0 0 91120125712191FeasibilityReport

Government of Rajasthan, India
Feasibility study two-laning (i) Kapasan - Rasmi – Karoi section of MDR

– 107 (the “Highway – I”); (ii) Keer ki Chowki – Mavli section of MDR -
33(the “Highway – II”); (iii) Katunda – Rawatbhata – Chechat section of
SH -9A (the “Highway- III”); totalling 179 Kms. (the “Project”) through
Public Private Partnership (the “PPP”) on Design, Build, Finance, Operate
and Transfer (the “DBFOT”) basis. (Package 25)
FINAL FEASIBILITY REPORT

VOL-I MAIN REPORT
Katunda-Rawatbhata-Chechat section of SH-9A
(Highway – III)
(Design Length- 90.212 km)
M/s Intratech Civil Solutions & Consultant.

Kamlesh M. Chauhan. Avalon City Flat No. 304.
Building No. B-I IIIrd Floor Mumbai – Pune Highway.
Opp. CME Gate, Dapoli. Pune – 411012
Email – [email protected]
TABLE OF CONTENT
CHAPTER – 1
EXECUTIVE SUMMARY ……………………………………………………………………………………………………………………………..……….1-28
CHAPTER – 2
PROJECT APPRECIATION…………………………………………………………………………………………………………………………………….1-21
CHAPTER – 3
Socio-Economic Profile………………………………………………………………………..……………………………………………………………..1-18
CHAPTER – 4
Traffic Survey & Analysis…………………………………………………………………………………………………………………………………….1-44
CHAPTER – 5
Engineering Survey & Investigation……………………………………………………………………………………………………………… ……1-14
CHAPTER – 6
Design Standards……………………………. …………….…….…………………………………………………………………………………………… 1-11
CHAPTER – 7
Summary of Improvement Proposals …………….…….…………………………………………………………………………………………… 1-22
CHAPTER – 8
Summary of EIA & SIA …………….…….…………………………………………………………………………………………… 1-20
CHAPTER – 9
Cost Estimates………………………………………………..…….…………………………………………………………………………………………… 1-7
CHAPTER – 10
Financial Analysis…………………………………………..…….…………………………………………………………………………………………….. 1-8
CHAPTER – 11
Conclusion & Recommendations…………………..…….……………………………………………………………………………………………….1-7
ICSC/PWDRJ/25/Final Feasibility Report-
Public Works Department
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Government of Rajasthan
Chapter-1: Executive Summary

The Government of Rajasthan has taken initiatives in the up-gradation and development of its
road network in the State. In this context, Public Works Department Rajasthan is having a glorious
history in the development of National Highways, State Highways and Major District Roads at
various locations in the state of Rajasthan.
Most of the projects were operated under BOT scheme “Public – Private Partnership” scheme and
other being developed under EPC, MEGA and regular contract scheme. Several other projects
under PMGSY scheme are looked after by STATE PWD, RAJASTHAN for up gradation of State
Highways & Major District Roads. The department is also mainly entrusted with construction and
maintenance of Roads, Bridges and Government buildings etc.
Keeping in view the growing importance of road network in the state is physical, social and
economic and environment fabric, PWD Rajasthan with active support of Government of
Rajasthan initiated a comprehensive Feasibility Study for the 3444.0 Kms of road network. The road
network is divided into 10 Packages, out of them, the one package has been entrusted to M/s
Intratech Civil Solutions & Consultant for providing the Consultancy Services for preparation of
Feasibility study for improvement and up-gradation of the State Highways with a total length of
179 Kms in the State of Rajasthan, India vide Letter of Award dated 27/01/2015. The
commencement date is 02/02/2015 and the period for completion of assignment is 12 months.
The description of the roads presented in the Package No. 25 has been given in Table No. 1.1:
In order to fulfill the above, M/s Intratech Civil Solutions & Consultant have been entrusted by
Public Works Department of Rajasthan for the task of carrying out the Feasibility Study for
improvement and up gradation of existing State Highways to two lane/ two lane with
Granular shoulder configuration for the following section of project roads in the state of
Rajasthan, India vide Letter of Acceptance No. F.7 (65)/PPP/SHA/2014-15 Package 25/D-
396 Dt. 08.01.2015.
Table 1.1 Details of Roads of Package-25 In Rajasthan State.
Sr. Length as per Design Length
No. Name of Road District agreement (KM) (KM)
Kapasan- Rashmi - Karoi Road Chittaurgarh,
1 (SH-96) 42.0 km 42.18 km
Bhilwara
Keer Ki chowki- Mavli Road Chittaurgarh,
2 (SH-98) 27.0 km 31.7 km
Udaipur
Katunda- Rawatbhata-
Chechat Chittaurgarh,
3 110.0 km 90.212 km
Kota
(SH-9A)
Total Length (in Kms) 179.0 km 164.092 km
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Package No. 25: There are total 03 State Highway (SH’s) falling in the Chittaurgarh, Bhilwara &
Udaipur Region with a total length of 164.092 Kms in the state of Rajasthan. This report deals
with the third Road i.e. Katunda – Rawatbhata - Chechat Road (SH-9A) which needs to be
upgraded to Two Lane with granular Shoulders and the details of this road is given in Table No.
1.2.
Table 1.2 Details of Project Road

Chainage (in Km) Length as per
Length as
Topographic
Sr. No. Name of Road SH No. From To per Design
Survey
(in Km) (in Km) (in Km)
(in Km)
Katunda-
1 Rawatbhata- SH-9A Km 0+000 Km 110+818 110.818 90.212
Chechat Road
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1. Project Road
The Project road is located in Rajasthan, the state is also known as “The Land of Desert” in
India. The State shares its border with Gujarat state in south, Madhya Pradesh state in east,
Uttar Pradesh state in North-East, Haryana and Punjab States in the North; with Pakistan
country in the West. The State extends to about 342,239 Sq. Km. Rajasthan started
experiencing industrial development between 1950 and 1960. Large and small scale industries
started springing up in the Kota, Jaipur, Udaipur, Bhilwara and other Industrial Estates of
Rajasthan. The main industries of Rajasthan include textile, rugs, woolen goods, vegetable oil
and dyes. Heavy industries consist of copper and zinc smelting and the manufacture of
railway rolling stock. The other industries related to Private Sector include steel, cement,
ceramics and glass wares, electronic, leather and footwear, stone and other chemical
industries.
This report deals with the Katunda- RawatBhata- Chechat (SH-9A) for a total length of 110km (as
per agreement).
 As per site Condition Katunda- RawatBhata- Chechat section of SH-9A is divided in

three parts. Part-I is from Katunda to MP Border(km0-km14, length-14km), Part-II is MP
section (km14- km 34, length20km) & Part-III is from MP Border to Chechat (km34-km109,
length- 75km)i.e. the total length is 109km which is 1km lesser than length as per
agreement.
 Start Point of Project road is 2km away from NH-76 (Chittaurgarh- kota section). So, a
stretch of 2km is added in our project road to connect the project road (SH-9A) to NH-76.
 MP section (km14- km 34, length20km) falls in Madhya Pradesh. so this stretch will be
taken in this project & it will be out of Scope.
 Km 109 onwards is toll road maintained by RSRDC till Ramganj Mandi.
After considering above points the final stretches to develop as SH-9A are:-
1. From NH-76 to Km0 (length-2km)

2. From km0- km 14(MP Border) (length-14km)
3. From km34(MP Border) - km 109 (length-75km)
Total length-91km
As Per Topographic Survey the lengths are:-
1. From NH-76 to Km0 (length-2km)

2. From km0- km 14.22(MP Border) (length-14.22km)
3. From km34.81(MP Border) - km 109.17 (length-74.36km)
Total length-90.58 km
Finally the Design length are as follows:-
1. From NH-76 – to MP Border (km 0-km 16.204) Homogeneous Section-I (length-16.204km)

2. From MP Border(km36.81) – to Rawatbhata (km 73.85) Homogeneous Section-I (length-37.040km)
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3. From Rawatbhata (km73.85) to chechat (km110.818) Homogeneous Section-I (length-37.040km)
Total Design length-90.212 km
The project road traverses through Chittorgarh & Kota Districts in Rajasthan. Total length of the
project corridor is running between Latitudes of 24.899426° N; Longitudes of 74.346355° E and
Latitudes of 25.227105° N; Longitudes of 74.421065° E.
The location plan of the project road section is illustrated in Figure 1.1. Summary of the
existing features of the project are shown in Table 1.3.
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Figure 2.1: Location Map of Region

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Table 1.3: Summary of the existing features of the project road
Sl.
Particulars Existing Details Remarks
No.
Km-0+000 of NH-76
1 Start Point (Chittaurgarh - Kota section)
Km 42+259 of NH-76B
2 End Point (Bhilwara-Rajsamand
Section)
3 Total Length 110.818 km Design Length is 90.212 Km.
4 Districts 2 Nos. Chittorgarh & Kota Districts
5 Terrain Plain terrain
6 Right of Way(m) 6m to 67m
The project road has 3.0m

/3.75 m / 5.5 m Carriageway
7 Carriage way with 1/ 1.5m earthen
shoulders throughout the
project corridor, which is in
Major/Minor
8 06Fair conditions
Nos. (0 Major except at
& 06 Minor)
Bridge
isolated stretches in village
9 VCW/FCW portions the 07project
Nos. corridor
10 Pipe Culverts 21 Nos.
11 Pipe laid 14 Nos.
Slab / Cut
13 19 Nos.
Stone Culverts
14 Minor Junctions 23 Nos.
15 Major Junction 03 Nos.
16 Villages/Towns 21 Nos.
Earthen Drains were found in

Existing Rural Areas & RCC Drains
17 Drainage
System were Present in Built-up of
Rawatbhata Only.
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Sl.
Particulars Existing Details Remarks
No.
Fuel Stations: One Fuel
stations were observed on
the road at Km 39+100 &
66+900.
Miscellaneous
18
Services Telephone Facilities:
Telephone facility are
available in all villages on the
road.
Police Station:- One Police

Station is located on the
Road at 58+800
(Bhainsrogarh Thana)
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2. SOCIO-ECONOMIC PROFILE
Project Description
Socio Economic Profile chapter illustrates a brief of the socio – economic profile of the
project influenced area (PIA) for SH-96 having a length of 90.580 kms. The road primarily runs
in N-E & E-S direction and connects districts viz, Chittaurgarh, Bhilwara and other important
Blocks and Tehsil Headquarters located enroute. This highway segment serves as the artery,
provides connectivity to existing State Highway & MDRs in Rajasthan State.
Demographic Profile
Chittaurgarh District: Chittaurgarh district is located between 23 o 32’ and 250 13’ latitude and
740 21’ and 750 49’ longitude covering an area of 10,856 sq.km. The district is part of Udaipur
Division and is divided into five sub-divisions namely Begun, Chittaurgarh, Kapasan,
Nimbahera and Pratapgarh. Administratively the district is divided into 13 tehsils and 14
development blocks. Total number of villages in the district is 2415 and it also has 8 urban
towns. Rural and Urban population of the district is 15.15 lakh and 2.89 lakh respectively.
Rainfall & Climate: - Average annual rainfall (1977-06) of the district is 762.7mm. However
normal rainfall for the period 1901 to 1970 is 767.2mm. The annual rainfall gradually decreases
from southern part to northern part. The maximum average rainfall is 905mm at Choti Sadri
and minimum average rainfall is 595 mm at Bhopal/Sagar. The climate of the district is dry
except S-W monsoon season. The cold season is from December to February and is followed
by summer from March to June. From mid of September to end of November constitute post
monsoon season. The district experiences either mild or normal drought once in two years.
Severe type of drought has been recorded very rarely. Most severe type of drought has
never occurred in the district.
Geomorphology & Drainage: - The district is characterized by undulating topography.Hill

ranges towards east of Chittaurgarh town runs north-south with intervening valleys parallel to
each other. Chittaurgarh and Pratapgarh tehsils are partly hilly and partly plain. The district
has the regional slope from south to north. The height varies from 317m to 617m,amsl. Pal
khera hill is the highest, having height of 617m.
Bhilwara District: - The district is situated between 250 01’ & 250 58’ North latitude and 740 01’
& 750 28’ East longitude covering geographical area of 10,455 sq km. Bhilwara district is part
of Ajmer Division. The district is divided into 4 sub-divisions namely Bhilwara, Gulabpura,
Mandalgarh & Shahpura and comprises of 12 tehsils & 11 blocks. Total number of villages in
the district is 1745 (2001 census). Rural & Urban population of the district is 19,33,149 & 4,02,462
respectively. Decennial population growth rate of the district is 21.58% since 1991. The district
is known for its textile industries and mineral wealth.
Rainfall & Climate: - Mean annual rainfall (1986-2005) of the district is 633.9 mm whereas
normal rainfall (1901-70) is lower than average rainfall and placed at 603.3. Almost 95% of the
total annual rainfall is received during the southwest monsoon, which enters the district in the
last week of June and withdraws in the middle of September. Probability of average annual
rainfall exceeding 900 mm is only 10%. However, there is 90% probability that the average
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rainfall will be more than 400 mm. The probability of occurrence of mean annual rainfall is
45%. Drought analysis based on agriculture criteria indicates that the district is prone to mild
and normal type of droughts. Occurrence of severe and very severe type of drought is very
rare. January is the coldest month with mean maximum and minimum temperatures being
lowest at 22.20 C & 7.30 C. Temperature in summer month, June, reaches up to 460 C. There
is drop in temperature due to onset of monsoon and rises again in the month of September.
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3. TRAFFIC SURVEYS AND ANALYSIS
To comprehensively appreciate the traffic and travel characteristics on the project

corridor from Katunda to Chechat, the type of surveys, locations and duration, as
identified at the inception stage of the study have been followed during data collection
exercise with minor modifications on account of the project corridor, the road has been
segmented in to two sections, keeping in view the homogeneity of the traffic, as given
below:
 Homogenous Section-1: (HS-1) Starting at Km 0 at Katunda and ending at MP

Border at Km 16+204. The length of the homogenous section is 16.204 Km.
 Homogenous Section-2: (HS-2) Starting at Km 36+810 At MP Border and ending at
after Rawatbhata Town Km 73+850. The length of the homogenous section is
37.040 Km.
 Homogenous Section-3: (HS-3) Starting at Km 73+850 after Rawatbhata Town
and ending at Chechat at Km110+818. The length of the homogenous section is
36.968 Km.
The traffic characteristics on the project road for the base year are essential for formulating
improvement programs and in estimating the economical/commercial viability of the
project. The objectives of the traffic study are:
• Traffic estimation in terms of volume on various sections.
• Growth factor estimation for traffic forecasting.
• Capacity assessment based on traffic forecasting for next 30 years.
• Pavement and intersection design
Average Annual Daily Traffic and it Composition
The Average Annual Daily Traffic (AADT) obtained from the volume count surveys for all the
locations are given in Table no. 1.4. To study the variation in the intensity of traffic,
consultants have analyzed the variation of traffic along the project road. The following
observations are made from the analysis for each location along the project stretch.
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Table 4.13: Annual Average Daily Traffic (AADT)
(First Traffic Survey)
(07.03.2015- 13.03.2015)
Location-1 Location-2 Location-3 Location-4 Location-5 Location-6 Average Daily
PCU
Categories ADT ADT ADT ADT ADT ADT Traffic
Factor
Vehicles PCUs Vehicles PCUs Vehicle PCUs Vehicle PCUs Vehicle PCUs Vehicle PCUs Vehicles PCUs
2 Wheeler 0.5 1559 780 1069 535 1451 726 1415 708 850 425 2958 1479 1360 680
3 Wheeler 1.0 20 20 4 4 2 2 4 4 2 2 1 1 9 9
Car/Jeep/Van 1.0 378 378 281 281 444 444 518 518 177 177 301 301 368 368
Mini Bus 1.5 6 9 1 2 2 3 3 5 1 2 1 2 3 5
Private Bus 3.0 38 114 29 87 35 105 36 108 18 54 14 42 34 102
Govt. Bus 3.0 9 27 11 33 14 42 16 48 0 0 1 3 11 34
LCV / Tempo 1.5 92 138 60 90 108 162 110 165 48 72 89 134 87 130
2-Axle 3.0 75 225 67 201 58 174 58 174 26 78 58 174 67 200
3-Axle 3.0 85 255 87 261 81 243 68 204 28 84 29 87 84 253
MAV (4-6) 4.5 63 284 53 239 64 288 60 270 11 50 10 45 60 270
Agriculture Tractor 1.5 16 24 11 17 8 12 10 15 3 5 3 5 12 18
Agriculture Tractor Trailer 4.5 135 608 36 162 33 149 67 302 33 149 88 396 68 306
Ex. Car/Jeep 1 2 2 1 1 1 1 2 2 0 0 1 1 1 2
Ambulance 1 3 3 2 2 5 5 1 1 2 2 2 2 3 4
Bi-Cycle 0.5 82 41 53 27 51 26 68 34 14 7 0 0 62 31
Cycle-Rickshaw 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Bullock Cart 6.0 2 12 1 6 1 6 1 6 1 6 0 0 1 8
Horse Drawn 6.0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Hand Cart 3.0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Toll Exempted Traffic 89 58 57 36 58 38 72 43 17 15 3 3 68 44
Non Tollable Traffic 1819 1490 1177 754 1552 927 1568 1072 905 596 3053 1884 1516 1057
Tollable Traffic 746 1430 589 1194 806 1461 869 1492 309 517 503 788 714 1362
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Total Traffic 2565 2920 1766 1948 2358 2388 2437 2564 1214 1113 3556 2672 2230 2419

(Second Traffic Survey)
(24.04.2015- 30.04.2015)
Location-1 Location-2 Location-3 Location-4 Location-5 Location-6 Average Daily

PCU
Categories ADT ADT ADT ADT ADT ADT Traffic
Factor
2 Wheeler 0.5 1553 777 933 467 1814 907 1027 514 1063 532 2671 1336 1433 717
3 Wheeler 1.0 23 23 1 1 1 1 15 15 2 2 2 2 8 9
Car/Jeep/Van 1.0 396 396 447 447 577 577 823 823 211 211 411 411 473 474
Mini Bus 1.5 9 14 1 2 1 2 1 2 1 2 1 2 4 6
Private Bus 3.0 42 126 37 111 50 150 53 159 24 72 22 66 43 129
Govt. Bus 3.0 10 30 13 39 6 18 21 63 0 0 4 12 10 29
LCV / Tempo 1.5 108 162 83 125 145 218 162 243 60 90 124 186 112 168
2-Axle 3.0 83 249 46 138 28 84 79 237 9 27 89 267 52 157
3-Axle 3.0 64 192 141 423 29 87 133 399 17 51 13 39 78 234
MAV (4-6) 4.5 90 405 26 117 22 99 21 95 22 99 25 113 46 207
Ex. Car/Jeep 1 7 7 6 6 4 4 8 8 0 0 2 2 6 6
Ambulance 1 3 3 7 7 1 1 3 3 2 2 3 3 4 4
Bi-Cycle 0.5 64 32 46 23 36 18 86 43 27 14 0 0 49 25
Cycle-Rickshaw 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Bullock Cart 6.0 2 12 1 6 1 6 1 6 1 6 0 0 1 8
Horse Drawn 6.0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Hand Cart 3.0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
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Total Traffic 2640 3179 1893 2364 2792 2453 2604 3353 1496 1356 3611 3489 2442 2665
Above AADT is including seasonal Correction Factor as mention in Chapter -4. As Variation in AADT of First Traffic Survey & Second Traffic Survey is
less than 10% , So Average of Both AADT’s is Considered. Average of Both AADT is shown in Table No. 4.17.
Table 4.17: Final (Average of Annual Average Daily Traffic)
PCU Km 1+800 KM- 14+900 Km- 39+000 Km- 60+800 Km- 73+600 Km- 109+000 Average of all
Categories Location-1 Location-2 Location-3 Location-4 Location-5 Location-6 locations
Factor
2 Wheeler 0.5 1557 779 997 499 1644 822 1210 605 963 482 2807 1404 1530 765
3 Wheeler 1.0 22 22 3 3 2 2 10 10 3 3 2 2 7 7
Car/Jeep/Van 1.0 385 385 353 353 501 501 650 650 192 192 349 349 405 405
Mini Bus 1.5 8 12 2 3 2 3 3 5 2 3 2 3 3 5
Private Bus 3.0 40 120 33 99 42 126 44 132 21 63 18 54 33 99
Govt. Bus 3.0 10 30 13 39 11 33 19 57 0 0 3 9 9 28
LCV / Tempo 1.5 100 150 71 107 124 186 133 200 54 81 105 158 98 147
2-Axle 3.0 79 237 58 174 45 135 68 204 19 57 72 216 57 171
3-Axle 3.0 76 228 111 333 58 174 97 291 24 72 23 69 65 195
MAV (4-6) 4.5 75 338 41 185 46 207 43 194 17 77 17 77 40 180

Ex. Car/Jeep 1 5 5 4 4 3 3 6 6 0 0 2 2 3 3
Ambulance 1 4 4 5 5 4 4 3 3 3 3 3 3 4 4
Bi-Cycle 0.5 73 37 50 25 44 22 77 39 21 11 0 0 44 22
Cycle-Rickshaw 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Bullock Cart 6.0 2 12 1 6 1 6 1 6 1 6 0 0 1 6
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Horse Drawn 6.0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Hand Cart 3.0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total Traffic 2603 3045 1816 2138 2585 2441 2483 2908 1367 1250 3563 3036 2403 2470
Diversion Analysis has been carried out for our project road . Net Effect of traffic on Diversion Analysis is shown below:
Vehicle Type Net Diversion

Car 57
Mini Bus 1
Bus 11
LCV 13
2A 7
3A 8
MAV 6
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Table 4.25: Final AADT INCLUDING DIVERTED TRAFFIC (Design Traffic)
Km 1+800 KM- 14+900 Km- 39+000

PCU Location-1 Location-2 Location-3
Categories
Factor
Vehicles PCUs Vehicles PCUs Vehicle PCUs
2 Wheeler 0.5 1557 779 997 499 1644 822
3 Wheeler 1.0 22 22 3 3 2 2
Car/Jeep/Van 1.0 442 442 410 410 558 558
Mini Bus 1.5 9 14 3 5 3 5
Private Bus 3.0 51 153 44 132 53 159
Govt. Bus 3.0 10 30 13 39 11 33
LCV / Tempo 1.5 113 170 84 126 137 206
2-Axle 3.0 86 258 65 195 52 156
3-Axle 3.0 84 252 119 357 66 198
MAV (4-6) 4.5 81 364 47 211 52 233
Agriculture Tractor 1.5 22 33 10 15 15 23
Agriculture Tractor Trailer 4.5 145 653 64 288 43 194
Ex. Car/Jeep 1 5 5 4 4 3 3
Ambulance 1 4 4 5 5 4 4
Bi-Cycle 0.5 73 37 50 25 44 22
Cycle-Rickshaw 2 0 0 0 0 0 0
Bullock Cart 6.0 2 12 1 6 1 6
Horse Drawn 6.0 0 0 0 0 0 0
Hand Cart 3.0 0 0 0 0 0 0
Toll Exempted Traffic 84 58 60 40 52 35
Non Tollable Traffic 1830 1545 1134 845 1756 1076
Tollable Traffic 876 1683 785 1475 932 1548
Total Traffic 2706 3228 1919 2320 2688 2624
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Km- 60+800 Km- 73+600 Km- 109+000 Average of

PCU
Location-4 Location-5 Location-6 AADT
Categories Facto
Vehicle PCU Vehicle PCU Vehicl PCU
r Vehicles PCUs
s s s s e s
2 Wheeler 0.5 1210 605 963 482 2807 1404 1530 765
3 Wheeler 1.0 10 10 3 3 2 2 7 7
Car/Jeep/Van 1.0 707 707 249 249 406 406 462 462
Mini Bus 1.5 4 6 3 5 3 5 4 7
Private Bus 3.0 55 165 32 96 29 87 44 132
Govt. Bus 3.0 19 57 0 0 3 9 9 28
LCV / Tempo 1.5 146 219 67 101 118 177 111 167
2-Axle 3.0 75 225 26 78 79 237 64 192
3-Axle 3.0 105 315 32 96 31 93 73 219
MAV (4-6) 4.5 49 220 23 103 23 103 46 206
Agriculture Tractor 1.5 10 15 4 6 10 15 12 18
Agriculture Tractor
4.5 109 491 43 194 150 675
Trailer 92 416
Ex. Car/Jeep 1 6 6 0 0 2 2 3 3
Ambulance 1 3 3 3 3 3 3 4 4
Bi-Cycle 0.5 77 39 21 11 0 0 44 22
Cycle-Rickshaw 2 0 0 0 0 0 0 0 0
Bullock Cart 6.0 1 6 1 6 0 0 1 6
Horse Drawn 6.0 0 0 0 0 0 0 0 0
Hand Cart 3.0 0 0 0 0 0 0 0 0
Toll Exempted Traffic 87 54 25 20 5 5 52 35
Non Tollable Traffic 1426 1175 1038 705 2974 2101 1693 1241
Tollable Traffic 1160 1914 432 728 692 1117 813 1411
Total Traffic 2586 3089 1470 1433 3666 3218 2506 2652
Traffic growth rate during the design life in percentage
Growth rate by socio- economic factors has been calculated & analysed, it is less than 5%. As
per IRC 37:2012 growth rate of 5% should be used.
Hence Traffic growth rate is adopted 5% for projection of present traffic.
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Vehicle Damage Factor
The Adopted VDF calculated for both homogeneous sections is presented in Fig 2.2 &
Fig 2.3
Fig 2.2 Adopted VDF for Homogenous Section I & II
Fig 2.3 Adopted VDF for Homogenous Section-III
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4. PAVEMENT DESIGN
(For VGF MODE)
Design Life of Pavement Layers
Bituminous Surfacing
Referring to the “Manual of Specifications and Standards for Two-laning of State

Highway on B.O.T Basis”, IRC: SP 73-2007, the pavement has been designed for a design
life of 8 years or operation period whichever is more. However as per the discussion
with the client, it is made to understand that we need to design our bituminous
layers for an initial period of 12 years followed by strengthening in subsequent
years. Accordingly the pavement has been designed for 12 years post construction
period (=1.5 year)
Base and Sub-Base
The unbounded layers are designed for minimum design period of 15 years or Designed
Concession Period whichever is more as per IRC: SP 73-2007
Rigid Pavement
The rigid pavements are designed for minimum design period of 30 years as per IRC: SP
73-2007
Design traffic (Cumulative number of standard Axles)
The traffic loading in terms of cumulative number of equivalent 8.16 standard

axle loads have been computed for 8,12, 15 ,20 & 24 years. The detailed
cumulative standards axles (CSA) are calculated and the summery is given in
Table 4.1
Table 4.1: Design Traffic in Terms of ESAL
Chainage (Km) Homogenous 12 years 24 years
From To
Section (Km) (2030) (2042)
0+000 1+800 HS-l 6.22 17.41
1+800 58+800 HS-II 6.28 17.54
58+800 107+000 HS-III 2.50 6.98
Design of New Flexible Pavement
Design of new flexible pavement applies to widening portion of main

carriageway, reconstruction stretches (if any). IRC 37-2012 was referred as a
design.
Design life of pavement
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Bituminous surfacing
Referring to the “manual of specification and standards for two-laning of state
highways on B.O.T basis”, IRC: SP 73-2007 , the bituminous layers needs to be
designed for an initial design life of 8 years followed by strengthening in
subsequent years. However as per the discussion with the client, it is made to
understand that we need to design our bituminous layers for an initial period of
12 years followed by strengthening in subsequent years. During the period from
initial till strengthening, functional overlays in the form of thin bituminous
surfacing shall be provided at the regular interval of 6 years i.e., in the years 6/18
since strengthening is to be carried out in 12th year.
Construction Period: Jan, 2018 to June, 2019 (1.5 years)

Concession Period: Jan, 2018 to Dec, 2042 (25 years)
Operation Period: June, 2019 to Dec, 2042 (23.5 years)
The Summary of Laboratory Test Results for Borrow Material
Grain size Analysis Atterberg Limits

Optimum Maximum
Silt Moisture dry CBR
Sl.No Chainage,Km
Gravel Sand and Liquid Plastic Plasticity Content Density (%)
Side
% % Clay Limit Limit Index (%) (g/cm3)
%
1 35+200 RHS 10.75 50.97 38.28 33.54 19.98 13.56 11.88 1.875 8.45
2 60+450 RHS 14.54 44.59 40.87 34.47 18.79 15.68 12.46 1.895 8.68
1
3 107+150 RHS 9.89 50.57 39.54 32.25 16.38 15.87 10.89 1.92 8.08
CBR RESULTS
As Per above results the average CBR is <8. So, the value of adopted CBR is 7%.
Pavement design for Widened & Reconstruction section
Homogeneous Section-1
Adopted CBR-8%
As per plate No.-6 of IRC-37:2012 the Pavement Design is:-
Design MSA Adopted BC DBM WMM GSB

Years MSA
 B
12 i 6.22 7 30 55 250 170
t
24 u 17.41 20 40 90 250 200
m
Bituminous Layers shall be designed for 12 years (2030) , So the Pavement
Composition shall be :
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BC-30mm & DBM-55mm
 The unbounded layers are designed for minimum design period of 15 years or
Designed Concession Period whichever is more as per IRC: SP 73-2007. So, GSB &
WMM Layers are designed for 25 years (2042).
WMM- 250mm, GSB-200mm
Adopted CBR-8%
Design MSA Adopted SDBC/BC DBM WMM GSB

Years MSA
12 6.28 7 30 55 250 170
24 17.54 20 40 90 250 200
 BitumBituminous Layers shall be designed for 12 years (2030) , So the Pavement

BC-30mm & DBM-55mm
Adopted CBR-8%
Design MSA Adopted SDBC/BC DBM WMM GSB

Years MSA
12 2.50 5 25 50 250 150
24 6.98 7 30 55 250 180
 Bituminous Layers shall be designed for 12 years (2030) , So the Pavement

BC-30mm (in place of SDBC , BC is considered as per MORTH Specification) &
DBM-50mm
Page 20 of 38
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Design crust thickness for the flexible pavement as arrived is given below in table
2.2.1
Table 2.2.1
Homogenous CB MSA Recommen Adopted Pavement Section
Section (Km) R ded Composition In Widening
(%) Overlay Position (mm)
(mm)
From To Length Actual Adopte BC DBM BC DBM WWM GSB
(in Km) d
0+000 1+800 1.80 8 6.22 7 30 - 30 55 250 200 HS-l

1+800 58+800 57.00 8 6.28 7 30 - 30 55 250 200 HS-II
58+800 107+00 48.20 8 2.50 5 30 - 30 50 250 180 HS-III
0
Strengthening Design as per IRC: 81-1997
The design of pavement strengthening in subsequent years shall be carried out

by taking into account the Balance traffic i.e. 24 years minus 12 years by using
IRC: 81-1997 as per the details given below:
Table 4.3.1: Pavement Overlay Composition after 12 years
Homogenous CBR MSA Recommended

Section (Km) % Overlay Section
(mm)
From TO Length 12 24 Strengthening
years years MSA BC DBM
0+000 1+800 1.80 8 7 17.41 10.41 40 - HS-l
1+800 58+800 57.00 8 7 17.54 10.54 40 - HS-II
58+800 107+000 48.20 8 5 6.98 1.98 30 - HS-III
(For ANNUITY MODE)
Design Life of Pavement Layers
Bituminous Surfacing
Referring to the “Manual of Specifications and Standards for Two-laning of State

Highway on Annuity Basis”, IRC: SP 73-2007, the pavement has been designed
for a design life of 8 years or operation period whichever is more. Accordingly
the pavement has been designed for 8 years post construction period (=1.5
year)
Base and Sub-Base
The unbounded layers are designed for minimum design period of 15 years or
Designed Concession Period whichever is more as per IRC: SP 73-2007
Rigid Pavement
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The rigid pavements are designed for minimum design period of 30 years as per
IRC: SP 73-2007
Design traffic (Cumulative number of standard Axles)
The traffic loading in terms of cumulative number of equivalent 8.16 standard

axle loads have been computed for 8,12, & 15 years. The detailed cumulative
standards axles (CSA) are calculated and the summery is given in Table 1.1
Table 1.1: Design Traffic in Terms of ESAL

Chainage (Km) Homogenous 8 years 13 years
From To Section (Km) (2026) (2031)
0+000 1+800 HS-l 3.73 6.92
1+800 58+800 HS-II 3.77 6.98
58+800 107+000 HS-III 1.50 2.78
Design life of pavement
Bituminous surfacing
Referring to the “manual of specification and standards for two-laning of state
highways on B.O.T basis”, IRC: SP 73-2007 , the bituminous layers needs to be
designed for an initial design life of 8 years. During the period from initial till
strengthening, functional overlay in the form of thin bituminous surfacing shall be
provided at 5TH year i.e., & strengthening is to be carried out in 8th year.
Construction Period: Jan, 2018 to June, 2019 (1.5 years)

Concession Period: Jan, 2018 to June, 2030 (11.5 years)
Operation Period: July, 2019 to June, 2030 (10.0 years)
Overlay design as per IRC: 81.1997
The design of overlays for the existing carriageway pavement has been carried
out taking into account the traffic, strength of the existing pavement based on
detailed pavement investigation including BBD testing. The strengthening
(overlay) requirements for the existing road pavement have been worked out
based on IRC: 81-1997. Characteristic deflection when combined with design
MSA gives the overlay thickness
Pavement design for Widened & Reconstruction section as per IRC: 37:2012
Homogeneous Section-I
Adopted CBR-8%
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Years MSA Adopted BC DBM WMM GSB
MSA
8 3.73 5 25 SDBC 50 250 180
15 8.44 10 40 60 250 230

DBM-50mm
WMM Layers are designed for 15 years (2033).i.e.
Homogeneous Section-II
Adopted CBR-8%
Years MSA Adopted SDBC DBM WMM GSB

MSA
8 3.77 5 25 50 250 150
15 8.50 9 40 60 250 230

DBM-50mm
Homogeneous Section-III
Adopted CBR-8%
Years MSA Adopted SDBC DBM WMM GSB

MSA
8 1.50 2 20 50 225 150
Page 23 of 38
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15 3.38 5 25 50 250 180

DBM-50mm
Design crust thickness for the flexible pavement as arrived is given below in table
4.2.1
Table 4.2.1
Recommen Adopted Pavement
Homogenous MSA ded Composition In Widening Section
Section (Km) Overlay Position (mm)
CB (mm)
R
From To Length (%) Actual Adopte BC DBM BC DBM WWM GSB
(in Km) d
0+00 1+800 1.80 8 3.73 5 30 - 30 50 250 230 HS-l

0
1+80 58+800 57.00 8 3.77 5 30 - 30 50 250 230 HS-II
0
58+80 107+00 48.20 8 1.50 2 30 - 30 50 250 180 HS-III
0 0
Ref: Plateno.-6, IRC- 37:2012
Strengthening Design as per IRC: 81-1997
The design of pavement strengthening in subsequent years shall be carried out

by taking into account the Balance traffic i.e. 13 years minus 8 years by using
IRC: 81-1997 as per the details given below:
Table 4.3.2: Pavement Overlay Composition after 8 years
Homogenous CBR MSA Recommended

Section (Km) % Overlay
(mm) Section
From TO Length 8 13 Strengthening
years years MSA BC DBM
0+000 1+800 1.80 8 5 6.92 1.92 30 - HS-l
1+800 58+800 57.00 8 5 6.98 1.98 30 - HS-II
58+800 107+000 48.20 8 2 3.38 1.38 30 - HS-III
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5. IMPROVEMENT PROPOSAL
Detailed Traffic Survey has been conducted on the project road for 7 days at 3 locations. As
per the traffic analysis, total AADT in PCU as on date ranges from 1470 to 3228 PCU. Since
the present day PCU is less than 7500 PCU, the project road is proposed for development to
2 lane with granular shoulder configuration as per PWD Note No. F.6 (25) AR/Gr 3/2014
dated 27th August, 2014.
Accordingly, Development to 2 Lane with granular shoulder option is planned for the
development of project road.
TCS Schedules: Tentative TCS schedules based on horizontal alignment plan

Start End Total
S.No. TCS Development Proposal
Chainage Chainage length
HS-1
1 0 14600 14600 TCS-I Reconstruction Due to BC soil
2 14600 15200 600 TCS-VII CC Widening 5.5-10m

16204
HS-2
6 36810 38000 1190 TCS-VI OVERLAY
9 41600 44200 2600 TCS-VI OVERLAY
Reconstruction Due to
10 44200 44400 200 TCS-I
Submergence
11 44400 48000 3600 TCS-VI OVERLAY
12 48000 48550 550 TCS-IV Concentric Widening (3-7) fair
13 48550 48750 200 TCS-V Eccentric Widening (3-7) fair
22 58550 58750 200 TCS-I
Submergence
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29 62900 63100 200 TCS-VIII CC Widening 3-10m
37 68150 71150 3000 TCS-IX CC Repair 10m
38 71150 73850 2700 X CC Repair 14m
37040
HS-3
39 73850 74550 700 TCS-II Concentric Widening Poor (3-7)
40 74550 74650 100 TCS-III Eccentric Widening Poor (3-7)
New Construction , Earthen
47 80050 83500 3450
Roads (3-7)
48 83500 84850 1350 TCS-I Bypass / New Construction
49 84850 94850 10000 TCS-I Reconstruction due to BC Soil
36968
MAJOR & MINOR BRIDGES

Provision has been made for the following structures in the estimate.
S. No. Type Major Bridge Minor Bridge Total
1 Reconstruction - 9 9
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2 Retain & Repair 01 10 11
3 Widening - 5 5
Total 1 24 25
HPC & SLAB CULVERTS

A summary of all the types of culverts proposed are:-
Type Widening Reconstruction Retain & New Total
Repair construction
Pipe 1 57 9 17 84
Slab 2 25 5 - 32
Total 3 82 14 17 116
Drainage and Protection works
Lined drains are proposed to be constructed in urban areas .
Major & Minor Junctions
Detailed Estimates has been prepared for major and minor junctions as per site
requirement.
Traffic Safety features, Road Furniture and road markings
Detailed Estimates has been prepared for traffic safety features, road furniture and road
markings as per site requirement.
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6. PROJECT FACILITIES
Bus Shelter
Considering the overall safety of traffic and minimum hindrance to through traffic, 20 nos.
pick-up bus shelters have been proposed both side along the project road.
Sr. No. Design Chainage Side of Road Village Name

km/m
1 0+000
LHS Katunda Start Point
2 0+650 RHS Katunda End Point
3 9+500 LHS Rayti
4 11+250 LHS Rayta Start Point
5 11+900 RHS Rayta End Point
6 43+000 LHS Borav
7 43+400 RHS Borav
8 67+100 LHS Rawatbhata
9 71+900 RHS Rawatbhata
10 82+100 LHS Jharjari
11 82+800 RHS Jharjari
12 86+050 LHS Badodiya
13 91+850 LHS Ladpur
14 92+400 LHS Jalkheda
15 93+500 RHS Jalkheda
16 96+950 LHS Dhavadkala
17 104+350 LHS Devli
18 104+950 RHS Devli
19 109+000 LHS Chechat
20 109+170 RHS Chechat
Service Roads
In keeping the view of low traffic and least habitation in the enrouted villages; there is no
requirement of service road in the towns/villages.
Toll Plaza
Provision has been made for 03 Nos. toll plaza including vehicles rescue & medical aid post
at Ch- 5+000, 45+000 & 88+000.
Landscaping
The landscaping and tree plantation along the project road shall be done as per IRC: SP: 21 -
2009. In the topographic survey it is seen that 300 trees are proposed for cutting out of 427
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trees. These trees are proposed to be cut as per actual requirement at site in a phased
manner. It is proposed to have a new plantation at 10m c/c on both side side of project
corridor.
7. Cost Estimates
The cost estimates have been prepared for reconstruction/widening of the existing two lane
carriageway including strengthening of the existing pavement, strengthening / widening of
existing bridge structures, construction of new bridges, rehabilitation and reconstruction/
widening of cross drainage structures, longitudinal drains, junction improvements, road
furniture, street lighting, bus shelters etc.
The rates for the items of work have been assessed from BSR Kota , July 2013 and escalation
of 5% per year is adopted. i.e. total escalation of 10.25% as on date 01.08.2015.
Proposed typical cross section for project highway is given in table 1.8 below:
Table No. 1.8: Type of Typical Cross Section
Sr. No. TCS-No Description of Typical Cross Section
Reconstruction in Two-Lane Carriageway with Granular Shoulder in Open

1 TCS-1
Country (With Subgrade)

2 TCS-2
Country in concentric widening Poor (3-7)

3 TCS-3
Country in eccentric widening (3-7)

4 TCS-4
Country in concentric widening Fair (3-7)

5 TCS-5
Country in eccentric widening Fair (3-7)
6 TCS-6 Overlay of Two-Lane Carriageway

7 TCS-7
Country in cc widening Fair (5.5-10)

8 TCS-8
Country in cc widening Fair (3-10)
9 TCS-9
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Country in cc repair -10 m

10 TCS-10
Table No. 1.9: Length of Typical Cross Section
Design Design Design

in in in Total Proposed
S.NO. Discription
(Km) (Km) (Km) Length TCS Type
HS-I HS-II HS-III
1 Reconstruction Due to BC soil 15254 2900 23918 42072
2 400 400 TCS-I
Submergence
3 Bypass / New Construction 6150 6150
4 Concentric Widening Poor (3-7) 5550 5550 TCS-II
5 Eccentric Widening Poor (3-7) 650 650 TCS-III
6 Concentric Widening (3-7) fair 17950 17950 TCS-IV
7 Eccentric Widening (3-7) fair 1400 1400 TCS-V
8 OVERLAY 7390 7390 TCS-VI
9 CC Widening 5.5-10m 950 1100 700 2750 TCS-VII
10 CC Widening 3-10m 200 200 TCS-VIII
11 CC Repair 10m 3000 3000 TCS-IX
12 CC Repair 14m 2700 2700 X
16204 37040 36968 90212
The summary of cost estimate is presented in table 1.10 below

Table No. 1.10: Summary of Cost Estimate (VGF)
% of
Total
S. No. Item Total (Rs.) Civil
in Crores
Cost
A CIVIL WORK For Road Work
1 SITE CLEARANCE 3,646,003 0.36 0.27
2 EARTHWORK 68,860,355 6.89 5.17
3 GRANULAR SUB-BASE, BASE-COURSE 383,781,922 38.38 28.80
4 BITUMINOUS COURSES 429,644,909 42.96 32.24
SUB TOTAL (A) 885933188.76 88.59 66.49
B CROSS DRAINAGE STRUCTURES

5 Reconstruction & New Construction of HPC (68no.) 24025781.94 2.40
6 Widening of HPC (1no.) 395339.65 0.04
7 Widening of Slab Culvert (4no.) 2957216.47 0.30
8 Reconstruction of Slab Culvert (25no.) 43209834.37 4.32
9 Reconstruction of Minor Bridge (9no.) 53466318.39 5.35
10 Widening of Minor Bridge (5no.) 12834824.17 1.28
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11 Repair of Major & Minor Bridge (13no.) 2200000.00 0.22
12 Repair of Slab Culvert (14no.) 400000.00 0.04
SUB TOTAL OF CROSS DRAINAGE
139489314.98 13.95
STRUCTURES (B) 10.47
C MISCELLENEOUS ITEMS
TRAFFIC SIGNS MARKING AND ROAD
13 9,812,499 0.98
APPURTENANCES 0.74
14 RCC DRAINS & PROTECTION WORKS 17,650,935 1.77 1.32
15 CC PAVEMENT 100,343,987 10.03 7.53
16 JUNCTION IMPROVEMENT 7,565,401 0.76 0.57
SUB TOTAL OF MISC ITEMS (C) 135,372,823 13.54 10.16
Sub Total of BSR Items (D= A+B+C) 1,160,795,326 116.08 87.12
Add 10.25% Escallation as on date 1.08.2015 (E) 118,981,521 11.90 8.93
Total of BSR Items (F= D+E) 1,279,776,847 127.98 96.05
D NON BSR ITEMS
17 TOLL PLAZA(3 NO.) 36,000,000 3.60 2.70
18 BUS SHELTER (20 No.) 2,000,000 0.20 0.15
19 HORTICULTURE 14,686,514 1.47 1.10
SUB TOTAL OF NON BSR ITEMS (G) 52,686,514 5.27 3.95
Total CIVIL COST (H= F+G) 1,332,463,361 133.25 100.00
Cost per Km 14,770,356 1.48
ADD 25% AS PER MCA (I) 333,115,840.24 33.31
Total Project Cost (J=H+I) 1,665,579,201 166.56
Cost per Km. 18,462,945 1.85
Add Environmental Monitoring Budget(K) 9,359,530 0.94
Add Resettlement & Rehabilitation Budget(L) 23,502,689 2.35
Add Utility Shifting Cost (M) 4,530,000 0.45
Grand Project Cost (N=J+K+L+M) 1,702,971,420 170.30
Cost per Km. 18,877,438 1.89
Table No. 1.11: Summary of Cost Estimate (Annuity)
% of
Total
in Crores
Cost
1 SITE CLEARANCE 3,646,003 0.36 0.27
2 EARTHWORK 68,860,355 6.89 5.17
SUB TOTAL (A) 885933188.76 88.59 66.49

5 Reconstruction & New Construction of HPC (68no.) 24025781.94 2.40
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139489314.98 13.95
13 9,812,499 0.98
APPURTENANCES 0.74
15 CC PAVEMENT 100,343,987 10.03 7.53
D NON BSR ITEMS
17 TOLL PLAZA(3 NO.) 36,000,000 3.60 2.70
18 BUS SHELTER (20 No.) 2,000,000 0.20 0.15
19 HORTICULTURE 14,686,514 1.47 1.10
Cost per Km 14,770,356 1.48
ADD 15% AS PER MCA (I) 199,869,504.14 19.99
Cost per Km. 16,985,909 1.70
Cost per Km. 17,400,402 1.74
8. Financial Analysis (VGF)
The following assumptions are the basis of financial analysis which has been discussed
With RJPWD officials during meetings.
Annexure-III: Salient Feature of Project

1 Existing Length of Project (km) 90.565
2 Design Length of Project (km) 90.212
3 Base Year for O & M Cost 2015
4 Base Year for Civil Construction cost 2015
5 Interest assumed on Debt portion 0.125
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6 Debt Equity Ratio 2.9375
7 Escalation during Construction 0.05
8 Expected Start of Concession Period Jan,17
9 Expected Start of Revenue July,18
10 Concession Period 25 Years
11 Expected date of End of Concession Period Dec, 2041
12 PCU (2015) 3228
13 PCU (2041) 11966
14 Proposed Configuration 2-Lane with Granular Shoulder
15 Toll Plaza Operating Cost (per annum) 0.75 Cr/Year/Toll Plaza
16 Periodic Maintenance Cost (every 6th year) 30 Lacs/Km
17 Annual Maintenance Cost (per annum) 1.75 Lacs/km
18 Insurance (on TPC) 0.0015
19 Rate of Inflation 0.05
20 Growth rate in Traffic 0.05
21 Growth rate in toll rates As per toll rules
2016= 20%
22 Phasing of Construction 2017= 60%
2018= 20%
23 Income Tax rate 0.339
24 MAT rate 0.2001
25 Tax Holiday (in years) 10 years
26 Moratorium Period (in years) 2 years
27 Loan repayment period 20 years
The length of project highway is 90.212 km. The project road is divided in three
homogeneous section along the project road.
Table 8.2 : Summary of Toll Plaza
Location Total Length Length of 2-lane

Sr. No. Section
of Toll (km) carriageway
Page 33 of 38
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Plaza
TP-1
1 (Km. Km. 0+000 - Km. 16+204 16.204 90.212
5+000)
TP-2
Km. 36+810 - Km.
2 (Km. 37.040 37.040
73+850
44+000)
TP-3
Km. 73+850 - Km.
3 (Km. 36.968 36.968
110+818
88+000)
The Financial analysis is carried out for the following only one alternative as detailed below.
Table 1.14: Details of Different options for Financial Analysis

Sr.
Option No. Description
No.
1 Option-I VGF 40% (30% during Construction and 10% during O&M)
The summary of financial results from detailed financial analysis is given in Table-1.15 given
below:
Alternativ Alternativ
S.No. Particular
e-1 e-2
Option-1 (With VGF
40%)
Government Contribution (in %) during
1 30% 78%
construction period
2 10% 10%
operation period
3 FIRR on Equity #DIV/0! 15.76%
4 FIRR on project 1.19% 1.01%
5 NPV with 12% IRR (in Cr.) -102.30 8.71
Page 34 of 38
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6 Average DSCR 0.89 2.81
The Project is financially non viable as per the above financial calculations. The detailed
financial analysis is presented in Annexure Volume.
So this project is proposed in Annuity Mode, Annuity calculations are attached below.
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9. ANNUITY CALCULATIONS
1 : Financial Abstract
Government Contribution (during Construction
50.0%
Period)
Government Contribution (during operation Period) 50%
Base Year 2015
Rupee Crores
TPC 153.23
Fiancial Overhead of Construction Period 8%
Escalation Factor 5%
Toll Period (excluding construction period) 10
Rate of Interest 12.50%
Construction Period (Years) 1.5
Road Length in Kms.

90.212
Toll Plaza Operating Cost
0.75
Annual Maintanance (in Million)
0.0175
Periodic Maintanance
0.30
Tax Rate 33.90%
Page 36 of 38
Public Works Department ICSC/PWDRJ/25/Final Feasibility Report-
Government of Rajasthan R1/H1
Annuity Calculation
Base Yearly
Total Quarterly Distribution
Finacial Year % to
Year Distribution 2016 2017 2018 Total
cost
Year 2015 2016 2017 2018 Total 20% 20% 20% 20% 20% 100%
Construction Completed 20% 60% 20% 100% 20% 40% 60% 80% 100%
Year Wise Investment
32.1 169.0 169.0
Total Investment 101.36 35.48 32.18 33.79 33.79 33.79 35.48
8 2 2
Source of Fianance
169.0
Total Investment
2
16.0
Govt. Contribution during construction 50.00% 50.68 17.74 84.51 16.09 16.89 16.89 16.89 17.74 67.62 50%
9
Total Cost excluding Govt. 101.4
84.51
Contribution 0
Equity Contribution 30.00% 25.35 4.83 5.07 5.07 5.07 5.32 25.35 15%
Term Loan/Fund 70.00% 59.16 11.26 11.83 11.83 11.83 12.42 59.16 35%
32.1 33.7 33.7 33.7 35.4 169.0
Total
8 9 9 9 8 2
Page 37 of 38
Annuity Payment during O&M Period (in Cr.)
1 Year 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027
2 Total annuity eligible 67.62 63.56 59.50 55.44 48.68 41.92 35.16 28.40 18.94 9.48
3 Rate of Interest 12.50%
4 % Annuity Applicable 3% 3% 3% 5% 5% 5% 5% 7% 7% 7%
5 Annuity 2.03 2.03 2.03 3.38 3.38 3.38 3.38 4.73 4.73 4.73
Ist Biannual
6 Interest 4.23 3.97 3.72 3.46 3.04 2.62 2.20 1.77 1.18 0.59
7 Annuity 2.03 2.03 2.03 3.38 3.38 3.38 3.38 4.73 4.73 4.73
2nd Biannual
8 Interest 4.10 3.85 3.59 3.25 2.83 2.41 1.99 1.48 0.89 0.30
9 Yearly Annuity 4.06 4.06 4.06 6.76 6.76 6.76 6.76 9.46 9.46 9.46
10 Total Interest 8.33 7.82 7.31 6.71 5.87 5.03 4.19 3.25 2.07 0.89
11 Net Annuity including Interest 12.39 11.88 11.37 13.47 12.63 11.79 10.95 12.71 11.53 10.35
********
Page 38 of 38
Public Works Department ICSC/PWDRJ/25/Final Feasibility
Government of Rajasthan Report-R0/H3
Chapter-2: PROJECT DESCRIPTION

The project road segment is identified for Improvement and Up gradation to 2- Lane configuration
from Katunda- Rawatbhata - Chechat Road (SH-9A) for a length of about 90.580 km. The road
primarily connects blocks viz, Chittaurgarh - Bhilwara and other important Villages. This highway
segment serves as the artery, provides connectivity to existing MDR & State Highway No. – 09 in
Rajasthan State. The Project Road starts from Three legged junction at SH – 09A (Kapasan to
Chittorgarh Section) and terminates at NH-76B Junction (Bhilwara- Rajsamand Section) in Karoi. The
project road passes through Chittorgarh & Bhilwara district of Rajasthan. The location map of the
project stretch is shown as figure 2.1 and Start & End point of the Project road have been shown in
figure 2.2 to 2.4.
Figure 2.1: Location Map of Katunda- Rawatbhata - Chechat Road
2.1 Start Point
Page 1 of 47
The Project Road starts from Three legged junction at SH – 09A (Kapasan to Chittaurgarh
Section).
Figure 2.1: Start Point of Project Section-I
Page 2 of 47
Figure 2.2: Start Point of Project Section - II
Figure 2.3: Aerial View of Start Point
Page 3 of 47
2.2 End Point
The Project Road terminates at NH-76B Junction (Bhilwara- Rajsamand Section) in Karoi.
Figure 2.4: End Point of Project Section – I
Page 4 of 47
Figure 2.4: End Point of Project Section – II
Figure 2.5 Aerial View of End Point

2.3 Importance
Page 5 of 47
 Project Road has a vital importance from view of connectivity between NH-76 & State
Highway 09A. The project road is acting as an important link for State Highway and Major
District Roads.
 The project road will act as an important link for State Highway – 09A & NH-76 and
presently condition of the stretch is fair but deficient geometry exists thoughout the
reach, therefore, curve improvement along the road is basic requirement. After
construction of project road, the traffic coming from NH-76 will expected to ply on the
project road which is going to be a shortest route.
The area is famous for the Lac cultivation. A large part of the India's total lac production
comes from this area. Lac, a natural polymer (resin) is produced by a tiny insect, Kerria
lacca (Kerr), which is purposely cultured on shoots of several species of trees, mainly palas,
kusum and ber. This agricultural profession of lac cultivation is a subsidiary source of income
for a large number of families in the area.
Majority of the population is in the Rawatbhata & Chechat and they are dependent on
agriculture and forests for their livelihood. Lack of food security from the land has compelled
many tribal families to migrate out of their own villages. This is despite the fact that the
existing landholdings can provide stable livelihoods to the tribal families. Lack of land
development, irrigation, credit, know-how for improved agriculture, access to market etc.
act as serious constraints leading to a large number of impoverished tribal families.
2.4 Junctions
The project road connects different categories roads such as State Highway, National
Highway & Village roads. There are 03 Major Junction and 26 Minor Junctions exists along
the project road. The junctions located on project road are depicted in Table-2.1.
Table – 2.1
List of junctions located on Project Road
Located
Destinations of Cross Type of
Type of Relative
Locatio Road or railway Road Width of Remar
S.No Junctio to
n (NH/SH/MDR/PMGSY/ (CC/BT/ Road(m) ks
n Centrelin
ODR/VR) Earthen)
e
Major
NH-(Chhitaurgarh-
1 0+000 T-Type Both Side CC 16.00 Junctio
Shivpuri)
n
Major
2 0+250 MDR to Begun T-Type RHS BT 3.75 Junctio
n
3 3+350 VR to Begun Y-Type RHS BT 3.75
4 5+450 VR to Thukrai T-Type LHS BT 3.75
5 5+680 VR to Awlaheda T-Type RHS BT 3.75
6 6+520 VR to Shadi T-Type LHS BT 3.75
1. VR to Upenkala Four
7 9+650 LHS BT 3.75
2.VR to Rayti Legged
8 11+750 VR to Joganiyamata T-Type RHS BT 3.75
Page 6 of 47
9 38+150 VR to Gopalpur T-Type LHS BT 3.75

10 40+000 VR to laxmipur T-Type LHS BT 3.75
VR to Dhamnagar
11 42+900 T-Type RHS BT 3.75
Khurd
12 43+000 VR to Sukhpura T-Type LHS BT 3.75
13 51+100 VR to Bhurjar T-Type LHS CC 3.00
14 58+900 CMGSY to Gawlipura T-Type RHS BT 3.75
15 60+900 VR to Bhaisrogarh Y-Type RHS BT 3.75
16 61+600 VR to Jagpura T-Type LHS BT 3.75
17 63+850 VR to Sakhloka Dhuda T-Type RHS BT 3.75
18 65+850 VR to Dam T-Type RHS BT 3.75
To KOTA(SH-33) LHS CC 15.00 Major
19 67+300 X-type Junctio
City Road RHS BT 3.75 n
20 71+900 To Plant T-Type RHS BT 4.00
21 86+900 VR to Rainkheda T-Type RHS BT 3.75
22 88+600 VR to Keetda T-Type LHS BT 3.75
23 92+150 VR to Ladpur T-Type LHS BT 3.75
VR to Khedarda LHS BT 3.75
24 98+500 X-type
VR to Alod RHS BT 3.75
104+95
25 VR to Bundi T-Type LHS BT 3.75
0
107+40
26 VR to Quary T-Type LHS BT 3.75
0
Fig. 2.24 Major Junction @Ch-0+000 (Start Point) Fig. 2.25 Minor Junction @ Ch-5+350
Page 7 of 47
Fig. 2.26 Minor Junction @Ch-7+450 Fig. 2.27 Minor Junction @ Ch-7+680
Page 8 of 47
Fig. 2.36 Minor Junction @Ch-67+850 Fig. 2.37 Major Junction @ Ch-69+300
Page 9 of 47
Fig. 2.40 Minor Junction @Ch-111+170
Fig. 2.6: Major & Minor Junctions along the Project Road
2.5 Towns / Villages along the Project Highway
Numbers of villages/ town are situated by the side of the project stretch. List of such villages
together with population as per 2011 census is given below in tabular form:
Table – 2.2
Page 10 of 47
List of Villages/Towns on the Project Highway

Sr. Length Populatio
Village Start Ch. End Ch. Block District
No (km) n
1. Katunda 0+000 0+650 0.65 2141 Begun Chittaurgar
2 Balwant 0+100 0+300 0.2 444 Begun h
Chittaurgar
3 Nagar
Rayti 9+500 9+900 0.4 854 Begun h
Chittaurgar
4 Rayta 11+250 11+900 0.65 1190 Begun Chittaurgar
h
5 Turkari 12+650 13+200 0.55 606 Begun Chittaurgar
h
6 Borwadi 13+750 14+050 0.3 282 Begun h
Chittaurgar
7 Kesarpura 36+600 36+900 0.3 354 Begun Chittaurgar
h
8 Tamboliya 38+750 39+650 0.9 440 Begun Chittaurgar
h
9 Borav 43+000 43+400 0.4 2689 Begun h
Chittaurgar
10 Dhamangarh 51+100 51+400 0.3 250 Begun Chittaurgar
h
11 Rawatbhata 67+100 71+900 4.8 34690 Rawatbhat Chittaurgar
h
12 Deep pura 79+000 79+400 0.4 457 a
Rawatbhat Chittaurgar
h
13 Jharjari 82+100 82+800 0.7 1623 a
h
14 Badodiya 86+050 86+250 0.2 1452 a
h
15 Ladpur 91+850 92+150 0.3 1237 a
h
16 Jalkheda 92+400 93+500 1.1 1432 a
h
17 Mohanpura 95+400 95+950 0.55 774 a
h
18 Dhavadkala 96+950 97+200 0.25 1192 a
h
19 Devli 104+350 104+950 0.6 1626 a
Chechat Kota
h
20 Fanda 107+100 107+400 0.3 569 Chechat Kota
21 Chechat 109+000 109+170 0.17 10259 Chechat Kota
Total Length 14.02
Fig. 2.9 Katunda Village Fig. 2.10 Rayti Village
Page 11 of 47
Fig. 2.11 Rayta Village Fig. 2.12 Turkadi Village
Fig. 2.13 BorWardi Village Fig. 2.14 Kesarpura Village
Fig. 2.15 Tamboliya Town Fig. 2.16 Berva Village
Page 12 of 47
Fig. 2.17 Dhamangarh Village Fig. 2.18 Rawat Bhata Town
Fig. 2.19 Badodiya Village Fig. 2.20 Mohanpura Village
Fig. 2.21 Dhavadkala Village Fig. 2.22 Devli Village
Page 13 of 47
Fig. 2.23 Chechat Town
Kapasan Town Chokhakheda Village
Roosikhedi Village Babriyakheda Village
Page 14 of 47
Dindoli Village Pahoona Village
Karoi Town
Fig. 2.7: Villages
2.6 Existing Road alignment
The alignment generally passes through plain terrain. In Some Stretch Road also passes
through Hilly & Rolling Terrain. Table 2.3 shows the chainage wise detail of vertical geometry.
Generally the horizontal alignment of the project road is mostly in rural area flared up with
agricultural land use. However it consists of the sharp curves with deficient geometric at
several locations.
Page 15 of 47
Table 2.3 Vertical Geometry Details
Start Ch. End Ch. Type of Terrain Remark

0+000 52+200 Plain
52+200 57+000 Hilly
57+000 58+000 Plain
58+000 64+000 Hilly
64+000 74+400 Plain
74+400 81+000 Hilly
81+000 111+170 Plain
Fig. 2.8: Existing Road Geometry
2.7 Pavement
During reconnaissance survey visual condition of the project road reveals that project road is
in fair condition for about 18% of the road length. Rest 82% needs improvements (Poor
Condition), especially for the reaches traversing through urban areas. Table 2.4 & 2.5
Showing Detailed Condition of Project Road:
Table 2.4: Summary of Condition of pavement details
Start End Ch. Length (in Type Width Condition Remark

Ch. km)
2 (in
5.0 Poor
0+000 2+000 BT
M)
0+000 4+100 4.1 BT 7.0 Poor
4+100 4+400 0.3 CC 7.0 Poor
4+400 12+600 8.2 BT 7.0 Poor
12+600 13+200 0.6 CC 5.5 Poor Turkari
13+200 13+700 0.5 BT 7.0 Poor
13+700 14+050 0.35 CC 5.5 Poor Borwardi
14+050 14+220 0.17 BT 7.0 Poor
14+220 34+810 20.59 BT 5.5 Poor MP Section (Out of
Scope)
Page 16 of 47
34+810 38+900 4.09 BT 7.0 Poor

38+900 39+600 0.7 CC 5.5 Fair Tamboliya
39+600 42+300 2.7 BT 7.0 Fair
42+300 42+400 0.1 CC 5.5 Fair
42+400 46+000 3.6 BT 7.0 Fair
46+000 46+700 0.7 BT 3.0 Fair
46+700 46+800 0.1 CC 5.5 Fair
46+800 59+800 13.0 BT 3.0 Poor
59+800 60+400 0.6 BT 3.75 Poor
60+400 60+950 0.55 BT 3.0 Poor
60+950 61+150 0.2 CC 3.0 Poor
61+150 65+800 4.65 BT 3.75 Poor
65+800 66+000 0.2 CC 3.75 Poor
66+000 66+200 0.2 CC 5.5 Fair
66+200 66+800 0.6 CC 10.0 Fair
66+800 69+200 2.4 CC 10.0 Fair
69+200 71+900 2.7 CC 14.0 Fair
71+900 79+000 7.1 BT 3.0 Poor
79+000 81+100 2.1 Earthen 3.0 Poor
81+100 81+800 0.7 BT 3.0 Poor
81+800 82+300 0.5 CC 3.0 Poor
82+300 82+900 0.6 Earthen 3.0 Poor
82+900 90+000 7.1 BT 3.0 Poor
90+000 93+100 3.1 BT 5.5 Poor
93+100 93+500 0.4 CC 5.5 Poor
93+500 95+300 1.8 BT 5.5 Poor
95+300 96+000 0.7 BT 3.75 Poor
96+000 98+000 2.0 BT 5.5 Poor
98+000 100+000 2.0 BT 3.75 Poor
100+000 104+200 4.2 BT 3.0 Poor
104+200 104+500 0.3 BT 7.0 Poor
104+500 107+100 2.6 BT 3.0 Poor
107+100 107+400 0.3 CC 7.0 Fair
107+400 109+170 1.77 BT 7.0 Fair
Total 111.17 Km
Table 2.2 Summary of Cross Section of project Road
Carriageway
Total Length Length in (km) Type
Width
Page 17 of 47
35.95 BT
3 39.35 0.7 CC
2.7 Earthen
3.75 8.15 7.95 BT
0.2 CC
5 2.0 2.0 BT
5.5 9.35 6.9 BT
2.45 CC
7.0 26.03 25.43 BT
0.6 CC
10.0 3.0 3.0 CC
14.0 2.7 2.7
Total 90.580
Table 2.6: Summary of Existing Cross-section details
Length(km) % of total
Condition length
Fair 15.87 18%
Poor 74.71 82%
Total 90.580km 100%
Poor Condition Fair Condition
Fig. 2.9 Road Condition
DRAINAGE
Earthen Drains were found in Rural Areas & RCC Drains were Present in Built-up of
Rawatbhata Village Only.
2.8 EXISTING ROW:
Revenue maps reveals that the existing Right of Way (ROW) of the project road varies
between 3m to 55m. The chainage wise existing ROW details are shown below:
Page 18 of 47
Detail of Existing ROW

S.NO. From Chainage To Chainage ROW
1 0 100 27
2 100 200 11
3 200 300 11
4 300 400 10
5 400 500 8
6 500 600 9
7 600 700 10
8 700 800 9
9 800 900 10
10 900 1000 11
11 1000 1100 19
12 1100 1200 28
13 1200 1300 26
14 1300 1400 25
15 1400 1500 22
16 1500 1600 17
17 1600 1700 13
18 1700 1800 18
19 1800 1900 14
20 1900 2000 16
21 2000 2100 15
22 2100 2200 15
23 2200 2300 15
24 2300 2400 16
25 2400 2500 23
26 2500 2600 25
27 2600 2700 29
28 2700 2800 29
29 2800 2900 32
30 2900 3000 27
31 3000 3100 31
32 3100 3200 25
33 3200 3300 22
34 3300 3400 21
35 3400 3500 23
36 3500 3600 19
37 3600 3700 38
38 3700 3800 29
39 3800 3900 34
40 3900 4000 40
41 4000 4100 14
Page 19 of 47
42 4100 4200 49
43 4200 4300 55
44 4300 4400 15
45 4400 4500 11
46 4500 4600 19
47 4600 4700 16
48 4700 4800 19
49 4800 4900 21
50 4900 5000 18
51 5000 5100 11
52 5100 5200 8
53 5200 5300 14
54 5300 5400 16
55 5400 5500 9
56 5500 5600 14
57 5600 5700 25
58 5700 5800 21
59 5800 5900 20
60 5900 6000 17
61 6000 6100 19
62 6100 6200 20
63 6200 6300 11
64 6300 6400 8
65 6400 6500 7
66 6500 6600 11
67 6600 6700 9
68 6700 6800 9
69 6800 6900 10
70 6900 7000 10
71 7000 7100 11
72 7100 7200 9
73 7200 7300 15
74 7300 7400 13
75 7400 7500 15
76 7500 7600 14
77 7600 7700 15
78 7700 7800 17
79 7800 7900 20
80 7900 8000 24
81 8000 8100 19
82 8100 8200 20
83 8200 8300 17
84 8300 8400 22
Page 20 of 47
85 8400 8500 18
86 8500 8600 20
87 8600 8700 21
88 8700 8800 26
89 8800 8900 24
90 8900 9000 24
91 9000 9100 22
92 9100 9200 30
93 9200 9300 29
94 9300 9400 27
95 9400 9500 25
96 9500 9600 26
97 9600 9700 21
98 9700 9800 20
99 9800 9900 18
100 9900 10000 18
101 10000 10100 33
102 10100 10200 34
103 10200 10300 31
104 10300 10400 18
105 10400 10500 15
106 10500 10600 15
107 10600 10700 24
108 10700 10800 14
109 10800 10900 13
110 10900 11000 18
111 11000 11100 17
112 11100 11200 14
113 11200 11300 18
114 11300 11400 12
115 11400 11500 17
116 11500 11600 22
117 11600 11700 19
118 11700 11800 15
119 11800 11900 19
120 11900 12000 21
121 12000 12100 20
122 12100 12200 21
123 12200 12300 24
124 12300 12400 19
125 12400 12500 19
126 12500 12600 27
127 12600 12700 26
Page 21 of 47
128 12700 12800 21

129 12800 12900 22
130 12900 13000 24
131 13000 13100 21
132 13100 13200 20
133 13200 13300 18
134 13300 13400 20
135 13400 13500 19
136 13500 13600 23
137 13600 13700 25
138 13700 13800 19
139 13800 13900 20
140 13900 14000 25
141 14000 14100 18
142 14100 14200 23
143 14200 14300 24
144 14300 14400 22
145 14400 14500 26
146 14500 14600 21
147 14600 14700 14
148 14700 14800 11
149 14800 14900 15
150 14900 15000 9
151 15000 15100 16
152 15100 15200 18
153 15200 15300 17
154 15300 15400 20
155 15400 15500 21
156 15500 15600 14
157 15600 15700 18
158 15700 15800 12
159 15800 15900 8
160 15900 16000 16
161 16000 16100 11
162 16100 16200 16
163 16200 16204 17
164 36810 36900 20
165 36900 37000 28
166 37000 37100 28
167 37100 37200 30
168 37200 37300 23
169 37300 37400 27
170 37400 37500 31
Page 22 of 47
171 37500 37600 31

172 37600 37700 30
173 37700 37800 31
174 37800 37900 28
175 37900 38000 28
176 38000 38100 27
177 38100 38200 30
178 38200 38300 21
179 38300 38400 20
180 38400 38500 19
181 38500 38600 14
182 38600 38700 13
183 38700 38800 12
184 38800 38900 15
185 38900 39000 15
186 39000 39100 18
187 39100 39200 18
188 39200 39300 17
189 39300 39400 15
190 39400 39500 14
191 39500 39600 12
192 39600 39700 25
193 39700 39800 26
194 39800 39900 28
195 39900 40000 26
196 40000 40100 30
197 40100 40200 29
198 40200 40300 23
199 40300 40400 15
200 40400 40500 27
201 40500 40600 22
202 40600 40700 20
203 40700 40800 17
204 40800 40900 20
205 40900 41000 15
206 41000 41100 16
207 41100 41200 17
208 41200 41300 11
209 41300 41400 12
210 41400 41500 10
211 41500 41600 17
212 41600 41700 13
213 41700 41800 14
Page 23 of 47
214 41800 41900 16

215 41900 42000 15
216 42000 42100 13
217 42100 42200 18
218 42200 42300 22
219 42300 42400 30
220 42400 42500 13
221 42500 42600 12
222 42600 42700 15
223 42700 42800 17
224 42800 42900 17
225 42900 43000 24
226 43000 43100 23
227 43100 43200 27
228 43200 43300 22
229 43300 43400 20
230 43400 43500 19
231 43500 43600 17
232 43600 43700 15
233 43700 43800 12
234 43800 43900 17
235 43900 44000 16
236 44000 44100 40
237 44100 44200 35
238 44200 44300 40
239 44300 44400 38
240 44400 44500 22
241 44500 44600 21
242 44600 44700 17
243 44700 44800 17
244 44800 44900 8
245 44900 45000 14
246 45000 45100 5
247 45100 45200 6
248 45200 45300 15
249 45300 45400 12
250 45400 45500 15
251 45500 45600 31
252 45600 45700 20
253 45700 45800 14
254 45800 45900 8
255 45900 46000 13
256 46000 46100 14
Page 24 of 47
257 46100 46200 10

258 46200 46300 12
259 46300 46400 9
260 46400 46500 15
261 46500 46600 8
262 46600 46700 9
263 46700 46800 7
264 46800 46900 13
265 46900 47000 7
266 47000 47100 11
267 47100 47200 7
268 47200 47300 7
269 47300 47400 7
270 47400 47500 9
271 47500 47600 27
272 47600 47700 37
273 47700 47800 37
274 47800 47900 38
275 47900 48000 32
276 48000 48100 32
277 48100 48200 33
278 48200 48300 31
279 48300 48400 26
280 48400 48500 26
281 48500 48600 30
282 48600 48700 26
283 48700 48800 13
284 48800 48900 13
285 48900 49000 17
286 49000 49100 35
287 49100 49200 30
288 49200 49300 32
289 49300 49400 35
290 49400 49500 34
291 49500 49600 23
292 49600 49700 29
293 49700 49800 30
294 49800 49900 31
295 49900 50000 31
296 50000 50100 35
297 50100 50200 26
298 50200 50300 31
299 50300 50400 27
Page 25 of 47
300 50400 50500 27

301 50500 50600 28
302 50600 50700 30
303 50700 50800 27
304 50800 50900 23
305 50900 51000 20
306 51000 51100 20
307 51100 51200 22
308 51200 51300 28
309 51300 51400 35
310 51400 51500 33
311 51500 51600 29
312 51600 51700 30
313 51700 51800 34
314 51800 51900 29
315 51900 52000 27
316 52000 52100 28
317 52100 52200 33
318 52200 52300 26
319 52300 52400 24
320 52400 52500 28
321 52500 52600 37
322 52600 52700 32
323 52700 52800 32
324 52800 52900 30
325 52900 53000 28
326 53000 53100 39
327 53100 53200 41
328 53200 53300 31
329 53300 53400 24
330 53400 53500 25
331 53500 53600 36
332 53600 53700 44
333 53700 53800 44
334 53800 53900 36
335 53900 54000 39
336 54000 54100 53
337 54100 54200 49
338 54200 54300 33
339 54300 54400 26
340 54400 54500 33
341 54500 54600 38
342 54600 54700 41
Page 26 of 47
343 54700 54800 Forest Area

344 54800 54900 Forest Area
345 54900 55000 Forest Area
346 55000 55100 Forest Area
347 55100 55200 Forest Area
348 55200 55300 Forest Area
349 55300 55400 Forest Area
350 55400 55500 Forest Area
351 55500 55600 Forest Area
352 55600 55700 Forest Area
353 55700 55800 Forest Area
354 55800 55900 Forest Area
355 55900 56000 Forest Area
356 56000 56100 Forest Area
357 56100 56200 Forest Area
358 56200 56300 Forest Area
359 56300 56400 Forest Area
360 56400 56500 Forest Area
361 56500 56600 Forest Area
362 56600 56700 Forest Area
363 56700 56800 Forest Area
364 56800 56900 Forest Area
365 56900 57000 Forest Area
366 57000 57100 Forest Area
367 57100 57200 Forest Area
368 57200 57300 Forest Area
369 57300 57400 Forest Area
370 57400 57500 Forest Area
371 57500 57600 Forest Area
372 57600 57700 Forest Area
373 57700 57800 Forest Area
374 57800 57900 Forest Area
375 57900 58000 Forest Area
376 58000 58100 Forest Area
377 58100 58200 Forest Area
378 58200 58300 Forest Area
379 58300 58400 Forest Area
380 58400 58500 Forest Area
381 58500 58600 Forest Area
382 58600 58700 Forest Area
383 58700 58800 Forest Area
384 58800 58900 Forest Area
385 58900 59000 Forest Area
Page 27 of 47
386 59000 59100 30

387 59100 59200 29
388 59200 59300 29
389 59300 59400 33
390 59400 59500 33
391 59500 59600 25
392 59600 59700 24
393 59700 59800 26
394 59800 59900 29
395 59900 60000 40
396 60000 60100 30
397 60100 60200 27
398 60200 60300 31
399 60300 60400 31
400 60400 60500 25
401 60500 60600 22
402 60600 60700 28
403 60700 60800 32
404 60800 60900 30
405 60900 61000 36
406 61000 61100 25
407 61100 61200 23
408 61200 61300 24
409 61300 61400 34
410 61400 61500 28
411 61500 61600 26
412 61600 61700 22
413 61700 61800 23
414 61800 61900 24
415 61900 62000 14
416 62000 62100 13
417 62100 62200 12
418 62200 62300 13
419 62300 62400 14
420 62400 62500 9
421 62500 62600 14
422 62600 62700 6
423 62700 62800 6
424 62800 62900 10
425 62900 63000 7
426 63000 63100 5
427 63100 63200 5
428 63200 63300 13
Page 28 of 47
429 63300 63400 14

430 63400 63500 18
431 63500 63600 20
432 63600 63700 20
433 63700 63800 20
434 63800 63900 25
435 63900 64000 26
436 64000 64100 23
437 64100 64200 24
438 64200 64300 28
439 64300 64400 30
440 64400 64500 27
441 64500 64600 26
442 64600 64700 23
443 64700 64800 32
444 64800 64900 44
445 64900 65000 40
446 65000 65100 52
447 65100 65200 54
448 65200 65300 33
449 65300 65400 30
450 65400 65500 28
451 65500 65600 30
452 65600 65700 32
453 65700 65800 34
454 65800 65900 32
455 65900 66000 36
456 66000 66100 35
457 66100 66200 37
458 66200 66300 35
459 66300 66400 35
460 66400 66500 37
461 66500 66600 35
462 66600 66700 34
463 66700 66800 30
464 66800 66900 27
465 66900 67000 27
466 67000 67100 25
467 67100 67200 26
468 67200 67300 27
469 67300 67400 25
470 67400 67500 24
471 67500 67600 22
Page 29 of 47
472 67600 67700 42

473 67700 67800 36
474 67800 67900 36
475 67900 68000 31
476 68000 68100 31
477 68100 68200 35
478 68200 68300 32
479 68300 68400 37
480 68400 68500 30
481 68500 68600 30
482 68600 68700 31
483 68700 68800 30
484 68800 68900 31
485 68900 69000 31
486 69000 69100 28
487 69100 69200 26
488 69200 69300 23
489 69300 69400 23
490 69400 69500 23
491 69500 69600 24
492 69600 69700 24
493 69700 69800 25
494 69800 69900 25
495 69900 70000 28
496 70000 70100 29
497 70100 70200 27
498 70200 70300 34
499 70300 70400 33
500 70400 70500 32
501 70500 70600 30
502 70600 70700 35
503 70700 70800 33
504 70800 70900 26
505 70900 71000 26
506 71000 71100 27
507 71100 71200 29
508 71200 71300 28
509 71300 71400 25
510 71400 71500 26
511 71500 71600 27
512 71600 71700 26
513 71700 71800 22
514 71800 71900 6
Page 30 of 47
515 71900 72000 6

516 72000 72100 6
517 72100 72200 6
518 72200 72300 6
519 72300 72372 6
520 72372 72400 Forest Area
521 72400 72500 Forest Area
522 72500 72600 Forest Area
523 72600 72700 Forest Area
524 72700 72800 Forest Area
525 72800 72900 Forest Area
526 72900 73000 Forest Area
527 73000 73100 Forest Area
528 73100 73200 Forest Area
529 73200 73300 Forest Area
530 73300 73400 Forest Area
531 73400 73500 Forest Area
532 73500 73600 Forest Area
533 73600 73700 Forest Area
534 73700 73800 Forest Area
535 73800 73900 Forest Area
536 73900 74000 Forest Area
537 74000 74100 Forest Area
538 74100 74200 Forest Area
539 74200 74300 Forest Area
540 74300 74400 Forest Area
541 74400 74500 Forest Area
542 74500 74600 Forest Area
543 74600 74700 Forest Area
544 74700 74800 Forest Area
545 74800 74900 Forest Area
546 74900 75000 Forest Area
547 75000 75100 Forest Area
548 75100 75200 Forest Area
549 75200 75300 Forest Area
550 75300 75400 Forest Area
551 75400 75500 Forest Area
552 75500 75600 Forest Area
553 75600 75700 Forest Area
554 75700 75800 Forest Area
555 75800 75900 Forest Area
556 75900 76000 Forest Area
557 76000 76100 Forest Area
Page 31 of 47
558 76100 76200 Forest Area

559 76200 76300 Forest Area
560 76300 76400 Forest Area
561 76400 76500 Forest Area
562 76500 76600 Forest Area
563 76600 76700 Forest Area
564 76700 76800 Forest Area
565 76800 76900 Forest Area
566 76900 77000 Forest Area
567 77000 77100 Forest Area
568 77100 77200 Forest Area
569 77200 77300 Forest Area
570 77300 77400 Forest Area
571 77400 77500 Forest Area
572 77500 77600 Forest Area
573 77600 77700 Forest Area
574 77700 77800 Forest Area
575 77800 77900 Forest Area
576 77900 78000 Forest Area
577 78000 78100 Forest Area
578 78100 78200 Forest Area
579 78200 78300 Forest Area
580 78300 78400 Forest Area
581 78400 78500 Forest Area
582 78500 78600 Forest Area
583 78600 78700 Forest Area
584 78700 78800 Forest Area
585 78800 78900 Forest Area
586 78900 79000 Forest Area
587 79000 79100 Forest Area
588 79100 79200 Forest Area
589 79200 79300 Forest Area
590 79300 79400 Forest Area
591 79400 79500 Forest Area
592 79500 79600 Forest Area
593 79600 79700 Forest Area
594 79700 79800 Forest Area
595 79800 79900 Forest Area
596 79900 80000 Forest Area
597 80000 80100 Forest Area
598 80100 80200 Forest Area
599 80200 80300 Forest Area
600 80300 80372 Forest Area
Page 32 of 47
601 80372 80400 10

602 80400 80500 14
603 80500 80600 11
604 80600 80700 11
605 80700 80800 7
606 80800 80900 16
607 80900 81000 13
608 81000 81100 10
609 81100 81200 10
610 81200 81300 6
611 81300 81400 11
612 81400 81500 10
613 81500 81600 5
614 81600 81700 6
615 81700 81800 5
616 81800 81900 4
617 81900 82000 8
618 82000 82100 3
619 82100 82200 15
620 82200 82300 18
621 82300 82400 9
622 82400 82500 10
623 82500 82600 12
624 82600 82700 12
625 82700 82800 14
626 82800 82900 20
627 82900 83000 19
628 83000 83100 10
629 83100 83200 14
630 83200 83300 13
631 83300 83400 11
632 83400 84850 Bypass
633 84850 85000 12
634 85000 85200 16
635 85200 85400 6
636 85400 85600 6
637 85600 85800 7
638 85800 86000 6
639 86000 86200 6
640 86200 86400 6
641 86400 86600 6
642 86600 86800 6
643 86800 87000 6
Page 33 of 47
644 87000 87200 6

645 87200 87400 11
646 87400 87600 15
647 87600 87800 15
648 87800 88000 8
649 88000 88200 21
650 88200 88400 12
651 88400 88600 13
652 88600 88800 11
653 88800 89000 19
654 89000 89200 13
655 89200 89400 17
656 89400 89600 23
657 89600 89800 14
658 89800 90000 17
659 90000 90200 16
660 90200 90400 6
661 90400 90600 13
662 90600 90800 6
663 90800 91000 6
664 91000 91200 7
665 91200 91400 6
666 91400 91600 6
667 91600 91800 8
668 91800 92000 10
669 92000 92200 7
670 92200 92400 6
671 92400 92600 16
672 92600 92800 30
673 92800 93000 6
674 93000 93200 6
675 93200 93400 9
676 93400 93600 15
677 93600 93800 18
678 93800 94000 20
679 94000 94200 20
680 94200 94400 19
681 94400 94600 10
682 94600 94800 6
683 94800 95000 11
684 95000 95200 8
685 95200 95400 12
686 95400 95600 6
Page 34 of 47
687 95600 95800 7

688 95800 96000 12
689 96000 96200 8
690 96200 96400 6
691 96400 96600 6
692 96600 97800 Bypass
693 97800 98000 11
694 98000 98200 6
695 98200 98400 18
696 98400 98600 22
697 98600 98800 18
698 98800 99000 20
699 99000 99200 14
700 99200 99400 14
701 99400 99600 8
702 99600 99800 6
703 99800 100000 8
704 100000 100200 10
705 100200 100400 8
706 100400 100600 6
707 100600 100800 7
708 100800 101000 10
709 101000 101200 7
710 101200 101400 8
711 101400 101600 8
712 101600 101800 16
713 101800 102000 23
714 102000 102200 30
715 102200 102400 24
716 102400 102600 22
717 102600 102800 24
718 102800 103000 24
719 103000 103200 23
720 103200 103400 18
721 103400 103600 20
722 103600 103800 25
723 103800 104000 18
724 104000 104200 21
725 104200 104400 26
726 104400 104600 26
727 104600 104800 24
728 104800 105000 27
729 105000 105200 27
Page 35 of 47
730 105200 105400 27

731 105400 105600 26
732 105600 105800 20
733 105800 106000 19
734 106000 106200 17
735 106200 106400 21
736 106400 106600 17
737 106600 106800 24
738 106800 107000 25
739 107000 107200 22
740 107200 107400 16
741 107400 107600 16
742 107600 107800 16
743 107800 108000 16
744 108000 108200 13
745 108200 108400 17
746 108400 108600 17
747 108600 108800 18
748 108800 109000 15
749 109000 109200 19
750 109200 109400 19
751 109400 109600 13
518 109600 109800 19
519 109800 110000 18
520 110000 110200 35
521 110200 110400 43
522 110400 110600 43
523 110600 110800 50
524 110800 110818 31
2.9 Cross drainage structures
There are 128 nos. structure found in 90.580 km length, which is seems to be adequate. 10
new additional culverts are provided based on the detailed study of the hydraulic
parameters of the catchment area.
Table 2.6- Summary of Existing Structures
Major Minor Slab Box Hume Pipe Pipe

Causeways
Bridge Bridge Culvert Culvert Culvert Layed
1 Nos. 24 Nos. 34 Nos. 01 Nos. 84 Nos. 02 Nos. 18 Nos.
Page 36 of 47
Hume Pipe Culverts – 84 nos.

Table: 2.7
Existing
Sr. Existing Design
Existing Span Existing
No. Chainage Chainage Structure Type
Arrangement (m) structure Width
1 8+100 8+090 FCW FCW 7
2 8+700 8+695 FCW FCW 7
3 11+520 11+510 3ROW100 HPC 12.7
4 12+655 12+645 2ROW100 HPC 10.2
5 13+650 13+640 FCW FCW 7
6 37+020 37+005 1ROW900 HPC 8.3
7 37+880 37+860 1ROW900 HPC 8.7
8 38+340 38+320 1ROW600 HPC 8.4
9 39+030 39+015 1ROW1200 HPC 12.4
10 44+770 44+750 1ROW600 HPC 8.4
11 45+450 45+420 4ROW600 HPC 8.5
12 46+350 46+320 2ROW600 HPC 8.1
13 48+300 48+270 2ROW1200 HPC 12.5
14 48+500 48+465 2ROW1000 HPC 12.7
15 49+680 49+650 1ROW1200 HPC 12.2
16 50+950 50+915 1ROW2300 BOX 8.5
17 51+100 51+075 1ROW300 Pipe Layed
18 51+600 51+575 2ROW600 HPC 8.4
19 53+690 53+655 1ROW600 HPC 9
20 54+000 54+015 1ROW300 Pipe Layed
21 55+810 55+775 2ROW600 HPC 8.3
22 55+885 55+850 4ROW600 HPC 8.5
Page 37 of 47
Existing
Sr. Existing Design
23 56+100 56+060 2ROW600 HPC 8.4
24 56+550 56+510 2ROW900 HPC 8.4
25 56+825 56+795 3ROW600 HPC 8.4
26 57+950 57+910 FCW FCW 8.4
27 61+200 61+155 2ROW900 HPC 7.3
28 63+240 63+175 3ROW600 HPC 7.4
29 63+520 63+460 1ROW600 HPC 7.4
30 63+690 63+635 2ROW600 HPC 5
31 63+800 63+740 FCW FCW 14.6
32 73+710 73+625 6ROW600 HPC 13.5
33 73+900 73+825 2ROW600 HPC 7.5
34 79+250 79+170 2ROW1000 HPC 8
35 79+590 79+500 2ROW1000 HPC 7.4
36 79+960 79+870 1ROW1000 VCW 7.3
37 80+075 79+985 1ROW1000 VCW 7.5
38 80+650 80+560 1ROW600 HPC 7
39 80+750 80+655 FCW FCW 7
40 81+060 80+960 FCW FCW 7
41 81+200 81+110 FCW FCW 7.5
42 83+935 83+900 1ROW600 HPC 7.6
43 86+410 86+215 4ROW600 VCW 7.6
44 86+520 86+320 1ROW600 HPC 7.6
45 87+190 86+990 2ROW900 HPC 10.2
Page 38 of 47
Existing
Sr. Existing Design
46 88+020 87+820 1ROW600 VCW 10.8
47 88+860 88+660 1ROW600 HPC 10
48 89+115 88+915 1ROW300 HPC 10.5
49 89+240 89+040 3ROW600 HPC 10
50 89+885 89+675 4ROW900 HPC 10
51 90+270 90+070 2ROW600 HPC 10
52 90+800 90+600 1ROW600 HPC 10
53 90+970 90+760 1ROW600 HPC 10
54 91+550 91+335 1ROW900 HPC 10.3
55 92+050 91+830 1ROW900 HPC 10.2
56 92+480 92+265 1ROW600 FCW 10.3
57 92+575 92+355 1ROW600 HPC 10
58 94+570 94+345 2ROW900 HPC 10.5
59 95+050 94+830 2ROW600 HPC
60 95+200 94+980 FCW FCW 10.3
61 95+815 95+595 5ROW900 HPC 10
1ROW900
62 98+930 98+610 HPC 10
3ROW600
63 99+250 98+915 2ROW600 VCW 10
64 99+575 99+245 3ROW900 HPC 10
65 99+900 99+570 2ROW600 HPC 10
66 100+270 99+935 2ROW900 HPC 10
67 100+480 100+150 3ROW900 HPC 10
Page 39 of 47
Existing
Sr. Existing Design
68 101+300 100+965 1ROW600 HPC 10.3
69 101+470 101+150 1ROW900 HPC 10
70 101+950 101+620 2ROW900 HPC 10
71 102+100 101+760 1ROW600 HPC 10
72 102+660 102+330 2ROW600 HPC 10
73 102+715 102+380 2ROW900 HPC 7.3
74 102+780 102+445 3ROW600 VCW 7.3
75 102+820 102+500 3ROW900 HPC 7.3
76 102+860 102+525 8ROW1000 HPC 8
77 103+875 103+535 1ROW600 HPC 8
78 105+050 104+710 1ROW900 HPC 7.8
79 106+590 106+250 2ROW900 HPC
80 106+950 106+610 FCW 8.8
81 107+650 107+300 3ROW900 HPC
82 108+750 108+400 FCW 12.6
83 109+960 109+610 1ROW1000 HPC 12.8
84 110+725 110+370 3ROW900 HPC 8
(B) Slab Culverts – 27 nos

Table: 2.8
Sr. Existing Design Existing
No. Chainage Chainage Existing Span Structure Type Existing
1 0+090 0+090 1x1.3 Slab 7.6
2 0+990 0+990 1x1.2 Slab 12
3 7+645 7+635 2x2.4 Slab 7.4
Page 40 of 47
4 10+990 10+980 1x1.2 Slab 7
5 11+700 11+700 1x1.4 Slab 7.7
6 12+810 12+800 2x1.5 Slab 7.8
7 13+250 13+235 1x1.2 Slab 7.5
8 14+520 14+505 1x1.2 Slab 7.6
9 43+700 43+670 1x1.8 Slab 8.2
10 44+260 44+240 1x1.8 Slab 7.6
11 49+240 49+210 1x1.4 Slab 8.3
12 51+330 51+300 1x3 Slab 8.3
13 65+600 65+535 2x1.1 Slab 7.7
14 68+250 68+165 1x1.5 Slab 6.5
15 69+000 68+935 1x1 Slab 6.5
16 69+850 69+780 1x1.1 Slab 12.9
17 70+050 69+975 1x1.3 Slab 12.3
18 71+125 71+055 1x1.7 Slab 14
19 72+550 72+470 1x1.7 Slab 13.9
20 74+910 74+830 1x1.2 Slab 7.6
21 74+975 74+900 1x1.2 Slab 7.1
22 78+310 78+225 1x0.8 Slab 7.2
23 80+450 80+355 1x3 Slab 7
24 85+600 85+410 1x2.9 Slab 7.4
25 86+075 85+880 1x2.8 Slab 7.4
26 88+580 88+400 1x5.8 Slab 7.2
27 92+900 92+685 1x2.8 Slab 13.5
2.11 RAIL-ROAD CROSSING:

There is no rail road level crossing exists at project corridor.
Page 41 of 47
2.12 ONGOING DEVELOPMENT PLANS

Patch Work was going on between km-8-9 on project road. No other development plan
reported for this road during preliminary survey.
2.14 SOIL STRATA
Table 2.9 shows variations in Soil of Project Road.
Table2.9 As per Existing chainage
Total
Ex. Start Length
Ex. End Ch. Length Type of Soil Remark
Ch. (km)
(km)
0+000 2+000 2.0 Both Side
0+000 14+220 14.22 Expansive Soil (BC Soil) Both Side
40.22
36+000 38+000 2.0 Both Side
85+000 107+000 22.0 Both Side
34+810 36+000 1.19 Both Side
Non Expansive Soil (Red
38+000 85+000 47.0 50.36 Both Side
Soil)
107+000 109+170 2.17 Both Side
90.58
Total km
2.15 SERVICE ROADS

There are no service roads along the road.
2.16 LAND AQUISITION

As per Circular of PWD, Rajasthan Proposed ROW is 30m. However, to start construction on
site 16m ROW is required.
Hence land acquisition requirement for both 16m & 30m proposed ROW has been worked out
& listed below:-
Details of Land Acquisition are:-
Summary of Land Acquisition

S.N. Type of land Area of Land to be Acquired (in Hec)
Proposed ROW - 16m
1 Govt. Land 4.400
2 Private land 9.630
3 Forest land(30m) 27.9
Total Land to be Acquired (in Hec) 41.930
Proposed ROW - 30m
1 Govt. Land 21.607
Page 42 of 47
2.17 TRAFFIC
The vehicles basically use the road as connection between SH-09 (Chittaurgarh- Udaipur
Section) to NH-76B (Rajsamand- Bhilwara Section), also the road is being used for connecting
local villages located on either side of road. The traffic mostly consists of agricultural vehicles
like tractor trolleys & also Truck, 2axle, 3axle vehicles due to sand mine of Banas River. Other
vehicles using the road are Local public buses, two wheelers and bicycles.
2.18 TRAFFIC SURVEY LOCATON

The traffic survey shall be conducted at
A) Classified Volume Count Survey At

1. At Km 1+800 (After Balwant Nagar Village)
2. At Km 12+900 (Before M.P. Border)
3. At Km 37+000 (After M.P. Border)
4. At Km 58+800 (At Bhainsrogarh Junction)
5. At Km 71+600 ( After RawatBhata Town)
6. At Km 107+000 ( Before Chechat Town)
B) OD & Axle Load Spectrum Survey

1. At Km 58+800 (At Bhainsrogarh Junction)
c) Turning Movement Survey

1. At Km 0+000 (starting Point)
2. At Km 66+300 (Major Junction, to Kota)
3. At Km 71+300 (Junction, to Gandhi Sagar Dam)
2.21 BYPASSES AND REALIGNMENTS:

Based on the preliminary investigation of the existing road geometry as discussed in section
2.2 and based on the visual inspection of the availability of land for widening to the desired
standard in the built-up areas, it is envisaged that 2 lane with hard shoulder with side drains
are necessary. The available land width in these stretches, except at Jharjhani Village &
Mohanpura Village, vary as per table no. 2.4, which is sufficient to fit a 2-lane with hard
shoulder cross-section without major demolition of the residential and commercial structures.
However, in Jharjhani village and Mohanpura village, the road is passing through densely
populated city portion and a bypass is required for smooth and congestion free movement
of traffic in this stretch.
BYPASS PROPOSALS:-
All Bypass proposals will be finalized after collection of Land Plans from Revenue Department
for minimizing land Acquisition. Tentative Proposals are given below:-
1. Jharjhari Village
Page 43 of 47
TABLE 2.6 MERITS & DEMERITS
S.NO. ITEM OPTION-I OPTION-II
(EXISTING ALIGNMENT) (BYPASS)
1 DESIGN SPEED 20Km/Hr 80 Km/Hr
2 BT WIDTH 0m 7m
3 LENGTH 1.55km 1.45km
4 ROW 8m 30m
5 LAND ACQUISITION Required (dismantling of Required (Ag land)

permanent structures is required)
6 GEOMETRIC Deficient As per standard

STANDARDS
7 SAFETY unsafe safe
8. CONSTRUCTION Comparatively less More

COST
Page 44 of 47
2. Mohanpura Village
TABLE 2.7 MERITS & DEMERITS
S.NO. ITEM OPTION-I OPTION-II
(EXISTING ALIGNMENT) (BYPASS)
1 DESIGN SPEED 20Km/Hr 80 Km/Hr
2 BT WIDTH 0m 7m
3 LENGTH 1.4km 1.3km
4 ROW 8m 30m
5 LAND ACQUISITION Required (dismantling of Required (Ag land)

permanent structures is required)
6 GEOMETRIC Deficient As per standard

STANDARDS
7 SAFETY unsafe safe
8. CONSTRUCTION Comparatively less More

COST
2.22 MISCELLANEOUS SERVICES

Various services available along the existing highway are as follows:-
Fuel Stations: One Fuel stations were observed on the road at Km 21+550.
Page 45 of 47
Telephone Facilities: Telephone facility is available in all villages on the road.
Police Station:- No Police Stations was located on the Road .
2.23 ENVIRONMENTAL IMPACT, REHABILITATION AND SENSITIVITY

This road mainly passes through agricultural fields, populated area & Forest area in some
part. Project for road widening, rehabilitation shall not cause any adverse effect on ecology
and environment of the adjoining area.
1. A Stretch of 9.3 km fall in Forest area stated below :-
Jawaharsagar Km 54+598 - Km
Sanctuary 4.3 58+898
Mukundra Hills Km 75+372- Km
(Tiger Reserve) 5.0 80+372
Total Length 9.3
2.23 SPECIAL FEATURE

1. Bhainsrogarh Fort
Page 46 of 47
2.24 RESOURCES
Labor: - Enough unskilled labour is available in the region.

Subgrade / Aggregates:-Good quality subgrade/aggregate is available on project road.
(Average lead 10km)
Location-
a) Near Ch- 35+200
b) Near Ch- 60+450
c) Near Ch- 107+150
Bitumen:-The bitumen supply to this area, in general, comes from Mathura Refinery; required
quantity supply can be arranged from there.
Proposed Plant Location-
1. Between CH- 45+000 – 47+000 (avg lead-12km) for HS-1 & HS-II
2. Between CH- 90+000 – 92+000 (avg lead-10km) for HS-1 & HS-II
2.25 UTILITIES
Electrical Poles: - Electrical poles are fixed both on the left hand side / right hand side mainly
in village area of the road.
Optical Fiber Cables (OFC):- As per local inquiry, No OFC has been laid.
Water Supply Main Lines: - As per local inquiry water supply exists in main settlements along
the road.
Page 47 of 47
Chapter-3: SOCIO ECONOMIC PROFILE

3.1 Introduction
The Government of Rajasthan has taken initiatives in the up-gradation and development of its road
network in the State. In this context, Public Works Department Rajasthan is having a glorious history in
the development of National Highways, State Highways and Major District Roads at various
locations in the state of Rajasthan.
Most of the projects were operated under BOT scheme “Public – Private Partnership” scheme and
other being developed under EPC, MEGA and regular contract scheme. Several other projects
under PMGSY scheme are looked after by STATE PWD, RAJASTHAN for up gradation of State
Highways & Major District Roads. The department is also mainly entrusted with construction and
maintenance of Roads, Bridges and Government buildings etc.
This report deals with. Katunda – Rawatbhata - Chechat Road (SH-9A) which needs to be
upgraded to Two Lane with granular Shoulders and the details of this road is given in Table No.
1.2.
Table 3.2 Details of Project Road
Sr. No. Name of Road SH No. Chainage (in Km) Length as per Length as
From To Topographic per Design
(in Km) (in Km) Survey (in Km)
(in Km)
1 Katunda- SH-9A Km 0+000 Km 90.58 90.212
Rawatbhata- 90.58
Chechat Road
3.2 Objective
The main objective of the consultancy service is for carrying out Feasibility study for
finalizing alignment, cost and proper structuring and implementation for State Highway in
Rajasthan.
PWD, Rajasthan accordingly proposes to procure the services of feasibility Consultants for carrying
out suitable feasibility study for selection of the alignment, field investigation, hydraulic studies,
providing detailed structural design, evaluate detailed cost analysis, LA and R&R plan,
utility shifting & relocation plan, environmental analysis and recommending implementation
mode for taking up the project. Financial analysis/modeling shall be submitted along with Draft
Feasibility Report as guidance to PWD for taking up the project on Annuity basis with active
support of State/Central Government. The consultant shall clearly specify the type of contract
to be implemented for taking up the work considering the financial & economic viability of
the Road sections.
Page 1 of 18
Page 2 of 18
3.3 Historical Background

The Indus Valley Civilization, one of the world's first and oldest, was in parts of what is now
Rajasthan. Kalibangan, in Hanumangarh district, was a major provincial capital of the Indus
Valley Civilization, now part of Pakistan. It is believed that Western Kshatrapas (405–35 BC)
were Saka rulers of the western part of India (Saurashtra and Malwa: modern Gujarat, Southern
Sindh, Maharashtra, Rajasthan). They were successors to the Indo-Scythians and were
contemporaneous with the Kushans, who ruled the northern part of the Indian subcontinent. The
Indo-Scythians invaded the area of Ujjain and established the Saka era (with their calendar),
marking the beginning of the long-lived Saka Western Satraps state. Matsya, a state of the Vedic
civilisation of India, is said to roughly corresponded to the former state of Jaipur in Rajasthan and
included the whole of Alwar with portions of Bharatpur. The capital of Matsya was
at Viratanagar (modern Bairat), which is said to have been named after its founder king Virata.
Traditionally the Meenas, Gurjars, Bhils, Rajputs, Rajpurohit, Charans, Jats, Yadavs, Bishnois,
PhulMali (Saini) and other tribes made a great contribution in building the state of Rajasthan. All
these tribes suffered great difficulties in protecting their culture and the land. Millions of them
were killed trying to protect their land. A number of Gurjars had been exterminated
in Bhinmal andAjmer areas fighting with the invaders. Bhils once ruled Kota. Meenas were rulers
of Bundi and the Dhundhar region.
Gurjars ruled many dynasties in this part of the country. In fact, this region was long k nown
as Gurjaratra. Up to the tenth century almost the whole of North India, excepting Bengal,
acknowledged the supremacy of the Gurjars with their seat of power at Kannauj.
The Gurjar Pratihar Empire acted as a barrier for Arab invaders from the 8th to the 11th century.
The chief accomplishment of the Gurjara Pratihara empire lies in its successful resistance to
foreign invasions from the west, starting in the days of Junaid. Historian R. C. Majumdar says that
this was openly acknowledged by the Arab writers themselves. He further notes that historians of
India have wondered at the slow progress of Muslim invaders in India, as compared with their
rapid advance in other parts of the world. Now there seems little doubt that it was the power of
the Gurjara Pratihara army that effectively barred the progress of the Arabs beyond the confines
of Sindh, their first conquest for nearly 300 years. The Mehrangarh Fort at Jodhpurwas built by Rao
Jodha in 1459. The earlier contributions of warriors and protectors of the land (the Meenas,
Gurjars, Ahirs, Jats and Bhils) were ignored and lost in history due to the stories of great valour
shown by certain specific clans in later years, which gained more prominence than the earlier
acts of bravery.
Modern Rajasthan includes most of Rajputana, which comprises the erstwhile nineteen princely
states, two chiefships, and the British district of Ajmer-Merwara.
Marwar (Jodhpur), Bikaner, Mewar (Udaipur), Alwar and Dhundhar (Jaipur) were some of the
main Rajput princely states. Bharatpur and Dholpur were Jat princely states whereas Tonk was a
princely state under a Muslim Nawab. Rajput families rose to prominence in the 6th century CE.
The Rajputs put up a valiant resistance to the Islamic invasions and protected this land with their
warfare and chivalry for more than 500 years. They also resisted Mughal incursions into India and
thus contributed to their slower-than-anticipated access to the Indian subcontinent. Later, the
Mughals, through a combination of treachery and skilled warfare, were able to get a firm grip on
northern India, including Rajasthan. Mewar led other kingdoms in its resistance to outside rule.
Most notably, Rana Sanga fought the Battle of Khanua against Babur, the founder of the Mughal
empire.
Samrat Hem Chandra Vikramaditya, the Hindu Emperor, also known as Hemu in the history of
India, was born in the village of Machheri in Alwar District in 1501. He won 22 battles against
Page 3 of 18
Afghans, from Punjab to Bengal and defeated Akbar's forces twice at Agra and Delhi in 1556,
before acceding to the throne of Delhi and establishing the "Hindu Raj" in North India, albeit for a
short duration, from Purana Quila in Delhi. He was killed in the Second Battle of Panipat.)
Maharana Pratap of Mewar resisted Akbar in the famous Battle of Haldighati (1576) and later
operated from hilly areas of his kingdom. The Bhils were Maharana's main allies during these wars.
Most of these attacks were repulsed even though the Mughal forces outnumbered Mewar
Rajputs in all the wars fought between them. The Haldighati war was fought between 10,000
Mewaris and a 100,000-strong Mughal force (including many Rajputs like Kachwahas from
Dhundhar). Maharana Pratap Singh, legendary sixteenth-centuryRajput ruler of Mewar
Over the years, the Mughals began to have internal disputes which greatly distracted them at
times. The Mughal Empire continued to weaken, and with the decline of the Mughal Empire in
the 18th century,Rajputana came under suzerainty of the Marathas. The Marathas, who were
Hindus from the state of what is now Maharashtra, ruled Rajputana for most of the eighteenth
century. The Maratha Empire, which had replaced the Mughal Empire as the overlord of the
subcontinent, was finally replaced by the British Empire in 1818.
Following their rapid defeat, the Rajput kings concluded treaties with the British in the early 19th
century, accepting British suzerainty and control over their external affairs in return for internal
autonomy.
Rajasthan's formerly independent kingdom created a rich architectural and cultural heritage,
seen even today in their numerous forts and palaces (Mahals and Havelis), which are enriched
by features of Islamic and Jain architecture.
The development of frescos in Rajasthan is linked with the history of the Marwaris, who played a
crucial role in the economic development of the region.[citation needed] Many wealthy families
throughout Indian history have links to Marwar. These include the legendary Birla, Bajaj and Mittal
families.
Page 4 of 18
3.4 Geography, Forests & Agriculture
Geography:
The geographic features of Rajasthan are the Thar Desert and the Aravalli Range, which runs
through the state from southwest to northeast, almost from one end to the other, for more than
850 kilometres (530 mi). Mount Abu lies at the southwestern end of the range, separated from the
main ranges by the West Banas River, although a series of broken ridges continues
into Haryana in the direction of Delhi where it can be seen as outcrops in the form of the Raisina
Hill and the ridges farther north. About three-fifths of Rajasthan lies northwest of the Aravallis,
leaving two-fifths on the east and south direction. The northwestern portion of Rajasthan is
generally sandy and dry. Most of this region is covered by the Thar Desert which extends into
adjoining portions of Pakistan. The Aravalli Range does not intercept the moisture-giving
southwest monsoon winds off the Arabian Sea, as it lies in a direction parallel to that of the
coming monsoon winds, leaving the northwestern region in a rain shadow. The Thar Desert is
thinly populated; the town of Bikaner is the largest city in the desert. The Northwestern thorn scrub
forests lie in a band around the Thar Desert, between the desert and the Aravallis. This region
receives less than 400 mm of rain in an average year. Temperatures can exceed 45 °C in the
summer months and drop below freezing in the winter. The Godwar, Marwar, and
Shekhawati regions lie in the thorn scrub forest zone, along with the city of Jodhpur. The Luni
River and its tributaries are the major river system of Godwar and Marwar regions, draining the
Page 5 of 18
western slopes of the Aravallis and emptying southwest into the great Rann of Kutch wetland in
neighbouring Gujarat. This river is saline in the lower reaches and remains potable only up to
Balotara in Barmer district. The Ghaggar River, which originates in Haryana, is an intermittent
stream that disappears into the sands of the Thar Desert in the northern corner of the state and is
seen as a remnant of the primitive Saraswati river. The Aravalli Range and the lands to the east
and southeast of the range are generally more fertile and better watered. This region is home to
the Kathiarbar-Gir dry deciduous forests ecoregion, with tropical dry broadleaf forests that
include teak, Acacia, and other trees. The hilly Vagad region lies in southernmost Rajasthan, on
the border with Gujarat. With the exception of Mount Abu, Vagad is the wettest region in
Rajasthan, and the most heavily forested. North of Vagad lies the Mewar region, home to the
cities of Udaipur and Chittaurgarh. The Hadoti region lies to the southeast, on the border with
Madhya Pradesh. North of Hadoti and Mewar lies the Dhundhar region, home to the state
capital of Jaipur. Mewat, the easternmost region of Rajasthan, borders Haryana and Uttar
Pradesh. Eastern and southeastern Rajasthan is drained by the Banas and Chambal rivers,
tributaries of the Ganges. The Aravalli Range runs across the state from the southwest peak Guru
Shikhar (Mount Abu), which is 1,722 m in height, to Khetri in the northeast. This range divides the
state into 60% in the northwest of the range and 40% in the southeast. The northwest tract is sandy
and unproductive with little water but improves gradually from desert land in the far west and
northwest to comparatively fertile and habitable land towards the east. The area includes the
Thar Desert. The south-eastern area, higher in elevation (100 to 350 m above sea level) and more
fertile, has a very diversified topography in the south lies the hilly tract of Mewar. In the southeast,
a large area within the districts of Kota andBundi forms a tableland. To the northeast of these
districts is a rugged region (badlands) following the line of the Chambal River. Farther north the
country levels out; the flat plains of the northeastern Bharatpur district are part of
an alluvial basin. Merta City lies in the geographical center of Rajasthan.
Forests: Rajasthan, the largest state of India having its geographical area 3, 42,239sq.km. which is
11% of the country's geographical area. It is situated in the northwestern part of the Indian Union
& lies between 23º30´ and 30º 11’ North latitude and 69º 29’ and 78º 17’ East longitude. Rajasthan
state is largely an arid state for most of its part. It has only 9.5 % of total geographical area
recorded as forest. The Tropic of Cancer passes through south of Banswara town presenting an
irregular rhomboid shape, the state has a maximum length of 869 km. from west to east and 826
km. from north to south. The western boundry of the state is part of the Indo-Pak international
boundary, running to an extent of 1,070 km. It touches four main districts of region, namely,
Barmer, Jaisalmer, Bikaner and Ganganagar. The state is girdled by Punjab and Haryana states in
the north, Uttar Pradesh in the east, Madhya Pradesh in the southeast and Gujarat in the
southwest.
Page 6 of 18
The forests of Rajasthan are spread unequally in Northern, Southern, Eastern and South Eastern
parts. The forests are mostly adapho-climatic climax forests. According to the legal status the
forests of the State can be classified as under:
Page 7 of 18
Page 8 of 18
Agriculture:
1. Two third of the total geographical area is
under Desert. Agriculture in Rajasthan is
primarily rainfed. The average Rainfall is
46.4 cms.
2. The period of monsoon is shortest, ranging
around 2 to 2.5 months. Its onset is late and
withdrawal early as compared to other
States and one or two dry spells is a
common phenomenon.
3. 90 percent of the total rainfall is received
during monsoon season (July-Sept.). In
addition to spatial variation in rainfall,
there is great variation from year to year
4. About 63 percent of the total cultivation is
under Kharif season and is mostly
dependent (91%) on rainfall, which is
uneven, aberrant and uncertain.
5. About 74.16 percent of the irrigated area
(73.08 lac ha.) is under wells, tube-wells etc. The underground water is unsecured as the water
table is falling down.
6. Approximately 24.34 percent of the irrigated area is under canal irrigation where water
delivery (canal opening) is not coinciding with critical crop growth stages.
7. Efficient use of water is a pertinent issue in all command areas.
8. Mono-cropping system is predominant in almost all the 10 Agro Climatic Zones.
9. Rajasthan has only 1% Country’s total Surface Water Resources.
3.5 Economy
Rajasthan's economy is primarily agricultural and pastoral. Wheat and barley are cultivated over
large areas, as are pulses, sugarcane, and oilseeds. Cotton and tobacco are the state's cash
crops. Rajasthan is among the largest producers of edible oils in India and the second largest
producer of oilseeds. Rajasthan is also the biggest wool-producing state in India and the
main opium producer and consumer. There are mainly two crop seasons. The water for irrigation
comes from wells and tanks. The Indira Gandhi Canal irrigates northwestern Rajasthan. The main
industries are mineral based, agriculture based, and textiles. Rajasthan is the second largest
producer of polyester fibre in India. The Pali and Bhilwara District produces more cloth than
Bhiwandi, Maharashtra and the bhilwara is the largest city in suitings production and export and
Pali is largest city in cotton and polyster in blouse pieces and rubia production and export.
Several prominent chemical and engineering companies are located in the city of Kota, in
southern Rajasthan. Rajasthan is pre-eminent inquarrying and mining in India. The Taj Mahal was
built from the white marble which was mined from a town called Makrana. The state is the
Page 9 of 18
second largest source of cement in India. It has rich salt deposits at Sambhar, copper mines
at Khetri, Jhunjhunu, and zinc mines at Dariba, Zawar mines at Zawarmala for zinc, Rampura
Page 10 of 18
Aghucha (opencast) near Bhilwara. Dimensional stone mining is also undertaken in Rajasthan.
Jodhpur sandstone is mostly used in monuments, important buildings and residential buildings.
This stone is termed as "chittar patthar". Rajasthan is also a part of the Mumbai-Delhi Industrial
corridor is set to benefit economically. The State gets 39% of the DMIC, with major districts of
Jaipur, Alwar, Kota and Bhilwara benefiting.
Rajasthan is earning 150 million (approx. US$2.5 million) per day as revenue from crude oil sector.
This earning is expected to reach 250 million per day in 2013 (which is an increase of 100 million
or more than 66 percent). The government of India has given permission to extract 300,000
barrels of crude per day from Barmer region which is now 175,000 barrels per day. Once this limit
is achieved Rajasthan will become leader in Crude extraction in Country. Bombay High leads
with a production of 250,000 barrels crude per day. Once the limit if 300,000 barrels per day is
reached, the overall production of the country will increase by 15 percent. Cairn India is doing
the work of exploration and extraction of crude oil in Rajasthan.
3.6 Education
During recent years, Rajasthan has made significant progress in the area of education. The state
government has been making sustained efforts to improve the education standard. In 2014, IIT,
IAS, Medical and CA all India toppers are from Rajasthan.
In recent decades, the literacy rate of Rajasthan has increased significantly. In 1991, the state's
literacy rate was only 38.55% (54.99% male and 20.44% female). In 2001, the literacy rate
increased to 60.41% (75.70% male and 43.85% female). This was the highest leap in the
percentage of literacy recorded in India (the rise in female literacy being 23%). At the Census
2011, Rajasthan had a literacy rate of 67.06% (80.51% male and 52.66% female). Although
Rajasthan's literacy rate is below the national average of 74.04% and although its female literacy
rate is the lowest in the country (closely followed by Bihar at 53.33%), the state has been praised
for its efforts and achievements in raising male and female literacy rates.
Rajasthan has three of India's finest educational institutions, Birla Institute of Technology and
Science, Pilani IIT Jodhpur and IIM Udaipur. Kota, Rajasthan, is known for its excellent coaching
for the engineering and medical college entrance examinations. Rajasthan has nine universities
and more than 250 colleges, 55,000 primary and 7,400 secondary schools. There are 41
engineering colleges with an annual enrolment of about 11,500 students. The state has 23
polytechnic colleges and 152 Industrial Training Institutes (ITIs) that impart vocational training.
In rural areas of Rajasthan, the literacy rate is 76.16% for males and 45.8% for females. This has
been debated across all the party level except BJP, when the governor of Rajasthan set a
minimum educational qualification for the village panchayat elections.
Page 11 of 18
3.7 Demography
Rajasthan has a mainly Rajasthani population of approximately 68,621,012.

Rajasthan's population is made up mainly of Hindus, who account for 88.8% of the
population. Muslims make up 8.5%, Sikhs 1.4% and Jains 1.2% of the population. The state of
Rajasthan is also populated by Sindhis, who came to Rajasthan from Sindh province (now
in Pakistan) during the India- Pakistan separation in 1947. Hindi is the official and the most
widely spoken language in the state (91% of the population as per the 2001 census),
followed by Bhili (5%), Punjabi (2%), and Urdu (1%).
Table 3.7: Demography of State

Description 2011 2001
Approximate Population
6.86 Crores 5.65 Crore
Actual Population
68,548,437 56,507,188
Male
35,550,997 29,420,011
Female
32,997,440 27,087,177
Population Growth
21.31% 28.33%
Percentage of total Population
5.66% 5.49%
Sex Ratio
928 922
Child Sex Ratio
888 946
Density/km2
200 165
Density/mi2
519 428
Area km2
342,239 342,239
Area mi2
132,139 132,139
Total Child Population (0-6 Age)
10,649,504 10,651,002
Male Population (0-6 Age)
5,639,176 5,579,616
Female Population (0-6 Age)
5,010,328 5,071,386
Literacy
66.11 % 60.41 %
Male Literacy
79.19 % 70.32 %
Female Literacy
47.76 % 43.85 %
Total Literate
38,275,282 27,702,010
Male Literate
23,688,412 18,047,157
Female Literate
14,586,870 9,654,853
Page 12 of 18
3.8 DISTRICT CHITTAURGARH
History:
Chittorgarh is the epitome of Chattari Rajput (a Hindu Kshatriya (Warrior) caste) pride, romance
and spirit, for people of Chittor always chose death before surrendering against anyone. It
reverberates with history of heroism and sacrifice that is evident from the tales still sung by the
bards of Rajasthan. Though it can now be called a ruined citadel there is much more to this
huge fort. It is a symbol of all that was brave, true and noble in the glorious Rajput tradition.
It was named Chitrakut after Chitrangada Mori, a Rajput chieftain as inscribed on ancient
Mewari coins. The fort is surrounded by a circular wall which has seven huge gates before one
can enter the main fort area. Some accounts say that the Mori dynasty was in possession of the
fort when Bappa Rawal the founder of the kingdom of Mewar seized Chittor garh (Chittor fort)
and made it his capital in 734 AD. Some other accounts say Bappa Rawal received it as a part
Page 13 of 18
of the dowry after marriage with the last Solanki princess. After that date his descendants ruled
Mewar, which stretched from Gujarat to Ajmer, until the 16th century. Chittor was one of the
most contested seats of power in India with probably some of the most glorious battles being
fought over its possession. It is famous in the annals of the Mewar Dynasty as its first capital (prior
to this, the Guhilots, forerunners of the Mewar Dynasty, ruled from Idar, Bhomat, and Nagda),
and renowned in India's long struggle for freedom. By tradition, it remained the Mewar capital
for 834 years. With only brief interruptions, the fort has always remained in possession of the
Sisodias of the Guhilot (or Gehlot/Guhila) clan of Rajputs, who descended from Bappa Rawal.
The first attack was by Alauddin Khilji in 1303 AD, who was enamoured by the beauty of Padmini
of which he had only heard. Rani Padmini preferred death to abduction and dishonour and
committed jauhar (an act of self-immolation by leaping into a large fire) along with all the other
ladies of the fort.[1] All the men left the fort in saffron robes to fight the enemy unto death.
Chittorgarh was captured in 1303 AD by Ala ud din Khilji, Sultan of Delhi who led a huge army.
Elderly people then had the responsibility to raise the children. It was recaptured in 1326 by the
young Hammir Singh, a scion of the same Gehlot clan. The dynasty (and clan) fathered by him
came to be known by the name Sisodia after the village where he was born.
Rana Kumbha (1433–68) was a versatile man, a brilliant poet, and musician. He built Mewar up
to a position of unassailable military strength, building a chain of thirty forts that girdled the
kingdom. But, perhaps more important Rana Kumbha was a patron of the arts to rival Lorenzo
de' Medici, and he made Chittorgarh a dazzling cultural center whose fame spread across
Hindustan.
By the 16th century, Mewar had become the leading Rajput state. Rana Sanga of Mewar led
the combined Rajput forces against theMughal emperor Babur in 1527, but was defeated at
the Battle of Khanua. Later in 1535 Bahadur Shah, the Sultan of Gujarat, besieged the fort,
causing immense carnage. It is said that again, as in the case of Jauhar led by Padmini in 1303,
all 32,000 men then living in the fort donned the saffron robes of martyrdom and rode out to
face certain death in the war, and their women folk committed Jauhar led by Rani Karnawati.
The ultimate sacrifice for freedom, Jauhar was again performed for the third time after the
Mughal Emperor Akbarcaptured Chittorgarh in 1568. Then, the capital was moved west
to Udaipur, in the foothills of the Aravalli Range, where Rana Udai Singh II (the young heir
apparent) had established a residence in 1559. Udaipur remained the capital of Mewar until it
acceded to the union of India in 1947, and Chittorgarh gradually lost its political importance.
Chittorgarh is also associated with two very widely known historical figures of India. The
first, Meera Bai, is the most famous female Hindu spiritual poetess, whose compositions are still
popular throughout North India. Her poems follow the Bhakti tradition and she is considered to
Page 14 of 18
be most passionate worshipper of lord Krishna. Folklore says that her love for Krishna was
epitomized by her final disappearance in the temple of Krishna in Dwarka. She is believed to
have entered the sanctum of the temple in a state of singing ecstasy after which the sanctum
doors are believed to have closed on their own. When they were later opened, the sari of
Mirabai was seen enwrapped around the idol of Lord Krishna, symbolizing the culmination of her
union with her Lord.
The great Maharana Pratap, son of Rana Udai Singh II, is regarded as a personification of the
values Rajputs cherish and die for. He took an oath to spend his life living in the jungles and
fighting until he could realize his dream of reconquering Chittorgarh from Akbar (and thus
reclaiming the glory of Mewar). It was the dream greatly cherished by Maharana Pratap, and he
spent all his life to achieve this goal. He underwent hardships and a life of eating breads made
of grass while fighting his lifelong battle. Maharana Pratap is the greatest hero in the eyes of the
Rajputs of Mewar. In the absolute dark era of Rajput history, Maharana Pratap alone stood firmly
for his honour and dignity, never compromising his honour for safety. With the reputation of a
brave man of great character even among his enemies, he died free in 1597.
Chittorgarh remains replete with historic associations and holds a very special place in the hearts
of Rajputs, as it was a bastion of the clan at a time when every other stronghold had
succumbed to invasion. It is often called as the "Bhakti aur Shakti ki nagari" (land of devotion
and strength). The fort and the city of Chittorgarh also hosts the biggest Rajputfestival "Jauhar
Mela". It takes place annually on the anniversary of one of the jauhars, not the one by Padmini
which is most famous. This festival is to commemorate the bravery of Rajput ancestors and all
three Jauhars which happened at Chittorgarh. A huge number of Rajputs which include the
descendants of most of the princely families do a procession to celebrate the Jauhar. The fort at
Chittorgarh also contains the ancient and beautiful temple to Goddess Kali called the Kalika
Mata Temple.
Geography:
Chittorgarh is located at 24.88°N 74.63°E.[2] It has an average elevation of 394 metres (1292 ft).
Chittorgarh is located in the southern part of the state of Rajasthan, in the northwestern part of
India. It is located beside a high hill near the Gambheri River.Chittorgarh is located between 23°
32' and 25° 13' north latitudes and between 74° 12' and 75° 49' east longitudes in th e
southeastern part of Rajasthan state.The district encompasses 10,856 square km (3.17 per cent of
the Rajasthan State) area of land.
Page 15 of 18
Rainfall & Climate:

Average annual rainfall (1977-06) of the district is 762.7mm. However normal rainfall for the
period 1901 to 1970 is 767.2mm. The annual rainfall gradually decreases from southern part to
northern part. The maximum average rainfall is 905mm at Choti Sadri and minimum average
rainfall is 595 mm at Bhopalsagar. The climate of the district is dry except S-W monsoon season.
The cold season is from December to February and is followed by summer from March to June.
From mid of September to end of November constitute post monsoon season. The district
experiences either mild or normal drought once in two years. Severe type of drought has been
recorded very rarely. Most severe type of drought has never occurred in the district.
Economy:
In 2006 the Ministry of Panchayati Raj named Chittorgarh one of the country's 250 most backward
districts (out of a total of 640).[1] It is one of the twelve districts in Rajasthan currently receiving
funds from the Backward Regions Grant Fund Programme (BRGF).
Demographics:
In 2011, Chittaurgarh had population of 1,544,338 of which male and female were 783,171 and
761,167 respectively. In 2001 census, Chittaurgarh had a population of 1,330,360 of which males
were 676,565 and remaining 653,795 were females. Chittaurgarh District population constituted
2.25 percent of total Maharashtra population. In 2001 census, this figure for Chittaurgarh District
was at 2.35 percent of Maharashtra population. There was change of 16.08 percent in the
population compared to population as per 2001. In the previous census of India 2001,
Chittaurgarh District recorded increase of 19.96 percent to its population compared to 1991.
Out of the total Chittaurgarh population for 2011 census, 18.47 percent lives in urban region s of
district. In total 285,264 people lives in urban areas of which males are 146,756 and females are
138,508. Sex Ratio in urban region of Chittaurgarh district is 944 as per 2011 census data. Similarly
child sex ratio in Chittaurgarh district was 892 in 2011 census. Child population (0-6) in urban region
was 35,292 of which males and females were 18,649 and 16,643. This child population figure of
Chittaurgarh district is 12.71 % of total urban population. Average literacy rate in Chittaurgarh
district as per census 2011 is 82.75 % of which males and females are 90.81 % and 74.27 % literates
respectively. In actual number 206,846 people are literate in urban region of which males and
females are 116,339 and 90,507 respectively.
As per 2011 census, 81.53 % population of Chittaurgarh districts lives in rural areas of villages. The
total Chittaurgarh district population living in rural areas is 1,259,074 of which males and females
are 636,415 and 622,659 respectively. In rural areas of Chittaurgarh district, sex ratio is 978 females
per 1000 males. If child sex ratio data of Chittaurgarh district is considered, figure is 916 girls per
1000 boys. Child population in the age 0-6 is 177,215 in rural areas of which males were 92,471 and
females were 84,744. The child population comprises 14.53 % of total rural population of
Chittaurgarh district. Literacy rate in rural areas of Chittaurgarh district is 56.84 % as per census
data 2011. Gender wise, male and female literacy stood at 73.26 and 40.24 percent respective ly.
Page 16 of 18
In total, 614,979 people were literate of which males and females were 398,512 and 216,467
respectively.
Average literacy rate of Chittaurgarh in 2011 were 61.71 compared to 53.99 of 2001. If things are
looked out at gender wise, male and female literacy were 76.61 and 46.53 respectively. For 2001
census, same figures stood at 71.54 and 35.99 in Chittaurgarh District. Total literate in Chittaurgarh
District were 821,825 of which male and female were 514,851 and 306,974 respectively. In 2001,
Chittaurgarh District had 599,044 in its district.
With regards to Sex Ratio in Chittaurgarh, it stood at 972 per 1000 male compared to 2001 census
figure of 966. The average national sex ratio in India is 940 as per latest reports of Census 2011
Directorate. In 2011 census, child sex ratio is 912 girls per 1000 boys compared to figure of 926 girls
per 1000 boys of 2001 census data.
Table 3.4
Description 2011 2001
Actual Population 1,544,338 1,330,360
Male 783,171 676,565
Female 761,167 653,795
Population Growth 16.08% 19.96%
Area Sq. Km 7,822 7,822
Density/km2 197 167
Proportion to Rajasthan Population 2.25% 2.35%
Sex Ratio (Per 1000) 972 966
Child Sex Ratio (0-6 Age) 912 926
Average Literacy 61.71 53.99
Male Literacy 76.61 71.54
Female Literacy 46.53 35.99
Total Child Population (0-6 Age) 212,507 220,863
Male Population (0-6 Age) 111,120 114,687
Female Population (0-6 Age) 101,387 106,176
Literates 821,825 599,044
Male Literates 514,851 401,966
Female Literates 306,974 197,078
Child Proportion (0-6 Age) 13.76% 16.60%
Boys Proportion (0-6 Age) 14.19% 16.95%
Girls Proportion (0-6 Age) 13.32% 16.24%
*****
Page 17 of 18
Page 18 of 18
Chapter-04: TRAFFIC SURVEY & ANALYSIS

4.1 Introduction
A team has been formed under the leadership of the traffic engineer who had been carried
out in accordance with the guidelines specified by IRC: 9-1972 and IRC: 102-1988.
The vehicles basically use the road as connection between Kapasan and Karoi town as the
project road connects NH-76 (Chittaurgarh- Shivpuri Section) and SH-09A (Chechat-
Ramganjmandi Section); also the road is being used for connecting local villages located on
either side of road. The traffic mostly consists of agricultural vehicles like tractor trolleys etc.
other vehicles using the road are Local public buses, two wheelers and bicycles.
4.2 Traffic Homogeneous Section

The traffic homogeneous sections have been identified based on the major traffic
generators and diversion locations along the project corridor. Traffic surveys locations were
selected so as to capture representative traffic volume on the homogeneous sections. With
a view to capture section wise traffic flow characteristics, the total stretch has been
segmented into three homogeneous sections.
 Homogenous Section-1: (HS-1) Starting at Km 0 at Katunda and ending at MP

Border at Km 16+204. The length of the homogenous section is 16.204 Km.
 Homogenous Section-2: (HS-2) Starting at Km 36+810 At MP Border and ending
at after Rawatbhata Town Km 73+850. The length of the homogenous section is
37.040 Km.
 Homogenous Section-3: (HS-3) Starting at Km 73+850 after Rawatbhata Town
and ending at Chechat at Km110+818. The length of the homogenous section
is 36.968 Km.
The design length of project road is 90.212 Km. The project road is a single homogeneous
section.
4.3 Collection and Review of Data
The data and information collected for the studies is broadly classified as follows:
 Review of all available reports and published information about the project road and
the project influence area;
 Information on existing transportation system in the project influence area;
 Historical data of classified traffic volume on existing road network;

 Economic data and socio-economic parameters of the State/s and the project
influence area including demographic data;
 Accident statistics; and
 Vehicle loading behavior (axle load spectrum);
 Influence of rail network on road traffic.
4.4 Traffic Surveys Schedule
It is very important to know the existing information on traffic flow, commodity movement,
traffic pattern and turning movements at junctions in order to assess the traffic behavior on a
project road. To capture traffic flow characteristics, travel pattern, speed characteristics
and other characteristics related to miscellaneous requirements on the project road, the
following primary traffic surveys were conducted:
 Classified Volume Count (CVC) Survey

 Turning Movement Count (TMC) Survey
 Origin Destination Survey
 Axle Load Survey
Traffic survey stations were selected after detailed reconnaissance survey and in line with
the TOR. All traffic surveys were carried out as per IRC guidelines given in IRC: SP 19-2001,
IRC: 108-1996, IRC SP: 41-1994, IRC: 102-1998, IRC 103- 1988 Pedestrian Facilities and IRC: 09-
1972. All above surveys were carried out manually by employing sufficient number of trained
enumerators recording information in pre-designed formats. Enumerators were selected
from locally available educated people familiar with traffic characteristics and condition of
the project road. They were properly briefed and trained about the survey work before
putting them on actual survey work in field. An experienced supervisor was kept in-charge
for all the locations.
Proper briefing and demonstration to enumerators before the start of work was carried out
with; Continuous independent checking by Supervisor/Traffic engineers in the field during
the survey work; Checking of filled in survey formats by Traffic engineer; and Validation of
computer data entry with raw data.
All the traffic surveys, except intersection count survey, were carried out to capture the
traffic in both directions. In intersection count survey, the traffic was captured in each
direction of flow through intersection.
The locations for the various surveys were so selected that all the vehicles can be viewed
and interpreted easily without endangering the safety of enumerators, drivers and other
road users. The most important part of all traffic surveys was to exercise adequate quality
control. All the above traffic surveys were carried out as per schedule finalized after
considering requirements of TOR. Traffic surveys were carried out at the locations already
mentioned in Inception report. Traffic survey schedule for project road is presented in Table
4.1.
Table 4.1: First Traffic Surveys Schedule
Sr. Location Chainage Duration

No. (Km)
Classified Volume Count Survey
1+800 7 Days 24 hours
1 Near Balwant Nagar Village
(7th March to 13th March,2015)
Near Borwardi Village 7 Days 24 hours
2 12+900
(Before MP Border) (7th March to 13th March,2015)
Near Khemkheda Village 7 Days 24 hours
3 37+000
(After MP Border) (7th March to 13th March,2015)
7 Days 24 hours
4 Near Bhainsro Garh 58+800
7 Days 24 hours
5 After Rawat Bhata City 71+600
7 Days 24 hours
6 Before Chechat Town 107+000
Turning Movement Count Survey
1 Katunda (Starting Point) 0+000 1 day 12 hours (11th March,2015)
2 Rawat Bhata City 66+300 1 day 12 hours (11th March,2015)
3 After Rawat Bhata City 71+300 1 day 12 hours (11th March,2015)
OD & Axle Load Survey

1 Near Bhainsro Garh 58+800 1 day 12 hours (09 March,2015)
2 Before Chechat Town 107+000 1 day 12 hours (12 Sept,2015)
4.5 Methodology of Traffic Surveys
4.5.1 Classified Volume Count Survey
The objective of classified traffic volume count survey is to estimate traffic intensity on the
project road. Classified volume count survey has been carried out at two locations as
recommended in TOR. The classified volume count surveys have been carried out for 7 days,
24 hours at each location. The traffic was counted in number of vehicles by vehicle
category-wise in each direction in a 15- minute interval over 24 hours a day for 7 Days. For
the purpose of counts, a day was divided into three shifts of 8 hours each and different
groups of enumerators with a supervisor were assigned for each shift. The counts were
recorded in the formats prepared and approved as per IRC specifications. The vehicles
were broadly classified into motorized and non-motorized vehicles, which were further sub
divided into specific categories of vehicles. The detailed vehicle classification system is
presented in Table 4.2.
Table 4.2: Vehicle Classification System Adopted
Motorized Traffic Non-Motorized Traffic
2-Wheeler Bi-Cycle
3-Wheeler Cycle-Rickshaw
Passenger Car Animal Drawn Vehicle (ADV)
Utility Vehicle (Jeep, Van etc.) Hand Cart
Other Non-Motorized Vehicle
Bus Mini Bus
LCV Standard Bus
LCV-Passenger
Truck LCV-Freight
MCV : 2-Axle Rigid Chassis
HCV : 3-Axle Rigid Chassis
MAV
Semi Articulated
Articulated
The traffic count was conducted by the designated trained enumerators in three shifts in a
day of eight hour each. The traffic count data was recorded at 60-minute intervals.
4.5.2 Origin – Destination (O-D) & Commodity Movement Survey
Origin and Destination of trips on the existing roads is needed to estimate the information
regarding travel characteristics of different users on the project road. The traffic that will use
the proposed facility if no toll charges are collected is defined as the Candidate traffic.
Origin – Destination data is also needed for identifying the major influence areas of the
road, as traffic growth is dependent upon the growth in economic activity in the
influencing area. The Origin- Destination survey was carried out to study the travel pattern
of goods and passenger traffic along the study corridor. The O-D survey was carried out for
one day (12-hour, both directions) at two locations. The location of origin and destination
zones has been determined in relation to each individual station and the possibility of traffic
diversion to the Project road from/to other routes including bypasses. Appropriate locations
were selected so as to conduct interviews without affecting movement of other vehicles.
The schedule & locations of Origin – Destination Survey are given in Table 4.3.
Table 4.3: Origin – Destination (O-D) Survey Schedule & Location
Sr. No. Location Date of Survey Duration of Survey
1. Km. 58+800 09.03.2015 One day
2. Km.107+000 12.09.2015 One day
Roadside Interview Survey (RSI) Method was adopted for conducting the survey. The
vehicles were stopped on random sample basis with the help of traffic police. Designated
trained enumerators interviewed the drivers. A sample proportion of vehicles were
interviewed from the total flow. Variable sampling flow requires a classified hourly count of
all vehicles that pass in the direction being studied while interview is in progress. A volume
count survey was carried out simultaneously to get the number of vehicles passing in both
the directions. The O-D survey was limited Standard Bus, Mini Bus and cars in passenger
vehicles category, LCV and trucks (2 axle / 3 axles, Multi – Axle Vehicle) in freight vehicle
category. It was ensured that sample size is above 20% as per IRC: SP 19-2001, “Manual for
Survey, Investigation and Preparation of Road Projects”.
The following pertinent information on travel was collected during the interviews:
 Origin and destination of trips;
 Trip length;
 Trip purpose;
 Travel Time;
 Vehicle Occupancy;
 Type of goods and loading in case of the goods vehicles; and
 Frequency of trips.
Appropriate zoning system was adopted and coding was done for zones and type of
vehicle & commodity being carried. The various zones adopted for analysis are listed in the
Table 4.4.
4.5.3 Turning Movement Count Survey
The methodology adopted for the turning movement surveys is as per IRC: SP: 41-1994,”
Guidelines on Design of At-Grade Intersections in Rural & Urban Areas”. There are a number
of intersections along the project road. Most of the cross roads have either Bituminous or
WBM surfacing and fall into the following categories:
- NH
- SH
- MDR
- ODR
- VR
- Local street
Turning movement surveys was conducted at 03 major intersections for estimation of peak
hour traffic. The survey was conducted for 12 hours covering both morning and evening
peak hours. These surveys were conducted manually by designated trained enumerators.
The schedule & locations of turning movement surveys are given in Table 4.4.
Table 4.4: Turning Movement Survey Schedule & Location
Sr. No. Location Date of Survey

1. Km. 0+000 of Katunda 11.03.2015
2. Km. 58+300 of RawatBhata City 11.03.2015
3. Km. 71+300 after Rawat Bhata City 11.03.2015
The peak hourly traffic volume derived from the survey has been analyzed to identify
requirements of suitable remedial measures, such as construction of underpasses, fly-over,
interchanges and grade separated intersections along the project road alignment.
Intersections with high traffic volume requiring special treatments either presently or in future
have been identified.
4.5.4 Axle Load Survey
Axle load survey has been conducted at two locations. Axle load survey in both directions
of travel has been carried out in the project road stretch on a random sample basis for
LCV, Trucks, and Standard Bus for 24 hours. The services of traffic police of Govt. of
Rajasthan were utilized to regulate the flow of vehicles. The schedule & locations of axle
load Survey is given in Table 4.5.
Table 4.5: Axle Load Survey Schedule & Locations
Sr.
Location Date of Survey Duration of Survey
No.
1. Km. 58+800 Near Bhainsro Garh 09.03.2015 One Day
2. Km. 107+000 Before Chechat Town 12.09.2015 One Day
4.6 Equivalency Factor (PCU's)
The following PCU values are taken for Traffic analysis

Table 4.6: Passenger Car Units (PCU) for Rural Highways
Vehicle Type Equivalency
Factor
Fast 2 Wheeler 0.5

Moving
Vehicles 3 Wheeler 1.0
Car/Taxi/Jeep/Van 3.0
Bus Mini bus 1.5
Standard Bus 3.0
LCV 1.5
2 – Axle 3.0
Truck 3 – Axle 3.0
Multi Axle 4.5
Agricultural With trailer 4.5
Tractor Without trailer 1.5
Heavy Construction / Earth Moving Equipment 4.5
Slow Bicycle 0.5

Moving
Vehicles Cycle rickshaw 2.0
Bullock cart 6.0
Hand cart 3.0
4.7 Analysis of AADT & PCU of First Traffic Survey
4.7.1 Analysis of Classified Volume Count Survey
Traffic volume count at three locations has been carried out continuously for 7 consecutive
days for 24 hours on each day. 7-Day Continuous volume counts were undertaken to
obtain a realistic picture of the current volume and composition of the traffic. The analysis
of traffic counts provided an estimate of the Average Daily Traffic (ADT). The analysis has
been carried out in terms of total number of vehicles and also in respect to Passenger Car
Unit (PCU). Location wise results of analysis are discussed below:
A. Near Balwant Nagar at Km. 1+800
Survey was carried out at Km 1+800 near Balwant Nagar. Selected location lies near Start
point of Project road and is away from urban section to avoid influence of local traffic.
ADT recorded at this station is 2565 nos. / 2920 PCU. Fast moving vehicles were recorded as
98.8% of the total traffic (in PCU).
Fig 2.1 Classified Volume Count at Ch-1+800

Peak hour traffic flow of 188 nos. formed around 7.3% of the total traffic. Peak hour is
identified during 15.00-16.00 hours.
There will be variation of traffic for each day. The daily and hourly variation of traffic
observed at Km 1+800 is presented graphically in Figure 2.2.
Figure 2.2: Daily and Hourly Variation near Balwant Nagar Village at Km 1+800
The traffic compositions observed at Km 1+800 is presented graphically in Figure 2.3.
Figure 2.3: Composition of Traffic (By Volume) near Balwant Nagar Village at Km 1+800
B. Near Borwardi Village at Km. 12+900
Survey was carried out at Km 12+900 near Borwardi. ADT recorded at this station is 1766
nos. /1948 PCU. Fast moving vehicles were recorded as 98.5% of the total traffic (in
PCU). Peak hour traffic flow of 130 nos. formed around 7.42% of the total traffic. Peak
hour is identified during 14.00-15.00 hours.
There will be variation of traffic for each day. The daily and hourly variation of traffic
observed at Km 14+900 is presented graphically in Figure 2.5.
Figure 2.5: Daily and Hourly Variation near Borwardi at Km 12+900

Figure 2.6: Composition of Traffic (By Volume) near Borwardi at Km 12+900
C. Near Khemkhedaq Village at Km. 37+000

Survey was carried out at Km 37+000 near Khemkheda Village. ADT recorded at this station
is 2358 nos. / 2388 PCU. Fast moving vehicles were recorded as 97.1% of the total traffic (in
PCU). Peak hour traffic flow of 187 nos. formed around 7.9% of the total traffic. Peak hour is
identified during 18.00-19.00 hours.

There will be variation of traffic for each day. The daily and hourly variation of traffic observed at
Km 37+000 is presented graphically in Figure 2.8.
Figure 2.8: Daily and Hourly Variation near Khemkheda at Km 37+000

Figure 2.9: Composition of Traffic (By Volume) near Khemkheda Village at Km 37+000
]
D. Near Bhainsro Garh at Km. 58+800
Survey was carried out at Km 58+800 near Bhainsro Garh. ADT recorded at this station is
2437 nos. / 2564 PCU. Fast moving vehicles were recorded as 97.1% of the total traffic (in
PCU). Peak hour traffic flow of 103 nos. formed around 7.3% of the total traffic. Peak

Figure 2.8: Daily and Hourly Variation near Bhainsro Garh at Km 58+800
Figure 2.9: Composition of Traffic (By Volume) near Bhainsro Garh at Km 58+800
E. After RawatBhata City at Km. 71+600

Survey was carried out at Km 71+600 after RawatBhata city. ADT recorded at this station
is 1214 nos. / 1113 PCU. Fast moving vehicles were recorded as 97.1% of the total traffic
(in PCU). Peak hour traffic flow of 89 nos. formed around 7.4% of the total traffic. Peak

Figure 2.8: Daily and Hourly Variation after Rawat Bhata city at Km 71+600
Figure 2.9: Composition of Traffic (By Volume) after Rawat Bhata city at Km 71+600
F. Before Chechat Town at Km. 107+000

Survey was carried out at Km 107+000 before Chechat town. ADT recorded at this
station is 3556 nos. / 2672 PCU. Fast moving vehicles were recorded as 97.1% of the total
traffic (in PCU). Peak hour traffic flow of 325 nos. formed around 9.14% of the total
traffic. Peak hour is identified during 19.00-20.00 hours.

Figure 2.8: Daily and Hourly Variation before Chechat town at Km 107+000
Figure 2.9: Composition of Traffic (By Volume) before Chechat town at Km 107+000
Summary of ADT of all three Locations

Location-1 Location-2 Location-3 Location-4 Location-5 Location-6
Km- Average
Daily
PCU Km 1+800 KM- 14+900 Km- 39+000 Km- 60+800 Km- 73+600 109+000
Categories Fact Location-1 Location-2 Location-3 Location-4 Location-5 Location-6
or
ADT ADT ADT ADT ADT ADT Traffic
Vehicl PC Vehicl PC Vehi PC Vehi PC Vehi PC Vehi PC Vehicl PC
es Us es Us cle Us cle Us cle Us cle Us es Us
147
0.5 1559 780 1069 535 1451 726 1415 708 850 425 2958
2 Wheeler 9 1360 680
3 Wheeler 1.0 20 20 4 4 2 2 4 4 2 2 1 1 9 9
Car/Jeep/Van 1.0 378 378 281 281 444 444 518 518 177 177 301 301 368 368
Mini Bus 1.5 6 9 1 2 2 3 3 5 1 2 1 2 3 5
Private Bus 3.0 38 114 29 87 35 105 36 108 18 54 14 42 34 102
Govt. Bus 3.0 9 27 11 33 14 42 16 48 0 0 1 3 11 34
LCV / Tempo 1.5 92 138 60 90 108 162 110 165 48 72 89 134 87 130
2-Axle 3.0 75 225 67 201 58 174 58 174 26 78 58 174 67 200
3-Axle 3.0 85 255 87 261 81 243 68 204 28 84 29 87 84 253
MAV (4-6) 4.5 63 284 53 239 64 288 60 270 11 50 10 45 60 270

Agriculture Tractor
4.5 135 608 36 162 33 149 67 302 33 149 88 396
Trailer 68 306
Ex. Car/Jeep 1 2 2 1 1 1 1 2 2 0 0 1 1 1 2
Ambulance 1 3 3 2 2 5 5 1 1 2 2 2 2 3 4
Bi-Cycle 0.5 82 41 53 27 51 26 68 34 14 7 0 0 62 31
Cycle-Rickshaw 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Bullock Cart 6.0 2 12 1 6 1 6 1 6 1 6 0 0 1 8
Horse Drawn 6.0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Hand Cart 3.0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Toll Exempted
89 58 57 36 58 38 72 43 17 15 3 3
Traffic 68 44
Non Tollable 149 107 188 105
1819 1177 754 1552 927 1568 905 596 3053 1516
Traffic 0 2 4 7
143 119 146 149 136
746 589 806 869 309 517 503 788
292 194 238 256 111 267 241
2565 1766 2358 2437 1214 3556
Total Traffic 0 8 8 4 3 2 2230 9
4.7.2 Peak Hour Factor (PHF)
The hourly variation of traffic illustrates the distribution of traffic over the day with respect to the time,
and the peak hour factor is the maximum percentage of the total traffic that uses the project
highway in one single hour of the day. It is of significance as highway capacities and design
calculations are based on PHF. The peak hour factor observed at the survey location is summarized as
shown in Table 4.10.
Page 20 of 20
Table 4.10: Observed Peak Hour Traffic Characteristics

Peak Hour
SI. NO. Survey Location ADT (PCU) PHF (%) Peak Hour
Volume (PCU)
1 Km. 1+800 Near Balwant Nagar 188 2565(2920) 7.3 15:00-16:00
Km. 12+900 Near Borwardi

2 130 1766(1948) 7.42 14:00-15:00
Km. 37+000 Near Khemkheda

3 187 2358(2388) 7.9 18:00-19:00
Km. 58+800 Near BhainsroGarh

4 103 2437(2564) 7.3 10:00-11:00
Km. 71+600 After RawatBhata City

5 89 1214(1113) 7.4 11:00-12:00
Km. 107+000 Before Chechat Town

6 325 3556(2672) 9.14 19:00-20:00
4.7.3 Directional Distribution of Traffic
The directional distribution analysis, as reported in Table 4.11 below, indicates directional distribution
at all three survey locations, there is an almost equal distribution in both directions of travel.
Survey Location Direction Distribution of Total Vehicle
Katunda to Chechat 51.03%
Km. 1+800 NearBalwant Nagar
Chechat to Katunda 48.69%
Km. 12+900 Near Borwardi
Km. 37+000 Near Khemkheda
Km. 58+800 Near BhainsroGarh Katunda to Chechat 48.90%
Km. 71+600 After RawatBhata City Katunda to Chechat 52.66%
Km. 107+000 Before Chechat TownKatunda to Chechat 50.89%
Table 4.11: Directional distribution (in PCU) at Survey Location (%)
Page 21 of 21
4.8 Seasonal Variation of Traffic Volume
Seasonal variation trends were observed based on sale of automobile fuel i.e. MS (Petrol) and
HSD (Diesel), and average seasonal factors are worked out to arrive at Annual Average Daily
Traffic (AADT). The monthly petrol and diesel sale data was collected from a fuel stations of
project road for the period 2013 to 2014 (1 years). The data on monthly fuel consumption at
both the fuel stations are presented in Table 4.12.
4.9 Average Annual Daily Traffic (AADT)
To derive the AADT from the ADT observed in March to account for seasonality in traffic a
seasonal correction factor is used. As regular classified traffic count data is not available to
assess seasonal variation in traffic on the Project road. The fuel sales data from the different
fuel stations located along the project roadside are collected and used to calculate the
seasonal correction factor.
Table 4.12: seasonal Correction Factor on the Project Road
Monthly Variation Sales Monthly Variation Sales

along Project Road along Project Road Average
Month Year (Location-1) (Location-2)
Diesel Petrol Diesel Petrol Petrol Diesel

April 0.92 1.11 0.83 1.02 1.06 0.88
May 0.90 0.83 0.84 0.67 0.75 0.87
June 0.99 1.04 0.66 0.98 1.01 0.82
July 1.11 0.98 1.33 1.08 1.03 1.22
August 1.13 0.92 1.54 1.33 1.13 1.34
September 1.05 1.11 1.31 1.16 1.13 1.18
October 0.92 1.02 1.02 1.06 1.04 0.97
November 1.18 0.92 0.87 0.87 0.89 1.02
December 0.93 1.04 0.93 1.08 1.06 0.93
January 0.91 1.11 1.09 1.16 1.13 1.00
February 0.96 1.04 1.10 1.00 1.02 1.03
March 1.12 0.98 1.09 0.91 0.94 1.11
Page 22 of 22
For the present Study, Fuel sales data on the project road was collected for the period April 13 to
March 14 was considered for analyzing SCF. The SCF values assessed from Fuel Sales data are
presented in 4.12.
Since the survey was conducted in the month of march- 2015 and the average of seasonal factors
was considered for the same month. For diesel vehicles SCF of 1.11 and for petrol vehicles SCF of 0.94
is considered. The annual average daily traffic (AADT) observed by normalizing the average daily
traffic (ADT) at the survey location given in Table 4.13.
(First Traffic Survey)
PCU Km 1+800 KM- 14+900 Km- 39+000 Km- 60+800 Km- 73+600 Km- 109+000 Average of all
Categories Fact Location-1 Location-2 Location-3 Location-4 Location-5 Location-6 locations
or Vehicl PCU Vehicl Vehic Vehic Vehic PCU Vehic PCU Vehicl
PCUs PCUs PCUs PCUs
es s es le le le s le s es
139
0.5 1466 733 1005 503 1364 682 1331 666 799 400 2781
2 Wheeler 1 1458 729
3 Wheeler 1.0 19 19 4 4 2 2 4 4 2 2 1 1 5 5
Car/Jeep/Van 1.0 420 420 312 312 493 493 575 575 197 197 335 335 389 389
Mini Bus 1.5 7 11 2 3 3 5 4 6 2 3 2 3 3 5
Private Bus 3.0 43 129 33 99 39 117 40 120 20 60 16 48 32 96
Govt. Bus 3.0 10 30 13 39 16 48 18 54 0 0 2 6 10 30

1.5 103 155 67 101 120 180 123 185 54 81 99 149
LCV / Tempo 94 142
3.0 84 252 75 225 65 195 65 195 29 87 65 195
2-Axle 64 192
3.0 95 285 97 291 90 270 76 228 32 96 33 99
3-Axle 71 212
4.5 70 315 59 266 72 324 67 302 13 59 12 54
MAV (4-6) 49 220
Agriculture
1.5 18 27 13 20 9 14 12 18 4 6 4 6
Tractor 10 15
Agriculture
4.5 150 675 40 180 37 167 75 338 37 167 98 441
Tractor Trailer 73 328
Ex. Car/Jeep 1 3 3 2 2 2 2 3 3 0 0 2 2 2 2
Ambulance 1 4 4 3 3 6 6 2 2 3 3 3 3 4 4
Bi-Cycle 0.5 82 41 53 27 51 26 68 34 14 7 0 0 45 23
Cycle-Rickshaw 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6.0 2 12 1 6 1 6 1 6 1 6 0 0
Bullock Cart 1 6
6.0 0 0 0 0 0 0 0 0 0 0 0 0
Horse Drawn 0 0
3.0 0 0 0 0 0 0 0 0 0 0 0 0
Hand Cart 0 0
Toll Exempted
91 60 59 38 60 40 74 45 18 16 5 5
Traffic 51 34
Non Tollable
1744 1514 1121 745 1472 905 1496 1071 860 591 2889 1844 1597 1112
Traffic
832 1597 658 1336 898 1632 968 1665 347 583 564 889
Tollable Traffic 711 1284
2576 3111 1779 2081 2370 2537 2464 2736 1207 1174 3453 2733
Total Traffic 2308 2395
4.10 Second Traffic Survey

As per agreement , a second traffic survey has been carried out at all three locations of
classified volume count.
Table 4.14: Second Traffic Surveys Schedule
Page 23 of 23
Sr. No. Location Chainage (Km) Duration
Classified Volume Count Survey
1 Near Chokhakheda Village 2+350 7 Days 24 hours

(24th April to 30th April,2015)
2 Near Rashmi Town 17+200 7 Days 24 hours
3 Near Karoi Town 41+450 7 Days 24 hours
Table 4.15: Summary of ADT of all three Locations

(Second traffic survey)
Average
Location-1 Location-2 Location-3 Location-4 Location-5 Location-6 Daily
PCU
Categories Fact Traffic
ADT ADT ADT ADT ADT ADT
or
Vehicl PC Vehicl PC Vehic PC Vehic PC Vehic PC Vehic PC Vehicl PC
es Us es Us le Us le Us le Us le Us es Us
133
0.5 1553 777 933 467 1814 907 1027 514 1063 532 2671
2 Wheeler 6 1433 717
3 Wheeler 1.0 23 23 1 1 1 1 15 15 2 2 2 2 8 9
1.0 396 396 447 447 577 577 823 823 211 211 411 411
Car/Jeep/Van 473 474
1.5 9 14 1 2 1 2 1 2 1 2 1 2
Mini Bus 4 6
3.0 42 126 37 111 50 150 53 159 24 72 22 66
Private Bus 43 129
3.0 10 30 13 39 6 18 21 63 0 0 4 12
Govt. Bus 10 29
LCV / Tempo 1.5 108 162 83 125 145 218 162 243 60 90 124 186 112 168
3.0 83 249 46 138 28 84 79 237 9 27 89 267
2-Axle 52 157
3.0 64 192 141 423 29 87 133 399 17 51 13 39
3-Axle 78 234
4.5 90 405 26 117 22 99 21 95 22 99 25 113
MAV (4-6) 46 207
Agriculture
1.5 29 44 7 11 22 33 9 14 3 5 16 24
Tractor 19 29
Agriculture 102
4.5 157 707 98 441 55 248 162 729 54 243 228
Tractor Trailer 6 103 465
1 7 7 6 6 4 4 8 8 0 0 2 2
Ex. Car/Jeep 6 6
1 3 3 7 7 1 1 3 3 2 2 3 3
Ambulance 4 4
Bi-Cycle 0.5 64 32 46 23 36 18 86 43 27 14 0 0 49 25
Cycle-
2 0 0 0 0 0 0 0 0 0 0 0 0
Rickshaw 0 0
6.0 2 12 1 6 1 6 1 6 1 6 0 0
Bullock Cart 1 8
6.0 0 0 0 0 0 0 0 0 0 0 0 0
Horse Drawn 0 0
Hand Cart 3.0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Toll Exempted
76 54 60 42 42 29 98 60 30 22 5 5
Traffic 59 42
Non Tollable 126
1838 1605 1099 962 1934 1218 1311 1332 1152 804 2922 2393 1624
Traffic 2
140
802 1574 794 1402 858 1235 1293 2021 344 552 689 1096
266
2640 3179 1893 2364 2792 2453 2604 3353 1496 1356 3611 3489
Page 24 of 24
Average Annual Daily Traffic (AADT)
Since the survey was conducted in the month of April 2015 and the average of seasonal factors
was considered for the same month. For diesel vehicles SCF of 0.88 and for petrol vehicles SCF of
1.06 is considered( as per Table No. 4.12. The annual average daily traffic (AADT) observed by
normalizing the average daily traffic (ADT) at the survey location given in Table 4.16.

(Second Traffic Survey)
PCU Km 1+800 KM- 14+900 Km- 39+000 Km- 60+800 Km- 73+600 Km- 109+000 Average of
Categories Fact Location-1 Location-2 Location-3 Location-4 Location-5 Location-6 all locations
or Vehicl PC Vehicl PC Vehic PC Vehic PC Vehic PC Vehic PC Vehicl PC
141
0.5 1647 824 989 495 1923 962 1089 545 1127 564 2832
2 Wheeler 6 1601 801
3 Wheeler 1.0 25 25 2 2 2 2 16 16 3 3 3 3 9 9
Car/Jeep/Van 1.0 349 349 394 394 508 508 725 725 186 186 362 362 421 421
Mini Bus 1.5 8 12 1 2 1 2 1 2 1 2 1 2 2 4
Private Bus 3.0 37 111 33 99 44 132 47 141 22 66 20 60 34 102
Govt. Bus 3.0 9 27 12 36 6 18 19 57 0 0 4 12 8 25

1.5 96 144 74 111 128 192 143 215 53 80 110 165
LCV / Tempo 101 151
3.0 74 222 41 123 25 75 70 210 8 24 79 237
2-Axle 50 149
3.0 57 171 125 375 26 78 118 354 15 45 12 36
3-Axle 59 177
4.5 80 360 23 104 20 90 19 86 20 90 22 99
MAV (4-6) 31 138

Agriculture Tractor
4.5 139 626 87 392 49 221 143 644 48 216 201 905
Trailer 111 501
Ex. Car/Jeep 1 7 7 6 6 4 4 8 8 0 0 2 2 5 5
Ambulance 1 3 3 7 7 1 1 3 3 2 2 3 3 3 3
Bi-Cycle 0.5 64 32 46 23 36 18 86 43 27 14 0 0 43 22
Cycle-Rickshaw 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Bullock Cart 6.0 2 12 1 6 1 6 1 6 1 6 0 0 1 6
Horse Drawn 6.0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Hand Cart 3.0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Toll Exempted
76 54 60 42 42 29 98 60 30 22 5 5
Traffic 52 35
1913 1568 1145 942 2036 1244 1354 1277 1211 810 3056 2352 1786 1366
Non Tollable Traffic
710 1396 703 1244 758 1095 1142 1790 305 493 610 973
2623 2964 1848 2186 2794 2339 2496 3067 1516 1303 3666 3325
Page 25 of 25
For Design of Pavement & Financial Calculations average of AADT of First Traffic survey & AADT of
Second Traffic Survey is adopted. Average of Both AADT is shown in Table No. 4.17.
Page 26 of 26
Table 4.17: Final (Average of Annual Average Daily Traffic)
PCU Km 1+800 KM- 14+900 Km- 39+000 Km- 60+800 Km- 73+600 Km- 109+000 Average of
Categories Fact Location-1 Location-2 Location-3 Location-4 Location-5 Location-6 all locations
or Vehicl PC Vehicl PC Vehic PC Vehic PC Vehic PC Vehic PC Vehicl PC
140
0.5 1557 779 997 499 1644 822 1210 605 963 482 2807
2 Wheeler 4 1530 765
3 Wheeler 1.0 22 22 3 3 2 2 10 10 3 3 2 2 7 7
Car/Jeep/Van 1.0 385 385 353 353 501 501 650 650 192 192 349 349 405 405
Mini Bus 1.5 8 12 2 3 2 3 3 5 2 3 2 3 3 5
Private Bus 3.0 40 120 33 99 42 126 44 132 21 63 18 54 33 99
Govt. Bus 3.0 10 30 13 39 11 33 19 57 0 0 3 9 9 28

1.5 100 150 71 107 124 186 133 200 54 81 105 158
LCV / Tempo 98 147
3.0 79 237 58 174 45 135 68 204 19 57 72 216
2-Axle 57 171
3.0 76 228 111 333 58 174 97 291 24 72 23 69
3-Axle 65 195
4.5 75 338 41 185 46 207 43 194 17 77 17 77
MAV (4-6) 40 180

Agriculture Tractor
4.5 145 653 64 288 43 194 109 491 43 194 150 675
Trailer 92 416
Ex. Car/Jeep 1 5 5 4 4 3 3 6 6 0 0 2 2 3 3
Ambulance 1 4 4 5 5 4 4 3 3 3 3 3 3 4 4
Bi-Cycle 0.5 73 37 50 25 44 22 77 39 21 11 0 0 44 22
Cycle-Rickshaw 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Bullock Cart 6.0 2 12 1 6 1 6 1 6 1 6 0 0 1 6
Horse Drawn 6.0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Hand Cart 3.0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Toll Exempted
84 58 60 40 52 35 87 54 25 20 5 5
Traffic 52 35
1830 1545 1134 845 1756 1076 1426 1175 1038 705 2974 2101 1693 1241
Non Tollable Traffic
773 1500 682 1293 829 1365 1057 1733 329 545 589 935
2603 3045 1816 2138 2585 2441 2483 2908 1367 1250 3563 3036
4.11 Travel Pattern (Origin Destination Survey)
In order to understand the travel demand pattern in the region, origin & destination (O-D)
Surveys were carried out at proposed survey locations i.e., at km 6+800 near Bhainsrogarh
village. The Survey were typically started in the morning & continued as per schedule. The
O-D Survey elicited characteristics like origin, Destination, Frequency, Purpose &
Commodity etc. both for Passenger & Goods Vehicles. The information collected during
road side interviews was analyzed to obtain the trip distribution based on a zoning system
suitably designed in the study.
4.11.1 Sample Size & Expansion factors
The Vehicles during the O-D surveys were interviewed on a random sample basis. Based on
the sample size of different categories of vehicle interviewed during the O-D Survey
expansion factors were calculated for generating the expanded form of O-D Matrix. The
Page 27 of 27
following Table 4.14 Shows the Survey Location wise AADT, Sample Size & Expansion Factors
for the different homogeneous section Adopted.
Table 4.14 Sample Size Collected in origin Destination Survey (Toll able Vehicles)
MODE Car Mini Bus Bus LCV 2 axle 3 axle MAV Total
km 58+800 near Bhainsrogarh
OD Samples 138 4 27 27 42 29 30 297
AADT 420 7 43 103 84 95 70 822
% age 32.7 45.5 61.2 26 49 30.2 42.8 34.87
Based on the sample size of different categories of vehicles interviewed during the O-D
Survey, direction wise expansion factors were calculated for the expansion of O-D matrix
generated from the sample data to assess the travel pattern of the vehicle plying on the
project road.
4.11.2 Zoning System
To understand the spatial dimensions of the trip characteristics of the vehicles interviewed
during the OD survey, a detailed zoning system was developed giving due consideration to
the following factors:
 The road network catering to the traffic on the project road and its generating
points
 Important towns, village, factories and industrial centers around the project road.
 Administrative boundaries of districts and states.
 Configuration of the project road in the regional road network with respect to other
road.
Two major type of area (IIA): Immediate Influence area includes the cities/towns/villages
and districts along the project road. In this study is consists of Katunda, Rawatbhata,
Chechat & other villages. Intermediate areas also include major districts contributing traffic
share on the project road like Chittorgarh, Udaipur, Bhilwara, Ajmer, Kota, Rajsamand,
Nimbahera and Pratapgarh.
Board Influence Area (BIA): Board Influence Area included the states of Haryana, Delhi,
Uttar Pradesh on the northern part of the project road, while Gujarat, Madhya Pradesh and
some extent to Maharashtra is taken on south end and the influence of rest of India is also
taken into account.
The zoning system adopted for data collection was based on 13 traffic analysis zones (TAZ).
4.11.3 Regional Distribution
Based on the zoning system devised for this study, the sample data has been expanded
using factors based on the total AADT.
The traffic on stretch is analyzed keeping in view the movement of traffic in surrounding
road network mainly focusing the traffic generating points like Chittorgarh, Rajsamand,
Nimbakheda, Udaipur, Pratapgarh,Banswada, Bhilwada, Ajmer, Kota and considering
various factor such as distance, toll location, terrain etc. So, based on the devised OD
matrices, the regional distribution of the toll able vehicles have been worked out of the
proposed toll plaza location in Table 2.13, which indicates the traffic generated from the
different traffic zones.
Page 28 of 28
Table 4.15: Regional Distribution of traffic (in %) at Km. 58+800 near Bhainsrogarh Village (O-D)
Tractor/
Mini
Region/Modes Cars Bus LCV 2-Axle 3-Axle MAV Tractor
Bus
Tralli
Project Road (Katunda Village, Balwant Nagar,
Rayti Village, Rayta Village, Terkadi Village,
Borwadi
Village, Kesarpura Village, Tamboliya Village,
Khemkheda Village, Berva Village, Dhama Nagar,
Khumanganj, Rawat Bhata Town, Deeppura
42.5 38.2 40.9 78.3 100.0 82.3 100.0 100.0
Village,
Jharjhani Village, Badodiya Village, Laadpur
Village, Mohanpur Village, Dhavadakla Village,
Devli Village,
Fanda Village, Chechat Village)
Chittodgarh 12.2 20.0 13.6 21.7 0.0 5.9 0.0 0.0

Rajsamand 45.3 32.0 4.6 0.0 0.0 5.9 0.0 0.0
Nimbaheda 0.0 9.8 18.2 0.0 0.0 5.9 0.0 0.0
Udaipur 0.0 0.0 22.7 0.0 0.0 0.0 0.0 0.0
Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
4.11.4 Commodity Distribution
The O-D Survey data has been analyzed to identify the commodity movement
characteristics along the project road the data of composition of the different commodities
being transported using the project road section is compiled as is given in table 4.16.
Table 4.16 Commodity Distribution @ Km 15+200 near Akola Village
Tractor
Commodity Type LCV 2-Axle 3-Axle MAV with
Trailor
Food grains / pulses & spices 0.0 0.0 0.0 0.0 22.2
Milk, fruits & vegetables 12.5 0.0 0.0 0.0 0.0
Processed / packaged food / edible oil 0.0 0.0 0.0 0.0 0.0
Cotton / clothing or synthetic yarn / fibers 0.0 0.0 0.0 0.0 0.0
Handicrafts 0.0 0.0 0.0 0.0 0.0
Petroleum products / HSD / petrol 0.0 0.0 0.0 0.0 0.0
Minerals and ores 0.0 0.0 0.0 0.0 0.0
Iron & steel (aluminum or metal)
0.0 0.0 5.9 0.0 0.0
road/bars/sheets
Timber / wood and products 4.2 0.0 0.0 0.0 0.0
Paper / parcel 0.0 0.0 0.0 0.0 0.0
Machines & auto spare parts 4.2 6.3 0.0 0.0 0.0
Rubber / plastics 8.3 0.0 0.0 0.0 0.0
Chemicals & Fertilizers 0.0 0.0 0.0 0.0 0.0
Pharmaceutical products 0.0 0.0 0.0 0.0 0.0
Page 29 of 29
Building materials 0.0 50.0 64.7 37.5 77.8

Others 62.5 0.0 0.0 25.0 0.0
Empty 8.3 43.7 29.4 37.5 0.0
Total 100.0 100.0 100.0 100.0 100.0
4.12 Analysis of Turning Movement study
The morning and evening peak hour counts are given in Annexure. As per IRC: 93-1985
(“Guidelines on Design and Installation of Road Traffic Signals) the traffic at intersections will
require time separation, i.e., signal control, when the major road flow is more than 800
vehicles per hour (both directions) and the minor road flow is more than 250 vehicles per
hour (one direction) for each of any 8 hours of an average day.
Similarly, as per IRC: 92-1985, traffic will require space separation, i.e., grade separation,
when the total peak hour flow at the intersection is more than 10,000 PCU/hr. Junctions that
do not warrant the above two types of control will require priority control.
The morning and evening peak hour counts are given in Annexure. As per IRC: 93-1985
(“Guidelines on Design and Installation of Road Traffic Signals) the traffic at intersections will
require time separation, i.e., signal control, when the major road flow is more than 800
vehicles per hour (both directions) and the minor road flow is more than 250 vehicles per
hour (one direction) for each of any 8 hours of an average day.
Similarly, as per IRC: 92-1985, traffic will require space separation, i.e., grade separation,
when the total peak hour flow at the intersection is more than 10,000 PCU/hr. Junctions that
do not warrant the above two types of control will require priority control.
 Km 0+000 of (SH-9A) Katunda- Rawatbhata- Chechat Road

It is a Three-arm junction, with two arms being SH-9A, the third one is SH to Kota. The
peak hour traffic (Morning Peak) at this junction is 499veh/hr. The Total PCU at this
junction during peak hour is 393 PCU/hr. The peak hour traffic (Evening Peak) at this
junction is 752 veh/hr. The Total PCU at this junction during peak hour is 656 PCU/hr.
Page 30 of 30
Figure 2.10: Turning Movement Count At Junction (Km-0+000)

It is a Three-arm junction, with two arms being SH-9A, the third one is SH to Kota. The
peak hour traffic (Morning Peak) at this junction is 797veh/hr. The Total PCU at this
junction during peak hour is 661 PCU/hr. The peak hour traffic (Evening Peak) at this
junction is 752 veh/hr. The Total PCU at this junction during peak hour is 656 PCU/hr.
Figure 2.10: Turning Movement Count At Junction (Km-66+300)

It is a Three-arm junction, with two arms being SH-9A, the third one is ODR to Gandhi
Sagar Plant. The peak hour traffic (Morning Peak) at this junction is 304 veh/hr. The Total
Page 31 of 31
PCU at this junction during peak hour is 280 PCU/hr. The peak hour traffic (Evening
Peak) at this junction is 474 veh/hr. The Total PCU at this junction during peak hour is 509
PCU/hr.
4.13 Axle Load Survey

Axle Load Survey was carried out along with O-D Survey at on the Survey Stations, near the
7-day traffic Volume count survey location. The Survey was conducted to assess the
cumulative No. equivalent standard axles based on the survey of goods vehicles follows
and axle weight distribution and calculate the vehicle damage factor which causes
damage to the pavement.
4.13.1 Vehicle damage Factor
The Axle Load Surveys Were conducted at all Prioritized locations , the spectrum of axle
loads and the no. of equivalent 8.16T standard axles for the different categories of
commercial vehicles have been determined on the basis of the axle load survey .
The equation for computing equivalency factor for single, tandem & tridem axles given
below is used as directed in the IRC-37:2012 for converting different axle load repetitions
into equivalent standard axle load repetitions.
 Single axle with single wheel on either side = {axle load in KN /
65}4
 Single axle with dual wheel on either side = {axle load in KN /
80}4
 Tandem axle with single wheel on either side = {axle load in KN /
148}4
 Tridem axle with dual wheel on either side = {axle load in KN /
224}4
Page 32 of 32
The analysis of Vehicle Damage Factors (VDF) is presented in Annexure and the calculated
VDF’s are summarized below.
As the proposed road is a two lane single carriageway with hard shoulders, the higher VDF
is considering for design from both directions. The analysis of Vehicle Damage Factors (VDF)
is presented in Annexure and the calculated VDF’s are summarized below.
The VDF of the different types of vehicles weighed at the above location and in either
directions are indicated below.
For Homogeneous Section- I & II
Fig. 4.14 Vehicle Damage Factor at Km. 58+800 of Project Road FOR HS-1 & 2
The high value of VDF can be observed for 3 and Multi axle trucks at both the locations in
Project road direction. It is due to the Sand Mine of Banaras River which merges in the
traffic of Project Road at Rashmi Village, and also the presence of quarries on the project
road. The difference in VDF between up & down Direction is mainly Quarries.
Page 33 of 33
Fig. 4.14 Vehicle Damage Factor at Km. 107+000 of Project Road
The values of VDF to be used in pavement design needs to be carefully selected. The
Adopted VDF calculated for both the locations is presented in Fig 2.12
Fig 4.15 Adopted VDF FOR Homogenous Section I & II
Page 34 of 34
Fig 4.16 Adopted VDF FOR Homogenous Section III
4.13 Traffic Demand Assessment
The traffic assessment of the project road is incomplete without assessment of the
generated traffic on the corridor. And for a Toll road project it is very important to ascertain
all the factors that will contribute to the traffic on the project road after improvement.
. Diverted Traffic
. Induced Traffic
The Diverted traffic is one which is expected to divert on the project road due to reduction
in travel cost. This diversion of traffic is dictated by presence of one or several alternative
routes in the vicinity of the corridor. The nature of diversion can be positive or negative with
respect to the project corridor and is generally governed by the travel cost.
The subsequent section details the complete methodology of identification of such
alternative routes where traffic can divert on and off the project road, and assessment of
the potential divertible traffic, which is based on the equations developed by Road user
Cost Study (CRRI, New Delhi, 2009).
4.14 METHODOLOGY OF TRAFFIC DEMAND ASSESSMENT

The basic methodology of assessment of the diversion analysis includes following input
details, which can be summarized as follows:
Road Network: Identify the Project road with its surrounding alternate routes on a Regional
Road Network.
Link Characteristic file: Prepare a link Characteristics File for all the sections of the road
network, which are assumed to contribute to diversion traffic. The parameters which shall
Page 35 of 35
be accounted for all the link sections are: Link length, Road width, Lane Configuration,
status on tolling of the section, Road Condition, Roughness, Rise and fall, Gradient and the
Speed characteristics on the route.
Assessment of Road User Cost: As per IRC: SP-30(2009), Road user cost includes following
costs:
Vehicle Operating Cost (VOC) & Value of Time (VOT): This has been assessed by
considering the equations given in IRC: SP-30(2009) – Annexure 6 for different typology of
cars viz. New Technology cars, Old Technology cars, Buses, Light Commercial Vehicles,
Heavy Commercial Vehicles, Multi-Axle Trucks.
Toll Cost: This is assessed for the project road on the basis of Toll Policy obtained from Public
Works Department (Rajasthan Road Development) Free Rules Notification (PPP Project with
VGF), Jaipur (22nd September,2009). While for the alternative routes, the toll rates data
have been collected from site. In case of upcoming toll roads, the same policy has been
applied for assessment of toll cost.
Assessment of Traffic: The existing traffic is analyzed and AADT observed on the project
road and the surrounding roads is calculated from the traffic observed during traffic
surveys. For assessment of potential divertible traffic, the origin and destination survey was
conducted and the data was analyzed further to give potential divertible traffic from the
various streams observed on the project road and the surrounding roads. This is done on an
assumption that the common traffic analysis zones (TAZ) considered for diversion have an
option to commute either through project road or via alternate road in the vicinity of the
project road. Refer Table 3.2 for the traffic zones considered for different route option and
stream of flow is established between the two extremes of project road viz. the origin and
destination. For Potential divertible traffic as summarized in diversion analysis, which ic
merely the summation of total traffic for the various streams considered in the OD matrix.
Diversion Analysis: Now, considering the above traffic and cost implication of VOC, VOT
and Toll costs, percentage Diversion is calculated from the equation as pr the Wilbur Smith
studies for CRRI and RUCS which have been included in IRC: SP-30(2009).
4.15 Identification of Alternative Route
The alternative route have been discovered and identified based on the fact, that the
corridor will serve the commuter the common origin and destination points, and the user is
expected to travel the corridor based on route choice modeling, which is further governed
by cheaper generalized cost.
Page 36 of 36
The Figure 4.1 given below shows the surrounding road network and all the common nodes
and point attributing diversion have been named accordingly. Based on this diagram, the
link characteristics file has been prepared which shows the length, road condition, Rise and
fall, Roughness and other VOC parameters have been considered, as shown in Table 4.18
below. Along with origin and Destination surveys and the location of these survey station
have been identified based on the target streams to be captured and are expected to be
divert on the project road.
Following Table 4.17 percent the Origin and Destination Zones streams, which are expected
to cause division on and off the project corridor for 5 identified routes and accordingly
route choice, have worked out.
Table 4.17: Potential Route Choice Options
RC-1: Katunda- Kota- Via Project Road (SH-9A) (ABCD) OD Zones which fall beyond
Modak (Negative Chechat in the South West and
Diversion) beyond Katunda in North East
Via NH-76 (Katunda-Kota) (AE) & Via NH-12
have been considered.
(Kota- Modak) (ED)
Based on the traffic survey on the alternate routes and the origin and destination survey,
the toll able potential diverted traffic was captures and assessed likewise.
Now to assess the total divertible traffic of this is done on the basis of RUCS diversion
equations given in Table 4.18.
4.18: Diversion Curve Equations
Vehicle Cost Ratio (CR) Interval Equations
Car CR<= 0.634 %Div=98.750 – (CR/0.634)*8.125
0.634 <= CR <= 1.465 %Div=90.625 – (CR/0.634)/0.831*8.125
1.465 <= CR <=2.0 %Div=625 – (CR/1.465)/0.535)*5.25

Truck & Bus CR<= 0.750 %Div=100 – (CR/0.75)*5
0.750 <= CR <= 1.250 %Div=95 – (CR/0.75)/0.5)*90
1.250 <= CR <=2.0 %Div= (2CR/0.75)*5
In the above equation, CR is the Cost Ratio, which is the ratio of total generalized
transportation cost on project road (PR) to that of the Alternate road (AR) and the %
Diversion is based on this Cost ratio only, attributing willingness of traffic diversion behavior
on and off the project road. Based on this cost ratio, the route choices for the above
mentioned rout choices is worked out separately and then net effect of the following
analysis is considered.
Page 37 of 37
4.15.1 RC-1: Project road v/s Katunda- Kota- Modak road (NH-76 & NH-12)
The first route choice comparison has been established between the project road from
Katunda to Modak, which may have following two choices of commuting between the
two extremes of the project road as follows:
a. Project road(ABCD)-Katunda- Modak Via Rawatbhata

b. Alternate Road (AED)- Katunda- Modak Via Kota
The Katunda- Modak Via Kota link is expected to cater positive diversion traffic from the
project road. This is due to the fact that the observed traffic on the project road was
negligible, which might have shifted to the project road in the current scenario as the link
was not open for the commercial operation due to incomplete construction of the link. So
after the road construction is complete and the link would be open for the normal traffic,
the observed traffic of the project road would shift to the new link in the vicinity due to free
flow condition on the alternate road. The extent of diversion is analyzed on the basis of
Diversion model and the Road User Cost study equations. The speed characteristics
assumed on the two routes have been estimated based on the total distance and the total
travel time on routes as shown in Table 4.19.
Table 4.19: Speed Characteristic

Alternate Road Project Road
Lane Configuration
Intermediate Lane (IL) 2 Lane (2L) 4 Lane (4L) 2 Lane
Car 50 55 70 60
Mini Bus 40 45 55 50
Bus 40 40 50 45
LCV 40 45 55 50
2A 30 35 50 40
3A 30 35 50 40
Page 38 of 38
MAV 25 30 40 35
The abstract of the route and the corresponding link characteristics comparison is shown in
Figure 4.19 and Table 4.20.
Table 4.20: Route Characteristic Comparison for RC-1
ROUTE CHARACTERISTICS PROJECT ROAD ALTERNATE ROAD

Link Road AB BC CD AE ED
Katunda- RawatBhata-
Road Section Chechat- ModakKatunda- KotaKota- Modak
Rawatbhata Chechat
Road Name SH-09 A SH-09 A SH-09 NH-76 NH-12
Link Length (Km) 72 41 13 98 73
Tolled (Y-Yes / N - No) Y Y Y Y N
Divided (1)/ Undivided(2) 2 2 2 1 2
Lanes (1L/2L/2LP/4LP/6LP) 2L 2L 2L 4L 2L
Area (Urban-1 / Rural-2) 2 2 2 2 2
Road Condition Good Good Good Good Good
Terrain Condition Plain Plain Plain Plain Plain
Roughness (mm/Km) 2000 2000 2000 2500 2000
Rise and Fall (m/Km) 10 10 10 5 10
The above link and speed Characteristic were utilized for estimating Vehicle Operating
Cost (Including Value of Time) per Km, VOC+VOT per KM, on the basis of RUCS equations,
as given in Annexure 6. The total divertible traffic is estimated based on the diversion
equations in table 3.3 and by plugging in the following input parameters: Vehicle Operating
Cost Including Value of Time)- The link wise VOT+VOC is summarized in Table 3.5 . Adopted
Speeds (as given in Table 3.4) .Toll rates – Toll rates have been worked out on the basis of
applicable Toll Policy received from PWD office, as shown in Table 3.5.
Table 4.21: VOC+VOT as per RUCS & applicable Toll rates
PROJECT ROAD ALTERNATE ROAD

AB BC CD AE ED
Car 11.75 11.75 11.75 10.79 11.75
Mini Bus 23.89 23.89 23.89 23.21 23.89
Bus 62.75 62.75 62.75 58.45 62.75
LCV 27.73 27.73 27.73 26.26 27.73
2A 29.87 29.87 29.87 29.42 29.87
3A 29.87 29.87 29.87 29.42 29.87
MAV 60.28 60.28 60.28 62.04 60.28
The per Km cost variables were further worked out to estimate the total generalized cost
on the project road and the alternate roads, and cost Ratio (CR) was calculated for all
types of vehicles, and using appropriate CR value, the %diversion observed on the basis of
Cost Ratio.
Table 4.22: Summary of Cost Ratio Diversion for RC-1
Page 39 of 39
Cost % Diversion to
PROJECT ROAD ALTERNATE ROAD
Ratio AR
VOC+VOT Toll Rate Total VOC+VOT Toll Rate Total AR/PR

Car 1481 129 1610 1915 158 2073 0.777 89.47
Mini Bus 3010 197 3207 4019 240 4259 0.753 94.97
Bus 7907 387 8294 10309 473 10781 0.769 94.80
LCV 3494 646 4140 4598 788 5385 0.769 94.80
2A 3764 646 4409 5064 788 5851 0.754 94.96
3A 3764 646 4409 5064 788 5851 0.754 94.96
MAV 7595 775 8370 10480 945 11425 0.733 95.18
In the summary table, Cost Ratio is taken as travel cost on Alternate Road to Project road
(CR= PR/AR). This is to assess the diversion behavior of traffic from the Project road to
Alternate Road. In case of cars, as seen above, even if the cost implication shows higher
cost of travel on alternate road to project road, there is a significant diversion observed as
per the diversion equations, while for the other vehicle classes, the diversion is merely 8%.
This can be attributed to the fact that diversion equations foresee some traffic to get
diverted on a new link, even if the Vehicle operating cost is high, which is completely due
to the new link coming up in the vicinity of the road, and the new link will offer free speeds
and Level of Service A for travelling.
Now, to assess the traffic diverted from this %Diversion, the potential divertible traffic is
estimated from the valid OD pairs, on which this route Choice is applicable. So, in order to
assess the potential quantum of traffic flowing between the two extremes, the Traffic
analysis zones were categorized into two across the extremes of the common nodes (A
node and C node in this case). The areas considered have been summarized. The Total
traffic diverted from the potential divertible traffic is shown in Table 4.23.
Table 4.23: Route Choice-1
% of Traffic Potential
Diversion Diverted Traffic
Car 89.47 64 57
Mini Bus 94.97 1 1
Bus 94.80 12 11
LCV 94.80 14 13
2A 94.96 7 7
3A 94.96 8 8
MAV 95.18 6 6
Page 40 of 40
The diverted traffic assessed through this methodology shows diversion on and off the
alternative on the project road, which has increased the existing traffic. However, diverted
traffic cannot b neglected due to two major reasons as follows:
. Neglecting the generated traffic after the improvement can cause failure of the
pavement design adopted on the basis of mere existing traffic. Thus on proper assessment
of the diverted traffic, suitable crust thickness is provided.
. The existing traffic number forecasted for future would cause congestion due to
insufficient capacity of the corridor and thus the improvement of the corridor would not
carve the purpose to the road user.
Keeping in view the above, the net effect of the above diversion traffic is shown below in
Table 4.24. Net Effect of traffic on Diversion Analysis is shown below:
Car 57
Mini Bus 1
Bus 11
LCV 13
2A 7
3A 8
MAV 6
Table 4.25: Final AADT INCLUDING DIVERTED TRAFFIC
Page 41 of 41
Km 1+800 KM- 14+900 Km- 39+000

PCU Location-1 Location-2 Location-3
Categories
Factor
Vehicles PCUs Vehicles PCUs Vehicle PCUs
2 Wheeler 0.5 1557 779 997 499 1644 822
3 Wheeler 1.0 22 22 3 3 2 2
Car/Jeep/Van 1.0 442 442 410 410 558 558
Mini Bus 1.5 9 14 3 5 3 5
Private Bus 3.0 51 153 44 132 53 159
Govt. Bus 3.0 10 30 13 39 11 33
LCV / Tempo 1.5 113 170 84 126 137 206
2-Axle 3.0 86 258 65 195 52 156
3-Axle 3.0 84 252 119 357 66 198
MAV (4-6) 4.5 81 364 47 211 52 233
Agriculture Tractor 1.5 22 33 10 15 15 23
Agriculture Tractor Trailer 4.5 145 653 64 288 43 194
Ex. Car/Jeep 1 5 5 4 4 3 3
Ambulance 1 4 4 5 5 4 4
Bi-Cycle 0.5 73 37 50 25 44 22
Cycle-Rickshaw 2 0 0 0 0 0 0
Bullock Cart 6.0 2 12 1 6 1 6
Horse Drawn 6.0 0 0 0 0 0 0
Hand Cart 3.0 0 0 0 0 0 0
Toll Exempted Traffic 84 58 60 40 52 35
Non Tollable Traffic 1830 1545 1134 845 1756 1076
Total Traffic 2706 3228 1919 2320 2688 2624
PCU Km- 60+800 Km- 73+600 Km- 109+000

Categories
Factor Location-4 Location-5 Location-6 Average of AADT
Page 42 of 42
Vehicles PCUs Vehicles PCUs Vehicle PCUs Vehicles PCUs
2 Wheeler 0.5 1210 605 963 482 2807 1404 1530 765
3 Wheeler 1.0 10 10 3 3 2 2 7 7
Car/Jeep/Van 1.0 707 707 249 249 406 406 462 462
Mini Bus 1.5 4 6 3 5 3 5 4 7
Private Bus 3.0 55 165 32 96 29 87 44 132
Govt. Bus 3.0 19 57 0 0 3 9 9 28
LCV / Tempo 1.5 146 219 67 101 118 177 111 167
2-Axle 3.0 75 225 26 78 79 237 64 192
3-Axle 3.0 105 315 32 96 31 93 73 219
MAV (4-6) 4.5 49 220 23 103 23 103 46 206
Agriculture Tractor 1.5 10 15 4 6 10 15 12 18
Agriculture Tractor Trailer 4.5 109 491 43 194 150 675 92 416
Ex. Car/Jeep 1 6 6 0 0 2 2 3 3
Ambulance 1 3 3 3 3 3 3 4 4
Bi-Cycle 0.5 77 39 21 11 0 0 44 22
Cycle-Rickshaw 2 0 0 0 0 0 0 0 0
Bullock Cart 6.0 1 6 1 6 0 0 1 6
Horse Drawn 6.0 0 0 0 0 0 0 0 0
Hand Cart 3.0 0 0 0 0 0 0 0 0
Toll Exempted Traffic 87 54 25 20 5 5 52 35
Non Tollable Traffic 1426 1175 1038 705 2974 2101 1693 1241
Tollable Traffic 1160 1914 432 728 692 1117 813 1411
Total Traffic 2586 3089 1470 1433 3666 3218 2506 2652
4.16 TRAFFIC ESTIMATION AND FORECAST
4.16.1 General
As the project road is executed on an Annuity basis, an estimation of the traffic expected
to use the tolled highway and its future growth are important elements assess the project’s
economics as they are generally the main /sole source of revenue for the project. This
chapter details various aspects of the project road traffics and its growth potential.
4.16.2 Project Road Traffic
The traffic that is likely to use the project road was estimated on the basis of the traffic and
travel characteristics data gathered through primary as well as secondary surveys. The
traffic on the project road would normally consist of the following components
 Normal Traffic
 Diverted Traffic
 Induced/New Generated Traffic
Page 43 of 43
4.16.2.1 Normal Traffic
Normal traffic is the traffic which is playing on the project road, which has been
assessed on the Basis on the traffic surveys carried out and described in previous
section, and its project growth.
4.16.2.2 Diverted Traffic
Diverted traffic is generally dictated by the presence of the alternative route at a

cheaper generalized coast.
4.16.2.3 Induced Traffic
Induced/new generated traffic is the one which would be generated, over and above
normal growth, because of lowering of transport costs or new developments in the
immediate influence area of the project road.
4.16.3 Traffic Projection Methodology
As explained above in the previous section, the traffic studies give idea of the base
year Traffic on the project stretch; so the next step is to forecast the traffic for future
estimation. The Forecast has been done for a period of 30 years i.e. from 2014-15 to
2044-2045.
Traffic forecast has been done by employing the “Elasticity of Transport Demand”
method, which is the best practice worldwide and thus a preferred technique in India.
This method has been recommended by Indian Road Congress in IRC- 108: Guideline
for traffic prediction On Rural Highway (1996) this method involves:
 Regression of past traffic growth on the project stretch or vehicle registration in the
Project state with socio-economic indicators such as population, state income (NSDP)
and per capita income.
 Analyzing correlation of traffic growth of each mode (car, 2-wheeler, bus & trucks)
to various socio-economic indicators. This will help in arriving at the economic variable
and the corresponding elasticity of demand for each type of vehicle to be considered
for forecast.
 The estimated elasticity is moderated base on comparisons with the elasticity
Suggested in the Road Development Plan: 2021 (IRC 2001, MORTH) and other Socio-
economic factors expected to shape the traffic in future.
As the project stretch dose not entertain the traffic of just one state only but it caters
traffic of various states, a weighted average of economic variable of the state in the
project Influence Area (PIA) is considered, to arrive at final growth rates.
Regression analysis has been done using past trends on vehicle registration and socio-
economic Indicators for the period 2004-19, to estimate elasticity for each vehicle type.
The elasticity values Estimated through regression analysis were then compared with
those suggested in the “Road Development plan: 2021”.IRC and best combination of
elasticity’s have been recommended for Deriving traffic growth rates and traffic
forecasts. The final traffic has been estimated.
The subsequent sections explain the traffic forecast on the project stretch in detail.
Page 44 of 44
4.16.4 Project Influence Area (PIA)
Delineating the project influence Area is important as socio-economic indicators in the

area will Influence the traffic movement on the project stretch. The project influence area
has been assessed Based on O-D data. The Table 4.267 presents the regional influence
factors for vehicles plying on the Project stretch for all the three homogenous sections.
Table 4.26 Trip Contributions Observed during Traffic surveys along the Project stretch
Region/Modes Cars Mini Bus Bus Mini LCV LCV 2-Axle 3-Axle MAV
Rajasthan 99.10 99.33 94.03 98.83 97.73 98.60 94.47 97.27
Madhya Pradesh
0.17 0.67 4.73 0.50 1.23 0.47 0.87 0.23
Gujarat 0.50 0.00 1.10 0.50 0.70 0.77 1.73 1.37
Rest of India 0.27 0.00 0.10 0.17 0.33 0.17 2.93 1.13
Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
The above table shows that Rajasthan constitutes majority of traffic across all the modes
approximately due to regional location of project Road in Rajasthan. The Remaining
Surrounding State of M.P. and Gujarat also influence traffic on Project Corridor, will rest of
Traffic is contributed by other parts of the Country. All the above Data has been analyzed
to forecast the Future traffic.
4.16.5 Socio- Economic Indicators
As seen in the previous section, The Traffic on the Project Road is majorly From Punjab and
has an interaction with Other State like Rajasthan, Haryana, H.P., J & K, Delhi which are
neighboring states of Punjab in thus have an influence Project of road. Thus Regression
analysis of the economic indicators of these states with the vehicle registration in the
respective state was carried out to establish the elasticity of growth the past growth of
socio-economic indicators from 2004-2011 (Net State domestic product, population and
per capita income) and vehicle registrations , by vehicle type, of this states are summarized
in the following Table 4.27.
Table 4.27: Socio Economic Indicators and Vehicle Registration Data
Page 45 of 45
Region/ 2- 3- Car/Jeep Buses Trucks Population PCI NSDP GDP

Modes wheelers wheelers
Rajasthan 11.67% 9.20% 12.42% 5.19% 10.66% 1.96% 6.51% 8.36% 8.48%
Gujarat 8.65% 9.08% 10.83% 3.41% 8.35% 1.77% 8.49% 10.06% 8.48%
MP 10.42% 8.42% 12.04% 6.19% 9.48% 1.87% 6.86% 8.67% 8.48%
Rest of 9.89% 8.70% 10.93% 9.02% 9.4% 1.57% 6.60% 8.48%
India
Source: Economic Statistics of India
From above data, it can be seen that the vehicle registration in the state has seen a steady
growth across mode and modes and this data has been considered for estimating the
travel demand elasticity for the respective states. The entire socio economic indicator has
seen a significant growth during 2004-2012.
4.16.6 Elasticity value of Project corridor
Elasticity estimate forms the very base of traffic forecasting. The elasticity of each type of
vehicle defining the relationship and degree of correlation with various economic
indicators is estimated using regression analysis. Past growth data for the period of 2004-
2012 was used for this analysis. Usually passenger traffic is a function of population and per
capita income, while the freight and commercial traffic is governed by state income
growth. The elasticity estimated with respect to various socio- economic indicators through
regression analysis is given in the Table 4.28 below:
Table 4.28: Elasticity’s of various modes derived through regression analysis
Vehicle Category Independent Variable R Square Elasticity Coeff.

PCI 0.9826 1.7205
2- Wheelers
Population 0.9992 5.6854
PCI 0.9818 1.371
3- Wheelers
PCI 0.9838 1.8254
Car
PCI 0.9842 0.7928
Bus
NSPD 0.9798 1.2496
Trucks
GDP 0.9949 1.2451
It is evident from the above table that the best –fit economic variables for car and bus
traffic growth are population and PCI. The best fit Economic Indicators for all goods traffic is
the state income, which is a function of the economic activity in the concerned state.
Page 46 of 46
While the regression analysis gives elasticity figures, there is a need for moderation based on
comparison with other studies and developments in Socio- economic condition expected
in future that will make moment of commercial vehicle easier state. The elasticity for
different vehicles categories have been moderated based on future economic prospects
of the project influence area and the likely future sift among the vehicle categories like the
provable shift of vehicle ownership from 2-Axle Trucks to MAV and 2/3 wheelers market to
car have been taken into account while moderating the elasticity values. This is considered
necessary because as the purchasing power increases there will be a shift from low cost
vehicle to high speed, more expensive and better comfortable vehicle.
Further, with the road improvement and realization of economics of scale, goods operators
will tend to transfer from 2- Axle trucks to multi-axle vehicles. These market driven forces
have been realistically considered in the elasticity moderations.
In order to moderates the transport demand elasticity, as discussed above the consultant
have referred the “Road Development Plan: Vision 2021” prepared by IRC in 2001. This
document provides the vision for the next 20 years for development and maintenance of
all categories of road i.e. National Highways, State Highways, Major District Roads and Rural
and Roads. It focuses on research and development, mobilization of resources, capacity
building and human resources development, quality system, environment and energy
considerations for the highway sector and Highway safety and serves as a valuable guide
to the center and the state Governments for planning purpose.
The Following Table 4.29 presents the comparison of elasticity value suggested by the
“Road Development Plan: Vision 2021” for projecting traffic growth trends at a National
Level.
Table 4.29: Comparison of elasticity
Type Cars Buses Trucks
Elasticity as per calculation (weighted elasticity) 1.581 0.931 1.033
Elasticity as per SP-19 2.00 1.60 2.00
Elasticity as per vision 2021(MoRT&H) 1.60 1.30 1.40
4.16.7 Adopted Elasticity for Different Scenarios
As per the best suitable traffic scenario, weighted Average elasticity values are adopted
and presented in Table 4.30 below
Table 4.30: Adopted elasticity
Page 47 of 47
Duration
Mode
Up to 2015 2016-2020 2021-2025 2026-2030 2031-2035 2036-2040
2- Wheeler 1.376 1.238 1.115 1.003 0.903 0.813
Auto Passengers 1.130 1.017 0.915 0.824 0.742 0.667
Cars 1.459 1.313 1.182 1.063 0.957 0.861
Mini Bus 0.666 0.599 0.539 0.485 0.437 0.393
Bus 0.719 0.647 0.583 0.524 0.472 0.425
Tractor 0.982 0.884 0.796 0.716 0.645 0.580
Mini LCV 0.982 0.884 0.796 0.716 0.645 0.580
LCV 0.980 0.882 0.793 0.714 0.643 0.578
2- Axle 0.979 0.881 0.793 0.714 0.643 0.578
3- Axle 1.000 0.900 0.810 0.729 0.656 0.590
MAV 1.000 0.900 0.810 0.729 0.656 0.590
Average 1.025 0.922 0.830 0.747 0.672 0.605
4.16.8 Final Traffic Growth Rates
Based on the weighted average elasticity values and the projected economic/
demographic indicators, the future average annual compound traffic growth rates by
vehicle type have been estimated & presented in the following Table 4.31.
Table 4.31: Final Traffic Growth Rates

Mode Duration
Up to 2016- 2021- 2026- 2031- 2036-
2015 2020 2025 2030 2035 2040
2- Wheeler 7.568 8.049 6.687 5.517 4.514 3.656
Auto 6.216 6.612 5.493 4.531 3.708 3.003
Passengers
Cars 8.023 8.534 7.090 5.849 4.786 3.876
Mini Bus 3.661 3.894 3.235 2.669 2.184 1.769
Bus 3.956 4.208 3.496 2.884 2.359 1.911
Tractor 5.894 5.305 4.774 4.297 3.867 3.480
Mini LCV 5.894 6.189 5.172 4.297 3.545 2.900
LCV 5.877 6.171 5.157 4.284 3.535 2.892
2- Axle 0.979 0.881 0.793 0.714 0.643 0.578
3- Axle 6.000 6.000 5.265 4.374 3.609 2.952
MAV 6.000 6.000 5.265 4.374 3.609 2.952
Average 5.461 5.677 4.766 3.981 3.305 2.725
Page 48 of 48
4.16.9 Traffic Projections
4.16.9.1Projections of Normal Traffic @5% growth rate
The total daily traffic is forecasted for the period up to year 2041 based upon 5% growth
rates for assessing financial viability of the project. The total projected tollable traffic at
each survey location is shown in Table-4.32 for normal traffic.
4.16.9.2 Projections of Traffic including Diverted traffic @5% growth rate
The Total daily traffic including the diverted traffic on normal traffic census is also done for
the period up to year 2041 based upon 5% growth rates. The total projected toll able traffic
at each survey Location is shown in Table-4.33 for projections for traffic including diverted
traffic on project road.
4.16.9.3 Projections of Normal Traffic (Economic indicators)
The total daily traffic the diverted traffic on normal traffic census is also done for the period
up to year 2041 based upon suitable growth rates as considered for normal traffic
projections (from Economic indicators). The total projected toll able traffic at each survey
location is shown in Table-4.34 for projections for traffic including diverted traffic on project
road.
4.16.9.4 Projections of Traffic including Diverted Traffic (Economic indicators)
The total daily traffic the diverted traffic on normal traffic census is also done for the period
up to year 2041 based upon suitable growth rates as considered for normal traffic
projections (from Economic indicators). The total projected toll able traffic at each survey
location is shown in Table-4.35 for projections for traffic including diverted traffic on project
road.
Page 49 of 49
Table 4.32: Projection of AADT @growth rate 5%
Location-1 Km-1+800 Location-2 Km-14+900 Location-3 Km-39+000 Location-4 Km-60+800
Year Total Total Total Total

Total Total Total Total Total Total Total Total
Tollable PCU Tollable PCU Tollable PCU Tollable PCU
Vehicles PCU Vehicles PCU Vehicles PCU Vehicles PCU
vehicle vehicle vehicle vehicle
Base
773 1500 2603 3045 682 1293 1816 2138 829 1365 2585 2441 1057 1733 2483 2908
Year
2015
2016 812 1575 2733 3197 716 1358 1907 2245 870 1433 2714 2563 1110 1820 2607 3053
2017 852 1654 2870 3357 752 1426 2002 2357 914 1505 2850 2691 1165 1911 2738 3206
2018 895 1736 3013 3525 790 1497 2102 2475 960 1580 2992 2826 1224 2006 2874 3366
2019 940 1823 3164 3701 829 1572 2207 2599 1008 1659 3142 2967 1285 2106 3018 3535
2020 987 1914 3322 3886 870 1650 2318 2729 1058 1742 3299 3115 1349 2212 3169 3711
2021 1036 2010 3488 4081 914 1733 2434 2865 1111 1829 3464 3271 1416 2322 3327 3897
2022 1088 2111 3663 4285 960 1819 2555 3008 1166 1921 3637 3435 1487 2439 3494 4092
2023 1142 2216 3846 4499 1008 1910 2683 3159 1225 2017 3819 3606 1562 2560 3669 4296
2024 1199 2327 4038 4724 1058 2006 2817 3317 1286 2118 4010 3787 1640 2688 3852 4511
2025 1259 2443 4240 4960 1111 2106 2958 3483 1350 2223 4211 3976 1722 2823 4045 4737
2026 1322 2566 4452 5208 1166 2211 3106 3657 1418 2335 4421 4175 1808 2964 4247 4974
2027 1388 2694 4675 5468 1225 2322 3261 3840 1489 2451 4642 4384 1898 3112 4459 5222
2028 1458 2828 4908 5742 1286 2438 3424 4032 1563 2574 4874 4603 1993 3268 4682 5483
2029 1530 2970 5154 6029 1350 2560 3596 4233 1641 2703 5118 4833 2093 3431 4916 5758
2030 1607 3118 5411 6330 1418 2688 3775 4445 1723 2838 5374 5075 2197 3603 5162 6046
2035 2051 3980 6907 8079 1810 3431 4818 5673 2200 3622 6859 6477 2805 4598 6588 7716
2040 2618 5080 8815 10311 2309 4379 6150 7240 2807 4622 8754 8266 3579 5869 8408 9848
Page 50 of 50
2041 2749 5334 9255 10827 2425 4597 6457 7602 2948 4853 9191 8679 3758 6162 8829 10340
2042 2886 5600 9718 11368 2546 4827 6780 7982 3095 5096 9651 9113 3946 6470 9270 10857
Table 4.33: Projection of AADT @ Actual Growth Rate (Economic)

Base
Year 773 1500 2603 3045 682 1293 1816 2138 829 1365 2585 2441 1057 1733 2483 2908
2015
2016 817 1585 2751 3218 721 1366 1919 2259 876 1442 2732 2580 1117 1831 2624 3073
2017 863 1675 2907 3401 762 1444 2028 2388 926 1524 2887 2726 1180 1935 2773 3248
2018 912 1770 3072 3594 805 1526 2143 2523 978 1611 3051 2881 1247 2045 2930 3432
2019 964 1871 3246 3798 851 1613 2265 2666 1034 1702 3224 3044 1318 2161 3097 3627
2020 1019 1977 3431 4013 899 1704 2393 2818 1093 1799 3407 3217 1393 2284 3272 3833
2021 1067 2071 3594 4204 942 1785 2507 2952 1145 1885 3569 3370 1459 2393 3428 4015
2022 1118 2170 3765 4405 987 1870 2627 3093 1199 1975 3739 3531 1529 2507 3592 4207
2023 1172 2273 3945 4615 1034 1960 2752 3240 1256 2069 3918 3699 1602 2626 3763 4407
2024 1227 2382 4133 4835 1083 2053 2883 3395 1316 2167 4104 3876 1678 2752 3942 4617
2025 1286 2495 4330 5065 1134 2151 3021 3556 1379 2271 4300 4060 1758 2883 4130 4837
2026 1337 2594 4502 5267 1180 2236 3141 3698 1434 2361 4471 4222 1828 2997 4295 5030
2027 1390 2698 4682 5476 1227 2325 3266 3845 1491 2455 4649 4390 1901 3117 4466 5230
2028 1446 2805 4868 5694 1275 2418 3396 3998 1550 2553 4834 4565 1977 3241 4643 5438
2029 1503 2917 5062 5921 1326 2514 3531 4157 1612 2654 5027 4747 2055 3370 4828 5655
2030 1563 3033 5263 6157 1379 2614 3672 4323 1676 2760 5227 4936 2137 3504 5021 5880
Page 51 of 51
2035 1839 3568 6192 7244 1622 3076 4320 5086 1972 3247 6150 5807 2515 4123 5907 6918
2040 2103 4082 7083 8286 1856 3519 4942 5818 2256 3714 7034 6642 2876 4716 6757 7913
2041 2161 4193 7276 8512 1906 3614 5076 5976 2317 3816 7226 6823 2955 4844 6941 8129
2042 2220 4307 7475 8744 1958 3713 5215 6139 2381 3920 7423 7009 3035 4976 7130 8350
Table 4.34: Projection of AADT including Diverted Traffic @growth rate 5%

Base
Year 876 1683 2706 3228 785 1475 1919 2320 932 1548 2688 2624 1160 1914 2586 3089
2015
2016 919 1767 2841 3389 824 1549 2015 2436 978 1625 2822 2755 1218 2010 2715 3243
2017 965 1856 2983 3559 865 1626 2115 2558 1027 1707 2963 2893 1279 2110 2851 3406
2018 1014 1948 3132 3737 908 1707 2221 2686 1079 1792 3111 3038 1343 2216 2993 3576
2019 1064 2046 3289 3924 954 1793 2332 2820 1133 1882 3267 3189 1410 2326 3143 3755
2020 1118 2148 3453 4120 1002 1883 2449 2961 1189 1976 3430 3349 1480 2443 3300 3942
2021 1174 2255 3626 4326 1052 1977 2571 3109 1249 2074 3602 3516 1554 2565 3465 4140
2022 1232 2368 3807 4542 1104 2075 2700 3264 1311 2178 3782 3692 1632 2693 3638 4347
2023 1294 2487 3998 4769 1159 2179 2835 3428 1377 2287 3971 3877 1713 2828 3820 4564
2024 1359 2611 4197 5008 1217 2288 2977 3599 1445 2401 4170 4071 1799 2969 4011 4792
2025 1426 2741 4407 5258 1278 2403 3125 3779 1518 2522 4378 4274 1889 3118 4212 5032
2026 1498 2879 4628 5521 1342 2523 3282 3968 1594 2648 4597 4488 1983 3274 4422 5283
2027 1573 3022 4859 5797 1409 2649 3446 4166 1673 2780 4827 4712 2083 3437 4644 5547
2028 1651 3174 5102 6087 1480 2781 3618 4375 1757 2919 5068 4948 2187 3609 4876 5825
Page 52 of 52
2029 1734 3332 5357 6391 1554 2920 3799 4593 1845 3065 5321 5195 2296 3790 5120 6116
2030 1821 3499 5625 6711 1631 3066 3989 4823 1937 3218 5588 5455 2411 3979 5376 6422
2035 2324 4466 7179 8565 2082 3914 5091 6156 2472 4107 7131 6962 3077 5078 6861 8196
2040 2965 5699 9162 10931 2657 4995 6497 7856 3155 5242 9102 8886 3927 6481 8756 10460
2041 3114 5984 9621 11478 2790 5245 6822 8249 3313 5504 9557 9330 4124 6806 9194 10983
2042 3269 6283 10102 12052 2930 5507 7163 8662 3479 5779 10034 9797 4330 7146 9654 11533
Table 4.35: Projection of AADT including Diverted Traffic @ actual growth rate (Economic)

Base
Year 876 1683 2706 3228 785 1475 1919 2320 932 1548 2688 2624 1160 1914 2586 3089
2015
2016 925 1779 2859 3411 829 1559 2028 2452 985 1636 2840 2773 1226 2023 2733 3264
2017 978 1880 3022 3605 876 1647 2143 2591 1041 1729 3002 2930 1295 2137 2888 3450
2018 1033 1986 3193 3810 926 1741 2264 2738 1100 1827 3172 3097 1369 2259 3052 3646
2019 1092 2099 3374 4026 979 1840 2393 2893 1162 1931 3352 3273 1446 2387 3225 3852
2020 1154 2218 3566 4254 1034 1944 2529 3058 1228 2040 3542 3458 1528 2523 3408 4071
2021 1209 2324 3736 4457 1084 2037 2649 3203 1286 2137 3711 3623 1601 2643 3570 4265
2022 1267 2435 3914 4670 1135 2134 2776 3356 1348 2239 3888 3796 1678 2769 3740 4468
2023 1327 2551 4101 4892 1189 2235 2908 3516 1412 2346 4073 3977 1758 2901 3919 4681
2024 1390 2672 4296 5125 1246 2342 3046 3684 1479 2458 4267 4166 1841 3039 4105 4905
2025 1457 2800 4501 5370 1305 2454 3192 3859 1550 2575 4471 4365 1929 3184 4301 5138
2026 1515 2911 4680 5583 1357 2551 3319 4013 1612 2677 4649 4539 2006 3311 4472 5343
Page 53 of 53
2027 1575 3027 4866 5806 1411 2653 3451 4173 1676 2784 4834 4719 2086 3442 4650 5556
2028 1638 3147 5060 6037 1467 2758 3588 4339 1742 2895 5026 4907 2169 3579 4836 5777
2029 1703 3273 5261 6277 1526 2868 3731 4511 1812 3010 5226 5103 2255 3722 5028 6007
2030 1771 3403 5471 6527 1587 2982 3880 4691 1884 3130 5434 5306 2345 3870 5228 6246
2035 2083 4004 6437 7679 1867 3509 4564 5519 2216 3683 6394 6242 2759 4553 6151 7349
2040 2383 4580 7363 8784 2135 4014 5221 6313 2535 4212 7314 7140 3156 5208 7036 8406
2041 2448 4705 7563 9023 2194 4123 5363 6485 2604 4327 7513 7335 3242 5350 7228 8635
2042 2515 4833 7770 9269 2253 4236 5510 6662 2675 4445 7718 7535 3330 5496 7425 8870
Page 54 of 54
Chapter-5: Engineering Survey & Investigation

5.1 ROAD INVENTORY AND ROAD CONDITION:
An inventory of the project road has been carried out by visual observations supplemented with
sample measurements using tape etc. Kilometer wise features like terrain, land-use, surfacing
type and width, shoulder, sub grade, local soil type, curve details, intersectional details, retaining
structures details, location of water bodies, height of embankment or depth of cut, ROW, CD
structures, road side arboriculture, existing utility services, general drainage conditions etc., were
recorded. The road inventory has been referenced to the existing km posts established along
the roadside.
The Project Road starts from 2km away from NH-76 (Chittaurgarh- kota section). So, a stretch
of 2km is added in our project road to connect the project road (SH-9A) to NH-76.
MP section (km14- km 34, length20km) falls in Madhya Pradesh. so this stretch will not be taken
in this project & it will be out of Scope.
Km 109 onwards is toll road maintained by RSRDC till Ramganj Mandi.
for a total length of 90.580 km (as per topographic Survey) & 90.212 (Design Length).
Page 1 of 30
Start Point of the Project Section-I
Start Point of the Project Section-II
5.2 TERRAIN :
The terrain along the road is plain & Hilly terrain.

5.3 LAND USE:
The land use along the project road is predominantly agricultural. The major land use pattern is
agriculture and residential.
5.4 CARRIAGEWAY AND ROADWAY WIDTH:
The project road has 3.0/3.75/5.0/5.5/7.0/10.0/14.0 m Carriageway with 1/ 1.5m earthen

shoulder. There is one existing bypass at Rashmi Village. Increased lane width is observed at
major junctions for canalizations of traffic. Table 5.1 shows width of formation and carriageway.
Table: 5.1 Formation and Carriageway width
Start Ch. End Ch. Length (in km) Type Width Condition Remark
(in
0+000 2+000 2 BT 5.0 Poor
M)
0+000 4+100 4.1 BT 7.0 Poor
Page 2 of 30
4+100 4+400 0.3 CC 7.0 Poor

4+400 12+600 8.2 BT 7.0 Poor
12+600 13+200 0.6 CC 5.5 Poor Turkari
13+200 13+700 0.5 BT 7.0 Poor
13+700 14+050 0.35 CC 5.5 Poor Borwardi
14+050 14+220 0.17 BT 7.0 Poor
14+220 34+810 20.59 BT 5.5 Poor MP Section (Out of Scope)
34+810 38+900 4.09 BT 7.0 Poor
39+600 42+300 2.7 BT 7.0 Fair
42+300 42+400 0.1 CC 5.5 Fair
42+400 46+000 3.6 BT 7.0 Fair
46+000 46+700 0.7 BT 3.0 Fair
46+700 46+800 0.1 CC 5.5 Fair
46+800 59+800 13.0 BT 3.0 Poor
59+800 60+400 0.6 BT 3.75 Poor
60+400 60+950 0.55 BT 3.0 Poor
60+950 61+150 0.2 CC 3.0 Poor
61+150 65+800 4.65 BT 3.75 Poor
65+800 66+000 0.2 CC 3.75 Poor
66+000 66+200 0.2 CC 5.5 Fair
66+200 66+800 0.6 CC 10.0 Fair
66+800 69+200 2.4 CC 10.0 Fair
69+200 71+900 2.7 CC 14.0 Fair
71+900 79+000 7.1 BT 3.0 Poor
79+000 81+100 2.1 Earthen 3.0 Poor
81+100 81+800 0.7 BT 3.0 Poor
81+800 82+300 0.5 CC 3.0 Poor
82+300 82+900 0.6 Earthen 3.0 Poor
82+900 90+000 7.1 BT 3.0 Poor
90+000 93+100 3.1 BT 5.5 Poor
93+100 93+500 0.4 CC 5.5 Poor
93+500 95+300 1.8 BT 5.5 Poor
95+300 96+000 0.7 BT 3.75 Poor
96+000 98+000 2.0 BT 5.5 Poor
98+000 100+000 2.0 BT 3.75 Poor
100+000 104+200 4.2 BT 3.0 Poor
104+200 104+500 0.3 BT 7.0 Poor
104+500 107+100 2.6 BT 3.0 Poor
Page 3 of 30
107+100 107+400 0.3 CC 7.0 Fair

107+400 109+170 1.77 BT 7.0 Fair
Total 111.17 Km
Table 2.2 Summary of Cross Section of project Road
Carriageway Total Length

Length in (km) Type
Width
35.95 BT
3 39.35 0.7 CC
2.7 Earthen
3.75 8.15 7.95 BT
0.2 CC
5 2.0 2.0 BT
5.5 9.35 6.9 BT
2.45 CC
7.0 26.03 25.43 BT
0.6 CC
10.0 3.0 3.0 CC
14.0 2.7 2.7
Total 90.580
5.5 SHOULDER:
The project road has 3.0/3.75/5.0/5.5/7.0/10.0/14 m Carriageway with 1/ 1.5m earthen shoulder
throughout the project corridor, which is in Fair conditions except at isolated stretches in village
portions. Apparently, the average embankment of the road is 0.6 to 0.9 m and the shoulder
drop is noticed in 3m Carriageway Section of the project corridor.
5.6 EMBANKMENT HEIGHT:
The average embankment of the road is is 0.6 to 0.9 m and the shoulder drop is noticed on the
project corridor. However, higher embankment exists at approaches to the bridges and at hilly
portion. The condition of the embankment is fair.
5.7 VILLAGES AND TOWNS:
The villages and towns through which the project road passes are listed in Table 5.2.
Table 5.2 List of Villages along to project road
Page 4 of 30
Sr.
Village Start Ch. End Ch. Length (km) Population Block District
No.
1 Katunda 0+000 0+650 0.65 2141 Begun Chittaurgarh
2 Balwant Nagar 0+100 0+300 0.2 444 Begun Chittaurgarh
3 Rayti 9+500 9+900 0.4 854 Begun Chittaurgarh
4 Rayta 11+250 11+900 0.65 1190 Begun Chittaurgarh
Turkari 12+650 13+200 606 Begun Chittaurgarh
5 0.55
6 Borwadi 13+750 14+050 0.3 282 Begun Chittaurgarh
7 Kesarpura 36+600 36+900 0.3 354 Begun Chittaurgarh
8 Tamboliya 38+750 39+650 0.9 440 Begun Chittaurgarh
9 Borav 43+000 43+400 0.4 2689 Begun Chittaurgarh
10 Dhamangarh 51+100 51+400 0.3 250 Begun Chittaurgarh
11 Rawatbhata 67+100 71+900 4.8 34690 Rawatbhata Chittaurgarh
12 Deep pura 79+000 79+400 0.4 457 Rawatbhata Chittaurgarh
13 Jharjari 82+100 82+800 0.7 1623 Rawatbhata Chittaurgarh
14 Badodiya 86+050 86+250 0.2 1452 Rawatbhata Chittaurgarh
15 Ladpur 91+850 92+150 0.3 1237 Rawatbhata Chittaurgarh
16 Jalkheda 92+400 93+500 1.1 1432 Rawatbhata Chittaurgarh
17 Mohanpura 95+400 95+950 0.55 774 Rawatbhata Chittaurgarh
18 Dhavadkala 96+950 97+200 0.25 1192 Rawatbhata Chittaurgarh
19 Devli 104+350 104+950 0.6 1626 Chechat Kota
20 Fanda 107+100 107+400 0.3 569 Chechat Kota
21 Chechat 109+000 109+170 0.17 10259 Chechat Kota
Total Length 14.02
5.8 ROAD JUNCTIONS:
There are 3 Major Junctions & 26 nos of minor junctions exist on the project road. Most of the
minor junctions lead to the nearby villages.
Table – 5.2A: Junction Details

Details of Existing Junctions
Destinations of Cross Located Type of
Road or railway Type of Relative Road Width of
S.No Location Remarks
(NH/SH/MDR/PMGSY/ Junction to (CC/BT/ Road(m)
ODR/VR) Centreline Earthen)
NH-(Chhitaurgarh- Major
1 0+000 T-Type Both Side CC 16.00
Shivpuri) Junction
Major
2 0+250 MDR to Begun T-Type RHS BT 3.75
Junction
Page 5 of 30

7 9+650 LHS BT 3.75
VR to Dhamnagar
11 42+900 T-Type RHS BT 3.75
Khurd
VR to Sakhloka
17 63+850 T-Type RHS BT 3.75
Dhuda
To KOTA(SH-33) LHS CC 15.00 Major
19 67+300 X-type
City Road RHS BT 3.75 Junction

24 98+500 X-type
25 104+950 VR to Bundi T-Type LHS BT 3.75
26 107+400 VR to Quary T-Type LHS BT 3.75
5.9 TOPOGRAPHIC SURVEYS:
GPS survey is being carried out and GPS control points are established along the alignment, In
addition, auto leveling carried out between SOI GTS BMs and GPS control beacons.
The topographic survey includes:
 GPS control points at 5 km intervals which will be auto-leveled from Survey of India (SOI)
GTS BM‟s to GPS control point BM‟s using auto levels (in accordance with IRC SP19)
 Additional intermittent benchmarks established on permanent structures like Culverts, Km
stones, or on permanent structures enroute, etc.
Page 6 of 30
 A total station traverse is being carried out with stations between 250m apart. Field
checks will be carried out for mutual bearing, mutual distance and heights.
 The detailed survey is being carried out using a total station instrument with a strip width
of 30 m, widened at horizontal curves and ROB locations. All topographical features will
be picked up during the survey. Points will be picked up 50 m apart and cross sections
taken at same intervals. Where existing roads / railways cross the alignment the surveys
will be extended to 100 m either side of the alignment proposed. Culvert location will be
surveyed as part of the detailed survey.
 Hard copies of the survey will be made and will be used by senior surveyor and the
survey teams to verify the accuracy in the field of the detailed survey.
 The survey will be received in digital format in XYZ format compatible with Mx software
together with hard copies.
5.10 CONDITION SURVEY:
Detailed field studies carried out to collect pavement/shoulder/drainage conditions are briefly
discussed hereunder and the findings are presented in Annexure.
5.11 PAVEMENT CONDITION SURVEYS:
The survey on general pavement condition was primarily a visual exercise undertaken by means
of slow drive-over survey, and supplemented with measurements wherever necessary. Visual
assessment was carried out from a vehicle, with speed not exceeding 15 km/hr and stopping at
various locations at suitable intervals at 200m and wherever necessary, depending on variations
in pavement conditions. At the points of stoppage, simple measurements using measuring tape
and straight edge were carried out to quantify pavement deficiency on a representative basis.
Aspects of pavement conditions assessed include surface defects, rut depth, cracking, potholes,
patched areas, shoulder condition etc. An overall assessment of performance serviceability of
the road was also done to qualitatively rate the existing pavement and shoulder condition.
The pavement condition was recorded under the following sub-heads:
 Shoulder-
 Composition / Condition / material Loss
 Riding Quality (Good / Fair / Poor / Very Poor)
 Pavement Condition (surface distress type & extent)
 Cracking (%)
 Raveling (%)
Page 7 of 30
 Potholes (%)
 Patching (%)
 Rut depth (mm)
 Edge break (m)
 Pavement edge Drop (mm)
 Embankment Condition (Good / Fair / Poor)
 Road Side Drain (Non Existing / Partially Functional / Functional)
 Drainage condition
For determining the pavement condition for each km. of road, the yardstick as given in Table 5.3
has been used to designate the pavement condition. Details of Pavement Condition Survey are
attached as Annexure I.
Table 5.3: Yardstick of Pavement Condition
Sl. Pot holes Patching Raveling

Condition Cracking (%)
No. (%) (%) (%)
1 Fair >5 > 10  20 > 0.5  2.0 > 2.0
10  5.0
2 Poor >10 >20 >2 >5.0
5.12 SUMMARY OF CONDITION SURVEY RESULTS:
Based on the yardsticks, the overall condition of the pavement has been analysed and it varies
between Fair to Poor.
Table 5.3A: Surface Condition of the Carriageway
Start Ch. End Ch. Length (in km) Type Width Condition Remark
(in
5.0 Poor
0+000 2+000 2 BT M)
0+000 4+100 4.1 BT 7.0 Poor
4+100 4+400 0.3 CC 7.0 Poor
4+400 12+600 8.2 BT 7.0 Poor
12+600 13+200 0.6 CC 5.5 Poor Turkari

13+200 13+700 0.5 BT 7.0 Poor
13+700 14+050 0.35 CC 5.5 Poor Borwardi

14+050 14+220 0.17 BT 7.0 Poor
14+220 34+810 20.59 BT 5.5 Poor MP Section (Out of Scope)
34+810 38+900 4.09 BT 7.0 Poor
Page 8 of 30

39+600 42+300 2.7 BT 7.0 Fair
42+300 42+400 0.1 CC 5.5 Fair
42+400 46+000 3.6 BT 7.0 Fair
46+000 46+700 0.7 BT 3.0 Fair
46+700 46+800 0.1 CC 5.5 Fair
46+800 59+800 13.0 BT 3.0 Poor
59+800 60+400 0.6 BT 3.75 Poor
60+400 60+950 0.55 BT 3.0 Poor
60+950 61+150 0.2 CC 3.0 Poor
61+150 65+800 4.65 BT 3.75 Poor
65+800 66+000 0.2 CC 3.75 Poor
66+000 66+200 0.2 CC 5.5 Fair
66+200 66+800 0.6 CC 10.0 Fair
66+800 69+200 2.4 CC 10.0 Fair
69+200 71+900 2.7 CC 14.0 Fair
71+900 79+000 7.1 BT 3.0 Poor
79+000 81+100 2.1 Earthen 3.0 Poor
81+100 81+800 0.7 BT 3.0 Poor
81+800 82+300 0.5 CC 3.0 Poor
82+300 82+900 0.6 Earthen 3.0 Poor
82+900 90+000 7.1 BT 3.0 Poor
90+000 93+100 3.1 BT 5.5 Poor
93+100 93+500 0.4 CC 5.5 Poor
93+500 95+300 1.8 BT 5.5 Poor
95+300 96+000 0.7 BT 3.75 Poor
96+000 98+000 2.0 BT 5.5 Poor
98+000 100+000 2.0 BT 3.75 Poor
100+000 104+200 4.2 BT 3.0 Poor
104+200 104+500 0.3 BT 7.0 Poor
104+500 107+100 2.6 BT 3.0 Poor
107+100 107+400 0.3 CC 7.0 Fair
107+400 109+170 1.77 BT 7.0 Fair

Total 111.17 Km
Page 9 of 30
Table 2.3 Summary of Condition of project Road
% of total
Condition Length(km)
length
Fair 15.87 18%
Poor 74.71 82%
Total 90.580km 100%
5.13 Benkelman Beam Deflection Test
As the existing pavement condition is fair to poor BBd test has been conducted at project
Road. Hence, BBD test is ruled out. More over entire project road is proposed for
reconstruction from the subgrade bottom.The Test Results are shown below:-
Overlay
Section (km) Design
Char. Requirement in term Remarks
S. No. Traffic
Deflection of BM as per IRC:81
(MSA)
From To (mm)
1 0.000 3.000 1.13 10.00 64

2 3.000 6.000 1.28 10.00 88 This stretch be
3 6.000 9.000 1.33 10.00 95 reconstructed from
4 9.000 12.000 1.46 10.00 105 base due to
5 12.000 15.000 1.13 10.00 60 expansive soil
6 36.000 39.000 1.40 10.00 105
7 39.000 42.000 1.44 10.00 105
8 42.000 45.000 1.35 10.00 103
9 45.000 48.000 1.35 10.00 103
10 48.000 51.000 1.28 10.00 88
11 51.000 54.000 1.33 10.00 95 Max BM requirement
12 54.000 57.000 1.43 10.00 105 is 105mm
Avg BM requirement
13 57.000 60.000 1.36 10.00 98
is 96mm
14 60.000 63.000 1.41 10.00 103
15 63.000 66.000 1.40 10.00 103
16 66.000 69.000
17 69.000 72.000 1.42 10.00 105
18 72.000 75.000 1.44 10.00 105
19 75.000 78.000 1.43 5.00 80
20 78.000 81.000 1.40 5.00 78
21 81.000 84.000
22 84.000 87.000 1.40 5.00 78
23 87.000 90.000 1.50 5.00 88
24 90.000 93.000 1.53 5.00 90 This stretch be
25 93.000 96.000 1.51 5.00 88 reconstructed from
26 96.000 99.000 1.56 5.00 92 base due to
27 99.000 102.000 1.37 5.00 78 expansive soil
28 102.000 105.000 1.63 5.00 100
Page 10 of 30
29 105.000 108.000 1.46 5.00 80

30 108.000 111.000 1.46 5.00 80
Analysis of BBD Results:-
As per IRC 81:1997

 1mm BM = 0.7mm of BC/DBM
So for section-II proposed thickness of BC/DBM is –

 111 mm BM= 0.7x111 = 78mm BC/DBM
As per above calculations overlay requirement on Existing surface is BC-30mm
5.14 SHOULDER CONDITION:
The project road has 3.0/3.75/5.0/5.5/7.0/10.0/14.0 m Carriageway with 1/ 1.5m of earthen

shoulders.
5.15 DRAINAGE CONDITION:
The construction of new bridges and culverts are assessed on proposed length and the
earthwork, pavement and shoulders for bridge approaches have been included as appropriate
roadwork items. The other items like RCC and PCC work of bridges, culverts are calculated as
per GAD‟s and development proposals. There is 01 new proposed Major Bridge on existing VCW.
There are 06 minor bridges on the project road. The superstructure of bridges consists of Cast-in-
situ RCC solid slab or stone masonry arch supported on CRM substructure resting on open
foundation.
The condition of most of structures is generally fair. Some common problems observed are
damaged/ poor RCC railing/post, poor condition of stone masonry and reinforcement exposed
in RCC slab. From local enquiry, it is confirmed that a few bridges are submersible and water
flows over the bridge in rainy season.
Page 11 of 30
5.16 TRIAL PITS:
The investigations were carried out along the existing road using two types of trial pits made as
under:
 Large Test Pit-1.0m x 1.0m at every Homogeneous Section
 At Large pit locations following tests were conducted:
 Pavement Composition
 Characterisation (grain size and Atterberg limits)
 Laboratory moisture-density characteristics
 Laboratory CBR (un-soaked and 4-day soak compacted at three energy levels) and
swell
Page 12 of 30
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5.17 EXISTING PAVEMENT CRUST COMPOSITION
Test pits of approx. 1.5 m x 1.5 m size staggered on both sides of the pavement were excavated
initially up to sub grade top at every 1.0 km along the project road. The pits were excavated on
shoulders extending about 250mm into the pavement for the following observations:
Type of the pavement layers was visually observed and thickness of each layer was measured
on all the three exposed face of the pavement layers to determine average value and
recorded. The details of the same are in tabular form. Approx. 40 kg of disturbed soil sample was
collected from mach test pit for testing index properties of the soil and soaked CBR on re-
moulded sample in the laboratory. The crust composition of the existing pavement is
summarized as below in Table 5.4.
Table 5.4 Summary of the Existing Pavement Crust Composition

Existing Thickness Base Sub Base Total Type of
Chainage of Course Course Thickness Subgrade
in km. Surface Thickness Thickness (mm)
Course (mm) (mm)
1+000 80 165 155 400 Yellowish Sandy Soil
10+200 80 170 165 415 Reddish gravaly Soil
35+000 80 165 125 370 Red Soil
36+000 82 167 127 376 Red Soil
37+000 90 175 135 400 Red Soil
38+000 85 170 130 385 Red Soil
39+000 90 175 135 400 Red Soil
40+000 85 170 130 385 Red Soil
41+000 85 170 130 385 Red Soil
42+000 80 165 125 370 Red Soil
43+000 75 165 125 365 Red Soil
Page 23 of 30
44+000 75 165 125 365 Red Soil

45+000 73 163 123 359 Red Soil
46+000 72 162 122 356 Red Soil
47+000 70 160 150 380 Red Soil
48+000 70 160 150 380 Red Soil
49+000 72 162 152 386 Yellow Soil
50+000 75 165 155 395 Yellow Soil
51+000 75 165 155 395 Yellow Soil
52+000 78 168 158 404 Yellow Soil
53+000 80 165 155 400 Yellow Soil
54+000 80 165 155 400 Red Soil
55+000 80 160 150 390 Red Soil
56+000 81 161 151 393 Red Soil
57+000 82 162 152 396 Red Soil
58+000 83 163 153 399 Red Soil
59+000 84 164 154 402 Red Soil
60+000 85 165 155 405 Red Soil
61+000 86 166 156 408 Red Soil
62+000 87 167 157 411 Red Soil
63+000 88 168 158 414 Red Soil
64+000 89 169 159 417 Red Soil
65+000 90 170 160 420 Red Soil
66+000 200 240 - 440 Red Soil
67+000 200 250 - 450 Red Soil
68+000 210 260 - 470 Red Soil
69+000 200 250 - 450 Red Soil
70+000 190 230 - 420 Red Soil
71+000 190 240 - 430 Red Soil
72+000 80 160 185 425 Red Soil
73+000 75 155 195 425 Red Soil
74+000 75 155 195 425 Red Soil
75+000 73 153 193 419 Red Soil
76+000 70 150 190 410 Red Soil
77+000 70 152 192 414 Red Soil
78+000 72 152 192 416 Red Soil
79+000 70 150 140 360 Red Soil
80+000 75 155 145 375 Red Soil
81+000 73 153 143 369 Red Soil
82+000 75 155 145 375 Red Soil
83+000 76 156 146 378 Red Soil
84+000 80 160 150 390 Red Soil
Page 24 of 30

5.19 Sub grade Soil Investigations
Investigations of existing sub grade soil were carried out to assess the adequacy of the existing
pavement layers apropos to present sub grade strength so that the strengthening and
reconstruction requirement can be established for the design traffic loadings. Objectives of
investigations also included evaluation of the characteristics of existing sub grade soil by
means of laboratory tests.
The requirements of TOR were met through the following steps:
 The characteristics of the existing soil, two samples from every five km of the Project
road or closer where change in soil type is encountered;
 The determination of sub grade CBR (soaked) every three km of the Project road or
closer where change in soil type is encountered;
 Benkelman Beam Deflection measurements on the Project road – one set of ten
readings in 250m for every three km of the Project road;
 Analysis of field and laboratory test results;
 Providing specific recommendation for existing Pavement; and
 Evaluation of problematic sub soil, if any.
Page 25 of 30
5.19.1 Sub grade Characteristics and Strength
The Summary of Laboratory Test Results for Borrow Material
Grain size Analysis Atterberg Limits

Optimum Maximum
Silt Moisture dry CBR
Sl.No Chainage,Km
Gravel Sand and Liquid Plastic Plasticity Content Density (%)
Side (%) (g/cm3)
% % Clay Limit Limit Index
%
1 35+200 RHS 10.75 50.97 38.28 33.54 19.98 13.56 11.88 1.875 8.45
1
2 60+450 RHS 14.54 44.59 40.87 34.47 18.79 15.68 12.46 1.895 8.68
3 107+150 RHS 9.89 50.57 39.54 32.25 16.38 15.87 10.89 1.92 8.08
Test pits of size about 1.0 m x 1.0 m were excavated manually at pavement shoulder
interface, extending through the pavement layers down to the sub grade level. Sub grade soil
sample (about 40 kg) was taken from each pit and sealed properly for detailed laboratory
test.
Following test were carried out on the sub grade soil sample in the laboratory.
 Atterberg‟s limits As per IS: 2720, Part- V - 1985

 Grain size analysis As per IS: 2720, Part- IV- 1985
 MDD (heavy compaction) As per IS: 2720, Part- VIII- 1983
 Optimum Moisture Content As per IS: 2720, Part- VIIl- 1983
 CBR (4 days soaked) As per IS: 2720, Part- XVI- 1987
5.19.2 Laboratory Test on Subgrade Samples
As Per above results the average CBR is <8. So, the value of adopted CBR is 7%.
5.20 Hydrological and Hydraulic Investigations
Hydrological Data
The hydraulic condition of each structure was assessed thoroughly by visual observations and
details are collected from the local offices of PWD, MP and irrigation department, wherever
available to collect the available hydrological data.
For the existing major and minor bridges the Topographic maps obtained from Survey of India
has been utilized for the Hydrological Calculations.
Topographic maps, obtained from Survey of India, on 1:50,000 scales, have been utilized for
the hydrological study in the corridor, accordingly for entire project Corridor, are prepared
and attached as Annexure 5.5 “Abstract of Hydraulic Calculations”.
Page 26 of 30
5.18.1 Hydrological Design Methodology
For the calculation of discharge of the stream by the Area-Velocity method, topographical
survey including levelling surveys have been carried out across and along the water courses
to determine the cross-section and the slope. A number of cross-sections have been taken at
regular intervals on both upstream and downstream side of the structure, including one at the
proposed location of the structure in accordance with IRC specifications.
The following assumptions have been made during peak discharge calculation:
For locations where water spreads over the banks, the cross-sections were extended up to the
HFL, in order to calculate the effective cross-section of flow.
The longitudinal section to determine the bed slope have been taken at an approximate
regular interval of 100 m following the channel course extending on both the upstream and
the downstream sides of the structure. Caution is taken by following the curved flow line for
longitudinal gradient, rather than a straight line.
5.18.1.1 Assessment of Peak Discharge
The peak discharge and the HFL have been calculated by the following methods.
Dickens Method to find discharge from catchment, and Area velocity methods at the
bridge site, the upstream and the downstream sections.
Dickens Method
Dickens‟s Formula is proposed as Empirical formulae in entire road stretch, which is as below.
Q = CM (0.75)
Where,
Q = the peak run-off in cu.m/sec.
M Is the catchment area in sq.km and
C = 11-14, where the annual rainfall is 60-120 cm;
14-19, in Madhya Pradesh; and
32, in Western Ghats.
Area – Velocity Method (Manning‟s Formula)

Q=AxV
= A x [(1/n) x (R)2/3 x (S)1/2]
Where, Q = the discharge in cumecs ;
A = Area of the cross section in sq. m.;
V = Velocity in m/sec;
R = Hydraulic mean depth in m. = A / P;
P = Wetted perimeter of the stream in m.;
S = Bed slope of the stream; and
n = Rugosity Co-efficient
Page 27 of 30
The Design Discharge have been taken as the maximum of peak discharges at different cross
sections.
5.18.1.2 Hydraulic Analysis for Design HFL
In hydraulic analysis, the Design HFL has been calculated corresponding to the Design
Discharge by Manning‟s Equation at the bridge site, as described above.
5.18.1.3 Afflux Calculation
When the waterway area of the opening of a bridge is less than the unobstructed natural
waterway area of the stream, i.e. when bridge contracts the stream, afflux occurs. The afflux
will be calculated using Molesworth‟s formula as given below: -
 V2 
h  0.01524 ( A / a)2  1
 17.88 
Where, h = Afflux in meters;
V = Average velocity of water in the river prior to construction in m/sec;
A = Unobstructed sectional area of the river at proposed site in sq m; and
a = Constricted area of the river at the bridge in sq m.
5.18.1.4 Scour Depth Calculation
To provide an adequate margin of safety for design of foundation, a further increase by 30%
has been made over the design discharge as per IRC: 78-2000, thus obtaining the final design
discharge for the design of foundation.
By IRC: 5-1998 / IRC: 78-2000
As per IRC: 5-1998 or IRC: 78-2000, the mean depth of scour below the highest flood level,
Dsm, will be given by the following equation:
Dsm = 1.34 x (Db2 / Ksf ) 1/3
Where, Db = the discharge in cumecs per meter width and Ksf = Silt Factor.
The value of „Db‟ shall be the total design discharge divided by the effective linear waterway
between abutments.
For most of the bridges, the silt factor, Ksf, has been calculated as per guidelines given in IRC-
78: 2000 (Clause 703.2) otherwise it has been assumed as 1.5 due to absence of soil
distribution curve.
5.18.1.5 Maximum Depth of Scour for Design of Foundation
The maximum depth of scour below the Highest Flood Level (HFL) for the design of piers
Page 28 of 30
(dsmp) and abutments (dsma), having individual foundations without any floor protection are
as follows:
In the vicinity of pier: dsmp = 2 x Dsm

In the vicinity of abutment: dsma = 1.27 x Dsm
For the design of floor protection works for rafts or open foundations, the following values of
maximum scour depth may be adopted:
In a straight reach: 1.27 x Dsm

In a bend: 1.50 x Dsm
For the RCC Box type structures proper scour protection is given in the form of floor apron and
flexible apron both on the up-stream and downstream sides. No scour will be allowed to
occur in the RCC Box type structures.
5.18.1.6 Additional Balancing Culvert on Main Carriage Way
Additional balancing culvert on Main Carriage Way has been provided if it is required for
planning of adequate drainage system. Also additional culvert of 1.2m diameter HP (NP-4) for
field channel (farm) shall be provided at bypasses to allow the water to pass from one side to
other side, if the lands on both side of the road belong to the same owner.
5.18.2 Recommendations / Findings
5.18.2.1 Bridge locations
The detailed hydrological & hydraulic calculations of bridges have been presented in
Annexures. The Results has been presented in Table below.
Existing bridges to be re-constructed

1. The existing bridges at the following location shall be re-constructed as new Structures:-
(a) Major Bridges – 0 Nos.
Existing Proposed
Existing Design Structure Structural/ Span Width of

S.No. Structure Width of
Chainage Chainage Type Hydraulic (m) bridge Span
Type Bridge (m)
Condition (m)
NIL
Page 29 of 30
(b) Minor Bridges – 09 nos.
Existing Proposed
Structure Structur Span Width

S. Existing Design Type al/ (m) of Width
N Chainag Chainag Hydraul bridge Structure of
Span
o. e e ic (m) Type Bridge
Conditi (m)
on
1 9+000 11+090 Slab Poor 3x6.9m 8.2 3x8 1) RCC 12.00

2 14+035 16+015 Slab Poor 4x3m 6.5 2x6 Solid Slab 12.00
Pipe & 2x3.2m & 2) RCC 12.00
3 37+270 39+250 Poor 7.5 2x6
Slab 2ROW900 wall type
4 37+555 39+550 Slab Poor 3x2.6m 7.6 1x8 pier 12.00
5 43+660 45+640 Slab Poor 4x4.3m 8.5 3x6m 3) RCC 12.00
6 47+370 49+350 Slab Poor 3x5.7 8.3 3x6m Box type 12.00
7 53+270 55+245 Slab Poor 2x3.8m 8.0 1x10 abutmen 12.00
8 58+930 60+880 Slab Poor 8x4.5m 7.0 4x10 t 12.00
Slab & Poor 1x6m & 12.00
9 94+700 96+475 10.0 2x6m
HPC 3ROW900
******
Page 30 of 30
Public Works ICSC/PWDRJ/25/Final Feasibility Report-
Department R0/H3
Chapter-06: Design Standards
6.1 Summary
Following is a summary of the recommended design standards proposed to be

adopted for the project road other than service road and intersections:
Table 6.1: Draft Design Standards

Sr. Element Terrain
No. Rural (Non Urban) Urban Area Hilly
1 Width of Intermediate : 5.5 2-Lane :7 Intermediate Lane : 5.5
Carriageway Lane
(m) 2-Lane : 7.0 2-Lane+ : 10 2-Lane : 7.0
Paved
Shoulder
2 Shoulders Intermediate : 2.25 ---- Intermediate : Hill Side1.75
(Earthen) Lane Lane Valley Side2.75
2-Lane : 2.50 2-Lane : Hill Side

1.0Valley Side 2.0
3 Formation Intermediate : 10.0 2-Lane+Paved Intermediate Lane: : 10
Width (m) Lane Shoulder : 13.0
2-Lane : 12.0 (inclusive 2X1.5m of 2 Lane: : 10
Drain/Foot path)
4 Camber/ Bituminous : 2.5% Bituminous :2.5% Bituminous: : 2.5%

Cross Fall Concrete : 2.5% Concrete :2.5% Concrete Pavement : 2.5%
Pavement Pavement
Earthen : 3.5% Earthen : 3.5%
Shoulder (min)
Shoulder : Min
5 Design Speed Plain Rolling
(km/h) Ruling 80 65 Ruling : 50 Ruling : 40
Mm: 65 50 Minimum : 40 Minimum : 30
6 Sight Distance
Stopping
Stopping
stopping
Mediate
Mediate
Mediate
(km/h)
(km/h)
Speed
Speed
Speed
(m)
Inter
Inter
Inter
Safe
Safe
Safe
80 120 240 50 60 120 40 45 90

65 90 180 40 45 90 30 30 60
50 60 120
7 Super elevation e=V2 e=V2 e=V2
225 R 225 R 225 R
Limited to 7% Limited to 7% Limited to 7%
Limited to 10% in Hair-Pin bend
e = Super elevation in meter per meter

V = Design Speed in km/h
R = Radius of the curve in metre
8 Minimum radii of Plain Rolling Urban Hilly Hair-Pin
Curves Bend
Ruling Minimum 230 155 90 50 30
Absolute Minimum 155 90 60 30 14
9 Transition Curve Design Speed Curve Design Curve Radius Design speed
Radius Radius speed km/h (m) km/h
Department R0/H3
Sr. Element Terrain

No. Rural (Non Urban) Urban Area Hilly
Curve (m) (m) 80 65 50 (m) 50 40 40 30
90 NA NA 75 60 NA 75 30 NA 30
155 NA 80 55 90 75 50 50 40 20
230 90 60 35 155 55 35 Hair -Peen 14 15

Bend
10 Widenin Radius of curve

g at (m) Up to 20 21 to 40 41 to 60 61 to 100 101 to 300 Above 300
curves Two Lane 1.5 1.2 0.9 0.9 1.2 -
(m) Single Lane 0.9 0.6 0.6 -- 0.6
11 Vertical Ruling 3.3% Ruling 5.0%
Alignmen Limiting 5.0% Limiting 6.0%
t
Exceptional 6.0% Exceptional 7.0%
(Gradient
)
12 Roadway width at cross drainage structures
(i)
I Culverts upto 6m 2-Lane+Paved Shoulder : 11.0 m intermediate 11.00 m
between 2-Lane between
2- Lane/Intermediate kerbs /cb kerbs /cb
: 11.0 m :12.00 m
between between
kerbs/cb --- kerbs /cb
(ii)
Ii Minor Bridges greater 2-Lane : 12.0 Intermediate/ : 12.0
than 6 m span and upto 2-Lane
30 m.
(iii)
iii Bridges above 30 m 7.5 m between kerbs 7.5 m between kerbs
13 Minimum Lined drains : 0.5% Lined As per road gradients
Gradient for Drainage Unlined drains : 1.0% drains :
0.5%
6.2 Geometric Design
6.2.1 General
Geometric design of a highway is the process whereby the layout of the road in
specific terrain is designed to meet the needs of the road users keeping in view the
road function, type and volume of traffic, potential traffic hazards and safety as
well as convenience of the road users. The principal areas of control for fulfilment
of this objective are the horizontal alignment, vertical alignment and the road
cross-section.
The Consultants have referred to the latest IRC publications and MoRT&H circulars
regarding design standards to be applied for state highways in India. After careful
review of all available data and requirements of the project road the proposed
Design Standards for adoption on the project road have been recommended.
6.2.2 Design Speed
Department R0/H3
The project road passes through plain terrain. For geometric design of the
highway, design speed is used as an index which links road function, traffic flow
and terrain. An appropriate design speed should correspond to general
topography and adjacent land use. The speed selected for design should also
cater to travel needs and behaviour of the road users. Rural highways, except
expressways, are normally designed for speed of 80 km/hr, however depending on
terrain and whether the design is for new alignment or reconstruction of an existing
facility, the design speed is determined to the site requirement.
The ruling design speed corresponding to the type of terrain as per IRC:SP 73-2007,
are as follows:
Table 6.2: Design Speed Standards

Terrain IRC SP:73:2007
Plain 100
Rolling 80
Mountainous 40-50
Assuming a diverse mix of traffic on the project roads, a ruling design speed of 80
km/h for plain and rolling terrain is proposed to be adopted. Use of speed
regulatory sign is proposed at locations such as hairpin bends, urban areas and
other sharp curves where design speed cannot be maintained.
6.2.3 Levels of Service (LOS)
The Level of Service (LOS) characterizes the operating conditions on the roadway
in terms of traffic performance measures related to speed and travel time,
freedom to manoeuvre, traffic interruptions, and comfort and convenience. The
levels of service range from level-of-service A (least congested) to level-of-service
F (most congested). The Highways Capacity Manual (HCM) provides the following
levels of service definitions:
Table 6.3: Standards for Level of Service

Level of Service (LOS) General Operating Conditions
A Free flow
B Reasonably free flow
C Stable flow
D Approaching unstable flow
E Unstable flow
F Forced or breakdown flow
Considering the importance of the highway Level of Service (LOS) ‘B’ is proposed.
Department R0/H3
6.2.4 Cross Sectional Elements
6.2.4.1 Roadway Width for Multilane Highways
Adequate roadway width will be provided for the requisite number of traffic lanes
besides the shoulders and a central median dividing the traffic flow directions. As
specified in the IRC 73-2007, in general, for multilane highways, the shoulder width
should be 2.5 m and lane width 3.5 m per lane. Based on a comparative review of
international standards and safety, the values proposed to be adopted for the
roadway elements by the Consultants for the project highway are as follows:
Table 6.4: Road Cross Section

Item Two-Lane with Earthen Intermediate Lane with
Shoulder Earthen Shoulder
Carriageways 2 X 3.5 m 5.5m
Paved shoulder N.A. N.A.
Unpaved shoulder
Plain/ rolling terrain 2 X 2.5 m 2 X 2.25 m
Hilly terrain : Hill Side 2 X 1.0 m 2 X 1.75 m
Valley Side 2 X 2.0 m 2 X 2.75 m
Total Formation width
Plain/rolling terrain 12 m 10 m
Hilly terrain 10 m 10 m
Total Formation width in

13 m 13 m
Urban Area( inclusive
(Inclusive of 2X1.5m of (Inclusive of 2X1.5m of
Foot path/Drain)
Footpath/Drain) Footpath/Drain)
As the proposed road is a state highway , total carriageway width of 7.0 m i.e. two
lane with 1.5m Granular shoulders & 1.0m earthen shoulders has been proposed
with the formation width of 12m.
6.2.4.2 Lane Width
Lane width has a significant influence on the safety and comfort of the road. The
capacity of a roadway is markedly affected by the lane width. In general, safety
increases with wider lanes up to a width of about 3.5 m. The lane width as per
IRC:SP 73-2007 is 3.5 m.
As the proposed road is a state highway , total carriageway width of 7.0 m i.e. two
lane has been proposed by the Consultants .
Department R0/H3
6.2.4.3 Shoulders
Shoulders are a critical element of the roadway cross section. Shoulders provide
recovery area for errant vehicles; a refuge for stopped or disabled vehicles; and
access for emergency and maintenance vehicles. Shoulders can also provide an
opportunity to improve sight distance through cut sections.
IRC:SP 73-2007 recommends a paved outer shoulder of 1.5 m together with an
earthen shoulder of 1.0 m for multilane highways. For mountainous terrain, the
recommended earthen shoulder width as per IRC: 52-1981 is 0.9 m
The Consultants proposed to adopt an outer shoulder width of minimum 2.5m in

plain terrain in which 1.5m width of granular shoulders & 1.0 width of earthen
shoulders.
6.2.4.4 Pavement Camber (Cross-fall)
IRC:SP 73-2007 recommends the following camber for various surface types:
Table 6.5: Provision for Cross-fall

Surface type Camber
High Type Bituminous Surfacing 1.7% - 2.0 %
Thin Bituminous Surfacing 2.0 % - 2.5 %
Water Bound Macadam, Gravel 2.5 % - 3.0 %
Earth 3.0 % - 4.0 %
Considering the bituminous surfacing (bituminous concrete) the Consultants

propose to provide a camber of 2.5 % for the main carriageway as well as paved
shoulders and 3.5 % for the unpaved shoulder (granular).
6.2.4.5 Embankment Slopes
The side slope shall not be steeper than 2H:1V unless soil is retained by suitable soil
retaining by structure.
6.2.5 Typical Cross-sections
The proposed cross-section in rural sections consists of two lane carriageway

configuration during the service life of the project. Concentric widening is
proposed to minimize land acquisition issues and to ensure maximum utilisation of
existing carriageway.
6.2.6 Horizontal Alignment
6.2.6.1 General
For balance in highway design, all geometrical elements should be determined for
consistent operation under the design speed in general. A horizontal alignment
Department R0/H3
should be as smooth and consistent as possible with the surrounding topography.

To achieve that, an appropriate blending with the natural contours is preferable to
the one with long tangents through the terrain.
6.2.6.2 Sight Distances
Sight distance is a direct function of the design speed. Safe stopping distances
corresponding to various design speeds are given below:
Table 6.6: Sight Stopping Distance Criteria

Design Speed IRC SP:73:2007
Km/h
50 60
80 120
100 180
It is desirable to design the highway for more liberal values for operational
convenience. An appropriate allowance would be considered to take care of
the effect of adverse incidents. The value recommended by IRC & guidelines are
proposed to be adopted in design.
6.2.6.3 Horizontal Curve
The minimum horizontal curve radius is the limiting value of curvature for a given
design speeds and is determined from the maximum rate of super elevation and
the side friction factor. As per the IRC: 73 - 2007 the minimum ruling radii of
Horizontal curve for National Highways corresponding to different terrain
conditions are as follows:
Table 6.7: Horizontal Radii Criteria

Type of Terrain Minimum Radii of Horizontal Curve
Two Lane
Ruling Minimum Absolute Minimum
Plain 230 155
Rolling 155 90
Mountainous 50 30
Absolute minimum and ruling minimum radii are corresponding to the minimum
design speed and the ruling design speeds respectively.
On new roads, horizontal curves are designed with liberal radius provision that
blends well the overall geometry and topography. However, for locations with
constraints and to make use of available roadway, it is proposed to keep minimum
radius in accordance with the IRC recommendations.
Department R0/H3
Table 6.8: Adopted Horizontal Radii

Speed (km/h) Absolute Minimum Radius Two lane (m)
80 230
65 155
50 90
6.2.6.4 Transition (Spiral) Curves
The purpose of a transition (spiral) curve is to provide a smooth and aesthetically

pleasing transition from a tangent and a circular curve. In addition the transition
curves provide the necessary length for attainment of super-elevation runoff.
It is proposed to adopt transition curve lengths provided above for minimum

recommended moves.
6.2.6.5 Super-elevation
The IRC:SP 73-2007 design standards propose a maximum super-elevation rate of 7

% for plain and rolling terrains, and 10% for the mountainous terrain.
The limiting value of the super-elevation on the project road in both plain/rolling
and hilly terrain is proposed to be 7%.
6.2.7 Vertical Alignment
6.2.7.1 General
The vertical alignment should produce a smooth longitudinal profile consistent with
standard of the road and of the terrain. Horizontal and Vertical curvature should
be so combined that the safety and operational efficiency of the road is
enhanced.
6.2.7.2 Gradients
The IRC:SP 73-2007 geometric design standards propose ruling vertical grades of
3.3% to 5.0% for plain and rolling terrains; and 5.0% to 6.0% for hilly terrain.
Table 6.9 : Vertical Gradient

Terrain Ruling (%) Limiting (%)
Plain/Rolling 3.3% 5.0%
Hilly 5.0% 6.0%
To ensure adequate drainage, roadways typically have a minimum longitudinal

grade of 0.5% to 0.6%, depending on the terrain. The minimum longitudinal grades
as per IRC:SP 73-2007 design standards are 0.5% for lined side ditches, and 1.0% for
unlined side ditches.
Department R0/H3
6.2.7.3 Vertical Curves
As per IRC:SP 73-2007 design standards, the minimum lengths of vertical curves are
60 m and 50 m for design speeds of 100 km/h and 80 km/h respectivelyThe length
of a vertical curve is calculated using the following equation:
L = K x A,
Where L = Length of vertical curve in metres;

K = Coefficient, a measure of the flatness of a vertical curve; and
A = Algebraic difference of grade lines (%)
Summit or Crest Curves
According to AASHTO (2001) design guidelines, the minimum K values for stopping
sight distance requirements are 52, 26 and 7 for design speeds of 100 km/hr, 80
km/h and 50 km/hr respectively.
According to TAC (1999) design guidelines, the minimum K valves for stopping
sight distance requirements are 45 to 80, 24 to 36 and 6 to 16 for design speeds of
100 km/hr, 80 km/hr and 50 km/hr respectively.
As per IRC-SP-23-1993 design Guidelines the Consultant propose minimum summit

curve K values of 75, 45, and 25 for design speeds of 100 km/hr, 80 km/hr, 65 km/hr
respectively.
Valley or Sag Curves
The minimum K values for valley or sag curves, in accordance with AASHTO (2001)
design guidelines are 45, 30 and 13 for design speeds of 100 km/hr, 80 km/hr and
50 km/hr respectively. The minimum K values for valley or sag curves, in
accordance with TAC (1999) design guidelines are 37 to 50, 25 to 32 and 7 to 16
for design speeds of 100 km/hr, 80 km/hr, 50 km/hr and 40 km/hr respectively.
As per IRC-SP-23-1993 design Guidelines the Consultant propose minimum valley

curve K values of 42, 26 and 15 for design speeds of 100 km/hr, 80 km/hr, 65 km/hr
respectively.
6.3 Bridges and Cross Drainage Structures
6.3.1 General
The bridge having total length more than 60 m is termed as major bridge and
bridge length between 6 m to 60 m as minor bridge. The culvert is the structure
having length less than 6 m between inner faces of dirt wall or extreme vent way
boundaries measured at right angles thereto.
Department R0/H3
6.3.2 Design Standards
6.3.2.1 Bridges and Culvert
For major and minor bridges the minimum overall width between the outermost
faces of the bridge shall be equal to 12m comprising of 11m carriageway kerb
and 0.5m crash barrier on each side. Width of culverts is the same as the full
formation width of roadway.
6.3.2.2 Pipe Culvert
The existing pipe culverts that are hydraulically adequate and functional will be
widened to full formation width. Pipe culverts having less than 0.90 m dia pipe will
be replaced. Based on proposed finish levels if pipe culverts do not have
adequate cushion, they shall be encased all round in M15 grade cement
concrete with 200 mm thick slab and in M20 grade cement concrete over top of
the pipe.
6.3.2.3 Various Codes and Publication to be adopted
The bridges shall be designed as per various IRC codes and special publications
wherever required. For conditional cases, if IRC code does not specify anything
then relevant BIS code will be followed. The following IRC codes shall be adopted
for bridge design.
IRC: 5-1998 General features of design

IRC: 6-2000 Loads and Stresses
IRC: 18-2000 Design criteria for PSC Road Bridges
IRC: 21-2000 Cement concrete plain and reinforced
IRC: 22-1986 Composite Construction
IRC: 40-2000 Brick, stone and block masonry
IRC: 45-1972 Design of well foundation of bridges
IRC: 54-1974 Lateral and Vertical clearances at underpasses
IRC: 78-2000 Foundation and substructure
IRC: 83-1999 (Part I) Metallic Bearings
IRC: 83-1987 (Part II) Elastomeric Bearings
IRC: 83-2002 (Part III) POT PTFE Bearings
IRC: 89-1997 Guidelines for river training and control works
IRC: SP: 13:2004 Guidelines for the design of small bridges and culverts
IS 2911-1979 code of practice for design and construction of pile
foundations
6.3.2.4 Design Live Load
The two-lane carriageway shall be designed for IRC Class A two-lane load or IRC
70 R single lane whichever produces severe effects.
6.3.2.5 Vertical Load

Department R0/H3
The various components of bridge will be designed for self weight of structure as
well as live load with buoyancy effect through pore pressure as well as uplift at
base of foundation with appropriate factors depending upon the founding strata.
6.3.2.6 Longitudinal Forces
The bridge will be designed for longitudinal forces on account of tractive and
braking action, wind force, seismic force as well as forces due to longitudinal
movement of superstructure generated due to creep, shrinkage or temperature.
All longitudinal forces will be considered as stipulated in various IRC codes.
6.3.2.7 Seismic Zone
The project road is located in a seismic zone II. It is proposed to design the bridges
for seismic forces as mentioned in modified clause 222 of IRC: 6-2000.
6.3.2.8 Condition of Exposure
Since the project road is away from marine environment, a moderate condition of
exposure will be adopted.
6.3.2.9 Grade of Concrete
The following minimum grade of concrete will be adopted for major and minor
bridges as well as ROB, Flyover and Underpass.
Sr. Type of Concreting Major Bridge/ Minor Bridge and
No. Culverts
1 Plain Cement Concrete (PCC) M-20 M-20
2 Reinforced Cement Concrete M-30 M-30
(RCC)
6.4 Miscellaneous
6.4.1 Road Signs
Road signs are proposed to be placed according to IRC: 67:2012. The signs are to
be placed on embankment such that extreme edge of sign would be 2.0m away
from the edge of the carriageway. The location of each sign is to be decided in
accordance with the guidelines therein.
The sheeting shall be provided of Super High Intensity Micro Prismatic sheets Type
IX as per ASTM D 4956 for all types of road sign boards as well as Over Head Signs.
6.4.2 Road Markings

Department R0/H3
Road markings will be made for centre and edge lines using reflective
thermoplastic paints. Appropriate road markings will also be provided at junctions
and crossings.
6.4.3 Traffic Barriers
Traffic barriers are protective devices that are placed between traffic and a
potential hazard off the roadway, with the intention of reducing the severity of a
collision when an errant vehicle leaves the travelled portion of the roadway.
Barriers are to be provided at high embankments, sharp curves and bridge
approaches. The barrier is to be located in unpaved shoulders.
6.4.4 River Training work
River training works will be provided in accordance with IRC 89-1997 and designed
as per forces and loads stipulated for respective components as per the site
specific requirements.
Public Works Department ICSC/PWDRJ/25/Final Feasibility Report-R0/
Government of Rajasthan H3
Chapter-7: SUMMARY OF IMPROVEMENT PROPOSALS
1. Introduction
As evident from the above, the first step towards formulating Improvements Options is
to collect information on the project road primarily from engineering surveys and
secondarily from various agencies concerned. Towards this end detailed information
on the past and present traffic, availability of land, condition of CD structures, potential
sources of construction material, environmentally sensitive areas and social hot spots
has been collected. Also collected is information pertaining to existing settlements.
2. Improvement Proposals
Improvement proposals apropos functional components manifested in appropriate
horizontal and vertical alignments, sight distance availability, lateral and vertical
clearances, intersection treatment etc. Aim at improved design speed, road safety
and also cover facilities such as proper intersection treatments, bus shelters, toll plazas
etc. Improvement proposals apropos structural components on the other hand calls for
detailed evaluation of widening options, concentric or eccentric widening of the
existing road as dictated by the sight situations like available ROW, existing utilities,
terrain, etc., and also existing structural conditions, both for pavement and CD
structures.
As evident from the above, the first step towards formulating Improvements Options is
to collect information on the project road primarily from engineering surveys and
secondarily from various agencies concerned. Towards this end detailed information
on the past and present traffic, availability of land, condition of CD structures, potential
sources of construction material, environmentally sensitive areas and social hot spots
has been collected. Also collected are information pertaining to existing settlements,
present configuration of intersections, importance of discrete cross roads, utility lines,
locations of bus stops, truck parking etc.
Subsequent to a close observation of all these parameters, frequent site-visits have

been undertaken to formulate improvement options that suit requirements of the
project.
Detailed Traffic Survey has been conducted on the project road for 7 days at 3
locations. As per the traffic analysis, total AADT in PCU as on date ranges from 1433 to
3228 PCU. Since the present day PCU is less than 7500 PCU, the project road is
proposed for development to 2 lane with hard shoulder configuration as per
Acceptance No. F.7 (65)/PPP/SHA/2014-15 Package 25/D-396 Dt. 08.01.2015.
Accordingly, Development to 2 Lane with Hard shoulder option is planned for the
development of project road.
Page 1 of 1
Typical Cross Sections
Page 2 of 2
Page 3 of 3
Page 4 of 4
Page 5 of 5
Page 6 of 6
Page 7 of 7
3. Status of Environmental Clearance:

The project road does not require any environmental clearance as per the
amendment of EIA notification dated August 2013.
4. Widening Scheme as per Standard:

Table 6.1
Two lane undivided carriageway in plain/rolling area without paved shoulders
(Concentric/Eccentric Widening in Open Area)
Carriageway = 3.50 m Either side
Hard Shoulder = 2.50 m Either side
Total Carriageway = 7.00 m 3.50m wide on Either Side
Proposed ROW = 30.00 m Proposed for new

alignment/Bypass
Table 6.2: Two lane undivided carriageway in plain/rolling area with Paved Shoulders &
Drains
(Concentric/Eccentric Widening with CC Pavement in Built up Area)
Carriageway = 3.50 m Either side
Paved Shoulder = 1.50 m Either side
Total Carriageway = 10.00 m 5.00m wide on Either Side
Proposed ROW = 30.00 m Proposed for new

alignment/Bypass
5. Horizontal Alignment Design

Design of the horizontal alignment has been carried out using highway design software as
per widening scheme finalized. Extensive field checks to verify the feasibility of the proposed
alignment have been carried out and suitable modifications to the alignment have been
done wherever considered essential to safeguard sensitive elements.
6. Homogeneous Section
Based on TOR and existing road condition observed at site, the project road has been
classified in 2 homogeneous sections as shown below:
Page 8 of 8
Table 6.3
Adopted Survey Final AADT Existing Road Road Condition
Homogenous Location
Section (Vehicles/PCU) Width (m)
HS-1: 1+800 2679/3292 7.0 Fair to Poor
6.0 Length= 16.204 km 12+900 1882/2263 7.0 Fair to Poor
HS-2: 37+000 2473/2719 7.0/5.5/3.75 Fair to Poor

Length= 37.040 km 58+800 2567/2918 Fair to Poor
HS-3: 71+600 1310/1357 7.0/5.5/3.75/3.0 Fair to Poor

Length= 110.818 km 107+600 3556/2915 Fair to Poor
7. Widening Scheme Based On Homogenous Section

Based on the homogenous section adopted for project road, the overall widening scheme
for the project is as given below in table.
Table 6.4 Widening Schedule

Total Proposed
S.NO. Discription in (Km) in (Km) in (Km)
Length TCS Type
HS-I HS-II HS-III
2 Reconstruction Due to Submergence 400 400 TCS-I
4 Concentric Widening Poor (3-7) 5550 5550 TCS-II
12 CC Repair 14m 2700 2700 X
16204 37040 36968 90212
Table 6.5 Type TCS

Start End Total
S.No. TCS Development Proposal
Chainage Chainage length
HS-1
Page 9 of 9

16204
HS-2
6 36810 38000 1190 TCS-VI OVERLAY
9 41600 44200 2600 TCS-VI OVERLAY
10 44200 44400 200 TCS-I
Submergence
11 44400 48000 3600 TCS-VI OVERLAY
22 58550 58750 200 TCS-I
Submergence
29 62900 63100 200 TCS-VIII CC Widening 3-10m
37 68150 71150 3000 TCS-IX CC Repair 10m
38 71150 73850 2700 X CC Repair 14m
37040
HS-3
Page 10 of 10

New Construction , Earthen Roads
47 80050 83500 3450
(3-7)
36968
8. Bypass / Realignment / Geometric Improvement
The alignment of existing road is improved to meet the required minimum design speed as
given in Manual i.e., 80 Kmph in open / rural areas.
9. Classification of Project Stretches:

The project is classified into following stretches as per terrain classification.
Table 6.6
Sr. No. From To Terrain Classification
1
0+000 52+200 Plain
2
52+200 57+000 Hilly
3
57+000 58+000 Plain
4
58+000 64+000 Hilly
5
64+000 74+400 Plain
6
74+400 81+000 Hilly
7
81+000 111+170 Plain
10. Sections requiring raising due to presence of expansive soil & submergence
Table 6.7
Sr. Existing Ch.
Ex. Length (Km.)
No. From To
1 0 4000 4.0
2 9000 9200 0.2
Page 11 of 11
3 17400 18600 1.2

4. 28000 41000 13.0
Total 18.4
11. Horizontal Curve deficiency

List of Horizontal Curves having radius less than desirable minimum radius of 360m
Table 6.8
Speed
S.No. Curve Start ChainageCurve End Chainage Radius (m)
(Kmph)
1 0+900 0+100 180 30
2 1+550 1+750 180 30
3 4+250 4+400 65 15
4 5+300 5+500 80 15
5 6+750 7+050 120 25
6 7+600 7+900 120 25
7 9+850 10+000 120 25
8 10+150 10+350 180 25
9 10+900 11+100 180 25
10 11+450 11+600 180 25
11 12+900 13+150 80 15
12 13+700 13+900 180 25
13 14+650 14+850 20 15
14 15+050 15+200 320 50
15 15+900 16+050 200 25
16 37+450 37+550 400 65
17 39+550 39+650 400 65
18 40+950 41+050 180 30
19 41+800 42+000 175 25
20 43+700 43+800 200 30
21 51+950 52+100 75 15
22 52+200 52+350 180 30
23 52+800 52+900 175 30
24 54+750 54+850 100 20
25 54+900 55+050 75 20
26 55+200 55+350 120 30
27 55+800 55+900 200 25
28 56+950 57+050 150 30
29 57+650 57+750 150 30
30 58+400 58+550 20 10
31 59+050 59+150 80 15
32 62+000 62+100 50 15
33 62+200 62+300 60 15
34 63+200 63+450 25 15
35 63+900 64+000 100 25
36 67+800 67+950 90 25
37 69+250 69+350 20 10
38 70+200 70+350 100 20
39 73+900 74+000 25 15
40 74+400 74+500 50 15
41 74+600 74+750 25 15
Page 12 of 12
42 74+850 75+000 50 15
43 75+300 75+400 200 25
44 75+550 75+650 50 15
45 75+850 75+950 25 10
46 75+850 80+000 30 10
47 80+050 80+350 35 15
48 80+700 80+850 75 20
49 84+900 85+100 45 15
50 90+900 91+000 45 15
51 91+350 91+450 50 15
52 91+750 91+950 45 15
53 92+250 92+400 50 15
54 93+550 93+650 40 15
55 94+800 94+900 75 20
56 101+700 101+800 30 10
57 102+600 102+750 90 10
58 103+350 103+450 45 15
59 106+900 107+050 300 20
12. Proposed Horizontal Alignment:

The Project road is an existing bitumen road and has a well-defined formation. The
improvements include flattening the sharp horizontal curves conforming to the minimum
design of 80 kmph for plain/rolling terrain.
The improvement proposal of the project road has been designed in such a manner so as to
utilize the existing road and cross drainage structures to its maximum and have minimum
acquisition of structures & land to avoid resettlement impacts and shifting of utilities.
13. GPS, TBM & Traverse details:

The fixing of GPS, TBM & Traversing detailing on the Project Road is under process. We will
furnish the detail information in later stage.
14. Junction Design

At-grade intersections, unless properly designed, can be accident-prone and can reduce
the overall capacity of the road. The basic requirements for the design of intersections are
not only to cater to safe movements for drivers, but also to provide them complete traffic-
related information by way of signs, pavement markings and traffic signals. Simplicity and
uniformity should be the guiding principles for intersection design. Based upon these
principles the at-grade intersections have been categorized as:
1) Minor:
2) Channelized with or without acceleration and deceleration lanes;
3) Staggered;
4) Signalized intersections; and
Page 13 of 13
There are a number of intersections along the project corridor with various categories of
roads.
15. Major Junctions:

List of Major Junctions along the project corridor is presented in the table below:
Table 6.9: List of Major Junctions
Sr. Existing Type of

Category of Road Remarks
No. Chainage Junction
1 0+000 NH-(Chhitorgarh-Shivpuri) T-Type Major Junction

2 0+200 MDR to Begun T-Type Major Junction
3 66+200 To Kota Sh-33 X-Type Major Junction
16. Minor Junctions:
There are a number of intersections along the project corridor with various categories of
roads. There is approx. 23 Nos. of minor junction in our project road. Details are given below.
Table 6.10: List of Minor Junctions
Destinations of Cross
Located
Road or railway Type of Type of Road Width of
S.No Location Relative to Remarks
(NH/SH/MDR/PMGSY/ Junction (CC/BT/ Earthen)
Road(m)
Centreline
ODR/VR)
5 9+650 LHS BT 3.75
9 42+900 VR to Dhamnagar KhurdT-Type RHS BT 3.75
15 63+850 VR to Sakhloka Dhuda T-Type RHS BT 3.75
Page 14 of 14

21 98+500 X-type
22 104+950 VR to Bundi T-Type LHS BT 3.75
23 107+400 VR to Quary T-Type LHS BT 3.75
17. Bus Shelter:

As per authority 2 bus Shelters in each village having population more than 1000 will be
provided. Hence total Nos. 20 bus shelter provided along the Project Corridor.
18. General Condition of Bridges:

There is 01 new proposed Major Bridge on existing VCW. There are 26 minor bridges on the
project road. The superstructure of bridges consists of Cast-in-situ RCC solid slab or stone
masonry arch supported on CRM substructure resting on open foundation.
The condition of Major & Minor Bridges are described below:-
Page 15 of 15
3.17.1 Major Bridge at Existing km 64+250 (Design Km 63+820)

The existing bridge has 13 spans (13x27m) with a total length of 351 m. The carriageway
width of bridge is 6.8m and total deck width is 7.6m.
The structural system of superstructure is RCC Slab while the structural system of substructure
is RCC pier and stone masonry abutment with open foundation.
The condition of bridge is as follows:
1. Condition of slab is good.
2. Sufficient width is available.
The bridge is recommended to be retained at this location as per clause 7.3.2 of IRC-
SP73-2007.
Major Bridge at Km 63+200 Bridge is not submersible
Sufficient width is available Slab condition is good

Figure 3.9: Major Bridge at km 64+250
Page 16 of 16
3.9.2 Minor Bridge at Existing km 11+000 (Design Km 10+850)

The existing bridge has 3 spans (3x6.9m) with a total length of 20.70m. The carriageway
1. Condition of slab is poor. At edges and bottom spalling of concrete is observed
leading to exposure of reinforcement.
2. There is no parapet.
3. It is reconstructed by RCC slab.
4. Insufficient width of bridge.
The bridge is recommended to be reconstructed by 2x10m span at this location as per
clause 7.3.2 of IRC-SP73-2007.
Minor Bridge at Km 11+000 Slab reinforcement exposed
Kerbs instead Parapet Insufficient width available

Figure 3.9: Minor Bridge at km 11+000
Page 17 of 17
3.9.3 Minor Bridge at Existing km 14+945 (Design Ch. 14+650)
The existing bridge has 4 spans (4x2.6m) with a total length of 10.4m. The carriageway
The structural system of superstructure is RCC slab rested over Stone Masonry and
abutments over open foundation.
The condition of the bridge is as follows:
1. Condition of slab is good.
2. Insufficient width of bridge.
3. Kerbs in good condition.
The bridge is recommended to be widened at this location as per clause 7.3.2 of IRC-
SP73- 2007.
Minor Bridge at Km 14+945 Kerbs in good condition
Insufficient width available Slab condition is good

Page 18 of 18
3.9.4 Minor Bridge at Existing km 16+035 (Design Ch. 15+745)

The existing bridge has 4 spans (4x3m) with a total length of 12.0 m. The carriageway width
of bridge is 5.5m and total deck width is 6.5m.
The structural system of superstructure is RCC slab rested over stone masonry piers and
a. Condition of slab is poor. At edges, spalling of concrete is observed leading to
exposure of reinforcement.
b. No parapet walls are provided on either side of bridge.
c. Insufficient width available for bridge.
d. The slab is to be reconstructed.

clause 7.3.2 of IRC-SP73- 2007.
Minor Bridge at km 16+035 Insufficient width

available
No Parapet & Reinforcement Exposed

Page 19 of 19
3.9.5 Minor Bridge at Existing km 39+270 (Design km. 38+980)
The existing bridge has 2 spans (2x3.2 & 2ROW900) with a total length of 6.4m. The
carriageway width of bridge is 6.5m and total deck width is 7.5m.
i. Condition of slab is poor. At edges, spalling of concrete is observed leading to

ii. Kerbs instead Parapet.
iii. Insufficient width available for Bridge.

Minor Bridge at km 39+270 Insufficient width available
Slab condition poor

Page 20 of 20
The existing bridge has 3 spans (3x2.6) with a total length of 7.8m. The carriageway width of
bridge is 6.8m and total deck width is 7.6m.

ii. Kerbs instead Parapet.
iv. Scouring of Foundation.

Minor Bridge at km 39+555 Reinforcement exposed
Kerbs instead Parapet Scouring of Foundation

Page 21 of 21
i. Condition of slab is good.

ii. Kerbs in good condition.
SP73- 2007.
Minor Bridge at 41+820 Insufficient width available
Slab in good condition Kerb stone in good

condition
Page 22 of 22

The existing bridge has 4 spans (4x3) with a total length of 12m. The carriageway width of

ii. Kerb stones are in good condition.
SP73- 2007.
Minor Bridge at km 41+830 Slab in good condition
Insufficient width available Kerb stone in good condition
Page 23 of 23

ii. Parapet is in good condition.
iii. Sufficient width available for Bridge.
SP73- 2007.
Minor Bridge at 41+960 Slab in good condition
Sufficient width available Parapet in good condition
Page 24 of 24
The existing bridge has 4 spans (4x4.3) with a total length of 17.2m. The carriageway width

ii. Parapet damaged.

Insufficient width available Parapet Damaged

Page 25 of 25

ii. Kerb stones instead Parapet.

Insufficient width available

Page 26 of 26
ii. Sufficient width available for Bridge.
iii. Slab condition is good.
iv.Parapet in good condition.
SP73- 2007.
Minor Bridge at km 49+500 Slab condition is good
Sufficient width available Parapet in good

condition
Page 27 of 27
3.9.13 Minor Bridge at Existing km 50+810 (Design km. 50+500................)
iii. Kerb stones in good condition.
SP73- 2007.
Kerb in good condition Sufficient width available
Page 28 of 28

iii. Kerbs stones in good condition.
SP73- 2007.
Kerbs in good condition Sufficient width available
Page 29 of 29
The structural system of superstructure is RCC slab rested over RCC piers and abutments
over open foundation.
iii. No scouring foundation.
iv. Parapet is in good condition.
SP73- 2007.
Minor Bridge at km 54+870 Sufficient width available
Parapet is good Foundation is good

Page 30 of 30
ii. Insufficient width available for Bridge.
iii. Scouring of foundation.
iv. Parapet is damaged.
The bridge is recommended to be reconstructed by 1x10.4m span at this location as per

Minor Bridge at km 55+270 Scouring of foundation
Parapet is damaged & Insufficient width available
Page 31 of 31
i. Slab is in good condition.
ii. Sufficient width available.
iii. Parapet in good condition.
SP73- 2007.
Minor Bridge at 59+450 Slab in good condition
Parapet in good condition Sufficient width available

Page 32 of 32
The existing bridge has 8 spans (8x4.5) with a total length of 36m. The carriageway width of
iii. Scouring of foundation.
iv. Kerb instead parapet.
The bridge is recommended to be reconstructed by 4x10.4m span at this location as per

Minor Bridge at km 60+930 Reinforcement is exposed
Scouring of foundation Kerb instead of foundation
Page 33 of 33
3.17.2 Minor Bridge at Existing km 68+500 (Design Km 68+085)

The existing VCW has 11 spans (11x1.8m) with a total length of 350 m. The carriageway
Sufficient width available

Page 34 of 34
iii. Foundation is good.
iv. Parapet is in good condition
SP73- 2007.
Minor Bridge at km 69+420 Parapet is in good condition
Foundation is good Sufficient width available

Page 35 of 35
The existing bridge has 5 boxes (2x2) with a total length of 10.0m. The carriageway width of
bridge is 16m and total deck width is 17.0m.
The structural system of superstructure is RCC slab rested over RCC piers and stone masonry
i. Condition of slab is very good.
iii. New foundation.
iv. Parapet is good.
SP73- 2007.
Slab and parapet are good

Page 36 of 36
The existing bridge has 5 boxes (2x1) with a total length of 10.0m. The carriageway width of
bridge is 16m and total deck width is 17.0m.
i. Condition of slab is very good.
iii. New foundation.
iv. Parapet is good.
SP73- 2007.
Minor Bridge at km 73+365 Slab and foundation are

good
Sufficient width available

Page 37 of 37
The existing bridge has 8 spans (8x4) with a total length of 32.0m. The carriageway width of
i. Slab is in very good condition.
iii. Kerb in good condition
SP73- 2007.
Minor Bridge at km 93+000 Kerb in good condition
Sufficient width available Slab in good condition

Page 38 of 38
The existing bridge has 4 spans (4x4) with a total length of 16.0m. The carriageway width of
i. Slab in good condition.
iii. Kerb instead Parapet.
SP73- 2007.
Minor Bridge at km 94+325 Insufficient width available
Slab in good condition

Page 39 of 39
The existing bridge has 1 span (1x6 &3 Row 900) with a total length of 9.0m. The
i. Submersible bridge.
iii. No Parapet.

Minor Bridge at km 96+700 No Parapet
Submersible Bridge
Page 40 of 40
The existing bridge has 1 span (1x6 &6 Row 900) with a total length of 13.0m. The
i. Insufficient width available for Bridge.

ii. Slab in good condition.
SP73- 2007.

Page 41 of 41
1. Sufficient width available for Bridge.
2. Parapet is in good condition
SP73- 2007.

Page 42 of 42
19. Improvement proposal for Bridges

I. Existing bridges to be re-constructed
1. The existing bridges at the following location shall be re-constructed as new

Structures:-
(a) Major Bridges – 0 Nos.
Existing Proposed
Structure Structural/ Span Width of
Existing Design Structure Width of
S.No. Hydraulic bridge
Chainage Chainage Span
Type Condition (m)
Type Bridge (m)
(m)
NIL

Existing Proposed
Structure Structural/ Span Width
Existing Design
S.No. Type Hydraulic (m) of Structure Width of
Condition bridge Type Bridge (m)
(m)
1 9+000 11+090 Slab Poor 3x6.9m 8.2 3x8 1) RCC Solid12.00
2 14+035 16+015 Slab Poor 4x3m 6.5 2x6 Slab 12.00
3 37+270 39+250 Pipe & SlabPoor
2x3.2m &
7.5 2x6
12.00
2ROW900 2) RCC wall
4 37+555 39+550 Slab Poor 3x2.6m 7.6 1x8 12.00
5 43+660 45+640 Slab Poor 4x4.3m 8.5 3x6m type pier 12.00
6 47+370 49+350 Slab Poor 3x5.7 8.3 3x6m 12.00
7 53+270 55+245 Slab Poor 2x3.8m 8.0 1x10 3) RCC Box 12.00
type
8 58+930 60+880 Slab Poor 8x4.5m 7.0 4x10 12.00
abutment
Slab & Poor 1x6m & 3ROW 12.00
9 94+700 96+475 10.0 2x6m
HPC 900
Existing bridges to be Widening

2. The existing bridges at the following location shall be Widen:-
(a) Major Bridges – Nil.
Existing Proposed
Chainage Chainage Type Hydraulic (m) bridge Span
Type Bridge (m)
Condition (m)
NIL

Existing Proposed
Chainage Chainage Type Hydraulic (m) bridge (m) Span
Type Bridge (m)
Condition
1 12+945 14+920 Slab Fair 4x2.6m 7.0 4x2.6m Slab 12.00
3 39+830 41+825 Slab Fair 4x3m 7.6 4x3m Slab 12.00
Page 43 of 43
Existing bridges to be Retain & Repair

3. The existing bridges at the following location shall be Retain & Repair:-
(a) Major Bridges –1 Nos.
Existing Proposed
Structure Structural/ Span Width of
Existing Design Structure Width of
S.No. Hydraulic bridge
Type Condition (m)
(m) Type Bridge (m)
T-Beam T-Beam
1 62+250 64+190 Fair 13x27m 7.5 13x27m 7.5
Gridrer Gridrer

Existing Proposed
S. Existing Design Structure Structural/ Span Width of Width of
Structure
No. Chainage Chainage Type Hydraulic (m) bridge (m) Span Bridge
Type
Condition (m)
Slab & 1x6m & 6 1x6m & 6 Slab &
9 96+325 98+000 Fair 10.0 10.0
HPC ROW900 ROW 900 HPC
Table 6.14: Proposal summary for Bridges
S.No. Proposal Number of Bridges

1 Re-construction 09
2 Widening 05
2 Retain & Repair 11
20. Improvement Proposal of Culverts

I. General Condition of Culverts
As per the observations made at site for the project stretch, there are two types of culverts
found. (i) Slab Culverts (RCC slabs and Stone slabs), (ii) Pipe Culverts. The structural condition
of most of the RCC slab culverts, Pipe culverts is generally poor such as in spalled concrete,
damaged / missing parapet wall, exposed reinforcement in slab, debris & vegetation in
waterway etc. A summary of all the types of culverts found at site.
Page 44 of 44
II. Reconstruction of existing culverts:
The existing culverts at the following locations shall be re-constructed as new culverts:
(a) Hume Pipe Culverts – 57 nos.
Existing Proposed
Existing Design Existing Span
S.No Structure Width Span/Dia. Of
Chainage Chainage Arrangement Structure
Type (m) Pipe (m)
(m)
1 9+800 11+785 HPC 12.00 1x1200
2 11+250 13+235 1x1.2 Slab HPC 12.00 1x1200
3 36+340 38+320 1ROW600 HPC HPC 12.00 1x1200
4 42+770 44+750 1ROW600 HPC HPC 12.00 1x1200
5 43+450 45+420 4ROW600 HPC HPC 12.00 2x1200
6 44+350 46+320 2ROW600 HPC HPC 12.00 1x1200
7 49+100 51+075 1ROW600 Pipe LayedHPC 12.00 1x1200
8 49+600 51+575 2ROW600 HPC HPC 12.00 1x1200
9 51+690 53+655 1ROW600 HPC HPC 12.00 1x1200
10 52+000 54+015 1ROW300 Pipe LayedHPC 12.00 1x1200
11 53+810 55+775 2ROW600 HPC HPC 12.00 1x1200
12 53+885 55+850 4ROW600 HPC HPC 12.00 2x1200
13 54+100 56+060 2ROW600 HPC HPC 12.00 1x1200
14 54+550 56+510 2ROW900 HPC HPC 12.00 2x1200
15 54+825 56+795 3ROW600 HPC HPC 12.00 2x1200
16 59+200 61+155 2ROW900 HPC HPC 12.00 2x1200
17 62+240 63+175 3ROW600 HPC HPC 12.00 2x1200
18 61+520 63+460 1ROW600 HPC HPC 12.00 1x1200
19 61+690 63+635 2ROW600 HPC HPC 12.00 1x1200
20 67+000 68+935 1X1 Slab HPC 12.00 1x1200
21 71+710 73+625 6ROW600 HPC HPC 12.00 3x1200
22 71+900 73+825 2ROW600 HPC HPC 12.00 1x1200
23 76+310 78+225 1X0.8 Slab HPC 12.00 1x1200
24 78+650 80+560 1ROW600 HPC HPC 12.00 1x1200
25 81+935 83+900 1ROW600 HPC HPC 12.00 1x1200
26 85+190 86+990 2ROW900 HPC HPC 12.00 2X 1200
27 86+020 87+820 1ROW600 HPC HPC 12.00 1x1200
28 86+860 88+660 1ROW600 HPC HPC 12.00 1x1200
29 87+115 88+915 1ROW300 HPC HPC 12.00 1x1200
30 87+240 89+040 3ROW600 HPC HPC 12.00 2x1200
31 88+270 90+070 2ROW600 HPC HPC 12.00 1x1200
32 88+800 90+600 1ROW600 HPC HPC 12.00 1x1200
33 88+970 90+760 1ROW600 HPC HPC 12.00 1x1200
34 89+550 91+335 1ROW900 HPC HPC 12.00 1x1200
35 90+050 91+830 1ROW900 HPC HPC 12.00 1x1200
36 90+480 92+265 1ROW600 HPC HPC 12.00 1x1200
37 90+575 92+355 1ROW600 HPC HPC 12.00 1x1200
38 92+570 94+345 2ROw600 HPC HPC 12.00 2x1200
39 93+050 94+830 2ROW600 HPC HPC 12.00 1x1200
Page 45 of 45
40 96+930 98+610 1Row900 HPC HPC 12.00 1x1200

41 97+250 98+915 2ROW600 VCW HPC 12.00 1x1200
42 97+575 99+245 3ROW900 HPC HPC 12.00 3x1200
43 97+900 99+570 2ROW600 HPC HPC 12.00 1x1200
44 98+270 99+935 2ROW900 HPC HPC 12.00 2x1200
45 98+480 100+150 3ROW900 HPC HPC 12.00 3x1200
46 99+300 100+965 1ROW600 HPC HPC 12.00 1x1200
47 99+470 101+150 1ROW900 HPC HPC 12.00 1x1200
48 99+950 101+620 2ROW900 HPC HPC 12.00 2x1200
49 100+100 101+760 1ROW600 HPC HPC 12.00 1x1200
50 100+660 102+330 2ROW600 HPC HPC 12.00 1x1200
51 100+715 102+380 2ROW900 HPC HPC 12.00 2x1200
52 100+820 102+500 3ROW900 HPC HPC 12.00 3x1200
53 101+875 103+535 1ROW600 HPC HPC 12.00 1x1200
54 103+050 104+710 1ROW900 HPC HPC 12.00 1x1200
55 104+590 106+250 2ROW900 HPC HPC 12.00 2x1200
56 105+650 107+300 3ROW900 HPC HPC 12.00 3x1200
57 108+725 110+370 3ROW900 HPC HPC 12.00 3x1200
(b) Slab Culverts – 25 Nos
S.No. Existing Design Existing Proposed

Chainage Chainage Existing Span Structure Structure Width Span/Dia. Of
ArrangementType (m) Pipe (m)
(m)
1 0+990 0+990 1x1.2 Slab Slab 12.00 1x2
2 5+645 7+635 2x2.4 Slab Slab 12.00 1x5
3 8+990 10+980 1x1.2 Slab Slab 12.00 1x2
4 9+700 11+700 1x1.4 Slab Slab 12.00 1x2
5 10+810 12+800 2x1.5 Slab Slab 12.00 1x3
6 12+520 14+505 1x1.2 Slab Slab 12.00 1x2
7 41+700 43+670 1x1.8 Slab Slab 12.00 1x2
8 42+260 44+240 1x1.8 Slab Slab 12.00 1x2
9 47+240 49+210 1x1.4 Slab Slab 12.00 1x2
10 48+950 50+915 1no.1x2.3 Box Slab 12.00 1x3
11 49+330 51+300 1x3 Slab Slab 12.00 1x3
12 63+600 65+535 2x1.1 Slab Slab 12.00 1x3
13 66+250 68+165 1x1.5 Slab Slab 12.00 1x2
14 68+050 69+975 1x1.3 Slab Slab 12.00 1x2
15 72+910 74+830 1x1.2 Slab Slab 12.00 1x2
16 72+975 74+900 1x1.2 Slab Slab 12.00 1x2
17 77+960 79+870 1X1000 VCW Slab 12.00 1x2
18 78+075 79+985 1X1000 VCW Slab 12.00 1x2
19 83+600 85+410 1x2.9 Slab Slab 12.00 1x3
20 84+075 85+880 1x2.8 Slab Slab 12.00 1x3
21 84+410 86+215 4X600 VCW Slab 12.00 1x3
22 84+520 86+320 1X600 VCW Slab 12.00 1x3
23 87+885 89+675 4X900 VCW Slab 12.00 1x5
Page 46 of 46
24 93+815 95+595 5X900 HPC Slab 12.00 1x5

25 100+780 102+445 3X600 VCW Slab 12.00 1x3
Widening of existing culverts:

The existing culverts at the following locations shall be Widen:
Existing Proposed
Existing Design Existing Span
S.No. Existing Structure Width Span/Dia. Of
Chainage Chainage Arrangement Structure
Width Type (m) Pipe (m)
(m)
1 100+860 102+525 8ROW1000 7.3 HPC HPC 12.00 8ROW1000
(b) Slab Culverts – 04 nos.

ChainageChainageExisting Span Existing Structure Structure Width Span/Dia. Of
ArrangementWidth Type (m) Pipe (m)
(m)
1 0+090 0+090 1x1.3 7.6 Slab Slab 12.00 1x1.3
2 77+250 79+170 2ROW1000 7.5 HPC Slab 12.00 1x2
3 77+590 79+500 2ROW1000 8.0 HPC Slab 12.00 1x2
4 78+450 80+355 1X3 7.0 Slab Slab 12.00 1x3
Retain & Repair of existing culverts:

The existing culverts at the following locations shall be Retain & Repair:

Chainage Chainage Existing Span Structure Structure Width Span/Dia. Of
Arrangement Type (m) Pipe (m)
(m)
1 9+520 11+510 3ROW1000 HPC HPC 12.00 3ROW1000
2 10+655 12+645 2ROW1000 HPC HPC 12.00 2ROW1000
3 35+020 37+005 1ROW900 HPC HPC 12.00 1ROW900
4 35+880 37+860 1ROW900 HPC HPC 12.00 1ROW900
5 37+030 39+015 1ROW1200 HPC HPC 12.00 1ROW1200
6 46+300 48+270 2ROW1200 HPC HPC 12.00 2ROW1200
7 46+500 48+465 2ROW1000 HPC HPC 12.00 2ROW1000
8 47+680 49+650 1ROW1200 HPC HPC 12.00 1ROW1200
9 90+900 92+685 1X2.8 Slab HPC 12.00 1X2.8
(b) Slab Culverts – 05 nos.

Chainage Chainage Existing SpanStructure Structure Width Span/Dia. Of
Page 47 of 47
Arrangement
Type (m) Pipe (m)
(m)
1 67+850 69+780 1x1.1 Slab Slab 12.9 1x1.1
2 68+125 71+055 1x1.7 Slab Slab 14 1x1.7
3 70+550 72+470 1x1.7 Slab Slab 13.9 1x1.7
4 86+580 88+400 1X5.8 Slab Slab 7.2 1X5.8
5 107+960 109+610 1X1 HPC Slab 12.6 1X1
(c) New Construction –
Hume Pipe Culvert - 17 nos.
Proposed
Existing Design
S.No. Width Span/Dia. Of
Chainage Chainage Structure
(m) Pipe (m)
1 6+100 8+090 HPC 12.00 1x1200
2 6+700 8+695 HPC 12.00 1x1200
3 11+650 13+640 HPC 12.00 1x1200
4 13+400 15+380 HPC 12.00 1x1200
5 48+700 50+670 HPC 12.00 1x1200
6 55+950 57+910 HPC 12.00 1x1200
7 56+450 58+410 HPC 12.00 1x1200
8 61+800 63+740 HPC 12.00 1x1200
9 78+750 80+655 HPC 12.00 1x1200
10 79+060 80+960 HPC 12.00 1x1200
11 79+200 81+110 HPC 12.00 1x1200
12 82+500 84+350 HPC 12.00 1x1200
13 82+600 84+475 HPC 12.00 1x1200
14 93+200 94+980 HPC 12.00 1x1200
15 102+730 104+390 HPC 12.00 1x1200
16 104+950 106+610 HPC 12.00 1x1200
17 106+750 108+400 HPC 12.00 1x1200
Table 6.20: Improvement Summary
Improvement Type Pipe Culvert Slab culvert Minor Bridges Major Bridges
Widening 01 04 05 -
Retained /Repair 09 05 10 01
Reconstruction 57 25 09
New Construction 17 - - -
Abandoned - - - -
Total 84 34 24 01
Page 48 of 48
Public Works Department ICSC/PWDRJ/25/Final Feasibility Report-R2/H3
Chapter-08: SUMMARY OF EIA & SIA
8.1 SUMMARY OF EIA (ENVIRONMENTAL IMPACT ASSESMENT)
Govt. of Rajasthan has announced development of 20000 kms highways during next
5 years. Projects and schemes are being identified for implementation of the
announcement. Planning commission, New Delhi was also approached for selected
projects to get 20% VGF from GoI. Several rounds of meetings held at Planning
Commission for identification of road stretches, working out packages, finalization of
various documents and working out timeline etc.
For time bound implementation of PPP projects Govt. of Rajasthan has shown
commitment by introducing a first ever comprehensive „Raj. State Highways Bill-
2014‟. The bill has been passed by Rajasthan State Legislative Assembly on 01-08-
2014.
Most of the projects were operated under BOT scheme “Public – Private Partnership”
scheme and other being developed under EPC, MEGA and regular contract scheme.
Several other projects under PMGSY scheme are looked after by STATE PWD, RAJASTHAN
for up gradation of State Highways & Major District Roads. The department is also mainly
entrusted with construction and maintenance of Roads, Bridges and Government
buildings etc.
Keeping in view the growing importance of road network in the state is physical, social
and economic and environment fabric, PWD Rajasthan with active support of
Government of Rajasthan initiated a comprehensive Feasibility Study for the 3444.0 Kms
of road network. The road network is divided into 10 Packages, out of them, the one
package has been entrusted to M/s Intratech Civil Solutions & Consultant for providing
the Consultancy Services for preparation of Feasibility study for improvement and up-
gradation of the SH with a total length of 179 Kms in the State of Rajasthan, India vide
Letter of Award dated 08/01/2015. The commencement date is 14/01/2015 and the
period for completion of assignment is 12 months. The description of the roads presented
in the Package No. 25 has been given in Table No. 1:
Table 1: Details of Roads of Package-27 in Rajasthan State
Sr. Length
Name of Road District
No. (KM)
Chittaurgarh,
1 Kapasan- Rashmi - Karoi Road (SH-96) 42.18 km
Bhilwara
Chittaurgarh,
2 Keer Ki chowki- Mavli Road (SH-98) 31.7 km
Udaipur
Chittaurgarh,
3 Katunda- Rawatbhata- Chechat (SH-9A) 90.212 km
Kota
Total Length (in Kms)

164.092
Package No. 25: There are total 03 State Highways (SH) falling in the Chittaurgarh,
Udaipur & Bhilwara Region with a total length of 164.092 Kms in the state of Rajasthan.
This report deals with the Third Road i.e Katunda- Rawatbhata- Chechat (SH-9A) which
needs to be upgraded to Two Lane with granular Shoulders and the details of this road is
given in Table No. 2.
Table 2: Details of Project Road

Chainage (in Km) Length as per
Length as
Sr. Topographic
Name of Road SH No. From To per Design
No. Survey
(in Km) (in Km) (in Km)
(in Km)
1 Katunda-Rawatbhata SH-9A Km 0+000 Km 110+818 110.818 90+212

Road
1. Environmental Sensitivity and Project Categorization: Project road is not passing

through any wildlife sanctuary, national park, tiger reserve, protected area or
any other similar eco-sensitive areas. No section of proposed project passes

through protected or reserved forests1. No loss of rare/threatened/endangered
species of flora is envisaged. All other impacts are site-specific and can be
addressed through proven mitigation measures. Hence, the project is classified
as Category B warranting an initial environmental examination (IEE) which has
been conducted in consistent to Safeguard Policy Statement (SPS), 2009.
2. Existing Environment: Climatically, Rajasthan is the driest part of India. The Aravalli
Mountains stretching diagonally across the State from the South-West to North-
East separate the desert and semi-desert areas to the West from the sub-humid
areas in the East. Population densities are higher in the eastern part of the State
and nineteen of the thirty two districts of the State fall in the non-desert area to
the east of the Aravallis. The climate of Rajasthan can be divided into four
seasons: Pre-Monsoon, Monsoon, Post-Monsoon and winter.
3. Pre-Monsoon, which extends from April to June, is the hottest season, with
temperatures ranging from 30C to 40C. In western Rajasthan the temperature
may rise to 45C, particularly in May and June. At this time, Rajasthan's only hill
station, Mt. Abu registers the lowest temperatures. In the desert regions, the
temperature drops in night. Prevailing winds are from the west and sometimes
carry dust storms.
4. The second season Monsoon extends from July to September, temperature

drops but humidity increases and even there is slight drop in the temperature
(300C to 330C). Rajasthan gets about 90% of our rains in this period.
1
Reserved Forest: an area notified under the provision of Indian Forest Act having full degree of protection. In
Reserved Forests, all activities are prohibited unless permitted. Protected Forest: an area notified under the Indian
Forest Act having limited degree protection. In Protected Forests, all activities are permitted unless prohibited.
5. The Post-Monsoon period is from October to December. The average maximum

temperature is 330C to 380C, and the minimum is between 180C and 200C.
6. The fourth season is the Winter or Cold Season, from January to March. There is a
marked variation in maximum and minimum temperatures and regional
variations across the state. January is the coolest month of the year. And
temperature may drop to 30C to 50C in some regions of Rajasthan, like
Shekhawati. There is slight precipitation in the north and north-eastern region of
the state, and light winds, predominantly from the north and north-east. At this
time, relative humidity ranges from 50% to 60% in the morning, and 25% to 35% in
the afternoon.
7. The topography of Rajasthan varies from green plains to the east to the
inhospitable Thar Desert in the west. The Aravalli Hill ranges tower over the Thar
Desert. They are famed for the hill station of Mount Abu that is home to the
famous Dilwara Jain Temples. The presence of the desert makes the summer
days very hot and nights very cold. Nighttime temperatures in winters can reach
-1°C, as happened recently in Churu district in north Rajasthan. Jaisalmer and
Barmer districts also lie in the western Rajasthan, and every winter tourists flock to
these districts to take camel rides on the shifting sand dunes. Jaisalmer is known
for its peculiar yellow sandstone, which was used to construct the "golden"
Jaisalmer Fort. The maximum daytime temperatures in summers can reach 45°C.
However, winters in Rajasthan are more or less pleasant, and is the best time to
visit this state.
8. The southern districts of Bhilwara and Chittaurgarh are more or less fertile. The
Chambal River runs through the rocky northeastern region. The deep gullies and
ravines of Chambal were once hideouts of the infamous bandits of Chambal.
9. The District Chittaurgarh is located between 23o 32‟ and 250 13‟ latitude and 740
21‟ and 750 49‟ longitude covering an area of 10,856 sq.km. The district is part of
Udaipur Division and is divided into five sub-divisions namely Begun, Chittaurgarh,
Kapasan, Nimbahera and Pratapgarh. Administratively the district is divided into
13 tehsils and 14 development blocks. Total number of villages in the district is
2415 and it also has 8 urban towns. Rural and Urban population of the district is
15.15 lakh and 2.89 lakh respectively.
10. The District Kota is located between 24° 58' and 24° 46' north latitude and 73° 68'
and 73° 57' east longitude with an average elevation of 600 meters (2000 feet
above mean sea level). According to the 2011 census, Kota had population of
3,068,420 of which male and female were 1,566,801 and 1,501,619 respectively.
In 2001 census, Udaipur had a population of 2,480,657 of which males were
1,259,170 and remaining 1,221,487 were females. Udaipur District population
constituted 4.48 percent of total Maharashtra population. In 2001 census, this
figure for Udaipur District was at 4.39 percent of Maharashtra population.
11. Anticipated Environmental Impacts and Mitigation Measures: Main pre-

construction impacts are: (i) loss of livelihood due to acquisition of land and
assets (ii) submergence of roads and CD structures due to inadequate
waterways (iii) affect to 300 trees and (iv) accident risk due to poor horizontal
and vertical profile. Adequate compensation and rehabilitation assistance will
be extended as per national Act2 and ADB involuntary resettlement policy. All
CD structures have been designed for 50yr return period with anticipated risk of
rarer flood of next higher frequency. Waterway and elevation of most of the
bridges are increased. Embankment height has also been increased where
overtopping is anticipated. Compensatory afforestation on 1:2 bases and
additional plantation on same ration will improve the micro climate of the region
2
The Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation And Resettlement Act, 2013
in long term. To facilitate animals movement in the project area several

meausres have been recommended viz: informatory sign boards on the
presence of animals will be placed to inform traffic users; speed limits will be
enforced through sign boards, rumble strips, speed breakers in specific areas
where animalss usually cross the the road; plantation of animals preferred plants
etc.Provision of any civil structure at this stage has notbeen made since in the
present landscape, seasonal movement pattern of animals herds are quite
erratic. Long-term monitoring has been recommended to finalise such structure.
B) Archaelogical and Historical Monuments and Sensitive Receptors
There are no archeological or historical monuments along the project roads.

However, there are a number of religious structures and other community
property resources (CPR)3 including sensitive receptors like schools and health
centres. Table 24 lists out the sensitive structures (only schools, temples, mosques
and health centers) structure lies within 9m from the centerline of the road
(ROW). Sample pictures of the sensitive structures are provided in TABLE 8A.
Table 8A: Sensitive Structures along Project Road

Ch.Km. Structure Village name Distance from C/L Side L/R Physical Impact
Y/N
2+030 TEMPLE Balwant Nagar 13M R.H.S N
7+170 MASJHID Rayti 16M R.H.S N
10+160 TEMPLE Rayti 24M L.H.S N
13+990 TEMPLE Borwadi 7M L.H.S N
14+010 SCHOOL Borwadi 13M L.H.S N
17+970 TEMPLE Borwadi 6M R.H.S N
Ch.Km. Structure Village name Distance from C/L Side L/R Physical Impact
Y/N
27+350 SCHOOL Borwadi 14M L.H.S N
D) Trees within Right of Way:
The road side plantation is mixed type and natural regeneration is seen. A total
of 300 trees has been enumerated within right of way. Majority of trees are of
girth size between 0-90 cm. All efforts will be made to restrict the tree cutting to
toe line of the formation width considering the safety issue.
E) Water Quality
Monitored parameters (Table 8B) largely conforms to the drinking water
standards (IS: 10500-1991) prescribed by Bureau of Indian Standard except. This
was also ascertained by the study done by Central Ground Water Board
(CGWB) in the project districts. Some of the parameters like total dissolved solids
(TDS), total hardness and alkalinity exceeds the desirable limit but are well within
maximum permissible limt.
Table 8B: Water Quality in the Project Area

Requirement as per IS-
Location
Method 10500-2012
S. No. Parameter Unit
no. Desirable Permissible CH - 11+815 CH- CH –
Limit limit 53+170 90+605
1 pH - 4500 6.5-8.5 No Relaxation 7.61 8.09 7.92
2 Turbidity NTU 2130 5 10 4.1 1.4 2.9
3 Conductivity Umhos/cm 2510 - - 911 920 899.13
4 Alkanity mg/lit 2320 200 600 140.67 141.99 141.86
5 Total Dissolve Solid

mg/lit
2540 500 2000 378 239 479
(TDS)
6 Total Hardness mg/lit
as
2340 300 600 194 128 120
CaCO3
7 Ca Hardness mg/lit
as
3500 - - 128 82 71
CaCO3
8 Mg Hardness mg/lit
as
2340 - - 66 46 49
CaCO3
9 Chloride as Cl mg/lit 4500 250 1000 3.92 4.79 4.15
10 Sulphate as SO4 mg/lit 4500 200 400 39.86 40.36 38.47
11 Iron as Fe mg/lit 3500 0.3 1 0.30 0.39 0.32
12 Nitrates as NO3 mg/lit 4500 45 100 11.12 11.67 9.8
13 Fluorides as F mg/lit 4500 1.0 1.5 0.087 0.077 0.068
14 Phosphates as Pmg/lit 3500 - - <0.1 <0.1 <0.1
15 Coliforms No. per IS:15185 Absent 100 Absent Absent Absent
100ml
Source: Feasibility Report, Primary Monitoring and Initial Environment Study for SH-9A (Katunda-
Rawatbhata- Chechat Section)
F) Air Quality
Project area is characterized mainly by rural/open areas and intermittently

traversed by few semi-urban settlements/built-up areas. Sources of air pollution in
the project area are mainly vehicular emission, dust emanation due touse of
unpaved shoulders/deteriorated roads by vehicles and domestic fuel burning.
Monitored parameters of ambient air quality largely meet the prescribed limit of
National Ambient Air Quality Standard (NAAQS) and Central Pollution Control
Board (CPCB) except particulate matter (PM10). Increased level can be
attributed to proximity to industrial area, poor road conditions and high traffic
density. Air quality data is presented in Table 8C.
Table 3: Ambient Air Quality in the Project Area

Parameters PM 10 PM 2.5 Sox NOx
S. No
Locations µg/m3 µg/m3 µg/m3 µg/m3
NAAQS Limit 100 60 80 80
1. katunda 41.23 20.15 18.11 22.35
2. Rawatbhata 48.32 20.75 19.12 23.84
3. Jharjhani 37.16 18.10 16.94 21.34
Source: Feasibility Report, data.gov.in, Primary Monitoring and Initial Environment Study for SH-9A
(Katunda- Rawatbhata- Chechat Section)
G) Noise Level
Traffic noise is the principal source of noise in the project area. The area mostly
includes rural open areas with a good vegetation cover and therefore the noise
levels are relatively low. Rich vegetation in the project area acts as an efficient
noise absorbent. Noise level monitoring indicates that the noise level mostly
meets the prescribed noise standards for all land use categories viz. commercial,
industrial as well as residential zones. Increased noise level may be attributed to
high traffic density, low maintenance of vehicles, frequent honking due to
congestion, and use of low grade fuel. There is no continuous sound frequency
of impulsive nature near industries.It is anticipated that noise level will decrease
significantly after road expansion and improvement work enabling decongestion
at existing built up areas. Noise level in the project area has been summarized in
Table 8D.
Table 8D: Noise Level in the Project Area
S. No Locations Leq - Day in dB (A) Leq – Night dB (A)

1. katunda 49.83 41.76
2. Rawatbhata 49.45 41.74
3. Jharjhani 49.12 41.84
Source: Feasibility Report, Primary Monitoring and Initial Environment Study for SH-9A (Katunda-
Rawatbhata- Chechat Section)
12. Significant impacts anticipated during construction phase are: (i) increase of
local air pollution and noise level due to construction and site clearance
activities, earthworks, borrowing and quarrying, operation of hot mix plants etc;
(ii) deterioration of surface water quality due to silt run-off, spillage from vehicles
and discharge from labour camps; (iii) health impacts from labour camps; (iv)
disruption to access/traffic; (v) occupational health and community safety.
Mitigation measures includes: (i) utilizing least noisy equipment and regulating
time of construction near settlements and sensitive receptors; (ii) sprinkling of
water on earthworks, active construction sites, material storage locations and
haulage roads; (iii) installation of silt and oil traps along waterbodies; (iv) slope
stabilization to control erosion and protection work for ponds; (v) camp siting
and management as per IRC guidelines and best practices (vi) traffic
management to avoid congestion and maintain access of local residents; (vii)
implementing 1:2 compensatory plantation to off-set impacts from tree cutting
and additional plantation at 1:2 to enhance the micro-climate; (ix) no camp,
materials storage, hot mix plant near forest areas; (x) no construction in the
stretches of potential animals‟s crossings during months of frequent sightings.
13. Operation stage impacts anticipated are road accidents, accidental spillage,
submergence/overtopping of CD structures, water logging due to blockade of
side drains, increased air pollution and noise level, survival of compensatory
afforestation and avenue plantation and animals-traffic collision etc. All these
are mainly associated with maintenance and monitor of effectiveness of
mitigation measures taken during design and construction stage. Executing
agency is mandated to undertake regular maintenance of the road conditions
and its appurtenances.
14. Greenhouse Gas Emissions and Addressing Risk of Climate Change. Total annual
emission is estimated to be less than the 100,000 tons per year threshold set by
ADB. The projected variations in temperature and precipitation the project roads
indicated vulnerability to, flooding (increased storminess), which can affect
road, bridge and embankments. Key engineering measures taken to address
these risks in the design are: i) increase in embankment height, ii) construction of
new side and lead away drains, iii) construction of new culverts or widening of
existing ones iv) increase in waterway including vertical clearance of bridges
and v) construction of Pucca Diversion at adjacent side of proposed bridges.
15. Public Consultations: Extensive consultations were made with local communities
and government agencies like Forests and Wildlife, State Pollution Control Board,
Economics and Statistics and other line departments to incorporate their views
and suggestions, however, no wildlife sanctuary exists along the project road.
Local community strongly supports the project. They disseminated many
important informations and made several suggestions and demands. Main
demands include adequate compensation and assistance for loss of land and
assets, employement in road construction and petty contract provision of safety
measures, side drains in built-up areas, avenue plantation, provision of water
harvesting/ponds and road furnitures. Most of their demand has been integrated
in design.
16. Environmental Management Plan: Project specific Environmental Management

Plan (EMP) has been formulated with an intend to set out action required to
avoid or mitigate all impacts and the responsibility for taking each action.
Responsibility is made legally binding when actions are subsequently specified in
contracts. Environmental Monitoring Plan (EMoP) has been prepared to ensure
that the intended environmental mitigations are realized and these results in
desired benefits to the target population causing minimal deterioration to the
environmental parameters. All costs for implementing the mitigation measures

and monitoring plan will be included in the Bill of Quantities (BOQ) by the
contractor as implementation of the EMP will be the responsibility of the
contractor.
a) Environment Management Budget
17. Most of the measures have been addressed as part of good engineering
practices, the costs for which have been accounted for in the engineering/cost.
All costs towards pre-construction clearances/permission will be borne by
executing agency. These costs are indicative. The environmental budget for the
various environmental management measures proposed under the project is
presented in Table 29. A total budget amount of Rs. 93,59,530/- has been
allocated for implementation of environment safeguards under the project.
ICSC/PWDRJ/25/Final Feasibility Report-R2/
Table8E: Estimated Environment Management Cost

No. Activity SH-9A Katunda- Rawatbhata- Chechat To be included in Remarks
(Estimated Amount) budget under
1 Wildlife conservation activities
1.1 Warning sign 2,18,335 BOQ of civil work cost

boards (small)
1.2 Informatory sign 5,64,595 BOQ of civil work cost

boards (big)
1.3 Rumble Strips - Provisional Sum of civil

works cost
1.4 Habitat 50,000 Provisional Sum of civil Lumpsump basis for planting Fodder
enhancement works cost Trees in forest Areas.
2 Tree Cutting and Compensatory Afforestation activities


2.1 Compensatory 24,42,000 Provisional Sum of civil No. Trees to be planted (1:10 basis/
afforestation (1:10 works costs 10mc/c both sides)@814/tree
basis by forestry including maintainance for 5 Years
department)
2.3 Additional 5,00,000 Provisional Sum of civil Contractor to assign the Forest
afforestation (1:10 works costs Committee for carrying out the
basis by additional 1:10 plantation.
contractor) L/S amount
2.4 Payment of Net 45,10,600 PWD, RAJASTHAN L/S amount @ 50,000/km
Present Value
(NPV) to Forestry
Department for
diversion of forest
land
3 Studies and Monitoring activities
3.2 Monitoring (air,
water, noise, soil)

3.2. Ambient Air 378000 Provisional Sum of civil

works costs
1 Monitoring:
3 times in a Parameter to be monitored

year for 2 -PM10, PM2.5, SO2, NOx & CO
years (42
Unit Cost- 9000/-
samples) or
construction
period
at 7 locations
3.2.2 Water 120000 Provisional Sum of civil Parameter to be monitored -pH,

works costs BOD, COD, TDS, TSS, DO, Total
Monitoring:
3 times in a coliform, Conductivity, Oil & Grease
year for 2
years (24 Unit Cost- 5000/-

samples) or
construction
period
At 4 locations
3.2.3 Noise Monitoring:
126000 Provisional Sum of civil
works costs
3 times in a
year for 2 Parameter to be monitored -Noise
years (42 levels on dB (A) scale
samples) or
construction Unit Cost- 3000/-
period
at 7 locations
4. Noise Barriers
4.1 Construction of 3,00,000 Provisional Sum of civil Noise barrier to be constructed with
noise barriers works cost consent of local community

near sensitive
structures
5 Training ,Three 1,50,000 PWD, RAJASTHAN 50000 per session
training
sessions during
construction
period.
TOTAL (INR) 93,59,530

CONCLUSION AND RECOMMENDATIONS
18. The Katunda- Rawatbhata - Chechat SH-9A Project has been categorized as
Category „B‟ based on environmental screening and assessment of likely
impacts.Initial environmental examination ascertains that it is unlikely to cause
any significant environmental impacts. Few impacts were identified
attributable to the project, most of which are localized and temporary in
nature and easy to mitigate.
19. Widening and improvement will be mostly accommodated within available

landper circular provided by Govt. of Rajasthan Proposed ROW will be 30m.
However 16m ROW will be sufficient to start construction. So, land acquisition
for Both 16m & 30m ROW has been calculated .
Land Acquisition Schedule:-
Summary of Land Acquisition

S.N. Type of land Area of Land to be Acquired (in Hec)
Proposed ROW - 16m
1 Govt. Land 4.400
Proposed ROW - 30m
1 Govt. Land 21.607
Page 18 of 18
20. The Project road passes through Wild life Sanctuary. Chainage wise details of
forest is listed below.
Jawaharsagar Km 54+598 - Km
4.3
Sanctuary 58+898
Mukundra Hills Km 75+372- Km
5.0
(Tiger Reserve) 80+372
Total Length 9.3
Forest map
Hence, Forest clearance & Wildlife Clearnce is requride.
21. Climate risk assessment indicates that the project is at medium risk and it is
mainly flooding (increased storminess), which can affect the roads, bridges
and embankments. Key engineering measures taken to address these risks in
the design are: i) increase in embankment height, ii) construction of new side
Page 19 of 19
and lead away drains, iii) construction of new culverts or widening of existing
ones and iv) increase in waterway including vertical clearance of bridges.
22. In general, the subproject received immense support from local people. The
local people appreciated that improved connectivity will bear out several
socio-economic positive benefits resulting to improved quality of life.
23. The initial environmental examination of the subproject ascertains that the
project is unlikely to cause any significant environmental impacts. No
additional studies or need of undertaking detailed EIA is envisaged at this
stage.
The Executing Agency shall ensure that EMP and EMoP are included in Bill of
Quantity (BOQ) and forms part of bid document and civil works contract. The
same shall be revised if necessary during project implementation or if there is any
change in the project design and with approval of ADB.
Results of air quality , noise level and water quality are under the standard
limits. However mitigation measures are required which are proposed in
earlier section.
300 nos. of tree are required to be cut and compensatory plantation has
been proposed as 1:10, therefore the total environmental management cost
93,59,530.
Page 20 of 20
8.2 SUMMARY OF SIA (SOCIAL IMPACT ASSESMENT)

A. PROJECT DESCRIPTION
1. The ADB funded Rajasthan State Road Sector Project entails the rehabilitation and
improvement of the existing state roads of Rajasthan. The PPP cell, Rajasthan Public
Works Department (PPP - Raj PWD), Government of Rajasthan will be the Executing
Agency (EA) for the project. The Project will rehabilitate and strengthen some selected
existing State Highways roads to provide a dependable road transport network
throughout the state.
2. This Resettlement Plan (RP) for Katunda- Rawatbhata- Chechat Road subproject is
prepared based on the detailed design report. The RP complies with the applicable
State Government, Government of India and ADB policy and legal framework. This
subproject is considered as Category - B as far as Involuntary Resettlement (IR) is
concerned. The total length of the project section is 90.212 km.
3. The Project area consists of two districts of Rajasthan namely Chittaurgarh & Kota. The
proposed subproject can be viewed as boosting economic growth and poverty
reduction which will bring substantial social and economic development in the region.
The social benefits arising due to the subproject will be triggered off due to improved
accessibility to various services such as easy access to markets, health facilities, schools,
workplace etc which in turn increases the income of the locals, and ultimately elevating
their standard of living. Adequate attention has been given during the feasibility and
detailed design phases of the subproject preparation to minimize the adverse impacts
on land acquisition and resettlement impacts. With the available options, best
engineering solution have been adopted to avoid land acquisition and resettlement
impacts.
B. SCOPE OF LAND ACQUISITION AND RESETTLEMENT
4. There is land requirement for the subproject thus there will be 4no. displaced
households. There are 7 common properties resources (CPR) including religious structures
and government structures used for common purpose constructed within the existing
ROW will be affected by the proposed road widening. A subproject census survey was
carried out to identify the persons who would be affected by the subproject and the
summary findings are presented in the following Table E-1.
Page 21 of 21
Table E-1 Summary Subproject Impacts

Sl. No. Impacts Number
1 Total Area of Land required (in Hectares) 41.930
2 Area of private land to be acquired (in Hectares) 9.630
3 Area of Govt. land to be acquired (in Hectares) 4.400
4 Area of forest. land to be acquired (in Hectares) 27.9
5 Total number of land Units/Plots affected 415
6 Total number of structures affected (Private + CPR) 07
7 Total number of private structures affected 00
8 Total number of CPR (structure) affected 07
9 Total number of Street Vendors affected 04
10 Total number of Household affected (Private+Street Vendors) 04
11 Total number of vulnerable households affected 02
12 Total number of Dispalced Persons (DP‟s) 19
C. SOCIOECONOMIC INFORMATION AND PROFILE

5. The social stratification of the subproject area shows that the dominance OBC caste
population with 3 (75.0%) households. There are 19 Displaced persons in total being
affected by the subproject which includes 10 (52.6%) males and 09 (47.4%) females. The
average household size is 5. According to subproject census survey there are just 02
vulnerable households affected by the subproject. The educational status of DP‟s
reveals that overall scenario is not encouraging one as there are still 10.5% DP‟s are
illiterate and females are lacking far behind the male members. The occupational
pattern of DP‟s excluding the non working sections such as children and students and
household workers, reveals that 100% DP‟s is having business as their main occupation.
6. The proposed Subproject is confined to rehabilitation and up gradation of existing
road alignments and the social assessments undertaken have not brought forth any
adverse impact on the tribal groups within the area of influence of the Subproject road.
The subproject construction will not have any adverse consequences on the
socioeconomic condition and would also not lead to any disruption in their community
life or culture of these communities.
Page 22 of 22
D. STAKEHOLDERS CONSULTATION AND PARTICIPATION

7. Public consultations were conducted at Eight villages attended by 142 persons (87
female and 55 male) (Details Attached in Annexure) in the subproject to ensure peoples
participation during the project census survey. Aiming at promotion of public
understanding and fruitful solutions of developmental problems such as local needs and
problem and prospects of resettlement, various sections of DP‟s and other stakeholders
were consulted through focus group discussions and individual interviews. Several
additional rounds of consultations with DP‟s and communities will form part of the further
stages of subproject preparation and implementation. The implementing NGO will be
entrusted with the task of conducting these consultations during RP implementation,
which will involve disclosure on compensation, assistance options, and entitlement
package and income restoration measures suggested for the subproject.
8. To keep more transparency in planning and for further active involvement of DP‟s and
other stakeholders the subproject information will be disseminated through disclosure of
resettlement planning documents. The EA will provide relevant resettlement information,
including information from the above mentioned documents in a timely manner, in an
accessible place and in a form and language(s) understandable to affected persons
and other stakeholders.
E. LEGAL FRAMEWORK
9. The legal framework and principles adopted for addressing resettlement issues in the
Project have been guided by the existing legislation and policies of the GOI, the
Government of Rajasthan, Asian Development Bank and the Resettlement Framework
(RF) adopted for the project. Prior to the preparation of the RP, a detailed analysis of the
existing national and state policies will be undertaken and a RF will be prepared for the
entire program. This RP is prepared based on the review and analysis of all applicable
legal and policy frameworks of the country and ADB policy requirements.
10. All compensation and other assistances will be paid to all DP‟s prior to
commencement of civil works. After payment of compensation, DP‟s would be allowed
to take away the materials salvaged from their dismantled houses and shops and no
charges will be levied upon them for the same. The value of salvaged materials will not
Page 23 of 23
be deducted from the overall compensation amount due to the DP‟s. A notice to that
effect will be issued intimating that DP‟s can take away the materials.
F. ENTITLEMENTS, ASSISTANCE AND BENEFITS
11. In case of land acquisition, the date of publication of preliminary notification for
acquisition under The Right To Fair Compensation and Transparency in Land Acquisition,
Rehabilitation and Resettlement Act‟ 2013, will be treated as the cut-off date. For non-
titleholders, the cut-off date will be the beginning of the census survey which was started
on 13th October‟ 2015. Land and structures affected under the subproject will be
compensated at replacement cost. DP‟s who settle in the affected areas after the cut-
off date will not be eligible for compensation. They, however, will be given sufficient
advance notice, requested to vacate premises and dismantle affected structures prior
to subproject implementation. Their dismantled structures materials will not be
confiscated and they will not pay any fine or suffer any sanction.
G. RELOCATION OF HOUSING AND SETTLEMENTS
12. The EA will provide adequate and appropriate replacement land and structures or
cash compensation at full replacement cost for lost land and structures, adequate
compensation for partially damaged structures, and relocation assistance, according to
the Entitlement Matrix. The EA will compensate to the non-title holders for the loss of
assets other than land, such as dwellings, and also for other improvements to the land, at
full replacement cost. The entitlements to the non-titleholders will be given only if they
occupied the land or structures in the subproject area prior to the cut-off date.
H. INCOME RESTORATION AND REHABILITATION
13. The subproject impact reveals that due to loss of land and commercial structures no
households are losing their livelihood, but 4 Street Vendors will be displaced due to the
subproject. The entitlement proposed for the subproject has adequate provisions for
restoration of livelihood of the affected communities. The focus of restoration of
livelihoods is to ensure that the DP‟s are able to at least regain their previous living
standards. To restore and enhance the economic conditions of the DP‟s, certain income
generation and income restoration programs are incorporated in the RP. To begin with
providing employment to the local people during the construction phase will enable
them to benefit from the subproject, reduce the size of intrusive work forces and keep
Page 24 of 24
more of the resources spent on the subproject in the local economy. It will also give the
local communities a greater stake and sense of ownership in the subproject.
I. RESETTLEMENT BUDGET AND FINANCING PLAN
14. The resettlement cost estimate for this subproject includes eligible compensation,
resettlement assistance and support cost for RP implementation. The support cost, which
includes staffing requirement, monitoring and reporting, involvement of NGO in
subproject implementation and other administrative expenses are part of the overall
subproject cost. Contingency provisions have also been made to take into account
variations from this estimate.
J. GRIEVANCE REDRESSAL MECHANISM
15. A Grievance Redressal Committee (GRC) will be established at the HQ and district
level with the primary objective of providing a mechanism to mediate conflict and cut
down on lengthy litigation. It will also provide people, who might have objections or
concerns about their assistance, a public forum to raise their objections and through
conflict resolution, address these issues adequately. The GRC will be headed by the
Chief Engineer or his designated representative. The GRC will have representative from
the ADB-PIU field office, representatives of DP‟s, particularly of vulnerable DP‟s, local
government representatives, representative of local NGOs and other interest groups as
felt necessary. All Grievances will be routed through the NGO to the GRC. The NGO will
act as an in-built grievance redress body. The NGO will first of all register the grievances
and take up with VLC for redress and any grievances not redressed at VLC level will be
dealt in by the GRC. Grievances will be redressed within two to four weeks from the date
of lodging the complaints, depending on severity of problem. The DP‟s, who would not
be satisfied with the decision of the GRC, will have the right to take the grievance to the
ADB-PIU Head Office for its redress. However an aggrieved person will have access to
the country's judiciary at any stage of the subproject level grievance redress process.
Taking grievances to Judiciary will be avoided as far possible and the NGO will make
utmost efforts at reconciliation at the level of GRC.
K. INSTITUTIONAL ARRANGEMENT
16. The Executing Agency (EA) for the Project is PWD, Government of Rajasthan. The
existing PPP cell of PWD has already established an ADB-Project Implementation Unit
(ADB-PIU) headed by a Dy. Chief Engineer and coordinated by a pool of Superintending
Page 25 of 25
/ Executive Engineers, at HQ level. The EA, headed by Dy. C E will have overall
responsibility for implementation of loan and will also be responsible for the overall
coordination among ADB, Government of Rajasthan and ADB-PIU Field Offices. For
resettlement activities, ADB-PIU will do the overall coordination, planning,
implementation, and financing. The ADB-PIU will create a Social and Resettlement Unit
(SRU) within itself with appointment of a Resettlement Officer (RO) at the rank of
Executive Engineer (EE) and required support staff for the duration of the Subproject to
ensure timely and effective planning and implementation of resettlement activities. The
RO will be assisted by the respective ADB-PIU Field Offices and NGO for planning and
implementation of resettlement activities in the subproject. ADB-PIU Field Office will be
established at district/subproject level for the implementation of sub-project
resettlement activities. An experienced and well-qualified NGO in this field will be
engaged to assist the ADB-PIU Field Office in the implementation of the RP.
L. IMPLEMENTATION SCHEDULE
17. Implementation of RP mainly consists of compensation to be paid for affected
structures and rehabilitation and resettlement activities. The time for implementation of
resettlement plan will be scheduled as per the overall subproject implementation. The
civil works contract for each subproject will only be awarded after all compensation and
relocation has been completed for subproject and rehabilitation measures are in place.
The proposed subproject R&R activities are divided in to three broad categories based
on the stages of work and process of implementation
Such as Subproject Preparation phase, RP Implementation phase and Monitoring and
Reporting phase.
M. MONITORING AND REPORTING
18. RP implementation for the subproject by the NGO will be closely monitored by the
EA. Keeping in view the significance of resettlement impacts of the overall project, the
monitoring mechanism for this project will have both monitoring by PIU and monitoring
by an external expert. ADB-PIU Field Office responsible for supervision and
implementation of the RP will prepare monthly progress reports on resettlement activities
and submit to ADB-PIU. ADB-PIU will submit semi-annual reports to ADB. The external
monitoring expert responsible for monitoring of the RP implementation will submit a semi-
annual review report to ADB-PIU to determine whether resettlement goals have been
Page 26 of 26
achieved, more importantly whether livelihoods and living standards have been
restored/ enhanced and suggest suitable recommendations for improvement.
R&R Budget
The total R&R budget for the proposed subproject RP works out to Rs. 23.50 million. A
detailed indicative R&R cost is given in Table 22.
Table 22. R&R Budget
Total
land to
S. NO. Impact Category be Entitlements Amount Remark
acquired
(In hec.)
A LOSS OF LAND (TH)
Detail of
as per S.No. 1 calculation
Loss of Private Land
1 9.630 of Entitlement 10910396 of amount is
due to Proposed ROW
Matrix given in
Table no. 9X
Total (A) 10910396
Affected area
S. NO. Impact Category No. of structure (In Amount Remark
sq.m.)/length
B LOSS OF STRUCTURE (TH+NTH)

as per S.No.
Loss of Permanent
2 of
2 structure 5 97.37 788697
Entitlement
@ Rs.8100/ sq.m.(#)
Matrix
as per S.No.
Loss of Semi- Permanent
2 of
3 structure 1 16.19 90340.2
Entitlement
@ Rs.5580/ sq.m. (#)
Matrix
as per S.No.
Loss of Temporary
2 of
4 structure 0 0 0
Entitlement
@ Rs.4280/ sq.m. (#)
Matrix
as per S.No.
Loss of Boundary Wall 2 of
5 1 68 102680
@ Rs.1510/ R.m. (#) Entitlement
Matrix
Total (B) 981717.2
No. of
S. NO. Entitlements AH's Reference Amount Remark
F ASSISTANCE DUE TO LOSS OF SQUATTERS (Kiosk/street vendors)
as per S.No.
Monthly subsistence
6.3.2 of
6 Allowance of Rs.3000/- 4
Entitlement
for 3 months
Matrix 36000
Page 27 of 27
as per S.No.
One time Rehabilitation 6.3.3 of
4
grant of Rs. 18,000/- Entitlement
7 Matrix 72000
Total (F) 108000
G ADDITIONAL ASSISTANCE FOR VULNERABLE HOUSEHOLDS (TH+NTH)
Training Assistance of 1 as per S.No.
person of affected 8.1 of
8 2
household Entitlement
(L/s- Rs. 25000/- each) Matrix 50000
as per S.No.
One time Assistance of 8.2 of
2
Rs. 25,000/- Entitlement
9 Matrix 50000
Total (G) 100000
H RP Implementation Support Cost
Hiring of NGO for RP
1 5000000
10 Implementation
Consultation/Grievance lump
1000000
11 Redressal Cost sum
Hiring External
Monitoring 1 1000000
12 Agency/Expert
Total (H) 7000000
Total (A+B+C+D+E+F+G+H) 19100113
Add Contigency 15% 2865017
Total 21965130
Add Inflation 7% 1537559
Grand Total 23502689
CONCLUSION
The Government of Rajasthan has taken up the initiative to develop, maintain the
highways and other district roads of the state of rajasthan under the big push of industrial
growth where the intensity of traffic has increased considerably and there is necessity for
augmentation of capacity for safe and efficient movement of traffic. One Such Project is
the development of two laning of the Katunda- Rawatbhata- Chechat section of SH-9A
(length-90.212km).
As discussed the scope of land acquisition is the quite significant in the project because
of availability of limited ROW and the construction of road.
Page 28 of 28
According to Land Acquisition Plan (LAP) prepared total area of land required is 41.930
Ha, out of which total private area is 9.630 ha & govt. land is 4.400 ha. Total 415 no. of
land plots/units will be affected.
According to SIA census Survey, 0 Private Structures & 7no.CPR will be affected; & Only 4
Street Vendors will be affected. So, there are 4no. DHs on the project road out of which
2 no. are Vulnerable Households.
Public consultations were conducted at 8 villages attended by 142 persons (87 female
and 55 male) (Details Attached in Annexure) in the subproject to ensure peoples
participation during the project census survey. Aiming at promotion of public
understanding and fruitful solutions of developmental problems such as local needs and
problem and prospects of resettlement, various sections of DP‟s and other stakeholders
were consulted through focus group discussions and individual interviews. Several
additional rounds of consultations with DP‟s and communities will form part of the further
stages of subproject preparation and implementation. The implementing NGO will be
entrusted with the task of conducting these consultations during RP implementation,
which will involve disclosure on compensation, assistance options, and entitlement
package and income restoration measures suggested for the subproject.
Decision regarding province of the resettlement and rehabilitation entitlement would be
done as per guidelines of EIA and government of India. The DP‟s may go to the
Grievance Redressed Cell and the Arbitrator as per the provision laid in the guidelines. It
may be noted that the redress to the grievance of the DPs may be done with the
consideration.
In the total SIA, there is very little impact of resettlement and rehabilitation programmers
as there is no major impact in their livelihood and their socio economic as well as cultural
way of life of the people of these areas. Out of 19 DPs, 4 no. Street Vendors household.
According to the proposed alignment of the project road the estimated cost for the
various categories of the affected persons for different purpose and objective of
resettlement and rehabilitation based on rates vide Entitlement matrix (June- July 2015)
followed by EA road development works with an escalation of 12% on the said matrix is
would be Rs. 2.35 Cr. The Estimated cost of Resettlement and rehabilitation is not the
Page 29 of 29
total Socio Economic cost of the project. The PIU should look into the income restoration
of the affected families with the objective that the families are „as well off as before‟.
Page 30 of 30
Chapter-09: COST ESTIMATE

9.1 General
This chapter provides a cost estimate for Katunda – Rawatbhata - Chechat Road (SH-
9A) in the state of Rajasthan. The cost estimate is prepared based on the detailed
assessment of project roads.
9.2 Methodology
The rate for various items has been adopted from July’2013 BSR, Kota. The analysis is
being carried out on the basis of following lead as per availability of material:
Table No. 9.1: Lead
Sr. No. Description SH-96
1 Lead from Mixing Plant to working site 10Km.
2 Lead for E/W borrow area to site 7Km.
9.3 Construction Quantities

The quantities of earthwork and pavement for road and bridge have been worked out
manually.
The details of quantities work out for road work on the basis of following proposed
typical cross sections:
Proposed typical cross section for project highway is given in table 9.3 & table 9.4 below:
Table No. 9.3: Type of Typical Cross Section
Sr. No. TCS-No Description of Typical Cross Section
Reconstruction in Two-Lane Carriageway with Granular Shoulder in

1 TCS-1
Open Country (With Subgrade)
2 TCS-2
Open Country in concentric widening Poor (3-7)
3 TCS-3
Open Country in eccentric widening (3-7)
4 TCS-4
Country in concentric widening Fair (3-7)
5 TCS-5
Country in eccentric widening Fair (3-7)
Page 1 of 1
6 TCS-6 Overlay of Two-Lane Carriageway

7 TCS-7
Country in cc widening Fair (5.5-10)
8 TCS-8
Country in cc widening Fair (3-10)
9 TCS-9
10 TCS-10
Table No. 9.4

in in in Total Proposed
S.NO. Discription
(Km) (Km) (Km) Length TCS Type
HS-I HS-II HS-III
2 400 400 TCS-I
Submergence
Concentric Widening Poor (3-
4 5550 5550 TCS-II
7)
12 CC Repair 14m 2700 2700 X
16204 37040 36968 90212
9.4 Pavement Design Options

Flexible pavement
Two lane (7.0m) carriageway with 2.5m granular shoulder configuration is adopted for
the project road.
Page 2 of 2
Rigid pavement
Concentric Widening of Existing CC pavement to Two lane with paved shoulder
(10.0m) carriageway configuration with both side RCC covered drain is adopted for
the project road. No new CC pavement is proposed.
9.5 Cost Components

The estimated cost has been worked out under the following sub heads:
9.5.1 Site clearance

The subhead provides for the items listed below:-
Clearing and grubbing- Cost of Both side 6m clearing has been calculated as existing
formation Width varies from 6.25- 6.75m .
The Contribution of this subhead in TPC is 0.36Cr (0.27%) Only.
9.5.2 Earth work

This sub head provides for the items of earth work in excavation (in case of Concentric
& Eccentric Widening) , embankment and sub grade (in case of Reconstruction due to
expansive soil & New Construction).
Subgrade of 500mm is provided in length proposed for reconstruction & stretches
proposed for Concentric & Eceentric Widening the quantity of Subgrade will vary as
per site condition(adopted -250mm).
The land for borrow area shall be arranged from the cultivators/land owners and due
provision of compensation royalty for earth taken from private land shall be paid to the
owners.
The Contribution of Earthwork in TPC is 6.89Cr (5.17%) Only. The Cost is within
acceptable limit, as the total length of 18.4 km is proposed for reconstruction from
subgrade.
9.5.3 Sub base and base courses

This sub head provides for the items of Granular Sub-base and wet mix macadam base
course for flexible pavement.
 Provision of Crusher Broken Granular sub base is provided.
Page 3 of 3
 Design thickness of GSB is provided in centre portion & Drainage layer of 100mm is
provided in remaining width both side.
 For eccentric widening, drainage layer of GSB is provided in One side only.
 Provision of 150mm thick drainage layer of GSB in CC pavement is provided.
 Provision of Wet mix Macadam of 250mm is provided.
 Provision of Granular shoulder of 150mm thickness & for 2.5 m width is provided.
The Contribution of this subhead in TPC is 38.38Cr (28.80%) Only. The Cost is within
acceptable limit, as the items of this subhead are very costly.
9.5.4 Bituminous Courses

This sub head provides for bituminous courses where flexible pavement has been
proposed.
 Provision of One layer Primer Coat & One Layer Tack coat in full carriageway width in
case reconstruction & only in widened portion for Concentric & Eccentric Widening is
adopted.
 Provision of 50mm Dense Bituminous Macadam in full carriageway width in case
reconstruction & only in widened portion for Concentric & Eccentric Widening is
adopted.
 Provision of 30mm Bituminous Concrete in full carriageway width in is adopted in all
cases.
 Extra 20% quantity is taken as profile correction course on existing carriageway.
The Contribution of this subhead in TPC is 42.96Cr (32.24%) Only. The Cost is within acceptable
limit, as the items of this subhead are very costly.
9.5.5 Bridges/Culverts
This sub head provides improvement of bridges & Culverts . Details are provided below:-
Table No. 85
Improvement Type Pipe Culvert Slab culvert Minor Bridges Major Bridges
Widening 01 04 05 -
Retained /Repair 09 05 10 01
Reconstruction 57 25 09
New Construction 17 - - -
Abandoned - - - -
Total 84 34 24 01
Page 4 of 4
The Contribution of this sub head in TPC is 13.95Cr (10.47%) . The cost in this subhead is
slightly higher as it includes reconstruction of a major bridge of 200m length on Banas river.
9.5.6 Miscellaneous Items

a. Junction Improvement
There is total 03 nos. major & 26 nos. minor road junctions which are priority junction that
needed to be improved. Provision of these junctions has been made under this sub
head.
The Contribution of this sub head in TPC is 0.76Cr (0.57%) Only.
b. Traffic Signs, Markings and Other Appurtenances

Provision for road signs, markings and other appurtenances has been made under this
sub head.
The Contribution of this subhead in TPC is 0.98Cr (0.74%) Only.
c. RCC Drains & Protection Works

Provision for RCC covered Drain in builup areas (both side) & Protection Works near
submerged areas like pond etc. is provided.
The Contribution of this subhead in TPC is 1.77Cr (1.32%). The percentage in this
subhead is slightly higher as no proper drainage system present in builtup areas. Also
presence of proper drainage will not harm the pavement of proposed road.
d. CC Pavement
Provision for widening of existing CC Pavement to 10m width is provided. No new CC
pavement is proposed. (as per authority)
The Contribution of this subhead in TPC is 10.03Cr (7.53%) only.
9.5.7 NON BSR ITEMS
a. Toll Plaza
Cost for 1.2Cr per toll plaza is proposed. This cost has been fixed by the authority.
b. Bus Shelter
Considering the overall safety of traffic and minimum hindrance to through traffic, bus
shelters have been proposed both side along the project road. Cost for 1.0 lakh per Bus
shelter is proposed. This cost has been fixed by the authority.
Page 5 of 5
c. Horticulture
Due to unavailability of this item , rate analysis is done to calculate the cost of tree
plantation on the project road. Provision of plantation of trees @10m c/c both side is
provided.
9.5.8 Escallation
As adopted BSR of kota is last revised in July ,2013, escalation of 5% per year is assumed. i.e.
total escalation of 10.25% as on date 01.08.2015 is adopted on BSR Items. Non BSR items are
not being escalated.
9.5.9 Contigency
FOR VGF MODE
Provision of 25 % of civil cost is adopted (as per MCA), which include Relocation of Utilities,
Environmental improvement Works, land Acquisition and Rehabilitation Costs, etc.
FOR ANNUITY MODE
Provision of 15 % of civil cost is adopted (as per MCA), which include Relocation of Utilities,
Environmental improvement Works, land Acquisition and Rehabilitation Costs, etc.
9.6 Project Cost
The summary of cost estimate is presented as below:

Table: -9.6 – project Cost (for VGF Mode)
% of
Total
in Crores
Cost
1 SITE CLEARANCE 3,646,003 0.36 0.27
2 EARTHWORK 68,860,355 6.89 5.17
SUB TOTAL (A) 885933188.76 88.59 66.49

Reconstruction & New Construction of HPC
5 24025781.94 2.40
(68no.)
139489314.98 13.95
Page 6 of 6
13 9,812,499 0.98
APPURTENANCES 0.74
15 CC PAVEMENT 100,343,987 10.03 7.53
Add 10.25% Escallation as on date 1.08.2015
118,981,521 11.90
(E) 8.93
D NON BSR ITEMS
17 TOLL PLAZA(3 NO.) 36,000,000 3.60 2.70
18 BUS SHELTER (20 No.) 2,000,000 0.20 0.15
19 HORTICULTURE 14,686,514 1.47 1.10
Cost per Km 14,770,356 1.48
ADD 25% AS PER MCA (I) 333,115,840.24 33.31
Cost per Km. 18,462,945 1.85
Cost per Km. 18,877,438 1.89
Table: - 9.7 – project Cost (for Annuity Mode)

% of
Total
in Crores
Cost
1 SITE CLEARANCE 3,646,003 0.36 0.27
2 EARTHWORK 68,860,355 6.89 5.17
SUB TOTAL (A) 885933188.76 88.59 66.49

Reconstruction & New Construction of HPC
5 24025781.94 2.40
(68no.)
Page 7 of 7

139489314.98 13.95
13 9,812,499 0.98
APPURTENANCES 0.74
15 CC PAVEMENT 100,343,987 10.03 7.53
D NON BSR ITEMS
17 TOLL PLAZA(3 NO.) 36,000,000 3.60 2.70
18 BUS SHELTER (20 No.) 2,000,000 0.20 0.15
19 HORTICULTURE 14,686,514 1.47 1.10

Cost per Km 14,770,356 1.48
ADD 15% AS PER MCA (I) 199,869,504.14 19.99
Cost per Km. 16,985,909 1.70
Cost per Km. 17,400,402 1.74
********
Page 8 of 8
CHAPTER – 10 FINANCIAL ANALYSIS

10.1 Basic Assumptions
The following basic assumption is as under for financial analysis under PPP mode as per MCA:
Table 10.1: Salient Feature of Project

1 Existing Length of Project (km) 90.565
2 Design Length of Project (km) 90.212
3 Base Year for O & M Cost 2015
4 Base Year for Civil Construction cost 2015
5 Interest assumed on Debt portion 0.125
6 Debt Equity Ratio 2.9375
7 Escalation during Construction 0.05
8 Expected Start of Concession Period Jan,17
9 Expected Start of Revenue July,18
10 Concession Period 25 Years
11 Expected date of End of Concession Period Dec, 2041
12 PCU (2015) 3292
13 PCU (2041) 12262
14 Proposed Configuration 2-Lane with Granular Shoulder
15 Toll Plaza Operating Cost (per annum) 0.75 Cr/Year/Toll Plaza
16 Periodic Maintenance Cost (every 6th year) 30 Lacs/Km
17 Annual Maintenance Cost (per annum) 1.75 Lacs/km
18 Insurance (on TPC) 0.0015
19 Rate of Inflation 0.05
20 Growth rate in Traffic 0.05
21 Growth rate in toll rates As per toll rules
2016= 20%
22 Phasing of Construction 2017= 60%
2018= 20%
23 Income Tax rate 0.339
24 MAT rate 0.2001
25 Tax Holiday (in years) 10 years
26 Moratorium Period (in years) 2 years
27 Loan repayment period 20 years
Page 1 of 1
10.2 Homogeneous Section
Length of project highway is 90.212 km. The project road is a single homogeneous section.
Therefore, one number toll plaza is proposed at km 5+000, 44+000 & 88+000.
Table 10.2 : Summary of Toll Plaza

Location
Total Length Length of 2-lane
Sr. No. of Toll Section
(km) carriageway
Plaza
TP-1
1 (Km. Km. 0+000 - Km. 16+204 16.204 90.212
5+000)
TP-2
Km. 36+810 - Km.
2 (Km. 37.040 37.040
73+850
44+000)
TP-3
Km. 73+850 - Km.
3 (Km. 36.968 36.968
110+818
88+000)
Page 2 of 2
10.3 Cost Estimate
The rate for various items has been adopted from rate analysis on the basis of standard data
book published by MORT&H. Summary of cost estimate of project highway is presented in table
8.3 below:
Table 10.3 Summary of Cost Estimate (VGF)

% of
Total
in Crores
Cost
1 SITE CLEARANCE 3,646,003 0.36 0.27
2 EARTHWORK 68,860,355 6.89 5.17
SUB TOTAL (A) 885933188.76 88.59 66.49

Reconstruction & New Construction of
5 24025781.94 2.40
HPC (68no.)
139489314.98 13.95
13 9,812,499 0.98
APPURTENANCES 0.74
15 CC PAVEMENT 100,343,987 10.03 7.53
Add 10.25% Escallation as on date
118,981,521 11.90
1.08.2015 (E) 8.93
D NON BSR ITEMS
17 TOLL PLAZA(3 NO.) 36,000,000 3.60 2.70
18 BUS SHELTER (20 No.) 2,000,000 0.20 0.15
19 HORTICULTURE 14,686,514 1.47 1.10
Page 3 of 3
Cost per Km 14,770,356 1.48

ADD 25% AS PER MCA (I) 333,115,840.24 33.31
G. Total (J=H+I) 1,665,579,201.18 166.56
Cost per Km. 18,462,945.08 1.85
10.4 Proposed Alternative for Financial Analysis
The Financial analysis is carried out for the following only one alternative as detailed below: -
Table 10.4: Details of Different options for Financial Analysis

Sr.
Option No. Description
No.
1 Option-I VGF 40% (30% during Construction and 10% during O&M)
Page 4 of 4
10.5 Traffic Summary

Locataion: Km. – 1+800
Motorised Traffic Non-Motorised Traffic Toll
Exempted Grand Total
Passenger Vehicles Goods Vehicles Agricultural Passenger Goods Vehicles Vehicles
Tractor with Trailor
Non Tollable PCU

Ord. Trucks Animal Drawn
Cycle Rickshaw
Govt. Vehicles
Three Wheeler
Tempo / LCV
Two Wheeler
Tollable PCU
DATE
Ambulance
Private Bus
Car/Jeep
Govt. Bus
Total PCU
Mini Bus
Horse Drawn
Bullock Cart
Tractor
Cycle
M Axle
2 Axle
3 Axle
PCU Factor 0.5 1.0 1.0 1.5 3.0 3.0 1.5 3.0 3.0 4.5 1.5 4.5 0.5 2.0 6.0 6.0 1.0 1.0
2015 896 24 281 7 7 21 132 66 154 12 7 157 24 0 3 0 2 2 1283 1224 2507
2016 941 25 295 7 7 22 139 69 162 13 7 165 25 0 3 0 2 2 1353 1283 2636
2017 988 26 310 7 7 23 146 72 170 14 7 173 26 0 3 0 2 2 1419 1344 2763
2018 1037 27 326 7 7 24 153 76 179 15 7 182 27 0 3 0 2 2 1492 1411 2902
2019 1089 28 342 7 7 25 161 80 188 16 7 191 28 0 3 0 2 2 1566 1479 3045
2020 1143 29 359 7 7 26 169 84 197 17 7 201 29 0 3 0 2 2 1642 1552 3194
2021 1200 30 377 7 7 27 177 88 207 18 7 211 30 0 3 0 2 2 1721 1627 3348
2022 1260 32 396 7 7 28 186 92 217 19 7 222 32 0 3 0 2 2 1803 1710 3513
2023 1323 34 416 7 7 29 195 97 228 20 7 233 34 0 3 0 2 2 1892 1794 3686
2024 1389 36 437 7 7 30 205 102 239 21 7 245 36 0 3 0 2 2 1984 1884 3867
2025 1458 38 459 7 7 32 215 107 251 22 7 257 38 0 3 0 2 2 2082 1975 4057
2026 1531 40 482 7 7 34 226 112 264 23 7 270 40 0 3 0 2 2 2186 2073 4259
2027 1608 42 506 7 7 36 237 118 277 24 7 284 42 0 3 0 2 2 2294 2178 4472
2028 1688 44 531 7 7 38 249 124 291 25 7 298 44 0 3 0 2 2 2408 2284 4691
2029 1772 46 558 7 7 40 261 130 306 26 7 313 46 0 3 0 2 2 2526 2396 4922
2030 1861 48 586 7 7 42 274 137 321 27 7 329 48 0 3 0 2 2 2650 2516 5166
2031 1954 50 615 7 7 44 288 144 337 28 7 345 50 0 3 0 2 2 2780 2637 5417
2032 2052 53 646 7 7 46 302 151 354 29 7 362 53 0 3 0 2 2 2914 2767 5681
2033 2155 56 678 7 7 48 317 159 372 30 7 380 56 0 3 0 2 2 3057 2904 5961
2034 2263 59 712 7 7 50 333 167 391 32 7 399 59 0 3 0 2 2 3211 3048 6259
2035 2376 62 748 7 7 53 350 175 411 34 7 419 62 0 3 0 2 2 3375 3199 6574
2036 2495 65 785 7 7 56 368 184 432 36 7 440 65 0 3 0 2 2 3547 3358 6904
2037 2620 68 824 7 7 59 386 193 454 38 7 462 68 0 3 0 2 2 3724 3524 7247
2038 2751 71 865 7 7 62 405 203 477 40 7 485 71 0 3 0 2 2 3910 3697 7607
2039 2889 75 908 7 7 65 425 213 501 42 7 509 75 0 3 0 2 2 4103 3880 7983
2040 3033 79 953 7 7 68 446 224 526 44 7 534 79 0 3 0 2 2 4306 4071 8376
2041 3185 83 1001 7 7 71 468 235 552 46 7 561 83 0 3 0 2 2 4516 4274 8790

Motorised Traffic Toll

Non-Motorised Traffic
Govt. Vehicles
Three Wheeler Ord. Trucks Animal Drawn
Tempo / LCV
Two Wheeler
Tollable PCU
Non Tollable
Ambulance
Tractor with
Private Bus
DATE
Car/Jeep
Rickshaw
Total PCU
Govt. Bus
Mini Bus
Tractor
Cycle
Cycle
Trailor
PCU
Bullock
M Axle
Drawn
2 Axle
3 Axle
Horse
Cart
PCU Factor 0.5 1.0 1.0 1.5 3.0 3.0 1.5 3.0 3.0 4.5 1.5 4.5 0.5 2.0 6.0 6.0 1.0 1.0
2015 1210 10 707 4 19 55 146 75 105 49 10 109 77 0 1 0 9 6 1175 1914 3089
2016 1271 11 742 4 20 58 153 79 110 51 11 114 81 0 1 0 9 6 2008 1238 3246
2017 1335 12 779 4 21 61 161 83 116 54 12 120 85 0 1 0 9 6 2113 1301 3414
2018 1402 13 818 4 22 64 169 87 122 57 13 126 89 0 1 0 9 6 2219 1366 3585
2019 1472 14 859 4 23 67 177 91 128 60 14 132 93 0 1 0 9 6 2328 1433 3760
2020 1546 15 902 4 24 70 186 96 134 63 15 139 98 0 1 0 9 6 2443 1506 3949
2021 1623 16 947 4 25 74 195 101 141 66 16 146 103 0 1 0 9 6 2566 1581 4147
2022 1704 17 994 4 26 78 205 106 148 69 17 153 108 0 1 0 9 6 2692 1658 4350
2023 1789 18 1044 4 27 82 215 111 155 72 18 161 113 0 1 0 9 6 2822 1742 4563
2024 1878 19 1096 4 28 86 226 117 163 76 19 169 119 0 1 0 9 6 2965 1828 4793
2025 1972 20 1151 4 29 90 237 123 171 80 20 177 125 0 1 0 9 6 3112 1916 5028
2026 2071 21 1209 4 30 95 249 129 180 84 21 186 131 0 1 0 9 6 3269 2012 5280
2027 2175 22 1269 4 32 100 261 135 189 88 22 195 138 0 1 0 9 6 3431 2110 5541
2028 2284 23 1332 4 34 105 274 142 198 92 23 205 145 0 1 0 9 6 3600 2216 5816
2029 2398 24 1399 4 36 110 288 149 208 97 24 215 152 0 1 0 9 6 3783 2324 6106
2030 2518 25 1469 4 38 116 302 156 218 102 25 226 160 0 1 0 9 6 3971 2440 6411
2031 2644 26 1542 4 40 122 317 164 229 107 26 237 168 0 1 0 9 6 4170 2559 6729
2032 2776 27 1619 4 42 128 333 172 240 112 27 249 176 0 1 0 9 6 4375 2685 7060
2033 2915 28 1700 4 44 134 350 181 252 118 28 261 185 0 1 0 9 6 4595 2816 7411
2034 3061 29 1785 4 46 141 368 190 265 124 29 274 194 0 1 0 9 6 4827 2954 7781
2035 3214 30 1874 4 48 148 386 200 278 130 30 288 204 0 1 0 9 6 5066 3101 8167
2036 3375 32 1968 4 50 155 405 210 292 137 32 302 214 0 1 0 9 6 5319 3255 8574
2037 3544 34 2066 4 53 163 425 221 307 144 34 317 225 0 1 0 9 6 5590 3417 9007
2038 3721 36 2169 4 56 171 446 232 322 151 36 333 236 0 1 0 9 6 5867 3588 9455
2039 3907 38 2277 4 59 180 468 244 338 159 38 350 248 0 1 0 9 6 6164 3769 9932
2040 4102 40 2391 4 62 189 491 256 355 167 40 368 260 0 1 0 9 6 6471 3958 10429
2041 4307 42 2511 4 65 198 516 269 373 175 42 386 273 0 1 0 9 6 6794 4153 10947
2042 4522 44 2637 4 68 208 542 282 392 184 44 405 287 0 1 0 9 6 7134 4358 11492

Motorised Traffic Toll
Non-Motorised Traffic
Govt. Vehicles
Three Wheeler Ord. Trucks Animal Drawn
Tempo / LCV
Two Wheeler
Tollable PCU
Non Tollable
Ambulance
Tractor with
Private Bus
DATE
Car/Jeep
Rickshaw
Total PCU
Govt. Bus
Mini Bus
Tractor
Cycle
Cycle
Trailor
PCU
Bullock
M Axle
Drawn
2 Axle
3 Axle
Horse
Cart
PCU Factor 0.5 1.0 1.0 1.5 3.0 3.0 1.5 3.0 3.0 4.5 1.5 4.5 0.5 2.0 6.0 6.0 1.0 1.0
2015 2807 2 406 3 3 29 118 79 31 23 10 150 0 0 0 0 3 2 2101 1117 3218
2016 2947 2 426 3 3 30 124 83 33 24 11 158 0 0 0 0 3 2 1172 2208 3380
2017 3094 2 447 3 3 32 130 87 35 25 12 166 0 0 0 0 3 2 1230 2319 3549
2018 3249 2 469 3 3 34 137 91 37 26 13 174 0 0 0 0 3 2 1291 2434 3725
2019 3411 2 492 3 3 36 144 96 39 27 14 183 0 0 0 0 3 2 1356 2557 3913
2020 3582 2 517 3 3 38 151 101 41 28 15 192 0 0 0 0 3 2 1423 2685 4108
2021 3761 2 543 3 3 40 159 106 43 29 16 202 0 0 0 0 3 2 1493 2821 4313
2022 3949 2 570 3 3 42 167 111 45 30 17 212 0 0 0 0 3 2 1563 2961 4524
2023 4146 2 599 3 3 44 175 117 47 32 18 223 0 0 0 0 3 2 1643 3111 4754
2024 4353 2 629 3 3 46 184 123 49 34 19 234 0 0 0 0 3 2 1726 3265 4991
2025 4571 2 660 3 3 48 193 129 51 36 20 246 0 0 0 0 3 2 1809 3430 5239
2026 4800 2 693 3 3 50 203 135 54 38 21 258 0 0 0 0 3 2 1899 3600 5499
2027 5040 2 728 3 3 53 213 142 57 40 22 271 0 0 0 0 3 2 1997 3780 5777
2028 5292 2 764 3 3 56 224 149 60 42 23 285 0 0 0 0 3 2 2098 3970 6068
2029 5557 2 802 3 3 59 235 156 63 44 24 299 0 0 0 0 3 2 2200 4167 6367
2030 5835 2 842 3 3 62 247 164 66 46 25 314 0 0 0 0 3 2 2309 4375 6684

2031 6127 2 884 3 3 65 259 172 69 48 26 330 0 0 0 0 3 2 2420 4595 7015
2032 6433 2 928 3 3 68 272 181 72 50 27 347 0 0 0 0 3 2 2538 4826 7363
2033 6755 2 974 3 3 71 286 190 76 53 28 364 0 0 0 0 3 2 2666 5065 7731
2034 7093 2 1023 3 3 75 300 200 80 56 29 382 0 0 0 0 3 2 2804 5316 8120
2035 7448 2 1074 3 3 79 315 210 84 59 30 401 0 0 0 0 3 2 2945 5581 8525
2036 7820 2 1128 3 3 83 331 221 88 62 32 421 0 0 0 0 3 2 3093 5860 8953
2037 8211 2 1184 3 3 87 348 232 92 65 34 442 0 0 0 0 3 2 3245 6153 9398
2038 8622 2 1243 3 3 91 365 244 97 68 36 464 0 0 0 0 3 2 3406 6460 9866
2039 9053 2 1305 3 3 96 383 256 102 71 38 487 0 0 0 0 3 2 3575 6782 10357
2040 9506 2 1370 3 3 101 402 269 107 75 40 511 0 0 0 0 3 2 3755 7120 10875
2041 9981 2 1439 3 3 106 422 282 112 79 42 537 0 0 0 0 3 2 3941 7477 11418
2042 10480 2 1511 3 3 111 443 296 118 83 44 564 0 0 0 0 3 2 4138 7851 11989
10.6 Proposed Toll rates
Table 10.7: - Toll rates as on April 1, 2015
Car, Jeep, Van or Light Motor Vehicle 1.050 INR / Veh. km
Light Commercial Vehicle, Light Goods Vehicle or Mini Bus 1.600 INR / Veh. km
Bus or Truck 3.150 INR / Veh. km
Heavy Construction Machinery(HCM) or Earth Moving Equipment

5.250 INR / Veh. km
(EME) or Multi Axle Vehicle (MAV) (three to six axles)
Oversized Vehicles (seven or more axles) 6.300 INR / Veh. km
10.7 Toll Revenue of Project Highway
Reduction in Toll Net

Total from Toll
Year Revenue due to Revenue in
(in Rs)
concession (Rs.) Million
2019 97062625 4853131 9.22
2020 105348125 5267406 10.01
2021 117325600 5866280 11.15
2022 127667875 6383394 12.13
2023 141760525 7088026 13.47
2024 155798425 7789921 14.80
2025 172239850 8611993 16.36
2026 190491675 9524584 18.10
2027 206980185 10349009 19.66
2028 230154400 11507720 21.86
2029 254556475 12727824 24.18
2030 276549550 13827478 26.27
2031 305432000 15271600 29.02
Page 11 of 11
2032 336002575 16800129 31.92
2033 371077250 18553863 35.25
2034 409838425 20491921 38.93
2035 450702000 22535100 42.82
2036 498902075 24945104 47.40

2037 547865000 27393250 52.05
2038 606436550 30321828 57.61
2039 663475100 33173755 63.03
2040 737555500 36877775 70.07
2041 809250625 40462531 76.88
2042 826246850 41312343 78.49
10.8 Summary of Financial Analysis
The summary of financial results from detailed financial analysis is given in table-10.9 given
below:
S.N Alternative Alternative

Particular
o. -1 -2
Option-1 (With VGF 40%)
1 30% 78%
construction period
Government Contribution (in %) during operation
2 10% 10%
period
3 FIRR on Equity #DIV/0! 15.76%
4 FIRR on project 1.19% 1.01%
5 NPV with 12% IRR (in Cr.) -102.30 8.71
6 Average DSCR 0.89 2.81
********
Page 12 of 12
ICSC/PWDRJ/25/Final Feasibility
Report-R0/H3
CHAPTER – 11 CONCLUSION & RECOMMENDATION

11.1 General
Public Works Department , Govt of Rajasthan. (PWD, Rajasthan), has decided to take
up up-gradation, rehabilitation and widening of various Major District Roads , State
Highways etc. in the Rajasthan where the intensity of traffic has increased and there is
requirement of augmentation of capacity for safe and efficient movement of traffic.
Given the needs of the project to adequately address the concerns of the local
population, the project has been conceived with suitable improvements.
11.2 Audit of Proposed Design
The Audit Team reviewed the proposed design from a road safety perspective and
recommended in the following provisions.
Table 10.1 : Road Safety Audit Report

Contents Items Provisions
Aspects to be Safety and operational In general main carriageway has
checked implications of proposed been designed for minimum
alignment and junction design speed of 80 kmph in plain
strategy with particular terrain for providing reasonable
references to expected speed to heavy commercial
road users and vehicle vehicle. Turning radius at
types likely to use the road. junctions and sharp curves will be
improved to facilitate high-speed
turns. All major junctions will have
acceleration and deceleration
lanes.
Width options considered Two lane + Granular Shoulder
for various sections.
Safety implications of the Initial environment impact
scheme beyond its assessment has been carried out
physical limits; i.e. how the and report shall be prepared and
scheme fits into its environs submitted separately.
and road hierarchy
General Departures from standards Project road is designed at
minimum speed of 80 kmph.
Cross-sectional variation Except in built-up, at no place
cross section is expected to be
varied from standard formation
width defined.
Drainage Adequate provisions in terms of
unlined drain on both side of
Page 1 of 1
Report-R0/H3

main carriageway in plain /
rolling terrain, open lined drain
with kerbs in Hilly section and
covered lined drain in built-up
areas under separator are
proposed. Besides above, drain
network connectivity is also
considered by keeping the
provision of pipe culverts on cross
roads merging/diverging from the
project road.
Climatic conditions Hot in Summer and Cold in Winter
Pedestrian Crossings Provision for at grade crossing is
made at locations based on
pedestrian crossing survey.
Landscaping Vegetation/ Agriculture/ Forest
Public Transport State government (Madhya
Pradesh) and private operators
regularly ply buses. Besides for
local transport, people travel by
privately run buses/jeeps.
Visibility All horizontal and vertical curves
have been designed for
appropriate stopping sight
distance.
Staging of contracts The entire length of the project
road is proposed to be develop
under single package only.
Local New / Existing road Concentric widening is followed
Alignment interface to restrict land acquisition issues
to bare minimum. As far as
possible, existing geometry has
been followed in urban area.
Aspects of ease in construction
and traffic movement during the
construction phase have been
considered while preparing the
widening scheme. Realignment is
proposed in some urban areas to
maintain the design speed.
Safety Aids on steep slopes In high embankment section,
metal beam crash barrier
provision has been made.
Vertical grades has been kept
within 3.33% to 5% depending up
Page 2 of 2
Report-R0/H3

on terrain.
Junctions Minimize potential conflicts As cross traffic movement on
most of the junctions are found to
be varying from low to high, there
is need to minimise conflict
points. Conflict points will be
addressed by providing
adequate wearing lengths.
Layout As far as possible, Y-junction will
be eliminated and layout will be
so designed so as to have
minimum acquisition of land.
Visibility All junctions will be designed to
have adequate least stopping
sight distance.
Signs and Signs / Markings Standard road signage having

Lighting retro-reflective sheeting of Super
High Intensity grade type IX and
pavement marking of highest
grade have been considered for
the project road. Road studs and
Arrow Sign Boards are considered
at Junction and curve portions.
Construction Buildability All aspects of available latest
and construction technology have
Operation been considered while proposing
the highway and bridge design.
Operational Pavement design has been
proposed in such a manner as
would require minimum
maintenance.
Network management New junctions have been
introduced where the road is
proposed to be re-alignment is
proposed.
11.3 Recommendations
The following general recommendations are made:
 Based on the lane capacity analysis/Circular By PWD-Rajasthan, the consultant

suggests going for two lane with granular shoulder for the project Road.
Page 3 of 3
Report-R0/H3
 The scheme of construction / improvement proposals for Project Road, cross

drainage structures and other facilities discussed in various chapters will be
adopted for development of highway project.
 Highway expansions can be developed without causing significant adverse

environmental impacts to the natural, social, economic or cultural
environments of the study area, assuming the mitigation measures identified in
this report are incorporated into detailed design.
 The project road has been designed for 100 km/h to 80 km/h speed in plain
terrain.
 The vertical profile of the project road has been designed as at-grade sections
with gentle gradient to achieve cost savings and minimize construction of
elevated structures.
 Flexible pavement is recommended for entire stretch with toll plaza location.
However widening of existing CC pavement is proposed to match the two lane
with granular shoulder configuration . No new CC Pavement is proposed.
 The project can be constructed within 18 months period with strategic planning
and through one construction package. The construction work may begin from
Jan,2018.
 The baseline data was collected as per guidelines for Environmental Impact
Assessment of highway project and as per provision in EIA notification of 27th
January 1994 and amended on 14th September 2006.
 As the Project Road is Passes Through JawaharSagar Wildlife Sanctuary &

Mukundra Hills (Tiger Reserve), Forest clearance as well as Wildlife Clearance is
required.
 The estimated TPC is Rs. 153.23 Crores
 Budget Provision of Environmental Monitoring is 0.94Cr. & Budget Provision of

Resettlement & Rehabilitation is 2.35 Cr. Also Approximate Cost of Utility Shifting
is 0.45Cr.
Adding all these Cost in TPC gives the Grand Project Cost of Rs. 156.97Cr.
 The Project is financially non viable as per the above financial calculations. The
detailed financial analysis is presented in Annexure Volume. So this project is
proposed in Annuity Mode.
Page 4 of 4
Report-R0/H3
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Government of Rajasthan, India

Feasibility study two-laning (i) Kapasan - Rasmi – Karoi section of MDR

FINAL FEASIBILITY REPORT

M/s Intratech Civil Solutions & Consultant.

Chapter-1: Executive Summary

Table 1.2 Details of Project Road

 As per site Condition Katunda- RawatBhata- Chechat section of SH-9A is divided in

1. From NH-76 to Km0 (length-2km)

As Per Topographic Survey the lengths are:-

1. From NH-76 to Km0 (length-2km)

Finally the Design length are as follows:-

1. From NH-76 – to MP Border (km 0-km 16.204) Homogeneous Section-I (length-16.204km)

Figure 2.1: Location Map of Region

Table 1.3: Summary of the existing features of the project road

3 Total Length 110.818 km Design Length is 90.212 Km.

4 Districts 2 Nos. Chittorgarh & Kota Districts

5 Terrain Plain terrain

6 Right of Way(m) 6m to 67m

The project road has 3.0m

10 Pipe Culverts 21 Nos.

11 Pipe laid 14 Nos.

14 Minor Junctions 23 Nos.

15 Major Junction 03 Nos.

Earthen Drains were found in

Police Station:- One Police

Geomorphology & Drainage: - The district is characterized by undulating topography.Hill

3. TRAFFIC SURVEYS AND ANALYSIS

To comprehensively appreciate the traffic and travel characteristics on the project

 Homogenous Section-1: (HS-1) Starting at Km 0 at Katunda and ending at MP

• Traffic estimation in terms of volume on various sections.

• Growth factor estimation for traffic forecasting.

• Capacity assessment based on traffic forecasting for next 30 years.

• Pavement and intersection design

Average Annual Daily Traffic and it Composition

Table 4.16: Annual Average Daily Traffic (AADT)

Location-1 Location-2 Location-3 Location-4 Location-5 Location-6 Average Daily

Toll Exempted Traffic 76 54 60 42 42 29 98 60 30 22 5 5 59 42

2-Axle 3.0 79 237 58 174 45 135 68 204 19 57 72 216 57 171

3-Axle 3.0 76 228 111 333 58 174 97 291 24 72 23 69 65 195

MAV (4-6) 4.5 75 338 41 185 46 207 43 194 17 77 17 77 40 180

Horse Drawn 6.0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Vehicle Type Net Diversion

Table 4.25: Final AADT INCLUDING DIVERTED TRAFFIC (Design Traffic)

Km 1+800 KM- 14+900 Km- 39+000

Km- 60+800 Km- 73+600 Km- 109+000 Average of

Traffic growth rate during the design life in percentage

Hence Traffic growth rate is adopted 5% for projection of present traffic.

Vehicle Damage Factor

Fig 2.2 Adopted VDF for Homogenous Section I & II

Fig 2.3 Adopted VDF for Homogenous Section-III

(For VGF MODE)

Design Life of Pavement Layers

Referring to the “Manual of Specifications and Standards for Two-laning of State

Base and Sub-Base

Design traffic (Cumulative number of standard Axles)

The traffic loading in terms of cumulative number of equivalent 8.16 standard

Design of New Flexible Pavement

Design of new flexible pavement applies to widening portion of main

Design life of pavement