Average Daily Traffic on NH - 42 (2011)

Consultancy Services for Preparation of DPR for Rehabilitation and Upgradation of NH Stretches Under NHDP-IV-B. (Group B Package No. OR/DPR/NHDP-IV/06) (i)Baleshwar-Baripada-Jharpokhria (Jn. Of NH-5 with NH-6) section of NH-5 (ii)Jn. With NH-6 at Sambalpur-Jn. With NH-5 in Cuttack of NH-42

STUP Consultants P. Ltd.

EXECUTIVE SUMMARY 1.0

INTRODUCTION

1.1

NHAI's Organisation and activities National Highways Authority of India (NHAI), established under an Act of Parliament in 1988, was formally operationalised in February, 1995 as an autonomous body with the responsibility responsibility of development, development , maintenance and operation of of National Highways. NHAI is under administrative control of Govt. of India, Ministry of Road Transport & Highways and has been mandated to implement implement National Highways Highways Development Development Project (NHDP). (NHDP). The organization, organization, headed by Chairman, Chairman, is supported by Member, Projects Projects / Technical / Finance / Administration Administration with Chief General Manager / General Managers / Deputy General Managers / Managers at headquarters for effective implementation of NHDP. NHAI has also set up field offices manned by Chief General Manager and Regional Officers and Project Directors with assistance of Manager (Technical) for construction, corridor management of completed sections as well as preparation of projects in pipeline under different phases. The union government's most ambitious sally in the infrastructure sector, the National Highways Development Programme was launched in December 1999. The NHDP with its planned seven phases covering 50,000 Kms at a massive investment of about Rs 3,000 billion has been the blueprint for national national highway network network development in India. The entire project is targeted for completion by 2015. Phase-I This includes upgradation of 7521 Kms comprising of Golden Quadrilateral (GQ) project connecting four metros, namely, Delhi, Mumbai, Chennai, Kolkata for 5846 Kms, 981 Kms of North–South-East–West North–South-East–West (NSEW) Corridor, 380 Kms of Port connectivity to 10 major ports and 315 Kms of other National Highways. About 98% work under this phase has been completed and rest is under implementation implementation.. Phase-II Under this phase, 6805 kms are included comprising comprising of 6391 Kms of NSEW corridor and 496 Kms of other national highways. About 50% of work is reportedly completed. Phase-III Phase-III is for development for 4–Laning of 12109 Kms in two sub-phases, namely, phase III A for 4815 Kms. and phase III B for 7294 Kms. with an outlay of Rs. 990 billion. Work under Phase-IIIA is in progress (about 50%) while Phase-IIIB has received cabinet approval for preparation of projects. Phase-IV The union cabinet has approved the proposal for upgrading and strengthening 5000 kms of existing single, intermediate and two lane highways to two lane with paved shoulders out of

Final Feasibility Report

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20,000 kms planned for upgradation. These have been approved for a cost of Rs. 69.5 billion under Phase-IVA to be developed under BOT (toll) and BOT (annuity) basis for 4000 and 1000 Kms respectively. For balance length under Phase-IVB, feasibility studies are being taken up for upgradation including bypasses with financing options of either BOT or NHAI funding depending on financial viability. Phase-V Phase V envisages six-laning of 6500 Kms. of high traffic density corridors of already fourlane 5700 Kms. of the GQ route and other priority reaches developed under NSEW corridors to cater to the increase in projected traffic in near future at an estimated cost of Rs. 227.50 billion. The entire phase V is being developed on Design – Build – Finance – Operate (DBFO) format, a departure from normal BOT model. This phase has attracted investment from private developers because of very high expected traffic on these stretches, which are already earning toll revenues. Phase-VI This phase is planned for construction of 1000 kms of expressways at an estimated cost of Rs. 166.8 billion. Phase-VII This phase envisages construction of ring roads around important cities, flyovers, grade separated intersections, elevated elevated highways, bypasses, service roads for f or proper regulation and smooth movement of traffic at an estimated cost is Rs. 150 billion. Project Financing Options Budgetary Support The main funding resources resources are from normal normal budget budget provision. provision. There has been been steady increase in budget allocation for NHDP works and from accrual under Central Road Fund (CRF) by levy of cess on petrol and diesel. External Loan Assistance NHAI has tied up loan for NHDP from external lending agencies like World Bank, ADB and JBIC. Market Borrowing Funds are also tapped through issue of bonds for financing of NHDP. Private Sector Funding The private investors, both national, international and JVs have come forward for financing NHDP on BOT (toll and annuity based), Public Private Participation (PPP) mode with capital grant upto 40% of of project cost. The private players have also shown interest to take up NHDP works even with with negative grant / on revenue revenue sharing basis basis of 2 to 48 percent. Of late, NHDP Final Feasibility Report

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are being offered on design-build-finance-operate-transfer (DBFOT) format, a variation of the plain vanilla BOT model. Recovery Mechanism Toll revenue from completed four lane sections from budgetary resources, perpetual tolling of four lane sections, toll revenue from BOT projects already put in service are the supporting resources. 1.2

Project Background National Highways Authority of India (NHAI) intends to take up rehabilitation and upgradation of various NH stretches under NHDP-IVB. In this regard, NHAI has invited proposals for carrying out Feasibility Study and preparation of Detailed Project Report (DPR) for rehabilitation and upgradation of the existing road to 2-lane with paved shoulders configuration with provision of capacity augmentation. M/s Stup Consultants P. Ltd has been appointed by NHAI for the consultancy services for the following two stretches in Orissa: i) ii)

Baleshwar-Baripada-Jharpokharia (Jn. of NH-5 with NH-6) of NH-5. Jn. of NH-6 at Sambalpur – Jn. of NH-5 in Cuttack of NH-42.

The agreement for the consultancy services between NHAI and Stup Consultants P. Ltd was signed on 25th March 2010 with commencement date of 25th March 2010, and project activities commenced concurrently. 1.3

Project Road National Highway No. 5 NH-5 in the project for a length of 80.630 kms starts from junction of NH-6 at Jharpokharia (km 0) and ends at km 80+630 near meeting point of NH-60 at Baleshwar. National Highway No. 42 NH-42 of length km 265 entirely within Orissa starts from junction at km 258 of NH-5 (km 0 of NH-42) at Manguli Chawk near Cuttack and ends at km 265 within Sambalpur town (does not terminate on NH-6 alignment running at outskirts of Sambalpur). As per discussion with NHAI for purposes of construction, the project road has been divided into following packages: a)

NH-5

-

Package-I for entire length of 80.6 kms

b)

NH-42

-

Divided into two packages viz. Package II - km 0 to end of Angul Bypass Package III - End of Angul Bypass to Jn. with NH-6

1.4

Objectives The main objective of the consultancy services is to establish the technical, economical and financial viability of the project for developing the existing NH sections to 2-lane with paved


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shoulders configuration with provision of capacity augmentation, funding option, and preparation of detailed project reports in this regard. An important requirement with regard to widening of the project road with paved shoulders is that the widening work shall be within the existing Right of Way (ROW) avoiding land acquisition as far as possible except for locations having inadequate land width and where provision of service roads are considered necessary but practical and cost effective. 1.5

Scope of Work under Feasibility Study The scope of services outlined in TOR has been included in the present submission. Some of them are highlighted below: i. ii. iii.

iv. v. vi. vii. viii. ix. x. xi. xii. xiii. xiv. xv. xvi.

review of all available reports and published information about the project road and the project influence area; Environmental and social impact assessment; identification of possible improvements in the existing alignment and bypassing congested locations with alternatives, evaluation of different alternatives and recommendations regarding most appropriate option; traffic studies including traffic surveys and Axle load survey and demand forecasting for next thirty years; inventory and condition surveys for roads, bridges, cross-drainage structures, drainage Topographic surveys Pavement and soil investigations Design of road geometrics drainage, road cross-sections, intersections etc Design of structures underpasses etc Project costing and control packaging Economic and financial analysis including viability under different funding options Strip plan showing scheme for carriageway widening, utility services (existing and relocation scheme), tree felling, LA requirements Draft 3(a) notification Technical specifications Rate analysis Bill of quantities

1.6

Methodology Adopted for Feasibility Study

1.6.1

General Approach The general approach of the Consultants has been to comprehensively address the various issues involved in the project, to carry out all the field and design office activities as set out in the TOR, and finally to develop economically and financially viable improvement proposals satisfying the objectives of the project. For carrying out these activities with control over quality as well as the end-product, the Consultants have prepared and submitted to NHAI, a Quality Assurance Plan (QAP) which has approval of NHAI. The methodology adopted for various activities under feasibility study has been detailed in QAP as well as in para 1.6 of main report. However, for the sake of brevity, some important operations and issues are highlighted hereinunder. a)

Detailed Reconnaissance Survey Detailed reconnaissance survey of the project corridor has been conducted in the first instance. Thereafter, detailed topographic survey has been taken up to identify the requirements for upgradation as per TOR. The critical areas such as necessity of


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bypasses in built up areas of Angul town and Sambalpur have been identified after various option study for recommendation. b)

Socio-Economic Profile A study of the socio-economic parameters and key economic sectors, at the state and at the project influence area (district) level, has been undertaken and forecasts made to enable estimates of future growth of freight and passenger traffic on the project road. The profile covers analysis of demographic characteristics like population, density, rural-urban distribution, urbanisation and distribution of urban population by town classification, and economic classification of workforce. The entire gamut of socio-economic profile is covered in detail in Chapter 3 of Draft Feasibility Report.

c)

Traffic Survey The following traffic surveys for preparation of Detailed Project Report for widening and strengthening of the project roads of NH-5 and NH-42 have been carried out by Consultant. Classified Traffic Volume Count Surveys Origin - Destination Surveys Intersection Turning Movement Surveys Speed & Delay Surveys Willingness to Pay Survey Truck Parking surveys Animal/pedestrian cross surveys Axle Load Survey

The detailed methodology has been discussed in para 1.6.4 of main report. d)

Inventory and Condition Survey The details include the terrain, embankment height, roadway width, ROW boundaries, and all physical features along road sides such as building, utility lines, trees, encroachments, intersections, landuse, etc. The width of corridor is about 30 m on either side of the existing road.

e)

Topographic Survey The topographic survey has been conducted for the entire length of the corridor in 60 m band to cover all the requirements of the TOR and to be consisten with Quality Assurance Plan (QAP) approved by NHAI.

f)

Pavement Investigation The pavement investigations would essentially be directed towards collecting all the data about the existing pavement, sub-grade, etc. necessary for developing designs for strengthening the existing pavement, for widening to 2-lane / 4-lane and for paved shoulders. The process includes the following sub-activities:


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i) ii) iii) iv) v) vi)


Pavement condition survey Existing pavement composition Field testing of existing subgrade soil for widening/providing paved shoulder and laboratory testing of the same Laboratory testing of borrow area soil for new construction Pavement roughness Benkelman Beam Deflection test

g)

Geo-technical Investigation and Sub-soil Exploration

h)

Material Investigation

i)

Hydraulic Study and Drainage Design

j)

Social Impact Assessment and Resettlement Action Plan

k)

Environmental Screening and Environmental Management Plan

l)

Project Cost

m)

Economic Analysis by using HDM-IV

n)

Financial Analysis

2.0

PROJECT ROAD APPRECIATION

2.1

General

Environmental

Impact

Assessment

including

Start and end points NH-5 The Project road starts at km 0+000 i.e. from 4-legged rotary intersection with NH-6 and ends at km 80+630 near Baleshwar at the junction of NH-5 with NH-60. NH-42 The project road of NH-42 takes off near km 258 of NH-5 at Munguli Chawk (Ch. 0 of NH-42) and ends at km 265 near Sambalpur Jail within town area and does not terminate on NH-6 alignment passing at outskirts of Sambalpur. NH-42 is at present connected to NH-6 by a link road starting at km 263.850 of NH-42 and joining NH-6 near km 560 of NH-6. 2.2

Terrain NH-5 The entire project road passes mostly through plain/rolling terrain. NH-42 The entire project road passes mostly through plain/rolling terrain. There are also few small mountaneous stretches.


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2.3


Land Use NH-5 The land use pattern is mostly agricultural. Almost 12 kms are through forest area. In km 30 to 35 around Baripada town, the road passes through built-up areas. Besides, there are builtup areas in small stretches along the road. NH-42 A major part (55%) of the project road fall under forest area and under agricultural area for about 20%. Besides, there are built-up areas for a considerable stretch. Chowduar, Khuntuni, Dhenkanal, Indipur, Nalco Nagar, Angul, Boinda, Bamur, Rairakhol and Sambalpur are the main towns/habitations within the stretch apart from large number of villages situated alongside the road. In the forest area few elephant corridors across NH have been displayed. A table showing forest stretches is presented in Table 2.2 of main report.

2.4

Right of Way (ROW) NH-5 ROW along NH-5 is 60 m throughout. NH-42 ROW along NH-42 ranges from 22 m to 60 m. Existing ROW has been presented in Table 2.3 of main report.

2.5

Bridges/Structures/Cross-drainage Structures NH-5 There are 5 major and 23 minor bridges in the stretch. There are 95 culverts. NH-42 In this stretch there are 7 major bridges, 59 minor bridges, 2 ROBs and 2 RUBs. There are 639 culverts.

2.6

Broad Road Features NH-5 The existing highway has generally 7 m wide carriageway and 10 m wide roadway. In few congested stretches, paved shoulders exist. The riding quality of road is generally fair. Composition of flexible pavement is moorum in sub-base, WBM in base and BM and Premix carpet in the bituminous layers. The pavement has been provided with patch repairing and some re-surfacing works. The existing crust thickness varies from 334 mm to 697 mm. The paved shoulders, wherever existing, have been added later and also do not match with existing crust composition/thickness. The project road geometry is generally good and simple with long tangent and few long horizontal curves. The vertical profile of the road generally conforms to NH standard. There


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are number of cross roads connecting small villages with NH-5. Highway is generally on moderate to high embankments (at bridge approaches). The existing drainage system does not indicate any deficiency. NH-42 The existing highway has generally 7 m wide carriageway and 1 to 2.5 m wide shoulder on either side with about 10 m roadway. The horizontal and vertical geometry is good in general. The existing horizontal alignment may prove deficient at places with respect to proposed design speed. Such stretches have been considered for improvement in upgradation proposal (see Chapter 6 for details). In number of built up stretches paved shoulder exists. Composition of flexible pavement is same as in NH-5. In recent past, resurfacing work with BM and SDBC has been taken up in some stretches of road including improvement of shoulder. The riding quality of road is generally fair to good. Embankment height of 2 to 3 m in average exists with few stretches on high embankment in bridge approaches. The existing crust thickness generally varies from 400 mm to 800 mm. The paved shoulders, wherever existing, have been added later and also do not match with existing crust composition/thickness. The existing drainage system does not indicate any deficiency. 2.7

Intersections/Junctions NH-5 There are five major intersections with NH-6 and SH/MDR. NH-42 There are major intersections with NH-5, NH-6, NH-23 and SH, Municipal roads/town roads. Besides, there exist number of junctions with access roads to small villages and habitated areas along the project road. The access roads are of various categories viz. paved/unpaved and katcha roads.

3.0

ENGINEERING INVESTIGATIONS AND SURVEYS The following surveys and investigations has been carried out for preparing the most appropriate proposal to meet the functional and structural efficiency and safety requirements.              

Road inventory Bridge and structures inventory Traffic surveys Visual pavement condition survey Bridge condition survey Roughness survey Pavement composition surveys BBD surveys Subgrade investigations Axle load surveys Material investigations Hydraulics and hydrology survey Sub-soil explorations Topographical surveys


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The detailed reports of engineering investigations and surveys have been presented in chapter 5 of the main report. 4.0

TRAFFIC ANALYSIS AND FORECAST The project road carries sizable amount of passenger and goods traffic. In order to appreciate and understand the nature and amount of traffic plying on the roads and also to understand characteristics of roads on which the traffic is plying, traffic volume count, O-D survey, roadside interview, traffic speeds etc. were carried out. Details of traffic surveys and analysis thereof are presented in Chapter 4 of main report. The average daily traffic on NH-5 and NH42 is presented below: Table E.1 – Average Daily Traffic (ADT) on NH-5 Modes/location 2-wheeler 3-wheler Car/Jeep/Van Mini Bus Bus LCV Truck, 2 Ax Truck, 3/More Ax Arti Veh Tractor + Trailor Tractor Others Total fast Total slow PCU

km 14 1641 369 1163 196 564 415 1887 4508 1167 116 3 0 12,029 913 12,942

km 76 2654 160 808 2 203 393 821 1114 273 63 9 0 6508 1993 13606

Table E.2 – Average Daily Traffic (ADT) on NH-42 Modes/Location 2-wheeler 3-wheler Car/Jeep/Van Mini Bus Bus LCV Truck, 2 Ax Truck, 3/More Ax Arti Veh Tractor + Trailor Tractor Others Total fast Total slow PCU


km 16 2180 207 2485 135 353 789 1375 2035 268 24 5 0 9855 215 21139

km 37 3473 320 3135 56 330 919 1908 2679 365 24 13 0 13222 565 27602

km69 2318 295 2537 54 305 894 2300 3229 279 21 21 0 12254 762 29650

km 110 3840 1246 1859 127 270 963 931 1607 469 208 193 0 11712 2650 22568

km 150 2135 166 842 29 183 431 645 1466 203 44 23 0 6164 1312 13748

km 192 697 88 795 5 157 427 979 2085 283 36 14 0 5566 294 16293

km 230 573 63 740 5 158 395 902 2033 262 27 13 0 5172 236 15467

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Traffic Projections Traffic levels have been forecasted on the possible growth in socio-economic indicators at the state level, growth of registered vehicles and per capita income for the inflencing states, elasticity factors, traffic growth scenario for traffic, diverted and generated traffic scenario etc. The projected traffic vis-à-vis lane requirement is presented below. Table E.3 – Traffic Projections and Lane Requirement on NH-5 Stretch (Package-I) Km 0.000 to Km 30.100 (Junction of Baripada Town Link) Km 30.100 to Km 80.600 (NH 60 interchange at Baleswar)

2010 AADT PCU

2013

2018

2023

2028

2033

2038

2043

13,071

15,847

23,004

31,046

40,511

52,209

64,712

79,009

13,742

16,637

24,051

32,588

42,601

55,103

68,344

83,673

The analysis reveals that the traffic volume will reach 18,000 PCU in the next 6 / 7 years. Though at present 2-lane with paved shoulder will satisfy the norms/ guidelines, considering the construction period as 3 years and widening requirement (4-lane) within next three years, the entire section between Jharpokhria and Balasore is proposed be widened to 4- lane divided carriageway now itself. It may be noted that beyond the horizon year the traffic volume may freeze at a level of 120,000 PCU. Table E.4 – Traffic Projections and Lane Requirement on NH-42 Stretch (Package-I) Km 0.000 to Km Km 25.000 (Junction of SH 65) Km 25.000 to Km 49.000 (End of Dhenkanal Bypass) Km 49.000 to Km 85.000 (Start of industrial area of Angul) Km 85.000 to Km 110.000 (End of Angul Town) / Angul Bypass Stretch (Package-III) Km 110.000 to Km 198.000 (End of Angul urban Area to Rairakhol) Km 198.000 to Km 265.000 and Link Road to NH 6 (Rairakhol to Sambalpur)


2010 AADT PCU

2013

2018

2023

2028

2033

2038

2043

21,498

26,201

37,928

51,961

68,625

89,286

111,884

120,000

28,071

34,241

49,630

68,068

89,981

117,212

120,000

120,000

30,154

36,769

53,258

73,094

96,663

120,000

120,000

120,000

20,332

24,828

36,047

49,550

65,534

85,575

107,348

120,000

16,570

20,200

28,686

39,489

52,241

68,435

85,971

105,906

15,730

19,172

27,214

37,489

49,628

65,100

81,828

100,919

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The analysis reveals that the section between NH 5 junction to Angul (Package-II) will be widened to 4- lane divided carriageway now and by 2020 it is required to be made 6lane before the section-wise maximum volume reaches 60,000 PCU at LOS-C. Considering the present day traffic the section between Angul Bypass end and Sambalpur (Package-III) will also be constructed as four-lane road which may require 6laning by 2030, when the traffic volume reaches 60,000 PCU at LOS-C. It may be noted that towards the end of the horizon year the traffic volume may freeze at a level of 120,000 PCU. 5.0

DESIGN STANDARDS Preliminary design proposal for upgradation of existing project roads has been prepared for feasibility study purposes on the basis of indicative design standards spelt out in main report. The standards and specifications outlined in IRC:SP:84-2009 "Manual of specifications and standards for Four laning of Highways through Public Private Partnership" have been followed in preparing the improvement proposals for various features of the project road. Methodology adopted in developing improvement proposals has been described in para 6.1 of main report and also in Executive Summary (ref. para 1.6). Widening Proposal The existing project road is of generally two lane with paved shoulder in patches added at later stage. The widening schemes for new two lane on right side, left side and concentric to existing carriageway has been prepared considering the site features, siting of new 2-lane bridge structures (generally, on downstream side), optimum utilization of existing pavement improvement to existing geometrics etc. Widening scheme of 4-laning in different packages has been detailed in para 6.3.5 of main report . Service Road There are numbers of built-up stretches and roadside developments along the project road. The local traffic takes access to main carriageway through numbers of cross-roads causing interruption to through traffic. For partial access control, provision of service roads of width 7.0 m for length to the extent of built-up area and some distance beyond considering likely future spread has been made. Wherever service roads are provided, provision will be made for proper entry and exit ramps between the main highway and the service roads with suitable layout for the same keeping in view of future widening of main highway to six lanes. The proposed reachwise details of service road has been listed in para 6.3.4 of main report. Packagewise summary of lengths is as under: Package-I Package-II Package-III


27.4 kms 21.42 kms 23.56 kms

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Typical Cross-Sections Cross-sectional elements viz. width of carriageway, median, shoulder (width, type), crossfall, super-elevation, lateral and vertical clearances at underpass/overpass are provided as per IRC:SP:84-2009. Based on the discussions above, typical cross-sections (TCS) of project highway have been developed for the following scenario: TCS-1 TCS-2 TCS-3 TCS-4 TCS-5 TCS-6

Proposed widening of existing road to 4-lane configuration in rural areas (left side widening) Proposed widening of existing road to 4-lane configuration in rural areas (concentric widening) Proposed widening of existing road to 4-lane configuration in rural areas (right side widening) Typical cross-section of 4-lane divided carriageway in approaches to bridge Proposed 4-lane configuration for semi-urban and built-up areas Typical cross section for bypass and realignment

Proposal for Bypasses During reconnaissance survey and subsequent site visits, number of settlements have come to notice abutting the project road along NH-42. One major development area is from km 88 to 110 where spurt of industrial activities has been observed in Nalco Nagar and adjoining Angul (District Headquarter) town. NH-23 taking off at km 94 and NH-200 running parallel to NH-42 on north close to Talcher thermal power station are the potential sources for generating traffic and influencing the traffic operations. Considering the present scenario and future development, the need for a suitable bypass is felt. Another stretch between km 52 to 55 is passing through Indipur/Siminai has thick continuous human settlement where widening through existing alignment will cause considerable amount of acquisition of structures and may ignite social unrest. Considering the above factors, a small bypass around Indipur is suggested. The present alignment of NH-42 towards end from km 262 to 265 passes through Sambalpur town, a district headquarter. Moreover, km 265 is inside the town and alignment does not terminate on NH-6. The present connection is through a link road of about 7 km length having single lane paved road which may not be suitable for upgraddation because of its closeness to urban spread. Therefore, a suitable bypass is suggested to connect it to NH-6 running at outskirts of Sambalpur town. The consultant has made option study of the proposed bypass alignments. The details of option study along with conclusion has been discussed in paras 6.4.1, 6.4.2 and 6.4.3 of main report. The same is presented in brief hereunder. Angul Bypass As discussed earlier, the main expansion of the industrial belt as well as spread of Angul town is mainly on north of NH-42. These facts underscore the feasibility of any bypass alignment Final Feasibility Report

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on north of NH-42. This leaves us to explore a feasible alignment on south side of NH-42 alongwith other options to use existing alignment (ref. index map in Fig. 6.1 and para 6.4.1 of main report). (a) (b) (c)

Option-1 Option-2 Option-3

Alignment through south side of Angul town Partially elevated corridor over existing route of NH-42 Fully elevated corridor over existing route of NH-42

The options 2 and 3 passing through industrial belt and Angul town will involve large number of acquisition of structures and costly land besides stake of huge cost. So, options 2 and 3 have been ruled out. Option 1 taking off near km 92 and rejoining near km 111.3 is a green field alignment of approximately 21.5 kms length and likely to have any major impact for acquisition of structures. Moreover, it is much economical compared to other two options, even though the length is slightly more by 2 kms than the length along existing route. Therefore, Option 1 is the most preferred option for a bypass alignment to avoid the congestions of industrial belt of NalcoNagar and Angul town. Indipur Bypass Indipur is a small town located between km 53 to 56+500 of NH-42. The existing ROW varies from 15 to 23 km only having continuous built-up with permanent structures right at the edge of existing ROW. Any improvement scheme will entail huge acquisition of land and structures. The option proposal has dealt three alternatives as listed below and shown in index plan (Fig. 6..2). (a) (b) (c)


Concentric widening through town following existing alignment Elevated corridor over existing route Bypass on north of existing NH-42

Because of restricted ROW, acquisition of huge land and structures for 4-lane road will be involved besides social impact. The cost of resettlement and rehabilitation will be of high order. Therefore, both Options 1 and 2 are ruled out. A bypass option for 3.3 kms length on northern side would be preferable as the same will be through open area. However, the proposed alignment of bypass will encounter acquisition of forest land which is perhaps unavoidable in the present case. Sambalpur Bypass As discussed earlier, existing alignment of NH-42 ends up well inside Sambalpur town. The existing road taking off at km 263.7 presently links NH-42 and 6 and virtually serves the function of NH. The upgradation of link road to 4-lane standard is not feasible because of present urban growth trend along link road alignment and acquisition of land and structures. The following alternative options have been examined (ref. Fig. 6.3 for index plan). (a) (b) (c)



Concentric widening through Sambalpur town Elevated corridor over existing NH-42 Bypass on north of NH-42

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The Options 1 and 2 are through Sambalpur where the town is thickly built up and acquisition of land and structures will not be possible. These two options are, therefore, ruled out. The third option for a bypass will be through green field only 3.6 km long alignment. The bypass will take off near km 258+900 of NH-42 and terminate on NH-6 near km 507. The proposed bypass is feasible and also economical and will be a preferred option. Pavement Design The existing pavement is of flexible type. It is proposed to have flexible pavement for new lane construction as well as for widening of existing 2-lane road with paved shoulders as necessary for 4-lane configuration. For strengthening of existing road, flexible overlay is proposed. Pavement Design Consideration Pavement design considerations would basically involve at evolving input parameters required for design of pavement. The following sections elaborate the design considerations made in the pavement design. Design Period and Design Traffic Loading A design life of 15 years for flexible pavement has been considered for the design purposes. VDF factors for commercial vehicles have been established from axle load surveys, which were conducted at five locations on NH-42 and two locations on NH-5. Direction wise VDF for each mode of commercial traffic has been estimated at each location. Design traffic loading in million standard axles (msa) has been estimated using the traffic data and estimated VDF. As already mentioned in the Inception Report, the entire project corridor of NH-5 has been divided into two homogeneous traffic sections where as entire project corridor of NH-42 has been divided into six homogeneous traffic sections. The design traffic loading for each homogeneous traffic sections has been given in Table E.5 below. Table E.5 - Design Traffic Loading in MSA Name NH-5

NH-42

Section-1 Section-2 Section-1 Section-2 Section-3 Section-4 Section-5 Section-6

Chainage From To 0.00 35.00 35.00 80.60 0.00 25.00 25.00 49.00 49.00 90.00 90.00 150.00 150.00 200.00 200.00 263.00

Length (Km) 35.00 45.60 25.00 24.00 41.00 60.00 50.00 63.00

Design MSA for 15th Year (2028) 100 130 110 130 150 105 95 100

Subgrade Strength Subgrade strength of soil to be considered in the pavement design has been derived form material investigations. The results of borrow soils identified along the corridor have been presented in greater details in “Chapter 5 under Materials investigation”.


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All borrow samples were tested for soaked CBR at 95% and 97% of MDD. Among thirteen tested samples of NH-5 only three samples have soaked CBR less than 8% and among fifty tested samples along NH-42 soaked CBR of only six samples is less than 8% at 97% of MDD. Pavement Design and Crust Thickness Flexible pavement design has been carried out using IRC guidelines (IRC-37-2001) based on the design traffic and subgrade strength for new carriageway. The flexible pavement composition for new pavement and widening portion section wise is given in Table E.6 below. It is considered that subgrade of new two lane carriageway shall be constructed with borrow area material where as subgrade of widening portion of existing carriage way shall be constructed with the material available from existing shoulder portion. Table E.6 - Layer Thickness for New Pavement & Widening Portion NH-5 Section of Project Corridor

km 0.00 – km 35.00

km 35.00km 80.60

Design Traffic (MSA) New (N) / Widening (W) Design CBR (%) (Borrow Material / Large Pit) Pavement Composition Bituminous Concrete (BC) Dense Bituminous Macadam (DBM) Wet Mix Macadam (WMM) Granular Sub Base (GSB) Selected Subgrade

100

130

N

W

N

W

10

10

6

8

km 0.00 km 25.00 110 N W 8

10

km 25.00 km 49.00 130 N W 8

9

NH-42 km 49.00 km 90.00 km 90.00 km 150.00 150 105 N W N W

km 150.00 km 200.00 95 N W

10

8

7

8

10

9

km 200.00 km 265.00 100 N W 9

9

Thickness mm 50

50

50

50

50

50

50

50

50

50

50

50

50

50

130

155

145

145

135

155

150

150

160

150

145

130

135

135

250 200

260

200

230

200

500

The same pavement composition as of new construction / widening is proposed for paved shoulder. Pavement Design for the Service Road Flexible pavement has been designed for the service road by the IRC:37-2001 method for subgrade of 8% soaked CBR and 5 MSA traffic loading. Table E.7 presents the pavement composition for service roads along the project corridor of NH-5 & NH-42.


E-15



Table E.7 - Pavement Composition for Service Road Layer Semi Dense Bituminous Concrete (BC) Dense Bituminous Macadam (DBM) Wet Mix Macadam (WMM) Granular Sub Base (GSB) Selected Subgrade

Layer Thickness in mm 25 50 250 150 500

Strengthening of Existing Pavement The strengthening requirements (overlay designs) of existing pavement have been estimated from the deflection measurements taken on the project corridor using IRC: 81-1997 for the estimated traffic loadings. Details of survey results presented in ‘Chapter 5’ of this report. It is not practical to have different overlay thickness from kilometer to kilometer. Adjacent lengths have been combined for treatment. In order to achieve this, homogeneous sections have been delineated in relation to the main line BBD deflections by applying the method of cumulative differences. The overlay thickness for existing carriageway has been worked out accordingly and presented in Table E.8. Table E.8 - Overlay Thickness for Existing Carriageway

Chainage (km) From

Length (km)

Characteristic Deflection

Design MSA

Required BM Thickness (mm)

Equivalent (BC+DBM) thickness (mm)

140 140 165 165

98 98 116 116

50 50 50 50

50 50 70 70

150 168 183 198 180 117 136 124 103 110 110

105 118 128 139 126 82 96 87 72 77 77

50 50 50 50 50 50 50 50 50 50 50

60 70 80 90 80 50 50 50 50 50 50

To

Adopted Overlay Thickness (mm) BC DBM

NH-5 0.00 20.00 35.00 62.00

20.00 35.00 62.00 80.60

20.00 15.00 27.00 18.60

1.0 1.0 1.0 1.0

0.00 15.00 25.00 49.00 72.00 90.00 140.00 150.00 193.00 200.00 230.00

15.00 25.00 49.00 72.00 90.00 140.00 150.00 193.00 200.00 230.00 263.00

15.00 10.00 24.00 23.00 18.00 50.00 10.00 43.00 7.00 30.00 33.00

1.0 1.1 1.1 1.1 0.8 0.8 0.9 0.9 0.8 0.8 0.8


100 100 130 130 NH-42 110 110 130 150 150 105 105 95 95 100 100

E-16



Bridge and Other Structures The summary of recommendation is based on condition survey of bridges, structures and culverts and presented in Table E.9.

Table E.9 – Recommendation for CD Structures Package-I NH-5 (0 to 80.6 km) Total Reconstruction Repair Repair and Widening

Major Bridges 5 0 5 -

Minor Bridges 23 0 23 -





Culverts 95 22 73

Package-II NH-42 (0 to 112 km) Total Reconstruction Repair Repair and Widening

ROB 2 0 2

Culverts 177 52 125

Package-III NH-42 (112 to 265 km) Total Reconstruction Repair Repair and Widening

Culverts 436 193 243

Road User Facilities Pick-up Bus Stops and Bus Shelters Bus bays with bus shelters have been proposed for road user facilities. Packagewise details are as under:   

Package-I Package-II Package-III


-

33 nos. 32 nos. 23 nos.

(Both sides)

E-17



Truck Lay-byes Proposed truck lay-bye locations are listed below:   

Package-I Package-II Package-III

-

at km 24+600 at km 23+000 at km 128+600, 235+100

Toll Plazas The project road is proposed to be developed as Tolled Road. NH-5 being 80km long only one toll plaza has been proposed. Nh-42 has been divided in three packages. Each package has been proposed a toll plaza at suitable location as described under: Package I (NH-5) Km 12+500, 72+500 Package II (Km 0 – End of Angul Bypass of NH-42) Km 17+970, 78+700, 110+000 Package III (End of Angul Bypass – Jn. with NH-6) Km 182+000, 244+500 6.0

TECHNICAL SPECIFICATIONS Part –I General Technical Specifications The General Technical Specifications shall be the “Specifications For Road And Bridge Works” (Fourth Revision – 2001, Reprint December 2003 ), issued by the Ministry of Road Transport & Highways (MORTH), Government of India and published by the Indian Roads Congress (IRC), with a cross reference to relevant Bureau of Indian Standards (BIS) for materials or other aspects not covered by the IRC. Part – II Supplementary Technical Specifications The Supplementary Technical Specifications shall comprise of various Amendments/Modifications/Additions to the “Specifications For Road And Bridge Works” referred as “Part – I” above and “Additional Specifications” for particular items of work not already covered in Part-I.

7.0

PROJECT COST ESTIMATE Major items associated with highway construction have been split into two heads viz. (i) Construction, and (ii) Environmental and Social Costs. The unit rates for items of construction have been determined by carrying out unit rate analysis as per MoRT&H's Standard Data Book. The project cost includes construction cost, routine maintenance cost during construction period, social and environmental cost (land acquisition, structure acquisition, R&R, environmental cost), 3% for contingencies on construction cost, 2% for engineering design and supervision cost. The abstract of cost estimates for the project corridor is included in Table E.10.


E-18



Table E.10 - Summary of the Cost Estimate

Bill No.

Description

Bill wise cost (Rupees in Figures) For Package-I

Bill wise cost (Rupees in Figures) For Package II

Bill wise cost (Rupees in Figures) For Package III

1003573

1678704

1003573

1

Site Clearance and Dismantling

2

Earthwork, Erosion Control and Drainage

395894744

729034111

895465669

3

Sub-bases, Bases and Shoulders

1784454680

2558370518

3135652710

4

Bituminous and Cement Concrete Pavement Courses

2315021087

3320800971

2949212640

5

Bridges, Slab Culverts, Pipe Culverts and Protective Works

1401586551

1344899016

1643820732

297567918

269618098

320372346

111581370

250820650

275990900

7

Geosynthetics and Reinforced Earth Traffic signs, marking and other Road appurtenances

8

Horticulture

1339542

2439084

1177542

9

Toll Plaza and Other Office Facilities

37470000

37470000

37470000

10

Maintenance of Road

5625000

20625000

6316000

11

Miscellaneous Item

275900000

400000000

506000000

12

Repair and Rehablitation of Bridges/ Structures

5167940

4039671

6

1740108

A

Total Cost of Civil Works

662.92 Crore

894.09 Crore

977.65 Crore

B

Cost for Environmental Improvement

5.75 Crore

10.50 Crore

13.50 Crore

C

Cost for Land Acquisition

14.63 Crore

82.52 Crore

85.00 Crore

D

Cost for R & R

4.68 Crore

20.00Crore

22.00 Crore

E

Contingencies @ 3% of A

19.89 Crore

26.82 Crore

29.33Crore

F

PMC @ 2% of A

13.26 Crore

17.88 Crore

19.55 Crore

Total Project Cost A+B+C+D+E+F

721.13Crore

1051.81Crore

1147.03Crore


E-19


8.0


ECONOMIC EVALUATION The development of the road has been proposed to be examined for implementation with respect to its economic viability. Road construction/improvements bring about a reduction in transportation costs in terms of vehicle operating costs, travel time, accidents, environmental pollution, etc. In the present analysis the cost stream comprises land acquisition, resettlement and rehabilitation, environmental costs, construction and maintenance costs required for the proposed alignment whereas the savings only in vehicle operating costs (VOC) and travel time costs for passengers and goods as the benefits due to the project. Though social development and the quality of life will prove to be a significant benefit for the project, the same has not been quantified and excluded from the analysis. The following sections of chapter describe the steps followed in the economic analysis mainly carried out through HDM IV and considering inputs from IRC guidelines (IRC: SP-30). The details of the same are presented in chapter 11 of main report. For the purpose of carrying out the economic analysis, a detailed cost estimate of the road has been prepared considering road, structures and other amenities and facilities separately as per current price level. Land acquisition costs and costs for environmental mitigation measures have been added to arrive at the total cost estimate of the project. Packagewise cost along with its distribution over construction period is presented in Table E-11. Table E.11 - Package-wise Distribution of Financial Cost NH-5 Package

Project Road

Chainage (km) From

To

Package Cost (Rs in Crore)

Distribution of Cost 2011

2012

2013

I

NH-5

0

80.6

721.13

40%

60%

II

NH-42

0

111.4

1051.81

35%

40%

25%

III

NH-42

111.4

265

1147.03

35%

40%

25%

Road user benefits will be from vehicle operating cost (VOC) savings, travel time saving, accident cost saving and saving in maintenance costs. The alternatives selected in this case is ‘with project’ with additional widening of 3m assignment and ‘without project’ situation with suitable maintenance assignment. Social benefits will accrue from improvements in trade, quality of life and environmental condition and appreciation of abutting land value. Considering the low income levels of passengers and their response towards time saving, the value of passenger and goods time savings has not been considered as per the guidelines contained in IRC:SP-30. For the economic analysis, Economic Internal Rate of Return (EIRR) and Net Present Value (NPV) have been calculated package-wise and total study stretch as a whole. The results are shown in Tables E.12 and E.13.


E-20



Table E.12 - Economic Analysis for Various Packages Sl No.

NH

Package No.

EIRR

NPV (Rs in Crores)

1

NH 5

I

Km 0 - Km 80.600

9.82%

Neg

2

NH 42

II

Km 0 - Km 111.400

20.80%

474.37

3

NH 42

III

Km 111.400 - Km 265

12.56%

32.96

Section

It has been observed that the sections between Km 0 and Km 111.4 and between Km 111.4 and Km 265 of NH 42 (Package-II and III) are economically viable (more than 12% as indicated by Planning Commission). For NH 5 (Package-I), though the EIRR value works out to be 9.82%. The sensitivity analysis has been done through three different situations as; Case –I Case –II Case –III

: : :

Cost increasing by 15% Benefit decreasing by 15% Cost increasing by 15% and Benefit decreasing by 15%

The results of the economic evaluation are shown in Tables E.13. Table E.13 - Sensitivity Analysis for Various Packages (Rs in crore)

Base Sl No.

Pkg. No.

Section

Case - I: Cost increased by 15%

Case - II: Benefit Decreased by 15%

Case - III: Cost increased by 15% & Benefit Decreased by 15%

EIRR (%)

NPV

EIRR (%)

NPV

EIRR (%)

NPV

EIRR (%)

NPV

1

I

Km 0 - Km 80.6 – NH 5

9.82%

Neg

8.31%

Neg

8.08%

Neg

6.70%

Neg

2

II

Km 0 - Km 111.4 – NH 42

20.80%

474.37

17.91%

371.64

17.49%

300.48

15.13%

197.75

3

III

Km 111.4 - Km 265 – NH 42

12.56%

32.96

10.77%

Neg

10.50%

Neg

8.91%

Neg

The sensitivity analysis reveals that the values are moderately sensitive to the increase in cost/ decrease in benefits. Considering the EIRR values though Package-I can not be economically justified, still keeping in view the social benefits and development of the region (Baleswar-Baripada) as a whole, the project should be considered as economically viable. While Package –II of NH 42 is economically justified, the case for Package III falls almost at the borderline. Abutting landuse for major portion of this stretch is forest and inhabited by significant amount of tribal population below poverty level. Considering the upliftment of the quality of life and overall development the viability of the stretch can be considered justified.


E-21


9.0


FINANCIAL EVALUATION Approach to Financial Evaluation The main objective of financial analysis is to examine the viability of implementing the project on a BOT basis. The analysis attempts to ascertain the extent to which the investment can be recovered through toll revenue and the gap, if any, be funded through alternative revenue sources. This covers aspects like financing through debt and equity, loan repayment, debt servicing, taxation, depreciation, etc. The viability of the project is evaluated on the basis of Project Financial Internal Rate of Return (FIRR) on total investment. The FIRR is estimated on the basis of cash flow analysis, where both costs and revenues have been indexed to take account of inflation. Package wise Financial analysis has been carried out for the project stretches as shown in Table E-14 with debt equity ratio of 70:30. Table E.14 - Package wise details for the entire Project Stretches Package No. Package-I

Package-II

PackageIII

Description of Project Stretch Baleshwar-Baripada-Jharpokharia (Jn of NH-5 with NH-6) Section of NH-5 from km 0+000 to 80+600 Cuttack- Angul (Jn with NH-5 in Cuttack of NH-42) Section of NH-42 from km 0+000 to NH Stretches Angul-Sambalpur (Jn. of NH-6 at Sambalpur) Section of NH-42 from km to 265+000

Length (Km) 80.00

112.00

153.00

Cost of the Project The total cost of the project includes cost of civil construction works including the cost of toll plaza at different locations. The estimated project cost is considered excluding shifting of utilities, land acquisition, acquisition of structures, rehabilitation and resettlement and environmental mitigation measures. Table E.15 - Package wise details for the entire Project Stretches

Package No. Package-I

Description of Project Stretch

Baleshwar-Baripada-Jharpokharia (Jn of NH-5 with NH-6) Section of NH-5 from km 0+000 to 80+600 Package-II Cuttack- Angul (Jn with NH-5 in Cuttack of NH-42) Section of NH-42 from km 0+000 to PackageNH Stretches Angul-Sambalpur (Jn. of NHIII 6 at Sambalpur) Section of NH-42 from km to 265+000


Cost of Civil Works Rs in millions 6629.20

8940.90 9776.50

E-22



The annual phasing of capital cost is made as per the work schedule. Construction cost is phased over a 2 years period as 40% and 60% for Package-I and Construction cost is phased over a 2.5 years period as 40% , 40% & 20% in last 6 months respectively for Package-II & Package-III both. Cost Escalation The base costs have been escalated at a rate of 5% per annum to obtain the actual costs in the year of expenditure. This is in line with long-term inflation rates of major materials utilized for construction. Total cost has been calculated by adding 25% of the civil cost towards Escalation, Interest during construction, IC and per operative expenses etc. Financial Analysis The detailed financial analysis along with sensitivity analysis has been worked out as per TOR. The same is presented in Chapter 12 of main report. The analysis has taken into consideration the followings: Cost Escalation Toll Rates Traffic Projections Toll Revenue Tax Calculation Module Methodology Expenses Operation and Maintenance Cost Resource Mobilisation Schedule Minimum Return Criteria 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 the project is to calculate the FIRR (Financial Internal Rate of Return) on the investment for the project. The following assumptions as listed below are taken into consideration for the financial analysis: Table E.16 – Assumptions for Financial Analysis Items

Package-I Debt – Equity ratio

70 : 30

Construction Period in months

24


Package-II

Package-III

70 : 30

70 : 30

30

30

E-23


Items

Package-I


Package-II

Package-III

Concession Period including construction period in years

29

20

26

Escalation (%)

5

5

5

Interest on Debt (%)

11.75

11.75

11.75

Project Phasing

As per Table E.11

Loan Repayment Period in years

12

12

12

Tax Rebate in years

10

10

10

Moratorium in years

1

1

1

Depreciation by Straight line method in %

100 for 27 years

100 for 17.5 years

100 for 23.5 years

Depreciation by Written down value method in %

10

10

10

On account of Financing Cost, Escalation, IDC, Contingencies and IC and Pre – Operative Expenses a flat 25% has been added into the Civil Cost of the Project. The results of financial analysis along with sensitivity analysis have been presented in para 12.18 of main report. Conclusion Package-I (Km 0+000 to km 80+000 of NH-5) From the BOT analysis with 29 years as concession period, which is including the construction period of 2 years, the project is getting viable with 50% Grant. Package-II (Km 0+000 to km 112+000 of NH-42) From the BOT analysis with 20 years as concession period, which is including the construction period of 2.5 years, the project is not only getting viable with nil grant but it also has Negative Grant (Premium) of Rs. 449.44 crore. However, as in one section the Total Traffic is more than 60000 therefore it is advisable either to go for 6 laning of that section in the year 2024 to maintain the same level of service in the concession period.


E-24



Package-III (Km 112+000 to km 265+000 of NH-42) From the BOT analysis with 26 years as concession period, which is including the construction period of 2.5 years, the project is getting viable with 6% Grant. 10.0

RECOMMENDATION The main report has dealt exhaustively the present status of existing project corridor as well as improvement proposals for upgradation. The following major recommendations are made in view of projected traffic scenario to remove bottleneck in transport facility. NH-5 (Package-I) (i) (ii) (iii) (iv) (v) (vi) (vii)

(viii)

Km 0 to 80+6 for upgradation to 4-lane ROB at all 5 railway crossings Grade separated junctions at km 30+10, 31+90 and 34+10. One animal underpass at km. 62+570. Vehicular cum pedestrian underpass at km 33 and km 58. Traffic projection suggests that the entire package will qualify for 6-laning by year 2038. Considering the EIRR values though Package-I cannot be economically justified, still keeping in view the social benefits and development of the region as a whole, the project should be considered economically viable. The financial analysis concludes that this package is financially viable with 50% grant and 29 years as concession period including the construction period of 2 years.

NH-42 (Package-II) (i) (ii) (iii) (iv) (v) (vi) (vii) (viii)

Km. 0 (Jn. of NH-5) to km 112 (end of Angul Bypass) for upgradation to 4-lane. ROB at km 20+950, 86+077 Bypass for Angul, Indipur/Siminai Grade Separator at km. 25+08, 38+50, 48+90, Start of Angul Bypass, End of Angul Bypass. Vehicular-cum-pedestrian underpass at km. 3+00, 24+4 Traffic projection suggests that project section from km. 0 (Jn. of NH-5) to Angul bypass end near km 112 will qualify for 6-lanining by year 2020. The economic analysis reveals that the project is economically viable. The financial analysis concludes that package II is financially viable with no grant and 20 years concession period including 2.5 years construction period.

NH-42 (Package-III) (i) (ii) (iii) (iv) (v) (vi) (vii) (viii)

Km. 112 (End of Angul Bypass) to Jn. of NH-6 for upgradation to 4-lane. ROB at km 147+300 Bypass for Sambalpur Grade Separator at km. 149+00, 179+78, 199+15 Animal underpass at km 194+400, 243+500, 247+200, 249+600 and 253+500 Traffic projection suggests that project section from km. 112 (End of Angul Bypass) to Jn. of NH-6 will qualify for 6-lanining by year 2030. The economic analysis reveals that the project is economically viable. The financial analysis concludes that package III is financially viable with 6% grant and 26 years concession period including 2.5 years construction period.


E-25

Average Daily Traffic on NH - 42 (2011)

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