PUBLIC WORKS DEPARTMENT, RAJASTHAN

Consultancy Services for the preparation of Feasibility Report

for Two lanning with paved shoulder of Sikar Bikaner section
Km 357 to Km 557 of NH-11.

FINAL FEASIBILITY REPORT

JULY - 2010

CONSULTING
Engineers Group Ltd.
E-12, Moji Colony Malviya Nagar, Jaipur-17
Tel.: +91-141 - 2520899, 2521899, 2520556
Fax: 2521348, e-mail: ceg@cegindia.com
website:www.cegindia.com
Feasibility study for 2 lane with and paved shoulders from
Draft Feasibility Study Report
Km 357/00 to Km 557/000 of NH-11

EXECUTIVE SUMMARY

The project is for improving the existing two-lane road to a 2 lane with paved shoulder
from km 357.000 (Sikar) to km 557.775 (Bikaner) section of NH-11, which constitutes a
part of the Agra - Bikaner segment of the NH system. The PWD(Raj) who have the
responsibility of implementing the project have assigned the job of providing consultancy
services for preparation of feasibility study report etc. to M/s. Consulting Engineers Group
Ltd.

Chapter 1

It gives general introduction of the project and contract objectives or scope of services.
The chapter illustrates the current project stretch.

Chapter 2

It gives the brief description of the existing features of project stretch. The project road
starts at Sikar(Km 357.000) and ends at Bikaner (557.775). The entire length falls in
Rajasthan State and passes through Sikar, Churu and Bikaner districts.

Chapter 3
It gives the description of Technical and Engineering Drawings prepared and Appended
with the Reports.

Chapter 4

The location of the surveys, analysis and investigations in the project stretch has also been
briefly described in this chapter.

The inventory survey was carried out essentially to capture the physical features of the
road and the roadside including the built-up areas, the intersections, the utility lines, trees
requiring removal, the terrain, land use, etc. and the collected data were plotted on strip
plans for better appreciation of the situation and for planning further detailed activities.
The condition survey, which closely followed, made an assessment of the existing road and
road structures, and the data in conjunction with the others were used in developing
improvement/repair proposals.

A detailed topographic survey was carried out to prepare digital map of the project road
corridor. To begin with, control stations defined by X, Y co-ordinates were fixed on
concrete pillars at 5 Km. intervals. The levels were related to the GTS benchmark.
Traversing was by Total Station Survey equipment. The width of survey strip was 100m
along the existing road. Cross-sections were taken at 50m intervals. The survey data was
down loaded into computer using suitable software, and converted into graphic files for
preparation of ‘Digital Terrain Model’.

Pavement Investigations included BBD survey, Roughness, DCP tests for existing sub-
grade, logging of thickness/composition of pavement course, and sampling of sub-grade
samples for laboratory testing.

Chapter 5

It describes the design standards adopted for the project and the various journals referred.
Geometric design started with the setting out of the design standards and typical cross-
sections. The design standards more or less followed those of IRC/MoSRT&H for National
Highways. The location of the new carriageway, to the left or right of the existing road, or

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to go in for symmetrical widening was then decided through analysis for economical option
with least disturbance to the roadside features.

Geometric design is computer based using road design software MX. All sub-standard
curves have been examined for flattening and improved to larger radius as found
economically feasible. Re-alignments to improve geometrics and to combine multiple
curves into single curve have also been effected at a few locations. The vertical profile will
be smoothened with the application of profile corrective course to a reasonable thickness.
The GAD of structures gives preliminary design details.

Chapter 6

It elaborates the various proposals for the project stretch i.e. widening scheme, bypass,
interchange and junction improvements and various structures such as underpasses,
flyovers, cattle pass, bridges and culverts for both the packages of the project stretch.

Chapter 7

It describes the traffic studies conducted on the project stretch and the corresponding
analysis. The traffic study was divided towards estimating the present traffic volumes
along homogeneous sections and for assessing the travel characteristics.

Chapter 8

It constitutes different pavement options for the project stretch. In this chapter, flexible
pavements are designed with different methods and compared over constant time frame to
find the pavement that is economical.

The axle load surveys conducted at three locations brought out information on vehicle
damage factors of commercial vehicle plying on the road. The vehicle damage factors are
calculated for the homogenous sections and MSA values are calculated. Pavement
thickness is calculated on the basis of IRC methods. Flexible pavement has been adopted
for new pavement in both packages. The composition of the overlay for existing pavement
and the pavement courses for new pavement are calculated.

Chapter 9

It tabulates various cross-drainage structures (i.e. bridges and culverts) that were
proposed for the project stretch and improvement measures for the existing structures.
There are total 6 culverts.

Chapter 10

It deals with the details of quantities for roadwork on a indicative basis. The quantities for
widening, rehabilitation and the construction of new structures have been made under
different subsections. The total cost of project has been worked out from the unit rates
analysis with the help of Standard Data Book of MoRT&H fourth revision-2001.

Chapter 11

It deals with the economic analysis i.e. it involves comparison of project costs and
benefits. The analysis presents the return, which the society could expect from the
proposed investment during the project life, i.e. analysis period. Economic evaluation of
the proposed investments indicated that the project section of NH-11 is economically
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viable. This chapter also evaluates the financial viability of the project on Design, Build,
Finance Operate and Transfer (DBFOT) basis for the analysis period.

Chapter 12

It deals with Environmental Impact Assessment

Chapter 13

It deals with Social Impact Assessment

Chapter 14

It describes the Traffic Operation and Safety Plan. This chapter describes traffic
management & safety, site safety rules & regulations and traffic Safety Plans.

Chapter 15

It gives a brief description of the project stretch, traffic, proposed pavement design, cost
of construction, and economic and financial viability of project. Based upon the field study,
recommendations such as Toll plaza location, etc are also given.

Salient Features for Sikar-Bikaner Section of NH-11

Sr.
Feature Description/Remarks
No.
1 Major Bridges NIL
2 Minor Bridges NIL
3 ROB NIL
4 RUB 1, under construction
5 Fly Over NIL
Grade Separated
6 NIL
Structures
7 Service Roads NIL
8 Culverts 6
9 Median NIL, Undivided
NIL
10 Road Side Drains
11 Major Junctions 9
12 Minor Junctions 108
13 Major Crossings 5
At grade Railway
14 2
crossings
Road Boundary
15 NIL
Stones
Traffic signs-321 Nos
16 Road Sign Boards Informatory signs-677
Nos
17 Bus Bays NIL
18 Truck lay bye NIL
19 Bus Stops 9

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Project Cost Abstract - NH-11 Sikar to Bikaner

(Km. 341.047- Km 557.775)
S. Cost
Description
No (crores)
1 Bill NO. 1 Site Clearance & Grubbing 1.78
2 Bill NO. 2 Earthwork 11.00
3 Bill NO. 3 Sub Base Works 48.77
4 Bill NO. 4 Bituminous Works 241.48
5 Bill NO. 5 Junctions & Traffic Signs 31.42
6 Bill NO. 6 Maintenance during construction 1.17
7 Bill NO. 7 Traffic management during construction 0.91
8 Bill NO. 8 Toll Plaza(1 Nos) 2.57
9 Bill NO. 9 VUP/ROB 28.36
10 Miscellaneous Works 22.82
13 Total Amount 390.28
14 Project Civil Cost 390.28
15 contingencies & overheads@25% 97.57
16 total project cost 487.85
17 civil cost in Rs Crore per km 1.768
18 Total Project cost in Rs Crore per km 2.210

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1
TABLE OF CONTENTS
EXECUTIVE SUMMARY

CHAPTER – 1 INTRODUCTION 1–4

1.0 Project Background
1.1 Project Highway
1.2 Objective of Consultancy Services
1.3 Geography and Topography
1.4 Purpose of this Report
1.5 Contents of this Report

CHAPTER – 2 EXISTING SITUATION ON NH- 11 5 – 16

2.0 General Overview
2.1 Existing Km Vs Design Chainage
2.2 Settlements along Highway
2.3 Junctions along Highway
2.4 Existing Highway Structures

CHAPTER – 3 PROJECT HIGHWAY DRAWINGS 17 – 18

3.1 Index Plan of Project Highway
3.2 Horizontal and Vertical Alignment Drawings
3.3 Typical Cross Sections
3.4 General Arrangement Drawings for
Structures
3.5 Miscellaneous Drawings

CHAPTER – 4 SURVEYS AND INVESTIGATIONS 19 – 34

4.1 GENERAL
4.2 TOPOGRAPHICAL SURVEY
4.3 TRAFFIC SURVEYS
4.4 Road Inventory Survey
4.5 Pavement Investigations
4.6 Benkleman Beam Deflection Survey
4.7 Sub grade Characteristics &Strength
4.8 Investigation Of Borrow Areas
4.9 Investigation Of Material For Construction
4.10 Investigations Of Other Construction
Materials
4.11 Drainage System

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4.12 Investigations For Structures 1

4.13 GEO-TECHNICAL INVESTIGATIONS & SUB-
SOIL EXPLORATION

PRELIMINARY DESIGN AND DESIGN

CHAPTER – 5 STANDARDS 35 – 46
5.1 General
5.2 Goal & Objectives
5.3 Highway Design Standards
5.4 Approach
5.5 Design Standards
5.6 Cross Sectional Elements
5.7 Embankment Design
5.8 Pavement Design
5.9 Road And Traffic Signs
5.10 Modified Bitumen
5.11 Additives To Pavement Concrete
5.12 Florescent Signs
5.13 Structural Design Standards
5.14 Material
5.15 Design Loads
5.16 Formation Width At Cross Drainage
Structures
5.17 Vehicular Crossings

CHAPTER – 6 TECHNICAL / ENGINEERING 47 – 57

ALTERNATIVES

6.1 Introduction
6.2 Goals And Objectives For This Study
6.3 Parameters For Widening
6.4 Widening
6.5 Traffic Safety Measures
6.6 Bridges And Culverts
6.7 Interchange Grade Separated Structure
6.8 Geometric Improvements
6.9 Alignment Improvement Alternatives
6.10 Service Roads
6.11 New Bypass
6.12 Utility Corridor
6.13 User Facilities

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CHAPTER – 7 TRAFFIC SURVEY, ANALYSIS AND FORE CAST 58 – 74 1

7.0 Introduction
7.1 Classified Volume Counts
7.2 Turning Movement Count Survey
7.3 Axle Load Survey
7.4 Pedestrian And Cattle Cross Count Survey
7.5 Traffic Forecast
7.6 Traffic Projections
7.7 Capacity Analysis

CHAPTER – 8 PROPOSED PAVEMENT DESIGN 75 – 87

8.1 General
8.2 Homogenous Sections
8.3 Design of New Flexible Pavement
8.4 Rehabilitation of Existing Pavement
8.5 Design of New Rigid Pavement for Toll Plaza
8.6 Design of Service Road

CHAPTER – 9 STRUCTURES 88 – 92
9.1 Introduction
9.2 Proposed Structures
9.3 General Condition Of Bridges
9.4 General Condition Of Culvert
9.5 Improvement Proposals
9.6 ROB/RUBs
9.7 Culverts
9.8 Repairs and rehabilitation of structures
9.9 New Structures (Flyovers, Underpasses &
Cattle Passess)

CHAPTER – 10 COST ESTIMATES 93 – 94

10.1 EXISTING CROSS SECTION
10.2 UNIT RATES
10.3 QUANTITIES
10.4 BUS BAYS
10.5 PROJECT COST

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CHAPTER – 11 ECONOMICAL AND FINANCIAL ANALYSIS 95 – 102 1

11.1 Introduction
11.2 General
11.3 Basic Approach and Methodology
11.4 Vehicle Characteristics
11.5 Economic Internal Rate of Return (Eirr)
11.6 Recommendations
11.7 Results and Analysis
11.8 Conclusions

CHAPTER – 12 ENVIRONMENTAL IMPACT ASSESSMENT 103

CHAPTER – 13 SOCIAL ASSESSMENT 104

CHAPTER - 14 TRAFFIC OPERATION AND SAFETY PLAN 105 – 125

14.1 Scope
14.2 Objective
14.3 Safety & Traffic Management
14.4 Site Safety Rules And Regulations
14.5 Traffic Safety Plan
14.6 Traffic Control Devices
14.7 Safety And Management Practices
14.8 Hazard Identification And Evaluation
14.9 Checklist Of Work Man At Site

CHAPTER - 15 CONCLUSIONS AND RECOMMENDATIONS 126

15.1 Proposal for four lanning
15.2 Period for Concession
15.3 Project Cost
15.4 Project Cost

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CHAPTER - 1

INTRODUCTION
1.0 Project Background
The Government of India, Ministry of Road Transport and Highways (MORTH)
through Public Works Department (PWD), Government of Rajasthan has decided
to take up the development of various National Highway Corridors for
augmentation of capacity for safe and efficient movement of traffic by widening
to 2-lane with paved shoulder. Under the above said programme, PWD Rajasthan
has chosen the 200.00 Km stretch of National Highway (NH 11) from Sikar, Km
357+000 to Bikaner Km 557+000 in the State of Rajasthan, for widening to 2
lane with paved shoulder of the existing two lane, through Public – Private –
Partnership (PPP) on Design, Built, Finance, Operate and Transfer (DBFOT) basis.
At a later stage the scope of the Feasibility Study has been modified to Project
Highway starting from Km 340.188 of NH-11 to Km 557.775 via existing Sikar
Bye Pass. The modified Project Highway length is 220.338Km.
Consulting Engineers Group Ltd (the Consultants) having their registered office at
E-12 Moji Colony Malviya Nagar Jaipur-302017, has been appointed as to conduct
a feasibility study for determining the technical feasibility and financial viability of
the project. The agreement vide no. PPP/NH/Sik-Bik/2009-10/1 between Chief
Engineer (NH) PWD Rajasthan and Consulting Engineers Group, Jaipur has been
signed on December 4, 2009, and the date of commencement being
November11,2009.
1.1 Project Highway
The Present project under consideration is a part of NH-11 Starting from Km
340.188near Sikar Bye Pass Junction of NH-11 and continues on existing Sikar
bye pass (Km 0 to Km 19.563) which merge with NH-11 at existing Km 356.900.
The end point of Project Highway is at Km557.775 near Haldiram Ki Pyau, from
where the 4-lane road towards Bikaner city starts. Start point of NH-11 is at Agra
and end point of NH-11 is at Bikaner. The approximate length of Project Highway
is 220.338 Km.
1.2 Objective of Consultancy Services
The intention of this consultancy project is to study and report on the feasibility
of the existing NH-11 from Sikar – Bikaner in the State of Rajasthan from its
existing standard [2 lane highway without paved shoulders] to a 2- lane highway
with paved shoulders and improvement of road geometrics and other features to
IRC standards. The Study also involves feasibility study to execute this project
through Public – Private – Partnership (PPP) on Design, Built, Finance, Operate
and Transfer (DBFOT) basis as per “Manual of Standards and Specifications for
Two Lanning of Highways through Public Private Partnership” Published by
Planning Commission, Government of India. Specific objectives of the
consultancy services is to establish
• The technical, economical and financial viability of the project and prepare
feasibility cum preliminary design project reports for rehabilitation and
upgrading of the existing 2-lane National Highway (NH) sections to 2- lane
with paved shoulders carriageway configuration.
• The viability of the project shall be established taking into account the
requirements with regard to rehabilitation, upgrading and improvement
based on highway design pavement design, provision of service roads,

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wherever necessary, type of intersection, , underpasses / flyovers / ROB’s

rehabilitation and widening of existing and / or construction of new bridges
and structures, road safety features indicative quantities of various items, of
works and preliminary cost estimates, the investment and financial return
through toll and other revenues
• The Feasibility-cum-Preliminary Design Report would inter-alia include
preliminary highway design, design of pavement and overlay with options
and flexible or required pavements, preliminary design of bridges and cross
drainage structures and grade separates structures, design of service roads,
quantities of various items, detailed working drawings, detailed cost
estimates, economic and financial viability analysis, environmental and
social feasibility, social and environmental action plans as appropriate and
documents required for tendering the project on commercial basis for
international / local competitive bidding.
• Enhanced safety of the traffic, the road users and the people living close to
the highway.
• Enhanced operational efficiency of the highway.
• Fulfillment of the access needs of the local population.
• Minimal adverse impact on the road users and the local population due to
construction
• Feasible and constructible options for the project without being prohibitively
expensive.

1.3 Geography and Topography

The Project Highway traverses through three Districts of Rajasthan State viz.,
Sikar, Churu and Bikaner. Sikar has three Tehsils, Churu has one and Bikaner
has two Tehsils falling on the existing alignment. These are as under:-

Sikar District: - Sikar, Laxmangrah, Fatehpur.

Churu District: - Ratangarh.
Bikaner District: - Bikaner, Shri Dungargarh.

Total
S.No. State District Existing Km
length Km
1. Sikar Km 340.188 to Km 414 76.563
2. Churu Km 414 to Km 465 51
Rajasthan
3. Bikaner Km 465 to Km 557.775 92.775
Total 220.338 Km

The four main towns viz. Laxmangarh, Fatehpur, Ratangarh and Shri Dungargarh
are located on Project Highway with most of the settlement in right side, while on

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left side of Highway the settlement is very less. The most of the area along
Highway is rural area with agriculture lands on both side of the road. Due
scanty irrigation sources and low rainfall, the cultivation is very low. The list of
village areas traversed by existing National Highway is as per table below:

District Village Name

Sabalpura
Nani
Chandpura
Badadar
Raseedpura
Khuri Choti
Khuri Bari
Pratappura
Ghassu
SIKAR Lachhmangarh Rural
Lachhmangarh (Minucipal)
Manasi
Chhinchhas
Alakpura Godaran
Bathod
Harsava Bara
Beer Fatehpur
Fatehpur Minicipal
Devas
Beeramsar
Tidiyasar
Gusaisar
Raghunathpura
Ratangarh Minucipal
Payli
Churu Noonva
Bhawandesar
Rajaldesar Rural
Rajaldesar Minucipal
Parsaneu
Jorawarpura
Premnagar
Bikaner Kitasar Bhatian
Sheetal Nagar
Kitasar Bidawatan
Beegawas Ramsara
Bigga
Basi Hirawatan
Satleran
Jaisalsar
ShriDungargarh Minucipal
Banisar

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Lakhasar
Jodhsar
Sheruna
Gusaisar
Norang Desar
Raisar
Himtasar
Nainon Ka Bas
Ridmalsar Purohitan
Sharah Kajani
Bikaner Minucipal

1.4 Purpose of this Report

On completion of key activity KD 7, submission of his particular report contains
final report to intimate the client about all necessary technical and financial
implications for execution of the Project on PPP model. The report has been
prepared as per various terms and conditions of the “TOR”. After incorporating
modifications if any suggested by the client this report is finalized as “Final
Feasibility Report”.

1.5 Contents of this Report

This report contains three volumes. Volume I is this “Main Report” Volume II
contains all Annexure and drawings, mentioned in this Report. Volume III contains
“Schedules of Concession Agreement”.

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CHAPTER - 2

EXISTING SITUATION ON NH- 11

2.0 General Overview

The existing road have 2-Lane undivided carriageway with width of
carriageway is 7.00 M and 2.5 M wide earthen/gravel shoulders. Riding
quality of existing pavement is good in most of the stretch. The shoulders
are not well maintained and due to damaged side slopes the available width of
shoulders varies from 1.00 M to 2.00 M. Main features of the road are summarized in
table below:

Existing Structures/Features

Sr.
Feature Description/Remarks
No.
1 Major Bridges NIL
2 Minor Bridges NIL
3 ROB NIL
4 RUB 1, under construction
5 Fly Over NIL
Grade Separated
6 NIL
Structures
7 Service Roads NIL
8 Culverts 6
9 Median NIL, Undivided
NIL
10 Road Side Drains
11 Major Junctions 9
12 Minor Junctions 108
13 Major Crossings 5
At grade Railway
14 2
crossings
Road Boundary
15 NIL
Stones
Traffic signs-321 Nos
16 Road Sign Boards Informatory signs-677
Nos
17 Bus Bays NIL
18 Truck lay bye NIL
19 Bus Stops 9

The details of these existing features has also been provided in “Schedule A”
of Volume III.

2.1 Existing Km Vs Design Chainage

Due to modification in existing alignment the design chainages varies from
existing Kilometer chainages. The relation between existing and design chainages
for the whole project road is given in Table 2.1.

Table 2.1- List of Existing Chainage (Km) and Designed Chainage (Ch.)

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Existing Km Design Chainage

0/0 of Sikar Bye Pass (Start
340.188 of NH-11
point of Project)
Km 1/188 of Sikar Bye Pass (Stone Missing) Proposed Km 341/000
Km 2.188 (Stone Missing) Proposed Km 342/000
Km 3/188 of Sikar Bye Pass Proposed Km 343/000
Km 4/188 of Sikar Bye Pass (Stone Missing) Proposed Km 344/000
Km 5/188 of Sikar Bye Pass Proposed Km 345/000
Km 6/188 of Sikar Bye Pass Proposed Km 346/000
Km 7/188 of Sikar Bye Pass Proposed Km 347/000
Km 8/188 of Sikar Bye Pass (Stone Missing) Proposed Km 348/000
Km 9/188 of Sikar Bye Pass (Stone Missing) Proposed Km 349/000
Km 10/188 of Sikar Bye Pass (Stone Missing) Proposed Km 350/000
Km 11/188 of Sikar Bye Pass (Stone Missing) Proposed Km 351/000
Km 12/188 of Sikar Bye Pass Proposed Km 352/000
Km 13/188 of Sikar Bye Pass (Stone Missing) Proposed Km 353/000
Km 14/188 of Sikar Bye Pass (Stone Missing) Proposed Km 354/000
Km 15/188 of Sikar Bye Pass (Stone Missing) Proposed Km 355/000
Km 16/188 of Sikar Bye Pass (Stone Missing) Proposed Km 356A/000
Km 17/188 of Sikar Bye Pass (Stone Missing) Proposed Km 356B/000
Km 19/188 of Sikar Bye Pass (Stone Missing) Proposed Km 356C/000
Km 19/563 of Sikar Bye Pass (Stone Missing) Km 357/000
Km 357 of NH-11 Ch. 357/000
Km 358 Ch.358.000
Km 359 Ch.359.000
Km 360 Ch.360.000
Km 361 Ch.360.970
Km 362 Ch.361.975
Km 363 Ch.362.991
Km 364 Ch.363.987
Km 365 Ch.364.455
Km 366 Ch.365.451
Km 367 Ch.366.456
Km 368 Ch.367.453
Km 369 Ch.368.463
Km 370 Ch.369.441
Km 371 Ch.370.447
Km 372 Ch.371.429
Km 373 Ch.372.437
Km 374 Ch.373.443
Km 375 Ch.374.434
Km 376 Ch.375.433
Km 377 Ch.376.468
Km 378 Ch.377.488
Km 379 Ch.378.506
Km 380 Ch.379.503
Km 381 Ch.380.487

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Km 382 Ch.381.472
Km 383 Ch.382.460
Km 384 Ch.383.453
Km 385 Ch.384.450
Km 386 Ch.385.439
Km 387 Ch.386.470
Km 388 Ch.387.462
Km 389 Ch.388.459
Km 390 Ch.389.460
Km 391 Ch.390.462
Km 392 Ch.391.461
Km 393 Ch.392.456
Km 394 Ch.393.463
Km 395 Ch.394.456
Km 396 Ch.395.456
Km 397 Ch.396.459
Km 398 Ch.397.458
Km 399 Ch.398.460
Km 400 Ch.399.458
Km 401 Ch.400.458
Km 402 Ch.401.460
Km 403 Ch.402.452
Km 404 Ch.403.457
Km 405 Ch.404.466
Km 406 Ch.405.466
Km 407 Ch.406.470
Km 408 Ch.407.471
Km 409 Ch.408.475
Km 410 Ch.409.477
Km 411 Ch.410.482
Km 412 Ch.411.487
Km 413 Ch.412.481
Km 414 Ch.413.487
Km 415 Ch.414.486
Km 416 Ch.415.484
Km 417 Ch.416.482
Km 418 Ch.417.481
Km 419 Ch.418.481
Km 420 Ch.419.479
Km 421 Ch.420.479
Km 422 Ch.421.481
Km 423 Ch.422.478
Km 424 Ch.423.478
Km 425 Ch.424.478
Km 426 Ch.425.478
Km 427 Ch.426.477
Km 428 Ch.427.476
Km 429 Ch.428.474

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Km 430 Ch.429.476
Km 431 Ch.430.478
Km 432 Ch.431.427
Km 433 Ch.432.470
Km 434 Ch.433.494
Km 435 Ch.434.582
Km 436 Ch.435.575
Km 437 Ch.436.576
Km 438 Ch.437.581
Km 439 Ch.438.584
Km 440 REALINGMENT
Km 441 REALINGMENT
Km 442 REALINGMENT
Km 443 Ch.442.708
Km 444 Ch.443.709
Km 445 Ch.443.706
Km 446 Ch.445.692
Km 447 Ch.446.683
Km 448 Ch.447.685
Km 449 Ch.448.685
Km 450 Ch.449.688
Km 451 Ch.450.696
Km 452 Ch.451.743
Km 453 Ch.452.699
Km 454 Ch.453.696
Km 455 Ch.454.700
Km 456 Ch.455.700
Km 457 Ch.456.707
Km 458 Ch.457.710
Km 459 Ch.458.711
Km 460 Ch.459.719
Km 461 Ch.460.721
Km 462 Ch.461.719
Km 463 Ch.462.723
Km 464 Ch.463.725
Km 465 Ch.464.727
Km 466 Ch.465.732
Km 467 Ch.466.731
Km 468 Ch.467.729
Km 469 Ch.468.733
Km 470 Ch.469.737
Km 471 Ch.470.737
Km 472 Ch.471.739
Km 473 Ch.472.739
Km 474 Ch.473.740
Km 475 Ch.474.739
Km 476 Ch.475.740
Km 477 Ch.476.740

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Km 478 Ch.477.745
Km 479 Ch.478.768
Km 480 Ch.479.843
Km 481 Ch.480.850
Km 482 Ch.481.850
Km 483 Ch.482.854
Km 484 Ch.483.887
Km 485 Ch.484.886
Km 486 Ch.485.887
Km 487 Ch.486.888
Km 488 Ch.487.892
Km 489 Ch.488.896
Km 490 Ch.489.899
Km 491 Ch.490.900
Km 492 Ch.491.900
Km 493 Ch.492.913
Km 494 Ch.493.900
Km 495 Ch.494.900
Km 496 Ch.495.897
Km 497 Ch.496.897
Km 498 Ch.497.896
Km 499 Ch.498.896
Km 500 Ch.499.895
Km 501 Ch.500.894
Km 502 Ch.501.894
Km 503 Ch.502.897
Km 504 Ch.503.896
Km 505 Ch.504.897
Km 506 Ch.505.879
Km 507 Ch.506.874
Km 508 Ch.507.874
Km 509 Ch.508.886
Km 510 Ch.509.885
Km 511 Ch.510.900
Km 512 Ch.511.900
Km 513 Ch.512.937
Km 514 Ch.513.938
Km 515 Ch.514.939
Km 516 Ch.515.939
Km 517 Ch.516.941
Km 518 Ch.517.940
Km 519 Ch.518.943
Km 520 Ch.519.943
Km 521 Ch.520.914
Km 522 Ch.521.910
Km 523 Ch.522.910
Km 524 Ch.523.900
Km 525 Ch.524.911

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Km 526 Ch.525.943
Km 527 Ch.526.914
Km 528 Ch.527.877
Km 529 Ch.528.908
Km 530 Ch.529.908
Km 531 Ch.531.025
Km 532 Ch.532.026
Km 533 Ch.533.028
Km 534 Ch.534.029
Km 535 Ch.535.031
Km 536 Ch.536.033
Km 537 Ch.537.032
Km 538 Ch.538.032
Km 539 Ch.539.034
Km 540 Ch.540.036
Km 541 Ch.541.036
Km 542 Ch.542.038
Km 543 Ch.542.876
Km 544 Ch.544.042
Km 545 Ch.545.042
Km 546 Ch.546.044
Km 547 Ch.547.043
Km 548 Ch.548.046
Km 549 Ch.549.048
Km 550 Ch.550.043
Km 551 Ch.551.042
Km 552 Ch.552.040
Km 553 Ch.553.053
Km 554 Ch.554.035
Km 555 Ch.555.042
Km 556 Ch. 556.040
Km 557 Ch.557.000
Km 557.800 Ch. 557.800

2.2 Settlements along Highway

Most of the population of the towns is settled in RHS of the road. There is no
significant congestion along Project Highway at any stretch; as such there is no
need to provide any new bye pass. The movement of local traffic and pedestrian
is further low during night. Thus the requirement of Highway Lighting in urban
settlement areas may be deferred. The section of Sikar Bye Pass Ch. 0 to Ch.
19.563 is out side the municipal limits of Sikar. The list of stretches of urban
settlement based on municipal limits of the towns is as below:

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Municipal Limits of the Towns/Urban Settlements

Name of
Sr. No. From Km To Km Length Km
Town
1 Laxamangarh 374.500 381.000 6.500
2 Fatehpur 397.222 401.332 4.110
3 Ratangarh 430.350 435.300 4.950
4 Rajaldesar 443.800 452.793 8.993
Shri
5 491.200 494.895 3.695
Dungargarh

Major Settlements/ Ribbon Developments

Name of
Sr. No. From Km To Km Length Km
Town
1 Laxamangarh 371.800 375.500 3.700
2 Fatehpur 395.000 399.000 4.000
Rohal
3 406.500 408.500 2.000
Sahabsar
4 Ratangarh 433.000 434.000 1.000
5 Rajaldesar 447.000 448.000 1.000
6 Kitasar 471.500 472.500 1.000
Shri
7 491.000 495.000 4.000
Dungargarh
8 Sheruna 522.000 523.000 1.000
9 Gusaisar 555.000 557.000 2.000

2.3 Junctions along Highway

There are total 43 numbers of left side road junctions, total 49 numbers of right
side road junctions and 17 numbers of cross junctions. Most of these roads are
3.0 to 3.5 M wide bitumen roads of PMGSY (Pradhan Mantri Gramin Sadak Yojna)
and MSY (Mukhya Mantri Sadak Yojna) category roads. Some of these roads are
earthen Kuchcha roads. The turning traffic on most of these roads very low
and existing turning radius is sufficient, as such improvement of junctions has
not been proposed.

List of Total Left Side Road Junctions (Km 357 to Km 557.775)

Type of
Sr. No. Location (Km) Remarks
Junction
1 357.486 Y Junction Village Road
2 358.162 Y Junction Village Road
3 360.693 T Junction Village Road
4 361.000 T Junction Village Road
5 362.025 T Junction Access Road
6 364.210 Y Junction Village Road
7 365.163 T Junction Village Road

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8 365.545 T Junction Village Road

9 370.732 Y Junction Village Road
10 374.421 Y Junction Village Road
11 375.319 Y Junction Village Road
MDR 02 To
12 375.732 T Junction
Salasar
13 376.290 T Junction To Badusar
14 377.270 Y Junction Village Road
15 378.318 Y Junction Village Road
16 381.857 T Junction Village Road
17 387.239 T Junction Village Road
18 387.504 T Junction Village Road
19 389.400 Y Junction Village Road
20 396.245 T Junction Village Road
21 396.342 T Junction Village Road
22 397.294 T Junction Village Road
23 398.356 Y Junction Village Road
24 408.053 Y Junction Village Road
25 411.737 Y Junction Village Road
26 415.000 T Junction Village Road
27 429.539 Y Junction To Salasar
28 447.351 Y Junction Village Road
29 447.381 Y Junction Village Road
30 447.628 T Junction Village Road
31 456.551 T Junction Village Road
32 471.435 T Junction Village Road
33 475.900 T Junction Village Road
34 493.350 T Junction Village Road
35 500.000 Y Junction Village Road
36 506.474 T Junction Village Road
37 522.208 Y Junction Village Road
38 529.910 T Junction Village Road
39 530.500 Y Junction Village Road
40 540.070 T Junction Village Road
41 556.380 Y Junction Village Road
42 557.484 Y Junction Village Road

List of Total Left Side Road Junctions (Ch. 0 to Ch.19.563 of Sikar Bye Pass)

Type of
Sr. No. Location (CH) Remarks
Junction
To Rajendra
1 1.017 T Junction
Coloony
2 2.120 Y Junction To Devgarh
3 2.440 T Junction To Dairy
4 3.880 T Junction BT road
5 9.040 T Junction BT road

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List of Total Right Side Road Junctions (Km 357 to Km 557.775)

Type of
Sr. No. Location (Km) Remarks
Junction
1 357.909 T Junction Village Road
2 360.583 T Junction Village Road
3 364.143 Y Junction Village Road
4 365.727 T Junction Village Road
5 368.226 Y Junction Village Road
6 372.127 T Junction Village Road
To
7 372.612 Y Junction Laxmangarh
city
8 374.920 Y Junction Village Road
To
9 375.922 T Junction Laxmangarh
city
10 379.062 Y Junction Village Road
11 383.259 T Junction To Allakhpur
12 387.630 Y Junction Village Road
13 394.636 T Junction Village Road
14 394.845 T Junction Village Road
15 394.915 Y Junction Village Road
To Fatehpur
16 395.223 Y Junction
city and SH-41
17 395.921 Y Junction Village Road
18 396.395 Y Junction Village Road
19 397.576 Y Junction Village Road
20 397.940 T Junction Village Road
To Churu NH-
21 398.375 Y Junction
65
22 410.200 T Junction Village Road
23 419.792 Y Junction Village Road
24 429.655 Y Junction To Ratangarh
25 430.885 T Junction Village Road
26 432.048 T Junction Village Road
27 432.810 T Junction Village Road
28 433.206 Y Junction Village Road
29 441.000 Y Junction Village Road
30 444.875 Y Junction Village Road
31 447.371 Y Junction Village Road
32 455.310 Y Junction Village Road
33 458.100 Y Junction Village Road
34 472.112 T Junction Village Road
35 480.478 T Junction Village Road
SH-6A, To
36 492.440 Y Junction Taranagar ,
Delhi
37 493.542 T Junction Village Road
38 495.000 Y Junction To Kalu

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39 507.835 T Junction Village Road

40 522.241 T Junction To Punrasar
41 531.295 Y Junction Village Road
42 539.800 Y Junction Village Road
43 555.070 T Junction Village Road
44 555.117 Y Junction Village Road
45 556.354 T Junction Village Road
46 556.764 T Junction Village Road

List of Total Right Side Road Junctions (Ch. 0 to Ch.19.563 of Sikar Bye Pass)

Type of
Sr. No. Location (CH) Remarks
Junction
43 2.107 Y Junction to gokulpura
44 2.237 Y Junction to gokulpura
45 7.445 Y Junction to vinayak colony
46 7.772 Y Junction to siker

List of Total Cross Junctions on NH-11 from Km 357 to Km 557

Type of
Sr. No. Location (Km) Remarks
Junction
1 369.7 Cross Junction Village Rd
2 374.17 Cross Junction Village Rd
3 396.762 Cross Junction Village Rd
4 397.1 Cross Junction Village Rd
5 424.885 Cross Junction To Hardesar Rd
Mega
6 433.84 Cross Junction Highway(SH-7C)
Crossing
7 446.5 Cross Junction Village Rd
MDR 38, To
Sujangarh
8 493.882 Cross Junction
(LHS), To
Bidasar(RHS)
Bye pass to NH-
89 in LHS, bye
9 553.875 Cross Junction
pass to NH-15 in
RHS

List of cross Junctions (Ch. 0 to Ch.19.563 of Sikar Bye Pass)

Type of
Sr. No. Location (CH) Remarks
Junction
1 1.700 Cross Junction to Krishna thod,to Gokulpura
to Gokulpura,to Didwana toll
2 2.620 Cross Junction
tax churaha
to Didwana & Nagor,to Siker
3 4.800 Cross Junction
city SH 8A

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4 6.850 Cross Junction to Chnderpura,To Sikar

5 8.685 Cross Junction To Rampura,To Sikar
6 9.268 Cross Junction To Kashi,To Sikar
7 10.520 Cross Junction to Kuwerpura,to sikar
8 10.990 Cross Junction To Palwass,To Sikar
9 11.650 Cross Junction To Shayampura,To Sikar
10 12.800 Cross Junction To Panwas, To Naniwas
11 14.430 Cross Junction To Salasar,To Sikar SH 20

List of Major Junctions with MDR/SH/NH Roads

Type of
Sr. No. Location (Km) Remarks
Junction
Bye pass to
NH-89 in LHS,
1 553.875 Cross Junction
bye pass to
NH-15 in RHS
MDR 38, To
Sujangarh
2 493.882 Cross Junction
(LHS), To
Bidasar(RHS)
SH-6A, To
3 492.440 Y Junction Taranagar,
Delhi
Mega
4 433.840 Cross Junction Highway(SH-
7C) Crossing
To Churu NH-
5 398.375 Y Junction
65
MDR 02 to
6 375.732 T Junction
Salasar
Old NH-11
7 356.900 Y Junction
towards Sikar
SH-20 toward
Ch. 14.430 of Salasar in LHS
8 Cross Junction
Sikar Bye Pass and to Sikar in
RHS
SH-8A toward
Ch. 4.800 of Khur in LHS
9 Cross Junction
Sikar Bye Pass and to Sikar in
RHS

The detailed road inventory and road condition survey reports for the existing
Project Highway is appended as Annexure A and Annexure B with this Report.

2.4 Existing Highway Structures

The list of existing Highway structures such as major bridge, minor bridge,
culverts, vehicular under/overpass, ROB, RUB, grade separators, Flyovers, cattle
pass, pedestrian underpass etc are listed in Tables as below:

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Number of
Sr. No. Type of Structure
Structures
1 Railway Over Bridge NIL
2 Railway under Bridge 1
Vehicular under/over
3 NIL
pass
4 Cattle under/over Pass NIL
Flyover/Grade
5 NIL
separator
6 Major Bridge NIL
7 Minor Bridge NIL
8 RCC box culverts NIL
9 RCC slab culverts 5
10 Pipe culverts 1
11 Masonry/Arch Culverts NIL

The location of these structures is as below:

Type of
Sr. No. Location (Km)
Structures
Railway Under
1 434.288
Bridge
2 508.100 Slab Culvert
3 552.230 Slab Culvert
4 552.800 Pipe Culvert
5 555.650 Slab Culvert
6 556.300 Slab Culvert
7 556.600 Slab Culvert

The condition survey and inventory of these structures is attached as Annexure C

with this Report.

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CHAPTER - 3

PROJECT HIGHWAY DRAWINGS

3.1 Index Plan of Project Highway

The Index Plan of the Project Highway showing location is as below:

3.2 Horizontal and Vertical Alignment Drawings

The existing horizontal and vertical profiles of the Project Highway have been
shown with proposed design alignment drawings. These drawings are included in
Volume II as Appendix A. The geometric standards of the existing road are not
confirming with relevant IRC standards and provisions of “Manual of Standards”
for 2- Lane Highways. The radius of circular curves and the lengths of transition
curves have been improved. To obtain optimum and accurate designs, the
designs has been developed by using Advance Software like MX-ROAD, CIVIL-3D.
Most of these improvements do not require acquisition of any additional/extra
land except from Km 440 to Km 442 where whole alignment has been improved
due to deficient S curve and a skew railway track crossing.

3.3 Typical Cross Sections

Depending upon the requirements of improvement in different stretches of the
Project Highway the Typical cross sections applicable to particular stretch of the
road are included in Volume II, as Appendix B. The cross sections at every 1 Km

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for each homogeneous section and cross sections at start, middle, end for each
curve are provided in Appendix B.

3.4 General Arrangement Drawings for Structures

The General Arrangement Drawings of the proposed new structures to be
constructed are included in Volume II, as Appendix F.

3.5 Miscellaneous Drawings

The Miscellaneous Drawings for typical details of road signs, road markings, bus
bay layout, truck lay bye layout, rest area layout, Toll Plaza signs, as proposed
are included in Volume II, as Appendix C.

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CHAPTER - 4

SURVEYS AND INVESTIGATIONS

4.1 GENERAL

Primary consideration for feasibility study of a road is that overall cost of

transportation (i.e. the cost of initial construction, traffic operation and
maintenance) be minimum without adversely affecting the environment and
society. All operations need advance planning of methodology in logical
sequence. General Scope of services covered is:

• Review of all available reports and published information about the project
road and the project influence area;
• Environmental and social impact assessment, including such as related to
cultural properties, natural habitats, involuntary resettlement etc.;
• Detailed reconnaissance;
• Identification of possible improvements in the existing alignment and
bypassing congested locations with alternatives, evaluation of different
alternatives, comparison of techno-economic and other considerations and
recommendations regarding most appropriate option;
• Inventory and condition surveys for road;
• Inventory and condition surveys for bridges, cross drainage structures and
drainage provisions;
• Detailed topographic surveys using total station;
• Pavement investigations;
• Sub-grade characteristics and strength: Investigation of required sub-
grade and sub-soil characteristics and strength for road and embankment
design and Sub-soil investigation;
• Identification of sources of construction material;
• Detailed design of road, its x-section, horizontal and vertical alignment
and design of embankment of height more than 6m and also in poor
granular soil conditions and where density considerations require, even
lesser height embankment. Detailed design of structures preparation of
GAD and construction drawings and cross-drainage structures and
underpasses etc.
• Identification of the type and design of intersections;
• Design of complete drainage system and disposal points for storm water;
• Value analysis / value engineering and project costing;
• Financial analysis;
• Contract packaging and implementation schedule;
• Strip plan indicating the scheme for carriageway widening, location of all
existing utility services (both over and underground) and the scheme for
their relocation, trees to be felled and land acquisition requirements
including schedule for LA: reports documents and drawings, arrangement
for estimates for cutting of trees and shifting of utilities from the
concerned department;
• Financial viability of project and financial options like BOT, PPP.
• Preparation of feasibility study report, cost estimate, approval for
construction drawings, rate analysis, detailed bill of quantities bid
documents for execution of civil works through budgeting resources;

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• Design of toll plaza and identification of their numbers and location and
office cum residential complex including working drawings;
• Design of parking areas and rest areas;
• Tie-in of on-going / sanctioned works of MORT&H / other agencies;

The Project Road is lined with km pillars. We have marked every 250m with nailed
points on one of the outside edges of the pavement. These will serve as reference
points for all field surveys and inspections later on. The available topographic
maps, GT Sheets and photographs are being studied. Detailed reconnaissance
surveys have been done to outline the procedure for the detailed investigations to
follow. The reconnaissance study identifies:
• Topographic and physical features of the project and surrounding region
including environmental features.
• Alignment alternatives, realignment requirements and need for bypasses
and grade separators.
• Traffic pattern and homogenous links.
• Locations for conducting diverse traffic surveys.
• Preliminary inventory of pavement, carriageway type, bridges and
structures, intersections, urban/congested areas.
• Requirements for conducting supplementary investigations.
• Extent of land available and additional requirements for widening.

4.2 TOPOGRAPHICAL SURVEY

The topographical survey has been carried out using Total Stations. The five
categories of surveys are:

• Traverse along the existing road and establishment of bench marks (BMS)
• Cross-sections at 50 m intervals and at critical locations.
• Longitudinal section levels along final centre line at 50 m in straight
sections and at 10 m interval in curved sections including fixation of
cardinal points with a pair of reference pillars.
• Collection of details of all features such as structures (Bridges) utilities,
existing road etc.
• For topographic surveys extended to a width of 30m beyond either side of
the centre line of the proposed divided carriageway or the land boundary
which ever is more is surveyed. Where existing road crosses the
alignment, the survey extended to minimum 100m either side of the road
centre line and will be of sufficient width to allow improvements, including
at grade intersections to be designed.
• Longitudinal and cross-sections for major and minor streams over 150
meters on both sides of ROW and 100 meters beyond the abutments.
• Location and type of services and utilities
An open traverse could lead to cumulated errors of angles. Hence, every 10 km
the traverse has been closed to limit cumulative errors. The benchmarks have
been referenced to GTS BMs of the Survey of India. A separate team has carried
out this task. The ground cross-sections and details of features are referred to as
the BMs. Separate teams concurrently with the traverse team have carried out
these tasks. The leveling of the longitudinal section along the final centre line
(FCL) and fixation of cardinal points has been carried out.

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The readings from the Total Stations has been registered using data base
software and then transferred to the survey model of the MX Road Software to
prepare the DTM of the area surveyed. The DTM and the longitudinal profile of
the FCL have been computed by MX Road software and drawn using Auto CAD on
A3 size sheets showing 1 km sections (1:2500).
For junctions/intersections, additional areas have been surveyed (ground
sections, topographical features and utilities) as required. During this Survey, all
utilities within the areas surveyed has been identified, and noted; complementary
data has been collected from the competent bodies to complete the picture.

The final location survey has transferred the selected alignment to the ground by
fixing concrete pillars at intervals suitable on either side of the alignment.
Temporary Benchmarks have been established at intervals of 250 m as nail
marks and permanent GPS Benchmarks have been established at every 2 Km.

Close liaison has been maintained with the revenue officials of the state
government of identify the extent and ownership of land as also the formats for
the land plans and schedules. Similar action with the forest and environment
officials has been taken for acquisition of forest land.
4.3 TRAFFIC SURVEYS
Various traffic surveys as per requirements of the TOR has been conducted on
the Project Highway. The detailed report of these surveys has been submitted
under the report named, “First Traffic Survey and Alignment Report”. The first
count of traffic and other traffic surveys were done from date December 5, 2009
to December 15, 2009. The seven days traffic count survey has been done from
December 5, 2009 to December 11, 2009. The seven days traffic count survey
has been repeated in February 2010. The effect of traffic variations due to
“Marriages, Elections, seasonal variations and other temporary local effects has
been duly applied.
Proposed number and locations of traffic survey stations have been identified
after detail reconnaissance. The Traffic Engineer has trained the post-in-charges
and monitors the training of surveyors by them. Survey and count sheets have
been spot checked on a regular basis and data registered in the field office. Data
to be collected from includes:
The type of traffic surveys and the minimum number of survey stations were as
under:-
Table 4.3 List of Traffic Surveys carried out on Project road
Number of Survey
S. No Description
stations
1 Classified Traffic Volume Count 10, one in every 20 Km
2 Axle Loading Characteristics 3, at all Toll Plaza locations
11, at all Major and busy
3 Intersection Volume Count
Intersection
12, at all major in
4 Pedestrian/animal cross traffic count habilitations all along the
highway.

Schematic for Traffic Analysis

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Mobilization of the study: Appreciation of the Project Road

- Scope of the work Characteristics
- Logistic for conduct of - Reconnaissance by visual observations
the study - Collection & Analysis of past traffic flow data
- Identification of critical locations/ sections
- Demographic, Socio-economic profile

Assessment of Existing Traffic & Travel Characteristics

- Classified Traffic Volume on different sections of Road
- Turning movement characteristics of intersections
- Pedestrian Flow characteristics
- Parking characteristics
- Speed & delay characteristics of Vehicular Traffic
- Travel characteristics of Passenger & Traffic Goods

Traffic Flow Fore- Projected Demands Pedestrian

casting turning analysis for volume
- Growth Factor movements at parking analysis
- Econometric intersections
method approach

Capacity analysis
Capacity analysis Strategies for
for different
for different Pedestrian
Horizon years
Horizon years Facilities

Improvement Plans for Road, Intersections,

Parking Facilities, Pedestrian Facilities, Planning
of Toll Plazas, Service Roads, Commercial
Areas/Truck Parking Area

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4.3.1 Classified Volume Count

The classified traffic volume count surveys were carried out for 7 days
(continuous, direction-wise) at the selected survey stations indicated below. The
vehicle classification system as given in relevant IRC code may be followed.
However, the following generalized classification system is suggested in view of
the requirements of traffic demand estimates and economic analysis:
Sr. Sr. Non-motorised
Motorised vehicles
No. No. vehicles

1 Cars (include jeeps, vans) 1 Bicycles

2 Light commercial vehicles including 2. Cycle Rickshaws

mini buses

3 Buses 3. Animal Drawn Carts

4 Two axle trucks 4. Handcarts

5 Multi axle vehicles (3 to 6 axles) 5. Any other non-

motorised vehicles
Over sized vehicles (Seven or
6
more axle)
Heavy construction Machinery
7
(HCM)
8 Earth moving equipments
9 Tractor with trolley
Ambulance, fire tender, funeral
10
vans
11 Three wheelers
12 Two wheelers
Tractor with trolley carrying
13
agricultural goods

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Two locations identified for classified traffic volume count are as under

Near Rashidpura, proposed Toll Plaza Km 362/000

Near Fatehpur Km 394/000

Near Fatehpur Km 398/350

Near proposed Toll Plaza location Km 420/000

Intermediate station near Rajaldesar Km 447/000

Intermediate station near Kitasar Km 471/500

Near Shri Dungargarh Km 493/000

Intermediate station near Lakhasar Km 512/000

Proposed Toll Plaza location Km 532/500

Near Bikaner Km 553/000

All results are presented in tabular and graphical form in Chapter 6 of Traffic
analysis and forecasting. The survey data was analyzed to bring out the hourly
and daily variations. The traffic volume count per day was averaged to show a
weekly Average Daily Traffic (ADT) by vehicle type. The Annual Average Daily
Traffic (AADT) was worked out by applying seasonal factors. Details are
presented in Annexure to chapter 6. The first count of traffic and other traffic
surveys were done from date December 5, 2009 to December 15, 2009. The
seven days traffic count survey has been done from December 5, 2009 to
December 11, 2009. The seven days traffic count survey has been repeated in
February 2010. The effect of traffic variations due to “Marriages, Elections,
seasonal variations and other temporary local effects has been duly applied and
based on these traffic counts the final results are tabulated as under:

Sr. CVC Both Direction

No. Station ADT(PCU)
1 362.000 10729
2 394.400 19222
3 398.350 13096
4 420.000 5638
5 447.000 5738
6 471.500 5598
7 493.000 8836
8 522.000 6983
9 532.500 7338
10 553.000 6804

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4.3.2 Turning Movement Counts

The turning movement surveys for estimation of peak hour traffic for the design
of major intersections were carried out for the Study. The details regarding
composition and directional movement of traffic have been compiled.

The methodology for the surveys was in accordance with IRC: SP: 41-1994.

The data derived from the survey was used to analyze and to identify
requirements of suitable remedial measures, such as construction of
underpasses, flyovers, interchanges, and grade-separated intersections along the
project road alignment. Intersections with high traffic volume requiring special
treatments either presently or in future were identified.

Locations comprising major intersections have been identified during detail

reconnaissance. Data for turning movement survey is vital in identifying the
section for operation as toll road. Details are presented in Annexure to chapter 6.
Identified Location of Turning Movement Count (TMC) stations are as:

(i) Km 372/800 at Laxmangarh

(ii) Km 375/600 at Laxmangarh

(iii) Km 375/600 at Laxmangarh

(vi) Km 394/250 at Fatehpur

(v) Km 398/000 at Fatehpur

(vi) Km 398/400 at Fatehpur

(vii) Km 429/600 Near Ratangarh

(viii) Km 434/000 Near Ratangarh

(ix) Km 492/400 Near Shri Dungargarh

(x) Km 493/800 at Shri Dungargarh

(xi) Km 553/800 near Bikaner

Summary of Peak hour Turning Movement Counts for all Survey locations is as
below:

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S. Peak Hour Volume

Location Type Category Peak Hour
No Fast Slow Total
Km 372.800 veh/hr 961 38 999
1 Laxmangarh City T 16.00-17.00
PCU 1082 76 1158
Road Junction
Km 375.600 veh/hr 1152 23 1175
Towards Salasar
2 T 17.00-18.00
(MDR-02) PCU 1749 55 1804
Junction
Km 375.800 veh/hr 1216 57 1273
3 Laxmangarh City T 11.00-12.00
PCU 1553 141 1694
Road Junction
Km 395.250 veh/hr 1437 37 1474
4 Fatehpur City T 18.00-19.00
PCU 1842 59 1900
Road Junction
Km 398.400 veh/hr 658 27 685
5 Towards Churu T 16.00-17.00
PCU 848 53 900
(NH-65) Junction
Km 429.600 veh/hr 300 14 314
6 Towards Salasar T 16.00-17.00
PCU 463 21 484
(SH-7) Junction
Km 434.000 veh/hr 661 18 679
7 Mega Highway + 17.00-18.00
PCU 954 27 981
Crossing
Km 492.600 veh/hr 531 28 559
Towards
8 Sardarshahar, T 17.00-18.00
PCU 697 59 756
Tara Nagar (SH-
6A) Junction

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Km 493.800 veh/hr 1958 180 2138

9 T 17.00-18.00
MDR-38 Junction PCU 2612 331 2943
Km 553.800 veh/hr 687 82 769
10 NH-89 & NH-15 + 16.00-17.00
PCU 1233 183 1416
Bypass Crossing

4.3.3 Pedestrian and Cattle Cross Count Survey

This survey has been conducted as specifications of TOR and provisions IRC SP
19, at all important locations to analyze the requirements of Pedestrian under
pass, Footpath, Pedestrian Guard rails, Railings, Zebra Crossings etc. The peak
hour counts have been summarized in Table below:

S. Total Count Peak Hour

Location Category Peak Hour
No. (nos.) Count(nos.)
Pedestrian 437 09:00-10:00 70
1 Km 361.000
Cattle 81 11:00-12:00 11
Pedestrian 425 52
2 Km 364.000 11:00-12:00
Cattle 120 15
Pedestrian 1663 17:00-18:00 173
3 Km 373.000
Cattle 131 13:00-14:00 23
Pedestrian 160 32
4 Km 387.800 08:00-09:00
Cattle 137 22
Pedestrian 450 62
5 Km 393.250 11:00-12:00
Cattle 212 28
Pedestrian 564 16:00-17:00 62
6 Km 406.800
Cattle 602 08:00-09:00 143
Pedestrian 39 12
7 Km 431.000 12:00-13:00
Cattle 34 11
Pedestrian 132 14:00-15:00 22
8 Km 447.000
Cattle 271 08:00-09:00 53
Pedestrian 145 08:00-09:00 28
9 Km 471.100
Cattle 69 10:00-11:00 13
Pedestrian 870 08:00-09:00 126
10 Km 480.000
Cattle 907 14:00-15:00 149
Pedestrian 1338 08:00-09:00 162
11 Km 493.600
Cattle 454 12:00-13:00 80
Pedestrian 209 37
12 Km 522.100 14:00-15:00
Cattle 314 72
Pedestrian 932 116
13 Km 531.000 16:00-17:00
Cattle 588 71
Pedestrian 703 08:00-09:00 82
14 Km 540.000
Cattle 732 10:00-11:00 86

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4.3.4 Axel Load Survey

The axle load surveys have been done using load cell.

The axle load data was collected axle configuration-wise. The number of
equivalent standard axles per truck was calculated on the basis of results
obtained. The results of the survey have been used for VDF. Furthermore, the
data from axle load surveys was analyzed to bring out the Gross Vehicle Weight
(GVW) and Single Axle Load (SAL) Distributions by truck type (axle
configuration).
We have ascertained from local inquires about the exceptional live loads that
have used the highway in the past in order to assess the suitability of existing
bridges to carry such loads. Details are presented in Annexure to Chapter 6.

The locations identified for Axle load survey are as follows:

Km 362.500 Location for TP 1

Km 420.200 Location for TP 2

Km 532.500 Location for TP 3

The values of Vehicle Damaging Factors (VDF) obtained after the analysis of the
results is listed as below:

S. Locatio Date of % Sample

Category ADT VDF Values
No. n Survey of ADT
Bus 12.00% 577 0.78
LCV 15.00% 791 0.65
2-Axle
km 25.35% 477 5.75
1 11/12/2009 Truck
362.000
3-Axle
28.65% 316 5.12
Truck
MAV 17.58% 116 4.50
Bus 12.52% 410 0.75
LCV 17.50% 180 0.62
2-Axle
km 23.50% 266 5.20
2 12/12/2009 Truck
420.000
3-Axle
21.00% 288 5.00
Truck
MAV 18.95% 70 4.25
Bus 15.60% 420 0.70
LCV 19.25% 551 0.68
2-Axle
km 25.50% 419 5.50
3 14/12/2009 Truck
532.500
3-Axle
18.54% 332 5.10
Truck
MAV 20.12% 109 4.45

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4.4 Road Inventory Survey

Detailed road inventory surveys have been carried out to collect details of all
existing road & pavement features along the existing road sections. The data
collected through road inventory surveys was sufficient to meet the
requirements.
The data are presented in the format given as “Road Inventory Data Sheet” (IRC-
SP-19-2001). The headings are given below.
• Terrain (flat, rolling, mountainous)
• Land Use (agricultural, commercial, forest, residential etc) @ every kilometer;
• Name of Village
• Carriageway width, surfacing type and condition @ every 500m and every change
of feature which ever is earlier;
• Shoulder surfacing type and width and condition @ every 500m and every
change of feature which ever is earlier;
• Height of embankment or depth of cut @ every 200m and every change of
feature which ever is earlier.
• Submergence
• Details of cross road

The data have been collected in sufficient detail, compiled & presented in tabular
form. The data have been stored in computer files using utility packages, such as
EXCEL etc. The same has been appended in Annexure A to this report.
The identification of various stretches is as below:

Sr. No. Type of stretch Remarks

1 Areas affected by frequent flooding NIL
2 Areas subjected to water logging NIL
3 Pass through Black Cotton soil NIL
4 Pass through Marshy area NIL
5 Pass through weak soil stratum NIL

4.5 Pavement Investigations

4.5.1 Pavement/Road Condition Survey

Pavement Condition Survey was done for collecting the basic information of the
road structure & based on this the road could be demarcated into (i) sections of
more or less equal / uniform performance; (ii) that is classified into similar
characteristics or (iii) obtain homogeneous sections. This operation consists
primarily of visual operations supplemented by simple measurements for rut-
depth using a 3-meter straight edge. The criteria for classification of pavement
sections has been derived from IRC-81-1997 which also explains that, It is not
practical to modify the overlay design at frequent intervals; it will be preferable if
the length of each section be kept at a minimum of 1 km except in the case of
localized failure or other situations requiring closer examination where minimum
length of section may be suitably fixed. In case the pavement shows severe
distress or signs of premature failure further investigation would be necessary to
ascertain the causes & design remedial measures.

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Table 4.5 Intervention level for Pavement Condition Survey

Serviceable
Good Fair Poor
Indicator
Pot Holes per Km NIL 2-3 % 4-8%
Cracking and
5% 10% 10-20%
Patching
Rutting 5mm 5-10mm 10-20 mm

The existing condition survey of the pavement is indicated in Annexure.

4.5.2 Pavement Composition

In order to ascertain pavement composition trial pits (1mx1m in plan) were dug
at every 500m interval (staggered left & right) or at each major change in the
pavement condition, whichever is less. For each test pit the following information
has been recorded:

Test pit reference (Identification number, location)

Pavement composition (material type & thickness)

Subgrade type (textural classification) and condition (dry, wet)

Details are indicated in Annexure to this report.

4.6 Benkleman Beam Deflection Survey

Benkelman Beam Deflection Technique is useful in evaluating the strengthening

requirements of the existing flexible road pavements. The basic principle of
deflection method considers the performance of flexible pavements which is
closely related to the elastic deflection / deformation of pavement under the
wheel loads.
The amount of pavement deflection under an applied design wheel load or its
rebound deflection on removal of this load is a measure of the structural stability
of the pavement system. Larger rebound deflection indicates weaker pavement
structure indicative of strengthening and/or higher overlay thickness for the
pavement.

Structural strength surveys for existing two lane pavements using Benkelman
Beam Deflection Technique were carried out in accordance with the procedure
given in IRC: 81-1997 “Guidelines for Strengthening of Flexible Road Pavements
using Benkelman Beam Deflection Technique”.
On the Project Highway the BBD test has been conducted in 34 stretches, with
each stretch of 500 m length for each set of test.

4.6.1 Calculation of Deflections

To get a single value of rebound deflection from three field values (Initial,
Intermediate & Final Readings) following steps are followed:

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Double the field observations (readings):

Do, Di & Df are doubled values.
Step
This is done because the dial gauge is fixed such that distance
1
between probe end and fulcrum of beam is twice the distance
between fulcrum and dial gauge.
Let Initial Reading be Do (doubled),
Step Intermediate Reading be Di (doubled), &
2 Final Reading be Df (doubled) &
XT & YT is rebound deflections in mm in case 1 & 2 respectively.
If Df - Di < 0.025mm
Case
XT = rebound deflection = 2 (Df - Do)
1
= twice the difference between final and initial readings
If Df - Di ≥ 0.025mm
Case
YT = rebound deflection
2
= 2 (Df - Do) + 2x2.91 (Df - Di )
After this temperature & seasonal corrections were applied to
Step
get final (corrected) deflection from which, mean, standard
3
deviation and characteristic deflection are obtained.

4.6.2 Characteristic Deflection

The statistical analysis of all the measurements done in the field and corrections
applied as required was done as under:

Mean deflection= X=ΣX

N

Standard deviation= σ = Σ(X – X)2

n -1

The characteristic deflection for design purposes has been taken as

Characteristic deflection Dc in mm= X + 2 σ for major arterial roads (like NH &
SH)
Dc = X + σ could be considered for all other roads but for this project it is not
applicable.
Here, X = Individual deflection in mm
X= Mean deflection in mm
n= Number of deflection measurements

In the formula for standard deviation, division by n-1 and not n follows the
established statistical theorems.

In the same km on road, readings were staggered with respect to 25m on either
side, Left Hand (LHS) and Right Hand (RHS). The observations of LHS were taken
while going and RHS while returning, involving a difference of several days.
Hence, calculated characteristic deflection for LHS is bound to be different for
RHS in the same km. The representative characteristic deflection for the same
km is the maximum of the two and not the average for the obvious reasons.

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Based of homogeneous pavement characteristics, the characteristic deflection

value in 13 homogeneous sections is as below;

Table 4.6: Existing Deflection values along the Project Road

Stretch
Sr. Characteristic
From
No. To Km Deflection in mm
Km
1 357 365 1.47
2 365 375 1.13
3 375 398.5 1.84
4 398.5 434 1.23
5 434 443 1.14
6 443 455 1.19
7 455 465 0.94
8 465 485 1.25
9 485 492 0.92
10 492 515 1.2
11 515 530 1.03
12 530 549 1.83
13 549 557 1.47
14 0 19.563 0.6

4.7 Sub grade Characteristics &Strength

The testing of soils for classification & mechanical characteristics has been as per
terms of reference. “Testing of three sub-grade soil samples for each design
section or three samples for each soil type encountered, whichever is more has
been done”.
Thus testing for sub-grade soil at each test pit includes:

• In-situ density & moisture content

• Field CBR using DCP
• Characterization (Grain size & Atterberg Limits)
• Laboratory moisture-density characteristics (modified AASHTO
compactions)
• Laboratory CBR (uncooked & 4 day soaked compacted at 3 energy levels)

4.8 Investigation Of Borrow Areas

The borrow areas were first identified by visual inspection and enquiries along the
project road and adjacent areas. The soil samples from these borrow areas were
collected, and the required tests as per specification & IRC/BIS codes were done.
Grain size analysis was done for particles smaller than 4.75mm. For particles
having size between 4.75mm and 75 microns, sieve analysis was done (wet
sieving) and for particles smaller than 75 microns, Hydrometer analysis was
done. CBR test, Atterberg’s Limit and moisture contents were also determined.
Material found satisfactory can be used for construction activity.

4.9 Investigation Of Material For Construction

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The investigation of different quarries was conducted from different places where
stone aggregates and sand are available. Samples were collected and tests were
performed in accordance with IS: 2386 (Part III), IS: 120 (Part I), AASHTO-
T182, IS: 624-1971, IS: 2380 (Part V).

4.10 Investigations Of Other Construction Materials

Availability and suitability of other construction materials like Fly ash, coarse
sand, local sand and bricks were investigated. Samples were collected and
required tests performed in the laboratory. Cement, Steel and Bitumen are
manufactured items and readily available.

4.11 Drainage System

Requirement of roadside drainage system and the integration of the same with
proposed cross drainage system have been worked out for the entire length.
Improving storm water drainage in built-up areas using vertical drains as per
IRC: SP: 50-1990 has been adopted.

4.12 Investigations For Structures

We have made an inventory of all the structures (bridges, viaducts, ROB,

culverts, etc.) along the road under the project. The inventory for the bridges,
viaducts and ROB’s shall include the parameters required as per the guidelines of
IRC-SP: 35-1990. The inventory of culverts was presented in a tabular form
covering relevant physical and hydraulic parameters.

4.12.1 Hydraulic and Hydrological Investigations

Special Publication No. 13 (“Guidelines for the Design of Small Bridges and
Culverts”) and IRC: 5-1998 (“Standard Specifications & Code of Practice for Road
Bridges, Section I General Feature of Design”). These investigations were carried
out for all existing drainage structures along the road sections under the study.
Study on topography (topographic maps), storm duration, rainfall statistics,
topsoil characteristics, vegetation cover etc were done so as to assess the
catchments areas and hydraulic parameters for all existing and proposed
drainage provisions. The findings of the desk study have been further
supplemented and augmented by a reconnaissance along the area. All-important
hydrological features were noted during this field reconnaissance.
Information on high flood level (HFL), low water levels (LWL), discharge velocity
etc. were collected from available past records, local inquiries and visible signs,
on the structural components and embankments. Local inquiries were also made
with regard to the road sections getting overtopped during heavy rains.

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4.12.2 Condition Surveys for Bridges, Culverts and Structures

Thorough inspection of the existing structures done and prepared a report about
their condition including all the parameters given in the Inspection pro-forma of
IRC-SP; 35-1990 The condition and structural assessment survey of the bridges
/ culverts / structures was carried out. Summary of inventory of structures is
presented below. Details are appended in Annexure C of this Report.
Table 4.12: Existing structures on project road
Type of Culverts No of existing culverts

Pipe 1
Slab 5
Total 6

4.13 GEO-TECHNICAL INVESTIGATIONS & SUB-SOIL EXPLORATION

Geo-technical investigations & sub-soil exploration for the bridges / ROB etc.
along the given location have been done for the proper design of works. Relevant
laboratory & field test on soil & rock samples have been conducted as per
requirements. The minimum scope followed for geo-technical investigations for
bridge & structures is as under: Details have been given in a separate report.

Table 4.13: Table defining locations of Bore Hole

S. Location of Boring
Description
No.
1 Overall Length = 6 to 30m One abutment location
One abutment location & at
least one intermediate location
2 Overall Length = 30 to 60m between abutments for
structures having more than
one span.
Each abutment and each pier
3 Overall Length > 60m
locations

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CHAPTER – 5

PRELIMINARY DESIGN AND DESIGN STANDARDS

5.1 General

The primary purpose of this assignment is to Study the “Feasibility for Two
lanning with paved shoulder of Sikar Bikaner section Km 340.188 to Km
557.775 of NH-11 Via Sikar Bye Pass through PPP on DBFOT basis”. The
scope of Consultancy Service covers all aspects of Project preparation activities of
proposed improvements. These improvements will consist of widening and
strengthening of pavement with all ancillaries such as the improvements of
geometries; widening/ strengthening/ reconstruction of culverts and bridges;
drainage; location of toll plazas, service roads, bypasses, junction improvements
etc.
5.2 Goal & Objectives

The aim is to provide maximum safety in the design of the highway geometry,
pavement, shoulders, embankments and other pertinent components for an
uninterrupted flow of through traffic along the project stretch with the provision
of:
1. Service roads, where appropriate
2. Road junctions for cross traffic at appropriate locations.
5.3 Highway Design Standards

The detailed geometric designs standards have been worked out based on the
proposed ROW, preliminary engineering studies, traffic forecasts and future
requirements. The sections of project under consideration carry mostly
freight/passenger traffic.
Based on the availability of land in the individual corridor, IRC design standards
and analysis of the item of the proposed improvement option, design and
treatment have been conceptualized and formulated.
5.4 Approach

While designing improvement works it is aimed at providing maximum safety to

the road users. Accordingly, the highway geometrics, carriageway widths, and
other pertinent components have been proposed for an uninterrupted and
smooth flow of traffic along the project corridor.

5.5 Design Standards

The geometric design standards outlined below have been followed for the
horizontal alignment and vertical profile. The design standards corresponding to
100 kmph have been adopted for the project roads in plain terrain, to ensure
uniform and consistent design standards for safety reasons. Locations of
horizontal curves have been checked for the adequacy of radius, transition
length, curve length and sight distance at the designed speed.

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100 kmph - design speed in

a. Design Speed km/hr
Plain terrain

Service Road 40 kmph

b. Right of Way 45/60 m

Lane Width in meters

c.
Carriageway lane 7.5 m + 7.5 m for 4 lane
width 7.0 m for 2 lane
Paved Shoulder 1.5 m for 4 lane and 2 lane
lane width
Earthen Shoulder 1.5 m for 4 lane
lane width
1.0 m for 2 lane
Camber

d. Main Carriageway 2.5%

Earthen Shoulder 3.0%

Median Width
e. Raised Median 4.5m in plain terrain
Width 1.2m in mountainous terrain.
Radii Horizontal Curve in meters

Road Type /
Design Speed Ruling Minimum
f. Terrain

100 400 Plain

80 250 Plain
50 80 Mountainous
40 50 Mountainous
Super elevation

Maximum Super 7.0% (maximum) Plain Terrain

elevation 10.0% (maximum Mountainous Terrain
g.
1 in 150 Plain Terrain
Rate of change 1 in 60 Mountainous Terrain
Super elevation

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Longitudinal gradient
For Widening/
For New Construction
h. Strengthening
Minimum 0.3% 0.0%
Maximum 3.3% in plain terrain. 3.3% in plain
Minimum Vertical Curve Length and Radii
Design Speed Minimum
100 60
i.
80 50
50 30
40 20
Width 5.5m
Speed
k. Divergence and Convergence Lane
differential 60
kmph
5.6 Cross Sectional Elements

5.6.1 Carriage Way

The project stretch has undivided carriageway, of 7.0 m. width with 2.5m wide
granular shoulders. Slopes of embankments have been proposed as 1 vertical to
2 horizontal i.e. 1:2 without protection and 1: 1.5 with protection. Widening from
2- lane to 2-lane with paved shoulders has been proposed for throughout the
Project Highway as per IRC: SP 73-2009 provisions, while 4-lane widening in
18.006 Km length with 7.5 M carriageway on both sides has been proposed at 8
stretches having major settlements, as per provisions of 4-lane sections for urban
stretches given in Manual of Standards for 2- lane Highways.
5.6.2 Shoulders
It is proposed to provide 1.5 m. wide paved shoulders plus 1.0 m wide gravel
shoulder (Total 2.5 m wide) for 2 lane carriageway. In four lane section through
urban stretch 1.5 M wide footpath with covered RCC drain has been proposed.

5.6.3 Turfing
All earthen slopes have been treated with turfing, upto 3m height & stone
pitching beyond 3m height.

5.6.4 Drainage
Requirements for provision of drains as per guidelines of IRC: SP: 50-1990 and
IRC: SP: 42-1994 has been checked. The HFL of adjoining ground is below the
bottom of Sub grade level. Considering a very low annual average rainfall and no
history of flooding in past years, the existing drainage provisions has been found
sufficient, without any need to construct new drains and drainage structures.

5.6.5 Highway Landscaping

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Trees have been planted in ROW and on either side of the road with staggered
pitch as per IRC: SP: 21-1979. A spacing of 10-15m c/c is recommended for
spacing of trees parallel to the roads. Setback distance of trees needed in
different situations have been as per the IRC: SP: 21- 1979 and the IRC: 66-
1976. Shrubs in medians shall not normally exceed 1-1.5m heights and have
been as per IRC: SP: 21-1979.
5.6.6 Access Control in Rural Highways
As the stretch from Km 340.188to Km 557.775 have undivided carriageway and
also the pedestrian cross counts are low, no pedestrian underpass has been
proposed. The sufficient gaps in median at important at grade junctions and
other locations have been proposed in 4-lane divided carriageway section of the
road.

5.6.7 Standard Typical Cross Sections

Type – 1 Two lane undivided carriage way in rural area with paved and
earthen shoulders (Concentric Widening) – TCS 1 to1A
Carriageway = 3.50 m Either side
Paved shoulder = 1.50 m Either side
gravel Shoulder = 1.00 m Either side
Total Paved = 5.00 m Either side
Utility Corridor = 2.00 m Either side
Proposed ROW = 60/45m

Type – 2 Four lane divided carriage way with Footpath in Built up Area
(Concentric Widening) – TCS 2
Carriageway = 7.50 m Either side
Footpath with RCC = 1.50 m Either side
covered drain
Median = 4.50m
Total Paved = 7.50 m Either side
Utility Corridor = 2.00 m Either side
Proposed ROW = 45.00 m

Type –3 Four lane divided carriage way for 4 Lane Vehicular Underpass and
approaches with Service road on both sides – TCS 3
Carriageway = 8.50 m (excluding Either side
shyness)
Median width = 1.50m
Service Road = 7.00 m Either side
RCC covered = 1.5 M Either side

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drains
Crash Barrier = 0.75 m Either side
Kerb Shyness = 0.25 m Either side
Utility Corridor = 2.00 m Either side
Proposed ROW = 45.0 m

Type – 4 Typical Sections of 4- Lane divided ROB and approaches – TCS 4

Carriageway = 8.50 m (excluding Either side
shyness)
Kerb Shyness = 0.25 m Either side
Median width = 4.50 m
Footpath = 1.50 m Either side
Utility Corridor = 2.00 m Either side
Proposed ROW = 45.0 m

Type – 5 Two lane undivided carriage way in rural area with paved and
earthen shoulders (eccentric new alignment) – TCS 5
Carriageway = 3.50 m Either side
Paved shoulder = 1.50 m Either side
gravel Shoulder = 1.00 m Either side
Total Paved = 5.00 m Either side
Utility Corridor = 2.00 m Either side
Proposed ROW = 60/45m

Type – 6 Four lane divided carriage way with Footpath in Built up Area
(Eccentric Widening) – TCS 6
Carriageway = 7.50 m Either side
Footpath with RCC = 1.50 m Either side
covered drain
Median = 4.50m
Total Paved = 7.50 m Either side
Utility Corridor = 2.00 m Either side
Proposed ROW = 45.00 m

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The Detailed Table of TCS is as below

Lengt
Sr. TCS From
To Ch h In Description
No No. Ch
Km
2-lane with paved shoulders, concentric
1 TCS-1 340.188 19.563 19.563
in 60 M ROW
2-lane with paved shoulders, concentric
2 TCS-1 357.000 370.448 13.448
in 60 M ROW
2-lane with paved shoulders, concentric
3 TCS-1 441.160 442.100 0.940
in 60 M ROW
2-lane with paved shoulders, concentric
4 TCS-1A 370.448 371.249 0.801
in 45 M ROW
2-lane with paved shoulders, concentric
5 TCS-1A 375.473 394.458 18.985
in 45 M ROW
2-lane with paved shoulders, concentric
6 TCS-1A 398.464 405.969 7.505
in 45 M ROW
2-lane with paved shoulders, concentric
7 TCS-1A 407.976 431.600 23.624
in 45 M ROW
2-lane with paved shoulders, concentric
8 TCS-1A 434.000 438.600 4.600
in 45 M ROW
2-lane with paved shoulders, concentric
9 TCS-1A 442.100 446.685 4.585
in 45 M ROW
2-lane with paved shoulders, concentric
10 TCS-1A 447.688 471.239 23.551
in 45 M ROW
2-lane with paved shoulders, concentric
11 TCS-1A 472.243 490.900 18.657
in 45 M ROW
2-lane with paved shoulders, concentric
12 TCS-1A 494.900 521.912 27.012
in 45 M ROW
2-lane with paved shoulders, concentric
13 TCS-1A 522.913 557.775 34.862
in 45 M ROW
4-lane divided in urban section with
14 TCS-2 371.249 374.745 3.496 RCC covered drain and footpath,
concentric in 45 M ROW
4-lane divided in urban section with
15 TCS-2 394.458 398.464 4.006 RCC covered drain and footpath,
concentric in 45 M ROW
4-lane divided in urban section with
16 TCS-2 405.969 407.976 2.007 RCC covered drain and footpath,
concentric in 45 M ROW
4-lane divided in urban section with
17 TCS-2 433.000 434.000 1.000 RCC covered drain and footpath,
concentric in 45 M ROW
4-lane divided in urban section with
18 TCS-2 446.685 447.688 1.003 RCC covered drain and footpath,
concentric in 45 M ROW
4-lane divided in urban section with
19 TCS-2 471.239 472.243 1.004 RCC covered drain and footpath,
concentric in 45 M ROW

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4-lane divided in urban section with

20 TCS-2 490.900 491.945 1.045 RCC covered drain and footpath,
concentric in 45 M ROW
4-lane divided in urban section with
21 TCS-2 492.300 494.900 2.600 RCC covered drain and footpath,
concentric in 45 M ROW
4-lane divided in urban section with
22 TCS-2 521.912 522.913 1.001 RCC covered drain and footpath,
concentric in 45 M ROW
4-lane divided VUP and approaches
23 TCS-3 374.745 375.473 0.728 section with RCC covered drain and
footpath, concentric in 45 M ROW
4-lane divided ROB and approaches
24 TCS-4 431.600 432.511 0.911
section, concentric in 45 M ROW
4-lane divided ROB and approaches
25 TCS-4 440.200 441.160 0.960
section, concentric in 45 M ROW
2-lane with paved shoulders,
26 TCS-5 438.600 440.200 1.600
eccentric in 60 M ROW
4-lane divided in urban section with
27 TCS-6 432.511 433.000 0.489 RCC covered drain and footpath,
eccentric in 45 M ROW
4-lane divided in urban section with
28 TCS-6 491.945 492.300 0.355 RCC covered drain and footpath,
eccentric in 45 M ROW
TOTAL 220.338

5.6.8 Sight Distance

The values of intermediate sight distance as per details given in IRC-73
corresponding to the design speed have been adopted. Stopping sight distance
has been provided as per specification. The requisite site distance has been
provided for horizontal curves. Improvement of vertical curves as per IRC
standards, intermediate sight distance, curve length, transition length, limitations
of existing cross road levels has been proposed for safety of road users at design
speed.
5.6.9 Acceleration & Deceleration Lane
Acceleration lanes have been designed for speed differential of 60kmph having a
width of 5.5m. 1 in 15 taper have been provided at merging location.
5.7 Embankment Design
The height of the embankment has been decided on the basis of final road levels.
The road level of the new two lane carriageway is higher than the existing
carriageway. Embankment has been designed for ensuring the stability of the
roadway.
High embankments (height 6m or above) in all soils has been designed from
stability consideration as per IRC-75, IRC SP-58 & MOSRTH-Guidelines for Design
of High Embankments.
5.8 Pavement Design
Designs for new pavement and overlays have been done in accordance with
Indian and International practices. The design of new flexible pavement has been

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carried out as per IRC: 37-2001 on projected MSA for 15 years of design period.
Flexible overlays have been always as per IRC: 81-1998 for 10 years of design
period. The crust component of the paved shoulder has been kept matching with
the main carriageway crust.

5.9 Road And Traffic Signs

5.9.1 Signage Plans

Proper signing and striping (delineation) are very critical for the safety and
guidance of a driver. Signage plans showing the guide signs, and regulating signs
at all appropriate locations have been developed. Guide signs showing the
locations of and distance to all major crossings, towns and villages have been
installed at the appropriate locations. Regulatory signs, including the speed limit
sign, toll signs and signs for traffic have been installed at appropriate locations.
The signs have been reflector type so that they can be seen easily in the dark.
Also, the guide signs at major junctions have been illuminated type and have
been mounted on poles so that they can be easily seen. The lettering size used
for designing the signs and location of signpost has been based on the proposed
design speed and clear visibility. The material specified for manufacturing signs
has been based on international standards. Use of reflectors has been made, so
that the lanes are clearly visible at nighttime. Different reflectors have been used
for the medians striping and the lane striping so that the opposite traffic can be
properly guided.

5.9.2 Road Signs

All road signs are proposed to be provided conforming to standards of “Code of

Practice for Road Signs” (IRC: 67-1977) and “New Traffic Signs” (IRC: SP: 31-
1992) Latest type of reflective and fluorescent sign boards, in appropriate sizes,
have been installed. The signs are broadly categorized as below:
(i) Mandatory/Regulatory Signs: These signs are mostly for giving instructions
and are mostly circular generally red and blue colors and sign shown in
black or white.
(ii) Cautionary/Warning Signs: They are mostly triangular with red border and
black sign.
(iii) Informatory Signs: These are mostly rectangular with blue or green
background and sign in white. Advance direction sign can be mounted on
steel, brass portal frame fixed across the carriageway at a height of 5.5 m
above the pavement grade at the center of roadway and visible from a
distance for the vehicles approaching.

5.10 Modified Bitumen

Modified bitumen have been proposed for the wearing course This will give the
bituminous pavement added durability, resistance to fatigue cracking and
cracking due to extreme fluctuations in temperature, increased softening point
temperature, enhanced bitumen cohesion to the aggregates to reduce
susceptibility to stripping, increased resistance to compaction forces under traffic
and preventing loss of hydraulic conductivity, significantly reducing the noise
generated at the tire/road interface, channeling away rain water from the asphalt

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surface thus improving wet weather visibility, reducing the skidding hazard in
the wet, improving night time wet weather visibility.

5.11 Additives To Pavement Concrete

For retention of workability of concrete in summer, it is proposed to use super
plasticizers in a proportion of 0.25 liter per 50 kg of cement or as specified by the
approved manufacturer.
It is also proposed to add Hi Tech polyester fibers in concrete pavements to
ensure reduction in shrinkage.

5.12 Florescent Signs

It is proposed to use “Florescent traffic signs” for better working conditions and
safety especially at night.

Utilities
Appropriate provisions are considered for various utilities e.g. Water line, gas
pipes, telephone cables, Sewerage line, electric conduits etc. along or across the
Highway to prevent the road being cut or dug at later stages, similar provision
has been made along the cross-drainage works, bridges and underpasses.

5.13 Structural Design Standards

The scope of our work is limited to Preliminary Designs only. The GAD of
structures based on preliminary designs has been prepared.
Following IRC/IS codes used for preliminary designs.

Standard Specification & Code of practice for Road Bridges.

IRC:5-1998
Section – I General Features of Design (Seventh Revision)
Standard Specification & Code of practice for Road Bridges.
IRC: 6-2000
Section – II Loads & Stresses (Fourth Revision)
Design Criteria for Prestressed Concrete Road Bridges
IRC: 18-2000
(Post- Tensioned Concrete) (Third Revision )
Standard Specification & Code of practice for Road Bridges.
IRC: 21-2000 Section – III Cement Concrete Plain & Reinforced (Second
Revision)
Standard Specification & Code of practice for Road Bridges.
IRC: 22-1986
Section – VI Composite Construction (First Revision)
Standard Specification & Code of practice for Road Bridges.
IRC: 24-2001
Section – V Steel Road Bridges (Second Revision)
Recommendations for Estimating the Resistance of soil
IRC:45-1972 below the maximum Scour Level in the Design of Well
Foundations of Bridges.
Geometric Design standards for Rural (Non-Urban)
IRC:73-1980
Highways.

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Standard Specification & Code of practice for Road Bridges.

IRC:78-1983
Section – VII Foundation & Substructure (First Revision)
Standard Specification & Code of practice for Road Bridges.
IRC: 83-1999 Section – IX Bearings, Part-I Metallic Bearings (First
Revision)
Standard Specification & Code of practice for Road Bridges.
IRC: 83-1987
Section – IX Bearings, Part-II Elastomeric Bearings
Standard Specification & Code of practice for Road Bridges.
IRC: 83-2002 Section – IX Bearings, Part-III POT, POT-CUM-PTTE, PIN &
Metallic guide bearings.
Guidelines for Design & Construction of River training &
IRC: 89-1997
control works for road bridges.
IRC: SP:13-
Guidelines for the Design of small Bridges and Culverts
2004
IRC: SP:33- Guidelines on supplemental Measures for Design, Detailing
1989 & Durability of Important Bridge Structures.
IRC: SP:35-
Guidelines for inspection and maintenance of Bridges
1990
IRC: SP:37- Guidelines for evaluation of load carrying capacity of
1991 Bridges.
IRC: SP:40- Guidelines on Techniques for strengthening and
1993 rehabilitation of Bridges.

For items not covered in the above specifications, provisions of IS codes, Sound
Engineering practice, Technical Literatures/Papers & provision of relevant codes of
other nations have been considered.

5.14 Material
Construction materials shall have the following standards:
5.14.1 Concrete
In accordance with IRC: 21-2000 Table -5, following minimum grade of concrete
has been used for moderate conditions of exposure for different components:
Member PSC/ Major Bridges Other Minor Bridges & Culverts
PCC Members M 25 M 15
RCC Members M 30 M 20
PSC Members M 35 -

5.14.2 Reinforcement Steel

The grade of steel reinforcement has been Fe 415/500 for HYSD bars and Fe 250
for Mild Steel bars.

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5.14.3 Pre-stressing Cables

The pre-stressing cables have been 19T13 type. Strands have been of 12.7 mm
nominal dia 7 ply low relaxation confirming to IS: 14268-95. Multiple strand
system of “Freyssinet” or “ISMALCCL” or equivalent has been used.

5.14.4 Bearings
Tarpaper bearing has been provided for RCC solid slab superstructure of minor
bridges up to 12m spans. Elastomeric bearings have been provided for RCC
Girder type superstructures. Asphaltic plug joint has been recommended for Box
type bridges.

5.14.5 Expansion joints

For solid slab super structures up to 12 m span, the “Filler Type Expansion Joints”
(20 mm. thick joint filler) have been provided.
“Single Strip Seal Expansion Joints” has been provided for superstructures with
movement up to 80 mm (+/- 40 mm)

5.14.6 Wearing Course

In accordance with the provision of MOSRT&H Specifications clause 2702.1.2, the
wearing coat shall consist of a coat of mastic asphalt, 25 mm thick over 40 mm
thick bituminous concrete .

5.15 Design Loads

Preliminary Design has been done based on these loads.

5.15.1 Dead Loads
Unit weight of different construction materials have been taken as per IRC: 6-
2000.
5.15.2 Live Loads
All the new structures have been designed for two lanes with a provision of three
lanes in future. Design live loads for different class of loadings and combination
of live loads, impact factors, longitudinal forces, centrifugal forces for bridges on
curves, etc. have been as per IRC: 6-2000
5.15.3 Water current forces
HFL, velocity of flow, scour depth have been taken as per past data received and
hydraulic calculations. The water current forces on substructure and foundation
have been calculated as per IRC: 6-2000.
5.15.4 Seismic forces
The project road lies in seismic Zone II as per clause 222 and figure 11 of IRC: 6-
2000. As per the provision of this code, bridges in Zone II have been designed
for seismic forces subjected to the following condition.
Span of bridge >15m
Overall length of bride >60m
5.15.5 Wind forces
Lateral wind forces have been calculated in accordance with the provisions of
IRC: 6-2000.

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5.15.6 Buoyancy forces

Full buoyancy (100%) has been considered for checking the stability of
foundations. For checking stresses of the substructure components, 15% pore
pressure uplift has been considered in the design.
5.15.7 Earth pressure
Lateral forces due to earth pressure for the design of abutments and retaining
walls have been calculated as per IRC: 6-2000. Properties of backfill material
shall take as per IRC: 78-2000, Appendix-6.
All abutments & return walls have been designed for a live load surcharge
equivalent to 1.2m earth fill.
5.16 Formation Width At Cross Drainage Structures
The width of the culverts and bridges shall be adopted as below
5.16.1 New culverts and bridges
The Pipe/Slab/Box culverts have been provided the same overall width of as of
the approach road. Overall width of these structures shall be such that the outer
face of railing/parapet shall be in line with the outer edge of the shoulder
5.16.2 Existing culverts and bridges
The pipe/slab/box bridges/culverts has been widened preferably on the outer side
so as to make the deck width same as Highway cross sections.
5.16.3 Median Treatment
Where two separate two-lane bridges have been provided, suitably designed
transition guard rails with buried ends or a New Jersey type barrier have been
proposed on the immediate approaches for minimum 25m length on each side.
5.16.4 Footpaths
Footpaths have been provided on all ROB’s and urban 4-lane sections.

5.17 Vehicular Crossings

Underpasses have been provided to serve traffic under the raised carriageway
(RCW) to connect the service roads on both sides of the main highway. The width
of these underpasses proposed to be 12.0 m wide & vertical clearance of 5.5 m.

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CHAPTER – 6

TECHNICAL / ENGINEERING ALTERNATIVES

6.1 Introduction
The design and rehabilitation options have been calculated based on the basis of
preliminary engineering studies, traffic forecasts, and future requirements.
Different alternatives have been considered keeping in view the Objectives and
Goals as defined earlier.
6.2 Goals And Objectives For This Study
¾ Provide maximum safety in the design of the Highway geometry, pavements,
shoulders, embankments and other pertinent components.
¾ Provide uninterrupted flow of through traffic along the Project stretch.
¾ Avoid future possibility of installation of speed breakers by the local
administration.
¾ Segregate the local traffic from through traffic, wherever possible, by
providing service roads, raised carriage way or flyovers as may be
appropriate.
¾ Try to avoid the adverse impacts of the crowded areas on the Highway along
the Project stretch.
¾ Provide for appropriate cross traffic facilities without impeding the flow of
through traffic.
¾ Provide smooth flow of traffic all along the road as well as the road junctions.
¾ Identify and provide outline plan for areas for truck parking repair, Road
users’ accommodation / facilities and pertinent way side commercial
activities.
¾ Identify locations for toll plaza.
¾ Minimize the impact on roadside settlement.
¾ Minimize the impact on the existing trees/environment.
¾ Provide and recommend what is cost efficient, but most of all, can be built
readily with least hindrances (such as resettlement and land acquisition).
6.3 Parameters For Widening
The most important fact in deciding the side of widening is the availability of
land. Secondary factors include presence of environmentally; religiously and
socially sensitive features such as Heritage Structures, other monument structure
and so on. The following criteria have been used with suitable inter-alias weight
age in terms of their influence in governing the decision on the side of widening.
ƒ Available ROW from the existing center line;
ƒ Location of utility lines;
ƒ Abutting land use;
ƒ Adjacent cultural properties;
ƒ Geometric improvements necessary;

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ƒ Location and type of trees required to be cut;

ƒ Socio Economic affected person;
6.4 Widening
The present traffic from Km 375.732(T-Junction of MDR 02, Salasar road) to Km
398.375(Y-Junction of NH-65) is very high. This section will qualify for 4- lane in
the year 2018(25,028 PCU). The projected average traffic (at 5% growth rate) at
all the three toll plaza locations will be 24,720 PCU in year 2032 and 25484 in
year 2033. As such the widening to 4-lane has been projected in isolated urban
sections only at initial stage of Concession. The summary of widening scheme
proposed is as below:
Sr. Widening Scheme Length Remarks
No.
1 Two lane with paved 199.733 TCS 1 and TCS 1 A in rural
shoulders Km stretches and TCS 5
2 4-lane divided carriageway 18.006 TCS 2 and TCS 6
with 1.5 M wide footpath Km
and RCC covered drain.
3 4- Lane divided carriageway 1.871 TCS 4
and approaches for ROB Km
without service road.
4 4- Lane divided carriageway 0.728 TCS 3
and approaches for VUP Km
with service roads and
drains.

6.4.1 Eccentric Widening (LHS or RHS):

Eccentric widening has been preferred which gives least interference to the traffic
during construction. The widening is proposed to be done as Typical Cross
Section for such option is adopted with the following provisions:
The advantages of this configuration are:
1. The proposed median will save many of the existing trees on the left/right
side of the existing road formation on which side the road is proposed to be
widened. The median will extend up to 4.5 m away from the existing
carriageway. This will cover a large number of the trees in the first row. As
already discussed, the first row has mostly thick girth trees offering large
shadows.
2. All the trees on the opposite side will be saved
3. The existing pavement will be used by the traffic in the first stage of the
construction. No diversions will be needed even for reconstruction of culverts
or other improvement works on the existing pavement during the subsequent
stage of construction, when the new pavement will be available for traffic
movement.

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6.4.2 Concentric Widening :

For 2-lane sections where existing earthen/gravel shoulders are being replaced
with paved shoulders, it has been analyzed that concentric widening of
carriageway is comparatively economical and easy in construction.

6.4.3 New Pavement :

Options of providing flexible and rigid pavements were evaluated by comparing
the life cycle cost over the design life period. Flexible pavement was found to be
more cost effective and is being proposed.
6.5 Traffic Safety Measures
Design of proper junctions, central median, service roads, foot paths, all other
measures such as guard rails, crash barriers, road signs, road marking, turn
lanes etc. have been provided as per road safety standards prescribed by
MoSRT&H. These have been shown in the drawing volume.
6.5.1 Pedestrian Guard Rails
To separate the traffic of main road and service road, the provision of Pedestrian
Guard Rails has been kept in urban sections where 4-lane road with service roads
has been proposed, at Shri Dungargarh in 1.25 Km length on both side of the
road.
6.5.2 Metal Beam Crash Barriers
The metal beam crash barriers are required in the 4-lane sections where the
height of embankment is more then 3.0m, in 9.1 km length.
6.6 Bridges And Culverts

The Project Highway stretch rarely has any natural surface water resources; as
such there is neither any major bridge nor any minor bridge on the existing
highway stretch. There are only six numbers of existing culverts out of which only
one slab culvert will need to be widened.
6.7 Interchange Grade Separated Structure
As per Analysis of turning movement traffic in accordance with IRC: 92-1985 no
interchange or Flyover is proposed.

6.7.1 Vehicular Underpass

One Vehicular underpass has been proposed for the project road as given in
Table below:
Proposed Vehicular Underpasses
Proposed span
Structure type

Total width of
configuration

the structure
arrangement
Intersecting

structural
Proposed

Proposed
Chainage

Name of
Design

Roads
S No.

(m)

(m)

Salasar
1 375.153 1x21 4 lane 21 21.5
road

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6.7.2 Railway Over Bridge

Two ROB structures have been proposed for the project road as given in Table
below:
Proposed ROB

Proposed span
Structure type

Total width of
configuration

the structure
arrangement
Intersecting

structural
Proposed

Proposed
Chainage

Name of
Design

Roads
S No.

(m)

(m)
4-
Lane 5 Spans
Railway ROB (2x15+2x
1 432.057 4 Lane 27
Line with 21.5+1x3
Footpa 0)
th
4-
Lane
5 Span:
Railway ROB
2 440.685 4 Lane (2x15+1x 27
Line with
32+2x15)
Footpa
th

6.8 Geometric Improvements

The existing carriageway have 7.00 M wide carriageway, with 2.5 M wide
gravel/earthen shoulders. The horizontal curves which are deficient either in
radius or in transition lengths and curve length have been improved. The vertical
curves which are deficient in curve length and gradients have also been
improved. The improvement of geometrics is necessary on National Highways for
safety and comfort of road users, even for low traffic volumes.

6.9 Alignment Improvement Alternatives

Improvement of existing alignment has been done in following ways which will
have significant beneficial impact in terms of
• Minimizing Displacement
• Reducing resistance to the project
• Minimize the impact on the existing trees/local environment.
• Maximum benefit in terms of road geometry, pavements, shoulders,
embankments etc
• Uninterrupted flow of through traffic along the Project stretch
• Avoid future possibility of installation of speed breakers by the local
administration/public
• Avoid adverse impacts of the crowded areas along the project stretch
• Provide scope for wayside amenities

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6.9.1 Improvement of existing Horizontal curves:

The table below shows list horizontal curves proposed to be improved.

Curves FROM KM 357 to KM 557.775

Length in
Sr. No. From Km To Km Km
1 357.600 358.200 0.600
2 359.300 359.500 0.200
3 360.300 360.630 0.330
4 361.800 362.080 0.280
5 363.130 363.430 0.300
6 365.460 365.700 0.240
7 367.110 367.300 0.190
8 368.000 368.300 0.300
9 372.085 372.300 0.215
10 378.200 378.540 0.340
11 379.665 380.000 0.335
12 380.700 381.000 0.300
13 389.550 390.050 0.500
14 390.600 390.740 0.140
15 391.400 391.650 0.250
16 392.400 392.600 0.200
17 393.800 394.000 0.200
18 394.200 394.600 0.400
19 396.000 396.280 0.280
20 399.000 399.240 0.240
21 399.900 400.100 0.200
22 401.000 401.130 0.130
23 403.400 403.565 0.165
24 403.800 404.000 0.200
25 404.450 404.765 0.315
26 409.070 409.300 0.230
27 411.140 411.365 0.225
28 411.760 412.000 0.240
29 428.300 428.500 0.200
30 431.365 431.600 0.235
31 432.570 432.830 0.260
32 433.645 433.915 0.270
33 437.370 437.540 0.170
34 438.600 442.100 3.500
35 445.945 446.175 0.230
36 461.900 462.400 0.500
37 470.450 470.677 0.227
38 475.000 475.300 0.300
39 484.753 485.000 0.247
40 491.950 492.200 0.250
41 493.380 493.600 0.220
42 494.075 494.272 0.197
43 505.220 505.600 0.380

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44 506.000 506.335 0.335

45 508.740 508.964 0.224
46 509.830 510.045 0.215
47 511.920 512.170 0.250
48 521.365 521.600 0.235
49 525.100 525.271 0.171
50 525.948 526.200 0.252
51 528.800 529.050 0.250
52 530.350 530.550 0.200
53 537.045 537.230 0.185
54 537.608 537.767 0.159
Total 17.207

Curves FROM CH 0 to CH. 19.563.

Length in
Sr. No. From Km To Km Km
1 1.500 1.900 0.400
2 2.700 3.000 0.300
3 4.200 5.400 1.200
4 5.800 6.600 0.800
5 9.100 10.800 1.700
6 13.500 13.700 0.200
7 13.700 14.000 0.300
8 14.600 15.100 0.500
9 15.900 16.900 1.000
Total 6.40

6.9.2 Rehabilitation, Improvement And Upgradation Of Road

Intersections
There are 42 numbers of junctions with left side cross roads and 46 numbers of
junctions with right side cross roads. Most of these left and right side roads are
Village roads. Out of these total 88 side road junctions 9 junctions are cross type
junctions. The major junctions involving MDR, SH and major Town access
municipal roads are 6 in numbers. Due to proposed modifications in road top
levels of the Project Highway, the same will need to be matched with side road
top levels.
6.10 Service Roads
From Km 398.375 to Km 557.775 the stretch has undivided carriageway except
from Km 492.544 to Km 493.800 in SriDugargarh town. In Shri Dungargarh town
1.5 M footpaths on both sides has been proposed. As the traffic volume on main
carriage is low, the same carriage can be used by local traffic also. The available
land in this part is only 45 M wide. This stretch is urban with residential and
commercial activities on both sides. It is not feasible to acquire additional land
and provide service road for local traffic in this stretch. Due to low traffic from
Km 398.375 to Km 557.775 no service road has been proposed for movement of
local traffic.
With proposed widening to 4-Four lane from Km 357 to Km 398.775 local traffic
of Laxmangarh and Fatehpur also does not require any separate service road.
6.11 New Bypass

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The existing Project Highway is already bye passing the towns viz, Laxmangarh,
Fatepur, Rajaldesar, Ratangarh and Shri Dugargarh, As such there is no need to
provide any bye pass for these towns.
6.12 Utility Corridor
2m wide Utility Corridor has been proposed along proposed ROW on both sides
throughout the project corridor. All utilities coming under proposed ROW have
been shifted to utility corridor.Due to limitations of available ROW in Municipal
towns the width available for Utility Corridor in 4- Lane sections will be less then
2.00 M in RHS. But in LHS the required width will be available in throughout the
stretch.
6.13 User Facilities
6.13.1 Rest Areas & Truck Lay Bays
Following Rest areas have been proposed along project highway to provide safe &
comfortable journey. Due consideration has been given to the requirements of
different class of road users including truck drivers & Truck Lay by have been also
proposed at above locations.
Proposed Rest Areas
Existing
S. Design Chainage
Chainage Location Side
No. (Ch.)
(Km)
1 406.700 406+200 Rohal Sahabsar LHS

Proposed Truck Lay Bays

Existing
Design Chainage
S.No. Chainage Location Side
(Ch.)
(Km)
1 387.716 387+162 near Alkhpura LHS

2 394.236 393+700 Ragunathpura RHS

3 408.700 406+400 Rohal Sahabsar LHS

4 420.792 420+271 Tidiyasar LHS

5 530.900 531+000 Gusaisar LHS

6.13.2 Bus Lay Bays

List of Proposed Bus bays on project road

Existing
Design Chainage
S.No. Chainage Location Side
(Ch.)
(Km)
1 387.800 387+300 near Alkhpura RHS

2 372.660 372+100 Laxmangarh LHS

3 406.800 406+265 Rohal Sahabsar RHS

4 433.950 433+441 Ratangarh LHS

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5 446.500 446+114 Rajaldesar LHS

6 470.100 469+835 Kitasar LHS

7 493.600 493+517 Shri Dugargarh RHS

6.13.3 Traffic Aid Post

For assistance to road users and smooth operation during patrolling,
management of traffic congestions, management of smooth flow of traffic, a
traffic aid post has been proposed as listed below:
Proposed Traffic Aid Post
Existing
S. Design Chainage
Chainage Location Side
No. (Ch.)
(Km)
1 530.540 530.450 Rohal Sahabsar RHS

6.13.4 Highway Lighting

6.13.5 Toll Plaza

Toll Plazas proposed are listed as below:

Sr. No. Existing Design Location Lanes

Km Chainage
1 Km 362.463 Rasheedpura 4+4 Lane
362.500
2 Km 419.700 Tidiyasar 4+4 Lane
420.200
3 Km 532.524 Gusaisar 4+4 Lane
532.500

6.13.6 Highway Traffic Management System (HTMS)

Improvement and widening of this road section with good design alone is not
sufficient to meet the international standards, continuous monitoring, proper
traffic management, efficient traffic control and management measures are also
necessary.
A real time system working round the clock shall be established for informing the
road users of the road, traffic, and weather conditions on the project highway;
for making interventions as required for smooth, safe and efficient traffic
operation; and for providing rescue and relief to the users in distress. The system
shall be capable of (i) acquisition of data from various sources such as the road,
the users, the maintenance and operation patrol, the ambulance, and the
intervention team (ii) three way communication between the data source and a
Central Control Room, the Control Room and the data sources and display units,
and between the maintenance and operation teams, through a transmission

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system, and (iii) A Central Control Room to process all data and control the
highway operation.

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(1) Data acquisition system

This shall consist of (a) Automatic Vehicle Counter and Classifier (AVCC), with an
in-road loop detectors installed at each toll plaza as well as one in each
homogeneous section, (b) Video cameras installed on road with such pan and tilts
that a length of 2 km road is captured for video monitoring of traffic, (c)
Emergency Call Boxes installed at every 2 km to enable any user to be instantly
in contact with the Control Room, (d) Meteorological sensors for capturing data
on temperature, weather, wind, (e) Mobile radios for patrol vehicles and
ambulances to be in communication with Central Control Room and among
themselves.

(2) Transmission System

This shall consist of a backbone Optical Fiber Transmission system, cable system,
interface system, network management system, repeater / amplification system,
and power supply system. There shall be 3 or 4 sub-centres (as appropriate)
housing all the interface equipment apart from the Control Centre, provided with,
as appropriate, cables, interface, terminals (such as optical line terminals and
interface, network management system equipment, optical fiber cable interlace
equipment and control centre interface equipment, data acquisition system
interface, etc). The cables from ECBs, VMS, meteorological data systems, AVCC
shall be Polythene Insulated Jelly filled (PIJF) copper cables and those from CCTV
cameras shall be coaxial cables. Repeaters! amplifiers shall be used to maintain
the quality of signals. All the cables shall have at least 20 % spare capacity to
allow for expansion. The interface system shall be capable of handling the
composite audio, video and data signals at various interlace levels and process
them.

(3) Central Control Room (Control Centre)

The Central Control Room (CCR) shall be the repository of all the data acquired
from the field and their processing, storing, and archiving. All the information for
real time monitoring of the project highway shall be generated at the CCR and
the relevant information shall be disseminated to the users through Variable
message signs, and to the operation and management teams through mobile
radio communication system for appropriate intervention. Another important
function to be performed at the Control centre shall be the operation and
management of the HTMS itself along with its various sub systems.

CCR shall have the following minimum equipment, hardware and software:

• A Central Computer Server with integrated HTMS and HTMS

software
• A Traffic Manager’s Terminal for operation of the integrated traffic
• management system
• Call system equipment comprising Operator PC along with sub-
systems and digital voice recorder.
• Mobile radio terminal comprising Operator PC and engineering
terminal
• Computers for Network Management System (NMS) for Fiber Optic

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• Communication System
• CCTV Console Equipment
• Computers for VMS, AVCC, MET, Traffic Control
• A large size screen
• A line Printer
• An Office Computer

• A Power Supply and back up system

(4) Dissemination of information:

Information generated at the Control Centre shall be disseminated in the

following manner:

(a) To the users: By displays on the Variable Message signs, via Internet web
pages, and by creating a node at the way side amenities to display the
relevant information.
(b) To the Operation and maintenance teams: By mobile phones
(c) To the ambulances: By mobile phones
(d) To the Trauma centers: Via ambulances.

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CHAPTER – 7
TRAFFIC SURVEY, ANALYSIS AND FORE CAST

7.0 Introduction

Traffic is one of the most important components of road project feasibility study.
The study of traffic & travel characteristics is conducted to assess the nature and
magnitude of traffic problems on the project road. A correct assessment of the
existing traffic condition along with past traffic flow trends forms a basis for
further analysis of estimation of traffic flow for the horizon years. As the travel is
the derived demand due to interaction of numerous socio economic activities, it is
also imperative to study the growth of the socio-economic, demographic profiles
in the project area influencing the travel demand.
Presently traffic facilities on the project road in terms of pedestrian sidewalk in
urban area, access control, road signage and markings are non-existent or at
best highly deficient.
Certain sections on the road, heavy movement of goods traffic poses serious
problems of traffic operation resulting in high degree of traffic congestion. Other
problems along the highway are inadequate sight distance, poor road geometrics,
kerb side parking, and non-conforming land use activities along the roadside and
other encroachments within right of way.
Keeping these in view, utmost and judicious care has been taken to organize
various logistics to study the traffic and travel characteristics on the project road.
This would enable to plan and design the project road to meet future traffic
requirements and ensure safe and efficient movement of traffic for horizon years.
Traffic data is one of the important inputs required for a highways project. This
chapter deals with various traffic studies carried out and the analysis of the data
obtained from these studies.
The following traffic studies have been carried out for the project.
(i) Classified traffic volume counts for 7 days and 24 hours duration
(ii) Turning movement count survey
(iii) Axle load survey
(iv) Pedestrian And Cattle Cross Count Survey
The locations of traffic surveys have been given in Chapter 4 of this report.
The detailed analysis of directional traffic, composition of traffic has been
provided with” First Traffic Survey and Alignment Report”. The traffic Projections
has been given in “Supplementary Inception Report”. To confirm the data and
eliminate errors if any and also as per terms of the TOR the classified volume
counts all count stations has been repeated after one month. The Tollable traffic
has been counted separately to analyze the revenue collections and Financial
Analysis of the Project.

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7.1 Classified Volume Counts

7.1.1 Methodology

Classified volume counts were conducted at two locations as indicated above, in

accordance with IRC: 9-1972. After studying the road network and pattern of
traffic movement in the project area, selection of above mentioned two survey
locations were made and mentioned in the Inception Report.
A seven day, 24 hour manual hand tally count has been carried out for each
location. PCU values proposed for the design along with that given in IRC: 106-
1990 for Urban Roads and IRC: 108-1996 for Rural Roads is given in Table 7.1.
Table 7.1: PCU Factors as per IRC and Designed

Equivalent PCU factors

Urban Roads (Ref. IRC: Rural
Propose
106-1990) Roads
d for
Percentage composition of
Vehicle type (Ref IRC: project
Vehicle type in traffic
108- section
stream
1996)
5% 10% and above
FAST VEHICLES

1. Motor Cycle, Scooter, etc. 0.50 0.75 0.50 0.50

2. Passenger Car, Pickup Van 1.00 1.00 1.00 1.00
3. Auto-rickshaw 1.20 2.00 1.00 1.00
4. Light commercial vehicles 1.40 2.00 1.50 1.50
5. Mini Bus - - - 1.50
6. 2-Axle Truck or Bus 2.20 3.70 3.00 3.00
7. 3-Axle Truck 3.00
8. MAV - - 4.50 4.50

9. Agricultural tractor - - 1.50 1.50

10. Agricultural tractor trailer 4.00 5.00 4.50 4.50
SLOW VEHICLES

11. Cycle 0.40 0.50 0.50 0.50

12. Cycle rickshaw 1.50 2.00 2.00 2.00

13. Animal drawn vehicle 1.50 2.00 4.00 4.00

14. Hand Cart 2.00 3.00 3.00 3.00

16. Others (e.g. Jugad) - - - 4.00

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7.1.2 Seasonal Variation Factor (SVF)

Seasonal variation in the traffic occurs due to various businesses, agricultural and
other activities. The traffic counts were carried out in the month of December &
February, which is not a peak period. The higher traffic is generally observed
during April-May months (Crop harvesting and marketing period). This factor
cannot be evaluated directly in the absence past traffic census data on monthly
basis.

Fuel consumption survey along the project road was conducted and details
regarding sale of Diesel and Petrol from December, 08 to November, 09 recorded
at different outlets along NH-11 between Sikar and Bikaner were collected.

The variation in the total sale of Petrol and Diesel in the project area could be one
of the tools to find this factor. Analysis of this data shows that the seasonal
variation factor for December & February is 1.00, 0.96 respectively. The same
has been adopted to calculate AADT.

The seasonal variation factors for different months are tabulated as below:

Table 7.2: Seasonal Variation Factor (SVF)

MS+HSD
Month SVF
(litres)
Dec-08 340900.20 1.00
Jan-09 303578.11 1.12
Feb-09 356268.94 0.96
Mar-09 369070.91 0.92
Apr-09 378175.90 0.90
May-09 325018.06 1.05
Jun-09 313176.11 1.09
Jul-09 350272.97 0.97
Aug-09 302292.15 1.13
Sep-09 347645.98 0.98
Oct-09 358671.96 0.95
Nov-09 341360.00 1.00

Average 340535.94

7.1.3 Annual Average Daily Traffic (AADT)

After applying the seasonal variation factor to the Average Daily Traffic (ADT) of
December & February to the 1st & 2nd Traffic Survey the Annual Average Daily
Traffic (AADT) thus calculated was compared and it is observed that there is a

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slight variation in AADT (nos) which is quite obvious. Thus for the safe purpose
the lower side AADT (from 1st Traffic Survey) has been considered for financial
and capacity calculations.

Table 7.3: AADT Summary for 1st & 2nd Traffic Survey

In Terms of AADT (no.) In Terms of AADT (PCU)

S. Tollable Vehicles Total Vehicles Tollable Vehicles Total Vehicles

Location
No 1st 2nd 1st 2nd 1st 2nd 1st 2nd
Traffic Traffic Traffic Traffic Traffic Traffic Traffic Traffic
Survey Survey Survey Survey Survey Survey Survey Survey
1 km 362.000 5877 6918 7516 9097 9447 13981 10729 15910

2 km 394.400 8799 8606 10643 10218 17594 18737 19170 20048

3 km 398.350 5519 5398 8310 7978 10209 10872 13096 13696

4 km 420.000 2799 2835 3121 3241 5080 5829 5638 6410

5 km 447.000 2629 3224 3009 3804 5153 6590 5738 7321

6 km 471.500 2559 3138 2877 3637 5009 6406 5598 7143

7 km 493.000 3783 4639 5699 7205 6649 8503 8836 11274

8 km 522.000 3417 3468 3791 4168 6463 7383 6983 8143

9 km 532.500 3444 3495 3845 4227 6495 7420 7338 8557

10 km 553.000 3246 3294 4043 4445 5959 6808 6804 7934

7.1.4 Directional Traffic Distribution

The study reflects that traffic is almost equally distributed in both directions, from
Bikaner to Sikar and from Sikar to Bikaner directions.

7.1.5 Traffic Composition

The detailed pattern of composition of traffic has been appended with “First
Traffic Survey Report.” The composition varies in different traffic sections.

7.1.6 Traffic Homogeneous Sections

Depending upon the traffic volume and turning traffic from junctions with other
important roads, the whole Project Highway has been divided in to three
homogenous sections with average AADT as listed below:

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Table 7.4: Traffic Homogenous Section

Traffic Homogenous Section
Av.
(in km)
Section AADT Av. PCU
Location Remarks
No. (Nos) (2009)
From To Length (2009)

From
Average of
Sikar to
1 340.188 375.732 38.431 7516 10729 Traffic at
MDR-02
Km 362.000
Junction

From Average of
MDR-02 Traffic at
2 375.732 398.375 22.643 9477 16133 Junction Km 394.400
to NH-65 &
Junction Km 398.350

Average of
From NH-
Traffic at
65
Km 420.000,
3 398.375 492.440 94.065 3002 5658 Junction
Km 447.000
to SH-6A
&
Junction
Km 471.500

Average of
From SH- Traffic at
6A km 493.000,
4 492.440 557.775 65.335 4345 7490 Junction km 522.000,
to End km 532.500
point &
km 553.000

Total 220.338

7.1.7 Traffic at Toll Plaza

For the purpose of Tolling, the Project Highway has been proposed with three Toll
stretches with one Toll Plaza for each Toll section. The traffic volume and its
projections at Toll Plaza are used for calculation of revenue from Tolling, period of
Concession and for viability of the Project. For the purpose of calculations of
capacity augmentation of the road, it is more logical to consider average traffic
(AADT) of the homogeneous stretch under consideration.

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Table 7.5: Tollable Traffic at Toll Plaza Location

Toll Plaza Design AADT (nos.) AADT (PCU)

S. No. Existing Km
location Chainage (2009) (2009)

1 Rasidpura 362.500 362.463 5877 9447

2 Tidiyasar 420.200 419.700 2799 5080

3 Gusaisar 532.500 532.524 3444 6495

7.1.8 Toll Sections

The toll sections have been proposed are as below;

Table 7.6: Toll Plaza Sections

Toll Section Toll Section

S. Length
Location Remarks
No. From In Ch.
To Km From Ch. To Ch.
Km
Sikar to Rol 2- Lane divided
1 340.188 411.000 340.188 410.482 74.000
Sahabsar section
Rol Sahabsar 2-lane with
2 411.000 484.00 410.482 483.887 73.000 to Shri paved
Dungargarh shoulders
2-lane with
Shri paved
3 484.00 557.775 483.887 557.775 73.775 Dungargarh shoulders and
to Bikaner 4-lane in urban
1.25 Km

7.2 Turning Movement Count Survey

Turning movement survey has been conducted at important junctions to

understand the nature and quantum of turning movements. The study is helpful
in understanding the percentage of traffic getting diverted as well as to help the
design of intersections. The analysis of Turning Movement Count Survey reflects
hourly variation in traffic, its composition, peak hourly flow and turning traffic.
The data of the Turning Movement Count Survey reveals that major traffic at the
junctions is through traffic in nature and it is in accordance with the data
collected from Volume Count Survey. The peak hour volumes at different
intersections in terms of No. of vehicles & PCU are presented in Table 7.7.

Table 7.7: Total Inbound Peak hour traffic volume at intersections

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Peak Hour Volume

S. No Location Type Category Peak Hour
Fast Slow Total
Km 372.800 veh/hr 961 38 999
1 Laxmangarh City Road T 16.00-17.00
PCU 1082 76 1158
Junction
Km 375.600 veh/hr 1152 23 1175
2 Towards Salasar T 17.00-18.00
PCU 1749 55 1804
(MDR-02) Junction
Km 375.800 veh/hr 1216 57 1273
3 Laxmangarh City Road T 11.00-12.00
PCU 1553 141 1694
Junction
Km 395.250 veh/hr 1437 37 1474
4 Fatehpur City Road T 18.00-19.00
PCU 1842 59 1900
Junction
Km 398.400 veh/hr 658 27 685
5 Towards Churu (NH- T 16.00-17.00
PCU 848 53 900
65) Junction
Km 429.600 veh/hr 300 14 314
6 Towards Salasar (SH- T 16.00-17.00
PCU 463 21 484
7) Junction
Km 434.000 veh/hr 661 18 679
7 Mega Highway + 17.00-18.00
PCU 954 27 981
Crossing
Km 492.600 veh/hr 531 28 559
Towards Sardarshahar,
8 T 17.00-18.00
Tara Nagar (SH-6A) PCU 697 59 756
Junction
Km 493.800 veh/hr 1958 180 2138
9 T 17.00-18.00
MDR-38 Junction PCU 2612 331 2943
Km 553.800 veh/hr 687 82 769
10 NH-89 & NH-15 + 16.00-17.00
PCU 1233 183 1416
Bypass Crossing

7.3 Axle Load Survey

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An axle load survey has been conducted at all proposed Toll Plaza locations. The
sample size for each category is more than 10% of classified traffic volume of
Buses, LCV, 2-Axle Trucks, 3-Axle Trucks and MAV. A calculation of VDF (vehicle
damage factors) has been done as per Equivalency Factors given in IRC-37-2001.
The final results are tabulated as under:

Table 7.8: Summary of One Day Axle Load

S. Date of % Sample
Location Category ADT VDF Values
No. Survey of ADT
Bus 12.00% 577 0.78

LCV 15.00% 791 0.65

2-Axle
1 km 362.000 11/12/2009 25.35% 477 5.75
Truck
3-Axle
28.65% 316 5.12
Truck
MAV 17.58% 116 4.50

Bus 12.52% 410 0.75

LCV 17.50% 180 0.62

2-Axle
2 km 420.000 12/12/2009 23.50% 266 5.20
Truck
3-Axle
21.00% 288 5.00
Truck
MAV 18.95% 70 4.25

Bus 15.60% 420 0.70

LCV 19.25% 551 0.68

2-Axle
3 km 532.500 14/12/2009 25.50% 419 5.50
Truck
3-Axle
18.54% 332 5.10
Truck
MAV 20.12% 109 4.45

7.4 Pedestrian And Cattle Cross Count Survey

This survey has been conducted as specifications of TOR and provisions IRC SP:
19-2001, at all important locations to analyze the requirements of Pedestrian
under pass, Footpath, Pedestrian Guard rails, Railings, Zebra Crossings etc. The
peak hour counts have been summarized in Table below:

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Table 7.9: Summary of Pedestrian/Cattle Cross Count Survey

Total Count Peak Hour
S. No. Location Category Peak Hour
(nos.) Count(nos.)
Pedestrian 437 09:00-10:00 70
1 Km 361.000
Cattle 81 11:00-12:00 11

Pedestrian 425 52
2 Km 364.000 11:00-12:00
Cattle 120 15

Pedestrian 1663 17:00-18:00 173

3 Km 373.000
Cattle 131 13:00-14:00 23

Pedestrian 160 32
4 Km 387.800 08:00-09:00
Cattle 137 22

Pedestrian 450 62
5 Km 393.250 11:00-12:00
Cattle 212 28

Pedestrian 564 16:00-17:00 62

6 Km 406.800
Cattle 602 08:00-09:00 143

Pedestrian 39 12
7 Km 431.000 12:00-13:00
Cattle 34 11

Pedestrian 132 14:00-15:00 22

8 Km 447.000
Cattle 271 08:00-09:00 53

Pedestrian 145 08:00-09:00 28

9 Km 471.100
Cattle 69 10:00-11:00 13

Pedestrian 870 08:00-09:00 126

10 Km 480.000
Cattle 907 14:00-15:00 149

Pedestrian 1338 08:00-09:00 162

11 Km 493.600
Cattle 454 12:00-13:00 80

Pedestrian 209 37
12 Km 522.100 14:00-15:00
Cattle 314 72

Pedestrian 932 116

13 Km 531.000 16:00-17:00
Cattle 588 71

Pedestrian 703 08:00-09:00 82

14 Km 540.000
Cattle 732 10:00-11:00 86

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7.5 Traffic Forecast

7.5.1 Introduction

Adopting the well known elasticity method, traffic forecast has been carried out
to estimate the traffic growth by vehicle type. The time horizon considered for
the study is up to year 2040. While the forecast is considered to be reliable for a
period of 10 years, the forecast beyond 10 years can only be indicative, as there
are certain policy variables that could change in long run and can not be
predicted based on the past performance.

7.5.2 Methodology

The data collection for calculating growth rate plays a vital role for calculating the
traffic projections as it affects the future predictions. The prediction of future
growth rate is just a rational approach and actual results may vary in future.
Traffic growth rates to be used subsequently for forecasting traffic on the project
road, have been estimated by adopting the “Elasticity of Transport Demand
method”. This method relies on the correlation between

• The past trends in traffic on the project road/vehicle registration in the

state, and

• Time series data on national income (NNP), state income (NSDP), per
capita income (PCI) and projected population of state.

The projected growth rates worked out for major vehicle groups, namely,
car/jeep, two-wheelers, three-wheelers, buses, trucks and Tractors & Trailers
were moderated based on future economic prospects of the project influence
area. Using the above mentioned method the estimated growth rates are as
under:

Table 7.10: Growth Rate of Traffic as per IRC SP-19, Econometric Model
Tractors
Car / 2 3
Year Buses Truck &
Jeep Wheelers Wheelers
Trailers
2011-2015 8.52% 8.72% 7.62% 6.07% 7.36% 4.40%

2016-2020 7.67% 7.85% 6.86% 5.47% 6.62% 3.96%

2021-2025 6.90% 7.06% 6.17% 4.92% 5.96% 3.56%

2026-2030 6.21% 6.36% 5.56% 4.43% 5.36% 3.21%

2031-2035 5.59% 5.72% 5.00% 3.99% 4.83% 2.89%

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7.5.3 Adopted Growth Rate

Further irrespective of estimated growth rates, the final adopted growth rate is
5% at any instance of time as per terms of TOR and Four Laning Manual. The
same is applied for Traffic Projections & Capacity Analysis.

Table 7.11: Final Adopted Growth Rate

Tractors
Car / 2 3
Year Buses Truck &
Jeep Wheelers Wheelers
Trailers
2011-2015 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%

2016-2020 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%

2021-2025 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%

2026-2030 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%

2031-2035 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%

7.6 Traffic Projections

Traffic projections in terms of PCU at Major Intersections, Toll Plaza locations &
Traffic Homogenous Sections are discussed under this head.

7.6.1 Traffic Projections at Major Intersections

Total inbound Peak-hour traffic at all major intersections has been projected for
the growth rate of 5% for a period up to year 2040 and presented in Table 7.12.

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Table 7.12: Total Inbound Peak Hour Traffic Projections (In PCU) at Major Intersections
S. Km Km Km Km Km Km Km Km Km Km
Year
No. 372.800 375.600 375.800 395.250 398.400 429.600 434.000 492.600 493.800 553.800
1 2009 1158 1804 1694 1900 900 484 981 756 2943 1416

2 2010 1216 1894 1779 1995 945 508 1030 794 3090 1487

3 2011 1277 1989 1868 2095 992 534 1082 833 3245 1561

4 2012 1341 2088 1961 2199 1042 560 1136 875 3407 1639

5 2013 1408 2193 2059 2309 1094 588 1192 919 3577 1721

6 2014 1478 2302 2162 2425 1149 618 1252 965 3756 1807

7 2015 1552 2418 2270 2546 1206 649 1315 1013 3944 1898

8 2016 1629 2538 2384 2673 1266 681 1380 1064 4141 1992

9 2017 1711 2665 2503 2807 1330 715 1449 1117 4348 2092

10 2018 1796 2799 2628 2948 1396 751 1522 1173 4566 2197

11 2019 1886 2939 2759 3095 1466 788 1598 1231 4794 2307

12 2020 1981 3085 2897 3250 1539 828 1678 1293 5034 2422

13 2021 2080 3240 3042 3412 1616 869 1762 1358 5285 2543

14 2022 2184 3402 3194 3583 1697 913 1850 1426 5549 2670

15 2023 2293 3572 3354 3762 1782 958 1942 1497 5827 2804

16 2024 2407 3750 3522 3950 1871 1006 2039 1572 6118 2944

17 2025 2528 3938 3698 4147 1965 1057 2141 1650 6424 3091

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S. Km Km Km Km Km Km Km Km Km Km
Year
No. 372.800 375.600 375.800 395.250 398.400 429.600 434.000 492.600 493.800 553.800
18 2026 2654 4135 3883 4355 2063 1109 2248 1733 6745 3245

19 2027 2787 4342 4077 4573 2166 1165 2361 1819 7083 3408

20 2028 2926 4559 4281 4801 2274 1223 2479 1910 7437 3578

21 2029 3073 4787 4495 5041 2388 1284 2603 2006 7809 3757

22 2030 3226 5026 4719 5293 2507 1348 2733 2106 8199 3945

23 2031 3387 5277 4955 5558 2633 1416 2870 2211 8609 4142

24 2032 3557 5541 5203 5836 2764 1487 3013 2322 9039 4349

25 2033 3735 5818 5463 6128 2903 1561 3164 2438 9491 4567

26 2034 3921 6109 5736 6434 3048 1639 3322 2560 9966 4795

27 2035 4117 6414 6023 6756 3200 1721 3488 2688 10464 5035

28 2036 4323 6735 6324 7094 3360 1807 3663 2822 10988 5287

29 2037 4540 7072 6641 7448 3528 1897 3846 2964 11537 5551

30 2038 4766 7426 6973 7821 3705 1992 4038 3112 12114 5828

31 2039 5005 7797 7321 8212 3890 2092 4240 3267 12719 6120

32 2040 5255 8187 7687 8622 4084 2196 4452 3431 13355 6426

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7.6.2 Traffic Projections at Toll Plaza Locations

Total traffic at toll plaza locations (i.e. Km 362.000, Km 420.000 & Km
532.500) in terms of AADT (Nos. & PCU) has been projected for the growth
rate of 5% for a period up to year 2040 and presented in Table 7.13.

Table 7.13: Traffic Projections at Toll Plaza Locations

Total Traffic Total Traffic
AADT (Nos.) AADT (PCU)
S. No. Year
Km Km Km Km Km Km
362.000 420.000 532.500 362.000 420.000 532.500
1 2009 7516 3121 3845 10729 5638 7338

2 2010 7892 3277 4037 11265 5920 7705

3 2011 8286 3441 4239 11829 6216 8090

4 2012 8701 3613 4451 12420 6527 8495

5 2013 9136 3794 4674 13041 6853 8919

6 2014 9593 3983 4907 13693 7196 9365

7 2015 10072 4182 5153 14378 7555 9834

8 2016 10576 4392 5410 15097 7933 10325

9 2017 11105 4611 5681 15852 8330 10842

10 2018 11660 4842 5965 16644 8746 11384

11 2019 12243 5084 6263 17476 9184 11953

12 2020 12855 5338 6576 18350 9643 12550

13 2021 13498 5605 6905 19268 10125 13178

14 2022 14173 5885 7250 20231 10631 13837

15 2023 14881 6179 7613 21243 11163 14529

16 2024 15625 6488 7993 22305 11721 15255

17 2025 16406 6813 8393 23420 12307 16018

18 2026 17227 7153 8813 24591 12922 16819

19 2027 18088 7511 9253 25821 13569 17660

20 2028 18993 7887 9716 27112 14247 18543

21 2029 19942 8281 10202 28467 14959 19470

22 2030 20939 8695 10712 29891 15707 20443

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Total Traffic Total Traffic

AADT (Nos.) AADT (PCU)
S. No. Year
Km Km Km Km Km Km
362.000 420.000 532.500 362.000 420.000 532.500
23 2031 21986 9130 11248 31385 16493 21466

24 2032 23086 9586 11810 32954 17317 22539

25 2033 24240 10066 12401 34602 18183 23666

26 2034 25452 10569 13021 36332 19092 24849

27 2035 26724 11097 13672 38149 20047 26092

28 2036 28061 11652 14355 40056 21049 27396

29 2037 29464 12235 15073 42059 22102 28766

30 2038 30937 12846 15827 44162 23207 30204

31 2039 32484 13489 16618 46370 24367 31714

32 2040 34108 14163 17449 48689 25585 33300

7.6.3 Traffic Projections at Traffic Homogenous Section

As mentioned above the whole project corridor is divided into four
homogenous sections. The Traffic Projections in terms of AADT (Nos. & PCU)
has been projected for the growth rate of 5% for a period up to year 2040
and presented in Table 7.14.

Table 7.14: Traffic Projections at Homogenous Section

Traffic Homogenous Sections

S. Section 1 Section 2 Section 3 Section 4
Year
No.
AADT AADT AADT AADT AADT AADT AADT AADT
(Nos.) (PCU) (Nos.) (PCU) (Nos.) (PCU) (Nos.) (PCU)
1 2009 7516 10729 9477 16133 3002 5658 4345 7490

2 2010 7892 11265 9951 16940 3152 5941 4562 7865

3 2011 8286 11829 10448 17787 3310 6238 4790 8258

4 2012 8701 12420 10971 18676 3475 6550 5030 8671

5 2013 9136 13041 11519 19610 3649 6877 5281 9104

6 2014 9593 13693 12095 20590 3831 7221 5545 9559

7 2015 10072 14378 12700 21620 4023 7582 5823 10037

8 2016 10576 15097 13335 22701 4224 7961 6114 10539

9 2017 11105 15852 14002 23836 4435 8359 6420 11066

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Traffic Homogenous Sections

S. Section 1 Section 2 Section 3 Section 4
Year
No.
AADT AADT AADT AADT AADT AADT AADT AADT
(Nos.) (PCU) (Nos.) (PCU) (Nos.) (PCU) (Nos.) (PCU)
10 2018 11660 16644 14702 25028 4657 8777 6741 11619

11 2019 12243 17476 15437 26279 4890 9216 7078 12200

12 2020 12855 18350 16209 27593 5134 9677 7431 12810

13 2021 13498 19268 17019 28973 5391 10161 7803 13451

14 2022 14173 20231 17870 30421 5661 10669 8193 14124

15 2023 14881 21243 18764 31942 5944 11202 8603 14830

16 2024 15625 22305 19702 33539 6241 11763 9033 15571

17 2025 16406 23420 20687 35216 6553 12351 9485 16350

18 2026 17227 24591 21721 36977 6881 12968 9959 17167

19 2027 18088 25821 22808 38826 7225 13617 10457 18026

20 2028 18993 27112 23948 40767 7586 14297 10980 18927

21 2029 19942 28467 25145 42806 7965 15012 11529 19873

22 2030 20939 29891 26403 44946 8363 15763 12105 20867

23 2031 21986 31385 27723 47193 8782 16551 12710 21910

24 2032 23086 32954 29109 49553 9221 17379 13346 23006

25 2033 24240 34602 30564 52031 9682 18248 14013 24156

26 2034 25452 36332 32092 54632 10166 19160 14714 25364

27 2035 26724 38149 33697 57364 10674 20118 15449 26632

28 2036 28061 40056 35382 60232 11208 21124 16222 27964

29 2037 29464 42059 37151 63243 11768 22180 17033 29362

30 2038 30937 44162 39009 66406 12357 23289 17885 30830

31 2039 32484 46370 40959 69726 12974 24454 18779 32371

32 2040 34108 48689 43007 73212 13623 25676 19718 33990

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7.7 Capacity Analysis

7.7.1 Capacity Augmentation requirements

The design service volume for Level of service – B for a two/four lane road
are:
(i) 2-lane with earthen shoulder (Manual for 2-Laning) = 15000 PCU/day
(ii) 2-lane with paved shoulder (Manual for 2-Laning) = 18000 PCU/day
(iii) 4-lane with paved shoulder (IRC-SP:84-2009) = 40,000 PCU/day

The design service volume for Level of service - C for a two/four lane road
are:
(i) 2-lane with earthen shoulder (Manual for 2-Laning) = 21000 PCU/day
(ii) 2-lane with paved shoulder (Manual for 2-Laning) = 25200 PCU/day
(iii) 4-lane with paved shoulder (IRC-SP:84-2009) = 60,000 PCU/day

7.7.2 Capacity Analysis for Existing Road

The level of service for existing road (2-lane with earthen shoulder) is at LOS
B and by the year 2017 it will reach to LOS C.

7.7.3 Capacity Analysis for Proposed Road

The LOS of proposed road (2-lane with paved shoulder) follows as:

Table 7.15: Capacity Augmentation period for Proposed and Existing

Project Highway with 5% Growth Rate

Traffic Homogeneous Sections

Level of
Project Facility Km Km 375.732 Km 398.357 Km 492.440
Service
340.188to to to to
Km 375.732 Km 398.357 Km 492.440 Km 557.775

2-Lane + LOS B 2015 (14378) Reached 2028 (14297) 2023 (14830)

Earthen Shoulder
LOS C 2022 (20231) 2023 (20590) 2035 (20118) 2030 (20867)

2-Lane + Paved LOS B 2019 (17476) 2011 (17787) 2032 (17379) 2026 (17167)
Shoulder
LOS C 2026 (24591) 2018 (25028) 2039 (24454) 2033 (24156)

4-Lane + Paved LOS B - - - -

Shoulder
LOS C - - - -

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CHAPTER – 8

PROPOSED PAVEMENT DESIGN

8.1 General

The pavement existing thorough out the project length is flexible in nature.
The project envisages widening to two lanes with paved shoulder of the
existing 2-lane carriageway for augmenting the capacity of the project road
and significantly extending its service life. Four and six lane carriageway is
suggested at certain stretches to further enhance the capacity of project.
Pavement Design includes strengthening of existing 2-lanes by providing
appropriate bituminous overlay thickness.

The general design procedure for the flexible pavement for the proposed road
from Sikar to Bikaner both for widened portion as new construction as well as
strengthening of existing carriageway has been followed as per the guidelines
of IRC: 37-2001 – “Guidelines for the design of flexible pavements” and IRC:
81-1997- “Guidelines for Strengthening of flexible road pavements using
Benkelman Beam Deflection Technique” respectively. For the pavement
design, the information is required with regard to the parameters such as
volume of traffic, pavement condition; borrow area soil characteristics and
properties of the existing subgrade. Growth rate is required to predict the
traffic over the design life and axle load spectrum is necessary to calculate
the Vehicle Damage Factor (VDF) for the design traffic calculations.

Based on the evaluation of the functional and structural properties of the

existing pavement, subgrade strength and traffic requirements, the pavement
design can be divided into two parts:

1. Design of the new pavement

2. Design of the overlay for existing pavement

New pavement design is based on the design traffic (msa) and the subgrade
strength, however the overlay design will vary for each homogenous sections
based on its structural and functional adequacy.

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8.2 Homogenous Sections

Homogenous sections are decided based on the Traffic, Test Pit Data,
Pavement Condition Survey and Benkelman Beam Deflection (BBD) Testing.
Based on the traffic surveys conducted by the consultants in December 2009
and February 2010, it was concluded that the entire project length has been
divided into four homogeneous traffic sections which is given in Table 1.

Table 1: Traffic Homogeneous section

Sr. Chainage Average

No From (ch.) To ( ch.) ADT(nos)

1 340.188 375.732 7516

2 375.372 398.375 9477
3 398.375 492.440 3002
4 492.440 557.775 4345

Detailed pavement condition survey of the project road was carried out in the
month of November 2009, by both visual inspection and instrumental
measurements of the condition indicators like deflection. Benkelman Beam
Deflection testing and Test Pit Evaluation was done at every 6th and 3rd
kilometer respectively for structural evaluation of the existing pavement. The
details of BBD Testing are given in Appendix 1. Cumulative Difference
Approach (CDA) as described in AASHTO guide for Pavement Design (1993)
was used to analyze the BBD data for delineating homogeneous sections with
respect to Characteristic Deflection. Figure 1 shows the Cumulative
Difference vs. Chainage with respect to BBD and Table 2 shows the
homogeneous section, which has been made based on Cumulative difference
approach after analysing the BBD data.

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BBD Cumulative Difference

1.5000
1.0000
Cumulative Difference

0.5000
0.0000
357.000

377.000

397.000

417.000

437.000

457.000

477.000

497.000

517.000

537.000

557.000
-0.5000
-1.0000
-1.5000
-2.0000
-2.5000
Km

Figure 1 Cumulative Difference Approach for BBD Data Analysis

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Table 2: Homogeneous section (Based on BBD Data)

Homogeneous
Section From (km) To (km)

1 340.188 377.75

2 377.75 395.75

3 395.75 527.75

4 527.75 557

Based on the above mentioned parameters, the project has been divided into
14 homogenous sections. Table 3 gives the details of the sections derived
based on the BBD data analysis, pavement condition, pit details and number
of lanes.

Table 3 Delineation of Homogenous Sections

Existing Pavement Structure

Sr. From To Length Bitumen
Lane WBM GSB Total
No. (Km) (Km) (Km) Top
(mm) (mm) (mm)
(mm)
Two
lane
1 357.000 365 27.706 160 150 Absent 310
with
PS
2 365 375.752 '" 10.752 170 200 Absent 370
3 375.75 398.375 '" 22.625 170 150 Absent 320
'"
4 398.375 434 35.625 150 200 Absent 350

5 434 443 ' " 9 120 140 160 420

6 443 455 ' " 12 120 190 Absent 310
7 455 465 ' " 10 110 185 110 405
8 465 485 ' " 20 125 200 Absent 325
9 485 492.544 ' " 7.544 200 210 Absent 410
10 492.544 493.8 ' " 1.256

11 493.8 515 '" 21.2 125 230 Absent 355

12 515 530 ' " 15 125 200 85 410

13 530 549 ' " 19 140 150 115 405
14 549 557.775 ' " 8.775 185 200 Absent 385
15 340.188 357.000 ' " 19.563 50 300 300 650

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8.3 Design of New Flexible Pavement

8.3.1 Introduction

The flexible pavements are usually referred as a layered structure comprising

generally bituminous surface like Bituminous Concrete (BC) and Dense
Bituminous Concrete (DBC), Wet Mix Macadam (WMM) base and Granular
Sub-Base (GSB) course of finite thickness, resting on subgrade of minimum
thickness of 500 mm. The thickness design of these layers will principally
depend on the subgrade CBR and the traffic loads that the pavement has to
carry during its design life. Ideally, the flexible pavement is built to such a
depth that stresses on any given layer will not cause unwarranted rutting,
fatigue, shoving, or other differential movements which may result in an
uneven wearing surface. The chief function of the surfacing course is to
provide a smooth wearing surface, resistant to traffic. However, the wearing
course can provide some shearing resistance to the base structure and some
added resistance to deformation.

Base courses are usually layers of aggregates that must possess high
resistance to deformation in order to withstand the higher pressures imposed
by wheel loads. High –quality processed aggregates are usually required,
which also provide good internal drainage Sub bases are generally made up of
locally available aggregates.

8.3.2 Traffic Growth

Pavements are designed to serve the traffic needs adequately over a period of
years. Traffic growth must therefore be anticipated when determining
structural requirements of the pavement. From the traffic growth projection
data as explained in this report, a weighted average growth rate of 5.0
percent per annum is estimated for the commercial vehicles.

8.3.3 Design Traffic

Design Traffic of 15 years has been adopted for the design of new pavement
carriageway. Overlay has been designed for the 10 years This is in
concurrence with the Project specific 2-Laning Manual and the latest Manuals
published by IRC.
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Lane Distribution Factor

The lane distribution factors adopted for the project are as given under:

• Two-lane single carriageway: 75 per cent of the number of vehicles in

both the direction

• Dual 2-lane carriageway road: 75 per cent of the number of vehicles in

each direction

Directional Distribution Factor

The value of 0.50 has been adopted as the directional distribution factor.

Vehicle Damage Factor

The numbers of equivalent 8.16 t standard axles for the different categories
of commercial vehicles have been determined on the basis of the axle load
surveys. The values of vehicle damage factors (VDF) adopted for design is
given in Table 4.

Table 4 Vehicle Damage Factor

Vehicle Class Bus LCV 2-Axle 3-Axle MAV

VDF 0.78 0.68 5.75 5.12 4.50

Based on the above mentioned inputs the design traffic calculated for
different homogenous section is given in Table 5.

Table 5 Design Traffic (MSA) for New Pavement

Pavement Design (10% CBR of existing

From To
Sr. No. Lane subgrade)
(Km) (Km)
BC DBM WMM GSB Total
Two lane
1 340.188 365 40 85 250 200 575
with PS
Two lane
2 365 375.75 60 85 250 200 535
with PS
Two lane
3 375.75 398.38 40 115 250 200 605
with PS

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Pavement Design (10% CBR of existing

From To
Sr. No. Lane subgrade)
(Km) (Km)
BC DBM WMM GSB Total
Two lane
4 398.375 434
with PS
40 95 250 200 585
5 434 443 '"
6 443 455 '"
7 455 465 '" 50 85 250 200 585
8 465 485 '" 40 95 250 200 585
9 485 492.54 '" 40 85 250 200 575
10 492.544 493.8 Four 40 75 250 200 565
Two lane
11 493.8 515 40 90 250 200 580
with PS
12 515 530 '" 40 100 250 200 590
13 530 549 '" 40 90 250 200 580
14 549 557.78 '" 40 95 250 200 585

8.3.4.1.1 PAVEMENT DESIGN

IRC: 37-2001 method is adopted for the design which is based on the
empirical – analytical approach, and provides catalogues for design of
flexible pavements. The design catalogue gives the standard pavement
compositions. The design relates to six CBR values ranging from 2 to 10 per
cent and six levels of design traffic 10, 20, 30, 50, 100 & 150 MSA. The
pavement compositions specified in design catalogue for adoption are
relevant to bituminous surfacing (BC and DBM), base course (WMM / WBM)
and granular layer of GSB.

Soil exploration was conducted from borrow areas for the construction of fill
/ embankment and sub-grade. The soil types tested so far along the road
stretch may be classified as Silty Sand and fine sand. The CBR values (4-
days soaking) using Modified Proctor Compaction and at OMC have been
found to vary from 18 % to 25 %. Thus, the design CBR of 10 percent for
sub grade is adopted in the pavement design analysis. Subgrade of 500
mm thickness and 10% CBR is required as an integral part of the pavement
structure. The pavement design for different homogenous sections based
on inputs mentioned above is given in Table 6.

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Table 6 New Pavement Design (10% CBR of Existing Subgrade)

Sr. To
From (Km) Lane BC
No. (Km) DBM WMM GSB Total
(mm) (mm) (mm) (mm) (mm)

2 lane
1 357.000 365 40 85 250 200 575
with PS
2 lane
2 365 375.75 60 85 250 200 535
with PS
2 lane
3 375.75 398.38 40 115 250 200 605
with PS
2 lane
4 398.375 434
with PS
2 lane
5 434 443 40 95 250 200 585
with PS
2 lane
6 443 455
with PS
2 lane
7 455 465 50 85 250 200 585
with PS
2 lane
8 465 485 40 95 250 200 585
with PS
2 lane
9 485 492.54 40 85 250 200 575
with PS
2 lane
10 492.544 493.8 40 75 250 200 565
with PS
2 lane
11 493.8 515 40 90 250 200 580
with PS
2 lane
12 515 530 40 100 250 200 590
with PS
2 lane
13 530 549 40 90 250 200 580
with PS
2 lane
14 549 557.78 40 95 250 200 585
with PS
2 lane
15 340.188 357.00 50 0 0 0 40
with PS

Matching of the GSB layer of new pavement should be done with existing GSB
layer to facilitate proper internal drainage in the pavement structure.

8.4 Rehabilitation of Existing Pavement

Flexible overlay is suggested over the existing pavement in order to enhance

its structural and functional quality. Bituminous overlay in the form of BC and
DBM is recommended as an overlay to support the design traffic of 10 years
or 100 msa, whichever is less. BBD testing, test pit investigation, pavement
condition survey and testing of the existing subgrade have been carried out to
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assess the requirements of strengthening. The overlay design is done in

accordance with IRC: 81-1997 “Guidelines for Strengthening of flexible road
pavements using Benkelman Beam Deflection Technique”.

8.4.1 Design Traffic

Design traffic in terms of msa for overlay design is obtained for respective
sections. The Growth Rate, Lane Distribution Factor, Directional Distribution
Factor and Vehicle Damage Factor has been adopted same as that for design
traffic calculation of the new pavement. Design life of overlay is considered
as 10 years and the msa calculated for 10 years is less than 100 msa. The
design traffic is given in Table 7.

Table 7: Design Traffic (MSA) for Overlay and New Pavement

New Overlay
Sr. No. From (Km) To (Km) Pavement Design
msa (msa)
1 340.188 365 30 15
2 365 375.75 30 15
3 375.75 398.38 80 35
4 398.375 434 30 30
5 434 443 25 20
6 443 455 25 20
7 455 465 25 20
8 465 485 25 20
9 485 492.54 30 15
10 492.544 493.8 30 15
11 493.8 515 30 15
12 515 530 30 25
13 530 549 30 25
14 549 557.78 30 20
8.4.2 Overlay Design

Based on the deflection values, pavement condition and traffic projections,

the hot bituminous overlay requirement for the rehabilitation and
strengthening of the existing pavement has been worked out, as given in
Table 8. Realistic BBD values have been adopted for overlay design by
removing outliers. The characteristic deflection values adopted for design is
also given in Table 8.

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Table 8 Characteristic Deflections values adopted and Overlay Design

Recommended
Characteristic
From To Length Overlay Thickness
Sr. No. Deflection
(Km) (Km) (Km) BC DBM
Value (mm)
(mm) (mm)
1 357 365 27.706 1.53 40 60
2 365 375.75 10.752 1.13 60
3 375.75 398.38 22.625 1.72 40 85
4 398.375 434 35.625 1.23 40 60
5 434 443 9 1.14 40 60
6 443 455 12 1.19 40 60
7 455 465 10 0.94 50
8 465 485 20 1.25 40 50
9 485 492.54 7.544 0.94 40
10 492.544 493.8 1.256 1.36 40 50
11 493.8 515 21.2 1.36 40 50
12 515 530 15 1.03 40 50
13 530 549 19 1.83 40 90
14 549 557.78 8.775 1.47 40 60
15 340.188 357.00 19.536 0.6 50 0

As per the data from the soil investigation it can be concluded that the
existing subgrade is in good condition and the CBR value ranges from 19% to
33%. Hence the pavement is structurally sound and can be overlaid.
However existing carriageway surface shall be prepared before the hot
bituminous overlay. Surface preparation shall includes crack filling of low to
medium intensity cracks, filling of potholes and milling in case of wide and
severe cracks, and extensive rut formation

8.4.3 Matching of Bituminous Layer

Crust details of the existing pavement for each homogeneous section of the
project road were obtained from the inspection of the test pits, the details are
given in Table 2.

Matching of bituminous layers between strengthening and widening portions

will arise with case of widening on existing formation and symmetrical
widening. For the present case, for facilitating application of bituminous
courses in a single stroke, matching of the layers is required. The differential
thickness of new pavement and overlay pavement will be laid first and
separately. It will be helpful to then lay common thickness of DBM with one
operation and BC in second operation.

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8.5 Design of New Rigid Pavement for Toll Plaza

Rigid Pavement is proposed at three Toll Plaza locations. These locations are
at Rashidpura (km 362), Ratanghar(km 420) and Before the Bikaner city (km
532.00). Jointed Plain Concrete Pavement is recommended and the design is
carried out in accordance with IRC:58-2002 “Guidelines for the design of plain
jointed rigid pavements for highways”. The rigid pavement has been designed
for a design life of Thirty (30) years. The rigid pavement has been designed
to withstand the cumulative effect of the axle load repetitions of different
commercial vehicles applied over the design life of 30 years. As per IRC:58-
2002, only 25% of the cumulative repetitions of commercial vehicles for 30
years is taken as the design traffic for computing the expected axle load
repetitions for design.

The basic pavement structure consists of Pavement Quality Concrete (PQC)

slab over Dry Lean Concrete (DLC) base and GSB Sub-base. These layers are
laid over an appropriate subgrade of 500 mm thickness. The effective
modulus of subgrade reaction (effective k) for pavement design is limited to
20 kg/cm2/cm (increase due to DLC) keeping in view the recommendation
from IIT Kharagpur and the fact that the value of k decreases with the load
repetition and loss of support due to heavy loading. The following inputs
have been adopted for the design:

Modulus of elasticity of concrete E = 3.0 × 10 5

Poisson’s Ratio μ = 0.15

Coefficient of thermal expansion of concrete α = 10 × 10 −6 per °C

Tyre Pressure = 8 Kg / cm2

Subgrade CBR = 10%

Different trial thicknesses of concrete slab were carried out, and the
pavement structure was checked for the cumulative fatigue life consumed
over the design life. The slab thickness was checked for critical stress
condition, which is the addition of flexural stresses due to traffic load and
stresses due to temperature differential between top and bottom of the slab.
The corner load stresses were also checked as part of the analysis.

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The dowel and tie bar design for the transverse and longitudinal joint has
been also carried out as per IRC:58-2002. The inputs adopted for the design
are as follows:

Joint Width z = 20 mm

Characteristic compressive strength of concrete

f ck = 400 Kg / cm 2

Design load transfer = 40%

Coefficient of friction between pavement and subbase/base f =1.5

Based on the inputs mentioned above and the formulas given in IRC:58-2002,
the rigid pavement design worked out is given in Table 9. A Joint Spacing of
4.5 m and Slab Width of 3.5 m are recommended.

Table9 New Concrete Pavement Design

Layer Type Thickness (mm)

Pavement Quality Concrete (PQC) M 40
300
Grade
Dry Lean Concrete (DLC) M 15 Grade 150

Granular Sub-Base (GSB) 150

Total Pavement Thickness (mm) 600

Mild steel dowel bar of 32 mm diameter and 500 mm length has to be placed
at 250 mm spacing. The first dowel has to be placed 150 mm from the
pavement edge.

Deformed tie bar of 12 mm diameter and 700 mm length has to be placed at

500 mm spacing.

8.6 Design of Service Road

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Design of pavement for service road has been carried out in accordance with
IRC: 37-2001. Service Road is required to facilitate local traffic from
Chainage 375.163 to Chainage 375.473, at the VUP approach. The width of
service road will be kept as 7 m. The design traffic is adopted as 10 msa.
For the sub grade CBR of 10% (as sub grade will be constructed with borrow
material) and above mentioned design traffic, the pavement compositions for
service roads proposed is as in the Table 10.

Table 10 Design of Service Road (10 msa)

Thickness
Layer Type
(mm)

Bituminous Concrete (BC) 40

Dense Bituminous Macadam (DBM) 50

Wet Mix Macadam (WMM) 250

Granular Sub-Base (GSB) 200

Total Pavement Thickness

540
(mm)

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CHAPTER – 9

STRUCTURES

9.1 Introduction

The proposed structures & rehabilitation of existing structures has been

finalized based on detailed inventory, Horizontal Alignment, vertical profile,
geotechnical investigation, hydrological study etc. The rehabilitation scheme
is also proposed for the existing structure which has been kept retained.

9.2 Proposed Structures

The proposed structures are 2 Numbers of new ROB and one vehicular under
pass as per table below:
Sr. Existing Km Design Ch. Type of Proposed Span
No. Structure
1 432.600 432.000 ROB 5 Spans
(2x15+2x21.5+1x30)
2 - 440.685 ROB 5 Span:
(2x15+1x32+2x15)
3 375.732 375.170 Vehicular 1x21
Under pass

9.3 General Condition Of Bridges

There is neither existing bridge nor proposed bridge.

9.4 General Condition Of Culvert

There are total 6 culverts in the proposed stretch. The existing culverts at
Km 508.400 have a width of only 9.5 m in place of minimum 12.00 m. Hence
the same is proposed for widening. The waterway of culverts is not clear and
parapet walls needs to be repaired or reconstructed.

9.5 Improvement Proposals

Minor and routine repairs and cleaning of waterway is proposed for all
culverts, including widening of one culvert.

9.5.1 Major bridge

There is no Major Bridge.

9.5.2 Minor bridges

There is no minor Bridge.

9.5.3 Culverts(widening)

Widening of one culvert is proposed.

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9.6 ROB/RUBs

Total New 2 lane ROBs to

New 4 lane New 4 lane ROBs to be
number of be constructed
ROBs to be constructed due to
existing adjacent to existing
constructed realignment / bypass
ROBs 2/3 lane ROB
NIL 2 NIL NIL

9.7 Culverts

No of
No of culverts No of culverts to No of Additional culverts
Total no to be retained be replaced due to culverts to be retained
of with widening poor condition provided (nothing to
culverts do)
RCC Slab /
Pipe RCC Slab Pipe Pipe RCC Box RCC Box
Stone Slab
6 1 5 NIL NIL 9 NIL 5

Details of Existing Culverts

Span
Super Clear Road way
S.N. Ex. Ch. Structure arrangement
Structure (in meter)
(in meter)
1. 508+100 Slab 1 x 1.9 RCC 9.6
2. 552+230 Slab Fully Buried RCC 13.7
3. 552+800 Pipe 1 x 0.6 RCC 13.7
4. 555+650 Slab 1 x 2.4 RCC 12.8
5. 556+300 Slab 1 x 1.2 RCC 12.8
6. 556+600 Slab 1 x 1.2 RCC 12.8

9.8 Repairs and rehabilitation of structures

A specialized team having relevant experience and expertise has inspected all
the structures. Based on the defects observed, a comprehensive repair and
rehabilitation plan is to be prepared for repair and rehabilitation of the
distresses bridge components.

9.8.1 Common repair/ rehabilitation measures (For all structures)

i. Expansion joints shall be made functional.

ii. Existing wearing coats to be get repaired.
iii. Some plastering works shall be done in the cracked/distresses portions
of the existing bridges
iv. Existing railings shall be replaced with crash barriers and foot path
shall be cast.
v. Remove vegetation from the structures; vent way and revetments
around abutments.

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vi. Replace / rehabilitate damaged stone pitching on embankments.

vii. Approach slab to be constructed on both sides.

9.9 New Structures (Flyovers, Underpasses & Cattle Passess)

9.9.1 General

The project road is proposed to be developed as semi access controlled

highway so that the through traffic can flow freely with least interference from
the vehicles coming from the cross roads. The Consultants examined the
various junctions and studied their traffic patterns. On the basis of this study,
the location has been identified for locating underpass. The underpass is
proposed to cater for the width of the project road.

9.9.2 Underpasses

Underpass has been proposed to cater for the cross traffic and the
pedestrians, while fixing the vertical profile. The underpass will be a single
span structure of 12.0 m & vertical clearance of 5.5 m is proposed in rural
areas. For safety, convenience and the local requirements; the type of
underpass has been proposed viz.
Design Chainage

Proposed span
Structure type

Total width of
configuration

the structure
arrangement
Intersecting

structural
Proposed

Proposed
Chainage

Name of
Existing

Roads
S No.

New 4
RCC T
Salasar road lane 2x10.5+0.5
1 375.732 375.350 Beam 1x21
MDR 02 (Height
5.5 m)

9.9.3 Details of new Major Bridges

No new major Bridge has been proposed.

9.9.4 Rehabilitation/Repair/Widening of Existing Major Bridges

NIL

9.9.5 Construction of new Minor Bridges

NIL

9.9.6 Rehabilitation/Repair/Widening of Existing Minor Bridges

NIL

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9.9.7 Reconstruction Scheme for Culverts

NIL

9.9.8 Widening Scheme of Culverts

Type of Span
structure Arrangement

Recommendation

Proposed (m)
Proposed

Existing (m)
Existing Design

Proposed
Sr. total

Existing
Chainage Chainage
No. width
(km) (km)
(m)

1 508.100 slab slab Widening 1x1.9 1x1.9 12.00

9.9.9 Proposed New Culverts

Details of New Proposed Culverts

Span
Design Super Clear Road way
S.N. Structure arrangement
Ch. Structure (in meter)
(in meter)
1. 394.900 Pipe 2x1.2 RCC 12.00
2. 403.780 Pipe 2x1.2 RCC 12.00

3. 467.880 Pipe 2x1.2 RCC 12.00

4. 476.740 Pipe 2x1.2 RCC 12.00

5. 494.260 Pipe 2x1.2 RCC 12.00

6. 512.720 Pipe 2x1.2 RCC 12.00
7 520.160 Pipe 2x1.2 RCC 12.00
8 544.460 Pipe 2x1.2 RCC 12.00
9 554.000 Pipe 2x1.2 RCC 12.00

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9.9.10 Retained Culverts (Nothing to Do)

Culvert Size
S. N. Chainage Width Type
No. (BxH) m
Fully
1 552+230 - 13.7 RCC
Buried
2 552+800 - 1 x 0.6 13.7 RCC
3 555+650 - 1 x 2.4 12.8 RCC
4 556+300 - 1 x 1.2 12.8 RCC
5 556+600 - 1 x 1.2 12.8 RCC

9.9.11 Details of Proposed ROB / RUB

Proposed span
Structure type

Total width of
configuration

the structure
arrangement
structural
ROB/RUB

Proposed

Proposed
Chainage

Chainage
Existing
SI. No.

Design

(m)

(m)
5 Spans
432.00 RCC/ PSC
1 ROB 432.560 4 Lane (2x15+2x21.5+ 2x12+3.00
0 Girder
1x30)

5 Span:
440.68 RCC/ PSC
2 ROB - 4 Lane (2x15+1x32+2x 2x12+3.00
5 Girder
15)

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CHAPTER – 10

COST ESTIMATES

10.1 EXISTING CROSS SECTION

The Project section is from Km 340.188 (Sikar) to Km 557.775 (Bikaner) via
Sikar bye pass. The existing road is of two lanes with earthen /gravel houlder
throughout.

10.2 UNIT RATES

™ The rates as per PWD (Rajasthan), Basic Schedule of rates for year 2009,
applicable for NH Circle Bikaner has been adopted. For items not available in
BSR market rates based on analysis and experience has been adopted.
10.3 QUANTITIES

Indicative quantities of pavement layers are calculated based on TCS &

pavement design for different homogeneous section. Maintenance cost during
construction, Toll plaza cost including medical aid post, traffic aid post &
Highway Lighting has been also included in total civil cost.

10.4 BUS BAYS

Provisions are made for bus bays of 9 Nos. in this Package.

Truck lay byes:

Provisions are made for Truck lay bye of 5 Nos. in this Package

Toll Plazas:
Provisions are made for toll plaza of 3 No In this Package

10.5 PROJECT COST

Besides the civil cost, Provision for contingencies, IC & pre operative
expenses, financing cost, escalation during construction period & interest
during construction has been made as 25%.
An abstract of the cost estimate for the project is given in Table 9.1.

The Project Cost is – 487.85 Crore

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Table : 10.1 Project Cost Abstract - NH-11 Sikar -Bikaner NH-11

(Km. 357.000- Km 557.775)
Cost
S. No Description
(crores)

1 Chapter 1. Site Clearance & Grubbing 1.78

2 Chapter 2. Earth Work 11.00

3 Chapter 3. Sub Base Works 48.77

4 Chapter 4. Bituminous Works 241.48

5 Chapter 5. Junctions & Traffic Signs 31.42

6 Chapter 6. Maintenance during construction 1.17

7 Chapter 7. Traffic management during construction 0.91

8 Chapter 8. Toll Plaza 2.57

9 Chapter 9. VUP/ROB 28.36

Total cost 390.28

13 Total civil Cost 390.28

14 Total civil Cost per Km 1.768

21 Total Project Cost as per MCA (125% of Civil Cost) 487.85

2.210
22 Cost per km (As Per MCA)

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CHAPTER – 11

ECONOMICAL AND FINANCIAL ANALYSIS

11.1 Introduction

11.1.1 Background
As per the Terms of Reference (TOR), this report has been prepared
documenting the financial evaluation for up gradation strengthening of
highway corridor between Sikar to Bikaner section of NH – 11.

11.1.2 Objective
The objective of project evaluation is to assess the project feasibility of
proposed up-gradation from 2 lanes to 4 lane highway facility from Km
357+000 to Km 398+500, two lane with paved shoulder from km 398+500 to
km 557+775 in financial terms. The financial feasibility is to be evaluated in
terms of Financial Internal Rate of Return (FIRR). In addition, necessities of
Government subsidy (Funding Options) and optimal concession period have
also to be identified.

11.1.3 Scope
The Scope of evaluation includes:
• Estimation of EIRR and NPV

• Estimation of FIRR
• Assessment of Governmental subsidy
• Optimal concession period

11.2 General
The Construction of roads brings about a variety of benefits that are enjoyed
practically by all sectors of the economy. Scarcity of resources and competing
demands from various sectors are the important features of a developing
economy. It therefore, becomes extremely necessary to allocate the scarce
resources in the most beneficial manner. In view of the above, it is necessary
to ensure that the projects selected for investment are thoroughly evaluated
to determine the financial benefits offered by the project and the ease with
which the project can be implemented. Highway financial analysis is a
technique whereby the cost and benefit from a scheme are quantified over a
selected time horizon and evaluated by a common yardstick.
The economic analysis involves comparison of project costs and benefits
under the "with" and “without" project conditions and determining the
Economic Internal Rate of Return (EIRR) of the project using discounted cash
flow technique. This shows the return, which the society could expect from
the proposed investment during the project life, i.e. analysis period.
The project is further subjected to sensitivity analysis by assessing the effects
of adverse changes in the key variables on the base EIRR. In this, project
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costs are increased by 15 percent and benefits are reduced by 15 percent. In

addition, the combined effect of these changes is also assessed. This helps to
gauge the economic strength of the project to withstand future risks and
uncertainties.

11.3 Basic Approach and Methodology

The main motto to carry out economic feasibility is maximizing the returns on
investment by determining improvement proposals that lead to minimum
total transport costs. Economic evaluation is carried out based on incremental
costs and benefits comparing the total net benefits in “Do Minimum” situation
with “With Project” situation. The term “Do Minimum” is defined as the base
strategy for economic analysis i.e. without project situation. The term “With
Project” is defined as widening of carriageway by constructing 1.5 m wide
paved shoulder on either sides, thus increase in width of carriageway from
existing 7.00 m to 10.00 m, as per 2- Lane configuration of from km 340.188
to Km 557.775 Economic analysis has been carried out for Do Minimum to
case with widening to 2 lane-paved shoulders in whole stretch. “Do minimum”
essentially includes the geometric improvements to match the standards as
IRC norms, throughout the road without any exception or compromise with
safety of road users.
The financial feasibility is carried out to maximize the returns on investment
by determining improvement proposals that lead to minimum total transport
costs and Financial Internal Rate of Return, also to asses the requirement of
the government subsidy required and to calculate the optimal concession
period to gain the profit.

11.3.1 Model Used

Economic analysis has been done by using HDM-IV model. HDM-IV model is a
highway design and maintenance program for analyzing the total transport
costs of alternative road improvement and maintenance strategies.

11.3.2 Inputs to the Model

The values of input data used for the above model for the present project are
as follows

General
Analysis period 22 years
Discount rate 12%
Construction Period 18 Months
Improved Road to be opened to traffic in 2013
Standard Conversion Factor 0.9
Salvage Value 0%

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Road Characteristics

Sikar to Bikaner
Description
KM Remarks
2-lane with paved
Road length (Km) 199.783
shoulders
4-Lane including ROB, VUP
Road width (m) 20.605
and approaches
Total Length 220.338

Road Deterioration Factors

Road deterioration factors used for analysis as inputs to HDM model are given
as under:

Crack initiation 1.5

Crack Progression 1.5
Raveling initiation 1.0
Pothole progression 1.5
Rut depth progression 1.5
Roughness Progression 1.5
Environment roughness 1.0

11.3.3 Base Year Traffic by Composition and Growth Rates

Classified Traffic volume counts were carried at three locations on project
corridor for 7 days, 24 hours. The average AADT of the volume count has
been taken as the base line traffic.
Homogeneous Sections: Based on Average annual daily Traffic (AADT) the
project road has been divided into four traffic homogeneous sections. Further
for the purpose of Tolling the project road has been dived in to three Tool
Sections with one Toll Plaza in each section. Economic evaluation has been
carried out for three sections treated as one section. The year of bidding is
2010.The base year traffic by vehicle composition for this section is given
below in Table 10.1

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Table 11.1: Average Annual Daily Traffic in (nos.) at three Toll Plaza in
Year 2009
AADT(Numbers) in Both
Directions
Description
At Km At Km At Km
362.500 420.200 532.500
Car/Jeep/Van 2822 1111 1095

Taxi 771 470 504

LCV 742 169 528

Mini Bus 49 11 23

Private Bus 337 293 321

Government Bus 240 117 99

Truck (2 Axle) 477 266 419

Truck (3Axle) 316 288 332

Multi Axle Trucks(4 to 6 Axle) 114 69 109

Over size vehicle( 7 or more
axle)/HCM/EME 6 3 3

The traffic growth rates have been calculated and the details are given in
Chapter-7. The adopted traffic growth rates for the purpose of FIRR
calculation is given in Table 10.2.
Table 11.2: Recommended Growth Rates
Vehicle Type
Year Period Two
Car LCV BUS Truck
Wheeler
2010-2014 5.00 5.00 5.00 5.00 5.00
2015-2038 5.00 5.00 5.00 5.00 5.00

11.3.4 Project Cost and Scheduling

The project cost consists of following components:

• Capital Cost
The capital cost of the project consists of cost incurred during the
construction period, from 2010 to 2012. The total expenditure incurred during
the construction period for Sikar - Bikaner is as shown in the table 10.3. The
proposed project road would be opened to traffic in 2013.

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Table 11.3 Financial Construction Cost

Package- I
Description
Cost (Road Portion) Rs. in Crores

Proposed Project Road Option 2 Lane to 2 lane with paved shoulders

Financial Cost of the project Rs.390.28 Crore

Standard Conversion Factor 0.90

Economic Cost of the Project Rs. 351.25 Crore

• Maintenance Costs
Routine maintenance cost has been estimated for both highway and for the
highway in the “Do Nothing” case. The estimated maintenance cost is given
below in Table 10.4.

Table 11.4: Maintenance Costs

S. No. Item Cost (Rs)

0.003
1 Routine Maintenance
Crore/km/Year

0.087
2 Periodic Maintenance
Crore/km/Year

Periodic maintenance for new highways would be met with in accordance with
the analysis of the life cycle costing model carried out for the project corridor.

• Basic Assumptions

Project Parameters:

1) Evaluation year of Cost Estimates : 2010

2) Construction Period : 18 months
3) Debt / Equity : 70% / 30%
4) Annual Escalation in Toll Rates : 5% per annum

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O & M Cost and Other Assumptions:

Routine Maintenance Cost : 0.003 Crores/Km/Annum

Periodic Maintenance Cost : 0.087 Crores/Km/Annum

(Once in 7 Years)

Elec. & Patrolling Exp. : 0.0075 Crores/Km/Annum

Toll Collection Exp. : 1.50 Crores/Annum

Office Exp : 1.00 Crores/Annum

Insurance Exp. : 0.15 % of TPC

Estimated Escalation in Cost (%) : 5% Per Annum

Tax Rate(30%+10%Surg+3%ED) : 33.99%

MAT(7.5%+10%Surg+3%ED) : 15%

Tax Holiday (80 I A) : 10 Years

Depreciation Rate SLM* : 21 Years (100%)

Depreciation Rate WDV** : 10%

Loan Repayment (during
: 9 Years
operation)
Moratorium : 3 Years

Interest Rate : 13%

* SLM: Straight Line Method
** WDV: Written Down Value

11.4 Vehicle Characteristics

The data as given in the Table 10.5 below have been obtained from
manufacture literature and IRC SP-30.

Table 11.5: Base Vehicle Characteristics

S. Two
Description Car LCV BUS Truck
No. Wheeler
1 Gross Vehicle weight 0.2t 1.47t 7t 9.2t 16.2t
2 ESAL Factor 0 0 0.24 0.47 3.51
3 Number of Axles 2 2 2 2 2
4 Number of Tyres 2 4 6 6 6
5 Number of Passengers 1 4 0 40 0

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• Vehicle Utilization Data

These data have been worked out on the basis of Road User Cost Study.
Table 10.6 provides the vehicle utilization data.

Table 11.6: Vehicle Utilization Data

S. Two
Description Car LCV BUS Truck
No Wheeler

1 Service life - Year 10.0 10.0 10.0 10.0 10.0

2 Hours Driven per year 1950 1950 2000 2100 2100
3 Km driven per Year 32000 32000 66000 85000 85000
4 Annual interest rate 12 12 12 12 12

• Economic Unit Cost

The data given in Table in 10.7 have been collected from respective dealers,
net of taxes and duties.

Table 11.7: Economic Unit Costs

S. Two
Description Car LCV BUS Truck
No. Wheeler

1 New vehicle Price 25226 287288 383386 623899 491045

2 New Tire Price 377 1314 2332 5440 5610

3 Maintenance Labor per hour 15 30 30 30 30

4 Passenger Time Per hour 19 34 0 24 0

5 Cargo Time Per hour 0 0 6 0 17

6 Crew Cost Per hour 0 0 27 105 45

• Fuel Costs
The fuel costs adopted for this study are given below in Table 10.8.
Table 11.8: Economic Unit Costs

S. No. Description Cost per liter (Rs.)

1 Petrol 37.00

2 Diesel 28.00

3 Lubricants 142.00

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11.5 Economic Internal Rate of Return (EIRR)

Using the data input to the model HDM-IV, the annual stream of cost savings
(VOC +Time cost saving) derived from analysis “without” project (base year)
and “with project” developed

Table 11.9 Economical Internal Rate of Return

Internal Rate of Returns (EIRR)

Sikar to Bikaner 21.5%

11.6 Recommendations
Financial Viability
The main objective of undertaking this study is to assess whether the project
is financially viable or not. It is important to note that the proposal should be
an attractive proposition for private sector participation under Build, Operate
and Transfer (BOT) system. The basic methodology followed for estimating
the financial viability of a project is to calculate the FIRR (Financial Internal
Rate of Return) on the investment for the project.
FIRR on the investment of the Entrepreneur has been estimated on the basis
of cash flow analysis. For this, the annual fund flow statement has been
prepared on the basis of funds requirements both for capital, operating and
maintenance cost and the estimated revenue from tolls. In this analysis, the
debt has been assumed to be 70%. In the analysis, the interest rate on debt
is considered as @ 13%. The analysis reveals various FIRR values
corresponding to each year of toll operation. FIRR of the 20 years & 23 years
for the package with their debt equity ratios are given below in Table 10.10.
Table 11.10 Financial Internal Rate of Returns

S. Debt. FIRR
Description
No. Equity Post Tax Equity

Km 340.188 to Km 557.775

1 23% Grant (22 years) 70 : 30 13.45 % 15.03%

11.7 Results and Analysis

Based on the project structure, traffic study, toll analysis and financial
feasibility we find that the Project is viable at a grant of 10% and the
concession period for the same is 23 years.
11.8 Conclusions

For the summary of FIRR shown in above Table 10.10, it can be concluded
that proposed project is financially viable for the Sikar-Bikaner on DBFOT
Basis.

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CHAPTER – 12

ENVIRONMENTAL IMPACT ASSESSMENT

Environmental Impact Assessment chapter submitted separately.

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CHAPTER – 13

SOCIAL ASSESSMENT

Social Assessment chapter submitted separately.

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CHAPTER - 14

TRAFFIC OPERATION AND SAFETY PLAN

14.1 Scope

The Scope of traffic operation and safety Plan includes the safety of:
• Site / Project Workers
• Road Users
• Construction Machineries / Equipments
• Environment
• Project Assets

14.2 Objective

Purpose of the Safety management system is to ensure safe traveling & road
use conditions to the road users during construction and to ensure efficient &
safe working condition to the workers during construction.

14.3 Safety & Traffic Management

Objective of Safety & Traffic Management is to

• ensure protection of workers on site through strict enforcement of safety

plans / standards, proper training to the workers and through deployment
of trained & experience workers staff at site.
• ensure applicable and adequate safety measures at site through proper
barricading, safe access to site, lighting etc. and use of Personal Protective
Equipments (PPE) & other safety tools and equipments.
• ensure smooth, safe and uninterrupted traffic flow on the project highway
at alt times during construction.
• give adequate information / warning sufficiently in advance about any
situation / event / matter affecting the project highway through proper
signages, demarcations etc.
• ensure safety of road users against the hazards due to
• Diversion
• Road Condition
• Low Visibility
• Vehicle breakdown on carriageway
• Repair work etc. in progress on carriageway
• or for any other reason resulting in disturbance in free flow of traffic
• avoid risk of damage / disturbance to the properties adjacent to the
project highway.
• ensure safety of project assets and public utilities.
• ensure the compliance to the applicable IRC & safety codes in good spirit.

To ensure safety of road users and workers during construction & defect
liability period one Safety Officer will be deputed at site for strict compilation
to the safety standards. He shall be responsible for systematic identification,
evaluation and implementation of preventive control of different foreseeable
hazards. He shall also be responsible for making necessary arrangements for
traffic safety and control through proper coordination with safety supervisors.

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He shall advice and assist the Engineers and Staff to create and maintain safe
working conditions at site.

14.4 Site Safety Rules And Regulations

14.4.1 General Rules

• No drugs, alcohol or alcoholic beverages are permitted on work site.
• All connection for electricity, water supply and other temporary facilities
made by authorized persons only and shall be in accordance with legal
and contractual requirements.
• Work shall only be carried out if an authorized person has ordered it.

14.4.2 General Safety Hints to the Workers

• Wear protective clothing or apparel where required to do so.
• Must wear other safety gear where required / indicated.
• Keep work site and work areas tidy.
• Use correct tools and safety apparel for the job.
• Maintain personal hygiene e.g. washing hands before meals.
• If you don’t know ask.
• Report an unsafe condition to your supervisor and stop unsafe actions
immediately.
• Think before you act.
• Don’t horseplay or distract others.
• Don’t take shortcuts, your safety and that of others is more important.
• Obey all safety rules and signs.
• Report all accidents however small, and have them treated immediately.

14.5 Traffic Safety Plan

Work on the highway shall be carryout in a manner creating least interference

to the flow of traffic. During execution of the work a passage would be
constructed for traffic either along a part of the existing carriageway under
improvement or along a temporary diversion constructed close to the
highway, as per site requirement. At least 7.0 meter width of road will remain
open to traffic at all the times with suitable traffic diversion measures on
granular or suitable surface as applicable/required.

14.5.1 Guiding Principles and Precautions

The construction zone creates an environment where the road user is faced
with a series of hazards in the form of unfamiliar routes and standard
horizontal and vertical alignment, adversely placed construction equipment
.The road user also has to keep a watch over traffic control devices apart
from performing normal driving functions of vehicle control and responding to
other traffic hazards. These factors increase the strain on driver’s
performance and may lead to accidents. The safety performance of the
management and Safety officer would be oriented towards reducing
conditions which lead to such hazards and would give stress where risk of
accident is more.

The guiding principles for safety in road construction zones are to:
• Warn the drivers I road user clearly and sufficiently in advance
• Provide safe and clear marked lanes for guiding road users
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• Provide safe and clearly marked buffer and work zones

• Provide adequate measures that control driver behavior through
construction zones, lane closures or traffic diversions.

The following defined precautions shall be applied to all the work sites:
• All the signs and delineators shall be maintained in a clean and brightly
painted condition at all times.
• Adequate lighting arrangements shall be made for proper visibility after
sunset in construction zones.
• Adequate arrangements like frequent sprinkling of water shall be made
to keep the area dust free.

For high traffic density roads, the following precautions must be taken:
14.5.2 For safety of workmen:

• Workmen would be given safety induction before work commences.

• First Aid training programs would be given to certain identified workmen
and would be given responsibility to provide first aid to all the workmen
at site.
• Workers required on site during night hours must be provided with
fluorescent jackets and safety helmet with reflective tapes.
• Adequate barriers are provided to protect the workforce
• Adequate temporary lighting is provided wherever it is required.
• Adequate measures to be taken for the supp’y, use and storage of
bituminous materials.
• Suitable precautions to be taken for underground I overhead cables.

14.5.3 For Safety of Road User:

• The material, equipment and machinery would be stocked / parked in

places sufficiently away from the road.
• Machinery would be parked at appropriate places with red flags and red
tights on during night.
• Adequate measures are implemented to prevent operatives, tools,
materials, etc. from falling onto live carriageways.
• Speed limits are set, marked, and enforced.

From traffic safety point of view, a construction zone comprises four sub-
zones (shown in Figure-1) as described herein under:

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14.5.4 Advance Warning Sub-Zone

The advance warning sub-zone is meant to prepare the driver for an alert
behavior and is an essential part of any traffic control system. The warning
system shall prepare the driver well in advance by providing information
regarding distance, extent and type of hazard ahead so that he can gradually
reduce the speed of his vehicle. The information in this sub-zone is conveyed
mostly through a series of traffic signs along its length.

14.5.5 Transition Sub-Zone

The transition sub-zone is the area in which the traffic is steered and guided
into and out of the diverted path around the work sub-zone. This is the most
crucial sub-zone from safety point of view since most of the movements are
turning movements. The traffic in this sub-zone is mostly taken across with
the help of barricades and channelizers.

14.5.6 Work Sub-Zone

This is the actual area where construction or maintenance activity is taking

place and the main concern, therefore, is the safety of the workers at the site
from the plying traffic. The path of the traffic must, therefore, be very clearly
delineated to avoid intrusion of vehicles moving into the work area. The work
sub-zones shall not be close to each other and the distance between the two
work sub-zones shall be such that the flow of traffic can return to normal
stream by permitting fast moving traffic to overtake slow moving vehicles.
These distances shall preferably be 2 km on urban sections and 5 to 10 km on
rural sections of the highway. The length of work sub-zones will vary. The
length of warning and transition sub-zones shall be basically governed by the
speed of approaching vehicles and shall be regulated as shown in table below:

Recommended Length of Construction Zones

Average Length of Advance Length of Length of

Speed Warning Sub-Zone Transition Sub- Work
(kmph) (m) Zone (m) Sub-zone (m)
≤50 100 50
51-80 100-300 50-100
Varies
81-100 300-500 100-200
Over 100 1000 200-300

The traffic across these sub-zones is guided and taken with the help of
various traffic control devices erected at the site.

14.5.7 Termination Sub-Zone

An information sign board shall be erected to inform road users of the end of
Construction Zone.

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14.5.8 Traffic Safety Measures and Control:

Following traffic safety measures shall be ensured during construction:

• Erection and maintenance of bamboo stack poles, caution signs and
markings and flagmen for the information and protection of traffic
approaching or passing through the section of the highway under
improvement.
• All culverts and bridges would be barricaded by providing two drums at
the two ends of culvert. In between drums, bamboo with red and white
stripes would be installed with reflective tapes on them for night
visibility. The area to be cordoned off with safety barricading tape.
Caution boards shall be placed at two ends of the bridge.
• Red lights or warning lights of similar type shall be mounted on the
barricades at night and kept it throughout from sunset to sunrise.
• At the points where traffic is to deviate from its normal path as per site
requirement, the channel for traffic shall be clearly marked. At high
traffic area, Caution boards would be installed 60 meters before the
respective diversion area “speed breaker” board. “DIVERSION’3 board
would be installed at the both ends of the diversion road.
• All diversions would be kept free of dust by frequent application of
water.
• Flagmen with red and green flag would be deployed at both ends of the
respective diversion for the smooth flow of traffic as and when required.
• Deep excavation area would be barricaded by barricading tape.
• For guidance of road user caution boards with regulatory and warning
information such as “GO SLOW, MEN AT WORK” & for illiterates pictorial
“GO SLOW, WORK IN PROGRESS” would be installed at 100 meter
intervals.

14.6 Traffic Control Devices

Traffic control devices are the devices which perform the crucial task of
warning, informing and alerting the driver / road user apart from guiding the
vehicle movements so that the driver of the vehicle as well as the workers on
site are protected and safe passage to the traffic is possible.

The primary traffic control devices used in work sub-zones are signs,
delineators, barricades, cones, pylons, pavement markings, flashing lights
etc. They shall be such that they are easily understood without any confusion,
are clearly visible during day and night, conform to the prevailing speeds in
immediate vicinity, stable against sudden adverse weather conditions and are
easy in installation, removal and maintenance.

14.6.1 Safety Signs

“Safety sign” is a sign, which uses a pictorial symbol to provide health or

safety information or instruction. The sign may also include a written
message. The construction and maintenance signs fall into the same three
major categories viz. regulatory signs, warning signs arid guide signs as other
traffic signs do. Warning, Cautionary, Prohibition and command signs shall be
installed and will not be removed or changed till they are required at site.
These signs shall be placed on left hand side of the road. Fig. 2 shows typical
positioning of signs. Some of the common type of signs which shall be
provided in construction zones are shown in Fig 3.

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14.6.2 Regulatory signs

Regulatory signs mean legal restrictions on the traffic. The most common
types for use in construction zones are “Do not Enter”, “Road Closed”, “Speed
limit” etc.

14.6.3 Warning Signs

The most common type of warning signs to alert the drivers of the possible
dangers ahead in construction zones are “Lane Closed”, “Diversion to other
Carriageway”, “Divided Carriageway Starts”, “Divided Carriageway Ends” and
“Two Way Traffic” etc. Sometimes it might be advisable to explain these signs
with the help of a rectangular definition plate of size appropriate to the size of
warning triangle and placed 0.15 m below, from the bottom of the triangle.
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14.6.4 Guide Signs

Guide signs in construction zones shall have different background colour than
the normal informatory signs. These signs shall have black messages and
arrows on yellow background. The commonly used guide signs are:
“Diversion”, “Road Ahead Closed” and “Sharp Deviation of route” etc.

14.6.5 Delineators

Delineators are the channelising devices such as cones, traffic cylinders,

tapes, drums, which shall be placed in or adjacent to the roadway to guide
the drivers along a safe path and to control the flow of traffic. These shall
normally be retro-reflectorised for night visibility.

14.6.6 Traffic Cones and Cylinders

Traffic cones are normally 0.5m to 0.75m high and 0.3m to 0.4m in diameter
or are in square shape at the base. These are mostly made of plastic or
rubber with retro reflectorised red and white band and have suitable
anchoring so that they are not easily blown over or displaced. They shall be
placed close enough together to give an impression of the continuity. The
spacing shall be 3m (close) to 9m (normal). Larger size cones can be used for
high speeds or where more conspicuous guidance is required.

14.6.7 Drums

Empty bitumen drums (made of metal) cut to the required height shall also
be used as channelising devices since they are highly visible give the
appearance of being formidable objects, thereby commanding the respect of
the drivers. These drums can also be of plastic which are lighter, easy to
transport and store. As delineators, these drums shall be about 0.80 to 1.0 m
high and 0.30 m in diameter. They shall be painted in circumferential strips
0.10 m to 0.15 m wide, alternatively in black and white colours.

14.6.8 Barricades

Whenever the traffic has to be restricted from entering the work areas, such
as excavations or material storage sites so that protection to workers is
provided or there is a need for separating the two way traffic, barricades shall
be used. The barricades can be portable or permanent type and can be made
of wooden planks, metal or other suitable material. The horizontal component
facing the traffic is made of 0.30 m wide wooden planks joined together and
painted in alternate yellow and white strips of 0.15 m width and sloping down
at an angle of 45 degree in the direction of the traffic. Fig. 4 shows three
types of barricades. Types I and II are portable type useful for small works
and Type III is permanent type, suitable for major work areas. Suitable
support or ballasting shall be provided so that they do not over turn or are
not blown away in strong winds. In case of a permanent type barricade, a
gate or movable section shall be separately provided to allow the movement
of construction/supervision vehicles.

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14.6.9 Flagmen

On large construction sites, flagmen with flags and sign paddles shall be
effectively used to guide the safe movements. The flags for signaling shall be
0.60 m x 0.60 m size, made of a good red cloth and securely fastened to a
staff of approximately 1m in length.

14.7 Safety And Management Practices

Measures for providing safe movement of traffic in some of the most

commonly occurring work zones on highways shall be as follows:

14.7.1 Temporary Diversion

In the cases of major repairs or reconstruction of cross drainage structures on

a highway section, damaged due to flood etc., the traffic may have to pass on
a diversion, moving parallel to the highway.

The warning for the construction ahead shall be provided by the sign “Men at
Work” about 1 km earlier to the work zone or a supplementary plate
indicating “Diversion 1 km ahead” and I or a sign “Road Closed Ahead” shall
be placed. It shall be followed by “Compulsory Turn Right/Left Sign”. The
“Detour” and “Sharp Deviation” sign shall be used to guide the traffic onto the
diversion. Hazard markers shall be placed just where the railings for the cross
drainage structures on the diversion starts. Figure 5 illustrates a typical
arrangement according to the above plan.

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14.7.2 Partial Closure of existing two lane Carriageway

In special situations when the existing two lanes in use for the main traffic
need emergency repairs and the new lanes under construction are not
available for diversion of the traffic. it will become necessary to carryout
special repairs through partial closure of the existing two lane facility.

In this situation care shall be taken that the traffic is guided from the closed
lane onto the operating lane without conflicting with the traffic from opposite
direction.

The warning sign for “Men at Work” shall be the installed such that it shall be
seen by the approaching vehicle driver at the first instance. This sign shall
also have a supplementary plate showing the distance of work zone. The next
warning sign shall be for the “Road Narrowing” (depending upon the lane
closure). Compulsory “Keep Right” or “Keep Left” sign depending upon the
situation shall be provided at the beginning of the transition zone and taper.
The point from where the traffic is to deviate from its normal path, the
channel for traffic shall be clearly marked with the aid of painted drums or
traffic cones. The spacing of these cones and/or drums shall be about 9 m or
closer as per site requirement.

“The traffic lane or carriageway closed” sign shall also be provided at

barricades along with “Keep Right / Left” sign. A typical layout of signs for a
two lane carriageway having one lane closure is shown in Figure 6.

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Closure for Work on one side Carriageway of a 4 lane divided

carriageway

The first sign shall be for the “Men at Work” alongwith distance plate for
construction zone. Thereafter the sign for “Road Narrowing” shall be provided,
followed by the signs for lane closure one after another. This shall be followed
by sign for compulsory “Keep right/Left (depending upon site situation).The
sign for the “Closure of carriageway” along with that for “keep Left/Right”
shall be provided at the point from where the vehicle is expected to change
the lane for the diversion. The sign for the “Diversion to the other
carriageway” shall be provided between the “Carriageway Closure” sign and
the median gap. The sign for “Sharp Diversion of Route” along with
compulsory “Turn right/Left” shall be provided at the location where the gap
in median opening starts and traffic is expected to get diverted to the other
carriageway. The warning signs for “Two way traffic” alongwith the plate
indicating the distance upto which the two way traffic is allowed, shall be
placed at the median which shall be to the left of the moving traffic. Cones or
painted drums shall be placed for delineation, starting from the sign location
for “Carriageway Closed”. A Typical arrangement is shown in Figure 7.

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14.7.3 Carriageway Repairs

Whenever the work of small magnitude is to be carried out in the middle of

the carriageway, such as minor repairs of potholes, cracks and patches, then
the traffic control measures shall mainly consist of providing cautionary signs
of “Men at Work”, about 500m before the work zone for the approaching
vehicle and other cautionary sign of “Road Narrows”, shall be placed at 100m
ahead of work area. Regulatory sign of “Keep Left/Right” shall be placed at
the commencement point of the work zone and next to the barriers for the
approaching vehicles. Movable type of barriers shall also be placed on both
sides of the work area. Cones or drums shall be placed at suitable interval to
demarcate the work area. The “Work Zone Ends” sign shall be installed 120m
beyond the work area. if the operation is to continue during night time,
necessary lighting arrangements with flashing lights shall also be provided. A
Typical arrangement is shown in Figure 8.

14.7.4 Construction of New Carriageway

Urban Section of the Project Highway

a) The service roads on either side together with side drains shall be
constructed initially. During this period the main traffic shall use the
existing two lane carriageway. The construction traffic in the work zone
shall be safely brought out from the main stream traffic by erecting
appropriate signs at the beginning of the work site. Also on return it will
be amalgamated with the mainstream traffic by erecting appropriate
signs at the end of the work site. It shall be ensured that there shall be
identified entry and exist points duly designed so that haphazard entry
or exit of construction traffic is avoided. Conflicting turning movements
shall be avoided. Fig. 9 illustrates the safety measures taken during
construction stage-I in urban sections.
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b) On completion of the Stage-I, the main traffic shall be diverted on their

respective directions on to the newly constructed service road I roads
and the 4-laning of the existing two lane carriageway shall be done as
per drawings. During this stage, position of different signs / delineators /
barricades to ensure safety of workers and road uses shall be as
illustrated in fig. 10.

c) On completion of the divided 4-lane carriageway of the project highway,

the main traffic from the service roads shall be restored on them and
informatory signs shall be installed as illustrated in fig.11.

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Rural Section of the Project Highway

In rural section the new 2 lane carriageway and the central median shall be
constructed eccentric to the Centre line of the existing carriageway. During
this construction phase, the existing two lane carriageway shall be used for
the main traffic. The construction traffic using the existing highway shall be
guided on to the work zone and allowed to return to the main traffic stream
safely. For this purpose identified exist and entry points duly designed shall
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be provided. It shall ensure against haphazard entry or exist of the

Construction Traffic to or from the existing highway. Conflicting turning
movements of the Construction traffic shall be avoided. During this phase,
signs / barricading shall be as shown in Fig.9.
On completion of the new 2-lane carriageway and the median in a stretch, the
traffic on the existing highway of that stretch shall be diverted on it and the
strengthening of the existing 2 lanes carriageway shall be done with addition
of paved shoulder, as and where required. Layout of signs and safety
measures for this construction phase shall be as illustrated in fig.7.

14.8 Hazard Identification And Evaluation

14.8.1 House Keeping

Definition

Housekeeping is an orderly arrangement of operations, tools, equipment,

storage facilities and supplies. A place for everything and everything in its
place.
House Keeping is a good indicator of construction safety attitude. It improves
employee’s morale, reduces operating cost, increases production time,
facilitates easy check of operations and reduces accident.

14.8.2 Main Hazards

• Poor storage of materials
• Rubbish left to accumulate
• Restricted or blocked access
• Inadequate waste skips or bins
• Trailing cables

Due to poor housekeeping many accidents happen on site. The majority of

these are slips, trips, falls and manual handling accidents.

14.8.3 Possible causes for Poor House Keeping

A. Lack of Orderliness and Cleanliness

1.1. Oily condition of the floor

1.2. Uneven floor and protruding parts on the floor
1.3. Leaky taps
1.4. Trench covers
1.5. Slippery condition around the wash basin
1.6. No gang way
1.7. Aisles not clearly marked
1.8. Hand tools on work benches

B. Scrap and Rubbish

1.1. No containers
1.2. Overflowing of containers
1.3. Cotton waste
1.4. Electrode bits
1.5. Scrap lying scattered
1.6. Chips lying around machines
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C. Tools
1.1. Broken tools
1.2. Tools and materials left at heights
1.3. Inadequate for purpose

D. Materials
1.1. Materials improperly stacked
1.2. Projecting materials obstructing aisles
1.3. Improperly packed / No packing
1.4. Lifting tackles lying below materials

E. Power
1.1. Accessibility to panel boards
1.2. Cable trenches full of unwanted materials
1.3. Welding cables not protected when crossing gangways
1.4. Power cords crossing gangways
1.5. Improper cylinder caps and keys
1.6. Condition of gas cylinder hoses

F. Lights and Ventilation

1.1. Improper Lighting
1.2. Improper Ventilation

G. General
1.1. Poor maintenance of First aid boxes
1.2. Accessibility of stretchers
1.3. Accessibility of Fire Extinguishers
1.4. Lack of safety Equipment.

14.8.4 Precautions
• Maintain the worksite and premises in a healthy, clean and sanitary
condition.
• Plan access routes and keep all gangways, aisles and stairways clean
and clear.
• Define storage and compound areas.
• Stack or place materials, tools and other equipment in a such way that
they do not hinder worksite activities
• Ensure materials are stored correctly and kept in the store until
needed.
• Ensure that waste materials are cleared up and disposed of correctly,
or placed in waste containers, as work proceeds. Don’t leave rubbish
lying around: tidy up as you go.
• Wipe out spilt oil, grease or liquids immediately. Special attention shall
be given to removal of slipping and tripping hazards
• Don’t leave loose tools on running machines.
• Use signs whenever and wherever necessary.

14.8.5 How to Improve

• Plan carefully the house keeping programme, section-wise and get
cooperation from all employees.
• Systematic checking of all operations, plant and machinery condition
at frequent intervals and also ensure prompt action to rectify the
defects.
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• By proper control over the flow and usage of the materials, house
keeping becomes easier and less expensive.
• Lay out of machinery, equipment, storage space, aisles and material
movement facilitates should be pie-planned.
• Constitute a housekeeping committee, which makes a routine
inspection of various sections and suggests ways for removing unsafe
conditions.

14.8.6 Electrical Safety

The main hazards:

• Electric shock
• Electric burns
• Electric fires and explosions
• Other hazards — Injuries caused due to electrical accidents such as
hits, falls, striking against, etc.

Electric shock: One receives an electric shock when his body forms part of
the electric circuit and current flows through the body. A person receives
electric shock when he comes in contact with
• Both the wires of electric supply
• One wire of an energized circuit and the ground, and
• An accidentally energized metallic part while standing on the ground.

Severity of electric shock depends on the following

a) Amount of current
b) Path of flow
c) Period of flow
d) Nature of Current
e) Frequency
f) Resistance offered by the body to the flow of current

Reasons for Electric shock

a) Insulation failure
b) Equipment failure
c) Poor maintenance
d) Wrong work methods
e) Substandard material and workmen ship
f) Unauthorized personnel
g) Lack of training and knowledge, etc.

Principles of Earthing
• National regulation on electricity requires that all non-current carrying
metallic part of electrical equipment should be solidly connected to the
genera! mass of the earth with at least two distinct earth connections.
• The principle behind earthing is that any leakage current which
accidentally energizes non-current carrying metallic parts should flow
back through the genera! mass of earth to the sustains thereby
protective devices are actuated to cut off the supply as quickly as
possible.
• The minimum requirements to achieve safety from earthing are
• The earth connections should provide least possible resistance to the
flow of current.

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• The setting and selection of the protective devices should be such that
it should operate fast enough to cut off the supply so that anyone
coming into contact with the defective appliance or equipment could
be saved from the electric shock.

Electricity Distribution
• All electrical cables must conform with applicable rules and regulations
• All cables running across walkways, roads, etc shall be sufficiently
covered against damage or shall be suspended at least 2 meters in
height.
• All terminal boxes shall be protected with proper earthing and ground
fault / Earth Leak Circuit breaker
• Carry out regular earthing checks.
• Not to use home made extension cables and do not carry out any
temporary repairs.
• Inspect all equipment, plugs. cords control switches prior to start of
work and regularly.
• All electrical power tools must be of double — insulated type.
• All electrical cables, boxes, power tools and other equipment shall be
regularly checked regularly and if necessary shall be repaired by
qualifies employees and records are to be maintained orderly.
• Ensure temporary electrical systems are properly installed and tested.
• Follow all statutory provisions like Indian Electricity Act and Rules.

Electricity - Handling

• Not to attempt to repair electrical equipment. Repairs are an

electrician’s job.
• Always check for defective cables, plugs or sockets. If found, do not
use. Report them.
• Not to make temporary repairs to electrical equipment
• Never overload electrical equipment.
• Check the fuses are of the correct rating.
• If a fuse blows, report it. Do not fit makeshifts.
• Switch off and disconnect any equipment that sparks or stall. Tag
them.
• Not to let cables trail across the floor.
• Disconnect equipment when not in use, but don’t pull the cable to
disconnect: pull the plug.
• Avoid kinking, twisting, binding or crushing cables.
• Keep all electrical equipment clean and dry.
• Not to stand on a wet area when using electrical equipment.
• Plan for regular inspection and maintenance of all distribution systems,
power tools and electric appliances.

14.8.7 Excavations

Sites should ensure that all excavation work is undertaken in a safe and
proper manner. For this reason we should ensure our subcontractors (if any)
are also required to understand the risk assessments! method statements for
all excavation activity before work proceeds.

Definition: When the depth of an excavation exceeds its width, it is regarded

as a trench. When width exceeds the depth, it is an excavation.
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Main Hazards
• Under ground services
• Collapse of sides
• Falls of Persons
• Falls of Materials
• Undermining adjacent properties
• Tipping of materials
• Ground water conditions

Precautions

Buried Services

It is a legal requirement that, before any excavation starts, public services

bodies are contacted about the termination or isolation of existing services
before and during the period of excavation. It should be appreciated that not
all buried services are plotted on existing public service drawings and so sites
must check for buried services. Service locating equipment should be
available for use if enquired in advance.

Supervision

All excavation / trench work will only be carried out under the supervision of a
competent person.

Access and Egress

Adequate and safe means of access and egress must be maintained for those
working within excavations by use of appropriate ladders. Consideration must
be given to escape in case of emergencies. Access ways crossing excavations
must be properly constructed and comply with the width criteria appropriate
to the work.

Fencing

Excavations, shafts or pits more than 2m deep, near which persons work or
pass, must either be protected at the edges by guardrails or barriers, or be
securely covered. The protection of excavation next to public highways is of
particular importance. Barriers and fencing must be provided to a minimum
height of 2m together with adequate lighting and warning notices.

Other Precautions
• Before digging make sure that the locations of water, gas, electricity
and telephone services are known.
• Ascertain Ground conditions prior to commencement of work.
• Provide proper access on both sides of the excavation and use the
provided mans of access into and out the excavation.
• Keep spoils heaps well away from the edges of excavations.
• Not to place materials, including tools, on or near the edges at least I
M from the side of the excavations.
• Fence excavations
• All persons working inside the excavation shall necessarily wear Safety
helmets.

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• Avoid working in Deep excavation on rainy days and immediately after

dewatering operations
• Inspect the excavation walls for signs of collapse, particularly after
heavy rain and prior to entry.
• When pumping is necessary, keep a proper watch to make sure that
fine material is not being drawn out from behind the support system.
• Provide site security, particularly in relation to preventing children
getting on to the site.
• During backfilling ensure the vehicle stop blocks are in position.

14.8.8 Foundations

Main Hazards

Fall of persons

• Fall of materials
• Contact with moving parts of machinery
• Defective lifting equipment / appliance
• Underground services
• Overhead services
• Vibration
• Noise

Precautions
• A method statement is to be made available and to be followed.
• All operatives are over 18 years old, trained and competent.
• All operatives should wear required PPE.
• Lifting equipments / appliances (i.e. excavator, loader, JCB etc.) are
suitable.
• A firm level base is provided.
• Checks are made for underground services
• Where applicable precautions are taken for overhead services
• All moving parts of machinery are adequately guarded
• All materials and equipment are stored correctly.
• All walkways on foundation, from which a person can fall (i.e. height
more than 2 metres), are fitted with guardrails and toe boards.

14.8.9 Site Workshop

Main Hazards
• Unguarded machinery
• Poorly maintained machinery
• Flying fragments from machinery
• Trailing Cables
• Electrical hazards
• Poor Housekeeping
• Fire
• Noise
• Use of hazardous substances
• Dust / Fume

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Precautions
• The Workshop is kept clean and tidy and clear access is maintained
around working areas
• There is adequate lighting, heating and ventilation, especially
extraction equipment for certain operations.
• Suitable fire extinguishers are provided;
• Electrical tools, equipment, etc. are visually checked monthly and
inspections are carried out in accordance with the advice in the
electrical section.
• Materials are stored properly
• All machines are adequately guarded.
• Only trained and competent persons use machines and equipment
• Operatives wear the appropriate protective clothing, i.e. Safety
footwear, earplugs, goggles etc. if required.

First aid facilities are provided.

14.8.10 Methodology of Culvert and Bridge

When the work start on culvert and bridge perversion of traffic movement
change with out obstect and safety precautions. Caution board I sign board
be used. Delineator, Barricade and direction board be used. When worker
work at site flag man both direction indicate traffic movement and road
marking line show.

14.8.11 Barricading of Culvert and Bridge

Barricading of culvert and bridge are to be proposed type 1 & type 2.

< Caution board

< Delineator
< Potable barricade
< Permanent barricade
< Safety tapes

14.8.12 Concentric Widening In Urban Area

Concentric widening in urban areas to be done after local traffic move on

service road by Delineator 1 sign board and Permanent barricade. Show fig.
no.08

14.8.13 Safety Measures During Normal Operation

Parking of vehicle on the carriageway leads to accidents may a times further?

Suddenly vehicle on the carriageway are the course of further accidents
obstructing the smooth flow of the traffic.

Highway Petrol

o No Parking of a vehicle on any of the divided carriageway taken place

any time.
o Immediate assistance is provided to accident victims and there rescue.

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o Minor debris and stalled vehicles are removed from carriageway with
in an hour Time.
o In the accident of traffic congestion adequate measures Shall be taken
mitigate

The same in maximum one hour’s time and approaching traffic in duly
cautioned about.

Vehicle break down and accident

o Relevant operating procedures include the setting up of temporary

traffic cones and lights.
o Ensure any diversion or Interruption of traffic is remedied with out
delay.

14.8.14 Safety measures during concession period

During the concession period many activities are involved at different stages
and at various periods in respect of construction operation and maintenance
of the Project highway. Safety of the road user and the project work man at
site in Emergency arising on account of force secure due nature or
administrative reasons especial safety masseurs used. Width of existing two
lane carriageway is envisage to be used for passage of two way traffic. Pay
bed shoulder used on the sides a maximum of a one lane closer allowed for a
short duration on emergency. Traffic is to divide from its normal path the
channel of traffic clearly marked with the aid of pavement marking at night
the passage delineated with lamps or other light source regularity / warning
sign approved by independent consultant in stalled for guidance or road users
at list two sign put up one loose to the carriage way begins 120m ahead signs
design reflecting type the safety standards specification schedule strictly
complied with in the event of the any lane.

14.9 Checklist Of Work Man At Site

• Safety of the project workers at site during duty hours responsibility ensured
by him safety measures appropriate for the job a work man performs
provided.
• Accidents of the workers by the traffic using the highway diversion
• Provide helmets and protective chest vests to its work man at site and make
it compulsory for to wear.
• Insure all the project workers against accident
• Labor law follow

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CHAPTER - 15

CONCLUSIONS AND RECOMMENDATIONS

15.1 Proposal for four lanning

The highest traffic observed is from Km 375.732 to Km 398.375 which is

from Laxmangarh to Fatehpur. If 2-lane with paved shoulders are
provided in this section, it will cross LOS B (18,000) in year 2012. Its
maximum capacity (25,000 PCU) will be exceed in year 2018. The seen
may change after development of NH-65, which contributes the traffic on
NH-11.
The 4- lanning of NH-11 from Agra to Jaipur has been already done and
from Jaipur to Sikar is in process by NHAI. Considering average traffic at
all three Toll Plaza locations which will reach 25,000 PCU in year 2032, it
is proposed to construct 2-lane with paved shoulders and 4-lane in urban
sections as per provisions of 2-lane Manual.

15.2 Period for Concession

As per provisions of MCA for PPP the period of concession can be extended
upto the year when maximum capacity is expected. For this project the
projected average traffic of three Toll Plaza will reach to 24270 PCU in
year 2032. Thus a maximum concession period of 22 years may be
adopted. As the actual traffic growth rate may be higher than assumed
5%, the proposed period of concession has been shortened to year 2030.
Thus a concession period of 22 years has been proposed.

15.3 Project Cost

The civil cost of the Project is RS. 390.28 Crore. After adding cost of
contingencies and overheads the TPC is Rs. 487.85 Crore.

15.4 Project Cost

The Project is viable at VGF of 23% and concession period of 22 Years.

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