.48% 2606 22.70% Three Wheelers 157 1.37% 189 1.65% 141 1.23% 42 0.37%

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Km Km Km Km 39.400_Chokha 20.500_Jhalamand_Ring 23.540_Keroo_NH- Mode of vehicle 318.000_Kudi_NH-62 Village Ring Road Road 125 Nos. % share Nos. % share Nos. % share Nos. % share Trucks 3950 34.41% 3935 34.28% 4047 35.25% 1550 13.50% Tractors 204 1.78% 141 1.23% 161 1.40% 99 0.86% NMT* 43 0.37% 92 0.80% 29 0.25% 2 0.02% Others 2253 19.63% 6152 53.59% 2808 24.46% 2256 19.65% Total Vehicles 45802 100.0% 29095 100.00% 15426 100.00% 22027 100.00% Km Km Nitra Village_ NH-62 90.200_Bilaspur_NH- 110.000_Banar_NH- Mode of vehicle 25 25 Nos. % share Nos. % share Nos. % share Cars 2270 19.77% 3640 31.71% 2289 19.94% Taxi 225 1.96% 442 3.85% 334 2.91% Buses 506 4.41% 527 4.59% 683 5.95% Two wheelers 1330 11.59% 3096 26.97% 2531 22.05% Three Wheelers 13 0.11% 49 0.43% 92 0.80% Trucks 2998 26.11% 4459 38.84% 2581 22.48% Tractors 54 0.47% 83 0.72% 114 0.99% NMT* 5 0.04% 12 0.10% 86 0.75% Others 2270 19.77% 3640 31.71% 2289 19.94% Total Vehicles 45802 100.0% 29095 100.00% 15426 100.00% *NMT : Non-Motorised Vehicles or Slow Moving Vehicles

Table 6-10: Traffic Composition of Tollable Vehicles

Km Km Km Km 39.400_Chokha 20.500_Jhalamand_Ring 23.540_Keroo_NH- Mode of vehicle 318.000_Kudi_NH-62 Village_Ring Road Road 125 Nos. % share Nos. % share Nos. % share Nos. % share Cars 2233 19.45% 6071 52.88% 2743 23.89% 2210 19.25% Taxi 113 0.98% 530 4.62% 205 1.79% 427 3.72% Buses 83 0.72% 807 7.03% 288 2.51% 338 2.94% Goods Pickup 680 5.92% 944 8.22% 658 5.73% 716 6.24% LCV 413 3.60% 506 4.41% 456 3.97% 130 1.13% 2 Axle 727 6.33% 970 8.45% 1237 10.78% 333 2.90% 3 Axle 846 7.37% 804 7.00% 636 5.54% 211 1.84% 4-6 Axle 1192 10.38% 703 6.12% 804 7.00% 139 1.21% >6 Axle 9 0.08% 19 0.17% 6 0.05% 1 0.01% Total 35038 100.00% 17211 100.00% 8093 100.00% 11675 100.00% Km 90.200 Km 110.000 Netra Village_ NH-62 Mode of vehicle Bilaspur_NH-25 Banar_NH-25 Nos. % share Nos. % share Nos. % share Cars 2253 19.63% 3560 31.01% 2258 19.67% Taxi 225 1.96% 442 3.85% 334 2.91% Buses 493 4.29% 519 4.52% 675 5.88% Goods Pickup 461 4.02% 1102 9.60% 632 5.51% LCV 250 2.18% 629 5.48% 316 2.75% 2 Axle 641 5.58% 975 8.49% 576 5.02% 3 Axle 697 6.07% 830 7.23% 523 4.56% 4-6 Axle 948 8.26% 915 7.97% 505 4.40% >6 Axle 2 0.02% 3 0.03% 11 0.10% Total 35038 100.00% 17211 100.00% 8093 100.00%

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6.6 TRAVEL PATTERN

6.6.1 ORIGIN DESTINATION SURVEY

Origin - Destination (O-D) surveys were conducted to elicit information related to the base year travel characteristics of goods and passenger trips using the project road and likely future traffic diversions to or from the project road. The travel characteristics obtained by O-D survey would facilitate the identification of (i) local and through traffic on the project road, and (ii) the tollable traffic at the proposed toll plazas. The O-D survey locations on the Project road are also shown in Figure 6.2 along with other survey locations.

The origin-destination survey was carried out using the road side interview (RSI) technique. The survey was conducted for 1 day to understand the road user characteristics. Road users were interviewed by trained enumerators to obtain the required data under the guidance of traffic engineers and supervisors. For this purpose, cars (private and taxi cars) and buses were considered as passenger vehicles. Similarly, LMVs, LCVs, 2-axle trucks, 3- axle trucks, 4 to 6-axle trucks and more than 6-axle trucks were considered as goods vehicles.

The information collected contained trip origin and trip destination. In addition, type of commodity for goods vehicles and purpose and occupancy for passenger vehicles were also collected. Further, trip length and frequency also elicited during O-D surveys. The sample size of each vehicle type is given in Table 6.11

The data collected from RSI were entered into the computer and checked manually. Incorrect entries were corrected by cross-checking it with original field data sheets. The data was also checked for inconsistencies. The checking included: • Trips from zones to zones which cannot possibly ply through the survey location • Vehicle type with their corresponding lead / load / occupancy for any inconsistencies

The checked and corrected data were used for final analysis.

Table 6-11: Sample size of OD survey

Km 20.500 Km 23.500 Netra_ NH-62 Km 110.000 Km 318.000 Jhalamand_Ring Keroo_NH-125 Banar_NH-25 Kudi_NH-62 Vehicle Type Road % % % % % AADT AADT AADT AADT AADT Sample Sample Sample Sample Sample Car/Jeep/Van 2163 29.5 2232 26.5 2255 39.5 1999 26.0 5874 18.4 Taxi 110 31.8 415 16.1 219 27.4 324 46.3 514 18.3 Shared Jeep 108 20.4 22 54.5 41 29.3 288 18.8 302 18.5 Mini Bus 16 37.5 25 20.0 18 33.3 35 45.7 59 42.4 School Bus 26 26.9 10 30.0 10 40.0 57 45.6 161 18.0 Govt. Bus 3 66.7 44 25.0 138 35.5 282 48.2 185 44.3 Pvt. Bus 38 34.2 259 22.4 328 28.4 297 34.7 401 17.0 Mini LCV, Tata ACE 660 25.0 695 20.6 448 24.1 613 12.2 916 15.8 LCV (4 Wheelers) 169 85.8 71 26.8 89 60.7 160 31.3 246 46.7

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Km 20.500 Km 23.500 Netra_ NH-62 Km 110.000 Km 318.000 Jhalamand_Ring Keroo_NH-125 Banar_NH-25 Kudi_NH-62 Vehicle Type Road % % % % % AADT AADT AADT AADT AADT Sample Sample Sample Sample Sample LCV (6 Wheelers) 230 79.6 54 48.1 154 44.8 148 41.2 245 52.7 Two Axle Trucks 705 30.5 323 42.4 621 25.3 559 30.6 941 30.5 Three Axle Trucks 821 37.1 205 34.6 676 25.1 508 31.7 779 30.9 Multi-Axle Vehicle 1157 37.2 135 47.4 920 25.4 491 24.2 682 35.2 (4 to 6 Axle)

6.6.2 ZONING SYSTEM

For analysis of data collected from the field, it is required to code them for developing origin and destination matrices of trips. The local traffic needed to be assessed precisely, at the same time through traffic and its geo-regional representation also should be assessed.

For the purpose of delineating the growth centres affecting the influence area, the entire country was broadly divided into two regions. They are, Immediate Influence Area (IIA) and Broad Influence Area (BIA) of the project.

While defining zone boundaries the following were considered:  Important towns and industrial areas along or near the project road  Important roads  Administrative boundaries, e.g., district and state boundaries.

22 zones were considered along and close to the project corridor in the Jodhpur District. Certain areas / districts / states were considered separately and far off districts were clubbed together. These considerations helped in arriving at 70 zones for the project. The zones are listed in Table 6-12 below.

Table 6-12: Adopted zoning system

Zone No. Zone Name District 1 Keru 2 Barli 3 Badharwa, Gopal Bari 4 Chaukhan 5 Gangana 6 Sangariya industrial area Basni Along the lower ring road 7 Sangariya Along NH-65 from Jodhpur 8 Heeranagar, Manpura towards Nagaur 9 Dangiywas Banar Dangiywas road 10 Bhagat Ki Kothi Towards Jaisalmer along Nh- 11 Ratanada, Sardarpura 125 12 Mehrangarh Fort, Paota Towards Barmer along NH-25 13 Mandore Towards Pali along NH-62 14 Dajjar 15 Netra, Bawari 16 Surpura, Anganwa 17 Banar 18 Devliya, Bawarla

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Zone No. Zone Name District 19 Rajwa,Bambor, Baorli, Agolai 20 Shergarh, Chaba, Balesar 21 Dhawa, Katarda 22 Mogra Kalan 23 Luni 24 Kankani 25 Binawas Towards Beawar along Nh-25 26 Bhawi, Kaparda 27 Bilara

28 Soila, Khimsar 29 Bhopalgarh Towards Nagaur 30 Osian Towards Phalodi along SH-61 31 Lohawat 32 Phalodi 33 Jodhpur 34 Nagaur 35 Merta, Makrana Centre 36 Didwana, Jayal, Nawa Nagaur 37 Ajmer Ajmer 38 Beawar, Kishangarh, Pushkar, Nasirabad Jaisalmer 39 Jaisalmer Barmer 40 Pokran 41 Barmer 42 Balotra, Pachpadra 43 Pali 44 Rohat, Marwar, Desuri, Bali, Sumerpur Pali 45 Sojat, Raipur, Jaitaran Others District of Rajasthan 46 Jalore 47 Sirohi 48 Rajasamand, Udaipur 49 Dungarpur, Banswara, Pratapgarh, Chittaurgarh, Bhilwara 50 Tonk, Bundi, Kota, Baran, Jhalawar, Sawai Madhopur 51 Jaipur, Alwar, Bharatpur, Dausa, Dhaulpur, Karauli

52 Churu, Sikar, Jhunjhunun 53 Bikaner, Hanumangarh, Sri Ganganagar Sirsa, Fatehabad, Hisar, Jind, Kaithal, Karnal, Panipat, Bhiwani, 54 Rohtak, Sonipat 55 Ambala, Panchkula, Chandigarh, Kurukshetra, Yamunanagar 56 Gurgaon, Mahendragarh, Rewari, Jhajjar, Faridabad, Palwal, Nuh 57 Mansa, Sangrur, Barnala, Faridkot, Haryana 58 Patiala, Ludhiana, Fatehgarh Sahib, Rupnagar Punjab 59 Other districts of Punjab Others States of India 60 Himachal Pradesh 61 Jammu & Kashmir 62 Delhi 63 Uttarakhand 64 Uttar Pradesh 65 Madhya Pradesh, Chhattisgarh Bihar, Jharkhand, Sikkim, Arunachal Pradesh, Nagaland, Manipur, 66 Mizoram, Tripura, Assam, Meghalaya, West Bengal, Orissa 67 Gujarat 68 Maharashtra

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Zone No. Zone Name District 69 Karnataka, Goa 70 Tamilnadu, Kerala, Andhra Pradesh

6.6.3 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 cars.

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 sample O-D matrix obtained from survey data with expansion factors. Accordingly eight matrices, for different modes were developed for each survey location.

O-D matrices for different vehicle type for project stretch at all survey locations are presented in Annexure 6.2 to this report.

Figure 6-6: Zone Map

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Figure 6-7: DLD of all Passenger Vehicle at km 20.500_Ring Road

Figure 6-8: DLD of all Goods Vehicle at km 20.500_Ring Road

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Figure 6-9: DLD of all Passenger Vehicle at km 318.000_NH-62 near Kudi Village

Figure 6-10: DLD of all Goods Vehicle at km 318.000_NH-62 near Kudi Village

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Figure 6-11: DLD of all Passenger Vehicle at km 23.540_NH-125 near Keroo

Figure 6-12: DLD of all Goods Vehicle at km 23.540_NH-125 near Keroo

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Figure 6-13: DLD of all Passenger Vehicle at Nitra Village_ NH-62

Figure 6-14: DLD of all Goods Vehicle at Nitra Village_ NH-62

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Figure 6-15: DLD of all Passenger Vehicle at Km 110.000_Banar_NH-25

Figure 6-16: DLD of all Goods Vehicle at Km 110.000_Banar_NH-25

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6.6.4 TRAVEL PATTERN AND CHARACTERISTICS

The Influence various zones of particularly and areas along the project corridor are analysed. They are as given in Table 6-13. Table 6-13: Zones with maximum influence on each mode

Km 20.500 Jhalamand_Ring Km 23.500 Keroo_NH-125 Netra_ NH-62 Km 110.000 Banar_NH-25 Km 318.000 Kudi_NH-62 Rank Road Zone Percentage Zone Percentage Zone Percentage Zone Percentage Zone Percentage Car Shergarh, Dangiywas - Bhopalgarh - Banar - Jodhpur - 1 8.4% Chaba, Balesar 10.4% 5.8% 12.8% 24.0% Jodhpur Jodhpur Jodhpur Pali - Jodhpur Mehrangarh Sangariya - Jodhpur - Banar - Jodhpur - 2 7.9% 9.5% Fort, Paota - 5.4% 5.2% 9.8% Dangiywas Jaisalmer Banar Jalor Nagaur Sangariya - Jodhpur - Mandore - Bilara - Luni - 3 6.8% 5.3% 4.4% 4.5% 5.0% Banar Pokaran Nagaur Jodhpur Jodhpur Taxi Mehrangarh Kankani - Jodhpur - Banar - Jodhpur - 1 9.5% 24.2% Fort, Paota - 17.0% 11.9% 12.8% Jodhpur Jaisalmer Banar Pali Nagaur Mehrangarh Shergarh, Fort, Paota - Jodhpur - Banar - Jodhpur - 2 7.4% Chaba, Balesar 17.4% Bikaner, 8.1% 11.1% 9.9% Nagaur Jodhpur Jalor - Jodhpur Hanumangarh, Sri Ganganagar Jodhpur - Jaipur, Dangiyawas - Mehrangarh Mehrangarh Alwar, Keroo - Bikaner, 3 7.4% 7.3% 6.8% Fort, Paota - 5.4% Fort, Paota - 4.3% Bharatpur, Jodhpur Hanumangarh, Binawas Jalor Dausa, Sri Ganganagar

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Km 20.500 Jhalamand_Ring Km 23.500 Keroo_NH-125 Netra_ NH-62 Km 110.000 Banar_NH-25 Km 318.000 Kudi_NH-62 Rank Road Zone Percentage Zone Percentage Zone Percentage Zone Percentage Zone Percentage Dhaulpur, Karauli Mini bus Ratanada, Ratanada, Nagaur - Banar - Jodhpur - 1 Sardarpura - 16.7% Sardarpura - 34.7% 30.6% 34.4% 20.1% Jaisalmer Banar Pali Binawas Jaisalmer Jodhpur - Ratanada, Pokaran - Madhya Banar - Mogra Kalan 2 Sardarpura - 16.7% 24.0% 30.6% 32.9% 14.4% Gujarat Pradesh, Jodhpur - Jodhpur Banar Chhattisgarh Sangariya - Pokaran - Dangiyawas - 3 16.7% 24.0% Keroo - Nagaur 9.7% 7.1% Banar - Pali 5.8% Banar Maharashtra Jodhpur Govt Bus Jodhpur - Jodhpur - Jodhpur - Banar - Jodhpur - 1 100.0% 66.4% 29.4% 16.3% 21.3% Nagaur Jaisalmer Nagaur Jodhpur Jalor Jodhpur - Jaipur, Jodhpur - Jodhpur - Shergarh, Alwar, Bikaner, Bikaner, Jodhpur - 2 0.0% Chaba, Balesar 22.7% 22.8% Bharatpur, 7.9% 21.3% Hanumangarh, Hanumangarh, Sirohi - Jodhpur Dausa, Sri Ganganagar Sri Ganganagar Dhaulpur, Karauli Jodhpur - Churu, Sangariya - Jodhpur - Binawas - Jodhpur - 3 Sikar, 0.0% Shergarh, 10.9% Churu, Sikar, 11.3% 6.0% 13.0% Jodhpur Pali Jhunjhunun Chaba, Balesar Jhunjhunun Pvt Bus Jodhpur - Jaipur, Jodhpur - Jodhpur - Banar - Jodhpur - 1 Alwar, 15.4% 39.6% 19.1% 17.2% 20.3% Jaisalmer Nagaur Jodhpur Gujarat Bharatpur,

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Km 20.500 Jhalamand_Ring Km 23.500 Keroo_NH-125 Netra_ NH-62 Km 110.000 Banar_NH-25 Km 318.000 Kudi_NH-62 Rank Road Zone Percentage Zone Percentage Zone Percentage Zone Percentage Zone Percentage Dausa, Dhaulpur, Karauli Ratanada, Sardarpura - Jaipur, Alwar, Jodhpur - Bhopalgarh - Dajjar - Jodhpur - 2 Bharatpur, 15.0% 11.4% 14.1% 10.7% 10.9% Pokaran Jodhpur Binawas Jalor Dausa, Dhaulpur, Karauli Jodhpur - Jaipur, Jodhpur - Shergarh, Shergarh, Alwar, Bikaner, Jodhpur - 3 Chaba, Balesar - 7.9% Chaba, Balesar 11.1% 7.4% Bharatpur, 9.3% 8.5% Hanumangarh, Pali Ajmer - Jodhpur Dausa, Sri Ganganagar Dhaulpur, Karauli Goods Pick up Sangriya Sangriya Shergarh, industrial area Bhopalgarh - Dangiyawas - industrial 1 12.7% Chaba, Balesar 12.6% 14.3% 7.2% 15.1% Basni - Osian Jodhpur area Basni - - Jodhpur Dangiyawas Pali

Sangariya - Jodhpur - Bhopalgarh - Jodhpur - Jodhpur - 2 10.9% 7.4% 10.0% 6.9% 11.0% Dangiyawas Jaisalmer Jodhpur Pali Pali

Rajwa,Bambor, Mehrangarh Sangariya - Jodhpur - Mogra Kalan 3 4.4% Baorli, Agolai - 4.3% 9.3% Fort, Paota - 6.5% 7.2% Banar Nagaur - Jodhpur Jodhpur Bilara

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Km 20.500 Jhalamand_Ring Km 23.500 Keroo_NH-125 Netra_ NH-62 Km 110.000 Banar_NH-25 Km 318.000 Kudi_NH-62 Rank Road Zone Percentage Zone Percentage Zone Percentage Zone Percentage Zone Percentage LCV (4 Tyre) Sangriya Sangriya Rajwa,Bambor, industrial area Mandore - Binawas - industrial 1 9.4% Baorli, Agolai - 15.9% 15.4% 6.2% 9.3% Basni - Nagaur Nagaur area Basni - Jodhpur Dangiyawas Pali Mehrangarh Sangariya - Fort, Paota - Bhopalgarh - Banar - Jodhpur - 2 7.3% 11.0% 12.5% 6.2% 6.8% Dangiyawas Rajwa,Bambor, Jodhpur Binawas Pali Baorli, Agolai Sangriya industrial area Jodhpur - Basni - Jaipur, Rohat, Alwar, Sangariya - Sangariya - Jodhpur - 3 4.5% 9.8% 9.9% 4.5% Marwar, 6.3% Bharatpur, Pokaran Nagaur Jodhpur Desuri, Bali, Dausa, Sumerpur Dhaulpur, Karauli LCV (6 Tyre) Sangriya Sangriya industrial area industrial area Mandore - Banar - Mogra Kalan 1 8.8% Basni - 13.0% 10.1% 12.7% 12.7% Basni - Bhopalgarh Binawas - Jodhpur Rajwa,Bambor, Dangiyawas Baorli, Agolai Sangariya - Sangriya Sangariya - Jodhpur - Bikaner, Binawas - industrial 2 2.9% 10.6% 8.7% 6.9% 6.7% Banar Jaisalmer Hanumangarh, Jodhpur area Basni - Sri Ganganagar Mogra Kalan Jodhpur - Jaipur, Sangriya Bhopalgarh - Pali - Other Jodhpur - 3 2.9% 10.6% 5.8% 4.1% 6.3% Alwar, industrial area Jodhpur districts of Pali

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Km 20.500 Jhalamand_Ring Km 23.500 Keroo_NH-125 Netra_ NH-62 Km 110.000 Banar_NH-25 Km 318.000 Kudi_NH-62 Rank Road Zone Percentage Zone Percentage Zone Percentage Zone Percentage Zone Percentage Bharatpur, Basni - Punjab Dausa, Jaisalmer Dhaulpur, Karauli 2 Axle trucks Bikaner, Shergarh, Hanumangarh, Mandore - Binawas - Jodhpur - 1 5.7% Chaba, Balesar 8.6% 8.1% 4.5% 8.0% Sri Ganganagar - Soila, Khimsar Jodhpur Gujarat - Jodhpur Gujarat Sangriya Other districts industrial area Dangiyawas - Jodhpur - 2 4.4% Barli - Barmer 7.7% of Punjab - 7.7% 3.4% 7.6% Basni - Jodhpur Pali Gujarat Dangiyawas Sangriya Other districts Sangariya - Sangariya - Nagaur - industrial 3 4.1% 6.0% of Punjab - 6.3% 2.9% 6.6% Dangiyawas Phalodi Gujarat area Basni - Maharashtra Pali 3 Axle trucks Jodhpur - Jaipur, Sangriya Other districts Alwar, industrial area Jodhpur - 1 5.7% Barli - Barmer 9.1% of Punjab - 10.7% Bharatpur, 4.7% 7.0% Basni - Pali Gujarat Dausa, Dangiyawas Dhaulpur, Karauli Jodhpur - Jaipur, Jodhpur - Other Sangriya Other districts Alwar, Bikaner, districts of industrial 2 5.4% 8.5% of Punjab - 8.0% 2.7% 5.9% Bharatpur, Hanumangarh, Punjab - area Basni - Maharashtra Dausa, Sri Ganganagar Maharashtra Pali

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Km 20.500 Jhalamand_Ring Km 23.500 Keroo_NH-125 Netra_ NH-62 Km 110.000 Banar_NH-25 Km 318.000 Kudi_NH-62 Rank Road Zone Percentage Zone Percentage Zone Percentage Zone Percentage Zone Percentage Dhaulpur, Karauli Sangriya Other industrial area Other districts of Nagaur - Jodhpur - districts of 3 4.9% Basni - 7.4% 7.4% 2.4% 4.9% Punjab - Gujarat Gujarat Gujarat Punjab - Rajwa,Bambor, Gujarat Baorli, Agolai MAV (4-6 Axle) Other districts Other districts of Jodhpur - Jodhpur - Jodhpur - 1 7.4% 10.5% of Punjab - 14.6% 7.8% 10.1% Punjab - Gujarat Jaisalmer Gujarat Gujarat Gujarat Sangriya Other Other industrial area Lohawat - Mandore - districts of districts of 2 4.2% 5.5% 5.2% 6.0% 5.1% Basni - Jodhpur Nagaur Punjab - Punjab - Dangiywas Maharashtra Maharashtra Gurgaon, Sangriya Mahendragarh, Other Other districts of industrial area Rewari, Jhajjar, Jodhpur - districts of 3 Punjab - 3.7% 4.9% 4.7% 4.6% 4.7% Basni - Faridabad, Pali Punjab - Maharashtra Jaisalmer Palwal, Nuh - Gujarat Gujarat

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6.6.5 STATE SHARE

The share of trips influencing states are as given in Error! Reference source not found. 14 below, which will be used in the growth rate estimation. Table 6-14: Distribution of Trips (%)

Mode/State Car Mini Bus Bus Mini LCV LCV 2 Axle 3 Axle MAV Km 20.500 Jhalamand_Ring Road Rajasthan 99.06% 100.00% 100.00% 98.94% 90.01% 84.85% 72.90% 59.00% Haryana 0.18% 0.00% 0.00% 0.00% 1.55% 0.73% 1.87% 2.38% Punjab 0.14% 0.00% 0.00% 0.65% 1.52% 1.79% 5.90% 9.59% Gujarat 0.19% 0.00% 0.00% 0.00% 3.71% 6.52% 10.75% 15.37% Maharashtra 0.00% 0.00% 0.00% 0.00% 0.31% 1.74% 1.66% 3.50% ROI 0.42% 0.00% 0.00% 0.41% 2.91% 4.36% 6.93% 10.18% Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% Km 23.500 Keroo_NH-125 Rajasthan 97.38% 76.00% 95.55% 97.82% 100.00% 98.95% 97.37% 92.86% Haryana 0.00% 0.00% 0.00% 0.78% 0.00% 0.00% 0.00% 0.55% Punjab 0.08% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% Gujarat 2.10% 12.00% 2.50% 0.83% 0.00% 0.00% 2.63% 4.12% Maharashtra 0.30% 12.00% 0.97% 0.57% 0.00% 0.35% 0.00% 0.00% ROI 0.14% 0.00% 0.97% 0.00% 0.00% 0.70% 0.00% 2.47% Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% Netra_NH-62 Rajasthan 98.14% 84.72% 97.50% 97.86% 92.90% 73.64% 61.93% 67.40% Haryana 0.27% 0.00% 0.62% 2.14% 0.46% 1.76% 2.18% 7.51% Punjab 0.25% 0.00% 0.00% 0.00% 2.01% 8.01% 12.42% 10.69% Gujarat 0.91% 0.00% 1.13% 0.00% 3.39% 9.63% 14.17% 7.09% Maharashtra 0.29% 0.00% 0.00% 0.00% 0.00% 3.65% 4.85% 3.16% ROI 0.14% 15.28% 0.74% 0.00% 1.24% 3.32% 4.45% 4.14% Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% Km 110.000 Banar_NH-25 Rajasthan 98.58% 95.71% 97.90% 95.74% 89.16% 85.80% 73.30% 66.63% Haryana 0.06% 0.00% 0.16% 0.00% 1.28% 2.42% 2.40% 2.65% Punjab 0.00% 0.00% 0.00% 0.00% 2.62% 1.78% 6.97% 10.42% Gujarat 0.15% 0.00% 0.30% 0.57% 3.22% 5.29% 8.18% 8.65% Maharashtra 0.00% 0.00% 0.00% 1.39% 1.75% 1.42% 3.98% 6.89% ROI 1.20% 4.29% 1.64% 2.30% 1.98% 3.29% 5.19% 4.76% Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% Km 318.000 Kudi_NH-62 Rajasthan 95.80% 98.59% 91.15% 96.63% 91.17% 86.79% 69.61% 53.80% Haryana 0.04% 0.00% 0.37% 0.00% 0.00% 0.00% 0.27% 2.61% Punjab 0.12% 0.00% 0.00% 0.00% 0.38% 1.68% 5.96% 7.67% Gujarat 3.08% 1.41% 8.36% 2.32% 6.13% 8.13% 14.16% 20.26% Maharashtra 0.68% 0.00% 0.11% 1.05% 1.14% 2.14% 4.29% 9.04% ROI 0.27% 0.00% 0.00% 0.00% 1.17% 1.26% 5.71% 6.61% Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%

• At all five locations, Rajasthan holds the major share of cars and buses while for the commercial trucks the influencing states include Rajasthan, Gujarat and Punjab.

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6.6.6 LEAD DISTRIBUTION

Error! Reference source not found.15 depicts the trip length distribution of each mode of vehicles at survey locations.

Table 6-15: Trip Length Distribution of Passenger Vehicles in %

Vehicle Trip Length (%) type 0-20 20-50 50-100 100-200 200-500 500-1000 >1000 Total Km 20.500 Jhalamand_Ring Road Car 22.6 31.4 16.0 12.7 13.7 3.5 0.0 100.0 Bus 8.7 4.4 0.0 13.1 73.8 0.0 0.0 100.0 Km 23.500 Keroo_NH-125 Car 1.4 17.5 27.4 22.1 23.6 7.0 0.9 100.0 Bus 0.0 5.4 15.1 21.3 48.3 6.0 3.8 100.0 Netra_NH-62 Car 0.0 7.2 23.9 29.2 36.2 2.5 0.9 100.0 Bus 0.0 2.2 16.6 40.6 35.1 4.7 0.8 100.0 Km 110.000 Banar_NH-25 Car 10.1 37.2 14.1 18.8 16.8 2.6 0.4 100.0 Bus 11.5 33.7 6.9 12.1 30.3 4.8 0.6 100.0 Km 318.000 Kudi_NH-62 Car 0.7 15.3 29.5 28.4 17.8 6.5 1.9 100.0 Bus 0.0 3.7 14.8 27.2 34.2 19.5 0.5 100.0

Cars and Buses travel around 50-200 km on an average at all locations.

Table 6-16: Trip Length Distribution of Commercial Vehicles in %

Vehicle Type 0-50 50-100 100-200 200-500 500-1000 >1000 Total

Km 20.500 Jhalamand_Ring Road LMV 58.6 20.0 12.4 6.8 2.1 0.0 100.0 LCV 32.3 14.5 19.8 15.3 11.5 6.5 100.0 2A 24.5 16.3 12.2 18.6 13.2 15.3 100.0 3A 11.1 8.0 15.2 18.4 23.2 24.0 100.0 MAV 11.2 4.6 9.7 13.7 26.2 34.7 100.0 Km 23.500 Keroo_NH-125 LMV 25.4 31.2 19.1 18.2 4.9 1.1 100.0 LCV 25.6 18.4 32.8 23.2 0.0 0.0 100.0 2A 13.4 23.9 33.9 26.1 0.6 2.2 100.0 3A 18.6 9.3 32.8 35.3 3.9 0.0 100.0 MAV 8.8 8.1 32.4 36.0 9.6 5.1 100.0 Netra_NH-62 LMV 3.6 45.0 30.7 16.5 4.2 0.0 100.0 LCV 5.3 35.8 24.3 25.5 4.1 4.9 100.0 2A 0.0 22.8 30.9 13.8 8.4 24.1 100.0 3A 0.4 13.7 18.6 16.8 21.0 29.4 100.0 MAV 0.0 6.4 14.0 28.2 30.4 21.0 100.0

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Vehicle Type 0-50 50-100 100-200 200-500 500-1000 >1000 Total Km 110.000 Banar_NH-25 LMV 29.7 21.7 20.6 19.6 2.3 6.2 100.0 LCV 32.5 15.8 17.2 12.9 13.1 8.6 100.0 2A 23.7 15.8 19.7 13.6 19.0 8.2 100.0 3A 15.8 2.4 12.6 24.6 21.4 23.4 100.0 MAV 5.3 7.8 12.4 25.1 20.8 28.6 100.0 Km 318.000 Kudi_NH62 LMV 30.7 38.1 16.9 7.4 4.7 2.1 100.0 LCV 25.9 25.9 22.9 8.6 11.6 5.1 100.0 2A 20.6 21.9 18.7 15.5 15.5 7.9 100.0 3A 12.3 16.3 16.5 9.2 20.9 24.7 100.0 MAV 3.7 10.1 9.1 9.5 29.7 37.9 100.0

6.6.7 COMMODITY GROUPS AND ANALYSIS

The different commodities recorded during the O-D survey have been classified in 19 categories as presented in Error! Reference source not found.17. Due consideration has been given to include all possible commodities and to categorize them into homogeneous groups, accounting the pattern of movement along the corridor.

Table 6-17: Classification of Commodities

No. Commodity Type 1 Empty 2 Food Grains (Rice, Wheat, Gur, sugarcane etc.,) 3 Vegetables / Fruits 4 Milk/ Milk products / Fish/Meat 5 Consumer Item 6 Iron / Steel 7 Petroleum / Oil / Gas/ Lubricants 8 Chemicals 9 Timber / Wood 10 Marble / Stone 11 Aggregate, boulders, giti, Bricks 12 Sand, Cement, mitti Manufactured Goods (Electronic items, Vehicles, Leather, Tobacco, Rubber/ Tyres, 13 Plastics, etc.) 14 Minerals (chromium, Iron ore etc.) 15 Paper 16 Animal / Animal Fodder 17 Parcels / Containers 18 Textiles, fiber 19 Scrap

The percentage of each commodity mode-wise is given in Table 6-18, 6-19 and 6-20 below.

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Table 6-18: Commodity Distribution (%) at Jhalamand and Keroo

Commodity Type LMV LCV 2A 3A MAV LMV LCV 2A 3A MAV Km 20.500 Jhalamand_Ring Road Km 23.500 Keroo_NH-125 Empty 42.8 36.3 33.6 29.8 22.8 62.8 44.9 46.6 24.5 25.4 Food Grains (Rice, Wheat, Gur, 11.3 6.5 7.1 15.3 17.5 4.7 4.9 4.6 21.1 14.9 sugarcane etc.,) Vegetables / Fruits 0.0 1.8 1.9 4.0 3.9 7.9 3.3 1.5 3.4 3.0 Milk/ Milk products / 1.4 1.8 1.4 1.2 0.3 2.3 0.0 0.0 0.0 3.0 Fish/Meat Consumer Item 0.9 3.0 3.1 2.2 3.9 4.3 8.1 4.9 7.8 3.0 Iron / Steel 2.1 1.8 1.0 1.0 0.7 0.0 0.0 0.0 0.0 3.0 Petroleum / Oil / Gas/ 7.2 7.5 16.2 6.7 3.4 1.0 5.6 6.5 8.8 7.5 Lubricants Chemicals 1.7 1.8 0.0 1.5 2.6 0.0 0.0 1.5 0.0 3.0 Timber / Wood 5.4 1.5 2.7 3.4 2.2 0.0 0.0 0.0 0.0 0.0 Marble / Stone 3.1 7.3 9.0 7.2 4.4 6.8 13.9 23.5 10.3 9.7 Aggregate, boulders, giti, Bricks 2.1 1.0 1.9 4.4 1.3 1.0 0.8 3.7 10.3 0.7 Sand, Cement, mitti 9.2 10.1 8.8 5.8 14.0 0.6 0.0 1.5 3.9 9.0 Manufactured Goods (Electronic items, Vehicles, 9.8 11.6 8.0 11.4 17.5 3.7 15.4 4.3 7.4 14.2 Leather, Tobacco, Rubber/ Tyres, Plastics, etc.) Minerals (chromium, Iron ore 0.0 0.0 0.0 0.4 0.0 0.0 0.0 0.0 0.0 0.0 etc.) Paper 0.0 0.3 0.0 0.0 0.2 0.6 0.0 0.0 0.0 0.7 Animal / Animal Fodder 2.6 2.0 2.1 0.9 0.5 3.7 3.3 0.6 0.0 3.0 Parcels / Containers 0.0 1.3 0.0 1.2 0.5 0.6 0.0 0.0 0.0 0.0 Textiles, fibre 0.5 4.3 2.7 3.6 4.2 0.0 0.0 0.6 2.5 0.0 Scrap 0.0 0.3 0.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total 100 100 100 100 100 100 100 100 100 100

Table 6-19: Commodity Distribution (%) at Netra and Banar

Commodity Type LMV LCV 2A 3A MAV LMV LCV 2A 3A MAV Netra_NH-62 Km 110.000 Banar_NH-25 Empty 62.9 60.6 40.6 30.4 20.9 42.1 30.7 39.0 37.9 31.6 Food Grains (Rice, Wheat, 15.0 10.7 11.0 13.0 11.1 10.4 3.6 6.6 10.5 12.4 Gur, sugarcane etc.,) Vegetables / Fruits 3.6 2.4 5.6 8.1 8.1 12.7 10.5 4.7 12.8 3.9 Milk/ Milk products / 3.6 0.0 0.0 0.0 0.0 12.6 4.2 6.1 0.4 0.6 Fish/Meat Consumer Item 1.3 0.0 1.8 0.0 6.3 2.8 5.2 2.9 4.7 5.7 Iron / Steel 0.0 0.0 0.0 0.0 0.0 0.0 1.0 1.1 3.6 2.9 Petroleum / Oil / Gas/ 0.0 11.1 14.5 12.3 8.2 3.9 6.9 5.5 1.6 0.0 Lubricants Chemicals 0.0 0.0 1.8 1.8 6.2 0.0 1.6 0.5 0.8 0.6 Timber / Wood 0.0 1.6 0.0 0.0 1.2 1.6 0.0 0.0 0.0 0.0 Marble / Stone 0.0 5.3 9.8 7.3 2.4 3.9 4.6 4.7 1.6 2.9 Aggregate, boulders, giti, 0.0 0.0 1.0 0.4 0.0 0.0 2.6 8.6 2.8 2.0

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Commodity Type LMV LCV 2A 3A MAV LMV LCV 2A 3A MAV Bricks Sand, Cement, mitti 6.5 2.9 1.8 4.4 15.1 4.4 15.0 5.7 3.6 5.7 Manufactured Goods (Electronic items, Vehicles, 7.1 2.9 5.2 13.3 16.0 2.8 7.5 8.8 14.4 22.2 Leather, Tobacco, Rubber/ Tyres, Plastics, etc.) Minerals (chromium, Iron ore 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 etc.) Paper 0.0 0.8 0.0 1.8 0.0 0.0 0.0 0.5 0.0 0.0 Animal / Animal Fodder 0.0 0.8 1.8 2.5 1.0 1.1 0.0 1.8 1.6 5.9 Parcels / Containers 0.0 0.0 1.6 0.0 0.0 0.0 0.0 0.5 0.0 0.0 Textiles, fiber 0.0 0.8 3.7 4.6 3.6 1.6 6.5 3.0 2.8 3.5 Scrap 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.2 0.0 Total 100 100 100 100 100 100 100 100 100 100

Table 6-20: Commodity Distribution (%) at Kudi

Commodity Type LMV LCV 2A 3A MAV Km 318.000 Kudi_NH-62 Empty 47.4 41.0 35.8 26.5 17.8 Food Grains (Rice, Wheat, Gur, sugarcane etc.,) 9.3 10.7 5.7 14.7 10.4 Vegetables / Fruits 10.5 3.3 9.7 10.5 4.8 Milk/ Milk products / Fish/Meat 4.0 1.6 1.7 0.9 0.9 Consumer Item 2.7 3.9 3.5 4.9 5.4 Iron / Steel 0.0 1.9 1.1 1.5 0.9 Petroleum / Oil / Gas/ Lubricants 1.4 7.3 5.3 9.1 8.1 Chemicals 0.7 2.7 1.2 1.7 8.5 Timber / Wood 1.4 0.8 1.4 2.1 2.1 Marble / Stone 2.9 6.9 8.4 7.6 5.9 Aggregate, boulders, giti, Bricks 1.3 3.3 2.5 1.3 3.8 Sand, Cement, mitti 1.4 2.5 7.6 5.1 9.4 Manufactured Goods (Electronic items, Vehicles, Leather, Tobacco, Rubber/ Tyres, 7.3 6.4 9.1 7.7 15.9 Plastics, etc.) Minerals (chromium, Iron ore etc.) 0.0 0.4 1.1 0.0 0.0 Paper 0.0 0.8 0.6 1.3 1.0 Animal / Animal Fodder 2.1 0.4 0.7 1.3 1.2 Parcels / Containers 0.0 0.4 0.4 0.4 0.0 Textiles, fibre 7.6 5.4 3.8 3.1 4.0 Scrap 0.0 0.4 0.4 0.4 0.0 Total 100 100 100 100 100

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Table 6-21: Average Commodity distribution

Commodity 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 group Km 20.500 Jhalamand_Ring 33 12 2 1 3 1 8 2 3 6 2 10 12 0 0 2 1 3 0 Road Km 23.500 41 10 4 1 6 1 6 1 0 13 3 3 9 0 0 2 0 1 0 Keroo_NH-125 Netra_ NH-62 43 12 6 1 2 0 9 2 1 5 0 6 9 0 1 1 0 3 0 Km 110.000 36 9 9 5 4 2 4 1 0 4 3 7 11 0 0 2 0 3 0 Banar_NH-25 Km318.000 34 10 8 2 4 1 6 3 2 6 2 5 9 0 1 1 0 5 0 Kudi_NH-62

The distribution spectrum shows that commodity type food grains, vegetables, finished and manufactured products, items, construction materials and Marble, Stone are being transported maximum along the corridor.

6.7 TURNING MOVEMENT SURVEY

Data analysis of turning movements at five major junctions reveals that generally peak hours are staggered. The intersection volume count data is presented in Annexure 6.3 to this report. Salient features of intersection counts as per as per IRC SP: 41 - 1994, ‘Guidelines for at grade intersections’ are presented in Table 6.22.

Table 6-22: Intersection Traffic Projections

Name of Peak Hour Type of Major Minor S. Location Cross road Intersec Road Road Remark No (Morning tion LHS RHS and Evening) Veh's Veh's

Nandara Kalan Roundabout or 1 Banar 3-Arm 17:00 - 18:00 13479 7789 @ km 9.950 Signals Required

Jhalamand @ Roundabout or 2 Gudha Jhalamand 4-Arm 10:00 - 11:00 9967 6371 km 21.400 Signals Required

DPS Circle @ Grade Separation 3 Barmer Jodhpur city 4-Arm 18:00 - 19:00 29532 18364 km 26.700 Required

Dali Bai Circle Roundabout or 4 Gangana Jodhpur city 4-Arm 17:00 - 18:00 12264 6903 @ km 34.000 Signals Required Gopal Bari Roundabout or 5 Circle @ km Naya Pura Chopasani 4-Arm 13:00 - 14:00 10711 5914 Signals Required 35.400

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6.8 SPEED DELAY SURVEY

The purpose of this survey was to identify the critical locations or bottlenecks and to assess the existing level of service of traffic operations. Information collected from this survey included journey time, journey speed, vehicular delay, Causes of Delay etc.

The survey data was analysed to assess the journey and running speeds on the project road. The results are presented in Table 6.23.

Table 6-23: Intersection Traffic Projections

S. No. Direction Journey speed (kmph) Running Speed (kmph)

1 Dangiywas - Keru 35.68 36.62

2 Keru - Dangiywas 31.44 33.32

The journey speed and Running speed of the vehicles along the corridor is ranging from 31 to 36 kmph and 33 to 37 kmph respectively.

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CHAPTER 7 - TRAFFIC DEMAND AND TOLL REVENUE ESTIMATE

7.1 INTRODUCTION

Traffic growth on a road facility is generally estimated on the basis of historical trends, 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.

7.2 METHODOLOGY FOR TRAFFIC GROWTH RATE ESTIMATION

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:

Loge(P) = A0 + A1 Loge(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.  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, 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.

7.3 REGIONAL INFLUENCE

In order to analyse the vehicles growth the share of constituent regions/states are to be considered and are presented in Table 7-1 below. The states of Rajasthan, Punjab and Gujarat are the major influencing states while the share of other states is marginal, and has hence not been considered separately.

Table 7-1: Regional Influence (%)

Mode RJ PB GJ ROI Total

Trucks 82.0% 3.8% 7.3% 6.9% 100.0% RJ: Rajasthan, PB-Punjab, GJ-Gujarat, ROI-Rest of India.

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7.4 PAST VEHICLE REGISTRATION DETAILS

In order to analyse the vehicle growth in the states, the vehicle registration data of Rajasthan, Punjab and Gujarat have been collected and presented Table 7-2 below.

Table 7-2: Past vehicle registration data of influencing states

Year Car / Jeeps Bus Commercial vehicles Rajasthan 2004-05 409442 58092 208881 2005-06 460380 60979 229347 2006-07 515376 63320 269084 2007-08 579044 65605 297423 2008-09 646102 69298 318118 2009-10 727158 73257 346981 2010-11 824612 77980 385796 2011-12 934962 83345 431537 2012-13 1051288 88616 478379 2013-14 1168101 93892 467758 2014-15 1294542 97650 564152 CAGR 12.20% 5.33% 10.45% Commercial Vehicles Year Gujarat Punjab All India 2004-05 191159 118766 3877622 2005-06 204362 127720 4274984 2006-07 223022 139816 5118880 2007-08 239404 149983 5600938 2008-09 247772 159251 6040924 2009-10 259231 169553 6431926 2010-11 276290 169553 7064495 2011-12 301533 201758 7658391 2012-13 319207 8596762 2013-14 332185 8697541 2014-15 352225 9344464 CAGR 6.30% 7.86% 9.21% Source: • Road Transport Year Data Book by MORTH Publication, New Delhi • Respective state govt. transport department publication

7.5 PAST GROWTH OF ECONOMY

Growth of traffic on the project road is influenced by existing development and future growth prospects of the connecting regions. The time series data of states income NSDP at constant (2004-05) prices, state population, per-capita Income of PIA states and GDP as published by Central Statistical Organisation have been collected and studied to assess the past performance of influencing state economies. Table 7-3 depicts the growth of economic indicators (The datum for GDP and other income levels have been modified to 2004-05 prices).

The growth rate of population in Rajasthan for the period of 2004 to 2015 has been observed to be 1.67% per annum.

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Table 7-3: Economic indices of states and India at constant prices (2004 - 05)

Year NSDP (Rs.) % growth Per capita NSDP (Rs) % growth Rajasthan 2004-05 11263572 18565 2005-06 12020228 7% 19445 5% 2006-07 13434991 12% 21342 10% 2007-08 14047148 5% 21922 3% 2008-09 15228354 8% 23356 7% 2009-10 16115948 6% 24304 4% 2010-11 18536565 15% 27502 13% 2011-12 20274905 9% 29612 8% 2012-13 21439120 6% 30839 4% 2013-14 22463210 5% 31836 3% 2014-15 23752978 6% 33186 4% CAGR 7.75% 5.98% NSDP (Rs.) Punjab Gujarat % growth 2004-05 8610813 17226500 2005-06 9032981 15.97% 19727000 16.66% 2006-07 10007179 16.02% 21395400 16.80% 2007-08 10873818 16.12% 23925300 16.88% 2008-09 11476627 16.20% 24948000 16.99% 2009-10 12209725 16.26% 28473200 17.03% 2010-11 12998333 16.32% 31589195 17.16% 2011-12 13698738 16.38% 33688617 17.27% 2012-13 14252651 16.43% 35647679 17.33% 2013-14 14994818 16.47% 38547194 17.39% CAGR 6.36% 10.37% GDP Year India % growth 2004-05 2971464 2005-06 3253073 9% 2006-07 3564364 10% 2007-08 3896636 9% 2008-09 4158676 7% 2009-10 4516071 9% 2010-11 4918533 9% 2011-12 5247530 7% 2012-13 5482111 4% 2013-14 5741791 5% CAGR 7.26% Source: Central Statistical Organization (CSO), Govt. of India

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7.6 TRANSPORT DEMAND ELASTICITY

The elasticity approach was used for determining growth rates of future traffic. Since time series traffic data on project road is not available, traffic growth rates and elasticity values are established by using registered vehicles as dependent variable.

Regression analysis was carried out on the database to arrive at the transport demand elasticity and growth rates using each category of vehicle with various combinations of economic parameter and population. The resultant elasticity values, growth rates, R2 values and t-statistic are presented in Table 7-4 based on best fit.

Table 7-4: Observed transport demand elasticity values and traffic growth

Growth of Growth Rate Vehicle Type Indicator Elasticity R-square t-stat Indicator (%) (e)= (a) (b) (c) (f) (g) (d) (c)*(d) Rajasthan Car Population 7.04 1.67 11.73 1.00 68.68 Bus Population 3.25 1.67 5.41 0.99 25.79 Trucks NSDP 1.22 7.75 9.43 0.99 24.80 Trucks Punjab NSDP 1.00 6.36 6.36 0.96 12.28 Gujarat NSDP 0.68 9.27 6.34 0.99 24.90

7.7 PROJECTED TRANSPORT DEMAND ELASTICITY

In order to arrive at realistic future elasticity values for the project road, various factors relating to vehicle technology changes besides character of traffic and travel pattern on the project road have been considered.

High elasticity of cars being witnessed now is because of 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 would slow down and elasticity can be expected to decline.

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 3-axle/MAV for long-distance traffic, higher elasticity values for these have been considered as compared to 2-axle trucks.

Presently, the trend of gradual replacement of three axle trucks by MAVs also observed in many areas, leading to reduction in numbers of 3 axle trucks. This shift has already been observed in various areas of the country.

The transport demand elasticity by vehicle type, over a period of time, tends to decline and approach unity or even less. As the economy and its various sectors grow, every region tends to become self-

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Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthac Traffic Demand and Revenue Estimate sufficient. Moreover, much of the past growth has been associated with the country’s transition from a largely rural subsistence economy to cash-based urban economy, dominated by regional and national linkages. As the transition proceeds, its impact on transport pattern can be expected to become less dominant. Therefore, the demand for different type of vehicles falls, over time, despite greater economic development. In other words the values of elasticity tend to decrease with economic development in future years due to changes in the structure of economy, with higher contribution from service sector and higher value of industrial outputs. The same is also clear from the relationships of the economy and transport demand elasticity over time nationally and internationally. The elasticity values have therefore been moderated for the future years as given in Table 7-5.

Table 7-5: Projected transport demand elasticity values

Vehicle Type Indicator 2017-21 2022-26 2027-31 > 2031

Rajasthan Car Population 6.02 5.41 4.87 4.39 Bus Population 2.77 2.50 2.25 2.02 TW Population 5.77 5.20 4.68 4.21 Truck NSDP 1.04 0.94 0.84 0.76 Punjab Truck NSDP 0.81 0.73 0.66 0.59 Gujarat Truck NSDP 0.58 0.53 0.47 0.43

7.8 PERSPECTIVE GROWTH: STATES’ 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 states have been developed taking into consideration the past performance of the state economies 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.

Therefore, considering the present economic scenarios, a realistic growth slopping down from 6.9 to 5.1 % is assumed for the four period blocks for Rajasthan state. For Punjab, the NSDP growth for the four period blocks is considered varying from 5.5% to 4.0%, for Gujarat it has been considered from 7.9% to 5.8%.

Similarly population growth rates also have been considered and therefore growth of PCI levels. The population projection is adopted from “The population Projections for India and States, Report of the Technical Group on Population Projections Constituted by the National Commission on Population, May 2006, published by Office of the Registrar General & Census Commissioner, India.

Considering the present GDP growth and its future targets, a realistic growth rate of 6.5 % to 5.0 % has been assumed. The perspective economy growth rates considered are presented in Table 7-6.

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Table 7-6: Projected growth rates of indicators

Indicator 2017-21 2022-26 2027-31 > 2031 Rajasthan NSDP 6.92 6.23 5.61 5.05 Population 1.38 1.18 1.08 0.97 PCI 5.54 5.05 4.53 4.07 Punjab NSDP 5.54 4.98 4.48 4.04 Gujarat NDSP 7.93 7.13 6.42 5.78

7.9 PROJECTED TRAFFIC GROWTH RATES

Based on the present composition of goods vehicles, overall growth of goods vehicles and average load carried by each vehicle type, tonnage has been calculated for 2 years, 3 years and 5 year blocks for the present and future composition of traffic. The tonnage has been adjusted for future years for each mode of vehicle in such a way that the load share of 2A and 3A slashes and that of LCV and MAV increases. The difference in the present and future tonnage gives the additional traffic due to change in modal share which has been converted into vehicles. On this basis the growth rates of the commercial vehicles have been moderated keeping the overall growth of trucks constant.

Normally, the growth potential of passenger traffic depends on the population, per capita income and economic growth rates. As discussed above, the population is used to project these modes due to its good correlation with their respective growth.

Considering all the above discussed points, the growth rates were conceived using method discussed earlier and are modified accordingly. The final recommended growth rates are given Table 7-7.

Table 7-7: Estimated & Recommended Traffic growth rates (%)

Year 2017-21 2022-26 2027-31 Beyond 2031 Car 8.3 6.4 5.3 4.3 Two wheelers 8.0 6.1 5.1 4.1 Bus 3.8 2.9 2.4 2.0 LCV 7.5 6.3 5.2 4.5 2A 5.3 3.9 2.6 0.9 3A 6.9 5.6 4.6 3.7 MAV 7.4 6.1 5.1 4.4

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7.10 TOLL PLAZAS

Jodhpur Ring Road is proposed from Dangiyawas – Keroo – Nagaur Road – Bavarla – Dangiyawas which has to be constructed in two phases by diving the complete Ring Road in two sections i.e. Section -1 Dangiyawas - Keru – Karwar – Nagaur Road of Length (74.619 km) and section -2 from Nagaur Road - Lordi Panditji – Jajiwal – Bavarla – Dangiyawas (Length 26 km ). Alignment of section -2 has not approved. Also during the meeting with NHAI official, it was decided that proposed toll plaza between Keru and Nagaur road would be implemented till the completion of complete Upper Ring Road. Hence there are two toll plaza locations proposed along project corridor. Details of the toll plazas are given in Table 7-8 below.

Table 7-8a: Proposed toll plaza details as per Design Chainage

Design Length for which Fee is TP. No. Section for tolling Remarks Chainage payable (km) Including the length of Major Bridge at km TP1 Km 2.550 Km 0.000 – km 31.625 31.625 18.285, ROB at 26.253 and Flyover at 26.700 Including the length TP2 km 61.775 km 31.625 – km 74.619 42.994 of ROB at km 66.764

In addition to the above, the fee levied and collected hereunder for structures or forming part of the Project Highway, as the case may be, having length of more than 60 (sixty) meters as specified below shall be due and payable for following Plaza(s) are listed in the Table 7-8b:

Table 7-8b: Proposed Structures

S. No. Location of Toll Plaza Nature of structure Normal Length (km) 1 Km 2.550 Major Bridge at km 18.285 0.240 2 km 2.550 ROB at km 26.253 0.072 3 km 2.550 Flyover at km 26.700 0.150 4 km 61.775 ROB at km 66.764 0.2755

Schedule of User Fee

As per Rule 3 of National Highways Fee (Determination of Rates and Collection) Rules, 2008, read with National Highways Fee (Determination of Rates and Collection) Amendment Rules, 2010 issue vide notification No. G.S.R. 950(E) dated 03.12.2010, National Highways Fee (Determination of Rates and Collection) Amendment Rules, 2011 issue vide notification No. G.S.R. 15(E) dated 12.01.2011, National Highways Fee (Determination of Rates and Collection) Second Amendment Rules, 2011 issue vide notification No. G.S.R. 756(E) dated 12.10.2011, National Highways Fee (Determination of Rates and Collection) Amendment Rules, 2013 issue vide notification No. G.S.R. 778(E) dated 16.12.2013, National Highways Fee (Determination of Rates and Collection) Amendment Rules, 2014 issue vide notification No. G.S.R. 26(E) dated 16.01.2014, National Highways Fee (Determination of Rates and Collection) Second Amendment Rules, 2014 issue vide notification No. G.S.R. 831(E) dated 21.11.2014 and National Highways Fee (Determination of Rates and Collection) Amendment Rules, 2015 issue vide notification No. G.S.R. 220(E) dated 23.03.2015 of concession agreement for the Project, the per km base fee/toll rates as applicable from 2007-08 are given in Table 7-9. The escalated for 2016-17 rates are also given in Table 7-9.

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Table 7-9: Toll Rates Adopted (in Rs)

Capping Rate of base fee Capping Rate of base fee per S. per vehicle per one way Category of Vehicle vehicle per one way trip For No. trip For 2007-08 (in rupees FY 2016-17 (in rupees per km) per km) 1 Car, Jeep, Van 0.65 1.02 Light Commercial Vehicle or 2 1.05 1.65 Mini Bus 3 Bus or Truck (2 Axle) 2.20 3.45 4 3 Axle Truck 2.40 3.76 5 HCM, EME, MAV (4-6 Axle ) 3.45 5.41 6 Oversized Vehicle (>7 Axle) 4.20 6.59

The applicable toll rate for base year 2016-17 is listed below in Table 7-10.

Table 7-10: Toll Rates in Year 2016-17 (in Rs)

S. No. Category of Vehicle TP-1 TP-2 1 Car, Jeep, Van 50 70 2 Light Commercial Vehicle or Mini Bus 85 110 3 Bus or Truck (2 Axle) 175 230 4 3 Axle Truck 195 250 5 HCM, EME, MAV (4-6 Axle ) 280 360 6 Oversized Vehicle (>7 Axle) 340 440

Perception of the Inflation Rates

Inflation is generally defined as the increase of prices of goods and services over a certain period of time. Inflation is one of the macroeconomic parameter of the developing world which includes India as well. Since the last 2 years, with the newly formed government pursuing the monetary policy to contain inflation with strong macroeconomic fundamentals of our country, the inflation has come down. The WPI index and the inflation rate as per the calendar year and the financial year are as given in Table 7- 11 below:

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Table 7-11: Past WPI

Calendar Year Average Calendar year 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

WPI 103.37 109.59 114.94 124.92 127.86 140.08 153.35 164.92 175.35 182.01 177.03

Inflation 6.02% 4.88% 8.68% 2.35% 9.56% 9.47% 7.54% 6.32% 3.80% -2.7% 5.6%

Financial Year Financial year 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16

WPI 104.47 111.35 116.63 126.02 130.81 143.32 156.13 167.62 177.64 181.19 176.68

Inflation 6.59% 4.74% 8.05% 3.80% 9.56% 8.94% 7.36% 5.98% 2.00% -2.50% 5.4%

December of the year March of year Mar-05 Mar-06 Mar-07 Mar-08 Mar-09 Mar-10 Mar-11 Mar-12 Mar-13 Mar-14 Mar-15 Mar-16

WPI 102.5 105.7 112.8 121.5 123.5 136.3 149.5 161 170.1 180.3 176.1 175.3

Inflation 3.12% 6.72% 7.71% 1.65% 10.36% 9.68% 7.69% 5.65% 6.00% -2.33% -.50% 5.2%

The average inflation rate based on calendar year since 2005 indicates a growth of 5.6 % pa while based on the financial year indicates a growth of 5.4% per annum. Considering the upward and the down ward trend of inflation in the past, 5.0% WPI growth factor is adopted in the study for the entire concession period.

7.11 COMPETING / ALTERNATE ROUTES

Since the Upper Ring Road of Project is a Greenfield alignment, the traffic assessment on this road has been made on the basis of traffic diversion from the other existing roads.

The present routes used for traffic which will serve as alternate routes to the alignment are as discussed below:

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Table 7-12: Project Road vs Alternate route

Diverted Project Road Alternative Road Traffic Route NH/SH Route NH/SH Ana Jharna Circle – Bikaner - Barmer Road, Alternative-1 Ana Jharna Circle - URR Ring Road Mandore-Daijar-URR NH-65, SH-61

Ana Jharna Circle – Bikaner - Barmer Road, Alternative-2 Ana Jharna Circle - URR Ring Road Mandore-Daijar-URR NH-65

Alternative-3 URR-Dangiywas Ring Road URR-Banar-Dangiywas SH68, NH-65

NH-12, Inner Ring Alternative-4 URR-Dangiywas-LRR Ring Road URR-Banar-LRR Road, NH-8 *URR – Upper Ring Road, **LRR – Lower Ring Road

Figure 7.1a: Project Route Vs Alternative Route – 1

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Figure 7.1b: Project Route Vs Alternative Route – 2

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Figure 7.1c: Project Route Vs Alternative Route – 3

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Figure 7.1d: Project Route Vs Alternative Route – 4

The detailed analysis is discussed below:

Procedure for Diversion Analysis Calculation  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.  Travel time is calculated for project and alternate roads.

Travel time = [Length of road/observed speed of vehicle] Speed is based on vehicle type with present condition of road.  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. (IRC: SP: 30 – 2009)  Project road toll cost and the same on alternate route, if any.  The generalized 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.  Cost ratio: Cost ratio = [Generalised cost of project road/ Generalised cost of alternate route]

The rate of diversion is calculated using the diversion curve/equations, which is similar to Logit curve. These equations are presented in Table 7.6 using which the percentage of diversion traffic from project road is calculated.

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7.12 TOTAL TRAFFIC PROJECTION

Normal Traffic: The normal traffic is the traffic at present which is likely plying on the proposed project road. Diverted Traffic: The diverted traffic is the traffic that may divert to the alternative route when toll is imposed on the project road due to resultant savings in the generalized cost.

Development Traffic: Generated traffic is the traffic that may be generated due industrial developments coming up along or in the close vicinity of the project road.

Generated/Induced Traffic: This traffic is likely to come on to the Project Road as a result of new facility being provided.

Total Traffic: The total traffic including diverted traffic, development traffic and generated traffic, if any.

7.12.1 DIVERTED TRAFFIC

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 project road to alternate route 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 7-13: Diversion Curve Equations

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 & Buses 0.75 <= CR <=1.25 % Div= 95-((CR-0.75)/.5)*90 1.25<=CR <=2.00 % Div= ((2-CR)/0.75)*5

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. Toll cost is calculated using prevailing toll policies. The generalised costs arrived at are presented in Tables.

Alternate route-1

The various components of the project road and the Alternate Route-1 are as given below:

Vehicle Operating Cost

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Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajastha Traffic Demand and Revenue Estimate traffic, road characteristics, vehicle characteristics etc. on the project road and alternative road as described in IRC SP-30:2009.

Table 7.14a: Vehicle Operating Cost (Rs.) – Alternate Route-1

Vehicle Type Alternate Route Project Route Car 163 127 Pvt Bus 416 315 LCV 447 350 2Axle 511 382 3Axle 511 382 MAV 862 656

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 7.14b: Value of Time (Rs.) – Alternate Route-1

Vehicle Type Alternate Route Project Route Car 292 118 Pvt Bus 2083 840 LCV 65 26 2Axle 198 93 3Axle 198 93 MAV 433 190

Toll Rates

The details of toll rates for the project road and the alternate route are as given below:

Table 7.14c: Toll Rates (Rs.) – Alternate Route-1

Vehicle Type Alternative Road Project Road Car 0 70 Pvt Bus 0 230 LCV 0 110 2Axle 0 230 3Axle 0 250 MAV 0 360

The total generalized cost for the project road has been worked out by adding tables 7.14 (a) to (c) and is as presented below:

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Table 7-14d: Generalized cost on Alternate route-1 and project road (in Rs.)

Mode Alternate Route Project Route Car 455 315 Bus 2499 1385 LCV 512 487 2 axle 710 705 3 axle 710 725 4-6 axle 1295 1207

From the OD survey carried out at the Keru & Kudi, the traffic moving from Kudi towards Phalodi (SH- 61) and Vice Versa 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 7-14e below.

Table 7-14e: Potential traffic diversion on Project Road (in %) – Alternate Route-1

Mode % of diversion Car 84.7 Pvt. Bus 96.3 LCV 4 58.8 LCV 6 58.8 2 axle 51.1 3 axle 46.1 MAV 62.3

Alternate route-2

The various components of the project road and the alternate route-2 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.

Table 7.15a: Vehicle Operating Cost(Rs.) – Alternate Route-2

Vehicle Type Alternate Route Project Route Car 163 174 Pvt Bus 418 430 LCV 448 478 2Axle 513 522 3Axle 513 522 MAV 866 896

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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 7.15b: Value of Time (Rs.) – Alternate Route-2

Vehicle Alternate Route Project Route Car 293 161 Pvt Bus 2091 1147 LCV 65 36 2Axle 199 127 3Axle 199 127 MAV 434 260

Toll Rates

The details of toll rates for the project road and the alternate route are as given below:

Table 7.15c: Toll Rates (Rs.) – Alternate Route-2

Vehicle Type Alternative Road Project Route Car 0 70 Pvt Bus 0 230 LCV 0 110 2Axle 0 230 3Axle 0 250 MAV 0 360

The total generalized cost for the project road has been worked out by adding Tables 7.15 a to c and is as presented below:

Table 7-15d: Generalized cost on Alternate route-2 and project road (in Rs.)

Mode Alternate Route Project Route

Car 457 405 Bus 2509 1807 LCV 513 624 2 axle 712 879 3 axle 712 899 4-6 axle 1300 1516

From the OD survey carried out at the Netra, Keru, Kudi and Banar , the traffic moving from Keru / Pali Road towards Nagaur road and vice versa 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 7-15e below.

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Table 7-15e: Potential traffic diversion on Project Road (in %) – Alternate Route-2

Mode % of diversion Car 65.0 Pvt. Bus 95.2 LCV 4 11.2 LCV 6 11.2 2 axle 7.9 3 axle 4.9 MAV 20.0

Alternate route-3

The various components of the project road and the alternate route-3 are as given below:

Vehicle Operating Cost

Table 7.16a: Vehicle Operating Cost(Rs.) – Alternate Route-3

Vehicle Type Alternate Route Project Route Car 145 124 Pvt Bus 371 308 LCV 398 343 2Axle 456 374 3Axle 456 374 MAV 769 642

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 7.16b: Value of Time (Rs.) – Alternate Route-3

Vehicle Alternate Route Project Route Car 261 115 Pvt Bus 1857 822 LCV 58 26 2Axle 177 91 3Axle 177 91 MAV 386 186

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Toll Rates

The details of toll rates for the project road and the alternate route are as given below:

Table 7.16c: Toll Rates (Rs.) – Alternate Route-3

Vehicle Type Alternative Road Project Route Car 0 0 Pvt Bus 0 0 LCV 0 0 2Axle 0 0 3Axle 0 0 MAV 0 0

The total generalized cost for the project road has been worked out by adding Tables 7.16 a to c and is as presented below:

Table 7-16d: Generalized cost on Alternate route-3 and project road (in Rs.)

Mode Alternate Route Project Route Car 406 240 Bus 2228 1130 LCV 456 368 2 axle 633 465 3 axle 633 465 4-6 axle 1154 828

From the OD survey carried out at Netra, Banar, Kudi and Jhalamand, the traffic moving from Dangiyawas / Pali Road towards Nagaur Road and Vice Versa 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 7-16e below.

Table 7-16e: Potential traffic diversion on Project Road (in %) – Alternate Route-3

Mode % of diversion Car 91.2 Pvt. Bus 96.6 LCV 4 84.6 LCV 6 84.6 2 axle 95.1 3 axle 95.1 MAV 95.2

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Alternate route-4

The various components of the project road and the alternate route-4 are as given below:

Vehicle Operating Cost

Table 7.17a: Vehicle Operating Cost (Rs.) – Alternate Route-4

Vehicle Type Alternate Route Project Route Car 129 184 Pvt Bus 330 455 LCV 355 506 2Axle 406 551 3Axle 406 551 MAV 685 947

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 7.17b: Value of Time (Rs.) – Alternate Route-4

Vehicle Type Alternate Route Project Route Car 232 170 Pvt Bus 1654 1212 LCV 51 38 2Axle 157 135 3Axle 157 135 MAV 343 275

Toll Rates

The details of toll rates for the project road and the alternate route are as given below:

Table 7.17c: Toll Rates (Rs.) – Alternate Route-4

Vehicle Type Alternative Road Project Route Car 0 50 Pvt Bus 0 175 LCV 0 85 2Axle 0 175 3Axle 0 195

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MAV 0 280 The total generalized cost for the project road has been worked out by adding Tables 7.17 a to c and is as presented below:

Table 7-17d: Generalized cost on Alternate route-4 and project road (in Rs.)

Mode Alternate Route Project Route

Car 361 404 Bus 1985 1842 LCV 406 628 2 axle 564 861 3 axle 564 861 4-6 axle 1028 1502

From the OD survey carried out at the Netra, Kudi, Keru, Banar and Jhalamand, the traffic moving from Pali Road (NH-62) towards Nagaur Road (NH-62) and vice versa 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 7-17e below.

Table 7-17e: Potential traffic diversion on Project Road (in %) – Alternate Route-4

Mode % of diversion Car 41.5 Pvt. Bus 62.9 Goods Pickup 3.0 LCV 3.0 2 axle 3.1 3 axle 2.9 4-6 axle 3.6

Final diverted traffic to project road has been worked out for two scenarios.

SCENARIO-1: Traffic on ring road considering that no commercial trucks will be allowed to enter Jodhpur City once the ring road is constructed.

Table 7-18: Final diverted traffic to Project Road (Scenario-1)

HS-3 HS-1 HS-2 HS-4 (Km 45.000 Mode of Vehicle (Km 0.000 – km (Km 31.625 – (Km 74.619 – – km 31.625) km 45.000 km 103.039) 74.619) Car / Jeep / Van (Private) 2162 2676 1924 1230 Car / Jeep (Taxi) 110 199 165 128 Shared Jeep 110 115 0 0

Tollable Tollable vehicles Mini Bus 16 39 0 0 School. Bus 26 25 0 0

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HS-3 HS-1 HS-2 HS-4 (Km 45.000 Mode of Vehicle (Km 0.000 – km (Km 31.625 – (Km 74.619 – – km 31.625) km 45.000 km 103.039) 74.619) Govt. Bus 3 51 0 0 Pvt. Bus 37 172 255 205 Maxx/Pick-Up 660 638 793 646 LCV (4 tyre) 171 79 128 147 LCV (6 tyre) 230 364 135 198 2 Axle 705 1200 699 571 3 Axle 821 617 405 550 MAV (4 to 6 Axles) 1156 780 644 554 MAV (> 6 Axles) 0 0 0 0 Others 9 6 0 0 Total vehicles 6216 6961 5148 4229 Total PCUs 13686 14083 10252 8993 Non – Tollable Traffic (nos)

3 Wheeler 157 141 75 75 2 Wheeler 4674 3499 2043 2043 Agriculture Tractor 31 16 12 12 Agri Tractor with Trailer 173 145 80 80 Cycle 40 27 17 17 Cycle Rickshaw 3 1 1 1

Non Tollable vehicles Tollable Non Animal Drawn Cart 0 1 0 0

Toll Exempted Car 20 66 0 0 Toll Exempted Bus 3 20 0 0

Toll Toll Exempted LCV 3 9 0 0 Vehicles Exempted Toll Exempted Truck 86 240 0 0 Total Non-Tollable (Nos.) 5190 4165 2228 2228 Total Non-Tollable (PCUs) 3637 3448 1485 1485 Total Grand Total (Nos.) 11406 11126 7376 6457 Grand Total (PCUs) 17323 17531 11737 10478 HS: Homogeneous Section

SCENARIO-2: Traffic on ring road is considering that commercial trucks will be allowed to enter Jodhpur during night hours only.

In this scenario, the traffic diversion has been done considering that the share of traffic moving during the daytime will be completely diverted to the ring road while the traffic moving during night hours will be worked out from the diversion analysis.

Table 7-19: Final diverted traffic to Project Road (Scenario-2)

HS-1 HS-2 HS-3 HS-4 Mode of Vehicle (Km 0.000 – (Km 31.625 (Km 45.000 – (Km 74.619 – km 31.625) – km 45.000 km 74.619) km 103.039)

Car / Jeep / Van (Private) 2162 2676 1924 1230 es ble Tolla

vehicl Car / Jeep (Taxi) 110 199 165 128

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HS-1 HS-2 HS-3 HS-4 Mode of Vehicle (Km 0.000 – (Km 31.625 (Km 45.000 – (Km 74.619 – km 31.625) – km 45.000 km 74.619) km 103.039) Shared Jeep 110 115 0 0 Mini Bus 16 39 0 0 School. Bus 26 25 0 0 Govt. Bus 3 51 0 0 Pvt. Bus 37 172 244 190 Maxx/Pick-Up 660 638 570 518 LCV (4 tyre) 171 79 89 123 LCV (6 tyre) 230 364 97 163 2 Axle 705 1200 481 444 3 Axle 821 617 270 439 MAV (4 to 6 Axles) 1156 780 454 411 MAV (> 6 Axles) 0 0 0 0 Others 9 6 0 0 Total vehicles 6216 6961 4294 3646 Total PCUs 13686 14083 7966 7374 Non – Tollable Traffic (nos)

3 Wheeler 157 141 75 75 2 Wheeler 4674 3499 2043 2043 Agriculture Tractor 31 16 12 12 Agri Tractor with Trailer 173 145 80 80 Cycle 40 27 17 17 Cycle Rickshaw 3 1 1 1

Non Tollable vehicles Tollable Non Animal Drawn Cart 0 1 0 0

Toll Exempted Car 20 66 0 0 Toll Exempted Bus 3 20 0 0

Toll Toll Exempted LCV 3 9 0 0 Vehicles Exempted Toll Exempted Truck 86 240 0 0 Total Non-Tollable (Nos.) 5190 4165 2228 2228 Total Non-Tollable (PCUs) 3637 3448 1485 1485 Total Grand Total (Nos.) 11406 11126 6522 5874 Grand Total (PCUs) 17323 17531 9451 8859 HS: Homogeneous Section

7.12.2 INDUCED TRAFFIC

Since a completely new Greenfield alignment will be constructed on the north side of Jodhpur connecting important highways, NH-114, NH-62 & NH-25, 10% of the induced traffic in the year 2019-20 has been considered on upper Ring Road as a result of the additional facility being provided.

7.12.3 TOTAL TRAFFIC PROJECTIONS

The summary of projected total traffic at all homogeneous section is presented in Table 7-20 below. The vehicle wise traffic projection is presented in Annexure 6.4 to this report.

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Table 7-20: Projected total traffic for Most Likely Scenario – Scenario-1

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Table 7-20b: Projected total traffic for Most Likely Scenario – Scenario-2

Nos. PCU

HS-1 HS-2 HS-3 HS-4 HS-4 HS-1 HS-2 HS-3 (Km (Km (Km (Km (Km Year (Km 0.000 (Km (Km 0.000 – 31.625 – 45.000 – 74.619 – 74.619 – – km 31.625 – 45.000 – km km km km km 31.625) km 45.000 km 74.619) 31.625) 45.000 74.619) 103.039) 103.039)

2016-17 11406 11126 6522 5874 17323 17531 9451 8859 2017-18 12266 11946 7012 6311 18532 18705 10099 9462 2018-19 13193 12829 7539 6781 19830 19962 10793 10108 2019-20 14191 13779 8861 7966 21221 21307 12617 11810 2020-21 15265 14801 9530 8562 22714 22747 13490 12621 2021-22 16423 15902 10251 9203 24315 24290 14426 13491 2022-23 17398 16824 10856 9744 25687 25593 15221 14232 2023-24 18431 17801 11499 10317 27138 26970 16062 15016 2024-25 19527 18837 12181 10925 28674 28425 16952 15845 2025-26 20688 19934 12903 11569 30299 29961 17894 16721 2026-27 21920 21097 13670 12252 32020 31585 18889 17648 2027-28 23001 22108 14341 12850 33515 32971 19751 18450 2028-29 24135 23169 15046 13478 35083 34423 20655 19291 2029-30 25327 24283 15786 14137 36727 35942 21602 20172 2030-31 26579 25452 16564 14829 38451 37533 22595 21094 2031-32 27893 26680 17381 15556 40259 39199 23636 22062 2032-33 29009 27705 18074 16172 41793 40557 24511 22875 2033-34 30170 28772 18795 16814 43389 41969 25421 23721 2034-35 31380 29883 19547 17483 45051 43438 26369 24602 2035-36 32639 31041 20330 18179 46781 44965 27356 25518 2036-37 33952 32245 21145 18905 48583 46555 28382 26472 2037-38 35318 33500 21995 19660 50459 48208 29451 27464 2038-39 36742 34807 22880 20447 52413 49928 30564 28497 2039-40 38224 36167 23802 21266 54447 51717 31722 29571 2040-41 39769 37584 24763 22120 56565 53579 32928 30690 2041-42 41377 39060 25764 23009 58771 55516 34184 31855 2042-43 43053 40596 26807 23935 61068 57531 35491 33067 2043-44 44798 42197 27893 24899 63460 59629 36852 34328 2044-45 46616 43863 29025 25904 65951 61812 38270 35642 HS: Homogeneous Section

7.13 CAPACITY ANALYSIS

Capacity analysis for project road has been carried out in order to define the Level of Service (LoS) offered by road sections under the prevailing roadway and traffic conditions.

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Capacity and Level of Service Guidelines

As per clause of MoRT&H Circular No. F.No. RW/NH-33044/37/2015/S&R® dated the 26th May 2016, in light of changing socio economic conditions in the country and in order to ensure the safe and comfortable mobility of road users and reduction in road accidents, widening of road and decongestion of traffic is required. Accordingly, ministry has revised the traffic at which the up gradation from two lane to four lane will trigger, as indicated in the table are given in Table 7-21a below.

Table 7.21a: Design Service Volume Standards for four lane facility

Traffic at which upgradation to Two lane with Traffic at which upgradation to four lane Nature of Terrain paved shoulder will trigger (in PCU per Day) will trigger (in PCU per Day) Clause No - 2 Clause No - 4 Plain Irrespective of traffic thereon 10,000 Rolling Irrespective of traffic thereon 8500 Mountainous / Steep Irrespective of traffic thereon 6000

Table 7.21b: Capacity Augmentation

HS-1 HS-2 HS-3 HS-4 Scenario Level of Service (Km 0.000 – (Km 31.625 – (Km 45.000 – (Km 74.619 – km 31.625) km 45.000 km 74.619) km 103.039) Base Year Traffic 17323 17531 11737 10478 (2016-17) in PCUs Scenario-1 Lane Requirement 4 lane 4 lane 4 lane 4 lane Base Year Traffic 17323 17531 9451 8859 (2016-17) in PCUs Scenario-2 Lane Requirement 4 lane 4 lane 4 lane 4 lane

Based on the above Table 7.21b, immediate requirement of 4-laning is arising. In case of scenario-2 for HS-4, traffic crosses 10000 PCUs in the year 2019-20 and hence it is proposed to make the entire ring road 4-lane for both scenarios.

7.14 DISCOUNTS

The discounts allowed for local traffic/frequent users as per Schedule R of the Concession Agreement are given below.

(1) The executing authority or the concessionaire, as the case may be, shall upon request provide a pass for multiple journeys to cross a toll plaza within the specified period at the rates specified below

(2) A driver, owner or person in charge of a mechanical vehicle who makes use of the section of National highway, permanent bridge, bypass or tunnel, may opt for such pass and he or she shall have to pay the fee in accordance with the following rates, namely:

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Maximum number of Amount Payable one way journeys Period of Validity allowed One and half times of the fee for one Twenty four hours from the time of Two way journeys payment Two-third of amount of the fee Fifty One month from date of payment payable for fifty single journeys

(3) A person who owns a mechanical vehicle registered for non-commercial purposes and uses it as such for commuting on a section of national highway, permanent bridge, bypass or tunnel, may obtain a pass, on payment of fee at the base rate for the year 2007-2008 of rupees one hundred and fifty per calendar month and revised annually, authorizing it to cross the toll plaza specified in such pass:

Provided that such pass shall be issued only if such driver, owner or person in charge of such mechanical vehicle resides within a distance of twenty kilometers from the toll plaza specified by such person and the use of such section of national highway, permanent bridge, bypass or tunnel, as the case may be, does not extend beyond the toll plaza next to the specified toll plaza.

Provided further that no such pass shall be issued if a service road or alternative road is available for use by such driver, owner of person in charge of a mechanical vehicle.

(4) No pass shall be issued of fee collected from a driver, owner or person in charge of a mechanical vehicle that uses part of the section of a state highway and does not cross a toll plaza

Tollable traffic components

The numbers and frequency of trips of vehicles of various categories needed to be estimated near accurately to arrive at the toll revenue estimates. The O – D survey data are used to arrive at these figures.

The O – D survey provides us with valuable information in this regard. The percentages of each type are derived from the number of appearance of vehicles in the data. The frequency of each type is calculated by considering the multiple entries. Subsequent reductions have to be done to arrive at exact component of each type, so that they are not considered as tollable traffic repeatedly.

The frequency and share of each type as elucidated from O – D survey are provided in Table 7-22.

Table 7-22: Tollable Components

Share of Mode of Share of Vehicles (%) Frequency Categories Vehicles (%) Vehicle at TP-1 Factor at TP-2 Up to 20km Travel 11.6 2.9 2.00 Through Monthly 3.1 0.7 1.67 Car/Jeep Through daily (One entry) 58.6 70.3 1.00 Through daily (reentry) 26.7 26.1 2.00 Taxi Through Monthly 1.6 0.0 1.67

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Share of Mode of Share of Vehicles (%) Frequency Categories Vehicles (%) Vehicle at TP-1 Factor at TP-2 Through daily (One entry) 60.7 84.2 1.00 Through daily (reentry) 37.7 15.8 2.00 Monthly Pass 15.0 0.0 1.67 Mini Bus Through daily (One entry) 18.7 74.0 1.00 Through daily (reentry) 66.3 26.0 2.00 Monthly Pass 7.0 0.0 1.67 Std. Pvt. Bus Through daily (One entry) 81.7 71.6 1.00 Through daily (reentry) 11.3 28.4 2.00 Monthly Pass 35.3 15.3 1.67 Goods Pick Up Through daily (One entry) 13.8 32.8 1.00 Through daily (reentry) 50.9 51.9 2.00 Through Monthly 20.5 13.4 1.67 LCV Through daily (One entry) 40.2 41.6 1.00 Through daily (reentry) 39.3 45.0 2.00 Through Monthly 13.9 2.3 1.67 2 Axle Trucks Through daily (One entry) 54.3 65.8 1.00 Through daily (reentry) 31.8 31.9 2.00 Through Monthly 0.0 0.0 1.67 3 Axle Trucks Through daily (One entry) 72.8 78.6 1.00 Through daily (reentry) 27.2 21.4 2.00 Through Monthly 0.0 0.0 1.67 4 to 6Axle Through daily (One entry) 79.4 84.9 1.00 Trucks Through daily (reentry) 20.6 15.1 2.00

The Projected tollable traffic under different toll paying categories from FY 2016-17 to FY 2044-45 has been given in Table 7.23.

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Table 7.23a: Projected Tollable Traffic at TP-1_Scenario 1

Car/ Taxi / Scho 3- 7 axle Financial Mini Std. Goods LCV 4 LCV 6 2- 4- 6 Total Jeep/ Share ol Axle and Year Bus Bus Pickup tyre tyre Axles Axles Van d Jeep bus s above Nos. PCU 2016-17 2162 220 16 26 40 660 171 230 705 821 1165 0 6216 13686 2017-18 2341 238 17 27 42 710 184 247 742 878 1251 0 6677 14658 2018-19 2536 258 17 28 43 763 198 266 782 938 1343 0 7172 15695 2019-20 2746 279 18 29 45 820 212 286 823 1003 1442 0 7703 16808 2020-21 2974 303 19 30 46 881 228 307 867 1072 1548 0 8275 18000 2021-22 3221 328 19 31 48 948 245 330 913 1146 1662 0 8891 19281 2022-23 3427 349 20 32 50 1007 261 351 948 1210 1763 0 9418 20385 2023-24 3647 371 20 33 51 1071 277 373 985 1278 1871 0 9977 21555 2024-25 3880 395 21 34 53 1138 295 397 1024 1350 1984 0 10571 22794 2025-26 4128 420 22 35 54 1210 313 422 1064 1425 2105 0 11198 24100 2026-27 4392 447 22 36 56 1286 333 448 1105 1505 2233 0 11863 25484 2027-28 4625 471 23 37 57 1353 351 471 1134 1574 2347 0 12443 26684 2028-29 4870 496 23 38 58 1423 369 496 1163 1647 2466 0 13049 27936 2029-30 5129 522 24 39 60 1497 388 522 1194 1722 2592 0 13689 29258 2030-31 5400 550 24 40 61 1575 408 549 1225 1802 2724 0 14358 30639 2031-32 5687 579 25 41 63 1657 429 577 1256 1885 2862 0 15061 32084 2032-33 5931 604 26 42 64 1732 449 603 1268 1954 2988 0 15661 33314 2033-34 6186 629 26 42 65 1810 469 631 1279 2027 3119 0 16283 34589 2034-35 6452 657 27 43 66 1891 490 659 1291 2102 3256 0 16934 35922 2035-36 6730 685 27 44 68 1976 512 689 1302 2179 3399 0 17611 37308 2036-37 7019 714 28 45 69 2065 535 720 1314 2260 3549 0 18318 38757 2037-38 7321 745 28 46 71 2158 559 752 1326 2344 3705 0 19055 40266 2038-39 7636 777 29 47 72 2255 584 786 1338 2430 3867 0 19821 41829 2039-40 7964 810 29 48 73 2356 611 821 1350 2520 4037 0 20619 43461 2040-41 8306 845 30 49 75 2463 638 858 1362 2613 4215 0 21454 45168 2041-42 8663 882 31 50 76 2573 667 897 1374 2710 4400 0 22323 46941 2042-43 9036 919 31 51 78 2689 697 937 1387 2810 4593 0 23228 48788 2043-44 9425 959 32 52 79 2810 728 979 1399 2914 4795 0 24172 50712

2044-45 9830 1000 32 53 81 2937 761 1023 1412 3022 5006 0 25157 52722

Feedback Infra Pvt. Ltd. 8 - 1 National Highways Authority of India Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajastha Preliminary Environment Assessment

Table 7.23b: Projected Tollable Traffic @TP-2_Scenario 1

Taxi / 7 axle Car/ Std. Goods LCV LCV 2- 3- 4- 6 Total Financial Year Shared and Jeep/Van Bus Pickup 4 tyre 6 tyre Axles Axles Axles Jeep above Nos PCU 2016-17 1924 165 255 793 128 135 699 405 644 0 5148 10252 2017-18 2084 179 265 852 138 145 736 433 692 0 5524 10956 2018-19 2257 194 275 916 148 156 775 463 743 0 5927 11706 2019-20 2670 229 313 1077 174 183 894 541 872 0 6953 13680 2020-21 2891 248 325 1158 187 197 941 578 937 0 7462 14622 2021-22 3131 269 337 1244 201 212 991 618 1006 0 8009 15629 2022-23 3332 286 347 1323 214 225 1030 653 1067 0 8477 16491 2023-24 3545 304 357 1406 227 239 1070 689 1132 0 8969 17396 2024-25 3772 323 367 1495 241 254 1111 728 1201 0 9492 18355 2025-26 4013 344 378 1589 256 270 1155 769 1275 0 10049 19379 2026-27 4270 366 389 1689 273 288 1200 812 1353 0 10640 20458 2027-28 4496 386 398 1777 287 302 1231 849 1422 0 11148 21376 2028-29 4734 406 408 1869 302 318 1263 888 1494 0 11682 22339 2029-30 4985 428 417 1966 317 335 1296 929 1570 0 12243 23348 2030-31 5250 450 427 2069 334 352 1329 972 1650 0 12833 24407 2031-32 5528 474 438 2176 351 370 1364 1017 1734 0 13452 25520 2032-33 5766 494 446 2274 367 387 1376 1054 1811 0 13975 26443 2033-34 6013 516 455 2376 384 405 1389 1093 1890 0 14521 27405 2034-35 6272 538 464 2483 401 423 1401 1134 1974 0 15090 28409 2035-36 6542 561 474 2595 419 442 1414 1176 2060 0 15683 29452 2036-37 6823 585 483 2712 438 462 1427 1219 2151 0 16300 30537 2037-38 7116 610 493 2834 457 482 1439 1264 2246 0 16941 31664 2038-39 7422 637 503 2961 478 504 1452 1311 2345 0 17613 32844 2039-40 7742 664 513 3095 500 527 1465 1360 2448 0 18314 34072 2040-41 8074 692 523 3234 522 551 1479 1410 2555 0 19040 35343 2041-42 8422 722 533 3380 545 575 1492 1462 2668 0 19799 36671 2042-43 8784 753 544 3532 570 601 1505 1516 2785 0 20590 38053 2043-44 9161 786 555 3691 596 628 1519 1572 2908 0 21416 39498 2044-45 9555 819 566 3857 622 657 1533 1630 3036 0 22275 40999

Feedback Infra Pvt. Ltd. 8 - 2 National Highways Authority of India Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajastha Preliminary Environment Assessment

Table 7.24a: Projected Tollable Traffic at TP-1 _Scenario 2

Car/ Taxi / Scho LCV 7 axle Financial Mini Std. Goods LCV 6 2- 3- 4- 6 Total Jeep/ Share ol 4 and Year Bus Bus Pickup tyre Axles Axles Axles Van d Jeep bus tyre above Nos. PCU 2016-17 2162 220 16 26 40 660 171 230 705 821 1165 0 6216 13686 2017-18 2341 238 17 27 42 710 184 247 742 878 1251 0 6677 14658 2018-19 2536 258 17 28 43 763 198 266 782 938 1343 0 7172 15695 2019-20 2746 279 18 29 45 820 212 286 823 1003 1442 0 7703 16808 2020-21 2974 303 19 30 46 881 228 307 867 1072 1548 0 8275 18000 2021-22 3221 328 19 31 48 948 245 330 913 1146 1662 0 8891 19281 2022-23 3427 349 20 32 50 1007 261 351 948 1210 1763 0 9418 20385 2023-24 3647 371 20 33 51 1071 277 373 985 1278 1871 0 9977 21555 2024-25 3880 395 21 34 53 1138 295 397 1024 1350 1984 0 10571 22794 2025-26 4128 420 22 35 54 1210 313 422 1064 1425 2105 0 11198 24100 2026-27 4392 447 22 36 56 1286 333 448 1105 1505 2233 0 11863 25484 2027-28 4625 471 23 37 57 1353 351 471 1134 1574 2347 0 12443 26684 2028-29 4870 496 23 38 58 1423 369 496 1163 1647 2466 0 13049 27936 2029-30 5129 522 24 39 60 1497 388 522 1194 1722 2592 0 13689 29258 2030-31 5400 550 24 40 61 1575 408 549 1225 1802 2724 0 14358 30639 2031-32 5687 579 25 41 63 1657 429 577 1256 1885 2862 0 15061 32084 2032-33 5931 604 26 42 64 1732 449 603 1268 1954 2988 0 15661 33314 2033-34 6186 629 26 42 65 1810 469 631 1279 2027 3119 0 16283 34589 2034-35 6452 657 27 43 66 1891 490 659 1291 2102 3256 0 16934 35922 2035-36 6730 685 27 44 68 1976 512 689 1302 2179 3399 0 17611 37308 2036-37 7019 714 28 45 69 2065 535 720 1314 2260 3549 0 18318 38757 2037-38 7321 745 28 46 71 2158 559 752 1326 2344 3705 0 19055 40266 2038-39 7636 777 29 47 72 2255 584 786 1338 2430 3867 0 19821 41829 2039-40 7964 810 29 48 73 2356 611 821 1350 2520 4037 0 20619 43461 2040-41 8306 845 30 49 75 2463 638 858 1362 2613 4215 0 21454 45168 2041-42 8663 882 31 50 76 2573 667 897 1374 2710 4400 0 22323 46941 2042-43 9036 919 31 51 78 2689 697 937 1387 2810 4593 0 23228 48788 2043-44 9425 959 32 52 79 2810 728 979 1399 2914 4795 0 24172 50712

2044-45 9830 1000 32 53 81 2937 761 1023 1412 3022 5006 0 25157 52722

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Table 7.24c: Projected Tollable Traffic at TP-2 _Scenario 2

Taxi / LCV LCV 7 axle Car/ Std. Goods 2- 3- 4- 6 Total Financial Year Shared 4 6 and Jeep/Van Bus Pickup Axles Axles Axles Jeep tyre tyre above Nos PCU 2016-17 1924 165 244 570 89 97 481 270 454 0 4294 7966 2017-18 2084 179 253 613 96 104 506 289 488 0 4612 8516 2018-19 2257 194 263 659 103 112 533 309 524 0 4954 9106 2019-20 2670 229 299 774 121 132 615 361 615 0 5816 10645 2020-21 2891 248 311 832 130 142 648 386 660 0 6248 11384 2021-22 3131 269 322 894 140 152 682 412 709 0 6711 12171 2022-23 3332 286 332 951 148 162 708 435 752 0 7106 12843 2023-24 3545 304 341 1011 158 172 736 460 798 0 7525 13557 2024-25 3772 323 351 1074 168 183 765 485 847 0 7968 14310 2025-26 4013 344 361 1142 178 194 795 513 899 0 8439 15110 2026-27 4270 366 372 1214 190 207 826 541 953 0 8939 15951 2027-28 4496 386 381 1277 199 217 847 566 1002 0 9371 16674 2028-29 4734 406 390 1344 210 229 869 592 1053 0 9827 17434 2029-30 4985 428 399 1413 221 241 892 619 1107 0 10305 18231 2030-31 5250 450 409 1487 232 253 915 648 1163 0 10807 19064 2031-32 5528 474 419 1564 244 266 939 678 1223 0 11335 19943 2032-33 5766 494 427 1635 255 278 947 703 1277 0 11782 20672 2033-34 6013 516 436 1708 267 291 956 729 1333 0 12249 21436 2034-35 6272 538 444 1785 279 304 964 756 1391 0 12733 22221 2035-36 6542 561 453 1865 291 317 973 784 1453 0 13239 23049 2036-37 6823 585 462 1949 304 332 982 813 1516 0 13766 23904 2037-38 7116 610 472 2037 318 347 990 843 1583 0 14316 24799 2038-39 7422 637 481 2129 332 362 999 874 1653 0 14889 25730 2039-40 7742 664 491 2224 347 379 1008 906 1726 0 15487 26701 2040-41 8074 692 500 2325 363 396 1017 940 1802 0 16109 27710 2041-42 8422 722 510 2429 379 413 1027 975 1881 0 16758 28762 2042-43 8784 753 521 2538 396 432 1036 1011 1964 0 17435 29859 2043-44 9161 786 531 2653 414 451 1045 1048 2050 0 18139 30995 2044-45 9555 819 542 2772 433 472 1055 1087 2140 0 18875 32186

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7.15 TOLL REVENUE ESTIMATES

The summary of toll revenue estimate for the most likely scenarios is presented in Table 7-24 below:

Table 7-24a: Annual Toll Revenue Estimation (Rs. in Crores) Scenario-1

Revenue from Toll Revenue from Toll Period Total plaza @ km TP-1 plaza @ km TP-2 Apr-19 Mar-20 37.70 40.4 78.07 Apr-20 Mar-21 42.59 45.1 87.65 Apr-21 Mar-22 47.49 50.6 98.08 Apr-22 Mar-23 52.96 55.9 108.90 Apr-23 Mar-24 59.14 62.2 121.31 Apr-24 Mar-25 65.23 69.0 134.22 Apr-25 Mar-26 72.61 76.6 149.23 Apr-26 Mar-27 80.55 84.8 165.33 Apr-27 Mar-28 88.92 93.1 182.00 Apr-28 Mar-29 97.89 102.2 200.09 Apr-29 Mar-30 107.92 112.8 220.74 Apr-30 Mar-31 118.54 123.6 242.15 Apr-31 Mar-32 130.74 135.7 266.43 Apr-32 Mar-33 142.53 148.3 290.87 Apr-33 Mar-34 155.31 161.3 316.58 Apr-34 Mar-35 169.72 176.3 346.00 Apr-35 Mar-36 186.22 192.5 378.74 Apr-36 Mar-37 203.47 210.5 413.94 Apr-37 Mar-38 223.53 230.3 453.78 Apr-38 Mar-39 243.66 251.4 495.02 Apr-39 Mar-40 267.20 274.2 541.43 Apr-40 Mar-41 293.09 299.5 592.56 Apr-41 Mar-42 321.14 328.6 649.77 Apr-42 Mar-43 351.54 358.1 709.64 Apr-43 Mar-44 385.66 392.8 778.45 Apr-44 Mar-45 423.16 429.79 852.95

Table 7-24b: Annual Toll Revenue Estimation (Rs. in Crores) Scenario-2

Revenue from Toll Revenue from Toll Period Total plaza @ km TP-1 plaza @ km TP-2 Apr-19 Mar-20 37.7 31.1 68.8 Apr-20 Mar-21 42.6 34.7 77.3 Apr-21 Mar-22 47.5 39.0 86.5 Apr-22 Mar-23 53.0 43.1 96.1 Apr-23 Mar-24 59.1 47.9 107.1 Apr-24 Mar-25 65.2 53.2 118.4

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Revenue from Toll Revenue from Toll Period Total plaza @ km TP-1 plaza @ km TP-2 Apr-25 Mar-26 72.6 59.1 131.7 Apr-26 Mar-27 80.6 65.4 145.9 Apr-27 Mar-28 88.9 71.8 160.8 Apr-28 Mar-29 97.9 78.9 176.7 Apr-29 Mar-30 107.9 87.2 195.1 Apr-30 Mar-31 118.5 95.5 214.0 Apr-31 Mar-32 130.7 104.8 235.5 Apr-32 Mar-33 142.5 114.7 257.2 Apr-33 Mar-34 155.3 124.6 279.9 Apr-34 Mar-35 169.7 136.4 306.1 Apr-35 Mar-36 186.2 149.0 335.2 Apr-36 Mar-37 203.5 163.0 366.4 Apr-37 Mar-38 223.5 178.3 401.9 Apr-38 Mar-39 243.7 194.7 438.4 Apr-39 Mar-40 267.2 212.4 479.6 Apr-40 Mar-41 293.1 232.1 525.2 Apr-41 Mar-42 321.1 254.8 576.0 Apr-42 Mar-43 351.5 277.7 629.2 Apr-43 Mar-44 385.7 304.6 690.3 Apr-44 Mar-45 423.16 333.50 756.66

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CHAPTER 8.0. PRELIMINARY ENVIRONMENTAL ASSESSMENT

8.1 PROJECT BACKGROUND

National Highways Authority of India (NHAI) is engaged in the development of National Highways and as part of this endeavour, the Authority has decided to upgrade existing Jodhpur ring road and propose a new alignment for left out section.

The National Highways Authority of India (NHAI) has appointed M/s. Feedback Infra Pvt. Ltd. for providing the required consultancy services for preparation of Feasibility Study for Section-I, Dangiywas to Keru and Keru to Nagaur road (NH-62) covering a length of 75 km and Section-II Nagaur Road to Dangiywas, surrounding the Jodhpur city in the State of Rajasthan.

The work order is received for the above said assignment on 19th October 2016 as an additional work to existing Contract Agreement of Bar-Bilara Jodhpur section of NH-25.

8.2 PROJECT ROAD

Section-I, Dangiywas to Keru and Keru to Nagaur road (NH-62) covering a length of 75 km and Section-II, 26 Km Nagaur Road to Dangiywas, surrounding the Jodhpur city in the State of Rajasthan. The existing section of ring road (also called as a BRO ring road) stretch starts at km 0.00 from NH-25 near Dangiywas and ends at km 46.300 connecting to NH-125. The entire stretch passes through Jodhpur district in the state of Rajasthan. Total length of this link is 46.300. The project stretch traverses through plain terrain and have mostly good geometry except few locations where curve improvement may be required.

8.3 PROJECT AREA

Project road is surrounding the Jodhpur city, connecting to various National Highways such as NH-25, NH-62, NH-125 and also various State Highways.

Figure 8-1: Project location map

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8.4 PROJECT PROPONENT

National Highway Authority of India (NHAI) is the project proponent.

8.5 NEED OF THE PROJECT AND BENEFITS ASSOCIATED • To provide easy access to commuters Dangiywas to Keru, Keru to Nagpur road and Nagpur road to Dangiywas. • To provide easy access to commuters from Jodhpur city to Ring road. • To cater the traffic growth on the road • Enhanced safety and level of service for the road users; • Superior operation and maintenance enabling enhanced operational efficiency of the Project Highway; • Minimal adverse impact on the local population and road users due to road construction; • Minimal adverse impact on environment; • Minimal additional acquisition of land; and • Phased development of the Project Highway for improving its financial viability consistent with the need to minimize frequent inconvenience to traffic that may be caused if additional works are undertaken within a period of seven years from the commencement of construction of the Project Highway.

8.6 SCOPE OF PRELIMINARY ENVIRONMENTAL IMPACT ASSESSMENT STUDY

Preliminary EIA study has been carried out to identify critical issues and areas that would be studied in detail for detailed EIA study. Further details will be taken up during subsequent stages of the project preparation, if required. This report has been prepared based mainly on field survey and collection of secondary data.

In this stage, existing environmental set-up of the study corridor in particular were studied and is described in subsequent sections. However, existence of sensitive receptors was also studied beyond the study area for assessment of noise and air impact. The entire study was carried out within existing policy, legal and administrative framework considering the applicable environmental legislation, regulations and guidelines. The preliminary EIA report covers the following:

• Project Description • Need & benefit of the project • Legal Framework • Baseline Environment • Probable Environmental Impact • Mitigation Measures

8.6.1 Methodology

Environmental study has been carried out to identify critical issues and areas that would be studied in detail for impact assessment, mitigation measures and management plan. Findings of the preliminary environmental assessment are presented in this report. Further details will be taken up during subsequent stages of the project preparation. This report has been prepared based on field survey and collection of secondary data mostly.

In the stage, existing environmental set-up of the study corridor in general i.e., the Corridor of Impact (CoI) and the existing Right of Way (RoW) in particular were studied and is described in subsequent

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8.6.2 Approaches to Study

Scoping and screening study has been defined variously in different guidelines. For the present study, the scope of work defined in the document prepared by Project Proponent has been considered. The major issues identified in the scope in brief are: • Baseline scenario; • Co-ordination of environmental study with the feasibility study; • Legal and policy framework; • Important environmental features along the road alignment; • Assessment of potential impacts; and • Mitigation measures

8.6.3 Steps in Study Process

Study process mainly consists of the following types of activities:

Study of Background information

Study of Project Documents: the project documents have been studied to have the understanding of the project objectives, its main components, its boundaries etc.

Study of Laws and regulations: Laws and regulations enacted by Government of India and Rajasthan state relevant to road construction and environment were studied.

Study of Guidelines, Standards etc.: Various documents and publications of the Ministry of Environment and Forest (MoEF) and Indian Road Congress were studied

8.6.4 Reconnaissance / Onsite Study

A team of environmental and social experts carried out reconnaissance survey of the project road. Important environmental components including protected areas, water bodies, forests, public utilities, community resources, cultural sites, high pollution zone, accident-prone areas etc. along the corridor of impact zone were studied. The important environment components are given in Table below. Discussions with local people and administrators were also conducted to obtain their opinion about the project.

Table 8-1: Important Environment Components

S. No. Environmental Attributes Environmental Components 1 Topography Terrain 2 Land use Agriculture, settlements, forest, industrial areas etc. 3 Water resources Rivers, canals and ponds in study area Designated Protected Areas like Biosphere Reserves, National Parks and Sanctuaries etc.) within 15 Km from the project road 4 Forests & Wild Life Presence of RF, PF other forests within study area flora and fauna 5 Road side Plantations Plantation in RoW 6 Settlements Towns and villages abutting the road corridor

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S. No. Environmental Attributes Environmental Components Details of affected structures 7 Sensitive Receptors Sensitive receptors such as educational and health facilities etc. 8 Drinking water sources Wells, hand pumps, community water points / taps etc. 10 Religious Structures Temples, shrines, mosque, church, gurudwara etc. 11 Cultural Properties Protected / unprotected archaeological monuments Common Property 12 Community areas; cremation / burial grounds etc. Resources Ambient Air Quality Ambient Noise Level ---14 Environment Conditions Ground and Surface Water Quality Soil Characteristics

8.6.5 Analysis of data and screening exercise

The data collected through the above steps were compiled to develop the environmental scenario of the project area and the sensitive components within that. The full road length and COI were put under screening to identify the hot spot zones. The identification of hot spots in project area would help in further detailed study and preparation of Environmental Impact Assessment report and Environmental Management Plan for the project at later phase.

8.6.6 Field Study / Monitoring / Laboratory Analysis for Generation of Primary Data

Field study / monitoring shall be carried out to generate and collect primary data in the study corridor

8.7 PROJECT DESCRIPTION

8.7.1 Existing Feature of Road

Alignment

The existing section of ring road (also called as a BRO ring road) stretch starts at km 0.00 @ junction with NH-25 near Dangiywas and ends at km 43.300 connecting to NH-125 at Barli. Ring Road also overlaps with NH-125 from km 16.700 to 19.700. Keru to Nagaur road is green field alignment. Entire stretch passes through Jodhpur district in the State of Rajasthan. Total length of this link is 75.160. The project stretch traverses through plain terrain and have mostly good geometry except few locations where curve improvement may be required.

Right of way

As per the information received from the NHAI, and subsequent discussions with PWD, NH and JDA, 60.0 of Right of Way is available for Section-I. For Section-II, minimum 60.0 ROW will be proposed.

Traffic

Summary of AADT are shown in table below.

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Table 8-2: Summary of AADT at count locations

Km Km Km Km Km Km Nitra 20.500_Jh 318.000_ 39.400_ 90.200_ 110.000_B Mode of Vehicle 23.540_Ker Village_ alamand_ Kudi_NH- Ring Bilaspur anar_NH- oo_NH-125 NH-62 Ring Road 62 Road _NH-25 25 Car / Jeep / 2162 5874 2676 2232 2255 3463 2000 Van (Private) Car / Jeep 110 514 199 414 218 429 324 (Taxi) Shared Jeep 110 303 115 21 41 160 288 Mini Bus 16 59 39 24 17 35 36 School. Bus 26 161 25 10 10 16 58 Govt. Bus 3 184 51 44 137 187 282 Pvt. Bus 37 401 172 259 328 280 298

Maxx/Pick- 660 916 638 695 447 1069 613 Up LCV (4 tyre) 171 245 79 71 89 269 159 LCV (6 tyre) 230 245 364 55 153 341 147 2 Axle 705 941 1200 323 622 946 559

Tollable vehicles 3 Axle 821 780 617 205 676 805 507 MAV (4 to 6 1156 682 780 135 920 888 490 Axles) MAV (> 6 0 0 0 0 0 0 0 Axles) Others 9 19 6 1 2 3 11 Total 6216 11324 6961 4489 5915 8891 5772 vehicles Total PCUs 13686 18986 14083 6722 12818 16800 11105 Non – Tollable Traffic (nos) 3 Wheeler 157 189 141 42 13 49 92 2 Wheeler 4674 4953 3499 2606 1330 3096 2531

Agriculture 31 33 16 12 28 20 23 Tractor Agri Tractor 173 108 145 87 26 63 91 with Trailer Cycle 40 81 27 1 5 12 67 Cycle 3 8 1 0 0 0 6

Non Tollable vehicles Rickshaw Animal 0 3 1 1 0 0 13 Drawn Cart

Toll Exempted 20 83 66 47 17 82 32 Car Toll Exempted 3 20 20 14 13 8 8 Bus Toll Exempted 3 3 9 6 1 3 10 Toll Exempted Vehicles Exempted Toll LCV

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Km Km Km Km Km Km Nitra 20.500_Jh 318.000_ 39.400_ 90.200_ 110.000_B Mode of Vehicle 23.540_Ker Village_ alamand_ Kudi_NH- Ring Bilaspur anar_NH- oo_NH-125 NH-62 Ring Road 62 Road _NH-25 25 Toll Exempted 86 5 240 15 0 5 18 Truck Total Non- Tollable 5190 5486 4165 2831 1433 3338 2891 (Nos.) Total Non- Tollable 3637 3438 3448 1904 897 2042 2050 Total (PCUs) Grand Total 11406 16810 11126 7320 7348 12229 8663 (Nos.) Grand Total 17323 22424 17531 8626 13715 18842 13155 (PCUs)

Source: Design Report

8.7.2 Proposed Features Of Road

Alignment Proposal

• The proposed length of the project road section is approx 75.160 Km • Three TCS Proposed details are given in table below • Lined drains cum footpath are proposed in all urban locations. • Bus Bays/Truck Lay Byes are proposed

TCS Details

Element Width in meters Total Width in meters Type I Typical Cross section 4 Lane Divided Carriageway for Rural Areas (Plain) - RoW 45-60m (Raised Median) Main Carriage way 2 x 7.00 14.00 Paved shoulder 2 x 1.50 3.00 Median 1 x 5.0 5.000 Earthen Shoulder 2 x 2.00 4.00 Unlined Drain 2 x 4.00 8.00 Utility, Tree Plantation and 11.00/26.00 11.00/26.00 Future Widening Total 45.00/60.00 Type II Typical Cross section 4 Lane Divided Carriageway for Rural Areas - RoW 60 m (Depressed Median) Main Carriage way 2 x 7.00 14.00 Granular shoulder 2 x 1.50 3.00 Median 1 x 5.00 7.00 Earthen Shoulder 2 x2.00 4.00 Unlined Drain 2 x 4.00 8.00 Utility, Tree Plantation and Future Widening 24.00

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Element Width in meters Total Width in meters Total 60.00 Type III Typical Cross section 4 Lane Divided Carriageway with Service road for Urban Areas - RoW 60.0 m Main Carriage way 2 x 7.00 14.00 Paved shoulder 2 x 1.5 3.00 Median 1 x 5 5.00 Earthen Shoulder 2 x 2.00 4.00 Service road 2 x 7.00 14.00 Shoulder for SR 2 x 1.5 3.00 Utility Corridor 2 X 2.00 4..00 Earthen Drain 2 X 6.50 13.00 Total 60.000

Pavement

Flexible pavement is proposed through-out the stretch except proposed truck lay-byes and toll plaza locations where rigid pavement is proposed.

Cross Drainage Structure

There are total 1 major bridge, 1 minor bridge, 50 slab culverts and 1 ROB on existing stretch of ring road. Major bridge Jojari river at km 18+500 is of RCC solid slab type superstructure having open foundation. The bridge is opened to traffic in the year July 2007.

There are total 47 culverts on the project road; the structural condition of most of the culverts is generally fair to poor. The culverts are mainly found in choked condition due to accumulation of waste and garbage. Poor maintenance has led to improper functioning of the culverts. Adequate maintenance of the culverts in many areas can result in proper functioning of the culverts. In some case reinforcement of is exposed.

Major Junctions

Details of major intersections are given in table below Sl. No Location Ex. Chainage Cross Road Type To Town Type of Junction 1 Dangiywas 0 NH-25 Beawar Y-type 2 9.950 MDR-144 Ratnada Y-type

3 16.400 SH-58 Sojat Road +-type

4 Alakdhara 18.400 SH-61 Pali and Marwar +-type 5 21.400 MDR-101 Jhalamand +-type

6 Pali Junction 22.800 NH 62 Pali +-type 7 26+700 ODR Sangariya +-type

8 Palgao 31+600 NH 25 Barmer +-type 9 Dolly Bhai Mandir 33+900 OR +-type

10 Gopal Bari 35+900 ODR Jodhpur T-type 11 43+300 NH-115 Jaisalmer T-type

Source: Chapter-2, Table 2-4.

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Carriage Way Details

Carriage way details is given in table below Existing Chainage (km) Width (m) Length Configuration Paved Earthen From To (km) Carriageway Shoulder Shoulder 0.000 0.100 0.100 4 lane 7+1+7 0.0 1-1.5 (both side) 0.100 31.600 31.500 2 lane 7.0 0.0 1-1.5 (both side) 31.600 43.400 11.800 2 lane 7.5 0.0 1-1.5 (both side 43.400 46.300 2.900 2 lane 7.0 1.50 1.00 (Both Side) Total 46.300 Source: Design report

Other Structures • No Flyover Proposed. The option also nearer to Banar railway station, and also crosses the Jodhpur to Merta city railway line, needing flyover with service roads.

Drains • Unlined drains in Rural Sections and Lined Drains in Urban Sections are proposed.

Land Acquisition

SIA & RAP shall furnish the land acquisition and property losses due to the proposed activity.

8.8 LEGISLATIVE FRAMEWORK

8.8.1 Environment Legislation - India

The Government of India has formulated various policy guidelines; acts and regulations aimed at protection and enhancement of environmental resources. The following table surmises the existing legislations pertaining to the project, the various clearances required for the project and the status as on date. The summary of environment laws and their applicability is given in Table below.

Table 8-3: Environment Laws and their Applicability

Applica Implementing / Sl. Law / Regulation / bility Reason for Relevance Responsible No. Guidelines (Yes / Application Agency No) Umbrella Act. The Environmental Protection and (Protection) Act. MoEF&CC, improvement of the All environmental 1986, and the State Dept. of environment. notifications, rules 1 Environmental Yes Environment & Establishes the and schedules are (Protection) Rules, Forest, CPCB standards for issued under the act 1987-2002 (various and SPCB emission of noise in amendments) the atmosphere. The EIA Notification, Identifies expansion Project Highway is MoEF&CC & 2 14th September of National No neither a new SEIAA 2006 & subsequent highways projects national highway nor

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Applica Implementing / Sl. Law / Regulation / bility Reason for Relevance Responsible No. Guidelines (Yes / Application Agency No) amendments greater than 100 a NH expansion Km involving project greater than additional ROW or 100km with land land acquisition acquisition of greater greater than 40m than 40m on existing on existing alignments and 60m alignments and on re-alignments or 60m on re- by-passes alignments or bypasses and All new state highway projects & SH expansion projects in hilly terrain (above 1000 MSL) and or ecological sensitive areas (item 7 (f) of schedule) as one of the projects requiring prior clearance. Prior Environmental Clearance to be taken Opening of New by Contractor if there Yes Borrow Area is any need for opening of new borrow area Prior Environmental Opening of new Clearance to be taken Quarry Area by Contractor if there (including Yes is any need for excavation of River opening of quarry bed) area “No agency, person or organization shall, within a radius of 300 Barsingsar Thermal Notification for use Kilometers of a Power Plant is of Fly ash, 3rd thermal power located within 220 3 November 2009 and plant undertake Yes km in the North MoEF&CC, SPCB its amendment on construction or direction from the 25th January 2016 approve design for project road near construction of Gharab. roads or flyover embankments with top soils; the

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Applica Implementing / Sl. Law / Regulation / bility Reason for Relevance Responsible No. Guidelines (Yes / Application Agency No) guidelines or specifications issued by the Indian Road Congress (IRC) as contained in IRC specification No. SP: 58 of 2001 as amended from time to time regarding use of fly ash shall be followed and any deviation from this direction can only be agreed to on technical reasons if the same is approved by Chief Engineer (Design) or Engineer-in-Chief of the concerned agency or organization or on production of a certificate of "fly ash not available” from the Thermal Power Plant(s) Central and State Pollution Control Board to establish / enforce water quality and effluent The Water Consent required for standards, monitor (Prevention and not polluting ground State Pollution 4 water quality, Yes Control of Pollution) and surface water Control Board prosecute Act, 1974 during construction offenders, and issue licenses for construction / operation of certain facilities. Empowers RSPCB to set and monitor Consent required for The Air (Prevention air quality establishing and State Pollution 5 and Control of Yes standards and to operation of batching Control Board Pollution) Act. 1981 prosecute plants and crushers offenders,

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Applica Implementing / Sl. Law / Regulation / bility Reason for Relevance Responsible No. Guidelines (Yes / Application Agency No) excluding vehicular air and noise emission. Noise Pollution Construction (Regulation And Standards for noise machineries and Control) Act, 1990, State Pollution 6 emission for various Yes vehicles to conform 2010 and its Control Board land uses to the standards for subsequent construction amendments. Conservation and definition of forest Forest areas. Diversion of Need for diversion of State Forest (Conservation) Act, 7 forest land follows Yes forest land is Department, 1980 its subsequent the process as laid envisaged MoEF&CC amendments. by the Forest conservation Act. Coastal Regulatory Protect and Project road is not MoEF, State Zone Notification, 8 manage coastal No following in the CRZ Department of 2011 its subsequent areas area. Environment amendments. Guda Vishnoiya a Wildlife Protection Protection of conservation reserve NBWL, SBWL & Act, 1972 its wildlife in 9 No is located more than Chief Wild Life subsequent sanctuaries and 10 km from the Warden amendments. National Park project road. Ancient Monuments To protect and No archaeological Archaeological and Archaeological conserve cultural monuments found Survey of India, 10 sites & Remains Act No and historical within the project State Dept. of 1958 its subsequent remains found. vicinity Archaeology amendments. Empowers State Transport Authority to enforce standards for All vehicles used for The Motor Vehicle vehicular pollution. construction will State Motor Act. 1988 its 11 From August 1997 Yes need to comply with Vehicles subsequent the "Pollution the provisions of this Department amendments. Under Control act. Certificate is issued to reduce vehicular emissions Sets out the Use of blasting The Explosives Act (& regulations as to materials if required Rules) 1884 (1983) regards the use of for new quarrying Chief Controller 12 Yes its subsequent explosives and operation and storing of Explosives amendments. precautionary of Diesel / Petrol in measures while the camp site, to be

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Applica Implementing / Sl. Law / Regulation / bility Reason for Relevance Responsible No. Guidelines (Yes / Application Agency No) blasting & obtained by the quarrying contractor / Concessionaire Protection to the Hazardous materials general public from Public Liability And like Bitumen shall be State Pollution 13 accidents due to Yes Insurance Act,1991 used for road Control Board hazardous construction materials Hazardous and Other Wastes Protection to the Hazardous wastes (Management, & general public shall be generated Transboundary against improper due to activities like State Pollution 14 Yes Movement) Rules, handling and of maintenance and Control Board 2016 and its disposal of repair work on subsequent hazardous wastes vehicles amendments’ Construction waste shall be generated Construction and due to the Demolition Waste Safe disposal of demolition of existing Management Rules, construction waste State pollution 15 Yes structures and 2016 and Solid and municipal solid Control Board municipal waste shall Waste Management waste be generated from Rules 2016 the construction worker camp Chemical Accidents Handling of Protection against (Emergency hazardous District & Local chemical accident Planning, (flammable, toxic and Crisis Group 16 while handling any Yes Preparedness and explosive) chemicals headed by the hazardous Response) Rules, during road DM and SDM chemicals resulting 1996 construction Mines & Minerals Permission of No mining of sand or (Regulation & Mining of aggregates. These State 17 Development) Act, aggregates and No materials shall be Department of 1957 as amended in sand from river bed procured from Mining 1972 & aggregates approved agencies The Building & Other Construction Workers (Regulation Employing Labour / Employment of District labour 18 of Employment & Yes workers labours Commissioner Conditions of Service) BOCW Act, 1996

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8.9 BASELINE ENVIRONMENT SCENARIO

8.9.1 Jodhpur District

Jodhpur District is bounded by Nagaur in the east, Jaisalmer in the west, Bikaner in the north and Barmer and Pali in the South. The total length of the district from north to south is about 197 Kms and from east to west it is about 208 Kms. The district of Jodhpur lies at a height of 250-300 metres above sea level. This district comes under the arid zone of the Rajasthan state. It covers 11.60 percent of the total area of arid zone of the state. Some of the area of the great Thar Desert in India also comes within the district. General slope of the terrain is towards west. Being a popular tourist destination, there are plenty of tourist attractions in Jodhpur. The district is known for its scenic beauty and rich cultural heritage and tradition

8.9.2 Study Area

Details of affected structure and trees were collected for Corridor of Impact. Details of sensitive receptors, those are located beyond COI were also collected as the noise and air pollution may take place beyond direct area of impact.

8.9.3 Data Collection

Efforts have been made to collect the latest information both at regional as well as local level especially along the project roads alignment.

8.9.4 Secondary Data

Data collection from the secondary sources has been done from various authentic and published sources. Following are some important information available from secondary sources. • Project objectives, technical information on existing road features from Contract Document • Climatic condition & long-term meteorological data from Indian Meteorological Department and government websites • Geology, seismicity, soil and topography from government websites & district groundwater brochure of CGWB • Land Use from Google Earth, Bhuvan site and observation during surveys • Topo-sheet, Google Earth & field observation • Published literatures for Baseline Profile

8.9.5 Primary Data

Field study shall be carried out to generate and collect primary data in the study corridor, which involves: • Inventory of road features like drinking water source, water bodies, community structures, environmentally sensitive locations areas, congested locations etc. from physical surveys • Enumeration of roadside trees • Environmental Baseline

8.9.6 Physical Environment

Climate and Meteorology

The distribution of climatic regions of Rajasthan on the basis of rainfall and temperature variations is divided into the following 5 categories: • Arid Region:

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• Semi-arid Region • Sub-humid Region • Humid Region • Very Humid Region

The project area lies in semi-arid region of the state. The region is characterized by low and highly variable rainfall.

Long term Meteorological Scenario

Temperature Rainfall Month Period Avg. Max Avg. Min Avg. °C °C mm January 1901-2000 25.0 9.6 10.2 February 1901-2000 27.8 11.8 4.8 March 1901-2000 33.4 17.2 3.9 April 1901-2000 38.4 22.7 5.1 May 1901-2000 41.4 26.8 66.1 June 1901-2000 40.1 28.2 35.1 July 1901-2000 36.0 26.8 120.8 August 1901-2000 33.7 25.3 128.9 September 1901-2000 35.0 24.1 57.6 October 1901-2000 36.0 19.9 8.1 November 1901-2000 31.5 14.5 2.6 December 1901-2000 26.8 10.8 1.6 Source: Indian meteorological Department

Land

Terrain

The terrain on the projects stretch is plain and sand dune. . Land Use

The land use pattern along the project road is of mostly barren. The built-up area is growing rapidly along this stretch.

Physiography

Rajasthan has varying topographic features though a major part of the state is dominated by parched and dry region. The extensive topography includes rocky terrain, rolling sand dunes, wetlands, barren tracts or land filled with thorny scrubs, river-drained plains, plateaus, ravines and wooded regions. In a more broad way the topography of Rajasthan can be divided in the following regions- the Aravalli or the Hilly regions, the Thar and the other arid regions, the Plateaus including Vindhaya and the Malwa, the Fertile plains including the Mewar, the Forest Regions and the Waterbodies including Rivers and Salt Lakes. The Project road falls in Arid Region. The general physiography along the project road are Sand Dunes, Alluvial plains, Ridges and Hillocks.

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List of Ancient Monuments of Jodhpur district

Monuments Name Location Jodhpur Fort Jodhpur Hari-Har Temple-1 Jodhpur Hari-Har Temple-2 Jodhpur Hari-Har Temple-3 Jodhpur Hari-Har Temple-4 Jodhpur Hari-Har Temple-5 Jodhpur Sun Temple (Temple no.7) Jodhpur Shiv Temple (Temple no.8) Jodhpur Piplad Mata Temple (Temple no.9) Jodhpur Vishnu Temple Jodhpur Jain Temple Jodhpur Sachiya Mata Temple Jodhpur Baoli (Step well known as Jalra or Jhalra) Jodhpur Heroes Hall "Veero Ki Dalan" Jodhpur Cenotaph of Rao Mal Deva Jodhpur Cenotaph of Motaraja Udai Singh Jodhpur Cenotaph of Sawai Raja Sur Singh Jodhpur Cenotaph of Raja Gaj Singh Jodhpur Cenotaph of Maharaja Jaswant Singh-I Jodhpur Cenotaph of Maharaj Ajeet Singh Jodhpur Cenotaphes at Panch Kunda Jodhpur Kakku Deval and Kirti Stambha Jodhpur Sculputre of Tokeshwara Maharaja Jodhpur Ravana ki Chanwari Jodhpur

Seismicity

The north-western part of India in Rajasthan State where the project road lies comes under the stable seismic zone. The entire stretch of the project highway traverses through sub category seismic zone II of seismic zoning classification system as defined by the Seismic Zoning Committee1. Zone - II is most stable and Zone - V is considered to be least stable. In the revision of the seismic zones in year 2000, the seismic Zone - I has been merged in Zone - II by BIS. The project corridor thus is in a zone of stability. The 1984 BIS Zoning map had placed it in Zone I and II. It must be noted that BIS estimates the hazard, based in part, on previous known earthquakes.

1 IS 1893(Part 1):2002 ‘Criteria for Earthquake Resistant Design of Structures: Part 1 General provisions and Buildings’

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Figure 8-2: Seismic zone map

Source: Source: National Atlas Thematic Mapping Organisation, Govt. of India & DM & Relief Department, Govt. Of Rajasthan

Geology

The geological set-up of the district Jodhpur is represented by various igneous, metamorphic and sedimentary rocks. Delhi Super Group litho units are very limited and in the form of isolated pockets. Erinpura granites and Malani igneous rocks cover large area in the southern part of the district. Marwar Super Group of rocks occupies maximum geographical area of the district lying in the central, western, and eastern parts of the district. The rock units of various formations belonging to Cenozoic epoch/era represented in very small area and lies in the north-western parts of the district. In the entire district, the hard rocks are overlain by thin blanket of alluvium and windblown sand.

Soil

Major Soil Types of Jodhpur District are Red desertic soils, Desert soils, Sand dunes, Lithosol & regosols of hills, Saline soils and Sierozem & in Barmer are Desert soil, Sand dunes, Red desertic soil, Saline soil

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Air Quality

Monitoring of air quality shall establish the exact scenario and will also help to assess the potential impact of the project on them. To establish the baseline air quality scenario representative ambient air quality-monitoring stations shall be selected within the study corridor. Sampling and analysis of air samples shall be conducted by taking 24 hourly samples at each location as per guidelines of CPCB and the requirements of MoEF. The air quality in the project area is less polluted. The AAQ of the project area is given in below Table. From the table it is evident that concentrations of all pollutants are well within the prescribed limits of the National Ambient Air Quality Standards. The maximum concentration of PM10 is 78.97 µg/m3 at Guda Bishnoiyan, while the minimum concentration is 71.86µg/m3 at Kanana. For PM2.5 the maximum readings was found 47.28 µg/m3 at Guda Bishnoiyan, while the lowest value of PM2.5 was recorded to be 40.29 µg/m3 at Samadari. Source of these data is EIA study of SH-68

Noise

To understand the prevailing condition noise level along road side shall be monitored by using suitable Noise Level Meter and shall be compared as per CPCB standard. However, this noise is expected to reduce due to improvement of the road.

There are few noise sensitive features have been spotted along the project road section. noise monitoring has been carried out once during the entire study period (over a period of twenty-four hours to obtain Leq values at uniform time intervals of 1 hour. For each location, day and night time Leq values have then been computed from the hourly Leq values such that comparison could be made with the national ambient noise standards. Day & night time Leq has been computed from the hourly Leq values as per standards.

Water Environment

Ground water occurs under unconfined to semi-confined conditions in rocks of Delhi Super Group, Jodhpur sandstone, Bilara limestone, Nagaur sandstone, Lathi sandstone and unconsolidated sediments (valley fills and alluvium). These form the chief source of ground water in the district. Confined condition is also met sometimes at deeper levels in the northwestern part of the district. Hydrogeological map of the district is presented in figure below

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Source: CGWB Jodhpur

 Surface water/Ground Water Scenario

Surface Water Luni River runs parallel to the road in southern side starting from Luni Village to end of the project road section. The distance varies from 0-500 m. Luni is a seasonal river. It originates in the Pushkar valley of the Aravalli Range, near Ajmer and ends in Rann of Kutch in Gujarat. It receives much of the drainage of the southwest slopes of the Aravalli Range. With a course of some 495 km, the Luni is the only major river of Rajasthan, and it serves as an essential source of irrigation waters. Few ponds are located along the project corridor. Many of these water bodies play very crucial role to the local biodiversity and community. One representative surface water sample was collected and analysed

Ground Water The project area falls in such an area where Water Level remains 10-40 M bgl in pre monsoon & 10-40 M bgl in Post monsoon season. That means the project area lies in a Ground Water Scarce region. During public consultation the same thing was also understood. 5 ground water/Drinking Water samples were collected to assess the ground water quality along the project corridor.

As per CGWB Report, during Pre-monsoon 2014, it is observed that only 1% area in Rajasthan water level remains in the range of 0-2 m bgl, 9% have shown water level in the range of 2-5 m bgl. About 25% have shown water level in the range of 5-10 m bgl, 27% of the locations have shown water level in the range of 10-20 m bgl. Deeper water level in the range of 20-40 m bgl is observed at 18% of the locations analysed and water level more than 40 m bgl is observed at 20% of the study locations. Thus more than 65% of the wells show depth to water level in the range of 10 to more than 40 m bgl.

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During November 2014, it is observed that only 9% locations in Rajasthan have shown water level in the range of 0-2 m bgl, 18% of the locations have shown water level in the range of 2-5 m bgl. About 21% have shown water level in the range of 5-10 m bgl, 18% of the locations have shown water level in the range of 10-20 m bgl. Deeper water level in the range of 20-40 m bgl is observed at 17% of the study location analyzed and water level more than 40 m bgl is observed at 18% of the locations. Thus 53% of the wells show depth to water level in the range of 10 to more than 40 m bgl.

Figures depicting Groundwater Level in Pre & Post Monsoon season has been presented below.

Source: Source: CGWB Jodhpur district booklet

 Surface Water Scenario

Luni River runs parallel to the road in southern side starting from Luni Village to end of the project road

Figure 8-3: Ground Water Scenario in Project State section. The distance varies from 0-500 m. Luni is a seasonal river. It originates in the Pushkar valley of the Aravalli Range, near Ajmer and ends in Rann of Kutch in Gujarat. It receives much of the drainage of the southwest slopes of the Aravalli Range. With a course of some 495 km, the Luni is the only major river of Rajasthan, and it serves as an essential source of irrigation waters.

Table 8-4: Details of Water Sources along the Project road

Sr. No Description Chainage Distance From Road Center Side 1 Water Tank 0.070 15.54 RHS 2 Water Tank 0.309 26.27 LHS 3 Water Tank 0.358 26.09 LHS 4 Water Tank 0.964 27.88 LHS 5 Water Tank 1.191 47.05 RHS 6 Water Tank 7.197 25.95 LHS 7 Water Tank 8.286 35.55 RHS 8 Water Tank 8.563 32.37 LHS 9 Water Tank 8.597 20.61 LHS 10 Water Tank 10.246 26.5 LHS 11 Water Tank 10.253 27.16 LHS 12 Water Tank 10.445 23.78 RHS 13 Water Tank 10.506 25.49 RHS

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Sr. No Description Chainage Distance From Road Center Side 14 Water Tank 11.086 33.13 LHS 15 Water Tank 11.087 28.84 RHS 16 Water Tank 11.100 23.53 LHS 17 Water Tank 15.609 30.41 LHS 18 Water Tank 16.751 30.57 LHS 19 Water Tank 18.856 30.87 RHS 20 Water Tank 18.898 27.25 RHS 21 Water Tank 19.030 35.46 LHS 22 Water Tank 20.433 29.34 RHS 23 Water Tank 21.354 31.26 LHS 24 Water Tank 22.989 15.44 RHS 25 Water Tank 29.974 36.56 RHS 26 Water Tank 30.007 21.48 RHS 27 Water Tank 32.723 13.67 RHS 28 Water Tank 32.970 15.33 RHS 29 Water Tank 40.848 26.21 RHS 30 Water Tank 43.245 39.26 RHS

Distance From Sr. No Description Chainage Side Road Center 1 Bore Well 13.333 52.4 RHS 2 Bore Well 33.484 17.88 RHS 3 Bore Well 33.669 10.53 LHS 4 Bore Well 38.580 17.94 LHS 5 Well 39.517 17.13 LHS 6 Hand Pump 39.263 12.85 RHS Source: Design report

8.9.7 Biological Environment

Protected Areas

Guda Bhisnoiya a Conservation reserve (Protected Under Wildlife Protection Act, 1972) is located within 10Km radius of project site

Forest

According to India State of Forest Report, 2011, the recorded forest area of Rajasthan State is 32639 km2 which constitute 9.54% of its total geographical area. The Reserve Forest, Protected Forest and Un- classed Forests constitute 38.16%, 53.36% and 8.48% respectively of the total state forest area.

However, the forest cover of the state is 16,087 Km2 which is just 4.70 % of the state’s total geographical area. The comparative Forest Cover details of the project Districts and Project State has been presented in table below. It is observed that the percentage of forest cover out of total geographical area in both of the project district is quite less than the state’s overall percentage. Comparative details between the Project District & State forest Cover have been presented in below table. Whereas below figure presents the Forest Cover Map of Project State.

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Table 8-5: Forest Cover in the Project District & Project State

Area in Km2 % of District/State Geographic Very Dense Moderately Open Geographical Total al Area Forest Dense Forest Forest Area Jodhpur 22850 0 3 90 93 0.41 Rajasthan 342239 72 4448 11567 16087 4.70 Source: India State of Forest Report, 2011(FSI)

Figure 8-4: Forest cover map of Rajasthan state

The details of forest area along the project stretch shall be elaborated in detailed EIA Report

Flora & Fauna

The project road section lies in the jurisdiction of Jodhpur and Barmer Districts which are characterized by arid zone. Such an extreme climatic condition is a challenge to any kind of life forms. As per the details obtained from Jodhpur Forest Division, among floral community about 61 species of Trees, 57 species of Shrubs and herbs, 17 Species of Climbers and 42 varieties of grasses and among fauna about 25 Species of Birds and 11 species of Mammals are recorded. Whereas in Barmer Division 57 species of Trees, 55 species of Shrubs and herbs, 16 Species of Climbers and 41 varieties of grasses are recorded. Among faunal community 23 Species of Birds and 16 species of Mammals and Reptiles are recorded. These include endangered and Schedule I (as per Wildlife Act, 1972) species like Eurasian Spoon Bill, Monitor Lizards (Varanus griseus), Black Buck & Chingkara. Demoiselle Crane also found in the project area in September –October month. The detailed check list obtained from Jodhpur & Barmer Forest Department has been attached as Annexure 4.2 (Source: Work Plan 2013-14 to 2022-23).

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Floral Components along Project Road Section

S. No. Local/Common Name Scientific Name Family 1 Neem Azadirachta indica Meliaceae 2 Khejri Prosopis cineraria Fabaceae 3 Exotic Babul/Kikar Prosopis Juliflora Fabaceae 4 Indian Babul Acacia nilotica Fabaceae 5 Israeli babul Acacia tortilis Fabaceae 6 Banyan Ficus benghalensis Moraceae 7 Jatropha Jatropha curcas Euphorbiaceae 8 Ker/Berry of Rajasthan Capparis decidua Capparaceae 9 Jar/ Pillu ke per Salvadora persica Salvadoraceae 10 Peepal Ficus religiosa Moraceae 11 Eucalyptus Eucalyptus sp Myrtaceae

Birds along the project road

Schedule S. IUCN Local/Common Name Scientific Name Family (WL Act, No. Status 1972) Dicrurus 1 Black Drongo Dicruridae LC IV macrocercus Saxicoloides 2 Black Robin/Indian Robin Muscicapidae LC IV fulicatus Himantopus 3 Black-winged stilt Recurvirostridae LC IV himantopus Merops 4 Blue-tailed bee-eater Meropidae LC - philippinus Brahminy starling/brahminy Sturnia 5 Sturnidae LC IV Mayna pagodarum 6 Cattle Egret Bubulcus ibis Ardeidae LC IV Sarkidiornis 7 Combed Duck Anatidae LC IV melanotos Acridotheres 8 Common myna Sturnidae LC IV tristis 9 Common Crow Corvus splendens Corvidae LC V Anthropoides 10 Demoiselle crane Gruidae LC IV virgo grey francolin/ grey Francolinus 11 Phasianidae LC IV partridge/Titar pondicerianus Coracias 12 Indian Roller Coraciidae LC IV benghalensis 13 Jungle Babbler Turdoides striata Leiothrichidae LC IV 14 Common Raven Corvus corax Corvidae LC - Eudynamys 15 Koel Cuculidae LC IV scolopaceus 16 Oriental Robin Copsychus saularis Muscicapidae LC IV 17 Rose ringed Parakeet Psittacula krameri Psittaculidae LC IV 18 Pea Fowl Pavo cristatus Phasianidae LC IV 19 Pied myna / Asian Pied Gracupica contra Sturnidae LC IV

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Schedule S. IUCN Local/Common Name Scientific Name Family (WL Act, No. Status 1972) Starling 20 Rock Pigeon Columba livia Columbidae LC - 21 Purple Sunbird Cinnyris asiaticus Nectariniidae LC IV 22 Red Vented Bulbul Pycnonotus cafer Pycnonotidae LC IV 23 Red-wattled lapwing Vanellus indicus Charadriidae LC IV 24 Small Green Bee Eater Merops orientalis Meropidae LC - 25 Sparrow Passer domesticus Passeridae LC - Platalea 26 Eurasian Spoon Bill Threskiornithidae LC I leucorodia Spilopelia 27 Spotted dove Columbidae LC IV chinensis 28 Shikara Accipiter badius Accipitridae LC -

Mammals along the project road

Schedule S. Local/Common IUCN Scientific Name Order Family (WL Act, No. Name Status 1972) Boselaphus 1 Blue Bull/ Neel Gai Artiodactyla Bovidae LC III tragocamelus 2 Black Buck Antilope cervicapra Artiodactyla Bovidae NT I Indian gazelle/ 3 Gazella bennetti Artiodactyla Bovidae LC I Chinkara 4 Jackal Canis aureus Carnivora Canidae LC II Funambulus 5 Squirrel Rodentia Sciuridae LC IV palmarum

The detailed list of flora and fauna will be given in EIA Report.

Social and Cultural Feature

Settlements Along The Project Road Section

Proposed road is a ring road of Jodhpur city all the settlements come along the project road is mostly belongs to Jodhpur city. Major junction of the proposed road is Dangiyawas, Alkadhara, Pali Junction, Palgao and Gopal Bari.

Census

The project highway passes through the district of Jodhpur & Barmer in Rajasthan. As per the 2011 census, Rajasthan has a total population of 68,548,437 and the total male and female population in the state is 35,550,997 and 32,997,440 respectively. The population density per sq km is 200. The total number of literates of the state is 38,275,282 while the sex ratio is 928. The demographic profile of Project Districts and Project State is presented in table below.

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Table 8-6: Census Details

Total Population Population No of Literate Population State / Sex density District Persons Males Females Ratio Persons Males Females (/Km2) Jodhpur 3,687,165 1,923,928 1,763,237 916 161 2,031,532 1,265,753 765,779 14,586,8 Rajasthan 68,548,437 35,550,997 32,997,440 928 200 38,275,282 23,688,412 70 Source: Census of India 2011

Public facilities/Archaeological Resources

No archaeological site is located in the project area though few archaeological sites are present in the project districts. Number of public facilities is observed along the project road section. The details are presented below.

Table 8-7: List of public facilities along the Project Stretch

Sr. No. Public Facilities (Nos.) 1 Hotels 14 2 Petrol Pump 7 3 High Court 1 4 Schools 4 Source: Primary Study

Table 8-8: List of Temples along the Project Road

Distance From Sl. No Description Chainage Side Road Center 1 Temple 5.855 36.56 RHS 2 Temple 13.328 55.82 RHS 3 Temple 16.943 31.77 LHS 4 Temple 31.049 25.09 LHS 5 Temple 32.786 9.37 LHS 6 Temple 36.043 28.26 RHS 7 Temple 36.234 26.28 RHS 8 Temple 36.966 25.34 LHS 9 Temple 37.635 16.31 LHS Source: Design report

Distance From Sr. No Description Chainage Side Road Center 1 Samadhi 5.607 26.75 LHS 2 Samadhi 21.235 25.37 RHS 3 Samadhi 32.781 9.60 LHS Source: Design report

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8.10 STAKEHOLDER CONSULTATION

 Process and Methodology

As a part of the project preparation and to ensure that the community support is obtained and the project supports the felt needs of the people; stakeholder consultations are carried out as an integral component. Individual interviews, field level observations, community consultations & meetings are used to collect stakeholders input on the project. Meetings with community are conducted in both ways i.e. formal as well as informal.

 Areas / Issues that are of Concern to the Stakeholders • Compensation for loss of properties at market rate • Land & Resettlement issues • Drainage system & drinking water facilities issues • Provision of new bus shelters in lieu of demolished shelters • Provision of public toilet facility • Employment to local people during construction work • Provision of footpath in settlement area • Felling of trees • Pollution due to vehicular emission and generation of dust & noise

8.11 POTENTIAL ENVIRONMENTAL IMPACTS

The environmental components are mainly impacted during the construction and operational stages of the project and have to be mitigated for and incorporated in the engineering design. Environmental mitigation measures represent the project’s endeavour to reduce its environmental footprint to the minimum possible. These are conscious efforts from the project to reduce undesirable environmental impacts of the proposed activities and offset these to the degree practicable. Enhancement measures are project’s efforts to gain acceptability in its area of influence. They reflect the pro-active approach of the project towards environmental management.

 Impacts on Climate

Slight change in the micro-climate of the area is expected due to Heat Island Effect as unpaved area will be converted into the paved road. However, Impact on the climate conditions from the proposed project will not be significant in long run as deforestation and / or removal of vegetation will be compensated by compensatory plantation to the tune of double the area denuded.  Impact on Air Quality

There will be rise in PM levels during the construction activities, which shall again be within prescribed limit after the construction activities are over.

 Impact on Noise Levels

The area is likely to experience an increment in noise level due to increase in vehicle movement.

 Impact on Water Resources and Quality

The construction and operation of the proposed project road will not have major impacts on the surface water and the ground water quality in the area. Physical loss of 8 water bodies has been envisaged at this stage.

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Contamination to water bodies may result due to spilling of construction materials, oil, grease, fuel and paint in the equipment yards and asphalt plants. This will be more prominent in case of locations where the project road crosses rivers, nallahs, etc. Mitigation measures have been planned to avoid contamination of these water bodies.

 Impact on Ecological Resources

Trees are likely to be affected due to the proposed development leading temporally loss of micro ecosystem. However, on the long run the impacts will be compensated in terms of compensatory afforestation and avenue plantation.

Someswara wildlife sanctuary is also located in the project area. The impact on the protected site to be envisaged thoroughly

 Impact on Land

During the construction of the proposed project, the topography will change due to cuts & fills for project road and construction of project related structures etc. Provision of construction yard for material handling will also alter the existing topography. The change in topography will also be due to the probable induced developments of the project. Land acquisition is proposed.

8.12 MITIGATION AND ENHANCEMENT MEASURES

Mitigation and enhancement measures have been planned for identified adverse environmental impacts. The project impacts and management plan suggested thereof are summarized in table below:

Table 8-9: Impact & Mitigation

Particulars Stages Potential Impacts Mitigation Measures Physiographic Environment Proper planning to keep the land reformation up to bare minimum No new quarry for the project Slight changes are If quarry is required then obtain expected due to proposed Preconstruction & Prior Environmental Clearance Topography project Construction from SEIAA (if applicable) and Impacts are marginal, but Quarry Development Plan need permanent. to be enforced Blasting to be done as per requirement and with proper safe guards is envisaged If new sand quarry is opened required then obtain Prior Impacts are moderate Preconstruction & Environmental Clearance from Geology because of extraction of Construction SEIAA (if applicable) and sand Quarry Development Plan needed Climate Temperature / Preconstruction & Tree felling will have an Compensatory afforestation of Rainfall / Construction impact of micro-climate of the trees to be cut as per Forest

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Particulars Stages Potential Impacts Mitigation Measures Humidity the area Dept. guidelines Heat island effect due to With the proposed avenue increase in paved roads plantation scheme, the micro Low spatially restricted climate of the project corridor short-term impact will be smoothening Land Design, Compensatory afforestation Loss of Forest Preconstruction & Diversion of forest Payment of NPV Construction Civil authorities to plan and Induced Preconstruction & Insignificant change in the guide any induced development Development Construction land use pattern using the prevailing regulatory framework Soil Embankment protection Preconstruction, In Road slopes and spoils through pitching & turfing Soil Erosion Construction & Erosion in excavated areas Regular water sprinkling in Operation excavated areas Hazardous and Other Wastes (Management & Transboundary Scarified bitumen wastes Movement) Rules, 2016 Oil and diesel spills Oil Interceptor will be provided Emulsion sprayer and Preconstruction, in storage areas for accidental Contamination laying of hot mix Construction & spill of oil and diesel of Soil Production of hot mix and Operation Rejected material to be laid as rejected materials directed by monitoring Residential facilities for consultant. the labour and officers Septic tank to be constructed for waste disposal. Water Wise design; compensatory digging Provision of Storage / harvesting structure of water, wherever feasible Physical Impact/Patial loss Oil Interceptor, sedimentation of Water Bodies chambers, oils and grease Depletion of ground water separators and Septic tank in recharge Design, construction camp to be Contamination from fuel Impact on Preconstruction, provided. and lubricants & waste Water Resource Construction & Enforcement of Hazardous and disposal in camp area Operation Other Wastes (Management & Contamination of surface Transboundary Movement) water system due to run- Rules, 2016 off from road construction Both side drain facility to area suitably divert the run-off from roads Existing cross drainage structures have been planned to maintain for proper cross

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Particulars Stages Potential Impacts Mitigation Measures drainage. Air Regular Sprinkling of Water Fine materials to be completely covered, during transport and stocking. Shifting of utilities, Hot mix plant to be installed in Preconstruction& removal of trees & Dust generation down wind direction with at Construction vegetation, transportation least 500m distance from of material nearby settlement. Regular monitoring of particulate matter in Ambient Air Air pollution Norms will be enforced. Operation of Hot mix Only PUC certified vehicles and Preconstruction, Gaseous plant and vehicle machineries shall be deployed Construction & pollutants operation for material Labourers will be provided with Operation transportation mask. Regular gaseous pollution monitoring in ambient air Paving of shoulders Ambient air Generation of Dust Operation Compliance with statuary quality Air pollution from traffic regulatory requirements Noise Man, material and machinery movements No Horn Zone sign, Speed Pre- Establishment of labour Barriers near sensitive receptors Construction Pre-Construction camps, onsite offices, Camps will be setup more than Activity stock yards and 500m away from settlements. construction plants Camp will be setup more than Operation of high noise 500m away from the equipment like hot mix settlements, in down wind Construction plant, diesel generators Construction direction. Activity etc. Noise pollution regulation to be Community residing near monitored and enforced. to the work zones. Provision of Noise barriers etc. Indiscriminate blowing of Restriction on use of horns Operation Stage Operation horn near sensitive area No Horn Zone sign. Ecology Felling of only unavoidable trees Compensatory Afforestation as per Forest Dept. guidelines Preconstruction, Loss of vegetation cover Plantation of trees along the Flora Construction Felling of trees project road, median and in areas realigned and maintaining the same for a minimum of three years Fauna Preconstruction, Loss of insect, avian and Compensatory Afforestation

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Particulars Stages Potential Impacts Mitigation Measures Construction & small mammalian species Speed breaker and limit in Operation due to felling of trees sensitive areas Accidental run over Wise selection of alignment Social Design, Loss of livelihood Rehabilitation Action Plan Socio Preconstruction & Loss of CPRs, Religious Relocation of CPRs, Religious Environment Construction Structures Structures to suitable place Public Health and Road Safety Continued consultation with PAPs and the competent authority for speedier settlements of appropriate compensation package and Psychological impacts on resettlement. project affected people Ensuring sanitary measures at Migration of worker may construction camp to prevent lead to sanitation problem water borne disease and vector Preconstruction, Health and creating congenial borne disease. Construction & safety condition for disease Provision for appropriate Operation vectors personal protective equipment Discomfort arising of air like earplugs, gloves gumboot, and noise pollution and mask to the work force. Hazards of accident Safe traffic management at construction area. Drive slow sign and speed barriers near community facilities like school, hospital, etc.

8.13 INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL MANAGEMENT PLAN

The responsibility of implementing the mitigation measures lies with Environment Team duly appointed by the Contractor & Concessionaire. The overall supervision of Environmental monitoring works during construction and operation stage shall be carried out by client, with the help of the Supervision / Independent / Authority Engineer.

To mitigate the potential negative impacts of proposed development and measurement the performance of mitigation measures, an Environmental Monitoring and Management Plan is being developed. The Concessionaire shall finalise the EMP & EMOP and obtain the approval of the same from the Supervision / Independent / Authority Engineer.

8.14 ENVIRONMENTAL BUDGET

An indicative Environmental Budget is presented in the below table. Howevr, more precise budget by covering various environmental management measures shall be worked out and furnished in detailed EIA Report.

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Table 8-10: Environmental Budget

Total cost (INR) Item Quan Unit cost Component Description Unit Cost in No. tity (INR) Detail Cost Crores 1 MITIGATION / ENHANCEMENT COST 1.1 Pre-construction Stage Land 1.1.1 Covered in RAP Budget 0.00 0.000 acquisition Relocation and construction of affected hand pumps, water Covered in Utility Shifting 1.1.2 Water storage tanks, open 0.00 0.000 Budget wells, water taps, OHT etc. as per directions of the Engineer. 1.2 Construction Stage Compensatory Re- plantation to offset the loss of trees due to widening of the project corridor in accordance to the relevant forest laws (Minimum of 2 trees planted for 1.2.1 No. 0 2,000.00 - 0.000 every tree cut) including Plantation and maintenance at locations & as per directions of the forest department Horticulture or administrative department Planting of flowering, shade, medicinal, ornamental & fruit bearing trees in 1.2.2 No. 0 1,500.00 - 0.000 suitable area @ 400 numbers per Km. (single row of 200 on each side) in rural areas Circular tree guard & /other for 1.2.3 No. 0 500.00 - 0.000 protection of plantation

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Total cost (INR) Item Quan Unit cost Component Description Unit Cost in No. tity (INR) Detail Cost Crores Landscaping and aesthetics of junctions and at other locations as per design, drawings and 1.2.4 LS - 5,00,000.00 5,00,000.00 0.050 direction of the Environmental Engineer / Environmental Specialist of the Engineer Slope / Turfing of sq. m. (Covered in 1.2.5 Embankment embankment with 0.00 0.000 Engineering Cost) protection grasses and herbs. Providing Oil Interceptors as per design and drawing at vehicle work shop areas and as Soil & Ground 1.2.6 per directions of Nos. 1 30,000.00 30,000.00 0.003 Water the Environmental Specialist / Environmental Engineer of the Engineer. Silt Fencing for Water Bodies runnin 1.2.7 Surface Water 250 1,100.00 2,75,000.00 0.028 adjacent to the g m road Cost of transport & distribution of cooking fuel to Month 1.2.8 Flora construction 24 4,000.00 96,000.00 0.010 s workers to prevent indiscriminate felling of trees Dust Management with sprinkling of water, covers for 75.00 1.2.9 Air vehicles Km 30,000.00 22,50,000.00 0.225 0 transporting construction material 1) provision of and 1.2.1 2) Dismantleling runnin Noise 400 1,000.00 4,00,000.00 0.040 0 and new g m construction of

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Total cost (INR) Item Quan Unit cost Component Description Unit Cost in No. tity (INR) Detail Cost Crores compound wall of noise sensitive features up to a height of total 2m above ground level complete in all respect as per Technical Specifications and as per the direction of the Engineer. Disposal of Sewage and other wastes in the construction yard and labour camps as per 1.2.1 Solid Waste directions of the Month 24 5,000.00 120000.00 0.012 1 Disposal Environmental Specialist / Environmental Engineer of the Engineer. 1.2.1 Cultural Relocation of Covered in RAP Budget 0.000 2 properties cultural properties 1.2.1 Roadside Construction of Bus Covered in Engineering Cost 0.00 0.000 3 amenities Bays 1.3 Operation Stage Maintenance of flowering, shade, medicinal, ornamental & fruit bearing trees in 1.3.1 Horticulture No. 0 1,500.00 - 0.000 suitable area @ 400 numbers per Km. (single row of 200 on each side) in rural areas for 3 Years TOTAL MITIGATION / ENHANCEMENT COST 36,71,000.00 0.367 2 MONITORING COST 2.1 Construction Stage Sampling and No. of monitoring 2.1.1 Air Sample 576 2,000.00 11,52,000.00 0.115 ambient Air Quality s and gaseous

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Total cost (INR) Item Quan Unit cost Component Description Unit Cost in No. tity (INR) Detail Cost Crores pollutants as per CPCB Standard Procedures at 3 locations including approved hot mix plant locations, sensitive area and chainages as per direction by Environmental Specialist / Environmental Engineer of the Monitoring Consultant for three seanosn a year for 2.0 years as per the Monitoring Plan given in EMP Analysis charges of Ambient air from samples collected for parameters as per AAQ Standards No. of 2.1.2 Notification, 2009 Sample 576 5,000.00 28,80,000.00 0.288 in consultations s and directions of the Engineer and PWD as per MoEF charges. Collection of grab samples of water quality at 3 locations at chainages identified by the engineer for 2 years (twice a year) No. of 2.1.3 Water Quality in pre & post Sample 16 400.00 6,400.00 0.001 monsoon seasons s as per the Monitoring Plan given in EMP /as per direction of Environmental Specialist / Environmental

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Total cost (INR) Item Quan Unit cost Component Description Unit Cost in No. tity (INR) Detail Cost Crores Engineer of the Monitoring Consultant Analysis of water quality at locations in the monitoring plan for pH, Turbidity, total solids, turbidity COD, BOD, DO, Chlorides, Hardness, Oil & Grease, TSS, TDS, Total Coliform, Iron, Fluorides, Nitrates, E. coli, Total coliform and No. of 2.1.4 faecal coliform as Sample 16 6,000.00 96,000.00 0.010 specified in s "Standard Methods for Examination of Water and Wastewater" published by WEF, AWWA and APHA as per direction of Environmental Specialist / Environmental Engineer of the Engineer and as per MoEF rate list. Monitoring Noise level at Equipment Yards, Sensitive area and Settlements using hand held noise meters at 3 locations at 2.1.5 Noise Nos. 24 2,500.00 60,000.00 0.006 chainages identified by the Engineer as per directions of Environmental Specialist / Environmental Engineer of the

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Total cost (INR) Item Quan Unit cost Component Description Unit Cost in No. tity (INR) Detail Cost Crores Monitoring Consultant for three seasons in a year for 2 years as per the Monitoring Plan given in EMP Monitoring Soil at 2 locations at chainages identified by the Engineer as per directions of Environmental Specialist / 2.1.6 Soil Nos. 12 2,501.00 30,012.00 0.003 Environmental Engineer of the Monitoring Consultant for twice a year for 2 years as per the Monitoring Plan given in EMP Transportation cost for monitoring of Transportatio 2.1.7 noise, air and L.S. - 1,50,000.00 1,50,000.00 0.015 n Cost water during construction period Enhancement of 2.1.8 LS 0.00 0.00 0.000 Environmenta Pond l Facility for 2.1.9 Enhancement Roadside Drinking 8 25,000.00 2,00,000.00 0.020

Water 2.2 Operation Stage Sampling and monitoring ambient Air Quality and gaseous pollutants as per CPCB Standard Procedures at 2 No. of 2.2.1 Air locations including Sample 135 2,000.00 2,70,000.00 0.027 sensitive area and s chainages as per direction by Environmental Specialist of Consultant for once in a month for 3

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Total cost (INR) Item Quan Unit cost Component Description Unit Cost in No. tity (INR) Detail Cost Crores months x 3 season in every alternate year for 5 years Analysis charges of Ambient air from samples collected for parameters as per AAQ Standards No. of 2.2.2 Notification, 2009 Sample 135 5,000.00 6,75,000.00 0.068 in consultations s and directions of the Consultant and PWD as per MoEF charges. Collection of grab samples of water quality at 2 locations at chainages for twice a year in pre & post monsoon seasons No. of 2.2.3 in every alternate Sample 30 400 12,000.00 0.001 year for 5 years as s per direction of Environmental Specialist / Environmental Engineer of the Consultant Analysis of water quality at locations Water Quality in the monitoring plan for pH, Turbidity, total solids, COD, BOD, DO, Chlorides, Hardness, Oil & Grease, TSS, TDS, No. of 2.2.4 Total Coliform, Sample 30 6,000.00 1,80,000.00 0.018 Iron, Fluorides, s Nitrates, E. coli, Total coliform and faecal coliform etc. as specified in "Standard Methods for Examination of Water and Wastewater"

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Total cost (INR) Item Quan Unit cost Component Description Unit Cost in No. tity (INR) Detail Cost Crores published by WEF, AWWA and APHA as per direction of Environmental Specialist / Environmental Engineer of the Consultant and as per MoEF rate list. Monitoring Noise level at Sensitive area and Settlements using hand held noise meters at 2 locations for once a year for every 2.2.5 Noise alternate year for 5 Nos. 15 2,500.00 2,25,000.00 0.023 years as per directions of Environmental Specialist / Environmental Engineer of the Monitoring Consultant Monitoring Soil at 2 locations at chainages identified by the Engineer as per directions of Environmental 2.2.6 Soil Nos. 10 2,501.00 25,010.00 0.003 Specialist / Environmental Engineer of the Engineer for once a year for 1 year as per the Monitoring Plan given in EMP Transportation cost for monitoring of noise, air and Transportatio water during 2.2.7 L.S. - 1,25,000.00 1,25,000.00 0.013 n Cost operation period for 5 years considering every alternate year.

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Total cost (INR) Item Quan Unit cost Component Description Unit Cost in No. tity (INR) Detail Cost Crores TOTAL MONITORING COST 60,86,422.00 0.609 3 MISCELLANEOUS COST 3.1 Training Training L.S. - 2,50,000.00 2,50,000.00 0.025 Holding meetings for policy planning and subsequent review meetings with Revenue Advocacy and Department, Forest 3.2 Year 12 15,000.00 1,80,000.00 0.018 Policy Making Department, local representatives, NGOs, etc. regarding development controls. Maintenance of vehicle with the Administrativ Environment Cell, e Charges Month 3.3 Data processing, 24 5,000.00 1,20,000.00 0.012 including s administrative logistics support, stationery etc. Digital Camera for 3.4 the Environment No. 1 5,000.00 5,000.00 0.001 Miscellaneous Cell Items Portable sound 3.5 No. 1 50,000.00 50,000.00 0.005 level meter TOTAL MISCELLANEOUS COST 6,05,000.00 0.061 TOTAL COST 1,03,62,422.00 1.036 Contingency @ 5% on Total Environmental Cost 518121.10 0.052 GRAND TOTAL 10880543.10 1.088 Rate per kilometer 145073.91 0.01

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CHAPTER 9.0: DESIGN STANDARDS

9.1 GENERAL

Rajasthan, situated at the north western part of India is the biggest state in the country of India and lies between 23o30 and 30o11 North latitude and 69o 29 and 78o 17 East longitudes. The state shares its north-western and western boundary with the Indo-Pakistan international border that extends about 1,070 km and touches the major districts Barmer, Bikaner, Ganganagar and Jaisalmer. Rajasthan is bordered by Pakistan in the west and northwest, the states of Punjab, Uttar Pradesh and Haryana in the north and northeast. The state of Madhya Pradesh lies in the southeast and Gujarat in the southwest.

The huge portion of the State of Rajasthan is desiccated and houses the biggest Indian desert- the Thar Desert known as the 'Maru-kantar'. The oldest chain of fold mountains- the Aravalli Range splits the state into two geographical zones- desert at one side and forest belt on the other. Only 9.36% of the total geographical region lies under forest vegetation.

The Aravalli Range literally meaning 'line of peaks' , is a range of mountains in western India running approximately 800 km from northeast to southwest across states of Rajasthan, Haryana, and Gujarat. The Aravali Range runs across the state from the southwest peak Guru Shikhar (Mount Abu), which is 1,722 m in height, to Khetri in the northeast. This divides the state into 60% in the northwest of the range and 40% in the southeast. The northwest tract is sandy and unproductive with little water but improves gradually from desert land in the far west and northwest to comparatively fertile and habitable land towards the east.

9.2 TERRAIN CLASSIFICATION

The following terrain classification has been recommended in Clause 2.2 of IRC:SP:84-2014.

Terrain classification Percentage Slope of the country Plain & Rolling 0 – 25 Mountainous 25 - 60 Steep >60

The proposed alignment follows the plain, Rolling & Mountainous terrain for the project stretch.

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9.3 GUIDING PRINCIPLES

While carrying out the geometric design, the following points were taken into consideration: • The designed facility shall not become obsolescent before the design year. • Design shall be consistent and the standards followed for different elements shall be compatible with one another. • The design shall cover all geometric aspects of the road including signage, grade separated structures, ROBs, etc. • The design will be worked out, aiming at minimizing the vehicle operating cost, including initial cost and cost of maintenance etc. • The design will take into consideration the environmental, aesthetic and landscaping aspects of the project road.

9.4 TRAFFIC DESIGN

9.4.1 General

The capacity standards for National Highways, designed for expressway standards have not been framed so far at national level by the government. IRC has, however, published highway capacity standards for rural / urban highways. Capacity analysis is fundamental to the planning, design and operation of roads, and provides, among other things, the basis for determining the carriageway width to be provided at any point in a road network with respect to the volume and composition of traffic. Moreover it is a valuable tool for evaluation of the investments needed for future road constructions and improvements.

9.4.2 Definitions and Concepts

Volume (or flow) is the number of vehicles that pass through a given point on the road during a designated time interval. Since roads have a certain width and a numbers of lanes are to be accommodated within that width, flow is always expressed in relation to the lane width (i.e., per lane or per two lane etc.). The time unit selected is hour or day. ADT is the volume of average daily traffic when the measurements are taken for a few days. AADT is the volume of the annual average daily traffic when measurements are taken for 365 days of the year and averaged out. (Clause 3.5, IRC: 64 – 1990)

Density (or concentration) is the number of vehicles occupying a unit length of road at an instant of time. The unit length is generally one Kilometre. Density is expressed in relation to the width of the road (i.e. per lane or per two lanes etc.) When vehicles are in jammed condition, the density is at maximum. This density is termed as the jamming density. (Clause 3.6, IRC: 64 – 1990)

Capacity is defined as the maximum hourly volume (vehicles per hour) at which vehicles can reasonably be expected to traverse a point or uniform section of a lane or roadway during a given time period under the prevailing road way, traffic and control conditions. (Clause 3.7, IRC: 64 – 1990)

Design service volume is defined as the maximum hourly volume at which vehicles can reasonably be expected to traverse a point or uniform section of a lane or road way during the given time period under the prevailing roadway, traffic and control conditions while maintaining a designated level of service. (Clause 3.8, IRC: 64 – 1990)

Peak hour factor is defined as the traffic volume during peak hour expressed as percentage of AADT. The peak hour volume in this case is taken as the thirtieth hourly Volume (i.e., volume of traffic which is exceeded only during 30 hours in a year).

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9.4.3 Speed Flow Relationship (Clause 4.1, IRC: 64 – 1990)

The speed-volume relationship is a parabola having maximum volume at a value of speed equal to half the free speed.

The density-volume relationship is a parabola, having a maximum volume at a value of density equal to half the jamming density. The following relationship exists: Q = KV Where Q = Volume K = Density, and V = Speed

Maximum volume that can be accommodated on the road (Qmax, or vehicles per unit time) is considered to be the road capacity. From the idealised relationship, it can be seen that the maximum volume occurs at half the free speed (maximum speed) and half the jamming density, meaning thereby that Qmax = (0.5 Vf) x (0.5 Kj) = (0.25 x Vf Kj) Where Qmax = Maximum volume Kf = Jamming density, and Vf = Free speed

9.4.3.1 Equivalent Factors

The need of expressing capacity in passenger car units has triggered off many studies for establishing appropriate passenger car equivalency (PCE) values for different types of vehicles. Notable among the studies carried out in India are the road user cost studies (RUCS) by CRRI and the MORT&H. It has been recognised that the PCE values vary under different traffic, roadway conditions and composition for any given type of vehicle.

Equivalency Factor is a factor to convert the mixed flow of traffic in to single unit to express the capacity of road. The unit generally employed is the passenger car unit (PCU).

The maximum service flow in terms of PCUs per day in rolling and hilly terrain will depend upon the extent of trucks and buses present in the traffic stream, their PCU equivalent and the grades of the alignment, PCU for commercial vehicles vary with the magnitude of grade. Further, the passenger car equivalent factor decreases for the same grade with the increase in the percentage of commercial vehicles.

Tentative equivalency factor for conversion of different types of vehicles in to equivalent passenger car units based on their relative interference value, are given in Table 9.1 below (As per IRC: 64 – 1990).

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Table 9-1: PCU Vehicle Classification and PCU Factors Used in the Study

Vehicle Type PCU Factor Fast Moving Vehicles Car, jeep, van 1.0 Taxi 1.0 Three wheeler (passenger and goods) 1.0 Two wheeler 0.5 Mini bus 1.5 Standard Bus (private and government classified) 3.0 Light Motor Vehicles (LMV) 1.0 Light commercial vehicle (passenger & goods) 1.5 Truck 2-axle 3.0 Truck 3-axle 3.0 4 to 6-axle truck 4.5 More than 6-axle truck 4.5 Agricultural tractor 1.5 Agricultural tractor with trailer 4.5 Slow Moving Vehicles Cycle 0.5 Cycle rickshaw 2.0 Animal drawn cart 6.0 Hand drawn cart 8.0

9.4.4 Recommended design service volumes for two lane

Recommended design service volumes for two lane roads are given below in Table 9.2. The values recommended are based on the assumption that the road has 7m carriageway and good earthen shoulders are available. The capacity figures relates to peak hour traffic in the range of 8 - 10 percent and level of service ‘B’ as defined in clause 5 of IRC: 64 – 1990.

Table 9-2 Design service volumes for two lane roads

Curvature Design service Sl. No. Terrain (degrees per kilometre) volume in PCU / day Low (0-50) 15000 1 Plain High (above 51) 12500 Low (0-100) 11000 2 Rolling High (above 101) 10000 Low (0-200) 7000 3 Hilly High (above 201) 5000

The capacity of four lane roads can be increased by providing paved and surfaced shoulders of at least 1.50 metres width on either side. Provision of hard shoulders results in slow moving traffic being able to travel on the shoulders, which reduces the interference to fast traffic on the main carriage way. Under these circumstances, 15 percent increase in the capacity can be expected vis-à-vis the value given in Table 4.2.

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9.4.5 Recommended Design Service Volume for Multilane Road /Four lane Road

Capacity on dual carriageway roads can be affected by factors like kerb shyness on the median side, vehicle parking etc. A volume of 40000 PCUs can be adopted for four lanes divided carriageway located in plain terrain. If paved shoulders of 1.5 m width on either side are provided, the capacity of four lane dual roads can be taken up to 46000 PCUs. The capacity value mentioned above relate to LOS B on dual carriageway. On dual carriageways it will normally not be desirable to adopt LOS B.

9.4.6 Free Flow Speed

An important element of the speed-flow curves of the project roads is the free flow speed. It is the speed at which driver feels comfortable travelling under the physical, environmental and traffic control conditions on a non-congested section of a multi lane highway, HCM (2000). All recent studies suggest that speed on project road is insensitive to flow over a broad range of flows. Thus free-flow speed can be established on an existing facility by measuring in the field, the average speed of vehicles when flow rates do not exceed 1300 passenger car per hour per lane (PCPHPL) (HCM 1994). In the absence of traffic flow speed data on highway in India, the free flow speed is required to be assumed.

9.4.7 Standards for At-Grade Intersections

The design standards for the at-grade junctions and interchange elements shall follow the provisions contained in IRC: SP: 41-1994 & MOST Type design and IRC: 92-1985 suitably modified as per the guidelines given in Manual for Safety in Road Design.

9.4.8 Traffic Signs, Road Markings and Other Furniture (IRC-67, IRC-35)

The design of traffic signs and road marking shall be done according to IRC standards. The road markings shall comprise of carriageway markings, markings on intersection, hazardous locations, parking areas etc to ensure safe movement of traffic as it acts as a adequate safety measures have been considered for the design of the project road. These are indicated as below:

• Crash barriers • Reflectors • Proper super elevation and radii of curvature • Traffic signage • Lighting • Drainage • Seismic Stoppers for bridge structures

The safety during construction shall be achieved by providing;

• Signs (regulatory, warning and direction) • Delineators • Traffic cones and cylinders • Drums • Barricades • Flagmen

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9.4.9 Capacity Standards

Table 9.3 summarises the design service volume for various lane configurations and standards for various categories of road in plain and rolling area, design service level corresponding to B level of service based on IRC: 64 – 1990, IRC: 84-2014 and other standard practices for LOS B. Capacity Standards.

Table 9.3 Capacity Standards

Capacity in PCU/day design service Sl. No. Lane configuration volume (LoS B) 1 2 – Lane two way (without paved shoulders) 15000 2 2 - Lane two way (with paved shoulders) 17250 3 4 - Lane (without paved shoulders) 40000 4 4 - Lane (with paved shoulders) 46000

9.4.10 Traffic Safety Measures

• The design layout and materials chosen for the safety barrier shall suitably blend with the surroundings and shall further conform to IRC: SP 44 – 1994 and circulars of MoRT&H and shall be finalised in consultation with the client.

• Pedestrian guardrail shall be designed to control and guide pedestrian road crossing movement safely.

• Steel single W-beam metal crash barrier shall be installed mainly at major hazard locations. It will also generally be installed on sections of the road (a) where the embankment height is more than 3 m (b) bridge approaches and (c) on the outside of curves. These guardrails shall be installed along the edge of the outside shoulder with an offset of 2.5 m from the edge of the pavement of carriageway.

• Double-sided W-beam metal crash barrier shall be provided in 1.20 m wide median in the sections through hill roads.

All necessary road safety measures will be adopted during the execution of the project. It will be mandatory for the contractor to strictly adhere to the safety norms for workers such as wearing of helmets and reflective jackets etc, fixing proper barricades such as cones, delineators and sheet barriers during the construction. Suitable provisions shall be made in the general specifications in the tender documents.

9.5 INDICATIVE DESIGN STANDARD’S FOR HIGHWAYS

The draft geometric design standards are proposed for this project based on IRC stipulations for horizontal and vertical alignments. As mentioned below:

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Design Parameters Plain and Rolling Terrain

Sl. No. Description unit Value 1 Design speed Ruling km/hr 100 Minimum km/hr 80 2 Cross sectional elements (a) Median Width m 1.0 / 4.0 (b) Carriageway width Four Lane Divided (7 x 2) m 14 ROB,VUP & Grade Separator Locations (6 x 3.5) m 21 (b) Shoulder width Paved Shoulder m 1.5 / 2.0 Earthen shoulder m 2.0 (c) Cross Slope Bituminous surface % 2.5 Earthen surface % 3 (d) Shy-off width m 0.5 3 Horizontal curve (a) Radius Ruling Minimum m 400 Absolute Minimum m 250 (b) Super elevation (max) % 5-7% 4 Vertical curve Length (min) m 60

Interchange elements are suitable in locations where: i. Intersections needs to be completely access controlled ii. Total traffic of all arms exceeds 10000 pcu iii. High and disproportionate rate of fatal and major accidents iv. Topography suites an economical construction of an interchange

Table 9.4: Geometric Design Standards for Interchange Elements

Ramp way Desired Values Design Elements Unit Semi-Direct Diagonal Loop Connection Connection

Design speed kmph 65 65 40

Radius of curvature m 155 155 60 alignment Horizontal Stopping sight distance m 90 90 45

Maximum gradient % 4 4 4 IRC: 92 – Min. vertical curve length m 40 40 20 1985 Vertical Vertical Alignment Vertical clearance m 5.5 5.5 5.5

Carriageway width m 7.5 7.5 7.5 Shoulder width m 2.5 1.5 2.5 Cross Cross Section Camber % 2.5 2.5 2.5

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Table 9.5: Length of Speed Change Lanes

Type of Lane Length including Taper (m) Acceleration lane 250 Deceleration lane 120

9.6 DESIGN SPEED

Design speed is the basic parameter, which determines the geometric features of the road. The proposed design speeds for different terrain categories as per IRC:SP: 84-2014 are as follows:

Table 9.6: Design Speed

Design Speed (kmph) Terrain Categories Desirable Minimum (i) Plain & Rolling 100 80 (ii) Mountainous & Steep 60 40

For road stretches passing through open areas, the speeds corresponding to plain terrain is proposed i.e. 100 kmph. The minimum design speed standards shall be adopted in sections where the site conditions or economics do not permit a design based on the ruling design speed.

The need for warning signs shall be carefully considered whenever reduction in design speed becomes unavoidable.

9.7 CROSS-SECTIONAL ELEMENTS

9.7.1 Right of Way (RoW)

The minimum RoW of 60 m for 4 lane rural sections, 50-60 m for 4 lanes with service road section and it may vary at toll plaza locations, truck parking areas, ROBs and flyovers.

9.7.2 Lane Width

Adequate roadway width is the pre-requisite for accommodating the required number of traffic lanes and for operational safety in respect of road structure and road function. As specified in the IRC: SP: 84- 2014, in general, standard single land width shall be 3.5 m.

The width of a basic traffic lane is taken to be 3.5 m. Thus, for a 4-lane carriageway, width will be 14.0 m. For four lane sections the kerb shyness of 0.25 m is to be provided on either side of median which is having a width of 4.5 m in rural area and 2.0 m in urban area

9.7.3 Paved Shoulder

Paved shoulders shall be designed as an integral part of the pavement for the main carriageway. Width of these shoulders will be 1.5 m. This will provide for better traffic operation conditions, lower maintenance and facility of directly using these as part of carriageway when the road is subsequently widened on these sides.

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9.7.4 Earthen Shoulder

Earthen shoulder of 2.0 m wide in 4 lane section on either side of the main carriageway is proposed in rural areas and on approaches to bridges.

9.7.5 Median

The 4 lane section will have raised median and its width is proposed to be 4.0 m for rural and 1.0 m for urban and hilly.

9.7.6 Median Openings

Median openings are to be provided at least 150 m away from the service road entry. Minimum of 2 km should be maintained between two successive median openings. The length of opening should not be less than 25 m. All median openings shall be provided with an additional 3.5 m wide shelter lane to accommodate vehicles waiting to make U turn.

9.7.7 Service Road

Service roads will be provided on either side of main carriageway along vehicular underpasses. 2 Lane service roads of 7.0 m width on either side have been adopted.

9.7.8 Slope Protection

A slope of 1 (vertical): 2 (horizontal) are proposed to be adopted in general. For high embankments (height of fill exceeding 6m), side slopes would be governed by the design requirements. Slopes of embankments less than 3 m shall have a turf cover and those above 3 m high shall be protected with stone pitching.

9.7.9 Sight Distance

Visibility is an important requirement for the safety of travel on roads. For this, it is necessary that sight distance of adequate length should be available in different situations to permit drivers enough time and distance to control their vehicles so that there are no unwarranted accidents.

Sight distance is a direct function of the design speed. Minimum of safe stopping sight distance must be provided as a safety requirement. On divided roads the design should correspond to intermediate sight distance (ISD) and location where it is not possible to attain ISD at-least safe Stopping Sight Distance has to be ensured. Sight distances corresponding to various design speeds as specified in IRC: SP : 84-2014 are given Table 9.7.

Table 9.7: Safe Stopping Sight Distance

Design Speed, km/hr Safe Stopping Sight Distance (m) Desirable Minimum Sight Distance (m) 100 180 360 80 130 260 60 90 180 40 45 90

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9.8 HORIZONTAL ALIGNMENT

9.8.1 Radii of Curve

The minimum horizontal radius is the limiting value of curvature for given design speed and is determined from the maximum rate of super elevation and the maximum side friction factor selected for design. As per the IRC: SP: 84-2014 the desirable and absolute minimum radius of horizontal curve is specified in Table 9.8.

Table 9.8: Radius of Horizontal Curve

Radius of horizontal curves (m) Terrain Categories Absolute Minimum Desirable Minimum (i) Plain & Rolling 250 400 (ii) Mountainous & Steep 75 150

The existing road has few sharp curves and hence minimum radius needs to be provided on the curves where radius is not sufficient.

9.8.2 Super - Elevation

The super elevation at curves is arrived at as per the following equation:

v2 = (e+f) *gR Where, v = Vehicle speed in m/sec. g = Acceleration due to gravity in meters/sec2 e = Super elevation ratio in meter per meter f = Coefficient of side friction between vehicle tyre and pavement (taken as 0.15) R = Radius in meters.

The super elevation is calculated keeping in view the horizontal radii and gradient at curves at different locations. Maximum super-elevation is to be restricted to 7% for curves having radius less than desirable minimum. But on safety considerations, we are restricting the maximum super elevation to 5% for curves having radius more than desirable minimum.

Method for attaining super-elevation

The normal cambered section of the road is changed into super-elevated section in two stages. First stage is the removal of adverse camber in outer carriageway. In the second stage super-elevation is gradually built up over outer and inner carriageways so that the required super-elevation is available at the beginning of the circular curve. Super-elevation is attained by revolving pavement about the inner edge.

The required super-elevation is to be developed over entire transition length. The rate of change of super-elevation is 1 in 150 for plain/rolling terrain. When cross drainage structures fall on a horizontal curve, their deck is to be super-elevated in the same manner as of the pavement. Paved shoulders are to follow the super-elevation pattern of main carriageway. The method is explained in the following figure:

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Figure 9-1 Method for attaining super-elevation

9.8.3 Transition (spiral) Curves

The purpose of a transition (spiral) curve is to provide a smooth and aesthetically pleasing transition and a natural driving section between a tangent and a circular curve. In addition, the transition curves provide convenient and desirable arrangement for developing super-elevation runoff.

The rate of change of super elevation is being considered not steeper than 1 in 150. It is found that transition curve lengths designed by following IRC: 84 – 2014 are insufficient in four lane situations, where the carriageway is rotated about the median edge. Hence the following three formulae are used for calculating the transition lengths and the maximum value is being adopted for design: Ls = 2.7 V2 / R from IRC: 84 – 2014 Ls = 0.0215 V3/ CR Ls = e x w x 150 considering rate of change of super elevation

Where: R - Radius of curve in metres V - Vehicle speed in Km / hour Ls - Length of transition in metres C - Rate of change of acceleration. E - Rate of change of super elevation w - Width of road in metres

9.8.4 Widening of Carriageway on Curves

At sharp horizontal curves, it is necessary to widen the carriageway to provide safe passage for vehicles. In view of minimum radius of curves provided on this project and with the provision of 1.5 m paved shoulders, extra width on curves is unlikely to be applicable to the main carriageway. Therefore, extra widening of carriageway at curves is not provided.

9.9 VERTICAL ALIGNMENT

The vertical alignment should produce a smooth longitudinal profile consistent with standard of the road and lay of the terrain. Wherever possible horizontal and vertical curvature should be so combined that the safety and operational efficiency of the road is enhanced. he vertical alignment of the carriageway will generally be compatible with the guidelines given in the

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IRC and shall have maximum gradient of 2.0% on flyover ramps.

• At locations of grade break of 0.5%, vertical curves are being provided. • The length of vertical curve will not be less than 0.6V (kmph). • Number of PVI will not be more than 4 in one km. • At locations of sight deficiency, at least stopping sight distance (SSD) is being provided.

9.10 VERTICAL CURVES

As per IRC: SP: 23-1983 design standards, the minimum lengths of vertical curves are shown in Table 9.9.

Table 9.9: Minimum Lengths of Vertical Curves

Maximum Grade change (Percent) not Minimum length of Design Speed (Km/h) requiring a vertical curve vertical curve (meters) 40 1.2 20 65 0.8 40 80 0.6 50 100 0.5 60

Vertical curves are designed to provide for visibility at least corresponding to the safe stopping sight distance. More liberal values are adopted wherever this is economically feasible. Valley curves are designed for headlight sight distance. Maximum vertical gradient is limited to 2.5 % in plain sections and 5% in hill sections, as IRC SP 84-2014

9.11 VERTICAL CLEARANCE

The vertical clearances are being adopted as per Pocket Book for Highway Engineers (Second Revision) published by the IRC, New Delhi in 2002 and other related IRC codes.

• Vertical clearance at underpasses (IRC : 54-1974, Clause 8) Rural areas 5.0 m minimum Urban Areas 5.5 m minimum

• Vertical clearance for railway traction (Broad Gauge) Electric traction 8.50 m minimum Non-electric traction 7.30 m minimum

• Vertical clearance for power / telecommunication lines (IRC : 32-1969, Clause 4.1) Lines carrying low voltage up to 110V 5.5 m minimum Electric power lines up to 650V 6.0 m minimum Electric power lines > 650V 6.5 m minimum

It is however mentioned here that the vertical clearness shall be got confirmed from Railways / Power Grid Corporation / Telecommunication Department.

9.12 CROSS-FALL (PAVEMENT CAMBER)

IRC: SP: 84-2014 recommends 2.5 percent for bituminous surface and 2.0 percent for cement concrete

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9.13 GEOMETRIC DESIGN CONTROL

The detailed design for geometric elements covers, but not limited to the following major aspects: • Horizontal alignment • Longitudinal profile • Cross-sectional elements • Junctions, intersections and Interchanges • Service road on either sides of carriageway

The detailed analysis of traffic flow and level of service for the existing road was made and traffic flow capacity for the project road was worked out to establish the widening requirements (4 – 6 lanes) with respect to the different horizon period.

Different options for providing grade separated interchanges and at grade intersections were examined and the geometric design of interchanges has taken into account the site conditions, turning movement characteristics, level of service, overall economy and operational safety.

9.14 ROADWAY WIDTH AT CROSS-DRAINAGE STRUCTURES

9.14.1 Culverts

The Culverts will be built to the same width as the roadway width of the approaches. The outer most face of railing /parapet shall be in line with the outer most edge of shoulder (IRC: SP 84-2014, Cl 7.3) and have been designed as per IRC: SP 13.

9.15 DESIGN STANDARDS FOR STRUCTURES

9.15.1 General

This section deals with the standards to be adopted in design of vis-à-vis ROBs, flyovers, bridges, underpasses and culverts. It also provides for the type of materials and their specifications that would be adopted for the above structures, the loads and forces to be considered.

It is intended that the project road will accommodate 4-lane divided traffic at present and to be widened to 6 lanes at a later stage if required. IRC: 78-2014 will be followed for foundation and substructure.

9.15.2 Cross-sectional Elements

a) Structural width for bridges / flyovers / road over rail bridges

The structural width for all bridges is being kept the same and the entire formation width will be carried out on to the structure. The overall width of new bridges shall be same as the roadway width of the approaches (IRC: SP 84-2014, CL.3).

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b) Median width

A median width of 4.5 m will be maintained between two outer faces of RCC crash barriers for rural sections and 1.5 m for urban section. For median width more than 1.2m the median needs to be open to sky. The safety barrier on the median side shall be provided at a clear distance of 0.5m from the edge of carriageway.

c) Utility service

Any utility service to be carried by the structure shall be specified in schedule ‘B’ of the Concession agreement.

d) All the new structures shall be designed for the condition when footpath is used as carriageway. The foot path portion may be provided at the same level as the bridge carriageway and separated by crash barrier in non built- up areas. In built –up areas, raised footpath shall be provided.

e) All the components of the structures shall be designed for a service life of 100 years except appurtenances like crash barriers, wearing surfaces and rubberized components in expansion joins and elastomeric bearings. All the requirements to achieve durability and serviceability shall be implemented.

f) Width of Bridges

The overall width of new bridges shall be same as the roadway width of the approaches. All the new bridges shall have a footpath on left side of the traffic. The typical cross section for new bridge with footpath should be as per IRC: 84-2014, Cl 7.3, Fig 7.2.

If the daily traffic in PCU’s exceeds 30,000 at the time of feasibility study/bidding, the width of new bridge shall be as per Six-lane standards. Such Bridges shall be indicated in schedule ‘B’. The typical cross section for new bridge with footpath should be as per IRC: 84-2014, Cl 7.3, Fig 9.3.

9.15.3 Specification for Material

a) Concrete: The grades of concrete will be either equal to or higher than those prescribed in IRC: 112-2011 Grade of concrete in various structural elements shall be for moderate conditions of exposure.

Superstructure

PSC Members M 45 RCC T-Girder and Deck Slab M 45 RCC Solid Slab M 35 RCC Crash Barriers M 40

Substructure

RCC substructures and foundations M 35 All PCC structural members M 20 All PCC non structural members M 15

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Pedestals for bearings

Pedestal M 40 Bearings Pot-PTFE/Electrometric

b) Steel: This shall conform to provisions given in IS: 1786, IS: 432 (Part I).

viii) Reinforcement steel This will be; Thermo mechanically treated fusion bonded epoxy coated bars conforming to Fe 500/ TMT. Mild steel shall be of grade Fe 240.

ix) Pre-stressing steel These should conform to IS: 14268-1995 System: 12.7mm low relaxation multiple strands system Cables: 12T13 /15T13 /19T13, systems with strands of 12.7 mm nominal diameters. Sheathing: 90 mm / 85mm / 75mm Corrugated HDPE sheathing duct.

c) Bearings

x) Electrometric bearings Electrometric bearing shall be provided under RCC T-beams and RCC solid slabs type superstructures as per IRC: 83 (Part II) and shall conform to clause 2005 of MoRTH specification for Road and Bridge Works. xi) POT cum PTFE bearings POT cum PTFE bearings shall be provided where we have to cater for large loads. This shall conform to IRC: 83 (Part III) and clause 2006 of MoRTH specifications for Road & Bridge works.

d) Expansion Joints

Strip seal type expansion joints shall be provided on all the bridges and ROBs as per Clause No. 2607 of MORTH specification for road and bridge works and interim specifications for expansion joints issued subsequently vide MORTH letter no. RW/NH-34059/1/96-S&R dated 25.01.2001 and addendum there to circulated vide letter of even no; dt. 30.11.2001.

In case of bridges with smaller spans Polysulphide seal type expansion joint shall be provided.

9.15.4 Loads and Forces to be considered in Design

 Vertical Loads a) Dead Loads

Following unit weights shall be assumed in the design as per IRC Codes.

Pre-stressed Concrete - 2.50 t / m3 Reinforced Concrete - 2.50 t / m3

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Plain Cement Concrete - 2.20 t / m3 Structural steel - 7.85 t / m3 Dry Density of Backfill Soil - 1.80 t / m3 Saturated Density of Backfill Soil - 1.90t / m3

b) Superimposed Dead Loads

Wearing coat: 65mm thick Bituminous [25 Mastic asphalt + 40 BC] with total 0.2 t / m2 (2.2 t / cum for 11.0 m wide c / way including allowance for an overlay).

PQC layer: As per Pavement Design

Crash barriers: From design (i.e. 1.0 t / m / side)

c) Live Loads

Carriageway live loads: The following load combinations will be considered in the analysis and whichever produces the worst effect will be considered. One / Two / Three lanes of IRC Class A One lane of IRC Class 70R (wheeled/ tracked) One lane of IRC Class 70R (wheeled) with one lane of IRC Class A

Minimum clear distance between 70R vehicle and Class A vehicle, when placed side by side in combination, shall be 1.2 m for design.

Resultant live load stresses shall be reduced by 10% in case all the three lanes are loaded i.e. in case of three lanes of IRC Class ‘A’ or one lane of IRC Class 70R with one lane of IRC Class A.

Impact factor shall be as per Cl. 211 of IRC: 6:2014 for the relevant load combinations. For simplicity in design, Impact factor for continuous structures shall be calculated for the smallest span of each module and used for all the spans of that module.

d) Horizontal Forces

a) Longitudinal Forces due to live load

Following effects shall be considered in the design Braking forces as per the provision of Cl. 214 of IRC: 6 -2014 Distribution of longitudinal forces due to horizontal deformation of bearings/frictional resistance offered to the movement of free bearings as per Cl. 214.5 of IRC: 6 -2014

b) Horizontal forces due to water currents

The portion of bridge, which may be submerged in running water, shall be designed to sustain safely the horizontal pressure due to force of water current as per the stipulations of Cl. 213 of IRC: 6 -2014

c) Earth load

5) Earth forces shall be calculated as per the provisions of Cl. 217 of IRC: 6 -2014 assuming the following soil properties:

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Type of soil assumed for backfilling: As per Appendix 6 of IRC: 78 -2014 with dry density of 2.07 t / m3 and submerged density of 1.2 t / m3. Angle of Internal Friction : Φ= 30O Angle of Wall Friction : δ = 20O Coefficient of Friction ‘µ‘ at base : tan (2/3 Φ), while Φ is the angle of internal friction of substrata immediately under the foundations. 6) Live load surcharge shall be considered as per the provisions of IRC: 6 ,Cl 217.1. All abutment and return walls shall be designed for a Live load surcharge equivalent to 1.2m earth fill.

d) Centrifugal forces

Centrifugal forces shall be calculated as per the provisions of Cl. 215 of IRC: 6 -2014 for a design speed applicable at horizontal curves.

e) Wind effect

Structures shall be designed for wind effects as stipulated in Cl. 212 of IRC: 6 2014. The wind forces shall be considered in the following two ways and the one producing the worst effect shall govern design. i) Full wind forces at right angles to the superstructure ii) 65% of wind force as calculated in (i) above acting perpendicular to the superstructure and 35% acting in traffic direction.

f) Seismic Effect

The road stretch is located in Seismic Zone-II as per the revised seismic map of India (IS: 1893-2002). The seismic forces will be coefficient method as suggested by the modified clause for the interim measures for seismic provisions (Cl.222 of IRC: 6-2014) published in Indian Highways, January 2003.

e) Other Forces / Effects

i) Temperature effects The bridge structure / components i.e. bearings and expansion joints, shall be designed for a temperature variation of + 250 C considering extreme climate.

The superstructures shall also be designed for effects of distribution of temperature across the deck depth as given in Fig. 10 of IRC: 6 – 2014, suitably modified for the surfacing thickness. Temperature effects shall be considered as follows:

Effects of non-linear profile of temperature shall be combined with 50% live load and full value of ‘E’ shall be considered.

Effects of global rise and fall of temperature shall be combined with 100% live load and full value of ‘E’ shall be considered.

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ii) Differential shrinkage effects

A minimum reinforcement of 0.2% of cross sectional area in the longitudinal direction of the cast-in-situ slab shall be provided to cater for differential shrinkage stresses in superstructures with cast-in-situ slab over precast girders as per Clause 605.2 of IRC: 22 – 1986.

However, effects due to differential shrinkage and / or differential creep shall be duly accounted for in the design.

iii) Construction stage loadings / effects

A uniformly distributed load of 3.6 KN /m2 of the form area shall be considered to account for construction stage loadings in the design of superstructure elements, wherever applicable, as per Cl. 4.2.2.2.2 of IRC: 87 – 1984.

iv) Buoyancy

100% buoyancy shall be considered while checking stability of foundations irrespective of their resting on soil/weathered rock / or hard rock. However, the maximum base pressures shall also be checked under an additional condition with 50% buoyancy in cases where foundations are embedded into hard rock. Pore pressure uplift limited to 15% shall be considered while checking stresses of the substructure elements.

f) Load Combinations to be considered in Design

All members shall be 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 shall be as per Clause 202 of IRC: 6 – 2014 and Clause 706 of IRC: 78 – 2014.

In addition, the stability of bridge supporting two superstructures (with an expansion joint) shall be checked under one span dislodged condition also.

g) Exposure Condition

Moderate exposure conditions shall be considered while designing various components of the bridge.

h) Design Codes

The main design criteria being adopted is to evolve design of a safe structure having good durability conforming to the various technical specifications and sound engineering practices. Various codes of practices referred to, are as under:

IRC: 5 – 1998 IRC: 6 – 2014 IRC: 112 – 2011 IRC: 22 – 1986 IRC: 40 – 1995 IRC: 45 – 1972

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IRC: 54 – 1974 IRC: 78 – 2014 IRC: 83 – 1987(Part II) IRC: 83 – 2002 (Part I-III) IRC: SP 13 IS 1893 – 2002 (Part-I)

i) Load combinations

The various load combinations to be considered are as per provisions of IRC: 6 – 2014.

9.16 EMBANKMENTS

9.16.1 SIDE SLOPES

For earthen embankments the side slopes recommended from consideration of safety of traffic as per IRC: 36 – 2010, are as follows: Up to 1.5m height - 1: 4 (V: H) 1.5m to 3.0m height - 1: 3 (V: H) 3.0m to 4.5m height - 1: 2.5 (V: H) 4.5m to 6.0m height - 1: 2 (V: H)

However, where costs of construction and land forbid the use of such liberal slopes, the slope will be generally kept as 1V: 2H, but never steeper than this value unless the soil is retained by suitable soil retaining structures. This slope is considered adequate from stability point of view. The reaches having embankment height more than 3m shall have W beam metal crash barriers on the outer edge of the highway to meet the safety standards.

For design of embankments of more than 6.0 m height, the guide lines of IRC: 75 – 2015 are being followed.

9.17 ROAD SIDE DRAINAGE

An effective drainage system shall be planned for the drainage of roadway as per stipulations of IRC: SP 42 – 2014 for maintaining structural soundness and functionality of the project road. The longitudinal slope should not be less than 0.5% for lined drains and 1.0% for unlined drains. The following types of drains shall be provided for surface drainage of roadway and RoW:

• The underpasses shall generally be free draining • Longitudinal Kutcha / Pucca drains near the RoW boundary with outfalls at cross-drainage structures in rural sections. The drain size, shape and material shall be adequate to take design run off, and prevent soil erosion and stagnation of water • Drains with CC linings are recommended in places where the flow velocity is more than 0.3 to 1 m/s in silt and sand; and more than 1.5 m/s in stiff clay. • Covered RCC drains, with manholes at suitable intervals to desilt the pipes, should be in urban and semi-urban sections. • Cuts in median to drain out water from super elevated carriageway • For embankments with height above 3 m, drainage arrangement should include kerb channels at the edges of the roadways to channelize the water and cement concrete lined chutes along the slopes at designated intervals to discharge the water into the side channel at the bottom.

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9.18 HIGHWAY SIGNS

• The road signs shall conform to IRC: 67 – 2012. For overhead signs, the standards prescribed in BIS / AASHTO / ASTM British standards or any other international standards shall be adopted in consultation with and as approved by the MoRT&H. • Design and location of route marker signs shall be as per the IRC: 2 – 1968. The design of highway kilometre stones and 200 m stones shall be as per IRC: 8 – 1980 and IRC: 26 – 1967 respectively. The boundary stones shall be as per IRC: 25 – 1967. • Road Delineators shall conform to IRC: 79 – 1981. • All road signs shall be of retro-reflective sheet of high intensity grade with encapsulated lens fixed over aluminium substratum conforming to MORT&H Specifications for road and bridge works.

9.19 ROAD MARKINGS

• Road markings shall be as per IRC: 35 – 2015. These markings shall be applied to road centre lines, edge lines, continuity line, stop lines, give-way lines, diagonal/chevron markings, zebra crossing, bus bays and at parking areas by means of an approved self propelled machine which has a satisfactory cut-off value capable of applying broken lines automatically. • Road markings shall be of hot applied thermoplastic paints with glass reflectorising beads or prefabricated sheet materials conforming to NHAI Specifications for road and bridge works (4th Revision).

9.20 WAY SIDE AMENITIES

The common facilities like petrol pump, first aid, police station, restaurant; vehicle parking, etc. have been included in the general layout planning for the wayside amenities. The guidelines issued by the Ministry of Petroleum shall be followed in respect of petrol pumps. These facilities shall be planned at about 50 km intervals.

9.20.1 PICK-UP BUS STOPS

The design of pick up bus stops conforms to IRC: 80 – 1981. These shall be structurally safe, aesthetically pleasing and functional so as to protect the waiting passengers adequately from sun, rain and wind. If the shelter is constructed on a hill side, slopes shall be properly dressed and suitably protected to avoid slips. Shelter shall also be set back from the kerb line by at least 500 mm. Bus bays shall be provided on both carriageways of the Project Highway for each direction independently. At intersections, the bus bays for up and down direction shall be located on farther sides of the intersection.

9.20.2 PARKING AREAS

Parking is governed by site requirements such as clear evidence of established parking and as per MoRT&H guidelines circulated vide No. RW/34032/80-DoII dt 22-08-1986. Parking shall be designed in the form of rectangular area parallel to the road and separated from the carriageway by a separator. The design will be based on the detailed traffic studies carried out.

9.20.3 RAIN WATER HARVESTING

Suitable rain water harvesting schemes shall be designed in the case of unlined open drains. Care shall

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9.20.4 REST AREAS

Rest areas shall be designed as per the assessment of public expected to use the facility. The rest areas may be included in the wayside amenities as described above.

9.20.5 WEIGHING STATIONS

The weighing station shall be provided near toll plazas so that over-loaded vehicles could be checked. The type of weighing system suitable for the project shall be brought out in the report, duly discussing the merits of each type of the state of the art and basis for recommending a particular system.

9.20.6 TRUCK LAY-BYE

The design of truck lay-byes is being adopted as per MORT&H circulars. The truck lay-byes shall have facilities like paved parking, rest area with toilet drinking water, telephone etc.

9.20.7 ARBORICULTURE AND LANDSCAPING

The arboriculture and landscaping of the project road area shall be so designed as to give an aesthetic and pleasing sense to the road users. Broadly the following features will be taken care of:

• As far as possible the existing trees / plants are retained to the extent possible. • Landscape treatment of the project road including open space around the project corridor will be designed through planting of trees and ground cover of appropriate varieties and landscaping of locations with a view to beautify the highway and making the environment along the highway pleasing. • The tree plantation shall be done as per the scheme to be discussed and finalised with MORT&H. • The treatment of the highway embankment slopes shall be made as per recommendations contained in IRC: 56 – 2011. • Pitching works on the slopes shall be as per MORT&H Specifications. • Visibility of any signs, signals or any other devices erected for traffic guidance and / or information shall not be obstructed by plantation.

9.20.8 TOLL PLAZA

The design of toll plaza shall be based on the technical considerations such as traffic segregation, queue length and the average waiting time. The available systems shall be studied and best system adopted. The layout shall provide for future expansion of toll lanes. Stage construction of Toll Plaza in respect of number of toll lanes shall be allowed. However, other structures as envisaged in the Concession Agreement shall be provided at the initial stage itself. The location of the toll plaza shall be fixed after due consideration of the following factors:

i) Land availability ¡i) Stream of traffic on Toll Plaza iii) Visibility for the approaching traffic iv) Reasonably away from road intersections and/or rail crossings v) Free from risk of flooding and submergence, etc.

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vi) Preferably on flat land and away from congested urban locations.

The land acquired for toll plaza should be sufficient to provide toll lanes for projected peak hour traffic of 20 years subject to a minimum of 16 toll lanes including the other buildings and structures to be accommodated in the toll plaza locations. Width of each toll lane shall be 3.2 m, except for the lane for over dimensioned vehicle, where it shall be 4.5 m. The traffic islands at the toll plaza shall be of minimum 25 m length and 1.8 m wide. A transition of 1 in 20 to 1 in 10 may be provided from four-lane section to the widened width at the toll plaza on either side. The total number of toll booths and lanes shall be such as to ensure that the service time never exceeds 10 seconds. All toll booths and toll lanes shall be covered by a canopy that would offer protection to the operators, drivers and facilities against weather. The capacity of individual lanes is given in Table 9.10.

Table 9.10: Capacity of toll lanes

Type of Toll Lanes Volume (Veh/hr) Semi-automatic toll lane 240 Electronic toll collection (ETC lanes) 1200

9.21 PAVEMENT DESIGN

9.21.1 GENERAL

The design is based primarily on IRC Guidelines but the Consultants have also covered international practices as given by AASTHO, NAASRA, RTAC and TRL, wherever deemed appropriate.

For the design of the overlays for the existing two-lane pavement, the strengthening work takes due considerations of the strength of the existing pavement. The overlay thickness has been worked out for each road segment homogeneous in relation to condition, strength and sub-grade characteristics.

The rehabilitation also includes the provision of a regulating layer or geo-grids, etc. A sand blanket shall be introduced in the pavement layers, if the subgrade consist expansive soil. Likewise, for existing pavements with acceptable levels of cracking, provisions of a crack inhibiting layer is also considered. The paved shoulders shall be an integral part of the pavement for the main carriageway. The design requirements for the main carriageway pavement are also applicable to the design of the pavement shoulders. The design of the granular shoulders also takes due consideration of the drainage conditions besides the structural requirements.

The pavement design task also covers working out maintenance and strengthening requirements and periodicity and timing of such treatments and overlays.

In case of existing pavement, occurrence of shoving / depression at frequent locations near the edges is also observed.

9.21.2 AXLE LOAD SCENARIO

The legal load permitted in the country on rear single axles of trucks fitted with 4 tyres and axles on trailers is 10.16 tonnes (102 KN) and tandem axle fitted with 8 tyres of 19.0 tonnes (190 KN).

IRC: 37 – 2014 deals with the design of flexible pavements based on the California Bearing Ratio method and cumulative axle load repetitions. Vehicle damage factors (VDF) for various vehicles are required to be derived on the basis of the axle load survey, but in the event of non-availability of sufficient data

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A legally loaded axle of commercial vehicles itself causes a damage of 2.6 times more than the standard axle weight. However, in actual practices, the axle weights far exceed such legal axle weight. As per the past axle load survey experience, single axle loads of up to 25.0 tonnes have been noticed and the vehicle damage factor has been reported to be as high as 12 in certain cases.

The pavement has been designed for a minimum design period of 15 years design life for flexible type and 30 years for rigid type.

9.21.3 FLEXIBLE PAVEMENT DESIGN

Flexible pavement design methods may be broadly divided into three categories;

 Empirical or semi-empirical design methods based on experience with the performance of pavement with similar traffic, pavement structure, sub-grade and climatic conditions. These are the most commonly used methods. Examples for such methods are illustrated in IRC: 37 – 2015.

 The second category consists of design methods in which layer thickness are determined as a result of experimental road tests. These methods, such as AASHTO, and Asphalt Institute methods, have more rational basis for pavement design, and are widely used abroad.

 The third and the most recently developed methods are called analytical or mechanistic design, which compute the stresses and strains in each layer and adjust the layer thickness so that these are kept within the predetermined limits. These limits are established based on field and laboratory tests to ensure that pavements do not fail during its design life. The mechanistic method come closest to simulating the pavement behaviour, but this require extensive field and laboratory testing of these pavement design methods, the ones considered to be appropriate for use on this project are:

• IRC: 37 – 2014, Guidelines for the Design of Flexible Pavements • IRC: 81 – 2014, Tentative Guidelines for strengthening of Flexible Road Pavements using Benkelman Beam Deflection Technique

The IRC method of pavement design, as provided in IRC: 37 – 2012 is based on limiting the vertical compressive strain at top of sub-grade which results in permanent deformation of the pavement and the horizontal tensile strain at the bottom of bituminous layer, which results in cracking of pavement due to fracture of bituminous layer during the design life.

9.22 DESIGN CONSIDERATIONS

9.22.1 DESIGN LIFE

The design life of the pavement has been assumed to be 15/30 years in the case of flexible pavement/Rigid pavement.

For the purpose of the design, a construction period of two years has been assumed. An overlay comprising of a bituminous concrete layer is to be provided at an interval of five years so as to reach the

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15 years service design period.

9.22.2 DESIGN TRAFFIC

For the purpose of structural design only the number of commercial vehicles of laden weight of 3 tonnes or more and their axle, loading will be considered. To obtain a realistic estimate of design traffic due consideration shall be given to the existing traffic or that anticipated in the case of new constructions, possible changes in road network and land use of the area served, the probable growth of traffic and design life.

9.22.3 ADOPTION OF VEHICLE DAMAGE FACTORS

The vehicle damage factor is a multiplier for converting the number of commercial vehicles of different axle loads to the number of standard axle-load repetitions. The vehicle damage factor is arrived at from axle load surveys on typical road sections so as to cover various influencing factors such as traffic mix, type of transportation, type of commodities carried, time of the year, terrain, road conditions and degree of enforcement.

Axle load survey has been envisaged for the present scope of study, so that VDF factors derived will be used to determine the number axle load repetitions to design the pavement crust.

9.22.4 NEW PAVEMENT

• While flexible pavement basically distributes the load gradually to the layers underneath, rigid Pavement acts as a structural element (a plate) resting on an elastic foundation. The rigid pavement design primarily depends on the magnitude of load rather than repetitions and is also influenced significantly by the temperature changes in the pavement.

• Rigid pavement design has been proposed for full stretch. Rigid Pavement with tied concrete shoulder has been considered .The pavement has been designed based on IRC: 58-2015 Design of Rigid Pavement and for design life of 30 years.

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The design flow chart for rigid pavement design is given in Figure-9.1.

Stipulate Design Values for various

parameters

Decide types and spacing between joints

• Axle Load Spectrum by Intensity of Load • Total Commercial Traffic for Design life

Select Slab Thickness

Compute repetitions of axle loads of different magnitudes for design period

Is No Compute Combine (loading & Temp.) Stresses Cumulative for Various Axle Load Classes and Cumulative fatigue fatigue damage (Bottom UP +Top Down) damage <1

Top

Yes

Final Thickness for Adoption

Rigid Pavement Design Flow Chart (IRC: 58-2015)

9.22.5 PAVEMENT DRAINAGE

As per clause 5.7.3.6 of IRC 58-2015, 500 mm sub-grade of effective design CBR of 8% and 150 mm Granular Sub-base of minimum 30% CBR shall be provided. This sub-base layer shall act as drainage layer as well.

9.22.6 DRY LEAN CONCRETE

Dry lean concrete of 150 mm thickness shall be provided as base for better load distribution, and better support for concrete Paver. Minimum strength requirement of DLC shall be as per MORTH Clause

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601.3.4 “the average compressive strength of each consecutive group of 5 cubes made in accordance with Clause 903.5.1.1 shall not be less than 10 MPa at 7 days. In addition, the minimum compressive strength of any individual cube shall not be less than 7.5 MPa at 7 days.”

9.22.7 PAVEMENT QUALITY CONCRETE (PQC)

M-40 grade concrete has been considered for the Pavement Quality Concrete. The 28 days characteristic flexural strength of concrete shall not be less than 4.5.

The minimum characteristic flexural strength of concrete is to be achieved at site during construction is 4.5 MPa by carrying out mix design for the fly ash mixed PQC. The minimum elastic modulus of concrete is also to be achieved 30000 MPa. The rigid pavement shall be designed as per IRC 58-2015.

9.23 SPECIFICATIONS

The materials to be used in the project work and the specifications for execution of work shall conform to MORT&H Specifications for Road and Bridge Works 5th Rev. 2013. However special technical specifications shall be framed wherever MORT&H specifications need change / amendments. Where these specifications are silent with regard to certain specifications for the material in question, in that case, specifications under Bureau of Indian Standards / AASHTO / ASTM / BS or any other international standard shall apply. But where these specifications are also silent, the specifications based on sound engineering practices shall be followed on approval of the client.

9.24 ENVIRONMENTAL AND SOCIAL ASSESSMENT

Based on the detailed report on environmental and social assessment of potential critical impacts, complying with the requirements of Government of Rajasthan, MoEF and GOI, environmental design for enhancement of areas within the ROW, which would have suffered environmental degradation as a result of the proposed highway improvement, shall be prepared.

9.25 CROSS-SECTIONAL ELEMENTS

The proposed cross sections for the project road are given in following pages.

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CHAPTER 10 - IMPROVEMENT PROPOSAL

10.1 INTRODUCTION

The present traffic scenario accounts for capacity augmentation to four lanes with paved shoulder and granular shoulders. Service roads also proposed for built-up areas to cater the movement of local traffic. Concentric widening is adopted in most of the project length to restrict land acquisition to minimum. The details of improvements recommended are dealt in this chapter.

10.2 GEOMETRIC IMPROVEMENTS

Alignment

The geometry of existing alignment Dangiywas to Keru section is good, as the project road is upgraded by PWD few years back. Only few curves with radii less than the required are improved to design standards. Concentric widening is proposed, with reconstruction of existing road.

In Keru to Nagaur road section toposurvey is carried out as per the land boundaries shown by the NHAI/JDA. However in the stretch from Keru to Narwa no demarcation of shown on the ground by NHAI/JDA., NHAI/JDA informed us between Keru to Narwa land belongs to Govt, hence geometric design shall be carried out as per the Standards and specifications. In Narwa to Keru section boundary pillars are present intermittently.

The alignment in Keru to Nagaur section is designed for 100 kmph, considering the existing land boundary pillars as shown by NHAI/JDA. However lands needs to be acquired at many places, as land acquired by JDA is not in curvilinear shape.

The existing alignment from km 0.00 to 1.600 is excluded from the scope of improvement proposal, as it is discarded after completing ring road. However a green field alignment section from NH-25 to Km 1.600 on Dangiywas road was added to project scope. The cost estimate is calculated effective length of 73.619 km only.

Improvements to existing geometry

The horizontal curves which are deficient either in radius or in transition lengths has been improved as per the design standards. The vertical curves which are deficient in curve length and gradients shall also be improved. The existing geometry at following locations allows the design speed of 80 kmph due to constraint available land and skew angle of bridges. However during meetings held at NHAI HQ, on the 9th February 2017 and 8th March 2017 it was decided to improve these stretches also to 100 kmph with land acquisition. Hence geometry is improved to 100 kmph at following locations with additional land acquisition..

Design Chainage (km) Transition Length Design Speed Radius (m) From To (m) Kmph 18277.34 18503.33 500 95 100 26618.17 26895.75 360 130 100 35902.11 36236.07 360 130 100 40909.14 41225.73 360 130 100

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10.3 SCHEME OF WIDENING

The existing project stretch under study has multidimensional facets in terms of geometry, pavement condition, existing utilities, religious structures, etc. and considering all these aspects the section-wise policy adopted for widening based on the initial investigations. The adopted type of widening scheme is summarised in Table 10.1.

Table 10-1: Adopted Widening Scheme

Exiting Chainage Design Chainage Sl. Design (Km) (Km) Description TCS Type No. Length (Km) From To From To

1 0.000 1.6000 0.000 1.600 1.600 2Lane highway Fig 2.2 B without Service road 4 Lane Divided highway without Fig 2.4 of IRC SP 2 1.600 9.421 1.600 9.370 7.770 Service road and 84-2014 with Raised Median Approaches to Grade Separated Structure 3 9.421 10.406 9.370 10.350 0.980 Fig 2.6C with Slip Road (5.0 m median) 4 Lane Divided highway without Fig 2.4 of IRC SP 4 10.406 12.866 10.350 12.800 2.450 Service road and 84-2014 with Raised Median 4 Lane Divided highway with Service 5 12.866 16.105 12.800 16.020 3.220 road and with Raised Fig 2.6A Median (5.0 m median) Approaches to Grade Separated Structure 6 16.105 17.085 16.020 17.000 0.980 Fig 2.6C with Service Road (5.0 m median) 4 Lane Divided highway with Service 7 17.085 18.045 17.000 17.960 0.960 road and with Raised Fig 2.6A Median (5.0 m median) Approaches to Grade Separated Structure 8 18.045 18.725 17.960 18.640 0.680 Fig 2.6C with Service Road (5.0 m median) 4 Lane Divided highway with Service 9 18.725 19.135 18.640 19.050 0.410 road and with Raised Fig 2.6A Median (5.0 m median)

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Exiting Chainage Design Chainage Sl. Design (Km) (Km) Description TCS Type No. Length (Km) From To From To 4 Lane Divided highway with Service Fig 2.6 of IRC SP 10 19.135 21.300 19.050 21.200 2.150 road and with Raised 84-2014 Median Approaches to Grade Separated Structure 11 21.300 21.935 21.200 21.835 0.635 Fig 2.6B with Service Road (2.5 m median) 4 Lane Divided highway with Service Fig 2.6 of IRC SP 12 21.935 25.864 21.835 25.780 3.945 road and with Raised 84-2014 Median Approaches to Grade Separated Structure 13 25.864 27.156 25.780 27.075 1.295 Fig 2.6B with Service Road (2.5 m median) 4 Lane Divided highway with Service Fig 2.6 of IRC SP 14 27.156 29.734 27.075 29.640 2.565 road and with Raised 84-2014 Median Approaches to Multiple Revenue 15 29.734 30.141 29.640 30.040 0.400 Fig 2.6B Path with Service Road (2.5 m median) 4 Lane Divided highway with Service Fig 2.6 of IRC SP 16 30.141 31.261 30.040 31.160 1.120 road and with Raised 84-2014 Median Approaches to Grade Separated Structure 17 31.261 32.071 31.160 31.970 0.810 Fig 2.6B with Service Road (2.5 m median) 4 Lane Divided highway with Service Fig 2.6 of IRC SP 18 32.071 33.751 31.970 33.650 1.680 road and with Raised 84-2014 Median Approaches to Grade Separated Structure 19 33.751 34.801 33.650 34.700 1.050 Fig 2.6B with Service Road (2.5 m median) 4 Lane Divided highway with Service Fig 2.6 of IRC SP 20 34.801 35.411 34.700 35.310 0.610 road and with Raised 84-2014 Median Approaches to Grade 21 35.411 36.301 35.310 36.200 0.890 Separated Structure Fig 2.6B with Service Road

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Exiting Chainage Design Chainage Sl. Design (Km) (Km) Description TCS Type No. Length (Km) From To From To (2.5 m median)

4 Lane Divided highway Raised 22 36.301 36.891 36.200 36.790 0.590 Fig 2.4A Median and Slope Retaining Structure 4 Lane Divided highway without Fig 2.4 of IRC SP 23 36.891 37.681 36.790 37.580 0.790 Service road and 84-2014 with Raised Median 4 Lane Divided highway Raised 24 37.681 37.900 37.580 37.800 0.220 Fig 2.4A Median and Slope Retaining Structure 4 Lane Divided highway with Service Fig 2.6 of IRC SP 25 37.900 40.252 37.800 40.100 2.300 road and with Raised 84-2014 Median 4 Lane Divided highway Raised 26 40.252 41.057 40.100 40.905 0.805 Fig 2.4A Median and Slope Retaining Structure 4 Lane Divided highway without Fig 2.4 of IRC SP 27 41.057 42.616 40.905 42.440 1.535 Service road and 84-2014 with Raised Median Approaches to Grade 17.073 Separated Structure 28 42.616 (NH- 42.440 43.520 1.080 Fig 2.6C with Slip Road (5.0 m 125) median) 4 Lane Divided 17.073 18.690 highway without Fig 2.4 of IRC SP 29 (NH- (NH- 43.520 45.140 1.620 Service road and 84-2014 125) 125) with Raised Median Approaches to Grade Separated Structure 30 - - 45.140 46.580 1.440 Fig 2.6C with Slip Road (5.0 m median) 4 Lane Divided Highway without 31 - - 46.580 48.770 2.190 Service Roads and Fig 2.2A with Depressed Median Approaches to Grade Separated Structure 32 - - 48.770 49.430 0.660 Fig 2.6C with Slip Road (5.0 m median)

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Exiting Chainage Design Chainage Sl. Design (Km) (Km) Description TCS Type No. Length (Km) From To From To 4 Lane Divided Highway without 33 - - 49.430 53.110 3.680 Service Roads and Fig 2.2A with Depressed Median Approaches to Grade Separated Structure 34 - - 53.110 53.750 0.640 Fig 2.6C with Slip Road (5.0 m median) 4 Lane Divided Highway without 35 - - 53.750 56.125 2.375 Service Roads and Fig 2.2A with Depressed Median Approaches to Grade Separated Structure 36 - - 56.125 57.050 0.925 Fig 2.6C with Slip Road (5.0 m median) 4 Lane Divided Highway without 37 - - 57.050 59.910 2.860 Service Roads and Fig 2.2A with Depressed Median Approaches to Grade Separated Structure 38 - - 59.910 60.643 0.733 Fig 2.6C with Slip Road (5.0 m median) 4 Lane Divided Highway without 39 - - 60.643 64.220 3.577 Service Roads and Fig 2.2A with Depressed Median Approaches to Grade Separated Structure 40 - - 64.220 64.970 0.750 Fig 2.6C with Slip Road (5.0 m median) 4 Lane Divided Highway without 41 - - 64.970 66.070 1.100 Service Roads and Fig 2.2A with Depressed Median Approaches to Grade Separated Structure 42 - - 66.070 67.410 1.340 Fig 2.6C with Slip Road (5.0 m median) 4 Lane Divided 43 - - 67.410 74.619 7.209 Fig 2.2A Highway without

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Exiting Chainage Design Chainage Sl. Design (Km) (Km) Description TCS Type No. Length (Km) From To From To Service Roads and with Depressed Median Total Length 74.619

10.4 GRADE SEPARATED STRUCTURES

Grade separated structures are proposed for intersections with National Highways and State Highways, MDR and OR as per Manual of Specifications and also long term requirement of ring road needs. The location of grade separated structures is given in Table 10-2A and 10-2B.

Table 10-2A: List of Grade Separators

Sl. Existing Design Length No. and length Vertical Type Design Remarks if No. Chainage Chainage (M) of Spans (m) Clearance of GS Criteria- any (Km) (Km) (m) Site Distance

1 9.950 9.868 25.0 1x25.0 5.5 Flyover ISD MDR-144

2 16.400 16.428 25.0 1x25.0 5.5 Flyover ISD SH-58

3 21.638 21.543 25.0 1x25.0 5.5 Flyover SSD MDR-101

4 26.700 26.720 150.0 1x15.4x30.1x15 5.5 Flyover SSD ODR- Jodhpur

5 32.500 31.616 60.0 1x15.1x30.1x15 5.5 Flyover SSD NH-25

6 34.128 34.027 60.0 1x15.1x30.1x15 5.5 Flyover SSD Daliboy Circle

7 35.866 35.875 25.0 1x25.0 5.5 Flyover ISD ODR- Jodhpur Jajiwar

8 43.300 43.110 60.0 1x15.1x30.1x15 5.5 Flyover ISD NH-125

9 - 45.520 60.0 1x15.1x30.1x15 5.5 Flyover ISD -

10 - 56.526 15.0 1x15.0 5.5 VUP ISD MDR-104

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Table 10-2B: List of Light Vehicular Underpass

Sl. Existing Design Length No. and Vertical Type of Design Remarks No. Chainage Chainage (M) length of Clearance GS Criteria- if any (Km) (Km) Spans (m) (m) Site Distance 1 16.250 16.165 12.0 1x12.0 4.5 LVUP ISD - 2 16.753 16.668 12.0 1x12.0 4.5 LVUP ISD - 3 - 49.061 12.0 1x12.0 4.5 LVUP ISD - 4 - 53.437 12.0 1x12.0 4.5 LVUP ISD - 5 - 60.200 12.0 1x12.0 4.5 LVUP ISD - 6 - 64.606 12.0 1x12.0 4.5 LVUP ISD -

10.5 INTERSECTION PROPOSALS

The geometric design of junctions has been carried out taking in to account the site conditions, turning movement characteristics, level of services, overall economy and operational safety. Twenty four major intersections along with grade separators as mentioned table 10-2 & 10-3 proposed for improvement. 46 minor intersections will be provided to connect cross roads to the service roads / highway as given in Table 10-4.

Table 10-3 List of Addition Major Intersections

Type Of Sl. No. Existing Chainage Design Chainage LEFT RIGHT Junction

1 24009 23+925 Sector-8 Jodhpur +

2 24609 24+525 Sector-8 Jodhpur +

3 25648 25+564 - Sangariya +

4 34901 34+800 Chopasani - T

Table 10-4: Lists of Minor Intersections

Existing Design LOCATION Junction Sr No Chainage Chainage Left Right Type 1 1.072 1.108 Jaiyava T 2 2.882 2.918 Jaiyava(Ct) T 3 2.932 2.948 Village Road(CT) T 4 5.396 5.437 Village Road(CT) Village Road(CT) Y 5 6.338 6.300 Factory T 6 7.585 7.549 Jalel (CT) Devliya (CT) + 7 8.055 8.010 Jaleli T

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Existing Design LOCATION Junction Sr No Chainage Chainage Left Right Type 8 8.245 8.200 Godara Y 9 13.370 13.300 Kanawas Ka Pana(BT) Ramdev Nagar(BT) + 10 14.771 14.700 Basni(CT) Kharda(CT) + 11 16.755 16.670 Manpura (BT) T 12 17.070 16.985 Alakhdara(BT) T 13 17.185 17.100 Alakhdara(BT) T 14 17.985 17.900 Alakhdara(BT) T 15 19.000 18.115 Alakhdara(BT) Y 16 18.100 Alakhdara(BT) Village T 17 18.150 Village Siriyade Gaon T 18 18.495 18.410 Jhalamand(BT) Y 19 19.220 19.135 Jhalamand(BT) Airforce Area(BT) + 20 20.135 20.050 Bhantinda(BT) T 21 20.730 20.645 Bhantinda(BT) T 22 20.855 20.770 Jhalamand(RCC) T 23 20.955 20.870 Bhantinda(BT) T 24 21.400 21.315 Bhantinda T 25 23.060 22.990 Adarsh Nagar(BT) T 26 23.655 23.585 Sec-6(BT Road) T 27 24.009 23.938 Sec-8(BT) Jodhpur(BT) T 28 24.210 24.140 Sec-5(BT) T 29 24.420 24.350 Sec-5(BT) T 30 24.512 24.548 Sec-8(BT) Colony Road T 31 24.725 24.655 Sec-1(BT) T 32 24.945 24.875 Sec-1(BT) T 33 25.140 25.070 Sec-1(BT) T 34 25.325 25.255 Sangariya(BT)| KK Colony(BT) + 35 25.646 25.580 Sangariya(BT) T 36 27.305 27.245 Parshwnath City T 37 27.750 27.690 Jaybhavani(BT) T 38 28.517 28.430 Abhishek Nagar Junawo ki Dhani(CT) + 39 29.215 29.140 Basni(BT) T 40 30.195 30.310 Kanishka(BT) T Mansarovar 30.595 30.510 T 41 Colony(BT) 42 30.956 30.864 Colony(BT) T 43 31.195 31.110 Ashapurna Nagar T 44 31.440 31.355 Pal Village T 45 32.255 32.170 Chaukhan(BT) T 46 34.500 34.415 Chaukhan(BT) T 47 34.790 34.800 Chopasni(BT) Y 48 35.385 35.280 Gopalbari T 49 35.435 35.350 Gopalbari(BT) T

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Existing Design LOCATION Junction Sr No Chainage Chainage Left Right Type 50 36.240 36.155 Akhalia(BT) T 51 38.045 37.960 Gopalbari Y 52 38.330 38.200 Bhadarwa(RCC) T 53 38.420 38.290 Bhadarwa T 54 39.265 39.135 Nimbdia(BT) T 55 40.395 40.265 Fidusar(BT) T Village Road 56 41.065 41.080 Y (BT) 57 41.265 41.135 Barli T 58 41.430 41.300 Barli(BT) T 59 55.244 Indroka Barli + 60 64.600 Rampura Bhatiyan Basni Karwar + 61 65.387 Village Village Road + 62 69.500 Village Basni + 63 72.510 Village Karwar + 64 73.047 Village Karwar + 65 73.554 Jheepasani Karwar + 66 74.400 Plot Colony Nagaur Road T

10.6 LONGITUDINAL DRAINS

The following provisions have been considered to develop a sound drainage network:

• Covered RCC lined drain at ROW End in Built-up area. • Unlined drain in rural sections. • RCC uncovered Lined Drain at Hill Section in Cutting section. • Kerb and ditch drain on high embankment in Cement Concrete with outfall as 600mm NP4 RCC pipe. • Open chute drain in Cement Concrete on slopes of high embankment with stilling basin. • Catch water drain The RCC drain is proposed in built-up areas on both sides. The location of drains is given in the following table.

Exiting Chainage (Km) Design Chainage (Km) Design Length Sl. No. Description From To From To (Km) Approaches to Grade 1 9.421 10.406 9.370 10.350 0.980 Separated Structure with Slip Road (5.0 m median) 4 Lane Divided highway with Service road and with 2 12.866 16.105 12.800 16.020 3.220 Raised Median (5.0 m median) Approaches to Grade 3 16.105 17.085 16.020 17.000 0.980 Separated Structure with Service Road (5.0 m

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Exiting Chainage (Km) Design Chainage (Km) Design Length Sl. No. Description From To From To (Km) median) 4 Lane Divided highway with Service road and with 4 17.085 18.045 17.000 17.960 0.960 Raised Median (5.0 m median) Approaches to Grade Separated Structure with 5 18.045 18.725 17.960 18.640 0.680 Service Road (5.0 m median) 4 Lane Divided highway with Service road and with 6 18.725 19.135 18.640 19.050 0.410 Raised Median (5.0 m median) 4 Lane Divided highway 7 19.135 21.300 19.050 21.200 2.150 with Service road and with Raised Median Approaches to Grade Separated Structure with 8 21.300 21.935 21.200 21.835 0.635 Service Road (2.5 m median) 4 Lane Divided highway 9 21.935 25.864 21.835 25.780 3.945 with Service road and with Raised Median Approaches to Grade Separated Structure with 10 25.864 27.156 25.780 27.075 1.295 Service Road (2.5 m median) 4 Lane Divided highway 11 27.156 29.734 27.075 29.640 2.565 with Service road and with Raised Median Approaches to Multiple 12 29.734 30.141 29.640 30.040 0.400 Revenue Path with Service Road (2.5 m median) 4 Lane Divided highway 13 30.141 31.261 30.040 31.160 1.120 with Service road and with Raised Median Approaches to Grade Separated Structure with 14 31.261 32.071 31.160 31.970 0.810 Service Road (2.5 m median) 4 Lane Divided highway 15 32.071 33.751 31.970 33.650 1.680 with Service road and with Raised Median Approaches to Grade Separated Structure with 16 33.751 34.801 33.650 34.700 1.050 Service Road (2.5 m median) 4 Lane Divided highway 17 34.801 35.411 34.700 35.310 0.610 with Service road and with

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Exiting Chainage (Km) Design Chainage (Km) Design Length Sl. No. Description From To From To (Km) Raised Median Approaches to Grade Separated Structure with 18 35.411 36.301 35.310 36.200 0.890 Service Road (2.5 m median) 4 Lane Divided highway 19 37.900 40.252 37.800 40.100 2.300 with Service road and with Raised Median Approaches to Grade 17.073 20 42.616 42.440 43.520 1.080 Separated Structure with (NH-125) Slip Road (5.0 m median) Approaches to Grade 21 - - 45.140 46.580 1.440 Separated Structure with Slip Road (5.0 m median) Approaches to Grade 22 - - 48.770 49.430 0.660 Separated Structure with Slip Road (5.0 m median) Approaches to Grade 23 - - 53.110 53.750 0.640 Separated Structure with Slip Road (5.0 m median) Approaches to Grade 24 - - 56.125 57.050 0.925 Separated Structure with Slip Road (5.0 m median) Approaches to Grade 25 - - 59.910 60.643 0.733 Separated Structure with Slip Road (5.0 m median) Approaches to Grade 26 - - 64.220 64.970 0.750 Separated Structure with Slip Road (5.0 m median) Approaches to Grade 27 - - 66.070 67.410 1.340 Separated Structure with Slip Road (5.0 m median) Total Length ( Single Side) 34.248

10.7 BUS BAY WITH BUS SHELTERS AND BUS SHELTER

Bus-shelters and bus bays are upgraded during the recent development of the project highway. The bus shelters and bus bays are proposed for reconstruction at existing locations except for sections where new bypasses are proposed.

Table 10-5: Bus bays with Bus Shelter and Bus Shelters

Sl. No Design Chainage (m) Side Remarks 1 9700 LHS

2 13200 LHS Bus Shelter Only

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Sl. No Design Chainage (m) Side Remarks 3 16280 LHS

4 21380 LHS

5 23800 LHS Bus Shelter Only 6 25400 LHS Bus Shelter Only 7 26900 LHS Bus Shelter Only 8 28900 LHS Bus Shelter Only 9 30420 LHS

10 34750 LHS

11 42450 LHS

12 10150 RHS

13 13350 RHS Bus Shelter Only 14 16610 RHS

15 21640 RHS

16 24100 RHS Bus Shelter Only 17 25400 RHS Bus Shelter Only 18 26900 RHS Bus Shelter Only 19 28900 RHS Bus Shelter Only 20 30200 RHS

21 34600 RHS

22 43350 RHS

23 49700 LHS

24 54100 LHS

25 56100 LHS

26 64700 LHS

27 67900 LHS

28 70200 LHS

29 73500 LHS

30 50000 RHS

31 54400 RHS

32 56300 RHS

33 65100 RHS

34 67900 RHS

35 70500 RHS

36 72900 RHS

10.8 TRUCK LAY-BYES

Local consultations were held at the places of repair shops, restaurants / hotels etc. and subjective opinions of the drivers regarding necessity of truck lay-bye are collected. The Truck parking should include parking for expected peak hour truck traffic and cafeteria suitable for fulfilling the need for Indian truck drivers. Rigid pavement as designed for the new carriageway is proposed for these locations as well. The proposed locations of the truck lay-byes are presented in Table 10-6.

Table 10-6: Location of truck lay-byes

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Sl. No Existing Chainage (m) Design Chainage (m) Side 1 8847 8800 Both side 2 42026 41850 Both side 3 73514 73340 Both side

10.9 TOLL PLAZAS

Three toll plazas are proposed in Section –I Dangiywas to Nagaur road.

Table 10-7: Location of Toll-Plazas

Section Existing Chainage (m) Design Chainage (m) Location 0 to 31625 2350 2250 Dangiyawas 31625 to 74619 - 61755 Manaklavo

10.10 ROAD MARKINGS

Road markings perform the important function of guiding and controlling traffic on a highway. The markings serve as psychological barriers and signify the delineation of traffic paths and their lateral clearance from traffic hazards for safe movement of traffic. Road markings are therefore essential to ensure smooth and orderly flow of traffic and to promote road safety. The Code of Practice for Road Markings, IRC: 35 – 2015 has been used in the study as the design basis.

The road markings were carefully planned on carriageways, intersections, toll plazas and bridge locations.

10.11 ROAD SIGNS

Cautionary, mandatory and informatory signs have been provided depending on the situation and function they perform in accordance with the IRC: 67 – 2012 guidelines for road signs.

10.12 GUARD POST

Guard posts are proposed on embankments of height more than 1.0 m, bridge approaches and horizontal curves of radius greater than 240 m. The spacing of guard post shall be 2.0m c/c in these areas. Typical Guard post consists of precast (M20) post of size 200mm x 200mm and a height of 600 mm above ground level. They are encased in M15 cement concrete for a depth of 450 mm below ground level. Guard posts are painted with alternate black and white reflective paint of 150 mm wide bands.

10.13 CRASH BARRIER

Steel Single W-beam metal crash barrier shall be installed all along the project highway on main carriageway. It will also generally be installed on sections of the road (a) where the embankment height is more than 3 m (b) bridge approaches and (c) on the outside of curves. These guardrails shall be installed along the edge of the outside shoulder with an offset of 2.5 m from the edge of the pavement of carriageway.

Safety barrier shall be provided along the central median at places where (a) median width is 1.50 m (b)

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10.14 PROPOSALS FOR STRUCTURES

The existing stretch of Dangiywas to Keru is one major bridge, two minor bridges and one ROB. Existing major structures are retained in place additional two lane structures are proposed along side of the existing structures. The summary of proposed structures is given in Table 10-8. Table 10-8: Summary of Proposed Structures

SL.No Type Existing Reconstruction New Construction Widen Total 1 PC 0 0 0 0 0 2 BC 0 47 73 0 120 3 SC 50 0 0 0 0 4 ROB 1 0 1 1 2 5 MNB 2 0 4 2 6 6 MJB 1 0 1 0 1 7 Flyover 1 0 10 0 10 8 VUP 0 0 1 0 1 9 LVUP 0 0 4 0 4 10 PUP 0 0 2 0 2 Total 55 47 96 3 146

10.14.1 MAJOR BRIDGES

One major bridge with two lanes is found along the existing road, the same is retained.

Table 10-9: Existing Major Bridges

Existing Super Sl. No Type Span Sub Structure Foundation Comments Chainage Structure 1 18.500 MJB 8x9.5 RCC Slab RCC Abutment Open Jojari River

10.14.2 Minor Bridges

There are two minor bridges along the project stretch; additional two lane bridges are proposed along the existing bridges. Four new minor bridges are proposed in green field alignment.

Table 10-10: Minor Bridge- Widening

Sl. Existing Super Sub Proposed Type Span Foundation Comments No Chainage Structure Structure Width (m) 1 36+979 MNB 3x6.5 Multi cell Box - 12.5 38+776 RCC 2 MNB 1x10 RCC Slab Open - 12.5 Abutment

Table 10-11: Minor Bridge- New construction

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Sl. Design Super Sub Foundati Proposed Width Type Span Remarks No Chainage Structure Structure on (m) RCC RCC Pier & On green field 1 47.910 MNB 1x25 Open 12.5+Median+12.5 Girder Abutment alignment RCC RCC Pier & On green field 2 49.760 MNB 1x25 Open 12.5+Median+12.5 Girder Abutment alignment RCC RCC Pier & On green field 3 56.625 MNB 1x15 Open 12.5+Median+12.5 Girder Abutment alignment PSC RCC Pier & On green field 4 67.070 MNB 1x25 Open 12.5+Median+12.5 Girder Abutment alignment

10.14.3 Flyover and VUP

The list of flyovers proposed is given in Table 10-12.

Table 10-12: List of Flyovers and VUP

Sl. Existing Design Length No. and length Vertical Type Design Remarks if No. Chainage Chainage (M) of Spans (m) Clearance of GS Criteria- any (Km) (Km) (m) Site Distance

1 9.950 9.868 25.0 1x25.0 5.5 Flyover ISD MDR-144

2 16.400 16.428 25.0 1x25.0 5.5 Flyover ISD SH-58

3 21.638 21.543 25.0 1x25.0 5.5 Flyover SSD MDR-101

4 26.700 26.720 150.0 1x15.4x30.1x15 5.5 Flyover SSD ODR- Jodhpur

5 32.500 31.616 60.0 1x15.1x30.1x15 5.5 Flyover SSD NH-25

6 34.128 34.027 60.0 1x15.1x30.1x15 5.5 Flyover SSD Daliboy Circle

7 35.866 35.875 25.0 1x25.0 5.5 Flyover ISD ODR- Jodhpur Jajiwar

8 43.300 43.110 60.0 1x15.1x30.1x15 5.5 Flyover ISD NH-125

9 - 45.520 60.0 1x15.1x30.1x15 5.5 Flyover ISD -

10 - 56.526 15.0 1x15.0 5.5 VUP ISD MDR-104

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10.14.4 LVUP

The list of LVUPs proposed is given in Table 10-13.

Table 10-13: List of LVUPs

10.14.5 ROB

The list of ROBs proposed is given in Table 10-14.

Table 10-14: List of ROB’S

Existing. Design Categ Details structure to be Proposed Sl. Chainage Chainage ory of Proposed Structure No. Cross Vertical Km Km Type Span road Clearance Existing ROB to be retained + Additional 1x 14.50m(Carriageway width) +Additional 72.0 m(LHS Same as 1 26.300 26.270 ROB 12m Box ROB 1x12x5.5m-Box)+ Existing (1x12x5.5)on one RHS (21+30+21) side proposed at existing side for crossing of traffic

2x14.50m 275.50m(1x21+1x4 ROB & 2 - 66.764 (Carriageway width) ROB 2+1x21+2x25+3x30 7.3 SH-61 .5+2x25)

10.14.6 Culverts

The additional culverts proposed, based hydrology is given in Table 10-17. List culverts proposed for reconstruction are given in Table 10-18.

Table 10-17: List of Additional Culverts

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Existing Design Sl. No Chainage Chainage Span/opening Remarks (Km) (Km) 1 2.000 2.034 1x3x2.0 2 3.700 3.735 1x3x2.0 3 4.200 4.235 1x3x2.0 4 5.200 5.444 1x3x2.5 5 7.000 7.035 1x3x2.0 6 7.500 7.542 1x3x2.5 7 11.500 11.535 1x3x2.0 8 13.000 13.296 1x3x2.5 9 14.500 14.689 1x3x2.5 10 17.000 17.025 1x3x2.0 11 27.850 27.863 1x3x2.0 12 28.750 28.420 1x3x2.5 13 33.200 32.946 1x3x2.5 14 - 45.280 1x3x2 15 - 45.905 1x3x2 16 - 46.465 1x3x2 17 - 46.710 1x3x2 18 - 47.190 1x3x2 19 - 48.160 1x3x2 20 - 48.900 1x3x2 21 - 49.198 1x3x2 22 - 50.300 1x3x2 23 - 50.825 1x3x2 24 - 51.225 1x3x2 25 - 51.860 1x3x2 26 - 52.278 1x3x2 27 - 53.290 1x3x2 28 - 53.670 1x3x2 29 - 54.090 1x3x2 30 - 54.488 1x3x2 31 - 54.000 1x3x2 32 - 54.900 1x3x2 33 - 55.680 1x3x2 34 - 56.180 1x3x2 35 - 56.875 1x3x2 36 - 57.337 1x3x2 37 - 57.740 1x3x2 38 - 58.340 1x3x2 39 - 58.705 1x3x2 40 - 59.337 1x3x2 41 - 59.807 1x3x2 42 - 60.690 1x3x2

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Existing Design Sl. No Chainage Chainage Span/opening Remarks (Km) (Km) 43 - 61.170 1x3x2 44 - 61.825 1x3x2 45 - 62.270 1x3x2 46 - 62.840 1x3x2 47 - 63.320 1x3x2 48 - 63.630 1x3x2 49 - 63.827 1x3x2 50 - 64.050 1x3x2 51 - 64.313 1x3x2 52 - 64.850 1x3x2 53 - 65.390 1x3x2 54 - 65.860 1x3x2 55 - 66.370 1x3x2 56 - 67.230 1x3x2 57 - 67.340 1x3x2 58 - 68.140 1x3x2 59 - 68.330 1x3x2 60 - 68.440 1x3x2 61 - 68.770 1x3x2 62 - 69.077 1x3x2 63 - 69.597 1x3x2 64 - 70.380 1x3x2 65 - 70.530 1x3x2 66 - 70.865 1x3x2 67 - 71.390 1x3x2 68 - 71.770 1x3x2 69 - 72.404 1x3x2 70 - 72.880 1x3x2 71 - 73.295 1x3x2 72 - 73.690 1x3x2 73 - 74.000 1x3x2 74 - 74.560 1x3x2

Table 10-18: List of Culverts for Reconstruction

Sl. No Existing Chainage (Km) Design Chainage (Km) Span Remarks, if any

1 0.136 0.170 1x3x2.0 2 1.387 1.421 1x3x2.0 3 2.289 2.324 1x3x2.0 4 3.166 3.201 1x3x2.5

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Sl. No Existing Chainage (Km) Design Chainage (Km) Span Remarks, if any

5 4.880 4.915 1x3x2.0 6 5.662 5.693 1x3x2.5 7 6.301 6.336 1x3x2.0 8 7.851 7.886 1x3x2.0 9 8.582 8.617 1x3x2.0 10 9.076 9.110 1x3x2.0 11 10.754 10.789 1x3x2.0 12 11.829 11.863 1x3x2.0 13 12.482 12.516 1x3x2.0 14 13.640 13.674 1x3x2.0 15 14.958 14.992 1x3x2.0 16 15.657 15.691 1x3x2.0 17 17.399 17.433 1x3x2.0 18 19.383 19.403 1x3x2.0 19 19.789 19.809 1x3x2.0 20 20.926 20.947 1x5x2.5 21 21.156 21.176 1x5x2.0 22 22.048 22.043 1x3x2.0 23 22.266 22.286 1x3x2.0 24 22.945 22.965 1x3x2.0 25 23.918 23.938 1x3x2.5 26 24.512 24.532 1x3x2.0 27 25.246 25.266 1x3x2.0 28 27.243 27.256 1x3x2.0 29 28.031 28.044 1x3x2.0 30 29.032 29.045 1x3x2.0 31 30.368 30.381 1x3x2.0 32 31.021 31.034 1x3x2.0 33 34.585 34.596 1x3x2.0 34 34.990 35.000 1x3x2.0 35 35.826 35.835 1x3x2.0 36 36.578 36.589 1x3x2.0 37 37.154 37.164 1x3x2.0 38 37.308 37.318 1x3x2.0 39 37.612 37.631 1x3x2.0 40 38.049 38.058 1x3x2.5 41 38.300 38.304 1x3x2.5 42 39.321 39.322 1x3x2.5 43 39.675 39.673 1x3x2.5 44 40.141 40.138 1x3x2.0 45 41.103 41.094 1x3x2.0 46 41.663 41.654 1x3x2.0 47 42.391 42.382 1x3x2.0

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10.15 PROPOSED RIGHT OF WAY

The 60.0 m of ROW is available along the project highway. However land acquisition is proposed at the following locations due to improvement in geometry.

ROW of Keru to Nagaur Road is considered as according to boundary pillars shown by NHAI/JDA. Alignment is finalized to the extent possible within the ROW, considering the design considerations.

Table 10-20 Proposed ROW Details

Existing Chainage Design Chainage Km Right of Remarks From To From To Way (m) 0.000 2.540 0.000 2.300 60 Existing Road 2.540 3.240 2.300 2.900 115 Toll Plaza 3.240 4.140 2.900 3.900 60 Existing Road 4.140 4.340 3.900 4.100 140 Rest Area 4.340 43.300 4.100 43.140 60 Existing Road 16.700 18.560 43.140 45.000 45 Existing Road - - 45.000 62.450 60 Green field alignment - - 62.450 63.050 120 Toll Plaza - - 63.050 73.300 60 Green field alignment 73.300 73.500 140 Rest Area - - 73.500 74.619 60 Green field alignment

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CHAPTER 11.0: PAVEMENT DESIGN

11.1 GENERAL

The existing pavement along the project is flexible in nature except few sections with rigid pavement. The project envisages widening to four lanes with paved shoulder of the carriageway for augmenting the capacity of the project road and significantly extending its service life. Wide paved shoulders are suggested at certain stretches to further enhance the capacity of project. Pavement design includes strengthening of existing pavement and new design flexible and rigid.

The general procedure for design of the flexible pavement for widened portion as new construction as well as strengthening of existing carriageway has been followed as per the guidelines of IRC: 37-2012 – “Guidelines for the Design of Flexible Pavements” and IRC: 81-1997- “Guidelines for Strengthening of flexible road pavements using Benkelman Beam Deflection Technique” respectively. The rigid pavements are designed as per the guidelines of IRC: 58-2015;

Based on the evaluation of the functional and structural properties of the existing pavement, subgrade strength, axle loads and design traffic, the pavement design can be divided into two parts:

1. Design of the new pavement 2. Design of the overlay for existing pavement

New pavement design is based on the design traffic (MSA) and the subgrade strength, however the overlay design will vary for each homogenous sections based on its structural and functional adequacy.

The pavement proposal (widening/reconstruction/overlay/raising) has been finalized in consultation with PWD and same has been proposed below.

11.2 HOMOGENOUS SECTIONS FOR PAVEMENT DESIGN

The new pavement design is carried out for homogenous sections, based on the traffic flow. The homogeneous sections are given in Table 11-1.

Table 11-1 Homogenous Sections

Starting Ending Section No Length (m) Existing km Place Existing km Place I 0.000 Dangiywas 46.400 Keru 46.400 II 46.400 Keru 75.000 Nagaur 29.00

11.3 VEHICLE DAMAGE FACTOR

Axle load surveys have been conducted at two locations, to ascertain Vehicle Damage factors (VDF) values along the existing project road at 20+500 and 37+400 of existing Jodhpur Ring Road. The VDF values arrived from the analysis given in Table 11.2.

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Table 11-2 VDF Calculated

Mode Dangiywas - Keru Keru - Dangiywas Jhalamand (km 20.500) LCV 1.33 0.77 2-axle 4.67 8.65 3-axle 7.24 8.79 MAV 13.74 11.63 Bus - 0.01 Chokha (km 37.400) LCV 0.28 2.13 2-axle 2.68 8.82 3-axle 8.36 8.62 MAV 13.12 4.38 Bus 1.55 2.26

The total commercial volume on the project road is given below:

Table 11-3 Commercial Vehicle Traffic

Jhalamand Chokha Village Mode Km 20.500 Km 37.400 LCV 413 456 Bus 83 288

2A 727 1237

3A 846 636 MAV 1201 810 TOTAL 3270 3427

The calculated VDF and the projected commercial volume have been used to arrive at the design msa (million standard axles) for the project road as given in Table 11-4.

Table 11-4 MSA Adopted

MSA for 15 yrs excluding 3 yrs Links Link Description construction period Section-1 Jhalamand (Km 0.000 to Km 22.500) 121.54 Section-2 Chokha (Km 22.500 to Km 46.400) 110.25

11.4 PAVEMENT DESIGN

Pavement design for new carriageway is done based on IRC: 58-2015, considering construction period of two years and design life of 30 years. The service roads are designed as per IRC: 37-2012.

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11.5 RECONSTRUCTION STRETCHES

The existing pavement from Dangiywas to Keru is proposed for reconstruction, as the concentric widening proposed all along with 5 m of median and also considering the embankment condition of existing pavement.

11.6 DESIGN OF RIGID PAVEMENT

Rigid pavement has been proposed for main carriageway and at toll plaza. The rigid pavement design for these sections has been designed according to IRC 58-2015.

The following input parameters have been used in designing the rigid pavements: • Modulus of Elasticity of Concrete : 3X105 • Poisson’s Ratio: 0.15 • Coefficient of thermal Ex0pansion of Concrete 10X10-6 • Tire Pressure 8 Kg/Cm2 • Subgrade CBR 8% • Design Life (yrs.) 30

Rigid pavement has been proposed at following locations:

Based on the above parameters the rigid pavement design is proposed as given in Table 11-5.

Table 11-5 Proposed Rigid Pavement Design

Rigid Pavement Composition (mm) Homogeneous Sub-grade with Direction PQC DLC GSB Section effective CBR of 8% (mm) (mm) (mm) (mm) For Main Carriageway & Toll Plaza Locations

Homogeneous Dangiywas -Jhalamand 270 150 150 500 Section-I (0.00 to 22.500) Jhalamand -Dangiywas 270 150 150 500

Homogeneous Jhalamand - Keru 270 150 150 500 Section-II (22.500 46.300) Keru - Jhalamand 280 150 150 500

The rigid pavement thickness varies from 270-280 mm, in different sections of the project road. Considering the heavy axle loads and feature growth of traffic, the following uniform rigid pavement design is proposed. Based on the above parameters the recommended rigid pavement design is given in Table 11-6.

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Table 11-6 Recommended Rigid Pavement Design

11.7 DESIGN OF FLEXIBLE PAVEMENT

Flexible pavement for the service road has been designed for 10 MSA traffic with bitumen grade of VG 40 and effective design CBR of 10%. The flexible pavement design has been done in accordance to IRC 37-2012. The pavement design so carried out is given below in Table 11.7.

Table 11.7: Proposed thickness for Proposed Service Roads

Crust Composition Thickness (mm) Thickness (mm) for Two lane road (From 0 to 1.600) BC 40 40 DBM 60 50 WMM 250 - GSB 200 - TOTAL THICKNESS 550 -

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CHAPTER 12.0: COST ESTIMATE

12.1. INTRODUCTION AND ASSUMPTIONS

The cost estimates have been prepared for the project road considering the recommended alignment. The estimate has been prepared for widening/reconstruction the existing stretches to 4-lane carriageway with paved shoulders on both sides with rigid pavement and flexible pavement service roads.

12.2. ADOPTION OF UNIT RATES

12.2.1. Based on rate analysis

The basic rates of construction items have been analyzed on the basis of Standard Data Book 2001 published by MORT&H following “Guidelines for Costing Methodology to be adopted for framing up Cost Estimates”. Hiring charges of machinery have been taken from the SOR NH Circle Jaipur for the year 2016-17. Minimum wages of labors have been considered to prescribed by labor department vide Gazette of India .Also latest SOR of NH Division 2016-2017 NH Circle has been considered.

12.2.2. Based on market rates

For items where these rates are not available, the rates were adopted as per previous experience of the consultants / Market rates. The basic rates of machinery have also been adopted as per previous experience/market rates. For rate analysis of bituminous items, the basic rates of all grade of bitumen recommended in the project are latest rates of Mathura Refinery.

12.3. BILL OF QUANTITIES FOR CIVIL WORKS

The bill of quantities for civil works has been prepared on the basis of preliminary design.

12.4. COSTING FOR SAFETY DEVICES

Adequate numbers of road signage and pavement markings have been considered as a safety measures while making costing for road safety to give proper information to the road users to avoid accident on the project road. Details of road safety devices and their costing are given in Bill No.10 of cost estimates attached separately.

12.5. COST OF R & R

A tentative estimate of cost for Rehabilitation & Resettlement has been worked out to Rs. 29.572 crores, which covers all components of compensation, assistance and entitlements. The detailed break up of R&R cost will be submitted in Project Report.

12.6. COST OF ENVIRONMENTAL MITIGATION PLAN

Environmental costs include the cost of cutting of trees (compensatory afforestation), rehabilitation of water source such as hand pumps, wells, bore wells and ponds, noise protection measures near sensitive locations, air, water and noise quality monitoring at different stages and the cost of environmental enhancement along the project road. Details are given in chapter 9 of the report.

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12.7. ANY OTHER ASSOCIATED COST

No other associated cost has been taken.

12.8. TOTAL COST ESTIMATES

The detailed cost estimates is given Volume-IV Cost Estimate. Cost estimation is important for the feasibility study as it provides vital input to the economic and financial evaluation of the project. The estimate has been prepared for widening and new carriageway. Quantities for all the structures are calculated separately to arrive cost. The abstract of the cost estimate for Dangiywas to Nagaur road for a length km 74.619 is given in Table 12.1.

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Table 12.1 Abstract of Cost Estimate Sr. Amount in Particulars Amount (INR) No. Crores 1 Site clearance and Dismanteling 3,66,91,420 3.669 2 Earth Work 77,07,15,568 77.072 Grannular Sub Base Courses and Base Courses ( 3 78,24,63,305 78.246 Non- Bituminous ) 4 Bituminous and Rigid Pavement Courses 3,64,75,65,989 364.757 5 Culverts 41,93,70,679 41.937 6 Bridges a) Minor Bridges 9,78,70,115 9.787 b) FO, ROB 76,49,03,153 76.490 c) VUP/PUP 10,68,41,831 10.684 d) RE Wall 1,22,09,07,131 122.091 7 Drainage & Protective Works 74,22,59,396 74.226 8 Junctions 6,21,74,161 6.217 Traffic signs, Road markings and other road 9 24,06,55,738 24.066 appurtunences Miscellaneous Works including truck lay bye and bus 10 57,26,55,993 57.266 lay bye 11 Maintenance of roads 3,99,61,832 3.996 12 Toll Plaza (2 nos) 35,81,99,651 35.820 Civil Cost (2016-2017) 9,86,32,35,964 986.32 Total Civil Cost (2016-2017) 9,86,32,35,964 986.32 Centenges @15% 1,47,94,85,395

Total Project Cost 1,134.27 11,34,27,21,358

Cost Per Km in Crores (On Civil Cost) 13.22

Cost Per Km in Crores (On TPC) 15.20

Utility Shifting 200.00 2,00,00,00,000.00 Land Acquisition, Resettlement and Rehabilitation 29.59 Cost 29,58,97,079

Environmental Cost @0.3% 2.96 2,95,89,708

Total Capital Cost 1,366.82 13,66,82,08,145

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CHAPTER 13.0: Economic And Financial Analysis

13.1 ECONOMIC ANALYSIS

13.1.1 Investment Appraisal

Two alternatives have been considered for the economic analysis. The first is “without Project” (do minimum) where the project road, is considered without improvement proposals. In this case, the future traffic volume will continue to flow on the existing two-lane road, Intermediate and Single Lane road. In the HDM model analysis, this ‘Do Minimum’ alternative will form the base strategy against which all other strategies will be compared. The second is ‘With Project’ alternative. This corresponds to the up gradation of existing project road to four lane with paved shoulder facilities. Total Design Length of the stretch is 73.619. In order to arrive at the net benefits associated with the second strategy, it is compared with ‘Do Minimum Alternative’. By comparing the above alternatives, the net agency costs and net user costs and finally net project benefits, associated with the project during its analysis period are calculated, for the improvement option in order to arrive the Economic Internal Rate of Return (EIRR) and Economic Net Present Value (ENPV). In brief, the following two strategies have been considered and evaluated in this study:

13.1.2 "Without Project" alternative

Strategy 1: This is the “Do Minimum Scenario”. In this scenario, the agency performs routine maintenance and pothole patching every two years from the starting year. It will receive functional overlay of 30 mm overlay after every 10 years. This would have effect of reducing the surface roughness to IRI 3.0 m/km.

This strategy has been termed “Do Minimum Scenario” where the existing road network is maintained at current levels and no improvements are envisaged. In this situation, the projected future traffic is assumed to use the existing road in a congested traffic flow condition.

Agency costs (maintenance cost), distance and time related vehicle operation costs together with travel time costs and accident costs pertaining to this alternative will form the base on which net project cost and benefit streams during the analysis period are calculated for each ‘with project’ alternative.

13.1.3 "With Project" alternative

Strategy 2: This is the scenario with the upgrading of the project road to a 4 Lane + PS. Once the construction is complete, the agency will perform the routine maintenance annually and periodic maintenance will, whenever IRC reaches 4 and above.

This strategy forms a ‘With Project’ alternative and is compared to ‘Without Project’ alternative.

13.1.4 HDM Model Input Data

General

The following general input values have been considered for the HDM Model as presented in Tables 13.1 to 13.5 below.

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Table 13-1: General Inputs for HDM Model

Description: Run Date 28-03-2017 Discount Rate (%) 12% Analysis Period (years) 30 Calendar Year of Initial Year 2017 Output Currency Name Indian Rupees Input Currency Name Indian Rupees

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Table 13-2: HDM Input Basic data

AADT in nos. Speed Flow Road Surface Length Carriageway Shoulder ID Name Climate Zone MT NMT Remarks Type Class Class (km) Width (m) Width (m) Section I Tropical-hot-sub- A-01 From Km 0.000 to Two Lane Primary Bituminous 45.00 7.00 1.00 11363 43 - humid 45.00

Table 13-3: Condition of Project Road

Roughness IRI Total Cracking Ravelled Area (%) Potholes Edge Break Rut ID Condition Year (m/km) Area (%) ACRA ARV (no./km) (m²/km ) Depth (mm) 1 2016 6 60 15 3 10 0.75

Table 13-4: HDM Input Geometry of Project Road

ID Name Speed Flow Type Rise + Fall (m/km) Curvature Deg/km Horizontal Super elevation (%) Speed Limit (kmph) Section I A-01 Two Lane 1.00 15 3 40 From Km 0.000 to 45.00

Table 13-5: HDM Input: Road Sections – Pavement Condition of Project Road

Last Re- Current Surface Thickness Previous Surface Base Thickness Material Type Construction/New Last Rehabilitation Year (mm) Thickness (mm) (mm) Construction Year Asphalt Concrete (AC) 40 100 2007 2007 250

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Traffic

The Assignable traffic likely to use the proposed project road has already been discussed in Traffic Chapters of this report. For the economic analysis, fast moving motorised traffic including two wheelers and non-motorised vehicles have been considered.

Capacity of the road

There are few suggestions with respect to maximum capacity of roads in India. IRC 64-1990 provides design service volume based on level of service B (volume to capacity ratio of 0.5) and a peak hour share of 10%. It is also suggested that the capacity will increase by 15% with 1.5 m paved shoulders. The HDM model suggests even higher capacities. Both are compared in Table 13.6. Based on this comparison, maximum capacities as per IRC 64 are considered reasonable to use.

Table 13-6: Suggested Capacities for Plain/Rolling Terrain (PCU/Hr)

Width / Lane Shoulders Maximum Capacities Configuration (Width & Type) IRC-64 HDM 2-Lane (7m) Nil 1500 2800 2-Lane (7m) 2 x 1.5m – Paved 1725 - 4-Lane Dual Nil 6400 8000 4-Lane Dual 2 x 1.5m - Paved 7360 -

Growth Rate

Traffic growth rates necessary to estimate traffic levels in future on project road are products of economic factors of the influence area and elasticity of traffic demand. Normal – most likely growth scenario has been considered for economic analysis.

Base year traffic as given in Traffic Chapters of this report is considered in the econometric analysis.

13.1.5 Project Costs

Capital Costs

The capital costs of the construction / up-gradation of the project road including the phasing of investment during the construction period have been calculated. The total capital costs (including road works, bridges, culverts and utilities, land acquisition, resettlement and rehabilitation, quality and project development charges at current prices with contingency costs for road works and structures have been considered.

The capital costs (financial) of the project road have been converted into economic costs by using a standard conversion factor of 0.90, to construction costs (road works and structures). The economic cost of land acquisition, R & R, quality and project development cost has been taken as the same as financial cost, without resorting to shadow pricing or assessing opportunity cost in any other

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Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajastha Eeconomic and Financial Analysis alternative. The project costs, over the construction period, are shown in Table 13.7 below.

Table 13-7: Project cost taken in analysis (in Rs.)

Total Project Cost 11,342,721,358 Utility Shifting @0.5% 2,000,000,000.00 R&R Cost 295,897,079 Environmental Cost @0.3% 29,589,708 Total Capital Cost 13,668,208,145

Table 13-8: Percentage Distribution of Cost

Year I Year II Year III 30 40 30

Routine and Periodic Maintenance The various maintenance costs have been divided into two parts: routine and periodic maintenance. The salient features and construction policy for the both types of are mentioned below.

Routine and Periodic maintenance has been taken as given in the table below.

Table 13-9: Annual operation and Maintenance Cost

Routine Maintenance for exiting two Lane carriageway Rs. 200000 per km Routine Maintenance for Proposed four Lane with Paved Rs. 450000 per km Shoulders Periodic Maintenance for Two Lane Carriageway Rs. 2000000 per km Periodic Maintenance for Four Lane with Paved Shoulders Rs. 2254000 per km Carriageway

Other maintenance: additional operational expenses associated with project such as traffic signposts, lighting etc., are considered as annual charges and included in routine maintenance costs. For annual supervision & administration charges, it has been assumed that the arrangement under ‘without project’ will continue for the ‘with project’ situation.

The Residual value No residual value has been taken for the Project road.

Road User Costs The economic cost inputs that are required for estimating road user costs are: • Price of selected (popular) models, by vehicle type • Tyre prices • Fuel cost including oil • Crew cost (wages of drivers / assistants) • Time costs for : - Passengers - Freight (holding cost)

The cost of vehicles and tyres were collected from the manufacturers, and dealers. All the transfer

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Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajastha Eeconomic and Financial Analysis payments such as sales tax, excise duty and octroi are deducted from the financial cost to arrive at the resource cost. A pilot survey has been conducted to estimate the wages of drivers and their assistants. The crew cost is estimated with 2400 hours of work time per annum. With respect to maintenance and labour costs, local workshops have been contacted to assess the annual wage bill and assuming 2400 hrs of work per annum, the labour costs have been calculated per hour.

The value of passenger time has been calculated based on the average annual income of passenger collected with the assumption of 2400 hours of work time per annum. About 30 percent of the trips are assumed to be made during non-work hours. Finally, a weighted average of time value per hour has been calculated. Time saving values applicable to 1990 (IRC SP: 30 - 1993) have been adopted.

Based on the above considerations, the economic costs estimated for different VOC components are presented in Table 13.10 below.

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Table 13-10: Vehicle Characteristics, Utilization Data and Economic Unit Costs

Car Basic Characteristics 2-Wheelers Mini Bus Bus LCV 2-Truck 3-Truck MA-Truck (NT) A. Vehicle Characteristics Gross Vehicle Weight (t) 1.5 0.4 5.0 10 5.0 15.7 20 30 ESAL Factor Per Vehicle 0 0 1.00 1.0 1.00 4.50 11.90 7.34 Number of Axles 2 2 2 2 2 2 3 4 Number of Tyres 4 2 4 6 4 6 10 14 Number of Passengers 3 1 20 40 0 0 0 0 B. Vehicle Utilization Data Service Life (Yr.) 10 10 10 10 10 10 10 10 Hours Driven per Yr. 1400 1200 2000 2200 2000 2200 2400 2000 Km Drive per Yr. 50000 22000 50000 65000 75000 80000 85000 85000 Annual Interest Rate (%) 12 12 12 12 12 12 12 12 C. Economic Unit Costs New Vehicle Price (Rs.) 419255 41700 650000 1314530 1114860 1374790 2239270 2562740 New Tire Price (Rs.) 1251 1000 4373 20000 4373 20000 20000 20000 Maintenance Labour (Rs./hr.) 60 60 60 60 60 40 40 40 Crew Cost (Rs./crew-hr.) 0 0 100 150 80 100 100 100 Passenger Time (Rs./pa-hr.) 100 60 60 50 0 0 0 0 Cargo Time (Rs./veh-hr.) 0 0 0 0 60 100 60 120 Petrol Price (Rs./ kg.) 40 Diesel Price (Rs./lt.) 50 Lubricants Price (Rs./kg.) 150

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Economic Evaluation

Project Cost

The initial financial cost of construction of Rs. 13,642,447,599 (exclusive of interest during construction cost) is taken for analysis with routine and periodic maintenance costs.

Economic Analysis

The life cycle economic benefits and costs, ENPV and EIRR are calculated considering: g) VOC savings as a project benefit and h) With all savings (VOC and Travel time) as a project benefit. i) Agency capital costs j) Agency recurrent costs

Economic analysis of the project road has been carried out and the summary of findings is attached in Table 13.11.

Table 13-11: Summary of NPV and EIRR of Project Road

Proposed Length NPV Discounted Section EIRR (%) (km) (Rs. millions) Dangiywas to Keru 45.00 48,630.02 15.1

Project Viability

The obtained economic internal rate of return is 15.1 %, which is greater than the targeted EIRR of 12%. The development of the project road will useful for people along the project road and shall be very useful to uplift the infrastructure and society along the project road. Therefore, recommended to develop the project road to four lane paved with shoulders facility.

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13.2 FINANCIAL ANALYSIS FOR HYBRID ANNUITY MODE

13.2.1 General

As an additional option, project was analyzed on Hybrid Annuity Model for PPP projects. Hence, the project financials have been worked out as per the Model Concession Agreement for PPP in Hybrid Annuity Projects issued in November 2015 by Government of India.

13.2.2 Key assumptions

The main assumptions made for undertaking the financial analysis are as follows: • Project Cost: The EPC/civil cost of the project has been considered as Rs.986.36 crore • Period of Analysis: The construction period for the project has been assumed as 24 months. Total concession period including construction period is considered as 17 years (2 Years Construction Period + 15 Years Operation Period) • Project Phasing: The development phasing for the Project has been considered is given in Table 13.15 below.

Table 13.12: Development Phasing Considered for the Project

2019 2020 Construction Phasing 40% 60%

• Depreciation Rate is taken as below:

Amortization of the project cost CBDT Circular 9 of 2014 dated 23 April For Tax calculation 2014

Amortization of the Project Cost (intangible assets) as per Schedule II to For Booking Purpose the 2013 Companies Act

• A Debt-Equity ratio of 70:30 has been assumed. • An inflation factor of 5% (and hence, price index multiple of (1.05)n, where ‘n’ is number of years from appointed date, is considered. This factor is used to ascertain year on year escalation in O&M Costs*. • Bid variable for the project is considered to be the Bid Project Cost and O&M Cost (for first year) as determined by various bidders at the time of bidding. • 40% of Bid Project Cost as bid by the Concessionaire adjusted to price index multiple will be payable to the Concessionaire by the Authority in five equal installments during construction period. Remaining 60% of the same will be payable over next 15 years of operation period along with applicable interest and O&M support. • An interest component is considered to be payable to the concessionaire at the rate of Bank Rate (6.75%) plus 3% on outstanding balance of the Completion Cost after payment of annuity every six months till the end of concession period. Such interest amount is payable along with every biannual installment of annuity payment as per the provisions of Model Concession Agreement.

• Taxation: Tax cost has also been considered to get a picture of the net earnings estimated to accrue to the project. The tax rates have been taken as given in Table 13.16

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Table 13.13: Tax Rates Considered for the Project

Details Corporate Tax Rate MAT Rate Base Tax Rate 30.00% 18.50% Surcharge 12.00% 12.00% Education cess 3.00% 3.00% Effective Rate 34.61% 21.34%

• While estimating the tax liability, whichever is higher of Corporate Tax or MAT, has been considered.

13.2.3 Total Project Cost (Calculated)

These assumptions taken as per MORT&H Circular dated 10th August 2016

The Total Project Cost is calculated in Table 13.17:-

Table 13.14: Total Project Cost of the Project

Sl. No. Particulars Amount (in INR Crores) 1 Civil Construction cost 986.32 2 Escalation 9.86 3 Contingency expenses @ 1% Total civil cost 49.32 4 Total EPC cost (1+@+3) 1045.50 5 IDC 54.58 6 IC/Pre-Operative Expenses 10.45 7 Financing Charges @2% of debt 8.79 8 Centages over EPC Cost (5+6+&) 73.83 Total Project Cost (4+8) 1119.33

13.2.4 Completion Cost

Based on the provisions as provided in provisions in MCA for Hybrid Annuity Framework, the Completion Cost of the project is given in Table 4.1

The Bid Variable Is the Bid Project Cost and the O&M Cost. For a project to be financially viable the Equity IRR should be a minimum of 15% and the project IRR should be greater than weighted average cost of capital (WACC).

The Completion Cost as defined above is linked with the Bid Project Cost. It is important to understand the difference between the terms “Bid Project Cost” and “Total Project Cost”. To understand Bid Project Cost, we should focus at the Bidding Parameters of the Hybrid Annuity model: a. The Bidding parameter consists of two parameters: a. Bid Project Cost (BPC) and b. O &M payment for the 1st year (refer Appendix-IB of RFP).

Bids would be evaluated on the basis of the lowest assessed Bid Price (the “Bid Price”). The Bid Price shall be summation of (a) Net Present Value (NPV) of Bid Project Cost during the Concession Period and (b) NPV of O&M cost (the “O&M Cost”) during the O&M Period, required by a Bidder for implementing the Project and shall be paid as per the provisions of Article 23 of the Concession Agreement.

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The Bidding Variables have been set as following in order to achieve the same. Simulations have been carried out in order to achieve the minimum NPV of Bid Project Cost and O&M Cost.

Bid Variable (in INR Crores) Bid Project Cost 1127.8 First year O&M Cost 40.0

b. A bidder can play with the above two parameters and still get the same NPV. a. A bidder can quote a higher BPC and a lower first year O&M quote (and vice-a- versa): In this case he will get more upfront money as construction support. However, the bidder will get lower O& M Payments b. There are no constraints defined in the MCA on these bidding parameters. Someone can quote a higher BPC and Zero O&M quote for the first year also. c. There is one clause in RFP VOL-I 1.2.8 which says in the event, the Bid Project Cost of the Lowest Bidder is lower by more than 10% with respect to the Estimated Project Cost, the Concessionaire shall submit an Additional Performance Security (the “Additional Performance Security” as per the provision of the Concession Agreement. The Additional Performance Security shall be determined @ 10% of the difference in the Estimated Project Cost and the Bid Project Cost. d. If O&M payment is higher that means it’s a deferred payment in future date which is linked with the price index. e. Further to clarify the query Please refer to the clause 23.1 where it has mentioned the” Bid Project Cost specified herein represents the amount due and payable by the Authority to the Concessionaire and may be less than, equal to, or more than the Estimated Project Cost”.

Based on these assumptions above, the completion cost is calculated as per provisions of MCA for Hybrid Annuity Model Clause 23.6 of MCA defines “Completion Cost” as the summation of A, B, C, D, E, and F below:

A. 20% of the Bid Project Cost adjusted for the Price Index Multiple as applicable on the Reference Index Date preceding the date of report confirming 20% Physical Progress. B. Another 20% of the Bid Project Cost adjusted for the Price Index Multiple as applicable on the Reference Index Date preceding the date of report confirming 40% Physical Progress. C. Another 20% of the Bid Project Cost adjusted for the Price Index Multiple as applicable on the Reference Index Date preceding the date of report confirming 60% Physical Progress. D. Another 15% of the Bid Project Cost adjusted for the Price Index Multiple as applicable on the Reference Index Date preceding the date of report confirming 75% Physical Progress. E. Another 15% of the Bid Project Cost adjusted for the Price Index Multiple as applicable on the Reference Index Date preceding the date of report confirming 90% Physical Progress. F. Another 10% of the Bid Project Cost adjusted for the Price Index Multiple as applicable on the Reference Index Date preceding the COD.

The value of completion cost determined this way is

Table 13.15: Completion Cost of the Project

Completion Cost Calculation Project part Price index Completion cost

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Completion Cost Calculation Project part Price index Completion cost

A 20% 210 237.2 B 20% 215 242.9 C 20% 219 246.6 D 15% 221 187.1 E 15% 224 189.2 F 10% 225 127.1 Total 1230.08

13.2.5 Financial Indicators

Based on the above stated inputs, the exercise of financial analysis has been carried out for the proposed project. The indicators estimated in the process are:

(Post-Tax) Project - Internal Rate of Return (P-IRR)

IRR indicates the return a project will generate over a period of time. It is that rate of discount, which makes the Net Present Value equal to zero. Internal Rate of Return on Project is the return on the total project cash flows.

(Post-Tax) Equity - Internal Rate of Return (E-IRR)

IRR indicates the return a project will generate over a period of time. It is that rate of discount, which makes the Net Present Value equal to zero. Internal Rate of Return on Equity (E-IRR) is the return that accrues on the equity investment. The return for viability depends upon the expectation from the investment and accounts for taxes, interest, loan repayment, etc.

13.2.6 Conclusion

To achieve a target IRR of 15% and project IRR > WACC,

• Project IRR comes out to be 5.60 % • Equity IRR comes out to be 20.53 %

The NPV of (Bid Project Cost + First Year O&M Cost) comes out to be 1287.40 Cr • Bidding Variables: o Bid Project Cost = 1127.80 Cr o First Year O&M Quote = 40 Cr

*The results are obtained after carrying out simulations (varying the bid project cost and the first year O&M quote)

#It may be noted that any variation in the above mentioned assumptions or the structure of the project, the results may vary significantly.

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ANNEXURE 1 – Revenue for the Concessionaire (Operation Period: 15 years)

*All figures in Rs. Crores 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035

Annuity 1.99 4.06 6.35 9.31 12.26 15.66 19.21 23.12 27.85 33.24 39.59 47.13 56.22 67.07 80.15

Interest 71.94 71.64 71.14 70.38 69.33 67.97 66.27 64.21 61.73 58.76 55.21 50.99 45.96 39.97 32.80 O&M Payments 46.95 49.30 51.77 54.36 57.08 59.93 62.93 66.08 69.39 72.86 76.50 80.33 84.36 88.57 93.00 Sum Total 120.89 125.01 129.26 134.04 138.67 143.56 148.41 153.42 158.97 164.86 171.31 178.45 186.53 195.61 205.95

Total Payouts by the authority over the concession period:

Construction Support 491.38 Annuity 443.22 Interest 898.30 O&M Payments 1013.42 Sum Total 2846.32

Annuity Payment Schedule:

Annuity payment in 30 biannual installments as per the following proportions:

1 2 3 4 5 6 7 8 9 10

0.10% 0.17% 0.24% 0.31% 0.38% 0.48% 0.58% 0.68% 0.78% 0.88%

11 12 13 14 15 16 17 18 19 20

1.00% 1.12% 1.24% 1.36% 1.48% 1.65% 1.80% 1.97% 2.15% 2.35%

21 22 23 24 25 26 27 28 29 30

2.56% 2.80% 3.05% 3.33% 3.64% 3.97% 4.34% 4.74% 5.20% 5.65%

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CHAPTER 14.0: CONCLUSIONS AND RECOMMENDATIONS

14.1 CONCLUSIONS AND RECOMMENDATIONS

In total 19 flyovers, such as Underpass/VUP/PUP/ROB is proposed on NH, SH, MDR and other major city roads, considering safety and free flow requirement on ring road.

Recommended for implementation of project road on Hybrid-Annuity mode with fifteen years of operation period.

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