Vol-I Main Report (DPR-71) ..

(Ministry of Road Transport & Highways, Government of India)
Detailed Project Report for Rehabilitation and Upgrading to 4-lane

Configuration of Haryana Punjab Border (Km 239) to Jind (Km 307)
Section of NH-71 in the State of Haryana
The Louis Berger Group, Inc. Detailed Project Report for Rehabilitation and Upgrading to 4-lane Configuration of
Haryana Punjab Border (Km 239) to Jind (Km 307) Section of NH-71 in the State of Haryana
DETAILED PROJECT REPORT
INDEX
Chapter - 0 Executive Summary E-1 to E-31
Chapter 1 Project Background 1-1 - 1-5
Chapter - 2 Resettlement Action Plan 2-1 2-21
Chapter - 3 Engineering Survey and Investigations 3-1 3-28
Chapter 4 Traffic Survey and Investigations 4-1 4-24
Chapter 5 Improvement Proposals and Design 5-1 5-23
Chapter 6 Cost Estimation 6-1 6-4
Chapter 7 Environmental Impact Assessment & EMP 7-1 7-38
Chapter 8 Economic and Financial Analyses 8-1 8-111
Chapter - 9 Value Engineering 9-1 9-2
Contents
EXECUTIVE SUMMARY
TABLE OF CONTENTS
EXECUTIVE SUMMARY ........................................................................................................................ 1

1 GENARAL ......................................................................................................................................1
2 OBJECTIVES...................................................................................................................................1
3 SCOPE OF SERVICES ...................................................................................................................1
4 APPROACH AND METHODOLOGY .......................................................................................1
5 NHAI ...............................................................................................................................................2
6 LATITUDES AND LONGITUDES..............................................................................................2
7 TERRAIN ........................................................................................................................................2
8 START AND END OF PROJECT HIGHWAY ..........................................................................2
9 REFERENCING SYSTEM .............................................................................................................2
10 ABUTTING LAND USE ...............................................................................................................3
11 ROAD INVENTORY .....................................................................................................................3
12 RIGHT OF WAY ............................................................................................................................3
13 LAND ACQUISITION ..................................................................................................................5
14 GEOMETRICS ................................................................................................................................6
15 ROAD CROSSINGS / JUNCTIONS ...........................................................................................6
16 RAILWAY CROSSINGS ...............................................................................................................7
17 CROSS DRAINAGE STRUCTURES ...........................................................................................8
18 TRAFFIC ANALYSIS AND FORECAST..................................................................................12
19 PAVEMENT COMPOSITION AND PAVEMENT CONDITION SURVEY .......................13
20 EXISTING FACILITIES ...............................................................................................................15
21 PROPOSED WIDTH OF CARRIAGEWAY .............................................................................15
22 PROPOSED CROSS SECTIONS ................................................................................................15
23 PROPOSED BYPASSES ..............................................................................................................17
24 PROPOSED SERVICE ROAD ....................................................................................................17
25 PROPOSED PAVEMENT COMPOSITION .............................................................................18
26 DESIGN OVERLAY ....................................................................................................................18
27 SERVICE ROAD ..........................................................................................................................18
28 PROPOSED IMPROVEMENT FOR JUNCTIONS / INTERSECTIONS (AT GRADE) .....18
29 PROPOSED STRUCTURES ........................................................................................................19
30 PROPOSED FACILITIES ............................................................................................................26
31 ENVIRONMENTAL SCREENING ...........................................................................................27
32 SOCIAL SCREENING ................................................................................................................27
Executive Summary E-i

33 COST ESTIMATE ........................................................................................................................28

34 RESULTS OF ECONOMIC APPRAISAL .................................................................................29
35 PROJECT VIABILITY ..................................................................................................................31
LIST OF TABLES
Table E-1: Details of Existing Carriageway Width .................................................................................3

Table E-2: Details of Existing Right of Way (ROW) ...............................................................................4
Table E-3: Status of Land Acquisition ......................................................................................................5
Table E-4: Locations of poor road geometry ...........................................................................................6
Table E-5: List of Existing Major Junctions ..............................................................................................6
Table E-6: List of Existing Junctions with Secondary Importance .......................................................6
Table E-7: Details of Existing Railway Crossing .....................................................................................8
Table E-8: Details of Existing Railway Crossing .....................................................................................8
Table E-9: Details of Existing Bridges ......................................................................................................8
Table E-10: Details of Existing Culverts ...................................................................................................9
Table E-11: Details of existing Pavement composition ........................................................................14
Table E-12: Way Side Amenities .............................................................................................................15
Table E-13: Cross Section Type along the Project Corridor ................................................................16
Table E-14: Details of Bypasses ...............................................................................................................17
Table E-15: Details of Service Road & Slip Roads ................................................................................17
Table E-16: Required Pavement Composition for Service Road (mm)..............................................18
Table E-17: Recommendations on Cross Drainage Structures of the Project ...................................19
Table E-18: Details of Culverts ...............................................................................................................20
Table E-19: Details of New Minor Bridges and Rehabilitation/Repair Scheme for Existing Minor
Bridges ........................................................................................................................................................24
Table E-20: Details of Proposed Pedestrian/Cattle Underpasses ......................................................25
Table E-21: Details of Proposed Grade Separators/Interchanges ......................................................25
Table E-22: Details of Proposed Railway Over Bridge ........................................................................26
Table E-23: Bus Bays and Bus Stops Locations .....................................................................................26
Table E-24: Summary of Project Cost .....................................................................................................28
Table E-25: Summary of Economic Analysis (Base Case) ...................................................................31
Executive Summary E - ii
EXECUTIVE SUMMARY
1 GENARAL
Ministry of Road Transport and Highways, Government of India has decided to take up
the development of various National Highways Corridors where the intensity of traffic
has increased significantly and there is requirement of augmentation of capacity for safe
and efficient movement of traffic.
This project is a part of the above mentioned programme and the project awarded to
Consultant is Consultancy Services for rehabilitation and up-gradation of the existing 2-
lane National Highway71 to four lanes configuration in the State of Haryana. The
National Highways Authority of India (NHAI) has been entrusted with implementation
of the development of this corridor from Ministrys Plan Funds.
In order to fulfil the above task, The National Highways Authority of India has entrusted
the work of preparation of the feasibility study, Environmental and Social Impact
Assessment and Detailed Project Report for the above project to M/s Louis Berger
Group, Inc., vide contract agreement dated 30th March, 2010. The Letter of Acceptance
was communicated vide NHAIs letter No PB&HP/DPR/NHDP-IV/08/10794.
2 OBJECTIVES
The main objective of the consultancy service is to establish the technical, economic and
financial viability of the project and prepare detailed project reports for rehabilitation
and upgrading of the existing 2-lane National Highway (NH) sections to 4- lane divided
carriageway configuration taking into account the investment requirements and
financial return through toll and other revenues.
3 SCOPE OF SERVICES
The scope of consultancy services includes:
Engineering surveys and investigations
Highway design
Environmental Impact Assessment
Estimation of Project Cost
Economic Analysis
Preparation of Feasibility study report and Detailed project report
Submission of Deliverables
4 APPROACH AND METHODOLOGY

The consultants approach towards the project is in accordance to the TOR in lines with
the project objectives. The prescribed engineering surveys and investigations have been
carried out on the Project Road conforming to MORTH/IRC/BIS Specifications / Codes
as per TOR to generate adequate database for preparing the most appropriate proposal
for the rehabilitation and upgrading of the existing National Highway.
Executive Summary E-1

5 NHAI
The National Highways Authority (NHAI) of India 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 Authority was operationalized in
February, 1995 with the appointment of full time Chairman and other Members.
6 LATITUDES AND LONGITUDES

Haryana is situated on the northern side of India. Haryana is a state in northwest India
between 2737' to 3035' N latitude and between 7428' and 7736' E longitude. The
project road starts between latitude 29.47N 76.32East latitude and ends at 29.15N
76.30East latitude.
7 TERRAIN
Most of the project road passes through plain terrain.
8 START AND END OF PROJECT HIGHWAY

The project road passes through one district of Haryana namely Jind. The project road
starts at Km 239.000 at Haryana Punjab Border and ends at Km 307.000 at Jind. The
Existing length of the project corridor is 68.00 km and the design length is 69.35km
9 REFERENCING SYSTEM
Along the existing road, Kilometre stones are fixed in entire length of the project
highway. It is called as "Existing Chainage". During topography survey with Total
Station, observations made are referred to "Design Chainage". The relationship between
the "Existing Chainage and the Design Chainage" as per field surveys of the location of
existing km stones using the Total Station for the Project Highway, Design Chainage
corresponding to existing kilometre stone.
Design Chainage of New NH-352 Ch. corresponding to existing kilometre stone
Existing New Design Existing New Design
Chainage (i.e. NH-352 Chainage Chainage (i.e. NH-352 Chainage
Km stone) Chainage (Km) Km stone) Chainage (Km)
239+000 - 239+000 267+000 3+710 266+934
240+000 - 240+103 268+000 4+670 267+887
241+000 - 240+995 269+000 5+635 268+863
242+000 - 241+991 270+000 6+685 269+912
243+000 - 242+991 271+000 7+740 270+971
244+000 - 243+990 272+000 8+700 271+928
245+000 - 244+990 273+000 9+655 272+888
246+000 - 245+989 274+000 10+625 273+859
247+000 - 246+993 276+000 12+625 275+847
248+000 - 247+987 277+000 13+580 276+817
249+000 - 248+987 278+000 14+790 278+018
250+000 - 249+986 279+000 15+772 279+008
251+000 - 250+985 280+000 16+720 279+970
253+000 - 252+986 281+000 17+745 280+993

Existing New Design Existing New Design

Chainage (i.e. NH-352 Chainage Chainage (i.e. NH-352 Chainage
Km stone) Chainage (Km) Km stone) Chainage (Km)
254+000 - 253+986 282+000 18+725 281+974
255+000 - 254+985 283+000 19+700 282+952
256+000 - 255+956 284+000 20+690 283+952
257+000 - 256+952 285+000 21+700 284+958
258+000 - 257+872 286+000 22+680 285+952
259+000 - 258+799 287+000 23+712 286+952
260+000 - 259+815 288+000 24+740 287+983
261+000 - 260+812 289+000 25+736 288+986
264+000 1+115 264+295 290+000 26+728 289+988
265+000 2+065 265+292 291+000 27+725 290+986
266+000 2+775 266+003 292+000 28+725 291+988
10 ABUTTING LAND USE

The roadside environment is variable from urbanized town developments to rural
agricultural areas, with intermediate semi-urban settlements and semi-rural open areas
with occasional roadside dwellings and small businesses scattered throughout the route.
Nearly 14.40% of land use is of urban type, 7.20%of built up area, 50.60% of the project
corridor has purely agricultural land and 27.90% is rural area.
11 ROAD INVENTORY
The project corridor traverses mostly through plain terrain. The land use is
predominantly agricultural with intermittent built up areas. The two / four lane
carriageway is having a width of 7.0-14.0m. The earthen shoulder width generally varies
from 0.50-1.00 m on either side. The type of shoulder is earthen or hard excluding the
urban areas. The details of existing carriageway width are given in Table E-1.
Table E-1: Details of Existing Carriageway Width
Existing
Chainage (km) Length Width of
Lane Configuration Median
(km) Carriage way
From To (m)
239.000 247.160 8.160 2-Lane with PS 7+(2.0 to 3.0) -
247.160 247.460 0.300 2-Lane 6.00 -
247.460 258.650 11.190 2-Lane with PS 7+(2.0 to 3.0) -
258.650 262.000 3.350 4-Lane with raised median 2 x 7.50 1.2 to 1.5m
262.000 292.700 30.700 2-Lane with PS 7+(2.0 to 3.0) -
292.700 295.400 2.700 2-Lane with PS 7+(2.0 to 3.0) -
295.400 296.550 1.150 4-Lane with raised median 2 x 7.00 1.2 to 1.5m
296.550 307.000 10.450 2-Lane with PS 7+(2.0 to 3.0)
12 RIGHT OF WAY
The Right of Way (ROW) boundary stones are available only at few locations along the
project corridor. In most of the urban areas, properties exist adjacent to carriageway.
Information on available land-width has been collected from local highways department,
Govt. of Haryana. The details of ROW along the project corridor are given in Table E-2.

Table E-2: Details of Existing Right of Way (ROW)

Existing Chainage (km)
S.No. Total ROW(m) Remarks
From To
1 239.000 241.200 43.000 Data Singhwala
2 241.200 243.250 43.000 Garhi
3 243.250 244.000 43.000 Chak Ujhana
4 244.000 251.350 43.000 Ujhana
5 251.350 256.250 43.000 Belar Khan
6 256.250 257.700 43.000 Mohal Khera
257.700 259.850 43.000
259.850 260.000 35.000
7 Narwana
260.000 261.300 33.000
261.300 262.300 30.000
262.300 262.400 30.000
262.400 262.600 30.000
8 262.600 264.000 30.000 Dumar Khan Kalan
264.000 264.500 31.730
264.500 266.000 30.000
9 266.000 267.050 31.730 Dumar Khan Khurd
10 267.050 268.900 30.000 Ghaso Khurd
268.900 269.300 30.000
269.300 269.400 30.000
11 Safa Kheri
269.400 271.000 31.000
271.000 271.600 30.000
271.600 272.000 30.000
12 Kharakbura
272.000 272.900 31.000
13 272.900 275.000 31.000 Palwa
275.000 275.500 35.000
14 Uchana
275.500 277.700 29.000
15 277.700 281.950 30.000 Barodha
281.950 284.850 30.000
16 284.850 284.900 23.000 Khatkar
284.900 287.280 30.000
287.280 288.600 31.000
17 Jhanjh Kalan
288.600 289.500 28.000
289.500 289.900 28.000
18 Jhanjh Khurd
289.900 290.900 30.000
19 290.900 291.352 31.730 Kehar khera
20 291.325 292.700 32.690 Ahirka
21 292.700 307.000 Varies 20 to 30 Jind

13 LAND ACQUISITION
The present status of land acquisition is given in below:
Table E-3: Status of Land Acquisition
Existing Chainage Design Proposed
Sl. (Km) Chainage (km) ROW Remarks
No.
From To From To (m)
1 239.000 239.400 239.000 239.400 60 Dhabian Gujron Village
2 239.400 240.697 239.400 240.800 43 Pipaithan / Pattawala Village
3 240.697 241.705 240.800 241.700 60
4 241.705 242.509 241.700 242.500 43 Garhi Village
5 242.509 252.615 242.500 252.600 60
6 252.615 253.414 252.600 253.400 43 Balarkha Village
7 253.414 257.648 253.400 257.600 60
8 257.648 258.828 257.600 258.700 60 ROB
9 258.828 260.051 258.700 259.850 43 Narwana Town
10 260.051 260.185 259.850 260.000 35 Narwana Town
11 260.185 262.788 260.000 262.600 34 Narwana Town
12 262.788 270.238 262.600 270.150 60
13 270.238 270.638 270.150 270.550 31 Khersafa Village
14 270.638 274.341 270.550 274.200 60
15 274.341 276.253 274.200 276.100 37.5 Uchana Town / Ghaso Bara
16 276.253 278.992 276.100 279.000 60
17 278.992 280.330 279.000 280.300 30 Baroda Village
18 280.330 284.548 280.300 284.500 60
19 284.548 285.242 284.500 285.200 30 Khatkad Village
20 285.242 285.762 285.200 285.720 60
21 285.762 286.168 285.720 286.120 130 Toll Plaza
22 286.168 288.817 286.120 288.800 60
23 288.817 289.464 288.800 289.450 30 Jhanj Kalan/Barsola
24 289.464 290.312 289.450 290.300 60
25 290.312 290.812 290.300 290.800 30 Khurkhru Village
26 290.812 292.712 290.800 292.700 60 Hirka Village
Proposed Jind Bypass
27 0.000 1.750 60 Jind Bypass
Flyover @Jind Bypass
28 1.750 2.350 110
( SH-12)
29 2.350 5.100 60 Jind Bypass
30 5.100 6.100 60 Flyover @ Jind Bypass (Cross Road)
31 Jind Bypass 6.100 7.050 60 Jind Bypass
32 7.050 7.650 110 Flyover @Jind Bypass ( SH-14)
33 7.650 9.210 60 Jind Bypass
34 9.210 9.810 110 Flyover @Jind Bypass (SH-10)
35 9.810 10.600 60 ROB at Jind Bypass (Near SH-10)
36 10.600 15.650 60 Jind Bypass

14 GEOMETRICS
The Project Corridor generally has a good geometry and has a design speed of 70-80
Kmph. The corridor has few substandard curves with a low radius that are of concern.
The vertical gradients are gentle for majority of its length except at very few locations,
which require modification. However, camber has worn out for most of the lengths and
requires correction for quick dispersal of surface water. The details of the locations
having poor geometric characteristics are given in Table E-4.
Table E-4: Locations of poor road geometry
S. No Existing Chainage Description
1 263+000to 263+200 Poor T-Junction between NH 71 &NH 65
15 ROAD CROSSINGS / JUNCTIONS

There are 6 numbers of major junctions along the project section of the project road and
47 minor junctions. The approach roads are basically feeder roads connecting to villages,
agricultural fields and factories along the project road. Mostly these are WBM roads.
Rest of the intersections is of lower significance with local roads in urban settlements,
village roads and earthen roads. The lists of major junctions are presented in Table E-5
below.
Table E-5: List of Existing Major Junctions
Type of
Junction Location (km) Cross Road Particulars
Crossing
1 260+750 T MDR 111,Narwana City
2 261+975 T NH 65 ( To Hissar)
3 263+000 O NH 65 ( To Ambala)
4 274+730 T MDR 112,To Barwala
5 292+720 T NH 71 and Jind Bypass
6 307+000 T NH 71 and Jind Bypass, end of Project Road
The lists of junctions with secondary importance are presented in Table E-6.
Table E-6: List of Existing Junctions with Secondary Importance
SI Chainages Type of
Side Leading to Remarks
No (Km) Road
1 239+830 LHS To Village BT-3.5m Y Junction
2 239+860 LHS To Dhanauri Village CC-3.5m Y Junction
3 240+200 RHS To Village BT-3.5m T Junction
5 240+520 LHS To Dhanauri Village BT-5.0m T Junction
7 242+250 RHS Bebltha BT-5.5m T Junction
Ujhana Village (Left) Pipelsha
8 246+115 RHS BT-3.0m Staggered Junction
Village (Right)
9 246+970 LHS To Ujhana Village BT-3.5m T Junction
10 247+650 RHS To Hardar Village BT-3.5m T Junction
11 252+600 LHS To Belarkha Village BT-3.5m T Junction
12 252+760 RHS To Hamargarh Village BT-5.0m T Junction
13 252+940 RHS To Tharodi Village BT-3.5m T Junction

SI Chainages Type of
Side Leading to Remarks
No (Km) Road
15 253+400 LHS Surajakehda BT-5.0m T Junction
16 258+080 LHS To Golkehra Village BT-3.5m T Junction
17 258+780 RHS To Tohana Village BT-5.0m Y Junction
Tohana Village (Left) Govt.
18 259+450 RHS BT-5.0m Square Junction
College (Right)
19 259+500 LHS Narwana City BT-3.5m T Junction
20 259+660 RHS To Narwana Town BT-3.0m T Junction
21 259+800 LHS To Gurthari Village BT-5.0m T Junction
22 259+870 RHS To Railway Station,Narwana BT-5.0m T Junction
23 261+315 RHS To School BT-5.0m T Junction
Village (Left) Railway
Station (Right)
25 261+600 LHS Vasanth Vihar BT-16m T Junction
26 261+870 LHS Indian Oil Patrol Pump BT-3.0m T Junction
27 262+690 RHS To Uklana Village BT-10.0m T Junction
28 263+100 LHS Haryana Vidut Nigam BT-3.5m Y Junction
29 263+300 LHS To Dumerkha Village BT-5.5m Y Junction
30 264+605 RHS To Geel Village BT-5.0m T Junction
31 265+985 LHS To Dumerkha Village BT-5.0m T Junction
32 268+600 RHS To Ghaso Khurd BT-3.0m T Junction
33 270+455 LHS To Kheri Saffa Village BT-5.5m T Junction
Khark BhuraVillage (Left)
34 271+920 LHS BT-3.5m Square Junction
Kheri Mansaniya (Right)
35 273+875 RHS Uchana Bye-pass BT-6.5m Y Junction
36 274+293 LHS To Bara Sidu Village BT-5.5m T Junction
Bara SiduVillage (Left)
Uchana City (Right)
38 276+667 RHS Railway Station,Uchana BT-3.5m T Junction
39 279+490 LHS To Baroda Village BT-6.0m T Junction
40 279+940 RHS To Barsola Village BT-3.0m T Junction
41 284+535 LHS To Kasun Village BT-5.0m T Junction
42 284+890 RHS To Bhathoda Village BT-3.0m T Junction
43 285+100 LHS To Chapda Village BT-3.0m T Junction
45 289+040 LHS To Badothi Village BT-3.5m T Junction
46 291+010 LHS To Village BT-4.5m T Junction
16 RAILWAY CROSSINGS
There are two locations where railway line crosses the existing alignment. Presently all
are level crossings and RoBs are proposed at these locations. Out of two, one is at Jind
Bypass. The detail of the structures is given below in Table E-7.

Table E-7: Details of Existing Railway Crossing
Existing Chainage Type of

S.No. Rail Section Existing Status
(Km) Track
NR Narwana
1 258.140 BG Level Crossing, Skew
Kurukshetra Branch
NR Jind Panipat 10.000 (Proposed
2 BG Rail Line perpendicular
Branch Chainage)
17 CROSS DRAINAGE STRUCTURES
There are 88 existing CD structures on the project road and 43 culverts along Jind
Bypass. There are four existing Minor Bridges, (6.0 m < Total Length < 60.0m) along
Existing road and one minor bridge along Jind Bypass.
The total number of structure on the site is given in Table E-8:
Table E-8: Details of Existing Railway Crossing

Sl.No Details Total Nos.
1. No. of Major Bridge Nil
2. No. of Railway Over Bridge Nil
3. No. of Flyover Nil
4. No. of Minor Bridge 5 Nos.
No. of Vehicular and
5. Nil
Non Vehicular Underpasses
6. No. of Box Culverts Nil
7. No. of Slab Culverts 26 (including 2 no in proposed Jind bypass)
8. No. of Arch Culverts 1
9. No. of Pipe Culverts 100 (including 41 no. in proposed Jind bypass)
All of the minor bridges are to be reconstructed as they have been designed for 40R
loading.
The details of the existing Bridges are given in Table E-9 . All of the minor bridges are to
be reconstructed as they have been designed for 40R loading. The inventory and
conditional details of these minor bridges have been presented in Table E-9.
Table E-9: Details of Existing Bridges
Existing Span Total Type of Structure
S. Name of Width
Chainage Arrange- Length Sub Super
No Bridge (m) Foundation
(km) ment (m) (m) Structure Structure
Dhamtan Sahib Wall Type in
Open RCC Solid
1 Distributary 245.300 1 x 13.2 2 x 3.70 7.40 Brick
Foundation Slab
Masonry
Bhakra Main
Wall Type in
Line Barwala Open RCC Solid
2 247.400 1 x 7.5 3 x 10.5 31.50 Brick
Link Foundation Slab
Masonry
Sirsa Branch Open Wall Type in RCC Solid
3 262.950 1 x 7.6 4 x 8.3 33.20
(Western Foundation Brick Slab

Existing Span Total Type of Structure

S. Name of Width
Chainage Arrange- Length Sub Super
No Bridge (m) Foundation
(km) ment (m) (m) Structure Structure
Yamuna Canal) Masonry
Shudkain Wall Type in
1x Open RCC Solid
4 Distributary 268.950 2 x 3.4 6.80 Brick
11.25 Foundation Slab
Masonry
Bypass
3.668
Hansi
(Propose RCC Wall
Branch(Wester
d 1 x 11. Open type RCC Solid
5 n Yamuna 3 x 10.8 32.40
chainage 5 Foundation Abutment Slab
Canal)
along and Piers
Jind
Bypass)
The General condition of culverts in project corridor is not very satisfactory except that
some of these require repairs and are to be widened up to required width of four lanes.
Distresses in form of exposed reinforcement, corroded reinforcement, honey combing etc
in the slab portion and damaged pointing, exposed joints, cracks in PCC substructures/
head walls, parapets and PCC wing walls and chocked HP culvert with damaged head
wall are observed in some of the culverts which require repairs. All the Slab Culverts
were found made of either brick masonry or plain cement concrete but most of them are
in poor/ very poor condition. The details of culverts are given in Table E-10.
Table E-10: Details of Existing Culverts
A. Slab Culvert
S.No. Existing Chainage (km) Structure no. Span Arrangement (m)
1 239.241 - 1x2.9
2 242.158 - 1 X 1.50
3 247.806 - 1x1.2
4 251.345 252/2 1 X 3.7
5 254.460 - 1 X 0.7
6 261.395 - 1X4
7 262.761 - 1 X 0.8
8 262.817 - 1 X 2.1
9 262.880 - 1 X 2.3
10 265.189 266/1 1X3
11 265.212 266/2 1X3
12 265.231 266/3 2X3
13 265.254 266/4 1X3
14 265.268 266/5 1X3
15 273.155 - 1 X 1.50
16 273.816 274/2 1X3
17 274.282 - 1 X 1.20
18 275.940 - 1X3
19 277.737 - 1x1.2
20 279.497 - 1x1.2


21 280.479 - 1 X 2.50
22 285.069 284/1 1X3
23 285.082 286/1 1X3
24 287.413 286/2 1 X 2.50
In Jind Bypass
Proposed Bypass
Structure no. Span Arrangement (m)
Chainages (km)
25 0.378 1x0.60
26 0.690 - 1 x 1.45
B. Arch Culvert
1 278.073 - 1x1.50
C. Pipe Culvert
Span Arrangement
S.No. Existing Chainage (km) Structure no.
(m)
1 239.098 - 1 X 0.9
2 239.812 240/2 1 X 0.9
3 239.957 241/1 1X1
4 240.448 - 1 X 0.9
5 240.875 241/3 1 X 0.9
6 241.144 - 1 X 0.9
7 241.750 - 1 X 0.9
8 244.863 - 1 X 0.9
9 245.176 - 1 X 1.20
10 245.507 - 1 X 1.20
11 246.611 247/1 1 X 1.20
12 246.946 - 1 X 0.9
13 247.529 - 1 X 0.9
14 248.891 - 1 X 0.9
15 249.012 250/1 1 X 0.9
16 250.463 - 1 X 0.9
17 251.132 252/1 1 X 0.9
18 251.990 252/3 1 X 0.9
19 252.446 - 1 X 0.9
20 253.297 254/1 1 X 1.20
21 255.243 - 1 X 0.9
22 255.582 - 1 X 0.9
23 256.032 - 1 X 0.9
24 256.721 257/2 1 X 0.9
25 257.07 - 1 X 1.20
26 258.103 - 1 X 0.9
27 258.180 - 1 X 0.9
28 263.064 - 1 X 0.90
Executive Summary E - 10
Span Arrangement
(m)
29 263.508 - 1 X 0.90
30 264.538 - 1 X 0.90
31 266.553 - 1 X 0.90
32 267.092 - 1 X 0.90
33 267.327 - 1 X 0.90
34 267.830 - 1 X 0.90
35 269.010 - 1 X 0.90
36 269.149 - 1 X 0.90
37 270.445 - 1 X 0.90
38 270.463 - 1 X 0.90
39 271.785 - 1 X 0.90
40 272.734 - 1 X 0.90
41 273.042 274/1 1x0.6
42 273.086 - 1x0.9
43 273.280 - 1x0.9
44 274.063 - 1x1.2
45 276.262 - 1x0.9
46 276.767 - 1x0.9
47 278.396 - 1 X 0.90
48 279.070 - 1 X 0.90
49 280.066 - 1 X 0.90
50 280.577 281/2 1 X .90
51 281.860 281/3 1 X .90
52 282.300 282/1 1 X .90
53 283.224 283/1 1 X .90
54 288.044 288/1 1 X 0.90
55 288.518 - 1 X 0.90
56 289.175 - 1 X 0.90
57 290.415 - 1 X 0.90
58 291.005 - 1 X 0.90
59 292.393 - 1 X 0.90
In Jind Bypass
Proposed Bypass Span Arrangement
Structure no.
Chainages (km) (m)
60 0.107 - 1 x 0.90
61 0.279 - 1 x 0.90
62 0.446 - 1 x 0.90
63 0.662 - 1 x 0.90
64 0.673 - 1 x 0.90
65 0.748 - 1 x 0.90
66 0.825 - 1 x 0.90
67 1.155 - 1 x 0.90
68 1.258 - 1 x 0.90
69 1.390 - 1 x 0.90
70 1.492 - 1 x 0.90
Span Arrangement
(m)
71 1.763 - 1 x 0.90
72 1.901 - 1 x 0.90
73 2.216 - 1 x 0.60
74 2.434 - 1 x 0.60
75 2.649 - 1 x 0.60
76 2.904 - 1 x 0.60
77 3.371 - 1 x 0.60
78 3.441 - 1 x 0.60
79 3.782 - 1 x 0.60
80 4.077 - 1 x 0.60
81 4.320 - 1 x 0.60
82 4.584 - 1 x 0.60
83 4.924 - 1 x 0.60
84 5.057 - 1 x 0.60
85 5.417 - 1 x 0.60
86 5.709 - 1 x 0.60
87 6.230 - 1 x 0.60
88 6.654 - 1 x 0.60
89 7.000 - 1 x 0.60
90 7.123 - 1 x 0.60
91 7.263 - 1 x 0.60
92 7.272 - 1 x 0.60
93 7.482 - 1 x 0.60
94 7.849 - 1 x 0.60
95 8.026 - 1 x 0.60
96 8.090 - 1 x 0.60
97 8.208 - 1 x 0.60
98 8.570 - 1 x 0.60
99 8.755 - 1 x 0.60
100 9.289 - 1 x 0.60
18 TRAFFIC ANALYSIS AND FORECAST

The traffic surveys have been carried out along the corridor to establish base year traffic
as well as travel characteristics. The baseline traffic characteristics are very important for
the assessment of future traffic and travel pattern. Traffic surveys were conducted
during the month of July August 2010. The survey locations were finalised in
consultation with NHAI.
Traffic Survey Schedule
Sl. No. Type of Surveys Location Day from Day To Remarks
Volume Count - in KM 244/000 29/05/10 4/06/10 Continuous Manual Count
1
the Project Corridor
(24 Hrs.) KM 267/000 01/06/10 07/06/10 -Do-
Origin Destination
2 KM 259/000 08/06/10 Road side Interview
Survey (24 Hrs.)
Sl. No. Type of Surveys Location Day from Day To Remarks

Willingness to Pay
3 KM 259/000 08/06/10 Road side Interview
Survey (24 Hrs.)
4 Axle Load Survey KM 236/000 09/06/10 Through Axle Pad
NH 65 NH71
KM 262/000 05/06/10 06/06/10
5 Turning Movement Intersections (3 Arm)
Survey SH12 NH71 Intersection
KM 297/000 10/06/10 11/06/10
(3 Arm)
Cross Pedestrian KM 260/000 16/06/10 Narwana
6
Count Survey KM 274/000 16/06/10 Uchana
Peak/ off-peak; day/ night
Speed & Delay time data has been
7 Entire Corridor
Survey captured in moving
observer method
Railway Gate (before
Railway level
8 KM 258/000 15/06/10 Narwana)
Crossing Survey
Traffic Volumes as observed at different Locations

Location
Location ADT in PCUs
Code
TVC-01 KM 244/000 9227
TVC-02 KM 267/000 12258
Maximum contribution to the traffic is of cars and two wheelers at both the location.
Heavy vehicles are more or less same in number at both the locations as shown in
the figure below.
The average composition of traffic shows passenger vehicle comprising maximum
traffic all along the corridor followed by Trucks. At Khanauri goods vehicle
comprise very high as compared to other location.
The average stream speed on the project corridor varies from 51 KMPH to 62
KMPH.
Major point of delay has been observed in the corridor are Narwana, Uchana and
village more than 500 m length section since it is due to very congested area.
As per the provision of New MCA, 5% growth rate has been adopted for the project
corridor.
19 PAVEMENT COMPOSITION AND PAVEMENT CONDITION SURVEY

Existing pavement composition forms important information, in formulating the
rehabilitation designs. From the composition details, it can be seen that the asphalt
surface thickness varies from 35 mm to 300 mm. The existing Base layer thickness varies
from 100 mm to 370 mm. As sub base layer various combination of different materials
have been observed comprising of moorum, sand, old BT and WBM along the project
road length. Details of pavement Composition is presented in Table E-11 below:
Table E-11: Details of existing Pavement composition

Chainage Surfacing + Granular Base Granular Sub Grand
S. No.
(KM) Bituminous Base (WBM/WMM) Base Total
1 239+00 300 220 200 720
2 241+00 220 150 300 670
3 243+00 250 200 300 750
4 245+00 260 200 300 760
5 247+00 200 100 300 600
6 249+00 250 200 300 750
7 251+00 150 300 300 750
8 253+00 170 200 200 570
9 255+00 120 200 300 620
10 257+00 60 100 200 360
11 259+00 100 200 150 450
12 261+200 150 100 300 550
13 263+00 95 250 200 545
14 265+00 70 250 200 520
15 267+00 50 200 200 450
16 269+00 60 100 300 460
17 271+00 85 130 220 435
18 273+00 90 150 200 440
19 275+00 90 120 300 510
20 277+00 50 250 200 500
21 278+900 75 200 200 475
22 281+00 75 200 250 525
23 283+00 80 300 200 580
24 285+00 80 150 250 480
25 287+00 100 140 300 540
26 288+900 90 200 150 440
27 291+00 80 200 200 480
28 293+00 75 200 200 475
29 295+00 80 250 250 580
Pavement condition survey has been carried out on the project corridor by visual
observation of basic pavement distress. Predominant distresses like cracking, raveling,
and extent of patching have been noted as percentage area for every 100m length of
road. Number of potholes for each 100m length has also been noted. Apart from these
distresses, Edge breaking as percentage length affected has also been noted for every
100m along the road. Condition of the unpaved shoulders was also assessed in terms of
shoulder drop-off and depressions on shoulder. Residual structural strength of the
existing pavement was separately assessed by Benkelman Beam deflection
measurements for the purpose of Design of Overlay.
The overall condition of the pavement varies from fair to good. The overall riding quality
is also fair except for a few stretches. Condition of the unpaved shoulders is fair.
20 EXISTING FACILITIES
Various Way side Amenities have been observed at many places along the project
corridor. The list of bus stops is given in Table E-12.
Table E-12: Way Side Amenities
S. No. Name of Existing Amenity Total
1 School 11
2 College 3
3 Hospitals 6
4 Petrol pump 21
5 Bus-stop 11
6 Hotel 3
7 Dhabas 17
21 PROPOSED WIDTH OF CARRIAGEWAY

The paved carriageway configuration shall be 7.25m wide carriageway with 1.50m
shoulder on both side comprising 17.50m excluding earthen shoulders and median.
Median width shall be 4.50m in rural section and 1.5m in built-up section.
22 PROPOSED CROSS SECTIONS

As per IRC 73 1980 recommended normal ROW for rural highways in open areas shall
be normally 45 m or within the range of 30-60m and in built-up areas ROW should be
normally 30m or in the range of 30 to 60m. However, keeping in view the objective of
NHDP, Policy of NHAI regarding the ROW, and expansion of the proposed Dual 2-lane
highway to Dual 3-lane configuration at a future date it is recommended to have a 60 m
ROW with the proposed dual two lane highway concentrically placed.
The choice of widening option has been made keeping in view the following key factors:
Minimising interference with historical monuments
Minimising interference with religious structures such as temples, Mosques,
churches, Crematories, mazar etc.
Minimum impact on residential and commercial property abutting the corridor
Optimum utilisation of existing pavement and ROW at location of curve
improvement
Requirement of service roads
Drainage consideration
Least disturbance to traffic during construction
Minimum impact on the environment.
The Project Highway shall be widened to Four lane dual configuration with or without
Service Roads.
However, the proposed Bypass and Realignment shall be four lane dual configurations
with paved shoulder. Table E- 13 indicates the location of different types of road cross
sections, which shall be followed along with the minimum construction criterion,
mentioned below for the development of the Project Highway.
The median shall be flared at the location of median opening to accommodate waiting
facility of vehicles for negotiation of right turn or U turn.
Table E-13: Cross Section Type along the Project Corridor
Existing Design Typical
Sl. Chainage (Km) Chainage (km) Length Proposed
X-Section Location
No. (m) Widening
From To From To Type
Dhabian Gujron
1 239.000 239.400 239.000 239.400 400 LHS Type-2A
Village
Pipaithan /
2 239.400 240.697 239.400 240.800 1400 Concentric Type-1D
Pattawala Village
3 240.697 241.705 240.800 241.700 900 RHS Type-2A
4 241.705 242.509 241.700 242.500 800 Concentric Type-1D Garhi Village
5 242.509 244.890 242.500 244.880 2380 RHS Type-2A
6 244.890 245.590 244.880 245.580 700 RHS Type-2B
7 245.590 247.007 245.580 247.000 1420 RHS Type-2A
8 247.007 247.587 247.000 247.580 580 LHS Type-2B
9 247.587 252.615 247.580 252.600 5020 RHS Type-2A
10 252.615 253.414 252.600 253.400 800 Concentric Type-1D Balarkha Village
11 253.414 258.668 253.400 258.540 5140 LHS Type-2A
12 258.668 259.851 258.540 259.650 1110 Concentric Type-1A Narwana Town
13 259.851 261.988 259.650 261.800 2150 Concentric Type-1C Narwana Town
14 261.988 263.888 261.800 263.700 1900 RHS Type-2B
15 263.888 268.813 263.700 268.700 5000 RHS Type-2A
16 268.813 270.238 268.700 270.150 1450 LHS Type-2B
17 270.238 270.638 270.150 270.550 400 Concentric Type-1D Khersafa Village
18 270.638 274.331 270.550 274.190 3640 LHS Type-2A
Uchana Town /
19 274.331 276.091 274.190 275.950 1760 Concentric Type-1B
Ghaso Bara
20 276.091 278.992 275.950 279.000 3050 LHS Type-2A
21 278.992 280.330 279.000 280.300 1300 Concentric Type-1D Baroda Village
22 280.330 284.548 280.300 284.500 4200 LHS Type-2A
23 284.548 285.242 284.500 285.200 700 Concentric Type-1D Khatkad Village
24 285.242 288.817 285.200 288.800 3600 RHS Type-2A
25 288.817 289.464 288.800 289.450 650 Concentric Type-1D Jhanj Kalan/Barsola
26 289.464 290.312 289.450 290.300 850 Concentric Type-2A
27 290.312 290.812 290.300 290.800 500 Concentric Type-1D Khurkhru Village
28 290.812 292.712 290.800 292.700 1900 LHS Type-2A Hirka Village
292.700/
29 1.700 1700 Concentric Type-3 Jind Bypass
0.000
30 1.700 2.400 700 Concentric Type-4 Jind Bypass
32 Jind Bypass 7.000 7.700 700 Concentric Type-4 Jind Bypass
15.650/
307.000
23 PROPOSED BYPASSES
Realignments and bypasses have been proposed where it is not feasible to improve the
existing alignment of 2-lane road to the desired design standards. The constraints at each
location have been described in the chapter 5. The details of stretches to be bypass are
given in Table E-14.
Table E-14: Details of Bypasses
Existing Chainage
(km) Length Width of
Lane Configuration Median
(km) Carriage way
From To (m)
239.000 247.160 8.160 2-Lane with PS 7+(2.0 to 3.0) -
247.160 247.460 0.300 2-Lane 6.00 -
247.460 258.650 11.190 2-Lane with PS 7+(2.0 to 3.0) -
4-Lane with raised
258.650 262.000 3.350 2 x 7.50 1.2 to 1.5m
median
262.000 292.700 30.700 2-Lane with PS 7+(2.0 to 3.0) -
292.700 295.400 2.700 2-Lane with PS 7+(2.0 to 3.0) -
4-Lane with raised
295.400 296.550 1.150 2 x 7.00 1.2 to 1.5m
median
296.550 307.000 10.450 2-Lane with PS 7+(2.0 to 3.0)
24 PROPOSED SERVICE ROAD

Service road has been proposed at urban area like Narwana and Uchana town where
dense commercial activities found along the project road. The Service Roads shall be as per
details tabulated below.
Table E-15: Details of Service Road & Slip Roads
Service Road:-
Existing Chainage Design Chainage Total
S (km) (km) Length Width
Length( Side Remarks
No (m) (m)
From To From To m)
Narwana
1 258.740 259.850 258.540 259.650 2x1100 2220 Both 2x5.50
town
Narwana
2 259.850 262.000 259.650 261.800 2x2150 4300 Both 2x3.75
town
Uchana
3 274.330 276.100 274.190 275.950 2x1760 3520 Both 2x5.50
Town
Total Length of Service Road 10040
Slip Road:-
(km) (km) Length Width
S No Length( Side
(m) (m)
From To From To m)
1 Jind Bypass 1.700 2.400 2x700 1400 Both 2x7.00
Total Length of Slip Road 3480
25 PROPOSED PAVEMENT COMPOSITION

Using the design chart of IRC: 37-2001, the total pavement thickness requirements for
both the homogenous sections, for the design CBR value of 7% and respective 10 years
design traffic, pavement composition is given below
1. Bituminous Concrete (BC) 40

2. Dense Bituminous Macadam (DBM) 105
3. Granular Base (WMM) 250
4. Granular Sub base (GSB) 200
The composition of pavement has been worked out on the basis of:
Extended thickness combination block has been used to determine the surfacing
course thickness;
Surfacing course is designed for 10-year design life while base and sub-base
courses are designed for the full 15-year design life; and, minimum compacted
layer thickness for surfacing and base courses.
26 DESIGN OVERLAY
From the BBD analysis strengthening of existing pavement is not required however, in
order to improve the riding quality of the existing surface after pre-treatment 40mm BC
is proposed.
27 SERVICE ROAD
Bituminous service road has been designed for 5 msa traffic and 8% sub-grade CBR.
Accordingly based on IRC guidelines, the composition will be as given in Table E-16
below.
Table E-16: Required Pavement Composition for Service Road (mm)
Semi Dense Bituminous Concrete
25
(SDBC)
Dense Bituminous Macadam (DBM) 50
Granular Base (WMM) 250
Granular Sub base (GSB) 150
28 PROPOSED IMPROVEMENT FOR JUNCTIONS / INTERSECTIONS (AT GRADE)

Following aspects shall be considered for design of at-grade junctions:
a) Adequately designed junctions with channelization, all right turn and left turn
(acceleration and deceleration) lanes (auxiliary) at all intersections for safe and
smooth movement of traffic.
b) Auxiliary acceleration and deceleration lanes for left turning traffic at entrances to
major roadside facilities such as Wayside Amenities, Service Area and traffic
merging/diverging locations
29 PROPOSED STRUCTURES
I. Cross-Drainage (Bridges & Culverts)
Following guidelines shall be followed in design and construction of cross drainage
structures:
i) All the cross drainage structures for the new carriageway shall be designed in such
way so that the outermost faces of the railing kerbs is equal to the roadway width of
the approaches.
ii) The existing structure, wherever possible, shall be widened i.e. extended to match
the new road cross sections.
iii) For bridges/ Grade separators covered median of the same width as of highway
shall be provided except in case of T-Beam type superstructure where open median
shall be provided with minimum 4.5 m gap including two parapet walls/crash
barrier of the bridges.
iv) The adequacy of the vent size for all culverts/bridges shall be ascertained through
detailed hydrological surveys. The Highest Flood Level / Maximum Supply Level
shall be properly assessed after collecting flood histories from local authorities /
local enquiries / Irrigation authorities.
v) Canal bridges shall be designed as per hydraulic requirements of irrigation
authorities. The construction plans shall be prepared as per closure schedule of
canals. Approval of GAD from irrigation department may be required. For smaller
canals, it may be preferred to plan single span canal bridges with foundations not
disturbing the canal bunds.
vi) The new bridge shall be so planned to not affect the foundations of existing bridge.
vii) The existing Pipe culverts in good conditions and adequate hydraulic capacity shall
be widened to new carriageway with NP-4 HP culverts. In case where the culverts
are structurally/ hydraulically inadequate shall be replaced by new culvert of
adequate size.
All the bridges for the new carriageway shall be designed for 70 R Loading. However
minor CD structures are proposed to be widened to four-lane highway configuration.
Improvement for the existing cross-drainage structures shall be made as summarized in
Table E-17.
Table E-17: Recommendations on Cross Drainage Structures of the Project
Repair & New Total no. of
Type of structures Reconstruction
Widening Construction Structures
Slab / Box Culvert 21 6 1 28
Hume Pipe Culvert 67 33 16 116
Minor Bridge 0 5 0 5
II. Culverts:
Table E-18 presents the details of Culverts proposed for the entire project.
Table E-18: Details of Culverts

A. Widening of Culvert
(a) Slab Culvert
Widening of Slab Culvert to Box
Existing Design Chainage Span
Sl.No Existing CD No.
Chainage (km) (km) Arrangement (m)
1 - 239.241 239.237 1x2.9
2 - 242.158 242.148 1 X 1.50
3 - 247.806 247.791 1x1.2
4 252/2 251.345 251.335 1 X 3.7
5 - 261.395 261.215 1X4
6 - 262.817 263.107 1 X 2.1
7 - 262.88 263.17 1 X 2.3
8 266/1 265.189 265.478 1X3
9 266/2 265.212 265.502 1X3
10 266/3 265.231 265.522 2X3
11 266/4 265.254 265.547 1X3
12 266/5 265.268 265.559 1X3
13 - 273.155 273.039 1 X 1.50
14 274/2 273.816 273.692 1X3
15 - 275.94 275.683 1X3
16 - 277.737 277.051 1x1.2
17 - 280.479 280.45 1 X 2.50
18 284/1 285.069 285.026 1X3
19 286/1 285.082 285.04 1X3
20 286/2 287.413 287.36 1X 2.50
In Jind Bypass
21 - Jind Bypass 0.690 1x1.45
(b) Pipe Culvert
1 - 239.098 239.097 1 X 0.9
2 240/2 239.812 239.816 1 X 0.9
3 241/1 239.957 240.060 1X1
4 - 240.448 240.590 1 X 0.9
5 241/3 240.875 240.866 1 X 0.9
6 - 241.144 241.140 1 X 0.9
7 - 241.750 241.735 1 X 0.9
8 - 245.176 245.165 1 X 1.20
9 - 245.507 245.496 1 X 1.20
10 247/1 246.611 246.599 1 X 1.20
11 - 246.946 246.935 1 X 0.9
12 - 247.529 247.520 1 X 0.9
13 - 248.891 248.891 1 X 0.9
14 250/1 249.012 249.002 1 X 0.9

15 - 250.463 250.449 1 X 0.9
16 252/1 251.132 251.115 1 X 0.9
17 252/3 251.990 251.974 1 X 0.9
18 - 252.446 252.428 1 X 0.9
19 254/1 253.297 253.280 1 X 1.20
20 - 255.243 255.225 1 X 0.9
21 - 255.582 255.564 1 X 0.9
22 - 256.032 255.987 1 X 0.9
23 257/2 256.721 256.674 1 X 0.9
24 - 257.070 257.019 1 X 1.20
25 - 258.103 257.965 1 X 0.9
26 - 258.180 258.045 1 X 0.9
27 - 263.064 263.371 1 X 0.9
28 - 263.508 263.816 1 X 0.9
29 - 266.553 266.553 1 X 0.9
30 - 267.092 267.025 1 X 0.9
31 - 267.830 267.714 1 X 0.9
32 - 269.010 268.874 1 X 0.9
33 - 269.149 269.010 1 X 0.9
34 - 270.445 270.352 1 X 0.9
35 - 270.463 270.372 1 X 0.9
36 - 271.785 271.752 1 X 0.9
37 - 272.734 272.661 1 X 0.9
38 - 273.086 272.971 1x0.9
39 - 273.280 273.165 1x0.9
40 - 274.063 273.920 1x1.2
41 - 276.262 276.107 1x0.9
42 - 278.396 278.413 1x0.9
43 - 279.070 279.076 1x0.9
44 - 280.066 280.036 1x0.9
45 281/2 280.577 280.547 1x0.9
46 281/3 281.860 281.831 1x0.9
47 282/1 282.300 282.271 1x0.9
48 283/1 283.224 282.324 1x0.9
49 288/1 288.044 288.026 1x0.9
50 - 288.518 288.500 1x0.9
51 - 289.175 289.160 1x0.9
52 - 290.415 290.402 1x0.9
53 - 291.005 290.984 1x0.9
54 - 292.393 292.382 1x0.9
In Jind Bypass
55 - Jind Bypass 0.107 1 x 0.90
56 - Jind Bypass 0.279 1 x 0.90
57 - Jind Bypass 0.446 1 x 0.90

58 - Jind Bypass 0.662 1 x 0.90
59 - Jind Bypass 0.673 1 x 0.90
60 - Jind Bypass 0.748 1 x 0.90
61 - Jind Bypass 0.825 1 x 0.90
62 - Jind Bypass 1.155 1 x 0.90
63 - Jind Bypass 1.258 1 x 0.90
64 - Jind Bypass 1.390 1 x 0.90
65 - Jind Bypass 1.492 1 x 0.90
66 - Jind Bypass 1.763 1 x 0.90
67 - Jind Bypass 1.901 1 x 0.90
B. Reconstruction
(a) Slab/Arch culvert to Box culvert
Existing Chainage Design Chainage Span Arrangement
S.No Existing CD No.
(km) (km) (m)
1 - 254.460 254.443 1x2.0
2 - 262.761 263.062 1x2.0
3 - 274.282 274.138 1x2.0
4 - 278.073 278.091 1x2.0
5 279.497 279.506 1x2.0
(b) Reconstruction of Slab culvert to Pipe culvert

1 - Jind Bypass 0.378 1x1.20
(c) Reconstruction of pipe culvert to Pipe Culvert

(km) (km) (m)
1 - 244.863 244.85 1x1.20
2 - 264.538 264.782 1x1.20
3 - 267.327 267.261 1x1.20
4 274/1 273.042 272.927 1x1.20
5 - 276.767 276.611 1x1.20
6 - Jind Bypass 2.216 1x1.20
7 - Jind Bypass 2.434 1x1.20
8 - Jind Bypass 2.649 1x1.20
9 - Jind Bypass 2.904 1x1.20
10 - Jind Bypass 3.371 1x1.20
11 - Jind Bypass 3.441 1x1.20
12 - Jind Bypass 3.782 1x1.20
13 - Jind Bypass 4.077 1x1.20
14 - Jind Bypass 4.320 1x1.20
15 - Jind Bypass 4.584 1x1.20

(km) (km) (m)
16 - Jind Bypass 4.924 1x1.20
17 - Jind Bypass 5.057 1x1.20
18 - Jind Bypass 5.417 1x1.20
19 - Jind Bypass 5.709 1x1.20
20 - Jind Bypass 6.230 1x1.20
21 - Jind Bypass 6.654 1x1.20
22 - Jind Bypass 7.000 1x1.20
23 - Jind Bypass 7.123 1x1.20
24 - Jind Bypass 7.263 1x1.20
25 - Jind Bypass 7.272 1x1.20
26 - Jind Bypass 7.482 1x1.20
27 - Jind Bypass 7.849 1x1.20
28 - Jind Bypass 8.026 1x1.20
29 - Jind Bypass 8.090 1x1.20
30 - Jind Bypass 8.208 1x1.20
31 - Jind Bypass 8.570 1x1.20
32 - Jind Bypass 8.755 1x1.20
33 - Jind Bypass 9.289 1x1.20
C. New Culvert
(a) Box Culvert in Jind Bypass
Sl.No
(km) (km) (m)
1 Jind Bypass 9.800 1x2.0
(b) Pipe Culvert

Exixting Chainage Design Chainage Span Arrangement
Sl.No
(km) (km) (m)
10 Jind Bypass 12.624 1x1.20
11 Jind Bypass 12.820 1x1.20
12 Jind Bypass 13.160 1x1.20
13 Jind Bypass 13.740 1x1.20
14 Jind Bypass 14.160 1x1.20
15 Jind Bypass 14.688 1x1.20
16 Jind Bypass 15.033 1x1.20
III. Bridges
Minor Bridges (5 Nos.)
Table E-19. presents the details of minor bridges.
Table E-19: Details of New Minor Bridges and Rehabilitation/Repair Scheme
for Existing Minor Bridges
Repair Scheme for Existing Minor Bridges
Reconstruction of Existing Bridges
Existing Design Span

S.
Name of Bridge Chainage Chainage Width (m) Arrangement Side
No.
(km) (km) (m)
Dhamtan Sahib
LHS of Main
1 Distributary 245.300 245.187 1x12 1 x 10.0
Carriageway
Sirsa Branch
(Western Yamuna LHS of Main
2 262.950 263.140 1x12 1 x 35.0
Canal) Carriageway
Shudkain
RHS of Main
3 Distributary 268.950 268.819 1x12 1 x 10.0
Carriageway
Rehabilitation of existing bridge

S.
Name of Bridge Chainage Chainage Width (m) Arrangement
No. Side
(km) (km) (m)
Bhakra Main Line LHS of Main
1 247.400 247.304 1 x 12 1 x 31.5
Barwala Link Carriageway
New Construction
Sl.
No.
(Km) (Km) (m)
Dhamtan Sahib
RHS of Main
1 Distributary 245.300 245.187 1x12 1 x 10.0
Carriageway
Bhakra Main Line
RHS of Main
2 Barwala Link ** 247.400 247.304 1x12 1 x 31.5
Carriageway
Sirsa Branch
RHS of Main
3 (Western Yamuna 262.950 263.140 1x12 1 x 35.0
Carriageway
Canal)
Shudkain
LHS of Main
4 Distributary 268.950 268.819 1x12 1 x 10.0
Carriageway
Hansi Branch
5 (Western Yamuna Jind Bypass 3.668 2x12 1 x 58.4 Both sides
Canal)
IV. Underpasses
Table E-20.presents the details of proposed underpasses. The existing carriageway under
the underpasses shall be constructed with rigid pavement. The crossing road under the
underpasses shall also be constructed with rigid pavement up to 30 m distance on either
side.
Table E-20: Details of Proposed Pedestrian/Cattle Underpasses
Proposed Total
Existing Design Name of Proposed Proposed Clear
S. clear Span Width of
Chainage Chainage Intersecting Structural Structure Height
no Arrangement Structure
(km) ** (km) Road Configuration Type (m)
(m) (m)
New 4 Lane
1 Bypass 13.980 Village Road R.C.C. Box 1X7 2 x 12 3.5
configuration
** Chainage along Jind bypass (Proposed Chainage)
V. Grade Separator/Interchange (3 Nos)

The existing carriageway under the grade separators/interchanges shall be constructed
with rigid pavement. The crossing road under the grade separators/interchanges shall
also be constructed with rigid pavement up to 30 m distance on either side. The details of
Grade Separators are given in Table E-21.
Table E-21: Details of Proposed Grade Separators/Interchanges
Proposed
Design Name of Proposed Proposed Total
S. Existing Span
Chainage Intersecting Structural Structure Width of
no Chainage Arrange
** Road Configuration Type Structure
ment
SH 12
New 4 Lane Precast PSC
1 Bypass 2.050 (Hansi - 1 X 30 m 2 x 12 m
configuration I - Girder
Assandh)
BT Road
2 Bypass 5.588 (Jind City - 1 X 30 m 2 x 12 m
Naguran)
SH 14
3 Bypass 7.347 (Bhiwani - 1 X 30 m 2 x 12 m
Panipat)
SH 10
Gohana)
** Chainage along Jind Bypass (Proposed Chainage)
VI. ROB (2 Nos.)

The details of proposed ROBs are given in Table E-22 below:
Table E-22: Details of Proposed Railway Over Bridge
Arrangement (m)
Clear Height (m)

Proposed Span
Structure Type
Chainage (km)
Chainage (km)
Total Width of
Configuration
Structure (m)
Structural
Locations
Proposed
Proposed
Structure
Crossing
Name of
Existing
Existing
Design
S.no
Steel plate
NR Narwana 4L girder
BG 1x30+1x2
1 Narwana 258.140 258.013 Kurukshetra configu &Precast 2x12 6.525
(Single) 5+1x30
Branch rations PSC
Girder
Steel plate
NR Jind 4L girder
On Jind BG 1x25+1x1
2 Bypass 10.000 Panipat configur &Precast 2x12 6.525
Bypass (Single) 9+1x25
Branch ations PSC
Girder
30 PROPOSED FACILITIES
I. Toll Plaza (1 Nos.)
The tentative locations are existing chainage Km. 286. Open System of toll collection
shall be provided on the Project Highway with collection of user fee from vehicles only
at the toll plaza. There shall be a total of maximum 8 (4+4)-lanes(land for 12 lane
acquired) having a semi-automatic system of toll collection comprising equipments for
registering of vehicle classification, ticket issuing, data processing and power supply.
One toll lane in each direction shall be provided for traffic not required to pay fees.
Appropriate technology shall be used in this regard so that not more than 6 vehicles per
lane queue up during the peak hours.
II. Bus Bays (14no)
A total of 14 nos. of Bus Bays have been proposed along the project highway. The
locations of these bus bays are given in Table E-23.
Table E-23: Bus Bays and Bus Stops Locations
S.No Existing Chainage (Km) Location Side
1 240+00 Pipaithan Village Both Side
2 253+00 Balarkha Village Both Side
3 260+00 Narwana Village Both Side
4 275+00 Uchana Village Both Side
5 279+50 Baroda Village Both Side
6 289+00 Jhanj Kalan / Barsola Both Side
7 291+00 Hirka Village Both Side
III. Highway Lighting

Highway lighting shall be provided in urban and semi urban areas of the Project
Highway. High Mast Lighting shall be provided at the locations of toll plaza and at
major intersections/interchanges. At the location of ROB/Flyover Mast lighting system
shall be provided.
IV. Safety Appurtenances

Crash barrier, Road sign and markings have been provided at required locations.
31 ENVIRONMENTAL SCREENING
The following are the main findings of the environmental screening survey and has been
detailed out in this report.
The topography is plane and agricultural field.
The land use is mixed type of agricultural, industrial, residential and commercial.
Majority of land use is agriculture; the productivity of the land is very high. It is
found from the public consultation that the agricultural land produces Rice, wheet,
Pulses and Sugarcane etc.
The climate is extreme type.
The project area falls in the seismic zone IV.
No natural stream or river falling in the impact corridor. No natural water body like
lake or natural pond.
No archaeological structure found in the CoI. 22 number of religious structure
found in the CoI.
The alignment does not pass through any wildlife area or reserved forest.
The road side plantation is notified protected forest.
It is found that the project under reference can be categorized under Category-
A as per Environmental Guidelines for Selected Infrastructure Projects.
32 SOCIAL SCREENING
Social Impact Assessment of the project is an important component of project
preparation. GOI regulations (The Government of India has recently approved "The
National Policy on Resettlement and Rehabilitation for Project Affected Families, 2003"
and published in the Gazette of India, Extraordinary Part-I, Section I, dated 17th
February, 2004.),National Highway Authority of India(NHAI) require social impact
assessment during the design stage to avoid, reduce or mitigate potential negative
impacts of project action and enhance positive impacts, sustainability and development
benefits.
The land acquisition will affect the following category of loss.
Loss of Residential Property.
Loss of Commercial Properties.
Families losing Residential cum Commercial Structures.
Loss of Agricultural Land Other Properties.
The mitigation measures to minimise the impact will be detailed in Resettlement Action
Plan.
The available right of way according to the PWD records is 20-30m. Using available
records with the PWD, boundaries of legal right of way as well as boundaries of private
properties within ROW has been verified. The limit of displacement will be limited not
to the legal right of way but to the corridor of impact. The corridor of impact is the
corridor required for the actual construction of the road, including carriageway,
shoulders, embankments and longitudinal drainage. Within this corridor there should be
no structures or hindrances.
33 COST ESTIMATE
The project cost is worked out according to the improvement proposal detailed under
chapter 5. Cost of civil works is calculated bill wise and other non civil items like R&R
cost, land acquisition cost, Utilities relocation cost, Environmental cost, contingencies etc
are added to arrive the total project cost. The summary of Total Project Cost is presented
under table E-24
Table E-24: Summary of Project Cost
S. Rate Amount
Items Unit Quantity
No. (lakhs) (Lakhs)
A ROAD WORKS
EACH INDIVIDUAL CROSS SECTION
1 km 69.328
(TCS1, TCS2, ETC)
TCS : 1A
Concentric Widening km 1.110 167.77 186.22
TCS : 1B
TCS : 1C
TCS : 1D
Concentric Widening km 6.550 237.27 1,554.12
TCS : 2A
Eccentric Widening km 38.515 271.23 10,446.42
TCS : 2B
Eccentric Widening km 4.543 345.85 1,571.20
TCS : 3
New Construction. km 11.824 419.20 4,956.62
TCS : 4
New Construction. km 1.850 1,337.23 2,473.88
TCS : Toll Plaza km 0.600
B BRIDGES AND STRUCTURES
2 MAJOR BRIDGES m -
3 MINOR BRIDGES m 145 11.52 1,670.00
4 ROB/RUB m 154 12.65 1,948.00
S. Rate Amount
Items Unit Quantity
No. (lakhs) (Lakhs)
5 FLYOVER m 120 11.52 1,382.00
6 UNDERPASSES m 7 10.45 73.00
7 CULVERTS (pipe/slab/box) No. 144 6.87 989.18
Sub total for length km* 0.426

OTHER ROAD
C APPURTENENCE/MISCELLENEOUS
ITEMS
8 JUNCTIONS
MAJOR No. 5 11.50 57.50
MAJOR WITH ROUND ABOUT No. 1 45.00 45.00
MINOR No. 47 8.50 399.50
9 SERVICE ROAD
5.5m Width km 5.74 80.32 461.04
3.75m Width km 4.3 60.47 260.02
10 SLIP ROAD km 3.48 116.18 404.31
11 DRAIN (Type-I, Type-II etc)
RCC Cover Drain km 10.04 58.30 585.33
Stone Masonry Cover Drain km 13.1 31.90 417.89
Unlined Drain km 113.464 81.69

0.72
12 BUS BAYS
Laybyes & shelter No. 14 7.91 110.74
13 TOLL PLAZA (Km 287) No. 1 884.80 884.80
15 TRUCK LAY BYES No.

OTHER MISCELLENEOUS ITEMS (sign
boards, rest areas, medical/traffic aid
16 No. 3,228.96
post, HTMS, ambulances, cranes etc to be
listed out separately)
TOTAL AMOUNT In Lakhs 35,115.15
34 RESULTS OF ECONOMIC APPRAISAL

The consultants carried out the economic appraisal using the appraisal methodology
and economic costs and benefits described in the preceding paragraphs of this report.
HDM 4 is the tool used for the analysis. The analysis has been performed based on the
following scenarios.
Do Nothing Scenario
This scenario is the present state of the road which is no improvement has been
involved with the roads.
With Project Scenario

This scenario is the improved facility of the road, where the stretch of the roads will
have 4 Lanes Paved Shoulder. Following scenarios has been considered for the
analysis.
Scenario 1 : 4 Laning of entire 68 Km Stretch of Road

Scenario 2 : 4 Laning of entire 54 Km Stretch of Road + 4 Laned 15.6 Km Long Jind
Bypass
An individual economic analysis for the two scenarios has been performed .
Base case- Alternative-I
Derivation of passenger time costs always remained controversial issue, especially in
respect of developing nations as saving in leisure time is mostly not appreciated that
constitute majority except for commercially developed urban centres. Economic analysis
for the base case has therefore, been carried out without considering the benefits on
account passenger time savings.
Sensitivity Analysis
Two critical factors could affect the viability of the project and these are the Capital Cost
and traffic level. The capital cost can increase or the expected traffic growth could not
materialise or both factors could occur simultaneously sensitivity check using the
following parameters has been carried out:
Sensitivity Option S1 Increase in base costs by 15%
Sensitivity Option S2 Decrease in base benefits by 15%
Sensitivity Option S3 Inc in base costs by 15% & decrease in base benefits by 15%
Cost benefit streams for each link and combined for individual NH Sections are
calculated. Decrease in MT time costs reported in these tables represents the cargo/
freight time costs. The EIRR and NPV (at 12%) for each link and section along with
sensitivity analysis have been presented as follows:
Table E-25: Summary of Economic Analysis (Base Case)

Economic Internal Rate of Return (%)
NPV (Million)
Scenario Base Sensitivity Sensitivity Sensitivity
@12%, Base Case
Case S1 S2 S3
Scenario 1
4054.68 14.1 12.3 11.8 10.2
(4- Laning)
Scenario 2
5014.76
(4-Laning with 20.3 19.0 16.7 15.7
Bypass)
35 PROJECT VIABILITY
Financial Internal Rate of Return (FIRR) has been worked out based on Discounted Net
Cash Flow technique by comparing both cost stream and revenue stream. FIRR (%) has
been worked out for with 25 years of concession period and the results are given below:
Financial Indicators
Concession Period 20 Years 25 Years 30 Years
Grant 40% 40% 35%
Equity IRR 13.0% 15.3% 15.5%
From the above table it can be interpreted that the project is viable for the concession
period of 25 Years with 40% VGF OR for a concession period of 30 years with 35% VGF.
However the project is not viable in 20 years concession period with maximum possible
40% grant.
CHAPTER 1: PROJECT BACKGROUND
TABLE OF CONTENTS
CHAPTER 1: PROJECT BACKGROUND.............................................................................................................1

1.1 BACKGROUND........................................................................................................................................1
1.2 PROJECT OBJECTIVES............................................................................................................................1
1.3 SCOPE OF SERVICES OF THE PROJECT..............................................................................................1
1.4 PROJECT LOCATION..............................................................................................................................4
1.5 SALIENT FEATURES OF PROJECT ROAD...........................................................................................4
1.6 BYPASSES/REALIGNMENTS................................................................................................................4
1.7 CROSS DRAINAGE STRUCTURES........................................................................................................4
1.8 FINAL DETAILED PROJECT REPORT..................................................................................................5
LIST OF TABLES
Table 1.1: Construction Packages ............................................................................................... 4
Table 1.2: Bypass Details .............................................................................................................. 4
LIST OF FIGURES
Fig. 1.1: Project Location Map ...................................................................................................................3
Chapter - 1: Project Background 1-i

CHAPTER 1: PROJECT BACKGROUND
1.1 BACKGROUND
Ministry of Road Transport and Highways, Government of India has decided to take up
the development of various National Highways Corridors where the intensity of traffic
has increased significantly and there is requirement of augmentation of capacity for safe
and efficient movement of traffic.
This project is a part of the above mentioned programme and the project awarded to
Consultant is Consultancy Services for rehabilitation and up-gradation of the existing 2-
lane National Highway71 to four lanes configuration in the State of Haryana. The
In order to fulfil the above task, The National Highways Authority of India has entrusted
the work of preparation of the feasibility study, Environmental and Social Impact
Assessment and Detailed Project Report for the above project to M/s Louis Berger
Group, Inc., vide contract agreement dated 30th March, 2010. The Letter of Acceptance
was communicated vide NHAIs letter No PB&HP/DPR/NHDP-IV/08/10794.
1.2 PROJECT OBJECTIVES

The main objective of the consultancy service is to establish the technical, economical,
and financial viability of the project and prepare detailed project reports for
rehabilitation and upgrading of the existing road to 4-lane configuration with the
provision of capacity augmentation.
The viability of the project shall be established taking into account the requirements with
regard to rehabilitation, upgrading and improvement based on highway design,
pavement design, provision of service roads wherever necessary, type of intersections,
rehabilitation and widening of existing and/or construction of new bridges and
structures, road safety features, quantities of various items of works and cost estimates
and economic analysis.
The Detailed Project Report would inter-alia include detailed highway design, design of
pavement and overlay, design of bridges and cross drainage structures and grade
separated structures, design of service roads, quantities of various items, detailed
working drawings, detailed cost estimates, economic and financial viability analyses,
environmental and social feasibility, social and environmental action plans as
appropriate and documents required for tendering the project on commercial basis for
international / local competitive bidding.
1.3 SCOPE OF SERVICES OF THE PROJECT

As far as possible, the widening/improvement work to 4-lanes shall be within the
existing right of way avoiding land acquisition in the built-up section, and the land
acquisition is necessary to develop the 4-lane road as per NH standards along the
existing road having inadequate width and where provisions of short bypasses, service
roads, alignment corrections, improvement of intersections are considered necessary and
practicable and cost effective. However bypasses proposals should also be considered,
wherever in urban areas, improvement to 4-lanes of the existing road is not possible. The
Consultant shall furnish land acquisition details as per revenue records/maps for further
processing.
Chapter - 1: Project Background 1-1

The Consultant shall study the possible locations and design of toll plaza. Wayside
amenities required on tolled highway shall also be planned. The local and slow traffic
may need segregation from the main traffic and provision of service roads and fencing
may be considered, wherever necessary to improve efficiency and safety.
The general scope of services is given in the sections that follow. However, the entire
scope of services would, inter-alia, include the items mentioned in the Letter of
Invitation and the TOR. The Consultant will also make suitable proposals for
widening/improvement of the existing road to 4 lanes configuration and strengthening
of the carriageways, as required at the appropriate time to maintain the level of service
over the design period. The Consultants shall prepare documents for BOT contracts for
each DPR assignment all ready to implement good for construction drawings shall be
prepared.
Environmental Impact Assessment, Environmental Management Plan and Rehabilitation
and Resettlement Studies shall be carried out by the Consultant meeting the
requirements of the lending agencies like ADB/ World Bank/ JBIC etc.
Wherever required, consultant will liaise with concerned authorities and arrange all
clarifications. Approval of all drawings including GAD and detail engineering drawings
will be got done by the consultant from the Railways. However, if Railways require
proof checking of the drawings prepared by the consultants, the same will be got done
by NHAI and payment to the proof consultant shall be made by NHAI directly.
Consultant will also obtain NO Objection Certificate from Ministry of Environment and
Forest and also incorporate the estimates for shifting of utilities of all types involved
from concerned local authorities in the DPR. Consultant is also required to prepare all
Land Acquisition papers (i.e. all necessary schedules as per L.A. act) for acquisition of
land either under NH Act or State Act.
The DPR consultant shall prepare the Bid Documents, based on the feasibility report,
due to exigency of the project for execution.
Consultant shall obtain all types of necessary clearances required for implementation of
the project on the ground from the concerned agencies. The client shall provide the
necessary supporting letters and any official fees as per the demand note issued by such
concerned agencies from whom the clearances are being sought to enable
implementation. In case Consultant does not obtain all the necessary clearances up-to the
completion of the assignment, deduction up to 5% amount will be made from the final
payment. The amount thus deducted will be released after all necessary clearances have
been obtained.

Haryana Punjab Border(Km 239) to Jind(Km 307) Section of NH-71 in the State of Haryana
Fig. 1.1: Project Location Map
Km 239+000
Km 307+000

1.4 PROJECT LOCATION

The National Highway NH-71 is an important highway connecting NH 8 (Near
Bawal/Gurgaon) and NH 1 (Jalandhar). The Project road starts from Haryana Punjab
Border (Km 239.000) and increases on south direction towards Jind (Km 307.000). It
traverses generally through plain terrain and mixed land use of residential and
agricultural can be seen throughout the project road corridor. The project road passes
through rural, urban/ semi urban areas such as Narwana, Uchana and Jind. It passes
through district of Haryana namely Jind. The proposed length of project road in is 69.350
Km.
Project Location Map of the project road is given under Fig 1.1.
1.5 SALIENT FEATURES OF PROJECT ROAD

The project road starts Km 239.000 (Design Chainage Km 230.000) at Haryana Punjab
Border and ends at Km 307.000 at Jind. The total (existing) length of the project road is
68.000 Km. the project road is considered as one package as given in below in Table 1.1.
Table 1.1: Construction Packages
Contract Proposed
Reach
Package Length (km)
Km 239.00 to Km 307.000 including proposed Jind
I 69.350
Bypasses/ realignment
Total 69.350
1.6 BYPASSES/REALIGNMENTS
There is one bypass in the project highway. All the bypasses as well as the realignment
shall be of four lane configuration with paved shoulder. The details of stretches to be
bypass are given in Table 1.2.
Table 1.2: Bypass Details
Name of From Side of Length of
No. To (Ex.km)
Town/Village (Ex.km) Existing road Bypass(Km)
1 Jind Bypass 292+700 307+000 LHS 15.650
Total 15.650
1.7 CROSS DRAINAGE STRUCTURES

There are 88 existing CD structures on the project road and 43 culverts along Jind
Bypass. There are four existing Minor Bridges, (6.0 m < Total Length < 60.0m) along
Existing road and one minor bridge along Jind Bypass.
The total number of structure on the site is as noted below:
(a) No. of Major Bridge Nil

(b) No. of Railway Over Bridge Nil
(c) No. of Flyover Nil
(d) No. of Minor Bridge 5 Nos.
(e) No. of Vehicular and Non Vehicular Underpasses Nil

(f) No. of Box Culverts Nil

(g) No. of Slab Culverts 26 (including 2 no in proposed Jind bypass)
(h) No. of Arch Culverts 1
(i) No. of Pipe Culverts 100 (including 41 no. in proposed Jind bypass)
All of the minor bridges are to be reconstructed as they have been designed for 40R
loading.
1.8 FINAL DETAILED PROJECT REPORT

Terms of Reference (TOR) for the project stipulate that the project preparation activities
shall be spilt into the following four stages:
Stage 1 : Quality Assurance Plan and Inception Report

Stage 2 : Feasibility Report and Strip Plan, Utility Relocation Plan
Stage 3 : Draft Detailed Project Report (DPR) and Land Acquisition Report
Stage 4 : Detailed Project Report (DPR)
The present submission is the Final Detailed Project Report. As per clause 10.8 of terms
of reference the following documents are submitted after incorporating all revisions as
per final technical schedules. The final DPR consisting the following:
1. Main Report
2. Design Report
3. Drainage Design Report
4. Material Report
The Main Report contains:
Executive Summary
Project Background
Resettlement Action Plan
Engineering Survey and Investigations
Traffic Surveys and Analysis
Improvement Proposals and Design
Cost Estimation
Environmental Impact Assessment and EMP
Economic And Financial Analyses
Value Engineering

CHAPTER 2: RESETTLEMENT
ACTION PLAN
TABLE OF CONTENTS
CHAPTER-2: RESETTLEMENT ACTION PLAN ................................................................................................. 1

2.1 INTRODUCTION ........................................................................................................................... 1
2.2 SOCIAL IMPACT ASSESSMENT AND RESETTLEMENT ACTION PLAN.......................... 1
2.3 METHODOLOGIES........................................................................................................................ 1
2.4 CONSULTATION METHODOLOGY ......................................................................................... 2
2.5 R&R PRINCIPLES, POLICY FRAMEWORK AND ENTITLEMENT FRAMEWORK ........... 4
2.5.1 R&R Entitlement Framework ............................................................................................ 4
2.6 SOCIO-ECONOMIC PROFILE OF THE PROJECT AREA ........................................................ 6
2.6.1 Socio-economic Indicators of the Project Affected District............................................ 7
2.6.2 Occupational Structure of the Project Affected Area ..................................................... 8
2.6.3 Results of Baseline Socio-economic Survey ..................................................................... 9
2.7 STAKEHOLDERS CONSULTATION ....................................................................................... 12
2.8 INSTITUTIONAL FRAMEWORK FOR IMPLEMENTATION OF RAP ............................... 16
2.9 GRIEVANCE REDRESS COMMITTEE ...................................................................................... 18
2.10 R&R AND LAND ACQUISITION COST ................................................................................... 18
Chapter - 2: Resettlement Action Plan 2-i

LIST OF TABLES
Table 2.1: R&R Entitlement Framework ................................................................................................... 4
Table 2.2: Demographic Profile of the Project Area ................................................................................ 6
Table 2.3: Socio-Economic Profile of the Project Affected Settlement .................................................. 6
Table 2.4: Socio-economic Indicators of the Project Affected Districts................................................. 7
Table 2.5: The Project Road Characteristics .............................................................................................. 8
Table 2.6: Distribution of Entitled PAFs ................................................................................................... 9
Table 2.7: PAFs by Type of Families ........................................................................................................ 10
Table 2.8: Age-Sex Composition of PAPs ............................................................................................... 10
Table 2.9: Education Level of PAPs ......................................................................................................... 11
Table 2.10: Occupation Profile of PAPs................................................................................................... 11
Table 2.11: Average Sources of Income (Rs.) of Different Social Groups ........................................... 11
Table 2.12: Major Issues and Agreement Reached at village level consultation ............................... 12
Table 2.13: Role and Responsibilities Identified after Consultation ................................................... 13
Table 2.14: Village wise Acquisition of Land (in Sqm) ......................................................................... 15
Table 2.15: Cost Estimate for Land Acquisition and R&R.................................................................... 18
Table 2.16: Resettlement Action Plan (RAP) Implementation Schedule ............................................ 19
Table 2.17: Number of Properties Affected ............................................................................................ 20
LIST OF FIGURES
Figure 2.1: Methodology and Approach adopted for Resettlement Action Plan ............................... 3
Chapter - 2: Resettlement Action Plan 2 - ii

CHAPTER-2: RESETTLEMENT ACTION PLAN

2.1 INTRODUCTION
The Resettlement plan is prepared to understand social and economic profile of the
project area, assessment of scale and magnitude of social impact. This chapter also
considers impact on vulnerable population like Scheduled Caste, Schedule Tribe and
BPL. The social impact assessment (SIA) has been carried out as per procedure laid down
in NRRP 2007. Based on impact identified during SIA, mitigation measures are proposed,
but, within the preview of National Highways (Land Acquisition) Act 1956 and NRRP
2007. The following sections discuss social impact assessment and Resettlement Action
Plan, study methodology R&R principles applicable to the project estimate of land
acquisition and institutional arrangement.
2.2 SOCIAL IMPACT ASSESSMENT AND RESETTLEMENT ACTION PLAN

Social impact assessment is done to identify impacts because of proposed four laning of
NH-71 from Haryana Punjab Border (km 239/000) to Jind (km 307/000) in Haryana. The
proposed widening will have Jind bypass from 292/700 to 307/00. Existing Right of Way
(ROW) is about 20-30 meters. The proposed ROW is 60 meters for widening of existing
two lanes to four lane and 60 meters for bypass section. Therefore, about 15-30 meters
additional width is required for improving NH-71 to 4 lane roads. Because of acquisition
of land people will be affected adversely (mainly due to acquisition of land). To address
and minimize adverse impacts, a Resettlement Plan is prepared with following objectives
To avoid wherever feasible or at least minimize involuntary resettlement, by
exploring all viable project alternatives;
Determine the magnitude of adverse social impacts and propose mitigation
measures with the agreed policy provisions;
Outline results of stakeholders consultation and incorporate the outcome of these
consultations in the social management plan;
Develop institutional mechanism for implementation of the R&R management
plan and monitoring and evaluation of the R&R implementation schedule;
Provision of adequate budget in the project.
2.3 METHODOLOGIES
In order to prepare RAP, there is a need to have a detailed social assessment of the project
including an assessment of the impacts (both positive and negative) resulting from the
proposed project interventions. The activities undertaken as part of this assessment
includes:
Identification of stakeholders
Identification of impacts
Involvement of people in the assessment process
Consultation with the stakeholders to improve quality of participatory planning
Identification of social hot spots
Identification of mitigation measures to minimize resettlement issues
Census survey of project affected persons
Identification of vulnerable affected groups
Chapter - 2: Resettlement Action Plan 2-1

Methodologies adopted for the preparation of RAP include collection of data from both
primary and secondary sources. Secondary data/information have been collected from
the project records, published reports, discussions with officials from NHAI and other
functionaries, stakeholders consultation, groups discussions, etc. The main sources of
primary data have been the local communities and census survey among the potential
PAPs. In addition, 25% of the PAPs surveyed formed the sample for collecting detailed
baseline socio-economic data. The methodology and approach adopted for the
preparation of Resettlement plan has been summarized in Figure 2.1.
In order to assess the extent of losses, measurement and survey of structures and other
assets were carried out after finalization of design. To quantify losses, designs were
superimposed on revenue maps. Basic schedule of rate (BSR) and market values were
collected and accounted in the valuation of assets and properties to finalize budgetary
requirement for compensation and implementing R&R activities.
2.4 CONSULTATION METHODOLOGY

Consultation with key stakeholders including project affected persons was carried out at
village level. Detailed public hearing is planned at District level during course of project
preparation. The consultations methodologies includes meeting in the villages with PAPs
and PRIs representatives, revenue people and other officers of line department in the
Districts. These people were informed, consulted and their suggestions were
incorporated in detailed engineering studies.

Social Assessment and Resettlement Plan Methodology
Preliminary Feasibility Preliminary Screening and Assessment Report
Detailed feasibility Social Assessment and Management andframework
DPR Resettlement Plan
Methodologies for Social Assessment
Desk Review Field based studies
Background information about the project highway Visually identify problematic locations.
area. Social, historical & cultural background of the
districts of the project.
Identification of problematic stretches with
respect to congestion and encroachments.
Study of demographic, social, economic & growth
patterns of population of the highway area.
Consultation process to obtain the views
and possible solutions from the local
Detailed study of demographic features of project people, NGOs and other Govt. officials.
district, villages and towns (Census of India
100% Census survey based on exhaustive interview schedule containing:

Estimate the total number of persons
Detailed assessment of all social and economic affected with the proposed alignment
level studies of the area.
Identification of critical settlements based on

selected social, economic and demographic
indicators. Identify cases (if any) of likely impact on
indigenous people/ communities
Establish the likely type of economic and social
impact on people: Important social, economic Number of project affected persons and families
indicators of each household: income, debt
status, literacy levels etc.
Area measurement of structures and land
Market surveys to establish the likely monetary coming within the COI. Assessment of other
allowances for each entitlement; including immovable assets to be included in assessment
25% sample baseline survey

replacement cost for land and assets that require
replacement. Construction typology of each structure: pucca,
semi-pucca etc.
Develop a training program of R&R, based on
the assessment of the capacity of the Public Consultation with the likely affected
implementing agency. groups, NGOs, district administration and other
stakeholders.
Identify the vulnerability status (poverty level,

SC/ST status etc.) of each household
Assessment of Institutional Capacity
Organizational structure of NHAI
Establishment of LAO office Resettlement Plan
Analysis of Existing Government Policy
preparation of report
Developing and synchronizing Implementation Schedule
Figure 2.1: Methodology and Approach adopted for Resettlement Action Plan

2.5 R&R PRINCIPLES, POLICY FRAMEWORK AND ENTITLEMENT FRAMEWORK

Based on the social assessment and impact analysis, stakeholders consultation an R&R
policy framework is prepared. The R&R framework is based on National Highways Act
1956 and NRRP 2007. The broad principles of R&R policy framework are:
Avoid or minimize land acquisition and involuntary resettlement impacts by
exploring all viable alternative designs;
Where displacement is unavoidable, prepare time-bound RAP for PAPs so that
they are not worse off than the present socio-economic condition after the
implementation of the project. In other words, assist affected persons in
improving their former living standards and income earning capacity.
Ensure wide range of meaningful consultations with stakeholders including likely
PAPs on compensation, disclosure of resettlement information, participation of
PAPs in planning and implementation of the resettlement program in order to
suitably accommodate their inputs and make rehabilitation and resettlement plan
more participatory and broad based;
Facilitate harmonious relationship between the NHAI and PAPs through mutual
co-operation and interaction;
Ensure payment of compensation and assistance to PAPs for lost assets at market
value;
Ensure payment of compensation and resettlement assistance prior to taking over
the possession of land and commencement of any construction activities;
Provision of rehabilitation assistance for loss of livelihood/income;
Establishment of institutional arrangements such as grievance redress mechanism
2.5.1 R&R Entitlement Framework
In accordance with the provision of -NRRP 2007 and NH Act 1956, an R&R entitlement
framework for the different categories of entitled persons (EPs) has been prepared. As per
the framework, all the titleholders and project affected families who are affected will be
entitled to a combination of compensation measures and resettlement support,
depending on the nature of ownership of lost assets and the extent of the impact caused.
The entitlement framework for supporting the PAFs of this project is presented in the
Table 2.1, below.
Table 2.1: R&R Entitlement Framework
Unit of
Type of Loss R&R Entitlement Framework
Entitlement
Agricultural Titleholder (i) Compensation as per the NH LA Act 1956
land Family (ii) Compensation for full parcel of plot if land left
after acquisition is not viable.
(iii) compensation for lost irrigation
structure(including pump)
(iv) Ex-gratia of Rs 20,000 to each Khatedar as per
provision of NRRP 2007
(ix) Additional assistance to the farmers whose land is
divided because of acquisition equivalent to cost of
irrigation pipeline joining the two agricultural filed as
per NH Act 1956

Unit of
Type of Loss R&R Entitlement Framework
Entitlement
(x) Additional assistance for the loss of accessibility to
the farmer as per provision of NH-Act 1956.
Homestead Title holder (i) Compensation as per NH LA Act 1956 for the loss
(or non-agri. of homestead land and structure
land) (ii) Ex-gratia of Rs 20,000 to each Khatedar as per
(iii) Those affected but not displaced will get
compensation for the portion of homestead land and
structure affected by the project and permission to
salvage construction material
(iv) Those displaced will get
Compensation for the structure affected (full)
computed at CSR without deducting depreciation
Permission to salvage construction material,
Other R&R assistance as per provision of NH Act
1956
Land under Titleholder (i) Compensation for the loss of land used for
commercial (Owner and commercial purpose.
use occupier) (ii) Ex-gratia of Rs 20,000 to each Khatedar as per
(iii) For the structure affected (part or full), compensation
will be computed at BSR without deducting depreciation
(iv) Permission to salvage construction material
(v) If more than 25% of the structure is lost, the affected
business/work place will be categorized as displaced.
(vi) PAFs affected but not displaced will get
compensation for the portion of land lost and the
structure (at CSR without depreciation) affected by the
project.
(vii) Other assistance as per provision of NH Act 1956
Titleholder (i) He/she will receive only compensation for both land
(Absentee and structure (owned)
Land Lord) (ii) Permission to salvage materials from the demolished
structure.
Other assets Owner Loss of other assets (including wells, trees) will be
affected compensated equivalent to their replacement value.
family
Common Community Common properties will be replaced in consultation
infrastructur with the community
e and Civic infrastructure will be replaced in consultation
common with the affected community and the local
Property administration
Resources
Any Affected Any unforeseen impact would be mitigated/enhance as
Unforeseen community per the NH Act 1956 or through any additional measures
Impacts and/persons as may be required

2.6 SOCIO-ECONOMIC PROFILE OF THE PROJECT AREA

Table 2.2 presents demographic profile of the project area. Population density of Jind
District (440) is lower than the population density of Haryana. However, sex ratio of Jind
(863) is more or less similar to Haryana District.
Table 2.2: Demographic Profile of the Project Area
Item Districts Jind Haryana
Area 3606 44212
Total Population 1,189,872 21,144,564
Male 6,42,282 11328,000
Female 5,47,545 9755,000
Density 440 477
Sex Ratio 853 861
Socio-economic profile of project affected settlement indicates higher proportion of
schedule caste population. Though it varies from 11% in Ujhana to as high as 48% in
Gobindpura, average proportion is between 20 to 30% (Table 2.3), which is higher than
District SC population. Work participation is higher in Chakujhana (57%),
Mohalikhera(57%), Tarkha(60%) and Ramarai village than District proportion. However,
work participation is lower in Padrath khera, Garhi Jhanjkaathan District average.
Literacy in project affected settlement is generally lower than the literacy of the District as
whole.
Table 2.3: Socio-Economic Profile of the Project Affected Settlement
Total % % Non-
NAME % Male % Female % SC % Literacy
Population Worker Workers
Jind (District) 1189827 54% 46% 20% 52% 44% 56%
Padarath Khera 1065 53% 47% 31% 43% 36% 64%
Data singhwala 1718 53% 47% 41% 44% 31% 69%
Garhi 1514 53% 47% 34% 48% 31% 69%
Ujhana 10229 55% 45% 11% 36% 49% 51%
Chak Ujhana 261 54% 46% 31% 34% 57% 43%
Hamirgarh 2764 55% 45% 26% 47% 44% 56%
Balerkha 8351 54% 46% 27% 44% 37% 63%
Mohal Khera 1520 55% 45% 18% 49% 57% 43%
Tarkha 2228 54% 46% 24% 42% 60% 40%
Dumarkha
3297 54% 46% 14% 50% 47% 53%
Khurd
Dumarkha
4874 55% 45% 25% 49% 35% 65%
Kalan
Ghaso Khurd 2152 55% 45% 18% 45% 53% 47%
Kheri Safa 2009 54% 46% 24% 48% 55% 45%
Kharak Bhura 3535 54% 46% 15% 44% 51% 49%
Pahlwan 3993 54% 46% 24% 44% 50% 50%
Uchana Khurd 6534 54% 46% 21% 44% 46% 54%
Udepur 2597 55% 45% 29% 44% 43% 57%
Baroda 7552 55% 45% 18% 48% 47% 53%
Khatkar 6983 53% 47% 21% 48% 47% 53%
Jhanj Kalan 2597 55% 45% 24% 50% 33% 67%

Total % % Non-
NAME % Male % Female % SC % Literacy
Population Worker Workers
Jhanj Khurd 2203 55% 45% 16% 56% 35% 65%
Ahirka 3747 53% 47% 17% 58% 41% 59%
Kaer Kheri 1174 54% 46% 24% 51% 51% 49%
Amarheri 3722 53% 47% 15% 56% 39% 61%
Haibatpur 2498 55% 45% 30% 57% 29% 71%
Pindara 3141 55% 45% 26% 54% 32% 68%
Ashrafgarh 2374 55% 45% 34% 54% 46% 54%
Kishanpura 1284 53% 47% 3% 49% 36% 64%
Gobindpura 1683 54% 46% 48% 53% 38% 62%
Birbaraban 136 57% 43% 7% 49% 57% 43%
Ikas 2508 53% 47% 11% 61% 45% 55%
Ramrai 5861 55% 45% 17% 53% 55% 45%
Ramgarh 3035 53% 47% 28% 56% 49% 51%
Bishanpura 2274 53% 47% 20% 56% 38% 62%
Baroli 2319 55% 45% 25% 54% 38% 62%
Nirjan 3264 53% 47% 19% 58% 51% 49%
Anoopgarh 1878 55% 45% 10% 56% 54% 46%
Jind 1044 55% 45% 41% 55% 41% 59%
Naguran 11265 53% 47% 20% 46% 46% 54%
2.6.1 Socio-economic Indicators of the Project Affected District
Table 2.4 explains about the socio-economic conditions of the project area. Where SC
population is 19.56% and workers are 24.04% in Jind District. Further, agricultural
workers are 19.93% to total population. Intensity of cropping of about 200 (more than two
season crop in one year) suggests higher agricultural development in the project area is
high. Other Social Indicators are also in favor of high development indices.
Table 2.4: Socio-economic Indicators of the Project Affected Districts
S.
Particulars Jind
No.
1 Density of population (per sq.km) 440
2 percentage of literates to total population 62.80
3 percentage of Schedule castes to total population 19.56
4 Percentage of Workers to total population 24.04
5 Percentage of Agriculture Workers to total workers 19.93
6 Percentage of Agriculture Workers to total population 4.79
7 Total Irrigated Area (, 000 Ha.) 429
8 Net Irrigated Area (, 000 Ha.) 220
9 Net Area Shown (, 000 Ha.) 236
Area under HYV of wheat to total cropped area of wheat (,000
10 203.1
Ha.)
Area under HYV of Paddy to total cropped area of paddy
11 116.5
(,000 Ha.)
Area under HYV of Bazar to total cropped area of maize (,000
12 34.4
Ha.)

S.
Particulars Jind
No.
13 Percentage of Net Irrigated area to Net shown Area 93.22
14 No of tractors registered 13205
15 livestock population per veterinary institutor (,00 Number) 1165
16 Population served per medical institution 482841
17 Number of Pre-Primary school 629
18 Number of Middle school 130
19 Number of High/ Higher Senior Sec. School 263
20 Length of Metaled Road (Km) 1149
21 Number of Commercial Bank 59
23 Number of Police Station 12
24 Number of Post Office 164
2.6.2 Occupational Structure of the Project Affected Area
Table 2.5 presents occupational structure of the project affected area. Occupational
structure of the project area suggests high proportion of population engaged in
agricultural activities. About 21.90% of the populations have been engaged in cultivation.
About 7.2% of the total population of the area is agricultural labors. Total main and
marginal workers is about 43%.While female participation in agriculture labor similar to
male, the female participation has been less in cultivation and other works.
Table 2.5: The Project Road Characteristics
WORKING POPULATION BY INDUSTRIAL CATEGORIES

Jind Haryana
Male 151154(12.7%) 1855547
Cultivators Female 109919(9.2%) 1162467
Total 261073(21.9%) 3018014
Male 45747(3.8%) 717133
Agricultural Laborers Female 39993(3.4%) 561688
Total 85740(7.2%) 1278821
Male 5520(0.5%) 132069
Workers in Household
Female 3184(0.3%) 82686
Categories
Total 8704(0.7%) 214755
Male 128721(10.8%) 3010777
Other Workers Female 37708(3.2%) 855099
Total 166429(14.0%) 3865876
Male 331142(27.8%) 5715526
Total Main and Marginal
Female 190804(16.0%) 2661940
Workers
Total 521946(43.9%) 8377466

2.6.3 Results of Baseline Socio-economic Survey
2.6.3.1 Social Profile of Project Affected Persons (PAPs)

(i) Summary of Project Impacts
Following section discusses summary of project impacts because of four laning of
improvement of NH-71 in Jind District of Haryana. As mentioned earlier also, about15-20
meter additional land width is required for improvement of existing road. Besides that
land acquisition of 60 meter width is required for Jind bypass. About 199 ha land is
required for widening of the road, which, in turn, will affect 15 residential, 74 commercial
structures. There will be 9 religious properties and 28 irrigation structure within the
proposed ROW.
Summary of Impact Unit
Land Acquisition: 199 ha
Residential Properties: 15
Commercial Properties: 74
Industrial Properties: 12
Temple/Mosque: 9
Pump House: 28
Government Structure: 11
Total PAFs: 330
PAPs: 1471
(ii) Categories of PAFs
Based on the final technical designs, a socio-economic and census survey was conducted
within the proposed corridor. The census survey identified, affected families and the
economic activities carried out by them. Table 2.6 presents the type of families and
number of persons affected. Out of the total 330 families affected, about 73% are
agricultural, 7% are residential and 11.2% are from commercial categories. Similarly
about 76% total affected population because of acquisition of land and remaining 24% are
because of loss of residential or commercial structure.
Table 2.6: Distribution of Entitled PAFs
Project Affected Families Project Affected Families Persons
Category
(PAFs) (PAPs)
Residential 23(7%) 105(7.1%)
Commercial 37(11.2%) 154(10.5%)
R&C 27(8.2%) 88(6.0%)
Agriculture 243(73.6%) 1124(76.4%)
All 330(100%) 1471(100%)
Source: Baseline Socio Economic/ Census Survey, 2010
(iii) Family Type
Among the PAFs, 125 (37.9%) families are joint, 164 (49%) are nuclear families and
41(12.4%) families are individuals as presented in Table 2.7. Higher proportion of
nuclear families is an indication of the socio-economic development of the people along
the project corridor.

Table 2.7: PAFs by Type of Families

Categories
of PAFs Joint Nuclear Individual Total (Nos.)
Residential 10(43.5%) 7(30.4%) 6(26.1%) 23(100%)
Commercial 17(45.9%) 19(51.4%) 1(2.7%) 37(100%)
R&C 13(48.1%) 12(44.4%) 2(7.4%) 27(100%)
Agriculture 85(35.0%) 126(51.9%) 32(13.2%) 243(100%)
Total 125(37.9%) 164(49.7%) 41(12.4%) 330(100%)
(iv) Age-Sex Composition
Table 2.8 presents age sex composition of the PAPs. About 10% of total population is
children less than 6 years of age. There are 793 male and 678 female. This gives a sex ratio
of 854 females for every 1000 males, which is similar to the state sex ratio of 853. Out of
the total 793 male PAPs, about 61% are from the age group of 15-60 (active working
population). About half (50.44 %) of the total female population are under reproductive
age. In terms of age of PAPs, more than 43% are active age group of 19-59 years.
Table 2.8: Age-Sex Composition of PAPs
Residential Commercial R&C Agricultural Grand Total
Age Group
M F M F M F M F M F
<-6 4 6 7 5 2 1 58 51 71 63
7 14 5 7 9 4 3 2 46 40 63 53
15 18 9 5 12 9 10 8 74 63 105 85
19 25 8 4 14 11 6 4 73 62 101 81
26 35 12 11 16 14 7 6 88 79 123 110
36 45 7 6 10 11 9 5 55 44 81 66
46 59 8 6 7 6 10 7 56 58 81 77
60 70 3 1 5 4 3 1 84 74 95 80
71 - 100 2 1 7 3 2 2 62 57 73 63
Grand
58 47 87 67 52 36 596 528 793 678
Total
(v) Educational Level
The census survey among PAPs indicates a very high level of literacy. Nearly 84 % of the
PAPs are literate as compared to 62.8 % at the District-level. Literacy level among SC
(26%) lower than OBC (86%) and OC (80%). Less number of PAPs (5) with professional
educations suggests lower economic opportunities to pursue higher level of education in
the project area. Higher literacy level in the project area will help in easy communication
with PAPs on social issues such as HIV/AIDS prevention, resettlement and rehabilitation
options, compensation and project related decisions. This could be relatively easier by
using print media to convey the messages to a majority of PAPs. Further, the strategies
for enhancement of livelihood of PAPs will be relatively easier to implement through
training programs.
Chapter - 2: Resettlement Action Plan 2 - 10

Table 2.9: Education Level of PAPs
Post Graduate
Professional
Neo-literate
High School
Secondary
Graduate
Category
Illiterate
Children
Primary
Middle
Higher
Total
SC 26 19 5 12 6 0 0 0 0 0 68
OBC 112 126 140 127 125 120 45 65 38 4 902
OC 95 105 75 52 42 45 21 36 29 1 501
Total 233 250 220 191 173 165 66 101 67 5 1471
(vi) Occupational Structure
Out of total 1471 PAPs, 3.9% of PAPs are engaged in service and 6.8% are in business.
About 14.27% are engaged in cultivation and 11.7% engaged as agriculture labour.
Another 161 PAPs are unemployed. About 14% of total population in OBC categories is
unemployed which is higher than OC (6.8%).
Table 2.10: Occupation Profile of PAPs
Occupation profile(PAPs)
Total PAPs
Package
Employed
cultivator
Students
Business
Workers
Service
Labour
House
others
Wife
SC 3 3 1 14 18 8 Un-
1 8 12 68
ST 0 0 0 0 0 0 0 0 0 0
OBC 25 56 155 78 255 110 125 64 34 902
OC 30 32 54 61 175 55 35 25 34 501
Total 58 91 210 153 448 173 161 97 80 1471
(vii) Income Level
As evident from the Table 2.11, average annual income of PAFs varies from Rs. 45339 for
SC to Rs. 68393 for OC. Among the sources of household income, the average income
from agriculture is generally less than income from service sector. People engaged in
tertiary sector (service and others) have higher average income as can be seen from the
data analyzed and presented in Table 2.7.
Table 2.11: Average Sources of Income (Rs.) of Different Social Groups
Social Ag. Average

Agriculture Service Wages Business Others
Groups Allied Income
SC 22998 39000 114000 29076 33105 33855 45339

OBC 44043 - 154500 49698 50454 43272 68393
OC 52404 14625 106392 31125 57000 67821 54895

2.7 STAKEHOLDERS CONSULTATION

(i) Consultation at Village and local level
Generally the consultation at village level has been organized at pre-decided dates and
venues. All concerned stakeholders including potential PAPs are invited to participate in
the discussions. Issues related to projects are being put on record for future project
planning and incorporation of suggestions in detailed (technical) report preparation.
One of the basic features of the present consultation strategy was to involve local
representatives in project planning so that implementation (particularly options of
bypasses, realignments, LA, issues related to utility shifting) could be faster and focused.
For this purpose the project preparation team had series of consultation with these
stakeholders and future consultation is also planned. This is to ensure findings of
consultation as an input of project planning and to establish feedback mechanism.
Consultation at village level has identified important issues/concern related to widening

of the road, acquisition of land and compensation at market value, cutting of large
number of trees and replacement of irrigation structures. Table 2.12 presents important
issues raise and agreement reached.
Table 2.12: Major Issues and Agreement Reached at village level consultation
Major
Location Agreement reached Remarks
Issues/concern
Narwana Road side market Efforts have been made to Compensation
and other reduce requirement of land, so given by NHAI is
structures, that road side structures are less than
Replacement of minimized, compensation
irrigation structures Irrigation structures will be given by State
like Pump houses, compensated at market values. Government,
hand pumps etc, The compensation will be therefore
Compensation of given by NHAI, but the DLPFC*
land given by Competent Authority is recommendation
NHAI or State regular LAO from State should be
Government Government, acceptable to fix
market value.
Garhi Water pipe line Water pipe line should be
crossing replaced before the
Tree very near to construction
road shoulder Tree along the embankment
Loss of trees should also be saved
Apprehensions Compensation for loss of

Major
Location Agreement reached Remarks
Issues/concern
about loss of structures and relocation
residence Plantation of fruit-bearing
Junction trees,
improvement and Junction improvement without
land acquisition LA,
Uchana LA from built-up Avoid/minimize LA in built- Compensation of
section up area by reducing RoW upto tube wells is
Acquisition of 45m , given only after
Water bodies like Compensation of tube wells, joint verification
pump house, Suitable traffic management with Revenue
Crossing of roads for road safety, officers
and need of
underpass
*DLPFC: District level Price Fixation Committee
(ii) Consultation at Official Level
The consultants team is in continuous touch with the officials from National Highways
Authority of India (NHAI) including Chief General Manager (CGM) and Project Director,
Rohtak and NHAI, HQ Office, Delhi. Various project related issues were discussed in the
meeting itself. Periodic presentations to Honble Minister (MoRT&H) were also held and
appraised progress of the work. Important agenda of discussion during these meetings
have been improvement proposal in built-up locations, community facilities in settlement
portion, cross drainage, traffic forecast, land acquisition and other regulatory clearances.
Consultation during Detailed Project Preparation Stage
Consultation during detailed project preparation stage is planned. These consultations
will be held soon after finalization of land plan.
(iii) Role and Responsibilities Identified during Consultation
The above-mentioned highlight of consultation suggests role and responsibility of
stakeholders in project planning. Table 2.13 envisaged responsibilities of officials and
expected benefits from the consultation. From the consultation, it was established that
implementation of the project could be better done in close coordination with regular
PWD engineers, forest officials, revenue officials and local representatives.
Table 2.13: Role and Responsibilities Identified after Consultation
Expected Benefit for the
Stakeholders Roles and Responsibility
Project
Potential Project Participate in formal and Easing implementation.
Affected Persons, informal public meeting, Raise Incorporation of good
Project affected critical issues relevant to the practices (From long term
groups, project, memories of the people) of
Project Affected Suggest alternative alignments, the past in project design.
Communities, Options of widening, Planning for road safety
Host population Methodologies for agreement on issues.
compensation and assistance Community Capacity
Suggest methodologies for building and sense of
continued participation in project ownership of the project.
cycle

Expected Benefit for the

Stakeholders Roles and Responsibility
Project
Engineers Land Acquisition Ease implementation
supervision Forest Clearance People oriented planning
consultant and Participate in Public meetings Ensured public cooperation
NHAI Participate in Block and District Determination of market
Level Meeting value
Forest Official Enumeration of trees Faster Forest Clearance for
Identification of eco sensitive hot the project
spots Land use conversion of
Scrutiny of application form for Forest Land is easier
forest clearance
Permission for tree cutting
Salvaging/Auctioning of trees
Land Acquisition Authentication of existing Speedy and timely land
Officials land acquisition
Ensure availability of land for
road improvement
Timely evacuation of Corridor
Line Department Permission to acquire land from Eases implementation
Officials (Irrigation, irrigation department
Telephone, Estimates for Utilities
Municipalities, Dovetailing Government
Panchayat) schemes
(iv) The LA process for NH Project
Land acquisition plan has been prepared with the help of Revenue maps of villages. The
details of area to be acquired will be verified for each village and subsequently submitted
to take up the LA process with the concerned Revenue Department.
Steps followed in the preparation of land acquisition plan are:
Collection of Photocopy of Revenue Maps from Revenue Department;
Superimposition of Designed alignment on Revenue Map;
Verification of each plots under acquisition in the field;
Estimating the exact area to be acquired;
Collection of Land Ownership Details (Khasra) from the Concerned Tahsil Office;
Preparation of LA Plan up to the requirement of 3(D) notification under LA Act;
Submission of LA Plan to PIU, NHAI.
Based on above mentioned procedure land acquisition Plan was prepared. The LA Plan is
already submitted to NHAI. As per LA Plan, about 199 ha land is to be acquired. Table 2.
3 presents village wise acquisition of land in Jind District. Out of 199 ha of land, 11.6 ha is
Govt land and remaining 187.4 ha is private land.(Table 2.14)

Table 2.14: Village wise Acquisition of Land (in Sqm)
Name of the village Pvt. Land Govt. Land Total Land
Hans Daihar 4198.14 101.16 4299.3

Data Singh Wala 14794.65 961.02 15755.67
Garhi 26680.95 50.58 26731.53
Chak Ujhana 10798.83 126.45 10925.28
Ujhana 103410.81 3186.54 106597.35
Belar Khan 67751.91 1289.79 69041.7
Mohal Khera 5892.57 0.00 5892.57
Narwana 22204.62 202.32 22406.94
Dumar khan Kalan 75035.43 15047.55 90082.98
Dumar Khan Khurd 34647.3 1213.92 35861.22
Ghaso Khurd 58116.42 3388.86 61505.28
Kheri Safa 73290.42 3464.73 76755.15
Kharak Bhura 39123.63 2048.49 41172.12
Pahlwan 41728.5 3818.79 45547.29
Uchana 51313.41 1922.04 53235.45
Baroda 107608.95 1694.43 109303.38
Khatkar 166939.29 4476.33 171415.62
Jhanjh Kalan 43018.29 21243.6 64261.89
Jhanjh Khurd 25391.16 11431.08 36822.24
Kair Kheri 15300.45 606.96 15907.41
Ahirka 99389.7 4046.4 103436.1
Amarheri 51768.63 2680.74 54449.37
Jind 37252.17 3388.86 40641.03
Haibat Pur 115145.37 4956.84 120102.21
Nirjan 137021.22 7131.78 144153
Pindari 130951.62 8876.79 139828.41
Ashraf Garh 152195.22 6094.89 158290.11
Birauli 80978.58 2958.93 83937.51
Bishanpura 85024.98 25.29 85050.27
Anupgarh 5690.25 0.00 5690.25
1882663.47 116435.16 1999098.6
(v) Brief features of The NH Act 1956
In the present project intervention, the National Highways Act, 19561 (hereafter NHAI
Act) is used to carry out land acquisition for National Highways projects. The Act
provides NHAI power to acquire land through Competent Authority (CA), the district
collector and/or NHAI staff) through notification of official gazette by the Central
Government.
For Land Acquisition (LA), the Act defines the various steps of the process as follows:
(1) Section 3A power to acquire land;
1 The National Highways Act, 1956 with National Highways Authority of Indian Act, 1998 and Allied
Rules. Law Publishers (India) Private Ltd, undated. The LA Act of 1894 does not apply in
case of NHAI projects.

(2) 3B power to enter for surveys;

(3) 3C hearing of objections;
(4) 3D declaration of acquisition;
(5) 3E power to take possession;
(6) 3F power to enter into the land where land has vested in the central
government;
(7) 3G determination of amount payable as compensation; and
(8) 3F deposit and payment of amount.2
The Act requires that the processes must be completed within a year from 3A to 3D. The
acquisition process is faster3 due to central government coordination and provision for
arbitration4 or power of civil court for trying any LA-related dispute.
(vi) Land Plan Schedule
Land will be acquired by District Administration on behalf of National Highways
Authority of India (NHAI). Land Acquisition process will be initiated by submitting draft
3(a) notification under NH Act 1956 and proceed ahead with LA acquisition process.
(vii) Status of Current Land Acquisition for the Project
The land acquisition is being done concurrently with engineering studies. 3(a)
notification and 3(A) notification information has been submitted for publication.
Verifications of data for 3(D) notification is in progress.
(viii) Estimate of land Acquisition
Total land to be acquired under the project is estimated to be about 199 ha. Out of 199 ha
about 11 ha is Government land and 188 ha is private land. Village wise land requirement
is attached with this chapter.
2.8 INSTITUTIONAL FRAMEWORK FOR IMPLEMENTATION OF RAP

Effective implementation of Resettlement plan requires an efficient institutional
framework and time bound implementation schedule. Since this project does not have
provisions of engagement of NGOs, entire implementation activities would be carried out
by PIU. The RP implementation process would involve people at every stage so that R&R
activities completes within a time frame. (Details of institutional arrangement have been
mentioned in Resettlement Action Plan)
(i) Resettlement Institutions and Framework
NHAI has an Environmental and Social development Unit (ESDU) at the corporate level,
which will closely work with the Project Director, PIU at Rohtak. The Project Director,
PIU will be overall responsible official for all civil construction work and smooth
implementation of RAP in the assigned districts. The Manager (Tech) will be responsible
for implementation supervision of R&R activities at the field level.
2 NHAI Act cited above pp.1-5.

3 Compared to LA Act (1894) procedures, which typically takes between two and a half to
three years.
4 Section 3I Competent authority to have certain powers of civil court, NHAI Act cited
earlier.

The ESDU at apex level will have overall responsibility for policy guidance, coordination,
and contingency planning, monitoring and overall reporting during RP implementation.
The ESDU headed by Chief General Manager (Land and Environment), will have a
Manager R&R and Manager Environment. The PIU and field offices will coordinate with
the various Government Departments, like Revenue, Forest, other administrative units at
various levels, and other local NGOs for convergences of resources and to facilitate
smooth implementation of RP.
(ii) Roles and Responsibilities
The role and responsibilities of the various offices in R&R implementation is presented in
this section. The Chief General Manager (CGM) and Regional Officer (Technical) will be
in charge of the overall project activities and participate in the State level Committee to
facilitate land acquisition, pre-construction activities and implementation of R&R
activities. The Project Director PIU shall:
co-ordinate the implementation of R&R activities with corporate and field staff;
review the implementation of R&R;
review monthly progress;
Monitor the progress on R&R and land acquisition;
establish appropriate mechanism for monitoring and evaluation; and
plan and conduct training programs for staff capacity building
The Manger (Tech) will be responsible for acquisition of land, relocation of road side
properties, forest clearance. Specific roles are as follow
Co-ordinate with the District Administration, on LA R&R,
Make available the RAP at the project site office;
where required;
Liaison with the District Administration and DRDA for dovetailing government
developmental programs for the socio-economic benefit to the PAPs;
Develop and maintain a PAP level database including aspects related to losses,
compensation, R&R entitlement, release of funds and utilization
Ensure transfer of funds (including the R&R entitlement) in the account of PAFs;
Ensure release of amount as per the milestones indicated in RAP;
Monitor physical and financial progress on LA, R&R;
(iii) RAP Implementation Tasks
The PD-PIU will be responsible to carry the following task concerning resettlement of the
project:
Overall responsibility of implementation of R&R activities of RAP;
Responsible for land acquisition and R&R activities in the field;
Ensure availability of budget for R&R activities;
Liaison with district administration for support for land acquisition and
implementation of R&R ; and
Participate in the District Level Committees.

2.9 GRIEVANCE REDRESS COMMITTEE

The RAP has a mechanism to ensure that the benefits are effectively transferred to the
beneficiaries and will ensure proper disclosure and public consultation with the affected
population. However, need also exists for an efficient grievance redresses mechanism
which will assist the PAPs in resolving queries and complaints. Land Acquisition will
take place according to NH Act 1956 (Amended 1988). Compensation and entitlements
will be paid according to the Policy approved by the NHAI. Any shortfalls and disputes
will be addressed through the grievance redresses mechanism.
(i) The District Administration
The project is expected to work in close coordination with District Administration. The
expected cooperation from District Administration is:
To provide support for the PAPs on problems arising out LA/property acquisition;
To record the grievances of the PAPs, categories and prioritize and solve them within
a month;
To inform PIU of serious cases within an appropriate time frame; and
To report to the aggrieved parties about the development regarding their grievance
and decision of PIU.
2.10 R&R AND LAND ACQUISITION COST

The total land acquisition (private) is worked out approximate 199 ha. The total
preliminary cost for agricultural land is about Rs. 109.45 crores (@55 lakhs/ha). The
approximate cost of acquisition of properties will be 3.56 crore. Total cost of LA and R&R
work out to be 139.35 crore. The costs have been determined based on information
obtained from revenue department for agricultural, built-up area and Barren land.
Likewise structures are also classified in pucca, semi-pucca and Katcha structure and cost
determined accordingly. Acquisition of government land, forest land will be done by
resumption of these lands from State Government and respective Departments.
Table 2.15: Cost Estimate for Land Acquisition and R&R
S.No. Item Unit Rate Quantity Amount(Rs.)
55 lakhs/ha 199 ha
1 Compensation for Land (The rate district 109.45
circle rate)
2 Compensation for Structure 89 structures 4 lakhs 3.56
Lum
Cost for relocation of religious
3 35 sum .35
and other properties
1kah
A Total Cost of Compensation 113.36
Total R&R Assistance as per 330
B Rs 20,000 0.66
NRRP 2007
Total(A+B) 114.02
Cost of Implementation @10% 25.33
Grand Total 139.35

Table 2.16: Resettlement Action Plan (RAP) Implementation Schedule

2011 2012 2013
Activity
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17-36
I. LA and Resettlement Planning
Census/surveys of the project ROW
Draft RP
Review and approval of RAP
LA Proposal
Establishment of PIU-RO for RAP
implementation
Disclosure of RP
Information campaign and community
consultation
II. Preparation for RAP Implementation
RO Field Offices in Contracts & staff
training
LA completed and preparation of award
Updating inventory of PAPs based on
road plan-profile
Final list of PAPs and Distribution ID
cards
Valuation of shops/structures for
compensation
LA payments by LAO Office
Payments of compensation to
shops/SBEs by RO
Relocation of shops/businesses
Payments of all other eligible assistance
Clearance of COI and handover of sites,
and acquired land

Table 2.17: Number of Properties Affected

Commercial Temple Pump Govt. Total
Village Name Residential industrial
/Shop /Mosque House Stru. Affected
Hans Daihar 1 1 2
Data Singh
1 1
Wala
Data Singh
1 1
Wala
Garhi 1 1 2
Garhi 2 2
Ujhana 1 1
Ujhana 7 1 8
Ujhana 3 3
Ujhana 1 1 2
Ujhana 1 1
Ujhana 1 1
Belar Khan 1 1
Belar Khan 1 1
Narwana 1 1
Dumar khan
2 2
Kalan
Dumar khan
1 2 1 4
Kalan
Dumar khan
1 1
Kalan
Dumar khan
1 15 1 17
Kalan
Dumar Khan
6 1 7
Khurd
Dumar Khan
1 1 2
Khurd
Dumar Khan
1 1
Khurd
Ghaso Khurd 1 1
Ghaso Khurd 1 1 2
Kheri Safa 1 1
Kheri Safa 1 1
Kheri Safa 1 1
Kheri Safa 1 1 2
Kheri Safa 3 2 1 6
Kharak Bhura 1 1 1 3
Pahlwan 2 4 1 1 8
Pahlwan 1 1 3 1 1 7
Uchana 1 2 3
Uchana 2 2
Uchana 2 1 3
Uchana 1 1 1 1 4

Commercial Temple Pump Govt. Total

Village Name Residential industrial
/Shop /Mosque House Stru. Affected
Baroda 1 1
Baroda 5 1 1 7
Baroda 2 2
Baroda 2 2
Baroda 2 2
Khatkar 2 2
Khatkar 1 1
Jhanjh Kalan 2 1 1 4
Jhanjh Kalan 2 1 1 4
Jhanjh Kalan 1 1 2
Jhanjh Khurd 1 1 2
Jhanjh Khurd 2 2
Ahirka 1 1
Total 15(9) 62(46) 12(8) 9(7) 28(20) 11(8) 137(100)

CHAPTER - 3: ENGINEERING SURVEY
AND INVESTIGATIONS
TABLE OF CONTENTS
CHAPTER 3: ENGINEERING SURVEY AND INVESTIGATIONS .................................................1

3.1 SURVEYS AND INVESTIGATIONS ...........................................................................................1
3.2 GENERAL .......................................................................................................................................1
3.3 INVENTORY, CONDITION SURVEY AND ANALYSIS ........................................................................1
3.3.1 Road Inventory ..................................................................................................................1
3.4 PAVEMENT CONDITION SURVEY ..........................................................................................8
3.4.1 Pavement Deflection (Benkelman Beam Deflection Test) ...........................................9
3.4.2 Axle Load Survey ............................................................................................................10
3.4.3 Roughness Survey...........................................................................................................10
3.5 CROSS DRAINAGE STRUCTURES ..........................................................................................11
3.5.1 Culvert Condition Survey..............................................................................................15
3.5.2 Condition Survey of Bridges and ROB ........................................................................15
3.6 TOPOGRAPHIC SURVEYS ........................................................................................................16
3.6.1 Control Surveys ...............................................................................................................17
3.6.2 GPS Control Survey (Primary Control) .......................................................................17
3.6.3 Total Station Traverse (Secondary Control) ................................................................19
3.6.4 Height control and Bench marks pillars ......................................................................19
3.6.5 Feature Codes ..................................................................................................................25
3.6.6 New National Highway Stones (along the project road). .........................................28
Chapter - 3: Engineering Survey and Investigations 3-i

LIST OF TABLES
Table 3.1: Urban & Built-up sections along the Project Road ...............................................................2
Table 3.2: Existing Carriageway width Schedule ...................................................................................3
Table 3.3: Carriageway Distribution along the Project Road ................................................................3
Table 3.4: Road Length and Height of Embankment .............................................................................3
Table 3.5: Road Condition distribution ....................................................................................................4
Table 3.6: Summary of Right of Way ........................................................................................................4
Table 3.7: Summary of Cross-Drainage Structures along Existing Road
(Km 239.000 to Km 292.700).......................................................................................................................5
Table 3.8: Embankment Raising Sections ................................................................................................6
Table 3.9: List of Road Junction .................................................................................................................6
Table 3.10: Way Side Amenities ................................................................................................................8
Table 3.11: Water Bodies along the Project Corridor .............................................................................8
Table 3.12: Homogeneous Section ..........................................................................................................10
Table 3.13: VDF Values.............................................................................................................................10
Table 3.14: Summary of Existing Structures..........................................................................................11
Table 3.15: Details of Existing Bridges ...................................................................................................12
Table 3.16: Details of Existing Culverts..................................................................................................12
Table 3.17: GPS Control Points ................................................................................................................18
Table 3.18: BM Pillars Details ..................................................................................................................21
LIST OF FIGURES
Fig. 3.1: Roughness Index V/s Chainage................................................................................. 11
Chapter - 3: Engineering Survey and Investigations 3 - ii

CHAPTER 3: ENGINEERING SURVEY AND INVESTIGATIONS
3.1 SURVEYS AND INVESTIGATIONS

3.2 GENERAL
The prescribed engineering surveys and investigations have been carried out on the
Project Road conforming to MORTH/IRC/BIS Specifications / Codes as per TOR to
generate adequate database for preparing the most appropriate proposal for the
rehabilitation and upgrading of the existing National Highway.
Following are the various engineering surveys and investigations other than traffic
surveys.
Inventory and Condition Survey of Road;
Pavement Condition Survey;
Pavement Deflection (BBD Survey);
Pavement Roughness;
Culvert Inventory and Condition Survey;
Inventory of Bridge and ROB;
Condition Survey of Bridge, ROB and Vented Causeways;
Topographic Survey;
Pavement Investigations;
Materials Investigations;
Hydraulic and Hydrological Investigations;,
Geotechnical investigations.
The basic data collected from different engineering surveys is presented separately as
Annexure to this Final Feasibility Report. Brief description of each survey has been
discussed in this chapter.
3.3 INVENTORY, CONDITION SURVEY AND ANALYSIS

3.3.1 Road Inventory
An inventory of the Project Road was carried out through dimensional measurement
and visual inspection. Features like Km, terrain and land-use, height of fill or depth of
cut, width of pavement and shoulders, railway crossings, important road junctions and
geometric deficiencies, utilities etc., were recorded. The road inventory (permanent
features) data are included in Annexure 3.1.
All measurements were done with the reference to existing KM stone. Odometer and
measuring tape was also used to measure distance. Measurement was started at km
239.000 (beginning of project) and ended at km 307.000 (end of Jind Bypass). All the
engineering surveys were carried out with reference to Consultants painted demarcation
and corresponding PWD Chainage.
Terrain
Most of the project road passes through plain terrain.
Chapter - 3: Engineering Survey and Investigations 3-1

Land Use
The land use is principally of following categories: Built-Up and Agricultural.
Agriculture plays a predominant role in the economy of the region particularly with
respect to generation of employment and share in GDP.
Table 3.1: Urban & Built-up sections along the Project Road
Sl.
Village Name From To Length Remarks
No
Narwana Tahsil up to
1 Data Singhwala 238.750 241.200 2450
267+050
2 Garhi Village 241.200 243.250 2050
3 Chak Ujhana Village 243.250 244.000 750
4 Ujhana 244.000 251.350 7350
5 Belar Khan Village 251.350 256.250 4900
6 Mohal Khera Village 256.700 257.000 300
Railway Track at
258+300, Existing 4
7 Narwana 256.250 262.300 6050
Lane section along
Narwana Town
8 Dumar Khan Kalan 262.300 266.000 3700
9 Dumar Khan Khurd 266.000 267.050 1050
10 Ghaso Khurd 267.050 268.900 1850
11 Safa Kheri Village 268.900 271.600 2700
12 Kharakbura Village 271.600 272.900 1300
13 Palwa Village 272.900 275.000 2100
14 Uchana 275.000 277.700 2700
15 Barodha Village 277.700 281.950 4250
16 Khatkar Village 281.950 287.280 5330
17 Jhanjh Kalan 287.280 289.500 2220
18 Jhanjh Khurd 289.500 290.900 1400
19 Kehar khera 290.900 291.352 452
20 Hirka Village 291.325 292.700 1375
Based on extent of built-up, land use and availability of ROW road widening scheme
shall be provided for built-up areas. Built up sections with poor horizontal geometrics/
less ROW will be provided with bypass.
Nearly 14.40% of land use is of urban type, 7.20%of built up area, 50.60% of the project
corridor has purely agricultural land and 27.90% is rural area.
Existing Cross Section
The project road section comprises 7.0m wide carriageway and 1.0m to 2.5m wide
shoulders on either side. There are isolated locations, especially village and built-up
sections and the some of the bridges approaches, where 1.5m wide pave shoulders are
provided.

Road elevations vary from ground level to typically 3m above ground for locations such
as waterlogged areas or major bridge crossings where embankment heights can be 8-10
meters above ground level. The following tables give the distribution of length of road in
terms of height of embankment based on reconnaissance.
Table 3.2: Existing Carriageway width Schedule
Chainage Length in Lane Width of Carriage
From To Km Configuration way
239.00 247.16 8.162-Lane with PS 7+(2.0 to 3.0)
247.16 247.46 0.30 2-Lane 6.00
247.46 258.65 11.902-Lane with PS 7+(2.0 to 3.0)
258.65 262.00 3.35 4-Lane 2 x 7.50
262.00 293.0 31.02-Lane with PS 7+(2.0 to 3.0)
2-Lane with PS/4- -
293.00 307.00 14.00
Lane
Total Length of Project = 68.0
The condition of the CW varies between good to poor.
Table 3.3: Carriageway Distribution along the Project Road
Length in Km and Percentage
Two Lane (7.0m Two Lane with paved Four Lane(dual
Total
Blacktop) shoulder(10.0m Blacktop) 7.0m carriageway)
0.3 57.35 10.35 68.0
0.6 % 84.4% 15.2% 100.00%
Shoulders: Mostly soft shoulders width varies from 0.5m to 3.0m. At few places hard
shoulders are also available with width varies from 1.5m to 2.4m. The condition of soft
shoulders varies from fair to very poor. The condition of hard shoulders varies from
Good to fair.
Almost of Project road is in embankment, there are some isolated low-lying sections of
the road that need to be raised.
Table 3.4: Road Length and Height of Embankment
Length of Project road with Height of Embankment Total
<0.5m 0.5-1.0m 1.0m to 2.0m 2.0m -4.0. > 4.0m
12 km 17.5 km 7 km 17.5 km 0 km 54 km
22.3 (%) 32.4(%) 12.9 (%) 32.40 (%) 0 (%) 100
* Rest of 15 Km is on Jind Bypass.
Road Condition
The project road section has riding quality varying from good to poor along its length.
Consultants have carried out a visual pavement surveys. At quite a few locations the
pavement has been failed. The observed pavement condition of the project road, based
on crack area, pot-hole area, and ravelling area, has been divided into three categories,
Good, Fair and Poor. The following table gives the distribution of length of road in terms
of road condition based on reconnaissance. Details of pavement condition are presented
in Annexure 3.2.

Table 3.5: Road Condition distribution

Road Condition Length % age Length
Good 19.5 36.11%
Fair 22 40.70%
Poor 13.5 23.19%
Right of Way (ROW)

Consultant collected village map and ROW is worked out from available FMB, s. Width
of ROW is not uniform along the project road. The ROW is predominantly varying as per
the shape of the boundary of adjoin private prosperities/ agricultural land. Details of
existing ROW are presented in Annexure 3.3. The following Table 3.6 gives the
distribution of length of Project road and %age length with respect to ROW width,
considering minimum width of ROW in a particular km.
Table 3.6: Summary of Right of Way
ROW Width Length km % Length*
20m 30m 3.55 6.55
30m 40m 29.35 54.35
40m 45m 21.1 39.10
* Total length considered is 54.0 km which is excluding the length of Jind bypass.
Details of Existing Right of Way (ROW)
Chainage Total ROW(in

S.No. Remarks
From To m)
1 238+750 241+200 43.000 Data Singhwala

2 241+200 243+250 43.000 Garhi
3 243+250 244+000 43.000 Chak Ujhana
4 244+000 251+350 43.000 Ujhana
5 251+350 256+250 43.000 Belar Khan
6 256+700 257+000 43.000 Mohal Khera
256+250 259+850 43.000
259+850 260+000 35.000
7 Narwana
260+000 261+300 33.000
261+300 262+300 30.000
262+3000 262+400 30.000
262+400 262+600 30.000
8 262+600 264+000 30.000 Dumar Khan Kalan
264+000 264+500 31.730
264+500 266+000 30.000
9 266+000 267+050 31.730 Dumar Khan Khurd
10 267+050 268+900 30.000 Ghaso Khurd
268+900 269+300 30.000
269+300 269+400 30.000
11 Safa Kheri
269+400 271+000 31.000
271+000 271+600 30.000
12 271+600 272+000 30.000 Kharakbura


S.No. Remarks
From To m)
272+000 272+900 31.000

13 272+900 275+000 31.000 Palwa
275+000 275+500 35.000
14 Uchana
275+500 277+700 29.000
15 277+700 281+950 30.000 Barodha
281+950 284+850 30.000
16 284+850 284+900 23.000 Khatkar
284+900 287+280 30.000
287+280 288+600 31.000
17 Jhanjh Kalan
288+600 289+500 28.000
289+500 289+900 28.000
18 Jhanjh Khurd
289+900 290+900 30.000
19 290+900 291+352 31.730 Kehar khera
20 291+325 292+700 32.690 Ahirka
Details of Existing Right of Way (ROW) along Jind Bypass
Proposed Jind Bypass
Chainages Total ROW(in
S.No. Remarks
m)
From To
1 0+000 2+048 46.000 Ahirka
2 2+048 3+600 25.000 Amarheri
3 3+600 4+350 25.000 Jind
4 4+350 6+380 25.000 Haibat Pur
5 6+380 8+211 25.000 Nirjan
6 8+211 9+507 25.000 Pindari
Cross Drainage Works

The project Road runs southwards from Jalandhar. It crosses many rivers, streams and
canals. Table 3.7 list the summary of existing cross drainage structures in the project
road. The inventory data for the existing cross drainage structures are given in Annexure
3.4
Table 3.7: Summary of Cross-Drainage Structures along Existing Road
(Km 239.000 to Km 292.700)
Sl. No. Type of Structure No. of Structures Sub Total
1 Pipe Culvert 59
2 RCC Slab Culvert 24 84
3 RCC Box Culvert 1
4 Brick Arch Bridge 0
5 RCC Slab Bridge 4
4
6 RCC T Beam Bridge 0
7 PSC I Girder 0
Total 88

Summary of Cross-Drainage Structures along Jind Bypass

1 Pipe Culvert 41
3 RCC Box Culvert 0
5 RCC Slab Bridge 1
1
7 PSC I Girder 0
Total 44
Based on detailed condition survey, adequacy of waterway and proposed horizontal
geometrics each structure will be categorised as reconstruction/retain/widen/new
construction.
Inundation / Submergence Stretches
In some of the sections of road, it is having low embankment height which ranges from
0.2 to 0.5 m. The preliminary findings conclude that following sections, other than
vicinity of river crossings, need to be raised and augmentation of cross drainage works:
Embankment raising sections are presented in Table 3.8
Table 3.8: Embankment Raising Sections
Sections Need Raising
Average Height of
Location
Embankment (m)
Km 267+000 km 271+000 1.0 -1.5
Km 275+000 km 279+000 0.5 - 1.0
Km 282+000 km 285+000 0.5 - 1.0
Km291+500 km 293+000 0.5 - 1.0
The judicious location and sizing of all new (reconstruction and additional) culverts and
rising of embankment will be based on a rigorous hydrological analysis of the project
area, would be carried out at forthcoming stage for Detailed Design.
Road Junctions
The road junctions identified during inventory study are presented in Annexure 3.5. The
minor road junctions are basically feeder roads connecting to villages, agricultural fields
and factories along the project road.
Table 3.9: List of Road Junction
Chainages Type of
S.no Side Leading to Junction Type
(Km) Road
8 246+115 RHS Ujhana Village (Left) BT-3.0m Staggered

S.no Chainages Side Leading to Type of Junction Type

Pipelsha Village (Right) Junction
Tohana Village (Left) Square
18 259+450 RHS BT-5.0m
Govt. College (Right) Junction
To Railway
22 259+870 RHS BT-5.0m T Junction
Station,Narwana
Village (Left) Square
24 261+390 RHS BT-5.0m
Railway Station (Right) Junction
Khark BhuraVillage
Square
34 271+920 LHS (Left) Kheri Mansaniya BT-3.5m
Junction
(Right)
Bara SiduVillage (Left) Square
37 275+400 LHS BT-5.0m
Uchana City (Right) Junction

Existing Facilities
Various Way side Amenities have been observed at many places along the project
corridor. The list of bus stops is given in Table 3.10.
Table 3.10: Way Side Amenities
S. No. Name of Existing Amenity Total
1 School 11
2 College 3
3 Hospitals 6
4 Petrol pump 21
5 Bus-stop 11
6 Hotel 3
7 Dhabas 17
Location of Water bodies
Along the project corridor, minor irrigation channels and its distributaries are crossing
the road. Also localised ponds are seen. The list of local ponds is summarized here in
Table 3.11 below.
Table 3.11: Water Bodies along the Project Corridor
Distance
Location Water
Sl.No Side from Road
at km Resources
edge(m)
1 240+150 Pond LHS 2
2 253+000 Pond LHS 3
3 253+400 Pond LHS 1
4 264+450 Pond LHS 5
5 279+000 Pond RHS 5
6 284+500 Pond LHS 8
7 285+000 Pond RHS 10
8 289+150 Pond LHS 5
3.4 PAVEMENT CONDITION SURVEY

The visual condition survey data was recorded at site and presented in Annexure 3.2.
This includes information on visible deficiencies and ongoing / recent improvements.
The condition survey inventory has been prepared by adopting the following details:
Cracking area as percentage of total surface area
Pothole No/100m length and area as percentage of total surface area
Ravelling area as percentage of total surface area
Rutting was measured as three categories None (0-10mm)/ Moderate (10mm-
20mm)/ Severe (>20mm)
Patching as percentage of total surface area
Pavement edge drop in mm
Shoulder condition
Embankment condition

Visual inspection of survey reveals that the pavement condition varies for each Km
stretch.
Taking all the pavement distress into consideration, overall pavement condition is
shown in Table 3.5. The sections visualised have wide cracking at some locations as
well as hair cracks at few of the places. The sections show poor condition both in
structural failure and functional failure due to extensive cracking and ravelling.
Most sections passing through towns, villages, near level crossings and
intersections are damaged. Due to high water table along the road sections
pavement deterioration is faster. All variety of cracking pattern has been observed
mostly along wheel paths as detailed in pavement condition survey data.
Transverse cracks identified at bridge/ ROB entry and exit. Reflective cracking
observed at some locations even patched portion were also cracked. Road side
drains are weak at some sections which lead to rain water stagnation at shoulders.
Paved shoulders were covered with bushes and grass along some sections making
there use less effective. Pavement edge drop varies from 0 to 200 mm.
Pavement edge drop
Pavement edge drop (settlement/erosion of shoulder at the edge of pavement) has been
measured at every 100m interval. It was found that mostly the level of unpaved
shoulders does not match with the road profile and edge drop varies from 0 to 250 mm
on the project road.
Embankment Condition
Locations of high embankment have already been discussed in the above paragraphs.
The condition of embankment is fair throughout the project length.
3.4.1 Pavement Deflection (Benkelman Beam Deflection Test)

The rebound deflection measurements using Benkelman Beam method in accordance to
CGRA procedure given in IRC- 81:1997 (Guidelines for strengthening of Flexible Road
Pavement using Benkelman Beam Deflection Technique) is adopted all along the
Project Road on both outer wheel paths for each lane at 500m for main line testing and
100m interval for control line testing. Pavement and air temperatures were recorded for
the purpose of temperature correction. Subgrade moisture data was also obtained from
field moisture measurements in the test pits for applying seasonal corrections to
deflection measurements. The deflection survey data and its analysis are included in the
Annexure 3.6.
Analysis of BBD Data
Temperature Correction
Pavement temperatures at the time of BBD measurements were more than the standard
temperature (IRC) of 35C. Since the asphalt wearing course of the pavement is in a
satisfactory condition and the thickness is more than 75mm on the average, appropriate
temperature corrections were made based on the recommendations of IRC: 81-1997.
Correction for Seasonal Variation
Moisture variation correction has been applied in accordance with IRC: 81-1997. The
subgrade soil classification, PI and field moisture content have been utilized for this
purpose.

Homogeneous Sections
As it is not practical to have different overlay
thickness from kilometre to kilometre, adjacent
lengths have been combined for treatment.
Using the method of cumulative differences to
the corrected deflection data, demarcation of
homogeneous sections has been done. The
characteristic deflections for the respective
homogeneous sections were calculated as the
mean plus 2 standard deviations are included
in Annexure 3.6.
The Project Road has been divided into 2 homogeneous segments based on cumulative
difference approach. Control test data on each homogeneous section has been corrected
for temperature and seasonal variation. The corrected data used to calculate mean,
standard deviation and characteristic deflection for each homogeneous section. List of
homogeneous sections are shown below in Table 3.12.
Table 3.12: Homogeneous Section
HOMOGENEOUS Location
SECTION From To Deflection
HS-1 239.000 264.000 0.72
HS-2 264.000 307.000 0.70
Maximum value of deflection = 1.25
3.4.2 Axle Load Survey
The Axle load survey in both the directions is
carried out at 259+000 near Narwana on the
project road stretch on a random sample basis for
trucks, LCVs (both empty and loaded) for 1 days
(24 hours). The axle load survey is carried out
using axle load pads. Axle load survey analysis
has been performed as per IRC standards for the
assessment of Vehicle Damage Factor (VDF). The
result of the axle load survey is presented in Table
3.13 below. The Axle load data and its analysis
are included in the Annexure 3.7.
Table 3.13: VDF Values
Sr. No. Type of Vehicle VDF
1 LCV 0.84
2 Bus 0.46
3 2 Axle 6.13
4 3 Axle 4.86
5 M-axle 3.59
3.4.3 Roughness Survey

Roughness survey was carried out using TRLs Car Mounted Bump Integrator; the
calibration for the vehicle was carried out in accordance with the requirements of the
Chapter - 3: Engineering Survey and Investigations 3 - 10

Terms of Reference. The variation of measured IRI which has been converted to BI is
shown in the Figure 3.1. Details of Roughness Surveys are given in Annexure 3.8.
Fig. 3.1: Roughness Index V/s Chainage
3.5 CROSS DRAINAGE STRUCTURES

There are 88 existing CD structures on the project road. There are four existing Minor
Bridges, (6.0 m < Total Length < 60.0m) and the remaining 84 nos. structures are
culverts. The summary of the structures inventory is given in Table 3.14.below:
Table 3.14: Summary of Existing Structures
1 Pipe Culvert 59
3 RCC Box Culvert 1
5 RCC Slab Bridge 4
4
7 PSC I Girder 0
Total 88
Structure along Jind Bypass
1 Pipe Culvert 41
3 RCC Slab Bridge 1
Grand Total 132
The details of the existing Bridges are given in Table 3.15 . All of the minor bridges are to
be reconstructed as they have been designed for 40R loading. The inventory and
conditional details of these minor bridges have been presented in Table 3.15.

Table 3.15: Details of Existing Bridges

S. Existing Type of Type of
Span Condition Recommendation
N Chainageg crossing structure
RCC Slab Minor Poor
1 245/300 2 x 3.70 m Reconstruction
Bridge Bridge Condition
RCC Slab Minor Good
RCC slab Minor Good

RCC Slab Minor Good

3/670
(Chainage RCC Slab Minor Poor
5 3 x 10.8m Reconstruction
along Jind Bridge Bridge Condition
Bypass)
** 3/670 is the design chainage along Jind Bypass
wall are observed in some of the culverts which require repairs. All the Slab Culverts
were found made of either brick masonry or plain cement concrete but most of them are
in poor/ very poor condition. The details of culverts are given in Table 3-16.
Table 3.16: Details of Existing Culverts
Existing Type of
S.No. Culvert No. Span Arrangement
Chainage Structure
1 239+098 - Pipe Culvert 1 X 0.9
2 239+241 - Slab Culvert 1x2.9
3 239+812 240/2 Pipe Culvert 1 X 0.9
4 239+957 241/1 Pipe Culvert 1X1
5 240+448 - Pipe Culvert 1 X 0.9
6 240+875 241/3 Pipe Culvert 1 X 0.9
7 241+144 - Pipe Culvert 1 X 0.9
8 241+750 - Pipe Culvert 1 X 0.9
9 242+158 - Slab Culvert 1 X 1.50
10 244+863 - Pipe Culvert 1 X 0.9
11 245+176 - Pipe Culvert 1 X 1.20
12 245+507 - Pipe Culvert 1 X 1.20
13 246+611 247/1 Pipe Culvert 1 X 1.20
14 246+946 - Pipe Culvert 1 X 0.9
15 247+529 - Pipe Culvert 1 X 0.9
16 247+806 - Slab Culvert 1x1.2
17 247+900 - Pipe Culvert 1 X 0.9

Existing Type of
Chainage Structure
18 249+012 250/1 Pipe Culvert 1 X 0.9
19 250+463 - Pipe Culvert 1 X 0.9
20 251+132 252/1 Pipe Culvert 1 X 0.9
21 251+345 252/2 Slab Culvert 1 X 3.7
22 251+990 252/3 Pipe Culvert 1 X 0.9
23 252+446 - Pipe Culvert 1 X 0.9
24 253+297 254/1 Pipe Culvert 1 X 1.20
25 254+500 - Slab Culvert 1 X 0.7
26 255+243 - Pipe Culvert 1 X 0.9
27 255+582 - Pipe Culvert 1 X 0.9
28 256+032 - Pipe Culvert 1 X 0.9
29 256+521 257/2 Pipe Culvert 1 X 0.9
30 257+070 - Pipe Culvert 1 X 1.20
31 258+102 - Pipe Culvert 1 X 0.9
32 258+100 - Pipe Culvert 1 X 0.9
33 261+395 - Slab Culvert 1X4
34 262+761 - Slab Culvert 1 X 0.8
35 262+817 - Slab Culvert 1 X 2.1
36 262+880 - Slab Culvert 1 X 2.3
37 263+064 - Pipe Culvert 1 X 0.90
38 263+508 - Pipe Culvert 1 X 0.90
39 264+538 - Pipe Culvert 1 X 0.90
40 265+189 266/1 Slab Culvert 1X3
41 265+212 266/2 Slab Culvert 1X3
42 265+231 266/3 Slab Culvert 2X3
43 265+254 266/4 Slab Culvert 1X3
44 265+268 266/5 Slab Culvert 1X3
45 266+553 - Pipe Culvert 1 X 0.90
46 267+092 - Pipe Culvert 1 X 0.90
47 267+327 - Pipe Culvert 1 X 0.90
48 267+830 - Pipe Culvert 1 X 0.90
49 269+010 - Pipe Culvert 1 X 0.90
50 269+149 - Pipe Culvert 1 X 0.90
51 270+445 - Pipe Culvert 1 X 0.90
52 270+463 - Pipe Culvert 1 X 0.90
53 271+785 - Pipe Culvert 1 X 0.90
54 272+734 - Pipe Culvert 1 X 0.90
55 273+042 274/1 Pipe Culvert 1x0.6
56 273+086 - Pipe Culvert 1x0.9
57 273+155 - Slab Culvert 1 X 1.50
58 273+280 - Pipe Culvert 1x0.9
59 273+816 274/2 Slab Culvert 1X3
60 274+063 - Pipe Culvert 1x1.2
61 274+282 - Slab Culvert 1 X 1.20

Existing Type of
Chainage Structure
62 275+940 - Slab Culvert 1X3
63 276+262 - Pipe Culvert 1x0.9
64 276+767 - Pipe Culvert 1x0.9
65 277+737 - Slab Culvert 1x1.2
66 278+073 - Arch 1x1.5
67 278+396 - Pipe Culvert 1 X 0.90
68 279+070 - Pipe Culvert 1 X 0.90
69 279+497 - Slab Culvert 1x1.2
70 280+066 - Pipe Culvert 1 X 0.90
71 280+479 - Slab Culvert 1 X 2.50
72 280+557 281/2 Pipe Culvert 1 X .90
73 281+860 281/3 Pipe Culvert 1 X .90
74 282+300 282/1 Pipe Culvert 1 X .90
75 283+224 283/1 Pipe Culvert 1 X .90
76 285+069 284/1 Slab Culvert 1X3
77 285+082 286/1 Slab Culvert 1X3
78 287+413 286/2 Slab Culvert 1 X 2.50
79 288+044 288/1 Pipe Culvert 1 X 0.90
80 288+518 - Pipe Culvert 1 X 0.90
81 289+175 - Pipe Culvert 1 X 0.90
82 290+415 - Pipe Culvert 1 X 0.90
83 291+005 - Pipe Culvert 1 X 0.90
84 292+393 - Pipe Culvert 1 X 0.90
Details of Existing Culverts along Jind Bypass

Proposed
SI. Structure Type of
Bypass Span Arrangement
No. no. Structure
Chainages
1 0+107 - Pipe 1 x 0.90m
2 0+279 - Pipe 1 x 0.90m
3 0+378 - Slab 1 x 0.60m
4 0+446 - Pipe 1 x 0.90m
5 0+662 - Pipe 1 x 0.90m
6 0+673 - Pipe 1 x 0.90m
7 0+690 - Slab 1 x 1.45m
8 0+748 - Pipe 1 x 0.90m
9 0+825 - Pipe 1 x 0.90m
10 1+155 - Pipe 1 x 0.90m
11 1+258 - Pipe 1 x 0.90m
12 1+390 - Pipe 1 x 0.90m
13 1+492 - Pipe 1 x 0.90m
14 1+763 - Pipe 1 x 0.90m
15 1+901 - Pipe 1 x 0.90m
16 2+216 - Pipe 1 x 0.60m

Proposed
SI. Structure Type of
Bypass Span Arrangement
No. no. Structure
Chainages
17 2+434 - Pipe 1 x 0.60m
18 2+649 - Pipe 1 x 0.60m
19 2+904 - Pipe 1 x 0.60m
20 3+371 - Pipe 1 x 0.60m
21 3+441 - Pipe 1 x 0.60m
22 3+782 - Pipe 1 x 0.60m
23 4+077 - Pipe 1 x 0.60m
24 4+320 - Pipe 1 x 0.60m
25 4+584 - Pipe 1 x 0.60m
26 4+924 - Pipe 1 x 0.60m
27 5+057 - Pipe 1 x 0.60m
28 5+417 - Pipe 1 x 0.60m
29 5+709 - Pipe 1 x 0.60m
30 6+230 - Pipe 1 x 0.60m
31 6+654 - Pipe 1 x 0.60m
32 7+000 - Pipe 1 x 0.60m
33 7+123 - Pipe 1 x 0.60m
34 7+263 - Pipe 1 x 0.60m
35 7+272 - Pipe 1 x 0.60m
36 7+482 - Pipe 1 x 0.60m
37 7+849 - Pipe 1 x 0.60m
38 8+026 - Pipe 1 x 0.60m
39 8+090 - Pipe 1 x 0.60m
40 8+208 - Pipe 1 x 0.60m
41 8+570 - Pipe 1 x 0.60m
42 8+755 - Pipe 1 x 0.60m
43 9+289 - Pipe 1 x 0.60m
3.5.1 Culvert Condition Survey

The condition survey of the existing Pipe, Slab and Arch Culverts on the project corridor
was mainly intended to assess hydraulic adequacy, structural condition and durability.
The aim of condition survey is to assess the condition of existing culverts for their
capacity to carry four lanes of traffic with or without widening. As a partial component
of condition survey, visual observations were made keeping in view above said aim.
Various condition features of culverts were recorded and are presented for each culvert.
In addition to condition survey, other particulars like presence of scour, flow direction,
type of crossing (Straight/Skew), adequacy of water way, purpose of culvert (balancing/
drainage) and proposed rehabilitation measures were also presented for each individual
culverts. All retained culverts need minor repair and de-silting.
3.5.2 Condition Survey of Bridges and ROB

The condition survey of the existing bridges and structures on the project corridor was
mainly intended to assess the following.

Structural condition
Durability aspects
The aim of condition survey is to assess the condition of existing bridges and structures
for their capacity to carry two lanes of traffic with or without widening. As a partial
component of condition survey visual observations were made keeping in view the
requirement of IRC SP-35 and IRC SP-40. According to IRC SP-40, the normally
observed signs of distresses are listed below. The common distress signals in RCC
bridges are as follows.
Cracking; cracks could be of different types and widths
Scaling
Spalling of concrete
Leaching
Rust stains
Delimitation
Deformation
Holes in Deck Slab
Visual observations carried out during the condition survey were mainly made to find
out the above listed distresses. In addition to the superstructure, the substructure also
were inspected to locate visual signs of settlement, tilting, cracking, decay, corrosion,
cavitations, abnormal scour and damage due to impact of floating bodies. Condition
survey of Bridges is given in Annexure 3.9.
3.6 TOPOGRAPHIC SURVEYS

The topographical survey was carried out in the period from June 2010 to September
2010. The main purpose of the topographical survey was to produce digital 3D base
maps showing the existing terrain including all existing road features including houses,
telephone line, OFC, Electric Line, monuments, place of worship, cremation ground,
Utility line, Trees, hand pumps and other features covering the entire right of way of the
road. The digital 3D base maps are the basis for preparation of the Digital Terrain
Models (DTM) required for the road design.
The methodology as per Terms of Reference (TOR) was adopted for topographical
survey by the Consultants for capturing all the physical features along the project
corridor for facilitating proposals for the final centre line of the proposed 4-lane road,
keeping in view the possible local realignments. The corridor for survey is at least 30 m
beyond either side of the centre line of the proposed divided carriageway or land
boundary and additional width for interchanges and intersections, toll plazas, wayside
amenities and at high embankment locations such as approaches to bridges / ROBs.
This survey includes reading spot levels along L-section at every 25m interval, cross
sections at every 50m interval, fixing GPS/ Benchmarks at every 5 Km interval and the
Reference Benchmark Pillars at every 250m interval connected to GTS Benchmarks as
specified in TOR.
The project road alignment was surveyed and Reference / Bench Mark pillars for
horizontal and vertical control were fixed on the ground along the project road as per

TOR. The scope of Consultancy was to carry out the topographic survey to cover
following aspects:
Control Surveys
GPS Control
Total Station Traverse
Height Control
3.6.1 Control Surveys

The control traverse is the base framework for all the further survey work. This provides
a coordinated horizontal grid and a level reference system to ensure accuracy. Thus the
measured coordinates of these survey grids (Northing and Easting) and the levels are
tied to GTS benchmark wherever available, to verify the accuracy of survey.
The control survey is carried out in two phase survey. Horizontal control points using
GPS and Total Station. Vertical control using auto-level Control points (cement concrete
pillars) established at an interval of about 5-km along the road, using differential GPS
techniques. Twin pillars were fixed at these locations so as to enable further control (200
to 300 m apart) along the road using total station traverse. The location of these GPS
pillars fixed at site in such a way that GPS observation to the satellite can be carried out
without any obstruction and these cement concrete pillars are available as permanent
benchmarks for survey and layout at later stage.
All the GPS control pillars are uniquely numbered and described so that these can be
easily located and accessed for future work.
The anticipated accuracy of the above control points will be:
Planimetric accuracy of GPS control points: 10 mm + 5 ppm
Adjustment accuracy of secondary traverse control points fixed by total station:
better than 1:10,000
For elevations using auto-levels, the agreement with the reference benchmarks will be
better than 12 K mm, K stands for distance surveyed between the benchmarks in
kilometres.
3.6.2 GPS Control Survey (Primary Control)

GPS survey is the primary control survey in topographical survey. The sequence
activities involved in this survey are:
Established GPS control pillars at every 5 km along the project corridor
Collected GPS signals at an arbitrary station for a period of about 2 (two) hours so
as to compute the geographic coordinates of this point to an accuracy of few
decimetres.
Taking the above as the known point, determine the relative geographic
coordinates of all geodetic and azimuth controls to an accuracy of 1: 50,000 or better
from its nearest geodetic control
Project the geographic coordinates onto a suitable grid
Three sets of receivers (make Leica GS20 with Leica AT501 external antenna)
mounted on conventional aluminum tripod and centering device (tribrach + carrier)
were used for data acquisition. GPS data were downloaded from the receivers, post

processed, verified for loop closure and networks adjusted at select locations.
Subsequent to differential post processing, loop closure was computed to identify
possible anomalies in the observed results. On satisfactory completion of loop
closure analysis, Net work adjustments were carried out to attain the final co-
ordinates for all the control pillars. The location of GPS pillars have been marked on
base map drawing and northing and easting values also shown at every control
point.
The geographic coordinates of all control points were determined on WGS84 datum.
The adjusted coordinates in WGS84 datum are presented in Table 3.17 below.
Table 3.17: GPS Control Points
GPS CONTROL POINTS
Point WGS 84 UTM Ground System

S.No
ID Long Lat Easting Northing Easting Northing
76 07' 29 47'
1 GPS11 608672.43 3295528.87 285250.029 345199.974
27.48450"E 07.20787"N
76 07' 29 47'
2 GPS11A 608651.163 3295763.347 285231.352 345434.737
26.77766"E 14.83123"N
76 06' 29 49'
3 GPS12 607875.659 3299496.603 284497.001 349177.376
59.24482"E 16.34465"N
76 06' 29 49'
4 GPS12A 607598.852 3299495.821 284220.118 349179.656
48.93285"E 16.40627"N
76 06' 29 52'
5 GPS13A 606639.443 3305325.311 283325.1 355021.046
15.27587"E 26.06724"N
76 06' 29 52'
6 GPS13 606584.196 3305442.192 283271.135 355138.566
13.25850"E 29.88115"N
76 05' 29 54'
7 GPS14 605563.817 3309835.775 282299.276 359544.422
36.78450"E 52.91525"N
76 05' 29 54'
8 GPS14A 605640.357 3309909.51 282376.654 359617.323
39.66465"E 55.28671"N
76 03' 29 56'
9 GPS15 602731.519 3312879.815 279500.074 362620.549
52.22747"E 32.65986"N
76 03' 29 56'
10 GPS15A 602771.951 3312969.789 279541.516 362710.095
53.76664"E 35.57031"N
76 02' 29 58'
11 GPS16 600958.066 3316151.637 277762.53 365912.8
47.19416"E 19.46932"N
76 02' 29 58'
12 GPS16A 601127.681 3316199.743 277932.723 365959.039
53.53876"E 20.98166"N
76 01' 30 00'
13 GPS17 598624.933 3320660.229 275478.939 370448.343
21.64739"E 46.60751"N
76 01' 30 00'
14 GPS17A 598526.396 3320839.278 275382.365 370628.538
18.02912"E 52.45219"N
75 59' 30 03'
15 GPS18A 596245.659 3325323.554 273150.949 375139.208
54.35927"E 18.77032"N
76 00' 30 03'
16 GPS18 596441.311 3325427.044 273347.809 375240.551
01.69890"E 22.07650"N
75 57' 30 05'
17 GPS19 592738.673 3328902.864 269682.86 378758.369
44.52926"E 16.01560"N

GPS CONTROL POINTS
Point WGS 84 UTM Ground System

S.No
ID Long Lat Easting Northing Easting Northing
75 57' 30 05'
18 GPS19A 592822.253 3329096.813 269768.629 378951.436
47.71236"E 22.29286"N
75 55' 30 07'
19 GPS20 588572.16 3333539.255 265566.837 383442.246
10.28835"E 47.73766"N
75 55' 30 07'
20 GPS20A 588488.981 3333736.001 265485.829 383639.965
07.23913"E 54.15047"N
75 53' 30 09'
21 GPS21A 586275.151 3336718.378 263304.623 386647.728
45.38205"E 31.60133"N
75 53' 30 09'
22 GPS21 586135.375 3336718.002 263164.8 386648.904
40.15698"E 31.62475"N
75 52' 30 10'
23 GPS22 584885.271 3339099.842 261940.919 389045.264
54.11532"E 49.31241"N
75 52' 30 10'
24 GPS22A 584827.915 3339347.694 261886.314 389293.823
52.04249"E 57.37801"N
75 51' 30 13'
25 GPS23A 582323.606 3343107.866 259423.251 393082.839
19.46152"E 00.14309"N
75 51' 30 13'
26 GPS23 582452.513 3343195.56 259553.179 393169.127
24.30775"E 02.96025"N
The location of GPS pillars were marked on base map drawing and northing and easting
values also shown at every control point. A List of GPS Pillar location along the project
Road is appended to this report as Appendix.
3.6.3 Total Station Traverse (Secondary Control)

Total station traverse in between GPS control points is basically to distribute the
control points along project road to facilitate further use of them to read all
topographical features. After successful completion of primary control points,
secondary control points were established with total station. An open traverse was run
along the existing road beginning from known GPs point and closed on the next GPS
control pillar. The amount of error found after closing the traverse on successive GPS
point is distributed equally on all stations, which are established during traversing in
between those GPs points. If the amount of error is more than the permissible limits,
the whole process was repeated until the results are satisfactory. Foresight and back
sight distances of traverse station maintained equally to minimise the angular error.
3.6.4 Height control and Bench marks pillars

The elevation of all the control points fixed by GPS and total station are established
using auto levels, connecting to GTS bench marks.
The GTS Bench mark was taken from well protected GTS Monument near Barsola
Railway Station embedded about 0.8 m below ground level, NW of the Station. The
distance and bearing of the surrounding objects are :- NW. corner of station
building,67.7 m and 112 degree; SW. corner of same 67.4 m and 118.30 degree; NW.
corner of Station Master Quarter,122.2 m and 152 degree; corner of staff quarters,97.2 m
and 157 degree. The Reduced level is clearly written on monument & its value is
221.6862 & used as datum for this project.

Precision levelling has been carried out by two levelling teams in fore and back
direction and mean will be taken to establish the elevation of all cement concrete
pillars, and other control points, using auto-levels. This established control work of
plan and height would enable topographical survey on systematic accurate and
scientific basis.
Bench mark/ reference pillar of size 15cm x 15cm x 45cm casted in RCC of M15 grade
with a nail fixed in the centre of the top surface. These pillars are embedded in
concrete up-to a depth of 30cm with CC M10 (5 cm wide all around). The balance 15cm
above ground has been painted and BM numbers are given to each pillar. These
numbers along with RL value are shown in base map. The interval of these bench
marks pillars are 250m along the project road as per TOR. Final Data will be appended
to the preliminary Project report
The feature code is an alphanumeric code assigned to each topographical feature to
represent and communicate between surveyor and highway design engineer. Before
picking of any feature the surveyor will assign the feature code to that particular
feature and collect the x, y, z of that feature. Coding for feature shall comprise of four
characters, first two characters describing the feature and last two characters
mentioning the string number. All the surveyed points with same string name shall be
joined, (eg. road centreline, shoulder, building, etc.). All the features are not joined (e g.
Telephone poles, trees, spot levels, etc.) shall have their codes start with P. No feature
shall have its survey code starting with M, L or G. A predefined list of feature codes
have been prepared and handed to surveyors. An initial training to field surveyors has
been given by highway engineer to get acquaintance of these codes. The survey
procedure
Upon completion of horizontal and vertical control points along the project road on
permanent concrete pillars, the detailed topographical survey was carried out for the 60
to 70m corridor of the project road. Details of all physical and topographical features
within the survey corridor such as roads, rivers, streams, rail crossings, OFC / electric
/ telephone lines, high / low tension lines and their offsets from the road edge,
buildings, trees (girth more than 300mm), etc have been captured with predefined
feature codes. At locations of encroachments where ROW has been reduced or where
existing alignment can be improved upon through minor adjustments, the width of the
survey corridor is extended appropriately to accommodate the proposed alignment. At
road junction locations, survey was carried out for a length of 200 m along the cross
roads to accommodate improvements including at grade / grade separated
intersections to be designed. At interchange locations, survey covered the extent of the
structure as per GAD.
Cross sections were picked at every 50 m intervals, and at each cross-section the survey
normally extended beyond 30 m on each side of the existing road centre line with
survey points at 3-5 m apart and at all variations in the natural ground or breaks in
level.
Longitudinal levels and cross sections for major and minor rivers are taking as per
recommendations stipulated in IRC S.P.No.13 (Guidelines for the design of small
bridges and culverts) and IRC-5-2001 (Standard Specifications & Code of Practice for
Road Bridges Section I General Features of Design).
For bridges, apart from taking bridge centreline levels at regular interval of 25 m,
additional centreline levels at the start and end of the bridge has been taken. To define

channel, cross-section has been taken at proposed bridge location and in stream
direction on upstream and downstream.
For minor waterway less than 30 m length of existing bridge, only one such cross-
section has been taken each, on upstream and downstream side. For culverts, only one
reading is taken at the centre of the culvert. For pipe culvert, the invert level is taken.
The Bench Mark Pillars are presented in Table 3.18 below.
Table 3.18: BM Pillars Details
Sl
BM No. Easting Northing Level
No.
1 239/000 285270.668 345438.359 229.923
2 239/250 285305.680 345185.621 231.279
3 239/500 285341.958 344896.761 230.575
4 239/750 285369.547 344644.703 229.620
5 240/000 285405.018 344345.643 231.419
6 240/500 285445.776 343996.626 230.954
7 240/750 285512.604 343727.410 229.456
8 241/000 285510.829 343486.752 229.341
9 241/250 285551.307 343170.664 229.809
10 241/500 285581.420 342921.771 229.027
11 241/750 285600.695 342712.969 230.109
12 242/000 285589.113 342481.845 231.486
13 242/500 285572.937 341967.193 231.482
14 242/750 285557.328 341717.119 229.729
15 243/000 285575.021 341469.599 230.512
16 243/250 285535.870 341239.056 230.004
17 243/500 285549.282 340961.779 230.051
18 243/750 285508.853 340709.407 229.853
19 244/000 285494.764 340470.488 229.853
20 244/250 285515.993 340204.523 228.824
21 244/500 285473.198 339975.460 228.494
22 244/750 285490.102 339727.982 227.737
23 245/000 285448.246 339480.065 227.960
24 245/500 285414.742 338921.044 229.090
25 246/000 285418.437 338483.233 228.433
26 246/250 285382.689 338294.055 228.240
27 246/500 285371.686 338066.946 228.221
28 246/750 285352.669 337790.948 227.847
29 247/000 285336.709 337503.914 228.148
30 247/500 285313.895 336988.538 228.076
31 247/750 285323.198 336725.408 227.523
32 248/000 285280.452 336496.587 227.702
33 248/250 285262.441 336201.105 227.541
34 248/500 285280.618 335977.844 227.046
35 248/750 285260.921 335726.216 226.583
36 249/000 285217.809 335473.903 227.153

Sl
No.
37 249/250 285208.275 335312.029 228.333
38 249/500 285229.554 335059.871 228.184
39 249/750 285201.533 334766.247 227.813
40 250/000 285155.533 334483.906 227.442
41 250/250 285165.788 334214.975 227.530
42 250/500 285124.164 333972.733 228.593
43 250/750 285100.083 333684.959 228.020
44 251/000 285124.070 333489.536 227.951
45 251/250 285074.951 333241.938 227.821
46 251/500 285057.193 333003.246 227.902
47 251/750 285070.764 332751.309 227.581
48 252/000 285050.847 332467.908 227.297
49 252/250 285028.067 332146.466 227.939
50 252/500 284980.657 331874.655 227.428
51 253/000 284976.746 331501.779 229.427
52 253/250 285032.817 331184.128 227.177
53 253/500 285051.896 330951.121 227.511
54 253/750 285036.353 330717.313 227.929
55 254/000 285083.188 330499.211 228.204
56 254/250 285095.853 330263.533 227.741
57 254/500 285112.115 330009.069 227.563
58 254/750 285100.947 329756.049 227.376
59 255/000 285150.845 329495.194 227.542
60 255/250 285134.889 329265.833 227.484
61 255/500 285174.958 329031.242 227.357
62 255/750 285165.196 328780.765 227.507
63 256/000 285180.128 328531.859 227.473
64 256/250 285226.356 328280.114 227.569
65 256/500 285245.966 328035.717 227.753
66 256/750 285231.021 327783.080 226.996
67 257/000 285244.448 327558.982 227.073
68 257/250 285258.214 327365.342 228.887
69 257/500 285271.264 327137.714 228.428
70 257/750 285282.730 326871.270 229.488
71 258/000 285328.738 326617.936 229.730
72 258/250 285306.366 326353.861 228.750
73 258/750 285360.807 326043.611 228.943
74 259/000 285333.122 325761.583 228.871
75 259/500 285356.624 325270.756 227.904
76 259/750 285380.797 324974.443 228.189
77 260/250 285398.918 324554.386 227.650
78 260/500 285412.118 324298.296 227.624
79 260/750 285461.762 324072.428 227.577
80 260/750 285675.137 323603.727 227.577

Sl
No.
81 261/000 285775.683 323387.266 229.011
82 261/250 285878.106 323174.434 228.165
83 261/750 286122.657 322638.162 227.201
84 262/000 286239.170 322373.167 227.409
85 262/250 286373.206 322155.528 227.152
86 262/500 286446.103 321923.602 227.439
87 262/750 286559.420 321710.896 227.547
88 263/000 286763.464 321559.895 228.527
89 263/250 286875.123 321301.479 226.330
90 263/250A 286837.392 321331.629 227.011
91 263/500 286947.212 321099.005 226.538
92 263/750 287057.662 320873.959 226.477
93 264/00 287151.572 320681.146 226.984
94 264/250 287249.755 320481.120 226.896
95 264/500 287353.876 320281.161 227.026
96 264/750 287481.702 320036.469 226.230
97 265/000 287611.072 319790.494 225.594
98 265/250 287729.466 319625.198 227.860
99 265/750 287837.957 319363.068 225.859
100 266/250 288035.447 318990.951 227.450
101 266/500 288174.879 318790.925 227.519
102 266/750 288264.387 318561.297 227.693
103 267/000 288383.032 318336.481 227.741
104 267/250 288533.183 318108.032 227.360
105 267/500 288608.498 317965.429 227.321
106 267/750 288718.004 317703.786 226.863
107 268/000 288846.029 317516.746 226.641
108 268/250 288907.305 317347.524 226.750
109 268/750 289134.335 316914.470 226.863
110 269/000 289288.422 316625.224 228.802
111 269/250 289449.035 316344.218 227.208
112 269/500 289585.487 316152.094 227.274
113 269/750 289709.255 315929.708 226.860
114 270/000 289799.634 315712.036 226.804
115 270/250 289947.690 315408.533 226.135
116 270/500 290053.468 315188.749 226.089
117 270/750 290096.982 314972.506 225.656
118 271/000 290201.307 314741.055 225.591
119 271/250 290288.182 314485.197 226.426
120 271/500 290340.338 314251.811 225.946
121 271/750 290437.441 314036.183 225.774
122 272/000 290487.742 313813.261 226.276
123 272/250 290558.502 313589.594 226.142
124 272/500 290634.562 313367.217 225.976

Sl
No.
125 272/750 290713.119 313133.329 225.586
126 273/000 290783.598 312925.015 225.891
127 273/250 290831.723 312774.423 224.941
128 273/500 290933.934 312560.899 226.031
129 273/750 290998.946 312282.895 225.810
130 274/000 291072.705 312064.514 226.885
131 274/250 291184.359 311803.396 224.878
132 274/500 291241.593 311555.492 225.399
133 274/750 291356.213 311295.714 225.756
134 275/000 291402.573 311072.746 225.508
135 275/250 291497.824 310860.055 226.746
136 275/750 291657.798 310315.355 225.916
137 276/000 291757.623 310097.417 226.336
138 276/250 291852.513 309730.619 226.692
139 276/750 291996.811 309362.420 227.245
140 277/000 292087.821 309016.553 227.040
141 277/250 292218.201 308702.348 227.064
142 277/500 292317.976 308500.992 228.144
143 277/750 292457.858 308356.613 227.356
144 278/000 292603.218 308127.891 226.638
145 278/250 292813.875 307884.969 226.290
146 278/500 292941.349 307679.382 226.366
147 279/000 293193.755 307339.823 226.812
148 279/250 293301.000 307203.502 225.592
149 279/500 293444.265 307047.713 226.521
150 279/750 293616.919 306780.371 226.060
151 280/000 293795.922 306579.284 226.165
152 280/250 293987.233 306292.524 226.989
153 280/500 294125.867 306146.013 225.513
154 280/750 294261.621 305926.577 225.605
155 281/000 294415.139 305764.298 225.025
156 281/750 294841.184 305159.202 225.027
157 282/250 294597.593 305520.465 225.194
158 282/250 295131.065 304777.198 224.440
159 282/500 294707.262 305335.266 224.668
160 282/500 295295.528 304595.878 224.287
161 282/750 295451.347 304390.564 224.429
162 283/000 295575.517 304182.076 223.888
163 283/250 295755.671 303986.221 223.811
164 283/500 295910.247 303779.446 223.540
165 283/750 296046.924 303558.949 223.164
166 284/000 296196.117 303400.938 222.912
167 284/250 296332.106 303181.304 222.371
168 284/500 296478.863 302985.710 222.097

Sl
No.
169 284/750 296631.733 302780.560 221.862
170 285/000 296805.514 302609.466 222.050
171 285/250 297003.217 302436.321 222.486
172 285/500 297194.479 302296.843 223.155
173 285/750 297365.382 302117.638 223.641
174 286/000 297573.673 301966.696 223.534
175 286/250 297747.617 301784.338 223.373
176 286/750 298123.654 301454.888 223.068
177 287/000 298330.524 301310.614 223.490
178 287/250 298507.420 301125.175 224.202
179 287/500 298704.083 300987.419 224.181
180 288/000 299106.886 300637.340 222.955
181 288/250 299279.848 300455.707 223.374
182 288/500 299486.787 300308.884 223.019
183 289/000 299853.649 299969.622 223.988
184 289/250 299670.217 300118.386 223.139
185 289/250 299998.590 299759.888 223.833
186 289/500 300165.388 299579.471 223.102
187 289/750 300332.641 299395.879 223.537
188 290/000 300506.718 299204.772 223.853
189 GPS10A 285451.882 339980.568 228.493
3.6.5 Feature Codes

The feature code is an alphanumeric code assigned to each topographical feature to
represent and communicate between surveyor and highway design engineer. Before
picking of any feature the surveyor will assign the feature code to that particular feature
and collect the x, y, z of that feature. Coding for feature shall comprise of four characters,
first two characters describing the feature and last two characters mentioning the string
number. All the surveyed points with same string name shall be joined, (eg. road
centreline, shoulder, building, etc.). All the features are not joined (eg. Telephone poles,
trees, spot levels, etc.) Shall have their codes start with P. No feature shall have its
survey code starting with M, L or G. A predefined list of feature codes have been
prepared and handed to surveyors. An initial training to field surveyors has been given
by highway engineer to get acquaintance of these codes. A list codes used to this project
are listed below.
Code List used for Base plan for NH-71
SL No Code Description
1 CC Road centre
2 CR Road Right
3 CL Road Left
4 SR Shoulder Right
5 SL Shoulder Left
6 ET Embankment Top
7 ETB Embankment Bottom


8 L Level
9 PIT Pit
10 POND Pond
11 DR Drain Top
12 DRL Drain bed level
13 CA Canal Edge
14 CAL Canal Bottom
15 BUND Bund Top
16 ARC Welcome Arch
17 BEJ Bridge Exp-Joint
18 BH Bore Hole
19 BK Building-K
20 BK.CW BL-C-wall
21 BK1 Building-K
22 BKH Building-K-House
23 BKS Building-K-Shop
24 BL Building-P
25 BL-CW Building-Wall-Junction
26 BLG Building- Gate-Junction
27 BLH Building-P-House
28 BLS Building-P-Shop
29 BLSC Building-P-Shop
30 CHP Chainage-Pillar-Old
31 CV Culvert
32 CVPL Pillar located Near parapet wall
33 CW Compound Wall
34 CW-GT Compound Wall-With Gate
35 DBK BL-Ruined
36 DT Median drain-top
37 EP Electric Post
38 EP-596-23A Railway EP Pole
39 EPL EPL-crossing-on Road
40 FLKP Flag Post
41 FN Fence
42 FS furlong stone
43 GBLH Building-Government
44 GR Road Guard
45 GT Gate
46 HP Hand Pump
47 HTL High Tension line Crossing
48 HFL-1987 HFL-On railway Culvert
49 HTLC High Tension line Crossing
50 HUT Hut


51 IL Invert Level
52 KM889 KM Stone
53 LP Lamp Pole
54 MQ Mosque
55 MT1,MT2,MT3,MT4 Mango Tree
56 NB Name Board
57 OFC OFC Pillar
58 NT1,NT2,NT3,NT4 Neam Tree
59 OBL Building-ruined
60 OBLH Building-ruined
61 OLD/BL Building-ruined
62 OT1,OT2,OT3,OT4 Other Tree
63 PI Pipe Top
64 PIAR Pier Location
65 PIL Pipe Culvert-IL
66 PP1 Petrol Pump
67 PT1 Palm Tree
68 PY Pylon
69 RB Road boundary Stone
70 RBO Road boundary Stone-OLD
71 RBN Road boundary Stone-NEW
72 RBO Road boundary Stone-OLD
73 RLB Railway Boundary
74 RPF railway Platform
75 RTL Road Top Level-On Culvert-Left
76 RTR Road Top Level-On Culvert-Right
77 SAL Culvert Slab Edge
78 SB Signal Post
79 SH shed
80 SLA,SLP Slab Top Level
81 SLAL,SLB Slab Bottom Level
82 SP,SPN Pier Edge
83 SU Tub, Sump
84 TANK,TNK Tank
85 TAP Tap
86 TEM Temple
87 TF,TRF Transformer
88 TK Tank
89 TMPL Temple
90 TOI Toilet
91 TP Telephone Pole
92 UC BL,U/C


93 UT1,UT2,UT3,UT4 Eucalyptus Tree
94 WB,WBR Weigh Bridge
95 WEP EP Pole With out Line
96 WL Well
97 WW,WW# Wing Wall
3.6.6 New National Highway Stones (along the project road).

New NH 352 Km stone are placed along the Existing NH71 from Narwana to Jind. Start
point of NH 352 is at km262 of NH-71 and traverse along the jind. Details/Location of
these Km stone along the project road is listed below.
Details of Km stone of NH 352 (Along Existing NH 71)

Existing km of
S.No Northing Easting
new NH-352
0 km 0.000 2934'29.8"N 768'14.7"E
1 Km 1.000 2933'52.4"N 768'39.4"E
2 Km 2.000 2933'23.6"N 768'56.3"E
3 Km 3.000 2932'54.9"N 769'13.6"E
4 Km 4.000 2932'26.4"N 769'31"E
5 Km 5.000 2931'57.5"N 769'48.6"E
6 Km 6.000 2931'29"N 7610'6.3"E
7 Km 7.000 2931'0.3"N 7610'24"E
8 Km 8.000 2930'29.6"N 7610'35.8"E
9 Km 9.000 2929'58.7"N 7610'47.7"E
10 Km 10.000 2929'27.8"N 7610'59.5"E
11 Km 11.000 2928'57.1"N 7611'11.3"E
12 Km 12.000 2928'26.6"N 7611'22.9"E
13 Km 13.000 2927'55.3"N 7611'35"E
14 Km 14.000 2927'24.5"N 7611'46.7"E
15 Km 15.000 2926'58"N 7612'7"E
16 Km 16.000 2926'31.7"N 7612'30.2"E
17 Km 17.000 2926'5.7"N 7612'52.6"E
18 Km 18.000 2925'39.8"N 7613'15"E
19 Km 19.000 2925'13.7"N 7613'37.5"E
20 Km 20.000 2924'47.6"N 7614'0"E
21 Km 21.000
22 Km 22.000 2923'57.8"N 7614'47.6"E
23 Km 23.000 2923'37.1"N 7615'14.7"E
24 Km 24.000 2923'15.7"N 7615'42.9"E
25 Km 25.000 2922'54.2"N 7616'11.1"E
26 Km 26.000 2922'31.4"N 7616'37.8"E
27 Km 27.000 2922'7.4"N 7617'2.7"E
28 Km 28.000 2921'40.6"N 7617'22.8"E
29 Km 29.000 2921'9.1"N 7617'32.9"E

CHAPTER - 4: TRAFFIC SURVEY AND
ANALYSIS
TABLE OF CONTENTS
CHAPTER - 4: TRAFFIC SURVEYS AND ANALYSIS .................................................................... 3

4.1 INTRODUCTION ........................................................................................................................ 3
4.2 METHODOLOGY ........................................................................................................................ 3
4.3 HOMOGENEOUS SECTION ..................................................................................................... 3
4.4 SEVEN DAYS CLASSIFIED TRAFFIC VOLUME COUNTS AT 8 LOCATIONS ................ 4
4.4.1 Daily Variation of Traffic ............................................................................................... 4
4.4.2 Average hourly variation of traffic volume ................................................................ 7
4.4.3 Average composition of traffic...................................................................................... 8
4.4.4 Directional Distribution of Traffic .............................................................................. 10
4.5 TRAFFIC GROWTH AND PROJECTIONS ............................................................................ 10
4.5.1 Trend Analysis .............................................................................................................. 10
4.5.2 Net State Domestic Product- Population ................................................................... 10
4.5.3 Population Growth ....................................................................................................... 11
4.5.4 Vehicle growth in Punjab............................................................................................. 11
4.5.5 Per Capita Income (PCI)............................................................................................... 11
4.5.6 Projected Growth Rates Based On Elasticity Values................................................ 12
4.5.7 Recommended Growth Rates for Traffic Forecast ................................................... 13
4.6 GENERATED (INDUCED + DIVERTED) TRAFFIC ............................................................. 13
4.7 TURNING MOVEMENT SURVEY.......................................................................................... 13
4.7.1 Requirement of Grade Separator: ............................................................................... 16
4.8 AXLE LOAD SURVEY............................................................................................................... 16
4.9 O & D ANALYSIS ...................................................................................................................... 16
4.10 WILLINGNESS TO PAY ........................................................................................................... 18
4.11 SPEED AND DELAY ................................................................................................................. 18
4.12 TRAFFIC PROJECTIONS AND CAPACITY ANALYSIS ..................................................... 19
4.13 TOLLABLE TRAFFIC ................................................................................................................ 24
4.14 MILLION STANDARD AXLE (MSA) ..................................................................................... 24
LIST OF TABLES
Table 4.1: Homogeneous sections for traffic survey ............................................................................ 3
Table 4.2: The traffic surveys conducted for this project includes: .................................................... 4
Table 4.3: Classified Traffic Volume Count Locations ......................................................................... 4
Table 4.4: PCU Adopted ........................................................................................................................... 5
Chapter - 4: Traffic Surveys and Analysis 4-1

Table 4.5: Classified Traffic Volume Count at two Locations ............................................................. 5

Table 4.6: Seasonal Correction Factor at two Locations....................................................................... 5
Table 4.7: Direction Distribution of Traffic the different Locations ................................................. 10
Table 4.8 Registered Motor Vehicles in India -1996-2004 (In Thousands) ...................................... 10
Table 4.9 Net State Domestic Product (NSDP) Per Capita ............................................................. 10
Table 4.10 Population and Decennial Growth in India Haryana ..................................................... 11
Table 4.11 Vehicles Registered in Haryana & Districts in Study area ............................................. 11
Table 4.12 per Capita Income (at Constant 1999-2000 Prices)........................................................... 11
Table 4.13 Traffic Growth Rate Estimates............................................................................................ 12
Table 4.14 Projected Growth rates of Vehicles in Haryana ............................................................... 13
Table 4.15: VDF Values........................................................................................................................... 16
Table 4.16: O & D Expansion Factor ..................................................................................................... 17
Table 4.17: OD Matrix at Location Narwana (Total Vehicles) ....................................................... 18
Table 4.18: Percentage through Traffic at Survey Location .............................................................. 18
Table 4.19 Percentage of People Willing to pay for improved Facility ........................................... 18
Table 4.20: Speed and Delay Characteristics ....................................................................................... 19
Table 4.21: Traffic Projection at km 244 (Khanauri) ........................................................................... 20
Table 4.22: Traffic Projection at km 267 (Narwana) ........................................................................... 21
Table 4.23: Year Traffic reaching Design Service Volume ................................................................. 24
Table 4.24: Tollable traffic in Homogenous Section (2013) .............................................................. 24
Table 4.25: Summary of MSA ................................................................................................................ 24
LIST OF FIGURES
Fig 4.1: Vehiclewise variation in AADT along Jind to Haryana/Punjab Border ............................. 6
Fig. 4.2 a: Typical trend of hourly flow of passenger vehicles............................................................ 7
Fig. 4.2 b: Typical trend of hourly flow of goods vehicles .................................................................. 7
Fig. 4.2 c: Typical trend of hourly flow of all vehicles ......................................................................... 8
Fig. 4.3: Average Composition of Traffic ............................................................................................... 8
Fig. 4.4 a: Daily Variation of passenger traffic at Both Locations....................................................... 9
Fig. 4.4 b: Daily Variation of goods traffic at Both Locations ............................................................. 9
Fig. 4.4 c: Daily Variation of total traffic at Both Locations................................................................. 9
Fig. 4.5 a: Turning Moment flow Diagram at Narwana Hisar Intersection ................................. 14
Fig. 4.5 b: Turning Moment flow Diagram at Narwana Kaithal Intersection ............................. 15
Fig. 4.5 c: Turning Moment flow Diagram at Jind .............................................................................. 15

CHAPTER - 4: TRAFFIC SURVEYS AND ANALYSIS
4.1 INTRODUCTION
Traffic surveys have been carried out on the project corridor in order to identify present
and likely future scenarios and to device suitable remedial measures and to evolve
appropriate design method.
The primary objectives of these traffic surveys are to determine the characteristics of
traffic movement on the project corridor, collect historical data on traffic growth, assess
the future traffic growth rate during the design life of the project, determine the travel
pattern as well as type and weight of commodity carried by trucks, determine the
spectrum of axle loads and vehicle damage factors for different types of commercial
vehicles, determine the turning movement pattern of traffic at road intersections and
determine traffic bottlenecks.
4.2 METHODOLOGY
All these traffic surveys have been carriedout in accordance with the guidelines
specified by IRC: 9-1972 and IRC: 102-1988. The methodology adopted for the traffic
study is detailed below.
The project road corridor is divided into traffic homogeneous sections based on
change in traffic flow pattern.
The traffic surveys including classified traffic volume count, Origin Destination
survey and Alxe load survey is carried out for each traffic homogeneous section.
Speed and delay survey is carried out along the complete project road corridor to
identify the bottlenecks and critical locations along the project road.
The turning Moment survey, pedestrian crossing survey and Truck terminal survey
are carried out at major crossings and as per the critical locations identified and
discussed with the client.
4.3 HOMOGENEOUS SECTION

For the purpose of traffic analysis, based on the reconnaissance survey and study of
road network, the project road corridor has been divided into two homogeneous
sections. The homogeneous sections are presented in Table 4.1 below.
Table 4.1: Homogeneous sections for traffic survey
Homogeno Length
From km to km Remarks
us Section # (km)
Km 239+000 to km Haryana/Punjab Border to
HS 1 21.0
260+000 NH 65 Jn.
Km 260+000 to km
HS 2 47.0 NH 65 Junction to SH12 Jn.
307+000
Based on the homogenous sections as mentioned above traffic survey has been
performed at the following location as mentioned in Table 4.2

Table 4.2: The traffic surveys conducted for this project includes:
One Week Classified Traffic Km 267 (Near Narwana)
Volume count at 2 locations. Km 244 (Near Garhi)
Axle Load Survey at 1 location. Km 236 (Haryana Punjab Border)
Origin and Destination Survey Km 259 (Near Narwana)
at 1 locations.
Speed-Delay Surveys for the Entire Project Corridor
entire project road.
Turning Movement Surveys for Km 297 at Jind
8 hours at 2 intersections. Km 262 Intersections with NH-65 (Narwana)
4.4 SEVEN DAYS CLASSIFIED TRAFFIC VOLUME COUNTS AT 8 LOCATIONS

Under the present study, the manual 7 days traffic volume counts were carried out at
two locations round-the-clock. The survey stations have been located away from urban
agglomerations and villages to minimize interference of local traffic. The locations of
each classified traffic volume count survey are presented in Table 4.3 below.
Table 4.3: Classified Traffic Volume Count Locations
Section Classified Traffic Survey Points
ID Chainage Location
HS 1 Km 244 Near Khanauri
HS 2 Km 267 Near Narwana
The vehicle classification system as per IRC: SP- 19:2001 was followed. This study
would help in realistic forecast of traffic volume for lane configuration, pavement
design, to optimize the cost of improvement and realistic approach in assessing
economic and financial viability. Classified manual traffic counts have been recorded in
15 minutes intervals, using Tally marks on a standard format.
The survey data was analyzed to bring out the following traffic characteristics:
Daily variation of traffic volume
Average hourly variation of traffic volume
Average composition of traffic
Average Daily Traffic (ADT)
Annual Average Daily Traffic (AADT)
Directional distribution of traffic
Classified traffic volume count survey are enclosed in Annexure 4.1
4.4.1 Daily Variation of Traffic

The daily traffic volume count has been carried out at 2 locations considering the traffic
intensity and merging and diverging traffic on the project road corridor. To convert the
mixed traffic into common unit, passenger car unt factor is used as given in IRC 102:
1988. Adopted equivalent passenger car units for the study have been presented in
Table 4.4.

Table 4.4: PCU Adopted

Vehicle Type PCU Values
2Wheeler /Cycles 0.5
Car/Jeep/Van/3Wheeler 1.0
Minibus/LCV/Tractor (without Trailer) 1.5
Cycle Rickshaw 2.0
Bus/2 Axle Truck/3 Axle Truck 3.0
Articulated Truck/Tractor with Trailor 4.5
Animal Cart 6.0
A summary of traffic data in terms of Annual Average Daily Traffic (ADT) and
Passenger Car Unit (PCU) has been presented in Table 4.5 to have better appreciation.
Table 4.5: Classified Traffic Volume Count at two Locations
Vehicle Type PCU Factors Km 244 Km 267
Scooter/Motor Cycle 0.5 1255 2506

FAST MOVING VEHICLES
Auto Rickhaw 1.0 24 302

Car/Jeep/Van 1.0 1285 2651
Mini Bus 1.5 18 47
Bus 3.0 100 225
Tempo/LCV 1.5 574 596
2 Axle 3.0 580 820
3 Axle 3.0 753 610
Articulate 4.5 250 187
Tractor & Tractor Trailer 4.5 180 202
SLOW
Cycle 0.5 133 294

Others 3 34 75
ADT TOTAL 5186 8515
(PCU) 9227 12258
Average Daily Traffic (ADT) has been converted into Annual Average Daily Traffic
(AADT) by using seasonal correction factor (SCF). SCF has been derived from fuel sale
data gathered from various petrol pumps along the corridor of the project. Table 4.6
gives the SCF used for various survey points.
Table 4.6: Seasonal Correction Factor at two Locations
Km 244 Km 267
SCF/ Passenger Vehicles 0.95 1.02
Scf Goods Vehicle 1.06 1.08
The vehicle wise ADT (Average daily Traffic) for all the locations is summarised in Fig.
4.1. Maximum contribution to the traffic is of cars and two wheelers at both the
location. Heavy vehicles are more or less same in number at both the locations as shown
in the Figures below.

THE Louis Berger Group, Inc. Detailed Project Report for Rehabilitation and Upgrading to 4-lane Configuration of
Distribution of Traffic at Different Locations

3000
N u m b e r o f V e h ic le s
2500
2000
Km 244
1500
Km 267
1000
500
0
2 A x le T ru c k
4 -6 A x le
C a r/J e e p /
A m b u la n c e ,
F ire T e n d e r,
T o n g a /B u llo c
T ra c to r w ith
S td . B u s
O th e rs
R ic k s h a w
T ru c k s
T ra ile r
A u to
Van
C a rt
Type of Vehicles
Fig 4.1: Vehiclewise variation in AADT along Jind to Haryana/Punjab Border

4.4.2 Average hourly variation of traffic volume

Average hourly variation of traffic indicates that the passenger vehicles ply more from 8
AM to 6 PM and significant amount of goods vehicle move in night also. The figure
below shows the typical trend of hourly variation of traffic on the project road.
Hourly Variation of Passenger Vehicles
250
Number of Vehicles
200
150 Km 244
100 Km 267
50
0
12
14
16
18
20
22
10
Time
Fig. 4.2 a: Typical trend of hourly flow of passenger vehicles
Hourly Variation of Goods Vehicles
140
N umber of Vehicles
120
100
80 Km 244
60 Km 267
40
20
0
2
8
12
14
16
18
20
22
10
Time
Fig. 4.2 b: Typical trend of hourly flow of goods vehicles

Hourly Variation of Total Vehicles
600
Number of Vehicles
500
400
Km 244
300
Km 267
200
100
0
12
14
16
18
20
22
10
2
8
Time
Fig. 4.2 c: Typical trend of hourly flow of all vehicles
4.4.3 Average composition of traffic

The average composition of traffic shows passenger vehicle comprising maximum
traffic all along the corridor followed by Trucks. At Khanauri goods vehicle comprise
very high as compared to other location.
Fig. 4.3: Average Composition of Traffic
Daily Variation of Traffic: The daily traffic varies with total traffic being lowest on
Friday and highest on Thursday given in Fig. 4.4. The below figure shows passenger
vehicles prominency during weekends and goods vehicles are more prominent during
Tuesday and Wednesday.

Daily Variation of Passenger Vehicles
4000
Number of Vehicles
3500
3000
2500
Narwana
2000
Khanauri
1500
1000
500
0
Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7
Day
Fig. 4.4 a: Daily Variation of passenger traffic at Both Locations
Daily Variation of Goods Vehicles
3000
Number of Vehicles
2500
2000
Narwana
1500
Khanauri
1000
500
0
Day
Fig. 4.4 b: Daily Variation of goods traffic at Both Locations
Daily Variation of All Vehicles
16000
Number of Vehicles
14000
12000
10000
Narwana
8000
Khanauri
6000
4000
2000
0
Day
Fig. 4.4 c: Daily Variation of total traffic at Both Locations

4.4.4 Directional Distribution of Traffic

From the analysis of classified traffic volume count the consultant arrived at a
directional distribution. Directional split of traffic flow at each location is calculated and
given in following table:
Table 4.7: Direction Distribution of Traffic the different Locations
Haryana Punjb Haryana Punjb
Chainage Location
Border to Jind Border to Jind
Km 244 Khanauri 52.08 47.92
Km 267 Narwana 51.95 48.05
This is a useful input for capacity analysis and pavement design. The directional split is
almost same i.e. near 50% each and is considered for traffic loading in pavement design.
4.5 TRAFFIC GROWTH AND PROJECTIONS
4.5.1 Trend Analysis

Average annual growth of traffic as derived from Registered Motor Vehicles in India is
given in Table 4.8.
Table 4.8 Registered Motor Vehicles in India -1996-2004 (In Thousands)
Car, Goods
Year (As On 31st All Two Jeeps
Buses
March) Vehicles Wheelers and
Vehicles Others
Taxis
1996 33786 23252 4204 449 2031 3850
1997 37332 25729 4672 484 2343 4104
1998 41368 28642 5138 538 2536 4514
199 44875 31328 5556 540 2554 4897
2000 48857 34118 6143 562 2715 5319
2001 54991 38556 7058 634 2948 5795
2002 58924 41581 7613 635 2974 6121
2003 67007 47519 8599 721 3492 6679
2004(P) 72718 51922 9451 768 3749 6828
Growth Rate (%) 10.08 10.58 10.68 7.054 8.107 -
It is one of the parameter to be considered while finalizing the growth rates for the
proposed Expressways.
4.5.2 Net State Domestic Product- Population

The NSDP, population and Per Capita Income over the period from 1999 to 2007 is
shown in Table 4.9 to 4.15.
Table 4.9 Net State Domestic Product (NSDP) Per Capita

Year Net State Domestic Product- NSDP - Punjab
2005 24349.50
2006 25915.50
Chapter - 4: Traffic Surveys and Analysis 4 - 10

Year Net State Domestic Product- NSDP - Punjab

2007 28584.00
2008 32755.50
2009 38367.00
4.5.3 Population Growth

The population growth of Punjab is shown in Table 4.10. The decennial growth varies
from 1.8 percent to 2.8 % per year.
Table 4.10 Population and Decennial Growth in India Haryana
India Punjab
Population Population Growth-rate
Year (Thosands) Growth-rate (%) (Millions) (%)
1971 548.16 9.62
1981 685.18 25 13.29 23.89
1991 846.42 23.87 16.96 20.81
2001 1028.74 21.54 21.08 20.1
4.5.4 Vehicle growth in Punjab

The vehicle growth in Punjab state is shown in Table 4.11
Table 4.11 Vehicles Registered in Haryana & Districts in Study area
Year (As On All Two Car, Jeeps Mini

31st March) Vehicles Wheelers and Taxis Bus Buses LCV Trucks
2003 2278489 1356957 321260 33258 8091 49160 126109
2004 2547910 1526404 375088 37841 9369 58325 147667
2005 2853667 1729236 419879 43239 11297 67991 166437
2006 3087026 1881174 485453 45858 19986 74494 176046
2007 3538297 2182669 568758 52620 22101 84710 200188
4.5.5 Per Capita Income (PCI)

The Per Capita Income (PCI) of Punjab is given in Table 4.12.
Table 4.12 per Capita Income (at Constant 1999-2000 Prices)
Year Per Capita Income (Rs)
1999-2000 23121
2000-2001 25484
2001-2002 27964
2002-2003 30380
2003-2004 33910
2004-2005 37648
2005-2006 41988
2006-2007 49038
Growth Rate 2.27%

4.5.6 Projected Growth Rates Based On Elasticity Values

Based on the estimated elasticity values and forecast growth rate of economic variables,
the future annual compound growth rates for each type of vehicle was computed using
following model.
Tgr = ((1+Pgr)*(1+PCI gr)-1)*100*E
Where,
Tgr = Traffic Growth Rate
Pgr = Population Growth Rate
PCI gr = Per Capita Income Growth Rate
E = Elasticity value
The above model is primarily used for passenger vehicles and assigned equal weightage
to population and per capita income. Similarly the model applied for estimating
growth rate of goods vehicles is as follows:
Tgr = NSDP gr * 100*E
Where,
Tgr = Traffic Growth Rate
NSDP gr = growth rate of NSDP (in real terms)
E = Elasticity value
The likely growth rate of vehicles is worked out based on the above model and projected
socio economic variables are given in Table 4.13
Table 4.13 Traffic Growth Rate Estimates
Base 2006- 2012- Beyond
Item (Average) 2011 2016 2016
GDP (India) 6.86 7.0 8.0 8.0
Elasticity (Haryana w.r.t
GDP) 0.6 0.72 0.74 0.74
NSDP 4.74 5.04 5.93 5.93
PCI 2.27 3.18 4.16 4.16
Pop 1.85 1.8 1.7 1.7
Elasticity Values given by Road Development Plan and ADB Guidelines
Two & Three Wheelers 2.3 2.1 2.1
Car/Van/Jeep 1.6 1.5 1.4
Bus/Mini Bus 1.3 1.2 1.1
All Trucks 1.4 1.2 1.1
Growth Rates
Two & Three Wheelers 11.59 12.46 12.46
Car/Van/Jeep 8.06 8.90 8.31
Bus/Mini Bus 6.55 7.12 6.53
All Trucks 7.06 7.12 6.53

4.5.7 Recommended Growth Rates for Traffic Forecast

The growth rates estimates were subjected to scenario analysis and the most likely case
was adopted for the purpose of the present study. The traffic growth estimates scenario
is based on the likely growth of the Indian economy and its relationship to the growth
in the state economy. It has been observed the elasticity of the growth in state economy
to that of national economy is about 0.6. The most likely growth scenario is based on the
observation on the growth of Indian economy and its future expectations. The
optimistic growth scenario assumes a 20% increase and the pessimistic scenario
considers a 20% decrease over the most likely growth scenario. Based on it, the
projections of the traffic for the three scenarios are presented in Table 4.14
Table 4.14 Projected Growth rates of Vehicles in Haryana
Elasticity 1.0505 0.8011 0.92 0.9706 0.8028
Car Mini Bus Bus LCV Truck
2010-12 9.50% 7.20% 8.3% 10.40% 8.60%
2013-17 8.50% 6.50% 7.4% 9.10% 7.60%
2018-22 7.50% 5.70% 6.6% 8.00% 6.60%
2023-27 6.70% 5.10% 5.9% 7.10% 5.90%
2028-32 6.10% 4.70% 5.4% 6.40% 5.30%
after 2032 5.80% 4.40% 5.1% 6.10% 5.00%
As for the project 2010-2012 is taken as construction period and growth rate is
substracted by 2% for each vehicle kind for analysis. In this exercise wherever growth
rate is less than 5% it is assumed traffic will grow at 5% as per NHAI Manual for four
laning.
4.6 GENERATED (INDUCED + DIVERTED) TRAFFIC

Induced: The improvement to infrastructure on this project corridor, adding paved
shoulders to the existing two lanes, will not generate any additional traffic
Diverted: No Traffic Diversion is expected on this corridor after project
implementation
4.7 TURNING MOVEMENT SURVEY

The turning movement survey has been carried out during peak hours in the morning
(8:00 AM to 12:00 Noon) as well as in the evening (4:00 PM to 8:00 PM) for estimation of
peak hour traffic.
The methodology for the surveys was as per IRC: SP: 41-1994. The data derived from
the survey was analyzed to identify requirements of suitable remedial measures, such
as construction of Underpasses, Fly-overs, Interchanges, and Grade-separated
intersections. Intersections with high traffic volume requiring special treatments either
presently or in future are identified.
A total of 3 intersections were selected for conducting turning movement survey.
Summary of the turning movement survey is presented herewith in the following

Figures 4.5 (a to c) and the observed traffic in terms of PCU/Hour (Peak Hour) is also
showon in the same figures.
1. Km 297 at Jind
2. Km 262 Intersections with NH-65 at Narwana with Kaithal
3. Km 262 Intersections with NH-65 at Narwana with Hisar
C Hisar
Year Total Veh PCU's
Veh
364
2010 933 1378
2020 1520 2244
365
2030 2476 3655
Peak Hour 6:15 Pm -7:15 Pm
257 107
195
389 132 327
N a rw a n a
J in d
170
242 72 179
A
B
Fig. 4.5 a: Turning Moment flow Diagram at Narwana Hisar Intersection

B Kaithal
Veh
443
2010 1213 1215
2020 1976 1978
702
2030 3218 3222
Peak Hour 6:15 Pm -7:15 Pm
205 238
352
219 14 366
N a rw a n a
J in d
350
399 49 287
C
A
Fig. 4.5 b: Turning Moment flow Diagram at Narwana Kaithal Intersection
C NH-71
864
499
476 334 54
117
B B u s S ta n d
1343 354 621

150
C ity
119
880 324 453
437
D

513 263 75
Veh
2010 3216 3862
921
2020 5239 6290
2030 8533 10246
851
Peak Hour 8:00 AM to 9:00 AM
A Narwana
Fig. 4.5 c: Turning Moment flow Diagram at Jind

4.7.1 Requirement of Grade Separator:

As per IRC 62-1976 Grade Separator should be provided at intersection of divided rural
highway if ADT (fast vehicles) at the cross roads within the next 5 years exceeding
5000nos.
As per IRC 92-1987 an interchange may be justified where at Grade intersection fails to
handle the volume of traffic resulting in serious congestion and frequent choking of
intersection. This situation may arise when the total traffic exceeds of 10000 PCUs per
hour.
After the analysis as shown in the respective figures none of the intersections require
grade seperartion or interchange in coming future. However for traffic safety and free
flow of traffic underpasses can be provided in NH/SH crossings wherever feasible.
4.8 AXLE LOAD SURVEY

To arrive at traffic loads for design of pavement the consultant carried out axle load
survey at km 262 near Narwana. Due to the requirement of stopping a vehicle for
weighing, it is not possible to weigh all the commercial vehicles passing through site.
About 10 to 25 % of commercial vehicles were stopped for weighing in the 24 hour
duration (one day) on a random sampling basis to have an idea of vehicle Damage
Factor (VDF). The summary of VDF calculated for commercial vehicles on the basis of
the axle load survey carried out at two locations on the project road corridor is
presented in Table 4.15, for details refer Annexure 3.7.
Table 4.15: VDF Values
Sl Km 262
Vehicle Type
No
Jind to Haryana Punjab Border 0.84
1 LCV
Haryana Punjab Border to Jind 1.57
2 2 Axle
Haryana Punjab Border Jind 9.03
3 3 Axle
4 M Axle
5 Bus
4.9 O & D ANALYSIS

Origin and Destination survey was conducted by roadside interview method at five
locations for passenger and goods vehicles for one day (24 hours).This survey has been
used to obtain the travel characteristics of goods and passenger vehicles and to
determine the through traffic.
The survey has been carried out by deploying a group of enumerators under the
supervision of engineers. The questionnaire prepared for the O-D survey was filled up
by the enumerators by stopping the vehicles and interviewing the road users.
Resentment to answer the questions was observed.

The O-D survey was carried out on random sample basis and sample size obtained and
the expansion factor for each vehicle type is given in Table 4.16.
To have a complete traffic scenario and to work out the through traffic the consultant
prepared an O-D matrix which is presented in tables below.
Table 4.16: O & D Expansion Factor
Multi
2 Axle 3 Axle
Location Car Bus LCV Axle
Truck Truck
Turck
Km 259 (Near Narwana) 18.4 2.48 19.78 10.04 6.09 7.91
On an average 10% to 20% of each vehicle type has been stopped for O-D survey as the
expansion factor given above suggests.
The number of trips originating from and destined to any zone represents the influence
of that zone in traffic generation/attraction. As our project corridor is very vast, the O-D
Zoning has ben done location specific as shown below.
O-D Zoning Codes for Different Locations.
Narwana
1 Patran/Jakhal
2 Narwana
3 Jind
4 khanauri
5 Tohana
6 West Haryana
7 East Haryana
8 North Haryana
9 South Haryana
10 Punjab,Himachal,J&K
11 Delhi,U.P,Uttranchal
12 M.P,Chatrtisgarh and East India
13 Maharashtra,Goa,Gujarat,South India
Highlighted Zones are considered to be internal zones, remaning as External zone.

Discussions: Internal to internal zones means trips origin and destination with in the
project corridor and immediate surroundings. Internal to External zones means trips
originating from project corridor and destined to beyond the project corridor. External
to Internal zones means trips originating from outside the project corridor and destined
to with in the project corridor, and External to External zones means trips originating
and destined form out side the project corridor.
Therefore through traffic is considered as - 50% of the external to internal & internal to
external traffic, plus 100% of external to external traffic. The through traffic and their
percentages are given in the respective tables below. Sample O-D Matrix is given in
Table 4.17 below.

Table 4.17: OD Matrix at Location Narwana (Total Vehicles)

OD 1 2 3 4 5 6 7 8 9 10 11 12 13
1 0 7 7 0 0 0 0 0 7 0 0 0 0
2 15 30 52 207 126 0 37 15 15 244 22 0 0
3 0 44 0 111 15 0 0 7 0 111 0 0 0
4 0 118 44 0 0 0 0 0 22 22 15 0 0
5 0 66 0 0 0 0 0 0 0 0 7 0 0
6 0 0 0 0 0 0 0 0 0 0 0 0 0
7 0 44 7 0 7 0 0 0 0 89 7 0 0
8 0 7 7 0 0 0 0 0 15 15 0 15 7
9 0 15 0 7 0 0 7 0 0 148 7 0 0
10 0 103 126 7 0 7 15 0 81 7 192 52 155
11 0 15 0 0 7 0 0 0 7 429 0 0 7
12 0 0 0 0 0 0 0 7 0 52 0 7 0
13 7 22 0 15 0 0 0 52 0 148 7 0 7
Table 4.18: Percentage through Traffic at Survey Location

Vehicle/Location Narwana
Car 54.51
Mini Bus + Bus 58.82
LCV 62.50
2 Axle Truck 81.58
3 Axle Truck 83.33
Multi Axle Truck 88.64
4.10 WILLINGNESS TO PAY

Willingness to pay is an important aspect of any traffic survey. This shows the
percentage of people willing to pay for the better facility provided for the project. In this
project following table gives the percentage of people willing to pay toll for improved
facility.
Table 4.19 Percentage of People Willing to pay for improved Facility
Narwana
Yes 83%
Passenger
No 17%
Yes 62%
Commercial
No 28%
Above table shows a majority of traffic is willing to pay for the new improved facility.
4.11 SPEED AND DELAY

Speed and delay studies are intended to provide information of road sections subject to
undue traffic congestion and delay. Also the other factors responsible for reduced travel

speeds are noted and presented in table below. These data are used to suggest suitable
remedial measures so as to improve the over all travel speeds on the project corridor.
Speed and delay survey were carried out by moving car observer method during peak
hours and off peak hours on normal day. Journey speed is one of the parameters that
reveal the level of service (LOS) provided by the facility to the road users. The average
stream speed on the project corridor varies from 51 KMPH to 62 KMPH as shown in the
Table 4.20. The speed represents no significant traffic congestion along the project road
corridor.
Table 4.20: Speed and Delay Characteristics
Chainage Journey
Distanc Speed Delay
Section Time Remarks
Start End e (Km) (KMPH) (Sec)
(Sec)
Delay was caused due
to populated areas
Jind to
307.00 264.00 43.0 2976 52 459 along the stretch and
Narwana
tremendous amount of
local traffic at Jind.
Delay was caused due
to higher percentage of
Narwana goods vehicle plying
to on the road and poor
Haryana/ 264.00 239.00 25.00 1765 51 270 geometry of the road.
Punjab Also revenue collection
Border at Haryana Punjab
Border causes major
delay.
4.12 TRAFFIC PROJECTIONS AND CAPACITY ANALYSIS

The AADT values for the two locations were projected with the above growth rates and
for both the scenarios for 20 years period has been carried out. Projected traffic values
for these locations are given Table 4.21 to 4.22 below.

Table 4.21: Traffic Projection at km 244 (Khanauri)

Year Vehicle Type Total Volume
Car/ Mini Multi Tractor &
2 Axle 3 Axle Scooter/Motor Auto
Jeep/ Bus/ Bus Axle Tractor Cycle Others No. PCU
Truck Truck Cycle Rickhaw
Van LCV Truck Trailer
2010 1,285 592 100 580 753 250 1,255 24 180 133 34 5,186 9,227
2011 1,349 622 105 609 791 263 1,318 25 189 140 36 5,445 9,688
2012 1,417 653 110 639 830 276 1,384 26 198 147 37 5,718 10,173
2013 1,488 685 116 671 872 289 1,453 28 208 154 39 6,003 10,681
2014 1,562 720 122 705 915 304 1,525 29 219 162 41 6,304 11,215
2015 1,640 756 128 740 961 319 1,602 31 230 170 43 6,619 11,776
2016 1,722 793 134 777 1,009 335 1,682 32 241 178 46 6,950 12,365
2017 1,808 833 141 816 1,060 352 1,766 34 253 187 48 7,297 12,983
2018 1,899 875 148 857 1,113 369 1,854 35 266 197 50 7,662 13,632
2019 1,993 918 155 900 1,168 388 1,947 37 279 206 53 8,045 14,314
2020 2,093 964 163 945 1,227 407 2,044 39 293 217 55 8,447 15,030
2021 2,198 1,013 171 992 1,288 428 2,146 41 308 227 58 8,870 15,781
2022 2,308 1,063 180 1,042 1,352 449 2,254 43 323 239 61 9,313 16,570
2023 2,423 1,116 189 1,094 1,420 471 2,366 45 339 251 64 9,779 17,399
2024 2,544 1,172 198 1,148 1,491 495 2,485 48 356 263 67 10,268 18,269
2025 2,671 1,231 208 1,206 1,565 520 2,609 50 374 276 71 10,781 19,182
2026 2,805 1,292 218 1,266 1,644 546 2,740 52 393 290 74 11,320 20,141
2027 2,945 1,357 229 1,329 1,726 573 2,876 55 413 305 78 11,886 21,148
2028 3,093 1,425 241 1,396 1,812 602 3,020 58 433 320 82 12,481 22,206
2029 3,247 1,496 253 1,466 1,903 632 3,171 61 455 336 86 13,105 23,316
2030 3,409 1,571 265 1,539 1,998 663 3,330 64 478 353 90 13,760 24,482
2031 3,580 1,649 279 1,616 2,098 696 3,496 67 501 371 95 14,448 25,706
2032 3,759 1,732 293 1,697 2,203 731 3,671 70 527 389 99 15,170 26,991
*Traffic Projection is as per 5% Growth Per Year

Table 4.22: Traffic Projection at km 267 (Narwana)

Car/ Mini Multi Tractor &
2 Axle 3 Axle Scooter/Motor Auto
Jeep/ Bus/ Bus Axle Tractor Cycle Others No. PCU
Truck Truck Cycle Rickhaw
Van LCV Truck Trailer
2010 2,651 643 225 820 610 187 2,506 302 202 294 75 8,515 12,258
2011 2,784 675 236 861 641 196 2,631 317 212 309 79 8,941 12,871
2012 2,923 709 248 904 673 206 2,763 333 223 324 83 9,388 13,514
2013 3,069 744 260 949 706 216 2,901 350 234 340 87 9,857 14,190
2014 3,222 782 273 997 741 227 3,046 367 246 357 91 10,350 14,900
2015 3,383 821 287 1,047 779 239 3,198 385 258 375 96 10,868 15,645
2016 3,553 862 302 1,099 817 251 3,358 405 271 394 101 11,411 16,427
2017 3,730 905 317 1,154 858 263 3,526 425 284 414 106 11,981 17,248
2018 3,917 950 332 1,212 901 276 3,703 446 298 434 111 12,581 18,111
2019 4,113 998 349 1,272 946 290 3,888 469 313 456 116 13,210 19,016
2020 4,318 1,047 367 1,336 994 305 4,082 492 329 479 122 13,870 19,967
2021 4,534 1,100 385 1,402 1,043 320 4,286 517 345 503 128 14,564 20,965
2022 4,761 1,155 404 1,473 1,095 336 4,500 542 363 528 135 15,292 22,014
2023 4,999 1,212 424 1,546 1,150 353 4,725 569 381 554 141 16,056 23,114
2024 5,249 1,273 445 1,624 1,208 370 4,962 598 400 582 148 16,859 24,270
2025 5,511 1,337 468 1,705 1,268 389 5,210 628 420 611 156 17,702 25,484
2026 5,787 1,404 491 1,790 1,332 408 5,470 659 441 642 164 18,587 26,758
2027 6,076 1,474 516 1,879 1,398 429 5,744 692 463 674 172 19,517 28,096
2028 6,380 1,547 541 1,973 1,468 450 6,031 727 486 708 180 20,492 29,500
2029 6,699 1,625 569 2,072 1,541 473 6,333 763 510 743 190 21,517 30,975
2030 7,034 1,706 597 2,176 1,619 496 6,649 801 536 780 199 22,593 32,524
2031 7,386 1,791 627 2,284 1,699 521 6,982 841 563 819 209 23,722 34,150
2032 7,755 1,881 658 2,399 1,784 547 7,331 883 591 860 219 24,909 35,858

Projected Traffic Volume (AADT) - Tollable

Road Section: Haryana Punjab Border to Jind - Km 244
Car/
Mini Multi
Jeep/ 2 Axle 3 Axle
Year Bus/ Bus Axle No. PCU
Van/ Truck Truck
LCV Truck
LMV
2010 1,285 592 100 580 753 250 3,560 7,597
2011 1,349 622 105 609 791 263 3,738 7,977
2012 1,417 653 110 639 830 276 3,925 8,376
2013 1,488 685 116 671 872 289 4,121 8,794
2014 1,562 720 122 705 915 304 4,327 9,234
2015 1,640 756 128 740 961 319 4,544 9,696
2016 1,722 793 134 777 1,009 335 4,771 10,181
2017 1,808 833 141 816 1,060 352 5,009 10,690
2018 1,899 875 148 857 1,113 369 5,260 11,224
2019 1,993 918 155 900 1,168 388 5,523 11,785
2020 2,093 964 163 945 1,227 407 5,799 12,375
2021 2,198 1,013 171 992 1,288 428 6,089 12,993
2022 2,308 1,063 180 1,042 1,352 449 6,393 13,643
2023 2,423 1,116 189 1,094 1,420 471 6,713 14,325
2024 2,544 1,172 198 1,148 1,491 495 7,049 15,042
2025 2,671 1,231 208 1,206 1,565 520 7,401 15,794
2026 2,805 1,292 218 1,266 1,644 546 7,771 16,583
2027 2,945 1,357 229 1,329 1,726 573 8,160 17,412
2028 3,093 1,425 241 1,396 1,812 602 8,568 18,283
2029 3,247 1,496 253 1,466 1,903 632 8,996 19,197
2030 3,409 1,571 265 1,539 1,998 663 9,446 20,157
2031 3,580 1,649 279 1,616 2,098 696 9,918 21,165
2032 3,759 1,732 293 1,697 2,203 731 10,414 22,223

Road Section: Haryana Punjab Border to Jind - Km 267

Car/
Mini Multi
Jeep/ 2 Axle 3 Axle
Year Bus/ Bus Axle No. PCU
Van/ Truck Truck
LCV Truck
LMV
2010 2,651 643 225 820 610 187 5,136 9,422
2011 2,784 675 236 861 641 196 5,393 9,893
2012 2,923 709 248 904 673 206 5,662 10,388
2013 3,069 744 260 949 706 216 5,946 10,907
2014 3,222 782 273 997 741 227 6,243 11,452
2015 3,383 821 287 1,047 779 239 6,555 12,025
2016 3,553 862 302 1,099 817 251 6,883 12,626
2017 3,730 905 317 1,154 858 263 7,227 13,258
2018 3,917 950 332 1,212 901 276 7,588 13,921
2019 4,113 998 349 1,272 946 290 7,968 14,617
2020 4,318 1,047 367 1,336 994 305 8,366 15,347
2021 4,534 1,100 385 1,402 1,043 320 8,784 16,115
2022 4,761 1,155 404 1,473 1,095 336 9,224 16,921
2023 4,999 1,212 424 1,546 1,150 353 9,685 17,767
2024 5,249 1,273 445 1,624 1,208 370 10,169 18,655
2025 5,511 1,337 468 1,705 1,268 389 10,677 19,588
2026 5,787 1,404 491 1,790 1,332 408 11,211 20,567
2027 6,076 1,474 516 1,879 1,398 429 11,772 21,595
2028 6,380 1,547 541 1,973 1,468 450 12,360 22,675
2029 6,699 1,625 569 2,072 1,541 473 12,978 23,809
2030 7,034 1,706 597 2,176 1,619 496 13,627 24,999
2031 7,386 1,791 627 2,284 1,699 521 14,309 26,249
2032 7,755 1,881 658 2,399 1,784 547 15,024 27,562

Design Service Volume of a 4 lane (as designed) is considered to be 27000 PCU per day
Table 4.23: Year Traffic reaching Design Service Volume
Homogenous Length Year for 4 Lane
From km to km
Section # (km) Construction
HS 1 Km 239+000 to km 260+000 21.0 2021
HS 2 Km 260+000 to km 307+000 47.0 2017
4.13 TOLLABLE TRAFFIC

Based on the data derived from Classified Volume Count the magnitude of traffic
which will be tollable on the various homogenous sections for the year 2013 is given in
table below.
Table 4.24: Tollable traffic in Homogenous Section (2013)
Total
Homogen Multi Total
2 Axle 3 Axle Number
ous Car Minibus Bus Axle Traffic
Truck Truck of
Section # Truck in
Vehicle
PCU
HS 1 1,488 685 116 671 872 289 4121 8794
HS 2 3,069 744 260 949 706 216 5946 10907
Appropriate growth rates can be applied to this traffic to derive the toll-able traffic for
the subsequent years.
4.14 MILLION STANDARD AXLE (MSA)

The MSA for botht the homogeneous sections is calculated for 10 years and 20 years
design period. The basic data for the calculation of MSA is considered as
1) Base year traffic as presented in table 4.5
2) Growth rate as presented in table 4.14
3) VDF values as presented in table 4.15
The table below presents the MSA for the design period of 10 years and 20 years. The
Calculations are given in Annexure 4.2.
Table 4.25: Summary of MSA
Traffic Homogenous Section and existing km MSA (10 Years) MSA (15 Years)
HS-01 (239.00 to 264.00) 40 65
HS-02 (264.00 to 307.00) 40 70

CHAPTER 5: IMPROVEMENT
PROPOSALS AND DESIGN
TABLE OF CONTENTS
CHAPTER 5: IMPROVEMENT PROPOSALS AND DESIGN ....................................................................1

5.1 GENERAL ......................................................................................................................................1
5.2 PROPOSED CONFIGURATION ................................................................................................1
5.3 ALIGNMENT ................................................................................................................................1
5.4 ITEM DETAILED FOR DESIGN STANDARDS .......................................................................1
5.5 CAPACITY STANDARDS...........................................................................................................2
5.6 IMPROVEMENT TO CROSS SECTIONAL ELEMENTS ........................................................2
5.7 WIDENING ...................................................................................................................................2
5.8 VERTICAL PROFILE..................................................................................................................10
5.9 PAVEMENT ................................................................................................................................10
5.10 SHOULDERS ...............................................................................................................................10
5.11 CULVERTS ..................................................................................................................................10
5.12 BRIDGES ......................................................................................................................................15
5.13 CROSS-DRAINAGE (BRIDGES & CULVERTS) .....................................................................16
5.14 DRAINAGE .................................................................................................................................17
5.15 UNDERPASSES ..........................................................................................................................17
5.16 GRADE SEPARATOR/INTERCHANGE (3 NOS) ................................................................17
5.17 ROB (2 NOS.) ...............................................................................................................................18
5.18 MAJOR/MINOR JUNCTIONS .................................................................................................18
5.19 RECONSTRUCTION/RAISING SECTION ............................................................................20
5.20 PROPOSED SERVICE ROADS .................................................................................................21
5.21 REALIGNMENT AND BYPASS ...............................................................................................21
5.22 GAPS IN MEDIANS ...................................................................................................................22
5.23 RAILINGS ....................................................................................................................................22
5.24 CRASH BARRIERS .....................................................................................................................22
5.25 BUS BAYS (14 NOS.) ...................................................................................................................22
5.26 ROAD SIGNS AND MARKINGS .............................................................................................22
5.27 ROAD DELINEATORS ..............................................................................................................23
5.28 TOLL PLAZA ..............................................................................................................................23
5.29 HIGHWAY LANDSCAPING ...................................................................................................23
5.30 ROAD FURNITURE ...................................................................................................................23
Chapter 5: Improvement Proposals and Design 5-i

LIST OF TABLES
Table 5.1: Categorization of elements for design standards ................................................................ 1
Table 5.2: Design service volumes for 2 lane/4 lane road in plain ..................................................... 2
Table 5.3: Widening Scheme ..................................................................................................................... 3
Table 5.4: Proposed Culverts ................................................................................................................. 11
Table 5.5: Details of New Minor Bridges and Rehabilitation ............................................................ 15
Table 5.6: Recommendations on Cross Drainage Structures of the Project ..................................... 17
Table 5.7: Details of Proposed Pedestrian/Cattle Underpasses ........................................................ 17
Table 5.8: Details of Proposed Grade Separator Intersections (Flyover) .......................................... 18
Table 5.9: Details of Proposed Railway Over Bridge .......................................................................... 18
Table 5.10: List of Existing Major Junctions ......................................................................................... 19
Table 5.11: List of Existing Junctions with Secondary Importance ................................................... 19
Table 5.12: Embankment Raising Sections ........................................................................................... 20
Table 5.13: Details of Service Roads/Slip Roads ................................................................................. 21
Table 5.14: Proposed Jind Bypass .......................................................................................................... 21
Table 5.15: Bus Bays and Bus Stops Locations ..................................................................................... 22
Chapter 5: Improvement Proposals and Design 5 - ii

CHAPTER 5: IMPROVEMENT PROPOSALS AND DESIGN
5.1 GENERAL
The existing NH-71 from Km 239.000 to Km 307.000 (from Haryana Punjab Border to
Jind in the State of Haryana) is two-lane National Highway with 7.0m to 7.5m wide
carriageway with paved shoulder and earthen shoulders varying from 1m to 2.5m on
either side. This Project corridor is considered as one package. Project road includes
Proposed Jind Bypass (Km. 0.000 to Km 15.650. The present submission of Final DPR
includes the strengthening and widening of existing two lane roads to Four Lane and
also construction of new Bypasses.
5.2 PROPOSED CONFIGURATION

The Project Highway shall be widened to four lane dual carriageway including kerb
shyness from design chainage Km.239.000 to Km. 292.711 on Existing NH-71 and
Chainage Km 0.000 to Km 15.650 on Jind Bypass(Proposed Bypass Chainages). It
provides for 4 laning of the Project Highway, which will consist of flexible pavement of
7.0 m width with 1.5 m paved shoulder and 2 m earthen shoulder on either side of
1.5/4.5m central median.
The Project Highway shall be widened to Four lane dual carriageway with 5.5/3.75 m
wide service road on both side for town portion like at Narwana and Uchana.
5.3 ALIGNMENT
The alignment of the existing two lanes National Highway has many substandard
curves. The existing alignment is being used with modifications to cater for the design
speed of 100 km per hour. The existing horizontal alignment is being followed for almost
entire road. The entire alignment has been improved to a designed speed of 100 Km per
hour.
Project road includes Proposed Jind Bypass (Km. 0.000 to Km 15.650.)
The bypass option study along with the realignments on both the sides of the road has
been submitted to the NHAI. The detailed topographical survey and other investigations
have been carried out on the finalised alignment.
5.4 ITEM DETAILED FOR DESIGN STANDARDS

The design standards of all the elements of a highway corridor can be grouped into the
following categories as given in Table 5.1.
Table 5.1: Categorization of elements for design standards
Category Design Element
Design Capacity Design service volume standards

Design capacity standards
Geometric Design Cross-sectional elements
Sight distance
Horizontal curves
Vertical curves
Pavement Design CBR, Traffic, Structural Strength
Grade Separators and Cross Drainage Underpasses
Chapter 5: Improvement Proposals and Design 5-1

Category Design Element
Structures Flyover
Bridges
Culverts
ROBs
Intersections and Interchanges. At grade intersections
Grade separated intersections
Acceleration and deceleration lanes
Slope protection Side slopes
Slope protection
Drainage system Longitudinal, cross drainage
Safety Measures and Road Furniture Guard rails & safety barriers
Road signage & pavement markings
Footpaths and sidewalks
Wayside Amenities Bus laybys, rest areas, Bus stops, Bus Laybys
and Truck Parking Terminal (as the case may
be)
5.5 CAPACITY STANDARDS

The main reference for the determination of standard capacities for roads in India is the
Indian Road Congress code (IRC: 64-1990). Table 5.2 summarizes the capacity standards
and design service volumes for various categories of roads in flat terrain for the peak
hour traffic in the range of 8-10% of design service level corresponding to a Level of
Service (Los) B with the curvature of the road being low (0-50 degrees per Km).
Table 5.2: Design service volumes for 2 lane/4 lane road in plain
Design Service Volume
Type
PCUs/day
2-Lane with Earth Shoulder 15,000
2-Lane with Paved Shoulder 17,250
4-Lane 27,000
(Source: IRC 64 1990)
5.6 IMPROVEMENT TO CROSS SECTIONAL ELEMENTS

4 lanes Section: 7 m carriageway with 4.5 m median in rural area. The paved shoulder
width of 1.5m and earthen shoulder width of 2.0 m on both sides is provided. Keeping
these basic requirements various typical cross sections are developed to meet the need of
land use along the project road.
5.7 WIDENING
The widening has been finalised keeping in view the geometry, utilities, Transformers,
pump houses, temples and other important features, which are difficult to shift for the
road widening.

In the Draft & Final Feasibility report, options of widening were proposed. Their pros &
cons have been discussed and finalised widening scheme has been made based on the
principle of better geometry and least land acquisition. In the built up areas, concentric
widening with 1.50m median irrespective of the width of right way has been proposed.
Width of Service road is 5.50/3.75 meter with kerb shyness on each side of the proposed
four lane highway wherever applicable.
The widening scheme for the project corridor is given in below Table 5.3.
Table 5.3: Widening Scheme
X-Section Location
No. (m) Widening
Dhabian Gujron
1 239.000 239.400 239.000 239.400 400 LHS Type-2A
Village
Pipaithan /
Pattawala Village
3 240.697 241.705 240.800 241.700 900 RHS Type-2A
5 242.509 244.890 242.500 244.880 2380 RHS Type-2A
6 244.890 245.590 244.880 245.580 700 RHS Type-2B
7 245.590 247.007 245.580 247.000 1420 RHS Type-2A
8 247.007 247.587 247.000 247.580 580 LHS Type-2B
9 247.587 252.615 247.580 252.600 5020 RHS Type-2A
11 253.414 258.668 253.400 258.540 5140 LHS Type-2A
14 261.988 263.888 261.800 263.700 1900 RHS Type-2B
15 263.888 268.813 263.700 268.700 5000 RHS Type-2A
16 268.813 270.238 268.700 270.150 1450 LHS Type-2B
18 270.638 274.331 270.550 274.190 3640 LHS Type-2A
Uchana Town /
Ghaso Bara
20 276.091 278.992 275.950 279.000 3050 LHS Type-2A
22 280.330 284.548 280.300 284.500 4200 LHS Type-2A
24 285.242 288.817 285.200 288.800 3600 RHS Type-2A
292.700/
0.000


X-Section Location
No. (m) Widening
15.650/
307.000

TYPE- 1A
CONCENTRIC WIDENING FROM EXISTING 4-LANE ROAD TO 4-LANE WITH PAVED SHOULDER AND
BOTH SIDE SERVICE ROAD (URBAN AREA)
TYPE- 1B
CONCENTRIC WIDENING FROM EXISTING ROAD TO 4-LANE WITH PAVED SHOULDER AND
BOTH SIDE SERVICE ROAD (URBAN AREA) : WITH LAND CONSTRAINT



TYPE- 3
NEW CONSTRUCTION 4-LANE ROAD AT BYPASS LOCATION

R.E. WALL R.E. WALL
R.C.C. DRAIN R.C.C. DRAIN

2.5% 2.5%
EXISTING GROUND
BC BC
DBM DBM
WMM WMM
GSB GSB
TYPE-4
MEDIAN WIDTH
CROSS SECTION AT STRUCTURE APPROACH
BUILT UP AREA = 1.5m
WITH SERVICE ROAD BOTH SIDE RURAL AREA = 4.5m

5.8 VERTICAL PROFILE

Vertical profile has been designed on the following parameters:
Deck levels of various bridges have been kept as per IRC stipulations i.e. HFL + Vertical
clearance + deck height + W.C.
Deck level of Underpasses (Vehicular) has been kept as
Existing Road Level + 5.5m + deck height + WC
Deck Level of culverts has been kept in such a way so as to avoid humps in the vertical
profile of the road
Deck level of Rail over bridge has been kept as
Rail Level + Vertical clearance for electric track + Deck height + WC
Else where, the road formation level has been kept as
Minimum GL or HFL + 0.5 m + Crust thickness
After ensuring above obligatory levels at various points, vertical profile has been
designed by providing smooth gradient. The maximum gradient is 3.3 percent;
5.9 PAVEMENT
The pavement width on existing two lanes is 7.0m to 7.5m. The additional two lanes are
also proposed to have carriageway width of 7.0m and a kerb shyness of 250mm. The
provision of overlay is based on Benkelman Beam test being made on the existing
pavement. The design period has been taken as 15 years. The pavement has been
designed based on IRC37:2001 and IRC58:2002 in respect of flexible and rigid pavement.
The Flexible Pavement has been proposed on the additional carriageway through out.
5.10 SHOULDERS
It is proposed to have 1.5m paved shoulders and 2 m earthen shoulder at the two ends of
each carriageway. The paved shoulders are proposed to have the same pavement as that
of main carriageway. The earthen shoulders are proposed to be provided with selected
soil.
5.11 CULVERTS
wall are observed in some of the culverts which require repairs.
Table 5.4 shows the details of proposed culverts.
Chapter - 5: Improvement Proposals and Design 5 - 10

Table 5.4: Proposed Culverts

A. Widening of Culvert
(a) Slab Culvert
Widening of Slab Culvert to Box
1 - 239.241 239.237 1x2.9
2 - 242.158 242.148 1 X 1.50
3 - 247.806 247.791 1x1.2
4 252/2 251.345 251.335 1 X 3.7
5 - 261.395 261.215 1X4
6 - 262.817 263.107 1 X 2.1
7 - 262.88 263.17 1 X 2.3
8 266/1 265.189 265.478 1X3
9 266/2 265.212 265.502 1X3
10 266/3 265.231 265.522 2X3
11 266/4 265.254 265.547 1X3
12 266/5 265.268 265.559 1X3
13 - 273.155 273.039 1 X 1.50
14 274/2 273.816 273.692 1X3
15 - 275.94 275.683 1X3
16 - 277.737 277.051 1x1.2
17 - 280.479 280.45 1 X 2.50
18 284/1 285.069 285.026 1X3
19 286/1 285.082 285.04 1X3
20 286/2 287.413 287.36 1X 2.50
In Jind Bypass
21 - Jind Bypass 0.690 1x1.45
(b) Pipe Culvert

1 - 239.098 239.097 1 X 0.9
2 240/2 239.812 239.816 1 X 0.9
3 241/1 239.957 240.060 1X1
4 - 240.448 240.590 1 X 0.9
5 241/3 240.875 240.866 1 X 0.9
6 - 241.144 241.140 1 X 0.9
7 - 241.750 241.735 1 X 0.9
8 - 245.176 245.165 1 X 1.20
9 - 245.507 245.496 1 X 1.20
10 247/1 246.611 246.599 1 X 1.20
11 - 246.946 246.935 1 X 0.9
12 - 247.529 247.520 1 X 0.9
13 - 248.891 248.891 1 X 0.9


14 250/1 249.012 249.002 1 X 0.9
15 - 250.463 250.449 1 X 0.9
16 252/1 251.132 251.115 1 X 0.9
17 252/3 251.990 251.974 1 X 0.9
18 - 252.446 252.428 1 X 0.9
19 254/1 253.297 253.280 1 X 1.20
20 - 255.243 255.225 1 X 0.9
21 - 255.582 255.564 1 X 0.9
22 - 256.032 255.987 1 X 0.9
23 257/2 256.721 256.674 1 X 0.9
24 - 257.070 257.019 1 X 1.20
25 - 258.103 257.965 1 X 0.9
26 - 258.180 258.045 1 X 0.9
27 - 263.064 263.371 1 X 0.9
28 - 263.508 263.816 1 X 0.9
29 - 266.553 266.553 1 X 0.9
30 - 267.092 267.025 1 X 0.9
31 - 267.830 267.714 1 X 0.9
32 - 269.010 268.874 1 X 0.9
33 - 269.149 269.010 1 X 0.9
34 - 270.445 270.352 1 X 0.9
35 - 270.463 270.372 1 X 0.9
36 - 271.785 271.752 1 X 0.9
37 - 272.734 272.661 1 X 0.9
38 - 273.086 272.971 1x0.9
39 - 273.280 273.165 1x0.9
40 - 274.063 273.920 1x1.2
41 - 276.262 276.107 1x0.9
42 - 278.396 278.413 1x0.9
43 - 279.070 279.076 1x0.9
44 - 280.066 280.036 1x0.9
45 281/2 280.577 280.547 1x0.9
46 281/3 281.860 281.831 1x0.9
47 282/1 282.300 282.271 1x0.9
48 283/1 283.224 282.324 1x0.9
49 288/1 288.044 288.026 1x0.9
50 - 288.518 288.500 1x0.9
51 - 289.175 289.160 1x0.9
52 - 290.415 290.402 1x0.9
53 - 291.005 290.984 1x0.9
54 - 292.393 292.382 1x0.9
In Jind Bypass
55 - Jind Bypass 0.107 1 x 0.90
56 - Jind Bypass 0.279 1 x 0.90
57 - Jind Bypass 0.446 1 x 0.90


58 - Jind Bypass 0.662 1 x 0.90
59 - Jind Bypass 0.673 1 x 0.90
60 - Jind Bypass 0.748 1 x 0.90
61 - Jind Bypass 0.825 1 x 0.90
62 - Jind Bypass 1.155 1 x 0.90
63 - Jind Bypass 1.258 1 x 0.90
64 - Jind Bypass 1.390 1 x 0.90
65 - Jind Bypass 1.492 1 x 0.90
66 - Jind Bypass 1.763 1 x 0.90
67 - Jind Bypass 1.901 1 x 0.90
B. Reconstruction
(a) Slab/Arch culvert to Box culvert
(km) (km) (m)
1 - 254.460 254.443 1x2.0
2 - 262.761 263.062 1x2.0
3 - 274.282 274.138 1x2.0
4 - 278.073 278.091 1x2.0
5 279.497 279.506 1x2.0
(b) Reconstruction of Slab culvert to Pipe culvert

1 - Jind Bypass 0.378 1x1.20
(c) Reconstruction of pipe culvert to Pipe Culvert

(km) (km) (m)
1 - 244.863 244.85 1x1.20
2 - 264.538 264.782 1x1.20
3 - 267.327 267.261 1x1.20
4 274/1 273.042 272.927 1x1.20
5 - 276.767 276.611 1x1.20
6 - Jind Bypass 2.216 1x1.20
7 - Jind Bypass 2.434 1x1.20
8 - Jind Bypass 2.649 1x1.20
9 - Jind Bypass 2.904 1x1.20
10 - Jind Bypass 3.371 1x1.20
11 - Jind Bypass 3.441 1x1.20
12 - Jind Bypass 3.782 1x1.20
13 - Jind Bypass 4.077 1x1.20


(km) (km) (m)
14 - Jind Bypass 4.320 1x1.20
15 - Jind Bypass 4.584 1x1.20
16 - Jind Bypass 4.924 1x1.20
17 - Jind Bypass 5.057 1x1.20
18 - Jind Bypass 5.417 1x1.20
19 - Jind Bypass 5.709 1x1.20
20 - Jind Bypass 6.230 1x1.20
21 - Jind Bypass 6.654 1x1.20
22 - Jind Bypass 7.000 1x1.20
23 - Jind Bypass 7.123 1x1.20
24 - Jind Bypass 7.263 1x1.20
25 - Jind Bypass 7.272 1x1.20
26 - Jind Bypass 7.482 1x1.20
27 - Jind Bypass 7.849 1x1.20
28 - Jind Bypass 8.026 1x1.20
29 - Jind Bypass 8.090 1x1.20
30 - Jind Bypass 8.208 1x1.20
31 - Jind Bypass 8.570 1x1.20
32 - Jind Bypass 8.755 1x1.20
33 - Jind Bypass 9.289 1x1.20
(c) New Culvert

(a) Box Culvert in Jind Bypass
Sl.No
(km) (km) (m)
(b) Pipe Culvert

Sl.No
(km) (km) (m)
10 Jind Bypass 12.624 1x1.20
11 Jind Bypass 12.820 1x1.20
12 Jind Bypass 13.160 1x1.20
13 Jind Bypass 13.740 1x1.20
14 Jind Bypass 14.160 1x1.20


Sl.No
(km) (km) (m)
15 Jind Bypass 14.688 1x1.20
16 Jind Bypass 15.033 1x1.20
5.12 BRIDGES
Major Bridges Inventory
Nil
Minor Bridges
There are 5 minor bridges along the total project corridor. Most of these bridges are RCC
Slab bridges. All of the minor bridges are made for irrigation purpose and proposed for
reconstruction.
Table 5.5: Details of New Minor Bridges and Rehabilitation
Repair Scheme for Existing Minor Bridges
Reconstruction of Existing Bridges

S.
No.
(km) (km) (m)
Dhamtan Sahib
LHS of Main
1 Distributary 245.300 245.187 1x12 1 x 10.0
Carriageway
Sirsa Branch
(Western Yamuna LHS of Main
2 262.950 263.140 1x12 1 x 35.0
Canal) Carriageway
Shudkain
RHS of Main
3 Distributary 268.950 268.819 1x12 1 x 10.0
Carriageway
Rehabilitation of existing bridge

S.
Name of Bridge Chainage Chainage Width (m) Arrangement
No. Side
(km) (km) (m)
Bhakra Main Line LHS of Main
1 247.400 247.304 1 x 12 1 x 31.5
Barwala Link Carriageway
New Construction
Sl.
No.
(Km) (Km) (m)
Dhamtan Sahib
RHS of Main
1 Distributary 245.300 245.187 1x12 1 x 10.0
Carriageway
Bhakra Main Line
RHS of Main
2 Barwala Link ** 247.400 247.304 1x12 1 x 31.5
Carriageway


Sl.
No.
(Km) (Km) (m)
Sirsa Branch
(Western Yamuna RHS of Main
3 262.950 263.140 1x12 1 x 35.0
Canal) Carriageway
Shudkain
LHS of Main
4 Distributary 268.950 268.819 1x12 1 x 10.0
Carriageway
Hansi Branch
(Western Yamuna
5 Jind Bypass 3.668 2x12 1 x 58.4 Both sides
Canal)
5.13 CROSS-DRAINAGE (BRIDGES & CULVERTS)

Following guidelines shall be followed in design and construction of cross drainage
structures:
i) All the cross drainage structures for the new carriageway shall be designed in such
way so that the outermost faces of the railing kerbs is equal to the roadway width of
the approaches.
ii) The existing structure, wherever possible, shall be widened i.e. extended to match
the new road cross sections.
iii) For bridges/ Grade separators covered median of the same width as of highway
shall be provided except in case of T-Beam type superstructure where open median
shall be provided with minimum 4.5 m gap including two parapet walls/crash
barrier of the bridges.
iv) The adequacy of the vent size for all culverts/bridges shall be ascertained through
detailed hydrological surveys. The Highest Flood Level / Maximum Supply Level
shall be properly assessed after collecting flood histories from local authorities /
local enquiries / Irrigation authorities.
v) Canal bridges shall be designed as per hydraulic requirements of irrigation
authorities. The construction plans shall be prepared as per closure schedule of
canals. Approval of GAD from irrigation department may be required. For smaller
canals, it may be preferred to plan single span canal bridges with foundations not
disturbing the canal bunds.
vi) The new bridge shall be so planned to not affect the foundations of existing bridge.
vii) The existing Pipe culverts in good conditions and adequate hydraulic capacity shall
be widened to new carriageway with NP-4 HP culverts. In case where the culverts
are structurally/ hydraulically inadequate shall be replaced by new culvert of
adequate size.
All the bridges for the new carriageway shall be designed for 70 R Loading. However
minor CD structures are proposed to be widened to four-lane highway configuration.
Improvement for the existing cross-drainage structures shall be made as summarized in
Table 5.6.

Table 5.6: Recommendations on Cross Drainage Structures of the Project

Total no.
Repair & New
Type of structures Reconstruction of
Widening Construction
Structures
Slab / Box Culvert 21 6 1 28
Hume Pipe Culvert 67 33 16 116
Minor Bridge 0 5 0 5
Design of Widening of Culvert as per IRC:SP:84-2009-Clause 7.7; Existing Culvert of

diameter 900 mm and above, which are in good condition and functioning satisfactory,
may be extended, using pipes of same diameter.
5.14 DRAINAGE
Drainage, both surface and subsurface, is essential for efficient and healthy functioning
of a road. Broadly, drainage has two aspects, namely
I. Cross-drainage works to ensure free and smooth movement of surface run-off
through bridges and culverts, so that there is no overtopping of road
II. Road Drainage, which ensures quick and safe disposal of water from road
surface and embankments through roadside drains to their respective outfalls.
The Road is divided into 3 sections i.e., built-up area with service road, built-up area
without service road and rural area. Road drainage is essential in the residential areas,
namely villages and towns. Drains are provided either on left or on right side or on both
sides depending on country slope with respect to road. Different types of drains have
been provided for the different areas, based on physical inspection and profile of the
road.
5.15 UNDERPASSES
Table 5.7 presents the details of proposed underpasses. The existing carriageway under
the underpasses shall be constructed with rigid pavement. The crossing road under the
underpasses shall also be constructed with rigid pavement up to 30 m distance on either
side.
Table 5.7: Details of Proposed Pedestrian/Cattle Underpasses

Proposed Total
Existing Design Name of Proposed Proposed Clear
S. clear Span Width of
Chainage Chainage Intersecting Structural Structure Height
no Arrangement Structure
(km) ** (km) Road Configuration Type (m)
(m) (m)
New 4 Lane
1 Bypass 13.980 Village Road R.C.C. Box 1X7 2 x 12 3.5
configuration
** Chainage along Jind bypass (Proposed Chainage)
5.16 GRADE SEPARATOR/INTERCHANGE (3 NOS)

The existing carriageway under the grade separators/interchanges shall be constructed
with rigid pavement. The crossing road under the grade separators/interchanges shall
also be constructed with rigid pavement up to 30 m distance on either side. The details of
Grade Separators are given in Table 5-8.

Table 5.8: Details of Proposed Grade Separator Intersections (Flyover)

Proposed
Design Name of Proposed Proposed Total
S. Existing Span
Chainage Intersecting Structural Structure Width of
no Chainage Arrange
** Road Configuration Type Structure
ment
SH 12
1 Bypass 2.050
(Hansi - 1 X 30 m 2 x 12 m
Assandh)
BT Road
2 Bypass 5.588 (Jind City - 1 X 30 m 2 x 12 m
Naguran)
SH 14
3 Bypass 7.347 (Bhiwani - 1 X 30 m 2 x 12 m
Panipat)
SH 10
Gohana)
** Chainage along Jind Bypass (Proposed Chainage)
5.17 ROB (2 NOS.)

The details of proposed ROBs are given in Table 5-9.below:
Table 5.9: Details of Proposed Railway Over Bridge
Arrangement (m)
Clear Height (m)

Proposed Span
Structure Type
Chainage (km)
Chainage (km)
Total Width of
Configuration
Structure (m)
Structural
Locations
Proposed
Proposed
Structure
Crossing
Name of
Existing
Existing
Design
S.no
Steel plate
NR Narwana 4L girder
BG 1x30+1x2
1 Narwana 258.140 258.013 Kurukshetra configu &Precast 2x12 6.525
(Single) 5+1x30
Branch rations PSC
Girder
Steel plate
NR Jind 4L girder
On Jind BG 1x25+1x1
2 Bypass 10.000 Panipat configur &Precast 2x12 6.525
Bypass (Single) 9+1x25
Branch ations PSC
Girder
5.18 MAJOR/MINOR JUNCTIONS

There are 6 numbers of major junctions along the project section of the project road and
47 minor junctions. The approach roads are basically feeder roads connecting to villages,
agricultural fields and factories along the project road. Mostly these are WBM roads. Rest
of the intersections is of lower significance with local roads in urban settlements, village
roads and earthen roads. The lists of major junctions are presented in Table 5-10. Below.
The major road junctions are listed below and the detailed drawings for the junction
improvements have been presented in Drawing Volume.

Table 5.10: List of Existing Major Junctions

Existing Design
S. Chainage Chainage Type of
Cross Road Particulars
No Crossing
(km) (km)
1 260.750 260.550 T MDR 111, Narwana City
2 261.975 261.795 T NH 65 ( To Hissar)
3 263.000 263.291 Roundabout NH 65 ( To Ambala)
4 274.730 274.595 T MDR 112, To Barwala
5 292.720 292.700 T NH 71 and Jind Bypass
NH 71 and Jind Bypass, End of
6 307.000 15.650 T
Project Road
The minor junctions of the project road are also designed depending upon the type of
road. The junction improvement for these is given in the Drawing Volume.
The lists of junctions with secondary importance are presented in Table 5-11.
Table 5.11: List of Existing Junctions with Secondary Importance
Existing Design
Type of
S.No Chainages Chainages Side Leading to Remarks
Road
(Km) (Km)
1 239.830 239.929 LHS To Village BT-3.5m Y Junction
2 239.860 239.960 LHS To Dhanauri Village CC-3.5m Y Junction
3 240.200 240.240 RHS To Village BT-3.5m T Junction
5 240.520 240.535 LHS To Dhanauri Village BT-5.0m T Junction
6 241.900 241.894 LHS To Dhanauri Village BT-4.0m T Junction
7 242.250 242.090 RHS Bebltha BT-5.5m T Junction
Ujhana Village (Left) Staggered
8 246.115 246.095 RHS BT-3.0m
Pipelsha Village (Right) Junction
9 246.970 246.958 LHS To Ujhana Village BT-3.5m T Junction
10 247.650 247.528 RHS To Hardar Village BT-3.5m T Junction
11 252.600 252.562 LHS To Belarkha Village BT-3.5m T Junction
12 252.760 252.741 RHS To Hamargarh Village BT-5.0m T Junction
13 252.940 252.928 RHS To Tharodi Village BT-3.5m T Junction
15 253.400 253.400 LHS Surajakehda BT-5.0m T Junction
16 258.080 257.953 LHS To Golkehra Village BT-3.5m T Junction
17 258.780 258.578 RHS To Tohana Village BT-5.0m Y Junction
Tohana Village (Left)
18 259.450 259.230 RHS BT-5.0m Cross Junction
Govt. College (Right)
19 259.500 259.276 LHS Narwana City BT-3.5m T Junction
20 259.660 259.382 RHS To Narwana Town BT-3.0m T Junction
21 259.800 259.610 LHS To Gurthari Village BT-5.0m T Junction
To Railway
22 259.870 259.680 RHS BT-5.0m T Junction
Station,Narwana
23 261.315 261.132 RHS To School BT-5.0m T Junction
Village (Left)
24 261.390 261.205 RHS BT-5.0m Cross Junction
Railway Station (Right)

Existing Design
Type of
S.No Chainages Chainages Side Leading to Remarks
Road
(Km) (Km)
25 261.600 261.420 LHS Vasanth Vihar BT-16m T Junction
26 261.870 261.685 LHS Indian Oil Patrol Pump BT-3.0m T Junction
27 262.690 262.497 RHS To Uklana Village BT-10.0m T Junction
28 263.100 263.402 LHS Haryana Vidut Nigam BT-3.5m Y Junction
29 263.300 263.605 LHS To Dumerkha Village BT-5.5m Y Junction
30 264.605 264.895 RHS To Geel Village BT-5.0m T Junction
31 265.985 265.455 LHS To Dumerkha Village BT-5.0m T Junction
32 268.600 268.450 RHS To Ghaso Khurd BT-3.0m T Junction
33 270.455 270.360 LHS To Kheri Saffa Village BT-5.5m T Junction
34 271.920 271.846 LHS BT-3.5m Cross Junction
35 273.875 273.740 RHS Uchana Bye-pass BT-6.5m Y Junction
36 274.293 274.150 LHS To Bara Sidu Village BT-5.5m T Junction
37 275.400 275.134 LHS BT-5.0m Cross Junction
Uchana City (Right)
38 276.667 276.518 RHS Railway Station,Uchana BT-3.5m T Junction
39 279.490 279.480 LHS To Baroda Village BT-6.0m T Junction
40 279.940 279.915 RHS To Barsola Village BT-3.0m T Junction
41 284.535 284.483 LHS To Kasun Village BT-5.0m T Junction
42 284.890 284.842 RHS To Bhathoda Village BT-3.0m T Junction
43 285.100 285.075 LHS To Chapda Village BT-3.0m T Junction
44 285.175 285.140 RHS To Barsola Village BT-3.0m T Junction
45 289.040 289.020 LHS To Badothi Village BT-3.5m T Junction
46 291.010 290.985 LHS To Village BT-4.5m T Junction
47 292.130 292.117 LHS To Village BT-3.0m T Junction
5.19 RECONSTRUCTION/RAISING SECTION

The Vertical Alignment will be designed for minimum criterion of Stopping Sight
distance. The existing road profile will be reviewed on the basis of profile cross sections
taken at regular intervals with the aid of triangulated Digital Terrain Model (DTM).
Some of the stretches experienced submergence during flood as described in earlier
chapter. The findings of topographic surveys and local enquiry conclude that following
sections shown in The Table 5.12, other than vicinity of river crossings, need to be raised.
Table 5.12: Embankment Raising Sections
Section Needs Raising

Average Height of
Location
Embankment (m)
Km 267 km 271 1.0 -1.5
Km 275 km 279 0.5 - 1.0
Km 282 km 285 0.5 - 1.0
Km291+500 km 293+000 0.5 - 1.0

However the judicious location and sizing of all new (reconstruction and additional)
culverts and raising of embankment will be based on a full hydrological analysis of the
project area, would be carried out at forthcoming stage for Detailed Design.
5.20 PROPOSED SERVICE ROADS

Services roads are proposed at the towns where major commercial activities are seen
along the project road. Service road (5.5/3.7.5m wide) has been proposed along the
project road to segregate the local traffic. The proposed service roads & slip roads
locations are given in the Table 5.13 below:
Table 5.13: Details of Service Roads/Slip Roads
Service Road:-
S (km) (km) Length Width
Length( Side Remarks
No (m) (m)
From To From To m)
Narwana
1 258.740 259.850 258.540 259.650 2x1100 2220 Both 2x5.50
town
Narwana
2 259.850 262.000 259.650 261.800 2x2150 4300 Both 2x3.75
town
Uchana
3 274.330 276.100 274.190 275.950 2x1760 3520 Both 2x5.50
Town
Total Length of Service Road 10040
Slip Road:-
(km) (km) Length Width
S No Length( Side
(m) (m)
From To From To m)
Total Length of Slip Road 3480
5.21 REALIGNMENT AND BYPASS

Realignments and bypasses have been proposed where it is not feasible to improve the
existing alignment of 2-lane road to the desired design standards. The summary of study
carried out for realignments and bypasses is given Table 5.14 below:
Table 5.14: Proposed Jind Bypass

Existing Chainage Design Chaiange Side of
Name of Length of
S. No. (km) (km) Existing
Town/Village Bypass(km)
From To From To road
1 Jind Bypass 292.700 307.000 0.000 15.650 LHS 15.650
Total 15.650

5.22 GAPS IN MEDIANS

The median openings are proposed at minimum interval, recommended in IRC: 62-1976.
In rural area gaps in medians are provided at not less than 2Km intervals and are duly
designed.
The median openings have been designed to accommodate heavy vehicles, making U-
turn. The gap of 30 m is suggested for median openings, other than openings in median
at intersections. Auxiliary lanes are proposed at median gaps by tapering medians to
facilitate U-turning vehicles to change their speed without hindering the main stream of
traffic.
5.23 RAILINGS
In built up areas, where service roads have been proposed, railings will be provided on
both edges of footpath cum drain.
5.24 CRASH BARRIERS

RCC crash barriers are proposed on both sides of major bridges, minor bridges, culverts,
flyovers, rail over bridges and earth retained structures.
Besides that, metallic W beam crash barriers are proposed on both sides of approaches to
major bridges, minor bridges, rail over bridges, flyovers and for embankment heights
greater than 3.0m. Outer edges of horizontal curves are also proposed to be provided
with metallic W beam crash barriers.
5.25 BUS BAYS (14 Nos.)

A total of 14 nos. of Bus Bays have been proposed along the project highway. The
locations of these bus bays are given in Table 5-15.
Table 5.15: Bus Bays and Bus Stops Locations
S.No Existing Chainage (Km) Location Side

1 240+00 Pipaithan Village Both Side
2 253+00 Balarkha Village Both Side
3 260+00 Narwana Village Both Side
4 275+00 Uchana Village Both Side
5 279+50 Baroda Village Both Side
6 289+00 Jhanj Kalan / Barsola Both Side
7 291+00 Hirka Village Both Side
5.26 ROAD SIGNS AND MARKINGS
Road signs will include mandatory and cautionary signs (primarily sharp curve,
junction, school and pedestrian crossing), prohibitory signs (primarily no overtaking, full
stop and speed limit) and information signs (name of the town and bus stop). The road
signs of all types have been marked/placed wherever applicable. The road signs of all
types have been presented in Drawing Volume wherever appropriate.
The road marking will primarily comprise of 100 mm wide centreline marking and edge
lines. Thermoplastic paint with reflectorising beads is proposed for the road marking in
view of its much better durability than ordinary road paint.

5.27 ROAD DELINEATORS

In curved sections, wherever the horizontal curve radius is less than or equal to 1000m
delineators are proposed. Since it is a divided carriageway, the delineators are to be
placed on the median edge, which is certainly an edge of divided carriageway. The
provision of delineators has also been made for the approaches of important
intersections.
Besides that, the road studs are also proposed on the curved section. Road studs are to be
placed on the carriageway along the road centre line and edge lines at suitable intervals
as shown in the plan and typical drawing.
5.28 TOLL PLAZA

Toll Plaza is located at Km 287. Open System of toll collection shall be provided on the
Project Highway with collection of user fee from vehicles only at the toll plaza. There
shall be a total of maximum 8 (4+4)-lanes(land for 12 lane acquired) having a semi-
automatic system of toll collection comprising equipments for registering of vehicle
classification, ticket issuing, data processing and power supply. One toll lane in each
direction shall be provided for traffic not required to pay fees. Appropriate technology
shall be used in this regard so that not more than 6 vehicles per lane queue up during the
peak hours.
5.29 HIGHWAY LANDSCAPING

IRC: SP: 21-1979 "Manual on Landscaping shall guide the plantation of rows of trees
with staggered pitch on either side of the road. The choice of the trees shall also be made
as per the same code. Local, indigenous species that grow in the project area micro-
climate shall be planted. Indicative arrangements for plantation of trees shall be in
accordance with the MORTH Technical Circular No. NHI-41 (34)/69. A spacing of 10-
15m c/c is recommended for spacing of trees parallel to the roads. Setback distance of
trees needed in different situations shall be as per the IRC: SP: 21-1979 and the IRC: 66-
1976.
Construction of Cement Concrete (CC) (M-20) footpaths for pedestrians shall be as per
MORTH Specifications. No advertisement/ hoarding shall be allowed to be erected on
the Project Highway.
5.30 ROAD FURNITURE

Road furniture such as Traffic signs, Kilometre posts, Hectometre stones, guard posts and
ROW pillar etc on the Project Highway provided as per IRC Codes shall meet
requirements of MORTH Specifications. Any item which is not covered by IRC shall
conform to BIS /AASHTO / ASTM /British Standards in that order of precedence.

CHAPTER - 6: COST ESTIMATION
TABLE OF CONTENTS
CHAPTER 6: COST ESTIMATION....................................................................................................1

6.1 GENERAL .......................................................................................................................................1
6.2 TYPICAL CROSS SECTIONS .......................................................................................................1
6.3 QUANTIFICATION ......................................................................................................................1
6.4 UNIT RATES ...................................................................................................................................1
6.4.1 Construction Items ..............................................................................................................1
6.4.2 Acquisition of Structures.....................................................................................................2
6.5 PROJECT COSTING ......................................................................................................................2
6.6 TOTAL CIVIL WORKS COST .....................................................................................................2
LIST OF TABLE
Table 6.1: Adopted Unit Rates...................................................................................................................2

Table 6.2: Summary of Civil Works Cost .................................................................................................3
Chapter 6: Cost Estimation 6-i

CHAPTER 6: COST ESTIMATION
6.1 GENERAL
Cost estimate is an important component of the feasibility study as it provides vital input
to economic evaluation. The cost estimation have been prepared for the project corridor,
for widening of the existing 2-lane road to 4 lane configuration including strengthening
of the existing pavement, bypasses, reconstruction/ widening of road section at
Urban/Village area, reconstruction/ widening of cross drainage structures,
lined/unlined longitudinal drains, road furniture, bus bays, project facilities etc. Over
and above these construction costs, provision has been made for social and
environmental costs and land acquisition costs for road widening, bypasses, and truck
lay byes, bus bays, toll plazas etc.
6.2 TYPICAL CROSS SECTIONS

Drawing Volume shows the typical cross sections proposed to be used for widening of
existing road in rural, urban sections and new construction in bypasses/realignment
stretches.
6.3 QUANTIFICATION
The main construction items covered in costs estimating are; site clearance, earth work,
base and sub-base works, pavement in carriageway/service road and shoulders, bridges
and culverts, ROBs, underpasses and miscellaneous items such as side drains, road
furniture, retaining walls, intersections, bus bays, truck lay byes, toll plaza etc.
The quantification of the road items that are uniformly accruing is calculated as per
typical cross sections. The quantification of structures is based on actual quantities
worked from the general arrangement drawings (GAD) for each structure for widening
and reconstruction.
6.4 UNIT RATES
6.4.1 Construction Items

The unit rates for construction items are adopted from Schedule of Rates of Haryana
PWD, edition 2009 for National Highways as discussed and agreed with NHAI. An
escalation of 5% is incorporated for the year 2010 and 2011. These rates are used in the
standard data book, published by MORT&H, and rates for the work items are analysed.
For the purpose of rate analysis, the Input rates of plant, Machinery, labour and
materials have been determined as:
i) The Hire Charges of Plant and machineries are as per Standard Data Book base
year on 2001-2002 and applying escalation of 49% (as per wholesale Price Index
issued by economic adviser).
ii) The cost of materials has been taken as per prevailing market rates and labour
has been taken as per Common Schedule of Rates, Haryana HSR.
iii) Aggregate and stones for the road construction are considered from Khanak
(Bhiwani) stone quarry with a lead of 60 kms to the plant site.
Abstract of unit rates adopted for major items are given in the Table 6.1 below.
Chapter 6: Cost Estimation 6-1

Table 6.1: Adopted Unit Rates
S. No. Items Description Unit Rates `
1 Clearing and Grubbing of road land Ha 43608
2 Dismantling of flexible Pavement (Bituminous Course) Cum 218
3 Excavation in all types of soil Cum 42
4 Embankment fill using borrow materials Cum 174
5 Embankment fill using excavated material Cum 93
6 Selected subgrade fill (borrow) Cum 208
7 Median fill Cum 155
8 Earthen Shoulder Cum 208
9 Granular Sub Base Cum 933
10 Wet mix macadam Cum 1207
11 Prime Coat Sqm 19
12 Tack Coat Sqm 8
13 Dense Bituminous Macadam Cum 6078
14 Bituminous Concrete Cum 6897
15 RCC Covered drain Rm 5550
16 Metal W Beam crash barrier Rm 2907
6.4.2 Acquisition of Structures

The proposed project envisages land acquisition for widening, bypass/realignment, bus
bays; Toll Plazas and Truck lay byes. The project certainly involves the clearance of the
squatters and encroachers illegally occupying the ROW. As per the guidelines laid down
in the R&R policy of the NHAI, the vulnerable encroachers are eligible for assistance in
terms of the replacement value for the structures lost.
6.5 PROJECT COSTING

The cost of road portion has been worked out for widening and strengthening of the
existing road in rural and urban sections. Cost of Jind bypass is worked and included
in the civil works cost. The cost is based on typical cross-section given in chapter-5.
The cost of new structures has been calculated on the basis of actual quantities
worked out from the general arrangement drawings of each type of structures.
6.6 TOTAL CIVIL WORKS COST
The civil works cost is worked out according to the improvement proposal given in
chapter-5. Cost of civil works is calculated bill wise. The summary of Civil Works Cost
is presented in Table 6.2 below:

Table 6.2: Summary of Civil Works Cost
S. Rate Amount
Items Unit Quantity
No. (lakhs) (Lakhs)
A ROAD WORKS
EACH INDIVIDUAL CROSS SECTION
1 km 69.328
(TCS1, TCS2, ETC)
TCS : 1A
Concentric Widening km 1.110
167.77 186.22
TCS : 1B
237.27 417.60
TCS : 1C
237.27 510.13
TCS : 1D
237.27 1,554.12
TCS : 2A
Eccentric Widening km 38.515
271.23 10,446.42
TCS : 2B
Eccentric Widening km 4.543
345.85 1,571.20
TCS : 3
New Construction. km 11.824 419.20 4,956.62
TCS : 4
New Construction. km 1.850
1,337.23 2,473.88
TCS : Toll Plaza km 0.600
B BRIDGES AND STRUCTURES
2 MAJOR BRIDGES m -
3 MINOR BRIDGES m 145
11.52 1,670.00
4 ROB/RUB m 154
12.65 1,948.00
5 FLYOVER m 120
11.52 1,382.00
6 UNDERPASSES m 7
10.45 73.00
7 CULVERTS (pipe/slab/box) No. 144
6.87 989.18
Sub total for length km* 0.426

S. Rate Amount
Items Unit Quantity
No. (lakhs) (Lakhs)
OTHER ROAD
C APPURTENENCE/MISCELLENEOUS
ITEMS
8 JUNCTIONS
MAJOR No. 5
11.50 57.50
MAJOR WITH ROUND ABOUT No. 1
45.00 45.00
MINOR No. 47
8.50 399.50
9 SERVICE ROAD
5.5m Width km 5.74
80.32 461.04
3.75m Width km 4.3
60.47 260.02
10 SLIP ROAD km 3.48
116.18 404.31
11 DRAIN (Type-I, Type-II etc)
RCC Cover Drain km 10.04
58.30 585.33
Stone Masonry Cover Drain km 13.1
31.90 417.89
Unlined Drain km 113.464
0.72 81.69
12 BUS BAYS
Laybyes & shelter No. 14
7.91 110.74
13 TOLL PLAZA (Km 287) No. 1
884.80 884.80
15 TRUCK LAY BYES No.
OTHER MISCELLENEOUS ITEMS
(sign boards, rest areas, medical/traffic
16 No.
aid post, HTMS, ambulances, cranes etc 3,228.96
to be listed out separately)
TOTAL AMOUNT In Lakhs 35,115.15

CHAPTER 7: ENVIRONMENTAL
ASPECTS
TABLE OF CONTENTS
CHAPTER 7: ENVIRONMENTAL IMPACT ASSESSMENT AND EMP .........................................1

7.1 INTRODUCTION AND BACKGROUND ....................................................................................1
7.2 PROJECT DESCRITPTION ..............................................................................................................1
7.3 STATUTORY CLEARANCES REQUIRED ...................................................................................1
7.4 ENVIRONMENTAL IMPACT ASSESSMENT OF THE PROJECT..........................................12
7.5 BASELINE ENVIRONMENT STATUS ........................................................................................12
7.6 DEMOGRAPHY OF THE PROJECT DISTRICT .........................................................................15
7.7 AIR, WATER AND NOISE LEVEL...............................................................................................18
7.8 INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL MONITORING PLAN ..33
7.9 CONCLUSIONS AND BUDGET ..................................................................................................37
Chapter 7 : Environmental Impact Assessment and EMP 7-i

LIST OF TABLE
Table 7.1: Required Statutory Clearances ................................................................................................2

Table 7.2: Widening Scheme ......................................................................................................................3
Table 7.3: Proposed Typical Cross Section ..............................................................................................4
Table 7.4: Classified Traffic Volume Count at two Locations.............................................................11
Table 7.5 Projected Growth rates of Vehicles in Haryana ...................................................................11
Table 7.6: Monthly Average Rainfall by Project District (Year 2006) ................................................13
Table 7.7: Locations of Water Bodies and their Chainage along the Project Road .........................14
Table 7.8: Educational Institute along the Project Road ......................................................................14
Table 7.9: Religious and Cultural Properties along the Project Road ................................................15
Table 7.10: Demographic Profile of the Project Area ...........................................................................15
Table 7.11: Socio-Economic Profile of the Project Affected Settlement .............................................16
Table 7.12: Socio-economic Indicators of the Project Affected Districts............................................17
Table 7.13: The Project Road Characteristics .........................................................................................18
Table 7.14: AAQ Monitoring Result of Project Road (NH-71) ............................................................19
Table 7.15: National Ambient Noise Standards ....................................................................................19
Table 7.16: Equivalent Noise Level Data ...............................................................................................20
Table 7.17: CPCB Best Use Classification for Surface Water Bodies ..................................................20
Table 7.18: Ground Water and Surface Water Quality along the Project Road ...............................21
Table 7.19 Details Of Affected Trees (Left & Right sides ) ................................................................23
Table 7.20 Potential Environmental Impacts ........................................................................................28
Table 7.21: Impacts during design phase...............................................................................................29
Table 7.22 Environmental Management Plan during construction period ......................................30
Table 7.23: Environmental Management during Operation Phase....................................................33
Table 7.24: Institutional responsibility of Remedial Measures ...........................................................34
Chapter 7 : Environmental Impact Assessment and EMP 7 - ii

CHAPTER 7: ENVIRONMENTAL IMPACT ASSESSMENT AND EMP
7.1 INTRODUCTION AND BACKGROUND

The Ministry of Shipping Road Transport and Highways, Government of India has
decided for rehabilitation and up gradation of the existing 2- lane National Highway
71 to 2-lane with paved shoulders configuration in the State of Haryana and Punjab. The
Previous chapters have discussed about the engineering improvement, traffic studies of
proposed four laning of NH-71 from Haryana Punjab border (km 239/00) to Jind (km
307/00) in Haryana. These preceding chapters have also highlighted improvement
proposals for highways, bridges and culverts design, pavement designs, traffic forecasts
and issues related to road safety.
Based on the above mentioned improvement proposals, the present chapter is an
attempt to understand impact on immediate environment because of construction of
four lane highways from existing two lane configuration and its mitigation measures to
overcome these impacts. This chapter also discusses objective of environmental
assessment, EA process adopted in the study, existing characteristics of the proposed
road and potential environmental impact because of proposed improvement. Section of
this chapter also analyzes mitigation measures required for the impact caused because
of proposed improvement.
7.2 PROJECT DESCRITPTION

The project road (km 239/000 to 307/00 of NH-71) is in Northern part of Haryana
Bordering Sangrur District of Punjab. Total length of the project road is about 68 km,
The project road is passing through alluvial plain area. The project road section
comprises 7.0m wide carriageway and 1.0m to 2.5m wide shoulders on either side.
There are isolated locations, especially village and built-up sections and the some of the
bridges approaches, where 1.5m wide pave shoulders are provided. The proposed
improvement comprises four laning (divided carriageway) from existing two lanes,
minor geometric improvement and a bypass at Jind. Existing Right of Way (ROW) is
about 20-30 meters. The proposed ROW is 60 meters for widening of existing two lanes
to four lanes at rural areas and 60 meters for bypass section. Therefore, about 20-30
meters additional width is required for improving NH-71 to 4 lane roads. The project
road will be have a Railway crossing (Jind-Kurukshetra) at km 258/300. . Efforts have
been made to accommodate the 2-lane highway with the optimum use of the existing
ROW and Eccentric Widening for 4 lane highway without making any compromise in
standards.
7.3 STATUTORY CLEARANCES REQUIRED

The EIA process adopted will follow regulations of Government of India and Haryana
Government. As per current policy since the project is more than 30 km in length the
MOEF notification will apply and need EIA clearance. Table 7.1 presents need of
environmental clearance under the project. Table 7.1 presents clearances required under
the project.
Chapter 7: Environmental Impact Assessment and EMP 7- 1

Table 7.1: Required Statutory Clearances

SR. Applicable
Act / Rules Purpose Authority
No Yes/ No
Environment To protect and improve MOEF. Gol;
1 Yes
Protection Act-1986 overall environment DoE, SPCB
To provide environmental
Environmental Impact
clearance to new
Assessment Yes
2 development activities MOEF(EIAA)
Notification
following environmental
14th Sep-2006
impact assessment
Reuse large quantity of fly
Notification for use of ash discharged from thermal
3 Yes --
fly ash power plant to minimize
land use for disposal
Coastal Regulation
Protection of fragile coastal
4 Zone(CRZ) Notification No
belt
1991 (2002)
National Environment Address Grievances
5 Appellate Authority regarding the process of Yes NEAA
Act (NEAA) 1997 environmental clearance.
The Land Acquisition Set out rule for acquisition. Revenue
6 Yes
Act NH 1956 of land by government Department.
MOEF Circular on
Defining marginal land
Marginal Land
7 acquisition relating to the No MOEF
Acquisition and
1997 Notification
Bypasses 1999
The Forest
(Conservation) Act Forest
To check deforestation by
1927 Department,
restricting conversion of
8 The Forest Yes Govt. of
forested areas into non-
(Conservation) Act. Haryana
forested areas
1980 forest (conversion (GOH)
) Rules 1981
To protect wildlife through CCF,
Wild Life Protection
10 certain of National Parks and No Department of
Act 1972
Sanctuaries Forest, (GOH).
To control air pollution by &
Air (Prevention and Transport controlling
11 Control of Pollution) emission of air Department. Yes Go UP, SPCB
Act, 1981 Pollutants as per the
prescribed standards.
To control water pollution
Water Prevention and
by controlling discharge of
12 Control of Pollution) Yes (GOH),SPCB
pollutants as per the
Act1974
prescribed standards
The standards for noise for
Noise Pollution
day and night have been
13 (Regulation and Yes (GOH),SPCB
promulgated by the MOEF
Control Act) 1990
for various land uses.

SR. Applicable
Act / Rules Purpose Authority
No Yes/ No
Ancient Monuments
Conservation of cultural and
and Archaeological
14 historical remains found in Yes ASI, GoI
Sites and Remains
India
Act1958
Public Liability and Protection form hazardous
15 Yes
Insurance Act 1991 materials and accidents.
Safe transportation, storage Chief
16 Explosive Act 1984 and use of explosive Yes Controller of
material Explosives
Minor Mineral and District
17 For opening new quarry. Yes
concession Rules Collector
Central Motor Vehicle
Motor
Act 1988 and Central To check vehicular air and
18 Yes Vehicle
Motor Vehicle noise pollution.
Department
Rules1989
National Forest To maintain ecological Forest
Policy1952 stability through Department,
19 Yes
National Forest preservation and restoration Gol and
Policy(Revised) 1988 of biological diversity. (GOH)
The mining act has been
Department
20 The Mining Act notified for safe and sound Yes
of mining.
mining activity.
Widening Proposal
The proposed widening has been carried out considering social and environmental
aspects of the project. Concentric widening has been proposed in built-up portion to
save acquisition of road side residential and commercial structures. Likewise eccentric
widening (LHS or RHS) has been proposed in open areas to save tree from the other
side. In other words, only one side tree requires to be felled. Out of total 68 km length
concentric widening is proposed for about 14.30 km mainly in built-up locations, about
20.80 km LHS widening and at remaining length for RHS widening shown in Table 7.2.
Table 7.2: Widening Scheme
X-Section Location
No. (m) Widening
Dhabian Gujron
1 239.000 239.400 239.000 239.400 400 LHS Type-2A
Village
Pipaithan /
Pattawala Village
3 240.697 241.705 240.800 241.700 900 RHS Type-2A
5 242.509 244.890 242.500 244.880 2380 RHS Type-2A
6 244.890 245.590 244.880 245.580 700 RHS Type-2B
7 245.590 247.007 245.580 247.000 1420 RHS Type-2A
8 247.007 247.587 247.000 247.580 580 LHS Type-2B
9 247.587 252.615 247.580 252.600 5020 RHS Type-2A


X-Section Location
No. (m) Widening
11 253.414 258.668 253.400 258.540 5140 LHS Type-2A
14 261.988 263.888 261.800 263.700 1900 RHS Type-2B
15 263.888 268.813 263.700 268.700 5000 RHS Type-2A
16 268.813 270.238 268.700 270.150 1450 LHS Type-2B
18 270.638 274.331 270.550 274.190 3640 LHS Type-2A
Uchana Town /
Ghaso Bara
20 276.091 278.992 275.950 279.000 3050 LHS Type-2A
22 280.330 284.548 280.300 284.500 4200 LHS Type-2A
24 285.242 288.817 285.200 288.800 3600 RHS Type-2A
292.700/
0.000
15.650/
307.000
Table 7.3: Proposed Typical Cross Section

The proposed cross-section details are as below:

X-Section Location
No (m) Widening
Dhabian Gujron
1 239.000 239.400 239.000 239.400 400 LHS Type-2A
Village
Pipaithan /
Pattawala Village
3 240.697 241.705 240.800 241.700 900 RHS Type-2A
5 242.509 244.890 242.500 244.880 2380 RHS Type-2A
6 244.890 245.590 244.880 245.580 700 RHS Type-2B
7 245.590 247.007 245.580 247.000 1420 RHS Type-2A


X-Section Location
No (m) Widening
8 247.007 247.587 247.000 247.580 580 LHS Type-2B
9 247.587 252.615 247.580 252.600 5020 RHS Type-2A
11 253.414 258.668 253.400 258.540 5140 LHS Type-2A
14 261.988 263.888 261.800 263.700 1900 RHS Type-2B
15 263.888 268.813 263.700 268.700 5000 RHS Type-2A
16 268.813 270.238 268.700 270.150 1450 LHS Type-2B
18 270.638 274.331 270.550 274.190 3640 LHS Type-2A
Uchana Town /
Ghaso Bara
20 276.091 278.992 275.950 279.000 3050 LHS Type-2A
22 280.330 284.548 280.300 284.500 4200 LHS Type-2A
24 285.242 288.817 285.200 288.800 3600 RHS Type-2A
292.700/
0.000
15.650/3
07.000

TYPE- 1A
CONCENTRIC WIDENING FROM EXISTING 4-LANE ROAD TO 4-LANE WITH PAVED SHOULDER AND
BOTH SIDE SERVICE ROAD (URBAN AREA)
TYPE- 1B
CONCENTRIC WIDENING FROM EXISTING ROAD TO 4-LANE WITH PAVED SHOULDER AND
BOTH SIDE SERVICE ROAD (URBAN AREA) : WITH LAND CONSTRAINT
Chapter 7: Environmental Impact Assessment and EMP 7-6



TYPE- 3
NEW CONSTRUCTION 4-LANE ROAD AT BYPASS LOCATION

R.E. WALL R.E. WALL
R.C.C. DRAIN R.C.C. DRAIN

2.5% 2.5%
EXISTING GROUND
BC BC
DBM DBM
WMM WMM
GSB GSB
TYPE-4
MEDIAN WIDTH
CROSS SECTION AT STRUCTURE APPROACH
BUILT UP AREA = 1.5m
WITH SERVICE ROAD BOTH SIDE RURAL AREA = 4.5m
Chapter 7: Environmental Impact Assessment and EMP 7 - 10

Projected Traffic
The daily traffic volume count has been carried out at 2 locations (km 244 and km 267)
considering the traffic intensity and merging and diverging traffic on the project road
corridor. To convert the mixed traffic into common unit, passenger car unit factor is used
as given in IRC 102: 1988. Adopted equivalent passenger car units for the study have
been presented in Table 7.4 A summary of traffic data in terms of Annual Average Daily
Traffic (ADT) and Passenger Car Unit (PCU) has been presented in Table 7.4 to have
better appreciation.

SLOW FAST MOVING VEHICLES
Auto Rickhaw 1.0 24 302

Car/Jeep/Van 1.0 1285 2651
Mini Bus 1.5 18 47
Bus 3.0 100 225
Tempo/LCV 1.5 574 596
2 Axle 3.0 580 820
3 Axle 3.0 753 610
Cycle 0.5 133 294
Others 3 34 75
ADT TOTAL 5186 8515
(PCU) 9227 12258
Traffic Growth: The growth rates estimates were subjected to scenario analysis and the
most likely case was adopted for the purpose of the present study. The traffic growth
estimates scenario is based on the likely growth of the Indian economy and its
relationship to the growth in the state economy. Information presented in Table 7.5
reveals that traffic growth is more than 7% in initial years of project.
Table 7.5 Projected Growth rates of Vehicles in Haryana
Elasticity 1.0505 0.8011 0.92 0.9706 0.8028

Car Mini Bus Bus LCV Truck
2010-12 9.50% 7.20% 8.3% 10.40% 8.60%

2013-17 8.50% 6.50% 7.4% 9.10% 7.60%
2018-22 7.50% 5.70% 6.6% 8.00% 6.60%
2023-27 6.70% 5.10% 5.9% 7.10% 5.90%
2028-32 6.10% 4.70% 5.4% 6.40% 5.30%
after 2032 5.80% 4.40% 5.1% 6.10% 5.00%

7.4 ENVIRONMENTAL IMPACT ASSESSMENT OF THE PROJECT

The environmental impact assessment has been carried out based on status of
environment, impact of proposed four laning. Based on these findings Environmental
Management Plans (EMPs) have been prepared for the implementation in the project.
Following section discusses status of environment, its impact and EMP required for the
project.
7.5 BASELINE ENVIRONMENT STATUS

Climatic Conditions:
The climate of project areas is on the whole dry, hot in summer and cold in winter. The
year may be divided into four seasons. The cold season from November to march is
followed by hot season which lasts till the onset of the south-west monsoon. The
monsoon withdraws by 15 September and is followed by the Post-monsoon or the
transition period.
The average rainfall over the district as a whole is 17 cm. It generally increases from
south or south-west to east or north-east. Over 70 per cent of the annual rainfall is
received during the monsoon months of July to September. July and August are the
rainiest months, together accounting for over 50 per cent of the annual rainfall. Per-
monsoon rainfall in June constitutes just about 10 per cent of the annual normal.
Temperature
There is no meteorological observatory in the district Jind, On the basis of records of the
observatories in the neighbouring districts where similar climatic conditions prevail, it is
stated that from the beginning of March, temperature increases rapidly till June which is
generally the warmest month. The mean daily maximum temperature during June is
around 41C and the mean daily minimum around 27C. The heat in summer is intense,
on individual days; the day temperature may occasionally exceed 47 or 48 C.
Humidity
During the south-west monsoon-season July to September, the relative humidity is high,
being over 75-80 per cent in the morning and 55 to 65 per cent in the afternoon. High
humidity of more than 70 per cent also prevails during the winter months of December
to February. It is comparatively drier during the rest of the year. April and May
constitute the driest part of the year when in the afternoon the relative humidity is 20 per
cent or even less.
Cloudiness
The sky is moderately clouded mainly in July and August. Cloudiness decreases rapidly
by October. In the period of November to May, the sky is mostly clear or lightly clouded,
except during passage of western disturbances in the cold season when the sky becomes
cloudy for a brief spell of a day or two. From June onwards cloudiness increases.
Winds
Winds are generally light, with some strengthening in force during late south-west and
west are more common, with the easterlies and south-easterlies blowing on some days.
In the post-monsoon and winter season, south-easterly and westerly are common in the
mornings while northerlies and north-western lies are predominant in the afternoons.
During summer, winds are from west or south-west in the morning. In the afternoons,
winds blow from directions between west and north.

Special Weather Phenomena

Thunderstorms, in association with pre-monsoon and monsoon rains occur mostly
during June to September. During the winter also, a few thunderstorms occur in
association with the western disturbances. A few thunderstorms may be accompanied
by hail. Occasional dust storms occur during the hot season. Fog is rare and occurs only
in winter. The Average rain fall of the area is presented table below:
Table 7.6: Monthly Average Rainfall by Project District (Year 2006)
Sl. No. Month Haryana (Jind)

1 January 6.3
2 February 0.0
3 March 38.0
4 April 0.0
5 May 24.7
6 June 22.7
7 July 143.7
8 August 47.0
9 September 54.0
10 October 3.3
11 November 2.0
12 December 4.0
Annual 173.1
Statistical Abstract Haryana, 2007-8
Soils
The soil of the area is sandy to clay. In general, there is a deficiency of nitrogen and
organic matter in the soils, but the phosphorus content ranges from low to medium. It is,
therefore, evident that, for obtaining good yields, the soils need heavy manure with
nitrogenous and phosphate fertilizers soils along with irrigation facilities.
Geology
The geology of the area, by and large, is underlain by the quaternary alluvium,
comprising chiefly clays and sand of various grades. It has been observed that the clayey
material generally constitutes between 31 and 81 percent of the caustic sediments down
to a maximum drilled depth of about 151 meters from the ground level. Granular
material comprising chiefly fine to coarse grained sand with occasional pebbles appear
to be ventricular in shape with their longer axes generally running in the north-south
direction.
Land Use Pattern:
The land use pattern in the project area is generally agricultural followed by built-up
stretches. Generally these lands are devoted for two season crops which include wheat
and paddy.
Water Resources:
Water resources along the road have been recorded and are presented in the Table 7.7.
There are 4 handpumps,6 water taps,10 tube wells and 8 pond directly affected by the
project. The project road will cross canals (including BML canal) at locations.

Table 7.7: Locations of Water Bodies and their Chainage along the Project Road
Ponds
S.No Hand pump Water Tap Tube wells Canal crossing
1 241+900 241+901 239+800 240+150 245+150

2 246+900 270+200 263+500 253+000 247+200
3 246+950 275+000 266+300 253+400 252+305
4 252+300 284+775 266+400 264+450 258+180
5 294+650 267+300 279+000 269+000
6 294+700 272+300 284+500 273+800
7 279+520 285+000 279+500
8 279+700 289+150 292+700
9 281+100
10 291+900
Total 4 6 10 8 8
Other Community Properties:

There are 15 numbers of educational institutes and 4 hospitals located along the project
road. Efforts will be made to minimize impact on these schools and hospital.
Consultations with the people indicate that these CPRs are very useful for the local
people.
Table 7.8: Educational Institute along the Project Road
Educational
Sl. No Type Hospital Type
Institutes
1 239+800 School 247+000 Hospital
2 241+600 School 258+000 Hospital
3 252+900 School 279+200 Animal Husbandry
4 257+900 School 284+800 Animal Husbandry
5 259+600 ITI Narwana
6 259+950 School
7 260+000 Play Ground
8 260+400 Govt College
9 261+100 School
10 262+200 School
11 270+600 School
Shivania
274+600
12 Public School
Rajeev Gandhi
277+080
13 Govt. College
14 284+510 School
15 289+800 School
Religious & Cultural Properties along the Project Road
Besides above mentioned CPRs, there are about 22 religious structures which are near
the road. Out of 22 religious structures, 15 are temples, 2 are Radhaswami charcha, 3 are
mazars, one is Gurudwara and one other religious structure is also exists. They are
shown in table below:

Table 7.9: Religious and Cultural Properties along the Project Road
Location at Distance from

Sl. No. Religious/cultural properties Side
km Road Edge
1 240+200 Gurudwara LHS 50
2 243+800 Radha Swami Nam Charcha LHS 20
3 246+000 Mazar LHS 8
4 246+100 Temple RHS 7
5 255+800 Temple RHS 12
6 257+900 Church RHS 15
7 258+810 Temple LHS 15
8 261+000 Temple RHS
9 262+550 Temple LHS 20
10 264+500 Temple LHS 6
11 270+300 Temple LHS 50
12 273+600 Radha Swami Nam Charcha LHS 6
13 276+090 Temple RHS 6
14 276+600 Temple LHS 25
15 277+100 Temple RHS 6
16 284+500 Temple LHS 8
17 285+000 Temple RHS 10
18 285+300 Temple LHS 20
19 287+250 Mazar LHS 10
20 287+500 Temple LHS 6
21 293+600 Mazar LHS 10
22 294+500 Temple LHS 10
7.6 DEMOGRAPHY OF THE PROJECT DISTRICT

Socio-Economic Profile of the Project Area
Table 7.10 presents demographic profile of the project area. Population density of Jind
District (440) is lower than the population density of Haryana. However, sex ratio of Jind
(863) is more or less similar to Haryana District.
Table 7.10: Demographic Profile of the Project Area
Item Districts Jind Haryana

Area 3606 44212
Total Population 1,189,872 21,144,564
Male 6,42,282 11328,000

Female 5,47,545 9755,000
Density 440 477
Sex Ratio 853 861
Socio-economic profile of project affected settlement indicates higher proportion of
schedule caste population. Though it varies from 11% in Ujhana to as high as 48% in
Gobindpura, average proportion is between 20 to 30 %( Table 7.11), which is higher than
District SC population. Work participation is higher in (Chakujhana (57%), Mohalikhera

(57%), Tarkha (60%) and Ramarai village than District proportion. However, work
participation is lower in Padrath khera, Garhi Jhanjkaathan District average. Literacy in
project affected settlement is generally lower than the literacy of the District as whole.
Table 7.11: Socio-Economic Profile of the Project Affected Settlement
Total % % % % Non-
NAME % Male % SC
Population Female Literacy Worker Workers
Jind (District) 1189827 54% 46% 20% 52% 44% 56%
Padarath Khera 1065 53% 47% 31% 43% 36% 64%
Data singhwala 1718 53% 47% 41% 44% 31% 69%
Garhi 1514 53% 47% 34% 48% 31% 69%
Ujhana 10229 55% 45% 11% 36% 49% 51%
Chak Ujhana 261 54% 46% 31% 34% 57% 43%
Hamirgarh 2764 55% 45% 26% 47% 44% 56%
Balerkha 8351 54% 46% 27% 44% 37% 63%
Mohal Khera 1520 55% 45% 18% 49% 57% 43%
Tarkha 2228 54% 46% 24% 42% 60% 40%

Dumarkha
3297 54% 46% 14% 50% 47% 53%
Khurd
Dumarkha
4874 55% 45% 25% 49% 35% 65%
Kalan
Ghaso Khurd 2152 55% 45% 18% 45% 53% 47%
Kheri Safa 2009 54% 46% 24% 48% 55% 45%
Kharak Bhura 3535 54% 46% 15% 44% 51% 49%
Pahlwan 3993 54% 46% 24% 44% 50% 50%
Uchana Khurd 6534 54% 46% 21% 44% 46% 54%
Udepur 2597 55% 45% 29% 44% 43% 57%
Baroda 7552 55% 45% 18% 48% 47% 53%
Khatkar 6983 53% 47% 21% 48% 47% 53%
Jhanj Kalan 2597 55% 45% 24% 50% 33% 67%
Jhanj Khurd 2203 55% 45% 16% 56% 35% 65%
Ahirka 3747 53% 47% 17% 58% 41% 59%
Kaer Kheri 1174 54% 46% 24% 51% 51% 49%
Amarheri 3722 53% 47% 15% 56% 39% 61%
Haibatpur 2498 55% 45% 30% 57% 29% 71%

Total % % % % Non-
NAME % Male % SC
Population Female Literacy Worker Workers
Pindara 3141 55% 45% 26% 54% 32% 68%
Ashrafgarh 2374 55% 45% 34% 54% 46% 54%
Kishanpura 1284 53% 47% 3% 49% 36% 64%
Gobindpura 1683 54% 46% 48% 53% 38% 62%
Birbaraban 136 57% 43% 7% 49% 57% 43%
Ikas 2508 53% 47% 11% 61% 45% 55%
Ramrai 5861 55% 45% 17% 53% 55% 45%
Ramgarh 3035 53% 47% 28% 56% 49% 51%
Bishanpura 2274 53% 47% 20% 56% 38% 62%
Baroli 2319 55% 45% 25% 54% 38% 62%
Nirjan 3264 53% 47% 19% 58% 51% 49%
Anoopgarh 1878 55% 45% 10% 56% 54% 46%
Jind 1044 55% 45% 41% 55% 41% 59%
Naguran 11265 53% 47% 20% 46% 46% 54%
Socio-economic Indicators of the Project Affected District

Table 7.12 explains about the socio-economic conditions of the project area. Where SC
population is 19.56% and workers are 24.04% in Jind District. Further, agricultural
workers are 19.93% to total population. Intensity of cropping of about 200 (more than
two season crop in one year) suggests higher agricultural development in the project
area is high. Other Social Indicators are also in favour of high development indices.
Table 7.12: Socio-economic Indicators of the Project Affected Districts
S. No. Particulars Jind
1 Density of population (per sq.km) 440
2 percentage of literates to total population 62.80
3 percentage of Schedule castes to total population 19.56
4 Percentage of Workers to total population 24.04
5 Percentage of Agriculture Workers to total workers 19.93
6 Percentage of Agriculture Workers to total population 4.79
7 Total Irrigated Area (,000 Ha.) 429
8 Net Irrigated Area (,000 Ha.) 220
9 Net Area Shown (,000 Ha.) 236
Area under HYV of wheat to total cropped area of wheat (,000
10 203.1
Ha.)
Area under HYV of Paddy to total cropped area of paddy (,000
11 116.5
Ha.)
Area under HYV of Bazar to total cropped area of maize (,000
12 34.4
Ha.)

S. No. Particulars Jind

13 Percentage of Net Irrigated area to Net shown Area 93.22
14 No of tractors registered 13205
15 livestock population per veterinary institutor (,00 Number) 1165
16 Population served per medical institution 482841
17 Number of Pre-Primary school 629
18 Number of Middle school 130
19 Number of High/ Higher Senior Sec. School 263
20 Length of Metaled Road (Km) 1149
21 Number of Commercial Bank 59
23 Number of Police Station 12
24 Number of Post Office 164
Occupational Structure of the Project Affected Area
Table 7.13 presents occupational structure of the project affected area. Occupational
structure of the project area suggests high proportion of population engaged in
agricultural activities. About 21.90% of the populations have been engaged in
cultivation. About 7.2% of the total population of the area are agricultural labours. Total
main and marginal workers is about 43%.While female participation in agriculture
labour similar to male, the female participation has been less in cultivation and other
works.
Table 7.13: The Project Road Characteristics
WORKING POPULATION BY INDUSTRIAL CATEGORIES
Jind Haryana
Male 151154(12.7%) 1855547
Cultivators Female 109919(9.2%) 1162467
Total 261073(21.9%) 3018014
Male 45747(3.8%) 717133
Agricultural Labourers Female 39993(3.4%) 561688
Total 85740(7.2%) 1278821
Male 5520(0.5%) 132069
Workers in Household
Female 3184(0.3%) 82686
Categories
Total 8704(0.7%) 214755
Male 128721(10.8%) 3010777
Other Workers Female 37708(3.2%) 855099
Total 166429(14.0%) 3865876
Male 331142(27.8%) 5715526
Total Main and Marginal
Female 190804(16.0%) 2661940
Workers
Total 521946(43.9%) 8377466
7.7 AIR, WATER AND NOISE LEVEL

Air Quality
The results of analysis of air samples are presented in the following tables. In general for
all monitoring stations the PM10 values were monitored in the range 110-112 g/m3.
While comparing with the National Ambient Air Quality (NAAQ) Standard of 100 by
the Central Pollution Control Board (CPCB), all the monitored PM10 values were found
to be near the limit (slightly higher). This is because of high vehicular location and

dryness of the areas. PM2.5 values were ranging from 35-38. While comparing with the
NAAQ Standard of 60 the monitored PM2.5 values were found to be well within the limit.
Similarly monitored values for SO, NO and CO is also found within the limit.
Table 7.14: AAQ Monitoring Result of Project Road (NH-71)
Radha
Sl. swami
Parameters Unit Prescribed
No. ITI,Narwana, satsang. Protocol
Limits
259/600 292/300
Date of AAQ Monitoring 15.12.2010 15.12.2010
A01 PM10 110 112 100 IS: 5182 (Part
23), 2006
A02 PM2.5 35 38 60 CPCB
Guidelines
A03 SO2 17 17 80 IS: 5182 Part-
II, 2001
A04 NOx 19 25 80 IS: 5182 Part-
VI, 2007
A05 CO 840 1200 2000 IS: 5182 Part-
10
The maximum SO2 and NOx levels monitored were 23.41g/m3 and 35.15g/m3
respectively. While comparing with the NAAQ Standard (80 g/m3), the monitoring
results were found to be well within the limits. The maximum CO concentration
monitored was 1.8g/m3 and most of the CO levels were monitored below the
detectable limit of 2 g/m3. While comparing the NAAQ Standard, the monitored CO
levels were found to be well within the limit. All HC values were found to be below the
detectable limit of 65g/m3.
All Particulate Lead values were found to be below the detectable limit of 0.01g/m3
and within the NAAQ Standard of 1.0 g/m3 (24-hourly).
Noise Levels
Ambient Noise Standards
Ambient noise standards were established as per the CPCB/MOEF Gazette
Notification dated 26 th December 1989. It is based on the A weighted equivalent
noise level, Leq (Table 7.15).
Table 7.15: National Ambient Noise Standards
Day* limits of Night* Limits of Leq
Area Code Category of Zones
Leq (dB(A)) (dB(A))
A Industrial 75 70
B Commercial 65 55
C Residential 55 45
D Silence Zone ** 50 40
Source: GoI, CPCB, 1989
Monitoring locations & results
The noise measurement has been carried out continuously for a period of 24 hours. At
each site 2880 data were recorded, each taken at an interval of 30 seconds of which 1800

data recorded at day time (07:00 AM to 10:00 PM) and 1080 at night time (10:00 PM
07:00 AM).(Table 7.16)
Table 7.16: Equivalent Noise Level Data
Name of Date of Category of Leq dB(A), Leq dB(A),
Sl. No.
Locations Monitoring the Area Day Night
ITI, Narwana
1. 15.10.2010 Educational 65.2 51.4
KM 259+400
Radha Swami
2 15.10.2010 Religious 64.2 54.2
Satsang
The monitored noise levels were ranging from 65.2 dB(A) (Narwana) to 54.2 dB(A)
(Radha Swami Satsang) While comparing the MOEF Ambient Noise Norms for different
categories, Leq noise levels at all locations during day time & during night time], were
found to be exceeding their respective limits. This is because of regular movement of
diverse vehicles.
It may be noted that as the noise survey was carried out at sensitive receptors i.e. School
Zone and Hospital Zone respectively, noise standards is found above the limits at
almost all the location.
Water Quality
Water Quality Standard
The rivers, canal and ponds located along the proposed project road are a source of
water for the local inhabitants, for domestic as well as agricultural uses. An analysis of
their present status and the quality of the water has been done. They have been classified
as per the CPCB classification norms for best use as shown in Table 7.17.
Table 7.17: CPCB Best Use Classification for Surface Water Bodies
Parameters Class A Class B Class C Class D Class E
1. pH 6.58.5 6.58.5 6.0-9.0 6.58.5 6.58.5
2. Dissolved oxygen (as O2),
6 5 4 4 -
mg/l, min
3. BOD, 5 days at 20 C, max 2 3 3 - -
4. Total coliform organism,
50 500 5000 - -
MPN/100 ml, max
5. Free ammonia (as N), mg/l,
- - - 1.2 -
max
6. Electrical conductivity,
- - - - 2250
mhos/cm, max
7. Sodium absorption ratio, max. - - - - 26
8. Boron (as B), mg/l, max. - - - - 2
Class A: Drinking water source without conventional treatment but after
disinfection
Class B: Outdoor bathing (organized)
Class C: Drinking water source after conventional treatment and after
disinfections
Class D: Propagation of Wild life and Fisheries
Class E: Irrigation, Industrial Cooling, and Controlled Waste Disposal
Below E: Not meeting A, B, C, D & E Criteria

Water Quality Variation along the Project Road

Surface Water Quality: pH of the surface water was found to be in the range 7.10-7.91
along the Corridors. Total hardness is found 337-234. Lead contents were found to be
below the detection limit. In general, surface water quality along the Corridors is good
and complies with CPCB Surface Water Quality norms. Details of water quality features
are mentioned in table below.
Table 7.18: Ground Water and Surface Water Quality along the Project Road
Surface Water Quality Monitoring
Result along the Project Road
Units of
Sl. Radha
Parameter Measureme ITI,
No Canal,45/0 Swami Desirable Protocol
nts Narwana
0 Satsang, Limits
,259/600
292/300
Date of Sampling 25.10.2010 26.10.2010 27.10.2010
Colour Hazen <5 <5 <5 5 IS: 3025
1.
Units
2. Turbidity NTU 34 7 <5 5 IS: 3025
3. pH - 7.91 7.09 7.10 6.5-8.5 IS: 3025
4. Temperature C 14 14 14 - IS : 3025
Dissolved mg/l 3.8 4.2 4.4 6 IS : 3025
5.
Oxygen
6. Conductivity mhos/cm 1250 674 976 - IS : 3025
Total Suspended mg/l 30 <4 <4 - IS : 3025
7.
Solids
Total Dissolved mg/l 812 316 634 500 IS : 3025
8.
Solids
Alkalinity as mg/l 410 291 370 200 IS : 3025
9.
CaCO3
Total Hardness as mg/l 234 289 337 300 IS : 3025
10.
CaCO3
Calcium as mg/l 123 198 174 75 IS : 3025
11.
CaCO3
Magnesium as mg/l 111 91 163 30 IS : 3025
12.
CaCO3
13. Sodium as Na mg/l 92 41 51 - APHA
14. Potassium as K mg/l 86 13 10 - APHA
15. Chloride as Cl mg/l 98 24 24 250 IS : 3025
16. Phosphate as PO4 mg/l 0.43 0.03 0.03 - IS : 3025
17. Sulphate as SO4 mg/l 29 45 51 200 IS : 3025
18. Nitrate as NO3 mg/l 0.12 0.06 0.08 45 IS : 3025
19. Oil & Grease mg/l Nil Nil Nil - IS : 3025
Phenolic mg/l <0.001 <0.001 <0.001 0.001 IS : 3025
20.
Compounds
Chemical Oxygen mg/l 97 <4 <4 - IS : 3025
21.
Demand (COD)
Biological mg/l 52 <2 <2 - IS : 3025
22. Oxygen Demand
(BOD)

Surface Water Quality Monitoring

Result along the Project Road
Units of
Sl. Radha
Parameter Measureme ITI,
No Canal,45/0 Swami Desirable Protocol
nts Narwana
0 Satsang, Limits
,259/600
292/300
Date of Sampling 25.10.2010 26.10.2010 27.10.2010
23. Arsenic as As mg/l <0.01 <0.01 <0.01 0.01 IS : 3025
24. Mercury as Hg mg/l <0.001 <0.001 <0.001 0.001 IS : 3025
25. Lead as Pb mg/l <0.01 <0.01 <0.01 0.01 IS : 3025
26. Cadmium as Cd mg/l <0.01 <0.01 <0.01 0.003 IS : 3025
Chromium as mg/l <0.05 <0.05 <0.05 0.05 IS : 3025
27.
Cr+6
28. Copper as Cu mg/l <0.01 <0.01 <0.01 0.05 IS : 3025
29. Zinc as Zn mg/l <0.01 <0.01 <0.01 5 IS : 3025
30. Selenium as Se mg/l <0.005 <0.005 <0.005 0.01 IS : 3025
31. Iron as Fe mg/l 0.15 0.01 0.04 0.3 IS : 3025
Total Coliform MPN/l00m 50 28 Absent - IS : 5401 -
32.
l (Part-II)
Faecal Coliform MPN/l00m 20 13 Absent - IS : 5401 -
33.
l (Part-II)
Ecology
Flora
The ecological studies have been carried out to understand the present status of
terrestrial and aquatic ecosystem within 10km distance, on either side, from the ROW of
proposed project. The information provided is based on physical surveys and secondary
sources such as information collected from forest department. There is neither Reserved
Forest nor any other eco-sensitive area near the project route. The prominent species
include teak mixed with Bamboo, Palm and Kadamb Banyan trees. Other trees include Neem,
Peepal, Mango, etc. There are no endangered species of flora in the area. Table below
presents girth-wise loss of trees in the project area.

Table 7.19 Details Of Affected Trees (Left & Right sides )

Section-Jind-Punjab Border (NH-71), Km-239.000-307.000
Category of Tree Girth
Section LEFT RIGHT

V III IIA IIB IA III IIA IIB IA
IV IB V IV IB
From To 30- 90- 120- 150- 180- TOTA 90- 120- 150- 180-
60-89 210- 30-59 60-89 210- TOTAL
(Km ) ( Km ) 59 119 149 179 209 L 119 149 179 209
(cm) Above (cm) (cm) Above
(cm) (cm) (cm) (cm) (cm) cm) (cm) (cm) (cm)
239.000 240.000 347 52 47 27 8 481 22 12 32 18 5 89
240.000 241.000 77 35 30 30 9 3 184 30 17 28 22 9 106
241.000 242.000 222 29 37 28 7 2 325 72 17 38 32 7 166
242.000 243.000 47 25 39 27 6 5 149 7 10 22 30 6 75
243.000 244.000 22 28 35 27 8 5 125 5 17 27 32 9 90
244.000 245.000 23 37 30 17 9 3 119 5 25 46 28 9 113
245.000 246.000 15 13 40 23 7 1 99 7 18 65 42 7 139
246.000 247.000 22 15 45 25 6 2 115 10 16 60 45 4 1 136
247.000 248.000 17 17 47 27 8 116 9 17 70 38 5 139
248.000 249.000 18 27 28 25 9 3 110 10 20 73 35 9 147
249.000 250.000 19 12 37 28 7 2 105 11 19 63 42 7 2 144
250.000 251.000 67 7 39 27 6 4 150 25 11 75 45 6 3 165
251.000 252.000 117 42 35 27 10 5 236 70 23 72 38 11 214
252.000 253.000 65 35 41 17 9 3 170 88 25 68 32 9 222
253.000 254.000 17 8 35 22 8 2 92 25 22 35 25 3 1 111
254.000 255.000 119 25 36 26 7 213 110 15 22 36 7 190
255.000 256.000 134 13 27 25 8 207 25 12 44 33 6 1 121

Section LEFT RIGHT

IV IB V IV IB
From To 30- 90- 120- 150- 180- TOTA 90- 120- 150- 180-
60-89 210- 30-59 60-89 210- TOTAL
(Km ) ( Km ) 59 119 149 179 209 L 119 149 179 209
256.000 257.000 55 14 32 15 12 128 12 14 32 28 8 94
257.000 258.000 25 12 36 27 8 1 109 8 11 42 31 8 6 2 108
258.000 259.000 27 5 22 24 25 7 2 112 8 5 18 25 23 5 1 85
259.000 260.000 11 7 28 22 26 6 100 12 6 17 28 25 4 2 94
260.000 261.000 8 6 26 21 28 8 1 98 20 4 20 17 22 6 3 92
261.000 262.000 25 8 24 32 19 9 117 50 3 18 23 27 2 1 124
262.000 263.000 17 10 25 17 17 7 2 95 7 14 16 16 18 3 2 76
263.000 264.000 18 8 16 12 6 2 62 8 10 14 18 8 5 63
264.000 265.000 16 6 12 13 7 2 56 32 11 16 19 7 4 89
265.000 266.000 44 17 14 11 5 3 1 95 32 12 13 16 8 5 1 87
266.000 267.000 32 5 12 12 5 1 67 9 8 14 17 9 4 61
267.000 268.000 24 6 15 10 6 2 63 8 10 12 13 7 3 53
268.000 269.000 17 7 17 12 6 1 60 32 11 13 10 6 5 77
269.000 270.000 35 25 22 18 2 1 103 30 32 22 18 8 3 1 114
270.000 271.000 30 27 27 17 3 2 106 55 27 27 13 6 2 2 132
271.000 272.000 45 35 18 16 3 117 68 28 18 16 7 1 138
272.000 273.000 32 23 25 17 4 2 103 55 31 25 17 5 2 135
273.000 274.000 12 19 17 18 2 3 71 32 34 17 13 6 2 3 107
274.000 275.000 15 17 22 13 3 1 71 18 28 22 10 7 2 1 88
275.000 276.000 8 22 19 17 1 67 12 22 16 12 5 1 68
276.000 277.000 22 26 29 22 2 1 102 55 22 29 10 7 1 1 125

Section LEFT RIGHT

IV IB V IV IB
From To 30- 90- 120- 150- 180- TOTA 90- 120- 150- 180-
60-89 210- 30-59 60-89 210- TOTAL
(Km ) ( Km ) 59 119 149 179 209 L 119 149 179 209
277.000 278.000 6 19 21 23 1 1 71 33 27 21 17 6 1 1 106
278.000 279.000 65 17 17 14 7 3 123 45 65 22 8 3 1 144
279.000 280.000 12 22 12 8 5 59 8 9 13 7 5 42
280.000 281.000 109 13 27 13 9 4 175 88 70 18 8 4 2 190
281.000 282.000 37 11 18 22 7 5 100 93 73 25 9 5 2 207
282.000 283.000 30 12 25 27 6 4 104 65 63 17 7 4 1 1 158
283.000 284.000 45 17 17 18 8 3 108 72 75 22 6 3 1 179
284.000 285.000 7 12 22 25 6 5 77 3 7 9 6 5 1 31
285.000 286.000 32 18 19 17 7 3 96 20 34 29 6 3 2 1 95
286.000 287.000 135 35 29 22 5 2 228 140 45 21 7 2 2 217
287.000 288.000 111 16 21 19 6 2 175 137 22 17 5 2 1 184
288.000 289.000 88 17 18 18 7 3 151 117 44 22 6 3 3 2 197
289.000 290.000 30 18 22 17 8 1 96 20 45 27 9 1 2 104
290.000 291.000 15 8 16 12 6 2 59 14 10 14 18 8 5 69
291.000 292.000 17 13 12 13 7 2 64 19 11 16 19 7 4 76
292.000 293.000 19 11 14 11 5 3 1 64 15 9 13 16 8 5 1 67
Total 6648 Total 6443

Fauna
The wild animals which are found in this area include the nilgai (Boselaphus
tragocamelus), antelok (Anelok cervicapra), pig (Sus scrofa), wolf (Canis lupus), jackal
(Conis aureus), fox (Vulpes bengalensis), hare (Lepus ruficandatus), monkey (Macaca
mulatta), wild cat (felis bengalensis) and the porcupine (Hystric leucura) .The game -
birds of the area include the usual varieties found through out the plains. Among them
mention may be made of the peafowl(pavo cristatus), the black partridge (frencolinus
francolinus) and the gray partridge (francalinus pondicervanus).The area is famous for
the number and variety of water fowls which visit it during the winter season. The goose
(Anser anser), comon teal (Anas crecca), red-cristed pochard duck(netta rufina), white-
eyed pochard (aythya rufa) and widgeon (mareca penelope) visit the area only in winter
and inhabit the fringes of rivers, lakes and swamps
Aquatic Life
Snakes are common in the area especially in the rural areas, the chief being the Cobra
(Naja Naja), karait (Bungarus caeruleus), and rat-snake (ptyas mucosus). Indian
crocodile or naka (Crocodilus pulustris), and the ghariyal (gavialis gangeticus) are also
found in the rivers. Fish of almost all the varieties that occur elsewhere in the state are
found in the rivers, lakes and ponds of this area, the common species being rohu (lebeo
rohita), bhakur (Catla catla), nain (Cirrhina mrigala), parhin (Wallagonia attu), krunch
(lebeo calbasu), tengan (Mystus seenghla) etc.
Archaeological and Historical sites:
There is no archeologically protected monument or historical sites along the project
route.
Environmental Impacts
Impact on Topography
During the construction of the proposed project, the topography will change due to
excavation of borrow areas, fills for project road, especially construction of project
related cross drainage structures etc. Provision of construction camp/yard for material
handling will also alter the existing topography. There will be change in topography at
realignments as these realignments have been proposed through agriculture fields. The
change in topography will also be due to the probable induced developments of the
project. With adequate planning, all topographical impacts could be made to enhance the
local aesthetics. Similarly, it will invite benefits in the form of land levelling and tree
plantations in the vicinity of the project road.
Impact on Climate
The widening and strengthening of project is not going to have impact on macro-climate
of the region.
Impact on Air Quality
There will be rise in SPM levels due to the construction activities because the project runs
entirely in plain areas. Since the emission will be fugitive in nature it is difficult to
quantify the SPM standards even expected to be violated, as the background values are
not alarming at many places. Even if it is exceeded it will be for very short period. There
will be some increase in levels of gaseous pollutant also.
The impact on ambient air quality has been assessed using CALINE-3 model. The air
quality predictions have been done for the horizon years 2010, 2020 and 2030. The results

of mathematical modelling show that CO, SO2, NOx, HC, RPM concentration will
remain within the limits of CPCB till the end of project life. SPM levels are well within
limit at present also. But significant contribution of SPM is expected from vehicular
emissions in future.
Impact on Noise Levels
The impact of noise levels from the proposed project on the neighbouring communities
is addressed by carrying out Noise modelling using FHWA model developed by Federal
Highway Administration (FHWA). It has been concluded after mathematical modelling
that both day time and night time equivalent noise levels are within the permissible
limits right from start of project life.
Noise sensitive receptors have been identified along the project road. The noise sensitive
receptors include school, hospitals, colleges, etc. The predicted levels indicate that the
noise levels in future years will not exceed permissible limits right from start of project
life. Hence there is no need to protect these noise sensitive receptors.
Impact on Water Resources and Quality
The construction and operation of the proposed project roads will not have any major
impacts on the surface water and the ground water quality in the area. Contamination to
water bodies may results 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 water streams, major canals distributaries, etc.
Mitigatory measures have been planned to avoid contamination of these water bodies.
Impact on Ecological Resources
There is no wildlife sanctuary in the close vicinity of the project road. The study area
passes primarily through agricultural land in plain areas. There will be temporary
impact on terrestrial ecology, as trees will be cut. But after construction no impact is
anticipated as compensatory afforestation is planned. There are no endangered species
or rare species of flora and fauna in the project area.
There is no major loss of vegetation hence adverse impact in terms of availability of
nesting sites for the bird doesnt arise. Furthermore, there is no sensitive ecological area
near the existing project roads, so the impact will be insignificant. Brief potential impact
is presented in matrix below.

Table 7.20 Potential Environmental Impacts

Project Pre - Construction Phase Operation
Activity Construction Phase
Land Site Earth Contractor Quarries Construct-ion Asphalt Operation
Component
Acquisition clearance moving camps areas of highway crusher
affected
(borrow pits) plants
Loss of Loss of Loss of top Increase in Soil Pollution Soil
productive crops, and soil and erosion, pollution due to contamina
Soil agricultural increase in erosion siltation spills -tion due
land soil erosion and slope to surface
instability runoff
Water Exploitation Maintena-
Ground extraction of water for nce of
water for construction trees /
drinking shrubs
Change in Water Water Water Change in Water Degradatio
water logging pollution logging water pollution n due to
Surface quality and and from problems quality due to spill -overs
water siltation mosquito sanitary spill into and road
breeding and other water run off
wastes bodies
Change in Change in Modificatio Interference Cleaning &
natural drainage n in with natural Maintenan
Drainage drainage pattern Natural drainage, ce
pattern drainage Water
logging
Increase in Particulate Atmospher Dust Dust SPM, Increase
air matter ic Pollution pollution pollution SO2 in SPM,
Air quality
pollution pollution due to fuel NOx, CO
burning
Reduced Increase in Vibration Vibrators, Increase Increase
buffering noise levels from concrete in noise in noise
Noise of noise due to blasting batching levels due
quality machinery operations plants noise to
etc. increased
traffic
Habitat Loss of Encroach Loss of Loss of
loss, and forest ment into habitat/ Forest
Forest
vegetation forest cover
Areas
Tree Loss of Loss of Cutting of Tree Loss of
Trees cutting trees trees trees cutting Trees
clearance
Clearance Removal /
Temples /
rehabilitati
Mosques
on
Impact on Drainage Pattern

The proposed widening and strengthening will not alter drainage pattern of the area as
adequate cross drainage structures have been planned along the new alignments and
existing culverts along the project road are planned for rehabilitation.

Construction of bridges across water streams may result in siltation of water body,
which can affect aquatic fauna. Proper mitigatory measures have been recommended in
EMP.
Impact on Human Use Values
Impact on human use values include common property resources such as temples,
mosques, wells, hand pumps, tube well, etc. Impact on these has been minimized
through proper planning of the alignments. The environmental impacts have been
summarized and are given in Table- below:
Mitigation Avoidance and Enhancement Measures
The mitigation measures have been planned for identified adverse environmental
impacts. These mitigation measures have been identified as management plan during
planning, construction and operation phase.
Design Phase
Impacts during design phase is limited to removal of trees, acquisition of land and
structures, relocation of water ways, identification and management of borrow pits as
mentioned in Table 7.21
Table 7.21: Impacts during design phase
Impacts Mitigation Measures
Land Acquisition Alignment design to minimize the land acquisition
Major Bypasses and detours to be considered
Displacement
Removal of Trees Alignment design to reduce the number, widening on the side of
the road where less tree require be cut.
Compensatory plantation to be planned.
Impact on public Alignment design to consider. In case of removal alternate
utilities e.g. arrangement to be done before.
community wells
etc.
Impact on Cultural Alignment design to consider. Public consultation may be needed if
Sites impact cannot be avoided
Relocation of Hydrology to be considered. Public consultation will be needed
waterways
Access Restriction Required alternatives, underpasses, proper signposts for people
should be included in design
Congestion in Service road to be provided
Settlement Areas
Borrow pits Locations to be selected considering minimum loss of productive
land and redevelopment
Environmental Environmental qualifications specification should be included in
Specifications for pre-qualification packages for the contractors
Contractors
Construction Phase
Environmental management during construction phase is more crucial because major
impacts during construction like earthworks, movement of heavy machineries etc cause
lot of disturbance and management becomes essential at this stage. The construction
workers camp will be located at least 500m away from habitations. The construction

yard, hot mix plants, crushers etc. will be located at 500m away from habitations and in
downwind directions. The minimum distance of these will be kept 3.0 km from reserve
forest areas. Adequate cross drainage structures have been planned to maintain proper
cross drainage. In order to compensate negative impacts on flora due to cutting of trees
the project plans compensatory plantation in the ratio of 1:3 i.e. for every to be tree cut
three trees will be planted. The acquisition of forest area will be minimal and will be
compensated through compensatory afforestation. The noise barriers have been planned
closed to educational institute so that post project noise levels are within the specified
limits. The project will take an opportunity to provide environmental enhancement
measures to improve aesthetics in the project area. The planned environmental
enhancement measures include ponds enhancement, plantation in median and in
available clear space in ROW, seating arrangements around trees. The pond
enhancement measures will include such as stepped access, washing plat form, seating
arrangement etc. Some of ditches will be filled up due to embankment construction in
the ROW. In order to avoid contamination of water bodies during construction
sedimentation chambers, oils and grease separators, oil interceptors at storage areas and
at construction yard have been planned. The bill of quantities for mitigation and
enhancement measures has been given in respective EMPs of construction packages.
Table 7.22 below summarizes impacts and its management.
Table 7.22 Environmental Management Plan during construction period

Soil Erosion Proper planning for slope stabilization, topsoil storage, plantation
and turf on slopes
Loss of topsoil Arable lands will be avoided for earth borrowing. If needed, topsoil
will be separated and refilled after excavation.
Borrowing of fill Excavation from pre-selected locations. After excavation the borrow
materials pits will be dressed to match with the surroundings. In specific
cases borrow pits can be excavated in consultation with local
people to use those pits as water harvesting points.
Disposal of No haphazard dumping of construction waste. Only pre-selected
Construction location maintaining local environmental regulations will be used.
waste
Disposal of Specific landfill sites should be identified to manage solid waste
human waste by generated from habitation of construction workers.
construction
workers.
Generation of Water will be sprayed during construction phase, in earth handling
Dust sites, asphalt mixing sites and other excavation areas for
suppression of dust.
In case fly ash is used, dust emission during its unloading, storage
at open place and handling for road construction should be
suppressed by water sprinkling at regular interval.
Dust emission from piles of excavated material should also be
controlled by spraying water on the piles.
Special care should be taken when working near schools and
medical facilities.


Dust emission is a high risk problem in the Stone Crushing
activities. Workers are exposed to high level of dust pollution. It
will be responsibility of the project proponent to ensure that stone
crushers supplying materials for this project implement air
pollution control and workers are provided with masks. Stone
crushing units should meet the requirements under Environment
(Protection) Rules, 1986.
Gaseous Vehicles and machineries will be regularly maintained to conform
Pollution to the emission standards stipulated under Environment
(Protection), Rules 1986.
Asphalt mixing sites should be sufficiently away from residential
quarters and not in forest area.
Workers working in asphalt mixing and subsequent application of
asphalt mix on road surface are exposed to high level of
carcinogenic emission. These workers should be provided with
masks and it will be responsibility of the supervising officers that
the workers use the masks.
Noise Noise levels of machineries used shall conform to relevant

standards prescribed in Environment (Protection) Rules, 1986.
Workers shall not be exposed to noise level more than permitted for
industrial premises, i.e. 90 dBA (Leq) for 8 hours. Workers exposed
to high noise level should use ear plugs
Construction work generating noise pollution near the nursing
home and residential areas should be stopped during night.
No work should be carried out after daylight in forest areas.
Noise attenuation measures e.g. planting of trees, noise attenuation
structures to be done as required.
Loss or impact on The water body or a part if lost will be replaced immediately. The
water bodies embankments of water bodies will be raised to prevent any
contamination from road run-off.
Siltation into Cofferdams or similar measures will be implemented during
water bodies construction on rivers or major watercourses.
Vegetation will be done where possible on any steep slopes to
prevent erosion which causes siltation.
No solid waste will be dumped near the water bodies or rivers.
Flooding due to Excavated earth, fly ash and other construction materials should be
siltation of stored away to prevent washing away.
drainage channel
Water use for Water sources would be selected so that local availability is not
construction affected. Local water bodies, tube-wells, wells will not be used.
Borehole by contractors will be done with permission from State
Ground Water Board.
Contamination All practical measures will be taken to prevent any uncontrolled
from wastes effluent discharge from construction workers camps and storages to
water sources. The camp site will be provided with proper drainage
connected with local drain.


Contamination Vehicle maintenance will be carried out in a confined area, away
from fuel and from water sources, and it will be ensured that used oil or
wastes lubricants are not disposed to watercourses.
Sanitation and Construction camp will be organised in a planned manner. Workers
Water use in shall be provided proper sanitation facilities including toilets.
Construction Camps will have water supply facilities like tube wells or from
Camps other sources such as that local water sources are not affected.

Loss of trees Tree felling will be restricted to requirement of construction
activities. About 95% have been saved by alignment design.
Twice the number of trees cut will be planted. Besides there will be
more plantation on roadsides where there are no trees at present.
Total length of the road including bypasses will be about 321 km.
Considering 300 trees per kilometre altogether 96300 will be
required to be planted. To compensate the felling of trees and
improve environmental quality trees will be planted in nearby areas
beyond the project site. The species will be selected depending on
site, plantation design and in consultation with local community in
the plantation programme and forest department. Tree plantation
will continue as part of construction process and will be included in
Environmental Management Plan.
The trees will be planted by project authorities by the roadside

within ROW. The cost for plantation has been included in
Environmental Cost.
Forest Flora Efforts will be made to save medicinal trees. Afforestation
programme will be taken up.
Loss of habitat for Compensatory Plantation programme will be taken up. There will
avifauna be also protection for wetlands for water birds.
Impact on No construction work will be done after evening in the forest areas.
Wildlife No use of surface water sources inside the forest. No campsite
inside forest area.
No harvesting of wild foods or hunting of animals
Speed restriction in night in forest areas.
Traffic Notification in forest areas
Operation Phase
Environmental issues change during operation phase and its mitigation plan also has
related with vehicular movement, road safety, management of ecological issues.
Environmental aspects are thus more or less related to vehicular emission. The
mitigation measures for different environmental aspects are discussed in Table 7.23
below.

Table 7.23: Environmental Management during Operation Phase

Dust Bad road maintenance of road gives rise to dust pollution.
Road Surface will be maintained properly.
Gaseous Pollution All vehicles should be checked for Pollution Under
Control certificates and occasional spot testing of emission
from vehicles will be carried out.
Noise Noise level for different automobiles has been prescribed in
Environment (Protection) Rules, 1986. Signs will be posted to
restrict blowing of horns in front of sensitive locations
Surface runoff Surface runoff from the road will not be disposed directly in
the water-bodies used by people for bathing etc. It should
also not be disposed directly in to any watercourse with
good water quality.
Wild Life There should be speed restrictions through specific forest
area in the night to prevent accident with wild animals.
There will be proper sign for the drivers to inform about this.
Flora Tree plantations will be monitored continuously.
Safety Safety signs should be kept always clean and updated
Public amenities Bus Stops, Underpasses etc. should be kept in order.
7.8 INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL MONITORING

PLAN
NHAI has a well established Environmental management unit Head by a senior officer
(IFS) from Ministry of Environment and Forest who is supported by an officer of Dy GM
rank from State pollution control Board. Main responsibility of EMU will be to monitor
the progress regarding environmental management. Environmental management will be
the responsibility of contractors and will be closely coordinated by the Engineer
(supervision consultant. Table 7.24 discusses about the remedial measures, location,
time frame and institutional responsibility.

Table 7.24: Institutional responsibility of Remedial Measures

Environmental Remedial Location Time frame Responsibility
Component Measures
Design
Avoid impacting Throughout During Design
school, health the project design Consultant,
Alignment facilities, water corridor
bodies and
residential quarters
Provision of service Throughout During Design
roads, underpasses, the project design Consultant,
Public safety signs, corridor as
Amenities Bus Stops, Lay mentioned in
bees, Parking EIA Report
spaces etc.
Alternative Throughout At the Contractor,
Closure of
arrangement the project beginning of Supervising
Public Utilities
corridor as construction Engineer
e.g. tube-wells,
mentioned in activities
wells, bus
Social Impact
stops etc.
Assessment
Construction
Water Resources & pollution
Construction of Water bodies Throughout Contractor,
embankments, as mentioned Construction Supervising
desiltation and in EIA Report Phase Engineer
Water bodies environmental
enhancement as
mentioned in EIA
Report
Prevention of Rivers/Nallah Throughout Consultant,
pollution of water s mentioned Construction Contractor,
Rivers/Nallahs
in EIA Report Phase Supervising
Engineer
Arrange water Throughout Throughout Contractor,
without affecting the project Construction Supervising
local requirement. corridor Phase Engineer
Water Do not use local
Requirement water bodies. Drill
for Boreholes with
construction required
permission. No
water collection
within forest area
Drinking Arrange water Workers Throughout Contractor,
Water without affecting camps Construction Supervising
Requirement local requirement Working Site Phase Engineer


Component Measures
Ensure proper Workers Throughout Contractor,
sanitation and camp Construction Supervising
Wastewater drainage. No direct Phase Engineer
from Workers wastewater
camp discharge in water
bodies or the
rivers/nallas
Air & Noise
Spraying of water, Throughout Throughout Contractor,
Dust
Proper handling of the project Construction Supervising
Generation
fly ash corridor Phase Engineer
Spraying of water, Schools, PHCs During Contractor,
Dust
Work during as mentioned Construction Supervising
Generation
scheduled period in EIA Report near the Engineer
near Sensitive
only vulnerable
Locations
sites
Location away Throughout Throughout Contractor,
Asphalt Plant from sensitive the project Construction Supervising
areas. corridor Phase Engineer
Implementing Stone crushers Throughout Contractor,
proper air pollution Construction Supervising
Stone Crushers
control measure as Phase Engineer
per law
Ensure checking of Throughout Throughout Contractor,
Gaseous
vehicular emission the project Construction Supervising
Emission from
and obtaining corridor Phase Engineer
Construction
Pollution Under
work vehicles
Control Certificate
Ensure machineries Throughout Contractor,
Noise from
meeting noise level Construction Supervising
machineries
standards. Blasting Phase Engineer
and
to be done with
construction
required caution.
Work only at At Schools, During Contractor,
scheduled period. PHCs as Construction Supervising
Noise at
Construct Noise mentioned in near the Engineer
Sensitive
barrier if suggested. EIA Report. vulnerable
Locations
No work during In forest areas sites
night in forest areas
Land
Storage of Prevent siltation Throughout During rainy Contractor,
construction from washing of the project season Supervising
materials, construction corridor Engineer
debris. Fly ash, materials
etc.


Component Measures
Proper planning for Throughout Throughout Contractor,
slope stabilization, the project Construction Supervising
Soil erosion topsoil storage, corridor Phase Engineer
plantation and turf
on slopes.
Excavation from Selected Throughout Contractor,
pre-selected borrow pits Construction Supervising
locations. After and quarries Phase Engineer
Borrow pits excavation the as given in
and queries borrow pits will be EIA Report
dressed to match
with the
surroundings.
Ensure dumping Throughout Contractor,
Solid Waste outside city area Construction Supervising
from with permission Phase Engineer
construction from local authority
work or used as landfill
material.
Flora
Ensure plantation Throughout Throughout Design
of trees on both the project Construction Consultant,
sides of road and corridor and Phase Contractor,
Tree felling
around in beyond Supervising
consultation with Engineer
Forest Department
Fauna
No work after In the forest Throughout Contractor,
evening. No use of area Construction Supervising
Forest Area water bodies, Phase Engineer
Safety regulations,
No workers camp
Others
Ensure providing Workers Throughout Contractor,
camp of proper Camps Construction Supervising
dimension and Phase Engineer
Workers Camp
environmental
quality as given in
EIA Report
Ensure access to all Throughout Throughout Contractor,
Public facilities important locations the project Construction Supervising
corridor Phase Engineer
Ensure minimum Throughout Religious Contractor,
Religious
disturbance during the project festivals Supervising
places
festival time corridor Engineer


Component Measures
Planting flowering Throughout Throughout Contractor,
creepers on the project Construction Supervising
medians, slope corridor Phase Engineer
Aesthetics
vegetations,
suitable design of
restaurants etc.
Operation
Road maintenance Throughout Throughout Contractor,
Dust the project Operation Supervising
corridor Phase Engineer
Check the vehicles Throughout Throughout Contractor,
Gaseous for pollution the project Operation Supervising
Pollution control corridor Phase Engineer,
Traffic Dept.
Speed Restriction In forest areas Throughout Contractor,
Safety signs Operation Supervising
Forest
Underpass Phase Engineer,
maintenance Traffic Dept.
Maintain all safety Throughout Throughout Contractor,
provisions the project Operation Supervising
Safety
corridor Phase Engineer,
Traffic Dept.
Bus Stop and other Throughout Throughout Contractor,
Public amenities to be the project Operation Supervising
Amenities properly kept corridor Phase Engineer,
Traffic Dept.
7.9 CONCLUSIONS AND BUDGET

Based on the field survey and data available from secondary sources, it can be concluded
that the project will not have significant negative environmental impacts. The issues of
concern in the project are construction of bypasses, realignments, and bridges and
acquisition of private land and forest land. Proper environmental management plan
compliance needs to be ensured. The issues related to land acquisition and resettlement
have been evaluated and adequate compensation has been suggested in RAP document.
Particular Estimated Rate Total Cost (in Lakhs)

Environmental Monitoring Lump sum 5.0
during construction phase
Environmental Training Lump sum 2.0
Plantation of 40000 trees Rs. 650 per tree including 260

including maintenance for 3 maintenance
years
Water Sprinkling for dust 80000 per Km. 54.4
Suppression
Noise barrier by trees in 38 Lum sum 38.0
places
Environmental Rs.1 lakh each 36.0

enhancement of 36 water
bodies
Safety signs and provisions - Provided in civil works
at different locations contract
Cost to be included in
engineering
All underpasses Included in civil works
Dust suppression by Incidental to work with in
watering contractor
Environmental measures at Incidental to work with in
Workers camps contractor
Vegetation turf at slopes Civil works
Operation Phase
Environmental Monitoring 1.0 per annum

Tree maintenance Included above -
Training etc. 2.0 per annum
Road maintenance cost not
considered
6.0 per annum
Sub Total For Contract 9 for 3 years
period=(3.0X3)
Total Twenty seven Lakhs 27.00
Grand Total 425.4 Lakh
Based on the environmental assessment and surveys conducted for the project,
associated potential adverse environmental impacts can be mitigated to an acceptable
level by adequate implementation of the measures as stated in the EIA Report. Adequate
provisions have been made to cover the environmental mitigation and monitoring
requirements (including afforestation cost) which is about Rs. 4.25 crores.

CHAPTER 8: ECONOMIC AND
COMMERCIAL ANALYSES
TABLE OF CONTENTS
CHAPTER - 8: ECONOMIC AND FINANCIAL ANALYSIS .................................................................1

8.1 GENERAL .......................................................................................................................................1
8.2 METHODOLOGY FOR APPRAISAL..........................................................................................1
8.2.1 With and without Project ....................................................................................................1
8.2.2 Cost and Benefit Stream ......................................................................................................1
8.3 INPUT DATA FOR ECONOMIC ANALYSIS ............................................................................1
8.3.1 Existing Link Characteristics ..............................................................................................1
8.3.2 Construction Options and Costs .........................................................................................2
8.3.3 Maintenance Standards and Unit Costs .............................................................................2
8.3.4 General Vehicle Fleet Characteristics ..................................................................................4
8.3.5 Vehicle Fleet Unit Costs ......................................................................................................4
8.4 RESULTS OF ECONOMIC APPRAISAL ....................................................................................7
8.4.1 Base case- Alternative-I .......................................................................................................7
FINANCIAL ANALYSIS ............................................................................................................................9
8.5 INTRODUCTION ..........................................................................................................................9
8.6 PROJECT ASSUMPTIONS ...........................................................................................................9
8.7 PROJECT COST ............................................................................................................................10
8.8 PACKAGING ...............................................................................................................................11
8.9 TRAFFIC........................................................................................................................................11
8.10 PROJECT VIABILITY ..................................................................................................................11
LIST OF TABLES
Table 8.1 Traffic Homogenous Links .......................................................................................................2

Table 8.2: Construction Costs ....................................................................................................................2
Table 8.3: Motorized Traffic Volume (AADT) in Number ....................................................................4
Table 8.4: Economic Cost of Different Vehicles ......................................................................................5
Table 8.5: Summary of Economic Analysis (Base Case) ........................................................................8
Chapter-8: Economic and Financial Analysis 8-i

CHAPTER - 8: ECONOMIC AND FINANCIAL ANALYSIS
8.1 GENERAL
Any infrastructure project, which is in terms of improving the existing facility, is
subjected to economic and financial analysis to establish its viability and ensure that the
investment proposed would yield appropriate return either to the national economy of
the private/ public investor. The economic appraisal has been carried out for the each
National Highway sections separately, and also for the entire project.
8.2 METHODOLOGY FOR APPRAISAL
8.2.1 With and without Project

The appraisal has been carried out within the framework of with and without the
project situations. Without the project situation is the one in which the projected traffic
would continue to move on the existing two lane road which will require certain
minimum routine and periodic maintenance for upkeep of the facility. In the case of
with project situation, the traffic would use the improved facility, which is two lane
carriageways with paved shoulders facility.
The benefits due to improvements are the saving in vehicle operation cost, saving in time
and other caused benefits. The cost of the project is subtracted from benefits accruing
year wise and discounted to work out the Economic Internal Rate of Return. In the
economic appraisal all the financial estimates of costs and benefits are converted to
economic costs by applying necessary factors.
8.2.2 Cost and Benefit Stream

The cost stream comprises of:
Capital cost of construction of the project road and related works
Annual repair and maintenance cost
Operating cost of vehicles
The Benefit Stream will comprise the cost saving in operation of vehicles and
maintenance of the road between Do-nothing and Project options.
As the economic analysis indicates the impact of the project on the economy, all the
financial costs and benefits of the project are adjusted to reflect the economic costs. The
economic cost is derived by removing taxes and duties from financial cost so as to reflect
the resource cost.
On the benefit stream also, the financial cost is converted into economic cost using
appropriate factors. The vehicle operation cost consists of, inter alia, cost of fuel, vehicle
depreciation, crew wages, tyres, repairs etc. that will have to be converted to appropriate
economic cost by excluding taxes and duties.
8.3 INPUT DATA FOR ECONOMIC ANALYSIS
8.3.1 Existing Link Characteristics

General
Implementation of the project road improvements is conceived to be carried out in
Chapter-8: Economic and Financial Analysis 8-1

different construction packages. Each of the packages has been dealt with for evaluation
purpose.
Although each of the packages is having uniform traffic in broader terms, major built-up
areas en-route have higher traffic volume specially, in terms of passenger vehicles and
slow moving traffic within the urban influence zones. Thus project road has been
divided into two homogenous sections.
Table 8.1 Traffic Homogenous Links

Package From - To Length
HS 1 Haryana / Punjab Border to Narwana 25 Km
HS 2 Narwana to Jind 43 Km
Physical characteristics data of each link pertains to altitude/rainfall, existing road

geometry, pavement (structure, strength and condition) sub grade strength and
construction/maintenance history and derived from field survey and investigations
carried out for the project and presented in Chapter-3.
8.3.2 Construction Options and Costs

Project costs based on engineering design have been worked out and given in Chapter-
10. A conversion factor of 0.85 has been used to convert financial costs to economic costs.
For economic evaluation, base costs have been taken as factor costs of civil works and
other costs related to social, environmental and utility relocations. Unlike other
components of project costs, land to be acquired for the project does not depreciate over
time. Although, there would be certain loss to the economy due to acquisition of land
(predominantly barren and agricultural) during construction stage, it is expected that
enhanced economic activities caused by the project in the adjoining area would well
compensate the same. No provision as such is available in HDM-4 to account for such
benefits. In view of this, cost of land acquisition has not been included in the base
evaluation. Link-wise economic costs are given below:
Table 8.2: Construction Costs
Cost `
4 Laning(including Jind Bypass) 351.0 Cr
A construction period of 3 years (2011, 12 and 13) has been envisaged with a phasing of
30%, 30% and 40% respectively.
8.3.3 Maintenance Standards and Unit Costs

Unit costs of various maintenance operations are derived from the rates of individual
item of works, discussed in the section dealing with project costs. Maintenance
Standards for the existing road and routine maintenance costs are worked out based on
Report of the Committee on Norms for Maintenance of Roads in India, MORTH, 2001.
For the proposed 2-lane carriageway with paved shoulders facility, periodic renewal has
been made condition responsive. The Maintenance Standards proposed for the project
road is discussed below:

Serial
Maintenance Standard Remarks
Nr.
Repair of Pavement Edges For existing road during
1 Repair of Surface distress and potholes construction
Routine Maintenance
Surface renewal, 40mm AC, once in 5 year For existing road Without
Repair of Pavement Edges project
2
Repair of Surface distress and potholes
Routine Maintenance
Surface renewal, 40mm AC at IRI> 4.5 For improved road, 4-lane
m/km divided carriageway
3 Repair of Pavement Edges
Repair of Surface distress and potholes
Routine Maintenance
Financial costs of various maintenance works are taken as:

Patching of pothole ` 360.00 per sq. m
Sealing of cracks and damages ` 150.00 per sq. m
Edge repair ` 360.00 per sq. m
Surface renewal, 40mm AC ` 210.00 per sq. m
Routine maintenance work involves other activities, not related to pavement distresses.
Cost has been worked out based on the MORTH norms, 2001.
Based on the prevailing rates for routine maintenance cost for the analysis with base year
2004 is taken as:
` 2,00,000 per km per year- for existing double lane bituminous road, for Do-
Nothing case;
` 1,50,000 per km per year-for proposed 6-lane rehabilitated bituminous road, for
With Project case; and
General Assumptions
The following values have been considered while preparing the input data:
Analysis period: 20 years (2010-2030) including construction period
Discount rate: 12%
Salvage value: 20% at the end of the analysis period
Conversion factor: 0.85 to convert financial prices into economic prices
Construction options and construction period:
3 years (2012 to 2030) with cost phasing of 25% in 1st and 35% in 2nd year and 40% in 3rd
year.

8.3.4 General Vehicle Fleet Characteristics

HDM Vehicle Category
Significant traffic categories of fast moving vehicles are 2/3 wheeler, car & utility, Mini
bus, Bus, LCV, 2-axle Truck, 3-axle Truck, Articulated Truck (4-axle) and Agricultural
Tractor with/without Trailer. HDM-4 does not include the traffic categories of 3-wheeler
and Agricultural tractor at its current version. Based on average cost of vehicle, space
equivalency, mobility and resource consumption level an equivalent Car Category has
been created to represent 3-wheeler as 1 small car. Similarly, 3 nos. agricultural tractors
are considered equivalent to 1 LCV. With this arrangement, the summary of traffic
volume in numbers, used for economic evaluation is given below:

SLOW FAST MOVING VEHICLES
Auto Rickshaw 1.0 24 302

Car/Jeep/Van 1.0 1285 2651
Mini Bus 1.5 18 47
Bus 3.0 100 225
Tempo/LCV 1.5 574 596
2 Axle 3.0 580 820
3 Axle 3.0 753 610
Cycle 0.5 133 294
Others 3 34 75
ADT TOTAL 5186 8515
(PCU) 9227 12258
Vehicle Characteristic Data
Vehicle fleet data related to axle configuration and load distribution have been derived
directly from axle load survey carried out by the Consultant. All other data on fleet
characteristics are based on Consultants own calibration to the Indian condition carried
out for the by World Bank Funding.
8.3.5 Vehicle Fleet Unit Costs

Vehicle and Tyre
Economic Costs of vehicle and tyre are derived from the market survey in Punjab.
Representative retail price for each category of vehicle have been collected. Elements of
taxes and duties applicable have been removed to arrive at the economic costs. Details of
taxes & duties, market price, derived economic costs for each vehicle category is
presented in Table 8.4. Summary is given below:

Table 8.4: Economic Cost of Different Vehicles

Category Two Medium Mini Bus Light Medium Heavy Artic
Wheeler Car Bus Truck Truck Truck Truck
Vehicle 32558 288421 367078 917696 367078 650035 780042 745628
Tyre 273 1367 3417 5604 3417 5604 6834 6834
Based on the market survey and inquiries from the various organisations in Punjab, the
maintenance labour cost/hr and wages/hour has been evaluated. The crew salary for
LCV (Driver and Conductor), Heavy Trucks (Driver and cleaner) and Passenger Bus
(Driver and Conductor) are found to be around `10000/-, `12000/- and `17000/- per
month respectively based on 300 hours of working per month. Keeping this in view the
cost `/hr. has been calculated for the different categories of crew. Rates have been
compared with that adopted for the recent studies before arriving at reasonable values.
Adopted values are given below:
Maintenance Labour and Crew Costs (Cost in ` per hour)
Two Small Medium Mini Light Medium Heavy Artic
Category Bus
Wheeler Car Car Bus Truck Truck Truck Truck
Maintane-
nce 12.00 13.50 15.00 17.40 19.30 17.40 19.30 24.10 24.10
Labour
Crew 0.00 0.00 0.00 37.50 50.00 26.67 33.33 40.00 40.00
Wage
Passenger Time-delay Costs
Value of travel time saving of passengers was first quantified in Road User cost Study
(RUCS) carried out in India in 1982 on the basis of wage rate approach. The results so
obtained were updated to 1990 values using wage index and subsequently validated by
limited primary survey carried out on various secondary and trunk routes in the Study
for Updating Road User Cost Data, 1992. Passenger time-delay cost for the project road
has been derived from the same corresponding to leisure trips @ 25% of the value of non-
leisure trips (recommended by RUCS, 1992) as given below:
Travel Time Value of Passengers (`/hour)
(Based on average wage/income for both work and non-work trips)
Travel time Value WPI Ratio Eq. Work- Eq. Non-work
Travel RUCS- RUCS- 1990/ 2002/ Time Value Time Value in
1980 1990 1980 1990 in 2007 2007
Car/ Taxi 10.0 24.3 1.96 2.30 61.22 15.33
Bus, Other routes 4.5 9.3 1.96 2.30 23.44 5.80
Bus, Trunk routes 7.0 19.7 1.96 2.30
Overhead
Annual overhead cost per vehicle is derived by the consultants as per the
recommendations of the Study for Updating Road User Cost Data, 1992 as given
below: (Cost in `.)
Two Small Medium Mini Light Medium Heavy Artic
Bus
Wheeler Car Car Bus Truck Truck Truck Truck
0 0 0 48195 107940 48195 102375 112665 112665

Interest
An economic interest rate of 11% has been adopted based on opportunity cost of capital.
Fuel and Lubricants
Market price of petrol, diesel and lubricants are found to be a little varying within the
project road corridor on account of varying cost of transportation. For the analysis
purpose, market price at Punjab has been considered for arriving at economic cost of fuel
and lubricants. Applicable taxes and duties on these items are:
Taxes and Duties
Item Rate
Excise Other Levy Sales Tax
Petrol `/litre 16% ` 7/litre 16.5%
Diesel `/litre 16% ` 1/litre 16.5%
Lubricants `/litre 16% Nil 16.5%
Based on above taxes and duties economic costs have been derived as:
Economic cost Without product price
Market Price `/litre
adjustment `/litre
Petrol 49.25 33.24
Diesel 34.25 23.11
Engine Oil 125 84.37
Lubricants 135 91.12
Grease 160 108.00
Cargo Time-delay Costs
Average value of commodity is based on the Study for Updating Road User Cost Data,
1992. A value of ` 20000/- per ton was worked out from a detailed survey carried out in
1990. Equivalent cost of commodity in 2007 is determined using the WPI ratio (2.30 over
1990) as ` 46,000/-. However, commodity survey on the project road corridor does not
justify such high value. For the present analysis, therefore, 50% cost is considered, i.e. `
23000 per tonne. Average payload for each category of freight vehicles is based on axle
load survey. Time-delay cost is estimated with an economic interest rate of 11% and
economic conversion factor of 0.85.
Average Average Running

Vehicle Category Time-delay Cost
Payload Time
(ton) (hour/ year) (`/hr)
Light Truck 3.0 1025 6.30
Medium Truck 11.0 2155 11.00
Heavy truck 16.0 2535 13.60
Artic Truck 22.0 2500 18.90
Fleet Utilisation
Data pertaining to annual utilization, hours driven per year, service life and passenger
occupancy per vehicle are adopted from Consultants detailed findings in Maintenance
Planning Study for Gujarat Roads (1994-95) by World Bank, substantiated by the OD
surveys and field inquiries. Adopted values are given as:

Mediu
Two Small Medium Mini Light Heavy Artic
Particulars Bus m
Wheeler Car Car Bus Truck Truck Truck
Truck
Km Driven 10000 33300 33300 40000 80000 40000 60000 60000 60000
Life, yr 12 16 16 12 12 12 12 12 12
Working h 400 925 925 1025 2010 1025 2155 2535 2535
Passenger 2 20 50
8.4 RESULTS OF ECONOMIC APPRAISAL

The consultants carried out the economic appraisal using the appraisal methodology
and economic costs and benefits described in the preceding paragraphs of this report.
HDM 4 is the tool used for the analysis. The analysis has been performed based on the
following scenarios.
Do Nothing Scenario
This scenario is the present state of the road which is no improvement has been
involved with the roads.
With Project Scenario
This scenario is the improved facility of the road, where the stretch of the roads will
have 4 Lanes Paved Shoulder. Following scenarios has been considered for the
analysis.
Scenario 1 : 4 Laning of entire 68 Km Stretch of Road
Scenario 2 : 4 Laning of entire 68 Km Stretch of Road + 4 Laned 15.6 Km Long Jind
Bypass
An individual economic analysis for the two scenarios has been performed.
8.4.1 Base case- Alternative-I

Derivation of passenger time costs always remained controversial issue, especially in
respect of developing nations as saving in leisure time is mostly not appreciated that
constitute majority except for commercially developed urban centres. Economic analysis
for the base case has therefore, been carried out without considering the benefits on
account passenger time savings.
Sensitivity Analysis
Two critical factors could affect the viability of the project and these are the Capital Cost
and traffic level. The capital cost can increase or the expected traffic growth could not
materialise or both factors could occur simultaneously sensitivity check using the
following parameters has been carried out:
Sensitivity Option S1 Increase in base costs by 15%
Sensitivity Option S2 Decrease in base benefits by 15%
Sensitivity Option S3 Inc in base costs by 15% & decrease in base benefits by 15%
Cost benefit streams for each link and combined for individual NH Sections are
calculated. Decrease in MT time costs reported in these tables represents the cargo/
freight time costs. The EIRR and NPV (at 12%) for each link and section along with
sensitivity analysis have been presented as follows:

Table 8.5: Summary of Economic Analysis (Base Case)

NPV Economic Internal Rate of Return (%)
(Million)
Scenario Base Sensitivity Sensitivity Sensitivity
@12%,
Case S1 S2 S3
Base Case
Scenario 1 4 Laning 4054.68 14.1 12.3 11.8 10.2
4 Laning
5014.76
Scenario 2 with 20.3 19.0 16.7 15.7
Bypass
The project road is found to be economically viable with EIRR more than the resource
cost of capital @ 12% for Base case and sensitivity 1 for 4 Laning only and is Viable for all
the scenarios of 4 Laning with Bypass.

FINANCIAL ANALYSIS
8.5 INTRODUCTION
Financial viability analysis examines the possibilities of recovering the costs of
investment in improving the traffic facility keeping in view the requirements of the
future travel demand through the imposition of tolls for vehicles using the improved
facility. The basic inputs required for this analysis, in financial terms, are investment
costs (including O&M costs) and their phasing.
8.6 PROJECT ASSUMPTIONS

In addition the project cost includes interest during construction (IDC), professional fees,
documentation charges, lenders engineers and other expenses. The assumptions of such
items and other parameters that were considered for the financial analysis of the project
are given below
Sr. No. Parameters Value Description
1 Base year for Cost = 2010 2010-2011
2 Start of Construction = 2012 Apr
3 Construction Period = 3.0 Years
4 Traffic opening Year = 2015 Apr
2012 to
5 Concession Period = 30 Years
2031
6 Project road length (design) = 69.40 km
7 Civil construction cost = 3510 million INR
8 Pre- operative Expenses (% of EPC) = 1%
9 Physical Contingency (% of EPC) = 3%
10 Finance Charges (% of Debt) = 2%
Construction cost phasing 12
11 = 20% 2012
Phase 1 Months
12
Phase 2 = 40% 2013
months
12
Phase 3 = 40% 2014
months
12 Escalation in cost = 5.0%
13 Debt = 2/3
14 Equity = 1/3
15 Interest During Construction (IDC) = 11.75%
16 Interest on Debt = 11.75%
17 Grant (in % of Total Project Cost) = 40%
a) During Construction (maximum
40%
payable- 100%)
b) During Operation (rest of the grant
0%
amount)
18 Insurance Expenses = 0.15% of the gross value
Routine Maintenance cost & Light,
19 = 0.40 million INR /km/year
HTMS (205-6)
20 Periodic maintenance Cost (2005-06) = 2.50 million INR /km

Sr. No. Parameters Value Description

/5thyear
Toll Administration cost (2005-06) -
21 = 50.40 million INR/year
1 toll Plaza
Inflation on Toll administration and
22 = 5.0%
other costs
Revenue loss due to Exempted
23 = 3%
Traffic
24 Inflation rate on Toll rates = 5%
25 Loan Repayment Period 10 Years
Depreciation(%) on total
26 construction cost (Straight line = 95%
Method)
Number of years for straight line
27 = 27.5
depreciation
Annual Depreciation @ written
28 = 10%
down value
30 Tax liability = 33.22%
31 MAT = 19.93% any 10 yrs in first 20 yrs.
8.7 PROJECT COST
S. No. Particulars Amount

(Rs million)
A Concessionaire Cost
1 Civil Construction Cost base year (2010-11) 3686
2 Physical Contingencies Charges ( 3% Civil Construction 111
Cost)
3 Estimated Project Cost (EPC), base year 3796
4 IC & Preoperative Expenses (1% of EPC) 38
5 Concessionaire Cost incl. of Financing and Interest, DC 4534
(TPC)
6 Finance Charges (2% of Debt) 36.3
7 Escalation @ 5.0% per annum (on TPC) 397
8 Grant/ Subsidy from Employer-as % of EPC 40%
Grant during Construction period 1814
Grant during Operation Period 0.0
9 Concessionaire Cost of Project after Grant 2720
Amount of Debt Considered 66.7%
10 Interest During Construction, IDC 266
It is also assumed that the project concession period (25 years) includes the periods for
financial closure (6 months) and also construction (30 months). The project is expected to
commence on 2010 for this analysis. The project road, thus, is expected to open to traffic
on 1st April 2013 and is likely to have toll revenue-earnings.
Chapter-8: Economic and Financial Analysis 8 - 10

8.8 PACKAGING
Based on the traffic flow pattern and road network in the project influence area, the
project road has been kept as single package/ homogeneous sections, as given below
Pkg No. Range (From To)

Punjab/Haryana Border ( km 239.00) to Jind (km 307.00) total
Pkg-01
length 69.35 km with toll plaza proposed at km 287.000
8.9 TRAFFIC
Traffic survey has been carried out at one location at proposed toll plaza location to
finalise the traffic to be considered for revenue calculations. Traffic considered for the
calculation of revenue at proposed toll plaza location is presented below.
Traffic at Toll Plaza Locations
Mini- 2A 3 Axle 4-6 Axle >=7
Length Car Bus LCV
Bus Truck Truck Truck Axle
68 Km 2651 47 225 596 820 610 187 0
With this traffic (Tolled and Non-tolled) the current PCU on the project road is 12258
PCUs. Table below presents the projection of the traffic (total PCUs) in coming years.
Years Total Traffic in PCUs

PCU (base year) 2010 12258
PCU (15 years) 2025 25484
PCU (20 years) 2030 32524
PCU (25 years) 3035 41510
PCU (30 years) 2040 52978
As per traffic projection (considering 60K PCU as the capacity of the 4 Lane
configuration) the section is not reaching the capacity within 30 years.
8.10 PROJECT VIABILITY

Financial Internal Rate of Return (FIRR) has been worked out based on Discounted Net
Cash Flow technique by comparing both cost stream and revenue stream. FIRR (%) has
been worked out for with 25 years of concession period and the results are given below:
Financial Indicators
Concession Period 20 Years 25 Years 30 Years
Grant 40% 40% 35%
Equity IRR 13.0% 15.3% 15.5%
From the above table it can be interpreted that the project is viable for the concession
period of 25 Years with 40% VGF OR for a concession period of 30 years with 35% VGF.
However the project is not viable in 20 years concession period with maximum possible
40% grant.
Chapter-8: Economic and Financial Analysis 8 - 11

CHAPTER 9: VALUE ENGINEERING
TABLE OF CONTENTS
CHAPTER-9: VALUE ENGINEERING ............................................................................................... 1

9.1 GENERAL..................................................................................................................................... 1
9.2 INITIAL INVENTORY................................................................................................................ 1
9.3 DETAILED DESIGN STAGE ..................................................................................................... 1
9.4 MAIN DECISIONS ...................................................................................................................... 2
Chapter 9: Value Engineering 9-i

CHAPTER-9: VALUE ENGINEERING

9.1 GENERAL
The primary objective of Value Engineering is to analyze the engineering planning and
design with a view to identifying unnecessary costs to ensure that the proposed
solutions are technically and financially balanced.
9.2 INITIAL INVENTORY
The Value Engineer participates in the initial choice of technical solutions, to identify
contract provisions that may add costs to the project. Also, an analysis has been done to
find out technical solutions that are less costly but do not compromise the performance,
safety, appearance or maintenance of the finished road. An early analysis with
discussion during feasibility and preliminary engineering stage on the project
parameters was undertaken in house involving the various design experts who prepared
the design.
The Value Engineer worked first during the initial stage of feasibility and preliminary
engineering, during which the choice of the general lines of actions, construction
procedures and technical solutions was determined. Assessment of equivalent less
expensive solutions for the execution of the project was made. For example, at this stage
the choices for the type of bridge superstructure between normal reinforced concrete and
pre-stressed concrete structures or the choice for the pavement type being rigid or
flexible and other similar technically comparable alternatives was made. Alternate
alignments, design speed, widening side were examined in detail and changed to give
the most economical design.
The Value Engineer studied the solutions proposed for:
Type of cross-drainage structures
Type of Bridges/other structures
Type of Pavement
Vertical and horizontal alignments
Road construction materials for earthworks, concrete and pavement
Sequence of construction operations
Road safety
Road furniture, etc.
9.3 DETAILED DESIGN STAGE
The involvement of the Value Engineer during the detailed engineering was to make the
fine tuning of the various solutions for the project components proposed in the
Preliminary Engineering, to further develop and include in the final design. The analysis
involved the study of the plans and the specifications and changes involving the
substitution of materials, modification of the design, reduction of quantities or
procedures other than those set forth and required by the standard contract documents
were made.
Maximum efforts were made to make the best use of the local resources, options and
procedures for eventually proposing innovations dictated by the local conditions.
Chapter 9: Value Engineering 9-1

Changes in plans or in specifications were proposed after a detailed analysis of the costs
involved in each of the technically equivalent solutions.
The main working tools for the Value Engineer were first his deep understanding of the
possible technical solutions for each project component, for which he held in depth
discussion with the experts to get details of possible alternatives, and second the costs to
be prepared by the Quantity Surveyor. The Quantity Surveyor made detailed cost
calculations for the various types of project elements and alternatives. A combination of
those two elements provided the basis for proposing changes and for evaluating the
adequacy of the final detailed design and specifications.
9.4 MAIN DECISIONS
Following main decisions were taken based on Value Engineering

The entire alignment has been designed with the design speed of 80 to 100km/h.
The widening proposals have been made with at least land acquisition as much
as possible.
Flexible pavement type with 15 years design life was considered for the entire
project road stretch.
The span arrangements of bridges were reviewed and appropriate span
arrangements were proposed for reconstruction/new construction.
The vertical and horizontal clearances of underpass were reviewed keeping in
view of Value engineering practises.
Chapter 9: Value Engineering 9-2

Annexures
The Louis Berger Group, Inc
LIST OF ANNEXURES
Annexure 3.1 Road Inventory Data
Annexure 3.2 Pavement Condition Survey
Annexure 3.3 Details of Existing ROW
Annexure 3.4 List of existing structures
Annexure 3.5 Minor Junction
Annexure 3.6 BBD Survey
Annexure 3.7 Axle load Survey
Annexure 3.8 Roughness Survey
Annexure 3.9 Inventory & Condition Survey Of Bridges
Annexure 4.1 Classified Traffic Volume Count
Annexure 4.2 MSA Calculation
Detailed Project Report for Rehabilitation and Upgradig to 4-lane configuration of Haryana Punjab Border
to Jind Section of NH-71 in the State of Haryana
Annexure 3.1
Road Inventory Data
Annexure 3.1
ROAD INVENTORY (NH-71)
THE Louis Berger Group, Inc.
Embankment/cut Carriageway
Earthen Shoulder
Median width(m)
Existing Road height(m)
Left Right
Terrain (P/R)
Land Use
Left Right
& con
Condition
Condition
Width (m)
Width (m)
From To
Condition
Condition
Width(m)
Width(m)
Type
Type
Left Right
km km Left Right
239+000 239+500 P Agri Agri 2.0-3.0 2.0-3.0 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 0.7 Poor 0.7 Poor -
240+000 240+500 P BU BU 2.0-3.0 2.0-3.0 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 0.7 Poor 0.7 Fair -
240+500 241+000 P Agri Agri 2.0-3.0 2.0-3.0 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 0.7 Poor 0.7 Fair -
241+000 241+500 P Agri Agri 2.0-3.0 2.0-3.0 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 0.7 Poor 0.7 Poor -
241+500 242+000 P BU BU 2.0-3.0 2.0-3.0 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 0.7 Poor 0.7 Poor -
244+000 244+500 P Agri Agri 3.5 3.5 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 1 Fair 1 Fair -
245+000 245+500 P Agri Agri 3.5 3.5 Bridge (1.5+3.5) to 4.0 Good CW+PS(3.5+1.5) to 4.0 Good - - - Fair -
246+000 246+500 P Agri Agri 3 3 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 1 Fair 1 Fair -
246+500 247+000 P Agri Agri 3 3 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 0.5 Fair 0.5 Fair -
247+000 247+500 P Agri Agri 2.0-2.5 2.0-2.5 Bridge 3.5 Poor Bridge 3.5 Poor - Poor - Poor -
247+500 248+000 P Agri Agri 2.0-2.5 2.0-2.5 PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Poor 0.5 0.5 0.5 Poor -
248+000 248+500 P Agri Agri 3 3 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 0.5 0.5 0.5 Poor -
Detailed Project Report for Rehabilitation and Upgrading to 4-lanes Configuration of NH-71, from Haryana Punjab Border to Jind in the State of Haryana 1
Annexure 3.1
Earthen Shoulder
Median width(m)
Left Right
Terrain (P/R)
Land Use
Left Right
& con
Condition
Condition
Width (m)
Width (m)
From To
Condition
Condition
Width(m)
Width(m)
Type
Type
Left Right
km km Left Right
248+500 249+000 P Agri Agri 3 3 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 0.5 0.5 0.5 Poor -
249+000 249+500 P Agri Agri 2.0-3.0 2.0-3.0 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 0.5 0.5 0.5 Poor -
252+500 253+000 P BU Agri 2.0-3.0 2.0-3.0 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 0.5 0.5 0.5 Poor -
254+000 254+500 P Agri Agri 0.5-1.0 0.5-1.0 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 1 Poor 1 Poor -
254+500 255+000 P Agri Agri 0.5-1.0 0.5-1.0 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 1 Poor 1 Poor -
Annexure 3.1
Earthen Shoulder
Median width(m)
Left Right
Terrain (P/R)
Land Use
Left Right
& con
Condition
Condition
Width (m)
Width (m)
From To
Condition
Condition
Width(m)
Width(m)
Type
Type
Left Right
km km Left Right
258+000 258+500 P Agri Agri GL-1.0 GL-1.0 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair - - - Poor -
258+500 259+000 P BU Bu GL-1.0 GL-1.0 PS+CW 1.5+7.0 Poor CW+PS 7.0+1.5 Poor 1 Poor 1 Poor 1.25
260+000 260+500 P BU Bu GL GL PS+CW 1.5+7.0 Poor CW+PS 7.0+1.5 Poor 1 Poor 1 Poor 1.25
262+000 262+500 P BU Bu 1 1 PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Poor 1 Poor 1 Poor -
262+500 263+000 P BU Bu 2.0-3.0 2.0-3.0 Bridge 4 Fair Bridge 4 Fair - - - Poor -
263+000 263+500 P BU Bu 2.0-3.0 2.0-3.0 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 0.6 Poor 0.5 Poor -
264+500 265+000 P Agri Agri 3 3 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 0.6 Poor 0.5 Poor -
267+000 267+500 P Agri Agri GL-0.5 GL-0.5 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 1 Poor 1 Poor -
Annexure 3.1
Earthen Shoulder
Median width(m)
Left Right
Terrain (P/R)
Land Use
Left Right
& con
Condition
Condition
Width (m)
Width (m)
From To
Condition
Condition
Width(m)
Width(m)
Type
Type
Left Right
km km Left Right
267+500 268+000 P Agri Agri GL-0.5 GL-0.5 PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Poor 1 Poor 1 Poor -
270+000 270+500 P Bu BU 1.0-1.5 1.0-1.5 PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Poor 0.6 Poor 0.6 Poor -
270+500 271+000 P Agri Agri 0.5-1.0 0.5-1.0 PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Poor 0.6 Poor 0.6 Poor -
271+500 272+000 P Agri Agri 1 1 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 1 Poor 1 Poor -
272+000 272+500 P Agri Agri GL-1.0 GL-1.0 PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Fair 1 Poor 1 Poor -
Annexure 3.1
Earthen Shoulder
Median width(m)
Left Right
Terrain (P/R)
Land Use
Left Right
& con
Condition
Condition
Width (m)
Width (m)
From To
Condition
Condition
Width(m)
Width(m)
Type
Type
Left Right
km km Left Right
273+000 273+500 P Bu BU GL-1.0 GL-1.0 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Poor 1 Poor 1 Poor -
274+000 274+500 P Bu Bu GL-1.0 GL-1.0 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 1 Poor 1 Poor -
274+500 275+000 P Bu Bu GL-1.0 GL-1.0 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 1 Poor 1 Poor -
275+000 275+500 P Bu Bu GL GL PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Poor - - - Poor -
275+500 276+000 P Bu Bu GL GL PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Poor - - - Poor -
276+000 276+500 P Agri Agri GL GL PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 0.5 0.5 0.5 Poor -
276+500 277+000 P Agri Agri GL GL PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 0.5 0.5 0.5 Poor -
277+000 277+500 P Bu Agri 1.0 - 2.0 1.0 - 2.0 PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Poor 0.5 0.5 0.5 Poor -
277+500 278+000 P Agri Agri 1.0 - 2.0 1.0 - 2.0 PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Poor 0.5 0.5 0.5 Poor -
278+000 278+500 P Agri Agri GL-1.0 GL-1.0 PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Poor 0.5 0.5 0.5 Poor -
278+500 279+000 P Agri Bu GL-1.0 GL-1.0 PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Poor 0.5 0.5 0.5 Poor -
279+000 279+500 P Bu Bu GL-1.5 GL-1.5 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair - - - Poor -
279+500 280+000 P Bu Bu GL-1.5 GL-1.5 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair - - - Poor -
Annexure 3.1
Earthen Shoulder
Median width(m)
Left Right
Terrain (P/R)
Land Use
Left Right
& con
Condition
Condition
Width (m)
Width (m)
From To
Condition
Condition
Width(m)
Width(m)
Type
Type
Left Right
km km Left Right
282+000 282+500 P Agri Agri GL GL PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Poor 0.5 0.5 0.5 Poor -
282+500 283+000 P Agri Agri GL GL PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Poor 0.5 0.5 0.5 Poor -
283+500 284+000 P Agri Agri GL-1.0 GL-1.0 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 0.5 0.5 0.5 Poor -
284+000 284+500 P Agri Agri 0.5 0.5 PS+CW 1.5+3.5 Poor CW+PS 3.5+1.5 Poor 1 Poor 1 Poor -
284+500 285+000 P Bu Bu 0.5 0.5 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 1 Poor 1 Poor -
285+000 285+500 P Agri Agri GL-1.5 GL-1.5 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 1 Poor 1 Poor -
285+500 286+000 P Agri Agri GL-1.5 GL-1.5 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 1 Poor 1 Poor -
287+000 287+500 P Agri Agri 0.5 0.5 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 1 Poor 1 Poor -
288+000 288+500 P Agri Agri 0.5 0.5 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 1 Poor 1 Poor -
289+000 289+500 P Bu Bu 0.5 -1.0 0.5 -1.0 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 1 Fair 1 Fair -
289+500 290+000 P Bu Bu 0.5 -1.0 0.5 -1.0 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 1 Fair 1 Fair -
290+000 290+500 P Agri Agri 0.5 -1.0 0.5 -1.0 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 1 Poor 1 Poor -
290+500 291+000 P Bu Bu 0.5 -1.0 0.5 -1.0 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 1 Poor 1 Poor -
Annexure 3.1
Earthen Shoulder
Median width(m)
Left Right
Terrain (P/R)
Land Use
Left Right
& con
Condition
Condition
Width (m)
Width (m)
From To
Condition
Condition
Width(m)
Width(m)
Type
Type
Left Right
km km Left Right
291+000 291+500 P Agri Agri 0.5 -1.0 0.5 -1.0 PS+CW 1.5+3.5 Good CW+PS 3.5+1.5 Good 1 Poor 1 Poor -
291+500 292+000 P Agri Agri 0.5 0.5 PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 1 Poor 1 Poor -
292+000 292+500 P Agri Agri GL GL PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 1 Poor 1 Poor -
292+500 293+000 P Agri Agri GL GL PS+CW 1.5+3.5 Fair CW+PS 3.5+1.5 Fair 1 Poor 1 Poor -
293+000 293+500 P BYPASS
293+500 294+000 P BYPASS
294+000 294+500 P BYPASS
294+500 295+000 P BYPASS
295+000 295+500 P BYPASS
295+500 296+000 P BYPASS
296+000 296+500 P BYPASS
296+500 297+000 P BYPASS
297+000 297+500 P BYPASS
297+500 298+000 P BYPASS
298+000 298+500 P BYPASS
298+500 299+000 P BYPASS
299+000 299+500 P BYPASS
299+500 300+000 P BYPASS
300+000 300+500 P BYPASS
Annexure 3.1
Earthen Shoulder
Median width(m)
Left Right
Terrain (P/R)
Land Use
Left Right
& con
Condition
Condition
Width (m)
Width (m)
From To
Condition
Condition
Width(m)
Width(m)
Type
Type
Left Right
km km Left Right
300+500 301+000 P BYPASS
301+000 301+500 P BYPASS
301+500 302+000 P BYPASS
302+000 302+500 P BYPASS
302+500 303+000 P BYPASS
303+000 303+500 P BYPASS
303+500 304+000 P BYPASS
304+000 304+500 P BYPASS
304+500 305+000 P BYPASS
305+000 305+500 P BYPASS
305+500 306+000 P BYPASS
306+000 306+500 P BYPASS
306+500 307+000 P BYPASS
Annexure 3.2
Pavement Condition Survey
Annexure 3.2

PAVEMENT CONDITION SURVEY(NH-71)
Pavement Condition Over all
Edge Drop Condition of Embankment
Chainage Crack (%) Raveling Pothole Rut Depth Patch pavement
Edge Break(%) (mm) soft Shoulder Condition
Fine Wide (%) (%) (mm) (%) condition Remarks
To
From (km) Left Right Left Right Left Right Left Right Left Right Left Right Left Right Left Right Left Right Left Right Left Right
(km)
239+000 239+500 15% 10% 5% 5% - - - - - - 10% 10% 15% 5% - - Good Good Poor Poor Poor Poor 2 Lane Road
239+500 240+000 5% 10% 5% 5% - - - - - - 10% 10% 10% 10% - - Good Good Poor Poor Poor Poor 2 Lane Road
240+000 240+500 5% 5% - - - - - - - - 2% 2% - - - - Good Good Fair Fair Poor Poor 2 Lane Road
240+500 241+000 5% 5% - - - - - - - - 2% 2% - - - - Good Good Fair Fair Poor Poor 2 Lane Road
241+000 241+500 5% 5% - - - - - - - - - - - - - - Good Good Poor Poor Poor Poor 2 Lane Road
242+000 242+500 10% 4% - - - - 5% 5% - - 5% 5% - - - - Fair Fair Poor Poor Poor Poor 2 Lane Road
242+500 243+000 5% 11% - - - - 10% 8% - - 4% 6% - - - - Fair Fair Poor Poor Poor Poor 2 Lane Road
243+000 243+500 10% 4% - - - - 7% 5% - - 5% 5% - - - - Good Good Poor Poor Poor Poor 2 Lane Road
243+500 244+000 5% 15% - - - - 10% 8% - - 3% 7% - - - - Good Good Poor Poor Poor Poor 2 Lane Road
244+000 244+500 10% 5% - - 2% 2% - - - - - - 5% 5% - - Good Good Fair Fair Poor Poor 2 Lane Road
244+500 245+000 8% 7% - - 3% 3% - - - - - - 5% 5% - - Good Good Fair Fair Poor Poor 2 Lane Road
245+000 245+500 5% 5% - - - - - - - - - - - - - - Good Good Fair Fair Poor Poor 2 Lane Road
245+500 246+000 5% 5% - - - - - - - - - - - - - - Good Good Fair Fair Poor Poor 2 Lane Road
246+000 246+500 10% 5% - - - - - - - - - - 3% 5% - - Good Good Fair Fair Poor Poor 2 Lane Road
246+500 247+000 5% 10% - - - - - - - - - - 7% 5% - - Good Good Fair Fair Poor Poor 2 Lane Road
247+000 247+500 15% 5% - - 5% 4% 5% 5% - - - - 8% 7% 5% 5% Good Good Poor Poor Poor Poor 2 Lane Road
247+500 248+000 25% 10% 5% 5% 2% 3% 4% 6% - - 3% 3% 10% 5% - - Good Good Poor Poor Poor Poor 2 Lane Road
249+000 249+500 15% 5% - - - - 10% 5% - - - - 20% 10% - - Fair Fair Poor Poor Poor Poor 2 Lane Road
249+500 250+000 10% 10% - - - - 5% 10% - - - - 5% 20% - - Fair Fair Poor Poor Poor Poor 2 Lane Road
250+000 250+500 20% 15% 5% 3% 5% 5% 8% 7% - - - - 5% 8% - - Fair Fair Poor Poor Poor Poor 2 Lane Road
251+000 251+500 10% 10% 2% 3% - - 10% 5% - - - - 8% 12% - - Fair Fair Poor Poor Poor Poor 2 Lane Road
Annexure 3.2

To
(km)
253+000 253+500 20% 15% 5% 5% 5% 5% - - - - - - 5% 9% - - Fair Fair Poor Poor Poor Poor 2 Lane Road
253+500 254+000 35% 5% 3% 5% 5% 5% - - - - - - 7% 8% - - Fair Fair Poor Poor Poor Poor 2 Lane Road
254+000 254+500 10% 15% 5% 5% 5% 5% 10% 15% - - - - 10% 10% - - Fair Fair Fair Fair Poor Poor 2 Lane Road
254+500 255+000 20% 5% 8% 7% 5% 5% 15% 10% - - - - 15% 5% - - Fair Fair Fair Fair Poor Poor 2 Lane Road
255+000 255+500 30% 10% 5% 8% 5% 5% 10% 15% - - - - 10% 15% - - Poor Poor Poor Poor Poor Poor 2 Lane Road
256+000 256+500 35% 15% 5% 5% - - 5% 10% - - - - 5% 15% - - Poor Poor Poor Poor Poor Poor 2 Lane Road
256+500 257+000 15% 20% 5% 5% - - 5% 10% - - - - 10% 15% - - Poor Poor Poor Poor Poor Poor 2 Lane Road
258+000 258+500 10% 15% 1% 2% - - 25% 15% - - - - 35% 35% - - Poor Poor Poor Poor Poor Poor Railway Crossing
258+500 259+000 5% 5% - - 4% 5% - - - - - - - - - - Fair Fair Poor Poor Fair Fair 4-Lane Start Km. 258.600
259+000 259+500 5% 5% - - - - - - - - - - - - - - Good Good Poor Poor - - 4 - Lane Narwana Town
259+500 260+000 2% 2% - - - - - - - - - - - - - - Good Good Fair Fair - - 4 - Lane Narwana Town
260+000 260+500 4% 4% - - - - - - - - - - - - - - Good Good Fair Fair - - 4 - Lane Narwana Town
260+500 261+000 8% 8% 2% 2% - - - - - - - - 10% 10% - - Fair Fair Fair Fair - - 4 - Lane Narwana Town
261+000 261+500 - - - - - - - - - - - - 8% 8% - - Good Good Fair Fair - - 4 - Lane Narwana Town
261+500 262+000 - - - - - - - - - - - - - - - - Good Good Fair Fair - - 4 - Lane Narwana Town
262+000 262+500 20% 20% 5% 5% - - 2% 5% - - - - 30% 30% - - Poor Poor Poor Poor Fair Fair 2 Lane road
262+500 263+000 25% 25% 3% 5% - - 2% 2% - - - - 10% 10% - - Fair Fair Poor Poor Fair Fair 2 Lane road
263+000 263+500 20% 20% 5% 5% - - - - - - - - - - - - Fair Fair Fair Fair Fair Fair 2 Lane road
263+500 264+000 5% 5% 1% 1% - - 3% 5% - - - - 5% 5% - - Fair Fair Poor Poor Fair Fair 2 Lane road
264+000 264+500 20% 20% - - - - - - - - - - - - - - Fair Fair Fair Fair Fair Fair 2 Lane road
264+500 265+000 1% 1% - - - - - - - - - - - - - - Good Good Good Good Fair Fair 2 Lane road
265+000 265+500 10% 10% - - - - - - - - - - - - - - Good Good Poor Poor Fair Poor 2 Lane road
265+500 266+000 - - - - - - - - - - - - - - - - Good Good Fair Fair Fair Fair 2 Lane road
266+000 266+500 15% 15% 3% 5% - - 5% 5% - - - - 5% 5% - - Fair Fair Poor Poor Poor Poor 2 Lane road
266+500 267+000 10% 10% 3% 2% - - - - - - - - 10% 10% - - Fair Fair Poor Poor Poor Poor 2 Lane road
Annexure 3.2

To
(km)
267+000 267+500 20% 20% 2% 3% - - - - - - - - 9% 10% - - Fair Fair Poor Poor Fair Fair 2 Lane road
267+500 268+000 30% 30% 5% 5% - - - - - - - - 35% 35% - - Poor Poor Poor Poor Poor Poor 2 Lane road
268+000 268+500 30% 30% 5% 5% - - 5% 5% - - - - 15% 15% - - Fair Fair Fair Fair Fair Fair 2 Lane road
268+500 269+000 35% 35% 5% 5% - - 10% 10% - - - - 25% 25% - - Poor Poor Poor Poor Poor Poor 2 Lane road
269+000 269+500 25% 25% 3% 5% 3% 3% 2% 2% - - - - 25% 25% - - Poor Poor Fair Fair Poor Poor 2 Lane road
269+500 270+000 15% 15% 5% 5% 2% 2% - - - - - - 25% 25% - - Fair Fair Poor Poor Poor Poor 2 Lane road
270+500 271+000 30% 30% 5% 5% 2% 2% - - - - - - 20% 20% - - Poor Poor Poor Poor Poor Poor 2 Lane road
271+500 272+000 15% 15% 5% 5% - - 5% 5% - - - - 5% 5% - - Fair Fair Poor Poor Poor Poor 2 Lane road
272+000 272+500 15% 15% 5% 5% 5% 5% - - - - - - 15% 15% - - Fair Fair Poor Poor Fair Fair 2 Lane road
272+500 273+000 25% 25% 5% 5% 5% 5% 4% 4% - - - - 25% 25% - - Poor Poor Poor Poor Poor Poor 2 Lane road
273+000 273+500 25% 25% 5% 5% 3% 3% 3% 3% - - - - 10% 10% - - Fair Fair Poor Poor Poor Poor 2 Lane road
273+500 274+000 20% 20% 3% 3% 3% 3% 5% 5% - - - - 10% 10% - - Fair Fair Poor Poor Fair Fair 2 Lane road
274+000 274+500 35% 35% 2% 5% - - - - - - - - - - - - Fair Fair Poor Poor Fair Fair 2 Lane road
274+500 275+000 15% 15% 5% 5% - - 5% 5% - - - - - - - - Fair Fair Poor Poor Fair Fair 2 Lane road
276+000 276+500 10% 10% 5% 5% - - - - - - - - 10% 10% - - Fair Fair Poor Poor Poor Poor 2 Lane road
277+000 277+500 35% 35% 5% 5% - - 5% 5% - - - - 5% 5% - - Poor Poor Fair Fair Poor Poor 2 Lane road
277+500 278+000 20% 25% 10% 5% - - 10% 10% - - - - 10% 10% - - Poor Poor Fair Fair Fair Fair 2 Lane road
278+000 278+500 20% 20% 5% 5% 5% 5% - - - - - - - - - - Fair Fair Fair Fair Fair Fair 2 Lane road
278+500 279+000 20% 20% 5% 5% - - - - - - - - 15% 15% - - Poor Poor Fair Fair Fair Fair 2 Lane road
280+500 281+000 55% 55% 10% 10% - - 10% 10% - - - - - - - - Poor Poor Poor Poor Poor Poor 2 Lane road
Annexure 3.2

To
(km)
282+000 282+500 15% 15% 3% 2% 3% 3% 5% 5% - - - - 35% 35% - - Poor Poor Poor Poor Poor Poor 2 Lane road
283+000 283+500 15% 15% 3% 4% - - - - - - - - 35% 35% - - Fair Fair Fair Fair Poor Poor 2 Lane road
283+500 284+000 10% 10% - - - - 5% 5% - - - - 25% 25% - - Fair Fair Fair Fair Fair Fair 2 Lane road
284+500 285+000 5% 5% - - - - - - - - - - - - - - Good Good Fair Fair Poor Poor 2 Lane road
285+000 285+500 5% 5% - - - - - - - - - - - - - - Good Good Poor Poor Fair Fair 2 Lane road
285+500 286+000 10% 10% - - - - - - - - - - - - - - Good Good Poor Poor Poor Poor 2 Lane road
286+000 286+500 10% 10% - - - - 15% 15% - - - - 10% 10% - - Fair Fair Fair Fair Poor Fair 2 Lane road
286+500 287+000 30% 30% 5% 5% - - 10% 10% - - - - 10% 10% - - Fair Fair Fair Fair Fair Fair 2 Lane road
287+000 287+500 10% 10% - - - - 2% 5% - - - - 5% 5% - - Good Good Fair Fair Fair Fair 2 Lane road
287+500 288+000 5% 5% - - - - - - - - - - - - - - Good Good Fair Fair Fair Fair 2 Lane road
288+500 289+000 10% 10% - - - - - - - - - - 5% 5% - - Good Good Poor Poor Poor Poor 2 Lane road
289+000 289+500 5% 5% - - - - - - - - - - - - - - Good Good Fair Fair Poor Poor 2 Lane road
289+500 290+000 5% 5% - - - - 5% 5% - - - - 5% 5% - - Good Good Fair Fair Poor Poor 2 Lane road
290+500 291+000 5% 5% - - - - - - - - - - - - - - Good Good Fair Fair Fair Fair 2 Lane road
291+000 291+500 10% 10% - - - - 5% 5% - - - - - - - - Good Good Fair Fair Fair Fair 2 Lane road
291+500 292+000 25% 20% - - - - 3% 5% - - - - 3% 3% - - Good Good Fair Fair Fair Fair 2 Lane road
292+000 292+500 20% 10% - - - - 5% 5% - - - - 5% 5% - - Fair Fair Poor Poor Poor Poor 2 Lane road
292+500 293+000 35% 35% - - - - 10% 10% - - - - - - - - Fair Fair Poor Poor Poor Poor 2 Lane road
293+000 293+500 - - - - - - - - - - - - - - - - - - - - - - Jind Bypass
293+500 294+000 - - - - - - - - - - - - - - - - - - - - - - -
294+000 294+500 - - - - - - - - - - - - - - - - - - - - - - -
294+500 295+000 - - - - - - - - - - - - - - - - - - - - - - -
Annexure 3.2

To
(km)
295+000 295+500 - - - - - - - - - - - - - - - - - - - - - - -
295+500 296+000 - - - - - - - - - - - - - - - - - - - - - - -
296+000 296+500 - - - - - - - - - - - - - - - - - - - - - - -
296+500 297+000 - - - - - - - - - - - - - - - - - - - - - - -
297+000 297+500 - - - - - - - - - - - - - - - - - - - - - - -
297+500 298+000 - - - - - - - - - - - - - - - - - - - - - - -
298+000 298+500 - - - - - - - - - - - - - - - - - - - - - - -
298+500 299+000 - - - - - - - - - - - - - - - - - - - - - - -
299+000 299+500 - - - - - - - - - - - - - - - - - - - - - - -
299+500 300+000 - - - - - - - - - - - - - - - - - - - - - - -
300+000 300+500 - - - - - - - - - - - - - - - - - - - - - - -
300+500 301+000 - - - - - - - - - - - - - - - - - - - - - - -
301+000 301+500 - - - - - - - - - - - - - - - - - - - - - - -
301+500 302+000 - - - - - - - - - - - - - - - - - - - - - - -
302+000 302+500 - - - - - - - - - - - - - - - - - - - - - - -
302+500 303+000 - - - - - - - - - - - - - - - - - - - - - - -
303+000 303+500 - - - - - - - - - - - - - - - - - - - - - - -
303+500 304+000 - - - - - - - - - - - - - - - - - - - - - - -
304+000 304+500 - - - - - - - - - - - - - - - - - - - - - - -
304+500 305+000 - - - - - - - - - - - - - - - - - - - - - - -
305+000 305+500 - - - - - - - - - - - - - - - - - - - - - - -
305+500 306+000 - - - - - - - - - - - - - - - - - - - - - - -
306+000 306+500 - - - - - - - - - - - - - - - - - - - - - - -
306+500 307+000 - - - - - - - - - - - - - - - - - - - - - - -
307+000 - - - - - - - - - - - - - - - - - - - - - - -
Annexure 3.3
Details of Existing ROW
THE Louis Berger Group, Inc. Annexure-3.3
Existing Right Of Way

S.No. Remarks
From To m)
1 238+750 241+200 43 Data Singhwala
2 241+200 243+250 43 Garhi
3 243+250 244+000 43 Chak Ujhana
4 244+000 251+350 43 Ujhana
5 251+350 256+250 43 Belar Khan
6 256+700 257+000 43 Mohal Khera
256+250 259+850 43
259+850 260+000 35
7 Narwana
260+000 261+300 33
261+300 262+300 30
262+3000 262+400 30
262+400 262+600 30
8 262+600 264+000 30 Dumar Khan Kalan
264+000 264+500 31.73
264+500 266+000 30
9 266+000 267+050 31.73 Dumar Khan Khurd
10 267+050 268+900 30 Ghaso Khurd
268+900 269+300 30
269+300 269+400 30
11 Safa Kheri
269+400 271+000 31
271+000 271+600 30
271+600 272+000 30
12 Kharakbura
272+000 272+900 31
13 272+900 275+000 31 Palwa
275+000 275+500 35
14 Uchana
275+500 277+700 29
15 277+700 281+950 30 Barodha
281+950 284+850 30
16 284+850 284+900 23 Khatkar
284+900 287+280 30
287+280 288+600 31
17 Jhanjh Kalan
288+600 289+500 28
289+500 289+900 28
18 Jhanjh Khurd
289+900 290+900 30
19 290+900 291+352 31.73 Kehar khera
20 291+325 292+700 32.69 Ahirka
Details of Existing Right of Way (ROW) along Jind Bypass
Proposed Bypass Chainages Total ROW(in
S.No. Remarks
From To m)
1 0+000 2+048 46 Ahirka
2 2+048 3+600 25 Amarheri
3 3+600 4+350 25 Jind
4 4+350 6+380 25 Haibat Pur
5 6+380 8+211 25 Nirjan
6 8+211 9+507 25 Pindari
Detailed Project Report for Rehabilitation and Upgrading to 4 Lane Configration of NH 71 from Haryana Punjab Border to Jind in the State of Haryana
Annexure 3.4
List of Existing Structures
Annexure 3.4

LIST OF BRIDGE / CULVERT ALONG EXISTING PROJECT ROAD
SI.
Location in Km. Structure no. Type of Structure Span Arrangement Present Condition
No.
1 239+098 - Pipe Culvert 0.9 Good Condition
2 239+241 - Slab Culvert 1x2.90 Good Condition
3 239+812 240/2 Pipe Culvert 0.9 Good Condition
4 239+957 241/1 Pipe Culvert 1 Good Condition
10 244+863 - Pipe Culvert Choked
12 245+300 - RCC Slab Bridge 2 x 3.70 m
23 251+345 252/2 Slab Culvert 1x1.40 Good Condition
25 252+446 - Pipe Culvert 1 Good Condition
39 262+950 - RCC slab bridge 4 x 8.3 m
Detailed Project Report for Rehabilitation and Upgrading to 4-lane Configuration of NH-71, from Haryana Punjab Border to Jind in the State of Haryana 1
Annexure 3.4

SI.
No.
56 270+463 - Aquaduct 0.3 Good Condition
60 273+086 - Aquaduct 0.9 Good Condition
65 274+282 - Slab Culvert 1x3.0 poor condition
68 276+767 - Choked Choked
70 278+073 - Arch 1x1.50 Good Condition
73 279+497 - Pipe Culvert 1 poor condition
Annexure 3.4

SI.
No.
Details of Existing Culverts along Jind Bypass

SI. Proposed Bypass
Structure no. Type of Structure Span Arrangement Present Condition
No. Chainages
1 0+107 - Pipe Culvert 1 x 0.90m Good Condition

3 0+378 - Slab Culvert 1 x 0.60m Good Condition
7 0+690 - Slab Culvert 1 x 1.45m Good Condition
Annexure 3.4

SI.
No.
Annexure 3.5
Road Junction
Annexure 3.5

MINOR JUNCTION DETAILS (NH-71)
Sl.no. Chainages (Km) Side Leading to Type of Road Junction Type

Ujhana Village (Left) Pipelsha
8 246+115 RHS BT-3.0m Staggered Junction
Village (Right)

Tohana Village (Left) Govt.
College (Right)
22 259+870 RHS To Railway Station,Narwana BT-5.0m T Junction

Village (Left) Railway
Station (Right)
Detailed Project Report for Rehabilitation and Upgradig to 4-lane configuration of Haryana Punjab Border to Jind Section of NH-71 in the State of Haryana 1
Annexure 3.5

MINOR JUNCTION DETAILS (NH-71)
Sl.no. Chainages (Km) Side Leading to Type of Road Junction Type


Uchana City (Right)
Detailed Project Report for Rehabilitation and Upgradig to 4-lane configuration of Haryana Punjab Border to Jind Section of NH-71 in the State of Haryana 2
Annexure 3.6
BBD Survey
Annexure 3.6
Dial Gauge reading (mm) Corrections
Mean deflection
Deflection (mm)
Standard Dev
Temp
mm/km X
Temparature
Pavement Seasonal
Std. temp.
Corrected Corrected Characterisitic
Chainage Up/Dn Temperature FMC% Correction
Initial Intermediate Final Deflection Def, mm Deflection (mm)
(km) (C) Factor
(mm)
239.000 9.54 9.37 9.35 0.38 39 35.00 -0.04 0.340 10.900 1.210 0.41 0.42 0.12 0.65
239.200 9.02 8.89 8.87 0.29 28 35.00 0.07 0.360 0.44 0.68
239.400 8.49 8.4 8.39 0.20 39 35.00 -0.04 0.160 0.19 0.43
239.600 9.11 8.97 8.96 0.31 32 35.00 0.03 0.340 0.41 0.65
239.800 9.73 9.53 9.52 0.42 39 35.00 -0.04 0.380 0.46 0.70
240.000 8.43 8.26 8.25 0.36 39 35.00 -0.04 0.320 0.39 0.63
239.100 9.28 9.13 9.11 0.34 29 35.00 0.06 0.395 0.48 0.72
239.300 8.75 8.64 8.63 0.25 36 35.00 -0.01 0.235 0.28 0.52
239.500 9.12 8.94 8.91 0.59 39 35.00 -0.04 0.555 0.67 0.91
239.700 9.42 9.25 9.24 0.36 39 35.00 -0.04 0.325 0.39 0.63
239.900 9.37 9.15 9.15 0.44 39 35.00 -0.04 0.400 0.48 0.72
Dc 0.66
241.000 9.10 9.04 9.01 0.35 29 35.00 0.06 0.415 8.000 1.320 0.55 0.43 0.15 0.85
241.200 8.96 8.88 8.86 0.19 28 35.00 0.07 0.260 0.34 0.65
241.400 8.81 8.72 8.71 0.20 29 35.00 0.06 0.260 0.34 0.65
241.600 9.23 9.03 9.02 0.42 32 35.00 0.03 0.450 0.59 0.90
241.800 9.42 9.34 9.33 0.18 29 35.00 0.06 0.240 0.32 0.62
242.000 8.67 8.56 8.56 0.22 29 35.00 0.06 0.280 0.37 0.67
241.100 9.03 8.96 8.94 0.33 29 35.00 0.06 0.391 0.52 0.82
241.300 8.88 8.80 8.79 0.20 35 35.00 0 0.195 0.26 0.56
241.500 9.62 9.48 9.45 0.51 29 35.00 0.06 0.575 0.76 1.06
241.700 9.33 9.19 9.18 0.30 39 35.00 -0.04 0.260 0.34 0.65
241.900 9.78 9.68 9.68 0.20 29 35.00 0.06 0.260 0.34 0.65
Dc 0.73
243.000 9.07 8.87 8.84 0.63 40 35.00 -0.05 0.585 13.500 1.150 0.67 0.47 0.16 0.96
243.200 9.41 9.24 9.22 0.37 28 35.00 0.07 0.440 0.51 0.79
243.400 9.74 9.61 9.6 0.28 40 35.00 -0.05 0.230 0.26 0.55
243.600 9.65 9.48 9.47 0.37 32 35.00 0.03 0.400 0.46 0.75
243.800 9.56 9.35 9.33 0.46 40 35.00 -0.05 0.410 0.47 0.76
244.000 8.58 8.28 8.28 0.60 40 35.00 -0.05 0.550 0.63 0.92
243.100 9.24 9.06 9.03 0.56 29 35.00 0.06 0.621 0.71 1.00
243.300 9.57 9.43 9.41 0.33 36 35.00 -0.01 0.315 0.36 0.65
243.500 9.92 9.81 9.81 0.22 40 35.00 -0.05 0.170 0.20 0.48
243.700 9.61 9.42 9.40 0.41 39 35.00 -0.04 0.375 0.43 0.72
243.900 9.74 9.5 9.5 0.48 40 35.00 -0.05 0.430 0.49 0.78
Dc 0.76
245.000 8.49 8.37 8.33 0.55 27 35.00 0.08 0.633 8.000 1.320 0.84 0.46 0.21 1.26
245.200 8.49 8.39 8.36 0.41 28 35.00 0.07 0.476 0.63 1.05
245.400 8.49 8.4 8.39 0.20 29 35.00 0.06 0.260 0.34 0.77
245.600 8.56 8.48 8.47 0.18 32 35.00 0.03 0.210 0.28 0.70
245.800 8.63 8.56 8.55 0.16 28 35.00 0.07 0.230 0.30 0.73
246.000 9.35 9.25 9.22 0.43 29 35.00 0.06 0.495 0.65 1.08
245.100 8.49 8.38 8.35 0.48 29 35.00 0.06 0.539 0.71 1.14
245.300 8.49 8.39 8.38 0.23 35 35.00 0 0.230 0.30 0.73
245.500 9.2 9.13 9.1 0.37 38 35.00 -0.03 0.345 0.45 0.88
245.700 8.60 8.52 8.51 0.17 39 35.00 -0.04 0.130 0.17 0.60
245.900 9.03 8.9 8.9 0.26 29 35.00 0.06 0.320 0.42 0.85
Dc 0.89
247.000 9.10 9.04 9.01 0.35 29 35.00 0.06 0.415 8.000 1.320 0.55 0.43 0.15 0.85
247.200 8.96 8.88 8.86 0.19 28 35.00 0.07 0.260 0.34 0.65
247.400 8.81 8.72 8.71 0.20 29 35.00 0.06 0.260 0.34 0.65
247.600 9.23 9.03 9.02 0.42 32 35.00 0.03 0.450 0.59 0.90
247.800 9.42 9.34 9.33 0.18 29 35.00 0.06 0.240 0.32 0.62
248.000 8.67 8.56 8.56 0.22 29 35.00 0.06 0.280 0.37 0.67
247.100 9.03 8.96 8.94 0.33 29 35.00 0.06 0.391 0.52 0.82
247.300 8.88 8.80 8.79 0.20 35 35.00 0 0.195 0.26 0.56
247.500 9.62 9.48 9.45 0.51 29 35.00 0.06 0.575 0.76 1.06
247.700 9.33 9.19 9.18 0.30 39 35.00 -0.04 0.260 0.34 0.65
247.900 9.78 9.68 9.68 0.20 29 35.00 0.06 0.260 0.34 0.65
Dc 0.73
249.000 9.54 9.37 9.35 0.38 39 35.00 -0.04 0.340 10.900 1.210 0.41 0.42 0.12 0.65
249.200 9.02 8.89 8.87 0.29 28 35.00 0.07 0.360 0.44 0.68
249.400 8.49 8.4 8.39 0.20 39 35.00 -0.04 0.160 0.19 0.43
249.600 9.11 8.97 8.96 0.31 32 35.00 0.03 0.340 0.41 0.65
249.800 9.73 9.53 9.52 0.42 39 35.00 -0.04 0.380 0.46 0.70
250.000 8.43 8.26 8.25 0.36 39 35.00 -0.04 0.320 0.39 0.63
249.100 9.28 9.13 9.11 0.34 29 35.00 0.06 0.395 0.48 0.72
249.300 8.75 8.64 8.63 0.25 36 35.00 -0.01 0.235 0.28 0.52
249.500 9.12 8.94 8.91 0.59 39 35.00 -0.04 0.555 0.67 0.91
249.700 9.42 9.25 9.24 0.36 39 35.00 -0.04 0.325 0.39 0.63
249.900 9.37 9.15 9.15 0.44 39 35.00 -0.04 0.400 0.48 0.72
Dc 0.66
Detailed Project Report for Rehabilitation and Upgrading to 4-lane Configuration of NH-71, from
Haryana Punjab Border to Jind in the State of Haryana 1
Annexure 3.6
Mean deflection
Deflection (mm)
Standard Dev
Temp
mm/km X
Temparature
Pavement Seasonal
Std. temp.
(km) (C) Factor
(mm)
251.000 9.10 9.04 9.01 0.35 29 35.00 0.06 0.415 8.000 1.320 0.55 0.43 0.15 0.85
251.200 8.96 8.88 8.86 0.19 28 35.00 0.07 0.260 0.34 0.65
251.400 8.81 8.72 8.71 0.20 29 35.00 0.06 0.260 0.34 0.65
251.600 9.23 9.03 9.02 0.42 32 35.00 0.03 0.450 0.59 0.90
251.800 9.42 9.34 9.33 0.18 29 35.00 0.06 0.240 0.32 0.62
252.000 8.67 8.56 8.56 0.22 29 35.00 0.06 0.280 0.37 0.67
251.100 9.03 8.96 8.94 0.33 29 35.00 0.06 0.391 0.52 0.82
251.300 8.88 8.80 8.79 0.20 35 35.00 0 0.195 0.26 0.56
251.500 9.62 9.48 9.45 0.51 29 35.00 0.06 0.575 0.76 1.06
251.700 9.33 9.19 9.18 0.30 39 35.00 -0.04 0.260 0.34 0.65
251.900 9.78 9.68 9.68 0.20 29 35.00 0.06 0.260 0.34 0.65
Dc 0.73
253.000 9.07 8.87 8.84 0.63 40 35.00 -0.05 0.585 13.500 1.150 0.67 0.47 0.16 0.96
253.200 9.41 9.24 9.22 0.37 28 35.00 0.07 0.440 0.51 0.79
253.400 9.74 9.61 9.6 0.28 40 35.00 -0.05 0.230 0.26 0.55
253.600 9.65 9.48 9.47 0.37 32 35.00 0.03 0.400 0.46 0.75
253.800 9.56 9.35 9.33 0.46 40 35.00 -0.05 0.410 0.47 0.76
254.000 8.58 8.28 8.28 0.60 40 35.00 -0.05 0.550 0.63 0.92
253.100 9.24 9.06 9.03 0.56 29 35.00 0.06 0.621 0.71 1.00
253.300 9.57 9.43 9.41 0.33 36 35.00 -0.01 0.315 0.36 0.65
253.500 9.92 9.81 9.81 0.22 40 35.00 -0.05 0.170 0.20 0.48
253.700 9.61 9.42 9.40 0.41 39 35.00 -0.04 0.375 0.43 0.72
253.900 9.74 9.5 9.5 0.48 40 35.00 -0.05 0.430 0.49 0.78
Dc 0.76
255.000 9.54 9.37 9.35 0.38 39 35.00 -0.04 0.340 10.900 1.210 0.41 0.42 0.12 0.65
255.200 9.02 8.89 8.87 0.29 28 35.00 0.07 0.360 0.44 0.68
255.400 8.49 8.4 8.39 0.20 39 35.00 -0.04 0.160 0.19 0.43
255.600 9.11 8.97 8.96 0.31 32 35.00 0.03 0.340 0.41 0.65
255.800 9.73 9.53 9.52 0.42 39 35.00 -0.04 0.380 0.46 0.70
256.000 8.43 8.26 8.25 0.36 39 35.00 -0.04 0.320 0.39 0.63
255.100 9.28 9.13 9.11 0.34 29 35.00 0.06 0.395 0.48 0.72
255.300 8.75 8.64 8.63 0.25 36 35.00 -0.01 0.235 0.28 0.52
255.500 9.12 8.94 8.91 0.59 39 35.00 -0.04 0.555 0.67 0.91
255.700 9.42 9.25 9.24 0.36 39 35.00 -0.04 0.325 0.39 0.63
255.900 9.37 9.15 9.15 0.44 39 35.00 -0.04 0.400 0.48 0.72
Dc 0.66
257.000 8.49 8.37 8.33 0.55 27 35.00 0.08 0.633 8.000 1.320 0.84 0.46 0.21 1.26
257.200 8.49 8.39 8.36 0.41 28 35.00 0.07 0.476 0.63 1.05
257.400 8.49 8.4 8.39 0.20 29 35.00 0.06 0.260 0.34 0.77
257.600 8.56 8.48 8.47 0.18 32 35.00 0.03 0.210 0.28 0.70
257.800 8.63 8.56 8.55 0.16 28 35.00 0.07 0.230 0.30 0.73
258.000 9.35 9.25 9.22 0.43 29 35.00 0.06 0.495 0.65 1.08
257.100 8.49 8.38 8.35 0.48 29 35.00 0.06 0.539 0.71 1.14
257.300 8.49 8.39 8.38 0.23 35 35.00 0 0.230 0.30 0.73
257.500 9.2 9.13 9.1 0.37 38 35.00 -0.03 0.345 0.45 0.88
257.700 8.59 8.52 8.51 0.17 39 35.00 -0.04 0.130 0.17 0.60
257.900 9.03 8.9 8.9 0.26 29 35.00 0.06 0.320 0.42 0.85
Dc 0.89
259.000 9.54 9.37 9.35 0.38 39 35.00 -0.04 0.340 10.900 1.210 0.41 0.42 0.12 0.65
259.200 9.02 8.89 8.87 0.29 28 35.00 0.07 0.360 0.44 0.68
259.400 8.49 8.4 8.39 0.20 39 35.00 -0.04 0.160 0.19 0.43
259.600 9.11 8.97 8.96 0.31 32 35.00 0.03 0.340 0.41 0.65
259.800 9.73 9.53 9.52 0.42 39 35.00 -0.04 0.380 0.46 0.70
260.000 8.43 8.26 8.25 0.36 39 35.00 -0.04 0.320 0.39 0.63
259.100 9.28 9.13 9.11 0.34 29 35.00 0.06 0.395 0.48 0.72
259.300 8.75 8.64 8.63 0.25 36 35.00 -0.01 0.235 0.28 0.52
259.500 9.12 8.94 8.91 0.59 39 35.00 -0.04 0.555 0.67 0.91
259.700 9.42 9.25 9.24 0.36 39 35.00 -0.04 0.325 0.39 0.63
259.900 9.37 9.15 9.15 0.44 39 35.00 -0.04 0.400 0.48 0.72
Dc 0.66
261.000 8.49 8.37 8.33 0.55 27 35.00 0.08 0.633 8.000 1.320 0.84 0.46 0.21 1.26
261.200 8.49 8.39 8.36 0.41 28 35.00 0.07 0.476 0.63 1.05
261.400 8.49 8.4 8.39 0.20 29 35.00 0.06 0.260 0.34 0.77
261.600 8.56 8.48 8.47 0.18 32 35.00 0.03 0.210 0.28 0.70
261.800 8.63 8.56 8.55 0.16 28 35.00 0.07 0.230 0.30 0.73
262.000 9.35 9.25 9.22 0.43 29 35.00 0.06 0.495 0.65 1.08
261.100 8.49 8.38 8.35 0.48 29 35.00 0.06 0.539 0.71 1.14
261.300 8.49 8.39 8.38 0.23 35 35.00 0 0.230 0.30 0.73
261.500 9.2 9.13 9.1 0.37 38 35.00 -0.03 0.345 0.45 0.88
261.700 8.59 8.52 8.51 0.17 39 35.00 -0.04 0.130 0.17 0.60
261.900 9.03 8.9 8.9 0.26 29 35.00 0.06 0.320 0.42 0.85
Dc 0.89
Annexure 3.6
Mean deflection
Deflection (mm)
Standard Dev
Temp
mm/km X
Temparature
Pavement Seasonal
Std. temp.
(km) (C) Factor
(mm)
263.000 9.54 9.37 9.35 0.38 39 35.00 -0.04 0.340 10.900 1.210 0.41 0.42 0.12 0.65
263.200 9.02 8.89 8.87 0.29 28 35.00 0.07 0.360 0.44 0.68
263.400 8.49 8.4 8.39 0.20 39 35.00 -0.04 0.160 0.19 0.43
263.600 9.11 8.97 8.96 0.31 32 35.00 0.03 0.340 0.41 0.65
263.800 9.73 9.53 9.52 0.42 39 35.00 -0.04 0.380 0.46 0.70
264.000 8.43 8.26 8.25 0.36 39 35.00 -0.04 0.320 0.39 0.63
263.100 9.28 9.13 9.11 0.34 29 35.00 0.06 0.395 0.48 0.72
263.300 8.75 8.64 8.63 0.25 36 35.00 -0.01 0.235 0.28 0.52
263.500 9.12 8.94 8.91 0.59 39 35.00 -0.04 0.555 0.67 0.91
263.700 9.42 9.25 9.24 0.36 39 35.00 -0.04 0.325 0.39 0.63
263.900 9.37 9.15 9.15 0.44 39 35.00 -0.04 0.400 0.48 0.72
Dc 0.66
265.000 9.07 8.87 8.84 0.63 40 35.00 -0.05 0.585 13.500 1.150 0.67 0.47 0.16 0.96
265.200 9.41 9.24 9.22 0.37 28 35.00 0.07 0.440 0.51 0.79
265.400 9.74 9.61 9.6 0.28 40 35.00 -0.05 0.230 0.26 0.55
265.600 9.65 9.48 9.47 0.37 32 35.00 0.03 0.400 0.46 0.75
265.800 9.56 9.35 9.33 0.46 40 35.00 -0.05 0.410 0.47 0.76
266.000 8.58 8.28 8.28 0.60 40 35.00 -0.05 0.550 0.63 0.92
265.100 9.24 9.05 9.03 0.56 29 35.00 0.06 0.621 0.71 1.00
265.300 9.57 9.42 9.41 0.33 36 35.00 -0.01 0.315 0.36 0.65
265.500 9.92 9.81 9.81 0.22 40 35.00 -0.05 0.170 0.20 0.48
265.700 9.61 9.42 9.40 0.41 39 35.00 -0.04 0.375 0.43 0.72
265.900 9.74 9.5 9.5 0.48 40 35.00 -0.05 0.430 0.49 0.78
Dc 0.76
267.000 9.54 9.37 9.35 0.38 39 35.00 -0.04 0.340 10.900 1.210 0.41 0.42 0.12 0.65
267.200 9.02 8.89 8.87 0.29 28 35.00 0.07 0.360 0.44 0.68
267.400 8.49 8.4 8.39 0.20 39 35.00 -0.04 0.160 0.19 0.43
267.600 9.11 8.97 8.96 0.31 32 35.00 0.03 0.340 0.41 0.65
267.800 9.73 9.53 9.52 0.42 39 35.00 -0.04 0.380 0.46 0.70
268.000 8.43 8.26 8.25 0.36 39 35.00 -0.04 0.320 0.39 0.63
267.100 9.28 9.13 9.11 0.34 29 35.00 0.06 0.395 0.48 0.72
267.300 8.75 8.64 8.63 0.25 36 35.00 -0.01 0.235 0.28 0.52
267.500 9.12 8.94 8.91 0.59 39 35.00 -0.04 0.555 0.67 0.91
267.700 9.42 9.25 9.24 0.36 39 35.00 -0.04 0.325 0.39 0.63
267.900 9.37 9.15 9.15 0.44 39 35.00 -0.04 0.400 0.48 0.72
Dc 0.66
269.000 9.54 9.37 9.35 0.38 39 35.00 -0.04 0.340 10.900 1.210 0.41 0.42 0.12 0.65
269.200 9.02 8.89 8.87 0.29 28 35.00 0.07 0.360 0.44 0.68
269.400 8.49 8.4 8.39 0.20 39 35.00 -0.04 0.160 0.19 0.43
269.600 9.11 8.97 8.96 0.31 32 35.00 0.03 0.340 0.41 0.65
269.800 9.73 9.53 9.52 0.42 39 35.00 -0.04 0.380 0.46 0.70
270.000 8.43 8.26 8.25 0.36 39 35.00 -0.04 0.320 0.39 0.63
269.100 9.28 9.13 9.11 0.34 29 35.00 0.06 0.395 0.48 0.72
269.300 8.75 8.64 8.63 0.25 36 35.00 -0.01 0.235 0.28 0.52
269.500 9.12 8.94 8.91 0.59 39 35.00 -0.04 0.555 0.67 0.91
269.700 9.42 9.25 9.24 0.36 39 35.00 -0.04 0.325 0.39 0.63
269.900 9.37 9.15 9.15 0.44 39 35.00 -0.04 0.400 0.48 0.72
Dc 0.66
271.000 8.49 8.37 8.33 0.55 27 35.00 0.08 0.633 8.000 1.320 0.84 0.46 0.21 1.26
271.200 8.49 8.39 8.36 0.41 28 35.00 0.07 0.476 0.63 1.05
271.400 8.49 8.4 8.39 0.20 29 35.00 0.06 0.260 0.34 0.77
271.600 8.56 8.48 8.47 0.18 32 35.00 0.03 0.210 0.28 0.70
271.800 8.63 8.56 8.55 0.16 28 35.00 0.07 0.230 0.30 0.73
272.000 9.35 9.25 9.22 0.43 29 35.00 0.06 0.495 0.65 1.08
271.100 8.49 8.38 8.35 0.48 29 35.00 0.06 0.539 0.71 1.14
271.300 8.49 8.39 8.38 0.23 35 35.00 0 0.230 0.30 0.73
271.500 9.2 9.13 9.1 0.37 38 35.00 -0.03 0.345 0.45 0.88
271.700 8.59 8.52 8.51 0.17 39 35.00 -0.04 0.130 0.17 0.60
271.900 9.03 8.9 8.9 0.26 29 35.00 0.06 0.320 0.42 0.85
Dc 0.89
273.000 9.12 9.08 9.08 0.08 40 35.00 -0.05 0.030 13.500 1.150 0.03 0.30 0.16 0.36
273.200 9.04 8.97 8.96 0.16 28 35.00 0.07 0.230 0.26 0.59
273.400 8.95 8.85 8.83 0.24 40 35.00 -0.05 0.190 0.22 0.54
273.600 9.37 9.20 9.18 0.39 32 35.00 0.03 0.420 0.48 0.81
273.800 9.79 9.54 9.52 0.54 40 35.00 -0.05 0.490 0.56 0.89
274.000 9.67 9.58 9.55 0.41 40 35.00 -0.05 0.365 0.42 0.75
273.100 9.08 9.02 9.02 0.12 29 35.00 0.06 0.180 0.21 0.53
273.300 8.99 8.91 8.89 0.20 36 35.00 -0.01 0.190 0.22 0.54
273.500 9.84 9.74 9.74 0.20 40 35.00 -0.05 0.150 0.17 0.50
273.700 9.58 9.37 9.35 0.46 39 35.00 -0.04 0.425 0.49 0.82
273.900 9.65 9.52 9.52 0.26 40 35.00 -0.05 0.210 0.24 0.57
Dc 0.63
Annexure 3.6
Mean deflection
Deflection (mm)
Standard Dev
Temp
mm/km X
Temparature
Pavement Seasonal
Std. temp.
(km) (C) Factor
(mm)
275.000 9.55 9.53 9.49 0.35 40 35.00 -0.05 0.303 13.500 1.150 0.35 0.35 0.16 0.67
275.200 9.32 9.26 9.24 0.16 28 35.00 0.07 0.230 0.26 0.58
275.400 9.08 8.98 8.98 0.20 40 35.00 -0.05 0.150 0.17 0.49
275.600 8.93 8.82 8.82 0.23 32 35.00 0.03 0.260 0.30 0.62
275.800 8.78 8.66 8.65 0.26 40 35.00 -0.05 0.210 0.24 0.56
276.000 9.63 9.32 9.32 0.62 40 35.00 -0.05 0.570 0.66 0.97
275.100 9.43 9.39 9.36 0.31 29 35.00 0.06 0.375 0.43 0.75
275.300 9.20 9.12 9.11 0.18 36 35.00 -0.01 0.170 0.20 0.51
275.500 9.98 9.73 9.72 0.52 40 35.00 -0.05 0.470 0.54 0.86
275.700 8.86 8.74 8.73 0.24 39 35.00 -0.04 0.205 0.24 0.55
275.900 8.85 8.6 8.6 0.50 40 35.00 -0.05 0.450 0.52 0.84
Dc 0.67
277.000 9.42 9.26 9.25 0.34 40 35.00 -0.05 0.290 13.500 1.150 0.33 0.39 0.09 0.51
277.200 9.51 9.37 9.36 0.30 28 35.00 0.07 0.370 0.43 0.60
277.400 9.6 9.47 9.47 0.26 40 35.00 -0.05 0.210 0.24 0.42
277.600 9.25 9.07 9.07 0.36 32 35.00 0.03 0.390 0.45 0.63
277.800 8.89 8.67 8.66 0.46 40 35.00 -0.05 0.410 0.47 0.65
278.000 9.04 8.89 8.86 0.53 48 35.00 -0.13 0.405 0.47 0.64
277.100 9.46 9.31 9.30 0.32 29 35.00 0.06 0.380 0.44 0.62
277.300 9.55 9.42 9.41 0.28 36 35.00 -0.01 0.270 0.31 0.49
277.500 8.92 8.77 8.75 0.34 48 35.00 -0.13 0.210 0.24 0.42
277.700 9.07 8.87 8.86 0.41 39 35.00 -0.04 0.370 0.43 0.60
277.900 9.26 9.11 9.08 0.53 48 35.00 -0.13 0.405 0.47 0.64
Dc 0.57
279.000 8.59 8.48 8.46 0.26 48 35.00 -0.13 0.130 13.500 1.150 0.15 0.46 0.24 0.64
279.200 9.04 8.90 8.88 0.48 28 35.00 0.07 0.546 0.63 1.11
279.400 9.49 9.32 9.29 0.57 48 35.00 -0.13 0.445 0.51 1.00
279.600 9.23 9.03 9.00 0.63 32 35.00 0.03 0.665 0.76 1.25
279.800 8.96 8.73 8.7 0.69 48 35.00 -0.13 0.565 0.65 1.14
280.000 9.32 9.1 9.1 0.44 48 35.00 -0.13 0.310 0.36 0.84
279.100 8.81 8.69 8.67 0.29 29 35.00 0.06 0.355 0.41 0.89
279.300 9.26 9.11 9.08 0.53 36 35.00 -0.01 0.515 0.59 1.08
279.500 8.18 8.07 8.07 0.22 48 35.00 -0.13 0.090 0.10 0.59
279.700 9.09 8.88 8.85 0.66 39 35.00 -0.04 0.625 0.72 1.20
279.900 9.82 9.71 9.7 0.24 48 35.00 -0.13 0.110 0.13 0.61
Dc 0.94
281.000 8.75 8.52 8.49 0.69 48 35.00 -0.13 0.565 13.500 1.150 0.65 0.45 0.19 1.04
281.200 9.05 8.83 8.81 0.48 28 35.00 0.07 0.550 0.63 1.02
281.400 9.35 9.14 9.13 0.44 48 35.00 -0.13 0.310 0.36 0.74
281.600 9.33 9.15 9.14 0.38 32 35.00 0.03 0.410 0.47 0.86
281.800 9.31 9.15 9.15 0.32 48 35.00 -0.13 0.190 0.22 0.61
282.000 8.54 8.31 8.29 0.50 48 35.00 -0.13 0.370 0.43 0.81
281.100 8.90 8.67 8.65 0.65 29 35.00 0.06 0.706 0.81 1.20
281.300 9.20 8.98 8.97 0.46 36 35.00 -0.01 0.450 0.52 0.91
281.500 9.85 9.72 9.71 0.28 48 35.00 -0.13 0.150 0.17 0.56
281.700 9.32 9.15 9.15 0.35 39 35.00 -0.04 0.310 0.36 0.74
281.900 9.44 9.25 9.24 0.40 48 35.00 -0.13 0.270 0.31 0.70
Dc 0.84
283.000 9.75 9.51 9.49 0.52 48 35.00 -0.13 0.390 13.500 1.150 0.45 0.29 0.17 0.78
283.200 9.16 9.00 8.98 0.35 28 35.00 0.07 0.420 0.48 0.82
283.400 8.56 8.48 8.47 0.18 48 35.00 -0.13 0.050 0.06 0.39
283.600 9.03 8.95 8.94 0.19 32 35.00 0.03 0.220 0.25 0.59
283.800 9.5 9.41 9.4 0.20 48 35.00 -0.13 0.070 0.08 0.41
284.000 9.66 9.49 9.48 0.36 48 35.00 -0.13 0.230 0.26 0.60
283.100 9.45 9.25 9.24 0.44 29 35.00 0.06 0.495 0.57 0.90
283.300 8.86 8.74 8.73 0.27 36 35.00 -0.01 0.255 0.29 0.63
283.500 9.34 9.21 9.2 0.28 48 35.00 -0.13 0.150 0.17 0.51
283.700 9.26 9.18 9.17 0.19 39 35.00 -0.04 0.155 0.18 0.51
283.900 8.23 7.99 7.99 0.48 48 35.00 -0.13 0.350 0.40 0.74
Dc 0.63
285.000 8.48 8.28 8.26 0.44 48 35.00 -0.13 0.310 13.500 1.150 0.36 0.30 0.15 0.65
285.200 8.77 8.62 8.60 0.33 28 35.00 0.07 0.400 0.46 0.76
285.400 9.05 8.96 8.94 0.22 48 35.00 -0.13 0.090 0.10 0.40
285.600 8.94 8.82 8.81 0.25 32 35.00 0.03 0.280 0.32 0.62
285.800 8.82 8.68 8.68 0.28 48 35.00 -0.13 0.150 0.17 0.47
286.000 9.68 9.55 9.55 0.26 48 35.00 -0.13 0.130 0.15 0.45
285.100 8.62 8.45 8.43 0.39 29 35.00 0.06 0.445 0.51 0.81
285.300 8.91 8.79 8.77 0.28 36 35.00 -0.01 0.265 0.30 0.60
285.500 8.9 8.74 8.71 0.55 48 35.00 -0.13 0.425 0.49 0.78
285.700 8.88 8.75 8.75 0.27 39 35.00 -0.04 0.225 0.26 0.55
285.900 9.53 9.42 9.41 0.24 48 35.00 -0.13 0.110 0.13 0.42
Dc 0.59
287.000 9.04 8.79 8.79 0.50 40 35.00 -0.05 0.450 12.500 1.160 0.52 0.53 0.15 0.82
287.200 9.38 9.14 9.13 0.51 28 35.00 0.07 0.580 0.67 0.97
Annexure 3.6
Mean deflection
Deflection (mm)
Standard Dev
Temp
mm/km X
Temparature
Pavement Seasonal
Std. temp.
(km) (C) Factor
(mm) 0.53 0.15
287.400 9.72 9.48 9.46 0.52 40 35.00 -0.05 0.470 0.55 0.84
287.600 9.58 9.36 9.35 0.45 32 35.00 0.03 0.480 0.56 0.85
287.800 9.43 9.24 9.24 0.38 40 35.00 -0.05 0.330 0.38 0.68
288.000 8.85 8.55 8.55 0.60 40 35.00 -0.05 0.550 0.64 0.93
287.100 9.21 8.96 8.96 0.50 29 35.00 0.06 0.565 0.66 0.95
287.300 9.55 9.31 9.29 0.51 36 35.00 -0.01 0.505 0.59 0.88
287.500 9.08 8.97 8.97 0.22 40 35.00 -0.05 0.170 0.20 0.49
287.700 9.50 9.30 9.30 0.42 39 35.00 -0.04 0.375 0.44 0.73
287.900 9.91 9.61 9.59 0.64 40 35.00 -0.05 0.590 0.68 0.98
Dc 0.83
289.000 9.74 9.65 9.62 0.41 40 35.00 -0.05 0.365 12.500 1.160 0.42 0.36 0.18 0.78
289.200 9.73 9.64 9.62 0.22 28 35.00 0.07 0.290 0.34 0.69
289.400 9.72 9.63 9.62 0.20 40 35.00 -0.05 0.150 0.17 0.53
289.600 9.53 9.42 9.41 0.23 32 35.00 0.03 0.260 0.30 0.65
289.800 9.33 9.21 9.2 0.26 40 35.00 -0.05 0.210 0.24 0.60
290.000 9.09 8.94 8.94 0.30 40 35.00 -0.05 0.250 0.29 0.64
289.100 9.74 9.65 9.62 0.38 29 35.00 0.06 0.436 0.51 0.86
289.300 9.73 9.64 9.62 0.21 36 35.00 -0.01 0.200 0.23 0.58
289.500 9.77 9.52 9.49 0.73 40 35.00 -0.05 0.685 0.79 1.15
289.700 9.43 9.32 9.31 0.24 39 35.00 -0.04 0.205 0.24 0.59
289.900 9.74 9.52 9.52 0.44 40 35.00 -0.05 0.390 0.45 0.80
Dc 0.72
291.000 9.52 9.4 9.39 0.26 38 35.00 -0.03 0.230 12.500 1.160 0.27 0.39 0.12 0.50
291.200 9.64 9.51 9.49 0.29 28 35.00 0.07 0.360 0.42 0.65
291.400 9.75 9.62 9.59 0.49 38 35.00 -0.03 0.465 0.54 0.78
291.600 9.32 9.13 9.11 0.41 32 35.00 0.03 0.440 0.51 0.75
291.800 8.88 8.64 8.63 0.50 38 35.00 -0.03 0.470 0.55 0.78
292.000 8.6 8.48 8.48 0.24 38 35.00 -0.03 0.210 0.24 0.48
291.100 9.58 9.45 9.44 0.27 29 35.00 0.06 0.335 0.39 0.63
291.300 9.69 9.56 9.54 0.30 36 35.00 -0.01 0.295 0.34 0.58
291.500 9.37 9.27 9.26 0.22 38 35.00 -0.03 0.190 0.22 0.46
291.700 9.10 8.89 8.87 0.45 39 35.00 -0.04 0.415 0.48 0.72
291.900 8.66 8.5 8.5 0.32 38 35.00 -0.03 0.290 0.34 0.57
Dc 0.63
293.000 9.36 9.15 9.15 0.42 38 35.00 -0.03 0.390 13.500 1.150 0.45 0.52 0.11 0.68
293.200 9.36 9.17 9.16 0.40 28 35.00 0.07 0.470 0.54 0.77
293.400 9.36 9.18 9.17 0.38 38 35.00 -0.03 0.350 0.40 0.63
293.600 9.58 9.38 9.38 0.40 32 35.00 0.03 0.430 0.49 0.72
293.800 9.79 9.58 9.58 0.42 38 35.00 -0.03 0.390 0.45 0.68
294.000 9.54 9.3 9.3 0.48 38 35.00 -0.03 0.450 0.52 0.74
293.100 9.36 9.16 9.16 0.41 29 35.00 0.06 0.470 0.54 0.77
293.300 9.36 9.17 9.17 0.39 36 35.00 -0.01 0.380 0.44 0.66
293.500 9.05 8.72 8.7 0.70 38 35.00 -0.03 0.670 0.77 1.00
293.700 9.68 9.48 9.48 0.41 39 35.00 -0.04 0.370 0.43 0.65
293.900 9.33 9.02 9.02 0.62 38 35.00 -0.03 0.590 0.68 0.91
Dc 0.75
294.000 9.12 9.02 8.98 0.51 39 35.00 -0.04 0.473 13.500 1.150 0.54 0.49 0.16 0.85
294.200 9.44 9.32 9.30 0.28 28 35.00 0.07 0.350 0.40 0.71
294.400 9.75 9.61 9.61 0.28 39 35.00 -0.04 0.240 0.28 0.59
294.600 9.50 9.30 9.28 0.44 32 35.00 0.03 0.470 0.54 0.85
294.800 9.25 8.98 8.95 0.77 39 35.00 -0.04 0.735 0.84 1.16
295.000 9.43 9.21 9.2 0.46 40 35.00 -0.05 0.410 0.47 0.78
294.100 9.28 9.17 9.14 0.45 29 35.00 0.06 0.515 0.59 0.90
294.300 9.59 9.46 9.45 0.28 36 35.00 -0.01 0.270 0.31 0.62
294.500 8.75 8.65 8.62 0.43 40 35.00 -0.05 0.385 0.44 0.75
294.700 9.38 9.14 9.12 0.52 39 35.00 -0.04 0.480 0.55 0.86
294.900 9.1 8.92 8.9 0.40 40 35.00 -0.05 0.350 0.40 0.71
Dc 0.80
Annexure 3.7
Axle Load Survey
Annexure 3.7
THE Louis Berger Group, Inc. AXLE LOAD SURVEY - Narwana Km 262+000
Axle Load (Tonnes)
Sl. Vehicle Commodity
Origin Destination
No. Type Type 1st Axle 2nd Axle 3rd Axle 4th Axle 5th Axle
1 3 Axle Gurguon Ludhiana Empty 2.25 2.75 2.5

2 3 Axle Gurguon Sangrur Empty 2.3 2.5 2.75
3 LCV Gurguon Ludhiana Empty 1.2 1.5
4 2 Axle Gurguon Ludhiana Stone 4.25 7.85
5 2 Axle Gurguon Sangrur Paper 3.25 3.75
6 3 Axle Narwana Jalandhar Iron 3.25 3.6 3.95
7 2 Axle Madhya pardesh Ludhiana Cocunet 2.75 3.25
8 LCV Gurguon Ludhiana Empty 1.3 1.6
9 LCV Narwana Ludhiana Iron 2.05 2.3
10 M.Axle Gurguon Ludhiana Oil 2.25 3.87 4.15 4.69
11 3 Axle Gurguon Ludhiana Colgate 2.75 3.25 3.95
12 3 Axle Tohana Patran Chemical 2.75 3.27 4.05
13 2 Axle Gurguon Ludhiana Empty 2.2 2.75
14 3 Axle Narwana Ludhiana Empty 2.2 2.75 3.05
15 2 Axle Gurguon Jalandhar Iron 2.75 3.25 4.15
16 2 Axle Gurguon Jalandhar Parsel 3.2 3.7
17 2 Axle Gurguon Ludhiana Empty 2.35 3
18 2 Axle Gurguon Sangrur Parsel 2.75 3.3
19 LCV Tohana Patran Fish 2.25 2.75
21 LCV Gurguon Jalandhar Parsel 1.02 2.24
23 3 Axle Gurguon Jalandhar Parsel 2.6 2
24 LCV Gurguon Ludhiana Iron 1.06 2.2
25 3 Axle Gurguon Sangrur Marbel Tiles 3.57 6.78 6.83
26 LCV Gurguon Jalandhar Marbel Tiles 1.38 3.04
30 LCV Gurguon Jalandhar Cocunet 1.02 2.98
31 3 Axle Gurguon Ludhiana Sand 3.23 6.62 6.96
33 3 Axle Gurguon Jalandhar Diesel 2.36 5.4 5.62
35 LCV Gurguon Jalandhar Parsel 1.1 3.12
36 3 Axle Gurguon Jalandhar Marbel Tiles 2.68 5.96 5.98
37 M.Axle Gurguon Jalandhar L.P. Gas 2.52 5.21 5.7 5.72
38 M.Axle Gurguon Jalandhar Chemical 3.14 7.72 7.76 6.58 2.98
40 3 Axle Gurguon Sangrur Machinery 2.98 3.79 3.92
42 3 Axle Narwana Jalandhar Parsel 1.02 2.24
44 M.Axle Gurguon Sangrur L.P. Gas 2.52 5.21 5.7 5.72
45 M.Axle Gurguon Jalandhar Chemical 3.14 7.72 7.76 6.58 2.98
46 3 Axle Jaipur Ludhiana Machinery 2.98 3.79 3.92
49 2 Axle Gurguon Jalandhar House Hold 2.52 3.61
50 3 Axle Gurguon Jalandhar Sand 3.19 6.68 6.8
52 M.Axle Gurguon Sangrur Iron 3.53 6.78 6.83 6.8
54 LCV Gurguon Jalandhar Empty
55 LCV Madhya pardesh Ludhiana Cocunet 1.02 2.98
56 LCV Narwana Jalandhar Parsel 1.1 3.12
57 2 Axle Ludhiana Ludhiana Empty
60 2 Axle Ludhiana Jalandhar Empty 1.2 2.45
Annexure 3.7
Axle Load (Tonnes)
Origin Destination
61 LCV Punjab Ludhiana Empty 1.2 2.3

62 M.Axle Narwana Ludhiana Empty
63 2 Axle Gurguon Jalandhar Diesel 2.25 2.45
64 3 Axle Gurguon Ludhiana Stone 2.98 3.79 3.92
65 Tempo Gurguon Jalandhar Empty 1.75 1.5
66 Tempo Gurguon Jalandhar Parsel 2.25 2.5
67 2 Axle Jaipur Sangrur Parsel 2.52 3.61
68 3 Axle Gurguon Jalandhar Fridges 2.98 3.75 3.9
69 2 Axle Gurguon Ludhiana Tractors 3.04 3.93
70
71 LCV Ahmadabad Patran Empty 1.15 1.85
72 3 Axle Ahmadabad Patran Stone 4.430 10.640 9.78
73 2 Axle Narwana Jalandhar Empty 1.920 1.980
74 3 Axle Tohana Jalandhar Glass 4.950 6.800
75 2 Axle Ahmadabad Narwana Sheep
76 3 Axle Jind Jalandhar Diesel 4.080 5.570 4.99
77 2 Axle Ahmadabad Narwana Stone
78 3 Axle Narwana Punjab Empty 2.540 2.310 2.39
79 3 Axle Tohana Jalandhar Diesel 4.080 5.570 4.85
80 2 Axle Ahmadabad Patran Chemical 2.870 2.900
81 2 Axle Tohana Jalandhar Chemical 2.900 3.200
82 2 Axle Tohana Jalandhar Empty 1.800 1.900
83 3 Axle Narwana Jalandhar Empty 1.800 1.900 1.8
84 LCV Narwana Jalandhar Apple 2.750 2.500
85 3 Axle Narwana Jalandhar Glass 4.95 6.8 6.75
86 LCV Ahmadabad Narwana Cow 2.25 2.75
87 2 Axle Ahmadabad Jalandhar Parsel 2.9 3.45
88 2 Axle Tohana Jalandhar Parsel 2.85 2.95
89 2 Axle Narwana Punjab Chemical 3.03 6.98
90 2 Axle Narwana Punjab Chemical 2.85 2.95
91 2 Axle Ahmadabad Narwana Matel 4.74 9.47
92 3 Axle Jind Narwana Oil 2.96 6.01 5.72
93 M.Axle Ahmadabad Jalandhar Empty 2.19 3.52 3.38 3.28
94 LCV Ahmadabad Jalandhar Vegitable 1.66 2.56
95 LCV Ahmadabad Narwana Vegitable 1.93 4.79
96 LCV Narwana Jalandhar Empty 1.15 1.84
97 LCV Narwana Jalandhar Medicine 1.07 2.1
98 LCV Narwana Jalandhar Fruit 1.23 2.09
99 LCV Ahmadabad Narwana Milk 1.37 2.73
101 2 Axle Ahmadabad Jalandhar Petrol 3.21 7.15
102 2 Axle Ahmadabad Jalandhar Petrol 3.15 6.73
103 3 Axle Narwana Jalandhar Bricks 5.95 14.12 10.12
104 2 Axle Ahmadabad Narwana Bricks 3.56 7.17
105 3 Axle Tohana Jalandhar Chemical 3.76 5.02 5.19
106 3 Axle Narwana Punjab Milk 3.18 6.36 6.66
109 2 Axle Tohana Jalandhar Machinery 3.04 4.18
110 3 Axle Narwana Jalandhar Milk 3.52 7.45 6.92
111 LCV Ahmadabad Narwana Sheep 1.9 2.3
112 3 Axle Narwana Punjab Chemical 2.86 5.24 6.86
113 2 Axle Ahmadabad Jalandhar Milk 2.8 3.95
114 3 Axle Narwana Punjab Sheep, cow 2.75 3.5 3.9
115 LCV Ahmadabad Patran Parsel 1.75 2.25
117 M.Axle Ahmadabad Jalandhar Empty 4.08 3.59 3.47
118 2 Axle Ahmadabad Jalandhar Empty 2.85 2.75
119 3 Axle Ahmadabad Jalandhar Fruit 4.37 3.57 3.5
120 LCV Ahmadabad Narwana Chemical 1.81 2.9
Annexure 3.7
Axle Load (Tonnes)
Origin Destination

122 3 Axle Jind Jalandhar Empty 4.08 5.5 4.8
123 2 Axle Ahmadabad Patran Empty 2.75 2.8
124 3 Axle Jind Jalandhar Silver 2.87 2.97 3.15
125 LCV Jind Jalandhar Empty 0.8 0.85
126 2 Axle Ahmadabad Jalandhar Vegitable 3.25 6.75
127 3 Axle Ahmadabad Jalandhar Silver 2.75 3.1 3.5
128 3 Axle Jind Jalandhar Petrol 3.52 6.75 7.75
129 2 Axle Jind Jalandhar Petrol 3.5 7.65
130 3 Axle Tohana Jalandhar Truck 3.04 4.18 5.75
131 2 Axle Tohana Jalandhar Bike, Car 2.75 3.25
132 LCV Jind Patran Empty 1.25 2.05
133 LCV Ahmadabad Jalandhar Empty 1.2 2.15
134 3 Axle Ahmadabad Jalandhar Empty 2.25 2.95 3.15
135 LCV Narwana Punjab Sweep 1.75 2.25
136 2 Axle Narwana Patran Parsel 2.25 3.15
137 LCV Narwana Jalandhar Salt 1.6 2.25
138 3 Axle Narwana Jalandhar Empty 2.49 2.35 2.21
140 M.Axle Narwana Jalandhar Cocunet 3.56 6.02 5.89
141 LCV Ahmadabad Jalandhar Vegitable 2.25 2.75
142 M.Axle Narwana Jalandhar Empty 2.5 3.05 2.65 2.45
143 LCV Ahmadabad Punjab Jashmine 1.75 2.2
144 3 Axle Narwana Jalandhar Batrtary 2.75 3.75 3.9
145 LCV Ahmadabad Jalandhar Plastics 2.25 2.3
147 3 Axle Jind Sangrur Empty 2.37 2.4 2.75
148 3 Axle Narwana Sangrur Powder 2.65 3.25 3.75
149 LCV Ahmadabad Narwana Empty 1.25 1.75
150 LCV Narwana Jalandhar Parsel 2.1 2.6
151 LCV Ahmadabad Narwana Empty 1.15 1.75
153 LCV Ahmadabad Jalandhar Jashmine 1.39 2.5
154 2 Axle Narwana Jalandhar Nail
155 3 Axle Narwana Jalandhar Paper 2.25 3.05
156 3 Axle Jind Jalandhar Empty 2.43 2.81
157 LCV Ahmadabad Narwana Cocunet 1.15 2.2
158 3 Axle Tohana Jalandhar Empty 3.75 4.2 4.75
159 2 Axle Tohana Jalandhar Vegitable 1.95 2.05
160 3 Axle Ahmadabad Jalandhar Iron 2.82 5.25
161 LCV Ahmadabad Jalandhar Empty 3.25 3.75
162 2 Axle Ahmadabad Narwana Stone 4.2 4.75
163 2 Axle Tohana Jalandhar Jashmine 4.4 8.75
164 LCV Ahmadabad Narwana Oil 1.7 2.7
165 3 Axle Ahmadabad Jalandhar Nail 2.75 3.25 3.9
166 2 Axle Tohana Jalandhar Empty
167 LCV Ahmadabad Narwana Fruit 1.2 1.5
168 3 Axle Narwana Jalandhar Paper 2.75 3.5 3.8
170 3 Axle Jind Narwana Empty 2.9 3.7 3.8
171 3 Axle Ahmadabad Jalandhar Bricks 5.78 7.21 7.3
173 3 Axle Tohana Jalandhar Gas 4.86 6.84 5.38
174 LCV Ahmadabad Patran Animal 2.05 3.75
175 3 Axle Narwana Jalandhar Oil 2.66 4.48 5.09
176 2 Axle Ahmadabad Narwana Stone 4.43 10.64
177 3 Axle Ahmadabad Jalandhar Bricks 5.74 10.22 12.09
178 3 Axle Narwana Jalandhar Cement 4.01 6.51 6.56
180 2 Axle Ahmadabad Jalandhar Animal 2.58 2.64
Annexure 3.7
Axle Load (Tonnes)
Origin Destination

183 LCV Narwana Jalandhar Apple 1.9 4.9
184 3 Axle Narwana Jalandhar Glass 4.95 6.8 5.29
185 2 Axle Narwana Jalandhar Machinery 4.78 6.72
186 3 Axle Jind Jalandhar Animal 1.82 6.11 5.98
187 3 Axle Tohana Ludhiana Vegitable 2.83 3.01
188 3 Axle Tohana Jalandhar Machinery 2.51 4.42 4.21
189 3 Axle Narwana Jalandhar Cement 2.29 2.48
190 3 Axle Tohana Jalandhar Fruit 4.02 4.41 5.01
191 LCV Narwana Patran Fruit 1.7 2.66
192 3 Axle Narwana Jalandhar Powder 4.83 6.1 5.74
193 LCV Ahmadabad Patran Empty 0.81 0.89
194 3 Axle Narwana Jalandhar Chemical 2.86 5.24 6.86
195 LCV Narwana Jalandhar Flower 1.39 2.55
197 3 Axle Narwana Jalandhar Goods 3.56 6.02 5.89
198 3 Axle Tohana Jalandhar Matel 4.11 5.43 5.1
199 2 Axle Tohana Jalandhar Matel 3.2 6.69
200 2 Axle Narwana Jalandhar Boxes 4.69 7.84
201 2 Axle Tohana Jalandhar Empty 4.16 5.64
202 3 Axle Ahmadabad Jalandhar Furniture 4.08 3.59 3.47
203 LCV Ahmadabad Patran Fruit 3.72 4.12
204 3 Axle Ahmadabad Patran Goods 2.79 4.3 4.17
205 3 Axle Narwana Sangrur Goods 3.7 5.98 5.87
207 LCV Narwana Jalandhar Machinery 1.59 4.4
208 3 Axle Tohana Jalandhar Fevicol 2.68 3.86 3.62
209 3 Axle Narwana Jalandhar Diesel 4.08 5.57 4.99
210 3 Axle Ahmadabad Jalandhar Juise 2.79 6.27 7.54
212 3 Axle Jind Jalandhar Oil 3.49 6.49 5.96
213 3 Axle Ahmadabad Patran Silver 2.62 6.21 6.74
214 3 Axle Ahmadabad Jalandhar Vegitable 2.82 5.27
215 3 Axle Tohana Jalandhar Plastics 2.38 6.59 6.27
216 3 Axle Narwana Jalandhar Oil 3.27 6.56 5.82
217 Bus Tohana Jalandhar Machinery 3.25 6.16 5.83
218 Bus Ahmadabad Narwana Children 3.26 4.48
219 Bus Ahmadabad Narwana Children 3.25 4.46
220 3 Axle Ahmadabad Narwana Children 3.72 5.18
222 Bus Ahmadabad Narwana Passangers 2.85 4.26
223 2 Axle Ahmadabad Patran Parsel 3.82 5.9
225 M.Axle Narwana Jalandhar Empty 2.37 3.15 2.76 2.65
226 M.Axle Narwana Jalandhar Parsel 2.7 3.98 4.62 4.58
227 2 Axle Tohana Jalandhar Matel 2.24 4.26
228 3 Axle Narwana Jalandhar Diesel 3.52 6.47 5.94
229 2 Axle Tohana Jalandhar Machinery 4.8 9.37
230 3 Axle Tohana Jalandhar Battary 3.26 6.42 5.9
231 3 Axle Narwana Jalandhar Machinery 5.14 9.35 8.89
Annexure 3.8
Roughness Survey
Annexure 3.8
THE Louis Berger Group, Inc. Roughness Survey
S.No Chainage (Km)

Outer Inner
From To Lane-1 Lane-2 Outer Inner Outer Inner Average
15 22
15 17
1 238.000 239.000 9 17 99.000 132.000 2642.9 3240.2 2941.55
26 32
34 44
49 65
40 47
2 239.000 240.000 24 45 181.000 210.000 4127.1 4652 4389.55
33 30
35 23
17 21
24 19
3 240.000 241.000 26 25 122 126 3059.2 3131.6 3095.4
23 18
32 43
24 27
32 28
4 241.000 242.000 28 26 119 125 3004.9 3113.5 3059.2
18 24
17 20
16 20
34 17
5 242.000 243.000 45 29 144 88 3457.4 2443.8 2950.6
20 11
29 11
22 20
39 35
6 243.000 244.000 18 22 121 151 3041.1 3584.1 3312.6
20 23
22 51
34 16
18 14
7 244.000 245.000 18 16 110 118 2842.0 2986.8 2914.4
12 18
20 11
21 20
22 12
8 245.000 246.000 14 15 125 130 3113.5 3204.0 3158.8
14 17
22 20
20 10
14 18
9 246.000 247.000 18 20 94 98 2552.4 2624.8 2588.6
13 18
76 97
85 94
45 47
10 247.000 248.000 14 12 179 177 4090.9 4054.7 4072.8
9 11
26 13
18 12
19 17
11 248.000 249.000 20 25 112 120 2878.2 3023.0 2950.6
22 24
33 42
15 19
41 26
12 249.000 250.000 21 28 118 167 2986.8 3873.7 3430.3
24 41
17 53
21 48
18 26
13 250.000 251.000 19 22 105 154 2751.5 3638.4 3195.0
19 23
28 35
20 26
21 23
14 251.000 252.000 18 17 99 109 2642.9 2823.9 2733.4
20 15
20 28
17 23
46 35
15 252.000 253.000 41 40 171 181 3946.1 4127.1 4036.6
42 54
25 29
18 30
17 21
16 253.000 254.000 14 18 85 113 2389.5 2896.3 2642.9
12 18
24 26
17 21
17 31
17 254.000 255.000 35 17 151 180 3584.1 4109.0 3846.6
41 45
41 66
Annexure 3.8
S.No Chainage (Km)

Outer Inner
22 31
34 50
18 255.000 256.000 25 34 125 190 3113.5 4290.0 3701.8
17 31
27 44
25 51
22 35
19 256.000 257.000 47 68 170 239 3928.0 5176.9 4552.5
31 38
45 47
34 29
33 50
20 257.000 258.000 34 45 226 262 4941.6 5593.2 5267.4
36 33
89 105
27 32
33 44
21 258.000 259.000 40 55 147 218 3511.7 4796.8 4154.3
22 41
25 46
27 31
44 41
22 259.000 260.000 51 42 210 181 4652.0 4127.1 4389.6
49 37
39 30
20 31
21 12
23 260.000 261.000 36 20 124 128 3095.4 3167.8 3131.6
23 37
24 28
24 24
22 45
24 261.000 262.000 28 27 118 132 2986.8 3240.2 3113.5
23 18
21 18
16 17
16 17
25 262.000 263.000 15 19 78 107 2262.8 2787.7 2525.3
19 37
12 17
32 18
14 28
26 263.000 264.000 29 33 127 130 3149.7 3204.0 3176.9
21 25
31 26
21 18
21 16
27 264.000 265.000 19 20 103 91 2715.3 2498.1 2606.7
16 18
26 19
21 15
21 27
28 265.000 266.000 25 26 120 125 3023.0 3113.5 3068.3
28 28
25 29
18 28
22 35
29 266.000 267.000 26 58 134.000 206.000 3276.4 4579.6 3928
25 43
43 42
23 47
25 43
30 267.000 268.000 21 57 116.000 251.000 2950.6 5394.1 4172.35
29 49
18 55
35 61
29 47
31 268.000 269.000 39 56 156.000 253.000 3674.6 5430.3 4552.45
29 38
24 51
25 32
33 44
32 269.000 270.000 18 51 171.000 254.000 3946.1 5448.4 4697.25
38 66
57 61
46 36
35 41
33 270.000 271.000 24 34 145.000 190.000 3475.5 4290.0 3882.75
19 41
21 38
16 28
13 33
34 271.000 272.000 24 21 99.000 167.000 2642.9 3873.7 3258.3
28 46
18 39
Annexure 3.8
S.No Chainage (Km)

Outer Inner
24 30
29 36
35 272.000 273.000 27 35 139.000 182.000 3366.9 4145.2 3756.05
34 38
25 43
40 27
51 28
36 273.000 274.000 29 37 154.000 142.000 3638.4 3421.2 3529.8
16 31
18 19
23 16
16 31
37 274.000 275.000 16 15 115.000 136.000 2932.5 3312.6 3122.55
13 19
47 55
77 88
18 28
38 275.000 276.000 30 23 167.000 208.000 3873.7 4615.8 4244.75
16 38
26 31
22 30
19 30
39 276.000 277.000 25 30 106.000 137.000 2769.6 3330.7 3050.15
19 24
21 23
21 27
12 16
40 277.000 278.000 13 15 76.000 88.000 2226.6 2443.8 2335.2
18 11
12 19
18 13
16 30
41 278.000 279.000 16 22 90.000 113.000 2480.0 2896.3 2688.15
17 20
23 28
14 46
28 15
42 279.000 280.000 53 24 132.000 132.000 3240.2 3240.2 3240.2
24 13
13 34
27 18
38.000 32.000 1538.8 1430.2 1484.5
11 14
43 280.000 281.000 12 36
14 29 38.000 105.000 1538.8 2751.5 2145.15
12 40
9 41
24 36
44 281.000 282.000 14 66 84.000 254.000 2371.4 5448.4 3909.9
19 74
18 37
15 20
17 35
45 282.000 283.000 13 46 74.000 163.000 2190.4 3801.3 2995.85
19 22
10 40
10 39
9 30
46 283.000 284.000 8 17 52.000 130.000 1792.2 3204.0 2498.1
8 26
17 18
20 26
22 15
47 284.000 285.000 16 13 89.000 83.000 2461.9 2353.3 2407.6
13 9
18 20
22 23
11 11
48 285.000 286.000 12 14 73.000 77.000 2172.3 2244.7 2208.5
12 16
16 13
16 14
7 10
49 286.000 287.000 10 15 54.000 69.000 1828.4 2099.9 1964.15
8 15
13 15
15 18
12 15
50 287.000 288.000 18 16 71.000 83.000 2136.1 2353.3 2244.7
10 17
16 17
13 15
11 18
51 288.000 289.000 12 17 92.000 103.000 2516.2 2715.3 2615.75
19 20
37 33
Annexure 3.8
S.No Chainage (Km)

Outer Inner
10 17
10 12
52 289.000 290.000 6 10 46.000 61.000 1683.6 1955.1 1819.35
11 10
9 12
9 9
15 23
53 290.000 291.000 9 13 55.000 85.000 1846.5 2389.5 2118
10 20
12 20
12 23
11 11
54 291.000 292.000 10 10 53.000 68.000 1810.3 2081.8 1946.05
12 10
8 14
14 18
23 22
55 292.000 293.000 26 18 91.000 84.000 2498.1 2371.4 2434.75
13 10
15 16
11 17
10 14
56 293.000 294.000 10 20 85.000 120.000 2389.5 3023.0 2706.25
39 50
15 19
Annexure 3.9
Inventory & Condition Survey of Bridges
The Louis Berger Group, Inc Annexure 3.9
1 Name of road Haryana Punjab Border to Jind

2 Road Section NH-71
3 Bridge serial no year of construction 35
4 PWD no
5 Location of bridge in km Chainage 245+300
6 Name of the river Canal
7 Number of spans 2
8 Span Arrangement (towards increasing Chainage )
Span Number Span 1 Span 2 Span 3

Length of span 3.7 3.7
bet Exp. joint (m)
Clear Waterway 3.0 3.0
(m)
9 Length of approach Slab Starting of End of Bridge

Bridge(m) (m)
10 Length of bridge face to face of dirt wall (m) 7.4

11 High Level or submersible High Level
12 Clear roadway width between Kerbs (m) 12.2
13 Total outer width of bridge (m) 13.2
14 Width of footpath (m) -
15 Details of Superstructure
A Gradient -
B Type of superstructure RCC Solid Slab
C Type of Bearing Not Available
D Total depth of superstructure (m) 0.45
E Material of superstructure RCC
F Hand Rail/ Crash barrier type and thickness (m) Brick Parapet
G Type of Expansion Joints Not Available
16 Details of Wearing course
A Type Bituminous
B Approximate thickness (m) 0.060
17 Details of Substructure
A Type of pier Wall
B Thickness of Pier Top 0.7
C Thickness of Pier Bottom 0.7
D Material used in Pier Brick
E Length of Pier including cut water at ends 14.2
F Type of Abutment Wall type
G Material used in Abutment Brick
18 Details of Pier Foundation

A Type of foundation Open
Detailed Project Report for Rehabilitation and Upgradig to 4-lane configuration of Haryana Punjab Border to Jind Section of NH-71
in the State of Haryana 1
B Material of foundation Brick

19 Details of Abutment Foundation
20 Details of protection works
A Bed Lined Canal Floor Protection
Damaged
B Approach Wing Wall
21 Skew Angle (degree) Square
22 Maximum Vertical clearance (m) 1.5
23 Road formation level (m) Not Available
24 Direction of flow Left To Right
25 Present condition of bridges
A Abutment Poor
B Pier Poor
C Girder Poor
D Bearing Not Available
E Railing Fair
G Expansion Joints Not Available
26 Design Loading 40 R
27 Adequacy of Waterway Ok
28 High Flood Level (HFL) m Not Available
29 Lowest water level (LWL) m Bed Level
30 Design discharge (cum/sec) Not Available
31 Maximum design velocity (m/sec) Not Available
32 Other Remarks
Ht of embankment in m A1 A2
Parapet top ht. From Road
0.5 0.5
in m
Parapet top ht. From G.L. in
2.5 2.5
m
Road ht. From min. G.L. in
2.0 2.0
m
Railing/Parapet/Kerb(length) Type Brick Parapet Damaged yes
Drainage Spouts Condition NA Wearing Coat Condition Good
Services within 15m: Not Available
SUPERSTRUCTURE RCC Slab (Poor) Plastering done recently
Span No. 1 2
HC - -
Concrete Superstructure
Spalling - -
Corroded Reinforcement - -
Exposed Reinforcement - -
Crack - -
Leaching - -
Stains - -
PIER SUBSTRUCTURES Wall Type in Brick Masonry (Poor Condition)
P8-
Pier No. P1 P2 P3 P4 P5 P6 P7 P13
12
Honey Combing -
-
Substructure
Spalling
Concrete
Corroded Reinforcement -
Exposed Reinforcement -
Crack -
Leaching
PIER FOUNDATION Not Visible
Pier No. P1
Type of foundation Open
Condition Ok
Abutment FOUNDATION -Not Visible
Pier No. A1 A2
Type of foundation Open Open
Condition OK OK
Abutment No. A1 Abutment No. A2

Abutment Condition - Poor Abutment Condition - Poor
Dirt Wall Condition - Good Dirt Wall Condition - Good
Side Return Wall No. A1 Side Return Wall No. A2

Type - Wing wall Type - Wing wall
Visible Displacement at top - No Visible Displacement at top - No
Condition - Good Condition - Good
Condition of Protection Good Condition of Protection
Of Earth Slope - of Earth Slope - good
INFORMATION ON RIVER & BRIDGE SITES
1 Upstream & Downstream
a) Curvature of River No
b) Defined Channel yes
c) On Rivers Banks -
2 Type of Bed Materials - Sandy
3 Vegetation in River Banks - no
Recommendations
1. Widening required. Floor Protection damaged.

2. Poor condition of Abutment & Pier wall ( Bridge in poor condition)
View of Bridge View of Bridge showing condition

4 PWD no
6 Name of the river Lined Canal
7 Number of spans 3
Span Number Span 1 Span 2 Span 3

Length of span 10 10 10
bet Exp. joint (m)
Clear Waterway 9 9.1 9
(m)

Bridge(m) (m)
10 Length of bridge face to face of dirt wall (m) 30 (Skew)

A Gradient -
F Hand Rail/ Crash barrier type and thickness (m) Steel Railing
A Type Bituminous
A Type of pier Wall


A Bed Lined Canal , Liner Broken
21 Skew Angle (degree) Skew 33
24 Direction of flow Right To Left
A Abutment Poor
B Pier Poor
C Girder Good
E Railing Ok
32 Other Remarks
Ht of embankment in m A1 P1 P2 A2
0.5 0.5 0.5 0.5
in m
Parapet top ht. From G.L. in
5.7 5.7 5.7 5.7
m
5.2 5.2 5.2 5.2
m
Railing/Parapet/Kerb(length) Type Steel Railing Damaged No
SUPERSTRUCTURE RCC Slab
Span No. 1 2 3
HC - - -
Spalling - - -
Corroded Reinforcement - - -
Exposed Reinforcement - - -
Crack - - -
Leaching - - -
Stains - - -
PIER SUBSTRUCTURES Wall Type in Brick Masonry
Pier No. P1 P2
Honey Combing - -
- -
Substructure
Spalling
Concrete
Corroded Reinforcement - -
Crack - -
Leaching
Pier No. P1 P2
Condition Ok Ok
Pier No. A1 A2
Condition OK OK

Abutment Condition - Poor Abutment Condition - Poor

Recommendations
1 Widening required. Existing bridge is in poor condition.

2. New bridge in left is under construction.
View of Bridge New Bridge under construction

4 PWD no
6 Name of the river Lined Canal
7 Number of spans 4
Span Number Span 1 Span 2 Span 3 Span 4

Length of span 8.3 8.3 8.3 8.3
bet Exp. joint (m)
Clear Waterway 7.3 7.3 7.3 7.3
(m)

Bridge(m) (m)
- -
A Gradient -
B Type of superstructure RCC solid Slab
E Material of superstructure Brick
F Hand Rail/ Crash barrier type and thickness (m) Steel Railing
A Type Bituminous
A Type of pier Wall

A Bed Lined Canal
21 Skew Angle (degree) Square
A Abutment Good
B Pier Good
C Girder Good
E Railing Ok
32 Other Remarks
Ht of embankment in m A1 P1 P2 P3 A2
0.9 0.9 0.9 0.9 0.9
in m
Parapet top ht. From G.L.
4.4 4.4 4.4 4.4 4.4
in m
3.5 3.5 3.5 3.5 3.5
m
Railing/Parapet/Kerb(length) Type Steel Railing Damaged No
SUPERSTRUCTURE RCC solid Slab (Good Condition)
Span No. 1 2 3 4
HC - - - -
Spalling - - - -
Corroded Reinforcement - - - -
Exposed Reinforcement - - - -
Crack - - - -
Leaching - - - -
Stains - - - -
Pier No. P1 P2 P3
Honey Combing - - -
- - -
Substructure
Spalling
Concrete
Corroded Reinforcement - - -
Exposed Reinforcement - - -
Crack - - -
Leaching
Pier No. P1 P2 P3
Type of foundation Open Open Open
Condition Ok Ok Ok
Pier No. A1 A2
Condition OK OK

Abutment Condition - Good Abutment Condition - Good

Type - St. Return wall Type - St. Return wall
c) On Rivers Banks Buildings
Recommendations
1. Widening required.
2. Floor Protection damaged.
View of Bridge View of Bridge

4 PWD no
6 Name of the river Canal Bridge
7 Number of spans 2
Span Number Span 1 Span 2

Length of span 3.4 3.4 (Skew)
bet Exp. joint (m) (Skew)
Clear Waterway 2.4 2.4
(m)

Bridge(m) (m)

A Gradient -
F Hand Rail/ Crash barrier type and thickness (m) Brick Parapet
A Type Bituminous
A Type of pier Wall
E Length of Pier including cut water at ends 16.3 (Skew)

B Material of foundation PCC
A Bed -
21 Skew Angle (degree) 47
A Abutment Good
B Pier Good
C Girder Good
E Railing Ok
32 Other Remarks
Ht of embankment in m A1 P1 A2
0.6 0.6 0.6
in m
Parapet top ht. From G.L.
2.25 2.25 2.25
in m
1.65 1.65 1.65
m
Railing/Parapet/Kerb(length) Type Brick Parapet Damaged No
SUPERSTRUCTURE RCC Slab (Fair Condition)
Span No. 1 2
HC Yes -
Spalling Yes -
Corroded Reinforcement Yes -
Crack Yes Yes
Leaching - -
Stains - -
P8-
Pier No. P1 P2 P3 P4 P5 P6 P7 P13
12
Honey Combing -
-
Substructure
Spalling
Concrete
Corroded Reinforcement -
Exposed Reinforcement -
Crack -
Leaching
Pier No. P1 P5 P6 P7 P8-10 P11 P12

Type of foundation Open
Condition Ok
Pier No. A1 A2
Condition OK OK

Abutment Condition - Good Abutment Condition - Good

Recommendations
1. Good Condition.
View of Bridge View of Bridge
Annexure 4.1
Classified Traffic Volume Count
Appendix 4.1
Fast Moving Vehicles Slow Moving Vehicles

Passenger Vehicles Goods Vehicles Non tolled Vehicles Passenger Vehicles
Tonga/Bulloc Cart
Scooterr / Motor
3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
3 AxleTrucks
2AxleTrucks
car/jeep/van
Tractor with
Other
Tempo/LCV
Std.Buses
Hand Cart
Mini bus
Tender
Trailor
Trailor
Cycle
Cycle
Time
Haryana Punjab Border to Jind (Km 267 at Narwana)

1/6/2010
0-1hr 11 12 99 1 7 3 4 7 1 0 1 3 0 80 7 1 1 0 0
1-2 hr 12 13 59 2 8 8 10 2 4 0 0 1 1 98 12 4 1 1 0
2-3hr 13 14 70 4 8 4 8 2 0 0 2 3 1 73 12 3 0 0 0
3-4 hr 14 15 78 2 8 9 11 14 1 0 1 1 0 74 1 2 3 0 0
4-5 hr 15 16 73 1 8 11 7 8 4 0 3 2 1 54 13 1 0 0 0
5-6 hr 16 17 79 0 8 12 11 10 0 0 1 6 1 54 7 3 1 0 0
6-7 hr 17 18 58 0 4 11 19 6 0 0 2 3 0 34 8 10 0 0 0
7-8 hr 18 19 61 0 1 3 19 15 2 0 1 1 0 47 3 3 0 0 0
8-9 hr 19 20 36 0 1 10 7 7 0 0 0 1 0 12 1 1 0 0 0
9-10 hr 20 21 29 0 0 10 33 10 2 0 0 0 0 9 0 1 0 0 0
10-11hr 21 22 21 0 0 10 15 9 2 0 0 0 0 8 0 1 0 0 0
11-12 hr 22 23 14 0 0 13 24 25 0 0 0 1 0 9 1 0 0 0 0
12-13 hr 23 12 0 1 4 18 13 4 0 0 0 0 1 0 0 0 0 0
13-14 hr 1 22 0 0 10 17 10 8 0 1 0 10 0 0 0 0 0 0
14-15 hr 1 2 21 0 0 15 30 15 12 0 1 0 0 6 0 0 0 0 0
15-16 hr 2 3 15 0 0 8 25 11 9 0 0 0 0 8 0 0 0 0 0
16-17 hr 3 4 30 0 0 21 25 25 7 0 0 0 0 10 0 0 0 0 0
17-18 hr 4 5 34 0 1 12 18 19 6 0 0 1 0 12 0 1 0 0 0
18-19 hr 5 6 30 1 2 7 21 20 4 0 3 0 0 15 1 2 0 0 0
19-20 hr 6 7 53 3 7 12 25 15 1 0 1 0 0 53 4 8 2 0 0
20-21 hr 7 8 72 0 12 11 9 13 3 0 2 2 0 83 10 6 2 1 0
21-22 hr 8 9 66 1 7 4 10 10 6 1 4 1 0 89 7 3 2 0 0
22-23 hr 9 10 81 0 9 11 7 4 6 0 2 4 1 91 8 0 0 0 0
23-24 hr 10 11 76 0 8 17 9 10 2 0 0 2 0 75 11 4 0 0 0
Total 1189 17 98 237 380 281 85 1 28 34 15 993 106 56 13 2 0
Detailed Project Report for Rehabilitation and Upgrading to 4-lane Configuration of NH-71, from Haryana Punjab Border to Jind in the State of Haryana
Appendix 4.1

Tonga/Bulloc Cart
Scooterr / Motor
3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
3 AxleTrucks
2AxleTrucks
car/jeep/van
Tractor with
Other
Tempo/LCV
Std.Buses
Hand Cart
Mini bus
Tender
Trailor
Trailor
Cycle
Cycle
Time

2/6/2010
0-1hr 11 12 76 1 8 4 6 6 1 0 4 8 1 65 4 0 2 0 0
1-2 hr 12 13 81 0 11 8 12 8 1 0 2 1 1 67 12 1 1 0 0
2-3hr 13 14 80 4 8 10 15 4 1 1 1 4 0 56 10 1 0 0 0
3-4 hr 14 15 61 1 6 8 8 6 1 0 0 2 1 54 9 0 1 0 0
4-5 hr 15 16 73 0 11 9 14 6 0 0 2 2 0 59 8 8 0 0 0
5-6 hr 16 17 76 0 6 10 6 9 3 0 1 1 0 77 11 2 1 0 0
6-7 hr 17 18 70 0 6 10 7 6 4 0 4 2 1 44 4 4 0 0 0
7-8 hr 18 19 67 0 1 13 8 20 3 0 1 1 0 41 0 4 0 0 0
8-9 hr 19 20 29 0 4 11 19 19 3 0 1 0 0 29 1 0 0 0 0
9-10 hr 20 21 36 0 3 10 23 21 7 0 1 0 0 26 0 3 0 0 0
10-11hr 21 22 28 0 2 14 20 15 9 0 1 0 0 12 1 0 0 0 0
11-12 hr 22 23 35 0 0 15 24 13 4 0 0 0 0 8 1 0 0 0 0
12-13 hr 23 28 0 0 10 19 14 9 0 1 1 1 12 0 0 0 0 0
13-14 hr 1 14 0 1 9 19 19 3 0 0 0 0 3 0 0 0 0 0
14-15 hr 1 2 11 0 0 7 24 19 9 0 0 1 0 4 0 0 0 0 0
15-16 hr 2 3 19 0 0 9 18 9 8 0 0 0 0 11 0 0 0 0 0
16-17 hr 3 4 15 0 0 9 17 13 6 0 3 3 0 8 0 0 0 0 0
17-18 hr 4 5 26 0 6 10 15 12 6 0 0 0 0 14 0 0 0 0 0
18-19 hr 5 6 39 0 9 21 23 19 3 0 1 2 0 20 4 0 2 0 0
19-20 hr 6 7 67 3 8 17 30 10 12 0 6 8 0 72 3 9 7 0 0
20-21 hr 7 8 52 1 6 9 15 8 8 0 0 4 0 83 3 3 1 0 0
21-22 hr 8 9 84 2 10 8 11 10 3 0 0 6 1 97 2 1 0 0 0
22-23 hr 9 10 107 0 10 15 3 6 2 0 1 3 1 83 9 6 0 0 0
23-24 hr 10 11 95 0 7 8 10 4 0 0 2 2 0 92 11 4 3 0 0
Total 1267 13 120 252 364 273 107 1 34 53 8 1036 95 47 19 0 0
Appendix 4.1

Tonga/Bulloc Cart
Scooterr / Motor
3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
3 AxleTrucks
2AxleTrucks
car/jeep/van
Tractor with
Other
Tempo/LCV
Std.Buses
Hand Cart
Mini bus
Tender
Trailor
Trailor
Cycle
Cycle
Time

3/6/2010
0-1hr 11 12 82 0 9 6 7 10 1 0 2 7 0 111 17 13 7 0 0
1-2 hr 12 13 47 0 2 6 14 5 3 0 2 5 0 85 17 1 1 0 0
2-3hr 13 14 62 4 8 4 10 11 0 0 0 4 0 71 17 6 2 0 1
3-4 hr 14 15 81 10 7 12 13 10 1 0 5 2 0 100 8 8 2 0 1
4-5 hr 15 16 67 3 4 12 9 10 0 0 2 5 0 106 12 8 0 0 0
5-6 hr 16 17 67 2 7 8 12 14 4 0 1 3 0 80 14 16 1 0 0
6-7 hr 17 18 76 1 7 10 13 16 3 0 4 1 0 49 5 4 0 0 0
7-8 hr 18 19 80 0 7 9 7 11 6 0 3 9 0 84 2 21 0 0 1
8-9 hr 19 20 60 0 3 8 4 8 6 0 1 5 0 50 2 11 0 0 0
9-10 hr 20 21 38 0 0 11 8 11 3 0 1 1 1 19 1 0 0 0 0
10-11hr 21 22 35 0 2 15 9 9 1 0 0 0 0 5 2 0 0 0 0
11-12 hr 22 23 30 0 0 8 15 6 2 1 0 0 0 3 0 0 0 0 0
12-13 hr 23 18 0 1 17 8 3 0 0 0 0 0 1 0 0 0 0 0
13-14 hr 1 19 0 0 19 8 16 0 0 0 0 0 2 0 0 0 0 0
14-15 hr 1 2 8 0 1 18 9 4 3 0 0 0 0 0 0 0 0 0 0
15-16 hr 2 3 8 0 1 17 7 7 1 0 0 0 0 4 0 0 0 0 0
16-17 hr 3 4 13 0 0 18 8 4 0 0 0 1 0 0 0 0 0 0 0
17-18 hr 4 5 13 0 0 12 15 6 0 0 0 0 2 4 0 0 0 0 0
18-19 hr 5 6 10 0 0 12 14 6 2 0 0 0 0 4 1 6 1 0 0
19-20 hr 6 7 27 2 5 12 20 5 7 0 0 1 0 24 1 8 0 0 0
20-21 hr 7 8 44 8 4 13 10 7 6 0 2 2 0 78 19 74 1 0 0
21-22 hr 8 9 38 0 4 11 8 10 0 0 2 3 0 66 7 26 14 0 0
22-23 hr 9 10 83 1 9 10 15 7 1 0 6 9 2 136 21 24 16 0 0
23-24 hr 10 11 65 0 8 8 22 12 3 0 2 3 1 98 17 7 1 0 0
Total 1071 31 89 276 265 208 53 1 33 61 6 1180 163 233 46 0 3
Appendix 4.1

Tonga/Bulloc Cart
Scooterr / Motor
3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
3 AxleTrucks
2AxleTrucks
car/jeep/van
Tractor with
Other
Tempo/LCV
Std.Buses
Hand Cart
Mini bus
Tender
Trailor
Trailor
Cycle
Cycle
Time

4/6/2010
0-1hr 11 12 75 0 8 8 19 6 2 0 8 1 0 83 16 4 1 0 0
1-2 hr 12 13 70 0 7 11 14 12 4 0 1 5 0 66 6 5 1 0 0
2-3hr 13 14 87 4 8 4 19 12 5 0 2 1 0 94 21 7 4 0 0
3-4 hr 14 15 68 4 8 10 7 10 1 0 1 6 2 89 17 15 1 0 0
4-5 hr 15 16 76 0 5 8 9 9 0 0 0 2 2 99 22 16 4 0 0
5-6 hr 16 17 86 1 8 4 23 16 5 0 1 2 1 100 11 10 6 0 0
6-7 hr 17 18 85 0 8 10 14 10 0 0 1 2 2 80 10 6 0 0 0
7-8 hr 18 19 84 1 5 16 7 16 3 0 1 3 0 81 8 18 5 0 0
8-9 hr 19 20 77 0 5 11 11 5 4 0 0 3 3 65 3 9 1 0 0
9-10 hr 20 21 49 0 0 12 9 8 0 0 1 1 0 46 1 3 0 0 0
10-11hr 21 22 46 0 1 15 8 13 2 0 0 2 0 15 1 1 0 0 0
11-12 hr 22 23 20 0 0 5 11 3 0 0 0 0 0 5 1 0 0 0 0
12-13 hr 23 11 0 1 13 5 9 1 0 0 0 0 2 0 1 0 0 0
13-14 hr 1 20 0 0 10 5 2 0 0 0 0 0 1 0 0 0 0 0
14-15 hr 1 2 10 0 0 22 4 7 1 0 0 0 0 1 0 0 0 0 0
15-16 hr 2 3 15 0 1 15 11 11 0 0 0 0 0 3 0 0 0 0 0
16-17 hr 3 4 13 0 0 15 11 8 3 0 0 0 0 1 0 0 0 0 0
17-18 hr 4 5 7 0 0 12 12 10 1 0 0 0 0 2 1 0 0 0 0
18-19 hr 5 6 8 1 0 16 9 4 0 0 1 0 0 12 0 5 0 0 0
19-20 hr 6 7 23 2 8 17 9 5 1 0 1 2 0 27 6 10 1 0 0
20-21 hr 7 8 52 7 5 10 16 10 5 1 5 2 0 68 20 67 12 0 0
21-22 hr 8 9 85 2 7 12 14 13 2 0 6 9 0 136 38 46 7 0 0
22-23 hr 9 10 78 0 8 9 15 9 3 0 9 4 0 143 17 30 15 0 0
23-24 hr 10 11 88 0 13 13 19 13 1 0 1 6 0 90 16 8 2 0 0
Total 1233 22 106 278 281 221 44 1 39 51 10 1309 215 261 60 0 0
Appendix 4.1

Tonga/Bulloc Cart
Scooterr / Motor
3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
3 AxleTrucks
2AxleTrucks
car/jeep/van
Tractor with
Other
Tempo/LCV
Std.Buses
Hand Cart
Mini bus
Tender
Trailor
Trailor
Cycle
Cycle
Time
Haryana Punjab Border to Jind

5/6/2010
0-1hr 11 12 119 1 8 4 5 8 1 0 1 4 0 96 8 1 1 0 0
1-2 hr 12 13 71 3 9 9 12 3 5 0 0 1 1 117 15 5 1 1 0
2-3hr 13 14 84 5 9 5 9 3 0 0 3 4 1 87 15 4 0 0 0
3-4 hr 14 15 94 3 9 11 13 17 1 0 1 1 0 88 1 3 4 0 0
4-5 hr 15 16 87 1 9 13 8 9 5 0 4 3 1 65 16 1 0 0 0
5-6 hr 16 17 95 0 9 15 13 12 0 0 1 7 1 65 8 4 1 0 0
6-7 hr 17 18 70 0 5 13 22 7 0 0 3 4 0 41 9 12 0 0 0
7-8 hr 18 19 73 0 1 4 22 18 3 0 1 1 0 57 4 4 0 0 0
8-9 hr 19 20 44 0 1 12 8 8 0 0 0 1 0 15 1 1 0 0 0
9-10 hr 20 21 34 0 0 12 40 12 3 0 0 0 0 11 0 1 0 0 0
10-11hr 21 22 25 0 0 12 18 11 3 0 0 0 0 9 0 1 0 0 0
11-12 hr 22 23 17 0 0 16 29 30 0 0 0 1 0 11 1 0 0 0 0
12-13 hr 23 15 0 1 5 21 16 5 0 0 0 0 1 0 0 0 0 0
13-14 hr 1 26 0 0 12 20 12 9 0 1 0 12 0 0 0 0 0 0
14-15 hr 1 2 25 0 0 18 36 18 15 0 1 0 0 7 0 0 0 0 0
15-16 hr 2 3 18 0 0 9 30 13 11 0 0 0 0 9 0 0 0 0 0
16-17 hr 3 4 36 0 0 25 30 30 8 0 0 0 0 12 0 0 0 0 0
17-18 hr 4 5 41 0 1 15 21 22 7 0 0 1 0 15 0 1 0 0 0
18-19 hr 5 6 36 1 3 8 25 24 5 0 4 0 0 18 1 3 0 0 0
19-20 hr 6 7 63 4 8 15 30 18 1 0 1 0 0 63 5 9 3 0 0
20-21 hr 7 8 86 0 15 13 11 16 4 0 3 3 0 99 12 7 3 1 0
21-22 hr 8 9 79 1 8 5 12 12 7 1 5 1 0 107 8 4 3 0 0
22-23 hr 9 10 98 0 11 13 8 5 7 0 3 5 1 110 9 0 0 0 0
23-24 hr 10 11 91 0 9 20 11 12 3 0 0 3 0 90 13 5 0 0 0
Total 1427 20 117 284 455 337 102 1 33 41 18 1192 127 67 16 3 0
Appendix 4.1

Tonga/Bulloc Cart
Scooterr / Motor
3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
3 AxleTrucks
2AxleTrucks
car/jeep/van
Tractor with
Other
Tempo/LCV
Std.Buses
Hand Cart
Mini bus
Tender
Trailor
Trailor
Cycle
Cycle
Time

6/6/2010
0-1hr 11 12 91 1 9 5 7 7 1 0 5 9 1 78 5 0 3 0 0
1-2 hr 12 13 98 0 13 9 15 9 1 0 3 1 1 81 15 1 1 0 0
2-3hr 13 14 96 5 9 12 18 5 1 1 1 5 0 67 12 1 0 0 0
3-4 hr 14 15 73 1 7 9 9 7 1 0 0 3 1 65 11 0 1 0 0
4-5 hr 15 16 87 0 13 11 17 7 0 0 3 3 0 71 9 9 0 0 0
5-6 hr 16 17 91 0 7 12 7 11 4 0 1 1 0 92 13 3 1 0 0
6-7 hr 17 18 84 0 7 12 8 7 5 0 5 3 1 53 5 5 0 0 0
7-8 hr 18 19 81 0 1 16 9 24 4 0 1 1 0 49 0 5 0 0 0
8-9 hr 19 20 34 0 5 13 22 22 4 0 1 0 0 34 1 0 0 0 0
9-10 hr 20 21 44 0 4 12 28 25 8 0 1 0 0 32 0 4 0 0 0
10-11hr 21 22 33 0 3 17 24 18 11 0 1 0 0 15 1 0 0 0 0
11-12 hr 22 23 42 0 0 18 29 16 5 0 0 0 0 9 1 0 0 0 0
12-13 hr 23 33 0 0 12 22 17 11 0 1 1 1 15 0 0 0 0 0
13-14 hr 1 17 0 1 11 22 22 4 0 0 0 0 4 0 0 0 0 0
14-15 hr 1 2 13 0 0 8 29 22 11 0 0 1 0 5 0 0 0 0 0
15-16 hr 2 3 22 0 0 11 21 11 9 0 0 0 0 13 0 0 0 0 0
16-17 hr 3 4 18 0 0 11 20 16 7 0 4 4 0 9 0 0 0 0 0
17-18 hr 4 5 32 0 7 12 18 15 7 0 0 0 0 17 0 0 0 0 0
18-19 hr 5 6 46 0 11 25 28 22 4 0 1 3 0 24 5 0 3 0 0
19-20 hr 6 7 81 4 9 20 36 12 15 0 7 9 0 86 4 11 8 0 0
20-21 hr 7 8 62 1 7 11 18 9 9 0 0 5 0 99 4 4 1 0 0
21-22 hr 8 9 100 3 12 9 13 12 4 0 0 7 1 116 3 1 0 0 0
22-23 hr 9 10 128 0 12 18 4 7 3 0 1 4 1 99 11 7 0 0 0
23-24 hr 10 11 114 0 8 9 12 5 0 0 3 3 0 111 13 5 4 0 0
Total 1521 16 144 302 437 327 128 1 41 63 9 1243 114 57 22 0 0
Appendix 4.1

Tonga/Bulloc Cart
Scooterr / Motor
3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
3 AxleTrucks
2AxleTrucks
car/jeep/van
Tractor with
Other
Tempo/LCV
Std.Buses
Hand Cart
Mini bus
Tender
Trailor
Trailor
Cycle
Cycle
Time

7/6/2010
0-1hr 11 12 90 0 10 7 8 11 1 0 2 8 0 122 19 14 8 0 0
1-2 hr 12 13 52 0 2 7 15 6 3 0 2 6 0 94 19 1 1 0 0
2-3hr 13 14 68 4 9 4 11 12 0 0 0 4 0 78 19 7 2 0 1
3-4 hr 14 15 89 11 8 13 14 11 1 0 6 2 0 110 9 9 2 0 1
4-5 hr 15 16 74 3 4 13 10 11 0 0 2 6 0 117 13 9 0 0 0
5-6 hr 16 17 74 2 8 9 13 15 4 0 1 3 0 88 15 18 1 0 0
6-7 hr 17 18 84 1 8 11 14 18 3 0 4 1 0 54 6 4 0 0 0
7-8 hr 18 19 88 0 8 10 8 12 7 0 3 10 0 92 2 23 0 0 1
8-9 hr 19 20 66 0 3 9 4 9 7 0 1 6 0 55 2 12 0 0 0
9-10 hr 20 21 42 0 0 12 9 12 3 0 1 1 1 21 1 0 0 0 0
10-11hr 21 22 39 0 2 17 10 10 1 0 0 0 0 6 2 0 0 0 0
11-12 hr 22 23 33 0 0 9 17 7 2 1 0 0 0 3 0 0 0 0 0
12-13 hr 23 20 0 1 19 9 3 0 0 0 0 0 1 0 0 0 0 0
13-14 hr 1 21 0 0 21 9 18 0 0 0 0 0 2 0 0 0 0 0
14-15 hr 1 2 9 0 1 20 10 4 3 0 0 0 0 0 0 0 0 0 0
15-16 hr 2 3 9 0 1 19 8 8 1 0 0 0 0 4 0 0 0 0 0
16-17 hr 3 4 14 0 0 20 9 4 0 0 0 1 0 0 0 0 0 0 0
17-18 hr 4 5 14 0 0 13 17 7 0 0 0 0 2 4 0 0 0 0 0
18-19 hr 5 6 11 0 0 13 15 7 2 0 0 0 0 4 1 7 1 0 0
19-20 hr 6 7 30 2 6 13 22 6 8 0 0 1 0 26 1 9 0 0 0
20-21 hr 7 8 48 9 4 14 11 8 7 0 2 2 0 86 21 81 1 0 0
21-22 hr 8 9 42 0 4 12 9 11 0 0 2 3 0 73 8 29 15 0 0
22-23 hr 9 10 91 1 10 11 17 8 1 0 7 10 2 150 23 26 18 0 0
23-24 hr 10 11 72 0 9 9 24 13 3 0 2 3 1 108 19 8 1 0 0
Total 1178 34 98 304 292 229 58 1 36 67 7 1298 179 256 51 0 3
Appendix 4.1

Tonga/Bulloc Cart
Scooterr / Motor
3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
3 AxleTrucks
2AxleTrucks
car/jeep/van
Tractor with
Other
Tempo/LCV
Std.Buses
Hand Cart
Mini bus
Tender
Trailor
Trailor
Cycle
Cycle
Time
Jind to Haryana Punjab Border

1/6/2010
0-1hr 11 12 108 1 11 3 24 17 15 1 9 11 1 96 10 8 4 1 8
1-2 hr 12 13 80 2 10 9 11 14 2 1 3 9 1 58 4 4 3 1 0
2-3hr 13 14 69 1 6 9 13 9 1 0 2 4 0 75 9 1 1 1 0
3-4 hr 14 15 88 1 8 8 13 11 1 0 2 2 1 70 9 3 2 1 0
4-5 hr 15 16 75 1 7 10 6 22 1 0 0 1 0 66 4 4 1 0 0
5-6 hr 16 17 117 1 6 12 9 35 13 0 1 3 1 69 2 3 0 0 0
6-7 hr 17 18 98 3 8 9 21 35 9 0 4 9 2 84 7 10 0 1 0
7-8 hr 18 19 54 0 3 9 15 10 0 0 1 3 0 61 3 3 0 0 0
8-9 hr 19 20 55 0 2 12 17 21 0 0 0 1 0 31 2 1 1 0 0
9-10 hr 20 21 44 0 0 10 11 6 7 0 0 0 0 12 1 0 0 0 0
10-11hr 21 22 28 0 0 6 17 10 3 0 0 3 1 12 0 0 0 0 0
11-12 hr 22 23 23 0 1 14 31 15 6 0 0 0 1 4 1 0 0 0 0
12-13 hr 23 28 0 0 12 26 22 6 0 1 0 0 8 1 0 0 0 0
13-14 hr 1 32 0 0 17 23 23 6 0 0 0 0 11 1 0 0 0 0
14-15 hr 1 2 32 0 1 20 33 20 9 0 0 1 0 11 0 0 0 0 0
15-16 hr 2 3 34 0 0 12 30 11 7 0 0 0 0 13 1 0 0 0 0
16-17 hr 3 4 47 0 0 17 42 23 8 0 0 0 0 17 0 0 0 0 0
17-18 hr 4 5 50 0 3 14 22 22 8 0 0 8 1 63 7 15 0 0 0
18-19 hr 5 6 94 0 3 10 30 21 9 0 1 7 0 109 4 19 0 0 0
19-20 hr 6 7 45 4 1 12 30 10 3 0 6 1 1 69 9 4 0 0 0
20-21 hr 7 8 81 2 7 10 9 13 1 0 3 3 0 84 11 8 2 0 1
21-22 hr 8 9 81 2 9 18 8 8 3 0 4 6 0 95 13 4 4 0 0
22-23 hr 9 10 74 0 10 6 7 12 2 0 3 6 2 118 11 0 2 1 0
23-24 hr 10 11 77 1 11 11 11 10 3 0 3 1 0 92 12 4 0 0 0
Total 1513 21 106 267 457 399 122 2 45 79 13 1327 123 94 22 7 9
Appendix 4.1

Tonga/Bulloc Cart
Scooterr / Motor
3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
3 AxleTrucks
2AxleTrucks
car/jeep/van
Tractor with
Other
Tempo/LCV
Std.Buses
Hand Cart
Mini bus
Tender
Trailor
Trailor
Cycle
Cycle
Time
Jind to Haryana Punjab Border (Km 267 at Narwana)

2/6/2010
0-1hr 11 12 101 3 8 17 24 12 1 0 3 9 1 100 13 9 4 0 0
1-2 hr 12 13 100 1 9 3 17 10 1 0 3 3 2 107 8 1 1 1 0
2-3hr 13 14 79 1 7 9 12 14 1 0 1 7 1 78 12 2 3 0 0
3-4 hr 14 15 62 3 7 9 17 8 7 1 3 7 0 55 8 4 2 0 0
4-5 hr 15 16 96 2 7 13 13 15 1 0 4 2 0 111 8 4 1 1 0
5-6 hr 16 17 97 1 4 8 6 14 3 0 2 6 0 84 2 1 0 0 0
6-7 hr 17 18 78 2 6 9 11 21 1 0 1 2 1 58 2 4 0 0 0
7-8 hr 18 19 78 0 1 13 9 8 6 0 1 4 0 48 0 3 0 0 0
8-9 hr 19 20 50 1 0 14 23 10 1 0 1 1 1 34 2 1 0 0 1
9-10 hr 20 21 61 0 0 15 33 14 1 0 0 0 0 25 0 2 0 0 0
10-11hr 21 22 39 0 0 10 39 13 6 0 0 0 0 12 1 1 0 0 0
11-12 hr 22 23 44 0 1 11 32 17 8 0 0 0 0 12 4 0 0 0 0
12-13 hr 23 52 0 0 19 53 11 4 0 0 2 1 6 1 3 0 0 0
13-14 hr 1 29 0 1 31 53 30 11 0 0 2 0 3 0 0 0 0 0
14-15 hr 1 2 30 0 1 11 17 23 10 0 0 1 0 6 2 0 0 0 0
15-16 hr 2 3 40 0 0 20 19 21 14 0 0 9 0 21 3 0 3 0 1
16-17 hr 3 4 51 0 1 19 22 15 8 0 0 2 0 68 13 18 0 0 1
17-18 hr 4 5 59 0 2 11 18 13 14 0 0 0 0 89 7 18 1 0 0
18-19 hr 5 6 43 2 6 14 34 12 7 0 2 0 1 81 11 26 3 0 0
19-20 hr 6 7 90 1 3 18 29 8 1 0 6 2 0 110 9 35 7 0 0
20-21 hr 7 8 78 2 8 17 12 12 1 0 2 7 1 97 9 8 1 0 0
21-22 hr 8 9 58 0 10 13 10 11 1 0 1 2 1 105 11 3 2 1 0
22-23 hr 9 10 87 1 11 18 12 14 4 0 2 3 0 94 7 6 0 0 1
23-24 hr 10 11 81 0 9 9 4 7 0 0 2 0 1 75 3 7 3 0 0
Total 1581 22 100 329 516 333 112 1 36 72 12 1478 136 157 33 3 4
Appendix 4.1

Tonga/Bulloc Cart
Scooterr / Motor
3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
3 AxleTrucks
2AxleTrucks
car/jeep/van
Tractor with
Other
Tempo/LCV
Std.Buses
Hand Cart
Mini bus
Tender
Trailor
Trailor
Cycle
Cycle
Time

3/6/2010
0-1hr 11 12 73 1 7 6 9 7 1 0 0 8 2 72 21 6 12 0 0
1-2 hr 12 13 60 1 8 8 12 3 4 0 3 4 0 61 22 10 7 0 0
2-3hr 13 14 50 4 7 5 7 2 0 0 3 4 2 61 13 11 5 0 0
3-4 hr 14 15 52 7 8 3 11 11 4 0 0 3 0 73 11 4 1 0 0
4-5 hr 15 16 70 1 8 4 13 5 4 0 5 7 0 110 12 11 2 0 1
5-6 hr 16 17 66 0 7 11 11 7 2 0 2 4 1 82 9 22 6 0 0
6-7 hr 17 18 59 0 4 11 8 4 5 0 4 3 0 54 14 24 2 0 0
7-8 hr 18 19 70 0 2 16 11 17 7 0 2 5 0 110 10 28 0 0 0
8-9 hr 19 20 40 1 1 6 25 6 0 0 1 1 0 29 8 15 0 0 0
9-10 hr 20 21 41 0 1 15 11 14 0 0 0 0 0 23 3 8 0 0 0
10-11hr 21 22 16 0 0 20 21 8 2 0 0 0 0 6 2 0 0 0 0
11-12 hr 22 23 14 0 0 9 20 10 2 0 0 0 0 2 0 2 0 0 0
12-13 hr 23 7 0 0 10 31 16 1 0 0 0 0 2 1 0 0 0 0
13-14 hr 1 6 0 1 6 7 6 3 0 0 0 2 0 0 0 0 0 0
14-15 hr 1 2 5 0 0 12 16 10 2 0 0 0 0 1 0 0 0 0 0
15-16 hr 2 3 1 0 1 12 17 9 3 0 0 0 0 1 0 0 0 0 0
16-17 hr 3 4 7 0 0 9 7 5 4 0 0 0 0 0 1 0 0 0 0
17-18 hr 4 5 9 0 0 9 12 7 0 0 0 0 0 6 0 0 0 0 0
18-19 hr 5 6 21 0 2 10 11 6 0 0 0 0 2 5 0 0 0 0 0
19-20 hr 6 7 31 2 3 13 9 6 2 0 0 0 2 19 0 5 0 0 0
20-21 hr 7 8 54 5 6 9 10 8 6 0 1 1 0 71 9 12 0 0 0
21-22 hr 8 9 86 1 10 14 11 10 3 0 3 4 2 101 4 10 1 0 0
22-23 hr 9 10 114 0 7 7 5 17 2 0 0 3 2 102 17 8 1 0 0
23-24 hr 10 11 79 0 7 7 18 9 2 0 1 5 0 113 17 6 5 0 0
Total 1031 23 90 232 313 203 59 0 25 52 15 1104 174 182 42 0 1
Appendix 4.1

Tonga/Bulloc Cart
Scooterr / Motor
3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
3 AxleTrucks
2AxleTrucks
car/jeep/van
Tractor with
Other
Tempo/LCV
Std.Buses
Hand Cart
Mini bus
Tender
Trailor
Trailor
Cycle
Cycle
Time

4/6/2010
0-1hr 11 12 90 0 9 5 7 7 0 0 6 1 0 135 20 17 11 0 0
1-2 hr 12 13 79 2 8 17 10 12 1 0 2 2 0 108 21 11 11 0 0
2-3hr 13 14 68 2 17 9 6 9 2 0 1 2 1 103 24 13 1 0 0
3-4 hr 14 15 76 4 4 10 14 10 0 0 3 7 2 70 12 6 2 0 0
4-5 hr 15 16 74 1 8 7 6 6 2 0 3 3 2 71 26 5 0 0 0
5-6 hr 16 17 69 0 6 6 15 6 0 0 2 13 0 102 12 11 0 0 0
6-7 hr 17 18 82 0 8 13 11 8 2 0 2 6 2 85 27 23 7 0 0
7-8 hr 18 19 83 0 4 15 4 13 5 0 0 4 0 73 18 35 4 0 0
8-9 hr 19 20 70 0 2 11 17 9 3 0 2 1 0 69 10 33 0 0 0
9-10 hr 20 21 46 0 0 15 13 0 3 0 0 2 0 40 7 15 0 0 0
10-11hr 21 22 26 0 1 22 19 14 2 0 1 0 0 21 1 1 0 0 0
11-12 hr 22 23 19 0 0 16 21 11 1 2 0 0 1 10 1 6 0 0 0
12-13 hr 23 12 0 0 16 18 14 0 0 0 0 0 2 0 0 0 0 0
13-14 hr 1 8 0 1 25 15 16 2 0 0 0 0 1 1 2 0 0 0
14-15 hr 1 2 11 0 0 11 9 8 2 0 0 0 0 1 0 0 0 0 0
15-16 hr 2 3 4 0 0 18 11 15 1 0 0 0 0 0 0 0 0 0 0
16-17 hr 3 4 3 0 2 8 17 12 1 0 0 5 0 1 0 0 0 0 0
17-18 hr 4 5 10 0 0 11 16 6 2 0 0 2 0 5 1 0 0 0 0
18-19 hr 5 6 17 0 3 12 15 5 2 0 0 0 0 10 2 1 0 0 0
19-20 hr 6 7 37 1 2 11 10 13 1 0 0 2 1 23 3 8 0 0 0
20-21 hr 7 8 44 7 5 11 10 10 1 0 0 2 0 79 4 9 1 0 2
21-22 hr 8 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
22-23 hr 9 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
23-24 hr 10 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 928 17 80 269 264 204 33 2 22 52 9 1009 190 196 37 0 2
Appendix 4.1

Tonga/Bulloc Cart
Scooterr / Motor
3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
3 AxleTrucks
2AxleTrucks
car/jeep/van
Tractor with
Other
Tempo/LCV
Std.Buses
Hand Cart
Mini bus
Tender
Trailor
Trailor
Cycle
Cycle
Time

5/6/2010
0-1hr 11 12 118 1 12 4 26 18 17 1 10 12 1 104 11 8 5 1 8
1-2 hr 12 13 88 2 11 10 12 16 2 1 4 10 1 64 5 5 4 1 0
2-3hr 13 14 76 1 6 10 14 10 1 0 2 5 0 82 10 1 1 1 0
3-4 hr 14 15 96 1 8 8 14 12 1 0 2 2 1 77 10 4 2 1 0
4-5 hr 15 16 82 1 7 11 6 24 1 0 0 1 0 72 5 5 1 0 0
5-6 hr 16 17 127 1 6 13 10 38 14 0 1 4 1 76 2 4 0 0 0
6-7 hr 17 18 107 4 8 10 23 38 10 0 5 10 2 91 7 11 0 1 0
7-8 hr 18 19 59 0 4 10 17 11 0 0 1 4 0 66 4 4 0 0 0
8-9 hr 19 20 60 0 2 13 18 23 0 0 0 1 0 34 2 1 1 0 0
9-10 hr 20 21 48 0 0 11 12 6 7 0 0 0 0 13 1 0 0 0 0
10-11hr 21 22 30 0 0 6 18 11 4 0 0 4 1 13 0 0 0 0 0
11-12 hr 22 23 25 0 1 16 34 17 6 0 0 0 1 5 1 0 0 0 0
12-13 hr 23 30 0 0 13 29 24 6 0 1 0 0 8 1 0 0 0 0
13-14 hr 1 35 0 0 18 25 25 6 0 0 0 0 12 1 0 0 0 0
14-15 hr 1 2 35 0 1 22 36 22 10 0 0 1 0 12 0 0 0 0 0
15-16 hr 2 3 37 0 0 13 32 12 7 0 0 0 0 14 1 0 0 0 0
16-17 hr 3 4 52 0 0 18 46 25 8 0 0 0 0 18 0 0 0 0 0
17-18 hr 4 5 54 0 4 16 24 24 8 0 0 8 1 68 7 17 0 0 0
18-19 hr 5 6 102 0 4 11 32 23 10 0 1 7 0 119 5 20 0 0 0
19-20 hr 6 7 49 5 1 13 32 11 4 0 6 1 1 76 10 5 0 0 0
20-21 hr 7 8 89 2 7 11 10 14 1 0 4 4 0 91 12 8 2 0 1
21-22 hr 8 9 89 2 10 19 8 8 4 0 5 6 0 103 14 5 5 0 0
22-23 hr 9 10 80 0 11 6 7 13 2 0 4 6 2 128 12 0 2 1 0
23-24 hr 10 11 84 1 12 12 12 11 4 0 4 1 0 101 13 5 0 0 0
Total 1650 23 115 292 498 436 133 2 49 86 14 1447 134 102 24 7 10
Appendix 4.1

Tonga/Bulloc Cart
Scooterr / Motor
3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
3 AxleTrucks
2AxleTrucks
car/jeep/van
Tractor with
Other
Tempo/LCV
Std.Buses
Hand Cart
Mini bus
Tender
Trailor
Trailor
Cycle
Cycle
Time

6/6/2010
0-1hr 11 12 110 4 8 18 26 13 1 0 4 10 1 109 14 10 5 0 0
1-2 hr 12 13 109 1 10 4 18 11 1 0 4 4 2 116 8 1 1 1 0
2-3hr 13 14 86 1 7 10 13 16 1 0 1 7 1 85 13 2 4 0 0
3-4 hr 14 15 67 4 7 10 18 8 7 1 4 7 0 60 8 5 2 0 0
4-5 hr 15 16 104 2 7 14 14 17 1 0 5 2 0 121 8 5 1 1 0
5-6 hr 16 17 106 1 5 8 6 16 4 0 2 6 0 91 2 1 0 0 0
6-7 hr 17 18 85 2 6 10 12 23 1 0 1 2 1 64 2 5 0 0 0
7-8 hr 18 19 85 0 1 14 10 8 6 0 1 5 0 53 0 4 0 0 0
8-9 hr 19 20 54 1 0 16 25 11 1 0 1 1 1 37 2 1 0 0 1
9-10 hr 20 21 66 0 0 17 36 16 1 0 0 0 0 28 0 2 0 0 0
10-11hr 21 22 42 0 0 11 42 14 6 0 0 0 0 13 1 1 0 0 0
11-12 hr 22 23 48 0 1 12 35 18 8 0 0 0 0 13 5 0 0 0 0
12-13 hr 23 56 0 0 20 58 12 5 0 0 2 1 6 1 4 0 0 0
13-14 hr 1 31 0 1 34 58 32 12 0 0 2 0 4 0 0 0 0 0
14-15 hr 1 2 32 0 1 12 18 25 11 0 0 1 0 6 2 0 0 0 0
15-16 hr 2 3 49 0 0 22 20 23 16 0 0 10 0 23 4 0 4 0 1
16-17 hr 3 4 55 0 1 20 24 17 8 0 0 2 0 74 14 19 0 0 1
17-18 hr 4 5 65 0 2 12 19 14 16 0 0 0 0 97 7 19 1 0 0
18-19 hr 5 6 47 2 6 16 37 13 7 0 2 0 1 89 12 29 4 0 0
19-20 hr 6 7 103 1 4 19 31 8 1 0 6 2 0 120 10 38 7 0 0
20-21 hr 7 8 85 2 8 18 13 13 1 0 2 7 1 106 10 8 1 0 0
21-22 hr 8 9 64 0 11 14 11 12 1 0 1 2 1 114 12 4 2 1 0
22-23 hr 9 10 95 1 12 19 13 16 5 0 2 4 0 102 7 6 0 0 1
23-24 hr 10 11 89 0 10 10 5 7 0 0 2 0 1 82 4 7 4 0 0
Total 1735 24 109 359 563 364 122 1 40 78 13 1613 149 172 36 4 5
Appendix 4.1

Tonga/Bulloc Cart
Scooterr / Motor
3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
3 AxleTrucks
2AxleTrucks
car/jeep/van
Tractor with
Other
Tempo/LCV
Std.Buses
Hand Cart
Mini bus
Tender
Trailor
Trailor
Cycle
Cycle
Time

7/6/2010
0-1hr 11 12 80 1 8 7 10 8 1 0 0 9 2 79 23 7 13 0 0
1-2 hr 12 13 66 1 9 9 13 3 4 0 3 4 0 67 24 11 8 0 0
2-3hr 13 14 55 4 8 6 8 2 0 0 3 4 2 67 14 12 6 0 0
3-4 hr 14 15 57 8 9 3 12 12 4 0 0 3 0 80 12 4 1 0 0
4-5 hr 15 16 77 1 9 4 14 6 4 0 6 8 0 121 13 12 2 0 1
5-6 hr 16 17 73 0 8 12 12 8 2 0 2 4 1 90 10 24 7 0 0
6-7 hr 17 18 65 0 4 12 9 4 6 0 4 3 0 59 15 26 2 0 0
7-8 hr 18 19 77 0 6 18 12 19 8 0 2 6 0 121 11 31 0 0 0
8-9 hr 19 20 44 1 1 7 28 7 0 0 1 1 0 32 9 17 0 0 0
9-10 hr 20 21 45 0 1 17 12 15 0 0 0 0 0 25 3 9 0 0 0
10-11hr 21 22 18 0 0 22 23 9 2 0 0 0 0 7 2 0 0 0 0
11-12 hr 22 23 15 0 0 10 22 11 2 0 0 0 0 2 0 2 0 0 0
12-13 hr 23 8 0 0 11 34 18 1 0 0 0 0 2 1 0 0 0 0
13-14 hr 1 7 0 1 7 8 7 3 0 0 0 2 0 0 0 0 0 0
14-15 hr 1 2 6 0 0 13 18 11 2 0 0 0 0 1 0 0 0 0 0
15-16 hr 2 3 1 0 1 13 19 10 3 0 0 0 0 1 0 0 0 0 0
16-17 hr 3 4 8 0 0 10 8 6 4 0 0 0 0 0 1 0 0 0 0
17-18 hr 4 5 10 0 0 10 13 8 0 0 0 0 0 7 0 0 0 0 0
18-19 hr 5 6 23 0 2 11 12 7 0 0 0 0 2 6 0 0 0 0 0
19-20 hr 6 7 34 2 3 14 10 7 2 0 0 0 2 21 0 6 0 0 0
20-21 hr 7 8 59 6 7 10 11 9 7 0 1 1 0 78 10 13 0 0 0
21-22 hr 8 9 95 1 13 15 12 11 3 0 3 4 2 111 4 11 1 0 0
22-23 hr 9 10 125 0 8 8 6 19 2 0 0 3 2 112 19 9 1 0 0
23-24 hr 10 11 87 0 8 8 20 10 2 0 1 6 0 124 19 7 6 0 0
Total 1134 25 105 255 344 223 65 0 28 57 17 1214 191 200 46 0 1
Appendix 4.1

3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
Other
Tonga/Bulloc
3 AxleTrucks
2AxleTrucks
car/jeep/van
Motor Cycle
Tractor with
Tempo/LCV
Std.Buses
Hand Cart
Scooterr /
Mini bus
Tender
Trailor
Trailor
Cycle
Time
Cart
Haryana Punjab Border to Jind (Km 244 Near Border)
29/05/2010
0-1hr 11 12 30 0 5 7 9 13 5 0 3 6 1 46 1 6 0 0 0
1-2 hr 12 13 31 0 3 12 4 7 4 0 1 3 1 46 0 1 0 0 0
2-3hr 13 14 38 0 8 3 6 9 5 0 2 3 1 50 0 2 1 0 0
3-4 hr 14 15 40 0 6 3 6 3 1 0 3 8 0 38 0 4 0 0 0
4-5 hr 15 16 26 0 10 12 5 8 4 0 4 4 0 51 1 5 1 0 0
5-6 hr 16 17 50 0 2 8 3 20 5 0 0 5 0 31 1 2 0 0 0
6-7 hr 17 18 30 0 3 4 6 12 4 0 4 2 2 50 0 7 2 0 0
7-8 hr 18 19 31 0 2 6 5 12 6 0 1 1 1 46 1 1 3 0 0
8-9 hr 19 20 23 0 0 3 5 10 5 0 1 2 0 35 0 3 0 0 0
9-10 hr 20 21 26 0 0 7 6 12 3 0 0 2 0 21 0 0 0 0 1
10-11hr 21 22 19 0 0 10 3 12 6 0 0 1 1 9 0 0 0 0 0
11-12 hr 22 23 19 0 0 16 11 16 8 0 0 1 0 3 0 0 0 0 0
12-13 hr 23 17 0 0 7 13 8 0 0 0 0 0 3 0 0 0 0 0
13-14 hr 1 8 0 0 13 12 17 5 0 0 0 0 0 0 0 0 0 0
14-15 hr 1 2 5 0 0 11 13 16 5 0 0 0 0 0 0 0 0 0 0
15-16 hr 2 3 5 1 0 10 9 11 1 0 0 0 0 0 0 0 0 0 0
16-17 hr 3 4 5 1 0 17 10 17 0 0 0 0 0 1 0 0 0 0 0
17-18 hr 4 5 11 0 0 6 4 15 3 0 0 0 0 2 0 0 0 0 0
18-19 hr 5 6 17 0 1 6 10 15 1 0 0 2 0 5 0 3 1 0 0
19-20 hr 6 7 32 0 2 7 8 14 3 0 2 1 0 29 1 1 2 0 0
20-21 hr 7 8 46 0 4 5 14 13 1 0 2 5 1 66 0 3 5 0 0
21-22 hr 8 9 37 1 1 5 10 10 9 0 3 4 2 60 1 4 1 0 0
22-23 hr 9 10 52 0 5 7 7 10 6 0 3 7 0 80 2 7 3 0 0
23-24 hr 10 11 54 0 1 5 3 5 5 0 6 7 0 74 3 5 1 0 0
Total 652 3 53 190 182 285 95 0 35 64 10 746 11 54 20 0 1
Appendix 4.1

3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
Other
Tonga/Bulloc
3 AxleTrucks
2AxleTrucks
car/jeep/van
Motor Cycle
Tractor with
Tempo/LCV
Std.Buses
Hand Cart
Scooterr /
Mini bus
Tender
Trailor
Trailor
Cycle
Time
Cart
30/05/2010
0-1hr 11 12 40 0 3 6 10 13 1 0 0 7 0 29 2 5 0 0 0
1-2 hr 12 13 39 0 3 5 9 11 4 0 2 3 0 29 2 4 0 0 0
2-3hr 13 14 31 0 5 6 2 9 5 0 0 4 3 36 1 3 2 0 0
3-4 hr 14 15 42 0 5 9 4 11 0 0 0 1 0 25 0 1 0 0 0
4-5 hr 15 16 45 0 6 7 4 10 3 0 5 2 0 42 0 8 0 0 0
5-6 hr 16 17 45 0 2 5 6 6 3 0 3 4 0 35 0 7 0 0 0
6-7 hr 17 18 42 0 2 5 2 6 5 0 6 3 3 39 0 2 3 0 0
7-8 hr 18 19 33 0 1 7 20 25 8 0 2 0 1 37 0 2 0 0 0
8-9 hr 19 20 43 0 1 9 18 16 3 0 1 1 0 36 1 6 0 0 0
9-10 hr 20 21 28 0 4 12 3 11 0 0 1 1 0 12 0 0 0 0 0
10-11hr 21 22 24 0 0 32 10 16 7 0 1 2 0 10 0 0 0 0 0
11-12 hr 22 23 14 0 0 20 18 14 5 0 0 0 0 1 0 0 0 0 0
12-13 hr 23 8 0 2 9 14 15 10 4 0 0 0 3 0 0 0 0 0
13-14 hr 1 13 0 0 20 19 23 5 1 0 0 0 0 0 0 0 0 0
14-15 hr 1 2 12 0 0 20 17 19 0 0 1 0 0 0 0 0 0 0 0
15-16 hr 2 3 11 0 0 21 12 17 8 0 0 0 0 0 0 0 0 0 0
16-17 hr 3 4 22 0 0 21 14 23 12 0 0 0 0 0 1 0 0 0 0
17-18 hr 4 5 15 0 0 12 8 17 7 0 0 0 0 2 0 0 0 0 0
18-19 hr 5 6 22 0 1 4 8 9 7 0 1 1 0 6 0 6 0 0 0
19-20 hr 6 7 32 0 2 9 12 11 7 0 2 1 0 43 0 9 0 0 0
20-21 hr 7 8 47 0 6 18 16 10 7 0 4 0 0 54 0 19 2 0 0
21-22 hr 8 9 26 1 2 6 15 14 5 0 6 5 0 77 0 2 2 0 0
22-23 hr 9 10 31 0 3 4 9 10 4 0 2 8 0 84 1 2 1 0 0
23-24 hr 10 11 35 0 3 8 8 8 2 0 6 4 1 76 1 4 0 0 0
Total 700 1 51 275 258 324 118 5 43 47 8 676 9 80 10 0 0
Appendix 4.1

3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
Other
Tonga/Bulloc
3 AxleTrucks
2AxleTrucks
car/jeep/van
Motor Cycle
Tractor with
Tempo/LCV
Std.Buses
Hand Cart
Scooterr /
Mini bus
Tender
Trailor
Trailor
Cycle
Time
Cart
31/05/2010
0-1hr 11 12 37 1 5 11 6 7 2 0 1 6 2 68 0 3 0 0 0
1-2 hr 12 13 33 0 4 5 8 12 4 0 3 6 0 36 0 2 0 0 0
2-3hr 13 14 32 0 5 3 2 11 1 0 0 3 0 28 2 3 0 0 0
3-4 hr 14 15 28 0 4 4 8 6 0 0 4 3 0 35 4 1 0 0 0
4-5 hr 15 16 42 0 8 6 8 10 2 0 4 5 0 35 0 2 0 0 0
5-6 hr 16 17 36 0 2 3 7 6 3 0 4 1 0 41 2 0 0 0 0
6-7 hr 17 18 39 0 3 8 10 18 0 0 4 1 0 40 0 3 2 0 0
7-8 hr 18 19 40 0 1 6 10 5 1 0 6 3 2 47 1 4 1 0 1
8-9 hr 19 20 37 0 1 4 14 12 6 0 1 0 1 45 2 5 0 0 0
9-10 hr 20 21 32 1 0 18 13 9 4 0 1 2 0 33 0 0 0 0 0
10-11hr 21 22 21 0 0 29 26 36 15 1 0 1 0 31 0 1 0 0 0
11-12 hr 22 23 25 1 0 15 17 14 10 0 2 1 0 15 0 0 0 0 0
12-13 hr 23 18 0 0 16 21 24 12 0 0 0 0 14 1 0 0 0 0
13-14 hr 1 13 1 0 21 16 18 5 0 0 0 0 1 0 0 0 0 1
14-15 hr 1 2 20 0 1 17 13 15 7 0 0 0 0 0 0 0 0 0 0
15-16 hr 2 3 17 0 0 18 18 13 8 0 0 0 1 0 0 0 0 0 0
16-17 hr 3 4 14 0 0 19 13 13 4 0 0 0 0 1 0 2 0 0 0
17-18 hr 4 5 26 0 0 14 10 17 3 0 0 0 0 25 0 0 1 0 0
18-19 hr 5 6 26 0 1 12 12 9 5 0 1 0 0 29 0 5 1 0 0
19-20 hr 6 7 33 1 2 11 15 20 3 0 3 2 0 39 0 10 1 0 0
20-21 hr 7 8 41 1 6 16 15 14 3 0 3 3 0 56 0 15 1 0 0
21-22 hr 8 9 33 0 1 7 14 7 3 0 4 4 0 73 0 4 1 0 0
22-23 hr 9 10 38 0 4 9 13 11 5 0 4 6 0 106 0 4 0 0 0
23-24 hr 10 11 27 0 2 8 9 9 2 0 2 4 1 63 0 4 1 0 0
Total 708 6 50 280 298 316 108 1 47 51 7 861 12 68 9 0 2
Appendix 4.1

3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
Other
Tonga/Bulloc
3 AxleTrucks
2AxleTrucks
car/jeep/van
Motor Cycle
Tractor with
Tempo/LCV
Std.Buses
Hand Cart
Scooterr /
Mini bus
Tender
Trailor
Trailor
Cycle
Time
Cart
1/6/2010
0-1hr 11 12 31 0 5 5 9 2 4 0 2 3 0 45 0 4 0 0 0
1-2 hr 12 13 33 0 4 12 20 12 0 0 3 4 0 47 1 5 0 0 0
2-3hr 13 14 31 0 6 7 8 8 2 0 3 0 0 30 1 4 0 0 0
3-4 hr 14 15 39 0 3 8 2 10 1 0 0 1 0 31 1 3 0 0 1
4-5 hr 15 16 42 0 10 5 9 6 1 0 4 4 0 24 1 1 0 0 0
5-6 hr 16 17 41 0 3 7 7 14 4 0 5 9 0 58 1 3 2 0 0
6-7 hr 17 18 41 0 2 14 13 8 2 0 2 3 0 43 1 3 3 0 3
7-8 hr 18 19 39 0 1 4 10 17 5 0 4 2 0 35 0 5 0 0 0
8-9 hr 19 20 23 0 0 10 6 11 7 0 0 3 2 19 2 9 1 0 0
9-10 hr 20 21 34 0 0 12 21 26 3 0 2 3 0 37 1 0 0 0 0
10-11hr 21 22 33 0 0 34 29 31 0 0 0 0 1 23 0 0 0 0 0
11-12 hr 22 23 31 0 0 26 18 26 4 0 0 0 1 4 0 0 0 0 0
12-13 hr 23 21 1 0 19 11 13 5 0 0 0 1 1 0 0 0 0 0
13-14 hr 1 13 0 0 19 12 14 6 0 0 0 0 0 0 0 0 0 0
14-15 hr 1 2 16 0 0 26 9 23 9 0 0 0 1 0 0 0 0 0 0
15-16 hr 2 3 14 0 0 24 14 17 13 0 0 0 0 1 0 0 0 0 0
16-17 hr 3 4 15 0 0 16 17 16 9 0 0 0 0 2 0 0 0 0 0
17-18 hr 4 5 16 0 0 20 14 18 0 0 0 0 0 8 0 2 2 0 0
18-19 hr 5 6 26 0 1 13 13 15 8 0 1 1 0 13 0 0 0 0 0
19-20 hr 6 7 34 0 2 11 7 13 0 0 4 1 0 23 0 8 0 0 0
20-21 hr 7 8 40 1 5 19 16 24 6 0 5 2 0 47 3 6 3 0 0
21-22 hr 8 9 34 0 1 3 11 10 4 0 1 7 0 66 1 3 2 0 0
22-23 hr 9 10 30 1 3 7 7 11 1 0 2 8 0 75 2 4 0 0 0
23-24 hr 10 11 40 0 4 4 8 9 5 0 1 2 0 85 2 6 1 0 1
Total 717 3 50 325 291 354 99 0 39 53 6 717 17 66 14 0 5
Appendix 4.1

3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
Other
Tonga/Bulloc
3 AxleTrucks
2AxleTrucks
car/jeep/van
Motor Cycle
Tractor with
Tempo/LCV
Std.Buses
Hand Cart
Scooterr /
Mini bus
Tender
Trailor
Trailor
Cycle
Time
Cart
2/6/2010
0-1hr 11 12 34 0 3 6 8 7 2 0 4 7 0 58 0 1 0 0 0
1-2 hr 12 13 45 0 1 5 7 8 0 0 3 4 0 48 0 1 0 0 0
2-3hr 13 14 37 0 4 7 11 8 1 0 1 1 0 28 1 0 0 0 0
3-4 hr 14 15 43 0 4 6 10 14 2 0 1 2 0 29 1 1 0 0 0
4-5 hr 15 16 39 0 6 5 9 7 0 0 1 3 0 35 1 1 0 0 0
5-6 hr 16 17 30 0 1 7 3 5 6 0 3 1 0 50 2 3 1 0 0
6-7 hr 17 18 34 0 3 4 3 6 5 0 2 2 0 54 1 4 0 0 0
7-8 hr 18 19 36 0 3 7 6 2 0 1 4 5 0 38 1 1 0 0 0
8-9 hr 19 20 29 0 0 2 8 6 2 0 0 1 0 16 0 1 0 0 0
9-10 hr 20 21 31 0 0 13 12 22 8 0 1 1 0 21 0 0 0 0 0
10-11hr 21 22 27 0 0 13 10 19 3 0 1 3 0 10 1 0 0 0 0
11-12 hr 22 23 17 0 0 17 20 22 1 0 1 0 0 5 1 0 0 0 0
12-13 hr 23 8 0 1 19 10 18 5 0 1 0 0 2 0 0 0 0 0
13-14 hr 1 4 2 0 14 13 13 2 0 0 0 3 10 0 0 0 0 0
14-15 hr 1 2 13 0 0 16 19 19 0 0 0 0 2 0 0 0 0 0 0
15-16 hr 2 3 11 0 0 22 20 20 8 0 0 0 0 0 0 0 0 0 0
16-17 hr 3 4 10 0 0 14 16 16 11 0 0 2 0 1 0 0 0 0 0
17-18 hr 4 5 13 0 0 18 18 10 4 0 0 0 0 4 0 3 1 0 0
18-19 hr 5 6 17 0 0 22 21 20 1 0 0 0 0 35 0 0 0 0 0
19-20 hr 6 7 32 1 3 17 24 22 9 0 3 0 2 50 0 7 0 0 0
20-21 hr 7 8 37 0 6 13 10 12 4 0 1 7 0 45 0 8 1 0 0
21-22 hr 8 9 27 1 1 10 10 9 2 0 3 0 0 59 3 4 1 0 0
22-23 hr 9 10 40 0 3 3 6 12 1 0 0 3 1 60 2 6 2 0 0
23-24 hr 10 11 30 1 2 2 4 12 4 0 0 11 0 45 1 9 1 0 0
Total 644 5 41 262 278 309 81 1 30 53 8 703 15 50 7 0 0
Appendix 4.1

3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
Other
Tonga/Bulloc
3 AxleTrucks
2AxleTrucks
car/jeep/van
Motor Cycle
Tractor with
Tempo/LCV
Std.Buses
Hand Cart
Scooterr /
Mini bus
Tender
Trailor
Trailor
Cycle
Time
Cart
3/6/2010
0-1hr 11 12 27 0 5 4 5 8 0 0 4 3 0 48 0 3 0 0 0
1-2 hr 12 13 21 1 1 4 4 14 1 0 3 5 0 37 0 0 0 0 0
2-3hr 13 14 23 0 4 2 9 4 3 0 0 3 0 18 1 0 0 0 0
3-4 hr 14 15 30 0 4 9 4 12 2 0 2 1 0 34 1 3 0 0 0
4-5 hr 15 16 27 1 2 2 8 11 1 0 2 2 1 29 0 0 0 0 0
5-6 hr 16 17 32 1 2 5 3 12 2 0 2 3 1 34 0 1 0 0 0
6-7 hr 17 18 32 0 2 7 10 7 2 0 1 3 0 39 0 4 1 0 0
7-8 hr 18 19 18 0 0 8 4 14 6 0 2 3 0 46 1 2 0 0 0
8-9 hr 19 20 29 0 0 10 12 20 3 0 0 1 0 22 1 4 0 0 0
9-10 hr 20 21 40 0 2 10 15 32 14 0 1 1 1 31 2 7 0 0 0
10-11hr 21 22 33 0 0 34 36 36 2 0 1 1 1 0 0 0 0 0 0
11-12 hr 22 23 18 0 0 21 16 16 16 0 0 0 0 0 0 0 0 0 0
12-13 hr 23 14 1 0 18 17 28 11 0 0 0 0 0 0 0 0 0 0
13-14 hr 1 10 0 0 15 14 16 9 1 0 0 1 0 0 0 0 0 0
14-15 hr 1 2 10 0 0 36 26 28 5 0 0 0 0 0 0 0 0 0 0
15-16 hr 2 3 11 0 0 15 13 6 5 0 0 0 0 0 0 0 0 0 0
16-17 hr 3 4 12 0 0 17 15 13 9 0 0 1 0 1 0 0 0 0 0
17-18 hr 4 5 14 0 0 19 12 12 10 0 0 0 0 7 0 0 1 0 0
18-19 hr 5 6 14 0 1 11 8 13 5 1 1 1 0 5 0 0 3 0 0
19-20 hr 6 7 14 1 2 6 17 14 6 0 0 0 0 23 0 0 1 0 0
20-21 hr 7 8 46 0 5 13 22 27 2 0 2 3 0 46 2 14 0 0 0
21-22 hr 8 9 42 0 0 10 5 3 2 0 4 3 0 40 0 0 0 0 0
22-23 hr 9 10 42 0 4 6 8 18 1 0 3 3 0 68 2 11 0 0 0
23-24 hr 10 11 30 0 2 3 8 17 3 0 1 2 0 44 0 0 1 0 1
Total 589 5 36 285 291 381 120 2 29 39 5 572 10 49 7 0 1
Appendix 4.1

3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
Other
Tonga/Bulloc
3 AxleTrucks
2AxleTrucks
car/jeep/van
Motor Cycle
Tractor with
Tempo/LCV
Std.Buses
Hand Cart
Scooterr /
Mini bus
Tender
Trailor
Trailor
Cycle
Time
Cart
4/6/2010
0-1hr 11 12 52 0 5 9 5 8 4 0 0 3 0 21 3 2 0 0 0
1-2 hr 12 13 22 0 5 4 11 4 1 0 5 1 0 40 1 4 0 0 0
2-3hr 13 14 36 0 6 14 5 17 3 0 3 5 0 43 1 2 1 0 0
3-4 hr 14 15 30 0 4 10 4 13 4 0 2 5 0 26 3 1 0 0 1
4-5 hr 15 16 33 1 4 5 9 8 5 0 2 5 0 45 0 4 0 0 0
5-6 hr 16 17 33 0 3 6 3 9 2 0 2 3 0 45 1 2 1 4 0
6-7 hr 17 18 42 0 0 7 3 19 10 0 3 2 1 51 0 5 3 0 0
7-8 hr 18 19 25 0 1 2 13 12 2 0 0 1 0 30 0 2 0 0 0
8-9 hr 19 20 20 0 0 12 6 7 1 0 1 0 0 28 1 6 0 0 1
9-10 hr 20 21 26 0 0 9 17 15 6 0 1 1 1 22 2 6 0 0 0
10-11hr 21 22 20 0 0 14 18 19 6 0 3 2 1 13 0 0 0 0 0
11-12 hr 22 23 30 0 0 26 34 25 6 0 0 0 0 12 0 0 0 0 0
12-13 hr 23 20 3 0 22 15 13 9 0 0 0 0 4 0 0 0 0 0
13-14 hr 1 18 0 1 15 17 13 12 0 0 0 0 0 0 0 0 0 0
14-15 hr 1 2 14 3 0 17 15 19 7 0 0 0 0 0 0 0 0 0 0
15-16 hr 2 3 17 1 1 16 11 11 7 0 0 0 0 0 0 0 0 0 0
16-17 hr 3 4 15 0 0 15 14 13 8 0 0 0 1 0 0 0 0 0 0
17-18 hr 4 5 26 2 0 28 34 25 8 0 0 0 0 0 0 0 0 0 0
18-19 hr 5 6 24 0 0 13 4 19 1 0 1 0 1 13 0 2 4 0 0
19-20 hr 6 7 24 2 2 9 12 19 7 0 0 2 0 38 0 0 2 0 0
20-21 hr 7 8 34 0 4 16 24 27 6 0 6 0 0 65 0 13 0 0 0
21-22 hr 8 9 29 0 2 11 5 4 3 0 1 0 0 46 0 1 0 0 0
22-23 hr 9 10 36 0 3 7 8 13 3 0 1 3 0 57 0 2 0 0 0
23-24 hr 10 11 40 0 4 1 11 11 1 0 4 1 1 51 2 4 1 0 0
Total 666 12 45 288 298 343 122 0 35 34 6 650 14 56 12 4 2
Appendix 4.1

3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
Other
Tonga/Bulloc
3 AxleTrucks
2AxleTrucks
car/jeep/van
Motor Cycle
Tractor with
Tempo/LCV
Std.Buses
Hand Cart
Scooterr /
Mini bus
Tender
Trailor
Trailor
Cycle
Time
Cart
Jind to Haryana Punjab Border (Km 244 Near Border)
29/05/2010
0-1hr 11 12 47 1 7 11 8 15 3 0 3 10 0 68 0 5 3 0 0
1-2 hr 12 13 43 2 2 7 9 10 2 0 2 6 1 43 0 1 0 0 0
2-3hr 13 14 36 1 6 8 2 7 3 0 3 3 3 33 1 1 1 0 0
3-4 hr 14 15 18 0 4 2 9 19 5 0 0 3 1 29 1 3 1 0 0
4-5 hr 15 16 51 0 3 10 5 19 6 0 4 5 1 24 0 0 0 0 1
5-6 hr 16 17 24 0 1 4 7 9 2 0 1 4 0 17 1 1 1 0 0
6-7 hr 17 18 58 0 5 16 9 17 7 0 1 6 3 41 2 10 2 0 0
7-8 hr 18 19 32 0 2 7 5 32 6 0 3 0 0 39 0 10 2 0 0
8-9 hr 19 20 30 1 0 10 1 12 4 0 2 1 3 27 0 1 0 0 0
9-10 hr 20 21 23 0 0 4 3 14 4 0 0 0 0 37 1 2 1 0 0
10-11hr 21 22 26 0 0 16 11 18 3 0 0 2 1 15 1 0 0 0 0
11-12 hr 22 23 13 0 0 10 6 18 4 0 0 0 0 5 0 0 0 0 0
12-13 hr 23 13 0 1 6 8 13 5 0 0 0 0 3 0 0 0 0 3
13-14 hr 1 9 0 7 7 9 5 0 0 0 0 3 0 0 0 0 0 0
14-15 hr 1 2 6 1 0 10 9 12 0 0 0 0 0 0 0 0 0 0 0
15-16 hr 2 3 9 1 2 23 18 8 2 0 0 0 0 0 0 0 0 0 0
16-17 hr 3 4 8 0 0 11 6 16 3 0 0 0 0 0 0 0 0 0 0
17-18 hr 4 5 11 0 0 11 10 13 3 0 0 0 0 0 0 0 0 0 0
18-19 hr 5 6 19 1 3 10 12 15 2 0 2 0 0 7 0 4 1 0 0
19-20 hr 6 7 41 0 5 9 20 19 9 0 0 0 1 30 0 8 1 0 0
20-21 hr 7 8 39 0 4 12 11 22 2 0 4 3 1 71 0 16 3 0 1
21-22 hr 8 9 38 0 2 4 7 9 0 0 2 5 8 34 1 6 1 0 0
22-23 hr 9 10 55 0 7 12 0 13 2 0 3 5 0 47 1 5 2 0 0
23-24 hr 10 11 51 0 3 8 5 22 1 0 3 3 0 42 1 4 1 0 0
Total 700 8 64 228 190 357 78 0 33 56 26 612 10 77 20 0 5
Appendix 4.1

3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
Other
Tonga/Bulloc
3 AxleTrucks
2AxleTrucks
car/jeep/van
Motor Cycle
Tractor with
Tempo/LCV
Std.Buses
Hand Cart
Scooterr /
Mini bus
Tender
Trailor
Trailor
Cycle
Time
Cart
30/05/2010
0-1hr 11 12 58 0 5 4 6 11 1 0 0 4 0 43 0 3 2 0 0
1-2 hr 12 13 53 0 5 6 7 8 0 0 1 5 0 30 2 7 0 0 0
2-3hr 13 14 40 1 3 7 12 9 2 0 2 2 0 30 0 2 0 0 1
3-4 hr 14 15 43 0 3 7 9 9 4 0 0 3 3 13 1 2 4 0 0
4-5 hr 15 16 39 0 3 4 9 12 7 0 2 2 0 22 3 2 0 0 0
5-6 hr 16 17 48 0 3 10 9 19 4 0 2 5 0 27 2 1 3 0 0
6-7 hr 17 18 55 0 2 11 14 20 4 0 3 3 0 33 0 0 1 0 0
7-8 hr 18 19 23 0 1 16 14 16 9 0 2 2 0 25 0 0 2 0 0
8-9 hr 19 20 44 0 2 15 14 23 4 0 1 6 0 37 2 11 1 0 0
9-10 hr 20 21 34 0 1 9 12 10 4 0 0 4 0 37 3 2 0 0 0
10-11hr 21 22 16 0 0 12 9 16 5 0 1 1 0 16 1 0 0 0 0
11-12 hr 22 23 16 2 0 9 13 18 8 0 0 0 0 5 1 0 0 0 0
12-13 hr 23 9 1 0 13 15 19 2 0 0 0 0 3 0 0 0 0 0
13-14 hr 1 16 0 0 11 8 17 2 0 0 0 0 0 0 0 0 0 0
14-15 hr 1 2 14 0 1 12 15 26 4 0 0 0 1 0 0 0 0 0 0
15-16 hr 2 3 12 0 3 13 8 17 5 0 0 0 0 0 0 0 0 0 0
16-17 hr 3 4 14 0 1 12 11 14 10 0 0 0 0 0 0 0 0 0 0
17-18 hr 4 5 14 0 0 13 11 20 8 0 0 0 0 1 1 0 0 0 0
18-19 hr 5 6 22 0 1 11 9 17 1 0 0 1 0 20 0 1 1 0 0
19-20 hr 6 7 29 2 3 10 14 17 12 0 1 9 1 42 1 6 2 0 0
20-21 hr 7 8 42 2 2 15 16 18 8 0 6 6 0 80 3 19 4 0 0
21-22 hr 8 9 47 0 3 10 4 13 5 0 3 5 0 32 0 4 0 0 0
22-23 hr 9 10 33 1 6 17 7 13 11 0 5 4 0 53 0 5 0 0 0
23-24 hr 10 11 36 0 3 6 4 10 3 0 2 5 1 38 1 2 1 0 0
Total 757 9 51 253 250 372 123 0 31 67 6 587 21 67 21 0 1
Appendix 4.1

3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
Other
Tonga/Bulloc
3 AxleTrucks
2AxleTrucks
car/jeep/van
Motor Cycle
Tractor with
Tempo/LCV
Std.Buses
Hand Cart
Scooterr /
Mini bus
Tender
Trailor
Trailor
Cycle
Time
Cart
31/05/2010
0-1hr 11 12 29 0 7 4 5 5 3 0 3 3 2 55 4 4 0 0 0
1-2 hr 12 13 30 0 3 5 1 9 1 0 3 6 0 31 0 2 1 0 0
2-3hr 13 14 37 0 1 5 7 16 1 0 3 3 1 43 0 1 0 0 0
3-4 hr 14 15 36 1 4 2 8 7 2 0 2 5 0 25 0 2 0 0 0
4-5 hr 15 16 26 0 2 3 4 3 1 0 0 4 0 24 0 2 0 0 1
5-6 hr 16 17 43 0 3 5 15 13 4 0 1 9 0 45 0 8 0 0 0
6-7 hr 17 18 34 0 3 1 6 19 1 0 1 5 0 34 0 6 0 0 0
7-8 hr 18 19 38 1 1 2 9 14 1 0 5 3 2 38 2 8 2 0 0
8-9 hr 19 20 30 1 1 10 11 22 1 0 2 2 1 52 0 12 1 0 0
9-10 hr 20 21 32 0 0 15 16 15 3 0 0 6 0 50 0 6 0 0 0
10-11hr 21 22 22 0 0 19 18 21 8 0 2 0 0 26 0 0 0 0 0
11-12 hr 22 23 19 0 0 16 16 22 10 0 0 2 0 10 3 0 0 0 0
12-13 hr 23 19 2 0 17 16 20 13 0 0 0 0 4 0 0 0 0 0
13-14 hr 1 15 1 0 16 15 25 16 0 0 0 0 0 0 0 0 0 0
14-15 hr 1 2 14 0 2 15 12 23 12 0 0 0 0 1 0 0 0 0 0
15-16 hr 2 3 15 0 0 28 30 24 15 0 0 0 0 0 0 0 0 0 0
16-17 hr 3 4 5 1 0 18 28 34 6 0 0 0 1 0 0 0 0 0 0
17-18 hr 4 5 24 0 0 16 15 18 19 0 0 0 0 14 0 3 0 0 0
18-19 hr 5 6 22 2 1 21 17 20 5 0 0 0 0 23 1 10 0 0 0
19-20 hr 6 7 45 3 3 13 17 23 7 0 2 2 1 39 0 11 3 0 0
20-21 hr 7 8 49 1 3 14 16 18 9 0 3 1 0 79 0 11 4 0 1
21-22 hr 8 9 31 0 2 9 15 16 1 0 2 3 0 33 0 4 0 0 0
22-23 hr 9 10 36 0 5 10 4 5 5 0 4 3 0 42 1 1 0 0 0
23-24 hr 10 11 41 0 4 5 7 11 0 0 4 2 0 34 2 3 2 0 0
Total 692 13 45 269 308 403 144 0 37 59 8 702 13 94 13 0 2
Appendix 4.1

3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
Other
Tonga/Bulloc
3 AxleTrucks
2AxleTrucks
car/jeep/van
Motor Cycle
Tractor with
Tempo/LCV
Std.Buses
Hand Cart
Scooterr /
Mini bus
Tender
Trailor
Trailor
Cycle
Time
Cart
1/6/2010
0-1hr 11 12 31 0 5 9 5 8 0 0 1 2 0 42 0 1 0 0 0
1-2 hr 12 13 32 2 2 6 4 11 4 0 2 2 1 41 2 3 2 0 0
2-3hr 13 14 38 0 5 11 2 9 6 0 3 2 0 33 0 1 1 0 0
3-4 hr 14 15 19 0 4 11 6 6 4 0 0 1 0 23 1 1 0 0 0
4-5 hr 15 16 47 0 2 11 21 9 7 0 1 1 1 21 1 1 1 0 0
5-6 hr 16 17 32 0 3 9 13 5 1 0 5 2 0 29 1 1 0 0 0
6-7 hr 17 18 38 0 0 7 7 16 5 0 3 3 0 33 1 2 4 0 0
7-8 hr 18 19 36 0 3 4 1 31 4 0 4 5 0 35 0 11 3 0 0
8-9 hr 19 20 35 0 1 4 11 18 1 0 0 1 0 31 0 4 1 0 0
9-10 hr 20 21 30 0 0 19 19 26 15 0 0 4 0 55 1 6 0 0 0
10-11hr 21 22 21 0 0 19 15 30 7 0 2 2 2 19 0 0 0 0 0
11-12 hr 22 23 23 0 0 27 12 22 4 0 0 1 6 20 0 0 0 0 0
12-13 hr 23 23 0 0 17 18 29 1 0 1 0 1 0 0 0 0 0 0
13-14 hr 1 15 0 0 21 30 28 6 0 0 0 0 2 0 0 0 0 0
14-15 hr 1 2 15 0 0 21 14 18 1 0 1 0 0 0 0 0 0 0 0
15-16 hr 2 3 19 1 2 22 11 17 7 0 0 0 0 0 0 0 0 0 0
16-17 hr 3 4 13 0 0 17 11 14 10 0 0 0 0 1 0 0 0 0 0
17-18 hr 4 5 17 2 0 22 27 24 6 0 0 0 0 6 1 0 1 0 0
18-19 hr 5 6 20 0 1 11 18 15 6 0 0 4 0 12 0 3 2 0 0
19-20 hr 6 7 28 2 4 11 23 16 14 0 5 3 0 43 0 5 1 0 0
20-21 hr 7 8 64 2 2 18 18 22 4 0 2 2 0 70 1 14 2 0 0
21-22 hr 8 9 37 0 1 6 9 8 5 0 9 0 23 31 0 4 1 0 0
22-23 hr 9 10 42 0 7 4 7 6 7 0 1 6 0 45 0 0 0 0 0
23-24 hr 10 11 48 0 5 4 5 8 5 0 2 3 0 52 2 2 1 0 1
Total 723 9 47 311 307 396 130 0 42 44 34 644 11 59 20 0 1
Appendix 4.1

3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
Other
Tonga/Bulloc
3 AxleTrucks
2AxleTrucks
car/jeep/van
Motor Cycle
Tractor with
Tempo/LCV
Std.Buses
Hand Cart
Scooterr /
Mini bus
Tender
Trailor
Trailor
Cycle
Time
Cart
2/6/2010
0-1hr 11 12 35 1 2 22 20 10 3 0 6 3 0 27 1 4 1 0 0
1-2 hr 12 13 34 0 4 7 5 12 2 0 2 5 1 32 0 0 2 0 0
2-3hr 13 14 38 1 4 4 9 14 2 0 1 3 0 28 0 3 0 0 0
3-4 hr 14 15 29 0 4 4 5 13 4 0 0 2 0 29 2 2 1 0 0
4-5 hr 15 16 24 0 2 2 9 19 5 0 0 2 0 20 1 2 1 0 0
5-6 hr 16 17 23 2 1 5 6 21 1 0 0 5 0 39 1 4 1 0 0
6-7 hr 17 18 36 0 3 16 12 16 3 0 3 4 1 37 0 5 4 0 0
7-8 hr 18 19 36 0 1 13 17 30 6 0 2 1 0 32 0 10 4 0 0
8-9 hr 19 20 28 1 1 12 8 19 3 0 3 2 0 28 0 4 1 0 1
9-10 hr 20 21 30 1 0 13 14 16 10 0 0 4 1 38 1 4 0 0 0
10-11hr 21 22 17 0 0 15 12 18 13 0 0 0 0 7 0 0 0 0 0
11-12 hr 22 23 14 0 0 12 14 22 9 0 0 0 0 4 0 0 0 0 0
12-13 hr 23 15 0 0 16 22 18 2 0 1 0 0 4 0 0 0 0 0
13-14 hr 1 15 0 0 15 12 15 7 0 0 0 0 2 0 0 0 0 0
14-15 hr 1 2 12 0 2 14 10 17 8 0 0 0 0 1 0 0 0 0 0
15-16 hr 2 3 19 0 2 20 18 21 10 0 0 0 0 0 0 0 0 0 0
16-17 hr 3 4 17 2 0 23 12 21 10 0 0 0 1 0 0 1 0 0 0
17-18 hr 4 5 16 1 0 20 18 25 21 0 0 0 0 2 0 0 0 0 0
18-19 hr 5 6 24 1 1 19 14 13 8 0 2 0 1 32 0 4 0 0 0
19-20 hr 6 7 42 1 3 16 19 18 8 0 1 4 2 45 0 14 1 0 0
20-21 hr 7 8 34 3 3 14 9 11 2 0 2 4 0 43 0 14 1 0 0
21-22 hr 8 9 34 0 2 10 14 15 3 0 0 2 0 42 0 4 2 0 0
22-23 hr 9 10 45 0 4 2 4 11 2 0 4 3 2 28 4 4 0 0 0
23-24 hr 10 11 34 0 4 6 10 19 6 0 4 1 0 37 0 4 3 0 0
Total 651 14 43 300 293 414 148 0 31 45 9 557 10 83 22 0 1
Appendix 4.1

3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
Other
Tonga/Bulloc
3 AxleTrucks
2AxleTrucks
car/jeep/van
Motor Cycle
Tractor with
Tempo/LCV
Std.Buses
Hand Cart
Scooterr /
Mini bus
Tender
Trailor
Trailor
Cycle
Time
Cart
3/6/2010
0-1hr 11 12 37 0 4 6 5 13 2 0 2 4 0 55 2 1 0 0 0
1-2 hr 12 13 38 1 6 6 8 21 2 0 0 4 0 32 1 1 2 0 0
2-3hr 13 14 24 2 1 12 8 17 5 0 1 2 1 39 1 1 0 0 1
3-4 hr 14 15 17 0 2 3 2 12 0 0 0 3 0 25 0 0 0 0 0
4-5 hr 15 16 33 0 3 9 16 33 9 0 3 2 0 25 2 0 0 0 0
5-6 hr 16 17 34 1 1 3 10 18 4 0 1 7 2 31 2 1 0 0 0
6-7 hr 17 18 43 0 4 6 15 19 5 0 2 2 1 40 0 2 1 0 1
7-8 hr 18 19 50 1 0 7 12 16 2 0 4 4 0 31 3 7 4 0 0
8-9 hr 19 20 25 0 2 6 17 23 6 0 3 1 1 25 1 5 2 0 0
9-10 hr 20 21 22 0 0 13 9 24 14 0 1 1 0 37 0 0 0 0 0
10-11hr 21 22 20 0 0 14 13 13 9 0 0 1 0 19 0 0 0 0 0
11-12 hr 22 23 22 0 0 13 14 19 7 0 2 8 0 8 0 0 0 0 0
12-13 hr 23 24 0 0 15 17 22 10 0 0 0 0 0 0 0 0 0 0
13-14 hr 1 17 0 0 23 18 20 7 0 0 0 2 0 0 0 0 0 0
14-15 hr 1 2 14 0 0 42 36 31 10 0 0 0 0 0 0 0 0 0 0
15-16 hr 2 3 8 1 2 10 12 14 2 0 0 0 0 0 1 0 0 0 0
16-17 hr 3 4 14 2 0 18 14 20 11 0 0 0 0 0 0 0 0 0 0
17-18 hr 4 5 13 2 1 13 14 17 8 0 0 1 0 6 0 2 1 0 0
18-19 hr 5 6 11 0 1 15 12 13 9 0 0 2 0 15 0 0 0 0 0
19-20 hr 6 7 24 3 3 11 10 15 8 0 1 0 0 25 1 12 1 0 0
20-21 hr 7 8 53 6 3 16 16 13 9 0 3 3 0 58 0 13 4 0 0
21-22 hr 8 9 29 0 3 10 11 8 5 0 4 2 0 27 1 3 0 0 0
22-23 hr 9 10 47 0 5 9 10 15 1 0 3 5 0 32 1 3 0 0 0
23-24 hr 10 11 36 0 1 7 7 20 2 0 1 1 0 40 0 2 2 0 1
Total 655 19 42 287 306 436 147 0 31 53 7 570 16 53 17 0 3
Appendix 4.1

3 - 6 AxleTrucks
Ambulance, fire
>=6 AxleTrucks
Tractor without
Auto Rickshaw
Other
Tonga/Bulloc
3 AxleTrucks
2AxleTrucks
car/jeep/van
Motor Cycle
Tractor with
Tempo/LCV
Std.Buses
Hand Cart
Scooterr /
Mini bus
Tender
Trailor
Trailor
Cycle
Time
Cart
4/6/2010
0-1hr 11 12 41 2 4 2 3 11 3 0 3 3 0 43 0 2 2 0 0
1-2 hr 12 13 35 0 3 5 9 15 1 0 1 3 0 45 0 2 0 0 0
2-3hr 13 14 34 0 0 5 4 13 1 0 7 4 0 14 0 0 1 0 0
3-4 hr 14 15 34 0 5 7 4 12 2 0 0 1 0 27 3 0 0 0 0
4-5 hr 15 16 23 0 2 4 11 6 2 0 3 0 0 28 0 2 0 0 0
5-6 hr 16 17 33 0 3 11 12 12 4 0 3 3 0 33 1 4 1 0 0
6-7 hr 17 18 31 0 4 9 12 12 3 0 1 2 0 43 0 10 1 0 0
7-8 hr 18 19 53 0 0 7 17 10 4 0 0 4 0 31 0 4 4 0 0
8-9 hr 19 20 27 0 2 4 15 17 4 0 2 1 0 23 0 5 0 0 0
9-10 hr 20 21 36 1 0 11 13 15 13 0 1 1 1 42 0 4 1 0 0
10-11hr 21 22 22 0 0 11 21 16 8 0 0 0 0 21 0 0 0 0 0
11-12 hr 22 23 22 0 0 15 23 20 9 0 0 4 0 25 0 0 0 0 0
12-13 hr 23 18 0 0 14 20 17 9 0 0 0 0 2 0 0 0 0 0
13-14 hr 1 15 0 0 17 14 15 9 0 0 0 0 0 0 0 0 0 0
14-15 hr 1 2 14 0 0 19 13 15 9 0 0 0 0 0 0 0 0 0 0
15-16 hr 2 3 12 0 2 13 14 12 8 0 0 0 0 0 0 0 0 0 0
16-17 hr 3 4 16 0 0 14 11 11 8 0 0 0 1 0 0 0 0 0 0
17-18 hr 4 5 15 2 0 14 14 15 6 0 0 0 0 0 1 0 1 0 0
18-19 hr 5 6 13 0 1 21 11 14 8 0 0 0 0 14 0 3 1 0 0
19-20 hr 6 7 31 2 4 14 15 15 4 0 0 1 0 34 0 14 3 0 0
20-21 hr 7 8 40 3 3 16 17 16 10 0 1 2 1 95 1 11 1 0 0
21-22 hr 8 9 44 0 4 16 11 11 2 0 2 3 2 47 0 6 2 0 0
22-23 hr 9 10 32 0 7 6 9 10 8 0 4 3 0 66 2 7 0 0 0
23-24 hr 10 11 43 0 3 9 11 9 4 0 0 4 0 79 2 4 0 0 0
Total 684 10 47 264 304 319 139 0 28 39 5 712 10 78 18 0 0
Annexure 4.2
MSA Calculation
Annexure 4.2
CSA Calculation (At Km 244.000)
2-Axle 3-Axle
S. No. Year Mini Bus Bus LCV MAV
Truck Truck
Growth Rate
7.2 8.3 10.4 8.6 8.6 8.6
(%)(2010-12)
Growth Rate
6.50 7.40 9.10 7.60 7.60 7.60
(%)(2013-17)
Growth Rate Yearwise Cumulative
5.70 6.60 8.00 6.60 6.60 6.60
(%)(2018-22) CSA in CSA in
Growth Rate million million
5.10 5.90 7.10 5.90 5.90 5.90
(%)(2023-27)
Growth Rate
4.70 5.40 6.40 5.30 5.30 5.30
(%)(2028-32)
Growth Rate
4.40 5.10 6.10 5.00 5.00 5.00
(%)(>2032)
VDF 0.46 0.46 0.56 4.90 4.10 3.10
1 2011 79 223 144 992 1618 323
2 2012 85 242 159 1077 1757 351
3 2013 90 259 173 1159 1891 377
4 2014 96 279 189 1247 2034 406
5 2015 102 299 206 1342 2189 437
6 2016 109 321 225 1444 2355 470 2.53 2.53
7 2017 116 345 246 1554 2534 506 2.73 5.26
8 2018 123 368 265 1656 2702 539 2.91 8.17
9 2019 130 392 287 1766 2880 575 3.10 11.27
10 2020 137 418 310 1882 3070 613 3.30 14.57
11 2021 145 446 334 2006 3273 653 3.52 18.09
12 2022 153 475 361 2139 3489 696 3.76 21.85
13 2023 161 503 387 2265 3694 738 3.98 25.83
14 2024 169 533 414 2399 3912 781 4.21 30.04
15 2025 178 564 444 2540 4143 827 4.46 34.50
16 2026 187 597 475 2690 4388 876 4.72 39.22
17 2027 196 633 509 2849 4647 928 5.00 44.22
18 2028 206 667 541 3000 4893 977 5.27 49.49
19 2029 215 703 576 3159 5152 1029 5.55 55.04
20 2030 225 741 613 3326 5425 1083 5.84 60.88
21 2031 236 781 652 3503 5713 1140 6.15 67.03
22 2032 247 823 694 3688 6016 1201 6.48 73.51
23 2033 258 865 736 3873 6316 1261 6.80 80.31
24 2034 269 909 781 4066 6632 1324 7.14 87.45
25 2035 281 956 829 4270 6964 1390 7.50 94.95
26 2036 293 1004 879 4483 7312 1460 7.88 102.83
27 2037 306 1055 933 4707 7678 1533 8.27 111.10
28 2038 320 1109 990 4942 8061 1609 8.69 119.79
29 2039 334 1166 1050 5190 8465 1690 9.12 128.91
30 2040 349 1225 1114 5449 8888 1774 9.58 138.49
Sheet 1 of 2
Annexure 4.2
CSA Calculation (At Km 267.000)
2-Axle 3-Axle
S. No. Year Mini Bus Bus LCV MAV
Truck Truck
Growth Rate
7.2 8.3 10.4 8.6 8.6 8.6
(%)(2010-12)
Growth Rate
6.50 7.40 9.10 7.60 7.60 7.60
(%)(2013-17)
Growth Rate Yearwise Cumulative
5.70 6.60 8.00 6.60 6.60 6.60
(%)(2018-22) CSA in CSA in
Growth Rate million million
5.10 5.90 7.10 5.90 5.90 5.90
(%)(2023-27)
Growth Rate
4.70 5.40 6.40 5.30 5.30 5.30
(%)(2028-32)
Growth Rate
4.40 5.10 6.10 5.00 5.00 5.00
(%)(>2032)
VDF 0.46 0.46 0.56 4.90 4.10 3.10
1 2011 111 247 877 1283 902 336
2 2012 119 268 968 1393 980 365
3 2013 127 287 1056 1499 1054 393
4 2014 135 309 1152 1613 1134 422
5 2015 144 331 1257 1736 1220 455
6 2016 153 356 1372 1868 1313 489 2.33 2.33
7 2017 163 382 1497 2010 1413 526 2.51 4.84
8 2018 172 407 1616 2142 1506 561 2.68 7.52
9 2019 182 434 1746 2284 1606 598 2.86 10.38
10 2020 193 463 1885 2434 1711 638 3.05 13.43
11 2021 204 494 2036 2595 1824 680 3.25 16.68
12 2022 215 526 2199 2766 1945 724 3.47 20.15
13 2023 226 557 2355 2930 2060 767 3.68 23.83
14 2024 238 590 2522 3102 2181 812 3.89 27.72
15 2025 250 625 2701 3285 2310 860 4.13 31.85
16 2026 262 662 2893 3479 2446 911 4.37 36.22
17 2027 276 701 3099 3685 2590 965 4.63 40.85
18 2028 289 739 3297 3880 2728 1016 4.88 45.73
19 2029 302 779 3508 4085 2872 1070 5.14 50.87
20 2030 317 821 3732 4302 3024 1127 5.42 56.29
21 2031 331 865 3971 4530 3185 1186 5.71 62.00
22 2032 347 912 4225 4770 3354 1249 6.01 68.01
23 2033 362 958 4483 5009 3521 1312 6.32 74.33
24 2034 378 1007 4757 5259 3697 1377 6.64 80.97
25 2035 395 1058 5047 5522 3882 1446 6.97 87.94
26 2036 412 1112 5355 5798 4076 1518 7.33 95.27
27 2037 430 1169 5681 6088 4280 1594 7.70 102.97
28 2038 449 1229 6028 6392 4494 1674 8.09 111.06
29 2039 469 1291 6395 6712 4719 1758 8.50 119.56
30 2040 490 1357 6786 7048 4955 1846 8.93 128.49
Sheet 2 of 2

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(Ministry of Road Transport & Highways, Government of India)

Detailed Project Report for Rehabilitation and Upgrading to 4-lane

DETAILED PROJECT REPORT

Chapter - 0 Executive Summary E-1 to E-31

Chapter 1 Project Background 1-1 - 1-5

Chapter - 2 Resettlement Action Plan 2-1 2-21

Chapter - 3 Engineering Survey and Investigations 3-1 3-28

Chapter 4 Traffic Survey and Investigations 4-1 4-24

Chapter 5 Improvement Proposals and Design 5-1 5-23

Chapter 6 Cost Estimation 6-1 6-4

Chapter 7 Environmental Impact Assessment & EMP 7-1 7-38

Chapter 8 Economic and Financial Analyses 8-1 8-111

Chapter - 9 Value Engineering 9-1 9-2

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

Executive Summary E-i

33 COST ESTIMATE ........................................................................................................................28

Table E-1: Details of Existing Carriageway Width .................................................................................3

4 APPROACH AND METHODOLOGY

Executive Summary E-1

6 LATITUDES AND LONGITUDES

8 START AND END OF PROJECT HIGHWAY

Executive Summary E-2

Existing New Design Existing New Design

10 ABUTTING LAND USE

Executive Summary E-3

Table E-2: Details of Existing Right of Way (ROW)

Executive Summary E-4

Executive Summary E-5

15 ROAD CROSSINGS / JUNCTIONS

Executive Summary E-6

Executive Summary E-7

Table E-7: Details of Existing Railway Crossing

Existing Chainage Type of

17 CROSS DRAINAGE STRUCTURES

Table E-8: Details of Existing Railway Crossing

Executive Summary E-8

Existing Span Total Type of Structure

Executive Summary E-9

S.No. Existing Chainage (km) Structure no. Span Arrangement (m)

18 TRAFFIC ANALYSIS AND FORECAST

Sl. No. Type of Surveys Location Day from Day To Remarks

Traffic Volumes as observed at different Locations

19 PAVEMENT COMPOSITION AND PAVEMENT CONDITION SURVEY

Table E-11: Details of existing Pavement composition

21 PROPOSED WIDTH OF CARRIAGEWAY

22 PROPOSED CROSS SECTIONS

24 PROPOSED SERVICE ROAD

25 PROPOSED PAVEMENT COMPOSITION

1. Bituminous Concrete (BC) 40

28 PROPOSED IMPROVEMENT FOR JUNCTIONS / INTERSECTIONS (AT GRADE)

Table E-18: Details of Culverts

Existing Design Chainage Span

Existing Design Chainage Span

(b) Reconstruction of Slab culvert to Pipe culvert

(c) Reconstruction of pipe culvert to Pipe Culvert

Existing Chainage Design Chainage Span Arrangement

(b) Pipe Culvert

Existing Design Span

Rehabilitation of existing bridge

Existing Design Span

V. Grade Separator/Interchange (3 Nos)

VI. ROB (2 Nos.)

Table E-22: Details of Proposed Railway Over Bridge