Professional Documents
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compatibility with the existing pavement, ROW and utilities. The general considerations
followed for fixing the proposed horizontal alignment are as follows:
During the Inception Report stage and as per the Contract Agreement, the project start point was
conceived at km 44.20 from the start of the existing Kaithal Bypass. There is a separate study in
progress from Ambala to Kaithal. Both the sections are being developed by NHAI. Kaithal Town
is the common point for the NH-65 from Ambala to Kaithal and Kaithal to Haryana-Rajasthan
Border. The DPR for Ambala to Kaithal section is in advanced stage and the same is being
developed for 2-lane with paved shoulder configuration.
As a part of that Ambala to Kaithal project a bypass on the east side of the Kaithal Town has
been proposed. With reference to NHAI letter NHAI/PIU-SNP/Kaithal-Rajasthan
Border/2011/815, SWI had discussion with the associated engineer of M/s Meinhardt Singapore
Ptc, Noida about proposed Kaithal bypass and collected the alignment details. As per the
proposed alignment, the end point of Bypass is at the existing T-junction at 33+250 of Kaithal
Narwana Section NH-152 (new NH number) near village Titram. This end point is about 11.1 km
from the project start point on existing Kaithal Bypass. With the development of the bypass the
through traffic from Ambala shall use the bypass to come to this junction directly. The existing
road shall function for the local traffic destined to Kaithal Town. A flyover has been proposed at
the end of the new bypass under this project. During the meeting with the NHAI officials, SWI
was advised to match the alignment of the project road with the proposed Kaithal bypass and
treat end of the Kaithal Bypass as the start of the project.
Due to the above development proposal we propose to start the project at Km 33+250 instead
of Km 44+200.
The width of a basic traffic lane is proposed to be 3.50m. Thus, for 2-lane the carriageway widths
will be 7.0m. In case of the divided cross-section, a 0.25 m wide edge strip with a composition
same as that of the adjacent pavement will be provided as compensation for kerb shyness.
Full strength pavement for paved shoulder is proposed. Width of these shoulders will be 1.50m in
rural sections. However in urban section the width has been increased to 2.0m. These will
provide better traffic operations, lower maintenance cost and will help to directly use these as
part of carriageway when the road is widened in future
Earthen shoulders are proposed to be 2.0m wide on either side of the proposed main carriageway
for rural pain and rolling terrains. If site condition warrants, the width can be reduced to 1.50m
for urban /built-up sections.
8.4.4 Median
In rural stretches, the project road will have raised median and its width is proposed to be 4.50m.
However in urban stretches 1.5m wide median with pedestrian guard rail has been proposed. The
medians will be edged with 250 mm high non-mountable concrete kerbs.
Where Service road is provided, it will be of 5.5m/7.0m carriageway width of different pavement
composition based on the expected traffic. The minimum width of separation between main
carriageway and service road is proposed to be 1.50m.
8.4.6 Footpath
Where footpath is proposed, minimum width of footpath will be of 1.00m on the building line
side.
Minimum width of utility corridor for rural sections will be 2.0m and for urban/ built-up sections
will be 1.00m.
8.4.9 Crossfall
The crossfall for the pavement and paved shoulders will be 2.5%. For earthen shoulders and
median the corresponding value will be 3.0%.
A uniform ROW of 60m width has been considered irrespective of the type of abutting land use
for the proposed roadway, except at urban sections having restricted availability of land on either
side of the project road. In such cases, proposed ROW is kept as 30m and 45m.
The typical cross sections to be followed in the project stretch are detailed as below:
TCS-I: 4-lane Eccentric Widening in Rural Stretches (For Existing 7.0m Carriageway)
TCS-II: 4-lane Concentric Widening in Rural Stretches (For Existing 10.0m Carriageway)
TCS-III: 4-lane Concentric Widening in Pavement Reconstruction Stretches
TCS-IV: 4-lane Bypass / Realignment
4-lane Concentric Widening with 5.5m Service Road on both sides in Semi-urban
TCS-V:
Sections
4-lane Concentric Widening with 7.0m Service Road on both sides in Semi-urban
TCS-VA:
Sections
TCS-VI: 4-lane ROB and Flyover Approach with RE Wall on Bypass
TCS-VII: 4-lane Vehicular Underpass Approaches (with Retaining Wall) on Bypass
TCS-VIII: 4-lane Concentric Widening in Semi-urban stretches with 1.5m median
TCS-IX: 4-Lane Underpass, Flyover & ROB Approach with RE Wall and Service Road (5.5m)
TCS-IXA: 4-Lane Underpass, Flyover & ROB Approach with RE Wall and Service Road (7.0m)
Figures 8.1 to 8.10 shows the typical cross sections to be followed on the project stretch.
The existing project road section of NH-65 has multi dimensional facets with respect to land use
and road geometry and considering all these aspects the section-wise policy adopted for widening
based on the initial investigations is given in Table 8.2. Mostly eccentric widening has been
proposed for maximum utilization of the existing pavement. The side of widening has been
decided considering the availability of land and location of any religious/socially sensitive
structures. Concentric widening has been proposed in the built-up section to maximise the
utilisation of the width of existing ROW.
As per the 4-laning Manual (IRC: SP:84-2009), 6-lane divided carriageway with service road is
recommend in the built-up areas as a part of the 4-laning project (ref. Section 2.1). During
investigation it was found that existing ROW in built-up areas is limited to maximum 27.0m.
Due to inadequacy of the existing ROW, 4-lane road with 5.5/7.7m service road has been
proposed in the following sections as given in Table 8.1:
Table 8.1: Location of 4-Laning in built-up Stretches with 5.5m/7.0m Service Road
Existing Km Existing Design Km Design
Length Length Widening TCS-Type
From To (m) From To (m)
-0+500 0+000 500 New 4-Lane with 7.0m SR Type IXA
33+250 32+750 500 0+000 0+500 500 Left 4-Lane with 7.0m SR Type IXA
25+300 24+600 700 7+950 8+650 700 Concentric 4-Lane with 7.0m SR Type VA
1+500 0+000 1500 31+950 32+400 450 Flyover Approach with 7.0m SR Type IXA
121+400 121+850 450 32+400 32+850 450 Flyover Approach with 7.0m SR Type IXA
121+850 122+530 680 32+850 33+530 680 Concentric 4-Lane with 7.0m SR Type VA
122+530 123+540 1010 33+530 34+540 1010 Flyover Approach with 5.5m SR Type IX
124+000 124+400 400 35+000 35+400 400 PUP Approach with 5.5m SR Type IX
130+650 131+050 400 41+600 42+000 400 Concentric 4-Lane with 5.5m SR Type V
156+800 157+200 400 68+700 69+100 400 PUP Approach with 5.5m SR Type IX
167+840 169+000 1160 83+250 84+410 1160 Concentric 4-Lane with 5.5m SR Type V
105+250 106+150 900 Flyover Approach with 7.0m SR Type IXA
181+100 198+900 17800
121+800 122+400 600 Flyover Approach with 7.0m SR Type IXA
198+900 199+250 350 122+400 122+750 350 Flyover Approach with 7.0m SR Type IXA
202+100 203+130 1030 125+600 126+630 1030 Concentric 4-Lane with 5.5m SR Type V
210+580 211+500 920 134+080 135+000 920 Concentric 4-Lane with 5.5m SR Type V
Total Length (m) 10450
Sensitive structures like temples, mazar, burial grounds/ graves, shamsan, etc.
Major government installations, educational institutions, series of buildings
High tension towers, electric line, trees, irrigation canals parallel to road
Water bodies like pond, nalla
Built-up areas of village and semi-urban stretches
Railway line parallel to road
Substandard curve improvement
All the above schemes are general policy decisions, these will be dependent on the precise
geometric configuration, realignment, re-sectioning, reconstruction, exact land widths available
etc. which will refined if required during the next stage.
The existing section of NH-65 from Kaithal to Haryana/Rajasthan Border passes through number
of town and villages. In general, bypasses are proposed where section of the road passes through
heavily built-up area on both side, having poor geometry, commercial activities, mixing of slow
moving vehicles and pedestrian influence, limited availability of land width for accommodating
the improvement proposal. With these considerations, at the draft Feasibility stage and further
site visits and presentations to NHAI Officials bypasses for Kalayat, Narwana, Dhnaudha,
Barwala, Hisar, Barwa and Siwani are proposed.
Option studies for the bypass alignments have been carried our at the Draft Feasibility stage and
presented to NHAI. After joint site visits and presentations to NHAI the bypass alignments have
been finalized as presented below.
The bypasses have been given an in principal approval by NHAI and thereafter the topographic
survey was initiated along the proposed bypass corridors.
The settlement area of Kalayat village spans between km 18+700 to km 16+000, with the
existing land width being approx. 26.0m considering the building lines. The stretch of 2.45km
within the settlement is already of 4-lane configuration and ROW available is inadequate for
providing 7.0m wide service road on both sides.
Concentric widening of the road at this section with proposed row of minimum 45m will result in
considerable demolitions and rehabilitations of existing settlements. Apart from the ROW
inadequacy the following also were considered for proposing the bypass:
Keeping these in view a bypass has been proposed on the left hand side of the existing road with
an approximate proposed length of 3.45 km, starting at existing km 18+120 (design km 15+100)
and ending at km 15+300 (design km 18+550) against existing length of 2.82km. The alignment
of the bypass is shown in Figure 8.11.
After the submission of Draft Feasibility report and joint site visits it found that a straight bypass/
realignment joining the Narwana Chowk near PWD Guest House has been found to be a better
technical solution. The proposed alignment eliminated the two junctions with NH-71 and thus
eliminating the mixing of NH-71 and NH-65 traffics.
Though in the Inception and Draft Feasibility Stage, a bypass to Narwana town was proposed but
in view of the 45m ROW availability and minor acquisition of structures is proposed to have a 4-
lane road with 7.0m service road on both sides within a proposed 45m ROW in Narwana town
area.
Keeping these in view a bypass/realignment has been proposed on the right hand side of the
existing road with an approximate proposed length of 1.90 km, starting at existing km 3+410
(design km 30+500) and ending at km 0+000 (design km 32+400) against existing length of
3.410km. The alignment of the bypass is shown in Figure 8.12.
Bypass to Dhnaudha town has been proposed due to inadequate existing ROW availability to
propose a 4-lane with service road section through the built-up stretch. An acquisition of 45m
ROW shall entitle acquisition of large number of structures. The proposal for the bypass was
discussed with NHAI during the joint site visits.
Keeping these in view a bypass has been proposed on the right hand side of the existing road
with an approximate proposed length of 3.80 km, starting at existing km 135+350 (design km
46+300) and ending at km 138+060 (design km 50+100) against existing length of 2.710 km.
The alignment of the bypass is shown in Figure 8.13.
The existing project road stretch within Barwala town is of 4-lane configuration over a length of
1.80km. This section requires provision of service road on both side of 7.0m width, but the ROW
available is around 28.0m only. The minimum ROW width required for 4-lane with service road
is 45.0m. The considerations for the bypass are as follows:
Keeping these in view a bypass has been proposed on the left hand side of the existing road with
an approximate proposed length of 7.850 km, starting at existing km 158+150 (design km
70+100) and ending at km 162+540 (design km 77+950) against existing length of 4.390 km.
The alignment of the bypass is shown in Figure 8.14.
The Hisar Master Plan-2021 and Draft Development Plan 2025 of Talwandi Rana village wsa
collected from Department of Town and Country Planning (DTCP), Hisar. The discussion with
DTCP, Hisar officials revealed that there is no ground activity on the alignment shown in the
Master Plan. It was desired that as a part of the project the proposed Hisar town and Talwandi
Rana village bypass alignment shall be finalized under this project in consultation with the DTCP
officials.
The alignment options of Hisar Bypass corridors has been studied with respect to the proposed
corridor and future developments/sectors/industrial blocks, etc. shown in Master Plans of Hisar
and Talwandi Rana and present ground developments in view of avoiding any major resettlement
or acquisition of structures. The same has been presented in the Draft Feasibility Report.
A 45m ROW within the Talwandi Rana village would acquite a sizable number of structures
within the village. Thus a combined bypass to Talwandi Rana and Hisar is proposed. The bypass
shall also eliminate mixing of the NH-65 and NH-10 traffic as proposed in the Draft Feasibility
Stage. During the joint site visits and presentations it was decided to propose a bypass to
Talwandi Rana town.
Keeping these in view a bypass has been proposed on the right hand side of the existing road
with an approximate proposed length of 25.90 km, starting at existing km 181+100 (design km
96+500) and ending at km 198+900 (design km 122+400) against existing length of 17.80 km.
The alignment of the bypass is shown in Figure 8.15.
The existing project road stretch within Barwa village is of 2-lane configuration over a length of
1.5km. This stretch is congested due to local slow moving traffic and commercial activities. The
section requires 4-laning but sufficient width of 45m is not available within the village. Apart
from the same the stretch has a substandard horizontal curve as per the set design standards.
Keeping these in view a bypass has been proposed on the right hand side of the existing road
with an approximate proposed length of 3.3 km, starting at existing km 214+850 (design km
138+350) and ending at km 217+500 (design km 141+650) against existing length of 2.65km.
The alignment of the bypass is shown in Figure 8.16.
The existing project road stretch within Siwani town is of 4-lane divided configuration for a
length of 1.3km. This stretch is congested due to local slow moving traffic and commercial
activities. The section requires construction of service road on both side of 7.0m width, but
the width available is approx. 24.0m only. The minimum ROW required for 4-lane with
service road is 45.0m.
Keeping these in view a bypass has been proposed on the right hand side of the existing road
with an approximate proposed length of 6.15 km, starting at existing km 219+350 (design km
143+500) and ending at km 225+340 (design km 149+650) against existing length of 5.990km.
The alignment of the bypass is shown in Figure 8.17.
A relative and straight forward and powerful analytical method for delineating statistically
homogeneous units from pavement response measurements along a highway system is the
cumulative difference approach. The method is fundamentally easy to visualize. This approach is
adopted because it is readily adaptable to computerized solution and graphic analysis. This
approach can be used for a wide variety of measured pavement response variables. In order to
delineate a pavement length, an attempt is made to isolate each unique factor influencing
potential pavement performance. Performance factors considered for delineating a pavement
length follows:
- Traffic
- Pavement Condition
- CBR
- Characteristic Deflection
The project road has been divided into homogeneous road sections on the basis of traffic
generation and dispersal nodes located along the project road. The important dispersal/generation
locations identified along the project road include:
Considering the above mentioned traffic generation/ distribution points and analysis of traffic
data as given in Chapter 5, it was inferred that the total project stretch can be divided into four
homogeneous sections as stated below from the traffic point of view.
Length
S. No. Description
in Km
1 Section I : From Kaithal (Km. 0+000) to Narwana (Km. 32+400) 32.40
2 Section II : From Narwana (Km.32+400) to Surewala (Km. 56+300) 23.90
3 Section III : From Surewala (Km.56+300) to Hisar (Km. 96+500) 40.20
Section IV : From Hisar (Km. 96+500) to Rajasthan Border (Km.
4 69.259
165+759)
The traffic volume and CBR parameters are considered in unit delineation of project corridor for
the pavement design for widening and reconstruction portions. The selection parameters and
sections are presented in Figure 8.18 and final sections adopted are given in Table 8.6.
Table 8.6 : Homogeneous Sections for Pavement Design of Widening of Existing Lane
Existing Km Existing Design Km Design
Section
From To Length (m) From To Length (m)
25+300 24+600 700 7+950 8+650 700 I
121+850 124+400 2550 32+850 35+400 2550 II
130+650 131+050 400 41+600 42+000 400 III
156+800 157+200 400 68+700 69+100 400 IV
167+840 169+000 1160 83+250 84+410 1160 V
Figure 8.18 : Homogeneous Sections for Pavement Design for Widening of Existing Lane
The characteristic deflection, pavement condition and traffic volume is considered in unit
delineation of project corridor for overlay design. The selection parameters and sections are
presented in Figure 8.19 and final sections adopted are given in Table 8.7.
Figure 8.19: Homogeneous Sections for Pavement design for Overlay of Existing Lane
The traffic volume and borrow area CBR parameters are considered in unit delineation of project
corridor for the pavement design. The selection parameters and sections are presented in
Figure 8.20 and final sections adopted are given in Table 8.8.
Pavement is the most significant component of a road and therefore its design strengths must be
assured to support the projected traffic loading throughout the design period. Its cost represents
largest proportion of the total construction cost (i.e. about 40% for new roads and about 60% for
rehabilitation projects).
The purpose of the pavement study is to make analysis of different pavement alternatives to
provide a basis for selection of the most advantage solution, considering all costs occurring
during the life of the pavement, viz., construction costs, maintenance costs and costs for the road
users.
New flexible pavement on the widening part and for full reconstruction stretches
Flexible overlay over the existing pavement
Flexible Pavement for partial reconstruction stretches of existing pavement.
The different pavement design methods for above pavement options shall be studied and applied,
which are given in Table 8.9.
8.8.1 IRC: 37-2001 Method of Flexible Pavement Design Widening and for New construction
The pavement designs given in the previous edition of IRC: 37-1984 was applicable to design
traffic upto 30 million standard axles (msa). With the increasing traffic and incidence of
overloading, arterial roads need to be designed for traffic far more than 30 msa. As empirical
methods have limitations regarding their applicability and extrapolation, the analytical method of
design has been used to analyse the existing pavement and develop a new set of designs given in
IRC: 37-2001 for design traffic upto 150 msa making use of the results of pavement research
work done in the country.
It gives pavement design catalogue for subgrade CBR values ranging from 2 percent to 10
percent and ten levels of design traffic 1, 2, 3, 5, 10, 40, 50, 100, 150 msa. The pavement
composition given in the design catalogue is relevant to Indian conditions, materials and
specifications. For intermediate traffic ranges, the pavement layer thicknesses are interpolated
linearly. But for traffic exceeding 150msa, the pavement design appropriate to 150msa has been
chosen and further strengthening shall be carried out to extend the life at the appropriate time
based on pavement deflection measurement as per IRC: 81.
AADT
For the purpose of structural design, only the number of commercial vehicles weighing of three
tones or more and their axle loads are considered. The annual average daily traffic on base year,
from traffic analysis is given in Table 8.10.
Design Life
For the design of pavement, the design life is defined in terms of the cumulative number of
standard axles that can be carried before strengthening of the pavement is necessary.
It is recommended that pavements for National Highways should be designed for a life of 15
years in IRC: 37-2001. However, to enhance the financial viability of the project, pavement
design in stages is adopted satisfying the following minimum design requirements:
The thickness of sub-base and base layers is designed for a minimum design period of 15 years
and the initial bituminous surfacing for a minimum design period of 10 years.
The vehicle damage factor is a multiplier to convert the number of commercial vehicles of
different axle loads and axle configuration to the number of standard axle load repetitions. It is
defined as equivalent number of standard axle per commercial vehicle. The VDF varies with the
vehicle axle configuration, axle loading, terrain, type of road and from region to region. The
vehicle damage factors arrived and adopted are presented in Table 8.11.
Design Traffic
The design traffic is considered in terms of the cumulative number of standard axles to be carried
during the design life of the road. This can be computed using the following equation:
N = 365 * [(1+r)n-1] * A * D * F
r
Where,
N=the cumulative number of standard axles to be catered for in the design in terms of msa
A=Initial traffic in the year of completion of construction in terms of the number of commercial
vehicles per day
D=Lane distribution factor
F=Vehicle damage factor
n=Design life in years
r=Annual growth rate of commercial vehicles
The traffic has been used from the projected traffic computed in Chapter 5.0.
The directional distribution and lane distribution of traffic is assumed to be 0.5 and 0.75
respectively.
The design traffic is then computed for design life location wise is presented in Annexure 8.1A,
8.1B, 8.1C & 8.1D. The design traffic obtained for each homogeneous section is presented in
Table 8.12.
CBR Value
The average CBR value of existing subgrade soil for the entire stretch is considered as 8%.
Pavement Materials
The general specification sections and characterization of material is presented in Table 8.13.
The flexible pavement thicknesses required for pavement widening and New Pavement of
stretches is given in Table 8.14 & Table 8.15.
Existing ground to be checked for suitability and loosened, recomputed to desired MDD
Table 8.15: Flexible Pavement Thickness for New pavement and Reconstruction Stretches
8.8.2 IRC: 81-1997 Method of Flexible Overlay For Strengthening of Existing Pavement
The average characteristic deflection (Dc) values to be used for design purposes have been
worked from BBD survey. The design traffic in terms of cumulative standard number of axle
with respect to homogeneous traffic sections is already given in Table 8.18. The thicknesses are
deduced from Figure 9 of IRC 81-1997 in terms of bituminous macadam construction. Since the
materials specified in wearing course of widening portion are BC/DBM, the thicknesses obtained
in terms of BM should be determined using equivalency factors:
Thickness Proposed
Design Km Design Design Avg. Thickness Composition and
in term of
Length Traffic Characteristic in BM Thickness (mm)
BC/DBM
(m) (MSA) Deflection (mm)
From To (mm) BC DBM
-0+500 5+250 5750 17 0.995 54 38 40 50
5+250 15+100 9850 17 1.073 72 51 40 50
18+550 30+500 11950 17 1.027 62 44 40 50
32+850 35+600 2750 38 0.997 86 61 40 50
35+600 41+400 5800 38 1.112 109 77 40 50
41+600 42+650 1050 38 1.112 109 77 40 50
42+650 46+300 3650 38 1.090 104 73 40 50
50+100 52+400 2300 38 1.164 119 84 40 50
52+800 54+640 1840 38 1.164 119 84 40 50
54+850 56+650 1800 38 1.164 119 84 40 50
56+650 64+500 7850 34 1.115 106 75 40 50
64+500 69+100 4600 34 1.188 120 84 40 50
69+100 70+100 1000 34 1.193 121 85 40 50
77+950 78+200 250 34 1.193 121 85 40 50
79+100 91+400 12300 34 1.193 121 85 40 50
91+400 96+500 5100 34 1.103 104 73 40 50
122+750 133+800 11050 50 0.975 91 64 40 50
Thickness Proposed
Design Km Design Design Avg. Thickness Composition and
in term of
Length Traffic Characteristic in BM Thickness (mm)
BC/DBM
(m) (MSA) Deflection (mm)
From To (mm) BC DBM
133+800 138+350 4550 50 1.082 113 80 40 50
141+950 142+280 330 50 1.114 119 84 40 50
142+700 143+500 800 50 1.114 119 84 40 50
149+650 154+830 5180 50 1.121 121 85 40 50
155+080 156+330 1250 50 1.121 121 85 40 50
157+180 157+680 500 50 1.121 121 85 40 50
159+480 165+759 6279 50 1.121 121 85 40 50
8.8.3 IRC: 58-2002 Method of Rigid Pavement Design For Toll Plaza locations
Rigid pavement for new carriageway has been designed as per IRC: 58-2002.
Wheel Load
For important roads, such as Expressways, National Highways and other roads where there will
be uninterrupted traffic flow and high volume of truck traffic, the suggested value of Load Safety
Factor (LSF) is 1.2. For roads of lesser importance having lower proportion of truck traffic, LSF
may be taken as 1.1. For residential and other streets that carry small number of commercial
traffic, the LSF may be taken as 1.0.
It is recommended that the basic design of the slab be done with a 98th percentile axle load, and
the design thereafter checked by for fatigue consumption for higher axle loads.
Design Period
Normally, cement concrete pavements have a life span of 30 years and should be designed for
this period.
Design Traffic
Design traffic of 25 per cent of the total two- lane two-way commercial vehicles may be
considered as a very conservative estimate for design against fatigue failure. In case of four-lane
and multi-lane divided highways, 25 per cent of the total traffic in the direction of predominant
traffic may be taken for design of pavement.
Temperature Differential
Temperature differential between the top and bottom of pavements causes the concrete slab to
warp, giving rise to stresses. For this purpose, guidance may be had from Table 8.17.
Table 8.17: Recommended Temperature Differentials for Concrete
Temperatures Differentials, 0C in
Zone States Slabs of Thickness
15cm 20cm 25cm 30cm
I Punjab, U.P., Uttaranchal, Gujarat, Rajasthan, 12.5 13.1 14.3 15.8
Haryana and North M.P., excluding hilly regions.
The approximate increase in k-values of subgrade due to different thicknesses of sub-bases made
up of untreated granular, cement treated granular material and dry lean concrete (DLC) layers
may be taken from Tables 8.19 and 8.20. Unconfined compressive strength of cement treated
granular material should be a minimum of 2.1 MPa and compressive strength of DLC should be
7 MPa at 7 days.
Foundation layer below concrete slabs should be smooth to reduce the inter layer friction. A
separation membrane of minimum thickness of 125 micron polythene is recommended to reduce
the friction (Ref. IRC: 15-2002) between concrete slabs and dry lean concrete sub-base (DLC).
Drainage Layer
In order to facilitate quick disposal of water that is likely to enter subgrade, a drainage layer of
150mm thick GSB has been considered as per IRC: 15-2002.
Characteristics of Concrete
fcr = 0.7x f ck
For M-40 concrete, fcr values from the above three equations are obtained as 44.27 (IS: 456),
37.26 (gravel) and 47.61 kg/cm2 (crushed rock) respectively. Hence a flexural strength of 45
kg/cm2 is recommended for M-40 concrete.
The coefficient of thermal expansion of concrete (Alpha) of the same mix proportions varies with
the type of aggregate. However, for design purpose, a value of (Alpha) = I0XI0-6 per 0C may be
adopted in all cases.
The ratio between the flexural stress due to the load and the flexural strength of concrete is
termed as the stress ratio (SR). If the SR is less than 0.45, the concrete is expected to sustain
infinite number of repetitions. As the stress ratio increases, the number of load repetitions
required to cause cracking decreases. The relation between fatigue life (N) and stress ratio is
given as:
Road junction/intersection is a key element of highway design. The efficiency, safety, speed, cost
of operation and capacity of road system depends very much on the intersection design. The
choice between an at-grade and grade separated junctions at a particular site depends upon
various factors such as traffic, economy, safety, aesthetic delay etc. Grade separated junctions
generally are more expensive initially and are justified in certain situations. The main objective
of intersection design is to reduce the severity of potential conflicts between motor vehicles,
buses, trucks, bicycles, pedestrians and facilities while facilitating the convenience, ease, safety
and comfort of people traversing the intersections. The design should be fitted closely to the
natural transitional paths and operating characteristics of the users.
Human factors
Traffic considerations (mainly design hour turning movements, type of movement and
vehicle speeds)
Road and environmental considerations (sight distance, conflict area, geometric features)
Economic factors.
A signalised intersection besides other warrants is justified if the major street has a traffic
volume of 650 to 800 vehicles per hour (both directions) and Minor Street has 200 to 250
vehicles per hour in one direction only. The detailed warrants for signalised intersection are
laid down as per IRC: 93-1985.
The vehicular under/overpass structures will be provided at the intersection of the Project
Highway with all the National Highways and State Highways. Such under/over passes will
also be provided across other categories of roads carrying an average daily traffic of more
than 5000 PCUs on the date of inviting bids.(As per Clause:2.13.2, IRC:SP:84-2009)
An interchange, besides any overriding necessity, is justified when the total traffic of all the
arms of the intersection is in excess of 10,000 PCUs per hour. The detailed warrants for
interchanges are given in IRC: 92-1985.
Grade separations should be provided across existing railway crossings if the product of ADT
(fast vehicles only) and the number of trains per day exceeds 50,000 within the next 5 years.
For new constructions such as bypasses, grade separations should be provided when this
figure is greater than 25,000.
The turning movement surveys for estimation of peak hour traffic for the design of major
intersection have been carried out. The details regarding composition and directional movement
of traffic is furnished in Chapter 5. The data derived from surveys were analysed to identify
requirements of suitable remedial measures, such as construction of underpasses, flyovers,
interchanges, and grade-separated intersections along the project road alignment.
The geometric design of junctions has been done taking in to account the site conditions, turning
movement characteristics, level of services, overall economy and operational safety.
Existing 3 major and 49 minor junctions are proposed to be improved as a part of 4 laning project.
Cross roads with paved carriageway are only considered for development of the junction. The
major and minor junctions forming with National Highways, State highways and District roads are
listed in Table 8.22.
A) Major Junctions
Sl. Existing Design Type of Type of Width
Side Leading to
No. Km Km Junction Road (m)
1 18+120 15+100 Y RHS BT 10.0 Kalayat village
2 15+300 18+550 Y RHS BT 10.0 Kalayat village
3 3+410 30+500 Y LHS BT 10.0 NH-71
Dhnaudha
4 135+350 46+300 Y LHS BT 10.0
village
Dhnaudha
5 138+060 50+100 Y LHS BT 10.0
village
6 Straight BT 7.0 Phulana
144+390 56+365 X
RHS BT 7.0 Tohana
7 158+150 70+100 Y RHS BT 10.0 Barwala town
8 162+540 77+950 Y RHS BT 10.0 Barwala town
Thermal
9 165+630 81+055 T RHS BT 5.5 x 2
Power Plant
Talwandi Rana
10 181+100 96+500 Y LHS BT 10.0 and Hisar
towns
11 214+850 138+350 Y LHS BT 7.0 Barwa village
12 217+500 141+650 Y LHS BT 7.0 Barwa village
13 219+350 143+500 Y LHS BT 7.0 Siwani town
14 225+340 149+650 Y RHS BT 7.0 Siwani town
B) Minor Junctions
Sl. Existing Design Type of Type of Width
Side Leading to
No. Km Km Junction Road (m)
1 30+355 2+895 T RHS BT 3.0 Village
2 30+000 3+255 T LHS BT 3.0 Guliyana
3 29+180 4+130 T RHS BT 3.0 Tohana
4 28+330 4+910 T LHS BT 5.5 Kelram
5 26+600 6+585 T RHS BT 3.0 Village
6 24+750 8+510 T RHS BT 3.0 Village
7 25+090 8+150 T RHS BT 3.0 Village
8 Kalayat 17+580 X Both BT 3.0 Kalayat
Note: All other junctions as listed in the development proposal chapter other than above will be
developed as priority controlled signalized junction.
New at-grade major junctions are proposed at the start and end points of proposed bypasses as
given in Table 8.23 below, the same are also indicated in Table above:
The traffic flow pattern at the Hisar bypass end is presented in the Figure 8.21 below.
There are total 8 bridges on this route. All the 8 bridges are minor bridges. The existing bridges
are on Irrigation canals. All are slab bridges. Most of the bridges have brick masonry as
substructure and foundations.
Following criteria are checked to assess the requirement / possibility of widening and
reconstruction of the existing bridges:
The existing 3 bridges with load classification lesser than 70R have been proposed to be
reconstructed on upstream side or on downstream side as per site requirement. Span arrangement
has been kept either similar to the existing bridges or a combination of two/three spans has
been adopted as per site conditions and hydraulic parameters. The new proposals are based on
the IRC: SP: 84-2009, Manual of Specification and Standards for four laning of National
Highways through Public Private Partnership.
The summary giving condition of existing bridges and their development proposal is presented in
Table 8.24 and the proposal for new bridges is presented in Table 8.25.
Typical cross sections at deck level for bridges with and without footpaths are given in
Figure 8.22 to Figure 8.25.
Figure 8.22: Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided Highway
(Both sides new Bridges for 4-Lane Standards)
Figure 8.23: Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided Highway
(Both sides new Bridges for 6-Lane Standards)
Figure 8.24: Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided Highway
(One side New 2-Lane Bridge and other sides Existing 2-Lane Bridge)
Figure 8.25: Cross Section of Bridge at Deck Level- without Footpath for 4-Lane Divided Highway
(One side New 2-Lane Bridge and other sides Existing 2-Lane Bridge)
Effectively 6 minor bridges out of 8 minor bridges are to be developed as part of the 4-laing project.
The project road crosses railway tracks at 3 locations. As per Clause 2.13.4 of IRC: SP: 84-2009
the existing level crossing shall be replaced by Railway Over Bridges (ROBs) at all these 3
locations along the project road.
One existing ROB in the Hisar town, has been bypassed, therefore no improvement proposal has
been made inside the Hisar town. However, the proposed Hisar Town Bypass crosses the
Railway line at one location at km 110+000 (Design Chainage) in the form of ROB. The
improvement proposal for the railway crossings is presented in Table 8.26.
Development Proposal
Existing
Design Number of Span
Sl. No. Chainage Remark
Chainage (km) Tracks arrangement
(km) Bridge Type Width
(Nos. x length)
(m)
1 123+000 34+040 Double Track Steel Composite 2x12.0m 2 x 36.0m Existing LC is to be replaced by a ROB
2 163+200 78+670 Single Track Steel Composite 2x12.0m 2 x 36.0m Existing LC is to be replaced by a ROB
3 191+100 110+000 Double Track Steel Composite 2x12.0m 2 x 36.0m On proposed Hisar town bypass
2 x 36.0m
On Siwani bypass, existing LC to be
4 221+000 148+790 Single Track Steel Composite 2x12.0m (continued as
retained
Flyover)
The vehicular under/overpass structures will be provided at the intersection of the Project
Highway with all the National Highways and State Highways. Such under/over passes will also
be provided across other categories of roads carrying an average daily traffic of more than 5000
PCUs on the date of inviting bids. (As per Clause:2.13.2, IRC:SP:84-2009).
Turning movement count carried out on major junctions along the project highway and it
analysis is given in Chapter 5.
Structural details of the proposed Vehicular Underpass (VUP) along the project road are given in
Table 8.27.
As per IRC:SP:84-2009 Clause 2.13.3, the cross road to be carried over the 4-lane highway in
rural sections. But due to the following reasons the project highway has been taken over the
cross-roads.
The land available along the cross roads vary from 15m for MDRs and 18m for SHs. This
width is insufficient for construction of the new approaches along the cross roads in case the
cross road is taken above the project highway. Extra land need to be acquired in addition to
the land being acquired for the project highway.
Also in case the cross road is taken above a 2x30m flyover structure need to be constructed
to cross the proposed ROW (60m) of the project highway whereas a box structure of 12m x
5.5m is proposed in case of the VUPs.
At the proposed PUP/CUP locations the project highway has been taken above and subway has
not been considered due to the following reasons:
As per IRC:103-1988, the subway need to be kept closed during night time which will force
the pedestrian to cross the highway at night thus posing serious safety hazards.
The underpasses locations are susceptible to drainage and submergence problems.
The underpasses in rural locations and near ponds are susceptible submergence problems
due to low ground water level conditions (near ponds) specially during monsoon seasons
Structural details of the proposed Pedestrian Underpass (PUP) and Cattle Underpass (CUP) along
the project road are given in Table 8.28.
Dhanaudha Village Dhnaudha Khurd and Dhnauda Kalan are twin villages of Narwana Tehsil
8 48+026 Box type 1x7.0x4.5 Danauda 10,870 -
bypass Road and have medical and educational facilities catering to nearby villages.
9 152+240 64+200 Box type 1x7.0x3.5 Cattle pass Ghaibipur 5,423 958 Pond
Box type
Religious Public gathering and pedestrian movements were observed which may
10 157+000 68+900 (with 5.5m Sr. 1x7.0x4.5 Barwala 33,130 -
structure pose safety hazard while crossing 4-lane road
Rd.)
Hisar Town is District and Tehsil HQ of Hisar District & Tehsil and have
Village
12 Hisar bypass 98+345 Box type 1x7.0x4.5 Hisar 1,742,815 - medical, educational, commercial, and agricultural facilities catering to
Road
nearby villages.
Hisar Town is District and Tehsil HQ of Hisar District & Tehsil and have
Village
13 Hisar bypass 104+080 Box type 1x7.0x4.5 Hisar 1,742,815 - medical, educational, commercial, and agricultural facilities catering to
Road
nearby villages. The road connects area of Agricultural University, Hisar
Hisar Town is District and Tehsil HQ of Hisar District & Tehsil and have
Village
14 Hisar bypass 111+845 Box type 1x7.0x4.5 Hisar 1,742,815 - medical, educational, commercial, and agricultural facilities catering to
Road
nearby villages.
15 210+400 133+900 Box type 1x7.0x3.5 Samshan Chandausi 6,442 - Samshan
Barwa Village Important village in the area having education and medical facilities
16 140+335 Box type 1x7.0x4.5 Barwa 11,009 -
bypass Road catering to nearby villages
Siwani Village Siwani Town is Tehsil HQ of Siwani Tehsil and have medical and
17 145+780 Box type 1x7.0x4.5 Siwani 15,849 -
bypass Road educational facilities catering to nearby villages.
18 239+000 163+200 Box type 1x7.0x3.5 Cattle pass Jhunmpa 3,310 1,445 Pond
The width of the CUPs has been proposed as 7.0m as the underpasses are located in rural area and will also be used for movement of local agricultural vehicles.
The project road crosses NH-71 near Narwana and NH-10 at Hisar. As per Clause 2.13.2 of IRC:
SP: 84-2009 flyovers are at proposed at both NH crossing locations.
As per the traffic studies and in view of the future development of Hisar town a flyover is
proposed at the end point of proposed Hisar Bypass to have uninterrupted traffic flow to and
from the town on the project road.
There are total 206 nos. existing culverts in the proposed road corridor. A summary of the
proposal is given in Table 8.30, and the development proposal for existing and new culverts are
presented in Table 8.31A and 8.31B respectively. The top width of culverts is presented in
Figure 8.27.
Types of No
New Total
Culverts Improvement
Reconstruction Widening Construction
Due to section
(on bypasses)
bypassed
Hume Pipe 14 128 51 35 228
RCC Slab 3 29 2 9 43
Box - 1 13 - 14
Total 17 158 66 44 285
Figure 8.26: Cross Section of Culvert for 4-Lane Divided Highway at Road Level
8.12.1 Introduction
The road furniture, traffic safety features and other facilities included in the design are:
Bus Bays
Truck Lay byes
Road Markings
Traffic Signs
Kilometre Stone Details
200m Stones and Boundary Stones
Delineators and Object Markers
Guard Post
Crash Barrier
Road Humps and Rumble Strips
Bus Bays are proposed as per the recommendations of IRC: 80-1981. The typical bus bay
consists of deceleration and acceleration lanes of 45m length with stopping lane of 5.0 m wide,
15m long in rural areas and 10m long in urban areas. A raised footpath of 2.0m wide is proposed
for the safety of waiting passengers. In urban areas, where the frequency of buses stopping is
more, the length of the stopping lane has been increased to 30m to accommodate two buses
stopping at the same time. Adequate arrangements have also been made to drain off surface
water. The nearby village/town sections where bus laybye with bus shelters on both sides of the
4-lane road are proposed are presented in Table 8.32.
Local consultations were held at the places of petty repair shops, restaurants/dhaba etc. and
subjective opinion of the drivers regarding necessity of truck lay bye is gathered. It consists of
deceleration and acceleration lane of length 45.0m with central parking area of 150.0m length
and 7.0m wide with 1.2m wide raised kerb island separating carriageway and Laybye. Sufficient
working area and space for roadside establishments such as repair shops, vulcanising shops,
service centre, spare parts shops, telephone booth and light refreshments with first aid facilities
can be provided. Four truck lay-bye on both sides have been proposed and its location is
presented in Table 8.33.
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: 35-1997 has been used in the study as the design basis.
The location and type of marking lines, material and colour is followed using IRC: 35-1997
Code of Practice for Road Markings.
The road markings were carefully planned on carriageways, intersections and bridge locations.
Cautionary, mandatory and informatory signs have been provided depending on the situation and
function they perform in accordance with the IRC: 67-2001 guidelines for Road Signs.
The details of kilometre stones are in accordance with IRC: 8-1980 guidelines. Kilometre stones
are located on the left-hand side of the road as one proceeds from the station from which the
Kilometre count starts. On divided roads with a central median, kilometre stones would be
provided at the left on both sides of the road i.e., independently for each direction of travel.
Kilometre stones shall be fixed at right angles to the centre line of the carriageway.
The details of 200m stones and boundary stones conform to IRC: 26-1967 and IRC: 25-1967.
200m stones are located on the same side of the road as the kilometre stones. The inscription on
the stones shall be the numerals 2, 4, 6 and 8 marked in an ascending order in the direction of
increasing kilometerage away from the starting station. The numerals shall be 80mm high. The
colour of the numerals shall be black on a white background. Boundary stones shall be located
on either side of the road opposite every 200m stone and kilometre stone. In addition these shall
be fixed at all angular points of the boundary. Where the boundary is on a curve or the land is of
significant value and likely to be encroached upon, the boundary stones, as required, shall be
installed at closer intervals.
Roadway delineators are intended to mark the edges of the roadway so as to guide drivers on the
alignment ahead. Object markers are used to indicate hazards and obstructions within the vehicle
flow path, for example, channelling islands close to the intersections.
Delineators and object markers are provided as per the details given in the drawings and are
provided in accordance with the provisions of IRC: 79-1981. They are basically driving aids and
should not be regarded as substitutes for warning signs, road markings or barriers. Delineators
are provided for all curves of radius less than 600m. They are not provided at locations where
Chevron sign boards are provided.
Metal Beam Crash Barrier is proposed at locations where the embankment height is more than
3.0m, at horizontal curves of radius less than 161m and also at major bridge approaches. Metal
beam rail shall be W-profile corrugated sheet steel beams complying with the following
mechanical properties.
i. Tensile strength, Min = 483 MPA
ii. Elongation in 2 inches, Min = 12%
iii. Yield, Min = 345 MPA
The beam elements shall have nominal width of 483mm. Post consists of formed channel of size
150 x 75 x 5, 785mm long and space consists of formed channel of size 150 x 75 x 5, 330 mm
long. All members of the system should be hot dipped galvanised to have a minimum counting of
550g/sqm, each face in compliance to relevant MOST Specification (Cl. 810). The spacing of
posts should be 2.0m c/c. Crash barrier system absorbs impact of vehicle and laterally restrains a
vehicle from veering off. This ensures minimum damage to the vehicle and passengers.
The Road Humps are formed by providing a rounded hump of 3.7m width (17m radius) and
0.10m height for the preferred advisory crossing speed of 25kmph for general traffic as per the
IRC: 991988 guidelines. The basic material for construction is bituminous concrete formed to
required shape. Road humps are located at T-intersections (and cross road intersections) on
minor roads or perpendicular arms about 25m away from the inner edge of the carriageway.
Proper signs boards and markings are provided to advise the drivers in advance of the situation.
Road humps are extended across carriageway up to the edge of paved shoulder.
Rumble Strips are formed by a sequence of transverse strips laid across a carriageway. Maximum
permitted height of 15mm provided no vertical face exceeds 6mm. These rumble device produce
audible and vibratory effects to alert drivers to take greater care and do not normally reduce
traffic speeds in themselves. The typical design details of rumble strips proposed are transverse
strips of Bituminous Concrete 500mm wide and overall thickness 15mm laid across a
carriageway up to the end of paved shoulder. There will be 6 such transverse strips spaced at
2.0m c/c. Rumble strips are proposed in advance of:
Toll plaza location is one of the most important aspects of any toll scheme. The key factors that
govern the optimum location of toll plaza are:
Location of toll plazas has been proposed based on the traffic dispersal pattern at the respective
homogenous sections, road geometry and vertical profile of the road and the surrounding area.
Also while fixing the toll plazas for this project, the proposed Toll Plaza locations for the
preceding and succeeding packages were considered. Interactions with the design Consultants of
the packages and NHAI was held to discuss the issues and fix the location of the toll plazas.
Nearest Toll Plaza on Ambala - Kaithal section is at Km 64 (NH-65) i.e. 63 km apart for the
proposed toll plaza at Km 125.8
Nearest Toll Plaza at Haryana/Rajasthan Border - Fatehpur section is at Km 103 (NH-65
from Fatehpur) i.e. only 44.85 km apart.
The locations for the toll plaza for the different section are given in Table 8.34:
The distance between Toll Plaza-I (TP-I) and Toll Plaza-II (TP-II) is less than 60km as the
location of Toll Plaza II cannot be shifted more towards Rajasthan Border due to the following
reasons:
Barwa village between Km 214+850 and 217+500 and proposed bypass of Bawa town
Nearness of Siwani village at Km 222+000
End point of proposed Siwani Bypass at Km 225+340
Parallel railway line on right hand side
A width of 3.2m between two upstand kerbs of tollbooth islands is considered optimum in order
to channel vehicles and to ensure they stop close enough to the toll collector. Provision of
different toll lanes width reduces the flexibility, and hence should have not been proposed.
One extra lane 4.5m width should be provided in each direction, in addition to toll lanes, for non-
tollable/exempt vehicles and oversized (extra wide) vehicles, which cannot pass through regular
toll lanes.
The minimum toll lanes required with semi-automatic toll system for the projected peak hour
traffic of 20 years is as presented below in Table 8.35:
In addition to the above one extra lane for oversized vehicles shall be added to both directions.
Land width for the toll plaza is to be acquired to permit the provision of toll lanes for projected
peak hour traffic of 20 years subjected to a minimum number of 16 toll lanes and including all
other building and structures to be accommodated at the Toll plaza location.
General Layout
A flared entry and exit approach to the toll plaza should be laid out for the safe transition of
vehicles from the highway to toll plazas and vice versa. Various flare angles can be used
however a flare angle of 1:10 is considered to be most appropriate for National Highways where
the average approach speed of vehicles is in the order of 61 90 km/hr. The total width at the toll
plaza axis is a direct function of the number of toll lanes required in the system.
Road Safety audit has the greatest potential for improving safety and is most costeffective when
it is applied to a road or traffic design before the project is built. It can be conducted on any
design proposal that involves changes to the ways road users will interact, either with each other
or with their physical environment. It is a formal process using a defined procedure.
Road safety audit has been carried out for project road and sufficient measures has been taken for
improving detailed engineering design with respect to the road safety audit. The details of audit
taken are described in Check list below:
Sl.
Contents Item Yes/No Comment
No.
Staging of Contracts NA
Adjacent development Yes Access to major adjacent
developments has been designed.
3. A2: Local Visibility Yes Horizontal and vertical alignments
Alignment satisfy visibility criteria at all
locations.
New/Existing road interface Yes Sufficient transition zone has been
proposed. All cross roads were
properly designed with main road.
M-Axle 11.37
Scott Wilson
Annexure 8.1E
M-Axle 10.19
Scott Wilson
Annexure 8.1E
M-Axle 14.54
Scott Wilson
Annexure 8.1E
M-Axle 14.536
Scott Wilson
Annexure 8.1E
M-Axle 14.65
Scott Wilson
Annexure 8.2
RIGID PAVEMENT AT TOLL PLAZA - I Annexure 8.2
(DESIGN CH. 27+700)
Project Road: Consultancy Services for preparation of Detailed Project Report for
rehabilitation and upgradation of NH stretches under NHDP-IVB in the state of
Haryana / Kaithal Rajasthan Border NH-65
Inputs
Type of Concrete M40
Flexural Strength (Modulus of Rupture) of
fcr 45 kg/cm2
Concrete
Design Period 30 Years
Load Safety Factor 1.2
Design Traffic, % of the total Repetitions of
25 %
Comercial Vehicles
98th Percential axle load 14 ton
Tyre Pressure 8 kg/cm2
CBR Value of subgrade 8 %
Thickness of Granular Sub-Base 15 cm
Thickness of DLC 15 cm
Trial Thickness of Pavement h 30 cm
Posson's Ratio of Concrete 0.15
Modulus of Elasticity of concrete E 300000 kg/cm2
Coefficent of Thermal expansion of 0
a 0.00001 /C
Concrete
Spacing of contraction joint (L) 450 cm
Width of Slab (B) 350 cm
Modulus of subgrade reaction (kg/cm3)
5.0 kg/cm3
(from Table 2)
Effective k over 150 cm DLC 41.7 kg/cm3
1 0.00 2.00 1 17 32.08 1916003 1 1.45 14270 0 0.00 0 1930273 1.20 1.628 0.04 Infinity 0.000
2 2.00 4.00 3 22 41.51 2479533 12 17.39 171237 4 15.38 385395 3036165 3.60 4.14 0.09 Infinity 0.000
3 4.00 6.00 5 6 11.32 676236 17 24.64 242586 4 15.38 385395 1304217 6.00 6.355 0.14 Infinity 0.000
4 6.00 8.00 7 7 13.21 788942 16 23.19 228316 8 30.77 770789 1788047 8.40 8.419 0.19 Infinity 0.000
5 8.00 10.00 9 1 1.89 112706 5 7.25 71349 3 11.54 289046 473101 10.80 10.377 0.23 Infinity 0.000
6 10.00 12.00 11 0 0.00 0 10 14.49 142698 3 11.54 289046 431744 13.20 12.249 0.27 Infinity 0.000
7 12.00 14.00 13 0 0.00 0 5 7.25 71349 2 7.69 192697 264046 15.60 14.051 0.31 Infinity 0.000
8 14.00 16.00 15 0 0.00 0 3 4.35 42809 2 7.69 192697 235506 18.00 15.797 0.35 Infinity 0.000
9 16.00 18.00 17 0 0.00 0 0 0.00 0 0 0.00 0 0 20.40 17.498 0.39 Infinity 0.000
10 18.00 20.00 19 0 0.00 0 0 0.00 0 0 0.00 0 0 22.80 19.161 0.43 Infinity 0.000
11 20.00 22.00 21 0 0.00 0 0 0.00 0 0 0.00 0 0 25.20 20.79 0.46 14335236 0.000
12 22.00 24.00 23 0 0.00 0 0 0.00 0 0 0.00 0 0 27.60 22.389 0.50 762043 0.000
13 24.00 26.00 25 0 0.00 0 0 0.00 0 0 0.00 0 0 30.00 3.959 0.09 Infinity 0.000
14 26.00 28.00 27 0 0.00 0 0 0.00 0 0 0.00 0 0 32.40 25.503 0.57 71229 0.000
15 28.00 30.00 29 0 0.00 0 0 0.00 0 0 0.00 0 0 34.80 27.022 0.60 30927 0.000
Sample Size =
TANDEM AXLE
3-AXLE
MULTI AXLE TOTAL
Axle Stress,
Fatigue
Sl. Axle Load Category Load Expected
% of Expected Expected kg/cm2 Stress Fatigue life
AL X 1.2 life,
No. (Tonnes) (AL) in Number of % of Each Repetitions Number of from Ratio consumed
Each Repetitions Repetitions N
Tonnes Tandem Axles Category in Design Tandem Axles charts
Category in Design life in Design life
life
2 2.00 4.00 3 1 1 62086 6.00 26 1425290 1487376 3.60 1.947 0.04 Infinity 0.000
3 4.00 6.00 5 0 0 0 7.00 30 1662838 1662838 6.00 2.955 0.07 Infinity 0.000
4 6.00 8.00 7 4 5 248346 6.00 26 1425290 1673636 8.40 3.876 0.09 Infinity 0.000
5 8.00 10.00 9 4 5 248346 1.00 4 237548 485894 10.80 4.742 0.11 Infinity 0.000
6 10.00 12.00 11 9 10 558778 0.00 0 0 558778 13.20 5.569 0.12 Infinity 0.000
7 12.00 14.00 13 4 5 248346 1.00 4 237548 485894 15.60 6.363 0.14 Infinity 0.000
8 14.00 16.00 15 7 8 434605 2.00 9 475097 909702 18.00 7.129 0.16 Infinity 0.000
9 16.00 18.00 17 10 11 620865 0.00 0 0 620865 20.40 7.871 0.17 Infinity 0.000
10 18.00 20.00 19 7 8 434605 0.00 0 0 434605 22.80 8.59 0.19 Infinity 0.000
11 20.00 22.00 21 8 9 496692 0.00 0 0 496692 25.20 9.289 0.21 Infinity 0.000
12 22.00 24.00 23 10 11 620865 0.00 0 0 620865 27.60 9.97 0.22 Infinity 0.000
13 24.00 26.00 25 14 16 869211 0.00 0 0 869211 30.00 10.635 0.24 Infinity 0.000
14 26.00 28.00 27 3 3 186259 0.00 0 0 186259 32.40 11.286 0.25 Infinity 0.000
16 30.00 32.00 31 5 6 310432 0.00 0 0 310432 37.20 12.55 0.28 Infinity 0.000
18 34.00 36.00 35 1 1 62086 0.00 0 0 62086 42.00 13.772 0.31 Infinity 0.000
20 38.00 40.00 39 1 1 62086 0.00 0 0 62086 46.80 14.958 0.33 Infinity 0.000
Sample Size =
100.00
90.00
Cumulative Frequency %
80.00
70.00
60.00
50.00
40.00
30.00
10.00
0.00
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Eh 3
Radius of relative stiffness (I) = 4 63.791 cm
2
(
12 1 )k
L/ 7.054
Safe
Total of Temperature Warping Stress and the highest axle load stress is less
than the flexural strength, so pavement is safe under the combined action of
wheel load and temperature
3P a 2
1 .2
Corner Stress = 2 1
h l
Eh 3
Radius of relative stiffness, (l) = 4
2
(
12 1 )k
0.5
Radius of area contact of wheel, Pd S Pd
0.5
= 0.8521x +
qx 0.5227 xq
Considering a Single Axle dual
wheel (a)
Tyre Pressure (q) 8 kg/cm2
98 percentile axle load 14 tonne
Wheel Load( Dual wheel), P 7 tonne
Load on one tyre, Pd 3.5 tonne
C/c distance between two tyres (S) 31 cm
a= 20.103 cm
l= 63.791 cm
CORNER STRESS 14.49 Kg/cm2
Flexural Strength of Concrete 45 Kg/cm2
The corner stress is less than the flexural strength of the concrete
It is safe
KPt
Bearing Stress between the concrete and dowel bar (max) = (2 + Z ) Kg/cm2 283
4 3 EI
Since Bearing Stres is less than the Allowable Bearing stress, Safe
Project Road: Consultancy Services for preparation of Detailed Project Report for
rehabilitation and upgradation of NH stretches under NHDP-IVB in the state of
Haryana / Kaithal Rajasthan Border NH-65
Inputs
Type of Concrete M40
Flexural Strength (Modulus of Rupture) of
fcr 45 kg/cm2
Concrete
Design Period 30 Years
Load Safety Factor 1.2
Design Traffic, % of the total Repetitions of
25 %
Comercial Vehicles
98th Percential axle load 13 ton
Tyre Pressure 8 kg/cm2
CBR Value of subgrade 8 %
Thickness of Granular Sub-Base 15 cm
Thickness of DLC 15 cm
Trial Thickness of Pavement h 30 cm
Posson's Ratio of Concrete 0.15
Modulus of Elasticity of concrete E 300000 kg/cm2
Coefficent of Thermal expansion of 0
0.00001 /C
Concrete
Spacing of contraction joint (L) 440 cm
Width of Slab (B) 350 cm
Modulus of subgrade reaction (kg/cm3)
5.0 kg/cm3
(from Table 2)
Effective k over 150 cm DLC 41.7 kg/cm3
1 0.00 2.00 1 56 71.79 5756066 0 #DIV/0! 6 6.45 132026 0 0.00 0 5888092 1.20 1.628 0.04 Infinity 0.000
2 2.00 4.00 3 15 19.23 1541803 0 #DIV/0! 13 13.98 286057 4 10.81 464583 2292443 3.60 4.14 0.09 Infinity 0.000
3 4.00 6.00 5 6 7.69 616721 0 #DIV/0! 12 12.90 264053 8 21.62 929166 1809940 6.00 6.355 0.14 Infinity 0.000
4 6.00 8.00 7 0 0.00 0 0 #DIV/0! 14 15.05 308062 4 10.81 464583 772645 8.40 8.419 0.19 Infinity 0.000
5 8.00 10.00 9 1 1.28 102787 0 #DIV/0! 16 17.20 352070 7 18.92 813020 1267877 10.80 10.377 0.23 Infinity 0.000
6 10.00 12.00 11 0 0.00 0 0 #DIV/0! 19 20.43 418084 2 5.41 232291 650375 13.20 12.249 0.27 Infinity 0.000
7 12.00 14.00 13 0 0.00 0 0 #DIV/0! 10 10.75 220044 6 16.22 696874 916918 15.60 14.051 0.31 Infinity 0.000
8 14.00 16.00 15 0 0.00 0 0 #DIV/0! 2 2.15 44009 1 2.70 116146 160155 18.00 15.797 0.35 Infinity 0.000
9 16.00 18.00 17 0 0.00 0 0 #DIV/0! 1 1.08 22004 3 8.11 348437 370441 20.40 17.498 0.39 Infinity 0.000
10 18.00 20.00 19 0 0.00 0 0 #DIV/0! 0 0.00 0 1 2.70 116146 116146 22.80 19.161 0.43 Infinity 0.000
11 20.00 22.00 21 0 0.00 0 0 #DIV/0! 0 0.00 0 1 2.70 116146 116146 25.20 20.79 0.46 14335236 0.008
12 22.00 24.00 23 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 27.60 22.389 0.50 762043 0.000
13 24.00 26.00 25 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 30.00 3.959 0.09 Infinity 0.000
14 26.00 28.00 27 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 32.40 25.503 0.57 71229 0.000
15 28.00 30.00 29 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 34.80 27.022 0.60 30927 0.000
Sample Size =
TANDEM AXLE
3-AXLE
MULTI AXLE TOTAL
Axle Stress,
Fatigue
Sl. Axle Load Category Load
Number of
Expected
Number of % of Expected Expected kg/cm2 Stress Fatigue life
AL X 1.2 life,
No. (Tonnes) (AL) in % of Each Repetitions from Ratio consumed
Tandem Tandem Each Repetitions Repetitions N
Tonnes Category in Design charts
Axles Axles Category in Design life in Design life
life
2 2.00 4.00 3 0 0 0 11.00 35 3277564 3277564 3.60 1.947 0.04 Infinity 0.000
3 4.00 6.00 5 0 0 0 1.00 3 297960 297960 6.00 2.955 0.07 Infinity 0.000
4 6.00 8.00 7 6 6 595921 7.00 23 2085722 2681643 8.40 3.876 0.09 Infinity 0.000
5 8.00 10.00 9 11 12 1092521 6.00 19 1787762 2880283 10.80 4.742 0.11 Infinity 0.000
6 10.00 12.00 11 5 5 496601 3.00 10 893881 1390482 13.20 5.569 0.12 Infinity 0.000
7 12.00 14.00 13 3 3 297960 2.00 6 595921 893881 15.60 6.363 0.14 Infinity 0.000
8 14.00 16.00 15 5 5 496601 1.00 3 297960 794561 18.00 7.129 0.16 Infinity 0.000
9 16.00 18.00 17 12 13 1191841 0.00 0 0 1191841 20.40 7.871 0.17 Infinity 0.000
10 18.00 20.00 19 6 6 595921 0.00 0 0 595921 22.80 8.59 0.19 Infinity 0.000
11 20.00 22.00 21 10 11 993201 0.00 0 0 993201 25.20 9.289 0.21 Infinity 0.000
12 22.00 24.00 23 15 16 1489802 0.00 0 0 1489802 27.60 9.97 0.22 Infinity 0.000
13 24.00 26.00 25 9 10 893881 0.00 0 0 893881 30.00 10.635 0.24 Infinity 0.000
14 26.00 28.00 27 4 4 397280 0.00 0 0 397280 32.40 11.286 0.25 Infinity 0.000
15 28.00 30.00 29 2 2 198640 0.00 0 0 198640 34.80 11.924 0.26 Infinity 0.000
16 30.00 32.00 31 2 2 198640 0.00 0 0 198640 37.20 12.55 0.28 Infinity 0.000
18 34.00 36.00 35 1 1 99320 0.00 0 0 99320 42.00 13.772 0.31 Infinity 0.000
19 36.00 38.00 37 1 1 99320 0.00 0 0 99320 44.40 14.27 0.32 Infinity 0.000
20 38.00 40.00 39 1 1 99320 0.00 0 0 99320 46.80 14.958 0.33 Infinity 0.000
Sample Size =
100.00
90.00
Cumulative Frequency %
80.00
70.00
60.00
50.00
40.00
30.00
10.00
0.00
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Eh 3
Radius of relative stiffness (I) = 4 63.791 cm
2
(
12 1 )k
L/ 6.897
Safe
Total of Temperature Warping Stress and the highest axle load stress is less
than the flexural strength, so pavement is safe under the combined action of
wheel load and temperature
3P a 2
1 .2
Corner Stress = 2 1
h l
Eh 3
Radius of relative stiffness, (l) = 4
2
(
12 1 )k
0.5
Radius of area contact of wheel, Pd S Pd
0.5
= 0.8521x +
qx 0.5227 xq
Considering a Single Axle dual
wheel (a)
Tyre Pressure (q) 8 kg/cm2
98 percentile axle load 13 tonne
Wheel Load( Dual wheel), P 6.5 tonne
Load on one tyre, Pd 3.25 tonne
C/c distance between two tyres (S) 31 cm
a= 19.629 cm
l= 63.791 cm
CORNER STRESS 13.69 Kg/cm2
Flexural Strength of Concrete 45 Kg/cm2
The corner stress is less than the flexural strength of the concrete
It is safe
KPt
Bearing Stress between the concrete and dowel bar (max) = (2 + Z ) Kg/cm2 263
4 3 EI
Since Bearing Stres is less than the Allowable Bearing stress, Safe
Project Road: Consultancy Services for preparation of Detailed Project Report for
rehabilitation and upgradation of NH stretches under NHDP-IVB in the state of
Haryana / Kaithal Rajasthan Border NH-65
Inputs
Type of Concrete M40
Flexural Strength (Modulus of Rupture) of
fcr 45 kg/cm2
Concrete
Design Period 30 Years
Load Safety Factor 1.2
Design Traffic, % of the total Repetitions of
25 %
Comercial Vehicles
98th Percential axle load 20 ton
Tyre Pressure 8 kg/cm2
CBR Value of subgrade 8 %
Thickness of Granular Sub-Base 15 cm
Thickness of DLC 10 cm
Trial Thickness of Pavement h 30 cm
Posson's Ratio of Concrete 0.15
Modulus of Elasticity of concrete E 300000 kg/cm2
Coefficent of Thermal expansion of 0
0.00001 /C
Concrete
Spacing of contraction joint (L) 440 cm
Width of Slab (B) 350 cm
Modulus of subgrade reaction (kg/cm3)
5.0 kg/cm3
(from Table 2)
Effective k over 150 cm DLC 41.7 kg/cm3
1 0.00 2.00 1 12 52.17 3091768 0 #DIV/0! 3 3.49 48246 0 0.00 0 3140014 1.20 1.628 0.04 Infinity 0.000
2 2.00 4.00 3 2 8.70 515295 0 #DIV/0! 8 9.30 128656 6 15.38 956230 1600181 3.60 4.14 0.09 Infinity 0.000
3 4.00 6.00 5 7 30.43 1803531 0 #DIV/0! 14 16.28 225147 7 17.95 1115602 3144280 6.00 6.355 0.14 Infinity 0.000
4 6.00 8.00 7 2 8.70 515295 0 #DIV/0! 21 24.42 337721 7 17.95 1115602 1968618 8.40 8.419 0.19 Infinity 0.000
5 8.00 10.00 9 0 0.00 0 0 #DIV/0! 11 12.79 176901 5 12.82 796858 973759 10.80 10.377 0.23 Infinity 0.000
6 10.00 12.00 11 0 0.00 0 0 #DIV/0! 11 12.79 176901 3 7.69 478115 655016 13.20 12.249 0.27 Infinity 0.000
7 12.00 14.00 13 0 0.00 0 0 #DIV/0! 10 11.63 160819 6 15.38 956230 1117049 15.60 14.051 0.31 Infinity 0.000
8 14.00 16.00 15 0 0.00 0 0 #DIV/0! 3 3.49 48246 3 7.69 478115 526361 18.00 15.797 0.35 Infinity 0.000
9 16.00 18.00 17 0 0.00 0 0 #DIV/0! 2 2.33 32164 2 5.13 318743 350907 20.40 17.498 0.39 Infinity 0.000
10 18.00 20.00 19 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 22.80 19.161 0.43 Infinity 0.000
11 20.00 22.00 21 0 0.00 0 0 #DIV/0! 2 2.33 32164 0 0.00 0 32164 25.20 20.79 0.46 14335236 0.002
12 22.00 24.00 23 0 0.00 0 0 #DIV/0! 1 1.16 16082 0 0.00 0 16082 27.60 22.389 0.50 762043 0.021
13 24.00 26.00 25 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 30.00 3.959 0.09 Infinity 0.000
14 26.00 28.00 27 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 32.40 25.503 0.57 71229 0.000
15 28.00 30.00 29 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 34.80 27.022 0.60 30927 0.000
Sample Size =
TANDEM AXLE
3-AXLE
MULTI AXLE TOTAL
Axle Stress,
Fatigue
Sl. Axle Load Category Load
Number of
Expected
Number of % of Expected Expected kg/cm2 Stress Fatigue life
AL X 1.2 life,
No. (Tonnes) (AL) in % of Each Repetitions from Ratio consumed
Tandem Tandem Each Repetitions Repetitions N
Tonnes Category in Design charts
Axles Axles Category in Design life in Design life
life
1 0.00 2.00 1 0 0 0 3.00 8 807236 807236 1.20 0.763 0.02 Infinity 0.000
2 2.00 4.00 3 1 1 113135 12.00 32 3228945 3342080 3.60 1.947 0.04 Infinity 0.000
3 4.00 6.00 5 2 2 226271 8.00 22 2152630 2378901 6.00 2.955 0.07 Infinity 0.000
4 6.00 8.00 7 10 11 1131354 2.00 5 538157 1669511 8.40 3.876 0.09 Infinity 0.000
5 8.00 10.00 9 7 8 791948 2.00 5 538157 1330105 10.80 4.742 0.11 Infinity 0.000
6 10.00 12.00 11 0 0 0 4.00 11 1076315 1076315 13.20 5.569 0.12 Infinity 0.000
7 12.00 14.00 13 7 8 791948 4.00 11 1076315 1868263 15.60 6.363 0.14 Infinity 0.000
8 14.00 16.00 15 5 6 565677 1.00 3 269079 834756 18.00 7.129 0.16 Infinity 0.000
9 16.00 18.00 17 5 6 565677 1.00 3 269079 834756 20.40 7.871 0.17 Infinity 0.000
10 18.00 20.00 19 8 9 905083 0.00 0 0 905083 22.80 8.59 0.19 Infinity 0.000
11 20.00 22.00 21 6 7 678812 0.00 0 0 678812 25.20 9.289 0.21 Infinity 0.000
12 22.00 24.00 23 18 20 2036437 0.00 0 0 2036437 27.60 9.97 0.22 Infinity 0.000
13 24.00 26.00 25 8 9 905083 0.00 0 0 905083 30.00 10.635 0.24 Infinity 0.000
14 26.00 28.00 27 2 2 226271 0.00 0 0 226271 32.40 11.286 0.25 Infinity 0.000
15 28.00 30.00 29 1 1 113135 0.00 0 0 113135 34.80 11.924 0.26 Infinity 0.000
16 30.00 32.00 31 3 3 339406 0.00 0 0 339406 37.20 12.55 0.28 Infinity 0.000
17 32.00 34.00 33 3 3 339406 0.00 0 0 339406 39.60 13.166 0.29 Infinity 0.000
19 36.00 38.00 37 1 1 113135 0.00 0 0 113135 44.40 14.27 0.32 Infinity 0.000
20 38.00 40.00 39 1 1 113135 0.00 0 0 113135 46.80 14.958 0.33 Infinity 0.000
Sample Size =
100.00
90.00
Cumulative Frequency %
80.00
70.00
60.00
50.00
40.00
30.00
10.00
0.00
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Eh 3
Radius of relative stiffness (I) = 4 63.791 cm
2
(
12 1 )k
L/ 6.897
Safe
Total of Temperature Warping Stress and the highest axle load stress is less
than the flexural strength, so pavement is safe under the combined action of
wheel load and temperature
3P a 2
1 .2
Corner Stress = 2 1
h l
Eh 3
Radius of relative stiffness, (l) = 4
2
(
12 1 )k
0.5
Radius of area contact of wheel, Pd S Pd
0.5
= 0.8521x +
qx 0.5227 xq
Considering a Single Axle dual
wheel (a)
Tyre Pressure (q) 8 kg/cm2
98 percentile axle load 20 tonne
Wheel Load( Dual wheel), P 10 tonne
Load on one tyre, Pd 5 tonne
C/c distance between two tyres (S) 31 cm
a= 22.599 cm
l= 63.791 cm
CORNER STRESS 18.79 Kg/cm2
Flexural Strength of Concrete 45 Kg/cm2
The corner stress is less than the flexural strength of the concrete
It is safe
KPt
Bearing Stress between the concrete and dowel bar (max) = (2 + Z ) Kg/cm2 279
4 3 EI
Since Bearing Stres is less than the Allowable Bearing stress, Safe
9.1 Background
The National Highways Authority of India (NHAI) has been entrusted to implement the
development of the project stretch from Kaithal to Rajasthan Border Section of National
Highway - 65 for rehabilitation and up-gradation under NHDP, Phase IV on BOT mode under
Package No: NHDP-IV/HR/DPR/02 in the state of Haryana. The entire project road lies in the
state of Haryana. The project road section starts from Kaithal and ends at Haryana-Rajasthan
Interstate Border.
Four lane up-gradation of the project road from Kaithal to Haryana/Rajasthan Border Section of
National Highway-65, may have adverse environmental impacts during construction and
operation phases. Therefore, for identification of environmental issues and impacts associated
with up-gradation of the project road, environmental screening has been carried out. Based on
identified environmental impacts, environmental mitigation measures and environmental
management plan will be introduced in the design of the project road.
National Highway (NH) 65 starts from Ambala (Punjab) and ends at Pali (Rajasthan). The
project road section under the scope of study starts from Kaithal, Km 44+000 (start of Kaithal
Bypass) and ends at Haryana/ Rajasthan Border, Km 241+580. The Chainage of the Project road
decreases from Kaithal, km 44+200, to Narwana, Km 0+000. From this point it increases from
Km 121+400 to Rajasthan Border Km 241+480, where the project road section ends. The project
road section is previously NH-65 and have been divided into two NH sections as per new
numbering of the National Highways as per MoRTH notification no. S.O. 542(E) dated
05/03/2010. The discontinuity in the km-stones observed is due to same. The section from
Kaithal to Narwana is NH-152 as per the new numbering and the km-stones are also observed as
per the new NH number and chainage. The section from Narwana to Rajasthan Border is part on
NH-52. But the section from Narwana to Rajasthan Border has the old km-stones of NH-65.
Location plan of the project road is shown in Figure 9.1.
The existing length of the project road section is approx. 153.4 km considering the start point at
Km 33+400 i.e. end of the proposed Kaithal Bypass. The project road traverses through four
districts of Haryana, namely Kaithal, Jind, Hisar, and Bhiwani.
The project road is four laning of existing two lane / with paved shoulder road. Corridor of
Impact (COI) for the Environmental Screening of the project road will be as given below:
The purpose of Environmental Screening is to identify and evaluate the nature, magnitude and
significance of the potential adverse environmental and social impacts arising during
construction and operation of the project road.
The environmental screening is carried out to assess the potential environmental impacts likely to
be triggered by the project.
to provide information about the general environmental settings along the project road as
baseline data;
to provide information on potential impacts of the project and the characteristic of the
impacts, magnitude, distribution, who will be the affected group, and their duration;
to determine the magnitude of environmental impacts so that due consideration can be given
to them during planning, construction and operational phase of project road.
AMBALA
KURUKSHETRA
Kaithal
KARNA
Narwana
Barwala PANIPA
JIND
Hisar
Siwani ROHTA
Haryana- BHIWAN
Rajasthan
Border DELHI
Thus, the objective of environmental screening is to recognize those aspects and areas, which are
not environmentally or socio-economically significant and should not be considered further and
to ensure that proper and pointed attention is devoted to the relevant environmental and socio-
economic aspects in the project planning and implementation stages.
Applicable environmental acts, rules and regulation to proposed four laning of Kaithal-Rajasthan
Border Section of NH 65 are as given below:
Sl. Coordinating
Legal Framework Objectives/Highlights of Framework
No. Agency
Environment Legal Framework
1. Water (Prevention and CPCB, HSPCB Prohibits the discharge of pollutants into
Control of pollution) water bodies beyond a given standard,
Act 1974 and lays down penalties for non-
compliance.
2. Water (Prevention and CPCB, HSPCB Provides for a levy and collection of a
Control of Pollution) cess on water consumed by industries
Cess Act, 1977 and local authorities.
3. Forest (Conservation) MoEF, Restrictions on conversions of Forest for
Act 1980, Forest Regional, State uses other than reforestation, including
Conservation Rules, Forest use for roads.
1981 Department
(SFD)
4. Air (Prevention and CPCB, HSPCB Provides means for the control and
Control of Pollution) abatement of air pollution.
Act, 1981
Sl. Coordinating
Legal Framework Objectives/Highlights of Framework
No. Agency
5. The Air (Prevention CPCB, HSPCB Defined the procedures for conducting
and Control of meetings of the boards, the powers of
Pollution) Rules, 1982 the presiding officers, decision-making
etc.
6. Environment Ministry of Ensure that appropriate measures are
(Protection) Act 1986 Environment and taken to conserve and protect the
Forests (MoEF) environment before commencement of
operations.
7. Flyash Notification MoEF Mandates use of flyash in road
2009 construction.
8. The Environment MoEF, CPCB & Lay down the procedures for setting
(Protection) Rules, HSPCB standards of emission or discharge of
1986 environmental pollutants.
9. National Environment National To provide for strict liability for
Tribunal Act, 1995 Environment damages arising out of any accident
Tribunal occurring while handling any hazardous
substance.
10. Biodiversity Act 2002 National To provide for conservation of
Biodiversity biodiversity, sustainable use of
Authority/State resources fair and equitable sharing of
authorities the benefits from use of resources.
Social Legal Framework
11. NRRP 2007 MOEF Provide procedures for land acquisition
and compensation for project affected
families.
The project road is 4 lane up-gradation with unpaved shoulder of Kaithal-Rajasthan Border
section of NH 65. Following environment related clearances will be required for proposed up-
gradation of the project road.
i. Environmental Clearance
As per Environmental Impact Assessment (EIA) Notification 2006, amendment 2009, expansion
of National Highways greater than 30 km, involving additional right of way greater than 20m
involving land acquisition require prior Environmental Clearance. The proposed four lane up-
gradation of the project road attracts Environmental Impact Assessment Notification 2006,
amendment 2009. Therefore, prior environmental clearance is required for four laning of the
project road.
The project does not pass through wildlife sanctuary, national park or any other sensitive
locations. There is no eco sensitive location within 10 km radius. Further, there is no critically
polluted area, international or interstate boundary within 10 km distance from the project road.
To obtain Consent to Establish/NOC under the Water (Prevention and Control of Pollution) Act
1974, Rules & Amendments and Air (Prevention and Control of Pollution) Act 1981, Rules &
Amendments, separate applications on prescribed format along the Demand Draft of mandatory
fees will be submitted to Haryana State Pollution Control Board. After processing applications,
conditional Consent to Establish/NOC is issued by Haryana State Pollution Control Board.
The project road is passing through Reserved Forest. However, road side plantation is notified
protected forest, hence, prior forest clearance will be obtained under Forest Conservation Act,
1980 for diversion of protected forest land for non forestry use.
For cutting of trees on non-forestry private /govt. land, application will be submitted to District
Collector/DFO after site inspection, permission for cutting of trees will be granted.
9.6.1 Introduction
Collection of baseline information on bio-physical, social and economic aspects of the project
area is the most important reference for environmental screening study. Based on the existing
environmental scenario potential impacts of road improvement will be identified and accordingly
management plan will be proposed. The description of environmental settings includes the
characteristic of area in which the activity of up-gradation of existing road would be occur and
cover area affected by all environmental impacts. For conducting the environmental screening
(ES), existing environmental conditions along the project road, have been obtained by intensive
site visits, primary data collection, monitoring, sampling and secondary data collection from
published source and various government agencies. Collection of baseline data was designed to
satisfy information requirements and focused on relevant aspects that are likely to be affected by
the proposed up-gradation of existing road from Kaithal to Rajasthan Border Section of National
Highway-65.
The project road being situated on the Yamuna-Ghaggar plain, the terrain for the entire stretch is
plain with the soil composition being alluvial type. The area along the project road is level plain
and has mostly flat topography. The general slope of the area is from north to south-southwest
direction. No rock outcrop is observed in the area.
9.7.2 Geology
The region is formed by the alluvium of the Quaternary age. The strata section of different tube
wells of the area indicates the presence of thick succession of alternate sequence of sand and
clay. The thickness of these beds varies from place to place. The sedimentary sequence contains
alternate layers of sand and clay. The ground surface is formed by clay. The grain size of the
sediments becomes gradually finer in the upward direction. The area is not subjected to major
structural disturbance, so the sediments are neither folded nor joint and nor fractured.
Soil is usually differentiated into horizons of minerals and organic constituents of varying depth,
which differ from the parent material below in morphology, physical properties and constituents,
chemical properties and composition and biological characteristics. The soil environment
describes the baseline aspects of the nature and geomorphic features, soil conditions and quality,
borrow and material resources and land use characteristics. Soil serves as a source of nutrients
for vegetation plants and crops and also provides mechanical anchorage.
The soil quality assessment has been carried out during environmental screening to determine the
potential of soil in the area and to identify the impacts of the proposed development on soil
quality.
For studying soil characteristics of the area, sampling locations were selected to assess the
baseline soil conditions along the proposed road. The physical, chemical and nutrient
characteristics of soil samples were determined. The samples were collected by ramming a core-
cutter into the soil up to a depth of 15 cm.
Entire area along the project road is dominated by mostly agricultural and rural activities
followed by urban area. To understand the soil quality of the study area, 4 locations were
selected for soil sampling. Composite sampling of soil up to root depth (10-15 cm) was carried
out at each location.
The soil of the study area consists of alluvial deposit dominated by sediment constituents. Soil in
the area is deep and generally very fertile and possesses mostly sand, sandy loam, clay loam and
loamy texture. The colour of soil in the study area varies from brown to yellowish. The top
surface of soil consists of mostly sandy loamy to loamy sand in texture and are fertile.
The results of soil analysis are given in Table 9.1. Brief description of analysed parameters is
given below:
Good natural drainage is available in the area along the project road. There are few distributaries
and minors in the area. The drainage pattern of the area is well managed by and other natural
streams.
A. Water Resources
There is no major river crossed by the project road. Hansi and Sirsa canal distributaries and few
other small local drains are crossed by project road.
ii. Rainfall
Table 9.2 gives the rainfall data for the area. The area receives on an average, 490.6 mm of
rainfall annually mainly from south-west monsoon. The region is medium rainfall area. Nearly,
80.6 % of annual rainfall is received during June to September. Only about 5.4% of the normal
rainfall is received during the winter season. On an average, there are 28.5 rainy days in a year.
Graphical presentation of monthly rainfall and rainy day are shown in Figure 9.2 and
Figure 9.3, respectively.
Rainfall (mm)
160
140
120
100
80
60
40
20
0
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Rainfall (mm)
Jan Feb Mar Apr May June July Aug Sept Oct Nov Dec
Ground water is the most important water source in the study area. There are many borewells in
the area but dug wells are only few. The first or upper aquifer lies between the depth ranges of 4
to 92 m below ground level (bgl). The shallow aquifers in the study area are un-confined or semi-
confined and these are the water table aquifers. The drilling depth of most of the private
tubewells for irrigation ranges from 32 to 60 m deep on the basis of local hydrogeological
conditions. The water level in the study area has been reported to show a decline of 0.5 to 1.5 m
from post-monsoon to pre-monsoon period and the same can be ascribed to ground water
withdrawal for domestic, agricultural and industrial use during dry season in the study area.
B. Water Quality
Under natural conditions, surface water quality reflects environmental conditions to a great
extent. Hydro-geochemical factors influence colour, odour, taste, temperature and the degree of
mineralisation of water derived from surface run off, springs, etc. Besides, human settlements,
overall land use, morphology of the basin area, seasonal distribution of rainfall and winds,
disposal of industrial effluents and sewage, etc. contribute a great deal in determining the quality
of water. The quality of ground water is influenced by surface and sub-surface environmental
conditions. The quantity and quality of water entering the underground regime is another
important parameter which influences underground water quality.
The analysis results for ground water samples are given in Table 9.3.
The pH and TDS values range in between 7.9 to 8.2 and 497 to 568 mg/l, respectively and meet
the drinking water relaxed standards. Chloride contents (75.5 to 112.7 mg/l) meet the desirable
limit (250 mg/l). Calcium and magnesium contents at all ground water sampling locations are
found in between the range from 27.6 to 38.7 mg/l and from 13.1 to 18.2 mg/l, respectively and
are below the relaxed limits specified for drinking water.
9.7.6 Climatology
Climatological (long-term) data is obtained from the closest Indian Meteorology Department
(IMD) station or from any other nearby station, which has been collecting meteorological data
for more than ten years.
Seasons
The climate of area is characterised by an intensely hot summer, a cold winter and general
dryness throughout the year except during south-west monsoon season. Generally, the area
experiences the following four seasons in a year:
Temperature
Table 9.4 gives the temperatures at Hisar IMD Station which is nearest IMD Station. June is the
hottest month, the mean daily maximum temperature in that month being 45.2oC. On individual
day in this May and June sometimes the day temperature may reach over 48oC. The nights are
also quite oppressive and they continue to be so even in the monsoon months. With the onset of
the monsoon after the middle of June the day temperature decrease by about five or six degree
centigrade but the night temperatures remains high. This continues till September. In October
while the day temperatures remain as warm as September, the nights become cooler. From
November both day and night temperatures steadily drop. January is the coldest month, when the
mean daily maximum temperature is 27.3oC and the mean daily minimum is 1.7oC. In association
with cold waves which affect the area in the wake of passing western disturbances, minimum
temperatures sometimes drop as low as two degrees centigrade below the freezing point of water.
The frosts often occur particularly in January and early February. The hot weather begins by
March when temperature rise rather rapidly with the advance of the season.
Table 9.4 gives the relative humidity (RH) data at Hisar IMD Station. RH is highest during
January months (82% at 8:30 hr) and lowest during April month (27% at 17.30 hr).
Graphical presentation of monthly maximum and minimum temperatures is shown in Figure 9.4.
50
45
40
35
30
25
20
15
10
0
January March May July September November
Max Min
90
80
70
60
50
40
30
20
10
0
January March May July September November
Wind Speed
Table 9.5 gives the wind speeds data at Hisar IMD Station. At Hisar IMD station, annual average
wind speed is 6.7 kmph. Highest average monthly wind speed is observed to be in June (10.1
kmph) while lowest (4.2 kmph) in November month.
Jan Feb Mar Apr May June July Aug Sept Oct Nov Dec
Winds
Wind Pattern for the area is given in Table 9.6. The prevailing winds blow from NW -SW sector
towards SE-NE sector from October to June. During July and September winds blow from E-SE.
Calm periods are high and observed from 6 to 33 % of the time.
Cloudiness
The skies are generally moderately to heavily clouded during the monsoon season and in winter
season. The skies are mainly clear or lightly clouded during the December to March months.
Special weather phenomena are given in Table 9.7 for the area. Thunder occurs on an average
36.5 day in a year. Hail occurs on an average 1.1 day in a year and squalls are rare in the region.
Fog occurs for about 7.2 days. More than 0.3 mm precipitation is occurred on 43.6 days in a year.
Dust storm occurs for about 9.6 days in a year.
Dust
Months PPT 0.3 mm or more Hail Thunder Fog Squall
Storm
January 2.3 0.2 1.1 3.0 0.1 0
February 2.2 0.2 1.5 0.7 0.1 0
March 2.5 0.2 2.4 0.1 0.6 0
April 1.6 0.1 2.6 0 1.3 0
May 2.5 0 5.3 0.4 3.4 0
June 4.6 0 5.8 0 2.7 0
July 9.1 0 6.7 0.2 0.7 0
August 10.3 0 5.7 0 0.3 0
September 4.9 0 3.0 0.1 0.2 0
October 1.5 0 1.0 0.1 0.1 0
November 0.9 0 0.7 0.1 0 0
December 1.2 0 0.7 2.5 0.1 0
Annual 43.6 1.1 36.5 7.2 9.6 0
Source : IMD Station, Hisar
The ambient air quality with respect to the study area along the project road form baseline
information. The study area represents mostly urban, rural/residential environment. The sources
of air pollution in the region are vehicular traffic, dust arising from unpaved road and domestic
fuel burning. The prime objective of the baseline air quality study is to establish the existing
ambient air quality along the project road. This will also be useful for assessing the conformity to
standards of the ambient air quality specified by CPCB due to the construction and operation of
the project road.
This section describes the identification of sampling locations, methodology adopted for
monitoring and frequency of sampling. The results of monitoring during the study period are also
presented in this section.
The baseline status of the ambient air quality has been established through a scientifically
designed ambient air quality monitoring network and is based on the following considerations:
Ambient Air Quality Monitoring (AAQM) stations were set up at 5 locations with due
consideration to the above mentioned points.
Ambient air quality monitoring has been carried out with a frequency of two days per week at 5
locations during the study period. The baseline data of air environment is monitored for the
below mentioned parameters:
PM2.5 and PM10 have been estimated by gravimetric method. Modified West and Gaeke method
(IS-5182 part-II, 1969) has been adopted for estimation of SO2. Jacobs-Hochheiser method (IS-
5182 part-IV, 1975) has been adopted for the estimation of NOX.
Samples for Carbon Monoxide were collected as grab in glass tubes and NDIR techniques were
used for estimation.
The techniques adopted for sampling and analysis are given in Table 9.8 along with the
minimum detection limits for each parameter.
Ambient air quality monitoring has been carried at Kaithal, Narwana, Barwala, Hisar and Siwani
locations along the project road. The ambient air quality monitoring stations were selected with
major settlements and their population along the project road. Ambient air quality monitoring
results for PM2.5, PM10, SO2, NOx and CO concentrations are given in Table 9.9.
Monitored values are compared with National Ambient Air Quality Standards prescribed by
Central Pollution Control Board (CPCB) for residential, rural and other areas.
The mean PM2.5 concentration at ambient air quality monitoring locations was found as 34.7
g/m3. The maximum and minimum PM2.5 concentrations measured at various AAQM stations
were 41 and 29 g/m3, respectively. 98%tile value of PM2.5 is 40.5 g/m3.
The mean PM10 concentration at ambient air quality monitoring locations was found 66.6 g/m3.
The maximum and minimum PM10 concentrations measured at various AAQM stations are 72
and 60 g/m3, respectively. 98 %tile value of PM10 is 71.6 g/m3.
The mean concentrations of SO2 at all ambient air quality monitoring locations found 16.0 g/m3.
The maximum and minimum SO2 concentrations measured at various AAQM locations are 18.3
and 13.4 g/m3, respectively. 98 %tile value of SO2 is 18 g/m3.
The mean concentrations of NOx at all AAQM locations range from 21.9 g/m3. The maximum
and minimum NOx concentrations measured at various AAQM locations are 24.2 and 18.9
g/m3, respectively. 98 %tile value of NOx is 24.0 g/m3.
Carbon Monoxide
The mean concentrations of CO at all AAQM locations range from 1000 g/m3. The maximum
and minimum CO concentrations measured at various AAQM locations are 1128 and 898 g/m3,
respectively. 98 %tile value of CO is 1125 g/m3.
National air quality standards for rural, residential and industrial area, along the project road are
met for monitored parameters (PM2.5, PM10, SO2, NOx and CO) for all AAQM stations.
Graphical presentation of maximum, minimum and average values of air quality monitoring
along the project road are shown in following Figure 9.7
1200
1000
800
600
400
200
0
PM2.5 PM10 SO2 Nox CO
A preliminary reconnaissance survey was undertaken to identify the major noise generating
sources in the area. The noise at different noise generating sources has been identified based on
the Industrial, commercial and residential activities, traffic and noise at sensitive areas. Sound
Pressure Level (SPL) measurements were undertaken at all locations, with an interval of about 5
seconds over a period of 10 minutes per hour for 24 hr. The day noise level has been monitored
during 6 AM to 10 PM and night levels during 10 P.M. to 6 AM at all locations.
On the spot measurement device manufactured by Castle Associates, England was used. The
sound level meter measures the Sound Pressure Level (SPL), the maximum sound pressure level
(Max) and the equivalent continuous noise level (Leq) by switching on the corresponding
function mode. Time constant for fast, slow, impulse and peak responses are provided and the
suitable response conditions can be selected by operating other switch. The operation of a
resetting button permits to erase the maximum hold and integrated values.
For noise levels measured over a given period of time interval, it is possible to describe important
features of noise using statistical quantities. This is calculated using the percent of the time
certain noise levels are exceeded during the time interval. The notation for the statistical
quantities of the noise levels are described below:
The Leq is the equivalent continuous sound level, which is equivalent to the same sound energy
as the actual fluctuating sound measured in the same period. This is necessary because sound
from noise source often fluctuates widely during a given period of time. This is calculated from
the following equation:
Also:
Lday is defined as the equivalent noise level measured over a period of time during day (6
AM to 10 PM).
Lnight is defined as the equivalent noise level measured over a period of time during night (10
PM to 6 AM).
Hourly measurements have been carried out in day and night time at Kaithal, Narwana, Barwala,
Hisar and Siwani locations during environmental screening. Day and night-time Leq have been
calculated from hourly Leq values and compared with the stipulated standards as given in
Table 9.10.
Table 9.11 gives the day and night-time Leq noise levels. Measured Leq noise levels are below
the prescribed limit stipulated for residential area at all the locations on the project road.
Graphical presentation of day and night time noise levels along the project road is shown in
Figure 9.8.
60
50
40
30
20
10
0
Kaithal Narw ana Barw ala Hisar Siw ani
9.8.1 Forest
The study area is mostly dominated by rural and agricultural activities. Botanically, the study
area lies in the Yamuna-Ghaggar plain and possesses very fertile soil and excellent sources of
irrigation. The area receives moderate rainfall from south-west monsoon. The vegetation in the
area is tropical dry deciduous type.
The plants in the study area are sparsely distributed in a heterogeneous manner. Some plant
species like Eucalyptus hybrid, Albizia procera, Holoptelea integrifolia, Tamarix aphylla,
Prosopis juliflora, Pongamia pinnata, Albizia lebbek, Cassia festula, Acacia arabica, Carcica
Papaya, and Leucaena leucocephala are very frequently observed in the study area.
Some xerophytic species like Achyranthes aspera (Apmarg), Zizyphus nummularia, Balanites
aegyptica (Hingot) Adhatoda vasica (Arush), Manilkara haxandra (Khirni), and Capparis
zeylanca (Heens) are very common and are capable of regenerating themselves in various ways.
Some plant species like Anogeissus pendula, Cordia dichotoma, Eucalyptus hybrid, Cassia
fistula, Acacia arabica Polyathia longifolia, Pongamia globra, Pongamia pinnata, Dalbergia
sissoo, Holoptelea intergrifolia, Haplophragma adenophyllum, Psidium guajava, Nerium
indicum are quite common in and around the project study area. Acacia arabica, Prosopis
juliflora, Eucalyptus hybrid, and Pongamia pinnata are dominantly observed.
Cynodon dacthylon (Dub) grass is commonly found along the crop fields whereas Desmostachya
bipinnata (Dab), Erianthus munja (Munj) and Saccharum spontaneum (Kans) grasses are also
observed in study area.
Most of the part of the area is rural and dominated by agricultural activities. Only few species of
common wild animals are observed in the study area. Rhesus Macaque, Naja Naja, Varanus
Griseus, Harpestes edwarids Felis Chary, Boselaphus tragocamelus, Cants aurelus,
Funumblulus pennadi and Lepus aphicadate are occasionally found in the area.
Aquatic flora grows in the wetland and in stagnant water bodies and is of ecological importance.
In the water bodies aquatic floras mobilise mineral elements from the bottom sediments and
provide shelter to aquatic invertebrates and fishes.
In the ponds and stagnant water of flowing water bodies, many species of aquatic flora are
observed. Hydrilla verticillata, Eichhornia carssipes, Walffia, Victoria regia,
PotamogetonMmicroscopia, Vallisneria spiralis, Utricularia, Myrio phylum, Trapabisposa,and
Nelumbium speciosum are commonly observed aquatic flora.
There is no wildlife sanctuary, national park or any other ecological sensitive site along the
project road.
The economic deployment has taken place. Most of the population along the road is engaged in
agricultural activity.
Agriculture is the main source of livelihood of the population along the project road. Wheat,
mustard, jowar and fodder are major crops cultivated in the area. There are three cropping
season, namely, kharif, rabi and Zayad. Kharif crops include, Jowar, Bazra, fodder, etc. while
rabi crops include wheat, mustard, etc. Rabi crops are usually sown in November whereas Kharif
crops are sown with the beginning of the first rains in July.
There are no mineral development activities carrying out along the project road.
The growth of development activities in an area is bound to create its impact on the socio-
economic aspects of the local population. The impacts may be positive or negative depending
upon the nature of the development activities. To assess the impacts of proposed up-gradation of
existing road on the socio-economic environment, it is necessary to study the baseline socio-
economic status of the area.
In the most of the length of project road is traversing in the populated and habitation area. Few
religious and cultural structures are located along the road and may be affected due to four laning
of the project. During environmental screening, Mazar (Km 30.6), Shamshan (Km 22.4), Graves
(km 20.5 and km 18.2), temples (km 171.300, km 201.200, km 234.400) were observed along the
project road and need to be avoided during four laning.
Demographic Details
Demographic details of census settlements along the project road are given in the Table 9.12 and
discussed in following sections:
Data on settlements with number of households, population as well as literacy in the settlements
located along the project road has been obtained from census records and presented in
Table 9.12. From the tabulated data following observations can be made:
A. House Holds
In the settlements located along the project road, there are total 108083 households as per census
records 2001.
B. Population
As per census records, the population of settlements along the project road is 579875. The male
population constituted nearly 54.04 % persons while the female population was only 45.96 % of
the total population.
C. Sex Ratio
As per census records, sex ratio is defined as the number of females per 1000 males. As per
census records, sex ratio in settlements located along the project road was 851.
D. Schedule Cast
E. Schedule Tribe
F. Literacy
Literate population in the villages along the project road is given in Table 9.13 as per the census
records. Literacy among the population along the project road is 63.2%, out of which 59.8%
amongst males and 40.2 % amongst females.
E. Employment Pattern
The employment pattern in the area is an indicator of number of persons employed in various
sectors. It also indicates the various categories of employment flourishing in the area. The
employment pattern in the settlements located along the project road is given in Table 9.13.
From tabulated data, it is observed that total workers in the area account for 33.6% (49.1% male
and 15.3% female) of the total population. Total non-workers account for 66.4 % of the total
population (50.9% male and 84.7% female).
Since proposed project is widening of existing road within available ROW, impact on the
physiography of the area would be insignificant during construction and operation phase. The
design will consider the improvement of roadside drainage conditions through the improvement
of cross-drainage structures. Design of the cross drainage structures will follow IRC Guidelines
(IRC, 1995).
Soil is one of the most important components of the physical environment. During up-grading the
existing road, the potential impacts on soil are discussed as given below:
Four 4 laning of the project road, 679 ha land will be acquired. The area along the project road is
mostly culturable land. Therefore, some loss of productive soils is anticipated due to acquisition
of agricultural land. However, the productivity of crops in the region will not be affected by the 4
laning of the project road.
Efforts will be made to minimize acquisition of the productive land. The location of construction
camp and other construction sites shall not be located on productive agricultural land. The topsoil
from areas to be permanently covered shall be stripped to a specified depth of 150 mm and stored
in stockpiles. The stored topsoil will be utilized for the redevelopment of borrow areas, top
dressing of road embankments, fill slopes and filling up of tree pits proposed as part of
compensatory plantation.
Temporary loss of productive soil is likely if haul roads for the transport of borrow materials,
traffic detours during construction, etc. are routed through agricultural lands.
b. Soil Erosion
During the up-gradation of the project, some trees, shrubs and grasses will need to be cleared
along the project road, which may pose some soil erosion problem during first few rains. Suitable
mitigation measures will need to be implemented to prevent the soil erosion problem.
Excavations of earth from borrow pit areas may also lead to loss of topsoil and soil erosion
problem.
c. Contamination of Soil
In the project road, the contamination of the soil will be negligible. Further, the contractor shall
initiate measures to minimize waste generation from all construction activities. At construction
sites, the vehicles and equipments will be maintained properly and refueled only at fueling areas,
without any spillages.
d. Compaction of Soil
During construction phase, at some places, soil in the adjoining productive lands beyond the
ROW may be compacted by the movement of construction vehicles, machinery and equipment.
Mitigation Measures
During the construction phase, mitigation measures to prevent the soil erosion are:
Re-plantation of trees,
Good engineering & construction practices
Turfing on embankment.
Providing mild slopes, not flat nor steep slope,
These steps will efficiently mitigate the potential soil erosion problem and by the time the road
starts operating, the ecosystems will restore itself. Soil erosion should visually check on slops
and high embankment areas along the road during construction phase. In case soil erosion is
found suitable measures should be taken to control the soil erosion.
To avoid the soil contamination, at the wash down and re-fueling areas, oil interceptors shall be
provided. Unusable debris shall be dumped in nearest landfill sites.
To prevent any compaction of soil in the adjoining productive lands beyond the ROW, the
movement of construction vehicles, machinery and equipment will be restricted to the corridor.
For filling and embankment during construction phase, borrow pits need to be excavated along
the project road. For construction of road, aggregate will be procured from nearest quarry
approved by State Pollution Control Board.
Mitigation Measures
To mitigate the adverse impact during excavation of borrow pits, following mitigation measures
should be taken:
Indian Road Congress (IRC):10-1961 guideline should be followed for excavation of earth
from borrow areas.
Borrow areas should be excavated as per the intended end use by the owner. The following
criteria have been used for selection of borrow pits and amount that can be borrowed. They are
as follows:
Borrow areas should not be located on cultivable lands. However, if it becomes necessary
to borrow earth from temporarily acquired cultivated lands, their depth should not exceed
45 cm. The topsoil to a depth of 15 cm shall be stripped and set aside. Thereafter, soil may
be dug out to a further depth not exceeding 30cm and used in forming the embankment.
Borrow pit shall be selected from wasteland at least 500m away from the road;
Priority should be given to the borrowing from humps above the general ground level
within the road land;
Priority should be given to the borrowing by excavating/enlarging existing tanks;
Borrowing should be from land acquired temporarily and located at least 500m away from
the road;
Borrowing should be from mounds resulting from the digging of well and lowering of
agricultural fields in vicinity of the road;
In case of settlements, borrow pit shall not be selected within a distance 800m from towns
or villages. If unavoidable, earth excavation shall not exceed 30 cm in depth.
The haulage distance from site should not be too far.
Aggregate required for road construction should be procured from quarries approved by State
Pollution Control Board. Air and noise emissions from quarry should be well within the
prescribed limit.
No impact is anticipated on soil during the operation phase and therefore, no mitigation measure
is required. However, soil erosion should visually check on slops and high embankment areas
along the road during operation phase. In case soil erosion is found suitable measures should be
taken to control the soil erosion.
Four lane widening of project road may lead to two types of impacts on the hydrological
environment, i.e., surface water and ground water. These impacts are described below as:
Four lane widening of the project road is not likely to have any significant impact on existing
drainage system along the road. Further, adequate culverts and bridge for movement runoff
during rains will be provided at places.
Mitigation Measures
The contractor shall ensure that construction debris do not find their way in to the minor drainage
channels which may get clogged.
To restore the surface water flow/drainage, proper mitigation measures will be taken along the
road, like:
During the operation phase, drainage pattern or hydrology of the area will not be affected.
Therefore, no impact is anticipated during operation phase and no mitigation measures are
required.
During design and construction phase, drainage pattern and run off flow conditions along the
project road will not be significantly affected. Water requirement for the project road will be
temporary and meet through existing ground water sources available place to place along the
road. Therefore, no significant impact is anticipated on the water resources of the area.
No local water supply will be used for construction purposes. Therefore, the impact on the local
water supply will be insignificant. During the operation phase, water requirement will be
negligible. Therefore, no impact is anticipated on local water supply during operation phase.
Widening activities may temporarily deteriorate surface water quality during rains in terms of
turbidity along the road. However, this impact will be observed only up to first few rains.
Therefore, no significant impact is anticipated on water quality due to construction of project
road.
Construction of project road is expected to complete within the 3 years by deployment of local
labours. Therefore, no construction camp is anticipated along the road. However, if construction
camps are required, it should be located away from water bodies and basic sanitary facilities
should be provided to the labour camps.
Following mitigation measures are suggested to mitigate any adverse impacts during design and
construction phase:
During operation phase, water quality, drainage pattern and run off flow conditions along the
project road will not be significantly affected and no impact is anticipated on water quality along
the project road. Therefore, no mitigation measures are required for operation phase.
During construction phase, there will be two main sources of air emissions i.e. mobile sources
and fixed sources. Mobile sources are mostly vehicles involve in construction activities while
emissions from fixed sources include diesel generator set, construction equipment (e.g.
compressors) and excavation/grading activities those produce dust emissions.
Certain amount of dust and gaseous emissions will be generated during the construction phase
from excavation machine and road construction machines. Pollutants of primary concern include
Fine Particulate Matter (PM2.5) and Particulate Matter (PM10). However, suspended dust particles
may be coarse and will be settled within a short distance of construction area. Therefore, impact
will be temporary and restricted within the closed vicinity of the construction activities along the
road only.
Considerable amount of emissions of carbon monoxide (CO), unburned hydrocarbon, sulfur di-
oxide, particulate matters, nitrogen oxides (NOx), etc, will be generated from the hot mix plants.
Hot mix plants should be located away from the populated areas and be fitted with the air
pollution control equipment, the emission shall meet National/ State Pollution Control Board
standards. Further, the hot mix plants must be sited at least 1 km in the downwind direction from
the nearest human settlement. It shall be ensured that the dust emissions from the crusher and
vibrating screens from the stone quarries do not exceed the standards.
Mitigation Measures
Vehicles delivering loose and fine materials like sand and fine aggregates shall be covered to
reduce spills on existing road. Water may be sprayed on earthworks, on a regular basis.
During and after compaction of the sub-grade, water will be sprayed at regular intervals to
prevent dust generation.
All slopes and embankments will be turfed as per best engineering practices will help to
minimize the dust generation during operation of the road.
During the construction phase of the project road, emissions due to earth works,
transportation of construction materials and vehicular movement along the stretch will have
temporary though significant impact on air quality. However, air quality level is anticipated
to be within the prescribed limit.
The following mitigation measures will also be taken to mitigate the dust entrainment and
fugitive emissions from the various sources:
Asphalt and hot-mix plants will be located at least 1 km away from inhabited urban and rural
stretches along the road with the clearance from State Pollution Control Board.
Sprinkling water will control fugitive dust emissions.
Sprinkling of water on the dust prone areas and construction yard.
Regular maintenance of machinery and equipment will be carried out.
Ambient air quality monitoring should be carried out during construction phase. If monitored
parameters are above the prescribed limited, suitable control measures must be taken.
During the operation phase, air quality along the road will be affected by vehicular emissions on
the project road. Pollutants of primary concern will include NOx, CO, HC, PM2.5, PM10 and SO2.
In the populated area, traffic congestion due to bottlenecks of constructed road may increase the
air pollution problem in the along the project road.
Emissions of Particulates Matter from the road will depend on the roughness of road. It is
suggested that roughness of project road should be as per IRC:SP:16-2004. As per IRC
guidelines roughness <2000 mm/km is considered good for bituminous concrete surface.
Mitigation Measures
For operation phase following mitigation measures are suggested to control the air pollution:
Ambient air quality monitoring should be carried out during operation phase. If monitored
parameters are above the prescribed limited, suitable control measures must be taken.
Some salient features related to potential noise impact of road development include:
the road noise impact is greatest where road passes though populated areas,
the range of noise level should be understood in relation to the habitation type also, for
example, road noise in industrial areas is not likely to be problematic but at sensitive location
like schools, hospitals, its impact may be significant,
Widening of the project road will be confined within the existing ROW. During the construction
phase, noise will be generated from the various activities, such as, site clearing activities,
excavation, erection and finishing. The typical noise levels from these activities are given
hereunder:
During the construction phase, the noise level is bound to increase by the use of construction
machines, etc. The increase in noise levels is expected to be between 10 - 20 %. However, these
noise levels will be temporary in nature mostly during daytime only.
For an approximate estimation of dispersion of noise in the ambient air, a standard mathematical
model for sound wave propagation is used. The sound pressure level generated by noise sources
decreases with increasing distance from the source due to wave divergence. An additional
decrease in sound pressure level from the source is expected due to atmospheric effect or its
interaction with objects in the transmission path.
The resultant maximum noise level for the above sources as calculated using combined effect
equation1 is 90 dB(A). Assuming no environmental attenuation factors, based on the equations,
calculations are made which shows that noise level at different distance will be as under:
1
The combined effect of all sources is determined using following equation:
Lp(total) = 10 Log(10(Lp1/10) + 10(Lp2/10) + 10(Lp3/10) + .) .(1)
Where: Lp1, Lp2 and Lp3 are noise pressure level at a point due to different sources in dB(A).
Therefore, the impact of noise on surrounding area during the construction phase will be limited
within 25 m, hence inferred as moderate. However, in the populated area residential structures
are located within 25 m from the road.
Mitigation Measures
Site Controls: Stationary equipment will be placed along un-inhabited stretches as per distance
requirements computed above as far as practicable to minimize objectionable noise impacts.
Scheduling of Project Activities: Operations will be scheduled to coincide with period when
people would least likely to be affected. Construction activities will be strictly prohibited
between 10 P.M. and 6 A.M. near residential areas
.
Protection devices (ear plugs or ear muffs) will be provided to the workers operating in the
vicinity of high noise generating machines.
Construction equipment and machinery should be fitted with silencers and maintained properly.
Noise measurements should be carried out along the road to ensure the effectiveness of
mitigation measures.
During the operation phase, noise will be generated through the vehicles movement. Noise levels
will depend up on traffic density, number of traffic events. Plantation along the road and
improved road conditions will be helpful in reduction on noise levels during operation phase.
Mitigation Measures
To mitigate the impact of noise levels during operation phase, following mitigation measure are
anticipated:
Emissions of SPM from the road will depend on the roughness of road. It is suggested that
roughness of project road should be as per IRC:SP:16-2004. As per IRC guidelines
roughness <2000 mm/km is considered good for bituminous concrete surface.
Pressure horns in the populated area should be prohibited.
Road should be designed in such a manner that no traffic congestion in the populated area
along the road.
Developing trees barriers between the road and sensitive area, wherever it is possible.
Noise measurements should be carried out along the road to ensure the effectiveness of
mitigation measures.
During the design and construction of the project road, vegetation in the form of trees, shrubs and
grasses will need be cleared.
Important positive and negative impacts on flora, fauna and ecosystem due to project road are:
As an estimate about 20134 trees (depending upon type of widening) will need to be cleared
for construction of project road and will be compensated through compensatory afforestation
while road does not passing through plantation areas.
There will be no loss of bio-diversity since no rare/endangered plant or animal species is
going to be eliminated due to the proposed upgrading.
There will be no loss of animal habitat by the project road itself, borrow pit areas and quarry
sites.
The proposed project road will not affect migratory path of animal breeding zone or important
ecosystems.
The aquatic ecology will not be damaged, as structures will be provided on the water bodies
crossed by project road.
The loss of trees and herbal cover at least during the construction phase, is likely to produce
some negative impacts.
Mitigation Measures
Widening plan for project road should be prepared in such a way that trees cutting can be
minimized up to maximum possible extent.
Careful and proper planning should be done for re-plantation of trees during design and right at
the commencement of construction and the phase wise removal of growing trees will mitigate the
negative impacts.
Compensatory plantation should be started during construction phase parallel to the construction
activities.
During the operation phase, no adverse impact is anticipated on the flora and fauna of the area.
Plantation along the road on available space will enhance flora in the area.
Mitigation Measures
Compensatory afforestation should be done along the project road during operation phase,
wherever it is possible. Monitoring of survival of trees should be done at regular interval and
suitable mitigation measures should be taken to protect the trees.
Upgrading of the project road will be completed within the 2 years by deployment of local
labourer, and therefore no construction worker camp may be needed. However in case
construction camps are required, solid waste and sewage generated from construction camp may
pollute the surroundings of camp and cause health problems.
Construction and operation phases of project road will have some beneficial impact on social
environment. Some increase in income of local people is expected as local unskilled, semiskilled
and skilled persons may gain direct or indirect employment during construction phase. Since the
immigration of work force during construction phase is likely to be very small, the social impacts
on literacy, health care, transport facilities and cultural aspects are expected to be insignificant.
Construction Stage
The relatively short-lived economic impacts of the construction phase are likely to be
experienced in local communities for the duration of construction as workers make everyday
purchases from local traders. This is likely to give a short-lived stimulus to these traders that will
disappear as soon as the construction is complete. Wider, flow-on economic impacts will be
experienced in other sectors of economy as a result of purchase of construction materials and the
payment of wages and salaries.
Operation Stage
Once the widening is complete, there is likely to be some long-term changes in the economic
structures of the urban and rural areas served by the road.
For four lane widening of the existing road, 679 ha land acquisition is envisaged. Therefore,
adverse environmental impact is anticipated on the land use pattern along the project road.
During the operation phase some development activities are anticipated in the area along the road
and it will also have some impact on the land use pattern of the area.
Construction Stage
Adverse impact on safety of pedestrians and passage of traffic approaching or passing are likely
if construction works are not managed properly. It is essential that works should be planned
before hand by the contractor with due considerations for safety of pedestrians and workers
during the night-time. Adequate warning signs, barricades, etc to inform the road users are
essential in this regard.
Operation Stage
Once the construction work is complete, the safety aspects will include beneficial impacts. With
the project road, improve road conditions will be provided for the traffic, which would
significantly reduce the accidents.
Ambient air quality parameters recommended for road transportation developments are PM2.5,
PM10, NOx, SO2 and CO. These are to be monitored at designated locations starting from the
commencement of construction activities. Data should be generated twice in a week once during
construction phase at all identified locations in accordance to the National Ambient Air Quantity
Standards. The locations and pollution parameters to be monitored and the responsible
institutional arrangements shall be detailed out in the Environmental Monitoring Plan.
The measurements of noise levels would be carried out at all designated locations in accordance
to the Ambient Noise Standards formulated by Ministry of Environment and Forests (MoEF) as
given. Noise level would be monitored on twenty-four hourly basis. Noise should be recorded at
A weighted frequency using a slow time response mode of the measuring instrument. The
measurement location, duration and the noise pollution parameters to be monitored and the
responsible institutional arrangements shall be detailed in the Environmental Monitoring Plan.
On slops and high embankment, soil erosion may be occurred during construction and operation
phase of project. During and after rains, soil erosion will need to be check regularly.
9.23.4 Plantation
During construction and operation stage of project road, tree plantation will need to be impacted
to monitor the survival of plants planted along the project road.
The environmental budget for the various environmental management measures proposed for
construction and operation of the 4 lane road from Kaithal-Rajasthan Border Section of NH 65 is
prepared tentatively. There are several other environmental issues that shall be addressed as part
of good engineering practices, the costs for which have been accounted for in the engineering
cost. The tentative cost of implementation of mitigation measures are as given below:
Tentative cost of implementation of EMP is worked out to approximately Rs. 6.2 Crores
The analysis, interpretation and review of data collected during environmental screening along
the project road, the study of primary and secondary data collected from various sources and
consultation with the population along the project road provide basic understanding of the issues
involved in four lane widening of Kaithal-Rajasthan Border section of NH 65. Some important
findings of environmental screening are given below:
The environmental screening indicates the project road will have following advantages:
The key environmental issues, which need attention and further study for four lane widening of
Kaithal-Rajasthan Border section of NH 65, are listed hereunder:
The cutting of nearly 20134 trees, along the road within the ROW at some places is an
important issue and methods should be evolved to minimize the cutting of trees. Wherever
possible effort should be made to minimize the cutting of matured trees by shifting the
alignment to other side of road where trees are less.
Compensatory afforestation/plantation and green belt development should be done
simultaneously with construction phase of the project.
During environmental screening, Mazar (Km 30.6), Shamshan (Km 22.4), Graves (km 20.5
and km 18.2), temples (km 171.300, km 201.200, km 234.400) were observed along the
project road and need to be avoided during four laning.
9.27 Conclusions
The proposed project road belongs to Category A project as per Environmental Impact
Assessment Notification 2006, amended in 2009 under The Environmental (Protection) Act,
1986. Based on findings of the Environmental Screening study, EIA study for the project road
will require to be carried out after approval of TOR from MOEF and prior Environmental
Clearance is required for the project. The Environmental Management Plan shall be prepared for
implementation during design, construction and operation phases.
10.1 Introduction
The roads and highways connect settlements of various hierarchical levels. They act as conduits
between settlements and people. Their improvement thus becomes imperative for an integrated
development of the economy. The basic objective of any such highway development and
strengthening program is to improve the standard of living of people of the area. Nevertheless,
most such projects produce certain externalities by which socio-economic structure could get
disturbed. Due to these externalities generated, displacement and consequent involuntary
resettlement have to become the unintended companion of any such developmental effort. In a
development project like widening and improvement of highways, the impact is not concentrated
at a place, rather it is distributed linearly and scattered in space.
The National Highways Authority of India (NHAI) has been entrusted to implement the
development of the project stretch from Kaithal to Rajasthan Border Section of National
Highway - 65 for rehabilitation and up-gradation under NHDP, Phase IV on BOT mode under
Package No: NHDP-IV/HR/DPR/02 in the state of Haryana. The entire project road lies in the
state of Haryana. The project road section starts from Kaithal and ends at Haryana-Rajasthan
Interstate Border.
Four lane up-gradation of the project road from Kaithal to Haryana/Rajasthan Border Section of
National Highway-65, may have adverse social impacts due to land and structures acquisition.
National Highway (NH) 65 starts from Ambala (Punjab) and ends at Pali (Rajasthan). The
project road section under the scope of study starts from Kaithal, Km 44+000 (start of Kaithal
Bypass) and ends at Haryana/ Rajasthan Border, Km 241+470. The Chainage of the Project road
decreases from Kaithal, km 44+200, to Narwana, Km 0+000. From this point it increases from
Km 121+400 to Rajasthan Border Km 241+580, where the project road section ends.
The existing length of the project road section is approx. 153.4 km considering the start point at
Km 33+400 i.e. end of the proposed Kaithal Bypass. The project road traverses through four
districts of Haryana, namely Kaithal, Jind, Hisar, and Bhiwani.
The project road traverses mainly through plain terrain. Broadly, land-use along the project road
is predominantly agriculture land followed by built-up land. The percentage distribution of land
use is 78.7% and 21.3 % for agricultural and built up, respectively.
On 1 November 1966, Haryana was carved out on the basis of that the parts of Punjab which
were to be Haryana's "Hindi-speaking areas". Same example was followed in the creation of
Himachal Pradesh as well. Haryana state was formed on the recommendation of the Sardar
Hukam Singh Parliamentary Committee. The formation of this committee was announced in the
Parliament on 23 September 1965. On 23 April, 1966, acting on the recommendation of the
Hukam Singh Committee, the Indian government set up the Shah Commission under the
chairmanship of Justice J. C. Shah, to divide and set up the boundaries of Panjab and Haryana.
The commission gave its report on 31 May, 1966. According to this report the then districts of
Hissar, Mehendragarh, Gurgaon, Roahtak, and Karnal were to be a part of the new state of
Haryana. Haryana became a new state of India on 1st November 1966 with Chandigarh as its
capital, since then it has made spectacular progress to become one of the most prosperous states
of India. Haryana state lies in the northern part of India with its border extending towards Punjab
and Himachal Pradesh in the north, Rajasthan to the west and south and eastern border to
Uttarakhand and Uttar Pradesh. It is also surrounds Delhi on three sides, forming the northern,
western and southern borders of Delhi.
The population of Haryana, according to the 2001 census, is 21,144,000, with 11,364,000 males
and 9,781,000 females. The population density is 477 people/sq km. Haryana, along with
neighboring Punjab, has a skewed sex ratio at 861, with many more men than women. Selective
abortion of female fetuses has a very high provenance, reflecting a widespread favor for the male
child. Hindus make up about 88.2% of the population, Sikhs 6.2%, Muslims 5.2%, Jains 0.3%
and Buddhist 0.01%. [16] Muslims are mainly in the Mahendragarh district, while Sikhs are
mostly in the districts adjoining Punjab.
Kaithal came to existence as district of Haryana in 1989. Kaithal district is situated in the North-
West of the state. Kaithal is located at 2948N 7623E and 29.8N 76.38E and It has an
average elevation of 220 metres (721 feet). This city is situated on National Highway NH 65.
Presently Kaithal is spread over 2317 Sq. K.m. Geographical area. Its total population according
to 2001 census is 945631, 80.61% population reside in villages whereas 19.39% population
reside in cities. Males constitute 54% of the population and females 46%. Kaithal has an average
literacy rate of 65%, higher than the national average of 59.5%, male literacy is 70%, and female
literacy is 58%. In Kaithal, 14% of the population is under 6 years of age. There are 277 villages
and 253 Punchayats in Kaithal districts. Kaithal district consists of two tehsils namely Kaithal &
Guhla & five sub-tehsils namely Pundri, Rajaund, Dhand, Kalayat and Siwan.
Sl. Total
Description
No. Total Rural Urban
19 Illiterate (Female) 259912 221997 37915
20 Total Worker (Total) 372011 316941 55070
21 Total Worker (Male) 259679 211865 47814
22 Total Worker (Female) 112332 105076 7256
23 Main Worker (Total) 268127 220580 47547
24 Main Worker (Male) 226272 183173 43099
25 Main Worker (Female) 41855 37407 4448
26 Main Worker Cultivator (Total) 118785 115327 3458
27 Main Worker Cultivator (Male) 99757 96488 3269
28 Main Worker Cultivator (Female) 19028 18839 189
29 Main Worker Agricultural Laborer (Total) 40482 38952 1530
30 Main Worker Agricultural Laborer (Male) 33016 31668 1348
31 Main Worker Agricultural Laborer (Female) 7466 7284 182
32 Main Worker Household Industry (Total) 4509 2978 1531
33 Main Worker Household Industry (Male) 3532 2315 1217
34 Main Worker Household Industry (Female) 977 663 314
35 Main Other Worker (Total) 104351 63323 41028
36 Main Other Worker (Male) 89967 52702 37265
37 Main Other Worker (Female) 14384 10621 3763
38 Marginal Worker (Total) 103884 96361 7523
39 Marginal Worker (Male) 33407 28692 4715
40 Marginal Worker (Female) 70477 67669 2808
41 Marginal Worker Cultivator (Total) 31053 30722 331
42 Marginal Worker Cultivator (Male) 5546 5510 36
43 Marginal Worker Cultivator (Female) 25507 25212 295
44 Marginal Worker Agricultural Laborer (Total) 43466 42031 1435
45 Marginal Worker Agricultural Laborer (Male) 14861 14252 609
Marginal Worker Agricultural Laborer
46 (Female) 28605 27779 826
47 Marginal Worker Household Industry (Total) 2153 1959 194
48 Marginal Worker Household Industry (Male) 455 384 71
Marginal Worker Household Industry
49 (Female) 1698 1575 123
50 Marginal Other Worker (Total) 27212 21649 5563
51 Marginal Other Worker (Male) 12545 8546 3999
52 Marginal Other Worker (Female) 14667 13103 1564
53 Non Worker (Total) 574120 445708 128412
54 Non Worker (Male) 250834 199763 51071
55 Non Worker (Female) 323286 245945 77341
Source: Census Records 2001
The district Jind lies in the North of Haryana state between 2903 to 2951 North latitude and
7553 to 764530 east longitude. It is bounded by Patiala in the North and Sangrur district of
Punjab in the northeast. It is surrounded by district Kaithal and Karnal of Haryana in east and
west respectively. In southwest it has a common boundary with district Hisar, whereas in south
and southeast it shares its boundary with Rohtak and Sonipat respectively. Jind district
encompasses a geographical area of 2702 Sq.km. For the administrative convenience, the Jind
district, a segment of the Hissar division has been divided into four tehsils i.e. Narwana, Jind,
Safidon and Julana. In order to streamline the rural development, these tehsils have been further
subdivided into seven blocks namely Narwana, Uchana, Alewa, Jind, Julana, Pilukhera and
Safidon.
As per 2001 census the total population of the district is 11,89,827. The rural and urban
population is 9,48,250 and 2,41,577 with an average density of 440-person/sq km. Out of total
population 6,42,282 are males and 5,47,545 are females. The male and female ratio of the district
as a whole was 1000:852. In Jind district 79% of the population is settled in 307 villages and the
rest 21% of population is concentrated in five towns. There is no scheduled tribe population in
the district, as no part of the district is under tribal area. The population of schedule caste is
2,35,765 out of which 1,98,790 belong to rural and 36,975 to urban area. The percentage of
schedule caste population of the district is 19.81%. The literacy rate in the district is 52.33%.
The area of Jind district is irrigated by two canal systems i.e. Western Yamuna canal and the
Bhakra canal.
Sl. Total
Description
No. Total Rural Urban
(Female)
32 Main Worker Household Industry (Total) 6204 4272 1932
33 Main Worker Household Industry (Male) 4823 3257 1566
Main Worker Household Industry 1381 1015 366
34 (Female)
35 Main Other Worker (Total) 134117 78026 56091
36 Main Other Worker (Male) 113585 64130 49455
37 Main Other Worker (Female) 20532 13896 6636
38 Marginal Worker (Total) 149897 141398 8499
39 Marginal Worker (Male) 50072 45241 4831
40 Marginal Worker (Female) 99825 96157 3668
41 Marginal Worker Cultivator (Total) 68435 67799 636
42 Marginal Worker Cultivator (Male) 17288 17153 135
43 Marginal Worker Cultivator (Female) 51147 50646 501
Marginal Worker Agricultural Laborer 46650 45569 1081
44 (Total)
Marginal Worker Agricultural Laborer 16951 16444 507
45 (Male)
Marginal Worker Agricultural Laborer 29699 29125 574
46 (Female)
Marginal Worker Household Industry 2500 1748 752
47 (Total)
Marginal Worker Household Industry 697 478 219
48 (Male)
Marginal Worker Household Industry 1803 1270 533
49 (Female)
50 Marginal Other Worker (Total) 32312 26282 6030
51 Marginal Other Worker (Male) 15136 11166 3970
52 Marginal Other Worker (Female) 17176 15116 2060
53 Non Worker (Total) 667881 499889 167992
54 Non Worker (Male) 311140 242061 69079
55 Non Worker (Female) 356741 257828 98913
Source: Census Records 2001
Hisar is located at 29911 north latitude and 75436 east longitude. It is situated 164
kilometers northwest of Delhi on the National Highway NH-10. NH 65 also passes through Hisar
City. As regards topographical situation of this district total area of the district is 3983 sqr. Km.
This district is surrounded by State/District boundaries by Rohtak & Jind districts in the east,
Fatehabad & Sirsa in the north side, district Bhiwani and some area of Rajasthan State in the
south and Hanumangarh district (Tehsil Bhadra), Churu District (Tehsil Rajgarh/Sadulpur) of
Rajasthan in the west.
As of 2001 India census, Hisar had a population of 15,37117. Males constitute 54.03% of the
population and females 45.97%. Hisar has an average literacy rate of 54.80%, male literacy is
64.60%, and female literacy is 43.28%. In Hisar, 15.47% of the population is under 6 years of
age.
Sl. Total
Description
No. Total Rural Urban
(Female)
Marginal Worker Agricultural
44 Laborer (Total) 43612 41432 2180
Marginal Worker Agricultural
45 Laborer (Male) 15481 14446 1035
Marginal Worker Agricultural
46 Laborer (Female) 28131 26986 1145
Marginal Worker Household
47 Industry (Total) 4399 3390 1009
Marginal Worker Household
48 Industry (Male) 984 769 215
Marginal Worker Household
49 Industry (Female) 3415 2621 794
50 Marginal Other Worker (Total) 37333 27324 10009
51 Marginal Other Worker (Male) 17060 11154 5906
52 Marginal Other Worker (Female) 20273 16170 4103
53 Non Worker (Total) 871545 603469 268076
54 Non Worker (Male) 399702 290368 109334
55 Non Worker (Female) 471843 313101 158742
Source: Census Records 2001
District Bhiwani was created on 22 December 1972. The district headquarter is situated in
Bhiwani town. Bhiwani It is situated between 28.19 & 29.05 north latitudes and 75.26 and
76.28 east longitudes.. It has an average elevation of 225 meters (738 feet). The total area of
Bhiwani district is 5,099 km. The Bhiwani District is bordered by Hissar District on its north,
some area of Jhunjunu and Churu districts of Rajasthan on its west, Mahendergarh and Jhunjunu
districts on its south and District Rohtak to the east. It is 124 kilometers from Delhi and 285
kilometers from Chandigarh.Bhiwani has 442 villages, with main towns being Charkhi Dadri,
Loharu, Bawani Khera and Tosham.
As of 2001 India census, Bhiwani had a population of 169,424. Males constitute 54% of the
population and females 46%. Bhiwani has an average literacy rate of 69%, higher than the
national average of 59.5%; with male literacy of 76% and female literacy of 62%. 13% of the
population is under 6 years of age.
Sl. Total
Description
No. Total Rural Urban
10 Schedule Caste (Female) 129385 104400 24985
11 Schedule Tribe (Total) 0 0 0
12 Schedule Tribe (Male) 0 0 0
13 Schedule Tribe (Female) 0 0 0
14 Literate (Total) 809896 632010 177886
15 Literate (Male) 510805 404919 105886
16 Literate (Female) 299091 227091 72000
17 Illiterate (Total) 615126 522619 92507
18 Illiterate (Male) 247448 207870 39578
19 Illiterate (Female) 367678 314749 52929
20 Total Worker (Total) 609320 527135 82185
21 Total Worker (Male) 373387 305914 67473
22 Total Worker (Female) 235933 221221 14712
23 Main Worker (Total) 425210 354627 70583
24 Main Worker (Male) 310301 249680 60621
25 Main Worker (Female) 114909 104947 9962
26 Main Worker Cultivator (Total) 220035 214665 5370
27 Main Worker Cultivator (Male) 151799 147872 3927
28 Main Worker Cultivator (Female) 68236 66793 1443
Main Worker Agricultural Laborer
29 28631 27340 1291
(Total)
Main Worker Agricultural Laborer
30 20416 19422 994
(Male)
Main Worker Agricultural Laborer
31 8215 7918 297
(Female)
32 Main Worker Household Industry (Total) 8709 6109 2600
33 Main Worker Household Industry (Male) 6510 4484 2026
Main Worker Household Industry
34 2199 1625 574
(Female)
35 Main Other Worker (Total) 167835 106513 61322
36 Main Other Worker (Male) 131576 77902 53674
37 Main Other Worker (Female) 36259 28611 7648
38 Marginal Worker (Total) 184110 172508 11602
39 Marginal Worker (Male) 63086 56234 6852
40 Marginal Worker (Female) 121024 116274 4750
41 Marginal Worker Cultivator (Total) 99237 98092 1145
42 Marginal Worker Cultivator (Male) 28573 28277 296
43 Marginal Worker Cultivator (Female) 70664 69815 849
Marginal Worker Agricultural Laborer
44 41437 39247 2190
(Total)
Marginal Worker Agricultural Laborer
45 15963 15039 924
(Male)
Marginal Worker Agricultural Laborer
46 25474 24208 1266
(Female)
Marginal Worker Household Industry
47 3878 3082 796
(Total)
Marginal Worker Household Industry
48 1133 831 302
(Male)
Marginal Worker Household Industry
49 2745 2251 494
(Female)
Sl. Total
Description
No. Total Rural Urban
50 Marginal Other Worker (Total) 39558 32087 7471
51 Marginal Other Worker (Male) 17417 12087 5330
52 Marginal Other Worker (Female) 22141 20000 2141
53 Non Worker (Total) 815702 627494 188208
54 Non Worker (Male) 384866 306875 77991
55 Non Worker (Female) 430836 320619 110217
Source: Census Records 2001
The growth of development activities in an area are bound to create its impact on the socio-
economic aspects of the local population. The impacts may be positive or negative depending
upon the nature of the development activities. To assess the impacts of the project road on the
socio-economic environment, it is necessary to study the baseline socio-economic status of the
area.
Social screening was carried out in order to understand socio-economic features along the project
road. The purpose of the survey was carried to identify structures falling in proposed ROW and
to assess the physical and social and cultural impacts. In this regard, the relevant information
were gathered by interview with peoples and the self-assessment of the issues involved.
Socioeconomic conditions, such as, household, population growth, population density, sex ratio,
occupational pattern, amenities available in the settlements located along the project road have
been compiled from census records.
Data on villages with number of households, population as well as literacy in the settlements
located along the project road have been obtained from census records.
In the settlements located along the project road, there are total 108083 households as per census
records 2001. As per census records, the population of settlements along the project road is
579875. The male population constituted nearly 54.04 % persons while the female population
was only 45.96 % of the total population. As per census records, sex ratio is defined as the
number of females per 1000 males. As per census records, sex ratio in settlements located along
the project road was 851. Along the project road 18.5% population is schedule cast population.
There is no schedule tribe population along the project road. Literacy among the population
along the project road is 63.2%, out of which 59.8% amongst males and 40.2 % amongst
females.
During the environmental and social screening survey, few small religious structures were
identified along the project road. These structures are located within ROW, close to project road
and will need to be shifted or avoided for 4 laning of the Kaithal-Rajasthan Border section of
NH 65.
During the environmental & social screening survey, it was observed that in populated areas,
many temporary shops, in the form wooden shop (khoka) are located within the ROW, which
need to be displaced for four laning of the project road. Such shops can be shifted after paying
suitable compensation and resettlement of affected persons. During the survey, 169 small shops
were identified within the ROW along the project road. These are required to be avoided while
finalization of widening plan for the project road.
About 317 temporary and pucca residential houses are also located within the ROW in populated
area along the project road. Houses found along the project road are following types.
On finalization of alignment and preparation of land acquisition plan, census and socio-economic
surveys will be conducted among the houses to be acquired, affected persons and families, and
will be covered in detail in Resettlement Action Plan (RAP) study for project road.
The employment pattern in the area is an indicator of number of persons employed in various
sectors. It also indicates the various categories of employment flourishing in the area. Total
workers in the area account for 33.6% (49.1% male and 15.3% female) of the total population.
Total non-workers account for 66.4 % of the total population (50.9% male and 84.7% female).
From reconnaissance survey and the study of strip plan showing the number of religious structure
in the project region, the religious composition of these districts shows that in there is mixture of
Hindu, Sikh and Muslim population; the Hindu culture predominate followed by Sikh and
Muslims. Although, the entire project stretch is dominated by Hindus, it is expected that there
would not be a problem in project execution based on religion as design has been proposed in
such a manner that minimum disruption to religious properties could take place.
10.7 Economy
The economy along the project road is purely an agrarian one. Mainly the crops of project area
are divided into Kharif and Rabi crops. The main Kharif crops are sugarcane, ground nut, paddy
and maize. Minor Kharif crops are chillies, bajra, jowar, pulses and vegetables. The Main Rabi
crops are gram, wheat, barley and oil seeds. Minor Rabi crops are massar, barseen, methi, onion
and winter vegetables.
The western Yamuna canal and the Bhakra canal system brings benefits to the cultivators in a
big way. The area has extensive tube well system. Agriculture dominates the economy of the
area. The out put of food grains per hectare is much higher in area than the rest of the country
and the state is a kind of granary.
Along the project road, all villages have primary level educational facilities. Many private
organizations are making significant contribution in the area for improving the educational
facilities. The urban areas, namely, Kaithal, Jind, Hisar and Bhiwani, have better education
facilities. The university level educational facilities, engineering collage, medical collages, are
located at Hisar.
Presently, Primary Health Sub centers (PHS), Community Health Worker (CHW), Family
Planning Center, and Registered Medical Practicener (RP) are available in the villages along
project road.
All villages along the project road have facilities for drinking water. Hand pumps are commonly
used for drinking water. However, few villages also have well, tube well and tank water facility.
10.8.4 Identification of Problematic Stretches in the Project Area Based on Field Visits
In order to understand problems such as the nature and extent of encroachments, proximity of
settlements to the highway, vulnerability of various Project Affected settlements, degree of
congestion, accident prone areas, social and cultural land uses, field visits were made within the
Project Area. Mitigation measures and possible options of improvement, technical alternatives,
nature of assistance and compensation to APs, provision for facilities and amenities along the
highway, resettlement sites are being envisaged based on personal observations and in
consultation with the community leaders and officials.
Even though land is required for provision of four laning, service roads to segregate local slow
moving traffic from fast traffic, junction improvement and bypasses along the highways at
certain location. Land requirement for widening of project is estimated as 731 Ha.
Proposed land acquisition will be done according to NHAI Act (Amendment) 1997. Land
Acquisition act of 1894 will not apply in this case. According to the Act, where the Central
Government is satisfied that for a public purpose any land is required for the building,
maintenance, management or operation of a national highway or part thereof, it may, by
notification in the Official Gazette, declare its intention to acquire such land.
Land will be acquired by District Administration on behalf of NHAI for which consultant will be
preparing the land acquisition plan with the help of field maps of villages. The marked region
along with details of area to be acquired shall be verified by Village Agricultural Officers of each
village and will be submitted by NHAI (PIU) to District Administration. The District Authority
will issue notification under this Act, which will be followed by Public hearing.
Any person interested in the land may, within twenty one days from the date of publication of the
notification under sub-section [1] of Section 3A, object to the use of the land for the purpose or
purposes mentioned in that sub-section.
Every objection under sub-section [1] shall be made to the competent authority in writing and
shall set out the grounds thereof and the competent authority shall give the objector an
opportunity of being heard, either in person or by a legal practitioner, and may, after hearing all
such objections and after making such further enquiry, if any, as the competent authority thinks
necessary, by order, either allow or disallow the objections. Where no objection has been made
to the competent authority within the period specified therein or where the competent authority
has disallowed the objection the competent authority shall, as soon as may be, submit a report
accordingly to the Central Government and on receipt of such report, the Central Government
shall declare, by notification in the Official Gazette, that the lands should be acquired for the
purpose or purposes mentioned in sub-section [1] of Section 3A
The basic objective of any developmental project is to enhance quality of living of the people
especially in the project area. Nevertheless, most developmental project also produces some
externalities by which socio-economic structure could be disturbed. The resettlement aspect of
any project deals with the initiative efforts taken to minimize the above mentioned impacts
through engineering & social measures-these include where ever issues of resettlements arise. It
will be reduced to minimal level or avoided altogether by effective and sensitive design of civil
works by altering or modifying the design. R&RP will provide details of compensation as per
NPPR 2007 and NHAI Resettlement Policy.
Tentative budget cost for four laning of Kaithal-Rajasthan Border section of NH 65 have been
estimated for implementation of Resettlement Action Plan (RAP). These cost estimates are very
rough estimates and may vary based on final alignment, design and engineering for four laning. It
will further vary based on extent of potential environmental impacts and suggested mitigation
measures for construction and operation phase and quantum of land acquisition and displacement
of houses and structures, if any.
It is difficult to prepare an R&R budget at this stage where the exact amount of land requirement
is not known, evaluation of properties and identification of affected person are not done.
However, for the feasibility analysis at social screening stage a rough R&R cost has been
estimated based on primary screening data and on-site observations. Local enquiry from land
record officials revealed the average land rates for different stretches as Rs. 64 lakhs/Ha for
Titram-Hisar stretch, Rs. 160 lakhs/Ha in Hisar town surrounding area and Rs. 38 lakh/Ha
in Hisar to border area. The land cost has been worked out based on the same. Details of
budget for implementation of R&RP are given in Table 10.5.
Hence, tentative cost of R&RP (structure and private land) will be approx. Rs 604.615 Crores.
Social screening survey along the project road reveals that following social issues need to be
handled carefully for four laning of Kaithal-Rajasthan Border section of NH 65.
Along the project road, in the villages, many temporary and permanent residential structures are
falling within the ROW. These need to be relocated and resettled properly before start the
construction after paying suitable compensation. In rural area most of the houses and huts
belongs to the poor families and special attention will be required for paying the compensation
and implementation of Resettlement Action Plan (RAP).
Along the project stretch, many few religious structures are located. Shifting and relocation of
religious structures (if required) should be done after consultation and consent of local
community.
The monitoring and evaluation is the most important aspect of project implementation.
Monitoring is done at different hierarchy. The Project Director is Executive Head of entire
project implementation of the project at PIU. Implementation and monitoring aspects could be
done with close co-ordination with the heads of administrative units, local level leaders,
(Figure 10.1).
10.13 Conclusions
The social screening of the project stretch has been done to understand the nature and extent of
problems and issues that proposed highway improvement may produce. The present chapter also
analyzed issues of resettlement, participation of stakeholders, viability of several alignment
alternatives and efforts to minimize resettlement. There are the following conclusions of social
screening:
Number of cultural features like Mazar, temple, grave, shamshan, etc. are located and need to
be avoided carefully.
Few ponds are located close to project road which will be avoided on finalization of
alignment.
Based on the above mentioned findings, it is undoubtedly envisaged that the feasibility of four
lane of Kaithal-Rajasthan Border section of NH 65 highway is viable so far resettlement and
rehabilitation issues are concerned.
Initiative - I
Land acquisition,
Displacement, Livelihood and
Problem Identification
Employment of affected
person. Social and public
utilities, religions.
Initiative - II
Project awareness,
Resettlement sites,
Formulation of alternatives Rehabilitation, Assistance,
Compensation, Training
mobility, etc. Attempt
towards social cohesion.
Initiative - III
Projection
Initiative - IV
Initiative - V
11.1 General
The project cost estimates have been prepared based on various items of works required for the
rehabilitation and up-gradation of the stretches of road starting from Kaithal (Km 33+300) and
ending at Rajasthan-Haryana Border (Km 241+580) of NH-65 to 4-lane configuration. The
existing chainage of the road is in two parts as below:
In general, the work is to be executed as per the Manual of Specification & Standards for four
laning of Highways through Public Private Partnership (IRC: SP: 84-2009) and Technical
Specifications contained in Specifications Road and Bridge Works (Fourth Revision 2001,
Reprint March 2003) issued.
The quantities of major items of works have been worked out based on following:
Site Clearance: The area considered for Site Clearance is the area within the proposed Right
of Way excluding the existing carriageway area.
Earth Works: This item provides for roadway excavation, earthwork in embankment, sub-
grade and shoulders, medians, islands including disposal of surplus earth and unsuitable
material. In this stage, the construction of embankment height will be taken approximately
0.6m throughout the existing road widening stretches and 1.25m for new bypasses. Sub-
grade soil having a CBR 8 % will be taken from borrows area.
The pavement quantities like GSB, WMM & Bituminous items etc. have been worked out
based on the geometrics and cross sections, pavement design done based on traffic and
laboratory investigations. The total earthwork in cut-and-fill has been determined from
average embankment height noted during road inventory survey.
Culverts: The estimation of quantities for culverts is based on site condition & detailed
inventory. The detailed recommendations are given in proposed development scheme
chapter.
Bridges and Structures: The estimates of quantities for bridges and other structures have
been worked out based on condition of structures. The detailed recommendations are given
in proposed development scheme chapter. In this stage the cost for structures has been
worked out based on Rate per square meter basis.
Drainage and Protection Works: Quantities for the surface, subsurface and roadside drains,
drainage chutes in cement concrete and stone pitching at outfalls/escapes are as per actual
including pre cast drain at edge of RE wall.
Traffic Signs and Markings: Proper traffic signs were selected at required locations along
the project corridor and special signs at tollgates were designed. The quantity of traffic signs
and markings are calculated based on the detail drawings for the highway and junction to
ensure safety in the proposed highway facility.
Truck lay-byes & Bus bays and Passenger Shelters: Truck lay-byes shall in general be
located near Toll Plaza, interstate borders and place of conventional stops of the truck
operators etc. In this item, the estimates of quantities are based on the standard layout given
in IRC: SP: 84-2009.
Bus bays and Passenger shelters shall be allowed to stop for dropping and picking up
passengers at bus bays location. In this item, the estimates of quantities are based on the
standard layout given in IRC: SP: 84-2009.
Junctions Improvement and Toll Plaza: This item includes quantities of kerbs, railings,
median etc. at the location of junctions. The cost for junctions includes the cost for at grade
junctions, which need improvement along the project roads.
The estimates of quantities for toll plaza have been worked out based on design of rigid
pavement. The cost for the toll plaza includes cost of construction of tollbooths, electrical
works, high mast lighting, and toll administrative building with all other features as desired
Standards.
Maintenance of Existing Roads: The provision under this sub-head has been made to
include reinforced cement concrete pipe duct, 300 mm dia in single row, across the road on
interval of 0.5 km & 2 km in Built-up and rural section respectively. This also includes
carrying out routine maintenance along the right of way based on present condition surveys
and other pavement investigations data. Lump Sum amounts for traffic diversion during
construction and planting of trees by the road side (Avenue trees) and flowering plants and
shrubs in central verge and Maintenance of flowering plants and shrubs in central verge has
been provided.
The project cost on above items has been worked out based on development proposal of the
project corridor from Kaithal to Rajasthan/Haryana border (design length is 166.259 km) which
includes 7 Nos. of bypasses (Kalayat, Narwana, Dhanaudha, Barwala, Hisar, Barwa & Siwani
town/villages).
Sl. Amount in
Description Amount in Rs.
No. Crores
7 Drainage & Protection works 165,701,759 16.57
8 Traffic Signs and Road Appurtenances 359,591,694 35.96
9 Truck lay-bye & Bus bay with shelters 115,560,865 11.56
10 Toll Plaza & Junction 486,228,845 48.62
11 Repair & Maintenance work 148,394,831 14.84
12 Service Road (built-up location) 209,583,371 20.96
12.1 Introduction
This chapter discusses the general principles of cost benefit analysis (CBA) and outlines the
major costs and benefits considered for the economic appraisal of the project road. It discusses
the adjustments needed to convert the financial costs into economic costs.
Economic evaluation of a project attempts to take into account all the costs and benefits to the
society irrespective of who pay the costs and who receives the benefits. In the case of a road
project, the benefits accrue mainly to the road users (society in general) in the form of vehicle
operating cost savings and time savings. The costs are borne by the developer
(government/private operator).
The cost of implementing a project to society is not necessarily the same as the costs in the
market place. In terms of economic costs, such market or financial costs are devoid of any tax
components and market imperfections. Thus, in the cost benefit analysis of an economic
appraisal, financial costs have to be adjusted to derive the economic costs. In a project of the
current nature many items are used in the construction with tax components known for certain
items and not for others. It is a general practice to adjust the financial costs of items with
unknown tax components by a standard conversion factor (SCF). A SCF of 0.9 is assumed for
this study. This is as suggested by Ministry of Surface Transport and National Highways
Authority of India for the road projects being implemented in India.
The cost of improving the existing roads and development of bypasses along the project corridor
and the resultant benefits in terms of vehicle operating costs differ between various sections of
the project road. This variation is primarily due to the condition of the pavement of the particular
section and the quantum of heavy vehicles moving on it. Thus, the results of investigation of
pavement strength and traffic levels on various sections were combined and the project road has
been delineated in to homogenous sections as presented in Table 12.1.
The project costs such as construction; routine, recurrent and periodic maintenance; land
acquisition; environmental mitigation and rehabilitation etc. have been discussed in detail in
Chapter 11: Cost Estimates. The SCF stated earlier was applied to these costs during the cost
benefit analysis.
The costs in general include the costs of improvement of the existing 2-lane road to a 4-Lane
with 1.5 m paved shoulder on either side facility. The cost has been estimated for provision of
flyovers, underpasses, ROBs etc at appropriate locations.
Improvement options considered for each of the homogenous sections are as shown in Table 12.2
and Figure 12.1.
Existing
Sl. Existing Average Proposed Length Improvement
Section
No. Section Carriageway Improvement (Km) Proposal
Width
4-Lane with Improvement
Kaithal to
1 HS-01 10.0 1.5 m Paved 70.90 on the Existing
Barwala Start
shoulder Alignment
4-Lane with
Barwala Start to New Bypass
2 HS-02 10.0 1.5 m Paved 7.90
Barwala End Link
shoulder
4-Lane with Improvement
Barwala End to
3 HS-03 10.0 1.5 m Paved 19.00 on the Existing
Hisar Start
shoulder Alignment
4-Lane with
Hisar Start to New Bypass
4 HS-04 10.0 1.5 m Paved 26.30
Hisar End Link
shoulder
4-Lane with Improvement
Hisar End to
5 HS-05 7.0 1.5 m Paved 42.08 on the Existing
Jhnupa
shoulder Alignment
Kaithal to
Kaithal
Haryana / Rajasthan
KARNAL
Narwana
HS-02
Barwala PANIPAT
HS-01
JIND
HS-04
Hisar
HS-03
Siwani ROHTA
KK
Haryana- HS-05
BHIWANI
Rajasthan
Border
DELHI
This analysis was carried out using the HDM-4 software. This appraisal included sensitivity
analysis to assess the impact of increased costs of construction and decreased benefits. The
analysis also considered the value of savings in travel time.
Economic benefits of the project were estimated in terms of savings in VOC and savings in travel
time for passenger and goods vehicles. The estimates of VOCs and time costs of each vehicle
type in with and without project scenario have been made using HDM-4.
The HDM-4 software comprises a set of models for estimating various values which effect the
feasibility of road project, such as vehicle operating costs, travel time costs of passengers and
commodities in transit, and the effect of maintenance standards and improvement standards on
road condition and the resultant impact on VOCs etc. Various input parameters, which were
considered for this project and some salient input parameters, which were considered for this
project, are presented hereinafter.
The calibration factors for some parameters of HDM-4 software used for this analysis are as
indicated by ADB for some of the national highway projects undertaken in the recent past. These
are presented hereinafter:
Parameter Initiation Progression
Cracking 0.70 1.00
Raveling 0.40 1.10
Pot-holing 1.00
Rut depth 1.25
Edge repair drainage coefficient 1.00
Edge break coefficient 1.00
Road side friction 0.95
Effect of speeds 1.00
The economic viability of the considered options for improving the traffic facility on the project
corridor have been evaluated in terms of Economic Internal Rate of Return (EIRR) and Net
Present Value (NPV) of the project benefits and the ratio NPV/Cost. The benefits of the project
were estimated in terms of VOC savings and monetary value of savings in travel time. The
economic returns of each section are presented in Table 12.3.
Table 12.3: Economic Returns of each Section and Project for flexible pavement option
Sensitivity analysis of economic returns of the project was carried out. The sensitivity scenarios
considered in this analysis are as presented here in after.
The results of this analysis are presented in Table 12.4. The results indicate that the project EIRR
values, in the worst case of simultaneous increase in costs and decrease in benefits tune at 16
percent considering VOC savings alone and tune around 36 percent including value of travel
time savings. The bank (RBI - Reserve Bank of India) rate is varying between 6 and 11 percent
in the recent past and is the lower limit for a project to be economically viable. Hence the overall
project can be considered to be viable in economic terms as the EIRR values of the project in the
worst case is more than 15 percent. The comparative cost streams (output of HDM-4) of the Base
Alternative (Alt-0) with that of the proposed improvement options are presented in
Annexure 12.1.
Comparision of Cost Streams - Base Alternative v/s Improvement Alternative (Kaithal-Barwala Start Section)
Page 1 of 6
Annexure 12.1
Comparision of Cost Streams - Base Alternative v/s Improvement Alternative (Barwala Start-Barwala End+Barwala Bypass Section)
Page 2 of 6
Annexure 12.1
Comparision of Cost Streams - Base Alternative v/s Improvement Alternative (Barwala End-Hisar Start Section)
Page 3 of 6
Annexure 12.1
Comparision of Cost Streams - Base Alternative v/s Improvement Alternative (Hisar Start-Hisar End+Hisar Bypass Section)
Page 4 of 6
Annexure 12.1
Comparision of Cost Streams - Base Alternative v/s Improvement Alternative (Hisar End-Jhunpa Section)
Page 5 of 6
Annexure 12.1
Page 6 of 6
Chapter 13
Financial Analysis on BOT Basis
Preparation of DPR for Rehabilitation & Up-gradation Final Feasibility Report
of Kaithal Rajasthan Border Section of NH65 Financial Analysis of BOT Basis
13.1 Background
The Project Road starts from Kaithal at Km 33.250 of NH-152 at and terminates at near village
Jhumpa at Km 241.580 (Haryana/ Rajasthan Border) of NH-65 in the State of Haryana. Bypasses
of 52.35 km have been proposed at Kalayat, Dhanaudha, Narwana, Barwala, Talwandi, Hisar,
Barwa & Siwani town/villages. The existing chainage of the road is in two parts as below:
The total existing length of the project highway is 153.430 km (Design length-166.259 Km) and
for Financial Analysis, it is considered in one package as given in Table 13.1.
New MCA The provisions of New MCA (April, 2009) with new Toll Policy (Dec, 2008) with
amendments in Dec, 2010 and Jan, 2011 have been considered for viability analysis.
The viability of each package depends on the working cash flows available to service the debt
and equity. This working cash flow is basically dependent upon the following:-
a. Project Cost
b. Traffic & Traffic Growth
c. Toll Structure
d. Operation and Maintenance expenses
e. Interest on Debt
f. Tax
The main objective of Financial Analysis is to examine the viability of implementing the project
on a BOT basis. The analysis attempts to ascertain the extent to which the investment can be
recovered through toll revenue and the gap, if any, be funded through Grant / Subsidy. This
covers aspects like financing through debt and equity, loan repayment, debt servicing, taxation,
depreciation, etc. The viability of the project is evaluated on the basis of Project FIRR (Financial
Internal Rate of Return on total investment). The FIRR is estimated on the basis of cash flow
analysis, where both costs and revenue have been indexed to take account of inflation. Financial
analysis has been carried out for the two individual packages with debt equity ratio of 70:30.
The total cost of the project includes cost of civil works including the improvement of existing
carriageway and cost of toll plaza. The estimated project cost is considered excluding shifting of
utilities, land acquisition, acquisition of structures, rehabilitation and resettlement and
environmental mitigation measures which are to be borne by NHAI. Cost of Civil Works at
2011-12 prices is given in Table 13.2.
The base costs have been escalated at a rate of 5% per annum to obtain the actual costs in the
year of expenditure. This is based on average WPI for the last 5 years.
The interest during construction, which on the cost of funding incurred on the project, has been
calculated on the basis of an interest of 11.75 percent per annum as per the current market rate
for lending Highway Projects.
The total landed costs for each individual package at the end of the construction period has been
estimated by adding Contingencies, IC & Pre-operative expenses, Financing Cost, Escalation,
Interest during Construction (IDC) etc. The total landed cost at the time of commissioning is thus
estimated as given in Table 13.3.
Tolls can be set either to maximize revenue or maximize the utilization of the project without
causing congestion. However, in no case, tolls are set at a level higher than the perceived benefits
of using the facility. Toll rates are estimated based on the National Highways (NHAI)) Act, 1956
(48 of 1956). As per the new Toll Policy, the following toll rates shall apply for 2007-08 based
on WPI of 1st Jan, 2007 as given in Table 13.4.
Revision on account of variation in WPI shall be restricted to 40 % (forty per cent) of the
variation in WPI occurring between April 1 immediately following the date of this Agreement
and April 1 of the year of revision hereunder plus fixed 3 (three) percent of the basic toll rates
based on WPI of Jan, 2007 without compounding. Future WPI has been considered as 5%.
The concessionaire shall allow the following discounts in users fee as per the new toll policy:
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 in sub-rule (2) of Rule 9.
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 as given in Table 13.5.
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 in accordance with rule 5,
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 or person in charge of a mechanical vehicle.
No pass shall be issued or fee collected from a driver, owner or person in charge of a
mechanical vehicle that uses part of the section of a national highway and does not cross a
toll plaza. Proper discount have been given in the Financial Analysis for the above
Concessions,
A) Equity Support:
It shall be equal to the sum specified in the bid and as accepted by the authority but in no case
greater than the equity and shall be further restricted to a sum not exceeding 20% of TPC i.e.
maximum 20% of TPC (Total Project Cost). It shall be due and payable to the Concessionaire
after it has expended the Equity. Further it shall be disbursed proportionately along with the loan
funds.
B) O & M Support:
O & M support is fixed which is equal to 5% of equity support in quarterly instalments i.e. 20%
of equity support in a year. First instalment is due within 90 days of COD. Each instalment
equal to 5% of equity support is payable quarterly.
13.10 Traffic
Classified traffic volume count under project stretch, was conducted manually during 2011, at
Km.18 of NH 152, km 130.40, km 152, km 180 and at Km. 225 of NH-65 for 24 hrs on 7
consecutive days in both directions. The AADT in the base year 2011 are given in Table 13.6.
Tollable Traffic at Toll Plaza has been considered at Toll Plazas i.e. Km 130.4, km 180 &
km 225.
Three Toll plazas have been kept at km 125.790, km 171.580 and km 212.400 of NH-65
(existing chainage).
Traffic Projections
5% Average Growth rates for projections of the traffic have been considered as per the
provisions of the new MCA.
Discounts have been considered based on NHAI Circular no. NHAI/11033/CGM (Fin)/ 2011
dated 29.04.2011, Corrigendum no. 1 dated 02.05.2011 and MORTH circular dated 16.11.2011
i.e. leakage for Car/Jeep/Van @ 10% and 5% for other vehicles. Further discount has been
considered @3% towards Revenue Loss due to Local Traffic for Car/Jeep/Van only.
The toll revenue is the product of the forecast traffic expected to use the road and the appropriate
toll fee for the vehicle category. A toll indexing pattern @ 40% of average WPI of 5% plus fixed
3 (three) percent of the basic toll rates based on WPI of Jan, 2007 without compounding, as per
New MCA has been adopted. Toll revenues have been calculated for each of toll fee structure
proposed above is given in Table 13.7.
No penalty for overloading is to be levied as per new toll policy. Accordingly, no effect has been
given in the viability analysis.
Differential Fees
Other Income
Apart from the Toll Income, there may be other streams of revenue generated by extending land
development rights to the Concessionaire and revenue from any other service facilities like
Advertisements, Truck Parking Terminals, Parking Areas, Automobile Service Centre, Petrol
Pumps and Cable Ducting etc. However, as per the policy of NHAI, no advertisements are
allowed in the project highway. Also for other streams of revenue there is no clear cut guidance
and accordingly no income on these accounts has been considered.
The tax rate adopted for this study is 33.22 following the deduction of depreciation and
amortization.
Minimum Alternate Tax (MAT) of 19.93 has been taken into account for the total concession
period.
According to the scheme under section 80-IA, 100% of the profit is deductible for ten years.
However the benefit deduction is available only for ten consecutive assessment years falling
within a period of twenty years from the year the Project begins its operations.
In general, the developer shall crystallize the sources of finance by optimizing his equity returns
keeping in view the project cash flows, terms, and conditions of various financing options
available. Further the market standing and financial strength of the Developer would largely
determine the terms and conditions of finance offered to the Developer by various lending
agencies. For the purpose of the study, following sources of finance have been taken:
13.15 Expenses
Expenses can broadly be classified based on the phases in which they are incurred, viz.
construction period expenses and operation & maintenance period expenses.
Toll collection expenses are estimated as Rs 160 Lacs per toll plaza.
Insurance Expenses
To meet out the other overhead expenses, provisions of Rs. 250 lacs per annum have been
considered.
Concession Fee
Routine maintenance costs comprise of maintenance of the pavement, collection of litter, traffic
management (policing), accident repairs and all ancillary works including beautification.
The periodic maintenance costs include cost of overlay, repair/renovation of road furniture,
drains, buildings etc. The periodic maintenance includes periodic renewals at every 6 years.
Routine maintenance/ Periodic maintenance costs have been considered as per the MORT&H
guidelines. The details of the maintenance costs and administration charges (base year 2011-12)
are given in Table 13.8.
The Project implementation period has been taken as 30 months. Based on the implementation
period, the project cost has been phased as given in Table 13.9.
Keeping in view the present market condition, the minimum return criteria for the B.O.T project
is considered as follows:-
Return on Equity (Equity IRR) : Minimum of 15%
Debt Service Coverage Ration (DSCR) : More than 1
Concession
Year TP-I TP-II TP-III Average TP-I TP-II TP-III Average
Period
Total Traffic Tollable Traffic
2011 14371 17884 12794 15016 12149 15161 11128 12813
2012 15090 18778 13434 15767 12756 15919 11684 13453
2013 15844 19717 14105 16556 13394 16715 12269 14126
2014 16636 20703 14811 17383 14064 17551 12882 14832 1
2015 17468 21738 15551 18252 14767 18428 13526 15574 2
2016 18341 22825 16329 19165 15506 19350 14202 16353 3
2017 19259 23966 17145 20123 16281 20317 14913 17170 4
2018 20221 25165 18002 21129 17095 21333 15658 18029 5
2019 21233 26423 18903 22186 17950 22400 16441 18930 6
2020 22294 27744 19848 23295 18847 23520 17263 19877 7
2021 23409 29131 20840 24460 19789 24696 18126 20870 8
2022 24579 30588 21882 25683 20779 25930 19033 21914 9
2023 25808 32117 22976 26967 21818 27227 19984 23010 10
2024 27099 33723 24125 28316 22909 28588 20984 24160 11
2025 28454 35409 25331 29731 24054 30018 22033 25368 12
2026 29876 37180 26598 31218 25257 31519 23134 26637 13
2027 31370 39039 27928 32779 26520 33095 24291 27968 14
2028 32939 40990 29324 34418 27846 34749 25506 29367 15
2029 34586 43040 30790 36139 29238 36487 26781 30835 16
2030 36315 45192 32330 37946 30700 38311 28120 32377 17
2031 38131 47452 33946 39843 32235 40227 29526 33996 18
2032 40037 49824 35644 41835 33847 42238 31002 35696 19
2033 42039 52315 37426 43927 35539 44350 32552 37480 20
2034 44141 54931 39297 46123 37316 46567 34180 39354 21
2035 46348 57678 41262 48429 39182 48896 35889 41322 22
2036 48665 60562 43325 50851 41141 51341 37683 43388 23
2037 51099 63590 45491 53393 43198 53908 39568 45558 24
2038 53654 66769 47766 56063 45358 56603 41546 47836 25
Concession
Year TP-I TP-II TP-III Average TP-I TP-II TP-III Average
Period
Total Traffic Tollable Traffic
2039 56336 70108 50154 58866 47626 59433 43623 50227 26
2040 59153 73613 52662 61809 50007 62405 45804 52739 27
2041 62111 77294 55295 64900 52507 65525 48095 55376 28
2042 65216 81158 58060 68145 55133 68801 50499 58144 29
Accordingly, Concession Period has been considered as 27 years based on average total
traffic and capacity of highway as 60,000 PCUs at Level of Service C.
Construction Period of 30 months has been considered effective from Jan, 2014.
The main objective of undertaking this study is to assess whether the project is financially viable
or not. It is important to note that the proposal should be an attractive proposition for private
sector participation under Build, Operate and Transfer (BOT) system. The basic methodology
followed for estimating the financial viability of the project is to calculate the FIRR (Financial
Internal Rate of Return) on the investment for the project.
The following assumptions are taken into consideration for the financial analysis:-
As per the IRC - 64, 1990, the capacity of the road is considered as under for Capacity
Augmentation as given in Table 13.11.
Based on the project structure traffic study and toll rate analysis, financial feasibility analysis has
been carried out as per the methodology outlined in earlier sections. The objective of the
financial analysis is to ascertain the existence of sustainable project returns, which shall
successfully meet the expectations of its financial investors. The analysis reveals various FIRR
values corresponding to each year of toll operation.
FIRR for the Returns on Investment and Returns on Equity for the years from 2014 to 2040
(concession period is 27 years including Construction Period) with maximum 40% subsidy.
Results for 4 laning with 27 years Concession Period is given in Table 13.12.
For getting 15% return on equity, VGF upto 24% of TPC may be required.
It would be seen that the project is financially viable with VGF upto 24% of TPC to get Return
on Equity of 15 %. Hence project may be implemented on BOT (Toll) basis.