FF Report-244-443........

Preparation of DPR for Rehabilitation & Upgradation Final Feasibility Report
of Kaithal Rajasthan Border Section of NH65 Development Proposals
compatibility with the existing pavement, ROW and utilities. The general considerations
followed for fixing the proposed horizontal alignment are as follows:
Maximum utilization of existing pavement width (black top)

Geometric improvements at substandard curve locations
Skew angle at proposed ROB location
Avoidance of Settlements for new bypasses
Development proposal of structures (reconstruction/widening)
Maximum utilization of existing ROW
8.3 Project Start Point
During the Inception Report stage and as per the Contract Agreement, the project start point was
conceived at km 44.20 from the start of the existing Kaithal Bypass. There is a separate study in
progress from Ambala to Kaithal. Both the sections are being developed by NHAI. Kaithal Town
is the common point for the NH-65 from Ambala to Kaithal and Kaithal to Haryana-Rajasthan
Border. The DPR for Ambala to Kaithal section is in advanced stage and the same is being
developed for 2-lane with paved shoulder configuration.
As a part of that Ambala to Kaithal project a bypass on the east side of the Kaithal Town has
been proposed. With reference to NHAI letter NHAI/PIU-SNP/Kaithal-Rajasthan
Border/2011/815, SWI had discussion with the associated engineer of M/s Meinhardt Singapore
Ptc, Noida about proposed Kaithal bypass and collected the alignment details. As per the
proposed alignment, the end point of Bypass is at the existing T-junction at 33+250 of Kaithal
Narwana Section NH-152 (new NH number) near village Titram. This end point is about 11.1 km
from the project start point on existing Kaithal Bypass. With the development of the bypass the
through traffic from Ambala shall use the bypass to come to this junction directly. The existing
road shall function for the local traffic destined to Kaithal Town. A flyover has been proposed at
the end of the new bypass under this project. During the meeting with the NHAI officials, SWI
was advised to match the alignment of the project road with the proposed Kaithal bypass and
treat end of the Kaithal Bypass as the start of the project.
Due to the above development proposal we propose to start the project at Km 33+250 instead
of Km 44+200.
8.4 Cross Sectional Details
8.4.1 Lane Width
The width of a basic traffic lane is proposed to be 3.50m. Thus, for 2-lane the carriageway widths
will be 7.0m. In case of the divided cross-section, a 0.25 m wide edge strip with a composition
same as that of the adjacent pavement will be provided as compensation for kerb shyness.
8.4.2 Paved Shoulders
Full strength pavement for paved shoulder is proposed. Width of these shoulders will be 1.50m in
rural sections. However in urban section the width has been increased to 2.0m. These will
provide better traffic operations, lower maintenance cost and will help to directly use these as
part of carriageway when the road is widened in future
URS Scott Wilson 8-2 October 2012

8.4.3 Earthen Shoulders
Earthen shoulders are proposed to be 2.0m wide on either side of the proposed main carriageway
for rural pain and rolling terrains. If site condition warrants, the width can be reduced to 1.50m
for urban /built-up sections.
8.4.4 Median
In rural stretches, the project road will have raised median and its width is proposed to be 4.50m.
However in urban stretches 1.5m wide median with pedestrian guard rail has been proposed. The
medians will be edged with 250 mm high non-mountable concrete kerbs.
8.4.5 Service Road
Where Service road is provided, it will be of 5.5m/7.0m carriageway width of different pavement
composition based on the expected traffic. The minimum width of separation between main
carriageway and service road is proposed to be 1.50m.
8.4.6 Footpath
Where footpath is proposed, minimum width of footpath will be of 1.00m on the building line
side.
8.4.7 Utility Corridor
Minimum width of utility corridor for rural sections will be 2.0m and for urban/ built-up sections
will be 1.00m.
8.4.8 Side Slopes
For fill sections, the following side slopes are proposed:
Embankment height up to 3.0 m - 2H:1V and Considering the Embankment

material property
Embankment height from 3.0 m to 6.0 m - 2.5H:1V and Considering the Embankment
material property
Embankment height exceeding 6.0 m - To be designed as per material property and as
per IRC: 75
Cutting sections - 1H: 1V and with considering the material
property of the cutting material.
8.4.9 Crossfall
The crossfall for the pavement and paved shoulders will be 2.5%. For earthen shoulders and
median the corresponding value will be 3.0%.
8.4.10 Proposed ROW
A uniform ROW of 60m width has been considered irrespective of the type of abutting land use
for the proposed roadway, except at urban sections having restricted availability of land on either
side of the project road. In such cases, proposed ROW is kept as 30m and 45m.

The locations of restricted proposed ROW is as given below:
Existing Km Existing Design Km Design Prop. Village /

Length Length ROW Semi-Urban
From To (m) From To (m) Width (m) Development
25+300 24+450 700 7+950 8+850 700 45 Bata
121+400 122+530 1130 32+400 33+530 1130 45 Narwana
130+650 131+050 400 41+600 42+000 400 30 Sachha Khera
167+840 169+000 1160 83+250 84+410 1160 30 Babal Baria
202+100 203+130 1030 125+600 126+630 1030 30 Muklan/ Kambha
210+400 211+500 1100 133+900 135+000 1100 30 Chowdarywas
8.4.11 Cross Section
The typical cross sections to be followed in the project stretch are detailed as below:
TCS-I: 4-lane Eccentric Widening in Rural Stretches (For Existing 7.0m Carriageway)
TCS-II: 4-lane Concentric Widening in Rural Stretches (For Existing 10.0m Carriageway)
TCS-III: 4-lane Concentric Widening in Pavement Reconstruction Stretches
TCS-IV: 4-lane Bypass / Realignment
4-lane Concentric Widening with 5.5m Service Road on both sides in Semi-urban
TCS-V:
Sections
4-lane Concentric Widening with 7.0m Service Road on both sides in Semi-urban
TCS-VA:
Sections
TCS-VI: 4-lane ROB and Flyover Approach with RE Wall on Bypass
TCS-VII: 4-lane Vehicular Underpass Approaches (with Retaining Wall) on Bypass
TCS-VIII: 4-lane Concentric Widening in Semi-urban stretches with 1.5m median
TCS-IX: 4-Lane Underpass, Flyover & ROB Approach with RE Wall and Service Road (5.5m)
TCS-IXA: 4-Lane Underpass, Flyover & ROB Approach with RE Wall and Service Road (7.0m)
Figures 8.1 to 8.10 shows the typical cross sections to be followed on the project stretch.

Figure 8.1: Typical Cross Sections - I

Figure 8.2: Typical Cross Sections - II

Figure 8.3: Typical Cross Sections - III

Figure 8.4: Typical Cross Sections - IV

Figure 8.5: Typical Cross Sections - V

Figure 8.6: Typical Cross Sections - VA

Figure 8.7: Typical Cross Sections - VI

Figure 8.8: Typical Cross Sections - VII

Figure 8.9: Typical Cross Sections - VIII

Figure 8.10: Typical Cross Sections IX / IXA

8.5 Widening Scheme
The existing project road section of NH-65 has multi dimensional facets with respect to land use
and road geometry and considering all these aspects the section-wise policy adopted for widening
based on the initial investigations is given in Table 8.2. Mostly eccentric widening has been
proposed for maximum utilization of the existing pavement. The side of widening has been
decided considering the availability of land and location of any religious/socially sensitive
structures. Concentric widening has been proposed in the built-up section to maximise the
utilisation of the width of existing ROW.
As per the 4-laning Manual (IRC: SP:84-2009), 6-lane divided carriageway with service road is
recommend in the built-up areas as a part of the 4-laning project (ref. Section 2.1). During
investigation it was found that existing ROW in built-up areas is limited to maximum 27.0m.
Due to inadequacy of the existing ROW, 4-lane road with 5.5/7.7m service road has been
proposed in the following sections as given in Table 8.1:
Table 8.1: Location of 4-Laning in built-up Stretches with 5.5m/7.0m Service Road
Existing Km Existing Design Km Design
Length Length Widening TCS-Type
From To (m) From To (m)
-0+500 0+000 500 New 4-Lane with 7.0m SR Type IXA
33+250 32+750 500 0+000 0+500 500 Left 4-Lane with 7.0m SR Type IXA
25+300 24+600 700 7+950 8+650 700 Concentric 4-Lane with 7.0m SR Type VA
1+500 0+000 1500 31+950 32+400 450 Flyover Approach with 7.0m SR Type IXA
121+850 122+530 680 32+850 33+530 680 Concentric 4-Lane with 7.0m SR Type VA
122+530 123+540 1010 33+530 34+540 1010 Flyover Approach with 5.5m SR Type IX
124+000 124+400 400 35+000 35+400 400 PUP Approach with 5.5m SR Type IX
130+650 131+050 400 41+600 42+000 400 Concentric 4-Lane with 5.5m SR Type V
156+800 157+200 400 68+700 69+100 400 PUP Approach with 5.5m SR Type IX
105+250 106+150 900 Flyover Approach with 7.0m SR Type IXA
181+100 198+900 17800
121+800 122+400 600 Flyover Approach with 7.0m SR Type IXA
Total Length (m) 10450
The considerations of the side of widening are summarized below:
Sensitive structures like temples, mazar, burial grounds/ graves, shamsan, etc.
Major government installations, educational institutions, series of buildings
High tension towers, electric line, trees, irrigation canals parallel to road
Water bodies like pond, nalla
Built-up areas of village and semi-urban stretches
Railway line parallel to road
Substandard curve improvement

Table 8.2: Tentative Widening Scheme for 4-Laning
Existing Km Existing Design Km Design Length

Length Widening TCS-Type Left / Remarks Right / Remarks
From To From To (m)
(m)
-0+500 0+000 500 New Type IXA Flyover Approach Flyover (2x15)
33+250 32+750 500 0+000 0+500 500 Left Type IXA Flyover Approach Flyover (2x15)
33+250 31+000 2250 0+000 2+250 2250 Left Type II Trees & pylon ( 20 m from CL), km 33-32
31+000 29+000 2000 2+250 4+250 2000 Right Type II Mazar
29+000 27+300 1700 4+250 6+000 1750 Left Type II Trees
27+300 26+800 500 6+000 6+500 500 Right Type II
26+800 26+000 800 6+500 7+250 750 Left Type II Trees, Petrol Pump, Buildings
26+000 25+300 700 7+250 7+950 700 Right Type II
Concetric 4-Lane with
25+300 24+600 700 7+950 8+650 700 Type VA ROW 45m till 8+800 Bata Village Built-up section
7.0m SR
24+600 21+000 3600 8+650 12+250 3600 Right Type II Samshan, Trees
21+000 20+500 500 12+250 12+750 500 Left Type II Grave
20+500 19+000 1500 12+750 14+250 1500 Right Type II Village, Talab
19+000 18+120 880 14+250 15+100 850 Left Type II Grave
15+100 16+440 1340 Kalayat Bypass Type IV Kalayat Town, Existing 4-lane
18+120 15+300 2820 16+440 16+640 200 Kalayat Bypass Type VII PUP (4.5m)
16+640 18+550 1910 Kalayat Bypass Type IV Kalayat Town, Existing 4-lane
15+300 10+000 5300 18+550 23+700 5150 Left Type II Pond, Buildings & Trees
10+000 8+550 1450 23+700 25+150 1450 Right Type II Building
8+550 6+000 2550 25+150 27+800 2650 Left Type II School, Trees
6+000 4+800 1200 27+800 29+050 1250 Right Type II Trees
4+800 4+450 350 29+050 29+450 400 Left Type II Building
4+450 3+410 1040 29+450 30+500 1050 Right Type II Talab, Village
30+500 31+950 1450 Narwana Bypass Type IV
3+410 +0 3410
31+950 32+400 450 Narwana Bypass Type IXA Flyover Approach Flyover (2x30)
121+400 121+850 450 32+400 32+850 450 Flyover Approach Type IXA ROW 45m Narwana
Concentric 4-Lane
121+850 122+530 680 32+850 33+530 680 Type VA ROW 45m Narwana
with 7.0m SR
Approach with SR
122+530 123+540 1010 33+530 34+540 1010 Type IX ROB (36x2)
(5.5m)
123+540 124+000 460 34+540 35+000 460 Concentric 4-Lane Type VIII Buildings
Approach with SR
124+000 124+400 400 35+000 35+400 400 Type IX PUP with slip
(5.5m)
124+400 126+300 1900 35+400 37+300 1900 Left Type II
126+300 130+400 4100 37+300 41+400 4100 Right Type II Village, HT Tower, building
130+400 130+650 250 41+400 41+600 200 Realign on LHS Type IV Curve Improvement
Concentric 4-Lane Sachha Khera Village Left but houses on both
130+650 131+050 400 41+600 42+000 400 Type V ROW 30m
with 5.5m SR sides
131+050 135+350 4300 42+000 46+300 4300 Right Type II Petrol Pumps
135+350 138+060 2710 46+300 47+930 1630 Dhanaudha Bypass Type IV Dhanauda Village


From To From To (m)
(m)
47+930 48+130 200 Dhanaudha Bypass Type VII PUP (4.5m)
48+130 50+100 1970 Dhanaudha Bypass Type IV Dhanauda Village
138+060 140+360 2300 50+100 52+400 2300 Left Type II Building
140+360 140+760 400 52+400 52+800 400 Realign on LHS Type IV Curve Improvement
140+760 142+600 1840 52+800 54+640 1840 Right Type II
142+600 142+870 270 54+640 54+850 210 Realign on LHS Type IV Curve Improvement, 400 m, Village, left
Buildings, Km 148-149, Km
142+870 153+450 10580 54+850 65+400 10550 Right Type II
152-153, Village Left
Trees, Village, Building, Km 154-155, Village
153+450 156+800 3350 65+400 68+700 3300 Left Type II
Right, Talab
Approach with SR
156+800 157+200 400 68+700 69+100 400 Type IX PUP with slip
(5.5m)
157+200 158+150 950 69+100 70+100 1000 Left Type II
70+100 71+450 1350 Barwala Bypass Type IV
71+450 72+150 700 Barwala Bypass Type VII VUP
158+150 162+540 4390 73+650 74+350 700 Barwala Bypass Type VII VUP
75+030 75+730 700 Barwala Bypass Type VII VUP
75+730 77+950 2220 Barwala Bypass Type IV PUP
162+790 163+690 900 78+200 79+100 900 ROB Approach Type VI ROB 2 x 36m
Concentric 4-Lane Village Babal Baria, Expanded more on right
167+840 169+000 1160 83+250 84+410 1160 Type V ROW 30m
with 5.5m SR side
169+000 169+500 500 84+410 84+910 500 Right Type II Water Treatment Plant
Brick Kiln, Trees, temple Irrigation canalflowing
169+500 172+700 3200 84+910 88+110 3200 Left Type II
on either side of road (172.5 backwards), Trees
172+700 174+000 1300 88+110 89+410 1300 Right Type II Village
174+000 178+000 4000 89+410 93+410 4000 Left Type II Before 177, Building line is on either side
178+000 181+100 3100 93+410 96+500 3090 Right Type II Temple, Factory Building
96+500 98240 1740 Talwandi Rana Byp Type IV
98+240 98+440 200 Talwandi Rana Byp Type VII PUP (4.5m)
98+440 103+980 5540 Talwandi Rana Byp Type IV
103+980 104+180 200 Talwandi Rana Byp Type VII PUP (4.5m)
104+180 105+250 1070 Talwandi Rana Byp Type IV
181+100 198+900 17800 105+250 106+150 900 Flyover Approach Type IXA Flyover 2 x 30m
106+150 108+915 2765 Hisar Bypass Type IV
108+915 110+500 1585 ROB Approach Type VI ROB 2 x 36m & VUP
110+500 111745 1245 Hisar Bypass Type IV
111+745 111+945 200 Hisar Bypass Type VII PUP (4.5m)


From To From To (m)
(m)
117+720 118+620 900 VUP Approach Type VII VUP
121+800 122+400 600 Hisar Bypass Type IXA Flyover Approach Flyover 2 x 30m
198+900 199+250 350 122+400 122+750 350 Flyover Approach Type IXA
199+250 200+700 1450 122+750 124+200 1450 Right Type II
200+700 202+100 1400 124+200 125+600 1400 Left Type II Petrol, pump Temple, Trees, Building
Concentric 4-Lane
202+100 203+130 1030 125+600 126+630 1030 Type V ROW 30m Muklan/Kambha Village Left
with 5.5m SR
203+130 209+000 5870 126+630 132+500 5870 Left Type II Buildings, km 205-206 Left Drain 2.5 km length on RHS
209+000 209+500 500 132+500 133+000 500 Right Type II
209+500 210+580 1080 133+000 134+080 1080 Left Type I 7 m existing BT
Concentric 4-Lane
210+580 211+500 920 134+080 135+000 920 Type V ROW 30m from 133+900 Chowdarywas
with 5.5m SR
212+300 214+300 2000 135+800 137+800 2000 Right Type I 7 m existing BT
138+350 140+235 1885 Barwa Bypass Type IV
214+850 217+500 2650 140+235 140+435 200 Barwa Bypass Type VII PUP (4.5m)
140+435 141+650 1215 Barwa Bypass Type IV
217+500 217+790 290 141+650 141+950 300 Realignment LHS Type IV
217+790 218+120 330 141+950 142+280 330 Left Type I 7 m existing BT Factory
218+540 218+790 250 142+700 142+950 250 Right Type I 7 m existing BT
143+500 145+700 2200 Siwani Bypass Type IV
145+700 145+900 200 Siwani Bypass Type VII PUP (4.5m)
219+350 225+340 5990
ROB + Flyover
148+300 149+300 1000 Type VI ROB + Flyover(2 x 36m)+(1 X 30m)
Approach
225+340 229+550 4210 149+650 153+860 4210 Left Type I Petrol Pump on LHS Railway line on RHS
229+550 230+060 510 153+860 154+370 510 Concentric 4-Lane Type VIII Petrol Pump on LHS Built-up section
230+060 230+520 460 154+370 154+830 460 Left Type I 7 m existing BT Railway line, Left, Curve Improvement is required
230+800 232+050 1250 155+080 156+330 1250 Left Type II
232+050 232+900 850 156+330 157+180 850 Realign on LHS Type IV Curve Improvement, 500m
232+900 233+400 500 157+180 157+680 500 Left Type II
233+400 235+300 1900 157+680 159+480 1800 Realign on LHS Type IV Buildings, temple, Realign, Petrol Pump
235+300 238+000 2700 159+480 162+180 2700 Left Type II
238+000 240+200 2200 162+180 164+380 2200 Concentric 4-Lane Type VIII Petrol Pump on LHS Railway Line, Jhumpa Village
240+200 241+580 1380 164+380 165+759 1379 Left Type II

The widening scheme can be summarised as given in Table 8.3.
Table 8.3: Summary of Widening Scheme

Cross- Length
Description
Section Type (m)
4-lane Eccentric Widening in Rural Stretches (For Existing 7.0m
TCS-I 10230
Carriageway)
4-lane Concentric Widening in Rural Stretches (For Existing
TCS-II 86679
10.0m Carriageway)
4-lane Concentric Widening in Pavement Reconstruction
TCS-III 0
Stretches
TCS-IV 4-lane Bypass / Realignment 47845
4-lane Concentric Widening with 5.5m Service Road on both
TCS-V 3510
sides in Semi-urban Sections
4-lane Concentric Widening with 7.0m Service Road on both
TCS-VA 1380
sides in Semi-urban Sections
TCS-VI 4-lane ROB and Flyover Approach with RE Wall on Bypass 3485
4-lane Vehicular Underpass Approaches (with Retaining Wall)
TCS-VII 4400
on Bypass
4-lane Concentric Widening in Semi-urban stretches with 1.5m
TCS-VIII 3170
median
4-Lane Underpass, Flyover & ROB Approach with RE Wall and
TCS-IX 1810
Service Road (5.5m)
4-Lane Underpass, Flyover & ROB Approach with RE Wall and
TCS-IXA 3750
Service Road (7.0m)
Total Design Length (m) 166259
All the above schemes are general policy decisions, these will be dependent on the precise
geometric configuration, realignment, re-sectioning, reconstruction, exact land widths available
etc. which will refined if required during the next stage.
8.6 Proposal for Bypasses and Realignments
The existing section of NH-65 from Kaithal to Haryana/Rajasthan Border passes through number
of town and villages. In general, bypasses are proposed where section of the road passes through
heavily built-up area on both side, having poor geometry, commercial activities, mixing of slow
moving vehicles and pedestrian influence, limited availability of land width for accommodating
the improvement proposal. With these considerations, at the draft Feasibility stage and further
site visits and presentations to NHAI Officials bypasses for Kalayat, Narwana, Dhnaudha,
Barwala, Hisar, Barwa and Siwani are proposed.
Option studies for the bypass alignments have been carried our at the Draft Feasibility stage and
presented to NHAI. After joint site visits and presentations to NHAI the bypass alignments have
been finalized as presented below.
The bypasses have been given an in principal approval by NHAI and thereafter the topographic
survey was initiated along the proposed bypass corridors.
The summary of Bypasses is presented in Table 8.4 below:

Table 8.4: Summary of Proposed Bypasses

Length Village/ Town
From To From To Length (m)
(m)
18+120 15+300 2820 15+100 18+550 3450 Kalayat Bypass
Narwana Bypass /
3+410 0+000 3410 30+500 32+400 1900
Realignment
135+350 138+060 2710 46+300 50+100 3800 Dhnaudha Bypass
158+150 162+540 4390 70+100 77+950 7850 Barwala Bypass
Talwandi Rana
181+100 198+900 17800 96+500 122+400 25900
and Hisar Bypass
214+850 217+500 2650 138+350 141+650 3300 Barwa Bypass
219+350 225+340 5990 143+500 149+650 6150 Siwani Bypass
Total length (m) 39770 52350
The summary of realignments are presented in Table 8.5 below:
Table 8.5: Summary of Proposed Realignments

Length Length Widening Side
From To (m) From To (m)
130+400 130+650 250 41+400 41+600 200 Realignment LHS
140+360 140+760 400 52+400 52+800 400 Realignment LHS
142+600 142+870 270 54+640 54+850 210 Realignment LHS
217+500 217+790 290 141+650 141+950 300 Realignment LHS
218+120 218+540 420 142+280 142+700 420 Realignment LHS
230+520 230+800 280 154+830 155+080 250 Realignment LHS
232+050 232+900 850 156+330 157+180 850 Realignment LHS
233+400 235+300 1900 157+680 159+480 1800 Realignment LHS
Total length (m) 4660 4430
8.6.1 Kalayat Bypass
The settlement area of Kalayat village spans between km 18+700 to km 16+000, with the
existing land width being approx. 26.0m considering the building lines. The stretch of 2.45km
within the settlement is already of 4-lane configuration and ROW available is inadequate for
providing 7.0m wide service road on both sides.
Concentric widening of the road at this section with proposed row of minimum 45m will result in
considerable demolitions and rehabilitations of existing settlements. Apart from the ROW
inadequacy the following also were considered for proposing the bypass:
Commercial activities on both side of the road

Parking of slow moving vehicles on both side of the 4-lane road resulting an effective
2-lane road in the stretch
Pedestrian movements in the area
Accident frequency inside the settlement area (57 nos. in last 3 years)
Congestion along the built-up area causing increased travel time of through vehicles
Large volume of through traffic

Keeping these in view a bypass has been proposed on the left hand side of the existing road with
an approximate proposed length of 3.45 km, starting at existing km 18+120 (design km 15+100)
and ending at km 15+300 (design km 18+550) against existing length of 2.82km. The alignment
of the bypass is shown in Figure 8.11.
8.6.2 Narwana Bypass / Realignment
After the submission of Draft Feasibility report and joint site visits it found that a straight bypass/
realignment joining the Narwana Chowk near PWD Guest House has been found to be a better
technical solution. The proposed alignment eliminated the two junctions with NH-71 and thus
eliminating the mixing of NH-71 and NH-65 traffics.
Though in the Inception and Draft Feasibility Stage, a bypass to Narwana town was proposed but
in view of the 45m ROW availability and minor acquisition of structures is proposed to have a 4-
lane road with 7.0m service road on both sides within a proposed 45m ROW in Narwana town
area.
Keeping these in view a bypass/realignment has been proposed on the right hand side of the
existing road with an approximate proposed length of 1.90 km, starting at existing km 3+410
(design km 30+500) and ending at km 0+000 (design km 32+400) against existing length of
3.410km. The alignment of the bypass is shown in Figure 8.12.
8.6.3 Dhnaudha Bypass
Bypass to Dhnaudha town has been proposed due to inadequate existing ROW availability to
propose a 4-lane with service road section through the built-up stretch. An acquisition of 45m
ROW shall entitle acquisition of large number of structures. The proposal for the bypass was
discussed with NHAI during the joint site visits.
Keeping these in view a bypass has been proposed on the right hand side of the existing road
with an approximate proposed length of 3.80 km, starting at existing km 135+350 (design km
46+300) and ending at km 138+060 (design km 50+100) against existing length of 2.710 km.
The alignment of the bypass is shown in Figure 8.13.
8.6.4 Barwala Bypass
The existing project road stretch within Barwala town is of 4-lane configuration over a length of
1.80km. This section requires provision of service road on both side of 7.0m width, but the ROW
available is around 28.0m only. The minimum ROW width required for 4-lane with service road
is 45.0m. The considerations for the bypass are as follows:

Parking of slow moving vehicles on both side of the 4-lane road resulting an effective
2-lane road in the stretch
Keeping these in view a bypass has been proposed on the left hand side of the existing road with
an approximate proposed length of 7.850 km, starting at existing km 158+150 (design km

8.6.5 Talwandi Rana and Hisar Bypass
The Hisar Master Plan-2021 and Draft Development Plan 2025 of Talwandi Rana village wsa
collected from Department of Town and Country Planning (DTCP), Hisar. The discussion with
DTCP, Hisar officials revealed that there is no ground activity on the alignment shown in the
Master Plan. It was desired that as a part of the project the proposed Hisar town and Talwandi
Rana village bypass alignment shall be finalized under this project in consultation with the DTCP
officials.
The alignment options of Hisar Bypass corridors has been studied with respect to the proposed
corridor and future developments/sectors/industrial blocks, etc. shown in Master Plans of Hisar
and Talwandi Rana and present ground developments in view of avoiding any major resettlement
or acquisition of structures. The same has been presented in the Draft Feasibility Report.
A 45m ROW within the Talwandi Rana village would acquite a sizable number of structures
within the village. Thus a combined bypass to Talwandi Rana and Hisar is proposed. The bypass
shall also eliminate mixing of the NH-65 and NH-10 traffic as proposed in the Draft Feasibility
Stage. During the joint site visits and presentations it was decided to propose a bypass to
Talwandi Rana town.
The considerations for proposing bypass to Hisar Town are as follows:

Major government buildings beside the road
Parking of slow moving vehicles on both side of the 4-lane road resulting an effective 2-
lane road in the stretch
8.6.6 Barwa Bypass
The existing project road stretch within Barwa village is of 2-lane configuration over a length of
1.5km. This stretch is congested due to local slow moving traffic and commercial activities. The
section requires 4-laning but sufficient width of 45m is not available within the village. Apart
from the same the stretch has a substandard horizontal curve as per the set design standards.
The considerations for the bypass are as follows:

Parking of slow moving vehicles on both side of the road
Accident frequency inside the village
138+350) and ending at km 217+500 (design km 141+650) against existing length of 2.65km.

8.6.7 Siwani Bypass
The existing project road stretch within Siwani town is of 4-lane divided configuration for a
length of 1.3km. This stretch is congested due to local slow moving traffic and commercial
activities. The section requires construction of service road on both side of 7.0m width, but
the width available is approx. 24.0m only. The minimum ROW required for 4-lane with
service road is 45.0m.
The considerations for the bypass are as follows:

Parking of slow moving vehicles on both side of the 4-lane road resulting an effective 2-
lane road in the stretch
143+500) and ending at km 225+340 (design km 149+650) against existing length of 5.990km.

Figure 8.11: Kalayat Bypass

Figure 8.12: Narwana Bypass/ Realignment

Figure 8.13: Dhanudha Bypass

Figure 8.14: Barwala Bypass

Figure 8.15: Talwandi Rana and Hisar Bypass

Figure 8.16: Barwa Bypass

Figure 8.17: Siwani Bypass

8.7 Homogeneous Sections for Pavement Design
8.7.1 Analysis of Unit Delineation by Cumulative Differences
A relative and straight forward and powerful analytical method for delineating statistically
homogeneous units from pavement response measurements along a highway system is the
cumulative difference approach. The method is fundamentally easy to visualize. This approach is
adopted because it is readily adaptable to computerized solution and graphic analysis. This
approach can be used for a wide variety of measured pavement response variables. In order to
delineate a pavement length, an attempt is made to isolate each unique factor influencing
potential pavement performance. Performance factors considered for delineating a pavement
length follows:
- Traffic
- Pavement Condition
- CBR
- Characteristic Deflection
The project road has been divided into homogeneous road sections on the basis of traffic
generation and dispersal nodes located along the project road. The important dispersal/generation
locations identified along the project road include:
Narwana (Km. 35+600)

Surewala (Km.55+800)
Hisar (Km. 102+400)
8.7.2 Homogeneous section for pavement design of widening of existing lane
Considering the above mentioned traffic generation/ distribution points and analysis of traffic
data as given in Chapter 5, it was inferred that the total project stretch can be divided into four
homogeneous sections as stated below from the traffic point of view.
Length
S. No. Description
in Km
1 Section I : From Kaithal (Km. 0+000) to Narwana (Km. 32+400) 32.40
2 Section II : From Narwana (Km.32+400) to Surewala (Km. 56+300) 23.90
3 Section III : From Surewala (Km.56+300) to Hisar (Km. 96+500) 40.20
Section IV : From Hisar (Km. 96+500) to Rajasthan Border (Km.
4 69.259
165+759)
The traffic volume and CBR parameters are considered in unit delineation of project corridor for
the pavement design for widening and reconstruction portions. The selection parameters and
sections are presented in Figure 8.18 and final sections adopted are given in Table 8.6.
Table 8.6 : Homogeneous Sections for Pavement Design of Widening of Existing Lane
Section
From To Length (m) From To Length (m)
25+300 24+600 700 7+950 8+650 700 I
121+850 124+400 2550 32+850 35+400 2550 II
130+650 131+050 400 41+600 42+000 400 III
156+800 157+200 400 68+700 69+100 400 IV
167+840 169+000 1160 83+250 84+410 1160 V


Section
From To Length (m) From To Length (m)
202+100 203+130 1030 125+600 126+630 1030 VI
209+500 214+850 5350 133+000 138+350 5350 VII
217+790 218+120 330 141+950 142+280 330 VIII
218+540 219+350 810 142+700 143+500 800 IX
225+340 230+520 5180 149+650 154+830 5180 X

Figure 8.18 : Homogeneous Sections for Pavement Design for Widening of Existing Lane

8.7.3 Homogeneous section for overlay and reconstruction of existing lane
The characteristic deflection, pavement condition and traffic volume is considered in unit
delineation of project corridor for overlay design. The selection parameters and sections are
presented in Figure 8.19 and final sections adopted are given in Table 8.7.
Table 8.7 : Homogeneous Sections for Overlay of Existing Lane

Existing Km Design Km Design
Existing
Length Section
From To Length (m) From To (m)
33+250 18+120 15130 -0+500 15+100 15100 I
15+300 3+410 11890 18+550 30+500 11950 II
121+850 130+400 8550 32+850 41+400 8550 III
130+650 135+350 4700 41+600 46+300 4700 IV
138+060 140+360 2300 50+100 52+400 2300 V
140+760 142+600 1840 52+800 54+640 1840 VI
142+870 158+150 15280 54+850 70+100 15250 VII
162+540 162+790 250 77+950 78+200 250 VIII
163+690 181+100 17410 79+100 96+500 17400 IX
199+250 214+850 15600 122+750 138+350 15600 X
217+790 218+120 330 141+950 142+280 330 XI
218+540 219+350 810 142+700 143+500 800 XII
225+340 230+520 5180 149+650 154+830 5180 XIII
230+800 232+050 1250 155+080 156+330 1250 XIV
232+900 233+400 500 157+180 157+680 500 XV
235+300 241+580 6280 159+480 165+759 6279 XVI

Figure 8.19: Homogeneous Sections for Pavement design for Overlay of Existing Lane

8.7.4 Homogeneous Section for Pavement Design of New Construction
The traffic volume and borrow area CBR parameters are considered in unit delineation of project
corridor for the pavement design. The selection parameters and sections are presented in
Figure 8.20 and final sections adopted are given in Table 8.8.
Table 8.8 : Homogeneous Sections for New Pavement
From To Length (m) Remarks
0+000 32+400 32400 Section - I
32+400 56+300 23900 Section - II
56+300 96+500 40200 Section - III
96+500 165+759 69259 Section - IV

Figure 8.20: Homogeneous Sections for New Pavement Design
URS Scott Wilson 8 37 October 2012

8.8 Pavement Options
Pavement is the most significant component of a road and therefore its design strengths must be
assured to support the projected traffic loading throughout the design period. Its cost represents
largest proportion of the total construction cost (i.e. about 40% for new roads and about 60% for
rehabilitation projects).
The purpose of the pavement study is to make analysis of different pavement alternatives to
provide a basis for selection of the most advantage solution, considering all costs occurring
during the life of the pavement, viz., construction costs, maintenance costs and costs for the road
users.
In pavement option study, the following would be studied in detail:
New flexible pavement on the widening part and for full reconstruction stretches
Flexible overlay over the existing pavement
Flexible Pavement for partial reconstruction stretches of existing pavement.
The different pavement design methods for above pavement options shall be studied and applied,
which are given in Table 8.9.
Table 8.9: Pavement Design Methods

Pavement
Option Type Design Method
Option
1 New Flexible Pavement IRC: 37-2001
2 Flexible Overlay IRC: 81-1997
3 New Rigid Pavement IRC: 58-2002
8.8.1 IRC: 37-2001 Method of Flexible Pavement Design Widening and for New construction
The pavement designs given in the previous edition of IRC: 37-1984 was applicable to design
traffic upto 30 million standard axles (msa). With the increasing traffic and incidence of
overloading, arterial roads need to be designed for traffic far more than 30 msa. As empirical
methods have limitations regarding their applicability and extrapolation, the analytical method of
design has been used to analyse the existing pavement and develop a new set of designs given in
IRC: 37-2001 for design traffic upto 150 msa making use of the results of pavement research
work done in the country.
It gives pavement design catalogue for subgrade CBR values ranging from 2 percent to 10
percent and ten levels of design traffic 1, 2, 3, 5, 10, 40, 50, 100, 150 msa. The pavement
composition given in the design catalogue is relevant to Indian conditions, materials and
specifications. For intermediate traffic ranges, the pavement layer thicknesses are interpolated
linearly. But for traffic exceeding 150msa, the pavement design appropriate to 150msa has been
chosen and further strengthening shall be carried out to extend the life at the appropriate time
based on pavement deflection measurement as per IRC: 81.
AADT
For the purpose of structural design, only the number of commercial vehicles weighing of three
tones or more and their axle loads are considered. The annual average daily traffic on base year,
from traffic analysis is given in Table 8.10.

Table 8.10: Annual Average Daily Traffic in Base year (2011)
Location Details of section

(Existing LCV & 2-Axle 3-Axle M-Axle Truck/
Section
Chainage, ( Existing Bus & Tractor Truck Truck HEM/EMV
km) Chainage) Minibus
I 18+000 0+000 32+400 384 754 472 585 239
II 130+400 32+400 56+300 369 865 758 1055 450
III 180+000 56+300 96+500 607 1012 981 989 410
IV 225+000 96+500 165+759 384 754 472 585 239
Design Life
For the design of pavement, the design life is defined in terms of the cumulative number of
standard axles that can be carried before strengthening of the pavement is necessary.
It is recommended that pavements for National Highways should be designed for a life of 15
years in IRC: 37-2001. However, to enhance the financial viability of the project, pavement
design in stages is adopted satisfying the following minimum design requirements:
The thickness of sub-base and base layers is designed for a minimum design period of 15 years
and the initial bituminous surfacing for a minimum design period of 10 years.
Vehicle Damage Factors
The vehicle damage factor is a multiplier to convert the number of commercial vehicles of
different axle loads and axle configuration to the number of standard axle load repetitions. It is
defined as equivalent number of standard axle per commercial vehicle. The VDF varies with the
vehicle axle configuration, axle loading, terrain, type of road and from region to region. The
vehicle damage factors arrived and adopted are presented in Table 8.11.
Table 8.11: Vehicle Damage Factors adopted for the Design
Adopted VDF Values

Km 0+000 to Km 32+400 to Km 56+300 to Km 96+500 to
Vehicle Km 32+400 Km 56+300 Km 96+500 Km 165+759
Type
Kaithal to Narwana to Narwana to Hisar to RJ
Narwana Surewala Hisar Border
BUS 0.09 0.08 0.08 0.08
LGV 0.13 0.36 0.06 0.13
2 Axle 2.00 4.31 2.60 4.86
3 Axle 5.99 8.41 5.90 8.39
M Axle 11.37 10.19 14.54 14.65

Design Traffic
The design traffic is considered in terms of the cumulative number of standard axles to be carried
during the design life of the road. This can be computed using the following equation:
N = 365 * [(1+r)n-1] * A * D * F
r
Where,
N=the cumulative number of standard axles to be catered for in the design in terms of msa
A=Initial traffic in the year of completion of construction in terms of the number of commercial
vehicles per day
D=Lane distribution factor
F=Vehicle damage factor
n=Design life in years
r=Annual growth rate of commercial vehicles
The traffic has been used from the projected traffic computed in Chapter 5.0.
The directional distribution and lane distribution of traffic is assumed to be 0.5 and 0.75
respectively.
The design traffic is then computed for design life location wise is presented in Annexure 8.1A,
8.1B, 8.1C & 8.1D. The design traffic obtained for each homogeneous section is presented in
Table 8.12.
Table 8.12: Design Traffic in Million Standard Axles

Stretch
Kaithal - Narwana - Surewala - Hisar - RJ
Design Period Narwana Surewala Hisar Border
Km 0+000 Km 32+400 Km 56+300
Km 96+500 to
to Km to Km to Km
Km 165+759
32+400 56+300 96+500
10 years 17 39 34 50
15 years 32 71 61 90
Adopted MSA 32 71 61 90
CBR Value
The average CBR value of existing subgrade soil for the entire stretch is considered as 8%.
Pavement Materials
The general specification sections and characterization of material is presented in Table 8.13.
Table 8.13: Materials Specification and Characterisation

Pavement Layers and Sections
Sl. No. Remarks
Materials Details
1 Embankment Construction Section 305
2 Subgrade Section 305 Minimum Soaked CBR 8%
3 Granular Sub-base Section 401 Minimum compacted thickness 100mm
Upper Layer Grading I of Table 400-1
Lower Layer Grading I of Table 400-2

Pavement Layers and Sections

Sl. No. Remarks
Materials Details
4 Base Course-WMM Section 406 Thickness of single layer shall be 75mm-
200mm
5 Prime Coat Section 502
6 Tack Coat Section 503
7 Bituminous Macadam Section 504 Thickness of single layer shall be 50mm-
100mm
8 Dense Bituminous Macadam Section 507 Thickness of single layer shall be 50mm-
100mm
9 Bituminous Concrete Section 512 Thickness of single layer shall be 25mm-
100mm
10 Dry Lean concrete Section 601 Thickness of single layer shall be 100 mm
and 150 mm
11 Pavement Quality Concrete Section 602 Minimum compacted thickness of 140mm
The flexible pavements would be designed as a multi-layer system consisting of typical

component layers, namely sub-base, base course, binder course and surface course. Generally
sub-base course consist of granular materials laid in one or more layers of same or different
materials, depending upon availability of materials and cost. The base course may generally
consist of Wet Mix Macadam (WMM) laid in layers of same or different gradings, depending
upon the thickness requirements, machinery and cost. The binder and surfacing courses generally
consist of layers of bituminous mixes of different specifications. As the lower pavement layers
are subjected to lesser magnitude of stresses, materials of lower strength could be made use of in
the lower pavement layers. Superior pavement materials, which could withstand higher stresses
and also wear and tear due to traffic and environmental factors, are used in upper layers.
The flexible pavement thicknesses required for pavement widening and New Pavement of
stretches is given in Table 8.14 & Table 8.15.
Existing ground to be checked for suitability and loosened, recomputed to desired MDD
Table 8.14 : Flexible Pavement Thickness for Widening of Existing Lane
Design Proposed Pavement Thickness (mm)

Design Chainage Traffic CBR of Designed Designed for 15
(MSA) Subgrade for 10 years Years
(%) TOTAL
10 15
From To BC DBM WMM GSB
Years Years
-0+500 32+400 17 32 8 40 80 250 200 570
32+400 56+300 38 71 8 40 110 250 200 600
56+300 96+500 34 61 8 40 105 250 200 595
96+500 165+759 50 90 8 40 120 250 200 610

Table 8.15: Flexible Pavement Thickness for New pavement and Reconstruction Stretches
Design Proposed Pavement Thickness (mm)

Design Chainage Traffic CBR of Designed Designed for 15
(MSA) Subgrade for 10 years years
(%) TOTAL
10 15
From To BC DBM WMM GSB
years years
-0+500 32+400 17 32 8 40 80 250 200 570
32+400 56+300 38 71 8 40 110 250 200 600
56+300 96+500 34 61 8 40 105 250 200 595
96+500 165+759 50 90 8 40 120 250 200 610
8.8.2 IRC: 81-1997 Method of Flexible Overlay For Strengthening of Existing Pavement
The average characteristic deflection (Dc) values to be used for design purposes have been
worked from BBD survey. The design traffic in terms of cumulative standard number of axle
with respect to homogeneous traffic sections is already given in Table 8.18. The thicknesses are
deduced from Figure 9 of IRC 81-1997 in terms of bituminous macadam construction. Since the
materials specified in wearing course of widening portion are BC/DBM, the thicknesses obtained
in terms of BM should be determined using equivalency factors:
1cm of Bituminous Macadam = 1.5cm of WBM/Wet Mix Macadam/BUSG

1cm of Bituminous Macadam = 0.7cm of DBM/AC/SDBC
The overlay thickness calculated and proposed is presented in Table 8.16.
Table 8.16: Proposed Overlay Thicknesses on existing lane
Thickness Proposed
Design Km Design Design Avg. Thickness Composition and
in term of
Length Traffic Characteristic in BM Thickness (mm)
BC/DBM
(m) (MSA) Deflection (mm)
From To (mm) BC DBM
-0+500 5+250 5750 17 0.995 54 38 40 50
5+250 15+100 9850 17 1.073 72 51 40 50
18+550 30+500 11950 17 1.027 62 44 40 50
32+850 35+600 2750 38 0.997 86 61 40 50
35+600 41+400 5800 38 1.112 109 77 40 50
41+600 42+650 1050 38 1.112 109 77 40 50
42+650 46+300 3650 38 1.090 104 73 40 50
50+100 52+400 2300 38 1.164 119 84 40 50
52+800 54+640 1840 38 1.164 119 84 40 50
54+850 56+650 1800 38 1.164 119 84 40 50
56+650 64+500 7850 34 1.115 106 75 40 50
64+500 69+100 4600 34 1.188 120 84 40 50
69+100 70+100 1000 34 1.193 121 85 40 50
77+950 78+200 250 34 1.193 121 85 40 50
79+100 91+400 12300 34 1.193 121 85 40 50
91+400 96+500 5100 34 1.103 104 73 40 50
122+750 133+800 11050 50 0.975 91 64 40 50

Thickness Proposed
Design Km Design Design Avg. Thickness Composition and
in term of
Length Traffic Characteristic in BM Thickness (mm)
BC/DBM
(m) (MSA) Deflection (mm)
From To (mm) BC DBM
133+800 138+350 4550 50 1.082 113 80 40 50
141+950 142+280 330 50 1.114 119 84 40 50
142+700 143+500 800 50 1.114 119 84 40 50
149+650 154+830 5180 50 1.121 121 85 40 50
155+080 156+330 1250 50 1.121 121 85 40 50
157+180 157+680 500 50 1.121 121 85 40 50
159+480 165+759 6279 50 1.121 121 85 40 50
8.8.3 IRC: 58-2002 Method of Rigid Pavement Design For Toll Plaza locations
Rigid pavement for new carriageway has been designed as per IRC: 58-2002.
Wheel Load
A tyre pressure of 8 kg/cm2 may be adopted for the design.
For important roads, such as Expressways, National Highways and other roads where there will
be uninterrupted traffic flow and high volume of truck traffic, the suggested value of Load Safety
Factor (LSF) is 1.2. For roads of lesser importance having lower proportion of truck traffic, LSF
may be taken as 1.1. For residential and other streets that carry small number of commercial
traffic, the LSF may be taken as 1.0.
It is recommended that the basic design of the slab be done with a 98th percentile axle load, and
the design thereafter checked by for fatigue consumption for higher axle loads.
Design Period
Normally, cement concrete pavements have a life span of 30 years and should be designed for
this period.
Design Traffic
Design traffic of 25 per cent of the total two- lane two-way commercial vehicles may be
considered as a very conservative estimate for design against fatigue failure. In case of four-lane
and multi-lane divided highways, 25 per cent of the total traffic in the direction of predominant
traffic may be taken for design of pavement.
Temperature Differential
Temperature differential between the top and bottom of pavements causes the concrete slab to
warp, giving rise to stresses. For this purpose, guidance may be had from Table 8.17.
Table 8.17: Recommended Temperature Differentials for Concrete
Temperatures Differentials, 0C in
Zone States Slabs of Thickness
15cm 20cm 25cm 30cm
I Punjab, U.P., Uttaranchal, Gujarat, Rajasthan, 12.5 13.1 14.3 15.8
Haryana and North M.P., excluding hilly regions.

Characteristics of Subgrade and Sub-Base
The strength of subgrade is expressed in terms of modulus of subgrade reaction k, which is

defined as pressure per unit deflection of the foundation as determined by plate bearing tests. An
approximate idea of k-value of a homogeneous soil subgrade may be obtained from its soaked
CBR value-using Table 8.18.
Table 8.18: Approximate k-value corresponding to CBR Values for

Homogeneous Soil Subgrade
Soaked CBR Value % 2 3 4 5 7 10 15 20 50 100

k-value (kg/cm2/cm) 2.1 2.8 3.5 4.2 4.8 5.5 6.2 6.9 14.0 22.2
The approximate increase in k-values of subgrade due to different thicknesses of sub-bases made
up of untreated granular, cement treated granular material and dry lean concrete (DLC) layers
may be taken from Tables 8.19 and 8.20. Unconfined compressive strength of cement treated
granular material should be a minimum of 2.1 MPa and compressive strength of DLC should be
7 MPa at 7 days.
Table 8.19: k-Values over Granular and Cement Treated Sub-bases
k-value Effective k (kg/cm2/cm) over untreated Effective k (kg/cm2/cm) over

2
(kg/cm /cm) granular layer sub-base of thickness in cement treated sub-base of
cm thickness in cm
15 22.5 30 10 15 20
2.8 3.9 4.4 5.3 7.6 10.8 14.1
5.6 6.3 7.5 8.8 12.7 17.3 22.5
8.4 9.2 10.2 11.9 - - -
Table 8.20: k-Values over Dry Lean Concrete Sub-base
k-value of Subgrade (kg/cm2/cm) 2.1 2.8 4.2 4.8 5.5 6.2

Effective k over 100 mm DLC, 5.6 9.7 16.6 20.8 27.8 38.9
(kg/cm2/cm)
Effective k over 150 mm DLC, 9.7 13.8 20.8 27.7 41.7 -
(kg/cm2/cm)
Separation Layer between sub-base and pavement:
Foundation layer below concrete slabs should be smooth to reduce the inter layer friction. A
separation membrane of minimum thickness of 125 micron polythene is recommended to reduce
the friction (Ref. IRC: 15-2002) between concrete slabs and dry lean concrete sub-base (DLC).
Drainage Layer
In order to facilitate quick disposal of water that is likely to enter subgrade, a drainage layer of
150mm thick GSB has been considered as per IRC: 15-2002.
Characteristics of Concrete
Flexural strength of plain concrete as per IS: 456-1978 is given as

fcr = 0.7x f ck
Where fcr = flexural strength (modulus of rupture), N/mm2

fck = Characteristic compressive cube strength concrete, N/mm2
According to Croney and Croney,
fcr = 0.49 x fck0.55 for gravel aggregates and

fcr = 0.36 x fck0.7 for crushed aggregates
For M-40 concrete, fcr values from the above three equations are obtained as 44.27 (IS: 456),
37.26 (gravel) and 47.61 kg/cm2 (crushed rock) respectively. Hence a flexural strength of 45
kg/cm2 is recommended for M-40 concrete.
The recommended value of modulus of elasticity of pavement concrete is 3x105 kg/cm2.

Pavement concrete is subjected to dynamic loading and the ratio of static and dynamic moduli on
the same concrete is found as 0.8. The modulus value increases both with age and strength but
the variation is small.
A Poissons Ratio of 0.15 is considered.
The coefficient of thermal expansion of concrete (Alpha) of the same mix proportions varies with
the type of aggregate. However, for design purpose, a value of (Alpha) = I0XI0-6 per 0C may be
adopted in all cases.
The ratio between the flexural stress due to the load and the flexural strength of concrete is
termed as the stress ratio (SR). If the SR is less than 0.45, the concrete is expected to sustain
infinite number of repetitions. As the stress ratio increases, the number of load repetitions
required to cause cracking decreases. The relation between fatigue life (N) and stress ratio is
given as:
N= unlimited for SR< 0.45

3.268
4.2577
N= When 0.45<SR< 0.55
SR 0.4325
0.9718 SR
Log N = for SR > 0.55
0.0828
The designed thickness obtained from IRC 58-2002 for the Toll Plaza locations at km 27+700,
km 86+000 and km 159+100 is presented in Table 8.21. The design calculations are given in
Annexure 8.2.
Table 8.21: Proposed Rigid Pavement thickness at all

Toll Plaza Locations
Material Type Thickness (mm)
Pavement Quality Concrete (M-40) 300
Dry Lean Concrete (M-10) 150
Granular Sub-base 150
Subgrade 500

8.9 Junctions Design
Road junction/intersection is a key element of highway design. The efficiency, safety, speed, cost
of operation and capacity of road system depends very much on the intersection design. The
choice between an at-grade and grade separated junctions at a particular site depends upon
various factors such as traffic, economy, safety, aesthetic delay etc. Grade separated junctions
generally are more expensive initially and are justified in certain situations. The main objective
of intersection design is to reduce the severity of potential conflicts between motor vehicles,
buses, trucks, bicycles, pedestrians and facilities while facilitating the convenience, ease, safety
and comfort of people traversing the intersections. The design should be fitted closely to the
natural transitional paths and operating characteristics of the users.
Design of a safe intersection depends on many factors as given below:
Human factors
Traffic considerations (mainly design hour turning movements, type of movement and
vehicle speeds)
Road and environmental considerations (sight distance, conflict area, geometric features)
Economic factors.
Generally intersections can be classified in to three categories depending on the traffic

conditions. These are
Uncontrolled intersections at-grade;

Intersections with Priority Control;
Time separated / signalised intersection at-grade;
Space separated intersections/Grade separated intersections
8.9.1 General Criterion for improvement proposal at junctions
A signalised intersection besides other warrants is justified if the major street has a traffic
volume of 650 to 800 vehicles per hour (both directions) and Minor Street has 200 to 250
vehicles per hour in one direction only. The detailed warrants for signalised intersection are
laid down as per IRC: 93-1985.
The vehicular under/overpass structures will be provided at the intersection of the Project
Highway with all the National Highways and State Highways. Such under/over passes will
also be provided across other categories of roads carrying an average daily traffic of more
than 5000 PCUs on the date of inviting bids.(As per Clause:2.13.2, IRC:SP:84-2009)
An interchange, besides any overriding necessity, is justified when the total traffic of all the
arms of the intersection is in excess of 10,000 PCUs per hour. The detailed warrants for
interchanges are given in IRC: 92-1985.
Grade separations should be provided across existing railway crossings if the product of ADT
(fast vehicles only) and the number of trains per day exceeds 50,000 within the next 5 years.
For new constructions such as bypasses, grade separations should be provided when this
figure is greater than 25,000.
The turning movement surveys for estimation of peak hour traffic for the design of major
intersection have been carried out. The details regarding composition and directional movement
of traffic is furnished in Chapter 5. The data derived from surveys were analysed to identify
requirements of suitable remedial measures, such as construction of underpasses, flyovers,
interchanges, and grade-separated intersections along the project road alignment.

The geometric design of junctions has been done taking in to account the site conditions, turning
movement characteristics, level of services, overall economy and operational safety.
8.9.2 Details of Junctions improvement proposal
Existing 3 major and 49 minor junctions are proposed to be improved as a part of 4 laning project.
Cross roads with paved carriageway are only considered for development of the junction. The
major and minor junctions forming with National Highways, State highways and District roads are
listed in Table 8.22.
Table 8.22: Existing Junction Improvement Locations
A) Major Junctions
Sl. Existing Design Type of Type of Width
Side Leading to
No. Km Km Junction Road (m)
1 18+120 15+100 Y RHS BT 10.0 Kalayat village
2 15+300 18+550 Y RHS BT 10.0 Kalayat village
3 3+410 30+500 Y LHS BT 10.0 NH-71
Dhnaudha
4 135+350 46+300 Y LHS BT 10.0
village
Dhnaudha
5 138+060 50+100 Y LHS BT 10.0
village
6 Straight BT 7.0 Phulana
144+390 56+365 X
RHS BT 7.0 Tohana
7 158+150 70+100 Y RHS BT 10.0 Barwala town
8 162+540 77+950 Y RHS BT 10.0 Barwala town
Thermal
9 165+630 81+055 T RHS BT 5.5 x 2
Power Plant
Talwandi Rana
10 181+100 96+500 Y LHS BT 10.0 and Hisar
towns
11 214+850 138+350 Y LHS BT 7.0 Barwa village
12 217+500 141+650 Y LHS BT 7.0 Barwa village
13 219+350 143+500 Y LHS BT 7.0 Siwani town
14 225+340 149+650 Y RHS BT 7.0 Siwani town
B) Minor Junctions
Side Leading to
1 30+355 2+895 T RHS BT 3.0 Village
2 30+000 3+255 T LHS BT 3.0 Guliyana
3 29+180 4+130 T RHS BT 3.0 Tohana
4 28+330 4+910 T LHS BT 5.5 Kelram
5 26+600 6+585 T RHS BT 3.0 Village
6 24+750 8+510 T RHS BT 3.0 Village
7 25+090 8+150 T RHS BT 3.0 Village
8 Kalayat 17+580 X Both BT 3.0 Kalayat


Side Leading to
Bypass
9 13+975 19+880 T RHS BT 7.0 Village
10 12+085 21+875 T LHS BT 5.0 Village
11 9+845 23+865 T LHS BT 5.0 Viudrana
12 8+125 25+585 T LHS BT 5.0 Hatho
LHS BT 3.0 Dhakal
13 4+000 29+950 X
RHS BT 3.0 Narwana
14 125+095 36+080 T LHS BT 3.0 Village
15 126+415 37+400 T LHS BT 3.0 Sundarpura
16 126+690 37+675 T RHS BT 3.0 Dabhane
17 130+350 41+905 T LHS BT 3.5 Sacchakheda
LHS BT 3.5 IFFCO
18 130+880 41+350 X
RHS BT 3.5 Village
19 135+540 46+500 T RHS BT 3.5 Bikhewala
Dhanaudha
20 49+105 X Both BT 3.5 Dhnaudha
Bypass
21 143+010 54+980 T LHS BT 3.5 Litani
22 146+620 58+585 T RHS BT 3.0 Village
23 146+700 58+655 T LHS BT 5.5 Litani
24 152+645 64+600 T RHS BT 5.5 Drugwala
25 154+970 66+925 T LHS BT 3.5 Gobipur
Barwala
26 71+130 X Both BT 3.5 Barwala
Bypass
27 168+305 83+700 T RHS BT 5.0 Zewara
28 168+845 84+275 T RHS BT 5.0 Kirada
29 172+930 88+365 T LHS BT 5.0 Rajli
30 173+900 89+345 T RHS BT 5.0 Kheri Paleri
LHS BT 3.0 Village
31 174+615 90+035 X
RHS CC 5.0 Bahbalpur
32 175+614 91+050 T LHS BT 3.5 Dhiktana
33 176+245 91+680 T LHS BT 5.0 Bagan
LHS BT 3.0 Institute
34 178+950 94+355 X
RHS BT 3.0 Village
35 179+500 94+905 T RHS BT 3.0 Juglan
Hisar
36 106+845 X Both BT 3.5 Hisar
Bypass
Hisar
Bypass
Hisar
Bypass
Barwa
39 138+710 X Both BT 3.5 Barwa
Bypass
Siwani
40 146+868 X Both BT 5.5 Siwani
Bypass
41 199+140 122+635 T RHS BT 5.5 Tokar


Side Leading to
42 199+530 123+025 T LHS BT 5.5 Deewa
43 202+755 126+260 T RHS BT 5.0 Rawalvas Kol
44 203+245 126+740 T LHS BT 5.5 Chidod
LHS BT 3.5 Perivar
45 205+695 129+225 X
RHS BT 3.5 Kalawar
LHS BT 3.5 College
46 206+690 130+220 X
RHS BT 3.5 Periwar
LHS BT 5.5 Village
47 210+645 134+145 X
RHS BT 5.5 Choudhrywas
48 225+340 149+650 Y RHS BT 7.0 Siwani
49 227+860 152+145 T LHS BT 5.5 Gondwas
50 230+815 155+100 T RHS BT 3.0 Ashram
51 232+272 156+500 Y LHS BT 3.0 Village
52 234+000 158+225 T RHS BT 5.0 Village
53 236+334 160+508 T LHS CC 4.5 Village
54 240+020 164+200 T LHS BT 7.0 Jhunpa
55 240+462 164+639 T RHS BT 3.5 Village
56 240+473 164+650 T LHS CC 4.0 Village
57 240+879 165+056 Y LHS BR 4.5 Village
Note: All other junctions as listed in the development proposal chapter other than above will be
developed as priority controlled signalized junction.
New at-grade major junctions are proposed at the start and end points of proposed bypasses as
given in Table 8.23 below, the same are also indicated in Table above:
Table 8.23: Proposed New Junction Locations

Sl. Design Junction/
No. Existing Km Location
Km Interchange Type
1 18+120 15+100 Kalayat Bypass start Y-Junction
2 15+300 18+550 Kalayat Bypass end Y-Junction
Narwana Bypass/realignment
3 3+410 30+500 Y-Junction
start
Narwana
Grade Separator
4 0+000 32+400 Bypass/realignment end,
(2x 30m)
Crossing on NH-71
5 135+350 46+300 Dhanaudha Bypass start Y-Junction
6 138+060 50+100 Dhanaudha Bypass end Y-Junction
7 158+150 70+100 Barwala Bypass start Y-Junction
8 162+540 77+950 Barwala Bypass end Y-Junction
9 181+100 96+500 Hisar Bypass start Y-Junction
175+200 of Grade Separator
10 105+250 Crossing of NH-10
NH-10 (2x 30m)
11 198+900 122+400 Hisar Bypass end Grade Separator

Sl. Design Junction/

No. Existing Km Location
Km Interchange Type
(2x 30m)
12 214+850 138+350 Barwa Bypass start Y-Junction
13 217+500 141+650 Barwa Bypass end Y-Junction
14 219+350 143+500 Siwani Bypass start Y-Junction
15 225+340 149+650 Siwani Bypass end Y-Junction
The traffic flow pattern at the Hisar bypass end is presented in the Figure 8.21 below.
Figure 8.21: Traffic Circulation Plan at Hisar Bypass End

8.10 Design of Bridges
8.10.1 Existing Bridges
There are total 8 bridges on this route. All the 8 bridges are minor bridges. The existing bridges
are on Irrigation canals. All are slab bridges. Most of the bridges have brick masonry as
substructure and foundations.
Following criteria are checked to assess the requirement / possibility of widening and
reconstruction of the existing bridges:
The Design loading of the existing structures.

If the width of additional widening is 1.0m (0.5 m on each side) or less, the widening of the
structure may be dispensed with and traffic shall be guided with the help of crash barriers in
a transition of 1 in 20 on either side approaches.
All existing bridges which are structurally distressed shall be reconstructed as new bridge
All existing brick arch bridge if any shall be dismantled and replaced by a new bridge
8.10.2 Proposal of New Bridges
The existing 3 bridges with load classification lesser than 70R have been proposed to be
reconstructed on upstream side or on downstream side as per site requirement. Span arrangement
has been kept either similar to the existing bridges or a combination of two/three spans has
been adopted as per site conditions and hydraulic parameters. The new proposals are based on
the IRC: SP: 84-2009, Manual of Specification and Standards for four laning of National
Highways through Public Private Partnership.
The summary giving condition of existing bridges and their development proposal is presented in
Table 8.24 and the proposal for new bridges is presented in Table 8.25.
Typical cross sections at deck level for bridges with and without footpaths are given in
Figure 8.22 to Figure 8.25.

Figure 8.22: Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided Highway
(Both sides new Bridges for 4-Lane Standards)
(Both sides new Bridges for 6-Lane Standards)

(One side New 2-Lane Bridge and other sides Existing 2-Lane Bridge)
Figure 8.25: Cross Section of Bridge at Deck Level- without Footpath for 4-Lane Divided Highway
(One side New 2-Lane Bridge and other sides Existing 2-Lane Bridge)

Table 8.24: Development Scheme of Existing Bridges

Span (m) Proposed Span
Existing Carriageway
Sl. No. Type of No of Span Year of Arrangement
Chainage Width Remark Development Proposal for Bridges
Structure x Effective Construction (No. Xlength)
(Km.) ( m)
Span L
A new bridge of 4-lane configuration needs
1 20+200 RCC Slab 3 x 8.0 7.6 1994 Fair. 3 x 8.0 to be constructed as the existing bridge is of
load classification less than 70R.
Fair/Repair This bridge is to be bypassed as Narwana

2 1+400 RCC Slab 3 x 8.3 6.4 N.A -
reqd. Bypass
Existing bridge is old bridge and it is to be

3 140+800 RCC Slab 3 x 5.6 7.9 1955 Fair. 2 x 10.0 dismantled and a new bridge of 4-Lane
configuration is to be constructed.
The existing bridge is to be retained with
repair measures and new bridge of 2-Lane
4 150+480 RCC Slab 2 x 7.5 11.5 2002 Good 2 x 7.50
configuration will be constructed parallel to
the existing bridge.
5 172+630 RCC Slab 2 x 3.5 7.5 1955 Fair 1 x 10.0 to be constructed as the existing bridge is of
This bridge is to be bypassed as Hisar

6 194+100 RCC Slab 3 x 4.0 7.7 1978 Bad -
Bypass
The existing bridge is to be retained with
Fair/Repair repair measures and new bridge of 2-Lane
7 199+630 RCC Slab 1 x 11.0 11.0 2007 1 x 11.0
reqd. configuration will be constructed parallel to
the existing bridge.
8 213+500 RCC Slab 1 x 7.7 9.7 1968 Fair 1x10 to be constructed as the existing bridge is of
Effectively 6 minor bridges out of 8 minor bridges are to be developed as part of the 4-laing project.

Table 8.25: Development scheme of New Bridges on Bypasses
Design Tentative Span (m) Carriageway

Sl. Bridge Total Type of
Location Chainage Type of Crossing No. of Span x Width
No. Type length (m) Structure
(Km) Effective Span L ( m)
Narwana
1 Minor 31+290 Irrigation Canal 1 x 35.0 35.0 12.0 x 2 PSC I-girder
Bypass
Barwala
2 Minor 72+784 Irrigation Canal 2 x 20.0 40.0 12.0 x 2 RCC T-Beam
Bypass
Barwala
3 Minor 76+690 Irrigation Canal 1 x 10.0 10.0 12.0 x 2 Slab
Bypass
Hisar
4 Minor 108+380 Irrigation Canal 1 x 15.0 (skew) 15.0 12.0 x 2 RCC T-Beam
Bypass
Hisar
5 Minor 113+043 Nala 2 x 15.0 30.0 12.0 x 2 RCC T-Beam
Bypass
Hisar
6 Minor 116+910 Irrigation Canal 1 x 25.0 25.0 12.0 x 2 PSC I-girder
Bypass
Hisar
7 Minor 120+745 Irrigation Canal 1 x 20.0 20.0 12.0 x 2 RCC T-Beam
Bypass

8.10.3 Improvement Proposal of Railway Level Crossings
The project road crosses railway tracks at 3 locations. As per Clause 2.13.4 of IRC: SP: 84-2009
the existing level crossing shall be replaced by Railway Over Bridges (ROBs) at all these 3
locations along the project road.
One existing ROB in the Hisar town, has been bypassed, therefore no improvement proposal has
been made inside the Hisar town. However, the proposed Hisar Town Bypass crosses the
Railway line at one location at km 110+000 (Design Chainage) in the form of ROB. The
improvement proposal for the railway crossings is presented in Table 8.26.

Table 8.26: Development Proposal for Railway Level Crossings
Development Proposal
Existing
Design Number of Span
Sl. No. Chainage Remark
Chainage (km) Tracks arrangement
(km) Bridge Type Width
(Nos. x length)
(m)
1 123+000 34+040 Double Track Steel Composite 2x12.0m 2 x 36.0m Existing LC is to be replaced by a ROB
2 163+200 78+670 Single Track Steel Composite 2x12.0m 2 x 36.0m Existing LC is to be replaced by a ROB
3 191+100 110+000 Double Track Steel Composite 2x12.0m 2 x 36.0m On proposed Hisar town bypass
2 x 36.0m
On Siwani bypass, existing LC to be
4 221+000 148+790 Single Track Steel Composite 2x12.0m (continued as
retained
Flyover)

8.10.4 Proposal for Vehicular Underpass and Pedestrian Underpass
The vehicular under/overpass structures will be provided at the intersection of the Project
Highway with all the National Highways and State Highways. Such under/over passes will also
be provided across other categories of roads carrying an average daily traffic of more than 5000
PCUs on the date of inviting bids. (As per Clause:2.13.2, IRC:SP:84-2009).
Turning movement count carried out on major junctions along the project highway and it
analysis is given in Chapter 5.
Structural details of the proposed Vehicular Underpass (VUP) along the project road are given in
Table 8.27.
Table 8.27: Details of Proposed VUP

Existing Design Name of Proposed Structure Over all Villages/ Population Justifica-
Sl.
Chainage Chainage Intersecting Structure Dimension (m) width in Towns of Bypassed tion
No.
(Km) (Km) Roads Type No.x L x H m connected Town
ADT = 4866
Barwala Kharkhada & PCU, but
1 71+800 MDR Box Type 1 x 12.0 x 5.5 2 x 12.0 33,130
Byp. Hasangarh connects to
Uchana
Barwala As per 4-laning
2 74+000 SH-10 Box Type 1 x 12.0 x 5.5 2 x 12.0 Jind 33,130
Byp. Manual
Barwala As per 4-laning
3 75+380 SH-17 Box Type 1 x 12.0 x 5.5 2 x 12.0 Hansi 33,130
Byp. Manual
Neoli Kalan, ADT > 5000
4 Hisar Byp. 109+265 MDR Box Type 1 x 12.0 x 5.5 2 x 12.0 1,742,815
Kabrel, Bagla PCU
ADT > 5000
5 Hisar Byp. 118+168 MDR 107 Box Type 1 x 12.0 x 5.5 2 x 12.0 Balsamand 1,742,815
PCU
As per IRC:SP:84-2009 Clause 2.13.3, the cross road to be carried over the 4-lane highway in
rural sections. But due to the following reasons the project highway has been taken over the
cross-roads.
The land available along the cross roads vary from 15m for MDRs and 18m for SHs. This
width is insufficient for construction of the new approaches along the cross roads in case the
cross road is taken above the project highway. Extra land need to be acquired in addition to
the land being acquired for the project highway.
Also in case the cross road is taken above a 2x30m flyover structure need to be constructed
to cross the proposed ROW (60m) of the project highway whereas a box structure of 12m x
5.5m is proposed in case of the VUPs.
At the proposed PUP/CUP locations the project highway has been taken above and subway has
not been considered due to the following reasons:
As per IRC:103-1988, the subway need to be kept closed during night time which will force
the pedestrian to cross the highway at night thus posing serious safety hazards.
The underpasses locations are susceptible to drainage and submergence problems.
The underpasses in rural locations and near ponds are susceptible submergence problems
due to low ground water level conditions (near ponds) specially during monsoon seasons
Structural details of the proposed Pedestrian Underpass (PUP) and Cattle Underpass (CUP) along
the project road are given in Table 8.28.

Table 8.28: Details of Proposed PUP/CUP

Existing Design Proposed Structure
Village/ Town Population as per
Sl. No. Chainage Chainage Structure Dimension (m) Remarks No. of Cattles Justification
connected 2001 Census
(Km) (Km) Type No. x L x H
1 24+600 8+650 Box type 1x7.0x3.5 Samshan Bata Sadhan village 12,417 - Samshan
2 19+500 13+730 Box type 1x7.0x3.5 Cattle pass Kharak Pandwan 5,919 2678 Pond
Kalayat Village Kalayat is Tehsil HQ of Kalayat Tehsil and have medical and educational
3 16+538 Box type 1x7.0x4.5 Kalayat 17,051 -
bypass Road facilities catering to nearby villages.
4 14+200 19+700 Box type 1x7.0x3.5 Cattle pass Pinjupura 1,984 446 Pond
No road is present at the location but the propoased bypass is shall block
Narwana
5 31+600 Box type 1x7.0x3.5 Cattle pass Narwana 50,659 - some earthen tracks through the fields. No passsage is present over a
bypass
length of 1.5km, a cattle underpass is required for throughfare.
Box type Religious

Public gathering and pedestrian movements were observed which may
6 124+250 35+200 (with 5.5m Sr. 1x7.0x4.5 structure & Narwana 50,659 -
pose safety hazard while crossing 4-lane road
Rd.) School
7 130+210 41+200 Box type 1x7.0x3.5 Cattle pass Saccha Kheda 3,152 705 Pond
Dhanaudha Village Dhnaudha Khurd and Dhnauda Kalan are twin villages of Narwana Tehsil
8 48+026 Box type 1x7.0x4.5 Danauda 10,870 -
bypass Road and have medical and educational facilities catering to nearby villages.
9 152+240 64+200 Box type 1x7.0x3.5 Cattle pass Ghaibipur 5,423 958 Pond
Box type
Religious Public gathering and pedestrian movements were observed which may
10 157+000 68+900 (with 5.5m Sr. 1x7.0x4.5 Barwala 33,130 -
structure pose safety hazard while crossing 4-lane road
Rd.)
Barwala Town is Tehsil HQ of Barwala Tehsil and have medical and

educational facilities catering to nearby villages.
Barwala
11 77+200 Box type 1x7.0x3.5 Cattle pass Barwala 33,130 - No road is present at the location but the propoased bypass is shall block
bypass
some earthen tracks through the fields. No passsage is present over a
length of 2.8km, a cattle underpass is required for throughfare.
Hisar Town is District and Tehsil HQ of Hisar District & Tehsil and have
Village
12 Hisar bypass 98+345 Box type 1x7.0x4.5 Hisar 1,742,815 - medical, educational, commercial, and agricultural facilities catering to
Road
nearby villages.
Village
Road
nearby villages. The road connects area of Agricultural University, Hisar
Village
Road
nearby villages.
15 210+400 133+900 Box type 1x7.0x3.5 Samshan Chandausi 6,442 - Samshan
Barwa Village Important village in the area having education and medical facilities
16 140+335 Box type 1x7.0x4.5 Barwa 11,009 -
bypass Road catering to nearby villages
Siwani Village Siwani Town is Tehsil HQ of Siwani Tehsil and have medical and
17 145+780 Box type 1x7.0x4.5 Siwani 15,849 -
bypass Road educational facilities catering to nearby villages.
18 239+000 163+200 Box type 1x7.0x3.5 Cattle pass Jhunmpa 3,310 1,445 Pond
The width of the CUPs has been proposed as 7.0m as the underpasses are located in rural area and will also be used for movement of local agricultural vehicles.

8.10.5 Proposal for Flyovers
The project road crosses NH-71 near Narwana and NH-10 at Hisar. As per Clause 2.13.2 of IRC:
SP: 84-2009 flyovers are at proposed at both NH crossing locations.
As per the traffic studies and in view of the future development of Hisar town a flyover is
proposed at the end point of proposed Hisar Bypass to have uninterrupted traffic flow to and
from the town on the project road.
The details of the flyovers are presented in Table 8.29.
Table 8.29: Details of Proposed Flyovers

Total
Proposed
Name of Proposed width of
Sl. Existing Design span
Location Intersecting Structure the
No. Chainage Chainage arrangement
Roads Type structure
(m)
(m)
Titram RCC T-
1 33+250 0+000 SH-11 2 x 15.0 2 x 12.0
Junction Beam
PSC
2 Narwana 0+000 32+400 NH-71 2 x 30.0 2 x 12.0
Girder
Hisar 175+200 PSC
3 105+250 NH-10 2 x 30.0 2 x 12.0
Bypass of NH-10 Girder
Hisar Existing PSC
4 198+900 122+400 2 x 30.0 1 x 12.0
Bypass NH-65 Girder
1 x 30.0
Siwani Existing Existing Steel
5 148+790 (ROB 2 x 12.0
Bypass NH-65 NH-65 Composite
continuation)
8.11 Design of Culverts
There are total 206 nos. existing culverts in the proposed road corridor. A summary of the
proposal is given in Table 8.30, and the development proposal for existing and new culverts are
presented in Table 8.31A and 8.31B respectively. The top width of culverts is presented in
Figure 8.27.
Table 8.30: Summary of Development of Culverts
Number of Culverts and Condition
Types of No
New Total
Culverts Improvement
Reconstruction Widening Construction
Due to section
(on bypasses)
bypassed
Hume Pipe 14 128 51 35 228
RCC Slab 3 29 2 9 43
Box - 1 13 - 14
Total 17 158 66 44 285

Figure 8.26: Cross Section of Culvert for 4-Lane Divided Highway at Road Level

Table 8.31A: Development Proposals for Existing Culverts

Span Proposed Type
Arrangement Width of & Span Width of
Existing Design Type of Improvement
Sl. No. (Nos. x Length) Culvert Existing Condition Arrangements Widening
Chainage (Km.) Chainage (Km) Structures Proposal
/ No. of Pipe (m) (m) / Dia of (m)
(m) pipe (mm)
1 33+080 0+178 Slab 1 x 0.7 11.9 Good Condition Widening 35.1
2 32+440 0+806 Slab 1 x 3.0 12 Good Condition Widening 20.0
Fair Condition/Minor
5 29+160 4+086 Slab 2 x 1.7 12 Widening 15.5
Repairs
6 28+915 4+336 Pipe 1 x 0.9 12 Good Condition Widening 15.5
Reconstruction
7 28+700 4+530 Pipe 1 x 0.6 12 Good Condition 1 x 1.2 27.5
/ Pipe
Reconstruction
9 28+340 4+901 Pipe 1 x 0.9 12 Poor Condition 1 x 1.2 27.5
/ Pipe
15 26+365 6+880 Pipe 1 x 0.9 12 Fair Condition Widening 15.5
16 25+940 7+303 Slab 1 x 1.0 12 Fair condition Widening 15.5

Span Proposed Type

(m) pipe (mm)
Widening /
19 24+865 8+395 Pipe 1 x 0.9 12 Fair Condition 23.5
Cleaning
Reconstruction
/ Pipe
Reconstruction
21 24+540 8+723 Pipe 1 x 0.6 12 Fair Condition 1 x 1.2 27.5
/ Pipe
24 22+730 10+538 Pipe 1 x 1.2 12 Fair condition Widening 15.5
Reconstruction
31 19+600 13+656 Pipe 1 x 1.2 12 Chocked 1 x 1.2 27.5
/ Pipe
Partially
Widening /
32 19+425 13+824 Pipe 1 x 1.2 12 Chocked/Good 15.5
Cleaning
Condition
34 18+365 14+847 Pipe 1 x 0.6 12 Good Condition Reconstruction 1 x 1.2 27.5

Span Proposed Type

(m) pipe (mm)
/ Pipe
No
35 18+020 Pipe 1 x 1.2 25 Good Condition 0
Improvement
No
Improvement
No
Improvement
Kalayat Bypass
No
Improvement
No
Improvement
No
40 15+680 Slab 1 x 1.3 12 Good Condition 0
Improvement
43 14+870 18+985 Box 1 x 4.0 12.5 Good Condition Widening 20.7
48 13+955 19+898 Pipe 1 x 0.9 12 Good condition Widening 15.5

Span Proposed Type

(m) pipe (mm)
Reconstruction
/ Pipe
Reconstruction
/ Pipe
67 8+650 25+072 Slab 1 x 1.0 12 Fair Condition Widening 15.5

Span Proposed Type

(m) pipe (mm)
Reconstruction
70 7+995 25+718 Slab 1 x 2.5 12 Poor Condition 1 x 2.5 27.5
/ Slab
71 7+785 25+930 Pipe 1 x 0.9 14.45 Fair Condition Widening 13.05
Reconstruction
81 4+440 29+470 Slab 1 x 2.5 12 Poor Condition 1 x 2.5 27.5
/ Slab

Span Proposed Type

(m) pipe (mm)
No
Improvement
No
88 2+725 Pipe 1 x 0.9 12 Fair Condition 0
Improvement
No
89 2+580 Pipe 1 x 0.9 12 Poor Condition 0
Improvement
No
Improvement
No
Narwana Improvement
Bypass No
Improvement
No
93 1+710 Slab 1 x 1.0 12 Fair Condition 0
Improvement
No
Improvement
No
95 1+200 Slab 1 x 2.0 12 Minor Repairs 0
Improvement
No
Improvement
97 121+573 32+558 Pipe 1 x 0.9 12 Fair Condition Widening 33
Reconstruction
98 121+783 32+786 Pipe 1 x 0.9 12 Chocked 1 x 1.2 45
/ Pipe
102 122+997 34+000 Pipe 1 x 1.2 12 Good Condition Widening 33

Span Proposed Type

(m) pipe (mm)
103 123+092 34+095 Slab 1 x 0.5 12 Good Condition Widening 33
105 123+470 34+473 Pipe 1 x 0.9 12 Good Condition Widening 33
Reconstruction
111 126+727 37+700 Pipe 1 x 0.6 12 Good Condition 1 x 1.2 27.5
/ Pipe

Span Proposed Type

(m) pipe (mm)
No
Improvement
No
Improvement
No
Improvement
No
Improvement
Dhnaudha No
133 136+132 Bypass Pipe 1 x 0.9 12 Fair Condition 0
Improvement
No
Improvement
No
Improvement
136 137+123 Pipe 1 x 0.9 12 Fair Condition No Improvement 0
No
137 137+755 Slab 1x 1.6 12 Fair Condition 0
Improvement

Span Proposed Type

(m) pipe (mm)
No
138 137+782 Slab 1 x 3.0 12 Fair Condition 0
Improvement
Reconstruction
/ Pipe
Reconstruction
/ Pipe
144 140+890 52+908 Pipe 1 x 0.9 14.5 Fair Condition Widening 13
149 143+245 55+257 Pipe 1 x 0.9 14.5 Good Condition Widening 13
151 144+030 56+005 Pipe 1 x 0.9 14.5 Fair Condition Widening 13

Span Proposed Type

(m) pipe (mm)
156 145+480 57+455 Pipe 1 x 0.9 15.2 Good Condition Widening 12.3
171 157+280 69+205 Slab 1 x 1.0 11.2 Fair Condition Widening 17.7
No
173 158+400 Barwala Bypass Pipe 1 x 0.9 12.1 Good Condition 0
Improvement

Span Proposed Type

(m) pipe (mm)
No
174 159+000 Pipe 1 x 0.9 12.1 Good Condition 0
Improvement
No
175 162+000 Slab 1 x 3.75 12.1 Good Condition 0
Improvement
Reconstruction
180 168+700 84+110 Pipe 1 x 0.6 12.3 Good Condition 1 x 1.2 30.5
/ Pipe
Reconstruction
181 169+125 84+535 Pipe 1 x 0.6 12.3 Fair Condition 1 x 1.2 27.5
/ Pipe
187 180+775 96+178 Slab 2 x 3.2 12.5 Good Condition Widening 15
No
189 181+650 Pipe 1 x 0.9 14 Blocked 0
Talwandi Rana Improvement
Bypass No
Improvement

Span Proposed Type

(m) pipe (mm)
No
Improvement
No
Improvement
No
193 184+500 Pipe 1 x 0.9 12.8 Fair Condition 0
Improvement
No
194 184+700 Slab 1 x 6.2 12.5 Good Condition 0
Improvement
No
Improvement
No
Improvement
No
Improvement
Hisar Town Stretch

Span Proposed Type

(m) pipe (mm)
210 210+100 133+593 Slab 1 x 1.0 12 Poor Condition Reconstruction 1 x 1.0 27.5
No
212 215+700 Pipe 1 x 0. 4 10 Fair Condition 0
Improvement
No
Improvement
No
Improvement
Barwa bypass
No
Improvement
No
Improvement
No
Improvement

Table 8.31B: Development Proposals for New Culverts
Sl. No. Bypass Location Design Chainage Type Size Remarks

1 Kalayat 15+200 Pipe 1 x 1.2
2 Kalayat 15+300 Pipe 1x1.2
6 Narwana 30+900 Pipe 1 x 1.2
8 Narwana 31+244 Slab 1 x 4.5
10 Dhanaudha 46+515 Pipe 1 x 1.2
11 Dhanaudha 47+400 Box 1 x 3.0 x 3.0 To serve dual purpose
15 157+800 69+770 Slab 1 x 3.0 Slab Culvert (Gas Pipe)
16 Barwala 70+600 Pipe 1 x 1.2
23 Hisar 97+350 Box 1 x 3.0 x 3.0 To serve dual purpose
24 Hisar 97+680 Pipe 1 x 1.2
25 Hisar 98+017 Pipe 1 x 1.2
26 Hisar 98+350 Pipe 1 x 1.2
27 Hisar 99+025 Pipe 1 x 1.2
28 Hisar 101+050 Pipe 1 x 1.2
31 Hisar 107+100 Pipe 1 x 1.2
34 Hisar 108+670 Pipe 1 x 1.2
35 Hisar 109+360 Pipe 1 x 1.2
36 Hisar 110+020 Pipe 1 x 1.2
37 Hisar 110+305 Pipe 1 x 1.2
38 Hisar 110+400 Pipe 1 x 1.2
40 Hisar 111+250 Pipe 1 x 1.2
41 Hisar 111+510 Pipe 1 x 1.2

Sl. No. Bypass Location Design Chainage Type Size Remarks

43 Hisar 115+520 Pipe 1 x 1.2
44 Hisar 115+910 Pipe 1 x 1.2
46 Hisar 116+680 Pipe 1 x 1.2
47 Hisar 117+145 Pipe 1 x 1.2
48 Hisar 117+710 Pipe 1 x 1.2
50 Hisar 118+830 Pipe 1 x 1.2
51 Hisar 118+945 Pipe 1 x 1.2
52 Hisar 119+680 Pipe 1 x 1.2
53 Hisar 120+408 Pipe 1 x 1.2
54 Hisar 120+485 Pipe 1 x 1.2
55 Hisar 121+680 Pipe 1 x 1.2
56 Barwa 139+100 Pipe 1 x 1.2
57 Barwa 139+600 Box 1 x 3.0 x 3.0 To serve dual purpose
58 Barwa 140+700 Pipe 1 x 1.2
59 Barwa 141+300 Pipe 1 x 1.2
60 Siwani 143+900 Pipe 1 x 1.2
61 Siwani 144+210 Box 1 x 3.0 x 3.0 To serve dual purpose
62 Siwani 144+863 Box 1 x 3.0 x 3.0 To serve dual purpose
63 Siwani 145+020 Pipe 1 x 1.2
64 Siwani 146+868 Pipe 1 x 1.2
65 Siwani 146+990 Pipe 1 x 1.2
66 Siwani 147+608 Pipe 1 x 1.2
8.12 Road Furniture and Other features
8.12.1 Introduction
The road furniture, traffic safety features and other facilities included in the design are:
Bus Bays
Truck Lay byes
Road Markings
Traffic Signs
Kilometre Stone Details
200m Stones and Boundary Stones
Delineators and Object Markers
Guard Post
Crash Barrier
Road Humps and Rumble Strips

8.12.2 Bus Bays and Bus Shelters
Bus Bays are proposed as per the recommendations of IRC: 80-1981. The typical bus bay
consists of deceleration and acceleration lanes of 45m length with stopping lane of 5.0 m wide,
15m long in rural areas and 10m long in urban areas. A raised footpath of 2.0m wide is proposed
for the safety of waiting passengers. In urban areas, where the frequency of buses stopping is
more, the length of the stopping lane has been increased to 30m to accommodate two buses
stopping at the same time. Adequate arrangements have also been made to drain off surface
water. The nearby village/town sections where bus laybye with bus shelters on both sides of the
4-lane road are proposed are presented in Table 8.32.
Table 8.32: Locations of Bus Bays with Bus Shelter
Existing Chainage Design Chainage

Sl. No. Village Side
(km) (km)
1 32+600 0+650 Titram village Both side
2 28+543 4+700 Kelram Village Both side
3 25+465 7+780 Bata Village Both side
4 19+750 13+500 Kharak Pandwa village Both side
5 18+315 14+900 Klayat Village Both side
6 13+255 20+600 Pinjupura Village Both side
7 4+210 29+700 Dhakel village Both side
8 123+665 34+650 Narwana Town Both side
9 126+315 37+300 Badowal Village Both side
10 130+315 41+150 Sachhakhera Village Both side
11 135+082 46+100 Dhanauda Village Both side
12 141+982 54+000 Jajan Wala Village Both side
13 148+140 60+100 Kalar Bhaini Village Both side
14 152+170 64+125 Gaibipur Village Both side
15 157+560 69+500 Barwala town Both side
16 167+800 83+000 Sarsod Village Both side
17 173+822 89+300 Bado Patti village Both side
18 180+845 96+850 Talwandi Rana village Both side
19 Hisar Bypass 105+100 Hisar City Both side
20 Hisar Bypass 121+400 Ganguwa Village Both side
21 203+500 126+880 Muklan village Both side
22 209+800 133+300 Chaudhriwas village Both side
23 214+680 138+150 Barwa village Both side
24 219+255 143+300 Siwani town Both side
25 239+720 163+900 Jhunpa village/Bhairgram Both side

8.12.3 Truck Lay Byes
Local consultations were held at the places of petty repair shops, restaurants/dhaba etc. and
subjective opinion of the drivers regarding necessity of truck lay bye is gathered. It consists of
deceleration and acceleration lane of length 45.0m with central parking area of 150.0m length
and 7.0m wide with 1.2m wide raised kerb island separating carriageway and Laybye. Sufficient
working area and space for roadside establishments such as repair shops, vulcanising shops,
service centre, spare parts shops, telephone booth and light refreshments with first aid facilities
can be provided. Four truck lay-bye on both sides have been proposed and its location is
presented in Table 8.33.
Table 8.33: Locations of Truck Laybyes

Existing Design
Nearest
Sl. No. Chainage Chainage Side
Town
(km) (km)
1 Narwana 124+910 35+900 Both side staggered
2 Barwala 164+000 79+400 Both side staggered
3 Hisar 199+950 123+450 Both side staggered
4 Siwani 225+890 150+200 Both side staggered
8.12.4 Road Markings
Road markings perform the important function of guiding and controlling traffic on a highway.
The markings serve as psychological barriers and signify the delineation of traffic paths and their
lateral clearance from traffic hazards for safe movement of traffic. Road markings are therefore
essential to ensure smooth and orderly flow of traffic and to promote road safety. The Code of
Practice for Road Markings, IRC: 35-1997 has been used in the study as the design basis.
The location and type of marking lines, material and colour is followed using IRC: 35-1997
Code of Practice for Road Markings.
The road markings were carefully planned on carriageways, intersections and bridge locations.
8.12.5 Cautionary, Mandatory and Informatory Signs
Cautionary, mandatory and informatory signs have been provided depending on the situation and
function they perform in accordance with the IRC: 67-2001 guidelines for Road Signs.
8.12.6 Kilometre Stone Details
The details of kilometre stones are in accordance with IRC: 8-1980 guidelines. Kilometre stones
are located on the left-hand side of the road as one proceeds from the station from which the
Kilometre count starts. On divided roads with a central median, kilometre stones would be
provided at the left on both sides of the road i.e., independently for each direction of travel.
Kilometre stones shall be fixed at right angles to the centre line of the carriageway.
8.12.7 200m Stones and Boundary Stones
The details of 200m stones and boundary stones conform to IRC: 26-1967 and IRC: 25-1967.
200m stones are located on the same side of the road as the kilometre stones. The inscription on
the stones shall be the numerals 2, 4, 6 and 8 marked in an ascending order in the direction of
increasing kilometerage away from the starting station. The numerals shall be 80mm high. The

colour of the numerals shall be black on a white background. Boundary stones shall be located
on either side of the road opposite every 200m stone and kilometre stone. In addition these shall
be fixed at all angular points of the boundary. Where the boundary is on a curve or the land is of
significant value and likely to be encroached upon, the boundary stones, as required, shall be
installed at closer intervals.
8.12.8 Delineators and Object Markers
Roadway delineators are intended to mark the edges of the roadway so as to guide drivers on the
alignment ahead. Object markers are used to indicate hazards and obstructions within the vehicle
flow path, for example, channelling islands close to the intersections.
Delineators and object markers are provided as per the details given in the drawings and are
provided in accordance with the provisions of IRC: 79-1981. They are basically driving aids and
should not be regarded as substitutes for warning signs, road markings or barriers. Delineators
are provided for all curves of radius less than 600m. They are not provided at locations where
Chevron sign boards are provided.
8.12.9 Guard Post

Guard posts are proposed on embankments of height more than 1.0m, bridge approaches and
horizontal curves of radius greater than 161m. The spacing of guard post shall be 2.0m c/c in
these areas. Typical Guard post consists of precast (M20) post of size 200mm x 200mm and a
height of 600mm above ground level. They are encased in M15 cement concrete for a depth of
450mm below ground level. Guard posts are painted with alternate black and white reflective
paint of 150mm wide bands.
8.12.10 Crash Barrier
Metal Beam Crash Barrier is proposed at locations where the embankment height is more than
3.0m, at horizontal curves of radius less than 161m and also at major bridge approaches. Metal
beam rail shall be W-profile corrugated sheet steel beams complying with the following
mechanical properties.
i. Tensile strength, Min = 483 MPA
ii. Elongation in 2 inches, Min = 12%
iii. Yield, Min = 345 MPA
The beam elements shall have nominal width of 483mm. Post consists of formed channel of size
150 x 75 x 5, 785mm long and space consists of formed channel of size 150 x 75 x 5, 330 mm
long. All members of the system should be hot dipped galvanised to have a minimum counting of
550g/sqm, each face in compliance to relevant MOST Specification (Cl. 810). The spacing of
posts should be 2.0m c/c. Crash barrier system absorbs impact of vehicle and laterally restrains a
vehicle from veering off. This ensures minimum damage to the vehicle and passengers.
8.12.11 Road Humps and Rumble Strips
The Road Humps are formed by providing a rounded hump of 3.7m width (17m radius) and
0.10m height for the preferred advisory crossing speed of 25kmph for general traffic as per the
IRC: 991988 guidelines. The basic material for construction is bituminous concrete formed to
required shape. Road humps are located at T-intersections (and cross road intersections) on
minor roads or perpendicular arms about 25m away from the inner edge of the carriageway.
Proper signs boards and markings are provided to advise the drivers in advance of the situation.
Road humps are extended across carriageway up to the edge of paved shoulder.

Rumble Strips are formed by a sequence of transverse strips laid across a carriageway. Maximum
permitted height of 15mm provided no vertical face exceeds 6mm. These rumble device produce
audible and vibratory effects to alert drivers to take greater care and do not normally reduce
traffic speeds in themselves. The typical design details of rumble strips proposed are transverse
strips of Bituminous Concrete 500mm wide and overall thickness 15mm laid across a
carriageway up to the end of paved shoulder. There will be 6 such transverse strips spaced at
2.0m c/c. Rumble strips are proposed in advance of:
i. Sharp curves with radius less than 161m.

ii. Transition zones (speed limit zones).
iii. Village/urban approaches
Proper sign boards and marking are proposed to advise the drivers in advance of the situation.
8.13 Design of Toll Plaza
Toll plaza location is one of the most important aspects of any toll scheme. The key factors that
govern the optimum location of toll plaza are:
Minimum traffic diversion from project road to surrounding road network

Revenue collection
Local issues and local tollable traffic
Compatibility with National Highways Act
Engineering issues
8.13.1 Toll plaza location
Location of toll plazas has been proposed based on the traffic dispersal pattern at the respective
homogenous sections, road geometry and vertical profile of the road and the surrounding area.
Also while fixing the toll plazas for this project, the proposed Toll Plaza locations for the
preceding and succeeding packages were considered. Interactions with the design Consultants of
the packages and NHAI was held to discuss the issues and fix the location of the toll plazas.
Nearest Toll Plaza on Ambala - Kaithal section is at Km 64 (NH-65) i.e. 63 km apart for the
proposed toll plaza at Km 125.8
Nearest Toll Plaza at Haryana/Rajasthan Border - Fatehpur section is at Km 103 (NH-65
from Fatehpur) i.e. only 44.85 km apart.
The locations for the toll plaza for the different section are given in Table 8.34:

Table 8.34: Location and Section of Toll Plaza

Toll
Design Distance from preceding Tolling length of Toll
Plaza Existing Chainage
Chainage Toll Plaza (km) Plaza (km)
No. (km)
(km)
Other Package
- - - -
64+000 (NH-65)
63.36 (via prop Kaithal
56.800
Byp.)
TP-1 125+790 (NH-65) 36+776.5 (Kaithal to Surewala
60.93 (if Kaithal Byp. not
Chowk)
constructed)
66.100
TP-2 171+580 (NH-65) 87+000 50.20 (Surewala Chowk to
Hisar Bypass end)
43.359
TP-3 212+400 (NH-65) 135+900 48.90 (Hisar bypass end to
state border)
Other Package
103+000 (NH-65
- - 44.859
from Fatehpur
side)
The location of the toll plazas is based on the following:
Distance between the toll plazas

Distance from nearest major settlements and municipal limits
Maximum capture of tollable traffic to increase financial viability
Avoidance of bridges and culverts
Avoidance of junctions
Avoidance of sharp curves
The distance between Toll Plaza-I (TP-I) and Toll Plaza-II (TP-II) is less than 60km as the
location of Toll Plaza II cannot be shifted more towards Rajasthan Border due to the following
reasons:
Nearness of Talwandi Rana village at Km 181+700

Start point of proposed Hisar Town Bypass at Km 181+100
Toll Plaza cannot be proposed on the proposed Hisar bypass as the same will result in major
loss of tollable traffic destined for Hisar town
The distance between Toll Plaza-I (TP-I) and Toll Plaza-II (TP-II) is less than 60km as the location of Toll
Plaza I cannot be shifted more towards Kaithal Town due to the following reasons:
Nearness of Narwana Town at Km 122+400

Proposed ROB at Km 123+000
The distance between Toll Plaza-IIII (TP-III) and succeeding is much less than 60km as the
location of Toll Plaza III cannot be shifted more towards Hisar due to the following reasons:
Barwa village between Km 214+850 and 217+500 and proposed bypass of Bawa town
Nearness of Siwani village at Km 222+000
End point of proposed Siwani Bypass at Km 225+340
Parallel railway line on right hand side

8.13.2 Toll Plaza Design
A width of 3.2m between two upstand kerbs of tollbooth islands is considered optimum in order
to channel vehicles and to ensure they stop close enough to the toll collector. Provision of
different toll lanes width reduces the flexibility, and hence should have not been proposed.
One extra lane 4.5m width should be provided in each direction, in addition to toll lanes, for non-
tollable/exempt vehicles and oversized (extra wide) vehicles, which cannot pass through regular
toll lanes.
Number of Toll Lanes
The minimum toll lanes required with semi-automatic toll system for the projected peak hour
traffic of 20 years is as presented below in Table 8.35:
Table 8.35: Required Toll Lanes

Peak Hour Semi-automatic Toll
Toll 20 Year Tollable Peak Hour
Traffic Lane @ 240 vph (nos.) in
Plaza Vehicle (nos.) factor (%)
(nos.) each direction
I 25724 6.05 1556 4
II 36353 6.93 2519 6
III 20431 5.41 1105 3
In addition to the above one extra lane for oversized vehicles shall be added to both directions.
Land width for Toll Plaza
Land width for the toll plaza is to be acquired to permit the provision of toll lanes for projected
peak hour traffic of 20 years subjected to a minimum number of 16 toll lanes and including all
other building and structures to be accommodated at the Toll plaza location.
General Layout
A flared entry and exit approach to the toll plaza should be laid out for the safe transition of
vehicles from the highway to toll plazas and vice versa. Various flare angles can be used
however a flare angle of 1:10 is considered to be most appropriate for National Highways where
the average approach speed of vehicles is in the order of 61 90 km/hr. The total width at the toll
plaza axis is a direct function of the number of toll lanes required in the system.
8.14 Road Safety Audit
Road Safety audit has the greatest potential for improving safety and is most costeffective when
it is applied to a road or traffic design before the project is built. It can be conducted on any
design proposal that involves changes to the ways road users will interact, either with each other
or with their physical environment. It is a formal process using a defined procedure.
Road safety audit has been carried out for project road and sufficient measures has been taken for
improving detailed engineering design with respect to the road safety audit. The details of audit
taken are described in Check list below:

Checklist: Feasibility Stage Audit

Sl.
Contents Item Yes/No Comment
No.
1. Aspects to be A. Safety and operational Yes The design of the proposed
checked implications of proposed alignment takes care of the principal
alignment and junction factors affecting safety and
strategy with particular operational implications as per
references to expected road relevant IRC Codes.
users and vehicle types likely
to use the road.
B. Width options considered for Yes As provisioned in IRC Codes.
various sections.
C. Departures from standards Yes Followed relevant IRC Codes.
and action taken.
D. Provision of pedestrians, Yes By providing paved shoulder and
cyclists and intermediate service road in Urban areas and
transport. paved shoulder in Rural areas.
E. Safety implications of the Yes To the extent that the geometric

scheme beyond its physical design of the road takes into account
limits i.e. how the scheme safety aspects considering the
fits into its environs and road existing tree lines, other
hierarchy. structures/electric poles, obstruction
created by landscaping etc. in town
areas etc.
2. A1: General Departures from Standards No Followed relevant IRC codes.
Cross-sectional variation Yes No abrupt variation to cause concern

for safety.
Drainage Yes Road grades and cross fails are
adequate for satisfactory drainage.
Provision of proper drainage system
in urban and rural areas and earthen
drain along the road has been made.
Climatic conditions Yes Design has taken care of
temperature and rainfall.
Landscaping NA To be taken care of at execution
stage ensuring the same does not
obstruct visibility.
Services apparatus Yes Design is adequate in dealing with
overhead services.
Lay-byes Yes Bus lay-byes, truck lay-byes at
appropriate locations have been
provided.
Footpaths Yes Provided at junctions & urban
sections.
Pedestrian Crossings Yes Provided at junctions & near
settlements.
Access (minimize number Yes Service Roads provided.
of private accesses)
Emergency vehicles NA Not applicable at Design Stage.
Public Transport
Future Widening Yes

Sl.
Contents Item Yes/No Comment
No.
Staging of Contracts NA
Adjacent development Yes Access to major adjacent
developments has been designed.
3. A2: Local Visibility Yes Horizontal and vertical alignments
Alignment satisfy visibility criteria at all
locations.
New/Existing road interface Yes Sufficient transition zone has been
proposed. All cross roads were
properly designed with main road.
Safety Aids on steep hills. Yes Provisions of retaining wall and

crash barriers have been made.
4. A3: Junctions Minimise potential conflicts Yes The major junctions have been
designed at grade with priority
control and proper signages as per
IRC Code.
Layout Yes Followed IRC standards.
Visibility Yes Horizontal and vertical alignments
are consistent with visibility.
Standards are appropriate for speed.
Free sight line has been maintained.
5. A4: Non- Adjacent land Yes Safe access to adjacent land has
motorized road been designed.
users provision
Pedestrians Yes Adequate visibility for safe
crossings has been made by PUP &
FOB.
Cyclists & Non-motorised Yes Provision of paved shoulder in rural
vehicles areas and service roads at urban
areas have been done.
6. A5: Signs and Lighting Yes Provisions have been made.
lighting
Signs / Markings Yes Provisions have been made.
7. C6: Build ability Yes
Construction
and Operation Operational NA
Network Management No Would be taken care in the DPR
stage.

Annexure 8.1
Annexure 8.1
Annexure 8.1E
DESIGN TRAFFIC IN MILLION STANDARD AXLE

Project Road: Consultancy Services for preparation of Detailed Project Report for rehabilitation and upgradation of NH stretches
under NHDP-IVB in the state of Haryana / Kaithal Rajasthan Border NH-65
Location/ Section: Location of Survey Km 18+000
Base Year/ Traffic Count Year: August 2011

VEHICULAR TRAFFIC PROJECTION IN AADT , BOTH DIRECTION
Bus LCV 2-axle 3-axle Multi Axle
YEAR Growth Growth Growth Growth Growth
AADT AADT AADT AADT AADT
Rate % Rate % Rate % Rate % Rate %
BASE
2011 384 4.61 754 7.32 472 2.00 585 8.14 239 8.64
YEAR
Constructi 2012 402 4.61 809 7.32 481 2.00 633 8.14 260 8.64
on Period 2013 420 4.61 868 7.32 491 2.00 684 8.14 282 8.64
1 2014 440 4.61 932 7.32 501 2.00 740 8.14 306 8.64
2 2015 460 4.61 1000 7.32 511 2.00 800 8.14 333 8.64
3 2016 481 3.97 1073 6.76 521 1.00 865 7.51 362 8.01
4 2017 500 3.97 1146 6.76 526 1.00 930 7.51 391 8.01
5 2018 520 3.97 1223 6.76 532 1.00 1000 7.51 422 8.01
6 2019 541 3.97 1306 6.76 537 1.00 1075 7.51 456 8.01
7 2020 562 3.97 1394 6.76 542 1.00 1156 7.51 492 8.01
8 2021 584 3.41 1489 6.38 548 0.00 1243 7.08 532 7.58
9 2022 604 3.41 1584 6.38 548 0.00 1331 7.08 572 7.58
10 2023 625 3.41 1685 6.38 548 0.00 1425 7.08 615 7.58
11 2024 646 3.41 1792 6.38 548 0.00 1526 7.08 662 7.58
12 2025 668 3.41 1907 6.38 548 0.00 1634 7.08 712 7.58
13 2026 691 3.35 2028 6.14 548 0.00 1749 6.82 766 7.32
14 2027 714 3.35 2153 6.14 548 0.00 1869 6.82 822 7.32
15 2028 738 3.35 2285 6.14 548 0.00 1996 6.82 882 7.32
16 2029 763 3.35 2425 6.14 548 0.00 2132 6.82 947 7.32
17 2030 788 3.35 2574 6.14 548 0.00 2278 6.82 1016 7.32
18 2031 815 3.35 2732 5.96 548 0.00 2433 6.62 1091 7.12
19 2032 842 3.35 2895 5.96 548 0.00 2594 6.62 1168 7.12
20 2033 870 3.35 3068 5.96 548 0.00 2766 6.62 1252 7.12
Cumulative Both Direction Traffic in Million
Year BUS LGV 2-Axle 3-Axle M-Axle
8 years 1.492 3.491 1.539 2.850 1.202
10 years 1.941 4.684 1.939 3.856 1.635
15 years 3.203 8.394 2.939 7.058 3.039
20 years 4.692 13.393 3.938 11.512 5.037
30 years 6.523 23.894 3.938 21.854 10.020
CUMULATIVE NUMBER OF STANDARD AXLES TO BE CATERED FOR DESIGN IN TERMS OF MSA PER LANE IN EACH
DIRECTION
Directional Distribution 0.5 The Cumulative number of Standard Axles (N)
Lane Distribution (D) 0.75

N=
[
365 (1 + r ) 1
n
]
A D F
Bus 0.09 r
VDF Values (F)
LGV 0.13 A= Initial traffic in the year of completion of construction
2-Axle 2.00 n= Design life in years
3-Axle 5.99 r = Annual growth Rate of Commercial Vechile
M-Axle 11.37
Year BUS LGV 2-Axle 3-Axle M-Axle TOTAL

8 years 0.050 0.173 1.153 6.403 5.126 13 msa
10 years 0.066 0.231 1.452 8.663 6.974 17 msa
15 years 0.108 0.415 2.201 15.857 12.959 32 msa
20 years 0.158 0.662 2.950 25.864 21.480 51 msa
Scott Wilson
Annexure 8.1E


Bus LGV 2-axle 3-axle M-axle
BASE
2011 369 4.61 865 7.32 758 2.00 1055 8.14 450 8.64
YEAR
Constructi 2012 386 4.61 928 7.32 773 2.00 1141 8.14 489 8.64
on Period 2013 404 4.61 996 7.32 789 2.00 1234 8.14 531 8.64
1 2014 422 4.61 1069 7.32 804 2.00 1334 8.14 577 8.64
2 2015 442 4.61 1147 7.32 820 2.00 1443 8.14 627 8.64
3 2016 462 3.97 1231 6.76 837 1.00 1560 7.51 681 8.01
4 2017 481 3.97 1315 6.76 845 1.00 1677 7.51 736 8.01
5 2018 500 3.97 1404 6.76 854 1.00 1803 7.51 794 8.01
6 2019 520 3.97 1498 6.76 862 1.00 1939 7.51 858 8.01
7 2020 540 3.97 1600 6.76 871 1.00 2084 7.51 927 8.01
8 2021 562 3.41 1708 6.38 880 0.00 2241 7.08 1001 7.58
9 2022 581 3.41 1817 6.38 880 0.00 2400 7.08 1077 7.58
10 2023 601 3.41 1933 6.38 880 0.00 2569 7.08 1159 7.58
11 2024 621 3.41 2056 6.38 880 0.00 2751 7.08 1246 7.58
12 2025 642 3.41 2187 6.38 880 0.00 2946 7.08 1341 7.58
13 2026 664 3.35 2327 6.14 880 0.00 3155 6.82 1443 7.32
14 2027 686 3.35 2470 6.14 880 0.00 3370 6.82 1548 7.32
15 2028 709 3.35 2621 6.14 880 0.00 3600 6.82 1661 7.32
16 2029 733 3.35 2782 6.14 880 0.00 3845 6.82 1783 7.32
17 2030 758 3.35 2953 6.14 880 0.00 4108 6.82 1914 7.32
18 2031 783 3.35 3134 5.96 880 0.00 4388 6.62 2054 7.12
19 2032 809 3.35 3321 5.96 880 0.00 4678 6.62 2200 7.12
20 2033 836 3.35 3519 5.96 880 0.00 4988 6.62 2357 7.12
8 years 1.434 4.005 2.472 5.140 2.263
10 years 1.865 5.374 3.114 6.954 3.079
15 years 3.078 9.630 4.720 12.729 5.722
20 years 4.509 15.364 6.325 20.761 9.484
30 years 6.268 27.411 6.325 39.413 18.867
DIRECTION
Lane Distribution (D) 0.75 [ n

365 (1 + r ) 1]
N= A D F
r
Bus 0.08
VDF Values (F)
M-Axle 10.19

8 years 0.043 0.534 3.993 16.206 8.653 29 msa
10 years 0.056 0.717 5.030 21.924 11.772 39 msa
15 years 0.092 1.285 7.623 40.132 21.874 71 msa
20 years 0.135 2.050 10.216 65.457 36.256 114 msa
Scott Wilson
Annexure 8.1E


BASE
2011 399 4.61 895 7.32 766 2.00 990 8.14 428 8.64
YEAR
Constructi 2012 417 4.61 961 7.32 781 2.00 1071 8.14 465 8.64
on Period 2013 437 4.61 1031 7.32 797 2.00 1158 8.14 505 8.64
1 2014 457 4.61 1106 7.32 813 2.00 1252 8.14 549 8.64
2 2015 478 4.61 1187 7.32 829 2.00 1354 8.14 596 8.64
3 2016 500 3.97 1274 6.76 846 1.00 1464 7.51 648 8.01
4 2017 520 3.97 1360 6.76 854 1.00 1574 7.51 700 8.01
5 2018 540 3.97 1452 6.76 863 1.00 1692 7.51 756 8.01
6 2019 562 3.97 1550 6.76 871 1.00 1819 7.51 816 8.01
7 2020 584 3.97 1655 6.76 880 1.00 1956 7.51 882 8.01
8 2021 607 3.41 1767 6.38 889 0.00 2103 7.08 952 7.58
9 2022 628 3.41 1880 6.38 889 0.00 2252 7.08 1024 7.58
10 2023 649 3.41 2000 6.38 889 0.00 2411 7.08 1102 7.58
11 2024 672 3.41 2127 6.38 889 0.00 2582 7.08 1186 7.58
12 2025 694 3.41 2263 6.38 889 0.00 2765 7.08 1275 7.58
13 2026 718 3.35 2408 6.14 889 0.00 2960 6.82 1372 7.32
14 2027 742 3.35 2555 6.14 889 0.00 3162 6.82 1472 7.32
15 2028 767 3.35 2712 6.14 889 0.00 3378 6.82 1580 7.32
16 2029 793 3.35 2879 6.14 889 0.00 3608 6.82 1696 7.32
17 2030 819 3.35 3056 6.14 889 0.00 3854 6.82 1820 7.32
18 2031 847 3.35 3243 5.96 889 0.00 4117 6.62 1953 7.12
19 2032 875 3.35 3436 5.96 889 0.00 4390 6.62 2092 7.12
20 2033 904 3.35 3641 5.96 889 0.00 4681 6.62 2241 7.12
8 years 1.550 4.144 2.498 4.823 2.153
10 years 2.017 5.560 3.147 6.525 2.929
15 years 3.328 9.964 4.769 11.944 5.442
20 years 4.875 15.897 6.392 19.482 9.020
30 years 6.778 28.362 6.392 36.984 17.944
DIRECTION

365 (1 + r ) 1]
N= A D F
Bus 0.08 r
VDF Values (F)
M-Axle 14.54

8 years 0.047 0.092 2.432 10.667 11.735 25 msa
10 years 0.060 0.124 3.063 14.431 15.965 34 msa
15 years 0.100 0.222 4.642 26.415 29.665 61 msa
20 years 0.146 0.354 6.221 43.084 49.170 99 msa
Scott Wilson
Annexure 8.1E

BASE
2011 607 4.61 1012 7.32 981 2.00 989 8.14 410 8.64
YEAR
Constructi 2012 635 4.61 1086 7.32 1001 2.00 1070 8.14 445 8.64
on Period 2013 664 4.61 1166 7.32 1021 2.00 1157 8.14 484 8.64
1 2014 695 4.61 1251 7.32 1041 2.00 1251 8.14 526 8.64
2 2015 727 4.61 1342 7.32 1062 2.00 1353 8.14 571 8.64
3 2016 760 3.97 1441 6.76 1083 1.00 1463 7.51 620 8.01
4 2017 791 3.97 1538 6.76 1094 1.00 1572 7.51 670 8.01
5 2018 822 3.97 1642 6.76 1105 1.00 1691 7.51 724 8.01
6 2019 855 3.97 1753 6.76 1116 1.00 1818 7.51 782 8.01
7 2020 889 3.97 1872 6.76 1127 1.00 1954 7.51 844 8.01
8 2021 924 3.41 1998 6.38 1138 0.00 2101 7.08 912 7.58
9 2022 955 3.41 2126 6.38 1138 0.00 2249 7.08 981 7.58
10 2023 988 3.41 2261 6.38 1138 0.00 2409 7.08 1056 7.58
11 2024 1022 3.41 2406 6.38 1138 0.00 2579 7.08 1136 7.58
12 2025 1056 3.41 2559 6.38 1138 0.00 2762 7.08 1222 7.58
13 2026 1092 3.35 2722 6.14 1138 0.00 2957 6.82 1314 7.32
14 2027 1129 3.35 2889 6.14 1138 0.00 3159 6.82 1411 7.32
15 2028 1167 3.35 3067 6.14 1138 0.00 3375 6.82 1514 7.32
16 2029 1206 3.35 3255 6.14 1138 0.00 3605 6.82 1625 7.32
17 2030 1246 3.35 3455 6.14 1138 0.00 3851 6.82 1744 7.32
18 2031 1288 3.35 3667 5.96 1138 0.00 4113 6.62 1871 7.12
19 2032 1331 3.35 3886 5.96 1138 0.00 4385 6.62 2004 7.12
20 2033 1376 3.35 4117 5.96 1138 0.00 4676 6.62 2147 7.12
8 years 2.359 4.686 3.200 4.818 2.062
10 years 3.068 6.287 4.031 6.519 2.806
15 years 5.063 11.266 6.108 11.932 5.213
20 years 7.417 17.975 8.186 19.462 8.641
30 years 10.311 32.070 8.186 36.947 17.190
DIRECTION

]
365 (1 + r ) 1
N= A D F
Bus 0.080 r
VDF Values (F)
M-Axle 14.536

8 years 0.071 0.104 3.114 10.656 11.241 25 msa
10 years 0.092 0.140 3.923 14.416 15.294 34 msa
15 years 0.152 0.251 5.945 26.389 28.418 61 msa
20 years 0.222 0.401 7.967 43.041 47.102 99 msa
Scott Wilson
Annexure 8.1E


BASE
2011 181 4.61 748 7.32 663 2.00 1066 8.14 593 8.64
YEAR
Constructi 2012 189 4.61 803 7.32 676 2.00 1153 8.14 644 8.64
on Period 2013 198 4.61 862 7.32 690 2.00 1247 8.14 700 8.64
1 2014 207 4.61 925 7.32 704 2.00 1348 8.14 760 8.64
2 2015 217 4.61 992 7.32 718 2.00 1458 8.14 826 8.64
3 2016 227 3.97 1065 6.76 732 1.00 1576 7.51 897 8.01
4 2017 236 3.97 1137 6.76 739 1.00 1695 7.51 969 8.01
5 2018 245 3.97 1214 6.76 747 1.00 1822 7.51 1047 8.01
6 2019 255 3.97 1296 6.76 754 1.00 1959 7.51 1131 8.01
7 2020 265 3.97 1383 6.76 762 1.00 2106 7.51 1221 8.01
8 2021 275 3.41 1477 6.38 769 0.00 2264 7.08 1319 7.58
9 2022 285 3.41 1571 6.38 769 0.00 2425 7.08 1419 7.58
10 2023 295 3.41 1671 6.38 769 0.00 2596 7.08 1527 7.58
11 2024 305 3.41 1778 6.38 769 0.00 2780 7.08 1643 7.58
12 2025 315 3.41 1891 6.38 769 0.00 2977 7.08 1767 7.58
13 2026 326 3.35 2012 6.14 769 0.00 3188 6.82 1901 7.32
14 2027 337 3.35 2136 6.14 769 0.00 3405 6.82 2040 7.32
15 2028 348 3.35 2267 6.14 769 0.00 3637 6.82 2189 7.32
16 2029 360 3.35 2406 6.14 769 0.00 3885 6.82 2350 7.32
17 2030 372 3.35 2554 6.14 769 0.00 4150 6.82 2522 7.32
18 2031 384 3.35 2710 5.96 769 0.00 4433 6.62 2706 7.12
19 2032 397 3.35 2872 5.96 769 0.00 4727 6.62 2899 7.12
20 2033 410 3.35 3043 5.96 769 0.00 5040 6.62 3105 7.12
8 years 0.703 3.463 2.162 5.194 2.983
10 years 0.915 4.647 2.724 7.026 4.058
15 years 1.510 8.327 4.128 12.861 7.540
20 years 2.212 13.286 5.532 20.978 12.498
30 years 3.075 23.704 5.532 39.824 24.862
DIRECTION
Lane Distribution (D) 0.75 N=

[ n
]
365 (1 + r ) 1
A D F
r
Bus 0.08
VDF Values (F)
M-Axle 14.65

8 years 0.021 0.164 3.942 16.333 16.383 37 msa
10 years 0.027 0.219 4.966 22.096 22.289 50 msa
15 years 0.045 0.393 7.526 40.447 41.416 90 msa
20 years 0.066 0.627 10.085 65.971 68.646 145 msa
Scott Wilson
Annexure 8.2
RIGID PAVEMENT AT TOLL PLAZA - I Annexure 8.2
(DESIGN CH. 27+700)
DESIGN OF PLAIN JOINTED RIGID PAVEMENTS
Project Road: Consultancy Services for preparation of Detailed Project Report for
rehabilitation and upgradation of NH stretches under NHDP-IVB in the state of
Haryana / Kaithal Rajasthan Border NH-65
Inputs
Type of Concrete M40
Flexural Strength (Modulus of Rupture) of
fcr 45 kg/cm2
Concrete
Design Period 30 Years
Load Safety Factor 1.2
Design Traffic, % of the total Repetitions of
25 %
Comercial Vehicles
98th Percential axle load 14 ton
Tyre Pressure 8 kg/cm2
CBR Value of subgrade 8 %
Thickness of Granular Sub-Base 15 cm
Thickness of DLC 15 cm
Trial Thickness of Pavement h 30 cm
Posson's Ratio of Concrete 0.15
Modulus of Elasticity of concrete E 300000 kg/cm2
Coefficent of Thermal expansion of 0
a 0.00001 /C
Concrete
Spacing of contraction joint (L) 450 cm
Width of Slab (B) 350 cm
Modulus of subgrade reaction (kg/cm3)
5.0 kg/cm3
(from Table 2)
Effective k over 150 cm DLC 41.7 kg/cm3
URS / Scott Wilson

(DESIGN CH. 27+700)
Fatigue Life Analysis

SINGLE AXLE REAR ONLY
LCV 2-AXLE
MULTI AXLE TOTAL
Axle Stress,
Fatigue
Sl. Axle Load Category Load Expected Expected kg/cm2 Stress Fatigue life
Number of % of Number of Number of % of Expected Expected AL X 1.2 life,
No. (Tonnes) (AL) in Repetitions % of Each Repetitions from Ratio consumed
Single Axles Each Single Axles Single Axles Each Repetitions Repetitions N
Tonnes in Design Category in Design charts
(Rear Only) Category (Rear Only) (Rear Only) Category in Design life in Design life
life life
1 0.00 2.00 1 17 32.08 1916003 1 1.45 14270 0 0.00 0 1930273 1.20 1.628 0.04 Infinity 0.000
2 2.00 4.00 3 22 41.51 2479533 12 17.39 171237 4 15.38 385395 3036165 3.60 4.14 0.09 Infinity 0.000
3 4.00 6.00 5 6 11.32 676236 17 24.64 242586 4 15.38 385395 1304217 6.00 6.355 0.14 Infinity 0.000
4 6.00 8.00 7 7 13.21 788942 16 23.19 228316 8 30.77 770789 1788047 8.40 8.419 0.19 Infinity 0.000
5 8.00 10.00 9 1 1.89 112706 5 7.25 71349 3 11.54 289046 473101 10.80 10.377 0.23 Infinity 0.000
6 10.00 12.00 11 0 0.00 0 10 14.49 142698 3 11.54 289046 431744 13.20 12.249 0.27 Infinity 0.000
7 12.00 14.00 13 0 0.00 0 5 7.25 71349 2 7.69 192697 264046 15.60 14.051 0.31 Infinity 0.000
8 14.00 16.00 15 0 0.00 0 3 4.35 42809 2 7.69 192697 235506 18.00 15.797 0.35 Infinity 0.000
9 16.00 18.00 17 0 0.00 0 0 0.00 0 0 0.00 0 0 20.40 17.498 0.39 Infinity 0.000
10 18.00 20.00 19 0 0.00 0 0 0.00 0 0 0.00 0 0 22.80 19.161 0.43 Infinity 0.000
11 20.00 22.00 21 0 0.00 0 0 0.00 0 0 0.00 0 0 25.20 20.79 0.46 14335236 0.000
12 22.00 24.00 23 0 0.00 0 0 0.00 0 0 0.00 0 0 27.60 22.389 0.50 762043 0.000
13 24.00 26.00 25 0 0.00 0 0 0.00 0 0 0.00 0 0 30.00 3.959 0.09 Infinity 0.000
14 26.00 28.00 27 0 0.00 0 0 0.00 0 0 0.00 0 0 32.40 25.503 0.57 71229 0.000
15 28.00 30.00 29 0 0.00 0 0 0.00 0 0 0.00 0 0 34.80 27.022 0.60 30927 0.000
No. of Vehicles weighed = 53 69 26
No. of Vehicles counted =
Sample Size =
TANDEM AXLE
3-AXLE
MULTI AXLE TOTAL
Axle Stress,
Fatigue
Sl. Axle Load Category Load Expected
% of Expected Expected kg/cm2 Stress Fatigue life
AL X 1.2 life,
No. (Tonnes) (AL) in Number of % of Each Repetitions Number of from Ratio consumed
Each Repetitions Repetitions N
Tonnes Tandem Axles Category in Design Tandem Axles charts
Category in Design life in Design life
life
1 0.00 2.00 1 0 0 0 0.00 0 0 0 1.20 0.763 0.02 Infinity 0.000
2 2.00 4.00 3 1 1 62086 6.00 26 1425290 1487376 3.60 1.947 0.04 Infinity 0.000
3 4.00 6.00 5 0 0 0 7.00 30 1662838 1662838 6.00 2.955 0.07 Infinity 0.000
4 6.00 8.00 7 4 5 248346 6.00 26 1425290 1673636 8.40 3.876 0.09 Infinity 0.000
5 8.00 10.00 9 4 5 248346 1.00 4 237548 485894 10.80 4.742 0.11 Infinity 0.000
6 10.00 12.00 11 9 10 558778 0.00 0 0 558778 13.20 5.569 0.12 Infinity 0.000
7 12.00 14.00 13 4 5 248346 1.00 4 237548 485894 15.60 6.363 0.14 Infinity 0.000
8 14.00 16.00 15 7 8 434605 2.00 9 475097 909702 18.00 7.129 0.16 Infinity 0.000
9 16.00 18.00 17 10 11 620865 0.00 0 0 620865 20.40 7.871 0.17 Infinity 0.000
10 18.00 20.00 19 7 8 434605 0.00 0 0 434605 22.80 8.59 0.19 Infinity 0.000
11 20.00 22.00 21 8 9 496692 0.00 0 0 496692 25.20 9.289 0.21 Infinity 0.000
12 22.00 24.00 23 10 11 620865 0.00 0 0 620865 27.60 9.97 0.22 Infinity 0.000
13 24.00 26.00 25 14 16 869211 0.00 0 0 869211 30.00 10.635 0.24 Infinity 0.000
14 26.00 28.00 27 3 3 186259 0.00 0 0 186259 32.40 11.286 0.25 Infinity 0.000
15 28.00 30.00 29 0 0 0 0.00 0 0 0 34.80 11.924 0.26 Infinity 0.000
16 30.00 32.00 31 5 6 310432 0.00 0 0 310432 37.20 12.55 0.28 Infinity 0.000
17 32.00 34.00 33 0 0 0 0.00 0 0 0 39.60 13.166 0.29 Infinity 0.000
18 34.00 36.00 35 1 1 62086 0.00 0 0 62086 42.00 13.772 0.31 Infinity 0.000
19 36.00 38.00 37 0 0 0 0.00 0 0 0 44.40 14.27 0.32 Infinity 0.000
20 38.00 40.00 39 1 1 62086 0.00 0 0 62086 46.80 14.958 0.33 Infinity 0.000
21 40.00 42.00 41 0 0 0 0.00 0 0 0 49.20 15.539 0.35 Infinity 0.000
22 42.00 44.00 43 0 0 0 0.00 0 0 0 51.60 16.113 0.36 Infinity 0.000
23 44.00 46.00 45 0 0 0 0.00 0 0 0 54.00 16.68 0.37 Infinity 0.000
24 46.00 48.00 47 0 0 0 0.00 0 0 0 56.40 17.239 0.38 Infinity 0.000
25 48.00 50.00 49 0 0 0 0 0 0 0 58.80 17.608 0.39 Infinity 0.000
26 50.00 52.00 51 0 0 0 0 0 0 0 61.20
27 52.00 54.00 53 0 0 0 0 0 0 0 63.60
28 54.00 56.00 55 0 0 0 0 0 0 0 66.00
29 56.00 58.00 57 0 0 0 0 0 0 0 68.40
30 58.00 60.00 59 0 0 0 0 0 0 0 70.80
No. of Vehicles weighed = 88 23
Sample Size =
CUMULATIVE FATIGUE LIFE CONSUMED 0.000

SAFE
URS / Scott Wilson

Annexure 8.2
Design Wheel Load: Rear Single Axle Only

110.00
100.00
90.00
Cumulative Frequency %
80.00
70.00
60.00
50.00
40.00
30.00
20.00 98 Percentile Load = 14 Ton
10.00
0.00
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Rear Single Axle Load In Ton
URS / Scott Wilson

(DESIGN CH. 27+700)
Analysis of Axle Load Survey for Rigid Pavement Design
Single Axles Rear only
Axle Load Average Axle Number of Axles Cumulative Cumulative

(tonnes) Load (tonnes) LGV 2-Axle 3-Axle Multiaxle Bus Total % Total Total Total %
0-2 1 17 1 0 18 14.75 18.00 14.75
2-4 3 22 12 0 34 27.87 52.00 42.62
4-6 5 6 17 0 23 18.85 75.00 61.48
6-8 7 7 16 0 23 18.85 98.00 80.33
8-10 9 1 5 0 6 4.92 104.00 85.25
10-12 11 0 10 0 10 8.20 114.00 93.44
12-14 13 0 5 0 5 4.10 119.00 97.54
14-16 15 0 3 0 3 2.46 122.00 100.00
16-18 17 0 0 0 0 0.00 122.00 100.00
18-20 19 0 0 0 0 0.00 122.00 100.00
20-22 21 0 0 0 0 0.00 122.00 100.00
22-24 23 0 0 0 0 0.00 122.00 100.00
24-26 25 0 0 0 0 0.00 122.00 100.00
26-28 27 0 0 0 0 0.00 122.00 100.00
28-30 29 0 0 0 0 0.00 122.00 100.00
Total 122
URS / Scott Wilson

(DESIGN CH. 27+700)
Check for Temperature Stresses

Eh 3
Radius of relative stiffness (I) = 4 63.791 cm
2
(
12 1 )k
L/ 7.054
Bradbury's Coefficent ( C ) 1.036

o
Temperature Differential (t) 15.8 C
Coefficient of thermal expansion of cement concrete ( ) 1.00E-05
CEt
Edge Warping Stress = 24.55238 kg/cm2
2
Highest Axle Load Stress 15.79 kg/cm2
Total of Temperature Warping Stress and the highest
40.34 kg/cm2
axle load stress=
Flexural Strength of Concrete= 45.00 kg/cm2
Safe
Total of Temperature Warping Stress and the highest axle load stress is less
than the flexural strength, so pavement is safe under the combined action of
wheel load and temperature
URS / Scott Wilson

(DESIGN CH. 27+700)
Check for Corner Stress
3P a 2
1 .2

Corner Stress = 2 1

h l

Eh 3
Radius of relative stiffness, (l) = 4
2
(
12 1 )k
0.5
Radius of area contact of wheel, Pd S Pd
0.5
= 0.8521x +
qx 0.5227 xq
Considering a Single Axle dual
wheel (a)
Tyre Pressure (q) 8 kg/cm2
98 percentile axle load 14 tonne
Wheel Load( Dual wheel), P 7 tonne
Load on one tyre, Pd 3.5 tonne
C/c distance between two tyres (S) 31 cm
a= 20.103 cm
l= 63.791 cm
CORNER STRESS 14.49 Kg/cm2
Flexural Strength of Concrete 45 Kg/cm2
The corner stress is less than the flexural strength of the concrete
It is safe
URS / Scott Wilson

(DESIGN CH. 27+700)
DESIGN OF DOWEL BAR

Design wheel Load (Dual Wheel) Kg 7000
Percentage of Wheel load to transferred by Dowel bar % 40
Width of Joint (z) cm 2
Diameter of Dowel bar (b) cm 3.2
Characteristic compresive strength of concrete (M40) Grade (fck) Kg/cm2 400
Allowable Bearing Stress on Concrete (Fb) = (10.16-b)*fck/9.525 Kg/cm2 292.28
Spacing between Dowel bar, (s) = cm 25

Distance of the first Dowel bar from the Pavement Edge cm 15
Radius of Relative Stiffness, ( l )

Eh 3
= 4 cm 63.791
2
(
12 1 )k
Number of dowel bars participating in load transfer when load is just over the
dowel bar close to the edge of the slab, (n) = 1+ l /spacing 3
Total Load transferred by Dowel bar system 1.824 Pt

Load carried by the Outer dowel bar, (Pt) Kg 1534.840
Check for Bearing Stress
Moment of Inertia of Dowel bar, (I) = b4/64 cm4 5.147
Modulus of Dowel/Concrete interaction (Dowel Support), (K) Kg/cm2/cm 41500
Modulus of the Elasticity of the Dowel bar, (E) Kg/cm2 2.0E+06
Relative stiffness of dowel bar embedded in concrete, () = 4 0.238

Kb / 4 EI
KPt
Bearing Stress between the concrete and dowel bar (max) = (2 + Z ) Kg/cm2 283
4 3 EI
Since Bearing Stres is less than the Allowable Bearing stress, Safe
URS / Scott Wilson

(DESIGN CH. 27+700)
DESIGN OF TIE BARS

Design Parameters
Slab Thick ness cm 30
Coefficient of friction between pavement and the Sub-base/base, (f) 1.5
Lane Width, (b) m 3.5
Density of Concrete kg/m3 2400
Weight of Slab, (W) kg/m2 720
Allowable Tensile Stress in plain bars (as per IRC:21-2000), (S) kg/cm2 1250
2
Allowable Tensile Stress in Deformed bars (as per IRC:21-2000), (S) kg/cm 2000
2
Allowable Bond Stress in plain tie bars, (B) kg/cm 17.5
2
Allowable Bond Stress in Deformed tie bars, (B) kg/cm 24.6
Diameter of Tie bar cm 1.2
Cross Sectional area of tie bar, (A) cm2 1.131
Perimetre of Tie bar, (P) cm 3.770
(A) Spacing and length of the plain bar
Area of Steel bar per metre width of join to resist the frictional force
at slab bottom, (As) = bfW/ S cm2/m 3.024
Spacing of Tie bars c/c, = A/As cm 37
Length of Tie bar, (L) = 2xSxA / BxP cm 42.86
Increase length by 10 cm for loss of bond due to painting and
cm 58.00
another 5 cm for tolerance in placement, Therefore the length is
(A) Spacing and length of the Deformed Tie bar

cm 64.00
URS / Scott Wilson

RIGID PAVEMENT AT TOLL PLAZA - II Annexure 8.2
(DESIGN CH. 86+000)
Inputs
fcr 45 kg/cm2
Concrete
25 %
Comercial Vehicles
0.00001 /C
Concrete
5.0 kg/cm3
(from Table 2)
URS / Scott Wilson

(DESIGN CH. 86+000)

LCV 2-AXLE
BUS MULTI AXLE TOTAL
Axle Stress,
Fatigue
Sl. Axle Load Category Load Expected Expected Expected kg/cm2 Stress Fatigue life
Number of % of Number of Number of Number of % of Expected Expected AL X 1.2 life,
No. (Tonnes) (AL) in Repetitions % of Each Repetitions % of Each Repetitions from Ratio consumed
Single Axles Each Single Axles Single Axles Single Axles Each Repetitions Repetitions N
Tonnes in Design Category in Design Category in Design charts
(Rear Only) Category (Rear Only) (Rear Only) (Rear Only) Category in Design life in Design life
life life life
1 0.00 2.00 1 56 71.79 5756066 0 #DIV/0! 6 6.45 132026 0 0.00 0 5888092 1.20 1.628 0.04 Infinity 0.000
2 2.00 4.00 3 15 19.23 1541803 0 #DIV/0! 13 13.98 286057 4 10.81 464583 2292443 3.60 4.14 0.09 Infinity 0.000
3 4.00 6.00 5 6 7.69 616721 0 #DIV/0! 12 12.90 264053 8 21.62 929166 1809940 6.00 6.355 0.14 Infinity 0.000
4 6.00 8.00 7 0 0.00 0 0 #DIV/0! 14 15.05 308062 4 10.81 464583 772645 8.40 8.419 0.19 Infinity 0.000
5 8.00 10.00 9 1 1.28 102787 0 #DIV/0! 16 17.20 352070 7 18.92 813020 1267877 10.80 10.377 0.23 Infinity 0.000
6 10.00 12.00 11 0 0.00 0 0 #DIV/0! 19 20.43 418084 2 5.41 232291 650375 13.20 12.249 0.27 Infinity 0.000
7 12.00 14.00 13 0 0.00 0 0 #DIV/0! 10 10.75 220044 6 16.22 696874 916918 15.60 14.051 0.31 Infinity 0.000
8 14.00 16.00 15 0 0.00 0 0 #DIV/0! 2 2.15 44009 1 2.70 116146 160155 18.00 15.797 0.35 Infinity 0.000
9 16.00 18.00 17 0 0.00 0 0 #DIV/0! 1 1.08 22004 3 8.11 348437 370441 20.40 17.498 0.39 Infinity 0.000
10 18.00 20.00 19 0 0.00 0 0 #DIV/0! 0 0.00 0 1 2.70 116146 116146 22.80 19.161 0.43 Infinity 0.000
11 20.00 22.00 21 0 0.00 0 0 #DIV/0! 0 0.00 0 1 2.70 116146 116146 25.20 20.79 0.46 14335236 0.008
12 22.00 24.00 23 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 27.60 22.389 0.50 762043 0.000
13 24.00 26.00 25 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 30.00 3.959 0.09 Infinity 0.000
14 26.00 28.00 27 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 32.40 25.503 0.57 71229 0.000
15 28.00 30.00 29 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 34.80 27.022 0.60 30927 0.000
No. of Vehicles weighed = 78 0 93 37
Sample Size =
TANDEM AXLE
3-AXLE
MULTI AXLE TOTAL
Axle Stress,
Fatigue
Sl. Axle Load Category Load
Number of
Expected
Number of % of Expected Expected kg/cm2 Stress Fatigue life
AL X 1.2 life,
No. (Tonnes) (AL) in % of Each Repetitions from Ratio consumed
Tandem Tandem Each Repetitions Repetitions N
Tonnes Category in Design charts
Axles Axles Category in Design life in Design life
life
1 0.00 2.00 1 0 0 0 0.00 0 0 0 1.20 0.763 0.02 Infinity 0.000
2 2.00 4.00 3 0 0 0 11.00 35 3277564 3277564 3.60 1.947 0.04 Infinity 0.000
3 4.00 6.00 5 0 0 0 1.00 3 297960 297960 6.00 2.955 0.07 Infinity 0.000
4 6.00 8.00 7 6 6 595921 7.00 23 2085722 2681643 8.40 3.876 0.09 Infinity 0.000
5 8.00 10.00 9 11 12 1092521 6.00 19 1787762 2880283 10.80 4.742 0.11 Infinity 0.000
6 10.00 12.00 11 5 5 496601 3.00 10 893881 1390482 13.20 5.569 0.12 Infinity 0.000
7 12.00 14.00 13 3 3 297960 2.00 6 595921 893881 15.60 6.363 0.14 Infinity 0.000
8 14.00 16.00 15 5 5 496601 1.00 3 297960 794561 18.00 7.129 0.16 Infinity 0.000
9 16.00 18.00 17 12 13 1191841 0.00 0 0 1191841 20.40 7.871 0.17 Infinity 0.000
10 18.00 20.00 19 6 6 595921 0.00 0 0 595921 22.80 8.59 0.19 Infinity 0.000
11 20.00 22.00 21 10 11 993201 0.00 0 0 993201 25.20 9.289 0.21 Infinity 0.000
12 22.00 24.00 23 15 16 1489802 0.00 0 0 1489802 27.60 9.97 0.22 Infinity 0.000
13 24.00 26.00 25 9 10 893881 0.00 0 0 893881 30.00 10.635 0.24 Infinity 0.000
14 26.00 28.00 27 4 4 397280 0.00 0 0 397280 32.40 11.286 0.25 Infinity 0.000
15 28.00 30.00 29 2 2 198640 0.00 0 0 198640 34.80 11.924 0.26 Infinity 0.000
16 30.00 32.00 31 2 2 198640 0.00 0 0 198640 37.20 12.55 0.28 Infinity 0.000
17 32.00 34.00 33 0 0 0 0.00 0 0 0 39.60 13.166 0.29 Infinity 0.000
18 34.00 36.00 35 1 1 99320 0.00 0 0 99320 42.00 13.772 0.31 Infinity 0.000
19 36.00 38.00 37 1 1 99320 0.00 0 0 99320 44.40 14.27 0.32 Infinity 0.000
20 38.00 40.00 39 1 1 99320 0.00 0 0 99320 46.80 14.958 0.33 Infinity 0.000
21 40.00 42.00 41 0 0 0 0.00 0 0 0 49.20 15.539 0.35 Infinity 0.000
22 42.00 44.00 43 0 0 0 0.00 0 0 0 51.60 16.113 0.36 Infinity 0.000
23 44.00 46.00 45 0 0 0 0.00 0 0 0 54.00 16.68 0.37 Infinity 0.000
24 46.00 48.00 47 0 0 0 0.00 0 0 0 56.40 17.239 0.38 Infinity 0.000
25 48.00 50.00 49 0 0 0 0 0 0 0 58.80 17.608 0.39 Infinity 0.000
26 50.00 52.00 51 0 0 0 0 0 0 0 61.20
27 52.00 54.00 53 0 0 0 0 0 0 0 63.60
28 54.00 56.00 55 0 0 0 0 0 0 0 66.00
29 56.00 58.00 57 0 0 0 0 0 0 0 68.40
30 58.00 60.00 59 0 0 0 0 0 0 0 70.80
Sample Size =

SAFE
URS / Scott Wilson

Annexure 8.2

110.00
100.00
90.00
80.00
70.00
60.00
50.00
40.00
30.00
10.00
0.00
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
URS / Scott Wilson

(DESIGN CH. 86+000)

0-2 1 56 6 0 62 36.26 62.00 36.26
2-4 3 15 13 0 28 16.37 90.00 52.63
4-6 5 6 12 0 18 10.53 108.00 63.16
6-8 7 0 14 0 14 8.19 122.00 71.35
8-10 9 1 16 0 17 9.94 139.00 81.29
10-12 11 0 19 0 19 11.11 158.00 92.40
12-14 13 0 10 0 10 5.85 168.00 98.25
14-16 15 0 2 0 2 1.17 170.00 99.42
16-18 17 0 1 0 1 0.58 171.00 100.00
18-20 19 0 0 0 0 0.00 171.00 100.00
20-22 21 0 0 0 0 0.00 171.00 100.00
22-24 23 0 0 0 0 0.00 171.00 100.00
24-26 25 0 0 0 0 0.00 171.00 100.00
26-28 27 0 0 0 0 0.00 171.00 100.00
28-30 29 0 0 0 0 0.00 171.00 100.00
Total 171
URS / Scott Wilson

(DESIGN CH. 86+000)

Eh 3
2
(
12 1 )k
L/ 6.897

o
CEt
2
44.93 kg/cm2
axle load stress=
Safe
URS / Scott Wilson

(DESIGN CH. 86+000)
3P a 2
1 .2

Corner Stress = 2 1

h l

Eh 3
2
(
12 1 )k
0.5
0.5
= 0.8521x +
qx 0.5227 xq
wheel (a)
Wheel Load( Dual wheel), P 6.5 tonne
Load on one tyre, Pd 3.25 tonne
a= 19.629 cm
l= 63.791 cm
It is safe
URS / Scott Wilson

(DESIGN CH. 86+000)
DESIGN OF DOWEL BAR



Eh 3
= 4 cm 63.791
2
(
12 1 )k


Kb / 4 EI
KPt
4 3 EI
URS / Scott Wilson

(DESIGN CH. 86+000)
DESIGN OF TIE BARS

Design Parameters
2
2
2
cm 58.00

cm 64.00
URS / Scott Wilson

RIGID PAVEMENT AT TOLL PLAZA - III Annexure 8.2
(DESIGN CH. 159+100)
Inputs
fcr 45 kg/cm2
Concrete
25 %
Comercial Vehicles
0.00001 /C
Concrete
5.0 kg/cm3
(from Table 2)
URS / Scott Wilson


LCV 2-AXLE
BUS MULTI AXLE TOTAL
Axle Stress,
Fatigue
Sl. Axle Load Category Load Expected Expected Expected kg/cm2 Stress Fatigue life
Number of % of Number of Number of Number of % of Expected Expected AL X 1.2 life,
No. (Tonnes) (AL) in Repetitions % of Each Repetitions % of Each Repetitions from Ratio consumed
Single Axles Each Single Axles Single Axles Single Axles Each Repetitions Repetitions N
Tonnes in Design Category in Design Category in Design charts
(Rear Only) Category (Rear Only) (Rear Only) (Rear Only) Category in Design life in Design life
life life life
1 0.00 2.00 1 12 52.17 3091768 0 #DIV/0! 3 3.49 48246 0 0.00 0 3140014 1.20 1.628 0.04 Infinity 0.000
2 2.00 4.00 3 2 8.70 515295 0 #DIV/0! 8 9.30 128656 6 15.38 956230 1600181 3.60 4.14 0.09 Infinity 0.000
3 4.00 6.00 5 7 30.43 1803531 0 #DIV/0! 14 16.28 225147 7 17.95 1115602 3144280 6.00 6.355 0.14 Infinity 0.000
4 6.00 8.00 7 2 8.70 515295 0 #DIV/0! 21 24.42 337721 7 17.95 1115602 1968618 8.40 8.419 0.19 Infinity 0.000
5 8.00 10.00 9 0 0.00 0 0 #DIV/0! 11 12.79 176901 5 12.82 796858 973759 10.80 10.377 0.23 Infinity 0.000
6 10.00 12.00 11 0 0.00 0 0 #DIV/0! 11 12.79 176901 3 7.69 478115 655016 13.20 12.249 0.27 Infinity 0.000
7 12.00 14.00 13 0 0.00 0 0 #DIV/0! 10 11.63 160819 6 15.38 956230 1117049 15.60 14.051 0.31 Infinity 0.000
8 14.00 16.00 15 0 0.00 0 0 #DIV/0! 3 3.49 48246 3 7.69 478115 526361 18.00 15.797 0.35 Infinity 0.000
9 16.00 18.00 17 0 0.00 0 0 #DIV/0! 2 2.33 32164 2 5.13 318743 350907 20.40 17.498 0.39 Infinity 0.000
10 18.00 20.00 19 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 22.80 19.161 0.43 Infinity 0.000
11 20.00 22.00 21 0 0.00 0 0 #DIV/0! 2 2.33 32164 0 0.00 0 32164 25.20 20.79 0.46 14335236 0.002
12 22.00 24.00 23 0 0.00 0 0 #DIV/0! 1 1.16 16082 0 0.00 0 16082 27.60 22.389 0.50 762043 0.021
13 24.00 26.00 25 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 30.00 3.959 0.09 Infinity 0.000
14 26.00 28.00 27 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 32.40 25.503 0.57 71229 0.000
15 28.00 30.00 29 0 0.00 0 0 #DIV/0! 0 0.00 0 0 0.00 0 0 34.80 27.022 0.60 30927 0.000
No. of Vehicles weighed = 23 0 86 39
Sample Size =
TANDEM AXLE
3-AXLE
MULTI AXLE TOTAL
Axle Stress,
Fatigue
Sl. Axle Load Category Load
Number of
Expected
Number of % of Expected Expected kg/cm2 Stress Fatigue life
AL X 1.2 life,
No. (Tonnes) (AL) in % of Each Repetitions from Ratio consumed
Tandem Tandem Each Repetitions Repetitions N
Tonnes Category in Design charts
Axles Axles Category in Design life in Design life
life
1 0.00 2.00 1 0 0 0 3.00 8 807236 807236 1.20 0.763 0.02 Infinity 0.000
2 2.00 4.00 3 1 1 113135 12.00 32 3228945 3342080 3.60 1.947 0.04 Infinity 0.000
3 4.00 6.00 5 2 2 226271 8.00 22 2152630 2378901 6.00 2.955 0.07 Infinity 0.000
4 6.00 8.00 7 10 11 1131354 2.00 5 538157 1669511 8.40 3.876 0.09 Infinity 0.000
5 8.00 10.00 9 7 8 791948 2.00 5 538157 1330105 10.80 4.742 0.11 Infinity 0.000
6 10.00 12.00 11 0 0 0 4.00 11 1076315 1076315 13.20 5.569 0.12 Infinity 0.000
7 12.00 14.00 13 7 8 791948 4.00 11 1076315 1868263 15.60 6.363 0.14 Infinity 0.000
8 14.00 16.00 15 5 6 565677 1.00 3 269079 834756 18.00 7.129 0.16 Infinity 0.000
9 16.00 18.00 17 5 6 565677 1.00 3 269079 834756 20.40 7.871 0.17 Infinity 0.000
10 18.00 20.00 19 8 9 905083 0.00 0 0 905083 22.80 8.59 0.19 Infinity 0.000
11 20.00 22.00 21 6 7 678812 0.00 0 0 678812 25.20 9.289 0.21 Infinity 0.000
12 22.00 24.00 23 18 20 2036437 0.00 0 0 2036437 27.60 9.97 0.22 Infinity 0.000
13 24.00 26.00 25 8 9 905083 0.00 0 0 905083 30.00 10.635 0.24 Infinity 0.000
14 26.00 28.00 27 2 2 226271 0.00 0 0 226271 32.40 11.286 0.25 Infinity 0.000
15 28.00 30.00 29 1 1 113135 0.00 0 0 113135 34.80 11.924 0.26 Infinity 0.000
16 30.00 32.00 31 3 3 339406 0.00 0 0 339406 37.20 12.55 0.28 Infinity 0.000
17 32.00 34.00 33 3 3 339406 0.00 0 0 339406 39.60 13.166 0.29 Infinity 0.000
18 34.00 36.00 35 0 0 0 0.00 0 0 0 42.00 13.772 0.31 Infinity 0.000
19 36.00 38.00 37 1 1 113135 0.00 0 0 113135 44.40 14.27 0.32 Infinity 0.000
20 38.00 40.00 39 1 1 113135 0.00 0 0 113135 46.80 14.958 0.33 Infinity 0.000
21 40.00 42.00 41 0 0 0 0.00 0 0 0 49.20 15.539 0.35 Infinity 0.000
22 42.00 44.00 43 0 0 0 0.00 0 0 0 51.60 16.113 0.36 Infinity 0.000
23 44.00 46.00 45 0 0 0 0.00 0 0 0 54.00 16.68 0.37 Infinity 0.000
24 46.00 48.00 47 0 0 0 0.00 0 0 0 56.40 17.239 0.38 Infinity 0.000
25 48.00 50.00 49 0 0 0 0 0 0 0 58.80 17.608 0.39 Infinity 0.000
26 50.00 52.00 51 0 0 0 0 0 0 0 61.20
27 52.00 54.00 53 0 0 0 0 0 0 0 63.60
28 54.00 56.00 55 0 0 0 0 0 0 0 66.00
29 56.00 58.00 57 0 0 0 0 0 0 0 68.40
30 58.00 60.00 59 0 0 0 0 0 0 0 70.80
Sample Size =

SAFE
URS / Scott Wilson

Annexure 8.2

110.00
100.00
90.00
80.00
70.00
60.00
50.00
40.00
30.00
10.00
0.00
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
URS / Scott Wilson


0-2 1 12 3 0 15 13.76 15.00 13.76
2-4 3 2 8 0 10 9.17 25.00 22.94
4-6 5 7 14 0 21 19.27 46.00 42.20
6-8 7 2 21 0 23 21.10 69.00 63.30
8-10 9 0 11 0 11 10.09 80.00 73.39
10-12 11 0 11 0 11 10.09 91.00 83.49
12-14 13 0 10 0 10 9.17 101.00 92.66
14-16 15 0 3 0 3 2.75 104.00 95.41
16-18 17 0 2 0 2 1.83 106.00 97.25
18-20 19 0 0 0 0 0.00 106.00 97.25
20-22 21 0 2 0 2 1.83 108.00 99.08
22-24 23 0 1 0 1 0.92 109.00 100.00
24-26 25 0 0 0 0 0.00 109.00 100.00
26-28 27 0 0 0 0 0.00 109.00 100.00
28-30 29 0 0 0 0 0.00 109.00 100.00
Total 109
URS / Scott Wilson


Eh 3
2
(
12 1 )k
L/ 6.897

o
CEt
2
44.9 kg/cm2
axle load stress=
Safe
URS / Scott Wilson

3P a 2
1 .2

Corner Stress = 2 1

h l

Eh 3
2
(
12 1 )k
0.5
0.5
= 0.8521x +
qx 0.5227 xq
wheel (a)
Wheel Load( Dual wheel), P 10 tonne
Load on one tyre, Pd 5 tonne
a= 22.599 cm
l= 63.791 cm
It is safe
URS / Scott Wilson

DESIGN OF DOWEL BAR



Eh 3
= 4 cm 63.791
2
(
12 1 )k


Kb / 4 EI
KPt
4 3 EI
URS / Scott Wilson

DESIGN OF TIE BARS

Design Parameters
2
2
2
cm 58.00

cm 64.00
URS / Scott Wilson

Chapter 9
Environmental Screening and
Preliminary Environmental Assessment
of Kaithal Rajasthan Border Section of NH65 Environmental Screening and
9.0 ENVIRONMENTAL SCREENING AND PRELIMINARY ENVIRONMENTAL

ASSESSMENT
9.1 Background
The National Highways Authority of India (NHAI) has been entrusted to implement the
development of the project stretch from Kaithal to Rajasthan Border Section of National
Highway - 65 for rehabilitation and up-gradation under NHDP, Phase IV on BOT mode under
Package No: NHDP-IV/HR/DPR/02 in the state of Haryana. The entire project road lies in the
state of Haryana. The project road section starts from Kaithal and ends at Haryana-Rajasthan
Interstate Border.
Four lane up-gradation of the project road from Kaithal to Haryana/Rajasthan Border Section of
National Highway-65, may have adverse environmental impacts during construction and
operation phases. Therefore, for identification of environmental issues and impacts associated
with up-gradation of the project road, environmental screening has been carried out. Based on
identified environmental impacts, environmental mitigation measures and environmental
management plan will be introduced in the design of the project road.
9.2 Project Description
National Highway (NH) 65 starts from Ambala (Punjab) and ends at Pali (Rajasthan). The
project road section under the scope of study starts from Kaithal, Km 44+000 (start of Kaithal
Bypass) and ends at Haryana/ Rajasthan Border, Km 241+580. The Chainage of the Project road
decreases from Kaithal, km 44+200, to Narwana, Km 0+000. From this point it increases from
Km 121+400 to Rajasthan Border Km 241+480, where the project road section ends. The project
road section is previously NH-65 and have been divided into two NH sections as per new
numbering of the National Highways as per MoRTH notification no. S.O. 542(E) dated
05/03/2010. The discontinuity in the km-stones observed is due to same. The section from
Kaithal to Narwana is NH-152 as per the new numbering and the km-stones are also observed as
per the new NH number and chainage. The section from Narwana to Rajasthan Border is part on
NH-52. But the section from Narwana to Rajasthan Border has the old km-stones of NH-65.
Location plan of the project road is shown in Figure 9.1.
The existing length of the project road section is approx. 153.4 km considering the start point at
Km 33+400 i.e. end of the proposed Kaithal Bypass. The project road traverses through four
districts of Haryana, namely Kaithal, Jind, Hisar, and Bhiwani.
9.3 Corridor of Impact for Environmental Screening
The project road is four laning of existing two lane / with paved shoulder road. Corridor of
Impact (COI) for the Environmental Screening of the project road will be as given below:
Proposed RoW = 60.0m

Proposed RoW in some identified Built-up Area = 30.0m/ 45.0m
The widening plan considered for environmental screening is as given below:

Length Widening
(m)
33+250 31+000 2250 0+000 2+250 2250 Left
31+000 29+000 2000 2+250 4+250 2000 Right
URS Scott Wilson 9-1 June 2012


Length Widening
(m)
29+000 27+300 1700 4+250 6+000 1750 Left
27+300 26+800 500 6+000 6+500 500 Right
26+800 26+000 800 6+500 7+250 750 Left
26+000 25+300 700 7+250 7+950 700 Right
Concentric 4-Lane
25+300 24+600 700 7+950 8+650 700
with 7.0m SR
24+600 21+000 3600 8+650 12+250 3600 Right
21+000 20+500 500 12+250 12+750 500 Left
20+500 19+000 1500 12+750 14+250 1500 Right
19+000 18+120 880 14+250 15+100 850 Left
18+120 15+300 2820 15+100 18+550 3450 Kalayat Bypass
15+300 10+000 5300 18+550 23+700 5150 Left
10+000 8+550 1450 23+700 25+150 1450 Right
8+550 6+000 2550 25+150 27+800 2650 Left
6+000 4+800 1200 27+800 29+050 1250 Right
4+800 4+450 350 29+050 29+450 400 Left
4+450 3+410 1040 29+450 30+500 1050 Right
30+500 31+950 1450 Narwana Bypass
3+410 +0 3410
31+950 32+400 450 Narwana Bypass
121+400 121+850 450 32+400 32+850 450 Flyover Approach
Concentric 4-Lane
121+850 122+530 680 32+850 33+530 680
with 7.0m SR
Approach with SR
122+530 123+540 1010 33+530 34+540 1010
(5.5m)
123+540 124+000 460 34+540 35+000 460 Concentric 4-Lane
Approach with SR
124+000 124+400 400 35+000 35+400 400
(5.5m)
124+400 126+300 1900 35+400 37+300 1900 Left
126+300 130+400 4100 37+300 41+400 4100 Right
130+400 130+650 250 41+400 41+600 200 Realign on LHS
Concentric 4-Lane
130+650 131+050 400 41+600 42+000 400
with 5.5m SR
131+050 135+350 4300 42+000 46+300 4300 Right
135+350 138+060 2710 46+300 50+100 3800 Dhanaudha Bypass
138+060 140+360 2300 50+100 52+400 2300 Left
140+360 140+760 400 52+400 52+800 400 Realign on LHS
140+760 142+600 1840 52+800 54+640 1840 Right
142+600 142+870 270 54+640 54+850 210 Realign on LHS
142+870 153+450 10580 54+850 65+400 10550 Right
153+450 156+800 3350 65+400 68+700 3300 Left
Approach with SR
156+800 157+200 400 68+700 69+100 400
(5.5m)
157+200 158+150 950 69+100 70+100 1000 Left
70+100 71+450 1350 Barwala Bypass
158+150 162+540 4390
71+450 72+150 700 Barwala Bypass


Length Widening
(m)
72+150 73+650 1500 Barwala Bypass
75+730 77+950 2220 Barwala Bypass
162+540 162+790 250 77+950 78+200 250 Left
162+790 163+690 900 78+200 79+100 900 ROB Approach
163+690 167+840 4150 79+100 83+250 4150 Left
Concentric 4-Lane
167+840 169+000 1160 83+250 84+410 1160
with 5.5m SR
169+000 169+500 500 84+410 84+910 500 Right
169+500 172+700 3200 84+910 88+110 3200 Left
172+700 174+000 1300 88+110 89+410 1300 Right
174+000 178+000 4000 89+410 93+410 4000 Left
178+000 181+100 3100 93+410 96+500 3090 Right
96+500 105+250 8750 Talwandi Rana Byp
105+250 106+150 900 Flyover Approach
106+150 109+500 3350 Hisar Bypass
109+500 110+500 1000 ROB Approach
181+100 198+900 17800
110+500 117+720 7220 Hisar Bypass
117+720 118+620 900 VUP Approach
118+620 121+800 3180 Hisar Bypass
121+800 122+400 600 Hisar Bypass
198+900 199+250 350 122+400 122+750 350 Flyover Approach
199+250 200+700 1450 122+750 124+200 1450 Right
200+700 202+100 1400 124+200 125+600 1400 Left
Concentric 4-Lane
202+100 203+130 1030 125+600 126+630 1030
with 5.5m SR
203+130 209+000 5870 126+630 132+500 5870 Left
209+000 209+500 500 132+500 133+000 500 Right
209+500 210+580 1080 133+000 134+080 1080 Left
Concentric 4-Lane
210+580 211+500 920 134+080 135+000 920
with 5.5m SR
211+500 212+300 800 135+000 135+800 800 Left
212+300 214+300 2000 135+800 137+800 2000 Right
214+300 214+850 550 137+800 138+350 550 Left
138+350 138+610 260 Barwa Bypass
138+610 138+810 200 Barwa Bypass
214+850 217+500 2650 138+810 140+235 1425 Barwa Bypass
140+235 140+435 200 Barwa Bypass
140+435 141+650 1215 Barwa Bypass
217+500 217+790 290 141+650 141+950 300 Realignment LHS
217+790 218+120 330 141+950 142+280 330 Left
218+120 218+540 420 142+280 142+700 420 Realignment LHS


Length Widening
(m)
218+540 218+790 250 142+700 142+950 250 Right
218+790 219+350 560 142+950 143+500 550 Left
143+500 145+700 2200 Siwani Bypass
145+700 145+900 200 Siwani Bypass
145+900 146+450 550 Siwani Bypass
219+350 225+340 5990 146+450 147+350 900 Siwani Bypass
147+350 148+300 950 Siwani Bypass
ROB + Flyover
148+300 149+300 1000
Approach
149+300 149+650 350 Siwani Bypass
225+340 229+550 4210 149+650 153+860 4210 Left
229+550 230+060 510 153+860 154+370 510 Concentric 4-Lane
230+060 230+520 460 154+370 154+830 460 Left
230+520 230+800 280 154+830 155+080 250 Realignment LHS
230+800 232+050 1250 155+080 156+330 1250 Left
232+050 232+900 850 156+330 157+180 850 Realign on LHS
232+900 233+400 500 157+180 157+680 500 Left
233+400 235+300 1900 157+680 159+480 1800 Realign on LHS
235+300 238+000 2700 159+480 162+180 2700 Left
238+000 240+200 2200 162+180 164+380 2200 Concentric 4-Lane
240+200 241+580 1380 164+380 165+759 1379 Left
153430 165759
9.4 Objective and Scope of Work of Environmental Screening
The purpose of Environmental Screening is to identify and evaluate the nature, magnitude and
significance of the potential adverse environmental and social impacts arising during
construction and operation of the project road.
The environmental screening is carried out to assess the potential environmental impacts likely to
be triggered by the project.
The Environmental screening is prepared in order meet the following objectives:
to provide information about the general environmental settings along the project road as
baseline data;
to provide information on potential impacts of the project and the characteristic of the
impacts, magnitude, distribution, who will be the affected group, and their duration;
to determine the magnitude of environmental impacts so that due consideration can be given
to them during planning, construction and operational phase of project road.

AMBALA
KURUKSHETRA
Kaithal
KARNA
Narwana
Barwala PANIPA
JIND
Hisar
Siwani ROHTA
Haryana- BHIWAN
Rajasthan
Border DELHI
Figure 9.1: Location Map for Project Road

to provide information on potential mitigation measures to minimize the impact including

mitigation costs;
to assess the socio-economic conditions during planning and implementation phases,
to identify alternative methods to minimize the impact on the environmental and socio-
economic factors, and
to provide information on Environmental Management Plan (EMP).
Thus, the objective of environmental screening is to recognize those aspects and areas, which are
not environmentally or socio-economically significant and should not be considered further and
to ensure that proper and pointed attention is devoted to the relevant environmental and socio-
economic aspects in the project planning and implementation stages.
The environmental screening study of the project road includes:
The analysis of available information concerning the general population distribution,

concentration of tribal or cultural groups, concentration of low income communities, areas of
significant Right-of-Way (ROW) encroachments, sensitive and/or critical natural habitat (e.g.
national park, reserves, wildlife sanctuaries, protected areas, forest, wet land, etc.), major
rivers and water ways, cultural heritage sites and potentially sensitive areas.
Environmental screening and consultation.
Identifying the list of Valued Ecosystem Components (VECs), namely, air, water, land and
ecological, biological, social, cultural and the impact of the road widening on them.
Consideration of alternatives and suggesting mitigative and compensation measures.
Identifying the hot spots of critical physical and natural resources and suggesting
alternative methods.
9.5 Regulatory and Institutional Regime
9.5.1 Applicable Environmental Regulations
Applicable environmental acts, rules and regulation to proposed four laning of Kaithal-Rajasthan
Border Section of NH 65 are as given below:
Sl. Coordinating
Legal Framework Objectives/Highlights of Framework
No. Agency
Environment Legal Framework
1. Water (Prevention and CPCB, HSPCB Prohibits the discharge of pollutants into
Control of pollution) water bodies beyond a given standard,
Act 1974 and lays down penalties for non-
compliance.
2. Water (Prevention and CPCB, HSPCB Provides for a levy and collection of a
Control of Pollution) cess on water consumed by industries
Cess Act, 1977 and local authorities.
3. Forest (Conservation) MoEF, Restrictions on conversions of Forest for
Act 1980, Forest Regional, State uses other than reforestation, including
Conservation Rules, Forest use for roads.
1981 Department
(SFD)
4. Air (Prevention and CPCB, HSPCB Provides means for the control and
Control of Pollution) abatement of air pollution.
Act, 1981

Sl. Coordinating
Legal Framework Objectives/Highlights of Framework
No. Agency
5. The Air (Prevention CPCB, HSPCB Defined the procedures for conducting
and Control of meetings of the boards, the powers of
Pollution) Rules, 1982 the presiding officers, decision-making
etc.
6. Environment Ministry of Ensure that appropriate measures are
(Protection) Act 1986 Environment and taken to conserve and protect the
Forests (MoEF) environment before commencement of
operations.
7. Flyash Notification MoEF Mandates use of flyash in road
2009 construction.
8. The Environment MoEF, CPCB & Lay down the procedures for setting
(Protection) Rules, HSPCB standards of emission or discharge of
1986 environmental pollutants.
9. National Environment National To provide for strict liability for
Tribunal Act, 1995 Environment damages arising out of any accident
Tribunal occurring while handling any hazardous
substance.
10. Biodiversity Act 2002 National To provide for conservation of
Biodiversity biodiversity, sustainable use of
Authority/State resources fair and equitable sharing of
authorities the benefits from use of resources.
Social Legal Framework
11. NRRP 2007 MOEF Provide procedures for land acquisition
and compensation for project affected
families.
9.5.2 Environmental Permits/Approvals Required For Project Road
The project road is 4 lane up-gradation with unpaved shoulder of Kaithal-Rajasthan Border
section of NH 65. Following environment related clearances will be required for proposed up-
gradation of the project road.
i. Environmental Clearance
As per Environmental Impact Assessment (EIA) Notification 2006, amendment 2009, expansion
of National Highways greater than 30 km, involving additional right of way greater than 20m
involving land acquisition require prior Environmental Clearance. The proposed four lane up-
gradation of the project road attracts Environmental Impact Assessment Notification 2006,
amendment 2009. Therefore, prior environmental clearance is required for four laning of the
project road.
The project does not pass through wildlife sanctuary, national park or any other sensitive
locations. There is no eco sensitive location within 10 km radius. Further, there is no critically
polluted area, international or interstate boundary within 10 km distance from the project road.
ii. Consent to Establish/NOC

Under the Water (Prevention and Control of Pollution) Act 1974, Rules & Amendments and Air
(Prevention and Control of Pollution) Act 1981, Rules & Amendments, Consent to
Establish/NOC will be obtained from Haryana State Pollution Control Board for proposed up-
gradation of the project road.

To obtain Consent to Establish/NOC under the Water (Prevention and Control of Pollution) Act
1974, Rules & Amendments and Air (Prevention and Control of Pollution) Act 1981, Rules &
Amendments, separate applications on prescribed format along the Demand Draft of mandatory
fees will be submitted to Haryana State Pollution Control Board. After processing applications,
conditional Consent to Establish/NOC is issued by Haryana State Pollution Control Board.
iii. Forest Clearance for Reserved/Protected Forest Areas
The project road is passing through Reserved Forest. However, road side plantation is notified
protected forest, hence, prior forest clearance will be obtained under Forest Conservation Act,
1980 for diversion of protected forest land for non forestry use.
iv. Permission of Cutting of Trees on Non Forest Land
For cutting of trees on non-forestry private /govt. land, application will be submitted to District
Collector/DFO after site inspection, permission for cutting of trees will be granted.
9.6 Description of the Environment
9.6.1 Introduction
Collection of baseline information on bio-physical, social and economic aspects of the project
area is the most important reference for environmental screening study. Based on the existing
environmental scenario potential impacts of road improvement will be identified and accordingly
management plan will be proposed. The description of environmental settings includes the
characteristic of area in which the activity of up-gradation of existing road would be occur and
cover area affected by all environmental impacts. For conducting the environmental screening
(ES), existing environmental conditions along the project road, have been obtained by intensive
site visits, primary data collection, monitoring, sampling and secondary data collection from
published source and various government agencies. Collection of baseline data was designed to
satisfy information requirements and focused on relevant aspects that are likely to be affected by
the proposed up-gradation of existing road from Kaithal to Rajasthan Border Section of National
Highway-65.
9.7 Physical Environment
9.7.1 Topography and Physiography
The project road being situated on the Yamuna-Ghaggar plain, the terrain for the entire stretch is
plain with the soil composition being alluvial type. The area along the project road is level plain
and has mostly flat topography. The general slope of the area is from north to south-southwest
direction. No rock outcrop is observed in the area.
9.7.2 Geology
The region is formed by the alluvium of the Quaternary age. The strata section of different tube
wells of the area indicates the presence of thick succession of alternate sequence of sand and
clay. The thickness of these beds varies from place to place. The sedimentary sequence contains
alternate layers of sand and clay. The ground surface is formed by clay. The grain size of the
sediments becomes gradually finer in the upward direction. The area is not subjected to major
structural disturbance, so the sediments are neither folded nor joint and nor fractured.

9.7.3 Soil in the Area
Soil is usually differentiated into horizons of minerals and organic constituents of varying depth,
which differ from the parent material below in morphology, physical properties and constituents,
chemical properties and composition and biological characteristics. The soil environment
describes the baseline aspects of the nature and geomorphic features, soil conditions and quality,
borrow and material resources and land use characteristics. Soil serves as a source of nutrients
for vegetation plants and crops and also provides mechanical anchorage.
The soil quality assessment has been carried out during environmental screening to determine the
potential of soil in the area and to identify the impacts of the proposed development on soil
quality.
For studying soil characteristics of the area, sampling locations were selected to assess the
baseline soil conditions along the proposed road. The physical, chemical and nutrient
characteristics of soil samples were determined. The samples were collected by ramming a core-
cutter into the soil up to a depth of 15 cm.
Entire area along the project road is dominated by mostly agricultural and rural activities
followed by urban area. To understand the soil quality of the study area, 4 locations were
selected for soil sampling. Composite sampling of soil up to root depth (10-15 cm) was carried
out at each location.
Soil Types of the Study Area
The soil of the study area consists of alluvial deposit dominated by sediment constituents. Soil in
the area is deep and generally very fertile and possesses mostly sand, sandy loam, clay loam and
loamy texture. The colour of soil in the study area varies from brown to yellowish. The top
surface of soil consists of mostly sandy loamy to loamy sand in texture and are fertile.
Soil Quality in Study Area
The results of soil analysis are given in Table 9.1. Brief description of analysed parameters is
given below:
Moisture: Moisture content of soil ranges from 5.7 to 6.9%.

Bulk Density: Bulk density of soil samples ranges from 1.38 to 1.45 g/cc.
Water Holding Capacity (WHC): Water holding capacity (WHC) of soil found to be in the
range from 37.9 to 41.5%.
pH: The pH of soil ranges from 7.6 to 8.0.
Electrical Conductivity: The electrical conductivity of soil ranges from 143 to 257 umho/cm.
Alkalinity: Alkalinity of soil samples ranges from 1.58 to 1.84 meq/100g.
Acidity: Acidity of soil samples ranges from 0.83 to 1.54 meq/100g.
Calcium: Calcium content in the soil samples ranges from 0.058 to 0.090%.
Magnesium: Magnesium content in the soil samples ranges from 0.048 to 0.074%.
Chloride: Chloride content in the soil samples ranges from 0.069 to 0.192%.
Sulphate: Sulphate content in the soil samples ranges from 0.019 to 0.041%.
Organic Matter: Organic matter in the soil samples contents ranges from 0.88% to 1.2%.
Organic Carbon: Carbon contents in the soil samples ranges from 0.47 to 0.62%.

Table 9.1: Soil Quality in the Study Area
S. No. Locations Unit Kiathal Narwana Barwala Hisar Siwani

1. Moisture % 6.9 6.3 5.7 5.8 6.1
2. Bulk Density g /cc 1.42 1.39 1.45 1.43 1.38
3. WHC % 41.2 40.7 38.6 41.5 37.9
4. Texture Sandy Sandy Loamy Sandy Sandy
loam loam Sand Loam
5. pH 7.6 7.8 7.9 7.7 8.0
6. Electrical mho/cm 169 209 143 156 257
Conductivity
7. Alkalinity Meg /100g 1.58 1.72 1.81 1.69 1.84
8. Acidity Meq/100g 0.88 1.32 1.54 0.83 1.26
9. Calcium (Ca) % 0.067 0.058 0.075 0.09 0.071
10. Magnesium (Mg) % 0.072 0.056 0.074 0.048 0.055
11. Chloride (Cl) % 0.069 0.123 0.142 0.192 0.126
12. Sulphate (SO4) % 0.019 0.037 0.041 0.034 0.027
13. Organic Matter % 0.98 0.92 1.2 1.1 0.88
14. Organic Carbon % 0.54 0.45 0.62 0.57 0.41
9.7.4 Drainage Pattern
Good natural drainage is available in the area along the project road. There are few distributaries
and minors in the area. The drainage pattern of the area is well managed by and other natural
streams.
9.7.5 Surface and Ground Water Hydrology
A. Water Resources
i. Surface Water Resource
There is no major river crossed by the project road. Hansi and Sirsa canal distributaries and few
other small local drains are crossed by project road.
ii. Rainfall
Table 9.2 gives the rainfall data for the area. The area receives on an average, 490.6 mm of
rainfall annually mainly from south-west monsoon. The region is medium rainfall area. Nearly,
80.6 % of annual rainfall is received during June to September. Only about 5.4% of the normal
rainfall is received during the winter season. On an average, there are 28.5 rainy days in a year.
Table 9.2: Rainfall in the Area

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual
13.4 15.5 12.1 5.6 20.6 42.9 140.7 146.9 65.0 14.8 6.1 7.3 490.6
1.1 1.2 1.3 0.6 1.3 3.0 6.9 7.5 3.5 0.9 0.5 0.7 28.5
Source : IMD Station, Hisar

Graphical presentation of monthly rainfall and rainy day are shown in Figure 9.2 and
Figure 9.3, respectively.
Rainfall (mm)
160
140
120
100
80
60
40
20
0
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Rainfall (mm)
Figure 9.2: Monthly Rainfall (mm)
Jan Feb Mar Apr May June July Aug Sept Oct Nov Dec
Figure 9.3: Monthly Rainy Days
iii. Ground Water Hydrology
Ground water is the most important water source in the study area. There are many borewells in
the area but dug wells are only few. The first or upper aquifer lies between the depth ranges of 4
to 92 m below ground level (bgl). The shallow aquifers in the study area are un-confined or semi-
confined and these are the water table aquifers. The drilling depth of most of the private
tubewells for irrigation ranges from 32 to 60 m deep on the basis of local hydrogeological
conditions. The water level in the study area has been reported to show a decline of 0.5 to 1.5 m
from post-monsoon to pre-monsoon period and the same can be ascribed to ground water
withdrawal for domestic, agricultural and industrial use during dry season in the study area.

B. Water Quality
Under natural conditions, surface water quality reflects environmental conditions to a great
extent. Hydro-geochemical factors influence colour, odour, taste, temperature and the degree of
mineralisation of water derived from surface run off, springs, etc. Besides, human settlements,
overall land use, morphology of the basin area, seasonal distribution of rainfall and winds,
disposal of industrial effluents and sewage, etc. contribute a great deal in determining the quality
of water. The quality of ground water is influenced by surface and sub-surface environmental
conditions. The quantity and quality of water entering the underground regime is another
important parameter which influences underground water quality.
The analysis results for ground water samples are given in Table 9.3.
The pH and TDS values range in between 7.9 to 8.2 and 497 to 568 mg/l, respectively and meet
the drinking water relaxed standards. Chloride contents (75.5 to 112.7 mg/l) meet the desirable
limit (250 mg/l). Calcium and magnesium contents at all ground water sampling locations are
found in between the range from 27.6 to 38.7 mg/l and from 13.1 to 18.2 mg/l, respectively and
are below the relaxed limits specified for drinking water.
Table 9.3: Ground Water Quality in the Study Area

S. No. Parameters Units Kaithal Narwana Barwala Hisar Siwani
1. pH 7.9 8.2 7.8 7.7 8.1
2. Colour Hazan <1 <1 <1 <1 <1
3. Odour Un Un Un Un Un
Objectionable Objectionable Objectionable Objectionable Objectionable
4. Turbidity NTU <1 <1 <1 <1 <1
5. TDS mg/l 557 517 497 541 568
6. Hardness as CaCO3 mg/l 144 125 145 171 152
7. Nitrate as NO3 mg/l 1.2 1.7 0.9 1.3 1.8
8. Chloride as Cl mg/l 82.7 93.7.1 112.7 75.3 91.5
9. Sulphate as SO4 mg/l 21.6 23.8 18.9 19.7 22.3
10. Calcium as Ca mg/l 34.2 27.6 31.5 38.7 33.2
11. Magnesium as Mg mg/l 14.2 13.7 16.1 18.2 16.8
12. Iron as Fe mg/l 0.28 0.23 0.42 0.26 0.21
13. Fluoride as F mg/l 0.17 0.21 0.18 0.22 0.24
9.7.6 Climatology
Climatological (long-term) data is obtained from the closest Indian Meteorology Department
(IMD) station or from any other nearby station, which has been collecting meteorological data
for more than ten years.
Climatological data for Hisar IMD station is discussed in following subsections.
Seasons
The climate of area is characterised by an intensely hot summer, a cold winter and general
dryness throughout the year except during south-west monsoon season. Generally, the area
experiences the following four seasons in a year:

Summer : March to June

Monsoon : July to September
Postmonsoon : October and November
Winter : December to February
Temperature
Table 9.4 gives the temperatures at Hisar IMD Station which is nearest IMD Station. June is the
hottest month, the mean daily maximum temperature in that month being 45.2oC. On individual
day in this May and June sometimes the day temperature may reach over 48oC. The nights are
also quite oppressive and they continue to be so even in the monsoon months. With the onset of
the monsoon after the middle of June the day temperature decrease by about five or six degree
centigrade but the night temperatures remains high. This continues till September. In October
while the day temperatures remain as warm as September, the nights become cooler. From
November both day and night temperatures steadily drop. January is the coldest month, when the
mean daily maximum temperature is 27.3oC and the mean daily minimum is 1.7oC. In association
with cold waves which affect the area in the wake of passing western disturbances, minimum
temperatures sometimes drop as low as two degrees centigrade below the freezing point of water.
The frosts often occur particularly in January and early February. The hot weather begins by
March when temperature rise rather rapidly with the advance of the season.
Relative Humidity (RH)
Table 9.4 gives the relative humidity (RH) data at Hisar IMD Station. RH is highest during
January months (82% at 8:30 hr) and lowest during April month (27% at 17.30 hr).
Table 9.4: Temperature and Humidity
Mean Daily Mean Daily Relative Humidity (%)

Month Maximum Minimum
08.30 17.30
Temperature (oC) Temperature (oC)
January 27.3 1.7 82 50
February 30.8 3.4 76 43
March 36.7 7.7 68 39
April 42.1 13.4 51 29
May 45.0 18.7 46 27
June 45.2 21.8 55 34
July 42.1 23.1 75 58
August 39.1 23.2 81 66
September 38.6 20.3 76 56
October 37.6 13.2 68 44
November 33.2 6.3 69 45
December 28.0 2.7 78 50
Annual 45.6 1.3 69 45
Graphical presentation of monthly maximum and minimum temperatures is shown in Figure 9.4.

50
45
40
35
30
25
20
15
10
0
January March May July September November
Max Min
Figure 9.4: Monthly Maximum and Minimum Temperatures
Graphical presentation of monthly relative humidity is shown in Figure 9.5.
90
80
70
60
50
40
30
20
10
0
January March May July September November
0830 hrs 1730 hr
Figure 9.5: Monthly Relative Humidity during Morning and Evening
Wind Speed
Table 9.5 gives the wind speeds data at Hisar IMD Station. At Hisar IMD station, annual average
wind speed is 6.7 kmph. Highest average monthly wind speed is observed to be in June (10.1
kmph) while lowest (4.2 kmph) in November month.
Table 9.5: Wind Speed in the Area

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual
5.2 6.1 7.0 7.2 8.2 10.1 9.1 7.2 6.2 5.1 4.2 4.5 6.7

Graphical presentation of mean monthly wind speed is shown in Figure 9.6.
Wind Speed (kmph)
Jan Feb Mar Apr May June July Aug Sept Oct Nov Dec
Figure 9.6: Monthly Wind Speed
Winds
Wind Pattern for the area is given in Table 9.6. The prevailing winds blow from NW -SW sector
towards SE-NE sector from October to June. During July and September winds blow from E-SE.
Calm periods are high and observed from 6 to 33 % of the time.
Table 9.6: Wind Pattern in the Area
S. No. Months N NE E SE S SW W NW Calm

1. January 5 5 8 7 6 16 20 8 25
20 7 8 5 2 3 14 23 18
2. February 7 5 7 10 11 17 15 9 20
22 7 9 4 2 4 14 29 9
3. March 7 5 6 10 11 17 15 9 20
22 8 7 5 4 8 15 25 6
4. April 10 6 7 9 10 17 12 10 19
19 5 5 3 4 10 22 26 6
5. May 8 5 7 9 9 20 18 10 14
16 5 4 4 5 11 25 25 5
6. June 4 3 7 13 9 23 27 7 7
10 6 10 8 6 11 27 15 7
7. July 2 4 13 20 10 17 19 4 11
7 10 18 15 8 11 14 7 10
8. August 3 6 14 15 10 16 19 4 13
7 13 17 14 8 11 11 6 13
9. September 2 6 10 10 7 17 23 5 20
14 14 12 7 4 8 15 14 12
10. October 4 3 7 9 9 19 13 4 32
22 8 7 3 3 3 10 18 26
11. November 3 3 5 8 9 18 16 5 33

S. No. Months N NE E SE S SW W NW Calm

20 5 5 3 2 2 11 19 33
12. December 3 4 8 9 4 18 18 6 30
15 6 8 3 1 2 12 20 33
Annual 5 5 8 11 8 18 18 7 20
16 8 9 9 4 7 16 19 15
Source: IMD Station, Hisar
Cloudiness
The skies are generally moderately to heavily clouded during the monsoon season and in winter
season. The skies are mainly clear or lightly clouded during the December to March months.
Special Weather Phenomena
Special weather phenomena are given in Table 9.7 for the area. Thunder occurs on an average
36.5 day in a year. Hail occurs on an average 1.1 day in a year and squalls are rare in the region.
Fog occurs for about 7.2 days. More than 0.3 mm precipitation is occurred on 43.6 days in a year.
Dust storm occurs for about 9.6 days in a year.
Table 9.7 : Special Weather Phenomena in the Area
Dust
Months PPT 0.3 mm or more Hail Thunder Fog Squall
Storm
January 2.3 0.2 1.1 3.0 0.1 0
February 2.2 0.2 1.5 0.7 0.1 0
March 2.5 0.2 2.4 0.1 0.6 0
April 1.6 0.1 2.6 0 1.3 0
May 2.5 0 5.3 0.4 3.4 0
June 4.6 0 5.8 0 2.7 0
July 9.1 0 6.7 0.2 0.7 0
August 10.3 0 5.7 0 0.3 0
September 4.9 0 3.0 0.1 0.2 0
October 1.5 0 1.0 0.1 0.1 0
November 0.9 0 0.7 0.1 0 0
December 1.2 0 0.7 2.5 0.1 0
Annual 43.6 1.1 36.5 7.2 9.6 0
9.7.7 Ambient Air Quality
The ambient air quality with respect to the study area along the project road form baseline
information. The study area represents mostly urban, rural/residential environment. The sources
of air pollution in the region are vehicular traffic, dust arising from unpaved road and domestic
fuel burning. The prime objective of the baseline air quality study is to establish the existing
ambient air quality along the project road. This will also be useful for assessing the conformity to
standards of the ambient air quality specified by CPCB due to the construction and operation of
the project road.
This section describes the identification of sampling locations, methodology adopted for
monitoring and frequency of sampling. The results of monitoring during the study period are also
presented in this section.

Selection of Sampling Locations
The baseline status of the ambient air quality has been established through a scientifically
designed ambient air quality monitoring network and is based on the following considerations:
meteorological conditions on synoptic scale;

topography of the study area;
representatives of regional background air quality for obtaining baseline status; and
representatives of likely impact areas along the project road.
Ambient Air Quality Monitoring (AAQM) stations were set up at 5 locations with due
consideration to the above mentioned points.
Frequency and Parameters for Sampling
Ambient air quality monitoring has been carried out with a frequency of two days per week at 5
locations during the study period. The baseline data of air environment is monitored for the
below mentioned parameters:
Particulate Matter (PM2.5);

Particulate Matter (PM10);
Sulphur dioxide (SO2);
Oxides of Nitrogen (NOX); and
Carbon monoxides (CO);
Sampling and Analytical Techniques
PM2.5 and PM10 have been estimated by gravimetric method. Modified West and Gaeke method
(IS-5182 part-II, 1969) has been adopted for estimation of SO2. Jacobs-Hochheiser method (IS-
5182 part-IV, 1975) has been adopted for the estimation of NOX.
Samples for Carbon Monoxide were collected as grab in glass tubes and NDIR techniques were
used for estimation.
The techniques adopted for sampling and analysis are given in Table 9.8 along with the
minimum detection limits for each parameter.
Table 9.8: Techniques Used For Ambient Air Quality Monitoring

S. Parameter Technique Minimum Detectable Limit
No. g/m3)
(
1. Particulate Matter (PM2.5) Gravimetric Method 1.0
2. Particulate Matter (PM10) Gravimetric Method 1.0
3. Sulphur dioxide Modified West and Gaeke 5.0
4. Nitrogen Oxide Modified Jacob & Hochheiser 5.0
5. Carbon Monoxide Non Dispersive Infrared 1
Spectroscopy (NDIR)
Ambient air quality monitoring has been carried at Kaithal, Narwana, Barwala, Hisar and Siwani
locations along the project road. The ambient air quality monitoring stations were selected with
major settlements and their population along the project road. Ambient air quality monitoring
results for PM2.5, PM10, SO2, NOx and CO concentrations are given in Table 9.9.

Monitored values are compared with National Ambient Air Quality Standards prescribed by
Central Pollution Control Board (CPCB) for residential, rural and other areas.
On the basis of tabulated results following observations can be made:
Fine Particulate Matter (PM2.5)
The mean PM2.5 concentration at ambient air quality monitoring locations was found as 34.7
g/m3. The maximum and minimum PM2.5 concentrations measured at various AAQM stations
were 41 and 29 g/m3, respectively. 98%tile value of PM2.5 is 40.5 g/m3.
Particulate Matter (PM10)
The mean PM10 concentration at ambient air quality monitoring locations was found 66.6 g/m3.
The maximum and minimum PM10 concentrations measured at various AAQM stations are 72
and 60 g/m3, respectively. 98 %tile value of PM10 is 71.6 g/m3.
Sulphur Dioxide (SO2)
The mean concentrations of SO2 at all ambient air quality monitoring locations found 16.0 g/m3.
The maximum and minimum SO2 concentrations measured at various AAQM locations are 18.3
and 13.4 g/m3, respectively. 98 %tile value of SO2 is 18 g/m3.
Oxides of Nitrogen (NOx)
The mean concentrations of NOx at all AAQM locations range from 21.9 g/m3. The maximum
and minimum NOx concentrations measured at various AAQM locations are 24.2 and 18.9
g/m3, respectively. 98 %tile value of NOx is 24.0 g/m3.
Carbon Monoxide
The mean concentrations of CO at all AAQM locations range from 1000 g/m3. The maximum
and minimum CO concentrations measured at various AAQM locations are 1128 and 898 g/m3,
respectively. 98 %tile value of CO is 1125 g/m3.
Ambient Air Quality Status
National air quality standards for rural, residential and industrial area, along the project road are
met for monitored parameters (PM2.5, PM10, SO2, NOx and CO) for all AAQM stations.
Table 9.9 : Ambient Air Quality Along the Project Road

PM2.5 PM10 SO2 NOx CO
Locations Date
g/m3 g/m3 g/m3 g/m3 g/m3
A. Prescribed Standard 60 100 80 80 2000
B. Monitored Results
Kaithal 23/09/2011 38 67 17.3 24.2 1058
28/09/2011 41 70 15.7 21.6 951
Narwana 23/09/2011 31 62 16.5 22.1 898

28/09/2011 36 68 18.2 23.8 957
Barwala 23/09/2011 29 60 15.4 19.8 1023

PM2.5 PM10 SO2 NOx CO

Locations Date
g/m3 g/m3 g/m3 g/m3 g/m3
28/09/2011 33 65 14.6 18.9 911
Hisar 23/09/2011 37 69 16.2 22.5 1113

28/09/2011 34 66 15.8 23.2 987
Siwani 23/09/2011 32 67 13.4 19.3 945

28/09/2011 36 72 17.5 23.4 1128
Max. 41 72 18.2 24.2 1128

Min. 29 60 13.4 18.9 898
Mean 34.7 66.6 16 21.9 1000
98%tile 40.5 71.6 18 24 1125
Graphical presentation of maximum, minimum and average values of air quality monitoring
along the project road are shown in following Figure 9.7
1200
1000
800
600
400
200
0
PM2.5 PM10 SO2 Nox CO
Max. Min. Average 98 %tile
Figure 9.7 : Ambient Air Quality along the Project Road
9.7.8 Noise Measurements
A preliminary reconnaissance survey was undertaken to identify the major noise generating
sources in the area. The noise at different noise generating sources has been identified based on
the Industrial, commercial and residential activities, traffic and noise at sensitive areas. Sound
Pressure Level (SPL) measurements were undertaken at all locations, with an interval of about 5
seconds over a period of 10 minutes per hour for 24 hr. The day noise level has been monitored
during 6 AM to 10 PM and night levels during 10 P.M. to 6 AM at all locations.
On the spot measurement device manufactured by Castle Associates, England was used. The
sound level meter measures the Sound Pressure Level (SPL), the maximum sound pressure level
(Max) and the equivalent continuous noise level (Leq) by switching on the corresponding
function mode. Time constant for fast, slow, impulse and peak responses are provided and the
suitable response conditions can be selected by operating other switch. The operation of a
resetting button permits to erase the maximum hold and integrated values.

For noise levels measured over a given period of time interval, it is possible to describe important
features of noise using statistical quantities. This is calculated using the percent of the time
certain noise levels are exceeded during the time interval. The notation for the statistical
quantities of the noise levels are described below:
L10 is noise level exceeded 10% of the time;

L50 is noise level exceeded 50% of the time; and
L90 is noise level exceeded 90% of the time.
Equivalent Sound Pressure Level (Leq)
The Leq is the equivalent continuous sound level, which is equivalent to the same sound energy
as the actual fluctuating sound measured in the same period. This is necessary because sound
from noise source often fluctuates widely during a given period of time. This is calculated from
the following equation:
L eq(hrly) = L50+ (L10 - L90)2/60
Also:
Lday is defined as the equivalent noise level measured over a period of time during day (6
AM to 10 PM).
Lnight is defined as the equivalent noise level measured over a period of time during night (10
PM to 6 AM).
Hourly measurements have been carried out in day and night time at Kaithal, Narwana, Barwala,
Hisar and Siwani locations during environmental screening. Day and night-time Leq have been
calculated from hourly Leq values and compared with the stipulated standards as given in
Table 9.10.
Table 9.10: Ambient Standards in Respect of Noise

Area Code Category of Area Leq Limits in dB(A)
Day Time Night Time
A Industrial Area 75 70
B Commercial Area 65 55
C Residential Area 55 45
D Silence Zone 50 40
Note: 1. Day-time is reckoned in between 6:00 a.m and 10:00 p.m.
2. Night time is reckoned is between 10:00 p.m and 6.00 a.m.
3. Silence Zone is defined as areas upto 100 m around such premises as hospitals,
educational, institutions and Courts. The Silence Zones are to be declared by the
competent authority.
Table 9.11 gives the day and night-time Leq noise levels. Measured Leq noise levels are below
the prescribed limit stipulated for residential area at all the locations on the project road.
Table 9.11 : Day and Night Time Leq in the Area

Locations Day Time dB(A) Night Time dB(A)
Kaithal 53.4 42.1
Narwana 51.7 41.2
Barwala 52.3 40.5
Hisar 52.9 42.4
Siwani 51.5 42.3

Graphical presentation of day and night time noise levels along the project road is shown in
Figure 9.8.
60
50
40
30
20
10
0
Kaithal Narw ana Barw ala Hisar Siw ani
Day Time dB(A) Night Time dB(A)
Figure 9.8: Ambient Noise Levels
9.8 Ecological Resources
9.8.1 Forest
There is no reserved forest-land involved in the proposed road.
9.8.2 Terrestrial Ecology
9.8.2.1 Reconnaissance Survey
The study area is mostly dominated by rural and agricultural activities. Botanically, the study
area lies in the Yamuna-Ghaggar plain and possesses very fertile soil and excellent sources of
irrigation. The area receives moderate rainfall from south-west monsoon. The vegetation in the
area is tropical dry deciduous type.
9.8.2.2 Vegetation in the Area
The plants in the study area are sparsely distributed in a heterogeneous manner. Some plant
species like Eucalyptus hybrid, Albizia procera, Holoptelea integrifolia, Tamarix aphylla,
Prosopis juliflora, Pongamia pinnata, Albizia lebbek, Cassia festula, Acacia arabica, Carcica
Papaya, and Leucaena leucocephala are very frequently observed in the study area.
Some xerophytic species like Achyranthes aspera (Apmarg), Zizyphus nummularia, Balanites
aegyptica (Hingot) Adhatoda vasica (Arush), Manilkara haxandra (Khirni), and Capparis
zeylanca (Heens) are very common and are capable of regenerating themselves in various ways.
Some plant species like Anogeissus pendula, Cordia dichotoma, Eucalyptus hybrid, Cassia
fistula, Acacia arabica Polyathia longifolia, Pongamia globra, Pongamia pinnata, Dalbergia
sissoo, Holoptelea intergrifolia, Haplophragma adenophyllum, Psidium guajava, Nerium
indicum are quite common in and around the project study area. Acacia arabica, Prosopis
juliflora, Eucalyptus hybrid, and Pongamia pinnata are dominantly observed.

Cynodon dacthylon (Dub) grass is commonly found along the crop fields whereas Desmostachya
bipinnata (Dab), Erianthus munja (Munj) and Saccharum spontaneum (Kans) grasses are also
observed in study area.
9.8.2.3 Terrestrial Wild Animals
Most of the part of the area is rural and dominated by agricultural activities. Only few species of
common wild animals are observed in the study area. Rhesus Macaque, Naja Naja, Varanus
Griseus, Harpestes edwarids Felis Chary, Boselaphus tragocamelus, Cants aurelus,
Funumblulus pennadi and Lepus aphicadate are occasionally found in the area.
9.8.2.4 Aquatic Flora
Aquatic flora grows in the wetland and in stagnant water bodies and is of ecological importance.
In the water bodies aquatic floras mobilise mineral elements from the bottom sediments and
provide shelter to aquatic invertebrates and fishes.
In the ponds and stagnant water of flowing water bodies, many species of aquatic flora are
observed. Hydrilla verticillata, Eichhornia carssipes, Walffia, Victoria regia,
PotamogetonMmicroscopia, Vallisneria spiralis, Utricularia, Myrio phylum, Trapabisposa,and
Nelumbium speciosum are commonly observed aquatic flora.
9.8.2.5 Protected Areas
There is no wildlife sanctuary, national park or any other ecological sensitive site along the
project road.
9.9 Socio-Economic Development
The economic deployment has taken place. Most of the population along the road is engaged in
agricultural activity.
9.9.1 Agricultural Development
Agriculture is the main source of livelihood of the population along the project road. Wheat,
mustard, jowar and fodder are major crops cultivated in the area. There are three cropping
season, namely, kharif, rabi and Zayad. Kharif crops include, Jowar, Bazra, fodder, etc. while
rabi crops include wheat, mustard, etc. Rabi crops are usually sown in November whereas Kharif
crops are sown with the beginning of the first rains in July.
9.9.2 Mineral Development
There are no mineral development activities carrying out along the project road.
9.9.3 Social and Cultural Resources
The growth of development activities in an area is bound to create its impact on the socio-
economic aspects of the local population. The impacts may be positive or negative depending
upon the nature of the development activities. To assess the impacts of proposed up-gradation of
existing road on the socio-economic environment, it is necessary to study the baseline socio-
economic status of the area.

9.9.4 Archaeological and Historical Monuments
No archaeological and historical monument is located along the project road.
9.9.5 Cultural and Religious Structures
In the most of the length of project road is traversing in the populated and habitation area. Few
religious and cultural structures are located along the road and may be affected due to four laning
of the project. During environmental screening, Mazar (Km 30.6), Shamshan (Km 22.4), Graves
(km 20.5 and km 18.2), temples (km 171.300, km 201.200, km 234.400) were observed along the
project road and need to be avoided during four laning.
9.9.6 Socio-economic Environment
Demographic Details
Demographic details of census settlements along the project road are given in the Table 9.12 and
discussed in following sections:
Data on settlements with number of households, population as well as literacy in the settlements
located along the project road has been obtained from census records and presented in
Table 9.12. From the tabulated data following observations can be made:
A. House Holds
In the settlements located along the project road, there are total 108083 households as per census
records 2001.
B. Population
As per census records, the population of settlements along the project road is 579875. The male
population constituted nearly 54.04 % persons while the female population was only 45.96 % of
the total population.
C. Sex Ratio
As per census records, sex ratio is defined as the number of females per 1000 males. As per
census records, sex ratio in settlements located along the project road was 851.
D. Schedule Cast
Along the project road 18.5% population is schedule cast population.
E. Schedule Tribe
There is no schedule tribe population along the project road.
F. Literacy
Literate population in the villages along the project road is given in Table 9.13 as per the census
records. Literacy among the population along the project road is 63.2%, out of which 59.8%
amongst males and 40.2 % amongst females.

E. Employment Pattern
The employment pattern in the area is an indicator of number of persons employed in various
sectors. It also indicates the various categories of employment flourishing in the area. The
employment pattern in the settlements located along the project road is given in Table 9.13.
From tabulated data, it is observed that total workers in the area account for 33.6% (49.1% male
and 15.3% female) of the total population. Total non-workers account for 66.4 % of the total
population (50.9% male and 84.7% female).

Table 9.12: Demographic Details along the Kaithal-Rajasthan Border Section of NH 65
S. House Total Population Schedule Cast Schedule Tribe Literate

Name of Settlements Type
No. Hold
P M F M F M F M F
1 Kaithal Urban 21914 117285 63098 54187 9154 7738 0 0 43910 31246
2 Kalayat Urban 2955 17051 9119 7932 2067 1774 0 0 5635 3689
3 Peoda Rural 807 4672 2502 2170 366 300 0 0 1403 749
4 Pinjupura Rural 312 1710 930 780 189 158 0 0 507 253
5 Simla Rural 739 4184 2308 1876 543 447 0 0 1183 502
6 Titram Rural 646 4025 2239 1786 607 458 0 0 1434 737
7 Bahbalpur Rural 306 1768 946 822 90 73 0 0 703 391
8 Dhakal Rural 1256 7285 3903 3382 780 644 0 0 2193 1058
9 Dharamgarh Rural 299 1639 879 760 161 148 0 0 573 360
10 Dumarkha Kalan Rural 836 4874 2675 2199 707 524 0 0 1580 811
11 Hatho Rural 558 3157 1671 1486 320 274 0 0 856 468
12 Jajanwala Rural 461 2775 1457 1318 368 366 0 0 827 448
13 Narwana Urban 9092 50435 27073 23362 3847 3413 0 0 18662 12488
14 Siwani Urban 2845 15850 8463 7387 2631 2304 0 0 5488 3365
15 Barwala Urban 5847 33132 17500 15632 6576 5941 0 0 11193 7319
16 Bichpari Rural 463 2824 1478 1346 377 327 0 0 834 458
17 Chaudhriwas Rural 1005 5847 3081 2766 865 764 0 0 1724 916
18 Dhingtana Rural 418 2427 1288 1139 297 255 0 0 862 472
19 Gaibipur Rural 858 4923 2576 2347 1616 1538 0 0 1376 721
20 Gangwa Rural 3120 16715 8945 7770 1659 1468 0 0 6566 4239
21 Hisar Urban 49896 256689 140083 116606 20789 17877 0 0 104942 72986
22 Kallar Bhaini Rural 294 1662 885 777 272 226 0 0 576 319
23 Ludas Rural 474 2910 1568 1342 775 680 0 0 940 494
24 Muklan Rural 451 2705 1445 1260 285 253 0 0 987 499
25 Sarsod Rural 771 4630 2460 2170 547 452 0 0 1394 785

S. House Total Population Schedule Cast Schedule Tribe Literate

Name of Settlements Type
No. Hold
P M F M F M F M F
26 Surewala Rural 562 3249 1781 1468 671 532 0 0 940 440
27 Talwandi Rana Rural 898 5452 2985 2467 928 859 0 0 1793 969
Total 108083 579875 313338 266537 57487 49793 0 0 219081 147182
Source: Census Record 2001

Table 9.13: Occupational Pattern along the Kaithal-Rajasthan Border Section of NH 65
Name of Total Total Main Agricultural Other Marginal

S. No. Cultivators Non Workers
Settlements Workers Workers Labour Workers Workers
M F M F M F M F M F M F M F
1 Kaithal 30143 3613 27484 2812 620 37 460 48 26404 2727 2659 801 32955 50574
2 Kalayat 4277 817 3849 396 922 43 308 101 2619 252 428 421 4842 7115
3 Peoda 1281 1015 971 92 554 16 138 66 279 10 310 923 1221 1155
4 Pinjupura 462 328 389 101 166 79 64 18 159 4 73 227 468 452
5 Simla 1273 925 1151 589 694 360 277 206 180 23 122 336 1035 951
6 Titram 993 377 920 127 491 77 7 1 422 49 73 250 1246 1409
7 Bahbalpur 454 194 393 24 247 17 12 1 134 6 61 170 492 628
8 Dhakal 1994 1383 1700 651 1012 417 82 13 606 221 294 732 1909 1999
9 Dharamgarh 437 381 356 36 185 8 108 22 63 6 81 345 442 379
Dumarkha
10 1346 369 1147 152 423 127 145 3 579 22 199 217 1329 1830
Kalan
11 Hatho 1106 941 841 622 489 385 182 117 170 120 265 319 565 545
12 Jajanwala 682 484 649 425 289 269 130 81 230 75 33 59 775 834
13 Narwana 12727 2736 11820 2027 1285 560 274 113 10261 1354 907 709 14346 20626
14 Siwani 4138 1073 3789 625 711 360 67 14 3011 251 349 448 4325 6314
15 Barwala 8469 1759 7447 882 621 35 570 104 6256 743 1022 877 9031 13873
16 Bichpari 739 578 674 448 374 330 25 10 275 108 65 130 739 768
17 Chaudhriwas 1714 1320 1305 466 652 283 249 35 404 148 409 854 1367 1446
18 Dhingtana 670 499 601 348 354 266 30 11 217 71 69 151 618 640
19 Gaibipur 1428 850 1217 582 292 138 230 147 695 297 211 268 1148 1497
20 Gangwa 4014 1615 3537 1129 516 383 98 20 2923 726 477 486 4931 6155
1604 1268 1231
21 Hisar 70054 66138 525 122 520 249 65093 3916 3357 70029 100560
6 9 8
22 Kallar Bhaini 423 321 361 205 157 29 60 19 144 157 62 116 462 456
23 Ludas 719 451 660 147 209 83 81 24 370 40 59 304 849 891
24 Muklan 769 559 751 539 375 339 143 129 233 71 18 20 676 701
25 Sarsod 1236 779 1184 655 685 496 212 84 287 75 52 124 1224 1391

Name of Total Total Main Agricultural Other Marginal

S. No. Cultivators Non Workers
Settlements Workers Workers Labour Workers Workers
M F M F M F M F M F M F M F
26 Surewala 911 600 849 163 453 130 165 15 231 18 62 437 870 868
Talwandi
27 1545 910 1146 274 427 209 35 17 684 48 399 636 1440 1557
Rana
15400 4092 14132 2720 1372 1994
Total 5598 4672 1668 122929 12675 13717 159334 225614
4 3 9 6 8 0
Source: Census Record 2001.

9.10 Screening of Potential Environmental Impacts and Mitigation Measures
9.10.1 Impact on Physiography and Topography
Since proposed project is widening of existing road within available ROW, impact on the
physiography of the area would be insignificant during construction and operation phase. The
design will consider the improvement of roadside drainage conditions through the improvement
of cross-drainage structures. Design of the cross drainage structures will follow IRC Guidelines
(IRC, 1995).
9.11 Potential Environmental Impacts on Soil
Soil is one of the most important components of the physical environment. During up-grading the
existing road, the potential impacts on soil are discussed as given below:
9.11.1 Design and Construction Phase
a. Loss of Productive Soil
Four 4 laning of the project road, 679 ha land will be acquired. The area along the project road is
mostly culturable land. Therefore, some loss of productive soils is anticipated due to acquisition
of agricultural land. However, the productivity of crops in the region will not be affected by the 4
laning of the project road.
Efforts will be made to minimize acquisition of the productive land. The location of construction
camp and other construction sites shall not be located on productive agricultural land. The topsoil
from areas to be permanently covered shall be stripped to a specified depth of 150 mm and stored
in stockpiles. The stored topsoil will be utilized for the redevelopment of borrow areas, top
dressing of road embankments, fill slopes and filling up of tree pits proposed as part of
compensatory plantation.
Temporary loss of productive soil is likely if haul roads for the transport of borrow materials,
traffic detours during construction, etc. are routed through agricultural lands.
b. Soil Erosion
During the up-gradation of the project, some trees, shrubs and grasses will need to be cleared
along the project road, which may pose some soil erosion problem during first few rains. Suitable
mitigation measures will need to be implemented to prevent the soil erosion problem.
Excavations of earth from borrow pit areas may also lead to loss of topsoil and soil erosion
problem.
c. Contamination of Soil
In the project road, the contamination of the soil will be negligible. Further, the contractor shall
initiate measures to minimize waste generation from all construction activities. At construction
sites, the vehicles and equipments will be maintained properly and refueled only at fueling areas,
without any spillages.

d. Compaction of Soil
During construction phase, at some places, soil in the adjoining productive lands beyond the
ROW may be compacted by the movement of construction vehicles, machinery and equipment.
Mitigation Measures
During the construction phase, mitigation measures to prevent the soil erosion are:
Re-plantation of trees,
Good engineering & construction practices
Turfing on embankment.
Providing mild slopes, not flat nor steep slope,
These steps will efficiently mitigate the potential soil erosion problem and by the time the road
starts operating, the ecosystems will restore itself. Soil erosion should visually check on slops
and high embankment areas along the road during construction phase. In case soil erosion is
found suitable measures should be taken to control the soil erosion.
To avoid the soil contamination, at the wash down and re-fueling areas, oil interceptors shall be
provided. Unusable debris shall be dumped in nearest landfill sites.
To prevent any compaction of soil in the adjoining productive lands beyond the ROW, the
movement of construction vehicles, machinery and equipment will be restricted to the corridor.
Borrow Area and Quarries
For filling and embankment during construction phase, borrow pits need to be excavated along
the project road. For construction of road, aggregate will be procured from nearest quarry
approved by State Pollution Control Board.
Mitigation Measures
To mitigate the adverse impact during excavation of borrow pits, following mitigation measures
should be taken:
Indian Road Congress (IRC):10-1961 guideline should be followed for excavation of earth
from borrow areas.
Borrow areas should be excavated as per the intended end use by the owner. The following
criteria have been used for selection of borrow pits and amount that can be borrowed. They are
as follows:
Borrow areas should not be located on cultivable lands. However, if it becomes necessary
to borrow earth from temporarily acquired cultivated lands, their depth should not exceed
45 cm. The topsoil to a depth of 15 cm shall be stripped and set aside. Thereafter, soil may
be dug out to a further depth not exceeding 30cm and used in forming the embankment.
Borrow pit shall be selected from wasteland at least 500m away from the road;
Priority should be given to the borrowing from humps above the general ground level
within the road land;
Priority should be given to the borrowing by excavating/enlarging existing tanks;
Borrowing should be from land acquired temporarily and located at least 500m away from
the road;

Borrowing should be from mounds resulting from the digging of well and lowering of
agricultural fields in vicinity of the road;
In case of settlements, borrow pit shall not be selected within a distance 800m from towns
or villages. If unavoidable, earth excavation shall not exceed 30 cm in depth.
The haulage distance from site should not be too far.
Aggregate required for road construction should be procured from quarries approved by State
Pollution Control Board. Air and noise emissions from quarry should be well within the
prescribed limit.
9.11.2 Operation Phase
No impact is anticipated on soil during the operation phase and therefore, no mitigation measure
is required. However, soil erosion should visually check on slops and high embankment areas
along the road during operation phase. In case soil erosion is found suitable measures should be
taken to control the soil erosion.
9.12 Impacts on Water Resources
Four lane widening of project road may lead to two types of impacts on the hydrological
environment, i.e., surface water and ground water. These impacts are described below as:
Four lane widening of the project road is not likely to have any significant impact on existing
drainage system along the road. Further, adequate culverts and bridge for movement runoff
during rains will be provided at places.
Mitigation Measures
The contractor shall ensure that construction debris do not find their way in to the minor drainage
channels which may get clogged.
To restore the surface water flow/drainage, proper mitigation measures will be taken along the
road, like:
Drainage line will be constructed along the project road.

Culverts will be proposed to accommodate the drainage requirement along the alignment.
Drainage arrangements will be provided in respect of site conditions in the form of drainage
layer and sub-surface drains in the full width of formation or below the shoulder so as to
keep the pavement well drained.
Good engineering and construction practiced should be followed.
During the operation phase, drainage pattern or hydrology of the area will not be affected.
Therefore, no impact is anticipated during operation phase and no mitigation measures are
required.

9.13 Impact on Water Environment
Ground Water Resource
During design and construction phase, drainage pattern and run off flow conditions along the
project road will not be significantly affected. Water requirement for the project road will be
temporary and meet through existing ground water sources available place to place along the
road. Therefore, no significant impact is anticipated on the water resources of the area.
Use of Local Water Supply
No local water supply will be used for construction purposes. Therefore, the impact on the local
water supply will be insignificant. During the operation phase, water requirement will be
negligible. Therefore, no impact is anticipated on local water supply during operation phase.
Water Quality Degradation
Widening activities may temporarily deteriorate surface water quality during rains in terms of
turbidity along the road. However, this impact will be observed only up to first few rains.
Therefore, no significant impact is anticipated on water quality due to construction of project
road.
Construction of project road is expected to complete within the 3 years by deployment of local
labours. Therefore, no construction camp is anticipated along the road. However, if construction
camps are required, it should be located away from water bodies and basic sanitary facilities
should be provided to the labour camps.
Mitigation Measures for Water Environment
Following mitigation measures are suggested to mitigate any adverse impacts during design and
construction phase:
Provision should be made for proper drainage along the road.

Construction camps, if any, should be properly located.
Good engineering practices to be followed to avoid the clogging of drainage channels along
the project road.
Water to be used for construction should have separate source.
During operation phase, water quality, drainage pattern and run off flow conditions along the
project road will not be significantly affected and no impact is anticipated on water quality along
the project road. Therefore, no mitigation measures are required for operation phase.
9.14 Impact on Ambient Air Quality
During construction phase, there will be two main sources of air emissions i.e. mobile sources
and fixed sources. Mobile sources are mostly vehicles involve in construction activities while
emissions from fixed sources include diesel generator set, construction equipment (e.g.
compressors) and excavation/grading activities those produce dust emissions.

Certain amount of dust and gaseous emissions will be generated during the construction phase
from excavation machine and road construction machines. Pollutants of primary concern include
Fine Particulate Matter (PM2.5) and Particulate Matter (PM10). However, suspended dust particles
may be coarse and will be settled within a short distance of construction area. Therefore, impact
will be temporary and restricted within the closed vicinity of the construction activities along the
road only.
Considerable amount of emissions of carbon monoxide (CO), unburned hydrocarbon, sulfur di-
oxide, particulate matters, nitrogen oxides (NOx), etc, will be generated from the hot mix plants.
Hot mix plants should be located away from the populated areas and be fitted with the air
pollution control equipment, the emission shall meet National/ State Pollution Control Board
standards. Further, the hot mix plants must be sited at least 1 km in the downwind direction from
the nearest human settlement. It shall be ensured that the dust emissions from the crusher and
vibrating screens from the stone quarries do not exceed the standards.
Mitigation Measures
Vehicles delivering loose and fine materials like sand and fine aggregates shall be covered to
reduce spills on existing road. Water may be sprayed on earthworks, on a regular basis.
During and after compaction of the sub-grade, water will be sprayed at regular intervals to
prevent dust generation.
All slopes and embankments will be turfed as per best engineering practices will help to
minimize the dust generation during operation of the road.
During the construction phase of the project road, emissions due to earth works,
transportation of construction materials and vehicular movement along the stretch will have
temporary though significant impact on air quality. However, air quality level is anticipated
to be within the prescribed limit.
The following mitigation measures will also be taken to mitigate the dust entrainment and
fugitive emissions from the various sources:
Asphalt and hot-mix plants will be located at least 1 km away from inhabited urban and rural
stretches along the road with the clearance from State Pollution Control Board.
Sprinkling water will control fugitive dust emissions.
Sprinkling of water on the dust prone areas and construction yard.
Regular maintenance of machinery and equipment will be carried out.
Ambient air quality monitoring should be carried out during construction phase. If monitored
parameters are above the prescribed limited, suitable control measures must be taken.
During the operation phase, air quality along the road will be affected by vehicular emissions on
the project road. Pollutants of primary concern will include NOx, CO, HC, PM2.5, PM10 and SO2.
In the populated area, traffic congestion due to bottlenecks of constructed road may increase the
air pollution problem in the along the project road.
Emissions of Particulates Matter from the road will depend on the roughness of road. It is
suggested that roughness of project road should be as per IRC:SP:16-2004. As per IRC
guidelines roughness <2000 mm/km is considered good for bituminous concrete surface.

Mitigation Measures
For operation phase following mitigation measures are suggested to control the air pollution:
Bottlenecks should be avoided for smooth flow of traffic.

Plantation of pollutant adsorbing trees along the road,
Ambient air quality monitoring should be carried out during operation phase. If monitored
parameters are above the prescribed limited, suitable control measures must be taken.
9.15 Impact on Noise and Vibration
Some salient features related to potential noise impact of road development include:
the road noise impact is greatest where road passes though populated areas,
the range of noise level should be understood in relation to the habitation type also, for
example, road noise in industrial areas is not likely to be problematic but at sensitive location
like schools, hospitals, its impact may be significant,
Widening of the project road will be confined within the existing ROW. During the construction
phase, noise will be generated from the various activities, such as, site clearing activities,
excavation, erection and finishing. The typical noise levels from these activities are given
hereunder:
Site clearing activities 85 dB(A)

Excavation 90 dB(A)
Erection 80 dB(A)
Finishing 85 dB(A)
During the construction phase, the noise level is bound to increase by the use of construction
machines, etc. The increase in noise levels is expected to be between 10 - 20 %. However, these
noise levels will be temporary in nature mostly during daytime only.
For an approximate estimation of dispersion of noise in the ambient air, a standard mathematical
model for sound wave propagation is used. The sound pressure level generated by noise sources
decreases with increasing distance from the source due to wave divergence. An additional
decrease in sound pressure level from the source is expected due to atmospheric effect or its
interaction with objects in the transmission path.
Resultant Noise Level
The resultant maximum noise level for the above sources as calculated using combined effect
equation1 is 90 dB(A). Assuming no environmental attenuation factors, based on the equations,
calculations are made which shows that noise level at different distance will be as under:
1
The combined effect of all sources is determined using following equation:
Lp(total) = 10 Log(10(Lp1/10) + 10(Lp2/10) + 10(Lp3/10) + .) .(1)
Where: Lp1, Lp2 and Lp3 are noise pressure level at a point due to different sources in dB(A).

Area Permissible Limits (Day Time) Distance (m) from Source

Residential 55 dB (A) 22.4
Commercial 65 dB (A) 7.1
Industrial 75 dB (A) 2.7
Therefore, the impact of noise on surrounding area during the construction phase will be limited
within 25 m, hence inferred as moderate. However, in the populated area residential structures
are located within 25 m from the road.
Mitigation Measures
Site Controls: Stationary equipment will be placed along un-inhabited stretches as per distance
requirements computed above as far as practicable to minimize objectionable noise impacts.
Scheduling of Project Activities: Operations will be scheduled to coincide with period when
people would least likely to be affected. Construction activities will be strictly prohibited
between 10 P.M. and 6 A.M. near residential areas
.
Protection devices (ear plugs or ear muffs) will be provided to the workers operating in the
vicinity of high noise generating machines.
Construction equipment and machinery should be fitted with silencers and maintained properly.
Noise measurements should be carried out along the road to ensure the effectiveness of
mitigation measures.
During the operation phase, noise will be generated through the vehicles movement. Noise levels
will depend up on traffic density, number of traffic events. Plantation along the road and
improved road conditions will be helpful in reduction on noise levels during operation phase.
Mitigation Measures
To mitigate the impact of noise levels during operation phase, following mitigation measure are
anticipated:
Emissions of SPM from the road will depend on the roughness of road. It is suggested that
roughness of project road should be as per IRC:SP:16-2004. As per IRC guidelines
roughness <2000 mm/km is considered good for bituminous concrete surface.
Pressure horns in the populated area should be prohibited.
Road should be designed in such a manner that no traffic congestion in the populated area
along the road.
Developing trees barriers between the road and sensitive area, wherever it is possible.
Noise measurements should be carried out along the road to ensure the effectiveness of
mitigation measures.

9.16 Impact on Flora, Fauna and Ecosystem
During the design and construction of the project road, vegetation in the form of trees, shrubs and
grasses will need be cleared.
Important positive and negative impacts on flora, fauna and ecosystem due to project road are:
As an estimate about 20134 trees (depending upon type of widening) will need to be cleared
for construction of project road and will be compensated through compensatory afforestation
while road does not passing through plantation areas.
There will be no loss of bio-diversity since no rare/endangered plant or animal species is
going to be eliminated due to the proposed upgrading.
There will be no loss of animal habitat by the project road itself, borrow pit areas and quarry
sites.
The proposed project road will not affect migratory path of animal breeding zone or important
ecosystems.
The aquatic ecology will not be damaged, as structures will be provided on the water bodies
crossed by project road.
The loss of trees and herbal cover at least during the construction phase, is likely to produce
some negative impacts.
Mitigation Measures
Widening plan for project road should be prepared in such a way that trees cutting can be
minimized up to maximum possible extent.
Careful and proper planning should be done for re-plantation of trees during design and right at
the commencement of construction and the phase wise removal of growing trees will mitigate the
negative impacts.
Compensatory plantation should be started during construction phase parallel to the construction
activities.
During the operation phase, no adverse impact is anticipated on the flora and fauna of the area.
Plantation along the road on available space will enhance flora in the area.
Mitigation Measures
Compensatory afforestation should be done along the project road during operation phase,
wherever it is possible. Monitoring of survival of trees should be done at regular interval and
suitable mitigation measures should be taken to protect the trees.
9.17 Construction Workers Camp
Upgrading of the project road will be completed within the 2 years by deployment of local
labourer, and therefore no construction worker camp may be needed. However in case
construction camps are required, solid waste and sewage generated from construction camp may
pollute the surroundings of camp and cause health problems.

Following mitigation measures are suggested for construction workers camps:
Water supply and toilet facilities at construction camps shall be provided,

Lavatories shall be located away from settlement,
Proper disposal of domestic refuse will be undertaken in the neared municipal waste landfill
site,
Temporary medical facilities for the construction workers will be provided.
9.18 Impacts on Social Environment
Construction and operation phases of project road will have some beneficial impact on social
environment. Some increase in income of local people is expected as local unskilled, semiskilled
and skilled persons may gain direct or indirect employment during construction phase. Since the
immigration of work force during construction phase is likely to be very small, the social impacts
on literacy, health care, transport facilities and cultural aspects are expected to be insignificant.
9.19 Economic Impacts
Construction Stage
The relatively short-lived economic impacts of the construction phase are likely to be
experienced in local communities for the duration of construction as workers make everyday
purchases from local traders. This is likely to give a short-lived stimulus to these traders that will
disappear as soon as the construction is complete. Wider, flow-on economic impacts will be
experienced in other sectors of economy as a result of purchase of construction materials and the
payment of wages and salaries.
Operation Stage
Once the widening is complete, there is likely to be some long-term changes in the economic
structures of the urban and rural areas served by the road.
9.20 Impact on Land Use Pattern
For four lane widening of the existing road, 679 ha land acquisition is envisaged. Therefore,
adverse environmental impact is anticipated on the land use pattern along the project road.
During the operation phase some development activities are anticipated in the area along the road
and it will also have some impact on the land use pattern of the area.
9.21 Impact on Safety
Construction Stage
Adverse impact on safety of pedestrians and passage of traffic approaching or passing are likely
if construction works are not managed properly. It is essential that works should be planned
before hand by the contractor with due considerations for safety of pedestrians and workers
during the night-time. Adequate warning signs, barricades, etc to inform the road users are
essential in this regard.
Operation Stage
Once the construction work is complete, the safety aspects will include beneficial impacts. With
the project road, improve road conditions will be provided for the traffic, which would
significantly reduce the accidents.

9.22 Institutional Requirements and Environmental Monitoring Plan
9.22.1 Institutional Arrangements
An institutional mechanism needs to be incorporated in the project road management and

execution system. The NHAI will be responsible for the implementation of all the mitigation and
management measures suggested in EMP for project road. The NHAI is also responsible for
implementation the complete resettlement and rehabilitation for all those affected by the project.
The NHAI has certain organizational and institutional capacity to be able to satisfactory complete
the implementation of the EMP.
To ensure the effective implementation of the mitigation measures and environmental

management plan during construction and operation phase of project road, it is essential that an
effective Environmental Monitoring Plan be designed. Environmental Monitoring Plan for
various environmental parameters have been prepared.
9.23 Environmental Monitoring Plan
To ensure the effective implementation of the mitigation measures and environmental

management plan during construction and operation phase of the project road, it is essential that
an effective Environmental Monitoring Plan will be designed and followed.
9.23.1 Ambient Air Quality (AAQ) Monitoring
Ambient air quality parameters recommended for road transportation developments are PM2.5,
PM10, NOx, SO2 and CO. These are to be monitored at designated locations starting from the
commencement of construction activities. Data should be generated twice in a week once during
construction phase at all identified locations in accordance to the National Ambient Air Quantity
Standards. The locations and pollution parameters to be monitored and the responsible
institutional arrangements shall be detailed out in the Environmental Monitoring Plan.
9.23.2 Noise Levels Monitoring
The measurements of noise levels would be carried out at all designated locations in accordance
to the Ambient Noise Standards formulated by Ministry of Environment and Forests (MoEF) as
given. Noise level would be monitored on twenty-four hourly basis. Noise should be recorded at
A weighted frequency using a slow time response mode of the measuring instrument. The
measurement location, duration and the noise pollution parameters to be monitored and the
responsible institutional arrangements shall be detailed in the Environmental Monitoring Plan.
9.23.3 Soil Erosion
On slops and high embankment, soil erosion may be occurred during construction and operation
phase of project. During and after rains, soil erosion will need to be check regularly.
9.23.4 Plantation
During construction and operation stage of project road, tree plantation will need to be impacted
to monitor the survival of plants planted along the project road.

9.24 Environmental Budget
The environmental budget for the various environmental management measures proposed for
construction and operation of the 4 lane road from Kaithal-Rajasthan Border Section of NH 65 is
prepared tentatively. There are several other environmental issues that shall be addressed as part
of good engineering practices, the costs for which have been accounted for in the engineering
cost. The tentative cost of implementation of mitigation measures are as given below:
S. No. Details of EMP Components Cost (Rs.in Lakhs)

1.
2. Water Sprinkling during construction on road 25
3. Reclamation of borrow pits 28
5 Compensatory Afforestation and Median Plantation 326
6. Slope Stabilization and Erosion Control 122
7. Environmental Monitoring for Air, water, noise, etc. 18
8. Facility at worker camp, water, sanitation, fuel wood, etc. 25
9. Safety signs and boards 50
10. Supervision of Implementation of EMP 25
Total 619
Tentative cost of implementation of EMP is worked out to approximately Rs. 6.2 Crores
9.25 Findings of Environmental Screening
The analysis, interpretation and review of data collected during environmental screening along
the project road, the study of primary and secondary data collected from various sources and
consultation with the population along the project road provide basic understanding of the issues
involved in four lane widening of Kaithal-Rajasthan Border section of NH 65. Some important
findings of environmental screening are given below:
The environmental screening indicates the project road will have following advantages:
No major environmental impact is anticipated on the area. Anticipated impacts will be

mitigated through the implementation of mitigation measures.
There is no sensitive environmental issue due to upgrading of the project road. Biodiversity
and ecology of the area will be un-affected due to implementation of project.
The project will provide improved road conditions and significant saving in the fuel and time
and thus reducing air pollution caused by vehicle traffic.
9.26 Environmental Issues
The key environmental issues, which need attention and further study for four lane widening of
Kaithal-Rajasthan Border section of NH 65, are listed hereunder:
The cutting of nearly 20134 trees, along the road within the ROW at some places is an
important issue and methods should be evolved to minimize the cutting of trees. Wherever
possible effort should be made to minimize the cutting of matured trees by shifting the
alignment to other side of road where trees are less.
Compensatory afforestation/plantation and green belt development should be done
simultaneously with construction phase of the project.
During environmental screening, Mazar (Km 30.6), Shamshan (Km 22.4), Graves (km 20.5
and km 18.2), temples (km 171.300, km 201.200, km 234.400) were observed along the
project road and need to be avoided during four laning.

9.27 Conclusions
The proposed project road belongs to Category A project as per Environmental Impact
Assessment Notification 2006, amended in 2009 under The Environmental (Protection) Act,
1986. Based on findings of the Environmental Screening study, EIA study for the project road
will require to be carried out after approval of TOR from MOEF and prior Environmental
Clearance is required for the project. The Environmental Management Plan shall be prepared for
implementation during design, construction and operation phases.

Chapter 10
Initial Social Assessment and Preliminary
Land Acquisition / Resettlement Plan
of Kaithal Rajasthan Border Section of NH65 Initial Social Assessment and
Preliminary Land Acquisition/Resettlement Plan
10.0 INITIAL SOCIAL ASSESSMENT AND PRELIMINARY LAND ACQUISITION/

RESETTLEMENT PLAN
10.1 Introduction
The roads and highways connect settlements of various hierarchical levels. They act as conduits
between settlements and people. Their improvement thus becomes imperative for an integrated
development of the economy. The basic objective of any such highway development and
strengthening program is to improve the standard of living of people of the area. Nevertheless,
most such projects produce certain externalities by which socio-economic structure could get
disturbed. Due to these externalities generated, displacement and consequent involuntary
resettlement have to become the unintended companion of any such developmental effort. In a
development project like widening and improvement of highways, the impact is not concentrated
at a place, rather it is distributed linearly and scattered in space.
The National Highways Authority of India (NHAI) has been entrusted to implement the
development of the project stretch from Kaithal to Rajasthan Border Section of National
Highway - 65 for rehabilitation and up-gradation under NHDP, Phase IV on BOT mode under
Package No: NHDP-IV/HR/DPR/02 in the state of Haryana. The entire project road lies in the
state of Haryana. The project road section starts from Kaithal and ends at Haryana-Rajasthan
Interstate Border.
Four lane up-gradation of the project road from Kaithal to Haryana/Rajasthan Border Section of
National Highway-65, may have adverse social impacts due to land and structures acquisition.
10.2 Background of the Project Region
10.2.1 Location and Extent
National Highway (NH) 65 starts from Ambala (Punjab) and ends at Pali (Rajasthan). The
project road section under the scope of study starts from Kaithal, Km 44+000 (start of Kaithal
Bypass) and ends at Haryana/ Rajasthan Border, Km 241+470. The Chainage of the Project road
decreases from Kaithal, km 44+200, to Narwana, Km 0+000. From this point it increases from
Km 121+400 to Rajasthan Border Km 241+580, where the project road section ends.
The existing length of the project road section is approx. 153.4 km considering the start point at
Km 33+400 i.e. end of the proposed Kaithal Bypass. The project road traverses through four
districts of Haryana, namely Kaithal, Jind, Hisar, and Bhiwani.
The project road traverses mainly through plain terrain. Broadly, land-use along the project road
is predominantly agriculture land followed by built-up land. The percentage distribution of land
use is 78.7% and 21.3 % for agricultural and built up, respectively.
10.2.2 Profile of Haryana State
On 1 November 1966, Haryana was carved out on the basis of that the parts of Punjab which
were to be Haryana's "Hindi-speaking areas". Same example was followed in the creation of
Himachal Pradesh as well. Haryana state was formed on the recommendation of the Sardar
Hukam Singh Parliamentary Committee. The formation of this committee was announced in the
Parliament on 23 September 1965. On 23 April, 1966, acting on the recommendation of the
Hukam Singh Committee, the Indian government set up the Shah Commission under the
chairmanship of Justice J. C. Shah, to divide and set up the boundaries of Panjab and Haryana.
The commission gave its report on 31 May, 1966. According to this report the then districts of
Hissar, Mehendragarh, Gurgaon, Roahtak, and Karnal were to be a part of the new state of

Haryana. Haryana became a new state of India on 1st November 1966 with Chandigarh as its
capital, since then it has made spectacular progress to become one of the most prosperous states
of India. Haryana state lies in the northern part of India with its border extending towards Punjab
and Himachal Pradesh in the north, Rajasthan to the west and south and eastern border to
Uttarakhand and Uttar Pradesh. It is also surrounds Delhi on three sides, forming the northern,
western and southern borders of Delhi.
The population of Haryana, according to the 2001 census, is 21,144,000, with 11,364,000 males
and 9,781,000 females. The population density is 477 people/sq km. Haryana, along with
neighboring Punjab, has a skewed sex ratio at 861, with many more men than women. Selective
abortion of female fetuses has a very high provenance, reflecting a widespread favor for the male
child. Hindus make up about 88.2% of the population, Sikhs 6.2%, Muslims 5.2%, Jains 0.3%
and Buddhist 0.01%. [16] Muslims are mainly in the Mahendragarh district, while Sikhs are
mostly in the districts adjoining Punjab.
10.2.3 District-wise Profile along the Project Road
10.2.3.1 Profile of Kaithal District
Kaithal came to existence as district of Haryana in 1989. Kaithal district is situated in the North-
West of the state. Kaithal is located at 2948N 7623E and 29.8N 76.38E and It has an
average elevation of 220 metres (721 feet). This city is situated on National Highway NH 65.
Presently Kaithal is spread over 2317 Sq. K.m. Geographical area. Its total population according
to 2001 census is 945631, 80.61% population reside in villages whereas 19.39% population
reside in cities. Males constitute 54% of the population and females 46%. Kaithal has an average
literacy rate of 65%, higher than the national average of 59.5%, male literacy is 70%, and female
literacy is 58%. In Kaithal, 14% of the population is under 6 years of age. There are 277 villages
and 253 Punchayats in Kaithal districts. Kaithal district consists of two tehsils namely Kaithal &
Guhla & five sub-tehsils namely Pundri, Rajaund, Dhand, Kalayat and Siwan.
Demographic details of Kaithal district are shown in Table 10.1.
Table 10.1: Demographic Details of Kaithal District

Sl. Total
Description
No. Total Rural Urban
1 No. of Household 164258 130775 33483
2 Total Population 946131 762649 183482
3 Total Population (Male) 510513 411628 98885
4 Total Population (Female) 435618 351021 84597
5 Population (0-6 years) (Total) 145487 118943 26544
6 Population (0-6 years) (Male) 81243 66239 15004
7 Population (0-6 years) (Female) 64244 52704 11540
8 Schedule Caste (Total) 203875 173213 30662
9 Schedule Caste (Male) 110372 93745 16627
10 Schedule Caste (Female) 93503 79468 14035
11 Schedule Tribe (Total) 0 0 0
12 Schedule Tribe (Male) 0 0 0
13 Schedule Tribe (Female) 0 0 0
14 Literate (Total) 472563 359050 113513
15 Literate (Male) 296857 230026 66831
16 Literate (Female) 175706 129024 46682
17 Illiterate (Total) 473568 403599 69969
18 Illiterate (Male) 213656 181602 32054

Sl. Total
Description
19 Illiterate (Female) 259912 221997 37915
20 Total Worker (Total) 372011 316941 55070
21 Total Worker (Male) 259679 211865 47814
22 Total Worker (Female) 112332 105076 7256
23 Main Worker (Total) 268127 220580 47547
24 Main Worker (Male) 226272 183173 43099
25 Main Worker (Female) 41855 37407 4448
26 Main Worker Cultivator (Total) 118785 115327 3458
27 Main Worker Cultivator (Male) 99757 96488 3269
28 Main Worker Cultivator (Female) 19028 18839 189
29 Main Worker Agricultural Laborer (Total) 40482 38952 1530
30 Main Worker Agricultural Laborer (Male) 33016 31668 1348
31 Main Worker Agricultural Laborer (Female) 7466 7284 182
32 Main Worker Household Industry (Total) 4509 2978 1531
33 Main Worker Household Industry (Male) 3532 2315 1217
34 Main Worker Household Industry (Female) 977 663 314
35 Main Other Worker (Total) 104351 63323 41028
36 Main Other Worker (Male) 89967 52702 37265
37 Main Other Worker (Female) 14384 10621 3763
38 Marginal Worker (Total) 103884 96361 7523
39 Marginal Worker (Male) 33407 28692 4715
40 Marginal Worker (Female) 70477 67669 2808
41 Marginal Worker Cultivator (Total) 31053 30722 331
42 Marginal Worker Cultivator (Male) 5546 5510 36
43 Marginal Worker Cultivator (Female) 25507 25212 295
44 Marginal Worker Agricultural Laborer (Total) 43466 42031 1435
45 Marginal Worker Agricultural Laborer (Male) 14861 14252 609
Marginal Worker Agricultural Laborer
46 (Female) 28605 27779 826
47 Marginal Worker Household Industry (Total) 2153 1959 194
48 Marginal Worker Household Industry (Male) 455 384 71
Marginal Worker Household Industry
49 (Female) 1698 1575 123
50 Marginal Other Worker (Total) 27212 21649 5563
51 Marginal Other Worker (Male) 12545 8546 3999
52 Marginal Other Worker (Female) 14667 13103 1564
53 Non Worker (Total) 574120 445708 128412
54 Non Worker (Male) 250834 199763 51071
55 Non Worker (Female) 323286 245945 77341
Source: Census Records 2001
10.2.3.2 Profile of Jind District
The district Jind lies in the North of Haryana state between 2903 to 2951 North latitude and
7553 to 764530 east longitude. It is bounded by Patiala in the North and Sangrur district of
Punjab in the northeast. It is surrounded by district Kaithal and Karnal of Haryana in east and
west respectively. In southwest it has a common boundary with district Hisar, whereas in south
and southeast it shares its boundary with Rohtak and Sonipat respectively. Jind district
encompasses a geographical area of 2702 Sq.km. For the administrative convenience, the Jind
district, a segment of the Hissar division has been divided into four tehsils i.e. Narwana, Jind,

Safidon and Julana. In order to streamline the rural development, these tehsils have been further
subdivided into seven blocks namely Narwana, Uchana, Alewa, Jind, Julana, Pilukhera and
Safidon.
As per 2001 census the total population of the district is 11,89,827. The rural and urban
population is 9,48,250 and 2,41,577 with an average density of 440-person/sq km. Out of total
population 6,42,282 are males and 5,47,545 are females. The male and female ratio of the district
as a whole was 1000:852. In Jind district 79% of the population is settled in 307 villages and the
rest 21% of population is concentrated in five towns. There is no scheduled tribe population in
the district, as no part of the district is under tribal area. The population of schedule caste is
2,35,765 out of which 1,98,790 belong to rural and 36,975 to urban area. The percentage of
schedule caste population of the district is 19.81%. The literacy rate in the district is 52.33%.
The area of Jind district is irrigated by two canal systems i.e. Western Yamuna canal and the
Bhakra canal.
Demographic details of Jind district are shown in Table 10.2.
Table 10.2: Demographic Details of Jind District

Sl. Total
Description
1 No. of Household 204942 161289 43653
14 Literate (Total) 622654 465690 156964
15 Literate (Male) 397972 304561 93411
16 Literate (Female) 224682 161129 63553
18 Illiterate (Male) 244310 207644 36666
24 Main Worker (Male) 281070 224903 56167
Main Worker Agricultural Laborer 39090 37273 1817
29 (Total)
Main Worker Agricultural Laborer 28796 27432 1364
30 (Male)
31 Main Worker Agricultural Laborer 10294 9841 453

Sl. Total
Description
(Female)
Main Worker Household Industry 1381 1015 366
34 (Female)
Marginal Worker Agricultural Laborer 46650 45569 1081
44 (Total)
45 (Male)
46 (Female)
Marginal Worker Household Industry 2500 1748 752
47 (Total)
48 (Male)
49 (Female)
53 Non Worker (Total) 667881 499889 167992
54 Non Worker (Male) 311140 242061 69079
10.2.3.3 Profile for Hisar District
Hisar is located at 29911 north latitude and 75436 east longitude. It is situated 164
kilometers northwest of Delhi on the National Highway NH-10. NH 65 also passes through Hisar
City. As regards topographical situation of this district total area of the district is 3983 sqr. Km.
This district is surrounded by State/District boundaries by Rohtak & Jind districts in the east,
Fatehabad & Sirsa in the north side, district Bhiwani and some area of Rajasthan State in the
south and Hanumangarh district (Tehsil Bhadra), Churu District (Tehsil Rajgarh/Sadulpur) of
Rajasthan in the west.
As of 2001 India census, Hisar had a population of 15,37117. Males constitute 54.03% of the
population and females 45.97%. Hisar has an average literacy rate of 54.80%, male literacy is
64.60%, and female literacy is 43.28%. In Hisar, 15.47% of the population is under 6 years of
age.
Demographic details of Hisar district are shown in Table 10.3.

Table 10.3: Demographic Details of Hisar District

Sl. Total
Description
1 No. of Household 272738 196821 75917
14 Literate (Total) 842302 574642 267660
15 Literate (Male) 536521 378455 158066
16 Literate (Female) 305781 196187 109594
18 Illiterate (Male) 293999 236150 57849
24 Main Worker (Male) 382579 283231 99348
Main Worker Agricultural Laborer
29 (Total) 57194 54303 2891
30 (Male) 38741 36575 2166
31 (Female) 18453 17728 725
Main Worker Household Industry
32 (Total) 11379 6992 4387
33 (Male) 8408 5147 3261
34 (Female) 2971 1845 1126
43 Marginal Worker Cultivator 48697 48519 178

Sl. Total
Description
(Female)
Marginal Worker Agricultural
44 Laborer (Total) 43612 41432 2180
45 Laborer (Male) 15481 14446 1035
46 Laborer (Female) 28131 26986 1145
Marginal Worker Household
47 Industry (Total) 4399 3390 1009
48 Industry (Male) 984 769 215
49 Industry (Female) 3415 2621 794
53 Non Worker (Total) 871545 603469 268076
54 Non Worker (Male) 399702 290368 109334
10.2.3.4 Profile of Bhiwani District
District Bhiwani was created on 22 December 1972. The district headquarter is situated in
Bhiwani town. Bhiwani It is situated between 28.19 & 29.05 north latitudes and 75.26 and
76.28 east longitudes.. It has an average elevation of 225 meters (738 feet). The total area of
Bhiwani district is 5,099 km. The Bhiwani District is bordered by Hissar District on its north,
some area of Jhunjunu and Churu districts of Rajasthan on its west, Mahendergarh and Jhunjunu
districts on its south and District Rohtak to the east. It is 124 kilometers from Delhi and 285
kilometers from Chandigarh.Bhiwani has 442 villages, with main towns being Charkhi Dadri,
Loharu, Bawani Khera and Tosham.
As of 2001 India census, Bhiwani had a population of 169,424. Males constitute 54% of the
population and females 46%. Bhiwani has an average literacy rate of 69%, higher than the
national average of 59.5%; with male literacy of 76% and female literacy of 62%. 13% of the
population is under 6 years of age.
Demographic details of Bhiwani district are shown in Table 10.4.
Table 10.4: Demographic Details of Bhiwani District

Sl. Total
Description
1 No. of Household 246742 197505 49237

Sl. Total
Description
14 Literate (Total) 809896 632010 177886
15 Literate (Male) 510805 404919 105886
16 Literate (Female) 299091 227091 72000
18 Illiterate (Male) 247448 207870 39578
24 Main Worker (Male) 310301 249680 60621
29 28631 27340 1291
(Total)
30 20416 19422 994
(Male)
31 8215 7918 297
(Female)
34 2199 1625 574
(Female)
44 41437 39247 2190
(Total)
45 15963 15039 924
(Male)
46 25474 24208 1266
(Female)
47 3878 3082 796
(Total)
48 1133 831 302
(Male)
49 2745 2251 494
(Female)

Sl. Total
Description
53 Non Worker (Total) 815702 627494 188208
54 Non Worker (Male) 384866 306875 77991
10.2.4 Social And Cultural Resources
The growth of development activities in an area are bound to create its impact on the socio-
economic aspects of the local population. The impacts may be positive or negative depending
upon the nature of the development activities. To assess the impacts of the project road on the
socio-economic environment, it is necessary to study the baseline socio-economic status of the
area.
10.2.5 Socio-economic Conditions along the Project Road
Social screening was carried out in order to understand socio-economic features along the project
road. The purpose of the survey was carried to identify structures falling in proposed ROW and
to assess the physical and social and cultural impacts. In this regard, the relevant information
were gathered by interview with peoples and the self-assessment of the issues involved.
Socioeconomic conditions, such as, household, population growth, population density, sex ratio,
occupational pattern, amenities available in the settlements located along the project road have
been compiled from census records.
10.3 Demographic Details
Data on villages with number of households, population as well as literacy in the settlements
located along the project road have been obtained from census records.
In the settlements located along the project road, there are total 108083 households as per census
records 2001. As per census records, the population of settlements along the project road is
579875. The male population constituted nearly 54.04 % persons while the female population
was only 45.96 % of the total population. As per census records, sex ratio is defined as the
number of females per 1000 males. As per census records, sex ratio in settlements located along
the project road was 851. Along the project road 18.5% population is schedule cast population.
There is no schedule tribe population along the project road. Literacy among the population
along the project road is 63.2%, out of which 59.8% amongst males and 40.2 % amongst
females.
10.4 Important Structures
10.4.1 Archaeological and Historical Monuments
No archaeological or historical monument is located along the project road of 4-laning of

Kaithal-Rajasthan Border Section of NH 65.

10.4.2 Religious Structures
During the environmental and social screening survey, few small religious structures were
identified along the project road. These structures are located within ROW, close to project road
and will need to be shifted or avoided for 4 laning of the Kaithal-Rajasthan Border section of
NH 65.
10.4.3 Commercial Structures
During the environmental & social screening survey, it was observed that in populated areas,
many temporary shops, in the form wooden shop (khoka) are located within the ROW, which
need to be displaced for four laning of the project road. Such shops can be shifted after paying
suitable compensation and resettlement of affected persons. During the survey, 169 small shops
were identified within the ROW along the project road. These are required to be avoided while
finalization of widening plan for the project road.
10.4.4 Residential Structures
About 317 temporary and pucca residential houses are also located within the ROW in populated
area along the project road. Houses found along the project road are following types.
Bamboo Thatched House

Wood Houses
Bamboo and Tin sheet houses
Brick Masonry Houses
On finalization of alignment and preparation of land acquisition plan, census and socio-economic
surveys will be conducted among the houses to be acquired, affected persons and families, and
will be covered in detail in Resettlement Action Plan (RAP) study for project road.
10.5 Employment Pattern
The employment pattern in the area is an indicator of number of persons employed in various
sectors. It also indicates the various categories of employment flourishing in the area. Total
workers in the area account for 33.6% (49.1% male and 15.3% female) of the total population.
Total non-workers account for 66.4 % of the total population (50.9% male and 84.7% female).
10.6 Social Composition
From reconnaissance survey and the study of strip plan showing the number of religious structure
in the project region, the religious composition of these districts shows that in there is mixture of
Hindu, Sikh and Muslim population; the Hindu culture predominate followed by Sikh and
Muslims. Although, the entire project stretch is dominated by Hindus, it is expected that there
would not be a problem in project execution based on religion as design has been proposed in
such a manner that minimum disruption to religious properties could take place.
10.7 Economy
The economy along the project road is purely an agrarian one. Mainly the crops of project area
are divided into Kharif and Rabi crops. The main Kharif crops are sugarcane, ground nut, paddy
and maize. Minor Kharif crops are chillies, bajra, jowar, pulses and vegetables. The Main Rabi
crops are gram, wheat, barley and oil seeds. Minor Rabi crops are massar, barseen, methi, onion
and winter vegetables.

The western Yamuna canal and the Bhakra canal system brings benefits to the cultivators in a
big way. The area has extensive tube well system. Agriculture dominates the economy of the
area. The out put of food grains per hectare is much higher in area than the rest of the country
and the state is a kind of granary.
10.8 Social Vulnerability Aspects of Project Settlements
10.8.1 Education Facilities
Along the project road, all villages have primary level educational facilities. Many private
organizations are making significant contribution in the area for improving the educational
facilities. The urban areas, namely, Kaithal, Jind, Hisar and Bhiwani, have better education
facilities. The university level educational facilities, engineering collage, medical collages, are
located at Hisar.
10.8.2 Medical Facilities
Presently, Primary Health Sub centers (PHS), Community Health Worker (CHW), Family
Planning Center, and Registered Medical Practicener (RP) are available in the villages along
project road.
10.8.3 Drinking Water Supply
All villages along the project road have facilities for drinking water. Hand pumps are commonly
used for drinking water. However, few villages also have well, tube well and tank water facility.
10.8.4 Identification of Problematic Stretches in the Project Area Based on Field Visits
In order to understand problems such as the nature and extent of encroachments, proximity of
settlements to the highway, vulnerability of various Project Affected settlements, degree of
congestion, accident prone areas, social and cultural land uses, field visits were made within the
Project Area. Mitigation measures and possible options of improvement, technical alternatives,
nature of assistance and compensation to APs, provision for facilities and amenities along the
highway, resettlement sites are being envisaged based on personal observations and in
consultation with the community leaders and officials.
10.9 Land Requirements and Land Acquisition Plan
Even though land is required for provision of four laning, service roads to segregate local slow
moving traffic from fast traffic, junction improvement and bypasses along the highways at
certain location. Land requirement for widening of project is estimated as 731 Ha.
10.9.1 Land Acquisition Plan
Proposed land acquisition will be done according to NHAI Act (Amendment) 1997. Land
Acquisition act of 1894 will not apply in this case. According to the Act, where the Central
Government is satisfied that for a public purpose any land is required for the building,
maintenance, management or operation of a national highway or part thereof, it may, by
notification in the Official Gazette, declare its intention to acquire such land.
Land will be acquired by District Administration on behalf of NHAI for which consultant will be
preparing the land acquisition plan with the help of field maps of villages. The marked region
along with details of area to be acquired shall be verified by Village Agricultural Officers of each

village and will be submitted by NHAI (PIU) to District Administration. The District Authority
will issue notification under this Act, which will be followed by Public hearing.
Any person interested in the land may, within twenty one days from the date of publication of the
notification under sub-section [1] of Section 3A, object to the use of the land for the purpose or
purposes mentioned in that sub-section.
Every objection under sub-section [1] shall be made to the competent authority in writing and
shall set out the grounds thereof and the competent authority shall give the objector an
opportunity of being heard, either in person or by a legal practitioner, and may, after hearing all
such objections and after making such further enquiry, if any, as the competent authority thinks
necessary, by order, either allow or disallow the objections. Where no objection has been made
to the competent authority within the period specified therein or where the competent authority
has disallowed the objection the competent authority shall, as soon as may be, submit a report
accordingly to the Central Government and on receipt of such report, the Central Government
shall declare, by notification in the Official Gazette, that the lands should be acquired for the
purpose or purposes mentioned in sub-section [1] of Section 3A
10.9.2 Resettlement and Rehabilitation Plan
The basic objective of any developmental project is to enhance quality of living of the people
especially in the project area. Nevertheless, most developmental project also produces some
externalities by which socio-economic structure could be disturbed. The resettlement aspect of
any project deals with the initiative efforts taken to minimize the above mentioned impacts
through engineering & social measures-these include where ever issues of resettlements arise. It
will be reduced to minimal level or avoided altogether by effective and sensitive design of civil
works by altering or modifying the design. R&RP will provide details of compensation as per
NPPR 2007 and NHAI Resettlement Policy.
10.10 Budget for Implementation of RAP
Tentative budget cost for four laning of Kaithal-Rajasthan Border section of NH 65 have been
estimated for implementation of Resettlement Action Plan (RAP). These cost estimates are very
rough estimates and may vary based on final alignment, design and engineering for four laning. It
will further vary based on extent of potential environmental impacts and suggested mitigation
measures for construction and operation phase and quantum of land acquisition and displacement
of houses and structures, if any.
10.10.1 Estimated Cost for Implementation of R&RP
It is difficult to prepare an R&R budget at this stage where the exact amount of land requirement
is not known, evaluation of properties and identification of affected person are not done.
However, for the feasibility analysis at social screening stage a rough R&R cost has been
estimated based on primary screening data and on-site observations. Local enquiry from land
record officials revealed the average land rates for different stretches as Rs. 64 lakhs/Ha for
Titram-Hisar stretch, Rs. 160 lakhs/Ha in Hisar town surrounding area and Rs. 38 lakh/Ha
in Hisar to border area. The land cost has been worked out based on the same. Details of
budget for implementation of R&RP are given in Table 10.5.

Table 10.5: Budget for Implementation of R&RP

Sl. No. Details of RAP Components Cost (in Rs. Lakhs)
1. Cost of Land (Private) 58107.5
2 Cost of Structures 522
3 R&R Benefits 1832
Total 60461.5
Say 604.615 Crores
Hence, tentative cost of R&RP (structure and private land) will be approx. Rs 604.615 Crores.
10.11 Socio-Economic Issues
Social screening survey along the project road reveals that following social issues need to be
handled carefully for four laning of Kaithal-Rajasthan Border section of NH 65.
Along the project road, in the villages, many temporary and permanent residential structures are
falling within the ROW. These need to be relocated and resettled properly before start the
construction after paying suitable compensation. In rural area most of the houses and huts
belongs to the poor families and special attention will be required for paying the compensation
and implementation of Resettlement Action Plan (RAP).
Along the project stretch, many few religious structures are located. Shifting and relocation of
religious structures (if required) should be done after consultation and consent of local
community.
For acquisition of agricultural and non-agricultural land, the appropriate compensation/

resettlement needs to be paid, so that project affected person can up-lift and/or maintain their
quality of life as before the acquisition of their land and property.
10.12 Implementation & Monitoring
The monitoring and evaluation is the most important aspect of project implementation.
Monitoring is done at different hierarchy. The Project Director is Executive Head of entire
project implementation of the project at PIU. Implementation and monitoring aspects could be
done with close co-ordination with the heads of administrative units, local level leaders,
(Figure 10.1).
10.13 Conclusions
The social screening of the project stretch has been done to understand the nature and extent of
problems and issues that proposed highway improvement may produce. The present chapter also
analyzed issues of resettlement, participation of stakeholders, viability of several alignment
alternatives and efforts to minimize resettlement. There are the following conclusions of social
screening:
Encroachment is observed in the settlement areas along the project road.

Within the 30 m ROW in populated area, houses and shops are located which may be
affected during 4 laning of project road.
Structures located within ROW can be shifted after paying suitable compensation.
People consulted along the project road desire compensation at the prevailing market rates

Number of cultural features like Mazar, temple, grave, shamshan, etc. are located and need to
be avoided carefully.
Few ponds are located close to project road which will be avoided on finalization of
alignment.
Based on the above mentioned findings, it is undoubtedly envisaged that the feasibility of four
lane of Kaithal-Rajasthan Border section of NH 65 highway is viable so far resettlement and
rehabilitation issues are concerned.

Resettlement and Rehabilitation
Initiative - I
Land acquisition,
Displacement, Livelihood and
Problem Identification
Employment of affected
person. Social and public
utilities, religions.
Initiative - II
Project awareness,
Resettlement sites,
Formulation of alternatives Rehabilitation, Assistance,
Compensation, Training
mobility, etc. Attempt
towards social cohesion.
Initiative - III
Census Survey, data

Profiling collection, analyses
Process II
Projection
Initiative - IV
Budgeted cost, Real

Likely loss, No. Evaluation, Monitoring expenditure, Inventory,
of PAP, PAF and Supervision, Compatibility,
vulnerables Co-ordination
categories
Initiative - V
Mitigation and Management, Implementation
Figure 10.1: Social Impact Screening & R&R Monitoring

Chapter 11
Cost Estimate
of Kaithal Rajasthan Border Section of NH65 Cost Estimate
11.0 COST ESTIMATE
11.1 General
The project cost estimates have been prepared based on various items of works required for the
rehabilitation and up-gradation of the stretches of road starting from Kaithal (Km 33+300) and
ending at Rajasthan-Haryana Border (Km 241+580) of NH-65 to 4-lane configuration. The
existing chainage of the road is in two parts as below:
NH-152: Kaithal, km 33.250 to Narwana km 0.000 (Decreasing towards Hisar)

NH-65: Narwana, Km 121.400 to Rajasthan/Haryana Border Km 241.580 (Increasing towards
state Border)
Existing Length : 153.430 km

Design Length : 166.259 km
In general, the work is to be executed as per the Manual of Specification & Standards for four
laning of Highways through Public Private Partnership (IRC: SP: 84-2009) and Technical
Specifications contained in Specifications Road and Bridge Works (Fourth Revision 2001,
Reprint March 2003) issued.
11.2 Estimation of Quantities
The quantities of major items of works have been worked out based on following:
Site Clearance: The area considered for Site Clearance is the area within the proposed Right
of Way excluding the existing carriageway area.
Earth Works: This item provides for roadway excavation, earthwork in embankment, sub-
grade and shoulders, medians, islands including disposal of surplus earth and unsuitable
material. In this stage, the construction of embankment height will be taken approximately
0.6m throughout the existing road widening stretches and 1.25m for new bypasses. Sub-
grade soil having a CBR 8 % will be taken from borrows area.
The pavement quantities like GSB, WMM & Bituminous items etc. have been worked out
based on the geometrics and cross sections, pavement design done based on traffic and
laboratory investigations. The total earthwork in cut-and-fill has been determined from
average embankment height noted during road inventory survey.
Culverts: The estimation of quantities for culverts is based on site condition & detailed
inventory. The detailed recommendations are given in proposed development scheme
chapter.
Bridges and Structures: The estimates of quantities for bridges and other structures have
been worked out based on condition of structures. The detailed recommendations are given
in proposed development scheme chapter. In this stage the cost for structures has been
worked out based on Rate per square meter basis.
Drainage and Protection Works: Quantities for the surface, subsurface and roadside drains,
drainage chutes in cement concrete and stone pitching at outfalls/escapes are as per actual
including pre cast drain at edge of RE wall.

Traffic Signs and Markings: Proper traffic signs were selected at required locations along
the project corridor and special signs at tollgates were designed. The quantity of traffic signs
and markings are calculated based on the detail drawings for the highway and junction to
ensure safety in the proposed highway facility.
Truck lay-byes & Bus bays and Passenger Shelters: Truck lay-byes shall in general be
located near Toll Plaza, interstate borders and place of conventional stops of the truck
operators etc. In this item, the estimates of quantities are based on the standard layout given
in IRC: SP: 84-2009.
Bus bays and Passenger shelters shall be allowed to stop for dropping and picking up
passengers at bus bays location. In this item, the estimates of quantities are based on the
standard layout given in IRC: SP: 84-2009.
Junctions Improvement and Toll Plaza: This item includes quantities of kerbs, railings,
median etc. at the location of junctions. The cost for junctions includes the cost for at grade
junctions, which need improvement along the project roads.
The estimates of quantities for toll plaza have been worked out based on design of rigid
pavement. The cost for the toll plaza includes cost of construction of tollbooths, electrical
works, high mast lighting, and toll administrative building with all other features as desired
Standards.
Maintenance of Existing Roads: The provision under this sub-head has been made to
include reinforced cement concrete pipe duct, 300 mm dia in single row, across the road on
interval of 0.5 km & 2 km in Built-up and rural section respectively. This also includes
carrying out routine maintenance along the right of way based on present condition surveys
and other pavement investigations data. Lump Sum amounts for traffic diversion during
construction and planting of trees by the road side (Avenue trees) and flowering plants and
shrubs in central verge and Maintenance of flowering plants and shrubs in central verge has
been provided.
11.3 Preliminary Project Cost
The project cost on above items has been worked out based on development proposal of the
project corridor from Kaithal to Rajasthan/Haryana border (design length is 166.259 km) which
includes 7 Nos. of bypasses (Kalayat, Narwana, Dhanaudha, Barwala, Hisar, Barwa & Siwani
town/villages).
Abstract Cost Estimate

Sl. Amount in
Description Amount in Rs.
No. Crores
A Civil Works 166.259 166.259
1 Site Clearance & Dismantling 54,684,431 5.47
2 Earth work 1,875,659,160 187.57
3 Base & Sub-base courses 2,199,192,159 219.92
4 Bituminous works 3,389,290,999 338.93
5 Culverts 171,773,950 17.18
Structures i.e. Bridges, ROBs, Flyover, FOBs,
6 1,744,084,725 174.41
VUPs & PUP/CUPs including RE Wall

Sl. Amount in
Description Amount in Rs.
No. Crores
7 Drainage & Protection works 165,701,759 16.57
8 Traffic Signs and Road Appurtenances 359,591,694 35.96
9 Truck lay-bye & Bus bay with shelters 115,560,865 11.56
10 Toll Plaza & Junction 486,228,845 48.62
11 Repair & Maintenance work 148,394,831 14.84
12 Service Road (built-up location) 209,583,371 20.96
Total Civil Works (based on SOR 20011-12) 10,919,746,789 1091.97
Updated cost of civil works at level 2012-13

11,465,734,129 1146.57
with 5% escalation
Per km Civil Construction Cost 68,963,088 6.90
13 Contingencies @ 3% on civil work 343,972,024 34.40

Charges for Independent Engineer @ 1% of
14 118,097,062 11.81
(13+updated cost)
Total Cost 11,927,803,214 1192.78
B Non-Civil Works
15 Budget for EMP 61,900,000 6.19
16 Resettlement and Land Acquisition cost 6,075,666,394 607.57
17 Utility Relocation 227,320,000 22.73
Total Non Civil Works 6,364,886,394 636.49
Total Cost (A+B) 18,292,689,608 1829.27

Chapter 12
Economic Analysis
of Kaithal Rajasthan Border Section of NH65 Economic Analysis
12.0 ECONOMIC ANALYSIS
12.1 Introduction
This chapter discusses the general principles of cost benefit analysis (CBA) and outlines the
major costs and benefits considered for the economic appraisal of the project road. It discusses
the adjustments needed to convert the financial costs into economic costs.
Economic evaluation of a project attempts to take into account all the costs and benefits to the
society irrespective of who pay the costs and who receives the benefits. In the case of a road
project, the benefits accrue mainly to the road users (society in general) in the form of vehicle
operating cost savings and time savings. The costs are borne by the developer
(government/private operator).
12.2 Economic Costs
The cost of implementing a project to society is not necessarily the same as the costs in the
market place. In terms of economic costs, such market or financial costs are devoid of any tax
components and market imperfections. Thus, in the cost benefit analysis of an economic
appraisal, financial costs have to be adjusted to derive the economic costs. In a project of the
current nature many items are used in the construction with tax components known for certain
items and not for others. It is a general practice to adjust the financial costs of items with
unknown tax components by a standard conversion factor (SCF). A SCF of 0.9 is assumed for
this study. This is as suggested by Ministry of Surface Transport and National Highways
Authority of India for the road projects being implemented in India.
12.3 Homogenous Sections
The cost of improving the existing roads and development of bypasses along the project corridor
and the resultant benefits in terms of vehicle operating costs differ between various sections of
the project road. This variation is primarily due to the condition of the pavement of the particular
section and the quantum of heavy vehicles moving on it. Thus, the results of investigation of
pavement strength and traffic levels on various sections were combined and the project road has
been delineated in to homogenous sections as presented in Table 12.1.
Table 12.1: Homogenous Sections for Economic Analysis
Section as per Existing Chainage

Length
Sec. No. Start Chainage End Chainage
Name (Km)
(Km) (Km)
HS-01 Kaithal to Barwala Start 33+300(NH-152) 159+000(NH-65) 70.90
HS-02 Barwala Start to Barwala End 159+000 163+200 4.20
HS-03 Barwala End to Hisar Start 163+200 182+200 19.00
HS-04 Hisar Start to Hisar End 182+200 199+500 17.30
HS-05 Hisar End to Jhnupa 199+500 241+580 42.08
12.4 Project Costs
The project costs such as construction; routine, recurrent and periodic maintenance; land
acquisition; environmental mitigation and rehabilitation etc. have been discussed in detail in
Chapter 11: Cost Estimates. The SCF stated earlier was applied to these costs during the cost
benefit analysis.

The costs in general include the costs of improvement of the existing 2-lane road to a 4-Lane
with 1.5 m paved shoulder on either side facility. The cost has been estimated for provision of
flyovers, underpasses, ROBs etc at appropriate locations.
12.5 Project Sections
Improvement options considered for each of the homogenous sections are as shown in Table 12.2
and Figure 12.1.
Table 12.2: Project Improvement Sections
Existing
Sl. Existing Average Proposed Length Improvement
Section
No. Section Carriageway Improvement (Km) Proposal
Width
4-Lane with Improvement
Kaithal to
1 HS-01 10.0 1.5 m Paved 70.90 on the Existing
Barwala Start
shoulder Alignment
4-Lane with
Barwala Start to New Bypass
2 HS-02 10.0 1.5 m Paved 7.90
Barwala End Link
shoulder
Barwala End to
Hisar Start
shoulder Alignment
4-Lane with
Hisar Start to New Bypass
4 HS-04 10.0 1.5 m Paved 26.30
Hisar End Link
shoulder
Hisar End to
Jhnupa
shoulder Alignment

Project Road KURUKSHETRA
Kaithal to
Kaithal
Haryana / Rajasthan
KARNAL
Narwana
HS-02
Barwala PANIPAT
HS-01
JIND
HS-04
Hisar
HS-03
Siwani ROHTA
KK
Haryana- HS-05
BHIWANI
Rajasthan
Border
DELHI
Figure 12.1: Location Map of Project

Road
12.6 Cost-Benefit Analysis Method
This analysis was carried out using the HDM-4 software. This appraisal included sensitivity
analysis to assess the impact of increased costs of construction and decreased benefits. The
analysis also considered the value of savings in travel time.
Economic benefits of the project were estimated in terms of savings in VOC and savings in travel
time for passenger and goods vehicles. The estimates of VOCs and time costs of each vehicle
type in with and without project scenario have been made using HDM-4.

The HDM-4 software comprises a set of models for estimating various values which effect the
feasibility of road project, such as vehicle operating costs, travel time costs of passengers and
commodities in transit, and the effect of maintenance standards and improvement standards on
road condition and the resultant impact on VOCs etc. Various input parameters, which were
considered for this project and some salient input parameters, which were considered for this
project, are presented hereinafter.
Analysis Period : 25 years (2012-2036)
Construction Period : 24 months
Discount Rate : 12%
Comparable Alternatives : Alt-0 (Base)-Routine Maint. And Overlay

Alt-x (Project)-Improvement for widening to 4-Lane
with 1.5 m paved shoulder including New Bypass Links
Routine Maintenance : Scheduled (Every Year)
Periodic Maintenance - Overlay : Scheduled (Every 5th Year)
Salvage Value : 25%
The calibration factors for some parameters of HDM-4 software used for this analysis are as
indicated by ADB for some of the national highway projects undertaken in the recent past. These
are presented hereinafter:
Parameter Initiation Progression
Cracking 0.70 1.00
Raveling 0.40 1.10
Pot-holing 1.00
Rut depth 1.25
Edge repair drainage coefficient 1.00
Edge break coefficient 1.00
Road side friction 0.95
Effect of speeds 1.00
12.7 Cost-Benefit Analysis Results
The economic viability of the considered options for improving the traffic facility on the project
corridor have been evaluated in terms of Economic Internal Rate of Return (EIRR) and Net
Present Value (NPV) of the project benefits and the ratio NPV/Cost. The benefits of the project
were estimated in terms of VOC savings and monetary value of savings in travel time. The
economic returns of each section are presented in Table 12.3.
Table 12.3: Economic Returns of each Section and Project for flexible pavement option
VOC + Time VOC

Sec. Description EIRR NPV EIRR NPV
NPV/C NPV/C
(%) (Rs. Millions) (%) (Rs. millions)
HS-01 Kaithal to Barwala Start 48.83 2838.76 3.69 24.24 447.96 0.58
Barwala Start to Barwala
HS-02 14.95 16749.65 0.18 - - -
End

VOC + Time VOC

Sec. Description EIRR NPV EIRR NPV
NPV/C NPV/C
(%) (Rs. Millions) (%) (Rs. millions)
HS-03 Barwala End to Hisar Start 58.11 2905.90 5.60 34.91 1005.60 1.94
HS-04 Hisar Start to Hisar End 34.71 38194.34 0.99 - - -
HS-05 Hisar End to Jhnupa 58.04 4357.36 5.50 34.61 1462.48 1.85
Project 44.88 9379.48 2.88 21.47 804.48 0.25
12.8 Sensitivity Analysis
Sensitivity analysis of economic returns of the project was carried out. The sensitivity scenarios
considered in this analysis are as presented here in after.
15% increase in costs

15% decrease in benefits
15% increase in costs and 15% decrease in benefits
The results of this analysis are presented in Table 12.4. The results indicate that the project EIRR
values, in the worst case of simultaneous increase in costs and decrease in benefits tune at 16
percent considering VOC savings alone and tune around 36 percent including value of travel
time savings. The bank (RBI - Reserve Bank of India) rate is varying between 6 and 11 percent
in the recent past and is the lower limit for a project to be economically viable. Hence the overall
project can be considered to be viable in economic terms as the EIRR values of the project in the
worst case is more than 15 percent. The comparative cost streams (output of HDM-4) of the Base
Alternative (Alt-0) with that of the proposed improvement options are presented in
Annexure 12.1.
Table 12.4: Sensitivity of Economic Returns
VOC+Time (%) VOC (%)

Section C+15% C+15%
Base C+15% B-15% Base C+15% B-15%
B-15% B-15%
HS-01 48.83 44.09 43.35 39.09 24.24 20.92 20.37 16.85
HS-02 14.95 12.83 12.49 10.47 - - - -
HS-03 58.11 52.71 51.88 47.03 34.91 31.39 30.84 27.59
HS-04 34.71 30.95 30.35 26.71 - - - -
HS-05 58.04 52.62 51.79 46.92 34.61 31.07 30.52 27.24
Project 44.88 40.56 39.88 35.94 21.47 17.38 16.57 16.35
Note: C-Cost, B-Benefit

Annexure 12.1
Annexure 12.1
Comparision of Cost Streams - Base Alternative v/s Improvement Alternative (Kaithal-Barwala Start Section)
Net VOC+Time Savings VOC Savings

Decrease in Decrease in
Year C+R+S Capital Recurrent Special Exogenous C+0% C+15% C+0% C+15%
MT VOC MT Time C+15% B-15% C+15% B-15%
Benefits B-0% B-15% B-0% B-15%
2012 555.67 555.67 0.00 0.00 0.00 0.00 0.00 -555.67 -555.67 -555.67 -555.67 -555.67 -555.67 -555.67 -555.67
2013 370.45 370.45 0.00 0.00 28.73 0.18 0.00 -341.53 -341.53 -341.53 -341.53 -341.72 -341.72 -341.72 -341.72
2014 0.00 0.00 0.00 0.00 208.14 273.88 0.00 482.03 482.03 482.03 482.03 208.14 208.14 208.14 208.14
2015 0.00 0.00 0.00 0.00 232.53 309.85 0.00 542.39 542.39 542.39 542.39 232.53 232.53 232.53 232.53
2016 -0.70 0.00 -0.70 0.00 186.50 328.24 0.00 515.45 515.45 515.45 515.45 187.21 187.21 187.21 187.21
2017 -0.09 0.00 -0.09 0.00 195.20 359.89 0.00 555.18 555.18 555.18 555.18 195.28 195.28 195.28 195.28
2018 43.92 44.00 -0.09 0.00 217.80 393.64 0.00 567.53 567.53 567.53 567.53 173.88 173.88 173.88 173.88
2019 -0.70 0.00 -0.70 0.00 271.95 428.54 0.00 701.18 701.18 701.18 701.18 272.65 272.65 272.65 272.65
2020 -0.70 0.00 -0.70 0.00 265.57 463.91 0.00 730.19 730.19 730.19 730.19 266.28 266.28 266.28 266.28
2021 -0.70 0.00 -0.70 0.00 454.27 568.27 0.00 1,023.25 1,023.25 1,023.25 1,023.25 454.97 454.97 454.97 454.97
2022 -0.70 0.00 -0.70 0.00 517.04 614.98 0.00 1,132.72 1,132.72 1,132.72 1,132.72 517.74 517.74 517.74 517.74
2023 43.30 44.00 -0.70 0.00 613.53 668.09 0.00 1,238.32 1,238.32 1,238.32 1,238.32 570.23 570.23 570.23 570.23
2024 -0.70 0.00 -0.70 0.00 853.72 717.23 0.00 1,571.65 1,571.65 1,571.65 1,571.65 854.43 854.43 854.43 854.43
2025 -0.70 0.00 -0.70 0.00 877.98 743.84 0.00 1,622.52 1,622.52 1,622.52 1,622.52 878.68 878.68 878.68 878.68
2026 -0.70 0.00 -0.70 0.00 705.95 678.70 0.00 1,385.36 1,385.36 1,385.36 1,385.36 706.65 706.65 706.65 706.65
2027 -0.70 0.00 -0.70 0.00 478.56 578.95 0.00 1,058.21 1,058.21 1,058.21 1,058.21 479.26 479.26 479.26 479.26
2028 -0.70 0.00 -0.70 0.00 232.68 464.99 0.00 698.37 698.37 698.37 698.37 233.39 233.39 233.39 233.39
2029 -0.70 0.00 -0.70 0.00 -52.86 331.51 0.00 279.34 279.34 279.34 279.34 -52.16 -52.16 -52.16 -52.16
2030 -0.70 0.00 -0.70 0.00 -361.81 184.51 0.00 -176.60 -176.60 -176.60 -176.60 -361.11 -361.11 -361.11 -361.11
2031 -0.70 0.00 -0.70 0.00 -351.94 177.50 0.00 -173.74 -173.74 -173.74 -173.74 -351.23 -351.23 -351.23 -351.23
2032 -0.70 0.00 -0.70 0.00 -682.93 29.48 0.00 -652.76 -652.76 -652.76 -652.76 -682.23 -682.23 -682.23 -682.23
2033 -0.70 0.00 -0.70 0.00 -1,092.06 -134.69 0.00 -1,226.05 -1,226.05 -1,226.05 -1,226.05 -1,091.36 -1,091.36 -1,091.36 -1,091.36
2034 -0.70 0.00 -0.70 0.00 -1,597.14 -349.39 0.00 -1,945.82 -1,945.82 -1,945.82 -1,945.82 -1,596.43 -1,596.43 -1,596.43 -1,596.43
2035 -0.70 0.00 -0.70 0.00 -2,156.86 -538.97 0.00 -2,695.12 -2,695.12 -2,695.12 -2,695.12 -2,156.16 -2,156.16 -2,156.16 -2,156.16
2036 -232.23 -231.53 -0.70 0.00 -2,436.29 -602.47 0.00 -2,806.53 -2,806.53 -2,806.53 -2,806.53 -2,204.06 -2,204.06 -2,204.06 -2,204.06
EIRR = 48.83% 48.83% 48.83% 48.83% 24.24% 24.24% 24.24% 24.24%
NPV = 2838.76 447.96
NPV/C = 3.69 0.58
Page 1 of 6
Annexure 12.1
Comparision of Cost Streams - Base Alternative v/s Improvement Alternative (Barwala Start-Barwala End+Barwala Bypass Section)

Year C+R+S Capital Recurrent Special Exogenous
MT VOC MT Time C+0% C+15% C+0% C+15%
Benefits C+15% B-15% C+15% B-15%
B-0% B-15% B-0% B-15%
2012 526.50 526.50 0.00 0.00 0.00 0.00 0.00 -526.50 -526.50 -526.50 -526.50 -526.50 -526.50 -526.50 -526.50
2013 351.00 351.00 0.00 0.00 0.00 0.00 0.00 -351.00 -351.00 -351.00 -351.00 -351.00 -351.00 -351.00 -351.00
2014 0.00 0.00 0.00 0.00 -24.98 104.88 0.00 79.90 79.90 79.90 79.90 -24.98 -24.98 -24.98 -24.98
2015 0.00 0.00 0.00 0.00 -22.63 121.25 0.00 98.63 98.63 98.63 98.63 -22.63 -22.63 -22.63 -22.63
2016 0.00 0.00 0.00 0.00 -18.15 139.39 0.00 121.24 121.24 121.24 121.24 -18.15 -18.15 -18.15 -18.15
2017 0.00 0.00 0.00 0.00 -18.71 153.32 0.00 134.61 134.61 134.61 134.61 -18.71 -18.71 -18.71 -18.71
2018 34.34 34.34 0.00 0.00 -23.63 167.52 0.00 109.56 109.56 109.56 109.56 -57.97 -57.97 -57.97 -57.97
2019 -0.45 0.00 -0.45 0.00 -11.14 181.70 0.00 171.00 171.00 171.00 171.00 -10.70 -10.70 -10.70 -10.70
2020 0.00 0.00 0.00 0.00 -12.27 197.32 0.00 185.05 185.05 185.05 185.05 -12.27 -12.27 -12.27 -12.27
2021 -0.45 0.00 -0.45 0.00 21.15 235.19 0.00 256.78 256.78 256.78 256.78 21.59 21.59 21.59 21.59
2022 0.00 0.00 0.00 0.00 27.82 254.72 0.00 282.54 282.54 282.54 282.54 27.82 27.82 27.82 27.82
2023 34.34 34.34 0.00 0.00 43.31 276.43 0.00 285.41 285.41 285.41 285.41 8.98 8.98 8.98 8.98
2024 0.00 0.00 0.00 0.00 168.01 298.85 0.00 466.86 466.86 466.86 466.86 168.01 168.01 168.01 168.01
2025 0.00 0.00 0.00 0.00 170.47 307.96 0.00 478.43 478.43 478.43 478.43 170.47 170.47 170.47 170.47
2026 0.00 0.00 0.00 0.00 -13.27 245.71 0.00 232.44 232.44 232.44 232.44 -13.27 -13.27 -13.27 -13.27
2027 0.00 0.00 0.00 0.00 -223.93 168.74 0.00 -55.19 -55.19 -55.19 -55.19 -223.93 -223.93 -223.93 -223.93
2028 34.34 34.34 0.00 0.00 -439.21 85.65 0.00 -387.90 -387.90 -387.90 -387.90 -473.55 -473.55 -473.55 -473.55
2029 0.00 0.00 0.00 0.00 -514.88 3.80 0.00 -511.07 -511.07 -511.07 -511.07 -514.88 -514.88 -514.88 -514.88
2030 0.00 0.00 0.00 0.00 -809.67 -101.08 0.00 -910.75 -910.75 -910.75 -910.75 -809.67 -809.67 -809.67 -809.67
2031 0.00 0.00 0.00 0.00 -1,029.03 -165.83 0.00 -1,194.85 -1,194.85 -1,194.85 -1,194.85 -1,029.03 -1,029.03 -1,029.03 -1,029.03
2032 0.00 0.00 0.00 0.00 -1,320.02 -269.55 0.00 -1,589.56 -1,589.56 -1,589.56 -1,589.56 -1,320.02 -1,320.02 -1,320.02 -1,320.02
2033 34.34 34.34 0.00 0.00 -1,632.69 -383.13 0.00 -2,050.16 -2,050.16 -2,050.16 -2,050.16 -1,667.03 -1,667.03 -1,667.03 -1,667.03
2034 0.00 0.00 0.00 0.00 -1,789.57 -496.91 0.00 -2,286.48 -2,286.48 -2,286.48 -2,286.48 -1,789.57 -1,789.57 -1,789.57 -1,789.57
2035 0.00 0.00 0.00 0.00 -2,255.68 -636.41 0.00 -2,892.09 -2,892.09 -2,892.09 -2,892.09 -2,255.68 -2,255.68 -2,255.68 -2,255.68
2036 -219.38 -219.38 0.00 0.00 -3,393.78 -966.83 0.00 -4,141.23 -4,141.23 -4,141.23 -4,141.23 -3,174.40 -3,174.40 -3,174.40 -3,174.40
EIRR = 14.95% 14.95% 14.95% 14.95% - - - -
NPV = 167.50 -785.12
NPV/C = 0.18 -0.83
Page 2 of 6
Annexure 12.1
Comparision of Cost Streams - Base Alternative v/s Improvement Alternative (Barwala End-Hisar Start Section)

Year C+R+S Capital Recurrent Special Exogenous
MT VOC MT Time C+0% C+15% C+0% C+15%
Benefits C+15% B-15% C+15% B-15%
B-0% B-15% B-0% B-15%
2012 367.63 367.81 -0.19 0.00 0.00 0.00 0.00 -367.63 -367.63 -367.63 -367.63 -367.63 -367.63 -367.63 -367.63
2013 245.01 245.21 -0.20 0.00 21.17 0.12 0.00 -223.72 -223.72 -223.72 -223.72 -223.84 -223.84 -223.84 -223.84
2014 -0.38 0.00 -0.38 0.00 181.11 194.49 0.00 375.98 375.98 375.98 375.98 181.49 181.49 181.49 181.49
2015 -0.38 0.00 -0.38 0.00 201.63 220.65 0.00 422.66 422.66 422.66 422.66 202.01 202.01 202.01 202.01
2016 -0.38 0.00 -0.38 0.00 219.81 251.30 0.00 471.50 471.50 471.50 471.50 220.20 220.20 220.20 220.20
2017 -0.38 0.00 -0.38 0.00 240.21 281.29 0.00 521.89 521.89 521.89 521.89 240.60 240.60 240.60 240.60
2018 23.60 23.99 -0.38 0.00 272.37 314.03 0.00 562.80 562.80 562.80 562.80 248.76 248.76 248.76 248.76
2019 -0.85 0.00 -0.85 0.00 322.84 343.68 0.00 667.37 667.37 667.37 667.37 323.68 323.68 323.68 323.68
2020 -0.44 0.00 -0.44 0.00 335.57 373.59 0.00 709.60 709.60 709.60 709.60 336.01 336.01 336.01 336.01
2021 -0.85 0.00 -0.85 0.00 424.18 424.26 0.00 849.29 849.29 849.29 849.29 425.03 425.03 425.03 425.03
2022 -0.85 0.00 -0.85 0.00 498.13 475.98 0.00 974.96 974.96 974.96 974.96 498.98 498.98 498.98 498.98
2023 23.14 23.99 -0.85 0.00 599.76 522.64 0.00 1,099.26 1,099.26 1,099.26 1,099.26 576.62 576.62 576.62 576.62
2024 -0.85 0.00 -0.85 0.00 769.72 543.64 0.00 1,314.21 1,314.21 1,314.21 1,314.21 770.57 770.57 770.57 770.57
2025 -0.85 0.00 -0.85 0.00 667.39 500.68 0.00 1,168.92 1,168.92 1,168.92 1,168.92 668.24 668.24 668.24 668.24
2026 -0.85 0.00 -0.85 0.00 572.51 476.34 0.00 1,049.70 1,049.70 1,049.70 1,049.70 573.36 573.36 573.36 573.36
2027 -0.85 0.00 -0.85 0.00 414.73 425.11 0.00 840.69 840.69 840.69 840.69 415.58 415.58 415.58 415.58
2028 23.55 23.99 -0.44 0.00 234.99 363.34 0.00 574.79 574.79 574.79 574.79 211.45 211.45 211.45 211.45
2029 -0.44 0.00 -0.44 0.00 166.82 303.00 0.00 470.26 470.26 470.26 470.26 167.26 167.26 167.26 167.26
2030 -0.41 0.00 -0.41 0.00 -125.89 221.30 0.00 95.82 95.82 95.82 95.82 -125.48 -125.48 -125.48 -125.48
2031 -0.39 0.00 -0.39 0.00 -184.76 213.11 0.00 28.74 28.74 28.74 28.74 -184.37 -184.37 -184.37 -184.37
2032 -0.39 0.00 -0.39 0.00 -385.64 137.44 0.00 -247.81 -247.81 -247.81 -247.81 -385.25 -385.25 -385.25 -385.25
2033 -0.38 0.00 -0.38 0.00 -607.11 54.93 0.00 -551.79 -551.79 -551.79 -551.79 -606.72 -606.72 -606.72 -606.72
2034 -0.38 0.00 -0.38 0.00 -857.72 -43.83 0.00 -901.17 -901.17 -901.17 -901.17 -857.34 -857.34 -857.34 -857.34
2035 -0.38 0.00 -0.38 0.00 -1,159.19 -178.49 0.00 -1,337.30 -1,337.30 -1,337.30 -1,337.30 -1,158.81 -1,158.81 -1,158.81 -1,158.81
2036 -153.64 -153.26 -0.38 0.00 -1,244.50 -212.68 0.00 -1,303.54 -1,303.54 -1,303.54 -1,303.54 -1,090.87 -1,090.87 -1,090.87 -1,090.87
EIRR = 58.11% 58.11% 58.11% 58.11% 34.91% 34.91% 34.91% 34.91%
NPV = 2905.90 1005.60
NPV/C = 5.60 1.94
Page 3 of 6
Annexure 12.1
Comparision of Cost Streams - Base Alternative v/s Improvement Alternative (Hisar Start-Hisar End+Hisar Bypass Section)

2012 256.23 256.23 0.00 0.00 0.00 0.00 0.00 -256.23 -256.23 -256.23 -256.23 -256.23 -256.23 -256.23 -256.23
2013 170.82 170.82 0.00 0.00 0.00 0.00 0.00 -170.82 -170.82 -170.82 -170.82 -170.82 -170.82 -170.82 -170.82
2014 -0.04 0.00 -0.04 0.00 47.93 74.96 0.00 122.93 122.93 122.93 122.93 47.97 47.97 47.97 47.97
2015 -0.15 0.00 -0.15 0.00 57.79 85.95 0.00 143.89 143.89 143.89 143.89 57.94 57.94 57.94 57.94
2016 -0.13 0.00 -0.13 0.00 69.51 98.77 0.00 168.41 168.41 168.41 168.41 69.64 69.64 69.64 69.64
2017 -0.08 0.00 -0.08 0.00 79.23 111.71 0.00 191.01 191.01 191.01 191.01 79.31 79.31 79.31 79.31
2018 16.66 16.71 -0.05 0.00 90.62 125.66 0.00 199.63 199.63 199.63 199.63 73.97 73.97 73.97 73.97
2019 -0.27 0.00 -0.27 0.00 110.38 137.43 0.00 248.09 248.09 248.09 248.09 110.66 110.66 110.66 110.66
2020 0.23 0.00 0.23 0.00 120.85 149.53 0.00 270.15 270.15 270.15 270.15 120.62 120.62 120.62 120.62
2021 -0.23 0.00 -0.23 0.00 151.45 172.97 0.00 324.64 324.64 324.64 324.64 151.67 151.67 151.67 151.67
2022 0.00 0.00 0.00 0.00 181.12 195.86 0.00 376.98 376.98 376.98 376.98 181.12 181.12 181.12 181.12
2023 16.48 16.71 -0.23 0.00 223.70 214.06 0.00 421.28 421.28 421.28 421.28 207.22 207.22 207.22 207.22
2024 -0.23 0.00 -0.23 0.00 297.23 219.19 0.00 516.64 516.64 516.64 516.64 297.46 297.46 297.46 297.46
2025 -0.24 0.00 -0.24 0.00 214.59 187.09 0.00 401.92 401.92 401.92 401.92 214.83 214.83 214.83 214.83
2026 -0.25 0.00 -0.25 0.00 95.36 154.72 0.00 250.33 250.33 250.33 250.33 95.61 95.61 95.61 95.61
2027 -0.26 0.00 -0.26 0.00 -26.05 116.58 0.00 90.79 90.79 90.79 90.79 -25.79 -25.79 -25.79 -25.79
2028 16.68 16.71 -0.03 0.00 -133.56 81.80 0.00 -68.44 -68.44 -68.44 -68.44 -150.24 -150.24 -150.24 -150.24
2029 -0.03 0.00 -0.03 0.00 -192.64 46.89 0.00 -145.72 -145.72 -145.72 -145.72 -192.61 -192.61 -192.61 -192.61
2030 -0.01 0.00 -0.01 0.00 -346.31 2.99 0.00 -343.30 -343.30 -343.30 -343.30 -346.30 -346.30 -346.30 -346.30
2031 -0.01 0.00 -0.01 0.00 -450.49 -21.15 0.00 -471.63 -471.63 -471.63 -471.63 -450.48 -450.48 -450.48 -450.48
2032 0.00 0.00 0.00 0.00 -581.77 -64.17 0.00 -645.94 -645.94 -645.94 -645.94 -581.76 -581.76 -581.76 -581.76
2033 16.71 16.71 0.00 0.00 -715.27 -110.36 0.00 -842.35 -842.35 -842.35 -842.35 -731.98 -731.98 -731.98 -731.98
2034 0.00 0.00 0.00 0.00 -776.61 -156.20 0.00 -932.81 -932.81 -932.81 -932.81 -776.61 -776.61 -776.61 -776.61
2035 0.00 0.00 0.00 0.00 -974.72 -214.16 0.00 -1,188.88 -1,188.88 -1,188.88 -1,188.88 -974.72 -974.72 -974.72 -974.72
2036 -106.76 -106.76 0.00 0.00 -1,460.52 -351.10 0.00 -1,704.86 -1,704.86 -1,704.86 -1,704.86 -1,353.75 -1,353.75 -1,353.75 -1,353.75
EIRR = 34.71% 34.71% 34.71% 34.71% - - - -
NPV = 381.94 -262.50
NPV/C = 0.99 -0.68
Page 4 of 6
Annexure 12.1
Comparision of Cost Streams - Base Alternative v/s Improvement Alternative (Hisar End-Jhunpa Section)

2012 560.61 560.90 -0.28 0.00 0.00 0.00 0.00 -560.61 -560.61 -560.61 -560.61 -560.61 -560.61 -560.61 -560.61
2013 373.63 373.93 -0.30 0.00 32.22 0.18 0.00 -341.23 -341.23 -341.23 -341.23 -341.41 -341.41 -341.41 -341.41
2014 -0.58 0.00 -0.58 0.00 276.61 296.63 0.00 573.83 573.83 573.83 573.83 277.20 277.20 277.20 277.20
2015 -0.58 0.00 -0.58 0.00 308.89 336.55 0.00 646.03 646.03 646.03 646.03 309.47 309.47 309.47 309.47
2016 -0.58 0.00 -0.58 0.00 336.47 383.30 0.00 720.35 720.35 720.35 720.35 337.05 337.05 337.05 337.05
2017 -0.58 0.00 -0.58 0.00 366.51 429.01 0.00 796.10 796.10 796.10 796.10 367.09 367.09 367.09 367.09
2018 35.99 36.58 -0.58 0.00 414.03 478.92 0.00 856.96 856.96 856.96 856.96 378.04 378.04 378.04 378.04
2019 -0.58 0.00 -0.58 0.00 486.52 524.08 0.00 1,011.19 1,011.19 1,011.19 1,011.19 487.10 487.10 487.10 487.10
2020 -1.29 0.00 -1.29 0.00 502.86 569.67 0.00 1,073.82 1,073.82 1,073.82 1,073.82 504.16 504.16 504.16 504.16
2021 -0.67 0.00 -0.67 0.00 631.03 646.77 0.00 1,278.47 1,278.47 1,278.47 1,278.47 631.69 631.69 631.69 631.69
2022 -1.29 0.00 -1.29 0.00 726.67 725.04 0.00 1,452.99 1,452.99 1,452.99 1,452.99 727.96 727.96 727.96 727.96
2023 35.29 36.58 -1.29 0.00 862.32 796.13 0.00 1,623.17 1,623.17 1,623.17 1,623.17 827.04 827.04 827.04 827.04
2024 -1.29 0.00 -1.29 0.00 1,097.23 825.78 0.00 1,924.30 1,924.30 1,924.30 1,924.30 1,098.52 1,098.52 1,098.52 1,098.52
2025 -1.29 0.00 -1.29 0.00 943.90 756.73 0.00 1,701.92 1,701.92 1,701.92 1,701.92 945.19 945.19 945.19 945.19
2026 -1.29 0.00 -1.29 0.00 843.49 723.90 0.00 1,568.68 1,568.68 1,568.68 1,568.68 844.79 844.79 844.79 844.79
2027 -1.29 0.00 -1.29 0.00 629.47 648.06 0.00 1,278.83 1,278.83 1,278.83 1,278.83 630.76 630.76 630.76 630.76
2028 35.91 36.58 -0.67 0.00 355.03 553.85 0.00 872.97 872.97 872.97 872.97 319.12 319.12 319.12 319.12
2029 -0.67 0.00 -0.67 0.00 255.98 462.17 0.00 718.82 718.82 718.82 718.82 256.65 256.65 256.65 256.65
2030 -0.62 0.00 -0.62 0.00 -189.56 337.67 0.00 148.74 148.74 148.74 148.74 -188.94 -188.94 -188.94 -188.94
2031 -0.60 0.00 -0.60 0.00 -281.77 325.06 0.00 43.89 43.89 43.89 43.89 -281.17 -281.17 -281.17 -281.17
2032 -0.59 0.00 -0.59 0.00 -588.11 209.66 0.00 -377.86 -377.86 -377.86 -377.86 -587.52 -587.52 -587.52 -587.52
2033 -0.58 0.00 -0.58 0.00 -925.85 83.83 0.00 -841.44 -841.44 -841.44 -841.44 -925.27 -925.27 -925.27 -925.27
2034 -0.58 0.00 -0.58 0.00 -1,308.07 -66.78 0.00 -1,374.26 -1,374.26 -1,374.26 -1,374.26 -1,307.48 -1,307.48 -1,307.48 -1,307.48
2035 -0.58 0.00 -0.58 0.00 -1,767.92 -272.15 0.00 -2,039.48 -2,039.48 -2,039.48 -2,039.48 -1,767.33 -1,767.33 -1,767.33 -1,767.33
2036 -234.29 -233.71 -0.58 0.00 -1,898.53 -324.31 0.00 -1,988.54 -1,988.54 -1,988.54 -1,988.54 -1,664.24 -1,664.24 -1,664.24 -1,664.24
EIRR = 58.04% 58.04% 58.04% 58.04% 34.61% 34.61% 34.61% 34.61%
NPV = 4357.36 1462.48
NPV/C = 5.50 1.85
Page 5 of 6
Annexure 12.1
Comparision of Cost Streams - Base Alternative v/s Project Improvement Alternative

2012 2266.64 2,267.11 -0.47 0.00 0.00 0.00 0.00 -2,266.64 -2,266.64 -2,266.64 -2,266.64 -2,266.64 -2,266.64 -2,266.64 -2,266.64
2013 1510.91 1,511.41 -0.49 0.00 82.12 0.48 0.00 -1,428.31 -1,428.31 -1,428.31 -1,428.31 -1,428.79 -1,428.79 -1,428.79 -1,428.79
2014 -1.00 0.00 -1.00 0.00 688.82 944.83 0.00 1,634.66 1,634.66 1,634.66 1,634.66 689.82 689.82 689.82 689.82
2015 -1.11 0.00 -1.11 0.00 778.23 1,074.26 0.00 1,853.60 1,853.60 1,853.60 1,853.60 779.34 779.34 779.34 779.34
2016 -1.80 0.00 -1.80 0.00 794.14 1,201.00 0.00 1,996.94 1,996.94 1,996.94 1,996.94 795.94 795.94 795.94 795.94
2017 -1.13 0.00 -1.13 0.00 862.44 1,335.22 0.00 2,198.79 2,198.79 2,198.79 2,198.79 863.57 863.57 863.57 863.57
2018 154.51 155.61 -1.10 0.00 971.19 1,479.78 0.00 2,296.46 2,296.46 2,296.46 2,296.46 816.68 816.68 816.68 816.68
2019 -2.85 0.00 -2.85 0.00 1,180.55 1,615.42 0.00 2,798.82 2,798.82 2,798.82 2,798.82 1,183.40 1,183.40 1,183.40 1,183.40
2020 -2.21 0.00 -2.21 0.00 1,212.59 1,754.01 0.00 2,968.81 2,968.81 2,968.81 2,968.81 1,214.80 1,214.80 1,214.80 1,214.80
2021 -2.89 0.00 -2.89 0.00 1,682.07 2,047.46 0.00 3,732.42 3,732.42 3,732.42 3,732.42 1,684.96 1,684.96 1,684.96 1,684.96
2022 -2.84 0.00 -2.84 0.00 1,950.77 2,266.57 0.00 4,220.19 4,220.19 4,220.19 4,220.19 1,953.62 1,953.62 1,953.62 1,953.62
2023 152.54 155.61 -3.07 0.00 2,342.62 2,477.35 0.00 4,667.44 4,667.44 4,667.44 4,667.44 2,190.08 2,190.08 2,190.08 2,190.08
2024 -3.07 0.00 -3.07 0.00 3,185.91 2,604.69 0.00 5,793.67 5,793.67 5,793.67 5,793.67 3,188.98 3,188.98 3,188.98 3,188.98
2025 -3.08 0.00 -3.08 0.00 2,874.33 2,496.29 0.00 5,373.71 5,373.71 5,373.71 5,373.71 2,877.42 2,877.42 2,877.42 2,877.42
2026 -3.10 0.00 -3.10 0.00 2,204.04 2,279.37 0.00 4,486.51 4,486.51 4,486.51 4,486.51 2,207.14 2,207.14 2,207.14 2,207.14
2027 -3.10 0.00 -3.10 0.00 1,272.78 1,937.45 0.00 3,213.33 3,213.33 3,213.33 3,213.33 1,275.88 1,275.88 1,275.88 1,275.88
2028 109.77 111.61 -1.84 0.00 249.93 1,549.63 0.00 1,689.80 1,689.80 1,689.80 1,689.80 140.17 140.17 140.17 140.17
2029 -1.84 0.00 -1.84 0.00 -337.58 1,147.37 0.00 811.64 811.64 811.64 811.64 -335.73 -335.73 -335.73 -335.73
2030 -1.74 0.00 -1.74 0.00 -1,833.24 645.40 0.00 -1,186.10 -1,186.10 -1,186.10 -1,186.10 -1,831.50 -1,831.50 -1,831.50 -1,831.50
2031 -1.70 0.00 -1.70 0.00 -2,297.98 528.69 0.00 -1,767.59 -1,767.59 -1,767.59 -1,767.59 -2,296.28 -2,296.28 -2,296.28 -2,296.28
2032 -1.68 0.00 -1.68 0.00 -3,558.46 42.85 0.00 -3,513.94 -3,513.94 -3,513.94 -3,513.94 -3,556.79 -3,556.79 -3,556.79 -3,556.79
2033 49.38 51.04 -1.67 0.00 -4,972.99 -489.43 0.00 -5,511.79 -5,511.79 -5,511.79 -5,511.79 -5,022.36 -5,022.36 -5,022.36 -5,022.36
2034 -1.67 0.00 -1.67 0.00 -6,329.11 -1,113.11 0.00 -7,440.55 -7,440.55 -7,440.55 -7,440.55 -6,327.44 -6,327.44 -6,327.44 -6,327.44
2035 -1.67 0.00 -1.67 0.00 -8,314.37 -1,840.17 0.00 -10,152.87 -10,152.87 -10,152.87 -10,152.87 -8,312.70 -8,312.70 -8,312.70 -8,312.70
2036 -946.30 -944.63 -1.67 0.00 -10,433.61 -2,457.38 0.00 -11,944.70 -11,944.70 -11,944.70 -11,944.70 -9,487.32 -9,487.32 -9,487.32 -9,487.32
EIRR = 44.88% 44.88% 44.88% 44.88% 21.47% 21.47% 21.47% 16.35%
NPV = 9379.48 804.48
NPV/C = 2.88 0.25
Page 6 of 6
Chapter 13
Financial Analysis on BOT Basis
Preparation of DPR for Rehabilitation & Up-gradation Final Feasibility Report
of Kaithal Rajasthan Border Section of NH65 Financial Analysis of BOT Basis
13.0 FINANCIAL ANALYSIS ON BOT BASIS
13.1 Background
The Project Road starts from Kaithal at Km 33.250 of NH-152 at and terminates at near village
Jhumpa at Km 241.580 (Haryana/ Rajasthan Border) of NH-65 in the State of Haryana. Bypasses
of 52.35 km have been proposed at Kalayat, Dhanaudha, Narwana, Barwala, Talwandi, Hisar,
Barwa & Siwani town/villages. The existing chainage of the road is in two parts as below:
NH-152: Kaithal 33.250 km to Narwana km 0.000 (Decreasing towards Hisar)

NH-65: Narwana Km 121.400 to Raj/Har Border Km 241.580 (Increasing towards state Border)
The total existing length of the project highway is 153.430 km (Design length-166.259 Km) and
for Financial Analysis, it is considered in one package as given in Table 13.1.
Table 13.1: Project Length for Financial Analysis
Project Description Existing Length (Km) Design Length (Km)

From Km 33.250 (Kaithal) to Km 241.580
153.430 166.259
(Haryana / Rajasthan Border)
New MCA The provisions of New MCA (April, 2009) with new Toll Policy (Dec, 2008) with
amendments in Dec, 2010 and Jan, 2011 have been considered for viability analysis.
13.2 Approach to Financial Evaluation on BOT Basis
The viability of each package depends on the working cash flows available to service the debt
and equity. This working cash flow is basically dependent upon the following:-
a. Project Cost
b. Traffic & Traffic Growth
c. Toll Structure
d. Operation and Maintenance expenses
e. Interest on Debt
f. Tax
The main objective of Financial Analysis is to examine the viability of implementing the project
on a BOT basis. The analysis attempts to ascertain the extent to which the investment can be
recovered through toll revenue and the gap, if any, be funded through Grant / Subsidy. This
covers aspects like financing through debt and equity, loan repayment, debt servicing, taxation,
depreciation, etc. The viability of the project is evaluated on the basis of Project FIRR (Financial
Internal Rate of Return on total investment). The FIRR is estimated on the basis of cash flow
analysis, where both costs and revenue have been indexed to take account of inflation. Financial
analysis has been carried out for the two individual packages with debt equity ratio of 70:30.
13.3 Cost of Civil Works
The total cost of the project includes cost of civil works including the improvement of existing
carriageway and cost of toll plaza. The estimated project cost is considered excluding shifting of
utilities, land acquisition, acquisition of structures, rehabilitation and resettlement and
environmental mitigation measures which are to be borne by NHAI. Cost of Civil Works at
2011-12 prices is given in Table 13.2.

Table 13.2: Total Civil Cost for Financial Analysis
Cost Per Km Cost

Description Design Length (Km)
(Rs / Crore) (Rs / Crore)
From Km 33.250 (Kaithal) to
Km 241.580 (Haryana/ Rajasthan 166.259 1091.97 6.57
Border)
13.4 Cost Escalation
The base costs have been escalated at a rate of 5% per annum to obtain the actual costs in the
year of expenditure. This is based on average WPI for the last 5 years.
13.5 Interest During Construction (IDC)
The interest during construction, which on the cost of funding incurred on the project, has been
calculated on the basis of an interest of 11.75 percent per annum as per the current market rate
for lending Highway Projects.
13.6 Total Project Cost
The total landed costs for each individual package at the end of the construction period has been
estimated by adding Contingencies, IC & Pre-operative expenses, Financing Cost, Escalation,
Interest during Construction (IDC) etc. The total landed cost at the time of commissioning is thus
estimated as given in Table 13.3.
Table 13.3: The Total Landed Cost at the Time of Commissioning

Package Cost
Sl. No. Cost
Rs. In Crores
A CONCESSIONAIRE COST
1 Total Civil Construction cost of 2011-12 1091.97
2 Add: Escalation for one year to upto 2012-13 1146.57
@5%
3 Contingencies @1% of Civil Cost 11.47
4 EPC Cost (2+3) 1158.04
5 IC/Pre-operative Expenses @1% of EPC 11.58
6 Insurance during construction @ 0.15% for 2.5 5.12
years
7 Financing Charges @ 1% of Debt 7.26
8 Interest During Construction @ 11.75% 91.50
9 Escalation During Construction Period @5% 91.46
10 Total Project Cost (Sum of 4 to 9) 1364.96
11 Per Km Cost 8.21
13.7 Toll Rates and Toll Analysis
Tolls can be set either to maximize revenue or maximize the utilization of the project without
causing congestion. However, in no case, tolls are set at a level higher than the perceived benefits
of using the facility. Toll rates are estimated based on the National Highways (NHAI)) Act, 1956
(48 of 1956). As per the new Toll Policy, the following toll rates shall apply for 2007-08 based
on WPI of 1st Jan, 2007 as given in Table 13.4.

Table 13.4: Toll Rates for the Project

Basic Toll Rates per Vehicle per one
Sl.
Category of Vehicle way trip (in Rupees per km) based on
No
WPI of Jan, 2007 (WPI 208.2)
1 Car 0.65
2 Light Commercial Vehicle (LCV) 1.05
3 Truck / Bus 2.20
4 with three axles truck 2.40
5 Multi-axle truck or Heavy Truck with four 3.45
to six axles
6 Oversized Vehicles with seven or more axles 4.20
Revision on account of variation in WPI shall be restricted to 40 % (forty per cent) of the
variation in WPI occurring between April 1 immediately following the date of this Agreement
and April 1 of the year of revision hereunder plus fixed 3 (three) percent of the basic toll rates
based on WPI of Jan, 2007 without compounding. Future WPI has been considered as 5%.
13.8 Concession to Local Traffic
The concessionaire shall allow the following discounts in users fee as per the new toll policy:
The executing authority or the concessionaire, as the case may be, shall upon request provide
a pass for multiple journeys to cross a toll plaza within the specified period at the rates
specified in sub-rule (2) of Rule 9.
A driver, owner or person in charge of a mechanical vehicle who makes use of the section of
national highway, permanent bridge, bypass or tunnel, may opt for such pass and he or she
shall have to pay the fee in accordance with the following rates as given in Table 13.5.
Table 13.5: Concession to Local Traffic

Maximum Number of One
Amount Payable Period of Validity
Way Journeys Allowed
One and half times of the fee for Two Twenty four hours from
one way journey the time of payment
Two-third of amount of the fee Fifty One month from date of
payable for fifty single journeys. payment
A person who owns a mechanical vehicle registered for non-commercial purposes and uses it
as such for commuting on a section of national highway, permanent bridge, bypass or tunnel,
may obtain a pass, on payment of fee at the base rate for the year 2007-2008 of rupees one
hundred and fifty per calendar month and revised annually in accordance with rule 5,
authorizing it to cross the toll plaza specified in such pass:
Provided that such pass shall be issued only if such driver, owner or person in charge of such
mechanical vehicle resides within a distance of twenty kilometers from the toll plaza
specified by such person and the use of such section of national highway, permanent bridge,
bypass or tunnel, as the case may be, does not extend beyond the toll plaza next to the
specified toll plaza.
Provided further that no such pass shall be issued if a service road or alternative road is
available for use by such driver, owner or person in charge of a mechanical vehicle.

No pass shall be issued or fee collected from a driver, owner or person in charge of a
mechanical vehicle that uses part of the section of a national highway and does not cross a
toll plaza. Proper discount have been given in the Financial Analysis for the above
Concessions,
13.9 Grant and its Treatment
Maximum Grant 40 % of the Total Project Cost subject to the following:-
A) Equity Support:
It shall be equal to the sum specified in the bid and as accepted by the authority but in no case
greater than the equity and shall be further restricted to a sum not exceeding 20% of TPC i.e.
maximum 20% of TPC (Total Project Cost). It shall be due and payable to the Concessionaire
after it has expended the Equity. Further it shall be disbursed proportionately along with the loan
funds.
B) O & M Support:
O & M support is fixed which is equal to 5% of equity support in quarterly instalments i.e. 20%
of equity support in a year. First instalment is due within 90 days of COD. Each instalment
equal to 5% of equity support is payable quarterly.
However as per the B.K. Chaturvedi Committee recommendations approved by the

Government, the entire grant is to be released during Construction period as Equity
support with no O & M support. Accordingly, entire 40% grant has been considered as
Equity support during construction period.
13.10 Traffic
Classified traffic volume count under project stretch, was conducted manually during 2011, at
Km.18 of NH 152, km 130.40, km 152, km 180 and at Km. 225 of NH-65 for 24 hrs on 7
consecutive days in both directions. The AADT in the base year 2011 are given in Table 13.6.
Table 13.6: Average Annual Daily Traffic (AADT)

Sl. No. Description Km 18 Km 130.4 Km 152 Km 180 Km 225
1 Car/Jeep 3109 2342 2673 4173 1638
2 Mini Bus 19 37 11 71 18
3 Bus 365 332 388 536 163
4 LCV 754 865 895 1012 748
5 Truck-2 Axle 472 758 766 981 663
6 Truck-3 Axle 585 1055 990 989 1066
7 Multi Axle 217 444 420 401 582
HME 22 6 8 9 11
8 Total 5543 5837 6151 8172 4888
9 Total PCU 9612 12149 12391 15161 11128
10 Non Tollable (PCUs) 2500 2221 2489 2723 1667
11 Total Traffic 12112 14371 14881 17884 12794
Tollable Traffic at Toll Plaza has been considered at Toll Plazas i.e. Km 130.4, km 180 &
km 225.

Three Toll plazas have been kept at km 125.790, km 171.580 and km 212.400 of NH-65
(existing chainage).
Traffic Projections
5% Average Growth rates for projections of the traffic have been considered as per the
provisions of the new MCA.
Discounts have been considered based on NHAI Circular no. NHAI/11033/CGM (Fin)/ 2011
dated 29.04.2011, Corrigendum no. 1 dated 02.05.2011 and MORTH circular dated 16.11.2011
i.e. leakage for Car/Jeep/Van @ 10% and 5% for other vehicles. Further discount has been
considered @3% towards Revenue Loss due to Local Traffic for Car/Jeep/Van only.
13.11 Toll Revenue
The toll revenue is the product of the forecast traffic expected to use the road and the appropriate
toll fee for the vehicle category. A toll indexing pattern @ 40% of average WPI of 5% plus fixed
3 (three) percent of the basic toll rates based on WPI of Jan, 2007 without compounding, as per
New MCA has been adopted. Toll revenues have been calculated for each of toll fee structure
proposed above is given in Table 13.7.
Table 13.7: Toll Revenue for the Project

Year Toll Revenue Rs. Crore
2016 114.10
2021 178.89
2026 276.10
2031 421.06
2036 636.08
2040 879.92
Penalty for Overloading
No penalty for overloading is to be levied as per new toll policy. Accordingly, no effect has been
given in the viability analysis.
Differential Fees
No Differential fees are to be levied as per new toll policy.
Other Income
Apart from the Toll Income, there may be other streams of revenue generated by extending land
development rights to the Concessionaire and revenue from any other service facilities like
Advertisements, Truck Parking Terminals, Parking Areas, Automobile Service Centre, Petrol
Pumps and Cable Ducting etc. However, as per the policy of NHAI, no advertisements are
allowed in the project highway. Also for other streams of revenue there is no clear cut guidance
and accordingly no income on these accounts has been considered.

13.12 Tax Calculation Module Tax Rate
The tax rate adopted for this study is 33.22 following the deduction of depreciation and
amortization.
Minimum Alternate Tax (MAT)
Minimum Alternate Tax (MAT) of 19.93 has been taken into account for the total concession
period.
13.13 Tax Exemptions (Under Section 80 IA)
According to the scheme under section 80-IA, 100% of the profit is deductible for ten years.
However the benefit deduction is available only for ten consecutive assessment years falling
within a period of twenty years from the year the Project begins its operations.
13.14 Proposed Sources of Finance
In general, the developer shall crystallize the sources of finance by optimizing his equity returns
keeping in view the project cash flows, terms, and conditions of various financing options
available. Further the market standing and financial strength of the Developer would largely
determine the terms and conditions of finance offered to the Developer by various lending
agencies. For the purpose of the study, following sources of finance have been taken:
Equity: To be provided by the Developer

Subsidy / Grant for viability of funding, to be provided by the client.
Debt : To be arranged by the Developer / Concessionaire
13.15 Expenses
Expenses can broadly be classified based on the phases in which they are incurred, viz.
construction period expenses and operation & maintenance period expenses.
Construction Period Expenses
Preliminary and pre-operative expenses

Contingency allowance
Interest during construction period
Finance Charges
Operation and Maintenance Period Expenses
Toll collection expenses

Administrative expenses for day-to-day operation including insurances
Maintenance expenses, which include routine and periodic maintenance
Interest expenses incurred for servicing term loans
Tax
Concession Fee
Toll Collection Expenses
Toll collection expenses are estimated as Rs 160 Lacs per toll plaza.

Insurance Expenses
Insurance expenses are estimated as 0.15% of the Project Cost.
Other Overhead Expenses
To meet out the other overhead expenses, provisions of Rs. 250 lacs per annum have been
considered.
Concession Fee
Concession Fee is payable @ Rs. 1 per year by the Concessionaire.
13.16 Operation and Maintenance Cost
Routine maintenance costs comprise of maintenance of the pavement, collection of litter, traffic
management (policing), accident repairs and all ancillary works including beautification.
The periodic maintenance costs include cost of overlay, repair/renovation of road furniture,
drains, buildings etc. The periodic maintenance includes periodic renewals at every 6 years.
Routine maintenance/ Periodic maintenance costs have been considered as per the MORT&H
guidelines. The details of the maintenance costs and administration charges (base year 2011-12)
are given in Table 13.8.
Table 13.8: Operation and Maintenance Cost

Sl. Amount
Description
No. (Rs. in Lacs)
For 4 Lane
Routine maintenance in every year cost per km for the four
1 3.50
lanes with paved shoulder (Rs Lacs / Km)
Periodic maintenance every five years cost per km for the
2 35.00
four lanes with paved shoulder (Rs Lacs / Km)
3 Toll Collection Expenses (Rs Lacs /annum)/per toll plaza 160.00
4 Other Office Expenses 250.00
5 Patrolling/ Electricity Expenses (Rs Lacs / Km) 1.25
Escalation @ 5% per annum has been considered.
13.17 Resource Mobilization Schedule
The Project implementation period has been taken as 30 months. Based on the implementation
period, the project cost has been phased as given in Table 13.9.
Table 13.9: Scheduled Project Cost Phasing

3rd Year
Description 1st Year 2nd Year
(6 Months)
Percentage of total cost incurred 30% 40% 30%

13.18 Minimum Return Criteria
Keeping in view the present market condition, the minimum return criteria for the B.O.T project
is considered as follows:-
Return on Equity (Equity IRR) : Minimum of 15%
Debt Service Coverage Ration (DSCR) : More than 1
13.19 Concession Period
Keeping in view of present/future traffic volume, Concession Period of 28 years including

Construction Period from 2013 2015 has been considered without capacity augmentation of 4
laning for Financial Analysis. Concession Period is fixed as per new MCA based on the end year,
the capacity of 4 laning (60,000 PCU) exceeds. The traffic projections are given in Table 13.10.
Table: 13.10: Traffic Projection for Concession Period
Concession
Year TP-I TP-II TP-III Average TP-I TP-II TP-III Average
Period
Total Traffic Tollable Traffic
2011 14371 17884 12794 15016 12149 15161 11128 12813
2012 15090 18778 13434 15767 12756 15919 11684 13453
2013 15844 19717 14105 16556 13394 16715 12269 14126
2014 16636 20703 14811 17383 14064 17551 12882 14832 1
2015 17468 21738 15551 18252 14767 18428 13526 15574 2
2016 18341 22825 16329 19165 15506 19350 14202 16353 3
2017 19259 23966 17145 20123 16281 20317 14913 17170 4
2018 20221 25165 18002 21129 17095 21333 15658 18029 5
2019 21233 26423 18903 22186 17950 22400 16441 18930 6
2020 22294 27744 19848 23295 18847 23520 17263 19877 7
2021 23409 29131 20840 24460 19789 24696 18126 20870 8
2022 24579 30588 21882 25683 20779 25930 19033 21914 9
2023 25808 32117 22976 26967 21818 27227 19984 23010 10
2024 27099 33723 24125 28316 22909 28588 20984 24160 11
2025 28454 35409 25331 29731 24054 30018 22033 25368 12
2026 29876 37180 26598 31218 25257 31519 23134 26637 13
2027 31370 39039 27928 32779 26520 33095 24291 27968 14
2028 32939 40990 29324 34418 27846 34749 25506 29367 15
2029 34586 43040 30790 36139 29238 36487 26781 30835 16
2030 36315 45192 32330 37946 30700 38311 28120 32377 17
2031 38131 47452 33946 39843 32235 40227 29526 33996 18
2032 40037 49824 35644 41835 33847 42238 31002 35696 19
2033 42039 52315 37426 43927 35539 44350 32552 37480 20
2034 44141 54931 39297 46123 37316 46567 34180 39354 21
2035 46348 57678 41262 48429 39182 48896 35889 41322 22
2036 48665 60562 43325 50851 41141 51341 37683 43388 23
2037 51099 63590 45491 53393 43198 53908 39568 45558 24
2038 53654 66769 47766 56063 45358 56603 41546 47836 25

Concession
Year TP-I TP-II TP-III Average TP-I TP-II TP-III Average
Period
Total Traffic Tollable Traffic
2039 56336 70108 50154 58866 47626 59433 43623 50227 26
2040 59153 73613 52662 61809 50007 62405 45804 52739 27
2041 62111 77294 55295 64900 52507 65525 48095 55376 28
2042 65216 81158 58060 68145 55133 68801 50499 58144 29
Accordingly, Concession Period has been considered as 27 years based on average total
traffic and capacity of highway as 60,000 PCUs at Level of Service C.
13.20 Construction Period
Construction Period of 30 months has been considered effective from Jan, 2014.
13.21 Financial Viability
The main objective of undertaking this study is to assess whether the project is financially viable
or not. It is important to note that the proposal should be an attractive proposition for private
sector participation under Build, Operate and Transfer (BOT) system. The basic methodology
followed for estimating the financial viability of the project is to calculate the FIRR (Financial
Internal Rate of Return) on the investment for the project.
The following assumptions are taken into consideration for the financial analysis:-
Debt Equity ratio :- 70:30

Subsidy maximum 40% during construction
Concession period (Including 30 months construction period) 27 years
Escalation 5%
Interest on Debt 11.75%
Interest During Construction 11.75%
Loan Repayment period 13 years
Tax rebate 10 years(100% exemption for 10 years out of block of 20 years)
Moratorium Construction period plus 6 months
Depreciation by Straight line method - 100% during Operation Period
Depreciation by Written down value method 10%
Financing costs - 1%
Concession Fee Re. 1 per year
Insurance Charges 0.15% of project cost per year
13.22 Capacity of the Project Highway
As per the IRC - 64, 1990, the capacity of the road is considered as under for Capacity
Augmentation as given in Table 13.11.
Table 13.11: Level of Service Projection for the Project
Lane Level of Service B Level of Service C

2 Laning 17,500 25,000
4 Laning 40,000 60,000

13.23 Results and Analysis
Based on the project structure traffic study and toll rate analysis, financial feasibility analysis has
been carried out as per the methodology outlined in earlier sections. The objective of the
financial analysis is to ascertain the existence of sustainable project returns, which shall
successfully meet the expectations of its financial investors. The analysis reveals various FIRR
values corresponding to each year of toll operation.
FIRR for the Returns on Investment and Returns on Equity for the years from 2014 to 2040
(concession period is 27 years including Construction Period) with maximum 40% subsidy.
Results for 4 laning with 27 years Concession Period is given in Table 13.12.
Table 13.12: Results for 4 Laning with 27 years Concession Period

Post Tax FIRR Return on Equity NPV @ 12%
SCENARIOS Average DSCR
% % (Rs Crore)
With 40% Grant 17.16 19.22 414.82 1.95
For getting 15% return on equity, VGF upto 24% of TPC may be required.
13.24 Conclusion & Recommendation
It would be seen that the project is financially viable with VGF upto 24% of TPC to get Return
on Equity of 15 %. Hence project may be implemented on BOT (Toll) basis.

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Preparation of DPR for Rehabilitation & Upgradation Final Feasibility Report

of Kaithal Rajasthan Border Section of NH65 Development Proposals

Maximum utilization of existing pavement width (black top)

8.3 Project Start Point

8.4 Cross Sectional Details

8.4.1 Lane Width

8.4.2 Paved Shoulders

URS Scott Wilson 8-2 October 2012

8.4.3 Earthen Shoulders

8.4.5 Service Road

8.4.7 Utility Corridor

8.4.8 Side Slopes

For fill sections, the following side slopes are proposed:

Embankment height up to 3.0 m - 2H:1V and Considering the Embankment

8.4.10 Proposed ROW

URS Scott Wilson 8-3 October 2012

The locations of restricted proposed ROW is as given below:

Existing Km Existing Design Km Design Prop. Village /

8.4.11 Cross Section

URS Scott Wilson 8-4 October 2012

Figure 8.1: Typical Cross Sections - I

URS Scott Wilson 8-5 October 2012

Figure 8.2: Typical Cross Sections - II

URS Scott Wilson 8-6 October 2012

Figure 8.3: Typical Cross Sections - III

URS Scott Wilson 8-7 October 2012

Figure 8.4: Typical Cross Sections - IV

URS Scott Wilson 8-8 October 2012

Figure 8.5: Typical Cross Sections - V

URS Scott Wilson 8-9 October 2012

Figure 8.6: Typical Cross Sections - VA

URS Scott Wilson 8-10 October 2012

Figure 8.7: Typical Cross Sections - VI

URS Scott Wilson 8-11 October 2012

Figure 8.8: Typical Cross Sections - VII

URS Scott Wilson 8-12 October 2012

Figure 8.9: Typical Cross Sections - VIII

URS Scott Wilson 8-13 October 2012

Figure 8.10: Typical Cross Sections IX / IXA

URS Scott Wilson 8-14 October 2012

8.5 Widening Scheme

The considerations of the side of widening are summarized below:

URS Scott Wilson 8-15 October 2012

Table 8.2: Tentative Widening Scheme for 4-Laning

Existing Km Existing Design Km Design Length

URS Scott Wilson 8-16 October 2012

Existing Km Existing Design Km Design Length

URS Scott Wilson 8-17 October 2012

Existing Km Existing Design Km Design Length

URS Scott Wilson 8-18 October 2012

The widening scheme can be summarised as given in Table 8.3.

Table 8.3: Summary of Widening Scheme

8.6 Proposal for Bypasses and Realignments

The summary of Bypasses is presented in Table 8.4 below:

URS Scott Wilson 8-19 October 2012

Table 8.4: Summary of Proposed Bypasses

The summary of realignments are presented in Table 8.5 below:

Table 8.5: Summary of Proposed Realignments

8.6.1 Kalayat Bypass

Commercial activities on both side of the road

URS Scott Wilson 8-20 October 2012

8.6.2 Narwana Bypass / Realignment

8.6.3 Dhnaudha Bypass

8.6.4 Barwala Bypass