E. Executive Summary

E. EXECUTIVE SUMMARY

E.1 INTRODUCTION Good transportation systems are lifeline to the area they serve. Roads bring about all-round development in the region. A good road network helps in the success of all development activities, be it in the sphere of movement of people and goods, agriculture, commerce, education, health, and social welfare, or even maintenance of law and order and security. The government of India has envisaged the development of coastal regions spread across the country. In view of this, a scheme named “Bharatmala” has been proposed in such a way to provide connectivity among all the towns and villages (along with ports) which are along the coastal line all along the country. National Highways Authority of India (NHAI) is responsible for assigning the work of Project Management Consultancy for the selected road stretches/corridors of various roads in the states of Bihar, Gujarat, Rajasthan, Uttar Pradesh, West Bengal, Tamil Nadu & Puducherry and Odisha to 2/4 lane with paved shoulder NH configuration. The project corridor is of 51.500 km in length. Most of the stretch passes through plain terrain and the predominant land observed is agriculture followed by barren/waste land and built-up. NHAI has appointed M/s Aarvee Associates Architects Engineers &Consultants Pvt. Ltd. to provide consultancy services for "Feasibility Study / Detailed Project Report for Ratanpur - Dhamra - Basudevpur - Talapada - Chandipur - Chandaneshwar - Digha for upgradation to Two/Four Lane with paved shoulder NH configuration under BHARATMALA Project “

E.2 SCOPE OF SERVICES As per Terms of Reference (ToR), the project study consists of preparation of the following: • Fixing of Alignment of proposed expressway • Initial traffic surveys and demand assessment • Initial social impact assessment and assessment of land to be acquired • Initial Environmental impact assessment • Preparation of general arrangement drawings for Bridges and Tunnels • Preparation of Plan & Profile of the proposed road & pavement design • Preparation of indicative BOQ and rough cost estimates • Economic and Financial analysis of the project

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E.3 PROJECT STRETCH The proposed stretch in the state of Odisha is from Ratanpur - Dhamra and is of 53.000 km in length.

Section Chainage State Length (km)

Km 91.000 to Basudevpur - Chandipur Odisha 51.500 Km 142.500

Figure E - 1: Index Map of the Project Stretch

E.4 SALIENT FEATURES TERRAIN & LAND USE Most of the stretch passes through plain terrain and the predominant land use observed is agriculture followed by barren/waste land and built-up.

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BUILT-UP LOCATIONS The project stretch passes through many built up. The important villages are Basudevpur, Gopalpur, Gud, Ananthapur, Orasal, Srijang, Gudu and Srikona. ALIGNMENT PASSING IN EACH DISTRICT-WISE The alignment passes through two districts namely Bhadrak and Balasore districts. Below table shows the district wise lengths.

S.No. District Length (km.)

1 Bhadrak 9.450

2 Balasore 42.050

E.5 SURVEYS AND INVESTIGATIONS The studies and investigations carried out during the study comprised mainly of the following: • Topographic Surveys along the existing alignment • Traffic surveys viz. Classified Traffic Volume Count, Axle Load, Origin Destination and Commodity Movement etc., including collection of secondary data for traffic projections • Collection and laboratory testing of soil samples from pits adjacent to the existing road • Identification of borrow areas for different types of pavement and bridge construction material, collection of samples and their analysis • Environmental baseline studies and Public Consultations

E.6 TRAFFIC STUDIES Based on reconnaissance studies, the locations for conducting various traffic surveys were finalised. The traffic surveys viz., Classified Traffic Volume Count, Axle Load, Origin Destination and Commodity Movement etc. including collection of secondary data for traffic projections were carried out in the month of February-2017. Secondary data was collected for the purpose of determining the Seasonal Variation Factors and Growth Rates at various count stations for different vehicle categories. The identified locations for traffic surveys are given below: Location A1: Km. 2.400 on NH 5A near Paradip port Location A2: Km. 0.000 on SH 85 near Dhamra Location A3: Km. 49.200 on MDR near Basudevpur Location A4: Km. 145.800 on NH 16 near Bhadrak Location A5: Km. 2.000 on SH 51 near Chandaneswar Location A6: Km. 3.300 on MDR near Egra

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E.7 ANALYSIS OF TRAFFIC STUDIES

E.7.1 ANNUAL AVERAGE DAILY TRAFFIC (AADT) The Average Daily Traffic volumes of different types of vehicles were assessed from Volume Count Survey and the AADT figures were calculated after applying seasonal correction factors for different types of vehicles (diesel / petrol) for the month of February. AADT values for different sections are given in Table - E.1.

E.7.2 VEHICLE DAMAGE FACTOR The VDF values observed for different types of vehicles are given in Table - E.2.

E.7.3 TRAFFIC GROWTH RATES Traffic growth rates are an important parameter for projecting the traffic for the design life of pavement. The projected traffic, in turn, will form the basis for capacity assessment, pavement design, and economic and financial viability analysis. Growth rates adopted for different types of vehicles are given in Table - E.3. Table - E.1: Average Annual Daily Traffic Survey Location Km. Km. Km.145.8 Km. Km. 2.000 Km.3.300 Vehicle Type 2.400 on 000 on 0.00 on 49.200 on SH on MDR NH 5A NH 16 SH 85 on MDR 51 Total 29203 17041 2890 7391 10855 7058 Traffic(Vehicles) Tollable 10039 10777 404 448 861 2419 Traffic(Vehicles) Total 33854 30566 1855 4729 6805 6615 Traffic(PCU’s) Tollable 23552 27136 540 571 1398 3833 Traffic(PCU’s)

Table - E.2: Vehicle Damage Factors at Survey Location At At Paradip At Bhadrak At Dhamra Chandaneswar Mode To To To To To To To To Basude Paradip Bhadrak Bhadrak Kolkata Dhamra Balasore Digha vpur 2 Axle 1.61 2.45 2.23 3.31 1.71 1.21 1.64 2.03 3 Axle 4.78 2.46 3.56 8.43 3.15 7.22 2.90 4.97 M Axle 6.87 3.41 3.48 7.88 - - 6.21 6.64 LCV 1.10 1.15 2.04 1.10 1.52 1.51 1.24 1.26

The axle load surveys were conducted on the adjoining network of the project stretch to calculate the VDF values and the values were assigned to the project

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corridor. The values were found to be abruptive and are not replicating the exact VDF values which are coming on the project stretch. Hence a VDF value of 4.5 is adopted for calculation of MSA. Table - E.3: Recommended Traffic Growth Rates 2 3 Period Cars/Jeeps Bus Goods Wheelers Wheelers Upto 2017 5.00% 5.00% 5.00% 5.00% 5.00%

2018-2022 5.00% 5.00% 5.00% 5.00% 5.00%

2023-2027 5.00% 5.00% 5.00% 5.00% 5.00%

2028-2032 5.00% 5.00% 5.00% 5.00% 5.00%

2033-2037 5.00% 5.00% 5.00% 5.00% 5.00%

2038-2042 5.00% 5.00% 5.00% 5.00% 5.00%

2043-2047 5.00% 5.00% 5.00% 5.00% 5.00%

E.7.4 TRAFFIC ASSIGNMENT ON PROJECT CORRIDOR

Step 1: The entire project stretch has been divided into packages along the project stretch and the package have been chosen at such location where possible diversion of existing traffic is expected on to the proposed alignment from National/ State Highways/MDR's.

• Stretch from Basudevpur to Chandipur

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Figure E-2: Package break up of Project Stretch Step 2: Influential zones were identified for individual sections (packages) from where traffic is expected to get diverted. Such section-wise zones have been marked up and grouped together. This aids in arriving at traffic figures expected to ply on individual sections of project stretch.

Step 3: Upon arriving the traffic on individual sections, total traffic on project stretch is calculated by cumulative summation of applicable section-wise traffic figures. Care has been taken to segregate sections and assign traffic depending upon their origin and destination characteristics.

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(Dhamra port capacity reaching to 110.80MMT)., 2036 (Dhamra port capacity reaching to 170.82MMT), 2046 (Dhamra port capacity reaching to 251.95MMT).

*Source: ( http://paradipport.gov.in/Chairman_msg.aspx), Data collected from Dhamra port authority

Step 6: In a nut shell, in order to estimate the travel demand on the project road the shortest path method is considered to analyze the traffic data. The traffic on the package is arrived by considering the influence of O-D survey at all six locations. For example, if the traffic is generated at Paradip (Location A1) and destined to Digha (Location A6), then the traffic is assigned on the Package – 1, 2 & 3 respectively. Same method is adopted for all packages by considering the shortest distance between the O-D pairs, so that cumulative traffic on each package from all O-D locations is obtained. After arriving the cumulative traffic on each package, the traffic is considered for section-wise (Package) projections. Table - E.4 shows the assigned vehicular volume and PCU on Basudevpur - Chandipur Package.

Table - E.4: Assigned Vehicular volume on Basudevpur - Chandipur stretch

Basudevpur - Vehicle Type Chandipur LCV 75

2 Axle 171

3 Axle 281

M Axle 192 Mini LCV 197

CAR (WB) 715

Bus 96

Mini Bus 24 Tata Magic 59

Total Vehicles 1810

Total 3628 (PCU)

E.7.5 CAPACITY STANDARDS The projected traffic volume on the project stretch is compared against respective capacities and the year during which the projected volume reaches its capacity is given in Table E.8. The Project Highway needs to be designed for a level of service ‘B’ as per the capacity manual IRC:64.

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Table - E.5: Capacity Calculations

Year attaining 4 Lane Traffic in Year S.No. Section/Leg capacity 2017(PCU) Year PCU Basudevpur - 1 3628 2029 10375 Chandipur

E.8 TYPICAL CROSS SECTION The various aspects considered in the TCS are geometric improvements, pavement design, road intersections, cross-drainage structures, grade separated structures, tunnels, overpasses, project facilities, landscaping and tree plantation, etc. The Right of Way is proposed as 60 m. The project stretch is proposed to be constructed with lane width of 3.5 m each, No median is provided, 1.5 m paved shoulder and 2 m earthen shoulder on either side of the carriageway. The typical cross sections proposed for the construction of corridor are as follows: • Type – 01: Typical cross section of Two laning with paved shoulder by Eccentric Widening (LHS) • Type – 02: Typical cross section of Two laning with paved shoulder by Eccentric Widening (RHS)

• Type – 03: Typical cross section of Grade Separated structure with slip roads both Sides by Eccentric Widening (LHS)

• Type – 04: Typical cross section of Grade Separated structure with slip roads both Sides by Eccentric Widening (RHS)

• Type – 05: Typical cross section of Bridge with footpath by Eccentric Widening (LHS)

• Type – 06: Typical cross section of Bridge with footpath by Eccentric Widening (RHS)

• Type – 07: Typical cross section of Grade Separated structure without slip roads by Eccentric Widening (LHS)

• Type – 08: Typical cross section of Grade Separated structure without slip roads by Eccentric Widening (RHS)

• Type – 09: Typical cross section of Grade Separated structure with slip road on RHS

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• Type – 10: Typical cross section of minor bridge with slip road at Km 140.363 E.9 DESIGN OF STRUCTURES

All the major bridges with length greater than 200m shall be of 60m span and those less than 200m span shall be of 30m or 25m span, based on the length. Bow-String girder is proposed for spans of 60m and PSC 'I' girder for spans of 40m, 30m and 25m. The substructure consists of Wall type/rectangular plate pier, resting on pile foundations. All underpasses are of single span and girder type structure is proposed. All new culverts are designed as box culverts. The summary of proposed structures is given in Table - E.6.

Table - E.6: Proposed Structures

S.No. Type Total 1 Box Culvert (No.) 108 2 Major Bridge (No.) - 3 Minor Bridge (No.) 18 4 VUP (No.) 10

E.10 PAVEMENT DESIGN The Preliminary Pavement design is done for both flexible and rigid options. The flexible pavement is designed as per IRC: 37-2012. The rigid pavement is designed using IRC:58-2015. The Sub grade CBR for the new carriage way is considered 10%. Sub grade thickness of 500 mm is considered for both flexible and rigid pavement options.

E.10.1 FLEXIBLE PAVEMENT DESIGN

STAGE CONSTRUCTION

The thickness of sub-base and base of pavement section shall be designed for initial bituminous surfacing for a minimum design period of 8 years. The pavement shall be strengthened by bituminous overlay, as and when required, to extend the pavement life to full operation period. Strengthening in stages for not less than five years at a time can be done.

Design Crust Composition in mm Eff. Bitumen HS Life in MSA Grade CBR (%) Years BC DBM WMM GSB Total

Basudevpur 10 8 18 VG-30 40 75 250 200 565 - Chandipur

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FULL DESIGN LIFE

New pavements shall be designed in accordance with IRC: 37-2012 or any other international standard method/guidelines, subject to the condition that the overall pavement composition shall not be less than the minimum requirement specified in IRC: 37-2012.

Based on the inputs explained in above paragraphs, pavement composition has been arrived for various design alternatives given below.

Table – E.7: Option-1: Conventional Pavement Composition details

Crust Composition in mm Design Eff. Bitumen HS Life in MSA Grade DB WM CBR (%) Years BC GSB Total M M

Basudevpur - 10 15 50 VG-40 40 95 250 200 585 Chandipur

Table – E.8: Option-2: Composition details Bituminous pavement with Cemented base and sub base with crack relief interlayer of aggregate

Crust Composition in mm Desig Eff. Bitum n Life MS Aggr HS en CBR in A egate CT Sub Grade BC DBM CTB Total (%) Years layer Base

Basudevpur - Chandipur 10 15 50 VG-40 50 50 100 80 250 530

Table – E.9: Option-3: Composition details Bituminous pavement with Cemented base and sub base with SAMI interface layer

Eff. Desig Crust Composition in mm n Life Bitumen HS MSA CBR in Grade CT Sub BC DBM CT Base Total (%) Years Base

Basudevpur 10 15 50 VG-40 50 50 140 250 490 - Chandipur

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Table – E.10: Option-4: Composition details Bituminous pavement with Cemented base and Granular sub base with crack relief interlayer of aggregate

Eff. Crust Composition in mm CB Design Bitum HS Life in MSA en Aggrega R CT Years Grade BC DBM te layer GSB Total (% Base )

Basudevpur 10 15 50 VG-40 50 50 100 170 250 620 - Chandipur

ACTUAL STRAINS IN THE PAVEMENT STRUCTURE The actual tensile strains were calculated using the various pavement design parameters as inputs in the IITPAVE programs. The actual strains are computed using various trial pavement structural layer combinations.

The average maximum and minimum temperature is noted as 41 °C and 13 °C respectively. An average pavement temperature of 35 °C has been considered for pavement design and selection of modulus of bitumen.

The tyre pressure used in the analysis was 0.56 MPa(560 Kpa). Standard axle used was dual type, having a mass of 8160 kg. This resulted in a single tyre load of 20,012 N. The poisson's ratio of bituminous layer and granular layer is taken as 0.35 and 0.40 for sub-grade layers. The Pavement structural Analysis with 10% CBR for Option – 3 (SAMI) is given in the Table below:

RECOMMENDED PAVEMENT OPTION

It is recommended to go for Stage Construction as the initial traffic that would ply on the project stretch is minimal. The recommended Pavement Composition is as follows:

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Table – E.11 Recommended Pavement Composition

Design Crust Composition in mm Eff. Bitumen HS Life in MSA Grade CBR (%) Years BC DBM WMM GSB Total

Basudevpur 10 8 18 VG-30 40 75 250 200 565 - Chandipur

E.10.2 Rigid Pavement Design

Table - E.11: Rigid Pavement Design

S.No. Item Description

1 PQC of M40 grade, mm 260

2 DLC of M10 grade, mm 150

3 GSB, mm 150

4 Dia. of Dowel bar, mm 32

5 Length of Dowel bar, mm 450

6 Spacing of Dowel bar, mm 300

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

8 Length of tie bar, mm 580

9 Spacing of tie bar, mm 430

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Feasibility Study/Detailed Project Report for Ratanpur - Dhamra - Package – II: Basudevpur - Talapada - Chandipur - Chandaneshwar - Digha for Basudevpur - Chandipur upgradtion to Two/ Four Lane with Paved Shouder NH Configuration DRAFT DETAILED PROJECT REPORT under BHARATAMALA Project OVERVIEW OF NHAI respect to future developments, it is always advisable to go for maximum thickness among all the four legs throughout the stretch. Depending upon the traffic demand and pavement condition at the end of 10th year, the concessionaire can decide on strengthening of pavement which would optimize his construction and maintenance costs. Life Cycle Cost (LCC) has been carried out with the following options, for the sections as mentioned below.

• Flexible Pavement – Conventional Option (OPTION – I)

• Flexible Pavement – Bitumionous (BC) Pavement with Cementious Base (CTB) and Cementious Subbase (CTSB) with Aggregate interlayer (OPTION – II)

• Flexible Pavement – Bitumionous (BC) Pavement with Cementious Base (CTB) and Granular Subbase (GSB) with SAMI (OPTION – III)

• Flexible Pavement – Bitumionous (BC) Pavement with Cementious Base (CTB) and Granular Subbase (GSB) with Crack relief layer of Aggreagte (OPTION – IV)

• Rigid Pavement Option (OPTION – V)

The above said alternatives have been compared with the base case (Do minimum / stand alone project) for a period of 30 years for the both cases.

Net Present value has been computed for Flexible options as well as Rigid Pavement option. Net Present Value of 30 years for Flexible and Rigid Pavement options are given below.

Table – E.12: Net Present Values (Cr.)

Flexible Pavement

BC with CTB Rigid S.no Section BC with CTB BC with CTB & GSB with Pavement Conventio & CTSB with & GSB with Crack relief nal Option Aggregate SAMI layer of Interlayer aggregate Basudevpur 1 186.14 189.86 162.84 186.70 182.27 - Chandipur

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E.10.4 RECOMMENDED PAVEMENT COMPOSITION FOR SLIP ROADS Service roads have been designed for 10 MSA for 10% CBR. The recommended crust composition of service roads is given below. Table - E.13: Recommended Pavement Composition of Slip Roads

Composition Thickness

Bituminous Concrete (BC) 40 mm

Dense Bituminous Macadam (DBM) 50 mm Wet Mix Macadam (WMM) 250 mm Granular sub base (GSB) 200 mm

Total Crust 540 mm

E.11 TOLL PLAZA Toll plazas is proposed along the project road, with additional Right of Way, service lanes, toll booths, lighting, weigh-in-motion weigh bridge, automatic, semi-automatic and manual toll booths, separate lanes for oversized vehicles etc. The proposed location of toll plazas is given under. Table - E.14: Proposed Toll Plaza Location

Toll Plaza Limits Toll Length Toll Plaza Location S.No. From (Km) To (Km) (km) (Km) 1 91.000 142.500 51.500 118.000

Rigid Pavement has been proposed at the toll plaza locations. 30 years design life has been assumed for finding out the pavement composition at toll plaza locations. The proposed composition of rigid pavement is given below. Table - E.15: Proposed Pavement Composition at Toll Plazas

GSB (mm) DLC (mm) PQC (mm)

150 150 260

E.12 INITIAL ENVIRONMENTAL IMPACT ASSESSMENT The Environmental Impact Assessment (EIA) is aimed at determining the environmental impacts due to the construction and operation of the project road. The major environmental disciplines in the EIA study include topography and land use, soil and agriculture, geology and seismicity, water quality, climate and meteorology, air quality, noise level, terrestrial and aquatic ecology.

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The initial environmental impact assessment is presented in detail in Draft Detailed Project Report.

E.13 INITIAL SOCIAL IMPACT ASSESSMENT The main objective of conducting social screening is to provide inputs of social concerns to be detailed in project design and to avoid or minimize the adverse social impacts with the best possible engineering solutions at minimum cost in close coordination between engineering, environmental and social experts during the entire design process. The social screening exercise is intended to assess the negative impacts (direct, indirect or cumulative) and to suggest mitigating measures to avoid or at least minimize the adverse impacts on nearby communities and natural environment, peoples and properties falling on the direct path of road development, people indirectly affected by the way of disruption of livelihood, breakage in community linkages, impacts arising from land acquisition and resettlement etc.

E.14 COST ESTIMATE The cost estimation for the project is extremely important as the viability and implementation of a project depends on the project cost. Therefore, cost estimates have been carried out with due care. Estimation of preliminary cost, a primary pre-requisite for economic and financial evaluation, has been carried out for construction of new bridges, cross drainage structures, road furniture, bus bays, rest areas, toll plazas etc. Based on the improvement options considered, the quantities are worked out for the adopted Flexible pavement design based on the traffic data and other design criteria. The analysis of rates was carried out as per the Standard Data Book of MORT&H. The rates of materials were obtained from the SSR of Odisha (2014-15). Market rates were adopted for items for which the rates were not available in SSR. The quantities of earthwork in cut and fill are calculated based on the highway design. The pavement quantities like sub-grade, GSB, WMM, DBM and BC are computed using the pavement design and the typical cross sections adopted. Adequate provision is made for road side furniture including safety devices and miscellaneous items. Estimated cost for construction of proposed alignment for the roadway network configuration of Two lane paved shoulder is Rs. 562.60 Cr.

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Table E-16: Abstract of Cost Estimate

Item Description Total cost in Rs.

Bill No: 1 Site Clearance 8,077,167

Bill No: 2 Earthworks 801,096,893

Bill No: 2A – Ground improvement 516,124,957

Bill No: 3 Sub-Base and Base Courses 829,065,019

Bill No: 4A – Bituminous works for Flexible Pavement 633,568,645

Bill No: 4B – Rigid Pavement 24,114,493

Bill No: 5 -Culverts 440,068,076

Bill No: 6 – Bridges 784,658,930

Bill No: 7 Drainage and Protection works 1,222,136,584

Bill No: 8 Junctions 12,757,357

Bill No: 9 – Traffic Signs, Markings and Appurtenances 47,802,838

Bill No: 10 - Miscellaneous 306,562,448

Total Construction Cost 5,626,033,406

Project Length in Km 51.500

Construction Cost/ Km 10.924

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Feasibility Study/Detailed Project Report for Ratanpur - Dhamra - Package – III: Basudevpur - Talapada - Chandipur - Chandaneshwar - Digha for Chandipur - Digha upgradtion to Two/ Four Lane with Paved Shouder NH Configuration DRAFT DETAILED PROJECT REPORT under BHARATAMALA Project EXECUTIVE SUMMARY

E. EXECUTIVE SUMMARY

E.1 INTRODUCTION Good transportation systems are lifeline to the area they serve. Roads bring about all-round development in the region. A good road network helps in the success of all development activities, be it in the sphere of movement of people and goods, agriculture, commerce, education, health, and social welfare, or even maintenance of law and order and security. The government of India has envisaged the development of coastal regions spread across the country. In view of this, a scheme named “Bharatmala” has been proposed in such a way to provide connectivity among all the towns and villages (along with ports) which are along the coastal line all along the country. National Highways Authority of India (NHAI) is responsible for assigning the work of Project Management Consultancy for the selected road stretches/corridors of various roads in the states of Bihar, Gujarat, Rajasthan, Uttar Pradesh, West Bengal, Tamil Nadu & Puducherry and Odisha to 2/4 lane with paved shoulder NH configuration. The project corridor is of 57.978 km in length. Most of the stretch passes through plain terrain and the predominant land observed is agriculture followed by barren/waste land and built-up. NHAI has appointed M/s Aarvee Associates Architects Engineers &Consultants Pvt. Ltd. to provide consultancy services for "Feasibility Study / Detailed Project Report for Ratanpur - Dhamra - Basudevpur - Talapada - Chandipur - Chandaneshwar - Digha for upgradation to Two/Four Lane with paved shoulder NH configuration under BHARATMALA Project “

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E.3 PROJECT STRETCH The proposed stretch is from Chandipur in the state of Odisha to Digha in the state of West Bengal and is of 57.978 km in length.

Section Chainage State Length (km)

Km 142.500 to Odisha/West Chandipur - Digha 57.978 Km 200.478 Bengal

Figure E - 1: Index Map of the Project Stretch

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E.4 SALIENT FEATURES TERRAIN & LAND USE Most of the stretch passes through plain terrain and the predominant land use observed is agriculture followed by barren/waste land and built-up. BUILT-UP LOCATIONS The project stretch passes through many built up. The important villages are Srikona, Bahabalpur, Kasafal, Panchupali, Ratei, Pratappur, Chandaneswar and Digha. ALIGNMENT PASSING IN EACH DISTRICT-WISE The alignment passes through two districts namely Balasore district in the state of odisha and East Medinipur in the state of West Bengal. Below table shows the district wise lengths.

S.No. District Length (km.)

1 Balasore (Odisha) 54.000

2 East Medinipur 3.978 (West Bengal)

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Location A3: Km. 49.200 on MDR near Basudevpur Location A4: Km. 145.800 on NH 16 near Bhadrak Location A5: Km. 2.000 on SH 51 near Chandaneswar Location A6: Km. 3.300 on MDR near Egra

E.7 ANALYSIS OF TRAFFIC STUDIES

E.7.2 VEHICLE DAMAGE FACTOR The VDF values observed for different types of vehicles are given in Table - E.2.

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At At Paradip At Bhadrak At Dhamra Chandaneswar Mode To To To To To To To To Basude Paradip Bhadrak Bhadrak Kolkata Dhamra Balasore Digha vpur M Axle 6.87 3.41 3.48 7.88 - - 6.21 6.64 LCV 1.10 1.15 2.04 1.10 1.52 1.51 1.24 1.26

The axle load surveys were conducted on the adjoining network of the project stretch to calculate the VDF values and the values were assigned to the project corridor. The values were found to be abruptive and are not replicating the exact VDF values which are coming on the project stretch. Hence a VDF value of 4.5 is adopted for calculation of MSA. Table - E.3: Recommended Traffic Growth Rates 2 3 Period Cars/Jeeps Bus Goods Wheelers Wheelers Upto 2017 5.00% 5.00% 5.00% 5.00% 5.00%

2018-2022 5.00% 5.00% 5.00% 5.00% 5.00%

2023-2027 5.00% 5.00% 5.00% 5.00% 5.00%

2028-2032 5.00% 5.00% 5.00% 5.00% 5.00%

2033-2037 5.00% 5.00% 5.00% 5.00% 5.00%

2038-2042 5.00% 5.00% 5.00% 5.00% 5.00%

2043-2047 5.00% 5.00% 5.00% 5.00% 5.00%

E.7.4 TRAFFIC ASSIGNMENT ON PROJECT CORRIDOR

• Stretch from Chandipur to Digha

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Step 3: Upon arriving the traffic on individual sections, total traffic on project stretch is calculated by cumulative summation of applicable section-wise traffic figures. Care has been

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taken to segregate sections and assign traffic depending upon their origin and destination characteristics.

Step 4: In 2020 Dhamra port will be reaching capacity to 71.4MMT from 24MMT. Now assuming 20% road share additional 3Axle and Multi Axle are assigned to proposed alignment in 2020 and similar procedure is adopted in 2025(paradip capacity reaching to 325MMT) and 2026 (Dhamra port capacity reaching to 110.80MMT)., 2036 (Dhamra port capacity reaching to 170.82MMT), 2046 (Dhamra port capacity reaching to 251.95MMT).

*Source: ( http://paradipport.gov.in/Chairman_msg.aspx), Data collected from Dhamra port authority

Table - E.4: Assigned Vehicular volume on Chandipur - Digha stretch

Chandipur - Chandaneswar - Vehicle Type Chandaneswar Digha LCV 58 64

2 Axle 102 185

3 Axle 140 92

M Axle 83 38 Mini LCV 112 149

CAR (WB) 494 573

Bus 106 119

Mini Bus 21 24 Tata Magic 21 27

Total Vehicles 1137 1271

Total 2165 2242 (PCU)

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E.7.5 CAPACITY STANDARDS The projected traffic volume on the project stretch is compared against respective capacities and the year during which the projected volume reaches its capacity is given in Table E.5. The Project Highway needs to be designed for a level of service ‘B’ as per the capacity manual IRC:64. Table - E.5: Capacity Calculations

Traffic in Year attaining 4 Lane S.No. Section/Leg Year capacity 2017(PCU) Year PCU Chandipur - 1 2165 2036 10677 Chandaneswar Chandaneswar 2 2242 2036 10571 - Digha

• Type – 02: Typical cross section of Grade Separated structure with slip roads both Sides by Eccentric Widening (RHS)

• Type – 03: Typical cross section of Bridge with footpath by Eccentric Widening (RHS)

• Type – 04: Typical cross section of Minor Bridge with Slip roads on both sides (RHS)

E.9 DESIGN OF STRUCTURES

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Table - E.6: Proposed Structures

S.No. Type Total 1 Box Culvert (No.) 86 2 Major Bridge (No.) 4 3 Minor Bridge (No.) 17 4 VUP (No.) 4

E.10 PAVEMENT DESIGN The Pavement design is done for both flexible and rigid options. The flexible pavement is designed as per IRC: 37-2012. The rigid pavement is designed using IRC:58-2015. The Sub grade CBR for the new carriage way is considered 10%. Sub grade thickness of 500 mm is considered for both flexible and rigid pavement options.

E.10.1 FLEXIBLE PAVEMENT DESIGN

STAGE CONSTRUCTION

Crust Composition in mm Design Eff. Bitumen HS Life in MSA Grade DB WM CBR (%) Years BC GSB Total M M

Chandipu 10 8 12 VG-30 40 60 25 20 550 r - Digha 0 0

FULL DESIGN LIFE

Based on the inputs explained in above paragraphs, pavement composition has been arrived for various design alternatives given below.

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Table – E.7: Option-1: Conventional Pavement Composition details

Crust Composition in mm Design Eff. Bitumen HS Life in MSA Grade DB WM CBR (%) Years BC GSB Total M M

Chandipur - 10 15 30 VG-30 40 95 250 200 585 Digha

Table – E.8: Option-2: Composition details Bituminous pavement with Cemented base and sub base with crack relief interlayer of aggregate

Crust Composition in mm Desig Eff. Bitum n Life MS Aggr HS en CBR in A egate CT Sub Grade BC DBM CTB Total (%) Years layer Base

Chandipur - 10 15 30 VG-30 50 100 - 100 250 500 Digha

Table – E.9: Option-3: Composition details Bituminous pavement with Cemented base and sub base with SAMI interface layer

Eff. Desig Crust Composition in mm n Life Bitumen HS MSA CBR in Grade CT Sub BC DBM CT Base Total (%) Years Base

Chandipur - 10 15 30 VG-30 30 40 160 250 480 Digha

Table – E.10: Option-4: Composition details Bituminous pavement with Cemented base and Granular sub base with crack relief interlayer of aggregate

Eff. Crust Composition in mm CB Design Bitum HS Life in MSA en Aggrega R CT Years Grade BC DBM te layer GSB Total (% Base )

Chandipur - 10 15 30 VG-30 50 100 - 210 250 610 Digha

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RECOMMENDED PAVEMENT OPTION

It is recommended to go for Stage Construction as the initial traffic that would ply on the project stretch is minimal. The recommended Pavement Composition is as follows:

Eff. Design Crust Composition in mm Bitumen HS Life in MSA CBR Grade (%) Years BC DBM WMM GSB Total

Chandi pur - 10 8 12 VG-30 40 60 250 200 550 Digha

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E.10.2 Rigid Pavement Design

Table - E.11: Rigid Pavement Design

S.No. Item Description

1 PQC of M40 grade, mm 260

2 DLC of M10 grade, mm 150

3 GSB, mm 150

4 Dia. of Dowel bar, mm 32

5 Length of Dowel bar, mm 450

6 Spacing of Dowel bar, mm 300

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

8 Length of tie bar, mm 580

9 Spacing of tie bar, mm 430

E.10.3 LIFE CYCLE COST ANALYSIS The primary purpose of Life cycle Cost Analysis (LCA) is to quantify the long-term economic implications of initial pavement decisions. LCA is a form of economic analysis used to evaluate the cost efficiency of various investment options. Once all costs and their timings have been established, the future costs must be discounted to the base year and added to the initial cost to determine net present value (NPV). Net Present Value (NPV) has been computed for all the above options considering the construction and periodic maintenance costs and discounting them to the present value. It was observed that Rigid Pavement offers least NPV for Rigid Pavement construction for a design period of 30 years, for all the homogenous sections, While Flexible pavement provides almost similar NPV of Rigid Pavement. As the proposed alignment is green- field, and considering the fact that anticipated traffic on project stretch can vary greatly with respect to future developments, it is always advisable to go for maximum thickness among all the four legs throughout the stretch. Depending upon the traffic demand and pavement condition at the end of 10th year, the concessionaire can decide on strengthening of pavement which would optimize his construction and maintenance costs. Life Cycle Cost (LCC) has been carried out with the following options, for the sections as mentioned below.

• Flexible Pavement – Conventional Option (OPTION – I)

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• Flexible Pavement – Bitumionous (BC) Pavement with Cementious Base (CTB) and Cementious Subbase (CTSB) with Aggregate interlayer (OPTION – II)

• Flexible Pavement – Bitumionous (BC) Pavement with Cementious Base (CTB) and Granular Subbase (GSB) with SAMI (OPTION – III)

• Flexible Pavement – Bitumionous (BC) Pavement with Cementious Base (CTB) and Granular Subbase (GSB) with Crack relief layer of Aggreagte (OPTION – IV)

• Rigid Pavement Option (OPTION – V)

The above said alternatives have been compared with the base case (Do minimum / stand alone project) for a period of 30 years for the both cases.

Net Present value has been computed for Flexible options as well as Rigid Pavement option. Net Present Value of 30 years for Flexible and Rigid Pavement options are given below.

Table – E.12: Net Present Values (Cr.)

Flexible Pavement

BC with CTB Rigid S.no Section BC with CTB BC with CTB & GSB with Pavement Conventio & CTSB with & GSB with Crack relief nal Option Aggregate SAMI layer of Interlayer aggregate Chandipur - 1 195.18 207.85 173.32 207.97 183.50 Digha

E.10.4 RECOMMENDED PAVEMENT COMPOSITION FOR SLIP ROADS Slip roads have been designed for 10 MSA for 10% CBR. The recommended crust composition of service roads is given below. Table - E.13: Recommended Pavement Composition of Slip Roads

Composition Thickness

Bituminous Concrete (BC) 40 mm

Dense Bituminous Macadam (DBM) 50 mm Wet Mix Macadam (WMM) 250 mm Granular sub base (GSB) 200 mm

Total Crust 540 mm

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Toll Plaza Limits Toll Length Toll Plaza Location S.No. From (Km) To (Km) (km) (Km) 1 142.500 200.478 57.978 179.200

GSB (mm) DLC (mm) PQC (mm)

150 150 260

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E.14 COST ESTIMATE The cost estimation for the project is extremely important as the viability and implementation of a project depends on the project cost. Therefore, cost estimates have been carried out with due care. Estimation of preliminary cost, a primary pre-requisite for economic and financial evaluation, has been carried out for construction of new bridges, cross drainage structures, road furniture, bus bays, rest areas, toll plazas etc. Based on the improvement options considered, the quantities are worked out for the adopted Flexible pavement design based on the traffic data and other design criteria. The analysis of rates was carried out as per the Standard Data Book of MORT&H. The rates of materials were obtained from the SSR of Odisha (2014 POST GST). Market rates were adopted for items for which the rates were not available in SSR. The quantities of earthwork in cut and fill are calculated based on the highway design. The pavement quantities like sub-grade, GSB, WMM, DBM and BC are computed using the pavement design and the typical cross sections adopted. Adequate provision is made for road side furniture including safety devices and miscellaneous items. Estimated cost for construction of proposed alignment for the roadway network configuration of Two lane paved shoulder is Rs. 678.74 Cr.

Table E-16: Abstract of Cost Estimate

Item Description Total cost in Rs.

Bill No: 1 Site Clearance 9,280,165

Bill No: 2 Earthworks 1,303,420,919

Bill No: 2A – Ground improvement 676,729,819

Bill No: 3 Sub-Base and Base Courses 643,391,501

Bill No: 4A – Bituminous works for Flexible Pavement 550,934,379

Bill No: 4B – Rigid Pavement 24,932,742

Bill No: 5 -Culverts 347,423,320

Bill No: 6 – Bridges 1,764,529,863

Bill No: 7 Drainage and Protection works 1,112,669,865

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Item Description Total cost in Rs.

Bill No: 8 Junctions 10,665,975

Bill No: 9 – Traffic Signs, Markings and Appurtenances 43,403,555

Bill No: 10 - Miscellaneous 300,036,412

Total Construction Cost 6,787,418,515

Project Length in Km 57.978

Construction Cost/ Km (inclusive of Seignoriage charges) 11.707

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