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NATIONAL HIGHWAYS AUTHORITY OF INDIA
(Ministry of Road Transport and Highways)
Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km

283.500 of NH 65 Nagaur road) section- Package-I (Design
length 74.619 km) of Jodhpur Ring Road (In Principally
declared NH) in the State of Rajasthan on Hybrid Annuity
Mode under NHDP phase VII
VOLUME - I MAIN REPORT
SECTION I : DANGIYAWAS TO NAGAUR ROAD
FINAL PROJECT REPORT

OCTOBER - 2017 (R0)
Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) Final Project Report
section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Table of Contents
TABLE OF CONTENTS
ES. EXECUTIVE SUMMARY ............................................................................................................. 1
ES.1 PROJECT BACKGROUND .................................................................................................................... 1

ES.2 EXISTING PROJECT FEATURES ........................................................................................................... 1
ES.3 PAVEMENT CONDITION .................................................................................................................... 2
ES.4 STRUCTURAL STRENGTH OF PAVEMENT .......................................................................................... 3
ES.5 SUB GRADE INVESTIGATIONS ........................................................................................................... 3
ES.6 TOPOGRAPHIC SURVEYS ................................................................................................................... 5
ES.7 TRAFFIC SURVEYS AND ANALYSIS ..................................................................................................... 5
ES.8 DESIGN STANDARDS ....................................................................................................................... 11
ES.9 IMPROVEMENT PROPOSALS ........................................................................................................... 11
ES.10 PAVEMENT DESIGN....................................................................................................................... 23
ES.11 IMPROVEMENT PROPOSAL FOR STRUCTURES ............................................................................. 24
ES.12 COST ESTIMATE............................................................................................................................. 25
CHAPTER – 1: OVERVIEW OF NHAI ORGANISATION ............................................................................ 1
1.1 INTRODUCTION ............................................................................................................................ 1

1.1.1 History of NHAI Organization .................................................................................................... 1
1.2 NATIONAL HIGHWAY DEVELOPMENT PROJECT (NHDP) .............................................................. 3
1.2.1 Golden Quadrilateral (GQ) or Phase-I of NHDP ........................................................................ 4
1.2.2 North-South and East-West Corridors or Phase-II of NHDP ..................................................... 5
1.2.3 NHDP Phase-III .......................................................................................................................... 5
1.2.4 NHDP Phase IV .......................................................................................................................... 5
1.2.5 NHDP Phase V ........................................................................................................................... 5
1.2.6 NHDP Phase VI .......................................................................................................................... 6
1.2.7 NHDP Phase VII ......................................................................................................................... 6
1.3 PROJECT FINANCING..................................................................................................................... 6
1.3.1 Through Budgetary allocations from Government of India (CESS)........................................... 6
1.3.2 Loan assistance from international funding agencies .............................................................. 6
1.3.3 Market borrowing ..................................................................................................................... 6
1.3.4 Private sector participation....................................................................................................... 7
1.3.5 Special Purpose Vehicles (SPVs)................................................................................................ 7
1.3.6 Cost Recovery Mechanism ........................................................................................................ 7
CHAPTER – 2: PROJECT DESCRIPTION ................................................................................................. 1
2.1 INTRODUCTION ............................................................................................................................ 1

2.2 OBJECTIVES ................................................................................................................................... 1
2.3 SCOPE OF SERVICES ...................................................................................................................... 2
2.4 STAGES OF SUBMISSION............................................................................................................... 3
2.5 STRUCTURE OF REPORT................................................................................................................ 4
2.6 PROJECT AREA .............................................................................................................................. 5
2.6.1 Location..................................................................................................................................... 5
2.6.2 Terrain ....................................................................................................................................... 6
2.6.3 Land Use .................................................................................................................................... 6
2.6.4 Alignment .................................................................................................................................. 7
2.6.5 Existing Road Width .................................................................................................................. 7
2.6.6 Pavement Condition ................................................................................................................. 7
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2.6.7 Embankment Height ................................................................................................................. 7

2.6.8 Right of Way .............................................................................................................................. 7
2.6.9 Junctions ................................................................................................................................... 8
2.6.10 Utilities ...................................................................................................................................... 8
2.6.11 Rail Over Bridges (ROBs) ........................................................................................................... 9
2.6.12 Bridges and Cross Drainage Structures ..................................................................................... 9
2.6.13 Religious Place........................................................................................................................... 9
2.6.14 Drainage Pattern ....................................................................................................................... 9
2.6.15 Truck lay-Bye ............................................................................................................................. 9
2.6.16 Existing Toll Plaza ...................................................................................................................... 9
CHAPTER 3.0: ADOPTED METHODOLOGY ........................................................................................... 1
3.1 GENERAL ....................................................................................................................................... 1

3.2 BASIS ............................................................................................................................................. 1
3.3 COLLECTION OF AVAILABLE DATA ................................................................................................ 1
3.4 SOCIO-ECONOMIC PROFILE .......................................................................................................... 1
3.5 TRAFFIC SURVEY, ANALYSIS AND PROJECTION ............................................................................ 1
3.6 ENGINEERING SURVEYS AND INVESTIGATIONS ........................................................................... 2
3.6.1 Reconnaissance and Alignment ................................................................................................ 2
3.6.2 ROAD INVENTORY AND PAVEMENT INVESTIGATIONS ............................................................. 2
3.6.3 Detailed Bridge Inventory and Condition Survey...................................................................... 4
3.6.4 Topographic Surveys ................................................................................................................. 4
3.6.5 Geotechnical Investigations and Sub-Soil Exploration.............................................................. 6
3.6.6 Material Investigations ............................................................................................................. 8
3.7 ENGINEERING DESIGN .................................................................................................................. 9
3.7.1 Geometric Design of Highway................................................................................................... 9
3.7.2 Rigid Pavement Design ............................................................................................................. 9
3.7.3 Flexible/Rigid Pavement Design................................................................................................ 9
3.7.4 Design of Structures ................................................................................................................ 10
3.7.5 Drainage Design ...................................................................................................................... 10
3.7.6 Toll Plaza ................................................................................................................................. 10
3.8 ENVIRONMENTAL AND SOCIAL SCREENING ............................................................................... 10
3.8.1 Environmental screening ........................................................................................................ 10
3.8.2 Secondary data collection ....................................................................................................... 11
3.8.3 Social Screening ...................................................................................................................... 12
3.8.4 Social Impact Screening .......................................................................................................... 12
3.9 SCHEMES FOR DEVELOPMENT AND ASSESSMENT..................................................................... 13
3.10 PRELIMINARY COST ESTIMATES ................................................................................................. 13
3.11 ECONOMIC VIABILITY ................................................................................................................. 13
3.12 FINANCIAL VIABILITY .................................................................................................................. 14
CHAPTER – 4.0: SOCIO-ECONOMIC PROFILE ....................................................................................... 1
4.1 INTRODUCTION ............................................................................................................................ 1

4.2 PROJECT BACKGROUND ............................................................................................................... 2
4.3 PROJECT LOCATION ...................................................................................................................... 2
4.4 MEETING ....................................................................................................................................... 3
4.5 SOCIAL AND DEMOGRAPHIC PROFILE OF RAJASTHAN................................................................. 4
4.6 ECONOMIC PROFILE ..................................................................................................................... 6
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CHAPTER 5.0: ENGINEERING SURVEYS, INVESTIGATIONS & ANALYSIS ................................................. 1
5.1 GENERAL ....................................................................................................................................... 1

5.2 INVENTORY AND CONDITION SURVEY OF ROAD AND PAVEMENT .............................................. 1
5.2.1 Road Inventory .......................................................................................................................... 1
5.2.2 Pavement Condition Survey...................................................................................................... 9
5.3 TOPOGRAPHIC SURVEYS ............................................................................................................. 11
5.4 STRUCTURAL EVALUATION OF PAVEMENT ................................................................................ 12
5.5 PAVEMENT COMPOSITION AND SUBGRADE INVESTIGATIONS.................................................. 13
5.5.1 Methodology (Test Pits) .......................................................................................................... 13
5.5.2 Pavement Composition........................................................................................................... 13
5.5.3 In situ-density and moisture content...................................................................................... 13
5.5.4 Characterization of Sub-grade ................................................................................................ 15
5.6 MATERIAL INVESTIGATION ......................................................................................................... 16
5.6.1 General .................................................................................................................................... 16
5.6.2 Objectives and Information Sources ....................................................................................... 16
5.6.3 Material for Embankment and Sub grade .............................................................................. 16
5.6.4 Stone Aggregates .................................................................................................................... 19
5.6.5 Quarries for Natural Sand ....................................................................................................... 19
5.6.6 Availability of Bitumen, Steel, Cement and other Materials .................................................. 20
5.7 INVENTORY AND CONDITION SURVEYS FOR STRUCTURES ........................................................ 23
5.7.1 General Condition of Bridges .................................................................................................. 23
5.7.2 General Condition of Culverts ................................................................................................. 25
CHAPTER 6 - TRAFFIC SURVEYS AND ANALYSIS ................................................................................... 1
6.1 INTRODUCTION ............................................................................................................................ 1

6.2 OBJECTIVE AND SCOPE OF SERVICES ............................................................................................ 1
6.3 THE PROJECT CORRIDOR .............................................................................................................. 1
6.4 TRAFFIC STUDIES .......................................................................................................................... 3
6.5 TRAFFIC INTENSITY ....................................................................................................................... 4
6.5.1 Classified Traffic Volume Counts .................................................................................................. 4
6.5.2 Average daily traffic (ADT) ............................................................................................................ 5
6.5.3 Annual Average Daily Traffic (AADT) ............................................................................................ 7
6.5.4 Daily variation of traffic volume ................................................................................................... 8
6.5.5 Hourly Variation of Traffic in Vehicles ........................................................................................ 10
6.5.6 Directional Distribution .............................................................................................................. 11
6.5.7 Peak hour traffic ......................................................................................................................... 11
6.5.8 Traffic Composition .................................................................................................................... 11
6.6 TRAVEL PATTERN ........................................................................................................................ 13
6.6.1 Origin Destination Survey ........................................................................................................... 13
6.6.2 Zoning System............................................................................................................................. 14
6.6.3 Expansion factors and development of O – D matrices ............................................................. 16
6.6.4 Travel pattern and characteristics .............................................................................................. 22
6.6.5 State Share.................................................................................................................................. 28
6.6.6 Lead distribution......................................................................................................................... 29
6.6.7 Commodity Groups and Analysis................................................................................................ 30
6.7 TURNING MOVEMENT SURVEY .................................................................................................. 33
6.8 SPEED DELAY SURVEY ................................................................................................................. 34
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CHAPTER 7 - TRAFFIC DEMAND AND TOLL REVENUE estimate ............................................................ 1
7.1 INTRODUCTION ............................................................................................................................ 1

7.2 METHODOLOGY FOR TRAFFIC GROWTH RATE ESTIMATION ....................................................... 1
7.3 REGIONAL INFLUENCE .................................................................................................................. 1
7.4 PAST VEHICLE REGISTRATION DETAILS......................................................................................... 2
7.5 PAST GROWTH OF ECONOMY ...................................................................................................... 2
7.6 TRANSPORT DEMAND ELASTICITY ................................................................................................ 4
7.7 PROJECTED TRANSPORT DEMAND ELASTICITY ............................................................................ 4
7.8 PERSPECTIVE GROWTH: STATES’ AND NATIONAL ECONOMIES ................................................... 5
7.9 PROJECTED TRAFFIC GROWTH RATES .......................................................................................... 6
7.10 TOLL PLAZAS ................................................................................................................................. 7
7.11 COMPETING / ALTERNATE ROUTES .............................................................................................. 9
7.12 TOTAL TRAFFIC PROJECTION ........................................................................................................ 5
7.12.1 Diverted Traffic ............................................................................................................................. 5
7.12.2 Induced Traffic ............................................................................................................................ 14
7.12.3 Total Traffic ProjectionS ............................................................................................................. 14
7.13 CAPACITY ANALYSIS .................................................................................................................... 16
7.14 DISCOUNTS ................................................................................................................................. 17
7.15 TOLL REVENUE ESTIMATES ........................................................................................................... 5
CHAPTER 8.0. PRELIMINARY ENVIRONMENTAL ASSESSMENT ............................................................. 7
8.1 PROJECT BACKGROUND ............................................................................................................... 7

8.2 PROJECT ROAD ............................................................................................................................. 7
8.3 PROJECT AREA .............................................................................................................................. 7
8.4 PROJECT PROPONENT .................................................................................................................. 8
8.5 NEED OF THE PROJECT AND BENEFITS ASSOCIATED .................................................................... 8
8.6 SCOPE OF PRELIMINARY ENVIRONMENTAL IMPACT ASSESSMENT STUDY ................................. 8
8.6.1 Methodology............................................................................................................................. 8
8.6.2 Approaches to Study ................................................................................................................. 9
8.6.3 Steps in Study Process .............................................................................................................. 9
8.6.4 Reconnaissance / Onsite Study ................................................................................................. 9
8.6.5 Analysis of data and screening exercise ................................................................................. 10
8.6.6 Field Study / Monitoring / Laboratory Analysis for Generation of Primary Data ................... 10
8.7 PROJECT DESCRIPTION ............................................................................................................... 10
8.7.1 Existing Feature of Road ......................................................................................................... 10
8.7.2 Proposed Features Of Road .................................................................................................... 12
8.8 LEGISLATIVE FRAMEWORK ......................................................................................................... 14
8.8.1 Environment Legislation - India .............................................................................................. 14
8.9 BASELINE ENVIRONMENT SCENARIO ......................................................................................... 19
8.9.1 Jodhpur District ....................................................................................................................... 19
8.9.2 Study Area ............................................................................................................................... 19
8.9.3 Data Collection ........................................................................................................................ 19
8.9.4 Secondary Data ....................................................................................................................... 19
8.9.5 Primary Data ........................................................................................................................... 19
8.9.6 Physical Environment .............................................................................................................. 19
8.9.7 Biological Environment ........................................................................................................... 26
8.10 STAKEHOLDER CONSULTATION .................................................................................................. 31
8.11 POTENTIAL ENVIRONMENTAL IMPACTS..................................................................................... 31
8.12 MITIGATION AND ENHANCEMENT MEASURES .......................................................................... 32
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8.13 INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL MANAGEMENT PLAN....................... 35

8.14 ENVIRONMENTAL BUDGET......................................................................................................... 35
CHAPTER 9.0: DESIGN STANDARDS .................................................................................................... 1
9.1 GENERAL ....................................................................................................................................... 1

9.2 TERRAIN CLASSIFICATION ............................................................................................................. 1
9.3 GUIDING PRINCIPLES .................................................................................................................... 2
9.4 TRAFFIC DESIGN............................................................................................................................ 2
9.4.1 General ...................................................................................................................................... 2
9.4.2 Definitions and Concepts .......................................................................................................... 2
9.4.3 Speed Flow Relationship (Clause 4.1, IRC: 64 – 1990) .............................................................. 3
9.4.4 Recommended design service volumes for two lane ............................................................... 4
9.4.5 Recommended Design Service Volume for Multilane Road /Four lane Road .......................... 5
9.4.6 Free Flow Speed ........................................................................................................................ 5
9.4.7 Standards for At-Grade Intersections ....................................................................................... 5
9.4.8 Traffic Signs, Road Markings and Other Furniture (IRC-67, IRC-35) ......................................... 5
9.4.9 Capacity Standards.................................................................................................................... 6
9.4.10 Traffic Safety Measures ............................................................................................................ 6
9.5 INDICATIVE DESIGN STANDARD’S FOR HIGHWAYS ...................................................................... 6
9.6 DESIGN SPEED............................................................................................................................... 8
9.7 CROSS-SECTIONAL ELEMENTS ...................................................................................................... 8
9.7.1 Right of Way (RoW)................................................................................................................... 8
9.7.2 Lane Width ................................................................................................................................ 8
9.7.3 Paved Shoulder ......................................................................................................................... 8
9.7.4 Earthen Shoulder ...................................................................................................................... 9
9.7.5 Median ...................................................................................................................................... 9
9.7.6 Median Openings ...................................................................................................................... 9
9.7.7 Service Road .............................................................................................................................. 9
9.7.8 Slope Protection........................................................................................................................ 9
9.7.9 Sight Distance............................................................................................................................ 9
9.8 HORIZONTAL ALIGNMENT .......................................................................................................... 10
9.8.1 Radii of Curve .......................................................................................................................... 10
9.8.2 Super - Elevation ..................................................................................................................... 10
9.8.3 Transition (spiral) Curves ........................................................................................................ 11
9.8.4 Widening of Carriageway on Curves ....................................................................................... 11
9.9 VERTICAL ALIGNMENT ................................................................................................................ 11
9.10 VERTICAL CURVES ....................................................................................................................... 12
9.11 VERTICAL CLEARANCE................................................................................................................. 12
9.12 CROSS-FALL (Pavement Camber)................................................................................................ 12
9.13 GEOMETRIC DESIGN CONTROL................................................................................................... 13
9.14 ROADWAY WIDTH AT CROSS-DRAINAGE STRUCTURES ............................................................. 13
9.14.1 Culverts ................................................................................................................................... 13
9.15 DESIGN STANDARDS FOR STRUCTURES...................................................................................... 13
9.15.1 General .................................................................................................................................... 13
9.15.2 Cross-sectional Elements ........................................................................................................ 13
9.15.3 Specification for Material........................................................................................................ 14
9.15.4 Loads and Forces to be considered in Design ......................................................................... 15
9.16 EMBANKMENTS .......................................................................................................................... 19
9.16.1 Side Slopes .................................................................................................................................. 19
9.17 ROAD SIDE DRAINAGE ................................................................................................................ 19
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9.18 HIGHWAY SIGNS ......................................................................................................................... 20

9.19 ROAD MARKINGS ........................................................................................................................ 20
9.20 WAY SIDE AMENITIES ................................................................................................................. 20
9.20.1 Pick-up Bus Stops........................................................................................................................ 20
9.20.2 Parking Areas .............................................................................................................................. 20
9.20.3 Rain Water Harvesting ................................................................................................................ 20
9.20.4 Rest Areas ................................................................................................................................... 21
9.20.5 Weighing Stations ....................................................................................................................... 21
9.20.6 Truck lay-bye............................................................................................................................... 21
9.20.7 Arboriculture and Landscaping................................................................................................... 21
9.20.8 Toll Plaza ..................................................................................................................................... 21
9.21 PAVEMENT DESIGN .................................................................................................................... 22
9.21.1 General ....................................................................................................................................... 22
9.21.2 Axle Load Scenario...................................................................................................................... 22
9.21.3 Flexible Pavement Design ........................................................................................................... 23
9.22 DESIGN CONSIDERATIONS .......................................................................................................... 23
9.22.1 Design Life................................................................................................................................... 23
9.22.2 Design Traffic .............................................................................................................................. 24
9.22.3 Adoption of Vehicle Damage Factors ......................................................................................... 24
9.22.4 New Pavement ........................................................................................................................... 24
9.22.5 Pavement Drainage .................................................................................................................... 25
9.22.6 Dry Lean Concrete ...................................................................................................................... 25
9.22.7 Pavement Quality Concrete (PQC) ............................................................................................. 26
9.23 SPECIFICATIONS .......................................................................................................................... 26
9.24 ENVIRONMENTAL AND SOCIAL ASSESSMENT ............................................................................ 26
9.25 CROSS-SECTIONAL ELEMENTS .................................................................................................... 26
CHAPTER 10 - IMPROVEMENT PROPOSAL .......................................................................................... 1
10.1 INTRODUCTION ............................................................................................................................ 1

10.2 GEOMETRIC IMPROVEMENTS ...................................................................................................... 1
10.3 SCHEME OF WIDENING ................................................................................................................ 2
10.4 GRADE SEPARATED STRUCTURES ................................................................................................. 6
10.5 INTERSECTION PROPOSALS .......................................................................................................... 7
10.6 LONGITUDINAL DRAINS ................................................................................................................ 9
10.7 BUS BAY WITH BUS SHELTERS AND BUS SHELTER...................................................................... 11
10.8 TRUCK LAY-BYES ......................................................................................................................... 12
10.9 TOLL PLAZAS ............................................................................................................................... 13
10.10 ROAD MARKINGS ........................................................................................................................ 13
10.11 ROAD SIGNS ................................................................................................................................ 13
10.12 GUARD POST ............................................................................................................................... 13
10.13 CRASH BARRIER .......................................................................................................................... 13
10.14 PROPOSALS FOR STRUCTURES ................................................................................................... 14
10.14.1 MAJOR BRIDGES ...................................................................................................................... 14
10.14.2 Minor Bridges .......................................................................................................................... 14
10.14.3 Flyover and VUP ...................................................................................................................... 15
10.14.4 LVUP ........................................................................................................................................ 16
10.14.5 ROB.......................................................................................................................................... 16
10.14.6 Culverts ................................................................................................................................... 16
10.15 PROPOSED RIGHT OF WAY ......................................................................................................... 20
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CHAPTER 11.0: PAVEMENT DESIGN .................................................................................................... 1
11.1 GENERAL ....................................................................................................................................... 1

11.2 HOMOGENOUS SECTIONS FOR PAVEMENT DESIGN .................................................................... 1
11.3 VEHICLE DAMAGE FACTOR ........................................................................................................... 1
11.4 PAVEMENT DESIGN ...................................................................................................................... 2
11.5 RECONSTRUCTION STRETCHES ..................................................................................................... 3
11.6 DESIGN OF RIGID PAVEMENT ....................................................................................................... 3
11.7 DESIGN OF FLEXIBLE PAVEMENT .................................................................................................. 4
CHAPTER 12.0: COST ESTIMATE ......................................................................................................... 1
12.1. INTRODUCTION AND ASSUMPTIONS ........................................................................................... 1

12.2. ADOPTION OF UNIT RATES ........................................................................................................... 1
12.2.1. Based on rate analysis............................................................................................................... 1
12.2.2. Based on market rates .............................................................................................................. 1
12.3. BILL OF QUANTITIES FOR CIVIL WORKS ........................................................................................ 1
12.4. COSTING FOR SAFETY DEVICES ..................................................................................................... 1
12.5. COST OF R & R .............................................................................................................................. 1
12.6. COST OF ENVIRONMENTAL MITIGATION PLAN............................................................................ 1
12.7. ANY OTHER ASSOCIATED COST .................................................................................................... 2
12.8. TOTAL COST ESTIMATES ............................................................................................................... 2
CHAPTER 13.0: Economic And Financial Analysis................................................................................ 1
13.1 ECONOMIC ANALYSIS ................................................................................................................... 1

13.1.1 Investment Appraisal .................................................................................................................... 1
13.1.2 "Without Project" alternative....................................................................................................... 1
13.1.3 "With Project" alternative ............................................................................................................ 1
13.1.4 HDM Model Input Data ................................................................................................................ 1
13.1.5 Project Costs ................................................................................................................................. 4
13.2 FINANCIAL ANALYSIS for Hybrid annuity mode.......................................................................... 10
13.2.1 General ....................................................................................................................................... 10
13.2.2 Key assumptions ......................................................................................................................... 10
13.2.3 Total Project Cost (Calculated) ................................................................................................... 11
13.2.4 Completion Cost ......................................................................................................................... 11
13.2.5 Financial Indicators ..................................................................................................................... 13
13.2.6 Conclusion .................................................................................................................................. 13
CHAPTER 14.0: CONCLUSIONS AND RECOMMENDATIONS .................................................................. 1
14.1 CONCLUSIONS AND recommendations ........................................................................................ 1
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LIST OF TABLES
Table ES.1: Summary of Pavement Condition ..............................................................................................2

Table ES.2: Laboratory Test Results of Borrow Soil Samples .......................................................................4
Table ES.3: Traffic Survey Locations .............................................................................................................5
Table ES.4: AADT...........................................................................................................................................6
Table ES.5: AADT...........................................................................................................................................8
Table ES.6: Projected total traffic for Most Likely Scenario .........................................................................9
Table ES.7: Design Service Volume Standards for four lane facility ...........................................................10
Table ES.9 Service Roads/Slip Roads ..........................................................................................................14
Table ES.10 Locations for RCC drains .........................................................................................................18
Table ES.11: Proposed Grade Separated Structures ..................................................................................20
Table ES.12: Proposed Truck Laybys...........................................................................................................22
Table ES.13: Proposed Toll Plazas...............................................................................................................23
Table ES.14: List Major Bridges ..................................................................................................................24
Table ES.15: List of Minor Bridges ..............................................................................................................24
Table ES.16: List of Proposed ROB’S ...........................................................................................................25
Table ES.17: Summary of Cost Estimate (Dangiywas to Nagaur Road 74.619 in length proposed)...........26
Table 2-1: List of Public Facilities ..................................................................................................................6
Table 2-2: Carriageway Details ....................................................................................................................7
Table 2-3: Pavement Condition of stretches ................................................................................................7
Table 2-4: List of Major Junctions.................................................................................................................8
Table 2-5: List of Religious Structures ..........................................................................................................9
Table 5.1: Terrain..........................................................................................................................................2
Table 5.2: Land Use Pattern..........................................................................................................................2
Table 5.3: Details of Curves on existing alignment.......................................................................................2
Table 5.4: Villages/Towns along Project Road .............................................................................................3
Table 5.5: Carriageway widths .....................................................................................................................3
Table 5.6: Junction Details ............................................................................................................................4
Table 5.7: List of Utilities ..............................................................................................................................7
Table 5.8: Locations of Petrol Pumps along the stretch ...............................................................................8
Table 5.9: Yardstick for Pavement Condition .............................................................................................10
Table 5.10: Summary of Pavement Condition Survey ................................................................................11
Table 5.11 Observed characteristic deflection ...........................................................................................12
Table-5.12 Method of Testing ....................................................................................................................15
Table 5.13 Details of Borrow area along Project Road ...............................................................................16
Table 5.14 Test Results of Borrow Area Subgrade .....................................................................................18
Table 5.15 Details of Stone aggregates Quarries .......................................................................................19
Table 5.16 Details of Natural Sand Sources................................................................................................19
Table 5.17 Summary of Laboratory Test Results for Natural Sand ............... Error! Bookmark not defined.
Table 5.18 Summary of Structures .............................................................................................................26
Table 6-1a: Homogeneous Section ...............................................................................................................1
Table 6-1b: Traffic surveys schedule ............................................................................................................3
Table 6-2: Vehicle Classification and PCU Factors Used in the Study ..........................................................4
Table 6-3: Average Daily Traffic ....................................................................................................................5
Table 6-4: Seasonal factors...........................................................................................................................7
Table 6-5: Annual Average Daily Traffic .......................................................................................................7
Table 6-6: Day factors and maximum variations ..........................................................................................9
Table 6-7: Directional split..........................................................................................................................11
Table 6-8: Peak hour flow and factor .........................................................................................................11
Table 6-9: Traffic composition of All Vehicles ...........................................................................................11
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Table 6-10: Traffic Composition of Tollable Vehicles ................................................................................12

Table 6-11: Sample size of OD survey ........................................................................................................13
Table 6-12: Adopted zoning system ...........................................................................................................14
Table 6-13: Zones with maximum influence on each mode ......................................................................22
Table 6-14: Distribution of Trips (%)...........................................................................................................28
Table 6-15: Trip Length Distribution of Passenger Vehicles in % ...............................................................29
Table 6-16: Trip Length Distribution of Commercial Vehicles in % ............................................................29
Table 6-17: Classification of Commodities .................................................................................................30
Table 6-18: Commodity Distribution (%) at Jhalamand and Keroo ............................................................31
Table 6-19: Commodity Distribution (%) at Netra and Banar ....................................................................31
Table 6-20: Commodity Distribution (%) at Kudi ........................................................................................32
Table 6-21: Average Commodity distribution ............................................................................................33
Table 6-22: Intersection Traffic Projections ...............................................................................................33
Table 6-23: Intersection Traffic Projections ...............................................................................................34
Table 7-1: Regional Influence (%) .................................................................................................................1
Table 7-2: Past vehicle registration data of influencing states.....................................................................2
Table 7-3: Economic indices of states and India at constant prices (2004 - 05) ..........................................3
Table 7-4: Observed transport demand elasticity values and traffic growth...............................................4
Table 7-5: Projected transport demand elasticity values .............................................................................5
Table 7-6: Projected growth rates of indicators ...........................................................................................6
Table 7-7: Estimated & Recommended Traffic growth rates (%) .................................................................6
Table 7-8a: Proposed toll plaza details as per Design Chainage ..................................................................7
Table 7-8b: Proposed Structures ..................................................................................................................7
Table 7-9: Toll Rates Adopted (in Rs) ...........................................................................................................8
Table 7-10: Toll Rates in Year 2016-17 (in Rs) ..............................................................................................8
Table 7-11: Past WPI .....................................................................................................................................9
Table 7-12: Project Road vs Alternate route ................................................................................................1
Table 7-13: Diversion Curve Equations.........................................................................................................5
Table 7.14a: Vehicle Operating Cost (Rs.) – Alternate Route-1 ...................................................................6
Table 7.14b: Value of Time (Rs.) – Alternate Route-1 ..................................................................................6
Table 7.14c: Toll Rates (Rs.) – Alternate Route-1 .........................................................................................6
Table 7-14d: Generalized cost on Alternate route-1 and project road (in Rs.) ............................................7
Table 7-14e: Potential traffic diversion on Project Road (in %) – Alternate Route-1 ..................................7
Table 7.15a: Vehicle Operating Cost(Rs.) – Alternate Route-2 ....................................................................7
Table 7.15c: Toll Rates (Rs.) – Alternate Route-2 .........................................................................................8
Table 7-15d: Generalized cost on Alternate route-2 and project road (in Rs.) ............................................8
Table 7-15e: Potential traffic diversion on Project Road (in %) – Alternate Route-2 ..................................9
Table 7.16a: Vehicle Operating Cost(Rs.) – Alternate Route-3 ....................................................................9
Table 7.16c: Toll Rates (Rs.) – Alternate Route-3 .......................................................................................10
Table 7-16d: Generalized cost on Alternate route-3 and project road (in Rs.) ..........................................10
Table 7-16e: Potential traffic diversion on Project Road (in %) – Alternate Route-3 ................................10
Table 7.17a: Vehicle Operating Cost (Rs.) – Alternate Route-4 .................................................................11
Table 7.17b: Value of Time (Rs.) – Alternate Route-4 ................................................................................11
Table 7.17c: Toll Rates (Rs.) – Alternate Route-4 .......................................................................................11
Table 7-17d: Generalized cost on Alternate route-4 and project road (in Rs.) ..........................................12
Table 7-17e: Potential traffic diversion on Project Road (in %) – Alternate Route-4 ................................12
Table 7-18: Final diverted traffic to Project Road (Scenario-1) ..................................................................12
Table 7-19: Final diverted traffic to Project Road (Scenario-2) ..................................................................13
Table 7-20: Projected total traffic for Most Likely Scenario – Scenario-1 ..................................................15
Feedback Infra Pvt. Ltd. ix National Highways Authority of India

Table 7-20b: Projected total traffic for Most Likely Scenario – Scenario-2................................................16
Table 7.21a: Design Service Volume Standards for four lane facility .........................................................17
Table 7.21b: Capacity Augmentation .........................................................................................................17
Table 7-22: Tollable Components ...............................................................................................................18
Table 7.23a: Projected Tollable Traffic at TP-1_Scenario 1 ..........................................................................1
Table 7.23b: Projected Tollable Traffic @TP-2_Scenario 1 ..........................................................................2
Table 7.24a: Projected Tollable Traffic at TP-1 _Scenario 2 .........................................................................3
Table 7.24c: Projected Tollable Traffic at TP-2 _Scenario 2 .........................................................................4
Table 7-24a: Annual Toll Revenue Estimation (Rs. in Crores) Scenario-1 ....................................................5
Table 7-24b: Annual Toll Revenue Estimation (Rs. in Crores) Scenario-2 ....................................................5
Table 10-1: Adopted Widening Scheme .......................................................................................................2
Table 10-2A: List of Grade Separators ..........................................................................................................6
Table 10-2B: List of Light Vehicular Underpass ............................................................................................7
Table 10-4: Lists of Minor Intersections .......................................................................................................7
Table 10-5: Bus bays with Bus Shelter and Bus Shelters ............................................................................11
Table 10-6: Location of truck lay-byes........................................................................................................12
Table 10-7: Location of Toll-Plazas .............................................................................................................13
Table 10-8: Summary of Proposed Structures...........................................................................................14
Table 10-9: Existing Major Bridges .............................................................................................................14
Table 10-10: Minor Bridge- Widening ........................................................................................................14
Table 10-11: Minor Bridge- New construction ...........................................................................................14
Table 10-12: List of Flyovers and VUP ........................................................................................................15
Table 10-13: List of LVUPs ..........................................................................................................................16
Table 10-14: List of ROB’S...........................................................................................................................16
Table 10-17: List of Additional Culverts......................................................................................................16
Table 10-18: List of Culverts for Reconstruction ........................................................................................18
Table 10-20 Proposed ROW Details ...........................................................................................................20
Table 11-1 Homogenous Sections ................................................................................................................1
Table 11-2 VDF Calculated ...........................................................................................................................2
Table 11-3 Commercial Vehicle Traffic .........................................................................................................2
Table 11-4 MSA Adopted..............................................................................................................................2
Table 11-5 Proposed Rigid Pavement Design ...............................................................................................3
Table 11-6 Recommended Rigid Pavement Design ......................................................................................4
Table 11.7: Proposed thickness for Proposed Service Roads .......................................................................4
Table 12.1 Abstract of Cost Estimate ...........................................................................................................3
Table 13-1: General Inputs for HDM Model .................................................................................................2
Table 13-2: HDM Input Basic data ................................................................................................................3
Table 13-3: Condition of Project Road .........................................................................................................3
Table 13-4: HDM Input Geometry of Project Road ......................................................................................3
Table 13-5: HDM Input: Road Sections – Pavement Condition of Project Road ..........................................3
Table 13-6: Suggested Capacities for Plain/Rolling Terrain (PCU/Hr) ..........................................................4
Table 13-7: Project cost taken in analysis (in Rs.) ........................................................................................5
Table 13-8: Percentage Distribution of Cost ................................................................................................5
Table 13-9: Annual operation and Maintenance Cost .................................................................................5
Table 13-10: Vehicle Characteristics, Utilization Data and Economic Unit Costs.........................................7
Table 13-11: Summary of NPV and EIRR of Project Road .............................................................................8
Table 13.12: Development Phasing Considered for the Project ................................................................10
Table 13.13: Tax Rates Considered for the Project ....................................................................................11
Table 13.14: Total Project Cost of the Project............................................................................................11
Table 13.15: Completion Cost of the Project .............................................................................................12
Feedback Infra Pvt. Ltd. x National Highways Authority of India

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Executive Summary
ES. EXECUTIVE SUMMARY
ES.1 PROJECT BACKGROUND
Jodhpur Ring Road/Bypass was identified under NHDP Phase-VII on the condition that State Govt.
provides entire land free of cost. Hon’ble Minister, RTH&S during his programme at Jodhpur on
22.06.2015, announced construction of Jodhpur Bypass by four laning of existing BRO bypass.
Accordingly, Ministry vide letter No. NH-14014/184/2015-P&M dated 10.06.2016 has informed that
Hon’ble Minister (RTH&S) has approved “In-Principle” declaration of Jodhpur Bypass from Km 283.500
on NH-65 – Jajiwal Banar (Km 110 on NH-112) – Existing NH-112 from Banar to Km 96 of NH-112 near
SLBS Engg college) – Km 315 on NH-65 (along Dangiyawas Bypass) – upto junction with NH 114 near
Barli at Km 17.00 (length 88.50 kms). It has also been approved by Hon’ble Minister (RTH&S) to assign
work for development of Jodhpur Bypass to NHAI.
RO-Jaipur vide its letter dated 09.05.2016 has intimated that the above alignment was also discussed in
the meeting with Hon’ble Minister, PWD Rajasthan on 30.04.2016 during his stay at Jodhpur, in which it
was proposed that 32 km of JDA and 43 km of BRO Bypass, in which 60m ROW is available, may become
part of alignment of Ring Road. Further, for the rest stretch of Nagaur Road to Jaipur Road, NHAI may
finalize the alignment so that Banar could be avoided because it is a market place and very much
crowded and is a part of inner Jodhpur city.
Accordingly, as per techno-economic studies, alignment of Jodhpur Ring Road/Bypass has been finalized
in consultation with NHAI and public representatives from Jajiwal (Km 283.500 on NH-65) – Dangiawas
(Km 96 of NH-112 near SLBS Engg college) – Km 315 on NH-65 (along Dangiyawas Bypass) – upto
junction with NH 114 near Barli at Km 17.00 (length 88.50 kms)- Keru – Jajiwal. Accordingly following
documents for SFC proposal of Package 1 i.e. 4 laning of Dangiawas (km 96.595 of NH-112) to Jajiwal
(km 283.500 of NH 65 Nagaur road) section- (Design length 74.619 km) on Hybrid Annuity Mode are
submitted in which 60 mtr. ROW is available in the entire stretch except in existing km. 16.700 to
18.560 of NH-114 in 1.860 km. length where 45 mt. ROW is available.
ES.2 EXISTING PROJECT FEATURES
The project road is located in Jodhpur district in the State of Rajasthan. Project road is connecting to
various National Highways such as NH-25, NH-62, NH-125 and also various State Highways acts as an
entry & exit to Jodhpur city. Section I of ring road consists of three stretches, first stretch from
Dangiywas to Barli Junction (called BRO Road) about km 43.300, second stretch of NH-125 from km
16.700 to 19.700 from Barli to Keru and third stretch Keru to Nagaur road is about 29.619 km in length.
Feedback Infra Pvt. Ltd. ES - 1 National Highways Authority of India

The existing
carriageway width is
7.0 m from Nagaur Road
Dangiywas to Barli
junction earthen
shoulders of width
varying from 1.0 m
to 1.5 m is also
observed. Paved
shoulders of width Keru
1.5 m are found in
stretch from Barli to
Keru. Dangiywas
The existing ROW is

60.00 m from km
0.00 to 43.300. ROW
of 45.00 m is
available for km
16.700 to 19.700 i.e.
Barli to Keru.
Figure ES.1 Project Key Map
The existing junctions are not up to IRC standards. The land from Keru to Nagaur section will be
transferred to NHAI by JDA.
The project stretch Dangiywas to Keru is having one major bridge, one ROB on Jodhpur to Pali railway
line, two minor bridges, and fifty slab culverts. Major and minor bridges are having RCC solid slab type
superstructure and with open foundation. The slab culverts are generally in poor working condition,
structural strength also deteriorated due to exposure of reinforcement.

ES.3 PAVEMENT CONDITION
Table ES.1: Summary of Pavement Condition
Description Length (km) % of Total Length

Good 14.000 30.17
Fair 13.100 28.23
Poor 19.300 41.59
Total 46.300 100.00
The existing pavement is in good condition for 30.17% of length, fair condition in 28.23% and poor
condition in 41.59 % of the project length. The existing shoulders are in poor condition. The summary of
pavement condition is given in Table ES.1.
ES.4 STRUCTURAL STRENGTH OF PAVEMENT
The structural strength of existing flexible pavement was evaluated using a Benkelman Beam method in
accordance with the procedure given in IRC 81-1997. The characteristic deflection values are varying
from 0.5 to 1.881.
ES.5 SUB GRADE INVESTIGATIONS
Sub-grade investigations are carried out by making the test pits along the project highway. The
collected the samples were tested in laboratory to determine subgrade properties.
The wearing of course of existing highway is varies from 60-100 mm; base course is varying from 100-
250 mm. The sub-base is found intermittently in 10% length with average thickness of 200mm. The
overall thickness of pavement is in the range of 300-530 mm.
The analysis of existing sub-grade material shows, the CBR values are in the range of 7-9% and the
borrow soil also has CBR of 8-10%. Table ES.2 gives the test results of borrow materials.

Consultancy services for Preparing of Project Report for Jodhpur Ring Road Final Project Report
In the State of Rajasthan Executive Summary
Table ES.2: Laboratory Test Results of Borrow Soil Samples
ATTERBERG'S
MAXIMUM DRY DENSITY

MECHANICAL PROPERTIES
OPTIMUM MOISTURE
LIMITS
CLASSIFICATION
CONTENT (%)
PLASTICITY INDEX (%)
FREESWELL
LESS THAN 0.002MM
CBR VALUE
PLASTIC LIMIT (%)
GRAVEL (%) UPTO
SOAKED
LIQUID LIMIT (%)
0.075-0.002 MM
INDEX
(G/CC)
4.75–0.075 MM
SR.
4.75 MM SIZE
(%)
(%)
LOCATION
IS
SAND (%)
CLAY (%)
NO.
SILT (%)
(CHAINAGE NO.)
1. Aranji Borrow 16 60 -24- - NP - SM 2.06 6.20 -- 10.9

2. Mathania Borrow 18 44 -38- 33 18 15 SC 2.01 8.70 22.0 10.2
3. Manklavo Borrow 32 53 -15- - NP - SM 2.08 7.65 -- 11.5
4. Banad to Jajival Borrow 39 40 -21- - NP - SM 2.15 7.40 -- 13.5
5. Rajwa Borrow 58 25 -17- - NP - GM 2.12 6.15 -- 17.3
6. Lordi Borrow 0 41 -59- - NP - ML 1.79 9.55 -- 5.2
7. Sangariya Borrow 0 59 -41- - NP - SM 1.92 7.40 -- 7.5
8. 18+300 Borrow 0 72 -28- - NP - SM 1.90 6.55 -- 6.8
9. 282+500 Borrow 61 35 -04- - NP - GM 2.14 6.20 -- 18.4
137+000 NH-25 (NH-112)
10. 33 43 -24- - NP - SM 2.04 6.85 -- 10.8
Borrow

ES.6 TOPOGRAPHIC SURVEYS
Topographic surveys were carried out from in the month of December 2016 and January 2017. Survey
has been carried out using DGPS & Total Station.
ES.7 TRAFFIC SURVEYS AND ANALYSIS
For traffic surveys and analysis, the project road has been divided into four homogenous sections based
on the traffic flow pattern:
The following traffic studies have been carried out:
1. Classified traffic volume counts for 7 days and 24 hours duration

2. Turning movement count survey
3. Origin and Destination survey
4. Turning movement survey
The traffic volume survey along the project road has been carried out in month of December 2016. The
seasonal correction factor has been applied for converting ADT to AADT.
Table ES.3: Traffic Survey Locations
Type of
Sl. No. Name of the location/km Type of Road No of Days
survey
Km 20.500_Jhalamand Ring Road 7
Km 318.000_Kudi NH-62 3
Classified Km 39.400_Chokha Village Ring Road 3
1 Volume Km 23.540_Keroo NH-125 3
Count
Netra Village NH-62 3
Km 90.200_Bilaspur NH-25 3
Km 110.000_Banar NH-25 3
Km 20.500_Jhalamand Bypass 24 Hour
Km 23.540_Keroo NH-125 24 Hour
O&D
2 Netra Village NH-62 24 Hour
survey
Km 110.000_Banar NH-25 24 Hour
Km 318.000_Kudi NH-62 24 Hour
Nandara Kalan @ km 9.950 Ring Road 24 Hour
Jhalamand @ km 21.400 Ring Road 24 Hour
3 TMC DPS Circle @ km 26.700 Ring Road 24 Hour
Dali Bai Circle @ km 34.000 Ring Road 24 Hour
Gopal Bari Circle @ km 35.400 Ring Road 24 Hour

Table ES.4: AADT
Km Km
Km Km Nitra Km Km
20.500_Jhal 318.000_
Mode of Vehicle 39.400_R 23.540_Kero Village_ NH- 90.200_Bilaspur 110.000_Banar_N
amand_Rin Kudi_NH
ing Road o_NH-125 62 _NH-25 H-25
g Road -62
Car / Jeep / Van
2162 5874 2676 2232 2255 3463 2000
(Private)
Car / Jeep (Taxi) 110 514 199 414 218 429 324
Shared Jeep 110 303 115 21 41 160 288
Mini Bus 16 59 39 24 17 35 36
School. Bus 26 161 25 10 10 16 58
Govt. Bus 3 184 51 44 137 187 282
Tollable vehicles
Pvt. Bus 37 401 172 259 328 280 298

Maxx/Pick-Up 660 916 638 695 447 1069 613
LCV (4 tyre) 171 245 79 71 89 269 159
LCV (6 tyre) 230 245 364 55 153 341 147
2 Axle 705 941 1200 323 622 946 559
3 Axle 821 780 617 205 676 805 507
MAV (4 to 6 Axles) 1156 682 780 135 920 888 490
MAV (> 6 Axles) 0 0 0 0 0 0 0
Others 9 19 6 1 2 3 11
Total vehicles 6216 11324 6961 4489 5915 8891 5772
Total PCUs 13686 18986 14083 6722 12818 16800 11105
Non – Tollable Traffic (nos)
3 Wheeler 157 189 141 42 13 49 92
vehicles
Tollable
2 Wheeler 4674 4953 3499 2606 1330 3096 2531

Non
Agriculture Tractor 31 33 16 12 28 20 23
Agri Tractor with 173 108 145 87 26 63 91

Km Km
Km Km Nitra Km Km
20.500_Jhal 318.000_
Mode of Vehicle 39.400_R 23.540_Kero Village_ NH- 90.200_Bilaspur 110.000_Banar_N
amand_Rin Kudi_NH
ing Road o_NH-125 62 _NH-25 H-25
g Road -62
Trailer
Cycle 40 81 27 1 5 12 67
Cycle Rickshaw 3 8 1 0 0 0 6
Animal Drawn Cart 0 3 1 1 0 0 13
Toll Exempted Car 20 83 66 47 17 82 32
Toll Exempted
Vehicles
Toll Exempted Bus 3 20 20 14 13 8 8

Toll Exempted LCV 3 3 9 6 1 3 10
Toll Exempted
86 5 240 15 0 5 18
Truck
Total Non-Tollable
5190 5486 4165 2831 1433 3338 2891
(Nos.)
Total Non-Tollable
Total 3637 3438 3448 1904 897 2042 2050
(PCUs)
Grand Total (Nos.) 11406 16810 11126 7320 7348 12229 8663
Grand Total (PCUs) 17323 22424 17531 8626 13715 18842 13155

Diversion analysis has been carried out to estimate the present and future traffic on the ring road.
The estimated commercial traffic on the ring road for year 2016-2017, with assumption that no
commercial traffic allowed to enter ring road after completion of ring road.
Table ES.5: AADT
Section-I Section-II Section-III Section-IV

Mode of Vehicle (Km 0.000 – km (Km 31.625 – (Km 45.000 – (Km 74.619 –
31.625) km 45.000 km 74.619) km 103.039)
Car / Jeep / Van
2162 2676 1924 1230
(Private)
Car / Jeep (Taxi) 110 199 165 128
Shared Jeep 110 115 0 0
Mini Bus 16 39 0 0
School. Bus 26 25 0 0
Govt. Bus 3 51 0 0
Tollable vehicles
Pvt. Bus 37 172 255 205

Maxx/Pick-Up 660 638 793 646
LCV (4 tyre) 171 79 128 147
LCV (6 tyre) 230 364 135 198
2 Axle 705 1200 699 571
3 Axle 821 617 405 550
MAV (4 to 6 Axles) 1156 780 644 554
MAV (> 6 Axles) 0 0 0 0
Others 9 6 0 0
Total vehicles 6216 6961 5148 4229
Total PCUs 13686 14083 10252 8993
3 Wheeler 157 141 75 75
Non Tollable vehicles
2 Wheeler 4674 3499 2043 2043

Agriculture Tractor 31 16 12 12
Agri Tractor with
173 145 80 80
Trailer
Cycle 40 27 17 17
Cycle Rickshaw 3 1 1 1
Animal Drawn Cart 0 1 0 0
Toll Exempted Car 20 66 0 0
Exempted
Vehicles
Toll Exempted Bus 3 20 0 0

Toll
Toll Exempted LCV 3 9 0 0

Toll Exempted Truck 86 240 0 0
Total Non-Tollable
5190 4165 2228 2228
(Nos.)
Total Non-Tollable
Total 3637 3448 1485 1485
(PCUs)
Grand Total (Nos.) 11406 11126 7376 6457
Grand Total (PCUs) 17323 17531 11737 10478
Feedback Infra Pvt. Ltd. ES- 8 National Highways Authority of India

Section-I: Dangiywas-Pali Road, i.e. 0 to 22.700

Section-II: Pali to Keru i.e. 22.700 to 45.000
Section-III: Keru to Nagaur road
Section-IV: Nagaur road to Dangiywas.
Table ES.6: Projected total traffic for Most Likely Scenario
Nos. PCU
HS-1 HS-2 HS-3 HS-4 HS-1 HS-2 HS-3 HS-4
Year (Km (Km (Km (Km (Km (Km (Km (Km
0.000 – 31.625 – 45.000 – 74.619 – 0.000 – 31.625 – 45.000 – 74.619 –
km km km km km km km km
31.625) 45.000 74.619) 103.039) 31.625) 45.000 74.619) 103.039)
2016-17 11406 11126 7376 6457 17323 17531 11737 10478
2017-18 12266 11946 7923 6934 18532 18705 12537 11189
2018-19 13193 12829 8513 7446 19830 19962 13394 11951
2019-20 14191 13779 9998 8743 21221 21307 15652 13963
2020-21 15265 14801 10744 9391 22714 22747 16728 14919
2021-22 16423 15902 11548 10089 24315 24290 17882 15943
2022-23 17398 16824 12225 10679 25687 25593 18864 16819
2023-24 18431 17801 12944 11305 27138 26970 19903 17744
2024-25 19527 18837 13706 11967 28674 28425 21001 18723
2025-26 20688 19934 14513 12670 30299 29961 22162 19757
2026-27 21920 21097 15369 13414 32020 31585 23391 20851
2027-28 23001 22108 16117 14065 33515 32971 24450 21795
2028-29 24135 23169 16901 14747 35083 34423 25559 22785
2029-30 25327 24283 17725 15464 36727 35942 26722 23821
2030-31 26579 25452 18590 16216 38451 37533 27940 24907
2031-32 27893 26680 19499 17006 40259 39199 29217 26045
2032-33 29009 27705 20268 17676 41793 40557 30285 27001
2033-34 30170 28772 21069 18373 43389 41969 31397 27995
2034-35 31380 29883 21904 19099 45051 43438 32554 29030
2035-36 32639 31041 22773 19856 46781 44965 33759 30106
2036-37 33952 32245 23678 20643 48583 46555 35012 31227
2037-38 35318 33500 24621 21464 50459 48208 36317 32393
2038-39 36742 34807 25604 22318 52413 49928 37676 33606
2039-40 38224 36167 26628 23208 54447 51717 39090 34869
2040-41 39769 37584 27694 24136 56565 53579 40562 36184
2041-42 41377 39060 28805 25101 58771 55516 42095 37552
2042-43 43053 40596 29963 26107 61068 57531 43691 38977
2043-44 44798 42197 31169 27155 63460 59629 45353 40460
2044-45 46616 43863 32425 28246 65951 61812 47084 42004

Capacity and Level of Service Guidelines
As per clause of MORT&H Circular No. F.No. RW/NH-33044/37/2015/S&R® dated the 26th May 2016, in
light of changing socio economic conditions in the country and in order to ensure the safe and
comfortable mobility of road users and reduction in road accidents, widening of road and decongestion
of traffic is required. Accordingly, ministry has revised the traffic at which the up gradation from two
lane to four lane will trigger, as indicated in the table are given in Table ES-7 below.
Table ES.7: Design Service Volume Standards for four lane facility
Traffic at which upgradation to Two lane

Traffic at which upgradation to four lane
with paved shoulder will trigger (in PCU
Nature of Terrain will trigger (in PCU per Day)
per Day)
Clause No - 2 Clause No - 4
Plain Irrespective of traffic thereon 10,000
Rolling Irrespective of traffic thereon 8500
Mountainous / Steep Irrespective of traffic thereon 6000
HS-1
HS-2 HS-3 HS-4
(Km 0.000
Scenario Level of Service (Km 31.625 – (Km 45.000 – (Km 74.619 –
– km
km 45.000 km 74.619) km 103.039)
31.625)
Base Year Traffic
17323 17531 11737 10478
Scenario-1 (2016-17) in PCUs
Lane Requirement 4 lane 4 lane 4 lane 4 lane
Base Year Traffic
17323 17531 9451 8859
(2016-17) in PCUs
Scenario-2
The current scenario of projected traffic warrants for upgradation to four Lane highway and also
provision service roads to existing section i.e. from Dangiywas to Keru. Traffic projection envisages four
lanes for Keru to Nagaur road and Nagaur road Dangiywas by 2024. Considering the construction period
and prospective growth scenario of Jodhpur, entire ring road is proposed for four laning.
Based on the above Table, immediate requirement of 4-laning is arising. In case of scenario-2 for HS-4,
traffic crosses 10000 PCUs in the year 2019-20 and hence it is proposed to make the entire ring road 4-
lane for both scenarios.
ES.8 DESIGN STANDARDS
The design standards for the project road have been set from IRC: SP: 84-2014 “Manual of
Specifications & Standards for Four-Laning of Highways through Public Private Partnership”.
The project road is proposed for improvement to four lanes with 100 kmph, service roads are proposed
in built-up areas on either side with design speed of 40-65 kmph for service roads.

ES.9 IMPROVEMENT PROPOSALS
a. Geometric Improvements
Concentric widening is adopted to restrict land acquisition to minimum. The existing geometry has few
curves requiring geometric improvement. The deficient sections have been improved to design
standards. Grade separated structures have been proposed at all major intersections including MDR,VR
and other roads to control access to main carriageway. TCS type reference is from IRC: SP: 84-2014 and
IRC: SP: 73-2015.
b. Widening Schedule
Table ES.8 Widening Schedule
Exiting Chainage Design Chainage Design

Sl. (Km) (Km) Length Description TCS Type
No.
From To From To (Km)
1 0.000 1.6000 0.000 1.600 1.600 2Lane highway without Fig 2.2 B
Service road
4 Lane Divided highway
Fig 2.4 of IRC
2 1.600 9.421 1.600 9.370 7.770 without Service road and
SP 84-2014
with Raised Median
Approaches to Grade
3 9.421 10.406 9.370 10.350 0.980 Separated Structure with Fig 2.6C
Slip Road (5.0 m median)
Fig 2.4 of IRC
SP 84-2014
with Raised Median
4 Lane Divided highway with
5 12.866 16.105 12.800 16.020 3.220 Service road and with Raised Fig 2.6A
Median (5.0 m median)
Approaches to Grade
Service Road (5.0 m median)
Approaches to Grade
Fig 2.6 of IRC
10 19.135 21.300 19.050 21.200 2.150 Service road and with Raised
SP 84-2014
Median
Approaches to Grade
11 21.300 21.935 21.200 21.835 0.635 Separated Structure with Fig 2.6B
4 Lane Divided highway with Fig 2.6 of IRC
12 21.935 25.864 21.835 25.780 3.945
Service road and with Raised SP 84-2014

No.
Median
Approaches to Grade
Fig 2.6 of IRC
SP 84-2014
Median
Approaches to Multiple
15 29.734 30.141 29.640 30.040 0.400 Revenue Path with Service Fig 2.6B
Road (2.5 m median)
Fig 2.6 of IRC
SP 84-2014
Median
Approaches to Grade
Fig 2.6 of IRC
SP 84-2014
Median
Approaches to Grade
Fig 2.6 of IRC
SP 84-2014
Median
Approaches to Grade
22 36.301 36.891 36.200 36.790 0.590 Raised Median and Slope Fig 2.4A
Retaining Structure
Fig 2.4 of IRC
SP 84-2014
with Raised Median
Retaining Structure
Fig 2.6 of IRC
SP 84-2014
Median
Retaining Structure
Fig 2.4 of IRC
SP 84-2014
with Raised Median


No.
17.073 Approaches to Grade
28 42.616 (NH- 42.440 43.520 1.080 Separated Structure with Fig 2.6C
125) Slip Road (5.0 m median)
17.073 18.690 4 Lane Divided highway
Fig 2.4 of IRC
29 (NH- (NH- 43.520 45.140 1.620 without Service road and
SP 84-2014
125) 125) with Raised Median
Approaches to Grade
30 - - 45.140 46.580 1.440 Separated Structure with Fig 2.6C
4 Lane Divided Highway
31 - - 46.580 48.770 2.190 without Service Roads and Fig 2.2A
with Depressed Median
Approaches to Grade
Approaches to Grade
Approaches to Grade
Approaches to Grade
Approaches to Grade
Approaches to Grade

No.
Total Length 74.619
Service Roads are proposed for built-up areas as given in Table ES.9.
Table ES.9 Service Roads and Slip in Built-Up Areas
(a) Length of Service Roads

Sl. No. Location of Service Location of Service Right Hand Side Length of
Roads (Existing Roads (Design (RHS)/Left Hand Service
Chainage in Km) Chainage in Km) Side) or Both Roads
From To From To Sides (km)
1 12.866 35.976 12.800 36.200 Both Sides 46.800
2 37.900 40.250 37.800 40.100 Both Sides 4.600
Total 51.400
Note : Width of service road shall be 7.5 m.
Location of Slip Right Hand Side

Location of Slip Roads Length of
Roads (Design (RHS)/Left Hand
Sl. No. (Existing Chainage in Km) Service
Chainage in Km) Side) or Both
Roads (km)
From To From To Sides
1 9.421 10.406 9.370 10.350 Both Sides 1.960
17.073 (NH-
2 42.616 42.440 43.520 Both Sides 2.160
125)
3 - - 45.140 46.580 Both Sides 2.880
4 - - 48.770 49.430 Both Sides 1.320
5 - - 53.110 53.750 Both Sides 1.280
6 - - 56.125 57.050 Both Sides 1.850
7 - - 59.910 60.650 Both Sides 1.480
8 - - 64.220 64.970 Both Sides 1.500
9 - - 66.070 67.410 Both Sides 2.680
Total 17.110
Note : Width of slip road shall be 7.5 m.




The RCC drain is proposed in built-up areas on either side. The location of drains is given in the
following table.
Table ES.10 Locations for RCC drains
Sl. Exiting Chainage (Km) Design Chainage (Km) Design Length

Description
No. From To From To (Km)
Approaches to Grade
1 9.421 10.406 9.370 10.350 0.980 Separated Structure with Slip
Road (5.0 m median)
Approaches to Grade
3 16.105 17.085 16.020 17.000 0.980 Separated Structure with
Approaches to Grade
Median
Approaches to Grade
Median
Approaches to Grade
Median
12 29.734 30.141 29.640 30.040 0.400 Revenue Path with Service
Road (2.5 m median)
Median
Approaches to Grade
15 32.071 33.751 31.970 33.650 1.680
Service road and with Raised

Sl. Exiting Chainage (Km) Design Chainage (Km) Design Length

Description
No. From To From To (Km)
Median
Approaches to Grade
Median
Approaches to Grade
Median
Approaches to Grade
17.073
20 42.616 42.440 43.520 1.080 Separated Structure with Slip
(NH-125)
Road (5.0 m median)
Approaches to Grade
21 - - 45.140 46.580 1.440 Separated Structure with Slip
Road (5.0 m median)
Approaches to Grade
Road (5.0 m median)
Approaches to Grade
Road (5.0 m median)
Approaches to Grade
Road (5.0 m median)
Approaches to Grade
Road (5.0 m median)
Approaches to Grade
Road (5.0 m median)
Approaches to Grade
Road (5.0 m median)
Total Length ( Single Side) 34.248
Flyovers/Underpass/VUP/LVUP/ROB’s proposed as given in Table ES.11.
Table ES.11: Proposed Grade Separated Structures
Existing Design Vertical

Sl. Length No. and length Type of Remarks if
Chainage Chainage Clearance
No. (M) of Spans (m) GS any
(Km) (Km) (m)
1 9.950 9.868 25 1x25.0 5.5 Flyover MDR-144
2 16.400 16.428 25 1x25.0 5.5 Flyover SH-58
3 21.638 21.543 25 1x25.0 5.5 Flyover MDR-101

Existing Design Vertical

Sl. Length No. and length Type of Remarks if
Chainage Chainage Clearance
No. (M) of Spans (m) GS any
(Km) (Km) (m)
4 26.700 26.720 150 1x15+4x30+1x15 5.5 Flyover ODR-Jodhpur
5 32.500 31.616 60 1x15+1x30+1x15 5.5 Flyover NH-25
6 34.128 34.027 60 1x15+1x30+1x15 5.5 Flyover Daliboy Circle
ODR-Jodhpur
7 35.866 35.875 25 1x25.0 5.5 Flyover
Jajiwar
8 43.300 43.110 60 1x15+1x30+1x15 5.5 Flyover NH-125
9 - 45.520 60 1x15+1x30+1x15 5.5 Flyover -
10 - 56.526 15 1x15.0 5.5 VUP MDR-104
11 16.250 16.165 12 1x12.0 4.5 LVUP -
12 16.753 16.668 12 1x12.0 4.5 LVUP -
13 - 49.061 12 1x12.0 4.5 LVUP -
14 - 53.437 12 1x12.0 4.5 LVUP -
15 - 60.200 12 1x12.0 4.5 LVUP -
16 - 64.606 12 1x12.0 4.5 LVUP -
c. Junction Improvements
At Grade Major Junctions
Sl. No. EXISTING CHAINAGE DESIGN CHAINAGE LEFT RIGHT Type of Junction
1 24.009 23.924 Sector-8 Jodhpur +
2 24.609 24.525 Sector-8 Jodhpur +
3 25.648 25.564 - Sangariya T
4 34.901 34.800 Chopasani - T
At Grade Minor Junctions
Existing Design LOCATION Junction

Sl. No
Chainage Chainage Left Right Type
1. 1.072 1.108 Jaiyava T
2. 2.882 2.918 Jaiyava(Ct) T
3. 2.932 2.948 Village Road(CT) T
4. 5.396 5.437 Village Road(CT) Village Road(CT) Y
5. 6.338 6.300 Factory T
6. 7.585 7.549 Jalel (CT) Devliya (CT) +
7. 8.055 8.010 Jaleli T
8. 8.245 8.200 Godara Y
Kanawas Ka
9. 13.370 13.300 Ramdev Nagar(BT) +
Pana(BT)
10. 14.771 14.700 Basni(CT) Kharda(CT) +
11. 16.755 16.670 Manpura (BT) T
12. 17.070 16.985 Alakhdara(BT) T

Sl. No
13. 17.185 17.100 Alakhdara(BT) T
14. 17.985 17.900 Alakhdara(BT) T
15. 19.000 18.115 Alakhdara(BT) Y
16. 18.100 Alakhdara(BT) Village T
17. 18.150 Village Siriyade Gaon T
18. 18.495 18.410 Jhalamand(BT) Y
19. 19.220 19.135 Jhalamand(BT) Airforce Area(BT) +
20. 20.135 20.050 Bhantinda(BT) T
21. 20.730 20.645 Bhantinda(BT) T
22. 20.855 20.770 Jhalamand(RCC) T
23. 20.955 20.870 Bhantinda(BT) T
24. 21.400 21.315 Bhantinda T
25. 23.060 22.990 Adarsh Nagar(BT) T
26. 23.655 23.585 Sec-6(BT Road) T
27. 24.009 23.938 Sec-8(BT) Jodhpur(BT) T
28. 24.210 24.140 Sec-5(BT) T
29. 24.420 24.350 Sec-5(BT) T
30. 24.512 24.548 Sec-8(BT) Colony Road T
31. 24.725 24.655 Sec-1(BT) T
32. 24.945 24.875 Sec-1(BT) T
33. 25.140 25.070 Sec-1(BT) T
34. 25.325 25.255 Sangariya(BT)| KK Colony(BT) +
35. 25.646 25.580 Sangariya(BT) T
36. 27.305 27.245 Parshwnath City T
37. 27.750 27.690 Jaybhavani(BT) T
Junawo ki
38. 28.517 28.430 Abhishek Nagar +
Dhani(CT)
39. 29.215 29.140 Basni(BT) T
40. 30.195 30.310 Kanishka(BT) T
Mansarovar
41. 30.595 30.510 T
Colony(BT)
42. 30.956 30.864 Colony(BT) T
43. 31.195 31.110 Ashapurna Nagar T
44. 31.440 31.355 Pal Village T
45. 32.255 32.170 Chaukhan(BT) T
46. 34.500 34.415 Chaukhan(BT) T
47. 34.790 34.800 Chopasni(BT) Y
48. 35.385 35.280 Gopalbari T
49. 35.435 35.350 Gopalbari(BT) T
50. 36.240 36.155 Akhalia(BT) T
51. 38.045 37.960 Gopalbari Y
52. 38.330 38.200 Bhadarwa(RCC) T
53. 38.420 38.290 Bhadarwa T


Sl. No
54. 39.265 39.135 Nimbdia(BT) T
55. 40.395 40.265 Fidusar(BT) T
Village Road
56. 41.065 41.080 Y
(BT)
57. 41.265 41.135 Barli T
58. 41.430 41.300 Barli(BT) T
59. 55.244 Indroka Barli +
60. 64.600 Rampura Bhatiyan Basni Karwar +
61. 65.387 Village Village Road +
62. 69.500 Village Basni +
63. 72.510 Village Karwar +
64. 73.047 Village Karwar +
65. 73.554 Jheepasani Karwar +
66. 74.400 Plot Colony Nagaur Road T
CT = Cart Track
66 minor Intersections will provide access to the service roads are proposed for improvement as per IRC
SP-41 guidelines and type designs for intersections on National Highways.
d. Busbays and Bus shelters
Busbays with bus shelter are proposed at 26 locations. Additional 10 bus shelter is proposed without
bus-bays considering the availability of the land.
e. Truck lay byes
Truck laybys are proposed at following locations as given in Table ES.12.
Table ES.12: Proposed Truck Laybyes
Sl. No Existing Chainage (m) Design Chainage (m) Side

1 8847 8800 Both side
2 42026 41850 Both side
3 73514 73340 Both side
f. Toll Plaza
Three toll plazas are proposed at the locations as given in Table ES.13.
Table ES.13: Proposed Toll Plazas

Section Existing Chainage (m) Design Chainage (m) Location
0 to 31625 2550 2550 Dangiyawas
31625 to 74619 - 61755 Manaklavo

As per National Highways Fee Rule, 2008, toll plazas may be established beyond a distance of ten
kilometers from a municipal or local town area limits. Further, any other toll plaza on the same section
of national highway and in the same direction shall not be established within a distance of sixty
kilometers. However, the executing authority may, for reasons to be recorded in writing, locate or allow
the concessionaire to locate a toll plaza within a distance of sixty kilometers and within a distance of ten
kilometers of such municipal or local town area limits, but in no case within five kilometers of such
municipal or local town area limits; Provided further that where a section of the national highways,
permanent bridge, bypass or tunnel, as the case may be, is constructed within the municipal or town
area limits or within five kilometers from such limits, primarily for use of the residents of such municipal
or town area, the toll plaza may be established within the municipal or town area limits or within a
distance of five kilometers from such limits.
It is submitted that 2 nos. Toll plazas have been proposed in this package –I on design chainage km
2.550 & km 61.755. The distance between these toll plazas is 59.250 km. Further, toll plaza at design
chainage km 2.550 is beyond 5 km but within 10 km of municipal limit and toll plaza at design chainage
km 61.755 is beyond 10 km of Municipal limit of Jodhpur. The reasons/justification of toll plaza location
are as under;
(i) Toll plaza locations are selected considering hindrance free land in straight reach and
avoiding involvement of important junction.
(ii) Jodhpur Ring Road/Bypass is constructed primarily for use of the residents of Jodhpur town
and therefore, as per national highway fee rule, 2008, toll plazas may be located within the
municipal or town area limits or within five kilometers from such limits.
ES.10 PAVEMENT DESIGN
Rigid pavement has been proposed for main carriageway. Flexible pavement is proposed for service
roads and from km 0.000 to km 1.600, two lane carriageways with overlay section is proposed. The rigid
pavement design for these sections has been carried out following the guidelines of IRC 58-2015.
The following input parameters have been used in designing the rigid pavements:
• Modulus of Elasticity of Concrete : 3X105

• Poisson’s Ratio: 0.15
• Coefficient of thermal Ex0pansion of Concrete 10X10-6
• Tyre Pressure 8 Kg/Cm2
• Subgrade CBR 8%
• Design Life (yrs.) 30
Recommended Rigid Pavement Design
Layer Composition Recommended Rigid Pavement

Pavement Quality Concrete (PQC) 300 mm
Dry Lean Cement Concrete (DLC) 150 mm
Granular Course as Sub-base 150 mm
Sub-grade with material having CBR ≥ 10% 500 mm
The pavement design proposed is flexible pavement for the service road has been designed for 10 MSA
traffic with Bitumen grade of VG 40 and effective design CBR of 10%.
Crust Composition Thickness (mm) Overlay Thickness (mm) for Two

lane road (From 0 to 1.600)
BC 40 40
DBM 60 50
WMM 250 -
GSB 200 -
TOTAL THICKNESS 550 -
ES.11 IMPROVEMENT PROPOSAL FOR STRUCTURES
One major bridge and two miner bridges with two lanes is found along the existing road. Major Bridge is
retained. Existing minor bridges on BRO stretch is proposed for repair and widening. Additional four
minor bridges are proposed on Keru to Nagaur road stretch.
Table ES.14: List Major Bridges
Sl. Existing Design Proposed Proposed Span FVL

No. Chainage (Km) Chainage (Km) Width (m) (m) Proposal
New
1 - 18.285 2x14.50 1x15+7x30+1x15
Construction
Table ES.15: List of Minor Bridges
Sl. Existing Design Existing Existing Proposed

FVL Proposal
No. Chainage (Km) Chainage (Km) Span (m) Width (m) Span (m)
1 36.979 36.987 3x6.5x7 12 - Repair & Widening
2 38.776 38.771 1x10x7 13 - Repair & Widening
3 47.910 1x25 New Construction
4 49.760 1x25 New Construction
5 56.625 - 1x15 New Construction
6 67.070 - 1x25 New Construction
Two lanes ROB @ km 26.270 is retained, additional three lanes ROB alongside of the existing one on Pali
to Jodhpur railway line is proposed. New Six lane ROB is proposed on Jodhpur–Phalodi-Bikaner railway
line. The list of ROBs is given in Table ES.16.
Table ES.16: List of Proposed ROB’S
Type of Structure
Sl. Proposed Span Arrangement
Proposal Super Sub
No. Chainage (km) (m) Foundation
structure structure
Existing ROB
to be retained
+ Additional
72.0 m(LHS 1x
14.50m(Carria Composite+ RCC
1 26.253 1x12x5.5m-Box)+ open
geway width) RCC Abutment
RHS (21+30+21) +Additional
12m Box
(1x12x5.5)on
one side
Type of Structure
Sl. Proposed Span Arrangement
Proposal Super Sub
No. Chainage (km) (m) Foundation
structure structure
proposed at
existing side
for crossing of
traffic
1x21+1X42+1x21+2x25 Composite+ RCC

2 66.764 2x14.50m open
+3x30.5+2x25 RCC+PSC Abutment
ES.12 COST ESTIMATE
Cost estimation is important for the feasibility study as it provides vital input to the economic and
financial evaluation of the project. The estimate has been prepared for new carriageway. Quantities for
all the structures are calculated separately to arrive project cost. The abstract of the Cost Estimate for
Dangiywas to Nagaur road from Km 0 to 74.619 is given in ES.17. The effective length of project road is
74.619 km.
The cost estimates have been prepared for the Project road considering the recommended alignment.
The estimate has been prepared for construction of 4-lane carriageway with paved shoulders on both
sides including widening/reconstruction of existing structures, new bridges etc.
Estimate has been framed on the basis of rate analysis based on Ministry’s data book by taking basic
rates of material and machinery from SOR NH Circle Jaipur for the year 2016-17 and labour rates has
been taken as per minimum wages prescribed by labour department vide Gazatte of India.
The basic rates of material such as Bitumen, Cement and Steel have been taken from respective
websites; the lead and cartages has been considered from SOR NH Circle Jaipur for the year 2016-17.
For rate analysis of bituminous items, the basic rates of VG30 and emulsions are taken from Mathura
refinery.

Table ES.17: Summary of Cost Estimate (Dangiywas to Nagaur Road 74.619 in length proposed)
Sr. Amount in
Particulars Amount (INR)
No. Crores
1 Site clearance and Dismanteling 3,66,91,420 3.669
2 Earth Work 77,07,15,568 77.072

Grannular Sub Base Courses and Base Courses (
3 78,24,63,305 78.246
Non- Bituminous )
4 Bituminous and Rigid Pavement Courses 3,64,75,65,989 364.757
5 Culverts 41,93,70,679 41.937
6 Bridges
a) Minor Bridges 9,78,70,115 9.787
b) FO, ROB 76,49,03,153 76.490
c) VUP/PUP 10,68,41,831 10.684
d) RE Wall 1,22,09,07,131 122.091
7 Drainage & Protective Works 74,22,59,396 74.226
8 Junctions 6,21,74,161 6.217

Traffic signs, Road markings and other road
9 24,06,55,738 24.066
appurtunences
Miscellaneous Works including truck lay bye and bus
10 57,26,55,993 57.266
lay bye
11 Maintenance of roads 3,99,61,832 3.996
12 Toll Plaza (2 nos) 35,81,99,651 35.820
Civil Cost (2016-2017) 9,86,32,35,964 986.32
Cost Per Km in Crores (On Civil Cost) 13.22

Estimated Project Cost (as per financial consultant
1,067.56
NHAI)
Utility Shifting 200.00
2,00,00,00,000.00
Land Acquisition, Resettlement and Rehabilitation
29.59
Cost 29,58,97,079
Environmental Cost @0.3% 2.96
2,95,89,708
Total Capital Cost in Crores 1300.11

CONCLULSIONS
The project road from Dangiywas to Keru and Keru to Nagaur road is proposed for upgradation to four
lanes. Service roads are proposed in built-up areas. The main carriageway from Dangiywas to Nagaur
road is proposed with rigid pavement and service road is proposed with flexible pavement.
In total 19 flyovers, such as Underpass/VUP/PUP/ROB is proposed on NH, SH, MDR and other major city
roads, considering safety and free flow requirement on ring road.
One existing ROB on Pali to Jodhpur railway line is retained. Additional three lane ROB is proposed
adjacent to it. New ROB is proposed on Jodhpur to Phalodi railway line, with six lane configuration.
The civil cost of project is worked out as 986.32 Crore. The total capital cost worked out as 1366.82
crore, for a length of 74.619 km from Dangiywas to Nagaur Road for four laning with service road on
built-up sections.
Recommended for implementation of project road on Hybrid-Annuity mode with fifteen years of
operation period.

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Overview of NHAI Organization
CHAPTER – 1: OVERVIEW OF NHAI ORGANISATION
1.1 INTRODUCTION
1.1.1 History of NHAI Organization
National Highways Authority of India (NHAI) was constituted by an act of Parliament, the National
Highways Authority of India Act, 1988. It is responsible for the development, maintenance and
management of National Highways entrusted to it and for matters connected or incidental thereto. The
NHAI was operationalized in February 1995 with the appointment of full time Chairman and other
Members.
As National Highways comprise of about 2% of the total road length in the country and yet carry over
40% of total traffic, the first and foremost task mandated to the NHAI is the implementation of NHDP
comprising of the Golden Quadrilateral and North-South & East-West Corridors. In addition to the
projects under NHDP, the NHAI is currently responsible for the development of about 1000 kms of
highways connecting major ports and also of National Highways 8A, 24, 6, 45 and 27. The NHAI is also
responsible for about 10,000 kms of Non – NHDP programme and a substantial number of kilometres
under PMGSY programme.
Apart from these special corridors, it was observed by MORT&H that there are other national highway
corridors also, where the intensity of traffic has increased significantly and there is requirement of
augmentation of capacity for safe and efficient movement of traffic.
The organizational chart of NHAI is presented in Figure 1.1.
Feedback Infra Pvt. Ltd. 1-1 National Highways Authority of India

Figure 1.1: Organizational Structure of NHAI

1.2 NATIONAL HIGHWAY DEVELOPMENT PROJECT (NHDP)
National Highways Authority of India (NHAI) is responsible for the development and upkeep of National
Highways in the country. A very ambitious plan of National Highway Development Project (NHDP) was
formulated on the initiatives of the Prime Minister of India, which is his dream project.
Today, our road infrastructure is poised for a radical improvement with the implementation of the
National Highways Development Project (NHDP), as well as other highway projects. The NHDP is a
major initiative towards qualitative and quantitative enhancement of our National Highways. It involves
the development and conversion of 13,146 km of road into four and six lanes at a cost of over Rs 54,000
crore (at 1998-99 prices), and is being implemented by National Highways Authority of India (NHAI).
NHDP’s prime focus is on developing International standard roads with facilities for uninterrupted flow
of traffic with:
• Enhanced safety features

• Better riding surface.
• Better road geometry
• Better traffic management and noticeable signage.
• Divided carriageways and service roads
• Grade separators
• Over bridges and underpasses
• Bypasses
• Wayside amenities
The following map shows the road covered under NHDP.

MAP-NHDP
As per the targets set for the completion of the NHDP, the programme is divided into seven phases and
it includes ports and bridges built over railway crossings. The phase wise schedule is mentioned below:
1.2.1 Golden Quadrilateral (GQ) or Phase-I of NHDP
Government has approved four/ six/eight laning of 7,498 km of National Highways at an estimated cost
of Rs. 30,300 crore. It mainly includes four/ six/eight laning of Golden Quadrilateral connecting four
metropolitan cities i.e. Delhi, Mumbai, Chennai and Kolkata. Implementation of NHDP-I is mainly on

Item Rate Construction Contract (IRCC). All the contracts awarded and about 94% of NHDP –I project
has been completed. Around 12% through PPP route on BOT (Toll) [6.0%] and BOT (Annuity) [6.0%]
mode.
1.2.2 North-South and East-West Corridors or Phase-II of NHDP
Phase-II of NHDP covers from Srinagar to Kanaya kumari and Silchar to Porbandar, involving a distance
of 7,300 km and costing over Rs 30,000 crore. The work on this phase has also been completed.
Apart from these, the major ports (Haldia, Paradip, Vishakhapatnam, Chennai, Tuticorin, Cochin,
Mangalore, Mormugao, Jawaharlal Nehru Port and Kandla) are being connected to NHDP highways
through 400 km of roads.
More than 75 railway over-bridges are being constructed on the GQ alone
The stated objective of the NHDP is: developing international standard roads with enhanced safety
features like (i) better riding surfaces, road geometry, traffic management and signages, better
markings and safety barriers, (ii) divided carriageways and service roads, (iii) grade separators, over
bridges and underpasses for uninterrupted traffic flow, (iv) bypasses, and (v) wayside amenities along
with provision of ambulances and cranes facilities.
One of the striking features of the NHDP is that the Indian firms have won a majority of the contracts.
Out of the 122 ongoing contracts in the recent past, which were worth Rs 18,081 crore, as many as 78
contracts worth Rs 10,192 crore have gone to Indian firms, 33 contracts worth Rs.6, 049 crore to joint
ventures while 11 contracts worth Rs.1, 840 crore have gone to foreign firms.
1.2.3 NHDP Phase-III
Under this, Government has approved upgradation of 12109 km of existing National Highways to two
lane with paved shoulders/ four /six lane having high traffic density, connecting important tourist
locations, economically important areas , State capitals etc on build, operate and transfer (BOT) basis
with a maximum viability gap funding (VGF) of 40%. The estimated cost for development of these
stretches is Rs. 80,626 crore. 17.13% of length awarded, out of which 3.39% length completed. NHDP-
III is scheduled for completion by Dec. 2013.
1.2.4 NHDP Phase IV
There is a proposal under consideration for widening of 20,000 km of existing single /intermediate /two
lane highways to two lane with paved shoulders at an estimated cost of Rs. 27,800 crore through PPP
route on BOT (Toll) /BOT (Annuity) basis.
1.2.5 NHDP Phase V
Under this Government has approved six laning of 6500 km of National Highways at a cost of Rs. 41,210
crore through PPP route on BOT (Toll) mode using Design Build Finance and Operate (DBFO) pattern
with a maximum VGF of 10%. In DBFO private parties needs the upfront cost of design, construction and
expenditure on annual maintenance and recovers the entire cost along with the interest from toll
collection during the concession period. A length of 882 km awarded. NHDP V is scheduled for
completion by Dec. 2012.

1.2.6 NHDP Phase VI
Under this Government has approved construction of 1000 km of expressways at an estimated cost of
Rs. 16,680 crore through PPP route on BOT (Toll) mode following a DBFO pattern with a maximum VGF
of 40%. Action is being taken for preparation of feasibility report. NHDP-VI is scheduled for completion
by Dec. 2015.
1.2.7 NHDP Phase VII
Under this Government has approved construction of 700 km of standalone ring roads/bypasses as well
as grade separators, flyovers, elevated road, tunnels road over bridge, under passes etc. at an
estimated cost of Rs. 16,680 Crores through PPP route on BOT (Toll) mode with a maximum VGF of 40%
Action is being taken for preparation of feasibility study. NHDP-VII is scheduled for completion by Dec.
2014.
1.3 PROJECT FINANCING
The project financing for the National Highways and other roads is done through several methods such
as
i) Through Budgetary allocations from Government of India

ii) Loan Assistance from International Funding Agencies
iii) By Market Borrowings
iv) Through Private Sector Participation
v) Through Special Purpose Vehicles (SPV)
vi) Through Toll Collection by NHAI
1.3.1 Through Budgetary allocations from Government of India (CESS)
In a historic decision, the Government of India introduced a CESS on both Petrol and Diesel. This
amount at that time (at 1999 prices) came to a total of approximately Rs.2, 000crores per annum.
Further, Parliament decreed that the fund so collected were to be put aside in a Central Road Fund
(CRF) for exclusive utilization for the development of a modern road network. The developmental work
that could be tapped and the agencies to which it was available were clearly defined as:
1) Construction and Maintenance of National Highways under NHDP by Ministry of

Shipping, Road Transport & Highways
2) Construction of Rail over- bridges by Indian Railways
3) Construction and Maintenance of State Highways by State Governments.
4) Development of Rural Roads by State Governments
1.3.2 Loan assistance from international funding agencies
Loan assistance is available from multilateral development agencies like Asian Development Bank and
World Bank or Other overseas lending agencies like Japanese Bank of International Co-Operation. The
loan assistance from these agencies amounts to Rs.20,000 Crores.
1.3.3 Market borrowing
NHAI proposes to tap the market by securities CESS receipts to the tune of Rs.10,000 Crores.

1.3.4 Private sector participation
Major policy initiatives have been taken by the Government to attract foreign as well as domestic
private investments. To promote involvement of the private sector in construction and maintenance of
National Highways, some projects are offered on Build Operate and Transfer (BOT) basis to private
agencies. After the concession period, which can range up to 30 years, the road is to be transferred
back to NHAI by the Concessioners. The Durg Bypass project in Chhattisgarh (not on NHDP) was
completed on this basis. The market borrowings account for Rs.4000 Crores.
1.3.5 Special Purpose Vehicles (SPVs)
NHAI funds are also leveraged by the setting up of Special Purpose Vehicles (SPVs). The SPVs will be
borrowing funds and repaying these through toll revenues in the future. Some more models may
emerge in the near future for better leveraging of funds available with NHAI such as Annuity, which is a
variant of BOT model. The amount involved through Special Purpose Vehicles totals to Rs.2268 Crores
approximately. Out of this, Moradabad bypass amounting to Rs. 104 Crores has been completed and
many other projects amounting to Rs.1364 Crores are under implementation. These projects are Jaipur
bypass Phase II, Ahmedabad-Vadodara Expressway Phase I and II, Port connectivity to Mormugua,
Jawaharlal Nehru port (Phase I), Haldia Port and Vishakhapatnam Port. The balance projects for awards
under SPV are port connectivity to New Mangalore, Cochin, Tuticorin, Chennai, Ennore, Paradeep, JNPT
(Pkg-II), which account for Rs.800 Crores approximately.
1.3.6 Cost Recovery Mechanism
The cost recovery mechanism is done by two methods:
i) By CESS: - The Govt. has levied a CESS on the price of diesel and petrol, which goes
towards Highway Development. Today an amount of Rs.5000 – 6000 Crores is
collected as CESS on the diesel and petrol.
ii) By tolling: - The Govt. has tolled some of the newly improved / constructed Highways
and Bridges constructed with Government Funds. A sizeable amount of money is
recovered through tolls.

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Project Decription
CHAPTER – 2: PROJECT DESCRIPTION
2.1 INTRODUCTION
Jodhpur Ring Road/Bypass was identified under NHDP Phase-VII on the condition that State Govt.
provides entire land free of cost. Hon’ble Minister, RTH&S during his programme at Jodhpur on
22.06.2015, announced construction of Jodhpur Bypass by four laning of existing BRO bypass.
Accordingly, Ministry vide letter No. NH-14014/184/2015-P&M dated 10.06.2016 has informed that
Hon’ble Minister (RTH&S) has approved “In-Principle” declaration of Jodhpur Bypass from Km 283.500
on NH-65 – Jajiwal Banar (Km 110 on NH-112) – Existing NH-112 from Banar to Km 96 of NH-112 near
SLBS Engg college) – Km 315 on NH-65 (along Dangiyawas Bypass) – upto junction with NH 114 near
Barli at Km 17.00 (length 88.50 kms). It has also been approved by Hon’ble Minister (RTH&S) to assign
work for development of Jodhpur Bypass to NHAI.
RO-Jaipur vide its letter dated 09.05.2016 has intimated that the above alignment was also discussed in
the meeting with Hon’ble Minister, PWD Rajasthan on 30.04.2016 during his stay at Jodhpur, in which it
was proposed that 32 km of JDA and 43 km of BRO Bypass, in which 60m ROW is available, may become
part of alignment of Ring Road. Further, for the rest stretch of Nagaur Road to Jaipur Road, NHAI may
finalize the alignment so that Banar could be avoided because it is a market place and very much
crowded and is a part of inner Jodhpur city.
Accordingly, as per techno-economic studies, alignment of Jodhpur Ring Road/Bypass has been finalized
in consultation with NHAI and public representatives from Jajiwal (Km 283.500 on NH-65) – Dangiawas
(Km 96 of NH-112 near SLBS Engg college) – Km 315 on NH-65 (along Dangiyawas Bypass) – upto
junction with NH 114 near Barli at Km 17.00 (length 88.50 kms)- Keru – Jajiwal. Accordingly following
documents for SFC proposal of Package 1 i.e. 4 laning of Dangiawas (km 96.595 of NH-112) to Jajiwal
(km 283.500 of NH 65 Nagaur road) section- (Design length 74.619 km) on Hybrid Annuity Mode are
submitted in which 60 mtr. ROW is available in the entire stretch except in existing km. 16.700 to
18.560 of NH-114 in 1.860 km. length where 45 mt. ROW is available.
National Highways Authority of India (NHAI) is engaged in the development of National Highways and as
part of this endeavor, the Authority has decided to upgrade existing Jodhpur Ring Road and propose a
new alignment for left out section. As the per the terms of reference project road is divided into two
sections, Section-I is Dangiywas to Nagaur road covering a length of 75 km and Section-II Nagaur road
to Dangiywas about 26 km in length.
The National Highways Authority of India (NHAI) has appointed M/s. Feedback Infra Pvt. Ltd. for
providing the required consultancy services for preparation of Feasibility Study for Section-I, Dangiywas
to Keru and Keru to Nagaur road covering a length of 75 km and Section-II Nagaur Road to Dangiywas,
surrounding the Jodhpur city in the State of Rajasthan.
The work order is received for the above said assignment on 19th October 2016 as an additional work to
existing Contract Agreement of Bar-Bilara Jodhpur section of NH-25.
The report is dealt with Section-I of Jodhpur Ring Road i.e. from Dangiywas to Nagaur road (NH-62)
about 75.0 km in length.
2.2 OBJECTIVES
The prime objective of the consultancy services is to prepare a Project Report for Section I and Detailed
Project Report for Section II of Jodhpur Ring road for a total length of 101 km. (Section I has a total
Feedback Infra Pvt. Ltd. 2 -1 National Highways Authority of India

length of 75 km comprising of 46.300 km 2 lane road and remaining 29 km is of new alignment. The
ROW of 60 m for entire length is acquired by State Government/JDA will be handed over to NHAI.
Section II is a green field alignment for which land and alignment has to be finalized by the M/s.
Feedback Infra Pvt. Ltd.
As for work order M/s. Feedback Infra Pvt. Ltd has to identify the details of additional land acquisition
for Section-I, utilities to be shifted and other clearances to be obtained, enabling a private entrepreneur
to execute and operate a 4-lane road using the Model Concession Agreement.
The viability of the project will be established taking into account the requirements with regard to
rehabilitation, upgrading and improvements based on standards satisfying those for National Highways
across the country, highway design, pavement design, provisions for service roads where ever
necessary, type of intersections, underpasses / flyovers / ROBs, rehabilitation and widening of existing
and or construction of new bridges and structures, road safety features, quantities of various items of
works and cost estimates. At each stage of project it will be ensured that project report incorporates
quality audit and safety audit requirement in design and implementation.
2.3 SCOPE OF SERVICES
Consultant will strictly follow the scope of work as stipulated by the client. The general scope of work
for this study comprises the following. The scope for Section-I is limited to preparation of Final
Feasibility Report, Preliminary Project Report and Final project report and Section-II is for Detailed
Project report as per work order issued.
I. Review of all available reports and published information about project Highway and the
project influence area.
II. Environmental and social impact assessment, including such as related to cultural
properties, natural habitats, involuntary resettlement etc.
III. Public consultation, including consultation with Communities located along the road, NGOs
working in the area, other stake-holders and relevant Government department s at all the
different stages of assignment (such as inception stage, feasibility stage, preliminary
design stage and once final designs are concretized).
IV. Detailed reconnaissance.
V. Identification of possible improvements in the existing alignment and congested locations
with alternatives, evaluation of different alternatives comparison on techno-economic and
other considerations and recommendations regarding most appropriate option.
VI. Traffic studies including traffic surveys and Axle load survey and demand forecasting for
next thirty years; detailed traffic study along all the arms of the intersection including OD
survey, traffic pattern during the peak hours, detailed traffic and axle load survey, demand
forecasting for next 10, 20, 30 years and scope of peak hour congestion at the intersection
by utilizing the existing local roads.
VII. Inventory and condition surveys for road and;
VIII. Inventory and condition surveys for all bridges, cross-drainage structures and drainage
provisions;
IX. Detailed topographic surveys using Total Stations and GPS;
X. Pavement investigations;
XI. 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;
XII. Identification of sources of construction materials;
XIII. Identification of the type and the design of intersections;
XIV. Design of complete drainage system and disposal point for storm water xv. value analysis

/ value engineering and project costing;

XV. Economic and financial analyses
XVI. Contract packaging and implementation schedule.
XVII. 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 planted and land acquisition requirements including schedule for LA: reports
documents and drawings arrangement of estimates for cutting of trees and shifting of
utilities from the concerned department;
XVIII. To find out financial viability of project for implementation under BOT/Hybrid mode and
suggest the mode on which the project is to be taken up i.e. either on BOT or under funding
from Government of India.
XIX. Design of toll plaza and identification of their numbers and location and office cum
residential complex including working drawings xxi. Design of weighing stations, parking
area and rest areas.
XX. Preparation of detailed project report, cost estimate, approved for construction drawings,
rate analysis, detailed bill of quantities, documents for execution of civil works through
budgeting resources.
XXI. Any other user oriented facilities enroot toll facility.
XXII. Tie-in of on-going/sanctioned works of MORT&H/NHA I/PWD/Govt. of Rajasthan/other
agencies.
XXIII. Preparation of social plans for the project affected people as per policy of the lending
agencies / Govt. of India R & R Policy.
2.4 STAGES OF SUBMISSION
As per the work order the project road is divided into two sections, project scope also mentioned
separately for each of the section was outlined as under:
Section-I: Project report for-75 Km consisting of following submissions
Stage I - Inception Report

Stage II - Draft Feasibility Report
Stage III - Final Feasibility Report including Strip plan and 3 (a)
Stage IV - Preliminary Project Report-utility relocation plan & estimates and 3 (A)
Stage V - Final Project Report and Bidding Documents (BOT/EPC/Hybrid)
Stage VI - Project Clearances.
For section-I, 60.0 m Right of Way (ROW) is available for construction. 3 (a), 3 (A) and 3 (D) pertaining to
above stages is only for additional land required for adjustment of alignment, due to any possible
improvements. The ROW is already acquired by State Government/JDA will be handed to over to NHAI.
Section-II: Project report for-26 Km consisting of following submissions
Stage I - Inception Report

Stage II - Draft Feasibility Report
Stage III - Final Feasibility Report including Strip Plan and 3 (a)
Stage IV - Preliminary Project Report-utility relocation plan & estimates and 3 (A)
Stage V - Draft Detailed Project Report, 3(D) and Bidding Documents (BOT/EPC)
Stage VI - Final Detailed Project Report
Stage VII - Project Clearances

2.5 STRUCTURE OF REPORT
The report is dealt with Section-I of Jodhpur Ring Road i.e. from Dangiywas to Nagaur road (NH-62)
about 75 km in length. The Report starts with Executive Summary, and it gives the overall scenario of
the Project Highway, followed by these chapters:
Executive Summary
This contains all relevant extracts of the report.
Chapter 1 - OVERVIEW OF NHAI ORGANIZATION

Provides the overview of NHAI organization and activities, NHDP
program, project financing and cost recovery mechanisms
Chapter 2 - PROJECT DESCRIPTION

Provides the background, objective and scope of consultancy and
structure of this report and relevant aspects for the project road
sections which describes the start and end points of the project road
sections, green filed development, ribbon development with salient
cross sectional parameters such as ROW, carriageway & shoulder
widths, important intersections & junctions, prevalent drainage
patterns, utilities and wayside amenities.
Chapter 3 - METHODOLOGY
Provides the guidelines for conducting surveys and completing the
different stages in the preparation of the feasibility report, detailed
project report as per TOR.
Chapter 4 - SOCIO-ECONOMIC PROFILE
This chapter deals with socio-economic profile of Jodhpur District and
Rajasthan.
Chapter 5 - ENGINEERING SURVEYS, INVESTIGATIONS AND ANALYSIS

This chapter deals with Road Inventory & Condition Survey, Roughness
Survey, BBD Survey, Axle Load Survey, Bridge & Culvert Inventory,
Material Investigations and Hydrological survey & hydraulic study.
Chapter 6 - TRAFFIC SURVEYS AND ANALYSIS

Discussion of various traffic surveys and analysis related to Classified
Volume Counts, Origin Destination, Willingness to Pay, Turning
Movement Survey and Speed and Delay Surveys are included.
Assessment of growth rates, projects traffic for the project horizon
period and traffic assignment on selected route is also covered in this
chapter.
Chapter 7 - TRAFFIC FORECASTING & CAPACITY ANALYSIS

Assessment of growth rates, projects traffic for the project horizon
period and traffic assignment on selected route, estimation of corridor
traffic & capacity analysis, traffic pattern on project roads, probable toll
able traffic with strategies for levying, toll collection, and assess
requirement of toll plaza lanes are covered in this chapter.
Chapter 8 - PRELIMINARY ENVIRONMENTAL ASSESMENT

General overview on socio economic profile, important settlements,

RoW constraints, affected villages, probable adverse impacts &
associated land requirements and resettlement plan have been dealt in
this chapter.
Chapter 9 - DESIGN STANDARDS

This chapter deals with the details of all the parameters that are to be
adopted for the project as per the various standards published by IRC
and guidelines issued by NHAI and MORT&H.
Chapter 10 - IMPROVEMENT PROPOSALS AND DESIGN

Development of design criteria, standards and improvement proposals,
bypass requirements, intersection improvements, traffic facilities,
drainage, bridges, over & under passes, cross drainage structures,
landscaping and arboriculture have been covered in this chapter.
Chapter 11 - PAVEMENT DESIGN

This chapter details the vehicle damage factors, existing structural
strength of pavement layers, proposed new pavement design and
strengthening of existing pavement.
Chapter 12 - COST ESTIMATE

This chapter contains the preliminary cost estimate for the project
road.
Chapter 13 - FINANCIAL ANALYSIS

This chapter provides a summary of economic costs and analysis
providing the Economic Internal Rate of Return (EIRR) and sensitivity
analysis and deals with the assessment of Financial Internal Rate of
Return (FIRR). Assessment of commercial viability based on project
costs, operation and maintenance costs, toll revenue under different
financing options.
Chapter 14 - CONCLUSION AND RECOMMENDATION

This chapter summarizes the conclusion and recommendations.
The report consists of three volumes as detailed below:
Volume-I: Main Report

Volume-II: Annexure to Main Report
Volume-III: Plan and Profile Drawings, GAD of structures
Volume-IV: Cost Estimate
Volume- V: Bid Documents
2.6 PROJECT AREA
2.6.1 Location
The project road is located in Jodhpur district in the State of Rajasthan. Project road is connecting to
various National Highways such as NH-25, NH-62, NH-125 and also various State Highways acts as an

entry & exit to Jodhpur city. Section I of ring road consists of three stretches, first stretch from
Dangiywas to Barli Junction (called BRO Road) about km 43.300, second stretch of NH-125 from km
16.700 to 19.700 from Barli to Keru and third stretch Keru to Nagaur road is about 29.619 km in length.
Key Map given in Figure 2.1 refers to the location of the Project road.
Section-I Keru to Nagaur Road Nagaur Road

Section-II Dangiyawas to Nagaur
Keru
Dangiyawas
Section-I Dangiyawas to Keru
Figure 2.1: Key Map of Project Road

2.6.2 Terrain
The terrain along the project road predominantly termed as plain. About 6.0 km of rolling terrain also
found along the existing road.
2.6.3 Land Use
There are many settlements along the project road, which are also part of Jodhpur Development
Authority (JDA). The project road passes through within the limits of JDA.
Apart from these, many public facilities are situated along the highway. Table 2.1 gives an abstract of
them.
Table 2-1: List of Public Facilities
Sr. No. Public Facilities (Nos.)

1 Hotels 14
2 Petrol Pump 7
3 High Court 1
4 Schools 4

2.6.4 Alignment
The existing stretch of ring road (also called as a BRO ring road) stretch starts at km 0.00 from NH-25
near Dangiywas and ends at km 43.300 near Barli connecting to NH-125. Section of ring road overlaps
NH-125 from km 16.700 to 19.700 i.e. from Barli to Keru. The stretch from Keru to Nagaur road is a
green field alignment for which the land acquisition is carried out by JDA. The entire stretch passes
through Jodhpur district in the State of Rajasthan. Total length of this link is km 75.300. The project
stretch traverses through plain terrain and have mostly good geometry except few locations where
curve improvement may be required.
2.6.5 Existing Road Width
The present carriageway is of 2 lanes with earthen shoulder, last 3.0 km of NH-125 is found with paved
shoulder. Details of carriageway width is given at Table 2.2
Table 2-2: Carriageway Details
Existing Chainage (km) Width (m)

Length
Configuration Paved Earthen
From To (km) Carriageway
Shoulder Shoulder
0.000 0.100 0.100 4 lane 7+1+7 0.0 1-1.5 (both side)
0.100 31.600 31.500 2 lane 7.0 0.0 1-1.5 (both side)
31.600 43.300 11.700 2 lane 7.5 0.0 1-1.5 (both side
16.700 19.700 3.000 2 lane 7.0 1.50 1.00 (Both Side)
Total 46.300
2.6.6 Pavement Condition
The existing pavement for the project stretch is of flexible type with bituminous surface. The general
condition of the pavement varies between fair to poor. The width of earthen shoulder varies from 1.0
to 1.5 m on both sides, and condition of the earthen shoulders is fair to poor. The following Table 2.3
gives an abstract of pavement condition.
Table 2-3: Pavement Condition of stretches

Good 14.000 30.17
Fair 13.000 28.23
Poor 19.300 41.59
Total 46.300 100.00
2.6.7 Embankment Height
Average height of embankment varies from 0.25 m to 1.5 m except for built-up aeas. The condition of
the embankment is fair.
2.6.8 Right of Way

As per the information received from the NHAI, and subsequent discussions with PWD, NH and JDA, 60
m of Right of Way is available for Section-I. The land from Keru to Nagaur road is shown by NHAI/JDA.
The topographical survey is carried out along temporary boundary pillars shown by NHAI/JDA.

2.6.9 Junctions
There are about eleven major Intersections and 66 minor Intersections along the on BRO road stretch.
The major intersections, with NH/SH/MDR and other district roads are given in Table 2.4
Table 2-4: List of Major Junctions
Sl. No Location Ex. Chainage Cross Road Type To Town Type of Junction
1 Dangiywas 0 NH-25 Beawar Y-type
2 9.950 MDR-144 Ratnada Y-type
3 16.400 SH-58 Sojat Road +-type
4 Alakdhara 18.400 SH-61 Pali and Marwar +-type
5 21.400 MDR-101 Jhalamand +-type
6 Pali Junction 22.800 NH 62 Pali +-type
7 26+700 ODR Sangariya +-type
8 Palgao 31+600 NH 25 Barmer +-type
9 Dalli Bhai Mandir 33+900 OR +-type
10 Gopal Bari 35+900 ODR Jodhpur T-type
11 43+300 NH-114 Jaisalmer T-type
2.6.10 Utilities
Utilities are found within ROW frequently along the BRO stretch. Electric poles and lines are placed very
near carriageway. OFC cables are seen at the end of ROW. HT-lines are running parallel to project road
in about 15 km length. HT-lines are also crossing at few locations but are having enough clearance from
road. Few photographs are given below.
OFC near 5+100 Road side electric pole at 19+500

High Tension electric line at 24+400 Electric pole at 35+800

2.6.11 Rail Over Bridges (ROBs)
ROB is observed @km 26.300 over Pali to Jodhpur railway line. Overall width of ROB is 12.0 m.
2.6.12 Bridges and Cross Drainage Structures
One major bridge, 2 minor bridges, 50 slab culverts and 1 ROB on existing stretch of ring road. Major
bridge on Jojari river @ km 18+500 is of RCC solid slab type superstructure having RCC wall type pier
with open foundation. The bridge is opened to traffic in the year July 2007. Minor Bridge@ 37+300
multi-cell box type RCC structure; minor bridge @38+900 RCC solid slab type superstructure having RCC
wall type pier with open foundation.
The structural condition of most of the culverts is generally poor. The culverts are mainly found in
choked condition due to accumulation of waste and garbage. Poor maintenance has led to improper
functioning of the culverts. Adequate maintenance of the culverts in many areas can result in proper
functioning of the culverts. In some case reinforcement of is exposed.
2.6.13 Religious Place

Table 2-5: List of Religious Structures
Chainage Detail Side

5.600 Temple Left
32.800 Temple Left
36.900 Temple Left
37.600 Temple Left
39.200 Temple Right
2.6.14 Drainage Pattern
Unlined drains are present on either side of the project road at some locations.
2.6.15 Truck lay-Bye

There are no parking lay-byes for commercial vehicles along the project road.
2.6.16 Existing Toll Plaza

Nil

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Adopted Methodology
CHAPTER 3.0: ADOPTED METHODOLOGY
3.1 GENERAL
The study is aimed at evaluating the existing deficiencies of the project road with respect to functional,
structural efficiency and safety requirements for meeting the needs of projected traffic based on
findings from various surveys and investigations carried out, observations made and experiences gained
for similar projects; identifying the improvement needs matching with requirements; determining the
associated costs and benefits and assessing the financial viability of the upgrading the project to four
lane with paved shoulders standards.
The feasibility study, in general, consists of:
• Traffic surveys
• Engineering Surveys and Investigations
• Environmental and Social Screening
• Design Methodology
• Preliminary cost estimates
• Financial viability
The methodology adopted in carrying out various tasks for the feasibility study is discussed briefly in the
following paragraphs. Outline of various proposals based on the results associated with surveys &
investigations, planning, designs for improvement of project road are separately dealt-with in relevant
chapters.
3.2 BASIS
The broad methodology has been generally developed keeping standard practices / IRC guidelines, with
certain additions and modifications as felt necessary and discussed with Government of Rajasthan
during various review meetings.
3.3 COLLECTION OF AVAILABLE DATA
Secondary data especially with regard to socio-economic profile, past traffic trends and other hydrology
parameters have been collected from various Government Departments/other bodies and reviewed &
used to the extent relevant and necessary. Data on accidents and black spots along the project road,
where available, has been taken from concerned Division.
3.4 SOCIO-ECONOMIC PROFILE
A thorough study of the socio-economic profile of the state and the project influence area (PIA) has
been carried out. The aspects include indigenous people, communicable diseases particularly HIV /
AIDS, poverty alleviation, gender, local population, industry, agriculture employment, health, education,
child labour, land acquisition and resettlement. Secondary data has been collected from different
departments of the state government for analysis and preparation of socio-economic profile.
3.5 TRAFFIC SURVEY, ANALYSIS AND PROJECTION
The Past Traffic data available with PWD departments has been collected and the same has been used
in arriving at the growth rates after assessing its quality in terms of comprehensiveness and consistency
and its reliability. Traffic surveys conducted along the project road include the following:

• Classified Traffic Volume Counts

• Origin - Destination and Commodity Movement Surveys
• Turning Movement Surveys
• Axle Load Surveys
• Pedestrian Crossing Count
Standard procedures given in IRC Codes have been followed for carrying out Traffic Surveys. The data
arrived from the Surveys has been analysed to determine ADT on the project road and Travel
characteristics.
Growth of traffic in project road influence area and also on the project road is regarded as the most
important aspect since the whole project design and financial evaluation is based on this. To establish
the realistic growth rates, road transport data, population growth rates and socio-economic parameters
have been studied and analyzed. The growth rates for passenger vehicles have been worked out on the
basis of annual growth rate of population and per capita income while the growth rates of freight
vehicles have been based on the rate of growth in agricultural, industrial and tourism sectors and
historical traffic data. These growth rates have been used to arrive at the traffic projections for the
design period. The condition of the road varies from Poor to Good. However, with the development of
this corridor to four lane standard configuration with paved shoulders, greater amount of traffic is
expected to be diverted from the peripheral road network. Appropriate traffic diversion models have
been used for assessment of diverted traffic to this road. Axle load data have been used in the
calculation of Vehicle Operating Cost (VOC) and for determination of Vehicle Damage Factor. Details on
traffic data & projections have been discussed in a separate Chapter of this Report.
3.6 ENGINEERING SURVEYS AND INVESTIGATIONS
3.6.1 Reconnaissance and Alignment
The consultants have made a study of the available land width (ROW), topographic survey maps of the
project area and other relevant information collected. A detailed reconnaissance survey has been
conducted on the total section of the project road and an assessment of possible alignment change at
places, if required, has also been made. Detailed features such as land-use, habitation, water routes,
canals, intersecting roads, railway lines, utilities such as OFC Cables, electrical lines (HT / LT), etc. have
also been noted down. This has enabled the Consultants to visualize the possible problems likely to be
encountered in surveys and investigations as well as in design, and execution of the project. The
detailed ground reconnaissance of project influence area has been utilized for planning and
programming the detailed surveys and investigations. Identification of homogenous sections has been
carried out with respect to traffic conditions, pavement condition and height of embankment. For each
homogenous section, the related studies / surveys have been carried out.
3.6.2 ROAD INVENTORY AND PAVEMENT INVESTIGATIONS
3.6.2.1 Road Inventory Survey
Road inventory survey has been carried out along the project roads to collect details of all the features
of the existing road and pavement. The following aspects have essentially been covered:

• Terrain
• Land use (built-up / agricultural / forest / industrial / barren)
• Village / Town
• Formation width
• Carriageway width - (type / width / condition)
• Shoulder (type / width / condition)
• Embankment height
• Details of cross roads
• Location of sharp curves
• List of important structures like temples, petrol pumps, weigh bridges, schools / colleges,
passenger shelters, roadside eateries, major buildings, industrial areas etc.
• Location of water bodies (lakes & reservoir etc.)
• Right of way (ROW)
• Grade separator Structures, Rail over Bridges, Major and Minor Bridges, Culverts and other
structures (type, size & span arrangement)
• Existing tree plantations
• General drainage condition
This data has been taken into consideration for preliminary design (duly augmented by topographical
survey).
3.6.2.2 Pavement Investigations
 Pavement Composition
• To ascertain the composition of the pavement, test pits were dug along the existing
pavement on either side. Details were collected regarding type and thickness of the
pavement layers, and also about the type and condition of the subgrade.
 Road and Pavement Condition Surveys: Detailed field studies have been carried out to collect
pavement condition, shoulder condition, embankment condition and drainage condition.
• Information regarding ravelling, type and area of cracks, carriageway edge fretting, areas
under patch repair and shoulder conditions has been collected by making visual
observation along the existing road.
• Benkelman Beam Deflection (BBD) tests have been conducted considering the
homogenous section and control section testing was done for each 100 m road segment
within a kilometre by following the procedure stated in Technical Proposal. Characteristic
deflections have been analyzed as per IRC: 81-1997.
 Sub-grade Characteristics and Strength:
• Test pits have been dug for pavement investigation, and soil samples have been collected
from these pits at appropriate interval for field such that there are at least three sub-grade
soil samples for each homogenous section and laboratory investigations.
• In-situ density, moisture content and field CBR using DCP were carried out at each test pit.
• Soil samples were sent to the laboratory for moisture-density characteristics and CBR tests.

3.6.3 Detailed Bridge Inventory and Condition Survey
Data regarding inventory and condition survey of existing culverts and bridges was collected and
analyzed to assess the repair / improvement / reconstruction works as also for the widening
requirements.
Bridges/ROB/Grade separator structure

• Location, name of water course
• Span arrangements and material of construction for structural components.
• Width of Clear carriageway ,overall width and skew angle
• Condition of the various components
• Improvements measures required
Culverts
• Location and Type
• Span / Diameter and no. of spans / pipes
• Width of Clear carriageway ,overall width and skew angle
• Type and material of wing walls, Substructures and super structures.
• Condition of the various components
• Improvement measures required.
3.6.3.1 Detailed Inventories for Bridges /Grade Separator Structure/ROB / Culverts & their condition
survey
Inventory and condition survey of existing bridges and culverts were carried out to identify their
number, type, condition and hydrological aspects. The exercise enabled in assessing requirements of
existing individual structures en-route, like widening, repair, replacement and relocation as well as
matching with the new ones, to be built alongside. Information related to submergence, if any was also
collected. The format for collection of data was in line with requirements specified in IRC: SP 19 - 2001.
The data of bridge and culvert inventory is given in Annexure to Chapter 5.
3.6.3.2 Hydraulic and Hydrological Survey
Subsequent to the inventory and condition survey of bridges, it was necessary to ascertain hydraulic
adequacy of the structures. This data is particularly necessary to determine if the structure has to be
retained or reconstructed. The hydraulic adequacy of structures is substantiated by the hydrological
survey which was carried out in accordance with IRC: 5-2015 and IRC Special Publication No.13. This
consists of obtaining the actual discharge in a stream / river. Detailed desk studies of the topographic
sheets are conducted to obtain the catchment area contributing to the flow in the stream. Further,
rainfall statistics in the area is studied deeply to obtain the maximum 24-hour rainfall in the catchments
area. Site understanding of the catchments characteristics is carried out to obtain the flow coefficient.
The above data is used in the calculation of discharge and linear water way required for the stream.
Further, the scour depth and depth of maximum flow along with velocity of flow is calculated. These are
compared with the actual data obtained from the inventory survey and the hydraulic adequacy of the
structure is established.
3.6.4 Topographic Surveys
The basic objective of the topographic survey will be to collect the essential ground features along the
existing alignment using Total Station so as to develop a Digital Terrain Model (DTM), so as to take care
of design requirements of new carriageway, possible improvements in highway geometrics, identifying

areas of restrictions & their remedies and relocation of utilities by using appropriative Highway
software packages. The data collected will result in the final design and for the computation of
earthwork and other quantities required.
Reference Pillar and Bench Mark Pillar (BM)

• Reference pillar will be of size 15 cms x 15 cms x 45 cms cast in RCC M15 with a nail
fixed in the centre of the top surface and embedded in concrete M10 (5cm all around)
up to a depth of 30 cm. The balance 15 cm above the ground will be painted yellow.
• Benchmark pillars connected to GTS Bench marks at an interval of 500 m and made of
RCC as mentioned above with RL and BM No. marked on it with red paint.
• An arrow indicating the location of the BM will be painted on the road with the
permanent yellow paint and recorded in separate field books with its three dimensional
location.
In order to save time on proper designs, the Consultants would like to proceed with topographic survey
at an early stage of services so that the base maps are available to us well in time. This will also provide
us with availability of right of way limits and location of service utilities for preparation of strip plans.
The topographic surveys shall be done in two stages. Initially traverse lines will be carried through the
different alternative alignments picking up important topographic features. After the preferred
alignment is finalized detailed topographic surveys shall be carried out along this corridor.
Topographic survey will be done using modern equipment like Total Station and auto levels. Horizontal
& vertical control points will be established at appropriate intervals keeping in view IRC guidelines and
site requirements.
3.6.4.1 Total Station Traverse
A closed traverse is run for a loop length of 5 km. While traversing, station is established 100 to 250 mts
apart. The pillars constructed along the route are connected. These points are further used for detailed
survey. The minimum accuracy of this survey is 1:10,000.
3.6.4.2 Levelling
A closed circuit (at the max 8km) levelling line is run along the entire route. The levels are with respect
to GTS Bench Mark. During the course of levelling, additional Bench Marks have been established at
intervals of 200 to 250m apart on permanent structure. All traverse stations and pillars have been
connected. The accuracy of levelling will be within a limit of 6√k mm where k is the loop length in
Kilometre.
3.6.4.3 Detailed Survey
Using the established horizontal and vertical control points, accurate data in the digital format in terms
of Northing (Y), Easting (X) and Elevation (Z) co-ordinates for all breaks in terrain such as ridges and
ditches are collected perpendicular to the centre line at 25m intervals in tangent sections and 10-20m
in curve sections using Total Stations. Width of survey corridor is taken as 30m on either side of the
central line of the proposed carriageway.
All natural and man made features such as buildings, irrigation channels, drainage structures, temples,
mosques, trees and utility installations etc, are captured during the survey. Spot level on the existing
carriageway are captured at five points namely at centreline, mid points of both lanes of traffic
movement and pavement edges at both ends to calculate the profile corrective courses more

realistically. Trees with girth wise are captured with areas of plantation. Wherever there are groups of
trees/plantations, they are picked with the areas of plantation. Boundaries of Agricultural Land area
have been surveyed to demarcate the cultivation land limit.
Where existing major roads cross the alignment, the survey has been extended to a minimum of 100m
on either side of the road centreline to allow improvements including at-grade intersections to be
designed. Apart from this, the survey is extended for 300m and 150m on either side of centreline in the
cases of major and minor bridges respectively.
The details of all the physical features present along the proposed alignment were collected, which
includes buildings and structures, places of worship, monuments, railway lines, streams/rivers, trees,
plantations, utility services etc.
3.6.4.4 Office Processing
The field survey data has been processed in the office to provide a digital output file for the design
engineers. The data is structured so that the vertical profile of the proposed alignment can be produced
automatically. The format of the resulting data readily promotes the calculations of earthworks and
other quantities required for the evaluation of cost estimates.
Roadway strip plans have been produced from the survey data, which identify the existing Right of Way
(ROW) along the road corridors. In addition, the plans identify all existing installations within the ROW
that require re-location by the new road design. Action Plans for covering the relocation of these
obstructing installations and public utilities are to be prepared on a km / km basis.
3.6.5 Geotechnical Investigations and Sub-Soil Exploration
(a) Sub-soil Investigation
Geo-technical investigations and sub-soil explorations will be conducted for the proposed bridges / road
over bridges / interchanges etc., along high embankments and any other location, as necessary, and all
relevant laboratory and field tests will be conducted after approval of proposed alignment.
(b) Boring
Boring will be carried out using 150 mm (diameter) cable-operated shell and auger equipment with
mechanically operated winches as per the provisions of IS: 1892 - 1978.
(c) Auger Boring
A spiral auger will be used for boring holes to a depth of about 10m in soft to medium compacted soils
at dry locations only. In case side fall / caving is observed, steps will be taken to immediately stabilize
the holes by using bentonite slurry or by using casing whichever is most appropriate. The diameter of
the borehole will be 150 mm while boring through cohesion less soil below water table; water in the
casing will always be maintained above the water table.
(d) Shell and Auger Boring
Shell and auger boring will be used for deeper borings. The boring tool will consist of auger and / or
shell. Temporary casing will also be used to prevent caving of the boreholes. In case small boulders /
strata of rock are encountered, the same will be cut by the chisel bit attached to the boring rods.

Disturbed soil samples with all constituent components will be recovered at requisite intervals or where
ever there is a change of strata. These samples will be tested in the field laboratory to prepare the
borehole log.
3.6.5.1 Rock Drilling
In case rocks/boulders are encountered then rotary drilling will be carried out using a rock-drilling
machine with tungsten carbide or diamond bits. Lubricating/cooling water will be circulated down
hollow rods, and the returning water will carry the fine particles from the drilling point as sludge. The
rotary core drilling equipment will be provided with necessary facilities to regulate the spindle speed,
bit pressure and water pressure during core drilling to ensure good core recovering.
3.6.5.2 Ground Water
The ground water table in each borehole will be recorded as per IS: 6935 at least 24 hours after
completion of the borehole.
3.6.5.3 Location and Depth of Boreholes
Boreholes will be drilled at each structure abutment and / or selected pier locations, as approved by the
client. The borehole will extend below the expected foundation level by at least two times the least
dimension of the foundation. The boreholes will be generally 25 – 30 m deep unless dictated by subsoil
strata, either the presence of bedrock substantially above 30 m or soft strata even below 30 m. In the
case of bedrock, boring will be carried out at least one meter into the rock. The adjustment in the depth
of the borehole shall be done after getting approval from client.
3.6.5.4 Back-filling of Bore Holes
On completion of boreholes, back filling will be carried out with excavated material.
3.6.5.5 In-Situ Testing
(a) Standard Penetration Test (SPT)

(b) Undisturbed Soil Samples
Sampling equipment for recovering undisturbed samples from cohesive soils is conforming to IS: 2132.
The area ratio of the cutting edge as well as recovery ratio will be measured. For normal soils, area
ratio of the sampling tube, is as per IS: 2132, that is, it may vary from 10.9% to 12.4% but for sampling
in hard and dense soil, use of thick walled sampling tubes with area ratio not exceeding 20% is used. In
order to reduce the wall friction, suitable precautions such as, oiling inside and outside the sampling
tube were taken.
3.6.5.6 Codes for Tests
The following tests will be conducted in the laboratory.
(a) Disturbed Samples
• Visual and Engineering classifications (as per IS: 1498)

• Sieve Analysis and Hydrometer Analysis (as per IS: 2720 Part-IV)
• Liquid and Plastic Limits (as per IS: 2720 Part V)
• Specific Gravity (as per IS: 2720 Part III)
(b) Undisturbed Samples
• Water Content - as per IS - 2720 Part II

• Unconfined compression test - as per IS-2720 Part X
• Direct Shear Test (in case of sand) - as per IS-2720 Part XIII
• Tri-axial Shear Test
• Consolidated un-drained test with pore water pressure - as per IS: 2720 Part XII for
determining the true C’ and ‘φ’ value.
• Consolidation test - as per IS: 2720 Part XV, to determine e-log p and Mv values.
3.6.5.7 Contents of Report
The report will include in brief:
• The test procedure employed

• The sample calculations with reference to formulae used to evaluate various parameters
• Summary of various soil parameters evaluated
• Type and character of soil
• Procedure of investigation
• Detailed bore logs, sub-soil strata, and field and laboratory-test results
3.6.6 Material Investigations
Study will be conducted to determine the location from where construction materials in adequate
quantity could be available for use on works for the project. The sites viz. borrow / quarry areas for soil,
granular sub-base material, stone metal etc. will be visited & samples collected for carrying out
appropriate tests to determine their suitability. Possible location of new borrow areas for the materials
will be investigated in consultation with the client and suitable tests shall be conducted like gradation
tests, Atterberg’s limits compaction & CBR tests in accordance with IS: 2720. Following tests will be
conducted on aggregates to determine their suitability in various pavement layers.

• Aggregate impact value

• Combined flakiness and elongation indices (Total)
• Soundness viz.
• Water absorption
Similarly, the sources of supply for cement, steel and bitumen will be found out and all the information
will be suitably documented. A comprehensive report on material investigations will be prepared which
would include the sources of the materials, their leads, available quantities and their suitability for
construction. This information will become an input to the rate Analysis and further to Cost Estimation.
3.7 ENGINEERING DESIGN
3.7.1 Geometric Design of Highway
The geometric deficiencies such as sharp horizontal curves and steep gradients along the project road
have been identified from the topographic survey plans and improvements are proposed accordingly,
keeping in view the design standards, practical feasibility and land acquisition consideration. The
environmental and social considerations have also been kept in view.
It is observed that the project road, largely, has good geometric, but it is not commensurate with high-
speed travel at some locations. Generally, a design speed of 80-100 km/h has been adopted. The
realignments are proposed in the poor geometric sections for improvement of geometrics to be in
conformity with the IRC guidelines.
3.7.2 Rigid Pavement Design
In this, new pavement was made based on the cumulative number of standard axles on the pavement
determined from Traffic Projections and Axle Load Survey Data. The recommendations of IRC: 58-2015
(Guidelines and Code of practice for design of rigid pavement) has been followed for pavement
thickness.
3.7.3 Flexible/Rigid Pavement Design
Design Life
The design period has been considered as 15/30 years for the flexible/Rigid pavement.
Design Traffic
The Design traffic has been estimated in terms of cumulative number of standard axles (8160kgs) to be
carried by the Pavement during the design period.
Any likely change in traffic due to proposed improvement of the facility and/or future development
plans, land use, shall be duly considered in estimating the Design Traffic. The Growth rates mentioned
in the Traffic Studies chapter has been considered in arriving at Million Standard Axle loads. Axle Load
Surveys have been carried out to estimate the Vehicle Damage factor for each category of commercial
vehicles. The Axle load equivalency factors recommended in Annexure 2 of IRC: 37 have been used for
converting different axle road repetitions into equivalent standard axle load repetitions.

3.7.4 Design of Structures
New bridges are proposed in locations where bridges which may be required to be relocated, as in
realignment stretches, necessitated to improve poor geometrics.
All culverts, if the width is lesser than that required for four lane configuration, will be extended as per
the latest MoRT&H guidelines. However, if the culverts are found to be in bad condition or insufficient
in vent ways are proposed for replacement.
The detailed hydraulic and hydrological studies have been carried out for determination of flood
discharges and eventually working out the waterway and general span arrangement, deck level etc. The
hydraulic and hydrological studies are based on guidelines given in IRC: SP 13 – 2004. The help of latest
reports of Central Water Commission has also been taken in some cases. Further, discharge and rain fall
data recorded at meteorological division has also been obtained for comparisons and adoption.
For the catchment areas above 25 sq.km, the design flood discharge has been estimated based on
synthetic unit hydrograph (SUG), using the CWC reports as mentioned above.
The bridge structures shall be designed for the severest of the following loading combinations.
iii) Class 70 R – Track loading

iv) Class 70 R – Wheel loading
v) Class A –1 lane, 2 lane and Class A 3L
vi) Class 7O R Wheel + Class A
vii) Class 70 R Track + Class A
The design of ROB will be based on the guidelines of Ministry of Railways. As per the latest Railways
Guidelines, a vertical clearance of 7.3m is being imposed for non-electrified track and a clearance of
8.5m for electrified track, due to the possible conversion of these tracks to freight corridor. The GAD of
structures is based on hydraulic and hydrological study. The GAD of flyovers is based on the traffic
surveys and guidelines as contained in relevant IRC codes.
3.7.5 Drainage Design
The drainage design will be based on the hydraulic and hydrological studies, consideration for water
harvesting and as per IRC: SP 42 - 2014.
3.7.6 Toll Plaza
The locations for toll plaza will be made after studying the details obtained from traffic studies and a
study of the existing physical features including the availability of land. Design of the toll plaza layout
will take into consideration the various factor like traffic segregation, acceptable queue length and
average waiting time for the vehicle during the analysis period. This shall follow the guidelines given in
IRC: SP: 84-2014. The pavement for the toll plaza will be based on the layout features and the various
stresses induced by acceleration, deceleration, and braking and possible oil spillage from the vehicle.
3.8 ENVIRONMENTAL AND SOCIAL SCREENING
3.8.1 Environmental screening
An Environmental Impact Assessment (EIA) study was undertaken and a report was prepared which
includes a mitigation plan that sets out feasible and cost effective measures, which will reduce
potentially significant adverse environmental effects, if any, to an acceptable level.
Feedback Infra Pvt. Ltd. 3 - 10 National Highways Authority of India

A preliminary environmental desk study focuses on the environmental assessment of key impacts,
issues and alternatives, including information necessary for proposed development.
The following issues were identified:

• The information necessary for decision making;
• The important environmental issues and concerns;
• The significant effects and factors and alternatives to be considered; and
• The appropriate content and boundaries of an EIA study.
The programme included:

• Field surveys;
• Consultation exercises with official and non-official sources; identifying existing relevant
baseline data;
• Identifying the scope of baseline surveys required;
• Identifying key issues to be addressed within the EIA; and
• Providing a technical brief for the EIA.
To identify any potential environmental conflicts arising out from the widening of the existing road,
information was collected and plotted on to strip plans to arrive at the environmental constraints for
the proposed scheme.
The main issues included as appropriate, local settlements and communities, traffic, agriculture,
ecology landscape, land-use and soils, water, archaeological heritage, cultural and religious sites and
planning issues.
This part of the study was undertaken in parallel with the economic and engineering analyses in order
to determine any significant social or environmental issues, which require further detailed study. The
approach and methodology to be adopted for environmental assessment would conform to the
requirement of the environmental Impact Assessment notification, MoEF, 1994, Environmental
Guidelines for Rail / Road / Highway Project, MoEF, 1989 and ADB’s Environmental Assessment
Requirements of ADB 1998 guidelines for selected infrastructural projects, 1993, relevant World Bank
Operational Directives, Source Book and Hand Book.
3.8.2 Secondary data collection
Secondary data collection including relevant maps for all the corridors was made available from various
government / semi-government departments / agencies, research institutions / universities and NGOs
regarding:
• Physical resources
• Flora and fauna
• Critical natural habitats
• Built-up areas
• Water bodies
• Other critical environmental indicators
• Policy, legal and administrative framework etc.
The available data was used for environmental screening. The results of this screening are plotted on
strip maps and presented in tabular formats.

The results of the preliminary screening lead to identification of the nature and extent of environmental
issues needing more detailed examination, which may be dealt as a full EA.
3.8.3 Social Screening
The overall objective of the study would be to assess the likely impact on persons/families in the
process of land acquisition needed in the process of improvements and up-gradation of project roads.
Social assessment would be conducted to broadly assess the extent of impacts due to the project on
persons and properties within the corridor of impact. Both desk research and identification of major
settlements within project area through field survey will be conducted.
Social assessment study also aims at identifying the project affected people (PAP) and project affected
families (PAF) analysing their socio-economic status, assessing losses due to project implementation.
Remedial measures will be proposed in the RAP to ensure that the income levels of PAPs, after the
project implementation, will be improved or at least restored to the pre-project level.
Resettlement and Rehabilitation plan would be prepared that will assess feasibility and effectiveness of
income restoration strategies and suitability and availability of relocation sites.
3.8.3.1 Secondary data collection
Available information was collected from various agencies that have worked in the state. The
information includes constitutional provisions, conventions and protocols on human rights and
indigenous people, status of social related legislation and policies of the central government and the
state of Rajasthan, key factors in RAR planning, guidelines for entitlement framework and community,
social, ethnic and economic indicators of the population.
3.8.4 Social Impact Screening
During this preliminary screening stage, the consultants made an initial visit to the site in order to
develop a clear understanding of the proposed road changes that may be undertaken and to identify
the impact on housing, business and agricultural activities expected to arise out of the changes to be
adopted. The social impact screening concentrated on the areas where there is likely to be the greatest
impact on the population.
The data was analysed and screening was done initially, through a reconnaissance survey. The various
indicators considered are:
• Community life and economic activities
− Severance of community
− Encroachment on local community facilities
− Encroachment on local economic activities
− Encroachment on the access to and rights of resources
− Cultural heritage / property
− Social structure, institution and customs
− Cultural shock
− Road safety
− Public health
− Waste
• Land acquisition and resettlement
− Expropriation of resources

− Involuntary resettlement
− Conflict between target population and host population
− Indigenous or traditional population
The results of the screening have been plotted on maps and tabulated to identify any major conflicts
and extent of conflicts.
3.9 SCHEMES FOR DEVELOPMENT AND ASSESSMENT
From the existing field data a few scheme alternatives were evolved. This task made use of available
data, site reconnaissance desk studies and preliminary findings. The standards, codes of practice and
other relevant controlling documents were listed thereby establishing the procedures, design controls
and general engineering practice required.
In the review of project alignment due considerations were given to the environmental implications,
land acquisition and impact on project affected people, using information, provided in the discipline
desk study reports undertaken earlier.
A preliminary assessment of the new bridges, ROBs, flyovers was carried out along with that for
rehabilitation of existing bridges and culverts.
3.10 PRELIMINARY COST ESTIMATES
The rate of materials adopted in the preliminary cost estimate are based on the basic rates of PWD, NH
Division Jaipur Circle S.O.R. 2016-17 and updated with respect to market rates for major cost items. The
basis of analysis is the MOSRT&H Standard Data Book. For the working out of preliminary cost estimate,
work items are split into the following sub-heads:
• Site Clearance and earthworks

• Granular Pavement Courses
• Bituminous Courses
• Bridges, Culverts, Retaining Walls and other structures
• Kerbs, Drainage and other Protective works
• Road Junctions, Service Roads, Bus Stops, Truck Lay-byes
• Toll Plaza
• Road Furniture and Road Safety Works
• Traffic Management and maintenance during construction
• Land and Structure Acquisition
• Re-location of utilities
• Rehabilitation and Social Costs
• Environmental improvement
3.11 ECONOMIC VIABILITY
An assessment of historic traffic data indicated recent levels of traffic growth. This has been compared
with recent growth in the national economy notably the Gross Domestic Product (GDP), and the
forecasts of future growth produced by the Government of India and international agencies, such as the
Asian Development Bank and the World Bank. The forecasted growth of the national economy was used
as a guideline for the derivation of traffic growth forecasts for the study road, taking into account of any
significant historic discrepancies between the two. The Consultants recommend, given to the

uncertainty inherent in such predictions, the use of most likely, optimistic and pessimistic growth
scenarios.
FVPL made use of HDM-IV model to conduct the economic analysis of the route. The model required
classified traffic volumes, both existing and forecast vehicle fleet data and detailed engineering data
relating to existing road and existing and future maintenance and repair regimes, including costs. Each
traffic section as indicated by the traffic studies was modelled separately to produce an economic
internal rate of return (EIRR), net present value (NPV) and benefit/cost ratio (BCR) for the proposed and
alternative rehabilitation schemes.
It is essential for the validity of the results to establish a reasonable “Do minimum” situation against
which each scheme is compared. A “Do nothing” scenario, where, in the absence of the scheme the
road is not maintained, will produce unrealistically high benefits for all schemes, and the base case
should include a minimum reasonable level of intervention to prevent road closure.
Sensitivity tests shall be carried out including low and high traffic growth scenarios, increasing and
reducing existing traffic volumes by 10% and increasing and reducing maintenance and rehabilitation
costs by 15%. Together, these tests reveal the economic robustness of each proposed project.
3.12 FINANCIAL VIABILITY
The financing of a project is closely inter-linked with the cost requirement - (capital and running costs)
future traffic flows and revenue potential. A financial model would be developed to project total
revenues until horizon year. The model would help determine the following under commercial format:
• Different user fee scenarios (toll)

• Funding options as packages for private participation
• With govt. participation in funding
Funding options as packages for private participation would cover:

• BOT
• Concession
• Leasing
• Management contract
• Performance agreement
• Servicing out or contracting out
• Corporatisation
Govt. participation may be examined in the following manner:

• with Govt. subsidy
• without Govt. subsidy
• Partly financed through public funds supplementing the toll collection by other revenue
sources or any other revenue augmentation method.
The Consultants would propose and finalize with parameters, formats and scenarios in respect of
commercial analysis for adopting a businesslike approach. Pricing strategy is to be so designed as to
ensure cost recovery and tariff adjustment corresponding to cost increase. The Consultants would try
to balance the conflicting goals in this context, namely (i) ensuring reasonable and just price from
consumer angle and (ii) allowing for adequate profit margin through price cap approach.
Financial Analysis would be carried out with respect to:

• Projected income statement

• Balance sheet
• Discounted cash flow including detailed cash outflow and inflow besides amortization
statements
• Sensitivity analysis under a number of probabilities scenario including traffic volume,
traffic rate/price-cap etc.
Financial scheme would be finalized after the financial analysis as above.

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Socio-Ecoonomic Profile
CHAPTER – 4.0: SOCIO-ECONOMIC PROFILE
4.1 INTRODUCTION
To understand completely how the growth of traffic and demand for transport infrastructure is
dependent on the region’s available resources, human and natural, the social and economic
distribution, the gross output, the growth potential, a study of socioeconomic profile is essential. For a
region a close inter-relation exists between the socio economic activity and transport infrastructure.
The region’s development is completely governed by these two components and how they complement
each other.
The socio economic profile helps in making project implementation decisions. A survey of historical
economic and demographic activity can help to explain current social status distribution among the
society, the living standards, the quality of life, the general awareness, maturity levels, in turn the
reflection on the growth of traffic etc.
An understanding of the past and current industrialization, for example, could help to explain the
presence and contemporary value of the dams that obstruct fish passage, the types of contaminants
that are likely to be present behind those dams, and the economic and political pressures that may
promote or inhibit their removal or modification, which decide the investing potential in the region.
This chapter endeavors to provide socio-economic profile at two levels i) Region or State level and ii)
Project Influence Area. Socio-economic and demographic data of the project area – population &
density, employment, poverty levels, industry, agriculture, literacy, health, transport, tourism potential
and related aspects. Socio- economic profile has been prepared to provide a quantitative framework
against which qualitative socio and economic impacts of any of the development initiative can be
assessed and evaluated.
The socio-economic profile is discussed in terms of a few selected indicators, which are broadly
categorized in to the following and hence together are termed as socio economic indicators.
Socio and Demographic Indicators
Social indicators are set of indicators that measure progress towards the policy objectives designed for
promoting employment, combating poverty, improving living and working conditions, combating
exclusion, developing human resources, etc.
Demographic Indicators are a scientific measure of human population dynamics. It encompasses the
study of the size, structure and distribution of populations, and how populations change over time due
to births, deaths, migration and ageing.
A list of socio and demographic indicators considered for this report is as under:
1. Population
2. Male/Female Ratio
3. Health
4. Household
5. Literacy
6. Poverty
7. Employment

Economic Indicators
An economic indicator is simply any economic statistic, which indicates how well the economy is doing
and how well the economy is going to do in the future. To understand economic indicators, we must
understand the ways in which economic indicators differ. Alternatively statistics, which indicates
current economic growth rates and trends such as retail sales and employment. Economic indicators
allow analysis of economic performance and predictions of future performance.
• Gross Domestic Product (GDP)

• Net State Domestic Product (NSDP)
• Per Capita Income
• Agriculture & Irrigation
• Industry
• Transportation
4.2 PROJECT BACKGROUND
National Highways Authority of India (NHAI) is engaged in the development of national highways and as
part of this Endeavour, the authority has decided to rehabilitate and upgrade Jodhpur Ring Road in the
state of Rajasthan.
The National highways Authority of India (NHAI) has appointed M/s. Feedback Infrastructure Services
Pvt. Ltd. for providing the required consultancy services for preparation of Project Report for up
gradation of Jodhpur Ring Road in the State of Rajasthan.
4.3 PROJECT LOCATION
The State of Rajasthan is located in north-western part of India. Rajasthan is surrounded on the west
and northwest by Pakistan, on the north and northeast by the states of Punjab, Haryana, and Uttar
Pradesh, on the east and southeast by the states of Uttar Pradesh and Madhya Pradesh, and on the
southwest by the state of Gujarat. Project road is starts from Dangiywas village on junction with NH 125
and ends at Dangiywas, passing through Keru and Nagaur Road. Approximate length of the project road
is 101.0 km.

Section-I Keru to Nagaur Road Nagaur Road
Section-II Dangiyawas to Nagaur
Keru
Dangiyawas
Section-I Dangiyawas to Keru
Fig. 4.1: Location of Project stretch
4.4 MEETING
Topomaps have been collected and compiled to form a base map. Desktop study has been carried out
by the Team Leader along with the other professionals for terrain evaluation, examination of various
alternatives, crossing details, RoBs, avoidance of built-up areas & religious structures, Water bodies,
hills, low lying areas and other structures.
The team of experts lead by the Team Leader carried out reconnaissance survey of the project. The
team has extensively carried out physical validation of desktop studies and examination of various
options.
A detailed accounting of the socio-economic profile of the Project Influence Area (PIA) has been
prepared which traces the PIA’s economic performance of the past and establishes the likely growth
prospects of the future. The output of this Chapter is the economic growth prospects of the PIA with
respect to certain selected economic variables and serves as the basis for arriving at a realistic traffic
growth rate, for different vehicle categories.
Methodology
The socio economic characteristics of the PIA as indicated above have been examined through a
preliminary socio economic survey. The base data required was collected from numerous agencies and
referring the various literature available from the Directorate of Economics and Statistics and official
government websites. All statistics used to study the past economic performance of the PIA are based
on secondary official sources of information.

4.5 SOCIAL AND DEMOGRAPHIC PROFILE OF RAJASTHAN
General History
Rajput clans emerged and held their sway over different parts of Rajasthan from about 700 AD. Before
that, Rajasthan was a part of several republics. It was a part of the Mauryan Empire. Other major
republics that dominated this region include the Malavas, Arjunyas, Yaudhyas, Kushans, Saka Satraps,
and Guptas and Hunas.
The Rajput clan’s ascendancy in Indian history was during the period from the eighth to the twelfth
century AD. The Pratihars ruled Rajasthan and most of northern India during 750-1000 AD. Between
1000-1200 AD Rajasthan witnessed the struggle for supremacy between Chalukyas, Parmars and
Chauhans.
Around 1200 AD a part of Rajasthan came under Muslim rulers. The principal centres of their powers
were Nagaur and Ajmer. Ranthambhor was also under their suzerainty. At the beginning of the 13th
century AD, the most prominent and powerful state of Rajasthan was Mewar.
The erstwhile Rajputana comprised 19 princely states and two chief ships of Lava and Kushalgarh and a
British administered territory of Ajmer-Merwara. Rajasthan State was heterogeneous conglomeration
of separate political entities with different administrative systems prevailing in different places. The
present State of Rajasthan was formed after a long process of integration which began on March 17,
1948 and ended on November 1, 1956. Before integration it was called Rajputana; after integration it
came to be known as Rajasthan. At present there are 33 districts (including the new district of
Pratapgarh) in the State.
The State of Rajasthan
Rajasthan, situated at the north western part of India is the biggest state in the country of India and lies
between 2330 and 30 11 North latitude and 69 29 and 78 17 East longitudes. The state shares its north-
western and western boundary with the Indo-Pakistan international border that extends about 1,070
km and touches the major districts Barmer, Bikaner, Ganganagar and Jaisalmer. Rajasthan is bordered
by Pakistan in the west and northwest, the states of Punjab, Uttar Pradesh and Haryana in the north
and northeast. The state of Madhya Pradesh lies in the southeast and Gujarat in the southwest.
The huge portion of the state of Rajasthan is desiccated and houses the biggest Indian desert- the Thar
Desert known as the 'Maru-kantar'. The oldest chain of fold mountains- the Aravalli Range splits the
state into two geographical zones- desert at one side and forest belt on the other. Only 9.36% of the
total geographical region lies under forest vegetation.
The Aravalli Range literally meaning 'line of peaks' , is a range of mountains in western India running
approximately 800 km from northeast to southwest across states of Rajasthan, Haryana, and Gujarat.
The Aravalli Range runs across the state from the southwest peak Guru Shikhar (Mount Abu), which is
1,722 m in height, to Khetri in the northeast. This divides the state into 60% in the northwest of the
range and 40% in the southeast. The northwest tract is sandy and unproductive with little water but
improves gradually from desert land in the far west and northwest to comparatively fertile and
habitable land towards the east.
The Thar Desert of Rajasthan is situated partly in India and partly in Pakistan. Bordering the desert on
four sides are, Indus plains to the west, Aravalli Range to the southeast, Rann of Kutch to the south, and
Punjab plains to the north and northeast.

Weather in Rajasthan varies with the seasons of the year. The weather in Rajasthan ranges from very
hot in summer to chilly in winter. Like its varying topography, Rajasthan has varying climate. The
weather or climate of the Rajasthan can be broadly classified into four distinct seasons. They are - Pre-
monsoon, which is the hot season preceding the monsoon and extends from April to June, the
Monsoon that occurs in the month of June in the eastern region and mid- July in the western arid
regions, the Post-monsoon that commences from mid-September and continues till November and the
Winter that extends from December to March, January being the coldest month of the year. The
average temperature in winter ranges from 8° to 28° C (46° to 82° F) and in summer the average
temperature range from 25° to 46° C (77° to 115° F).
Location & Boundaries
between 2330 and 30 11 North latitude and 69 29 and 78 17 East longitudes. The state shares its north-
western and western boundary with the Indo-Pakistan international border that extends about 1,070
km and touches the major districts Barmer, Bikaner, Ganganagar and Jaisalmer. Rajasthan is bordered
by Pakistan in the west and northwest, the states of Punjab, Uttar Pradesh and Haryana in the north
and northeast. The state of Madhya Pradesh lies in the southeast and Gujarat in the southwest.
Area & Population
Rajasthan has total land area of 342,239sq.km. It accounts for 10.4 percent of the total area of the
country and ranks first among major States of in terms of size.
The Rajasthan state population according to 2011 census is 6.86 crore. The density of population as per
2011 Census is 200 persons/sq.km,
Sex Ratio
The state has considerable female to male ratio, 926/1000,
Health
In Rajasthan as of 2009, there were 21 medical colleges and 2036 hospitals with a total of 43864 beds.
Life expectancy has increased from 61.2 years in 1991 to 62.8 years in 2009 (MSDR, 2005).
Household
According to 2011 Census, Out of total population of Rajasthan, 24.89% people live in urban regions.
The total figure of population living in urban areas is 17,080,776 of which 8,939,204 are males and while
remaining 8,141,572 are females. The urban population in the last 10 years has increased by 29.26
percent.
Out Of the total population of Rajasthan state, around 75.11 percent live in the villages of rural areas. In
actual numbers, males and females were 26,680,882 and 24,859,354 respectively. Total population of
rural areas of Rajasthan state was 51,540,236. The population growth rate recorded for this decade
(2001-2011) was 19.05%
Literacy
Literacy rate in Rajasthan has seen upward trend and is 67.06 percent as per 2011 population census.
Of that, male literacy stands at 80.51 percent while female literacy is at 52.66 percent. In 2001, literacy

rate in Rajasthan stood at 60.41 percent of which male and female were 70.32 percent and 43.85
percent literate respectively.
Poverty
The coexistence of prosperity and deprivation in the state is a matter of serious concern. A poverty line,
which separates the poor and non-poor, has been derived by putting a price on the minimum required
consumption levels of food, clothing, shelter and social needs like education and health. The national-
level official poverty lines for the base year (1973-74) expressed as monthly per capita consumption
expenditure of Rs.49.09 in rural areas and Rs.56.64 in urban areas correspond to a basket of goods and
services, which satisfy the calorie norms of per capita daily requirement of 2400 Kcal in rural areas and
2100 Kcal in urban areas, which is medically enough, to prevent death. Rajasthan has been able to
reduce its poverty by substantial amount over a period of time. Its overall poverty is less than the
national average i.e. 22.1% as against 27.5% respectively. Its poverty in rural sector i.e. 18.7% is far
more less than the national average of 28.3%. But the situation is opposite when it comes to urban
poverty, Rajasthan has 32.9% as against the national average of 25.7%. Several projects have been
initiated to eradicate poverty in the state.
4.6 ECONOMIC PROFILE
Net State Domestic Product (NSDP)
The advance estimates of Gross State Domestic Product at current prices is estimated to be Rs 3,68,320
crore for the year 2011-12 as compared to Rs 3,23,682 crore during the year 2010-11 (quick estimates),
showing an increase of 13.79 per cent over the previous year. As per the advance estimates, Gross State
Domestic Product at constant (2004-05) prices, in the year 2011-12 is likely to attain a level of Rs
2,15,454 crore, as against the estimates of GSDP for the year 2010-11 (quick estimates) of Rs 2,04,398
crore, registering an increase of 5.41 per cent over the preceding year.
The advance estimates of Net State Domestic Product at current prices is worked out to be Rs 3,25,266
crore for the year 2011-12 as compared to Rs 2,86,008 crore during the year 2010-11 (quick estimates)
showing an increase of 13.73 per cent over the previous year. As per the advance estimates, the Net
State Domestic Product at constant (2004-05) prices, in the year 2011-12 has been estimated at Rs 1,
87,749 crore as against Rs1, 78,184 crore in the year 2010-11 (quick estimates) showing an increase of
5.37 per cent over the previous year.
Per Capita Income
The per capita income for the year 2011-12 at current prices works out to be Rs 47,506 as against Rs
42,434 during the year 2010-11 registering an increase of 11.95 per cent over the previous year. The per
capita income at 2004-05 constant prices during 2011-12, is likely to be Rs 27,421 as compared to
Rs 26,436 in the year 2010-11, registering an increase of 3.73 per cent over the previous year.
Agriculture & Irrigation
The prospects of agriculture in the State largely depend on timely arrival of monsoon. This year, the
rainfall pattern indicates that during the current monsoon season, the State has received 732.82 mm
rainfall against the normal rainfall of 418.7 mm from 01-06-2011 to 30-09-2011. As per the preliminary
forecast for the year 2011-12, the total food grain production in the State is expected to be 209.45
lakh tones as compared to 235.61 lakh tones in the agricultural year, 2010-11. An irrigation potential
of 40.72 lakh hectares was created in the State by the end of March, 2011, through various irrigation

projects. During the year 2011-12 (upto December, 2011) an additional irrigation potential of 17,447
hectares (including Indira Gandhi Nahar Project) has been created.
Industry
The principal objective of the State Government is to make Rajasthan the most preferred State for
investment in identified sectors and to ultimately achieve global competitiveness. Governed by this
basic objective, the State has laid special emphasis on accelerating the overall pace of industrial growth,
increasing employment opportunities, improving productivity, ensuring sustainable development and
strengthening small, medium and large industries. A Single Window Act has come into force in the State
for fast and time bound clearance of the investment proposals from various departments. New
investments are also being pursued actively. The new Industrial and Investment Policy 2010 issued by
the State Government is being followed.
At present, 34 District Industries Centre’s and 7 sub-centers are in operation for providing inputs and
other facilities to entrepreneurs. During the year 2011-12, RIICO has acquired 1,520.88 acre of land and
developed 454.66 acre of land upto December, 2011. RIICO has developed 4 Agro Food Parks at Kota,
Jodhpur, Ganganagar and Alwar to promote agriculture based industries. RIICO has also signed an MoU
at the international level with Japanese society JETRO wherein Japanese companies shall setup their
industrial units at Neemrana Industrial Area, Alwar. Stone Park at Dholpur and Karauli, Bio Technology
Park at Sitapura Industrial Area, Jaipur, and IT Parks at Jaipur, Jodhpur, Kota and Udaipur are also being
established. Besides this, some of the important projects like Honda Siel Car, Mahindra group SEZ, Saint
Gobain Group, are also in progress. At present, there are 6 Special Economic Zones (SEZ) in the State.
Rajasthan Financial Corporation (RFC) has issued sanctions for loans of Rs 208.59 crore during the year
2011-12 upto December, 2011. With regards to the sales of Small Scale Industrial products during the
financial year 2011-12 upto December 2011, the sale of handicraft items contributed to an amount of
Rs 768.97 lakh through various agencies.
In Khadi and Gramodyog Industries, there is a production of Rs 18.37 crore and Rs 91.89 crore
respectively during the year 2011-12 upto December, 2011. The Rural Non-Farm Development Agency
(RUDA) is also in operation for creation of more avenues of employment in the rural non-farm sector
through its activities in leather, wool, textiles, stone ceramic, potteries, handicrafts, handloom and
khadi & village industries sectors.
Mines and Minerals
There are 2,849 mining leases for major minerals and 11,849 minor leases and 16,297 quarry licenses
existing in the State. Mineral survey and prospecting on projects have been taken up or are being
carried out. During the current year, 2011-12, (upto December 2011), an amount of Rs 1,589.62 crore of
revenue has been received.
Oil and Gas
The petroleum sector has tremendous potential in the State. Oil reserves have been found in the
western part of the State mainly in the Barmer, Jalore and Jaisalmer districts. Especially, the Barmer-
Sanchore (Jalore) Basin and Shahgarh Sub-Basin in District Jaisalmer oil exploration is underway. The
production of Crude Oil has commenced from 29th august, 2009 and 74.45 million Barrels of crude oil
have been produced from Mangla Oil Field in Barmer till December, 2011. It is anticipated that a
revenue of Rs 3,000 crores shall be accrued to the State Government during 2011-12. Besides,
National Oil Companies are actively engaged in Oil, Gas and CBM exploration in Rajasthan.

Power Capacity
The installed capacity as on 31st March, 2011 was 9,188.22 MW. The increase in installed capacity
during the year 2011-12 upto December, 2011 was 642.46 MW taking the figure to 9,830.68 MW as on
December, 2011. Under the Rural Electrification Programme, 39,496 villages have been electrified and
about 10.50 lakh wells energised by the end of December, 2011. The Rajasthan Renewable Energy
Corporation (RREC) has also been playing a leading role to promote generation of non- conventional
energy in the State.
Transportation
Healthy transport system is an indicator of economic health and development of a State. As on 31st
March, 2012, the total road length in the State is expected to be 1,90,402 km. The road density in the
State is expected to be 55.63 km per 100 Sq. km by the end of 2011-12. The total number of motor
vehicles registered with the Transport Department of the State was 77.86 lakh upto the December,
2010, which has reached 87.34 lakh by the end of December, 2011, which shows an increase of 12.18
per cent.

Final Project Report
Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road)
section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan
Engineering Surveys and
Investigations
CHAPTER 5.0: ENGINEERING SURVEYS, INVESTIGATIONS & ANALYSIS
5.1 GENERAL
Detailed road inventory, visual condition survey, topographic survey, structural evaluation survey,
roughness survey, sub grade investigations, material surveys were conducted during the feasibility
study.
5.2 INVENTORY AND CONDITION SURVEY OF ROAD AND PAVEMENT
5.2.1 Road Inventory
An inventory of the project road has been carried out by visual observations supplemented with sample
measurements using tape etc. Kilometer wise features like terrain, land-use, surfacing type and width,
shoulder, sub-grade, local soil type, curve details, intersectional details, retaining structures details,
location of water bodies, location of forest areas height of embankment or depth of cut, ROW, CD
structures, road side arboriculture, existing utility services, Existing Railway crossings, cross roads,
structures, junctions and general drainage conditions etc., were recorded. The road inventory has been
referenced to the existing km posts established along the roadside. A detailed road inventory is
presented in Annexure 5.1. An overview of the road has been given below:
a) Start and End points
The existing stretch of ring road (also called as a BRO ring road) stretch starts at km 0.00 from NH-25
near Dangiywas and ends at km 43.300 near Barli connecting to NH-125. Overlapping section of NH-125
from km 16.700 to 19.700 i.e. from Barli to Keru is also part of the ring road. The stretch from Keru to
Nagaur road is a green field alignment for which the land acquisition is carried out by JDA.
Start of Project road at km 0.000 at Dangiywas End of Project road at km 46+400 at Keru
b) Terrain
The terrain along the project road can be predominantly termed as plain. Table 5.1 shows the
classification of terrain. Rolling terrain is also found from km 35.500 to km 41.500.

Investigations
Table 5.1: Terrain
Sl. No Terrain Terrain (%)

1 Plain 86.52
2 Rolling 14.48
c) Land use
Land use patterns along the project road can be mentioned as agricultural, barren and urban.
Predominant land use pattern is agricultural. Land use along the project stretch is shown in Table 5.2.
Table 5.2: Land Use Pattern
Land use Ex. Length (km) Total length (%)

Agricultural 22.7 48.92
Barren 8.1 17.46
Urban 13.2 28.45
Commercial 2.4 5.17
Total Length 46.4 100
d) Alignment
The existing two lane carriageway alignment comprises of few sharp horizontal and deficient vertical
curves which require geometric corrections. The details of horizontal curve are shown in the Table 5.3
below
Table 5.3: Details of Curves on existing alignment
Sl. No Chainage(Existing) Side Sr.No Chainage(Existing) Side

1 4.500 LHC 19 37.600 RHC
2 18.200 LHC 20 37.700 RHC
3 18.400 RHC 21 38.200 LHC
4 18.700 LHC 22 38.300 LHC
5 20.700 RHC 23 38.900 RHC
6 24.300 RHC 24 39.000 RHC
7 25.000 RHC 25 39.300 RHC
8 26.700 RHC 26 39.900 RHC
9 28.500 LHC 27 40.000 RHC
10 29.300 LHC 28 40.400 LHC
11 32.200 RHC 29 40.500 LHC
12 34.800 RHC 30 41.000 LHC
13 35.300 RHC 31 41.400 LHC
14 35.800 RHC 32 43.100 RHC
15 36.100 LHC 33 43.800 LHC
16 36.600 LHC 34 44.400 LHC
17 36.800 LHC 35 45.500 LHC
18 37.400 RHC

Investigations
e) Villages and Towns
The villages and towns through which the project road passes are listed in Table 5.4.
Table 5.4: Villages/Towns along Project Road
Existing Chainage (km)

Sl. No Length (km) Village/Town
From To
1 17.900 19.000 1.100 Chamanpura
2 23.600 35.000 11.400 Sangariya
3 35.000 37.000 2.000 Gopal Bariya
4 39.100 40.000 0.900 Chaukhan
5 40.000 41.000 1.000 Juniya Bera
Sangariya Village @ Km 31.000 Gopal Bari Village @ Km 36.000
f) Carriageway and Roadway width
The present configuration of the road varies from 2 lane carriageway with earthen shoulder. Details of
carriageway width is given at Table 5.5
Table 5.5: Carriageway widths

Length
Shoulder Shoulder
0.000 31.600 31.600 2 lane 7 0 1.5 (both side)
31.600 43.300 11.800 2 lane 7.5 0 1.5 (both side)
16.700 19.700 3.000 2 lane 7 1.5 (both side) 1 (both side)
g) Surfacing Type
The existing pavement is of flexible type.
h) Shoulder
Earthen shoulders are observed on both side of road along the entire stretch, paved shoulder of 1.5 m

Investigations
width are observed at some locations, the width of earthen shoulder varies from 1.0 to 1.5m on both
sides, and condition of the earthen shoulders is fair to poor.
i) Embankment and Cutting sections
Average height of embankment varies between level from 0.5 m to 1.5 m except for built-up areas. The
condition of the embankment is fair.
j) Road Junctions
There are about eleven major intersections as given in Table 2.4, and 52 minor intersections along the
project road. The list of minor intersections / junctions across the road as shown in Table 5.6.
Table 5.6: Junction Details
Left Side Leads Junction Detail Right Side Leads Junction Detail
Junction
Chainage Side Carriageway Surface City / Village Carriageway Surface City / Village
Type
Width Type Name Width Type Name
0.000 Both 7+1+7 BT Jodhpur T 7+1+7 BT Bar
0.900 Left 3.5 BT Jatiyawas T - - -
5.500 Both 3 ER Jaleli + 3 ER Bawarla
5.900 Left 3.5 ER Oil India Company T - - -
7.500 Left 3.5 ER Jaleli T - - -
8.100 Left 3 BT Jaleli T - - -
8.200 Right - - - T 3.5 BT Godalo Ki Dhani
9.900 Both 3.5 BT Jaleli + 7 BT Jodhpur

Mahadevi
13.300 Both 3 BT Basni Nikuba + 3 BT
Dhuna
14.700 Both 3 ER Basni Bedan + 3 ER Janiyo KI Dhani
16.000 Left 3 ER Aadarsh Nagar T - - -
16.500 Both 7 BT Phitkasni + 7 BT Jodhpur
17.000 Left 3 BT Alakdhara T - - -
17.100 Left 3 BT Alakdhara T - - -
18.000 Left 3 BT Chamanpura T - - -
18.300 Both 5 BT Khejadli + 7 BT Jodhpur
18.300 Right - - - T 7 BT Banar
18.400 Left 3 BT Khejadli T - - -
19.100 Both 3 BT Khejadli Kala + 3 BT Jodhpur
20.800 Right - - - T 3.5 BT Hanuman Nagar

Investigations
Junction
Type
21.600 Both 5 BT Guda + 7+1+7 BT Jodhpur
21.900 Left 10 BT High Court T - - -
21.900 Left 10 BT Colony T - - -
22.700 Both NH-65 Pali + NH-65 Jodhpur
23.000 Right - - - T 4 BT Vastunagar
23.600 Right - - - T 5 CC Sangariya
23.900 Both 7+1+7 BT Sangariya + 7+1+7 BT Jodhpur
24.300 Left 7+1+7 ER Sangariya T - - -
24.600 Both 7 BT Sangariya + 7 BT Sangariya
25.300 Both 5 BT Sangariya + 5 BT Sangariya
25.600 Left 7+7+7 BT Sangariya T - - -
26.700 Both 7+1+7 BT Salawas + 7+1+7 BT Jodhpur
27.300 Left 7+1+7 BT Colony T - - -
27.800 Left 7 BT Colony T - - -
29.100 Right - - - T 5 BT Junawa Ki Dhani
31.600 Both 7+1+7 BT Barmer + 7+1+7 BT Jodhpur
32.200 Left 5 BT Pal Village T - - -
34.100 Both 7+1+7 BT Chaukhan + 7+1+7 BT Jodhpur
34.500 Left 5 BT Chaukhan T - - -
35.500 Left 10 BT Hotel T - - -
35.500 Left 5 BT Hotel T - - -
35.700 Left 3 BT School T - - -
35.800 Right - - - T 3.5 BT Gopal Vadi
35.900 Both 7 BT Gangana + 7 BT Jodhpur
36.300 Right - - - T 7 BT Jodhpur
40.200 Left 3 BT Juniya Bera T - - -
40.400 Right - - - T 5 BT Kaylana

Investigations
Junction
Type
41.200 Left 3 BT Juniya Bera T - - -
41.300 Right - - - T 3 BT Kailyana
41.400 Both 3 BT Kadam Khedi + 4 BT Barli
42.400 Left 3 BT Barli T - - -
42.800 Left 5 BT Barli T - - -
43.200 Both 5 BT Jawar + 5 BT Jodhpur
43.700 Right - - - T 3 BT Sodha Ki Dhani

Jodhpur Ring
46.300 Right - - - T 10 ER
Road
Major Junction NH-65 @ Km 22.700 Major Junction NH-125 @ Km 31.600
k) Side Drains
Unlined drains are present on either side of the project road at very few locations
l) Utilities
Utilities are found within ROW frequently along the BRO stretch. Electric poles and lines are placed very
near carriageway. OFC cables are seen at the end of ROW. HT-lines are running parallel to project road
in about 10 km length i.e. km 23.00 to 30.00 on left side. HT-lines are also crossing at few locations but
are having enough clearance from road. Few photographs are given below.

Investigations
HT Line @ 24.500 OFC @ 3.700
Table 5.7: List of Utilities
Sl. No. Chainage (Existing) Description

1 3.700 HT CROSS
2 4.300 HT CROSS
3 7.300 HT CROSS
4 10.400 TRANSFORMER (R )
6 15.600 HT CROSS
7 16.100 HT CROSS
8 23.000 HT (L)
9 23.100 HT (L)
10 23.200 HT (L)
11 23.300 HT (L)
12 23.400 HT (L)
13 23.500 HT (L)
14 23.600 HT (L)
15 23.700 HT (L)
16 23.800 HT (L)
17 23.900 HT (L)
18 24.000 HT (L)
19 24.100 HT (L)
20 24.200 HT (L)
21 24.300 HT (L)
22 24.400 HT (L)
23 24.500 HT (L)
24 24.600 HT (R )
25 24.700 HT (R )
26 24.800 HT (R )
27 24.900 HT (R )
28 25.000 HT CROSS

Investigations
Sl. No. Chainage (Existing) Description

29 25.100 HT CROSS
31 25.900 HT CROSS
32 26.500 HT CROSS
33 27.000 HT CROSS
34 27.100 HT (L)
35 27.200 HT (L)
36 27.300 HT (L)
37 27.400 HT (L)
38 27.500 HT (L)
39 27.600 HT (L)
40 27.700 HT (L)
41 27.800 HT (L)
42 27.900 HT (L)
43 28.000 HT (L)
44 28.100 HT (L)
45 28.200 HT (L)
46 28.300 HT (L)
47 28.400 HT (L)
48 28.500 HT (L)
49 28.600 HT (L)
50 28.700 HT (L)
51 28.800 HT (L)
52 28.900 HT (L)
53 29.000 HT (L) HT CROSS
54 29.300 HT (L)
55 35.100 HT CROSS
56 40.400 HT CROSS
57 40.700 HT CROSS
58 41.000 HT CROSS
m) Petrol Pumps
There are seven petrol pump located along the project road. A location of this petrol pump is shown in
Table 5.8 below.
Table 5.8: Locations of Petrol Pumps along the stretch
Sl. No. Existing Chainage Side

1 1.900 LHS
2 10.400 RHS
3 11.200 LHS
4 20.100 RHS
5 21.400 RHS

Investigations
Sl. No. Existing Chainage Side

6 25.700 RHS
7 35.200 RHS
n) Truck Lay-bye
There is no parking lay-byes for commercial vehicles along the project road.
5.2.2 Pavement Condition Survey
Detailed field studies have been carried out to collect pavement/shoulder/drainage conditions and are
presented in Annexure 5.2.
The survey on general pavement condition was primarily a visual exercise undertaken by means of slow
drive-over survey, and supplemented with measurements wherever necessary. Visual assessment was
carried out from a vehicle, with speed not exceeding 15 km/hr and stopping at various locations at
suitable intervals and wherever necessary, depending on variations in pavement conditions. Aspects of
pavement conditions assessed include surface defects, rut depth, cracking, potholes, patched areas,
shoulder condition etc. An overall assessment of performance serviceability of the road was also done
to qualitatively rate the existing pavement and shoulder condition.
The pavement condition was recorded under the following sub-heads:
• Shoulder
− Composition / Condition / material Loss
− Riding Quality (Good / Fair / Poor / Very Poor)
• Pavement Condition (surface distress type & extent)

− Cracking (%)
− Raveling (%)
− Potholes (%)
− Patching (%)
− Rut depth (mm)
− Edge break (m)
− Pavement edge Drop (mm)
• Embankment condition (Good / Fair / Poor)

• Road Side Drain (Non Existing / Partially Functional / Functional)
• Drainage condition

Investigations
Good Pavement Condition @ 1.500 Ravelling @ 10.900
Poor Condition @ 18.700 Cracking @ 40.400
For determining the pavement condition for project road, the yardstick as given in Table 5.9 has been
used to designate the pavement condition.
Table 5.9: Yardstick for Pavement Condition
Sl. No. Condition Pot holes (%) Cracking (%) Patching (%) Raveling (%)
1 Excellent Nil ≤5 Nil ≤1.0
>1.0
2 Good ≤5 > 5 ≤ 10 ≤ 0.5
≤ 2.0
>5 > 2.0
3 Fair > 10 ≤ 20 > 0.5 ≤ 2.0
≤10 ≤ 5.0
>10 >5.0
4 Poor >20 ≤ 30 >2 ≤ 6.0
≤50 ≤10.0
5 Very poor >50 >30 >6.0 >10.0
5.2.2.1 Summary of Condition Survey Results
Based on the yardstick the overall condition of the pavement has been analyzed and it varies between
good to very poor condition. Out of 46.300 km from Dangiywas to Keru, 30.17 % of road is in good

Investigations
condition, 28.23% of road is in fair condition, 41.59 % of road is in poor condition. The summary of
pavement condition is given in Table 5.10.
Table 5.10: Summary of Pavement Condition Survey

Good 14.000 30.17
Fair 13.000 28.23
Poor 19.300 41.59
Total 46.300 100.00
5.2.2.2 Shoulder Condition
Earthen shoulders are observed on both side of road along the entire stretch, paved shoulder of 1.5 m
width are observed from 16.700 to 19.700 of NH-125, the width of earthen shoulder varies from 1.0 to
1.5 m on both sides, and condition of the earthen shoulders is poor.
5.2.2.3 Drainage Condition
The general condition of the roadside drains is fair.
5.3 TOPOGRAPHIC SURVEYS
DGPS survey has been carried out and control points are established along the alignment. In addition,
auto leveling has also been carried out between SOI GTS BMs and DGPS control beacons
The Topographic survey includes:
• DGPS control points were established on reference pillars fixed at 5 km intervals. These
control points were auto-leveled from Survey of India (SOI) GTS BM’s using auto levels
(in accordance with IRC SP19)
• Additional intermittent benchmarks were established on permanent structures like
Culverts parapets, Km stones, or on permanent structures enroute, etc.
• A closed traverse is run for a loop length of 5 km. While traversing, stations were
established at 100 to 250 mt apart. The pillars constructed along the route are
connected.
• The detailed survey was carried out using a total station instrument with a strip width
of 30 m on either side of the existing centerline, widened at horizontal curves and ROB
locations. All topographical features were picked up during the survey. Points were
picked up 60 m apart and cross sections taken at same intervals. Where existing roads /
railways cross the alignment the surveys was extended to 100 m on either side of the
alignment proposed. Culvert locations were also surveyed as part of the detailed
survey.
• Hard copies of the survey were made for use by FVPL’s senior surveyor and the survey
teams to verify the accuracy in the field of the detailed survey.
• The survey was received in digital format in XYZ format compatible with Mx software
together with hard copies.

Investigations
5.4 STRUCTURAL EVALUATION OF PAVEMENT
Structural strength of pavement is evaluated using Benkelman beam deflection method, observed
characteristic deflection for the project road have been given in Table 5.16 and graphically shown in
figure 5.1.
Characteristic Deflection (mm)
Chainage (Km)
Figure 5.1 Characteristic deflections on project road
Table 5.11 Observed characteristic deflection
Km. 0.000 to Km. 46.400 2 Lanes Road

Chainage (KM)
Sr. No. Characteristic Deflection (mm)
From To
1 2.500 3.000 1.564
2 7.500 8.000 0.964
3 14.000 14.500 1.885
4 19.000 19.500 1.487
5 23.000 23.500 0.871

Investigations
Km. 0.000 to Km. 46.400 2 Lanes Road

Chainage (KM)
Sr. No. Characteristic Deflection (mm)
From To
6 30.000 30.500 0.499
7 39.000 39.500 0.276
8 42.500 43.300 0.580
5.5 PAVEMENT COMPOSITION AND SUBGRADE INVESTIGATIONS
5.5.1 Methodology (Test Pits)
• Based on the data derived from the condition (Surface, Roughness) and Structural Strength, the
project road would be divided into homogeneous segments. For the widening of existing road,
testing of three sub-grade soil samples for each homogeneous segment or three samples for
each soil type encountered, whichever is more. For the roads along new alignments, the test
pits for sub-grade soil will be @ 5 Km or for each soil type, whichever is more. The testing for
Sub-grade soil will include:
• In-situ density and moisture content

• Field CBR using DCP
• Characterization (Grain size and Atterberg limits)
• Laboratory moisture-density characteristics
• Laboratory CBR (un-soaked and 4-day soak compacted at 3 energy level) and Swell
• FSI
5.5.2 Pavement Composition
For each test pit, the following information was recorded:
• Test pit reference (Identification number, location):

• Pavement composition (material type and thickness)
• Sub-grade type (textural classification) and condition (dry, wet)
Broad variation in pavement thickness was observed along the project road. However, the pavement
composition of the existing pavement is generally same as bituminous, Base and Sub-base. The wearing
coat (Bituminous) varies from 40 mm to 150 mm, base course varies from 50 mm to 300mm. The
bituminous course consists of one layer and appears to be fair to poor in condition. The base course
material was moderately strong and dry in general. The sub-grade below the base course was observed
to be fine grained clay and sandy soil at some locations.
5.5.3 In situ-density and moisture content
Core cutter method was adopted for obtaining the field density. Representative soil samples were also
taken from the core to establish moisture content. Figure 5.3 and Figure 5.4 shows the field dry density
and field moisture profile along the project corridor in graphical way. The field density and moisture
content varies from 1.64 to1.94 gm/cc and 2 % to 5.5% respectively. This indicates that sub-grade has
moderate compaction state.

Investigations
Moisture Content
Chainage (Km)
Figure 5.2 Test Results for Field moisture content

Investigations
Figure 5.3 Test Results for Field Dry density
5.5.4 Characterization of Sub-grade
The following tests were conducted on each of the sub-grade samples collected from trial pits:
• Grain size distribution (Wet)

• Atterberg’s Limits (Liquid limit and plastic limit)
• Modified Proctor Density at three compaction levels
• Four days soaked CBR at three energy levels
The methods of testing adopted for materials investigations are given in Table 5.12.
Table-5.12 Method of Testing
S. No. Type of Tests Unit Test Method

IS: 2720
1 Grain Size Analysis (Wet Sieve) % by wt.
(Part 4)
Atterberg’s Limits IS: 2720
2 % by wt.
(LL, PL, PI) (Part 5)
Laboratory Moisture Density
Gm/cc and AASHTO
3 Characteristic
% by wt. T-180-97
(Modified AASHTO compaction)
Laboratory CBR (4 day soaked compacted AASHTO
4 %
at three energy level) T-193-99
The summary of laboratory test results for sub-grade is given in Annexure 5.4.

Investigations
5.6 MATERIAL INVESTIGATION
5.6.1 General
The material investigation for road construction has been carried out to identify the potential sources of
construction materials and to assess their general availability, mechanical properties and quantities.
This is one of the most important factors for stable, economic and successful implementation of the
road program within the stipulated time. For improvement work as well as for new carriageway /
bypass the list of materials includes the following:
• Granular material for lower sub-base works

• Crushed stone aggregates for upper sub-base, base, surfacing and cement concrete works
• Sand for filter material and cement, concrete works, sub-base and filling material
• Borrow material for embankment, sub-grade and filling
• Manufactured material like cement, steel, bitumen, geo-textiles etc. for other related
works.
5.6.2 Objectives and Information Sources
The information on material sources was carried out with the following basic objectives.
• Source location, indicating places, Chainage, availability and the status whether in
operation or new source.
• Access to source, indicating the direction and nature of the access road i.e. left / right of
project road, approximate lead distance from the gravity centre and type of access road.
• Ownership of land / quarries, either government or private.
• Test results, indicating the quality of materials along with their classification in details.
• Probable uses indicating the likely use of materials at various stages of construction work
i.e. fill materials, sub-grade, sub-base, base and wearing course and cross drainage
structures.
• During the process of investigation, due consideration has been given to the locally
available materials for reducing the cost of construction. The samples from various
identified sources have been collected for laboratory testing as per IRC / MoRT&H / BIS
standards.
5.6.3 Material for Embankment and Sub grade
Potential sources of earth for the construction of embankment and sub-grade (for Reconstruction /
New Carriageway) were identified on either side of project road. The details of all the borrow areas
investigated with their respective locations, corresponding chainage, description of material and
approximate quantities are tabulated in Table 5.13.
Table 5.13 Details of Borrow area along Project Road
Lead Distance From Type of Approx.

Sl. No. Chainage Direction Village Name
Project Road Land Area
1 43+000 RHS - 2000m Pond 20000
Rajala Village on
2 46+000 LHS 8000m Barren land 40000
Jaisalmer Road
3 45+000 LHS - 400m Barren land 40000

Investigations
Lead Distance From Type of Approx.

Sl. No. Chainage Direction Village Name
Project Road Land Area
4 43+300 LHS Aranji 4000m Barren land 20000
5 42+500 LHS - 50m Barren land 10000
6 38+000 RHS - 500m Hillock 5000
7 37+000 RHS - 50m Hillock 5000
8 28+200 LHS - 50m Barren land 20000
9 26+500 LHS Sangariya 2500m Pond 20000
10 25+800 LHS - 50m Barren land 10000
11 23+300 LHS - 50m Barren land 10000
12 20+000 LHS - 50m Barren land 10000
13 18+300 LHS - 100m Barren land 10000
14 15+200 RHS - 50m Barren land 10000
15 10+800 LHS - 100m Pond 20000
16 9+700 LHS - 2000m Pond 20000
17 5+900 LHS - 500m Barren land 10000
18 Banar - Janjivad 3000m Barren land 10000
19 Banar - - 4500m Barren land 40000
20 Banar - - 5000m Barren land 20000
Lordi to Janjiwal
21 282+500 - 6000m Barren land 20000
Road
22 282+500 - - 1500m Pond 20000
23 282+500 - - 1000m Barren land 20000
24 282+500 - On SH-61 400m Barren land 20000
25 4+000 - On SH-61 - Hillock 10000
26 - - Manaklao - Barren and 20000
27 - - Mathaniya - Barren land 20000
The following test has been conducted to check the suitability of the fine-grained materials:
• Grain size analysis

• Atterberg limits
• Maximum laboratory dry unit weight (Heavy Compaction)
• Optimum moisture content
• CBR (4 days soaked) at three energy levels.
Laboratory test results of Borrow Area Soil were presented in Annexure 5.3.

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Engineering Surveys, Investigations & Analysis
Table 5.14 Test Results of Borrow Area Soil
ATTERBERG'S
OPTIMUM MOISTURE
MECHANICAL PROPERTIES
LIMITS
CLASSIFICATION
MAXIMUM DRY
CONTENT (%)
GRAVEL (%) UPTO
PLASTIC LIMIT (%)
PLASTICITY INDEX
FREESWELL
CBR VALUE
LIQUID LIMIT (%)
0.075-0.002 MM
4.75–0.075 MM
DENSITY
SOAKED
4.75 MM SIZE
INDEX
(G/CC)
SR.
LESS THAN
SAND (%)
(%)
(%)
0.002MM
CLAY (%)
LOCATION
IS
SILT (%)
NO.
(%)
1. 3+000 Sub Grade 36 39 -25- - NP - SM 2.04 7.1 - 12.1
2. 8+000 Sub Grade 12 54 -34- 28 20 8 SC 1.96 8.2 - 8.4
3. 14+000 Sub Grade 4 54 -42- 28 20 8 SC 2.00 7.8 - 9.4
4. 19+000 Sub Grade 16 59 -25- 30 21 9 SC 1.90 8.4 21.5 7.9
5. 22+700 Sub Grade 13 62 -25- - NP - SM 1.94 7.1 - 8.2
6. 27+000 Sub Grade 9 60 -31- - NP - SM 1.92 8.4 - 7.5
7. 30+000 Sub Grade 26 45 -29- 29 20 9 SC 2.02 7.9 22.0 10.1
8. 39+000 Subgrade 10 55 -35- 30 21 9 SC 1.92 7.0 20.2 8.0
9. 42+000 Sub Grade 23 50 -27- - NP - SM 1.98 6.9 - 8.9
10 45+000 Sub Grade 18 66 -16- - NP - SM 1.97 6.8 - 9.3
11. 137+000 Subgrade 0 66 -34- - NP - SM 1.90 7.8 7.2
12. 140+000 Sub Grade 3 73 -24- - NP - SM 1.92 7.5 - 7.9

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Engineering Surveys & Investigations
5.6.4 Stone Aggregates
The availability and quality of material as coarse and fine aggregate was explored and samples are taken
from some of the quarries where large quantities were available. The details are given in Table 5.15 as
below.
Table 5.15 Details of Stone aggregates Quarries
Lead Distance
Sl. No. Village Name Location Name of Crusher
From Project Road
26 Km from
Salasar Grit
1 Duggara CH:46+000 Ch:46+000
Industries
on Jaisalmer Road
Ramdev Stone
2 Dajjer On SH-61 30.00 km
Crusher
On Kalyanpura- 90 Km From
3 Nagana -
Nagana Jodhpur
On Kalyanpura- 90 Km From
4 Simdhari -
Simdhari Jodhpur
Representative samples from the above stone quarries were collected for testing in the laboratory. The
following tests have been conducted on the samples collected.
• Los Angeles Abrasion Test : As per IS: 2386 (Part-4)

• Aggregate Impact value : As per IS: 2386 (Part-6)
• Combined flakiness and elongation indices : As per IS: 2386 (Part-7)
• Soundness : As per IS: 2386 (Part-5)
• Water absorption : As per IS: 2386 (Part-3)
MoRT&H requirement of stone aggregates for their use in base / surfacing courses of pavement are as
follows:
• Los Angeles Abrasion Value < 40%
• Aggregate Impact Value < 30%
• Flakiness and Elongation indices (combined) < 30%
• Water absorption < 2%
Summary of Laboratory Test Results of Stone Aggregates were given in Annexure 5.4.
5.6.5 Quarries for Natural Sand
The bed of the following river flowing in the vicinity of the project road is the only potential source for
good quality coarse sand in sufficient quantities. The details of quarry are given in Table 5.16.
Table 5.16 Details of Natural Sand Sources
Village
Sl. No. Location Lead Distance From Project
Name Name of River
Road
1 Kalavanaka On Baghundi-Balotra Road 115 Km From Ch: 45+000 Luni
2 Kalavanaka On Baghundi-Balotra Road 115 Km From Ch: 31+700 Luni

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Engineering Surveys & Investigations
Summary of Laboratory Test Results of Sand is presented in Table 5.17.
Table 5.17 Summary of Laboratory Test Results for Natural Sand
Source Sieve size % passing
10 mm 100
4.75 mm 95.1
2.36 mm 89.2
1.18 mm 74.7
Luni River 600 mic 50.9
300 mic 26.4
150 mic 7.6
75 mic 0.8
Pan 0
5.6.6 Availability of Bitumen, Steel, Cement and other Materials
Bitumen is available at Mathura Refinery and which is around 550 km from project road.
The steel to be used as reinforcement for cross drainage structures shall be of Deformed Steel Bars
conforming to IS 1786.
The cement of various types like Ordinary Portland Cement - 43 Grade, 53 Grade and Pozzolana Cement
is required for the construction. The steel and Cement are available locally (Jodhpur, Bar, Bilara etc)
The locations of quarries and the approximate distance of each quarry from the project road are
compiled in Figure 5.6.

Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km 283.500 of NH 65 Nagaur road) section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Final Project Report
Engineering Surveys & Investigations
Figure 5.4 Quarry Chart

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Engineering Surveys &
Investigations

Investigations
Quarry cum crusher @ Duggar Village Quarry cum crusher @ Dajjer
Sand Source @ Kalava Naka (Luni River) Borrow Area Near Arabaji Village
Borrow Area Near Ch: 283+500 on NH-65 Borrow Area Near Mathaniya Village
5.7 INVENTORY AND CONDITION SURVEYS FOR STRUCTURES
5.7.1 General Condition of Bridges
One major bridge, two minor bridges, 50 slab culverts and one ROB are found on existing stretch of ring
road. ROB @k 26+300 is of PSC type superstructure having RCC portal type Abutment with open
foundation. Major bridge Jojari @ km 18+500 is of RCC solid slab type superstructure having RCC wall
type pier with open foundation. The bridge is opened to traffic in the year July 2007. Minor bridge @
km 37+300 multi-cell box type RCC structure; minor bridge @ km 38+900 RCC solid slab type
superstructure having RCC wall type pier with open foundation.

Investigations
There are total 50 culverts on the project road; the structural condition of most of the culverts is
generally fair to poor. The culverts are mainly found in choked condition due to accumulation of waste
and garbage. Poor maintenance has led to improper functioning of the culverts. Adequate maintenance
of the culverts in many areas can result in proper functioning of the culverts. In some case
reinforcement of is exposed.
Some bridge photographs are shown below.
MJB @ Chainage 18+500 MJB @ Chainage 18+500
MNB @ Chainage 37+300 MNB @ Chainage 38+300
ROB @ Chainage 26+300 ROB @ Chainage 26+300

Investigations
The condition of most of the structures is fair. Some common distresses observed are as follows. The
detail inventory of minor bridges has been given in Annexure 5.5.
• Depositions of debris and growth of vegetation in vent ways,
• Damaged asphaltic / RCC wearing coat,
• Missing, choked drainage spouts,
• Leakage around holes for drainage spouts;
5.7.2 General Condition of Culverts
Culvert @ Chainage 16+280

Culvert @ Chainage 17+500 Culvert @ Chainage 20+780

Investigations


Inventory and condition survey of culverts is presented in Annexure 5.6.
Summary of various types of the structures on the project road is as under:
Table 5.18 Summary of Structures
Type Nos.
ROB 1
Major Bridge 1
Minor Bridge 2
Culvert 50
Total no of existing structures 54

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajastha Traffic Surveys and Analysis
CHAPTER 6 - TRAFFIC SURVEYS AND ANALYSIS

6.1 INTRODUCTION
NHAI has appointed M/s Feedback Infra Pvt. Ltd., a leading Integrated Infrastructure Consulting
Company based at New Delhi for preparation of Feasibility Study for Section-I, Dangiywas to Keru and
Keru to Nagaur road (NH-62) covering a length of 75 km and Section-II Nagaur Road to Dangiywas,
surrounding the Jodhpur city in the State of Rajasthan.
As part of this study, a systematic methodology has been followed to assess the characteristics of the
traffic on the project road after the construction and tolling. The details pertaining to the data
collection, primary as well as secondary, and results from its analysis are presented in the following
sections.
The present chapter on traffic survey and analysis presents the existing traffic characteristics,
methodology used to derive traffic growth rates, details on adopted traffic growth rates, forecasted
traffic, divertible traffic and generated traffic on the project road. Based on these, tollable traffic and
toll revenue estimation at the toll plaza locations have been calculated and presented.
6.2 OBJECTIVE AND SCOPE OF SERVICES
The objective of the chapter 6 & 7 is to estimate the base year tollable traffic, projected tollable traffic
and related revenues on the project road for the duration of the concession. The scope of services of
this study is to carry out:
• 7-days 24 hours manual classified traffic volume count at one location and 3-day 24 hour
surveys at 6 locations.
• 1 day 24 hours Origin & Destination survey at five locations.
• 1 day 24 hours Axle load survey at two locations
6.3 THE PROJECT CORRIDOR
The project road falls under Jodhpur district of Rajasthan. Project road is surrounding the Jodhpur city,
connecting to various National Highways such as NH-125, NH-62 and NH-25 and also various State
Highways. Key map given in Figure 6.1 refers to the location of the project stretches. The project road
has been divided in four homogeneous sections for traffic analysis. The details are given in Table 6-1a
below.
Table 6-1a: Homogeneous Section
S. No. Section Length Length Remark
HS-1 Km 0.000 – km 31.625 31.625 Lower Ring Road
HS-2 Km 31.625 – km 45.000 13.375 Lower Ring Road
HS-3 Km 45.000 – km 74.619 29.619 Upper Ring Road
HS-4 Km 74.619 – km 103.039 28.420 Upper Ring Road

Figure 6-1: Project Stretch
Jodhpur District
Jodhpur district is among the largest districts in the state of Rajasthan. It is centrally situated in the
western region of the state, and covers a total geographical area of 22850 Sq. kilometers is bounded by
Nagaur in the east, Jaisalmer in the west, Bikaner in the north and Barmer and Pali in the South
Jodhpur is the second largest city in the Indian state of Rajasthan. It is the second metropolitan city of
the state and the thirty-fifth largest city in India. It was formerly the seat of a princely state of the same
name. The capital of the kingdom known as Marwar. Jodhpur is a popular tourist destination, featuring
many palaces, forts and temples, set in the stark landscape of the Thar Desert.
The city is known as the "Sun City" for the bright and sunny weather it enjoys all the year round. The old
city circles the fort and is bounded by a wall with several gates. Jodhpur is also known as "Blue City"
because of the blue colors that decorate many of the houses in the old city area. However, the city has
expanded greatly outside the wall over the past several decades. Jodhpur lies near the geographic
centre of Rajasthan state, which makes it a convenient base for travel in a region much frequented by
tourists.
Source: Govt. of Rajasthan.

6.4 TRAFFIC STUDIES
To capture traffic flow characteristics, travel pattern of traffic passing through the project road and
other characteristics related to miscellaneous requirements on the project road, following Table 6-1b
primary traffic surveys were conducted.
Table 6-1b: Traffic surveys schedule
S. Type of Name of the Type of No of

Period
No. survey location/km Road Days
Km 20.500_Jhalamand Ring Road 7 04/12/16 – 10/12/16
Km 318.000_Kudi NH-62 3 04/12/16 – 6/12/16
Km 39.400_Chokha
Ring Road 3 09/12/16 – 11/12/16
Village
Classified Km 23.540_Keroo NH-125 3 08/12/16 – 10/12/16
1 Volume
Count Netra Village NH-62 3 08/12/16 – 10/12/16
Km 90.200_Bilaspur NH-25 3 04/12/16 – 6/12/16
Km 110.000_Banar NH-25 3 04/12/16 – 6/12/16
Km 20.500_Jhalamand Bypass 24 Hour 8/12/2016

Km 23.540_Keroo NH-125 24 Hour 9/12/2016
O&D
2 Netra Village NH-62 24 Hour 8/12/2016
survey
Km 110.000_Banar NH-25 24 Hour 6/12/2016
Km 318.000_Kudi NH-62 24 Hour 6/12/2016
Nandara Kalan @ km
Ring Road 24 Hour 14/12/2016
9.950
Jhalamand @ km 21.400 Ring Road 24 Hour 14/12/2016
3 TMC DPS Circle @ km 26.700 Ring Road 24 Hour 14/12/2016

Dali Bai Circle @ km
34.000
Gopal bari Circle @ km
35.400
Classified Traffic Volume Counts (CVC’s) were conducted at seven locations to understand traffic
intensity of section. Origin & Destination (OD) Surveys were conducted at the five locations to
understand the travel characteristics and to estimate tollable traffic. The details of surveys conducted
are as follows:
• 7 days CVC survey at one location.
• 3 days CVC survey at six locations.
• 1 days 24 hours OD survey at five locations
The details of survey locations are depicted in Figure 6.2.

Figure 6-2: Traffic Survey Locations
6.5 TRAFFIC INTENSITY
6.5.1 CLASSIFIED TRAFFIC VOLUME COUNTS
The CVC surveys were conducted at seven locations in the project influence area for 7/3 days
continuously and trained enumerators were engaged for counting traffic under the supervision of
experienced Traffic Engineer. The vehicle classification used in the survey along with their PCU factors,
as suggested in IRC: 64 – 1990, are presented in Table 6-2.
Table 6-2: Vehicle Classification and PCU Factors Used in the Study
Vehicle Type PCU Factor

Fast Moving Vehicles
Car, jeep, van 1.0
Taxi 1.0
Three wheeler (passenger and goods) 1.0
Two wheeler 0.5
Mini bus 1.5
Standard Bus (private and government classified) 3.0
Light Motor Vehicles (LMV) 1.0
Light commercial vehicle (passenger & goods) 1.5
Truck 2-axle 3.0


Truck 3-axle 3.0
4 to 6-axle truck 4.5
More than 6-axle truck 4.5
Agricultural tractor 1.5
Agricultural tractor with trailer 4.5
Slow Moving Vehicles
Cycle 0.5
Cycle rickshaw 2.0
Animal drawn cart 6.0
Hand drawn cart 8.0
The analysis of the classified traffic volume counts observed at the survey locations was carried out to
arrive at the following:
• Average Daily Traffic (ADT) and Annual Average Daily Traffic (AADT)
• Average hourly variation of traffic volume
• Daily variation of traffic volume
• Average Composition of traffic
• Directional distribution of traffic
• Peak hour factor (PHF)
6.5.2 AVERAGE DAILY TRAFFIC (ADT)
Traffic volume count data for 7 days was averaged to determine Average Daily Traffic (ADT). Mode-wise
hourly traffic for all locations is presented in Annexure 6.1. ADT by vehicle type is presented in
Table 6-3.
Table 6-3: Average Daily Traffic
Km
Km Km Km Km Km
20.500_J Nitra
318.000_ 39.400_ 23.540_K 90.200_Bi 110.000_
Mode of Vehicle halaman Village_
Kudi_NH Ring eroo_NH- laspur_N Banar_NH
d_Ring NH-62
-62 Road 125 H-25 -25
Road
Car / Jeep / Van
2120 5759 2624 2188 2211 3395 1961
(Private)
Car / Jeep (Taxi) 113 530 205 427 225 442 334
Shared Jeep 113 312 119 22 42 165 297
Mini Bus 17 61 40 25 18 36 37
School. Bus 26 161 25 10 10 16 58
Govt. Bus 3 184 51 44 137 187 282
Pvt. Bus 37 401 172 259 328 280 298
Tollable Maxx/Pick-Up 680 944 658 716 461 1102 632
vehicles LCV (4 tyre) 176 253 81 73 92 277 164
LCV (6 tyre) 237 253 375 57 158 352 152
2 Axle 727 970 1237 333 641 975 576
3 Axle 846 804 636 211 697 830 523
MAV (4 to 6 Axles) 1192 703 804 139 948 915 505
MAV (> 6 Axles) 0 0 0 0 0 0 0
Others 9 19 6 1 2 3 11
Total vehicles 6296 11354 7033 4505 5970 8975 5830
Total PCUs 13993 19205 14358 6787 13055 17097 11287

Km
Km Km Km Km Km
20.500_J Nitra
318.000_ 39.400_ 23.540_K 90.200_Bi 110.000_
Mode of Vehicle halaman Village_
Kudi_NH Ring eroo_NH- laspur_N Banar_NH
d_Ring NH-62
-62 Road 125 H-25 -25
Road
3 Wheeler 157 189 141 42 13 49 92
2 Wheeler 4674 4953 3499 2606 1330 3096 2531
Agriculture
31 33 16 12 28 20 23
Tractor
Non
Agri Tractor with
Tollable 173 108 145 87 26 63 91
Trailer
vehicles
Cycle 40 81 27 1 5 12 67
Animal Drawn
0 3 1 1 0 0 13
Cart
Exempted
Vehicles

Toll

Toll Exempted
89 5 247 15 0 5 19
Truck
Total Non-Tollable
5193 5484 4171 2830 1433 3336 2891
(Nos.)
Total Non-Tollable
3646 3436 3468 1903 897 2040 2052
Total (PCUs)
Grand Total (Nos.) 11489 16838 11204 7335 7403 12311 8721
Grand Total
17638 22641 17826 8690 13952 19137 13339
(PCUs)
• Average Daily Traffic - ADT (PCU) at the 7 day survey locations is 11489 (17638 PCU) at km
20.500, ADT at the 3 day survey locations is 16838 (22641 PCU) at Kudi, 11204 (17826 PCU) at
Chokha village, 7335 (8690 PCU) at Keru, 7403 (13952 PCU) at Nitra village, 12311 (19137 PCU)
at Bilaspur and 8721 (13339 PCU) at Banar.
The traffic plying on any road generally varies over different periods of the year depending on the cycle
of different socio-economic activities in the regions through which it passes. Therefore, in order to have
a more realistic picture of the traffic on the project road, it is required to assess its seasonal variation to
estimate the annual average daily traffic (AADT)
AADT is the base year (FY 2016-17) traffic. This is a product of ADT and seasonal variation factor.
Seasonal variation factor can be derived using various methods. Vehicle data from toll booths check
posts etc. or sale details of petrol and diesel fuels along the corridor, arrival of vehicles at
establishments like APMC, truck terminals, railway goods stations, etc. are the commonly used sets of
data.
For the present study, fuel sales data for the last 2 years has been collected from various petrol pumps
and analyzed and is as presented in Table 6-4.

Table 6-4: Seasonal factors
SCF
Month
Petrol Diesel
April 1.20 1.06
May 0.96 0.93
June 0.98 0.78
July 0.91 0.97
August 1.01 1.11
September 0.82 1.15
October 0.95 1.05
November 1.05 1.07
December 1.06 0.97
January 1.11 0.99
February 1.13 1.04
March 0.94 0.99
Since the traffic survey was carried out in the months of December and Seasonal factors for each
corridor are calculated individually. Thus, for cars the final SCF has been arrived at by taking an average
of MS and HSD, for buses it has been taken as 1.0 and for trucks it has been considered from the HSD
data as listed above in Table 6-4.
6.5.3 ANNUAL AVERAGE DAILY TRAFFIC (AADT)
The traffic volume survey along the project road has been carried out in month of December 2016 and
seasonal factors for the month were considered for converting ADT to AADT. AADT vehicle type wise is
shown in Table 6-5. The AADT values for base year (2016-17) have been used for the traffic volume
projection up to horizon year and for projecting the toll revenue.
Table 6-5: Annual Average Daily Traffic
Km Km Km Km Km Km
Nitra
20.500_Jha 318.000 39.400 23.540_K 90.200_Bi 110.000_
Mode of Vehicle Village_
lamand_Ri _Kudi_N _Ring eroo_NH- laspur_N Banar_NH
NH-62
ng Road H-62 Road 125 H-25 -25
Car / Jeep / Van
2162 5874 2676 2232 2255 3463 2000
(Private)
Car / Jeep (Taxi) 110 514 199 414 218 429 324
Shared Jeep 110 303 115 21 41 160 288
Mini Bus 16 59 39 24 17 35 36
Tollable vehicles
School. Bus 26 161 25 10 10 16 58

Govt. Bus 3 184 51 44 137 187 282
Pvt. Bus 37 401 172 259 328 280 298
Maxx/Pick-Up 660 916 638 695 447 1069 613
LCV (4 tyre) 171 245 79 71 89 269 159
LCV (6 tyre) 230 245 364 55 153 341 147
2 Axle 705 941 1200 323 622 946 559
3 Axle 821 780 617 205 676 805 507
MAV (4 to 6 Axles) 1156 682 780 135 920 888 490

Km Km Km Km Km Km
Nitra
20.500_Jha 318.000 39.400 23.540_K 90.200_Bi 110.000_
Mode of Vehicle Village_
lamand_Ri _Kudi_N _Ring eroo_NH- laspur_N Banar_NH
NH-62
ng Road H-62 Road 125 H-25 -25
MAV (> 6 Axles) 0 0 0 0 0 0 0
Others 9 19 6 1 2 3 11
Total vehicles 6216 11324 6961 4489 5915 8891 5772
Total PCUs 13686 18986 14083 6722 12818 16800 11105
3 Wheeler 157 189 141 42 13 49 92
2 Wheeler 4674 4953 3499 2606 1330 3096 2531
Agriculture
31 33 16 12 28 20 23
Tractor
Agri Tractor with
173 108 145 87 26 63 91
Trailer
Cycle 40 81 27 1 5 12 67
Animal Drawn
0 3 1 1 0 0 13
Cart
Toll Exempted
Vehicles

Toll Exempted
86 5 240 15 0 5 18
Truck
Total Non-Tollable
5190 5486 4165 2831 1433 3338 2891
(Nos.)
Total Non-Tollable
3637 3438 3448 1904 897 2042 2050
Total (PCUs)
Grand Total (Nos.) 11406 16810 11126 7320 7348 12229 8663
Grand Total
17323 22424 17531 8626 13715 18842 13155
(PCUs)
6.5.4 DAILY VARIATION OF TRAFFIC VOLUME
Daily variation of traffic (mode wise) is shown in Figure 6-3 below. Daily variation of traffic in terms of
day factors is presented in Table 6-6.

Figure 6-3: Daily variation of Traffic
Table 6-6: Day factors and maximum variations
Maximum
variation
Location Sun Mon Tues Wed Thur Fri Sat
-ve +ve
(%) (%)
Km 20.500_Jhalamand_Ring -
-6.1% -3.1% 3.6% 1.8% 10.5% -3.8% -6.1% 10.5%
Road 2.9%
Km 318.000_Kudi_NH-62 -5.2% 2.6% 2.6% - - - - -5.2% 2.6%
Km 39.400_Ring Road 2.0% - - - - -2.7% 0.7% -2.7% 2.0%
Km 23.540_Keroo_NH-125 - - - - -3.2% 1.5% 1.8% -3.2% 1.8%

- -
Nitra Village_ NH-62 - - - - 7.2% 2.9% 7.2%
10.1% 10.1%
Km 90.200_Bilaspur_NH-25 -2.3% 1.7% 0.7% - - - - -2.3% 1.7%
Km 110.000_Banar_NH-25 -3.0% 1.9% 1.0% - - - - -3.0% 1.9%
Day factor is the variation of each day’s traffic to the average daily traffic. Day wise variations are
observed at all locations. Error! Reference source not found. attached shows the variation of flow in
commercial and passenger vehicles at all locations.
.

Figure 6-4: Daily variation of traffic, mode-wise
Figure 6-4 shows the variation of flow in commercial and passenger vehicles at all count locations,
separately in numbers. The passenger and commercial vehicle flow at all locations had similar trend in
variation.
6.5.5 HOURLY VARIATION OF TRAFFIC IN VEHICLES
Hourly variation of traffic at all 7 locations is shown in Figure 6-5. It is observed that traffic flow in day
and night has considerable variation in volume.
Figure 6-5: Daily variation of traffic

The flows of passenger and commercial vehicles have clear day-night flow variation. The passenger
traffic is higher during daytime and falls significantly at night while only a slight fall in commercial traffic
is observed at night.
6.5.6 DIRECTIONAL DISTRIBUTION
Directional distribution of traffic has been analyzed and is presented in Table 6-7. It is found that
directional flow is balanced direction wise.
Table 6-7: Directional split
Location Direction 1 Direction 2

Km 20.500_Jhalamand_Ring Road 50.5% (Jodhpur-Dangiywas) 49.5% (Dangiywas-Jodhpur)
Km 318.000_Kudi_NH-62 47.0% (Jodhpur-Pali) 53.0% (Pali-Jodhpur)
Km 39.400_Ring Road 49.5% (Jodhpur-Jaisalmer) 50.5% (Jaisalmer-Jodhpur)
Km 23.540_Keroo_NH-125 52.0% (Jodhpur-Jaisalmer) 48.0% (Jaisalmer-Jodhpur)
Nitra Village_ NH-62 51.4% (Jodhpur-Nagaur) 48.6% (Nagaur-Jodhpur)
Km 90.200_Bilaspur_NH-25 49.3% (Jodhpur-Bar) 50.7% (Bar-Jodhpur)
Km 110.000_Banar_NH-25 49.0% (Jodhpur-Bar) 51.0% (Bar-Jodhpur)
6.5.7 PEAK HOUR TRAFFIC
The peak hour traffic at all locations is presented in Error! Reference source not found.8 below.
Table 6-8: Peak hour flow and factor
Location Peak hour traffic (PCU) Peak hour factor Peak hour
Km 20.500_Jhalamand_Ring Road 1160 09:00 - 10:00 6.6
Km 318.000_Kudi_NH-62 1479 18:00 - 19:00 6.5
Km 39.400_Ring Road 1229 16:00 - 17:00 6.9
Km 23.540_Keroo_NH-125 637 18:00 - 19:00 7.3
Nitra Village_ NH-62 809 17:00 - 18:00 6.0
Km 90.200_Bilaspur_NH-25 1125 17:00 - 18:00 5.9
Km 110.000_Banar_NH-25 899 18:00 - 19:00 6.7
6.5.8 TRAFFIC COMPOSITION
The share of tollable vehicles is in the range of 55% to 81% of the total vehicles at all locations.
Table 6-9: Traffic composition of All Vehicles
Km Km
Km Km 39.400_Chokha
20.500_Jhalamand_Ring 23.540_Keroo_NH-
Mode of vehicle 318.000_Kudi_NH-62 Village Ring Road
Road 125
Nos. % share Nos. % share Nos. % share Nos. % share
Cars 2253 19.63% 6152 53.59% 2808 24.46% 2256 19.65%
Taxi 113 0.98% 530 4.62% 205 1.79% 427 3.72%
Buses 86 0.75% 827 7.20% 308 2.68% 352 3.07%
Two wheelers 4674 40.71% 4953 43.14% 3499 30.48% 2606 22.70%
Three Wheelers 157 1.37% 189 1.65% 141 1.23% 42 0.37%

Km Km
Km Km 39.400_Chokha
Mode of vehicle 318.000_Kudi_NH-62 Village Ring Road
Road 125
Trucks 3950 34.41% 3935 34.28% 4047 35.25% 1550 13.50%
Tractors 204 1.78% 141 1.23% 161 1.40% 99 0.86%
NMT* 43 0.37% 92 0.80% 29 0.25% 2 0.02%
Others 2253 19.63% 6152 53.59% 2808 24.46% 2256 19.65%
Total Vehicles 45802 100.0% 29095 100.00% 15426 100.00% 22027 100.00%
Km Km
Nitra Village_ NH-62 90.200_Bilaspur_NH- 110.000_Banar_NH-
Mode of vehicle
25 25
Nos. % share Nos. % share Nos. % share
Cars 2270 19.77% 3640 31.71% 2289 19.94%
Taxi 225 1.96% 442 3.85% 334 2.91%
Buses 506 4.41% 527 4.59% 683 5.95%
Two wheelers 1330 11.59% 3096 26.97% 2531 22.05%
Three Wheelers 13 0.11% 49 0.43% 92 0.80%
Trucks 2998 26.11% 4459 38.84% 2581 22.48%
Tractors 54 0.47% 83 0.72% 114 0.99%
NMT* 5 0.04% 12 0.10% 86 0.75%
Others 2270 19.77% 3640 31.71% 2289 19.94%
Total Vehicles 45802 100.0% 29095 100.00% 15426 100.00%
*NMT : Non-Motorised Vehicles or Slow Moving Vehicles
Table 6-10: Traffic Composition of Tollable Vehicles
Km Km
Km Km 39.400_Chokha
Mode of vehicle 318.000_Kudi_NH-62 Village_Ring Road
Road 125
Cars 2233 19.45% 6071 52.88% 2743 23.89% 2210 19.25%
Taxi 113 0.98% 530 4.62% 205 1.79% 427 3.72%
Buses 83 0.72% 807 7.03% 288 2.51% 338 2.94%
Goods Pickup 680 5.92% 944 8.22% 658 5.73% 716 6.24%
LCV 413 3.60% 506 4.41% 456 3.97% 130 1.13%
2 Axle 727 6.33% 970 8.45% 1237 10.78% 333 2.90%
3 Axle 846 7.37% 804 7.00% 636 5.54% 211 1.84%
4-6 Axle 1192 10.38% 703 6.12% 804 7.00% 139 1.21%
>6 Axle 9 0.08% 19 0.17% 6 0.05% 1 0.01%
Total 35038 100.00% 17211 100.00% 8093 100.00% 11675 100.00%
Km 90.200 Km 110.000
Netra Village_ NH-62
Mode of vehicle Bilaspur_NH-25 Banar_NH-25
Nos. % share Nos. % share Nos. % share
Cars 2253 19.63% 3560 31.01% 2258 19.67%
Taxi 225 1.96% 442 3.85% 334 2.91%
Buses 493 4.29% 519 4.52% 675 5.88%
Goods Pickup 461 4.02% 1102 9.60% 632 5.51%
LCV 250 2.18% 629 5.48% 316 2.75%
2 Axle 641 5.58% 975 8.49% 576 5.02%
3 Axle 697 6.07% 830 7.23% 523 4.56%
4-6 Axle 948 8.26% 915 7.97% 505 4.40%
>6 Axle 2 0.02% 3 0.03% 11 0.10%
Total 35038 100.00% 17211 100.00% 8093 100.00%

6.6 TRAVEL PATTERN
6.6.1 ORIGIN DESTINATION SURVEY
Origin - Destination (O-D) surveys were conducted to elicit information related to the base year travel
characteristics of goods and passenger trips using the project road and likely future traffic diversions to
or from the project road. The travel characteristics obtained by O-D survey would facilitate the
identification of (i) local and through traffic on the project road, and (ii) the tollable traffic at the
proposed toll plazas. The O-D survey locations on the Project road are also shown in Figure 6.2 along
with other survey locations.
The origin-destination survey was carried out using the road side interview (RSI) technique. The survey
was conducted for 1 day to understand the road user characteristics. Road users were interviewed by
trained enumerators to obtain the required data under the guidance of traffic engineers and
supervisors. For this purpose, cars (private and taxi cars) and buses were considered as passenger
vehicles. Similarly, LMVs, LCVs, 2-axle trucks, 3- axle trucks, 4 to 6-axle trucks and more than 6-axle
trucks were considered as goods vehicles.
The information collected contained trip origin and trip destination. In addition, type of commodity for
goods vehicles and purpose and occupancy for passenger vehicles were also collected. Further, trip
length and frequency also elicited during O-D surveys. The sample size of each vehicle type is given in
Table 6.11
The data collected from RSI were entered into the computer and checked manually. Incorrect entries
were corrected by cross-checking it with original field data sheets. The data was also checked for
inconsistencies. The checking included:
• Trips from zones to zones which cannot possibly ply through the survey location
• Vehicle type with their corresponding lead / load / occupancy for any inconsistencies
The checked and corrected data were used for final analysis.
Table 6-11: Sample size of OD survey
Km 20.500
Km 23.500 Netra_ NH-62 Km 110.000 Km 318.000
Jhalamand_Ring
Keroo_NH-125 Banar_NH-25 Kudi_NH-62
Vehicle Type Road
% % % % %
AADT AADT AADT AADT AADT
Sample Sample Sample Sample Sample
Car/Jeep/Van 2163 29.5 2232 26.5 2255 39.5 1999 26.0 5874 18.4
Taxi 110 31.8 415 16.1 219 27.4 324 46.3 514 18.3
Shared Jeep 108 20.4 22 54.5 41 29.3 288 18.8 302 18.5
Mini Bus 16 37.5 25 20.0 18 33.3 35 45.7 59 42.4
School Bus 26 26.9 10 30.0 10 40.0 57 45.6 161 18.0
Govt. Bus 3 66.7 44 25.0 138 35.5 282 48.2 185 44.3
Pvt. Bus 38 34.2 259 22.4 328 28.4 297 34.7 401 17.0
Mini LCV, Tata ACE 660 25.0 695 20.6 448 24.1 613 12.2 916 15.8
LCV (4 Wheelers) 169 85.8 71 26.8 89 60.7 160 31.3 246 46.7

Km 20.500
Km 23.500 Netra_ NH-62 Km 110.000 Km 318.000
Jhalamand_Ring
Keroo_NH-125 Banar_NH-25 Kudi_NH-62
Vehicle Type Road
% % % % %
AADT AADT AADT AADT AADT
Sample Sample Sample Sample Sample
LCV (6 Wheelers) 230 79.6 54 48.1 154 44.8 148 41.2 245 52.7
Two Axle Trucks 705 30.5 323 42.4 621 25.3 559 30.6 941 30.5
Three Axle Trucks 821 37.1 205 34.6 676 25.1 508 31.7 779 30.9
Multi-Axle Vehicle
1157 37.2 135 47.4 920 25.4 491 24.2 682 35.2
(4 to 6 Axle)
6.6.2 ZONING SYSTEM
For analysis of data collected from the field, it is required to code them for developing origin and
destination matrices of trips. The local traffic needed to be assessed precisely, at the same time through
traffic and its geo-regional representation also should be assessed.
For the purpose of delineating the growth centres affecting the influence area, the entire country was
broadly divided into two regions. They are, Immediate Influence Area (IIA) and Broad Influence Area
(BIA) of the project.
While defining zone boundaries the following were considered:

 Important towns and industrial areas along or near the project road
 Important roads
 Administrative boundaries, e.g., district and state boundaries.
22 zones were considered along and close to the project corridor in the Jodhpur District. Certain areas /
districts / states were considered separately and far off districts were clubbed together. These
considerations helped in arriving at 70 zones for the project. The zones are listed in Table 6-12 below.
Table 6-12: Adopted zoning system
Zone No. Zone Name District

1 Keru
2 Barli
3 Badharwa, Gopal Bari
4 Chaukhan
5 Gangana
6 Sangariya industrial area Basni Along the lower ring road
7 Sangariya Along NH-65 from Jodhpur
8 Heeranagar, Manpura towards Nagaur
9 Dangiywas Banar Dangiywas road
10 Bhagat Ki Kothi Towards Jaisalmer along Nh-
11 Ratanada, Sardarpura 125
12 Mehrangarh Fort, Paota Towards Barmer along NH-25
13 Mandore Towards Pali along NH-62
14 Dajjar
15 Netra, Bawari
16 Surpura, Anganwa
17 Banar
18 Devliya, Bawarla


19 Rajwa,Bambor, Baorli, Agolai
20 Shergarh, Chaba, Balesar
21 Dhawa, Katarda
22 Mogra Kalan
23 Luni
24 Kankani
25 Binawas Towards Beawar along Nh-25
26 Bhawi, Kaparda
27 Bilara
28 Soila, Khimsar
29 Bhopalgarh Towards Nagaur
30 Osian Towards Phalodi along SH-61
31 Lohawat
32 Phalodi
33 Jodhpur
34 Nagaur
35 Merta, Makrana
Centre
36 Didwana, Jayal, Nawa
Nagaur
37 Ajmer
Ajmer
38 Beawar, Kishangarh, Pushkar, Nasirabad
Jaisalmer
39 Jaisalmer Barmer
40 Pokran
41 Barmer
42 Balotra, Pachpadra
43 Pali
44 Rohat, Marwar, Desuri, Bali, Sumerpur Pali
45 Sojat, Raipur, Jaitaran Others District of Rajasthan
46 Jalore
47 Sirohi
48 Rajasamand, Udaipur
49 Dungarpur, Banswara, Pratapgarh, Chittaurgarh, Bhilwara
50 Tonk, Bundi, Kota, Baran, Jhalawar, Sawai Madhopur
51 Jaipur, Alwar, Bharatpur, Dausa, Dhaulpur, Karauli
52 Churu, Sikar, Jhunjhunun
53 Bikaner, Hanumangarh, Sri Ganganagar
Sirsa, Fatehabad, Hisar, Jind, Kaithal, Karnal, Panipat, Bhiwani,
54
Rohtak, Sonipat
55 Ambala, Panchkula, Chandigarh, Kurukshetra, Yamunanagar
56 Gurgaon, Mahendragarh, Rewari, Jhajjar, Faridabad, Palwal, Nuh
57 Mansa, Sangrur, Barnala, Faridkot, Haryana
58 Patiala, Ludhiana, Fatehgarh Sahib, Rupnagar Punjab
59 Other districts of Punjab Others States of India
60 Himachal Pradesh
61 Jammu & Kashmir
62 Delhi
63 Uttarakhand
64 Uttar Pradesh
65 Madhya Pradesh, Chhattisgarh
Bihar, Jharkhand, Sikkim, Arunachal Pradesh, Nagaland, Manipur,
66
Mizoram, Tripura, Assam, Meghalaya, West Bengal, Orissa
67 Gujarat
68 Maharashtra


69 Karnataka, Goa
70 Tamilnadu, Kerala, Andhra Pradesh
6.6.3 EXPANSION FACTORS AND DEVELOPMENT OF O – D MATRICES
The origin – destination details were collected from the trip makers during the survey on sample basis.
Sampling varied with the changes in traffic flow across the day. Care has been taken to eliminate any
element of bias in sampling. Since data was collected on sample basis, expansion factors are required to
replicate the pattern as reflected in the sample to the total number of vehicular trips made during the
day. These expansion factors are calculated separately for each class of vehicle. For example, if xc is
number of cars interviewed and Xc is the total number of cars counted during the day, then Xc/xc would
be the expansion factor for cars.
O–D matrices are developed to assess the traffic movement pattern. These matrices actually speak
about distribution of trips for each zone as intra-zonal and inter-zonal movements. The vehicle wise O-D
matrices are developed by multiplying the sample O-D matrix obtained from survey data with expansion
factors. Accordingly eight matrices, for different modes were developed for each survey location.
O-D matrices for different vehicle type for project stretch at all survey locations are presented in
Annexure 6.2 to this report.
Figure 6-6: Zone Map

Figure 6-7: DLD of all Passenger Vehicle at km 20.500_Ring Road
Figure 6-8: DLD of all Goods Vehicle at km 20.500_Ring Road

Figure 6-9: DLD of all Passenger Vehicle at km 318.000_NH-62 near Kudi Village
Figure 6-10: DLD of all Goods Vehicle at km 318.000_NH-62 near Kudi Village

Figure 6-11: DLD of all Passenger Vehicle at km 23.540_NH-125 near Keroo
Figure 6-12: DLD of all Goods Vehicle at km 23.540_NH-125 near Keroo

Figure 6-13: DLD of all Passenger Vehicle at Nitra Village_ NH-62
Figure 6-14: DLD of all Goods Vehicle at Nitra Village_ NH-62

Figure 6-15: DLD of all Passenger Vehicle at Km 110.000_Banar_NH-25
Figure 6-16: DLD of all Goods Vehicle at Km 110.000_Banar_NH-25

6.6.4 TRAVEL PATTERN AND CHARACTERISTICS
The Influence various zones of particularly and areas along the project corridor are analysed. They are as given in Table 6-13.
Table 6-13: Zones with maximum influence on each mode
Km 20.500 Jhalamand_Ring
Km 23.500 Keroo_NH-125 Netra_ NH-62 Km 110.000 Banar_NH-25 Km 318.000 Kudi_NH-62
Rank Road
Zone Percentage Zone Percentage Zone Percentage Zone Percentage Zone Percentage
Car
Shergarh,
Dangiywas - Bhopalgarh - Banar - Jodhpur -
1 8.4% Chaba, Balesar 10.4% 5.8% 12.8% 24.0%
Jodhpur Jodhpur Jodhpur Pali
- Jodhpur
Mehrangarh
Sangariya - Jodhpur - Banar - Jodhpur -
2 7.9% 9.5% Fort, Paota - 5.4% 5.2% 9.8%
Dangiywas Jaisalmer Banar Jalor
Nagaur
Sangariya - Jodhpur - Mandore - Bilara - Luni -
3 6.8% 5.3% 4.4% 4.5% 5.0%
Banar Pokaran Nagaur Jodhpur Jodhpur
Taxi
Mehrangarh
Kankani - Jodhpur - Banar - Jodhpur -
1 9.5% 24.2% Fort, Paota - 17.0% 11.9% 12.8%
Jodhpur Jaisalmer Banar Pali
Nagaur
Mehrangarh
Shergarh, Fort, Paota -
Jodhpur - Banar - Jodhpur -
2 7.4% Chaba, Balesar 17.4% Bikaner, 8.1% 11.1% 9.9%
Nagaur Jodhpur Jalor
- Jodhpur Hanumangarh,
Sri Ganganagar
Jodhpur - Jaipur, Dangiyawas -
Mehrangarh Mehrangarh
Alwar, Keroo - Bikaner,
3 7.4% 7.3% 6.8% Fort, Paota - 5.4% Fort, Paota - 4.3%
Bharatpur, Jodhpur Hanumangarh,
Binawas Jalor
Dausa, Sri Ganganagar

Rank Road
Dhaulpur,
Karauli
Mini bus
Ratanada, Ratanada,
Nagaur - Banar - Jodhpur -
1 Sardarpura - 16.7% Sardarpura - 34.7% 30.6% 34.4% 20.1%
Jaisalmer Banar Pali
Binawas Jaisalmer
Jodhpur -
Ratanada,
Pokaran - Madhya Banar - Mogra Kalan
2 Sardarpura - 16.7% 24.0% 30.6% 32.9% 14.4%
Gujarat Pradesh, Jodhpur - Jodhpur
Banar
Chhattisgarh
Sangariya - Pokaran - Dangiyawas -
3 16.7% 24.0% Keroo - Nagaur 9.7% 7.1% Banar - Pali 5.8%
Banar Maharashtra Jodhpur
Govt Bus
Jodhpur - Jodhpur - Jodhpur - Banar - Jodhpur -
1 100.0% 66.4% 29.4% 16.3% 21.3%
Nagaur Jaisalmer Nagaur Jodhpur Jalor
Jodhpur -
Jaipur,
Jodhpur - Jodhpur -
Shergarh, Alwar,
Bikaner, Bikaner, Jodhpur -
2 0.0% Chaba, Balesar 22.7% 22.8% Bharatpur, 7.9% 21.3%
Hanumangarh, Hanumangarh, Sirohi
- Jodhpur Dausa,
Sri Ganganagar Sri Ganganagar
Dhaulpur,
Karauli
Jodhpur - Churu, Sangariya - Jodhpur -
Binawas - Jodhpur -
3 Sikar, 0.0% Shergarh, 10.9% Churu, Sikar, 11.3% 6.0% 13.0%
Jodhpur Pali
Jhunjhunun Chaba, Balesar Jhunjhunun
Pvt Bus
Jodhpur - Jaipur,
Jodhpur - Jodhpur - Banar - Jodhpur -
1 Alwar, 15.4% 39.6% 19.1% 17.2% 20.3%
Jaisalmer Nagaur Jodhpur Gujarat
Bharatpur,

Rank Road
Dausa,
Dhaulpur,
Karauli
Ratanada,
Sardarpura -
Jaipur, Alwar,
Jodhpur - Bhopalgarh - Dajjar - Jodhpur -
2 Bharatpur, 15.0% 11.4% 14.1% 10.7% 10.9%
Pokaran Jodhpur Binawas Jalor
Dausa,
Dhaulpur,
Karauli
Jodhpur -
Jaipur,
Jodhpur -
Shergarh, Shergarh, Alwar,
Bikaner, Jodhpur -
3 Chaba, Balesar - 7.9% Chaba, Balesar 11.1% 7.4% Bharatpur, 9.3% 8.5%
Hanumangarh, Pali
Ajmer - Jodhpur Dausa,
Sri Ganganagar
Dhaulpur,
Karauli
Goods Pick up
Sangriya Sangriya
Shergarh,
industrial area Bhopalgarh - Dangiyawas - industrial
1 12.7% Chaba, Balesar 12.6% 14.3% 7.2% 15.1%
Basni - Osian Jodhpur area Basni -
- Jodhpur
Dangiyawas Pali
Sangariya - Jodhpur - Bhopalgarh - Jodhpur - Jodhpur -

2 10.9% 7.4% 10.0% 6.9% 11.0%
Dangiyawas Jaisalmer Jodhpur Pali Pali
Rajwa,Bambor, Mehrangarh
Sangariya - Jodhpur - Mogra Kalan
3 4.4% Baorli, Agolai - 4.3% 9.3% Fort, Paota - 6.5% 7.2%
Banar Nagaur - Jodhpur
Jodhpur Bilara

Rank Road
LCV (4 Tyre)
Sangriya Sangriya
Rajwa,Bambor,
industrial area Mandore - Binawas - industrial
1 9.4% Baorli, Agolai - 15.9% 15.4% 6.2% 9.3%
Basni - Nagaur Nagaur area Basni -
Jodhpur
Dangiyawas Pali
Mehrangarh
Sangariya - Fort, Paota - Bhopalgarh - Banar - Jodhpur -
2 7.3% 11.0% 12.5% 6.2% 6.8%
Dangiyawas Rajwa,Bambor, Jodhpur Binawas Pali
Baorli, Agolai
Sangriya
industrial area
Jodhpur -
Basni - Jaipur,
Rohat,
Alwar, Sangariya - Sangariya - Jodhpur -
3 4.5% 9.8% 9.9% 4.5% Marwar, 6.3%
Bharatpur, Pokaran Nagaur Jodhpur
Desuri, Bali,
Dausa,
Sumerpur
Dhaulpur,
Karauli
LCV (6 Tyre)
Sangriya
Sangriya
industrial area
industrial area Mandore - Banar - Mogra Kalan
1 8.8% Basni - 13.0% 10.1% 12.7% 12.7%
Basni - Bhopalgarh Binawas - Jodhpur
Rajwa,Bambor,
Dangiyawas
Baorli, Agolai
Sangariya - Sangriya
Sangariya - Jodhpur - Bikaner, Binawas - industrial
2 2.9% 10.6% 8.7% 6.9% 6.7%
Banar Jaisalmer Hanumangarh, Jodhpur area Basni -
Sri Ganganagar Mogra Kalan
Jodhpur - Jaipur, Sangriya Bhopalgarh - Pali - Other Jodhpur -
3 2.9% 10.6% 5.8% 4.1% 6.3%
Alwar, industrial area Jodhpur districts of Pali

Rank Road
Bharatpur, Basni - Punjab
Dausa, Jaisalmer
Dhaulpur,
Karauli
2 Axle trucks
Bikaner,
Shergarh,
Hanumangarh, Mandore - Binawas - Jodhpur -
1 5.7% Chaba, Balesar 8.6% 8.1% 4.5% 8.0%
Sri Ganganagar - Soila, Khimsar Jodhpur Gujarat
- Jodhpur
Gujarat
Sangriya
Other districts
industrial area Dangiyawas - Jodhpur -
2 4.4% Barli - Barmer 7.7% of Punjab - 7.7% 3.4% 7.6%
Basni - Jodhpur Pali
Gujarat
Dangiyawas
Sangriya
Other districts
Sangariya - Sangariya - Nagaur - industrial
3 4.1% 6.0% of Punjab - 6.3% 2.9% 6.6%
Dangiyawas Phalodi Gujarat area Basni -
Maharashtra
Pali
3 Axle trucks
Jodhpur -
Jaipur,
Sangriya
Other districts Alwar,
industrial area Jodhpur -
1 5.7% Barli - Barmer 9.1% of Punjab - 10.7% Bharatpur, 4.7% 7.0%
Basni - Pali
Gujarat Dausa,
Dangiyawas
Dhaulpur,
Karauli
Jodhpur - Jaipur, Jodhpur - Other Sangriya
Other districts
Alwar, Bikaner, districts of industrial
2 5.4% 8.5% of Punjab - 8.0% 2.7% 5.9%
Bharatpur, Hanumangarh, Punjab - area Basni -
Maharashtra
Dausa, Sri Ganganagar Maharashtra Pali

Rank Road
Dhaulpur,
Karauli
Sangriya
Other
industrial area
Other districts of Nagaur - Jodhpur - districts of
3 4.9% Basni - 7.4% 7.4% 2.4% 4.9%
Punjab - Gujarat Gujarat Gujarat Punjab -
Rajwa,Bambor,
Gujarat
Baorli, Agolai
MAV (4-6 Axle)
Other districts
Other districts of Jodhpur - Jodhpur - Jodhpur -
1 7.4% 10.5% of Punjab - 14.6% 7.8% 10.1%
Punjab - Gujarat Jaisalmer Gujarat Gujarat
Gujarat
Sangriya Other Other
industrial area Lohawat - Mandore - districts of districts of
2 4.2% 5.5% 5.2% 6.0% 5.1%
Basni - Jodhpur Nagaur Punjab - Punjab -
Dangiywas Maharashtra Maharashtra
Gurgaon,
Sangriya Mahendragarh, Other
Other districts of
industrial area Rewari, Jhajjar, Jodhpur - districts of
3 Punjab - 3.7% 4.9% 4.7% 4.6% 4.7%
Basni - Faridabad, Pali Punjab -
Maharashtra
Jaisalmer Palwal, Nuh - Gujarat
Gujarat

6.6.5 STATE SHARE
The share of trips influencing states are as given in Error! Reference source not found. 14 below, which
will be used in the growth rate estimation.
Table 6-14: Distribution of Trips (%)
Mode/State Car Mini Bus Bus Mini LCV LCV 2 Axle 3 Axle MAV
Km 20.500 Jhalamand_Ring Road
Rajasthan 99.06% 100.00% 100.00% 98.94% 90.01% 84.85% 72.90% 59.00%
Haryana 0.18% 0.00% 0.00% 0.00% 1.55% 0.73% 1.87% 2.38%
Punjab 0.14% 0.00% 0.00% 0.65% 1.52% 1.79% 5.90% 9.59%
Gujarat 0.19% 0.00% 0.00% 0.00% 3.71% 6.52% 10.75% 15.37%
Maharashtra 0.00% 0.00% 0.00% 0.00% 0.31% 1.74% 1.66% 3.50%
ROI 0.42% 0.00% 0.00% 0.41% 2.91% 4.36% 6.93% 10.18%
Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%
Km 23.500 Keroo_NH-125
Rajasthan 97.38% 76.00% 95.55% 97.82% 100.00% 98.95% 97.37% 92.86%
Haryana 0.00% 0.00% 0.00% 0.78% 0.00% 0.00% 0.00% 0.55%
Punjab 0.08% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%
Gujarat 2.10% 12.00% 2.50% 0.83% 0.00% 0.00% 2.63% 4.12%
Maharashtra 0.30% 12.00% 0.97% 0.57% 0.00% 0.35% 0.00% 0.00%
ROI 0.14% 0.00% 0.97% 0.00% 0.00% 0.70% 0.00% 2.47%
Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%
Netra_NH-62
Rajasthan 98.14% 84.72% 97.50% 97.86% 92.90% 73.64% 61.93% 67.40%
Haryana 0.27% 0.00% 0.62% 2.14% 0.46% 1.76% 2.18% 7.51%
Punjab 0.25% 0.00% 0.00% 0.00% 2.01% 8.01% 12.42% 10.69%
Gujarat 0.91% 0.00% 1.13% 0.00% 3.39% 9.63% 14.17% 7.09%
Maharashtra 0.29% 0.00% 0.00% 0.00% 0.00% 3.65% 4.85% 3.16%
ROI 0.14% 15.28% 0.74% 0.00% 1.24% 3.32% 4.45% 4.14%
Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%
Km 110.000 Banar_NH-25
Rajasthan 98.58% 95.71% 97.90% 95.74% 89.16% 85.80% 73.30% 66.63%
Haryana 0.06% 0.00% 0.16% 0.00% 1.28% 2.42% 2.40% 2.65%
Punjab 0.00% 0.00% 0.00% 0.00% 2.62% 1.78% 6.97% 10.42%
Gujarat 0.15% 0.00% 0.30% 0.57% 3.22% 5.29% 8.18% 8.65%
Maharashtra 0.00% 0.00% 0.00% 1.39% 1.75% 1.42% 3.98% 6.89%
ROI 1.20% 4.29% 1.64% 2.30% 1.98% 3.29% 5.19% 4.76%
Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%
Km 318.000 Kudi_NH-62
Rajasthan 95.80% 98.59% 91.15% 96.63% 91.17% 86.79% 69.61% 53.80%
Haryana 0.04% 0.00% 0.37% 0.00% 0.00% 0.00% 0.27% 2.61%
Punjab 0.12% 0.00% 0.00% 0.00% 0.38% 1.68% 5.96% 7.67%
Gujarat 3.08% 1.41% 8.36% 2.32% 6.13% 8.13% 14.16% 20.26%
Maharashtra 0.68% 0.00% 0.11% 1.05% 1.14% 2.14% 4.29% 9.04%
ROI 0.27% 0.00% 0.00% 0.00% 1.17% 1.26% 5.71% 6.61%
Total 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%
• At all five locations, Rajasthan holds the major share of cars and buses while for the commercial
trucks the influencing states include Rajasthan, Gujarat and Punjab.

6.6.6 LEAD DISTRIBUTION
Error! Reference source not found.15 depicts the trip length distribution of each mode of vehicles
at survey locations.
Table 6-15: Trip Length Distribution of Passenger Vehicles in %
Vehicle Trip Length (%)

type 0-20 20-50 50-100 100-200 200-500 500-1000 >1000 Total
Car 22.6 31.4 16.0 12.7 13.7 3.5 0.0 100.0
Bus 8.7 4.4 0.0 13.1 73.8 0.0 0.0 100.0
Car 1.4 17.5 27.4 22.1 23.6 7.0 0.9 100.0
Bus 0.0 5.4 15.1 21.3 48.3 6.0 3.8 100.0
Netra_NH-62
Car 0.0 7.2 23.9 29.2 36.2 2.5 0.9 100.0
Bus 0.0 2.2 16.6 40.6 35.1 4.7 0.8 100.0
Car 10.1 37.2 14.1 18.8 16.8 2.6 0.4 100.0
Bus 11.5 33.7 6.9 12.1 30.3 4.8 0.6 100.0
Km 318.000 Kudi_NH-62
Car 0.7 15.3 29.5 28.4 17.8 6.5 1.9 100.0
Bus 0.0 3.7 14.8 27.2 34.2 19.5 0.5 100.0
Cars and Buses travel around 50-200 km on an average at all locations.
Table 6-16: Trip Length Distribution of Commercial Vehicles in %
Vehicle Type 0-50 50-100 100-200 200-500 500-1000 >1000 Total

LMV 58.6 20.0 12.4 6.8 2.1 0.0 100.0
LCV 32.3 14.5 19.8 15.3 11.5 6.5 100.0
2A 24.5 16.3 12.2 18.6 13.2 15.3 100.0
3A 11.1 8.0 15.2 18.4 23.2 24.0 100.0
MAV 11.2 4.6 9.7 13.7 26.2 34.7 100.0
LMV 25.4 31.2 19.1 18.2 4.9 1.1 100.0
LCV 25.6 18.4 32.8 23.2 0.0 0.0 100.0
2A 13.4 23.9 33.9 26.1 0.6 2.2 100.0
3A 18.6 9.3 32.8 35.3 3.9 0.0 100.0
MAV 8.8 8.1 32.4 36.0 9.6 5.1 100.0
Netra_NH-62
LMV 3.6 45.0 30.7 16.5 4.2 0.0 100.0
LCV 5.3 35.8 24.3 25.5 4.1 4.9 100.0
2A 0.0 22.8 30.9 13.8 8.4 24.1 100.0
3A 0.4 13.7 18.6 16.8 21.0 29.4 100.0
MAV 0.0 6.4 14.0 28.2 30.4 21.0 100.0

Vehicle Type 0-50 50-100 100-200 200-500 500-1000 >1000 Total

LMV 29.7 21.7 20.6 19.6 2.3 6.2 100.0
LCV 32.5 15.8 17.2 12.9 13.1 8.6 100.0
2A 23.7 15.8 19.7 13.6 19.0 8.2 100.0
3A 15.8 2.4 12.6 24.6 21.4 23.4 100.0
MAV 5.3 7.8 12.4 25.1 20.8 28.6 100.0
Km 318.000 Kudi_NH62
LMV 30.7 38.1 16.9 7.4 4.7 2.1 100.0
LCV 25.9 25.9 22.9 8.6 11.6 5.1 100.0
2A 20.6 21.9 18.7 15.5 15.5 7.9 100.0
3A 12.3 16.3 16.5 9.2 20.9 24.7 100.0
MAV 3.7 10.1 9.1 9.5 29.7 37.9 100.0
6.6.7 COMMODITY GROUPS AND ANALYSIS
The different commodities recorded during the O-D survey have been classified in 19 categories as
presented in Error! Reference source not found.17. Due consideration has been given to include
all possible commodities and to categorize them into homogeneous groups, accounting the pattern of
movement along the corridor.
Table 6-17: Classification of Commodities
No. Commodity Type

1 Empty
2 Food Grains (Rice, Wheat, Gur, sugarcane etc.,)
3 Vegetables / Fruits
4 Milk/ Milk products / Fish/Meat
5 Consumer Item
6 Iron / Steel
7 Petroleum / Oil / Gas/ Lubricants
8 Chemicals
9 Timber / Wood
10 Marble / Stone
11 Aggregate, boulders, giti, Bricks
12 Sand, Cement, mitti
Manufactured Goods (Electronic items, Vehicles, Leather, Tobacco, Rubber/ Tyres,
13
Plastics, etc.)
14 Minerals (chromium, Iron ore etc.)
15 Paper
16 Animal / Animal Fodder
17 Parcels / Containers
18 Textiles, fiber
19 Scrap
The percentage of each commodity mode-wise is given in Table 6-18, 6-19 and 6-20 below.

Table 6-18: Commodity Distribution (%) at Jhalamand and Keroo
Commodity Type LMV LCV 2A 3A MAV LMV LCV 2A 3A MAV

Km 20.500 Jhalamand_Ring Road Km 23.500 Keroo_NH-125
Empty 42.8 36.3 33.6 29.8 22.8 62.8 44.9 46.6 24.5 25.4
Food Grains (Rice, Wheat, Gur,
11.3 6.5 7.1 15.3 17.5 4.7 4.9 4.6 21.1 14.9
sugarcane etc.,)
Vegetables / Fruits 0.0 1.8 1.9 4.0 3.9 7.9 3.3 1.5 3.4 3.0
Milk/ Milk products /
1.4 1.8 1.4 1.2 0.3 2.3 0.0 0.0 0.0 3.0
Fish/Meat
Consumer Item 0.9 3.0 3.1 2.2 3.9 4.3 8.1 4.9 7.8 3.0
Iron / Steel 2.1 1.8 1.0 1.0 0.7 0.0 0.0 0.0 0.0 3.0
Petroleum / Oil / Gas/
7.2 7.5 16.2 6.7 3.4 1.0 5.6 6.5 8.8 7.5
Lubricants
Chemicals 1.7 1.8 0.0 1.5 2.6 0.0 0.0 1.5 0.0 3.0
Timber / Wood 5.4 1.5 2.7 3.4 2.2 0.0 0.0 0.0 0.0 0.0
Marble / Stone 3.1 7.3 9.0 7.2 4.4 6.8 13.9 23.5 10.3 9.7
Aggregate, boulders, giti, Bricks 2.1 1.0 1.9 4.4 1.3 1.0 0.8 3.7 10.3 0.7
Sand, Cement, mitti 9.2 10.1 8.8 5.8 14.0 0.6 0.0 1.5 3.9 9.0
Manufactured Goods
(Electronic items, Vehicles,
9.8 11.6 8.0 11.4 17.5 3.7 15.4 4.3 7.4 14.2
Leather, Tobacco, Rubber/
Tyres, Plastics, etc.)
Minerals (chromium, Iron ore
0.0 0.0 0.0 0.4 0.0 0.0 0.0 0.0 0.0 0.0
etc.)
Paper 0.0 0.3 0.0 0.0 0.2 0.6 0.0 0.0 0.0 0.7
Animal / Animal Fodder 2.6 2.0 2.1 0.9 0.5 3.7 3.3 0.6 0.0 3.0
Parcels / Containers 0.0 1.3 0.0 1.2 0.5 0.6 0.0 0.0 0.0 0.0
Textiles, fibre 0.5 4.3 2.7 3.6 4.2 0.0 0.0 0.6 2.5 0.0
Scrap 0.0 0.3 0.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total 100 100 100 100 100 100 100 100 100 100
Table 6-19: Commodity Distribution (%) at Netra and Banar

Netra_NH-62 Km 110.000 Banar_NH-25
Empty 62.9 60.6 40.6 30.4 20.9 42.1 30.7 39.0 37.9 31.6
Food Grains (Rice, Wheat,
15.0 10.7 11.0 13.0 11.1 10.4 3.6 6.6 10.5 12.4
Gur, sugarcane etc.,)
Vegetables / Fruits 3.6 2.4 5.6 8.1 8.1 12.7 10.5 4.7 12.8 3.9
Milk/ Milk products /
3.6 0.0 0.0 0.0 0.0 12.6 4.2 6.1 0.4 0.6
Fish/Meat
Consumer Item 1.3 0.0 1.8 0.0 6.3 2.8 5.2 2.9 4.7 5.7
Iron / Steel 0.0 0.0 0.0 0.0 0.0 0.0 1.0 1.1 3.6 2.9
Petroleum / Oil / Gas/
0.0 11.1 14.5 12.3 8.2 3.9 6.9 5.5 1.6 0.0
Lubricants
Chemicals 0.0 0.0 1.8 1.8 6.2 0.0 1.6 0.5 0.8 0.6
Timber / Wood 0.0 1.6 0.0 0.0 1.2 1.6 0.0 0.0 0.0 0.0
Marble / Stone 0.0 5.3 9.8 7.3 2.4 3.9 4.6 4.7 1.6 2.9
Aggregate, boulders, giti, 0.0 0.0 1.0 0.4 0.0 0.0 2.6 8.6 2.8 2.0


Bricks
Sand, Cement, mitti 6.5 2.9 1.8 4.4 15.1 4.4 15.0 5.7 3.6 5.7
Manufactured Goods
(Electronic items, Vehicles,
7.1 2.9 5.2 13.3 16.0 2.8 7.5 8.8 14.4 22.2
Leather, Tobacco, Rubber/
Tyres, Plastics, etc.)
Minerals (chromium, Iron ore
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
etc.)
Paper 0.0 0.8 0.0 1.8 0.0 0.0 0.0 0.5 0.0 0.0
Animal / Animal Fodder 0.0 0.8 1.8 2.5 1.0 1.1 0.0 1.8 1.6 5.9
Parcels / Containers 0.0 0.0 1.6 0.0 0.0 0.0 0.0 0.5 0.0 0.0
Textiles, fiber 0.0 0.8 3.7 4.6 3.6 1.6 6.5 3.0 2.8 3.5
Scrap 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.2 0.0
Total 100 100 100 100 100 100 100 100 100 100
Table 6-20: Commodity Distribution (%) at Kudi
Commodity Type LMV LCV 2A 3A MAV

Km 318.000 Kudi_NH-62
Empty 47.4 41.0 35.8 26.5 17.8
Food Grains (Rice, Wheat, Gur, sugarcane etc.,) 9.3 10.7 5.7 14.7 10.4
Vegetables / Fruits 10.5 3.3 9.7 10.5 4.8
Milk/ Milk products / Fish/Meat 4.0 1.6 1.7 0.9 0.9
Consumer Item 2.7 3.9 3.5 4.9 5.4
Iron / Steel 0.0 1.9 1.1 1.5 0.9
Petroleum / Oil / Gas/ Lubricants 1.4 7.3 5.3 9.1 8.1
Chemicals 0.7 2.7 1.2 1.7 8.5
Timber / Wood 1.4 0.8 1.4 2.1 2.1
Marble / Stone 2.9 6.9 8.4 7.6 5.9
Aggregate, boulders, giti, Bricks 1.3 3.3 2.5 1.3 3.8
Sand, Cement, mitti 1.4 2.5 7.6 5.1 9.4
Manufactured Goods (Electronic items,
Vehicles, Leather, Tobacco, Rubber/ Tyres, 7.3 6.4 9.1 7.7 15.9
Plastics, etc.)
Minerals (chromium, Iron ore etc.) 0.0 0.4 1.1 0.0 0.0
Paper 0.0 0.8 0.6 1.3 1.0
Animal / Animal Fodder 2.1 0.4 0.7 1.3 1.2
Parcels / Containers 0.0 0.4 0.4 0.4 0.0
Textiles, fibre 7.6 5.4 3.8 3.1 4.0
Scrap 0.0 0.4 0.4 0.4 0.0
Total 100 100 100 100 100

Table 6-21: Average Commodity distribution
Commodity
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
group
Km 20.500
Jhalamand_Ring 33 12 2 1 3 1 8 2 3 6 2 10 12 0 0 2 1 3 0
Road
Km 23.500
41 10 4 1 6 1 6 1 0 13 3 3 9 0 0 2 0 1 0
Keroo_NH-125
Netra_ NH-62 43 12 6 1 2 0 9 2 1 5 0 6 9 0 1 1 0 3 0
Km 110.000
36 9 9 5 4 2 4 1 0 4 3 7 11 0 0 2 0 3 0
Banar_NH-25
Km318.000
34 10 8 2 4 1 6 3 2 6 2 5 9 0 1 1 0 5 0
Kudi_NH-62
The distribution spectrum shows that commodity type food grains, vegetables, finished and
manufactured products, items, construction materials and Marble, Stone are being transported
maximum along the corridor.
6.7 TURNING MOVEMENT SURVEY
Data analysis of turning movements at five major junctions reveals that generally peak hours are
staggered. The intersection volume count data is presented in Annexure 6.3 to this report. Salient
features of intersection counts as per as per IRC SP: 41 - 1994, ‘Guidelines for at grade intersections’ are
presented in Table 6.22.
Table 6-22: Intersection Traffic Projections
Name of Peak Hour Major Minor

Type of
S. Road Road
Location Cross road Intersec (Morning Remark
No
tion and Evening)
LHS RHS Veh's Veh's
Nandara Kalan Roundabout or
1 Banar 3-Arm 17:00 - 18:00 13479 7789
@ km 9.950 Signals Required
Jhalamand @ Roundabout or
2 Gudha Jhalamand 4-Arm 10:00 - 11:00 9967 6371
km 21.400 Signals Required
DPS Circle @ Grade Separation

3 Barmer Jodhpur city 4-Arm 18:00 - 19:00 29532 18364
km 26.700 Required
Dali Bai Circle Roundabout or

4 Gangana Jodhpur city 4-Arm 17:00 - 18:00 12264 6903
@ km 34.000 Signals Required
Gopal Bari
Roundabout or
5 Circle @ km Naya Pura Chopasani 4-Arm 13:00 - 14:00 10711 5914
Signals Required
35.400

6.8 SPEED DELAY SURVEY
The purpose of this survey was to identify the critical locations or bottlenecks and to assess the existing
level of service of traffic operations. Information collected from this survey included journey time,
journey speed, vehicular delay, Causes of Delay etc.
The survey data was analysed to assess the journey and running speeds on the project road. The results
are presented in Table 6.23.
Table 6-23: Intersection Traffic Projections
S. No. Direction Journey speed (kmph) Running Speed (kmph)
1 Dangiywas - Keru 35.68 36.62
2 Keru - Dangiywas 31.44 33.32
The journey speed and Running speed of the vehicles along the corridor is ranging from 31 to 36 kmph
and 33 to 37 kmph respectively.

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthac Traffic Demand and Revenue Estimate
CHAPTER 7 - TRAFFIC DEMAND AND TOLL REVENUE ESTIMATE
7.1 INTRODUCTION
Traffic growth on a road facility is generally estimated on the basis of historical trends, in the present
case traffic growth rates are estimated using econometric methods. Demand changes are usually
because of shifts in the pattern of economic activities in the surrounding regions.
7.2 METHODOLOGY FOR TRAFFIC GROWTH RATE ESTIMATION
The exercise of traffic growth rate estimation has been carried out by us using the elasticity approach.
The elasticity method relates traffic growth to changes in the related economic parameters. According
to IRC: 108 – 2015, elasticity based econometric model for highway projects could be derived in the
following form:
Loge(P) = A0 + A1 Loge(EI)
Where;
P = Traffic volume (of any vehicle type)
EI = Economic Indicator (GDP/ NSDP / Population / PCI)
A0 = Regression constant
A1 = Regression co-efficient (Elasticity Index)
The main steps followed are:

 Defining the project influence area from OD analysis of travel pattern.
 Estimating the past elasticity of traffic growth from time series of registered vehicles of
influencing state(s).
 Assessment of future elasticity values for major vehicle groups, namely, car, bus and truck.
 Study of past performance and assessment of perspective growth rates of state economies of
influence area.
The elasticity values will be obtained by fitting log-log regression between the registered vehicle types
(car, bus and commercial vehicles) and NSDP, Population and Per-capita income of influencing states
and GDP of India. The influencing states obtained from the Origin-Destination survey include Rajasthan,
Punjab, Gujarat and Rest of India. The regression analysis will be carried out using various combinations
of economic indicators and population of registered vehicles and the elasticity values resulted from the
best fit equations will be used in estimating growth rates.
7.3 REGIONAL INFLUENCE
In order to analyse the vehicles growth the share of constituent regions/states are to be considered and
are presented in Table 7-1 below. The states of Rajasthan, Punjab and Gujarat are the major influencing
states while the share of other states is marginal, and has hence not been considered separately.
Table 7-1: Regional Influence (%)
Mode RJ PB GJ ROI Total
Trucks 82.0% 3.8% 7.3% 6.9% 100.0%

RJ: Rajasthan, PB-Punjab, GJ-Gujarat, ROI-Rest of India.

7.4 PAST VEHICLE REGISTRATION DETAILS
In order to analyse the vehicle growth in the states, the vehicle registration data of Rajasthan, Punjab
and Gujarat have been collected and presented Table 7-2 below.
Table 7-2: Past vehicle registration data of influencing states
Year Car / Jeeps Bus Commercial vehicles

Rajasthan
2004-05 409442 58092 208881
2005-06 460380 60979 229347
2006-07 515376 63320 269084
2007-08 579044 65605 297423
2008-09 646102 69298 318118
2009-10 727158 73257 346981
2010-11 824612 77980 385796
2011-12 934962 83345 431537
2012-13 1051288 88616 478379
2013-14 1168101 93892 467758
2014-15 1294542 97650 564152
CAGR 12.20% 5.33% 10.45%
Commercial Vehicles
Year Gujarat Punjab All India
2004-05 191159 118766 3877622
2005-06 204362 127720 4274984
2006-07 223022 139816 5118880
2007-08 239404 149983 5600938
2008-09 247772 159251 6040924
2009-10 259231 169553 6431926
2010-11 276290 169553 7064495
2011-12 301533 201758 7658391
2012-13 319207 8596762
2013-14 332185 8697541
2014-15 352225 9344464
CAGR 6.30% 7.86% 9.21%
Source:
• Road Transport Year Data Book by MORTH Publication, New Delhi
• Respective state govt. transport department publication
7.5 PAST GROWTH OF ECONOMY
Growth of traffic on the project road is influenced by existing development and future growth prospects
of the connecting regions. The time series data of states income NSDP at constant (2004-05) prices,
state population, per-capita Income of PIA states and GDP as published by Central Statistical
Organisation have been collected and studied to assess the past performance of influencing state
economies. Table 7-3 depicts the growth of economic indicators (The datum for GDP and other income
levels have been modified to 2004-05 prices).
The growth rate of population in Rajasthan for the period of 2004 to 2015 has been observed to be
1.67% per annum.

Table 7-3: Economic indices of states and India at constant prices (2004 - 05)
Year NSDP (Rs.) % growth Per capita NSDP (Rs) % growth

Rajasthan
2004-05 11263572 18565
2005-06 12020228 7% 19445 5%
2006-07 13434991 12% 21342 10%
2007-08 14047148 5% 21922 3%
2008-09 15228354 8% 23356 7%
2009-10 16115948 6% 24304 4%
2010-11 18536565 15% 27502 13%
2011-12 20274905 9% 29612 8%
2012-13 21439120 6% 30839 4%
2013-14 22463210 5% 31836 3%
2014-15 23752978 6% 33186 4%
CAGR 7.75% 5.98%
NSDP (Rs.)
Punjab Gujarat % growth
2004-05 8610813 17226500
2005-06 9032981 15.97% 19727000 16.66%
2006-07 10007179 16.02% 21395400 16.80%
2007-08 10873818 16.12% 23925300 16.88%
2008-09 11476627 16.20% 24948000 16.99%
2009-10 12209725 16.26% 28473200 17.03%
2010-11 12998333 16.32% 31589195 17.16%
2011-12 13698738 16.38% 33688617 17.27%
2012-13 14252651 16.43% 35647679 17.33%
2013-14 14994818 16.47% 38547194 17.39%
CAGR 6.36% 10.37%
GDP
Year India % growth
2004-05 2971464
2005-06 3253073 9%
2006-07 3564364 10%
2007-08 3896636 9%
2008-09 4158676 7%
2009-10 4516071 9%
2010-11 4918533 9%
2011-12 5247530 7%
2012-13 5482111 4%
2013-14 5741791 5%
CAGR 7.26%
Source: Central Statistical Organization (CSO), Govt. of India

7.6 TRANSPORT DEMAND ELASTICITY
The elasticity approach was used for determining growth rates of future traffic. Since time series traffic
data on project road is not available, traffic growth rates and elasticity values are established by using
registered vehicles as dependent variable.
Regression analysis was carried out on the database to arrive at the transport demand elasticity and
growth rates using each category of vehicle with various combinations of economic parameter and
population. The resultant elasticity values, growth rates, R2 values and t-statistic are presented in Table
7-4 based on best fit.
Table 7-4: Observed transport demand elasticity values and traffic growth
Growth of Growth Rate

Vehicle Type Indicator Elasticity R-square t-stat
Indicator (%) (e)=
(a) (b) (c) (f) (g)
(d) (c)*(d)
Rajasthan
Car Population 7.04 1.67 11.73 1.00 68.68
Bus Population 3.25 1.67 5.41 0.99 25.79
Trucks NSDP 1.22 7.75 9.43 0.99 24.80
Trucks
Punjab NSDP 1.00 6.36 6.36 0.96 12.28
Gujarat NSDP 0.68 9.27 6.34 0.99 24.90
7.7 PROJECTED TRANSPORT DEMAND ELASTICITY
In order to arrive at realistic future elasticity values for the project road, various factors relating to
vehicle technology changes besides character of traffic and travel pattern on the project road have been
considered.
High elasticity of cars being witnessed now is because of large demand facilitated by financing schemes
and loans. Factors like growth of household incomes (particularly in urban areas), reduction in the
prices of entry-level cars, growth of the used car market, changes in life style, growing personal
incomes, desire to own a vehicle facilitated by availability of loans/financing schemes on easy terms,
etc. have all contributed to the rapid growth in ownership of cars. However, such trend would slow
down and elasticity can be expected to decline.
Over the years there is a change in passenger movement with more and more people shifting towards
personalised modes. Moreover, the buses are usually plying on fixed pre-decided routes and thus
elasticity values for buses have been considered accordingly.
With the changing freight vehicle mix in favour of LCV for short distance traffic and 3-axle/MAV for
long-distance traffic, higher elasticity values for these have been considered as compared to 2-axle
trucks.
Presently, the trend of gradual replacement of three axle trucks by MAVs also observed in many areas,
leading to reduction in numbers of 3 axle trucks. This shift has already been observed in various areas of
the country.
The transport demand elasticity by vehicle type, over a period of time, tends to decline and approach
unity or even less. As the economy and its various sectors grow, every region tends to become self-

sufficient. Moreover, much of the past growth has been associated with the country’s transition from a
largely rural subsistence economy to cash-based urban economy, dominated by regional and national
linkages. As the transition proceeds, its impact on transport pattern can be expected to become less
dominant. Therefore, the demand for different type of vehicles falls, over time, despite greater
economic development. In other words the values of elasticity tend to decrease with economic
development in future years due to changes in the structure of economy, with higher contribution from
service sector and higher value of industrial outputs. The same is also clear from the relationships of the
economy and transport demand elasticity over time nationally and internationally. The elasticity values
have therefore been moderated for the future years as given in Table 7-5.
Table 7-5: Projected transport demand elasticity values
Vehicle Type Indicator 2017-21 2022-26 2027-31 > 2031
Rajasthan
Car Population 6.02 5.41 4.87 4.39
Bus Population 2.77 2.50 2.25 2.02
TW Population 5.77 5.20 4.68 4.21
Truck NSDP 1.04 0.94 0.84 0.76
Punjab
Truck NSDP 0.81 0.73 0.66 0.59
Gujarat
Truck NSDP 0.58 0.53 0.47 0.43
7.8 PERSPECTIVE GROWTH: STATES’ AND NATIONAL ECONOMIES
Against this background, any agenda for future growth of the state economies has to take into account
past trends, future prospects, and the emerging challenges. The growth prospects for the subject states
have been developed taking into consideration the past performance of the state economies and the
economic growth envisaged for the future. The pace with which the regional economies grow with the
envisaged growth of the state is a major contributing factor in growth of traffic.
Therefore, considering the present economic scenarios, a realistic growth slopping down from 6.9 to 5.1
% is assumed for the four period blocks for Rajasthan state. For Punjab, the NSDP growth for the four
period blocks is considered varying from 5.5% to 4.0%, for Gujarat it has been considered from 7.9% to
5.8%.
Similarly population growth rates also have been considered and therefore growth of PCI levels. The
population projection is adopted from “The population Projections for India and States, Report of the
Technical Group on Population Projections Constituted by the National Commission on Population, May
2006, published by Office of the Registrar General & Census Commissioner, India.
Considering the present GDP growth and its future targets, a realistic growth rate of 6.5 % to 5.0 % has
been assumed. The perspective economy growth rates considered are presented in Table 7-6.

Table 7-6: Projected growth rates of indicators
Indicator 2017-21 2022-26 2027-31 > 2031

Rajasthan
NSDP 6.92 6.23 5.61 5.05
Population 1.38 1.18 1.08 0.97
PCI 5.54 5.05 4.53 4.07
Punjab
NSDP 5.54 4.98 4.48 4.04
Gujarat
NDSP 7.93 7.13 6.42 5.78
7.9 PROJECTED TRAFFIC GROWTH RATES
Based on the present composition of goods vehicles, overall growth of goods vehicles and average load
carried by each vehicle type, tonnage has been calculated for 2 years, 3 years and 5 year blocks for the
present and future composition of traffic. The tonnage has been adjusted for future years for each
mode of vehicle in such a way that the load share of 2A and 3A slashes and that of LCV and MAV
increases. The difference in the present and future tonnage gives the additional traffic due to change in
modal share which has been converted into vehicles. On this basis the growth rates of the commercial
vehicles have been moderated keeping the overall growth of trucks constant.
Normally, the growth potential of passenger traffic depends on the population, per capita income and
economic growth rates. As discussed above, the population is used to project these modes due to its
good correlation with their respective growth.
Considering all the above discussed points, the growth rates were conceived using method discussed
earlier and are modified accordingly. The final recommended growth rates are given Table 7-7.
Table 7-7: Estimated & Recommended Traffic growth rates (%)
Year 2017-21 2022-26 2027-31 Beyond 2031

Car 8.3 6.4 5.3 4.3
Two wheelers 8.0 6.1 5.1 4.1
Bus 3.8 2.9 2.4 2.0
LCV 7.5 6.3 5.2 4.5
2A 5.3 3.9 2.6 0.9
3A 6.9 5.6 4.6 3.7
MAV 7.4 6.1 5.1 4.4

7.10 TOLL PLAZAS
Jodhpur Ring Road is proposed from Dangiyawas – Keroo – Nagaur Road – Bavarla – Dangiyawas which
has to be constructed in two phases by diving the complete Ring Road in two sections i.e. Section -1
Dangiyawas - Keru – Karwar – Nagaur Road of Length (74.619 km) and section -2 from Nagaur Road -
Lordi Panditji – Jajiwal – Bavarla – Dangiyawas (Length 26 km ). Alignment of section -2 has not
approved. Also during the meeting with NHAI official, it was decided that proposed toll plaza between
Keru and Nagaur road would be implemented till the completion of complete Upper Ring Road.
Hence there are two toll plaza locations proposed along project corridor. Details of the toll plazas are
given in Table 7-8 below.
Table 7-8a: Proposed toll plaza details as per Design Chainage
Design Length for which Fee is

TP. No. Section for tolling Remarks
Chainage payable (km)
Including the length
of Major Bridge at km
TP1 Km 2.550 Km 0.000 – km 31.625 31.625
18.285, ROB at 26.253
and Flyover at 26.700
Including the length
TP2 km 61.775 km 31.625 – km 74.619 42.994
of ROB at km 66.764
In addition to the above, the fee levied and collected hereunder for structures or forming part of the
Project Highway, as the case may be, having length of more than 60 (sixty) meters as specified below
shall be due and payable for following Plaza(s) are listed in the Table 7-8b:
Table 7-8b: Proposed Structures
S. No. Location of Toll Plaza Nature of structure Normal Length (km)

1 Km 2.550 Major Bridge at km 18.285 0.240
2 km 2.550 ROB at km 26.253 0.072
3 km 2.550 Flyover at km 26.700 0.150
4 km 61.775 ROB at km 66.764 0.2755
Schedule of User Fee
As per Rule 3 of National Highways Fee (Determination of Rates and Collection) Rules, 2008, read with
National Highways Fee (Determination of Rates and Collection) Amendment Rules, 2010 issue vide
notification No. G.S.R. 950(E) dated 03.12.2010, National Highways Fee (Determination of Rates and
Collection) Amendment Rules, 2011 issue vide notification No. G.S.R. 15(E) dated 12.01.2011, National
Highways Fee (Determination of Rates and Collection) Second Amendment Rules, 2011 issue vide
notification No. G.S.R. 756(E) dated 12.10.2011, National Highways Fee (Determination of Rates and
Collection) Amendment Rules, 2013 issue vide notification No. G.S.R. 778(E) dated 16.12.2013, National
Highways Fee (Determination of Rates and Collection) Amendment Rules, 2014 issue vide notification
No. G.S.R. 26(E) dated 16.01.2014, National Highways Fee (Determination of Rates and Collection)
Second Amendment Rules, 2014 issue vide notification No. G.S.R. 831(E) dated 21.11.2014 and National
Highways Fee (Determination of Rates and Collection) Amendment Rules, 2015 issue vide notification
No. G.S.R. 220(E) dated 23.03.2015 of concession agreement for the Project, the per km base fee/toll
rates as applicable from 2007-08 are given in Table 7-9. The escalated for 2016-17 rates are also given
in Table 7-9.

Table 7-9: Toll Rates Adopted (in Rs)
Capping Rate of base fee

Capping Rate of base fee per
S. per vehicle per one way
Category of Vehicle vehicle per one way trip For
No. trip For 2007-08 (in rupees
FY 2016-17 (in rupees per km)
per km)
1 Car, Jeep, Van 0.65 1.02
Light Commercial Vehicle or
2 1.05 1.65
Mini Bus
3 Bus or Truck (2 Axle) 2.20 3.45
4 3 Axle Truck 2.40 3.76
5 HCM, EME, MAV (4-6 Axle ) 3.45 5.41
6 Oversized Vehicle (>7 Axle) 4.20 6.59
The applicable toll rate for base year 2016-17 is listed below in Table 7-10.
Table 7-10: Toll Rates in Year 2016-17 (in Rs)
S. No. Category of Vehicle TP-1 TP-2

1 Car, Jeep, Van 50 70
2 Light Commercial Vehicle or Mini Bus 85 110
3 Bus or Truck (2 Axle) 175 230
4 3 Axle Truck 195 250
5 HCM, EME, MAV (4-6 Axle ) 280 360
6 Oversized Vehicle (>7 Axle) 340 440
Perception of the Inflation Rates
Inflation is generally defined as the increase of prices of goods and services over a certain period of
time. Inflation is one of the macroeconomic parameter of the developing world which includes India as
well. Since the last 2 years, with the newly formed government pursuing the monetary policy to contain
inflation with strong macroeconomic fundamentals of our country, the inflation has come down. The
WPI index and the inflation rate as per the calendar year and the financial year are as given in Table 7-
11 below:

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajastha Traffic Demand and Revenue Estimate
Table 7-11: Past WPI
Calendar Year Average

Calendar year 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
WPI 103.37 109.59 114.94 124.92 127.86 140.08 153.35 164.92 175.35 182.01 177.03
Inflation 6.02% 4.88% 8.68% 2.35% 9.56% 9.47% 7.54% 6.32% 3.80% -2.7% 5.6%
Financial Year
Financial year 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16
WPI 104.47 111.35 116.63 126.02 130.81 143.32 156.13 167.62 177.64 181.19 176.68
Inflation 6.59% 4.74% 8.05% 3.80% 9.56% 8.94% 7.36% 5.98% 2.00% -2.50% 5.4%
December of the year
March of year Mar-05 Mar-06 Mar-07 Mar-08 Mar-09 Mar-10 Mar-11 Mar-12 Mar-13 Mar-14 Mar-15 Mar-16
WPI 102.5 105.7 112.8 121.5 123.5 136.3 149.5 161 170.1 180.3 176.1 175.3
Inflation 3.12% 6.72% 7.71% 1.65% 10.36% 9.68% 7.69% 5.65% 6.00% -2.33% -.50% 5.2%
The average inflation rate based on calendar year since 2005 indicates a growth of 5.6 % pa while based on the financial year indicates a growth of 5.4% per
annum. Considering the upward and the down ward trend of inflation in the past, 5.0% WPI growth factor is adopted in the study for the entire concession
period.
7.11 COMPETING / ALTERNATE ROUTES
Since the Upper Ring Road of Project is a Greenfield alignment, the traffic assessment on this road has been made on the basis of traffic diversion from the
other existing roads.
The present routes used for traffic which will serve as alternate routes to the alignment are as discussed below:

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajastha Traffic Demand and
Revenue Estimate
Table 7-12: Project Road vs Alternate route
Diverted Project Road Alternative Road

Traffic Route NH/SH Route NH/SH
Ana Jharna Circle – Bikaner - Barmer Road,
Alternative-1 Ana Jharna Circle - URR Ring Road
Mandore-Daijar-URR NH-65, SH-61
Ana Jharna Circle – Bikaner - Barmer Road,

Alternative-2 Ana Jharna Circle - URR Ring Road
Mandore-Daijar-URR NH-65
Alternative-3 URR-Dangiywas Ring Road URR-Banar-Dangiywas SH68, NH-65
NH-12, Inner Ring

Alternative-4 URR-Dangiywas-LRR Ring Road URR-Banar-LRR
Road, NH-8
*URR – Upper Ring Road, **LRR – Lower Ring Road
Figure 7.1a: Project Route Vs Alternative Route – 1

Revenue Estimate
Figure 7.1b: Project Route Vs Alternative Route – 2

Revenue Estimate
Figure 7.1c: Project Route Vs Alternative Route – 3

Revenue Estimate
Figure 7.1d: Project Route Vs Alternative Route – 4
The detailed analysis is discussed below:
Procedure for Diversion Analysis Calculation

 VOC is calculated based on the observed speed, traffic, road characteristics, vehicle characteristics
etc. on the project road and alternative roads using HDM-4 models.
 Travel time is calculated for project and alternate roads.
Travel time = [Length of road/observed speed of vehicle]
Speed is based on vehicle type with present condition of road.
 VOT is calculated for vehicle category wise for project road and alternate route. VOT is product of
speed and value of time in Rs/hr. (IRC: SP: 30 – 2009)
 Project road toll cost and the same on alternate route, if any.
 The generalized cost is calculated for project road and alternate route. Generalised cost consists of
three components: vehicle operation cost (VOC), value of time (VOT) and toll cost.
 Cost ratio:
Cost ratio = [Generalised cost of project road/ Generalised cost of alternate route]
The rate of diversion is calculated using the diversion curve/equations, which is similar to Logit curve.
These equations are presented in Table 7.6 using which the percentage of diversion traffic from project
road is calculated.

Revenue Estimate
7.12 TOTAL TRAFFIC PROJECTION
Normal Traffic: The normal traffic is the traffic at present which is likely plying on the proposed project
road.
Diverted Traffic: The diverted traffic is the traffic that may divert to the alternative route when toll is
imposed on the project road due to resultant savings in the generalized cost.
Development Traffic: Generated traffic is the traffic that may be generated due industrial
developments coming up along or in the close vicinity of the project road.
Generated/Induced Traffic: This traffic is likely to come on to the Project Road as a result of new facility
being provided.
Total Traffic: The total traffic including diverted traffic, development traffic and generated traffic, if
any.
7.12.1 DIVERTED TRAFFIC
Cost ratio diversion curves have been used for estimating the diverted traffic from/to the project road.
In this approach, traffic likely to be diverted from project road to alternate route is estimated using
diversion curves, which computes the ratio of perceived costs on the competitive/alternative facilities.
The rate of diversion is calculated using the diversion curve/equations, which is similar to Logit curve.
Table 7-13: Diversion Curve Equations
Vehicle Cost Ratio Interval Relationship
<0.634 % Div = 98.75 – ((CR/0.634)* 8.125)

Car 0.64 = CR <1.465 % Div= 90.625-((CR-0.634)/0.831)*84.375
1.465 <=CR <= 2.00 %Div = 6.25-((CR-1.465)/0.535))*5.25
<= 0.75 % Div=100-(CR/0.75)*5

Truck & Buses 0.75 <= CR <=1.25 % Div= 95-((CR-0.75)/.5)*90
1.25<=CR <=2.00 % Div= ((2-CR)/0.75)*5
The generalised cost is calculated for project road and alternate route. Generalised cost consists of
three components: vehicle operation cost (VOC), value of time (VOT) and toll cost. VOC is calculated
based on the observed speed, traffic, road characteristics, vehicle characteristics etc. on the project
road and alternative roads using HDM-4 models. Toll cost is calculated using prevailing toll policies. The
generalised costs arrived at are presented in Tables.
Alternate route-1
The various components of the project road and the Alternate Route-1 are as given below:
Vehicle Operating Cost
Vehicle Costs include direct user expenses to own and use private vehicles. These indicate the savings
that result from reduced vehicle ownership and use. VOC is calculated based on the observed speed,

Revenue Estimate
traffic, road characteristics, vehicle characteristics etc. on the project road and alternative road as
described in IRC SP-30:2009.
Table 7.14a: Vehicle Operating Cost (Rs.) – Alternate Route-1
Vehicle Type Alternate Route Project Route

Car 163 127
Pvt Bus 416 315
LCV 447 350
2Axle 511 382
3Axle 511 382
MAV 862 656
Value of Time
VOT is calculated for vehicle category wise for project road and alternate route. VOT is product of speed
and value of time in Rs/hr and is calculated based on IRC: SP: 30 –2009. Travel time savings is often the
principal benefit of a transportation project. Travel time savings can also lead to reductions in vehicle
operating costs.
Table 7.14b: Value of Time (Rs.) – Alternate Route-1

Car 292 118
Pvt Bus 2083 840
LCV 65 26
2Axle 198 93
3Axle 198 93
MAV 433 190
Toll Rates
The details of toll rates for the project road and the alternate route are as given below:
Table 7.14c: Toll Rates (Rs.) – Alternate Route-1
Vehicle Type Alternative Road Project Road

Car 0 70
Pvt Bus 0 230
LCV 0 110
2Axle 0 230
3Axle 0 250
MAV 0 360
The total generalized cost for the project road has been worked out by adding tables 7.14 (a) to (c) and
is as presented below:

Revenue Estimate
Table 7-14d: Generalized cost on Alternate route-1 and project road (in Rs.)
Mode Alternate Route Project Route

Car 455 315
Bus 2499 1385
LCV 512 487
2 axle 710 705
3 axle 710 725
4-6 axle 1295 1207
From the OD survey carried out at the Keru & Kudi, the traffic moving from Kudi towards Phalodi (SH-
61) and Vice Versa has been worked out as potentially divertible traffic.
Based on cost ratio, the numbers of traffic getting diverted out of the potential divertible traffic in
percentage of each mode is estimated and presented in Table 7-14e below.
Table 7-14e: Potential traffic diversion on Project Road (in %) – Alternate Route-1
Mode % of diversion
Car 84.7
Pvt. Bus 96.3
LCV 4 58.8
LCV 6 58.8
2 axle 51.1
3 axle 46.1
MAV 62.3
Alternate route-2
The various components of the project road and the alternate route-2 are as given below:
Table 7.15a: Vehicle Operating Cost(Rs.) – Alternate Route-2

Car 163 174
Pvt Bus 418 430
LCV 448 478
2Axle 513 522
3Axle 513 522
MAV 866 896

Revenue Estimate
Value of Time
and value of time in Rs/hr and is calculated based on IRC: SP: 30 – 2009. Travel time savings is often the
operating costs.
Vehicle Alternate Route Project Route

Car 293 161
Pvt Bus 2091 1147
LCV 65 36
2Axle 199 127
3Axle 199 127
MAV 434 260
Toll Rates
Vehicle Type Alternative Road Project Route

Car 0 70
Pvt Bus 0 230
LCV 0 110
2Axle 0 230
3Axle 0 250
MAV 0 360
The total generalized cost for the project road has been worked out by adding Tables 7.15 a to c and is
as presented below:

Car 457 405
Bus 2509 1807
LCV 513 624
2 axle 712 879
3 axle 712 899
4-6 axle 1300 1516
From the OD survey carried out at the Netra, Keru, Kudi and Banar , the traffic moving from Keru / Pali
Road towards Nagaur road and vice versa has been worked out as potentially divertible traffic.

Revenue Estimate
Mode % of diversion
Car 65.0
Pvt. Bus 95.2
LCV 4 11.2
LCV 6 11.2
2 axle 7.9
3 axle 4.9
MAV 20.0
Alternate route-3
Table 7.16a: Vehicle Operating Cost(Rs.) – Alternate Route-3

Car 145 124
Pvt Bus 371 308
LCV 398 343
2Axle 456 374
3Axle 456 374
MAV 769 642
Value of Time
operating costs.
Vehicle Alternate Route Project Route

Car 261 115
Pvt Bus 1857 822
LCV 58 26
2Axle 177 91
3Axle 177 91
MAV 386 186

Revenue Estimate
Toll Rates

Car 0 0
Pvt Bus 0 0
LCV 0 0
2Axle 0 0
3Axle 0 0
MAV 0 0
as presented below:

Car 406 240
Bus 2228 1130
LCV 456 368
2 axle 633 465
3 axle 633 465
4-6 axle 1154 828
From the OD survey carried out at Netra, Banar, Kudi and Jhalamand, the traffic moving from
Dangiyawas / Pali Road towards Nagaur Road and Vice Versa has been worked out as potentially
divertible traffic.
Mode % of diversion
Car 91.2
Pvt. Bus 96.6
LCV 4 84.6
LCV 6 84.6
2 axle 95.1
3 axle 95.1
MAV 95.2

Revenue Estimate
Alternate route-4
Table 7.17a: Vehicle Operating Cost (Rs.) – Alternate Route-4

Car 129 184
Pvt Bus 330 455
LCV 355 506
2Axle 406 551
3Axle 406 551
MAV 685 947
Value of Time
operating costs.

Car 232 170
Pvt Bus 1654 1212
LCV 51 38
2Axle 157 135
3Axle 157 135
MAV 343 275
Toll Rates

Car 0 50
Pvt Bus 0 175
LCV 0 85
2Axle 0 175
3Axle 0 195
Revenue Estimate
MAV 0 280
as presented below:

Car 361 404
Bus 1985 1842
LCV 406 628
2 axle 564 861
3 axle 564 861
4-6 axle 1028 1502
From the OD survey carried out at the Netra, Kudi, Keru, Banar and Jhalamand, the traffic moving from
Pali Road (NH-62) towards Nagaur Road (NH-62) and vice versa has been worked out as potentially
divertible traffic.
Mode % of diversion
Car 41.5
Pvt. Bus 62.9
Goods Pickup 3.0
LCV 3.0
2 axle 3.1
3 axle 2.9
4-6 axle 3.6
Final diverted traffic to project road has been worked out for two scenarios.
SCENARIO-1: Traffic on ring road considering that no commercial trucks will be allowed to enter
Jodhpur City once the ring road is constructed.
Table 7-18: Final diverted traffic to Project Road (Scenario-1)
HS-3
HS-1 HS-2 HS-4
(Km 45.000
Mode of Vehicle (Km 0.000 – km (Km 31.625 – (Km 74.619 –
– km
31.625) km 45.000 km 103.039)
74.619)
Car / Jeep / Van (Private) 2162 2676 1924 1230
Car / Jeep (Taxi) 110 199 165 128
vehicles
Tollable

Mini Bus 16 39 0 0

Revenue Estimate
HS-3
HS-1 HS-2 HS-4
(Km 45.000
Mode of Vehicle (Km 0.000 – km (Km 31.625 – (Km 74.619 –
– km
31.625) km 45.000 km 103.039)
74.619)
Govt. Bus 3 51 0 0
Pvt. Bus 37 172 255 205
Maxx/Pick-Up 660 638 793 646
LCV (4 tyre) 171 79 128 147
LCV (6 tyre) 230 364 135 198
2 Axle 705 1200 699 571
3 Axle 821 617 405 550
MAV (4 to 6 Axles) 1156 780 644 554
MAV (> 6 Axles) 0 0 0 0
Others 9 6 0 0
Total vehicles 6216 6961 5148 4229
Total PCUs 13686 14083 10252 8993
3 Wheeler 157 141 75 75
Exempted Non Tollable vehicles
2 Wheeler 4674 3499 2043 2043

Agri Tractor with Trailer 173 145 80 80
Cycle 40 27 17 17
Vehicles

Toll

Total Non-Tollable (Nos.) 5190 4165 2228 2228
Total Non-Tollable (PCUs) 3637 3448 1485 1485
Total
Grand Total (Nos.) 11406 11126 7376 6457
Grand Total (PCUs) 17323 17531 11737 10478
HS: Homogeneous Section
SCENARIO-2: Traffic on ring road is considering that commercial trucks will be allowed to enter
Jodhpur during night hours only.
In this scenario, the traffic diversion has been done considering that the share of traffic moving during
the daytime will be completely diverted to the ring road while the traffic moving during night hours will
be worked out from the diversion analysis.
Table 7-19: Final diverted traffic to Project Road (Scenario-2)
HS-1 HS-2 HS-3 HS-4

Mode of Vehicle (Km 0.000 – (Km 31.625 (Km 45.000 – (Km 74.619 –
km 31.625) – km 45.000 km 74.619) km 103.039)
Car / Jeep / Van (Private) 2162 2676 1924 1230
vehicl
Tolla
ble
es
Car / Jeep (Taxi) 110 199 165 128

Revenue Estimate
HS-1 HS-2 HS-3 HS-4

Mode of Vehicle (Km 0.000 – (Km 31.625 (Km 45.000 – (Km 74.619 –
km 31.625) – km 45.000 km 74.619) km 103.039)
Mini Bus 16 39 0 0
Govt. Bus 3 51 0 0
Pvt. Bus 37 172 244 190
Maxx/Pick-Up 660 638 570 518
LCV (4 tyre) 171 79 89 123
LCV (6 tyre) 230 364 97 163
2 Axle 705 1200 481 444
3 Axle 821 617 270 439
MAV (4 to 6 Axles) 1156 780 454 411
MAV (> 6 Axles) 0 0 0 0
Others 9 6 0 0
Total vehicles 6216 6961 4294 3646
Total PCUs 13686 14083 7966 7374
3 Wheeler 157 141 75 75
Exempted Non Tollable vehicles
2 Wheeler 4674 3499 2043 2043

Agri Tractor with Trailer 173 145 80 80
Cycle 40 27 17 17
Vehicles

Toll

Total Non-Tollable (Nos.) 5190 4165 2228 2228
Total Non-Tollable (PCUs) 3637 3448 1485 1485
Total
Grand Total (Nos.) 11406 11126 6522 5874
Grand Total (PCUs) 17323 17531 9451 8859
7.12.2 INDUCED TRAFFIC
Since a completely new Greenfield alignment will be constructed on the north side of Jodhpur
connecting important highways, NH-114, NH-62 & NH-25, 10% of the induced traffic in the year 2019-20
has been considered on upper Ring Road as a result of the additional facility being provided.
7.12.3 TOTAL TRAFFIC PROJECTIONS
The summary of projected total traffic at all homogeneous section is presented in Table 7-20 below.
The vehicle wise traffic projection is presented in Annexure 6.4 to this report.

Revenue Estimate
Table 7-20: Projected total traffic for Most Likely Scenario – Scenario-1
Nos. PCU
HS-1 HS-2 HS-3 HS-4 HS-1 HS-2 HS-3 HS-4
Year (Km (Km (Km (Km (Km (Km (Km (Km
0.000 – 31.625 – 45.000 – 74.619 – 0.000 – 31.625 – 45.000 – 74.619 –
km km km km km km km km
31.625) 45.000 74.619) 103.039) 31.625) 45.000 74.619) 103.039)
2016-17 11406 11126 7376 6457 17323 17531 11737 10478
2017-18 12266 11946 7923 6934 18532 18705 12537 11189
2018-19 13193 12829 8513 7446 19830 19962 13394 11951
2019-20 14191 13779 9998 8743 21221 21307 15652 13963
2020-21 15265 14801 10744 9391 22714 22747 16728 14919
2021-22 16423 15902 11548 10089 24315 24290 17882 15943
2022-23 17398 16824 12225 10679 25687 25593 18864 16819
2023-24 18431 17801 12944 11305 27138 26970 19903 17744
2024-25 19527 18837 13706 11967 28674 28425 21001 18723
2025-26 20688 19934 14513 12670 30299 29961 22162 19757
2026-27 21920 21097 15369 13414 32020 31585 23391 20851
2027-28 23001 22108 16117 14065 33515 32971 24450 21795
2028-29 24135 23169 16901 14747 35083 34423 25559 22785
2029-30 25327 24283 17725 15464 36727 35942 26722 23821
2030-31 26579 25452 18590 16216 38451 37533 27940 24907
2031-32 27893 26680 19499 17006 40259 39199 29217 26045
2032-33 29009 27705 20268 17676 41793 40557 30285 27001
2033-34 30170 28772 21069 18373 43389 41969 31397 27995
2034-35 31380 29883 21904 19099 45051 43438 32554 29030
2035-36 32639 31041 22773 19856 46781 44965 33759 30106
2036-37 33952 32245 23678 20643 48583 46555 35012 31227
2037-38 35318 33500 24621 21464 50459 48208 36317 32393
2038-39 36742 34807 25604 22318 52413 49928 37676 33606
2039-40 38224 36167 26628 23208 54447 51717 39090 34869
2040-41 39769 37584 27694 24136 56565 53579 40562 36184
2041-42 41377 39060 28805 25101 58771 55516 42095 37552
2042-43 43053 40596 29963 26107 61068 57531 43691 38977
2043-44 44798 42197 31169 27155 63460 59629 45353 40460
2044-45 46616 43863 32425 28246 65951 61812 47084 42004

Revenue Estimate
Table 7-20b: Projected total traffic for Most Likely Scenario – Scenario-2
Nos. PCU
HS-1 HS-2 HS-3 HS-4 HS-4

HS-1 HS-2 HS-3
Year (Km (Km (Km (Km (Km
(Km 0.000 (Km (Km
0.000 – 31.625 – 45.000 – 74.619 – 74.619 –
– km 31.625 – 45.000 –
km km km km km
31.625) km 45.000 km 74.619)
31.625) 45.000 74.619) 103.039) 103.039)
2016-17 11406 11126 6522 5874 17323 17531 9451 8859

2017-18 12266 11946 7012 6311 18532 18705 10099 9462
2018-19 13193 12829 7539 6781 19830 19962 10793 10108
2019-20 14191 13779 8861 7966 21221 21307 12617 11810
2020-21 15265 14801 9530 8562 22714 22747 13490 12621
2021-22 16423 15902 10251 9203 24315 24290 14426 13491
2022-23 17398 16824 10856 9744 25687 25593 15221 14232
2023-24 18431 17801 11499 10317 27138 26970 16062 15016
2024-25 19527 18837 12181 10925 28674 28425 16952 15845
2025-26 20688 19934 12903 11569 30299 29961 17894 16721
2026-27 21920 21097 13670 12252 32020 31585 18889 17648
2027-28 23001 22108 14341 12850 33515 32971 19751 18450
2028-29 24135 23169 15046 13478 35083 34423 20655 19291
2029-30 25327 24283 15786 14137 36727 35942 21602 20172
2030-31 26579 25452 16564 14829 38451 37533 22595 21094
2031-32 27893 26680 17381 15556 40259 39199 23636 22062
2032-33 29009 27705 18074 16172 41793 40557 24511 22875
2033-34 30170 28772 18795 16814 43389 41969 25421 23721
2034-35 31380 29883 19547 17483 45051 43438 26369 24602
2035-36 32639 31041 20330 18179 46781 44965 27356 25518
2036-37 33952 32245 21145 18905 48583 46555 28382 26472
2037-38 35318 33500 21995 19660 50459 48208 29451 27464
2038-39 36742 34807 22880 20447 52413 49928 30564 28497
2039-40 38224 36167 23802 21266 54447 51717 31722 29571
2040-41 39769 37584 24763 22120 56565 53579 32928 30690
2041-42 41377 39060 25764 23009 58771 55516 34184 31855
2042-43 43053 40596 26807 23935 61068 57531 35491 33067
2043-44 44798 42197 27893 24899 63460 59629 36852 34328
2044-45 46616 43863 29025 25904 65951 61812 38270 35642
7.13 CAPACITY ANALYSIS
Capacity analysis for project road has been carried out in order to define the Level of Service (LoS)
offered by road sections under the prevailing roadway and traffic conditions.

Revenue Estimate
Capacity and Level of Service Guidelines
As per clause of MoRT&H Circular No. F.No. RW/NH-33044/37/2015/S&R® dated the 26th May 2016, in
light of changing socio economic conditions in the country and in order to ensure the safe and
comfortable mobility of road users and reduction in road accidents, widening of road and decongestion
of traffic is required. Accordingly, ministry has revised the traffic at which the up gradation from two
lane to four lane will trigger, as indicated in the table are given in Table 7-21a below.
Table 7.21a: Design Service Volume Standards for four lane facility
Traffic at which upgradation to Two lane with Traffic at which upgradation to four lane
Nature of Terrain paved shoulder will trigger (in PCU per Day) will trigger (in PCU per Day)
Clause No - 2 Clause No - 4
Plain Irrespective of traffic thereon 10,000
Rolling Irrespective of traffic thereon 8500
Mountainous / Steep Irrespective of traffic thereon 6000
Table 7.21b: Capacity Augmentation
HS-1 HS-2 HS-3 HS-4

Scenario Level of Service (Km 0.000 – (Km 31.625 – (Km 45.000 – (Km 74.619 –
km 31.625) km 45.000 km 74.619) km 103.039)
Base Year Traffic
17323 17531 11737 10478
(2016-17) in PCUs
Scenario-1
Base Year Traffic
17323 17531 9451 8859
(2016-17) in PCUs
Scenario-2
Based on the above Table 7.21b, immediate requirement of 4-laning is arising. In case of scenario-2 for
HS-4, traffic crosses 10000 PCUs in the year 2019-20 and hence it is proposed to make the entire ring
road 4-lane for both scenarios.
7.14 DISCOUNTS
The discounts allowed for local traffic/frequent users as per Schedule R of the Concession Agreement
are given below.
(1) The executing authority or the concessionaire, as the case may be, shall upon request
provide a pass for multiple journeys to cross a toll plaza within the specified period at
the rates specified below
(2) A driver, owner or person in charge of a mechanical vehicle who makes use of the
section of National highway, permanent bridge, bypass or tunnel, may opt for such pass
and he or she shall have to pay the fee in accordance with the following rates, namely:

Revenue Estimate
Maximum number of
Amount Payable one way journeys Period of Validity
allowed
One and half times of the fee for one Twenty four hours from the time of
Two
way journeys payment
Two-third of amount of the fee
Fifty One month from date of payment
payable for fifty single journeys
(3) A person who owns a mechanical vehicle registered for non-commercial purposes and
uses it as such for commuting on a section of national highway, permanent bridge,
bypass or tunnel, may obtain a pass, on payment of fee at the base rate for the year
2007-2008 of rupees one hundred and fifty per calendar month and revised annually,
authorizing it to cross the toll plaza specified in such pass:
Provided that such pass shall be issued only if such driver, owner or person in charge of
such mechanical vehicle resides within a distance of twenty kilometers from the toll
plaza specified by such person and the use of such section of national highway,
permanent bridge, bypass or tunnel, as the case may be, does not extend beyond the
toll plaza next to the specified toll plaza.
Provided further that no such pass shall be issued if a service road or alternative road is
available for use by such driver, owner of person in charge of a mechanical vehicle.
(4) No pass shall be issued of fee collected from a driver, owner or person in charge of a
mechanical vehicle that uses part of the section of a state highway and does not cross a
toll plaza
Tollable traffic components
The numbers and frequency of trips of vehicles of various categories needed to be estimated near
accurately to arrive at the toll revenue estimates. The O – D survey data are used to arrive at these
figures.
The O – D survey provides us with valuable information in this regard. The percentages of each type are
derived from the number of appearance of vehicles in the data. The frequency of each type is calculated
by considering the multiple entries. Subsequent reductions have to be done to arrive at exact
component of each type, so that they are not considered as tollable traffic repeatedly.
The frequency and share of each type as elucidated from O – D survey are provided in Table 7-22.
Table 7-22: Tollable Components
Share of
Mode of Share of Vehicles (%) Frequency
Categories Vehicles (%)
Vehicle at TP-1 Factor
at TP-2
Up to 20km Travel 11.6 2.9 2.00
Through Monthly 3.1 0.7 1.67
Car/Jeep
Through daily (One entry) 58.6 70.3 1.00
Through daily (reentry) 26.7 26.1 2.00
Taxi Through Monthly 1.6 0.0 1.67

Revenue Estimate
Share of
Mode of Share of Vehicles (%) Frequency
Categories Vehicles (%)
Vehicle at TP-1 Factor
at TP-2
Monthly Pass 15.0 0.0 1.67
Mini Bus Through daily (One entry) 18.7 74.0 1.00
Std. Pvt. Bus Through daily (One entry) 81.7 71.6 1.00
Goods Pick Up Through daily (One entry) 13.8 32.8 1.00
LCV Through daily (One entry) 40.2 41.6 1.00
2 Axle Trucks Through daily (One entry) 54.3 65.8 1.00
3 Axle Trucks Through daily (One entry) 72.8 78.6 1.00
4 to 6Axle
Trucks
The Projected tollable traffic under different toll paying categories from FY 2016-17 to FY 2044-45 has
been given in Table 7.23.

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajastha Preliminary Environment Assessment
Table 7.23a: Projected Tollable Traffic at TP-1_Scenario 1
Car/ Taxi / Scho 3- 7 axle Total

Financial Mini Std. Goods LCV 4 LCV 6 2- 4- 6
Jeep/ Share ol Axle and
Year Bus Bus Pickup tyre tyre Axles Axles Nos. PCU
Van d Jeep bus s above
2016-17 2162 220 16 26 40 660 171 230 705 821 1165 0 6216 13686
2017-18 2341 238 17 27 42 710 184 247 742 878 1251 0 6677 14658
2018-19 2536 258 17 28 43 763 198 266 782 938 1343 0 7172 15695
2019-20 2746 279 18 29 45 820 212 286 823 1003 1442 0 7703 16808
2020-21 2974 303 19 30 46 881 228 307 867 1072 1548 0 8275 18000
2021-22 3221 328 19 31 48 948 245 330 913 1146 1662 0 8891 19281
2022-23 3427 349 20 32 50 1007 261 351 948 1210 1763 0 9418 20385
2023-24 3647 371 20 33 51 1071 277 373 985 1278 1871 0 9977 21555
2024-25 3880 395 21 34 53 1138 295 397 1024 1350 1984 0 10571 22794
2025-26 4128 420 22 35 54 1210 313 422 1064 1425 2105 0 11198 24100
2026-27 4392 447 22 36 56 1286 333 448 1105 1505 2233 0 11863 25484
2027-28 4625 471 23 37 57 1353 351 471 1134 1574 2347 0 12443 26684
2028-29 4870 496 23 38 58 1423 369 496 1163 1647 2466 0 13049 27936
2029-30 5129 522 24 39 60 1497 388 522 1194 1722 2592 0 13689 29258
2030-31 5400 550 24 40 61 1575 408 549 1225 1802 2724 0 14358 30639
2031-32 5687 579 25 41 63 1657 429 577 1256 1885 2862 0 15061 32084
2032-33 5931 604 26 42 64 1732 449 603 1268 1954 2988 0 15661 33314
2033-34 6186 629 26 42 65 1810 469 631 1279 2027 3119 0 16283 34589
2034-35 6452 657 27 43 66 1891 490 659 1291 2102 3256 0 16934 35922
2035-36 6730 685 27 44 68 1976 512 689 1302 2179 3399 0 17611 37308
2036-37 7019 714 28 45 69 2065 535 720 1314 2260 3549 0 18318 38757
2037-38 7321 745 28 46 71 2158 559 752 1326 2344 3705 0 19055 40266
2038-39 7636 777 29 47 72 2255 584 786 1338 2430 3867 0 19821 41829
2039-40 7964 810 29 48 73 2356 611 821 1350 2520 4037 0 20619 43461
2040-41 8306 845 30 49 75 2463 638 858 1362 2613 4215 0 21454 45168
2041-42 8663 882 31 50 76 2573 667 897 1374 2710 4400 0 22323 46941
2042-43 9036 919 31 51 78 2689 697 937 1387 2810 4593 0 23228 48788
2043-44 9425 959 32 52 79 2810 728 979 1399 2914 4795 0 24172 50712
2044-45 9830 1000 32 53 81 2937 761 1023 1412 3022 5006 0 25157 52722

Table 7.23b: Projected Tollable Traffic @TP-2_Scenario 1
Taxi / 7 axle Total

Car/ Std. Goods LCV LCV 2- 3- 4- 6
Financial Year Shared and
Jeep/Van Bus Pickup 4 tyre 6 tyre Axles Axles Axles Nos PCU
Jeep above
2016-17 1924 165 255 793 128 135 699 405 644 0 5148 10252
2017-18 2084 179 265 852 138 145 736 433 692 0 5524 10956
2018-19 2257 194 275 916 148 156 775 463 743 0 5927 11706
2019-20 2670 229 313 1077 174 183 894 541 872 0 6953 13680
2020-21 2891 248 325 1158 187 197 941 578 937 0 7462 14622
2021-22 3131 269 337 1244 201 212 991 618 1006 0 8009 15629
2022-23 3332 286 347 1323 214 225 1030 653 1067 0 8477 16491
2023-24 3545 304 357 1406 227 239 1070 689 1132 0 8969 17396
2024-25 3772 323 367 1495 241 254 1111 728 1201 0 9492 18355
2025-26 4013 344 378 1589 256 270 1155 769 1275 0 10049 19379
2026-27 4270 366 389 1689 273 288 1200 812 1353 0 10640 20458
2027-28 4496 386 398 1777 287 302 1231 849 1422 0 11148 21376
2028-29 4734 406 408 1869 302 318 1263 888 1494 0 11682 22339
2029-30 4985 428 417 1966 317 335 1296 929 1570 0 12243 23348
2030-31 5250 450 427 2069 334 352 1329 972 1650 0 12833 24407
2031-32 5528 474 438 2176 351 370 1364 1017 1734 0 13452 25520
2032-33 5766 494 446 2274 367 387 1376 1054 1811 0 13975 26443
2033-34 6013 516 455 2376 384 405 1389 1093 1890 0 14521 27405
2034-35 6272 538 464 2483 401 423 1401 1134 1974 0 15090 28409
2035-36 6542 561 474 2595 419 442 1414 1176 2060 0 15683 29452
2036-37 6823 585 483 2712 438 462 1427 1219 2151 0 16300 30537
2037-38 7116 610 493 2834 457 482 1439 1264 2246 0 16941 31664
2038-39 7422 637 503 2961 478 504 1452 1311 2345 0 17613 32844
2039-40 7742 664 513 3095 500 527 1465 1360 2448 0 18314 34072
2040-41 8074 692 523 3234 522 551 1479 1410 2555 0 19040 35343
2041-42 8422 722 533 3380 545 575 1492 1462 2668 0 19799 36671
2042-43 8784 753 544 3532 570 601 1505 1516 2785 0 20590 38053
2043-44 9161 786 555 3691 596 628 1519 1572 2908 0 21416 39498
2044-45 9555 819 566 3857 622 657 1533 1630 3036 0 22275 40999

Table 7.24a: Projected Tollable Traffic at TP-1 _Scenario 2
Car/ Taxi / Scho LCV 7 axle Total

Financial Mini Std. Goods LCV 6 2- 3- 4- 6
Jeep/ Share ol 4 and
Year Bus Bus Pickup tyre Axles Axles Axles Nos. PCU
Van d Jeep bus tyre above
2016-17 2162 220 16 26 40 660 171 230 705 821 1165 0 6216 13686
2017-18 2341 238 17 27 42 710 184 247 742 878 1251 0 6677 14658
2018-19 2536 258 17 28 43 763 198 266 782 938 1343 0 7172 15695
2019-20 2746 279 18 29 45 820 212 286 823 1003 1442 0 7703 16808
2020-21 2974 303 19 30 46 881 228 307 867 1072 1548 0 8275 18000
2021-22 3221 328 19 31 48 948 245 330 913 1146 1662 0 8891 19281
2022-23 3427 349 20 32 50 1007 261 351 948 1210 1763 0 9418 20385
2023-24 3647 371 20 33 51 1071 277 373 985 1278 1871 0 9977 21555
2024-25 3880 395 21 34 53 1138 295 397 1024 1350 1984 0 10571 22794
2025-26 4128 420 22 35 54 1210 313 422 1064 1425 2105 0 11198 24100
2026-27 4392 447 22 36 56 1286 333 448 1105 1505 2233 0 11863 25484
2027-28 4625 471 23 37 57 1353 351 471 1134 1574 2347 0 12443 26684
2028-29 4870 496 23 38 58 1423 369 496 1163 1647 2466 0 13049 27936
2029-30 5129 522 24 39 60 1497 388 522 1194 1722 2592 0 13689 29258
2030-31 5400 550 24 40 61 1575 408 549 1225 1802 2724 0 14358 30639
2031-32 5687 579 25 41 63 1657 429 577 1256 1885 2862 0 15061 32084
2032-33 5931 604 26 42 64 1732 449 603 1268 1954 2988 0 15661 33314
2033-34 6186 629 26 42 65 1810 469 631 1279 2027 3119 0 16283 34589
2034-35 6452 657 27 43 66 1891 490 659 1291 2102 3256 0 16934 35922
2035-36 6730 685 27 44 68 1976 512 689 1302 2179 3399 0 17611 37308
2036-37 7019 714 28 45 69 2065 535 720 1314 2260 3549 0 18318 38757
2037-38 7321 745 28 46 71 2158 559 752 1326 2344 3705 0 19055 40266
2038-39 7636 777 29 47 72 2255 584 786 1338 2430 3867 0 19821 41829
2039-40 7964 810 29 48 73 2356 611 821 1350 2520 4037 0 20619 43461
2040-41 8306 845 30 49 75 2463 638 858 1362 2613 4215 0 21454 45168
2041-42 8663 882 31 50 76 2573 667 897 1374 2710 4400 0 22323 46941
2042-43 9036 919 31 51 78 2689 697 937 1387 2810 4593 0 23228 48788
2043-44 9425 959 32 52 79 2810 728 979 1399 2914 4795 0 24172 50712
2044-45 9830 1000 32 53 81 2937 761 1023 1412 3022 5006 0 25157 52722

Table 7.24c: Projected Tollable Traffic at TP-2 _Scenario 2
Taxi / LCV LCV 7 axle Total

Car/ Std. Goods 2- 3- 4- 6
Financial Year Shared 4 6 and
Jeep/Van Bus Pickup Axles Axles Axles Nos PCU
Jeep tyre tyre above
2016-17 1924 165 244 570 89 97 481 270 454 0 4294 7966
2017-18 2084 179 253 613 96 104 506 289 488 0 4612 8516
2018-19 2257 194 263 659 103 112 533 309 524 0 4954 9106
2019-20 2670 229 299 774 121 132 615 361 615 0 5816 10645
2020-21 2891 248 311 832 130 142 648 386 660 0 6248 11384
2021-22 3131 269 322 894 140 152 682 412 709 0 6711 12171
2022-23 3332 286 332 951 148 162 708 435 752 0 7106 12843
2023-24 3545 304 341 1011 158 172 736 460 798 0 7525 13557
2024-25 3772 323 351 1074 168 183 765 485 847 0 7968 14310
2025-26 4013 344 361 1142 178 194 795 513 899 0 8439 15110
2026-27 4270 366 372 1214 190 207 826 541 953 0 8939 15951
2027-28 4496 386 381 1277 199 217 847 566 1002 0 9371 16674
2028-29 4734 406 390 1344 210 229 869 592 1053 0 9827 17434
2029-30 4985 428 399 1413 221 241 892 619 1107 0 10305 18231
2030-31 5250 450 409 1487 232 253 915 648 1163 0 10807 19064
2031-32 5528 474 419 1564 244 266 939 678 1223 0 11335 19943
2032-33 5766 494 427 1635 255 278 947 703 1277 0 11782 20672
2033-34 6013 516 436 1708 267 291 956 729 1333 0 12249 21436
2034-35 6272 538 444 1785 279 304 964 756 1391 0 12733 22221
2035-36 6542 561 453 1865 291 317 973 784 1453 0 13239 23049
2036-37 6823 585 462 1949 304 332 982 813 1516 0 13766 23904
2037-38 7116 610 472 2037 318 347 990 843 1583 0 14316 24799
2038-39 7422 637 481 2129 332 362 999 874 1653 0 14889 25730
2039-40 7742 664 491 2224 347 379 1008 906 1726 0 15487 26701
2040-41 8074 692 500 2325 363 396 1017 940 1802 0 16109 27710
2041-42 8422 722 510 2429 379 413 1027 975 1881 0 16758 28762
2042-43 8784 753 521 2538 396 432 1036 1011 1964 0 17435 29859
2043-44 9161 786 531 2653 414 451 1045 1048 2050 0 18139 30995
2044-45 9555 819 542 2772 433 472 1055 1087 2140 0 18875 32186

7.15 TOLL REVENUE ESTIMATES
The summary of toll revenue estimate for the most likely scenarios is presented in Table 7-24 below:
Table 7-24a: Annual Toll Revenue Estimation (Rs. in Crores) Scenario-1
Revenue from Toll Revenue from Toll

Period Total
plaza @ km TP-1 plaza @ km TP-2
Apr-19 Mar-20 37.70 40.4 78.07
Apr-20 Mar-21 42.59 45.1 87.65
Apr-21 Mar-22 47.49 50.6 98.08
Apr-22 Mar-23 52.96 55.9 108.90
Apr-23 Mar-24 59.14 62.2 121.31
Apr-24 Mar-25 65.23 69.0 134.22
Apr-25 Mar-26 72.61 76.6 149.23
Apr-26 Mar-27 80.55 84.8 165.33
Apr-27 Mar-28 88.92 93.1 182.00
Apr-28 Mar-29 97.89 102.2 200.09
Apr-29 Mar-30 107.92 112.8 220.74
Apr-30 Mar-31 118.54 123.6 242.15
Apr-31 Mar-32 130.74 135.7 266.43
Apr-32 Mar-33 142.53 148.3 290.87
Apr-33 Mar-34 155.31 161.3 316.58
Apr-34 Mar-35 169.72 176.3 346.00
Apr-35 Mar-36 186.22 192.5 378.74
Apr-36 Mar-37 203.47 210.5 413.94
Apr-37 Mar-38 223.53 230.3 453.78
Apr-38 Mar-39 243.66 251.4 495.02
Apr-39 Mar-40 267.20 274.2 541.43
Apr-40 Mar-41 293.09 299.5 592.56
Apr-41 Mar-42 321.14 328.6 649.77
Apr-42 Mar-43 351.54 358.1 709.64
Apr-43 Mar-44 385.66 392.8 778.45
Apr-44 Mar-45 423.16 429.79 852.95
Table 7-24b: Annual Toll Revenue Estimation (Rs. in Crores) Scenario-2

Period Total
Apr-19 Mar-20 37.7 31.1 68.8
Apr-20 Mar-21 42.6 34.7 77.3
Apr-21 Mar-22 47.5 39.0 86.5
Apr-22 Mar-23 53.0 43.1 96.1
Apr-23 Mar-24 59.1 47.9 107.1
Apr-24 Mar-25 65.2 53.2 118.4


Period Total
Apr-25 Mar-26 72.6 59.1 131.7
Apr-26 Mar-27 80.6 65.4 145.9
Apr-27 Mar-28 88.9 71.8 160.8
Apr-28 Mar-29 97.9 78.9 176.7
Apr-29 Mar-30 107.9 87.2 195.1
Apr-30 Mar-31 118.5 95.5 214.0
Apr-31 Mar-32 130.7 104.8 235.5
Apr-32 Mar-33 142.5 114.7 257.2
Apr-33 Mar-34 155.3 124.6 279.9
Apr-34 Mar-35 169.7 136.4 306.1
Apr-35 Mar-36 186.2 149.0 335.2
Apr-36 Mar-37 203.5 163.0 366.4
Apr-37 Mar-38 223.5 178.3 401.9
Apr-38 Mar-39 243.7 194.7 438.4
Apr-39 Mar-40 267.2 212.4 479.6
Apr-40 Mar-41 293.1 232.1 525.2
Apr-41 Mar-42 321.1 254.8 576.0
Apr-42 Mar-43 351.5 277.7 629.2
Apr-43 Mar-44 385.7 304.6 690.3
Apr-44 Mar-45 423.16 333.50 756.66

CHAPTER 8.0. PRELIMINARY ENVIRONMENTAL ASSESSMENT
8.1 PROJECT BACKGROUND
National Highways Authority of India (NHAI) is engaged in the development of National Highways and as
part of this endeavour, the Authority has decided to upgrade existing Jodhpur ring road and propose a
new alignment for left out section.
The National Highways Authority of India (NHAI) has appointed M/s. Feedback Infra Pvt. Ltd. for
providing the required consultancy services for preparation of Feasibility Study for Section-I, Dangiywas
to Keru and Keru to Nagaur road (NH-62) covering a length of 75 km and Section-II Nagaur Road to
Dangiywas, surrounding the Jodhpur city in the State of Rajasthan.
The work order is received for the above said assignment on 19th October 2016 as an additional work to
existing Contract Agreement of Bar-Bilara Jodhpur section of NH-25.
8.2 PROJECT ROAD
Section-I, Dangiywas to Keru and Keru to Nagaur road (NH-62) covering a length of 75 km and Section-II,
26 Km Nagaur Road to Dangiywas, surrounding the Jodhpur city in the State of Rajasthan. The existing
section of ring road (also called as a BRO ring road) stretch starts at km 0.00 from NH-25 near
Dangiywas and ends at km 46.300 connecting to NH-125. The entire stretch passes through Jodhpur
district in the state of Rajasthan. Total length of this link is 46.300. The project stretch traverses through
plain terrain and have mostly good geometry except few locations where curve improvement may be
required.
8.3 PROJECT AREA
Project road is surrounding the Jodhpur city, connecting to various National Highways such as NH-25,
NH-62, NH-125 and also various State Highways.
Figure 8-1: Project location map

8.4 PROJECT PROPONENT
National Highway Authority of India (NHAI) is the project proponent.
8.5 NEED OF THE PROJECT AND BENEFITS ASSOCIATED

• To provide easy access to commuters Dangiywas to Keru, Keru to Nagpur road and Nagpur road
to Dangiywas.
• To provide easy access to commuters from Jodhpur city to Ring road.
• To cater the traffic growth on the road
• Enhanced safety and level of service for the road users;
• Superior operation and maintenance enabling enhanced operational efficiency of the Project
Highway;
• Minimal adverse impact on the local population and road users due to road construction;
• Minimal adverse impact on environment;
• Minimal additional acquisition of land; and
• Phased development of the Project Highway for improving its financial viability consistent with
the need to minimize frequent inconvenience to traffic that may be caused if additional works
are undertaken within a period of seven years from the commencement of construction of the
Project Highway.
8.6 SCOPE OF PRELIMINARY ENVIRONMENTAL IMPACT ASSESSMENT STUDY
Preliminary EIA study has been carried out to identify critical issues and areas that would be studied in
detail for detailed EIA study. Further details will be taken up during subsequent stages of the project
preparation, if required. This report has been prepared based mainly on field survey and collection of
secondary data.
In this stage, existing environmental set-up of the study corridor in particular were studied and is
described in subsequent sections. However, existence of sensitive receptors was also studied beyond
the study area for assessment of noise and air impact. The entire study was carried out within existing
policy, legal and administrative framework considering the applicable environmental legislation,
regulations and guidelines. The preliminary EIA report covers the following:
• Project Description
• Need & benefit of the project
• Legal Framework
• Baseline Environment
• Probable Environmental Impact
• Mitigation Measures
8.6.1 Methodology
Environmental study has been carried out to identify critical issues and areas that would be studied in
detail for impact assessment, mitigation measures and management plan. Findings of the preliminary
environmental assessment are presented in this report. Further details will be taken up during
subsequent stages of the project preparation. This report has been prepared based on field survey and
collection of secondary data mostly.
In the stage, existing environmental set-up of the study corridor in general i.e., the Corridor of Impact
(CoI) and the existing Right of Way (RoW) in particular were studied and is described in subsequent

sections. The entire study was carried out within existing policy, legal and administrative framework
considering the applicable environmental legislation, regulations and guidelines.
8.6.2 Approaches to Study
Scoping and screening study has been defined variously in different guidelines. For the present study,
the scope of work defined in the document prepared by Project Proponent has been considered. The
major issues identified in the scope in brief are:
• Baseline scenario;
• Co-ordination of environmental study with the feasibility study;
• Legal and policy framework;
• Important environmental features along the road alignment;
• Assessment of potential impacts; and
• Mitigation measures
8.6.3 Steps in Study Process
Study process mainly consists of the following types of activities:
Study of Background information
Study of Project Documents: the project documents have been studied to have the understanding of the
project objectives, its main components, its boundaries etc.
Study of Laws and regulations: Laws and regulations enacted by Government of India and Rajasthan
state relevant to road construction and environment were studied.
Study of Guidelines, Standards etc.: Various documents and publications of the Ministry of Environment
and Forest (MoEF) and Indian Road Congress were studied
8.6.4 Reconnaissance / Onsite Study
A team of environmental and social experts carried out reconnaissance survey of the project road.
Important environmental components including protected areas, water bodies, forests, public utilities,
community resources, cultural sites, high pollution zone, accident-prone areas etc. along the corridor of
impact zone were studied. The important environment components are given in Table below.
Discussions with local people and administrators were also conducted to obtain their opinion about the
project.
Table 8-1: Important Environment Components
S. No. Environmental Attributes Environmental Components

1 Topography Terrain
2 Land use Agriculture, settlements, forest, industrial areas etc.
3 Water resources Rivers, canals and ponds in study area
Designated Protected Areas like Biosphere Reserves, National
Parks and Sanctuaries etc.) within 15 Km from the project road
4 Forests & Wild Life
Presence of RF, PF other forests within study area
flora and fauna
5 Road side Plantations Plantation in RoW
6 Settlements Towns and villages abutting the road corridor

S. No. Environmental Attributes Environmental Components

Details of affected structures
7 Sensitive Receptors Sensitive receptors such as educational and health facilities etc.
8 Drinking water sources Wells, hand pumps, community water points / taps etc.
10 Religious Structures Temples, shrines, mosque, church, gurudwara etc.
11 Cultural Properties Protected / unprotected archaeological monuments
Common Property
12 Community areas; cremation / burial grounds etc.
Resources
Ambient Air Quality
Ambient Noise Level
---14 Environment Conditions
Ground and Surface Water Quality
Soil Characteristics
8.6.5 Analysis of data and screening exercise
The data collected through the above steps were compiled to develop the environmental scenario of
the project area and the sensitive components within that. The full road length and COI were put under
screening to identify the hot spot zones. The identification of hot spots in project area would help in
further detailed study and preparation of Environmental Impact Assessment report and Environmental
Management Plan for the project at later phase.
8.6.6 Field Study / Monitoring / Laboratory Analysis for Generation of Primary Data
Field study / monitoring shall be carried out to generate and collect primary data in the study corridor
8.7 PROJECT DESCRIPTION
8.7.1 Existing Feature of Road
Alignment
The existing section of ring road (also called as a BRO ring road) stretch starts at km 0.00 @ junction
with NH-25 near Dangiywas and ends at km 43.300 connecting to NH-125 at Barli. Ring Road also
overlaps with NH-125 from km 16.700 to 19.700. Keru to Nagaur road is green field alignment. Entire
stretch passes through Jodhpur district in the State of Rajasthan. Total length of this link is 75.160. The
project stretch traverses through plain terrain and have mostly good geometry except few locations
where curve improvement may be required.
Right of way
As per the information received from the NHAI, and subsequent discussions with PWD, NH and JDA,
60.0 of Right of Way is available for Section-I. For Section-II, minimum 60.0 ROW will be proposed.
Traffic
Summary of AADT are shown in table below.

Table 8-2: Summary of AADT at count locations
Km Km Km Km Km
Km Nitra
20.500_Jh 318.000_ 39.400_ 90.200_ 110.000_B
Mode of Vehicle 23.540_Ker Village_
alamand_ Kudi_NH- Ring Bilaspur anar_NH-
oo_NH-125 NH-62
Ring Road 62 Road _NH-25 25
Car / Jeep /
2162 5874 2676 2232 2255 3463 2000
Van (Private)
Car / Jeep
110 514 199 414 218 429 324
(Taxi)
Shared Jeep 110 303 115 21 41 160 288
Mini Bus 16 59 39 24 17 35 36
School. Bus 26 161 25 10 10 16 58
Govt. Bus 3 184 51 44 137 187 282
Pvt. Bus 37 401 172 259 328 280 298
Maxx/Pick-
660 916 638 695 447 1069 613
Tollable vehicles
Up
LCV (4 tyre) 171 245 79 71 89 269 159
LCV (6 tyre) 230 245 364 55 153 341 147
2 Axle 705 941 1200 323 622 946 559
3 Axle 821 780 617 205 676 805 507
MAV (4 to 6
1156 682 780 135 920 888 490
Axles)
MAV (> 6
0 0 0 0 0 0 0
Axles)
Others 9 19 6 1 2 3 11
Total
6216 11324 6961 4489 5915 8891 5772
vehicles
Total PCUs 13686 18986 14083 6722 12818 16800 11105
3 Wheeler 157 189 141 42 13 49 92
2 Wheeler 4674 4953 3499 2606 1330 3096 2531
Agriculture
31 33 16 12 28 20 23
Tractor
Agri Tractor
173 108 145 87 26 63 91
with Trailer
Cycle 40 81 27 1 5 12 67
Cycle
3 8 1 0 0 0 6
Rickshaw
Animal
0 3 1 1 0 0 13
Drawn Cart
Toll
Toll Exempted Vehicles
Exempted 20 83 66 47 17 82 32
Car
Toll
Exempted 3 20 20 14 13 8 8
Bus
Toll
Exempted 3 3 9 6 1 3 10
LCV

Km Km Km Km Km
Km Nitra
20.500_Jh 318.000_ 39.400_ 90.200_ 110.000_B
Mode of Vehicle 23.540_Ker Village_
alamand_ Kudi_NH- Ring Bilaspur anar_NH-
oo_NH-125 NH-62
Ring Road 62 Road _NH-25 25
Toll
Exempted 86 5 240 15 0 5 18
Truck
Total Non-
Tollable 5190 5486 4165 2831 1433 3338 2891
(Nos.)
Total Non-
Tollable 3637 3438 3448 1904 897 2042 2050
Total
(PCUs)
Grand Total
11406 16810 11126 7320 7348 12229 8663
(Nos.)
Grand Total
17323 22424 17531 8626 13715 18842 13155
(PCUs)
Source: Design Report
8.7.2 Proposed Features Of Road
Alignment Proposal
• The proposed length of the project road section is approx 75.160 Km

• Three TCS Proposed details are given in table below
• Lined drains cum footpath are proposed in all urban locations.
• Bus Bays/Truck Lay Byes are proposed
TCS Details
Element Width in meters Total Width in meters

Type I Typical Cross section 4 Lane Divided Carriageway for Rural Areas (Plain) - RoW 45-60m (Raised
Median)
Main Carriage way 2 x 7.00 14.00
Paved shoulder 2 x 1.50 3.00
Median 1 x 5.0 5.000
Earthen Shoulder 2 x 2.00 4.00
Unlined Drain 2 x 4.00 8.00
Utility, Tree Plantation and 11.00/26.00 11.00/26.00
Future Widening
Total 45.00/60.00
Type II Typical Cross section 4 Lane Divided Carriageway for Rural Areas - RoW 60 m (Depressed
Median)
Granular shoulder 2 x 1.50 3.00
Median 1 x 5.00 7.00
Earthen Shoulder 2 x2.00 4.00
Unlined Drain 2 x 4.00 8.00
Utility, Tree Plantation and Future Widening 24.00

Element Width in meters Total Width in meters

Total 60.00
Type III Typical Cross section 4 Lane Divided Carriageway with Service road for Urban Areas - RoW 60.0
m
Paved shoulder 2 x 1.5 3.00
Median 1x5 5.00
Earthen Shoulder 2 x 2.00 4.00
Service road 2 x 7.00 14.00
Shoulder for SR 2 x 1.5 3.00
Utility Corridor 2 X 2.00 4..00
Earthen Drain 2 X 6.50 13.00
Total 60.000
Pavement
Flexible pavement is proposed through-out the stretch except proposed truck lay-byes and toll plaza
locations where rigid pavement is proposed.
Cross Drainage Structure
There are total 1 major bridge, 1 minor bridge, 50 slab culverts and 1 ROB on existing stretch of ring
road. Major bridge Jojari river at km 18+500 is of RCC solid slab type superstructure having open
foundation. The bridge is opened to traffic in the year July 2007.
Major Junctions
Details of major intersections are given in table below

Sl. No Location Ex. Chainage Cross Road Type To Town Type of Junction
1 Dangiywas 0 NH-25 Beawar Y-type
2 9.950 MDR-144 Ratnada Y-type
3 16.400 SH-58 Sojat Road +-type
4 Alakdhara 18.400 SH-61 Pali and Marwar +-type
5 21.400 MDR-101 Jhalamand +-type
6 Pali Junction 22.800 NH 62 Pali +-type
7 26+700 ODR Sangariya +-type
8 Palgao 31+600 NH 25 Barmer +-type
9 Dolly Bhai Mandir 33+900 OR +-type
10 Gopal Bari 35+900 ODR Jodhpur T-type
11 43+300 NH-115 Jaisalmer T-type
Source: Chapter-2, Table 2-4.

Carriage Way Details
Carriage way details is given in table below

Length
Shoulder Shoulder
0.000 0.100 0.100 4 lane 7+1+7 0.0 1-1.5 (both side)
0.100 31.600 31.500 2 lane 7.0 0.0 1-1.5 (both side)
31.600 43.400 11.800 2 lane 7.5 0.0 1-1.5 (both side
43.400 46.300 2.900 2 lane 7.0 1.50 1.00 (Both Side)
Total 46.300
Source: Design report
Other Structures
• No Flyover Proposed. The option also nearer to Banar railway station, and also crosses the
Jodhpur to Merta city railway line, needing flyover with service roads.
Drains
• Unlined drains in Rural Sections and Lined Drains in Urban Sections are proposed.
Land Acquisition
SIA & RAP shall furnish the land acquisition and property losses due to the proposed activity.
8.8 LEGISLATIVE FRAMEWORK
8.8.1 Environment Legislation - India
The Government of India has formulated various policy guidelines; acts and regulations aimed at
protection and enhancement of environmental resources. The following table surmises the existing
legislations pertaining to the project, the various clearances required for the project and the status as
on date. The summary of environment laws and their applicability is given in Table below.
Table 8-3: Environment Laws and their Applicability
Applica
Implementing /
Sl. Law / Regulation / bility Reason for
Relevance Responsible
No. Guidelines (Yes / Application
Agency
No)
Umbrella Act.
The Environmental
Protection and
(Protection) Act. MoEF&CC,
improvement of the All environmental
1986, and the State Dept. of
environment. notifications, rules
1 Environmental Yes Environment &
Establishes the and schedules are
(Protection) Rules, Forest, CPCB
standards for issued under the act
1987-2002 (various and SPCB
emission of noise in
amendments)
the atmosphere.
The EIA Notification, Identifies expansion Project Highway is
MoEF&CC &
2 14th September of National No neither a new
SEIAA
2006 & subsequent highways projects national highway nor

Applica
Implementing /
Agency
No)
amendments greater than 100 a NH expansion
Km involving project greater than
additional ROW or 100km with land
land acquisition acquisition of greater
greater than 40m than 40m on existing
on existing alignments and 60m
alignments and on re-alignments or
60m on re- by-passes
alignments or by-
passes and All new
state highway
projects & SH
expansion projects
in hilly terrain
(above 1000 MSL)
and or ecological
sensitive areas
(item 7 (f) of
schedule) as one of
the projects
requiring prior
clearance.
Prior Environmental
Clearance to be taken
Opening of New by Contractor if there
Yes
Borrow Area is any need for
opening of new
borrow area
Prior Environmental
Opening of new
Clearance to be taken
Quarry Area
by Contractor if there
(including Yes
is any need for
excavation of River
opening of quarry
bed)
area
“No agency, person
or organization
shall, within a
radius of 300 Barsingsar Thermal
Notification for use Kilometers of a Power Plant is
of Fly ash, 3rd thermal power located within 220
3 November 2009 and plant undertake Yes km in the North MoEF&CC, SPCB
its amendment on construction or direction from the
25th January 2016 approve design for project road near
construction of Gharab.
roads or flyover
embankments with
top soils; the

Applica
Implementing /
Agency
No)
guidelines or
specifications
issued by the Indian
Road Congress (IRC)
as contained in IRC
specification No.
SP: 58 of 2001 as
amended from time
to time regarding
use of fly ash shall
be followed and
any deviation from
this direction can
only be agreed to
on technical
reasons if the same
is approved by
Chief Engineer
(Design) or
Engineer-in-Chief of
the concerned
agency or
organization or on
production of a
certificate of "fly
ash not available”
from the Thermal
Power Plant(s)
Central and State
Pollution Control
Board to establish /
enforce water
quality and effluent
The Water Consent required for
standards, monitor
(Prevention and not polluting ground State Pollution
4 water quality, Yes
Control of Pollution) and surface water Control Board
prosecute
Act, 1974 during construction
offenders, and issue
licenses for
construction /
operation of certain
facilities.
Empowers RSPCB
to set and monitor Consent required for
The Air (Prevention
air quality establishing and State Pollution
5 and Control of Yes
standards and to operation of batching Control Board
Pollution) Act. 1981
prosecute plants and crushers
offenders,

Applica
Implementing /
Agency
No)
excluding vehicular
air and noise
emission.
Noise Pollution
Construction
(Regulation And
Standards for noise machineries and
Control) Act, 1990, State Pollution
6 emission for various Yes vehicles to conform
2010 and its Control Board
land uses to the standards for
subsequent
construction
amendments.
Conservation and
definition of forest
Forest
areas. Diversion of Need for diversion of State Forest
(Conservation) Act,
7 forest land follows Yes forest land is Department,
1980 its subsequent
the process as laid envisaged MoEF&CC
amendments.
by the Forest
conservation Act.
Coastal Regulatory
Protect and Project road is not MoEF, State
Zone Notification,
8 manage coastal No following in the CRZ Department of
2011 its subsequent
areas area. Environment
amendments.
Guda Vishnoiya a
Wildlife Protection Protection of
conservation reserve NBWL, SBWL &
Act, 1972 its wildlife in
9 No is located more than Chief Wild Life
subsequent sanctuaries and
10 km from the Warden
amendments. National Park
project road.
Ancient Monuments
To protect and No archaeological Archaeological
and Archaeological
conserve cultural monuments found Survey of India,
10 sites & Remains Act No
and historical within the project State Dept. of
1958 its subsequent
remains found. vicinity Archaeology
amendments.
Empowers State
Transport Authority
to enforce
standards for All vehicles used for
The Motor Vehicle
vehicular pollution. construction will State Motor
Act. 1988 its
11 From August 1997 Yes need to comply with Vehicles
subsequent
the "Pollution the provisions of this Department
amendments.
Under Control act.
Certificate is issued
to reduce vehicular
emissions
Sets out the Use of blasting
The Explosives Act (& regulations as to materials if required
Rules) 1884 (1983) regards the use of for new quarrying Chief Controller
12 Yes
its subsequent explosives and operation and storing of Explosives
amendments. precautionary of Diesel / Petrol in
measures while the camp site, to be

Applica
Implementing /
Agency
No)
blasting & obtained by the
quarrying contractor /
Concessionaire
Protection to the
Hazardous materials
general public from
Public Liability And like Bitumen shall be State Pollution
13 accidents due to Yes
Insurance Act,1991 used for road Control Board
hazardous
construction
materials
Hazardous and Other
Wastes Protection to the Hazardous wastes
(Management, & general public shall be generated
Transboundary against improper due to activities like State Pollution
14 Yes
Movement) Rules, handling and of maintenance and Control Board
2016 and its disposal of repair work on
subsequent hazardous wastes vehicles
amendments’
Construction waste
shall be generated
Construction and
due to the
Demolition Waste Safe disposal of
demolition of existing
Management Rules, construction waste State pollution
15 Yes structures and
2016 and Solid and municipal solid Control Board
municipal waste shall
Waste Management waste
be generated from
Rules 2016
the construction
worker camp
Chemical Accidents Handling of
Protection against
(Emergency hazardous District & Local
chemical accident
Planning, (flammable, toxic and Crisis Group
16 while handling any Yes
Preparedness and explosive) chemicals headed by the
hazardous
Response) Rules, during road DM and SDM
chemicals resulting
1996 construction
Mines & Minerals Permission of No mining of sand or
(Regulation & Mining of aggregates. These State
17 Development) Act, aggregates and No materials shall be Department of
1957 as amended in sand from river bed procured from Mining
1972 & aggregates approved agencies
The Building & Other
Construction
Workers (Regulation
Employing Labour / Employment of District labour
18 of Employment & Yes
workers labours Commissioner
Conditions of
Service) BOCW Act,
1996

8.9 BASELINE ENVIRONMENT SCENARIO
8.9.1 Jodhpur District
Jodhpur District is bounded by Nagaur in the east, Jaisalmer in the west, Bikaner in the north and
Barmer and Pali in the South. The total length of the district from north to south is about 197 Kms and
from east to west it is about 208 Kms. The district of Jodhpur lies at a height of 250-300 metres above
sea level. This district comes under the arid zone of the Rajasthan state. It covers 11.60 percent of the
total area of arid zone of the state. Some of the area of the great Thar Desert in India also comes within
the district. General slope of the terrain is towards west. Being a popular tourist destination, there are
plenty of tourist attractions in Jodhpur. The district is known for its scenic beauty and rich cultural
heritage and tradition
8.9.2 Study Area
Details of affected structure and trees were collected for Corridor of Impact. Details of sensitive
receptors, those are located beyond COI were also collected as the noise and air pollution may take
place beyond direct area of impact.
8.9.3 Data Collection
Efforts have been made to collect the latest information both at regional as well as local level especially
along the project roads alignment.
8.9.4 Secondary Data
Data collection from the secondary sources has been done from various authentic and published
sources. Following are some important information available from secondary sources.
• Project objectives, technical information on existing road features from Contract Document
• Climatic condition & long-term meteorological data from Indian Meteorological Department
and government websites
• Geology, seismicity, soil and topography from government websites & district groundwater
brochure of CGWB
• Land Use from Google Earth, Bhuvan site and observation during surveys
• Topo-sheet, Google Earth & field observation
• Published literatures for Baseline Profile
8.9.5 Primary Data
Field study shall be carried out to generate and collect primary data in the study corridor, which
involves:
• Inventory of road features like drinking water source, water bodies, community structures,
environmentally sensitive locations areas, congested locations etc. from physical surveys
• Enumeration of roadside trees
• Environmental Baseline
8.9.6 Physical Environment
Climate and Meteorology
The distribution of climatic regions of Rajasthan on the basis of rainfall and temperature variations is
divided into the following 5 categories:
• Arid Region:

• Semi-arid Region
• Sub-humid Region
• Humid Region
• Very Humid Region
The project area lies in semi-arid region of the state. The region is characterized by low and highly
variable rainfall.
Long term Meteorological Scenario
Temperature Rainfall
Month Period Avg. Max Avg. Min Avg.
°C °C mm
January 1901-2000 25.0 9.6 10.2
February 1901-2000 27.8 11.8 4.8
March 1901-2000 33.4 17.2 3.9
April 1901-2000 38.4 22.7 5.1
May 1901-2000 41.4 26.8 66.1
June 1901-2000 40.1 28.2 35.1
July 1901-2000 36.0 26.8 120.8
August 1901-2000 33.7 25.3 128.9
September 1901-2000 35.0 24.1 57.6
October 1901-2000 36.0 19.9 8.1
November 1901-2000 31.5 14.5 2.6
December 1901-2000 26.8 10.8 1.6
Source: Indian meteorological Department
Land
Terrain
The terrain on the projects stretch is plain and sand dune. .

Land Use
The land use pattern along the project road is of mostly barren. The built-up area is growing rapidly
along this stretch.
Physiography
Rajasthan has varying topographic features though a major part of the state is dominated by parched
and dry region. The extensive topography includes rocky terrain, rolling sand dunes, wetlands, barren
tracts or land filled with thorny scrubs, river-drained plains, plateaus, ravines and wooded regions. In a
more broad way the topography of Rajasthan can be divided in the following regions- the Aravalli or the
Hilly regions, the Thar and the other arid regions, the Plateaus including Vindhaya and the Malwa, the
Fertile plains including the Mewar, the Forest Regions and the Waterbodies including Rivers and Salt
Lakes. The Project road falls in Arid Region. The general physiography along the project road are Sand
Dunes, Alluvial plains, Ridges and Hillocks.

List of Ancient Monuments of Jodhpur district
Monuments Name Location

Jodhpur Fort Jodhpur
Hari-Har Temple-1 Jodhpur
Sun Temple (Temple no.7) Jodhpur
Shiv Temple (Temple no.8) Jodhpur
Piplad Mata Temple (Temple no.9) Jodhpur
Vishnu Temple Jodhpur
Jain Temple Jodhpur
Sachiya Mata Temple Jodhpur
Baoli (Step well known as Jalra or Jhalra) Jodhpur
Heroes Hall "Veero Ki Dalan" Jodhpur
Cenotaph of Rao Mal Deva Jodhpur
Cenotaph of Motaraja Udai Singh Jodhpur
Cenotaph of Sawai Raja Sur Singh Jodhpur
Cenotaph of Raja Gaj Singh Jodhpur
Cenotaph of Maharaja Jaswant Singh-I Jodhpur
Cenotaph of Maharaj Ajeet Singh Jodhpur
Cenotaphes at Panch Kunda Jodhpur
Kakku Deval and Kirti Stambha Jodhpur
Sculputre of Tokeshwara Maharaja Jodhpur
Ravana ki Chanwari Jodhpur
Seismicity
The north-western part of India in Rajasthan State where the project road lies comes under the stable
seismic zone. The entire stretch of the project highway traverses through sub category seismic zone II of
seismic zoning classification system as defined by the Seismic Zoning Committee1. Zone - II is most
stable and Zone - V is considered to be least stable. In the revision of the seismic zones in year 2000, the
seismic Zone - I has been merged in Zone - II by BIS. The project corridor thus is in a zone of stability.
The 1984 BIS Zoning map had placed it in Zone I and II. It must be noted that BIS estimates the hazard,
based in part, on previous known earthquakes.
1 IS 1893(Part 1):2002 ‘Criteria for Earthquake Resistant Design of Structures: Part 1 General
provisions and Buildings’

Figure 8-2: Seismic zone map
Source: Source: National Atlas Thematic Mapping Organisation, Govt. of India & DM & Relief
Department, Govt. Of Rajasthan
Geology
The geological set-up of the district Jodhpur is represented by various igneous, metamorphic and
sedimentary rocks. Delhi Super Group litho units are very limited and in the form of isolated pockets.
Erinpura granites and Malani igneous rocks cover large area in the southern part of the district. Marwar
Super Group of rocks occupies maximum geographical area of the district lying in the central, western,
and eastern parts of the district. The rock units of various formations belonging to Cenozoic epoch/era
represented in very small area and lies in the north-western parts of the district. In the entire district,
the hard rocks are overlain by thin blanket of alluvium and windblown sand.
Soil
Major Soil Types of Jodhpur District are Red desertic soils, Desert soils, Sand dunes, Lithosol & regosols
of hills, Saline soils and Sierozem & in Barmer are Desert soil, Sand dunes, Red desertic soil, Saline soil

of depressions, Lithosols & Regosols of hills. To assess the soil characteristics along the corridor four soil
samples were collected and analyzed for Physical and Chemical properties.
Air Quality
Monitoring of air quality shall establish the exact scenario and will also help to assess the potential
impact of the project on them. To establish the baseline air quality scenario representative ambient air
quality-monitoring stations shall be selected within the study corridor. Sampling and analysis of air
samples shall be conducted by taking 24 hourly samples at each location as per guidelines of CPCB and
the requirements of MoEF. The air quality in the project area is less polluted. The AAQ of the project
area is given in below Table. From the table it is evident that concentrations of all pollutants are well
within the prescribed limits of the National Ambient Air Quality Standards. The maximum concentration
of PM10 is 78.97 µg/m3 at Guda Bishnoiyan, while the minimum concentration is 71.86µg/m3 at
Kanana. For PM2.5 the maximum readings was found 47.28 µg/m3 at Guda Bishnoiyan, while the
lowest value of PM2.5 was recorded to be 40.29 µg/m3 at Samadari. Source of these data is EIA study
of SH-68
Noise
To understand the prevailing condition noise level along road side shall be monitored by using suitable
Noise Level Meter and shall be compared as per CPCB standard. However, this noise is expected to
reduce due to improvement of the road.
There are few noise sensitive features have been spotted along the project road section. noise
monitoring has been carried out once during the entire study period (over a period of twenty-four
hours to obtain Leq values at uniform time intervals of 1 hour. For each location, day and night time Leq
values have then been computed from the hourly Leq values such that comparison could be made with
the national ambient noise standards. Day & night time Leq has been computed from the hourly Leq
values as per standards.
Water Environment
Ground water occurs under unconfined to semi-confined conditions in rocks of Delhi Super Group,
Jodhpur sandstone, Bilara limestone, Nagaur sandstone, Lathi sandstone and unconsolidated sediments
(valley fills and alluvium). These form the chief source of ground water in the district. Confined
condition is also met sometimes at deeper levels in the northwestern part of the district.
Hydrogeological map of the district is presented in figure below

Source: CGWB Jodhpur
 Surface water/Ground Water Scenario
Surface Water
Luni River runs parallel to the road in southern side starting from Luni Village to end of the project road
section. The distance varies from 0-500 m. Luni is a seasonal river. It originates in the Pushkar valley of
the Aravalli Range, near Ajmer and ends in Rann of Kutch in Gujarat. It receives much of the drainage of
the southwest slopes of the Aravalli Range. With a course of some 495 km, the Luni is the only major
river of Rajasthan, and it serves as an essential source of irrigation waters. Few ponds are located along
the project corridor. Many of these water bodies play very crucial role to the local biodiversity and
community. One representative surface water sample was collected and analysed
Ground Water
The project area falls in such an area where Water Level remains 10-40 M bgl in pre monsoon & 10-40
M bgl in Post monsoon season. That means the project area lies in a Ground Water Scarce region.
During public consultation the same thing was also understood. 5 ground water/Drinking Water
samples were collected to assess the ground water quality along the project corridor.
As per CGWB Report, during Pre-monsoon 2014, it is observed that only 1% area in Rajasthan water
level remains in the range of 0-2 m bgl, 9% have shown water level in the range of 2-5 m bgl. About 25%
have shown water level in the range of 5-10 m bgl, 27% of the locations have shown water level in the
range of 10-20 m bgl. Deeper water level in the range of 20-40 m bgl is observed at 18% of the locations
analysed and water level more than 40 m bgl is observed at 20% of the study locations. Thus more than
65% of the wells show depth to water level in the range of 10 to more than 40 m bgl.

During November 2014, it is observed that only 9% locations in Rajasthan have shown water level in the
range of 0-2 m bgl, 18% of the locations have shown water level in the range of 2-5 m bgl. About 21%
have shown water level in the range of 5-10 m bgl, 18% of the locations have shown water level in the
range of 10-20 m bgl. Deeper water level in the range of 20-40 m bgl is observed at 17% of the study
location analyzed and water level more than 40 m bgl is observed at 18% of the locations. Thus 53% of
the wells show depth to water level in the range of 10 to more than 40 m bgl.
Figures depicting Groundwater Level in Pre & Post Monsoon season has been presented below.
Source: Source: CGWB Jodhpur district booklet
 Surface Water Scenario
Luni River runs parallel to the road in southern side starting from Luni Village to end of the project road
Figure 8-3: Ground Water Scenario in Project State

section. The distance varies from 0-500 m. Luni is a seasonal river. It originates in the Pushkar valley of
the Aravalli Range, near Ajmer and ends in Rann of Kutch in Gujarat. It receives much of the drainage of
the southwest slopes of the Aravalli Range. With a course of some 495 km, the Luni is the only major
river of Rajasthan, and it serves as an essential source of irrigation waters.
Table 8-4: Details of Water Sources along the Project road
Sr. No Description Chainage Distance From Road Center Side

1 Water Tank 0.070 15.54 RHS
2 Water Tank 0.309 26.27 LHS

Sr. No Description Chainage Distance From Road Center Side

Distance From
Sr. No Description Chainage Side
Road Center
1 Bore Well 13.333 52.4 RHS
2 Bore Well 33.484 17.88 RHS
3 Bore Well 33.669 10.53 LHS
4 Bore Well 38.580 17.94 LHS
5 Well 39.517 17.13 LHS
6 Hand Pump 39.263 12.85 RHS
8.9.7 Biological Environment
Protected Areas
Guda Bhisnoiya a Conservation reserve (Protected Under Wildlife Protection Act, 1972) is located within
10Km radius of project site
Forest
According to India State of Forest Report, 2011, the recorded forest area of Rajasthan State is 32639
km2 which constitute 9.54% of its total geographical area. The Reserve Forest, Protected Forest and Un-
classed Forests constitute 38.16%, 53.36% and 8.48% respectively of the total state forest area.
However, the forest cover of the state is 16,087 Km2 which is just 4.70 % of the state’s total
geographical area. The comparative Forest Cover details of the project Districts and Project State has
been presented in table below. It is observed that the percentage of forest cover out of total
geographical area in both of the project district is quite less than the state’s overall percentage.
Comparative details between the Project District & State forest Cover have been presented in below
table. Whereas below figure presents the Forest Cover Map of Project State.

Table 8-5: Forest Cover in the Project District & Project State
Area in Km2 % of
District/State Geographic Very Dense Moderately Open Geographical
Total
al Area Forest Dense Forest Forest Area
Jodhpur 22850 0 3 90 93 0.41
Rajasthan 342239 72 4448 11567 16087 4.70
Source: India State of Forest Report, 2011(FSI)
Figure 8-4: Forest cover map of Rajasthan state
The details of forest area along the project stretch shall be elaborated in detailed EIA Report
Flora & Fauna
The project road section lies in the jurisdiction of Jodhpur and Barmer Districts which are characterized
by arid zone. Such an extreme climatic condition is a challenge to any kind of life forms. As per the
details obtained from Jodhpur Forest Division, among floral community about 61 species of Trees, 57
species of Shrubs and herbs, 17 Species of Climbers and 42 varieties of grasses and among fauna about
25 Species of Birds and 11 species of Mammals are recorded. Whereas in Barmer Division 57 species of
Trees, 55 species of Shrubs and herbs, 16 Species of Climbers and 41 varieties of grasses are recorded.
Among faunal community 23 Species of Birds and 16 species of Mammals and Reptiles are recorded.
These include endangered and Schedule I (as per Wildlife Act, 1972) species like Eurasian Spoon Bill,
Monitor Lizards (Varanus griseus), Black Buck & Chingkara. Demoiselle Crane also found in the project
area in September –October month. The detailed check list obtained from Jodhpur & Barmer Forest
Department has been attached as Annexure 4.2 (Source: Work Plan 2013-14 to 2022-23).

Floral Components along Project Road Section
S. No. Local/Common Name Scientific Name Family

1 Neem Azadirachta indica Meliaceae
2 Khejri Prosopis cineraria Fabaceae
3 Exotic Babul/Kikar Prosopis Juliflora Fabaceae
4 Indian Babul Acacia nilotica Fabaceae
5 Israeli babul Acacia tortilis Fabaceae
6 Banyan Ficus benghalensis Moraceae
7 Jatropha Jatropha curcas Euphorbiaceae
8 Ker/Berry of Rajasthan Capparis decidua Capparaceae
9 Jar/ Pillu ke per Salvadora persica Salvadoraceae
10 Peepal Ficus religiosa Moraceae
11 Eucalyptus Eucalyptus sp Myrtaceae
Birds along the project road
Schedule
S. IUCN
Local/Common Name Scientific Name Family (WL Act,
No. Status
1972)
Dicrurus
1 Black Drongo Dicruridae LC IV
macrocercus
Saxicoloides
2 Black Robin/Indian Robin Muscicapidae LC IV
fulicatus
Himantopus
3 Black-winged stilt Recurvirostridae LC IV
himantopus
Merops
4 Blue-tailed bee-eater Meropidae LC -
philippinus
Brahminy starling/brahminy Sturnia
5 Sturnidae LC IV
Mayna pagodarum
6 Cattle Egret Bubulcus ibis Ardeidae LC IV
Sarkidiornis
7 Combed Duck Anatidae LC IV
melanotos
Acridotheres
8 Common myna Sturnidae LC IV
tristis
9 Common Crow Corvus splendens Corvidae LC V
Anthropoides
10 Demoiselle crane Gruidae LC IV
virgo
grey francolin/ grey Francolinus
11 Phasianidae LC IV
partridge/Titar pondicerianus
Coracias
12 Indian Roller Coraciidae LC IV
benghalensis
13 Jungle Babbler Turdoides striata Leiothrichidae LC IV
14 Common Raven Corvus corax Corvidae LC -
Eudynamys
15 Koel Cuculidae LC IV
scolopaceus
16 Oriental Robin Copsychus saularis Muscicapidae LC IV
17 Rose ringed Parakeet Psittacula krameri Psittaculidae LC IV
18 Pea Fowl Pavo cristatus Phasianidae LC IV
19 Pied myna / Asian Pied Gracupica contra Sturnidae LC IV

Schedule
S. IUCN
Local/Common Name Scientific Name Family (WL Act,
No. Status
1972)
Starling
20 Rock Pigeon Columba livia Columbidae LC -
21 Purple Sunbird Cinnyris asiaticus Nectariniidae LC IV
22 Red Vented Bulbul Pycnonotus cafer Pycnonotidae LC IV
23 Red-wattled lapwing Vanellus indicus Charadriidae LC IV
24 Small Green Bee Eater Merops orientalis Meropidae LC -
25 Sparrow Passer domesticus Passeridae LC -
Platalea
26 Eurasian Spoon Bill Threskiornithidae LC I
leucorodia
Spilopelia
27 Spotted dove Columbidae LC IV
chinensis
28 Shikara Accipiter badius Accipitridae LC -
Mammals along the project road
Schedule
S. Local/Common IUCN
Scientific Name Order Family (WL Act,
No. Name Status
1972)
Boselaphus
1 Blue Bull/ Neel Gai Artiodactyla Bovidae LC III
tragocamelus
2 Black Buck Antilope cervicapra Artiodactyla Bovidae NT I
Indian gazelle/
3 Gazella bennetti Artiodactyla Bovidae LC I
Chinkara
4 Jackal Canis aureus Carnivora Canidae LC II
Funambulus
5 Squirrel Rodentia Sciuridae LC IV
palmarum
The detailed list of flora and fauna will be given in EIA Report.
Social and Cultural Feature
Settlements Along The Project Road Section
Proposed road is a ring road of Jodhpur city all the settlements come along the project road is mostly
belongs to Jodhpur city. Major junction of the proposed road is Dangiyawas, Alkadhara, Pali Junction,
Palgao and Gopal Bari.
Census
The project highway passes through the district of Jodhpur & Barmer in Rajasthan. As per the 2011
census, Rajasthan has a total population of 68,548,437 and the total male and female population in the
state is 35,550,997 and 32,997,440 respectively. The population density per sq km is 200. The total
number of literates of the state is 38,275,282 while the sex ratio is 928. The demographic profile of
Project Districts and Project State is presented in table below.

Table 8-6: Census Details
Total Population Population No of Literate Population

State / Sex
density
District Persons Males Females Ratio Persons Males Females
(/Km2)
Jodhpur 3,687,165 1,923,928 1,763,237 916 161 2,031,532 1,265,753
765,779
14,586,8
Rajasthan 68,548,437 35,550,997 32,997,440 928 200 38,275,282 23,688,412
70
Source: Census of India 2011
Public facilities/Archaeological Resources
No archaeological site is located in the project area though few archaeological sites are present in the
project districts. Number of public facilities is observed along the project road section. The details are
presented below.
Table 8-7: List of public facilities along the Project Stretch
Sr. No. Public Facilities (Nos.)

1 Hotels 14
2 Petrol Pump 7
3 High Court 1
4 Schools 4
Source: Primary Study
Table 8-8: List of Temples along the Project Road
Distance From
Sl. No Description Chainage Side
Road Center
1 Temple 5.855 36.56 RHS
2 Temple 13.328 55.82 RHS
3 Temple 16.943 31.77 LHS
4 Temple 31.049 25.09 LHS
5 Temple 32.786 9.37 LHS
6 Temple 36.043 28.26 RHS
7 Temple 36.234 26.28 RHS
8 Temple 36.966 25.34 LHS
9 Temple 37.635 16.31 LHS
Distance From
Sr. No Description Chainage Side
Road Center
1 Samadhi 5.607 26.75 LHS
2 Samadhi 21.235 25.37 RHS
3 Samadhi 32.781 9.60 LHS

8.10 STAKEHOLDER CONSULTATION
 Process and Methodology
As a part of the project preparation and to ensure that the community support is obtained and the
project supports the felt needs of the people; stakeholder consultations are carried out as an integral
component. Individual interviews, field level observations, community consultations & meetings are
used to collect stakeholders input on the project. Meetings with community are conducted in both ways
i.e. formal as well as informal.
 Areas / Issues that are of Concern to the Stakeholders

• Compensation for loss of properties at market rate
• Land & Resettlement issues
• Drainage system & drinking water facilities issues
• Provision of new bus shelters in lieu of demolished shelters
• Provision of public toilet facility
• Employment to local people during construction work
• Provision of footpath in settlement area
• Felling of trees
• Pollution due to vehicular emission and generation of dust & noise
8.11 POTENTIAL ENVIRONMENTAL IMPACTS
The environmental components are mainly impacted during the construction and operational stages of
the project and have to be mitigated for and incorporated in the engineering design. Environmental
mitigation measures represent the project’s endeavour to reduce its environmental footprint to the
minimum possible. These are conscious efforts from the project to reduce undesirable environmental
impacts of the proposed activities and offset these to the degree practicable. Enhancement measures
are project’s efforts to gain acceptability in its area of influence. They reflect the pro-active approach of
the project towards environmental management.
 Impacts on Climate
Slight change in the micro-climate of the area is expected due to Heat Island Effect as unpaved area will
be converted into the paved road. However, Impact on the climate conditions from the proposed
project will not be significant in long run as deforestation and / or removal of vegetation will be
compensated by compensatory plantation to the tune of double the area denuded.
 Impact on Air Quality
There will be rise in PM levels during the construction activities, which shall again be within prescribed
limit after the construction activities are over.
 Impact on Noise Levels
The area is likely to experience an increment in noise level due to increase in vehicle movement.
 Impact on Water Resources and Quality
The construction and operation of the proposed project road will not have major impacts on the surface
water and the ground water quality in the area. Physical loss of 8 water bodies has been envisaged at
this stage.

Contamination to water bodies may result due to spilling of construction materials, oil, grease, fuel and
paint in the equipment yards and asphalt plants. This will be more prominent in case of locations where
the project road crosses rivers, nallahs, etc. Mitigation measures have been planned to avoid
contamination of these water bodies.
 Impact on Ecological Resources
Trees are likely to be affected due to the proposed development leading temporally loss of micro
ecosystem. However, on the long run the impacts will be compensated in terms of compensatory
afforestation and avenue plantation.
Someswara wildlife sanctuary is also located in the project area. The impact on the protected site to be
envisaged thoroughly
 Impact on Land
During the construction of the proposed project, the topography will change due to cuts & fills for
project road and construction of project related structures etc. Provision of construction yard for
material handling will also alter the existing topography. The change in topography will also be due to
the probable induced developments of the project. Land acquisition is proposed.
8.12 MITIGATION AND ENHANCEMENT MEASURES
Mitigation and enhancement measures have been planned for identified adverse environmental
impacts. The project impacts and management plan suggested thereof are summarized in table below:
Table 8-9: Impact & Mitigation
Particulars Stages Potential Impacts Mitigation Measures

Physiographic Environment
Proper planning to keep the
land reformation up to bare
minimum
No new quarry for the project
Slight changes are
If quarry is required then obtain
expected due to proposed
Preconstruction & Prior Environmental Clearance
Topography project
Construction from SEIAA (if applicable) and
Impacts are marginal, but
Quarry Development Plan need
permanent.
to be enforced
Blasting to be done as per
requirement and with proper
safe guards is envisaged
If new sand quarry is opened
required then obtain Prior
Impacts are moderate
Preconstruction & Environmental Clearance from
Geology because of extraction of
Construction SEIAA (if applicable) and
sand
Quarry Development Plan
needed
Climate
Temperature / Preconstruction & Tree felling will have an Compensatory afforestation of
Rainfall / Construction impact of micro-climate of the trees to be cut as per Forest


Humidity the area Dept. guidelines
Heat island effect due to With the proposed avenue
increase in paved roads plantation scheme, the micro
Low spatially restricted climate of the project corridor
short-term impact will be smoothening
Land
Design,
Compensatory afforestation
Loss of Forest Preconstruction & Diversion of forest
Payment of NPV
Construction
Civil authorities to plan and
Induced Preconstruction & Insignificant change in the guide any induced development
Development Construction land use pattern using the prevailing regulatory
framework
Soil
Embankment protection
Preconstruction,
In Road slopes and spoils through pitching & turfing
Soil Erosion Construction &
Erosion in excavated areas Regular water sprinkling in
Operation
excavated areas
Hazardous and Other Wastes
(Management & Transboundary
Scarified bitumen wastes
Movement) Rules, 2016
Oil and diesel spills
Oil Interceptor will be provided
Emulsion sprayer and
Preconstruction, in storage areas for accidental
Contamination laying of hot mix
Construction & spill of oil and diesel
of Soil Production of hot mix and
Operation Rejected material to be laid as
rejected materials
directed by monitoring
Residential facilities for
consultant.
the labour and officers
Septic tank to be constructed
for waste disposal.
Water
Wise design; compensatory
digging
Provision of Storage /
harvesting structure of water,
wherever feasible
Physical Impact/Patial loss
Oil Interceptor, sedimentation
of Water Bodies
chambers, oils and grease
Depletion of ground water
separators and Septic tank in
recharge
Design, construction camp to be
Contamination from fuel
Impact on Preconstruction, provided.
and lubricants & waste
Water Resource Construction & Enforcement of Hazardous and
disposal in camp area
Operation Other Wastes (Management &
Contamination of surface
Transboundary Movement)
water system due to run-
Rules, 2016
off from road construction
Both side drain facility to
area
suitably divert the run-off from
roads
Existing cross drainage
structures have been planned
to maintain for proper cross


drainage.
Air
Regular Sprinkling of Water
Fine materials to be completely
covered, during transport and
stocking.
Shifting of utilities,
Hot mix plant to be installed in
Preconstruction& removal of trees &
Dust generation down wind direction with at
Construction vegetation, transportation
least 500m distance from
of material
nearby settlement.
Regular monitoring of
particulate matter in Ambient
Air
Air pollution Norms will be
enforced.
Operation of Hot mix Only PUC certified vehicles and
Preconstruction,
Gaseous plant and vehicle machineries shall be deployed
Construction &
pollutants operation for material Labourers will be provided with
Operation
transportation mask.
Regular gaseous pollution
monitoring in ambient air
Paving of shoulders
Ambient air Generation of Dust
Operation Compliance with statuary
quality Air pollution from traffic
regulatory requirements
Noise
Man, material and
machinery movements No Horn Zone sign, Speed
Pre-
Establishment of labour Barriers near sensitive receptors
Construction Pre-Construction
camps, onsite offices, Camps will be setup more than
Activity
stock yards and 500m away from settlements.
construction plants
Camp will be setup more than
Operation of high noise
500m away from the
equipment like hot mix
settlements, in down wind
Construction plant, diesel generators
Construction direction.
Activity etc.
Noise pollution regulation to be
Community residing near
monitored and enforced.
to the work zones.
Provision of Noise barriers etc.
Indiscriminate blowing of Restriction on use of horns
Operation Stage Operation
horn near sensitive area No Horn Zone sign.
Ecology
Felling of only unavoidable trees
Compensatory Afforestation as
per Forest Dept. guidelines
Preconstruction, Loss of vegetation cover Plantation of trees along the
Flora
Construction Felling of trees project road, median and in
areas realigned and maintaining
the same for a minimum of
three years
Fauna Preconstruction, Loss of insect, avian and Compensatory Afforestation


Construction & small mammalian species Speed breaker and limit in
Operation due to felling of trees sensitive areas
Accidental run over Wise selection of alignment
Social
Design, Loss of livelihood Rehabilitation Action Plan
Socio
Preconstruction & Loss of CPRs, Religious Relocation of CPRs, Religious
Environment
Construction Structures Structures to suitable place
Public Health and Road Safety
Continued consultation with
PAPs and the competent
authority for speedier
settlements of appropriate
compensation package and
Psychological impacts on resettlement.
project affected people Ensuring sanitary measures at
Migration of worker may construction camp to prevent
lead to sanitation problem water borne disease and vector
Preconstruction,
Health and creating congenial borne disease.
Construction &
safety condition for disease Provision for appropriate
Operation
vectors personal protective equipment
Discomfort arising of air like earplugs, gloves gumboot,
and noise pollution and mask to the work force.
Hazards of accident Safe traffic management at
construction area.
Drive slow sign and speed
barriers near community
facilities like school, hospital,
etc.
8.13 INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL MANAGEMENT PLAN
The responsibility of implementing the mitigation measures lies with Environment Team duly appointed
by the Contractor & Concessionaire. The overall supervision of Environmental monitoring works during
construction and operation stage shall be carried out by client, with the help of the Supervision /
Independent / Authority Engineer.
To mitigate the potential negative impacts of proposed development and measurement the
performance of mitigation measures, an Environmental Monitoring and Management Plan is being
developed. The Concessionaire shall finalise the EMP & EMOP and obtain the approval of the same
from the Supervision / Independent / Authority Engineer.
8.14 ENVIRONMENTAL BUDGET
An indicative Environmental Budget is presented in the below table. Howevr, more precise budget by
covering various environmental management measures shall be worked out and furnished in detailed
EIA Report.

Table 8-10: Environmental Budget
Total cost (INR)

Item Quan Unit cost
Component Description Unit Cost in
No. tity (INR) Detail Cost
Crores
1 MITIGATION / ENHANCEMENT COST
1.1 Pre-construction Stage
Land
1.1.1 Covered in RAP Budget 0.00 0.000
acquisition
Relocation and
construction of
affected hand
pumps, water
Covered in Utility Shifting
1.1.2 Water storage tanks, open 0.00 0.000
Budget
wells, water taps,
OHT etc. as per
directions of the
Engineer.
1.2 Construction Stage
Compensatory Re-
plantation to offset
the loss of trees
due to widening of
the project corridor
in accordance to
the relevant forest
laws (Minimum of
2 trees planted for
1.2.1 No. 0 2,000.00 - 0.000
every tree cut)
including
Plantation and
maintenance at
locations & as per
directions of the
forest department
Horticulture
or administrative
department
Planting of
flowering, shade,
medicinal,
ornamental & fruit
bearing trees in
1.2.2 No. 0 1,500.00 - 0.000
suitable area @
400 numbers per
Km. (single row of
200 on each side)
in rural areas
Circular tree guard
& /other for
1.2.3 No. 0 500.00 - 0.000
protection of
plantation

Total cost (INR)

Item Quan Unit cost
Crores
Landscaping and
aesthetics of
junctions and at
other locations as
per design,
drawings and
1.2.4 LS - 5,00,000.00 5,00,000.00 0.050
direction of the
Environmental
Engineer /
Environmental
Specialist of the
Engineer
Slope / Turfing of
sq. m. (Covered in
1.2.5 Embankment embankment with 0.00 0.000
Engineering Cost)
protection grasses and herbs.
Providing Oil
Interceptors as per
design and drawing
at vehicle work
shop areas and as
Soil & Ground
1.2.6 per directions of Nos. 1 30,000.00 30,000.00 0.003
Water
the Environmental
Specialist /
Environmental
Engineer of the
Engineer.
Silt Fencing for
Water Bodies runnin
1.2.7 Surface Water 250 1,100.00 2,75,000.00 0.028
adjacent to the gm
road
Cost of transport &
distribution of
cooking fuel to
Month
1.2.8 Flora construction 24 4,000.00 96,000.00 0.010
s
workers to prevent
indiscriminate
felling of trees
Dust Management
with sprinkling of
water, covers for
75.00
1.2.9 Air vehicles Km 30,000.00 22,50,000.00 0.225
0
transporting
construction
material
1) provision of and
1.2.1 2) Dismantleling runnin
Noise 400 1,000.00 4,00,000.00 0.040
0 and new gm
construction of

Total cost (INR)

Item Quan Unit cost
Crores
compound wall of
noise sensitive
features up to a
height of total 2m
above ground level
complete in all
respect as per
Technical
Specifications and
as per the direction
of the Engineer.
Disposal of Sewage
and other wastes in
the construction
yard and labour
camps as per
1.2.1 Solid Waste
directions of the Month 24 5,000.00 120000.00 0.012
1 Disposal
Environmental
Specialist /
Environmental
Engineer of the
Engineer.
1.2.1 Cultural Relocation of
Covered in RAP Budget 0.000
2 properties cultural properties
1.2.1 Roadside Construction of Bus
Covered in Engineering Cost 0.00 0.000
3 amenities Bays
1.3 Operation Stage
Maintenance
of flowering,
shade,
medicinal,
ornamental &
fruit bearing
trees in
1.3.1 Horticulture No. 0 1,500.00 - 0.000
suitable area @
400 numbers
per Km. (single
row of 200 on
each side) in
rural areas for
3 Years
TOTAL MITIGATION / ENHANCEMENT COST 36,71,000.00 0.367
2 MONITORING COST
2.1 Construction Stage
Sampling and
No. of
monitoring
2.1.1 Air Sample 576 2,000.00 11,52,000.00 0.115
ambient Air Quality
s
and gaseous

Total cost (INR)

Item Quan Unit cost
Crores
pollutants as per
CPCB Standard
Procedures at 3
locations including
approved hot mix
plant locations,
sensitive area and
chainages as per
direction by
Environmental
Specialist /
Environmental
Engineer of the
Monitoring
Consultant for
three seanosn a
year for 2.0 years
as per the
Monitoring Plan
given in EMP
Analysis charges of
Ambient air from
samples collected
for parameters as
per AAQ Standards No. of
2.1.2 Notification, 2009 Sample 576 5,000.00 28,80,000.00 0.288
in consultations s
and directions of
the Engineer and
PWD as per MoEF
charges.
Collection of grab
samples of water
quality at 3
locations at
chainages
identified by the
engineer for 2
years (twice a year) No. of
2.1.3 Water Quality in pre & post Sample 16 400.00 6,400.00 0.001
monsoon seasons s
as per the
Monitoring Plan
given in EMP /as
per direction of
Environmental
Specialist /
Environmental

Total cost (INR)

Item Quan Unit cost
Crores
Engineer of the
Monitoring
Consultant
Analysis of water
quality at locations
in the monitoring
plan for pH,
Turbidity, total
solids, turbidity
COD, BOD, DO,
Chlorides,
Hardness, Oil &
Grease, TSS, TDS,
Total Coliform,
Iron, Fluorides,
Nitrates, E. coli,
Total coliform and No. of
2.1.4 faecal coliform as Sample 16 6,000.00 96,000.00 0.010
specified in s
"Standard Methods
for Examination of
Water and
Wastewater"
published by WEF,
AWWA and APHA
as per direction of
Environmental
Specialist /
Environmental
Engineer of the
Engineer and as per
MoEF rate list.
Monitoring Noise
level at Equipment
Yards, Sensitive
area and
Settlements using
hand held noise
meters at 3
locations at
2.1.5 Noise Nos. 24 2,500.00 60,000.00 0.006
chainages
identified by the
Engineer as per
directions of
Environmental
Specialist /
Environmental
Engineer of the

Total cost (INR)

Item Quan Unit cost
Crores
Monitoring
Consultant for
three seasons in a
year for 2 years as
per the Monitoring
Plan given in EMP
Monitoring Soil at 2
locations at
chainages
identified by the
Engineer as per
directions of
Environmental
Specialist /
2.1.6 Soil Nos. 12 2,501.00 30,012.00 0.003
Environmental
Engineer of the
Monitoring
Consultant for
twice a year for 2
years as per the
Monitoring Plan
given in EMP
Transportation cost
for monitoring of
Transportatio
2.1.7 noise, air and L.S. - 1,50,000.00 1,50,000.00 0.015
n Cost
water during
construction period
Enhancement of
2.1.8 LS 0.00 0.00 0.000
Environmenta Pond
l Facility for
2.1.9 Enhancement Roadside Drinking 8 25,000.00 2,00,000.00 0.020
Water
2.2 Operation Stage
Sampling and
monitoring
ambient Air Quality
and gaseous
pollutants as per
CPCB Standard
Procedures at 2 No. of
2.2.1 Air locations including Sample 135 2,000.00 2,70,000.00 0.027
sensitive area and s
chainages as per
direction by
Environmental
Specialist of
Consultant for once
in a month for 3

Total cost (INR)

Item Quan Unit cost
Crores
months x 3 season
in every alternate
year for 5 years
Analysis charges of
Ambient air from
samples collected
for parameters as
per AAQ Standards No. of
2.2.2 Notification, 2009 Sample 135 5,000.00 6,75,000.00 0.068
in consultations s
and directions of
the Consultant and
PWD as per MoEF
charges.
Collection of grab
samples of water
quality at 2
locations at
chainages for twice
a year in pre & post
monsoon seasons No. of
2.2.3 in every alternate Sample 30 400 12,000.00 0.001
year for 5 years as s
per direction of
Environmental
Specialist /
Environmental
Engineer of the
Consultant
Analysis of water
quality at locations
Water Quality
in the monitoring
plan for pH,
Turbidity, total
solids, COD, BOD,
DO, Chlorides,
Hardness, Oil &
Grease, TSS, TDS, No. of
2.2.4 Total Coliform, Sample 30 6,000.00 1,80,000.00 0.018
Iron, Fluorides, s
Nitrates, E. coli,
Total coliform and
faecal coliform etc.
as specified in
"Standard Methods
for Examination of
Water and
Wastewater"

Total cost (INR)

Item Quan Unit cost
Crores
published by WEF,
AWWA and APHA
as per direction of
Environmental
Specialist /
Environmental
Engineer of the
Consultant and as
per MoEF rate list.
Monitoring Noise
level at Sensitive
area and
Settlements using
hand held noise
meters at 2
locations for once
a year for every
2.2.5 Noise alternate year for 5 Nos. 15 2,500.00 2,25,000.00 0.023
years as per
directions of
Environmental
Specialist /
Environmental
Engineer of the
Monitoring
Consultant
Monitoring Soil at 2
locations at
chainages
identified by the
Engineer as per
directions of
Environmental
2.2.6 Soil Nos. 10 2,501.00 25,010.00 0.003
Specialist /
Environmental
Engineer of the
Engineer for once a
year for 1 year as
per the Monitoring
Plan given in EMP
Transportation cost
for monitoring of
noise, air and
Transportatio water during
2.2.7 L.S. - 1,25,000.00 1,25,000.00 0.013
n Cost operation period
for 5 years
considering every
alternate year.

Total cost (INR)

Item Quan Unit cost
Crores
TOTAL MONITORING COST 60,86,422.00 0.609
3 MISCELLANEOUS COST
3.1 Training Training L.S. - 2,50,000.00 2,50,000.00 0.025
Holding meetings
for policy planning
and subsequent
review meetings
with Revenue
Advocacy and Department, Forest
3.2 Year 12 15,000.00 1,80,000.00 0.018
Policy Making Department, local
representatives,
NGOs, etc.
regarding
development
controls.
Maintenance of
vehicle with the
Administrativ
Environment Cell,
e Charges Month
3.3 Data processing, 24 5,000.00 1,20,000.00 0.012
including s
administrative
logistics
support, stationery
etc.
Digital Camera for
3.4 the Environment No. 1 5,000.00 5,000.00 0.001
Miscellaneous
Cell
Items
Portable sound
3.5 No. 1 50,000.00 50,000.00 0.005
level meter
TOTAL MISCELLANEOUS COST 6,05,000.00 0.061
TOTAL COST 1,03,62,422.00 1.036
Contingency @ 5% on Total Environmental Cost 518121.10 0.052
GRAND TOTAL 10880543.10 1.088
Rate per kilometer 145073.91 0.01

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajastha Design Standards
CHAPTER 9.0: DESIGN STANDARDS
9.1 GENERAL
between 23o30 and 30o11 North latitude and 69o 29 and 78o 17 East longitudes. The state shares its
north-western and western boundary with the Indo-Pakistan international border that extends about
1,070 km and touches the major districts Barmer, Bikaner, Ganganagar and Jaisalmer. Rajasthan is
bordered by Pakistan in the west and northwest, the states of Punjab, Uttar Pradesh and Haryana in the
north and northeast. The state of Madhya Pradesh lies in the southeast and Gujarat in the southwest.
The huge portion of the State of Rajasthan is desiccated and houses the biggest Indian desert- the Thar
Desert known as the 'Maru-kantar'. The oldest chain of fold mountains- the Aravalli Range splits the
state into two geographical zones- desert at one side and forest belt on the other. Only 9.36% of the
total geographical region lies under forest vegetation.
The Aravalli Range literally meaning 'line of peaks' , is a range of mountains in western India running
approximately 800 km from northeast to southwest across states of Rajasthan, Haryana, and Gujarat.
The Aravali Range runs across the state from the southwest peak Guru Shikhar (Mount Abu), which is
1,722 m in height, to Khetri in the northeast. This divides the state into 60% in the northwest of the
range and 40% in the southeast. The northwest tract is sandy and unproductive with little water but
improves gradually from desert land in the far west and northwest to comparatively fertile and
habitable land towards the east.
The Thar Desert of Rajasthan is situated partly in India and partly in Pakistan. Bordering the desert on
four sides are, Indus plains to the west, Aravalli Range to the southeast, Rann of Kutch to the south,
and Punjab plains to the north and northeast.
Weather in Rajasthan varies with the seasons of the year. The weather in Rajasthan ranges from very
hot in summer to chilly in winter. Like its varying topography, Rajasthan has varying climate. The
weather or climate of the Rajasthan can be broadly classified into four distinct seasons. They are - Pre-
monsoon, which is the hot season preceding the monsoon and extends from April to June, the
Monsoon that occurs in the month of June in the eastern region and mid- July in the western arid
regions, the Post-monsoon that commences from mid-September and continues till November and the
Winter that extends from December to March, January being the coldest month of the year. The
average temperature in winter ranges from 8° to 28° C (46° to 82° F) and in summer the average
temperature range from 25° to 46° C (77° to 115° F).
9.2 TERRAIN CLASSIFICATION
The following terrain classification has been recommended in Clause 2.2 of IRC:SP:84-2014.
Terrain classification Percentage Slope of the country

Plain & Rolling 0 – 25
Mountainous 25 - 60
Steep >60
The proposed alignment follows the plain, Rolling & Mountainous terrain for the project stretch.

9.3 GUIDING PRINCIPLES
While carrying out the geometric design, the following points were taken into consideration:
• The designed facility shall not become obsolescent before the design year.
• Design shall be consistent and the standards followed for different elements shall be
compatible with one another.
• The design shall cover all geometric aspects of the road including signage, grade separated
structures, ROBs, etc.
• The design will be worked out, aiming at minimizing the vehicle operating cost, including
initial cost and cost of maintenance etc.
• The design will take into consideration the environmental, aesthetic and landscaping
aspects of the project road.
9.4 TRAFFIC DESIGN
9.4.1 General
The capacity standards for National Highways, designed for expressway standards have not been
framed so far at national level by the government. IRC has, however, published highway capacity
standards for rural / urban highways. Capacity analysis is fundamental to the planning, design and
operation of roads, and provides, among other things, the basis for determining the carriageway width
to be provided at any point in a road network with respect to the volume and composition of traffic.
Moreover it is a valuable tool for evaluation of the investments needed for future road constructions
and improvements.
9.4.2 Definitions and Concepts
Volume (or flow) is the number of vehicles that pass through a given point on the road during a
designated time interval. Since roads have a certain width and a numbers of lanes are to be
accommodated within that width, flow is always expressed in relation to the lane width (i.e., per lane or
per two lane etc.). The time unit selected is hour or day. ADT is the volume of average daily traffic when
the measurements are taken for a few days. AADT is the volume of the annual average daily traffic
when measurements are taken for 365 days of the year and averaged out. (Clause 3.5, IRC: 64 – 1990)
Density (or concentration) is the number of vehicles occupying a unit length of road at an instant of
time. The unit length is generally one Kilometre. Density is expressed in relation to the width of the
road (i.e. per lane or per two lanes etc.) When vehicles are in jammed condition, the density is at
maximum. This density is termed as the jamming density. (Clause 3.6, IRC: 64 – 1990)
Capacity is defined as the maximum hourly volume (vehicles per hour) at which vehicles can reasonably
be expected to traverse a point or uniform section of a lane or roadway during a given time period
under the prevailing road way, traffic and control conditions. (Clause 3.7, IRC: 64 – 1990)
Design service volume is defined as the maximum hourly volume at which vehicles can reasonably be
expected to traverse a point or uniform section of a lane or road way during the given time period
under the prevailing roadway, traffic and control conditions while maintaining a designated level of
service. (Clause 3.8, IRC: 64 – 1990)
Peak hour factor is defined as the traffic volume during peak hour expressed as percentage of AADT.
The peak hour volume in this case is taken as the thirtieth hourly Volume (i.e., volume of traffic which is
exceeded only during 30 hours in a year).

9.4.3 Speed Flow Relationship (Clause 4.1, IRC: 64 – 1990)
The speed-volume relationship is a parabola having maximum volume at a value of speed equal to half
the free speed.
The density-volume relationship is a parabola, having a maximum volume at a value of density equal to
half the jamming density.
The following relationship exists:
Q = KV
Where Q = Volume
K = Density, and
V = Speed
Maximum volume that can be accommodated on the road (Qmax, or vehicles per unit time) is
considered to be the road capacity. From the idealised relationship, it can be seen that the maximum
volume occurs at half the free speed (maximum speed) and half the jamming density, meaning thereby
that
Qmax = (0.5 Vf) x (0.5 Kj)
= (0.25 x Vf Kj)
Where Qmax = Maximum volume
Kf = Jamming density, and
Vf = Free speed
9.4.3.1 Equivalent Factors
The need of expressing capacity in passenger car units has triggered off many studies for establishing
appropriate passenger car equivalency (PCE) values for different types of vehicles. Notable among the
studies carried out in India are the road user cost studies (RUCS) by CRRI and the MORT&H. It has been
recognised that the PCE values vary under different traffic, roadway conditions and composition for any
given type of vehicle.
Equivalency Factor is a factor to convert the mixed flow of traffic in to single unit to express the capacity
of road. The unit generally employed is the passenger car unit (PCU).
The maximum service flow in terms of PCUs per day in rolling and hilly terrain will depend upon the
extent of trucks and buses present in the traffic stream, their PCU equivalent and the grades of the
alignment, PCU for commercial vehicles vary with the magnitude of grade. Further, the passenger car
equivalent factor decreases for the same grade with the increase in the percentage of commercial
vehicles.
Tentative equivalency factor for conversion of different types of vehicles in to equivalent passenger car
units based on their relative interference value, are given in Table 9.1 below (As per IRC: 64 – 1990).

Table 9-1: PCU Vehicle Classification and PCU Factors Used in the Study

Fast Moving Vehicles
Car, jeep, van 1.0
Taxi 1.0
Three wheeler (passenger and goods) 1.0
Two wheeler 0.5
Mini bus 1.5
Standard Bus (private and government classified) 3.0
Light Motor Vehicles (LMV) 1.0
Light commercial vehicle (passenger & goods) 1.5
Truck 2-axle 3.0
Truck 3-axle 3.0
4 to 6-axle truck 4.5
More than 6-axle truck 4.5
Agricultural tractor 1.5
Agricultural tractor with trailer 4.5
Slow Moving Vehicles
Cycle 0.5
Cycle rickshaw 2.0
Animal drawn cart 6.0
Hand drawn cart 8.0
9.4.4 Recommended design service volumes for two lane
Recommended design service volumes for two lane roads are given below in Table 9.2. The values
recommended are based on the assumption that the road has 7m carriageway and good earthen
shoulders are available. The capacity figures relates to peak hour traffic in the range of 8 - 10 percent
and level of service ‘B’ as defined in clause 5 of IRC: 64 – 1990.
Table 9-2 Design service volumes for two lane roads
Curvature Design service

Sl. No. Terrain
(degrees per kilometre) volume in PCU / day
Low (0-50) 15000
1 Plain
High (above 51) 12500
Low (0-100) 11000
2 Rolling
Low (0-200) 7000
3 Hilly
The capacity of four lane roads can be increased by providing paved and surfaced shoulders of at least
1.50 metres width on either side. Provision of hard shoulders results in slow moving traffic being able to
travel on the shoulders, which reduces the interference to fast traffic on the main carriage way. Under
these circumstances, 15 percent increase in the capacity can be expected vis-à-vis the value given in
Table 4.2.

9.4.5 Recommended Design Service Volume for Multilane Road /Four lane Road
Capacity on dual carriageway roads can be affected by factors like kerb shyness on the median side,
vehicle parking etc. A volume of 40000 PCUs can be adopted for four lanes divided carriageway located
in plain terrain. If paved shoulders of 1.5 m width on either side are provided, the capacity of four lane
dual roads can be taken up to 46000 PCUs. The capacity value mentioned above relate to LOS B on dual
carriageway. On dual carriageways it will normally not be desirable to adopt LOS B.
9.4.6 Free Flow Speed
An important element of the speed-flow curves of the project roads is the free flow speed. It is the
speed at which driver feels comfortable travelling under the physical, environmental and traffic control
conditions on a non-congested section of a multi lane highway, HCM (2000). All recent studies suggest
that speed on project road is insensitive to flow over a broad range of flows. Thus free-flow speed can
be established on an existing facility by measuring in the field, the average speed of vehicles when flow
rates do not exceed 1300 passenger car per hour per lane (PCPHPL) (HCM 1994). In the absence of
traffic flow speed data on highway in India, the free flow speed is required to be assumed.
9.4.7 Standards for At-Grade Intersections
The design standards for the at-grade junctions and interchange elements shall follow the provisions
contained in IRC: SP: 41-1994 & MOST Type design and IRC: 92-1985 suitably modified as per the
guidelines given in Manual for Safety in Road Design.
9.4.8 Traffic Signs, Road Markings and Other Furniture (IRC-67, IRC-35)
The design of traffic signs and road marking shall be done according to IRC standards. The road
markings shall comprise of carriageway markings, markings on intersection, hazardous locations,
parking areas etc to ensure safe movement of traffic as it acts as a adequate safety measures have been
considered for the design of the project road. These are indicated as below:
• Crash barriers
• Reflectors
• Proper super elevation and radii of curvature
• Traffic signage
• Lighting
• Drainage
• Seismic Stoppers for bridge structures
The safety during construction shall be achieved by providing;
• Signs (regulatory, warning and direction)

• Delineators
• Traffic cones and cylinders
• Drums
• Barricades
• Flagmen

9.4.9 Capacity Standards
Table 9.3 summarises the design service volume for various lane configurations and standards for
various categories of road in plain and rolling area, design service level corresponding to B level of
service based on IRC: 64 – 1990, IRC: 84-2014 and other standard practices for LOS B. Capacity
Standards.
Table 9.3 Capacity Standards
Capacity in PCU/day design service

Sl. No. Lane configuration
volume (LoS B)
1 2 – Lane two way (without paved shoulders) 15000
2 2 - Lane two way (with paved shoulders) 17250
3 4 - Lane (without paved shoulders) 40000
4 4 - Lane (with paved shoulders) 46000
9.4.10 Traffic Safety Measures
• The design layout and materials chosen for the safety barrier shall suitably blend with the
surroundings and shall further conform to IRC: SP 44 – 1994 and circulars of MoRT&H and
shall be finalised in consultation with the client.
• Pedestrian guardrail shall be designed to control and guide pedestrian road crossing
movement safely.
• Steel single W-beam metal crash barrier shall be installed mainly at major hazard
locations. It will also generally be installed on sections of the road (a) where the
embankment height is more than 3 m (b) bridge approaches and (c) on the outside of
curves. These guardrails shall be installed along the edge of the outside shoulder with an
offset of 2.5 m from the edge of the pavement of carriageway.
• Double-sided W-beam metal crash barrier shall be provided in 1.20 m wide median in the
sections through hill roads.
All necessary road safety measures will be adopted during the execution of the project. It will be
mandatory for the contractor to strictly adhere to the safety norms for workers such as wearing of
helmets and reflective jackets etc, fixing proper barricades such as cones, delineators and sheet barriers
during the construction. Suitable provisions shall be made in the general specifications in the tender
documents.
9.5 INDICATIVE DESIGN STANDARD’S FOR HIGHWAYS
The draft geometric design standards are proposed for this project based on IRC stipulations for
horizontal and vertical alignments. As mentioned below:

Design Parameters Plain and Rolling Terrain
Sl. No. Description unit Value

1 Design speed
Ruling km/hr 100
Minimum km/hr 80
2 Cross sectional elements
(a) Median Width m 1.0 / 4.0
(b) Carriageway width
Four Lane Divided (7 x 2) m 14
ROB,VUP & Grade Separator Locations (6 x 3.5) m 21
(b) Shoulder width
Paved Shoulder m 1.5 / 2.0
Earthen shoulder m 2.0
(c) Cross Slope
Bituminous surface % 2.5
Earthen surface % 3
(d) Shy-off width m 0.5
3 Horizontal curve
(a) Radius
Ruling Minimum m 400
Absolute Minimum m 250
(b) Super elevation (max) % 5-7%
4 Vertical curve
Length (min) m 60
Interchange elements are suitable in locations where:

i. Intersections needs to be completely access controlled
ii. Total traffic of all arms exceeds 10000 pcu
iii. High and disproportionate rate of fatal and major accidents
iv. Topography suites an economical construction of an interchange
Table 9.4: Geometric Design Standards for Interchange Elements
Ramp way Desired Values

Design Elements Unit Semi-Direct Diagonal
Loop
Connection Connection
Design speed kmph 65 65 40
Horizontal
alignment
Radius of curvature m 155 155 60
Stopping sight distance m 90 90 45
Maximum gradient % 4 4 4
Alignment
IRC: 92 –
Vertical
Min. vertical curve length m 40 40 20 1985
Vertical clearance m 5.5 5.5 5.5

Carriageway width m 7.5 7.5 7.5
Section
Cross
Shoulder width m 2.5 1.5 2.5

Camber % 2.5 2.5 2.5

Table 9.5: Length of Speed Change Lanes
Type of Lane Length including Taper (m)

Acceleration lane 250
Deceleration lane 120
9.6 DESIGN SPEED
Design speed is the basic parameter, which determines the geometric features of the road. The
proposed design speeds for different terrain categories as per IRC:SP: 84-2014 are as follows:
Table 9.6: Design Speed
Design Speed (kmph)

Terrain Categories
Desirable Minimum
(i) Plain & Rolling 100 80
(ii) Mountainous & Steep 60 40
For road stretches passing through open areas, the speeds corresponding to plain terrain is proposed
i.e. 100 kmph. The minimum design speed standards shall be adopted in sections where the site
conditions or economics do not permit a design based on the ruling design speed.
The need for warning signs shall be carefully considered whenever reduction in design speed becomes
unavoidable.
9.7 CROSS-SECTIONAL ELEMENTS
9.7.1 Right of Way (RoW)
The minimum RoW of 60 m for 4 lane rural sections, 50-60 m for 4 lanes with service road section and it
may vary at toll plaza locations, truck parking areas, ROBs and flyovers.
9.7.2 Lane Width
Adequate roadway width is the pre-requisite for accommodating the required number of traffic lanes
and for operational safety in respect of road structure and road function. As specified in the IRC: SP: 84-
2014, in general, standard single land width shall be 3.5 m.
The width of a basic traffic lane is taken to be 3.5 m. Thus, for a 4-lane carriageway, width will be 14.0
m. For four lane sections the kerb shyness of 0.25 m is to be provided on either side of median which is
having a width of 4.5 m in rural area and 2.0 m in urban area
9.7.3 Paved Shoulder
Paved shoulders shall be designed as an integral part of the pavement for the main carriageway. Width
of these shoulders will be 1.5 m. This will provide for better traffic operation conditions, lower
maintenance and facility of directly using these as part of carriageway when the road is subsequently
widened on these sides.

9.7.4 Earthen Shoulder
Earthen shoulder of 2.0 m wide in 4 lane section on either side of the main carriageway is proposed in
rural areas and on approaches to bridges.
9.7.5 Median
The 4 lane section will have raised median and its width is proposed to be 4.0 m for rural and 1.0 m for
urban and hilly.
9.7.6 Median Openings
Median openings are to be provided at least 150 m away from the service road entry. Minimum of 2 km
should be maintained between two successive median openings. The length of opening should not be
less than 25 m. All median openings shall be provided with an additional 3.5 m wide shelter lane to
accommodate vehicles waiting to make U turn.
9.7.7 Service Road
Service roads will be provided on either side of main carriageway along vehicular underpasses. 2 Lane
service roads of 7.0 m width on either side have been adopted.
9.7.8 Slope Protection
A slope of 1 (vertical): 2 (horizontal) are proposed to be adopted in general. For high embankments
(height of fill exceeding 6m), side slopes would be governed by the design requirements.
Slopes of embankments less than 3 m shall have a turf cover and those above 3 m high shall be
protected with stone pitching.
9.7.9 Sight Distance
Visibility is an important requirement for the safety of travel on roads. For this, it is necessary that sight
distance of adequate length should be available in different situations to permit drivers enough time
and distance to control their vehicles so that there are no unwarranted accidents.
Sight distance is a direct function of the design speed. Minimum of safe stopping sight distance must be
provided as a safety requirement. On divided roads the design should correspond to intermediate sight
distance (ISD) and location where it is not possible to attain ISD at-least safe Stopping Sight Distance has
to be ensured. Sight distances corresponding to various design speeds as specified in IRC: SP : 84-2014
are given Table 9.7.
Table 9.7: Safe Stopping Sight Distance
Design Speed, km/hr Safe Stopping Sight Distance (m) Desirable Minimum Sight Distance (m)
100 180 360
80 130 260
60 90 180
40 45 90

9.8 HORIZONTAL ALIGNMENT
9.8.1 Radii of Curve
The minimum horizontal radius is the limiting value of curvature for given design speed and is
determined from the maximum rate of super elevation and the maximum side friction factor selected
for design. As per the IRC: SP: 84-2014 the desirable and absolute minimum radius of horizontal curve is
specified in Table 9.8.
Table 9.8: Radius of Horizontal Curve
Radius of horizontal curves (m)

Terrain Categories
Absolute Minimum Desirable Minimum
(i) Plain & Rolling 250 400
(ii) Mountainous & Steep 75 150
The existing road has few sharp curves and hence minimum radius needs to be provided on the curves
where radius is not sufficient.
9.8.2 Super - Elevation
The super elevation at curves is arrived at as per the following equation:
v2 = (e+f) *gR
Where,
v = Vehicle speed in m/sec.
g = Acceleration due to gravity in meters/sec2
e = Super elevation ratio in meter per meter
f = Coefficient of side friction between vehicle tyre and pavement (taken as 0.15)
R = Radius in meters.
The super elevation is calculated keeping in view the horizontal radii and gradient at curves at different
locations. Maximum super-elevation is to be restricted to 7% for curves having radius less than
desirable minimum. But on safety considerations, we are restricting the maximum super elevation to
5% for curves having radius more than desirable minimum.
Method for attaining super-elevation
The normal cambered section of the road is changed into super-elevated section in two stages. First
stage is the removal of adverse camber in outer carriageway. In the second stage super-elevation is
gradually built up over outer and inner carriageways so that the required super-elevation is available at
the beginning of the circular curve. Super-elevation is attained by revolving pavement about the inner
edge.
The required super-elevation is to be developed over entire transition length. The rate of change of
super-elevation is 1 in 150 for plain/rolling terrain. When cross drainage structures fall on a horizontal
curve, their deck is to be super-elevated in the same manner as of the pavement. Paved shoulders are
to follow the super-elevation pattern of main carriageway. The method is explained in the following
figure:

Figure 9-1 Method for attaining super-elevation
9.8.3 Transition (spiral) Curves
The purpose of a transition (spiral) curve is to provide a smooth and aesthetically pleasing transition
and a natural driving section between a tangent and a circular curve. In addition, the transition curves
provide convenient and desirable arrangement for developing super-elevation runoff.
The rate of change of super elevation is being considered not steeper than 1 in 150. It is found that
transition curve lengths designed by following IRC: 84 – 2014 are insufficient in four lane situations,
where the carriageway is rotated about the median edge. Hence the following three formulae are used
for calculating the transition lengths and the maximum value is being adopted for design:
Ls = 2.7 V2 / R from IRC: 84 – 2014
Ls = 0.0215 V3/ CR
Ls = e x w x 150 considering rate of change of super elevation
Where:
R - Radius of curve in metres
V - Vehicle speed in Km / hour
Ls - Length of transition in metres
C - Rate of change of acceleration.
E - Rate of change of super elevation
w - Width of road in metres
9.8.4 Widening of Carriageway on Curves
At sharp horizontal curves, it is necessary to widen the carriageway to provide safe passage for vehicles.
In view of minimum radius of curves provided on this project and with the provision of 1.5 m paved
shoulders, extra width on curves is unlikely to be applicable to the main carriageway. Therefore, extra
widening of carriageway at curves is not provided.
9.9 VERTICAL ALIGNMENT
The vertical alignment should produce a smooth longitudinal profile consistent with standard of the
road and lay of the terrain. Wherever possible horizontal and vertical curvature should be so combined
that the safety and operational efficiency of the road is enhanced.
he vertical alignment of the carriageway will generally be compatible with the guidelines given in the

IRC and shall have maximum gradient of 2.0% on flyover ramps.
• At locations of grade break of 0.5%, vertical curves are being provided.

• The length of vertical curve will not be less than 0.6V (kmph).
• Number of PVI will not be more than 4 in one km.
• At locations of sight deficiency, at least stopping sight distance (SSD) is being provided.
9.10 VERTICAL CURVES
As per IRC: SP: 23-1983 design standards, the minimum lengths of vertical curves are shown in Table
9.9.
Table 9.9: Minimum Lengths of Vertical Curves
Maximum Grade change (Percent) not Minimum length of

Design Speed (Km/h)
requiring a vertical curve vertical curve (meters)
40 1.2 20
65 0.8 40
80 0.6 50
100 0.5 60
Vertical curves are designed to provide for visibility at least corresponding to the safe stopping sight
distance. More liberal values are adopted wherever this is economically feasible. Valley curves are
designed for headlight sight distance. Maximum vertical gradient is limited to 2.5 % in plain sections and
5% in hill sections, as IRC SP 84-2014
9.11 VERTICAL CLEARANCE
The vertical clearances are being adopted as per Pocket Book for Highway Engineers (Second Revision)
published by the IRC, New Delhi in 2002 and other related IRC codes.
• Vertical clearance at underpasses (IRC : 54-1974, Clause 8)

Rural areas 5.0 m minimum
Urban Areas 5.5 m minimum
• Vertical clearance for railway traction (Broad Gauge)

Electric traction 8.50 m minimum
Non-electric traction 7.30 m minimum
• Vertical clearance for power / telecommunication lines (IRC : 32-1969, Clause 4.1)
Lines carrying low voltage up to 110V 5.5 m minimum
Electric power lines up to 650V 6.0 m minimum
Electric power lines > 650V 6.5 m minimum
It is however mentioned here that the vertical clearness shall be got confirmed from Railways / Power
Grid Corporation / Telecommunication Department.
9.12 CROSS-FALL (PAVEMENT CAMBER)
IRC: SP: 84-2014 recommends 2.5 percent for bituminous surface and 2.0 percent for cement concrete

surface.
The cross-fall for granular shoulders on straight portions shall be at least 0.5 percent steeper than the
slope of the pavement and paved shoulder subject to a minimum of 3.0 percent. On super elevated
sections, the earthen portion of the shoulder on the outer side of the curve would be provided with
reverse cross-fall of 0.5 percent so that the earth does not drain on the carriageway and the storm
water drains out with minimum travel path.
9.13 GEOMETRIC DESIGN CONTROL
The detailed design for geometric elements covers, but not limited to the following major aspects:
• Horizontal alignment
• Longitudinal profile
• Cross-sectional elements
• Junctions, intersections and Interchanges
• Service road on either sides of carriageway
The detailed analysis of traffic flow and level of service for the existing road was made and traffic flow
capacity for the project road was worked out to establish the widening requirements (4 – 6 lanes) with
respect to the different horizon period.
Different options for providing grade separated interchanges and at grade intersections were examined
and the geometric design of interchanges has taken into account the site conditions, turning movement
characteristics, level of service, overall economy and operational safety.
9.14 ROADWAY WIDTH AT CROSS-DRAINAGE STRUCTURES
9.14.1 Culverts
The Culverts will be built to the same width as the roadway width of the approaches. The outer most
face of railing /parapet shall be in line with the outer most edge of shoulder (IRC: SP 84-2014, Cl 7.3)
and have been designed as per IRC: SP 13.
9.15 DESIGN STANDARDS FOR STRUCTURES
9.15.1 General
This section deals with the standards to be adopted in design of vis-à-vis ROBs, flyovers, bridges,
underpasses and culverts. It also provides for the type of materials and their specifications that would
be adopted for the above structures, the loads and forces to be considered.
It is intended that the project road will accommodate 4-lane divided traffic at present and to be
widened to 6 lanes at a later stage if required. IRC: 78-2014 will be followed for foundation and
substructure.
9.15.2 Cross-sectional Elements
a) Structural width for bridges / flyovers / road over rail bridges
The structural width for all bridges is being kept the same and the entire formation width will
be carried out on to the structure. The overall width of new bridges shall be same as the
roadway width of the approaches (IRC: SP 84-2014, CL.3).

b) Median width
A median width of 4.5 m will be maintained between two outer faces of RCC crash barriers for
rural sections and 1.5 m for urban section. For median width more than 1.2m the median needs
to be open to sky. The safety barrier on the median side shall be provided at a clear distance of
0.5m from the edge of carriageway.
c) Utility service
Any utility service to be carried by the structure shall be specified in schedule ‘B’ of the
Concession agreement.
d) All the new structures shall be designed for the condition when footpath is used as
carriageway. The foot path portion may be provided at the same level as the bridge
carriageway and separated by crash barrier in non built- up areas. In built –up areas, raised
footpath shall be provided.
e) All the components of the structures shall be designed for a service life of 100 years except
appurtenances like crash barriers, wearing surfaces and rubberized components in
expansion joins and elastomeric bearings. All the requirements to achieve durability and
serviceability shall be implemented.
f) Width of Bridges
The overall width of new bridges shall be same as the roadway width of the approaches. All the
new bridges shall have a footpath on left side of the traffic. The typical cross section for new
bridge with footpath should be as per IRC: 84-2014, Cl 7.3, Fig 7.2.
If the daily traffic in PCU’s exceeds 30,000 at the time of feasibility study/bidding, the width of
new bridge shall be as per Six-lane standards. Such Bridges shall be indicated in schedule ‘B’.
The typical cross section for new bridge with footpath should be as per IRC: 84-2014, Cl 7.3, Fig
9.3.
9.15.3 Specification for Material
a) Concrete: The grades of concrete will be either equal to or higher than those prescribed in
IRC: 112-2011 Grade of concrete in various structural elements shall be for moderate
conditions of exposure.
Superstructure
PSC Members M 45
RCC T-Girder and Deck Slab M 45
RCC Solid Slab M 35
RCC Crash Barriers M 40
Substructure
RCC substructures and foundations M 35

All PCC structural members M 20
All PCC non structural members M 15

Pedestals for bearings
Pedestal M 40
Bearings Pot-PTFE/Electrometric
b) Steel: This shall conform to provisions given in IS: 1786, IS: 432 (Part I).
viii) Reinforcement steel

This will be;
Thermo mechanically treated fusion bonded epoxy coated bars conforming to Fe 500/
TMT.
Mild steel shall be of grade Fe 240.
ix) Pre-stressing steel

These should conform to IS: 14268-1995
System: 12.7mm low relaxation multiple strands system
Cables: 12T13 /15T13 /19T13, systems with strands of 12.7 mm nominal
diameters.
Sheathing: 90 mm / 85mm / 75mm Corrugated HDPE sheathing duct.
c) Bearings
x) Electrometric bearings
Electrometric bearing shall be provided under RCC T-beams and RCC solid slabs type
superstructures as per IRC: 83 (Part II) and shall conform to clause 2005 of MoRTH
specification for Road and Bridge Works.
xi) POT cum PTFE bearings
POT cum PTFE bearings shall be provided where we have to cater for large loads. This
shall conform to IRC: 83 (Part III) and clause 2006 of MoRTH specifications for Road &
Bridge works.
d) Expansion Joints
Strip seal type expansion joints shall be provided on all the bridges and ROBs as per Clause
No. 2607 of MORTH specification for road and bridge works and interim specifications for
expansion joints issued subsequently vide MORTH letter no. RW/NH-34059/1/96-S&R dated
25.01.2001 and addendum there to circulated vide letter of even no; dt. 30.11.2001.
In case of bridges with smaller spans Polysulphide seal type expansion joint shall be
provided.
9.15.4 Loads and Forces to be considered in Design
 Vertical Loads
a) Dead Loads
Following unit weights shall be assumed in the design as per IRC Codes.
Pre-stressed Concrete - 2.50 t / m3

Reinforced Concrete - 2.50 t / m3

Plain Cement Concrete - 2.20 t / m3

Structural steel - 7.85 t / m3
Dry Density of Backfill Soil - 1.80 t / m3
Saturated Density of Backfill Soil - 1.90t / m3
b) Superimposed Dead Loads
Wearing coat: 65mm thick Bituminous [25 Mastic asphalt + 40 BC] with total 0.2 t / m2 (2.2 t /
cum for 11.0 m wide c / way including allowance for an overlay).
PQC layer: As per Pavement Design
Crash barriers: From design (i.e. 1.0 t / m / side)
c) Live Loads
Carriageway live loads: The following load combinations will be considered in the analysis and
whichever produces the worst effect will be considered.
One / Two / Three lanes of IRC Class A
One lane of IRC Class 70R (wheeled/ tracked)
One lane of IRC Class 70R (wheeled) with one lane of IRC Class A
Minimum clear distance between 70R vehicle and Class A vehicle, when placed side by side in
combination, shall be 1.2 m for design.
Resultant live load stresses shall be reduced by 10% in case all the three lanes are loaded i.e. in
case of three lanes of IRC Class ‘A’ or one lane of IRC Class 70R with one lane of IRC Class A.
Impact factor shall be as per Cl. 211 of IRC: 6:2014 for the relevant load combinations. For
simplicity in design, Impact factor for continuous structures shall be calculated for the smallest
span of each module and used for all the spans of that module.
d) Horizontal Forces
a) Longitudinal Forces due to live load
Following effects shall be considered in the design

Braking forces as per the provision of Cl. 214 of IRC: 6 -2014
Distribution of longitudinal forces due to horizontal deformation of bearings/frictional
resistance offered to the movement of free bearings as per Cl. 214.5 of IRC: 6 -2014
b) Horizontal forces due to water currents
The portion of bridge, which may be submerged in running water, shall be designed to
sustain safely the horizontal pressure due to force of water current as per the stipulations
of Cl. 213 of IRC: 6 -2014
c) Earth load
5) Earth forces shall be calculated as per the provisions of Cl. 217 of IRC: 6 -2014
assuming the following soil properties:

Type of soil assumed for backfilling: As per Appendix 6 of IRC: 78 -2014 with dry
density of 2.07 t / m3 and submerged density of 1.2 t / m3.
Angle of Internal Friction : Φ= 30O
Angle of Wall Friction : δ = 20O
Coefficient of Friction ‘µ‘ at base : tan (2/3 Φ), while Φ is the angle of internal
friction of substrata immediately under the
foundations.
6) Live load surcharge shall be considered as per the provisions of IRC: 6 ,Cl 217.1. All
abutment and return walls shall be designed for a Live load surcharge equivalent to
1.2m earth fill.
d) Centrifugal forces
Centrifugal forces shall be calculated as per the provisions of Cl. 215 of IRC: 6 -2014 for a
design speed applicable at horizontal curves.
e) Wind effect
Structures shall be designed for wind effects as stipulated in Cl. 212 of IRC: 6 2014. The
wind forces shall be considered in the following two ways and the one producing the
worst effect shall govern design.
i) Full wind forces at right angles to the superstructure
ii) 65% of wind force as calculated in (i) above acting perpendicular to the superstructure
and 35% acting in traffic direction.
f) Seismic Effect
The road stretch is located in Seismic Zone-II as per the revised seismic map of India (IS:
1893-2002). The seismic forces will be coefficient method as suggested by the modified
clause for the interim measures for seismic provisions (Cl.222 of IRC: 6-2014) published in
Indian Highways, January 2003.
e) Other Forces / Effects
i) Temperature effects
The bridge structure / components i.e. bearings and expansion joints, shall be
designed for a temperature variation of + 250 C considering extreme climate.
The superstructures shall also be designed for effects of distribution of temperature

across the deck depth as given in Fig. 10 of IRC: 6 – 2014, suitably modified for the
surfacing thickness.
Temperature effects shall be considered as follows:
Effects of non-linear profile of temperature shall be combined with 50% live load and
full value of ‘E’ shall be considered.
Effects of global rise and fall of temperature shall be combined with 100% live load
and full value of ‘E’ shall be considered.

ii) Differential shrinkage effects
A minimum reinforcement of 0.2% of cross sectional area in the longitudinal direction

of the cast-in-situ slab shall be provided to cater for differential shrinkage stresses in
superstructures with cast-in-situ slab over precast girders as per Clause 605.2 of IRC:
22 – 1986.
However, effects due to differential shrinkage and / or differential creep shall be duly
accounted for in the design.
iii) Construction stage loadings / effects
A uniformly distributed load of 3.6 KN /m2 of the form area shall be considered to
account for construction stage loadings in the design of superstructure elements,
wherever applicable, as per Cl. 4.2.2.2.2 of IRC: 87 – 1984.
iv) Buoyancy
100% buoyancy shall be considered while checking stability of foundations

irrespective of their resting on soil/weathered rock / or hard rock. However, the
maximum base pressures shall also be checked under an additional condition with
50% buoyancy in cases where foundations are embedded into hard rock. Pore
pressure uplift limited to 15% shall be considered while checking stresses of the
substructure elements.
f) Load Combinations to be considered in Design
All members shall be designed to sustain safely the most critical combination of various loads
and forces that can coexist. Various load combinations as relevant with increase in permissible
stresses considered in the design shall be as per Clause 202 of IRC: 6 – 2014 and Clause 706 of
IRC: 78 – 2014.
In addition, the stability of bridge supporting two superstructures (with an expansion joint) shall
be checked under one span dislodged condition also.
g) Exposure Condition
Moderate exposure conditions shall be considered while designing various components of the
bridge.
h) Design Codes
The main design criteria being adopted is to evolve design of a safe structure having good
durability conforming to the various technical specifications and sound engineering practices.
Various codes of practices referred to, are as under:
IRC: 5 – 1998
IRC: 6 – 2014
IRC: 112 – 2011
IRC: 22 – 1986
IRC: 40 – 1995
IRC: 45 – 1972

IRC: 54 – 1974
IRC: 78 – 2014
IRC: 83 – 1987(Part II)
IRC: 83 – 2002 (Part I-III)
IRC: SP 13
IS 1893 – 2002 (Part-I)
i) Load combinations
The various load combinations to be considered are as per provisions of IRC: 6 – 2014.
9.16 EMBANKMENTS
9.16.1 SIDE SLOPES
For earthen embankments the side slopes recommended from consideration of safety of traffic as per
IRC: 36 – 2010, are as follows:
Up to 1.5m height - 1: 4 (V: H)
1.5m to 3.0m height - 1: 3 (V: H)
3.0m to 4.5m height - 1: 2.5 (V: H)
4.5m to 6.0m height - 1: 2 (V: H)
However, where costs of construction and land forbid the use of such liberal slopes, the slope will be
generally kept as 1V: 2H, but never steeper than this value unless the soil is retained by suitable soil
retaining structures. This slope is considered adequate from stability point of view. The reaches having
embankment height more than 3m shall have W beam metal crash barriers on the outer edge of the
highway to meet the safety standards.
For design of embankments of more than 6.0 m height, the guide lines of IRC: 75 – 2015 are being
followed.
9.17 ROAD SIDE DRAINAGE
An effective drainage system shall be planned for the drainage of roadway as per stipulations of IRC: SP
42 – 2014 for maintaining structural soundness and functionality of the project road. The longitudinal
slope should not be less than 0.5% for lined drains and 1.0% for unlined drains. The following types of
drains shall be provided for surface drainage of roadway and RoW:
• The underpasses shall generally be free draining

• Longitudinal Kutcha / Pucca drains near the RoW boundary with outfalls at cross-drainage
structures in rural sections. The drain size, shape and material shall be adequate to take
design run off, and prevent soil erosion and stagnation of water
• Drains with CC linings are recommended in places where the flow velocity is more than
0.3 to 1 m/s in silt and sand; and more than 1.5 m/s in stiff clay.
• Covered RCC drains, with manholes at suitable intervals to desilt the pipes, should be in
urban and semi-urban sections.
• Cuts in median to drain out water from super elevated carriageway
• For embankments with height above 3 m, drainage arrangement should include kerb
channels at the edges of the roadways to channelize the water and cement concrete lined
chutes along the slopes at designated intervals to discharge the water into the side
channel at the bottom.

9.18 HIGHWAY SIGNS
• The road signs shall conform to IRC: 67 – 2012. For overhead signs, the standards
prescribed in BIS / AASHTO / ASTM British standards or any other international standards
shall be adopted in consultation with and as approved by the MoRT&H.
• Design and location of route marker signs shall be as per the IRC: 2 – 1968. The design of
highway kilometre stones and 200 m stones shall be as per IRC: 8 – 1980 and IRC: 26 –
1967 respectively. The boundary stones shall be as per IRC: 25 – 1967.
• Road Delineators shall conform to IRC: 79 – 1981.
• All road signs shall be of retro-reflective sheet of high intensity grade with encapsulated
lens fixed over aluminium substratum conforming to MORT&H Specifications for road and
bridge works.
9.19 ROAD MARKINGS
• Road markings shall be as per IRC: 35 – 2015. These markings shall be applied to road
centre lines, edge lines, continuity line, stop lines, give-way lines, diagonal/chevron
markings, zebra crossing, bus bays and at parking areas by means of an approved self
propelled machine which has a satisfactory cut-off value capable of applying broken lines
automatically.
• Road markings shall be of hot applied thermoplastic paints with glass reflectorising beads
or prefabricated sheet materials conforming to NHAI Specifications for road and bridge
works (4th Revision).
9.20 WAY SIDE AMENITIES
The common facilities like petrol pump, first aid, police station, restaurant; vehicle parking, etc. have
been included in the general layout planning for the wayside amenities. The guidelines issued by the
Ministry of Petroleum shall be followed in respect of petrol pumps. These facilities shall be planned at
about 50 km intervals.
9.20.1 PICK-UP BUS STOPS
The design of pick up bus stops conforms to IRC: 80 – 1981. These shall be structurally safe,
aesthetically pleasing and functional so as to protect the waiting passengers adequately from sun, rain
and wind. If the shelter is constructed on a hill side, slopes shall be properly dressed and suitably
protected to avoid slips. Shelter shall also be set back from the kerb line by at least 500 mm. Bus bays
shall be provided on both carriageways of the Project Highway for each direction independently. At
intersections, the bus bays for up and down direction shall be located on farther sides of the
intersection.
9.20.2 PARKING AREAS
Parking is governed by site requirements such as clear evidence of established parking and as per
MoRT&H guidelines circulated vide No. RW/34032/80-DoII dt 22-08-1986. Parking shall be designed in
the form of rectangular area parallel to the road and separated from the carriageway by a separator.
The design will be based on the detailed traffic studies carried out.
9.20.3 RAIN WATER HARVESTING
Suitable rain water harvesting schemes shall be designed in the case of unlined open drains. Care shall

be taken to economize wastage of water by providing suitable slopes and provision of filter media
below the unlined drains.
9.20.4 REST AREAS
Rest areas shall be designed as per the assessment of public expected to use the facility. The rest areas
may be included in the wayside amenities as described above.
9.20.5 WEIGHING STATIONS
The weighing station shall be provided near toll plazas so that over-loaded vehicles could be checked.
The type of weighing system suitable for the project shall be brought out in the report, duly discussing
the merits of each type of the state of the art and basis for recommending a particular system.
9.20.6 TRUCK LAY-BYE
The design of truck lay-byes is being adopted as per MORT&H circulars. The truck lay-byes shall have
facilities like paved parking, rest area with toilet drinking water, telephone etc.
9.20.7 ARBORICULTURE AND LANDSCAPING
The arboriculture and landscaping of the project road area shall be so designed as to give an aesthetic
and pleasing sense to the road users. Broadly the following features will be taken care of:
• As far as possible the existing trees / plants are retained to the extent possible.
• Landscape treatment of the project road including open space around the project corridor
will be designed through planting of trees and ground cover of appropriate varieties and
landscaping of locations with a view to beautify the highway and making the environment
along the highway pleasing.
• The tree plantation shall be done as per the scheme to be discussed and finalised with
MORT&H.
• The treatment of the highway embankment slopes shall be made as per
recommendations contained in IRC: 56 – 2011.
• Pitching works on the slopes shall be as per MORT&H Specifications.
• Visibility of any signs, signals or any other devices erected for traffic guidance and / or
information shall not be obstructed by plantation.
9.20.8 TOLL PLAZA
The design of toll plaza shall be based on the technical considerations such as traffic segregation, queue
length and the average waiting time. The available systems shall be studied and best system adopted.
The layout shall provide for future expansion of toll lanes. Stage construction of Toll Plaza in respect of
number of toll lanes shall be allowed. However, other structures as envisaged in the Concession
Agreement shall be provided at the initial stage itself.
The location of the toll plaza shall be fixed after due consideration of the following factors:
i) Land availability
¡i) Stream of traffic on Toll Plaza
iii) Visibility for the approaching traffic
iv) Reasonably away from road intersections and/or rail crossings
v) Free from risk of flooding and submergence, etc.

vi) Preferably on flat land and away from congested urban locations.
The land acquired for toll plaza should be sufficient to provide toll lanes for projected peak hour traffic
of 20 years subject to a minimum of 16 toll lanes including the other buildings and structures to be
accommodated in the toll plaza locations. Width of each toll lane shall be 3.2 m, except for the lane for
over dimensioned vehicle, where it shall be 4.5 m. The traffic islands at the toll plaza shall be of
minimum 25 m length and 1.8 m wide. A transition of 1 in 20 to 1 in 10 may be provided from four-lane
section to the widened width at the toll plaza on either side. The total number of toll booths and lanes
shall be such as to ensure that the service time never exceeds 10 seconds. All toll booths and toll lanes
shall be covered by a canopy that would offer protection to the operators, drivers and facilities against
weather. The capacity of individual lanes is given in Table 9.10.
Table 9.10: Capacity of toll lanes
Type of Toll Lanes Volume (Veh/hr)

Semi-automatic toll lane 240
Electronic toll collection (ETC lanes) 1200
9.21 PAVEMENT DESIGN
9.21.1 GENERAL
The design is based primarily on IRC Guidelines but the Consultants have also covered international
practices as given by AASTHO, NAASRA, RTAC and TRL, wherever deemed appropriate.
For the design of the overlays for the existing two-lane pavement, the strengthening work takes due
considerations of the strength of the existing pavement. The overlay thickness has been worked out for
each road segment homogeneous in relation to condition, strength and sub-grade characteristics.
The rehabilitation also includes the provision of a regulating layer or geo-grids, etc. A sand blanket shall
be introduced in the pavement layers, if the subgrade consist expansive soil. Likewise, for existing
pavements with acceptable levels of cracking, provisions of a crack inhibiting layer is also considered.
The paved shoulders shall be an integral part of the pavement for the main carriageway. The design
requirements for the main carriageway pavement are also applicable to the design of the pavement
shoulders. The design of the granular shoulders also takes due consideration of the drainage conditions
besides the structural requirements.
The pavement design task also covers working out maintenance and strengthening requirements and
periodicity and timing of such treatments and overlays.
In case of existing pavement, occurrence of shoving / depression at frequent locations near the edges is
also observed.
9.21.2 AXLE LOAD SCENARIO
The legal load permitted in the country on rear single axles of trucks fitted with 4 tyres and axles on
trailers is 10.16 tonnes (102 KN) and tandem axle fitted with 8 tyres of 19.0 tonnes (190 KN).
IRC: 37 – 2014 deals with the design of flexible pavements based on the California Bearing Ratio method
and cumulative axle load repetitions. Vehicle damage factors (VDF) for various vehicles are required to
be derived on the basis of the axle load survey, but in the event of non-availability of sufficient data

relating to actual loads plying on a project road, the IRC recommends a VDF of 0.5, 1.5 and 2.5 in hilly
and 1.5, 3.5 and 4.5 in rolling and plain respectively to be taken for the design of national highways
based on volume of traffic in plains in terms of commercial vehicles in the range of 0-150, 150-1500 and
more than 1500.
A legally loaded axle of commercial vehicles itself causes a damage of 2.6 times more than the standard
axle weight. However, in actual practices, the axle weights far exceed such legal axle weight. As per the
past axle load survey experience, single axle loads of up to 25.0 tonnes have been noticed and the
vehicle damage factor has been reported to be as high as 12 in certain cases.
The pavement has been designed for a minimum design period of 15 years design life for flexible type
and 30 years for rigid type.
9.21.3 FLEXIBLE PAVEMENT DESIGN
Flexible pavement design methods may be broadly divided into three categories;
 Empirical or semi-empirical design methods based on experience with the performance of

pavement with similar traffic, pavement structure, sub-grade and climatic conditions. These are
the most commonly used methods. Examples for such methods are illustrated in IRC: 37 – 2015.
 The second category consists of design methods in which layer thickness are determined as a
result of experimental road tests. These methods, such as AASHTO, and Asphalt Institute
methods, have more rational basis for pavement design, and are widely used abroad.
 The third and the most recently developed methods are called analytical or mechanistic design,
which compute the stresses and strains in each layer and adjust the layer thickness so that
these are kept within the predetermined limits. These limits are established based on field and
laboratory tests to ensure that pavements do not fail during its design life.
The mechanistic method come closest to simulating the pavement behaviour, but this require
extensive field and laboratory testing of these pavement design methods, the ones considered
to be appropriate for use on this project are:
• IRC: 37 – 2014, Guidelines for the Design of Flexible Pavements

• IRC: 81 – 2014, Tentative Guidelines for strengthening of Flexible Road Pavements using
Benkelman Beam Deflection Technique
The IRC method of pavement design, as provided in IRC: 37 – 2012 is based on limiting the
vertical compressive strain at top of sub-grade which results in permanent deformation of the
pavement and the horizontal tensile strain at the bottom of bituminous layer, which results in
cracking of pavement due to fracture of bituminous layer during the design life.
9.22 DESIGN CONSIDERATIONS
9.22.1 DESIGN LIFE
The design life of the pavement has been assumed to be 15/30 years in the case of flexible
pavement/Rigid pavement.
For the purpose of the design, a construction period of two years has been assumed. An overlay
comprising of a bituminous concrete layer is to be provided at an interval of five years so as to reach the

15 years service design period.
9.22.2 DESIGN TRAFFIC
For the purpose of structural design only the number of commercial vehicles of laden weight of 3
tonnes or more and their axle, loading will be considered. To obtain a realistic estimate of design traffic
due consideration shall be given to the existing traffic or that anticipated in the case of new
constructions, possible changes in road network and land use of the area served, the probable growth
of traffic and design life.
9.22.3 ADOPTION OF VEHICLE DAMAGE FACTORS
The vehicle damage factor is a multiplier for converting the number of commercial vehicles of different
axle loads to the number of standard axle-load repetitions. The vehicle damage factor is arrived at from
axle load surveys on typical road sections so as to cover various influencing factors such as traffic mix,
type of transportation, type of commodities carried, time of the year, terrain, road conditions and
degree of enforcement.
Axle load survey has been envisaged for the present scope of study, so that VDF factors derived will be
used to determine the number axle load repetitions to design the pavement crust.
9.22.4 NEW PAVEMENT
• While flexible pavement basically distributes the load gradually to the layers underneath,
rigid Pavement acts as a structural element (a plate) resting on an elastic foundation. The
rigid pavement design primarily depends on the magnitude of load rather than repetitions
and is also influenced significantly by the temperature changes in the pavement.
• Rigid pavement design has been proposed for full stretch. Rigid Pavement with tied
concrete shoulder has been considered .The pavement has been designed based on IRC:
58-2015 Design of Rigid Pavement and for design life of 30 years.

The design flow chart for rigid pavement design is given in Figure-9.1.
Stipulate Design Values for various

parameters
Decide types and spacing between joints
• Axle Load Spectrum by Intensity of Load

• Total Commercial Traffic for Design life
Select Slab Thickness
Compute repetitions of axle loads of

different magnitudes for design period
Is
Cumulative No
Compute Combine (loading & Temp.) Stresses
for Various Axle Load Classes and Cumulative fatigue
fatigue damage (Bottom UP +Top Down) damage <1
Top
Yes
Final Thickness for Adoption
Rigid Pavement Design Flow Chart (IRC: 58-2015)
9.22.5 PAVEMENT DRAINAGE
As per clause 5.7.3.6 of IRC 58-2015, 500 mm sub-grade of effective design CBR of 8% and 150 mm
Granular Sub-base of minimum 30% CBR shall be provided. This sub-base layer shall act as drainage
layer as well.
9.22.6 DRY LEAN CONCRETE
Dry lean concrete of 150 mm thickness shall be provided as base for better load distribution, and better
support for concrete Paver. Minimum strength requirement of DLC shall be as per MORTH Clause

601.3.4 “the average compressive strength of each consecutive group of 5 cubes made in accordance
with Clause 903.5.1.1 shall not be less than 10 MPa at 7 days. In addition, the minimum compressive
strength of any individual cube shall not be less than 7.5 MPa at 7 days.”
9.22.7 PAVEMENT QUALITY CONCRETE (PQC)
M-40 grade concrete has been considered for the Pavement Quality Concrete. The 28 days
characteristic flexural strength of concrete shall not be less than 4.5.
The minimum characteristic flexural strength of concrete is to be achieved at site during construction is
4.5 MPa by carrying out mix design for the fly ash mixed PQC. The minimum elastic modulus of concrete
is also to be achieved 30000 MPa. The rigid pavement shall be designed as per IRC 58-2015.
9.23 SPECIFICATIONS
The materials to be used in the project work and the specifications for execution of work shall conform
to MORT&H Specifications for Road and Bridge Works 5th Rev. 2013. However special technical
specifications shall be framed wherever MORT&H specifications need change / amendments. Where
these specifications are silent with regard to certain specifications for the material in question, in that
case, specifications under Bureau of Indian Standards / AASHTO / ASTM / BS or any other international
standard shall apply. But where these specifications are also silent, the specifications based on sound
engineering practices shall be followed on approval of the client.
9.24 ENVIRONMENTAL AND SOCIAL ASSESSMENT
Based on the detailed report on environmental and social assessment of potential critical impacts,
complying with the requirements of Government of Rajasthan, MoEF and GOI, environmental design for
enhancement of areas within the ROW, which would have suffered environmental degradation as a
result of the proposed highway improvement, shall be prepared.
9.25 CROSS-SECTIONAL ELEMENTS
The proposed cross sections for the project road are given in following pages.




section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajastha Improvement Proposal
CHAPTER 10 - IMPROVEMENT PROPOSAL
10.1 INTRODUCTION
The present traffic scenario accounts for capacity augmentation to four lanes with paved shoulder and
granular shoulders. Service roads also proposed for built-up areas to cater the movement of local
traffic. Concentric widening is adopted in most of the project length to restrict land acquisition to
minimum. The details of improvements recommended are dealt in this chapter.
10.2 GEOMETRIC IMPROVEMENTS
Alignment
The geometry of existing alignment Dangiywas to Keru section is good, as the project road is upgraded
by PWD few years back. Only few curves with radii less than the required are improved to design
standards. Concentric widening is proposed, with reconstruction of existing road.
In Keru to Nagaur road section toposurvey is carried out as per the land boundaries shown by the
NHAI/JDA. However in the stretch from Keru to Narwa no demarcation of shown on the ground by
NHAI/JDA., NHAI/JDA informed us between Keru to Narwa land belongs to Govt, hence geometric
design shall be carried out as per the Standards and specifications. In Narwa to Keru section boundary
pillars are present intermittently.
The alignment in Keru to Nagaur section is designed for 100 kmph, considering the existing land
boundary pillars as shown by NHAI/JDA. However lands needs to be acquired at many places, as land
acquired by JDA is not in curvilinear shape.
The existing alignment from km 0.00 to 1.600 is excluded from the scope of improvement proposal, as it
is discarded after completing ring road. However a green field alignment section from NH-25 to Km
1.600 on Dangiywas road was added to project scope. The cost estimate is calculated effective length of
73.619 km only.
Improvements to existing geometry
The horizontal curves which are deficient either in radius or in transition lengths has been improved as
per the design standards. The vertical curves which are deficient in curve length and gradients shall also
be improved. The existing geometry at following locations allows the design speed of 80 kmph due to
constraint available land and skew angle of bridges. However during meetings held at NHAI HQ, on the
9th February 2017 and 8th March 2017 it was decided to improve these stretches also to 100 kmph with
land acquisition. Hence geometry is improved to 100 kmph at following locations with additional land
acquisition..
Design Chainage (km) Transition Length Design Speed

Radius (m)
From To (m) Kmph
18277.34 18503.33 500 95 100
26618.17 26895.75 360 130 100
35902.11 36236.07 360 130 100
40909.14 41225.73 360 130 100

10.3 SCHEME OF WIDENING
The existing project stretch under study has multidimensional facets in terms of geometry, pavement
condition, existing utilities, religious structures, etc. and considering all these aspects the section-wise
policy adopted for widening based on the initial investigations. The adopted type of widening scheme is
summarised in Table 10.1.
Table 10-1: Adopted Widening Scheme
Exiting Chainage Design Chainage

Sl. (Km) (Km) Design
Description TCS Type
No. Length (Km)
From To From To
1 0.000 1.6000 0.000 1.600 1.600 2Lane highway Fig 2.2 B

without Service road
4 Lane Divided
highway without Fig 2.4 of IRC SP
2 1.600 9.421 1.600 9.370 7.770
Service road and 84-2014
with Raised Median
Approaches to Grade
Separated Structure
3 9.421 10.406 9.370 10.350 0.980 Fig 2.6C
with Slip Road (5.0 m
median)
4 Lane Divided
4 10.406 12.866 10.350 12.800 2.450
with Raised Median
4 Lane Divided
highway with Service
5 12.866 16.105 12.800 16.020 3.220 road and with Raised Fig 2.6A
Median (5.0 m
median)
Approaches to Grade
Separated Structure
6 16.105 17.085 16.020 17.000 0.980 Fig 2.6C
with Service Road
(5.0 m median)
4 Lane Divided
Median (5.0 m
median)
Approaches to Grade
Separated Structure
8 18.045 18.725 17.960 18.640 0.680 Fig 2.6C
with Service Road
(5.0 m median)
4 Lane Divided
Median (5.0 m
median)


No. Length (Km)
From To From To
4 Lane Divided
highway with Service Fig 2.6 of IRC SP
10 19.135 21.300 19.050 21.200 2.150
road and with Raised 84-2014
Median
Approaches to Grade
Separated Structure
11 21.300 21.935 21.200 21.835 0.635 Fig 2.6B
with Service Road
(2.5 m median)
4 Lane Divided
12 21.935 25.864 21.835 25.780 3.945
Median
Approaches to Grade
Separated Structure
13 25.864 27.156 25.780 27.075 1.295 Fig 2.6B
with Service Road
(2.5 m median)
4 Lane Divided
14 27.156 29.734 27.075 29.640 2.565
Median
Approaches to
Multiple Revenue
15 29.734 30.141 29.640 30.040 0.400 Fig 2.6B
Path with Service
Road (2.5 m median)
4 Lane Divided
16 30.141 31.261 30.040 31.160 1.120
Median
Approaches to Grade
Separated Structure
17 31.261 32.071 31.160 31.970 0.810 Fig 2.6B
with Service Road
(2.5 m median)
4 Lane Divided
18 32.071 33.751 31.970 33.650 1.680
Median
Approaches to Grade
Separated Structure
19 33.751 34.801 33.650 34.700 1.050 Fig 2.6B
with Service Road
(2.5 m median)
4 Lane Divided
20 34.801 35.411 34.700 35.310 0.610
Median
Approaches to Grade
21 35.411 36.301 35.310 36.200 0.890 Separated Structure Fig 2.6B
with Service Road


No. Length (Km)
From To From To
(2.5 m median)
4 Lane Divided
highway Raised
22 36.301 36.891 36.200 36.790 0.590 Fig 2.4A
Median and Slope
Retaining Structure
4 Lane Divided
23 36.891 37.681 36.790 37.580 0.790
with Raised Median
4 Lane Divided
highway Raised
24 37.681 37.900 37.580 37.800 0.220 Fig 2.4A
Median and Slope
Retaining Structure
4 Lane Divided
25 37.900 40.252 37.800 40.100 2.300
Median
4 Lane Divided
highway Raised
26 40.252 41.057 40.100 40.905 0.805 Fig 2.4A
Median and Slope
Retaining Structure
4 Lane Divided
27 41.057 42.616 40.905 42.440 1.535
with Raised Median
Approaches to Grade
17.073
Separated Structure
28 42.616 (NH- 42.440 43.520 1.080 Fig 2.6C
125)
median)
4 Lane Divided
17.073 18.690
29 (NH- (NH- 43.520 45.140 1.620
125) 125)
with Raised Median
Approaches to Grade
Separated Structure
30 - - 45.140 46.580 1.440 Fig 2.6C
median)
4 Lane Divided
Highway without
31 - - 46.580 48.770 2.190 Service Roads and Fig 2.2A
with Depressed
Median
Approaches to Grade
Separated Structure
32 - - 48.770 49.430 0.660 Fig 2.6C
median)


No. Length (Km)
From To From To
4 Lane Divided
Highway without
with Depressed
Median
Approaches to Grade
Separated Structure
34 - - 53.110 53.750 0.640 Fig 2.6C
median)
4 Lane Divided
Highway without
with Depressed
Median
Approaches to Grade
Separated Structure
36 - - 56.125 57.050 0.925 Fig 2.6C
median)
4 Lane Divided
Highway without
with Depressed
Median
Approaches to Grade
Separated Structure
38 - - 59.910 60.643 0.733 Fig 2.6C
median)
4 Lane Divided
Highway without
with Depressed
Median
Approaches to Grade
Separated Structure
40 - - 64.220 64.970 0.750 Fig 2.6C
median)
4 Lane Divided
Highway without
with Depressed
Median
Approaches to Grade
Separated Structure
42 - - 66.070 67.410 1.340 Fig 2.6C
median)
4 Lane Divided
43 - - 67.410 74.619 7.209 Fig 2.2A
Highway without


No. Length (Km)
From To From To
Service Roads and
with Depressed
Median
Total Length 74.619
10.4 GRADE SEPARATED STRUCTURES
Grade separated structures are proposed for intersections with National Highways and State Highways,
MDR and OR as per Manual of Specifications and also long term requirement of ring road needs. The
location of grade separated structures is given in Table 10-2A and 10-2B.
Table 10-2A: List of Grade Separators
Sl. Existing Design Length No. and length Vertical Type Design Remarks if
No. Chainage Chainage (M) of Spans (m) Clearance of GS Criteria- any
(Km) (Km) (m) Site
Distance
1 9.950 9.868 25.0 1x25.0 5.5 Flyover ISD MDR-144
2 16.400 16.428 25.0 1x25.0 5.5 Flyover ISD SH-58
3 21.638 21.543 25.0 1x25.0 5.5 Flyover SSD MDR-101
4 26.700 26.720 150.0 1x15.4x30.1x15 5.5 Flyover SSD ODR-

Jodhpur
5 32.500 31.616 60.0 1x15.1x30.1x15 5.5 Flyover SSD NH-25
6 34.128 34.027 60.0 1x15.1x30.1x15 5.5 Flyover SSD Daliboy

Circle
7 35.866 35.875 25.0 1x25.0 5.5 Flyover ISD ODR-

Jodhpur
Jajiwar
8 43.300 43.110 60.0 1x15.1x30.1x15 5.5 Flyover ISD NH-125
9 - 45.520 60.0 1x15.1x30.1x15 5.5 Flyover ISD -
10 - 56.526 15.0 1x15.0 5.5 VUP ISD MDR-104

Table 10-2B: List of Light Vehicular Underpass
Sl. Existing Design Length No. and Vertical Type of Design Remarks
No. Chainage Chainage (M) length of Clearance GS Criteria- if any
(Km) (Km) Spans (m) (m) Site
Distance
1 16.250 16.165 12.0 1x12.0 4.5 LVUP ISD -
2 16.753 16.668 12.0 1x12.0 4.5 LVUP ISD -
3 - 49.061 12.0 1x12.0 4.5 LVUP ISD -
4 - 53.437 12.0 1x12.0 4.5 LVUP ISD -
5 - 60.200 12.0 1x12.0 4.5 LVUP ISD -
6 - 64.606 12.0 1x12.0 4.5 LVUP ISD -
10.5 INTERSECTION PROPOSALS
The geometric design of junctions has been carried out taking in to account the site conditions, turning
movement characteristics, level of services, overall economy and operational safety. Twenty four major
intersections along with grade separators as mentioned table 10-2 & 10-3 proposed for improvement.
46 minor intersections will be provided to connect cross roads to the service roads / highway as given in
Table 10-4.
Table 10-3 List of Addition Major Intersections
Type Of
Sl. No. Existing Chainage Design Chainage LEFT RIGHT
Junction
1 24009 23+925 Sector-8 Jodhpur +
2 24609 24+525 Sector-8 Jodhpur +
3 25648 25+564 - Sangariya +
4 34901 34+800 Chopasani - T
Table 10-4: Lists of Minor Intersections

Sr No
1 1.072 1.108 Jaiyava T
2 2.882 2.918 Jaiyava(Ct) T
3 2.932 2.948 Village Road(CT) T
4 5.396 5.437 Village Road(CT) Village Road(CT) Y
5 6.338 6.300 Factory T
6 7.585 7.549 Jalel (CT) Devliya (CT) +
7 8.055 8.010 Jaleli T


Sr No
8 8.245 8.200 Godara Y
9 13.370 13.300 Kanawas Ka Pana(BT) Ramdev Nagar(BT) +
10 14.771 14.700 Basni(CT) Kharda(CT) +
11 16.755 16.670 Manpura (BT) T
12 17.070 16.985 Alakhdara(BT) T
13 17.185 17.100 Alakhdara(BT) T
14 17.985 17.900 Alakhdara(BT) T
15 19.000 18.115 Alakhdara(BT) Y
16 18.100 Alakhdara(BT) Village T
17 18.150 Village Siriyade Gaon T
18 18.495 18.410 Jhalamand(BT) Y
19 19.220 19.135 Jhalamand(BT) Airforce Area(BT) +
20 20.135 20.050 Bhantinda(BT) T
21 20.730 20.645 Bhantinda(BT) T
22 20.855 20.770 Jhalamand(RCC) T
23 20.955 20.870 Bhantinda(BT) T
24 21.400 21.315 Bhantinda T
25 23.060 22.990 Adarsh Nagar(BT) T
26 23.655 23.585 Sec-6(BT Road) T
27 24.009 23.938 Sec-8(BT) Jodhpur(BT) T
28 24.210 24.140 Sec-5(BT) T
29 24.420 24.350 Sec-5(BT) T
30 24.512 24.548 Sec-8(BT) Colony Road T
31 24.725 24.655 Sec-1(BT) T
32 24.945 24.875 Sec-1(BT) T
33 25.140 25.070 Sec-1(BT) T
34 25.325 25.255 Sangariya(BT)| KK Colony(BT) +
35 25.646 25.580 Sangariya(BT) T
36 27.305 27.245 Parshwnath City T
37 27.750 27.690 Jaybhavani(BT) T
38 28.517 28.430 Abhishek Nagar Junawo ki Dhani(CT) +
39 29.215 29.140 Basni(BT) T
40 30.195 30.310 Kanishka(BT) T
Mansarovar
30.595 30.510 T
41 Colony(BT)
42 30.956 30.864 Colony(BT) T
43 31.195 31.110 Ashapurna Nagar T
44 31.440 31.355 Pal Village T
45 32.255 32.170 Chaukhan(BT) T
46 34.500 34.415 Chaukhan(BT) T
47 34.790 34.800 Chopasni(BT) Y
48 35.385 35.280 Gopalbari T
49 35.435 35.350 Gopalbari(BT) T


Sr No
50 36.240 36.155 Akhalia(BT) T
51 38.045 37.960 Gopalbari Y
52 38.330 38.200 Bhadarwa(RCC) T
53 38.420 38.290 Bhadarwa T
54 39.265 39.135 Nimbdia(BT) T
55 40.395 40.265 Fidusar(BT) T
Village Road
56 41.065 41.080 Y
(BT)
57 41.265 41.135 Barli T
58 41.430 41.300 Barli(BT) T
59 55.244 Indroka Barli +
60 64.600 Rampura Bhatiyan Basni Karwar +
61 65.387 Village Village Road +
62 69.500 Village Basni +
63 72.510 Village Karwar +
64 73.047 Village Karwar +
65 73.554 Jheepasani Karwar +
66 74.400 Plot Colony Nagaur Road T
10.6 LONGITUDINAL DRAINS
The following provisions have been considered to develop a sound drainage network:
• Covered RCC lined drain at ROW End in Built-up area.

• Unlined drain in rural sections.
• RCC uncovered Lined Drain at Hill Section in Cutting section.
• Kerb and ditch drain on high embankment in Cement Concrete with outfall as 600mm
NP4 RCC pipe.
• Open chute drain in Cement Concrete on slopes of high embankment with stilling basin.
• Catch water drain
The RCC drain is proposed in built-up areas on both sides. The location of drains is given in the following
table.
Exiting Chainage (Km) Design Chainage (Km) Design Length

Sl. No. Description
Approaches to Grade
with Service road and with
2 12.866 16.105 12.800 16.020 3.220
Raised Median (5.0 m
median)
Approaches to Grade
Service Road (5.0 m


Sl. No. Description
median)
4 17.085 18.045 17.000 17.960 0.960
median)
Approaches to Grade
Separated Structure with
5 18.045 18.725 17.960 18.640 0.680
Service Road (5.0 m
median)
6 18.725 19.135 18.640 19.050 0.410
median)
7 19.135 21.300 19.050 21.200 2.150 with Service road and with
Raised Median
Approaches to Grade
8 21.300 21.935 21.200 21.835 0.635
Service Road (2.5 m
median)
Raised Median
Approaches to Grade
10 25.864 27.156 25.780 27.075 1.295
Service Road (2.5 m
median)
Raised Median
12 29.734 30.141 29.640 30.040 0.400 Revenue Path with Service
Road (2.5 m median)
Raised Median
Approaches to Grade
14 31.261 32.071 31.160 31.970 0.810
Service Road (2.5 m
median)
Raised Median
Approaches to Grade
16 33.751 34.801 33.650 34.700 1.050
Service Road (2.5 m
median)
17 34.801 35.411 34.700 35.310 0.610


Sl. No. Description
Raised Median
Approaches to Grade
18 35.411 36.301 35.310 36.200 0.890
Service Road (2.5 m
median)
Raised Median
Approaches to Grade
17.073
20 42.616 42.440 43.520 1.080 Separated Structure with
(NH-125)
Approaches to Grade
21 - - 45.140 46.580 1.440 Separated Structure with
Approaches to Grade
Approaches to Grade
Approaches to Grade
Approaches to Grade
Approaches to Grade
Approaches to Grade
Total Length ( Single Side) 34.248
10.7 BUS BAY WITH BUS SHELTERS AND BUS SHELTER
Bus-shelters and bus bays are upgraded during the recent development of the project highway. The bus
shelters and bus bays are proposed for reconstruction at existing locations except for sections where
new bypasses are proposed.
Table 10-5: Bus bays with Bus Shelter and Bus Shelters
Sl. No Design Chainage (m) Side Remarks

1 9700 LHS
2 13200 LHS Bus Shelter Only

Sl. No Design Chainage (m) Side Remarks

3 16280 LHS
4 21380 LHS
9 30420 LHS
10 34750 LHS
11 42450 LHS
12 10150 RHS
13 13350 RHS Bus Shelter Only
14 16610 RHS
15 21640 RHS
20 30200 RHS
21 34600 RHS
22 43350 RHS
23 49700 LHS
24 54100 LHS
25 56100 LHS
26 64700 LHS
27 67900 LHS
28 70200 LHS
29 73500 LHS
30 50000 RHS
31 54400 RHS
32 56300 RHS
33 65100 RHS
34 67900 RHS
35 70500 RHS
36 72900 RHS
10.8 TRUCK LAY-BYES
Local consultations were held at the places of repair shops, restaurants / hotels etc. and subjective
opinions of the drivers regarding necessity of truck lay-bye are collected. The Truck parking should
include parking for expected peak hour truck traffic and cafeteria suitable for fulfilling the need for
Indian truck drivers. Rigid pavement as designed for the new carriageway is proposed for these
locations as well. The proposed locations of the truck lay-byes are presented in Table 10-6.
Table 10-6: Location of truck lay-byes

Sl. No Existing Chainage (m) Design Chainage (m) Side

1 8847 8800 Both side
2 42026 41850 Both side
3 73514 73340 Both side
10.9 TOLL PLAZAS
Three toll plazas are proposed in Section –I Dangiywas to Nagaur road.
Table 10-7: Location of Toll-Plazas
Section Existing Chainage (m) Design Chainage (m) Location

0 to 31625 2350 2250 Dangiyawas
31625 to 74619 - 61755 Manaklavo
10.10 ROAD MARKINGS
Road markings perform the important function of guiding and controlling traffic on a highway. The
markings serve as psychological barriers and signify the delineation of traffic paths and their lateral
clearance from traffic hazards for safe movement of traffic. Road markings are therefore essential to
ensure smooth and orderly flow of traffic and to promote road safety. The Code of Practice for Road
Markings, IRC: 35 – 2015 has been used in the study as the design basis.
The road markings were carefully planned on carriageways, intersections, toll plazas and bridge
locations.
10.11 ROAD SIGNS
Cautionary, mandatory and informatory signs have been provided depending on the situation and
function they perform in accordance with the IRC: 67 – 2012 guidelines for road signs.
10.12 GUARD POST
Guard posts are proposed on embankments of height more than 1.0 m, bridge approaches and
horizontal curves of radius greater than 240 m. The spacing of guard post shall be 2.0m c/c in these
areas. Typical Guard post consists of precast (M20) post of size 200mm x 200mm and a height of 600
mm above ground level. They are encased in M15 cement concrete for a depth of 450 mm below
ground level. Guard posts are painted with alternate black and white reflective paint of 150 mm wide
bands.
10.13 CRASH BARRIER
Steel Single W-beam metal crash barrier shall be installed all along the project highway on main
carriageway. It will also generally be installed on sections of the road (a) where the embankment height
is more than 3 m (b) bridge approaches and (c) on the outside of curves. These guardrails shall be
installed along the edge of the outside shoulder with an offset of 2.5 m from the edge of the pavement
of carriageway.
Safety barrier shall be provided along the central median at places where (a) median width is 1.50 m (b)

lengths where median tapers from 4.0 m to 1.5 m and (c) at bus bays.
10.14 PROPOSALS FOR STRUCTURES
The existing stretch of Dangiywas to Keru is one major bridge, two minor bridges and one ROB. Existing
major structures are retained in place additional two lane structures are proposed along side of the
existing structures. The summary of proposed structures is given in Table 10-8.
Table 10-8: Summary of Proposed Structures
SL.No Type Existing Reconstruction New Construction Widen Total

1 PC 0 0 0 0 0
2 BC 0 47 73 0 120
3 SC 50 0 0 0 0
4 ROB 1 0 1 1 2
5 MNB 2 0 4 2 6
6 MJB 1 0 1 0 1
7 Flyover 1 0 10 0 10
8 VUP 0 0 1 0 1
9 LVUP 0 0 4 0 4
10 PUP 0 0 2 0 2
Total 55 47 96 3 146
10.14.1 MAJOR BRIDGES
One major bridge with two lanes is found along the existing road, the same is retained.
Table 10-9: Existing Major Bridges
Existing Super
Sl. No Type Span Sub Structure Foundation Comments
Chainage Structure
1 18.500 MJB 8x9.5 RCC Slab RCC Abutment Open Jojari River
10.14.2 Minor Bridges
There are two minor bridges along the project stretch; additional two lane bridges are proposed along
the existing bridges. Four new minor bridges are proposed in green field alignment.
Table 10-10: Minor Bridge- Widening
Sl. Existing Super Sub Proposed

Type Span Foundation Comments
No Chainage Structure Structure Width (m)
1 36+979 MNB 3x6.5 Multi cell Box - 12.5
38+776 RCC
2 MNB 1x10 RCC Slab Open - 12.5
Abutment
Table 10-11: Minor Bridge- New construction

Sl. Design Super Sub Foundati Proposed Width

Type Span Remarks
No Chainage Structure Structure on (m)
RCC RCC Pier & On green field
1 47.910 MNB 1x25 Open 12.5+Median+12.5
Girder Abutment alignment
2 49.760 MNB 1x25 Open 12.5+Median+12.5
3 56.625 MNB 1x15 Open 12.5+Median+12.5
PSC RCC Pier & On green field
4 67.070 MNB 1x25 Open 12.5+Median+12.5
10.14.3 Flyover and VUP
The list of flyovers proposed is given in Table 10-12.
Table 10-12: List of Flyovers and VUP
Sl. Existing Design Length No. and length Vertical Type Design Remarks if
No. Chainage Chainage (M) of Spans (m) Clearance of GS Criteria- any
(Km) (Km) (m) Site
Distance
1 9.950 9.868 25.0 1x25.0 5.5 Flyover ISD MDR-144
2 16.400 16.428 25.0 1x25.0 5.5 Flyover ISD SH-58
3 21.638 21.543 25.0 1x25.0 5.5 Flyover SSD MDR-101
4 26.700 26.720 150.0 1x15.4x30.1x15 5.5 Flyover SSD ODR-

Jodhpur
5 32.500 31.616 60.0 1x15.1x30.1x15 5.5 Flyover SSD NH-25
6 34.128 34.027 60.0 1x15.1x30.1x15 5.5 Flyover SSD Daliboy

Circle
7 35.866 35.875 25.0 1x25.0 5.5 Flyover ISD ODR-

Jodhpur
Jajiwar
8 43.300 43.110 60.0 1x15.1x30.1x15 5.5 Flyover ISD NH-125
9 - 45.520 60.0 1x15.1x30.1x15 5.5 Flyover ISD -
10 - 56.526 15.0 1x15.0 5.5 VUP ISD MDR-104

10.14.4 LVUP
The list of LVUPs proposed is given in Table 10-13.
Table 10-13: List of LVUPs
Sl. Existing Design Length No. and Vertical Type of Design Remarks
No. Chainage Chainage (M) length of Clearance GS Criteria- if any
(Km) (Km) Spans (m) (m) Site
Distance
1 16.250 16.165 12.0 1x12.0 4.5 LVUP ISD -
2 16.753 16.668 12.0 1x12.0 4.5 LVUP ISD -
3 - 49.061 12.0 1x12.0 4.5 LVUP ISD -
4 - 53.437 12.0 1x12.0 4.5 LVUP ISD -
5 - 60.200 12.0 1x12.0 4.5 LVUP ISD -
6 - 64.606 12.0 1x12.0 4.5 LVUP ISD -
10.14.5 ROB
The list of ROBs proposed is given in Table 10-14.
Table 10-14: List of ROB’S
Existing. Design Categ

Details structure to be Proposed
Sl. Chainage Chainage ory of
Proposed Structure
No. Cross Vertical
Km Km Type Span
road Clearance
Existing ROB to be
retained + Additional
1x
14.50m(Carriageway
width) +Additional 72.0 m(LHS
Same as
1 26.300 26.270 ROB 12m Box ROB 1x12x5.5m-Box)+
(1x12x5.5)on one Existing
RHS (21+30+21)
side proposed at
existing side for
crossing of traffic
2x14.50m 275.50m(1x21+1x4
ROB &
2 - 66.764 (Carriageway width) ROB 2+1x21+2x25+3x30 7.3
SH-61
.5+2x25)
10.14.6 Culverts
The additional culverts proposed, based hydrology is given in Table 10-17. List culverts proposed for
reconstruction are given in Table 10-18.
Table 10-17: List of Additional Culverts

Existing Design
Sl. No Chainage Chainage Span/opening Remarks
(Km) (Km)
1 2.000 2.034 1x3x2.0
2 3.700 3.735 1x3x2.0
3 4.200 4.235 1x3x2.0
4 5.200 5.444 1x3x2.5
5 7.000 7.035 1x3x2.0
6 7.500 7.542 1x3x2.5
7 11.500 11.535 1x3x2.0
8 13.000 13.296 1x3x2.5
9 14.500 14.689 1x3x2.5
10 17.000 17.025 1x3x2.0
11 27.850 27.863 1x3x2.0
12 28.750 28.420 1x3x2.5
13 33.200 32.946 1x3x2.5
14 - 45.280 1x3x2
15 - 45.905 1x3x2
16 - 46.465 1x3x2
17 - 46.710 1x3x2
18 - 47.190 1x3x2
19 - 48.160 1x3x2
20 - 48.900 1x3x2
21 - 49.198 1x3x2
22 - 50.300 1x3x2
23 - 50.825 1x3x2
24 - 51.225 1x3x2
25 - 51.860 1x3x2
26 - 52.278 1x3x2
27 - 53.290 1x3x2
28 - 53.670 1x3x2
29 - 54.090 1x3x2
30 - 54.488 1x3x2
31 - 54.000 1x3x2
32 - 54.900 1x3x2
33 - 55.680 1x3x2
34 - 56.180 1x3x2
35 - 56.875 1x3x2
36 - 57.337 1x3x2
37 - 57.740 1x3x2
38 - 58.340 1x3x2
39 - 58.705 1x3x2
40 - 59.337 1x3x2
41 - 59.807 1x3x2
42 - 60.690 1x3x2

Existing Design
Sl. No Chainage Chainage Span/opening Remarks
(Km) (Km)
43 - 61.170 1x3x2
44 - 61.825 1x3x2
45 - 62.270 1x3x2
46 - 62.840 1x3x2
47 - 63.320 1x3x2
48 - 63.630 1x3x2
49 - 63.827 1x3x2
50 - 64.050 1x3x2
51 - 64.313 1x3x2
52 - 64.850 1x3x2
53 - 65.390 1x3x2
54 - 65.860 1x3x2
55 - 66.370 1x3x2
56 - 67.230 1x3x2
57 - 67.340 1x3x2
58 - 68.140 1x3x2
59 - 68.330 1x3x2
60 - 68.440 1x3x2
61 - 68.770 1x3x2
62 - 69.077 1x3x2
63 - 69.597 1x3x2
64 - 70.380 1x3x2
65 - 70.530 1x3x2
66 - 70.865 1x3x2
67 - 71.390 1x3x2
68 - 71.770 1x3x2
69 - 72.404 1x3x2
70 - 72.880 1x3x2
71 - 73.295 1x3x2
72 - 73.690 1x3x2
73 - 74.000 1x3x2
74 - 74.560 1x3x2
Table 10-18: List of Culverts for Reconstruction
Sl. No Existing Chainage (Km) Design Chainage (Km) Span Remarks, if any
1 0.136 0.170 1x3x2.0

2 1.387 1.421 1x3x2.0
3 2.289 2.324 1x3x2.0
4 3.166 3.201 1x3x2.5

Sl. No Existing Chainage (Km) Design Chainage (Km) Span Remarks, if any
5 4.880 4.915 1x3x2.0

6 5.662 5.693 1x3x2.5
7 6.301 6.336 1x3x2.0
8 7.851 7.886 1x3x2.0
9 8.582 8.617 1x3x2.0
10 9.076 9.110 1x3x2.0
11 10.754 10.789 1x3x2.0
12 11.829 11.863 1x3x2.0
13 12.482 12.516 1x3x2.0
14 13.640 13.674 1x3x2.0
15 14.958 14.992 1x3x2.0
16 15.657 15.691 1x3x2.0
17 17.399 17.433 1x3x2.0
18 19.383 19.403 1x3x2.0
19 19.789 19.809 1x3x2.0
20 20.926 20.947 1x5x2.5
21 21.156 21.176 1x5x2.0
22 22.048 22.043 1x3x2.0
23 22.266 22.286 1x3x2.0
24 22.945 22.965 1x3x2.0
25 23.918 23.938 1x3x2.5
26 24.512 24.532 1x3x2.0
27 25.246 25.266 1x3x2.0
28 27.243 27.256 1x3x2.0
29 28.031 28.044 1x3x2.0
30 29.032 29.045 1x3x2.0
31 30.368 30.381 1x3x2.0
32 31.021 31.034 1x3x2.0
33 34.585 34.596 1x3x2.0
34 34.990 35.000 1x3x2.0
35 35.826 35.835 1x3x2.0
36 36.578 36.589 1x3x2.0
37 37.154 37.164 1x3x2.0
38 37.308 37.318 1x3x2.0
39 37.612 37.631 1x3x2.0
40 38.049 38.058 1x3x2.5
41 38.300 38.304 1x3x2.5
42 39.321 39.322 1x3x2.5
43 39.675 39.673 1x3x2.5
44 40.141 40.138 1x3x2.0
45 41.103 41.094 1x3x2.0
46 41.663 41.654 1x3x2.0
47 42.391 42.382 1x3x2.0

10.15 PROPOSED RIGHT OF WAY
The 60.0 m of ROW is available along the project highway. However land acquisition is proposed at the
following locations due to improvement in geometry.
ROW of Keru to Nagaur Road is considered as according to boundary pillars shown by NHAI/JDA.
Alignment is finalized to the extent possible within the ROW, considering the design considerations.
Table 10-20 Proposed ROW Details
Existing Chainage Design Chainage Km Right of

Remarks
From To From To Way (m)
0.000 2.540 0.000 2.300 60 Existing Road
2.540 3.240 2.300 2.900 115 Toll Plaza
3.240 4.140 2.900 3.900 60 Existing Road
4.140 4.340 3.900 4.100 140 Rest Area
4.340 43.300 4.100 43.140 60 Existing Road
16.700 18.560 43.140 45.000 45 Existing Road
- - 45.000 62.450 60 Green field alignment
- - 62.450 63.050 120 Toll Plaza
73.300 73.500 140 Rest Area

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajastha Pavement Design
CHAPTER 11.0: PAVEMENT DESIGN
11.1 GENERAL
The existing pavement along the project is flexible in nature except few sections with rigid pavement.
The project envisages widening to four lanes with paved shoulder of the carriageway for augmenting
the capacity of the project road and significantly extending its service life. Wide paved shoulders are
suggested at certain stretches to further enhance the capacity of project. Pavement design includes
strengthening of existing pavement and new design flexible and rigid.
The general procedure for design of the flexible pavement for widened portion as new construction as
well as strengthening of existing carriageway has been followed as per the guidelines of IRC: 37-2012 –
“Guidelines for the Design of Flexible Pavements” and IRC: 81-1997- “Guidelines for Strengthening of
flexible road pavements using Benkelman Beam Deflection Technique” respectively. The rigid
pavements are designed as per the guidelines of IRC: 58-2015;
Based on the evaluation of the functional and structural properties of the existing pavement, subgrade
strength, axle loads and design traffic, 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.
The pavement proposal (widening/reconstruction/overlay/raising) has been finalized in consultation

with PWD and same has been proposed below.
11.2 HOMOGENOUS SECTIONS FOR PAVEMENT DESIGN
The new pavement design is carried out for homogenous sections, based on the traffic flow. The
homogeneous sections are given in Table 11-1.
Table 11-1 Homogenous Sections
Starting Ending
Section No Length (m)
Existing km Place Existing km Place
I 0.000 Dangiywas 46.400 Keru 46.400
II 46.400 Keru 75.000 Nagaur 29.00
11.3 VEHICLE DAMAGE FACTOR
Axle load surveys have been conducted at two locations, to ascertain Vehicle Damage factors (VDF)
values along the existing project road at 20+500 and 37+400 of existing Jodhpur Ring Road. The VDF
values arrived from the analysis given in Table 11.2.

Table 11-2 VDF Calculated
Mode Dangiywas - Keru Keru - Dangiywas

Jhalamand (km 20.500)
LCV 1.33 0.77
2-axle 4.67 8.65
3-axle 7.24 8.79
MAV 13.74 11.63
Bus - 0.01
Chokha (km 37.400)
LCV 0.28 2.13
2-axle 2.68 8.82
3-axle 8.36 8.62
MAV 13.12 4.38
Bus 1.55 2.26
The total commercial volume on the project road is given below:
Table 11-3 Commercial Vehicle Traffic
Jhalamand Chokha Village

Mode
Km 20.500 Km 37.400
LCV 413 456
Bus 83 288
2A 727 1237
3A 846 636
MAV 1201 810
TOTAL 3270 3427
The calculated VDF and the projected commercial volume have been used to arrive at the design msa
(million standard axles) for the project road as given in Table 11-4.
Table 11-4 MSA Adopted
MSA for 15 yrs excluding 3 yrs

Links Link Description
construction period
Section-1 Jhalamand (Km 0.000 to Km 22.500) 121.54
Section-2 Chokha (Km 22.500 to Km 46.400) 110.25
11.4 PAVEMENT DESIGN
Pavement design for new carriageway is done based on IRC: 58-2015, considering construction period
of two years and design life of 30 years. The service roads are designed as per IRC: 37-2012.

11.5 RECONSTRUCTION STRETCHES
The existing pavement from Dangiywas to Keru is proposed for reconstruction, as the concentric
widening proposed all along with 5 m of median and also considering the embankment condition of
existing pavement.
11.6 DESIGN OF RIGID PAVEMENT
Rigid pavement has been proposed for main carriageway and at toll plaza. The rigid pavement design
for these sections has been designed according to IRC 58-2015.
The following input parameters have been used in designing the rigid pavements:
• Modulus of Elasticity of Concrete : 3X105
• Poisson’s Ratio: 0.15
• Coefficient of thermal Ex0pansion of Concrete 10X10-6
• Tire Pressure 8 Kg/Cm2
• Subgrade CBR 8%
• Design Life (yrs.) 30
Rigid pavement has been proposed at following locations:
Based on the above parameters the rigid pavement design is proposed as given in Table 11-5.
Table 11-5 Proposed Rigid Pavement Design
Rigid Pavement Composition (mm)

Homogeneous Sub-grade with
Direction PQC DLC GSB
Section effective CBR of 8%
(mm) (mm) (mm)
(mm)
For Main Carriageway & Toll Plaza Locations
Homogeneous Dangiywas -Jhalamand 270 150 150 500

Section-I
(0.00 to 22.500) Jhalamand -Dangiywas 270 150 150 500
Homogeneous Jhalamand - Keru 270 150 150 500

Section-II
(22.500 46.300) Keru - Jhalamand 280 150 150 500
The rigid pavement thickness varies from 270-280 mm, in different sections of the project road.
Considering the heavy axle loads and feature growth of traffic, the following uniform rigid pavement
design is proposed. Based on the above parameters the recommended rigid pavement design is given
in Table 11-6.

Table 11-6 Recommended Rigid Pavement Design
Layer Composition Recommended Rigid Pavement

Pavement Quality Concrete (PQC) 300 mm
Dry Lean Cement Concrete (DLC) 150 mm
Granular Course as Sub-base 150 mm
Sub-grade with material having CBR ≥ 10% 500 mm
11.7 DESIGN OF FLEXIBLE PAVEMENT
Flexible pavement for the service road has been designed for 10 MSA traffic with bitumen grade of VG
40 and effective design CBR of 10%. The flexible pavement design has been done in accordance to IRC
37-2012. The pavement design so carried out is given below in Table 11.7.
Table 11.7: Proposed thickness for Proposed Service Roads
Crust Composition Thickness (mm) Thickness (mm) for Two lane

road (From 0 to 1.600)
BC 40 40
DBM 60 50
WMM 250 -
GSB 200 -
TOTAL THICKNESS 550 -

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajastha Cost Estimate
CHAPTER 12.0: COST ESTIMATE
12.1. INTRODUCTION AND ASSUMPTIONS
The cost estimates have been prepared for the project road considering the recommended alignment.
The estimate has been prepared for widening/reconstruction the existing stretches to 4-lane
carriageway with paved shoulders on both sides with rigid pavement and flexible pavement service
roads.
12.2. ADOPTION OF UNIT RATES
12.2.1. Based on rate analysis
The basic rates of construction items have been analyzed on the basis of Standard Data Book 2001
published by MORT&H following “Guidelines for Costing Methodology to be adopted for framing up
Cost Estimates”. Hiring charges of machinery have been taken from the SOR NH Circle Jaipur for the
year 2016-17. Minimum wages of labors have been considered to prescribed by labor department vide
Gazette of India .Also latest SOR of NH Division 2016-2017 NH Circle has been considered.
12.2.2. Based on market rates
For items where these rates are not available, the rates were adopted as per previous experience of the
consultants / Market rates. The basic rates of machinery have also been adopted as per previous
experience/market rates. For rate analysis of bituminous items, the basic rates of all grade of bitumen
recommended in the project are latest rates of Mathura Refinery.
12.3. BILL OF QUANTITIES FOR CIVIL WORKS
The bill of quantities for civil works has been prepared on the basis of preliminary design.
12.4. COSTING FOR SAFETY DEVICES
Adequate numbers of road signage and pavement markings have been considered as a safety measures
while making costing for road safety to give proper information to the road users to avoid accident on
the project road. Details of road safety devices and their costing are given in Bill No.10 of cost estimates
attached separately.
12.5. COST OF R & R
A tentative estimate of cost for Rehabilitation & Resettlement has been worked out to Rs. 29.572
crores, which covers all components of compensation, assistance and entitlements. The detailed break
up of R&R cost will be submitted in Project Report.
12.6. COST OF ENVIRONMENTAL MITIGATION PLAN
Environmental costs include the cost of cutting of trees (compensatory afforestation), rehabilitation of
water source such as hand pumps, wells, bore wells and ponds, noise protection measures near
sensitive locations, air, water and noise quality monitoring at different stages and the cost of
environmental enhancement along the project road. Details are given in chapter 9 of the report.

12.7. ANY OTHER ASSOCIATED COST
No other associated cost has been taken.
12.8. TOTAL COST ESTIMATES
The detailed cost estimates is given Volume-IV Cost Estimate. Cost estimation is important for the
feasibility study as it provides vital input to the economic and financial evaluation of the project. The
estimate has been prepared for widening and new carriageway. Quantities for all the structures are
calculated separately to arrive cost. The abstract of the cost estimate for Dangiywas to Nagaur road for
a length km 74.619 is given in Table 12.1.

Table 12.1 Abstract of Cost Estimate

Sr. Amount in
Particulars Amount (INR)
No. Crores
1 Site clearance and Dismanteling 3,66,91,420 3.669
2 Earth Work 77,07,15,568 77.072
Grannular Sub Base Courses and Base Courses (
3 78,24,63,305 78.246
Non- Bituminous )
4 Bituminous and Rigid Pavement Courses 3,64,75,65,989 364.757
5 Culverts 41,93,70,679 41.937
6 Bridges
a) Minor Bridges 9,78,70,115 9.787
b) FO, ROB 76,49,03,153 76.490
c) VUP/PUP 10,68,41,831 10.684
d) RE Wall 1,22,09,07,131 122.091
7 Drainage & Protective Works 74,22,59,396 74.226
8 Junctions 6,21,74,161 6.217
Traffic signs, Road markings and other road
9 24,06,55,738 24.066
appurtunences
Miscellaneous Works including truck lay bye and bus
10 57,26,55,993 57.266
lay bye
11 Maintenance of roads 3,99,61,832 3.996
12 Toll Plaza (2 nos) 35,81,99,651 35.820
Civil Cost (2016-2017) 9,86,32,35,964 986.32
Total Civil Cost (2016-2017) 9,86,32,35,964 986.32
Centenges @15% 1,47,94,85,395
Total Project Cost 1,134.27

11,34,27,21,358
Cost Per Km in Crores (On Civil Cost)
13.22
Cost Per Km in Crores (On TPC)
15.20
Utility Shifting 200.00
2,00,00,00,000.00
Land Acquisition, Resettlement and Rehabilitation
29.59
Cost 29,58,97,079
Environmental Cost @0.3% 2.96
2,95,89,708
Total Capital Cost 1,366.82
13,66,82,08,145

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajastha Eeconomic and Financial Analysis
CHAPTER 13.0: Economic And Financial Analysis
13.1 ECONOMIC ANALYSIS
13.1.1 Investment Appraisal
Two alternatives have been considered for the economic analysis. The first is “without Project” (do
minimum) where the project road, is considered without improvement proposals. In this case, the
future traffic volume will continue to flow on the existing two-lane road, Intermediate and Single Lane
road. In the HDM model analysis, this ‘Do Minimum’ alternative will form the base strategy against
which all other strategies will be compared. The second is ‘With Project’ alternative. This corresponds to
the up gradation of existing project road to four lane with paved shoulder facilities. Total Design Length
of the stretch is 73.619. In order to arrive at the net benefits associated with the second strategy, it is
compared with ‘Do Minimum Alternative’. By comparing the above alternatives, the net agency costs
and net user costs and finally net project benefits, associated with the project during its analysis period
are calculated, for the improvement option in order to arrive the Economic Internal Rate of Return
(EIRR) and Economic Net Present Value (ENPV). In brief, the following two strategies have been
considered and evaluated in this study:
13.1.2 "Without Project" alternative
Strategy 1: This is the “Do Minimum Scenario”. In this scenario, the agency performs routine
maintenance and pothole patching every two years from the starting year. It will receive functional
overlay of 30 mm overlay after every 10 years. This would have effect of reducing the surface roughness
to IRI 3.0 m/km.
This strategy has been termed “Do Minimum Scenario” where the existing road network is maintained
at current levels and no improvements are envisaged. In this situation, the projected future traffic is
assumed to use the existing road in a congested traffic flow condition.
Agency costs (maintenance cost), distance and time related vehicle operation costs together with travel
time costs and accident costs pertaining to this alternative will form the base on which net project cost
and benefit streams during the analysis period are calculated for each ‘with project’ alternative.
13.1.3 "With Project" alternative
Strategy 2: This is the scenario with the upgrading of the project road to a 4 Lane + PS. Once the
construction is complete, the agency will perform the routine maintenance annually and periodic
maintenance will, whenever IRC reaches 4 and above.
This strategy forms a ‘With Project’ alternative and is compared to ‘Without Project’ alternative.
13.1.4 HDM Model Input Data
General
The following general input values have been considered for the HDM Model as presented in Tables
13.1 to 13.5 below.

Table 13-1: General Inputs for HDM Model
Description:
Run Date 28-03-2017
Discount Rate (%) 12%
Analysis Period (years) 30
Calendar Year of Initial Year 2017
Output Currency Name Indian Rupees
Input Currency Name Indian Rupees

Table 13-2: HDM Input Basic data
AADT in nos.
Speed Flow Road Surface Length Carriageway Shoulder
ID Name Climate Zone MT NMT Remarks
Type Class Class (km) Width (m) Width (m)
Section I
Tropical-hot-sub-
A-01 From Km 0.000 to Two Lane Primary Bituminous 45.00 7.00 1.00 11363 43 -
humid
45.00
Table 13-3: Condition of Project Road
Roughness IRI Total Cracking Ravelled Area (%) Potholes Edge Break Rut
ID Condition Year
(m/km) Area (%) ACRA ARV (no./km) (m²/km ) Depth (mm)
1 2016 6 60 15 3 10 0.75
Table 13-4: HDM Input Geometry of Project Road
ID Name Speed Flow Type Rise + Fall (m/km) Curvature Deg/km Horizontal Super elevation (%) Speed Limit (kmph)
Section I
A-01 Two Lane 1.00 15 3 40
From Km 0.000 to 45.00
Table 13-5: HDM Input: Road Sections – Pavement Condition of Project Road
Last Re-
Current Surface Thickness Previous Surface Base Thickness
Material Type Construction/New Last Rehabilitation Year
(mm) Thickness (mm) (mm)
Construction Year
Asphalt Concrete (AC) 40 100 2007 2007 250

Traffic
The Assignable traffic likely to use the proposed project road has already been discussed in Traffic
Chapters of this report. For the economic analysis, fast moving motorised traffic including two wheelers
and non-motorised vehicles have been considered.
Capacity of the road
There are few suggestions with respect to maximum capacity of roads in India. IRC 64-1990 provides
design service volume based on level of service B (volume to capacity ratio of 0.5) and a peak hour
share of 10%. It is also suggested that the capacity will increase by 15% with 1.5 m paved shoulders. The
HDM model suggests even higher capacities. Both are compared in Table 13.6. Based on this
comparison, maximum capacities as per IRC 64 are considered reasonable to use.
Table 13-6: Suggested Capacities for Plain/Rolling Terrain (PCU/Hr)
Width / Lane Shoulders Maximum Capacities

Configuration (Width & Type) IRC-64 HDM
2-Lane (7m) Nil 1500 2800
2-Lane (7m) 2 x 1.5m – Paved 1725 -
4-Lane Dual Nil 6400 8000
4-Lane Dual 2 x 1.5m - Paved 7360 -
Growth Rate
Traffic growth rates necessary to estimate traffic levels in future on project road are products of
economic factors of the influence area and elasticity of traffic demand. Normal – most likely growth
scenario has been considered for economic analysis.
Base year traffic as given in Traffic Chapters of this report is considered in the econometric analysis.
13.1.5 Project Costs
Capital Costs
The capital costs of the construction / up-gradation of the project road including the phasing of
investment during the construction period have been calculated. The total capital costs (including road
works, bridges, culverts and utilities, land acquisition, resettlement and rehabilitation, quality and
project development charges at current prices with contingency costs for road works and structures
have been considered.
The capital costs (financial) of the project road have been converted into economic costs by using a
standard conversion factor of 0.90, to construction costs (road works and structures). The economic
cost of land acquisition, R & R, quality and project development cost has been taken as the same as
financial cost, without resorting to shadow pricing or assessing opportunity cost in any other

alternative. The project costs, over the construction period, are shown in Table 13.7 below.
Table 13-7: Project cost taken in analysis (in Rs.)
Total Project Cost 11,342,721,358

Utility Shifting @0.5% 2,000,000,000.00
R&R Cost 295,897,079
Environmental Cost @0.3% 29,589,708
Total Capital Cost 13,668,208,145
Table 13-8: Percentage Distribution of Cost
Year I Year II Year III
30 40 30
Routine and Periodic Maintenance

The various maintenance costs have been divided into two parts: routine and periodic maintenance.
The salient features and construction policy for the both types of are mentioned below.
Routine and Periodic maintenance has been taken as given in the table below.
Table 13-9: Annual operation and Maintenance Cost
Routine Maintenance for exiting two Lane carriageway Rs. 200000 per km
Routine Maintenance for Proposed four Lane with Paved
Rs. 450000 per km
Shoulders
Periodic Maintenance for Two Lane Carriageway Rs. 2000000 per km
Periodic Maintenance for Four Lane with Paved Shoulders
Rs. 2254000 per km
Carriageway
Other maintenance: additional operational expenses associated with project such as traffic signposts,
lighting etc., are considered as annual charges and included in routine maintenance costs. For annual
supervision & administration charges, it has been assumed that the arrangement under ‘without
project’ will continue for the ‘with project’ situation.
The Residual value

No residual value has been taken for the Project road.
Road User Costs

The economic cost inputs that are required for estimating road user costs are:
• Price of selected (popular) models, by vehicle type
• Tyre prices
• Fuel cost including oil
• Crew cost (wages of drivers / assistants)
• Time costs for :
- Passengers
- Freight (holding cost)
The cost of vehicles and tyres were collected from the manufacturers, and dealers. All the transfer

payments such as sales tax, excise duty and octroi are deducted from the financial cost to arrive at the
resource cost.
A pilot survey has been conducted to estimate the wages of drivers and their assistants. The crew cost is
estimated with 2400 hours of work time per annum. With respect to maintenance and labour costs,
local workshops have been contacted to assess the annual wage bill and assuming 2400 hrs of work per
annum, the labour costs have been calculated per hour.
The value of passenger time has been calculated based on the average annual income of passenger
collected with the assumption of 2400 hours of work time per annum. About 30 percent of the trips are
assumed to be made during non-work hours. Finally, a weighted average of time value per hour has
been calculated. Time saving values applicable to 1990 (IRC SP: 30 - 1993) have been adopted.
Based on the above considerations, the economic costs estimated for different VOC components are
presented in Table 13.10 below.

Table 13-10: Vehicle Characteristics, Utilization Data and Economic Unit Costs
Car
Basic Characteristics 2-Wheelers Mini Bus Bus LCV 2-Truck 3-Truck MA-Truck
(NT)
A. Vehicle Characteristics
Gross Vehicle Weight (t) 1.5 0.4 5.0 10 5.0 15.7 20 30
ESAL Factor Per Vehicle 0 0 1.00 1.0 1.00 4.50 11.90 7.34
Number of Axles 2 2 2 2 2 2 3 4
Number of Tyres 4 2 4 6 4 6 10 14
Number of Passengers 3 1 20 40 0 0 0 0
B. Vehicle Utilization Data
Service Life (Yr.) 10 10 10 10 10 10 10 10
Hours Driven per Yr. 1400 1200 2000 2200 2000 2200 2400 2000
Km Drive per Yr. 50000 22000 50000 65000 75000 80000 85000 85000
Annual Interest Rate (%) 12 12 12 12 12 12 12 12
C. Economic Unit Costs
New Vehicle Price (Rs.) 419255 41700 650000 1314530 1114860 1374790 2239270 2562740
New Tire Price (Rs.) 1251 1000 4373 20000 4373 20000 20000 20000
Maintenance Labour (Rs./hr.) 60 60 60 60 60 40 40 40
Crew Cost (Rs./crew-hr.) 0 0 100 150 80 100 100 100
Passenger Time (Rs./pa-hr.) 100 60 60 50 0 0 0 0
Cargo Time (Rs./veh-hr.) 0 0 0 0 60 100 60 120
Petrol Price (Rs./ kg.) 40
Diesel Price (Rs./lt.) 50
Lubricants Price (Rs./kg.) 150

Economic Evaluation
Project Cost
The initial financial cost of construction of Rs. 13,642,447,599 (exclusive of interest during construction cost) is taken for analysis with routine and periodic
maintenance costs.
Economic Analysis
The life cycle economic benefits and costs, ENPV and EIRR are calculated considering:
g) VOC savings as a project benefit and
h) With all savings (VOC and Travel time) as a project benefit.
i) Agency capital costs
j) Agency recurrent costs
Economic analysis of the project road has been carried out and the summary of findings is attached in Table 13.11.
Table 13-11: Summary of NPV and EIRR of Project Road
Proposed Length NPV Discounted

Section EIRR (%)
(km) (Rs. millions)
Dangiywas to Keru 45.00 48,630.02 15.1
Project Viability
The obtained economic internal rate of return is 15.1 %, which is greater than the targeted EIRR of 12%. The development of the project road will useful for
people along the project road and shall be very useful to uplift the infrastructure and society along the project road. Therefore, recommended to develop the
project road to four lane paved with shoulders facility.


section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Eeconomic and Financial Analysis
13.2 FINANCIAL ANALYSIS FOR HYBRID ANNUITY MODE
13.2.1 General
As an additional option, project was analyzed on Hybrid Annuity Model for PPP projects. Hence, the
project financials have been worked out as per the Model Concession Agreement for PPP in Hybrid
Annuity Projects issued in November 2015 by Government of India.
13.2.2 Key assumptions
The main assumptions made for undertaking the financial analysis are as follows:
• Project Cost: The EPC/civil cost of the project has been considered as Rs.986.36 crore
• Period of Analysis: The construction period for the project has been assumed as 24 months.
Total concession period including construction period is considered as 17 years (2 Years
Construction Period + 15 Years Operation Period)
• Project Phasing: The development phasing for the Project has been considered is given in Table
13.15 below.
Table 13.12: Development Phasing Considered for the Project
2019 2020
Construction Phasing 40% 60%
• Depreciation Rate is taken as below:
Amortization of the project cost CBDT Circular 9 of 2014 dated 23 April

For Tax calculation
2014
Amortization of the Project Cost (intangible assets) as per Schedule II to

For Booking Purpose
the 2013 Companies Act
• A Debt-Equity ratio of 70:30 has been assumed.

• An inflation factor of 5% (and hence, price index multiple of (1.05)n, where ‘n’ is number of
years from appointed date, is considered. This factor is used to ascertain year on year
escalation in O&M Costs*.
• Bid variable for the project is considered to be the Bid Project Cost and O&M Cost (for first
year) as determined by various bidders at the time of bidding.
• 40% of Bid Project Cost as bid by the Concessionaire adjusted to price index multiple will be
payable to the Concessionaire by the Authority in five equal installments during construction
period. Remaining 60% of the same will be payable over next 15 years of operation period along
with applicable interest and O&M support.
• An interest component is considered to be payable to the concessionaire at the rate of Bank
Rate (6.75%) plus 3% on outstanding balance of the Completion Cost after payment of annuity
every six months till the end of concession period. Such interest amount is payable along with
every biannual installment of annuity payment as per the provisions of Model Concession
Agreement.
• Taxation: Tax cost has also been considered to get a picture of the net earnings estimated to
accrue to the project. The tax rates have been taken as given in Table 13.16

Table 13.13: Tax Rates Considered for the Project
Details Corporate Tax Rate MAT Rate

Base Tax Rate 30.00% 18.50%
Surcharge 12.00% 12.00%
Education cess 3.00% 3.00%
Effective Rate 34.61% 21.34%
• While estimating the tax liability, whichever is higher of Corporate Tax or MAT, has been
considered.
13.2.3 Total Project Cost (Calculated)
These assumptions taken as per MORT&H Circular dated 10th August 2016
The Total Project Cost is calculated in Table 13.17:-
Table 13.14: Total Project Cost of the Project
Sl. No. Particulars Amount (in INR Crores)

1 Civil Construction cost 986.32
2 Escalation 9.86
3 Contingency expenses @ 1% Total civil cost 49.32
4 Total EPC cost (1+@+3) 1045.50
5 IDC 54.58
6 IC/Pre-Operative Expenses 10.45
7 Financing Charges @2% of debt 8.79
8 Centages over EPC Cost (5+6+&) 73.83
Total Project Cost (4+8) 1119.33
13.2.4 Completion Cost
Based on the provisions as provided in provisions in MCA for Hybrid Annuity Framework, the
Completion Cost of the project is given in Table 4.1
The Bid Variable Is the Bid Project Cost and the O&M Cost. For a project to be financially viable the
Equity IRR should be a minimum of 15% and the project IRR should be greater than weighted average
cost of capital (WACC).
The Completion Cost as defined above is linked with the Bid Project Cost. It is important to understand
the difference between the terms “Bid Project Cost” and “Total Project Cost”. To understand Bid Project
Cost, we should focus at the Bidding Parameters of the Hybrid Annuity model:
a. The Bidding parameter consists of two parameters:
a. Bid Project Cost (BPC) and
b. O &M payment for the 1st year (refer Appendix-IB of RFP).
Bids would be evaluated on the basis of the lowest assessed Bid Price (the “Bid Price”). The Bid Price
shall be summation of (a) Net Present Value (NPV) of Bid Project Cost during the Concession Period and
(b) NPV of O&M cost (the “O&M Cost”) during the O&M Period, required by a Bidder for implementing
the Project and shall be paid as per the provisions of Article 23 of the Concession Agreement.

The Bidding Variables have been set as following in order to achieve the same. Simulations have been
carried out in order to achieve the minimum NPV of Bid Project Cost and O&M Cost.
Bid Variable (in INR Crores)

Bid Project Cost 1127.8
First year O&M Cost 40.0
b. A bidder can play with the above two parameters and still get the same NPV.
a. A bidder can quote a higher BPC and a lower first year O&M quote (and vice-a-
versa): In this case he will get more upfront money as construction support.
However, the bidder will get lower O& M Payments
b. There are no constraints defined in the MCA on these bidding parameters.
Someone can quote a higher BPC and Zero O&M quote for the first year also.
c. There is one clause in RFP VOL-I 1.2.8 which says in the event, the Bid Project Cost
of the Lowest Bidder is lower by more than 10% with respect to the Estimated
Project Cost, the Concessionaire shall submit an Additional Performance Security
(the “Additional Performance Security” as per the provision of the Concession
Agreement. The Additional Performance Security shall be determined @ 10% of the
difference in the Estimated Project Cost and the Bid Project Cost.
d. If O&M payment is higher that means it’s a deferred payment in future date which
is linked with the price index.
e. Further to clarify the query Please refer to the clause 23.1 where it has mentioned
the” Bid Project Cost specified herein represents the amount due and payable by
the Authority to the Concessionaire and may be less than, equal to, or more than
the Estimated Project Cost”.
Based on these assumptions above, the completion cost is calculated as per provisions of MCA for
Hybrid Annuity Model Clause 23.6 of MCA defines “Completion Cost” as the summation of A, B, C, D, E,
and F below:
A. 20% of the Bid Project Cost adjusted for the Price Index Multiple as applicable on the Reference
Index Date preceding the date of report confirming 20% Physical Progress.
B. Another 20% of the Bid Project Cost adjusted for the Price Index Multiple as applicable on the
Reference Index Date preceding the date of report confirming 40% Physical Progress.
C. Another 20% of the Bid Project Cost adjusted for the Price Index Multiple as applicable on the
D. Another 15% of the Bid Project Cost adjusted for the Price Index Multiple as applicable on the
E. Another 15% of the Bid Project Cost adjusted for the Price Index Multiple as applicable on the
F. Another 10% of the Bid Project Cost adjusted for the Price Index Multiple as applicable on the
Reference Index Date preceding the COD.
The value of completion cost determined this way is
Table 13.15: Completion Cost of the Project
Completion Cost Calculation

Project part Price index Completion cost

Completion Cost Calculation

Project part Price index Completion cost
A 20% 210 237.2
B 20% 215 242.9
C 20% 219 246.6
D 15% 221 187.1
E 15% 224 189.2
F 10% 225 127.1
Total 1230.08
13.2.5 Financial Indicators
Based on the above stated inputs, the exercise of financial analysis has been carried out for the
proposed project. The indicators estimated in the process are:
(Post-Tax) Project - Internal Rate of Return (P-IRR)
IRR indicates the return a project will generate over a period of time. It is that rate of discount, which
makes the Net Present Value equal to zero. Internal Rate of Return on Project is the return on the total
project cash flows.
(Post-Tax) Equity - Internal Rate of Return (E-IRR)
IRR indicates the return a project will generate over a period of time. It is that rate of discount, which
makes the Net Present Value equal to zero. Internal Rate of Return on Equity (E-IRR) is the return that
accrues on the equity investment. The return for viability depends upon the expectation from the
investment and accounts for taxes, interest, loan repayment, etc.
13.2.6 Conclusion
To achieve a target IRR of 15% and project IRR > WACC,
• Project IRR comes out to be 5.60 %

• Equity IRR comes out to be 20.53 %
The NPV of (Bid Project Cost + First Year O&M Cost) comes out to be 1287.40 Cr
• Bidding Variables:
o Bid Project Cost = 1127.80 Cr
o First Year O&M Quote = 40 Cr
*The results are obtained after carrying out simulations (varying the bid project cost and the first year
O&M quote)
#It may be noted that any variation in the above mentioned assumptions or the structure of the project,
the results may vary significantly.

ANNEXURE 1 – Revenue for the Concessionaire (Operation Period: 15 years)
*All figures in Rs. Crores

2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035
Annuity 1.99 4.06 6.35 9.31 12.26 15.66 19.21 23.12 27.85 33.24 39.59 47.13 56.22 67.07 80.15
Interest 71.94 71.64 71.14 70.38 69.33 67.97 66.27 64.21 61.73 58.76 55.21 50.99 45.96 39.97 32.80
O&M
Payments 46.95 49.30 51.77 54.36 57.08 59.93 62.93 66.08 69.39 72.86 76.50 80.33 84.36 88.57 93.00
Sum Total 120.89 125.01 129.26 134.04 138.67 143.56 148.41 153.42 158.97 164.86 171.31 178.45 186.53 195.61 205.95
Total Payouts by the authority over the concession period:
Construction Support 491.38

Annuity 443.22
Interest 898.30
O&M Payments 1013.42
Sum Total 2846.32
Annuity Payment Schedule:
Annuity payment in 30 biannual installments as per the following proportions:
1 2 3 4 5 6 7 8 9 10
0.10% 0.17% 0.24% 0.31% 0.38% 0.48% 0.58% 0.68% 0.78% 0.88%
11 12 13 14 15 16 17 18 19 20
1.00% 1.12% 1.24% 1.36% 1.48% 1.65% 1.80% 1.97% 2.15% 2.35%
21 22 23 24 25 26 27 28 29 30
2.56% 2.80% 3.05% 3.33% 3.64% 3.97% 4.34% 4.74% 5.20% 5.65%

section- Package-I (Design length 74.619 km) of Jodhpur Ring Road in the State of Rajasthan Conclusions & Recommendations
CHAPTER 14.0: CONCLUSIONS AND RECOMMENDATIONS
14.1 CONCLUSIONS AND RECOMMENDATIONS
The project road from Dangiywas to Keru and Keru to Nagaur road is proposed for upgradation to four
lanes. Service roads are proposed in built-up areas. The main carriageway from Dangiywas to Nagaur
road is proposed with rigid pavement and service road is proposed with flexible pavement.
In total 19 flyovers, such as Underpass/VUP/PUP/ROB is proposed on NH, SH, MDR and other major city
roads, considering safety and free flow requirement on ring road.
One existing ROB on Pali to Jodhpur railway line is retained. Additional three lane ROB is proposed
adjacent to it. New ROB is proposed on Jodhpur to Phalodi railway line, with six lane configuration.
The civil cost of project is worked out as 986.32 Crore. The total capital cost worked out as 1366.82
crore, for a length of 74.619 km from Dangiywas to Nagaur Road for four laning with service road on
built-up sections.
Recommended for implementation of project road on Hybrid-Annuity mode with fifteen years of
operation period.

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NATIONAL HIGHWAYS AUTHORITY OF INDIA

(Ministry of Road Transport and Highways)

Four laning of Dangiawas (km 96.595 of NH-112) to Jajiwal (km

VOLUME - I MAIN REPORT

SECTION I : DANGIYAWAS TO NAGAUR ROAD

FINAL PROJECT REPORT

ES. EXECUTIVE SUMMARY ............................................................................................................. 1

ES.1 PROJECT BACKGROUND .................................................................................................................... 1

CHAPTER – 1: OVERVIEW OF NHAI ORGANISATION ............................................................................ 1

1.1 INTRODUCTION ............................................................................................................................ 1

CHAPTER – 2: PROJECT DESCRIPTION ................................................................................................. 1

2.1 INTRODUCTION ............................................................................................................................ 1

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2.6.7 Embankment Height ................................................................................................................. 7

CHAPTER 3.0: ADOPTED METHODOLOGY ........................................................................................... 1

3.1 GENERAL ....................................................................................................................................... 1

CHAPTER – 4.0: SOCIO-ECONOMIC PROFILE ....................................................................................... 1

4.1 INTRODUCTION ............................................................................................................................ 1

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CHAPTER 5.0: ENGINEERING SURVEYS, INVESTIGATIONS & ANALYSIS ................................................. 1

5.1 GENERAL ....................................................................................................................................... 1

CHAPTER 6 - TRAFFIC SURVEYS AND ANALYSIS ................................................................................... 1

6.1 INTRODUCTION ............................................................................................................................ 1

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CHAPTER 7 - TRAFFIC DEMAND AND TOLL REVENUE estimate ............................................................ 1

7.1 INTRODUCTION ............................................................................................................................ 1

CHAPTER 8.0. PRELIMINARY ENVIRONMENTAL ASSESSMENT ............................................................. 7

8.1 PROJECT BACKGROUND ............................................................................................................... 7

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8.13 INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL MANAGEMENT PLAN....................... 35

CHAPTER 9.0: DESIGN STANDARDS .................................................................................................... 1

9.1 GENERAL ....................................................................................................................................... 1

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9.18 HIGHWAY SIGNS ......................................................................................................................... 20

CHAPTER 10 - IMPROVEMENT PROPOSAL .......................................................................................... 1

10.1 INTRODUCTION ............................................................................................................................ 1

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CHAPTER 11.0: PAVEMENT DESIGN .................................................................................................... 1

11.1 GENERAL ....................................................................................................................................... 1

CHAPTER 12.0: COST ESTIMATE ......................................................................................................... 1

12.1. INTRODUCTION AND ASSUMPTIONS ........................................................................................... 1

CHAPTER 13.0: Economic And Financial Analysis................................................................................ 1

13.1 ECONOMIC ANALYSIS ................................................................................................................... 1

CHAPTER 14.0: CONCLUSIONS AND RECOMMENDATIONS .................................................................. 1

14.1 CONCLUSIONS AND recommendations ........................................................................................ 1

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Table ES.1: Summary of Pavement Condition ..............................................................................................2

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Table 6-10: Traffic Composition of Tollable Vehicles ................................................................................12

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ES. EXECUTIVE SUMMARY

ES.1 PROJECT BACKGROUND

ES.2 EXISTING PROJECT FEATURES

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The existing ROW is

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ES.3 PAVEMENT CONDITION

Table ES.1: Summary of Pavement Condition

Description Length (km) % of Total Length

ES.4 STRUCTURAL STRENGTH OF PAVEMENT

ES.5 SUB GRADE INVESTIGATIONS

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