DPR ASSIGNMENT

1. Who is the client and who is the DPR consultant in this project?
Ans: R&BD, GOG is the client and selecting LEA Associates South Asia Pvt. Ltd. (LASA) as
Project Preparatory Works Consultant.
2. What do you think is the purpose of this document?
Ans: Providing detailed information related to the project background, socio-economic, traffic
analysis and forecast, environmental and social impact assessment, economic analysis,
3. What is the length of the proposed project roads?
Ans:

WorkType Sr.No Link Name SH No Length (km)

Two 1 Lunawada – Khedapa SH-02 56.70

(Border)
Lanin
g 2 Bayad – Lunawada SH- 44.56
/ Wide 69,SH
Two -
Lanin 63,
g VR/MD
R
3 3 Dhansura – Meghraj SH-145 46.65
4 Gondal – Atkot SH-01 35.40
5 Dhandhuka – Dholera SH-20 27.00
6 Umreth- Vasad (includi 35.45
ng SH-
83,SH-
188,
SH-
151
7 Dabhoi – Bodeli SH-11 38.60

Four 8 Mehsana-Himmatnagar Sh-55 66.15

Lanin
g
Rehabil 9 Paliyad-Dhandhuka Sh-001 46.00
itation
 4. What is the scope of works in this DPR? (Like new alignment, expansion,
improvement, etc.?)
Ans: Two lane widening, four lane widening, rehabilitation, maintenance, reconstruction and
resettlement of both pavement and cross-drainage structures.
5. List the various traffic surveys carried out to arrive at the existing traffic
characteristics?
Ans: Demographic and socioeconomic profile, traffic analysis and forecasting and road safety
audit.
6. How is the traffic forecast done here?
Ans: Traffic forecast is done using both – Trend Based and Econometric Method. In addition,
incorporating Client and World Bank viewpoints, appropriate options are worked out. The growth
of registration vehicles in state as well as flat 5% growth of vehicles each year is worked out to
better ensure the realistic assessment of traffic forecast. Growth rates estimated from Trend Based
Method is adopted.

7. What is the purpose of RSA carried out in this project?

Ans: Dabhoi-Bodeli is proposed to be improved with better riding quality and enhanced safety.
Road Safety Audit addresses identification of safety related deficiencies as well behavioral safety
issues while subsequently recommending countermeasures in approaching towards sustainable
design solution. All sections of the project corridor are visited and studied. Review and audit of
safety measures of the corridor are followed with the prevailing best practices. With proposed
improvement option of two lane with paved shoulder and granular shoulders, the objective of the
exercise focuses on abating road accidents and their severity while improving riding quality.
8. How is the improvement option justified in this project?
Ans: Improvement options are further reconfirmed with concerns related to geometry, safety,
land acquisition, environmental and social aspects, before incorporation in the final design of
the corridor.

Existing Chainage and Present Lane Proposed Total PCU

Length(km) Configuration Lane
Configuration
Start End Length

29.6 45.0 15.4 2L 2L+PS+HS 9,450 16,311

45.0 68.7 23.7 2L 2L+PS+HS 20,191 20,191

9. What is the purpose of utility crossings?

Ans: Utility crossings are proposed to avoid frequent digging of carriageway.

Station Location
Sr.
No.
1 29+550 Vega Junction
 2 29+775

3 39+500 Simaliya
58+300 Suryaghoda
4
58+690
5
6 61+075 Harol Village

7 67+400 Bodeli

8 67+900
68+375
9

10. How would you differentiate a major and minor Intersection?

Ans: Major Intersections:
The start of the project corridor is near Vega circle bypassing Dabhoi taluka forms a junction
with Vadodara-Dabhoi State Highway. At km 46+725, near Gola Gamdi, the project corridor
intersects with Waghodia - Sankheda State Highway.The junction design is based on type
designs for T junction on NH/SH as per MOST specifications.
Minor Junctions:
The project section Dabhoi-Bodeli is having 53 the junctions with category of roads like MDR
ODR and VR. Type-2 is for approach road having carriageway width less than 5m. 52 junction
types are of Type – II while the one is of Type-I.
11. What is the MSA load consideration for 15years design period for 2-lane and 4-
lane roads in pavement design?
Ans: For 2-Lane: 191.3
For 4-Lane: 100.8

12. How is the road strengthening and reconstruction needs justified in this project?
Ans: Distresses on the pavement of rest of the 19.318 kilometers of this corridor (i.e. from km
29+681.77 to 36.000, Km 48.000 to 54.000 and Km 57.00 to 64.00) are not severe however the
ride quality is not up to mark. The IRI in most of the cases is more than 3. Though the
characteristic deflection is moderate (1.65), the traffic loading is high which, is likely to
accelerate the distress development if immediate measures to strengthen the pavement are not
initiated at this stage. All these three sections are considered most suitable candidate for
strengthening of pavement by providing bituminous overlays on the existing pavement. The
strengthening of pavement option envisages that the candidate preventive treatments will focus
primarily on medium thick overlay, shape correction, pavement preparatory works, shoulder
repairs and drainage.
Pavement strengthening (overlay) strategy: Pavement strengthening strategy adopted in this
project envisages that after attending to the rectification of defects like cracking, potholes, deep
depressions, rutting etc. a layer of profile corrective course will be laid over the existing
bituminous surface. The requirement of overlay has been deduced from the design curves relating
characteristic deflection to the cumulative number of standard axles to be carried over the design
life given in IRC 81;1997. The thickness deduced from these is the overlay thickness in terms of
bituminous macadam construction. The equivalent overlay thickness in terms of the equivalent
overlay thickness in terms of BC/DBM to be provided shall be determined using appropriate
equivalency factor given in IRC: 81-1997, which are reproduced below:
1 cm of Bituminous macadam = 1.5 cm of WBM/WMM/BUSG
1 cm of Bituminous macadam = 0.7 cm of DBM/AC/SDC 100. The annual rainfall in project area
is >1000 mm and the design traffic (mesa) is more than 100, the proposed wearing and bindercourse
shall be 50 mm BC and DBM of required thickness respectively (Annexure-6 of draft IRC: 37-
2001 third revision).
13. How is profile correction proposed in this project?
Ans: The cross profile of the existing pavement has either disturbed or inadequate throughout the
corridor. A profile corrective course is proposed to bring the road cross section back to proper
camber of 2.5% for the sections proposed for strengthening by providing bituminous overlay.
The PCC will be laid as an integral part of BM overlay layer. The quantity of BM material for
overlay will be increased by 20% to account for leveling requirement.
14. What is R&R plan proposed?
Ans: The consultations have provided inputs towards mitigation of impacts, improvement in
designs, and preparation of resettlement plan and its implementation. Based on the suggestions
design modifications including curve improvement, shifting of alignment to protect mainly
structures of religious importance, provision of road safety measures such as pedestrian crossings,
warning signs, markings, etc has been carried out. A resettlement budget of INR 1.4 million
including compensation for the affected land & structures, assets within the affected properties
and rehabilitation and resettlement assistance has been estimated. Any unforeseen impacts on
resettlement during implementation will be taken up in accordance with the Resettlement Policy
Framework (RPF) of the project.
15. How is the project feasible based on Socio-economic considerations? Comment.
Ans: Population Distribution:
A total 27 census villages and 1 town (Bodeli) abuts the project corridor. The total population of
villages and towns abutting corridor is 93,124, which is almost 25 percent to the taluka’s
population (Census 2001). Settlements seen along the corridor are Vega village, Simalia village
and Bodeli town towards the end of the corridor end.

Age and Sex Ratio:

For the project corridor villages, the analysis for sex ratio reveals 921 females per thousand males.
Akotadar village is having higher sex ratio of 1054 than other project corridor villages. Similarly,
with respect to juvenile sex ratio4 ,it was analysed that as against the juvenile sex ratio of 894 for
project corridor talukas, the project corridor villages had the lowest sex ratio of 863.
Literacy Rate:
Average literacy rate in project corridor villages as per 2001 was 73 percent, which constitutes
82 percent and 64 percent of male and females literates. Amongst all villages and settlements
along corridor, Bodeli town have evinced higher literacy rates i.e. 81 and 83%.
Urban Rural Population:
The project corridor abuts Bodeli town comprising a total population of 10,490 as per census
2001. Urban population in project corridor taluka’s during 2001 was 65,442 which increased to
88,269 in 2011 with an AAGR of 7.3 percent.
Occupational Structure:
The total workers in project corridor settlements are 34,142. Worker composition for the
villages/settlements along the corridor shows highest share of workers engaged in others
sector7(58 percent) followed by agricultural sector (27 percent).

WPR:
The average WPR for project corridor settlements is 37 percent which is lower than the taluka’s
WPR. Male WPR in project corridor settlements is 55 percent as against 17 percent for female
WPR.
Schedule Caste and Schedule Tribe Population:
Analysis of social groups for the project corridor has been done on the basis of concentration of
Schedule Caste (SC) and Schedule Tribe (ST) population in talukas and project corridor
settlements. Sankheda taluka through which the corridor traverses is part of Fifth Schedule Area.
Almost 38 percent population of project corridor is tribal populous. Sankheda taluka comprises
almost 45percent tribal populous. SC community in project corridor talukas have minimal share
of 4 percent. Tribal groups identified in these talukas are predominantly Rathwa, Bhil, Nayak and
Ghamit. As per Census 2001, the total SC and ST population for settlements and villages along
the corridor accounts for the figure of 28,675 which is nearly 31 percent of total population for
settlements along the project corridor. Primarily, the predominant group amongst the social
groups is that of ST community i.e.26 percent to the entire SC and ST population of the corridor.
16. Explain how the project is economically viable?
Ans: The economic analysis has been undertaken for the project road by using RUC equations.
The results obtained are in terms of the Economic Internal Rate of Return (EIRR), Net Present
Value (NPV), as presented below for project corridor as a whole. The project is economically
viable, even in case of only savings in the VOCs. With VOT and accident cost savings, it
becomes a very desirable project from the perspective of the society Sensitivity Analysis.