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Economic Evaluation of proposed Barwah-Dhamnod Toll Road by Dr.(Mrs.)Vandana Tare (Professor, Deptt. of Civil Engg. S.G.S.I.T.S., Indore (M.P) and Er. Raj Mohammad Khan (M.E. (Civil) Transportation Engg., Indore (M.P). ABSTRACT Road Traffic has been growing with very rapid rate, hence the traffic intensity and volume on the road is high. The present road network is necessary to improve to accommodate the future traffic and to provide the good riding quality. The development of Infrastructure has been done by the public sector through the fund collected from taxes, but huge fund are required for modernization of road network. Due to decreasing financial resources, government is not in position to invest the funds in those developments. This has brought to focus the need of attracting private investment in road in India. The Barwah-Dhamnod road is proposed on B.O.T. system, starts from Barwah on IndoreKhandwa Road SH-27 and passing through Mandleshwar and joining NH-3 at Dhamnod. The total length of the road is 63 Kms and road passes through the districts of Khargon and Dhar. The details of road section Barwah-Dhamnod Road under study were collected through road inventory survey. The Traffic volume survey & Willingness to pay survey were also conducted on this road. The analysis of traffic volume data was done by projection up to 15 years. The need for widening of road from single lane to two lane is justified as per the capacity of road. Based on the data collection to achieve the toll fixation rates & to estimate the concession period, a methodology is adopted which includes generation of different module. Each module calculates the required results. 1-INTRODUCTION Road Traffic has been growing with very rapid rate i.e. 8 % per annum, hence the traffic intensity and volume on the road is high. The present road network is necessary to improve to accommodate the future traffic and to provide the good riding quality. The development of Infrastructure has been done by the public sector through the fund collected from taxes, but huge fund are required for modernization of road network. Due to decreasing financial resources, government is not in position to invest the funds in those developments. This has brought to focus the need of attracting private investment in road in India. The funds provided by private sector for improvement of road condition are recovered from road user by toll tax. After recovery period that particular road section is transferred to government. This Idea is called as BOT system. 2-DETAILS OF ROAD UNDER STUDY Barwah-Dhamnod Road starts from Barwah on Indore-Khandwa Road SH-27 and passing through Mandleshwar and joining NH-3 at Dhamnod. The total length of this road is about 63 Kms and passes through the districts of Khargon and Dhar and having mainly plain terrain with
Format for Traffic Volume survey is also prepared.condition of road. 2. Thickness 225 mm 150 mm 75 mm Composition Subgrade soil WBM BM+SDBC Kms Km 0 2.3-TRAFFIC VOLUME SURVEY Traffic Volume survey was carried out at Km 2 near Barwah to know the volume of various categories of vehicles plying on the road. of Trees etc. villages. Carriageway type-width.some sections in rolling terrain. land use. Table 2 : Average Daily Traffic at location km2 Type of Vehicle Mini Bus Bus Car/Jeep/Van Two Wheeler Auto Rickshaw LCV 2 Axle Truck 3 Axle Truck ADT 61 101 454 2290 68 110 202 41 .1-CRUST DETAILS The details of road section Barwah-Dhamnod Road under study were collected through Test Pit.2-ROAD INVENTORY SURVEY The details of road section were collected through road inventory survey. Table 1 gives details of roads intersect the proposed road at locations as under: Table1: Details of Major road Crossing Proposed Road Section Roads SH-27 from Indore to Khandwa at km 60+200 at Barwaha Km 26 MDR to Balwara Km 40+800 SH-1 from Mhow to Mandleshwar at Mandleshwar with km 0 Km 49+200 MDR to Mehatwara at Maheshwar Km 63 Joins NH-3 at Km 77+200 at Dhamnod 2. Existing Crust Composition on present road had found as follows. Formation width. Details of cross roads. In this survey details of Terrain classification. Tree distance No. Table 2 gives the details of Traffic volume Survey in terms of Average Daily Traffic (ADT). has been collected for every kms.
The survey result reveals that if the road is made two lanes.4-WILLINGNESS TO PAY (WTP) SURVEY Willingness to pay survey was also done on the BarwahDhamnod Road to know the opinion of road users. Apart from this there will also be some generated traffic.427mm 3-METHODOLOGY ADOPTED Based on the data collection as given above. a methodology is adopted which includes generation of different module. Characteristic deflection as evaluated from BBD Test comes out to be 1. Following modules have been developed Module1: TRFFRCS Module 2: OVLYDES Module 3: WIDDES Module4: COSTANAL Module5: ECONANAL Module 6: TOLLFIX MODULE ±1 TRFFRCS In this Module traffic volume has been projected for BadwahDhamnod Road for the year 2006 considering growth rate 7. 2.5 % per year as per the IRC guideline. to achieve the toll fixation rates and to estimate the concession period. Mehatwara to Maheshwar road will be diverted to this road. the traffic from other roads: Balwara road.5-BENKELMAN BEAM DEFLECTION STUDY The Benkelman Beam Deflection test is done on the selected sites and the deflection evaluated for all the point. Table 3 : Traffic Projections . The survey also indicated that if the road is made two lanes then road users would like to pay reasonable toll. Mhow to Mandleshwar road. Each module calculates the required results. Result shows that after 15 years the traffic is projected up to 16000 PCU per day.M Axle Truck Tractor with Trailer Tractor without Trailer Cycle Cycle Rickshaw Hand Cart Animal Drawn (Cart) Others Total Vehicles Total PCU 4 85 22 942 1 7 202 4 4594 5545 2.
S. The average of Characteristic deflection (1.247 mm) of all the point has been taken for the design of overlay using MSA is 10.C. Lane Distribution factor :75 % 4. Growth rate :7.B.5 % 2.M. . MODULE 2 OVLYDES In this module overlay design for the road section has been done. VDF for plain terrain :3. Thickness 60 mm 40 mm Composition D.B.Calculation of Cumulative Million Standard Axles (CMSA): CMSA have been calculated by considering following parameter: 1.D. Based on the Benkelman Beam survey data following design thickness have been recommended for overlay of BadwahDhamnod Road. Directional Distribution Factor :100 % The result for calculation of CMSA for different type of commercial vehicles is found to be 10 MSA.5 3. deflection evaluated for all the point.
e. MODULE 05 : ECONANAL In this module Economic Analysis for the proposed road has been done. Inputs parameter The main aim to carry out economic feasibility is maximizing the returns on investment by determining improvement proposals that lead to minimum total transport costs. All costs for the economic analysis are given in economic terms thus ignoring transfers in the form of taxes and duties. Economic evaluation is carried out based on incremental costs and benefits comparing the total net benefits in ³Do Minimum´ situation with ³With Project´ situation. The cost comes out to be Rs 80 lakhs per Km. Scarcity of resources and competing demands from various sectors are the important features of a developing economy. In view of above.e.Design for widening portion has been done as per IRC: 37-2001 & the recommended crust thickness for MSA 10 and CBR 7 % are given below: Layer Composition GSB WMM DBM SDBC TOTAL Thickness (mm) 230 250 60 40 580 MODULE 4 COSTANAL In this module cost analysis has been done for the entire project on the basis of overlay and widening design as per the rate from MPPWD SOR April 2007. In the road inventory survey it is found that at some portion central widening is needed due to inadequate ROW and at some portion side widening can be adopted. analysis period. therefore. The economic analysis involves comparison of project costs and benefits under the ³with´ and ³without´ project conditions and determining the Economic Internal Rate of Return (EIRR) of the project using discounted cash flow technique. i. Basic inputs to the model are Analysis period:20 years Discount rate:12 % Construction Period:2 years Improved Road to be opened to traffic in 2009 . The term ³Do Minimum´ is defined as the base strategy for economic analysis i. The term ³With Project´ is defined as widening and strengthening of road. This shows the return. it is necessary to ensure that the projects selected for investment are thoroughly evaluated to determine the economic and social benefits offered by the project and the ease with which the project can be implemented. without project situation. It. The construction of roads brings about a variety of benefits that are enjoyed practically by all sectors of the economy.MODULE 3 WIDDES In this Module Design of widening has been done. which the society could expect from the proposed investment during the project life. becomes necessary to allocate the scarce resources in the most beneficial manner.
3 Toll Rates Sr. 4.60 1.25 0. MODULE: 06 TOLLFIX In this module the toll rate has been fixed for the proposed BadwahDhamnod Road which will be applicable just after the construction period ends & toll started. per km 0. 2000 PCU per day. 2. 16 38 79 95 189 4-CONCLUSIONS 1. Jeep LCV Empty & Loaded Bus Empty & Loaded Truck Multi Axle Truck Trailer Toll Rates in Rs. The Concession period and toll rates have been proposed for the toll road.e.00 Toll Rates in Rs. Figure for the above rate analysis is given as follows: Table 3. The Net Present Value is also positive. 1 2 3 4 5 Description Private Car . The present traffic is also exceeding the capacity of Intermediate lane i. No. so it can be concluded that the road is economically viable for the proposed up gradation & improvements. The result of economic evaluation shows that Internal Rate of Return for the road is more than the required discount rate of 12%. 3.e.25 1. The traffic 5545 PCU/day in the year 2006 is exceeding the capacity of single lane i. 5000 PCU/day.50 3. The developed modules may be used for dealing with similar type of projects . These rates are to be revised as 7 % increase per year for the 20 year concession period. for proposed road. Toll rates on per km basis for proposed BarwahDhamnod Road ( 63 KM) are given below. Hence there is a need to widen the road.Economic Internal Rate of Return (EIRR) for 20 years have been computed with the above discussed parameters for the road section is 21 % and the Net Present Value (NPV) is 10949. Hence the road is to be widened up to two lanes.
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