Beruflich Dokumente
Kultur Dokumente
1 Introduction 4
1.1 Government Orders for the Feasibility Studies 4
1.2 Objective of the Study 5
1.3 Scope of Services 5
1.4 Cost Estimates 5
1.5 Financial and Economic Viability Assessment 6
1.6 Purpose of the Railway Line 6
1.7 Conclusion of our study 7
2 Salient Features of the Project 8
3 Traffic Projection Report 9
3.1 Project Corridor 9
3.2 Traffic and Transport Study 9
3.3 Traffic Survey 10
3.4 Estimation of Freight Traffic for New Proposed Jind-Hisar Rail Link 10
3.5 Shift of Goods Load from Road and Rail network 10
3.6 Existing Industries in Hisar Region 11
3.7 AGRICULTURE SECTOR GROWTH IN HARYANA 18
3.8 FREIGHT TRAFFIC ESTIMATION 19
3.9 PASSENGER TRAFFIC ESTIMATION 20
4 Social Assessment, Land Acquisition And Economic Internal Rate of Return 22
4.1 OBJECTIVE OF THE STUDY 22
4.2 METHODOLOGY FOR INITIAL SOCIAL IMPACT ASSESSMENT 22
4.3 SOCIAL ANALYSIS OF THE PROJECT AREA 22
5 Standards of Construction 35
5.1 Gauge 35
5.2 Category of Line 35
5.3 Project Length 35
5.4 Ruling Gradient 35
5.5 Formation 35
5.6 Curves 36
5.7 Permanent way 36
5.8 Point and Xing 36
5.9 Ballast 36
5.10 Road crossings 36
2
5.11 Stations 36
5.12 Signaling & Telecommunication 36
5.13 Electrification 36
5.14 Alignment 37
5.15 Land 37
5.16 Bridges 37
6 Cost Estimate 38
6.1 Summary of cost 38
6.2 Land Acquisition 39
6.3 Cost Breakup 40
7 Financial Model 41
7.1 Financial Models for Jind Hisar new Railway line in Joint Venture (JV Model) 41
7.2 Investment Schedule 43
3
1 Introduction
1.1 Government Orders for the Feasibility Studies
Railway Board has inducted the work of “Reconnaissance Engineering· cum Traffic Survey for
new line between Jind-Hisar vide Railway Board’s blue book item No.71, of 20·16-17·, New
Surveys, Northern Railway, Annexure (A) to Demand No.2 – Miscellaneous Expenditure (General),
under Demand for Grants “Railways”.
Government of Haryana has approved the proposal for undertaking the feasibility study of
“Consultancy Services for Feasibility Study of Jind- Hisar New Railway Line Project in the state of
Haryana” by Haryana Rail Infrastructure Development Corporation Ltd. (HRIDC). Hansi is an
existing Junction station in North-Western Railway. It is located at 23.11 km from Hisar station.
Therefore the proposed new line between Jind – Hisar will meet at Hansi yard (Bhiwani end). The
proposed Chainage of Hansi station will be 49+733 km. with reference to Chainage of Jind
reckoned as 0.000 km. Accordingly, HRIDC is getting this feasibility study conducted through the
Consultancy firm “Intercontinental Consultants and Technocrats Pvt. Ltd., Delhi”.
The report is presented hereby for the study of Jind – Hansi new line.
The figure 1-1 presents the location of project.
4
1.2 Objective of the Study
1.2.1 The main objective of the consultancy service is to examine the technical feasibility and establish
the technical viability of the project and prepare detailed estimate for Jind – Hansi new line.
1.2.2 The viability of the project needs to be established taking into account the requirements with
regard to upgrading and improvement based on standard railway design, embankment design,
provision of new stations (crossing and Halt), permanent way design, track safety features,
quantities of various items of works and detailed cost estimates thereon.
1.2.3 The Feasibility Report to inter-alia includes quantities of various items, detailed general drawings,
cost estimates.
1.2.4 To identify Major Socio-Economic benefits to be accrued to the society by construction of Jind–
Hansi New Railway line.
5
1.4.1 Revalidate and update the capital cost of the project with detailed breakup of it. The cost of
providing passengers facilities/amenities related infrastructure needs to be segregated.
1.4.2 O&M cost for the project for a period of 30 years based on prevailing rates of Railways and
appropriate escalation factor. To provide a realistic estimate of fixed and variable costs.
6
This new proposed railway line is located in Jind and Hisar districts of Haryana state. The terrain of
this area is almost plain in nature. There are crossing of village roads / National highways, hence 2
ROBs and 38 RUBs has been provided on this alignment. However alignment crosses some drains/
nallahs at different locations, 45 nos. minor and 05nos. major bridges have been provided at such
location to bridge the gaps.
7
2 Salient Features of the Project
The salient features of the Project are as under:
Sr. No. Item Specification
1. Project Length 49+733 Km (Jind to Hansi)
(Jind reckoned as 0.000 km)
2. Project Chainage KM 1+532 To Km 48+966
8. Route Group : E
8
3 Traffic Projection Report
3.1 Project Corridor
Jind-Hisar new railway line project has been identified to be developed in the state of Haryana. Jind
and Hisar are already linked through Railway Network via Bhiwani and Rohtak However, to provide
direct rail link between these two important towns and to connect the identified un-served region
like Narnaud of Haryana with the Railway Network, this new line project has been envisaged.The
existing distance through rail route between Jind and Hansi via Bhiwani and Rohtak is 141.45 km. the
new link would provide a direct route reducing this distance to 46.12 km.
The Project Rail Link is from the Jind Railway station of Northern railway to Hansi railway station of
North-Western railway. The main settlements along the corridor are Narnaud, Hansi, Kherigagan,
Intel Kalan, Rajpura, Madha and Shaikhpura. The Start and End Points are indicated in Figure 1-1
below.
Start Point of the Proposed Rail Link
1-1: - Start & End Point of the Proposed Hansi-Jind Rail Link
9
3.3 Traffic Survey
Traffic surveys were taken up during month of May 2018. To capture traffic flow characteristics and
travel pattern of users passing through surrounding network and other characteristics related to
miscellaneous requirements of the ToR, the following primary traffic surveys were planned and
conducted.
Automatic Traffic Classified Count (ATCC)/Manual Classified Traffic Volume Count (MCC)
Origin-Destination and Commodity Movement Survey (OD)
Bus Terminal Survey
Truck Terminal Survey
A complete analysis of the data collected and future prediction of freight and passenger traffic
expected to come on the new rail corridor, based on necessary traffic forecasts has been made and
are presented in Annexure 6.1.
3.4 Estimation of Freight Traffic for New Proposed Jind-Hisar Rail Link
The proposed rail link will connect Jind and Hisar, which is presently being served by road network
only. Therefore the traffic to be estimates for the new proposed rail link will come from:
Diverted traffic from existing road and Railway network in Project Influence Area
Freight demand from Industries in the Project Influence Area of the proposed rail corridor
Rail fright movement data from Sartod station, Jind and Hansi station are analyzed. The inbound
rolled steel rakes at Sartod station is used by Jindal pipe industries at Hisar, which are unlikely to be
shifted to proposed Jind-Hisar line.
Inbound fertilizers at Jind station are coming majorly from Delhi-Panipat main line and some portion
of it is coming from western ports through Rewari. The portions that are coming from Rewari side are
expected to be shifted to proposed Jind-Hisar line.
10
Outbound food grains and agricultural product from Jind also distributed majorly towards Delhi-
Panipat main line. Therefore only some portion of outbound food grains and agricultural products are
expected to be shifted to proposed Jind-Hisar line.
Based on road based OD pattern and analysis of freight load distribution through rail, expected shift
of goods loading were developed from existing road and rail to the new proposed Jind-Hisar rail link.
11
collected from the officials of the plant, it requires at least five rakes of coal per day to run the
power plant. Byproducts of the power plant such as fly-ash are transported to cement industries
through road.
In the detailed discussions with the plant manager it was revealed that the coal supply comes from
Mahanadi Coal mines of Odisha and they face line congestion in Delhi and their coal supply get
disrupted due to line congestion. The officials revealed that Jind-Hisar line is not going to benefit
them directly.
Existing rail route followed by the coal rakes follows main line from eastern India through Varanasi-
Allahabad-Kanpur-Delhi-Rohtak-Bhiwani-Hansi-Satrod-Plant.
Warehousing
Agricultural produce needs storage space for further distribution. Already there are some storage
spaces near Sabji mandi at Jind, however, it is connected through road. Private sector can play an
important role in supply chain management with agricultural product. Part of the railway land
along proposed Jind-Hisar line can be used for development of warehousing. Indian railway can
facilitate private players to develop warehouses at Jind. These warehouses can be used for various
purposes viz agricultural products, transshipment of fertilizers, FMCG storage, storage of
construction materials etc. Financial viability can be achieved through leasing out of the land for
commercial warehousing activities by facilitating private sector involvement.
Warehousing in India is growing in a fast pace. “According to the statistics, the warehouse space in
India will grow from the current 909.5 million sq.ft. to approximately 1,439 million sq.ft. by the end
of 2019. Indian logistics and warehousing industry contributes the maximum to the Indian
economy and has been the backbone of manufacturing and growing e-commerce industry.” (Cargo
connect, Vol. IX, Issue VII, June 2018).
12
Transport by rail is most preferred for long haulage (500 km or more) as it is cost and time efficient
due to topography, consumption centre and trade lane in India. The Indian warehousing industry –
an overview October 2013, E&Y, CII. Warehousing industry may contribute induced freight load in
future rail traffic in the region.
CONCOR
Container Corporation of India (CONCOR) develop inland container terminal and facilitate inland
transport by rail for containers, port and airport and establish container transport logistics in India.
Presently, CONCOR is maintaining seven Inland Container Depots viz, Delhi, Ludhiana, Whitefield,
Coimbatore, Amingaon, Guntur and Anaparti.
There are three International Container Terminal and five Combined (domestic and international)
Container Terminals in northern region of India which are,
Combined (International and domestic)
International Container Terminal
Container Terminal
Tughlakabad (Delhi) Moradabad
Dhandharikalan (Ludhiana) Rewari
Babarpur (Panipat) Kanakpura (Jaipur)
Ballabhgarh
Bhagat ki kothi (Jodhpur)
As per the published information it was mentioned that CONCOR have a network of 55 terminals,
of which 43 are export/import container depot and 5 exclusive domestic container depots. 7 of the
terminals are exclusively road fed, all the rest being connected by rail. As many as 22 terminals
perform combined role of domestic as well as international terminals. The company expects the
number of terminals to increase to 60 in the next years. (Chapter 3, Profile of CONCOR) A detailed
study on feasibility of container terminal at Jind may increase freight demand in the Jind-Hisar line.
Figure 1-2 presents Eastern and Western DFC Rail corridor map.
13
Figure 1-2: Eastern and Western DFC Rail Corridor
Based on the data collected from the existing industries in the region and freight movement
pattern, Eastern DFC corridor is considered as alternative route for the industries supply of raw
materials from eastern part of India.
As per the study it is found that Delhi-Howrah main line is over saturated and its capacity utilization
is varied from 115% to 150%. It is expected that freight load will be distributed from opening year
of DFC line and new links will also be developed.
14
Figure 1-3: Existing and Proposed Rail Routes in the Study Region
The DFC Eastern corridor is proposed to carry freight from eastern part of India straight to northern
cities of Punjab, Himachal Pradesh and Jammu & Kashmir. Freight load along Delhi-Panipat-Ambala
main line is expected to be reduced due to DFC Eastern corridor running parallel to it. It is observed
that all the alternative routes passing through Delhi, which is the busiest section and it causes
delay.
15
The HORC corridor will be developed parallel to the KMP Expressway for a total length of 130 km
from Palwal to Sonipat via Asaoti-Sohna-Manesar-Patli-Sultanpur-Asnada-Rathdana (near Sonipat).
Figure 1-4 shows HORC Railway route
Figure 1-4: HORC Rail Route and Alternate Route (Delhi Avoidance)
Delhi-Panipt-Ambala main line carries maximum freight loading 140.7 GMT (Up and Down) near
Delhi to 122.0 GMT (Up and Down) near Ambala. Therefore, the Orbital line of HORC will carry all
the freight traffic which is destined or originated from west and north of Delhi. Figure 1-5 presents
GMT map for HORC.
16
Figure 1-5: Gross Metric Ton (GMT) Load and Proposed HORC Rail Route
The raw materials for the major industries located near Hansi and Hisar comes from eastern Indian
Coal mines, steel industries, port, ICD etc. Presently all the eastbound freight traffic has to pass
through Delhi, which cause delay due to line congestion.
With the proposed rail connection from Rohtak to Hansi, which is under construction, will create an
Alternate Delhi-Avoidance route from DFC (Eastern)-Palwal-Patli-Sohna-Manesar-Asaudha-Rohtak-
Hansi-Hisar.
Therefore, freight traffic for Hisar industrial area will get benefited from HORC line and the freight
traffic for the Hisar industries is unlikely to be diverted through Jind-Hisar study section. Jind-Hisar
section will primarily be utilized by the Agricultural produce and fertilizers originated and destined
at Jind.
17
Table 1-1 presents total annual average diverted goods load from road and rail network to new
proposed Jind-Hisar Rail link.
Table 1-1: Total Diverted Goods Load in 2018 from Road and Rail to New Proposed Jind-Hisar Rail Link
Diverted Goods Load Inbound Load Outbound Load
Diverted Goods Load from Rail Network 57,420 35,090
Diverted Goods Load from Road Network 10,36,699 9,19,336
Total Annual Average Diverted Goods Load in Ton 10,94,119 9,54,426
Gross Million Ton (GMT) for Jind-Hisar Rail Link 1.09 0.95
18
Annual average growth rate of rice production in Haryana from 2011 to 2018 is observed to be
5.01%. Rice is one of the major agricultural produce in Jind area.
Based on the study of growth in agriculture sector in Haryana and comparing the sector growth in
all India level, growth rate for Jind-Hisar corridor is estimated. Freight traffic growth in Jind-Hansi
section is expected to be proportional to the future growth of agricultural production in agriculture
sector in Haryana. Agricultural production also depends on the demand of food and population
increase. Haryana population is growing at rate of 1.66% per annum. It is expected that agricultural
production in the state is going to grow for coming 5 to 10 years and then growth in agricultural
sector is expected to be stable.
Table 1-4 presents estimate growth of freight traffic in Jind-Hisar section.
Table 1-4: Estimated Growth Rate for Freight Traffic in Jind-Hisar Section Haryana
Year Growth Rate
2018 2023 6.0%
2023 2028 6.50%
2028 2033 5.00%
2033 2038 3.50%
2038 2043 2.00%
Table 1-5: Estimated Freight Load for the Proposed Jind-Hansi Rail Link
19
Inbound in Ton Outbound in Ton
2035 28,09,782 24,59,612
2036 29,08,124 25,45,698
2037 30,09,908 26,34,797
2038 31,15,255 27,27,015
2039 31,77,560 27,81,555
2040 32,41,111 28,37,186
2041 33,05,933 28,93,930
2042 33,72,052 29,51,809
34,39,493 30,10,845
2043 3.44 (in GMT) 3.01 (in GMT)
Total = 6.45 (in GMT)
20
Rail Passenger Volume for each direction
Diverted from Road Rail Passenger TOTAL
2027 2646 2777 5423
2028 2688 2911 5599
2029 2720 3052 5772
2030 2753 3200 5953
2031 2786 3355 6141
2032 2819 3517 6336
2033 2853 3687 6540
2034 2882 3865 6747
2035 2911 4052 6963
2036 2940 4248 7188
2037 2969 4454 7423
2038 2999 4670 7669
2039 3029 4896 7925
2040 3059 5133 8192
2041 3090 5381 8471
2042 3121 5641 8762
2043 3152 5914 9066
21
4 Social Assessment, Land Acquisition And Economic Internal Rate
of Return
22
4.3.1 DEMOGRAPHIC PROFILE OF THE STATES/DISTRICT
4.3.1.1 Population
The project rail corridor falls in the state of Haryana and it is expected that this State is likely to be
directly or indirectly benefited by the implementation of the project. Details are given in Table 5.1.
Table- 5.1: Total Population
Sl. No. State/District Total Population
Haryana 25,351,462
1 Jind 1334152
2 Hisar 1743931
Source: PCA, Census of India 2011
Population Density
Population density of the affected state and district as per the census data of 2011 is detailed in
Table 5.2.
23
Source: Census of India 2011
4.3.1.4 Literacy and Education
Literacy rate of the Haryana district and state is shown in given Table 5.5.
Table- 5.5: Literacy rate
Sl. No. Districts Literacy rate (in %age)
Haryana 75.55
1 Jind 71.44
2 Hisar 72.89
Source: Census of India 2011
4.3.1.5 Distribution of Population by Workers and Non-Workers and Occupation
Agriculture is the main occupation of its inhabitants in the project-influenced districts. As evident
from given Table 5.6 non-workers exceed main workers, showing relatively low dependency
ratio.
Occupational structure of work force in the project influenced districts. State/district wise breakup
suggests that occupation in agricultural sector is greater than other sectors in all project influenced
districts as presented in the following Table 5.7.
Table- 5.7 Categories of Workers
24
States / Districts Categories Male Female Total
Total 6806636 2109872 8916508
Cultivators 150710 79677 230387
Agricultural Labourers 63265 38806 102071
Jind HH industries 6371 2743 9114
Other Workers 147931 33919 181850
Total 368277 155145 523422
Cultivators 165785 95335 261120
Agricultural Labourers 89883 54330 144213
Hisar HH industries 11787 4310 16097
Other Workers 220866 49325 270191
Total 488321 203300 691621
Source: Census of India 2011
4.3.1.6 Demographic Profile of the Affected Villages
The population composition of any Village is important to anticipate the extent of project
influenced area. Keeping in view the importance of demographic profile of the Villages coming
within direct influence the profile has been prepared. However, Villages wise potentially affected
population in respect of males and females is reflected in the following Table 5.8.
Table- 5.8: Villages wise Population Distribution
Sl. Village/ Male Female Total
Districts
No. Settlements Population Population Population
1 Jind Jind 713006 621146 1334152
2 Jind Jalalpur Kalan 1571 1379 2950
3 Jind Julani 1785 1536 3321
4 Jind Intal Kalan 1672 1376 3048
5 Jind Sangat Pura 1301 1083 2384
6 Jind Rajpura 2607 2257 4864
7 Jind Gunkali 1238 1057 2295
8 Hisar Hisar 931562 812369 1743931
9 Hisar Milakpur 938 805 1743
10 Hisar Kheri Shioran 474 364 838
11 Hisar Kheri Roj 671 562 1233
12 Hisar Bhairi Akbarpur 2584 2308 4892
13 Hisar Narnaund 75587 65293 140880
14 Hisar Budana 2220 1909 4129
15 Hisar Aurang Shahpur 264 248 512
16 Hisar Madha 1019 890 1909
17 Hisar Moth Karnail Shab 2616 2278 4894
18 Hisar Kajal 222 177 399
19 Hisar Rajpura 1287 1088 2375
20 Hisar Sisai Bola 3727 3300 7027
21 Hisar Kheri Gangan 1790 1571 3361
25
Sl. Village/ Male Female Total
Districts
No. Settlements Population Population Population
22 Hisar Pali 1739 1443 3182
23 Hisar Sheikhpura 3261 2854 6115
24 Hisar Dhana 9773 8513 18286
25 Hisar Hansi 206870 179920 386790
Total 1969784 1715726 3685510
Source: Census of India, 2011
4.3.1.7 Social Composition- Presence of SCs/ST
It is very important to identify vulnerable population during social assessment process. Census
2011 data was reviewed in order to assess vulnerable population in the affected villages
belonging to SC/ST groups. Village wise presence of SC/ST males and females has been presented
in Table5.9, which reveals that there are significant presences of SC/ST population in project
affected villages.
Table- 5.9: Presence of SCs/STs
Sl. SC Population ST Population
District Village
No. Male Female Total Male Female Total
1 Jind Jalalpur Kalan 450 373 823 0 0 0
2 Jind Julani 481 420 901 0 0 0
3 Jind Intal Kalan 424 323 747 0 0 0
4 Jind Sangat Pura 383 324 707 0 0 0
5 Jind Rajpura 691 597 1288 0 0 0
6 Jind Gunkali 293 237 530 0 0 0
7 Hisar Milakpur 299 262 561 0 0 0
8 Hisar Kheri Shioran 35 30 65 0 0 0
9 Hisar Kheri Roj 303 274 577 0 0 0
10 Hisar Bhairi Akbarpur 697 596 1293 0 0 0
11 Hisar Narnaund 17644 15082 32726 0 0 0
12 Hisar Budana 396 334 730 0 0 0
13 Hisar Aurang Shahpur 66 62 128 0 0 0
14 Hisar Madha 235 195 430 0 0 0
15 Hisar Moth Karnail Shab 733 621 1354 0 0 0
16 Hisar Kajal 10 12 22 0 0 0
17 Hisar Rajpura 308 249 557 0 0 0
18 Hisar Sisai Bola 923 815 1738 0 0 0
19 Hisar Kheri Gangan 328 268 596 0 0 0
20 Hisar Pali 433 366 799 0 0 0
21 Hisar Sheikhpura 899 816 1715 0 0 0
22 Hisar Dhana 1916 1579 3495 0 0 0
23 Hisar Hansi 49098 42466 91564 0 0 0
Total 77045 66301 143346 0 0 0
Source: Census of India, 2011
4.3.1.8 Literacy Level
26
The number of male literates is higher than the female literates in all most all affected villages.
Literacy level in project influence villages is provided in Table 5.10.
Table- 5.10: Literacy level in project influence villages
Sl. Literate Population Illiterate Population
District Village
No. Male Female Total Male Female Total
1 Jind Jalalpur Kalan 1144 768 1912 427 611 1038
2 Jind Julani 1316 775 2091 469 761 1230
3 Jind Intal Kalan 1195 689 1884 477 687 1164
4 Jind Sangat Pura 927 551 1478 374 532 906
5 Jind Rajpura 1869 1233 3102 738 1024 1762
6 Jind Gunkali 863 552 1415 375 505 880
7 Hisar Milakpur 744 415 1159 194 390 584
8 Hisar Kheri Shioran 349 193 542 125 171 296
9 Hisar Kheri Roj 522 282 804 149 280 429
10 Hisar Bhairi Akbarpur 1676 1060 2736 908 1248 2156
11 Hisar Narnaund 52500 32324 84824 23087 32969 56056
12 Hisar Budana 1715 984 2699 505 925 1430
13 Hisar Aurang Shahpur 192 115 307 72 133 205
14 Hisar Madha 710 466 1176 309 424 733
15 Hisar Moth Karnail Shab 1858 1170 3028 758 1108 1866
16 Hisar Kajal 139 88 227 83 89 172
17 Hisar Rajpura 922 538 1460 365 550 915
18 Hisar Sisai Bola 2421 1566 3987 1306 1734 3040
19 Hisar Kheri Gangan 1286 758 2044 504 813 1317
20 Hisar Pali 1262 758 2020 477 685 1162
21 Hisar Sheikhpura 2361 1447 3808 900 1407 2307
22 Hisar Dhana 7273 4626 11899 2500 3887 6387
23 Hisar Hansi 147586 97625 245211 59284 82295 141579
Total 230830 148983 379813 94386 133228 227614
27
Sl. Main Workers Marginal Workers Total Workers
District Village
No. Male Female Total Male Female Total Male Female Total
7 Hisar Milakpur 263 162 425 225 187 412 488 349 837
8 Hisar Kheri Shioran 232 92 324 25 24 49 257 116 373
9 Hisar Kheri Roj 332 61 393 6 159 165 338 220 558
Bhairi
10 Hisar
Akbarpur 1198 220 1418 142 142 284 1340 362 1702
11 Hisar Narnaund 31793 9398 41191 7442 12859 20301 39235 22257 61492
12 Hisar Budana 936 263 1199 267 465 732 1203 728 1931
Aurang
13 Hisar
Shahpur 61 7 68 79 36 115 140 43 183
14 Hisar Madha 483 89 572 34 223 257 517 312 829
Moth Karnail
15 Hisar
Shab 1011 202 1213 329 464 793 1340 666 2006
16 Hisar Kajal 119 81 200 6 15 21 125 96 221
17 Hisar Rajpura 588 285 873 90 249 339 678 534 1212
18 Hisar Sisai Bola 1386 395 1781 550 1045 1595 1936 1440 3376
19 Hisar Kheri Gangan 854 122 976 81 56 137 935 178 1113
20 Hisar Pali 763 85 848 58 34 92 821 119 940
21 Hisar Sheikhpura 1347 191 1538 359 240 599 1706 431 2137
22 Hisar Dhana 3963 1246 5209 1057 880 1937 5020 2126 7146
23 Hisar Hansi 92637 24433 117070 15572 23703 39275 108209 48136 156345
14208
Total 7 38262 180349 27405 42218 69623 169492 80480 249972
Villages Total
Female
Female
Female
Female
Female
Female
Total
Total
Total
Total
Total
Male
Male
Male
Male
Male
Male
Sl. No.
1
Jalalpur Kalan 300 9 309 258 20 278 17 0 17 193 22 215 803 1328 2131 1571 1379 2950
2
Julani 513 408 921 86 41 127 6 2 8 365 40 405 815 1045 1860 1785 1536 3321
3
JInd
Intal Kalan 333 62 395 242 119 361 18 4 22 207 170 377 872 1021 1893 1672 1376 3048
4
Sangat Pura 349 250 599 41 110 151 4 1 5 296 95 391 611 627 1238 1301 1083 2384
5 Rajpura 582 80 662 346 85 431 28 66 94 347 188 535 1304 1838 3142 2607 2257 4864
6 Gunkali 333 347 680 147 230 377 3 0 3 190 18 208 565 462 1027 1238 1057 2295
7 Milakpur 184 172 356 214 161 375 4 5 9 86 11 97 450 456 906 938 805 1743
8 Kheri Shioran 179 87 266 13 13 26 15 12 27 50 4 54 217 248 465 474 364 838
Hisar
9 Kheri Roj 124 99 223 139 104 243 1 1 2 74 16 90 333 342 675 671 562 1233
Bhairi
10
Akbarpur 497 75 572 201 77 278 16 74 90 626 136 762 1244 1946 3190 2584 2308 4892
28
Agricultural Household
Cultivators Other Workers Non Workers Total
Labourers Industries
District
Total
Villages
Female
Female
Female
Female
Female
Female
Total
Total
Total
Total
Total
Male
Male
Male
Male
Male
Male
Sl. No.
1848 1194 3042 1109 1887 1123 3635 4303 7938 7558 6529 1408
11
Narnaund 0 1 1 6 7775 1 652 317 969 9007 2224 1 2 6 8 7 3 80
12 Budana 757 440 1197 231 153 384 9 14 23 206 121 327 1017 1181 2198 2220 1909 4129
Aurang
13
Shahpur 37 7 44 56 32 88 3 0 3 44 4 48 124 205 329 264 248 512
14 Madha 147 39 186 307 257 564 12 1 13 51 15 66 502 578 1080 1019 890 1909
Moth Karnail
15
Shab 477 307 784 394 245 639 16 8 24 453 106 559 1276 1612 2888 2616 2278 4894
16 Kajal 101 78 179 14 2 16 6 14 20 4 2 6 97 81 178 222 177 399
17 Rajpura 403 358 761 179 153 332 1 2 3 95 21 116 609 554 1163 1287 1088 2375
18 Sisai Bola 987 575 1562 453 439 892 86 238 324 410 188 598 1791 1860 3651 3727 3300 7027
19 Kheri Gangan 560 104 664 260 50 310 5 2 7 110 22 132 855 1393 2248 1790 1571 3361
20 Pali 258 20 278 281 59 340 19 1 20 263 39 302 918 1324 2242 1739 1443 3182
21 Sheikhpura 764 340 1104 372 47 419 12 1 13 558 43 601 1555 2423 3978 3261 2854 6115
1114 1828
22
Dhana 2012 1201 3213 1198 663 1861 137 22 159 1673 240 1913 4753 6387 0 9773 8513 6
4385 2493 6878 2288 1341 3629 279 117 397 3867 4729 9866 1317 2304 2068 1799 3867
23
Hansi 3 6 9 2 1 3 7 3 0 7 8616 3 1 84 45 70 20 90
7223 4193 1141 3941 2424 6365 386 195 582 5398 1234 6632 1557 2017 3574 3252 2822 6074
Total 0 5 65 0 6 6 7 8 5 5 1 6 24 31 55 16 11 27
29
Table- 5.13: Impact on project influence villages
Total Land
Sl.No. Village Name District Acquired
(Sq.m.)
A preliminary assessment of land acquisition has been done as per Proposed RoW of design
alignment. A sum of 184.52 (Hec.) lands needs to be acquired for this project.
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number of populations, hence, incorporation of their perception and views are very important. To
incorporate the views and concerns of people, public consultation is the best way to cope with
these issues. In order to adopt a Rail and participatory approach towards the project, Public and
other Stakeholders Consultations have been conducted at various identified locations and with
different groups during the site visit.
To incorporate the relevant views of the people and community in the project design, during public
consultation the following issues has been discussed and explained:
Awareness about the project amongst stakeholders in which the consultant will explain the
proposal to the local people, particularly the safety and operational requirements of the
railways;
Involve their valuable suggestive measures related to the railway design and any specific needs
of the masses
The access and crossing needs of the people including other grievances with an objective to
incorporate it in the main design.
Improvement in project design thus minimizing conflicts and delays in implementation;
Facilitate development of appropriate and acceptable entitlement options;
Make the R&R process transparent and reduce leakage; and
This consultation will help to create involvement of people in decision-making process with
conceptual clarity, altitudinal pre-dispositions to avoid the hardship of the displacement and
adverse impact on the vulnerable section of the affected population.
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Table: Details of Outcome of the Consultation of Jind-Hisar Corridor with Government
officials and other Stakeholders
At Village – Jalalpur Khurd, District – Jind, At – Jind Railway Station, Date: 04/06/2018.
Date: 04/06/2018.
Contact Person :Sultan Singh (Sarpanj) 7950698428 Contact Person: A.K. Tuteja (Depo Officer) 9729531430
At Village – Intel Kalan, District – Jind, At Village – Rajpura Bhan, District – Jind,
Date: 05/06/2018. Date: 05/06/2018.
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At – Hansi Railway Station, District – Hisar, Date: 06/06/2018.
Contact Person: Mr.Uday Raj Singh (Depo Officer) 9729530178, Mr. Mahendra Singh Yadav
Regarding-
Frequency of trains is not high.
Long route train stoppage problem.
Train connectivity is very poor; passengers are waiting all the time.
Conclusion-
This rail corridor is very much required.
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4.5 SOCIO-ECONOMIC BENEFITS OF THE PROJECT
The possible direct and indirect positive impacts of the proposed project are listed below.
Employment Opportunities: The immediate benefits of construction of railway alignment will
come in the form of direct employment opportunities for the alignment side communities and
specially those who are engaged as wage laborers, petty contractors and suppliers of raw
materials.
Linkages: Construction of rail network will provide improved linkages between the village
communities and urban center, which provides wider marketing facilities.
Business Opportunities: Rail network will not only link the village communities to better markets,
but also open up wider work opportunities in distant places. People can shuttle to distant work
sites and towns and engage in construction, factories, business as well as domestic works.
Industrial activities: Improved rail network will encourage urban entrepreneurs to invest in far and
remote areas in commercial farming and industrial activities.
Education Facilities: Construction of new rail alignment will also help people building strong
institutional network with outside agencies. Essential and emergency services like schools, health
center, public distribution system etc. can be availed faster.
Health Facilities: Increased frequency of interaction with outsiders will increase the awareness
level of the people in the village with regard to their health and nutrition, living style, value of
education and proper utilization of available resources.
Economic Activities: Interaction with the government, non-government and other development
agents will help people gain new knowledge on improved farming, land development, development
and maintenance of natural resources through the formation of various economic and social
development groups.
Low cost of travelling: Indian railways is the cheapest source of transportation, by developing the
rail stretch, it will provide low cost transportation option between these two cities.
4.6 CONCLUSION
In brief, the portrayal of assessment of social impact was nothing but an effort to depict the
existing social scenario along the propose project and perceived impacts on population due to
implementation of the project with an intention to minimize the resettlement
We are of the opinion that taking into consideration the above factors the project is Economically
Viable for the area.
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5 Standards of Construction
The following standards of construction will be followed for the Jind Hansi new line in Jind – Hisar
Railway Line.
5.1 Gauge
The proposed Line will be constructed to 1676 mm gauge as per the existing railway line.
5.5 Formation
The terrain traversed by the project alignment is plain and level in general. The gradient of the
formation have been designed in such a way that there is no incidence of a cutting anywhere on
the project section. Formation widths on embankments & side slopes have been provided based on
the latest guidelines of Railway Board. The various parameters adopted in the formation of
permanent way are as below: -
Formation width on Embankment top : 7.85 m
Side slope in filing : 2H:1V
Formation width in cutting : 7.85 m
(Excluding side drain)
Side slope in cutting : 1H:1V
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5.6 Curves
There are 9 curves have been proposed in the proposed alignment as per Indian Railway standards.
The maximum degree of proposed curve is 1.97°.
5.9 Ballast
Provision of 350mm ballast cushion made up of 65mm gauge stone ballast as per RDSO
specifications has been made in the project estimate for the main line and 250mm ballast cushion
in loop and other line.
5.11 Stations
06 nos of station has been proposed in between Jind and Hansi stations, out of 3 nos crossing
stations viz. Intal Kalan (KM 5+700), Narnaud (KM 22+160) & Khori Gagan (KM 32+970) & 3 nos of
Halt stations Rajpura (KM 12+050), Madha (KM 29+070) & Sheikhpura (KM 40+560). Provision of
new stations will meet the traffic requirement of the people residing in the nearby locations.
5.13 Electrification
The existing Jind-Panipat Railway Line is Non Electrified. However, provision of electrification has
been kept in the project estimate. For the straight portion of the stretch, the distance between
OHE Masts shall be approximately 50 to 60 meters. For curved portion of the stretch, distance
between the masts shall be less than that provided in straight stretch and shall be approximately
between 25 mtrs to 30 mtrs.
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5.14 Alignment
The Chainage of the proposed track is from Km 1+532 to Km 48+966 Km. It is proposed to take off
the alignment from Jind station up line near Dead End towards Bhatinda station end and connect at
line no. 1 at Hansi Station towards Bhiwani end.
The Alignment plan and profile & typical cross sections at critical locations of the Project are
attached at Annexure 2.
5.15 Land
Sufficient land shall have to be acquiring for construction the proposed Track. Project estimate
provides for acquisition of 184 hectares of land in two districts Jind & Hisar of Haryana State. The
cost of land amounting to Rs. 32855.5 lakhs is based on the rates supplied by the revenue
authorities for different classification land and have been suitably modified keeping in view of the
new land acquisition Act, 2014. According to which collector rates for land falling in rural area
will be multiplied by factor 3 (as decided mutually between accounts and engineering) and in urban
area multiplying factor will be 2. The list of ROW is attached as Annexure 4.
5.16 Bridges
The project alignment comprises of minor bridges where the canal crosses the alignment at
different locations between Jind and Hansi. The detail of bridges between Jind & Hansi as under: -
Major Bridges 05 Nos
Minor Bridges 45 Nos
Total 50 Nos.
The list of structures and Bridges are attached as Annexure 5.
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6 Cost Estimate
6.1 Summary of cost
The total cost of project is Rs 8242,768,518 Cr. Jind Hansi New Railway Line including electrification.
The summary of cost for Project is as under:
Summary of Cost
Gauge 1676 mm
Design Length 47.43 Km
Section Length
49.733 Km
(Jind 0.000 to Hansi 49.73)
Const Length 54.47 Km
(Figures in Rupees)
S.No Description Gross Cost Credit for Net Cost
released
materials
1 Civil Engg. Works 4432325558 0 4,432,325,558
2 Land Cost 3285556210 0 3,285,556,210
3 S&T Works 142166750 0 142,166,750
4 Electrical Works 382720000 0 382,720,000
Total 8242,768,518
Rate/Km 151,326,758.18
= 1513.27 Lacs
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6.2 Land Acquisition
S
Description Quantity Rate Unit Amount in Rs
No
5 Contingencies 2% 29329966
Note – As per recently passed land Bill, rates for purchasing Land in Rural area
The land rate has been collected from Revenue office of the project influence districts and
official website of the Govt. of Haryana. Village wise land rate has been collected and
analyzed based on total land acquired, which is around 184.52 Hectares.
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6.3 Cost Breakup
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7 Financial Model
7.1 Financial Models for Jind Hisar new Railway line in Joint Venture (JV Model)
Assumptions
Under the Joint Venture (JV) model, it is the responsibility of the Concessionaire to finance,
construct, operate and maintain the rail system for the concession period which has been assumed
as 30 years, including 3 years of construction period. At the end of the concession period, the
concessionaire will hand over the Rail System to the Ministry of Railways (MoR). As per the model
agreement for Joint Venture, the cost of land is to be borne by the concessionaire initially and the
cost is to be refunded by MoR on the basis of certificate by an approved valuer appointed by MoR.
For modeling purpose, as stipulated in the model concessionaire agreement, the cost of land has
not been taken into account. However, another model taking into account the cost of land has also
been prepared.
The Concessionaire will arrange funds through Equity and Debt over and above the grant amount
towards meeting the Total Project Cost (TPC) required for capital expenditure for construction of
Rail Facilities, Civil Engineering, S&T, Electrical Assets etc. It has been presumed that Grant will be
40% and debt and equity will be arranged by the Concessionaire for the balance amount in the
ratio 67:33. Construction has been presumed to be completed in 3 years with phasing of
Investment taken as 30%, 40% and 30% of the total project cost in 1st Year, 2nd Year and 3rd Year
respectively. Escalation of 5% p.a. on the construction cost over a period of 3 years has been
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included in the total project cost. However, no escalation has been taken for land cost as the
concessionaire is expected to have the land from the 1st day of construction.
The Developer will create an SPV (concessionaire) with whom the concession agreement will be
signed.
Revenue Stream
As per clause 23.1.1 of the Model Concession agreement, MoR will retain 50% of the Revenue from
Freight operations on the Rail system on account of the Cost incurred towards the provision of
Reserved services (as defined in Clause 17.1.1 of the Model concessionaire agreement), overhead
cost, Central charge and all costs incidental thereto. Balance 50% of the Freight Revenue will be due
to the concessionaire.
Since the Rail system has a length of 49.73 Km, the freight rates for the project length have been
apportioned to the project distance on the basis of Northern Railway Lead. The leads taken for the
commodities are as follows: Cement - 143 Kms, Fertiliser – 196 Kms, Food Grains – 404 Kms.
The year wise freight volume for different commodities as given by the Survey team has been
adopted. The freight rates of MoR for the year 2015 inflated at 5% per annum has been taken as
the basis for yearly freight revenue.
10% Non fare box revenue has also been taken in the revenue stream: The terminology farebox
revenue has been assumed as freight revenue plus passenger revenue. Non-farebox revenue is any
other revenue excluding farebox revenue such as Revenue from advertisement, commercial revenue
like parking fee, catering and other commercial activities. This also includes passenger value added
services like retiring rooms, budget hotels, cloak rooms, Excess luggage and parcel charges etc. The
figure of 10% is based on the information available on the website/ Year book of Indian Railways.
The actual yield may increase or decrease on the basis of Passenger footfall or Innovative approach
of pricing of value added services by the JV
Under the JV system, the concessionaire shall not be entitled to any proportion of Revenue
generated from Passenger services in terms of Clause 23.6 of the Model Concession agreement.
Expenses
1. Cost of line haul traction per 1,000 GTKM (Electric) Rs. 146.27
2. Cost of Track and Signaling per 1,000 GTKM (Electric) – Rs. 131.64
3. Escalation factor of 17.7% for the year 2018-19 over the cost 2016-17
The above costs are on the GTKM basis as given in the latest cost data supplied by the Railway
Board.
The obligation of MoR is to provide the Reserved Services during the concession period as defined
under Clause 17.1 of the Model Concession agreement. The obligations of the concessionaire
include making the rail system available to MoR for the Reserved services and carry out periodic,
routine and major maintenance like major track replacements, repair to structures,
replenishments, repair and refurbishment of signaling and communication systems, overhaul of
traction system and other equipments. For maintenance purpose 1% of the construction cost, with
escalation of 5% per annum has been provided. Separately, replenishment cost has been provided
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as per the life of the assets as given in “Reconnaissance Engineerng cum Traffic Survey for a new
line between Jind – Hisar, May 2016 New Delhi”. Office Expenses and Insurance has been provided
at the rate of 1% of the construction cost with escalation of 5% per annum. Depreciation in straight
line method has been adopted.
The Interest rate has been taken as 10.85% and discounting factor 12% for calculation of NPV.
The summary of Variations and summary of outcomes in terms of NPV, Project IRR (PIRR) and are
given below:
It is observed that even with 60% grant the project is financially unviable.
Statements of Financial Modal are attached as Annexure – 8.
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