Consultancy Services for preparation of

DPR for Ludhiana Bathinda Greenfield

Highway (NH 754 AD)

Draft Feasibility Report

Volume -1
Main Report

February 2021
 DPR for Ludhiana Bathinda Greenfield Highway of Ludhiana
Ajmer Economic Corridor
Draft Feasibility Report

Table of Contents
EXECUTIVE SUMMARY ................................................................................................................................ 10
BACKGROUND .................................................................................................................................. 10
LUDHIANA BATHINDA GREENFIELD HIGHWAY PROJECT BRIEF .................................................... 10
LUDHIANA BATHINDA GREENFIELD HIGHWAY-ALIGNMENT ............................................................ 12
INVESTIGATIONS & EVALUATIONS ............................................................................................ 13
PROJECT DEVELOPMENT DESCRIPTIONS ................................................................................. 14
GENERAL ...................................................................................................................................... 14
TRAFFIC VOLUME ......................................................................................................................... 14
PROPOSED DEVELOPMENTAL PLAN ............................................................................................ 14
PROPOSED PAVEMENT ................................................................................................................. 15
JUNCTION IMPROVEMENT ............................................................................................................ 16
PROPOSAL OF BRIDGES, CULVERTS AND OTHER STRUCTURES.................................................... 16
PROPOSAL OF FLYOVERS .............................................................................................................. 17
PROPOSAL OF VUPS LVUPS/ SVUPS ....................................................................................... 18
TOLL PLAZA ................................................................................................................................. 21
WAY SIDE AMENITY/ REST AREA .......................................................................................... 21
PROJECT COST ESTIMATES..................................................................................................................... 22
FINANCIAL ANALYSIS ............................................................................................................................ 23
1 INTRODUCTION ......................................................................................................................................... 25
BACKGROUND .................................................................................................................................. 25
PROJECT OBJECTIVE ......................................................................................................................... 25
SCOPE OF PROJECT SERVICES ....................................................................................................... 26
PROJECT DESCRIPTION ................................................................................................................... 29
LUDHIANA-BATHINDA GREENFIELD HIGHWAY .................................................................................. 29
PROJECT DELIVERABLES ................................................................................................................ 31
DRAFT FEASIBILITY REPORT: ................................................................................................................. 31
2 PROJECT APPRECIATION .................................................................................................................. 32
GENERAL ............................................................................................................................................ 32
PROJECT ROAD DESCRIPTION LUDHIANA BATHINDA GREENFIELD HIGHWAY ..... 32
LUDHIANA BATHINDA GREENFIELD HIGHWAY TAKE OFF LOCATION ............................................ 35
LUDHIANA BATHINDA GREENFIELD HIGHWAY ROW ...................................................................... 35
LUDHIANA BATHINDA GREENFIELD HIGHWAY ALIGNMENT ............................................................. 35
LUDHIANA BATHINDA GREENFIELD HIGHWAY ALIGNMENT DESIGN FEATURES ........................... 37
MAJOR INTERSECTIONS ......................................................................................................................... 38
INTERCHANGE DESIGN .......................................................................................................................... 38
PROJECT PACKAGING ............................................................................................................................ 40
3 APPROACH & METHODOLOGY ................................................................................................................ 41
INTRODUCTION ...................................................................................................................................... 41
INTRODUCTION QUALITY ASSURANCE PLAN (QAP) AND INCEPTION REPORT ........... 41
3.2.1. MOBILIZATION ............................................................................................................................. 41
3.2.2. QUALITY ASSURANCE PLAN........................................................................................................ 42
3.2.3. FORMULATION OF DESIGN STANDARDS...................................................................................... 43
3.2.4. INCEPTION REPORT ...................................................................................................................... 45
FEASIBILITY STUDY REPORT (FSR) ............................................................................................... 46
3.2.1. ASSEMBLE AND APPRECIATE AVAILABLE DATA AND REPORTS................................................. 46
3.2.2. SOCIO ECONOMIC PROFILE OF THE PROJECT AREA .................................................................... 46
3.2.3. TRAFFIC SURVEYS ......................................................................................................................... 48

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Ajmer Economic Corridor
Draft Feasibility Report

CLASSIFIED TRAFFIC VOLUME COUNT (TVC) SURVEY ........................................................................ 50

APPLICATION OF DATA OUTPUTS FOR ........................................................................................ 52
ORIGIN-DESTINATION (O-D) SURVEY .................................................................................................. 53
AXLE LOAD SURVEY .............................................................................................................................. 54
TRAFFIC ANALYSIS, FORECASTING AND ASSIGNMENT............................................................... 54
TOPOGRAPHIC SURVEYS .............................................................................................................. 56
INVENTORISATION OF PROJECT ROAD ........................................................................................ 59
HYDROLOGICAL AND HYDRAULIC INVESTIGATIONS ................................................................. 60
PREPARATION OF STRIP PLAN ..................................................................................................... 61
ASSESS ADEQUACY OF DRAINAGE .............................................................................................. 61
INVENTORISATION OF ROAD FURNITURE .................................................................................... 61
DRAINAGE STUDIES...................................................................................................................... 61
ROAD AND PAVEMENT INVESTIGATIONS .................................................................................... 62
INVESTIGATION OF QUARRY AND BORROW AREA ................................................................. 65
MATERIALS FOR EMBANKMENT AND SUBGRADE ................................................................... 65
MATERIALS REPORT ................................................................................................................ 66
DESIGN OF ROAD, PAVEMENT, HIGH EMBANKMENTS AND CULVERTS ................................ 67
PRELIMINARY ALIGNMENT DESIGN / STRIP PLANS .............................................................. 67
IDENTIFICATION OF PROPOSALS FOR WIDENING AND STRENGTHENING OF EXISTING ROAD
AND ALIGNMENT OPTIONS FOR REALIGNMENTS / BYPASSES.................................................................. 68
PRELIMINARY DESIGNS OF INTERSECTION LAYOUTS AND GRADE SEPARATORS .................. 68
PRELIMINARY DESIGNS OF ALL ANCILLARY ROAD WORKS LIKE JUNCTIONS, SERVICE
ROADS, TOLL PLAZAS, DRAINAGE MEASURES ......................................................................................... 68
GEO-TECHNICAL INVESTIGATIONS& SUB-SOIL EXPLORATION ............................................. 68
PRELIMINARY GADS OF BRIDGES AND STRUCTURES & FINALIZATION OF DESIGN
STANDARDS ................................................................................................................................................ 68
PRELIMINARY DESIGN OF ROBS/RUBS/GRADE SEPARATORS .............................................. 70
PROPOSALS FOR SERVICE ROADS, JUNCTION IMPROVEMENT AND WAYSIDE AMENITIES,
TOLL PLAZA ETC......................................................................................................................................... 71
IMPROVEMENT OPTIONS ......................................................................................................... 71
BYPASS OPTION STUDY ........................................................................................................... 72
FINALIZATION OF BYPASS ALIGNMENT .................................................................................. 73
ENGINEERING ANALYSIS AND OPTION DESIGNS ................................................................... 74
ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT........................................................... 75
PUBLIC CONSULTATION INCLUDING CONSULTATION WITH COMMUNITIES, NGOS, OTHER
STAKE-HOLDERS AND RELEVANT GOVERNMENT AGENCIES .................................................................. 78
PREPARATION OF 3(A) NOTIFICATION AND UTILITY RELOCATION PLANS ......................... 78
ROAD SAFETY AUDIT .............................................................................................................. 79
PRELIMINARY COSTING & RATE ANALYSIS............................................................................ 79
PREPARATION OF BILL OF QUANTITIES, RATE ANALYSIS & PRELIMINARY COST ESTIMATE
BILL OF QUANTITIES ................................................................................................................................... 81
MISCELLANEOUS WORKS ........................................................................................................ 82
ECONOMIC ANALYSIS ............................................................................................................. 82
VALUE ANALYSIS/VALUE ENGINEERING .............................................................................. 83
IDENTIFICATION OF CONSTRUCTION PACKAGES ................................................................... 83
SUGGESTED METHODS OF PROCUREMENT AND PACKAGING................................................ 83
POTENTIAL BOT/ANNUITY/SPV PROJECT(S) BASED ON FINANCIAL ANALYSIS ................. 83
FINANCIAL ANALYSIS ON MODES OF IMPLEMENTATION ...................................................... 84
DRAFT FEASIBILITY REPORT AND DRAWINGS ........................................................................ 86
FINAL FEASIBILITY REPORT AND DRAWINGS ......................................................................... 86
LAND ACQUISITION AND CLEARANCES, I REPORT .............................................................. 86
3.2.1. COLLECTION OF VILLAGE MAPS AND REVENUE RECORD DOCUMENTS ................................... 86
3.2.2. PREFERRED WIDENING SCHEME FOR THE PROPOSED SELECTED ALIGNMENT .......................... 86
3.2.3. PREPARATION OF LAND ACQUISITION PLAN AND ACQUISITION DETAILS FOR PREFERRED
ALIGNMENT ................................................................................................................................................ 86

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3.2.4. ASSESSMENT OF UTILITY RELOCATION ALONG PREFERRED ALIGNMENT ................................. 86

3.2.5. PREPARATION OF PRELIMINARY UTILITY RELOCATION PLANS ................................................. 87
3.2.6. PREPARATION OF NECESSARY DOCUMENTS FOR ENVIRONMENTAL & FOREST CLEARANCES . 87
3.2.7. PREPARATION AND SUBMISSION OF LAND ACQUISITION REPORT INCLUDING DRAFT 3(A)
NOTIFICATION WITH AFFECTED PLOT DETAILS AND CLEARANCE REPORT ............................................ 87
3.2.8. REVIEW AND COMMENTS FROM CLIENT ..................................................................................... 88
3.2.9. PREPARATION AND SUBMISSION OF LAND ACQUISITION REPORT INCLUDING 3(A)
NOTIFICATION WITH AFFECTED PLOT DETAILS AND CLEARANCE REPORT UPON ADDRESSING
COMMENTS AND OBSERVATION OF CLIENT .............................................................................................. 88
DETAILED PROJECT REPORT (DPR) ............................................................................................. 88
3.2.1. TOPOGRAPHICAL SURVEY ALONG THE BYPASSES/MAJOR REALIGNMENTS.............................. 88
3.2.2. NEW ALIGNMENT SOILS INVESTIGATION ................................................................................... 88
3.2.3. GEO-TECHNICAL INVESTIGATIONS AND SUB-SOIL EXPLORATION FOR BRIDGES AND
STRUCTURES AND HIGH EMBANKMENTS ................................................................................................. 88
3.2.4. FINAL HYDRAULIC AND HYDROLOGICAL INVESTIGATIONS...................................................... 90
3.2.5. DETAILED DESIGN OF ROAD, PAVEMENT, HIGH EMBANKMENT AND CULVERTS .................... 91
3.2.6. DETAILED DESIGN OF ROBS/RUBS/GRADE SEPARATORS.......................................................... 91
3.2.7. DETAILED DESIGN AND WORKING DRAWINGS FOR REPAIR / REHABILITATION OF BRIDGES .. 91
3.2.8. DETAILED DESIGN OF ALL ANCILLARY ROAD WORKS LIKE JUNCTIONS , SERVICE ROADS, TOLL
PLAZAS, DRAINAGE MEASURES, TRAFFIC SAFETY FEATURES, ROAD SIGNS / MARKINGS AND WAY-SIDE
AMENITIES, ETC. .......................................................................................................................................... 91
3.2.9. DETAILED DESIGN AND LAYOUTS FOR MISCELLANEOUS WORKS ............................................. 91
3.2.10. CARRYING OUT SAFETY AUDIT .............................................................................................. 92
3.2.11. DRAFT ENVIRONMENTAL IMPACT ASSESSMENT AND MANAGEMENT PLAN (EIAMP) ....... 92
3.2.12. DRAFT SOCIAL IMPACT ASSESSMENT AND RESETTLEMENT ACTION PLAN (SIRAP) .......... 93
3.2.13. DETAILED DRAWINGS ............................................................................................................. 99
3.2.14. TECHNICAL SPECIFICATIONS .................................................................................................. 99
3.2.15. FINAL COST ESTIMATES AND BILL OF QUANTITIES (BOQ) .................................................... 99
3.2.16. FINAL ECONOMIC AND FINANCIAL/COMMERCIAL ANALYSIS ........................................... 100
3.2.17. DRAFT DETAILED PROJECT REPORT AND DRAWINGS ALONG WITH BIDDING DOCUMENTS
100
3.2.18. FINAL ENVIRONMENTAL IMPACT ASSESSMENT AND MANAGEMENT PLAN (EIAMP) ...... 101
3.2.19. FINAL SOCIAL IMPACT ASSESSMENT AND RESETTLEMENT ACTION PLAN (SIRAP) .......... 101
3.2.20. FINAL DETAILED PROJECT REPORT AND DRAWINGS ALONG WITH BIDDING DOCUMENTS
101
TECHNICAL SCHEDULES ............................................................................................................. 102
3.2.1. PREPARATION OF TECHNICAL SCHEDULES FOR PPP OR EPC DOCUMENTS........................... 102
3.2.2. SUBMISSION OF PROCUREMENT DOCUMENTS........................................................................... 102
3.2.3. REVIEW AND COMMENTS FROM CLIENT ................................................................................... 102
3.2.4. SUBMISSION OF TECHNICAL SCHEDULES AND OTHER RELEVANT PROCUREMENT DOCUMENTS
UPON ADDRESSING COMMENTS AND OBSERVATION OF CLIENT ........................................................... 102
DRAFT 3D PUBLICATION ......................................................................................................... 102
3.2.1. LAND PLAN SCHEDULES, LAP, DRAFT 3 (D) NOTIFICATION AND FIXING OF ROW PILLARS .. 102
CLEARANCES II REPORT INCLUDING ASSISTANCE TO CLIENT DURING THE
BIDDING PROCESS ................................................................................................................................... 102
3.2.1. PREPARATION AND SUBMISSION OF UTILITY RELOCATION COST ESTIMATE........................... 102
3.2.2. APPROVAL OF ROB/RUB GADS FROM RAILWAY DEPARTMENT .............................................. 102
3.2.3. ENVIRONMENTAL, FOREST AND WILDLIFE CLEARANCES AS PER REQUIREMENT FOR THE
IMPROVEMENT PROPOSAL........................................................................................................................ 102
3.2.4. ASSISTANCE IN COMPLETION OF BID PROCESS ......................................................................... 103
DELIVERABLES ........................................................................................................................... 103
3.2.1. MONTHLY PROGRESS REPORTS ................................................................................................. 103
3.2.2. DRAFT INCEPTION REPORT & QUALITY ASSURANCE PLAN ..................................................... 103
3.2.3. FINAL INCEPTION REPORT & QUALITY ASSURANCE PLAN ...................................................... 103
3.2.4. DRAFT FEASIBILITY REPORT INCLUDING OPTION STUDY REPORT ........................................... 104

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Ajmer Economic Corridor
Draft Feasibility Report

3.2.5. FINAL FEASIBILITY STUDY REPORT ............................................................................................ 104

3.2.6. DRAFT LAP AND CLEARANCES I REPORT .................................................................................. 104
3.2.7. FINAL LAP AND CLEARANCES I REPORT ................................................................................... 104
3.2.8. DRAFT DETAILED PROJECT REPORT .......................................................................................... 104
3.2.9. FINAL DETAILED PROJECT REPORT ........................................................................................... 104
3.2.10. DRAFT TECHNICAL SCHEDULES ........................................................................................... 104
3.2.11. FINAL TECHNICAL SCHEDULES ............................................................................................ 104
3.2.12. DRAFT 3D PUBLICATION REPORT ......................................................................................... 104
3.2.13. CLEARANCES II REPORT ........................................................................................................ 105
4 SOCIO ECONOMIC PROFILE OF PROJECT INFLUENCE AREA ............................................. 105
BACKGROUND ...................................................................................................................................... 105
LUDHIANA BATHINDA GREENFIELD HIGHWAY ................................................................................ 105
LUDHIANA.................................................................................................................................. 105
BATHINDA .................................................................................................................................. 108
BARNALA.................................................................................................................................... 111
5 TRAFFIC SURVEYS AND FORECAST ............................................................................................ 116
INTRODUCTION .................................................................................................................................... 116
SURVEY METHODOLOGY ............................................................................................................. 116
CLASSIFIED TRAFFIC VOLUME COUNT ...................................................................................... 116
ORIGIN-DESTINATION (OD) SURVEY ........................................................................................ 117
AXLE LOAD SURVEY................................................................................................................... 118
CODING AND DATA ENTRY ....................................................................................................... 118
EDITING AND CLEANING OF DATA ........................................................................................... 118
SURVEY LOCATION..................................................................................................................... 118
CLASSIFIED TRAFFIC VOLUME COUNT ................................................................................... 119
PASSENGER CAR UNITS ............................................................................................................. 119
AVERAGE DAILY TRAFFIC (ADT) .............................................................................................. 121
O/D SURVEY ....................................................................................................................................... 123
TRAFFIC ANALYSIS ZONES (TAZ) ............................................................................................. 123
TRAVEL CHARACTERISTICS RAIKOT-BARNALA SECTION ......................................................... 125
BASE YEAR TRAFFIC DIVERSION ......................................................................................................... 130
TRAFFIC ASSIGNMENT MODEL .................................................................................................. 131
BASE YEAR TRAFFIC ASSIGNMENT ............................................................................................ 132
DIVERTIBLE TRAFFIC ESTIMATION............................................................................................. 132
TRAFFIC FORECAST .............................................................................................................................. 135
PROJECT INFLUENCE AREA ........................................................................................................ 135
PAST TREND IN GROWTH OF REGISTERED MOTOR VEHICLES .................................................. 135
PAST GROWTH OF ECONOMY .................................................................................................... 136
PAST TREND IN POPULATION GROWTH...................................................................................... 137
TRANSPORT DEMAND ELASTICITY ............................................................................................ 138
PERSPECTIVE GROWTH: STATE ECONOMY ................................................................................ 139
TRAFFIC GROWTH RATES........................................................................................................... 141
TOLL-ABLE TRAFFIC FORECAST ................................................................................................. 143
6 ENGINEERING SURVEYS AND INVESTIGATIONS ................................................................. 144
ROAD INVESTIGATION AND ROAD CONDITION ................................................................................. 144
TERRAIN ............................................................................................................................................... 144
LAND USE AND LAND COVER ............................................................................................................. 144
AXLE LOAD SURVEY & ANALYSIS ....................................................................................................... 145
VEHICLE DAMAGING FACTOR ................................................................................................... 145
LOAD EQUIVALENCE FACTORS .................................................................................................. 146
AXLE LOAD SPECTRUM ANALYSIS ............................................................................................ 147
MSA CALCULATIONS FOR THE SECTIONS ................................................................................. 148

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Ajmer Economic Corridor
Draft Feasibility Report

SOIL AND MATERIAL INVESTIGATION ................................................................................................ 149

SOIL AND MATERIAL INVESTIGATION STANDARD ..................................................................... 149
SOIL PROPERTIES AND TEST RESULTS ........................................................................................ 150
DRAINAGE AND HYDROLOGY .............................................................................................................. 150
CODAL REFERENCES/ GUIDELINES AS PER IRC........................................................................ 151
CLIMATE AND RAINFALL IN PROJECT AREA. ............................................................................ 151
HYDROLOGICAL SUB-ZONES...................................................................................................... 151
RETURN PERIOD: ........................................................................................................................ 152
DATA COLLECTION AND ANALYSIS .............................................................................. 152
LONGITUDINAL DRAINS .................................................................................................... 154
CONCLUSION AND RECOMMENDATION.................................................................................... 160
7 DRAFT DESIGN STANDARDS ........................................................................................................ 161
8 DEVELOPMENT PROPOSALS ......................................................................................................... 171
BACKGROUND ...................................................................................................................................... 171
GEOMETRIC DESIGN PROPOSALS ........................................................................................................ 172
IMPROVEMENT TO CROSS-SECTIONAL ELEMENTS ..................................................................... 172
TYPICAL CROSS SECTION ........................................................................................................... 173
ALIGNMENT DESIGN .................................................................................................................. 184
PAVEMENT DESIGN ............................................................................................................................. 184
TYPE OF PAVEMENT ................................................................................................................... 184
JUNCTIONS DESIGN.............................................................................................................................. 186
DETAILS OF JUNCTIONS IMPROVEMENT PROPOSAL .................................................................. 187
DESIGN OF BRIDGES ............................................................................................................................. 193
EXISTING BRIDGES ...................................................................................................................... 193
PROPOSAL OF NEW BRIDGES ..................................................................................................... 193
PROPOSAL OF FLYOVERS ............................................................................................................ 194
PROPOSAL OF VUPS LVUPS/ SVUPS ..................................................................................... 195
PROPOSAL OF NEW CULVERTS .................................................................................................. 197
TOLL PLAZA......................................................................................................................................... 200
WAY SIDE AMENITY/ REST AREA ...................................................................................................... 201
ROAD FURNITURE AND OTHER FEATURES ............................................................................ 201
INTRODUCTION .......................................................................................................................... 201
ROAD MARKINGS ....................................................................................................................... 202
CAUTIONARY, MANDATORY AND INFORMATORY SIGNS ......................................................... 202
KILOMETRE STONE DETAILS ...................................................................................................... 202
200M STONES AND BOUNDARY STONES .................................................................................... 202
DELINEATORS AND OBJECT MARKERS ...................................................................................... 203
GUARD POST .............................................................................................................................. 203
CRASH BARRIER ......................................................................................................................... 203
BOUNDARY WALL ...................................................................................................................... 203
9 ENVIRONMENT IMPACT ASSESSMENT ..................................................................................... 204
INTRODUCTION .................................................................................................................................... 204
NECESSITY OF REPORT ......................................................................................................................... 204
OBJECTIVE AND SCOPE OF THE STUDY ................................................................................................ 204
ADMINISTRATIVE AND LEGAL FRAMEWORK ...................................................................................... 205
ADMINISTRATIVE FRAMEWORK ................................................................................................. 205
LEGAL FRAMEWORK .................................................................................................................. 206
OBJECTIVE OF SCREENING ................................................................................................................... 207
SCOPE OF SCREENING .......................................................................................................................... 207
DESCRIPTION OF ENVIRONMENT ........................................................................................................ 208
STUDY AREA ............................................................................................................................... 208
PHYSIOGRAPHY & TERRAIN....................................................................................................... 208
GEOLOGY & SOIL ....................................................................................................................... 208

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 DPR for Ludhiana Bathinda Greenfield Highway of Ludhiana
Ajmer Economic Corridor
Draft Feasibility Report

GROUND WATER RESOURCE OF PROJECT AREA ....................................................................... 210

CLIMATE ..................................................................................................................................... 214
BASELINE SCENARIO (SECONDARY SOURCE)...................................................................................... 216
PROPOSED MONITORING SCHEDULE .................................................................................................. 217
ECOLOGICAL ENVIRONMENT ......................................................................................................... 222
COMPARISON ON PROJECT AND NO PROJECT SCENARIO .............................................................. 228
CRITICAL ENVIRONMENTAL & SOCIAL ISSUES ............................................................... 229
SCREENING AND SCOPING .................................................................................................... 229
ENVIRONMENTAL CLEARANCE ............................................................................................ 229
ASH UTILISATION FOR ROAD EMBANKMENT ....................................................................... 231
PERMISSION FOR FELLING OF ROADSIDE TREES ................................................................... 231
FOREST CLEARANCE.............................................................................................................. 231
CONSENT TO ESTABLISH / NOC .......................................................................................... 231
CLEARANCES REQUIRED BY CONTRACTOR .......................................................................... 231
SCOPING MATRIX ............................................................................................................................ 232
ENVIRONMENTAL IMPACT ASSESSMENT........................................................................................ 233
PREPARATION OF ENVIRONMENTAL MANAGEMENT PLAN.......................................................... 234
ENVIRONMENT ENHANCEMENT BUDGET ...................................................................................... 235
10 SOCIAL IMPACT ASSESSMENT ..................................................................................................... 239
11 PROJECT COST ESTIMATES ............................................................................................................ 240
GENERAL ...................................................................................................................................... 240
ESTIMATION OF QUANTITIES ................................................................................................ 240
RATE ANALYSIS ......................................................................................................................... 241
PRELIMINARY CIVIL COST ...................................................................................................... 241
12 FINANCIAL ANALYSIS ..................................................................................................................... 243
12.1. BACKGROUND ........................................................................................................................... 243
12.2. HOMOGENEOUS SECTIONS .................................................................................................... 243
12.3. TRAFFIC COUNT ......................................................................................................................... 243
12.4. COST OF THE PROJECT ............................................................................................................. 244
12.5. PHASING OF THE CAPITAL COST .......................................................................................... 244
12.6. COST ESCALATION.................................................................................................................... 245
12.7. LANDED PROJECT COST .......................................................................................................... 245
12.8. TOLL RATES ................................................................................................................................. 245
12.9. TOLL REVENUE........................................................................................................................... 246
12.10. OPERATION AND MAINTENANCE PERIOD EXPENSES .............................................. 247
12.11. RESULTS AND ANALYSIS .................................................................................................... 247
RECOMENDATIONS ................................................................................................................................ 248

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 DPR for Ludhiana Bathinda Greenfield Highway of Ludhiana
Ajmer Economic Corridor
Draft Feasibility Report

Table 2-1 Description of the Project Road sections ....................................................................................... 34

Table 2-2 Ludhiana Bathinda Greenfield Highway Salient Features ......................................................... 37
Table 2-3 Ludhiana Bathinda Greenfield Highway List of Existing Intersections ............................. 38
Table 2.4: Ludhiana Bathinda Greenfield Highway Contract Packaging .................................................. 40
Table 3-1 Distribution of Traffic Count Stations on Various Roads ........................................................... 50
Table 3-2 Vehicle Classification System .......................................................................................................... 51
Table 3-3 Traffic Survey Locations & Duration ............................................................................................. 51
Table 3-4 OD Survey Locations........................................................................................................................ 53
Table 3-5 Axle Load Survey Locations ........................................................................................................... 54
Table 3-6: Geo-Technical investigation for bridge & Structures ................................................................. 90
Table 4-1 Decadal Population Growth of Ludhiana (2001-2011) ........................................................... 106
Table 4-2 District Ludhiana at a glance (2011) .......................................................................................... 106
Table 4-3 - Workers and Non Workers, Ludhiana ...................................................................................... 107
Table 4-4 Decadal Population Growth of Bhatinda (2001-2011)............................................................. 109
Table 4-5 District Bathinda at a glance (2011) ........................................................................................... 109
Table 4-6 - Workers and Non-Workers, Bathinda ....................................................................................... 110
Table 4-7 Decadal Population Growth of Barnala (2001-2011) ............................................................... 112
Table 4-8 District Barnala at a glance (2011).............................................................................................. 112
Table 4-9 - Workers and Non Workers, Barnala district (2011) ................................................................. 113
Table 4-10 - Occupational Structure of Barnala ........................................................................................... 114
Table 5-1: Vehicle Classification System ....................................................................................................... 117
Table 5-2: Traffic Survey Location and Schedule on Raikot- Barnala Section ......................................... 118
Table 5-3: Passenger Car Unit Values Adopted........................................................................................... 121
Table 5-4: Average Daily Traffic observed at Raikot .................................................................................. 121
Table 5-5: Share of Passenger and Freight Traffic in Total Traffic ............................................................ 122
Table 5-6: Peak Hour Traffic........................................................................................................................... 122
Table 5-7: Day and Night Share of Traffic .................................................................................................... 122
Table 5-8: List of Traffic Analysis Zone (TAZ) ............................................................................................ 123
Table 5-9: Regrouping of Traffic Analysis Zones (TAZ) ............................................................................ 124
Table 5-10: Zone wise Influence on Passenger Traffic at Raikot ............................................................... 126
Table 5-11: Spatial Distribution...................................................................................................................... 127
Table 5-12: Trip Length Distribution ............................................................................................................. 127
Table 3-11: Zone wise Influence on Freight Traffic at Raikot .................................................................... 128
Table 5-14: Spatial Distribution...................................................................................................................... 129
Table 5-15: Trip length Composition for Freight Modes ............................................................................ 129
Table 5-16: Commodity Distribution at Raikot ............................................................................................ 130
Table 5-17: Mode wise Divertible Traffic On Different Sections (2021) ................................................... 133
Table 5-18: Growth in Registered Motor Vehicles in Punjab ..................................................................... 136
Table 5-19: Growth in GDP of in PIA w.r.t. Punjab (In Cr.) ....................................................................... 136
Table 5-20: Annual Growth in Population for PIA districts and Punjab State (In Cr.) .......................... 137
Table 5-21: Annual Growth in Population for PIA districts and Punjab State (In Cr.) .......................... 137
Table 5-22: Elasticity values derived by regression analysis ..................................................................... 138
Table 3-25: Assumed annual increase in India's GDP ................................................................................ 141
Table 5-24: Projected Growth Rates for Punjab's GSDP ............................................................................. 141
Table 5-25: Projected Growth Rates on Ludhiana -Bhatinda section........................................................ 142
Table 5-26: Divertible Tollable Traffic forecast ............................................................................................ 143
Table 6-1 Land Use within 5 Km of Alignment ........................................................................................... 145
Table 6-2 Land Use within 1 Km of Alignment ........................................................................................... 145
Table 6-3 Vehicle Damage Factor (VDF) at Dera Baba Nanak - Batala Section....................................... 147
Table 6-4 Permissible Axle Load.................................................................................................................... 147
Table 6-5 Design Traffic in Million Standard Axles .................................................................................... 149
Table 6.6: Test Codes, Standards and Practices ........................................................................................... 150
Table 6.7: Soil Properties Test Result ............................................................................................................ 150
Table 6.8: Year-wise Rainfall Distribution (mm) Ludhiana District ..................................................... 151

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Ajmer Economic Corridor
Draft Feasibility Report

Table 7-1 Design Standards ............................................................................................................................ 161

Table 7-2 Clearance for Underpasses ............................................................................................................ 170
Table 8-1 Major Intersections (Interchanges) Package 1 .......................................................................... 187
Table 8-2 Details of Interchanges - Package 1 .............................................................................................. 187
Table 8-3 Major Intersections (Interchanges) Package 2 .......................................................................... 188
Table 8-4 Details of Interchanges - Package 2 .............................................................................................. 188
Table 8-5 Details of VOP - Package 2 ............................................................................................................ 189
Table 8-6 Details of Minor Bridges - Package 1 ........................................................................................... 193
Table 8-7 Details of Minor Bridges - Package 2 ........................................................................................... 194
Table 8.8: Details of Proposed New Flyovers Package 1 ............................................................................ 194
Table 8.9: Details of Proposed New Flyovers Package 2 ............................................................................ 195
Table 8.10: Details of Light Vehicle Underpasses (LVUPs) Package 1 ..................................................... 195
Table 8.11: Details of Light Vehicle Underpasses (LVUPs) Package 2 ..................................................... 195
Table 8.12: Details of Small Vehicle Underpasses (SVUPs) Package 1 ..................................................... 196
Table 8.13: Details of Small Vehicle Underpasses (SVUPs) Package 2 ..................................................... 197
Table 8.14: List of Culverts For Cross Drainage Package 1 ..................................................................... 198
Table 8.15: List of Culverts For Cross Drainage Package 2 ........................................................................ 199
Table 8.16: Toll Plaza Locations Package 1 ................................................................................................ 200
Table 8.17: Toll Plaza Locations Package 2 ................................................................................................ 201
Table 8.18: Rest Area Locations Package 1 ................................................................................................ 201
Table 8.19: Rest Area Locations Package 2 ................................................................................................ 201
Table 9-1: Brief characteristics of project Road ............................................................................................ 204
Table 9-2: Few Noticeable Incidence of Earthquake in Punjab .................................................................. 214
Table 9-3: Noise Level dB(A) In the Study Area .......................................................................................... 216
Table 9-4: Ambient Noise Standard .............................................................................................................. 216
Table 9-5: Ambient Air Quality Monitoring locations ................................................................................ 219
Table 9-6: Proposed Ambient Noise Monitoring Location ........................................................................ 220
Table 9-7: Ground and Surface Water Quality Monitoring Locations ..................................................... 221
Table 9-8: Soil Quality Sampling Locations ................................................................................................. 222
Table 9-9: list of Wildlife Sanctuary and National Park in Punjab ............................................................ 224
Table 9-10: List of Fauna Found in the Study Area ..................................................................................... 228
Table 9-11: With and Without Project Scenarios A Comparative Assessment ..................................... 228
Table 9-12: Clearances Required to be Obtained by Contractor................................................................ 231
Table 9-13: Environmental Scoping ............................................................................................................... 232
Table 9-14: Environment Management Plan (EMP) Budget for Package-I: 00+000 to 30+300 km ....... 235
Table 9-15: Environment Management Plan (EMP) Budget for Package-II: Km 30+300 to Km 75+543
............................................................................................................................................................................ 236
Table 11.1: Summary of Cost Estimate (Civil Works) for Package-I......................................................... 241
Table 11.2: Summary of Cost Estimate (Civil Works) for Package-2 ........................................................ 242
Table 12.1: Details of Homogeneous Sections for toll plaza ...................................................................... 243
Table 12.2: Traffic Count Data (AADT) ........................................................................................................ 243
Table 12.3: Traffic Projection (PCUs)............................................................................................................. 244
Table 12.4: Total Landed Cost including IDC .............................................................................................. 245
Table 12.5: Toll rates applicable for project road in 2019-20 ...................................................................... 246
Table 12.6: Expected Toll revenue earning from toll plaza Revenue (Rs in Crores) .............................. 246
Table 12.7: Routine & Periodic Maintenance (MORT&H Guidelines) ..................................................... 247
Table 12.8: Financial Indicators ...................................................................................................................... 248

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Ajmer Economic Corridor
Draft Feasibility Report

Figure 1-1: Key Map Ludhiana Bathinda Greenfield Highway ............................................................... 30

Figure 2-1 INDEX MAP Ludhiana-Bathinda Greenfield Highway ............................................................ 34
Figure 2-2 Ludhiana Bathinda Greenfield Highway Recommended Alignment ..................................... 36
Figure 2-3 Proposed Connectivity to Ludhiana International Airport....................................................... 36
Figure 3-1 Traffic Survey Locations for Ludhiana Bathinda Highway ................................................... 48
Figure 3-2 Traffic Survey Locations for Beas Batala Dera Baba Nanak NH 503 D ............................. 49
Figure 5-1:Survey Location Map ................................................................................................................... 119
Figure 5-2 Traffic Composition ...................................................................................................................... 121
Figure 5-3: Mode-wise Hourly Variation @ Raikot (Raikot-Barnala Section).......................................... 123
Figure 5.4: Traffic Analysis Zones ................................................................................................................. 125
Figure 5-5: Projected Traffic Assignment, 2021 ........................................................................................... 134
Figure 6-1 Land Use within 5 Km & 1 Km of Alignment ........................................................................... 145
Figure 6-2 VDF calculated for different Vehicle Type ................................................................................ 147
Figure 6-3: Overloading Percentage between Dera Baba Nanak - Batala section ................................... 148
Figure 6-4: Meteorological sub zones of India ............................................................................................. 152
Figure 6-5: 50 year-24 hour Isopluvial Map ................................................................................................. 154
Figure 6-6: Typical road cross section (Grade separators) ......................................................................... 155
Figure 6-7: Typical road cross section (Normal Section) ............................................................................ 155
Figure 7-1 Road Passing through the Terrain (in Non-Flooded Area) ..................................................... 165
Figure 7-2 Road Passing through the Terrain (in Flooded Area) .............................................................. 165
Figure 8-1: Type design (Interchange at Km 0+000) ................................................................................... 190
Figure 8-2: Type design (Interchange at Km 5+512, 20+800 and 52+240) ................................................ 191
Figure 8-3: Type design (Interchange at Km 29+600) ................................................................................. 191
Figure 8-4: Type design (Interchange at Km 62+319) ................................................................................. 192
Figure 8-5: Type design (Interchange at Km 75+543) ................................................................................. 192
Figure 9-1: Elevation Profile of Ludhiana Bhatinda Greenfield Highway............................................ 208
Figure 9-2: Geological Map of Punjab with Proposed Alignment ............................................................ 210
Figure 9-3: The Global Seismic Hazard Map of Punjab State .................................................................... 213
Figure 9-4: Average Temperature Graph for Bhatinda District ................................................................ 215
Figure 9-5: Average Temperature Graph for Barnala District ................................................................... 215
Figure 9-6:Average Yearly Graph (2020) for Ludhiana District ................................................................ 216
Figure 9-7: Forests Area In Punjab State ....................................................................................................... 224
Figure 9-8: Map Showing National Park and Wildlife Sanctuary in Punjab ........................................... 225

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Ajmer Economic Corridor
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EXECUTIVE
SUMMARY
BACKGROUND
Economic corridors play a key role in integrating economies across regions. Some of
their environmental effects notwithstanding, well-functioning and efficient
economic corridors are essential for the development of a region. Economic
Corridors help in reducing the costs of transportation, both within and across
regions, improves international market access, increases income, and reduces
direct
(through changes in distribution), and indirect (through wider growth effects and
stimulating economic activity) terms. Therefore, economic corridors have been viewed
as major determinants of economic integration. They not only increase intraregional
trade and investment, but also play a pivotal role in integrating economies across a
region. Regional integration slows down if countries are not interlinked through
modern transportation and communication networks. Transport and economic
activity are inextricably bound with each other. Transport corridors are a set of
routes that connect the economic centres within and across countries. A transport
corridor encompasses several centres of economic activity. Sub regional transport
corridors connect to a regional transport system from urban areas in a country.
Considering above, NHAI envisioned developing various road network as part of
Ludhiana Ajmer Economic Corridor in the State of Punjab. These are explained in
sections below.
LUDHIANA BATHINDA GREENFIELD HIGHWAY PROJECT BRIEF
Considering above, NHAI envisioned developing various road network as part of
Ludhiana Ajmer Economic Corridor. Road Network as part of Ludhiana Ajmer
Economic Corridor for which DPR is being prepared as part of present study is
mentioned in Table Below:

Length
S. No Classification Name of Corridor Start Point End Point
(km)

1 Economic Ludhiana Bathinda NH-754A near Rampura Junction with NE-5 near 76.8
Corridor Greenfield Section Phul (Bathinda) village Ballowal (Ludhiana)

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Ludhiana is the industrial town of Punjab and is also known as Manchester of North
India. The Industrial units mostly comprise of small-scale industrial, which produce
industrial goods, machine parts, auto parts, household appliances, hosiery, apparel,
and garments. Ludhiana is Asia's largest hub for bicycle manufacturing and produces
more than 50% of India's
bicycle production of more
than 10 million each year.
Ludhiana produces 60% of
India's tractor parts and a
large portion of auto and
two-wheeler parts. It is one of
the largest manufacturer of
domestic sewing machines.
Hand tools and industrial
equipment are other
specialties.
Therefore, for the purpose
further bolstering the
economic connectivity and to
promote export-based
industries, it is important that
the connectivity to Ludhiana
is made efficient, congestion
free and is connected with
other major industrial towns
for raw material, ports for
Figure 0-1 Ludhiana Bathinda Greenfield Highway Index
export and major cities as
Map
consumption centers. The
only existing major connectivity to Ludhiana is NH 44 from Delhi. It severely lacks
connectivity with western states such as Gujarat, Maharashtra and Rajasthan.
NHAI is also developing Delhi Katra Expressway (NE 5) which shall provide seamless
connectivity to Ludhiana with Delhi and shall connect it with Delhi Mumbai
Expressway through KMP Expressway. NHAI also developing Amritsar Bathinda
Greenfield highway which shall provide connectivity of Northern Districts of Punjab
(Amritsar, Gurdaspur, Hoshiarpur, Jalandhar, etc) with Bathinda and further with
Rajasthan and Gujarat. Apart from above, NHAI is improving existing NH network in
Punjab under Bharatmala. These roads shall further connect with Trans Rajasthan
Highway connecting directly with Ajmer thereby bolstering connectivity with ports in
Guajrat.
In continuation of the same, and to provide seamless connectivity to Ludhiana with
Ports in Gujarat through Rajasthan under Ludhiana Ajmer Economic Corridor, a 6
Lane Greenfield Highway connecting Ludhiana and Bathinda is proposed. The project

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 DPR for Ludhiana Bathinda Greenfield Highway of Ludhiana
Ajmer Economic Corridor
Draft Feasibility Report

highway shall start from Delhi Katra Expressway (NE 5) near Ludhiana (village
Ballowal) and terminating at Bathinda near Rampura Phul on Amritsar-Bathinda
Greenfield Highway.
Ludhiana Bathinda Corridor shall provide the much-needed important connectivity
between NE 5 of Delhi-Katra Expressway and Amritsar-Bathinda Greenfield Highway
to accommodate the freight traffic of the country. This highway connecting NH-95,
NH-44 (old NH-1), NE 5, NH-71 and terminating at Amritsar-Bathinda Greenfield
Highway. There is no direct connectivity to the Bathinda from Ludhiana.

The proposed Project Highway shall provide connectivity to proposed Ludhiana

International Airport at Halwara, present connectivity of which is congested. Apart
from providing connectivity in Punjab, the road shall further connect Ludhiana with
proposed Integrated Manufacturing Cluster in Hisar promoted by National Industrial
Corridor Development Corporation (NICDC).
LUDHIANA BATHINDA GREENFIELD HIGHWAY-ALIGNMENT
Take Off Location:
The proposed highway passes through the towns of Halwara and Raikot. Also it has
been mentioned that the project highway shall connect Delhi Katra Amritsar
Expressway and Amritsar Greenfield Expressway. however, considering the
importance of the project road, the take off location becomes extremely critical. This is
explained below:

1. The Project Highway connects various greenfield Highways and Expressways

proposed in the State of Punjab.
2. The Greenfield highways include Proposed Delhi Katra Expressway, Greenfield
Ludhiana Ring Road and Amritsar Bathinda Greenfield Highway.
3. The Greenfield Ludhiana Ring Road starts from Delhi Katra Expressway in
North and terminates at South also at Delhi Katra Expressway traversing
through East of Ludhiana.
4. The southern intersection of Delhi Katra Expressway and Ludhiana Ring Road
has been proposed as the Take Off Location of Ludhiana Bathinda Greenfield
Highway.
This option has 3 Sections. First Section is 13.5 Km long and is located between the
Take Off Location and Ludhiana Raikot Road. In this Section Alignment has
intersections with Pakhowal Road, Jodhan-Raikot Road and Halwara Pakhowal Road
apart from intersection with Pakhowal Road. This Section of the Alignment shall also
provide connectivity to proposed Ludhiana International Airport at Halwara.
Second section is the longest and is 36 Km long. After Halwara, the alignment has an
intersection with Raikot-Bassian Road. thereafter the alignment does not have any
intersection with any National/ State Highways. The alignment remains west of

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Ajmer Economic Corridor
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Bathinda Branch Canal. The alignment passes primarily through rural/ agriculture
fields.
Third and last section is having a length of 27 Km. the Sections falls between the
intersection with NH 703 and between the terminating point at intersection with
Amritsar-Bathinda Greenfield Highway. the alignment traverses west of Bathinda
Branch Canal at a distance of 1-1.5 Km.
Total Length of Alignment Option is 75.543 Km
The alignment is shortest in length which is 62.5 Km. however, the meeting point with
Amritsar Bathinda Highway has been shifted upward north. Due to which, despite
being shortest, the overall distance between Ludhiana and Bathinda has increased.
Also the alignment involves diversion of forest land.
Ludhiana Bathinda Recommended Alignment Option
Based on detail ranking criteria, Option 1 has scored the maximum marks and is
therefore recommended.

Figure 0-2 Ludhiana Bathinda Greenfield Highway Recommended Alignment

INVESTIGATIONS & EVALUATIONS

Feasibility Study was carried out by AECOM and the report evaluates Financial
Viability in terms of Financial Internal Rate of Return (FIRR) of the priority section.
The evaluation has been based on various surveys and investigations carried out
during the study and these include traffic, topography, pavement and material
investigations. Special attention has been given to maximize the use of existing
pavement and available land and use of local resources. Beside, due care is also taken

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Ajmer Economic Corridor
Draft Feasibility Report

to ensure use of modern construction technology to achieve the desired quality and
performance requirements and attain the intended level of service for the next 15 years.
PROJECT DEVELOPMENT DESCRIPTIONS
General

The project being the greenfield highway starts from intersection Amritsar Bathinda
Greenfield Highway and terminates at Intersection with Delhi Katra Expressway
Table 0.1: Ludhiana Bathinda Greenfield Highway Contract Packaging

Existing Chainage (Km)

Length
Road Sections
Start Chainage End Chainage (Km)

Package 1 Amritsar Bathinda

Greenfield Highway to
Km 0+000 Km 30+300 30.300
Intersection with Barnala
Moga Highway (NH 703)

Intersection with Barnala

Moga Highway (NH 703) till
Km 30+300 Km 75+543 45.243
Intersection with Delhi Katra
Expressway (NE 5)

Total Length (Km) 75.543

Traffic Volume
The summary of the average annual diverted daily traffic for the project stretch is
given in below.
Table 0.2: Annual Average Daily Traffic (AADT)

Total Truck
Mini Truck
S.No Section Name Volume Cars Taxis Bus LCV 2 MAV
Bus 3 Axle
(PCU) Axle
From Intersection with
Amritsar Bathinda
Greenfield Highway (NH
1 754 A) to Intersection 16474 5927 108 16 551 1531 374 362 946
with Delhi Katra
Expressway (NE 5) near
Village Ballowal

Proposed Developmental Plan

The typical cross sections to be followed in the project stretch are detailed as below:
S.No TCS Description
TCS-1 Proposed 6-lane At Grade Section
TCS-2 Proposed 6-lane VUP/ LVUP/ SVUP Approach Location
TCS-3 Proposed 6-lane VUP/ LVUP/ SVUP/ Minor Bridge Strcutre Location
TCS-4 Proposed 6-lane Flyover Approach W/O Service Road

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S.No TCS Description

TCS-5 Proposed 6 - lane Flyover Structure Portion
TCS-6 Proposed 4-lane Slip Road
TCS 7&8 At Toll Plaza Locations
TCS - 9 TCS for Overpass Structures and Approach
TCS 10 TCS for one way loop.
TCS 11 TCS for Connectivity to Ludhiana International Airport
TCS 17 & 18 TCS for Overpass of Delhi KAtra Expressway
Proposed Pavement
Flexible pavement has been proposed for the project road including all bypasses and
major realignments. However where existing carriageway has been proposed for
overlay and is being widened to accommodate paved shoulder, the same is proposed
to be carried out using flexible base.
Main carriageway including Loops, Ramps of Interchanges

Pavement layer Pavement Effective Minimum Crust layer

Type Subgrade CBR thickness (mm)
Bituminous Concrete (BC) 12 50
as wearing course Flexible
Dense Bituminous Concrete 95
Wet Mix Macadam 150
CTSB 200

Separator (Flexible)

Pavement layer Pavement Type Minimum Crust layer thickness (mm)

Bituminous Concrete (BC) Flexible 40
as wearing course
Dense Bituminous Concrete 50
Wet Mix Macadam 250
Granular Sub-base 200

Toll Plaza

Pavement Composition Pavement Type Minimum Crust Thickness

(mm)
Pavement Quality Concrete (PQC) Rigid 300
Dry Lean Concrete (DLC) 150
Granular Sub-base (GSB) 200

Note: De-bonding interlayer of polythene sheet having a minimum thickness of 125 micron is recommended separation
layer between DLC and PQC.

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Junction Improvement
Project being the Greenfield highway, Major Interchanges have been proposed at 7
major intersections. There shall be no entry and exit at any other major or minor
intersections. Detail of interchanges are listed below
Table 0-3 Major Intersections (Interchanges) Package 1

Sl. Location Connecting Type of

Type Design Remarks
No. (km) Road Interchange
Project Highway - Main Carriageway
Amritsar
Bathinda
Type Design as given Start of
1 0+000 Greenfield Right Turning Loop
below Expressway
Highway
(NH 754 A)
Rampura
Type Design as given
2 5+512 NH 254 Rotary with Ramps Phul/ Bhai
below
Rupa
Type Design as given Sehna/
3 20+800 MDR 43 Rotary with Ramps
below Bhadaur
Type Design as given Barnala /
4 29+600 NH 703 Double Trumpet
below Moga
Table 0-4 Major Intersections (Interchanges) Package 2

Sl. Location Connecting Type of

Type Design Remarks
No. (km) Road Interchange
Project Highway - Main Carriageway
Type Design as given
1 52+240 MDR 51 Rotary with Ramps Raikot/ Bassian
below
Halwara/ Raikot/
Trumpet
Type Design as given Ludhiana
2 62+137 SH 13 Interchange with
below International
Roundabout
Airport
Delhi/ Katra/
Type Design as given
3 75+543 NE 5 Double Trumpet Amritsar/
below
Ludhiana

Proposal of Bridges, Culverts and other Structures

Table 0-5 Details of Minor Bridges - Package 1

Total
Span Width
length
Arrangement Deck of
Chainage Name of C/C of Skew Type of
Sl. No. c/c Configuration Open
(Km) Bridge Exp. Angle Structure
Expansion (m) Median
Joint
(m) (m)
(m)
MINOR
BRIDGE 30 RCC 20.1m LHS
1 28+637 1X12 13.386 4
OVER deg BOX 14.5+10.5 RHS
NALLA
Minor Bridge PSC-
2 17+850 1X16 35.0m 70 2X14.5 3
over Branch GIRDER

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Total
Span Width
length
Arrangement Deck of
Chainage Name of C/C of Skew Type of
Sl. No. c/c Configuration Open
(Km) Bridge Exp. Angle Structure
Expansion (m) Median
Joint
(m) (m)
(m)
Canal and
Village Road
Minor Bridge
over Branch RCC
3 19+740 1X12 13.226 12 2X14.5 3
Canal and BOX
Village Road
Minor Bridge
over Branch RCC
4 24+453 1X12 13.200 0 2X14.5 3
Canal an BOX
Village Road
Table 0-6 Details of Minor Bridges - Package 2

Span Width
Arrangement Total length Deck of
Chainage Skew Type of
Sl. No. Name of Bridge c/c C/C of Exp. Configuration Open
(Km) Angle Structure
Expansion Joint (m) (m) Median
(m) (m)

RCC
1 40+040 NALLA 2X20 40.0m 0 PRECAST 14.5x2 3
GIRDER
2 67+600 Drain 1X10 13.2 17 RCC Box 14.5X2 3
IRRIGATION
3 32+663 CANAL WITH 1X12 13.220 0 RCC BOX 14.5x2 3
MUD ROAD
Minor Bridge
cum SVUP
under the
Trumpet
4 75+300 1X10+1X7 10.750+7.750 0 RCC Box 2X10.5 0.5
Interchange on
Diverted Village
Road of Ballowal
to Narangwal
Minor Bridge
cum SVUP
under the
Trumpet
5 75+200 1X10+1X7 10.750+7.750 0 RCC Box 2X10.5 0.5
Interchange on
Diverted Village
Road of Ballowal
to Narangwal
Proposal of Flyovers

The project road being passing through built-up location. The list of Flyovers is
tabulated below.

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Table 0.7: Details of Proposed New Flyovers Package 1

Total
length Width of Minimum
Clear Deck
S. Chainage Intersecting Type of C/C of Open Vertical
Span Configuration
No. (Km) Road Structure Skew Exp. Median Clearance
(m) (m)
angle Joint (m) (m)
(m)
1 0+000 NH 754 A PSC I Girder 2X30 0 deg 10.5 m 60 m NA 5.5
2 5+512 NH 254 PSC I Girder 2X30 0 deg 2x14.5 m 60 m 3.0 m 5.5
3 20+819 MDR 43 PSC I Girder 2X30 0 deg 2x14.5 m 60 m 3.0 m 5.5
4 29+619 NH 703 PSC I Girder 2X30 0 deg 2x14.5 m 60 m 3.0 m 5.5
Table 0.8: Details of Proposed New Flyovers Package 2
Total
length Width of Minimum
Clear Deck
S. Chainage Intersecting Type of C/C of Open Vertical
Span Configuration
No. (Km) Road Structure Skew Exp. Median Clearance
(m) (m)
angle Joint (m) (m)
(m)
MDR 51 PSC
1 52+240 (Raikot PRECAST 2x30 0 14.5x2 60 3.0m 5.5m
Bassian) GIRDER
Connectivity
PSC
to Ludhiana 30
2 61+733 PRECAST 1x30 22 14.5x2 3.0m 5.5m
International
GIRDER
Airport
SH 13 PSC
3 62+137 (Raikot- PRECAST 1x30 38 14.5x2 30 3.0m 5.5m
Halwara) GIRDER
Proposal of VUPs LVUPS/ SVUPS

The project road being passing through built-up location. The list of VUPs/ LVUPs/
SVUPs is tabulated below.
Table 0.9: Details of Light Vehicle Underpasses (LVUPs) Package 1
Width of
Chainage Type of Clear Skew Deck Open
S. No. Type of Crossing
(km) Structure Span (m) angle Configuration (m) Median
(m)
1 3+657 Sadhana to Phul RCC BOX 1X12.0 35 Deg 2x14.5 3
2 8+582 Bhai Rupa to Dhipali RCC BOX 1X12.0 0 2x14.5 3
3 10+430 Phulewal to Dhipali RCC BOX 1X12.0 45 Deg 2x14.5 3
4 11+497 Phulewal to Dhipali RCC BOX 1X12.0 22 Deg 2x14.5 3
Sandhu Kalan to
5 12+977 RCC BOX 1X12.0 30 Deg 2x14.5 3
Dhipali
Sandhu Kalan to
6 14+758 RCC BOX 1X12.0 37 Deg 2x14.5 3
Rayia
7 19+557 Nainewala to Sehna RCC BOX 1X12.0 28 Deg 2x14.5 3
8 24+494 Bhadaur to Badhata RCC BOX 1X12.0 9 Deg 2x14.5 3
9 25+844 Deepgarh to Badhata RCC BOX 1X12.0 40 Deg 2x14.5 3

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Table 0.10: Details of Light Vehicle Underpasses (LVUPs) Package 2

Width of
Deck
Chainage Type of Clear Skew Open
S. No. Type of Crossing Configuration
(km) Structure Span (m) angle Median
(m)
(m)
Himmatpura Bihla Village
1 32+216 RCC BOX 1X12.0 38 14.5x2 3
Road
Narengarh Sohian to Gehal 3
2 35+700 RCC BOX 1X12.0 16 14.5x2
Village Road
Moom to Chhiniwal Khurd 3
3 39+508 RCC BOX 1X12.0 16 14.5x2
Village Road
Sadowal to Dhaner Village 3
4 41+023 RCC BOX 1X12.0 19 14.5x2
Road
Nathowal to Ramgarh 3
5 45+298 RCC BOX 1X12.0 0 14.5x2
Sivian Village Road
Nathowal to Ramgarh 3
6 46+610 RCC BOX 1X12.0 47 14.5x2
Sivian Village Road
Ramgarh Sivian to Boparai 3
7 48+600 RCC BOX 1X12.0 33 14.5x2
Khurd Village Road
Ramgarh Sivian to 3
8 49+030 RCC BOX 1X12.0 0 14.5x2
Jaladiwal Village Road
Ramgarh Sivian to Raikot 3
9 50+826 RCC BOX 1X12.0 0 14.5x2
Village Road
Silaoni to Raikot Village 3
10 53+234 RCC BOX 1X12.0 24 14.5x2
Road
Burj Hari Singh Wala to 3
11 55+574 RCC BOX 1X12.0 24 14.5x2
Raikot Village Road
Talwandi Rai to Nurpur 3
12 58+541 RCC BOX 1X12.0 24 14.5x2
Village Road
Rajaona Khurd to Nurpur 3
13 60+411 RCC BOX 1X12.0 0 14.5x2
Village Road
Halwara to Burj Littian 3
14 63+100 RCC BOX 1X12.0 0 14.5x2
Village Road
15 64+905 Halwara to Nangal Kalan RCC BOX 1X12.0 49 14.5x2 3
16 67+040 Toosa to Leel Village Road RCC BOX 1X12.0 18 14.5x2 3
Pakhowal to Dangon 3
17 70+785 RCC BOX 1X12.0 28 14.5x2
Village Road
Sarabah to Gujjarwal 3
18 71+491 RCC BOX 1X12.0 0 14.5x2
Village Road
Chaminda to Gujjarwal 3
19 73+900 RCC BOX 1X12.0 0 14.5x2
Village Road
Ballowal to Gujjarwal 3
20 74+628 RCC BOX 1X12.0 16 14.5x2
Village Road
Table 0.11: Details of Small Vehicle Underpasses (SVUPs) Package 1
Width of
Chainage Type of Clear Skew Deck Open
S. No. Type of Crossing
(km) Structure Span (m) angle Configuration (m) Median
(m)
1 0+800 Field Track RCC BOX 1X7.0 15 2x14.5 3
2 1+570 Field Track RCC BOX 1X7.0 12 2x14.5 3
3 1+930 Field Track RCC BOX 1X7.0 0 2x14.5 3
4 2+400 Field Track RCC BOX 1X7.0 15 2x14.5 3
5 2+823 Sadhana to Mehraj RCC BOX 1X7.0 0 2x14.5 3

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6 4+208 Field Track RCC BOX 1X7.0 39 2x14.5 3

7 5+875 Field Track RCC BOX 1X7.0 25 2x14.5 3
Harnam Singh Wala
8 6+372 RCC BOX 1X7.0 49 2x14.5 3
to Dhipali
9 7+700 Field Track RCC BOX 1X7.0 0 2x14.5 3
10 9+694 Field Track RCC BOX 1X7.0 15 2x14.5 3
11 10+040 Field Track RCC BOX 1X7.0 15 2x14.5 3
12 11+363 Field Track RCC BOX 1X7.0 19 2x14.5 3
13 13+360 Field Track RCC BOX 1X7.0 0 2x14.5 3
Sandhu Kalan to
14 15+911 RCC BOX 1X7.0 55 2x14.5 3
Ballo Ke
Sandhu Kalan to
15 16+462 RCC BOX 1X7.0 69 2x14.5 3
Sehna
16 18+900 Field Track RCC BOX 1X7.0 40 2x14.5 3
17 19+297 Field Track RCC BOX 1X7.0 61 2x14.5 3
18 21+522 Field Track RCC BOX 1X7.0 63 2x14.5 3
19 23+650 Field Track RCC BOX 1X7.0 0 2x14.5 3
20 26+625 Field Track RCC BOX 1X7.0 0 2x14.5 3
21 28+525 Field Track RCC BOX 1X7.0 0 2x14.5 3
22 30+036 Field Track RCC BOX 1X7.0 36 2x14.5 3
Table 0.12: Details of Small Vehicle Underpasses (SVUPs) Package 2
Width of
Deck
Chainage Type of Clear Skew Open
S. No. Type of Crossing Configuration
(km) Structure Span (m) angle Median
(m)
(m)
1 31+026 Field Track RCC BOX 1X7.0 48 14.5x2 3
2 31+682 Field Track cum Drain RCC BOX 1X7.0 36 14.5x2 3
3 33+624 Field Track RCC BOX 1X7.0 45 14.5x2 3
4 34+915 Field Track RCC BOX 1X7.0 37 14.5x2 3
5 35+397 Field Track RCC BOX 1X7.0 37 14.5x2 3
6 36+873 Field Track RCC BOX 1X7.0 41 14.5x2 3
Gehal to Chhiniwal 3
7 37+230 RCC BOX 1X7.0 13 14.5x2
Khurd Village Road
8 38+032 Field Track RCC BOX 1X7.0 34 14.5x2 3
9 40+086 Field Track RCC BOX 1X7.0 58 14.5x2 3
Gagewal to Chak Bhai 3
10 41+479 RCC BOX 1X7.0 18 14.5x2
Ka Village Road
11 43+780 Field Track RCC BOX 1X7.0 49 14.5x2 3
Nathowal to Chak Bhai 3
12 44+276 RCC BOX 1X7.0 0 14.5x2
Ka Village Road
13 45+170 Field Track RCC BOX 1X7.0 44 14.5x2 3
Dhurkot to Ramgarh 3
14 47+613 RCC BOX 1X7.0 0 14.5x2
Sivian Village Road
15 50+108 Field Track RCC BOX 1X7.0 16 14.5x2 3
16 51+070 Field Track RCC BOX 1X7.0 0 14.5x2 3
17 51+697 Field Track RCC BOX 1X7.0 35 14.5x2 3
18 53+510 Field Track RCC BOX 1X7.0 55 14.5x2 3
Rupa Patti to Raikot 3
19 54+463 RCC BOX 1X7.0 23 14.5x2
Village Road
Burj Hari Singh to 3
20 56+408 RCC BOX 1X7.0 26 14.5x2
Gondwal Village Road
21 63+964 Field Track RCC BOX 1X7.0 21 14.5x2 3
Halwara to Burj Hakima 3
22 64+600 RCC BOX 1X7.0 26 14.5x2
Village Road
23 65+726 Field Track RCC BOX 1X7.0 49 14.5x2 3

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Sarabah to Leel Village 3

24 69+640 RCC BOX 1X7.0 25 14.5x2
Road
25 72+564 Field Track RCC BOX 1X7.0 34 14.5x2 3
Toll Plaza

Location of toll plaza has been proposed based on the traffic dispersal pattern at the
respective homogenous sections, road geometry and vertical profile of the road and
the surrounding area. The location and details of the toll plaza is given below.
Table 0.13: Toll Plaza Locations Package 1

Direction (Entry: No. of toll

Interchange
Interchange to expressway, lanes (Normal
Chainage Toll Plaza Location
No. Exit: from + ETC + Extra
(Km.)
Expressway) Wide)
On Entry (2+1)x2
Interchange 2 5+512 TP-2 loop/Ramp
road Exit (2+1)x2
On Entry (2+1)x2
Interchange 3 20+819 TP-3 loop/Ramp
road Exit (2+1)x2
On Entry (2+1)x1
Interchange 4 29+600 TP-4 loop/Ramp
road Exit (2+1)x1

Table 0.14: Toll Plaza Locations Package 2

Direction (Entry: No. of toll

Interchange
Interchange to expressway, lanes (Normal
Chainage Toll Plaza Location
No. Exit: from + ETC + Extra
(Km.)
Expressway) Wide)
On Entry (2+1)x2
Interchange5 52+240 TP-5 loop/Ramp
road Exit (2+1)x2
On
Interchange 6 62+137 TP-6 loop/Ramp Entry (2+1)x1
road

Way Side Amenity/ Rest Area

Wayside amenities shall be a part of the Project Highway and shall be constructed with
the minimum facilities such as Parking areas (Buses, Cars, Mini Buses), Fuel Station
and garage for minor repair, Hotel/ Motel, Trauma Center, Rest Areas, Fast Food
Centre, Travel Information Facilities, Toilets and Bath Facilities, space for Maintenance
staff & Vehicle Service Station, Dormitory etc.
Wayside amenities shall be developed at the following locations.
Table 0.15: Rest Area Locations Package 1

S. No. Start (Km) End (Km) Side Type of facility Area

1 28+800 29+000 RHS Road user facility 2.0 Ha

Table 0.16: Rest Area Locations Package 2

S. No. Start (Km) End (Km) Side Type of facility Area

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6 Ha
1 51+300 51+600 Both Freight Destination Facility
(Each)
2 60+900 61+100 RHS Road User Facility 1.90
3 75+200 75+500 LHS Freight Destination Facility 6 Ha

PROJECT COST ESTIMATES

Summary of cost estimate for project road section under Package-I is given below.
Table 0.17: Summary of Cost Estimate (Civil Works) for Package-I
Sl. Percentage
Bill No. Description Amount (Rs.)
No. (%)
1 Bill No 1 SITE CLERANCE AND DISMANTLING 90,55,779 0.16%
2 Bill No 2 EARTH WORK 1,092,406,878 19.14%
GRANULAR SUB-BASE AND BASE
3 Bill No 3 1,04,86,06,315 18.38%
COURSES
4 Bill No 4A BITUMINOUS COURSES 86,85,29,102 15.22%
5 Bill No 4B RIGID PAVEMENT 0 0%
6 Bill No 5 CROSS DRAINAGE WORKS 18,65,50,748 3.27%
BRIDGE'S, UNDERPASS, FLYOVER ETC. &
7 Bill No 6 1,11,34,17,862 19.51%
RE Wall
8 Bill No 7 DRAINAGE AND PROTECTIVE WORKS 62,48,15,612 10.95%
TRAFFIC SIGNS, MARKINGS AND ROAD
9 Bill No 8 4,64,77,124 0.81%
APPURTENCES.
10 Bill No 9 MISCELLANEOUS ITEMS 66,38,33,155 11.63%
11 Bill No 10 TOLL PLAZA 5,22,76,678 0.92%
Total Civil Cost (in Rs.) (A) 5,70,59,69,252 100.00%
Base Civil Cost 570.60
GST@ 12% 68.47
Total Civil Cost (in Cr.) 639.07
Utility Relocation Cost (INR Crores) 11.25
Total Civil Cost Including Utility Cost (INR Crores) 650.32
Table 0.18: Summary of Cost Estimate (Civil Works) for Package-2
Sl. Percentage
Bill No. Description Amount (Rs.)
No. (%)
1 Bill No 1 SITE CLERANCE AND DISMANTLING 1,48,84,491 0.17
2 Bill No 2 EARTH WORK 1,60,90,50,546 18.83%
GRANULAR SUB-BASE AND BASE
3 Bill No 3 1,48,95,91,738 17.43%
COURSES
4 Bill No 4A BITUMINOUS COURSES 1,34,88,48,519 15.78%
5 Bill No 4B RIGID PAVEMENT 0.00 0
6 Bill No 5 CROSS DRAINAGE WORKS 23,53,89,938 2.75%
BRIDGE'S, UNDERPASS, FLYOVER ETC. &
7 Bill No 6 1,41,92,55,959 16.61%
RE Wall
8 Bill No 7 DRAINAGE AND PROTECTIVE WORKS 1,12,85,71,602 13.20%
TRAFFIC SIGNS, MARKINGS AND ROAD
9 Bill No 8 7,62,43,490 0.89%
APPURTENCES.
10 Bill No 9 MISCELLANEOUS ITEMS 1,18,89,31,472 13.91%
11 Bill No 10 TOLL PLAZA 3,59,30,599 0.42%
Total Civil Cost (in Rs.) (A) 8,54,66,98,354 100.00%

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Sl. Percentage
Bill No. Description Amount (Rs.)
No. (%)
Base Civil Cost 854.67
GST@ 12% 102.56
Total Civil Cost (in Cr.) 957.23
Utility Relocation Cost (INR Crores) 14.50
Total Civil Cost Including Utility Cost (INR Crores) 971.73

FINANCIAL ANALYSIS

The main objective of financial analysis is to assess the likely returns to the investors
under realistic conditions/assumptions.
The total landed costs for the proposed road at the end of the construction period has
been estimated by adding the capitalized interest during construction (IDC). The
total landed cost at the time of commissioning (start of 2020-21) is thus estimated is
given below.

Table 0.19: Total Landed Cost including IDC

Amount
S. No. Particulars
(Rs in Cr.)
A Concessionaire Cost

1 Civil Construction Cost base year (2020-21) 1621

2 Physical Contingencies Charges (1% Civil Construction Cost) 16

3 Estimated Project Cost (EPC), base year 1637

4 IC & Preoperative Expenses (1% of EPC) 16

5 Interest During Construction, IDC 66

6 Finance Charges (1.0% of Debt) 3.6

7 Escalation @ 5.0% per annum (on TPC) 81

8 Concessionaire Cost incl. of Financing and Interest,IDC (TPC) 1804

Viability Gap Funding VGF (During Construction period
9 78%
& Operation Period)
During Construction Period 722

During Operation Period 0

10 Concessionaire Cost of Project after Grant 1083

Amount of Debt 66.7%

Table 0.20: Financial Indicators

Results Results
S. (At Maximum
Particulars (At 15%
No. Permissible VGF of
Equity IRR)
40% of TPC)

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1. Equity IRR 15% 6.0%

2. Expected VGF (in %) 81.0% 40.0%
3. Expected VGF (Rs. in Crore) 1420.7 721.7
4 Total Project Cost (Rs. in Crore) 17,53.9 1,804.3
NPV of the Equity @ 12% discount
5 105.8 Negative
rate (Rs. in Crore)

From the above table it can be concluded that the project is financially Not Viable on
BOT (Toll) basis with 40% Grant and 30 years Concession Period. Hence the project is
recommended to be taken up on Hybrid Annuity.

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1 INTRODUCTION
BACKGROUND

The National Highways Authority of India (NHAI) under the Ministry of Road
Transport and Highways (MoRT&H), has been entrusted with the assignment of
Development of Economic Corridors, Inter-Corridors, Feeder Routes and Coastal
Roads primarily to improve freight movement in Country. NHAI has also been
further entrusted to develop road sections that are important from the perspective of
International Connectivity and from Religious tourism perspective.
With a view to that, it has been proposed to develop Greenfield Ludhiana Bathinda
National Highway as part of Ludhiana Ajmer Economic Corridor.
Preparation of DPR for these road sections have been included as variation works as
part of ongoing works of Consultancy Services for preparation of DPR for development of
Economic Corridors, Inter Corridors, Feeder Routes and Coastal Roads to improve the
efficiency of freight movement in India in State of Punjab under Contract Package No. Lot-2.
Present report is the second deliverable and is being submitted as Final Alignment
Report for Ludhiana Bathinda Greenfield Highway.
PROJECT OBJECTIVE

The main objectives of the Consultancy services are:

To establish the technical, economical, and financial viability of the project and
prepare detailed Project Report for Development, Rehabilitation and
Upgradation of existing road to at least 4 lane access controlled & 6 lane access
controlled if required depending upon the traffic.
The Viability of the Project shall be established taking into account the
requirements with regard to the Rehabilitation, upgrading and
improvement based on Highway Designs, Pavement Designs, provision of
Service Roads, type of Intersections, Rehabilitation and widening of existing
and/or Construction of New Bridges and Structures, Road Safety features,
quantities of various items of works and Cost Estimates and Economic
Analysis.
The DPR shall include the Geometric Design of Highways, design of pavement
and overlay with options for flexible or rigid pavements, design of bridges
and cross drainage structures and grade separated structures, ,
solutions for congestions/ bottlenecks in highway/ routes including bypass
alignment & design, if needed, safety aspects, design of service roads,
quantities of various items, detailed working drawings, detailed cost
estimates, economic and financial viability analyses, Environmental &
Social Assessments including the EMP and RAP and also adequate Bid

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Documents to be prepared for tendering the Project on the Commercial basis

for International/Local Competitive Bidding.
The DPR Design should include the Detailed Project Preparation
incorporating the aspects of value Engineering, Quality Audit and Safety
Audit requirements in Design and Implementation.
To establish the Technical, Environmental, Social, Economic and Financial
viability of the project clearly bringing out through financial analysis the
preferred mode of implementation BOT/EPC (Govt. of India funding) on
which the Civil Works for the stretch is to be taken up.
SCOPE OF PROJECT SERVICES
The scope of service, inter-alia, covers the following main activities:
Scope of services comprises of but is not limited to

i. As far as possible, the widening/ improvement work to 4 lane configuration

shall be within the existing right of way avoiding land acquisition, except for
locations having inadequate width and where provisions of short bypasses,
service roads, alignment corrections, improvement of intersections are
considered necessary and practicable and cost effective. However bypasses
proposals should also be considered, wherever in urban areas,
improvement to 4 lane configuration of the existing road is not possible. The
Consultant shall furnish land acquisition details as per revenue records/
maps for further processing of land acquisition. Consultant shall also submit
3a, 3A and 3D draft notification for acquisition of land.
ii. The Consultant shall study the possible locations and design of toll
plaza, if applicable to the project. Wayside amenities required on tolled
highway shall also be planned. The local and slow traffic may need
segregation from the main traffic and provision of service roads and fencing
may be considered, wherever necessary to improve efficiency and safety.
iii. The Consultant shall also make suitable proposal for widening/improvement
of the existing road and strengthening of the carriageways, as required at the
appropriate time to maintain the level of service over the design period. The
Consultants shall prepare the documents for BOT/Hybrid
Annuity/EPC/PPP contracts for each DPR assignment.
iv. Environmental Impact Assessment, Environmental Management Plan and
Rehabilitation and Resettlement studies shall be carried out by the
Consultant meeting the requirements of Govt. of India or lending agencies
like ADB/World Bank/JICA etc. Ludhiana Bathinda Corridor being
greenfield shall therefore require environment clearance.
v. Wherever required, consultant will liaise with concerned authorities and
arrange all clarifications. Approval of all drawings including GAD and detail

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engineering drawings will be got done by the consultant from the Railways.
However, if Railways require proof checking of the drawings prepared by the
consultants, the same will be got done by NHAI and payment to the proof
consultant shall be made by NHAI directly. Consultant will also obtain final
approval from Ministry of Environment and Forest for all applicable
clearances. Consultant will also obtain approval for estimates for shifting
of utilities of all types from the concerned authorities and NHAI.
Consultant will also require to be prepared all Land Acquisition papers (i.e.
all necessary schedule and draft 3a, 3A, and 3D, 3G notification as per
L.A. act) for acquisition of land either under NH Act 1956 or State Act.
vi. The DPR consultant may be required to prepare the Bid Documents, based on
the feasibility report, due to exigency of the project for execution if desired by
NHAI.
vii. The consultant shall prepare separate documents for BOT as well as EPC
contracts at Feasibility stage/ DPR stage. The studies for financing options
like BOT, Annuity and EPC will be undertaken in feasibility study stage.
viii. The Consultants shall obtain all types necessary clearances required for
implementation of the project on the ground from the concerned
agencies. The client shall provide the necessary supporting letters and any
official fees as per the demand note issued by such concerned agencies
from whom the clearances are being sought to enable implementation.
ix. The consultant shall prepare the bid documents including required
schedules (as mentioned above) as per EPC/PPP documents. For that it
is suggested that consultant should also go through the EPC/PPP
documents of ministry before bidding the project. The Consultant shall assist
the NHAI and its Financial Consultant and the Legal Adviser by Furnishing
clarifications as required for the financial appraisal and legal scrutiny of
the Project Highway and Bid Documents.
x. Consultant shall be responsible for sharing the findings from the preparation
stages during the bid process. During the bid process for a project, the
consultant shall support the authority in responding to all technical
queries and shall ensure participation of senior team members of the
consultant during all interaction with potential bidders including pre-bid
conference, meetings, and site visits etc. In addition, the consultant shall
also support preparation of detailed responses to the written queries raised
by the bidders.

Technical assignment shall comprise of the following main tasks:

Traffic Surveys and Demand Estimates: The consultant shall carry out
at locations decided by Authority for traffic surveys (a) Classified Traffic
Volume Count surveys carried out for 7 days (b) O-D and Commodity

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Movement Characteristics (c) Intersection Volume Count (d) Pedestrian /

animal Cross Traffic Count (e) Speed-delay Characteristics (f) Axle Loading
Characteristics. The traffic studies including traffic surveys, axle load survey
and demand forecasting shall be assessed for a period of 10, 20 and 30 years.
The demand estimates shall be done assuming three scenarios, namely
optimistic, pessimistic and most likely traffic growth. The growth factors shall
be worked out for five yearly intervals.
The Engineering surveys and Investigations: Detailed Topographic survey
using LiDAR, Alignment and land use survey, Inventory and Condition
surveys for Road, Inventory and Condition surveys for Bridges, cross
drainage structures, other structures, river bank training/protection works
and drainage provisions. The construction materials (Soil, Sand, Aggregate,
fly ash, bitumen), Geo-technical, Hydrology and Drainage surveys are to be
carried out. Pavement Investigations along with Sub-grade characteristics
and strength, investigation of required sub-grade and subsoil characteristics
and strength for road and embankment design and sub soil investigation to
be carried out.
Social and Environment Impact Assessment: These shall be carried out
keeping in view extant policies/laws /guidelines and will include
preparation of Resettlement Action Plan and Environmental Management
Plan. The consultant shall assist in respect of public hearings during EIA
process and getting environmental clearance.
Preliminary Designs: Various components of the project shall be
designed keeping in view the provisions of design standards manual and
the scope of services. Suitable proposals for widening/improvement of
existing road to 4 lane configuration. Provision of service roads shall be
considered wherever necessary to improve efficiency and safety. In case
of constraints bypass may be needed to avoid urban area and most
appropriate alignment option should be identified. Rehabilitation and
widening of existing and/or construction of new bridges and structures
including flyovers/VUP/PUP etc.
Project Costing: Indicative BOQ of various components giving rough cost
estimate which may include lump sum provision of 25% for contingencies,
interest during construction and other financing cost etc. shall be prepared.
Financial Viability: Economic and financial analysis and to find out financial
viability of project for implementation under BOT/ Hybrid Annuity/EPC
and suggest the mode on which the project is to be taken up i.e. either on
BOT/Hybrid Annuity or EPC (under funding from Govt. of India.)
Project Clearances: The consultant shall obtain all the required clearances
required for implementation of the project.

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PROJECT DESCRIPTION
The project road section fall in the state of Punjab. These are explained in sections
below:
LUDHIANA-BATHINDA GREENFIELD HIGHWAY

Project description is explained below:

1- Ludhiana and Bathinda are 2 major Cities of Punjab State. Ludhiana is the
industrial town whereas Bathinda is the education hub and also has support
infrastructure in terms of presence of thermal power plant and oil refinery.

2- There is no present direct connectivity between Ludhiana and Bathinda. From

Ludhiana, traffic has to travel first on NH 5 (old NH 95), Ludhiana-Ferozepur
Section, then turn left towards Halwara/ Raikot/ Barnala from KM 96
Mullanpur Dakha on SH 13, thereafter, from Barnala turn right on NH 7 and
passing through Rampura Phul reach Bathinda. The Section of NH 5 and SH-
13 near Halwara are severely congested and prolong the travel time between
Ludhiana and Bathinda. These locations cannot be further augmented in terms
capacity enhancement.
3- Bathinda act as the gateway towards States of Rajasthan and Gujarat for the
freight traffic originating from Ludhiana and destined to ports in Gujarat and
Vice a versa. This section forms part of Ludhiana Ajmer Economic Corridor.
4- From Bathinda, there is further connectivity to major cities in Haryana such as
Hisar and Rohtak. Therefore, there is a need to provide a faster connectivity
between Ludhiana and Bathinda for boosting the economic and industrial
activity.
5- NHAI has further envisioned other greenfield projects which include the
following:
a. Delhi-Amritsar-Katra Expressway (NE 5).

b. Greenfield Ludhiana Ring Road with a Spur to Rupnagar

c. Greenfield Amritsar-Bathinda Highway connecting Delhi Amritsar
Katra Expressway (near Sultanpur Lodhi) with Bathinda at NH 54 (near
Sangat Kalan)
6- These greenfield highways are required to be interconnected for efficient flow
of traffic. Ludhiana Ring Road starts from the Delhi Amritsar Katra
Expressway North of Ludhiana and terminates also at Delhi Amritsar Katra
Expressway South of Ludhiana near Village Ballowal passing through Doraha.
7- Therefore, for the purpose of interconnectivity, NHAI has envisioned the
Ludhiana-Bathinda Greenfield Highway to take off from the Intersection of
Delhi Amritsar Katra Expressway and Ludhiana Ring Road near Village

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Ballowal and terminates at its intersection with Amritsar Bathinda Greenfield

Highway near Village Bhaini.
8- Proposed Ludhiana Bathinda Highway shall connect Ludhiana with Proposed
international Airport at Halwara, Raikot and Tallewal. The alignment shall
remain on the western side of Bathinda Branch Canal.

Figure 1-1: Key Map Ludhiana Bathinda Greenfield Highway

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PROJECT DELIVERABLES
As per ToR Clause No. 9.2, the project deliverables have been divided into seven stages
furnished as under:

Stage 1: Inception Report

Stage 2: Feasibility Report
Stage 3: LA & Clearances I Report
Stage 4: Detailed Project Report (DPR)
Stage 5: Technical Schedules
Stage 6: Draft 3D publication report
Stage 7: Clearances II Report
DRAFT FEASIBILITY REPORT:

In accordance with Para 10.2 of Terms of Reference (TOR), the Inception Report, inter-
alia, comprises, besides the Chapter of Introduction, the following:
Executive Summary
Chapter -1: Introduction and Overview of NHAI
Chapter -2: Project Road Description
Chapter -3: Methodology for Feasibility study
Chapter- 4: Socio economic profile
Chapter- 5:Traffic Survey and Analysis
Chapter -6:Engineering surveys and investigations
Chapter- 7: Design Standards
Chapter- 8: Development Proposals
Chapter-9: Environmental Screening and Preliminary Environmental Assessment
Chapter-10: Initial social assessment and preliminary land acquisition
Chapter-11: Cost Estimate
Chapter-12: Financial Analysis
Chapter-13: Conclusion and Recommendation
-

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2 PROJECT APPRECIATION
GENERAL

Pursuant to the Terms of Reference of the awarded consultancy assignment LOT-

2/Punjab/Package-1 comprising of Ludhiana Bathinda Greenfield Alignment and
Beas Batala Dera Baba Nanak Section of MDR 66
team of Senior Professionals visited the Project site for a detailed reconnaissance
survey from 16th October 2020 along the existing State/ National Highways as
documented in the RFP.
The Chapter describes in detail both the road sections and there importance.
PROJECT ROAD DESCRIPTION LUDHIANA BATHINDA GREENFIELD
HIGHWAY

Development of Ludhiana-Bhatinda-Ajmer Economic Corridor is included under

Bharatmala Pariyojana. However, as per optimization of Bharatmala network done in
the Ministry, the corridor was to taken up for implementation after stabilization of the
traffic on Amritsar-Bhatinda-Jamnager corridor. The connectivity of the major
industrial center of Ludhiana with Bathinda is via existing NH-95 and NH-54 where
further improvement to six lane/access control facility is not viable due to limited
ROW and heavy built-up areas. In view of this and proposal for development of
Amritsar-Bhatinda Greenfield section it is decided to Develop Ludhiana-Bhatinda
Greenfield section.
Ludhiana is the industrial town of Punjab and is also known as Manchester of North
India. The Industrial units mostly comprise of small-scale industrial, which produce
industrial goods, machine parts, auto parts, household appliances, hosiery, apparel,
and garments. Ludhiana is Asia's largest hub for bicycle manufacturing and produces
more than 50% of India's bicycle production of more than 10 million each year.
Ludhiana produces 60% of India's tractor parts and a large portion of auto and two-
wheeler parts. It is one of the largest manufacturer of domestic sewing machines. Hand
tools and industrial equipment are other specialties.
Therefore, for the purpose further bolstering the economic connectivity and to
promote export-based industries, it is important that the connectivity to Ludhiana is
made efficient, congestion free and is connected with other major industrial towns for
raw material, ports for export and major cities as consumption centers. The only
existing major connectivity to Ludhiana is NH 44 from Delhi. It severely lacks
connectivity with western states such as Gujarat, Maharashtra and Rajasthan.
NHAI is also developing Delhi Katra Expressway (NE 5) which shall provide seamless
connectivity to Ludhiana with Delhi and shall connect it with Delhi Mumbai
Expressway through KMP Expressway. NHAI also developing Amritsar Bathinda
Greenfield highway which shall provide connectivity of Northern Districts of Punjab

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(Amritsar, Gurdaspur, Hoshiarpur, Jalandhar, etc) with Bathinda and further with
Rajasthan and Gujarat. Apart from above, NHAI is improving existing NH network in
Punjab under Bharatmala. These roads shall further connect with Trans Rajasthan
Highway connecting directly with Ajmer thereby bolstering connectivity with ports in
Guajrat.
In continuation of the same, and to provide seamless connectivity to Ludhiana with
Ports in Gujarat through Rajasthan under Ludhiana Ajmer Economic Corridor, a 6
Lane Greenfield Highway connecting Ludhiana and Bathinda is proposed. The project
highway shall start from Delhi Katra Expressway (NE 5) near Ludhiana (village
Ballowal) and terminating at Bathinda near Rampura Phul on Amritsar-Bathinda
Greenfield Highway.
Ludhiana Bathinda Corridor shall provide the much-needed important connectivity
between NE 5 of Delhi-Katra Expressway and Amritsar-Bathinda Greenfield Highway
to accommodate the freight traffic of the country. This highway connecting NH-95,
NH-44 (old NH-1), NE 5, NH-71 and terminating at Amritsar-Bathinda Greenfield
Highway. There is no direct connectivity to the Bathinda from Ludhiana.
Present route from Ludhiana to Bathinda pass though NH 95, SH 13 at Mullapur
Dakha and Barnala NH 64. There are existing settlements at the intersection of these
roads and length is also longer. The existing roads cannot be widened due to presence
of built up structures. Therefore, further increase in traffic on these roads shall lead to
increase in air & noise pollution, wastage of natural resources/fuels, vehicle operation
cost as well as travel time.
The proposed Project Highway shall provide connectivity to proposed Ludhiana
International Airport at Halwara, present connectivity of which is congested. Apart
from providing connectivity in Punjab, the road shall further connect Ludhiana with
proposed Integrated Manufacturing Cluster in Hisar promoted by National Industrial
Corridor Development Corporation (NICDC).
Therefore, to cater the present & predicted traffic and to enhance economic
development in Ludhiana and Punjab, greenfield expressway is the only solution from
socio-economic and ecological point of view.

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Figure 2-1 INDEX MAP Ludhiana-Bathinda Greenfield Highway

Table 2-1 Description of the Project Road sections

Length
S. No Classification Name of Corridor Start Point End Point
(km)

1 Economic Ludhiana Bathinda NH-754A near Rampura Junction with NE-5 near 75.5
Corridor Greenfield Section Phul (Bathinda) village Ballowal (Ludhiana)

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LUDHIANA BATHINDA GREENFIELD HIGHWAY TAKE OFF LOCATION
As described above, the proposed highway passes through the towns of Halwara and
Raikot. Also it has been mentioned that the project highway shall connect Delhi Katra
Amritsar Expressway and Amritsar Greenfield Expressway. however, considering
the importance of the project road, the take off location becomes extremely critical.
This is explained below:

1. The Project Highway connects various greenfield Highways and Expressways

proposed in the State of Punjab.
2. The Greenfield highways include Proposed Delhi Katra Expressway, Greenfield
Ludhiana Ring Road and Amritsar Bathinda Greenfield Highway.
3. The Greenfield Ludhiana Ring Road starts from Delhi Katra Expressway in
North and terminates at South also at Delhi Katra Expressway traversing
through East of Ludhiana.
4. The southern intersection of Delhi Katra Expressway and Ludhiana Ring Road
has been proposed as the Take Off Location of Ludhiana Bathinda Greenfield
Highway.
LUDHIANA BATHINDA GREENFIELD HIGHWAY ROW
The Row for Proposed Ludhiana Bathinda Greenfield highway shall be 60 m.
LUDHIANA BATHINDA GREENFIELD HIGHWAY ALIGNMENT
As described above, the project highway shall take off from the southern intersection
of Delhi-Amritsar-Katra Expressway (NE 5) and Ludhiana Ring Road near Village
Balowal. the alignment has been classified into various sections and same are
described below:
Section 1 Take off location to Ludhiana-Raikot Highway (SH-13) Intersection
This Section is 13.5 Km long and is located between the Take Off Location and
Ludhiana Raikot Road. In this Section Alignment has intersections with Pakhowal
Road, Jodhan-Raikot Road and Halwara Pakhowal Road apart from intersection with
Pakhowal Road.

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Figure 2-2 Ludhiana Bathinda Greenfield Highway Recommended Alignment

This Section of the Alignment shall also provide connectivity to proposed Ludhiana
International Airport at Halwara.

Figure 2-3 Proposed Connectivity to Ludhiana International Airport

Section 2 Ludhiana-Raikot Highway (SH-13) Intersection to Intersection with
Barnala - Moga Highway (NH-703)
This section is the longest and is 36 Km long. After Halwara, the alignment has an
intersection with Raikot-Bassian Road. thereafter the alignment does not have any

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intersection with any National/ State Highways. The alignment remains west of
Bathinda Branch Canal. The alignment passes primarily through rural/ agriculture
fields.
Section 3 Intersection with Barnala-Moga Highway (NH-703) to Intersection with
proposed Amritsar Bathinda Greenfield Highway
This is the last section and having a length of 27 Km. the Sections falls between the
intersection with NH 703 and between the terminating point at intersection with
Amritsar-Bathinda Greenfield Highway. the alignment traverses west of Bathinda
Branch Canal at a distance of 1-1.5 Km.
Total Length of Alignment Option is 75.5 Km
LUDHIANA BATHINDA GREENFIELD HIGHWAY ALIGNMENT DESIGN
FEATURES
Some of the design components of the project highway are described in table below:
Table 2-2 Ludhiana Bathinda Greenfield Highway Salient Features

Total Project Length: - 75.5 Km

Start Point: Amritsar-Bathinda Greenfield Highway at Bathinda
1. Total Length near Rampura Phul
End Point: Delhi-Katra Expressway (Km 251+800 of NE-05),
village Ballowal
2. State Punjab
3. District 3 districts: Ludhiana, Barnala and Bathinda
The alignment passes through total 37 villages.
Ludhiana: total 21 revenue Villages
4. Village
Barnala: total 10 revenue Villages
Bathinda: total 6 revenue Villages
5. Terrain Plain, entire project road length.
The alignment is passing through plain terrain. The
predominant land use along the alignment is agricultural
Land Use (1 Km)
(95.81%) followed by built-up area ( 4.19%) Forest/tree cover
6. 0.06%.
The predominant land use along the alignment is agricultural
Land Use (5 Km) (94.99%) followed by Build-up area (5.019%), Forest/tree cover-
0.01%
Green field alignment, no existing RoW available for the
7. Existing RoW (ERoW)
proposed alignment
8. Proposed RoW (PRoW) Proposed ROW is 70m all through the project road.
Non-forest Land Requirement:- 462 ha
9. Total Area of Land Acquisition Forest land = 9.2 Hectare
Total land (estimated) = 471 ha
10. Main Carriageway (Proposed) 35 m
5 Nos. NH-95, NH-44 (old NH-1), NE-5, NH-71 and Amritsar-
11. Connecting Highways
Bathinda Greenfield Highway
NH/SH - 5
Junctions Approx.
12. MDR 5
(No.)
Vill. Roads- 12

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Major Bridge - 1
Minor Bridge-6
ROB -Nil,
13. Bridges/ structures
Cloverleaf -2
VUP -23
Culverts- 27
Water bodies-12
Buildings-45
Environmental /Social
14. Religious structure- Nil
Constraints
Forest Area- 9.2000 (PF land) along cross roads
Total tree (affected)- 2077 (Estimated)
MAJOR INTERSECTIONS
There are total of 5 Major intersections and are listed below:
Delhi Amritsar Katra Expressway (NE 5), Km 0+000 (Take off Location)
Ludhiana Halwara Raikot State Highway 13 at Km 13+500 (Access to Halwara
International Airport)
Barnala-Moga National Highway (NH 703) at Km 49+000
Rampur Phul-Moga National Highway (NH 254) at Km 70+000
Amritsar-Bathinda Greenfield Highway at Km 76+000 (terminating Location).

INTERCHANGE DESIGN
The interchanges are designed with proper ramps and loops as per IRC: 92 latest
versions. Project road will cross the following National/State Highways:

Delhi Amritsar Katra Expressway (NE 5), Km 0+000 (Take off Location)
Ludhiana Halwara Raikot State Highway 13 at Km 13+500 (Access to Halwara
International Airport)
Barnala-Moga National Highway (NH 703) at Km 49+000
Rampur Phul-Moga National Highway (NH 254) at Km 70+000
Amritsar-Bathinda Greenfield Highway at Km 76+000 (terminating Location).

Apart from above, there are numerous ODR/MDR crossings in the state of Punjab.
Being fully access controlled, there will be no at grade junctions. Entry/Exit will only
be from interchanges. Grade intersections adversely influence the quality of highways
in terms of speed, capacity and safety because of interruptions to the flow of traffic.
Thus, the basic requirement for the design of intersections is not only to cater to the
safe movements for the drivers, but also to provide them full traffic information by
way of signs, pavement markings and traffic signals.
At following 3 locations interchange has been provided:

Delhi Amritsar Katra Expressway (NE 5), Km 0+000 (Take off Location)
Barnala-Moga National Highway (NH 703) at Km 49+000
Amritsar-Bathinda Greenfield Highway at Km 76+000 (terminating Location).

Table 2-3 Ludhiana Bathinda Greenfield Highway List of Existing Intersections

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Intersection
Sl. Type Direction
Chainage Major / Remarks
No. T/Y/X
Minor Towards left Towards right
/Staggered
1 2+800 Minor X Sadhana Mehraj
2 3+680 Minor X Sadhana Phul, Mehraj
3 5+500 Major X Harnam Singh Wala, Kaloke Phul NH-254
4 6+400 Minor X Harnam Singh Wala Dhapali
5 8+600 Minor X Bhai Rupa Dhapali
6 10+400 Minor X Phule wala Dhapali
7 14+750 Minor X Sandhu Kalan Ballo Ke, Allike
8 16+500 Minor X Sandhu Kalan Sehna
9 19+570 Minor X Nainewala Sehna
10 20+800 Major X Bhadaur Sehna, Barnala SH-43
11 24+500 Minor X Bhadaur Badhata
12 25+840 Minor X Deepgarh Badhata
Tallewal,
13 29+630 Major X Bilaspur, Moga NH-71
Barnala
14 34+820 Minor X Machike Gehal
15 35+700 Minor X Narengarh Sohia Gehal
16 37+230 Minor X Chiniwal Khurd Gehal
17 39+510 Minor X Chiniwal Khurd Moom
18 41+030 Minor X Sadowal, Hathur Dhaner, Moom
19 41+480 Minor X Gagewal Dhaner, Moom
Chak Bhai Ka,
20 44+280 Minor X Nathowal
Moom
21 45+300 Minor X Nathowal Dhurkot, Kalsan
22 47+600 Minor X Ramgarh Sivian Dhurkot
23 48+600 Minor X Ramgarh Sivian Boparai Khurd
24 49+030 Minor X Ramgarh Sivian Jalaldiwal
25 50+800 Minor X Ramgarh Sivian Raikot
26 52+240 Minor X Bassian Raikot
27 53+240 Minor X Silaoni Raikot
Burj Hari Singh Wala,
28 55+580 Minor X Raikot
Talwandi Rai
29 58+540 Minor X Talwandi Rai Nurpur
30 60+400 Minor X Rajaona Khurd Nurpur
31 62+120 Major X Halwara Nurpur, Raikot SH-13
32 64+900 Minor X Halwara Pakhowal
33 66+530 Minor X Toosa Raikot
34 67+040 Minor X Toosa Leel
Dangon,
35 70+780 Minor X Jodhan, Dhaipai
Pakhowal
36 71+520 Minor X Sarabha Gujjarwal
37 73+900 Minor X Chaminda Gujjarwal
38 74+620 Minor X Ballowal Gujjarwal
Narangwal
39 75+340 Minor X Ballowal
Kalan

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PROJECT PACKAGING

The project highway has been classified into 2 Contract Packages. Package 1 Starts
from Amritsar Bathinda Greenfield Highway and Terminates at Intersection with
existing Barnala Moga Highway (NH 703).
Table 2.4: Ludhiana Bathinda Greenfield Highway Contract Packaging

Existing Chainage (Km)

Road Sections Length
Start Chainage End Chainage (Km)

Package 1 Amritsar
Bathinda Greenfield
Highway to Intersection Km 0+000 Km 30+300 30.300
with Barnala Moga
Highway (NH 703)

Intersection with Barnala

Moga Highway (NH 703)
Km 30+300 Km 75+543 45.243
till Intersection with Delhi
Katra Expressway (NE 5)

Total Length (Km) 75.543

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3 APPROACH & METHODOLOGY

INTRODUCTION
After an in-depth appraisal of the TOR, we have developed a sequential, systematic
and comprehensive methodology for achieving realistic and technically sound results
specific to and in conformity with the Terms of Reference. This chapter highlights
the Con
the preparation of a Detailed Project Report (DPR). Under the broad framework of the

similar kinds of projects in India and other countries. While developing the
methodology, the main emphasis has been to (I) innovativeness of the Approach and
Methodology; and (ii) suitability of proposed methodology. In order to achieve the
objectives of the Study, the Consultants propose to carry out the effort in a
phased manner, which is logically sequenced as per the various activities presented
in TOR. All tasks pertaining to the Detailed Project Report preparation have been
addressed in the following sections.
The services will be carried out in stages as below:

Stage 1: QAP Document and Inception Report

Stage 2: Feasibility Report (FSR)
Stage 3: LA & Clearances I Report
Stage 4: Detailed Project Report (DPR)
Stage 5: Technical Schedules
Stage 6: Draft 3D publication report
Stage 7: Clearances II Report including assistance to client during the bidding
process
Stage 8: Deliverables

STAGE -1:
INTRODUCTION QUALITY ASSURANCE PLAN (QAP) AND INCEPTION REPORT
3.2.1. Mobilization

To better understand the project requirements as per ToR, key personnel have been
mobilized from 10th October 2020 and carried out the reconnaissance survey. Other
project staff shall be mobilized as per the Task Assignment and Manning schedule as
presented in Chapter 4. Various survey works are to be started and all activities shall
be carried out as per the work plan.

Preliminary Site Reconnaissance

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The key team members along with the clients team comprising of the PD - NHAI,
PIU- Amritsar, visited the corridors in the project area to get familiarized with
the project corridor, to appreciate the requirements of the project, and to develop
a primary assessment of the road network.
Finalization of Methodology and Work Plan
The methodology and work programme conceived during the technical proposal
submission stage were thoroughly reviewed after the site inspection, and necessary
revisions were made.
The team for the field surveys shall be mobilized as per the work plan.

3.2.2. Quality Assurance Plan

Preparation of QAP for Surveys and Investigations
We have prepared a detailed Quality Assurance Plan (QAP) for all the following field
investigations.
Traffic Survey
- Classified Traffic Volume Survey
- O-D and Commodity Movement Survey
Engineering Surveys and Investigations
- Detailed ground reconnaissance
- Topographic surveys
- Road and pavement investigations
- Road inventory
- Pavement condition and composition
- Pavement structural strength survey
- Sub-grade strength
Investigations for bridges and structures
- Inventory of bridges and structures
- Hydraulic and hydrological investigation
- Condition surveys for bridges and structures
- Geo-technical investigations and sub-soil investigations
Material Investigations for
- Quarry
- Borrow area
Preparation of QAP for Design and Documentation
This would include involving the framework for detailed designs and preparation of
working drawings for the following:
Design of pavement for the additional lanes and overlay for the existing
road and verges
Bridges and Structures
At-grade and grade-separated intersections; and
Prepare alignment plans, longitudinal sections and cross-sections
Designs for road furniture and road safety/traffic control features

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Drainage design showing location of turnouts, out falling structures
Bypasses at congested/ poor geometric/ unsafe from safety aspect locations
Bridges and structures rehabilitation plan with design and drawings
Wayside amenities (Weighing stations, parking areas and rest areas)

3.2.3. Formulation of Design Standards

Detailed Design Standards applicable for project road have been presented in Chapter
9 of this report.
A.) Geometric Elements
We propose to review and compare major parameters of geometric design
standards such as minimum radius of curve; maximum rate of super-elevation,
coefficient of friction, etc. suggested by India Roads Congress and other currently
used practices in various ongoing internationally funded major highway projects.
We propose to do this with our access to the latest state-of-the-art information base.
From the review and after considering local traffic components, the norms on highway
geometric standards will be finalized. All standards shall be framed as per ToR
requirement.
B.) Cross Section
Standard/upgraded cross-section configuration as per the requirement of RoW shall
be prepared after reviewing the following guidelines:

Indian Roads Congress

Current International Practices
Typical cross-sections shall be developed and discussed with NHAI, , and will
be adopted for the project.
C.) Materials
The suggested guidelines of Indian Roads Congress together with current
international practices on the material specifications will be reviewed. Efforts will also
be made to evaluate the material specifications of some on-going road construction
projects in different parts of India, and hence prepare the specifications for locally
available marginal materials after having made detailed engineering investigations.
D.) Pavement
The pavement design specialist will review Indian and International design practices
as mentioned in ToR for both rigid and flexible pavements to adopt a design
methodology in view of strength and economics. We will also review reports from
previous studies and projects to form a sound background. Finally, a set of design
standards on pavement design for the project under consideration would be
established for adoption.
E.) Bridges and Cross Drainage Structures

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Review of reports from previous studies encompassing both Indian and international
standards to appreciate the recommendation on design standards of bridges, cross
drainage structures shall be carried out. A set of recommendations on these elements
based on review, guidelines recommended by IRC, IS and based on our past
experiences shall be established.
F.) Junctions, Service Roads
Review of the Indian Roads Congress design standards together with Current
International Practices of providing Junctions and Service roads shall be carried out.
A set of recommendations on these elements shall be established.
G.) Grade Separators
Existing standards related to different aspects of grade separators will be reviewed
against international standards such as AASHTO. While reviewing the standards,
special emphasis will be given on:
Design of Flyovers and Underpasses with respect to:
Vertical curves
Vertical curves
Horizontal curves
Design of approach roads
Minimum vertical clearance
Standard cross-sections, etc.
Lateral Clearance
Ventilation
Lightning, etc.
After the review, differences will be highlighted, advantages and disadvantages
discussed and the recommendations made to NHAI officials on what is most
appropriate for this project.
H.) Traffic Safety, Signals and Road Markings
A detailed review on the Indian, International standards and practices will be made
on traffic signals and road markings for different types of road sections. The road
markings will be done with different specifications at the mid sections and the
intersections. The intersections will be categorized into major and minor ones. Major
intersections will be tested for the use of three phased signals, with proper
synchronization amongst them. The best evaluated standards for such facilities will be
recommended after having discussion with NHAI officials.
I.) Traffic Signs
The standards and guidelines for traffic signs will be studied in depth. Special
attention will be given on the background colour, shape, letter size and colour for
locally adopted signs for the following types:

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Mandatory signs
Regulatory signs

Informatory signs
Cautionary Signs, etc.
Alternative standard designs for the above mentioned traffic signs will be
developed and the site-specific suitable signs will be recommended after discussing
with the NHAI officials.
J.) Bus Stops
The bus stop layouts, including its minimum dimensions, heights and materials used,
will be examined and the best suitable option for the project locality will be
developed. Simultaneously, the standards for bus bays will also be studied and the
provision for the same will be made wherever felt necessary.
K.) Road Side Amenities
The Indian and international standards and specifications for the infrastructure
facilities such as drinking water points, urinals and eateries will be thoroughly
reviewed and standard designs for the same, best suited for the project corridor, will
be prepared.
L.) Highway Lighting
Indian Standards for highway lighting shall be reviewed. Suitable guidelines for
lighting at intersections, along the project highway in urban areas, grade
separators, toll plaza, administration and base camp, etc. shall be developed.

3.2.4. Inception Report

The report shall cover the following major aspects:

Project Appreciation
Detailed Approach & Methodology
Work programme and Manning Schedule
Design standards and proposed cross-sections;
State Plans and Development Programme
Draft design standards;
Conclusions and Recommendations and
Bypass Improvement Proposals

Inception report has been prepared based on desk study and subsequent
reconnaissance survey of project site by the project team. During the site visit all
information required for project appreciation, bypass proposals and development
plans is being be collected. Consultant will study the objective of the national, state
level policies and programs will be reviewed in conjunction with the State Five
Year Plans. These will be reviewed especially where the area under influence is
gaining importance in the state plans, especially areas which would have an effect on

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the traffic generation, particularly urbanization, industrialization and overall
economic development.
One of the major inputs required in this project will be the short term and medium
term road development plans in the vicinity of the project road and proposed
industrial and other activity patterns. This will be useful in working out a preferential
sequence of the concerned authorities, towards improvement of the existing road,
based on the road category and the investment levels.

In the event of insufficient data or information availability, it may be required to have

discussion with the concerned authorities, particularly with industries, departments
and corporations. The collection of this information is in progress.
The report shall also include alignment of proposed corridor. The requirements, if any,
for the construction of bypasses shall be identified on the basis of data derived from
reconnaissance. The available alignment options shall be worked out on the basis
of available maps/ toposheets collected from the SOI (Survey of India) . The most
appropriate alignment option for bypasses shall be identified on the basis of site
conditions and techno-economic considerations. Inception Report includes the
details regarding these aspects concerning the construction of bypasses for approval
by NHAI.

3.2.1.1.1.1 STAGE -2:

FEASIBILITY STUDY REPORT (FSR)
3.2.1. Assemble and Appreciate Available Data and Reports
The focus is to collect and review all the available data pertinent to the project.
3.2.2. Socio Economic Profile of the Project Area
A.) Demography and Settlement Pattern
The demographic pattern of the Project Influence Area will have a tremendous impact
on traffic generation and movement pattern. In addition to generating traffic, the
pattern and location of human settlement can also act as constraints to the road
alignment. The type of land use and details of ownership will be required to
establish land availability for road widening. We are collecting as much data as
available on demographic trends and land use along the project corridor.
B.) Industrial Profile, Plans and Policies
The development of the project road is expected to attract additional industrial
activities and improvement/modernization of the existing industry, which in turn
could generate a substantial amount of traffic. In view of the emerging scenario, there
is a need to look into the industrial development program of the Government to assess
the type of Industries, which are likely to be attracted and the type of vehicular traffic
that would be generated. In the subsequent stage of services details about the same
will be thoroughly studied.
C.) Past Traffic Data

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We propose to collect the past records of Traffic data and also within the influence area
for a period of 5 years. This will enable to assess the historical growth trends by mode.
Depending upon the available data, a seasonal adjustment factor for converting
short-term counts to AADT will be investigated. We also propose to collect and
review vehicle registration data from the records of transport authority of state to
establish growth trends and relate them with overall emerging transport scenario
in the Project Influence Area.
D.) Inventorisation of Existing Data
This task will focus on identifying and assessing the availability and effectiveness
of the data available with NHAI, PWD departments. Efforts are being made to
assemble the data with the help of the highway engineer. It is anticipated that this will
consist of:
Basic network characteristics
Pavement/shoulder width
ROW width
Geometric Deficiencies
Road maintenance records
Percentage area covered by potholes, raveling, patching and cracking
Shoulder defects, etc.
Height of embankment
Pavement roughness
Inventory of Cross-Drainage Works and
Pavement thickness
E.) Historical Data on Climate
The influence of climate, particularly temperature and moisture, on performance of
road is very important. In particular, climate related deterioration sometimes
dominates the design of bituminous surfacing materials to minimize this type of
deterioration. Climate data for the last five to ten years will be collected from the
meteorological department. This will be used in calibrating the pavement
deterioration model.
F.) Hydrological Data
Hydrological data has a pivotal role in deciding the linear waterway, foundation of
bridges, and other cross drainage structures, protective works, finished levels of
the road surface etc. We propose to collect data on previous rainfall and flood
records, conduct field interviews and field surveys etc. to decide on above.
G.) Geological Information on Project Corridor
The identified corridor alignment is passing through plain terrain. We propose to
collect geological information in these areas to prepare geological maps for the
identified stretches of the proposed road alignment, and conceive appropriate
construction methods, suiting field condition.
H.) Information on Quarry and Borrow Areas
We will collect information on existing borrow areas and quarries near to the
project stretch, and other study reports undertaken by various agencies in the past

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which will help in conducting field surveys around the area of project road to identify
location and availability of construction materials to meet the project demand.
I.) Current Schedule of Rates
In any economic appraisal, the unit cost data for construction and maintenance
treatments is a key input. The current schedule of rates from the Government of Punjab
shall be used for estimation of cost of the development of the project road. Collection
of Secondary data is in progress.
3.2.3. Traffic Surveys
For preparation of traffic survey plan for the project roads, consultants have made
comprehensive review of study area network, collected available secondary data from
past studies and made site reconnaissance. All these details have been discussed in the
following sections:
Traffic Survey Locations
For Ludhiana Bathinda Greenfield Highway
Since Ludhiana Bathinda Highway is
greenfield, traffic surveys are required to
be conducted at corridors which are at
the moment catering to the traffic
travelling between Ludhiana and
Bathinda. Potential traffic between
Ludhiana and Bathinda shall be diverted
from these existing highways. The
highways from which the traffic will be
diverted are listed below:
1. Existing SH 13 Ludhiana Raikot
Barnala Bbathinda Highway.
2. Existing NH 7 Sangrur Barnala
Bathinda Highway
3. Existing Ludhiana-Moga (NH 5)
Moga Bhagta Bhai Ka Bucho Figure 3-1 Traffic Survey Locations for Ludhiana
Mandi (NH 105B) Bathinda Highway
Accordingly traffic surveys (Classfied
Traffic Volume Count and Origin Destination Survey) shall be consudcted on the
above mentioned Highways at following locations
1. Lehra Bega Toll Plaza at Sangrur-Barnala Bathinda NH 7
2. Moga Bhagta Bhai Ka Section of NH 254
At Beas Batala Dera Baba Nanak Corridor (NH 503 D)

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Unlike Ludhiana Bathinda
greenfield highway, Beas Batala
Dera Baba Nanak Corridor is
existing Highway. therefore, the
project highway has traffic already
flowing along the road. the Project
Highway has following 2
homogenous sections as listed
below:
1. Beas to Batala, Length 38
Km.
2. Batala to Dera Baba Nanak,
Length 25 Km
Apart from above sections, traffic
destined to Batala from Jalandhar
will pass through Dhjlwan Toll
Figure 3-2 Traffic Survey Locations for Beas Batala
Plaza on NH 3. Traffic from other
Dera Baba Nanak NH 503 D
major towns such as Amritsar,
Pathankot, Gurdaspur, etc have direct connectivity with Batala and therefore shall not
travel on Project Highway. therefore, it is recommended that traffic surveys shall also
be conducted at Dhilwan Toll Plaza, NH 3. Traffic surveys shall be conducted at
following Locations:
1. Dhilwan Toll Plaza
2. After Village Ammo Nangal between Mehta and Batala
3. Before Village Nangal, between Batala and Dera Baba Nanak.

Primary Traffic Surveys

i) General
In order to assess the existing traffic flow characteristics and travel patterns along the
project corridors, extensive traffic surveys will be conducted at various locations
representing homogeneous sections of the selected road network. Other than the
selected roads, Traffic surveys will also be carried out on the alternative and
connecting roads to collect necessary information. Primary Surveys planned for the
study are as under:
Classified traffic volume count survey
Origin - Destination Survey
Pedestrian crossing survey
Axle Load Survey
Truck Parking Survey

ii) Methodology for Conducting Primary Traffic Surveys

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Methodology for conducting various traffic surveys along with the expected outputs
to be generated from the collected data have been discussed in the following
sections:
Selection of Survey stations
Survey locations identified along the corridors have been selected considering the
following:
- The route serves inter-city traffic. Thus, survey sites shall be identified well
way from the urbanized developments and villages to avoid local traffic
streams.
- Station should be located in a reasonably level terrain, with good visibility
- Survey stations shall be located within each of the homogeneous sections in
order to allow detail study of sectional traffic & travel behaviour
- Survey stations shall be preferably located close to the traffic count stations of
Public Works Department/ NHAI wherever possible.

If there is any substantial variation in traffic is observed while conducting the survey
like presence of local traffic or slow-moving traffic, the same will shifted after
discussing with the NHAI officials.

The methodology for conducting various primary surveys is discussed in the

subsequent section.
CLASSIFIED TRAFFIC VOLUME COUNT (TVC) SURVEY
The criteria adopted to identify survey locations for conducting Classified Traffic
Volume Counts (CTVC) is as under:
identification of traffic homogeneous sections based on major towns/dispersal
locations in the study road network comprising National Highways and State
Highways
Each of traffic count station represents one homogenous section of the project
road network.
Identified traffic count stations on the network other than the study road
network have been planned to assess divertible traffic on to project roads
(which form parallel corridors).
In all, 10 count stations have been identified on the study corridor and alternative
routes. The distribution of survey count stations, by class of roads is shown in the table
below.
Table 3-1 Distribution of Traffic Count Stations on Various Roads
Road Category Traffic Count Stations
National Highways 03
State Highways 02
Total 5

The vehicle classification system to be adopted to record the traffic data on the project
road will be as per TOR. The vehicle classification system adopted for the study is
presented in Table.

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Table 3-2 Vehicle Classification System

Motorised Traffic Non-Motorised Traffic

2 Wheelers Scooter, Motor Cycles and Mopeds Bicycle
Cycle Rickshaw
3 -Wheelers Animal Drawn Vehicle/
Passenger Car Car Hand Cart
Other Non-Motorized Vehicles
Utility Vehicle Jeep, Van
Bus Mini Bus
Standard Bus
LCV LCV Passenger
LCV - Freight
Truck MCV 2- Axle Rigid Chassis HCV
- 3- Axle Rigid Chassis
Multi Axle Truck (MAV) Semi
Articulated, Articulated
Farm Vehicles Agricultural Tractor
Agricultural Tractor & trailer
Other Vehicles Bulldozers, Road Rollers, Heavy
Machinery, Jugars etc.

Other than the vehicle classification system given in TOR, AECOM has also relied on
the codal guidelines mentioned below to capture all categories of vehicles plying on
the road.
IRC: SP 19-2001 Manual for survey, investigation and preparation of road projects
IRC: 9 1972 Traffic census for non-urban roads
Traffic Survey locations identified based on homogeneity of the traffic on different
routes are discussed in table below. Traffic moving between Zira and Firozpur has
an alternative route via Talwandi Bhai i.e. using NH 5 and NH 54. Traffic survey
locations are also planned on these roads.
These survey locations will also be discussed with the NHAI officials to obtain prior
concurrence on the same before starting the surveys. These locations have been shown
graphically on Figure 3- 2.
Table 3-3 Traffic Survey Locations & Duration
S. Duration of
Type Stretch Tentative Location
No. Survey
1 TVC 1 Bathinda- Barnala 7 days x 24 hrs. Lehra Bega Toll Plaza
2 TVC 2 Moga-Bhagta Bhai Ka 7 days x 24 hrs.
3 TVC 3 Jalandhar Beas Section 7 days x 24 hrs. Dhilwan Toll Plaza
4 TVC 4 Mehta Batala 7 days x 24 hrs. Village Ammo Nangal
5 TVC 5 Batala Dera Baba Nanak 7 days x 24 hrs. Village Nangal

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Survey Duration and Methodology

TVC survey will be carried out

continuously for seven or three days,
as the case may be, using Automatic
Traffic Counter and Classifier
(ATCC) capable of counting vehicles
according to their class with help of
different non-intrusive technologies
such as infrared sensors, Pneumatic
tubes etc. The system consists of sensor devices installed in a lane to record the
physical characteristics of vehicles and a processing unit to aggregate the input from
the various sensor devices and interpret this input to assign a class to each vehicle
passing through the lane.
class will be determined on the basis
of the physical attributes of the vehicle
such as number of axles, number of
tyres on each axle, spacing between
the axles, and length of the body. In
addition, vehicles should also be
distinguished by the height of the
vehicle or the total weight of the vehicle to avoid confusion between same size of axle
types.
Outputs from the Traffic Data collected
The field survey data collected will be processed and an abstract of average hourly
traffic volume, by mode, and direction, will be compiled. The analysis will present the

stations. In addition, it will also present the traffic volume by composition and by
hourly variation. The information would help in assessing the level of service
prevailing along the road section and enable identification of improvement measures
in combination with other survey data. The details of the expected output and its use
is mentioned below:
Traffic intensity on links
Hourly variation of traffic, and peak hours
Daily variation of traffic
Traffic composition
Directional distribution of traffic
Average Daily Traffic (ADT)
Application of Data Outputs for
Estimation of ADT/AADT in conjunction with past seasonal variation data
Capacity analysis and defining level of service for road sections
Development of traffic data for pavement design in conjunction with axle load data
Estimation of toll plaza lane requirements
Traffic growth rates in conjunction with historical traffic data

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Economic and financial analysis
ORIGIN-DESTINATION (O-D) SURVEY
Selection of Survey stations

OD Survey shall be conducted at same locations where TVC will be conducted.

Locations have been selected in such a way that it captures the travel pattern of vehicles
moving on the study corridor. Locations have also been identified on the competing
network to capture the divertiable traffic. Survey location identified to carry-out the
OD survey has been listed in table below.
Table 3-4 OD Survey Locations
S. Duration of
Type Stretch Tentative Location
No. Survey
1 OD 1 Bathinda- Barnala 1 day x 24 hrs. Lehra Bega Toll Plaza
2 OD 2 Moga-Bhagta Bhai Ka 1 day x 24 hrs.
3 OD 3 Jalandhar Beas Section 1 day x 24 hrs. Dhilwan Toll Plaza
4 OD 4 Mehta Batala 1 day x 24 hrs. Village Ammo Nangal
5 OD 5 Batala Dera Baba Nanak 1 day x 24 hrs. Village Nangal

Sample Size
Attempt would be made to collect reasonable data to achieve statistical significance.
O-D surveys would be conducted simultaneously with Classified Traffic Volume
Counts in order to expand the sample to total traffic. Adequate deployment of trained
enumeration staff would be made.
Survey Methodology
The survey would be conducted using Road-side Interview Method. Vehicles would
be stopped randomly on sample basis with the help of traffic police at the survey
stations and information on time of interview, type of vehicle, registration number etc.,
would be noted down by the enumerator. The vehicle driver or occupant of vehicle
will be interviewed to seek information on origin, destination, trip purpose, trip
length, occupancy etc.

Outputs expected from the Survey Data

The outputs expected for the data collected and its use in the project is listed below:

Travel pattern of vehicles (passenger & freight)

Lead/ Load distribution
Commodity movement pattern
Occupancy and Trip purpose

Data Output will be used for

Estimation of through and originated/destined traffic on corridor.

Travel pattern and commodity (bulk/non bulk) movement pattern would be
used to identify Project Influence Area (PIA) and to derive weightages for traffic

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growth rate estimation based on contribution made by different zones in
influence area
Lead distribution is used to work out the utilisation of vehicular groups which
is an input for VOC model
Load distribution defines the extent of overloading in various freight vehicles.
These are also compared with axle load data
Trip purpose defines the character of route commuter/recreational etc.
AXLE LOAD SURVEY
Axle Load Survey will be carried out at 2 locations to obtain the axle load pattern for
buses and freight vehicles along the project corridor. The surveys will be conducted
for 1 day (24 hours) simultaneously with the classified traffic volume survey. The data
collected will be used to find out the vehicle damage factor and equivalent number of
standard axles for each heavy vehicle. The VDF so obtained or the national average
figure for VDF, whichever is higher, will be adopted for the purposes of pavement
design. The location of the surveys are mentioned in table below
Table 3-5 Axle Load Survey Locations
S. Duration of
Type Stretch Tentative Location
No. Survey
1 Axle Load 1 Bathinda- Barnala 1 day x 24 hrs. Lehra Bega Toll Plaza
2 Axle Load 2 Mehta Batala 1 day x 24 hrs. Village Ammo Nangal

Traffic Analysis, Forecasting and Assignment

Traffic Growth Rate and Forecast

Traffic projections will be made over 30 years period from i.e. 2017 till 2048 to address
the requirements of life cycle cost analysis for engineering structures and financial
analysis.
Traffic forecasting will involve the following major activities:

a) Establishment of present normal traffic in the corridor

This will be done using the volume count data at different stations representing
homogeneous traffic sections.

b) Estimation of diverted traffic

The travel desire in the area as established from O-D survey data will be used
to analyse possibility of traffic diversion from other routes or from the project
corridor to other potential attractive routes. Perceived cost of transportation
(i.e. cost of vehicle operation plus travel time cost) will be the basis for deciding
on the extent of diversion.

c) Estimation of generated traffic

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The generation of additional trips arising as a result of reduction in
VOC/travel time will be worked out based on marginal cost of
transportation.

d) Identification of Project Influence Area (PIA)

The O-D survey will indicate the originating/destination areas of traffic plying
on the project road. The O-D data will also be used to assign weightages to the
different influencing areas/states.

e) Traffic forecasting

AECOM will study the time series traffic data available from NHAI or PWD
for the regular count stations (or other sources like past studies) along the
project corridors. These would reveal the past traffic trends to
corroborate/adjust estimated growth rates.

AECOM will adopt elasticity method to establish traffic growth rates for
estimating the future traffic. Elasticity approach relates the growth of traffic on
the corridor to the growth of various economic indicators of the Project
Influence Area (PIA). The PIA will be determined from traffic flow pattern as
obtained from analysis of O-D survey data. As the project section lies in Punjab,
a very high percentage of passenger trips will have their origin and destination
in this state. Thus, for passenger vehicles, economic indicators of this state will
be used. However, for freight vehicles, the origin-destination points are
expected to be beyond this state. The results of OD data will be used to
determine the shares of different influencing states. These shares will be used
to assign weightages to economic indicators of influencing states. The various
economic parameters to be considered include, Net State Domestic Product
(NSDP), population, per capita income, income accruing to the major sectors
of the economy, etc. The Consultants will use time series data of these economic
indicators along with past traffic data/registered vehicles and establish
elasticities for the project corridor using regression analysis
Projection of future economic growth will take into account the past
performance of both, the national economy, as well as the regional economy
and future development plans in the states and/or PIA. AECOM will consider
three scenarios of future economic growth, namely, pessimistic, optimistic and
the most likely.
Future transport demand elasticities will be estimated for the analysis period
keeping in view the future vehicle mix and past elasticity values.
Projected growth rates of different vehicles would be estimated based on the
projected transport demand elasticities and projected growth rates of the socio-
economic parameters for the corresponding period. Traffic growth rates by
vehicle type under the three scenarios will be determined for the time horizon
of the study at intervals of 5 years. The growth rates so developed will be
compared with past trend observed on the project corridor.

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The growth rate projected by vehicle type under three scenarios would then be
applied to the base year traffic. The future traffic, in terms of number of
vehicles, will be projected in each successive year upto the horizon year of the
study. However, the viability analysis will be carried out using the traffic
growth rates of the most likely scenario.

General

The TOR suggests use of Total Station and LiDAR technique to carry out the Topo-
survey but has different implications of adopting either/both the technologies.

On its appraisal of the using Lidar technique, a brief methodology shall be drafted
later with our view for adopting Lidar survey in line with the Terms of Reference and
project scope. The various pros and cons with respect to its technical aspects regarding
the usage & its accuracy involved in adopting the Lidar technology vis a vis
Topographical Survey in consultation with the concerned agencies are being studied
in house for the way forward.

Adopting the Topographic Survey by use of Hydrid Approach (i.e. Using Total
station along with LiDAR Technology) for the project road shall ensure more
accuracy of the quantities of cut-fill on the formation portion.

However, the aspect shall be discussed and brought out in detail to enable the
Competent Authority to provide an approval to go ahead with the Lidar / topo-survey
methodology w.r.t. to its acceptance of the accuracy limitations.

Formulate Survey Program

The Senior Survey Engineer will visit the project corridors to understand on
specific site problems, which will enable him to estimate the number of survey

Scope of work
Topographical survey of the project roads will comprise of establishment of suitable
network of survey control points using GNSS & Digital Levels and conducting
detailed topographical survey using Mobile Lidar or equivalent technology that can
meet the fundamental horizontal and vertical accuracy level of better than 2cm.

Methodology

The traffic survey formats for recording the field data have been designed after
reviewing relevant codes and guidelines. However, vehicle categories included in the
survey Performa are not devised as per size of various vehicle types and their
operating characteristics. Therefore, Consultants have modified the survey Performa
by including appropriate vehicle categories as it would be helpful in estimating toll
revenue, vehicle operating costs and traffic intensity for project road. Separate data on
toll exempted vehicles (army vehicles, ambulances. Government vehicles etc.) will also
be recoded.

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Methodology
i) Establish Horizontal and Vertical Controls
In order to ensure high degree of accuracy of survey, control points (cement concrete
pillars) will be established at an interval of about 5 km apart along the road,
using differential GPS techniques. Normally, twin pillars will be fixed at these
locations so as to enable further densification of control (200 to 300 m apart) along
the road using total station traverse. Care will be taken while establishing these points
to locate them at safe places within the RoW and away from main construction area so
that they can serve as permanent benchmarks for survey and layout at later stage.
The elevations (ellipsoidal heights as obtained by GPS observations) are not
accurate for highway work and cannot be used. Therefore, the elevation of the
control points will be established with respect to the GTS (Geodetic Triangulation
Survey) benchmarks established by Survey of India. The correct elevations (RL) of
these benchmarks are to be obtained, with the assistance of the client, and precision
levelling will be carried out by two levelling teams in fore and back direction and
mean will be taken to establish the elevation of all cement concrete pillars, and
other control points, using auto-levels.
For quick referencing additional benchmarks will be established prior to initiation
of the survey work and the intermediate distance between two BMs will not be more
than 250m, as specified in the ToR.
All these benchmarks will be tabulated with the following details and will be
incorporated into the report for further reference during the construction period.

Unique Identification Number

Co-ordinates (X, Y and Z)
Description of GPS Pillar/Bench Mark
Sketch of GPS Pillar/Bench Mark with reference to permanent ground features

ii) Detailed Topographic Survey using LiDAR Technology

Based on the precise x, y & z coordinates of survey control points and BM pillars,
detailed topographical survey of the project road will be carried out using mobile
Lidar system within specified road corridor. Mobile Lidar system captures all visible
ground features of the road corridor in the form of highly dense 3D point cloud
captured by Laser Scanner and high resolution panoramic images captured by on
board cameras. The point cloud and images are integrated and geo-referenced with
reference to the survey control network established on ground established with GNSS.
Instantaneous positioning of the vehicle mounted mobile Lidar system and the
positions of the corresponding ground object captured by Lidar system at that instant
is determined with the help of on board GNSS receiver with reference to another static
GNSS receiver placed at known ground control point already established on the
project road. The point cloud data and the corresponding images captured by the
camera are processed together to generate 3D model of the terrain. All existing road

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furniture including natural and manmade ground features like houses, water bodies,
communication and power lines, bridges, culverts, trees with girth >0.3m, etc. within
specified corridor of 30m beyond either side of the centreline of the proposed road
alignment are manually digitized in vector format with standard feature codes from
the 3D point cloud and panoramic images draped on the model.
iii) Detailed Topographic Survey using Conventional Methods

However, in shadow areas such as invert levels below culverts/bridges, where LiDAR
or equivalent technologies cannot survey accurately, traditional methods of Total
Station/ Auto Level shall be used to complete the study. Certain features that impact
the project like monuments, burial grounds, cremation grounds, places of worship,
railway lines, severs, gas/oil pipe line crossings, utility services such as electric and
telephone lines (O/H & U/G) and poles, optical fibre cables (OFC) etc., must be
surveyed carefully. The survey will cover the entire right-of-way of the road with
adequate allowance for possible shifting of the central lines at curves and intersections
locations. Longitudinal sections and cross sections will be extracted either from the
point cloud or will be surveyed by conventional method using Total Station
adequately to represent the terrain closely.

Survey will also include hydrological requirements of the project study area by
extending surveys for suitable lengths in upstream and downstream from the bridge
site. All ground survey data collected from Lidar survey and by Total Station survey
shall be suitably processed and physically validated on ground and updated with
relevant information like names of the place, locality, destinations of the approach
roads and other important land marks. Updated 3D AutoCAD data of the project road
is thus available in digital format for developing DTM and subsequent design and
mapping on desired scale for planning and cost estimation.

iv) Collection of Cross Section Data

Collection of DTM data will start after completion of traversing and levelling as
described in the previous activity. Establishing horizontal control points and vertical
control points first will help in accurate and speedy collection of Digital Ground Model
(DTM) data. The data will be collected using Total Station along the project corridor.
The widths of band will be 30m from the centre line on either side of road. The detailed
field survey will essentially include the following:
All natural and manmade features such as buildings, trees, fences, transmission
links, water lines, and others utility lines which fall within the RoW will be captured.
As per requirements, intersections, bridges and culvert location survey data will be
collected as described below.

a.) Intersection/Cross Roads

Where existing roads cross the alignment, the survey will extend a minimum of
100m on either side of the road centre line to allow improvements, including at
grade intersections, to be designed.

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b.) Bridge Location Survey (Hydraulic Cross Section Surveys)
In the design of C.D structures, determination of waterways and span
arrangements are important. In order to assess waterways and span arrangement,
a hydraulic survey of CD structures is necessary. As indicated in the ToR, a hydraulic
cross section survey will be carried out.

c.) Finalization of Strip Plans

The strip plans shall be updated based on the exact location of the physical features
utility lines, property lines, location of CD structures, archaeological structures,
bypass alignments etc., captured during the topographical survey.

d.) Boundary Pillars

Wherever there is a proposal of realignment of the existing Highway and/or
construction of New Bypasses, boundary pillars will be fixed along the proposed
alignment on the extreme boundary on either side of the project Highway at 50 m
interval.

e.) Mapping sub surface utilities

Ground Penetrating Radar (GPR) shall be utilized for mapping sub surface utilities
within project RoW up to a depth of 4m differentiating between live electric cables and
other utilities and producing results in appropriate format such as PDF or JPEG.

Inventorisation of Project Road

Network Inventory

The following data will be recorded during this survey:

Inventory of Road

Pavement - type, width;

Cross-fall - adequacy;
Alignment features - gradient, horizontal curvature;
Junctions and railway crossings;
Shoulders - type, width;
Terrain
Land use
Sub-grade/local soil type
Available RoW
Roadside drainage - type and depth of drain;
Earthworks - cut or fill, embankment height and adequacy;
Slopes and retaining walls - presence, height and stability.
Location of water bodies

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The Chainage, in terms of the offset from the previous kilometre post, will be
used for each inventory item. The data will be compiled and presented in tabular
form as suggested in ToR.

Inventory and Condition Assessment of Existing Cross Drainage Structures

A detailed inventory on the characteristics of the existing cross-drainage

structures will be carried out in detail. Inventory of all the existing bridges/structures
will be carried out as per provisions of IRC: SP-35 and also the required parameters
will be collected which will help in adopting a scientific approach for retention / repair
& rehabilitation / reconstruction and widening of existing structures. Inventory will
give technical and administrative data for each structure such as name, location,
administrative unit, type of road, construction data and technical data such as overall
length, details of spans, waterway, type of foundations, type of substructure and
superstructure carriageway width, overall deck width, design loading, structure
classification and functioning of structure in the past both from hydraulic and
structural considerations. Inventory will help in deciding the geometry, configuration
and structural framework of new structures and widening of existing structure if
necessary
Based on distresses, if any, observed during inspection, the bridges will be categorized
as under:
With minor distresses not affecting the structural behaviour
With major distresses and consequently need thorough examination
The structures where the extent of distress has a consequent effect on the structural
adequacy will be identified for detailed inspection to be carried out. Only the visible
portion above ground or water level will be examined. Preliminary repair plans based
on preliminary designs will be prepared along with likely cost for approval of NHAI
authorities. Those structures which are beyond economical repair will be specially
identified for replacement.

Hydrological and Hydraulic Investigations

The design discharge for which the waterway of bridges is to be designed will be based
on 100 years return period peak flood. Hydraulic data and Hydrology Report for
existing bridges shall be obtained from concerned authorities. In case the requisite
information is not available, the design discharge will be estimated by following
methods:-
From the rainfall and other characteristics of the catchment by use of
empirical methods applicable to that region
By the area velocity method with the help of hydraulic characteristic of the
channel
Unit Hydrograph method
Flood Frequency Analysis

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The values of discharge worked out by various methods will be compared and the
maximum design discharge fixed by judgement. The linear waterway of the bridges
will be determined as per formula given clause 104 IRC:5-2015 and compared with the
waterway of the existing bridges. The span arrangement of the bridges will be
determined on the basis of the requirement of waterway, type of foundation and safe
bearing capacity of the founding strata. Vertical clearance of the bridges will be
determined as per provision of clause 106.8 IRC:5-2015. The scour depth will be
determined as per clause 106.9 of IRC:5-2015.

Preparation of Strip Plan

The strip plan preparation is an essential activity to be undertaken for any road
improvement project. We propose to perform this task by deploying an exclusive team
for the project road. Measurements will be taken from the centre line of the existing
road. The strip plans will show in detail the existing right of way and pertinent
physical details including buildings, major trees, fences and other installations such as
water mains, telephone, telegraph, and electricity poles which fall within the RoW.

Assess Adequacy of Drainage

Inadequacy of drainage can result in a fast deterioration of the pavement and may
result in inconvenience to the traffic, at times leading to serious congestion. The
survey of the existing drainage condition of the project corridor will be carried out to
identify stretches, which are seriously affected by an inadequate drainage system.
During the survey focus will be given on:
General condition of drainage
-route into the topography network
Condition in cut sections
Condition at embankments

Inventorisation of Road Furniture

A detailed inventory of the presently available road furniture will be carried out. The
present location of the furniture will be noted, along with its type, Chainage and
condition. This will include:
Fencing/Railings/Guard Stones
Streetlights
Km Stones
Hectometers Stones
Delineators
Crash Barriers

Drainage Studies
The drainage studies shall be carried out in the following manners.

General condition
Connectivity of drainage turnouts into the natural topography i.e. outfall
structures into natural contours.

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Road section at high embankments
Road section passing through urban areas
Local drainage and flooding problems
Based on rainfall data, rainfall intensity, runoff coefficient as per IRC:SP:42 2014 and
IRC:SP:48- 1998 the drains etc. shall be designed, taking into consideration of the
catchment area and time of concentration. Guide lines for urban storm water disposal
scheme will be adopted from IRC:SP:50 - 2013.

Road and Pavement Investigations

As per clause 4.11.3 of TOR, the following engineering surveys and investigations shall
be carried out in respect of road and pavement:

Pavement Condition Survey para 2 of Clause 4.11.3.2.

Pavement Roughness Survey - para 3 of Clause 4.11.3.2

Pavement Composition Survey through Test Pits, including investigation of

distressed locations - para 1 & 4 of Clause 4.11.3.2

Pavement structural strength survey by using FWD technique- para 4 of Clause

4.11.3.2 (Amendment 1)

Subgrade characteristics and strength (i.e., OGL soil survey for widening within
ROW and for roads along new alignment), including investigation for problem soils
- Clause 4.11.3.3
As per Clause 4.11.3, the data collected through road inventory and pavement
investigations should be sufficient to meet the input requirements of HDM-IV.
Pavement Condition Survey
Detailed field studies shall be carried out to assess the adequacy and effectiveness
of the existing pavement. The data will generally cover
Pavement condition (surface distress type and extent)
Shoulder condition

Embankment condition

Pavement Roughness Survey

Roughness is a critical attribute for modelling the economic consequences of
investment. We propose to do a single sampling of roads, which is consistent with the
World Bank Guidelines on roughness surveys. The sampling will be done in two-
directions on divided roads. The roughness surveys will be conducted using a vehicle
equipped with a Bump Integrator.

Pavement Composition Survey

Though the pavement composition data would be collected from the local PWD, the
consultant shall make trial pits to ascertain the pavement composition, as suggested
in ToR. The following information shall be recorded from each test pit

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Test pit reference
Pavement composition details
Sub grade type and condition

As per clause 4.11.3.2, investigation of existing pavement shall be done by means of

test pits. Test pits to ascertain the pavement composition and thickness shall be dug
on the existing pavement at every 500 m interval and at each major change in the
pavement condition in the following manner.
Excavate test pits at the pavement-shoulder interface extending through
pavement layers down to the level of sub-grade. Measure the thickness of
different pavement layers on three sides of the pit and prepare a log of the
pavement materials. The average thickness so measured shall be considered as
the thickness of that layer for a particular test pit location.

Inspect and record the condition of exposed sub-grade with respect to its hydric
condition (wet or dry) and textural classification (sand, loam, clay etc.)

Collect 10 kg sample sub-grade soil from each test pit in a jute bag with
appropriate labelling. This sample will be utilized for soil classification tests.
Also collect small quantity of sub-grade soil samples in sealed container for
water content determination. Alternatively, field moisture content of hand
sample using rapid moisture meter (RMM) can also be determined.

The pavement compositional details shall be used (a) to study if a correlation exists
between pavement composition and deflection, and (b) to determine structural
number (SN) of existing pavement as input to HDMIV as per Clause 4.11.3 of the TOR.

Pavement Structural Strength Survey using FWD Technique

Falling weight Deflectometer (FWD) test will be carried out in accordance with
the requirements stipulated in IRC 115:2014 or IRC:117:2015 as the case may
be. The test comprises mainly of recording the applied load and measuring the
deflection of pavement surface at various radial locations. The objective was to
evaluate the structural condition of existing flexible pavement in terms of
deflections. In falling weight Deflectometer (FWD) test, an impulsive load is
applied on the road surface. The magnitude of the load, duration and area of
loading is so adjusted that it corresponds to the effect of loading due to
standard axle on in-service pavement. The instantaneous deflections of the
road surface are measured at a number of points at different distances radially
outward from the centre of the falling weight. Thus, the shape of deflection
bowl is obtained. Information on structural health condition can be extracted
from analysis (by back calculation) of the FWD data.
For the conduct of FWD survey, we will use one number of trailer mounted
falling weight Deflectometer duly calibrated together with all accessories and
traffic control logistics like safety jackets, traffic cones etc. and lighting
arrangement for night survey.

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Subgrade Characteristic and Strength
Subgrade characteristic and strength shall be determined as per Clause 4.11.3.3 of the
TOR.

For Widening of existing road within ROW

As per Clause 4.11.3.3 of the TOR, three subgrade soil samples for each homogeneous
road segment or at least three samples for each soil type encountered, whichever is
more, shall be tested. At each test location, the testing for subgrade soil shall include:

i) in-situ density and moisture content at each test pit

ii) Field CBR using DCP at each test pit
iii)
iv) Laboratory moisture-density characteristics (modified compaction);
v) Laboratory CBR (un-soaked and 4-day soak compacted at three energy levels)
and swell.

For Roads along New Alignment

As per Clause 4.11.3.3 of the TOR, test pit for subgrade soil shall be at 5 km interval or
for each soil type whichever is more. A minimum of three samples shall be tested
corresponding to each homogeneous segment. At each test location, the testing for
subgrade soil shall include:

i) in-situ density and moisture content at each test pit

ii) Field CBR using DCP at each test pit
iii)
iv) Laboratory moisture-density characteristics (modified compaction);
v) laboratory CBR (un-soaked and 4-day soak compacted at three energy levels)
and swell.

For Problematic Soils

As per para 4 of Clause 4.11.3.3 of the TOR, testing for problematic soil shall be more
rigorous. The characteristic with regards to permeability and consolidation shall be
determined depending upon the nature of problem soil encountered.
For Severely Distressed Sections
As per para 4 of Clause 4.11.3.2 of the TOR and Clause 5.9.3 of IRC: SP: 84-2014, in
case, the existing pavement is severely distressed to such an extent that deflection tests
may not result in a realistic assessment of strengthening requirement, a more elaborate
sub-grade investigation is warranted, The consultant shall carry out the following
investigation for severely distressed sections.
i) Excavate the test pit in the manner explained above,
ii) 31)
through existing subgrade at each test pit to determine its field CBR
iii) Conduct field density tests using sand replacement/core cutter method to
determine the in-situ density of the sub-grade soil, and field moisture content.

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iv) Collection of bulk samples (70 kg) from exposed sub-grade for laboratory
classification tests (natural moisture content, sieve analysis, liquid limit, plastic
limit), moisture - density relationship tests and CBR tests.
The above data will be used to prepare strengthening design of existing pavement at
distressed locations, where overlay design using IRC: 81-1997/ IRC115:2014 is not
possible.

Investigation of Quarry and Borrow Area

On reviewing the information on existing quarry and borrow area, additional areas
will be identified, if required. Appropriate tests as suggested in the ToR will be carried
out on quarry and borrow area samples to determine the suitability of the material to
be used in embankment and pavement structures.

Materials for Embankment and Subgrade

The materials for embankment fill shall be natural soil deposits in the project vicinity
or pond-ash/fly ash from existing thermal power plants or a combination of both. For
subgrade, natural soil from prospective soil borrow areas shall be used. To explore
natural soil deposits, test pits or hand auger borings shall be made at certain locations
within the selected borrow source. Each borrow area shall be characterized by means
of digging adequate no. of test pits and testing each sample in the laboratory. For this,
bulk samples of borrow soil shall be taken. A number of sources shall be identified
and tested. The estimated depths of each test pit for the borrow area investigation shall
be one to two meters.
Regarding characterization of pond ash/fly ash, representative samples shall be
collected from designated ash ponds of identified thermal power plant. From each
source, representative material sample shall be collected.
Pond ash/fly ash and Soil samples shall be tested and classified according to IS soil
classification system. Classification (sieve analysis, LL & PL), free swelling test,
modified compaction, and CBR tests (unsoaked and 4-days soaked) shall be carried
out in each sample.
A linear borrow area chart shall be prepared showing location of each source with
respect to project road.
Natural Deposits of Sand and Gravel
Natural deposits of sand and gravel shall be located and representative samples for
laboratory testing shall be collected so as to represent the type of materials available
in the deposit. An estimate of the available quantities of the materials shall be made.
The bulk samples shall be subjected to one or more of the following tests, depending
on the anticipated use of the materials:

Grain size distribution

Sand equivalent

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Laboratory compaction (heavy)

CBR

Specific gravity & absorption

Soundness by use of sodium sulphate

Organic impurities
A linear location chart shall be prepared showing location of each source with respect
to project road.
Sources of Crushed Rock Aggregates and Operational Rock Quarries
The locations of most of the well-known sources of crushed rock aggregates &
operational rock quarries in the project vicinity shall be inspected, sampled and tested.
The location, estimated quantity, ownership details and the approximate distance
from each source to the project site shall be compiled in tabular form as well as in
linear quarry charts.
Selected samples of crushed rock from each source shall be sent to the soil testing
laboratory. The material samples shall be subjected to one or more of the following
tests, depending on the anticipated end-use of the materials and nature of sample:

Grain size distribution and shape tests (flakiness & elongation) of the crushed
product aggregate

Ten percent fines value

Specific gravity & absorption

Soundness by use of sodium sulphate

Aggregate impact value

Asphalt stripping
Environment Friendly Materials
In compliance with MORTH Circular No. RW/NH-33044/53/2013-S&R (R) dated 20th
November 2013, Alternative materials and technologies for road construction shall be
assessed in the design state. The availability, Desirability and viability of other
materials, for example blast furnace Slag/Steel Slag/Copper Slag etc. and recycling of
bituminous and granular materials if applicable will be investigated. Technical and
economic feasibility of using industrial by-product, recycle and waste materials shall
be assessed depending on their availability.

Materials Report
At the end of materials investigation, a materials report shall be prepared which shall
contain details concerning the proposed borrow areas and quarries for construction
materials and possible sources of water for construction purposes. The report shall
include details on locations of borrow areas and quarries shown on maps and chart
and also the estimated quantities with leads, the details of sampling and testing carried
out and results thereof.

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The materials report shall also include details of sampling, testing and test result
obtained in respect of physical properties of subgrade soils. Areas of problematic soil
if encountered shall also be indicated. The appropriate improvement to deal with such
soil will be included in the report.
Laboratory Testing

Testing of soil and materials samples as collected through pavement & materials
investigation program discussed above shall be carried out in accordance with
MORTH, IRC and BIS Specification. All laboratory testing shall be carried out in
accordance with the relevant is code. In case, is code are not available to prepare
certain laboratory test (S), AASHTO, ASTM or BS codes may be followed.

Design of Road, Pavement, High Embankments and Culverts

The design shall be carried out in accordance with approved design standards.
In the Preliminary Project Report preparation, the geometric design of road will be
done as per the requirement of TOR and the design standard prepared on the basis of
IRC guidelines. Accordingly plan profile drawing will be prepared in the scale 1:250
V & 1:2500 H showing the proposed carriageway, features and drain line, toe line and
right of way.
The pavement design will be finalised based on techno-economic feasibility out of the
pavement options presented in the feasibility study.
For embankment construction, the Consultant shall provide for maximum utilization
of locally available materials consistent with economy, use of fly ash/pond ash
wherever available within 100 Km from Thermal Power Station shall be considered
for embankment.
The high embankments (height greater than 6m) will be checked for slope stability and
settlement following the guidelines in IRC: 75-2015. Commercial software namely
SLOPE/W by GEOSLOPE will be used for slope stability analysis as appropriate.
Culverts along the project will be analysed and replaced if required with new culvert.
Culverts will be designed as per relevant IRC standards.

Preliminary Alignment Design / Strip Plans

Strip plans will be prepared, at appropriate scale in comparison with the scale of plan
profile drawings, which will be 1:2500 horizontal as per TOR. The plans will be based
on the Digital Terrain Model prepared from the topographical survey of the road
corridor previously described, wherein all existing features including the existing
carriageways and side roads, culverts, bridges, buildings, fence lines, utility lines and
ROW boundaries will be shown. Bentley MX Road software shall be used for
Designing of the highway road.
The Strip Plan will be prepared for each 1 km of road and will indicate the proposed
widening and the associated horizontal alignment, service roads and junctions
together with the locations of the proposed culverts, bridges, toll plazas and
construction package limits.
Separate strip plans will be prepared showing the locations of existing utilities and
their proposed relocations, in different colours.

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Identification of Proposals for Widening and Strengthening of Existing
Road and Alignment Options for Realignments / Bypasses
During reconnaissance, possibility of widening with paved shoulders and various
alternative proposals with bypasses were identified, keeping in view the site
constraints, traffic safety etc.

Preliminary Designs of Intersection Layouts and Grade Separators

Design of the Intersection Layouts/ Grade Separators if any in the project shall be
prepared in accordance with approved design standards for final drawings and inputs
from Sanctioning Authority will be incorporated.

Preliminary Designs of all Ancillary Road Works like Junctions, Service

Roads, Toll Plazas, Drainage Measures
Design of ancillary road works will be prepared in accordance with the finalized

The locations of toll plaza will be identified on the basis of availability of land and
suitability for collection of tolls from maximum number of vehicles on the project road
and then the suitable standard design of toll plaza will be prepared with the help of

Wayside amenities may be located at about 50 km intervals.

Based on the traffic data considered on the service road, the standard designs will be
prepared.
From the site visit and also from the hydrological survey and the slope of the ground
has to be studied and then the standard drawings for drainage will be prepared
showing the different types of drains with proper dimension.
The drainage arrangement in the hill section shall be as per IRC: SP:48. The study will
also be carried out on the adequacy of the existing waterway of cross drainage studies
and relevant span size will be decided.

Geo-Technical Investigations& Sub-Soil Exploration

The Geotechnical Investigations will be carried out during the DPR Stage after the
Feasibility Study is accepted by NHAI.

Preliminary Gads of Bridges and Structures & Finalization Of Design

Standards
The design shall be carried out in accordance with approved standards. The design for
various parts of the bridges/structures viz. superstructure, substructure, foundations,
protection works and repair / rehabilitation measures. The design philosophy will be
primarily based on relevant IRC codes of practice (prescribed for design, execution,
maintenance and safety during construction and service), IRC specifications, latest
guidelines and circulars of MoRT&H and relevant Bureau of Indian Standards (BIS).
For aspects not covered by IRC and BIS Standards, relevant recommendations of the
International Standards or sound engineering practices will be followed after
obtaining approval of NHAI Authorities. For ROBs / the standards / instructions laid

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down by Ministry of Railways will be kept in view. The design philosophy will
include but be not limited to the following:
Materials - concrete, steel etc.
Live loads
Width of carriageway and number of lanes
Design speed
Requirement of footpaths if any
Temperature gradient and climatic data
Wind effect
Seismic effect
Safe bearing capacity and soil parameters
Differential settlement
Methodology for analysis and design
System of Pre-stressing
Bearings, expansion joints and wearing coat
Construction techniques
Protection works
Repair / rehabilitation techniques
The Consultant will carry out desk study based on the hydraulic data and hydrology
report for existing bridges obtained from PWD Punjab, MoRT&H and NHAI PIU.
Consultants will study the satellite imageries (If available) and collect additional data
from field like HFL and scour levels at abutment and piers to formulate preliminary
General Arrangement Drawings for bridges.
Planning of New Bridges
Where the existing bridge proposed to be replaced is on a straight alignment the new
bridge shall be provided at the site of existing bridge. In such cases the span
arrangement has been chosen such that foundations of new bridge do not interfere
with those of existing bridge. In such cases the construction of new bridge can be taken
up after completion of a temporary diversion.
In cases where it has been possible to slightly shift the alignment on upstream or
downstream without jeopardizing the geometry of road new bridge has been
proposed in the vicinity of existing bridge either on upstream or on downstream. In
such cases there will be no need to provide any diversion as the traffic can continue to
ply over existing bridge till the new bridge is ready. The existing bridge would be
dismantled only after the new bridge is commissioned.
Where altogether new bridges are proposed (on realignment) siting of minor bridges
is governed by road alignment. However, in case of major bridges guidelines given
for Engineers shall be followed as detailed below.

Permanency of the channel

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Presence of high and stable banks
Narrowness of the channel and average depth compared to maximum depth
Straight reach of the river towards u/s and d/s of the proposed site to the
extent possible
Freedom from islands or any form of obstruction both towards u/s and d/s
Possibility of right angled crossings
To ensure proper geometrics of approach roads
Deck Width
As mentioned earlier the road is to be developed at least 4-lane configuration and 6-
lane also if required depending upon Traffic. Hence keeping in view the provisions of
Manual for 4-laning & 6-laning of Highways will be followed.

Widening of Existing Structures

Existing bridges having RC solid slab type superstructure with deck width less than
specified in Manual shall be proposed for widening.

Span Arrangement
In case the existing bridge proposed to be replaced is hydraulically adequate the
length of new bridge has been kept the same. In case the new bridge is proposed to
be constructed on existing alignment after dismantling an existing bridge, span length
as large as possible shall be proposed keeping in view the soil data and proposed type
of structure. However, if the new bridge is constructed in the vicinity of existing
bridge the span length for new bridge shall be kept the same or in multiples of the
span length of existing bridge so that piers of new bridge are in line with those of
existing bridge. Efforts shall be made to adopt as large spans as possible to improve
riding quality keeping in view the type of founding strata met with at site.
Tentative GADS of Bridges

will show salient features of the structures such as overall length, span arrangement,
carriageway width, deck level, foundation level, type of superstructure, substructure
and foundations; bearings, expansion joints, return walls, ground levels, HFL, LWL,
vertical clearance, design loading, cross and longitudinal profile etc. and submitted to
NHAI authorities for approval. Preliminary design of bridges will be carried out based
on hydraulic and geo-technical studies, following the standards and code of practices
published by IRC. In evolving the structural framework, aspects like ease of

crossings approval of concerned Irrigation authorities shall be sought.

Preliminary Design Of Robs/Rubs/Grade Separators

show salient features of the structures such as overall length, span arrangement,
carriageway width, deck level, foundation level, type of superstructure, substructure

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and foundations; bearings, expansion joints, return walls, ground levels, vertical
clearance above road level in case of grade separated structures and above rail level in
case of ROBs, design loading, cross and longitudinal profile etc. and submitted to
NHAI authorities for approval. In evolving the structural framework, aspects like ease
of construction, innovation, aesthetics and cost effectiveness will be kept in view. The
General Arrangement Drawings for ROB shall be forwarded to Railway Authorities
for approval through NHAI.

Proposals for Service Roads, Junction Improvement and Wayside

Amenities, Toll Plaza etc.
Based on traffic studies service roads shall be provided in large settlement areas to
segregate local traffic from through traffic based on IRC standard for partially access
controlled highways.
After the turning movement surveys are carried on the junctions based on survey

than remedial measures such as bypass, underpass, flyover, inter charge grade
separated intersection shall be provided. As per as way side amenities are concerned
the same shall proposed as per land availability conforming to IRC standard for
partially access controlled highways.

Improvement Options

i) Establishment of Analytical Homogenous Sections

The criteria for identification of Homogeneous sections will be established. This will
include all-important factors identified in a study of this nature based on actions to be
taken for improvements. Some criteria for identifying homogeneous sections are
network characteristics, location of urban centres, traffic flow pattern, intensity of
commercial traffic, major crossings, pavement condition, land use, topographic
features etc. Based on these criteria, the project corridor will be divided into
homogeneous sections.
ii) Develop Data Bank for Each Section
For each identified section, a database will be developed comprising both primary and
secondary data. The compiled database will be in a position to reflect full
characteristics of such a section, independent of others.
iii) Appraisal of Road Geometrics
The data collected on road geometrics will be analysed and transformed to the section-
wise database. This will help in identifying section wise deficiencies in road
geometrics.
iv) Assessment of Vehicle Damage Factors
The data collected from the Axle Load Survey will be compiled and analysed through

In case the VDF is more than the average VDF recommended for National Highways,
the former would be accepted for setting the design standards. However, if the latter

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is more than the actual VDF for a particular section, then the recommended NH factor
would be adopted.

v) Alternative Improvement Options for Each Section

After completing all the above analysis, the possible improvement options
for each homogeneous section would be finalized.
Each homogeneous section would be studied in detail, highlighting deficiencies with
respect to quality of service provided to the traffic. Appropriate alternatives such as
strengthening the existing carriageway, provision of hard shoulder on both sides of
carriageway; and provision of bypasses, with and without widening of existing roads,
will be suggested. The alternatives will be worked out on a section-to-section basis.

vi) Establish Typical Cross Section for Each Option

The typical cross sections will be prepared based on preliminary pavement design. We
will also review the typical cross sections made in previous studies accepted by NHAI.

vii) Provision of Grade Separators and Interchanges

After thorough analysis of the turning movement survey data, and the projection of
the turning traffic at intersections, we propose to suggest the layouts of grade-
separated junctions and interchanges and evolve the preliminary design of the same.
viii) Provision of Service Roads
This task will involve the identification of stretches where service roads are necessary
and accordingly the layouts will be prepared to fit the situation. The idea is to
segregate the local traffic from the main stream through traffic through an effectively
planed service road.

ix) Provision of Pedestrian / animal cross viaducts

Under this task we shall identify locations and prepare the conceptual layouts for
pedestrian and animal cross viaducts and evolve the preliminary design of the same.

x) Provision of Wayside Facilities

Under this task we shall identify locations and prepare the conceptual layouts for
various wayside facilities and amenities such as:
Rest Areas
Truck Parking Lay byes
Bus bays and Bus Shelters
Administrative and Maintenance base camps (optional)
Emergency Highway Telecommunication System (optional) etc.

Bypass Option Study

i) Site Reconnaissance
Under this task we have carried out reconnaissance on all the links of the networks
established through the previous task and appraisal of the physical features along the

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road with special focus on lane configuration, pavement conditions and bottleneck
areas, with an aim to broadly determine the available road capacity and the Level of
Service (LoS).

ii) Study of Available Traffic Reports

The available traffic data collected in the previous stage would be analyzed in detail
to know the traffic pattern and potential along the project corridor. Growth rates
would be established for each category of vehicles and compared with general growth
rates for the region and the country. The OD of major traffic from available data would
be analyzed and desired line diagrams would be prepared to understand the traffic
movement pattern.

iii) Identification of Bypass Candidate

For the links in the network, which have been taken up for DPR, the bottlenecks shall
be identified, especially at the urban stretches or other segments with intense ribbon
development and the potential bypass candidates shall be earmarked.
Initial Observations suggest the need for Bypasses and have been discussed in Chapter
-2. under clause Bypass proposals.

Finalization of Bypass Alignment

i) Marking of Alternative Alignment on Map

The possible alignment alternative for bypasses will be marked on Topo maps
for following the general principles of alignment selection.

ii) Detailed Reconnaissance

Under this task we propose to carry out a detailed site inspection to determine
the feasibility of alignment alternatives marked on Topo maps, and to study
terrain, land used and constraints, if any.
iii) Assessment of Alignment Constraints
A detailed study will be made to assess the constraints identified along the
alignments during reconnaissance. The controls imposed on alignment
selection can be physical, economic, social, political and environmental. Each
constraint has significant influence on the alignment. Hence it is essential to
assess these influences on alignment at this stage.
iv) Modification to Alternative Alignments
On identification of the constraints, if any, they will be transferred on to the
maps and modifications to the alignments will be made to suit the site
conditions.

v) Estimation of Preliminary Cost by Alignment

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Under this activity, we will work out the preliminary cost of each alternative
based on the cross-section in determining the quantities and using unit costs
for various items of road and bridge works. Land acquisition costs will also be
estimated based on unit land cost obtained from the local PWD.
vi) Cost Benefit Analysis for Alternative Alignment
In this activity, cost benefit analysis for each alternative alignment will be
carried out. Cost indices for all the alternatives will be calculated considering
the index of the alternative having the minimum cost as 100. Similarly, the
benefit indices will be worked out. Based on these two indices, the cost/benefit
ratio for all the alternatives will be calculated.

vii) Recommendation for Final Bypass Alignment

Based on cost / benefit ratios, a ranking of alternative will be done. The
alignment having the lowest cost/benefit ratio would be ranked first and
recommended for final alignment.

Engineering Analysis and Option Designs

i) Finalization of Design Standards
We will review the comments of the Client on the design standards submitted in the
inception report and the design standards and specifications finalized,
incorporating the necessary modifications.

ii) Formulation of Life Cycle Cost Analysis Model

The life cycle cost analysis to arrive at a final pavement type and option to be followed
will be carried out by formulating a model for the same. Life cycle cost analysis is a
procedure by which all of the cost incurred over the full life of pavement types and
options will be compared. This cost includes cost of initial construction, maintenance
needs, as well as vehicle operating costs at different times depending on the type of
pavement, for the entire project duration. The most common method used for such

present and calculates `

iii) Life Cycle Cost Analysis for Pavement Design
We will adopt the approach narrated above for the present project. We propose to
conduct life cycle cost analysis to decide pavement type and best pavement option in
view of maintenance needs and VOC.

iv) Recommended Pavement Design

Based on the output of the detailed life cycle cost analysis carried out in the previous
activity, we will recommend the pavement option to be followed for the project
corridor. We will also make a comparison statement for different options on their
relative merits and demerits and discuss the same with NHAI before recommending
the final pavement option.

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Environmental and Social Impact Assessment
i) Baseline Surveys
The baseline data required by Ministry of Environment & Forests, Government
of India includes the following components and will be generated in the predefined
study area (ROW and Adjacent areas):
Water, land and air (natural physical resources);
Fisheries, forestry, wildlife, and eco-systems (biological resources);
Navigation, flood control and land use (human use values); and
Socio economic, aesthetic and cultural heritage (quality of life values)

The environmental resources and features will broadly cover the following:
Location of principal watercourses, both perennial and seasonal
Location of principal irrigation canals and drains
The general drainage pattern in the vicinity of the route corridor
The location of aquifer or recharge areas associated with potable water supply,
The locations of lakes and reservoirs in the project area
The presence of any areas where drainage is impeded, such as swampy
areas, or where existing road embankments cut natural drainage patterns and
there is upstream impedance to flow, etc.
ii) Land includes:
To identify whether erosion and land sliding will affect the route corridor,
The availability of the soil survey maps of the area, etc.
iii) Air includes:
Information on current air quality from the Central Pollution Control Board or
from regional offices, which maintain a network of monitoring stations
established under the National Ambient Air Quality Monitoring (NAAQM)
Programme.

iv) Ecological Resources include:

The location of any national parks, wildlife sanctuaries, nature reserves, biosphere
reserves, primary forest, mangrove swamp other wetlands
Information on any designated sites
Location of major concentrations of trees/green tunnel
Location of any water bodies such as lakes, water courses (brackish, fresh
water or tidal) where fisheries is important.
v) Human Use Values include:
Navigation
Land use
Services and other infrastructure

vi) Quality of Life Values Include:

Cultural heritage
Noise climate

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Areas of particular scenic beauty and any tourist sites
the information on the presence of any scheduled tribes and their particular
lifestyle, characteristics etc.

vii) Local Concerns include:

Specific local environmental concerns to establish the nature and scale of any
environmental problems which have occurred on recent road projects.

viii) Identification of Issues and Hot Spots

For the project corridor, the environmental features will be tabulated along with their
kilometer location and level of sensitivity. Using this approach, hotspots will be
identified to help focus mitigation plans. This method will be used for all
stretches that require future environmental analysis.

ix) Pollution Indicators

Although virtually all of the information required establishing the environmental
mapping of the project in the initial environmental screening is derived from
secondary sources, the preliminary identification of the critical issues in the project
area is understood more fully by carrying out well determined pollution monitoring.
In addition, to review and assess the correctness of key information, it has to be
checked through field observations.
Such pollution monitoring surveys are proposed to be taken up at pre-selected
locations (depending on the earlier established environmental capacity of road
sections) with the objective of attaining a comprehensive picture of the whole
corridor. Since this task is cost effective, the selectivity of the quantum of survey will
be very important.
It is proposed to conduct the following surveys:
Air quality surveys which include monitoring pollution levels in terms of
Sulphur dioxide (SO2), Oxides of Nitrogen (NOx), Carbon monoxide (CO), Lead
(Pb), Hydrocarbons (CHx).
In particular near urban areas, a dust accumulation survey will be carried out with
respect to total suspended particulate matter (SPM) and its respirable fraction
(RPM).
Noise level survey
Water quality survey of important surface water bodies and drinking water
sources
x) Environmental Impact Assessment
The Environmental Impact Assessment (EIA) is a valuable tool used to examine
the potential adverse and beneficial consequences of a proposed development
project, so that due consideration can be given to these aspects in further stages of
project planning and design, and eventually during construction and operation.
The EIA involves identification and evaluation of the potential direct and indirect
effects of a project on the individual environmental and social components, as

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well as any interactions between these. It also identifies ways and means through
which unacceptable impacts can be avoided, offset, or minimized, and beneficial
impacts enhanced.
The overall objective of the EIA is to ensure that potential environmental
problems are recognized at an early stage in project preparation, so that these
can be properly addressed during subsequent stages.
The EIA shall be used as a key management tool used to shape a project in
such a way as to optimize its environmental performance in much the same way
as engineering and economic studies are used in project preparation. It shall also
play a major role in the decision-making process when project alternatives are being
compared.

xi) Social Impact Assessment

In this task, we propose to carry out the assessment of the data collected during the
census and baseline socio - economic surveys.
A suitable methodology will be evolved for the classification/ categorization/ analysis
of various impacts, as has been developed in house on similar projects.
The inventory of social resources in the probable impact zone will form the
baseline for assessment of likely social impacts. Impacts will be assessed in the
immediate and extended influence zone of the road. Likely social impacts of the
proposed project can be:
Loss of social resources such as trees, wells, temples, community space, etc.
Loss of properties
Loss of livelihood
Assessment of the impacts will form the basis of entitlement framework and the
Resettlement Action Plan.
The census survey would be undertaken as soon as adequate engineering details are
known. A full census of all likely PAPs within the area of direct influence (the existing
RoW in most of the cases) will be carried out along the highway corridor. This survey
will identify in a comprehensive manner, the physical location of the PAPs.

xii) Estimation of Costs and Budgeting for R&R

We propose to undertake a market value assessment survey to estimate the market
values of land, residential and commercial properties along the project corridor. To
estimate the resettlement budget, the following costs apart from that of land
acquisition are proposed to be worked out:
Inclusion of squatters and vulnerable groups in government housing schemes;
Shifting assistance for properties needing relocation;
Budget for vocational training and income generation schemes especially for the
vulnerable groups;
A contingency provision to accommodate any additional compensation assistance
or land acquisition that may be necessary.

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Public Consultation Including Consultation with Communities, NGOs,
Other Stake-Holders And Relevant Government Agencies
The Public Consultation Meetings including the Consultation with Communities,
NGOs, other Stakeholders and relevant Government Agencies will be carried out
during the DPR Phase of the Consultancy Assignment.

Preparation of 3(A) Notification And Utility Relocation Plans

The strip plans prepared in the previous activity would be reviewed. A plan would
be prepared showing the relocation of the services, as required and necessary details
would be prepared for submitting to the various service departments.

Land acquisition plan will be prepared on at appropriate scale on revenue maps,

indicating, centre line, ROW limits, Buildings/Well monuments any other obstruction
affected by road alignment, type of land, nature of land, ownership data. Draft 3(a)
publication report will be prepared and submitted.

Utility Relocation Plan - All public utility authorities will be approached to confirm
the extent of the existing service runs identified on the Strip Plans and to ensure that
none of the utilities present in the road corridor have been overlooked. Any proposals
for new service runs not yet implemented will also be ascertained. Consultations
concerning the various utilities affected by the works will be held with the concerned
agencies to formulate satisfactory proposals for their relocation. Acceptable locations
for the diversions will be agreed and all necessary details will be obtained.
The following considerations will generally be observed for the relocation of the
affected services:
wherever practicable, no underground service runs will be located under the
paved carriageways and shoulders,
crossings of the new carriageways will be minimized and where unavoidable,
the new pipes or cables will be placed in suitable ducts over the length of the
crossing,
wherever possible, water mains and underground electricity cables will not be
placed on the same side of the road,
mains carrying gas or other combustible materials will not be placed in the
road verges and wherever possible, these mains will be placed towards the
extremities of the ROW,
where proposals for future service runs have been identified, implementation
in conjunction with the road works will be encouraged to minimize the future
damage or disruption of the newly completed highway.
All statutory and agency regulations, including the provisions stipulated in IRC:98-
2011, concerning cover depths, clearances between service runs and overhead
clearances will also be observed.

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The utility relocation plans will be prepared for each utility and submitted to the
concerned agencies for getting the estimates for relocation.

Road Safety Audit

Road safety audit shall be carried out for each road project to identity areas of
major concern, including black spots, and measures to be taken for improving detailed
engineering design with respect to road safety. The basis for road safety audits is the
systematic application of safety principles. Specific aims are:
To minimize the risk of accidents occurring on the scheme, and to minimize
the severity of accident that do occur;
To minimize the risk of accidents occurring on adjacent roads as a result of a
scheme, i. e. to avoid creating accidents elsewhere on the network:

To recognize the importance of safety in highway design to meet the needs and
perceptions of all types of road user: and to achieve a balance between needs
where they may be in conflict;

To reduce the long term costs of a scheme, bearing in mind that unsafe designs
may be expensive or even impossible to correct at a later stage; and

To improve the awareness of safe design practices by all involved in the

planning, design, construction and maintenance of roads.

The objective is to undertake a road safety audit at final design stage for the project
road to identify locations of potential safety hazard and to suggest appropriate
measures to enhance safety along the road.
All the suitable traffic features and road furniture including traffic signals, signs,
markings, overhead signboards, crash barriers, and delineators shall be design. The
location of these features shall be given in the report and also shown in the drawings.

Traffic Circulation Plan

Based on the traffic characteristics of the project road a circulation plan would be
prepared indicating locations of various facilities proposed to be provided on the
improved facility. The objective of proposed traffic circulation plan is to facilitate
smooth and unobstructed flow of traffic on the project road while providing /
improving the facilities with safe interface between the local as well as through traffic.
The circulation plan would include the proposal for providing various facilities on the
project road like, service roads, pedestrian crossing facilities, bypasses, VUP/PUP,
truck terminals and truck lay-bys, bus stops, bus bays, junction treatment and railway
over bridge etc.

Preliminary Costing & Rate Analysis

Current rates for labour, materials and equipment shall be ascertained from State
Schedule of rates/ market rates/ Data book (MoRT&H) and local enquiries and shall
be applied in Standard Data Book. These basic costs, together with the haul distances
estimated for the construction materials, will then be computed to obtain unit rates for
the principle work items subsequently to be included in the Bill of Quantities.

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Preliminary cost estimates will be prepared for each improvement option identified
during the feasibility stage. The following elements will be accounted for to obtain the
total costs in each case:
Construction costs,
Rehabilitation costs,
Utility relocation costs,
Land acquisition and Resettlement Costs,
Environmental Mitigation Costs,
Contingencies,
Construction Supervision,
Due account will be taken of the equipment intensive methods which will be used for
the construction of the works. Comparison will be made with the rates for similar on-
going highway projects currently in progress. For cost escalation during the period
prior to the completion of the works, reference will be made to various economic
indices, for example WPI and IPI, which serve as indicators of inflationary trends.
Finalization of Unit Rates

The unit rates calculated for every individual roadwork and bridgework item
will be reviewed and updated for cost calculation. Quantities per running kilometre
length will be estimated for each component of road construction comprising the
various carriageways and widening configurations developed during feasibility stage.
The unit rates will then be applied to obtain the per kilometre cost of each
configuration. The lengths of each configuration necessary for the construction of the
various project alternatives will then be estimated for the calculation of total costs by
the application of the per kilometre cost concerned.

Preliminary Estimate of Quantities

Quantities of various items will be worked out by superimposing typical design
templates for uniformly occurring items such as earthwork and pavement
structure for widening and strengthening etc. over typical existing cross sections for
various homogeneous sections. Total item wise quantities for bridges and C-D
structures will also be calculated considering the design features and existing
condition of bridges.
A similar procedure will be followed to determine costs per running metre for the
project bridges and other cross drainage structures. Total lengths required for the
project alternatives under consideration will be estimated and the per metre costs will
be applied to obtain total costs.
Similar methods will also be followed for the estimation of costs arising from
rehabilitation works, utility diversions and environmental mitigation measures.

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Land acquisition and resettlement costs will be evaluated in consultation with
MoRT&H and other concerned authorities.
Allowances for contingencies and construction supervision costs will be applied as
percentages of total costs.

The level of accuracy for the preliminary cost estimates will be 15% for each
improvement option considered.

After computing the cost estimates for uniformly occurring items, incremental
costs will be added for non - uniformly occurring items like bridges, (rehabilitation,
widening/ reconstruction) high embankments and cuts, special treatments for
stretches through problematic areas, retaining walls, and lighting.

Estimation of VOC and Quantifying Other Costs

In order to carry out the economic analysis, all economic costs shall be estimated by
each link. These comprise:
Cost of construction/improvement
Vehicle operating costs and time costs
Accident costs
Social and environmental costs

Estimation of Project Benefits

The benefits from each improvement option shall be derived by using the

The benefits would comprise the following:

VOC savings
Travel time savings
Savings in Accident costs
Socio-Environmental benefits
The VOC and time savings will be estimated for each vehicle type. The VOC
savings shall be broken down into time related and distance related operating costs.

Preparation of Bill of Quantities, Rate Analysis & Preliminary Cost

Estimate Bill of Quantities
The Preliminary Bill of Quantities will be prepared based on the Preliminary Design
and Drawings. The work items are divided in to the following bills which shall form
part of the cost estimate.
Bill No. 1 - Site clearance and dismantling
Bill No. 2 - Earthworks
Bill No. 3 Granular Sub-base and Base courses
Bill No. 4 - Bituminous courses
Bill No. 5 - Culverts

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Bill No. 6 - Bridges
Bill No. 7 - Drainage and protection works
Bill No. 8 - Traffic signs, markings and road appurtenances
Bill no. 9 Miscellaneous

Miscellaneous Works
The miscellaneous road works include the following items:
i) Kerb-stone
ii) Guard stone / boundary stone
iii) Metal beam barrier
iv) Concrete crash barrier
v) Pedestrian guard rail
vi) Median opening
vii) Bus bays
viii) Truck lay-bye
ix) Lane marking
x) Traffic signs, marking
xi) Toll plaza related traffic sign
xii) Traffic island
i) All the above items will be designed as per the guidelines described in the
design standard.

Economic Analysis
The method used to carry out the economic analysis will be the Discount Cash Flow
Technique. The benefits and costs over the analysis period will be discounted to the
base year to obtain the Net Present Value of the project (NPV) and to estimate
the Economic Internal Rate of Return (EIRR), which is the discount rate at which
the costs and benefits over the analysis period is equal (or the net benefit is zero).
The Economic Internal Rate of Return (EIRR) as well as the Net Present Value (NPV)
for all the links will be assessed. The economic evaluation will be carried out for
ears
benefit streams. In case of proposed phased construction, an analysis will be done
to include the incremental improvement investment, and the subsequent benefits by
each section. This analysis will also be repeated with and without time cost.

Finalization of Improvement Option

The improvement option will be finalized based on the feasibility of the option per
section, so that maximum benefits accrue from the option in least cost and as short a
time as possible. The cost has to be planned vis-à-vis the benefits. In finalizing the

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improvement option based on situation specifics, maximum effort would be made
to acquire minimum land and displace as few persons and property as possible.

Value Analysis/Value Engineering

Development of highways involves a huge capital outlay. Due to scarcity of resources,
the owner, i.e., the Government is obliged to get maximum benefits out of the funds
available. Highway or Road Development encompasses multi- dimensional activities
involving construction of new roads, new bridges, maintenance and rehabilitation
programs, etc. All these activities should be critically examined for their function,
value and cost. The optimum worth of the project is achieved when all utility criteria
are met at the lowest overall cost. A project is developed over a time with input from
a number of departments/agencies. Therefore, there must be absolute clarity of
context, needs, objectives and communication at the time of project preparation. The
time has now come to embark upon: a value management approach to project
development. Value management, also known as value engineering or value
methodology, is a time saving, cost effective and consensus building approach to the
project development. Value management approach is also very useful in identifying
potential project risks and means to mitigate the same. This helps in solving problems
quickly and putting the project on a fast track and avoids long drawn disputes and
firefighting measures.
The methodology encompasses evaluation of all interrelated aspects namely:
Concerns of the key players; the client, the consultant and the contractor.
Road users' concern
Project functionality
Other projects in the project influence area
Operations and maintenance requirements
Costs (capital & whole-life)
Implementation schedules, obstacles
Potential project risks
This would result in evolving action plan for an efficient project management.
Identification of Construction Packages
On the bases of the cost, initial findings such as traffic pattern and other locator such as viability
management etc. construction packages will be prepared.
Suggested Methods of Procurement and Packaging
Contract Packaging will be finalized on the basis of viability and on project cost.
Potential Bot/Annuity/Spv Project(S) Based On Financial Analysis
The project is envisaged to be implemented either on BoT, Annuity, Hybrid Annuity
and EPC basis. The consultants shall workout various options of funding and
suggest positive ways of improving the financial viability of the project for
implementation on BOT basis.

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Financial Analysis on Modes of Implementation
To gauge the financial viability of the total project length, and of discreet homogeneous
sections thereof, for private funding on a Build-Operate-Transfer (BOT), Annuity,
Hybrid Annuity and EPC basis, a detailed financial analysis will be carried out.
Various combinations of revenue resources and funding options will be analysed.
Revenue resources will include:
Toll/user tariffs
Other revenue resources, e.g. income from utilities along the ROW, publicity
hoardings etc.
Funding options on the investment side will include:
complete private sector funding
a complete government subsidy (or shadow tolling)
a combination of government and private funding.
Funding options study will be carried out and options will include:
allocation from budgetary support

which bear a direct relation to the benefits that the facility provides to the users.

basis by raising commercial and multilateral loans

Private and public sector participation under BOT and its variants (Annuity/ SPV)
The funding option analysis will specifically focus on private BOT and its possible
variations, such as:
an optimal mix of long term loans
short term loans
instalment finance in relation to domestic purchases
ownership finance (performance shares and ordinary shares/equity shares)
Funds generation from creation of road-side amenities or property development
and similar sources.
Various debt-equity ratio scenarios will be examined to arrive at a value, which will
make the project credit worthy and bankable
A.) Total project cash flows will be determined from the following groups of basic
input parameters:
Policy Parameters:
Construction Period
Concession Period
Toll Rates

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Toll rates Escalation
Costs:
Construction Costs
Operation Cost
Maintenance Cost
Traffic:
Base year Traffic
Traffic Volume (vehicle category wise)
Traffic Volume (by type)
Traffic Growth Rates
Macro-economic Indicators
Interest Rates
Discount Rates
Inflation Rates
Debt/Equity Norms
Capital grant
From the cash flows for the complete project length or its homogenous sections,
financial/commercial internal rate of return (FIRR) will be arrived at, using the
discounted cash flow (DCF) technique. This will be compared with the target cut off
equity IRR.

In this analysis, the various concessions offered by the Government of

India/MORT&H current policy of providing financial support in the form of capital
grant to the concessionaire in the road sector, tax holiday etc. will be considered.

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B.) Sensitivity Tests

Sensitivity tests shall be carried out on the FIRR to examine the effect of changes of
+15% in the value of key impact factors and under a number of possible risk scenarios.

Reports on financial analysis will be furnished. Also, based on financial analysis, a

report on potentially of the project under BOT/Annuity schemes will be prepared
and furnished.

Draft Feasibility Report and Drawings

Draft Feasibility Study Report including drawings will be submitted covering the
findings of all the above activities and covering all the aspects of the Terms of
Reference.

Final Feasibility Report and Drawings

on the draft report within 15 days of receipt of the comments.

3.6.40.1.1.1 STAGE-3:
LAND ACQUISITION AND CLEARANCES, I REPORT
This Stage will consist of the Preliminary Land Acquisition Plans and the Clearance
Report. The various activities to be performed under this stage are as under:

3.2.1. Collection of Village Maps And Revenue Record Documents

The Village Maps and also the Revenue records of the Existing Right of Way (ROW)
and also for the possible bypasses will be collected from the State Revenue Department
(Tehsils and Sub-Tehsils).

3.2.2. Preferred Widening Scheme for The Proposed Selected Alignment

The Widening Scheme will be evolved as per the Engineering Survey and Assessment
and the improvement proposal will be drawn up accordingly. The
preferred/recommended widening proposal will be drawn up based on a set of
performance indicators.

3.2.3. Preparation of Land Acquisition Plan and Acquisition Details for Preferred
Alignment
The Maps will be Scanned and Digitized and also connected to GIS Datum and the
preferred alignment will be superimposed on the digitized Maps, The superimposed
Maps will be exported to Google Imagery to cross check the authenticity of the Maps.
The Land Acquisition Plans will be prepared accordingly and also the Preliminary
Details of Acquisition will be prepared.

3.2.4. Assessment of Utility Relocation Along Preferred Alignment

The Preliminary Assessment of the Utility Relocation along the Preferred Alignment
will be examined and the Preliminary Utility Relocation Plans will be prepared
accordingly.

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3.2.5. Preparation of Preliminary Utility Relocation Plans
Utility Relocation Plan - All public utility authorities will be approached to confirm
the extent of the existing service runs identified on the Strip Plans and to ensure that
none of the utilities present in the road corridor have been overlooked. Any proposals
for new service runs not yet implemented will also be ascertained. Consultations
concerning the various utilities affected by the works will be held with the concerned
agencies to formulate satisfactory proposals for their relocation. Acceptable locations
for the diversions will be agreed and all necessary details will be obtained.

The following considerations will generally be observed for the relocation of the
affected services:
Wherever practicable, no underground service runs will be located under the
paved carriageways and shoulders,
Crossings of the new carriageways will be minimized and where unavoidable,
the new pipes or cables will be placed in suitable ducts over the length of the
crossing,
Wherever possible, water mains and underground electricity cables will not be
placed on the same side of the road,
Mains carrying gas or other combustible materials will not be placed in the
road verges and wherever possible, these mains will be placed towards the
extremities of the ROW,
Where proposals for future service runs have been identified, implementation
in conjunction with the road works will be encouraged to minimize the future
damage or disruption of the newly completed highway.
All statutory and agency regulations, including the provisions stipulated in IRC:98-
2011, concerning cover depths, clearances between service runs and overhead
clearances will also be observed.
The utility relocation plans will be prepared for each utility and submitted to the
concerned agencies for getting the estimates for relocation.
3.2.6. Preparation of Necessary Documents for Environmental & Forest
Clearances
The consultant will prepare the application forms and obtain various Statutory
Clearances as required for the proposed project from the respective authorities such
as MoEF & CC, Forest Department, and SPCB etc. on behalf of NHAI. The consultants
will prepare the presentation material and assist NHAI during presentation before the
various Statutory Authorities, as and when required.
3.2.7. Preparation and Submission of Land Acquisition Report Including Draft
3(A) Notification with Affected Plot Details And Clearance Report
Based on the collection of Land Acquisition Details and MAPS, the Land Acquisition
Report including draft 3(A) notification with details of affected plots and area will be
prepared. Also the Preliminary Project Clearance Report based on the requirement of

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the Clearances will be prepared and submitted.
3.2.8. Review and Comments from Client
The Land Acquisition 3(A) notification including the Project Clearances Report will be
reviewed by NHAI and Comments on the same will be received from NHAI.

3.2.9. Preparation and Submission of Land Acquisition Report Including 3(A)

Notification with Affected Plot Details and Clearance Report upon
Addressing Comments and Observation of Client
Based on the Comments received from the Client, the revised Land Acquisition Report
including 3(A) notification having details of affected plots with area and the Project
Clearance Report will be prepared & submitted after incorporating the comments
received from NHAI.

3.7.1.1.1.1 STAGE-4:
DETAILED PROJECT REPORT (DPR)
3.2.1. Topographical Survey along the Bypasses/Major Realignments
Wherever required additional Topographical Survey on the approved
Bypasses/Major Realignments will be carried out and the Digital Terrain Model for
the Detailed Design of the Bypasses/Major Realignments will be prepared.

3.2.2. New Alignment Soils Investigation

Based on the approval of the Bypasses/Major Realignments, the Soils Investigations
along the New Alignment will be carried out. The methodology for the Soils
Investigations has already been deliberated in the Stage 2 (Feasibility Study).

3.2.3. Geo-Technical Investigations and Sub-Soil Exploration For Bridges And

Structures And High Embankments

In order to prepare Detailed Design and General Arrangement Drawings (GADs) of

new proposed structures and widening of existing bridges / structures geo-technical
investigation for bridges / structures will be got carried out as per provisions of
IRC:78-2014 and provision of TOR for deciding the type and depth of foundations. For
this purpose, first of all geotechnical report of existing bridges if available with concern
PWD, MoRTH/NHAI will be collected. Thereafter representative boring will be got
carried out for required depth, bridge location to prepare preliminary design and
GADs of the proposed bridges / structures. The boring scheme giving number and
depth of bores for each bridge shall be prepared and got approved from NHAI for
carrying out DPR. Also the name of Agency to be deployed for geotechnical
investigations will be got approved from NHAI before taking up the work of boring.
The methodology for conducting the geotechnical investigations will be as given
below.
The borings in strata other than rocky will extend to a depth not less than one and a
half times the width of the foundation in question below the foundation level. In case
of rocky strata is met with near the proposed founding level, the bores will extend to
a depth of 5m in soft rock or 3m in hard rock as per rock available at site.

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The investigations will comprise of boring and drilling. Boring (150 mm dia.) drilling
(NX or BX size) will be done by rotary drilling equipment up to a depth of 1.5xB (where
B is the width of foundation) below the anticipated founding level in soil, or 5m in soft
rock or 3.0m in hard rock stratum, whichever is met earlier. The tests in these
boreholes will include Standard Penetration Test (SPT) and Vane Shear Test in soft
clays. Also, undisturbed samples will be collected. All relevant laboratory tests on
disturbed/undisturbed soils and rock core samples will be carried out, in accordance
with the requirements of IRC: 78-2014.

The following laboratory tests will be carried out on disturbed/undisturbed soil

samples:

Natural Moisture Content

Sieve Analysis

Hydrometer Analysis

Specific Gravity

Bulk and Dry Density

Unconfined Compressive Strength

Tri-axial Test (unconsolidated undrained test)

Direct Shear Test

Consolidation Test

Permeability Test

Laboratory tests on rock core samples will include:

Bulk and Dry Density

Porosity

Water Absorption

Specific Gravity

Uni-axial Compressive Strength

Data collected along with its interpretation will be presented in the format prescribed
in IRC: 78-2014. Geo-technical report will give clear recommendation about the type
of foundations suitable for the proposed bridges along with safe bearing capacity at
the proposed foundation levels and soil parameters for design of foundation viz.
density of soil, angle of internal friction and angle of wall friction etc.

The consultant shall, as per Clause 4.11.4.4 of the TOR, carry out geotechnical
investigation and subsoil exploration for structures, including investigation for high

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embankments. Geo-technical investigation will be carried out as per MoRT&H
Specifications / IRC: 78-2014 and provision of TOR.
The geo-technical investigations and sub-surface explorations shall be carried out for
the proposed bridges / road over bridges / tunnels / viaducts / interchanges etc.,
along high embankments and any other location as necessary for proper design of the
works and conduct all relevant laboratory and field tests on soil and rock samples. The
minimum scope of geo-technical investigations for bridge and structures is specified
in the TOR and the same is given below:

Table 3-6: Geo-Technical investigation for bridge & Structures

S. No Description Location of Boring

One abutment location and at least one
1 Overall length = 6 30 m intermediate location between abutments
for structures having more than one span.
One abutment location and at least one
2 Overall length = 30 60 m intermediate location between abutments
for structures having more than one span.
3 Overall length >60 m Each abutment and each pier locations.

The proposal for the location, number & tentative depth of boreholes shall be
submitted to NHAI for approval before commencing the field works. We intend to
outsource the subsoil exploration works to a MORTH empaneled geotechnical
exploration and consulting firm. Together with the proposed exploration program, we
will also submit to NHAI the name of the chosen firm for approval. Their works shall,
however, be closely supervised by the key personnel of the Consultant. The proposed
soil exploration works is shown in the Table given below:
As per para 7 under Clause 4.11.4.4 of the TOR, for the approach road pavement, bore
holes at each major change in pavement condition or in deflection readings or at 2 km
intervals whichever is less shall be carried out to a depth of at least 2 m below
embankment base or to rock level and are to be fully logged. The geological data of
the approaches will be established .Appropriate tests to be carried out on samples
collected from these bore holes to determine the suitability of various materials for use
in widening of embankments or in parts of new pavement structure.
At the conclusion of investigation, a comprehensive subsoil exploration report shall be
prepared which shall include the complete details of boring done, analyses and
interpretation of data and selection of design parameters.

3.2.4. Final Hydraulic And Hydrological Investigations

The design discharge for which the waterway of bridges is to be designed will be the
maximum flood discharge on record for a period of not less than 100 years. Hydraulic
data and Hydrology Report for existing bridges shall be obtained from concern PWD
/ MoRTH / NHAI. In case the requisite information is not available, the design
discharge will be estimated by following methods:-

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From the rainfall and other characteristics of the catchment by use of an empirical
formula applicable to that region.

By the area velocity method with the help of hydraulic characteristic of the
channel.

By unit hydrograph method.

The values of discharge worked out by various methods will be compared and the
maximum design discharge fixed by judgment. The linear waterway of the bridges
will be determined as per formula given in Cl. 104 of IRC: 5-2015 and compared with
the waterway of the existing bridges. The span arrangement of the bridges will be
determined on the basis of the requirement of waterway, type of foundation and safe
bearing capacity of the founding strata. Vertical clearance of the bridges will be
determined as per provision of Cl. 106.8 of IRC:5-2015. The scour depth will be
determined as per Cl. 106.9 of IRC: 5-2015.

3.2.5. Detailed Design of Road, Pavement, High Embankment And Culverts

The Methodology for this task already indicated at Stage 2.

3.2.6. Detailed Design of Robs/Rubs/Grade Separators
Based on the General Arrangement Drawings of bridges and structures approved by
NHAI / Railway authorities, Detailed design of various components of bridges and
structures shall be carried out in-house developed spread sheets which have been used
in large number of projects for which detailed project report have been carried out.

made wherever required.

3.2.7. Detailed Design and Working Drawings for Repair / Rehabilitation of
Bridges
All structures showing signs of distress / inadequacy will be thoroughly analysed first
from the point of view of repair / rehabilitation and then suitable repair /
rehabilitation measures in respect of these structures will be formulated keeping in
view the provisions of IRC:SP-40. Preliminary repair plans based on preliminary
designs will be prepared along with their likely cost for approval of NHAI authorities.
Those structures, which are beyond economical repairs, will be separately identified
for replacement.
Based on the design for repair and rehabilitation measures for bridges and structures
detailed drawings for carrying out the same shall be prepared on latest version of
AUTOCADD Software.
3.2.8. Detailed design of all ancillary road works like junctions, service roads, toll
plazas, drainage measures, traffic safety features, road signs / markings
and way-side amenities, etc.
The Methodology for this task already indicated at Stage 2.
3.2.9. Detailed Design and Layouts for Miscellaneous Works
The Methodology for this task already indicated at Stage 2.

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3.2.10. Carrying Out Safety Audit
The Methodology for this task already indicated at Stage 2.
3.2.11. Draft Environmental Impact Assessment and Management Plan
(EIAMP)

COLLECTION OF BASELINE DATA/ ROAD INVENTORY SURVEY FOR EIA

STUDY
Based on the scoping exercise and also as per the approved ToR granted by MoEF&CC,
the Consultant will collect necessary secondary data along with primary data w.r.t air,
water, noise and soil pollution monitoring at representative and sensitive locations at
the site to establish the benchmarks. The data collected from site will consist of
physical, biological and socio-cultural environment. Detailed road inventory surveys
will be carried out to collect data on land use, surface and ground water resources with
location of water bodies (lakes and reservoirs) at every occurrence, wildlife, forest,
other flora and fauna, stretches of roadside trees and major cultural properties. Tree
inventory of roadside arboriculture will be carried out giving an estimate of kilometre-
wise count of trees of different species and girth along the existing road.

In order to adopt a transparent and participatory approach towards the project, public
consultation will be conducted at various identified locations and with different
groups/indigenous people/government officials during the survey. These
consultations aim to disseminate information about the project and to collect the
information about the Project Area. Issues raised in the public consultation will be duly
addressed to the extent feasible.

Assessment of Potential Impacts and Mitigation and Enhancement Measures

The data collected from the site will be analyzed to identify the impacts on bio-physical
and socio-cultural environment with special emphasis to the areas of forest cover,
areas of natural habitat and/or critical natural habitat, areas of frequent wildlife
migratory crossings, landslide and erosion-prone areas and other environmentally
sensitive locations. Keeping in mind the project activities, all these environmental
features will be analyzed to find out the impacts during design, construction and
operation phase of project. The severity, spatial extent, direction and magnitude of
these impacts will be assessed qualitatively and wherever possible impacts will also
be quantified.
The cost-effective technically feasible and environmentally sound measures will be
suggested to offset / mitigate / reduce the impacts to an acceptable level.
Compensation and enhancement measures with special emphasis to enhancement of
highway water bodies and redevelopment of the borrow areas located on the public
land will also be included.

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Analysis of Alternatives to the Proposed Project
Analysis of alternative for the

combination of Engineering, environment, economics & social parameters will be

analyzed for selection of the alignment.
Preparation of Environmental Management and Monitoring Program (EMP)
An environmental management plan will be formulated including feasible and cost
effective measures to prevent or reduce significant negative impacts. The EMP will
include budget estimates on the mitigation measures and cost estimates related to
Staffing, training and institutional requirements to implement the mitigation measures
during design, construction and operational phases of the project. The EMP will be
prepared such that it will be amenable to be included in the contract documents for
the works. The environmental enhancement measures proposed for the project will be
complete with plans, designs, BOQ and technical specifications. The EMP will
comprise of a detailed plan on Aboriculture and Landscaping for plantation and
Transplantation of suitable trees along the alignment in accordance with IRC
guidelines. Also a plan for retaining existing trees to the extent possible will be
proposed.
Environmental monitoring plan with regard to air, water and noise pollution will be
prepared to evaluate the routine monitoring of the implementation program during
construction and operation phases of the project. The plan will define certain
indicators of environmental components that can be monitored on regular basis.
Preparation of EIA Report (As Per MOEFCC Guidelines)
The Environment Impact Assessment report will be carried out in accordance with the
standards set by the Government of India for projects proposed to be funded by
MORTH/NHAI. The draft EIA/EMP Report will be prepared adhering to the
reporting requirements of EIA as proposed in NHAI ToR and also in compliance to
the MOEFCC guidelines.

3.2.12. Draft Social Impact Assessment And Resettlement Action Plan

(SIRAP)
This Task is being described with the following Sub-Tasks:

Public Consultation Including Consultation with Communities, NGOs, other

Stake-holders and Relevant Government Agencies

are a mandatory requirement under new land acquisition policy RFCTLARRA-2013.

Keeping in mind the mandatory requirement of the applicable policy, several public
consultations at different levels will be carried out to documents the concern and
perception of the people on the project implementation. In this context on-spot
assessment and consultations with potential Project Affected Persons (PAPs),
households (PAHs), and communities, local NGOs and other relevant agencies will

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supplement the data, collected from secondary sources on social conditions and
project impacts.

Field Investigations will focus on:

Identification of any major social impact issues, such as involuntary

resettlement, dense urban clusters, community severance and vulnerable
groups at particular risk of project impacts.
Current usage of land in existing right of way and probable corridor of impact,
fixed and movable structures, trees, wells and other assets, areas of significant
squatting and/or encroachment,
Nature of potential impacts of the proposed project, including loss of
productive resources, loss access to services like markets, education and health
facilities, loss of fishing, grazing and forest areas, loss of customers and
suppliers, and disruption of social, cultural and economic ties and networks,
Characteristics of potential project-affected-persons (PAP), social composition,
settlement patterns, main sources of livelihood and past history of
displacement, if any. Special needs of marginalized and vulnerable sections
among them, e.g., landless, semi landless poor, destitute widows, female-
headed households, scheduled castes and ethnic minorities, and specific fears
and reservations by these sections regarding severity and sensitivity of the
anticipated social impacts of the proposed project.
Soliciting the views of PAPs as how to pragmatically provide for their needs
within the basic format of the project,
Information on suitable government owned land sites in close proximity of the
project road, which could be developed for rehabilitation of PAPs, in case
involuntary resettlement becomes absolutely unavoidable,
Identification of existing organizations (Governmental, independent statutory
bodies and NGOs) responsible for social impact mitigation and involuntary
resettlement at central, state and district levels, institutional capacity and past
experience of these organizations in rehabilitation of PAPs in other projects.
Preparation of Resettlement Framework Documents
Based on the results of sample socio-economic surveys, and an understanding of socio-
cultural and micro-economic contexts of various communities and social classes in the
project area, a resettlement framework will be prepared, which will resolve for
compensation of land and other assets likely to be acquired for meeting the project
needs. To ensure clear understanding and full agreement on the issues, the framework
will be prepared in close consultation with the agencies responsible for subsequent
implementation of the Resettlement and Rehabilitation Action Plan.
The Consultant will verify that the compensation entitlements as available in the
entitlement matrix are being delivered to the various category of APs including
vulnerable groups as referred in the land acquisition/resettlement plan. The
compensation and assistance are based on the overall principle that people do not

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suffer net losses as a result of the project, in accordance with LARR Act 2013 and NH
Act- 1956, or any other policy on social safeguards relevant to the project.
The Consultant will identify gaps, critical areas and project specific resettlement issues
in the implementation process and will develop remedial measures to bridge the gaps
in consultation with NH officials to address these gaps between the existing practice
and the social safeguard policy of the funding agency including LARR 2013/NH Act
1956 with regard to involuntary resettlement.
The Resettlement framework documents will be part of Resettlement Action Plan
report, prepared for the project
Social Impact Assessment Report & Preparation of Draft Resettlement Action Plan
(RAP)
A social impact assessment (SIA) will be carried out for the Project Affected Persons
(PAPs) to ensure the compliance of Fair Compensation and Transparency in Land
Acquisition, Rehabilitation and Resettlement Act, 2013, the policy and Guidelines of
the concerned state Govt., if any, and any other relevant act and policy, which seems
appropriate for project etc. Social impact assessments focus on the human dimension
of environments and seek to identify the impacts on people who benefits and who
loses. SIA can help to ensure that the needs and voices of diverse groups and people
in a community are taken into account.
The main types of social impacts that may make part of the project related changes can
be grouped into five overlapping categories:
Impact on Land and Assets- land acquisition, property acquisition and
impacts on any others assets
Lifestyle impacts on the way people behave and relate to family, friends
and cohorts on a day-to-day basis
Cultural impacts on shared customs, obligations, values, and other
elements which make a social or ethnic group distinct
Community impacts on infrastructure, services, voluntary organizations
activity networks and cohesion
Quality of life impacts on sense of place, aesthetics and heritage,
perception of belonging, security and livability, and aspirations for the future
Health impacts on mental, physical and social well-being, although these
aspects are also the subject of health impact assessment
The activities under this study will include (i) to carry out a socio-economic, cultural,
and political/institutional analysis to identify past, present and future potential social
impacts of the project (ii) screening social issues such as level of poverty, gender
dimensions, sex ratio, local population, type of profession, occupation and
employment, literacy, health and education along all the project (iii) gender-
disaggregated information pertaining to the economic and sociocultural conditions of
displaced persons (iv) identifying principal stakeholders and developing a

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consultation framework for participatory implementation (v) providing inputs to the
project design at the feasibility stages.
These activities will be accomplished through primary data obtained through field
survey, consultations and secondary data on existing baseline conditions. The primary
data generation and consultations will be carried out with the help of structured
questionnaires.
However, the social impact assessment and preparation of Resettlement Action Plan
as per new land acquisition policy RFCTLARRA-2013 will involve the following sub-
tasks.

Census of the Project Affected Persons (PAPs)

Following finalization of alignment designs in sufficient details to establish land
acquisition requirements, a detailed census of 100% of properties and project
affected persons (PAPs) and households to be affected by the proposed project will
be conducted. The census of each project affected person (PAP), household and
property will be done by using appropriate survey instruments.

Baseline Socio Economic Survey

To provide an objective and reliable database for social assessment of the project,
a socio-economic survey of the 25 % of affected households will be carried out
which will involve the Characteristics of potential project-affected persons,
households and communities, including demographic characteristics, information
on full resource base of the affected population, intra-household and gender-
distribution of resources, formal and informal associations, study of
attitudes/fears and reservations associated with negative impacts of the project
and resettlement etc.,
The finding of the socio-economic survey will be instrumental for deciding the
Entitlement of the project affected persons (Framework to serve as a policy for
compensation and assistance to people affected by the project) for compensation
of land and other assets which may need to be acquired for the project.
For conducting field surveys, appropriate performa / questionnaires/checklists
will be developed on basis of experience gained during on spot assessment of field
conditions and public consultations, which will be pre-tested, fine-tuned and
redesigned, if necessary.

Public Consultation / NGO Participation

The Consultant will conduct meaningful consultation with affected persons, their
host communities, and civil society for the project, identified as having involuntary
resettlement impacts. Meaningful consultation is a process that (i) begins early in
the project preparation stage and is carried out on an ongoing basis throughout the
project cycle; (ii) provides timely disclosure of relevant and adequate information
that is understandable and readily accessible to affected people; (iii) is undertaken
in an atmosphere free of intimidation or coercion; (iv) is gender inclusive and

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responsive, and tailored to the needs of disadvantaged and vulnerable groups; and
(v) enables the incorporation of all relevant views of affected people and other
stakeholders into decision making, such as project design, mitigation measures,
the sharing of development benefits and opportunities, and implementation
issues. Consultation will be carried out in a manner commensurate with the
impacts on affected communities.
A special attention will be paid to the need of disadvantaged or vulnerable groups,
especially those below the poverty line, the landless, the rural artisan, petty shop
owner, small traders, the elderly, women headed households, women and
children, Indigenous Peoples, and those without legal title to land.
An open and transparent consultation process will be undertaken to ensure that
the views of interested and affected people are and approximately incorporated in
the project design. Minutes of the meetings conducted during this public

their views on the project and its implication to the environmental and social
aspects.
The details of components, will be reported in Resettlement Action Plan Report

Land Acquisition Report

The Land acquisition report will be prepared and submitted for each section
(package) separately. The report will include detail schedules about acquisition of
land holdings as per revenue records and their locations in a strip plan and also
the costs as per district authorities. Details shall be submitted in Land Acquisition
Performa as required by concerned Authorities. The land acquisition report will
be submitted in both the local language and in English.
The land acquisition report will be prepared in consultation with affected persons,
non-governmental organizations and concerned government agencies and will
cover land acquisition and resettlement plan and costs of resettlement and
rehabilitation of such affected persons
The information concerning the ownership of land to be acquired for the
implementation of the project will be collected from the revenue and other
concerned authorities and presented along with the strip plans;

Identification, Analysis and Assessment of Potential Impacts

Identification, analysis and assessment of social impacts of the proposed project
works will be carried out, which will distinguish positive and negative impacts,
direct and indirect impacts, immediate and long-term impacts and the impacts
which are unavoidable or irreversible. Wherever feasible, the likely impacts will
be described quantitatively, in terms of social components affected (area, number),
social costs and benefits. The extent and quality of available data, explaining
significant information deficiencies and any uncertainties associated with the
predicted impacts will also be explained.

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Mitigation Measure
A cost-effective measure to minimize or eliminate adverse impacts of the proposed
road works will also be suggested. Measures for enhancing beneficial impacts will
also be recommended. The costs of implementing these measures will be estimated
and presented wherever possible. If compensation is recommended as one form of
mitigation, the consultant will identify all the names and physical addresses of
people to be compensated.
The ongoing measures on HIV/AIDS awareness creation within the project area
and propose for the mitigation measures will be reviewed and a plan of action,
which will identify responsible key implementers, time frame and expected output
will be prepared. The proposed mitigation measures and cost estimate will be
grouped in a separate Bills of Quantities (BOQ) for the project and will also include
cost of supervision for the implementation of mitigation measures and social
management plan.

Preparation of Resettlement Action Plan ( RAP) Report

Finally, based on above analysis and documentation a time bound resettlement
action plan report will be prepared, which will be based on the findings of social
impact assessment and meaningful consultation with the affected persons. A
resettlement action plan will include measures to ensure that the displaced persons
are (i) informed about their options and entitlements pertaining to compensation,
relocation, and rehabilitation; (ii) consulted on resettlement options and choices;
and (iii) provided with resettlement alternatives. During the identification of the
impacts of resettlement and resettlement planning, and implementation, the
consultant will pay adequate attention to gender concerns, including specific
measures addressing the need of women headed households, gender-inclusive
consultation, information disclosure, and grievance mechanisms, to ensure that
both men and women receive adequate and appropriate compensation for their
lost property and resettlement assistance, if required, as well as assistance to
restore and improve their incomes and living standards.
The Resettlement Action Plan will include following chapters as specified in the
TOR and in the applicable resettlement framework:

Executive Summary
Description of Project
Objectives of the project.
The need for Resettlement in the Project and evaluation of measures to
minimize resettlement.
Description and results of public consultation and plans for continued
participation of PAPs.
Definition of PAPs and the eligibility criteria.
Census and survey results-number affected,
Legal and entitlement policy framework-

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A matrix of scheduled activities linked to land acquisition procedures
An Itemized Resettlement Budget
Implementation schedule
Monitoring and Evaluation

3.2.13. Detailed Drawings

The design shall be carried out in accordance with approved design standards.
In the Detailed Project Report preparation, the geometric design of road will be done
as per the requirement of TOR and the design standard prepared on the basis of IRC
guidelines and accordingly plan profile drawing will be prepared in the scale 1:250 V
& 1:2500 H showing the proposed carriageway, features and drain line, toe line and
right of way.
The pavement design will be finalized based on techno-economic feasibility, out of the
pavement options presented in the feasibility study.
The high embankments will be checked for slope stability and settlement following
the guidelines in IRC:75 - 2015. Software namely SLOPE/W by GEOSLOPE will be
used for slope stability analysis. The analysis will be done in normal, rapid draw down
or seismic ground conditions.
Culverts along the project will be analysed and replaced if required with new culvert
crossings. Culverts will be designed as per relevant IRC Standards.

3.2.14. Technical Specifications

MORT&H specifications for Road & Bridge works will be the basic specification of
works.
Technical specifications will be prepared on the basis of MORT&H specification on the
standard item of road and bridge works. Any project specific item not covered in the

s specification and other international specification.

3.2.15. Final Cost Estimates and Bill of Quantities (BOQ)

Current rates for labour, materials and equipment shall be ascertained from State
Schedule of rates/ market rates/ Data book (MoRT&H) and local enquiries and shall
be applied in Standard Data Book. These basic costs, together with the haul distances
estimated for the construction materials, will then be computed to obtain unit rates for
the principle work items subsequently to be included in the Bill of Quantities.
Based on the above the detailed Cost estimates will be prepared. The following
elements will be accounted for to obtain the total costs in each case:
construction costs,
rehabilitation costs,
utility relocation costs,
land acquisition and resettlement costs,
environmental mitigation costs,

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contingencies,
construction supervision,
Due account will be taken of the equipment intensive methods which will be used for
the construction of the works. Comparison will be made with the rates for similar on-
going highway projects currently in progress. For cost escalation during the period
prior to the completion of the works, reference will be made to various economic
indices, for example WPI and IPI, which serve as indicators of inflationary trends.
Computation of detailed quantities by computer for road works as per detailed
drawings and Computation of cost of bridges from their detailed drawings shall be
done.
The estimation of costs arising from rehabilitation works, utility diversions and
environmental mitigation measures shall be ascertained.
Land acquisition and resettlement costs will be evaluated in consultation with NHAI
and other concerned authorities.
Allowances for contingencies and construction supervision will be applied as
percentages of total costs.

3.2.16. Final Economic and Financial/Commercial Analysis

Based on the updated Costs derived from the Revised Economic and Financial
Analysis will be carried and indicated in the Detailed Project Report.

3.2.17. Draft Detailed Project Report and Drawings Along with Bidding
Documents
Detailed Project Reports and Drawing Volume will be prepared on the basis of the
Construction Package.
1.) Volume I: Main report All the work carried out in every aspect should be
furnished along with executive summary. The field data are to be furnished in
a separate volume as an appendix to main report.
2.) Volume II: Design Report This volume shall contain the detail design
calculation of road, pavement, bridge, subsoil, hydrology, high embankment.
3.) Volume - III: Materials Report - This report should contain the details of
borrow areas, quarries, sampling, testing of soils and rocks, along with
alignment and recommendations concerning the improvement of soils
required in the construction work.
4.) Volume - IV: EIA including EMP & RAP This report should be prepared
conforming to the guidelines of GOI and State government for each
construction package section.
5.) Volume - V: Technical Specifications - This volume should be prepared on the
basis of MoRT&H specifications. Any item pertaining to road and bridge work
is not available in MoRT&H specification will be prepared with the help of
ministry guidelines/manufacturers specifications/international
specifications.
6.) Volume - VI: Rate Analysis This volume represents the analysis of rates and
will be prepared with the schedule of rates of Mizoram and standard data
book of analysis by MoRT&H.

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7.) Volume - VII: Cost Estimates This volume will represent the contract
package wise costing covering the road & bridge works.
8.) Volume - VIII: Bill of Quantities This volume shall contain the package wise
detail of bill of Quantities to pertaining to road and bridge works.
9.) Volume - IX: Drawing volume All drawings forming part of this volume
shall be good for construction and consist the following detail:
a) Horizontal alignment (1:2500H) scale and longitudinal profile (1:250V)
scale
b) Cross section as required in TOR.
c) Road Standard drawings
d) Detailed working drawings for culverts and bridges and others
structures
e) Drainage drawings with longitudinal profile
f) Schematic diagram.
g) Drawings for road signs, marking
h) Typical drawings for toll plazas, Bus bays, Parking areas.
10.) Volume - X: Bidding/Procurement Documents
Based on recommendation from approval authority and incorporating
revisions based on comments from different authority a DPR report will be
prepared and submitted.
3.2.18. Final Environmental Impact Assessment and Management Plan
(EIAMP)

Based on the Detailed Environmental Assessment, the Final Environmental Impact

Assessment Report and the Environmental Management Plan (EMP) will be prepared
and submitted.

3.2.19. Final Social Impact Assessment and Resettlement Action Plan

(SIRAP)

Based on the Detailed Social Assessment and Public Consultation, the Final Social
Impact Assessment Report and the Resettlement Action Plan will be prepared and
submitted.
3.2.20. Final Detailed Project Report and Drawings Along With Bidding
Documents
Based on recommendation from approval authority and incorporating revisions based
on comments from different authority the Final DPR Report will be prepared and
submitted along with the bidding Documents.

3.8.1.1.1.1 STAGE-5:

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TECHNICAL SCHEDULES
3.2.1. Preparation of Technical Schedules For PPP Or EPC Documents
Based on the Detailed Design and also the proposed mode of implementation, the
Technical Schedules will be prepared and submitted.

3.2.2. Submission of Procurement Documents

Based on the Detailed Design Report/ Drawings and the Technical Schedules, the
Procurement Documents will be Prepared and submitted.
3.2.3. Review and Comments from Client
The Comments received from NHAI on the Documents will be reviewed and
compliances drawn up.

3.2.4. Submission of Technical Schedules and Other Relevant Procurement

Documents upon Addressing Comments and Observation of Client
The Final Technical Schedules and other Procurement Documents will be submitted
after incorporating the comments received from NHAI.

3.9.1.1.1.1 STAGE-6:
DRAFT 3D PUBLICATION
3.2.1. Land Plan Schedules, Lap, Draft 3 (D) Notification and Fixing of Row Pillars
Based on the Detailed Design, the Land Acquisition Plans (LAP) along with the
Schedules and the Draft 3 (D) Notification will be prepared and submitted.

3.10.1.1.1.1 STAGE 7:
CLEARANCES II REPORT INCLUDING ASSISTANCE TO CLIENT DURING THE
BIDDING PROCESS
3.2.1. Preparation and Submission of Utility Relocation Cost Estimate
The Utility Plans along with the Cost Estimate for the Utility Relocation will be
prepared and submitted to NHAI.

3.2.2. Approval of Rob/Rub Gads from Railway Department

The process of approval of the ROB/RUBs from the Railway Department will be
undertaken for the necessary clearance from the Railways.
3.2.3. Environmental, Forest and Wildlife Clearances as Per Requirement
for the Improvement Proposal
Environment and Forest Clearances

Clearance from MOEF

Form 1 Clearance from MOEF along with Feasibility Report and Team of Reference by
the applicant will be submitted to State Expert Appraisal Committee for finalization
of TOR. Committee will finalize the TOR. Draft EIA Report will be prepared and
application for public consultation to State Pollution Control Board, which conduct
public hearing. Observation of public consultation will be incorporated in Draft EIA
and Final EIA will be submitted. State EAC will appraise the EIA and give clearance.

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Public Hearing

Public hearing shall be conducted as per EIA notification 2006 of MOEF, if required.

Move FC act 1980

FC Act 1980 the NHAI will submit duly filled up application form to the nodal officer
Punjab. Depending upon the quantity of land required clearance will be given by the
authority:-

(i) If land effected less than 40 hectares regional office Lucknow is competitive to
given clearance.

(ii) If land effected is more than 40 hectares it will be given by forest advisory
committee MOEF.

Demand Note for Tree Cutting

(1) Demand for Tree Cutting
Joint counting by forest department and consultant will conducted and demand not for tree
cutting will be prepared. Application will be submitted to District Collected and permission
for tree cutting will be obtained.
(2) Roadside Plantation Two Type of
(i) Not declared protective forest to be obtained by district collector
(ii) Protective forest form to be submitted to nodal officer regional officer Madhya
Pradesh/Uttar Pradesh. It permission is not granted is 30 days than it is deemed
to be granted.
3.2.4. Assistance in Completion of Bid Process
The Consultant will provide the necessary assistance to NHAI in the completion of the
Bid Process including the responses to the Pre bid Queries.

3.11.1.1.1.1 STAGE 8:
DELIVERABLES
3.2.1. Monthly Progress Reports
The Monthly Progress Reports will be submitted by the 10th day of every month which
will highlight the activities which has been performed during the month and will also
highlight the activities planned for the next month.

3.2.2. Draft Inception Report & Quality Assurance Plan

Base on the Reconnaissance Survey and the Consultant understanding of the scope of
work, the Draft Inception Report along with the Quality Assurance Plan (QAP) will be
submitted within 21 days from the Date of commencement. The Draft Inception Report
will inter alia consist of the Project background, Project Appreciation, the Detailed
Approach and Methodology, Work Plan and the Staffing Schedule, the Key Plan and
the Linear Plan, the bypass/improvement Proposals and the QAP.

3.2.3. Final Inception Report & Quality Assurance Plan

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Based on the Comments received from NHAI, the Final Inception Report along with
the Final QAP will be submitted within 30 days from the Date of Commencement.

3.2.4. Draft Feasibility Report Including Option Study Report

The Draft Feasibility Report will the submitted with 3 months from the Date of
Commencement and shall highlight the Consultant Preliminary Findings, design and
the recommendation. The Feasibility Study also includes number of options and their
comparative merits and the Consultant recommendation on the preferred mode of
improvement of the Project Highway.

3.2.5. Final Feasibility Study Report

Based on the Comments received from the Client, the Final Feasibility Report will be
submitted within 4 months from the Date of commencement.

3.2.6. Draft Lap and Clearances I Report

Based on the Detailed of the Preliminary Design and Findings, the Draft Land
Acquisition Plan and also the Clearances I report will be submitted within 4.5 months
from the Date of Commencement.

3.2.7. Final Lap and Clearances I Report

Based on the Comments received from NHAI on the DRAFT LAP AND
CLEARANCES I REPORT above, the Final Land Acquisition Plan (LAP) and also the
Clearances I Report will be submitted within 5.5 months from the Date of
Commencement.

3.2.8. Draft Detailed Project Report

Based on the Detailed Surveys & Investigations and also the Detailed Design, the Draft
Detailed Project Report will be submitted within 7 months from the Date of
Commencement.

3.2.9. Final Detailed Project Report

Based on the Comments received from NHAI on the Draft Detailed Project Report, the
Final Detailed Project Report will be submitted within 9 months from the Date of
Commencement.

3.2.10. Draft Technical Schedules

The Draft Technical Schedules based on the detailed design will be prepared and
submitted within 6 months from the Date of Commencement.

3.2.11. Final Technical Schedules

Based on the Comments received on the Draft Technical Schedules, the Final Technical
Schedules will be prepared and submitted within 7 months from the Date of
commencement.

3.2.12. Draft 3D Publication Report

The Final Land Acquisition Plan with Draft 3 (D) notifications will be submitted within
7 months from the Date of commencement

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3.2.13. Clearances II Report
The Clearances II Report will be submitted within 11 months from the Date of
commencement.

4 SOCIO ECONOMIC PROFILE OF

PROJECT INFLUENCE AREA
BACKGROUND
As described in the previous Chapters, the present DPR is being prepared for the 2
- Beas
Batala Dera Baba Nanak Corridor (NH 503 D). the chapter described the Socio-
Economic Characteristics of the Project Influence Area of these 2 Project Highways.
LUDHIANA BATHINDA GREENFIELD HIGHWAY
The access-controlled Ludhiana Bathinda Greenfield Highway starts from Delhi-Katra
Expressway of NE-5 near Ludhiana (village Ballowal) and terminates at Amritsar
Bhatinda Greenfield highway at Bhatinda near Rampura Phul as a part of Ludhiana-
Ajmer Economic Corridor in the State of Punjab under Bharatmala Pariyojana by M/s
National Highways Authority of India.
Project influence area includes some of the districts and towns of Punjab and it is
important to know the character of these areas. For that, 3 districts that is Ludhiana,
Bathinda and Barnala, will be discussed in detail below.
Ludhiana
Ludhiana, the first metropolitan centre of the state of Punjab, located on National
Highway 100 km north west of Chandigarh, the capital of Punjab and Haryana, 310
Kms from New Delhi and 150 km from Amritsar, has emerge as the most vibrant and
important business centre of Punjab. Positioned at 30 56' N and 75 52' E, Ludhiana is
located about 10 km south of the River Satluj, one of the five major rivers of pre-
independent Punjab.
Ludhiana district has an area of 3578.00 sq. km, Out of which, 321.9 sq. km. is urban
shared among 12 urban units in this district, whereas the remaining 3256.10 sq. km. is
rural. The tehsil wise area, as supplied by the Director Land Records, Punjab is: (1)
Samrala 491.58 sq.km. (2) Khanna 212.40 sq.km. (3) Payal 428.98 sq.km. (4) Ludhiana
(East) 558.30 sq.km; (5) Ludhiana (West) 619.50 sq.km. (6) Raikot 482.89 sq.km. and (7)
Jagraon 784.34 sq.km.
4.2.1.1 Administration
The district is divided into 7 tehsils namely, Samrala, Khanna, Payal, Ludhiana (East),
Ludhiana (West), Raikot and Jagraon. All of them have Sub- divisional status. There
are 12 Community Development Blocks viz., Doraha, Machhiwara, Samrala, Khanna,
Dehlon, Ludhiana-I, Ludhiana-II, Pakhowal, Sidhwan Bet, Jagraon, Sudhar, and

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Raikot.
4.2.1.2 Demographic profile
During 2001-2011, population of Ludhiana district has increased from 30,32,831 to
34,98,739 resulting net addition of 4,65,908 persons during this decade. In percentage
terms the district has decadal growth rate of 15.4 per cent which is the highest growth
rate in the state. Among the districts, it ranks 8th, and its growth rate 15.4 is also higher
than that of the state average (13.9%).
Ludhiana district has 34,98,739 population, 3,578 sq. km area and density of 978
persons per sq. km, which is significantly higher than that of the State (551) and ranks
1st among the districts in the State. Within the district, Ludhiana( East) (3464) is the
most densely populated tahsil and Jagraon (435) the least populated tahsil. Likewise,
rural density varies between 720 in Ludhiana East tahsil and 358 in Jagraon tahsil. The
urban density is the highest in Ludhiana East (9,724) tahsil and the lowest in Raikot
(1,368) tahsil.
Table 4-1 Decadal Population Growth of Ludhiana (2001-2011)

Number Percentage Number Percentage

(Punjab) (Punjab) (Ludhiana) (Ludhiana)
Persons 3,384,339 13.89 3,498,739 15.36
Male 1,654,420 12.74 1,867,816 12.34

Female 1,729,919 15.21 260,808 19.04

Source Censes of India

4.2.1.3 District at Glance

Table below depicts district of Ludhiana at glance. Population, sex ratio, land
utilization of the complete district, forest covers and area under transportation.
Table 4-2 District Ludhiana at a glance (2011)

S. No. Particulars Year Unit Statistics

1 Geographical Features
2 Population
Sex-wise
(A) i) Male 2011 Nos. 80,76,056
ii) Female 2011 Nos. 13,70,115
(B) Rural Population
i) Male 2011 Nos. 7,12,593
ii) Female 2011 Nos. 6,26,585
(C) Urban Population
i) Male 2011 Nos. 950123
ii) Female 2011 Nos. 7,43,530
3 Agriculture
Land utilization
i) Total Area 2010-11 Hectare 3,68,000
A. ii) Forest cover 2010-11 Hectare 10,000
iii)Barren and uncultivable land 2010-11 Hectare -
iv) Non Agriculture Land 2010-11 Hectare 58
v) Misc. ( Cultivable waste & 2010-11 Hectare -
Fallow land)

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S. No. Particulars Year Unit Statistics

vi) Net area sown 2010-11 Hectare 3,01,000
vii) Area sown more than once 2010-11 Hectare 2,98,000
viii) Total cropped area 2010-11 Hectare 5,99,000
Forest
4
(i) Forest 2010-11 Hectare 3,610,000
5 Transport -
Roads
(a) National Highway 2010-11 Kms 68
(b) State Highway 2010-11 Kms 5,508
(c) Roads maintained by local 2010-11 Kms 7,171
bodies Source Censes of India

4.2.1.4 Work Participation Rate

The work participation rate in Ludhiana district (36.7%) is a little better than the state
average (35.7%). Among the tahsils in the district, it varies between 40.2 per cent in
Payal and 35.4 per cent in Khanna. In the district 56.4 per cent among males and 14.2
per cent females are reported as workers. In Payal nearly one-fifth of the females
(20.0%) are recorded as workers.
Table 4-3 - Workers and Non Workers, Ludhiana
States/Districts Population Male Female Total
Main Workers 969,954 168,700 1,138,654
Marginal
83646 62,522 146,168
Ludhiana Workers
Non- Workers 814,216 1399701 2,213,917
Total 1,867,816 1,630,923 3,498,739
Source Censes of India

4.2.1.5 Industry
In the field of industry, Ludhiana district is renowned for small scale industries not

ng,

centuries back, Raikot and Kila Raipur only counted for few industries. But around
1830 woollen industry made a start at Ludhiana due to the migration of Kashmiri
artisans, who manufactured Woollen Shawls, Chadars, Namdas etc. The Khatris of
Machhiwara specialized in the manufacture of Gur and Bura. Jagraon later specialized
in cotton ginning and wheat flour milling. Sirkis were also manufactured there. Ivory
bangles and Desi Juti were speciality of Ludhiana City. Later Khanna came to occupy
an important place in cotton ginning, oil pressing and iron re-rolling mills. The
stationing of troops at Ludhiana gave a fillip to the development of industries.
ia. In
the beginning of the present century knitting machines were introduced which started
manufacture of gloves and socks at Ludhiana.
The industries can be divided into following 3 main categories: (1) Large Scale (2)

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Small Scale (3) Village and Cottage industries. The large scale industries are: (1)
Woollen manufacture (2) Cycle and cycle parts (3) Steel re-rolling (4) Machine Tools
(5) Automobile parts (6) Diesel engine and parts (7) Scooters (8) Hosiery needles (9)
Nylon and staple spinning (10) Gas (Oxygen) and (11) Measuring tapes.The small scale
industrial units are: (1) Agricultural Implements (2) Dyeing (3) Washing and finishing
(4) Calico Printing (5) Nuts and bolts (6) Electrical goods (7) cotton ginning (8) Plastic
goods (9) Paints and varnishes (10) Umbrella ribs (11) Radio assembling (12) Surgical
Instruments (13) Rubber goods (14)
Stationery articles (15) Spray pumps and (16) Steel furniture etc. Some of the present
day village and cottage industries are: (1) Handloom weaving (2) Leather and Hides
tanning (3) Shoes and leather goods manufacture (4) Kohlu (Oil pressing) (5) Baan
making and (6) Gur and Khandsari etc.
4.2.1.6 Transportation
Ludhiana is connected with other cities of Punjab and also with other states by bus
service. Major national highways NH 44, NH 5 (old NH1, NH95) and state highway
SH 11 connect to the city. The transportation services are provided by the state-owned
Punjab Roadways and private bus operators.
Ludhiana Junction railway station is connected to other metro cities. It also has
Sahnewal, Doraha, Kila Raipur railway stations which serve cargo and passenger
trains. Vande Bharat Express has a stop at Ludhiana junction on its New Delhi (NDLS)
- Shri Mata Vaishno Devi Katra (SVDK) route.
The Nearest International Airport from Ludhiana is Sri Guru Ram Dass Jee
International Airport in Amritsar. The other airports near Ludhiana are Adampur
Airport in Jalandhar, Chandigarh Airport
Bathinda
Bathinda district is located in the Central Southern part of Punjab State in the Malwa

between 290- - - -
district shares boundaries with Muktsar and Faridkot districts in the North and the
West, Mansa district in the South and Sangrur district in the East. It is constituted of
areas of the erstwhile princely the state of Patiala which was known as the Phulkian
States. According to 2011 Census, Bathinda covers an area of 3,353 sq. kms.
4.2.2.1 Administration
Bathinda is divided into 4 tehsils, Rampura Phul, Maur and Talwandi Sabo. These
tehsils are further divided into nine blocks of Bathinda, Sangat, Nathana, Rampura,
Phul, Maur, Balianwali, Bhagta Bhai ka and Talwandi Sabo. According to Surveyor
General of India, the district covers an area of 3,36,725 Hectares and is sixth in terms
of area in the State .-
4.2.2.2 Demographic profile
According to 2011 Census of India, Bathinda district ranks 9th in Punjab with a
population of 1388525 which is 19.98 % of the total population of Punjab State. The sex
ratio according to census 2011 is 868 females per thousand Male in district which is 19

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less than observed in 2001 census, which was 870. Though the rate of population
growth is meagre, yet the density of population has increased which is 414/ square
Kilometre as compared to 353 by 2001 census.
Among all the States & UTs, Punjab rank 13 th in terms of literacy. Bathinda district
have 15th rank in the field of literacy in the state according to Census 2011.
Table 4-4 Decadal Population Growth of Bhatinda (2001-2011)

Number Percentage Number Percentage

(Punjab) (Punjab) (Bhatinda) (Bhatinda)
Persons 3,384,339 13.89 1,388,525 17.34
Male 1,654,420 12.74 743,197 17.44

Female 1,729,919 15.21 645,328 17.23

Source Censes of India
Bathinda district has a population of 1,388,525 including 743,197 males and 645,328

Among the tahsils, Bathinda with a population of 755,926 is the most populous while
Talwandi Sabo with a population of 315,930 is the least populous tahsil in the
district.In other words, tahsil with the highest population is more than twice the tahsil
having least population. The population of other tahsil (Rampura Phul) is 316,669. A
tahsil in the district, on an average has a population of 462,841compared with 360,303
in the State as a whole.
Out of the total population in the district, 889,308 (64.0%) is residing in rural and
499,217 (36.0%) in urban areas. The corresponding percentages of rural and urban
population in the State are 62.5 and 37.5 respectively. The rural population spreads
over 279 inhabited villages and urban population is distributed over 12 towns in the
district.
4.2.2.3 District at Glance
Table below depicts district of Bathinda at glance.
Table 4-5 District Bathinda at a glance (2011)
S. No. Particular Year Unit Statistics
1 Geographical Features
2. Population
Sex-wise
(A) i) Male 2011 Nos. 6,32,809
ii) Female 2011 Nos. 5,50,486
(B) Rural Population
i) Male 2011 Nos. 4,44,118
ii) Female 2011 Nos. 3,87,423
(C) Urban Population
i) Male 2011 Nos. 1,88,691
ii) Female 2011 Nos. 1,63,063
3. Agriculture
Land utilization
A.
i) Total Area 2010-11 Hectare 3,37,000

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S. No. Particular Year Unit Statistics
ii) Forest cover 2010-11 Hectare 6,000
iii)Barren and uncultivable land 2010-11 Hectare -
iv) Non Agriculture Land 2010-11 Hectare 34,000
v) Misc. ( Cultivable waste & Fallow 2010-11 Hectare -
land)
vi) Net area sown 2010-11 Hectare 2,96,000
vii) Area sown more than once 2010-11 Hectare 2,60,000
viii) Total cropped area 2010-11 Hectare 5,56,000
Forest
4.
(i) Forest 2010-11 Hectare 6,000
5. Transport -
Roads
(a) National Highway 2010-11 Kms 125
(b) State Highway 2010-11 Kms 2,580
(c) Roads maintained by local bodies 2010-11 Kms 556

4.2.2.4 Work Participation Rate

The work participation rate in Bathinda district (39.6%) is better than the state average
(35.7%). Among the tahsils in the district, it varies between 41.1 per cent in Talwandi
Sabo and 36.6 per cent in Rampura Phul. In the district 58.2 per cent among males and
18.1% among females are reported as workers showing a significant reduction in the
gap between the two. In Talwandi Sabo, (16.8%) females are recorded as workers. Out
of the total workers, 32.6 per cent are main workers and 7.0 per cent are marginal
workers. The proportion of main workers is the highest in Talwandi Sabo (33.4%) and
the lowest in Rampura Phul (30.5%). However, the proportion of marginal workers is
significantly higher in Talwandi Sabo tahsil (7.7%) followed by Bathinda (7.0%) and
Rampura Phul (6.1%). Further, the incidence of marginal workers is observed to be
more among females compared with males.
Table 4-6 - Workers and Non-Workers, Bathinda
States/Districts Population Male Female Total
Main Workers 390057 62621 452678
Marginal
42931 54377 97308
Bhatinda Workers
Non- Workers 310209 528330 838539
Total 743197 645328 1388525
Source Censes of India

4.2.2.5 Industry
Village industries like handloom weaving, oil extraction by wooden Kohlus,
manufacture of agricultural implements, juti making, baan making, gur and shakkar
manufacture, calico printing and phulkari making were in vogue in the rural areas.
Durries in floral designs were manufactured in the urban centres like Bathinda,
Rampura Phul etc. Calico printing was popular in Talwandi Sabo. There was a colony
of potters (Kumhars) at Bathinda who produced quality earthenware, especially
surahis. Desi juties (country shoes)of good quality were produced at Bathinda. Ban

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making was done at Bathinda. Phulkaries were produced at Rampura
The various medium and large-scale units located in the district are as follow:
Milk Plant: A Milk plant is located at Bathinda in the public sector. The Plant has
a capacity to process 1.25-lakh litre of milk daily during 2009-10.
National Fertilizer Plant: A chemical Fertilizer Plant of National Fertilizer Plant
Ltd. engaged in the manufacture of Urea, has been set up to meet the needs of the
district and other southern districts of the state.
Cement Plant: A Cement plant is coming up (since completed) in the private sector
at Bathinda. It will utilize coal ash from Guru Nanak Dev Thermal Plant for the
manufacture of cement. Gujrat Ambuja Group of Companies is installing the
plant. It will go a long way in meeting demand of cement of southern district in
the state.
Rice shellers: There are a large number of rice sellers located in the district, which
meet the local demands for dehusking of paddy.
Dal manufacturing units: The district is a big producer of gram. Hence, a number
of units are engaged in the manufacture of Dal etc. in the district.
4.2.2.6 Transportation
An efficient network of roads and railway is an essential requirement for development
of any area as it is the backbone of any development activities. The district is well
served by both roads and railway. The Bathinda Railway Junction is one of the biggest
junctions in the State. Bhatinda Railway Station has connectivity to most of the major
cities in India.
Four national highways: NH 7 (Fazilka - Badrinath National Highway), NH 54
(Kenchiyan, Hanumangarh - Pathankot National Highway), NH 148B (Bathinda to
Kotputli) and NH 754 (Bathinda to Jalalabad, Fazilka) pass through/near the city.
Bathinda has one of the largest railway junctions in India and is well-connected with
all the major cities of the nation. New Delhi, Chandigarh, Kolkata, Lucknow, Jaipur,
Patna, Ahmedabad, Guwahati, Jammu etc. are a few to mention. Six rail routes extend
from the railway station in Bathinda..
Barnala
District Barnala has been carved out of district Sangrur in 2006. Barnala city is a
medium sized town with all the amenities available within commutable distance.
District Barnala has two sub-divisions Barnala and Tapa, three sub-tehsil Tapa,
Bhadaur, Dhanaula and three blocks Barnala, Sehna and Mahal Kalan. District has 5
Municipal committees.
The district is surrounded by Ludhiana in North, Sangrur in east, Mansa in its south.
Moga and Bathinda are located in the western side of the district. Its economy is
supported by neighbouring agriculture rich villages like Thikriwal, Uppli, Pherwahi,
Dhanaula, Amla Singh Wala. It has diverse population supporting local industries and
food business.
Barnala district has an area of 1482.00 sq. Kms consisting of two tahsils viz. Barnala
and Tapa, each having 897.50 and 584.49 sq. kms respectively. The district has 128

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villages out of which 127 are inhabited and one is uninhabited. There are 5 Statutory
towns in the district. District Barnala is surrounded by districts of Ludhiana and Moga
in the north, Mansa in the south, Sangrur in the east, Bathinda in the W est. It is situated
t).
4.2.3.1 Administration
For the administrative purposes, the district is a part of Faridkot division. The district
is the basic unit of administration. For the purposes of general and revenue set up the
district is divided into two tahsils viz Barnala and Tapa. Barnala district with a
population of 5, 95,527 and an area of 1482 sq. kms. has a density of 402 persons per
sq. km, which is significantly lower than that of the State (551) and ranks 17th among
the districts in the state. Within the district, Barnala (462) is the most densely populated
tahsil and Tapa (364) is the least populated tahsil.
4.2.3.2 Demographic profile
As per Census of India- 2011, Barnala district had a total population of 5,95,527 out of
which 3,17,522 are males and 2,78005 are females. Males constitute the 53.31% and
female constitutes 46.68 % of total population. Barnala has an average literacy rate
67.8% which is 7.5% more than the 2001 Census data. The male literacy rate is 71.6 and
female literacy rate is 63.6 % which is quite higher in comparison to 2001 census. The
percentage of decadal growth in population has been 13.0% during 2001-11 and sex
ratio ( number of females per 1000) has been 876 in 2011 as compared to 872 in 2001 .In
the district 0-6 years of population in the district has been 10.9 which is on the
decreasing trend in comparison of 2001 when it was 13.3 % .
Table 4-7 Decadal Population Growth of Barnala (2001-2011)
Number Percentage Number Percentage
(Punjab) (Punjab) (Barnala) (Barnala)
Persons 3,384,339 13.89 68,596 13.02
Male 1,654,420 12.74 36,028 12.80
Female 1,729,919 15.21 32,568 13.27
Source: Census, 2001

4.2.3.3 District at Glance

Table below depicts district of Barnala at glance.
Table 4-8 District Barnala at a glance (2011)
S. No. Particular Year Unit Statistics
1 Geographical Features
2. Population
(A) Sex-wise
i) Male 2011 Nos. 3,17,848
ii) Female 2011 Nos. 2,78,446
(B) Rural Population
i) Male 2011 Nos. 2,16,020
ii) Female 2011 Nos. 1,89,655
(C) Urban Population
i) Male 2011 Nos. 1,01,828
ii) Female 2011 Nos. 88,791

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S. No. Particular Year Unit Statistics
3. Agriculture
A. Land utilization
i) Total Area 2010-11 Hectare 1,41,000
ii) Forest cover 2010-11 Hectare 2,000
iii)Barren and uncultivable land 2010-11 Hectare -
iv) Non Agriculture Land 2010-11 Hectare 14,000
v) Misc. ( Cultivable waste & Fallow 2010-11 Hectare 1,000
land)
vi) Net area sown 2010-11 Hectare 1,24,000
vii) Area sown more than once 2010-11 Hectare 1,37,000
viii) Total cropped area 2010-11 Hectare 2,61,000
4. Forest
(i) Forest 2010-11 Hectare 2,000
5. Transport -

Roads
(a) National Highway 2010-11 Kms 73
(b) State Highway 2010-11 Kms 1,416
(c) Roads maintained by local bodies 2010-11 Kms 699
Source: DIC Barnala

4.2.3.4 Barnala - Employment

Punjab, with a work participation rate of 35.7 per cent, ranks 28 th among the
States/Union Territories in the Country and thus, the work participation rate in the
State is lower than that of India (39.8%). Among the districts in the State, the
proportion of workers varies between 42.7 % in Mansa district and 31.5 per cent in
Hoshiarpur. In all, 10 out of 20 districts in the State have shown work participation
above the state average and among them one district has at least two-fifths of his
population reported as worker which is Mansa (42.7%).
As per Census 2011, the work participation rate of Barnala (35.2%) district is almost
equals to state. In Barnala district the per cent of main workers and marginal workers
is 89.1 and 10.8 per cent to the total worker respectively. Significantly work
participation rate in Barnala district (35.2. %) is by and large identical with that of the
State (35.7 %).
Table 4-9 - Workers and Non Workers, Barnala district (2011)

Main Marginal
Non-
Workers (% workers Workers
Total Total Workers
Level of total (% of (% of
Population workers (% of total
population) total total
population)
workers) workers)
Barnala (M Cl) 1,16,449 40,769 35.01 64.99 32.47 2.54
Handiaya (NP) 12,507 4,215 33.70 66.30 31.83 1.87
Dhanaula (M Cl) 19,920 6,671 33.49 66.51 31.04 2.44
Tapa (M Cl) 23,248 8,469 36.43 63.57 34.08 2.35
Bhadaur (M Cl) 18,561 6,563 35.36 64.64 29.91 5.45

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Total 1,90,685 66,687 34.97 65.03 32.22 2.75
Source: Census,2011

4.2.3.5 Occupational structure

Out of total workers, 85.4 per cent have been recorded as Main Workers and 14.6 per
cent as Marginal Workers. The corresponding figures for 2001 Census was calculated
out of total population were 32.16 per cent and 5.30 per cent respectively. In Barnala
district the per cent of main workers and marginal workers is 89.1 and 10.8 per cent to
the total worker respectively. Significantly work participation rate in Barnala district
(35.2. %) is by and large identical with that of the State (35.7 %).
The proportion of main workers in the tahsils is the highest in Tapa (32.4%) and the
lowest in Barnala (30.7%). However, the proportion of marginal workers is the highest
in Tapa with 4.5 per cent whereas it is the lowest in Barnala with 3.5 per cent. Further,
it reveals that the work participation rate for main workers in Barnala district (31.3%)
is comparatively higher than the state average (30.5%).
Table 4-10 - Occupational Structure of Barnala
Agricultural Household
Level Cultivators Others
laborers workers
Person 60,340(28.83%) 40,460(19.33%) 5,132(2.45%) 1,03,399(49.39%)
Male 57,489(32.27%) 34,653(19.45%) 3,574(2.01%) 82,447(46.28%)
Female 2,851(9.15%) 5,807(18.63%) 1,558(5.00%) 20,952(67.22%)
Source: Census,2011

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5 TRAFFIC SURVEYS AND FORECAST

INTRODUCTION
Preparation of Detailed Project Report (DPR) for any highway project involves a chain
of activities, such as, field surveys and investigations, selection of suitable alignment,
carrying out various designs, preparation of drawings and estimates, etc. Field
Surveys and Investigation involves conducting primary traffic surveys and other
related investigations to understand the existing traffic and travel characteristics of the
passenger and freight vehicles moving on the feeder route.
Traffic is generally defined as the movement of people, goods or vehicles between
spatially separated points, and thus includes all types of vehicles mechanized,
motorized or non-motorized. Analysing this traffic in terms of total volume, its
composition and other parameters like peak hour flow etc. are important to
understand the lane, grade separation and investment requirements for the network
improvement.
Analysis of the existing traffic flow data is extremely important to understand the
current travel characteristics along with its problems and constraints and also to
identify future improvement requirements of the project corridor.
The present chapter covers traffic and travel characteristics of the vehicles moving on
the project corridor.
Traffic and travel characteristics also vary spatially and temporally. To appreciate
these, extensive traffic surveys at number of locations, covering the entire corridor,
have been carried out. The list of traffic and travel surveys conducted is mentioned
below:
Classified Traffic Volume Count Survey
Origin-Destination Survey
Axle Load Survey
SURVEY METHODOLOGY
Classified Traffic Volume Count
Classified Traffic volume survey is conducted to know the quantum of vehicles
passing through a given section of road over a period of time. The survey is also
important to understand the following:
To check the efficiency of the network by comparing existing traffic with LOS or
with the capacity.
To estimate future traffic flows.

Classified Traffic Volume surveys also help to appreciate the traffic characteristics in
terms of total volume, hourly variation, volume/capacity (V/C) ratio, modal
composition, peak hour traffic share and directional split of traffic at each survey
locations.
Manual Classified Traffic Volume Counts were conducted at Two locations along the
project road i.e. one in each homogeneous section. The survey was conducted round-

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the-clock for 7 consecutive days. The count stations were selected away from any local
hindrance and the results represent the actual traffic flow in each of the homogenous
section. Average Daily Traffic (ADT) and Annual Average Daily Traffic (AADT) were
obtained from the seven day count data.
For recording classified traffic volume data, vehicles were grouped into the categories
as mentioned in Table 5-1.

Table 5-1: Vehicle Classification System

Motorized Vehicle Non-motorized Vehicle
2 wheelers Bicycle
Auto Rickshaw Cycle Rickshaw
Passenger Car: Car, Van, Jeeps, Taxi Animal Drawn/Hand Cart
Bus Mini Bus, Govt. Bus, Pvt. Bus
Mini LCV, Light Commercial Vehicle
(LCV), LCV ( 6 - Tyre)
Truck
2, 3 Axle
(=>7 Axle) MAV, HCM
Tractor Agriculture Tractor, Tractor & Trailer
Origin-Destination (OD) Survey
These surveys have been conducted to anticipate the Origin-Destination (O-D)
characteristic in order to establish the pattern of travel on the Expressway.

O-D survey has been conducted at one locations on the project corridor. Roadside
interviews have been conducted during survey to gather data on the trip purpose,
trip length, socio-economic background of passengers, commodity type and value
for commercial vehicles, and loading pattern of goods vehicles.
With the help of local police assistance, the survey at all locations was conducted for
24 hours using a systematic random sampling. The classified volume count carried
out along with the O-D survey was used to arrive at the sample
coverage/expansion factor. The objective was to sample as many vehicles as practical
given the constraints of the storage capabilities of the interview bay.
A traffic zone system has been developed for coding and analysing the O-D data. The
zones have been defined based on the traffic on each linear and spatial segment. The
data collected has been coded and processed to eliminate all illogical data and entry
errors.
The processed data has been used to generate O-D matrices (by category, purpose, and
overall). Desire line diagrams have been prepared to give an understanding of the
travel pattern in the region and along the corridor.
The objective of the OD survey was to assess the travel pattern of passenger and freight
vehicles moving on the corridor and the desire of trips performed by these modes in
terms of destined and through trips. OD survey record the trips in terms of its origin,
destination, purpose, trip length of a trip in case of passenger vehicles and origin,
destination, commodity carried, trip length in case of freight modes.

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Axle Load Survey
The Axle Load Surveys are mainly carried out to obtain the Vehicle Damage Factor
(VDF) and load characteristics of the traffic using the network (Refer Annexure 5.5).
The vehicle damage factor is used for the pavement design. For the present study, Axel
load surveys were conducted simultaneously with the OD (Origin Destination) survey
at one location on which OD survey was also conducted.
This survey is carried out by weighing the goods vehicle passing the survey location
using portable axle pad (shown in above photos). The questions about the origin,
destination, and type of commodity were also recorded from the driver during this
survey. The survey was carried out for freight vehicles plying on the project roads on
random sampling basis.
Coding and Data Entry

The collected information from the field was converted into usable data format using
following steps:
1. The respondent or fieldworker recorded a response;
2. The coder translated the response into a pre-specified code; and
3. The data entry specialist entered the response into a database.
Editing and Cleaning of Data

Once the survey data have been entered, the survey team systematically analyzed the
results to identify data problems. Three editing and cleaning tasks were conducted.
1. Simple data cleaning to correct coding and data entry problems;

2. Validation of survey responses; and

3. Application of analytical techniques to reduce non-response.
The first step was to verify the completeness of each record. Next, each data field was
checked to make sure only legal codes are entered. Then, the analyst evaluated the
internal consistency of the responses to related questions.
Survey Location
All traffic survey are conducted at existing Toll Plaza near Mehal Kalan on Raikot - Barnala
Section of SH-13. Details of survey conducted is given in table bellow.
Table 5-2: Traffic Survey Location and Schedule on Raikot- Barnala Section

Road Name of
Loc No. Duration Corridor Duration
Hierarchy Location
7 Days TVC Count 29/12/2020 -
1
Survey using ATCC 04/01/21
Origin Destination Raikot
2 (OD Survey), 1 day Barnala SH-13 Mehal Kalan 03/01/21
(24 Hours) Secton
Axle Load Survey
3 03/01/21
1 day (24 Hours)

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The location has been shown graphically in Figure 2.1.

Figure 5-1:Survey Location Map

CLASSIFIED TRAFFIC VOLUME COUNT

The Primary traffic data collected is analyzed to outline the traffic characteristics &
Travel pattern at junction and in the PIA, Project Influence Area. Traffic pattern on the
corridors in PIA may be varying from the expected traffic on the project. Classified
Traffic Volume Count is further analyzed to derive
Average Daily Traffic (ADT)
Average Traffic Composition
Hourly and Daily variation
Passenger Car Units
Traffic Characteristics are expressed in terms of total flow, its modal composition,
hourly variations, numbers and peak traffic flows.
Also when traffic is composed of different type of vehicles, it is normal practice to
convert the flow into equivalent passenger car units by using certain equivalence
factors. The flow is then expressed as PCU per hour. PCU factors adopted are
presented in

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Table 5-3 below.

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Table 5-3: Passenger Car Unit Values Adopted

Type Mode PCUs

Two-Wheeler 0.5
Three-Wheeler 1.0
Passenger Vehicles Car/Jeep/Van/Taxi 1.0
Mini Bus/ Tempo 1.5
Standard Bus 3.0
LCV 1.5
2 / 3 Axle 3.0
Freight Vehicles Multi Axle 4.5
Agriculture Tractor 1.5
Agriculture Tractor Trailer 4.5
Animal / Hand Drawn 6.0
Slow Moving Vehicles Cycle 0.5
Cycle Rickshaw 2.0
Average Daily Traffic (ADT)

Traffic volume count data collected from the survey locations tabulated and analysed
further to obtain the Average Daily Traffic (ADT). Hourly data collected was
summarized to obtain hourly variation of traffic. Average Daily Traffic (ADT)
observed on this location is 9,732vehicles ( 11,535 PCUs). Mode-wise Average Daily
Traffic (ADT) with Modal Composition (%) is presented in Table 5-4.

Table 5-4: Average Daily Traffic observed at Raikot

Section/
Vehicle
Type

ADT 3,053 7 4,797 207 41 430 121 102 654 32 285 9,732 11,535
Modal 6.7 0.3 2.9
31.4% 0.1% 49.3% 2.1% 0.4% 4.4% 1.2% 1.0% 100% -
Share % % %
Source: AECOM Primary Survey

5.3.2.1 Mode-wise Composition MAV, 6.7% HCM, 0.3% NMV, 2.9%

Mode-wise composition observed from Truck(2x/3x),

the survey suggests that cars and taxis 2.3%
have major share of 49.3%, followed by LCV, 4.4%
two wheelers sharing 31.4% and trucks Goods auto,
having 9% share in overall traffic. Other 0.4% 2W, 31.4%
modes i.e., buses, LCVs and HCM Bus, 2.1%
account for 2.1%, 4.4% and 0.3%
respectively of the total traffic. Mode wise
distribution is presented in figure5.6. Auto, 0.1%
Higher share of cars, 2W modes and low Car/Taxi,
49.3%
volume of bus traffic suggest that these
modes are used for the local travel to
different destination along the route. In
freight traffic MAV is dominant mode
followed by LCV trucks.
Figure 5-2 Traffic Composition

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Overall contribution of Passenger and Freight traffic in total traffic is mentioned in
Table 5.7. It is observed from the table that Passenger Vehicles dominate in overall
traffic with 91% share. Similarly share of Freight Traffic and Slow-moving traffic is 7%
and 2% respectively.
Table 5-5: Share of Passenger and Freight Traffic in Total Traffic
Loc. Location Name Section Share of Share of Share of
No Passenger Freight Slow
Vehicles Vehicle Moving
Veh.
1 Raikot Raikot - Barnala 83% 14% 3%
Source: AECOM Primary Survey

5.3.2.2 Peak Hour Traffic

Hourly variation is analysed for estimating the peak hour traffic and its share in ADT.
The share of peak hour traffic on Raikot-Barnala section is 9.7% of ADT. The peak hour
shares to ADT for survey locations are presented in Table 3-4. This shows that the road
capacity is adequate to accommodate the traffic flow:
Table 5-6: Peak Hour Traffic
Loc. Location Name Section ADT(Vehicles) Peak Hour Peak Hour Peak
No Traffic Hour
Share (%)
1 Raikot Raikot - Barnala 9,732 947 13:00 - 14:00 9.7%
Source: AECOM Primary Survey

5.3.2.3 Day Night Share of Traffic

It is observed that average percentage of day traffic is about 98.6% and that of night
traffic is 1.4%. The reason is due to inter-state freight traffic movement on these road
sections and freight traffic generally ply during the night times for smooth and hassle-
free movement. Table 3-5 presents the distribution of day and night traffic share. Day
Time is considered from morning 6:00 am to 22:00 pm and night time is considered
form 22:00 pm to 6:00 am.
Table 5-7: Day and Night Share of Traffic
Loc. No Location Name Section %age Share of %age Share of
Day Traffic Night Traffic
1 Raikot Raikot - Barnala 94.2% 5.8%
Source: AECOM Primary Survey
* Day time -between 06:00-22:00 hours.
** Night time - between 22:00-06:00 Hours.

5.3.2.4 Temporal Variation

Temporal variation shows that there is negligible traffic during night time (5.8%) (10:
00P.M 06: 00A.M) on this road. This suggests that there is very less contribution of
freight traffic because freight traffic generally moves during night time
.

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500
450
400
350 Two wheeler
300
Auto Rickshaw
250
Car/ Jeep/ Van
200
Taxi
150
100 Buses

50 LCV
0 Trucks
Tractors

Figure 5-3: Mode-wise Hourly Variation @ Raikot (Raikot-Barnala Section)

O/D SURVEY

OD location was carefully selected to bring out the characteristics of the route. This
location provides a clear picture on the travel pattern of passenger and goods vehicles
between Ludhiana and Bathinda, that will use proposed project corridor.
Traffic Analysis Zones (TAZ)

To understand the travel pattern in the study area and its interaction with other
regions of Punjab as well as India, a total of 43 zones, called Traffic Analysis Zones
(TAZs) have been identified. The zoning system has been developed considering the
administrative units, road network, hierarchy and level of development. Of these, 9
zones have been demarcated within the study influence area and rest 32 are external
zones which are spread all over country. The external zones have been disaggregated
to a great extent for micro level analysis. List of 43 TAZs is given in Table 3.6.
Table 5-8: List of Traffic Analysis Zone (TAZ)
TAZ Number Zone Description
1 Barnala City
2 Malerkotla
3 Raikot
4 Jagraon
5 Moga
6 Ludhiana City
7 Rampur phul
8 Mehal Kalan
9 Tapa
10 Amritsar
11 Gurdaspur
12 Tarn Taran
13 Pathankot
14 Jalandhar

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15 Hoshiarpur
16 Kapurthala
17 Shaheed Bhagat Singh Nagar (Nawan Shahr)
18 Ludhiana
19 Patiala
20 Sangrur
21 Bathinda
22 Fazilka
23 Moga
24 Ajitgarh (Mohali)
25 Firozpur (Ferozepur)
26 Shri Muktsar Sahib
27 Mansa
28 Rup Nagar (Ropar)
29 Faridkot
30 Fatehgarh Sahib
31 Barnala
32 Chandighar
33 Himachal Pradesh
34 Delhi
35 Haryana
36 Rajasthan
37 Jammu & Kashmir
38 Uttar Pradesh
39 Uttarakhand
40 Gujrat
41 South India
42 MP
43 East of India/WB

For the simplification of trip analysis, 43 Traffic Analysis Zones (TAZ) identified has
been regrouped in to 10 TAZ zones. This will help to get more meaningful output from
the collected data. The rationale behind regrouping is to categorise the trips based on
the area of origin/destination i.e. trips performed from the Immediate Influence Area
(IIA) of the project corridor, Broad Influence Area (BIA) of the project corridor and
trips from other states i.e. External Zones. The re-grouping done is given in the Table
5-9
Table 5-9: Regrouping of Traffic Analysis Zones (TAZ)
S. No. Zone Categories Zone Numbers
A. Immediate Influence Area (IIA) zones
1 Along the corridor 1 to 9
B. Broad Influence Area (BIA) Zones
2 Districts falling along the project corridor 18,21,&31
3 Other Districts in the State of Punjab 10-17, 19-20, 22-30
C. External Zones
4 Chandigarh 32
5 New Delhi 34
6 Rajasthan State 36
7 Haryana State 35
8 Uttar Pradesh 38

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S. No. Zone Categories Zone Numbers
9 Northern States (J&K, Himachal and Uttarakhand) 33,37,39
10 Rest of India 40-43

Figure 5.4: Traffic Analysis Zones

Travel Characteristics Raikot-Barnala Section

The details about the traffic movement, trips lengths, commodity carried etc. observed
at this location are discussed in the following section.

5.4.2.1 Movement Pattern

Zone wise Production and attraction of all the passenger modes is given in Table 3.8.
It is clear from the table itself that maximum number of trips by 31%of passenger

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modes are produced and attracted from barnala, 17% from Raikot & Ludhiana city
respectively followed by Bhatinda (6%) and Jalandhar (5.7%) with in the project
influence area.
Table 5-10: Zone wise Influence on Passenger Traffic at Raikot
Mini
Zone ZONE NAME Over all Car taxi Bus
Bus
1 Barnala City 31.0% 31.2% 26.8% 50.0% 22.1%
2 Malerkotla 0.2% 0.2% 0.2% 0.0% 0.0%
3 Raikot 17.1% 17.2% 19.0% 50.0% 10.7%
4 Jagraon 0.0% 0.0% 0.0% 0.0% 0.0%
5 Moga 0.0% 0.0% 0.0% 0.0% 0.0%
6 Ludhiana City 17.7% 17.9% 15.9% 0.0% 15.1%
7 Rampur Phul 2.9% 3.0% 3.9% 0.0% 0.4%
8 Mehal Kalan 0.1% 0.1% 0.3% 0.0% 0.0%
9 Tapa 0.0% 0.0% 0.0% 0.0% 0.0%
10 Amritsar 0.4% 0.4% 0.8% 0.0% 0.0%
11 Gurdaspur 0.6% 0.6% 0.8% 0.0% 0.7%
12 Tarn Taran 0.0% 0.0% 0.0% 0.0% 0.0%
13 Pathankot 0.0% 0.0% 0.0% 0.0% 0.0%
14 Jalandhar 5.7% 5.4% 5.3% 0.0% 15.4%
15 Hoshiarpur 0.4% 0.3% 0.5% 0.0% 1.5%
16 Kapurthala 0.0% 0.0% 0.0% 0.0% 0.0%
Shaheed Bhagat Singh Nagar (Nawan
17 1.4% 1.4% 1.4% 0.0% 1.1%
Shahr)
18 Ludhiana 3.4% 3.6% 2.5% 0.0% 0.4%
19 Patiala 1.1% 1.2% 1.4% 0.0% 1.1%
20 Sangrur 0.8% 0.8% 0.2% 0.0% 0.0%
21 Bathinda 6.0% 5.5% 7.0% 0.0% 18.4%
22 Fazilka 0.0% 0.0% 0.0% 0.0% 0.0%
23 Moga 0.0% 0.0% 0.0% 0.0% 0.0%
24 Ajitgarh (Mohali) 0.0% 0.0% 0.0% 0.0% 0.0%
25 Firozpur (Ferozepur) 0.0% 0.0% 0.0% 0.0% 0.0%
26 Shri Muktsar Sahib 0.0% 0.0% 0.0% 0.0% 0.0%
27 Mansa 2.6% 2.6% 3.9% 0.0% 2.6%
28 Rup Nagar (Ropar) 0.6% 0.6% 0.9% 0.0% 1.1%
29 Faridkot 0.0% 0.0% 0.0% 0.0% 0.0%
30 Fatehgarh Sahib 0.2% 0.2% 0.0% 0.0% 0.0%
31 Barnala 0.0% 0.0% 0.0% 0.0% 0.0%
32 Chandighar 1.8% 1.8% 1.9% 0.0% 1.8%
33 Himachal Pradesh 0.2% 0.2% 0.8% 0.0% 0.4%
34 Delhi 0.5% 0.5% 0.9% 0.0% 0.0%
35 Haryana 2.0% 2.0% 1.6% 0.0% 1.5%
36 Rajasthan 1.1% 1.0% 1.4% 0.0% 3.3%
37 Jammu & Kashmir 0.6% 0.6% 0.3% 0.0% 1.1%
38 Uttar Pradesh 0.7% 0.7% 0.9% 0.0% 0.4%
39 Uttarakhand 0.1% 0.1% 0.0% 0.0% 0.0%
40 Gujrat 0.3% 0.2% 0.3% 0.0% 0.7%
41 South India 0.5% 0.5% 1.2% 0.0% 0.4%
42 MP 0.0% 0.0% 0.0% 0.0% 0.0%

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Mini
Zone ZONE NAME Over all Car taxi
Bus
Bus
43 East of India/WB 0.0% 0.0% 0.0% 0.0% 0.0%
100.0% 100.0% 100.0% 100.0% 100.0%

Table 5-11: Spatial Distribution

Mini
Zone Car taxi Bus Over all
Bus
Along the corridor 70% 66% 100% 48% 69%
Districts falling along the
9% 2% 0% 1% 9%
project corridor
Other Districts in the State
14% 23% 0% 41% 14%
of Punjab
Chandigarh 2% 0% 0% 0% 2%
New Delhi 1% 1% 0% 0% 1%
Rajasthan State 1% 2% 0% 1% 1%
Haryana State 2% 1% 0% 0% 2%
Uttar Pradesh 1% 0% 0% 1% 1%
Northern States (J&K,
Himachal and 1% 4% 0% 6% 1%
Uttarakhand)
Rest of India 1% 2% 0% 1% 1%
100% 100% 100% 100% 100%

Table 5-12 shows mode wise trip length distribution of passenger modes. In case of
cars, maximum number of trips (39%) has a trip length between 100 -250kms. There

has trip length between 100-250Kms. In case of minibus, 100% of buses travel from 25
- 50kms. No mini bus travels more than 50kms. Coming to Buses, the range lies
between 25kms and 500kms, but the share of buses decreases with distance. Buses
travelling 25 - 50 kilometres are 15%, 50-100kms are 18%, 100- 250kms are 54% and 250
to 500kms are only 7%. This shows that passenger traffic at this location is localised in
nature.
Table 5-12: Trip Length Distribution
Trip Length, Km Mini
Car Taxi Bus
Bus
0 25 10% 9% 0% 5%
25 50 18% 10% 100% 15%
50 100 29% 21% 0% 18%
100 250 39% 44% 0% 54%
250 500 4% 15% 0% 7%
500 750 0% 0% 0% 0%
750 1000 0% 0% 0% 0%
Total 100% 100% 100% 100%

5.4.2.2 Freight traffic

This section briefly discusses the travel characteristics of freight vehicles travelling in
the region and passing through Raikot.

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Zone wise location of all the passenger modes is given in Table 3.11. Among all the
TAZs 22%of freight traffic is contributed from barnala City, 20% from Raikot,16%
from Ludhiana and 7.6% from bhatinda.
Table 5-13: Zone wise Influence on Freight Traffic at Raikot
Over 2 3
Zone ZONE NAME LCV MAV
all Axle Axle
1 Barnala City 22.1% 24.9% 24.0% 25.6% 19.9%
2 Malerkotla 0.0% 0.0% 0.0% 0.0% 0.0%
3 Raikot 20.2% 21.1% 19.2% 20.9% 19.9%
4 Jagraon 0.5% 0.9% 0.3% 0.2% 0.4%
5 Moga 0.1% 0.3% 0.4% 0.0% 0.0%
6 Ludhiana City 16.0% 15.2% 17.3% 17.0% 16.0%
7 Rampur Phul 1.5% 1.2% 1.6% 0.7% 1.8%
8 Mehal Kalan 0.0% 0.0% 0.0% 0.0% 0.0%
9 Tapa 0.0% 0.0% 0.0% 0.0% 0.0%
10 Amritsar 2.0% 1.2% 0.9% 0.9% 2.8%
11 Gurdaspur 2.0% 2.1% 1.0% 1.4% 2.1%
12 Tarn Taran 0.0% 0.0% 0.0% 0.0% 0.0%
13 Pathankot 0.0% 0.0% 0.0% 0.0% 0.0%
14 Jalandhar 3.1% 3.5% 3.6% 3.5% 2.8%
15 Hoshiarpur 0.3% 0.3% 0.4% 0.2% 0.4%
16 Kapurthala 0.0% 0.2% 0.0% 0.0% 0.0%
Shaheed Bhagat Singh Nagar (Nawan
17 0.3% 0.8% 0.4% 0.2% 0.0%
Shahr)
18 Ludhiana 2.1% 1.6% 1.7% 1.6% 2.5%
19 Patiala 0.7% 0.2% 0.5% 0.5% 1.1%
20 Sangrur 0.3% 0.3% 0.3% 0.5% 0.4%
21 Bathinda 7.6% 8.6% 8.0% 6.3% 7.1%
22 Fazilka 0.0% 0.0% 0.0% 0.0% 0.0%
23 Moga 0.0% 0.0% 0.0% 0.0% 0.0%
24 Ajitgarh (Mohali) 0.0% 0.0% 0.0% 0.0% 0.0%
25 Firozpur (Ferozepur) 0.0% 0.0% 0.0% 0.0% 0.0%
26 Shri Muktsar Sahib 0.0% 0.1% 0.1% 0.2% 0.0%
27 Mansa 5.1% 4.0% 2.9% 5.1% 6.0%
28 Rup Nagar (Ropar) 1.7% 1.6% 2.8% 0.5% 1.8%
29 Faridkot 0.0% 0.0% 0.0% 0.0% 0.0%
30 Fatehgarh Sahib 0.0% 0.0% 0.0% 0.0% 0.0%
31 Barnala 0.0% 0.0% 0.0% 0.0% 0.0%
32 Chandighar 1.7% 1.2% 0.4% 1.6% 2.1%
33 Himachal Pradesh 0.3% 0.3% 0.4% 0.2% 0.4%
34 Delhi 0.3% 0.2% 0.1% 0.2% 0.4%
35 Haryana 3.0% 2.4% 3.7% 3.5% 3.2%
36 Rajasthan 2.6% 2.5% 4.0% 1.9% 2.5%
37 Jammu & Kashmir 0.8% 0.5% 0.5% 0.5% 1.1%
38 uttar pradesh 0.5% 0.4% 1.1% 1.2% 0.4%
39 uttrakhand 0.0% 0.0% 0.0% 0.0% 0.0%
40 gujrat 3.3% 3.2% 3.3% 4.4% 3.2%

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Over 2 3
Zone ZONE NAME LCV MAV
all Axle Axle
41 south india 1.4% 0.9% 0.9% 0.9% 1.8%
42 MP 0.3% 0.2% 0.1% 0.2% 0.4%
43 east of India/WB 0% 0% 0% 0% 0%
Table 5-14: Spatial Distribution
Zone LCV 2-Axle 3-Axle mav Over all
Along the corridor 64% 63% 64% 58% 60%
Districts falling along the project
10% 1% 1% 0% 10%
corridor
Other Districts in the State of Punjab 14% 22% 20% 27% 16%
Chandigarh 1% 0% 0% 0% 2%
New Delhi 0% 0% 0% 0% 0%
Rajasthan State 3% 4% 3% 3% 3%
Haryana State 2% 0% 0% 0% 3%
Uttar Pradesh 0% 1% 0% 1% 1%
Northern States (J&K, Himachal and
1% 6% 5% 5% 1%
Uttarakhand)
Rest of India 4% 4% 6% 5% 5%
100% 100% 28% 100% 100%

Table 5-15 shows mode wise trip length distribution for freight traffic. 67% of LCVs
have a trip length lie between 100 to 250kms and 21% between 50- 100 kms No LCV
travel for more than 500kms captured at this location. In 2 Axle trucks, 67% of the
trucks have trip length 100 - 250kms. Only 4% trucks travel for 500 to 2000kms and
Coming to 3 Axle truck, the trip length increases. 4% of 3 axle trucks move for more
than 1000kms and in case of MAV 70% of MAVs have trip length lies between 100 to
250kms and 1% moves for more than 1000kms.
Table 5-15: Trip length Composition for Freight Modes

Trip Length, Km
LCV 2X 3X MAV
0 25 5% 0% 0% 0%
25 50 3% 1% 1% 4%
50 100 21% 12% 11% 9%
100 250 67% 67% 69% 70%
250 500 2% 15% 10% 12%
500 750 0% 2% 4% 1%
750 1000 0% 1% 0% 3%
1000 1500 0% 0% 2% 1%
1500 2000 0% 1% 2% 0%
Total 100% 100% 100% 100%
Source: AECOM Primary Survey,

Table 5.16 shows commodity distribution by different modes. In LCVs, major

commodity carried is food grains and pulses which contribute to 31% of the total trips

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followed by building materials, with a share of 11% and Empty with 14% share of total
trips. In 2 Axle trucks highest number of trips captured carries food grains and pulses
which is 22% of total trips. In case of 3 Axle trucks, food grains and pulses is the
commodity which is carried by 34% of the total vehicles and 23% of MAV carries
cement.
Table 5-16: Commodity Distribution at Raikot
Code Commodity LCV 2X 3X MAV
Fruits, Vegetables & Other
1 1% 1% 2% 1%
Items
2 Forest & Wood Products 2% 4% 2% 1%
3 Building Materials 11% 13% 9% 11%
4 Petroleum Products 8% 9% 6% 7%
5 Chemicals 1% 2% 0% 2%
6 Iron, Steel & Other Metals 8% 9% 11% 11%
7 Cement 3% 3% 3% 5%
8 Fertilizers 0% 0% 0% 0%
9 Sugar 0% 1% 1% 0%
10 Textile Products 1% 3% 1% 2%
11 Machinery 1% 1% 0% 1%
Other Manufacturing
12 6% 5% 6% 9%
Products
13 Milk, Poultry & Livestock 2% 4% 4% 5%
14 General Merchandise 5% 5% 5% 3%
15 Miscellaneous Products 5% 3% 3% 4%
17 Food Grains & Pulses 31% 22% 34% 23%
18 Empty 14% 15% 11% 16%
Total 100% 100% 100% 100%

Source: AECOM Primary Survey,

BASE YEAR TRAFFIC DIVERSION

In order to design the Highway, the road capacity requirements have to be ascertained.
The capacity requirements in terms of carriageway widths can only be analysed by
estimating the traffic that will potentially use the project corridors once it is
constructed.
The traffic which will use these corridors will comprise not only from the sections that
on which the corridor will be developed but will also be diverted from other sections
of road network due to higher speeds and less travel time amongst the common
Origin-Destination (OD) pairs. Therefore, in order to estimate the diverted traffic
considering the impact of improved speeds, reduction in congestion, reduced travel

has been first validated for base year and then used further for estimating traffic on
project corridor for both cardinal and horizon years.

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The section discusses in detail the preparation of base year traffic assignment
model, its parameters and traffic forecast.
Traffic Assignment Model

The Traffic Assignment Model for the study corridor has been developed using
VISUM-13 software. The model comprises of the major road network within the study
area. The same will be used for traffic assignment and its evaluation & assessment.
The traffic assignment process is initiated after data collection from the site. The
various stages involved in traffic assignment are as follows:
Stage 1: Data Collection, Analysis & Compilation;
Stage 2: Base Year Traffic Assignment (Model Calibration & Validation)
Stage 3: Horizon Year Traffic Assignment.
Stage 1 of Data analysis & Compilation has been discussed in the previous chapters.
The Steps involved in Stage 2 i.e. Base Year Data Calibration & Validation and Stage
3(Horizon year assignment) are discussed in subsequent sections.
The Transport model consists of various components like network objects,
demand data/travel demand, traffic impact & result analysis. The traffic model
that has been developed for the study utilises the above mentioned components
for arriving at the results. The same components are briefly discussed as follows:
Network Objects: The assignment model covers complete influence area of the
project & major road network serving the city of Ludhiana and Bhatinda, which
ensures a full assessment of demand potential. The network objects include nodes,
links, zones, connectors etc. The capacity, speed & impedance of roads are fed into the
network objects at this stage.
Demand Data: This component includes the volume that has been captured from
ground surveys. The data is fed into the model in the form of OD (Origin &
Destination).
Matrices which are further classified as mode-wise PCU matrices according to
different vehicle categories.
Traffic Assignment: Traffic assignment has been done using Equilibrium assignment

his route in such a way that the travel time on all alternative routes is the same, and
that switching to a different route would increase personal travel time."
Result Analysis: This step provides us the information related to the traffic
assigned on the highway network, which can be in the form of PCUs, vehicles or
Trips. The link wise details can also be obtained using link volumes. Further detailed
analysis can also be done by using features such as Flow bundles, turn volumes etc.

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Base Year Traffic Assignment
Trip assignment model is used to estimate traffic volume on each link and intersection
of the road network. The model algorithm routes the estimated origin destination
travel demands to the actual road network based on network parameters such as
speed, capacity and distance. In a road network, trips from a particular origin to a
particular destination may have more than one route to choose from. The decision to
choose a route is driven by the travel time.
The methodology used for assignment of Private trips in this study is known as
Equilibrium assignment. The Equilibrium assignment distributes the demand

are assigned on all the links between the OD pairs till travel time from all the links
reach equilibrium in terms of travel time, the procedure provides realistic results. As
described earlier VISUM-13 software has been used for performing traffic assignment.
Impedance of the links is determined from the current travel time which is a function
of speed. The current travel time is in links calculated using the capacity restraint
function BPR with a, b and c values.
t cur = t 0 * ( 1 + a. sat b )
Where;
Sat - Volume/capacity ratio sat =q/q max *C
t cur - Current travel time on a network object in loaded network
t0 - Travel time on a network object with free flow time
q - Current volume
q max - Capacity
Based on the traffic assignment carried out by the software, traffic flow on each link
was obtained. Traffic flow on each link was studied to identify the congestion points
and critical junctions, check the adequacy of road network, and to formulate the traffic
flow strategies.

Divertible Traffic Estimation

As discussed above, Traffic Assignment Model was used to model traffic flows on the
study area network. Same model will now be used to estimate potential divertible
traffic likely to use the proposed elevated corridors due to reduction in travel time,
increase speed along with payment of toll charge. Considering the proposed
alignment of elevated corridors and enhanced parameters such as increased speed,
capacity and entry-exit locations, the model was first run for estimation of divertible
traffic for the base year. The estimated traffic diversion in the base year as per the
results of traffic assignment model is presented in Table 5.17

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Table 5-17: Mode wise Divertible Traffic
Volume 6T 2A 3A
Section Name CAR TAXI MINIBUS BUS MAV
in PCU LCV TRUCK TRUCK
From Intersection with
Amritsar Bathinda
Greenfield Highway (NH
754 A) to Intersection with 16474 5927 108 16 551 1531 374 362 946
Delhi Katra Expressway
(NE 5) near Village
Ballowal

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TRAFFIC FORECAST
The base year traffic, in terms of AADT has been established in above section. For the
study, a benefit period of 30 years has been assumed to ensure acceptable level of
service within the study horizon period.
Estimation of future traffic on a project corridor is complicated, since it depends on
many parameters that are difficult to predict, such as political changes, changes in
market structures at national and state levels, fluctuations in fuel prices, changes in
economic policies at state/ national level, growth of competing routes, adverse
weather conditions etc.
However, the future traffic demand assessment is made following the standard
methods of traffic forecasting, taking into account the past socio-economic data for the
influencing states/ districts, registered motor vehicle data and population census data.
Traffic forecasts are made for the horizon years; these will form the basis for
maintenance of project road and capacity augmentation for the project road.
Traffic forecast has been based on the transport demand elasticity approach, wherein
a log-log relationship has been established between traffic and socio-economic
indicators. Traffic growth rates by vehicle type for the project corridors have been
determined. The projection for future traffic involves critical analysis of the key socio-
economic indicators and the rate of change expected in the project influence area. They
broadly include:
Registered Motor Vehicles
Gross State Domestic Product/ Gross District Domestic Product (GSDP/ GDDP)
Population and Urbanization
Perspective Economic Growth (expected)

Project Influence Area

The study of the socio-economic profiles of the project influence area (PIA) provides
an overview of the factors likely to influence the pattern of economic development and
hence the traffic flows and volumes on the Economic Corridor and its Feeder Routes.
The factors include population, per-capita income, GSDP/ GDDP and targeted growth
rates of the economy. These factors help to generate basic inputs to estimate the future
growth in transport demand i.e. transport demand elasticities and probable economic
growth rates.
Past trend in Growth of Registered Motor Vehicles
If the area is well defined and the general development pattern of influence area
remains same, it can be assumed that traffic growth rate is approximately equal to the
average growth rate of vehicle registration. However, data available from the district
statistical handbooks shows steep fluctuations in vehicle registration from year to year.
Hence, in context of long-term forecast, state level vehicle registration data of Punjab
is considered.

The Compound Annual Growth Rate (%) in registered vehicles (by vehicle type) from
2011-16 for Punjab is shown in Table 3.19. From the table, it can be observed that
maximum growth is seen in taxis followed by cars and jeeps. Two-wheelers and auto-

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rickshaws have annual growth rate of 9.76% and 4.98% respectively. This implies,
preference for taxis over auto-rickshaws, and can be attributed to introduction of ride
hailing services like Uber, Ola etc. in Punjab.
Table 5-18: Growth in Registered Motor Vehicles in Punjab
Car & Goods Two Auto
Years Taxi Bus Others
Jeep vehicles wheelers Rickshaw
2011-12 682685 1885 30074 180666 4729594 86734 521402
2012-13 773970 2449 31927 197976 5131051 91619 557071
2013-14 899726 3449 35310 219447 5670670 96657 592424
2014-15 1020891 5453 38154 239070 6258303 101261 624370
2015-16 1167490 7627 41908 247087 6863421 105340 663018
CAGR 14.36% 41.83% 8.65% 8.14% 9.76% 4.98% 6.19%

Past Growth of Economy

Gross State Domestic Product or Gross District Domestic Product (GSDP/ GDDP) is
the prime economic indicator of the economic development and growth performance
of the state/ district. It captures the value of economic performance and earning from
each sector of the economy, and their contribution to the economy. The GSDP also
implies the outlook for framing supporting economic regulatory policies.
Growth of traffic on the project road also depends on existing development and future
growth prospects of the connecting regions. Therefore, the time series data of GSDP at
constant 2011-12 prices of the region have been collected and studied to assess the past
performance of the district and state economies. The economic data has been
processed based on past trend and presented below.
From the table, it is observed that from FY 2011-12 to FY 2017-18, Ludhiana districts
have grown at compounded annual growth rate of 5.82% which is closer to annual
growth rate of state GSDP, which is around 5.86%. Bathinda district shows a slightly
lower CAGR (around 5.17%) during this period. Barnala district has also maintained
it CAGR at 5.54% during the period.
Table 5-19: Growth in GDP of in PIA w.r.t. Punjab (In Cr.)
GDDP
GSDP GDDP GDDP
GSDP GDDP (Crores) GDDP GDDP
(Crores) (Crores) (Crores)
Years Growth Growth Constant Growth Growth
Constant Constant Constant
Rate Rate Prices 2011- Rate Rate
Prices 2011-12 Prices 2011-12 Prices 2011-12
12
Punjab State Ludhiana Barnala Bathinda
2011-12 266,628.29 41,323.67 5,857.92 12,157.93
2012-13 280,822.85 5.32% 43,817.23 6.03% 6,161.65 5.18% 12,782.26 5.14%
2013-14 299,449.74 6.63% 44,836.63 2.33% 6,211.67 0.81% 13,736.43 7.46%
2014-15 312,125.31 4.23% 48,123.47 7.33% 6,344.20 2.13% 14,384.99 4.72%
2015-16 330,051.91 5.74% 51,948.84 7.95% 6,931.17 9.25% 13,843.10 -3.77%
2016-17 352,720.56 6.87% 54,944.45 5.77% 7,514.57 8.42% 15,571.93 12.49%
2017-18 375,238.25 6.38% 58,029.19 5.61% 8,097.30 7.75% 16,448.33 5.63%
CAGR 5.86% 5.82% 5.54% 5.17%
Average 5.86% 5.84% 5.59% 5.28%

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Punjab has grown at around 5.86% annually from 2011-12 to 2017-18. This is lower
which was around 6.5% during the same
period.
Past trend in population growth

Growth in population of a region is directly linked to the increase in traffic on

surrounding roads, as demand for goods and services will increase, requiring
additional transport services. Therefore, census data for the years of 2001 and 2011
along with population for 2011-2018, for PIA districts and at state level have been
collected from the statistical handbooks and are presented below.
Table 5-20: Annual Growth in Population for PIA districts and Punjab State (In Cr.)
Years Population AGR Population AGR Population AGR Population AGR
Punjab Ludhiana Barnala Bathinda
At end of
2000-01 2.44 0.30 0.052 0.11
2010-11 2.78 1.31% 0.35 1.3% 0.059 1.3% 0.13 1.61%
2011-12 2.81 1.31% 0.35 1.3% 0.060 1.4% 0.14 1.60%
2012-13 2.84 1.31% 0.36 1.42% 0.060 1.17% 0.14 1.64%
2013-14 2.88 1.31% 0.36 1.43% 0.061 1.15% 0.14 1.62%
2014-15 2.91 1.31% 0.37 1.43% 0.062 1.30% 0.15 1.59%
2015-16 2.96 1.31% 0.37 1.41% 0.063 1.29% 0.15 1.56%
2016-17 2.99 1.31% 0.38 1.42% 0.063 1.11% 0.15 1.61%
2017-18 3.02 1.31% 0.38 1.43% 0.064 1.26% 0.15 1.58%
Note: AGR= Annual Growth Rate
Table 5-21: Annual Growth in Population for PIA districts and Punjab State (In Cr.)
Years Population AGR Population AGR Population AGR
Punjab (In Cr.) Amritsar Gurdaspur & Pathankot
At end of
2000-01 2.44 0.21 0.21
2010-11 2.78 1.31% 0.24 1.5% 0.22 9.2%
2011-12 2.81 1.31% 0.25 1.48% 0.23 0.6%
2012-13 2.84 1.31% 0.25 1.47% 0.23 0.87%
2013-14 2.88 1.31% 0.26 1.41% 0.24 0.90%
2014-15 2.91 1.31% 0.26 1.43% 0.24 0.85%
2015-16 2.96 1.31% 0.27 1.45% 0.24 0.93%
2016-17 2.99 1.31% 0.27 1.43% 0.24 0.84%
2017-18 3.02 1.31% 0.27 1.41% 0.24 0.83%
Note: AGR= Annual Growth Rate
From the table, it is observed that with respect to population, annual growth rates of
Ludhiana, Bathinda and Amritsar are much higher than Punjab State. This, along with
GDDP data, implies that these districts are rapidly developing, and have scope for
further growth.
To assess the future trend of growth of the various socio-economic parameters the past
trend of GSDP, GDDP and population has been linearly extrapolated to generated
elasticity coefficients, which are discussed in detail in subsequent section.

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Transport Demand Elasticity

As stated earlier, the elasticity approach was used for determining growth rates of
future traffic. Elasticity approach is based on the premise that vehicular growth rates
are influenced by the area economies of the traffic originating and destining
states/regions. Under this methodology, a quantitative relationship is established
between time series vehicle registration data and socio-economic indicators. This is
done by fitting log-log regression equations with vehicle registration data as the
dependent variable and socio-economic indicators as the independent variable. Using
the vehicular growth rates, projections of vehicular traffic have been made over the
analysis period.
Vehicular elasticity has been estimated based upon the change in GSDP and
population of Punjab State. In absence of reliable district-wise vehicle registration data,
the mode wise vehicular elasticity has been estimated by adopting time series data of
registered vehicles in State of Punjab as dependent variable and Punjab GSDP/
Population as independent variable. It is logical to relate growth in cars, two wheelers
and buses/commercial vehicle growth with GSDP and population. The methodology
involves fitting log-log regression equations to the time series data. This methodology
is in line with the guidelines given in IRC: 108-1996 Guidelines for Traffic Prediction
on Rural Highways.

A regression analysis was carried out on the database to arrive at the transport
demand using time series data for each category of vehicle as dependent variable and
regressing it with respect to GSDP and Population data which are taken as
independent variables. The resultant elasticity values are presented below.
Table 5-22: Elasticity values derived by regression analysis
Elasticity Values
Mode
w.r.t. GSDP w.r.t. population
Car & Jeep 1.09 0.80
Taxi 0.65 0.48
Bus 0.83 0.61
Trucks 0.97 0.72
Two-wheelers 1.23 0.91

The above elasticity values show perfect relationship between the economy and traffic
growth. Values for cars and two wheelers with GSDP as independent variable greater
than unity, indicating tremendous increase in private modes of passenger vehicles
with rise in disposable income. Also, the trucks have shown elasticity values close to
1, indicating development of trade, with rise in GSDP.
Elasticity values with population as dependent variable are on a lower side, this is
mainly due to the reason that population data is available after every decade, and not
yearly. Therefore, yearly trend in registered vehicles is not correctly represented in
population data. Therefore, elasticity estimated using GSDP will be used for
estimating vehicular growth rates.

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Perspective Growth: State Economy

Against this background, any agenda for future growth of the state economy has to
take into account past trends, future prospects, and the emerging challenges. The
growth prospects for the state have been developed taking into consideration the past
performance of the state economy and the economic growth envisaged for the future.
Punjab, one of the northernmost states of India, is bordered by the Pakistani province
of Punjab to its west, Jammu & Kashmir in the north, Himachal Pradesh in the
northeast, Haryana in the south and southeast, and Rajasthan in the southwest.
gricultural land rich and productive. It

cultivation compared to the national average of 40%. It accounts for about 17% of the
country's wheat production and 11% of rice production. Most of its industries are agro-
based industries, dairy farming and products, and other food processing industries.
One project corridors pass through the districts of Ludhiana, Barnala and Bathinda
while other project corridor passes through Amritsar and Gurdaspur districts in the
state of Punjab. These districts contribute to most of the traffic on the project corridors.
Hence, the economies of these districts will directly influence the traffic growth on the
project corridors.
Ludhiana:
Ludhiana District is Punjab's largest district by both area and population. Ludhiana,
the largest city in Punjab, is the district headquarters. Ludhiana is Asia's largest hub
for bicycle manufacturing and produces more than 50% of India's bicycle production
of more than 10 million each year. Ludhiana produces 60% of India's tractor parts and
a large portion of auto and two-wheeler parts. It is also one of the largest
manufacturers of domestic sewing machines. Hand tools and industrial equipment are
other specialties. Also, Ludhiana is popular for its apparel industry of Ludhiana,
popularly known as Ludhiana hosiery industry provides employment to millions of
people and produces India's largest share of winter clothing. Ludhiana has got the
highest per capita vehicles in India. Every three months, more than 10,000 new vehicles
are added.

Barnala:
It is a centrally located district bordered by Ludhiana district on the north, Moga
district on northwest, Bathinda district on west and by Sangrur district on all other
sides. Barnala is well known for its two main Industries. Trident Group which is
mainly known for its world class towels is established in this District. Second a large
Industry producing combines, Standard Combines is also established here. Barnala
mainly acts as a market place for surrounding villages, including Hamidi. and also
emerging as a trading town.

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Bathinda:
Bathinda district is situated in the southern part of Punjab state on the Punjab Haryana
border in the heart of Malwa region. The district does not have significant mineral

Industry contributes to 15% of the economy whereas the tertiary sector (hospitality,
real estate, banking etc.) contributes to 44% of the economy.
However, over the period 2012-13 to 2016-17, agricultural GDP of Punjab grew by only
1.7% per annum. Economy of Amritsar and Gurdaspur districts are heavily
dependent on agriculture and Agro-processing industries. As per an article published
in Mint in Jan 2021, Amritsar has fifth highest poverty rate at 10%, followed by
Gurdaspur at 10% in the state. Bathinda at 8.7%, Ludhiana and Barnala at 7.10% holds
8th, 12 and 13th position respectively.
In 2017-18 roduct (GSDP) was INR 375238 crores at
constant (2011-12) prices, as against INR 266628 crores in 2011-
grew at a compound annual growth rate (CAGR) of 5.86% between 2011-12 and 2017-
18 CAGR of 7.09%.
However, Punjab has introduced new measures to boost industrial growth and reduce

In November 2017, the Punjab government signed MoUs worth 1200 crores to boost plastic
industry in Punjab.
In July 2017, the state government decided to levy additional taxes on professionals and
liquor, increase Motor Vehicle Tax and Entertainment tax and introduce additional

The 'Industrial and Business Development Policy-2017 has been approved to give a boost
to economic activity in the state.
The state's textile policy provides incentives such as development of clusters, benefits under
the central government's Technology Upgradation Fund Scheme (TUFS), electricity at
reduced rates, and government support in the acquisition of land for textile mills.
The state government aims to achieve a target of 4,200 MW capacity additions in solar
energy by 2022.
The Government of Punjab proposed plans of achieving 300 megawatts (MW) of power
generation using biomass by 2022. In addition, the state government is also planning to set
up biogas CNG projects in all districts of the state.
Under the Urban Infrastructure and Governance (UIG) programme, five additional
projects have been sanctioned and are in the transition phase. Some of the key areas of
development are roads and flyovers, water supply, sewerage and solid-waste management.
In 2018-19, 4,100 kms of railway tracks was commissioned, which included 1,000 kms of
new lines, 1,000 kms of gauge conversion, and 2,100 kms of doubling.
During 2019, Punjab Government received 57 Industrial Entrepreneur Memorandum
Intentions (IEMs) with proposed investment of Rs. 1,843 crore (US$ 263.70 million).
In March 2020, the Punjab government allocated an outlay of Rs. 100 crore (US$ 7.45

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Considering the impetus from the state government, the economic condition of
influence area and the past trend of the

economy will keep on growing at the rate of 5.69% till 2020, 6.02% till 2025, 6.17% till
2030, 5.79% till 2035 and 5.41% till 2038.
Three scenarios (Optimistic, Realistic and Pessimistic) have been developed
accordingly. Table 3.25
optimistic scenario figures are considered 5-8% higher than the realistic scenario
figures. The pessimistic scenario figures are taken as 3-5% lower than the realistic
scenario figures.
Table 5-23: Assumed annual increase in India's GDP
Assumed annual increase Optimistic Realistic Pessimistic
in India's GDP Scenario Scenario Scenario
2017 7.30% 7.00% 6.80%
2018 7.60% 7.30% 7.00%
2019- 2020 7.90% 7.60% 7.10%
2020 (pre covid Estimates) 5%
2020 (post covid estimates)
-7.5%
as per RBI
2021-2025 8.20% 7.80% 7.30%
2026-2030 8.50% 8.00% 7.50%
2031-2035 8.00% 7.50% 7.00%
2035-2038 7.50% 7.00% 6.50%

Table 5-24: Projected Growth Rates for Punjab's GSDP

Projected growth rates for Optimistic Realistic
Pessimistic Scenario
Punjab's GDP Scenario Scenario
2017 5.64% 5.41% 5.25%
2018 5.86% 5.64% 5.41%
2019- 2020 6.09% 5.86% 5.48%
2020 (pre covid Estimates) 5.33%
2020 (post covid estimates) ** -7.9%
2021-2025 6.32% 6.02% 5.64%
2026-2030 6.55% 6.17% 5.79%
2031-2035 6.17% 5.79% 5.41%
2035-2038 5.79% 5.41% 5.02%
** Punjab post covid estimates are based on India pre and post covid estimates and Punjab pre covid estimates.
Similarly, growth rates for Ludhiana, Barnala, Bathinda, districts were also projected.

Traffic Growth Rates

Considering that growth in population and Gross Domestic Product as principal

parameters for future passenger traffic demand, the growth rates for passenger modes
were calculated as per the following equation:

Where, P= Annual Population Growth Rate; I= Annual growth in GDDP/GSDP;

E=Elasticity value

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The growth in Gross Domestic Product is the principal parameter for future freight
traffic demand. Hence, the growth rates for goods vehicles were calculated as per
following equation:

Where, I= Annual growth in GSDP/GDDP; E= Elasticity value

Thus, the projected growth rate for GSDP/GDDP was further multiplied with
elasticity values in order to obtain mode wise freight traffic growth rates for horizon
years under all the scenarios.
In this manner, growth rates were calculated for passenger and freight traffic modes
at state level and at district level for Ludhiana, Barnala, Bathinda, Amritsar and
Gurdaspur districts in project influence area.

A critical view of overall scenario suggests that the boom in car and two-wheeler sales
will slowly decline over the years. Therefore, a relatively lower growth rates have been
adopted for cars and two wheelers in the long run. Moreover, with the state

a gradual decrease in the growth rates of tractors and other agricultural equipment.
Over the years, with evolving modernization of vehicle fleet, a considerable drop in
growth rates of 2-axle trucks and proportionate increase in growth rates of multi-axle
trucks is expected. Considering these factors, the above-mentioned growth rates have
been further moderated for estimating horizon traffic. Table 3.27 present the traffic
growth rates for motorised traffic under all the scenarios.
As per usual international practice, in absence of a proper non-motorised traffic study
in the developing countries, it is assumed that the non-motorised traffic will grow at
the same rate as the general population in the project area. Thus, for non-motorised
and toll exempt vehicles, a uniform growth rate of 1.5% per annum has been adopted.
Table 5-25: Projected Growth Rates on Ludhiana -Bhatinda section
Local Trucks
LMV
Mode Cars Taxi Bus Shared LCV (2 & 3 MAV TW Auto Tractor Trailer
(goods)
Vehicles Axles)
Optimistic Scenario
Upto 2020 5.83% 5.02% 6.17% 5.00% 5.62% 5.62% 5.62% 5.62% 8.75% 6.68% 5.37% 5.37%
2021-2025 6.16% 5.22% 6.42% 5.00% 5.92% 5.92% 4.82% 6.01% 9.13% 6.96% 5.72% 5.72%
2026-2030 6.38% 5.35% 6.59% 5.00% 6.09% 6.09% 4.02% 7.16% 9.38% 7.14% 5.92% 5.92%
2031-2035 5.97% 5.10% 6.28% 5.00% 5.80% 5.80% 3.22% 6.39% 8.91% 6.79% 5.59% 5.59%
2036-onwards 5.60% 4.89% 6.00% 5.00% 5.52% 5.52% 2.42% 5.52% 8.50% 6.49% 5.25% 5.25%
Realistic Scenario
Upto 2020 5.61% 4.89% 6.01% 5.00% 5.45% 5.45% 5.45% 5.45% 8.51% 6.50% 5.17% 5.17%
2021-2025 5.87% 5.05% 6.20% 5.00% 5.69% 5.69% 4.65% 5.73% 8.80% 6.72% 5.46% 5.46%
2026-2030 6.02% 5.13% 6.31% 5.00% 5.80% 5.80% 3.85% 6.76% 8.97% 6.84% 5.59% 5.59%
2031-2035 5.60% 4.89% 6.00% 5.00% 5.52% 5.52% 3.05% 5.99% 8.50% 6.49% 5.25% 5.25%
2036-onwards 5.24% 4.67% 5.72% 5.00% 5.23% 5.23% 2.25% 5.23% 8.09% 6.19% 4.92% 4.92%
Pessimistic Scenario
Upto 2020 5.34% 4.73% 5.80% 5.00% 5.23% 5.23% 5.23% 5.23% 8.20% 6.27% 4.92% 4.92%
2021-2025 5.51% 4.83% 5.93% 5.00% 5.41% 5.41% 4.43% 5.38% 8.39% 6.42% 5.12% 5.12%

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Local Trucks
LMV
Mode Cars Taxi Bus Shared LCV (2 & 3 MAV TW Auto Tractor Trailer
(goods)
Vehicles Axles)
2026-2030 5.66% 4.92% 6.04% 5.00% 5.52% 5.52% 3.63% 6.40% 8.56% 6.53% 5.25% 5.25%
2031-2035 5.24% 4.67% 5.72% 5.00% 5.23% 5.23% 2.83% 5.64% 8.09% 6.19% 4.92% 4.92%
2036-onwards 4.87% 4.45% 5.44% 5.00% 4.94% 4.94% 2.03% 4.94% 7.67% 5.88% 4.58% 4.58%
Toll-able Traffic Forecast

The projected vehicular matrices have been assigned on the horizon year network as
discussed above to estimate link wise vehicular volume for estimating toll-able traffic
for each phase till the horizon year study.
Assuming the operational year of corridor is 2024, the traffic is projected to 30 years is
presented in table below.
Table 5-26: Divertible Tollable Traffic forecast
Mini 2 3
Year Cars Taxi Bus LCV MAV Vehicles Pcus
Bus Axle Axle
2024 9797 125 140 1058 1807 429 415 1118 14890 23584
2025 10372 132 149 1123 1910 449 434 1182 15752 24936
2026 10996 138 158 1194 2021 466 451 1262 16688 26422
2027 11658 145 168 1269 2138 484 468 1347 17681 27998
2028 12360 153 179 1350 2262 502 486 1438 18732 29670
2029 13104 161 190 1435 2394 522 505 1536 19847 31443
2030 13893 169 202 1525 2532 542 524 1640 21029 33324
2031 14671 177 214 1617 2672 558 540 1738 22190 35153
2032 15493 186 227 1714 2820 575 557 1842 23415 37084
2033 16360 195 241 1817 2975 593 574 1952 24709 39124
2034 17277 204 255 1926 3140 611 591 2069 26075 41278
2035 18244 214 270 2041 3313 630 609 2193 27517 43553
2036 19200 224 286 2158 3486 644 623 2308 28932 45753
2037 20206 235 302 2281 3669 658 637 2428 30420 48067
2038 21265 246 320 2412 3860 673 652 2555 31985 50502
2039 22379 257 338 2550 4062 688 666 2689 33633 53063
2040 23552 269 357 2696 4275 704 681 2830 35366 55758
2041 24786 282 378 2850 4498 720 696 2978 37191 58593
2042 26085 295 399 3013 4734 736 712 3133 39110 61577
2043 27452 309 422 3185 4981 752 728 3297 41130 64716
2044 28890 323 446 3367 5242 769 745 3470 43256 68019
2045 30404 338 472 3560 5516 787 761 3651 45493 71495
2046 31997 354 499 3763 5804 804 778 3842 47847 75153
2047 33674 371 527 3979 6108 822 796 4043 50324 79002
2048 35438 388 557 4206 6427 841 814 4255 52931 83053
2049 37295 406 589 4447 6763 860 832 4477 55675 87316
2050 39249 425 623 4701 7117 879 851 4711 58562 91802
2051 41306 445 659 4970 7489 899 870 4958 61601 96524
2052 43470 466 696 5254 7881 919 890 5217 64799 101494
2053 45748 488 736 5555 8293 940 910 5490 68165 106724
2054 48146 510 778 5873 8727 961 930 5777 71708 112229

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ENGINEERING SURVEYS AND

INVESTIGATIONS
ROAD INVESTIGATION AND ROAD CONDITION

An inventory of the project road was carried out with visual observations
supplemented with other equipment like tape, densitometer, GPS etc.at site. Various
details of existing road like terrain, land-use, surfacing type and width, shoulder
surfacing type & width, curve locations, intersection details, retaining structures
details, location of water bodies, height of embankment or depth of cut, existing ROW,
cross drainage structures, road side arboriculture, existing utility services, general
drainage conditions etc., were recorded. In addition to this other detail such as location
of religious structures, security sensitive locations, notable permanent structures along
the project corridor and condition of existing pavement, shoulders etc. was also
recorded. The overall road inventory has been referenced to the existing kilometre
posts established along the roadside. Since, the project corridor passes through various
sections of different National Highway (NH) and State Highway (SH), the kilometre
stones corresponding to the respective NH or SH have been considered for
establishing the reference.
TERRAIN
The project road section under Package-I passes completely through the plain terrain
only.
LAND USE AND LAND COVER

Varied land use is found along the project road side. Mainly agricultural and built-up
areas are found along this road section.
Although agricultural land is the dominant type of land along the project road, built-
up areas consisting both residential and commercial buildings were observed at few
locations. A land use and land cover pattern of project road has been prepared
and superimposed on satellite image as per TOR and analysed in 500m distance from
centre of existing road on each side.

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Table 6-1 Land Use within 5 Km of Alignment
LULC TYPE Area in Ha % Landuse
Crop Land 81669.13 94.99%
Built Up Land 4309.87 5.01%
Govt Land 407.94 0.47%
Forest Area 9 0.01%
Total 85979 100.00%

Figure 6-1 Land Use within 5 Km & 1 Km of Alignment

Table 6-2 Land Use within 1 Km of Alignment
LULC TYPE Area in Ha % Landuse
Crop Land 15290.831 95.81%
Built Up Land 667.969 4.19%
Govt Land 81.66 0.51%
Forest Area 9 0.06%
Total 15958.8 100.00%

AXLE LOAD SURVEY & ANALYSIS

The intensity of traffic loading and the corresponding damaging power of different
categories of vehicles is an important parameter for the design of pavements. The main
objective of the axle load survey is to determine a Vehicle Damaging Factor (VDF) of
each commercial vehicle and their axle load spectrum/distribution and expected
damage on pavement and extent of over loading. Since the Project Highway is
greenfield, the axle load survey was conducted at existing SH 13 that provides
connectivity between Ludhiana and Bathinda.
Vehicle Damaging Factor

Vehicle Damaging factor (VDF) is an important factor for characterizing the traffic load
on the roads. VDF can easily be computed from axle load data with the help of
following formula, provided sufficiently large and fairly distributed sample of
vehicles are included in axle load survey. The vehicle damage factor is a multiplier to
convert the number of commercial vehicles of different axle loads and axle
configuration to number of standard axle load repetitions. It is defined as equivalent

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number of standard axle per commercial vehicle. The VDF varies with the vehicle axle
configuration, axle loading, terrain, type of road and from region to region.

Total EAL
VDF
Number of Vehicles Weighed
Load Equivalence Factors

For design purpose the variation in axle loads is usually handled through reducing

convenient means for indexing the wide spectrum of actual loads to one selected value.
One of the most important and useful products of AASHO Road Test was the
development of a relationship characterizing the relative damaging effect of varying
axle load on pavements in terms of equivalent 8.2 Tonne (80KN) single axle load (1KN
= 9.81 tonne). This relationship sometime
subsequently been verified by studies reported by several agencies in different
countries.
4
Axle Load in KN
Single Axle Load with Single Wheel
65

Axle Load in KN 4
Single Axle Load with Dual Wheels
80
4
Axle Load in KN
Tandem Axle Load
148

4
Axle Load in KN
Tridem Axle Load
224

The rule states that damaging power of an axle load increases roughly as fourth power
with the weight of an axle. Any single axle load less than 8200 kg i.e. 80KN is some
fractional EAL, whereas any greater single load is some multiple of EAL. In order to
convert axle loads, from axle load surveys into EAL, these are usually grouped into
the intervals of 10KN for Single Axle, 20KN for Tandem Axle and 30KN for Tridem
Axle and the frequency of each vehicle intervals is determined (Cl. 4.4.5 of IRC:37-
2012). E
Product of frequency of axle load and load equivalency factors gives the EAL for that
weight class of the sample.

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Axle Load Spectrum Analysis

Axle load spectrum analysis was done location wise, direction wise and vehicle wise.
Various parameters were arrived and the same are described below:

6.4.3.1 Vehicle Damage Factor (VDF)

The vehicle damage factor values were arrived for each vehicle type, location wise and
direction wise. Distribution of the damaging effect i.e. VDF, caused by each vehicle
category at this section by the direction of travel is depicted in following Table 6-3 and
Figure 6-2.
Table 6-3 Vehicle Damage Factor (VDF) at Dera Baba Nanak - Batala Section
VDF Values
Vehicle Type
Ludhiana Bathinda Bathinda Ludhiana Both Directions
Bus - 1.77 1.77
LCV 0.10 0.08 0.09
2 Axle 2.44 5.05 4.23
3 Axle 35.74 8.43 19.66
Multi Axle 6.44 5.26 5.85

It is observed that the VDF difference in both directions is quite huge. It can be
suggested that separate pavement design or pavement material for different direction
can be used while construction for financial feasibility.
Ludhiana - Bathinda Bathinda - Ludhiana Both Direction

40.00 35.74

35.00
30.00
25.00 19.66
20.00
15.00
8.43
10.00 6.44 5.26 5.85
1.77 5.05 4.23
0.08 2.44
5.00 0.00 0.00
0.10 0.09

0.00
BUS LCV 2 Axle 3 Axle Multi Axle
Vehicle Type

Figure 6-2 VDF calculated for different Vehicle Type

6.4.3.2 Summary of Overloading

1983, maximum
permissible gross weight and axle load by vehicle type is presented in table below.
Table 6-4 Permissible Axle Load
Type of Vehicle Permissible Gross weight
Front Axle Rear Axle Tandem Total

LCV 6t (58.9KN) 6t (58.9KN) - 12t (117.8KN)

2 Axle 6t (58.9KN) 10.2t (101.6KN) - 16.2 (159.0KN)
3 Axle 6t (58.9KN) - 18t (176.6KN) 24 (235.5KN)

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Multi Axle 6t (58.9KN) 10.2t (101.6KN) 18t (176.6KN) 34.2 (335.6KN)

The percentage of vehicles exceeding their legal axle load or gross vehicle weight is
presented in following Figure 6-3.

100%
90%
77%
80% 71%
70%
60% 53% 54%
50% 42%
40% 33%
30%
20%
10% 1% 0%
0%
LCV 2 Axle 3 Axle Multi Axle

Ludhiana - Bathinda Bathinda - Ludhiana

Figure 6-3: Overloading Percentage between Dera Baba Nanak - Batala section
Total sample surveyed in direction Dera baba Nanak to Batala is 29% and in the
direction of Batala to Bera baba Nanak is 26%.
Highest sample captured are in case of 2-axle ( 57%) whereas LCV (15%) has the least
sample captured.

MSA calculations for the Sections

Cumulative number of standard axles(N) to be catered for design in terms of MSA per
lane in each direction and it is calculated as

Where, A= Initial traffic in the year of completion of construction

n= Design life in years
r = Annual growth Rate of Commercial Vehicle
D = Lane distribution
F = VDF Values
Design traffic obtained for the section is presented in the table below:

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Table 6-5 Design Traffic in Million Standard Axles

Year BUS LGV 2-Axle 3-Axle M-Axle Total (MSA)

8 years 0.543 0.066 0.794 3.108 6.608 11
10 years 0.724 0.087 1.032 4.040 8.859 15
15 years 1.278 0.154 1.690 6.618 15.768 26
20 years 2.020 0.240 2.426 9.497 24.680 39

SOIL AND MATERIAL INVESTIGATION

Highway projects involve a sequence of surveys and investigations. To be compatible

with technical requirements and consistent with economy, a systematic investigation
is an essential part of design project. Quality of investigations has also a strong
influence on project design, since it affects the selection of design parameter, realistic
and workable specification, and finally, the execution of job itself. The material survey
and investigation is one of the most important components. Investigation,
identification and sampling of construction materials involve complex techniques
accomplished by many different procedures and interpretations. These are frequently
site specific and are influenced by geological and geographical conditions. The
information collected and test results have the direct bearing on the design of
pavement and other structures as well as total cost of the project. Following sections
deal with the soil and material investigations.
Objectives of soil and material investigations can be summarized in the following
points:
Collection of information regarding availability of construction materials in the
project vicinity to facilitate the better execution of construction work
To identify potential and economically viable borrow areas along the project
corridor for embankment and subgrade material and ascertain their
availability and suitability for use
To determine the nature and properties of the original ground soil along the
project corridor and to ascertain their suitability as foundation for the
embankment/subgrade construction
To locate with all details of sand/aggregate quarries in the project vicinity and
ascertain their suitability for use in concrete works

Examine the engineering properties of the different construction materials

relevant to the project as per specification

Soil and material investigation standard

Soil and Material investigations have been carried out in accordance with the good
industry practice in conformity with the Clause 8.1 of IRC: SP: 87-2019.
The standard test procedures, followed for laboratory testing, are furnished in the
Table 6.6

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Table 6.6: Test Codes, Standards and Practices
Applicable
Type of Test
Codes/Standards
Moisture Content determination for soil IS 2720 Part 2
Atterberg Limits of Soil
IS 2720 Part 5
(Liquid Limit and Plastic Limit)
Sieve Analysis of Soil IS 2720 Part 4
Modified Proctor Test (Compaction
IS 2720 Part 8
Test)
CBR Value IS 2720 Part 16
Free Swell Index IS 2720 Part 40
Soil Classification IS 1498
DCPT Test IS 4968 Part 1 and 2
Aggregate Impact Value IS 2386 Part 4
Aggregate Abrasion Value IS 2386 Part 4
Stripping Value of Aggregate IS 6241
Water Absorption and Specific Gravity
IS 2386 Part 3
of aggregate
Sieve Analysis and Fineness Modulus
IS 2386 Part 1
for Fine Aggregate (Sand)

Soil Properties and Test Results

Table 6.7: Soil Properties Test Result
S.No Chainage OMC (%) MDD (g/cc) CBR (%)
1 5+500 11.40 1.90 10.89
2 20+800 11.20 1.88 11.52
3 41+000 11.80 1.90 11.05
4 58+600 12.20 1.92 12.07
5 Borrow Area 1 12.20 1.86 11.17
6 Borrow Area 2 11.60 1.89 10.70

DRAINAGE AND HYDROLOGY

Adequate road drainage is a primary requirement for maintaining the structural

soundness and functional efficiency of a road. Drainage congestion in the urban and
rural areas leading to submergence of land and consequent loss of agricultural and
other valuable properties arise due to improper planning and poor design of the road
drainage system. The main objective of road drainage is to remove the storm water
from the road surface as rapidly as possible so that traffic may move safely and
efficiently without loss of travel time and risk of road hazards. Pavement structure
including subgrade must be protected from any ingress of water, otherwise over a
period of time it may weaken the subgrade by saturating it and cause distress in the
pavement structure.
The storm water disposal system will be highly efficient, if infiltration into the ground
is made a part of the urban drainage. The primary advantage will be reduction in

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quantum of water at the final disposal location. The secondary advantage will be
recharging ground water which is depleting at an alarming rate.
The overall performance of a drainage system is best when it is properly maintained
as designed. It is important to ensure that the drains retain their full cross section,
particularly for the monsoons. Thus, any storm water drainage system needs constant
maintenance, if it is to serve the purpose meant for. Traffic safety and service condition
of road pavement can be maintained only if effective road drainage exists.
Codal References/ Guidelines as per IRC

IRC:SP:42-2014 (Guidelines on Road Drainage) and IRC:SP:50-2013 (Guidelines on

Urban Drainage) provide the necessary guidelines for design of road drainage.
Climate and Rainfall in Project Area.

The climate of this region an overlap between monsoon-influenced humid

subtropical and semi-arid with high variation between summer and winter
temperatures and precipitation. In the region, the summers are short, sweltering,
humid, and clear and the winters are short, cool, dry, and mostly clear. Over the course
of the year, the temperature typically varies from 6°C to 41°C.
The monsoon starts in late June and lasts until mid-September, with about 650 mm of
average annual rainfall. Winter starts in November and peaks in January, with average
temperatures around 6 7 °C.
Year-wise rainfall distribution of Dhanbad district is given in Table 2 below:
Table 6.8: Year-wise Rainfall Distribution (mm) Ludhiana District

Monthly Mean rainfall (mm) for Ludhiana District

Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual
2014 30.5 17.9 26 17.5 27.2 19.8 90.8 32.2 78.8 5 0 14.6 360.3
2015 19.1 20.6 73.5 44.6 19.4 25.8 222.3 113.6 73.7 8.3 0.5 1 622.4
2016 16.6 5.8 21.2 0 16.2 73.5 153.7 70.2 8.8 4.1 2.2 1.3 373.6
2017 36.1 3.1 26.9 10.7 12.2 106.8 92.1 153.4 111 0 6.9 17.8 577
2018 11.2 20.9 6.5 6.8 8.3 113.3 224.1 84.2 338.6 0 2.3 0.9 817.1
Source: Central Rainfall Information System, Hydromet Division
http://hydro.imd.gov.in/hydrometweb/(S(m1r1ceqvirtoek324ppxszn0))/DistrictRaifall.aspx
Hydrological Sub-zones
A procedure for estimation of design flood peak with characteristics of rainfall storm and the
basin characteristics as parameters has been evolved by Central Water Commission (C.W.C.).
For this purpose, CWC has distributed the entire area of country into various zones for
hydrological studies.
The rainfall records of ordinary rain gauge/ self-recording rain gauge (SRRG) stations are
generally available with the Indian Meteorological Department (IMD). Point values of daily
maximum rainfall for different frequencies are available from isopluvial maps annexed with
the Flood Estimation Reports of the CWC. These point values of daily maximum rainfall are
used for estimation of rainfall intensities.
The project road lies in the state of Punjab and falls in zone 1(e), as shown in Figure 2.

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Figure 6-4: Meteorological sub zones of India

Return Period:
The size of roadside drains depends, apart from other hydraulic parameters, on the volume and
peak runoff from a catchment which, in turn, depends on the rainfall. As per clause 7.1.4 of
IRC:SP:42-2014, the recommended return period for design of drain for National & State
Highways (valley points) is given as 25 years for estimation of runoff. Further, as per clause
6.3.1 of IRC:SP:42-2014, it is mentioned that it is prudent to design a drain in an urban section
for a 25 years design period.
Hence, a Return Period (Design Rainfall) of 25 years has been adopted.
DATA COLLECTION AND ANALYSIS

6.6.5.1 Hydrological Study

The hydrological study aims at estimating the peak discharge of the flood generated by the run-
off of rainfall within the catchment area. The hydrological study requires knowledge of:
The terrain through which the road is passing
The natural drainage system prevailing before the road construction.
Rivers and tributaries draining the area, ponds and other water bodies.

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Topographic features like habitats, industries, marketing places, crossroads, land use etc.
Details of existing drainage, canals, marshy land, waterlogged and flooded areas etc.
Rainfall and runoff data
Soil, subsoil and cover conditions etc.

6.6.5.2 Drainage Design

The design of drainage system mainly comprises of:
(i) Collection of storm water
(ii) Conveying
(iii) And discharging to an adequate receiving body.
The design of the drainage system involves
i. Calculating the total discharge that the system will require to drain off and
ii. Fixing the slope and dimensions of the drain to have adequate capacity to carry the
discharge and afford proper maintenance.
The discharge is dependent upon intensity and duration of precipitation characteristics of the
area and the time required for such flow to reach the drain. The storm water flow for this
purpose may be determined by using the Rational Method, Hydrograph Method, rainfall runoff
correlation studies, digital computer models and empirical formulae. Of the different methods
available, the Rational Method is most commonly used and serves the purpose of roadside
drains satisfactorily.
There is a need of fixing the dimensions and slope of the drain to have adequate capacity to
carry the discharge and also ease in carrying out the maintenance.

6.6.5.3 Rainfall intensity: - Central Water Commission Data

The project road (package 1) of Ludhiana - Bathinda falls in sub-zone (1e) in between is-pluvial
of 180 mm/hrs and 200 mm/hr. (50 year return period, 24 hrs maximum rainfall) (fig 3). The
50 year- 24 hrs, design rainfall is thus taken as 200 mm/hr (highest value).
The point rainfall for 1 hr is obtained by multiplying the 50 year 24 hour point rainfall with
conversion factor 0.34 as given in the CWC Report for sub zone 1(e). Thus, the 50 year, 1 hour
point rainfall is 68 mm/hr.
Now, as per IRC:42-2014, Annexure-V, a conversion factor of 0.86 has been given for
converting 50-year rainfall to 25-year rainfall duration. Thus, design rainfall intensity is worked
out to be 58.5 mm/hr.
Areal Reduction factor: In accordance with RBF 16, for small catchment area <2.5 sq.km, areal
reduction factor of 0.81 is applied. Hence, the 25-year, 1 hour point rainfall adopted is 47.37
mm/hr (design rainfall intensity).

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Figure 6-5: 50 year-24 hour Isopluvial Map

LONGITUDINAL DRAINS

6.6.6.1 General
The longitudinal drains are proposed to be provided on both edges of the main carriageway and
on the edges of the service road wherever provided. This is done so that the storm
water/seepage water does not damage the pavements layers. These drains are proposed to be
discharged into nearby culverts/ Cross drainage structures/water bodies. A longitudinal stretch
of a roadside drain originates at a ridge point of natural ground along the proposed alignment
and ends at a pre-determined outfall (culvert/ stream etc). As far as possible, longitudinal slopes
shall not be less than 0.2% for lined drains and 0.3% for unlined drains as per IRC:SP-87-2019.
Upon identification of the ridge and valley points, the length of different stretches of roadside
drains are determined. Based on the length of stretches, intermediate outlet structure (balancing
culvert) is planned, so that the length of drain can be reduced and the drain can be designed
with a reasonable shape and size.
In the present scenario of depleted ground water in urban conglomerates all storm water drains
shall be effectively utilized for the benefit of raising the existing ground water table. Before the
ultimate disposal of rainwater all possible methods are adopted for ground water recharging
facilities like rain water harvesting pits/ vertical drains. Major quantity of storm water will get
into the ground facilitating effective disposal system. A vertical drainage disposal system into
underground strata in built-up area is adopted where there is no natural outfalls within
satisfactory distances as specified in clause 5.3.5 of IRC:SP:50-2013.
Above all, it is kept in mind that adequate drainage is a primary requirement for maintaining
the structural soundness and functional efficiency of a road.

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6.6.6.2 Choice of Cross-section of Drains
The choice of cross-section of drain is generally limited to following types viz.
(i) Triangular
(ii) Trapezoidal
(iii) Rectangular
Triangular cross section has the disadvantage of lesser flow capacity.
Trapezoidal cross section requires more width and suitable for rural sections.
Rectangular sections are well suited for urban roadside drains and where limited space is
available for drainage assignment. Parabolic section is hydraulically the best and most erosion
resistant. In built-up areas, covered RCC drains are to be provided as per IRC:SP-87-2019.
As per cl. 6.8.7 of IRC:SP:50-2013, In urban areas all drains passing through built up area and
near to bus stand, crossing etc. should preferably be covered so that the drains are not used as
dust-bins. Even if the drains cannot be covered in the initial stage due to economy reasons
provision should be available for covering it at a later stage.
Hence, based on the site suitability, Rectangular RCC covered drains have been proposed
in this package.

6.6.6.3 Typical Cross Section

Typical Cross Section drawing are submitted as separate volume. Longitudinal RCC drains are
proposed to be provided on both carriageways at the main carriage way edges and/or at the
edges of service/ slip road as per TCS.

1. RCC covered drains are provided at the outer edge of the Service / Slip road as per TCS
below:

Figure 6-6: Typical road cross section (Grade separators)

2. Unlined Trapezoidal drains are provided near the ROW in new alignments where service
road is not provided.

Figure 6-7: Typical road cross section (Normal Section)

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6.6.6.4 Design of Longitudinal Drains (Rectangular RCC Drains)
Coefficient of Run Off
The drain is designed to carry runoff from the roadway surface to the edge of paved shoulder.
The coefficients of runoff of the various surfaces as per table 6.1 of IRC:SP-50-2013 are:
Watertight pavement surface (concrete or bitumen), steep bae rock = 0.90

Maximum Drain width Coeff of runoff Type of Surface

CxA (table 6.1: IRC:SP-50-
Length (m) (m) (c)
2013)
600 25.5 0.9 13770 Concrete/paved Surface
Unpaved area (median &
600 4.5 0.3 810 adjoining area)
Total road width = 30
Catchment Area A,
(sq.m) = 18000 14580
Effective C = 0.810
Where, L is the length of the drain under consideration; assuming maximum of 600 m distance
from start of grade to outfall.
Width of road/ paved surface considered as per TCS in fig.4 (max. width) is 25.5m from
median.
Time of concentration
Time of concentration may have two components (i) entry time and (ii) time of flow. For road
side drains, the entry time indicates time of entry either from road surface or from the nearest
ridge to any point of the stretch of drain. Time of flow indicates the flow time through the drain
to reach the nearest outfall.
Tc is computed by summing all the travel times for consecutive components of drainage
tc = (0.87 x L³/H) ^0.385 (clause 6.3, IRC:SP:50)

Where,
tc = time of concentration in hours
L = Distance of critical point of the drain in km = 0.6 km
Slope of drain, Sd = 0.2% (min permissible as per IRC:SP-87-2019)
H = the fall in level from the critical point to the drain level in meters
= 2.5% x 25.5m + 0.2% x 600m = 1.950 m.

Where, width of carriageway is 25.5m & road camber is 2.5%

Thus, Time of concentration, tc = 0.430 hour
Rainfall Intensity for 25 years return period
From para 4.3 of this report.
Total Rainfall _50 year 24-hr return period = 200.0 mm/hr
Total Rainfall _50 year 1-hr return period = 68.0 mm/hr
Total rainfall _25 year 1-hr return period = 58.5 mm/hr
Rainfall Intensity = 47.37 mm/hr Applying Areal correction
= 4.73 cm/hr

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Critical Intensity of Rainfall for Tc hours (Ic)
Ic =F/T*( T+1)/( tc+1)
F = 4.73 cm/hr
T = 1 hr
Tc = 0.43 hour
Thus, Ic = 6.63 cm/hr

Calculated Discharge for Roadside Drain

Discharge Q = 0.028 x P x A x Ic (Rational Formula)
= 0.028 x 0. 81 x 1.8 x 6.63 m³/sec
= 0.27 m³/sec (For length of drain, L=600 m)
Size of rectangular RCC roadside Drain

Let the drain depth = d and bottom width = w

Area =w*d
Wetted Perimeter, P = 2 xd+w
Hydraulic Radius, R = A/P
Discharge Q = Area x 1/n x R 2/3 x S 1/2 (Manning's formula)
Freeboard 0.3 m
Top width 1.70 m
Bottom width 1.70 m
Length of drain 600 m
Area (sqm) 0.340 Sq. m (assumed flow depth) = 0.20m
n 0.015 roughness coeff = 0.015-plastered surface
P (m) 2.100
R (m) 0.162
S 0.002 0.2% min (as per IRC Manual)
within limits 6m/s as per IRC-
V= 0.886 m/s SP50
Q cal= 0.301 cumecs
Q des = 0.270 cumecs
Since, Qcal > Qdes, Hence OK
Hence, provide rectangular RCC Drain with following dimension:
Top width= 1.70 m
Bottom width= 1.70 m
Flow Depth (adding freeboard)= 0.50 m
Pavement thickness upto GSB= 0.54 m
Drain Depth (min. at ridge point)= 1.04 m
As per cl 6.8.8 of IRC:SP-50, for economic section b=2d, hence, OK
SPACING FOR GRATINGS

Water from road should get directed towards the road edge and should enter the storm water
drain through kerb opening. Steel gratings are provided to facilitate quick exit of water from
pavement to the drain. The effective use of drainage structures along the roadway will reduce

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the thickness of film of water while flowing over the pavement and reduce the hydroplaning
potential of the roadway surface.

The roadside gutter and inlets discharge its flow into roadside drains. The spacing may require
to be placed depending upon the longitudinal gradient of the road. The inlets could be grated
kerb, combined grated kerb, sag point inlet with outflanking inlets. The spacing of inlets
depends on condition of road surface size and type of inlet and rainfall. They shall be provided
at closer intervals near junctions and valley curves; however maximum spacing shall not be
more than 30 m.

As per clause 7.2.2 of IRC:SP:42-2104, the hydraulic design for road side gutter is computed
by the formula:

Where,
Q = Allowable discharge
Z = reciprocal of cross slope = 1/ (2.5%) = 40
d = depth of channel in m
S = slope of road = 1% = 0.01
T = spread of water in m (allowable is shoulder+1m; as per cl. 7.1.4 of IRC:SP:42) = 2.5m
n = 0.15
F1(Z) = Z^(5/3) / (1+sqrt(1+Z^2)2/3 = 39.338

Discharge Q = 0.028 x P x A x ic
= 0.028 x 0.81 x 0.03 x 6.63m³/sec
(considering spacing =10 m, road/catchment width = 25.5m)
Discharge Q = 0.0045 m³/sec
Depth of flow= ((Q x n)/0.315* F1(Z)*s^(1/2))^(3/8)
= 0.0356 m
Spread of water, T = 0.0356/ 2.5% = 1.424m
Actual spread T < allowable spread (2.5 m), Hence, OK
Thus, galvanized steel gratings shall be provided at minimum 10.0m intervals
SPACING FOR MANHOLES
Manholes are the openings constructed on the alignment of a covered or pipe drain and its
primary function is to provide convenient access to the storm water drainage system for
inspection and maintenance. The secondary functions of manholes are they serve as, flow
junctions, can provide ventilation and pressure relief for storm water drainage system. The

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spacing of manholes depends on local agencies, past experience and maintenance equipment
limitations.
As per para 5.5 IRC-SP-50, the spacing of Manholes in straight reaches are to be 10 to 20 m.
Manholes can be of circular, square, rectangular or any suitable shape but opening for entry
into the manhole shall not be less than 500 mm clear. A circular opening is generally preferred.
Inside dimensions of manhole shall be adequate to permit inspection and maintenance without
difficulty. Minimum inside dimension of manhole shall be of 1200 mm x 900 mm. In case of
shallow manholes upto depth of 1.40 m, minimum allowable width could be reduced to 750
mm. Manhole covers and frames shall be factory made with fiber reinforced or reinforced, so
that higher level of quality control exists.
Thus, RCC rectangular manholes openings are proposed to be provided at 20m intervals
for inspection and maintenance purpose, having clear dimensions of 1200 mm x 900 mm.
Design of Longitudinal Drains (Trapezoidal Unlined Drains/ Ditches)

As per IRC:SP-87 clause 6.2, Unlined drains are provided where the flow velocity is less than
1m/s in silt and sand; and less than 1.5m/s in stiff clay.

The side slopes of the unlined drain shall be as flat as possible and shall not be steeper than
2H:1V.

The section of longitudinal drain is proposed to be Trapezoidal assuming 1.0 m base width

Let the depth = d and side slope 2:1 (H: V)

Area, A =(1+1+2*2*d)/2*d
Wetted Perimeter, P = 2 x (1*d^2+d^2)^0.5+1.0
Hydraulic Radius, R = A/P
formula)
Discharge, Q = Area x 1/n x R 2/3 x S 1/2
Where, n = roughness coefficient = 0.025 for unlined drain (as per IRC:SP-50)
Allowable velocity to prevent erosion = 1.5 m/s for unlined drain.

Size of Trapezoidal Unlined Drain/ Ditch

Let the depth = d and side slope 2:1 ( H : V )

Input
Area (sqm) 0.48 0.3 (eff. depth)
n 0.025 n = roughness coefficient = 0.025 for unlined drain (as per IRC:SP-50
P (m) 1.849
R (m) 0.260
S 0.001 1 in 1000
V= 0.515 m/s
Q cal= 0.247 cumecs
Q des = 0.173 cumecs

Since, Qcal > Qdes, Hence OK

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Provide Trapezoidal Drain : top width= 2.8 m
(assuming GSB bottom=0.6m) Bottom width 1 m
Side slope 2H:1V
Depth (min) 0.9 m

Conclusion and Recommendation

1. Provide covered Rectangular RCC Drain at the edge of pavement after slip road as per
TCS with the following dimensions:
a. Width of Drain (clear) = 1.70 m
b. Minimum Depth of Drain = 1.04 m
c. Provide galvanized steel gratings at 10m interval.
d. Manholes for inspection and maintenance shall be provided every 20m interval
having dimensions of 1200 mm x 900 mm
e. Weep holes at regular intervals to cut down the water table and drain the subgrade
water are to be provided.
f. At grade super-elevated locations, where each carriageway is three lane or more,
then a drain shall be introduced below the median and in turn connected to lower
level drain by a minimum 600mm dia NP4 pipes.
2. Provide Trapezoidal Unlined Drain/ Ditch at the edge of ROW as per TCS with the
following dimensions:
a. Bottom Width of Drain = 1.0 m
b. Top width of Drain = 2.8 m (min)
c. Side Slopes of drain = 2H:1V
d. Min Drain Depth = 0.9m

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7 DRAFT DESIGN STANDARDS

7.1. General Considerations

-2019
Government of India Ministry of Surface Transport (Road Wing September 1998) and
various relevant standards published by Indian Road Congress. Standards to be used
for this project is summarised below.
7.2. General Considerations
a) This section lays down the standards for Geometric Design and general features for
upgrading the existing roads to at-least four-lane divided carriageway with paved
shoulders and six-lane configuration also if required depending upon traffic.
b) The Geometric Design of the Project Highway shall conform to the standards set
out in this Chapter as a minimum.
c) Existing Horizontal Curves, which are found deficient in radius, layout, transition
lengths or super-elevation, shall be corrected to the specified standards. Similarly
deficiencies in the vertical alignment shall also be addressed.
Table 7-1 Design Standards

S. No. Design Specification Unit Proposed Design Standards

Plain & Mountainous
Design Speed
Km/ Rolling & Steep
1
Ruling hr 100 60
Minimum 80 40
2. ROW M 60
3. Lane Width M 3.5

Mountainous
Plain & Rolling
4 Median Width M & Steep
Terrain
Terrain

Depress
Raised Raised
ed
(a) Open Country 5.0 7.0 2.5
(b) Built Up Area 2.5 NA 2.5
(c) Approach to Grade Separated
5.0 NA 2.5
Structures
Shoulder Width (Plain & Rolling
M Paved Earthen
Terrain)
(a) Open Country 1.5 2.0
5(a)
(b) Built Up Area 2.0 -
(c) Approaches to Grade Separators 2.0 -
(d) Approaches to Bridges 1.5 2.0

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S. No. Design Specification Unit Proposed Design Standards
Shoulder Width (Mountainous and
Steep Terrain (Hilly Area) M Paved Earthen
(a) Open Country

(i) Hill Side 1.5 -

(ii) Valley Side 1.5 1.0
5(b)
(b) Built Up Area & Approaches to
Paved Earthen
Grade separators/Bridges
(i) Hill Side 0.25+1.5 (Raised) -
(ii) Valley Side 0.25+1.5 (Raised) -
6. Camber %
Carriageway 2.5
Paved Shoulders 2.5
Earthen Shoulder 3.0
Gradients Ruling Limiting
a) Plain and Rolling % 2.5 3.3
7.
b) Mountainous and Steep 5.0 6.0

Super elevation
5.0
a) For radius of curvature >=400m for
Plain & Rolling Terrain 7.0
b) For radius of curvature <400m for
8. Plain & Rolling Terrain % 5.0
c) For radius of curvature >=150m for
Mountainous & Steep terrain
d) For radius of curvature <150m for 7.0
Mountainous & Steep terrain

Mountainous &
Minimum Horizontal Curve Radius M Plain & Rolling
Steep
9.
Desirable 400 150
Absolute 250 75
80 40
100 60
Sight Distance M km / km
km / hr km /hr
10. hr /hr
Stopping Sight Distance 180 130 90 45
Intermediate Sight Distance 360 260 180 90
Minimum Vertical Curve Length (SSD
case)
73.6A
Crest
41.5A
Sag
11.
Minimum Vertical Curve Length (ISD
case)
Crest 135A
Sag 41.5A

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S. No. Design Specification Unit Proposed Design Standards
12. Extra Widening at curve locations M
75-100 m 0.9
101-300 m 0.6
Note: A in the above table is the algebraic difference in grades expressed as percentage

7.3. Horizontal Alignment

The essential elements of the horizontal alignment are as under:
a) Radius of the Horizontal Curve
b) Super elevation
c) Transition Length
d) Sight Distance
The basic considerations for the horizontal alignment shall be as under:
1. The curves shall be designed to have the largest possible radius and in no case less
than the ruling value corresponding to the design speed.
2. Sharp curves shall not be introduced at the end of the long tangent.
3. Long Curves with Suitable Transitions shall generally be provided.
4. Reverse Curves shall be avoided as far as possible.
5. Horizontal Alignment shall be coordinated well the vertical alignment.
7.4. Transition Curves
The minimum length of transition curve shall be determined from the following two
considerations and the larger of the two values shall be adopted for design:
Rate of Change of Centrifugal Acceleration
Ls =0.0215 V3 /CR
Where:
Ls = Length of Transition Curve in meters
V = Speed in Km/hr
R = Radius of Circular Curve in meters
C=80/ (75+V) (Subject to a maximum of 0.80 and minimum of 0.50)
Rate of Change of Super elevation should not be steeper than 1 in 150 for roads in
Plain/Rolling Terrain, and 1 in 60 in Mountainous/Steep Terrain.
The values shall be obtained from the criterion of rate of change of super elevation
with respect to total carriageway (paved) width.
7.5. Vertical Alignment
1. The vertical alignment shall be designed so as to provide a smooth longitudinal
profile.
2. Gradients corresponding to the ruling gradients shall be followed in the vertical
alignment design.
3. The vertical alignment shall be designed as per IRC SP 23: 1983.
4. Grade changes shall not be too frequent as to cause kinks and visual
discontinuities in the profile

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5. The aspect of efficient drainage shall be taken into consideration while
designing vertical profile and cross sections of the highway in accordance
with IRC SP 42: 2014 and IRC SP 50: 2013
6. There shall be coordination between horizontal alignment and vertical profile
of the project highway and guidelines in accordance with IRC 73: 1980
7. The Vertical clearance should be provided from the proposed top level of
Service road/Slip road.
8. The level of minor bridge/box culvert will be worked out with respect to
High Flood level and the proposed soffit level shall be cross verified with existing
soffit level.
9. If the cushion over the pipe culvert at any point across the road is found to be less
than 0.6m, the particular section of the pipe culvert shall be encased with concrete.
10. The service road level shall be designed with respect to the following criterion:
A.) Proposed Main Carriageway Level.
B.) Existing Ground
C.) Presence of any cross drainage structure within the length of service road
D.) Accessibility to abutting properties.
7.6. Proposed Typical Cross Sections
The proposed typical cross section applicable for the project road sections are
presented at Chapter 6.
7.7. At-Grade Intersections
a) The At Grade Intersections shall be provided at crossing locations, where the
traffic on the cross roads are low to moderate.
b) The type of intersections to be provided shall be as under:
Three Leg Intersection
Four Leg Intersection
Multi Leg Intersection
c) The design of different elements of intersection shall be done as per IRC: SP: 41
and as per MORTH-Type Designs for Intersections on National Highways, 1992.
d) Design Standards shall be as per IRC: SP: 41.
e) Traffic Control Devices (such as Road Markings, Signs, Reflectors, etc) shall be
provided as per the provisions of IRC: SP: 41, IRC: 35 and also IRC: 67.
7.8. Road Embankment
a) Embankment shall be designed to ensure the stability of the roadway and
shall incorporate only those materials, which are suitable for embankment
construction.
b) Side slopes shall not be steeper than 2H: 1V and where necessary, the
embankment shall be retained by a retaining structure.
c) Where the embankment is to be supported on a weak stratum, it shall be
necessary to specially design the embankment and also to provide
appropriate remedial/ground improvement measures.

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d) High embankments (height 6m or above) in all soils shall be designed from
stability considerations. Design of high embankments shall be carried out in
accordance with IRC 75 and MORTH Guidelines for Design of High
Embankments.
e) The side slopes shall be protected against erosion by providing turfing
/vegetative cover, stone/cement concrete block pitching, geo-synthetics,
gabion walls or any other measures depending on the height of the
embankment, type of soil involved and susceptibility of soil to erosion in
accordance with IRC 56:2011. Pitching on the slopes will be done in accordance
with MORTH Specifications.
As per IRC SP 42: 2014 Clause 3.6 and IRC SP 84:2014 Clause 4.2, in Non- flood areas,
the road subgrade elevation in fill sections is so fixed that the top of subgrade
shall be at least 0.5m above the original ground level- as shown in Fig. 10.1. In
Flood Areas (Overtopping zones), the bottom of the subgrade shall be of 1.00m above
HFL as shown in Fig.10.2.

Figure 7-1 Road Passing through the Terrain (in Non-Flooded Area)

Figure 7-2 Road Passing through the Terrain (in Flooded Area)
7.9. Road Safety Devices
The Road Safety Devices shall consist of the following:
a) Road Markings
b) Traffic Signs
c) Roadside Safety Barriers including Pedestrian Railings

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d) Road Drainage.
1.9.1. Road Markings
i) Road Markings shall comprise of carriageway markings such as longitudinal

Road Studs).
ii) All markings shall conform to IRC: 35.
1.9.2. Road Signs
i) Three types of Road signs shall generally be provided (such as Mandatory /
Regulatory, Cautionary / Warnings, and informatory signs.
ii) Locations of Signs shall conform to IRC: 67 and Section 800 of MOSRTH
Specifications.
1.9.3. Roadside Safety Barriers
The following types of Road Safety Barriers shall be provided on the Project Road
Sections:
i) Semi-
high Embankment Section (where the height of embankment is more than 3.0 m)
ii) Rigid Type such as Concrete Crash Barriers shall be provided on the bridges.
1.9.4. Road Drainage
The general design guidelines for the Road Drainage shall be as under:
i) The Design of Drains shall be carried out in accordance with IRC:SP:42 and
IRC:SP:50
ii) For Surface Drainage, the estimation of Design Discharge and the design of Drain
Sections shall be as per the procedure given in IRC:SP:42.
iii) The longitudinal slope of the drain shall not be less than 0.5 % for lined drains and
1.0 % for unlined drains.
iv) The Side slopes of the unlined drains shall not be steeper than 2H:1V.
v) The Drains on the paved areas shall be provided with CC linings.
vi) The Drainage of High Embankment shall be provided with the provision of kerb
channel and CC lined chutes.
vii) The chute drains and drains at toe of the embankment shall be of Plain Cement
Concrete (M15 Grade).
viii) Necessary Sub-Surface Drains shall be provided as required.
7.10. Design Standards for Bridges
For planning and design of the new bridges, following codes of practices and
specifications will be followed:
1.10.1. Standards and Codes of Practice
Design of all components of structures will be carried out in accordance with the
provisions of the following Standards / Codes of Practices:-

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IRC STANDARDS AND CODE OF PRACTICES
IRC:5-2015 - Section I, General Features of Design
(7th Revision)
IRC:6-2014 - Section II, Loads and Stresses (Revised Edition)
IRC:22-2015 - Section VI, Composite construction (Limit State
Design) (2nd Revision)
IRC:24-2010 - Steel Road Bridges (Limit State Method) (3rd
Revision)
IRC:40-2002 - Brick, Stone and Cement Concrete Block
Masonry
IRC:78-2014 - Section VII, Foundations and Substructure
(Revised Edition)
IRC:83 (Part I) -2015 - Section IX (Part I), Metallic Bearings (1st
Revision)
IRC:83 (Part II) -2015 - Section IX (Part II), Elastomeric Bearings
IRC:83 (Part III)- 2002 - Section IX (Part III), POT, Pot cum PTFE, Pin
and Metallic Guide Bearings.
IRC:83 (Part IV)- 2014 Section IX (Part IV), Bearing (Spherical and
Cylindrical)
IRC:87-2011 - Guidelines for Formwork, Falsework and
Temporary Structures (First Revision)
IRC:112-2011 Code of Practice for Concrete Road Bridges
IRC:89 1997 - Guidelines for design and construction of River
Training and Control Works for Road Bridges
(Ist Revision)
IRC:SP:18-1978 - Manual for Highway Bridge Maintenance
Inspection
IRC:SP:35-1990 - Guidelines for Inspection and Maintenance of
Bridges
IRC:SP:37-2010 - Guidelines for Evaluation of Load Carrying
Capacity of Bridges (First Revision)
IRC:SP:40-1993 - Guidelines on Techniques for Strengthening and
Rehabilitation of Bridges
IRC:SP:47-1998 - Guidelines on Quality Systems for Road Bridges
(Plain, Reinforced, Prestressed and Composite
Concrete)
IRC:SP:66-2005 - Guidelines for Design of Continuous Bridges
IRC:SP:69-2011 - Guidelines and Specifications for Expansion
Joints (First Revision)
IRC:SP:84-2014 - Manual for Specifications & Standards for Four
laning of Highways through Public Private
Partnership.
IRC:SP:87-2013 - Manual for Specifications & Standards for Six
laning of Highways through Public Private
Partnership.

1.10.2. Carriageway Width / Deck Width

The carriageway width and overall deck width of each carriageway shall be kept as
per provisions of IRC SP: 73-2015, IRC: SP: 84-2014 and IRC: SP: 87-2013.

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1.10.3. Design Loading
Each carriageway of new bridge shall be designed for combination of live load
specified in Table 2 under Clause 204.3 of IRC: 6-2014 depending upon carriageway
width. Each carriageway of the bridge shall also be checked for 3 lanes of IRC Class-A
loading or one lane of IRC Class-70R + one lane of IRC Class-A loading whichever is
critical.
1.10.4. Seismic Analysis
As per the seismic map given in IRC: 6-2014, the project road passes through
Seismic Zone II. Accordingly the bridges will be designed for seismic force as per
provisions of IRC: 6-2014.
1.10.5. Soil Parameters
Soil parameters proposed to be taken for the backfill material behind abutments are:
= 300, = 22.50, d = 20 kN/m3, sub = 10 kN/m3
For the design of foundations for the bridges, soil characteristics will be reviewed on
a case to case basis, following the results obtained from actual borings to be carried
out at each bridge site.
1.10.6. Design Mixes
Grade of concrete for various components of the bridges shall be adopted as follows:-
PSC Superstructure - M45, M50
RCC Superstructure - M35, M40
Substructure - M35
Pile Foundations - M35
Open Foundations - M35
RCC Crash Barriers - M40
RCC Box Bridges - M30
1.10.7. Type of Structures
i) Foundations:
Depending upon hydrology of the channel, and type of founding strata available,
open, pile or well foundations will be proposed.
ii) Substructure:
Abutments : Wall type/Counterforts
Piers : Wall type or circular column type depending upon the site
requirement.
iii) Superstructure:
Appropriate type of superstructure will be proposed for each location, bearing in
mind the type and appearance of the existing structures. In general, proposal will
be as follows:

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Spans upto 10m length : Reinforced concrete solid

slab/Reinforced Concrete Box
Structure
Spans ranging from 10m to 25m : RC beam & slab / RCC voided slab/
Reinforced Concrete Box Structure
Spans ranging from 25m to 30m : PSC voided slab / PSC girder with
RCC slab / Composite type i.e. steel
plate girder and RC slab
Spans ranging from 30 to 45m : PSC beam and slab / Composite type
Span ranging from 30m to 60m : PSC Box cast in situ / segmental type,
steel superstructure
Spans above 60m : PSC box cantilever construction, steel
superstructure
Where considered appropriate, continuous span superstructures will be proposed.
iv) Bearings
Bearings will be designed depending upon the loads, forces and type of
superstructure. Special POT-PTFE, Elastomeric or Tar paper bearings shall be
proposed.

v) Crash Barriers
Crash barriers shall be provided over all the bridges in accordance with IRC: 5-
2015.
vi) Expansion Joints
Elastomeric expansion joints or filler type joints will be proposed depending upon
the anticipated expansion / contraction and shall be provided as per provisions of
IRC: SP-69.
vii) Wearing Coat
Asphaltic concrete wearing coat, 65 mm thick as per MoRTH standards, will be
provided.

viii) Approach Slab

Reinforced concrete approach slabs, 3.5m long and 300mm thick, in M30 grade
concrete at either end of the bridge, will be proposed, with one end supported on
the reinforced concrete bracket projecting out from the dirt wall and the other end
resting over the soil, in accordance with the guidelines issued by MoRTH. A
leveling course, 10 cm thick, in M 15 grade concrete will be provided under the
approach slab.

ix) Drainage Spouts

Drainage spouts will be proposed in accordance with MoRTH standard plans.

x) Protection Works
Details of protection works provided for the existing bridges will be studied and
new proposals framed as per provision of IRC:89-1997 taking into account the
behaviour of the existing protection works.

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1.10.8. HYSD Reinforcement

TMT Deformed bars Grade designation Fe500, conforming to IS: 1786 will be used.
1.10.9. Pre-Stressing Steel
Cables : 12T13 & 19T13 cables consisting of uncoated, stress
relieved, low relaxation strands, conforming to IS: 14268,
will be provided. It will avoid grouping of cables and also
reduce the number of cables.
Pre-stressing Stages : The number of stages of pre-stressing will be kept to the
minimum, preferably not more than 2.
1.10.10. Clearances
(a) Flyovers - 5.5m above cross road
(b) For ROB:
Vertical clearance over rails - 6.525m or as per latest Railway Circular
Vertical clearance over rails in DFCC Corridor - As per requirement
of railways
Lateral clearance from centre line of nearest rail track - 2.67m (As

(c) For Underpasses:

Table 7-2 Clearance for Underpasses
S.No Type of Underpass Horizontal Vertical
A Grade-II VUP 12 m 4.5m
B Standard VUP 12 m 5.5m
C Flyover 30 m 5.5

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8 DEVELOPMENT PROPOSALS
BACKGROUND

Study mandates the improvement of the project road to 6-lane standards for the entire
Manual of Specifications and
-2019.
Considering the importance of the project, careful planning has been made to provide
various components of the highway and associated utilities, which affect the safety
and operation of the highway. The proposed improvements are aimed at easing traffic
congestion; reducing the accident, improving physical characteristics of the road,
which includes geometry, pavement strength, drainage and enhancing the aesthetic
appearance as well. Hence, the following optimum levels of improvements are
proposed:
Upgradation of existing two lanes to 4- lane configuration with paved shoulder as well
Strengthening/reconstruction of the existing pavement for the entire length;
Provision of footpath cum built-up drain at Built up and industrial locations;
Improve / redesign sharp curves;
Widening/ reconstruction of existing culverts and provision of additional culverts
depending on the drainage condition;
Junction improvements;
Provision of traffic signs and road furniture;
Provision of bus shelters;
Shifting of utilities;
Land acquisition, R&R and other social impacts
This chapter is intended to give brief descriptions concerning the various improvement
proposals for the 6 laning of Package 1 from Km 0+000 to 30+300.
Design Chainage
Package Length (km) Remarks
From To
From Amritsar Bathinda Greenfield
I 0+000 30+300 30.300 Highway to Intersection with
Barnala Moga Highway (NH 703)

The improvement proposal, thus, is based on the findings from various engineering
surveys and investigations carried out on the project road section, discussions with
NHAI and as discussed in Chapter 5: Traffic Survey, Analysis and Forecast and
Chapter 6: Engineering Survey and Investigation.
Improvement proposals for a highway essentially consist of two components, viz.
Geometric and Structural. Geometric improvement deals with visible dimensions of
roadway and is dictated by the traffic and economic considerations. Geometric design
involves several design elements such as horizontal and vertical alignments, sight
distance considerations, cross sectional elements, lateral and vertical clearances,

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intersection treatment, etc. The structural component deals with the pavement and
embankment design aspects, i.e. the ability of the highway to adequately carry and
support the vehicle / wheel loads over the design period.
GEOMETRIC DESIGN PROPOSALS
The proposals for the improvement of the geometric elements of the existing National
Highway include:

Improvement to cross-sectional elements

Alignment Design

Improvement to Cross-sectional Elements

Proposed Cross Sectional Elements
Lane Width
The width of a basic traffic lane is proposed to be 3.50 m. Thus, for 6-lane the
carriageway widths will be 23 m excluding paved shoulder but including 0.5 m wide
edge strip with a composition same as that of the adjacent pavement will be provided
as compensation for kerb shyness on the median side.

Median
In general median width, excluding the kerb shyness, is of 4.0 m in both rural and
urban area.

Service Road / Slip Road

7.5 m wide service road provided on both sides of the VUP/VUP G II/SVUP
approaches. The minimum width of separation between main carriageway and service
road is proposed to be 0-1.25 m.

Footpath
Where footpath is proposed, minimum width of footpath will be of 2.0 m. It has been
proposed at the outermost boundary of the proposed ROW.

Side Slopes
For fill sections, the following side slopes are proposed:
Embankment height up to 3.0 m - 2H:1V and Considering the Embankment material
property
Embankment height from 3.0 m to 6.0 - 2.5H:1V and Considering the Embankment
m material property
Embankment height exceeding 6.0 m - To be designed as per material property and as per
IRC: 75
Cutting sections - 1H: 1V and with considering the material property
of the cutting material.

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Crossfall
In case of flexible pavement, the crossfall for the pavement and paved shoulders will
be 2.5%. In rigid pavement crossfall of 2.0% has been considered. For earthen
shoulders and median the corresponding value will be 3.0%.

Proposed ROW
In general maximum ROW has been proposed to be 60 m, except Toll Plaza.
Typical Cross Section

The typical cross sections to be followed in the project stretch are detailed as below:
S.No TCS Description
TCS-1 Proposed 6-lane At Grade Section
TCS-2 Proposed 6-lane VUP/ LVUP/ SVUP Approach Location
TCS-3 Proposed 6-lane VUP/ LVUP/ SVUP/ Minor Bridge Strcutre Location
TCS-4 Proposed 6-lane Flyover Approach W/O Service Road
TCS-5 Proposed 6 - lane Flyover Structure Portion
TCS-6 Proposed 4-lane Slip Road
TCS 7 & 8 At Toll Plaza Locations
TCS - 9 TCS for Overpass Structures and Approach
TCS 10 TCS for one way loop.
TCS 11 TCS for Connectivity to Ludhiana International Airport
TCS 17 &
TCS for Overpass of Delhi KAtra Expressway
18

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Alignment Design

The entire geometric design has been based on the ground modelling by highway MX
design software. The design of proposed alignment for 4-lane with paved shoulder
has been carried out based on the widening scheme as discussed in the section 8.2.3
above.
Horizontal Alignment
Efforts have been made during design of horizontal alignment to accommodate the
proposed highway within the available ROW, without compromising with the design
standards as adopted and as discussed in Chapter 7: Design Standard. A minimum
radius of 400m has been kept along with a good balance between additional land
acquisition, structure and highway geometric. The super-elevation and the length of
the transition curve have been finalised with maximum super-elevation of 5%.
Vertical Alignment
Vertical Alignment has been designed for minimum criteria of Intermediate Sight
Distance (ISD). The existing road profile will be reviewed on the basis of cross-sections
taken at regular intervals with the help of Digital Terrain Model (DTM).
PAVEMENT DESIGN
Pavement is the most significant component of a road and therefore its design
strengths must be assured to support the projected traffic loading throughout the
design period. The cost of pavement represents largest proportion of the total
construction cost (i.e. about 40% for new roads and about 60% for rehabilitation
projects).
The purpose of the pavement study is to make analysis of different pavement
alternatives to provide a basis for selection of the most advantage solution, considering
all costs occurring during the life of the pavement, viz., construction costs,
maintenance costs and costs for the road users.
In pavement option study, the following would be studied in detail:
New flexible pavement on the widening part and for full reconstruction
stretches
Flexible overlay over the existing pavement
Rigid Pavement for partial reconstruction stretches of existing pavement.

Type of Pavement

a) The pavement shall be flexible pavement for the main carriageway including
loops/ramps at interchange locations for the entire length of project highway.

b) For connecting roads/Service roads/Slip Roads and access roads to wayside

amenities, pavement shall be flexible.

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c) Rigid Pavement shall be provided at Toll Plaza/Toll Booth locations.

4.15.2 Design Period and Strategy

a) Flexible pavement shall be constructed for the main carriageway including paved
shoulders and loops/ramps at interchange locations for the entire length of project
highway. Flexible pavement typically designed for a minimum design period of
20 years.

b) For slip/service roads including access to wayside amenities and interconnecting

roads to VUPs/LVUPs/SVUPs, flexible pavement shall be provided for minimum
10 MSA design traffic.

c) Rigid pavement shall be provided at proposed toll plazas/toll booths. Rigid

pavement shall be designed for a design period of 30 years.

d) Stage construction shall not be permitted.

4.15.3 Design Requirements

Notwithstanding anything to the contrary contained in this Agreement or the

IRC:SP:87-2019, the Concessionaire shall design the pavement of main carriageway
including paved shoulders, loop/ramp at interchange locations as flexible pavement
designed for minimum design traffic of 100 MSA and for effective subgrade CBR of
12 while the pavement for connecting/ service/slip road shall be designed for design
traffic of 10 MSA.
The pavement at Toll Plaza locations shall be designed by the Concessionaire as Rigid
Pavement.
In order to meet the intended functional requirement of respective pavement layers
as well as compaction of heavy bituminous layers on main carriageway, the
minimum thickness of respective pavement layers for main carriageway, Toll
Plaza/Toll booth and connecting/ service/slip roads shall, however, in no case be
less than as given below:

Main carriageway including Loops, Ramps of Interchanges

Pavement layer Pavement Effective Minimum Crust layer

Type Subgrade CBR thickness (mm)
Bituminous Concrete (BC) 12 50
as wearing course Flexible
Dense Bituminous Concrete 95
Wet Mix Macadam 150
CTSB 200

Separator (Flexible)

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Pavement layer Pavement Type Minimum Crust layer thickness (mm)
Bituminous Concrete (BC) Flexible 40
as wearing course
Dense Bituminous Concrete 50
Wet Mix Macadam 250
Granular Sub-base 200

Toll Plaza

Pavement Composition Pavement Type Minimum Crust Thickness

(mm)
Pavement Quality Concrete (PQC) Rigid 300
Dry Lean Concrete (DLC) 150
Granular Sub-base (GSB) 200

Note: De-bonding interlayer of polythene sheet having a minimum thickness of 125 micron
is recommended separation layer between DLC and PQC.
JUNCTIONS DESIGN
Road junction/intersection is a key element of highway design. The efficiency, safety,
speed, cost of operation and capacity of road system depends very much on the
intersection design. The choice between an at-grade and grade separated junctions at
a particular site depends upon various factors such as traffic, economy, safety,
aesthetic delay etc. Grade separated junctions generally are more expensive initially
and are justified in certain situations. The main objective of intersection design is to
reduce the severity of potential conflicts between motor vehicles, buses, trucks,
bicycles, pedestrians and facilities while facilitating the convenience, ease, safety and
comfort of people traversing the intersections. The design should be fitted closely to
the natural transitional paths and operating characteristics of the users.
Design of a safe intersection depends on many factors as given below:
Human factors
Traffic considerations (mainly design hour turning movements, type of movement
and vehicle speeds)
Road and environmental considerations (sight distance, conflict area, geometric
features)

Economic factors.
Generally intersections can be classified in to three categories depending on the traffic
conditions. These are
Uncontrolled intersections at-grade;
Intersections with Priority Control;
Time separated / signalised intersection at-grade;
Space separated intersections/Grade separated intersections

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Details of Junctions Improvement Proposal

Project being the Greenfield highway, Major Interchanges have been proposed at 7
major intersections. There shall be no entry and exit at any other major or minor
intersections. Detail of interchanges are listed below
Table 8-1 Major Intersections (Interchanges) Package 1

Sl. Location Connecting Type of

Type Design Remarks
No. (km) Road Interchange
Project Highway - Main Carriageway
Amritsar
Bathinda
Type Design as given Start of
1 0+000 Greenfield Right Turning Loop
below Expressway
Highway
(NH 754 A)
Rampura
Type Design as given
2 5+512 NH 254 Rotary with Ramps Phul/ Bhai
below
Rupa
Type Design as given Sehna/
3 20+800 MDR 43 Rotary with Ramps
below Bhadaur
Type Design as given Barnala /
4 29+600 NH 703 Double Trumpet
below Moga
Table 8-2 Details of Interchanges - Package 1
Interchange
Ramp
No Lane Length TCS
/Loop Description
& Chainage Configuration (km) Type
No
(Km)
Int.-1 L-01 Entry from Amritsar Bathinda Highway 14, 10A,
2 0.900
0+000 (With (MC1A) (From Bathinda to Ludhiana Side) 10 B
Amritsar Exit from Ludhiana Bathinda Greenfield
Bathinda L-02 Highway 3 0.710 13
Greenfield (MC10)
(From Ludhiana - Bathinda)
Highway,
NH 754 A) R-01 Entry from Amritsar Bathinda Highway
2 0.600 14
(MC1B) (From Amritsar to Ludhiana)
Exit from Ludhiana Bathinda Greenfield
R-01 Highway 2 0.430 1A & 4A
(From Bathinda to Bhai Rupa/ Rampura Phul)
Int.-2
5+512 (With Entry to Ludhiana Bathinda Greenfield
Rampura R-02 Highway 2 0.430 1A & 4A
Phul Bhai (From Bhai Rupa/ Rampura Phul to Bathinda)
Rupa Entry to Ludhiana Bathinda Greenfield
Highway, R-03 Highway 2 0.550 1A & 4A
NH 254) (From Bhai Rupa/ Rampura Phul to Ludhiana)
Exit from Ludhiana Bathinda Greenfield
R-04 Highway 2 0.550 1A & 4A
(From Ludhiana to Bhai Rupa/ Rampura Phul)
Int.-3 Exit from Ludhiana Bathinda Greenfield
20+800 R-01 Highway 2 0.430 1A & 4A
(With (From Bathinda to Barnala/ Bhadaur)

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Interchange
Ramp
No Lane Length TCS
/Loop Description
& Chainage Configuration (km) Type
No
(Km)
Barnala - Entry to Ludhiana Bathinda Greenfield
Bhadaur R-02 Highway 2 0.450 1A & 4A
Highway, (From Barnala/ Bhadaur to Bathinda)
MDR 43) Entry to Ludhiana Bathinda Greenfield
R-03 Highway 2 0.450 1A & 4A
(From Barnala/ Bhadaur to Ludhiana)
Exit from Ludhiana Bathinda Greenfield
R-04 Highway 2 0.450 1A & 4A
(From Ludhiana to Barnala/ Bhadaur)
Exit from Ludhiana Bathinda Greenfield
L-01 Highway TCS 14,
2 1.965
(MC20) 9B, 6
(From Bathinda to Barnala)
Exit from Ludhiana Bathinda Greenfield
L-02 Highway TCS 14,
2 1.970
(MC21) 9B, 6
(From Moga to Ludhiana)
Int.-4
29+600 Exit from Ludhiana Bathinda Greenfield
(With R-01 Highway 2 0.315 TCS 14
Barnala (From Ludhiana to Barnala/ Moga)
Moga Exit from Ludhiana Bathinda Greenfield
Highway, R-02 Highway 2 0.316 TCS 16
NH 703) (Left Slip/ Service to Moga)
Entry to Ludhiana Bathinda Greenfield
R-03 Highway 2 0.467 TCS 10A
(MC22)
(From Barnala/ Moga to Bathinda)
Entry to Ludhiana Bathinda Greenfield
R-04 Highway 2 0.292 TCS 16
(Left Slip/ Service from Barnala)

Table 8-3 Major Intersections (Interchanges) Package 2

Sl. Location Connecting Type of

Type Design Remarks
No. (km) Road Interchange
Project Highway - Main Carriageway
Type Design as given
1 52+240 MDR 51 Rotary with Ramps Raikot/ Bassian
below
Halwara/ Raikot/
Trumpet
Type Design as given Ludhiana
2 62+137 SH 13 Interchange with
below International
Roundabout
Airport
Delhi/ Katra/
Type Design as given
3 75+543 NE 5 Double Trumpet Amritsar/
below
Ludhiana
Table 8-4 Details of Interchanges - Package 2
Interchange
Ramp
No Lane Length TCS
/Loop Description
& Chainage Configuration (km) Type
No
(Km)
Int.-5 R-01 Exit from Ludhiana Bathinda Greenfield Highway 2 0.430 1A & 4A

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52+240 (From Bathinda to Raikot/ Bassian)
(With Raikot
Entry to Ludhiana Bathinda Greenfield Highway
Bassian R-02 2 0.430 1A & 4A
Jagraon (From Raikot/ Bassian to Bathinda)
Highway Entry to Ludhiana Bathinda Greenfield Highway
MDR 51) R-03 2 0.450 1A & 4A
(From Raikot/ Bassian to Ludhiana)
Exit from Ludhiana Bathinda Greenfield Highway
R-04 2 0.450 1A & 4A
(From Ludhiana to Raikot/ Bassian)
Exit from Ludhiana Bathinda Greenfield Highway TCS 14,
L-01
2 1.637 9B, 10A,
Int.-6 (MC30) (From Bathinda to Raikot/ Halwara) 6
62+137 TCS 14,
L-02 Exit from Ludhiana Bathinda Greenfield Highway
(With 2 0.704 9B, 10A,
Ludhiana - (MC31) (From Moga to Ludhiana) 6
Barnala
Exit from Ludhiana Bathinda Greenfield Highway
Highway, R-01 2 0.315 TCS 14
SH 13) (From Ludhiana to Raikot)
Entry to Ludhiana Bathinda Greenfield Highway
R-02 2 0.400 TCS 16
(From Raikot to Bathinda)
Exit from Ludhiana Bathinda Greenfield Highway TCS 14,
L-01
2 1.447 9B, 10A,
(MC40) (From Ludhiana to Delhi)
Int.-7 12, T14A
75+543 Entry to Ludhiana Bathinda Greenfield Highway TCS 14,
L-02
(With Delhi 2 1.495 9B, 10A,
(MC41) (From Amritsar to Bathinda)
Katra 12, 14A
Expressway, Entry to Ludhiana Bathinda Greenfield Highway
NE 5) R-01 2 400 TCS 14
(From Delhi to Ludhiana)
Exit from Ludhiana Bathinda Greenfield Highway
R-02 2 400 TCS 14
(From Bathinda to Amritsar)

Table 8-5 Details of VOP - Package 2

Location of VOP on Ludhiana Chainage (Km)
Length (Km) TCS Type
Bathinda Highway From To
Entry Exit Trumpet
Interchange with SH 13 and
60+890 NA 9B
Connectivity to Ludhiana
International Airport
Entry Exit Trumpet
Interchange with Delhi Katra 75+160 NA 9B
Expressway
Main Carriageway of Delhi
Katra Expressway 75+543 NA TCS 18
(Km 250+830 of NE 5)
Main Carriageway of Delhi
Katra Expressway Above Trumpet Interchange NA TCS 17
(Km 251+100 of NE 5)

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Figure 8-1: Type design (Interchange at Km 0+000)

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Figure 8-2: Type design (Interchange at Km 5+512, 20+800 and 52+240)

Figure 8-3: Type design (Interchange at Km 29+600)

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Figure 8-4: Type design (Interchange at Km 62+319)

Figure 8-5: Type design (Interchange at Km 75+543)

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DESIGN OF BRIDGES
Existing Bridges

Since the alignment is Greenfield, there are no existing bridges. Also there are no
proposed major bridges.
Proposal of New Bridges

The development proposal of the widening of existing and new bridges have been
prepared and tabulated below
Span arrangement
In general, the proposed span arrangement for widening of existing bridges are kept same as
existing where there is no signs of hydraulic inadequacy.
Proposed structures under the category of reconstruction due to poor condition or lesser
carriageway are more or less with the same span as existing.
The new bridges which are proposed at submerged location are fixed with span arrangement
based on preliminary hydraulic investigation. The detailed hydraulic calculation will be
presented during detailed design.
The proposed span arrangement at these locations is given below.
Foundation
The type and depth of foundation will be established during detailed design as per the geo-
technical report.
Carriageway width
The carriageway width of proposed structures is kept as per the cross-sections given in IRC
manual specified for six lane.
Table 8-6 Details of Minor Bridges - Package 1

Total
Span Width
length
Arrangement Deck of
Chainage Name of C/C of Skew Type of
Sl. No. c/c Configuration Open
(Km) Bridge Exp. Angle Structure
Expansion (m) Median
Joint
(m) (m)
(m)
MINOR
BRIDGE 30 RCC 20.1m LHS
1 28+637 1X12 13.386 4
OVER deg BOX 14.5+10.5 RHS
NALLA
Minor Bridge
over Branch PSC-
2 17+850 1X16 35.0m 70 2X14.5 3
Canal and GIRDER
Village Road
Minor Bridge
over Branch RCC
3 19+740 1X12 13.226 12 2X14.5 3
Canal and BOX
Village Road
Minor Bridge RCC
4 24+453 1X12 13.200 0 2X14.5 3
over Branch BOX

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Canal an
Village Road
Table 8-7 Details of Minor Bridges - Package 2

Span Width
Arrangement Total length Deck of
Chainage Skew Type of
Sl. No. Name of Bridge c/c C/C of Exp. Configuration Open
(Km) Angle Structure
Expansion Joint (m) (m) Median
(m) (m)

RCC
1 40+040 NALLA 2X20 40.0m 0 PRECAST 14.5x2 3
GIRDER
2 67+600 Drain 1X10 13.2 17 RCC Box 14.5X2 3
IRRIGATION
3 32+663 CANAL WITH 1X12 13.220 0 RCC BOX 14.5x2 3
MUD ROAD
Minor Bridge
cum SVUP
under the
Trumpet
4 75+300 1X10+1X7 10.750+7.750 0 RCC Box 2X10.5 0.5
Interchange on
Diverted Village
Road of Ballowal
to Narangwal
Minor Bridge
cum SVUP
under the
Trumpet
5 75+200 1X10+1X7 10.750+7.750 0 RCC Box 2X10.5 0.5
Interchange on
Diverted Village
Road of Ballowal
to Narangwal

Proposal of Flyovers

The project road being passing through built-up location. The list of Flyovers is
tabulated below.
Table 8.8: Details of Proposed New Flyovers Package 1
Total
length Width of Minimum
Clear Deck
S. Chainage Intersecting Type of C/C of Open Vertical
Span Configuration
No. (Km) Road Structure Skew Exp. Median Clearance
(m) (m)
angle Joint (m) (m)
(m)
1 0+000 NH 754 A PSC I Girder 2X30 0 deg 10.5 m 60 m NA 5.5
2 5+512 NH 254 PSC I Girder 2X30 0 deg 2x14.5 m 60 m 3.0 m 5.5
3 20+819 MDR 43 PSC I Girder 2X30 0 deg 2x14.5 m 60 m 3.0 m 5.5
4 29+619 NH 703 PSC I Girder 2X30 0 deg 2x14.5 m 60 m 3.0 m 5.5

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Table 8.9: Details of Proposed New Flyovers Package 2
Total
length Width of Minimum
Clear Deck
S. Chainage Intersecting Type of C/C of Open Vertical
Span Configuration
No. (Km) Road Structure Skew Exp. Median Clearance
(m) (m)
angle Joint (m) (m)
(m)
MDR 51 PSC
1 52+240 (Raikot PRECAST 2x30 0 14.5x2 60 3.0m 5.5m
Bassian) GIRDER
Connectivity
PSC
to Ludhiana 30
2 61+733 PRECAST 1x30 22 14.5x2 3.0m 5.5m
International
GIRDER
Airport
SH 13 PSC
3 62+137 (Raikot- PRECAST 1x30 38 14.5x2 30 3.0m 5.5m
Halwara) GIRDER

Proposal of VUPs LVUPS/ SVUPS

The project road being passing through built-up location. The list of VUPs/ LVUPs/
SVUPs is tabulated below.
Table 8.10: Details of Light Vehicle Underpasses (LVUPs) Package 1
Width of
Chainage Type of Clear Skew Deck Open
S. No. Type of Crossing
(km) Structure Span (m) angle Configuration (m) Median
(m)
1 3+657 Sadhana to Phul RCC BOX 1X12.0 35 Deg 2x14.5 3
2 8+582 Bhai Rupa to Dhipali RCC BOX 1X12.0 0 2x14.5 3
3 10+430 Phulewal to Dhipali RCC BOX 1X12.0 45 Deg 2x14.5 3
4 11+497 Phulewal to Dhipali RCC BOX 1X12.0 22 Deg 2x14.5 3
Sandhu Kalan to
5 12+977 RCC BOX 1X12.0 30 Deg 2x14.5 3
Dhipali
Sandhu Kalan to
6 14+758 RCC BOX 1X12.0 37 Deg 2x14.5 3
Rayia
7 19+557 Nainewala to Sehna RCC BOX 1X12.0 28 Deg 2x14.5 3
8 24+494 Bhadaur to Badhata RCC BOX 1X12.0 9 Deg 2x14.5 3
9 25+844 Deepgarh to Badhata RCC BOX 1X12.0 40 Deg 2x14.5 3
Table 8.11: Details of Light Vehicle Underpasses (LVUPs) Package 2
Width of
Deck
Chainage Type of Clear Skew Open
S. No. Type of Crossing Configuration
(km) Structure Span (m) angle Median
(m)
(m)
Himmatpura Bihla Village
1 32+216 RCC BOX 1X12.0 38 14.5x2 3
Road
Narengarh Sohian to Gehal 3
2 35+700 RCC BOX 1X12.0 16 14.5x2
Village Road
Moom to Chhiniwal Khurd 3
3 39+508 RCC BOX 1X12.0 16 14.5x2
Village Road
Sadowal to Dhaner Village 3
4 41+023 RCC BOX 1X12.0 19 14.5x2
Road
Nathowal to Ramgarh 3
5 45+298 RCC BOX 1X12.0 0 14.5x2
Sivian Village Road

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Width of
Deck
Chainage Type of Clear Skew Open
S. No. Type of Crossing Configuration
(km) Structure Span (m) angle Median
(m)
(m)
Nathowal to Ramgarh 3
6 46+610 RCC BOX 1X12.0 47 14.5x2
Sivian Village Road
Ramgarh Sivian to Boparai 3
7 48+600 RCC BOX 1X12.0 33 14.5x2
Khurd Village Road
Ramgarh Sivian to 3
8 49+030 RCC BOX 1X12.0 0 14.5x2
Jaladiwal Village Road
Ramgarh Sivian to Raikot 3
9 50+826 RCC BOX 1X12.0 0 14.5x2
Village Road
Silaoni to Raikot Village 3
10 53+234 RCC BOX 1X12.0 24 14.5x2
Road
Burj Hari Singh Wala to 3
11 55+574 RCC BOX 1X12.0 24 14.5x2
Raikot Village Road
Talwandi Rai to Nurpur 3
12 58+541 RCC BOX 1X12.0 24 14.5x2
Village Road
Rajaona Khurd to Nurpur 3
13 60+411 RCC BOX 1X12.0 0 14.5x2
Village Road
Halwara to Burj Littian 3
14 63+100 RCC BOX 1X12.0 0 14.5x2
Village Road
15 64+905 Halwara to Nangal Kalan RCC BOX 1X12.0 49 14.5x2 3
16 67+040 Toosa to Leel Village Road RCC BOX 1X12.0 18 14.5x2 3
Pakhowal to Dangon 3
17 70+785 RCC BOX 1X12.0 28 14.5x2
Village Road
Sarabah to Gujjarwal 3
18 71+491 RCC BOX 1X12.0 0 14.5x2
Village Road
Chaminda to Gujjarwal 3
19 73+900 RCC BOX 1X12.0 0 14.5x2
Village Road
Ballowal to Gujjarwal 3
20 74+628 RCC BOX 1X12.0 16 14.5x2
Village Road
Table 8.12: Details of Small Vehicle Underpasses (SVUPs) Package 1
Width of
Chainage Type of Clear Skew Deck Open
S. No. Type of Crossing
(km) Structure Span (m) angle Configuration (m) Median
(m)
1 0+800 Field Track RCC BOX 1X7.0 15 2x14.5 3
2 1+570 Field Track RCC BOX 1X7.0 12 2x14.5 3
3 1+930 Field Track RCC BOX 1X7.0 0 2x14.5 3
4 2+400 Field Track RCC BOX 1X7.0 15 2x14.5 3
5 2+823 Sadhana to Mehraj RCC BOX 1X7.0 0 2x14.5 3
6 4+208 Field Track RCC BOX 1X7.0 39 2x14.5 3
7 5+875 Field Track RCC BOX 1X7.0 25 2x14.5 3
Harnam Singh Wala
8 6+372 RCC BOX 1X7.0 49 2x14.5 3
to Dhipali
9 7+700 Field Track RCC BOX 1X7.0 0 2x14.5 3
10 9+694 Field Track RCC BOX 1X7.0 15 2x14.5 3
11 10+040 Field Track RCC BOX 1X7.0 15 2x14.5 3
12 11+363 Field Track RCC BOX 1X7.0 19 2x14.5 3
13 13+360 Field Track RCC BOX 1X7.0 0 2x14.5 3
Sandhu Kalan to
14 15+911 RCC BOX 1X7.0 55 2x14.5 3
Ballo Ke

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Sandhu Kalan to
15 16+462 RCC BOX 1X7.0 69 2x14.5 3
Sehna
16 18+900 Field Track RCC BOX 1X7.0 40 2x14.5 3
17 19+297 Field Track RCC BOX 1X7.0 61 2x14.5 3
18 21+522 Field Track RCC BOX 1X7.0 63 2x14.5 3
19 23+650 Field Track RCC BOX 1X7.0 0 2x14.5 3
20 26+625 Field Track RCC BOX 1X7.0 0 2x14.5 3
21 28+525 Field Track RCC BOX 1X7.0 0 2x14.5 3
22 30+036 Field Track RCC BOX 1X7.0 36 2x14.5 3
Table 8.13: Details of Small Vehicle Underpasses (SVUPs) Package 2
Width of
Deck
Chainage Type of Clear Skew Open
S. No. Type of Crossing Configuration
(km) Structure Span (m) angle Median
(m)
(m)
1 31+026 Field Track RCC BOX 1X7.0 48 14.5x2 3
2 31+682 Field Track cum Drain RCC BOX 1X7.0 36 14.5x2 3
3 33+624 Field Track RCC BOX 1X7.0 45 14.5x2 3
4 34+915 Field Track RCC BOX 1X7.0 37 14.5x2 3
5 35+397 Field Track RCC BOX 1X7.0 37 14.5x2 3
6 36+873 Field Track RCC BOX 1X7.0 41 14.5x2 3
Gehal to Chhiniwal 3
7 37+230 RCC BOX 1X7.0 13 14.5x2
Khurd Village Road
8 38+032 Field Track RCC BOX 1X7.0 34 14.5x2 3
9 40+086 Field Track RCC BOX 1X7.0 58 14.5x2 3
Gagewal to Chak Bhai 3
10 41+479 RCC BOX 1X7.0 18 14.5x2
Ka Village Road
11 43+780 Field Track RCC BOX 1X7.0 49 14.5x2 3
Nathowal to Chak Bhai 3
12 44+276 RCC BOX 1X7.0 0 14.5x2
Ka Village Road
13 45+170 Field Track RCC BOX 1X7.0 44 14.5x2 3
Dhurkot to Ramgarh 3
14 47+613 RCC BOX 1X7.0 0 14.5x2
Sivian Village Road
15 50+108 Field Track RCC BOX 1X7.0 16 14.5x2 3
16 51+070 Field Track RCC BOX 1X7.0 0 14.5x2 3
17 51+697 Field Track RCC BOX 1X7.0 35 14.5x2 3
18 53+510 Field Track RCC BOX 1X7.0 55 14.5x2 3
Rupa Patti to Raikot 3
19 54+463 RCC BOX 1X7.0 23 14.5x2
Village Road
Burj Hari Singh to 3
20 56+408 RCC BOX 1X7.0 26 14.5x2
Gondwal Village Road
21 63+964 Field Track RCC BOX 1X7.0 21 14.5x2 3
Halwara to Burj Hakima 3
22 64+600 RCC BOX 1X7.0 26 14.5x2
Village Road
23 65+726 Field Track RCC BOX 1X7.0 49 14.5x2 3
Sarabah to Leel Village 3
24 69+640 RCC BOX 1X7.0 25 14.5x2
Road
25 72+564 Field Track RCC BOX 1X7.0 34 14.5x2 3

Proposal of New Culverts

There are 42 new culverts under Package-I. The detailed development proposal is
presented below.

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Table 8.14: List of Culverts For Cross Drainage Package 1
Size
Design No x Width
S.No Type of Crossing Type Of Culvert
Chainage (m) x Height
(m)
1 0+600 Earthen Track RCC Box RCC 2X3
2 0+685 Drain Pipe 1X1.2
3 0+949 CD Balancing Culvert (Pipe) 1X1.2
4 1+712 CD Pipe 1X1.2
5 3+020 Drain Pipe 1X1.2
6 3+309 Earthen Track RCC Box 3x3
7 4+539 Drain RCC Box 2x3
Earthen Track cum
8 6+507 RCC Box 4x3
Drain
9 7+043 Drain Pipe 1X1.2
Earthen Track cum
10 7+322 RCC Box 4x3
Drain
11 8+192 Irrigation Pipe 1X1.2
12 8+350 Irrigation RCC Box 2X2
13 8+874 Earthen Track RCC Box 3x3
14 9+250 Earthen Track RCC Box 3x3
15 9+463 Drain Box 3x3
16 10+732 Drain RCC Box 2x3
17 10+854 Drain Pipe 1X1.2
Earthen Track cum
18 11+635 RCC Box 3x3
Drain
19 11+883 Irrigation Pipe 1X1.2
Earthen Track cum
20 12+274 RCC Box 3x3
Drain
21 14+062 Earthen Track RCC Box 2x3
22 14+500 Irrigation Pipe 1X1.2
23 14+916 Irrigation Pipe 1X1.2
24 15+075 Irrigation Pipe 1X1.2
Earthen Track cum
25 16+949 RCC Box 4x3
Drain
26 17+222 Earthen Track RCC Box 2x3
Earthen Track cum
27 17+500 Pipe 1X1.2
Drain
28 18+454 Irrigation Pipe 1X1.2
29 18+550 Earthen Track RCC Box 2x3
30 19+400 Irrigation Pipe 1X1.2
31 19+923 Irrigation Pipe 1X1.2
32 21+982 Drain Pipe 1X1.2
33 22+325 Earthen Track RCC Box 2x3
34 22+600 Irrigation Pipe 1X1.2
35 22+677 Earthen Track RCC Box 2x3
36 22+973 Branch Canal RCC Box 3x3
37 23+243 Earthen Track RCC Box 2x3
38 24+318 Drain Pipe 1X1.2
39 25+042 Earthen Track RCC Box 2x3
40 25+650 Earthen Track RCC Box 3x3
41 27+382 Earthen Track RCC Box 3x3
Existing Culvert to
42 24+494 Existing Drain
reconstructed for Diversion

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Size
Design No x Width
S.No Type of Crossing Type Of Culvert
Chainage (m) x Height
(m)
on Badhata to Bhadaur
Village Road
Table 8.15: List of Culverts For Cross Drainage Package 2
Size
S.No Design Chainage Type of Crossing Type Of Culvert
No x Width (m) x Height (m)
1. 30410 Earthen Track RCC Box 3x3
2. 30565 Earthen Track RCC Box 3x3
3. 30714 Drain Pipe Culvert 1.2 m dia
4. 31190 Drain Pipe Culvert 1.2 m dia
5. 32500 Drain Pipe Culvert 1.2 m dia
Earthen Track cum
6. 33765 RCC Box 3X3
Drain
7. 33835 Drain Pipe Culvert 1.2 m dia
8. 34000 Drain Pipe Culvert 1.2 m dia
9. 34129 Earthen Track RCC Box 3x3
10. 34474 Earthen Track RCC Box 2x3
11. 36054 Earthen Track RCC Box 3x3
Earthen Track cum
12. 36300 RCC Box 3X3
Drain
13. 36522 Drain Pipe Culvert 1.2 m dia
14. 37040 Drain Pipe Culvert 1.2 m dia
Earthen Track cum
15. 37525 RCC Box 3x3
Drain
16. 37700 Drain Pipe Culvert 1.2 m dia
17. 38442 Drain Pipe Culvert 1.2 m dia
18. 39000 Drain Pipe Culvert 1.2 m dia
19. 39187 Drain Pipe Culvert 1.2 m dia
20. 40576 Earthen Track RCC Box 2x3
21. 41797 Earthen Track RCC Box 2x3
22. 41977 Drain Pipe Culvert 1.2 m dia
23. 42500 Drain Pipe Culvert 1.2 m dia
24. 42705 Earthen Track RCC Box 2x3
25. 43018 Earthen Track RCC Box 2x3
26. 44626 Earthen Track RCC Box 2x3
27. 45827 Earthen Track RCC Box 3x3
28. 46800 Drain Pipe Culvert 1.2 m dia
29. 48100 CD Pipe Culvert 1.2 m dia
30. 48380 CD Pipe Culvert 1.2 m dia
31. 48800 CD Pipe Culvert 1.2 m dia
32. 49200 CD Pipe Culvert 1.2 m dia
33. 49450 CD Pipe Culvert 1.2 m dia
34. 49650 Drain Pipe Culvert 1.2 m dia
35. 49800 CD Pipe Culvert 1.2 m dia
36. 50689 CD Pipe Culvert 1.2 m dia
37. 51450 CD Pipe Culvert 1.2 m dia

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Size
S.No Design Chainage Type of Crossing Type Of Culvert
No x Width (m) x Height (m)
38. 52914 CD cum Drain RCC Box 3x3
39. 54330 Earthen Track RCC Box 2x3
40. 55344 Earthen Track RCC Box 2x3
41. 55770 CD cum Nalah RCC Box 3x3
42. 57910 Earthen Track RCC Box 2x3
43. 59057 Earthen Track RCC Box 2x3
44. 60540 CD cum Drain Pipe Culvert 1.2 m dia
45. 60675 Earthen Track RCC Box 3x3
Earthen Track along
46. 61050 the Trumpet RCC 3X3
Overpass
47. 61550 Earthen Track RCC 3X3
48. 62897 Earthen Track RCC Box 2x3
49. 65200 CD Pipe Culvert 1.2 m dia
50. 66200 Earthen Track RCC Box 2x3
51. 67450 Earthen Track RCC Box 3x3
52. 68100 Earthen Track RCC Box 2x3
53. 70144 CD cum Drain Pipe Culvert 1.2 m dia
54. 71190 Drain Pipe Culvert 1.2 m dia
55. 71643 Earthen Track RCC Box 3x3
56. 72250 CD RCC Box 2x2
Earthen Track cum
57. 73378 RCC Box 4x3
Drain
58. 73700 CD Pipe Culvert 1.2 m dia
59. 73950 Earthen Track RCC Box 3x3
60. 74275 Earthen Track RCC Box 3x3

TOLL PLAZA
Location of toll plaza has been proposed based on the traffic dispersal pattern at the
respective homogenous sections, road geometry and vertical profile of the road and
the surrounding area. The location and details of the toll plaza is given below.
Table 8.16: Toll Plaza Locations Package 1

Direction (Entry: No. of toll

Interchange
Interchange to expressway, lanes (Normal
Chainage Toll Plaza Location
No. Exit: from + ETC + Extra
(Km.)
Expressway) Wide)
On loop/Ramp Entry (2+1)x2
Interchange 2 5+512 TP-2
road Exit (2+1)x2
On loop/Ramp Entry (2+1)x2
Interchange 3 20+819 TP-3
road Exit (2+1)x2
On loop/Ramp Entry (2+1)x1
Interchange 4 29+600 TP-4
road Exit (2+1)x1

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Table 8.17: Toll Plaza Locations Package 2

Direction (Entry: No. of toll

Interchange
Interchange to expressway, lanes (Normal
Chainage Toll Plaza Location
No. Exit: from + ETC + Extra
(Km.)
Expressway) Wide)
On Entry (2+1)x2
Interchange5 52+240 TP-5 loop/Ramp
road Exit (2+1)x2
On Entry (2+1)x1
Interchange 6 62+137 TP-6 loop/Ramp
road Exit (2+1)x1

WAY SIDE AMENITY/ REST AREA

Wayside amenities shall be a part of the Project Highway and shall be constructed with
the minimum facilities such as Parking areas (Buses, Cars, Mini Buses), Fuel Station
and garage for minor repair, Hotel/ Motel, Trauma Center, Rest Areas, Fast Food
Centre, Travel Information Facilities, Toilets and Bath Facilities, space for Maintenance
staff & Vehicle Service Station, Dormitory etc.
Wayside amenities shall be developed at the following locations.
Table 8.18: Rest Area Locations Package 1

S. No. Start (Km) End (Km) Side Type of facility Area

1 28+800 29+000 RHS Road user facility 2.0 Ha

Notes: for all facilities mentioned in Para above
Table 8.19: Rest Area Locations Package 2

S. No. Start (Km) End (Km) Side Type of facility Area

6 Ha
1 51+300 51+600 Both Freight Destination Facility
(Each)
2 60+900 61+100 RHS Road User Facility 1.90
3 75+200 75+500 LHS Freight Destination Facility 6 Ha

Apart from the above-mentioned facilities, Traffic Aid Booth (plinth area 25 sqm.) and
Medical Aid Booths (including an aid post building and 2 (two) residential quarters)
shall be considered as Mandatory facilities over and above the plinth area mentioned.
Traffic Aid Booth and Medical Aid Booths shall be constructed with the type designs
prescribed for such buildings by the State Government or a substitute thereof within
the site premises with easy accessibility and shall vest with the Authority. All the
facilities shall be developed by the Concessionaire at its own cost.

Introduction
The road furniture, traffic safety features and other facilities included in the design
are:

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Road Markings
Cautionary, Mandatory and Informatory Signs
Kilometre Stone Details
200m Stones and Boundary Stones
Delineators and Object Markers
Crash Barrier

Road Markings

Road markings perform the important function of guiding and controlling traffic on a
highway. The markings serve as psychological barriers and signify the delineation of
traffic paths and their lateral clearance from traffic hazards for safe movement of
traffic. Road markings are therefore essential to ensure smooth and orderly flow of
traffic and to promote road safety. The Code of Practice for Road Markings, IRC: 35
has been used in the study as the design basis.
The location and type of marking lines, material and colour is followed using IRC: 35-

The road markings were carefully planned on carriageways, intersections and bridge
locations.

Cautionary, Mandatory and Informatory Signs

Cautionary, mandatory and informatory signs have been provided depending on the
situation and function they perform in accordance with the IRC: 67 guidelines for Road
Signs.

Kilometre Stone Details

The details of kilometre stones are in accordance with IRC: 8 guidelines. Kilometre
stones are located on the left-hand side of the road as one proceeds from the station
from which the Kilometre count starts. On divided roads with a central median,
kilometre stones would be provided at the left on both sides of the road i.e.,
independently for each direction of travel. Kilometre stones shall be fixed at right
angles to the centre line of the carriageway.

200m Stones and Boundary Stones

The details of 200m stones and boundary stones conform to IRC: 26 and IRC: 25. 200m
stones are located on the same side of the road as the kilometre stones. The inscription
on the stones shall be the numerals 2, 4, 6 and 8 marked in an ascending order in the
direction of increasing kilometerage away from the starting station. The numerals
shall be 80mm high. The colour of the numerals shall be black on a white background.
Boundary stones shall be located on either side of the road opposite every 200m stone
and kilometre stone. In addition these shall be fixed at all angular points of the
boundary. Where the boundary is on a curve or the land is of significant value and

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likely to be encroached upon, the boundary stones, as required, shall be installed at
closer intervals.

Delineators and Object Markers

Roadway delineators are intended to mark the edges of the roadway so as to guide
drivers on the alignment ahead. Object markers are used to indicate hazards and
obstructions within the vehicle flow path, for example, channelling islands close to the
intersections.
Delineators and object markers are provided as per the details given in the drawings
and are provided in accordance with the provisions of IRC: 79. They are basically
driving aids and should not be regarded as substitutes for warning signs, road
markings or barriers. Delineators are provided for all curves of radius less than 1000m.
They are not provided at locations where Chevron sign boards are provided.

Guard Post
Guard posts are proposed on embankments of height more than 1.0m, bridge
approaches. The spacing of guard post shall be 2.0m c/c in these areas. Typical Guard
post consists of precast (M20) post of size 200mm x 200mm and a height of 600mm
above ground level. They are encased in M15 cement concrete for a depth of 450mm
below ground level. Guard posts are painted with alternate black and white reflective
paint of 150mm wide bands.

Crash Barrier
Thrie Beam Steel Barriers
Thrie beam metal crash barriers shall be provided in entire length on outer side earthen
shoulder of each main carriageway and Loops/ Ramps of interchanges as per TCS
referred in schedule-B but excluding stretches covered by bridges and RE wall
structures, where concrete barriers to be provided.
W-Beam Crash Barriers
W-Beam crash barriers shall be provided in entire length at both edge of median as
per TCS referred in schedule-B but excluding stretches covered by bridges/structures,
where concrete barriers to be provided.
Concrete barriers shall be provided on bridges/structures, RE Walls/ retaining walls.

Boundary Wall
As the Highway is completely access controlled facility, boundary wall is its integral
part to help enforcing of the acquired access rights.
Access control extends to the limits of the legal access control on the ramps i.e., along
the ramps to the beginning of the taper on the local road.
RCC boundary wall shall be provided along the entire length of Project Highway
Along the both sides of RoW edge line (including transverse requirements at structure
locations) as per Annexure II of MoRTH circular No. RW/NH-24036/27/2010 dated
04.02.2019 and in consultation with Authority and Authority Engineer and as per the
typical drawing enclosed with this schedule and Schedule D.

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ENVIRONMENT IMPACT ASSESSMENT

INTRODUCTION
The proposed project is the development of access-controlled Ludhiana-Bathinda
Greenfield Highway, starts at Delhi-Katra Expressway of NE 5 (at Ballowal village of
Ludhiana West Tahsil) and ends at Ludhiana -Bathinda Greenfield Highway (near
Rampura Phul Tahsil) in the state of Punjab. Total length of Ludhiana-Bathinda
Greenfield Highway is 75+543 Km. The proposed alignment is passing through 5
Tahsils (Ludhiana and Raikot Tahsils) of Ludhiana district, (Barnala and Tapa Tahsils)
of Barnala district and (Rampura Phul Tahsil) of Bathinda district in the state of
Punjab.
The present chapter entails about the proposed project roads with their environmental
characteristics.
Table 9-1: Brief characteristics of project Road
Take-Off Point Terminal Point
Near Village Ballowal Km ( 00+000) Near Village Rampura Phul at Km 76+290
Easting Northing Zone Easting Northing Zone
516768.96 m E 3356411.51 m N 43R 572528.92 m E 3403976.65 m N 43 R

As a part of Feasibility Study and Detailed Engineering, Environmental Impact

Assessment is to be carried out during project preparation to ensure environmental
compliance. Environmental Screening has been carried out
To identify critical environmental issues & impacts,
To identify environmental considerations to be integrated into the highway
design,
To determine appropriate extent & type of environmental assessment required,
and
To identify the types of statutory clearance to be obtained.

The main objectives of the consultancy services related to Environmental Impact

Assessment based on TOR are as follows:
Ministry of Environment, Forest and Climate Change Dated April, 2015; Standard
Terms of Reference (TOR) for EIA/EMP Report for projects/ activities requiring
environment clearance under EIA Notification, 2006.
And
Environment impact assessment or initial environment examination be carried out in

guidelines for selected infrastructure projects 1993 as amended from time to

time/World Bank Guidelines / Government of India Guidelines, as applicable
The scope of Consultancy service related to environmental aspects as set out in the
TOR covers following major tasks:

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1. The Consultant should carry out the preliminary environmental screening to
assess the direct and induced impacts due to the project.
2. The Consultant shall ensure to document baseline conditions relevant to the
project with the objective to establish the benchmarks.
3. The Consultant shall assess the potential significant impacts and identify the
mitigation measures to address these impacts adequately.
4. The Consultant shall do the analysis of alternatives incorporating
environmental concerns. This should include with and without scenario and
modification incorporated in the proposed project due to environment
considerations.
5. The Consultant shall give special attention to the environmental enhancement
measures in the project for the following:
(a) Cultural property enhancement along the highways
(b) Bus bays and bus shelters including a review of their location,
(c) Highway side landscape and enhancement of the road junctions,
(d) Enhancement of highway side water bodies, and
(e) Redevelopment of the borrow areas located on public land.
6. The Consultant shall prepare the bill-of-quantities (BOQ) and technical
specifications for all items of work in such a way that these may be readily
integrated to the construction contracts.
7. The Consultant shall establish a suitable monitoring network with regard to
air, water and noise pollution. The Consultant will also provide additional
inputs in the areas of performance indicators and monitoring mechanisms for
environmental components during construction and operational phase of the
project.
8. The Consultant shall provide the cost of mitigation measures and ensure that
environmental related staffing, training and institutional requirements are
budgeted in project cost.
9. The Consultant shall prepare the application forms and obtain forestry and
environmental clearances from the respective authorities including the SPCBs
and the MOEF on behalf of NHAI. The Consultants will make presentation, if
required, in defending the project to the MOEF Infrastructure Committee.
10. The Consultant shall identify and plan for plantation and transplantation of
the suitable trees along the existing highway in accordance with IRC
guidelines.
11. The Consultant shall assist in providing appropriate input in preparation of
relevant environment and social sections of BPIP.

Administrative Framework
The Government through specific legislations regulates the environmental
management system in India. The Ministries / Statutory Bodies responsible for
ensuring environmental compliance by project promoters include:

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Ministry of Environment, Forest and Climate Change (MOEF&CC), GOI
National Board for Wildlife (NBWL)
Central Pollution Control Board (CPCB)
State Pollution Control Boards (SPCBs)
State Forest Department
Ministry / Department of Environment in the State
Regional office of Pollution Control Board at District level
Legal Framework
The up-gradation of existing highway is associated with various adverse environmental
impacts. Construction and operational activities of project fall under the preview of various
environmental and social regulations promulgated time to time by Government of India and
State Government. The Environmental Acts, Rules, Notification and Amendments
applicable for the up-gradation of the project road include the following:
1. Environment (Protection) Act, 1986
2. EIA Notification, 14th September 2006 and its subsequent amendment
3. Air (Prevention & Control of Pollution) Act, 1981, amended in 1987
4. The Water (Prevention & Control of Pollution) Act, 1974 amended in 1988
5. The Water (Prevention & Control of Pollution) Cess Act, 1977, amended 1992
6. The Water (Prevention & Control of Pollution) Cess (Amendment) Act, 2003.
7. Noise Pollution (Regulation and Control) Rules, 2000.
8. Noise Pollution (Regulation and Control) (Amendment), Rules, 2006.
9. Public Liability Insurance Act, 1991
10. The Punjab State Board for the Prevention & Control of Water Pollution Rules, 1977
11. The Punjab State Board for the Prevention & Control of Air Pollution Rules 1983
12. Indian Forest Act, 1927
13. Forest (Conservation) Act, 1980 and 1988
14. Forest (Conservation) Rules, 2003
15. Forest (Conservation) Amendment Rules 2014
16. THE PUNJAB LAND PRESERVATION ACT, 1900 (Applicable for Punjab and
Haryana State)
17. Wildlife (Protection) Act, 1972
18. Wildlife (Protection) Amendment Act 1972, 2003, 2006
19. Wildlife (Protection) Amendment Bill, 2013
20. Biological Diversity Act, 2002
21. Environmental Impact Assessment Guidance Manual for Highways published by
Ministry of Environment & Forests, February 2010
22. Municipal Solid Waste (Management and Handling) Rules, 2000
23. Solid Waste Management Rule 2016
24. Construction and Demolition Waste Management Rules, 2016
25. Plastic Waste Management Rules 2016
26. The Hazardous Waste (Management and Handling) Rules, 2008 & Hazardous and
Other Wastes (Management and Transboundary Movement) Rules, 2016
27. Disposal of Fly Ash Notification 2009, amended up to 25th January 2016
28. IRC: 104-1988, Guidelines for Environmental Impact Assessment of Highways
Projects

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29. IS Codes & CPCB Guidelines for monitoring & analysis of air, water, soil etc.
30. National Ambient Air Quality Standards, 16th November 2009
31. Noise Pollution (Regulation & Control) Rules, 2003 and its amendments
32. ADB Environmental Assessment Guidelines 2003 and Safeguard Policy Statement
2009
33. World Bank Operational Manual and Operational Policies (OP 4.01) on
Environmental Assessment, OP 4.04 Natural Habitats and OP 4.11 Safeguarding
Cultural Properties.

The objectives of environmental screening are:

To determine the category of the project depending on the length, extent of land
acquisition, location, sensitivity and the nature and magnitude of its potential
environmental impacts.
To determine the appropriate extent and type of Environmental Assessment (EA)
required, i.e. scoping.
To identify the types of EA instruments suitable for the EA of the project.
To determine whether the project requires statutory environmental & forest
clearance, no objection certificates and consents depending on its type of
development.

The scope of environmental screening includes:

Collection & review of available secondary data / information on physical,
biological & social environment in the Project Influence Area 10 km on both sides of
alignment (study corridor)
Reconnaissance survey of the study corridor and identification of locations for air
quality monitoring, noise monitoring, soil sampling, surface and ground water
sampling.
Collection of secondary data within the right of way as well as the area falling
within 10 km on either side of the road to identify location of National Park;
Wildlife Sanctuary; Reserved Forests; Protected Forests; Biosphere; Wetlands;
Sensitive Receptors (such as places of worship, hospitals, educational institutions,
community facilities); Defense Installation; areas used by protected, important or
sensitive species of flora or fauna for breeding, nesting, over wintering and
migration
Study of the project activities in terms of construction and operation to identify the
potential sources / causes of impacts
Identification & assessment of potential impacts on the environment due to the
proposed development and preparation of scoping matrix
Screening and Scoping for finalization of the Scope of Work for the Environmental
Assessment, the types of suitable EA instruments to be used and types of statutory
clearances required.

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Study Area
As a primary requirement of EIA process, the Consultant will collect primary baseline
data within 1 km meters on either side of PROW and within 5 km radius . Secondary
data will be collected within 5 km aerial distance as per the requirement of the 14th
EIA Notification 2006 and its subsequent amendments. Primary data mainly
comprises of interaction with the locals, Baseline Environmental monitoring for Air,
Water, Noise, Soil and Ecology & Biodiversity study.
Physiography & Terrain
Punjab is located in South and Central part of the Punjab State. Punjab region is
enclosed between Himalayan region in the north and desert from the south. Punjab is
bordered by Jammu and Kashmir in north; Himachal Pradesh in east, Rajasthan and
Haryana in south while international border with Pakistan Province of Punjab.
Ensuing points provides topography of the project roads.
The topography of the project alignment is almost flat with slight undulations and
gradually sloping from East to Western direction. The maximum and minimum
elevation recorded in the area taken up for investigation is as follows:
Maximum: 247 mtrs. Above mean sea level
Minimum: 214 mtrs. Above mean sea level

Figure 9-1: Elevation Profile of Ludhiana Bhatinda Greenfield Highway

Geology & Soil
The project districts area are occupied by Indo-Gangetic alluvium. In Ludhiana district
there are no surface features worth to mention except that area is plain and major
drains are Satluj and its tributaries and Budha nala.

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Barnala district is part of Indo gangetic plain. The area is generally plain. The slope of
the district is towards the south west direction. There is no well-defined drainage
system in the area except some local drains like dhaula drain.
There are no surface features in the Bathinda District. The master slope of the area is
towards Southwest.
The district area is occupied by Indo-Gangetic alluvial. In Bathinda District the soil is
mostly sandy. The district has two types of soils, the arid brown soils and siezoram
soils. The arid brown soils are calcareous in nature, these soils are imperfectly to
moderately drained. Salinity and alkalinity are the principal problems of this soil. In
siezoram soils the accumulation of calcium carbonate is in amorphous or
concretionary form (kankar). Presence of high amount of calcium carbonate and poor
fertility is the main problem of this soil. The arid brown soils are found in mostly
eastern parts of the district and siezoram soils are found in the western part of the
district.
In Barnala district the slope of the area is towards the south west direction. There is no
well-defined drainage system in the area except some local drains like dhaula drain.
The Soils of in the district is loamy sand and sandy loam kaller land is also spotted at
a few places.
Ludhiana district is mostly plain and major drains are Satluj and its tributaries and
Budha nala. Soil is the material resulting from the consistent influence of climate,
topography and the natural vegetation over a long period of time. The soil
characteristics are influenced to a very limited extent by the topography, vegetation
and parent rock. The variations in soil profile characteristics are much more
pronounced because of the regional climatic differences. The soil of this zone has
developed under semi-arid condition. The soil is sandy loam to clayey with normal
reaction (pH from 7.8 to 8.5).
Based on the soil map of Punjab state, the project district passes through Coarse Loamy
Calcareous soil, coarse loamy sand, calcareous soil, sandy loam soil, coarse loamy soil
with moderate salinity and sodicity and fine loamy calcareous soil.

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Figure 9-2: Geological Map of Punjab with Proposed Alignment

Based on the Geological and Mineral distribution of Map of Punjab the mineral reserve
in the project districts are mostly red drift sand to loam with Kankar, Sticky Clay,
pebbles, gravels and Cobble in adjoining foot hill.
Ground Water Resource of Project Area
Bathinda district as per CGWA report, the stage of ground water resource varies
between 67% (Sangat Kalan to 255% (at Block Phul). The net annual ground water
availability in Bathinda district is 101681 Ham out of this 4500 Ham has been kept
reserved for domestic and industrial purposes upto 2025 years. The present net ground
water draft in the district is 121452 Ham. The average level of ground water
development in the district is 119% and falls in Over Exploited category.

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During the Pre-monsoon the depth to water level in the district varies from 20.39 m
bgl (western and southern part) to 16.50 m.bgl (Northern part). During the Post-
monsoon, the depth to water level is in the same pattern as in pre-monsoon. The water
level varies from 2.24 to 20.76 m.bgl.
The proposed project alignment passes through Block Rampura & Phul. The
Rampura Block falls in Critical Zone and Phul Block falls in Over Exploited Zone.

Barnala district as per CGWA report, the stage of ground water resource varies
between 149% (Ghanaur) to 409% (Patran). The net ground water resource of Barnala
district have been estimated to be 1490.83 MCM and the gross ground water draft of
the district is 2911.65 mcm leaving behind a shortfall of (-) 1443.30 MCM.
The depth to water level ranges from 14.43 to 20.62 m bgl during pre-monsoon period
and 16.99 to 24.28m bgl during post monsoon period. The proposed project alignment
passes through Block Sehna, Barnala & Maha Kalan as per CGWA Block Map for

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Barnala District. All the three block falls in Over Exploited Zone as per CGWA
Report1.
Ludhiana district as per CGWA report, the stage of ground water resource s of the
order of 144 %. The net ground water resource of Ludhiana district have been
estimated to be 203448 HAM and the gross ground water draft of the district is 334616
HAM leaving behind a shortfall of (-) 147057 HAM. All the block falls in Over
Exploited Zone as per CGWA Report2.
During the pre-monsoon period depth to water level varies between 4.32 to 31.22 m
bgl and in post monsoon it ranges between 2.89-27.30 m bgl.

Conclusion:
Based on the Stage of Ground water development for all the project district and the
respective block through which alignment has been proposed falls in Over Exploited
Zone. While design the road, the design and construction stage should propose Rain
Water Harvesting as per the NHAI Norms. The extraction of ground should be well
regulated and minimization for use/ extraction of ground water should be taken care
off.
Tapping of rainwater should be enhance as the labour camps by reacting artificial
ponds and water harvesting wells.
Earthquake & Seismicity:
The proposed project section passes through Bathinda, Barnala and Ludhiana districts
which falls in seismic zone III as per IS 1893(Part-1):2002. The Seismic zone of the
project zone is depicted in Figure 9-3.

1 CGWA%20Report%20Punjab/barnala%20CGWA%20Report.pdf
2 CGWA%20Report%20Punjab/Ludhiana%20CHWA.pdf

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Figure 9-3: The Global Seismic Hazard Map of Punjab State

The Global Seismic Hazard Map Data for Punjab is shown in Figure 9-3. The proposed
project area traverses through district of Bathinda, Barnala and Ludhiana. Bathinda
and Barnala falls in Zone -III Moderate Hazard Zone and Ludhiana falls under Zone -
IV (High Damage Risk Zone (MSK-VIII) as per IS 1893 (Part I):2002. Considering the

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risk factor, the bridge and other structure will be design as per Zone -IV & V (High
Hazard Zone & Very High Damage Risk Zone as per IS 1893 (Part-I): 2002.
Table 9-2: Few Noticeable Incidence of Earthquake in Punjab
Kangra Earthquake (4th
1. Major part of Himachal and Punjab was affected.
April 1905)
The epicenter was close to Kandi area of Punjab and
Dharamshala earthquake due to this earthquake six people were reported killed,
2.
of 26th April 1986: thirty injured and 85% of the houses were reported
damaged in Dharmasala area.
Uttarkashi earthquake of Between 750 to 2000 people killed in the Gharwal
3. 21st October 1991 (M: region. It was also felt very strongly in Uttar Pradesh,
6.8): Chandigarh, Delhi, Haryana and Punjab.
Pakistan earthquake of The earthquake resulted in more than 80,000 deaths in
4. 8th October 2005 (M: northern Pakistan and adjoining parts of Jammu &
7.6): Kashmir, India.
A light earthquake occurred in northern Punjab along
Punjab earthquake of
the Punjab-Himachal Pradesh border on 14 March 2010
5. 14th March 2010 (M: 4.5):
at 12:23 PM local time in India. It had a magnitude of
A
Mb=4.5 and was felt over a wide area due to its depth.

Draught:
Punjab generally suffers drought due to inadequate rainfall during monsoon season.
The State was experienced drought in 1978, 1979, 1985, 1987, 2002 and 2004, both in
rural and urban areas. In 1987, a major drought was experienced in the State but in
2002, the intensity of the drought has made the situation much more acute and has
broken the back of the farming community. The State Government declared all the 17
districts in the State as drought affected.
Climate
The climate of project region is typically subtropical. The climate of Punjab is mainly
influenced by the Himalayas in the north and the Thar Desert in the south and south-
west. The Project districts and also state experience three distinct seasons, the hot
season from April to June, the rainy season from July to September and the winter
season extending from October to March. Punjab state is determined by the extreme
hot and extreme cold conditions. The highest temperature (between 44.2° and 44.7° C)
in the state is recorded in the month of June and the lowest (between 0° and 2.2°C) in
December.
Temperature starts rising from middle of February and from about the beginning of
March increase rapidly till June which is generally the hottest month. The mean daily
maximums temperature during June is around 104F(40C) and the mean daily
minimum is around 80.6F (27°C). The heat is intense in summer. On individual days,
the day temperature may occasionally exceed 116F (47°C) or 118.4F(48°C). After
October, both day and night temperatures decrease rapidly. January is usually the
coldest month with the mean daily maximum temperature at about 68F (20°C) and the
mean daily minimum at about 56.6F (7°C). In winter, particularly in January and
February, cold waves in the wake of passing western disturbances affect the district
and the minimum temperature occasionally drops down below the freezing point of
water.

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Figure 9-4: Average Temperature Graph for Bhatinda District 3

Figure 9-5: Average Temperature Graph for Barnala District 4

3 https://www.worldweatheronline.com/bhatinda-weather-averages/punjab/in.aspx
4 https://www.worldweatheronline.com/barnala-weather-averages/punjab/in.aspx

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Figure 9-6:Average Yearly Graph (2020) for Ludhiana District5

Conclusion: Based on the temperature graph it can be concluded that the temperature
of project district ranges between 7°C during winter (January) to 45°C during summer
(June). The road construction should consider the temperature variation for design
and usage of pavement materials. The temperature use should withstand the extreme
variation in temperature.

Ambient Air Quality Level:

Secondary data has been taken from Punjab Pollution Control Board to have an idea
about the existing Air Quality level in the project affected area. The level of respiratory
particulate matter (RSPM 2.5milimicron) is higher than ambient standard, where as
other significant parameter like SO2, NOx are well within permissible limit. The
Monitoring stations are representing the Industrial area of Bhatinda, Residential and
rural area of Sangrur and Faridkot district respectively.
Ambient Noise Level with Respect to Air (Secondary Source6):
Table 9-3: Noise Level dB(A) In the Study Area
S. No Location Leq Lday
1 Village Sangat Kalan- Bhatinda 48.5 42.2
2 Pakka Kalan Village Bhatinda 49.7 43.4

Table 9-4: Ambient Noise Standard

Noise Level dB(A) Leq (Limits)
Area Code Category of Area
Day Time Night Time
A Industrial 75 70
B Commercial Area 65 55
C Residential Area 55 45
D Silent Zone 50 40
(The Noise Pollution (Regulation and Control Rules, 2000)

5 https://www.worldweatheronline.com/lang/en-in/ludhiana-weather-averages/punjab/in.aspx
6 Final EIA Report - BCL Industries & Infrastructures Limited (Distillery Unit), Bathinda.

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Water Quality:
Ground water
Based on the CGWA district brochure report with respect to ground water quality, in
Bathinda district is alkaline in nature with pH values ranging from 7.54pH to 8.0 pH.
EC of waters show wide variations, it ranges from 288 S/cm at Dhapoli Tappa to 3490
S/cm at 25°C at Ghuda. Hardness as CaCO3 ranging from 40 to 1451 mg/l. Among
cations, the concentration of calcium ranges from 11 mg/l at Rampur Phulla to 216
mg/l at Raike Kalan whereas magnesium concentration ranges between 3.8 mg/l at
Rampur Phulla and 228 mg/l at Ghuda. Calcium content is within the permissible
limit of 200 mg/l (BIS). Likewise, magnesium, in most of the waters, is below 100mg/l.
Sodium concentration varies widely from 12 mg/l at Dera Tappa to 570 mg/l at Bhagi
Bhandar, whereas potassium concentration ranges from 3.2 mg/l at Dhapali to 325
mg/l at Dial purmirza. In majority of the samples, the potassium content is less than
100 mg/l.
In Barnala CGWB has carried out studies for chemical quality of ground water in the
area. The ground water of the district is alkaline in nature. The EC in the area ranges
from 595 to 1260 Micromhos/cm. Nitrate values ranges between 0.40 to 200 mg/l and
fluoride concentration ranges from 0.45 to 5.0 mg/l.
The ground water Quality for Ludhiana District is slightly alkaline in nature (pH
varies between 7.25-7.90). also ground water is fresh to moderate saline (Ec varies
between 550-1320micromomhos/cm at 25 0C. All the chemical parameters are well
with in the permissible limits for safe drinking water set by BIS 1991 revised in 2007
exfcept for NO3 at Bhalolpur (52 mg/l), Muskabad (8 mg/l), Kohara (104 mg/l),
Begowal (56mg/l) , and Serian (57 mg/l).
The suitability of ground water for Irrigation is generally assessed by the factors of
salinity (EC), Sodium absorption ratio (SAR) & Residual Sodium carbonate (RSC).
These parameters range between 550-1320 microsiemens /cm at 250 C, 0.29-3.64 and
(-) 1.68 to 4.08 respectively.

To have an idea about existing pollution level or air quality index, noise level, water
quality both surface and ground water and also to establish the existing soil properties
within the proposed project study area, monitoring has been scheduled as per the
guideline of Central Pollution Control Board (CPCB) guideline. The collection,
methodology adopted for analysis, duration of sampling and parameters to be
monitored will be as per CPCB guideline for each environmental attributes. The result
generated after primary baseline monitoring will be used for prediction of Air Quality
Index and for fugitive dust emission and air quality modelling. This will help us to
predict the incremental level above the baseline data with and without project
scenario, during construction and operation phase of the project.
Ambient Air Quality Monitoring:
The ambient air quality with respect to the study zone of 10 km radius around the
proposed alignment forms the baseline information. The various sources of air
pollution in the region are industrial, traffic, urban and rural activities. This will be
useful for assessing the air quality prevalent in comparison to standards of the ambient

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air quality during the plant operation. The study area represents mostly rural
environment.
Methodology Adopted for Air Quality Survey:
The baseline status of the ambient air quality will be assessed through a scientifically
designed ambient air quality monitoring network. The design of monitoring network
in the air quality surveillance programme has been based on the following
considerations:
Meteorological conditions on synoptic basis;
Topography of the study area;
Representatives of regional background air quality for obtaining baseline
status;
Representatives of likely impact areas.
Ambient Air Quality Monitoring (AAQM) stations will be set up at seven locations
with due consideration to the above mentioned points and seeing the sensitivity of an
area. The Monitoring location will be within 500 meters from the proposed alignment
excluding the construction zone.
Frequency and Parameters for Sampling:
The following frequency has been adopted for sampling: Ambient air quality
monitoring will be carried out with a frequency of two days in a week for one season
(September to December, 2020) . The baseline data for ambient air quality will be
monitored for parameters mentioned below as per revised MoEF&CC notification
dated 16th November 2009:
Suspended Particulate Matter (SPM);
Respirable Particulate Matter (PM10);
Fine Respirable Particulate Matter (PM2.5);
dioxide (NO2);
Ozone (O3) ;
Ammonia (NH3);
Carbon monoxide (CO);
Lead (Pb);
The air samples will be analyzed as per standard methods specified by Central
Pollution Control Board (CPCB), IS: 5184 and American Public Health Organization
(APHA).
Duration of Sampling:
The sampling duration for Suspended Particulate Matter -PM10, PM2.5, SO2 and NOx
will be twenty-four hourly continuous samples per day and CO and O3 will be
sampled for 8 hours continuously thrice a day. This is to allow a comparison with the
present revised standards mentioned in the latest Gazette Notification of the Central
Pollution Control Board (CPCB) (16th November 2009).

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Sampling Locations:
Table 9-5: Ambient Air Quality Monitoring locations
S. No Locations Project Distance & GPS Points Environmental
Area Direction Settings
(Chainage)
NAAQM1 Bhaini 76+290 540m/West 30°20'47.26"N / Rural/Residential

NAAQM2 Dhapali 67+00 450 m/ 30°22'6.68"N/ Rural

South 75°16'0.39"E /Residential
NAAQM3 Sandhu 60+300 270m/ Norh 30°24'11.64"N/ Rural/
Kalan 75°19'12.02"E Residential
NAAQM4 Gehal 35+800 510m/ East 30°32'55.52"N/ Rural/
75°26'46.18"E Residential
NAAQM5 Raikot 22+250 750m/ East 30°39'9.42"N/ Urban/
75°35'0.18"E Residential
NAAQM6 Halwara 11+500 850m/ 30°43'19.17"N/ Urban/
North Commercial
NAAQM7 Ballowal 00+500 440m/North 30°46'3.07"N/ Rural/
75°44'53.21"E Residential

Ambient Noise Monitoring:

The environmental assessment of noise from the industrial activity, construction
activity and vehicular traffic can be undertaken by taking into consideration various
factors like potential damage to hearing, physiological responses, and annoyance and
general community responses.
The impact of noise sources on surrounding community depends on:
Characteristics of noise sources (instantaneous, intermittent or continuous in
nature). It can be observed that steady noise is not as annoying as one which is
continuously varying in loudness;
The time of day at which noise occurs, for example high noise levels at night in
residential areas are not acceptable because of sleep disturbance; and
The location of the noise source, with respect to noise sensitive land use, which
determines the loudness and period of exposure.
Identification of Sampling Location:
A preliminary reconnaissance survey has been undertaken to identify the major noise
generating sources in the area. Noise at different noise generating sources has been
identified based on the activities in the village area and ambient noise due to traffic.
The noise monitoring will be conducted to determine ambient noise levels in the study
area. The noise levels at each location will be recorded for 24 hours.
Method of Monitoring:
Sound Pressure Level (SPL) measurements will be measured at all locations. The
readings will be taken for every hour for 24 hours. The day noise levels will be
monitored during 6 am to 10 pm and night levels will be monitored from 10 pm to 6
am at all the locations covered in 10 km radius of the study area. The Details of
proposed Noise Monitoring Locations are given below.

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Table 9-6: Proposed Ambient Noise Monitoring Location
Distance/
S. No Locations Chainage GPS Points Category
Direction
500 meters/ 30°45'57.06"N/
N1 Narangwal 00+000 Mixed land use
South East 75°45'47.45"E
30°44'45.06"N/
N2 Sarabha 05+200 250m/ North Rural/ Residential
75°42'29.87"E
30°43'47.63"N/
N3 Toosa 08+550 200m/ North Rural/ Residential
75°40'37.87"E
30°43'19.17"N/
N4 Halwara 13+000 450m/ North Urban/Commercial

30°39'15.12"N/
N5 Raikot 22+500 650m/ South Urban/ Mixed
75°34'44.04"E
30°36'25.86"N/
N6 Nathowal 30+250 300m/ South Rural/ Mixed
75°30'52.20"E
30°30'46.74"N/
N7 Ramgarh 45+900 450m/ North Rural/ Residential
75°23'39.33"E
30°27'59.97"N/
N8 Badhata 51+000 150m/ East Rural/ Mixed
75°22'40.89"E
30°24'4.33"N/
N9 Sandhu Kalan 60+750 200m/ Norh Rural/ Mixed
75°19'2.21"E
30°21'25.09"N/
N10 Sadhana 72+100 250m/ North Rural
75°12'35.70"E

Water Quality:
Selected water quality parameters of surface and ground water resources within 10
km radius of the study area has been studied for assessing the water environment and
evaluate anticipated impact of the project. Understanding the water quality is essential
in preparation of Environmental Impact Assessment and to identify critical issues with
a view to suggest appropriate mitigation measures for implementation.
The purpose of this study is to:
Assess the water quality characteristics for critical parameters;
Evaluate the impacts on agricultural productivity, habitat conditions,
recreational resources and aesthetics in the vicinity; and
Predict impact on water quality by this project and related activities.
The information required has been collected through primary surveys and secondary
sources.
Methodology:
Reconnaissance survey was undertaken and monitoring locations were finalized
based on:
Drainage pattern;
Location of residential areas representing different activities/likely impact areas;
and
Likely areas, which can represent baseline conditions.
Ten groundwater and six surface water samples covering 10 km radial distance were
examined for physico-chemical, heavy metals and bacteriological parameters in order
to assess the quality of surface and ground water. The samples will be analyzed as per

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the procedures specified in 'Standard Methods for the Examination of Water and
Wastewater' published by American Public Health Association (APHA).
Water Sampling Locations:
Water samples will be collected from ten locations. These samples will be taken as grab
samples and will be analyzed for various parameters to compare with the standards
for drinking water as per IS: 10500 (2012) for ground water sources and surface water
sources. The water sampling locations are identified in Table 9-7.
Table 9-7: Ground and Surface Water Quality Monitoring Locations
Chainage
Distance/ Environmental
S. No Locations (Project GPS Points
Direction Setting
area)
250m/ 30°43'8.86"N/ Settlements area,
GW1 Halwara 13+000
North 75°38'19.27"E Tube well
30°36'17.51"N/ Tube well,
GW2 Nathowal 30+800 280m/North
75°30'32.82"E Agricultural Field
30°28'9.88"N/ Tube well,
GW3 Badhata 50+500 510m/ East
75°23'1.00"E Agricultural Field
30°23'56.63"N/
GW4 Sandhu Kalan 61+100 25m/ South Tube well, Settlement
75°18'45.36"E
180m/ 30°21'26.18"N/
GW5 Sadhana 72+600 Tube Well, Settlement
North 75°12'17.40"E
100 m/ 30°45'48.32"N/
SW1 Ballowal 00+500 m Irrigation Canal
South 75°45'14.03"E
140m/ 30°36'25.86"N/
SW2 Nathowal 30+050 Ponds
North 75°30'52.20"E
30°30'3.38"N/
SW3 Ramgarh 46+800 - Canal
75°23'43.13"E
210m/ 30°23'10.06"N/
SW4 Phule Wala 64+000 Pond
North 75°17'6.08"E
Harman Singh 110m/ 30°21'58.43"N/
SW5 69+500 Pond
Wala North 75°14'9.62"E
Soil Characteristics:
It is essential to determine the potential of soil in the area and identify the current
impacts of Road development on soil quality and also predict impacts, which may
arise due to the plant operations. Accordingly, a study of assessment of the baseline
for soil quality will be carried out.
Data Generation:
For studying soil profile of the region, sampling locations were selected to assess the
existing soil conditions in and around the project area representing various land use
conditions. The physical, chemical and heavy metal concentrations were determined.
The samples were collected by ramming a core-cutter into the soil up to a depth of 90
cm.
The sampling locations have been identified with the following objectives:
To determine the baseline soil characteristics of the study area;
To determine the impact of road development on soil characteristics; and

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To determine the impact on soils more importantly from agricultural
productivity point of view.
Five locations within 10 km radius of the proposed plant boundary were selected for
soil sampling. At each location, soil samples were collected from three different depths
viz. 15 cm, below the surface and are homogenized. This is in line with IS: 2720 and
Methods of Soil Analysis, Part-1, 2nd edition, 1986 of (American Society for Agronomy
and Soil Science Society of America). The homogenized samples will be analyzed for
physical and chemical characteristics. The heavy metals have been analyzed by using
Atomic Absorption Spectrophotometer and Inductive Coupled Plasma Analyzer
(ICP). The details of the sampling locations are given in Table 9-8.
Table 9-8: Soil Quality Sampling Locations
S. Geographical Distance
Locations Chainage Direction Category
No Coordinate (m)
30° 4'51.83"N/
S1 Halwara 155+00 300 West Agricultural
74°51'42.42"E
30° 5'51.90"N/
Nathowal 140+500 200 North Agricultural
S2 75° 0'38.59"E
30°15'11.68"N/
S3 Badhata 118+00 350 East Agricultural
75° 8'54.10"E
Sandhu 30°29'14.65"N/
91+500 300 Eest
S4 Kalan 75°12'4.39"E Agricultural
30°48'42.12"N/
S5 Sadhana 55+00 400 m East
75°14'39.75"E Agricultural
30°56'20.72"N/
S6 Ballowal 40+500 300 m West Mxed
75°14'50.18"E
31° 7'14.21"N / Agricultural
S7 Nathowal 20+250 200m West
75°13'21.79"E Land
31°12'35.88"N/
S8 Ramgarh 10+500 270 m East Agricultural
75°13'16.39"E

The study area has been marked as 10 km radial distance from the proposed
alignment. The study area around the project site mainly comprises of Agricultural
habitat. The proposed project area falls in Semi Arid area as per Biogeographic Zone
and 4A: Semi Arid Punjab Plains as per the Biotic Province classification of India.
Based on the primary survey, it has been established that No Wildlife Sanctuary,
National
Act is reported within the Proposed Alignment or falling within Eco-Sensitive
Zone (10km) from notified area.
Based on the interaction with forest department - No Reserve Forests Declared Under
.

along the proposed right of Ways. Reference: The 3rd May, 1958; Revenue Department
(Forest) Notification; File No. 1122-Ft-
the power conferred by section 29 of the Indian Forest Act, 1927 and all other power
enabling him in this behalf, the Government of Punjab is pleased to declare the strips

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of Government forest or waste lands whether under tree growth or not on either side
of all roads, canals and railways in the State of Punjab except those in the Patiala
Division described in the following Schedule to be protected forests,
SCHEDULE
Name of Strips Description and situation
Roads All P.W.D (Building and Roads) road side strip and also other
P.W.D lands in Punjab State transferred to the Forest
Department for Management
Canals All land on either side of P.W.D (Irrigation Branch) canals and
canals roads including main canals, branches distributaries,
Minor, escapes and bunds and also other land of that
department transferred to the Forest Department for
management.
Railways The land along the railways track and station yards on the
Northern Railway transferred to the Forest Department for
management.

The study area has been marked as 10 km radial distance from the proposed
alignment. The study area around the project site mainly comprises of Agricultural
habitat. The project area falls in Semi Arid Zone as per the Biogeographic
Classification and in 4A-Semi Arid Punjab Plain as per the Biotic Province map of

project district are Northern Dry mixed deciduous forest 5B/C 1 and Dry Deciduous
Scrub Forests 5B/C2. The dominant species reported in these forest areas are Acacia
Catechu, Acacia Nilotica, Acacia Leucophloea, Sissoo, Bombax ceiba, Emblica
officinalis, Lannea grandis, Toona ciliate, Azadirachta indica, Cassia fistula,
Anogeissus latifolia etc. The shrubs reported area Carissa opaca, Grewia optiva,
Adhatoda vasica etc.

Strip Forest of Punjab:

All linear strips along major roads, canals, drains, and rail tracks were declared as
protected forests by the State Government in 1958 and subsequently brought under
the management of forest Department. The total forest area under strip amounts to
732.93 sq Km in the State of Punjab. The species planted under this strips are
Eucalyptus, Kikar, Neem, Shisham, Khejri, Drek, Siris, and Maharukh, Jamun, Arjun,
White Siris, Rajain,,etc. These strip forest attract the provisions of the Indian Forest
Act, 1927, Forest (Conservation) Act, 1980 and Cattle Trespass Act, 1871.

Forest profile of the District:

Based on the Forest Survey of India -2017, the forest distribution for Bathinda, Barnala
and Ludhiana District is given in table below:
Geographical Very Dense Moderate Total in
District Open Forest
Area Forest Dense Forest Sq.Km
Bathinda 3,353 00.00 18.91 36.52 55.43
Barnala 1,482 00.00 1.00 7.33 8.33
Ludhiana 3,578 00.00 25.18 33.74 58.92

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Project Area

Figure 9-7: Forests Area In Punjab State

Based on the figure it can be concluded that no Reserve Forest area is located within
project district. The only forest area reported are planted protected forest long the
existing road, canal, etc.

Forest Land Diversion:

The proposed project will involve diversion of 9.0 Ha. of forest land, which is off
Protected Forest type located along existing road, canal, railways line, etc. The table
below gives the details of forest area distribution:
Wildlife Protected area: No National Park, Wildlife Sanctuary, Community Reserve
and Conservation Reserve are located within 10 km from project boundary. List of
Wildlife Sanctuary and National Park located in Punjab are given in Table 9-9 and
highlighted in Figure 9-8. Based on Table 9-9 it can be concluded that the nearest
wildlife Sanctuary from proposed alignment Bir Aishwan Wildlife Sanctuary which is
58.00 km towards East. Based on the table it can be concluded that the project does not
attract the provision of Clearance from the Standing Committee for National Board for
Wildlife.
Table 9-9: list of Wildlife Sanctuary and National Park in Punjab
S.No Name of Sanctuary and National Distance from District Area of
Park Project location Sanctuary
1. Bir Dosanjh Wildlife Sanctuary 71.32km, East Patiala 518 Ha.
2. Abohar Wildlife Sanctuary 86.86km, West Ferozepur 186.5 km²
3. Bir Moti Bagh Wildlife Sanctuary 101.98 km, East Patiala 654 Ha
4. Harike Wildlife Sanctuary 83.46, North West Ferozpur 3.93 Km²
5. Jhajjar- Bachauli Wildlife Sanctuary 90.87 km, North Rupnagar 1.16 Km²
East
6. Bir Aishwan Wildlife Sanctuary 58.00 Km, East Sangrur 264.40 Ha.
7. Bir Gurdialpura Wildlife Sanctuary 90.85, South East Patiala 620.53 Ha.
8. Kathlaur-Kushalia Wildlife 151.77 km, North Gurdaspur 758.40 Ha
Sanctuary

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S.No Name of Sanctuary and National Distance from District Area of
Park Project location Sanctuary
9. Bir Bhunerheri Wildlife Sanctuary 103 Km, Soth East Patiala 661.66 Ha.
10. Takhni - Rehmapur Wildlife 102 km North Hoshiarpur 382 Ha.
Sanctuary
11. Bir Bhadson Wildlife Sanctuary 66.73 Km, west Patiala 1022.63 Ha
12. Nangal Wildlife Sanctuary 117km, North Rupnagar 7.15km²
District
13. Bir Mehas Wildlife Sanctuary 87.4km East Patiala 123.43 Ha
(Source: http://moef.gov.in/rules-and-regulations/esz-notifications-2)

Figure 9-8: Map Showing National Park and Wildlife Sanctuary in Punjab

The study area comprises of Agrarian Eco System. About 47% of the state is under
agricultural practices. The state is known to harbor great variety of genetic variability.
The area under wheat cultivation has increased from 69% in 1970-71 to 100% in 2000-
01 and remained the same thereafter. Similarly, area under rice comprised 33% of total
area under rice in 1970-71. It increased to 100% in 2005. This has resulted in the loss of
desecrated floral biodiversity of the state. The increase in area under paddy has led to
decline in area under other major kharif crops like maize, bajra, jowar, sugarcane,
groundnut, pulses, etc. The increase in wheat cultivation has been at the expense of
cutting down the area under other rabi season crops especially gram, barley, rapeseed,
mustard and sunflower. Area under total pulses and oilseeds has reduced sharply.
This includes many leguminous crops like groundnut, lenls and guar.

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The Agrarian practice of the district mainly comprises of cultivation of Wheat, Rabi
Oil Seed, Rabi Pulses cotton, paddy Kharif Pulses. Vegetables farming are done at local
level for individual or sold in local market.

Photographs showing Agricultural Practices along the PROW

Flora of the Project Area

The Flora reported along the proposed alignment are mainly planted species done by
the local farmers for personal or for commercial usage. The naturally growing species
are limited to scrub land or along the natural streams where farming practices are
absent. The common species of flora reported are as follows:

Trees:
The dominant trees in the region are Syzygium cumini (Jamun), Shorea robusta (Sal,
Shakhu), Madhua longifolia (mahua), Dalbergia sisoo (Sheesham), Butea monosperma
(Dhak,palash), Azadirachta indica, Ficus religiosa (Peepal), Ficus semicordata
(khainu), Ficus bengalensis (Bargad), Acacia catechu (khair), Albizia lebbeck (siris),
Terminalia alata (Asna, Asain), Terminalia belarica (behada), Oroxylum indicum,
Holoptelia intgrifolia (Dhamina), , Cassia fistula (Amaltash), Pongamia pinnata
(Karanj), Sterculia, Aegle marmelos, Anthocephalus kadamba, , Callistemon viminalis,
Cedrella toona, Delonix regia, Emblica officinalis, Eucalyptus, Morus alba, Terminalia

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bellerica, Populus trichocarpa, etc. at places, successful plantation of Tectona grandis
(teak) has been done.

Shrubs:
The dominant shrub in the area are Murraya koenigii (gandella kathneem),
Holarrhena pubescens (Kachari), Lantana camara (Kuri), Zizyphus marutiana (Ber),
Zizyphus oenoplia (Makoi), Colebrookea oppositifolia (Chavova, binda), Carrisa
opaca, Glycosmis arborea (Gutaharu), Ardisia solanacea (Jalkaima), Grevia hirsuta
(Seetachabeni), Grevia subenaequalis (Pharsa), Crotolaria juncea (Bansai), Adathoda
vasica (Bansa, Adusa), Jetropha gossypifolia (Lal arand), Xynthoxylum armatum
(Timur), Rubus Ellipticus (Hisalu), Berberis lycium (Kingor) etc.

Herbs:
The most common herb including grasses and sedges, from the ground flora of the
forest as well as the grassland amidst forest. some of them are Cannabis sativa (Bhang),
Ocimum basciliicum (bantulasi), Cassia tora (Chakwar), Lerodendron viscosum
(bhant), Boerhavia diffusa (Punarnava), Echinops echinatus, Malvastrum
coromendilianum (Bariari), Vernonea cineria (Sahdevi), Achyranthus aspera,
Argimone maxicana (Bharbhanda), Solanum surratens (Bhatkataiya), Tribulus
terrestris (Gokharu), Saccharum spontaneum (kans), Desmostychya bipinnata (kush),
Adiantum incisum etc.

Floristic Structure and Composition:

The phyto-ecological structure of vegetation shows three different strata i.e. top,
middle and ground. Top storey covered by Acacia aruculoformis, Acacia nilotica,
Azadiracta indica, Eucalyptus, Ficus religiosa, Pithecellobium dulce, Syzygium
cuminii, Mangifera indica, Phoenix sylvestris, Tamarindus indica etc. Middle storey
in this region comprises of Dalbergia sissoo, Prosopis sp., Hibiscus rosa-sinensis,
Calotropis sp., Vitex negundo, Lantana camara, Zizyphus sp. etc. The dominant herbs
in ground vegetation are Achyranthes aspera, Alternantera siseselis, Argemone
mexicana, Ocimum sanctum, Solanum xanthocarpum, Cassia tora, Parthenium
hysterophorus, Sida rhombifolia, Tridax procumbens etc. Grasses like Cynodon
dactylon and Hetropogon contortus are generally found in the area.
Hydrophytic vegetation occur in the study area and some of the common aquatic and
semiaquatic plants are Nelambo nucifera (Kamal), Ludwigia octovalvis (Laungra),
Ipomea aquatica (Kalami sag), Vallisenaria spiralis, Trapa natans, Utricularia aurea,
Marciluia minuta, Potamogoton nodosus etc.

Fauna:
The study area is dominated by agricultural fields with very scattered plantation.
During the survey domestic animals like cow, buffaloes, and goat were observed.
However, the public consultation revealed the presence of fox, hare, macaque, and
langur. The agriculture fields in the study area provide an ideal habitat for many
snakes and reptiles. Reptiles such as cobra, and python were found occasionally in the
dense vegetation areas as per-narrated by local people. The common Butterflies found
in the study area are Danaus chrysippus, Tirumala limniace, Catopsilia Pomona etc.
List of fauna present in study area is given in Table 9-10.

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Table 9-10: List of Fauna Found in the Study Area

SL No Local Name Zoological Name Family

1 Common Langur Presbytia entellus Colobidae
2 Rhesus macaque Macaca mulatta Circopthecidae
3 Common Mongoose Herpestes edwardsi Herpestidae
4 Common house rat Rattus rattus-refescena Muridae

Avifauna:
The standing agricultural crops in the study area do supports a variety of bird species
mainly those feed on grains. Species of birds such as saras crane, blue rock pigeon,
house sparrow, dove, myna, parakeet, bulbul, swift and crows were seen in the area.
Agricultural activities like ploughing and digging expose the underlying insects and
earthworms which attract bird species such as cattle egret, drongo and bee-eater.
Stagnant water and exposed mud in the agricultural field for rice cultivation also
attracts many bird species. Pond heron, cormorant and avocet were seen in these
fields. Along the water bodies like rivers and streams varied types of birds such as
white breasted kingfisher, pond herons, pied kingfisher, cormorants and jacanas were
observed. All these birds feed mainly on fishes.

Reptiles and Amphibians:

Standing crops and storage of food grains attract mouse, squirrels and many insect
species which ultimately promotes many reptiles and amphibians, snakes such as
d lizards such as monitor lizard, garden
lizard are the common reptiles, known to live in the area. Amphibian like Indian toad
and common frog were observed from the study area.

Livestock:
Livestock rising is an economic activity persuaded by certain sections of community,
who have made grazing and breeding of livestock as their traditional occupation.

A comparison of with and without project scenario has been carried out to ascertain
whether the proposed Project is justified as a whole or not. Table 9-11Error! Reference
source not found. shows the set of parameters, which formed the basis of such a
comparison and the advantages/disadvantages with respect to every such parameter.
Table 9-11: With and Without Project Scenarios A Comparative Assessment
Features With Project Scenario Without Project Scenario
Design Speed 100km/h 60 to 80km/h
Geometric of Highway 8-lane carriageway without The existing roads i.e
paved/granular shoulder with ORD/MDR are
geometric improvements intermediate/National
Highways/ State Highways are
two lane carriageways with
poor geometrics
Road Safety Measures Provision of proper road markings, Accident incidents shall rise
Speed limit sign and improvement of with an increased traffic
geometry to reduce accidents. volume.

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Features With Project Scenario Without Project Scenario
Congestion Access control carriageway would Congestion along urban/
provide free flow of traffic settlement areas
Road Side amenities Appropriate road side amenities to be Not adequate.
provided at various locations along
the corridor.
Tree felling involve The Project will involve felling of No felling of trees involves
trees along the within agricultural
land, irrigation canal, road etc. ten
times the number of trees fell will be
planted
Environmental Provision of lined drain along with Poor due to congestion and
Features rainwater structure will improves high emission levels because of
environmental quality. Besides an slow movement of traffic. A
aggressive tree plantation and further deterioration is expected
provision of enhancement features due to Increase in traffic
shall not only provide aesthetics. The volumes and further
free flow traffic will improve ambient congestion.
air quality and would save fuel
consumption
Social Features It will affect social structure but No effect on social features and
would improve social structure of an structure
area by providing better connectivity
Drainage The local drainage system across the The issues remain unaddressed
proposed highway will improve. without the project
There would be provision of
culverts/ cross drainage structures,
bridges etc
Tourism & Pilgrimage The proposed project will connect the No direct routes/connectivity
enhancement proposed airport at Halwara, available from Bathinda to
Ludhiana. It would also provide fast Ludhiana.
and safe connectivity resulting in
saving fuel, travel time and cost to
reach the different tourist places

Initial environmental and social screening envisages the following major areas of
concern:
Felling of trees along the project road (PF)
Presence of sensitive receptors such as religious places, educational institutions
and medical amenities within the proposed ROW
Fly ash utilization
Acquisition of land
Displacement of people and demolition of roadside residential and commercial
structures.

Environmental Clearance
EIA Notification, 2006 and its amendment:
The EIA notification dated 14thSeptember, 2006 imposes certain restrictions and
prohibitions on new projects or activities, or on the expansion or modernization of

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existing projects or activities based on their potential environmental impacts as
indicated in the schedule to the notification, being undertaken in any part of India,
unless prior environmental clearance has been accorded in accordance with the
objectives of National Environment Policy as approved by the Union Cabinet on
18thMay, 2006.
The notification has listed out the Projects or activities requiring prior environmental

and potential impacts on human health and natural and man made resources.
jects require prior environmental clearance from MoEF&CC on the

require prior environmental clearance from State or Union territory Level

Environment Impact Assessment Authority (SEIAA) on the recommendations of a
State or Union territory Level Expert Appraisal Committee (SEAC). In the absence of

S. O 3067 (E) dated 1stDec 2009 exempts all state highway expansion projects, except
those in hilly terrain (above 1000 m AMSL) and ecologically sensitive areas, have
already been exempted from the purview of the Environmental Impact Assessment
Notification 2006.
S O 2559(E) dated 22ndA
under entry (ii) of column (3) and column (4) under sub-item (f) of item 7 of the
schedule i. e. National Highway Expansion projects and state Highway expansion
projects in hilly terrain (above 1,000m AMSL and or ecologically sensitive area. The
projects referred shall prepare EIA and EMP specified by Ministry of Environment,
Forests and Climate Change considering the new substitution against sub-item (f) of
item 7, in column (3) for the entry (ii), namely:

way or land acquisition greater than 40 m on existing alignment and 60 m on re-

alignment or by-
gory A, if located in whole
or in part within 10 km from the boundary of: (i) Protected Areas notified under the
Wild Life (Protection) Act, 1972, (ii) Critically Polluted areas as notified by the Central
Pollution Control Board from time to time, (iii) Notified Eco-sensitive areas and (iv)
inter-State boundaries and international boundaries.

of EIA Notification. As per the Schedule:

Project
Conditions if any
Activity
Highways i) New National High ways; and i) All New State Highway Projects General Condition shall
ii) Expansion of National ii) State Highway Expansion apply
Highways greater than 100 km projects in Hilly terrain (above Note:
involving additional right of 1,000 m AMSL) and or Highways include
way or land acquisition greater Ecologically Sensitive Areas. expressways
than 40m on existing

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Project
Conditions if any
Activity
alignments and 60m on re-
alignments or by-passes

Conclusion: Therefore, based on the above mention notification, the proposed project is new
green field Highway project and falls under Cat.A under 7(f) Schedule of 14 th September 2006
EIA notification. Thus Environmental Clearance from the EAC, MoEF&CC is required.
ASH UTILISATION FOR ROAD EMBANKMENT
Fly Ash Notification, 2009& amendments: The main objective of the Fly Ash
Notification, 2009 is to conserve the topsoil, protect the environment and prevent the
dumping and disposal of fly ash discharged from coal based power plants.
As per the provisions of the Fly Ash Notification, 14thSeptember 1999 as amended upto
3rd November 2009; 25th January 2016 under the Environment (Protection) Act, 1986, it
is mandatory that every agency, person or organisation shall utilize fly ash for
construction of roads or flyovers embankments from the thermal power plants (TPPs)
located within a radius of 300 kilometers of the construction site.
1. Guru Nanak Dev Thremal Power Plant Located within 10km from PROW.

Permission for Felling of Roadside Trees

Cutting of trees from Protected Forest, private / government land, permission will be
required from Punjab State Forest Department/ MoEF&CC.
Forest Clearance
Forest clearance shall be obtained from Regional office of MoEF&CC, North Zone
Chandigarh if area of forest diversion is less than and equal to 6 Ha and if more than
40 Ha the final approval if granted by MoEF&CC, New Delhi GoI as per Forest
Conservation Act, 1980, 1988, if diversion of any forestland is required for widening
of existing project road.
Consent to Establish / NOC
Under the Water (Prevention and Control of Pollution) Act 1974, Rules &
Amendments and Air (Prevention and Control of Pollution) Act 1981, Rules &
Amendments; Consent to Establish is to be obtained from Punjab Pollution Control
Board (PCB) for the proposed expansion of the project road.
Application as per the prescribed format along with Demand Draft of mandatory fees
is to be submitted to the respective Pollution Control Board. After processing the
application, Consent to Establish / NOC will be issued by the Punjab Pollution Control
Board (PCB).
Clearances Required by Contractor
Apart from the clearances for the overall project work, the contractor, before starting
the construction work, has to obtain Clearances/ NOCs listed in Table 9-12 for
operating equipment and carrying out construction work.
Table 9-12: Clearances Required to be Obtained by Contractor
S. Construction Activity for Statute Under which Clearance is
Statutory Authority
No. which Clearance Required Required
Air (Prevention and Control of Pollution)
Hot mix plants, Crushers Punjab Pradesh State
Act, 1981 and The Noise Pollution
and Batch plants Pollution Control Board
(Regulation and Control) Rules, 2000

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S. Construction Activity for Statute Under which Clearance is
Statutory Authority
No. which Clearance Required Required
Permission for withdrawal
EP Act, 1986 Central Ground Water Board
of groundwater
Environmental Clearance under EIA
notification dated 15th January 2016
issued by MoEF&CC, Letter No. 125, S.O
Permission for sand mining
EP Act, 1986 141E. has to be taken by the Contractor
from river bed
or either the contractor procure the sand
and Quarry earth from the authorized
vendor.
Hazardous Waste (Management and
Storage, handling and
State Pollution Control Handling) Rules, 1989 & Manufacturing,
transport of hazardous
Board Storage and Import of Hazardous
materials
Chemicals Rules, 1989
Location and layout of EP Act, 1986,
State Pollution Control
workers camp, & equipment Manufacturing, Storage and Import of
Board
and storage yards Hazardous Chemicals Rules, 1989
Department of Mining,
Quarries Govt. of Punjab and Environment (Protection) Act, 1986
SEAC/SEIAA
Discharges from labour Punjab State Pollution Water (Prevention and Control of
camp Control Pollution) Act, 1974
Intimate local civic body to
Disposal of bituminous Hazardous Waste (Management &and
use local solid waste
wastes, if any Handling) Rules, 1989
disposal site

Table 9-13: Environmental Scoping

Area Project Activities Potential Impacts Scoping
Change in landscape
Site clearing
within ROW Secondary data collection
Construction of
Acquisition of land Study of land use pattern
embankments
Land Top soil degradation Providing drain & CD
Construction of bridges &
Environment in borrow areas structures
structures
Generation of solid Soil monitoring
Construction spoil disposal
waste in the form of EIA & EMP
Borrow & quarry areas
construction spoils
Construction water use
Stress on water Secondary data collection
Wastewater from
resources Water quality monitoring
construction sites & camps
Water pollution Water availability study
Water Surface runoff from
Filthy environment Provision of proper
Environment construction site
due to improper drainage system
Accident involving
maintenance of EIA & EMP
hazardous materials
drainage Traffic management plan
(bitumen)

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Area Project Activities Potential Impacts Scoping
Site clearing & demolition Secondary data collection
activity Fugitive dust Ambient air quality
Excavation, backfilling & gaseous emissions monitoring
Air and
concreting, and hauling & from construction Noise monitoring
Noise
dumping of earth materials equipment prior planning and
Environment
& construction spoils, Vehicular emission scheduling of all major
Vehicular operation Vehicular noise construction activities
EIA & EMP
Felling of road side trees Secondary data collection
Biological Noise generation Loss of flora Enumeration of trees
Environment Disturbance to wildlife Flora & fauna study
EIA & EMP
Additional land acquisition Ousted from land Collection of revenue maps
Recruitment of labour Employment Socioeconomic study of
Social Procurement of construction opportunities PAPs
Environment materials Trading opportunities R&R Plan
Faster & safer movement of Saving of fuel, time LA Plan
vehicles Reduction of accidents Social Impact Assessment

The environmental assessment will be conducted in accordance with the requirement

of the Government of India and as per
Manual for Highways published by Ministry of Environment & Forests, February
. The collected primary and secondary data will be compiled and analysed to
establish a comprehensive database and assess the existing baseline environmental
condition.
Landuse map of the study area (covering an aerial distance of 15 km) to 1:25,000 scale
based on recent satellite imagery will be prepared delineating the crop lands,
agricultural plantations, fallow lands, waste lands, water bodies, built-up areas, forest
area and other surface features.
Impact assessment will be carried out after establishing the baseline status of the study
corridor and analysis of the project data/activities. At this stage, the data analysis and
impact assessment would be performed. Wherever practicable, a quantitative analysis
would be performed. Suitable computer models, if applicable, would be used;
otherwise, the impact assessment would be quantified through mathematical
computation. The projects activities will be linked with the existing baseline
environmental conditions in order to short list the affected environmental parameters
and assess the likely impacts on such parameters. Compliance of the project with
national standards will be duly checked. Following aspects will be given due
importance during assessment of impacts and recommending remedial measures:
Alignment of the project road and topographical changes
Roadside drainage to avoid water logging, erosion & environmental
degradation
Loss of trees within the existing & proposed ROW
Noise level, dust concentration and water logging near construction sites
Water requirement during construction and sources
Pedestrian & animal underpasses to avoid access problems
Nature, quantity and disposal of construction spoils

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Public health & sanitation, and occupational health & safety of construction
workers
Road safety features to avoid accidents
Air & noise pollution in operation phase due to vehicular emissions & noise
Air quality modelling will be done to predict the future air quality due to increased
traffic volume during operational phase of the project road. Impact on noise during
operational phase of the road will also be identified using modelling technique.
Significant impacts, if any, on land use, soil, drainage and water quality aspects will
also be identified. The impacts on the flora & fauna due to construction and operation
of the project road would be predicted.

Environmental Management Plan (EMP) is the key to ensure a safe and

clean environment. The desired results from the environmental mitigation
measures proposed in the project may not be obtained without a
management plan to assure its proper implementation and function. The
EMP envisages the plans for the proper implementation of mitigation
measures to reduce the adverse impacts arising out of the project activities.
The following issues will be addressed in the EMP:
Preventive, mitigation & enhancement measures for minimization &
abatement of the undesirable impacts caused during the construction and
operation stage.
Green belt development plan
Environmental monitoring program during construction and operation
phase including parameters, locations and frequency of monitoring,
monitoring mechanisms, performance indicators, implementation
program and cost
Solid Waste Management Plan
Borrow Area Management Plan
Quarry Area Management Plan
Soil Erosion and Sediment Control
Storage, Handling and Emergency Response for Hazardous Chemicals
Traffic Control and Road Safety Plan during construction
Guidelines for Siting, Management and Redevelopment of Construction
Camp
Guidelines for Management of Debris Disposal Site
nstruction
Schematic Plan of Rain Water harvesting Pit
Formats for Environmental Monitoring
Reporting Format for Identification of Borrow Areas
Reporting Format for Identification of Temporary Acquisition of Land
Reporting Format for Identification of Site Identification and setting up of
Workers Camp, Hot Mix Plant
Reporting Format for Dust Suppression at Hot Mix Plants, WMM,
Construction Plants, Borrow Area Sites and Crusher Sites
Identified / recommended Institutional Set Up for implementation of the
EMP including Institutional Requirements, Staffing and Training

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Expenditures & Budget for Environmental Protection Measures and
Implementation of the EMP.

Table 9-14: Environment Management Plan (EMP) Budget for Package-I: 00+000 to 30+300 km
Sl Unit Cost Amount
Activity Unit Quantity Remarks
No. (Rs.) (Rs.)
1 Environmental Monitoring during Construction Phase.

3 Monitoring
1a Air quality Monitoring No. 6000 23 1,38,000 stations Quarterly
for 2.5 years
6 Monitoring stations
1b Noise Monitoring No. 2000 45 90,000 Quarterly for
2.5.years
2 Monitoring
Ground Water Quality
1c No. 6500 15 97,500 Station Quarterly for
Monitoring
2.5years
2 Monitoring Station
Surface Water Quality
No 6800 15 1,02,000 Quarterly for
Monitoring
2.5years
2 Monitoring
1d Soil Quality Monitoring No. 6500 15 97,500 stations, Quarterly
for 2.5 years
Transportation Cost
1e - - - 75,000
(Lumpsum)
Sub Total of Sl 1 6,00,000
2 Environmental Protection and Enhancement
Noise barrier at sensitive
2a Rm 477 5800 27,66,600
receptors
2b Rainwater Harvesting No. 60 1,20,000 72,00,000
Provision of Oil
Interceptor at Vehicle
parking areas and as per
2c directions of the No 2 80,000 1,60,000
Environmental Specialist
/ Environmental Engineer
of the Engineer
Assumed as per
Disposal of Sewage and
prevailing rates
other wastes in the
construction yard and
2d Month 30 5,000 1,50,000
labour camps as per
directions of the
Environmental Specialist
Dust Management with
sprinkling of water,
2e` covers for vehicles Km 22,000 30 6,60,000
transporting construction
material
Sub Total of Sl 2 1,09,36,600
3 Forest Clearance, Plantation and Maintenance
Compensatory Plantation
Assumed as per
3b for trees existing on No. 1500 30,000 4,50,00,000
prevailing rates
Revenue Land and

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Sl Unit Cost Amount
Activity Unit Quantity Remarks
No. (Rs.) (Rs.)
addition trees to improve
local air quality and ethics
1678 5,03,40,000
3c Maintenance for 5 years No 30,000
Pruning & Trimming 73 21,90,000
3d - 30,000
Sub Total of Sl 3 9,73,30,000
4 Monitoring during Operation Phase
Twice a year for 2
4a Ambient Air Quality No 7000 12 84,000
years in 3 locations
twice a year for 2
4b Ambient Noise Level No 2000 16 32,000
years in 4 locations
Ground Water Quality twice a year for 2
4c No 6500 8 52,000
Monitoring years in 2 locations
Surface Water Quality twice a year for 2
4d No 7,000 8 56,000
Monitoring years in 2 locations
twice a year for 2
4e Soil Quality Monitoring No 6500 8 52,000
years in 2 locations
Cost for operation phase monitoring 2,76,000
5 MISCELLANEOUS COST Rate/unit
Capacity Development of Env. Cell Execution
5a L.S 4,00,000
team
5b Digital Camera for the Environment Cell (2) 40,000 80,000
5c Portable sound level meter 2Nos 30,000 60,000
Maintenance of vehicle with the Environment
5d Cell, Data processing, administrative support, 15,000 4,50,000
stationery etc. (30 months)
Total MISCELLANEOUS COST 9,90,000
Total Cost (Construction and Operation Phase) 11,01,32,600
Contingency @ 5% on Total Environmental Cost 55,06,630
Grand Total 11,56,39,230

Total EMP Cost for Package 1 INR 11.56, Crores

Table 9-15: Environment Management Plan (EMP) Budget for Package-II: Km 30+300 to Km 75+543
S Unit Cost Amount
Activity Unit Quantity Remarks
No. (Rs.) (Rs.)
1 Environmental Monitoring during Construction Phase.

3 Monitoring
1a Air quality Monitoring No. 6000 23 1,38,000 stations Quarterly
for 2.5 years
4 Monitoring
1b Noise Monitoring No. 2000 30 60,000 stations Quarterly
for 2.5 years
3 Monitoring
Ground Water Quality
1c No. 6500 23 1,49,000 Station Quarterly
Monitoring
for 2.5years
3 Monitoring
Surface Water Quality
No 6800 23 1,56,000 Station Quarterly
Monitoring
for 2.5years

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S Unit Cost Amount
Activity Unit Quantity Remarks
No. (Rs.) (Rs.)
3 Monitoring
1d Soil Quality Monitoring No. 6500 23 1,49,500 stations, Quarterly
for 2.5 years
Transportation Cost
1e - - - 75,000
(Lumpsum)
Sub Total of Sl 1 6,52,500
2 Environmental Protection and Enhancement
Noise barrier at sensitive
2a Rm 726 5800 42,10,800
receptors
2b Rainwater Harvesting No. 90 1,20,000 1,08,00,000
Provision of Oil Interceptor
at Vehicle parking areas
and as per directions of the
2c No 2 80,000 1,60,000
Environmental Specialist /
Environmental Engineer of
the Engineer
Assumed as per
Disposal of Sewage and
prevailing rates
other wastes in the
construction yard and
2d Month 30 5,000 1,50,000
labour camps as per
directions of the
Environmental Specialist
Dust Management with
sprinkling of water, covers
2e` Km 22,000 45.5 10,01,000
for vehicles transporting
construction material
Sub Total of Sl 2 1,63,21,800
3 Forest Clearance, Plantation and Maintenance
Compensatory Plantation
for trees existing on
Assumed as per
3b Revenue Land and addition No. 1500 45,000 6,75,00,000
prevailing rates
trees to improve local air
quality and ethics
1678 7,55,10,000
3c Maintenance for 5 years No 45,000
Pruning & Trimming 73 32,85,000
3d - 45,000
Sub Total of Sl 3 14,62,95,000
4 Monitoring during Operation Phase
Twice a year for 2
4a Ambient Air Quality No 7000 12 84,000
years in 3 locations
twice a year for 2
4b Ambient Noise Level No 2000 12 24,000
years in 3 locations
Ground Water Quality twice a year for 2
4c No 6500 12 78,000
Monitoring years in 3 locations
Surface Water Quality twice a year for 2
4d No 7,000 12 84,000
Monitoring years in 3 locations
twice a year for 2
4e Soil Quality Monitoring No 6500 12 78,000
years in 3 locations
Cost for operation phase monitoring 3,48,000
5 MISCELLANEOUS COST Rate/unit
Capacity Development of Env. Cell Execution
5a L.S 4,00,000
team

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S Unit Cost Amount
Activity Unit Quantity Remarks
No. (Rs.) (Rs.)
5b Digital Camera for the Environment Cell (2) 40,000 80,000
5c Portable sound level meter 2Nos 30,000 60,000
Maintenance of vehicle with the Environment Cell,
5d Data processing, administrative support, 15,000 4,50,000
stationery etc. (30 months)
Total MISCELLANEOUS COST 9,90,000
Total Cost (Construction and Operation Phase) 16,46,07,300
Contingency @ 5% on Total Environmental Cost 82,30,365
Grand Total 17,28,37,665

Total EMP Budget for Package II INR 17.29 Crores.

Total EMP Buidget for Project Package 1 + Package 2 INR 28.85 Crores.

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SOCIAL IMPACT ASSESSMENT

Please Refer Appendix 2 Draft SIA Report

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