4 07 FRPT

PUBLIC WORKS DEPARTMENT, RAJASTHAN
Consultancy Services for the preparation of Feasibility Report f Two laning with paved shoulders of Bik R t for T l i ith d h ld f BikanerSuratgarh section Km 0/0 to Km 173/000 of NH-15
FINAL FEASIBILITY REPORT (Modified)

(Main Report)
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NH-15
NH-11
JANUARY 2011
CONSULTING
Engineers G E i Group Ltd Ltd.
E-12, Moji Colony Malviya Nagar, Jaipur-17 Tel.: +91-141 - 2520899, 2521899, 2520556 Fax: 2521348, e-mail: ceg@cegindia.com website:www.cegindia.com
Feasibility study for 2 lane with paved shoulders from Km 0/000 to 173/000 of NH-15
Final Feasibility Report
TABLE OF CONTENTS EXECUTIVE SUMMARY CHAPTER 1 INTRODUCTION 1.1 PROJECT BACKGROUND 1.2 PROJECT HIGHWAY 1.3 OBJECTIVES OF CONSULTANCY SERVICES 1.4 GEOGRAPHY AND TOPOGRAPHY 1.5 PURPOSE OF THIS REPORT 1.6 CONTENTS OF THIS REPORT EXISTING SITUATION ON NATIONAL HIGHWAY 15 BIKANER-SURATGARH SECTION 2.1 GENERAL OVERVIEW 2.2 GEOGRAPHY AND TOPOGRAPHY 2.3 ROAD ALIGMENT AND BYPASS 2.4 RIGHT OF WAY (ROW) 2.5 CARRIAGEWAY WIDTH 2.6 TRAFFIC 2.7 CRUST THICKNESS AND EXISTING PAVEMENT 2.8 GEOMETRY AND JUNCTIONS 2.9 TRUCK LAYBYES 2.10 BUS BAYS 2.11 CROSS DRAINAGE STRUCTURE 2.12 GRADE SEPARATED JUNCTIONS 2.13 RAIL ROAD STRUCTURES 2.14 RAILWAY LEVEL CROSSING 2.15 WAYSIDE AMENITIES SURVEYS AND INVESTIGATIONS 3.1 GENERAL 3.2 TOPOGRAPHICAL SURVEY 3.3 TRAFFIC SURVEYS 3.4 ROAD INVENTORY SURVEY 3.5 PAVEMENT INVESTIGATIONS 3.6 BENKELMAN BEAM DEFLECTION SURVEY 3.7 SUB GRADE CHARACTERISTICS & STRENGTH 3.8 INVESTIGATION OF BORROW AREAS 3.9 INVESTIGATION OF MATERIAL FOR CONSTRUCTION E- 1 to E-6 1-1 to 1-7
CHAPTER 2
2-1 to 2-12
CHAPTER 3
3-1 to 3-16
Consulting Engineers Group Ltd.
3.10 3.11 3.12 3.13 3.14
INVESTIGATIONS OF OTHER CONSTRUCTION MATERIALS DRAINAGE SYSTEM INVESTIGATIONS FOR STRUCTURES GEO-TECHNICAL INVESTIGATIONS & SUB-SOIL EXPLORATION HYDROLOGICAL STUDY
CHAPTER 4
TRAFFIC SURVEY, ANALYSIS AND FORE CAST 4.1 INTRODUCTION 4.2 CLASSIFIED VOLUME COUNT 4.3 TURNING MOVEMENT COUNT SURVEY 4.4 AXLE LOAD SURVEY 4.5 PEDESTRIAN AND CATTLE CROSS COUNT SURVEY 4.6 TRAFFIC FORECAST 4.7 TRAFFIC PROJECTIONS 4.8 CAPACITY ANALYSIS
4-1 to 4-16
CHAPTER 5
DESIGN STANDARDS 5.1 GENERAL 5.2 GOAL & OBJECTIVES 5.3 HIGHWAY DESIGN STANDARDS 5.4 APPROACH 5.5 DESIGN STANDARDS 5.6 EMBANKMENT DESIGN 5.7 PAVEMENT DESIGN 5.8 ROAD AND TRAFFIC SIGNS 5.9 POLYMER MODIFIED BITUMEN 60/70 5.10 ADDITIVES TO PAVEMENT CONCRETE 5.11 FLORESCENT SIGNS 5.12 STRUCTURAL DESIGN STANDARDS 5.13 MATERIAL 5.14 DESIGN LOADS 5.15 FORMATION WIDTH AT CROSS DRAINAGE STRUCTURES
5-1 to 5-11
CHAPTER 6
TECHNICAL / ENGINEERING ALTERNATIVES 6.1 6.2 6.3 INTRODUCTION GOALS AND OBJECTIVES FOR THIS STUDY PARAMETERS FOR WIDENING
6-1 to 6-16
6.4 6.5 6.6 6.7 6.8 6.9 6.10 6.11 6.12 6.13 6.14 6.15 6.16
WIDENING NEW PAVEMENT GRADE SEPARATED STRUCTURE REHABILITATION, IMPROVEMENT AND UPGRADATION OF ROAD INTERSECTIONS TRAFFIC SAFETY MEASURES BRIDGES AND CULVERTS GEOMETRIC IMPROVEMENTS ALIGNMENT IMPROVEMENT ALTERNATIVES NEW BYPASS SERVICE ROAD UTILITY CORRIDOR USER FACILITIES SPECIFIC REQUIREMENT FOR THE PROJECT HIGHWAY
CHAPTER 7
PROPOSED PAVEMENT DESIGN 7.1 GENERAL 7.2 HOMOGENOUS SECTIONS 7.3 DESIGN OF NEW FLEXIBLE PAVEMENT 7.4 REHABILITATION OF EXISTING PAVEMENT 7.5 DESIGN OF NEW RIGID PAVEMENT FOR TOLL PLAZA AND ARJUNSAR VILLAGE 7.6 DESIGN OF SERVICE ROAD
7-1 to 7-11
CHAPTER 8
STRUCTURES 8.1 INTRODUCTION 8.2 PROPOSED STRUCTURES 8.3 IMPROVEMENT PROPOSALS COST 9.1 9.2 9.3 ESTIMATES BOQ RATE ANALYSIS COST ESTIMATE
8-1 to 8-9
CHAPTER 9
9-1 to 9-5
CHAPTER 10
ECONOMICAL AND FINANCIAL ANALYSIS 10.1 INTRODUCTION 10.2 GENERAL 10.3 BASIC APPROACH AND METHODOLOGY 10.4 VEHICLE CHARACTERISTICS 10.5 ECONOMIC INTERNAL RATE OF
10-1 to 10-12
10.6 10.7 10.8 CHAPTER 11 CHAPTER 12 CHAPTER - 13
RETURN (EIRR) RECOMMENDATIONS RESULTS AND ANALYSIS CONCLUSIONS 11-1 12-1 13-1 to 13-25
ENVIRONMENTAL IMPACT ASSESSMENT SOCIAL ASSESSMENT TRAFFIC OPERATION AND SAFETY PLAN 13.1 SCOPE 13.2 OBJECTIVE 13.3 SAFETY & TRAFFIC MANAGEMENT 13.4 SITE SAFETY RULES AND REGULATIONS 13.5 TRAFFIC SAFETY PLAN 13.6 TRAFFIC CONTROL DEVICES 13.7 SAFETY AND MANAGEMENT PRACTICES 13.8 HAZARD IDENTIFICATION AND EVALUATION 13.9 CHECKLIST OF WORK MAN AT SITE CONCLUSIONS AND RECOMMENDATIONS 14.1 PROPOSAL FOR FOUR LANNING 14.2 PERIOD FOR CONCESSION 14.3 PROJECT COST 14.4 PROJECT VIABILITY
CHAPTER 14
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EXECUTIVE SUMMARY
The project is for improving the existing two-lane road to a 2 lane with paved shoulder from km 0/0 (Bikaner) to km 171/0 (Suratgarh) section of NH-15, which constitutes a part of the Pathankot - Kandla segment of the NH system. The PWD(Raj) who have the responsibility of implementing the project have assigned the job of providing consultancy services for preparation of feasibility study report etc. to M/s. Consulting Engineers Group Ltd. Chapter 1 It gives general introduction of the project and contract objectives or scope of services. The chapter illustrates the current project stretch.
Chapter 2 It gives the brief description of the existing features of project stretch. The project road starts at Bikaner (Km 553/869 NH-11 or Km 9/845 Jaipur by pass) and ends Near Suratgarh (173/0) NH-15. The entire length falls in Rajasthan State and passes through Bikaner and Sri Ganganagar districts. Chapter 3 This chapter explains the surveys and investigations that were carried out for assessment of physical features and traffic conditions of existing road and for developing data for detail designs. The inventory survey was carried out essentially to capture the physical features of the road and the roadside including the built-up areas, the intersections, the utility lines, trees requiring removal, the terrain, land use, etc. and the collected data were plotted on strip plans for better appreciation of the situation and for planning further detailed activities. The condition survey, which closely followed, made an assessment of the existing road and road structures, and the data in conjunction with the others were used in developing improvement/repair proposals. A detailed topographic survey was carried out to prepare digital map of the project road corridor. To begin with, control stations defined by X, Y co-ordinates were fixed on concrete pillars at 5 Km. intervals. The levels were related to the GTS benchmark. Traversing was by Total Station Survey equipment. The width of survey strip was 50m from center line of the existing road. Cross-sections were taken at 50m intervals. The survey data was down loaded into computer using suitable software, and converted into graphic files for preparation of Digital Terrain Model. Pavement Investigations included BBD survey Roughness, DCP tests for existing subgrade, logging of thickness/composition of pavement course, and sampling of sub-grade samples for laboratory testing.
Consulting Engineers Group Ltd
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Chapter 4 It describes the traffic studies conducted on the project stretch and the corresponding analysis. The traffic study was divided towards estimating the present traffic volumes along homogeneous sections and for assessing the travel characteristics.
Chapter 5 It describes the design standards adopted for the project and the various journals referred. Geometric design started with the setting out of the design standards and typical cross-sections. The design standards more or less followed those of IRC/MoSRT&H for National Highways. The location of the new carriageway, to the left or right of the existing road, or to go in for symmetrical widening was then decided through analysis for economical option with least disturbance to the roadside features. Geometric design is computer based using road design software MX. All sub-standard curves have been examined for flattening and improved to larger radius as found economically feasible. Re-alignments to improve geometrics have also been effected at a few locations. The deficient vertical curves have been proposed for improvement. Pavement design standards taken has been illustrated in chapter 7. The GAD of structures gives preliminary design details.
Chapter 6 It elaborates the various proposals for the project stretch i.e. widening scheme, Toll plaza, bus bays, truck laybyes, bypass, service roads interchange and junction improvements and various structures such as underpasses, flyovers, cattle pass, bridges and culverts the project stretch.
Chapter 7 The general design procedure for the flexible pavement for the proposed road from Bikaner to Suratgarh both for widened portion as new construction as well as strengthening of existing carriageway has been followed as per the guidelines of IRC: 37-2001 Guidelines for the design of flexible pavements and IRC: 81-1997Guidelines for Strengthening of flexible road pavements using Benkelman Beam Deflection Technique respectively. The axle load surveys conducted at two locations brought out information on vehicle damage factors of commercial vehicle plying on the road. The vehicle damage factors are calculated for the homogenous sections and MSA values are calculated. Pavement thickness is calculated on the basis of IRC methods. Flexible pavement has been adopted for new pavement . The composition of the overlay for existing pavement and the pavement courses for new pavement are calculated.
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Chapter 8 It tabulates various cross-drainage structures (i.e. bridges and culverts) that were proposed for the project stretch and improvement measures for the existing structures. There are 2 major and 6 minor bridges and 84 culverts on the project highway. One major and one minor bridge are to be reconstructed. One No. ROB is proposed at Bamanwali railway crossing. Cattle underpass is proposed at 2 locations. Chapter 9 It deals with the details of quantities for roadwork on a indicative basis. The quantities for widening, rehabilitation and the construction of new structures have been made under different subsections. The total cost of project has been worked out from the unit rates analysis with the help of Standard Data Book of MoRT&H 2001-2002.
Chapter 10 It deals with the economic analysis i.e. it involves comparison of project costs and benefits. The analysis presents the return, which the society could expect from the proposed investment during the project life, i.e. analysis period. Economic evaluation of the proposed investments indicated that the project section of NH-15 is economically viable. This chapter also evaluates the financial viability of the project on Design, Build, Finance Operate and Transfer (DBFOT) basis for the analysis period.
Chapter 11 It deals with Environmental Impact Assessment
Chapter 12 It deals with Social Impact Assessment
Chapter 13 It describes the Traffic Operation and Safety Plan. This chapter describes traffic management & safety, site safety rules & regulations and traffic Safety Plans.
Chapter 14 It gives conclusion and proposal.
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Salient Features for Bikaner - Suratgarh Section of NH-15 S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Features Existing Length Proposed length Major Bridges Minor Bridges Total no. of culverts ROB Type of Pavement for additional 2 lanes Overlay Length of Service Roads (Km) Bus Bays Toll Plazas Truck Lay bys Rest Areas Flyover Underpasses Cattlepasses Pedestrian Underpass Toll Plaza at Km 25/500 AADT PCU Toll Plaza at Km 84/500 AADT PCU Toll Plaza at Km 145/0 AADT PCU VDF (both directions) Light Commercial Vehicles 2 - Axle 3 - Axle Multi Axle Package NH-15 Km 0/0 to Km 171/0 Km 553/869 NH-11 (ch. 0/0) to Km 173/0 NH-15 (ch. 172.384) 2 6 101 1 Flexible Flexible 3.677 Km Left side 3.677 Km Right side 11 x 2 = 22 3 3 1 2 Tollable Total 3930 4640 10513 11300 Tollable Total 3137 3444 8593 9107 Tollable Total 3606 3935 10076 10707 25/300 Km 145/0 Km 0.57 0.60 5.52 5.65 5.12 5.15 6.85 6.82
16
17
18
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New Pavement Design S No 1 2 3 4 5 6 7 8 9 10 11 From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171 To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173 New Pavement Design BC DBM WMM GSB (mm) (mm) (mm) (mm) 50 140 250 200 50 140 250 200 50 140 250 200 50 130 250 200 40 110 250 200 50 130 250 200 40 140 250 200 50 130 250 200 50 135 250 200 50 135 250 200 50 110 250 200 Total (mm) 640 640 640 630 600 630 630 630 635 635 610
Design Traffic (MSA) for New Pavement SNo 1 2 3 4 5 6 7 8 9 10 11 From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171 To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173 Design Traffic (msa) 120 120 120 100 50 100 100 100 110 110 60
Design Traffic (MSA) for Overlay SNo 1 2 3 4 5 6 7 8 9 10 11

From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171
To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173
Design Traffic (10 years) 70 70 70 60 60 60 60 65 65 40

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Summary of Abstract of cost of Bikaner-Suratgarh From Km 9.845 Bypass (Ch. 0/000) To Km 173.00 (Ch.172.384) Total Length 172.384 Km S. No 1 2 3 4 5&6 7 8 9 10 11 12 13 14 15 16 17 18 Description of Bill Site Clearance & Dismantling Earthworks GSB & Sub-Base Bases and Surface Course (Bituminous) Bridges, ROB, culverts Drainage & Protective Works Junctions, Traffic Signs, Marking & Other Appurtenances Maintenance During Construction Toll Plaza RE Wall Miscellaneous Additional Cost for four laning from Km 171.00 to 173.00 Total Civil Cost Total Civil Cost per Km (in Crore ) Total Project Cost (125% of Civil Cost) Cost per km Length (Km) Amount 0.34 19.85 43.43 253.04 10.93 17.90 10.62 0.40 16.15 7.12 14.09 7.00 400.87 2.33 501.08 2.91 172.384
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CHAPTER 1 INTRODUCTION
1.1 PROJECT BACKGROUND The Government of India, Ministry of Road Transport and Highways (MORTH) through Public Works Department (PWD), Government of Rajasthan has taken up the development of various National Highway Corridors for augmentation of capacity for safe and efficient movement of traffic by widening to 2-lane with paved shoulders. Under the above said programme, PWD Rajasthan had chosen the 171.00 Km stretch of National Highway (NH 15) from Bikaner Km 00+000 to Suratgarh Km 171+000 in the State of Rajasthan, for widening to 2 lane with paved shoulder of the existing two lane, through Public Private Partnership (PPP) on Design, Built, Finance, Operate and Transfer (DBFOT) basis.
Consulting Engineers Group Ltd (the Consultants) having their registered office at E-12 Moji Colony Malviya Nagar Jaipur-302017, has been appointed to conduct a feasibility study for determining the technical feasibility and financial viability of the project. The agreement vide no. PPP/NH/Bkr-Str/2009-10/2 between Chief Engineer (NH) PWD Rajasthan and Consulting Engineers Group, Jaipur has been signed on December 4, 2009, and the date of commencement being November 9,2009.
During discussions in the meeting dated 7/12/09 for the presentation of inception report it was decided to exclude city portion of Bikaner from Km 00/000 to 10/614 where it meets Jaipur by pass. The Jaipur by pass starts from Km 10/614 of NH-15 and meets NH-11 at Km 553/863. So the Project Road starts form Km 553/863 of NH-11 ends at Km 173/000 of NH-15 via Km 10/614 of NH-15. Further during discussions in the meeting dated 28/4/10 it was decided to extend the scope of work from Km 171/000 to 173/000 and explore the possibility for 4 lanning in the urban area of Bikaner city and up to Khara industrial area for the better development and facilities to the people. During presentation on 26.5.2010 at MORTH, New Delhi proposals for 4 laning upto Khara & 6 laning at
Consulting Engineers Group Ltd 1-1
Loonkaransar was dropped. However pavement from Km 71/300 to Km 71/600 was approved wall to wall and one more Toll Plaza was to be introduced at Km 85/000. Final Feasibility Study Report had been prepared accordingly. As per discussion at MORTH 4 laning with service road has been proposed from Km171/0 to Km 173/0. Accordingly Final Feasibility Report has been modified.
This report covers the Feasibility cum preliminary design work by the Consultant for an approximately 173.00 km of NH-15 from Bikaner to Suratgarh The location of the Project Road is presented in Figure 1.1
Suratgarh
Figure 1.1 : Location Map
1.2
THE PROJECT HIGHWAY The Project Highway is Bikaner - Suratgarh Section of NH-15. The length of the Project Highway is approximately 173.00 km. An Index map of the Project
1-2
Highway is given in Figure 1.2. The entire project highway runs in the state of Rajasthan and passes through two main districts viz. Bikaner and Sriganganagar.
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NH-15
NH-11
Figure 1.2: Index Map of Project Highway
1.3
OBJECTIVES OF CONSULTANCY SERVICES The main objective of the Consultancy Service is to establish technical, economical and financial viability of the project and prepare feasibility cum preliminary design for rehabilitation and upgrading of the existing 2-lane National Highway sections to 2 lane with paved shoulders carriageway configuration with improvement of geometrics and other features. This feasibility study involves DBFOT basis as per manual of specification and standards by Planning Commission Government of India for 2 lanning of Highway through PPP. The Terms of Reference for the Consultancy services has laid down the following guiding principles:
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i)
The viability of the project is designed as without access controlled facility and shall be established taking into account the requirements with regard to rehabilitation, upgrading and improvement based on highway design, pavement design, provision of service roads wherever necessary, type of intersections, ROBs, rehabilitation and widening of existing and/or construction of new bridges and structures, road safety features,
quantities of various items of works and cost estimates vis--vis the investment and financial return through toll and other revenues. ii) The Feasibility cum Preliminary Design Report would inter alia include preliminary highway design, design of pavement and overlay with options for flexible or rigid pavements, preliminary design of bridges and cross drainage structures and design of service roads, quantities of various items, detailed working drawings, detailed cost estimates, economic and financial viability analysis, environmental and social feasibility, social and environmental action plans as appropriate and documents required for tendering the project on commercial basis for international /local competitive bidding. iii) Enhanced safety of the traffic, the road users and the people living close to the highway. iv) v) vi) Enhanced operational efficiency of the highway. Fulfillment of the access needs of the local population. Minimal adverse impact on the road users and the local population due to construction. vii) Feasible and constructible options for the project without being prohibitively expensive.
1.4
GEOGRAPHY AND TOPOGRAPHY The Project Highway traverses through two Districts of Rajasthan State viz., Bikaner and Sriganganagar. Bikaner has two Tehsils, Sriganganagar has one tehsil falling on the existing alignment. These are as under:-
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Bikaner District: - Bikaner and Loonkaransar. Sriganganagar District: - Suratgarh S. No. 1. 2. State District Existing Km Km 9/845 to 0/000 (Bypass) Rajasthan Bikaner Srigangangar and Km 10/630 (NH-15) to 126/000 Km 126/000 to Km 173/000 Total 125.3 47.0 172.3 Total length Km
The general alignment of the Project Highway traverse through plain terrain. The existing road is aligned at center of existing ROW for Two lane with paved shoulders and 4 laning in Loonkaransar town. In rural areas there are private agriculture fields on both sides of the road. Due to IGNP canal network irrigation facilities are available along the road. Major Krishi Mnadies Bikaner Loonkaransar and Suratgarh fall in the alignment. The list of village areas traversed by existing National Highway is as per table below:
S.No. 1 2 3 4 5 6 7 8 9 10 11 12
Name Bikaner Udasar Khara Jamsar Kasturia Bamanwali Dharera Dulmera Hansera Lunkaransar Bhadhera Malkisar
District Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner
Chainage 0/000 6/400 21/200 27/800 40/000 45/200 54/100 57/200 59/600 71/000 86/200 93/020
Remarks Bypass Bypass
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S.No. 13 14 15 16 17 18 19
Name Mahajan Arjunsar Rajiasar Hindore Birdhwal Piperan Suratgarh
District Bikaner Bikaner Sri Ganganagar Sri Ganganagar Sri Ganganagar Sri Ganganagar Sri Ganganagar
Chainage 108/450 125/400 141/000 145/400 154/000 161/000 171/000
Remarks
1.5
Purpose of this Report
As per TOR following reports are to be delivered:-
Key Date No. KD1 KD2 KD3 KD4 KD5 KD6 KD7 KD8 Inception Report
Description of deliverables
Report on Alignment (including proposed geometric improvements) and first traffic survey Report on Land Plan Schedules and Utility Relocation Report on indicative GAD of structures (bridges, grade separators, ROB/RUBs) Report on Environment and Social Impact Assessment Draft Feasibility Report and Schedules to the Concession Agreement Final Feasibility Report Completion of Services including assistance during Bid Process
Reports on Key activities KD1 to KD6 has all ready been submitted. Submission of this particular report (KD7) is made to intimate the client about all necessary technical and financial implications for execution of the Project on PPP model. The report has been prepared as per various terms and conditions of the TOR
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and decisions taken during discussions in the meetings. After incorporating modifications suggested on the draft feasibility report the Final Feasibility Report has been prepared.
1.6
Contents of this Report
This report contains following documents 1. Main Report 2. Annexure to Main Report 3. Bid document Volume i Request for Proposal Draft Concession Agreement Schedules Plan Profile
Volume ii Volume iii Volume iv
Contests of Main Report are divided in following Chapters:Executive Summary. Chapter 1: Introduction. Chapter 2: Existing Situation on NH-15 Chapter 3: Surveys and Investigations. Chapter 4: Traffic Survey, Analysis and Forecast. Chapter 5: Design Standards. Chapter 6: Technical / Engineering Alternatives. Chapter 7: Pavement Design. Chapter 8: Structures Chapter 9: Cost Estimate. Chapter 10: Economical & Financial Analysis. Chapter 11: Environmental Impact Assessment. Chapter 12: Social Impact Assessment. Chapter 13: Traffic Management and Safety Plan. Chapter 14: Conclusions and Recommendations.
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CHAPTER 2 EXISTING SITUATION ON NATIONAL HIGHWAY 15 BIKANER-SURATGARH SECTION

2.1 GENERAL OVERVIEW The Project Road Start from Bikaner (Km 553.869 of NH-11) to Km 173.000 (Near Suratgarh).The work involves Strengthening & widening to two lane with paved shoulders along with 4 laning from Km 70/500 to Km 72/500 at Loonkaransar Town. The existing and proposed chainages for the whole project road is given in Table 2.1. Table 2.1- List of Existing Chainage (Km) and Designed Chainage (Ch.)
Existing Chainage (Km) 9/845 (Jaipur Bypass) 9.000 (Jaipur Bypass) 8.000 (Jaipur Bypass) 7.000 (Jaipur Bypass) 6.000 (Jaipur Bypass) 5.000 (Jaipur Bypass) 4.000 (Jaipur Bypass) 3.000 (Jaipur Bypass) 2.000 (Jaipur Bypass) 1.000 (Jaipur Bypass) 0/000 (Jaipur Bypass) 10/630 (NH-15) 11.000 12.000 13.000 14.000 15.000 16.000 17.000 18.000 19.000 20.000 21.000 22.000
Design Chainage (Km) Name of Place 0.000 Bikaner 0.845 Bikaner 1.852 Bikaner 2.856 Bikaner 3.856 Bikaner 4.855 Bikaner 5.855 Bikaner 6.854 Bikaner 7.856 Bikaner 8.853 Bikaner Bikaner 9.845 10.216 11.227 12.230 13.242 14.240 15.244 16.277 17.230 18.247 19.238 20.238 21.234 Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Khara Khara Khara Khara Khara
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Existing Chainage (Km) 23.000 24.000 25.000 26.000 27.000 28.000 29.000 30.000 31.000 32.000 33.000 34.000 35.000 36.000 37.000 38.000 39.000 40.000 41.000 42.000 43.000 44.000 45.000 46.000 47.000 48.000 49.000 50.000 51.000 52.000 53.000 54.000 55.000 56.000 57.000 58.000 59.000 60.000 61.000 62.000 63.000 64.000 65.000 66.000 67.000 68.000
Design Chainage (Km) Name of Place 22.234 Khara 23.259 Khara 24.239 Khara 25.243 Khara 26.245 Jamsar 27.237 Jamsar 28.241 Jamsar 29.244 Jamsar 30.241 Jamsar 31.240 Jamsar 32.243 Jamsar 33.240 Jamsar 34.238 Jamsar 35.239 Kasturiya 36.239 Kasturiya 37.238 Kasturiya 38.238 Kasturiya 39.266 Kasturiya 40.240 Bamanwali 41.261 Bamanwali 42.236 Bamanwali 43.235 Bamanwali 44.224 Bamanwali 45.227 Bamanwali 46.226 Bamanwali 47.228 Bamanwali 48.226 Dheeera 49.227 Dheeera 50.227 Dheeera 51.182 Dheeera 52.176 Dheeera 53.180 Dheeera 54.185 Dheeera 55.176 Dulmera 56.512 Dulmera 57.519 Dulmera 58.516 Dulmera 59.518 Hansera 60.597 Hansera 61.584 Hansera 62.676 Hansera 63.692 Hansera 64.522 Hansera 65.640 Loonkaransar 66.519 Loonkaransar 67.506 Loonkaransar
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Design Chainage (Km) Name of Place 68.510 Loonkaransar 69.514 Loonkaransar 70.513 Loonkaransar 71.515 Loonkaransar 72.514 Loonkaransar 73.590 Loonkaransar 74.528 Loonkaransar 75.526 Loonkaransar 76.519 Loonkaransar 77.530 Loonkaransar 78.530 Loonkaransar 79.533 Loonkaransar 80.526 Loonkaransar 81.533 Bhadhera 82.497 Bhadhera 83.524 Bhadhera 84.537 Bhadhera 85.566 Bhadhera 86.565 Bhadhera 87.539 Bhadhera 88.539 Malkisar 89.572 Malkisar 90.618 Malkisar 91.567 Malkisar 92.543 Malkisar 93.549 Malkisar 94.546 Malkisar 95.576 Malkisar 96.559 Malkisar 97.556 Malkisar 98.559 Malkisar 99.610 Malkisar 100.599 Mahajan 101.580 Malkisar 102.608 Malkisar 103.604 Malkisar 104.584 Malkisar 105.660 Malkisar 106.478 Malkisar 107.489 Malkisar 108.449 Malkisar 109.585 Malkisar 110.432 Malkisar 111.431 Malkisar 112.619 Malkisar 113.622 Malkisar
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Design Chainage (Km) Name of Place 114.618 Malkisar 115.614 Malkisar 116.564 Arjunsar 117.653 Arjunsar 118.635 Arjunsar 119.503 Arjunsar 120.410 Arjunsar 121.445 Arjunsar 122.403 Arjunsar 123.406 Arjunsar 124.417 Arjunsar 125.391 Rajiyasar 126.412 Rajiyasar 127.419 Rajiyasar 128.410 Rajiyasar 129.409 Rajiyasar 130.408 Rajiyasar 131.409 Rajiyasar 132.407 Rajiyasar 133.406 Rajiyasar 134.404 Rajiyasar 135.459 Rajiyasar 136.402 Rajiyasar 137.400 Rajiyasar 138.398 Rajiyasar 139.412 Rajiyasar 140.395 Rajiyasar 141.396 Rajiyasar 142.396 Rajiyasar 143.397 Hindore 144.400 Hindore 145.398 Hindore 146.399 Hindore 147.405 Hindore 148.403 Hindore 149.404 Hindore 150.402 Birdhwal 151.393 Birdhwal 152.406 Birdhwal 153.444 Birdhwal 154.392 Birdhwal 155.402 Birdhwal 156.403 Birdhwal 157.415 Piperan 158.400 Piperan 159.407 Piperan
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Existing Chainage (Km) 161.000 162.000 163.000 164.000 165.000 166.000 167.000 168.000 169.000 170.000 171.000 172.000 173.000
Design Chainage (Km) Name of Place 160.399 Piperan 161.396 Piperan 162.390 Piperan 163.393 Piperan 164.395 Piperan 165.390 Piperan 166.339 Suratgarh 167.362 Suratgarh 168.387 Suratgarh 169.385 Suratgarh 170.408 Suratgarh 171.382 Suratgarh 172.384 Suratgarh
2.2
GEOGRAPHY AND TOPOGRAPHY The Project Highway traverses through 19 villages in two districts viz., Bikaner (14), Sriganganagar (5). Project Highway passes through plain terrain.
2.3
ROAD ALIGMENT AND BYPASSESS Since declaration of NH-15 a few works of widening and strengthening and Improvement of Riding Quality have been taken up on Bikaner - Suratgarh section. Due to Congestion and local traffic, City portion Km 0/000 to Km 10/630 has been bypassed to Jaipur bypass Km 9/845 to Km 00/000.
Table 2.2-Urban Settlements along the Project Highway Existing Chainage Left / Right From Km 9/845 (bypass) 27/500 44/800 57/000 To Km 14/700 28/100 45/500 57/550 Both Both Both Both Name of Town and Village Bikaner Jamsar Bamanwali Dulmera
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Existing Chainage Left / Right From Km 59/200 70/500 92/750 108/750 125/200 140/500 160/800 170/000 To Km 60/200 72/500 93/250 109/300 126/000 141/500 161/500 173/000 Both Both Both Both Both Both Both Both
Name of Town and Village Hansera Loonkaransar Malkisar Mahajan Arjunsar Rajiyasar Piperan Suratgarh
2.4
RIGHT OF WAY (ROW):As per the details obtained from the State PWD Rajasthan, the Right of Way is mostly 45 Meter. The details of ROW chainage wise are given in Table2.3. Table 2.3: Right of Way S. No. 1 2 3 4 Existing Chainage (in Km) From 553/869 (NH-11) (Km 9/845 Existing bypass) 10/630 (NH-15) 71/300 (NH-15) 71/600 (NH-15) To 10/630 (NH-15) (0/000 Existing bypass) 71/300 (NH-15) 71/600 (NH-15) 173/000 (NH-15) Total ROW (in m) 45 45 30 45
2.5
CARRIAGEWAY WIDTH: The existing details of carriageway width, is given in Table 2.4 Table 2.4: Carriageway Width Existing Chainage From To 9/845 Bypass 0/000 Bypass 10/630 70/700 70/700 71/800 71/800 173/000 Carriageway width 7.00 7.00 7.00+7.00 7.00 Paved shoulders 2.0+2.0 (cc) Gravel Shoulders 1.5 to 2.5 1.5 to 2.5 1.5 to 2.5
2-6
2.6
TRAFFIC There is mixed traffic on the Project Highway comprising of trucks, buses, cars, two wheelers, non-motorised vehicles, etc. As per the traffic census conducted by the State PWD, the traffic at various count stations on the Project Highway is given in Table 2.5. Table 2.5: Traffic Data Month of Traffic census October 2006 October 2006 October 2006 October 2006 April 2008 April 2008 April 2008 April 2008 Agency PWD PWD PWD PWD DoRT&H DoRT&H DoRT&H DoRT&H Location Km 16 Km 71 Km 125 Km 170 Km 44 Km 71 Km 125 Km 171 CVPD 7473 4412 8082 5146 2146 6401 3099 3361 PCU 27195 17845 27283 29511 7402 24817 10631 13578
Considering that the design service volume of two lane highway as 10000 PCU/day, the Project Highway requires capacity augmentation to 2 lane with paved shoulders.
2.7
CRUST THICKNESS AND EXISTING PAVEMENT The pavement is generally two-lane (7.0m) wide and 4-laning in urban portion of Loonkaransar. The Pavement thickness is in the range of 325-540 mm, consisting of: 100mm to 250 mm, Subbase 105-240mm base of WBM 120-225 mm, bituminous layers,
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The pavement is showing signs of distress, due to: Inadequate pavement thickness and composition. Heavy axle loads. Inadequate maintenance.
The defects noticed are: Cracking (alligator, transverse, longitudinal, edge) Raveling Potholes Edge breaking Depressed shoulders
The shoulders, in majority of length, are of gravel with fair to poor condition. The side drainage is generally good.
The road surface is black topped with SDBC. In some portion BM is also laid under SDBC.
The side soil is generally silty / sandy. The embankment height of the Project Highway varies from at ground level to about 6 m, near the approaches for the bridges.
Existing Crust The details of existing crust are given in Table 7.2 as per homogenous Section and details are given in Annexure C (Test Pit Report) in Annexure to Main Report. 2.8 GEOMETRY AND JUNCTIONS The Project Highway starts from Km 553/869 of NH-11 at Jaipur bypass and ends at Km 173/000 of NH-15.
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There are 5 Major and 51 Minor junctions comprising of 26 T, 5 X, 24Y type and 1 rotary. There is one Railway crossing at Km 45/957. The list of existing Major and Minor junctions is given in Table 2.6 & 2.7. Table 2.6: List of Existing Major Junctions
S.No. 1 2 3 4 5
Junction Bikaner City (LHS) To Jaisalmer (Bypass) To Kalu (RHS) & To Rojha (LHS) To Pallu (RHS) & Puleja Pt 208 (LHS) To Suratgarh City (RHS)
Location (Existing Chainage) Km 10.630 14.609 71.008 126.030 170.912
Type of Junction T T X X Rotary
Table 2.7: List of Existing Minor Junctions S. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Existing Chainage 6.268 1.434 11.289 14.913 18.571 20.863 21.204 22.047 25.095 26.753 28.019 28.051 36.609 45.033 51.420 54.171 54.594 59.860 60.361 64.246 64.784 70.169 Side (Left / Right) Left & Right Left Right Right Right Right Right Right Left & Right Left Left Right Left Left Left Left Right Right Right Left Right Left Type of Junction X T T Y T T Y Y X Y T Y Y T T T T T Y Y Y T Remarks Udasar (R) Prempura (L) Village Road Village Road Village Road Indl. Area Indl. Area To Khara Village Road Village Road To Noorsar To Malasar To Ladera To Jagdewala To Bamanwali To Maharana To Dheerera To Khari (Ranisar) Village Road To Hansera To Sattasar To Sumana Govt. Office
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S. No. 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51
Existing Chainage 70.597 72.196 72.294 73.762 79.456 80.888 82.034 86.198 87.721 92.916 98.793 108.579 108.951 109.688 116.740 131.270 139+1008 140.335 143.441 145.497 152.714 154.833 157.284 163.542 165.181 165.300 167.036 167.783 170.538
Side (Left / Right) Left Right Left Left Right Left Right Right Left Right Left Left Left & Right Right Left Right Left Right Left Right Right Right Left Left Left Right Right Right Right
Type of Junction T T Y Y Y Y Y Y Y Y T Y X Y T T T T Y Y T T Y Y Y T T T T
Remarks Village Road Village Road Village Road Village Road Village Road To Udana Village Road To Hariasar To Tanjana To Malkisar To Mokhampura To Mahajan Village Road To Sherpura Village Road Village Road Govt. Office Village Road To Srivijay nagar To Birdhwal Village Road To Thermal Plant To Mohangarh Parallel Road Parallel Road Colony Road Village Road Village Road Village Road
2.9
TRUCK LAYBYES There is no existing truck Laybye on the project road.
2.10
BUS BAYS There is no existing bus bay on the project road.
2.11
CROSS DRAINAGE STRUCTURE After inspection of the existing structures a report is prepared about their condition including all the parameters given in the Inspection pro-forma
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No.2, 3 & 5 as per TOR and submitted in Annexures to Main Report. The condition and structural assessment survey of the bridges/culverts/structures was carried out. There are 2 major bridges & 6 minor bridges on the project road. Out of which one major bridge at Km 163/101 on GDC and one minor bridge at Km 107/050 on lift canal is to be reconstructed. The culverts observed along the project road are mainly of two type viz. RCC slab culverts and Pipe culverts. There are 84 culverts on the project road, RCC slab culvert -23 and Pipe culvert 61.
Structure Major Bridge Minor Bridge Culverts
Package-I 2 6 84
Table 2.8: Inventory of Existing Major Bridges
S. No. 1 2
Existing Km 157+631 163+101
Type of structure SubSuper Foundation structure structure Brick RCC T Open Masonry Beam Brick RCC T Open Masonry Beam
No. of Spans 7 x 9.7 6 x 12.2
Width (in m) 8.8 8.9
Table 2.9: Inventory of Existing Minor Bridges
S. No. 1 2
Type of structure Existing Sub Super Km Foundation structure structure 0+500 RCC Solid Open RCC (Bypass) Slab Brick RCC Solid 60+308 Open Masonry Slab
No. of Spans 1 x 6.7 3 x 5.35

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S. No. 3 4 5 6
Type of structure Existing Sub Super Km Foundation structure structure Brick RCC Solid 80+265 Open Masonry Slab Brick RCC Solid 92+661 Open Masonry Slab Brick RCC Solid 107+050 Open Masonry Slab Brick RCC Solid 109+500 Open Masonry Slab
No. of Spans 3 x 7.8 3 x 11 3 x 5.4 3 x 5.0
Width (in m) 8.7 8.5 8.5 8.5
2.12
GRADE SEPARATED JUNCTIONS There is no grade separated junction on the project road
2.13
RAIL-ROAD STRUCTURES At present, there is no Rail over Bridges (ROB) on the project road.
Table 2.10: Inventory of Existing ROB S. Chainage No. (in km) Type of structure Sub Super Foundation structure structure Nil No. of Spans Width (in m)
2.14
RAILWAY LEVEL CROSSING There is one railway level crossing on the project road at Km 45/957 near Bamanwali village on Bikaner Bhatinda Railway section.
2.15
WAYSIDE AMENITIES Wayside amenities like petrol pumps, dhabas, etc., exist all along the Project Highway. However, there is a need to integrate the amenities and also supplement by additional amenities.
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CHAPTER - 3 SURVEYS AND INVESTIGATIONS
3.1
GENERAL Primary consideration for feasibility study of a road is that overall cost of transportation (i.e. the cost of initial construction, traffic operation and maintenance) be minimum without adversely affecting the environment and society. All operations need advance planning of methodology in logical sequence. General Scope of services covered is: Review of all available reports and published information about the project road and the project influence area; Environmental and social impact assessment, including such as related to cultural properties, natural habitats, involuntary resettlement etc.; Detailed reconnaissance; Identification of possible improvements in the existing alignment and bypassing congested locations with alternatives, evaluation of different alternatives, comparison of techno-economic and other considerations and recommendations regarding most appropriate option; Inventory and condition surveys for road; Inventory and condition surveys for bridges, cross drainage structures and drainage provisions; Detailed topographic surveys using total station; Pavement investigations; Sub-grade characteristics and strength: Investigation of required sub-grade and sub-soil characteristics and strength for road and embankment design and Sub-soil investigation; Identification of sources of construction material; Preliminary design of road, its Typical Cross Section, horizontal and vertical alignment. Preparation of GAD and construction drawings and cross-drainage structures and underpasses etc. Identification of the type and design of intersections;
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Design of complete drainage system and disposal points for storm water; Value analysis / value engineering and project costing; Financial analysis; Contract packaging and implementation schedule; Strip plan indicating the scheme for carriageway widening, location of all existing utility services (both over and underground) Financial viability of project and financial options like BOT, PPP. Preparation of feasibility study report, rough cost estimate; Drawing of toll plaza and identification of their numbers and location and office cum residential complex including working drawings; Drawing of parking areas and rest areas; Tie-in of on-going / sanctioned works of MORT&H / other agencies;
The Project Road is lined with km pillars. We have marked every 250m with nailed points on one of the outside edges of the pavement. These will serve as reference points for all field surveys and inspections later on. The available topographic maps, GT Sheets and photographs are being studied. Detailed reconnaissance surveys have been done to outline the procedure for the detailed investigations to follow. The reconnaissance study identifies:
Topographic and physical features of the project and surrounding region including environmental features. Alignment alternatives, realignment requirements and need for bypasses and grade separators. Traffic pattern and homogenous links. Locations for conducting diverse traffic surveys. Preliminary inventory of pavement, carriageway type, bridges and structures, intersections, urban/congested areas. Requirements for conducting supplementary investigations. Extent of land available and additional requirements for widening.
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3.2
TOPOGRAPHICAL SURVEY The topographical survey has been carried out using Total Stations. The five categories of surveys are: Traverse along the existing road and establishment of bench marks (BMS) Cross-sections at 50 m intervals and at critical locations. Longitudinal section levels along final centre line at 25 m in straight sections and at 10 m interval in curved sections including fixation of cardinal points with a pair of reference pillars. Collection of details of all features such as structures (Bridges) utilities, exist road etc. For topographic surveys extended to a width of 50 m beyond either side of the centre line of the proposed divided carriageway or the land boundary which ever is more is surveyed. Where existing road crosses the alignment, the survey extended to minimum 100m either side of the road centre line and will be of sufficient width to allow improvements, including at grade intersections to be designed. Longitudinal and cross-sections for major and minor streams over 150 meters on both sides of ROW and 100 meters beyond the abutments. Location and type of services and utilities
An open traverse could lead to cumulated errors of angles. Hence, every 10 km the traverse has been closed to limit cumulative errors. The benchmarks have been referenced to GTS BMs of the Survey of India. A separate team has carried out this task. The ground cross-sections and details of features are referred to as the BMs. Separate teams concurrently with the traverse team have carried out these tasks. The leveling of the longitudinal section along the final centre line (FCL) and fixation of cardinal points has been carried out.
The readings from the Total Stations has been registered using data base software and then transferred to the survey model of the MX Road Software to prepare the DTM of the area surveyed. The DTM and the longitudinal profile of the FCL have been computed by MX Road software and drawn using Auto CAD on A3 size sheets showing 1 km sections (1:2500).
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For junctions/intersections, additional areas have been surveyed (ground sections, topographical features and utilities) as required. During this Survey, all utilities within the areas surveyed has been identified, and noted; complementary data has been collected from the competent bodies to complete the picture. The final location survey has transferred the selected alignment to the ground by fixing concrete pillars at intervals suitable on either side of the alignment. Temporary Benchmarks have been established at intervals of 250 m as nail marks and permanent GPS Benchmarks have been established at every 2 Km. Close liaison has been maintained with the revenue officials of the state government to identify the extent and ownership of land and also the formats for the land plans and schedules.
3.3
TRAFFIC SURVEYS Various traffic surveys as per requirements of the TOR has been conducted on the Project Highway. The first traffic survey was done from date December 4, 2009 to December 14, 2009 and the 2nd traffic survey was carried out from February 2, 2010 to February 8, 2010. The effect of traffic variations due to Marriages, Elections, seasonal variations and other temporary local effects has been duly applied. Proposed number and locations of traffic survey stations have been identified after detail reconnaissance. The Traffic Engineer has trained the post-in-charges and monitors the training of surveyors by them. Survey and count sheets have been spot checked on a regular basis and data registered in the field office. The type of traffic surveys and the number of survey stations are given in Table 3.1.
Table 3.1 List of Traffic Surveys carried out on Project road S. No 1 2 3 4 Description Classified Traffic Volume Count Axle Loading Characteristics Intersection Volume Count Pedestrian/Animal cross traffic count Number of Survey stations 9 2,at toll plaza locations 3,at major and busy intersections 8,at major inhabitations
Details are given in Chapter 4.

Schematic for Traffic Analysis

Mobilization of the study: - Scope of the work - Logistic for conduct of the study Appreciation of the Project Road Characteristics - Reconnaissance by visual observations - Collection & Analysis of past traffic flow data - Identification of critical locations/ sections
- Demographic, Socio-economic profile
Assessment of Existing Traffic & Travel Characteristics - Classified Traffic Volume on different sections of Road - Turning movement characteristics of intersections - Pedestrian Flow characteristics - Parking characteristics - Speed & delay characteristics of Vehicular Traffic - Travel characteristics of Passenger & Traffic Goods
Traffic Flow Forecasting - Growth Factor - Econometric method approach
Projected turning movements at intersections
Demands analysis for parking
Pedestrian volume analysis
Capacity analysis for different Horizon years
Strategies for Pedestrian Facilities
Improvement Plans for Road, Intersections, Parking Facilities, Pedestrian Facilities, Planning of Toll Plazas, Service Roads, Commercial Areas/Truck Parking Area
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3.3.1
Classified Volume Count The classified traffic volume count surveys were carried out for 7 days (continuous, direction-wise) at the selected survey stations indicated in Table 3.2. The vehicle classification system as given in relevant IRC code may be followed. However generalized classification system as given in Table 3.3 is suggested in view of the requirements of traffic demand estimates and economic analysis. Table 3.2: Locations for Classified traffic Volume Count Sr. No. Location KM 1 2 3 4 5 6 7 8 9
At Bypass of NH-15 Near Jamsar Village At Kasturia Village Near Lunkaransar Town Before Bhadhera Village At Mahajan Village Near Arjunsar Village Near Hindore Village Near Piperan Village 10.000 25.300 40.400 70.000 85.200 108.300 126.000 145.000 158.000
Table 3.3: Classification of Vehicles for the Survey

MOTORISED TRAFFIC NON-MOTORISED TRAFFIC
Cars (include jeeps, vans) Light commercial vehicles including mini buses Buses Two axle trucks Multi axle vehicles (3 to 6 axles) Over sized vehicles (Seven or more axle ) Heavy construction Machinery (HCM) Earth moving equipments Tractor with trolley Ambulance, fire tender, funeral vans Three wheelers Two wheelers Tractor with trolley carrying agricultural goods
Bicycles Cycle Rickshaws Animal Drawn Carts Handcarts Any other non-motorised vehicles
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All results are presented in tabular and graphical form in Chapter 4: Traffic analysis and forecasting. The survey data was analyzed to bring out the hourly and daily variations. The traffic volume count per day was averaged to show a weekly Average Daily Traffic (ADT) by vehicle type. The Annual Average Daily Traffic (AADT) was worked out by applying seasonal factors. Details pertaining to traffic surveys and analysis are presented in chapter 4.
3.3.2
Turning Movement Counts The turning movement surveys for estimation of peak hour traffic for the design of major intersections were carried out for the Study. The details regarding composition and directional movement of traffic have been compiled. The methodology for the surveys was in accordance with IRC: SP: 41-1994. The data derived from the survey was used to analyze and to identify requirements of suitable remedial measures, such as construction of underpasses, flyovers, interchanges, and grade-separated intersections along the project road alignment. Intersections with high traffic volume requiring special treatments either presently or in future were identified. Locations comprising major intersections have been identified during detail reconnaissance. Data for turning movement survey are vital in identifying the section for operation as toll road. Details are presented in chapter 4. Identified Locations of Turning Movement Count (TMC) stations is given in Table 3.4. Table 3.4: Locations and types of Turning Movement Count Stations
Serial No. 1
Location Km 14.600 Jaisalmer Bypass Junction Km 71.000
Type T
2 Shri Dungargarh Junction Km 126.000 3 Pallu,Gopalsar Junction

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3.3.3
Pedestrian and Cattle Cross Count Survey This survey has been conducted as specifications of TOR and provisions in IRC SP-19 at all important locations to analyze the requirements of Pedestrian under pass, Footpath, Pedestrian Guard rails, Railings, Zebra Crossings etc. Identified Locations of Pedestrian and Cattle Cross Count Survey stations are given in Table 3.5. Table 3.5: Summary of Pedestrian/Cattle Cross Count Survey Locations Serial No. 1 2 3 4 5 6 7 8 Km 21.200 45.000 54.100 59.700 108.300 125.000 141.000 161.200 Location At Khara Village Near Bamanwali Village At Dheerera Village At Hansera Village Near Mahajan Village Near Arjunsar Village At Rajiasar Village Near Piperan Village
3.3.4 Axel Load Survey The axle load data was collected axle configuration-wise using load cell. The results of the survey have been used for calculation of VDF. The data is of prime importance in understanding the loading pattern of the project and to calculate traffic in terms of standard axles for the pavement design. Details are presented in Chapter 4. Two locations had been identified for Axle load survey, namely Km 25.300 and Km 145.000.
3.4
Road Inventory Survey Detailed road inventory surveys have been carried out to collect details of all existing road & pavement features along the existing road sections. The data collected through road inventory surveys was sufficient to meet the requirements.
3-8
The data are presented in the format given as Road Inventory Data Sheet (IRCSP-19-2001). As part of the survey the following information is provided at every Kilometer or as per their occurrence: Terrain (flat, rolling, mountainous) Land Use (agricultural, commercial, forest, residential etc) @ every kilometer; Name of Village Carriageway width, surfacing type and condition @ every kilometer and every change of feature which ever is earlier; Shoulder surfacing type and width and condition @ every kilometer and every change of feature which ever is earlier; Height of embankment or depth of cut @ every kilometer and every change of feature which ever is earlier. Submergence Details of cross road The data have been collected in sufficient detail, compiled & presented in tabular form. The data have been stored in computer files using utility packages, such as EXCEL etc. The same has been appended in Annexure A to this report. The identification of various stretches is as given in Table 3.6. Table 3.6: Summery of Types of Stretches As Per Location Sr. No. 1 2 3 4 5 3.5 3.5.1 Type of stretch Areas affected by frequent flooding Areas subjected to water logging Pass through Black Cotton soil Pass through Marshy area Pass through weak soil stratum Remarks From km 125/250 to km 125/750 From km 70/500 to km 72/500 Nil Nil Nil
Pavement Investigations Pavement/Road Condition Survey Pavement Condition Survey was done for collecting the basic information of the road structure & based on this the road could be demarcated into homogeneous sections of more or less equal / uniform performance and similar characteristics. This operation consists primarily of visual operations supplemented by simple measurements. The criteria for classification of pavement sections has been derived from IRC-81-1997 which also explains that, it is not practical to modify the overlay design at frequent intervals; it will be preferable if the length of each section be kept at a minimum of 1 km except in the case of localized failure or other situations requiring closer examination where minimum length of section
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may be suitably fixed. In case the pavement shows severe distress or signs of premature failure further investigation would be necessary to ascertain the causes & design remedial measures. The different levels adopted for pavement condition survey is given in Table 3.7
Table 3.7 Levels for Pavement Condition Survey Serviceable Indicator Pot Holes per Km Cracking and Patching Rutting Good NIL 5% 5% Fair 2-3 % 10% 5-10% Poor 4-8% 10-15% 10-20%
The existing condition survey of the pavement is indicated in Annexure-B.
3.5.2
Pavement Composition In order to ascertain pavement composition trial pits (1mx1m in plan) were dug at every 3 km interval (staggered left & right) or at each major change in the pavement condition, whichever is less. For each test pit the following information has been recorded: Test pit reference (Identification number, location) Pavement composition (material type & thickness) Subgrade type (textural classification) and condition (dry, wet) Details are indicated in Annexure-C to this report.
3.6
Benkleman Beam Deflection Survey Benkelman Beam Deflection Technique is useful in evaluating the strengthening requirements of the existing flexible road pavements. The basic principle of deflection method considers the performance of flexible pavements which is closely related to the elastic deflection / deformation of pavement under the wheel loads. The amount of pavement deflection under an applied design wheel load or its rebound deflection on removal of this load is a measure of the structural stability of the pavement system. Larger rebound deflection indicates weaker pavement structure indicative of strengthening and/or higher overlay thickness for the pavement.
3-10
Structural strength surveys for existing two lane pavements using Benkelman Beam Deflection Technique were carried out in accordance with the procedure given in IRC: 81-1997 Guidelines for Strengthening of Flexible Road Pavements using Benkelman Beam Deflection Technique. On the Project Highway the BBD test has been conducted in 29 stretches, with each stretch of 500 m length for each set of test. 3.6.1 Calculation of Deflections To get a single value of rebound deflection from three field values (Initial, Intermediate & Final Readings) following steps are followed: Double the field observations (readings): Do, Di & Df are doubled values. This is done because the dial gauge is fixed such that distance between probe end and fulcrum of beam is twice the distance between fulcrum and dial gauge. Let Initial Reading be Do (doubled), Intermediate Reading be Di (doubled), & Final Reading be Df (doubled) & XT & YT is rebound deflections in mm in case 1 & 2 respectively. If Df - Di < 0.025mm XT = rebound deflection = 2 (Df - Do) = twice the difference between final and initial readings If Df - Di 0.025mm YT = rebound deflection = 2 (Df - Do) + 2x2.91 (Df - Di ) After this temperature & seasonal corrections were applied to get final (corrected) deflection from which, mean, standard deviation and characteristic deflection are obtained.
Step 1
Step 2
Case 1
Case 2
Step 3
3.6.2
Characteristic Deflection The statistical analysis of all the measurements done in the field and corrections applied as required was done as under: Mean deflection= X=X N (X X)2 n -1
Standard deviation= =
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The characteristic deflection for design purposes has been taken as Characteristic deflection Dc in mm= X + 2 for major arterial roads (like NH & SH) Dc = X + could be considered for all other roads but for this project it is not applicable. Here, X = Individual deflection in mm X = Mean deflection in mm n= Number of deflection measurements In the formula for standard deviation, division by n-1 and not n follows the established statistical theorems. In the same km on road, readings were staggered with respect to 25m on either side, Left Hand (LHS) and Right Hand (RHS). The observations of LHS were taken while going and RHS while returning, involving a difference of several days. Hence, calculated characteristic deflection for LHS is bound to be different for RHS in the same km. The representative characteristic deflection for the same km is the maximum of the two and not the average for the obvious reasons. The characteristic deflection value obtained by BBD testing is summarized in Table 3.8. Table 3.8 : Existing Deflection values along the Project Road Stretch Sr. Characteristic Remarks No. Deflection in mm From Km To Km 1 4.35 4.85 1.02 By Pass 2 6.75 7.25 1.10 By Pass 3 14.75 15.25 0.72 4 20.75 21.25 1.36 5 26.75 27.25 1.07 6 32.75 33.25 1.39 7 36.00 36.25 1.11 8 41.00 41.25 0.89 9 44.75 45.25 0.67 10 50.75 51.25 0.74 11 56.75 57.25 1.58 12 62.75 63.25 1.16 13 68.75 69.25 1.37 14 74.75 75.25 1.09 15 78.00 78.25 1.27 16 83.75 84.25 0.80 17 89.75 90.25 1.08 18 95.75 96.25 0.78 19 98.75 99.25 1.08 20 104.75 105.25 1.27 21 110.75 111.25 1.60
Sr. No. 22 23 24 25 26 27 28 29 30 31
Stretch From Km 116.75 112.75 128.75 134.75 140.75 146.75 152.75 158.75 164.75 168.00 To Km 117.25 123.25 129.25 135.25 141.25 147.25 153.25 159.25 165.25 168.25
Characteristic Deflection in mm 2.14 1.88 1.76 1.07 1.35 1.33 1.60 1.23 1.35 1.81
Remarks
3.7
Sub grade Characteristics & Strength The testing of soils for classification & mechanical characteristics has been as per terms of reference. Testing of three sub-grade soil samples for each design section or three samples for each soil type encountered, whichever is more has been done. Thus testing for sub-grade soil at each test pit includes: In-situ density & moisture content Field CBR using DCP Characterization (Grain size & Atterberg Limits) Laboratory moisture-density characteristics (modified AASHTO compactions) Laboratory CBR (unsoaked & 4 day soaked compacted at 3 energy levels)
3.8
Investigation Of Borrow Areas The borrow areas were first identified by visual inspection and enquiries along the project road and adjacent areas. The soil samples from these borrow areas were collected, and the required tests as per specification & IRC/BIS codes were done. Grain size analysis was done for particles smaller than 4.75mm. For particles having size between 4.75mm and 75 microns, sieve analysis was done (wet sieving) and for particles smaller than 75 microns, Hydrometer analysis was done. CBR test, Atterbergs Limit and moisture contents were also determined. Material found satisfactory can be used for construction activity.
3-13
3.9
Investigation Of Material For Construction The investigation of different quarries was conducted from different places where stone aggregates and sand are available. Samples were collected and tests were performed in accordance with IS: 2386 (Part III), IS: 120 (Part I), AASHTOT182, IS: 624-1971, IS: 2380 (Part V).
3.10
Investigations Of Other Construction Materials Availability and suitability of other construction materials like Fly ash, coarse sand, local sand and bricks were investigated. Samples were collected and required tests performed in the laboratory. Cement, Steel and Bitumen are manufactured items and readily available.
3.11
Drainage System Requirement of roadside drainage system and the integration of the same with proposed cross drainage system have been worked out for the entire length. Improving storm water drainage in built-up areas using vertical drains as per IRC: SP: 50-1990 has been adopted.
3.12
Investigations For Structures We have made an inventory of all the structures (bridges, viaducts, ROB, culverts, etc.) along the road under the project. The inventory for the bridges, viaducts and ROBs shall include the parameters required as per the guidelines of IRC-SP: 351990. There are 2 major bridges, 6 minor bridges and 84 culverts existing in the project stretch. The culverts are listed in Table 3.9.
3.12.1 Condition Surveys for Bridges, Culverts and Structures Thorough inspection of the existing structures done and prepared a report about their condition including all the parameters given in the Inspection pro-forma of IRC-SP; 35-1990 The condition and structural assessment survey of the bridges / culverts / structures was carried out. Summary of inventory of structures is presented below. Details are appended in Annexure to Chapter 8. Figure 3.1 depicts condition of some of the structures. The details of inventory and condition survey of structures are given in Annexure D, E and F in the folder of annexures to main report. RCC hand rails are found to be damaged at a number of structures. At some bridges provision of parapets has been observed.
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Major bridge Km 163+101
Minor bridge Km 60+308
Minor Bridge Km 80+265
Figure 3.1 Condition of Major Bridge at Km 163+101, 157+631 and Minor Bridge at Km 60+308 and 80+265.
The wearing coat in most cases is in poor condition with distresses like pot holes, scaling and undulations. Distresses observed like vertical cracks on substructures, reinforcement exposed on the superstructures, Leaching, spalling in concrete, damaged pedestals & bearing, uneven bituminous layer, and high vibration on slab is observed at Major bridge location. Vent way blockage by deposition of broken materials / growth in vent way was noticed in some culvert locations. There are 84 culverts (pipe and slab) on the project road. These culverts are of 2-lane configuration.
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Table 3.9: Existing Culverts on Project Road Existing Structure List Irrigation S.N. 1 2 Structure Pipe Slab Nos 55 18
Culvert (Cross drain) S.N. 1 2 Structure Pipe Slab Nos 6 5
3.13
GEO-TECHNICAL INVESTIGATIONS & SUB-SOIL EXPLORATION Geo-technical investigations & sub-soil exploration for the bridges / ROB etc. along the given location have been done for the proper design of works. Relevant laboratory & field test on soil & rock samples have been conducted as per requirements. The minimum scope followed for geo-technical investigations for bridge & structures is as given in Table 3.10. Details are given in report on Geotechnical investigations. Table 3.10: Table defining locations of Bore Hole S. No. 1 Description Overall Length = 6 to 30m Location of Boring One abutment location One abutment location & at least one 2 Overall Length = 30 to 60m intermediate location between abutments for structures having more than one span. 3 Overall Length > 60m Each abutment and each pier locations
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3.14
Hydrological Study All-important hydrological features were noted during this field reconnaissance. Information on high flood level (HFL), low water levels (LWL), discharge velocity etc. were collected from local inquiries and visible signs, on the structural components and embankments. Local inquiries were also made with regard to the road sections getting overtopped during heavy rains.
3-17
CHAPTER 4 TRAFFIC SURVEY, ANALYSIS AND FORE CAST
4.1
INTRODUCTION Traffic is one of the most important components of road project feasibility study. The study of traffic & travel characteristics is conducted to assess the nature and magnitude of traffic problems on the project road. A correct assessment of the existing traffic condition along with past traffic flow trends forms a basis for further analysis of estimation of traffic flow for the horizon years. As the travel is the derived demand due to interaction of numerous socio economic activities, it is also imperative to study the growth of the socio-economic, demographic profiles in the project area influencing the travel demand. Presently traffic facilities on the project road in terms of pedestrian sidewalk in urban area, access control, road signage and markings are non-existent or highly deficient. Certain sections on the road, heavy movement of goods traffic poses serious problems of traffic operation resulting in traffic congestion. Other problems along the highway are inadequate sight distance, poor road geometric, kerb side parking, and non-conforming land use activities along the roadside and other encroachments within right of way. Keeping these in view, utmost and judicious care has been taken to organize various logistics to study the traffic and travel characteristics on the project road. This would enable to plan and design the project road to meet future traffic requirements and ensure safe and efficient movement of traffic for horizon years. Traffic data is one of the important inputs required for a highways project. This chapter deals with various traffic studies carried out and the analysis of the data obtained from these studies. The following traffic studies have been carried out for the project. (i) (ii) (iii) (iv) Classified traffic volume count survey carried out twice for 7 days and 24 hours duration Turning movement count survey Axle load survey Pedestrian And Cattle Cross Count Survey
4-1
Table 4.1 shows the traffic survey locations.
Table 4.1: Traffic Survey Locations S. Type of Survey Location / Direction No. 1 Volume Count Bypass of NH-15 Km 10.000 1st Survey Date 09.12.2009 to 15.12.2009 05.12.2009 to 11.12.2009 04.12.2009 to 10.12.2009 05.12.2009 to 11.12.2009 08.12.2009 to 14.12.2009 05.12.2009 to 11.12.2009 08.12.2009 to 15.12.2009 05.12.2009 to 11.12.2009 08.12.2009 2nd Survey Date 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 -
Volume Count
Khara Village
25.300
Volume Count
Bamanwali Village
40.400
Volume Count
Loonkaransar Village
70.000
Volume Count
Bhadhera Village
85.200
Volume Count
Malkisar Village
108.300
Volume Count
Rajiyasar Village
126.000
Volume Count
Hindore Village
145.000
Volume Count
Piperan Village Jaisalmer Bypass, TJunction Shri Dungargarh, Cross Junction Pallu, Gopalsar, Cross Junction Khara Village Hindore Village
158.000
Turning 10 Movement Count Turning 11 Movement Count Turning 12 Movement Count Axle load 13 survey Axle load 14 survey
14.609
71.008
06.12.2009
126.030 25.300 145.000
11.12.2009 15.12.2009 14.12.2009
4-2
4.2
CLASSIFIED VOLUME COUNTS
4.2.1 Methodology Classified volume counts were conducted at nine locations as indicated above, in accordance with IRC: 9-1972. After studying the road network and pattern of traffic movement in the project area, selection of above mentioned survey locations were made and mentioned in the Inception Report. A seven day, 24 hour manual hand tally count has been carried out for each location. The Table 4.2 indicates the classification of vehicles for conducting traffic survey. Table 4.2: Classification of Vehicles for the Survey MOTORISED TRAFFIC Cars (include jeeps, vans) Light commercial vehicles including mini buses Buses Two axle trucks Multi axle vehicles (3 to 6 axles) Over sized vehicles (Seven or more axle ) Heavy construction Machinery (HCM) Earth moving equipments Tractor with trolley Ambulance, fire tender, funeral vans Three wheelers Two wheelers Tractor with trolley carrying agricultural goods NON-MOTORISED TRAFFIC Bicycles Cycle Rickshaws Animal Drawn Carts Handcarts Any other non-motorised vehicles
PCU values proposed for the design along with that given in IRC: 106-1990 for Urban Roads and IRC: 108-1996 for Rural Roads is given in Table 4.3.
4-3
Table 4.3: PCU Factors as per IRC and Designed
Equivalent PCU factors Urban Roads (Ref. IRC: 106- Rural Proposed 1990) Roads for project Percentage composition of Vehicle type in traffic stream (Ref IRC: section 108-1996) 5% 10% and above FAST VEHICLES 1. Motor Cycle, Scooter, etc. 2. Passenger Car, Pickup Van 3. Auto-rickshaw 4. Light commercial vehicles 5. Mini Bus 6. 2-Axle Truck or Bus 7. 3-Axle Truck 8. MAV 9. Agricultural tractor 10. Agricultural tractor trailer 4.00 5.00 4.50 1.50 4.50 0.5 1.00 1.20 1.40 2.20 0.75 1.00 2.00 2.00 3.70 0.50 1.00 1.00 1.50 3.00 0.50 1.00 1.00 1.50 1.5* 3.00 3.0 4.50 1.50 4.50
Vehicle type
SLOW VEHICLES 11. Cycle 12. Cycle rickshaw 13. Animal drawn vehicle 14. Hand Cart 16. Others (e.g. Jugad) 0.40 1.50 1.50 2.00 0.50 2.00 2.00 3.00 0.50 2.00 4.00 3.00 0.50 2.00 4.00 3.00 4.0
4.2.2 Seasonal Variation Factor (SVF) Seasonal variation in the traffic occurs due to various businesses, agricultural and other activities. The traffic counts were carried out in the month of December & February, which is not a peak period. The higher traffic is generally observed during April-May months (Crop harvesting and marketing period). This factor cannot be evaluated directly in the absence past traffic census data on monthly basis.
4-4
Fuel consumption survey along the project road was conducted and details regarding sale of Diesel and Petrol from December, 08 to November, 09 recorded at different outlets along NH-15 between Bikaner and Suratgarh were collected. The variation in the total sale of Petrol and Diesel in the project area could be one of the tools to find this factor. Analysis of this data shows that the seasonal variation factor for December & February is 1.00, 0.95 respectively. The same has been adopted to calculate AADT.
4.2.3 Annual Average Daily Traffic (AADT) After applying the seasonal variation factor to the Average Daily Traffic (ADT) of December & February to the 1st & 2nd Traffic Survey the Annual Average Daily Traffic (AADT) thus calculated was compared and it is observed that there is a slight variation in AADT (nos) which is quite obvious. Thus for the safe purpose the lower side AADT (from 1st Traffic Survey) has been considered for financial and capacity calculations. Table 4.4: AADT Summary for 1st & 2nd Traffic Survey
In Terms of AADT (no.) S. No Location Tollable Vehicles 1st Traffic Survey km 10.000* km 25.300 km 40.400 km 70.000 km 85.200 km 108.300 km 126.000 km 145.000 km 158.000 3930 3821 3484 3137 3262 3353 3606 4093 2nd Traffic Survey 1787 4393 4170 3802 3107 3231 3321 3107 3527 Total Vehicles 1st Traffic Survey 4640 4025 3997 3444 3507 3710 3935 5289 2nd Traffic Survey 1978 5367 4554 4522 3561 3626 3836 3516 4726
In Terms of AADT (PCU) Tollable Vehicles 1st Traffic Survey 10513 10871 9357 8593 8926 9209 10076 10538 2nd Traffic Survey 5633 11932 11612 9995 8509 8839 9119 8786 9189 Total Vehicles 1st Traffic Survey 11300 11176 9921 9107 9451 9749 10707 12239 2nd Traffic Survey 5824 12943 12097 10739 9206 9554 9855 9431 10780
1 2 3 4 5 6 7 8 9
*CVC at this location was included in 2nd Traffic Survey
4-5
4.2.4 AADT at Toll Plaza Locations Table 4.5: AADT (no.) at Toll Plaza Locations AADT (no.) Categories Cars (Jeep, Van, Taxi) LCV/Mini Bus Buses 2-Axle Truck MAV (3 to 6) Oversized Vehicles (7 or more) HCM/EME Total Tollable Traffic Tractors (with & without Trailer) Slow Moving Vehicles Exempted Vehicles Total Traffic Km 25.500 1123 114 147 372 2168 3 3 3930 54 50 75 4640 Km 84.500 564 312 170 477 1612 0 2 3137 77 13 58 3444 Km 145.000 721 304 165 362 2045 6 3 3606 93 21 99 3935 Km 25.300 1123 172 441 1116 7633 14 14 10513 211 124 95 11300 AADT (PCU) Km 84.500 564 469 510 1431 5609 0 10 8593 293 36 76 9107 Km 145.000 721 456 495 1086 7275 28 15 10076 365 74 131 10707
4.2.5 Directional Traffic Distribution The study reflects that traffic is almost equally distributed in both directions, from Bikaner to Suratgarh and from Suratgarh to Bikaner directions. 4.2.6 Traffic Composition The detailed pattern of composition of traffic has been appended with First Traffic Survey Report. The composition varies in different traffic sections. 4.2.7 Traffic Homogeneous Sections Depending upon the traffic volume and turning traffic from junctions with other important roads, the whole Project Highway has been divided in to three homogenous sections with average AADT as listed below:
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Table 4.6: Traffic Homogenous Section

Traffic Homogenous Section Section (in km) No. From To km km 553.869 of 60.000 of 1 NH-11 NH-15 2 60.000 120.000 Traffic Homogenous Section (in Ch.) From Ch. 0.000 59.518 From Ch. 59.518 119.503 Length 59.518 59.985 AADT (Nos.) (2009) 4333 3649 AADT (PCU) (2009) 11238 9493
Remarks
Average of Traffic at km 25.300 & km 40.400 Average of Traffic at km 70.000, km 85.200 & km 108.300 Average of Traffic at km 126.000, km 145.000 & km 158.000
120.000
173.000
119.503
172.384
52.881
4311
10898
4.2.8 Traffic at Toll Plaza For the purpose of Tolling, the Project Highway has been proposed with three Toll stretches with one Toll Plaza for each Toll section. The traffic volume and its projections at Toll Plaza are used for calculation of revenue from Tolling, period of Concession and for viability of the Project. Table 4.6: Tollable Traffic at Toll Plaza Location Existing Design AADT (nos.) AADT (PCU) Toll Plaza location Km Ch. (2009) (2009) Khara Village
Bhadhera Village
S. No. 1 2 3
25.500 84.500 145.000
24.739 84.025 144.400
3930 3137 3606
10513 8593 10076
Hindore Village
4.2.9 Toll Sections The toll sections have been proposed are as below Table 4.7: Toll Plaza Sections Toll Section Toll Section S. No. From Km To Km From Ch. To Ch. 1 553.869 of NH-11 60.000 60.000 of NH-15 120.000 0.000 59.518 Length Location km 25.500 (Near JamsarVillage) Km 84.500 (Near Bhadhera Village) Km 145.000 (Near Hindore Village) Remarks 2-Lane with paved shoulder 2-lane with paved shoulders 2-lane with paved shoulders
59.518
59.518
119.503
59.985
120.000
173.000
119.503
172.384
52.881
4-7
4.3
Turning Movement Count Survey Turning movement survey has been conducted at important junctions to understand the nature and quantum of turning movements. The study is helpful in understanding the percentage of traffic getting diverted as well as to help the design of intersections. The analysis of Turning Movement Count Survey reflects hourly variation in traffic, its composition, peak hourly flow and turning traffic. The data of the Turning Movement Count Survey reveals that major traffic at the junctions is through traffic in nature and it is in accordance with the data collected from Volume Count Survey. The peak hour volumes at different intersections in terms of No. of vehicles & PCU are presented in Table 4.8. Table 4.8: Total inbound Peak hour traffic volume at intersections
S. No. 1
Peak Hour Volume Location Km 14.609 Jaisalmer Bypass Junction Km 71.008 Shri Dungargarh Junction Km 126.030 Pallu,Gopalsar Junction 4.4 T PCU veh/hr + PCU veh/hr + PCU 902 33 934 1193 383 257 28 1450 411 09.00-10.00 948 710 7 189 954 899 11.00-12.00 Type Category Fast veh/hr 460 Slow 6 Total 466 16.00-17.00 Peak Hour
AXLE LOAD SURVEY An axle load survey has been conducted at all proposed Toll Plaza locations. The sample size for each category is more than 10% of classified traffic volume of Buses, LCV, 2-Axle Trucks, 3-Axle Trucks and MAV. A calculation of VDF (vehicle damage factors) has been done as per Equivalency Factors given in IRC-37-2001. The final results are tabulated as under: Table 4.9: Summary of One Day Axle Load
S. No.
Location
Date of Survey
Category Bus LCV
% Sample of ADT 11.00% 13.50% 25.50% 32.00% 20.25%
ADT VDF Values 147 87 372 1416 755 0.72 0.57 5.52 5.12 6.85
km 25.300
15/12/2009
2-Axle Truck 3-Axle Truck MAV
4-8
S. No.
Location
Date of Survey
Category Bus LCV
% Sample of ADT 15.00% 15.50% 28.35% 23.50% 21.20%
ADT VDF Values 165 288 362 1285 766 0.78 0.60 5.65 5.15 6.82
km 145.000
14/12/2009
4.5
PEDESTRIAN AND CATTLE CROSS COUNT SURVEY This survey has been conducted as specifications of TOR and provisions IRC SP: 19-2001, at all important locations to analyze the requirements of Pedestrian under pass, Footpath, Pedestrian Guard rails, Railings, Zebra Crossings etc. The peak hour counts have been summarized in Table below:
Table 4.10: Summary of Pedestrian/Cattle Cross Count Survey
Location Km 21.200
Category Pedestrian Cattle Pedestrian Cattle Pedestrian Cattle Pedestrian Cattle Pedestrian Cattle Pedestrian Cattle Pedestrian Cattle Pedestrian Cattle
Total Count (nos.) 613 934 712 277 504 953 707 286 302 2012 388 1420 469 400 976 1284
Peak Hour 10:00-11:00 9:00-10:00 10:00-11:00 9:00-10:00 14:00-16:00 18:00-19:00 16:00-17:00
Peak Hour Count (nos.) 75 125 125 35 80 165 110 35 40 315 50 170 82 65 133 335
Km 45.000
Km 54.100
Km 59.700
Km 108.300
16:00-17:00 08:00-09:00 14:00-15:00 08:00-09:00 14:00-15:00 08:00-09:00 10:00-11:00
Km 125.000
Km 141.000
Km 161.200
4-9
4.6
TRAFFIC FORECAST
4.6.1 Introduction Adopting the well known elasticity method, traffic forecast has been carried out to estimate the traffic growth by vehicle type. The time horizon considered for the study is up to year 2040. While the forecast is considered to be reliable for a period of 10 years, the forecast beyond 10 years can only be indicative, as there are certain policy variables that could change in long run and can not be predicted based on the past performance. 4.6.2 Methodology The data collection for calculating growth rate plays a vital role for calculating the traffic projections as it affects the future predictions. The prediction of future growth rate is just a rational approach and actual results may vary in future. Traffic growth rates to be used subsequently for forecasting traffic on the project road, have been estimated by adopting the Elasticity of Transport Demand method. This method relies on the correlation between The past trends in traffic on the project road/vehicle registration in the state, and Time series data on national income (NNP), state income (NSDP), per capita income (PCI) and projected population of state. The projected growth rates worked out for major vehicle groups, namely, car/jeep, two-wheelers, three-wheelers, buses, trucks and Tractors & Trailers were moderated based on future economic prospects of the project influence area. Using the above mentioned method the estimated growth rates are as under:
Table 4.11: Growth Rate of Traffic as per IRC SP-19, Econometric Model Year 2010-2014 2015-2019 2020-2024 Car / Jeep 6.68% 6.01% 5.41% 2 Wheelers 7.59% 6.83% 6.15% 3 Wheelers 7.62% 6.86% 6.17% Buses 6.07% 5.47% 4.92% Truck 7.36% 6.62% 5.96% Tractors & Trailers 4.40% 3.96% 3.56%
4.6.3 Growth Rate The above calculated Growth Rates is further fine tuned and minimum 5% is kept at any instance of time, while for calculations purpose i.e. Capacity Assessment & Financial Analysis constant 5% Growth Rate is adopted for all years.
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Table 4.12: Growth Rate from Econometric Model
Year 2010-2014 2015-2019 2020-2024 2025-2029 2030-2034 2035-2039
Car / Jeep 6.50% 5.85% 5.27% 5.00% 5.00% 5.00%
2 Wheelers 7.50% 6.75% 6.08% 5.47% 5.00% 5.00%
3 Wheelers 6.00% 5.40% 5.00% 5.00% 5.00% 5.00%
Buses/LCV 5.50% 5.00% 5.00% 5.00% 5.00% 5.00%
Truck 7.00% 6.30% 5.67% 5.10% 5.00% 5.00%
Tractors & Trailers 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%
Table 4.13: Adopted Growth Rate for Capacity Assessment & Financial Analysis
Year 2010-2014 2015-2019 2020-2024 2025-2029 2030-2034 2035-2039
Car / Jeep 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%
2 Wheelers 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%
3 Wheelers 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%
Buses 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%
Truck 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%
4.7
TRAFFIC PROJECTIONS Traffic projections in terms of PCU at Major Intersections, Toll Plaza locations & Traffic Homogenous Sections are discussed under this head.
4.7.1 Traffic Projections at Major Intersections Total inbound Peak-hour traffic at intersections (i.e. at km 14.609, km 71.008 & km 126.030) has been projected for the growth rate of 5% for a period up to year 2040 and presented in Table 4.14.
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Table 4.14: Total Inbound Peak Hour Traffic Projections (In PCUS) at Major Intersections S. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 Year 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 Km 14.609 954 1002 1052 1104 1160 1218 1278 1342 1409 1480 1554 1632 1713 1799 1889 1983 2082 2187 2296 2411 2531 2658 2791 2930 3077 3231 3392 3562 3740 Km 71.008 1450 1522 1598 1678 1762 1850 1942 2040 2142 2249 2361 2479 2603 2733 2870 3013 3164 3322 3488 3663 3846 4038 4240 4452 4675 4909 5154 5412 5682 Km 126.030 934 981 1030 1081 1135 1192 1252 1314 1380 1449 1521 1597 1677 1761 1849 1942 2039 2141 2248 2360 2478 2602 2732 2869 3012 3163 3321 3487 3661
4-12
S. No. 30 31 32
Year 2038 2039 2040
Km 14.609 3927 4123 4329
Km 71.008 5966 6265 6578
Km 126.030 3844 4037 4239
4.7.2 Traffic Projections at Toll Plaza Locations Total traffic at toll plaza locations (i.e. Km 25.500, Km 84.500 & Km 145.000) in terms of AADT (Nos. & PCU) has been projected for 5% Growth Rate for a period up to year 2040 and presented in Table 4.15.
Table 4.15: Traffic Projections at Toll Plaza Locations S. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 Total Traffic AADT (Nos.) Km Km 84.500 145.000 3444 3935 3616 3797 3987 4186 4396 4615 4846 5088 5343 5610 5890 6185 6494 6819 7160 7518 7894 8288 4132 4338 4555 4783 5022 5273 5537 5814 6104 6410 6730 7067 7420 7791 8181 8590 9019 9470 Total Traffic AADT (PCU) Km Km 84.500 145.000 9107 10707 9562 10040 10542 11070 11623 12204 12814 13455 14128 14834 15576 16355 17173 18031 18933 19879 20873 21917 11242 11804 12395 13014 13665 14348 15066 15819 16610 17441 18313 19228 20190 21199 22259 23372 24541 25768
Year 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027
Km 25.500 4640 4872 5116 5371 5640 5922 6218 6529 6855 7198 7558 7936 8333 8749 9187 9646 10129 10635 11167
Km 25.500 11300 11865 12458 13081 13735 14422 15143 15900 16695 17530 18407 19327 20293 21308 22373 23492 24666 25900 27195
4-13
S. No. 20 21 22 23 24 25 26 27 28 29 30 31 32
Year 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040
Km 25.500 11725 12311 12927 13573 14252 14964 15713 16498 17323 18189 19099 20054 21057
Total Traffic AADT (Nos.) Km Km 84.500 145.000 8703 9944 9138 9595 10075 10578 11107 11663 12246 12858 13501 14176 14885 15629 10441 10963 11511 12086 12691 13325 13992 14691 15426 16197 17007 17857
Km 25.500 28555 29982 31481 33055 34708 36444 38266 40179 42188 44297 46512 48838 51280
Total Traffic AADT (PCU) Km Km 84.500 145.000 23013 27056 24164 25372 26640 27972 29371 30840 32382 34001 35701 37486 39360 41328 28409 29829 31321 32887 34531 36258 38071 39974 41973 44071 46275 48589
4.7.3 Traffic Projections at Traffic Homogenous Section As mentioned above the whole project corridor is considered as three homogenous section. The Traffic Projections in terms of AADT (Nos. & PCU) has been projected for the growth rate of 5% for a period up to year 2040 and presented in Table 4.16.
Table 4.16: Traffic Projections at Homogenous Section Traffic Homogenous Section S. No. 1 2 3 4 5 6 Year Section 1 AADT AADT (Nos.) (PCU) 4333 11238 4550 4777 5016 5267 5530 11800 12390 13009 13660 14343 Section 2 AADT AADT (Nos.) (PCU) 3649 9493 3831 4023 4224 4435 4657 9968 10466 10989 11539 12116 Section 3 AADT AADT (Nos.) (PCU) 4311 10898 4527 4753 4991 5240 5502 11443 12015 12616 13247 13909
2009 2010 2011 2012 2013 2014
4-14
Traffic Homogenous Section S. No. 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 Year Section 1 AADT AADT (Nos.) (PCU) 5807 15060 6097 6402 6722 7058 7411 7781 8171 8579 9008 9458 9931 10428 10949 11497 12072 12675 13309 13974 14673 15407 16177 16986 17835 18727 19663 15813 16604 17434 18306 19221 20182 21191 22250 23363 24531 25758 27046 28398 29818 31309 32874 34518 36244 38056 39959 41957 44054 46257 48570 50998 Section 2 AADT AADT (Nos.) (PCU) 4890 12722 5135 5391 5661 5944 6241 6553 6881 7225 7586 7965 8364 8782 9221 9682 10166 10674 11208 11768 12357 12975 13623 14305 15020 15771 16559 13358 14025 14727 15463 16236 17048 17900 18795 19735 20722 21758 22846 23988 25188 26447 27770 29158 30616 32147 33754 35442 37214 39074 41028 43080 Section 3 AADT AADT (Nos.) (PCU) 5777 14604 6066 6369 6688 7022 7373 7742 8129 8535 8962 9410 9881 10375 10894 11438 12010 12611 13241 13903 14599 15329 16095 16900 17745 18632 19563 15335 16101 16906 17752 18639 19571 20550 21577 22656 23789 24978 26227 27539 28916 30361 31879 33473 35147 36904 38750 40687 42722 44858 47101 49456
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040
4-15
4.8 4.8.1
CAPACITY ANALYSIS Capacity Augmentation requirements The design service volume for Level of service B for a two/four lane road are: (i) 2-lane with earthen shoulder (Manual for 2-Laning) = 15000 PCU/day
(ii) 2-lane with paved shoulder (Manual for 2-Laning) = 18000 PCU/day (iii) 4-lane with paved shoulder (IRC-SP:84-2009) = 40,000 PCU/day The design service volume for Level of service - C for a two/four lane road are: (i) 2-lane with earthen shoulder (Manual for 2-Laning) = 21000 PCU/day
(ii) 2-lane with paved shoulder (Manual for 2-Laning) = 25200 PCU/day (iii) 4-lane with paved shoulder (IRC-SP:84-2009) = 60,000 PCU/day
4.8.2
Capacity Analysis for Existing Road The level of service for existing road (2-lane with earthen shoulder) is at LOS B and by the year 2017 it will reach to LOS C.
4.8.3
Capacity Analysis for Proposed Road The LOS of proposed road (2-lane with paved shoulder) follows as:
Table 4.17: Capacity Augmentation period for Proposed and Existing Project Highway with 5% Growth Rate Project Facility 2-Lane + Earthen Shoulder 2-Lane + Paved Shoulder Level of Service LOS B LOS C LOS B LOS C LOS B LOS C Toll Plaza at Km 25.500 2015 (15143) 2022 (21308) 2019 (18407) 2026 (25900) 2035 (40179) Toll Plaza at Km 84.500 2020 (15576) 2027 (21917) 2023 (18031) 2030 (25372) Toll Plaza at Km 145.000 2016 (15066) 2023 (21199) 2020 (18313) 2027 (25768) 2037 (41973) Average of 3 Locations 2017 (15323) 2024 (21561) 2021 (18625) 2028 (26208) 2037 (40657) -
4-Lane + Paved Shoulder
4-16
CHAPTER 5 DESIGN STANDARDS
5.1
GENERAL The primary purpose of this Project is to achieve Two Lane with Paved shoulder from Km 553+869 of NH-11 to Km 70+500 of NH-15 via Km 10+630 of NH-15 & Km 72+500 to Km 171+000 and Four Laning from Km 70+500 to 72+500 at Loonkaransar, Km 171+000 to Km 173+000 at Suratgarh and 12 m carriageway in village portions. The scope of Consultancy Service covers all aspects of Project preparation activities of proposed improvements. These improvements will consist of widening and strengthening of pavement with all ancillaries such as the improvements of geometries; widening/ strengthening/ reconstruction of culverts and bridges; drainage; location of toll plazas, service roads, bypasses, junction improvements etc.
5.2
GOAL & OBJECTIVES The aim is to provide maximum safety in the design of the highway geometry, pavement, shoulders, embankments and other pertinent components for an uninterrupted flow of through traffic along the project stretch with the provision of: 1. Service roads, where appropriate 2. Road junctions for cross traffic at appropriate locations.
5.3
HIGHWAY DESIGN STANDARDS The detailed geometric designs standards have been worked out based on the proposed ROW, preliminary engineering studies, traffic forecasts and future requirements. The sections of project under consideration carry mostly freight/passenger traffic. Based on the availability of land in the individual corridor, design standards and analysis of the item of the proposed improvement option, design and treatment have been conceptualized and formulated.
5.4
APPROACH While designing improvement works it is aimed at providing maximum safety to the road users. Accordingly, the highway geometrics, carriageway widths, and other pertinent components have been proposed for an uninterrupted and smooth flow of traffic along the project corridor.
5.5
DESIGN STANDARDS The geometric design standards outlined below have been followed for the horizontal alignment and vertical profile. The design standards corresponding to 100 kmph have been adopted for the project roads in plain terrain, to ensure uniform and consistent design standards for safety reasons. Locations of horizontal curves have been checked for the adequacy of radius at the designed speed.
5-1
a.
Design Speed km/hr Service Road
100 - design speed in Plain terrain 40 kmph 45 m 7.0 m + 7.0 m for 4 lane 7.0 m for 2 lane 1.5 m for 4 lane and 2 lane 1.0 m for 2 lane
b. c.
Right of Way Lane Width in meters Carriageway lane width Paved Shoulder lane width Earthen Shoulder lane width
d.
Camber Main Carriageway Earthen Shoulder Median Width Raised Median Width Radii Horizontal Curve in meters Design Speed 100 Super elevation Maximum Super elevation Rate of change Super elevation 4.5m in plain terrain Ruling Minimum 400
2.5% 3.0%
e. f.
Road Type / Terrain Plain
g.
7.0% (maximum) Plain Terrain 1 in 150 Plain Terrain
h.
Longitudinal gradient Minimum Maximum For New Construction 0.3% 3.3% in plain terrain. For Widening/ 0.0% 3.3% in plain terrain.
i.
Minimum Vertical Curve Length and Radii Design Speed Minimum Length of vertical curve in 100 60 Divergence and Convergence Lane Width 5.5m Speed differential 60 kmph
k.
5.5.1
CROSS SECTIONAL ELEMENTS
5.5.1.1 Carriage Way The project stretch has two lane carriageway of 7.0 m width for km 553+869 of NH11 (Ch.0/000) to km 70+500 of NH-15 & Km 72+500 to Km 173+000 and four lane divided carriageway for Km 70+500 to km 72+500 has been adopted. Slopes of embankments have been proposed as 1 vertical to 2 horizontal i.e. 1:2.
5-2
5.5.1.2 Shoulders It is proposed to provide 1.5 m. wide paved shoulders plus 1.0 m. wide earthen shoulder (Total 2.5m. wide) for main carriageway for two lane section. 5.5.1.3 Turfing All earthen slopes have been treated with turfing, upto 3m height & concrete block pitching beyond 3m height. 5.5.1.4 Drainage Rain harvesting drains have been provided confirming to IRC. SP 50-1990. 5.5.2 Highway Landscaping Trees have been planted in ROW and on either side of the road with staggered pitch as per IRC: SP: 21-1979. A spacing of 10-15m c/c is recommended for spacing of trees parallel to the roads. Setback distance of trees needed in different situations have been as per the IRC: SP: 21- 1979 and the IRC: 66-1976. Shrubs in medians shall not normally exceed 1-1.5m heights and have been as per IRC: SP: 21-1979. Access Control in Rural Highways It is proposed to provide, median openings only at a distance of 2 km. in rural highway section except at major intersections where a proper junction has been designed. For small intersections, controlled access has been maintained e.g. the vehicle has to move to its left and then take U-turn at the nearest median opening to take the other carriage way. Spacing of intersection with public roads has been kept 750 meter minimum. In case this distance is lesse, service road / frontage roads have been provided for access control. In industrial areas, service roads have been provided. In urban areas, access control has been provided with raised carriageways and low-level service roads Standard Sections
5.5.3
5.5.4
Type 1 Two lane carriage way with paved and earthen shoulders (Concentric Widening) TCS 1 Carriageway Paved shoulder Earthen Shoulder Total Paved Utility Corridor Proposed ROW = = = = = = 7.00 m 1.50 m 1.0 m 10.0 m 2.00 m 45.0 m Either side Either side Either side
5-3
Type 2 Two lane carriage way with paved and earthen shoulders (New Construction) TCS 2 Carriageway Paved shoulder Earthen Shoulder Total Paved Utility Corridor Proposed ROW = = = = = = 7.00 m 1.50 m 1.0 m 10.0 m 2.00 m 45.00 m Either side Either side Either side
Type 3 Two lane 12 m carriage way in Urban Area TCS 3 Carriageway (2 x 6) Proposed ROW = = 12.00 m 45.0 m
Type 4 Two lane 12 m carriage way in Urban Area (New Construction) TCS 4 Carriageway (2 x 6) Proposed ROW = = 12.00 m 45.0 m
Type 5 Two lane Rigid carriage way TCS 5 Carriageway (2 x 6) Proposed ROW = = 12.00 m 45.0 m
Type 6 Four lane Divided carriage way TCS 6 (45 m ROW) Carriageway (2x3.5) Paved shoulder Footpath Median with shy Service Road Utility Corridor Proposed ROW = = = = = = = 7.00 m 1.50 m 2.00 m 5.00 m 7.00 m 2.00 m 45.0 m Either side Either side Either side Either side Either side
Type 7 Four lane Divided carriage way TCS 7 (30 m ROW) Carriageway (2x3.5) Paved shoulder Footpath Median with shy Utility Corridor Proposed ROW
= = = = = =
7.00 m 1.50 m 2.00 m 5.00 m 2.00 m 60.0 m
Either side Either side Either side Either side
5-4
Type 8 Typical Sections of 4- Lane ROB TCS 8 Carriageway Kerb Shyness Median width Proposed ROW 5.5.4.1 Sight Distance The values of intermediate sight distance as per details given in IRC-73 corresponding to the design speed have been adopted. Stopping sight distance has been provided as per specification. The requisite site distance has been provided for horizontal curves. 5.5.4.2 Acceleration & Deceleration Lane Acceleration lanes have been designed for speed differential of 60kmph having a width of 5.5m. 1 in 15 taper have been provided at merging location. = = = = 8.50 0.50 m 3.00 45.0 m one side one side
5.6
EMBANKMENT DESIGN The height of the embankment has been decided on the basis of final road levels. The road level of the new two lane carriageway is higher than the existing carriageway. Embankment has been designed for ensuring the stability of the roadway. High embankments (height 6m or above) in all soils has been designed from stability consideration as per IRC-75 & MOSRTH-Guidelines for Design of High Embankments. Fly ash is to be used for construction of embankment; if it is not costlier with respect to other specification by 25%. MOEF in its notification of 2007 has relaxed its earlier limit of 100 km for highways. The embankment has been designed in accordance with IRC SP-58. Minimum 1m thick soil cover has been proposed for embankments up to 3m height.
5.7
PAVEMENT DESIGN Designs for new pavement and overlays have been done in accordance with Indian and International practices. The design of new flexible pavement has been carried out as per IRC: 37-2001 upto 150 MSA and as per AASHTO beyond 150 MSA flexible overlays have been carriedout as per IRC: 81-1998.
5-5
5.8 5.8.1
ROAD AND TRAFFIC SIGNS Signage Plans Proper signing and striping (delineation) are very critical for the safety and guidance of a driver. Signage plans showing the guide signs, and regulating signs at all appropriate locations have been developed. Guide signs showing the locations of and distance to all major crossings, towns and villages have been installed at the appropriate locations. Regulatory signs, including the speed limit sign, toll signs and signs for traffic have been installed at appropriate locations. The signs have been reflector type so that they can be seen easily in the dark. Also, the guide signs at major junctions have been illuminated type and have been mounted on poles so that they can be easily seen. The lettering size used for designing the signs and location of signpost has been based on the proposed design speed and clear visibility. The material specified for manufacturing signs has been based on international standards. Use of reflectors has been made, so that the lanes are clearly visible at nighttime. Different reflectors have been used for the medians striping and the lane striping so that the opposite traffic can be properly guided.
5.8.2
Road Signs All road signs are proposed to be provided conforming to standards of Code of Practice for Road Signs (IRC: 67-1977) and New Traffic Signs (IRC: SP: 311992) Latest type of reflective and fluorescent sign boards, in appropriate sizes, have been installed. The signs are broadly categorized as below: (i) Mandatory/Regulatory Signs: These signs are mostly for giving instructions and are mostly circular generally red and blue colors and sign shown in black or white. (ii) Cautionary/Warning Signs: They are mostly triangular with red border and black sign. (iii) Informatory Signs: These are mostly rectangular with blue or green background and sign in white. Advance direction sign can be mounted on steel, brass portal frame fixed across the carriageway at a height of 5.5 m above the pavement grade at the center of roadway and visible from a distance for the vehicles approaching.
5.9
POLYMER MODIFIED BITUMEN 60/70 Polymer Modified bitumen 60/70 have been proposed for the wearing course. This will give the bituminous pavement added durability, resistance to fatigue cracking and cracking due to extreme fluctuations in temperature, increased softening point temperature, enhanced bitumen cohesion to the aggregates to reduce susceptibility to stripping, increased resistance to compaction forces under traffic and preventing loss of hydraulic conductivity, significantly reducing the noise generated at the tire/road interface, channeling away rain water from the asphalt surface thus improving wet weather visibility, reducing the skidding hazard in the wet, improving night time wet weather visibility.
5-6
5.10
ADDITIVES TO PAVEMENT CONCRETE For retention of workability of concrete in summer, it is proposed to use super plasticizers in a proportion of 0.25 liter per 50 kg of cement or as specified by the approved manufacturer. It is also proposed to add Hi Tech polyester fibers in concrete pavements to ensure reduction in shrinkage.
5.11
FLORESCENT SIGNS It is proposed to use Florescent traffic signs for better working conditions and safety especially at night. Utilities Appropriate provisions are considered for various utilities e.g. Water line, gas pipes, telephone cables, Sewerage line, electric conduits etc. along or across the Highway to prevent the road being cut or dug at later stages, similar provision has been made along the cross-drainage works, bridges and underpasses.
5.12
STRUCTURAL DESIGN STANDARDS The Design Standards and the loading have been considered for widening and new construction of structure are based on the requirements laid down in the Manual of Specifications & Standards for four laning (IRC: SP-84: 2009), manual of standard specification for Two Laning of Highways through Public Private Partnership and latest editions of IRC/IS codes of practices & standards specifications, and guidelines of Ministry of Surface Transport. Additional technical references are used wherever the provisions of IRC/IS codes are found inadequate. Following IRC/IS codes used in the design Standard Specification & Code of practice for Road Bridges. Section I General Features of Design (Seventh Revision) Standard Specification & Code of practice for Road Bridges. Section II Loads & Stresses (Fourth Revision) Design Criteria for Prestressed Concrete Road Bridges (PostTensioned Concrete) (Third Revision ) Standard Specification & Code of practice for Road Bridges. Section III Cement Concrete Plain & Reinforced (Second Revision)
5-7
IRC:5-1998 IRC: 6-2000 IRC: 18-2000
IRC: 21-2000
IRC: 22-1986 IRC: 24-2001
Standard Specification & Code of practice for Road Bridges. Section VI Composite Construction (First Revision) Standard Specification & Code of practice for Road Bridges. Section V Steel Road Bridges (Second Revision) Recommendations for Estimating the Resistance of soil below the maximum Scour Level in the Design of Well Foundations of Bridges. Geometric Design standards for Rural (Non-Urban) Highways. Standard Specification & Code of practice for Road Bridges. Section VII Foundation & Substructure (First Revision) Standard Specification & Code of practice for Road Bridges. Section IX Bearings, Part-I Metallic Bearings (First Revision) Standard Specification & Code of practice for Road Bridges. Section IX Bearings, Part-II Elastomeric Bearings Standard Specification & Code of practice for Road Bridges. Section IX Bearings, Part-III POT, POT-CUM-PTTE, PIN & Metallic guide bearings. Guidelines for Design & Construction of River training & control works for road bridges. Guidelines on supplemental Measures for Design, Detailing & Durability of Important Bridge Structures.
IRC:45-1972 IRC:73-1980 IRC:78-1983 IRC: 83-1999 IRC: 83-1987
IRC: 83-2002
IRC: 89-1997
IRC: SP:13-2004 Guidelines for the Design of small Bridges and Culverts IRC: SP:33-1989
IRC: SP:35-1990 Guidelines for inspection and maintenance of Bridges IRC: SP:37-1991 Guidelines for evaluation of load carrying capacity of Bridges. IRC: SP:40-1993 Guidelines on Techniques for strengthening and rehabilitation of Bridges.
For items not covered in the above specifications, provisions of IS codes, Sound Engineering practice, Technical Literatures/Papers & provision of relevant codes of other nations have been considered.
5.13
MATERIAL Construction materials shall have the following standards:
5.13.1 Concrete In accordance with IRC: 21-2000 Table -5, following minimum grade of concrete has been used for moderate conditions of exposure for different components:
5-8
Member PCC Members RCC Members PSC Members
PSC/ Major Bridges M 25 M 30 M 35
Other Minor Bridges & Culverts M 15 M 20 -
a)
Reinforcement Steel The grade of steel reinforcement has been Fe 415/500 for HYSD bars and Fe 250 for Mild Steel bars.
b)
Pre-stressing Cables The pre-stressing cables have been 19T13 type. Strands have been of 12.7 mm nominal dia 7 ply low relaxation confirming to IS: 14268-95. Multiple strand system of Freyssinet or ISMALCCL or equivalent has been used.
c)
Bearings Tarpaper bearing has been provided for RCC solid slab superstructure of minor bridges up to 12m spans. Elastomeric bearings have been provided for RCC Girder type superstructures. Asphaltic plug joint has been recommended for Box type bridges.
d)
Expansion joints For solid slab super structures up to 12 m span, the Filler Type Expansion Joints (20 mm. thick joint filler) have been provided. Single Strip Seal Expansion Joints has been provided for superstructures with movement up to 80 mm (+/- 40 mm)
e)
Wearing Course In accordance with the provision of MOSRT&H Specifications clause 2702.1.2, the wearing coat shall consist of a coat of mastic asphalt, 25 mm thick over 40 mm thick bituminous concrete.
5.14
DESIGN LOADS Preliminary Design has been done based on these loads. i) Dead Loads Unit weight of different construction materials have been taken as per IRC: 62000. Live Loads
5-9
ii)
All the new structures have been designed for two lanes with a provision of three lanes in future. Design live loads for different class of loadings and combination of live loads, impact factors, longitudinal forces, centrifugal forces for bridges on curves, etc. have been as per IRC: 6-2000 iii) Water current forces HFL, velocity of flow, scour depth have been taken as per past data received and hydraulic calculations. The water current forces on substructure and foundation have been calculated as per IRC: 6-2000. Seismic forces The project road lies in seismic Zone II as per clause 222 and figure 11 of IRC: 6-2000. As per the provision of this code, bridges in Zone II have been designed for seismic forces subjected to the following condition. a. Span of bridge >15m b. Overall length of bridge >60m Wind forces Lateral wind forces have been calculated in accordance with the provisions of IRC: 6-2000. Buoyancy forces Full buoyancy (100%) has been considered for checking the stability of foundations. For checking stresses of the substructure components, 15% pore pressure uplift has been considered in the design. Earth pressure Lateral forces due to earth pressure for the design of abutments and retaining walls have been calculated as per IRC: 6-2000. Properties of backfill material shall take as per IRC: 78-2000, Appendix-6. All abutments & return walls have been designed for a live load surcharge equivalent to 1.2m earth fill.
iv)
v)
vi)
vii)
5.15
FORMATION WIDTH AT CROSS DRAINAGE STRUCTURES The width of the culverts and bridges shall be adopted as below i) New culverts and bridges The Pipe/Slab/Box culverts have been provided the same overall width of as of the approach road. Overall width of these structures shall be such that the outer face of railing/parapet shall be in line with the outer edge of the shoulder ii) Existing culverts and bridges
5 - 10
The pipe/slab/box bridges/culverts has been widened preferably on the outer side so as to make the deck width same as Highway cross sections. 5.15.1 Median Treatment Where two separate two-lane bridges have been provided, suitably designed transition guard rails with buried ends or a New Jersey type barrier have been proposed on the immediate approaches for minimum 25m length on each side.
5.15.2 Footpaths Footpaths have been provided on all ROBs and bridges over rivers.
5 - 11
CHAPTER 6 TECHNICAL / ENGINEERING ALTERNATIVES
6.1
INTRODUCTION The design and rehabilitation options have been calculated based on the basis of preliminary engineering studies, traffic forecasts, and future requirements. Different alternatives have been considered keeping in view the Objectives and Goals as defined earlier.
6.2
GOALS AND OBJECTIVES FOR THIS STUDY Provide maximum safety in the design of the Highway geometry, pavements, shoulders, embankments and other pertinent components. Provide uninterrupted flow of through traffic along the Project stretch. Avoid future possibility of installation of speed breakers by the local administration. Segregate the local traffic from through traffic, wherever possible, by providing service roads, raised carriage way or flyovers as may be appropriate. Try to avoid the adverse impacts of the crowded areas on the Highway along the Project stretch. Provide for appropriate cross traffic facilities without impeding the flow of through traffic. Provide smooth flow of traffic all along the road as well as the road junctions. Identify and provide outline plan for areas for truck parking repair, Road users accommodation / facilities and pertinent way side commercial activities. Identify locations for toll plaza. Minimize the impact on roadside settlement. Minimize the impact on the existing trees/environment. Provide and recommend what is cost efficient, but most of all, can be built readily with least hindrances (such as resettlement and land acquisition).
6.3
PARAMETERS FOR WIDENING The most important fact in deciding the side of widening is the availability of land. Secondary factors include presence of environmentally; religiously and socially sensitive features such as Heritage Structures, other monument structure and so on. The following criteria have been used with suitable inter-alias weight age in terms of their influence in governing the decision on the side of widening.
6-1
Available ROW from the existing center line; Location of utility lines; Abutting land use; Adjacent cultural properties; Geometric improvements necessary; Location and type of trees required to be cut; Socio Economic affected person;
6.4 6.4.1
WIDENING Rural area The project road in rural areas is proposed to be widened keeping in view the following options:
6.4.2 Eccentric Widening (LHS or RHS): Eccentric widening has been preferred which gives least interference to the traffic during construction. The widening is proposed to be done as Typical Cross Section for such option is adopted with the following provisions: The advantages of this configuration are: 1. The proposed median will save many of the existing trees on the left/right side of the existing road formation on which side the road is proposed to be widened. The median will extend up to 4.5 m away from the existing carriageway. This will cover a large number of the trees in the first row. As already discussed, the first row has mostly thick girth trees offering large shadows. 2. All the trees on the opposite side will be saved 3. The existing pavement will be used by the traffic in the first stage of the construction. No diversions will be needed even for reconstruction of culverts or other improvement works on the existing pavement during the subsequent stage of construction, when the new pavement will be available for traffic movement.
6.4.3 Concentric Widening: For 2-lane sections where existing earthen/gravel shoulders are being replaced with paved shoulders, it has been analyzed that concentric widening of carriageway is comparatively economical and easy in construction.
6-2
Table 6.1: Widening Scheme for Km 553/869 of NH-11 Km 173/000 of NH-15 via Km 10/630 of NH-15
S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 Existing Km From To 9.845 3.400 3.400 3.300 3.300 2.206 2.206 2.000 2.000 0.845 0.845 10.630 10.630 13.070 13.070 13.270 13.270 14.508 14.508 14.708 14.708 20.612 20.612 20.912 20.912 21.262 21.262 21.462 21.462 28.263 28.263 28.513 28.513 44.000 44.000 44.300 44.300 49.574 49.574 49.774 49.774 52.468 52.468 52.668 52.668 73.136 73.136 73.386 73.386 73.686 73.686 73.836 73.836 92.283 92.283 92.483 92.483 98.524 98.524 98.744 98.744 104.596 104.596 104.796 104.796 106.140 106.140 106.290 106.290 106.740 106.740 107.222 107.222 107.892 107.892 108.100 108.100 125.250 125.250 125.750 125.750 160.118 160.118 160.443 160.443 161.551 161.551 161.801 161.801 162.804 Proposed Ch. From To 0.000 6.454 6.454 6.554 6.554 7.650 7.650 7.856 7.856 9.000 9.000 9.845 9.845 12.300 12.300 12.500 12.500 13.750 13.750 13.950 13.950 19.850 19.850 20.150 20.150 20.500 20.500 20.700 20.700 27.500 27.500 27.750 27.750 43.235 43.235 43.535 43.535 48.800 48.800 49.000 49.000 51.650 51.650 51.850 51.850 72.650 72.650 72.900 72.900 73.200 73.200 73.350 73.350 91.850 91.850 92.050 92.050 98.080 98.080 98.300 98.300 104.200 104.200 104.400 104.400 105.800 105.800 105.950 105.950 106.400 106.400 106.700 106.700 107.370 107.370 107.589 107.589 124.667 124.667 125.167 125.167 159.525 159.525 159.850 159.850 160.950 160.950 161.200 161.200 162.200 Length (Km) 6.454 0.100 1.096 0.206 1.144 0.845 2.455 0.200 1.250 0.200 5.900 0.300 0.350 0.200 6.800 0.250 15.485 0.300 5.265 0.200 2.650 0.200 20.800 0.250 0.300 0.150 18.500 0.200 6.030 0.220 5.900 0.200 1.400 0.150 0.450 0.300 0.670 0.219 17.078 0.500 34.358 0.325 1.100 0.250 1.000 Widening Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Curve Imp Concentric Curve Imp Concentric Remark Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric
6-3
S.No. 46 47 48 49 50 51 52 53
Existing Km From To 162.804 163.610 163.610 164.407 164.407 164.607 164.607 167.711 167.711 167.961 167.961 168.638 168.638 168.838 168.838 173.000
Proposed Ch. From To 162.200 163.000 163.000 163.800 163.800 164.000 164.000 167.050 167.050 167.300 167.300 168.000 168.000 168.200 168.200 172.384
Length (Km) 0.800 0.800 0.200 3.050 0.250 0.700 0.200 4.184
Widening Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric
Remark Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric
Table 6.2: TCS Schedule for Km 553/869 of NH-11 Km 173/000 of NH-15 via Km 10/630 of NH-15
S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 Existing Chainage (Km) From 9.845 3.400 3.300 2.206 2.000 0.845 10.630 13.070 13.270 14.508 14.708 20.400 20.612 20.912 21.262 21.462 21.900 27.500 28.100 28.263 28.513 44.000 44.300 44.800 45.500 45.558 46.354 49.574 49.774 52.468 52.668 57.000 57.550 59.200 To 3.400 3.300 2.206 2.000 0.845 10.630 13.070 13.270 14.508 14.708 20.400 20.612 20.912 21.262 21.462 21.900 27.500 28.100 28.263 28.513 44.000 44.300 44.800 45.500 45.558 46.354 49.574 49.774 52.468 52.668 57.000 57.550 59.200 60.200 Design Chainage (Ch) From 0.000 6.454 6.554 7.650 7.856 9.000 9.845 12.300 12.500 13.750 13.950 19.638 19.850 20.150 20.500 20.700 21.138 26.745 27.337 27.500 27.750 43.235 43.535 44.035 44.724 44.781 45.581 48.800 49.000 51.650 51.850 56.512 57.062 58.716 To 6.454 6.554 7.650 7.856 9.000 9.845 12.300 12.500 13.750 13.950 19.638 19.850 20.150 20.500 20.700 21.138 26.745 27.337 27.500 27.750 43.235 43.535 44.035 44.724 44.781 45.581 48.800 49.000 51.650 51.850 56.512 57.062 58.716 59.718 Length (Km) 6.454 0.100 1.096 0.206 1.144 0.845 2.455 0.200 1.250 0.200 5.688 0.212 0.300 0.350 0.200 0.438 5.607 0.592 0.163 0.250 15.485 0.300 0.500 0.689 0.057 0.800 3.219 0.200 2.650 0.200 4.662 0.550 1.654 1.002 C/S Type TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-3 TCS-4 TCS-3 TCS-4 TCS-3 TCS-1 TCS-3 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-3 TCS-1 TCS-8 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-3 TCS-1 TCS-3 Widening Side Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric ROB Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Concentric
6-4
S.No. 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79
Existing Chainage (Km) From 60.200 70.500 71.300 71.600 72.500 73.136 73.386 73.686 73.836 92.283 92.483 92.750 93.250 98.524 98.744 104.596 104.796 106.140 106.290 106.740 107.222 107.892 108.100 109.200 125.200 125.250 125.750 126.000 140.500 141.500 160.118 160.443 160.800 161.500 161.551 161.801 162.804 163.610 164.407 164.607 167.711 167.961 168.638 168.838 171.000 To 70.500 71.300 71.600 72.500 73.136 73.386 73.686 73.836 92.283 92.483 92.750 93.250 98.524 98.744 104.596 104.796 106.140 106.290 106.740 107.222 107.892 108.100 109.200 125.200 125.250 125.750 126.000 140.500 141.500 160.118 160.443 160.800 161.500 161.551 161.801 162.804 163.610 164.407 164.607 167.711 167.961 168.638 168.838 171.000 173.000
Design Chainage (Ch) From 59.718 70.014 70.813 71.113 72.015 72.650 72.900 73.200 73.350 91.850 92.050 92.317 92.793 98.080 98.300 104.200 104.400 105.800 105.950 106.400 106.700 107.370 107.589 108.649 124.617 124.667 125.167 125.391 139.912 140.895 159.525 159.850 160.207 160.899 160.950 161.200 162.200 163.000 163.800 164.000 167.050 167.300 168.000 168.200 170.408 To 70.014 70.813 71.113 72.015 72.650 72.900 73.200 73.350 91.850 92.050 92.317 92.793 98.080 98.300 104.200 104.400 105.800 105.950 106.400 106.700 107.370 107.589 108.649 124.617 124.667 125.167 125.391 139.912 140.895 159.525 159.850 160.207 160.899 160.950 161.200 162.200 163.000 163.800 164.000 167.050 167.300 168.000 168.200 170.408 172.384
Length (Km) 10.296 0.799 0.300 0.902 0.635 0.250 0.300 0.150 18.500 0.200 0.267 0.476 5.287 0.220 5.900 0.200 1.400 0.150 0.450 0.300 0.670 0.219 1.060 15.968 0.050 0.500 0.224 14.521 0.983 18.630 0.325 0.357 0.692 0.051 0.250 1.000 0.800 0.800 0.200 3.050 0.250 0.700 0.200 2.208 1.976
C/S Type TCS-1 TCS-6 TCS-7 TCS-6 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-3 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-3 TCS-1 TCS-3 TCS-5 TCS-3 TCS-1 TCS-3 TCS-1 TCS-2 TCS-1 TCS-3 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-6
Widening Side Concentric Four-Lane Four-Lane Four-Lane Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Concentric Concentric Concentric Concentric Concentric Curve Imp Concentric Concentric Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric
6-5
6.5
NEW PAVEMENT Options of providing flexible and rigid pavements were evaluated by comparing the life cycle cost over the design life period. Flexible pavement was found to be more cost effective and is being proposed.
6.6
GRADE SEPARATED STRUCTURE: As per Analysis of turning movement traffic in accordance with IRC: 92-1985 no interchange or Flyover is proposed.
6.7
REHABILITATION, IMPROVEMENT AND UPGRADATION OF ROAD INTERSECTIONS In the project road there are 5 Major Junction and 51Minor Junction are proposed. Intersections have been designed in such a way that all merging and diverging movements to/from project highway are either through service road or acceleration & deceleration lane. Proposed Major Intersection is as under: Table 6.3: List of Major Intersection
S. No. 1 2 3 4 5
Existing Chainage (Km) 10.630 14.609 71.008 126.030 170.912
Design Chainage (Ch) 9.845 13.851 70.521 125.420 170.297
Category of Road NH NH SH MDR City Road
Remark To Jaipur Bypass (R) To Jaisalmer Bypass (L) Roheja (L) to Sri Dungargarh, Kalu ( R ) Pallu (R) to Phuleji, PT 208 (L) To Sri Ganganagar (L) To Suratgarh Ricco Industrial Area (R)
Table 6.4: List of Minor Junction

S. No. 1 2 3 4 5 6 Existing Chainage (Km) 6.268 1.434 11.289 14.913 18.571 20.863 Design Chainage (Ch) 3.588 8.419 10.505 14.155 17.801 20.101 Side (Left / Right) Left & Right Left Right Right Right Right Type of Junction X T T Y T T
6-6
S. No. 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51
Existing Chainage (Km) 21.204 22.047 25.095 26.753 28.019 28.051 36.609 45.033 51.420 54.171 54.594 59.860 60.361 64.246 64.784 70.169 70.597 72.196 72.294 73.762 79.456 80.888 82.034 86.198 87.721 92.916 98.793 108.579 108.951 109.688 116.740 131.270 139.1008 140.335 143.441 145.497 152.714 154.833 157.284 163.542 165.181 165.300 167.036 167.783 170.538
Design Chainage (Ch) 20.442 21.281 24.334 25.996 27.256 27.288 35.848 44.257 50.647 53.351 53.774 59.376 59.879 63.938 64.476 69.683 70.111 71.711 71.809 73.276 78.986 80.421 81.567 85.764 87.286 92.483 98.349 108.068 108.440 109.136 116.353 130.677 139.405 139.746 142.836 144.896 152.106 154.276 156.686 162.931 164.575 164.694 166.374 167.121 169.922
Side (Left / Right) Right Right Left & Right Left Left Right Left Left Left Left Right Right Right Left Right Left Left Right Left Left Right Left Right Right Left Right Left Left Left & Right Right Left Right Left Right Left Right Right Right Left Left Left Right Right Right Right
Type of Junction Y Y X Y T Y Y T T T T T Y Y Y T T T Y Y Y Y Y Y Y Y T Y X Y T T T T Y Y T T Y Y Y T T T T
6-7
6.8
TRAFFIC SAFETY MEASURES Design of proper junctions, central median, service roads, foot paths, all other measures such as guard rails, crash barriers, road signs, road marking, turn lanes etc. have been provided as per road safety standards prescribed by MoSRT&H. These have been shown in the drawing volume.
6.9
BRIDGES AND CULVERTS All the bridges in the project road with adequate waterway and good in condition have been retained and can be widened based on horizontal profile. For all other new two lane carriage way, PSC Girder/ RCC bridges are proposed along side to make them suitable for 2 lanes. The structural adequacy of these existing bridges has been scrutinized. Some of the bridges require minor repairs i.e. replacement of broken railings and protection work around the abutments. Notwithstanding the absence of any visible distress in the existing old bridge structures, enhancement of structural strength by removing loose or spalled voids in the deck structure and replaced with new concrete/mortar is proposed to ensure safety, adequacy as well as durability.. Culverts have been proposed to be rehabilitated/ widening as per condition and proposed alignment. New pipe culvert has been constructed with NP-4 pipe.
6.10
Geometric Improvements The existing carriageway have 7.00 M wide carriageway, with 2.5 M wide gravel/earthen shoulders. The horizontal curves which are deficient either in radius or in transition lengths and curve length have been improved. The vertical curves which are deficient in curve length and gradients have also been improved. The improvement of geometrics is necessary on National Highways for safety and comfort of road users, even for low traffic volumes.
6.11
ALIGNMENT IMPROVEMENT ALTERNATIVES Improvement of existing alignment has been done in following ways which will have significant beneficial impact in terms of Minimizing Displacement Reducing resistance to the project Minimize the impact on the existing trees/local environment.
6-8
Maximum benefit in terms of road geometry, pavements, shoulders, embankments etc Uninterrupted flow of through traffic along the Project stretch Avoid future possibility of installation of speed breakers by the local administration/public Avoid adverse impacts of the crowded areas along the project stretch Provide scope for wayside amenities
Curves requiring improvement
Subject to provision of land by the Authority, the curves shall be improved by the Concessionaire for achieving the Ruling design speed (Refer Clause 2.2.3 of 2 laning Manual) in two lane section and (Refer Clause 2.1.V of 4-laning Manual) in 4 lane section. 6.12 NEW BYPASS The existing Project Highway is already bye passing the Bikaner and Suratgarh. As such there is no need to provide any bye pass for these towns.
6.13
SERVICE ROAD Local traffic in built up areas have been separated with proposed service road. The service road has been connected to the main carriageway through entry/exit ramp.
Table 6.5: Details of Proposed Service Road on both sides

Existing Chainage S.No. From 1 2 3 70.500 71.600 171.000 To 71.300 72.500 173.000 From 70.014 71.113 170.408 To 70.813 72.015 172.384 Design Chainage Length (km) 0.799 0.902 1.976 Width (m) 7.0 7.0 7.0
Side Both Both Both
C/s Type TCS-6 TCS-6 TCS-6
6-9
6.14
UTILITY CORRIDOR 2m wide Utility Corridor has been proposed along proposed ROW on both sides throughout the project corridor. All utilities coming under proposed ROW have been shifted to utility corridor.
6.15
USER FACILITIES
6.15.1 Rest Areas & Truck Lay Byes Following Rest areas have been proposed along project highway to provide safe & comfortable journey. Due consideration has been given to the requirements of different class of road users including truck drivers & Truck Lay by have been also proposed at above locations. Table 6.6: Proposed Rest Areas S. No. 1 Existing Chainage (Km)
65.400
Proposed Chainage (Ch.)

64.922
Side RHS
Table 6.7: Proposed Truck Lay Byes S.No. 1 2 3 Existing Chainage (Km)
24.500 66.100 142.000

23.759 65.650 141.396
Side
RHS LHS RHS
6.15.2 Bus Bays The project highway has regular movement of buses through Government & private sector. Bus bays have been proposed in following locations for the convenience of bus commuters & safe travel on project highway. Table 6.8: List of Proposed Bus bays on project road
S. No. 1 2 3 4 5 6 7 8 Bus Bays Existing Chainage 21.200 27.800 45.200 57.200 59.600 71.700 93.020 108.450 Design Chainage 20.438 27.045 44.424 56.712 59.116 71.213 92.563 107.939 Side Both Both Both Both Both Both Both Both
6 - 10
9 10 11
125.400 141.000 161.000
124.817 140.395 160.399
Both Both Both
6.15.3 Toll Plaza
Following Toll Plazas have been proposed for Project Stretch. 1. 2. 3. At Km. 25.500 (Ch.24.739) At Km. 84.500 (Ch.84.025) At Km. 145.000 (Ch.144.400)
6.15.4 Overhead Traffic Signs : Table 6.9: List of Proposed overhead traffic signs on project road S.No.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
Existing Chainage (Km)

16.000 21.200 27.500 28.100 44.800 45.500 52.000 57.000 57.550 59.200 60.200 70.000 72.500 78.200 82.000 85.900 92.750 93.250 108.100 109.200 110.600 125.200 126.000 137.000 140.500 141.500 155.000 157.000

15.244 20.438 26.745 27.337 44.035 44.724 51.182 56.512 57.062 58.716 59.718 69.514 72.015 77.730 81.533 85.437 92.317 92.793 107.589 108.649 110.185 124.617 125.391 136.402 139.912 140.895 154.392 156.403
Location
Jaisalmer Bypass Khara Jamsar Jamsar Bamanwali Bamanwali Dheeera Dulmera Dulmera Hansera Hansera Loonkaransar Loonkaransar Loonkaransar Bhadhera Bhadhera Malkisar Malkisar Mahajan Mahajan Mahajan Arjunsar Arjunsar Rajiyasar Rajiyasar Rajiyasar Birdhwal Birdhwal
6 - 11
S.No.
29 30

160.800 161.500

160.207 160.899
Location
Piparan Piparan
6.15.5 Lighting: Table 6.10: List of Lighting Proposed on project road

S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Existing Chainage (Km) From To 21.100 21.300 24.300 24.700 25.200 25.800 27.700 27.900 45.100 45.300 57.100 57.300 59.500 59.700 65.250 65.550 65.900 66.300 70.700 71.800 84.200 84.800 92.920 93.120 108.350 108.550 125.300 125.500 140.900 141.100 141.800 142.200 144.700 145.300 160.900 161.100 Design Chainage (Ch.) From To 20.338 20.538 23.559 23.959 24.439 25.039 26.945 27.145 44.324 44.524 56.612 56.812 59.016 59.216 64.772 65.072 65.422 65.940 70.214 71.313 83.725 84.325 92.487 92.663 107.839 108.039 124.717 124.917 140.312 140.495 141.195 141.596 144.097 144.700 160.307 160.499 Location Khara Proposed Truck Lay Byes Proposed Toll Plaza Jamsar Bamanwali Dulmera Hansera Proposed Bus bays Proposed Truck Lay Byes Loonkaransar Proposed Toll Plaza Malkisar Mahajan ArjunSar Rajiyasar Proposed Truck Lay Byes Proposed Toll Plaza Piparan
6.15.6 Cattle Pass

Proposed structural configuration Proposed span arrangement
1 x 6.0 1 x 6.0 6 - 12
1 2
79/460 143/464
78+990 142+858
New 2 lane (Height 3.5 m) New 2 lane (Height 3.5 m)
RCC BOX RCC BOX
6.16. SPECIFIC REQUIREMENT FOR THE PROJECT HIGHWAY For preparing Schedules A, B, C, D, and H of the Concession Agreement and other specific requirements (refer Appendix-I of the Manual), the Consultant shall:
Proposed Structure type
Existing Chainage
Design Chainage
S No.
(a)
(b)
Provide utility wise preliminary plans for shifting of existing utilities and construction of new utilities along or cross the Project Highway (Refer para 1.13 of Manual). Based on the consultants assessment of the time period until which six-laning of the Project Highway may not be required, the Consultant shall identify and indicate the list of stretches/sections where sixlaning need not be, provided by the Concessionaire even when traffic actually exceeds the specified design service volume for a 4-lane highway (Refer paras 1.18 and 2.20 of Manual). Provide a list of stretches of the Project Highway passing through urban limits and indicate the cross-section to be provided for each of these stretches including the requirement of footpaths if any. Indicate specifically if the requirement of 6-laning within urban limits is dispensed with. Also indicate if a by pass is necessary to avoid any specific urban stretch. If the TOR for the Consultant obligates it to provide a feasibility report for the bypass, the same shall also be prepared and form part of the Deliverables (Refer paras 2.1 (ii) and 2.5.2 (i) of Manual). Provide a linear Plan showing the land width across various stretches of the Project Highway. This should include details of any additional land being acquired of proposed to be acquired for improvement of geometrics provision of intersections, grade separators, interchanges, service roads, toll plazas and project facilities. (Refer paras 2.1 (v), 2.2.3, 2.3, 2.14.2, 3.1, 3.2, 10.2, 10.3, 13.1, 13.4.1, 13.5.1 of Manual). The possibility of undertaking geometric improvements shall be examined and a report on cost effectives of such proposals included. Provide a list indicating locations of encroachments on the Project Highway along with a brief description thereof Provide a list of stretches where flush of depressed median cannot be provided and indicate the width of raised portion of the median in cases (Refer para 2.6.2 of Manual). Provide a list of stretches where service roads are proposed together with their merging or otherwise at bridge locations. The Consultant shall also indicate the design traffic for determining the pavement composition of the service road if the forecast design traffic is more than 2 (two) msa (refer para 2.14.2 of Manual). Provide a list of intersections, grade separators interchanges, cattle and pedestrian under/over passes together with their locations, broad lay out, length of viaduct openings, and traffic circulation plan (Refer para 2.15.1, 2.15.2, 2.15.3, 3.1, 3.2, 3.3, of Manual). The possibility of providing grade separators interchanges with ramps in second phase shall be examined and a report on cost-effectiveness of such a proposal included.
Provided In KD-3 Six laning will be required beyond the year 2044
(c)
Provided in KD-6 Drawings Submitted
(d)
Provided in KD-3 & KD6
(e)
(f)
Provided In KD-3 & KD5 N.A.
(g)
N.A.
(h)
Provided in KD-6
6 - 13
(i) (j)
Provide a list stretches identified for raising of embankment (Refer para 4.2.2 of Manual). Provide a list of stretches on the Project Highway where: existing road portions are proposed to be strengthened with (i) cement concrete pavement (Refer para 5.2.1 of Manual); (ii) new construction on the widened portions is proposed to be provide with cement concrete pavement ( Refer para 5.2.2, of Manual); and
Provided in KD-6 Provided in KD-6
(iii)
(k)
Reconsruction is proposed. Specify if pavement is proposed to be of cement concrete in stretches ( Refer para 5.9.5 of Manual). Prepare an addendum to Schedule-K of the Concession Agreement indicating minimum performance and maintenance requirements for cement concrete pavement (Refer para 5.2.3 of Manual). Nil
(l)
Provide specific recommendations for low-level bridges. Normally all bridges are required to be high-level bridges. However, there may be situations where an existing bridge is in a sound condition but may not be satisfying the requirement of high-level bridge. Such structures shall be examined with a view to stipulating whether they need to be upgraded as high level bridges, together with reasons therefore. In such cases, construction of high-level bridges can also be phased out after seven years (Refer para 7.1 (ii) of Manual). Provide a list of utility services which are required to be carried over structure (Refer para 7.1 (viii) of Manual). Provide a list of culverts to reconstructed and/or widened (Refer para 7.3(ii)d of Manual). Provide a list of bridge structures including existing ROBs/RUBs to be reconstructed and/pr widened (Refer para 7.3(iii)e of Manual). The possibility of postponing reconstruction of any bridge for a period of say 7 to 8 years shall be explored and indicated. Specifically bring out the requirements of any special structures like cable stayed or special super structure for any particular bridge on the Project Highway (Refer para 7.4 (vi) of Manual). Provide a list of stretches where reinforced earth wall is proposed together with maximum height of earth wall. Where the height of wall proposed is more than 6m, reasons for the same may also be given (Refer para 7.16.1 of Manual). Provide a list existing bridges where railings on them are proposed to be replaced by crash barriers (Refer 7.18 (iv) of Manual).
(m) (n)
Nil Provided in KD-6 Annexure Nil
(o)
(p)
Nil
(q)
Nil
(r)
Nil
6 - 14
(s)
Provide a list of existing bridges/culverts where parapets/railings are proposed to be replied or replaced (Refer para 7.18 (v) of Manual). Provide a list of railway level crossing which need not be replaced with ROB/RUB (Refer para 7.19 of Manual). Provide a list Provide a list of structures under marine environment (Refer para 7.22 of Manual). Provide a list of existing bridges/culverts where repairs/strengthening is proposed together with nature and extent of repairs (Refer para 7.23 (i) of Manual). Indicate specifications for reflecting sheeting for road signs whether High Intensity Grade with encapsulated lens or Microprismatic retroreflective element material (Refer para 9.3.1 of Manual). Indicate proposed location of toll plazas on the Project Highway (Refer paras 10.2 and 10.3 of Manual).
(t)
Provided in KD-6 & Annexure Nil
(u)
N.A.
(v)
Provided in KD-6 & Annexure
(w)
(x)
(y) Provide a list of locations on the Project Highway where overhead traffic signs are proposed together with proposed size (Refer para 11.5.5 of Manual). (z) Provide an estimate of the number of trees to be planted as compensatory afforestation (Refer para 12.1 of Manual). Provide a list of situations/locations where lighting shall be provided and maintained by the concessionaire on the Project Highway (Refer para 13.3.3 of Manual).
Provided in KD-6 & Drawings Provided in KD-6 & enclosed in Chapter No. 6
(aa)
(ab)
(ac)
(ad)
Provided in KD-6 & enclosed in Chapter No. 6 Provide a list of locations where truck laybyes are proposed on the Provided in KD-6 & Project Highway (Refer para 13.4 of Manual). Drawings Provide a list of locations where truck busbays and bus shelters are Provided in KD-6 & proposed on the Project Highway (Refer para 13.5 of Manual). Drawings N.A Where the Project Highway passes through hills or ghats, provide a list of stretches where climbing lane is proposed for ease of movement of commercial vehicles (Refer para 14.5 of Manual). Provide a list of sections/locations where tunnels may be required (Refer para 14.8 of Manual). Provide a list of existing retaining walls requiring repairs, strengthening or reconstruction (Refer para 14.10.2 of Manual). N.A
(ae)
(af)
Nil
6 - 15
(ag)
Provide a list of drawings that the Authority may require the Concessionaire to provide to the Independent Engineer as per Schedule-H of the Concession Agreement (Indicative list at Attachment B of the TOR for reference). Provide utility wise indicative plans for shifting of existing utilities and construction of new utilities along or across the Project Highway in the first stage ( see paragraph 4D).
Provided in KD-6 of Drawings
(ah)
Provided in list KD-3
6 - 16
CHAPTER 7 PROPOSED PAVEMENT DESIGN

7.1 General The pavement existing thorough out the project length is flexible in nature. The project envisages widening to two lanes with paved shoulder of the existing 2lane carriageway for augmenting the capacity of the project road and significantly extending its service life. Four lane carriageway is suggested at certain stretch to further enhance the capacity of project. Pavement Design includes strengthening of existing 2-lanes by providing appropriate bituminous overlay thickness. The general design procedure for the flexible pavement for the proposed road from Bikaner to Suratgarh both for widened portion as new construction as well as strengthening of existing carriageway has been followed as per the guidelines of IRC: 37-2001 Guidelines for the design of flexible pavements and IRC: 811997- Guidelines for Strengthening of flexible road pavements using Benkelman Beam Deflection Technique respectively. For the pavement design, the information is required with regard to the parameters such as volume of traffic, pavement condition, borrow area soil characteristics and properties of the existing subgrade. Growth rate is required to predict the traffic over the design life and axle load spectrum is necessary to calculate the Vehicle Damage Factor (VDF) for the design traffic calculations. Based on the evaluation of the functional and structural properties of the existing pavement, subgrade strength and traffic requirements, the pavement design can be divided into two parts:
1. Design of the new pavement 2. Design of the overlay for existing pavement New pavement design is based on the design traffic (msa) and the subgrade strength, however the overlay design will vary for each homogenous sections based on its structural and functional adequacy.
7-1
7.2
Homogenous Sections Homogenous sections are decided based on the Traffic, Test Pit Data, Pavement Condition Survey and Benkelman Beam Deflection (BBD) Testing. Based on the traffic surveys conducted by the consultants in December 2009 and February 2010 , it was concluded that the entire project length can be divided in three homogenous traffic section, details are given in Table 4.6.
Detailed pavement condition survey of the project road was carried out in the month of November 2009, by both visual inspection and instrumental measurements of the condition indicators like deflection. One Benkelman Beam Deflection testing and Test Pit Evaluation was done in every 3 kilometers for structural evaluation of the existing pavement. The details of BBD Testing is given in the Survey and Investigation Chapter. Cumulative Difference Approach (CDA) as described in AASHTO guide for Pavement Design (1993) was used to analyze the BBD data for delineating homogeneous sections with respect to Characteristic Deflection. Figure 7.1 shows the Cumulative Difference vs. Chainage with respect to BBD.
Homogenous Sections (Deflection)

0.0000 -0.5000 C m la e D re c u u tiv iffe n e -1.0000 -1.5000 -2.0000 -2.5000 -3.0000 -3.5000 0.000
20.000
40.000
60.000
80.000
100.000
120.000
140.000
160.000
Chainage
Figure 7.1: Cumulative Difference Approach for BBD Data Analysis
Based on the above mentioned parameters, the project has been divided into 10 homogenous sections. Table 7.1 gives the details of the sections derived based on the BBD data analysis, pavement condition, pit details and number of lanes. Stone pavement is existing between Km 71.300 to 71.600, the test pit was conducted at Km 71.300.
7-2
Table 7.1: Delineation of Homogenous Sections Existing Pavement Structure No. of Bituminous WBM GSB Total Lanes Layer (mm) (mm) (mm) (mm) 2 130 105 130 365
S. No
From (Km)
To (Km)
Length (Km)
26
26
26
42
16
147
130
145
422
42
59
17
152
132
120
404
59
70.5
11.5
225
160
150
535
70.5
72.5
Stone Pavement between Km 71.3 to 71.6, and at Test Pit Location of Km 71.3 167 107 117 390
72.5
83
10.5
83
100
17
147
142
100
388
100
136
36
121
168
109
398
136
147
11
140
125
145
410
10
147
173
26
123
239
122
484
7.3 7.3.1
Design of New Flexible Pavement Introduction The flexible pavements are usually referred as a layered structure comprising generally bituminous surface like Bituminous Concrete (BC) and Dense Bituminous Concrete (DBC), Wet Mix Macadam (WMM) base and Granular Sub-Base (GSB) course of finite thickness, resting on subgrade of minimum thickness of 500 mm. The thickness design of these layers will principally depend
7-3
on the subgrade CBR and the traffic loads that the pavement has to carry during its design life. Ideally, the flexible pavement is built to such a depth that stresses on any given layer will not cause unwarranted rutting, fatigue, shoving, or other differential movements which may result in an uneven wearing surface. The chief function of the surfacing course is to provide a smooth wearing surface, resistant to traffic loads. However, the wearing course can provide some shearing resistance to the base structure and some added resistance to deformation. Base courses are usually layers of aggregates that must possess high resistance to deformation in order to withstand the higher pressures imposed by wheel loads. High quality processed aggregates are usually required, which also provide good internal drainage Sub bases are generally made up of locally available aggregates.
7.3.2 Traffic Growth Pavements are designed to serve the traffic needs adequately over a period of years. Traffic growth must therefore be anticipated when determining structural requirements of the pavement. From the traffic growth projection data as explained in this report, a weighted average growth rate of 5.0 percent per annum is estimated for the commercial vehicles. 7.3.3 Design Traffic Design Traffic of 15 years has been adopted for the design of new pavement in case of two lane with paved shoulder and four lane carriageway. This is in concurrence with the Project specific 2-Laning Manual of Specifications & Standards and the latest Manuals published by IRC.
Lane Distribution Factor The lane distribution factors adopted for the project are as given under: Two-lane single carriageway: 75 per cent of the number of vehicles in both the direction Dual 2-lane carriageway road: 75 per cent of the number of vehicles in each direction
Directional Distribution Factor The value of 0.50 has been adopted as the directional distribution factor.
7-4
Vehicle Damage Factor The numbers of equivalent 8.16 t standard axles for the different categories of commercial vehicles have been determined on the basis of the axle load surveys. The values of vehicle damage factors (VDF) adopted for design is given in Table 7.2. Table 7.2: Vehicle Damage Factor Vehicle Class VDF
Bus 0.78
LCV 0.6
2-Axle 5.65
3-Axle 5.15
MAV 6.85
Based on the above mentioned inputs the design traffic calculated for different homogenous section is given in Table 7.3.
Table 7.3: Design Traffic (MSA) for New Pavement Design Traffic (msa) 120 120 120 100 50 100 100 100 110 110 60
SNo 1 2 3 4 5 6 7 8 9 10 11
From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171
To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173
7-5
7.3.4
PAVEMENT DESIGN IRC: 37-2001 method is adopted for the design which is based on the empirical analytical approach, and provides catalogues for design of flexible pavements. The design catalogue gives the standard pavement compositions. The design relates to six CBR values ranging from 2 to 10 per cent and six levels of design traffic 10, 20, 30, 50, 100 & 150 MSA. The pavement compositions specified in design catalogue for adoption are relevant to bituminous surfacing (BC and DBM), base course (WMM / WBM) and granular layer of GSB. Soil exploration was conducted from borrow areas for the construction of fill / embankment and sub-grade. The soil types tested so far along the road stretch may be classified as Silty Sand and Sandy Silt. The CBR values (4-days soaking) using Modified Proctor Compaction and at OMC have been found to vary from 21 % to 27 %. Thus, the design CBR of 10 percent for sub grade is adopted in the pavement design analysis. Subgrade of 500 mm thickness and 10% CBR is required as an integral part of the pavement structure. The pavement design for different homogenous sections based on inputs mentioned above is given in Table 7.4. Table 7.4: New Pavement Design S No 1 2 3 4 5 6 7 8 9 10 11 From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171 To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173 New Pavement Design BC DBM WMM GSB (mm) (mm) (mm) (mm) 50 50 50 50 40 50 40 50 50 50 50 140 140 140 130 110 130 140 130 135 135 110 250 250 250 250 250 250 250 250 250 250 250 200 200 200 200 200 200 200 200 200 200 200 Total (mm) 640 640 640 630 600 630 630 630 635 635 610
7-6
Matching of the GSB layer of new pavement should be done with existing GSB layer to facilitate proper internal drainage in the pavement structure.
7.4
Rehabilitation of Existing Pavement Flexible overlay is suggested over the existing pavement in order to enhance its structural and functional quality. Bituminous overlay in the form of BC and DBM is recommended as an overlay to support the design traffic of 10 years or 100 msa, whichever is less. BBD testing, test pit investigation, pavement condition survey and testing of the existing subgrade have been carried out to assess the requirements of strengthening. The overlay design is done in accordance with IRC: 81-1997 Guidelines for Strengthening of flexible road pavements using Benkelman Beam Deflection Technique.
7.4.1 Design Traffic Design traffic in terms of msa for overlay design is obtained for respective sections. The Growth Rate, Lane Distribution Factor, Directional Distribution Factor and Vehicle Damage Factor has been adopted same as that for design traffic calculation of the new pavement. Design life of overlay is considered as 10 years and the msa calculated for 10 years is less than 100 msa. The design traffic is given in Table 7.5. The section from Km 70.5 to Km 72.5 will not require any strengthening as it is proposed to be raised and reconstructed as 4 lane carriageway, hence new pavement design will be applicable for the section. Table 7.5: Design Traffic (MSA) for Overlay S No 1 2 3 4 5 6 7 8 9 10 11 From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171 To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173 Design Traffic (10 years) 70 70 70 60 60 60 60 65 65 40
7.4.2
Overlay Design Based on the deflection values, pavement condition and traffic projections, the hot bituminous overlay requirement for the rehabilitation and strengthening of the
7-7
existing pavement has been worked out, as given in Table 7.6. Realistic BBD values have been adopted for overlay design by removing outliers. The characteristic deflection values adopted for design is also given in Table 7.6.
Table 7.6: Characteristic Deflections values adopted and Overlay Design From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 To (Km) 26 42 59 70.5 72.5 83 100 136 147 173 Characteristic Deflection Value (mm) 1.36 1.27 1.58 1.27 1.18 0.94 1.85 1.34 1.5 50 40 50 50 50 Recommended Overlay Thickness BC (mm) 50 50 50 50 DBM (mm) 70 65 85 60 Reconstruction 50 50 90 65 75
Sno
1 2 3 4 5 6 7 8 9 10
As per the data from the soil investigation it can be concluded that the existing subgrade is in good condition and the CBR value ranges from 16% to 42%. Hence the pavement is structurally sound and can be overlaid. However existing carriageway surface shall be prepared before the hot bituminous overlay. Surface preparation shall includes crack filling of low to medium intensity cracks, filling of potholes and milling in case of wide and severe cracks, and extensive rut formation
7.4.3
Matching of Bituminous Layers Crust details of the existing pavement for each homogeneous section of the project road were obtained from the inspection of the test pits, the details are given in Table 7.1.
7-8
Matching of bituminous layers between strengthening and widening portions will arise with case of widening on existing formation and symmetrical widening. For the present case, for facilitating application of bituminous courses in a single stroke, matching of the layers is required. The differential thickness of new pavement and overlay pavement will be laid first and separately. It will be helpful to then lay common thickness of DBM with one operation and BC in second operation.
7.5
Design of New Rigid Pavement for Toll Plaza and Arjunsar Village Rigid Pavement is proposed for the lanes at Toll Plaza location and 500 m length in Arjunsir Village. Jointed Plain Concrete Pavement is recommended and the design is carried out in accordance with IRC:58-2002 Guidelines for the design of plain jointed rigid pavements for highways. The rigid pavement has been designed for a design life of Thirty (30) years. The rigid pavement has been designed to withstand the cumulative effect of the axle load repetitions of different commercial vehicles applied over the design life of 30 years. As per IRC:58-2002, only 25% of the cumulative repetitions of commercial vehicles for 30 years is taken as the design traffic for computing the expected axle load repetitions for design. The basic pavement structure consists of Pavement Quality Concrete (PQC) slab over Dry Lean Concrete (DLC) base and GSB Sub-base. These layers are laid over an appropriate subgrade of 500 mm thickness. The effective modulus of subgrade reaction (effective k) for pavement design is limited to 20 kg/cm2/cm (increase due to DLC) keeping in view the recommendation from IIT Kharagpur and the fact that the value of k decreases with the load repetition and loss of support due to heavy loading. The following inputs have been adopted for the design: Modulus of elasticity of concrete Poissons Ratio Coefficient of thermal expansion of concrete Tyre Pressure Subgrade CBR
E = 3.0 10 5 = 0.15 = 10 10 6 perC = 8 Kg / cm2 = 10%
Different trial thicknesses of concrete slab were carried out, and the pavement structure was checked for the cumulative fatigue life consumed over the design life. The slab thickness was checked for critical stress condition, which is the addition of flexural stresses due to traffic load and stresses due to temperature differential between top and bottom of the slab. The corner load stresses were also checked as part of the analysis.
The dowel and tie bar design for the transverse and longitudinal joint has been also carried out as per IRC:58-2002. The inputs adopted for the design are as follows: Joint Width Characteristic compressive strength of concrete
Design load transfer
z = 20 mm
f ck = 400 Kg / cm 2 = 40%
Coefficient of friction between pavement and subbase/base f =1.5
Based on the inputs mentioned above and the formulas given in IRC:58-2002, the rigid pavement design worked out is given in Table 7.7. A Joint Spacing of 4.5 m and Slab Width of 3.5 m are recommended.
Table 7.7: New Concrete Pavement Design Layer Type Thickness (mm)
Pavement Quality Concrete (PQC) M 40 Grade Dry Lean Concrete (DLC) M 15 Grade Granular Sub-Base (GSB)
Total Pavement Thickness (mm)
300 150 150

600
Mild steel dowel bar of 32 mm diameter and 500 mm length has to be placed at 250 mm spacing. The first dowel has to be placed 150 mm from the pavement edge. Deformed tie bar of 12 mm diameter and 700 mm length has to be placed at 500 mm spacing.
7.6 Design of Service Road
Service road is required at two sections in the project, namely, Loonkaransar and Suratgarh. It is designed for urban traffic. Inputs adopted for the design of service road are as following:
Design traffic = 10 msa Subgrade CBR = 10 % Based on the above mentioned inputs, the structure of the service road worked out as per IRC: 37-2001 is given in Table 7.8.
Table 7.8: Design of Service Road (10 msa) Layer Type Thickness (mm)
Bituminous Concrete (BC) Dense Bituminous Macadam (DBM) Wet Mix Macadam (WMM) Granular Sub-Base (GSB)
40 50 250 200
540
7-11
CHAPTER 8 STRUCTURES
8.1
INTRODUCTION The proposed structures & rehabilitation of existing structures has been finalized based on detailed inventory, Horizontal Alignment, vertical profile, geotechnical investigation, hydrological study etc. The rehabilitation scheme is also proposed for the existing structure which has been kept retained.
8.2
PROPOSED STRUCTURES There are 2 Major Bridges (Total length > 60.0 m), 6 Minor Bridges (6.0 m < Total Length <60.0m, and 84 culverts on the project road. All existing and proposed major & minor bridges have been analyzed to accommodate 2 lane carriageway.
8.2.1 GENERAL CONDITION OF BRIDGES 8.2.2 General Condition of Bridges There are existing 2 major bridges (2 lane existing) on the project road. The superstructures are of RCC T Beam resting on Open foundation. Rehabilitation of existing bridge has been proposed and 1 new 2 lane configuration bridge side with existing bridge at Km 163+101 is recommended. There are 6 existing minor bridges (2 lane), out of which 1 existing bridge is to be abandoned due to realignment and a new 2 lane configure minor bridge for same stream is proposed, and 5 existing bridges are in sound condition and proposed for some minor repairing work. The types of superstructures for the minor bridges are of RCC Slab and substructure is of wall type RCC resting on open foundation.
8.2.3 GENERAL CONDITION OF CULVERT 8.2.4 General Condition of Culverts There are total 84 culverts in the proposed stretch. The existing culverts observed along the project road are mainly of fair condition, adequate waterway and recommended to be reconstructed or widening due to proposed alignment. Additional culverts on bypass/realignment locations are also identified.
8-1
8.3
IMPROVEMENT PROPOSALS There are 2 Major Bridges (Total length > 60.0 m), 6 Minor Bridges (6.0 m < Total Length <60.0m and 84 culverts on the project road.
8.3.1 Major bridge i. The existing bridge is of 2 lane carriage way. The widening/Rehabilitation/new construction of the bridge has been done as per Manual of Standards & specifications For Two Laning of Highways through Public Private Partnership Manual of Specifications & Standards. Existing 1 major bridge is recommended to be repaired and one new 2 Lane Bridge has been proposed adjacent to existing bridge.
ii.
8.3.2 Minor bridges i. There are 6 minor bridges on project road. The widening/Rehabilitation/new construction of the bridge has been done as per Manual of Standards & specifications For Two Laning of Highways through Public Private Partnership Manual of Specifications & Standards. Existing 1 minor bridge is to be abandoned due to realignment and 1 new 2 lane configuration bridge is proposed for same stream on realigned road.
ii.
8.3.3 Culverts i. There are 84 culverts (pipe and slab) on the project road. These culverts are of 2-lane configuration. ii. All new Pipe culverts shall have minimum dia of 1200 mm. iii. Existing Pipe culverts of dia less than 900 mm has been recommended for reconstruction. iv. Minimum cushion over pipe culverts for new constructions has been kept as 1.0 m. v. 2 pipe culverts are recommended to be widened for 4 lane configuration. vi. 7 Pipe culverts and 6 slab culverts are recommended to be widened for 2 Lane configuration. vii. 1 pipe culverts are proposed to replace with an increased water way where inadequacy of water way observed. viii. 17 Additional culverts (Pipe) on bypass/realignment/new alignment locations are also identified. 8.3.4 Summary of improvement proposals of various types of the existing structures on the project road is as under Major Bridges
Total number of bridges New 2 lane bridges to be constructed due to poor condition / submersible New 2 lane bridges to be constructed due to new alignment/ bypass New 2 lane lane bridges to be constructed with or with out widening of existing 2 lane bridge
2
NIL
NIL
1
8-2
Minor Bridges
Total New 2 lane bridges to number be constructed due to of poor bridges condition/submersible New 2 lane bridges to be constructed due to realignment/ Bypass/ new alignment
Retain / Widening
New 2 lane retained Widening of existing & New 2 lane bridges
6 ROB/RUBs
Total number of existing ROBs
0/0
0/1
New 4 lane ROBs to be constructed
New 4 lane ROBs to be constructed due to realignment / bypass
New 4 lane ROBs to be constructed adjacent to existing 2/3 lane ROB
0 Culverts
NIL
NIL
No of culverts to Total no be retained with widening of culverts Pipe RCC Slab 101 9 6
No of culverts to be replaced due to poor condition RCC Slab / Pipe Stone Slab 1 0
No of Additional culverts to be provide Pipe 17 RCC Box 0
No of culverts retained (nothing to do) Pipe 51 Slab 17
8.3.5 Repairs and rehabilitation of structures A specialized team having relevant experience and expertise has inspected all the structures. Based on the defects observed, a comprehensive repair and rehabilitation plan is to be prepared for repair and rehabilitation of the distresses bridge components.
Common repair/ rehabilitation measures (For all structures) i. Expansion joints shall be made functional. ii. Existing wearing coats to be get repaired. iii. Some plastering works shall be done in the cracked/distresses portions of the existing bridges iv. Existing railings shall be replaced with crash barriers. v. Remove vegetation from the structures; vent way and revetments around abutments. vi. Replace / rehabilitate damaged stone pitching on embankments. vii. Approach slab to be constructed on both sides.
8-3
Details of new Major Bridges and Rehabilitation/Repair/widening Scheme for Existing Major Bridges
A.
Details of new Major Bridges*
Name of Bridge
Existing Chainage (km)
Design Chainage (km)
Proposed span arrangement (nos ) 3 x 24.4
GDC Bridge
164/2 163+101 162+491
Ghagghar River
New 2 lane
RCC Girder
8-4
Total width of the structure 14.8
Proposed structural configuration
Bridge No.
Type of Crossing
S No.
B.
Rehabilitation/Repair/Widening of Existing Major Bridges
Name of Bridge
Superstructu re
Substructure
Details of Rehabilitation/ Repair
Type of Structure span arrangement (nos x Length (m)) Width (m) Foundation
Bridge No.
IGNP Main Canal Bridg e
15 8/2
157+631
157+ 034
8.8
7 x 9.7 / 67.9
Open
Brick Masonry
RCC T Beam
Existing parapet shall be replaced by crash barrier. Expansion joint shall be replaced with filler type. Existing wearing coat to be removed and new bituminous WC shall be laid in 65 mm thickness (40 mm BC +25 mm mastic asphalt) Cleaning of drainage spouts. Approach slab to be reconstructed on both side of the bridge
The proposed span arrangement is tentative and the same shall be finalized in consultation with Irrigation Authority & IC. Any change in span arrangement and type of foundation / structure shall not be treated as change in scope of work
8-5
Details of Widening -
S No.
Details of new Minor Bridges and Rehabilitation / Repair / widening Scheme for Existing Minor Bridges A. Construction of new Minor Bridges
Proposed span arrangement (nos x Length (m)) Total width of the structure (m) 12.9 Proposed Structural Configuration Bridge Name Bridge No Proposed Structure Type Precast RCC Girder Existing Chainage (km) Design Chainage (km)
Lift Canal Bridge
106+530
Lift Canal
Type of Crossing
S.No
New 2 Lane
1x16.2 (skew)
The proposed span arrangement is tentative and the same shall be finalized in consultation with Irrigation Authority & IC. Any change in span arrangement shall not be treated as change in scope of work
8-6
Rehabilitation/Repair/Widening of Existing Minor Bridges The proposed span arrangement is tentative and the same shall be finalized in consultation with Irrigation Authority & IC. Any change in span arrangement shall not be treated as change in scope of work
span arrangement (nos + Length (m)) Details of rehabilitation Bridge Name Type of Structure Foundation Superstruc ture Substructu re Bridge No.
Width (m)
1/1 Lift 1 (Bypa 0+500 Canal ss) Bridge
9+344
8.5
1 x 6.7
Open
RCC
RCC Solid Slab
61/1
Lift 60+30 Canal 59+826 8 Bridge
9.0
3 x 5.35
Open
Brick Masonry
RCC Solid Slab
81/2
8.7
3 x 7.8
Open
Brick Masonry
RCC Solid Slab
93/1
8.5
3 x 11
Open
Brick Masonry
RCC Solid Slab
Expansion joint shall be replaced with filler type Existing wearing coat to be removed and new bituminous WC shall be laid in 65 mm thickness (40 mm BC +25 mm mastic asphalt) Existing railing to be repaired. Expansion joint shall be replaced with filler type Existing wearing coat to be removed and new bituminous WC shall be laid in 65 mm thickness (40 mm BC +25 mm mastic asphalt) Existing railing to be repaired. Vent way shall be cleaned Expansion joint shall be replaced with filler type Existing wearing coat to be removed and new bituminous WC shall be laid in 65 mm thickness (40 mm BC +25 mm mastic asphalt) Existing railing to be replaced with crash barrier. Vent way shall be cleaned Expansion joint shall be replaced with filler type Existing wearing coat to be removed and new bituminous WC shall be laid in 65 mm thickness (40 mm BC +25 mm mastic asphalt) Existing railing to be replaced with crash barrier. Vent way shall be cleaned
8-7
Details of repair
S No.
span arrangement (nos + Length (m))
Details of rehabilitation
Bridge Name
Type of Structure Foundation Superstruc ture Substructu re
Bridge No.
Width (m)
110/1
Lift 109+5 108+94 Canal 00 8 Bridge
8.5
3 x 5.0
Open
Brick Masonry
RCC Solid Slab
Expansion joint shall be replaced with filler type Existing wearing coat to be removed and new bituminous WC shall be laid in 65 mm thickness (40 mm BC +25 mm mastic asphalt) Existing railing to be replaced with crash barrier. Vent way shall be cleaned
8-8
Details of repair
S No.
Reconstruction Scheme for Culverts

SI. No. 1 Existing CD No. Existing Chainage (km) 141+500 Design Chainage (km) 140+877 Type of Structure Existing Pipe Proposed Pipe Recommendation Reconstruction Span Arrangement Existing Proposed (m) (m) 1x0.6 1x1.2 Proposed total width (m) 12
Widening Scheme of Culverts

Sr. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Existing Chainage (km) 5+845 4+000 3+680 3+350 23+050 31+800 71+937 72+272 86+250 89+200 107+100 123+480 133+300 165+700 166+150 Design Chainage (km) 3+997 5+849 6+177 6+514 22+282 31+030 71+453 71+788 85+877 88+693 106+613 122+853 132+707 165+093 165+439 Type of structure Existing Pipe Pipe Pipe Pipe Slab Pipe Pipe Pipe Slab Slab Pipe Slab Pipe Slab Slab Proposed Pipe Pipe Pipe Pipe Slab Pipe Pipe Pipe Slab Slab Pipe Slab Pipe Slab Slab Recommendation Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Span Arrangement Existing Proposed (m) (m) 1x0.6 1x0.6 1x0.6 1x0.6 1x0.6 1x0.6 1x0.9 1x0.9 1x5.7 1x5.7 1x0.3 1x0.3 1x1.0 1x1.0 2x1.0 2x1.0 1x2.8 1x2.8 1x3.6 1x3.6 1x0.6 1x0.6 1x1.2 1x1.2 1x0.3 1x0.3 1x1.5 1x1.5 1x1.5 1x1.5
Proposed New Culverts

S No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Chainage (in km) 9+520 48+160 56+040 71+080 71+257 71+637 101+860 102+920 106+240 108+340 124+880 125+040 137+400 143+940 162+780 164+120 169+380 Proposed Structure Pipe Pipe Pipe Pipe Pipe Pipe Pipe Pipe Pipe Pipe Pipe Pipe Pipe Pipe Pipe Pipe Pipe Proposed span arrangement (nos. length (m)) 1 x 1.2 1 x 1.2 1 x 1.2 1 x 1.2 1 x 1.2 1 x 1.2 1 x 1.2 1 x 1.2 1 x 1.2 1 x 1.2 1 x 1.2 1 x 1.2 1 x 1.2 1 x 1.2 1 x 1.2 1 x 1.2 1 x 1.2
8-9
Details of Proposed ROB / RUB Proposed structural configuration Proposed Structure type Existing Chainage Design Chainage Existing structure Total width of the structure (m) 14.8
8-10
Name of Crossing
45+957
ROB
45+957
45+181
Railw ay
2 Lane
Precast PSC/RC C Girder + RCC T Beam
1x15.0 + 1x30.0 + 1x13.2 + 1x15.0
Details of Proposed CUP
S. No 1 2
Existing Chainage (km) 48+931 143+464
Minimum Size(M) 7x3.5 7x3.5
Proposed span arrangement (m)
ROB/RUB
Location
SI. No.
CHAPTER-9 COST ESTIMATE

9.1 BOQ 9.1.1 Project Description The PWD, Government of Rajasthan has chosen 172.384 Km stretch of National Highway (NH-15) from Bikaner Km 553+800 of (NH-11) (Ch.0+000) to Suratgarh Km 173+000 of (NH-15) (Ch.172+384) in the State of Rajasthan for widening to two lane with paved shoulder of the existing two lane. EXISTING CROSS SECTION The entire highway (length is 172.384 km) is of two lane carriageway of 7.0 m width without paved shoulder except 4 laning from Km 70/700 to Km 71/800 at Loonkaransar and Km 171/000 to Km 173/000 at Suratgarh.
9.1.2
Adopted Approach for quantification of Road Works Entire Road Stretch is divided in to ten homogeneous sections as per condition survey which is Given Below in Table: 9.1 Table: 9.1 Homogeneous Sections S. No. 1 2 3 4 5 6 7 8 9 10 Homogenous Sections 0 Km - 26 Km 26 Km -42Km 42 Km - 59 Km 59 Km - 70.5 Km 70.5 Km - 72.5 Km 72.5 Km - 83 Km 83 Km - 100 Km 100 Km - 136 Km 136 Km - 147 Km 147Km - 173 Km
Salient features are given at Page E-4 of Executive Summary. 9.1.3 New pavement Design Pavement design has been carried out by IRC: 37. Pavement Composition of different Homogeneous sections is given below.Table-9.2: Crust Composition for New Carriageway.
9-1
Table-9.2 (New pavement Design) Sr. No. 1 2 3 4 5 6 7 8 9 10 Homogeneous Section 0 Km - 26 Km 26 Km - 42 Km 42 Km -59 Km 59 Km -70.5 Km 70.5 Km -72.5 Km 72.5 Km - 83 Km 83 Km - 100 Km 100 Km - 1136 Km 136 Km - 147 Km 147 Km - 173 Km BC 50 50 50 50 40 50 50 50 50 50 DBM 140 140 140 130 110 130 140 130 135 135 WMM 250 250 250 250 250 250 250 250 250 250 GSB 200 200 200 200 200 200 200 200 200 200 Total Thickness 640 640 640 630 600 630 630 630 635 635
9.1.4
Overlay Design Benkelman Beam deflection testing and pits evaluation was done in one kilometer stretch of each homogenous section for structural evaluation of the existing pavement. The design is done in accordance with IRC: 81-1997 for a design period of 10 years. The design traffic is calculated for 10 year. Table-9.3 (Overlay Design) S No. 1 2 3 4 5 6 7 8 9 10 Homogenous Sections 0 Km - 26 Km 26 Km - 42 Km 42 Km -59 Km 59 Km -70.5 Km 70.5 Km -72.5 Km 72.5 Km - 83 Km 83 Km - 100 Km 100 Km - 136 Km 136 Km - 147 Km 147 Km - 173 Km Overlay thickness (mm) BC DBM 50 70 50 65 50 85 50 60 Reconstruction for Raising & Four-laning 50 50 40 50 50 90 50 65 50 75
9.1.5
Methodology for Quantification of Highway works New central median is constructed of Width specified in TCS schedule. For the construction of SDBC, DBM & BM bitumen 60/70 has been taken for costing. For construction of BC Polymer modified bitumen PMB40 has been taken. Profile correction has been taken with BM. Overlay has been provided in widening portion for 7 m width. New Earthen shoulder provided with selected soil in 1m width.
9-2
Proper benching i.e. steps are made in embankment, sub grade and granular sub base for proper bond with new construction. Embankment section of height greater than 3.0m has been protected by means of stone pitching along with toe wall, chute drain, energy dissipation basin & Wmetal beam crash barrier. CC covered drain has been provided as per TCS. In costing of toll plaza, cost of pavement layers, traffic aid post, medical aid post, medical quarter, toll office building, toll booth, roofing sheet, space frame, highway lighting has been taken. Edge line & centre line has been calculated for main carriageway & service road. Cats eye has been provided in the centre line of pavement. Pot-hole has been taken into quantification considering 0.5% of pavement surface will damage during construction
9.2 Rate Analysis This chapter deals with Analysis of Unit Rates for various items of road & bridge works. Consistent with the high qualitative standard of the facility, consultant has considered mechanized construction methods for the analysis of unit rates based on Standard Data Book 2001-2002 Published by Ministry of Road Transport and Highways, India. The adopted method of Rate Analysis gives good results for large size Highway construction Projects. 9.2.1 Review of Rates & Market survey for rates The comparison of the rates of material, machinery & labour from different sources through market surveys has been done for getting idea of applicable rates for particular Project location. The rate of various components of each item has also been reviewed from other sources like on going similar construction works at similar locations. Rate of Bitumen has been taken from IOCL / BPCL. Rate of steel FE-500 has been taken from Steel Authority of India. Rates adopted are given in below Table No.9.4, are inclusive of cost of transportation with all lead & lift, VAT, Royalty tax etc complete at site. Table: 9.4 Adopted Finished Rates Material Finished Rate / MT Cement 4400 FE 500 Steel 46500 Bitumen 60/70 37174 Bitumen PMB-40 39775
Sr. No. 1 2 4 5
Rate analysis has been carried out by using data book of MORT&H-2001-02. In MORT&H data book all the rate of machinery, plant, material & labour has been used as an input. Final rates of each item have been compared with similar ongoing NH project & finally most applicable & reasonable rates have been considered for cost estimate.
9-3
9.2.2
Specification The specification for the works shall generally confirm to the stipulation made in Specification for Road and Bridge Works (IVth revision) of MORT&H. Chapterisation of Unit Rates Following chapters have been formulated in conformity to Standard Data Book for Analysis of Rates for detailed analysis of various items for roads & bridge works. Table: 9.5 Chapterisation of Unit Rates Chapter 1 2 3 4 5 6 7 8 9 10 11 Work Description ROAD WORKS SITE CLEARANCE EARTH WORK, EROSION CONTROL AND DRAINAGE SUB-BASES, BASES (NON- BITUMINOUS) AND SHOULDERS BASES AND SURFACE COURSES (BITUMINOUS) BRIDGES,ROB &CULVERTS DRAINAGE & PROTECTIVE WORKS TRAFFIC SIGNS, MARKINGS & OTHER ROAD APPURTENANCES MAINTENANCE DURING CONSTRUCTION TOLL PLAZA RE-WALL MISCELLANEOUS
9.2.3
9.2.4
Equipment Rates The Hire Charges of common plant and machinery has been adopted from Standard data book of rate analysis Bikaner division-2009, while for some specific item separate analysis has been done. Prevailing market rates have been adopted for the items not covered in rate analysis wherever considered appropriate. The cost of labour has been taken from Standard data book of rate analysis Bikaner division-2009. Table 9.6 Overhead Charges & Contractors profit S No. 1 2 3 Description Road Works Bridge Works Bridge Works (Rehabilitation) Overhead charges Contractor Profit 8% 20% 30% 10% 10% 10%
9-4
9.3
Cost Estimate The unit rates derived by MORT&H -2001-02 Data Book for various items of roads & bridge works have been used in cost estimate. Summary of Abstract of cost of Bikaner-Suratgarh From Km 9.845 Bypass (Ch. 0/000) To Km 173.00 (Ch.172.384) Total Length 172.384 Km S. No 1 2 3 4 5&6 7 8 9 10 11 12 13 14 15 16 17 18 Description of Bill Site Clearance & Dismantling Earthworks GSB & Sub-Base Bases and Surface Course (Bituminous) Bridges, ROB, culverts Drainage & Protective Works Junctions, Traffic Signs, Marking & Other Appurtenances Maintenance During Construction Toll Plaza RE Wall Miscellaneous Additional Cost for four laning from Km 171.00 to 173.00 Total Civil Cost Total Civil Cost per Km (in Crore ) Total Project Cost (125% of Civil Cost) Cost per km Length (Km) Amount 0.34 19.85 43.43 253.04 10.93 17.90 10.62 0.40 16.15 7.12 14.09 7.00 400.87 2.33 501.08 2.91 172.384
9-5
CHAPTER 10 ECONOMICAL AND FINANCIAL ANALYSIS
10.1 Introduction 10.1.1 Background As per the Terms of Reference (TOR), this report has been prepared documenting the financial evaluation for up gradation strengthening of highway corridor between Bikaner to Suratgarh section of NH 15. 10.1.2 Objective The objective of project evaluation is to assess the project feasibility of proposed up-gradation from 2 lanes to 2 lanes with paved shoulder from km 0+000 to km 173+000 in financial terms. The financial feasibility is to be evaluated in terms of Financial Internal Rate of Return (FIRR). In addition, necessities of Government subsidy (Funding Options) and optimal concession period have also to be identified. 10.1.3 Scope The Scope of evaluation includes: 10.2 Estimation of EIRR and NPV Estimation of FIRR Assessment of Governmental subsidy Optimal concession period
General The Construction of roads brings about a variety of benefits that are enjoyed practically by all sectors of the economy. Scarcity of resources and competing demands from various sectors are the important features of a developing economy. It therefore, becomes extremely necessary to allocate the scarce resources in the most beneficial manner. In view of the above, it is necessary to ensure that the projects selected for investment are thoroughly evaluated to determine the financial benefits offered by the project and the ease with which the project can be implemented. Highway financial analysis is a technique whereby
10-1
the cost and benefit from a scheme are quantified over a selected time horizon and evaluated by a common yardstick. The economic analysis involves comparison of project costs and benefits under the "with" and without" project conditions and determining the Economic Internal Rate of Return (EIRR) of the project using discounted cash flow technique. This shows the return, which the society could expect from the proposed investment during the project life, i.e. analysis period. The project is further subjected to sensitivity analysis by assessing the effects of adverse changes in the key variables on the base EIRR. In this, project costs are increased by 15 percent and benefits are reduced by 15 percent. In addition, the combined effect of these changes is also assessed. This helps to gauge the economic strength of the project to withstand future risks and uncertainties. 10.3 Basic Approach and Methodology The main motto to carry out economic feasibility is maximizing the returns on investment by determining improvement proposals that lead to minimum total transport costs. Economic evaluation is carried out based on incremental costs and benefits comparing the total net benefits in Do Minimum situation with With Project situation. The term Do Minimum is defined as the base strategy for economic analysis i.e. without project situation. The term With Project is defined as widening of carriageway by constructing 1.5 m wide paved shoulder on either sides, thus increase in width of carriageway from existing 7.00 m to 10.00 m, as per 2- Lane configuration of from km 553/869 of NH-15 (Ch.0/000) to Km 173.000 (Ch.172.384) except four laning from Km 70/500 to Km 72/500 and 12m carriageway in village portion. Economic analysis has been carried out for Do Minimum case with widening to 2-lane-paved shoulders in whole stretch as per requirements for urban developments along this stretch. Do minimum essentially includes the geometric improvements to match the standards as IRC norms, throughout the road without any exception or compromise with safety of road users. The financial feasibility is carried out to maximize the returns on investment by determining improvement proposals that lead to minimum total transport costs and Financial Internal Rate of Return, also to asses the requirement of the government subsidy required and to calculate the optimal concession period to gain the profit. 10.3.1 Model Used Economic analysis has been done by using HDM-IV model. HDM-IV model is a highway design and maintenance program for analyzing the total transport costs of alternative road improvement and maintenance strategies.
10.3.2 Inputs to the Model The values of input data used for the above model for the present project are as follows General Analysis period Discount rate Construction Period Improved Road to be opened to traffic in Standard Conversion Factor Salvage Value Road Characteristics Bikaner to Suratgarh Description Km 0.000 to Km 173.000 Road length (Km) Road width (m) Shoulder Width (m) Road Deterioration Factors Road deterioration factors used for analysis as inputs to HDM model are given as under: Crack initiation Crack Progression Raveling initiation Pothole progression Rut depth progression Roughness Progression Environment roughness 1.5 1.5 1.0 1.5 1.5 1.5 1.0 172.384 7.0 m 1.5 m 16 years 12% 24 Months 2014 0.9 0%
10-3
10.3.3 Base Year Traffic by Composition and Growth Rates Classified Traffic volume counts were carried at three locations on project corridor for 7 days, 24 hours. The average AADT of the volume count has been taken as the base line traffic. Homogeneous Sections: Based on Average annual daily Traffic (AADT) the project road has been divided into three traffic homogeneous sections. Further for the purpose of Tolling the project road has been dived in to three Toll Sections with one Toll Plaza in each section. Economic evaluation has been carried out for two sections treated as one section. The year of bidding is 2010.The base year traffic by vehicle composition for this section is given below in Table 10.1 Table 10.1: Average Annual Daily Traffic in (nos.) at two Toll Plaza in Year 2009 AADT (no.) Categories Km 25.500 Cars (Jeep, Van, Taxi) LCV/Mini Bus Buses 2-Axle Truck MAV (3 to 6) Oversized Vehicles (7 or more) HCM/EME Total Tollable Traffic Tractors (with & without Trailer) Slow Moving Vehicles Exempted Vehicles Total Traffic 1123 114 147 372 2168 3 3 3930 54 50 75 4640 Km 84.500 564 312 170 477 1612 0 2 3137 77 13 58 3444 Km 145.000 721 304 165 362 2045 6 3 3606 93 21 99 3935
The traffic growth rates have been calculated and the details are given in Chapter4. The adopted traffic growth rates for the purpose of FIRR calculation is given in Table 10.2.
Table 10.2: Recommended Growth Rates Vehicle Type Year Period 2010-2014 2015-2038 Two Wheeler 5.00 5.00 Car 5.00 5.00 LCV 5.00 5.00 BUS 5.00 5.00 Truck 5.00 5.00
10.3.4 Revenue Calculations The Annual Revenue for each toll section is calculated for 5% Growth Rate wherein the Base Toll Rates for 2007 per km is applied: Table 10.3: Toll Rates (2007) Toll Rates (Road) for Base Year (2007) per km Categories Section 1 2 lane section Cars, passenger vans, jeep LCV's Mini Buses Buses Trucks of 2 Axle Trucks of 3 Axle MAV (4 to 6) HCM / EME Oversized Vehicles (7 or more) 0.390 0.630 0.630 1.320 1.320 1.44 2.070 2.070 2.520 Section 2 2 lane section 0.390 0.630 0.630 1.320 1.320 1.44 2.070 2.070 2.520 Section 3 2 lane section 0.390 0.630 0.630 1.320 1.320 1.44 2.070 2.070 2.520
The above mentioned Toll Rates is further increased by 5% every year and the Revenue Calculations for 5% Growth Rate is done.
10-5
Table 10.4: Annual Toll Revenue at Toll Plaza Locations

Toll Revenue (in Cr.) Year Counter 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Year Section 1 Ch 0.000 to 60.000 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 4.05 18.74 20.50 22.40 24.70 27.30 30.18 33.17 36.81 40.19 44.42 49.34 53.89 59.66 49.57 Section 2 Ch 60.000 to 120.000 3.52 16.33 17.85 19.55 21.46 23.75 26.27 28.82 32.07 34.96 38.73 42.99 46.97 51.82 43.10 Section 3 Ch 120.000 to 172.384 13.33 16.57 18.43 20.23 22.51 24.62 26.74 29.92 32.75 36.66 40.09 43.88 48.96 53.55 57.23 Total Revenue 20.90 51.64 56.77 62.18 68.66 75.67 83.20 91.91 101.63 111.81 123.24 136.21 149.82 165.03 149.90
Annual Revenue at Toll Plaza locations
km 25.500 km 84.500 km 145.000
70.00
Toll Revenue (in Cr.)
60.00 50.00 40.00 30.00 20.00 10.00 0.00 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027
Year
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10.3.5 Project Cost and Scheduling The project cost consists of following components: Capital Cost The capital cost of the project consists of cost incurred during the construction period, from 2012 to 2013. The total expenditure incurred during the construction period for Bikaner-Suratgarh is as shown in the Table 10.5. The proposed project road would be opened to traffic in 2014. Table 10.5 Financial Construction Cost Package- I Description Cost (Road Portion) Rs. in Crores Ch 0.000 to Ch 172/384 Proposed Project Road Option Financial Cost of the project Standard Conversion Factor Economic Cost of the Project 2 Lane to 2 lane with paved shoulders Rs. 501.08 Crore 0.90 Rs. 450.954 Crore
Maintenance Costs Routine maintenance cost has been estimated for both highway and for the highway in the Do Nothing case. The estimated maintenance cost is given below in Table 10.6. Table 10.6: Maintenance Costs S. No. 1 2 Item Routine Maintenance Periodic Maintenance Cost (Rs) 0.004 Crore/km/Year 0.079 Crore/km/Year
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Periodic maintenance for new highways would be met with in accordance with the analysis of the life cycle costing model carried out for the project corridor. Basic Assumptions Project Parameters: 1) 2) 3) 4) Evaluation year of Cost Estimates Construction Period Debt / Equity Annual Escalation in Toll Rates : : : : 2010 24 months 70% / 30% 5% per annum
O & M Cost and Other Assumptions: Routine Maintenance Cost Periodic Maintenance Cost (Once in 7 Years) Elec. & Patrolling Exp. Toll Collection Exp. Office Exp Insurance Exp. Estimated Escalation in Cost (%) Tax Rate MAT Tax Holiday (80 I A) Depreciation Rate SLM* Loan Repayment (during operation) Moratorium Interest Rate * SLM: Straight Line Method : : : : : : : : : : : : 5% 33.22% 19.93% 10 Years 0.01 1.82 1.22 Crores/Km/Annum Crores/Annum Crores/Annum 0.15 % of TPC Per Annum : : 0.004 0.079 Crores/Km/Annum Crores/Km/Annum
15 Years (100%) 10 Years 2 Years 12%
10-8
10.4
Vehicle Characteristics The data as given in the Table 10.7 below have been obtained from manufacture literature and IRC SP-30. Table 10.7: Base Vehicle Characteristics S. No. 1 2 3 4 5 Description Gross Vehicle weight ESAL Factor Number of Axles Number of Tyres Number of Passengers Two Wheeler 0.2t 0 2 2 1 Car 1.47t 0 2 4 4 LCV 7t 0.24 2 6 0 BUS 9.2t 0.47 2 6 40 Truck 16.2t 3.51 2 6 0
Vehicle Utilization Data These data have been worked out on the basis of Road User Cost Study. Table 10.8 provides the vehicle utilization data. Table 10.8: Vehicle Utilization Data S. No 1 2 3 4 Description Service life - Year Hours Driven per year Km driven per Year Annual interest rate Economic Unit Cost The data given in Table in 10.9 have been collected from respective dealers, net of taxes and duties. Two Wheeler 10.0 1950 32000 12 Car 10.0 1950 32000 12 LCV 10.0 2000 66000 12 BUS 10.0 2100 85000 12 Truck 10.0 2100 85000 12
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Table 10.9: Economic Unit Costs S. No. Description Two Wheeler 25226 377 15 19 0 0 Car 287288 1314 30 34 0 0 LCV 383386 2332 30 0 6 27 BUS Truck
1 New vehicle Price 2 New Tire Price 3 Maintenance Labor per hour 4 Passenger Time Per hour 5 Cargo Time Per hour 6 Crew Cost Per hour Fuel Costs
623899 491045 5440 30 24 0 105 5610 30 0 17 45
The fuel costs adopted for this study are given below in Table 10.10. Table 10.10: Economic Unit Costs S. No. 1 2 3 10.5 Petrol Diesel Lubricants Description Cost per liter (Rs.) 37.00 28.00 142.00
Economic Internal Rate of Return (EIRR) Using the data input to the model HDM-IV, the annual stream of cost savings (VOC +Time cost saving) derived from analysis without project (base year) and with project developed Table 10.11 Economical Internal Rate of Return Internal Rate of Returns (EIRR) Bikaner to Suratgarh 19.5%
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10.6
Recommendations Financial Viability 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 a project is to calculate the FIRR (Financial Internal Rate of Return) on the investment for the project. FIRR on the investment of the Entrepreneur has been estimated on the basis of cash flow analysis. For this, the annual fund flow statement has been prepared on the basis of funds requirements both for capital, operating and maintenance cost and the estimated revenue from tolls. In this analysis, the debt has been assumed to be 70%. In the analysis, the interest rate on debt is considered as @ 12%. The analysis reveals various FIRR values corresponding to each year of toll operation. FIRR of the 16 years for the package with their debt equity ratios are given below in Table 10.12. Table 10.12 Financial Internal Rate of Returns FIRR S. No. Description Debt : Equity Km 0.000 to Km 173.000 1 27.5% Grant (16 years) 70 : 30 13.16 % 15.08 % Post Tax Equity
10.7
Results and Analysis Based on the project structure, traffic study, toll analysis and financial feasibility we find that the Project is viable at a grant of 27.5% and the concession period for the same is 16 years.
10.8
Conclusions For the summary of FIRR shown in above Table 10.12, it can be concluded that proposed project is financially viable for the Bikaner-Suratgarh on DBFOT Basis.
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CHAPTER 11 ENVIRONMENTAL IMPACT ASSESSMENT
Environmental Impact Assessment chapter submitted separately in KD 5.
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CHAPTER 12 SOCIAL ASSESSEMENT
Social Assessment chapter submitted separately in KD 5.
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CHAPTER - 13 TRAFFIC OPERATION AND SAFETY PLAN
13.1
SCOPE The Scope of traffic operation and safety Plan includes the safety of: Site / Project Workers Road Users Construction Machineries / Equipments Environment Project Assets
13.2
OBJECTIVE Purpose of the Safety management system is to ensure safe traveling & road use conditions to the road users during construction and to ensure efficient & safe working condition to the workers during construction.
13.3
SAFETY & TRAFFIC MANAGEMENT Objective of Safety & Traffic Management is to ensure protection of workers on site through strict enforcement of safety plans / standards, proper training to the workers and through deployment of trained & experience workers staff at site. ensure applicable and adequate safety measures at site through proper barricading, safe access to site, lighting etc. and use of Personal Protective Equipments (PPE) & other safety tools and equipments. ensure smooth, safe and uninterrupted traffic flow on the project highway at alt times during construction. give adequate information / warning sufficiently in advance about any situation / event / matter affecting the project highway through proper signages, demarcations etc. ensure safety of road users against the hazards due to Diversion Road Condition Low Visibility Vehicle breakdown on carriageway Repair work etc. in progress on carriageway or for any other reason resulting in disturbance in free flow of traffic
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avoid risk of damage / disturbance to the properties adjacent to the project highway. ensure safety of project assets and public utilities. ensure the compliance to the applicable IRC & safety codes in good spirit. To ensure safety of road users and workers during construction & defect liability period one Safety Officer will be deputed at site for strict compilation to the safety standards. He shall be responsible for systematic identification, evaluation and implementation of preventive control of different foreseeable hazards. He shall also be responsible for making necessary arrangements for traffic safety and control through proper coordination with safety supervisors. He shall advice and assist the Engineers and Staff to create and maintain safe working conditions at site. 13.4 SITE SAFETY RULES AND REGULATIONS General Rules No drugs, alcohol or alcoholic beverages are permitted on work site. All connection for electricity, water supply and other temporary facilities made by authorized persons only and shall be in accordance with legal and contractual requirements. Work shall only be carried out if an authorized person has ordered it. General Safety Hints to the Workers Wear protective clothing or apparel where required to do so. Must wear other safety gear where required / indicated. Keep work site and work areas tidy. Use correct tools and safety apparel for the job. Maintain personal hygiene e.g. washing hands before meals. If you dont know ask. Report an unsafe condition to your supervisor and stop unsafe actions immediately. Think before you act. Dont horseplay or distract others. Dont take shortcuts, your safety and that of others is more important. Obey all safety rules and signs. Report all accidents however small, and have them treated immediately.
13.5
TRAFFIC SAFETY PLAN Work on the highway shall be carryout in a manner creating least interference to the flow of traffic. During execution of the work a passage would be constructed
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for traffic either along a part of the existing carriageway under improvement or along a temporary diversion constructed close to the highway, as per site requirement. At least 7.0 meter width of road will remain open to traffic at all the times with suitable traffic diversion measures on granular or suitable surface as applicable/required.
Guiding Principles and Precautions The construction zone creates an environment where the road user is faced with a series of hazards in the form of unfamiliar routes and standard horizontal and vertical alignment, adversely placed construction equipment .The road user also has to keep a watch over traffic control devices apart from performing normal driving functions of vehicle control and responding to other traffic hazards. These factors increase the strain on drivers performance and may lead to accidents. The safety performance of the management and Safety officer would be oriented towards reducing conditions which lead to such hazards and would give stress where risk of accident is more. The guiding principles for safety in road construction zones are to: Warn the drivers I road user clearly and sufficiently in advance Provide safe and clear marked lanes for guiding road users Provide safe and clearly marked buffer and work zones Provide adequate measures that control driver behavior through construction zones, lane closures or traffic diversions. The following defined precautions shall be applied to all the work sites: All the signs and delineators shall be maintained in a clean and brightly painted condition at all times. Adequate lighting arrangements shall be made for proper visibility after sunset in construction zones. Adequate arrangements like frequent sprinkling of water shall be made to keep the area dust free. For high traffic density roads, the following precautions must be taken: (a) For safety of workmen: Workmen would be given safety induction before work commences. First Aid training programs would be given to certain identified workmen and would be given responsibility to provide first aid to all the workmen at site. Workers required on site during night hours must be provided with fluorescent jackets and safety helmet with reflective tapes. Adequate barriers are provided to protect the workforce
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Adequate temporary lighting is provided wherever it is required. Adequate measures to be taken for the supply, use and storage of bituminous materials. Suitable precautions to be taken for underground / overhead cables.
(b) For Safety of Road User: The material, equipment and machinery would be stocked / parked in places sufficiently away from the road. Machinery would be parked at appropriate places with red flags and red lights on during night. Adequate measures are implemented to prevent operatives, tools, materials, etc. from falling onto live carriageways. Speed limits are set, marked, and enforced.
From traffic safety point of view, a construction zone comprises four sub-zones (shown in Figure-1) as described herein under:
Advance Warning Sub-Zone The advance warning sub-zone is meant to prepare the driver for an alert behavior and is an essential part of any traffic control system. The warning system shall prepare the driver well in advance by providing information regarding distance, extent and type of hazard ahead so that he can gradually reduce the speed of his vehicle. The information in this sub-zone is conveyed mostly through a series of traffic signs along its length.
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Transition Sub-Zone The transition sub-zone is the area in which the traffic is steered and guided into and out of the diverted path around the work sub-zone. This is the most crucial sub-zone from safety point of view since most of the movements are turning movements. The traffic in this sub-zone is mostly taken across with the help of barricades and channelizers. Work Sub-Zone This is the actual area where construction or maintenance activity is taking place and the main concern, therefore, is the safety of the workers at the site from the plying traffic. The path of the traffic must, therefore, be very clearly delineated to avoid intrusion of vehicles moving into the work area. The work sub-zones shall not be close to each other and the distance between the two work sub-zones shall be such that the flow of traffic can return to normal stream by permitting fast moving traffic to overtake slow moving vehicles. These distances shall preferably be 2 km on urban sections and 5 to 10 km on rural sections of the highway. The length of work sub-zones will vary. The length of warning and transition subzones shall be basically governed by the speed of approaching vehicles and shall be regulated as shown in table below: Recommended Length of Construction Zones Average Speed (kmph) 50 51-80 81-100 Over 100 Length of Advance Warning Sub-Zone (m) 100 100-300 300-500 1000 Length of Transition Length of Work Sub-Zone (m) Sub-zone (m) 50 50-100 Varies 100-200 200-300
The traffic across these sub-zones is guided and taken with the help of various traffic control devices erected at the site. Termination Sub-Zone An information sign board shall be erected to inform road users of the end of Construction Zone. Traffic Safety Measures and Control: Following traffic safety measures shall be ensured during construction:
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Erection and maintenance of bamboo stack poles, caution signs and markings and flagmen for the information and protection of traffic approaching or passing through the section of the highway under improvement. All culverts and bridges would be barricaded by providing two drums at the two ends of culvert. In between drums, bamboo with red and white stripes would be installed with reflective tapes on them for night visibility. The area to be cordoned off with safety barricading tape. Caution boards shall be placed at two ends of the bridge. Red lights or warning lights of similar type shall be mounted on the barricades at night and kept it throughout from sunset to sunrise. At the points where traffic is to deviate from its normal path as per site requirement, the channel for traffic shall be clearly marked. At high traffic area, Caution boards would be installed 60 meters before the respective diversion area speed breaker board. DIVERSION board would be installed at the both ends of the diversion road. All diversions would be kept free of dust by frequent application of water. Flagmen with red and green flag would be deployed at both ends of the respective diversion for the smooth flow of traffic as and when required. Deep excavation area would be barricaded by barricading tape. For guidance of road user caution boards with regulatory and warning information such as GO SLOW, MEN AT WORK & for illiterates pictorial GO SLOW, WORK IN PROGRESS would be installed at 100 meter intervals.
13.6
TRAFFIC CONTROL DEVICES Traffic control devices are the devices which perform the crucial task of warning, informing and alerting the driver / road user apart from guiding the vehicle movements so that the driver of the vehicle as well as the workers on site are protected and safe passage to the traffic is possible. The primary traffic control devices used in work sub-zones are signs, delineators, barricades, cones, pylons, pavement markings, flashing lights etc. They shall be such that they are easily understood without any confusion, are clearly visible during day and night, conform to the prevailing speeds in immediate vicinity, stable against sudden adverse weather conditions and are easy in installation, removal and maintenance. Safety Signs Safety sign is a sign, which uses a pictorial symbol to provide health or safety information or instruction. The sign may also include a written message. The construction and maintenance signs fall into the same three major categories viz.
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regulatory signs, warning signs arid guide signs as other traffic signs do. Warning, Cautionary, Prohibition and command signs shall be installed and will not be removed or changed till they are required at site. These signs shall be placed on left hand side of the road. Fig. 2 shows typical positioning of signs. Some of the common type of signs which shall be provided in construction zones are shown in Fig 3.
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Regulatory signs Regulatory signs mean legal restrictions on the traffic. The most common types for use in construction zones are Do not Enter, Road Closed, Speed limit etc.
Warning Signs The most common type of warning signs to alert the drivers of the possible dangers ahead in construction zones are Lane Closed, Diversion to other Carriageway, Divided Carriageway Starts, Divided Carriageway Ends and Two Way Traffic etc. Sometimes it might be advisable to explain these signs with the help of a rectangular definition plate of size appropriate to the size of warning triangle and placed 0.15 m below, from the bottom of the triangle.
Guide Signs Guide signs in construction zones shall have different background colour than the normal informatory signs. These signs shall have black messages and arrows on yellow background. The commonly used guide signs are: Diversion, Road Ahead Closed and Sharp Deviation of route etc.
Delineators Delineators are the channelising devices such as cones, traffic cylinders, tapes, drums, which shall be placed in or adjacent to the roadway to guide the drivers along a safe path and to control the flow of traffic. These shall normally be retroreflectorised for night visibility.
Traffic Cones and Cylinders Traffic cones are normally 0.5m to 0.75m high and 0.3m to 0.4m in diameter or are in square shape at the base. These are mostly made of plastic or rubber with retro reflectorised red and white band and have suitable anchoring so that they are not easily blown over or displaced. They shall be placed close enough together to give an impression of the continuity. The spacing shall be 3m (close) to 9m (normal). Larger size cones can be used for high speeds or where more conspicuous guidance is required.
Drums Empty bitumen drums (made of metal) cut to the required height shall also be used as channelising devices since they are highly visible give the appearance of being formidable objects, thereby commanding the respect of the drivers. These drums can also be of plastic which are lighter, easy to transport and store. As delineators, these drums shall be about 0.80 to 1.0 m high and 0.30 m in diameter. They shall be painted in circumferential strips 0.10 m to 0.15 m wide, alternatively in black and white colours. Barricades Whenever the traffic has to be restricted from entering the work areas, such as excavations or material storage sites so that protection to workers is provided or there is a need for separating the two way traffic, barricades shall be used. The barricades can be portable or permanent type and can be made of wooden planks, metal or other suitable material. The horizontal component facing the traffic is made of 0.30 m wide wooden planks joined together and painted in alternate yellow and white strips of 0.15 m width and sloping down at an angle of 45 degree in the direction of the traffic. Fig. 4 shows three types of barricades. Types I and II are portable type useful for small works and Type III is permanent type, suitable for major work areas. Suitable support or ballasting shall be provided so that they do not over turn or are not blown away in strong winds. In case of a permanent type barricade, a gate or movable section shall be separately provided to allow the movement of construction/supervision vehicles.
Flagmen On large construction sites, flagmen with flags and sign paddles shall be effectively used to guide the safe movements. The flags for signaling shall be 0.60
m x 0.60 m size, made of a good red cloth and securely fastened to a staff of approximately 1m in length. 13.7 SAFETY AND MANAGEMENT PRACTICES Measures for providing safe movement of traffic in some of the most commonly occurring work zones on highways shall be as follows: Temporary Diversion In the cases of major repairs or reconstruction of cross drainage structures on a highway section, damaged due to flood etc., the traffic may have to pass on a diversion, moving parallel to the highway. The warning for the construction ahead shall be provided by the sign Men at Work about 1 km earlier to the work zone or a supplementary plate indicating Diversion 1 km ahead and I or a sign Road Closed Ahead shall be placed. It shall be followed by Compulsory Turn Right/Left Sign. The Detour and Sharp Deviation sign shall be used to guide the traffic onto the diversion. Hazard markers shall be placed just where the railings for the cross drainage structures on the diversion starts. Figure 5 illustrates a typical arrangement according to the above plan.
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Partial Closure of existing two lane Carriageway In special situations when the existing two lanes in use for the main traffic need emergency repairs and the new lanes under construction are not available for diversion of the traffic. it will become necessary to carryout special repairs through partial closure of the existing two lane facility. In this situation care shall be taken that the traffic is guided from the closed lane onto the operating lane without conflicting with the traffic from opposite direction. The warning sign for Men at Work shall be installed such that it shall be seen by the approaching vehicle driver at the first instance. This sign shall also have a supplementary plate showing the distance of work zone. The next warning sign shall be for the Road Narrowing (depending upon the lane closure). Compulsory Keep Right or Keep Left sign depending upon the situation shall be provided at the beginning of the transition zone and taper. The point from where the traffic is to deviate from its normal path, the channel for traffic shall be clearly marked with the aid of painted drums or traffic cones. The spacing of these cones and/or drums shall be about 9 m or closer as per site requirement. The traffic lane or carriageway closed sign shall also be provided at barricades along with Keep Right / Left sign. A typical layout of signs for a two lane carriageway having one lane closure is shown in Figure 6.
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Closure for Work on one side Carriageway of a 4 lane divided carriageway The first sign shall be for the Men at Work alongwith distance plate for construction zone. Thereafter the sign for Road Narrowing shall be provided, followed by the signs for lane closure one after another. This shall be followed by sign for compulsory Keep right/Left (depending upon site situation).The sign for the Closure of carriageway along with that for keep Left/Right shall be provided at the point from where the vehicle is expected to change the lane for the diversion. The sign for the Diversion to the other carriageway shall be provided between the Carriageway Closure sign and the median gap. The sign for Sharp Diversion of Route along with compulsory Turn right/Left shall be provided at the location where the gap in median opening starts and traffic is expected to get diverted to the other carriageway. The warning signs for Two way traffic alongwith the plate indicating the distance upto which the two way traffic is allowed, shall be placed at the median which shall be to the left of the moving traffic. Cones or painted drums shall be placed for delineation, starting from the sign location for Carriageway Closed. A Typical arrangement is shown in Figure 7.
Carriageway Repairs Whenever the work of small magnitude is to be carried out in the middle of the carriageway, such as minor repairs of potholes, cracks and patches, then the traffic control measures shall mainly consist of providing cautionary signs of Men at Work, about 500m before the work zone for the approaching vehicle and other cautionary sign of Road Narrows, shall be placed at 100m ahead of
work area. Regulatory sign of Keep Left/Right shall be placed at the commencement point of the work zone and next to the barriers for the approaching vehicles. Movable type of barriers shall also be placed on both sides of the work area. Cones or drums shall be placed at suitable interval to demarcate the work area. The Work Zone Ends sign shall be installed 120m beyond the work area. if the operation is to continue during night time, necessary lighting arrangements with flashing lights shall also be provided. A Typical arrangement is shown in Figure 8.
Construction of New Carriageway
Urban Section of the Project Highway
a)
The service roads on either side together with side drains shall be constructed initially. During this period the main traffic shall use the existing two lane carriageway. The construction traffic in the work zone shall be safely brought out from the main stream traffic by erecting appropriate signs at the beginning of the work site. Also on return it will be amalgamated with the mainstream traffic by erecting appropriate signs at the end of the work site. It shall be ensured that there shall be identified entry and exit points duly designed so that haphazard entry or exit of construction traffic is avoided. Conflicting turning movements shall be avoided. Fig. 9
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illustrates the safety measures taken during construction stage-I in urban sections.
b)
On completion of the Stage-I, the main traffic shall be diverted on their respective directions on to the newly constructed service road I roads and the 4-laning of the existing two lane carriageway shall be done as per drawings. During this stage, position of different signs / delineators / barricades to ensure safety of workers and road uses shall be as illustrated in fig. 10.
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c)
On completion of the divided 4-lane carriageway of the project highway, the main traffic from the service roads shall be restored on them and informatory signs shall be installed as illustrated in fig.11.
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Rural Section of the Project Highway In rural section the new 2 lane carriageway and the central median shall be constructed eccentric to the Centre line of the existing carriageway. During this construction phase, the existing two lane carriageway shall be used for the main traffic. The construction traffic using the existing highway shall be guided on to the work zone and allowed to return to the main traffic stream safely. For this purpose identified exit and entry points duly designed shall be provided. It shall ensure against haphazard entry or exist of the Construction Traffic to or from the existing highway. Conflicting turning movements of the Construction traffic shall be avoided. During this phase, signs / barricading shall be as shown in Fig.9. On completion of the new 2-lane carriageway and the median in a stretch, the traffic on the existing highway of that stretch shall be diverted on it and the strengthening of the existing 2 lanes carriageway shall be done with addition of paved shoulder, as and where required. Layout of signs and safety measures for this construction phase shall be as illustrated in fig.7.
13.8
HAZARD IDENTIFICATION AND EVALUATION
13.8.1 House Keeping Definition Housekeeping is an orderly arrangement of operations, tools, equipment, storage facilities and supplies. A place for everything and everything in its place. House Keeping is a good indicator of construction safety attitude. It improves employees morale, reduces operating cost, increases production time, facilitates easy check of operations and reduces accident. Main Hazards Poor storage of materials Rubbish left to accumulate Restricted or blocked access Inadequate waste skips or bins Trailing cables
Due to poor housekeeping many accidents happen on site. The majority of these are slips, trips, falls and manual handling accidents.
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Possible causes for Poor House Keeping
A.
Lack of Orderliness and Cleanliness 1.1. 1.2. 1.3. 1.4. 1.5. 1.6. 1.7. 1.8. Oily condition of the floor Uneven floor and protruding parts on the floor Leaky taps Trench covers Slippery condition around the wash basin No gang way Aisles not clearly marked Hand tools on work benches
B. Scrap and Rubbish 1.1. No containers 1.2. Overflowing of containers 1.3. Cotton waste 1.4. Electrode bits 1.5. Scrap lying scattered 1.6. Chips lying around machines C. Tools 1.1. 1.2. 1.3. D. Materials 1.1. 1.2. 1.3. 1.4. E. Power 1.1. 1.2. 1.3. 1.4. 1.5. 1.6.
Broken tools Tools and materials left at heights Inadequate for purpose
Materials improperly stacked Projecting materials obstructing aisles Improperly packed / No packing Lifting tackles lying below materials
Accessibility to panel boards Cable trenches full of unwanted materials Welding cables not protected when crossing gangways Power cords crossing gangways Improper cylinder caps and keys Condition of gas cylinder hoses
F. Lights and Ventilation 1.1. Improper Lighting 1.2. Improper Ventilation

G. General 1.1. 1.2. 1.3. 1.4.
Poor maintenance of First aid boxes Accessibility of stretchers Accessibility of Fire Extinguishers Lack of safety Equipment.
Precautions Maintain the worksite and premises in a healthy, clean and sanitary condition. Plan access routes and keep all gangways, aisles and stairways clean and clear. Define storage and compound areas. Stack or place materials, tools and other equipment in a such way that they do not hinder worksite activities Ensure materials are stored correctly and kept in the store until needed. Ensure that waste materials are cleared up and disposed of correctly, or placed in waste containers, as work proceeds. Dont leave rubbish lying around: tidy up as you go. Wipe out spilt oil, grease or liquids immediately. Special attention shall be given to removal of slipping and tripping hazards Dont leave loose tools on running machines. Use signs whenever and wherever necessary.
How to Improve Plan carefully the house keeping programme, section-wise and get cooperation from all employees. Systematic checking of all operations, plant and machinery condition at frequent intervals and also ensure prompt action to rectify the defects. By proper control over the flow and usage of the materials, house keeping becomes easier and less expensive. Lay out of machinery, equipment, storage space, aisles and material movement facilitates should be pie-planned. Constitute a housekeeping committee, which makes a routine inspection of various sections and suggests ways for removing unsafe conditions. 13.8.2 Electrical Safety The main hazards: Electric shock Electric burns Electric fires and explosions
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Other hazards Injuries caused due to electrical accidents such as hits, falls, striking against, etc.
Electric shock: One receives an electric shock when his body forms part of the electric circuit and current flows through the body. A person receives electric shock when he comes in contact with Both the wires of electric supply One wire of an energized circuit and the ground, and An accidentally energized metallic part while standing on the ground.
Severity of electric shock depends on the following a) Amount of current b) Path of flow c) Period of flow d) Nature of Current e) Frequency f) Resistance offered by the body to the flow of current Reasons for Electric shock a) Insulation failure b) Equipment failure c) Poor maintenance d) Wrong work methods e) Substandard material and workmen ship f) Unauthorized personnel g) Lack of training and knowledge, etc.
Principles of Earthing National regulation on electricity requires that all non-current carrying metallic part of electrical equipment should be solidly connected to the general mass of the earth with at least two distinct earth connections. The principle behind earthing is that any leakage current which accidentally energizes non-current carrying metallic parts should flow back through the general mass of earth to the sustains thereby protective devices are actuated to cut off the supply as quickly as possible. The minimum requirements to achieve safety from earthing are The earth connections should provide least possible resistance to the flow of current. The setting and selection of the protective devices should be such that it should operate fast enough to cut off the supply so that anyone coming into contact with the defective appliance or equipment could be saved from the electric shock.
Electricity Distribution All electrical cables must conform with applicable rules and regulations All cables running across walkways, roads, etc shall be sufficiently covered against damage or shall be suspended at least 2 meters in height. All terminal boxes shall be protected with proper earthing and ground fault / Earth Leak Circuit breaker Carry out regular earthing checks. Not to use home made extension cables and do not carry out any temporary repairs. Inspect all equipment, plugs. cords control switches prior to start of work and regularly. All electrical power tools must be of double insulated type. All electrical cables, boxes, power tools and other equipment shall be checked regularly and if necessary shall be repaired by qualified employees and records are to be maintained orderly. Ensure temporary electrical systems are properly installed and tested. Follow all statutory provisions like Indian Electricity Act and Rules. Electricity - Handling Not to attempt to repair electrical equipment. Repairs are an electricians job. Always check for defective cables, plugs or sockets. If found, do not use. Report them. Not to make temporary repairs to electrical equipment Never overload electrical equipment. Check the fuses are of the correct rating. If a fuse blows, report it. Do not fit makeshifts. Switch off and disconnect any equipment that sparks or stall. Tag them. Not to let cables trail across the floor. Disconnect equipment when not in use, but dont pull the cable to disconnect: pull the plug. Avoid kinking, twisting, binding or crushing cables. Keep all electrical equipment clean and dry. Not to stand on a wet area when using electrical equipment. Plan for regular inspection and maintenance of all distribution systems, power tools and electric appliances.
13.8.3 Excavations Sites should ensure that all excavation work is undertaken in a safe and proper manner. For this reason we should ensure our subcontractors (if any) are also
required to understand the risk assessments / method statements for all excavation activity before work proceeds. Definition: When the depth of an excavation exceeds its width, it is regarded as a trench. When width exceeds the depth, it is an excavation. Main Hazards Under ground services Collapse of sides Falls of Persons Falls of Materials Undermining adjacent properties Tipping of materials Ground water conditions Precautions Buried Services It is a legal requirement that, before any excavation starts, public services bodies are contacted about the termination or isolation of existing services before and during the period of excavation. It should be appreciated that not all buried services are plotted on existing public service drawings and so sites must check for buried services. Service locating equipment should be available for use if enquired in advance. Supervision All excavation / trench work will only be carried out under the supervision of a competent person. Access and Egress Adequate and safe means of access and egress must be maintained for those working within excavations by use of appropriate ladders. Consideration must be given to escape in case of emergencies. Access ways crossing excavations must be properly constructed and comply with the width criteria appropriate to the work. Fencing Excavations, shafts or pits more than 2m deep, near which persons work or pass, must either be protected at the edges by guardrails or barriers, or be securely covered. The protection of excavation next to public highways is of particular
13-21
importance. Barriers and fencing must be provided to a minimum height of 2m together with adequate lighting and warning notices. Other Precautions Before digging make sure that the locations of water, gas, electricity and telephone services are known. Ascertain Ground conditions prior to commencement of work. Provide proper access on both sides of the excavation and use the provided mans of access into and out the excavation. Keep spoils heaps well away from the edges of excavations. Not to place materials, including tools, on or near the edges at least I M from the side of the excavations. Fence excavations All persons working inside the excavation shall necessarily wear Safety helmets. Avoid working in Deep excavation on rainy days and immediately after dewatering operations Inspect the excavation walls for signs of collapse, particularly after heavy rain and prior to entry. When pumping is necessary, keep a proper watch to make sure that fine material is not being drawn out from behind the support system. Provide site security, particularly in relation to preventing children getting on to the site. During backfilling ensure the vehicle stop blocks are in position.
13.8.4 Foundations Main Hazards Fall of persons Fall of materials Contact with moving parts of machinery Defective lifting equipment / appliance Underground services Overhead services Vibration Noise
Precautions A method statement is to be made available and to be followed. All operatives are over 18 years old, trained and competent. All operatives should wear required PPE.
Lifting equipments / appliances (i.e. excavator, loader, JCB etc.) are suitable. A firm level base is provided. Checks are made for underground services Where applicable precautions are taken for overhead services All moving parts of machinery are adequately guarded All materials and equipment are stored correctly. All walkways on foundation, from which a person can fall (i.e. height more than 2 metres), are fitted with guardrails and toe boards.
13.8.5 Site Workshop Main Hazards Unguarded machinery Poorly maintained machinery Flying fragments from machinery Trailing Cables Electrical hazards Poor Housekeeping Fire Noise Use of hazardous substances Dust / Fume
Precautions The Workshop is kept clean and tidy and clear access is maintained around working areas There is adequate lighting, heating and ventilation, especially extraction equipment for certain operations. Suitable fire extinguishers are provided; Electrical tools, equipment, etc. are visually checked monthly and inspections are carried out in accordance with the advice in the electrical section. Materials are stored properly All machines are adequately guarded. Only trained and competent persons use machines and equipment Operatives wear the appropriate protective clothing, i.e. Safety footwear, earplugs, goggles etc. if required. First aid facilities are provided.
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13.8.6 Methodology of Culvert and Bridge When the work start on culvert and bridge perversion of traffic movement change with out obstacle and safety precautions. Caution board / sign board be used. Delineator, Barricade and direction board be used. When worker work at site flag man both direction indicate traffic movement and road marking line show. 13.8.7 Barricading of Culvert and Bridge Barricading of culvert and bridge are to be proposed type 1 & type 2. < < < < < Caution board Delineator Potable barricade Permanent barricade Safety tapes
13.8.8 Concentric Widening In Urban Area Concentric widening in urban areas to be done after local traffic move on service road by Delineator 1 sign board and Permanent barricade. See fig. no.08 13.8.9 Safety Measures During Normal Operation Parking of vehicle on the carriageway leads to accidents many a times. Suddenly vehicles on the carriageway are the course of further accidents obstructing the smooth flow of the traffic. Highway Petrol o o o o No Parking of a vehicle on any of the divided carriageway taken place in any time. Immediate assistance is provided to accident victims and there rescue. Minor debris and stalled vehicles are removed from carriageway with in an hour Time. In the accident of traffic congestion adequate measures shall be taken to mitigate
The same in maximum one hours time and approaching traffic in duly cautioned about. Vehicle break down and accident o o Relevant operating procedures include the setting up of temporary traffic cones and lights. Ensure any diversion or Interruption of traffic is remedied with out delay.
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Safety measures during concession period During the concession period many activities are involved at different stages and at various periods in respect of construction operation and maintenance of the Project highway. Safety of the road user and the project work man at site in Emergency arising on account of force secure due nature or administrative reasons especial safety masseurs used. Width of existing two lane carriageway is envisage to be used for passage of two way traffic. Pay bed shoulder used on the sides a maximum of a one lane closer allowed for a short duration on emergency. Traffic is to divide from its normal path the channel of traffic clearly marked with the aid of pavement marking at night the passage delineated with lamps or other light source regularity / warning sign approved by independent consultant in stalled for guidance or road users at list two sign put up one loose to the carriage way begins 120m ahead signs design reflecting type the safety standards specification schedule strictly complied with in the event of the any lane.
13.9
CHECKLIST OF WORK MAN AT SITE Safety of the project workers at site during duty hours responsibility ensured by him safety measures appropriate for the job a work man performs provided. Accidents of the workers by the traffic using the highway diversion Provide helmets and protective chest vests to its work man at site and make it compulsory for to wear. Insure all the project workers against accident Labor law follow
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CHAPTER 14 CONCLUSIONS AND RECOMMENDATIONS

14.1 PROPOSAL FOR FOUR LANING At Loonkaransar town there is always traffic hazard and congestion due to urban area and local traffic. Tehsil, SDM Office, Panchayat Samiti, PWD Office, Police Station, Gurudwara, Bank, Railway Station, Bus Stand etc are on this urban portion, and Suratgarh town there is always traffic hazard There for stretch from Km 70/500 to 72/500 and Km 171/000 to Km 173/000 is proposed for 4 laning with service road. At Loonkaransar town raising is required due to water logging.
14.2
PERIOD FOR CONCESSION As per provision of MCA for PPP the period of concession can be extended upto the year when maximum capacity is expected. For this project the average projected traffic at Toll Plaza 1, 2 and 3 will reach to 24960 PCU in Year 2027. Thus a maximum concession period of 16 years may be adopted.
14.3
PROJECT COST The civil cost of the Project is Rs. 400.87 Crore. After adding cost of contingencies and overheads the TPC is Rs. 501.08 Crore.
14.4
PROJECT VIABILITY The Project is viable at VGF of 27.5 % and concession period of 16 Years.
14-1
PUBLIC WORKS DEPARTMENT, RAJASTHAN

Consultancy Services for the preparation of Feasibility Report f Two l i R t for T laning with paved shoulders of Bik ith d h ld f BikanerSuratgarh section Km 0/0 to Km 173/000 of NH-15
FINAL FEASIBILITY REPORT

(Main Report)
Lkwjrx<+
NH-15
NH-11
JULY 2010
CONSULTING
Engineers G E i Group Ltd Ltd.
E-12, Moji Colony Malviya Nagar, Jaipur-17 Tel.: +91-141 - 2520899, 2521899, 2520556 Fax: 2521348, e-mail: ceg@cegindia.com website:www.cegindia.com
TABLE OF CONTENTS EXECUTIVE SUMMARY CHAPTER 1 INTRODUCTION 1.1 PROJECT BACKGROUND 1.2 PROJECT HIGHWAY 1.3 OBJECTIVES OF CONSULTANCY SERVICES 1.4 GEOGRAPHY AND TOPOGRAPHY 1.5 PURPOSE OF THIS REPORT 1.6 CONTENTS OF THIS REPORT EXISTING SITUATION ON NATIONAL HIGHWAY 15 BIKANER-SURATGARH SECTION 2.1 GENERAL OVERVIEW 2.2 GEOGRAPHY AND TOPOGRAPHY 2.3 ROAD ALIGMENT AND BYPASS 2.4 RIGHT OF WAY (ROW) 2.5 CARRIAGEWAY WIDTH 2.6 TRAFFIC 2.7 CRUST THICKNESS AND EXISTING PAVEMENT 2.8 GEOMETRY AND JUNCTIONS 2.9 TRUCK LAYBYES 2.10 BUS BAYS 2.11 CROSS DRAINAGE STRUCTURE 2.12 GRADE SEPARATED JUNCTIONS 2.13 RAIL ROAD STRUCTURES 2.14 RAILWAY LEVEL CROSSING 2.15 WAYSIDE AMENITIES SURVEYS AND INVESTIGATIONS 3.1 GENERAL 3.2 TOPOGRAPHICAL SURVEY 3.3 TRAFFIC SURVEYS 3.4 ROAD INVENTORY SURVEY 3.5 PAVEMENT INVESTIGATIONS 3.6 BENKELMAN BEAM DEFLECTION SURVEY 3.7 SUB GRADE CHARACTERISTICS & STRENGTH 3.8 INVESTIGATION OF BORROW AREAS 3.9 INVESTIGATION OF MATERIAL FOR CONSTRUCTION E- 1 to E-6 1-1 to 1-7
CHAPTER 2
2-1 to 2-12
CHAPTER 3
3-1 to 3-16
3.10 3.11 3.12 3.13 3.14
INVESTIGATIONS OF OTHER CONSTRUCTION MATERIALS DRAINAGE SYSTEM INVESTIGATIONS FOR STRUCTURES GEO-TECHNICAL INVESTIGATIONS & SUB-SOIL EXPLORATION HYDROLOGICAL STUDY
CHAPTER 4
TRAFFIC SURVEY, ANALYSIS AND FORE CAST 4.1 INTRODUCTION 4.2 CLASSIFIED VOLUME COUNT 4.3 TURNING MOVEMENT COUNT SURVEY 4.4 AXLE LOAD SURVEY 4.5 PEDESTRIAN AND CATTLE CROSS COUNT SURVEY 4.6 TRAFFIC FORECAST 4.7 TRAFFIC PROJECTIONS 4.8 CAPACITY ANALYSIS
4-1 to 4-16
CHAPTER 5
DESIGN STANDARDS 5.1 GENERAL 5.2 GOAL & OBJECTIVES 5.3 HIGHWAY DESIGN STANDARDS 5.4 APPROACH 5.5 DESIGN STANDARDS 5.6 EMBANKMENT DESIGN 5.7 PAVEMENT DESIGN 5.8 ROAD AND TRAFFIC SIGNS 5.9 POLYMER MODIFIED BITUMEN 60/70 5.10 ADDITIVES TO PAVEMENT CONCRETE 5.11 FLORESCENT SIGNS 5.12 STRUCTURAL DESIGN STANDARDS 5.13 MATERIAL 5.14 DESIGN LOADS 5.15 FORMATION WIDTH AT CROSS DRAINAGE STRUCTURES
5-1 to 5-11
CHAPTER 6
TECHNICAL / ENGINEERING ALTERNATIVES 6.1 6.2 6.3 INTRODUCTION GOALS AND OBJECTIVES FOR THIS STUDY PARAMETERS FOR WIDENING
6-1 to 6-16
6.4 6.5 6.6 6.7 6.8 6.9 6.10 6.11 6.12 6.13 6.14 6.15 6.16
WIDENING NEW PAVEMENT GRADE SEPARATED STRUCTURE REHABILITATION, IMPROVEMENT AND UPGRADATION OF ROAD INTERSECTIONS TRAFFIC SAFETY MEASURES BRIDGES AND CULVERTS GEOMETRIC IMPROVEMENTS ALIGNMENT IMPROVEMENT ALTERNATIVES NEW BYPASS SERVICE ROAD UTILITY CORRIDOR USER FACILITIES SPECIFIC REQUIREMENT FOR THE PROJECT HIGHWAY
CHAPTER 7
PROPOSED PAVEMENT DESIGN 7.1 GENERAL 7.2 HOMOGENOUS SECTIONS 7.3 DESIGN OF NEW FLEXIBLE PAVEMENT 7.4 REHABILITATION OF EXISTING PAVEMENT 7.5 DESIGN OF NEW RIGID PAVEMENT FOR TOLL PLAZA AND ARJUNSAR VILLAGE 7.6 DESIGN OF SERVICE ROAD
7-1 to 7-11
CHAPTER 8
STRUCTURES 8.1 INTRODUCTION 8.2 PROPOSED STRUCTURES 8.3 IMPROVEMENT PROPOSALS COST 9.1 9.2 9.3 ESTIMATES BOQ RATE ANALYSIS COST ESTIMATE
8-1 to 8-9
CHAPTER 9
9-1 to 9-5
CHAPTER 10
ECONOMICAL AND FINANCIAL ANALYSIS 10.1 INTRODUCTION 10.2 GENERAL 10.3 BASIC APPROACH AND METHODOLOGY 10.4 VEHICLE CHARACTERISTICS 10.5 ECONOMIC INTERNAL RATE OF
10-1 to 10-12
10.6 10.7 10.8 CHAPTER 11 CHAPTER 12 CHAPTER - 13
RETURN (EIRR) RECOMMENDATIONS RESULTS AND ANALYSIS CONCLUSIONS 11-1 12-1 13-1 to 13-25
ENVIRONMENTAL IMPACT ASSESSMENT SOCIAL ASSESSMENT TRAFFIC OPERATION AND SAFETY PLAN 13.1 SCOPE 13.2 OBJECTIVE 13.3 SAFETY & TRAFFIC MANAGEMENT 13.4 SITE SAFETY RULES AND REGULATIONS 13.5 TRAFFIC SAFETY PLAN 13.6 TRAFFIC CONTROL DEVICES 13.7 SAFETY AND MANAGEMENT PRACTICES 13.8 HAZARD IDENTIFICATION AND EVALUATION 13.9 CHECKLIST OF WORK MAN AT SITE CONCLUSIONS AND RECOMMENDATIONS 14.1 PROPOSAL FOR FOUR LANNING 14.2 PERIOD FOR CONCESSION 14.3 PROJECT COST 14.4 PROJECT VIABILITY
CHAPTER 14
14-1
EXECUTIVE SUMMARY
The project is for improving the existing two-lane road to a 2 lane with paved shoulder from km 0/0 (Bikaner) to km 171/0 (Suratgarh) section of NH-15, which constitutes a part of the Pathankot - Kandla segment of the NH system. The PWD(Raj) who have the responsibility of implementing the project have assigned the job of providing consultancy services for preparation of feasibility study report etc. to M/s. Consulting Engineers Group Ltd. Chapter 1 It gives general introduction of the project and contract objectives or scope of services. The chapter illustrates the current project stretch.
Chapter 2 It gives the brief description of the existing features of project stretch. The project road starts at Bikaner (Km 553/869 NH-11 or Km 9/845 Jaipur by pass) and ends Near Suratgarh (173/0) NH-15. The entire length falls in Rajasthan State and passes through Bikaner and Sri Ganganagar districts. Chapter 3 This chapter explains the surveys and investigations that were carried out for assessment of physical features and traffic conditions of existing road and for developing data for detail designs. The inventory survey was carried out essentially to capture the physical features of the road and the roadside including the built-up areas, the intersections, the utility lines, trees requiring removal, the terrain, land use, etc. and the collected data were plotted on strip plans for better appreciation of the situation and for planning further detailed activities. The condition survey, which closely followed, made an assessment of the existing road and road structures, and the data in conjunction with the others were used in developing improvement/repair proposals. A detailed topographic survey was carried out to prepare digital map of the project road corridor. To begin with, control stations defined by X, Y co-ordinates were fixed on concrete pillars at 5 Km. intervals. The levels were related to the GTS benchmark. Traversing was by Total Station Survey equipment. The width of survey strip was 50m from center line of the existing road. Cross-sections were taken at 50m intervals. The survey data was down loaded into computer using suitable software, and converted into graphic files for preparation of Digital Terrain Model. Pavement Investigations included BBD survey Roughness, DCP tests for existing subgrade, logging of thickness/composition of pavement course, and sampling of sub-grade samples for laboratory testing.
E-1
Chapter 4 It describes the traffic studies conducted on the project stretch and the corresponding analysis. The traffic study was divided towards estimating the present traffic volumes along homogeneous sections and for assessing the travel characteristics.
Chapter 5 It describes the design standards adopted for the project and the various journals referred. Geometric design started with the setting out of the design standards and typical cross-sections. The design standards more or less followed those of IRC/MoSRT&H for National Highways. The location of the new carriageway, to the left or right of the existing road, or to go in for symmetrical widening was then decided through analysis for economical option with least disturbance to the roadside features. Geometric design is computer based using road design software MX. All sub-standard curves have been examined for flattening and improved to larger radius as found economically feasible. Re-alignments to improve geometrics have also been effected at a few locations. The deficient vertical curves have been proposed for improvement. Pavement design standards taken has been illustrated in chapter 7. The GAD of structures gives preliminary design details.
Chapter 6 It elaborates the various proposals for the project stretch i.e. widening scheme, Toll plaza, bus bays, truck laybyes, bypass, service roads interchange and junction improvements and various structures such as underpasses, flyovers, cattle pass, bridges and culverts the project stretch.
Chapter 7 The general design procedure for the flexible pavement for the proposed road from Bikaner to Suratgarh both for widened portion as new construction as well as strengthening of existing carriageway has been followed as per the guidelines of IRC: 37-2001 Guidelines for the design of flexible pavements and IRC: 81-1997Guidelines for Strengthening of flexible road pavements using Benkelman Beam Deflection Technique respectively. The axle load surveys conducted at two locations brought out information on vehicle damage factors of commercial vehicle plying on the road. The vehicle damage factors are calculated for the homogenous sections and MSA values are calculated. Pavement thickness is calculated on the basis of IRC methods. Flexible pavement has been adopted for new pavement . The composition of the overlay for existing pavement and the pavement courses for new pavement are calculated.
E-2
Chapter 8 It tabulates various cross-drainage structures (i.e. bridges and culverts) that were proposed for the project stretch and improvement measures for the existing structures. There are 2 major and 6 minor bridges and 84 culverts on the project highway. One major and one minor bridge are to be reconstructed. One No. ROB is proposed at Bamanwali railway crossing. Chapter 9 It deals with the details of quantities for roadwork on a indicative basis. The quantities for widening, rehabilitation and the construction of new structures have been made under different subsections. The total cost of project has been worked out from the unit rates analysis with the help of Standard Data Book of MoRT&H 2001-2002.
Chapter 10 It deals with the economic analysis i.e. it involves comparison of project costs and benefits. The analysis presents the return, which the society could expect from the proposed investment during the project life, i.e. analysis period. Economic evaluation of the proposed investments indicated that the project section of NH-15 is economically viable. This chapter also evaluates the financial viability of the project on Design, Build, Finance Operate and Transfer (DBFOT) basis for the analysis period.
Chapter 11 It deals with Environmental Impact Assessment
Chapter 12 It deals with Social Impact Assessment
Chapter 13 It describes the Traffic Operation and Safety Plan. This chapter describes traffic management & safety, site safety rules & regulations and traffic Safety Plans.
Chapter 14 It gives conclusion and proposal.
E-3
Salient Features for Bikaner - Suratgarh Section of NH-15 S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Features Existing Length Proposed length Major Bridges Minor Bridges Total no. of culverts ROB Type of Pavement for additional 2 lanes Overlay Length of Service Roads (Km) Bus Bays Toll Plazas Truck Lay bys Rest Areas Flyover Underpasses Cattlepasses Pedestrian Underpass Toll Plaza at Km 25/500 AADT PCU Toll Plaza at Km 84/500 AADT PCU Toll Plaza at Km 145/0 AADT PCU VDF (both directions) Light Commercial Vehicles 2 - Axle 3 - Axle Multi Axle Package NH-15 Km 0/0 to Km 171/0 Km 553/869 NH-11 (ch. 0/0) to Km 173/0 NH-15 (ch. 172.384) 2 6 86 1 Flexible Flexible 3.677 Km Left side 3.677 Km Right side 11 x 2 = 22 3 3 1 Tollable Total 3930 4640 10513 11300 Tollable Total 3137 3444 8593 9107 Tollable Total 3606 3935 10076 10707 25/300 Km 145/0 Km 0.57 0.60 5.52 5.65 5.12 5.15 6.85 6.82
16
17
18
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New Pavement Design S No 1 2 3 4 5 6 7 8 9 10 11 From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171 To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173 New Pavement Design BC DBM WMM GSB (mm) (mm) (mm) (mm) 50 140 250 200 50 140 250 200 50 140 250 200 50 130 250 200 40 110 250 200 50 130 250 200 40 140 250 200 50 130 250 200 50 135 250 200 50 135 250 200 50 110 250 200 Total (mm) 640 640 640 630 600 630 630 630 635 635 610
Design Traffic (MSA) for New Pavement SNo 1 2 3 4 5 6 7 8 9 10 11 From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171 To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173 Design Traffic (msa) 120 120 120 100 50 100 100 100 110 110 60
Design Traffic (MSA) for Overlay SNo 1 2 3 4 5 6 7 8 9 10 11

From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171
To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173
Design Traffic (10 years) 70 70 70 60 60 60 60 65 65 40

E-5
Summary of Abstract of cost of Bikaner-Suratgarh From Km 9.845 Bypass (Ch. 0/000) To Km 173.00 (Ch.172.384) Total Length 172.384 Km S. No 1 2 3 4 5&6 7 8 9 10 11 12 13 14 15 16 17 18 Description of Bill Site Clearance & Dismantling Earthworks GSB & Sub-Base Bases and Surface Course (Bituminous) Bridges, ROB, culverts Drainage & Protective Works Junctions, Traffic Signs, Marking & Other Appurtenances Maintenance During Construction Toll Plaza RE Wall Miscellaneous Additional Cost for four laning from Km 171.00 to 173.00 Total Civil Cost Total Civil Cost per Km (in Crore ) Total Project Cost (125% of Civil Cost) Cost per km Length (Km) Amount 0.48 14.68 49.98 268.65 10.21 8.38 10.48 0.17 12.75 5.68 12.39 7.00 400.85 2.33 501.06 2.91 172.384
E-6
CHAPTER 1 INTRODUCTION
1.1 PROJECT BACKGROUND The Government of India, Ministry of Road Transport and Highways (MORTH) through Public Works Department (PWD), Government of Rajasthan has taken up the development of various National Highway Corridors for augmentation of capacity for safe and efficient movement of traffic by widening to 2-lane with paved shoulders. Under the above said programme, PWD Rajasthan had chosen the 171.00 Km stretch of National Highway (NH 15) from Bikaner Km 00+000 to Suratgarh Km 171+000 in the State of Rajasthan, for widening to 2 lane with paved shoulder of the existing two lane, through Public Private Partnership (PPP) on Design, Built, Finance, Operate and Transfer (DBFOT) basis.
Consulting Engineers Group Ltd (the Consultants) having their registered office at E-12 Moji Colony Malviya Nagar Jaipur-302017, has been appointed to conduct a feasibility study for determining the technical feasibility and financial viability of the project. The agreement vide no. PPP/NH/Bkr-Str/2009-10/2 between Chief Engineer (NH) PWD Rajasthan and Consulting Engineers Group, Jaipur has been signed on December 4, 2009, and the date of commencement being November 9,2009.
During discussions in the meeting dated 7/12/09 for the presentation of inception report it was decided to exclude city portion of Bikaner from Km 00/000 to 10/614 where it meets Jaipur by pass. The Jaipur by pass starts from Km 10/614 of NH-15 and meets NH-11 at Km 553/863. So the Project Road starts form Km 553/863 of NH-11 ends at Km 173/000 of NH-15 via Km 10/614 of NH-15. Further during discussions in the meeting dated 28/4/10 it was decided to extend the scope of work from Km 171/000 to 173/000 and explore the possibility for 4 lanning in the urban area of Bikaner city and up to Khara industrial area for the better development and facilities to the people. During presentation on 26.5.2010 at MORTH, New Delhi proposals for 4 laning upto Khara & 6 laning at
Loonkaransar was dropped. However pavement from Km 71/300 to Km 71/600 was approved wall to wall and one more Toll Plaza was to be introduced at Km 85/000. Final Feasibility Study Report had been prepared accordingly. As per discussion at MORTH 4 laning with service road has been proposed from Km171/0 to Km 173/0. Accordingly Final Feasibility Report has been modified.
This report covers the Feasibility cum preliminary design work by the Consultant for an approximately 173.00 km of NH-15 from Bikaner to Suratgarh The location of the Project Road is presented in Figure 1.1
Suratgarh
Figure 1.1 : Location Map
1.2
THE PROJECT HIGHWAY The Project Highway is Bikaner - Suratgarh Section of NH-15. The length of the Project Highway is approximately 173.00 km. An Index map of the Project
1-2
Highway is given in Figure 1.2. The entire project highway runs in the state of Rajasthan and passes through two main districts viz. Bikaner and Sriganganagar.
Lkwjrx<+
NH-15
NH-11
Figure 1.2: Index Map of Project Highway
1.3
OBJECTIVES OF CONSULTANCY SERVICES The main objective of the Consultancy Service is to establish technical, economical and financial viability of the project and prepare feasibility cum preliminary design for rehabilitation and upgrading of the existing 2-lane National Highway sections to 2 lane with paved shoulders carriageway configuration with improvement of geometrics and other features. This feasibility study involves DBFOT basis as per manual of specification and standards by Planning Commission Government of India for 2 lanning of Highway through PPP. The Terms of Reference for the Consultancy services has laid down the following guiding principles:
1-3
i)
The viability of the project is designed as without access controlled facility and shall be established taking into account the requirements with regard to rehabilitation, upgrading and improvement based on highway design, pavement design, provision of service roads wherever necessary, type of intersections, ROBs, rehabilitation and widening of existing and/or construction of new bridges and structures, road safety features,
quantities of various items of works and cost estimates vis--vis the investment and financial return through toll and other revenues. ii) The Feasibility cum Preliminary Design Report would inter alia include preliminary highway design, design of pavement and overlay with options for flexible or rigid pavements, preliminary design of bridges and cross drainage structures and design of service roads, quantities of various items, detailed working drawings, detailed cost estimates, economic and financial viability analysis, environmental and social feasibility, social and environmental action plans as appropriate and documents required for tendering the project on commercial basis for international /local competitive bidding. iii) Enhanced safety of the traffic, the road users and the people living close to the highway. iv) v) vi) Enhanced operational efficiency of the highway. Fulfillment of the access needs of the local population. Minimal adverse impact on the road users and the local population due to construction. vii) Feasible and constructible options for the project without being prohibitively expensive.
1.4
GEOGRAPHY AND TOPOGRAPHY The Project Highway traverses through two Districts of Rajasthan State viz., Bikaner and Sriganganagar. Bikaner has two Tehsils, Sriganganagar has one tehsil falling on the existing alignment. These are as under:-
1-4
Bikaner District: - Bikaner and Loonkaransar. Sriganganagar District: - Suratgarh S. No. 1. 2. State District Existing Km Km 9/845 to 0/000 (Bypass) Rajasthan Bikaner Srigangangar and Km 10/630 (NH-15) to 126/000 Km 126/000 to Km 173/000 Total 125.3 47.0 172.3 Total length Km
The general alignment of the Project Highway traverse through plain terrain. The existing road is aligned at center of existing ROW for Two lane with paved shoulders and 4 laning in Loonkaransar town. In rural areas there are private agriculture fields on both sides of the road. Due to IGNP canal network irrigation facilities are available along the road. Major Krishi Mnadies Bikaner Loonkaransar and Suratgarh fall in the alignment. The list of village areas traversed by existing National Highway is as per table below:
S.No. 1 2 3 4 5 6 7 8 9 10 11 12
Name Bikaner Udasar Khara Jamsar Kasturia Bamanwali Dharera Dulmera Hansera Lunkaransar Bhadhera Malkisar
District Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner
Chainage 0/000 6/400 21/200 27/800 40/000 45/200 54/100 57/200 59/600 71/000 86/200 93/020
Remarks Bypass Bypass
1-5
S.No. 13 14 15 16 17 18 19
Name Mahajan Arjunsar Rajiasar Hindore Birdhwal Piperan Suratgarh
District Bikaner Bikaner Sri Ganganagar Sri Ganganagar Sri Ganganagar Sri Ganganagar Sri Ganganagar
Chainage 108/450 125/400 141/000 145/400 154/000 161/000 171/000
Remarks
1.5
Purpose of this Report
As per TOR following reports are to be delivered:-
Key Date No. KD1 KD2 KD3 KD4 KD5 KD6 KD7 KD8 Inception Report
Description of deliverables
Report on Alignment (including proposed geometric improvements) and first traffic survey Report on Land Plan Schedules and Utility Relocation Report on indicative GAD of structures (bridges, grade separators, ROB/RUBs) Report on Environment and Social Impact Assessment Draft Feasibility Report and Schedules to the Concession Agreement Final Feasibility Report Completion of Services including assistance during Bid Process
Reports on Key activities KD1 to KD6 has all ready been submitted. Submission of this particular report (KD7) is made to intimate the client about all necessary technical and financial implications for execution of the Project on PPP model. The report has been prepared as per various terms and conditions of the TOR
1-6
and decisions taken during discussions in the meetings. After incorporating modifications suggested on the draft feasibility report the Final Feasibility Report has been prepared.
1.6
Contents of this Report
This report contains following documents 1. Main Report 2. Annexure to Main Report 3. Bid document Volume i Request for Proposal Draft Concession Agreement Schedules Plan Profile
Volume ii Volume iii Volume iv
Contests of Main Report are divided in following Chapters:Executive Summary. Chapter 1: Introduction. Chapter 2: Existing Situation on NH-15 Chapter 3: Surveys and Investigations. Chapter 4: Traffic Survey, Analysis and Forecast. Chapter 5: Design Standards. Chapter 6: Technical / Engineering Alternatives. Chapter 7: Pavement Design. Chapter 8: Structures Chapter 9: Cost Estimate. Chapter 10: Economical & Financial Analysis. Chapter 11: Environmental Impact Assessment. Chapter 12: Social Impact Assessment. Chapter 13: Traffic Management and Safety Plan. Chapter 14: Conclusions and Recommendations.
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CHAPTER 2 EXISTING SITUATION ON NATIONAL HIGHWAY 15 BIKANER-SURATGARH SECTION

2.1 GENERAL OVERVIEW The Project Road Start from Bikaner (Km 553.869 of NH-11) to Km 173.000 (Near Suratgarh).The work involves Strengthening & widening to two lane with paved shoulders along with 4 laning from Km 70/500 to Km 72/500 at Loonkaransar Town. The existing and proposed chainages for the whole project road is given in Table 2.1. Table 2.1- List of Existing Chainage (Km) and Designed Chainage (Ch.)
Existing Chainage (Km) 9/845 (Jaipur Bypass) 9.000 (Jaipur Bypass) 8.000 (Jaipur Bypass) 7.000 (Jaipur Bypass) 6.000 (Jaipur Bypass) 5.000 (Jaipur Bypass) 4.000 (Jaipur Bypass) 3.000 (Jaipur Bypass) 2.000 (Jaipur Bypass) 1.000 (Jaipur Bypass) 0/000 (Jaipur Bypass) 10/630 (NH-15) 11.000 12.000 13.000 14.000 15.000 16.000 17.000 18.000 19.000 20.000 21.000 22.000
Design Chainage (Km) Name of Place 0.000 Bikaner 0.845 Bikaner 1.852 Bikaner 2.856 Bikaner 3.856 Bikaner 4.855 Bikaner 5.855 Bikaner 6.854 Bikaner 7.856 Bikaner 8.853 Bikaner Bikaner 9.845 10.216 11.227 12.230 13.242 14.240 15.244 16.277 17.230 18.247 19.238 20.238 21.234 Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Bikaner Khara Khara Khara Khara Khara
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Design Chainage (Km) Name of Place 22.234 Khara 23.259 Khara 24.239 Khara 25.243 Khara 26.245 Jamsar 27.237 Jamsar 28.241 Jamsar 29.244 Jamsar 30.241 Jamsar 31.240 Jamsar 32.243 Jamsar 33.240 Jamsar 34.238 Jamsar 35.239 Kasturiya 36.239 Kasturiya 37.238 Kasturiya 38.238 Kasturiya 39.266 Kasturiya 40.240 Bamanwali 41.261 Bamanwali 42.236 Bamanwali 43.235 Bamanwali 44.224 Bamanwali 45.227 Bamanwali 46.226 Bamanwali 47.228 Bamanwali 48.226 Dheeera 49.227 Dheeera 50.227 Dheeera 51.182 Dheeera 52.176 Dheeera 53.180 Dheeera 54.185 Dheeera 55.176 Dulmera 56.512 Dulmera 57.519 Dulmera 58.516 Dulmera 59.518 Hansera 60.597 Hansera 61.584 Hansera 62.676 Hansera 63.692 Hansera 64.522 Hansera 65.640 Loonkaransar 66.519 Loonkaransar 67.506 Loonkaransar
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Design Chainage (Km) Name of Place 68.510 Loonkaransar 69.514 Loonkaransar 70.513 Loonkaransar 71.515 Loonkaransar 72.514 Loonkaransar 73.590 Loonkaransar 74.528 Loonkaransar 75.526 Loonkaransar 76.519 Loonkaransar 77.530 Loonkaransar 78.530 Loonkaransar 79.533 Loonkaransar 80.526 Loonkaransar 81.533 Bhadhera 82.497 Bhadhera 83.524 Bhadhera 84.537 Bhadhera 85.566 Bhadhera 86.565 Bhadhera 87.539 Bhadhera 88.539 Malkisar 89.572 Malkisar 90.618 Malkisar 91.567 Malkisar 92.543 Malkisar 93.549 Malkisar 94.546 Malkisar 95.576 Malkisar 96.559 Malkisar 97.556 Malkisar 98.559 Malkisar 99.610 Malkisar 100.599 Mahajan 101.580 Malkisar 102.608 Malkisar 103.604 Malkisar 104.584 Malkisar 105.660 Malkisar 106.478 Malkisar 107.489 Malkisar 108.449 Malkisar 109.585 Malkisar 110.432 Malkisar 111.431 Malkisar 112.619 Malkisar 113.622 Malkisar
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Design Chainage (Km) Name of Place 114.618 Malkisar 115.614 Malkisar 116.564 Arjunsar 117.653 Arjunsar 118.635 Arjunsar 119.503 Arjunsar 120.410 Arjunsar 121.445 Arjunsar 122.403 Arjunsar 123.406 Arjunsar 124.417 Arjunsar 125.391 Rajiyasar 126.412 Rajiyasar 127.419 Rajiyasar 128.410 Rajiyasar 129.409 Rajiyasar 130.408 Rajiyasar 131.409 Rajiyasar 132.407 Rajiyasar 133.406 Rajiyasar 134.404 Rajiyasar 135.459 Rajiyasar 136.402 Rajiyasar 137.400 Rajiyasar 138.398 Rajiyasar 139.412 Rajiyasar 140.395 Rajiyasar 141.396 Rajiyasar 142.396 Rajiyasar 143.397 Hindore 144.400 Hindore 145.398 Hindore 146.399 Hindore 147.405 Hindore 148.403 Hindore 149.404 Hindore 150.402 Birdhwal 151.393 Birdhwal 152.406 Birdhwal 153.444 Birdhwal 154.392 Birdhwal 155.402 Birdhwal 156.403 Birdhwal 157.415 Piperan 158.400 Piperan 159.407 Piperan
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Existing Chainage (Km) 161.000 162.000 163.000 164.000 165.000 166.000 167.000 168.000 169.000 170.000 171.000 172.000 173.000
Design Chainage (Km) Name of Place 160.399 Piperan 161.396 Piperan 162.390 Piperan 163.393 Piperan 164.395 Piperan 165.390 Piperan 166.339 Suratgarh 167.362 Suratgarh 168.387 Suratgarh 169.385 Suratgarh 170.408 Suratgarh 171.382 Suratgarh 172.384 Suratgarh
2.2
GEOGRAPHY AND TOPOGRAPHY The Project Highway traverses through 19 villages in two districts viz., Bikaner (14), Sriganganagar (5). Project Highway passes through plain terrain.
2.3
ROAD ALIGMENT AND BYPASSESS Since declaration of NH-15 a few works of widening and strengthening and Improvement of Riding Quality have been taken up on Bikaner - Suratgarh section. Due to Congestion and local traffic, City portion Km 0/000 to Km 10/630 has been bypassed to Jaipur bypass Km 9/845 to Km 00/000.
Table 2.2-Urban Settlements along the Project Highway Existing Chainage Left / Right From Km 9/845 (bypass) 27/500 44/800 57/000 To Km 14/700 28/100 45/500 57/550 Both Both Both Both Name of Town and Village Bikaner Jamsar Bamanwali Dulmera
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Existing Chainage Left / Right From Km 59/200 70/500 92/750 108/750 125/200 140/500 160/800 170/000 To Km 60/200 72/500 93/250 109/300 126/000 141/500 161/500 173/000 Both Both Both Both Both Both Both Both
Name of Town and Village Hansera Loonkaransar Malkisar Mahajan Arjunsar Rajiyasar Piperan Suratgarh
2.4
RIGHT OF WAY (ROW):As per the details obtained from the State PWD Rajasthan, the Right of Way is mostly 45 Meter. The details of ROW chainage wise are given in Table2.3. Table 2.3: Right of Way S. No. 1 2 3 4 Existing Chainage (in Km) From 553/869 (NH-11) (Km 9/845 Existing bypass) 10/630 (NH-15) 71/300 (NH-15) 71/600 (NH-15) To 10/630 (NH-15) (0/000 Existing bypass) 71/300 (NH-15) 71/600 (NH-15) 173/000 (NH-15) Total ROW (in m) 45 45 30 45
2.5
CARRIAGEWAY WIDTH: The existing details of carriageway width, is given in Table 2.4 Table 2.4: Carriageway Width Existing Chainage From To 9/845 Bypass 0/000 Bypass 10/630 70/700 70/700 71/800 71/800 173/000 Carriageway width 7.00 7.00 7.00+7.00 7.00 Paved shoulders 2.0+2.0 (cc) Gravel Shoulders 1.5 to 2.5 1.5 to 2.5 1.5 to 2.5
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2.6
TRAFFIC There is mixed traffic on the Project Highway comprising of trucks, buses, cars, two wheelers, non-motorised vehicles, etc. As per the traffic census conducted by the State PWD, the traffic at various count stations on the Project Highway is given in Table 2.5. Table 2.5: Traffic Data Month of Traffic census October 2006 October 2006 October 2006 October 2006 April 2008 April 2008 April 2008 April 2008 Agency PWD PWD PWD PWD DoRT&H DoRT&H DoRT&H DoRT&H Location Km 16 Km 71 Km 125 Km 170 Km 44 Km 71 Km 125 Km 171 CVPD 7473 4412 8082 5146 2146 6401 3099 3361 PCU 27195 17845 27283 29511 7402 24817 10631 13578
Considering that the design service volume of two lane highway as 10000 PCU/day, the Project Highway requires capacity augmentation to 2 lane with paved shoulders.
2.7
CRUST THICKNESS AND EXISTING PAVEMENT The pavement is generally two-lane (7.0m) wide and 4-laning in urban portion of Loonkaransar. The Pavement thickness is in the range of 325-540 mm, consisting of: 100mm to 250 mm, Subbase 105-240mm base of WBM 120-225 mm, bituminous layers,
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The pavement is showing signs of distress, due to: Inadequate pavement thickness and composition. Heavy axle loads. Inadequate maintenance.
The defects noticed are: Cracking (alligator, transverse, longitudinal, edge) Raveling Potholes Edge breaking Depressed shoulders
The shoulders, in majority of length, are of gravel with fair to poor condition. The side drainage is generally good.
The road surface is black topped with SDBC. In some portion BM is also laid under SDBC.
The side soil is generally silty / sandy. The embankment height of the Project Highway varies from at ground level to about 6 m, near the approaches for the bridges.
Existing Crust The details of existing crust are given in Table 7.2 as per homogenous Section and details are given in Annexure C (Test Pit Report) in Annexure to Main Report. 2.8 GEOMETRY AND JUNCTIONS The Project Highway starts from Km 553/869 of NH-11 at Jaipur bypass and ends at Km 173/000 of NH-15.
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There are 5 Major and 51 Minor junctions comprising of 26 T, 5 X, 24Y type and 1 rotary. There is one Railway crossing at Km 45/957. The list of existing Major and Minor junctions is given in Table 2.6 & 2.7. Table 2.6: List of Existing Major Junctions
S.No. 1 2 3 4 5
Junction Bikaner City (LHS) To Jaisalmer (Bypass) To Kalu (RHS) & To Rojha (LHS) To Pallu (RHS) & Puleja Pt 208 (LHS) To Suratgarh City (RHS)
Location (Existing Chainage) Km 10.630 14.609 71.008 126.030 170.912
Table 2.7: List of Existing Minor Junctions S. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Existing Chainage 6.268 1.434 11.289 14.913 18.571 20.863 21.204 22.047 25.095 26.753 28.019 28.051 36.609 45.033 51.420 54.171 54.594 59.860 60.361 64.246 64.784 70.169 Side (Left / Right) Left & Right Left Right Right Right Right Right Right Left & Right Left Left Right Left Left Left Left Right Right Right Left Right Left Type of Junction X T T Y T T Y Y X Y T Y Y T T T T T Y Y Y T Remarks Udasar (R) Prempura (L) Village Road Village Road Village Road Indl. Area Indl. Area To Khara Village Road Village Road To Noorsar To Malasar To Ladera To Jagdewala To Bamanwali To Maharana To Dheerera To Khari (Ranisar) Village Road To Hansera To Sattasar To Sumana Govt. Office
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S. No. 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51
Existing Chainage 70.597 72.196 72.294 73.762 79.456 80.888 82.034 86.198 87.721 92.916 98.793 108.579 108.951 109.688 116.740 131.270 139+1008 140.335 143.441 145.497 152.714 154.833 157.284 163.542 165.181 165.300 167.036 167.783 170.538
Side (Left / Right) Left Right Left Left Right Left Right Right Left Right Left Left Left & Right Right Left Right Left Right Left Right Right Right Left Left Left Right Right Right Right
Type of Junction T T Y Y Y Y Y Y Y Y T Y X Y T T T T Y Y T T Y Y Y T T T T
Remarks Village Road Village Road Village Road Village Road Village Road To Udana Village Road To Hariasar To Tanjana To Malkisar To Mokhampura To Mahajan Village Road To Sherpura Village Road Village Road Govt. Office Village Road To Srivijay nagar To Birdhwal Village Road To Thermal Plant To Mohangarh Parallel Road Parallel Road Colony Road Village Road Village Road Village Road
2.9
TRUCK LAYBYES There is no existing truck Laybye on the project road.
2.10
BUS BAYS There is no existing bus bay on the project road.
2.11
CROSS DRAINAGE STRUCTURE After inspection of the existing structures a report is prepared about their condition including all the parameters given in the Inspection pro-forma
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No.2, 3 & 5 as per TOR and submitted in Annexures to Main Report. The condition and structural assessment survey of the bridges/culverts/structures was carried out. There are 2 major bridges & 6 minor bridges on the project road. Out of which one major bridge at Km 163/101 on GDC and one minor bridge at Km 107/050 on lift canal is to be reconstructed. The culverts observed along the project road are mainly of two type viz. RCC slab culverts and Pipe culverts. There are 84 culverts on the project road, RCC slab culvert -23 and Pipe culvert 61.
Structure Major Bridge Minor Bridge Culverts
Package-I 2 6 84
Table 2.8: Inventory of Existing Major Bridges
S. No. 1 2
Existing Km 157+631 163+101
Type of structure SubSuper Foundation structure structure Brick RCC T Open Masonry Beam Brick RCC T Open Masonry Beam
No. of Spans 7 x 9.7 6 x 12.2
Table 2.9: Inventory of Existing Minor Bridges
S. No. 1 2
Type of structure Existing Sub Super Km Foundation structure structure 0+500 RCC Solid Open RCC (Bypass) Slab Brick RCC Solid 60+308 Open Masonry Slab
No. of Spans 1 x 6.7 3 x 5.35

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S. No. 3 4 5 6
Type of structure Existing Sub Super Km Foundation structure structure Brick RCC Solid 80+265 Open Masonry Slab Brick RCC Solid 92+661 Open Masonry Slab Brick RCC Solid 107+050 Open Masonry Slab Brick RCC Solid 109+500 Open Masonry Slab
No. of Spans 3 x 7.8 3 x 11 3 x 5.4 3 x 5.0
Width (in m) 8.7 8.5 8.5 8.5
2.12
GRADE SEPARATED JUNCTIONS There is no grade separated junction on the project road
2.13
RAIL-ROAD STRUCTURES At present, there is no Rail over Bridges (ROB) on the project road.
Table 2.10: Inventory of Existing ROB S. Chainage No. (in km) Type of structure Sub Super Foundation structure structure Nil No. of Spans Width (in m)
2.14
RAILWAY LEVEL CROSSING There is one railway level crossing on the project road at Km 45/957 near Bamanwali village on Bikaner Bhatinda Railway section.
2.15
WAYSIDE AMENITIES Wayside amenities like petrol pumps, dhabas, etc., exist all along the Project Highway. However, there is a need to integrate the amenities and also supplement by additional amenities.
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CHAPTER - 3 SURVEYS AND INVESTIGATIONS
3.1
GENERAL Primary consideration for feasibility study of a road is that overall cost of transportation (i.e. the cost of initial construction, traffic operation and maintenance) be minimum without adversely affecting the environment and society. All operations need advance planning of methodology in logical sequence. General Scope of services covered is: Review of all available reports and published information about the project road and the project influence area; Environmental and social impact assessment, including such as related to cultural properties, natural habitats, involuntary resettlement etc.; Detailed reconnaissance; Identification of possible improvements in the existing alignment and bypassing congested locations with alternatives, evaluation of different alternatives, comparison of techno-economic and other considerations and recommendations regarding most appropriate option; Inventory and condition surveys for road; Inventory and condition surveys for bridges, cross drainage structures and drainage provisions; Detailed topographic surveys using total station; Pavement investigations; Sub-grade characteristics and strength: Investigation of required sub-grade and sub-soil characteristics and strength for road and embankment design and Sub-soil investigation; Identification of sources of construction material; Preliminary design of road, its Typical Cross Section, horizontal and vertical alignment. Preparation of GAD and construction drawings and cross-drainage structures and underpasses etc. Identification of the type and design of intersections;
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Design of complete drainage system and disposal points for storm water; Value analysis / value engineering and project costing; Financial analysis; Contract packaging and implementation schedule; Strip plan indicating the scheme for carriageway widening, location of all existing utility services (both over and underground) Financial viability of project and financial options like BOT, PPP. Preparation of feasibility study report, rough cost estimate; Drawing of toll plaza and identification of their numbers and location and office cum residential complex including working drawings; Drawing of parking areas and rest areas; Tie-in of on-going / sanctioned works of MORT&H / other agencies;
The Project Road is lined with km pillars. We have marked every 250m with nailed points on one of the outside edges of the pavement. These will serve as reference points for all field surveys and inspections later on. The available topographic maps, GT Sheets and photographs are being studied. Detailed reconnaissance surveys have been done to outline the procedure for the detailed investigations to follow. The reconnaissance study identifies:
Topographic and physical features of the project and surrounding region including environmental features. Alignment alternatives, realignment requirements and need for bypasses and grade separators. Traffic pattern and homogenous links. Locations for conducting diverse traffic surveys. Preliminary inventory of pavement, carriageway type, bridges and structures, intersections, urban/congested areas. Requirements for conducting supplementary investigations. Extent of land available and additional requirements for widening.
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3.2
TOPOGRAPHICAL SURVEY The topographical survey has been carried out using Total Stations. The five categories of surveys are: Traverse along the existing road and establishment of bench marks (BMS) Cross-sections at 50 m intervals and at critical locations. Longitudinal section levels along final centre line at 25 m in straight sections and at 10 m interval in curved sections including fixation of cardinal points with a pair of reference pillars. Collection of details of all features such as structures (Bridges) utilities, exist road etc. For topographic surveys extended to a width of 50 m beyond either side of the centre line of the proposed divided carriageway or the land boundary which ever is more is surveyed. Where existing road crosses the alignment, the survey extended to minimum 100m either side of the road centre line and will be of sufficient width to allow improvements, including at grade intersections to be designed. Longitudinal and cross-sections for major and minor streams over 150 meters on both sides of ROW and 100 meters beyond the abutments. Location and type of services and utilities
An open traverse could lead to cumulated errors of angles. Hence, every 10 km the traverse has been closed to limit cumulative errors. The benchmarks have been referenced to GTS BMs of the Survey of India. A separate team has carried out this task. The ground cross-sections and details of features are referred to as the BMs. Separate teams concurrently with the traverse team have carried out these tasks. The leveling of the longitudinal section along the final centre line (FCL) and fixation of cardinal points has been carried out.
The readings from the Total Stations has been registered using data base software and then transferred to the survey model of the MX Road Software to prepare the DTM of the area surveyed. The DTM and the longitudinal profile of the FCL have been computed by MX Road software and drawn using Auto CAD on A3 size sheets showing 1 km sections (1:2500).
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For junctions/intersections, additional areas have been surveyed (ground sections, topographical features and utilities) as required. During this Survey, all utilities within the areas surveyed has been identified, and noted; complementary data has been collected from the competent bodies to complete the picture. The final location survey has transferred the selected alignment to the ground by fixing concrete pillars at intervals suitable on either side of the alignment. Temporary Benchmarks have been established at intervals of 250 m as nail marks and permanent GPS Benchmarks have been established at every 2 Km. Close liaison has been maintained with the revenue officials of the state government to identify the extent and ownership of land and also the formats for the land plans and schedules.
3.3
TRAFFIC SURVEYS Various traffic surveys as per requirements of the TOR has been conducted on the Project Highway. The first traffic survey was done from date December 4, 2009 to December 14, 2009 and the 2nd traffic survey was carried out from February 2, 2010 to February 8, 2010. The effect of traffic variations due to Marriages, Elections, seasonal variations and other temporary local effects has been duly applied. Proposed number and locations of traffic survey stations have been identified after detail reconnaissance. The Traffic Engineer has trained the post-in-charges and monitors the training of surveyors by them. Survey and count sheets have been spot checked on a regular basis and data registered in the field office. The type of traffic surveys and the number of survey stations are given in Table 3.1.
Table 3.1 List of Traffic Surveys carried out on Project road S. No 1 2 3 4 Description Classified Traffic Volume Count Axle Loading Characteristics Intersection Volume Count Pedestrian/Animal cross traffic count Number of Survey stations 9 2,at toll plaza locations 3,at major and busy intersections 8,at major inhabitations
Details are given in Chapter 4.

Schematic for Traffic Analysis

Mobilization of the study: - Scope of the work - Logistic for conduct of the study Appreciation of the Project Road Characteristics - Reconnaissance by visual observations - Collection & Analysis of past traffic flow data - Identification of critical locations/ sections
- Demographic, Socio-economic profile
Assessment of Existing Traffic & Travel Characteristics - Classified Traffic Volume on different sections of Road - Turning movement characteristics of intersections - Pedestrian Flow characteristics - Parking characteristics - Speed & delay characteristics of Vehicular Traffic - Travel characteristics of Passenger & Traffic Goods
Traffic Flow Forecasting - Growth Factor - Econometric method approach
Projected turning movements at intersections
Demands analysis for parking
Pedestrian volume analysis
Strategies for Pedestrian Facilities
Improvement Plans for Road, Intersections, Parking Facilities, Pedestrian Facilities, Planning of Toll Plazas, Service Roads, Commercial Areas/Truck Parking Area
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3.3.1
Classified Volume Count The classified traffic volume count surveys were carried out for 7 days (continuous, direction-wise) at the selected survey stations indicated in Table 3.2. The vehicle classification system as given in relevant IRC code may be followed. However generalized classification system as given in Table 3.3 is suggested in view of the requirements of traffic demand estimates and economic analysis. Table 3.2: Locations for Classified traffic Volume Count Sr. No. Location KM 1 2 3 4 5 6 7 8 9
At Bypass of NH-15 Near Jamsar Village At Kasturia Village Near Lunkaransar Town Before Bhadhera Village At Mahajan Village Near Arjunsar Village Near Hindore Village Near Piperan Village 10.000 25.300 40.400 70.000 85.200 108.300 126.000 145.000 158.000
Table 3.3: Classification of Vehicles for the Survey

MOTORISED TRAFFIC NON-MOTORISED TRAFFIC
Cars (include jeeps, vans) Light commercial vehicles including mini buses Buses Two axle trucks Multi axle vehicles (3 to 6 axles) Over sized vehicles (Seven or more axle ) Heavy construction Machinery (HCM) Earth moving equipments Tractor with trolley Ambulance, fire tender, funeral vans Three wheelers Two wheelers Tractor with trolley carrying agricultural goods
Bicycles Cycle Rickshaws Animal Drawn Carts Handcarts Any other non-motorised vehicles
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All results are presented in tabular and graphical form in Chapter 4: Traffic analysis and forecasting. The survey data was analyzed to bring out the hourly and daily variations. The traffic volume count per day was averaged to show a weekly Average Daily Traffic (ADT) by vehicle type. The Annual Average Daily Traffic (AADT) was worked out by applying seasonal factors. Details pertaining to traffic surveys and analysis are presented in chapter 4.
3.3.2
Turning Movement Counts The turning movement surveys for estimation of peak hour traffic for the design of major intersections were carried out for the Study. The details regarding composition and directional movement of traffic have been compiled. The methodology for the surveys was in accordance with IRC: SP: 41-1994. The data derived from the survey was used to analyze and to identify requirements of suitable remedial measures, such as construction of underpasses, flyovers, interchanges, and grade-separated intersections along the project road alignment. Intersections with high traffic volume requiring special treatments either presently or in future were identified. Locations comprising major intersections have been identified during detail reconnaissance. Data for turning movement survey are vital in identifying the section for operation as toll road. Details are presented in chapter 4. Identified Locations of Turning Movement Count (TMC) stations is given in Table 3.4. Table 3.4: Locations and types of Turning Movement Count Stations
Serial No. 1
Location Km 14.600 Jaisalmer Bypass Junction Km 71.000
Type T
2 Shri Dungargarh Junction Km 126.000 3 Pallu,Gopalsar Junction

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3.3.3
Pedestrian and Cattle Cross Count Survey This survey has been conducted as specifications of TOR and provisions in IRC SP-19 at all important locations to analyze the requirements of Pedestrian under pass, Footpath, Pedestrian Guard rails, Railings, Zebra Crossings etc. Identified Locations of Pedestrian and Cattle Cross Count Survey stations are given in Table 3.5. Table 3.5: Summary of Pedestrian/Cattle Cross Count Survey Locations Serial No. 1 2 3 4 5 6 7 8 Km 21.200 45.000 54.100 59.700 108.300 125.000 141.000 161.200 Location At Khara Village Near Bamanwali Village At Dheerera Village At Hansera Village Near Mahajan Village Near Arjunsar Village At Rajiasar Village Near Piperan Village
3.3.4 Axel Load Survey The axle load data was collected axle configuration-wise using load cell. The results of the survey have been used for calculation of VDF. The data is of prime importance in understanding the loading pattern of the project and to calculate traffic in terms of standard axles for the pavement design. Details are presented in Chapter 4. Two locations had been identified for Axle load survey, namely Km 25.300 and Km 145.000.
3.4
Road Inventory Survey Detailed road inventory surveys have been carried out to collect details of all existing road & pavement features along the existing road sections. The data collected through road inventory surveys was sufficient to meet the requirements.
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The data are presented in the format given as Road Inventory Data Sheet (IRCSP-19-2001). As part of the survey the following information is provided at every Kilometer or as per their occurrence: Terrain (flat, rolling, mountainous) Land Use (agricultural, commercial, forest, residential etc) @ every kilometer; Name of Village Carriageway width, surfacing type and condition @ every kilometer and every change of feature which ever is earlier; Shoulder surfacing type and width and condition @ every kilometer and every change of feature which ever is earlier; Height of embankment or depth of cut @ every kilometer and every change of feature which ever is earlier. Submergence Details of cross road The data have been collected in sufficient detail, compiled & presented in tabular form. The data have been stored in computer files using utility packages, such as EXCEL etc. The same has been appended in Annexure A to this report. The identification of various stretches is as given in Table 3.6. Table 3.6: Summery of Types of Stretches As Per Location Sr. No. 1 2 3 4 5 3.5 3.5.1 Type of stretch Areas affected by frequent flooding Areas subjected to water logging Pass through Black Cotton soil Pass through Marshy area Pass through weak soil stratum Remarks From km 125/250 to km 125/750 From km 70/500 to km 72/500 Nil Nil Nil
Pavement Investigations Pavement/Road Condition Survey Pavement Condition Survey was done for collecting the basic information of the road structure & based on this the road could be demarcated into homogeneous sections of more or less equal / uniform performance and similar characteristics. This operation consists primarily of visual operations supplemented by simple measurements. The criteria for classification of pavement sections has been derived from IRC-81-1997 which also explains that, it is not practical to modify the overlay design at frequent intervals; it will be preferable if the length of each section be kept at a minimum of 1 km except in the case of localized failure or other situations requiring closer examination where minimum length of section
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may be suitably fixed. In case the pavement shows severe distress or signs of premature failure further investigation would be necessary to ascertain the causes & design remedial measures. The different levels adopted for pavement condition survey is given in Table 3.7
Table 3.7 Levels for Pavement Condition Survey Serviceable Indicator Pot Holes per Km Cracking and Patching Rutting Good NIL 5% 5% Fair 2-3 % 10% 5-10% Poor 4-8% 10-15% 10-20%
The existing condition survey of the pavement is indicated in Annexure-B.
3.5.2
Pavement Composition In order to ascertain pavement composition trial pits (1mx1m in plan) were dug at every 3 km interval (staggered left & right) or at each major change in the pavement condition, whichever is less. For each test pit the following information has been recorded: Test pit reference (Identification number, location) Pavement composition (material type & thickness) Subgrade type (textural classification) and condition (dry, wet) Details are indicated in Annexure-C to this report.
3.6
Benkleman Beam Deflection Survey Benkelman Beam Deflection Technique is useful in evaluating the strengthening requirements of the existing flexible road pavements. The basic principle of deflection method considers the performance of flexible pavements which is closely related to the elastic deflection / deformation of pavement under the wheel loads. The amount of pavement deflection under an applied design wheel load or its rebound deflection on removal of this load is a measure of the structural stability of the pavement system. Larger rebound deflection indicates weaker pavement structure indicative of strengthening and/or higher overlay thickness for the pavement.
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Structural strength surveys for existing two lane pavements using Benkelman Beam Deflection Technique were carried out in accordance with the procedure given in IRC: 81-1997 Guidelines for Strengthening of Flexible Road Pavements using Benkelman Beam Deflection Technique. On the Project Highway the BBD test has been conducted in 29 stretches, with each stretch of 500 m length for each set of test. 3.6.1 Calculation of Deflections To get a single value of rebound deflection from three field values (Initial, Intermediate & Final Readings) following steps are followed: Double the field observations (readings): Do, Di & Df are doubled values. This is done because the dial gauge is fixed such that distance between probe end and fulcrum of beam is twice the distance between fulcrum and dial gauge. Let Initial Reading be Do (doubled), Intermediate Reading be Di (doubled), & Final Reading be Df (doubled) & XT & YT is rebound deflections in mm in case 1 & 2 respectively. If Df - Di < 0.025mm XT = rebound deflection = 2 (Df - Do) = twice the difference between final and initial readings If Df - Di 0.025mm YT = rebound deflection = 2 (Df - Do) + 2x2.91 (Df - Di ) After this temperature & seasonal corrections were applied to get final (corrected) deflection from which, mean, standard deviation and characteristic deflection are obtained.
Step 1
Step 2
Case 1
Case 2
Step 3
3.6.2
Characteristic Deflection The statistical analysis of all the measurements done in the field and corrections applied as required was done as under: Mean deflection= X=X N (X X)2 n -1
Standard deviation= =
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The characteristic deflection for design purposes has been taken as Characteristic deflection Dc in mm= X + 2 for major arterial roads (like NH & SH) Dc = X + could be considered for all other roads but for this project it is not applicable. Here, X = Individual deflection in mm X = Mean deflection in mm n= Number of deflection measurements In the formula for standard deviation, division by n-1 and not n follows the established statistical theorems. In the same km on road, readings were staggered with respect to 25m on either side, Left Hand (LHS) and Right Hand (RHS). The observations of LHS were taken while going and RHS while returning, involving a difference of several days. Hence, calculated characteristic deflection for LHS is bound to be different for RHS in the same km. The representative characteristic deflection for the same km is the maximum of the two and not the average for the obvious reasons. The characteristic deflection value obtained by BBD testing is summarized in Table 3.8. Table 3.8 : Existing Deflection values along the Project Road Stretch Characteristic Sr. Remarks Deflection in mm No. From Km To Km 1 4.35 4.85 1.02 By Pass 2 6.75 7.25 1.10 By Pass 3 14.75 15.25 0.72 4 20.75 21.25 1.36 5 26.75 27.25 1.07 6 32.75 33.25 1.39 7 36.00 36.25 1.11 8 41.00 41.25 0.89 9 44.75 45.25 0.67 10 50.75 51.25 0.74 11 56.75 57.25 1.58 12 62.75 63.25 1.16 13 68.75 69.25 1.37 14 74.75 75.25 1.09 15 78.00 78.25 1.27 16 83.75 84.25 0.80 17 89.75 90.25 1.08 18 95.75 96.25 0.78 19 98.75 99.25 1.08 20 104.75 105.25 1.27 21 110.75 111.25 1.60
Sr. No. 22 23 24 25 26 27 28 29 30 31
Stretch From Km 116.75 112.75 128.75 134.75 140.75 146.75 152.75 158.75 164.75 168.00 To Km 117.25 123.25 129.25 135.25 141.25 147.25 153.25 159.25 165.25 168.25
Characteristic Deflection in mm 2.14 1.88 1.76 1.07 1.35 1.33 1.60 1.23 1.35 1.81
Remarks
3.7
Sub grade Characteristics & Strength The testing of soils for classification & mechanical characteristics has been as per terms of reference. Testing of three sub-grade soil samples for each design section or three samples for each soil type encountered, whichever is more has been done. Thus testing for sub-grade soil at each test pit includes: In-situ density & moisture content Field CBR using DCP Characterization (Grain size & Atterberg Limits) Laboratory moisture-density characteristics (modified AASHTO compactions) Laboratory CBR (unsoaked & 4 day soaked compacted at 3 energy levels)
3.8
Investigation Of Borrow Areas The borrow areas were first identified by visual inspection and enquiries along the project road and adjacent areas. The soil samples from these borrow areas were collected, and the required tests as per specification & IRC/BIS codes were done. Grain size analysis was done for particles smaller than 4.75mm. For particles having size between 4.75mm and 75 microns, sieve analysis was done (wet sieving) and for particles smaller than 75 microns, Hydrometer analysis was done. CBR test, Atterbergs Limit and moisture contents were also determined. Material found satisfactory can be used for construction activity.
3-13
3.9
Investigation Of Material For Construction The investigation of different quarries was conducted from different places where stone aggregates and sand are available. Samples were collected and tests were performed in accordance with IS: 2386 (Part III), IS: 120 (Part I), AASHTOT182, IS: 624-1971, IS: 2380 (Part V).
3.10
Investigations Of Other Construction Materials Availability and suitability of other construction materials like Fly ash, coarse sand, local sand and bricks were investigated. Samples were collected and required tests performed in the laboratory. Cement, Steel and Bitumen are manufactured items and readily available.
3.11
Drainage System Requirement of roadside drainage system and the integration of the same with proposed cross drainage system have been worked out for the entire length. Improving storm water drainage in built-up areas using vertical drains as per IRC: SP: 50-1990 has been adopted.
3.12
Investigations For Structures We have made an inventory of all the structures (bridges, viaducts, ROB, culverts, etc.) along the road under the project. The inventory for the bridges, viaducts and ROBs shall include the parameters required as per the guidelines of IRC-SP: 351990. There are 2 major bridges, 6 minor bridges and 84 culverts existing in the project stretch. The culverts are listed in Table 3.9.
3.12.1 Condition Surveys for Bridges, Culverts and Structures Thorough inspection of the existing structures done and prepared a report about their condition including all the parameters given in the Inspection pro-forma of IRC-SP; 35-1990 The condition and structural assessment survey of the bridges / culverts / structures was carried out. Summary of inventory of structures is presented below. Details are appended in Annexure to Chapter 8. Figure 3.1 depicts condition of some of the structures. The details of inventory and condition survey of structures are given in Annexure D, E and F in the folder of annexures to main report. RCC hand rails are found to be damaged at a number of structures. At some bridges provision of parapets has been observed.
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Minor bridge Km 60+308
Minor Bridge Km 80+265
Figure 3.1 Condition of Major Bridge at Km 163+101, 157+631 and Minor Bridge at Km 60+308 and 80+265.
The wearing coat in most cases is in poor condition with distresses like pot holes, scaling and undulations. Distresses observed like vertical cracks on substructures, reinforcement exposed on the superstructures, Leaching, spalling in concrete, damaged pedestals & bearing, uneven bituminous layer, and high vibration on slab is observed at Major bridge location. Vent way blockage by deposition of broken materials / growth in vent way was noticed in some culvert locations. There are 84 culverts (pipe and slab) on the project road. These culverts are of 2-lane configuration.
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Table 3.9: Existing Culverts on Project Road Existing Structure List Irrigation S.N. 1 2 Structure Pipe Slab Nos 55 18
Culvert (Cross drain) S.N. 1 2 Structure Pipe Slab Nos 6 5
3.13
GEO-TECHNICAL INVESTIGATIONS & SUB-SOIL EXPLORATION Geo-technical investigations & sub-soil exploration for the bridges / ROB etc. along the given location have been done for the proper design of works. Relevant laboratory & field test on soil & rock samples have been conducted as per requirements. The minimum scope followed for geo-technical investigations for bridge & structures is as given in Table 3.10. Details are given in report on Geotechnical investigations. Table 3.10: Table defining locations of Bore Hole S. No. 1 Description Overall Length = 6 to 30m Location of Boring One abutment location One abutment location & at least one 2 Overall Length = 30 to 60m intermediate location between abutments for structures having more than one span. 3 Overall Length > 60m Each abutment and each pier locations
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3.14
Hydrological Study All-important hydrological features were noted during this field reconnaissance. Information on high flood level (HFL), low water levels (LWL), discharge velocity etc. were collected from local inquiries and visible signs, on the structural components and embankments. Local inquiries were also made with regard to the road sections getting overtopped during heavy rains.
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CHAPTER 4 TRAFFIC SURVEY, ANALYSIS AND FORE CAST
4.1
INTRODUCTION Traffic is one of the most important components of road project feasibility study. The study of traffic & travel characteristics is conducted to assess the nature and magnitude of traffic problems on the project road. A correct assessment of the existing traffic condition along with past traffic flow trends forms a basis for further analysis of estimation of traffic flow for the horizon years. As the travel is the derived demand due to interaction of numerous socio economic activities, it is also imperative to study the growth of the socio-economic, demographic profiles in the project area influencing the travel demand. Presently traffic facilities on the project road in terms of pedestrian sidewalk in urban area, access control, road signage and markings are non-existent or highly deficient. Certain sections on the road, heavy movement of goods traffic poses serious problems of traffic operation resulting in traffic congestion. Other problems along the highway are inadequate sight distance, poor road geometric, kerb side parking, and non-conforming land use activities along the roadside and other encroachments within right of way. Keeping these in view, utmost and judicious care has been taken to organize various logistics to study the traffic and travel characteristics on the project road. This would enable to plan and design the project road to meet future traffic requirements and ensure safe and efficient movement of traffic for horizon years. Traffic data is one of the important inputs required for a highways project. This chapter deals with various traffic studies carried out and the analysis of the data obtained from these studies. The following traffic studies have been carried out for the project. (i) (ii) (iii) (iv) Classified traffic volume count survey carried out twice for 7 days and 24 hours duration Turning movement count survey Axle load survey Pedestrian And Cattle Cross Count Survey
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Table 4.1 shows the traffic survey locations.
Table 4.1: Traffic Survey Locations S. Type of Survey Location / Direction No. 1 Volume Count Bypass of NH-15 Km 10.000 1st Survey Date 09.12.2009 to 15.12.2009 05.12.2009 to 11.12.2009 04.12.2009 to 10.12.2009 05.12.2009 to 11.12.2009 08.12.2009 to 14.12.2009 05.12.2009 to 11.12.2009 08.12.2009 to 15.12.2009 05.12.2009 to 11.12.2009 08.12.2009 2nd Survey Date 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 02.02.2010 to 08.02.2010 -
Volume Count
Khara Village
25.300
Volume Count
Bamanwali Village
40.400
Volume Count
Loonkaransar Village
70.000
Volume Count
Bhadhera Village
85.200
Volume Count
Malkisar Village
108.300
Volume Count
Rajiyasar Village
126.000
Volume Count
Hindore Village
145.000
Volume Count
Piperan Village Jaisalmer Bypass, TJunction Shri Dungargarh, Cross Junction Pallu, Gopalsar, Cross Junction Khara Village Hindore Village
158.000
Turning 10 Movement Count Turning 11 Movement Count Turning 12 Movement Count Axle load 13 survey Axle load 14 survey
14.609
71.008
06.12.2009
126.030 25.300 145.000
11.12.2009 15.12.2009 14.12.2009
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4.2
CLASSIFIED VOLUME COUNTS
4.2.1 Methodology Classified volume counts were conducted at nine locations as indicated above, in accordance with IRC: 9-1972. After studying the road network and pattern of traffic movement in the project area, selection of above mentioned survey locations were made and mentioned in the Inception Report. A seven day, 24 hour manual hand tally count has been carried out for each location. The Table 4.2 indicates the classification of vehicles for conducting traffic survey. Table 4.2: Classification of Vehicles for the Survey MOTORISED TRAFFIC Cars (include jeeps, vans) Light commercial vehicles including mini buses Buses Two axle trucks Multi axle vehicles (3 to 6 axles) Over sized vehicles (Seven or more axle ) Heavy construction Machinery (HCM) Earth moving equipments Tractor with trolley Ambulance, fire tender, funeral vans Three wheelers Two wheelers Tractor with trolley carrying agricultural goods NON-MOTORISED TRAFFIC Bicycles Cycle Rickshaws Animal Drawn Carts Handcarts Any other non-motorised vehicles
PCU values proposed for the design along with that given in IRC: 106-1990 for Urban Roads and IRC: 108-1996 for Rural Roads is given in Table 4.3.
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Table 4.3: PCU Factors as per IRC and Designed
Equivalent PCU factors Urban Roads (Ref. IRC: 106- Rural Proposed 1990) Roads for project Percentage composition of Vehicle type in traffic stream (Ref IRC: section 108-1996) 5% 10% and above FAST VEHICLES 1. Motor Cycle, Scooter, etc. 2. Passenger Car, Pickup Van 3. Auto-rickshaw 4. Light commercial vehicles 5. Mini Bus 6. 2-Axle Truck or Bus 7. 3-Axle Truck 8. MAV 9. Agricultural tractor 10. Agricultural tractor trailer 4.00 5.00 4.50 1.50 4.50 0.5 1.00 1.20 1.40 2.20 0.75 1.00 2.00 2.00 3.70 0.50 1.00 1.00 1.50 3.00 0.50 1.00 1.00 1.50 1.5* 3.00 3.0 4.50 1.50 4.50
Vehicle type
SLOW VEHICLES 11. Cycle 12. Cycle rickshaw 13. Animal drawn vehicle 14. Hand Cart 16. Others (e.g. Jugad) 0.40 1.50 1.50 2.00 0.50 2.00 2.00 3.00 0.50 2.00 4.00 3.00 0.50 2.00 4.00 3.00 4.0
4.2.2 Seasonal Variation Factor (SVF) Seasonal variation in the traffic occurs due to various businesses, agricultural and other activities. The traffic counts were carried out in the month of December & February, which is not a peak period. The higher traffic is generally observed during April-May months (Crop harvesting and marketing period). This factor cannot be evaluated directly in the absence past traffic census data on monthly basis.
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Fuel consumption survey along the project road was conducted and details regarding sale of Diesel and Petrol from December, 08 to November, 09 recorded at different outlets along NH-15 between Bikaner and Suratgarh were collected. The variation in the total sale of Petrol and Diesel in the project area could be one of the tools to find this factor. Analysis of this data shows that the seasonal variation factor for December & February is 1.00, 0.95 respectively. The same has been adopted to calculate AADT.
4.2.3 Annual Average Daily Traffic (AADT) After applying the seasonal variation factor to the Average Daily Traffic (ADT) of December & February to the 1st & 2nd Traffic Survey the Annual Average Daily Traffic (AADT) thus calculated was compared and it is observed that there is a slight variation in AADT (nos) which is quite obvious. Thus for the safe purpose the lower side AADT (from 1st Traffic Survey) has been considered for financial and capacity calculations. Table 4.4: AADT Summary for 1st & 2nd Traffic Survey
In Terms of AADT (no.) S. No Location Tollable Vehicles 1st Traffic Survey km 10.000* km 25.300 km 40.400 km 70.000 km 85.200 km 108.300 km 126.000 km 145.000 km 158.000 3930 3821 3484 3137 3262 3353 3606 4093 2nd Traffic Survey 1787 4393 4170 3802 3107 3231 3321 3107 3527 Total Vehicles 1st Traffic Survey 4640 4025 3997 3444 3507 3710 3935 5289 2nd Traffic Survey 1978 5367 4554 4522 3561 3626 3836 3516 4726
In Terms of AADT (PCU) Tollable Vehicles 1st Traffic Survey 10513 10871 9357 8593 8926 9209 10076 10538 2nd Traffic Survey 5633 11932 11612 9995 8509 8839 9119 8786 9189 Total Vehicles 1st Traffic Survey 11300 11176 9921 9107 9451 9749 10707 12239 2nd Traffic Survey 5824 12943 12097 10739 9206 9554 9855 9431 10780
1 2 3 4 5 6 7 8 9
*CVC at this location was included in 2nd Traffic Survey
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4.2.4 AADT at Toll Plaza Locations Table 4.5: AADT (no.) at Toll Plaza Locations AADT (no.) Categories Cars (Jeep, Van, Taxi) LCV/Mini Bus Buses 2-Axle Truck MAV (3 to 6) Oversized Vehicles (7 or more) HCM/EME Total Tollable Traffic Tractors (with & without Trailer) Slow Moving Vehicles Exempted Vehicles Total Traffic Km 25.500 1123 114 147 372 2168 3 3 3930 54 50 75 4640 Km 84.500 564 312 170 477 1612 0 2 3137 77 13 58 3444 Km 145.000 721 304 165 362 2045 6 3 3606 93 21 99 3935 Km 25.300 1123 172 441 1116 7633 14 14 10513 211 124 95 11300 AADT (PCU) Km 84.500 564 469 510 1431 5609 0 10 8593 293 36 76 9107 Km 145.000 721 456 495 1086 7275 28 15 10076 365 74 131 10707
4.2.5 Directional Traffic Distribution The study reflects that traffic is almost equally distributed in both directions, from Bikaner to Suratgarh and from Suratgarh to Bikaner directions. 4.2.6 Traffic Composition The detailed pattern of composition of traffic has been appended with First Traffic Survey Report. The composition varies in different traffic sections. 4.2.7 Traffic Homogeneous Sections Depending upon the traffic volume and turning traffic from junctions with other important roads, the whole Project Highway has been divided in to three homogenous sections with average AADT as listed below:
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Table 4.6: Traffic Homogenous Section

Traffic Homogenous Section Section (in km) No. From To km km 553.869 of 60.000 of 1 NH-11 NH-15 2 60.000 120.000 Traffic Homogenous Section (in Ch.) From Ch. 0.000 59.518 From Ch. 59.518 119.503 Length 59.518 59.985 AADT (Nos.) (2009) 4333 3649 AADT (PCU) (2009) 11238 9493
Remarks
Average of Traffic at km 25.300 & km 40.400 Average of Traffic at km 70.000, km 85.200 & km 108.300 Average of Traffic at km 126.000, km 145.000 & km 158.000
120.000
173.000
119.503
172.384
52.881
4311
10898
4.2.8 Traffic at Toll Plaza For the purpose of Tolling, the Project Highway has been proposed with three Toll stretches with one Toll Plaza for each Toll section. The traffic volume and its projections at Toll Plaza are used for calculation of revenue from Tolling, period of Concession and for viability of the Project. Table 4.6: Tollable Traffic at Toll Plaza Location Existing Design AADT (nos.) AADT (PCU) Toll Plaza location Km Ch. (2009) (2009) Khara Village
Bhadhera Village
S. No. 1 2 3
25.500 84.500 145.000
24.739 84.025 144.400
3930 3137 3606
10513 8593 10076
Hindore Village
4.2.9 Toll Sections The toll sections have been proposed are as below Table 4.7: Toll Plaza Sections Toll Section Toll Section S. No. From Km To Km From Ch. To Ch. 1 553.869 of NH-11 60.000 60.000 of NH-15 120.000 0.000 59.518 Length Location km 25.500 (Near JamsarVillage) Km 84.500 (Near Bhadhera Village) Km 145.000 (Near Hindore Village) Remarks 2-Lane with paved shoulder 2-lane with paved shoulders 2-lane with paved shoulders
59.518
59.518
119.503
59.985
120.000
173.000
119.503
172.384
52.881
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4.3
Turning Movement Count Survey Turning movement survey has been conducted at important junctions to understand the nature and quantum of turning movements. The study is helpful in understanding the percentage of traffic getting diverted as well as to help the design of intersections. The analysis of Turning Movement Count Survey reflects hourly variation in traffic, its composition, peak hourly flow and turning traffic. The data of the Turning Movement Count Survey reveals that major traffic at the junctions is through traffic in nature and it is in accordance with the data collected from Volume Count Survey. The peak hour volumes at different intersections in terms of No. of vehicles & PCU are presented in Table 4.8. Table 4.8: Total inbound Peak hour traffic volume at intersections
S. No. 1
Peak Hour Volume Location Km 14.609 Jaisalmer Bypass Junction Km 71.008 Shri Dungargarh Junction Km 126.030 Pallu,Gopalsar Junction 4.4 T PCU veh/hr + PCU veh/hr + PCU 902 33 934 1193 383 257 28 1450 411 09.00-10.00 948 710 7 189 954 899 11.00-12.00 Type Category Fast veh/hr 460 Slow 6 Total 466 16.00-17.00 Peak Hour
AXLE LOAD SURVEY An axle load survey has been conducted at all proposed Toll Plaza locations. The sample size for each category is more than 10% of classified traffic volume of Buses, LCV, 2-Axle Trucks, 3-Axle Trucks and MAV. A calculation of VDF (vehicle damage factors) has been done as per Equivalency Factors given in IRC-37-2001. The final results are tabulated as under: Table 4.9: Summary of One Day Axle Load
S. No.
Location
Date of Survey
Category Bus LCV
% Sample of ADT 11.00% 13.50% 25.50% 32.00% 20.25%
ADT VDF Values 147 87 372 1416 755 0.72 0.57 5.52 5.12 6.85
km 25.300
15/12/2009
4-8
S. No.
Location
Date of Survey
Category Bus LCV
% Sample of ADT 15.00% 15.50% 28.35% 23.50% 21.20%
ADT VDF Values 165 288 362 1285 766 0.78 0.60 5.65 5.15 6.82
km 145.000
14/12/2009
4.5
PEDESTRIAN AND CATTLE CROSS COUNT SURVEY This survey has been conducted as specifications of TOR and provisions IRC SP: 19-2001, at all important locations to analyze the requirements of Pedestrian under pass, Footpath, Pedestrian Guard rails, Railings, Zebra Crossings etc. The peak hour counts have been summarized in Table below:
Table 4.10: Summary of Pedestrian/Cattle Cross Count Survey
Location Km 21.200
Category Pedestrian Cattle Pedestrian Cattle Pedestrian Cattle Pedestrian Cattle Pedestrian Cattle Pedestrian Cattle Pedestrian Cattle Pedestrian Cattle
Total Count (nos.) 613 934 712 277 504 953 707 286 302 2012 388 1420 469 400 976 1284
Peak Hour 10:00-11:00 9:00-10:00 10:00-11:00 9:00-10:00 14:00-16:00 18:00-19:00 16:00-17:00
Peak Hour Count (nos.) 75 125 125 35 80 165 110 35 40 315 50 170 82 65 133 335
Km 45.000
Km 54.100
Km 59.700
Km 108.300
16:00-17:00 08:00-09:00 14:00-15:00 08:00-09:00 14:00-15:00 08:00-09:00 10:00-11:00
Km 125.000
Km 141.000
Km 161.200
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4.6
TRAFFIC FORECAST
4.6.1 Introduction Adopting the well known elasticity method, traffic forecast has been carried out to estimate the traffic growth by vehicle type. The time horizon considered for the study is up to year 2040. While the forecast is considered to be reliable for a period of 10 years, the forecast beyond 10 years can only be indicative, as there are certain policy variables that could change in long run and can not be predicted based on the past performance. 4.6.2 Methodology The data collection for calculating growth rate plays a vital role for calculating the traffic projections as it affects the future predictions. The prediction of future growth rate is just a rational approach and actual results may vary in future. Traffic growth rates to be used subsequently for forecasting traffic on the project road, have been estimated by adopting the Elasticity of Transport Demand method. This method relies on the correlation between The past trends in traffic on the project road/vehicle registration in the state, and Time series data on national income (NNP), state income (NSDP), per capita income (PCI) and projected population of state. The projected growth rates worked out for major vehicle groups, namely, car/jeep, two-wheelers, three-wheelers, buses, trucks and Tractors & Trailers were moderated based on future economic prospects of the project influence area. Using the above mentioned method the estimated growth rates are as under:
Table 4.11: Growth Rate of Traffic as per IRC SP-19, Econometric Model Year 2010-2014 2015-2019 2020-2024 Car / Jeep 6.68% 6.01% 5.41% 2 Wheelers 7.59% 6.83% 6.15% 3 Wheelers 7.62% 6.86% 6.17% Buses 6.07% 5.47% 4.92% Truck 7.36% 6.62% 5.96% Tractors & Trailers 4.40% 3.96% 3.56%
4.6.3 Growth Rate The above calculated Growth Rates is further fine tuned and minimum 5% is kept at any instance of time, while for calculations purpose i.e. Capacity Assessment & Financial Analysis constant 5% Growth Rate is adopted for all years.
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Table 4.12: Growth Rate from Econometric Model
Year 2010-2014 2015-2019 2020-2024 2025-2029 2030-2034 2035-2039
Car / Jeep 6.50% 5.85% 5.27% 5.00% 5.00% 5.00%
2 Wheelers 7.50% 6.75% 6.08% 5.47% 5.00% 5.00%
3 Wheelers 6.00% 5.40% 5.00% 5.00% 5.00% 5.00%
Buses/LCV 5.50% 5.00% 5.00% 5.00% 5.00% 5.00%
Truck 7.00% 6.30% 5.67% 5.10% 5.00% 5.00%
Table 4.13: Adopted Growth Rate for Capacity Assessment & Financial Analysis
Year 2010-2014 2015-2019 2020-2024 2025-2029 2030-2034 2035-2039
Car / Jeep 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%
2 Wheelers 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%
3 Wheelers 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%
Buses 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%
Truck 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%
4.7
TRAFFIC PROJECTIONS Traffic projections in terms of PCU at Major Intersections, Toll Plaza locations & Traffic Homogenous Sections are discussed under this head.
4.7.1 Traffic Projections at Major Intersections Total inbound Peak-hour traffic at intersections (i.e. at km 14.609, km 71.008 & km 126.030) has been projected for the growth rate of 5% for a period up to year 2040 and presented in Table 4.14.
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Table 4.14: Total Inbound Peak Hour Traffic Projections (In PCUS) at Major Intersections S. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 Year 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 Km 14.609 954 1002 1052 1104 1160 1218 1278 1342 1409 1480 1554 1632 1713 1799 1889 1983 2082 2187 2296 2411 2531 2658 2791 2930 3077 3231 3392 3562 3740 Km 71.008 1450 1522 1598 1678 1762 1850 1942 2040 2142 2249 2361 2479 2603 2733 2870 3013 3164 3322 3488 3663 3846 4038 4240 4452 4675 4909 5154 5412 5682 Km 126.030 934 981 1030 1081 1135 1192 1252 1314 1380 1449 1521 1597 1677 1761 1849 1942 2039 2141 2248 2360 2478 2602 2732 2869 3012 3163 3321 3487 3661
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S. No. 30 31 32
Year 2038 2039 2040
Km 14.609 3927 4123 4329
Km 71.008 5966 6265 6578
Km 126.030 3844 4037 4239
4.7.2 Traffic Projections at Toll Plaza Locations Total traffic at toll plaza locations (i.e. Km 25.500, Km 84.500 & Km 145.000) in terms of AADT (Nos. & PCU) has been projected for 5% Growth Rate for a period up to year 2040 and presented in Table 4.15.
Table 4.15: Traffic Projections at Toll Plaza Locations S. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 Total Traffic AADT (Nos.) Km Km 84.500 145.000 3444 3935 3616 3797 3987 4186 4396 4615 4846 5088 5343 5610 5890 6185 6494 6819 7160 7518 7894 8288 4132 4338 4555 4783 5022 5273 5537 5814 6104 6410 6730 7067 7420 7791 8181 8590 9019 9470 Total Traffic AADT (PCU) Km Km 84.500 145.000 9107 10707 9562 10040 10542 11070 11623 12204 12814 13455 14128 14834 15576 16355 17173 18031 18933 19879 20873 21917 11242 11804 12395 13014 13665 14348 15066 15819 16610 17441 18313 19228 20190 21199 22259 23372 24541 25768
Year 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027
Km 25.500 4640 4872 5116 5371 5640 5922 6218 6529 6855 7198 7558 7936 8333 8749 9187 9646 10129 10635 11167
Km 25.500 11300 11865 12458 13081 13735 14422 15143 15900 16695 17530 18407 19327 20293 21308 22373 23492 24666 25900 27195
4-13
S. No. 20 21 22 23 24 25 26 27 28 29 30 31 32
Year 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040
Km 25.500 11725 12311 12927 13573 14252 14964 15713 16498 17323 18189 19099 20054 21057
Total Traffic AADT (Nos.) Km Km 84.500 145.000 8703 9944 9138 9595 10075 10578 11107 11663 12246 12858 13501 14176 14885 15629 10441 10963 11511 12086 12691 13325 13992 14691 15426 16197 17007 17857
Km 25.500 28555 29982 31481 33055 34708 36444 38266 40179 42188 44297 46512 48838 51280
Total Traffic AADT (PCU) Km Km 84.500 145.000 23013 27056 24164 25372 26640 27972 29371 30840 32382 34001 35701 37486 39360 41328 28409 29829 31321 32887 34531 36258 38071 39974 41973 44071 46275 48589
4.7.3 Traffic Projections at Traffic Homogenous Section As mentioned above the whole project corridor is considered as three homogenous section. The Traffic Projections in terms of AADT (Nos. & PCU) has been projected for the growth rate of 5% for a period up to year 2040 and presented in Table 4.16.
Table 4.16: Traffic Projections at Homogenous Section Traffic Homogenous Section S. No. 1 2 3 4 5 6 Year Section 1 AADT AADT (Nos.) (PCU) 4333 11238 4550 4777 5016 5267 5530 11800 12390 13009 13660 14343 Section 2 AADT AADT (Nos.) (PCU) 3649 9493 3831 4023 4224 4435 4657 9968 10466 10989 11539 12116 Section 3 AADT AADT (Nos.) (PCU) 4311 10898 4527 4753 4991 5240 5502 11443 12015 12616 13247 13909
2009 2010 2011 2012 2013 2014
4-14
Traffic Homogenous Section S. No. 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 Year Section 1 AADT AADT (Nos.) (PCU) 5807 15060 6097 6402 6722 7058 7411 7781 8171 8579 9008 9458 9931 10428 10949 11497 12072 12675 13309 13974 14673 15407 16177 16986 17835 18727 19663 15813 16604 17434 18306 19221 20182 21191 22250 23363 24531 25758 27046 28398 29818 31309 32874 34518 36244 38056 39959 41957 44054 46257 48570 50998 Section 2 AADT AADT (Nos.) (PCU) 4890 12722 5135 5391 5661 5944 6241 6553 6881 7225 7586 7965 8364 8782 9221 9682 10166 10674 11208 11768 12357 12975 13623 14305 15020 15771 16559 13358 14025 14727 15463 16236 17048 17900 18795 19735 20722 21758 22846 23988 25188 26447 27770 29158 30616 32147 33754 35442 37214 39074 41028 43080 Section 3 AADT AADT (Nos.) (PCU) 5777 14604 6066 6369 6688 7022 7373 7742 8129 8535 8962 9410 9881 10375 10894 11438 12010 12611 13241 13903 14599 15329 16095 16900 17745 18632 19563 15335 16101 16906 17752 18639 19571 20550 21577 22656 23789 24978 26227 27539 28916 30361 31879 33473 35147 36904 38750 40687 42722 44858 47101 49456
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040
4-15
4.8 4.8.1
CAPACITY ANALYSIS Capacity Augmentation requirements The design service volume for Level of service B for a two/four lane road are: (i) 2-lane with earthen shoulder (Manual for 2-Laning) = 15000 PCU/day
(ii) 2-lane with paved shoulder (Manual for 2-Laning) = 18000 PCU/day (iii) 4-lane with paved shoulder (IRC-SP:84-2009) = 40,000 PCU/day The design service volume for Level of service - C for a two/four lane road are: (i) 2-lane with earthen shoulder (Manual for 2-Laning) = 21000 PCU/day
(ii) 2-lane with paved shoulder (Manual for 2-Laning) = 25200 PCU/day (iii) 4-lane with paved shoulder (IRC-SP:84-2009) = 60,000 PCU/day
4.8.2
Capacity Analysis for Existing Road The level of service for existing road (2-lane with earthen shoulder) is at LOS B and by the year 2017 it will reach to LOS C.
4.8.3
Capacity Analysis for Proposed Road The LOS of proposed road (2-lane with paved shoulder) follows as:
Table 4.17: Capacity Augmentation period for Proposed and Existing Project Highway with 5% Growth Rate Project Facility 2-Lane + Earthen Shoulder 2-Lane + Paved Shoulder Level of Service LOS B LOS C LOS B LOS C LOS B LOS C Toll Plaza at Km 25.500 2015 (15143) 2022 (21308) 2019 (18407) 2026 (25900) 2035 (40179) Toll Plaza at Km 84.500 2020 (15576) 2027 (21917) 2023 (18031) 2030 (25372) Toll Plaza at Km 145.000 2016 (15066) 2023 (21199) 2020 (18313) 2027 (25768) 2037 (41973) Average of 3 Locations 2017 (15323) 2024 (21561) 2021 (18625) 2028 (26208) 2037 (40657) -
4-Lane + Paved Shoulder
4-16
CHAPTER 5 DESIGN STANDARDS
5.1
GENERAL The primary purpose of this Project is to achieve Two Lane with Paved shoulder from Km 553+869 of NH-11 to Km 70+500 of NH-15 via Km 10+630 of NH-15 & Km 72+500 to Km 171+000 and Four Laning from Km 70+500 to 72+500 at Loonkaransar, Km 171+000 to Km 173+000 at Suratgarh and 12 m carriageway in village portions. The scope of Consultancy Service covers all aspects of Project preparation activities of proposed improvements. These improvements will consist of widening and strengthening of pavement with all ancillaries such as the improvements of geometries; widening/ strengthening/ reconstruction of culverts and bridges; drainage; location of toll plazas, service roads, bypasses, junction improvements etc.
5.2
GOAL & OBJECTIVES The aim is to provide maximum safety in the design of the highway geometry, pavement, shoulders, embankments and other pertinent components for an uninterrupted flow of through traffic along the project stretch with the provision of: 1. Service roads, where appropriate 2. Road junctions for cross traffic at appropriate locations.
5.3
HIGHWAY DESIGN STANDARDS The detailed geometric designs standards have been worked out based on the proposed ROW, preliminary engineering studies, traffic forecasts and future requirements. The sections of project under consideration carry mostly freight/passenger traffic. Based on the availability of land in the individual corridor, design standards and analysis of the item of the proposed improvement option, design and treatment have been conceptualized and formulated.
5.4
APPROACH While designing improvement works it is aimed at providing maximum safety to the road users. Accordingly, the highway geometrics, carriageway widths, and other pertinent components have been proposed for an uninterrupted and smooth flow of traffic along the project corridor.
5.5
DESIGN STANDARDS The geometric design standards outlined below have been followed for the horizontal alignment and vertical profile. The design standards corresponding to 100 kmph have been adopted for the project roads in plain terrain, to ensure uniform and consistent design standards for safety reasons. Locations of horizontal curves have been checked for the adequacy of radius at the designed speed.
5-1
a.
Design Speed km/hr Service Road
100 - design speed in Plain terrain 40 kmph 45 m 7.0 m + 7.0 m for 4 lane 7.0 m for 2 lane 1.5 m for 4 lane and 2 lane 1.0 m for 2 lane
b. c.
Right of Way Lane Width in meters Carriageway lane width Paved Shoulder lane width Earthen Shoulder lane width
d.
Camber Main Carriageway Earthen Shoulder Median Width Raised Median Width Radii Horizontal Curve in meters Design Speed 100 Super elevation Maximum Super elevation Rate of change Super elevation 4.5m in plain terrain Ruling Minimum 400
2.5% 3.0%
e. f.
Road Type / Terrain Plain
g.
7.0% (maximum) Plain Terrain 1 in 150 Plain Terrain
h.
Longitudinal gradient Minimum Maximum For New Construction 0.3% 3.3% in plain terrain. For Widening/ 0.0% 3.3% in plain terrain.
i.
Minimum Vertical Curve Length and Radii Design Speed Minimum Length of vertical curve in 100 60 Divergence and Convergence Lane Width 5.5m Speed differential 60 kmph
k.
5.5.1
CROSS SECTIONAL ELEMENTS
5.5.1.1 Carriage Way The project stretch has two lane carriageway of 7.0 m width for km 553+869 of NH11 (Ch.0/000) to km 70+500 of NH-15 & Km 72+500 to Km 173+000 and four lane divided carriageway for Km 70+500 to km 72+500 has been adopted. Slopes of embankments have been proposed as 1 vertical to 2 horizontal i.e. 1:2.
5-2
5.5.1.2 Shoulders It is proposed to provide 1.5 m. wide paved shoulders plus 1.0 m. wide earthen shoulder (Total 2.5m. wide) for main carriageway for two lane section. 5.5.1.3 Turfing All earthen slopes have been treated with turfing, upto 3m height & concrete block pitching beyond 3m height. 5.5.1.4 Drainage Rain harvesting drains have been provided confirming to IRC. SP 50-1990. 5.5.2 Highway Landscaping Trees have been planted in ROW and on either side of the road with staggered pitch as per IRC: SP: 21-1979. A spacing of 10-15m c/c is recommended for spacing of trees parallel to the roads. Setback distance of trees needed in different situations have been as per the IRC: SP: 21- 1979 and the IRC: 66-1976. Shrubs in medians shall not normally exceed 1-1.5m heights and have been as per IRC: SP: 21-1979. Access Control in Rural Highways It is proposed to provide, median openings only at a distance of 2 km. in rural highway section except at major intersections where a proper junction has been designed. For small intersections, controlled access has been maintained e.g. the vehicle has to move to its left and then take U-turn at the nearest median opening to take the other carriage way. Spacing of intersection with public roads has been kept 750 meter minimum. In case this distance is lesse, service road / frontage roads have been provided for access control. In industrial areas, service roads have been provided. In urban areas, access control has been provided with raised carriageways and low-level service roads Standard Sections
5.5.3
5.5.4
Type 1 Two lane carriage way with paved and earthen shoulders (Concentric Widening) TCS 1 Carriageway Paved shoulder Earthen Shoulder Total Paved Utility Corridor Proposed ROW = = = = = = 7.00 m 1.50 m 1.0 m 10.0 m 2.00 m 45.0 m Either side Either side Either side
5-3
Type 2 Two lane carriage way with paved and earthen shoulders (New Construction) TCS 2 Carriageway Paved shoulder Earthen Shoulder Total Paved Utility Corridor Proposed ROW = = = = = = 7.00 m 1.50 m 1.0 m 10.0 m 2.00 m 45.00 m Either side Either side Either side
Type 3 Two lane 12 m carriage way in Urban Area TCS 3 Carriageway (2 x 6) Proposed ROW = = 12.00 m 45.0 m
Type 4 Two lane 12 m carriage way in Urban Area (New Construction) TCS 4 Carriageway (2 x 6) Proposed ROW = = 12.00 m 45.0 m
Type 5 Two lane Rigid carriage way TCS 5 Carriageway (2 x 6) Proposed ROW = = 12.00 m 45.0 m
Type 6 Four lane Divided carriage way TCS 6 (45 m ROW) Carriageway (2x3.5) Paved shoulder Footpath Median with shy Service Road Utility Corridor Proposed ROW = = = = = = = 7.00 m 1.50 m 2.00 m 5.00 m 7.00 m 2.00 m 45.0 m Either side Either side Either side Either side Either side
Type 7 Four lane Divided carriage way TCS 7 (30 m ROW) Carriageway (2x3.5) Paved shoulder Footpath Median with shy Utility Corridor Proposed ROW
= = = = = =
7.00 m 1.50 m 2.00 m 5.00 m 2.00 m 60.0 m
Either side Either side Either side Either side
5-4
Type 8 Typical Sections of 4- Lane ROB TCS 8 Carriageway Kerb Shyness Median width Proposed ROW 5.5.4.1 Sight Distance The values of intermediate sight distance as per details given in IRC-73 corresponding to the design speed have been adopted. Stopping sight distance has been provided as per specification. The requisite site distance has been provided for horizontal curves. 5.5.4.2 Acceleration & Deceleration Lane Acceleration lanes have been designed for speed differential of 60kmph having a width of 5.5m. 1 in 15 taper have been provided at merging location. = = = = 8.50 0.50 m 3.00 45.0 m one side one side
5.6
EMBANKMENT DESIGN The height of the embankment has been decided on the basis of final road levels. The road level of the new two lane carriageway is higher than the existing carriageway. Embankment has been designed for ensuring the stability of the roadway. High embankments (height 6m or above) in all soils has been designed from stability consideration as per IRC-75 & MOSRTH-Guidelines for Design of High Embankments. Fly ash is to be used for construction of embankment; if it is not costlier with respect to other specification by 25%. MOEF in its notification of 2007 has relaxed its earlier limit of 100 km for highways. The embankment has been designed in accordance with IRC SP-58. Minimum 1m thick soil cover has been proposed for embankments up to 3m height.
5.7
PAVEMENT DESIGN Designs for new pavement and overlays have been done in accordance with Indian and International practices. The design of new flexible pavement has been carried out as per IRC: 37-2001 upto 150 MSA and as per AASHTO beyond 150 MSA flexible overlays have been carriedout as per IRC: 81-1998.
5-5
5.8 5.8.1
ROAD AND TRAFFIC SIGNS Signage Plans Proper signing and striping (delineation) are very critical for the safety and guidance of a driver. Signage plans showing the guide signs, and regulating signs at all appropriate locations have been developed. Guide signs showing the locations of and distance to all major crossings, towns and villages have been installed at the appropriate locations. Regulatory signs, including the speed limit sign, toll signs and signs for traffic have been installed at appropriate locations. The signs have been reflector type so that they can be seen easily in the dark. Also, the guide signs at major junctions have been illuminated type and have been mounted on poles so that they can be easily seen. The lettering size used for designing the signs and location of signpost has been based on the proposed design speed and clear visibility. The material specified for manufacturing signs has been based on international standards. Use of reflectors has been made, so that the lanes are clearly visible at nighttime. Different reflectors have been used for the medians striping and the lane striping so that the opposite traffic can be properly guided.
5.8.2
Road Signs All road signs are proposed to be provided conforming to standards of Code of Practice for Road Signs (IRC: 67-1977) and New Traffic Signs (IRC: SP: 311992) Latest type of reflective and fluorescent sign boards, in appropriate sizes, have been installed. The signs are broadly categorized as below: (i) Mandatory/Regulatory Signs: These signs are mostly for giving instructions and are mostly circular generally red and blue colors and sign shown in black or white. (ii) Cautionary/Warning Signs: They are mostly triangular with red border and black sign. (iii) Informatory Signs: These are mostly rectangular with blue or green background and sign in white. Advance direction sign can be mounted on steel, brass portal frame fixed across the carriageway at a height of 5.5 m above the pavement grade at the center of roadway and visible from a distance for the vehicles approaching.
5.9
POLYMER MODIFIED BITUMEN 60/70 Polymer Modified bitumen 60/70 have been proposed for the wearing course. This will give the bituminous pavement added durability, resistance to fatigue cracking and cracking due to extreme fluctuations in temperature, increased softening point temperature, enhanced bitumen cohesion to the aggregates to reduce susceptibility to stripping, increased resistance to compaction forces under traffic and preventing loss of hydraulic conductivity, significantly reducing the noise generated at the tire/road interface, channeling away rain water from the asphalt surface thus improving wet weather visibility, reducing the skidding hazard in the wet, improving night time wet weather visibility.
5-6
5.10
ADDITIVES TO PAVEMENT CONCRETE For retention of workability of concrete in summer, it is proposed to use super plasticizers in a proportion of 0.25 liter per 50 kg of cement or as specified by the approved manufacturer. It is also proposed to add Hi Tech polyester fibers in concrete pavements to ensure reduction in shrinkage.
5.11
FLORESCENT SIGNS It is proposed to use Florescent traffic signs for better working conditions and safety especially at night. Utilities Appropriate provisions are considered for various utilities e.g. Water line, gas pipes, telephone cables, Sewerage line, electric conduits etc. along or across the Highway to prevent the road being cut or dug at later stages, similar provision has been made along the cross-drainage works, bridges and underpasses.
5.12
STRUCTURAL DESIGN STANDARDS The Design Standards and the loading have been considered for widening and new construction of structure are based on the requirements laid down in the Manual of Specifications & Standards for four laning (IRC: SP-84: 2009), manual of standard specification for Two Laning of Highways through Public Private Partnership and latest editions of IRC/IS codes of practices & standards specifications, and guidelines of Ministry of Surface Transport. Additional technical references are used wherever the provisions of IRC/IS codes are found inadequate. Following IRC/IS codes used in the design Standard Specification & Code of practice for Road Bridges. Section I General Features of Design (Seventh Revision) Standard Specification & Code of practice for Road Bridges. Section II Loads & Stresses (Fourth Revision) Design Criteria for Prestressed Concrete Road Bridges (PostTensioned Concrete) (Third Revision ) Standard Specification & Code of practice for Road Bridges. Section III Cement Concrete Plain & Reinforced (Second Revision)
5-7
IRC:5-1998 IRC: 6-2000 IRC: 18-2000
IRC: 21-2000
IRC: 22-1986 IRC: 24-2001
Standard Specification & Code of practice for Road Bridges. Section VI Composite Construction (First Revision) Standard Specification & Code of practice for Road Bridges. Section V Steel Road Bridges (Second Revision) Recommendations for Estimating the Resistance of soil below the maximum Scour Level in the Design of Well Foundations of Bridges. Geometric Design standards for Rural (Non-Urban) Highways. Standard Specification & Code of practice for Road Bridges. Section VII Foundation & Substructure (First Revision) Standard Specification & Code of practice for Road Bridges. Section IX Bearings, Part-I Metallic Bearings (First Revision) Standard Specification & Code of practice for Road Bridges. Section IX Bearings, Part-II Elastomeric Bearings Standard Specification & Code of practice for Road Bridges. Section IX Bearings, Part-III POT, POT-CUM-PTTE, PIN & Metallic guide bearings. Guidelines for Design & Construction of River training & control works for road bridges. Guidelines on supplemental Measures for Design, Detailing & Durability of Important Bridge Structures.
IRC:45-1972 IRC:73-1980 IRC:78-1983 IRC: 83-1999 IRC: 83-1987
IRC: 83-2002
IRC: 89-1997
IRC: SP:13-2004 Guidelines for the Design of small Bridges and Culverts IRC: SP:33-1989
IRC: SP:35-1990 Guidelines for inspection and maintenance of Bridges IRC: SP:37-1991 Guidelines for evaluation of load carrying capacity of Bridges. IRC: SP:40-1993 Guidelines on Techniques for strengthening and rehabilitation of Bridges.
For items not covered in the above specifications, provisions of IS codes, Sound Engineering practice, Technical Literatures/Papers & provision of relevant codes of other nations have been considered.
5.13
MATERIAL Construction materials shall have the following standards:
5.13.1 Concrete In accordance with IRC: 21-2000 Table -5, following minimum grade of concrete has been used for moderate conditions of exposure for different components:
5-8
Member PCC Members RCC Members PSC Members
PSC/ Major Bridges M 25 M 30 M 35
Other Minor Bridges & Culverts M 15 M 20 -
a)
Reinforcement Steel The grade of steel reinforcement has been Fe 415/500 for HYSD bars and Fe 250 for Mild Steel bars.
b)
Pre-stressing Cables The pre-stressing cables have been 19T13 type. Strands have been of 12.7 mm nominal dia 7 ply low relaxation confirming to IS: 14268-95. Multiple strand system of Freyssinet or ISMALCCL or equivalent has been used.
c)
Bearings Tarpaper bearing has been provided for RCC solid slab superstructure of minor bridges up to 12m spans. Elastomeric bearings have been provided for RCC Girder type superstructures. Asphaltic plug joint has been recommended for Box type bridges.
d)
Expansion joints For solid slab super structures up to 12 m span, the Filler Type Expansion Joints (20 mm. thick joint filler) have been provided. Single Strip Seal Expansion Joints has been provided for superstructures with movement up to 80 mm (+/- 40 mm)
e)
Wearing Course In accordance with the provision of MOSRT&H Specifications clause 2702.1.2, the wearing coat shall consist of a coat of mastic asphalt, 25 mm thick over 40 mm thick bituminous concrete.
5.14
DESIGN LOADS Preliminary Design has been done based on these loads. i) Dead Loads Unit weight of different construction materials have been taken as per IRC: 62000. Live Loads
5-9
ii)
All the new structures have been designed for two lanes with a provision of three lanes in future. Design live loads for different class of loadings and combination of live loads, impact factors, longitudinal forces, centrifugal forces for bridges on curves, etc. have been as per IRC: 6-2000 iii) Water current forces HFL, velocity of flow, scour depth have been taken as per past data received and hydraulic calculations. The water current forces on substructure and foundation have been calculated as per IRC: 6-2000. Seismic forces The project road lies in seismic Zone II as per clause 222 and figure 11 of IRC: 6-2000. As per the provision of this code, bridges in Zone II have been designed for seismic forces subjected to the following condition. a. Span of bridge >15m b. Overall length of bridge >60m Wind forces Lateral wind forces have been calculated in accordance with the provisions of IRC: 6-2000. Buoyancy forces Full buoyancy (100%) has been considered for checking the stability of foundations. For checking stresses of the substructure components, 15% pore pressure uplift has been considered in the design. Earth pressure Lateral forces due to earth pressure for the design of abutments and retaining walls have been calculated as per IRC: 6-2000. Properties of backfill material shall take as per IRC: 78-2000, Appendix-6. All abutments & return walls have been designed for a live load surcharge equivalent to 1.2m earth fill.
iv)
v)
vi)
vii)
5.15
FORMATION WIDTH AT CROSS DRAINAGE STRUCTURES The width of the culverts and bridges shall be adopted as below i) New culverts and bridges The Pipe/Slab/Box culverts have been provided the same overall width of as of the approach road. Overall width of these structures shall be such that the outer face of railing/parapet shall be in line with the outer edge of the shoulder ii) Existing culverts and bridges
5 - 10
The pipe/slab/box bridges/culverts has been widened preferably on the outer side so as to make the deck width same as Highway cross sections. 5.15.1 Median Treatment Where two separate two-lane bridges have been provided, suitably designed transition guard rails with buried ends or a New Jersey type barrier have been proposed on the immediate approaches for minimum 25m length on each side.
5.15.2 Footpaths Footpaths have been provided on all ROBs and bridges over rivers.
5 - 11
CHAPTER 6 TECHNICAL / ENGINEERING ALTERNATIVES
6.1
INTRODUCTION The design and rehabilitation options have been calculated based on the basis of preliminary engineering studies, traffic forecasts, and future requirements. Different alternatives have been considered keeping in view the Objectives and Goals as defined earlier.
6.2
GOALS AND OBJECTIVES FOR THIS STUDY Provide maximum safety in the design of the Highway geometry, pavements, shoulders, embankments and other pertinent components. Provide uninterrupted flow of through traffic along the Project stretch. Avoid future possibility of installation of speed breakers by the local administration. Segregate the local traffic from through traffic, wherever possible, by providing service roads, raised carriage way or flyovers as may be appropriate. Try to avoid the adverse impacts of the crowded areas on the Highway along the Project stretch. Provide for appropriate cross traffic facilities without impeding the flow of through traffic. Provide smooth flow of traffic all along the road as well as the road junctions. Identify and provide outline plan for areas for truck parking repair, Road users accommodation / facilities and pertinent way side commercial activities. Identify locations for toll plaza. Minimize the impact on roadside settlement. Minimize the impact on the existing trees/environment. Provide and recommend what is cost efficient, but most of all, can be built readily with least hindrances (such as resettlement and land acquisition).
6.3
PARAMETERS FOR WIDENING The most important fact in deciding the side of widening is the availability of land. Secondary factors include presence of environmentally; religiously and socially sensitive features such as Heritage Structures, other monument structure and so on. The following criteria have been used with suitable inter-alias weight age in terms of their influence in governing the decision on the side of widening.
6-1
Available ROW from the existing center line; Location of utility lines; Abutting land use; Adjacent cultural properties; Geometric improvements necessary; Location and type of trees required to be cut; Socio Economic affected person;
6.4 6.4.1
WIDENING Rural area The project road in rural areas is proposed to be widened keeping in view the following options:
6.4.2 Eccentric Widening (LHS or RHS): Eccentric widening has been preferred which gives least interference to the traffic during construction. The widening is proposed to be done as Typical Cross Section for such option is adopted with the following provisions: The advantages of this configuration are: 1. The proposed median will save many of the existing trees on the left/right side of the existing road formation on which side the road is proposed to be widened. The median will extend up to 4.5 m away from the existing carriageway. This will cover a large number of the trees in the first row. As already discussed, the first row has mostly thick girth trees offering large shadows. 2. All the trees on the opposite side will be saved 3. The existing pavement will be used by the traffic in the first stage of the construction. No diversions will be needed even for reconstruction of culverts or other improvement works on the existing pavement during the subsequent stage of construction, when the new pavement will be available for traffic movement.
6.4.3 Concentric Widening: For 2-lane sections where existing earthen/gravel shoulders are being replaced with paved shoulders, it has been analyzed that concentric widening of carriageway is comparatively economical and easy in construction.
6-2
Table 6.1: Widening Scheme for Km 553/869 of NH-11 Km 173/000 of NH-15 via Km 10/630 of NH-15
S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 Existing Km From To 9.845 3.400 3.400 3.300 3.300 2.206 2.206 2.000 2.000 0.845 0.845 10.630 10.630 13.070 13.070 13.270 13.270 14.508 14.508 14.708 14.708 20.612 20.612 20.912 20.912 21.262 21.262 21.462 21.462 28.263 28.263 28.513 28.513 44.000 44.000 44.300 44.300 49.574 49.574 49.774 49.774 52.468 52.468 52.668 52.668 73.136 73.136 73.386 73.386 73.686 73.686 73.836 73.836 92.283 92.283 92.483 92.483 98.524 98.524 98.744 98.744 104.596 104.596 104.796 104.796 106.140 106.140 106.290 106.290 106.740 106.740 107.222 107.222 107.892 107.892 108.100 108.100 125.250 125.250 125.750 125.750 160.118 160.118 160.443 160.443 161.551 161.551 161.801 161.801 162.804 Proposed Ch. From To 0.000 6.454 6.454 6.554 6.554 7.650 7.650 7.856 7.856 9.000 9.000 9.845 9.845 12.300 12.300 12.500 12.500 13.750 13.750 13.950 13.950 19.850 19.850 20.150 20.150 20.500 20.500 20.700 20.700 27.500 27.500 27.750 27.750 43.235 43.235 43.535 43.535 48.800 48.800 49.000 49.000 51.650 51.650 51.850 51.850 72.650 72.650 72.900 72.900 73.200 73.200 73.350 73.350 91.850 91.850 92.050 92.050 98.080 98.080 98.300 98.300 104.200 104.200 104.400 104.400 105.800 105.800 105.950 105.950 106.400 106.400 106.700 106.700 107.370 107.370 107.589 107.589 124.667 124.667 125.167 125.167 159.525 159.525 159.850 159.850 160.950 160.950 161.200 161.200 162.200 Length (Km) 6.454 0.100 1.096 0.206 1.144 0.845 2.455 0.200 1.250 0.200 5.900 0.300 0.350 0.200 6.800 0.250 15.485 0.300 5.265 0.200 2.650 0.200 20.800 0.250 0.300 0.150 18.500 0.200 6.030 0.220 5.900 0.200 1.400 0.150 0.450 0.300 0.670 0.219 17.078 0.500 34.358 0.325 1.100 0.250 1.000 Widening Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Curve Imp Concentric Curve Imp Concentric Remark Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric
6-3
S.No. 46 47 48 49 50 51 52 53
Existing Km From To 162.804 163.610 163.610 164.407 164.407 164.607 164.607 167.711 167.711 167.961 167.961 168.638 168.638 168.838 168.838 173.000
Proposed Ch. From To 162.200 163.000 163.000 163.800 163.800 164.000 164.000 167.050 167.050 167.300 167.300 168.000 168.000 168.200 168.200 172.384
Length (Km) 0.800 0.800 0.200 3.050 0.250 0.700 0.200 4.184
Widening Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric
Remark Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric
Table 6.2: TCS Schedule for Km 553/869 of NH-11 Km 173/000 of NH-15 via Km 10/630 of NH-15
S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 Existing Chainage (Km) From 9.845 3.400 3.300 2.206 2.000 0.845 10.630 13.070 13.270 14.508 14.708 20.400 20.612 20.912 21.262 21.462 21.900 27.500 28.100 28.263 28.513 44.000 44.300 44.800 45.500 45.558 46.354 49.574 49.774 52.468 52.668 57.000 57.550 59.200 To 3.400 3.300 2.206 2.000 0.845 10.630 13.070 13.270 14.508 14.708 20.400 20.612 20.912 21.262 21.462 21.900 27.500 28.100 28.263 28.513 44.000 44.300 44.800 45.500 45.558 46.354 49.574 49.774 52.468 52.668 57.000 57.550 59.200 60.200 Design Chainage (Ch) From 0.000 6.454 6.554 7.650 7.856 9.000 9.845 12.300 12.500 13.750 13.950 19.638 19.850 20.150 20.500 20.700 21.138 26.745 27.337 27.500 27.750 43.235 43.535 44.035 44.724 44.781 45.581 48.800 49.000 51.650 51.850 56.512 57.062 58.716 To 6.454 6.554 7.650 7.856 9.000 9.845 12.300 12.500 13.750 13.950 19.638 19.850 20.150 20.500 20.700 21.138 26.745 27.337 27.500 27.750 43.235 43.535 44.035 44.724 44.781 45.581 48.800 49.000 51.650 51.850 56.512 57.062 58.716 59.718 Length (Km) 6.454 0.100 1.096 0.206 1.144 0.845 2.455 0.200 1.250 0.200 5.688 0.212 0.300 0.350 0.200 0.438 5.607 0.592 0.163 0.250 15.485 0.300 0.500 0.689 0.057 0.800 3.219 0.200 2.650 0.200 4.662 0.550 1.654 1.002 C/S Type TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-3 TCS-4 TCS-3 TCS-4 TCS-3 TCS-1 TCS-3 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-3 TCS-1 TCS-8 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-3 TCS-1 TCS-3 Widening Side Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric ROB Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Concentric
6-4
S.No. 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79
Existing Chainage (Km) From 60.200 70.500 71.300 71.600 72.500 73.136 73.386 73.686 73.836 92.283 92.483 92.750 93.250 98.524 98.744 104.596 104.796 106.140 106.290 106.740 107.222 107.892 108.100 109.200 125.200 125.250 125.750 126.000 140.500 141.500 160.118 160.443 160.800 161.500 161.551 161.801 162.804 163.610 164.407 164.607 167.711 167.961 168.638 168.838 171.000 To 70.500 71.300 71.600 72.500 73.136 73.386 73.686 73.836 92.283 92.483 92.750 93.250 98.524 98.744 104.596 104.796 106.140 106.290 106.740 107.222 107.892 108.100 109.200 125.200 125.250 125.750 126.000 140.500 141.500 160.118 160.443 160.800 161.500 161.551 161.801 162.804 163.610 164.407 164.607 167.711 167.961 168.638 168.838 171.000 173.000
Design Chainage (Ch) From 59.718 70.014 70.813 71.113 72.015 72.650 72.900 73.200 73.350 91.850 92.050 92.317 92.793 98.080 98.300 104.200 104.400 105.800 105.950 106.400 106.700 107.370 107.589 108.649 124.617 124.667 125.167 125.391 139.912 140.895 159.525 159.850 160.207 160.899 160.950 161.200 162.200 163.000 163.800 164.000 167.050 167.300 168.000 168.200 170.408 To 70.014 70.813 71.113 72.015 72.650 72.900 73.200 73.350 91.850 92.050 92.317 92.793 98.080 98.300 104.200 104.400 105.800 105.950 106.400 106.700 107.370 107.589 108.649 124.617 124.667 125.167 125.391 139.912 140.895 159.525 159.850 160.207 160.899 160.950 161.200 162.200 163.000 163.800 164.000 167.050 167.300 168.000 168.200 170.408 172.384
Length (Km) 10.296 0.799 0.300 0.902 0.635 0.250 0.300 0.150 18.500 0.200 0.267 0.476 5.287 0.220 5.900 0.200 1.400 0.150 0.450 0.300 0.670 0.219 1.060 15.968 0.050 0.500 0.224 14.521 0.983 18.630 0.325 0.357 0.692 0.051 0.250 1.000 0.800 0.800 0.200 3.050 0.250 0.700 0.200 2.208 1.976
C/S Type TCS-1 TCS-6 TCS-7 TCS-6 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-3 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-3 TCS-1 TCS-3 TCS-5 TCS-3 TCS-1 TCS-3 TCS-1 TCS-2 TCS-1 TCS-3 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-6
Widening Side Concentric Four-Lane Four-Lane Four-Lane Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Concentric Concentric Concentric Concentric Concentric Curve Imp Concentric Concentric Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric
6-5
6.5
NEW PAVEMENT Options of providing flexible and rigid pavements were evaluated by comparing the life cycle cost over the design life period. Flexible pavement was found to be more cost effective and is being proposed.
6.6
GRADE SEPARATED STRUCTURE: As per Analysis of turning movement traffic in accordance with IRC: 92-1985 no interchange or Flyover is proposed.
6.7
REHABILITATION, IMPROVEMENT AND UPGRADATION OF ROAD INTERSECTIONS In the project road there are 5 Major Junction and 51Minor Junction are proposed. Intersections have been designed in such a way that all merging and diverging movements to/from project highway are either through service road or acceleration & deceleration lane. Proposed Major Intersection is as under: Table 6.3: List of Major Intersection
S. No. 1 2 3 4 5
Existing Chainage (Km) 10.630 14.609 71.008 126.030 170.912
Design Chainage (Ch) 9.845 13.851 70.521 125.420 170.297
Category of Road NH NH SH MDR City Road
Remark To Jaipur Bypass (R) To Jaisalmer Bypass (L) Roheja (L) to Sri Dungargarh, Kalu ( R ) Pallu (R) to Phuleji, PT 208 (L) To Sri Ganganagar (L) To Suratgarh Ricco Industrial Area (R)
Table 6.4: List of Minor Junction

S. No. 1 2 3 4 5 6 Existing Chainage (Km) 6.268 1.434 11.289 14.913 18.571 20.863 Design Chainage (Ch) 3.588 8.419 10.505 14.155 17.801 20.101 Side (Left / Right) Left & Right Left Right Right Right Right Type of Junction X T T Y T T
6-6
S. No. 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51
Existing Chainage (Km) 21.204 22.047 25.095 26.753 28.019 28.051 36.609 45.033 51.420 54.171 54.594 59.860 60.361 64.246 64.784 70.169 70.597 72.196 72.294 73.762 79.456 80.888 82.034 86.198 87.721 92.916 98.793 108.579 108.951 109.688 116.740 131.270 139.1008 140.335 143.441 145.497 152.714 154.833 157.284 163.542 165.181 165.300 167.036 167.783 170.538
Design Chainage (Ch) 20.442 21.281 24.334 25.996 27.256 27.288 35.848 44.257 50.647 53.351 53.774 59.376 59.879 63.938 64.476 69.683 70.111 71.711 71.809 73.276 78.986 80.421 81.567 85.764 87.286 92.483 98.349 108.068 108.440 109.136 116.353 130.677 139.405 139.746 142.836 144.896 152.106 154.276 156.686 162.931 164.575 164.694 166.374 167.121 169.922
Side (Left / Right) Right Right Left & Right Left Left Right Left Left Left Left Right Right Right Left Right Left Left Right Left Left Right Left Right Right Left Right Left Left Left & Right Right Left Right Left Right Left Right Right Right Left Left Left Right Right Right Right
Type of Junction Y Y X Y T Y Y T T T T T Y Y Y T T T Y Y Y Y Y Y Y Y T Y X Y T T T T Y Y T T Y Y Y T T T T
6-7
6.8
TRAFFIC SAFETY MEASURES Design of proper junctions, central median, service roads, foot paths, all other measures such as guard rails, crash barriers, road signs, road marking, turn lanes etc. have been provided as per road safety standards prescribed by MoSRT&H. These have been shown in the drawing volume.
6.9
BRIDGES AND CULVERTS All the bridges in the project road with adequate waterway and good in condition have been retained and can be widened based on horizontal profile. For all other new two lane carriage way, PSC Girder/ RCC bridges are proposed along side to make them suitable for 2 lanes. The structural adequacy of these existing bridges has been scrutinized. Some of the bridges require minor repairs i.e. replacement of broken railings and protection work around the abutments. Notwithstanding the absence of any visible distress in the existing old bridge structures, enhancement of structural strength by removing loose or spalled voids in the deck structure and replaced with new concrete/mortar is proposed to ensure safety, adequacy as well as durability.. Culverts have been proposed to be rehabilitated/ widening as per condition and proposed alignment. New pipe culvert has been constructed with NP-4 pipe.
6.10
Geometric Improvements The existing carriageway have 7.00 M wide carriageway, with 2.5 M wide gravel/earthen shoulders. The horizontal curves which are deficient either in radius or in transition lengths and curve length have been improved. The vertical curves which are deficient in curve length and gradients have also been improved. The improvement of geometrics is necessary on National Highways for safety and comfort of road users, even for low traffic volumes.
6.11
ALIGNMENT IMPROVEMENT ALTERNATIVES Improvement of existing alignment has been done in following ways which will have significant beneficial impact in terms of Minimizing Displacement Reducing resistance to the project Minimize the impact on the existing trees/local environment.
6-8
Maximum benefit in terms of road geometry, pavements, shoulders, embankments etc Uninterrupted flow of through traffic along the Project stretch Avoid future possibility of installation of speed breakers by the local administration/public Avoid adverse impacts of the crowded areas along the project stretch Provide scope for wayside amenities
Curves requiring improvement
Subject to provision of land by the Authority, the curves shall be improved by the Concessionaire for achieving the Ruling design speed (Refer Clause 2.2.3 of 2 laning Manual) in two lane section and (Refer Clause 2.1.V of 4-laning Manual) in 4 lane section. 6.12 NEW BYPASS The existing Project Highway is already bye passing the Bikaner and Suratgarh. As such there is no need to provide any bye pass for these towns.
6.13
SERVICE ROAD Local traffic in built up areas have been separated with proposed service road. The service road has been connected to the main carriageway through entry/exit ramp.
Table 6.5: Details of Proposed Service Road on both sides

Existing Chainage S.No. From 1 2 3 70.500 71.600 171.000 To 71.300 72.500 173.000 From 70.014 71.113 170.408 To 70.813 72.015 172.384 Design Chainage Length (km) 0.799 0.902 1.976 Width (m) 7.0 7.0 7.0
Side Both Both Both
C/s Type TCS-6 TCS-6 TCS-6
6-9
6.14
UTILITY CORRIDOR 2m wide Utility Corridor has been proposed along proposed ROW on both sides throughout the project corridor. All utilities coming under proposed ROW have been shifted to utility corridor.
6.15
USER FACILITIES
6.15.1 Rest Areas & Truck Lay Byes Following Rest areas have been proposed along project highway to provide safe & comfortable journey. Due consideration has been given to the requirements of different class of road users including truck drivers & Truck Lay by have been also proposed at above locations. Table 6.6: Proposed Rest Areas S. No. 1 Existing Chainage (Km)
65.400

64.922
Side RHS
Table 6.7: Proposed Truck Lay Byes S.No. 1 2 3 Existing Chainage (Km)
24.500 66.100 142.000

23.759 65.650 141.396
Side
RHS LHS RHS
6.15.2 Bus Bays The project highway has regular movement of buses through Government & private sector. Bus bays have been proposed in following locations for the convenience of bus commuters & safe travel on project highway. Table 6.8: List of Proposed Bus bays on project road
S. No. 1 2 3 4 5 6 7 8 Bus Bays Existing Chainage 21.200 27.800 45.200 57.200 59.600 71.700 93.020 108.450 Design Chainage 20.438 27.045 44.424 56.712 59.116 71.213 92.563 107.939 Side Both Both Both Both Both Both Both Both
6 - 10
9 10 11
125.400 141.000 161.000
124.817 140.395 160.399
Both Both Both
6.15.3 Toll Plaza
Following Toll Plazas have been proposed for Project Stretch. 1. 2. 3. At Km. 25.500 (Ch.24.739) At Km. 84.500 (Ch.84.025) At Km. 145.000 (Ch.144.400)
6.15.4 Overhead Traffic Signs : Table 6.9: List of Proposed overhead traffic signs on project road S.No.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28

16.000 21.200 27.500 28.100 44.800 45.500 52.000 57.000 57.550 59.200 60.200 70.000 72.500 78.200 82.000 85.900 92.750 93.250 108.100 109.200 110.600 125.200 126.000 137.000 140.500 141.500 155.000 157.000

15.244 20.438 26.745 27.337 44.035 44.724 51.182 56.512 57.062 58.716 59.718 69.514 72.015 77.730 81.533 85.437 92.317 92.793 107.589 108.649 110.185 124.617 125.391 136.402 139.912 140.895 154.392 156.403
Location
Jaisalmer Bypass Khara Jamsar Jamsar Bamanwali Bamanwali Dheeera Dulmera Dulmera Hansera Hansera Loonkaransar Loonkaransar Loonkaransar Bhadhera Bhadhera Malkisar Malkisar Mahajan Mahajan Mahajan Arjunsar Arjunsar Rajiyasar Rajiyasar Rajiyasar Birdhwal Birdhwal
6 - 11
S.No.
29 30

160.800 161.500

160.207 160.899
Location
Piparan Piparan
6.15.5 Lighting: Table 6.10: List of Lighting Proposed on project road

S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Existing Chainage (Km) From To 21.100 21.300 24.300 24.700 25.200 25.800 27.700 27.900 45.100 45.300 57.100 57.300 59.500 59.700 65.250 65.550 65.900 66.300 70.700 71.800 84.200 84.800 92.920 93.120 108.350 108.550 125.300 125.500 140.900 141.100 141.800 142.200 144.700 145.300 160.900 161.100 Design Chainage (Ch.) From To 20.338 20.538 23.559 23.959 24.439 25.039 26.945 27.145 44.324 44.524 56.612 56.812 59.016 59.216 64.772 65.072 65.422 65.940 70.214 71.313 83.725 84.325 92.487 92.663 107.839 108.039 124.717 124.917 140.312 140.495 141.195 141.596 144.097 144.700 160.307 160.499 Location Khara Proposed Truck Lay Byes Proposed Toll Plaza Jamsar Bamanwali Dulmera Hansera Proposed Bus bays Proposed Truck Lay Byes Loonkaransar Proposed Toll Plaza Malkisar Mahajan ArjunSar Rajiyasar Proposed Truck Lay Byes Proposed Toll Plaza Piparan
6.16. SPECIFIC REQUIREMENT FOR THE PROJECT HIGHWAY For preparing Schedules A, B, C, D, and H of the Concession Agreement and other specific requirements (refer Appendix-I of the Manual), the Consultant shall:
(a)
(b)
Provide utility wise preliminary plans for shifting of existing utilities and construction of new utilities along or cross the Project Highway (Refer para 1.13 of Manual). Based on the consultants assessment of the time period until which six-laning of the Project Highway may not be required, the Consultant shall identify and indicate the list of stretches/sections where sixlaning need not be, provided by the Concessionaire even when traffic actually exceeds the specified design service volume for a 4-lane highway (Refer paras 1.18 and 2.20 of Manual). Provide a list of stretches of the Project Highway passing through urban limits and indicate the cross-section to be provided for each of
Provided In KD-3 Six laning will be required beyond the year 2044
(c)
Provided in KD-6
6 - 12
(d)
(e)
these stretches including the requirement of footpaths if any. Indicate specifically if the requirement of 6-laning within urban limits is dispensed with. Also indicate if a by pass is necessary to avoid any specific urban stretch. If the TOR for the Consultant obligates it to provide a feasibility report for the bypass, the same shall also be prepared and form part of the Deliverables (Refer paras 2.1 (ii) and 2.5.2 (i) of Manual). Provide a linear Plan showing the land width across various stretches of the Project Highway. This should include details of any additional land being acquired of proposed to be acquired for improvement of geometrics provision of intersections, grade separators, interchanges, service roads, toll plazas and project facilities. (Refer paras 2.1 (v), 2.2.3, 2.3, 2.14.2, 3.1, 3.2, 10.2, 10.3, 13.1, 13.4.1, 13.5.1 of Manual). The possibility of undertaking geometric improvements shall be examined and a report on cost effectives of such proposals included. Provide a list indicating locations of encroachments on the Project Highway along with a brief description thereof Provide a list of stretches where flush of depressed median cannot be provided and indicate the width of raised portion of the median in cases (Refer para 2.6.2 of Manual). Provide a list of stretches where service roads are proposed together with their merging or otherwise at bridge locations. The Consultant shall also indicate the design traffic for determining the pavement composition of the service road if the forecast design traffic is more than 2 (two) msa (refer para 2.14.2 of Manual). Provide a list of intersections, grade separators interchanges, cattle and pedestrian under/over passes together with their locations, broad lay out, length of viaduct openings, and traffic circulation plan (Refer para 2.15.1, 2.15.2, 2.15.3, 3.1, 3.2, 3.3, of Manual). The possibility of providing grade separators interchanges with ramps in second phase shall be examined and a report on cost-effectiveness of such a proposal included. Provide a list stretches identified for raising of embankment (Refer para 4.2.2 of Manual). Provide a list of stretches on the Project Highway where: existing road portions are proposed to be strengthened with (i) cement concrete pavement (Refer para 5.2.1 of Manual); (ii) new construction on the widened portions is proposed to be provide with cement concrete pavement ( Refer para 5.2.2, of Manual); and Reconsruction is proposed. Specify if pavement is proposed to be of cement concrete in stretches ( Refer para 5.9.5 of Manual).
Drawings Submitted
Provided in KD-3 & KD6
(f)
Provided In KD-3 & KD5 N.A.
(g)
N.A.
(h)
Provided in KD-6
(i) (j)
Provided in KD-6 Provided in KD-6
(iii)
6 - 13
(k)
Prepare an addendum to Schedule-K of the Concession Agreement indicating minimum performance and maintenance requirements for cement concrete pavement (Refer para 5.2.3 of Manual). Provide specific recommendations for low-level bridges. Normally all bridges are required to be high-level bridges. However, there may be situations where an existing bridge is in a sound condition but may not be satisfying the requirement of high-level bridge. Such structures shall be examined with a view to stipulating whether they need to be upgraded as high level bridges, together with reasons therefore. In such cases, construction of high-level bridges can also be phased out after seven years (Refer para 7.1 (ii) of Manual). Provide a list of utility services which are required to be carried over structure (Refer para 7.1 (viii) of Manual). Provide a list of culverts to reconstructed and/or widened (Refer para 7.3(ii)d of Manual). Provide a list of bridge structures including existing ROBs/RUBs to be reconstructed and/pr widened (Refer para 7.3(iii)e of Manual). The possibility of postponing reconstruction of any bridge for a period of say 7 to 8 years shall be explored and indicated. Specifically bring out the requirements of any special structures like cable stayed or special super structure for any particular bridge on the Project Highway (Refer para 7.4 (vi) of Manual). Provide a list of stretches where reinforced earth wall is proposed together with maximum height of earth wall. Where the height of wall proposed is more than 6m, reasons for the same may also be given (Refer para 7.16.1 of Manual). Provide a list existing bridges where railings on them are proposed to be replaced by crash barriers (Refer 7.18 (iv) of Manual). Provide a list of existing bridges/culverts where parapets/railings are proposed to be replied or replaced (Refer para 7.18 (v) of Manual). Provide a list of railway level crossing which need not be replaced with ROB/RUB (Refer para 7.19 of Manual). Provide a list Provide a list of structures under marine environment (Refer para 7.22 of Manual). Provide a list of existing bridges/culverts where repairs/strengthening is proposed together with nature and extent of repairs (Refer para 7.23 (i) of Manual). Indicate specifications for reflecting sheeting for road signs whether High Intensity Grade with encapsulated lens or Microprismatic retro6 - 14
(l)
Nil
(m) (n)
Nil Provided in KD-6 Annexure Nil
(o)
(p)
Nil
(q)
Nil
(r) (s)
Nil Provided in KD-6 & Annexure Nil
(t)
(u)
N.A.
(v)
Provided in KD-6 & Annexure
(w)
reflective element material (Refer para 9.3.1 of Manual). (x) Indicate proposed location of toll plazas on the Project Highway (Refer paras 10.2 and 10.3 of Manual). Provided in KD-6 & Drawings Provided in KD-6 & enclosed in Chapter No. 6
(y) Provide a list of locations on the Project Highway where overhead traffic signs are proposed together with proposed size (Refer para 11.5.5 of Manual). (z) Provide an estimate of the number of trees to be planted as compensatory afforestation (Refer para 12.1 of Manual).
(aa)
(ab)
(ac)
(ad)
Provided in KD-6 & enclosed in Chapter No. 6 Provide a list of locations where truck laybyes are proposed on the Provided in Project Highway (Refer para 13.4 of Manual). KD-6 & Drawings Provide a list of locations where truck busbays and bus shelters are Provided in KD-6 & proposed on the Project Highway (Refer para 13.5 of Manual). Drawings N.A Where the Project Highway passes through hills or ghats, provide a list of stretches where climbing lane is proposed for ease of movement of commercial vehicles (Refer para 14.5 of Manual). Provide a list of situations/locations where lighting shall be provided and maintained by the concessionaire on the Project Highway (Refer para 13.3.3 of Manual). Provide a list of sections/locations where tunnels may be required (Refer para 14.8 of Manual). Provide a list of existing retaining walls requiring repairs, strengthening or reconstruction (Refer para 14.10.2 of Manual). Provide a list of drawings that the Authority may require the Concessionaire to provide to the Independent Engineer as per Schedule-H of the Concession Agreement (Indicative list at Attachment B of the TOR for reference). Provide utility wise indicative plans for shifting of existing utilities and construction of new utilities along or across the Project Highway in the first stage ( see paragraph 4D). N.A
(ae)
(af)
Nil
(ag)
Provided in KD-6 of Drawings
(ah)
Provided in list KD-3
6 - 15
CHAPTER 7 PROPOSED PAVEMENT DESIGN

7.1 General The pavement existing thorough out the project length is flexible in nature. The project envisages widening to two lanes with paved shoulder of the existing 2lane carriageway for augmenting the capacity of the project road and significantly extending its service life. Four lane carriageway is suggested at certain stretch to further enhance the capacity of project. Pavement Design includes strengthening of existing 2-lanes by providing appropriate bituminous overlay thickness. The general design procedure for the flexible pavement for the proposed road from Bikaner to Suratgarh both for widened portion as new construction as well as strengthening of existing carriageway has been followed as per the guidelines of IRC: 37-2001 Guidelines for the design of flexible pavements and IRC: 811997- Guidelines for Strengthening of flexible road pavements using Benkelman Beam Deflection Technique respectively. For the pavement design, the information is required with regard to the parameters such as volume of traffic, pavement condition, borrow area soil characteristics and properties of the existing subgrade. Growth rate is required to predict the traffic over the design life and axle load spectrum is necessary to calculate the Vehicle Damage Factor (VDF) for the design traffic calculations. Based on the evaluation of the functional and structural properties of the existing pavement, subgrade strength and traffic requirements, the pavement design can be divided into two parts:
1. Design of the new pavement 2. Design of the overlay for existing pavement New pavement design is based on the design traffic (msa) and the subgrade strength, however the overlay design will vary for each homogenous sections based on its structural and functional adequacy.
7-1
7.2
Homogenous Sections Homogenous sections are decided based on the Traffic, Test Pit Data, Pavement Condition Survey and Benkelman Beam Deflection (BBD) Testing. Based on the traffic surveys conducted by the consultants in December 2009 and February 2010 , it was concluded that the entire project length can be divided in three homogenous traffic section, details are given in Table 4.6.
Detailed pavement condition survey of the project road was carried out in the month of November 2009, by both visual inspection and instrumental measurements of the condition indicators like deflection. One Benkelman Beam Deflection testing and Test Pit Evaluation was done in every 3 kilometers for structural evaluation of the existing pavement. The details of BBD Testing is given in the Survey and Investigation Chapter. Cumulative Difference Approach (CDA) as described in AASHTO guide for Pavement Design (1993) was used to analyze the BBD data for delineating homogeneous sections with respect to Characteristic Deflection. Figure 7.1 shows the Cumulative Difference vs. Chainage with respect to BBD.
Homogenous Sections (Deflection)

0.0000 -0.5000 C m la e D re c u u tiv iffe n e -1.0000 -1.5000 -2.0000 -2.5000 -3.0000 -3.5000 0.000
20.000
40.000
60.000
80.000
100.000
120.000
140.000
160.000
Chainage
Figure 7.1: Cumulative Difference Approach for BBD Data Analysis
Based on the above mentioned parameters, the project has been divided into 10 homogenous sections. Table 7.1 gives the details of the sections derived based on the BBD data analysis, pavement condition, pit details and number of lanes. Stone pavement is existing between Km 71.300 to 71.600, the test pit was conducted at Km 71.300.
7-2
Table 7.1: Delineation of Homogenous Sections Existing Pavement Structure No. of Bituminous WBM GSB Total Lanes Layer (mm) (mm) (mm) (mm) 2 130 105 130 365
S. No
From (Km)
To (Km)
Length (Km)
26
26
26
42
16
147
130
145
422
42
59
17
152
132
120
404
59
70.5
11.5
225
160
150
535
70.5
72.5
Stone Pavement between Km 71.3 to 71.6, and at Test Pit Location of Km 71.3 167 107 117 390
72.5
83
10.5
83
100
17
147
142
100
388
100
136
36
121
168
109
398
136
147
11
140
125
145
410
10
147
173
26
123
239
122
484
7.3 7.3.1
Design of New Flexible Pavement Introduction The flexible pavements are usually referred as a layered structure comprising generally bituminous surface like Bituminous Concrete (BC) and Dense Bituminous Concrete (DBC), Wet Mix Macadam (WMM) base and Granular Sub-Base (GSB) course of finite thickness, resting on subgrade of minimum thickness of 500 mm. The thickness design of these layers will principally depend
7-3
on the subgrade CBR and the traffic loads that the pavement has to carry during its design life. Ideally, the flexible pavement is built to such a depth that stresses on any given layer will not cause unwarranted rutting, fatigue, shoving, or other differential movements which may result in an uneven wearing surface. The chief function of the surfacing course is to provide a smooth wearing surface, resistant to traffic loads. However, the wearing course can provide some shearing resistance to the base structure and some added resistance to deformation. Base courses are usually layers of aggregates that must possess high resistance to deformation in order to withstand the higher pressures imposed by wheel loads. High quality processed aggregates are usually required, which also provide good internal drainage Sub bases are generally made up of locally available aggregates.
7.3.2 Traffic Growth Pavements are designed to serve the traffic needs adequately over a period of years. Traffic growth must therefore be anticipated when determining structural requirements of the pavement. From the traffic growth projection data as explained in this report, a weighted average growth rate of 5.0 percent per annum is estimated for the commercial vehicles. 7.3.3 Design Traffic Design Traffic of 15 years has been adopted for the design of new pavement in case of two lane with paved shoulder and four lane carriageway. This is in concurrence with the Project specific 2-Laning Manual of Specifications & Standards and the latest Manuals published by IRC.
Lane Distribution Factor The lane distribution factors adopted for the project are as given under: Two-lane single carriageway: 75 per cent of the number of vehicles in both the direction Dual 2-lane carriageway road: 75 per cent of the number of vehicles in each direction
Directional Distribution Factor The value of 0.50 has been adopted as the directional distribution factor.
7-4
Vehicle Damage Factor The numbers of equivalent 8.16 t standard axles for the different categories of commercial vehicles have been determined on the basis of the axle load surveys. The values of vehicle damage factors (VDF) adopted for design is given in Table 7.2. Table 7.2: Vehicle Damage Factor Vehicle Class VDF
Bus 0.78
LCV 0.6
2-Axle 5.65
3-Axle 5.15
MAV 6.85
Based on the above mentioned inputs the design traffic calculated for different homogenous section is given in Table 7.3.
Table 7.3: Design Traffic (MSA) for New Pavement Design Traffic (msa) 120 120 120 100 50 100 100 100 110 110 60
SNo 1 2 3 4 5 6 7 8 9 10 11
From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171
To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173
7-5
7.3.4
PAVEMENT DESIGN IRC: 37-2001 method is adopted for the design which is based on the empirical analytical approach, and provides catalogues for design of flexible pavements. The design catalogue gives the standard pavement compositions. The design relates to six CBR values ranging from 2 to 10 per cent and six levels of design traffic 10, 20, 30, 50, 100 & 150 MSA. The pavement compositions specified in design catalogue for adoption are relevant to bituminous surfacing (BC and DBM), base course (WMM / WBM) and granular layer of GSB. Soil exploration was conducted from borrow areas for the construction of fill / embankment and sub-grade. The soil types tested so far along the road stretch may be classified as Silty Sand and Sandy Silt. The CBR values (4-days soaking) using Modified Proctor Compaction and at OMC have been found to vary from 21 % to 27 %. Thus, the design CBR of 10 percent for sub grade is adopted in the pavement design analysis. Subgrade of 500 mm thickness and 10% CBR is required as an integral part of the pavement structure. The pavement design for different homogenous sections based on inputs mentioned above is given in Table 7.4. Table 7.4: New Pavement Design S No 1 2 3 4 5 6 7 8 9 10 11 From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171 To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173 New Pavement Design BC DBM WMM GSB (mm) (mm) (mm) (mm) 50 50 50 50 40 50 40 50 50 50 50 140 140 140 130 110 130 140 130 135 135 110 250 250 250 250 250 250 250 250 250 250 250 200 200 200 200 200 200 200 200 200 200 200 Total (mm) 640 640 640 630 600 630 630 630 635 635 610
7-6
Matching of the GSB layer of new pavement should be done with existing GSB layer to facilitate proper internal drainage in the pavement structure.
7.4
Rehabilitation of Existing Pavement Flexible overlay is suggested over the existing pavement in order to enhance its structural and functional quality. Bituminous overlay in the form of BC and DBM is recommended as an overlay to support the design traffic of 10 years or 100 msa, whichever is less. BBD testing, test pit investigation, pavement condition survey and testing of the existing subgrade have been carried out to assess the requirements of strengthening. The overlay design is done in accordance with IRC: 81-1997 Guidelines for Strengthening of flexible road pavements using Benkelman Beam Deflection Technique.
7.4.1 Design Traffic Design traffic in terms of msa for overlay design is obtained for respective sections. The Growth Rate, Lane Distribution Factor, Directional Distribution Factor and Vehicle Damage Factor has been adopted same as that for design traffic calculation of the new pavement. Design life of overlay is considered as 10 years and the msa calculated for 10 years is less than 100 msa. The design traffic is given in Table 7.5. The section from Km 70.5 to Km 72.5 will not require any strengthening as it is proposed to be raised and reconstructed as 4 lane carriageway, hence new pavement design will be applicable for the section. Table 7.5: Design Traffic (MSA) for Overlay S No 1 2 3 4 5 6 7 8 9 10 11 From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171 To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173 Design Traffic (10 years) 70 70 70 60 60 60 60 65 65 40
7.4.2
Overlay Design Based on the deflection values, pavement condition and traffic projections, the hot bituminous overlay requirement for the rehabilitation and strengthening of the
7-7
existing pavement has been worked out, as given in Table 7.6. Realistic BBD values have been adopted for overlay design by removing outliers. The characteristic deflection values adopted for design is also given in Table 7.6.
Table 7.6: Characteristic Deflections values adopted and Overlay Design From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 To (Km) 26 42 59 70.5 72.5 83 100 136 147 173 Characteristic Deflection Value (mm) 1.36 1.27 1.58 1.27 1.18 0.94 1.85 1.34 1.5 50 40 50 50 50 Recommended Overlay Thickness BC (mm) 50 50 50 50 DBM (mm) 70 65 85 60 Reconstruction 50 50 90 65 75
Sno
1 2 3 4 5 6 7 8 9 10
As per the data from the soil investigation it can be concluded that the existing subgrade is in good condition and the CBR value ranges from 16% to 42%. Hence the pavement is structurally sound and can be overlaid. However existing carriageway surface shall be prepared before the hot bituminous overlay. Surface preparation shall includes crack filling of low to medium intensity cracks, filling of potholes and milling in case of wide and severe cracks, and extensive rut formation
7.4.3
Matching of Bituminous Layers Crust details of the existing pavement for each homogeneous section of the project road were obtained from the inspection of the test pits, the details are given in Table 7.1.
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Matching of bituminous layers between strengthening and widening portions will arise with case of widening on existing formation and symmetrical widening. For the present case, for facilitating application of bituminous courses in a single stroke, matching of the layers is required. The differential thickness of new pavement and overlay pavement will be laid first and separately. It will be helpful to then lay common thickness of DBM with one operation and BC in second operation.
7.5
Design of New Rigid Pavement for Toll Plaza and Arjunsar Village Rigid Pavement is proposed for the lanes at Toll Plaza location and 500 m length in Arjunsir Village. Jointed Plain Concrete Pavement is recommended and the design is carried out in accordance with IRC:58-2002 Guidelines for the design of plain jointed rigid pavements for highways. The rigid pavement has been designed for a design life of Thirty (30) years. The rigid pavement has been designed to withstand the cumulative effect of the axle load repetitions of different commercial vehicles applied over the design life of 30 years. As per IRC:58-2002, only 25% of the cumulative repetitions of commercial vehicles for 30 years is taken as the design traffic for computing the expected axle load repetitions for design. The basic pavement structure consists of Pavement Quality Concrete (PQC) slab over Dry Lean Concrete (DLC) base and GSB Sub-base. These layers are laid over an appropriate subgrade of 500 mm thickness. The effective modulus of subgrade reaction (effective k) for pavement design is limited to 20 kg/cm2/cm (increase due to DLC) keeping in view the recommendation from IIT Kharagpur and the fact that the value of k decreases with the load repetition and loss of support due to heavy loading. The following inputs have been adopted for the design: Modulus of elasticity of concrete Poissons Ratio Coefficient of thermal expansion of concrete Tyre Pressure Subgrade CBR
E = 3.0 10 5 = 0.15 = 10 10 6 perC = 8 Kg / cm2 = 10%
Different trial thicknesses of concrete slab were carried out, and the pavement structure was checked for the cumulative fatigue life consumed over the design life. The slab thickness was checked for critical stress condition, which is the addition of flexural stresses due to traffic load and stresses due to temperature differential between top and bottom of the slab. The corner load stresses were also checked as part of the analysis.
The dowel and tie bar design for the transverse and longitudinal joint has been also carried out as per IRC:58-2002. The inputs adopted for the design are as follows: Joint Width Characteristic compressive strength of concrete
Design load transfer
z = 20 mm
f ck = 400 Kg / cm 2 = 40%
Coefficient of friction between pavement and subbase/base f =1.5
Based on the inputs mentioned above and the formulas given in IRC:58-2002, the rigid pavement design worked out is given in Table 7.7. A Joint Spacing of 4.5 m and Slab Width of 3.5 m are recommended.
Table 7.7: New Concrete Pavement Design Layer Type Thickness (mm)
Pavement Quality Concrete (PQC) M 40 Grade Dry Lean Concrete (DLC) M 15 Grade Granular Sub-Base (GSB)
300 150 150

600
Mild steel dowel bar of 32 mm diameter and 500 mm length has to be placed at 250 mm spacing. The first dowel has to be placed 150 mm from the pavement edge. Deformed tie bar of 12 mm diameter and 700 mm length has to be placed at 500 mm spacing.
7.6 Design of Service Road
Service road is required at two sections in the project, namely, Loonkaransar and Suratgarh. It is designed for urban traffic. Inputs adopted for the design of service road are as following:
Design traffic = 10 msa Subgrade CBR = 10 % Based on the above mentioned inputs, the structure of the service road worked out as per IRC: 37-2001 is given in Table 7.8.
Table 7.8: Design of Service Road (10 msa) Layer Type Thickness (mm)
Bituminous Concrete (BC) Dense Bituminous Macadam (DBM) Wet Mix Macadam (WMM) Granular Sub-Base (GSB)
40 50 250 200
540
7-11
CHAPTER 8 STRUCTURES
8.1
INTRODUCTION The proposed structures & rehabilitation of existing structures has been finalized based on detailed inventory, Horizontal Alignment, vertical profile, geotechnical investigation, hydrological study etc. The rehabilitation scheme is also proposed for the existing structure which has been kept retained.
8.2
PROPOSED STRUCTURES There are 2 Major Bridges (Total length > 60.0 m), 6 Minor Bridges (6.0 m < Total Length <60.0m, and 84 culverts on the project road. All existing and proposed major & minor bridges have been analyzed to accommodate 2 lane carriageway.
8.2.1 GENERAL CONDITION OF BRIDGES 8.2.2 General Condition of Bridges There are existing 2 major bridges (2 lane existing) on the project road. The superstructures are of RCC T Beam resting on Open foundation. Rehabilitation of existing bridge has been proposed and 1 new 2 lane configuration bridge side with existing bridge at Km 163+101 is recommended. There are 6 existing minor bridges (2 lane), out of which 1 existing bridge is to be abandoned due to realignment and a new 2 lane configure minor bridge for same stream is proposed, and 5 existing bridges are in sound condition and proposed for some minor repairing work. The types of superstructures for the minor bridges are of RCC Slab and substructure is of wall type RCC resting on open foundation.
8.2.3 GENERAL CONDITION OF CULVERT 8.2.4 General Condition of Culverts There are total 84 culverts in the proposed stretch. The existing culverts observed along the project road are mainly of fair condition, adequate waterway and recommended to be reconstructed or widening due to proposed alignment. Additional culverts on bypass/realignment locations are also identified.
8-1
8.3
IMPROVEMENT PROPOSALS There are 2 Major Bridges (Total length > 60.0 m), 6 Minor Bridges (6.0 m < Total Length <60.0m and 84 culverts on the project road.
8.3.1 Major bridge i. The existing bridge is of 2 lane carriage way. The widening/Rehabilitation/new construction of the bridge has been done as per Manual of Standards & specifications For Two Laning of Highways through Public Private Partnership Manual of Specifications & Standards. Existing 1 major bridge is recommended to be repaired and one new 2 Lane Bridge has been proposed adjacent to existing bridge.
ii.
8.3.2 Minor bridges i. There are 6 minor bridges on project road. The widening/Rehabilitation/new construction of the bridge has been done as per Manual of Standards & specifications For Two Laning of Highways through Public Private Partnership Manual of Specifications & Standards. Existing 1 minor bridge is to be abandoned due to realignment and 1 new 2 lane configuration bridge is proposed for same stream on realigned road.
ii.
8.3.3 Culverts There are 84 culverts (pipe and slab) on the project road. These culverts are of 2-lane configuration. ii. All new Pipe culverts shall have minimum dia of 1200 mm. iii. Existing Pipe culverts of dia less than 900 mm has been recommended for reconstruction. iv. Minimum cushion over pipe culverts for new constructions has been kept as 1.0 m. v. 2 pipe culverts are recommended to be widened for 4 lane configuration. vi. 7 Pipe culverts and 6 slab culverts are recommended to be widened for 2 Lane configuration. vii. 1 pipe culverts are proposed to replace with an increased water way where inadequacy of water way observed. viii. 2 Additional culverts (Pipe) on bypass/realignment/new alignment locations are also identified. 8.3.4 Summary of improvement proposals of various types of the existing structures on the project road is as under Major Bridges
Total number of bridges New 2 lane bridges to be constructed due to poor condition / submersible New 2 lane bridges to be constructed due to new alignment/ bypass New 2 lane lane bridges to be constructed with or with out widening of existing 2 lane bridge
i.
2
NIL
NIL
1
8-2
Minor Bridges
Total New 2 lane bridges to number be constructed due to of poor bridges condition/submersible New 2 lane bridges to be constructed due to realignment/ Bypass/ new alignment
Retain / Widening
New 2 lane retained Widening of existing & New 2 lane bridges
6 ROB/RUBs
Total number of existing ROBs
0/0
0/1
New 4 lane ROBs to be constructed
New 4 lane ROBs to be constructed due to realignment / bypass
New 4 lane ROBs to be constructed adjacent to existing 2/3 lane ROB
0 Culverts
NIL
NIL
No of culverts to Total no be retained with widening of culverts Pipe RCC Slab 84 9 6
No of culverts to be replaced due to poor condition RCC Slab / Pipe Stone Slab 1 0
No of Additional culverts to be provide Pipe 2 RCC Box 0
No of culverts retained (nothing to do) Pipe 51 Slab 17
8.3.5 Repairs and rehabilitation of structures A specialized team having relevant experience and expertise has inspected all the structures. Based on the defects observed, a comprehensive repair and rehabilitation plan is to be prepared for repair and rehabilitation of the distresses bridge components.
Common repair/ rehabilitation measures (For all structures) i. Expansion joints shall be made functional. ii. Existing wearing coats to be get repaired. iii. Some plastering works shall be done in the cracked/distresses portions of the existing bridges iv. Existing railings shall be replaced with crash barriers. v. Remove vegetation from the structures; vent way and revetments around abutments. vi. Replace / rehabilitate damaged stone pitching on embankments. vii. Approach slab to be constructed on both sides.
8-3
Details of new Major Bridges and Rehabilitation/Repair/widening Scheme for Existing Major Bridges
A.
Details of new Major Bridges*
Name of Bridge
Proposed span arrangement (nos ) 3 x 24.4
GDC Bridge
164/2 163+101 162+491
Ghagghar River
New 2 lane
RCC Girder
8-4
Total width of the structure 14.8
Proposed structural configuration
Bridge No.
Type of Crossing
S No.
B.
Rehabilitation/Repair/Widening of Existing Major Bridges
Name of Bridge
Superstructu re
Substructure
Details of Rehabilitation/ Repair
Type of Structure span arrangement (nos x Length (m)) Width (m) Foundation
Bridge No.
IGNP Main Canal Bridg e
15 8/2
157+631
157+ 034
8.8
7 x 9.7 / 67.9
Open
Brick Masonry
RCC T Beam
Existing parapet shall be replaced by crash barrier. Expansion joint shall be replaced with filler type. Existing wearing coat to be removed and new bituminous WC shall be laid in 65 mm thickness (40 mm BC +25 mm mastic asphalt) Cleaning of drainage spouts. Approach slab to be reconstructed on both side of the bridge
* The proposed span arrangement is tentative and the same shall be finalized in consultation with Irrigation Authority & IC. Any change in span arrangement and type of foundation / structure shall not be treated as change in scope of work
8-5
S No.
Details of new Minor Bridges and Rehabilitation / Repair / widening Scheme for Existing Minor Bridges A. Construction of new Minor Bridges
Proposed span arrangement (nos x Length (m)) Total width of the structure (m) 12.9 Proposed Structural Configuration Bridge Name Bridge No Proposed Structure Type Precast RCC Girder Existing Chainage (km) Design Chainage (km)
Lift Canal Bridge
106+530
Lift Canal
Type of Crossing
S.No
New 2 Lane
1x16.2 (skew)
The proposed span arrangement is tentative and the same shall be finalized in consultation with Irrigation Authority & IC. Any change in span arrangement shall not be treated as change in scope of work
8-6
Rehabilitation/Repair/Widening of Existing Minor Bridges The proposed span arrangement is tentative and the same shall be finalized in consultation with Irrigation Authority & IC. Any change in span arrangement shall not be treated as change in scope of work
span arrangement (nos + Length (m)) Details of rehabilitation Bridge Name Type of Structure Foundation Superstruc ture Substructu re Bridge No.
Width (m)
1/1 Lift 1 (Bypa 0+500 Canal ss) Bridge
9+344
8.5
1 x 6.7
Open
RCC
RCC Solid Slab
61/1
9.0
3 x 5.35
Open
Brick Masonry
RCC Solid Slab
81/2
8.7
3 x 7.8
Open
Brick Masonry
RCC Solid Slab
93/1
8.5
3 x 11
Open
Brick Masonry
RCC Solid Slab
Expansion joint shall be replaced with filler type Existing wearing coat to be removed and new bituminous WC shall be laid in 65 mm thickness (40 mm BC +25 mm mastic asphalt) Existing railing to be repaired. Expansion joint shall be replaced with filler type Existing wearing coat to be removed and new bituminous WC shall be laid in 65 mm thickness (40 mm BC +25 mm mastic asphalt) Existing railing to be repaired. Vent way shall be cleaned Expansion joint shall be replaced with filler type Existing wearing coat to be removed and new bituminous WC shall be laid in 65 mm thickness (40 mm BC +25 mm mastic asphalt) Existing railing to be replaced with crash barrier. Vent way shall be cleaned Expansion joint shall be replaced with filler type Existing wearing coat to be removed and new bituminous WC shall be laid in 65 mm thickness (40 mm BC +25 mm mastic asphalt) Existing railing to be replaced with crash barrier. Vent way shall be cleaned
8-7
Details of repair
S No.
span arrangement (nos + Length (m))
Details of rehabilitation
Bridge Name
Type of Structure Foundation Superstruc ture Substructu re
Bridge No.
Width (m)
110/1
Lift 108+94 109+5 Canal 8 00 Bridge
8.5
3 x 5.0
Open
Brick Masonry
RCC Solid Slab
Expansion joint shall be replaced with filler type Existing wearing coat to be removed and new bituminous WC shall be laid in 65 mm thickness (40 mm BC +25 mm mastic asphalt) Existing railing to be replaced with crash barrier. Vent way shall be cleaned
8-8
Details of repair
S No.
Reconstruction Scheme for Culverts

SI. No. 1 Existing CD No. Existing Chainage (km) 141+500 Design Chainage (km) 140+877 Type of Structure Existing Pipe Proposed Pipe Recommendation Reconstruction Span Arrangement Existing Proposed (m) (m) 1x0.6 1x1.2 Proposed total width (m) 12
Widening Scheme of Culverts

Sr. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Existing Chainage (km) 5+845 4+000 3+680 3+350 23+050 31+800 71+937 72+272 86+250 89+200 107+100 123+480 133+300 165+700 166+150 Design Chainage (km) 3+997 5+849 6+177 6+514 22+282 31+030 71+453 71+788 85+877 88+693 106+613 122+853 132+707 165+093 165+439 Type of structure Existing Pipe Pipe Pipe Pipe Slab Pipe Pipe Pipe Slab Slab Pipe Slab Pipe Slab Slab Proposed Pipe Pipe Pipe Pipe Slab Pipe Pipe Pipe Slab Slab Pipe Slab Pipe Slab Slab Recommendation Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Widening Span Arrangement Existing (m) 1x0.6 1x0.6 1x0.6 1x0.9 1x5.7 1x0.3 1x1.0 2x1.0 1x2.8 1x3.6 1x0.6 1x1.2 1x0.3 1x1.5 1x1.5 Proposed (m) 1x0.6 1x0.6 1x0.6 1x0.9 1x5.7 1x0.3 1x1.0 2x1.0 1x2.8 1x3.6 1x0.6 1x1.2 1x0.3 1x1.5 1x1.5 Proposed total width (m) 12 12 12 12 12 12 27 27 12 12 12 12 12 12 12
Proposed New Culverts

S No. 1 2 Existing Chainage/Location 71+744 72+122 Design Chainage (km) 71+257 71+637 Proposed Structure Pipe Pipe Proposed size arrangement (nos. length (m)) 1 x 1.2 1 x 1.2 Proposed total width (m) 45 45
Details of Proposed ROB / RUB Proposed structural configuration Proposed Structure type Existing Chainage Design Chainage Existing structure Total width of the structure (m) 2x12 + 3.0
8-9
Name of Crossing
45+957
ROB
45+957
45+181
Railw ay
4 Lane
Precast PSC/RC C Girder + RCC T Beam
1x15.0 + 1x30.0 + 1x13.2 + 1x15.0
Proposed span arrangement (m)
ROB/RUB
Location
SI. No.
CHAPTER-9 COST ESTIMATE

9.1 BOQ 9.1.1 Project Description The PWD, Government of Rajasthan has chosen 172.384 Km stretch of National Highway (NH-15) from Bikaner Km 553+800 of (NH-11) (Ch.0+000) to Suratgarh Km 173+000 of (NH-15) (Ch.172+384) in the State of Rajasthan for widening to two lane with paved shoulder of the existing two lane. EXISTING CROSS SECTION The entire highway (length is 172.384 km) is of two lane carriageway of 7.0 m width without paved shoulder except 4 laning from Km 70/700 to Km 71/800 at Loonkaransar and Km 171/000 to Km 173/000 at Suratgarh.
9.1.2
Adopted Approach for quantification of Road Works Entire Road Stretch is divided in to ten homogeneous sections as per condition survey which is Given Below in Table: 9.1 Table: 9.1 Homogeneous Sections S. No. 1 2 3 4 5 6 7 8 9 10 Homogenous Sections 0 Km - 26 Km 26 Km -42Km 42 Km - 59 Km 59 Km - 70.5 Km 70.5 Km - 72.5 Km 72.5 Km - 83 Km 83 Km - 100 Km 100 Km - 136 Km 136 Km - 147 Km 147Km - 173 Km
Salient features are given at Page E-4 of Executive Summary. 9.1.3 New pavement Design Pavement design has been carried out by IRC: 37. Pavement Composition of different Homogeneous sections is given below.Table-9.2: Crust Composition for New Carriageway.
9-1
Table-9.2 (New pavement Design) Sr. No. 1 2 3 4 5 6 7 8 9 10 Homogeneous Section 0 Km - 26 Km 26 Km - 42 Km 42 Km -59 Km 59 Km -70.5 Km 70.5 Km -72.5 Km 72.5 Km - 83 Km 83 Km - 100 Km 100 Km - 1136 Km 136 Km - 147 Km 147 Km - 173 Km BC 50 50 50 50 40 50 50 50 50 50 DBM 140 140 140 130 110 130 140 130 135 135 WMM 250 250 250 250 250 250 250 250 250 250 GSB 200 200 200 200 200 200 200 200 200 200 Total Thickness 640 640 640 630 600 630 630 630 635 635
9.1.4
Overlay Design Benkelman Beam deflection testing and pits evaluation was done in one kilometer stretch of each homogenous section for structural evaluation of the existing pavement. The design is done in accordance with IRC: 81-1997 for a design period of 10 years. The design traffic is calculated for 10 year. Table-9.3 (Overlay Design) S No. 1 2 3 4 5 6 7 8 9 10 Homogenous Sections 0 Km - 26 Km 26 Km - 42 Km 42 Km -59 Km 59 Km -70.5 Km 70.5 Km -72.5 Km 72.5 Km - 83 Km 83 Km - 100 Km 100 Km - 136 Km 136 Km - 147 Km 147 Km - 173 Km Overlay thickness (mm) BC DBM 50 70 50 65 50 85 50 60 Reconstruction for Raising & Four-laning 50 50 40 50 50 90 50 65 50 75
9.1.5
Methodology for Quantification of Highway works New central median is constructed of Width specified in TCS schedule. For the construction of SDBC, DBM & BM bitumen 60/70 has been taken for costing. For construction of BC Polymer modified bitumen PMB40 has been taken. Profile correction has been taken with BM. Overlay has been provided in widening portion for 7 m width. New Earthen shoulder provided with selected soil in 1m width.
9-2
Proper benching i.e. steps are made in embankment, sub grade and granular sub base for proper bond with new construction. Embankment section of height greater than 3.0m has been protected by means of stone pitching along with toe wall, chute drain, energy dissipation basin & Wmetal beam crash barrier. CC covered drain has been provided as per TCS. In costing of toll plaza, cost of pavement layers, traffic aid post, medical aid post, medical quarter, toll office building, toll booth, roofing sheet, space frame, highway lighting has been taken. Edge line & centre line has been calculated for main carriageway & service road. Cats eye has been provided in the centre line of pavement. Pot-hole has been taken into quantification considering 0.5% of pavement surface will damage during construction
9.2 Rate Analysis This chapter deals with Analysis of Unit Rates for various items of road & bridge works. Consistent with the high qualitative standard of the facility, consultant has considered mechanized construction methods for the analysis of unit rates based on Standard Data Book 2001-2002 Published by Ministry of Road Transport and Highways, India. The adopted method of Rate Analysis gives good results for large size Highway construction Projects. 9.2.1 Review of Rates & Market survey for rates The comparison of the rates of material, machinery & labour from different sources through market surveys has been done for getting idea of applicable rates for particular Project location. The rate of various components of each item has also been reviewed from other sources like on going similar construction works at similar locations. Rate of Bitumen has been taken from IOCL / BPCL. Rate of steel FE-500 has been taken from Steel Authority of India. Rates adopted are given in below Table No.9.4, are inclusive of cost of transportation with all lead & lift, VAT, Royalty tax etc complete at site. Table: 9.4 Adopted Finished Rates Material Finished Rate / MT Cement 4400 FE 500 Steel 46500 Bitumen 60/70 37174 Bitumen PMB-40 39775
Sr. No. 1 2 4 5
Rate analysis has been carried out by using data book of MORT&H-2001-02. In MORT&H data book all the rate of machinery, plant, material & labour has been used as an input. Final rates of each item have been compared with similar ongoing NH project & finally most applicable & reasonable rates have been considered for cost estimate.
9-3
9.2.2
Specification The specification for the works shall generally confirm to the stipulation made in Specification for Road and Bridge Works (IVth revision) of MORT&H. Chapterisation of Unit Rates Following chapters have been formulated in conformity to Standard Data Book for Analysis of Rates for detailed analysis of various items for roads & bridge works. Table: 9.5 Chapterisation of Unit Rates Chapter 1 2 3 4 5 6 7 8 9 10 11 Work Description ROAD WORKS SITE CLEARANCE EARTH WORK, EROSION CONTROL AND DRAINAGE SUB-BASES, BASES (NON- BITUMINOUS) AND SHOULDERS BASES AND SURFACE COURSES (BITUMINOUS) BRIDGES,ROB &CULVERTS DRAINAGE & PROTECTIVE WORKS TRAFFIC SIGNS, MARKINGS & OTHER ROAD APPURTENANCES MAINTENANCE DURING CONSTRUCTION TOLL PLAZA RE-WALL MISCELLANEOUS
9.2.3
9.2.4
Equipment Rates The Hire Charges of common plant and machinery has been adopted from Standard data book of rate analysis Bikaner division-2009, while for some specific item separate analysis has been done. Prevailing market rates have been adopted for the items not covered in rate analysis wherever considered appropriate. The cost of labour has been taken from Standard data book of rate analysis Bikaner division-2009. Table 9.6 Overhead Charges & Contractors profit S No. 1 2 3 Description Road Works Bridge Works Bridge Works (Rehabilitation) Overhead charges Contractor Profit 8% 20% 30% 10% 10% 10%
9-4
9.3
Cost Estimate The unit rates derived by MORT&H -2001-02 Data Book for various items of roads & bridge works have been used in cost estimate. Summary of Abstract of cost of Bikaner-Suratgarh From Km 9.845 Bypass (Ch. 0/000) To Km 173.00 (Ch.172.384) Total Length 172.384 Km S. No 1 2 3 4 5&6 7 8 9 10 11 12 13 14 15 16 17 18 Description of Bill Site Clearance & Dismantling Earthworks GSB & Sub-Base Bases and Surface Course (Bituminous) Bridges, ROB, culverts Drainage & Protective Works Junctions, Traffic Signs, Marking & Other Appurtenances Maintenance During Construction Toll Plaza RE Wall Miscellaneous Additional Cost for four laning from Km 171.00 to 173.00 Total Civil Cost Total Civil Cost per Km (in Crore ) Total Project Cost (125% of Civil Cost) Cost per km Length (Km) Amount 0.48 14.68 49.98 268.65 10.21 8.38 10.48 0.17 12.75 5.68 12.39 7.00 400.85 2.33 501.06 2.91 172.384
9-5
CHAPTER 10 ECONOMICAL AND FINANCIAL ANALYSIS
10.1 Introduction 10.1.1 Background As per the Terms of Reference (TOR), this report has been prepared documenting the financial evaluation for up gradation strengthening of highway corridor between Bikaner to Suratgarh section of NH 15. 10.1.2 Objective The objective of project evaluation is to assess the project feasibility of proposed up-gradation from 2 lanes to 2 lanes with paved shoulder from km 0+000 to km 173+000 in financial terms. The financial feasibility is to be evaluated in terms of Financial Internal Rate of Return (FIRR). In addition, necessities of Government subsidy (Funding Options) and optimal concession period have also to be identified. 10.1.3 Scope The Scope of evaluation includes: 10.2 Estimation of EIRR and NPV Estimation of FIRR Assessment of Governmental subsidy Optimal concession period
General The Construction of roads brings about a variety of benefits that are enjoyed practically by all sectors of the economy. Scarcity of resources and competing demands from various sectors are the important features of a developing economy. It therefore, becomes extremely necessary to allocate the scarce resources in the most beneficial manner. In view of the above, it is necessary to ensure that the projects selected for investment are thoroughly evaluated to determine the financial benefits offered by the project and the ease with which the project can be implemented. Highway financial analysis is a technique whereby
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the cost and benefit from a scheme are quantified over a selected time horizon and evaluated by a common yardstick. The economic analysis involves comparison of project costs and benefits under the "with" and without" project conditions and determining the Economic Internal Rate of Return (EIRR) of the project using discounted cash flow technique. This shows the return, which the society could expect from the proposed investment during the project life, i.e. analysis period. The project is further subjected to sensitivity analysis by assessing the effects of adverse changes in the key variables on the base EIRR. In this, project costs are increased by 15 percent and benefits are reduced by 15 percent. In addition, the combined effect of these changes is also assessed. This helps to gauge the economic strength of the project to withstand future risks and uncertainties. 10.3 Basic Approach and Methodology The main motto to carry out economic feasibility is maximizing the returns on investment by determining improvement proposals that lead to minimum total transport costs. Economic evaluation is carried out based on incremental costs and benefits comparing the total net benefits in Do Minimum situation with With Project situation. The term Do Minimum is defined as the base strategy for economic analysis i.e. without project situation. The term With Project is defined as widening of carriageway by constructing 1.5 m wide paved shoulder on either sides, thus increase in width of carriageway from existing 7.00 m to 10.00 m, as per 2- Lane configuration of from km 553/869 of NH-15 (Ch.0/000) to Km 173.000 (Ch.172.384) except four laning from Km 70/500 to Km 72/500 and 12m carriageway in village portion. Economic analysis has been carried out for Do Minimum case with widening to 2-lane-paved shoulders in whole stretch as per requirements for urban developments along this stretch. Do minimum essentially includes the geometric improvements to match the standards as IRC norms, throughout the road without any exception or compromise with safety of road users. The financial feasibility is carried out to maximize the returns on investment by determining improvement proposals that lead to minimum total transport costs and Financial Internal Rate of Return, also to asses the requirement of the government subsidy required and to calculate the optimal concession period to gain the profit. 10.3.1 Model Used Economic analysis has been done by using HDM-IV model. HDM-IV model is a highway design and maintenance program for analyzing the total transport costs of alternative road improvement and maintenance strategies.
10.3.2 Inputs to the Model The values of input data used for the above model for the present project are as follows General Analysis period Discount rate Construction Period Improved Road to be opened to traffic in Standard Conversion Factor Salvage Value Road Characteristics Bikaner to Suratgarh Description Km 0.000 to Km 173.000 Road length (Km) Road width (m) Shoulder Width (m) Road Deterioration Factors Road deterioration factors used for analysis as inputs to HDM model are given as under: Crack initiation Crack Progression Raveling initiation Pothole progression Rut depth progression Roughness Progression Environment roughness 1.5 1.5 1.0 1.5 1.5 1.5 1.0 172.384 7.0 m 1.5 m 17 years 12% 24 Months 2013 0.9 0%
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10.3.3 Base Year Traffic by Composition and Growth Rates Classified Traffic volume counts were carried at three locations on project corridor for 7 days, 24 hours. The average AADT of the volume count has been taken as the base line traffic. Homogeneous Sections: Based on Average annual daily Traffic (AADT) the project road has been divided into three traffic homogeneous sections. Further for the purpose of Tolling the project road has been dived in to three Toll Sections with one Toll Plaza in each section. Economic evaluation has been carried out for two sections treated as one section. The year of bidding is 2010.The base year traffic by vehicle composition for this section is given below in Table 10.1 Table 10.1: Average Annual Daily Traffic in (nos.) at two Toll Plaza in Year 2009 AADT (no.) Categories Km 25.500 Cars (Jeep, Van, Taxi) LCV/Mini Bus Buses 2-Axle Truck MAV (3 to 6) Oversized Vehicles (7 or more) HCM/EME Total Tollable Traffic Tractors (with & without Trailer) Slow Moving Vehicles Exempted Vehicles Total Traffic 1123 114 147 372 2168 3 3 3930 54 50 75 4640 Km 84.500 564 312 170 477 1612 0 2 3137 77 13 58 3444 Km 145.000 721 304 165 362 2045 6 3 3606 93 21 99 3935
The traffic growth rates have been calculated and the details are given in Chapter4. The adopted traffic growth rates for the purpose of FIRR calculation is given in Table 10.2.
Table 10.2: Recommended Growth Rates Vehicle Type Year Period 2010-2014 2015-2038 Two Wheeler 5.00 5.00 Car 5.00 5.00 LCV 5.00 5.00 BUS 5.00 5.00 Truck 5.00 5.00
10.3.4 Revenue Calculations The Annual Revenue for each toll section is calculated for 5% Growth Rate wherein the Base Toll Rates for 2007 per km is applied: Table 10.3: Toll Rates (2007) Toll Rates (Road) for Base Year (2007) per km Categories Section 1 2 lane section Cars, passenger vans, jeep LCV's Mini Buses Buses Trucks of 2 Axle MAV (3 to 6) HCM / EME Oversized Vehicles (7 or more) 0.390 0.630 0.630 1.320 1.320 2.070 2.070 2.520 Section 2 2 lane section 0.390 0.630 0.630 1.320 1.320 2.070 2.070 2.520 Section 3 2 lane section 0.390 0.630 0.630 1.320 1.320 2.070 2.070 2.520
The above mentioned Toll Rates is further increased by 5% every year and the Revenue Calculations for 5% Growth Rate is done.
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Table 10.4: Annual Toll Revenue at Toll Plaza Locations Toll Revenue (in Cr.) Year Section 1 Ch 0.000 to 60.000 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038
14.31 15.47 17.35 19.09 21.24 23.41 25.56 28.25 30.95 34.49 37.64 41.95 46.17 50.95 55.84 61.59 68.17 74.84 82.76 91.57 100.10 110.32 122.15 134.96 148.67 163.87
Section 2 Ch 60.000 to 120.000

15.95 17.26 19.26 21.28 23.52 26.04 28.47 31.34 34.46 38.23 41.85 46.55 51.40 56.58 62.18 68.46 76.02 83.31 91.99 101.68 111.42 122.80 135.86 150.14 165.28 182.26
Section 3 Ch 120.000 to 172.384

16.41 17.98 20.07 21.72 24.30 26.81 28.99 32.24 35.44 38.88 43.64 47.66 52.46 57.83 64.27 69.96 77.37 86.02 94.64 103.90 114.63 126.92 139.82 154.25 169.05 187.00
Total Revenue
46.67 50.72 56.68 62.10 69.06 76.25 83.02 91.83 100.85 111.60 123.13 136.17 150.03 165.36 182.29 200.01 221.57 244.18 269.39 297.15 326.16 360.04 397.83 439.34 483.00 533.13
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Annual Revenue at Toll Plaza locations
Section 1 Section 2 Section 3
Toll Revenue (in Cr.)
200.00 180.00 160.00 140.00 120.00 100.00 80.00 60.00 40.00 20.00 0.00 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038
Year
10.3.5 Project Cost and Scheduling The project cost consists of following components: Capital Cost The capital cost of the project consists of cost incurred during the construction period, from 2010 to 2012. The total expenditure incurred during the construction period for Bikaner-Suratgarh is as shown in the Table 10.5. The proposed project road would be opened to traffic in 2013. Table 10.5 Financial Construction Cost Package- I Description Cost (Road Portion) Rs. in Crores Ch 0.000 to Ch 172/384 Proposed Project Road Option Financial Cost of the project Standard Conversion Factor Economic Cost of the Project 2 Lane to 2 lane with paved shoulders Rs. 501.06 Crore 0.90 Rs. 450.954 Crore
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Maintenance Costs Routine maintenance cost has been estimated for both highway and for the highway in the Do Nothing case. The estimated maintenance cost is given below in Table 10.6. Table 10.6: Maintenance Costs S. No. 1 2 Item Routine Maintenance Periodic Maintenance Cost (Rs) 0.003 Crore/km/Year 0.065 Crore/km/Year
Periodic maintenance for new highways would be met with in accordance with the analysis of the life cycle costing model carried out for the project corridor. Basic Assumptions Project Parameters: 1) 2) 3) 4) Evaluation year of Cost Estimates Construction Period Debt / Equity Annual Escalation in Toll Rates : : : : 2010 24 months 70% / 30% 5% per annum
O & M Cost and Other Assumptions: Routine Maintenance Cost Periodic Maintenance Cost (Once in 7 Years) Elec. & Patrolling Exp. Toll Collection Exp. Office Exp
: :
0.003 0.065
Crores/Km/Annum Crores/Km/Annum
: : :
0.01 1.50 1.00
Crores/Km/Annum Crores/Annum Crores/Annum

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O & M Cost and Other Assumptions: Insurance Exp. Estimated Escalation in Cost (%) Tax Rate MAT Tax Holiday (80 I A) Depreciation Rate SLM* Loan Repayment (during operation) Moratorium Interest Rate * SLM: Straight Line Method 10.4 Vehicle Characteristics The data as given in the Table 10.7 below have been obtained from manufacture literature and IRC SP-30. Table 10.7: Base Vehicle Characteristics S. No. 1 2 3 4 5 Description Gross Vehicle weight ESAL Factor Number of Axles Number of Tyres Number of Passengers Two Wheeler 0.2t 0 2 2 1 Car 1.47t 0 2 4 4 LCV 7t 0.24 2 6 0 BUS 9.2t 0.47 2 6 40 Truck 16.2t 3.51 2 6 0 : : : : : : : : : 5% 33.22% 19.93% 10 Years 0.15 % of TPC Per Annum
15 Years (100%) 10 Years 2 Years 12%
Vehicle Utilization Data These data have been worked out on the basis of Road User Cost Study. Table 10.8 provides the vehicle utilization data.
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Table 10.8: Vehicle Utilization Data S. No 1 2 3 4 Description Service life - Year Hours Driven per year Km driven per Year Annual interest rate Economic Unit Cost The data given in Table in 10.9 have been collected from respective dealers, net of taxes and duties. Table 10.9: Economic Unit Costs S. No. Description Two Wheeler 25226 377 15 19 0 0 Car 287288 1314 30 34 0 0 LCV 383386 2332 30 0 6 27 BUS Truck Two Wheeler 10.0 1950 32000 12 Car 10.0 1950 32000 12 LCV 10.0 2000 66000 12 BUS 10.0 2100 85000 12 Truck 10.0 2100 85000 12
1 New vehicle Price 2 New Tire Price 3 Maintenance Labor per hour 4 Passenger Time Per hour 5 Cargo Time Per hour 6 Crew Cost Per hour Fuel Costs
623899 491045 5440 30 24 0 105 5610 30 0 17 45
The fuel costs adopted for this study are given below in Table 10.10. Table 10.10: Economic Unit Costs S. No. 1 2 3 Petrol Diesel Lubricants Description Cost per liter (Rs.) 37.00 28.00 142.00
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10.5
Economic Internal Rate of Return (EIRR) Using the data input to the model HDM-IV, the annual stream of cost savings (VOC +Time cost saving) derived from analysis without project (base year) and with project developed Table 10.11 Economical Internal Rate of Return Internal Rate of Returns (EIRR) Bikaner to Suratgarh 19.4%
10.6
Recommendations Financial Viability 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 a project is to calculate the FIRR (Financial Internal Rate of Return) on the investment for the project. FIRR on the investment of the Entrepreneur has been estimated on the basis of cash flow analysis. For this, the annual fund flow statement has been prepared on the basis of funds requirements both for capital, operating and maintenance cost and the estimated revenue from tolls. In this analysis, the debt has been assumed to be 70%. In the analysis, the interest rate on debt is considered as @ 12%. The analysis reveals various FIRR values corresponding to each year of toll operation. FIRR of the 17 years for the package with their debt equity ratios are given below in Table 10.12. Table 10.12 Financial Internal Rate of Returns FIRR S. No. Description Debt : Equity Km 0.000 to Km 173.000 1 21.0% Grant (17 years) 70 : 30 13.14 % 15.12 % Post Tax Equity
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10.7
Results and Analysis Based on the project structure, traffic study, toll analysis and financial feasibility we find that the Project is viable at a grant of 21% and the concession period for the same is 17 years.
10.8
Conclusions For the summary of FIRR shown in above Table 10.12, it can be concluded that proposed project is financially viable for the Bikaner-Suratgarh on DBFOT Basis.
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CHAPTER 11 ENVIRONMENTAL IMPACT ASSESSMENT
Environmental Impact Assessment chapter submitted separately in KD 5.
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CHAPTER 12 SOCIAL ASSESSEMENT
Social Assessment chapter submitted separately in KD 5.
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CHAPTER - 13 TRAFFIC OPERATION AND SAFETY PLAN
13.1
SCOPE The Scope of traffic operation and safety Plan includes the safety of: Site / Project Workers Road Users Construction Machineries / Equipments Environment Project Assets
13.2
OBJECTIVE Purpose of the Safety management system is to ensure safe traveling & road use conditions to the road users during construction and to ensure efficient & safe working condition to the workers during construction.
13.3
SAFETY & TRAFFIC MANAGEMENT Objective of Safety & Traffic Management is to ensure protection of workers on site through strict enforcement of safety plans / standards, proper training to the workers and through deployment of trained & experience workers staff at site. ensure applicable and adequate safety measures at site through proper barricading, safe access to site, lighting etc. and use of Personal Protective Equipments (PPE) & other safety tools and equipments. ensure smooth, safe and uninterrupted traffic flow on the project highway at alt times during construction. give adequate information / warning sufficiently in advance about any situation / event / matter affecting the project highway through proper signages, demarcations etc. ensure safety of road users against the hazards due to Diversion Road Condition Low Visibility Vehicle breakdown on carriageway Repair work etc. in progress on carriageway or for any other reason resulting in disturbance in free flow of traffic
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avoid risk of damage / disturbance to the properties adjacent to the project highway. ensure safety of project assets and public utilities. ensure the compliance to the applicable IRC & safety codes in good spirit. To ensure safety of road users and workers during construction & defect liability period one Safety Officer will be deputed at site for strict compilation to the safety standards. He shall be responsible for systematic identification, evaluation and implementation of preventive control of different foreseeable hazards. He shall also be responsible for making necessary arrangements for traffic safety and control through proper coordination with safety supervisors. He shall advice and assist the Engineers and Staff to create and maintain safe working conditions at site. 13.4 SITE SAFETY RULES AND REGULATIONS General Rules No drugs, alcohol or alcoholic beverages are permitted on work site. All connection for electricity, water supply and other temporary facilities made by authorized persons only and shall be in accordance with legal and contractual requirements. Work shall only be carried out if an authorized person has ordered it. General Safety Hints to the Workers Wear protective clothing or apparel where required to do so. Must wear other safety gear where required / indicated. Keep work site and work areas tidy. Use correct tools and safety apparel for the job. Maintain personal hygiene e.g. washing hands before meals. If you dont know ask. Report an unsafe condition to your supervisor and stop unsafe actions immediately. Think before you act. Dont horseplay or distract others. Dont take shortcuts, your safety and that of others is more important. Obey all safety rules and signs. Report all accidents however small, and have them treated immediately.
13.5
TRAFFIC SAFETY PLAN Work on the highway shall be carryout in a manner creating least interference to the flow of traffic. During execution of the work a passage would be constructed
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for traffic either along a part of the existing carriageway under improvement or along a temporary diversion constructed close to the highway, as per site requirement. At least 7.0 meter width of road will remain open to traffic at all the times with suitable traffic diversion measures on granular or suitable surface as applicable/required.
Guiding Principles and Precautions The construction zone creates an environment where the road user is faced with a series of hazards in the form of unfamiliar routes and standard horizontal and vertical alignment, adversely placed construction equipment .The road user also has to keep a watch over traffic control devices apart from performing normal driving functions of vehicle control and responding to other traffic hazards. These factors increase the strain on drivers performance and may lead to accidents. The safety performance of the management and Safety officer would be oriented towards reducing conditions which lead to such hazards and would give stress where risk of accident is more. The guiding principles for safety in road construction zones are to: Warn the drivers I road user clearly and sufficiently in advance Provide safe and clear marked lanes for guiding road users Provide safe and clearly marked buffer and work zones Provide adequate measures that control driver behavior through construction zones, lane closures or traffic diversions. The following defined precautions shall be applied to all the work sites: All the signs and delineators shall be maintained in a clean and brightly painted condition at all times. Adequate lighting arrangements shall be made for proper visibility after sunset in construction zones. Adequate arrangements like frequent sprinkling of water shall be made to keep the area dust free. For high traffic density roads, the following precautions must be taken: (a) For safety of workmen: Workmen would be given safety induction before work commences. First Aid training programs would be given to certain identified workmen and would be given responsibility to provide first aid to all the workmen at site. Workers required on site during night hours must be provided with fluorescent jackets and safety helmet with reflective tapes. Adequate barriers are provided to protect the workforce
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Adequate temporary lighting is provided wherever it is required. Adequate measures to be taken for the supply, use and storage of bituminous materials. Suitable precautions to be taken for underground / overhead cables.
(b) For Safety of Road User: The material, equipment and machinery would be stocked / parked in places sufficiently away from the road. Machinery would be parked at appropriate places with red flags and red lights on during night. Adequate measures are implemented to prevent operatives, tools, materials, etc. from falling onto live carriageways. Speed limits are set, marked, and enforced.
From traffic safety point of view, a construction zone comprises four sub-zones (shown in Figure-1) as described herein under:
Advance Warning Sub-Zone The advance warning sub-zone is meant to prepare the driver for an alert behavior and is an essential part of any traffic control system. The warning system shall prepare the driver well in advance by providing information regarding distance, extent and type of hazard ahead so that he can gradually reduce the speed of his vehicle. The information in this sub-zone is conveyed mostly through a series of traffic signs along its length.
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Transition Sub-Zone The transition sub-zone is the area in which the traffic is steered and guided into and out of the diverted path around the work sub-zone. This is the most crucial sub-zone from safety point of view since most of the movements are turning movements. The traffic in this sub-zone is mostly taken across with the help of barricades and channelizers. Work Sub-Zone This is the actual area where construction or maintenance activity is taking place and the main concern, therefore, is the safety of the workers at the site from the plying traffic. The path of the traffic must, therefore, be very clearly delineated to avoid intrusion of vehicles moving into the work area. The work sub-zones shall not be close to each other and the distance between the two work sub-zones shall be such that the flow of traffic can return to normal stream by permitting fast moving traffic to overtake slow moving vehicles. These distances shall preferably be 2 km on urban sections and 5 to 10 km on rural sections of the highway. The length of work sub-zones will vary. The length of warning and transition subzones shall be basically governed by the speed of approaching vehicles and shall be regulated as shown in table below: Recommended Length of Construction Zones Average Speed (kmph) 50 51-80 81-100 Over 100 Length of Advance Warning Sub-Zone (m) 100 100-300 300-500 1000 Length of Transition Length of Work Sub-Zone (m) Sub-zone (m) 50 50-100 Varies 100-200 200-300
The traffic across these sub-zones is guided and taken with the help of various traffic control devices erected at the site. Termination Sub-Zone An information sign board shall be erected to inform road users of the end of Construction Zone. Traffic Safety Measures and Control: Following traffic safety measures shall be ensured during construction:
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Erection and maintenance of bamboo stack poles, caution signs and markings and flagmen for the information and protection of traffic approaching or passing through the section of the highway under improvement. All culverts and bridges would be barricaded by providing two drums at the two ends of culvert. In between drums, bamboo with red and white stripes would be installed with reflective tapes on them for night visibility. The area to be cordoned off with safety barricading tape. Caution boards shall be placed at two ends of the bridge. Red lights or warning lights of similar type shall be mounted on the barricades at night and kept it throughout from sunset to sunrise. At the points where traffic is to deviate from its normal path as per site requirement, the channel for traffic shall be clearly marked. At high traffic area, Caution boards would be installed 60 meters before the respective diversion area speed breaker board. DIVERSION board would be installed at the both ends of the diversion road. All diversions would be kept free of dust by frequent application of water. Flagmen with red and green flag would be deployed at both ends of the respective diversion for the smooth flow of traffic as and when required. Deep excavation area would be barricaded by barricading tape. For guidance of road user caution boards with regulatory and warning information such as GO SLOW, MEN AT WORK & for illiterates pictorial GO SLOW, WORK IN PROGRESS would be installed at 100 meter intervals.
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TRAFFIC CONTROL DEVICES Traffic control devices are the devices which perform the crucial task of warning, informing and alerting the driver / road user apart from guiding the vehicle movements so that the driver of the vehicle as well as the workers on site are protected and safe passage to the traffic is possible. The primary traffic control devices used in work sub-zones are signs, delineators, barricades, cones, pylons, pavement markings, flashing lights etc. They shall be such that they are easily understood without any confusion, are clearly visible during day and night, conform to the prevailing speeds in immediate vicinity, stable against sudden adverse weather conditions and are easy in installation, removal and maintenance. Safety Signs Safety sign is a sign, which uses a pictorial symbol to provide health or safety information or instruction. The sign may also include a written message. The construction and maintenance signs fall into the same three major categories viz.
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regulatory signs, warning signs arid guide signs as other traffic signs do. Warning, Cautionary, Prohibition and command signs shall be installed and will not be removed or changed till they are required at site. These signs shall be placed on left hand side of the road. Fig. 2 shows typical positioning of signs. Some of the common type of signs which shall be provided in construction zones are shown in Fig 3.
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Regulatory signs Regulatory signs mean legal restrictions on the traffic. The most common types for use in construction zones are Do not Enter, Road Closed, Speed limit etc.
Warning Signs The most common type of warning signs to alert the drivers of the possible dangers ahead in construction zones are Lane Closed, Diversion to other Carriageway, Divided Carriageway Starts, Divided Carriageway Ends and Two Way Traffic etc. Sometimes it might be advisable to explain these signs with the help of a rectangular definition plate of size appropriate to the size of warning triangle and placed 0.15 m below, from the bottom of the triangle.
Guide Signs Guide signs in construction zones shall have different background colour than the normal informatory signs. These signs shall have black messages and arrows on yellow background. The commonly used guide signs are: Diversion, Road Ahead Closed and Sharp Deviation of route etc.
Delineators Delineators are the channelising devices such as cones, traffic cylinders, tapes, drums, which shall be placed in or adjacent to the roadway to guide the drivers along a safe path and to control the flow of traffic. These shall normally be retroreflectorised for night visibility.
Traffic Cones and Cylinders Traffic cones are normally 0.5m to 0.75m high and 0.3m to 0.4m in diameter or are in square shape at the base. These are mostly made of plastic or rubber with retro reflectorised red and white band and have suitable anchoring so that they are not easily blown over or displaced. They shall be placed close enough together to give an impression of the continuity. The spacing shall be 3m (close) to 9m (normal). Larger size cones can be used for high speeds or where more conspicuous guidance is required.
Drums Empty bitumen drums (made of metal) cut to the required height shall also be used as channelising devices since they are highly visible give the appearance of being formidable objects, thereby commanding the respect of the drivers. These drums can also be of plastic which are lighter, easy to transport and store. As delineators, these drums shall be about 0.80 to 1.0 m high and 0.30 m in diameter. They shall be painted in circumferential strips 0.10 m to 0.15 m wide, alternatively in black and white colours. Barricades Whenever the traffic has to be restricted from entering the work areas, such as excavations or material storage sites so that protection to workers is provided or there is a need for separating the two way traffic, barricades shall be used. The barricades can be portable or permanent type and can be made of wooden planks, metal or other suitable material. The horizontal component facing the traffic is made of 0.30 m wide wooden planks joined together and painted in alternate yellow and white strips of 0.15 m width and sloping down at an angle of 45 degree in the direction of the traffic. Fig. 4 shows three types of barricades. Types I and II are portable type useful for small works and Type III is permanent type, suitable for major work areas. Suitable support or ballasting shall be provided so that they do not over turn or are not blown away in strong winds. In case of a permanent type barricade, a gate or movable section shall be separately provided to allow the movement of construction/supervision vehicles.
Flagmen On large construction sites, flagmen with flags and sign paddles shall be effectively used to guide the safe movements. The flags for signaling shall be 0.60
m x 0.60 m size, made of a good red cloth and securely fastened to a staff of approximately 1m in length. 13.7 SAFETY AND MANAGEMENT PRACTICES Measures for providing safe movement of traffic in some of the most commonly occurring work zones on highways shall be as follows: Temporary Diversion In the cases of major repairs or reconstruction of cross drainage structures on a highway section, damaged due to flood etc., the traffic may have to pass on a diversion, moving parallel to the highway. The warning for the construction ahead shall be provided by the sign Men at Work about 1 km earlier to the work zone or a supplementary plate indicating Diversion 1 km ahead and I or a sign Road Closed Ahead shall be placed. It shall be followed by Compulsory Turn Right/Left Sign. The Detour and Sharp Deviation sign shall be used to guide the traffic onto the diversion. Hazard markers shall be placed just where the railings for the cross drainage structures on the diversion starts. Figure 5 illustrates a typical arrangement according to the above plan.
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Partial Closure of existing two lane Carriageway In special situations when the existing two lanes in use for the main traffic need emergency repairs and the new lanes under construction are not available for diversion of the traffic. it will become necessary to carryout special repairs through partial closure of the existing two lane facility. In this situation care shall be taken that the traffic is guided from the closed lane onto the operating lane without conflicting with the traffic from opposite direction. The warning sign for Men at Work shall be installed such that it shall be seen by the approaching vehicle driver at the first instance. This sign shall also have a supplementary plate showing the distance of work zone. The next warning sign shall be for the Road Narrowing (depending upon the lane closure). Compulsory Keep Right or Keep Left sign depending upon the situation shall be provided at the beginning of the transition zone and taper. The point from where the traffic is to deviate from its normal path, the channel for traffic shall be clearly marked with the aid of painted drums or traffic cones. The spacing of these cones and/or drums shall be about 9 m or closer as per site requirement. The traffic lane or carriageway closed sign shall also be provided at barricades along with Keep Right / Left sign. A typical layout of signs for a two lane carriageway having one lane closure is shown in Figure 6.
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Closure for Work on one side Carriageway of a 4 lane divided carriageway The first sign shall be for the Men at Work alongwith distance plate for construction zone. Thereafter the sign for Road Narrowing shall be provided, followed by the signs for lane closure one after another. This shall be followed by sign for compulsory Keep right/Left (depending upon site situation).The sign for the Closure of carriageway along with that for keep Left/Right shall be provided at the point from where the vehicle is expected to change the lane for the diversion. The sign for the Diversion to the other carriageway shall be provided between the Carriageway Closure sign and the median gap. The sign for Sharp Diversion of Route along with compulsory Turn right/Left shall be provided at the location where the gap in median opening starts and traffic is expected to get diverted to the other carriageway. The warning signs for Two way traffic alongwith the plate indicating the distance upto which the two way traffic is allowed, shall be placed at the median which shall be to the left of the moving traffic. Cones or painted drums shall be placed for delineation, starting from the sign location for Carriageway Closed. A Typical arrangement is shown in Figure 7.
Carriageway Repairs Whenever the work of small magnitude is to be carried out in the middle of the carriageway, such as minor repairs of potholes, cracks and patches, then the traffic control measures shall mainly consist of providing cautionary signs of Men at Work, about 500m before the work zone for the approaching vehicle and other cautionary sign of Road Narrows, shall be placed at 100m ahead of
work area. Regulatory sign of Keep Left/Right shall be placed at the commencement point of the work zone and next to the barriers for the approaching vehicles. Movable type of barriers shall also be placed on both sides of the work area. Cones or drums shall be placed at suitable interval to demarcate the work area. The Work Zone Ends sign shall be installed 120m beyond the work area. if the operation is to continue during night time, necessary lighting arrangements with flashing lights shall also be provided. A Typical arrangement is shown in Figure 8.
Construction of New Carriageway
Urban Section of the Project Highway
a)
The service roads on either side together with side drains shall be constructed initially. During this period the main traffic shall use the existing two lane carriageway. The construction traffic in the work zone shall be safely brought out from the main stream traffic by erecting appropriate signs at the beginning of the work site. Also on return it will be amalgamated with the mainstream traffic by erecting appropriate signs at the end of the work site. It shall be ensured that there shall be identified entry and exit points duly designed so that haphazard entry or exit of construction traffic is avoided. Conflicting turning movements shall be avoided. Fig. 9
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illustrates the safety measures taken during construction stage-I in urban sections.
b)
On completion of the Stage-I, the main traffic shall be diverted on their respective directions on to the newly constructed service road I roads and the 4-laning of the existing two lane carriageway shall be done as per drawings. During this stage, position of different signs / delineators / barricades to ensure safety of workers and road uses shall be as illustrated in fig. 10.
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c)
On completion of the divided 4-lane carriageway of the project highway, the main traffic from the service roads shall be restored on them and informatory signs shall be installed as illustrated in fig.11.
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Rural Section of the Project Highway In rural section the new 2 lane carriageway and the central median shall be constructed eccentric to the Centre line of the existing carriageway. During this construction phase, the existing two lane carriageway shall be used for the main traffic. The construction traffic using the existing highway shall be guided on to the work zone and allowed to return to the main traffic stream safely. For this purpose identified exit and entry points duly designed shall be provided. It shall ensure against haphazard entry or exist of the Construction Traffic to or from the existing highway. Conflicting turning movements of the Construction traffic shall be avoided. During this phase, signs / barricading shall be as shown in Fig.9. On completion of the new 2-lane carriageway and the median in a stretch, the traffic on the existing highway of that stretch shall be diverted on it and the strengthening of the existing 2 lanes carriageway shall be done with addition of paved shoulder, as and where required. Layout of signs and safety measures for this construction phase shall be as illustrated in fig.7.
13.8
HAZARD IDENTIFICATION AND EVALUATION
13.8.1 House Keeping Definition Housekeeping is an orderly arrangement of operations, tools, equipment, storage facilities and supplies. A place for everything and everything in its place. House Keeping is a good indicator of construction safety attitude. It improves employees morale, reduces operating cost, increases production time, facilitates easy check of operations and reduces accident. Main Hazards Poor storage of materials Rubbish left to accumulate Restricted or blocked access Inadequate waste skips or bins Trailing cables
Due to poor housekeeping many accidents happen on site. The majority of these are slips, trips, falls and manual handling accidents.
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Possible causes for Poor House Keeping
A.
Lack of Orderliness and Cleanliness 1.1. 1.2. 1.3. 1.4. 1.5. 1.6. 1.7. 1.8. Oily condition of the floor Uneven floor and protruding parts on the floor Leaky taps Trench covers Slippery condition around the wash basin No gang way Aisles not clearly marked Hand tools on work benches
B. Scrap and Rubbish 1.1. No containers 1.2. Overflowing of containers 1.3. Cotton waste 1.4. Electrode bits 1.5. Scrap lying scattered 1.6. Chips lying around machines C. Tools 1.1. 1.2. 1.3. D. Materials 1.1. 1.2. 1.3. 1.4. E. Power 1.1. 1.2. 1.3. 1.4. 1.5. 1.6.
Broken tools Tools and materials left at heights Inadequate for purpose
Materials improperly stacked Projecting materials obstructing aisles Improperly packed / No packing Lifting tackles lying below materials
Accessibility to panel boards Cable trenches full of unwanted materials Welding cables not protected when crossing gangways Power cords crossing gangways Improper cylinder caps and keys Condition of gas cylinder hoses
F. Lights and Ventilation 1.1. Improper Lighting 1.2. Improper Ventilation

G. General 1.1. 1.2. 1.3. 1.4.
Poor maintenance of First aid boxes Accessibility of stretchers Accessibility of Fire Extinguishers Lack of safety Equipment.
Precautions Maintain the worksite and premises in a healthy, clean and sanitary condition. Plan access routes and keep all gangways, aisles and stairways clean and clear. Define storage and compound areas. Stack or place materials, tools and other equipment in a such way that they do not hinder worksite activities Ensure materials are stored correctly and kept in the store until needed. Ensure that waste materials are cleared up and disposed of correctly, or placed in waste containers, as work proceeds. Dont leave rubbish lying around: tidy up as you go. Wipe out spilt oil, grease or liquids immediately. Special attention shall be given to removal of slipping and tripping hazards Dont leave loose tools on running machines. Use signs whenever and wherever necessary.
How to Improve Plan carefully the house keeping programme, section-wise and get cooperation from all employees. Systematic checking of all operations, plant and machinery condition at frequent intervals and also ensure prompt action to rectify the defects. By proper control over the flow and usage of the materials, house keeping becomes easier and less expensive. Lay out of machinery, equipment, storage space, aisles and material movement facilitates should be pie-planned. Constitute a housekeeping committee, which makes a routine inspection of various sections and suggests ways for removing unsafe conditions. 13.8.2 Electrical Safety The main hazards: Electric shock Electric burns Electric fires and explosions
13-18
Other hazards Injuries caused due to electrical accidents such as hits, falls, striking against, etc.
Electric shock: One receives an electric shock when his body forms part of the electric circuit and current flows through the body. A person receives electric shock when he comes in contact with Both the wires of electric supply One wire of an energized circuit and the ground, and An accidentally energized metallic part while standing on the ground.
Severity of electric shock depends on the following a) Amount of current b) Path of flow c) Period of flow d) Nature of Current e) Frequency f) Resistance offered by the body to the flow of current Reasons for Electric shock a) Insulation failure b) Equipment failure c) Poor maintenance d) Wrong work methods e) Substandard material and workmen ship f) Unauthorized personnel g) Lack of training and knowledge, etc.
Principles of Earthing National regulation on electricity requires that all non-current carrying metallic part of electrical equipment should be solidly connected to the general mass of the earth with at least two distinct earth connections. The principle behind earthing is that any leakage current which accidentally energizes non-current carrying metallic parts should flow back through the general mass of earth to the sustains thereby protective devices are actuated to cut off the supply as quickly as possible. The minimum requirements to achieve safety from earthing are The earth connections should provide least possible resistance to the flow of current. The setting and selection of the protective devices should be such that it should operate fast enough to cut off the supply so that anyone coming into contact with the defective appliance or equipment could be saved from the electric shock.
Electricity Distribution All electrical cables must conform with applicable rules and regulations All cables running across walkways, roads, etc shall be sufficiently covered against damage or shall be suspended at least 2 meters in height. All terminal boxes shall be protected with proper earthing and ground fault / Earth Leak Circuit breaker Carry out regular earthing checks. Not to use home made extension cables and do not carry out any temporary repairs. Inspect all equipment, plugs. cords control switches prior to start of work and regularly. All electrical power tools must be of double insulated type. All electrical cables, boxes, power tools and other equipment shall be checked regularly and if necessary shall be repaired by qualified employees and records are to be maintained orderly. Ensure temporary electrical systems are properly installed and tested. Follow all statutory provisions like Indian Electricity Act and Rules. Electricity - Handling Not to attempt to repair electrical equipment. Repairs are an electricians job. Always check for defective cables, plugs or sockets. If found, do not use. Report them. Not to make temporary repairs to electrical equipment Never overload electrical equipment. Check the fuses are of the correct rating. If a fuse blows, report it. Do not fit makeshifts. Switch off and disconnect any equipment that sparks or stall. Tag them. Not to let cables trail across the floor. Disconnect equipment when not in use, but dont pull the cable to disconnect: pull the plug. Avoid kinking, twisting, binding or crushing cables. Keep all electrical equipment clean and dry. Not to stand on a wet area when using electrical equipment. Plan for regular inspection and maintenance of all distribution systems, power tools and electric appliances.
13.8.3 Excavations Sites should ensure that all excavation work is undertaken in a safe and proper manner. For this reason we should ensure our subcontractors (if any) are also
required to understand the risk assessments / method statements for all excavation activity before work proceeds. Definition: When the depth of an excavation exceeds its width, it is regarded as a trench. When width exceeds the depth, it is an excavation. Main Hazards Under ground services Collapse of sides Falls of Persons Falls of Materials Undermining adjacent properties Tipping of materials Ground water conditions Precautions Buried Services It is a legal requirement that, before any excavation starts, public services bodies are contacted about the termination or isolation of existing services before and during the period of excavation. It should be appreciated that not all buried services are plotted on existing public service drawings and so sites must check for buried services. Service locating equipment should be available for use if enquired in advance. Supervision All excavation / trench work will only be carried out under the supervision of a competent person. Access and Egress Adequate and safe means of access and egress must be maintained for those working within excavations by use of appropriate ladders. Consideration must be given to escape in case of emergencies. Access ways crossing excavations must be properly constructed and comply with the width criteria appropriate to the work. Fencing Excavations, shafts or pits more than 2m deep, near which persons work or pass, must either be protected at the edges by guardrails or barriers, or be securely covered. The protection of excavation next to public highways is of particular
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importance. Barriers and fencing must be provided to a minimum height of 2m together with adequate lighting and warning notices. Other Precautions Before digging make sure that the locations of water, gas, electricity and telephone services are known. Ascertain Ground conditions prior to commencement of work. Provide proper access on both sides of the excavation and use the provided mans of access into and out the excavation. Keep spoils heaps well away from the edges of excavations. Not to place materials, including tools, on or near the edges at least I M from the side of the excavations. Fence excavations All persons working inside the excavation shall necessarily wear Safety helmets. Avoid working in Deep excavation on rainy days and immediately after dewatering operations Inspect the excavation walls for signs of collapse, particularly after heavy rain and prior to entry. When pumping is necessary, keep a proper watch to make sure that fine material is not being drawn out from behind the support system. Provide site security, particularly in relation to preventing children getting on to the site. During backfilling ensure the vehicle stop blocks are in position.
13.8.4 Foundations Main Hazards Fall of persons Fall of materials Contact with moving parts of machinery Defective lifting equipment / appliance Underground services Overhead services Vibration Noise
Precautions A method statement is to be made available and to be followed. All operatives are over 18 years old, trained and competent. All operatives should wear required PPE.
Lifting equipments / appliances (i.e. excavator, loader, JCB etc.) are suitable. A firm level base is provided. Checks are made for underground services Where applicable precautions are taken for overhead services All moving parts of machinery are adequately guarded All materials and equipment are stored correctly. All walkways on foundation, from which a person can fall (i.e. height more than 2 metres), are fitted with guardrails and toe boards.
13.8.5 Site Workshop Main Hazards Unguarded machinery Poorly maintained machinery Flying fragments from machinery Trailing Cables Electrical hazards Poor Housekeeping Fire Noise Use of hazardous substances Dust / Fume
Precautions The Workshop is kept clean and tidy and clear access is maintained around working areas There is adequate lighting, heating and ventilation, especially extraction equipment for certain operations. Suitable fire extinguishers are provided; Electrical tools, equipment, etc. are visually checked monthly and inspections are carried out in accordance with the advice in the electrical section. Materials are stored properly All machines are adequately guarded. Only trained and competent persons use machines and equipment Operatives wear the appropriate protective clothing, i.e. Safety footwear, earplugs, goggles etc. if required. First aid facilities are provided.
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13.8.6 Methodology of Culvert and Bridge When the work start on culvert and bridge perversion of traffic movement change with out obstacle and safety precautions. Caution board / sign board be used. Delineator, Barricade and direction board be used. When worker work at site flag man both direction indicate traffic movement and road marking line show. 13.8.7 Barricading of Culvert and Bridge Barricading of culvert and bridge are to be proposed type 1 & type 2. < < < < < Caution board Delineator Potable barricade Permanent barricade Safety tapes
13.8.8 Concentric Widening In Urban Area Concentric widening in urban areas to be done after local traffic move on service road by Delineator 1 sign board and Permanent barricade. See fig. no.08 13.8.9 Safety Measures During Normal Operation Parking of vehicle on the carriageway leads to accidents many a times. Suddenly vehicles on the carriageway are the course of further accidents obstructing the smooth flow of the traffic. Highway Petrol o o o o No Parking of a vehicle on any of the divided carriageway taken place in any time. Immediate assistance is provided to accident victims and there rescue. Minor debris and stalled vehicles are removed from carriageway with in an hour Time. In the accident of traffic congestion adequate measures shall be taken to mitigate
The same in maximum one hours time and approaching traffic in duly cautioned about. Vehicle break down and accident o o Relevant operating procedures include the setting up of temporary traffic cones and lights. Ensure any diversion or Interruption of traffic is remedied with out delay.
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Safety measures during concession period During the concession period many activities are involved at different stages and at various periods in respect of construction operation and maintenance of the Project highway. Safety of the road user and the project work man at site in Emergency arising on account of force secure due nature or administrative reasons especial safety masseurs used. Width of existing two lane carriageway is envisage to be used for passage of two way traffic. Pay bed shoulder used on the sides a maximum of a one lane closer allowed for a short duration on emergency. Traffic is to divide from its normal path the channel of traffic clearly marked with the aid of pavement marking at night the passage delineated with lamps or other light source regularity / warning sign approved by independent consultant in stalled for guidance or road users at list two sign put up one loose to the carriage way begins 120m ahead signs design reflecting type the safety standards specification schedule strictly complied with in the event of the any lane.
13.9
CHECKLIST OF WORK MAN AT SITE Safety of the project workers at site during duty hours responsibility ensured by him safety measures appropriate for the job a work man performs provided. Accidents of the workers by the traffic using the highway diversion Provide helmets and protective chest vests to its work man at site and make it compulsory for to wear. Insure all the project workers against accident Labor law follow
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CHAPTER 14 CONCLUSIONS AND RECOMMENDATIONS

14.1 PROPOSAL FOR FOUR LANING At Loonkaransar town there is always traffic hazard and congestion due to urban area and local traffic. Tehsil, SDM Office, Panchayat Samiti, PWD Office, Police Station, Gurudwara, Bank, Railway Station, Bus Stand etc are on this urban portion, and Suratgarh town there is always traffic hazard There for stretch from Km 70/500 to 72/500 and Km 171/000 to Km 173/000 is proposed for 4 laning with service road. At Loonkaransar town raising is required due to water logging.
14.2
PERIOD FOR CONCESSION As per provision of MCA for PPP the period of concession can be extended upto the year when maximum capacity is expected. For this project the average projected traffic at Toll Plaza 1, 2 and 3 will reach to 24960 PCU in Year 2027. Thus a maximum concession period of 17 years may be adopted.
14.3
PROJECT COST The civil cost of the Project is Rs. 400.85 Crore. After adding cost of contingencies and overheads the TPC is Rs. 501.06 Crore.
14.4
PROJECT VIABILITY The Project is viable at VGF of 21.0 % and concession period of 17 Years.
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PUBLIC WORKS DEPARTMENT, RAJASTHAN

FINAL FEASIBILITY REPORT (Modified)

Final Feasibility Report

Consulting Engineers Group Ltd.

Final Feasibility Report

3.10 3.11 3.12 3.13 3.14

Consulting Engineers Group Ltd.

Final Feasibility Report

Consulting Engineers Group Ltd.

Final Feasibility Report

10.6 10.7 10.8 CHAPTER 11 CHAPTER 12 CHAPTER - 13

Consulting Engineers Group Ltd.

Final Feasibility Report

Consulting Engineers Group Ltd

Final Feasibility Report

Consulting Engineers Group Ltd

Final Feasibility Report

Chapter 11 It deals with Environmental Impact Assessment

Chapter 12 It deals with Social Impact Assessment

Chapter 14 It gives conclusion and proposal.

Consulting Engineers Group Ltd

Final Feasibility Report

Consulting Engineers Group Ltd

Final Feasibility Report

Design Traffic (MSA) for Overlay SNo 1 2 3 4 5 6 7 8 9 10 11

From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171

To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173

Design Traffic (10 years) 70 70 70 60 60 60 60 65 65 40

Final Feasibility Report

Consulting Engineers Group Ltd

Final Feasibility Report

Final Feasibility Report

Figure 1.1 : Location Map

Consulting Engineers Group Ltd

Final Feasibility Report

Figure 1.2: Index Map of Project Highway

Consulting Engineers Group Ltd

Final Feasibility Report

Consulting Engineers Group Ltd

Final Feasibility Report

Remarks Bypass Bypass

Consulting Engineers Group Ltd

Final Feasibility Report

Name Mahajan Arjunsar Rajiasar Hindore Birdhwal Piperan Suratgarh

Chainage 108/450 125/400 141/000 145/400 154/000 161/000 171/000

Purpose of this Report

As per TOR following reports are to be delivered:-

Consulting Engineers Group Ltd

Final Feasibility Report

Contents of this Report

Volume ii Volume iii Volume iv

Consulting Engineers Group Ltd

Final Feasibility Report

CHAPTER 2 EXISTING SITUATION ON NATIONAL HIGHWAY 15 BIKANER-SURATGARH SECTION

Final Feasibility Report

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Final Feasibility Report

Consulting Engineers Group Ltd

Final Feasibility Report

Consulting Engineers Group Ltd

Final Feasibility Report

Consulting Engineers Group Ltd

Final Feasibility Report