DPR Volume I Main Report Final

Detailed Project Report for Two/ Four laning with paved
shoulder NH configuration of “Dwarka – Khambhaliya –

Devariya” & “Dhrol – Amran – Maliya” Road Sections in
Gujarat under Bharat Mala Project.
Final Detailed Project Report
Volume I: Main Report
October 2017
NATIONAL HIGHWAYS AUTHORITY OF INDIA
(Ministry of Road Transport & Highways)
Detailed Project Report for Two/Four Laning with

paved shoulder NH configuration of “Dwarka-
Khambhaliya-Devariya” & “Dhrol-Amran-Maliya”
Road sections (Gujarat) under Bharat Mala Project.
FINALDETAILED PROJECT REPORT

Volume – I: Main Report
Volume – II: Design Report:
Part I: Road Works
Part II: Bridge Works
a) Hydraulic Report
b) Geotechnical Investigation Report
c) Design of Structures
Volume – III: Materials Report
Volume – IV: Environmental Impact Assessment Report including EMP
and Social impacts and RAP
Volume – V: Technical Specifications
Volume – VI: Rate Analysis
Volume – VII: Cost Estimates
Volume – VIII: Bill of Quantities
Volume – IX : Drawing Volume:
Part-I: Road Works
Part-II: Bridge Works
Part –III: Cross section at 50m Interval
Volume – X : Civil Works Contract Agreement
Volume – XI : Project Clearances
Annexure Primary Data:
Part-I: Road Works
Table of Contents
Detailed Project Report for Two / Four laning with paved shoulder NH configuration
of "Dwarka - Khambhaliya - Devariya" & "Dhrol - Amran - Maliya" Road Sections in
Final Detailed Project Report/Volume I/Table of Contents Highway Division
Document Ref: RITES/HW/RT300-00012/FDPR/Volume I/Table of Contents
Table of Contents
TOR Compliance ................................................................................................................................ 14
Chapter 0 – Executive Summary ............................................................................................... 16
0.1. General .................................................................................................................................. 16
0.2. Project Road .......................................................................................................................... 20
0.3. Project Description ................................................................................................................ 21
0.4. Option Study.......................................................................................................................... 22
0.5. Design Standards ................................................................................................................. 23
0.6. Traffic Studies........................................................................................................................ 24
0.7. Improvement Proposal .......................................................................................................... 28
0.8. Project Cost ........................................................................................................................... 33
0.9. Economic Analysis Results..................................................................................................... 34
0.10. Financial Analysis Results .................................................................................................. 34
0.11. Suggested mode of Procurement ...................................................................................... 35
0.12. Recommendations ............................................................................................................ 35
Chapter 1 – Introduction............................................................................................................. 39
1.1. General .................................................................................................................................. 39
1.2. Objective ............................................................................................................................... 39
1.3. Scope of Services................................................................................................................... 40
1.4. Project Highway .................................................................................................................... 41
1.5. Dwarka - Khambhaliya - Devariya Road Section ................................................................... 42
1.6. Devariya - Jamnagar - Dhrol Road Section ............................................................................ 44
1.7. Dhrol - Amran - Maliya Road Section .................................................................................... 44
1.8. Project Roads constraints and Proposed Improvements ..................................................... 45
1.9. Status of the Study and Report Submission.......................................................................... 46
1.10. Project Photographs ......................................................................................................... 50
Chapter 2 – Project Background ................................................................................................ 58
2.1. Introduction .......................................................................................................................... 58
2.2. The Project ............................................................................................................................ 58
2.3. Project Roads constraints ..................................................................................................... 72
2.4. Option Study for Proposed Dhrol Bypass ............................................................................. 79
2.5. Option Study for Proposed Amran Realignment .................................................................. 85
Revision Level: R0 October 2017 Page 5
2.6. Option Study for Proposed Pavement Type ......................................................................... 87

2.7. Option Study: Jambuda-Bhadra Patiya vis-à-vis Dhrol Bhadra Patiya .................................. 87
2.8. Delay in Project Progress ...................................................................................................... 88
2.9. Report Submission ................................................................................................................ 89
Appendix-1 ........................................................................................................................................ 95
Appendix-2 ...................................................................................................................................... 100
Appendix-3 ...................................................................................................................................... 101
Chapter 3 – Social Analysis of the Project ............................................................................ 107
3.1. Introduction ........................................................................................................................ 107
3.2. Social Impact Assesment and Resettlement Action Plan.................................................... 107
3.3. Methodology....................................................................................................................... 108
3.4. Consultation Methodology ................................................................................................. 108
3.5. R&R Principles, Policy Framework and Entitlement Framework ........................................ 109
3.6. Socio- Economic Profile of the Project Area ....................................................................... 112
3.7. Results of Baseline Socio-economic Survey ........................................................................ 114
3.8. Stakeholder Consultation.................................................................................................... 117
3.9. Institutional Framework for Implementation of RAP ......................................................... 122
Chapter 4 – Details of Engneering Surveys and Investigations ....................................... 126
4.1. Introduction ........................................................................................................................ 126
4.2. Primary Surveys and Investigations .................................................................................... 126
4.3. Secondary Surveys .............................................................................................................. 127
4.4. Inventory ............................................................................................................................. 127
4.5. Condition Surveys ............................................................................................................... 129
4.6. Materials / Pavement Investigations ................................................................................... 134
4.7. Traffic Survey ...................................................................................................................... 134
Chapter 5 – Analysis and Interpretation of Survey and Investigation Data .................. 136
5.1. Engineering Surveys and Investigations.............................................................................. 136
5.2. Condition Surveys ............................................................................................................... 136
5.3. Traffic Survey ...................................................................................................................... 151
5.4. Cross Drainage Inventory, Condition and Investigations .................................................... 152
Chapter 6 – Traffic Analysis and Demand Forecast ............................................................ 168
6.1. General ................................................................................................................................ 168
6.2. Project Highway .................................................................................................................. 168
6.3. Traffic Studies ..................................................................................................................... 168

6.4. Traffic Assignment .............................................................................................................. 190

6.5. Traffic Forecasts .................................................................................................................. 190
6.6. Road Safety Audit................................................................................................................ 204
Chapter 7 – Improvement Proposal ........................................................................................ 211
7.1. Background ......................................................................................................................... 211
7.2. Project Alignment ............................................................................................................... 211
7.3. Type of Cross Sections along the Project Road ................................................................... 212
7.4. Improvement Proposals:..................................................................................................... 212
(Strengthening, Raising / New Construction, Realignment / Bypasses) ......................................... 212
7.5. Junctions ............................................................................................................................. 212
7.6. Road Appurtenance ............................................................................................................ 216
7.7. Median Openings ................................................................................................................ 217
7.8. Bus Bays .............................................................................................................................. 218
7.9. Truck Lay Bye ...................................................................................................................... 220
7.10. Pavement Design ............................................................................................................ 220
7.11. Improvement Proposal of Structures.............................................................................. 260
7.13. Project Highway Facility along the Project Road ............................................................ 267
7.18. Aboriculture & Horticulture/Landscaping along Project Road ....................................... 276
7.19. Heavy rainfall in the project influence area. ................................................................... 278
Annexure-A ..................................................................................................................................... 286
Annexure B ...................................................................................................................................... 293
Annexure C ...................................................................................................................................... 294
Chapter 8 – Cost Estimates ....................................................................................................... 299
8.1 General ................................................................................................................................ 299
8.2 Estimation of Quantities ..................................................................................................... 299
8.3 Specification ........................................................................................................................ 301
8.4 Unit Rate ............................................................................................................................. 301
8.5 Project Costing .................................................................................................................... 301
Chapter 9 – Environmental Impact Assessment Report ..................................................... 305

9.1. Introduction and Background ............................................................................................. 305
9.2. Project Description.............................................................................................................. 307
9.3. Statuatory Clearance Required ........................................................................................... 307
9.4. Environmental Impact Assessment of the project.............................................................. 310

9.5. Baseline Environment Status .............................................................................................. 310

9.6. Demography of the Project Districts................................................................................... 325
9.7. Air, Water and Noise Level.................................................................................................. 328
9.8. Institutional Requirement and Environmental Monitering Plan ........................................ 371
9.9. Conclusion ........................................................................................................................... 375
Chapter 10 – Economic and Commercial Analysis ................................................................ 377
10.1 General ................................................................................................................................ 377
10.2 Methodology for Economic Appraisal ................................................................................ 377
10.3 Input data for Economic Analysis........................................................................................ 378
10.4 Results of Economic Appraisal ............................................................................................ 383
10.5 Financial Appraisal .............................................................................................................. 384
10.6 Suggested Packaging of the Project .................................................................................... 386
10.7 Suggested mode of Procurement ....................................................................................... 387
Chapter 11 – Conclusions and Recommendations ................................................................ 389
11.1 Conclusions and Recommendations ................................................................................... 389

List of Tables
Table 0-1: Important Dates and Events of the Project.......................................................................................... 16
Table 0-2: Alignment Route Proposed & Recommended by the Stakeholders & approved by Client ................... 20
Table 0-3: Start & End Location of Dwarka - Khambhaliya - Devariya Road Section ........................................... 21
Table 0-4: Start & End Location of Dhrol – Amran – Maliya Road Section ........................................................... 21
Table 0-5: Important Existing Features................................................................................................................. 21
Table 0-6: Proposed Design Standards ................................................................................................................. 23
Table 0-7: Traffic Homogenous Sections on Project Road .................................................................................... 24
Table 0-8: Summary of ADT on homogenous sections ......................................................................................... 25
Table 0-9: % Composition of Car, Bus and Truck .................................................................................................. 25
Table 0-10: Percentage Composition of Trucks .................................................................................................... 25
Table 0-11: Annual Average Daily Traffic (AADT) ................................................................................................. 25
Table 0-12: Axle Load at Station 1 (Km 143/000 on SH-25).................................................................................. 26
Table 0-13: Axle Load at Station 1 (Km 56/400 on CSH-6).................................................................................... 26
Table 0-14: Adopted Traffic Growth Rates ........................................................................................................... 27
Table 0-15: Summary of Traffic Projection forAll Sections.................................................................................... 27
Table 0-16: Widening Scheme of the Project ........................................................................................................ 28
Table 0-17: Proposed flexible Pavement Composition.......................................................................................... 32
Table 0-18: Proposed concrete Pavement Composition ....................................................................................... 32
Table 0-19: Summary of Cost Estimates ............................................................................................................... 33
Table 0-20: Summary of EIRR using Project Traffic Growth Rate ......................................................................... 34
Table 0-21: Summary of Financial Analysis Results .............................................................................................. 34
Table 0-22: Year in Which Traffic Crosses 10,000 PCU ......................................................................................... 35
Table 0-23: Comparison of Alternatives of Proposed Pavement Types ................................................................ 36
Table 0-24: Packaging of Project Highway ........................................................................................................... 36
Table 1-1: Information received from R&B / PWD, Jamnagar, Gujarat ................................................................ 41
Table 1-2Carriageway Width and condition of Project Highway.......................................................................... 42
Table 1-3: Horizontal Curve details ....................................................................................................................... 43
Table 1-4: Summary of Existing Structures ........................................................................................................... 43
Table 1-5:Carriageway Width and condition of Project Highway......................................................................... 44
Table 1-6: Horizontal Curve details ....................................................................................................................... 44
Table 1-7 : Summary of Existing Structures .......................................................................................................... 45
Table 2-1: Alignment Route Proposed & Recommended by the Stakeholders & approved by Client ................... 59
Table 2-2: Start & End Location of Dwarka - Khambhaliya - Devariya Road Section ........................................... 59
Table 2-3: Start & End Location of Dhrol – Amran – Maliya Road Section ........................................................... 60
Table 2-4: Summary of progress of Engineering Surveys and investigations ....................................................... 62
Table 2-5: List of Habitations ................................................................................................................................ 65
Table 2-6: Cross-Section Elements of Project Highway ......................................................................................... 66
Table 2-7: List of Existing Culverts ........................................................................................................................ 68
Table 2-8: List of Existing Causeways ................................................................................................................... 69
Table 2-9: List of Existing Rail Level Crossings ...................................................................................................... 69
Table 2-10: List of Existing Minor Bridges ............................................................................................................. 70
Table 2-11: List of Existing Major Bridges............................................................................................................. 72
Table 2-12: Project Constraint: Kuranga Junction ................................................................................................ 73
Table 2-13: Comparison of Alternatives: Dhrol Realignment ............................................................................... 81
Table 2-14: Comparison of Enhanced Alternatives bypassing Dhrol-Jodiya-Keshiya-Manpar ............................. 82
Table 2-15: Comparison of Alternativesof Proposed Amran Bypass..................................................................... 86
Table 2-16: Comparison of Alternatives of Proposed Pavement Types ................................................................ 87
Table 2-17: Date and venue of Public Consultation meetings .............................................................................. 90
Table 2-18: Summary of recommendations conveyed vide NHAI letter dated 09.08.2016 .................................. 92
Table 3-1: R & R Entitlement Framework ........................................................................................................... 110
Table 3-2: Demographic Profile of the Project Area ........................................................................................... 112
Table 3-3 : SOCIO-ECONOMIC PROFILE OF THE PROJECT AFFECTED SETTLEMENT ............................................ 112
Table 3-4 :The Project occupational structure .................................................................................................... 113

Table 3-5 : Gender and Sex Ratio Dwarka – Khambhalia – Devariya ................................................................. 115
Table 3-6 : Gender and Sex Ratio Dhrol – Amran ............................................................................................... 115
Table 3-7 : Educational Attainment Dwarka – Khambhalia – Devariya Road Section ........................................ 115
Table 3-8 : Educational Attainment Dhrol – Amran Road Section ...................................................................... 116
Table 3-9 : Occupational Pattern Dwarka – Khambhalia – Devariya Road Section ............................................ 116
Table 3-10 : Occupational Pattern Dhrol – Amran Road Section ........................................................................ 116
Table 3-11 : Role and Responsibilities Identified after Consultation .................................................................. 119
Table 3-12 : Villages along Dwarka – Khambhalia – Devariya Road Section ..................................................... 120
Table 3-13: Villages along in Dhrol – Amran Road Section................................................................................. 120
Table 3-14 : Resettlement Action Plan (RAP) Implementation Schedule ............................................................ 124
Table 4-1 : Lane Configuration............................................................................................................................ 128
Table 5-5-1: Summary of Extent of Cracking (% Area) ........................................................................................ 137
Table 5-5-2: Summary of Extent of Ravelling (% Area) ....................................................................................... 138
Table 5-5-3: Summary of Extent of Potholes (% Area) ........................................................................................ 138
Table 5-5-4: Summary of Extent of Patching (% Area) ....................................................................................... 139
Table 5-5-5: Summary of Riding Quality ............................................................................................................. 140
Table 5-5-6: Summary of Shoulder Condition ..................................................................................................... 141
Table 5-5-7: Summary of Edge Drop ................................................................................................................... 141
Table 5-5-8: Summary of Embankment Condition .............................................................................................. 142
Table 5-5-9: Summary of Condition of Side Drains ............................................................................................. 143
Table 5-5-10: Summary of Pavement Condition ................................................................................................. 144
Table 6-1: Traffic Homogenous Sections on Project Road .................................................................................. 169
Table 6-2:Classified Traffic Volume Count Survey Locations on Project Road .................................................... 169
Table 6-3: Origin - Destination Survey Locations on Project Road...................................................................... 172
Table 6-4:Axle Load Survey Locations on Project Road ...................................................................................... 172
Table 6-5:Turning Movement Survey Locations on Project Road ....................................................................... 173
Table 6-6: Summary of ADT on homogenous sections ....................................................................................... 174
Table 6-7: % Composition of Car, Bus and Truck ................................................................................................ 174
Table 6-8: % Composition of Trucks .................................................................................................................... 175
Table 6-9: Directional distribution at station 1 ................................................................................................... 178
Table 6-10: Directional distribution at station 2 ................................................................................................. 178
Table 6-14: Summary of Monthly Traffic at Vanpari Toll Plaza .......................................................................... 179
Table 6-15: Summary of Monthly Variation of Traffic at Vanpari Toll Plaza ...................................................... 180
Table 6-16: Origin and Destination Zones .......................................................................................................... 181
Table 6-17: Origin and Destination Survey – Sample Size................................................................................... 181
Table 6-18:Zone wise traffic Movement at KM 143/000 on SH 25 (Station-1) ................................................... 183
Table 6-19: Zone wise traffic Movement at KM 56/400 on SH 6 (Station-2) ...................................................... 183
Table 6-20: Commodity Movement at Station-1(Km 143/000) .......................................................................... 185
Table 6-21: Commodity Movement at Station-2(Km 56/400) ............................................................................ 186
Table 6-22: Axle Load at Station 1 (Km 143/000 on SH-25)................................................................................ 187
Table 6-23: Axle Load at Station 5 (Km 56/400 on CSH-6).................................................................................. 188
Table 6-24: Turning Movements at Major Junctions .......................................................................................... 188
Table 6-25: Annual Average Daily Traffic .......................................................................................................... 189
Table 6-26: Decennial Population Growth of Gujarat......................................................................................... 192
Table 6-27: Per Capita Income Growth of Gujarat ............................................................................................. 192
Table 6-28: GDP Growth of Gujarat .................................................................................................................... 193
Table 6-29: Growth of Number of registered motor vehicles inGujarat ............................................................. 194
Table 6-30: Transport Demand Elasticity of Highway Projects inGujarat ........................................................... 196
Table 6-31: Transport Demand Elasticity of Different Vehicle Types .................................................................. 196
Table 6-32: Traffic Growth Rates based on Registered No. of Vehicles .............................................................. 197
Table 6-33: Adopted Traffic Growth Rates ......................................................................................................... 197
Table 6-34: Traffic Projection for Section I: Kuranga to Limbdi ........................................................................ 197
Table 6-35: Traffic Projection forSection II: Limbdi to Khambhaliya ................................................................. 199
Table 6-36: Traffic Projection forSection III: Khambhaliya to Devariya ............................................................ 200
Table 6-37: Traffic Projection forSection IV: Dhrol to Bhadra Patiya ................................................................ 201
Table 6-38: Traffic Projection forSection V: Bhadra Patiya to Pipaliya ............................................................. 202
Table 6-39: Summary of Traffic Projection forAll Sections.................................................................................. 203
Table 6-40: Administrative Jurisdiction of Dwarka - Khambhaliya – Devariya Section ...................................... 205
Table 6-41: Administrative Jurisdiction of Dhrol -Amran - Maliya Section ......................................................... 205
Table 6-42: Black Spot Locations ofDwarka - Khambhaliya – Devariya Section ................................................. 207
Table 6-43: Black Spot Locations of Dhrol -Amran - Maliya Section ................................................................... 208
Table 7-1: List of Major Junctions ....................................................................................................................... 212
Table 7-2: Minor Junctions (Dwarka-Khambhaliya-Devariya Road Section) ...................................................... 214
Table 7-3: List of Minor Junctions (Dhrol – Bhadra Patiya – Pipaliya Road Section) .......................................... 215
Table 7-4: Median opening (Package I) ............................................................................................................. 217
Table 7-5: Median opening (Package II) ............................................................................................................. 218
Table 7-6: List of Bus Bays (Package I)................................................................................................................ 219
Table 7-7: List of Bus Bays (Package II)............................................................................................................... 219
Table 7-8 : Truck lay bye ..................................................................................................................................... 220
Table 7-9: Summary of Commercial Traffic (Numbers) ...................................................................................... 222
Table 7-10: Vehicle Damage Factor .................................................................................................................... 223
Table 7-11: Abstract of traffic loading: msa ....................................................................................................... 224
Table 7-12: Design Traffic: Equivalent Standard Axles: Traffic from Kuranga to Limbdi .................................... 225
Table 7-13: Design Traffic: Equivalent Standard Axles: Traffic from Limbdi to Khambhaliya ............................ 226
Table 7-14: Design Traffic: Equivalent Standard Axles: Traffic from Khambhaliya to Devariya ......................... 227
Table 7-15: Design Traffic: Equivalent Standard Axles: Traffic from Dhrol to Bhadra Patiya ............................. 228
Table 7-16: Design Traffic: Equivalent Standard Axles: Traffic from Bhadra Patiya to Pipaliya ......................... 229
Table 7-17: Standard Pavement Layers, MM ..................................................................................................... 230
Table 7-18: proposed Pavement Composition .................................................................................................... 230
Table 7-19: Proposed Pavement Composition: Service Road.............................................................................. 231
Table 7-20:Cumulative No. of Commercial Vehicle during Design Period .......................................................... 231
Table 7-21:Percentage Composition of Types of Axle ......................................................................................... 231
Table 7-22:Axle load spectrum for section I, section II and section III ................................................................ 232
Table 7-23:Axle load spectrum for section IV and section V ............................................................................... 232
Table 7-24:Average no of axles per commercial vehicle ..................................................................................... 233
Table 7-25:Cumulative Fatigue Damage value for Different Trial Thickness ...................................................... 233
Table 7-26:Pavement Layers............................................................................................................................... 234
Table 7-27:Reinforceent Details.......................................................................................................................... 235
Table 7-28:Cumulative No. of Commercial Vehicle (Section I: Kuranga to Limbdi) ........................................... 235
Table 7-29:Cumulative No. of Commercial Vehicle (Section II: Limbdi to Khambhaliya) ................................... 236
Table 7-30:Cumulative No. of Commercial Vehicle (Section III: Khambhaliya to Devariya) .............................. 237
Table 7-31:Cumulative No. of Commercial Vehicle (Section IV: Dhrol to Bhadra Patiya ) ................................. 238
Table 7-32:Cumulative No. of Commercial Vehicle (Section V: Bhadra Patiya to Pipaliya) ............................... 239
Table 7-33: Improvement Proposal for Minor Bbridges ..................................................................................... 261
Table 7-34: IMPROVEMENT PROPOSAL FOR EXISTING RAIL LEVEL CROSSINGS ................................................. 267
Table 7-35: IMPROVEMENT PROPOSAL FOR EXISTING CAUSEWAY ................................................................... 267
Table 7-36: Improvement Proposal of Vehicular Underpass (VUP)/Cattle Underpas (CUP) ....................... 268
Table 7-37 : improvement proposal .................................................................................................................... 270
Table 8-1: Start & End Location of Dwarka - Khambhaliya - Devariya Road Section ......................................... 299
Table 8-2: Items of Works ................................................................................................................................... 299
Table 8-4: Summary of Cost Estimates ............................................................................................................... 301
Table 9-1 : Required Statutory Clearances.......................................................................................................... 308
Table 9-2 : Traffic Homogenous Sections on Project Road ................................................................................. 309
Table 9-3 : SUMMARY OF ADT ON HOMOGENOUS SECTIONS ........................................................................... 310
Table 9-4 : Annual Average Daily Traffic (AADT) ................................................................................................ 310
Table 9-5 : Predominant Wind Direction ............................................................................................................ 312
Table 9-6 : Locations of Water Bodies ................................................................................................................ 313

Table 9-7 : Structures along the Project Road Dhrol- Maliya Stretch ................................................................. 315
Table 9-8 : Structures along the Project Road Khambaliya- Dwarka Stretch...................................................... 320
Table 9-9 : Gender and Sex Ratio Dwarka – Khambhalia – Devariya ................................................................. 325
Table 9-10: Gender and Sex Ratio Dhrol – Amran – Maliya ............................................................................... 325
Table 9-11 : Social Group Dwarka – Khambhalia – Devariya Road Section ........................................................ 326
Table 9-12 : Social Group Dhrol – Amran – MaliyaRoad Section ........................................................................ 326
Table 9-13: Educational Attainment ................................................................................................................... 326
Table 9-14: Educational Attainment ................................................................................................................... 327
Table 9-15 : OCCUPATIONAL PATTERN DWARKA – KHAMBHALIA – DEVARIYA ROAD SECTION ........................ 327
Table 9-16 : Occupational Pattern Dhrol – Amran – MaliyaRoad Section .......................................................... 327
Table 9-17: AAQ Monitoring Results of Project Road ......................................................................................... 329
Table 9-18 : Ambient Noise Level of Project Road .............................................................................................. 330
Table 9-19 : Groundwater Quality along the Project Road................................................................................. 332
Table 9-20: Surface water Quality along the Project Road................................................................................. 336
Table 9-21: Soil Quality along the Project Road ................................................................................................. 339
Table 9-22: Chainage Wise Details of Affected Trees (Left & Right side) ........................................................... 341
Table 9-23: General Impacts on Environment .................................................................................................... 370
Table 9-24:Institutional Responsibility of Remedial Measures ........................................................................... 371
Table 10-1: Homogeneous Road Sections........................................................................................................... 378
Table 10-2: Summary of Project Cost.................................................................................................................. 378
Table 10-3: Economic Costs of vehicle and tyre .................................................................................................. 380
Table 10-4: Maintenance Labour Rate (Rate in Rs. per hour)............................................................................. 380
Table 10-5: Travel Time Value of Passengers (Rs./hour) .................................................................................... 380
Table 10-6: Annual overhead cost per vehicle (Cost in Rs.) ................................................................................ 381
Table 10-7: Economic cost of Fuel ...................................................................................................................... 381
Table 10-8: Time-delay Cost ............................................................................................................................... 382
Table 10-9: Annual Utilization of Vehicles ......................................................................................................... 382
Table 10-10: Traffic on each Section................................................................................................................... 382
Table 10-11: Summary of EIRR using Project Traffic Growth Rate ..................................................................... 383
Table 10-12: Summary of results of Sensitivity Analysis ..................................................................................... 384
Table 10-13: Calculation of new Toll Rates ......................................................................................................... 385
Table 10-15: Packaging of Project Highway ....................................................................................................... 387
Table 11-1: Year in Which Traffic Crosses 10,000 PCU ....................................................................................... 389
Table 11-2: Comparison of Alternatives of Proposed Pavement Types .............................................................. 390
Table 11-3: Packaging of Project Highway ......................................................................................................... 390

• TOR Compliance
TOR Compliance
TOR Compliance
Reporting Requirements for Final Detailed Project Report Stage as per ToR
Report / Drawings Reference in Final

Detailed Project Report
Page No. (Start – End)
Volume I: Final Detailed Project Report
Chapter 0 : Executive summary 16 37
Chapter 1 : Introduction 39 56
Chapter 2 : Project Background 58 105
Chapter 3 : Social Analysis of the Project 107 124
Chapter 4 : Details of Engineering Survey and Investigation Data 126 134
Chapter 5 : Analysis and Interpretation of Survey and Investigation 134 166
Chapter 6 : Traffic Analysis and Demand Forecast 168 209
Chapter 7 : Improvement Proposal 211 297
Chapter 8 : Cost Estimate 299 303
Chapter 9 : Environmental Impact Assessment Report 305 375
Chapter 10 : Economic and Commercial Analysis 377 387
Chapter 11 : Conclusions and recommendations 389 391
Volume – II : Design Report:

: Part I: Road Works
: Part II: Bridge Works
Volume – III : Materials Report
Volume – IV : Environmental Impact Assessment Report including EMP
Volume – V : Technical Specifications
Volume – VI : Rate Analysis
Volume – VII : Cost Estimates
Volume – VIII : Bill of Quantities Submitted Separately
in different dockets
: Part-I: Road Works
: Part-II: Bridge Works
: Part –III: Cross section at 50m Interval
Annexure : Primary Data:
: Part-I: Road Works
: Part-II: Bridge Works
Chapter 0 – Executive Summary
Final Detailed Project Report /Volume I/Chapter-0: ExecutiveSummary Highway Division
Document Ref: RITES/HW/RT300-00012/FDPR/Volume I/Chapter-0
Chapter 0 – Executive Summary
0.1. General
RITES Ltd. has been entrusted with Consultancy services for Detailed Project Report for Two
/ Four laning with paved shoulder NH configuration of "Dwarka - Khambhalia - Devaria" &
"Dhrol -Amran - Maliya" Road Sections in Gujarat under Bharatmala Project vide NHAI
Letter no. NHAI/BM/Proc./01/DPR/2015/76292 dated 31.12.2015.
The Inception Report of the Project was submitted to the Client NHAI on 12.02.2016. Public
Consultations with all Stakeholders were carried out during April – May 2016 and
subsequently Public Consultation Report was submitted to NHAI on 16.05.2016.
The present report is submitted in accordance with the Stage 3 (Clause 10.7) of Terms of
Reference.The important dates and events of the Project are as under:
TABLE 0-1: IMPORTANT DATES AND EVENTS OF THE PROJECT

Date Important Events / Correspondence Compliance / Remarks
12.02.2016 • Inception Report (IR) & QAP • 06.05.2016: PD recommended IR &
submitted. QAP for further submission to NHAI
HQ.
• 01.06.2016: RO recommended and
forwarded IR & QAP to NHAI HQ.
• 02.06.2016: PD again recommended
IR & QAP for early approval of
Competent Authority.
• 14.07.2016- PD, PIU Rajkot
recommended Project Road Section
and IR for approval.
18.02.2016 • IR & QAP discussed at RO (Gujarat). • Minutes of Meeting conveyed to
RITES on 20.02.2016.
25.02.2016 • IR & QAP discussed at NHAI (HQ). • “Project & Appreciation” submitted to
NHAI.
08.03.2016 • NHAI (HQ) directed RITES to finalise • Complied vide letter dated 09.03.2016.
Road Section in consultation with MoD.
11.03.2016 • NHAI directed to carry out Stakeholder • Complied vide letter dated 14.03.2016.
consultation. • Public Consultation held in
Dwarka, Jamnagar & Morbi on
03.05.2016, 05.05.2016 and
07.05.2016 respectively
• Public Consultation report submitted
to NHAI on 16.05.2016.
14.03.2016 • PD requested to provide Contract • Complied; Copy of Contract
Agreement for the Project. Agreement submitted.
30.03.2016 • NHAI HQ letter directing to submit reports • Complied vide letter dated 31.03.2016
to PIU with advance copy to NHAI HQ. with details of submissions and
meetings at RO & PIU level.
11-13.04.16 • IR & QAP discussed at PIU Rajkot.


• Joint site inspection with PD Rajkot.
12.04.2016 • Request for approval of Traffic Survey • 2nd Request: submitted on
Locations 06.06.2016
• 3rd request: submitted on 24.06.2016
• NHAI directed RITES to conduct
traffic surveys after Monsoon.
16.04.2016 • Meeting with Chief Engineer (PWD) at • Alignment corridor finalized.
Sachivalaya, Gandhinagar.
22- • Joint site inspection with NHAI HQ as well • PowerPoint Technical presentation
23.05.2016 as PIU Rajkot officials. proposed at NHAI HQ to discuss the
Project.
08.07.2016 • PowerPoint Technical presentation at • 12.07.2016 - Discussion at NHAI HQ
NHAI HQ over reports & issues raised during
presentation.
• 14.07.2016- PD, PIU Rajkot
recommended Project Road Section
and IR for approval.
09.08.2016 • Minutes of presentation dated 08.07.2016 • Complied on 09.08.2017.
conveyed to RITES.
14.10.2016 • NHAI accorded approval to start traffic • Traffic surveys successfully completed
survey with immediate effect. during 18-27.10.2016.
27.10.2016 • Meeting with Special Stakeholders at • Meeting with special stakeholders
Gandhinagar. regarding their requirements to be
incorporated in the Project.
o Minutes of Meeting (MoM)
awaited.
o Additional Field activities
anticipated upon receipt of MoM:
 Additional Topo Survey
 Additional Material
Investigation
o The special stakeholder would
provide:
 Approved Geometric Design
 Approved Pavement
Composition
• Pending instructions on further
additional engineering investigations
which is awaited from MoD through
NHAI.
28.11.2016 • Submssion of Feasibility Study Report • Progress review meeting regarding use
(Draft). of Highway as Emergency Strip. The
airstrip section was finalized as per the
co-ordinates provided by
HQ/SWAC/IAF and RITES to confine
the work within 60m RoW.
• The Draft Feasibility Study Report
was presented to CGM (RO) and
PD/PIU/Rajkot to provide necessary
recommendations.
• The Consultant gave detailed
presentation on the project,


improvement proposals such as
widening scheme, geometric
improvement, realignment & bypasses
proposed along the project road.
14.12.2016 • Meeting with PIU Rajkot • Meeting held at PIU Rajkot, NHAI
pertaining to submitted Feasibility
Study Report (Draft).
16.12.2016 • Meeting with RO, NHAI Gandhinagar • Progress review meeting regarding use
of Highway as Emergency Strip. The
airstrip section was finalized as per the
co-ordinates provided by
HQ/SWAC/IAF and RITES to confine
the work within 60m RoW.
PD/PIU/Rajkot to provide necessary
recommendations.
improvement, realignment & bypasses
proposed along the project road.
17.12.2016 • Meeting with Hon. Member of Legislative • RITES discussed the entire technical
Assembly (MLA), Kalavad (Elected requirements of the project along with
Representative). widening proposal. MLA, Kalavad
conveyed his approval on the
proposals vide his letter dated
17.12.2016.
20.12.2016 • Request for Extension of Time • Request for Extension of Time (EOT)
till 31st July, 2017 with additional
nominal fee of Rs. 79,16,000/-
submitted to the Client NHAI.
23.12.2016 • Request for approval of Additional Material • Request for approval of Additional
Investigation for proposed Emergency Material Investigation for proposed
Landing Facility. Emergency Landing Facility as
additional work at extra cost and
additional time submitted to NHAI.
03.01.2017 • Joint site inspection with IAF officials • Joint site inspection of site for
proposed Emergency Landing Facility
conducted along with IAF and NHAI
officials.
19.01.2017 • Meeting at NHAI HQ • Review of Project Progress.
• RITES suggested the Final FSR would
be submitted within 10 days against
stipulated 30 days (as per TOR) upon
receipt of comment/approval of draft
FSR from NHAI.
06.02.2017 • Meeting at RO,Ghandinagar • Review of Project Progress
• Subimmsion of Draft EPC documents
for proposed Highway Facility i.e.
Executive Summary, EFC


Memorundun, DCA (EPC basis)
including Techinical and non
technical Schedules and Request for
Qualification (RFQ) Document.
• RO suggested RITES that MoM is to
be treated as comments and proceed for
submission of Feasibility Study Report
(Final).
• RITES assured that Feasibility Study
Report (Final) accounting tentataive
block estimates of proposed Highway
Facility for 212.5 crore provided by
SWAC would be accounted in the in
the absence of of any specific cost and
Feasibility Study Report (Final) would
be submitted on that track.
• The Consultant submitted 3(a)
notification pertaining to
"Construction of Highway Facility
between Existing Km. 171.800 and
176.500 (near Datrana and Juvanpar
village) of SH-25 in Gujarat.
08.02.2017 • Meeting at PIU Rajkot • EPC documents for proposed Highway
Facility incorporating all
comments/suggestions of NHAI
submitted at PIU Rajkot.
10.02.2017 • Submssion of Feasibility Study Report • Incorporating all comments /
(Final) suggesetions raised by NHAI on
Feasibility Study Report (Draft)
24.03.2017 • Meeting at PIU Rajkot • Formulation of Geo-Technical
Investigation Work
27.03.2017 • Submission of Draft 3(A) Notification • The Consultant submitted Draft 3(A)
pertaining to "Construction of Highway Notification pertaining to
Facility between Existing Km. 171.800 and "Construction of Highway Facility
176.500 (near Datrana and Juvanpar between Existing Km. 171.800 and
village) of SH-25 in Gujarat 176.500 (near Datrana and Juvanpar
village) of SH-25 in Gujarat
28.03.2017 • Submission of Land Plan Schedule (LPS) • The Consultant submitted Land Plan
pertaining to “Construction of Highway Schedule pertaining to "Construction
Facility between Existing Km. 171.800 and of Highway Facility between Existing
176.500 (near Datrana and Juvanpar Km. 171.800 and 176.500 (near
village) of SH-25 in Gujarat” (Package 1A Datrana and Juvanpar village) of SH-
25 in Gujarat.
29.03.2017 • Commencement of Geo- Technical • Geo-Technical Investigation Work
Investigation Works started at approved locations as per
programme.
24.04.2017 • Submission of Detailed Project Report • Incorporating all comments /
(Draft) suggesetions raised by NHAI on
22.05.2017 • Meeting at RO,Ghandinagar • Review of Project Progress.
16.09.2017 • Joint site inspection with CGM (T), RO • Along the project road stretches to


Gujarat and PD, PIU Rajkot assess the site condition post
devastation of heavy rainfall and also
improvement proposals.
26.09.2017 • Submission of EPC Documents pertaining • Incorporating all comments /
to "Construction of Highway Facility suggesetions raised by MoRTH.
between Existing Km. 171.800 and 176.500
(near Datrana and Juvanpar village) of SH-
25 in Gujarat
30.10.2017 • Meeting at NHAI, HQ: Member(P) ; • Review of Project Progress
CGM(T); GM(T) • Instruction to submit Bid document
by 10thNov.2017
11.11.2017 • Meeting at RO,Ghandinagar • Submission of Bid Document & 3(A)
notification.
13.11.2017 • Meeting at PD,PIU,Rajkot • Submission of Bid Document
0.2. Project Road
As per the Terms of Reference (TOR), the project mandate is to develop two / four lane with
paved shoulders between Dwarka – Khambhaliya – Devariya and Dhrol – Amran –
Maliya. The Devariya – Jamnagar - Dhrol Road Section of SH-25 is not covered under the
present scope of study as same has already Four Lane NH Configuration under BOT
(GSRDC) till 2036.
The alignment corridor was finalized during the meeting with Chief Engineer (PWD) on
16.04.2016 in presence of CGM (T / RO) and DGM (NHAI) as “Dwarka (km 443+750 on
NH8E near Kuranga) – Khambhaliya – Devariya” and “Dhrol – Amran – Maliya”.
The route considered under Bharatmala road project (Package No. NHAI/BM/2) has been
tabulated as under:
TABLE 0-2: ALIGNMENT ROUTE PROPOSED & RECOMMENDED BY THE STAKEHOLDERS & APPROVED BY CLIENT
Road Section Road Start End Length Remarks
ID (Km) (Km) (Km)
Dwarka (Kuranga Jn.) – Limbdi Jn. SH25 203.5 180.2 23.3 Km 203.5 ~ Jn. with
NH8E
Limbdi Jn. - Khambhaliya Jn. SH25 180.2 147.4 32.8 -
Khambhaliya Jn. - Devariya Jn. SH25 147.4 130.0 17.4 -
Devariya Jn. (Ex Km 130) - Jambuda Jn. Already 4-lane
Jambuda Jn. – Dhrol Jn. Already 4-lane
Dhrol Jn. - Bhadra Patiya Jn. SH25 0.0 13.6 13.6 Km 13.6 (SH-25) ~
Km 73.0 (CSH-6)
Bhadra Patiya Jn. - Pipaliya Jn. CSH6 73.0 24.0 49.0 -
Pipaliya Jn.* - Maliya CSH6 24.0 0.0 24.0 Km 0.0 ~ Junction
with NH-8A
Road Length (Km) 160.1
Note: *Delinked from DPR vide NHAI Letter dated 09.08.2016. Section terminated at Km. stone 24.
Thus, the Revised Length is 136.1Km and all design reports / successive reports / drawings
shall be upto Km stone 24.

Thus, the start and end of the two sections can be summarized as below:
(i) Dwarka - Khambhaliya - Devariya Road Section

TABLE 0-3: START & END LOCATION OF DWARKA - KHAMBHALIYA - DEVARIYA ROAD SECTION
Sl. Description Location Length
No. (km)
1. Start Km 203+500 of SH25 (Junction with NH-8E at Km 443+700) 73.5
2. End Km Stone 130 of SH25 (Start of 4 Lane Section: near Essar Green)
(ii) Dhrol - Amran - Maliya Road Section

TABLE 0-4: START & END LOCATION OF DHROL – AMRAN – MALIYA ROAD SECTION
Sl. Description Location Length (km)
No.
1. Start Dhrol(Junction with Jamnagar – Rajkot Road section 86.6
SH-25 at Km. 50.9) (as per ToR)
2(a). End (Original) Maliya (Junction with Morbi – Samakhyali Road
Section of NH-8A at Km 268.5)
2(b). End (Revised) Km Stone 24 near Pipaliya 62.6@
(Revised length)
Note: Road Section between Maliya (Km 0 of CSH-6) to Pipaliya (Km 24 of CSH-6) delinked from
DPR vide NHAI Letter dated 09.08.2016.
@ Revised length of Road Section is 62.6 Km upon delink of Maliya-Pipaliya road section of
24.0Km.
0.3. Project Description
The Summary of important features along the project road section is
TABLE 0-5: IMPORTANT EXISTING FEATURES

Dwarka - Dhrol - Amran
S.
Description Khambhaliya - - Maliya
No.
Devariya Section Section
1 Existing Cross Sectional Elements of Project Roads
(a) Main Carriageway (m) 7.0 6.1 – 7.0
(b) Paved Shoulder (m) 1.5 0 – 1.0
(c) Earthen Shoulder (m) 1.0 0.5 – 1.0
2 Number of Habitations along Project Road Section 10 8
3 Existing Railway Level Crossing 1 Nil
4 Existing Culverts (Numbers)
(a) Pipe Culverts 69 44
(b) Slab Culverts 14 17
5 Existing Minor Bridges (No.) 18 32
6 Existing Major Bridge (No.) 4 7
7 Submergence Section (Length) - Ex. Km 59 - 60
8 Proposed Bypass - Dhrol and
Amran Bypass
9 Number of Villages along the road 22 27

0.4. Option Study
0.4.1. Option Study for Dhrol Bypass
Two alternatives alignments for Dhrol realignment have been studied (Refer Figure 0-1).
FIGURE 0-1: ENHANCED ALTERNATIVES BYPASSING DHROL-JODIYA-KESHIYA-MANPAR
Two options were studied:

a) Short bypass - 5.4 Km
b) Extended bypass - 21 Km
The proposals were discussed on various occasions at various milestone report submission.
Upon understanding the advantage and need the short bypass 5.4 Km was approved for
further studies
0.4.2. Option Study for Amran bypass

Two alternatives alignments for Amran Bypass have been studied (Refer Figure 0-2).
FIGURE 0-2: ALTERNATIVES OF PROPOSED AMRAN BYPASS

Option 1 ((A-H-G)6.55 Km) is on northern side of the existing Amran Town. With no
acquisition of scattered built up, smoother geometry, shorter length, free from acquisition of
Villages, lesser number of Cross Drainage structures and lower Project Cost, Option 1 is
recommended as most suitable alignment for proposed Amran Bypass, the same was approved
for further study.
0.5. Kuranga Junction Interchange (Trumpet)
The Kuranga Junction is designed by keeping Kuranga- Khambhaliya road At

ground level and Gadu-Dwarka road on Elevation facilitated with
flyover/underpass structure. The exact location of underpass and carriageway with
along Gadu-Dwarka elevated road section with proper weaving and functionability
would be as per RITES proposed junction design. The cost of underpass including
RE wall approaches has not been included in Bharatmala (BM02) project, wherein
RITES is DPR Consultant, Since flyover provision has already been accounted in
Gadu-Dwarka section.
Accordingly NHAI kind intervention is highly solicited to construct the Kuranga

“Trumpet”junction satisfying RITES design and implementation responsibilities to
be distributed among two agencies.
a) Gadu-Dwarka section:
Construction of additional 2-lane flyover/underpass structure in addition to
4-lane structure and ramp on Kuranga-Dwarka traffic leg with RE wall.
b)Kuranga-Khambhaliya-Devariya Section of SH-25 (between Existing Km
203.500 and 130.000):
Construction of road at ground with proper loops and slip roads along with
necessary Land acquisition satisfying RITES Junction design.
Necessary intervention of NHAI is solicited for dove-tailing of the two road sections
incorporating the Geometric improvement proposed by RITES, the proposed
construction of RoB near Kuranga and Kuranga “Trumpet” Junction for effective,
economic and feasible Junction proposal.
0.6. Design Standards

The design standards proposed for the Project are as following:
TABLE 0-6: PROPOSED DESIGN STANDARDS
S. No. Design Standard Value
1 Design Speed (km/h) 100
2 Main Carriageway (m) 2 x 7.0 = 14.0
3 Structures 4 – Lane Structures
4 Kerb Shyness (m) 2.0 x 0.5 = 1.0

S. No. Design Standard Value

Foot Path (m) in Built up Areas 2.0 x 1.50 = 3.0
5 Median Width
(a) Open Country With Isolated Built up (m) 5.0
(b) Built Up (m) 2.5
(c) Approach to Grade Separated Structures(m) 5.0
6 Paved Shoulder
(a) Open Country With Isolated Built up (m) 2 x 1.50
(b) Built Up (m) 2 x 2.0
7 Earthen Shoulder (m) 2 x 2.0 = 4.0
8 R. C. C. Drain
(a) along Main Project Road (m) 2 x 2.0
(b) along Service Road (m) 2 x 1.5
9 Space for Services (Utility Corridor (m) 2 x 2.0 = 4.0
10 Overall Roadway Width (Eff.) inclusive of Side Slopes, for (m)
(a) 4 lane divided Carriageway 45 (minimum 37 m)
(b) 4 lane VUP/PUP/NVP 60 (minimum 50 m)
(c) Bypass 60
11 Cross Fall / Camber
(a) Carriageway and Paved Shoulder 2.5%
(b) Earthen Shoulder 3.0%
12 Service Road
(a) Width (m) 7.0
(b) Kerb Shyness 0.5
13 Radius of Horizontal Curves
(a) Ruling (m) 400
(b) Absolute Minimum (m) 250
14 Maximum Super Elevation 5%
15 Vertical Alignment
(a) Ruling Gradient 2.5%
(b) Limiting Gradient 3.3%
0.7. Traffic Studies

The project road has been divided in following five homogenous sections for the purpose of
traffic studies:
TABLE 0-7: TRAFFIC HOMOGENOUS SECTIONS ON PROJECT ROAD

Homogenous Road Section Chainage (km) Length
Section From To (km)
I Kuranga - Limbdi 203/500 180/200 23.3
II Limbdi - Khambhaliya 180/200 147/400 32.8
III Khambhaliya - Devariya 147/400 130/000 17.4
IV Dhrol - Bhadra Patiya junction 0/000 13/600 13.6
V Bhadra Patiya junction - Pipaliya 73/000 24/000 49.0

Based on the different traffic Surveys conducted along Project Roads during October 2016,
the summary of Average Daily Traffic on Project Traffic Homogenous Sections is presented
in table below.
TABLE 0-8: SUMMARY OF ADT ON HOMOGENOUS SECTIONS
S. Vehicle Type Traffic
No. Station 1 Station 2 Station 3 Station 4 Station 5
197/400 178/000 143/000 9/500 56/440
1. 2 Wheelers 604 1722 7484 2100 527
2. 3 Wheelers 176 225 698 323 103
3. Car 871 1788 4907 832 454
4. BUS 167 263 503 90 60
5. LCV 86 407 140 121 153
6. TRUCK 413 791 1324 153 1512
7. Other Fast* 13 46 216 48 24
8. ALL FAST 2329 5242 15273 3666 2833
9. ALL SLOW 2 50 294 98 8
ADT (in Nos.) 2331 5292 15568 3764 2841
ADT (in PCUs) 3588 7400 17236 3370 7476
* Other fast vehicles include Agricultural Tractors with/without trailer.
The percentage composition of car, bus and truck in number at different survey locations are
presented as below:
TABLE 0-9: % COMPOSITION OF CAR, BUS AND TRUCK

Station Location ADT All ADT % composition out of Car
No. vehicles Car + Bus + Truck + Bus + Truck
(in Nos.) In Nos. In % Car Bus Truck
1. 197/400 2332 1537 65.9 56.7 10.9 32.4
2. 178/000 5291 3249 61.4 55.0 8.1 36.9
3. 143/000 15568 6875 44.2 71.4 7.3 21.3
4. 9/500 3764 1195 32.6 69.6 7.5 22.9
5. 56/440 2841 2179 76.7 20.8 2.7 76.4
The percentage composition of LCV, Two Axle Trucks, Multi Axle Trucks and Articulated
Trucks at different locations are presented as below:
TABLE 0-10: PERCENTAGE COMPOSITION OF TRUCKS
Station Location % composition of Trucks
No. LCV 2-Axle 3-Axle 4-6 Axle ≥ 7-Axle
1. 197/400 17 6 24 52 0
2. 178/000 34 8 21 37 0
3. 143/000 10 15 26 50 0
4. 9/500 44 29 12 15 0
5. 56/440 9 6 19 66 0
The Season variation factor for the month of October is 0.96. The same has been used to arrive
at Annual Average Daily Traffic and is summarized as below
TABLE 0-11: ANNUAL AVERAGE DAILY TRAFFIC (AADT)
Section 2W Car Bus LCV Truck All Vehicle in
Mini Full 2Axle 3Axle Artic Nos PCU
I 629 1091 48 126 90 31 127 272 2,414 3,689


II 1794 2097 75 199 424 98 264 461 5,412 7,500
III 7796 5839 180 344 146 227 395 757 15,684 16,531
IV 2188 1203 16 77 126 82 34 42 3,768 3,278
V 549 580 14 49 159 107 323 1145 2,926 7,704
Axle load have been conducted at Station 1 and Station 5. Based on Axle load frequency analysis
for these stations, the Summary of Vehicle Damage Factor (VDF) for commercial vehicles is
presented below:
TABLE 0-12: AXLE LOAD AT STATION 1 (KM 143/000 ON SH-25)
S Vehicle Towards Khambhaliya Towards Devariya Both side
No Sample Size (%) VDF Sample Size (%) VDF Sample Size (%) VDF
1 LCV 2% 0.05 7% 0.61 6% 0.54
2 2A 59% 1.71 61% 1.43 60% 1.58
3 3A 92% 4.09 81% 3.69 87% 3.92
4 4A 21% 5.23 25% 6.54 23% 5.91
5 5A 21% 0.8 25% 7.04 23% 5.48
6 6A 20% 2.29 25% 0.21 22% 1.25
Freight Traffic LCV @ 2%; Bus @ 7.3%; 2A Truck @ 3.2%, 3A Truck @ 5.5% and 4-6A Truck @
Composition 10.5 %
All Vehicle 3.87 4.41 4.19
TABLE 0-13: AXLE LOAD AT STATION 1 (KM 56/400 ON CSH-6)

S Vehicle Towards Bhadra Towards Maliya Both side
No Patiya
Sample Size (%) VDF Sample Size (%) VDF Sample Size (%) VDF
1 LCV 0% 0% 0%
2 2A 47% 2.141 22% 0.6427 34% 1.628
3 3A 65% 3.092 66% 1.484 66% 2.28
4 4A 31% 6.984 28% 2.1225 29% 4.25
5 5A 30% 2.947 28% 1.7572 29% 2.505
6 6A 31% 0.465 0% 29% 0.465
Freight Traffic LCV @ 7%; Bus @ 2.7%; 2A Truck @ 4.7 %, 3A Truck @ 14.2% and 4-6A Truck @
Composition 50.4 %
All Vehicle 4.97 2.09 3.61
Traffic Growth Rates:
The Transport Demand Elasticity values were compared for different projects in Gujarat and
realistic values were adopted forming the basis for Traffic projections. Hence, the traffic
growth rates obtained from Socio-Economic profile have considered for traffic forecasting,

which are in general agreement with the growth rates adopted in other projects in Gujarat.
Growth rates adopted are given below:
TABLE 0-14: ADOPTED TRAFFIC GROWTH RATES
S. No. Period Growth Rate (%)
2W Car Bus Truck
1 2017 – 21 8.12 9.75 5.85 6.50
2 2022 – 26 8.75 10.50 6.30 7.00
3 Beyond 2026 7.50 9.00 5.40 6.00
The assigned traffic is projected for the project road homogeneous sections based on the above
growth rates for a maximum period of 30 years (2016-2046) are presented in the following
table:
TABLE 0-15: SUMMARY OF TRAFFIC PROJECTION FORALL SECTIONS
Year 2W Car Bus LCV Truck Total
Mini Full Medium Heavy Artic nos. PCU
Section I: Kuranga to Limbdi
2016 629 1091 48 126 90 31 127 272 2,414 3,689
Comp. 26.06% 45.19% 1.99% 5.22% 3.73% 1.28% 5.26% 11.27% 100%
2021 930 1737 64 167 124 42 174 373 3,611 5,312
2026 1414 2861 87 227 174 59 244 523 5,589 7,903
2036 2915 6772 148 385 312 107 441 935 12,015 15,926
2046 6010 16030 250 652 560 192 790 1674 26,158 32,685
Section II: Limbdi to Khambhaliya
2016 1794 2097 75 199 424 98 264 461 5,412 7,500
Comp. 33.15% 38.75% 1.39% 3.68% 7.83% 1.81% 4.88% 8.52% 100%
2021 2651 3337 99 265 580 134 361 632 8,059 10,805
2026 4031 5497 134 360 813 187 506 886 12,414 16,079
2036 8309 13014 226 609 1456 335 905 1586 26,440 32,376
2046 17125 30809 384 1033 2607 600 1623 2840 57,021 66,406
Section III: Khambhaliya to Devariya
2016 7796 5839 180 344 146 227 395 757 15,684 16,531
Comp. 49.71% 37.23% 1.15% 2.19% 0.93% 1.45% 2.52% 4.83% 100%
2021 11518 9298 240 457 199 312 541 1036 23,601 24,308
2026 17520 15318 325 622 279 438 759 1454 36,715 36,984
2036 36110 36263 552 1051 500 783 1359 2603 79,221 77,189
2046 74423 85849 934 1778 897 1403 2435 4663 172,382 163,639
Section IV: Dhrol to Bhadra Patiya
2016 2188 1203 16 77 126 82 34 42 3768 3,278
Comp. 58.07% 31.93% 0.42% 2.04% 3.34% 2.18% 0.90% 1.11% 100.00%
2021 3234 1915 21 103 173 112 46 58 5662 4,867
2026 4920 3154 28 139 243 157 64 81 8786 7,465
2036 10139 7468 48 235 434 281 114 144 18,863 15,799
2046 20898 17680 82 397 778 504 205 259 40,803 33,903


Section V: Bhadra Patiya to Pipaliya
2016 549 580 14 49 159 107 323 1145 2,926 7,704
Comp. 18.76% 19.82% 0.48% 1.67% 5.43% 3.66% 11.04% 39.13% 100.00%
2021 811 924 19 65 217 146 442 1568 4,192 10,699
2026 1233 1522 24 88 304 205 620 2199 6,195 15,265
2036 2540 3602 40 150 543 370 1110 3938 12293 28358
2046 5236 8528 66 255 974 663 1989 7049 24,760 53,148
0.8. Improvement Proposal
The widening scheme proposed and adopted for the project road with respect to exiting km is given in
the table below:
TABLE 0-16: WIDENING SCHEME OF THE PROJECT
New Construction
Existing Design Widening and Raising /
Chainage Leng Chainage Strengthening Reconstruction Geometri
th Cross
Lengt c Bypas
(m) Conc Section Remarks
h(m) LH Conce RH improvem s
Start End Start End LHS entri RHS Type
S ntric S ent
c
Devariya-Khambhaliya-Limbdi-Kuranga
202. 0.0
203.5 920 1.00 1000 1000 - ROB
58 0
200. 1.0 24 Mirror LHS
202.58 2480 3.40 2400
1 0 00 of B widening
199. 3.4 Symmetrical
200.1 300 3.70 300 300 C
8 0 widening
3.7 380 RHS

199.8 196 3800 7.50 3800 B
0 0 widening
195. 7.5
196 300 7.80 300 300 A
7 0
191. 7.8 11.8 400 RHS
195.7 4000 4000 B
7 0 0 0 widening
190. 11. 13.1 130 VUP at

191.7 1300 1300 G
4 80 0 0 Bhatiya Jn
187. 13. 15.8 270 RHS

190.4 2720 2700 B
68 10 0 0 widening
187. 15. 16.2
187.68 480 400 400 A
2 80 0
185. 16. 17.4 125 RHS
187.2 1250 1250 E
95 20 5 0 widening
185. 17. 18.0
185.95 550 550 550 A
4 45 0
180. 18. 22.5 45 Mirror LHS
185.4 4550 4500
85 00 0 00 of B widening
179. 22. 23.5 100 VUP at
180.85 1000 1000 G
85 50 0 0 Limbdi Jn
176. 23. 26.7 32 Mirror LHS
179.85 3210 3200

New Construction
th Cross
Lengt c Bypas
S ntric S ent
c
Symmetrical
widening
171. 26. 31.6
176.64 4980 4930 4930 H (Airforce
66 70 3
Landing
Strip)
171. 31. 32.2 RHS
171.66 560 570 570 E
1 63 0 widening
163. 32. 39.8 760 RHS

171.1 7650 7600 B
45 20 0 0 widening
39. 41.3 150 RHS

163.45 162 1450 1500 E
80 0 0 widening
161. 41. 42.0 RHS

162 730 700 700 B
27 30 0 widening
160. 42. 42.7 70 Mirror LHS
161.27 720 700
158. 42. 44.8 210 RHS
160.55 2050 2100 B
5 70 0 0 widening
44. 48.2 34 Mirror LHS
158.5 155 3500 3400
80 0 00 of B widening
153. 48. 49.8 16 RHS
155 1600 1600 B
4 20 0 00 widening
49. 51.0 12
153.4 152 1400 1270 E
80 7 70
149. 51. 53.4 23 Mirror LHS
152 2800 2330
148. 53. 54.5 110 VUP at
149.2 1080 1100 G
12 40 0 0 SH28
147. 54. 54.9
148.12 420 460 460 A
7 50 6
VUP at
146. 54. 55.7
147.7 730 740 740 G Khambhaliya
97 96 0
5 legged Jn
144. 55. 57.9 220 RHS

146.97 2270 2200 F
7 70 0 0 widening
VUP at
143. 57. 59.1 125
144.7 1250 1250 G Khambhaliya
45 90 5 0
Y Jn
141. 59. 61.2 205
143.45 2050 2050 E
4 15 0 0
140. 61. 62.1 RHS
141.4 900 900 900 B
5 20 0 widening
140. 62. 62.4 30 Mirror LHS
140.5 300 300
139. 62. 63.0 RHS
140.2 600 600 600 B
6 40 0 widening
139. 63. 63.5
139.6 540 500 500 A
06 00 0
VUP at
136. 63. 65.0
139.06 2260 1500 1500 G Airforce
8 50 0
station

New Construction
th Cross
Lengt c Bypas
S ntric S ent
c
136. 65. 65.4 RHS
136.8 400 400 400 B
4 00 0 widening
135. 65. 66.5 110 Mirror LHS
136.4 1100 1100
134. 66. 67.5 10
135.3 1000 1000 E
3 50 0 00
67. 69.8 230 RHS
134.3 132 2300 2300 B
50 0 0 widening
131. 69. 70.1
132 300 300 300 A
7 80 0
130. 70. 71.1 100 RHS
131.7 1000 1000 B
7 10 0 0 widening
Symmetrical
widening ;
71. 71.8
130.7 130 700 720 720 C Poor
10 2
Pavement
Condition
20. 27. 3.9

Total (km) 73.5 71.82 5.23 0.72 8.4 5.01 0
7 82 4
Dhrol-Amran-Maliya
0 0.9 900 900 G
0.9 1.4 500 500 D
1.4 2.2 800 800 G
Proposed
0 5.32 5320
2.2 4.35 2150 2150 D Dhrol Bypass
4.3
5.3 950 950 G
5
5.3 5.6 300 300 D
RHS widening
150 , Poor
5.32 6.74 1420 5.6 7.1 1500 B
0 Pavement
Condition
6.74 7.55 810 7.1 7.9 800 800 A
7.55 8 450 7.9 8.4 500 500 B RHS widening
8 9 1000 8.4 9.4 1000 1000 A
Symetric
9 9.3 300 9.4 9.7 300 300 C
widening
9.3 9.7 400 9.7 10.1 400 400 A
12.8 10. 320

9.7 3150 13.3 3200 B RHS widening
5 1 0
VUP at
72.2 13. 110
12.85 1500 14.4 1100 G Bhadra Patiya
5 3 0
Jn
14. 14.6
72.25 72 250 250 250 B RHS widening
4 5

New Construction
th Cross
Lengt c Bypas
S ntric S ent
c
14. 15.0
72 71.6 400 400 400 E
65 5
71.3 15.
71.6 250 15.3 250 250 A
5 05
15. 150
71.35 69.9 1450 16.8 1500 B RHS widening
3 0
16.
69.9 69.6 300 17.1 300 300 A
8
17. 190
69.6 67.7 1900 19 1900 B RHS widening
1 0
Mirror
67.7 67.3 400 19 19.4 400 400 LHS widening
of B
19.
67.3 66.8 500 19.9 500 500 A
4
19.
66.8 66 800 20.7 800 800 B RHS widening
9
20.
66 65.6 400 21.1 400 400 A
7
64.5 21. 100 Mirror
65.6 1050 22.1 1000 LHS widening
5 1 0 of B
22.
64.55 63.2 1350 23.5 1400 1400 A
1
23. 130
63.2 61.9 1300 24.8 1300 B RHS widening
5 0
24.
61.9 61 900 25.7 900 900 B RHS widening
8
25.
61 60.3 700 26.4 700 700 B RHS widening
7
26.
60.3 59.9 400 26.8 400 400 A
4
59.2 26.
59.9 650 27.5 700 700 B RHS widening
5 8
58.6 27.
59.25 600 28.1 600 600 A
5 5
28. 230 Mirror
58.65 56.5 2150 30.4 2300 LHS widening
1 0 of B
30.
56.5 55.7 800 31.1 700 700 B RHS widening
4
31. 160 Mirror
55.7 54.2 1500 32.7 1600 LHS widening
1 0 of B
52.9 32.
54.2 1250 33.9 1200 1200 A
5 7
33.
52.95 52.6 350 34.2 300 300 C
9
52.1 34. Mirror
52.6 480 34.7 500 500 LHS widening
2 2 of B
34.
52.12 49.2 2920 37.6 2900 2900 C
7
37.
49.2 48.8 400 38 400 400 A
6
47.8
48.8 950 38 39 1000 1000 C
5
45.3 250 Mirror
47.85 2530 39 41.5 2500 LHS widening
2 0 of B
41.
45.32 44.8 520 42 500 500 A
5

New Construction
th Cross
Lengt c Bypas
S ntric S ent
c
42 45.2 3200 3200 D
38.2 45. Proposed
44.8 6550 46.2 1000 1000 G
5 2 Amran Bypass
46.
48.6 2400 2400 D
2
48. 400 Mirror
38.25 34.2 4050 52.6 4000 LHS widening
6 0 of B
52.
34.2 33.9 300 52.9 300 300 A
6
52. Mirror
33.9 33.6 300 53.2 300 300 LHS widening
9 of B
53. 62.7 951
33.6 24 9600 9516 B RHS widening
2 16 6
62.6 0.0 4.2 12. 20.
Total (km) 62.72 3.20 1.30 8.45 12.20
0 0 0 60 77
The adopted Pavement Composition of the Project Highway is as following:

TABLE 0-17: PROPOSED FLEXIBLE PAVEMENT COMPOSITION
Pavement Layer Pavement Layer Thickness (mm)
Main Carriageway Service Road
Section I Section II Section III Section IV Section V
BC/SDBC 40 40 50 50 50 40
DBM 90 100 110 110 110 60
Granular Base 250 250 250 250 250 250
GSB 200 200 200 200 200 200
Sub Grade (500 mm)
Not less than 8%
Soaked CBR
TABLE 0-18: PROPOSED CONCRETE PAVEMENT COMPOSITION

Pavement Quality Concrete (PQC) 300
Dry Lean Concrete (DLC) 150
Drainage Layer 150
Granular Sub-base as separation layer 150
Subgrade 500
*125 micron PVC sheet over DLC will be provided as a debonding layer.

0.9. Project Cost
The Cost Estimates has been prepared based on the Schedule of Rates (2015-16), PWD (R&B)
of Jamnagar and Rajkot Circles.The cost estimate has been presented in the following table:
TABLE 0-19: SUMMARY OF COST ESTIMATES
Total Amount (Crores)
S.
Description of Item Package
No.
I IA II
Package Length (Km) 68.8 4.7 62.6
1 Civil Construction Cost 828.85 83.66 726.58
2 Escalation 0.00 0.00 0.00
(A) Total Civil Construction works & Escalation Cost 828.85 83.66 726.58
Other Cost of Project:-

3 Contingencies @ 2.8% of 1 above 23.21 2.34 20.34
4 Supervision Consultancy Charges @ 2% of 1 above 16.58 1.67 14.53
5 Administrative Charges @ 1% of 1 above 8.29 0.84 7.27
6 Quality Control Charges @ 1% of 1 above 8.29 0.84 7.27
7 Road Safety Audit Charges @ 0.5% of 1 above 4.14 0.42 3.63
Post Construction Maintenance cost for 4 (four) years (0.25% for 1st year,
8 20.72 2.09 18.16
0.50% for 2nd year, 0.75% for 3rd year and 1% for 4th year)
9 Pre-construction activities i.e. EIA, LA, shifting of Utilities, Filling of wells etc 75.96 7.00 97.73
(B) Total Other Cost of Project 157.19 15.20 168.93
(C) Total Capital Cost of Project Cost (A + B) 986.038 98.86* 895.514

Cost per km 14.33 21.03 14.31
*Project Highway Facility from km 171.8 to km 176.5 of SH 25 as adopted vide NHAI letter no.
NHAI/PIU//RO/2017/D-704 dated 26th September 2017
**The project cost for the project highway facility as derived by RITES based on tentative technical specification
provided by HQ, SWAC works out to 98.86 Crores.
However, NHAI has already initiated invitation of bids for the proposed project highway
facility in the national interest on 20.03.2017 and the estimated cost of project highway
facility derived based on various approachs has led to rupees 98.86 crores (civil cost 83.66
crores and other cost 15.20 crores), the bid document for the facility was submitted on
26thSeptember 2017.
The Cost of Civil Works have been worked to INR 1639.09 Crore.The work has to be completed
in three years with construction phasing of 30%, 30% and 40% respectively.

0.10. Economic Analysis Results
Economic internal rate of return (EIRR) worked out based on life cycle cost analysis is
presented below
TABLE 0-20: SUMMARY OF EIRR USING PROJECT TRAFFIC GROWTH RATE
Project Road Economic Internal Rate
of Return (%)
Kuranga – Limbdi - Khambhaliya– Devariya 18.5
Kuranga – Limbdi -9.7
Limbdi – Khambhaliya 19.6
Khambhaliya – Devariya 31.4
Dhrol - Bhadra Patiya junction - Pipaliya 14.7
Dhrol - Bhadra Patiya junction 14.6
Bhadra Patiya junction – Pipaliya 14.7
All Sections combined 16.7
Project Road Section with an EIRR 12% is usually considered a threshold value for the
project viability for economic point of view. All the project sections except Kuranga – Limbdi
(17.2% of total designed length) have the EIRR well above the threshold value. Hence, the
project is economically viable.
0.11. Financial Analysis Results
The summary of financial viability analysis for the project road on a whole with the weighted
average traffic on the road has been carried out for uniform growth rate of 5% as
recommended by Planning Commission/PPPAC.
TABLE 0-21: SUMMARY OF FINANCIAL ANALYSIS RESULTS
Section Grant Financial Internal Rate of
Return (%)
Pre-Tax Post-Tax Equity
Kuranga – Limbdi - Khambhaliya– Devariya 0% 4.25 2.49 1.09
40% 9.99 8.20 6.92
Kuranga – Limbdi 0% 4.34 2.57 1.22
40% 10.07 8.27 7.05
Limbdi – Khambhaliya 0% 5.42 3.58 2.83
40% 11.32 9.45 9.15
Khambhaliya – Devariya 0% 1.63 0.06 -2.67
40% 6.99 5.39 2.21
Dhrol - Bhadra Patiya junction - Pipaliya 0% 3.49 1.79 -0.02
40% 9.12 7.39 5.53
Dhrol - Bhadra Patiya junction 0% 3.17 1.48 -0.48
40% 8.72 7.01 4.90
Bhadra Patiya junction – Pipaliya 0% 3.44 1.74 -0.09
40% 9.06 7.34 5.44
All Sections combined 0% 3.94 2.20 0.63
40% 9.63 7.87 6.35
As clear from table, the viability of the Project is financially unviable even at 40% Grant.

0.12. Suggested mode of Procurement
As clear from financial analysis of the Project, the Project is financially unviable even at
40% Grant. Therefore, the suggested method of Procurement and Packaging is on
Engineering Procurement and Construction (EPC) mode.
0.13. Recommendations
1) The up-gradation of existing intermediate/two lane road with substandard geometrics to

Four Lane with/without Service Road configuration of National Highway Standard shall
return benefit by:
• Reduction in Travel time

• Reduction / Savings in vehicles operation cost and
• Significant reduction in road accidents (by Improving Substandard Geometrics)
2) The “Dwarka - Khambhaliya – Devariya” Road Section provides connectivity to Pilgrim

location Dwarka with eastern and northern parts of Gujarat. The “Dhrol – Amran –Pipaliya”
Road Section provides connectivity to industrial town Jamnagar with eastern and northern
part of Gujarat and interconnectivity with Jamnagar – Rajkot section of SH 25.
3) An Effective National Development work to encourage Road Transport to IRC Standards

ensuring safe and smooth journey.
4) The project road is planned to be rehabilitated / upgraded to be Four Lane with/without

Service Road configuration facility. The present traffic levels shall reach threshold figure of
10,000 PCU in the year 2020 except Kuranga – Limbdi Road Section:
TABLE 0-22: YEAR IN WHICH TRAFFIC CROSSES 10,000 PCU

Description AADT (PCU) 2016 Traffic reaches 10000
PCU in Year
Kuranga – Limbdi 3689 2030
Limbdi – Khambhaliya 7500 2020
Khambhaliya – Devariya 16531 -
Dhrol - Bhadra Patiya junction 7704* 2020
Bhadra Patiya junction – Pipaliya 7704 2020
*Present traffic of Dhrol – Bhadra Patiya Section expected to increase after construction of
Proposed Dhrol Bypass. Therefore, assigned traffic of Dhrol – Bhadra Patiya Junction taken as
that of Bhadra Patiya – Pipaliya road Section
5) As per MoRTH circular no. RW/NH-33044/31/2014/S&R ® (Pt.) dated 04th August 2014,
Cost Benefit Analysis of rigid pavement vis-à-vis flexible pavement has been carried out to
select proposed pavement type for the Project Highway. The following pavement options have
been studied:
6)

TABLE 0-23: COMPARISON OF ALTERNATIVES OF PROPOSED PAVEMENT TYPES

Cost per Km
Option Description Length (%)
(Rs. In Crore)
A Flexible pavement
• Strengthening & overlay 28 1.86
• New/Reconstruction/Raising 72 3.90
B Flexible pavement
• Extensive Improvement of Pavement 28 3.45
C Rigid pavement
• Making use of existing subgrade & subabase 28 3.79
as improved Subgrade and Rigid Pavement
D Rigid pavement
• New Rigid Pavement 100 4.24
Based on life cycle cost analysis Option C is found to be most economical pavement option
inspite of its high initial Cost.
7) The Project Road Sections are geographically separate and the distance between the two Road
Sections is approximately 77 Km. Therefore, for all practical purposes, it is suggested to
implement the Project as following three Construction Packages:
TABLE 0-24: PACKAGING OF PROJECT HIGHWAY

Construction Package Road ID Start End Length
(Km) (Km)
Package I: Dwarka (Kuranga Jn.) – 203.5 176.5
SH25 68.8
Devariya Jn. 171.8 130.0
Package IA: Project Highway Facility SH25 176.5 171.8 4.7
Package II: Dhrol Jn. - Pipaliya Jn. SH25/CSH6 0.0 24.0 62.6
(SH 25) (CSH6)
8) The upgradation of existing RoW requires acquisition of approximate 355 ha Land.
9) Three years duration for project implantation has been proposed with a phasing of 30%, 30%
and 40% respectively in each year.
10) Overall Civil Project Cost is Rs. 12.05 crores/km.
11) The variation to project cost in respect to draft DPR is due to following reason.
a) Heavy Rain in Project Influence Area post devastation has invited.

(i) Modification to Major structures deign.
(ii) Modification to Road Profile design.
(iii) Balancing Cross drainage structures
b) Most of the Flyover sections are upgraded to additional span for indirect “U”turn for
traffic circulation and ease.

12) Project is Economically Viable with passenger time Cost but financially not viable.
13) Hence, Project is to be taken up under EPC for urgent Implementation for Overall
Development of Road Network and Socio Economic Development of Project Area.
Implementation of the Project is quintessential as it shall improve the following:
• Connectivity along international border/coast line;

• Access to armed forces;
• Connectivity with coastal roads;
• Connectivity to important pilgrim locations like Dwarka (One of the Four
Dhams) and Jyotirling in Nageswaram Temple, Som Nath Temple etc.;
• Interconnectivity of two important National Highways (NH-8A & NH-8E); &
• Connectivity to traffic originating from major industrial establishments of
Project Influence Area like Reliance, Essar, Tata etc.

•
Introduction
Chapter 1 - Introduction
Detailed Project Report for Two / Four laning with paved shoulder NH configuration of
"Dwarka - Khambhaliya - Devariya" & "Dhrol - Amran - Maliya" Road Sections in Gujarat
under Bharat Mala Project.
Final Detailed Project Report /Volume I/Chapter 1- Introduction Highway Division
Document Ref: RITES/HW/RT300-00012/FDPR/Chapter 1
Chapter 1 – Introduction
1.1. General
RITES Ltd. has been entrusted with Consultancy services for Detailed Project Report for
Two / Four laning with paved shoulder NH configuration of "Dwarka - Khambhaliya -
Devariya" & "Dhrol - Amran - Maliya" Road Sections in Gujarat under Bharat Mala
Project vide NHAI Letter no. NHAI/BM/Proc./01/DPR/2015/76292 dated 31.12.2015.
The present report is submitted in accordance with the Terms of Reference and
completes the requirement of submission of Final Detailed Project Report as per
“Appendix A: Terms of Reference”.
1.2. Objective
.
• The main objective of the present assignment is to establish the techno-economical

and financial viability of the project and prepare Detailed Project Reports for
rehabilitation/ upgrading/construction of the existing/missing road to 2/4 lane
NH configuration interacting with other agencies of State & Central government.
• The viability of the project shall be established taking into account the
requirements with regard to:
 rehabilitation, upgrading and improvement based on highway design, pavement

design, provision of service roads wherever necessary,
 type of intersections,
 rehabilitation and widening of existing and/or construction of new bridges and
structures,
 road safety features,
 quantities of various items of works and cost estimates and
 Economic analysis.
• The Detailed Project Report shall include

 detailed highway design,
 design of pavement and overlay with options for flexible or rigid pavements,
 design of bridges and cross drainage structures and grade separated structures,
 design of service roads,
 quantities of various items,
 detailed working drawings,
 detailed cost estimates,
 economic and financial viability analyses,
 environmental and social feasibility,
 social and environmental action plans as appropriate and

 documents required for tendering the project on commercial basis for international
/ local competitive bidding.
• The detailed project preparation shall incorporate aspects of value engineering,

quality audit and safety audit requirement in design and implementation.
• The preferred mode of implementation on which the Civil Works for the stretches
are to be taken up based on financial analysis shall be clearly specifiedalong with
the Feasibility Report.
• The cost estimates and tender documents shall be provided along with feasibility
report/ Detailed Project Report.
1.3. Scope of Services
The main scope of services under the Terms of Reference (TOR) is:
• Efforts to restrict the widening/improvement work to 2/4 laning within the
existing right of way to avoid land acquisition, except for locations having
inadequate width and where provisions of short bypasses, service roads,
alignment corrections, improvement of intersections are considered necessary and
practicable and cost effective.
• Considering Bypasses proposals wherever in urban areas, improvement to 2/4
lane of the existing road is not possible.
• Furnishing land acquisition details as per revenue records/maps for further
processing of land acquisition.
• Submission of Draft 3a, 3A and 3D draft notification for acquisition of land.
• Study of the possible locations and design of toll plaza.
• Planning of Wayside amenities required on tolled highway.
• Considering provision of service roads and fencing wherein the local and slow
traffic may need segregation from the main traffic, wherever necessary to improve
efficiency and safety.
• Preparation of proposals for widening/improvement of the existing road to 2 lane
with paved shoulder etc. and strengthening of the carriageways, as required at the
appropriate time to maintain the level of service over the design period.
• Preparation ofdocuments for EPC/PPP contracts.
• Preparation ofall ready to implement ‘good for construction’ drawings.
• Carrying out Environmental Impact Assessment, Environmental Management
Plan and Rehabilitation and Resettlement Studies meeting the requirements of the
lending agencies like ADB/ World Bank/JICA, etc.
• Liaisoning with the concerned authorities and arrange all clarifications pertaining
to approval of all drawings including GAD and detail engineering drawings from
the Railways.
• Obtaining ‘NO Objection Certificate’ from Ministry of Environment and Forest

• Incorporating the estimates for shifting of utilities of all types involved from
concerned local authorities in the DPR.
• Preparation of all Land Acquisition papers for acquisition of land either under NH
Act or State Act(as applicable).
• Preparation of the Bid Documents, based on the feasibility report, for execution if
desired by NHAIdue to exigency of the project.
• Obtaining all types of necessary clearances required for implementation of the
project on the ground from the concerned agencies. The client shall provide the
necessary supporting letters and any official fees as per the demand note issued by
such concerned agencies from whom the clearances are being sought to enable
implementation.
• Preparation of separate documents for BoT as well as EPC contracts at Feasibility
stage / DPR stage. The studies for financing options like BoT, Annuity, EPC will
be undertaken in feasibility study stage.
• Carrying out the assignment under the guidance of Model Agreement for
Engineering, Procurement and Constructions (EPC)/ Model Concession
Agreement and the Manual of Specifications and Standards for two lane of
highways through Engineering, Procurement and Constructions (EPC) published
by IRC (IRC:SP:84) (the “Manual”) along with relevant IRC codes for design of
long bridges.
• Preparation of the bid documents including required schedules as per EPC/ PPP
documents.
• Assisting the MoRT&H/ NHAI and its Financial Consultant and the Legal Adviser
by furnishing clarifications as required for the financial appraisal and legal
scrutiny of the Project Highway and Bid Documents.
1.4. Project Highway
The project mandate as per the Terms of Reference (TOR) is to develop two / four lane
with paved shoulders between Dwarka – Khambaliya – Devariya and Dhrol – Amran –
Maliya. The Road Section between Devalia and Dhrol section of Jamnagar - Rajkot,
passing through Jamnagar is not covered under the present scope of study as same has
already Four Lane NH Configuration. And also road section Maliya - Pipaliya from Km
0.00 to Km. 24.00 has been delinked from DPR.
The field investigation results and the Bharatmala road information provided by
R&B/PWD, Jamnagar, and Gujarat through NHAI were studied and the result is given
as under:
TABLE 1-1: INFORMATION RECEIVED FROM R&B / PWD, JAMNAGAR, GUJARAT
Section
Start End Lengh
Start Location End Location Road ID CW Width (m) ROW traffic Remarks Length
Ch Ch (km)
(km)
Guragadh Charkala Jn. 19/0 37/2 SH6 18.2 7.0 30 11992
Guragadh Guragadh 17/4 19/0 SH6 1.6 3.66 30 7069 86.0
Guragadh Guragadh 16/4 17/4 SH6 1.0 6.1 30 7069

Limbdi Jn. Guragadh 0/0 16/4 SH6 16.4 7.0 30 7069

Khambalia Limbdi Jn. 145/0 179/4 SH6 34.4 10.0 30 22174
Devariya Khambalia 130/6 145/0 SH6 14.4 10.0 30 21164
Vadinar Jn. Devariya 125/5 130/6 SH6 5.1 2 x 8.0 = 16.00 30 21164
Jamnagar (Bypass) Vadinar Jn. 94/4 125/5 SH6 31.1 2 x 8.0 = 16.00 30 21435
GSRDC
Jamnagar 99.2
Jamnagar (Bypass) 78/4 97/8 SH6 19.0 2 x 8.0 = 16.00 30 21435 Toll
(Bypass) [82.6]
Road
SH6 under
Jamnagar
Dhrol (dist Limit) $ 34/4 78/4 /SH22 44.00 2 x 8.0 = 16.00 30 21435 VGF
(Bypass)
/SH25
Dhrol Dhrol 2/45 0/0 SH25 2.45 7 30 10297
Jambuda Patia Dhrol 13/6 2/45 SH25 11.15 6.1 30 10297
Bhaddra Paita Jodia 73/0 78/6 SH6 5.60 6.1 30 11835 86
Dudhai Bhaddra paita 51/8 73/0 SH6 21.20 6.1 30 11835 [59.4]
Amran Dudhai 48/8 51/8 SH6 3.00 2 x 8.5 = 17.00 30 11835

Maliya (dist Limit) @@ Amran 32/8 48/8 SH6 16.00 6.1 30 11835
Note:
$ Dhrol Junction: km stone 51 (start of project road); the chainage represented is beyond Dhrol (southwest) up to district boundary towards Rajkot
(excess of 16.6 km)
@@ Maliya Dist limit mentioned as km 32/8 which is 8.8 km short of Pipaliya Junction (Start of Pipaliya-Maliya Annuity Project)
Thus, upon understanding the Bharatmala information and followed by site

reconnaissance between Dwarka and Maliya, the consultants have identified/discussed
and finalised the road section in consultation with NHAI and as agreed and approved
by various stakeholder.
1.5. Dwarka - Khambhaliya - Devariya Road Section
The Project Highway connecting Dwarka to Jamnagar provides connectivity to Pilgrim

location Dwarka with eastern and northern parts of Gujarat. The road traverses from
west to east direction parallel to the coast line and is very important from strategic point
of view due to its proximity to International Border.
1.5.1. Findings of detailed reconnaissance
The existing carriageway of this project road section is two-lane flexible pavement
with poor to fair condition.
TABLE 1-2CARRIAGEWAY WIDTH AND CONDITION OF PROJECT HIGHWAY

Start End Road ID Length(km) CW(m) PS(m) ES(m) RoW (m) Condition
Dwarka
Limbdi SH25 23.3 7 1.5 1 30 Fair
(Kuranga)
Limbdi Khambhaliya SH25 32.9 7 1.5 1 25~28 Fair
Devariya Jn
Khambhaliya SH25 17.3 7 1.5 1 25~28 Fair
(Ex KM 130)
Note: CW=Carriageway; PS= Paved Shoulders; ES=Earthen Shoulders; RoW=Right of Way
The horizontal geometry of the road section is good. It does not call for any major
geometric improvement / realignment. The existing alignment can be comfortably
improved to NH standards within the existing right of way or with minor land
acquisition, wherever required. The following table indicates the horizontal curves
in existing alignment:

TABLE 1-3: HORIZONTAL CURVE DETAILS

From To Length (km) R < 250m (no.) R = 250 to 400m (no.) R > 400m (no.)
Dwarka Devariya Jn
73.5 4 11 29
(Kuranga) (Ex KM 130)
R = Horizontal geometrics curve radius
The section Dwarka (Kuranga) - Limbdi is having 7.0m carriageway with 1.0m
paved shoulder on either side.
The Existing Right of Way of the Road Section is generally more than 25m.
Upgradation of these sections to Two / Four Lanes with Paved Shoulder NH
configuration shall not call for land acquisition in major part of the road section.
1.5.2. Details of Existing Structures
Existing Major Bridge: Inadequate cross section facilities: Road safety hazard
The inventory and visual condition survey for the existing cross drainage
structures, culverts and bridges indicates that most of the structures are having
deficit cross-sectional elements. The summary of the same is given below:
TABLE 1-4: SUMMARY OF EXISTING STRUCTURES
Section Cross- Drainage Works Level Crossings
Major Bridge Minor Bridge Causeway Culvert Level Crossings
Dwarka (Kuranga) - Limbdi - 4 15 - 86 1#
Khambhaliya - Devariya
# Dwarka (Kuranga) - Limbdi Section has existing level crossing at km 0/500
Prima-facie the existing Major / Minor Bridges of the Road Section are having
inadequate/substandard cross sectional elements, old & widened and are
structurally weak. The narrow carriageway width with nonexistent footpath is a
traffic safety hazard for vehicles as well as pedestrians using the road section. A

comprehensive rehabilitation/widening/ reconstruction plan for these bridges shall

be recommended subject to findings of further in-depth study.
1.6. Devariya - Jamnagar - Dhrol Road Section
The existing road has 4-lane divided carriageway functioning as part of Jamnagar -
Rajkot section. The road is maintained by GSRDC under concessionaire project.
This section has two functional tolls near Bed and Soyal villages. As per TOR, this
road section is not in the present scope of work.
1.7. Dhrol - Amran - Maliya Road Section
The Project Highway connecting Dhrol to Maliya provides connectivity to industrial

town Jamnagar with eastern and Northern part of Gujarat and interconnectivity with
Jamnagar – Rajkot section of SH 22. The road traverses from South to North direction in
Dhrol – Jodia Junction (SH-25) and from West to East direction in Jodia Junction –
Maliya section.
1.7.1. Findings of detailed reconnaissance
The existing carriageway of this project road section is two-lane flexible pavement
with poor to fair condition except Pipaliya - Maliya Section which has been recently
constructed and is presently a part of concession project till March 2027.
TABLE 1-5:CARRIAGEWAY WIDTH AND CONDITION OF PROJECT HIGHWAY
Start End Road ID Length (km) CW(m) PS(m) ES(m) Row(m) Condition
Dhrol Jodia Jn. SH25 13.6 5.5~7.0 0 1~1.5 10~20 poor
Jodia Jn. Km 30/950 SH6 35.9 6.0 0 1~1.5 20~25 fair/poor
Km 30/950 Km 35/050 SH6 4.1 14 1.5 1 20.0~30.0 fair
Km 35/050 Pipaliya SH6 9.0 6.1 0 1~1.5 23.8~25.8 fair/poor
Note: CW=Carriageway; PS= Paved Shoulders; ES=Earthen Shoulders; RoW=Right of Way
The horizontal geometry of the road section is good. However, at some locations,
minor geometric improvements are required. The existing alignment can be easily
improved to NH standards within the existing right of way with minor land
acquisition, wherever required. The following table indicates the curves in existing
alignment:
TABLE 1-6: HORIZONTAL CURVE DETAILS
From To Length (km) R < 250m (no.) R = 250 to 400m (no.) R > 400m (no.)
Dhrol Maliya 86.6 37 21 39
The Jodia Jn. – Pipaliya Section has 4 Lane divided carriageway facility for a small
section of 4.1 Km between Tarana and Dudhai. Some locations of this road section
have poor vertical geometry leading to submergence. On the other hand, there are
certain sections having poor subgrade strength. The sections having poor vertical
geometry and weak subgrade will call for raising and reconstruction respectively
subject to findings of further in-depth study.
The carriageway of the entire section is 5.5m to 7m wide which calls for widening to
at least Two lanes with Paved Shoulder NH configuration as per MoRT&H Circular
no. NH-14019/6/2012-P&M dated 05th October 2012.

Road section from Maliya - Pipaliya (Km 0.00 to Km. 24.00) has been delinked from
DPR.
1.7.2. Details of Existing Structures
The inventory and condition survey for the existing cross drainage structures,
culverts and bridges were carried out. The summary of the same is given below:
TABLE 1-7 : SUMMARY OF EXISTING STRUCTURES

Cross- Drainage Works Level Crossings
Major Bridge Minor Bridge Causeway Culvert Level Crossings
Nos. 8 39 1 65 Nil
be recommended subject to findings of further in-depth study.
The Existing Right of Way of the Road Section is generally more than 23.8m except
Dhrol – Jodia Junction Section wherein the Existing RoW is 10 – 20m only.
Upgradation of these sections to Two / Four Lanes with Paved Shoulder NH
configuration shall not call for land acquisition in major part of the road section
except Dhrol – Jodia Junction Section.
1.8. Project Roads constraints and Proposed Improvements
The project road can be divided into two main sections:
(i) Dwarka (Kuranga) - Limbdi - Khambhaliya - Devariya
During detailed inventory and reconnaissance survey, efforts have been made to
identify the critical sections such as sub-standard geometric and major junctions to
propose a cost-effective proposal of all road sections to the National Highway
standards.
(ii) Dhrol - Amran - Pipaliya:
During detailed inventory and reconnaissance survey, efforts have been made to
identify the critical sections such as sub-standard geometric and major junctions to
propose a cost-effective proposal of all road sections to the National Highway
standards.
The project road section between Dhrol and Maliya has three major constraints
namely Dhrol town, Amran habitation and Maliya habitation. Over and above,
there are several substandard geometrics that requires improvement and the same

would be dealt in detail during Feasibility and DPR stage. However, the present
report addresses only the above said three main constraint described as under:
(i) Alignment through Dhrol Town: The starting point is an existing three
leggedat-grade junction traversing through habitation with restricted ROW
abutting commercial establishment. The land width available between building
lines is 10 to 12m only upto a length of 1.5 km to 2 km through Dhrol town.
Existing Scenario: Starting point of Dhrol - Maliya Section at Dhrol
1.9. Status of the Study and Report Submission
1.9.1. Mobilisation of Key Personnel
Immediately upon receipt of Letter of Award, RITES Limited, the consultants mobilized
the teams to the Project for conducting different aspects of the study. The team for the
present study comprising of the Team Leader cum Senior Highway Engineer, Senior
Bridge Engineer, Highway cum Pavement Engineer, Material-cum-Geotechnical
Engineer- Geologist, Senior Survey Engineer, Traffic and Safety Expert, Environmental
Specialist and Quantity Surveyor/ Documentation Expert.
These personnel were assembled in Gurgaon headquarters to formulate an effective

work program for the successful completion of the project to the entire satisfaction of the
client.
1.9.2. Mobilisation of Non Key Personnel
The team identified for the project has been mobilised to the project. There were8
engineers working in the project.

1.9.3. Report Submission
The details of stage wise Report Submission by the Consultant is given below:
Milestone Submission
Draft Inception Report including QAP 12.02.2016
Final Inception Report including QAP 12.07.2016
Draft Feasibility Study Report including option Study Report 28.11.2016
Final Feasibility Study Report including option Study Report 10.02.2017
Draft Detailed Project Report 24.04.2017
Final Detailed Project Report Present Submission

Detailed Project Report for Two / Four laning with paved shoulder NH configuration of "Dwarka - Khambhaliya - Devariya" & "Dhrol - Amran
- Maliya" Road Sections in Gujarat under Bharat Mala Project.
Key Plan


Final Detailed Project Report /Volume I/Chapter 1 - Introduction Highway Division
Document Ref: RITES/HW/RT300-00012/FDPR/Volume I/Chapter 1
1.10. Project Photographs

Dwarka - Khambhaliya - Devariya Road Section
Start of Project Road near Dwarka Level Crossing near Kuranga

(Kuranga)
BT road to Bhatiya Village in Road Section 1 terminates: Devariya; Km

Dwarka (Kuranga) - Limbdi Section 130
Dhrol - Amran - Maliya Road Section
Restricted ROW in Dhrol Town: Dhrol - Jodiya – Dhrol Road

Jodiya Jn Road
Bunch of utilities near Junction of Dhrol- Major Bridge near Morana

Jodia road with SH6
Minor bridge (Str no 37/1) Poor pavement condition; rough texture

Damaged railing from Km 24-33
Khambhaliya
– Devariya:
Terminating
Section

Dhrol -
Jodiya
Junction :
Habitation
Dhrol town
Road abutted
with
overhead
utilities: All
section
Narmada
water
pipeline-
valve: All
section

Typical SH
Junction:
Jodiya -
Amron
Typical road
geometrics:
utilities on
either side
Existing
minor
Bridge:
Inadequate
cross section
facilities:
Road safety

Substandard
Geometrics
Typical
traffic
scenario:
Jodiya -
Amron: Road
safety
Typical road
geometrics
Pipalia-Dhrol

Existing
utilities
adjacent to
carriageway
Typical
traffic
scenario:
Amron-
Pipalia
Typical
Existing
damaged
Road section

Pond
adjacent to
Road: Amron

• Project Background
• Option Study
 Possible Alternative Alignments /
Bypasses
 Technical / Engineering Alternatives
• Improvement Proposals
Chapter 2 - Project Background including Option Study

Final Detailed Project Report / Volume I / Chapter 2 - Project Background Highway Division
Document Ref: RITES/HW/RT300-00012/FDPR/Volume I / Chapter 2
Chapter 2 – Project Background
2.1. Introduction
The Ministry of Road Transport & Highways has taken up detailed

review of National Highways (NHs) network with a view to improve road
connectivity to coastal / border areas, backward areas, religious
places, tourist places, improvement of newly declared NHs providing
connectivity to District Head Quarters under proposed Bharatmala Pariyojana.
RITES Ltd. has been entrusted with Consultancy services for Detailed Project Report
for Two / Four laning with paved shoulder NH configuration of "Dwarka -
Khambhaliya - Devariya" & "Dhrol - Amran - Maliya" Road Sections in Gujarat
under Bharatmala Project vide NHAI Letter no.
NHAI/BM/Proc./01/DPR/2015/76292 dated 31.12.2015. The commencement date
of the Consultancy Services is 21.01.2016.
Detailed Project Report (Draft) was submitted by the Consultant vide letter No.
RITES/HW/RT300-00012/NHAI/DPR/2016 dated 24thApril 2017 in compliance
with "Stage3 (Clause 10.7) of Terms of Reference (TOR)", incorporating
comments/suggestions raised by the Client on Feasibility Study Report (Final).
Accordingly, the present submission, i.e., Final Detailed Project Report has been
prepared incorporating comments/suggestions of NHAI.The important dates and
events of the Project have been presented as Appendix-1.
2.2. The Project
The project “Bharatmala” is a prestigious and one of the most important mandates
by Government of India. The Bharatmala Project primarily covers / emphasizes the
strategic importance for:
• Connectivity along international border
• Boosting economy of remote areas
• Trade improvement with neighboring countries
• Access to armed forces
• Connectivity with coastal states and coastal roads
• Char-Dham Connectivity

As per the Terms of Reference (TOR), the project mandate is to develop two / four
lane with paved shoulders between Dwarka – Khambhaliya – Devariya and Dhrol –
Amran – Maliya. The Devariya – Jamnagar - Dhrol Road Section of SH-25 is not
covered under the present scope of study as same has already Four Lane NH
Configuration under BOT (GSRDC) till 2036.
By the kind courtesy and timely intervention of CGM (T / RO), a meeting was
arranged at Sachivalaya to finalise the route of Bharatmala between Dwarka and
Maliya. The alignment corridor was finalized during the meeting with Chief
Engineer (PWD) on 16.04.2016 in presence of CGM (T / RO) and DGM (NHAI) as
“Dwarka (km 443+750 on NH8E near Kuranga) – Khambhaliya – Devariya” and
“Dhrol – Amran – Maliya”.The route considered under Bharatmala road project
(Package No. NHAI/BM/2) has been tabulated as under:
TABLE 2-1: ALIGNMENT ROUTE PROPOSED & RECOMMENDED BY THE STAKEHOLDERS & APPROVED BY CLIENT
Road Section Road Start End Length Remarks
ID (Km) (Km) (Km)
Dwarka (Kuranga Jn.) – Limbdi Jn. SH25 203.5 180.2 23.3 Km 203.5 ~ Jn.
with NH8E
Limbdi Jn. - Khambhaliya Jn. SH25 180.2 147.4 32.8 -
Khambhaliya Jn. - Devariya Jn. SH25 147.4 130.0 17.4 -
Devariya Jn. (Ex Km 130) - Jambuda Jn. Already 4-lane
Jambuda Jn. – Dhrol Jn. Already 4-lane
Dhrol Jn. - Bhadra Patiya Jn. SH25 0.0 13.6 13.6 Km 13.6 (SH-25) ~
Km 73.0 (CSH-6)
Bhadra Patiya Jn. - Pipaliya Jn. CSH6 73.0 24.0 49.0 -
Pipaliya Jn.* - Maliya CSH6 24.0 0.0 24.0 Km 0.0 ~ Junction
with NH-8A
Note: *Delinked from DPR vide NHAI Letter dated 09.08.2016. Section terminated at Km. stone 24.
Thus, the Revised Length is 136.1Km and all design reports / successive reports / drawings
shall be upto Km stone 24.
Thus, the start and end of the two sections can be summarized as below:
(iii) Dwarka - Khambhaliya - Devariya Road Section
Sl. Description Location Length
No. (km)
1. Start Km 203+500 of SH25 (Junction with NH-8E at Km 443+700) 73.5
2. End Km Stone 130 of SH25 (Start of 4 Lane Section: near Essar Green)

(iv) Dhrol - Amran - Maliya Road Section
TABLE 2-3: START & END LOCATION OF DHROL – AMRAN – MALIYA ROAD SECTION
Sl. Description Location Length (km)
No.
1. Start Dhrol(Junction with Jamnagar – Rajkot Road 86.6
section SH-25 at Km. 50.9) (as per ToR)
2(a). End (Original) Maliya (Junction with Morbi – Samakhyali Road
Section of NH-8A at Km 268.5)
2(b). End (Revised) Km Stone 24 near Pipaliya 62.6@
(Revised length)
@ Revised length of Road Section is 62.6 Km upon delink of Maliya-Pipaliya road section of
24.0Km.
2.2.1. Need of the Project
The “Dwarka - Khambhaliya – Devariya” Road Section provides connectivity to

Pilgrim location Dwarka with eastern and northern parts of Gujarat. The “Dhrol –
Amran –Pipaliya” Road Section provides connectivity to industrial town Jamnagar
with eastern and northern part of Gujarat and interconnectivity with Jamnagar –
Rajkot section of SH 25. Implementation of the Project is quintessential as it shall
improve the following:

• Connectivity to important pilgrim locations like Dwarka (One of the Four
Dhams) and Jyotirling in Nageswaram Temple, Som Nath Temple etc.;
• Interconnectivity of two important National Highways (NH-8A & NH-8E); &
• Connectivity to traffic originating from major industrial establishments of
Project Influence Area like Reliance, Essar, Tata etc.
2.2.2. Terrain
The Road Sections traverse through Plain Terrain in the entire length. The “Dwarka -
Khambhaliya – Devariya” Road traverses from west to east direction parallel to the
coast line.The “Dhrol – Amran –Pipaliya” Road traverses from South to North
direction in Dhrol – Bhadra Patiya Junction (SH-25) and from West to East direction
in Bhadra Patiya Junction – Pipaliya section.

2.2.3. Data Collection and Review
RITES would remain grateful to the following organizations for providing timely
assistance and data in the project influence area.
a) Project Director, PIU Rajkot, NHAI

b) Chief General Manager(T) / RO, Gujarat
c) Collector and District Magistrate, Devbhumi Dwarka district
d) Collector and District Magistrate, Jamnagar district
e) Collector and District Magistrate, Morbi district
f) Indian Air force, Gandhinagar / Jamnagar
g) Indian Coast Guard Station, Okha
h) Indian Navy, Okha
i) Forest Department
j) R&B Department (Khambhaliya, Jamnagar & Morbi)
k) Gujarat Water Supply and Sewerage Board
l) Gujarat Water Infrastructure Limited
m) Major Irrigation Department
n) L&T (Toll Data)
o) Revenue Department, Khambhaliya, Devbhumi Dwarka district
p) Revenue Department, Jamnagar, Jamnagar district
q) Revenue Department, Morbi, Morbi district
2.2.4. Status of the Project
The consultancy services for this project have been carried out by well-coordinated
and cohesive groups of engineers with specialization and expertise in various
disciplines of project preparation. The details of various Engineering Surveys and
investigations carried out for the Project are deliberated in the paragraphs to follow.
2.2.4.1. Engineering Surveys and Investigations
The project preparation teams of various disciplines have been mobilized to Project
since January 20, 2016. However, field activities except traffic survey were taken up
only after acceptance of route alignment by Client NHAI and Stakeholders during
meeting held in Sachivalaya Gandhinagar on 16.04.2016.
The activity of traffic survey wascompleted on Top Priority during 18-27.10.2016

only after Client’s approval of locations and durations of traffic surveys vide letter
dated 14.10.2016. The various Engineering Surveys and Investigations carried out for
the Project are listed as following:
i) Traffic Survey
ii) Topographic Survey

iii) Strip Plan

iv) Road Inventory and Condition Survey
v) Pavement Inventory and Condition Survey
vi) Pavement performance:Benkelman Beam Deflection Study
vii) Public Consultation with Elected Representatives
viii) Culvert Inventory & Condition Survey
ix) Minor & Major Bridge Inventory & Condition Survey
x) Identification of Black Spots
The progress of various Engineering Surveys and investigations has been presented
as following:
TABLE 2-4: SUMMARY OF PROGRESS OF ENGINEERING SURVEYS AND INVESTIGATIONS

Sl. Description of Activities Progress (%) Site Photographs
No. Dwarka – Dhrol – Amran –
Khambhaliya – Maliya
Devariya
i) Traffic Surveys Work Completed Work Completed
a) Classified Traffic Volume Count (5
locations)
b) O – D Survey (2 Locations)
c) Turning Movement Survey (11 Locations)
d) Axle Load Survey (2 Locations)
e) Truck Terminal Surveys
ii) Topographic Survey WorkCompleted Work Completed

a) Chainage marking
b) Casting & Fixing Reference Pillars
c) Establishment of DGPS
d) Establishment of Temporary Bench Mark
e) Traversing along Project Road
f) Detailed Topographic Survey
iii) Road Inventory Work Completed Work Completed
iv) Pavement Condition Survey Work Completed Work Completed

Sl. Description of Activities Progress (%) Site Photographs

No. Dwarka – Dhrol – Amran –
Khambhaliya – Maliya
Devariya
v) Benkelman Beam Deflection Survey Work Completed Work Completed
vi) Trial Pit Investigation&Sub-grade Work Completed Work Completed

Sample collection
vii) Public Consultation with Elected Representatives
viii) Culvert Inventory & Condition Survey Work Completed Work Completed
ix) Minor & Major Bridge Inventory & Work Completed Work Completed
Condition Survey
x) Identification of Black Spots Work Completed Work Completed
The findings of Engineering Surveys and Investigations have been presented

in“Chapter – 5: Analysis and Interpretation of Survey and Investigation Data” of this
report.

Detailed Project Report for Two / Four laning with paved shoulder NH configuration of "Dwarka - Khambhaliya - Devariya" & "Dhrol
- Amran - Maliya" Road Sections in Gujarat under Bharat Mala Project.
FIGURE 2-1: ALIGNMENT ROUTE MAP APPROVED BY THE CLIENT NHAI AND STAKEHOLDERS
End of Project
Road
Start of
Project Road
Project Road Section

Road Section delinked from DPR vide NHAI letter dated 09.08.2016
Road Section not under present study (Four Lane Toll Road under GSRDC)

2.2.5. Habitations along the Project Highway
The Project Highways provides connectivity to the abutting habitations / villages

with their respective District Headquarters in Khambhaliya, Jamnagar as well as
Morbi. The list of habitations (length of continuous built-up >100m, religious places
etc.) abutting the Project Highway is as under:
TABLE 2-5: LIST OF HABITATIONS

S. Name of Village Start End Length LHS / RHS / Remarks
No. / Habitation Chainage Chainage (Km) Both
Dwarka - Khambhaliya - Devariya
1. Sihan vadaliya 130.150 130.580 0.430 RHS Essar Factory
131.642 133.217 1.575 RHS Essar Factory
2. Sihan Vadaliya / 134.460 135.030 0.570 RHS Aradhana Dham
Danta
3. Danta 138.280 138.805 0.525 RHS Air Force Unit
Khambhaliya
4. Harshadpur 142.200 143.150 0.950 LHS Dalmia Refractories
Area and
Commercial Area
143.385 143.865 0.480 RHS Airforce Boundary
Wall,
Hotel,Restaurant
143.630 144.000 0.370 LHS Dham
BW+Commercial
shops
144.100 144.445 0.345 Both Commercial shops
144.720 145.010 0.290 RHS Commercial shops
146.180 147.280 1.100 Both Commercial
+Residential &
GETCO Sub Station
147.330 147.660 0.330 LHS General Hospital
Khambhaliya
148.822 149.052 0.230 RHS Education Trust
Sanchapit School
BW
5. Kuvadiya 152.110 152.940 0.830 RHS Dwarka Dheesh
Ashram+ Jati
Kalyan Khata+
RTC Hostel
157.880 158.160 0.280 LHS Brick Kiln Field
6. Vadatra 162.700 162.970 0.270 LHS Pond Area
7. Datrana 171.324 171.560 0.236 RHS & Datrana Built-up
(Partially LHS)
8. Ran 177.840 178.095 0.255 LHS Ashram
&Boundary Wall
Juvanpur
180.190 180.510 0.320 LHS Limbdi
180.190 180.600 0.410 RHS Limbdi Built-up
+GETCO
9. Nandana 185.930 186.250 0.320 RHS NandanaBuilt-
S. Name of Village Start End Length LHS / RHS / Remarks

No. / Habitation Chainage Chainage (Km) Both
up+Mayur School
186.675 186.875 0.200 Both Nandana Built-up
187.040 187.240 0.200 RHS NandanaBuilt-up
10. Bhatiya 190.710 190.880 0.170 RHS Bhatiya Built-up +
Dham Ashram
191.000 191.320 0.320 LHS Bhatiya Built-up
Dhrol –Bhadra Patiya
1. Dhrol 0.000 1.300 1.300 Both Dhrol Built-up
1.665 2.300 0.635 Both Dhrol Built-up
2. Water Supply Stn 2.400 2.800 0.400 LHS Water Supply
Station
3. BhadraPatiya 13.350 13.566 0.216 Both Bhadra Patiya
Bhadra Patiya – Pipaliya
1. Amran 42.100 42.200 0.100 RHS Amran Built-up
42.100 42.300 0.200 LHS Amran Built-up
2. Mavnugam 45.334 45.490 0.156 RHS Temple
45.800 46.170 0.370 LHS New Mavnugam
Built-up
3. Dudhai 48.230 48.400 0.170 RHS Jam Dudhai
Goshala
48.725 49.250 0.525 Both Dudhai Built-up
4. Tarana 56.325 56.750 0.425 Both Madhapar Built-up
5. Bhadra 71.670 71.800 0.130 LHS Keshiya Temple+
Sub station
2.2.6. Existing Cross Section Elements
The existing cross section of the road section is generally two lane with/without
paved shoulders except a stretch of 4.3 Km near Dudhai village in Bhadra Patiya –
Pipaliya Road Section of CSH-6, wherein the road section is having localized Four
Lane configuration. The following table indicates the details of existing cross section
elements:
TABLE 2-6: CROSS-SECTION ELEMENTS OF PROJECT HIGHWAY

Road Section Road Length MCW PS ES
ID (Km) (m) (m) (m)
Dwarka (Kuranga Jn.) – Limbdi Jn. SH25 23.3 7.0 1.5 1
Limbdi Jn. - Khambhaliya Jn. SH25 32.8 7.0 1.5 1
Khambhaliya Jn. - Devariya Jn. SH25 17.4 7.0 1.5 1
Dhrol Town SH25 1.5 7.0 - -
Dhrol - Bhadra Patiya Jn. SH22 12.1 6.1 - 0.5~1.0
Bhadra Patiya Jn. - Dudhai CSH6 20.8 7.0 - 1.0~1.5
Dudhai Village CSH6 4.3 2 x 7.0 1.0 1.0
Dudhai - Pipaliya Jn. CSH6 23.9 6.1 - 1~1.5
Note: MCW=Main Carriageway; PS= Paved Shoulders; ES=Earthen Shoulders;

2.2.7. Existing Road Geometrics
The horizontal geometry of the road section is good. It does not call for any major
geometric improvement / realignment except a few locations.
2.2.8. Existing Right of Way
The Existing Right of Way width as conveyed by R&B/PWD officials is 30m

throughout the Road Section.
In order to establish the existing Right of Way, authenticated revenue maps of all
villages along the project road were procured from respective Revenue Departments.
The information gathered using the collected maps were discussed with revenue
officials. As per the available information, the authenticated details of Existing Right
of Way are available only for 65% length (approx.) of road sections and still some of
the road sections remain without RoW details in the available khasra maps/ revenue
maps.
On the other hand, as per field verification carried out by RITES, boundary pillars
are either unavailable or dislocated in most of the sections. In sections, where ever
Boundary pillars are available, the Existing Right of Way width is found to be 20-
30m in rural sections and less than 15-20m in built-up sections notwithstanding the
Right of Way information as per Revenue Maps.
Thus, the collected authenticated revenue maps does not depict clear information of
existing right of way (ROW). Upon receipt of multiple / heterogeneous information
from the collected revenue maps and to streamline the ROW details, RITES
approached the revenue officials at various levels. RITES team was made to
understand by the revenue officials that most of the khasra records along the project
road have not yet been updated / revised.
Under these circumstances, NHAI intervention is essential to take up the matter with
the highest authority of land records (revenue department). It is essential to form a
core group of concerned revenue officials for this purpose.The Land Acquisition
details being provided at this stage are, therefore, tentative / indicative only.

2.2.9. Existing Structures
PHOTO 2-1: EX. MAJOR BRIDGE: INADEQUATE CROSS SECTION FACILITIES: ROAD SAFETY HAZARD
The inventory and visual condition survey for the existing cross drainage structures,
culverts and bridges indicates that most of the structures are having deficit cross-
sectional elements.
be recommended subject to findings of further in-depth study. The details of existing
structures has been sumarised in the following tables.
2.2.9.1. Existing Culverts
The inventory and visual condition survey for the existing culverts indicates that
most of the culverts are having deficit cross-sectional elements. The type and number
of Culverts of each Road Section has been presented in the following table:
TABLE 2-7: LIST OF EXISTING CULVERTS

Road Section Road ID Length (Km) Pipe culvert Slab Culvert
Dwarka (Kuranga Jn.) – Limbdi Jn. SH25 23.3 27 3
Limbdi Jn. - Khambhaliya Jn. SH25 32.8 34 11
Khambhaliya Jn. - Devariya Jn. SH25 17.4 8 -
Dhrol Jn. - Bhadra Patiya Jn. SH25 13.6 13 -
Bhadra Patiya Jn. - Pipaliya Jn. CSH6 49.0 31 17
Total 113 31
2.2.9.2. Existing Causeways
There is one existing causeway at Km 54+300of Bhadra Patiya Jn. - Pipaliya Jn. Road
section of CSH-6.The details of existing causeways of each Road Section has been
presented in the following table:
PHOTO 2-2: EXISTING CAUSEWAY AT KM 54+250 OF CSH-6
TABLE 2-8: LIST OF EXISTING CAUSEWAYS

Road Section Road ID Length (Km) Chainage (Km) Length (m)
Bhadra Patiya Jn. - Pipaliya Jn. CSH6 49.0 54+300 160
2.2.9.3. Existing Railway Level Crossings
The Project Road (SH-25) terminates at Kuranga Junction with NH-8E.

PHOTO 2-3: EXISTING RAILWAY LEVEL CROSSING AT
There is an existing Rail Level Crossing ahead KM 202+973 OF SH-25 (NEAR KURANGA JUNCTION)
of the Junction at Km 202+1000 of Dwarka
(Kuranga Jn.) – Limbdi Jn. Road section ofSH-
25. The level crossing is located between
Railway Km stone 936/8 and 936/9.
TABLE 2-9: LIST OF EXISTING RAIL LEVEL CROSSINGS

Road Road Length Chainage Type LC No. Remarks
Section ID (Km) (Km)
Dwarka SH25 23.3 202+1000 Single Broad gauge 274 'A' ATVUS
(Kuranga Jn.) track between 2/EI 17x1380=23460 ,
– Limbdi Jn. Rajkot and Okha. ENGG 2/2016, O.H 7/15
2.2.9.4. Existing Minor Bridges
There are 50 existing Minor Bridges on the Project Highway. 28 out of the total
50existing Minor Bridges are on the Bhadra Patiya – Pipaliya Jn. Road section. The
section-wise details of existing Minor Bridges are tabulated as:

PHOTO 2-4: EXISTING MINOR BRIDGE (KM 36+108 OF PIPALIYA – BHADRA PATIYA SECTION CSH-6)
TABLE 2-10: LIST OF EXISTING MINOR BRIDGES

Sl. LocationNos. of Span X Length of Overall length from Carriageway Overall
No. (KM) span (center to center of inner face to inner width (m) Deck
exp. Joint) face of dirt wall Width (m)
Dwarka (Kuranga Jn.) – Limbdi Jn.
1. 180+870 4x12.3 49.2 6.8 7.6
2. 181+439 3x6.3 18.9 10.0 14.2
3. 188+168 3x9.0 27.0 7.1 7.6
4. 193+600 1x7.5 7.5 11.1 12
5. 200+500 2x8.3 16.6 14.75 15.75
6. 202+952 1x7.5 7.5 11.1 12
Limbdi Jn. - Khambhaliya Jn.
7. 148+371 2x6.8 13.6 11.2 12
8. 151+155 3x12.2 36.6 6.7 7.5
9. 153+952 4x3.4 13.6 13.0 13.8
10. 156+240 1x7.5 7.5 10.5 12.1
11. 157+321 4x3.6 14.4 9.85 10.8
12. 162+450 3x7.0 21.0 10.82 12.3
13. 168+877 1x7.9 7.9 11.3 12.11
14. 173+250 4x3.5 14.0 9.9 11.2
15. 173+683 4x3.5 14.0 10.9 12.1
Khambhaliya Jn. - Devariya Jn.
16. 133+988 2x10.5 21.0 8.0 11.0
17. 137+082 2x4.5 9.0 8.55 14.0
18. 137+186 2x4.5 9.0 8.0 14.0
Dhrol Jn. - Bhadra Patiya Jn.
19. 3+030 2x3.5 7.0 7.5 8.3
20. 3+725 12x3.9 46.8 7.7 8.2
21. 5+892 3x4.0 12.0 7.6 8.4
22. 6+835 6x7.5 45.0 7.6 8.4
Bhadra Patiya Jn. - Pipaliya Jn.
23. 26+225 2x11.25 22.5 6.35 7.35
24. 26+705 1x6.6 6.6 6.5 7.5
25. 36+108 4x7.0 28.0 7.0 8.0
Sl. Location Nos. of Span X Length of Overall length from Carriageway Overall
No. (KM) span (center to center of inner face to inner width (m) Deck
exp. Joint) face of dirt wall Width (m)
26. 36+985 4x7.0 28.0 6.5 7.5
27. 38+909 9x3.5 31.5 6.5 7.5
28. 41+100 2x3.5 7.0 6.5 9.0
29. 41+345 2x3.5 7.0 6.5 9.0
30. 41+975 2x3.3 6.6 11.0 12.2
31. 42+200 2x3.5 7.0 7.5 8.1
32. 42+518 2x3.5 7.0 9.5 10.0
33. 42+746 2x3.5 7.0 7.5 8.0
34. 44+400 2x9.0 18.0 7.1 8.0
35. 44+625 2x9.0 18.0 7.0 8.0
36. 45+300 4x4.0 16.0 7.1 8.6
37. 49+010 1x6.6 6.6 17.9 18.4
38. 49+839 1x6.6 6.6 18 20.5
39. 53+500 3x5.6 16.8 6.7 7.2
40. 55+200 2x8.2 16.4 7.1 7.6
41. 57+175 3x7.1 21.3 7.5 8.0
42. 59+750 6x5.5 33.0 7.5 8.5
43. 60+538 2x3.5 7.0 7.0 8.0
44. 65+900 2x5.5 11.0 7.0 8.5
45. 68+020 2x4.0 8.0 6.5 8.0
46. 69+175 1x7.6 7.6 7.5 8.0
47. 69+575 2x4.0 8.0 7.5 8.5
48. 69+805 5x7.0 35.0 7.5 8.4
49. 70+255 2x5.0 10.0 7.4 8.4
50. 70+925 4x7.6 30.4 7.6 8.0
2.2.9.5. Existing Major Bridges
PHOTO 2-5: EXISTING MAJOR BRIDGE (KM 147+700 OF DEVARIYA – KHAMBHALIYA SECTION SH-25)

There are 11 existing Major Bridges on the Project Highway. 6 out of the total 11
existing Major Bridges are on the Bhadra Patiya – Pipaliya Jn. Road section. The
section-wise details of existing Major Bridges are as following:
TABLE 2-11: LIST OF EXISTING MAJOR BRIDGES

Sl. Location Nos. of Span X Length Overall length from Carriageway Overall
No. (KM) of span (center to center inner face to inner width (m) Deck
of exp. Joint) face of dirt wall Width (m)
Dwarka (Kuranga Jn.) – Limbdi Jn.
1 194+270 7x9.2 64.4 6.3 7.5
Limbdi Jn. - Khambhaliya Jn.
2 179+735 5x14.0 70.0 6.9 7.5
3 147+740 14x10.9 152.6 7.0 8.0
Khambhaliya Jn. - Devariya Jn.
4 135+505 8x9.0 72.8 7.5 8.0
5 1+400 8x8.0 64.0 6.5 8.1
6 26+965 8x12.0 96.0 7.0 8.0
7 32+467 6x12.0 72.0 7.0 8.0
8 44+075 7x12.25 85.75 7.0 8.5
9 45+125 7x12.0 84.0 7.5 8.1
10 57+900 8x24.4 195.2 7.5 8.5
11 63+963 12x8.0 96.0 6.5 7.5
2.2.9.6. Submergence Section
The Waterway of Existing Major Bridge at Km 57 + 900 is 182m. There is an existing

Dam at upstream of the bridge. The design storage of the Dam is 20.40m (above
MSL) against the maximum storage achieved 17.50m (above MSL). Excess water
from the Dam follows the natural topography of the area and crosses the Project
Road Section between Km 59 – Km 60of Bhadra Patiya – Pipaliya Road Section of
CSH-6 leading to submergence of the section (Average Submergence~0.3-0.5m height).
Provision of Bridge at center of waterway is required for effective cross drainage.
Also, adequate raising of approaches is required to avoid submergence of the section.
2.3. Project Roads constraints
Generally the entire alignment of the project road is having smooth horizontal
alignment. Not much geometric improvement / realignment is found essential.
During Feasibility Study Stage, efforts have been made to identify the critical
sections. Some of the important critical locations / constraints are given below:

2.3.1. Design of Junction and ROB near Kuranga (NH-8E and SH-25 crossing)
The Project Road (SH-25) terminates at Kuranga Junction with NH-8E. There is an
existing Rail Level Crossing 500m ahead of the Junction. The design of RoB on
existing Rail Level Crossing 500m and design of junction of SH-25 with NH-8E on
(Kuranga Junction) has severe constraint:
(a) Reserve Forest is abutting the Road Section between Junction of SH-25 with
NH-8E.
(b) Rail Level Crossing close to the Junction.
Then, the combined design of ROB and Junction needs additional engineering and
challenging effort.
TABLE 2-12: PROJECT CONSTRAINT: KURANGA JUNCTION

Description Constraint
Okha – Jamnagar-Rajkot Design of RoB at 500m from junction of SH-25 with NH-8E on western
Railway Line Level side (Kuranga Junction).
Crossing Reserve Forest on Left Hand Side of Road Section between Junction of
SH-25 with NH-8E and Rail Level Crossing.
Railway
Line
NH-8E
Project
Road
Two options has been designed for the junction. The same have been presented as
Figure 2-2 and 2-3. During discussion, meeting and site inspection with NHAI,
Option 2 was been recommended over Option 1 due to lower cost and minimal
constraints.
Also, it is pertinent to mention that, since Gadu-Dwarka section civil work

implementation has already been awarded and the concessionare has taken the
project implementation, any further delay in Land acquisition to accommodate
‘Trumpet’ Junction design would geoparadize the progress. In order to simplify the
execution, NHAI has suggested RITES to propose and design the ROB across
existing railway line and design of ‘Trumpet” Junction with necessary junction
facility across Gadu-Dwarka section (NH-8E) with proper junction arrangement and
necessary Land Acquisition in the scope of work of “Dwarka-Khambhaliya-
Devariya” and “Dhrol-Amran-Maliya” road section. Accordingly, the Final Detailed
Project Report of RITES conclude as:


b) Kuranga-Khambhaliya-Devariya Section of SH-25 (between Existing Km
203.500 and 130.000):
Also, during meeting held at RO-Gandhinagar on 16.12.2016, NHAI suggested that

the Consultant should incorporate the necessary proposed junction improvement
already envisaged in Gadu-Dwarka project road which is expected to be
implemented soon. Ths same has been incorporated in the present submission and
accordingly, Option 1 with proposed underpass on NH8Ehas been recommended.
However, necessary intervention of NHAI is solicited for dove-tailing of the two
road sections incorporating the Geometric improvement proposed by RITES, the
proposed construction of RoB near Kuranga and Kuranga “Trumpet” Junction for
effective, economic and feasible Junction proposal.

Detailed Project Report for Two / Four laning with paved shoulder NH configuration of "Dwarka - Khambhaliya - Devariya" & "Dhrol - Amran -
Maliya" Road Sections in Gujarat under Bharat Mala Project.
FIGURE 2-2: KURANGA JUNCTION – OPTION 1 (RECOMMENDED)

2.3.2. Proposed junction improvement at Bhadra Patiya
The existing route at km 13.6 takes 900 turn towards Maliya and at-grade junction at
Bhadra Patiya is proposed with three options.
Understanding the project requirement and geometrics of the corridor, the

consultant have studied three proposals of junction improvement.
The three options have been studied vis-à-vis the present and projected traffic
scenario at the said junction. The three options are:
• Option 1 - Rotary Junction: Rotary Junction is more feasible and functional as

per the present traffic scenario and geometrics.
• Option 2 - At-grade Rotary and Elevated Project Road Junction: The
proposal is and improved approachs to the option 1 and the proposed
improvement can be addressed on a stage wise construction. The option also
addresses the issue of land requirement, if any.
• Option 3: Grade-Separator (Trumpet Junction): The typical trumpet is an
expensive and long term approach, which satisfies the geometrics and traffic
scheme.
NHAI has suggested flyover and simple junction arrangement at ground with
slip/service road for traffic circulation.

FIGURE 2-3: OPTION 1

2.3.3. Design of Project Highway Facility
India has an extensive network of roads connecting remote areas of the country
across all types of terrains. The development of roads as key infrastructure has led
to construction of high quality highways / expressways that could be utilised as
runways in emergency, if required, in case of IAF runway is blocked due to any
reason. During peacetime, stretches of highway could be activated for training once
in a while.
Presently, in Gujarat, none of the existing road / highway meets the said criteria.
The Ministry of Road Transport & Highways and Ministry of Defence have
identified certain stretches of highways that can be utilised as runways. The present
such identified stretch is from existing km 171.800 to 176.500, (near Datrana and
Juvanpar villages) of SH25 in Devbhumi Dwarka district in Gujarat.
The following factors need to be considered while identifying such linear highway
stretches:
(a) Length
(b) Width
(c) Strength
(d) Gradient
(e) Medians.
(f) Orientation
(g) Obstructions
The project highway facility has been dealt in details in succeeding chapters.

2.4. Option Study for Proposed Dhrol Bypass
2.4.1. Alignment through Dhrol Town
Dhrol is a city and municipality in Jamnagar District in the State of Gujarat. Dhrol is
located at about midway of on Jamnagar-Rajkot Road Section of SH-25. Distance
from Rajkot as well as Jamnagar to Dhrol is approximately 50 km. Dhrol is located at
22.57°N 70.42°E. It has an average elevation of 26 metres (85 feet).
PHOTO 2-6: DHROL JUNCTION – START OF DHROL – BHADRA PATIYA ROAD SECTION
The starting point of the Project Road Section is at existing three legged at-grade
junction of Jamnagar-Rajkot road with Dhrol-Bhadra Patiya Road. The Project Road
traverses through dense habitation with restricted ROW abutting commercial
establishmentupto a length of 1.5 Km through Dhrol town. The land width available
at site between building lines is 10 to 12m only. Upgradation of this road section is
not feasible due to dense habitation / market abutting the Project Road.
PHOTO 2-7: RESTRICTED ROW IN ROAD SECTION PASSING THROUGH DHROL TOWN

2.4.2. The battleground of Bhuchar Mori
The Battle of Bhuchar Moriwas fought in

July 1591 between the army of Kathiawar
andthe Mughal armyat Bhuchar
Mori plateau near Dhrol, Saurashtra. It is
considered the largest battle in the
history of Saurashtra. The battle led to
large number of casualty on both sides.
The memorial site built as per 16th

Century architecture commemorating the
deceased soldiers of the army
of Kathiawar (consisting total 32
memorials), is situated on the plateau of
Bhuchar Mori. There are also eight
tombs, a well and a mosque on the
southwest of the shrine dedicated to the
deceased soldiers of the Mughal army.
The annual fair is organized on the last
of the Shravan month
(ShravanVadAmavasya) which is
attended by thousands. PHOTO 2-8: BHUCHAR MORI SHAHEED SMARAK
In view of the historic importance of the site, a new memorial was commissioned
by Government of Gujarat at the site in 2007 (foundation stone laid by then Hon.
Chief Minister of Gujarat, Shri Narendra Modi) which has been completed in
September 2015. Therefore, the battleground of Bhuchar Mori is an important
obligatory point with respect to proposed Bypass / Realignment of Dhrol Town.
2.4.3. Short Realignment options for Dhrol Town
To avoid the congestion, inadequate ROW and habitation, the consultants proposed
to introduce a short realignment taking off at Km stone 53 on Jamnagar - Rajkot
highwayduring Inception Report Stage. The proposed realignment on western side
of Dhrol junction passes through agricultural / barren land. Two alternatives
alignments for Dhrol realignment have been proposed (Refer Figure 2-7).
Option-1:This is the preferred alternative. It is of 3.9 Km length. Generally, it passes

through agriculture fields. There is one major stream (approx. 90m) crossing this
alignment. Since it passes very close to Bhuchar Mori battle ground, a place of
historic and archaeological importance as well as involves acquisition of Forest Land,
this option is not recommended.

Option-2:Since option-1 is not practically possible due to the aforesaid reasons, this
is the next best alternative. It is of 5.6 Km length. It starts near Vankiya Village. It
traverses through agricultural fields and it is away from Bhucharmori battle ground.
Also, one major stream (approx. 85m) is crossing this alignment.
FIGURE 2-4: SHORT REALIGNMENT OPTIONS STUDIED FOR DHROL TOWN
TABLE 2-13: COMPARISON OF ALTERNATIVES: DHROL REALIGNMENT

Option Length R< R = 250 R> No. of Cross Drainage Remarks
(km) 250m to 400m 400m Structure
(no.) (no.) (no.) Major Minor Culvert VUP/
Bridge Bridge CUP/
LVU
Ex. Route 4.5/5.3 3 2 3 1 (90m) 1 2 -
Option - 1 3.9 Nil Nil 3 1 (80m) 1 7 -
Option - 2 5.6 Nil Nil 4 1 (95m) 2 12 4 Recommended
2.4.4. Enhanced Alternatives bypassing Dhrol-Jodiya-Keshiya-Manpar
During meeting held on 18.02.16 at NHAI Regional Office, Gandhinagar,NHAI

officials suggested to study alternate route as a new alignment avoiding Dhrol -
Jodiya - Keshiya–Manpar due to the following reasons:
1. Existing 29.5 km including congested Dhrol Town is bypassed.

2. NHAI conveyed that the existing section has many acute horizontal geometrics.
3. Option suggested by NHAI reduces road length &avoids poor geometrics
&habitations.
Accordingly, the consultanthas designed an alternative bypassing existing route of

Dhrol - Jodiya - Keshiya and Manpar while accounting short bypass / realignment at
Dhrol town and junction (improvement length~ 20 Km). The existing road section of
Dhrol -Manpar has many structurally weak cross drainage structures having
substandard cross-sectional elements which would require reconstruction.On the
other hand, enhanced alternative bypasses of Dhrol-Manpar Road Section would call
for high land acquisition and high cost. With due consideration of all these
constraints, the consultant carried out alternative studies for bypass for the town by
providing an alternative route. The alternative alignment corridors identified by the
consultant have been depicted in the following figure:
FIGURE 2-5: ENHANCED ALTERNATIVES BYPASSING DHROL-JODIYA-KESHIYA-MANPAR
The various parameters of comparison between the said Alignment Corridors are
TABLE 2-14: COMPARISON OF ENHANCED ALTERNATIVES BYPASSING DHROL-JODIYA-KESHIYA-MANPAR

Sl. Parameters of Comparison Option 1 Option 2
No. (Proposed Dhrol Bypass + Existing (Proposed Extended Dhrol
SH-25 (2 Lane) +CSH-6 Road), A-B-C- Bypass),
D-E-F-G-H-I-J-K (Recommended) A-B-C-M-J-K
1. Length (km)
(i) Existing 5.6+23.4 = 29.0 20.0
2. Geometrics
Horizontal Curves 8
Along Existing SH25 (4 Lane) 3 -
Along Existing SH25 (2 Lane) 6 -
Along Existing CSH-6 8 -
Total 17 8

3. Structures
(i) Interchanges 1 1
(ii) VUP 1 3
(iii) PUP/LVU/CUP 1 2
4. Drainage
(i) Major Bridge 1 2
(ii) Minor Bridge 2 15
(iii) Pipe Culverts 11 37
(iv)Slab/Box culverts 1 29
5. Habitation
(i) Large Villages - -
(ii) Scattered houses 27 32
6. Land use
(i) Agricultural Land Yes Yes
(ii) Built up Scattered Scattered
(iii) Commercial - -
(iv) Barren/ Open Yes Yes
(v) Forest - -
(vi) Govt Land Yes Yes
7. Land Requirements
(i) Agricultural (ha.) 60.2 115.6
(ii) Built up (ha.) - -
(iii) Commercial (ha.) - -
(iv) Barren / Open (ha.) 6.8 3.7
(v) Forest (ha.) - -
(vi) Govt Land (ha.) - 0.7
Total (ha.) 67.0 120.0
AG :BUP:COMM:BR:FOR : 60.2:0:0:6.8:0:0 115.6:0:0:3.7:0:0.7
GOV (Area in Ha)
9. Important Features and  High travel length, 29 Km  Low travel length, 20 Km
Constraints  Low Project cost.  High project cost.
 Minimum Land Acquisition (Only  High Land Acquisition (115.6
60.2 ha agricultural land) ha agricultural land)
The indicative junction for proposed Dhrol Bypass take-off junction has been
presented as Figure 2-9. The same has been approved at meeting held at RO-
Gandhinagar on 16.12.2016.

FIGURE 2-6: PROPOSED DHROL BYPASS TAKE-OFF JUNCTION

2.5. Option Study for Proposed Amran Realignment
Amran is a Village in Jodiya Taluka in Jamnagar District of Gujarat State, India. It is

located at latitude 22.83°N and longitude 70.56°E. The alignment passing through
Amran includes substandard unidirectional curves. The option of improvement of
existing horizontal geometrics was studied during Feasibility study stage and the
same was discarded as it involved acquisition of dense built-up / commercial area.
FIGURE 2-7: EXISTING SCENARIO: ALIGNMENT THROUGH AMRAN
Moreover the existing road section of Amran has many structurally weak cross
drainage structures (9 Minor Bridges and 1 Major Bridge)having substandard cross-
sectional elements. Under these circumstances, this would require reconstruction to
accommodate the cross sectional elements satisfying NH standards.
With due consideration of all these constraints, the consultant carried out alternative
studies for bypass for the town by providing an alternative route. The alternative
alignment corridors identified by the consultant have been depicted in the following
figure:
FIGURE 2-8: ALTERNATIVES OF PROPOSED AMRAN BYPASS

The various parameters of comparison between the said Alignment Corridors are
TABLE 2-15: COMPARISON OF ALTERNATIVESOF PROPOSED AMRAN BYPASS
Sl. Parameters of Comparison Existing Route Alignment Alignment Alternative-2
No. (A-B-C-D-E-F-G) Alternative-1 (A-I-J-G)
(A-H-
G)(Recommended)
1. Length (km)
(i) Existing 6.1 6.1 6.1
(ii) Proposed - 5.9 6.1
(iii) Effective 6.1 12.0 12.2
2. Geometrics
(i) Horizontal Curves (Ex.) 6 6 6
(ii) Horizontal Curves (Pro.) - 3 4
3. Structures
(i) Interchanges - - -
(ii) VUP - 1 2
(iii) PUP/CUP - 2 -
4. Drainage
(i) Major Bridge 1 1 1
(ii) Minor Bridge 8 3 5
(iii) Pipe Culverts 5 13 13
(iv) Slab/Box culverts 2 1 10
5. Habitation
(i) Large Villages 2 - -
(ii) Scattered houses - - 1
6. Land use
(i) Agricultural Land - Yes Yes
(ii) Built-up - - Scattered
(iii) Commercial - - -
(iv) Industrial - - -
(v) Forest Land - - -
7. Land Requirements
(i) Agricultural (ha.) - 32.98 36.31
(ii) Built-up (ha.) - - -
(iii) Commercial (ha.) - -
(iv) Barren/Open (ha.) - 1.92 -
(v) Forest (ha.) - - -
(vi) Govt. Land (ha.) - 0.60 0.6
Total (ha.) - 35.50 36.91
AG - 32.98:0:0:1.92:0:0.6 36.31:0:0:0:0:0.6
:BUP:COMM:BR:FOR:GOV
(Area in Ha)
9. Important Features and  32.98 ha agricultural  36.31ha agricultural
Constraints land; land;
 Comparatively lesser  Alignment slightly
project cost Longer in length
 minimum  Number of Cross
hindrances Drainage Structure is
 Alignment geometry more thus results
is smooth increase in project cost.

2.6. Option Study for Proposed Pavement Type
As per MoRTH circular no. RW/NH-33044/31/2014/S&R ® (Pt.) dated 04th August

2014, Cost Benefit Analysis of rigid pavement vis-à-vis flexible pavement has been
carried out to select proposed pavement type for the Project Highway. The following
pavement options have been studied:

Cost per Km
(Rs. In Crore)
A Flexible pavement
B Flexible pavement
C Rigid pavement
• Making use of existing subgrade & 28 3.79
subabase as improved Subgrade and
Rigid Pavement
D Rigid pavement
Based on life cycle cost analysis Option C is found to be most economical pavement
option inspite of its high initial Cost. The result of the same has been presented as
Appendix-3.
Based on the findings of the analysis, Rigid Pavement may be adopted as proposed
pavement type for the Project Highway.
2.7. Option Study: Jambuda-Bhadra Patiya vis-à-vis Dhrol Bhadra Patiya
The very purpose of the Project is to provide inter-NH connectivity between NH-8A
and NH-8E. During desk study, two alternatives of reaching Bhadra-Patiya were
identified, namely, Jambuda-Jodiya-Bhadra Patiya Road Section and Dhrol-Bhadra
Patiya Road Section. Also, while travelling from Dwarka (Kuranga) to Maliya, it was
observed that most of the commercial traffic is using the former section to avoid state
operated toll plaza in the Jamnagar – Dhrol Road Section which is causing financial
loss to the exchequer.

The Consultant studied both options and finalised “Dhrol – Bhadra Patiya” Road
Section based on the findings of the discussion with Stakeholders as well as Public
Consultation due to the following reasons:
• In-principle agreement of State Government Departments.

• Improved connectivity to Dhrol Town which is integral part of Project.
• Development of Jambuda-Jodiya-Bhadra Patiya Road Section may lead to
contractual issues as well as Financial Loss as the new NH-947 will bypass
the newly constructed existing Toll Plaza on Jamnagar – Dhrol Road Section.
• Connectivity to “Buchar Mori Battle Field” which is an important tourist
location.
• Less improvement length
• Lower Project cost.
2.8. Delay in Project Progress
The duration of Consultancy Services is 11 Months which ends on 20.12.2016, i.e.,

today. As on date, due to various reasons which are beyond the expectation / control
of the consultant, the project is delayed by over 7 months. The primary reasons for
the delay are as under:
 Delay in approval of Inception Report: Inception Report submitted on

12.02.2016, followed by several meetings, discussions, joint site inspections,
submission of Public Consultation Report in May 2016 etc. was approved by
NHAI vide their letter dated 09.08.2016.
 Rescheduling of Traffic Survey due to onset of Monsoon in PIA: The delay in

according traffic survey permission has severely affected project submissions/
milestones by over 7 months.
Due to impact of the aforesaid factors, RITES, vide E-mail dated 03.11.2016 had
conveyed NHAI regarding tentative date of submission of FSR (Draft) as 10.01.2017.
However, as conveyed vide RITES letter dated 14.12.2016, despite delays in approval
of Inception Report and QAP as well as permission for conducting Traffic Surveys,
the Consultant has deployed more Professionals to the Project to make-up for the
time loss. As a result, the Feasibility Study Report (Draft) has been submitted much
ahead of schedule, i.e., on 28.11.2016 against the tentative date of 10.01.2017 (43 days
ahead of revised schedule).
During the meeting of 6th Feb 2017 at Regional Office, Ghandinagar, the consultant
was made understand that no further comment on Feasibility Study Report (Draft) is
requied from NHAI (HQ). Accordingly, the consultant submitted Feasibility Study

Report (Final) incorporating comments of PD, PIU Rajkot and CGM (T) /RO Gujarat
within one week of instruction.
RITES team of Engineers has been deployed for the Project for the entire Project
duration. The reasons for delay in Project Progress as deliberated in preceding
Paragraphs have resulted into more than 100% time and cost overrun at Feasibility
Study stage.
Over and above, additional Manpower deployment was effected to the Project in
order to control further damage in time loss, otherwise, the recent submission of
Feasibility Study Report (Draft) would have consumed another couple of months for
necessary completion.
The Consultant has, therefore, requested for approval of Extension of Time (EOT) till
31st July 2017 with additional nominal Fee.
During the month July 2017, the project road has experienced heavy to extremely heavy
rains battered entire Saurashtra and Kutch region of Gujarat leading to massive flooding in
Project Influence Area and in Rajkot, Jamnagar, Limbdi, Morbi etc. The rainfall recorded has
not only surpassed the highest spell of rains recorded in last 10 years in the period of 24
hours but also surpassed the monthly average rainfall, which is rarer natural incident. The
recent rain has caused great loss to infrastructure and severe damage to connectivity
including various National and State Highways. Accordingly submission of Final Detailed
Project Report has been submitted accounting post devastation repercussion which has been
dealt in details in “Chapter 07- Improvement Proposal of Main Report.”
2.9. Report Submission
2.9.1. Quality Assurance Plan (QAP)
QAP was submitted by the Consultant vide letter No. RITES/HW/5011-

30/NHAI/DPR/2016 dated 12th February 2016. The submitted Quality Assurance
Plan was discussed during meeting with Project Director (PIU, Rajkot) & CGM (RO,
Gujarat) on 18.02.2016 & 13.04.2016 and with GM (NHAI), Delhi on 25.02.2016.
2.9.2. Inception Report (IR)
The Inception Report has been prepared satisfying the ToR and the same has been
submitted by the Consultant vide letter No. RITES/HW/5011-30/NHAI/DPR/2016
dated 12th February 2016. The submitted Inception Report was discussed during
meeting with Project Director (PIU, Rajkot) & CGM (RO, Gujarat) on 18th February
2016 and with GM (NHAI), Delhi on 25th February 2016.

Also, the consultant prepared and submitted “Project and Appreciation” on 25th
February 2016 incorporating the Bharatmala information provided by Client and
covering the developments after successive meetings & interactions with client
officials at Gujarat (CGM & RO) and HQ Delhi, further to strengthen & reinforce the
Inception Report submitted earlier.
A joint site visit by the Consultant team with Project Director (PIU, Rajkot) was
conducted on 11th April 2016 followed by detailed discussion on Inception Report
and QAP on 13th April 2016. Also, a review meeting was held on 16th April 2016
with CGM (HQ), CGM (RO) and Project Director, PIU, Rajkot for discussion on
Inception Report, QAP and project progress.
2.9.3. Development Plan & Impact on Project Road: Public Consultation

Public consultation is a paramount imporatant activity. Accordingly, the consultant,
upon award of the project, adopted a pragmatic approach while designing the
project and any infrasturture project. Thus, since inception of the project,the
consultant has adopted Public Consultation with local villagers; elected membersand
Govt. officials at various stages of development of the project and further need of the
project has been evaluated incorporating the valuable suggestions, advice etc.
provided by the stakeholders time and again.
2.9.3.1 Consultation with Central / State Govt. Department representatives
RITES team discussed the matter of Public Consultation and convinced the District
Administration of Devbhumi Dwarka, Jamnagar and Morbi districts to convene a
Public Consultation meeting in their respective districts. The dates and venue of
Public Consultation meetings are as following:
TABLE 2-17: DATE AND VENUE OF PUBLIC CONSULTATION MEETINGS

Name of District Time & Date of Venue
Meeting
Devbhumi Dwarka 11.00 AM, 03.05.16 District Magistrate office, Khambhaliya, Gujarat
Jamnagar 11.30 AM, 05.05.16 JillaSevaSadan -4, Collector office, Jamnagar
Morbi 04.00 PM, 07.05.16 JillaSevaSadan, Collector office, Lal Bagh, Morbi
The District Administration of Devbhumi Dwarka, Jamnagar and Morbi districts

issued letter of invitation of Public Consultation to Communities, NGOs working in
the area, all stakeholders such as BSF, Navy, Coast Guard, PWD, PHE etc.
RITES team worked tirelessly to co-ordinate and individually invite all the invitees at
a very short notice for the Public Consultation meetings and the efforts for effective
attendance were made between January - April 2016 which could materialise in May

2016. The timely intervention and effort/pain taken by PD PIU Rajkot resulted into
maximum participation of all stakeholders and the activity was a grand success.
2.9.3.2 Consultation with Elected Representatives
The Consultant have conducted meetings with various “Elected Members / Village
Panchayants’ Representatives” on Top Priority to the Project and ToR and addressed
the issues thereof. The same has been presented in Page – 49 to Page – 54 of report
titled “Development Plan & Impact on Project Road: Public Consultation” submitted
to the Client NHAI on 16th May 2016.
Also, continued efforts are being made by RITES to appraise the Hon. MP, Jamnagar
and other Hon. Members of Legislative Assembly (Gujarat) of constituencies within
PIA.
Upon repeated persuasion with the office of Hon. MP, Consultant team had a
meeting with Hon. MP, Jamnagar on 17th October 2016 and appraised the Hon. MP
about the project progress. Hon. MP expressed their in principle concurrence on the
project proposals and planned for a collective meeting including MLA's and other
stake holders in project influence area (PIA) on 20th October 2016 at 12 noon. Due to
their primary commitments, the planned event was postponed. The next available
date for meeting shall be communicated by them in due course.
After finalisation of Feasibility Study Report (Draft) and presentation of the same to
the Client NHAI on 16.12.2016, the Consultant have again conducted meetings with
various “Elected Members” on priority to the Project and ToR and addressed the
issues thereof. A meeting was held with Hon. Member of Legislative Assembly
(MLA), Kalavad on 17.12.2016 regarding proposed facilities along the project road
along with widening and improvement proposal. The Hon. Member of Legislative
Assembly (MLA), Kalavad has conveyed their concurrence on the project proposals
vide his letter dated 17.12.2016. RITES will also take utmost care of road safety
considering habitation on either side of project road.
2.9.3.3 Development Plan & Impact on Project Road: Public Consultation
The details of proceedings, minutes of public consultation meetings,

comments/suggestions received from various stakeholders and findings of public
consultation exercise have been presented separately in "Development Plan & Impact
on Project Road: Public Consultation" submitted vide RITES letter no.
RITES/HW/RT300-00012/NHAI/DPR/2016 dated 16th May 2016.

"Development Plan & Impact on Project Road: Public Consultation"report is based on

public consultations/meetings/discussions carried out between February and May
2016 with local communities, NGOs working in the area, other stakeholders and
relevant Govt. Departments etc. at all levels to finalise the "Draft Inception Report"
submitted on 12.02.2016 and "Project and Appreciation" submitted on 25th February
2016. The report also covers the issues raised by the Client vide their letters dated
11th March 2016, 06th April 2016 and 06th May 2016.
The Report also covers the requirement of Public Consultation as per "Clause 4.1 (ii)
a" of Contract Agreement between NHAI and RITES Ltd. dated 15th March 2016
which is as under:
"Public Consultation including consultation with communities located along the Road,
NGOs working in the area, other stakeholders and relevant Govt. Deptts all the different
stages of the assignment (such as inception stage, feasibility stage, preliminary design stage
and once final designs are concretized)"
2.9.4. PowerPoint Technical Presentation at NHAI HQ on 08.07.2016
A PowerPoint Technical Presentation was held at NHAI HQ, New Delhi on 8th July,
2016 to monitor and discuss Project progress, alignment and bottlenecks of the
project. The meeting was chaired by CGM (T/BMP, RSC & PC), in august presence
and active participation of GM (CM-I), GM (Tech) and Project Director, PIU, Rajkot,
Gujarat.
On 12thJuly 2016 vide letter No. RITES/HW/RT300-000012/NHAI/DPR/2016,

RITES submitted Inception Report amalgamating Inception Report (draft), Project &
Appreciation and Public Consultation Report for the captioned project.
After detailed discussions, the client has expressed their satisfaction on the captioned
project and conveyed approval on the proposal & recommended alignment
routevide NHAI Letter No. NHAI/BM/Proc./01/DPR/2015/Pkg2/86714 dated 09th
Aug 2016. The letter also conveyed the following specific recommendations to
proceed further in the Project:
TABLE 2-18: SUMMARY OF RECOMMENDATIONS CONVEYED VIDE NHAI LETTER DATED 09.08.2016
Sl. Page Recommendation
No. /Para No.
i) 5 / 6.4e Maliya - Pipaliya section from Km 0.00 to Km. 24.00 has been delinked
from DPR.
ii) 5 / 6.6 NHAI RO & PD will discuss and decide about Air strips, landing strip
for UAV for Air force after receipt of letters from respective agencies.
iii) 5 / 6.7 NHAI has conveyed RITES that four lane requirement may bedecided

Sl. Page Recommendation

No. /Para No.
at feasibility stage based on traffic volume count.
iv) 5 / 6.8 Instructions to RITES to accommodate the up-gradation in existing
alignment as far as possible; where the additional ROW is required for
design of NH configuration, it should be made 30m for two lane & 45m
for four lane.
v) 5 / 6.9 Instructions to RITES to provideunderpass for animals crossing the
project road as per manual.
vi) 5 / 6.10 Instructions to RITES to provide ROB/Level grade based on traffic
volume part of feasibility study.
vii) 5 / 6.11 Action on early release of payment against Inception Report & QAP
after ensuring safeguard of NHAI like proper PLI etc as per Contract
Agreement without financial implication.
viii) 6 / 6.12 NHAI RO & PD shall approve the location of the traffic survey and
bore log hole plan for geo technical investigation & QAP.
ix) 6/7 Revised length for DPR BM-2 is 136. 100 km.No DPR work will be
carried out on Road stretch from Maliya-Pipaliya section from km. 0.00
to km. 24.00. NHAI RO & PD have been directed to forward change of
scope for approval to NHAI HQ.
2.9.5. Feasibility Study Report
Feasibility Study Report (Draft) was submitted by the Consultant vide letter No.
RITES/HW/RT300-00012/NHAI/DPR/2016 dated 28thNovember 2016. The
submission of the Feasibility Study Report (Draft)is in compliance with "Stage2
(Clause 10.3 - 10.5) of Terms of Reference (TOR)", as well as "Page 19, GCC Clause 6.3
(b) of Contract Agreement dated 15thMarch 2016 between NHAI and RITES Limited".
The submitted Feasibility Study Report (Draft) was discussed during meeting with
Project Director (PIU, Rajkot) & CGM (RO, Gujarat) on 14.12.2016 & 16.12.2016.
After detailed discussions and deliberation, the Client NHAI has expressed their
satisfaction on the captioned project and conveyed RITES Ltd. to go ahead with
subsequent assignment.
Further, during a Project Progress Review meeting held at NHAI HQ on 19.01.2017,

RITES has been indicated to submit Feasibility Study Report (Final) based on
comments / suggestions of PIU Rajkot and RO-Gadhinagar.
During the meeting of 6th Feb 2017 at Regional Office, Ghandinagar, the consultant
was made understand that no further comment on Feasibility Study Report (Draft) is
requied from NHAI (HQ). Accordingly, the consultant submitted Feasibility Study
Report (Final) incorporating comments of PD, PIU Rajkot and CGM (T) /RO Gujarat
within one week of instruction.

2.9.6. Draft Detailed Project Report
Detailed Project Report (Draft) was submitted by the Consultant vide letter No.
RITES/HW/RT300-00012/NHAI/DPR/2016 dated 24thApril 2017. The submission
of the Detailed Project Report (Draft) is in compliance with “Stage 3 (Clause 10.7) of
Terms of Reference.
2.9.7. Final Detailed Project Report
Final Detailed Project Report under stage 3 is prepared and submitted in accordance
with para 10.8 of Terms of Reference.The detailed structure of Final Detailed Project
Report has been presented as Appendix-2.

Appendix-1
Important Dates and Events of the Project

12.02.2016 • Inception Report (IR) & QAP • 06.05.2016: PD recommended IR &
submitted. QAP for further submission to
NHAI HQ.
• 01.06.2016: RO recommended and
forwarded IR & QAP to NHAI HQ.
• 02.06.2016: PD again
recommended IR & QAP for early
approval of Competent Authority.
• 14.07.2016- PD, PIU Rajkot
recommended Project Road
Section and IR for approval.
18.02.2016 • IR & QAP discussed at RO (Gujarat). • Minutes of Meeting conveyed to
RITES on 20.02.2016.
25.02.2016 • IR & QAP discussed at NHAI (HQ). • “Project & Appreciation”
submitted to NHAI.
08.03.2016 • NHAI (HQ) directed RITES to finalise • Complied vide letter dated
Road Section in consultation with MoD. 09.03.2016.
11.03.2016 • NHAI directed to carry out Stakeholder • Complied vide letter dated
consultation. 14.03.2016.
• Public Consultation held in
Dwarka, Jamnagar & Morbi on
03.05.2016, 05.05.2016 and
07.05.2016 respectively
• Public Consultation report
submitted to NHAI on 16.05.2016.
14.03.2016 • PD requested to provide Contract • Complied; Copy of Contract
Agreement for the Project. Agreement submitted.
30.03.2016 • NHAI HQ letter directing to submit • Complied vide letter dated
reports to PIU with advance copy to 31.03.2016 with details of
NHAI HQ. submissions and meetings at RO &
PIU level.
11-13.04.16 • IR & QAP discussed at PIU Rajkot.
• Joint site inspection with PD Rajkot.
12.04.2016 • Request for approval of Traffic Survey • 2nd Request: submitted on
Locations 06.06.2016
• 3rd request: submitted on
24.06.2016
• NHAI directed RITES to conduct
traffic surveys after Monsoon.
16.04.2016 • Meeting with Chief Engineer (PWD) at • Alignment corridor finalized.
Sachivalaya, Gandhinagar.
22- • Joint site inspection with NHAI HQ as • PowerPoint Technical presentation
23.05.2016 well as PIU Rajkot officials. proposed at NHAI HQ to discuss
the Project.
08.07.2016 • PowerPoint Technical presentation at • 12.07.2016 - Discussion at NHAI
NHAI HQ HQ over reports & issues raised
during presentation.


• 14.07.2016- PD, PIU Rajkot
recommended Project Road
Section and IR for approval.
09.08.2016 • Minutes of presentation dated • Complied on 09.08.2017.
08.07.2016 conveyed to RITES.
14.10.2016 • NHAI accorded approval to start traffic • Traffic surveys successfully
survey with immediate effect. completed during 18-27.10.2016.
27.10.2016 • Meeting with Special Stakeholders at • Meeting with special stakeholders
Gandhinagar. regarding their requirements to be
incorporated in the Project.
o Minutes of Meeting (MoM)
awaited.
o Additional Field activities
anticipated upon receipt of
MoM:
 Additional Topo Survey
 Additional Material
Investigation
o The special stakeholder would
provide:
 Approved Geometric
Design
 Approved Pavement
Composition
• Pending instructions on further
additional engineering
investigations which is awaited
from MoD through NHAI.
28.11.2016 • Submssion of Feasibility Study Report • Progress review meeting regarding
(Draft). use of Highway as Emergency
Strip. The airstrip section was
finalized as per the co-ordinates
provided by HQ/SWAC/IAF and
RITES to confine the work within
60m RoW.
PD/PIU/Rajkot to provide
necessary recommendations.
improvement, realignment &
bypasses proposed along the
project road.
14.12.2016 • Meeting with PIU Rajkot • Meeting held at PIU Rajkot, NHAI
pertaining to submitted Feasibility
Study Report (Draft).
16.12.2016 • Meeting with RO, NHAI Gandhinagar • Progress review meeting regarding
use of Highway as Emergency
Strip. The airstrip section was

finalized as per the co-ordinates
provided by HQ/SWAC/IAF and
RITES to confine the work within
60m RoW.
PD/PIU/Rajkot to provide
necessary recommendations.
improvement, realignment &
bypasses proposed along the
project road.
17.12.2016 • Meeting with Hon. Member of • RITES discussed the entire
Legislative Assembly (MLA), Kalavad technical requirements of the
(Elected Representative). project along with widening
proposal. MLA, Kalavad conveyed
his approval on the proposals
vide his letter dated 17.12.2016.
20.12.2016 • Request for Extension of Time • Request for Extension of Time
(EOT) till 31st July, 2017 with
additional nominal fee of Rs.
79,16,000/- submitted to the Client
NHAI.
23.12.2016 • Request for approval of Additional • Request for approval of Additional
Material Investigation for proposed Material Investigation for
Emergency Landing Facility. proposed Emergency Landing
Facility as additional work at extra
cost and additional time submitted
to NHAI.
03.01.2017 • Joint site inspection with IAF officials • Joint site inspection of site for
proposed Emergency Landing
Facility conducted along with IAF
and NHAI officials.
19.01.2017 • Meeting at NHAI HQ • Review of Project Progress.
• RITES suggested the Final FSR
would be submitted within 10 days
against stipulated 30 days (as per
TOR) upon receipt of
comment/approval of draft FSR
from NHAI.
06.02.2017 • Meeting at RO,Ghandinagar • Review of Project Progress
• Subimmsion of Draft EPC
documents for proposed Highway
Facility i.e. Executive Summary,
EFC Memorundun, DCA (EPC
basis) including Techinical and
non technical Schedules and
Request for Qualification (RFQ)
Document.

• RO suggested RITES that MoM is
to be treated as comments and
proceed for submission of
Feasibility Study Report (Final).
• RITES assured that Feasibility
Study Report (Final) accounting
tentataive block estimates of
proposed Highway Facility for
212.5 crore provided by SWAC
would be accounted in the in the
absence of of any specific cost and
Feasibility Study Report (Final)
would be submitted on that track.
• The Consultant submitted 3(a)
notification pertaining to
"Construction of Highway Facility
between Existing Km. 171.800 and
176.500 (near Datrana and
Juvanpar village) of SH-25 in
Gujarat.
08.02.2017 • Meeting at PIU Rajkot • EPC documents for proposed
Highway Facility incorporating all
comments / suggestions of NHAI
submitted at PIU Rajkot.
10.02.2017 • Submssion of Feasibility Study Report • Incorporating all comments /
(Final) suggesetions raised by NHAI on
24.03.2017 • Meeting at PIU Rajkot • Formulation of Geo-Technical
Investigation Work
27.03.2017 • Submission of Draft 3(A) Notification • The Consultant submitted Draft
pertaining to "Construction of Highway 3(A) Notification pertaining to
Facility between Existing Km. 171.800 "Construction of Highway Facility
and 176.500 (near Datrana and Juvanpar between Existing Km. 171.800 and
village) of SH-25 in Gujarat 176.500 (near Datrana and
Juvanpar village) of SH-25 in
Gujarat
28.03.2017 • Submission of Land Plan Schedule • The Consultant submitted Land
(LPS) pertaining to “Construction of Plan Schedule pertaining to
Highway Facility between Existing Km. "Construction of Highway Facility
171.800 and 176.500 (near Datrana and between Existing Km. 171.800 and
Juvanpar village) of SH-25 in Gujarat” 176.500 (near Datrana and
(Package 1A Juvanpar village) of SH-25 in
Gujarat.
29.03.2017 • Commencement of Geo- Technical • Geo-Technical Investigation Work
Investigation Works started at approved locations as
per programme.
24.04.2017 • Submission of Detailed Project Report • Incorporating all comments /
(Draft) suggesetions raised by NHAI on
22.05.2017 • Meeting at RO,Ghandinagar • Review of Project Progress.
16.09.2017 • Joint site inspection with CGM (T), RO • Along the project road stretches to

Gujarat and PD, PIU Rajkot assess the site condition post
devastation of heavy rainfall and also
improvement proposals.
26.09.2017 • Submission of EPC Documents pertaining • Incorporating all comments /
to "Construction of Highway Facility suggesetions raised by MoRTH.
between Existing Km. 171.800 and 176.500
(near Datrana and Juvanpar village) of SH-
25 in Gujarat
30.10.2017 • Meeting at NHAI, HQ: Member(P) ; • Review of Project Progress
CGM(T); GM(T) • Instruction to submit Bid document
by 10thNov.2017
11.11.2017 • Meeting at RO,Ghandinagar • Submission of Bid Document & 3(A)
notification.
13.11.2017 • Meeting at PD,PIU,Rajkot • Submission of Bid Document
Note: IR: Inception Report; QAP: Quality Assurance Plan; PD: Project Director; PIU: Project
Implementation Unit; MoD: Ministry of Defence; PWD: Public Works Department.

Appendix-2
Structure of Final Detailed Project Report
Volume – I: Main Report
Volume – II: Design Report:
Part I: Road Works
Part II: Bridge Works
a) Hydraulic Report
b) Geotechnical Investigation Report
c) Design of Structures
Volume – III: Materials Report
Volume – IV: Environmental Impact Assessment Report including EMP
Volume – V: Technical Specifications
Volume – VI: Rate Analysis
Volume – VII: Cost Estimates
Volume– VIII: Bill of Quantities
Part-I: Road Works
Part –III: Cross section at 50m Interval
Annexure Primary Data:
Part-I: Road Works

Appendix-3
Lifecycle Cost Analysis of Flexible Pavement vis-à-vis Rigid Pavement
Input Data
Parameter Unit Flexible Pavement Rigid Pavement Remarks
Initial Cost (Rs. In Lakh/Km) 301.76 364.38 Rigid Pavement has nearly 20.75% higher initial cost
Routine Maintenance (Rs. In Lakh/Km) 5.96 2.50 Rigid Pavement has lower maintenance cost
Periodic Renewal (Rs. In Lakh/Km) 59.6 1.89
Overlay (Rs. In Lakh/Km) 174.89 -
Year Const- Maintenance Cost TOTAL Discounted Cost Year Const- Maintenance Cost TOTAL Discounted Cost
ruction (NPV) ruction (NPV)
Cost Routine Periodic Total Yearly Cumulative Cost Routine Periodic Total Yearly Cumulative
2018 109.538 109.54 109.54 109.54 2018 132.269 132.27 132.27 132.27
2019 120.492 120.49 1 109.54 219.08 2019 145.496 145.50 1 132.27 264.54
2020 176.722 176.72 2 146.05 365.13 2020 213.394 213.39 2 176.36 440.90
2021 9.598 9.598 9.60 3 7.21 372.34 2021 4.026 4.026 4.03 3 3.03 443.92
2022 10.558 10.558 10.56 4 7.21 379.55 2022 4.429 4.429 4.43 4 3.03 446.95
2023 11.614 11.614 11.61 5 7.21 386.76 2023 4.872 4.872 4.87 5 3.03 449.97
2024 12.775 12.775 12.78 6 7.21 393.97 2024 5.359 5.359 5.36 6 3.03 453.00
2025 140.529 140.529 140.53 7 72.11 466.09 2025 5.895 5.895 5.89 7 3.03 456.02
2026 15.458 15.458 15.46 8 7.21 473.30 2026 6.484 6.484 6.48 8 3.03 459.05
2027 17.004 17.004 17.00 9 7.21 480.51 2027 7.133 7.133 7.13 9 3.03 462.07
2028 18.704 18.704 18.70 10 7.21 487.72 2028 7.846 7.846 7.85 10 3.03 465.10
2029 20.575 20.575 20.57 11 7.21 494.93 2029 8.631 8.631 8.63 11 3.03 468.12
2030 664.157 664.157 664.16 12 211.62 706.55 2030 9.494 7.19 16.682 16.68 12 5.32 473.44
2031 24.896 24.896 24.90 13 7.21 713.76 2031 10.443 10.443 10.44 13 3.03 476.46
2032 27.385 27.385 27.39 14 7.21 720.98 2032 11.487 11.487 11.49 14 3.03 479.49
2033 30.124 30.124 30.12 15 7.21 728.19 2033 12.636 12.636 12.64 15 3.03 482.51
2034 33.136 33.136 33.14 16 7.21 735.40 2034 13.900 13.900 13.90 16 3.03 485.54
2035 364.496 364.496 364.50 17 72.11 807.51 2035 15.290 15.290 15.29 17 3.03 488.56

Year Const- Maintenance Cost TOTAL Discounted Cost Year Const- Maintenance Cost TOTAL Discounted Cost
ruction (NPV) ruction (NPV)
Cost Routine Periodic Total Yearly Cumulative Cost Routine Periodic Total Yearly Cumulative
2036 40.095 40.095 40.09 18 7.21 814.72 2036 16.819 12.74 29.554 29.55 18 5.32 493.88
2037 44.104 44.104 44.10 19 7.21 821.93 2037 18.501 18.501 18.50 19 3.03 496.90
2038 48.514 48.514 48.51 20 7.21 829.15 2038 20.351 20.351 20.35 20 3.03 499.93
2039 53.366 53.366 53.37 21 7.21 836.36 2039 22.386 22.386 22.39 21 3.03 502.95
2040 1722.653 1722.653 1722.65 22 211.62 1047.98 2040 24.624 24.624 24.62 22 3.03 505.98
2041 64.573 64.573 64.57 23 7.21 1055.19 2041 27.087 27.087 27.09 23 3.03 509.00
2042 71.030 71.030 71.03 24 7.21 1062.40 2042 29.795 22.56 52.357 52.36 24 5.32 514.32
2043 78.133 78.133 78.13 25 7.21 1069.61 2043 32.775 32.775 32.77 25 3.03 517.34
2044 85.946 85.946 85.95 26 7.21 1076.82 2044 36.052 36.052 36.05 26 3.03 520.37
2045 945.409 945.409 945.41 27 72.11 1148.94 2045 39.658 39.658 39.66 27 3.03 523.39
2046 103.995 103.995 103.99 28 7.21 1156.15 2046 43.624 43.624 43.62 28 3.03 526.42
2047 114.394 114.394 114.39 29 7.21 1163.36 2047 47.986 47.986 47.99 29 3.03 529.44
2048 125.834 125.834 125.83 30 7.21 1170.57 2048 52.784 39.97 92.753 92.75 30 5.32 534.76
2049 138.417 138.417 138.42 31 7.21 1177.78 2049 58.063 58.063 58.06 31 3.03 537.78
2050 152.259 152.259 152.26 32 7.21 1184.99 2050 63.869 63.869 63.87 32 3.03 540.81
429.73 3776.18 367.41 3322.07

2.9.8 Heavy Rainfall
Post Devastation - Repercussion
During the Monsoon of 2017, Indian peninsula was struck by one of the severest
floods over past few decades. Excess rains caused unprecedented flooding in
Gujarat, Rajasthan, UP, Bihar, north Bengal, Odisha , Assam and parts of western
Maharashtra, including Mumbai. The Project Road section "Dwarka - Khambhalia -
Devaria" & "Dhrol -Amran - Maliya" in Western Gujarat under Bharatmala Project
was also affected badly.
The Detailed Engineering Report for the project road section was completed in time
by RITES.However, Heavy rainfall information and forecasts of July 2017 in
newspapers compelled RITES to review the Design prior submission so that
necessary modifications has been accounted in the Final Detailed Project Report.
2. Information Circulation by GSDMA
The CEO, GSDMA, Gujarat issued notice regarding the heavy rainfall warning vide
letter No. GSDMA / SM / Monsoon / 1333397 / 07 / 2017 dated 13.07.2017 to all
Government Departments for necessary action pre continuing measures if any while
assessing the forecast of devastating rain in Western part of Gujarat.
3. Study on the project roads after heavy Rainfall
RITES, the design consultants for the Road section "Dwarka - Khambhalia - Devaria"
& "Dhrol -Amran - Maliya"has taken account of the sudden/unexpected rain in the
project infuence area. Accordingly a team of experts were deployed on the project
site to ascertain the devastation impact and further line of action.
The RITES team carried out reconnaissance at field, followed by detailed assesment
of the project road on post devastation. The Road section -2: Dhrol - Bhadra- Pipalia
road after the rainfall has been drastically affected.In most of the sections, pavement
of roads are damaged due to rainfall, In Some Bridges water rose to new High flood
levels while a few bridges have been over topped as well. The team during
inspection recorded new HFL (if any) by local enquiry.
During Site inspection, the road sections/pavement condition and cross drainage
status were recorded for road section 1 & 2.
Impact due to heavy rainfall as recorded (July 2017):
Package- I : Kuranga to Devariya
Critical Impact of Heavy Rainfall*
Section/
Ch. 171+350 to 171+500 Overflow on road ~ +(2 to 3) cm
Duration ~20 minutes
Ch. 191+000 to 191+200 Overflow on road ~ +(2 to 3) cm

Duration ~10 minutes

Package- II : Jamnagar to Pipaliya
Proposed Dhrol Bypass- Overflow on ground ~+1.5 m
(Agriculture Land) Duration ~1 hr
MJB: Ch. 2+690 Waterlevel 20.360(+2 meter to
(Dhrol Bypass) (post-devastation) pre devastation
design HFL
Remarks Needs Further Design
refinement
Ch. 25+480 to 25+780 Ponding next to road ~ -0.2m
Ch. 38+450 to 44+400 Overflow on road ~ +(0.1to 0.15)m
Amran Bypass- low land Overflow on ground ~ +1.2m
area
MJB: Ch. 43+240 Waterlevel 11.276m
(Amran Bypass) (post-devastation)
Design HFL 11.03m
(pre-devastation)
Remarks Needs Further
Design refinement
MNB: Ch. 45+200 Waterlevel 10.660m
Design HFL 10.215m
(pre-devastation)
Design refinement
Ch. 45+150 to 45+300 Overflow on road ~ +0.1 m
(post-devastation)
Design HFL 12.750m
(pre-devastation)
Source of information Needs Further
Design refinement
Ch. 45+700 to 49+000 Ponding next to road ~ -0.1 m
(post-devastation)
Design HFL 13.890m
(pre-devastation)
Design refinement
(post-devastation)
Design HFL 13.412m
(pre-devastation)
Design refinement
(post-devastation)
Design HFL 12.7m
(pre-devastation)
Remarks
Needs Further
Design refinement
(post-devastation)
Design HFL 12.87m
(pre-devastation)

Design refinement
Duration
MJB: Ch. 63+963 Waterlevel 7.700m
(post-devastation)
Design HFL 7.022m
(pre-devastation)
Design refinement
Ch. 70+700 to 760 Ponding next to road ~ -0.4 m
*Source: Physical verification by RITES expert followed by local enquiry.
As can be seen from above table, in Section-I only a few locations are affected, While
Heavy rainfall has serious impact over Section-II raod sections and cross drainage
structures.

•
Social Analysis of the Project
Chapter 3 –Social Analysis of the Project

"Dwarka - Khambhaliya - Devariya" & "Dhrol - Amran - Maliya" Road Sections in
Final Detailed Project Report /Volume I/Chapter 3 –Social Analysis of the Project Highway Division
Chapter 3 – Social Analysis of the Project
3.1. Introduction
The Resettlement plan is prepared to understand social and economic profile of the
project area, assessment of scale and magnitude of social impact. This chapter also
considers impact on vulnerable population like Scheduled Caste, Schedule Tribe and
BPL. The social impact assessment (SIA) has been carried out as per procedure laid
down in NRRP 2007. Based on impact identified during SIA, mitigation measures are
proposed, but, within the preview of National Highways (Land Acquisition) Act 1956
and NRRP 2007. The following sections discuss social impact assessment and
Resettlement Action Plan, study methodology, R&R principles applicable to the
project, estimate of land acquisition and institutional arrangement.
3.2. Social Impact Assesment and Resettlement Action Plan
Social impact assessment is done to identify impacts of proposed two road sections i.e.
Dwarka – Khambhaliya – Devariya SH-25 (Existing Chainage 130+000 to 203+530) and
Dhrol – Amran - Pipaliya in two sections (i) SH -25 (Existing Chainage 0+000 to
13+600) & (ii) SH -6 (Existing Chainage 24+000 to 73+000) which are located in
Devbhoomi Dwarka, Jamnagar and Morbi districts stretching about 136.1 Km. in
Gujarat state respectively.
The proposed widening will have Amran bypass & Dhrol Bypass in Dhrol – Amran
stretch whereas no bypass is proposed in Dwarka – Khambhaliya – Devariya section.
Existing Right of Way (ROW) is about 20-30 meters wide. The proposed ROW is 45 m
at existing road sections & 60 meters at by pass sections. Therefore, about 15-30 meters
additional width is required for improvement to Two/Four laning with paved
shoulder NH configuration under Bharatmala Project.
Because of acquisition of land people will be affected adversely (mainly due to

acquisition of land). To address and minimize adverse impacts, a Resettlement Plan is
prepared with following objectives
• To avoid wherever feasible or at least minimize involuntary resettlement, by

exploring all viable project alternatives;
• Determine the magnitude of adverse social impacts and propose mitigation
measures with the agreed policy provisions;
• Outline results of stakeholders’ consultation and incorporate the outcome of
these consultations in the social management plan;

• Develop institutional mechanism for implementation of the R&R management
plan and monitoring and evaluation of the R&R implementation schedule;
• Provision of adequate budget in the project.
3.3. Methodology
In order to prepare RAP, there is a need to have a detailed social assessment of the
project including an assessment of the impacts (both positive and negative) resulting
from the proposed project interventions. The activities undertaken as part of this
assessment includes:
• Identification of stakeholders
• Identification of impacts
• Involvement of people in the assessment process
• Consultation with the stakeholders to improve quality of participatory planning
• Identification of social hot spots
• Identification of mitigation measures to minimize resettlement issues
• Census survey of project affected persons.
• Identification of vulnerable affected groups
Methodologies adopted for the preparation of RAP include collection of data from
both primary and secondary sources. Secondary data/information have been collected
from the project records, published reports, discussions with officials from NHAI and
other functionaries, stakeholders’ consultation, groups discussions, etc. The main
sources of primary data have been the local communities and census survey among
the potential PAPs. In addition, the PAPs surveyed formed the sample for collecting
detailed baseline socio-economic data. The methodology and approach adopted for
the preparation of Resettlement plan has been summarized in Figure 3.1.
In order to assess the extent of losses, measurement and survey of structures and other
assets were carried out after finalization of design. To quantify losses, designs were
superimposed on revenue maps. Basic schedule of rate (BSR) and market values were
collected and accounted in the valuation of assets and properties to finalize budgetary
requirement for compensation and implementing R&R activities.
3.4. Consultation Methodology
Consultation with key stakeholders including project affected persons was carried out
at village level. Detailed public hearing is planned at District level during course of
project preparation. The consultations methodologies includes meeting in the villages
with PAPs, revenue people and other officers of line department in the Districts. These

people were informed, consulted and their suggestions were incorporated in detailed
engineering studies.
FIGURE 3-1: METHODOLOGY AND APPROACH ADOPTED FOR RESETTLEMENT ACTION PLAN
3.5. R&R Principles, Policy Framework and Entitlement Framework
Based on the social assessment and impact analysis, stakeholders’ consultation an

R&R policy framework is prepared. The R&R framework is based on National
Highways Act 1956 and NRRP 2007. The broad principles of R&R policy framework
are:
• Avoid or minimize land acquisition and involuntary resettlement impacts by
exploring all viable alternative designs;
• Where displacement is unavoidable, prepare time-bound RAP for PAPs so that
they are not worse off than the present socio-economic condition after the
implementation of the project. In other words, assist affected persons in
improving their former living standards and income earning capacity.
• Ensure wide range of meaningful consultations with stakeholders including
likely PAPs on compensation, disclosure of resettlement information,

participation of PAPs in planning and implementation of the resettlement
program in order to suitably accommodate their inputs and make rehabilitation
and resettlement plan more participatory and broad based;
• Facilitate harmonious relationship between the NHAI and PAPs through mutual
co-operation and interaction;
• Ensure payment of compensation and assistance to PAPs for lost assets at market
value;
• Ensure payment of compensation and resettlement assistance prior to taking over
the possession of land and commencement of any construction activities;
• Provision of rehabilitation assistance for loss of livelihood/income;
• Establishment of institutional arrangements such as grievance redress
mechanism
3.5.1. R&R Entitlement Framework
In accordance with the provision of NRRP 2007 and NH Act 1956, an R&R entitlement
framework for the different categories of entitled persons (EPs) has been prepared. As
per the framework, all the titleholders and project affected families who are affected
will be entitled to a combination of compensation measures and resettlement support,
depending on the nature of ownership of lost assets and the extent of the impact
caused. The entitlement framework for supporting the PAFs of this project is
presented in the Table 3.1, below.
TABLE 3-1: R & R ENTITLEMENT FRAMEWORK

Unit of
Type of loss R & R Entitlement Framework
Entitlement
(I) Compensation as per NH LA Act 1956
(II) Compensation of full parcel of plot if land left after acquisition is not
visible.
(III) Compensation for irrigation structure(Including pump)
(IV) Ex- gratia of Rs. 20,000 to each Khatedar as per provision of NRRP
2007
(V) Additional assistance to the farmers whose land is divided because of
acquisition equivalent to cost of irrigation pipeline joining the two
agriculture fields as per NH Act 1956
(VI) Additional assistance for the loss of accessibility to the farmer as per
provision of NH Act 1956

Unit of
Type of loss R & R Entitlement Framework
Entitlement
Homestead Title holder (i) Compensation as per provision of NH Act 1956 for the loss of homestead
(or non-agri. land and structure (ii) Ex-gratia of Rs 20,000 to each Khatedar as per
land) provision of NRRP 2007 (iii)Those affected but not displaced will get
compensation for the portion of homestead land and structure affected by
the project and permission to salvage construction material (iv) Those
displaced will get
 Compensation for the structure affected (full) computed at CSR
without deducting depreciation
 Permission to salvage construction material,
 Other R&R assistance as per provision of NH Act 1956.
Land under Titleholder (i) Compensation for the loss of land used for commercial purpose.
commercial (Owner and (ii) Ex-gratia of Rs 20,000 to each Khatedar as per provision of NRRP 2007
use occupier) (iii) For the structure affected (part or full), compensation will be
computed at BSR without deducting depreciation
(iv) Permission to salvage construction material
(v) If more than 25% of the structure is lost, the affected business/work
place will be categorized as ‘displaced’.
(vi) PAFs affected but not displaced will get compensation for the portion
of land lost and the structure (at CSR without depreciation) affected by
the project.
(vii) Other assistance as per provision of NH Act 1956
Titleholder (i) He/she will receive only compensation for both land and structure
(Absentee (owned)
Land Lord) (ii) Permission to salvage materials from the demolished structure.
Other assets Owner Loss of other assets (including wells, trees) will be compensated equivalent
affected to their replacement value.
family
Common Community  Common properties will be replaced in consultation with the community
infrastructure  Civic infrastructure will be replaced in consultation with the affected
and common community and the local administration
Property
Resources
Any Affected Any unforeseen impact would be mitigated/enhance as per the NH Act
Unforeseen community 1956 or through any additional measures as may be required
Impacts and/persons

3.6. Socio- Economic Profile of the Project Area

Table 3.2 presents demographic profile of the project area. Population density of
project area is (152) is much lower than the population density of Gujarat. However,
sex ratio of Project area (928) is more or less similar to Gujarat state (919).
TABLE 3-2: DEMOGRAPHIC PROFILE OF THE PROJECT AREA

Item Project area Gujarat
Total Population 1,45,298 6,04,00,000
Male 74,308 3149260
Female 70,990 28948432
Density 152 308
Sex Ratio 928 919
Socio-economic profile of project affected settlement indicated in Table 3.3 shows that
population of schedule caste varies from village to village. There is no schedule caste
in village Dhandhusar of district Devbhumi Dwarika whereas village Mithoi of
district Jamnagar has highest population of schedule caste as 19.78%. The percentage
literacy in the project area is reasonably high and varies from 22.17 % in Modhpar
village of Morbi district to 72.25% in Lakhtar village of Jamnagar district. The
percentage worker & percentage non-workers also indicate large variation in the
project affected villages.
TABLE 3-3 : SOCIO-ECONOMIC PROFILE OF THE PROJECT AFFECTED SETTLEMENT

Total % % % % % Non-
NAME % SC
Population Male Female Literacy Worker Workers
Jamnagar (District)
Dhrol 25883 51.01% 48.98% 9.82% 70.67% 32.50% 67.49%
Vankiya 2316 51.64% 48.35% 6.17% 71.41% 41.14% 58.85%
MotaGaradia 748 49.59% 50.40% 13.50% 61.49% 29.67% 70.32%
Mawapar 641 51.01% 48.98% 4.21% 63.02% 29.32% 70.67%
Lakhtar 1575 47.49% 50.60% 5.77% 72.25% 49.96% 50.03%
Bhadra 1998 51.05% 48.94% 14.91% 63.06% 50.30% 49.69%
Keshiya 3713 50.41% 49.58% 7.64% 66.06% 43.68% 56.31%
Manpar 226 52.21% 47.78% 11.50% 62.83% 42.92% 57.07%
Balambha 3607 50.42% 49.57% 2.52% 64.56% 43.44% 56.55%
Morana 492 50.60% 49.39% 15.85% 52.03% 36.78% 63.21%
Tarana 1687 51.80% 48.19% 10.43% 54.59% 34.61% 65.38%
Madhpar 1007 50.54% 49.45% 15.88% 52.23% 37.23% 62.76%
Sampar 704 50.71% 49.28% 4.82% 58.80% 36.07% 63.92%
Dudhai 1844 50.54% 49.45% 14.37% 71.800% 52.33% 47.66%
Mavanungam 459 48.14% 51.85% 3.26% 59.47% 70.80% 29.19%
Mithoi 1395 51.68% 48.31% 19.78% 46.52% 35.77% 64.22%
Morbi (District)
Amran 6193 51.21% 48.78% 7.99% 29.33% 37.96% 62.03%
Kharchiya 1576 50.57% 49.42% 4.251% 27.34% 36.04% 63.95%
Hajnadi - - - - - - -
Virparda - - - - - - -

Total % % % % % Non-
NAME % SC
Population Male Female Literacy Worker Workers
Modpar 690 52.89% 47.10% 3.62% 22.17% 62.02% 37.97%
Devbhumi Dwarka (District)
Vadaliya
1695 51.62% 48.37% 8.02% 52.09% 36.40% 63.59%
Sinhan
Sodhu Targhudi 1436 53.55% 46.44% 9.33% 61.97% 33% 66.99%
Kajurda 1673 52.36% 47.63% 7.59% 50.56% 28.63% 71.36%
Nana Mandha 1934 51.34% 48.65% 6.35% 49.48% 31.38% 68.61%
Danta 1452 51.58% 48.41% 14.80% 40.42% 25.48% 74.51%
Dharampur 15344 52.99% 47% 0.41% 72.03% 37.50% 62.49%
Harsadpur 10288 50% 49.99% 5.76% 62.99% 36.94% 63.05%
Kuvadiya 1168 55.82% 44.17% 1.19% 57.87% 45.71% 54.28%
Hansthal 1440 51.04% 48.95% 11.80% 57.70% 60.90% 39.09%
Viramdara 2550 49.84% 50.15% 4.784% 60.03% 48.43% 51.56863
Vadtra 5105 50.04% 49.95% 3.70% 56.76% 48.57% 51.42%
Sonardi 1273 53.18% 46.81% 2.90% 56.24% 31.65% 68.34%
Dhandhusar 578 50.86% 49.13% 0% 55.01% 28.54% 71.45%
Hanjdapar 1401 51.46% 48.53% 1.57% 53.60% 28.76% 71.23%
Datarna 2315 50.45% 49.54% 2.98% 60.56% 33.77% 66.2%
Juvanpar 3426 51.72% 48.27% 0.52% 59.60% 48.54% 51.45%
Ran 8648 51.43% 48.56% 4.08% 54.63% 34.06% 65.93%
Nandana 7106 53.57% 46.42% 10.09% 56.44% 38.62% 61.37%
Bhatiya 17352 49.31% 50.68% 8.24% 64.24% 32.67% 67.32%
Bamansa 1198 52.08% 47.91% 3.33% 53.83% 36.31% 63.68%
Kuranga 1162 50.43% 49.56% 14.45% 45.09% 32.61% 67.38%
The occupational structure of the project area suggests high proportion of population
engaged in agricultural activities. About 12.11% of the populations have been engaged
in cultivation. About 5.48% of the total population of the area is agricultural labors.
Total main and marginal workers are about 37.3%. Female participation has been
much less as compare to male in all the areas.
TABLE 3-4 :THE PROJECT OCCUPATIONAL STRUCTURE

WORKING POPULATION BY INDUSTRIAL CATEGORIES
PROJECT SITE
Cultivators Male 15261 (10.5%)
Female 2338 (1.61%)
Total 17599 (12.11%)
Agricultural Laborers Male 5450 (3.75%)
Female 2513 (1.73%)
Total 7963(5.48%)
Workers in Household Categories Male 320 (0.22%)
Female 96 (0.07%)
Total 416(0.29%)

WORKING POPULATION BY INDUSTRIAL CATEGORIES

PROJECT SITE
Other Workers Male 18301 (12.6%)
Female 1884 (1.3%)
Total 20185(13.89%)
Total Main and Marginal Workers Male 41833 (28.79%)
Female 12370 (8.51%)
Total 54203(37.30%)
3.7. Results of Baseline Socio-economic Survey
3.7.1. Social Profile of Project Affected Persons (PAPs)
(i) Summary of Project Impacts
Social impact assessment is done to identify impacts of proposed two road sections i.e.
Dwarka – Khambhalia – Devariya SH-25 (Existing Chainage 130+000 to 203+530 )
and Dhrol – Amran – Pipaliya in two sections (i )SH-25 (Existing Chainage 0+000 to
13+600 ) & (ii) SH -6 (Existing Chainage 24+000 to 73+000 ) which are located in
Devbhoomi Dwarka, Jamnagar and Morbi, Jamnagar districts stretching about 175
Kms. in Gujarat state respectively.
The proposed widening will have Amran by pass & Dhrol By pass in Dhrol – Amran
stretch where as no bypass is proposed in Dwarka – Khambhalia – Devariya section.
Existing Right of Way (ROW) is about 20-30 meters wide. The proposed ROW is 45 m
at existing road sections & 60 meters at by pass sections. Therefore, about 15-30 meters
additional width is required for improving by Two/Four laning with paved shoulder
NH configuration under Bharatmala Project.
Following section discusses summary of project impacts because of two / four laning
of improvement of propose SH-25 & CSH-6 in Devbhoomi Dwarka, Jamnagar and
Morbi districts of Gujarat. As mentioned earlier also, about 15-20 meter additional
land width is required for improvement of existing road. Besides that land acquisition
of 60 meter width is required fat bypass locations.
(ii) Gender-Sex Composition
The data on gender and sex ratio is a helpful indicator to gauge the participatory share
of male and female in the society, which is also an important indicator for human
development index.

It is observed from the secondary data of Dwarka – Khambhalia – Devariya stretch

that 52% are male and remaining 48% are female. It is observed that male dominate in
both the core and buffer zone. The sex ratio is 962 female per 1000 males in core zone
and 863 female per 1000 male in buffer zone in the said stretch. The same has been
TABLE 3-5 : GENDER AND SEX RATIO DWARKA – KHAMBHALIA – DEVARIYA

Road Section Zone Total Total Gender Sex
HH Populations Mail Female Ratio
Dwarka – Core Zone 23965 124446 63834 61411 962
Khambhalia – Buffer Zone 17668 94705 50398 43508 863
Devariya
Total - 41633 219151 114232 104919 918
There are 50% male and an equal number of female in the study area of Dhrol –
Amran stretch, sex ratio is 972 females per 1000 males in core zone and 996 female per
1000 males in buffer zone of the Dhrol – Amran stretch The same has been presented
in the following table:
TABLE 3-6 : GENDER AND SEX RATIO DHROL – AMRAN

Stretch Zone Total Total Gender Sex
HH Populations Male Female Ratio
Dhrol – Amran Core Zone 16052 80171 40441 39346 972
Buffer Zone 5988 28826 14635 14575 996
Total - 22040 108997 55076 53921 979
(iii) Educational Level
Education is a tool for vertical mobility in the society. It provides an opportunity to

participate in the process of growth and developments. In all the cases, education is a
basic need and best indicator of socio-economic development of a region. The analysis
of secondary data indicates that out of the total population residing in core zone in
Dwarka – Khambhalia – Devariya stretch 63.4% are literates and 55% are literate in
buffer zone. On the other hand 65.3 % literate are found in the core zone in Dhrol –
Amran stretch and 65.2% in Buffer zone. Dhrol – Amran stretch has more number of
literates when compared to other stretch.
TABLE 3-7 : EDUCATIONAL ATTAINMENT DWARKA – KHAMBHALIA – DEVARIYA ROAD SECTION

Stretch Zone Literates Illiterates
Dwarka – Khambhalia – Devariya Core 78927 45519
Buffer 52703 42002
Total - 131630 87521

TABLE 3-8 : EDUCATIONAL ATTAINMENT DHROL – AMRAN ROAD SECTION

Dhrol – Amran Core 52390 27781
Buffer 18797 10029
Total - 71187 37810
Higher literacy level in the project area will help in easy communication with PAPs on
social issues such as HIV/AIDS prevention, resettlement and rehabilitation options,
compensation and project related decisions. This could be relatively easier by using
print media to convey the messages to a majority of PAPs. Further, the strategies for
enhancement of livelihood of PAPs will be relatively easier to implement through
training programs.
(iv) Occupational Structure
Occupational pattern helps in identifying dominant economic activity in the area. The
secondary data collected shows that out of the total population 60 % are workers and
the other 40% are non workers in Dwarka – Khambhaliya –Devariya Road Section,
from the secondary data it can be inferred that out of the 60% working population 85%
are main workers and 15% are marginal workers. As Jamnagar district is home to the
largest refinery in the world and also many industrial units, the quantity of other
workers engaged in these industry is very large and it amounts to 36% of the total
working population.
TABLE 3-9 : OCCUPATIONAL PATTERN DWARKA – KHAMBHALIA – DEVARIYA ROAD SECTION

Road Section Zone Main Marginal
A C HH OW A C HH OW
Dwarka – Core 5623 18086 348 21991 1818 1734 117 3024
Khambhalia – Buffer 5549 27322 182 9121 3665 2615 81 2466
Devariya
Total - 11172 45408 530 31112 5483 4349 198 5490
A: Agricultural labors, C: Cultivators, HH: Household workers, OW: Other Workers
The secondary data collected shows that out of the total population, 40 % are workers
and the other 60% are non-workers in Dhrol – Amran Road Section, from the
secondary data it can be inferred that out of the 40% working population 89% are
main workers and 11% are marginal workers. As Jamnagar district is home to the
largest refinery in the world and also many industrial units, also Morbi district is
famous for its ceramic industry and the number of other workers engaged in these
industries in both Jamnagar and Morbi district is very large and it amounts to 40% of
the total working population.
TABLE 3-10 : OCCUPATIONAL PATTERN DHROL – AMRAN ROAD SECTION
A C HH OW A C HH OW
Dhrol – Amran Core 1398 4034 148 5812 860 188 89 470
Buffer 560 11513 360 10442 1150 753 104 919
Total - 7002 15547 508 16254 2010 941 193 1389

A: Agricultural Labors, C: Cultivators, HH: Household workers, OW: Other Workers
(v) Economic profile
Jamnagar district caters to over 70% of the country’s requirement for brass parts
supply. There are over 4,500 units involved in production of brass parts and
Jamnagar district is the major supplier to the electric and electronics factories located
in Delhi, Bangalore and Mumbai, yearly around INR 300 crore worth of brass parts
are produced by industries in Jamnagar, of which 90% is marketed within the
country and 10% is exported.
Jamnagar is one of the principle inventers for production of tie-dyed fabric

(Bandhani) in the State, yearly production accounting being around INR 250 crore.
Other major industry sectors of the district include engineering & machinery, plastics
and oil mills
Petroleum refineries of industry leaders such as Reliance Industries and Essar oil are
present in the district also chemical fertilized complex of Gujarat State Fertilisers is
present in the district. Devbhoomi Dwarka district has a huge coastline, the salt
manufacturing is another area in which Devbhoomi Dwarka and Jamnagar district
propels, salt is exported to China, Indonesia, Vietnam, Bangladesh, Japan and Nepal.
Devbhoomi Dwarka is largest producer of Bauxite in Gujarat, huge reserves of

bauxite are found in the district. Hence, mineral based calcite, bauxite, amery and
abrasives industries are well developed in Devbhoomi Dwarka and nearby Jamnagar
districts. Jamnagar district produce close to 96 % of the Gujarat states total Bauxite
production.
Morbi district is newly carved in the year 2013 on Independence Day; formerly it was
part of Rajkot district, as discussed above the occupational pattern in Morbi is
primarily manufacturing and service sector. The district is famous for its ceramic
units, many other manufacturing units for machine tool, industrial equipment are
also present. On the other hand small industries in the district are dominated by
foundries, engineering and automobile works wall clocks. On the mineral front
fireclay used in ceramic industries is found in abundance in Morbi district.
3.8. Stakeholder Consultation
(i) Consultation at Village and local level
Generally the consultation at village level has been organized at pre-decided dates and
venues. All concerned stakeholders including potential PAPs are invited to participate
in the discussions. Issues related to projects are being put on record for future project
planning and incorporation of suggestions in detailed (technical) report preparation.
One of the basic features of the present consultation strategy was to involve local
representatives in project planning so that implementation (particularly options of

bypasses, realignments, LA, issues related to utility shifting) could be faster and
focused. For this purpose the project preparation team had series of consultation with
these stakeholders and future consultation is also planned. This is to ensure findings
of consultation as an input of project planning and to establish feedback mechanism.
Consultation at village level has identified important issues/concern related to

widening of the road, acquisition of land and compensation at market value, cutting of
trees and replacement of irrigation structures.
(ii) Consultation at Official Level
The consultant’s team is in continuous touch with the officials from National
Highways Authority of India (NHAI). Important agenda of discussion during these
meetings have been improvement proposal in built-up locations, community facilities
in settlement portion, cross drainage, traffic forecast, land acquisition and other
regulatory clearances.
(iii) Consultation during Detailed Project Preparation Stage
Consultation during detailed project preparation stage is planned. These consultations

will be held soon after finalization of land plan.
(iv) Role and Responsibilities Identified during Consultation
The above-mentioned highlight of consultation suggests role and responsibility of

stakeholders in project planning. Table 3.11 envisaged responsibilities of officials and
expected benefits from the consultation. From the consultation, it was established that
implementation of the project could be better done in close coordination with regular
PWD engineers, forest officials, revenue officials and local representatives.

TABLE 3-11 : ROLE AND RESPONSIBILITIES IDENTIFIED AFTER CONSULTATION

Stakeholders Roles and Responsibility Expected Benefit for the Project
Potential Project Affected Participate in formal and Easing Implementation, Incorporation

Persons, Project Affected informal public meeting, of good practices (from long term
groups, Project Affected Raise critical issues relevant memories of people) of the past in
Communities, Host to the project, Suggest project design.
Population alternative alignments, Planning for road safety issues.
Options of widening, Community capacity building and
Methodologies for agreement sense of ownership of the project.
on compensation and
assistance, suggest
methodologies for continued
participation in project cycle
Engineers supervision Land Acquisition Forest Ease implementation People oriented
consultant and NHAI Clearance Participate in planning Ensured public cooperation
Public meetings Participate in Determination of market value
Block and District Level
Meeting
Forest Official Enumeration of trees Faster Forest Clearance for the project
Identification of eco sensitive Land use conversion of Forest Land is
hot spots Scrutiny of easier
application form for forest
clearance Permission for tree
cutting
Salvaging/Auctioning of
trees
Land Acquisition Officials Authentication of existing Speedy and timely land acquisition
land Ensure availability of
land for road improvement
Timely evacuation of
Corridor
Line Department Officials Permission to acquire land Eases implementation
(Irrigation, Telephone, from irrigation department
Municipalities, Panchayat) Estimates for Utilities
Dovetailing Government
schemes
(v) The LA process for NH Project
Land acquisition plan has been prepared with the help of Revenue maps of villages.
The details of area to be acquired will be verified for each village and subsequently
submitted to take up the LA process with the concerned Revenue Department.
A total of 22 villages have land adjacent to the Dwarka – Khambhalia – Devariya Road
Section. Out of these 22 villages, 1 village is located in Lalpur Tehsil of Jamnagar
district, 1 village is located in Okhamandal Tehsil of Devbhoomi Dwarka district, 4
villages are located in Kalyanpur Tehsil of Devbhoomi Dwarka and the rest 16 villages
are located in Khambhaliya Tehsil of Devbhoomi Dwarka district. The administrative
details of the villages on Dwarka – Khambhalia – Devariya road section is as under:

TABLE 3-12 : VILLAGES ALONG DWARKA – KHAMBHALIA – DEVARIYA ROAD SECTION

District Tehsil Village along the road
Jamnagar Lalpur Mithoi
Okhamandal Kuranga
Juvanpur
Nandana
Kalyanpur
Bhatiya
Bamansha
Sihanvadaliya
Tarbadi
Danta
Kuvadiya
Hansathal
Dwarka Vadatra
Kanchanpar
Sonardi
Khambhalia
Dhandusar
Hanjdapar
Datrana
Dharmpur
Harshadpur
Sakhpar
Khambhaliya
Limbdi
A total of 27 villages have land adjacent to the Dhrol – Amran Road Section. Out of
these 27 villages, 4 villages are located in Dhrol Tehsil of Jamnagar district, 10 village
are located in Jodiya Tehsil of Jamnagar district, 5 villages are located in Morvi Tehsil
of Morbi district and rest 8 villages are located in Maliya Tehsil of Morbi district. The
administrative details of the villages on Dhrol – Amran road section are as under:
TABLE 3-13: VILLAGES ALONG IN DHROL – AMRAN ROAD SECTION

Dhrol Dhrol
Motagarediya
Jamnagar
Mawapar
Nana garediya
Jodiya Lakhtar
Badra
Keshiya
Manpar
Balmba
Jamnagar
Tarana
Madpar
Samparna
Dudhai
Mawanugam

Morvi Amran
Kharachiya
Morbi Hajnadi
Virparda
Madpar
Steps followed in the preparation of land acquisition plan are:
• Collection of Photocopy of Revenue Maps from Revenue Department;

• Superimposition of Designed alignment on Revenue Map;
• Verification of each plots under acquisition in the field;
• Estimating the exact area to be acquired;
• Collection of Land Ownership Details (Khasra) from the Concerned Tahsil Office;
• Preparation of LA Plan up to the requirement of 3(D) notification under LA Act;
• Submission of LA Plan to PIU, NHAI. Based on above mentioned procedure land
acquisition Plan is prepared.
(vi) Brief Features of the NH Act 1956
In the present project intervention, the National Highways Act, 19561 (hereafter NHAI
Act) is used to carry out land acquisition for National Highways projects. The Act
provides NHAI power to acquire land through “Competent Authority” (CA), the
district collector and/or NHAI staff) through notification of official gazette by the
Central Government.
For Land Acquisition (LA), the Act defines the various steps of the process as follows:
(1) Section 3A – power to acquire land;
The National Highways Act, 1956 with National Highways Authority of
Indian Act, 1998 and Allied Rules.Law Publishers (India) Private Ltd,
undated. The LA Act of 1894 does not apply in case of NHAI projects.
(2) 3B – power to enter for surveys;
(3) 3C – hearing of objections;
(4) 3D – declaration of acquisition;
(5) 3E – power to take possession;
(6) 3F – power to enter into the land where land has vested in the central
government;
(7) 3G – determination of amount payable as compensation; and
(8) 3F – deposit and payment of amount.
The Act requires that the processes must be completed within a year from 3A to 3D.
The acquisition process is faster3 due to central government coordination and
provision for arbitration4 or power of civil court for trying any LA-related dispute.
(vii) Land Plan Schedule
Land will be acquired by District Administration on behalf of National Highways

Authority of India (NHAI). Land Acquisition process will be initiated by submitting
draft 3(a) notification under NH Act 1956 and proceed ahead with LA acquisition
process.
(viii) Status of Current Land Acquisition for the Project
The land survey has been conducted and data collection for various notifications is in
process. However acquisition will be done concurrently with engineering studies.
3.9. Institutional Framework for Implementation of RAP
Effective implementation of Resettlement plan requires an efficient institutional

framework and time bound implementation schedule. The RAP implementation
process would involve people at every stage so that R&R activities completes within a
time frame.
(i) Resettlement Institutions and Framework
NHAI has an Environmental and Social development Unit (ESDU) at the corporate
level, which will closely work with the Project Director, PIU. The Project Director, PIU
will be overall responsible official for all civil construction work and smooth
implementation of RAP in the assigned districts. The Manager (Tech) will be
responsible for implementation supervision of R&R
The ESDU at apex level will have overall responsibility for policy guidance,
coordination, and contingency planning, monitoring and overall reporting during RP
implementation. The ESDU headed by Chief General Manager (Land and
Environment), will have a Manager R&R and Manager Environment. The PIU and
field offices will coordinate with the various Government Departments, like Revenue,
Forest, other administrative units at various levels, and other local NGOs for
convergences of resources and to facilitate smooth implementation of RP.
(ii) Roles and Responsibilities
The role and responsibilities of the various offices in R&R implementation is presented
in this section. The Chief General Manager (CGM) and Regional Officer (Technical)
will be in charge of the overall project activities and participate in the State level
Committee to facilitate land acquisition, pre-construction activities and
implementation of R&R activities. The Project Director PIU shall:
• Co-ordinate the implementation of R&R activities with corporate and field staff;
• Review the implementation of R&R;
• Review monthly progress;
• Monitor the progress on R&R and land acquisition;
• Establish appropriate mechanism for monitoring and evaluation; and
• Plan and conduct training programs for staff capacity building The Manger
(Tech) will be responsible for acquisition of land, relocation of road
sideproperties, forest clearance. Specific roles are as follow

 Co-ordinate with the District Administration, on LA R&R,
 Make available the RAP at the project site office;
 where required;
 Liaison with the District Administration and DRDA for dovetailing
government developmental programs for the socio-economic benefit to the
PAPs;
 Develop and maintain a PAP level database including aspects related to
losses, compensation, R&R entitlement, release of funds and utilization
 Ensure transfer of funds (including the R&R entitlement) in the account of
PAFs;
 Ensure release of amount as per the milestones indicated in RAP;
 Monitor physical and financial progress on LA, R&R;
(iii) RAP Implementation Tasks
The PD-PIU will be responsible to carry the following task concerning resettlement of
the project:
• Overall responsibility of implementation of R&R activities of RAP;
• Responsible for land acquisition and R&R activities in the field;
• Ensure availability of budget for R&R activities;
• Liaison with district administration for support for land acquisition and
implementation of R&R ; and
• Participate in the District Level Committees.
3.9 GRIEVANCE REDRESS COMMITTEE
The RAP has a mechanism to ensure that the benefits are effectively transferred to the
beneficiaries and will ensure proper disclosure and public consultation with the
affected population. However, need also exists for an efficient grievance redresses
mechanism which will assist the PAPs in resolving queries and complaints. Land
Acquisition will take place according to NH Act 1956 (Amended 1988). Compensation
and entitlements will be paid according to the Policy approved by the NHAI. Any
shortfalls and disputes will be addressed through the grievance redresses mechanism.
(i) The District Administration
The project is expected to work in close coordination with District Administration. The
expected cooperation from District Administration is:
• To provide support for the PAPs on problems arising out LA/property
acquisition;
• To record the grievances of the PAPs, categories and prioritize and solve
them within a month;
• To inform PIU of serious cases within an appropriate time frame; and
• To report to the aggrieved parties about the development regarding
their grievance and decision of PIU.

E
TABLE 3-14 : RESETTLEMENT ACTION PLAN (RAP) IMPLEMENTATION SCHEDULE

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

•
Details of Engineering Survey and Investigation
Chapter 4 –Details of Engineering Survey and Investigations

Final Detailed Project Report /Volume I/Chapter 4–Details of Engineering Survey and Highway Division
Investigations
Chapter 4 – Details of Engneering Surveys and

Investigations
4.1. Introduction
The main objective of the Consultancy services comprise of carrying out the
Feasibility Study Report and Detailed Project Reports for widening / improvement
of existing intermediate / two lane carriageways to two / four lane carriageway with
paved shoulders NH configurations.
Detailed inventory was carried out by the Consultants in respect of the various
features of the project road “Dwarka (Kuranga) – Khambhaliya – Devariya” and
“Dhrol – Amran - Maliya”. The project road length is 136.1 km after delinking the
Pipaliya – Maliya road section by NHAI.
Keeping in view the magnitude of the project area involved, the Consultant
deployed teams of experts, by equally apportioning the assignment. The teams for
the project have been drawn from the pool of experts available with the Consultants.
Due consideration has been given to the specific requirements of Terms of Reference
while selecting the experts. The experts have extensive experience in the related areas
and have worked on similar projects in India and abroad.
4.2. Primary Surveys and Investigations
The various Engineering Surveys and Investigations carried out for the Project are
listed as following:
i) Inventory
a. Road
b. Cross Drainage Structures
c. Bridges and Structures
ii) Condition Surveys
a. Pavement
b. Cross Drainage Structures
c. Bridges and Structures
d. Road Roughness
iii) Pavement Investigations
a. Trial Pit Investigations
b. Sub-grade Investigations
c. Benkelman Beam Deflection Test
iv) Sub-soil Investigations
Investigations
v) Hydraulic and Hydrological Investigations

vi) Topographic Survey
vii) Preparation of Strip Plan
viii) Public Consultation with Stakeholders and Elected Representatives
ix) Traffic Survey
x) Identification of Black Spots
xi) Environmental and Social Surveys
This chapter brings out the salient features in respect of the major field studies and
investigations taken up to determine the construction requirements for the Project
Road.
The basic data collected from different engineering surveys is presented in Chapter 5-
Analysis and Interpretation of Surveys and Investigation Data.
4.3. Secondary Surveys
The Consultants collected all relevant data from Gujarat State Road Development
Corporation (GSRDC), GIDC, State PWD, Forest Division, District Collectorate,
GWIL and GWSSB, Water Supply Divisions, Irrigation department, State Electricity
Boards and other related organisations / agencies, and studied them in detail. The
consultant also made an in-depth desk study of the available maps so as to make an
overall assessment of road condition, geometry, topographic features, drainage
characteristics, ROW constraints, existing utilities, geology of the project area and
other relevant features.
Secondary data collected from the various agencies are compiled and submitted
separately as Appendix to Feasibility Report: B. Secondary Data to Feasibility Study
Report in January 2017.
4.4. Inventory
4.4.1. Road and Pavement Inventory
A detailed inventory was carried out along the project road corridor in order to
collect relevant information in respect of:
 Terrain (plain/rolling/hilly)
 Land-use (built-up/agriculture/forest/industrial/barren)
 Name of village/town/city
 Formation width
 Carriageway details
 Type (bituminous/cement concrete/gravel/earthen)

Investigations
 Width
 Condition (good/fair/poor/very poor)
 Shoulder
 Width
 Condition (good/fair/poor/very poor)
 Embankment height/cut
 Cross road details
 Location
 Road number
 Width
 Direction of crossing
 Utilities/services/facilities
 Rivers/streams/water courses
 Railway crossing
 Environmentally sensitive features
 Any other feature not covered above
The Consultant had tried their best to get the existing Right of way (ROW)
information from the state PWD and revenue department. No such record is
available with PWD and there is anomaly in the data / maps made available by
Revenue Department. It was noticed that in some of the Khasra maps, even the
project road is not available. The same was brought to the notice of the concerned
Revenue Department and it was assured that the same would be taken care of during
joint measurement (JMS). The data / records collected from secondary surveys was
compiled and verified at site.
The road inventory data for the project road length was collected for each kilometer
and part thereof as warranted by appreciable change in the physical features. The
road inventory data summary & findings has been presented in a separate Volume:
Annexure to Main Report – Part-1: Road Works (Primary Data)”.
Existing Carriageway
The Project road is in general two lane configuration and the existing pavement is of
flexible nature. The lane configuration and formation width by terrain type is given
as under.
TABLE 4-1 : LANE CONFIGURATION
Road Section Terrain Road Length Pavement Formation
(km) width (m) Width (m)
Dwarka (Kuranga) – Plain 73.5 7.0 10.5-14.0
Khambhaliya - Devariya
Dhrol – Amran - Maliya Plain 62.6# 6.1-7.0 8.0-9.5

Investigations
# Revised length of Road Section is 62.6 Km upon delink of Maliya-Pipaliya road section of
24.0Km.
4.4.2. Cross Drainage Structures (Culverts)
Detailed inventory of cross drainage structures were carried out along the project
roads in order to collect relevant information in respect of:
 Culvert /Bridge / Causeway No.

 Location (km)
 Type of Structures (pipe/slab/(no. x length, m)
 Carriageway Width (m)
 Width of Culvert (m)
4.4.3. Cross Drainage Structures (Bridges and Structures)
Detailed inventory of cross drainage structures were carried out along the project
roads in order to collect relevant information in respect of:
 Bridge / Causeway No.

 Location (km)
 Type of Structures (Major/Minor etc. (no. X length, m)
 Carriageway Width (m)
 Width of Bridges (m)
4.5. Condition Surveys
The consultants have carried out condition surveys of existing features specific to the
alignment in the following respect in order to assess structural and functional
adequacy of the project road:
 Pavement condition
 Cross Drainage Structures
 Riding Quality (Surface Unevenness)
 Bridges & Structures

Investigations
4.5.1. Pavement Condition Surveys
A detailed visual pavement condition survey was carried out along the project road
corridor in order to collect relevant information about the following:
 Riding quality (good/fair/poor/very poor)

 Cracking (narrow and wide cracking), % of pavement area affected

 Ravelling, % of pavement area affected
 Potholing, % of pavement area affected
 Rut depth in mm
 Edge break, length (m)
 Shoulder type (paved/unpaved) and condition (fair/poor/failed), edge drop

(mm)
 Embankment condition (good/fair/poor) and extent of slope erosion
 Road side drain condition (general/in cut sections/at high embankments) and
connectivity of the turnouts into the natural topography
 Special Problem
Visual pavement condition surveys were carried out supplemented by simple

measurements. Additional care/attention was accorded to the sections showing
more distresses.
The data collected has been complied in pre-designed format and presented in a
separate Volume: Annexure to Main Report – Part-1: Road Works (Primary Data)”.
4.5.2. Cross Drainage Structures
Detailed condition survey for cross drainage structure was carried out along the
project road inorder to collect relevant information in respect of:
 Slab/Pipe/Box/Arch
 Head Wall
 Wing Wall/Return Wall
 Parapet/Handrail
 Presence of Scour
 Inlet
 Outlet
 Adequacy of Waterway
 Protection Works
Investigations
 Special problem, if any
Detailed condition surveys have been carried out for all the cross drainage structures
using visual means supplemented by simple measurements, local inquires and
discussions with NHAI, State & PWD officials. The data so collected have been
compiled to make an assessment concerning the structural and hydraulic adequacies
of the existing structures.
Inventory of cross-drainage structures data summary and findings have been

presented in the presented in a separate Volume: Annexure to Main Report – Part-1:
Road Works (Primary Data)”.Inventory and Condition Survey of Culverts.
Condition Surveys for Bridges, Culvert & Structure
Detailed condition survey of cross drainage structures was carried out along the
project roads in order to collect relevant information in respect of:
 Drainage system and spouts;

 Reinforced concrete deck with special reference to distresses such as cracking,
 Leaching, spalling of soffit and edges;
 Exposed reinforcement and corrosion;
 Bearings;
 Stone/brick masonry arches
 Abutments, piers, wing walls and return walls;
 Hydraulics with special reference to adequacy of waterway, Presence of Scour,
 Change in flow pattern,
 Erosion/degradation of bed/banks and condition of protective works.
 Parapet/Handrail
 Wearing coat, kerb, footpath and railing;
 Expansion joints;
 Special problem, if any
The Consultant carried out necessary surveys and investigations (Visual Condition
Survey) to establish the remaining service life of each retainable bridge or structures
with or without the proposed strengthening and rehabilitation according to
acceptable international practice, wherever found essential.
The data collected has been complied in pre-designed format and presented in
Appendix-5.1 of “Annexure to Main Report– Primary Data (Bridge Works)”.

Investigations
Geo-Technical Investigation
Geo technical investigation for the proposed new

bridges/Bypasses/realignment/structures is in progress. Number of boreholes to be
drilled for various types of structures shall be as per Terms of Reference (TOR).The
Consultants shall carry out geo-technical investigations and sub-surfac eexplorations
for the proposed Bridges / Rail over bridges / viaducts /inter -changes etc., along
with high embankments and any other location as necessary for proper design of the
works and conduct all relevant laboratory and field tests on soil and rock samples.
The minimum scope of geo-technical investigations for bridge and structures shall
be as under:
S. No. Description Location of Boring

1. Overall length = 6 - 30m One abutment location.
2. Overall length = 30 - 60m One abutment location and at least one intermediate
location between abutments for structures having
more than one span.
3. Overall length > 60m Each abutment and each pier locations.
4. Where proposed alignment is in deep cut, one bore at each location up to a
depth of around 1.5 times the depth of cut will be drilled.
5. Geo-technical investigations are being carried out along the project road on the
proposed widening side. Boreholes are being made for a depth of 2m from the
existing natural ground level. The criteria adopted for fixing up the frequency of
borehole locations were mainly based on TOR requirement and in support
additional boreholes were made at closer intervals where the soil strata has
changed and this location was mainly assessed by visual assessment.
The spans adopted for causeways are tentative at this stage. It may vary during the
detailed study; NHAI will be informed for any variation. At present two bores have
been proposed for causeway, where the length of structure anticipated between 50m
to 60m, for getting the fairly proper idea of the sub soil strata. Where major bridge
has been anticipated one bore at each foundation location has been proposed.
Number of boreholes for Proposed Grade Separators, Viaducts and ROB’s, Vehicular
and Non-Vehicular underpasses, if required, shall also be as per this clause.
In case hard rock is met with at any point during drilling, drilling shall be continued
for a minimum length of 3 m into hard rock to differentiate between boulders and
rock.

Investigations
Major bridges / Grade Separators / Viaducts / ROB’s / with open/ foundations in soft
rock
In case hard rock is not met with, the borehole shall be terminated by going 10 m
into sound soft rock. The depth has been proposed by taking into view that open
foundation shall be founded 1.5 m below top of soft rock and with an approximate
footing width of 6m.
Major bridges / Grade Separators / Viaducts / ROB’s / with well / pile foundations soft
rock
In case hard rock is not met with, the borehole shall be terminated by going 10 m
into sound soft rock. The depth has been proposed by taking into view that well /
pile foundation shall be founded approximately 5-6 m below top of soft rock and
drilling of bore to be continued for a further depth of 5 m to establish continuity of
soft rock below founding level.
Minor bridges / Vehicular and non-vehicular underpassesin soft rock

In case sound hard rock is not met with, the borehole shall be terminated by going 5
m into soft rock, as for minor bridges open foundation shall be kept 1.5 m below top
of sound soft rock and a soil strata of 3.5 m below founding level is sufficient for
carrying out design of foundation of minor bridges.
Depth of drilling of boreholes in soil
Major bridges with open foundations

For Major bridges with open foundations, it is proposed to keep the depth of
borehole as 40 m. The depth has been proposed by taking into view that open
foundation shall be founded 6-7 m below ground level and with an approximate
footing width of 8 to 10m for piers and abutments.
Major bridges / ROB’s with well / pile foundations

For Major bridges / ROB’s with well / pile foundations, it is proposed to keep the
depth of borehole as 40 m. The depth has been proposed by taking into view that
pile / well foundation shall be founded 25m /30 m below ground level and with a
approximate diameter of well / pile group width of 7m / 10 m.
Minor bridges / Vehicular underpasses

Majority of minor bridges and underpasses are having single span arrangement. For
Minor bridges with open foundations, it is proposed to keep the depth of borehole as
20 m. The depth has been proposed by taking into view that open foundation shall
be founded 5-6 m below ground level and with an approximate footing width of
abutments 7-8 m.

Investigations
Locations of bore holes were fixed from the edge of carriageway such that it will be
as close as possible to the abutment/pier location of recently widened bridge/single
Lane Bridge without damaging the existing structure. For bypasses the location of
bore holes shall be fixed such that it will fall within foundation of the proposed
structure.
Testing of samples, collected during sub soil investigation for the completed bores, is
in progress in the laboratory. Based on these results type and depth of foundation
for each structure will be fixed.
4.6. Materials / Pavement Investigations
Materials/Pavement Investigations carried-out along the project road and project

Influence area includes trial pit investigation of the existing pavement and existing
subgrade, construction materials survey and investigation, existing subsoil
characteristic in the realignments/bypass. The details of the complete Materials
Investigations are presented in Volume III: Materials Report of this Detailed Project Report.
4.7. Traffic Survey
The data obtained from Traffic Surveyshave been reported in details with analysis
and findings in “Chapter 6: Traffic Analysis and Demand Forecast” of “Volume-I:
Main Report”.The complete traffic data collected has been complied in pre-designed
format and presented in Appendix-4.1 – 4.4of“Annexure to Main Report – Part-1:
Road Works ( Primary Data)”.

•
Investigations
Analysis and Interpretation of Survey and
Chapter 5 –Analysis and Interpretation of Survey and Investigation

Final Detailed Project Report /Volume I/Chapter 5–Analysis and Interpretation of Survey Highway Division
and Investigation Data
Chapter 5 – Analysis and Interpretation of Survey and

Investigation Data
5.1. Engineering Surveys and Investigations
The main objective of the Consultancy services comprise of carrying out the
Feasibility Study Report and Detailed Project Reports for widening / improvement
of existing intermediate / two lane carriageways to four lane carriageway with
paved shoulders NH configurations.
Detailed inventory was carried out by the Consultants in respect of the various
features of the project road “Dwarka (Kuranga) – Khambhaliya – Devariya” and
“Dhrol – Amran - Maliya”. The project road length is 136.1 km after delinking the
Pipaliya – Maliya road section by NHAI.
This chapter brings out the salient features in respect of the major field studies and
investigations taken up to determine the rehabilitation / construction requirements
for the Project Road.
5.2. Condition Surveys
5.2.1. Pavement Condition Surveys
A detailed visual pavement condition survey was carried out along the project road
corridor in order to collect relevant information about the following:
 Riding quality (good/fair/poor/very poor)

 Cracking (narrow and wide cracking), % of pavement area affected

 Ravelling, % of pavement area affected
 Potholing, % of pavement area affected
 Rut depth in mm
 Edge break, length (m)
 Shoulder type (paved/unpaved) and condition (fair/poor/failed), edge drop

(mm)
 Embankment condition (good/fair/poor) and extent of slope erosion
 Road side drain condition (general/in cut sections/at high embankments) and
connectivity of the turnouts into the natural topography

 Special Problem
Visual pavement condition surveys were carried out supplemented by simple

measurements. Additional care/attention was accorded to the sections showing
more distresses.
Details of the various road features are given below:

Cracking
Cracking was measured in terms of % cross sectional area of road for entire road length. It can
be seen most of the road section cracking (% area) varies between 0 & 10%. The summary of
the cracking(% area) for the project road has been presented below:
TABLE 5-5-1: SUMMARY OF EXTENT OF CRACKING (% AREA)

Road Section Road Start End Length Cracking (% Area)
ID (Km) (Km) (Km) 0-10 10-30 30-50 >50
Dwarka (Kuranga Jn.) – Devariya Jn. SH25 203.5 130.0 73.5 98.09 1.91 - -
Dhrol Jn. - Bhadra Patiya Jn. SH25 0.0 13.6 13.6 96.32 3.68 - -
Bhadra Patiya Jn. - Pipaliya Jn. CSH6 73.0 24.0 49.0 81.15 18.65 0.20 -
CRACKING (% AREA)
98.09
96.32
81.15
LENGTH ( %)
18.65
3.68
1.91
0.2
0
0-10 "10-30 30-50

AREA(%)
Dwarka (Kuranga Jn.) – Devariya Jn. Dhrol Jn. - Bhadra Patiya Jn.
Ravelling
Ravelling was measured in % area per 100m stretch of road for entire length. It can be seen
that for most of the road section ravelling (% area) varies between 5%-20%&>20 %. The
summary of the ravelling (% area) for the project road has been presented below:

TABLE 5-5-2: SUMMARY OF EXTENT OF RAVELLING (% AREA)

Road Section Road Start End Length Ravelling (% Area)
ID (Km) (Km) (Km) 0-5 5-20 > 20
Dwarka (Kuranga Jn.) – Devariya Jn. SH25 203.5 130.0 73.5 11.02 78.63 10.35
Dhrol Jn. - Bhadra Patiya Jn. SH25 0.0 13.6 13.6 2.94 45.58 51.48
Bhadra Patiya Jn. - Pipaliya Jn. CSH6 73.0 24.0 49.0 6.51 56.15 37.34
RAVELLING (% AREA)
78.63
56.15
51.48
LENGTH(%)
45.58
37.34
11.02
10.35
6.51
2.94
0-5 5-20" > 20

AREA (%)
Pothole
Potholes were measured in nos. per 100 meter road length and % area of the pavement. It can
be seen for most of the road section pothole(% area) isnil to very low pothole. The summary of
the pothole(% area) for the project road has been presented below:
TABLE 5-5-3: SUMMARY OF EXTENT OF POTHOLES (% AREA)

Road Section Road Start End Length Pothole (% Area)
ID (Km) (Km) (Km) Nil < 0.5 0.5- >1
1
Dwarka (Kuranga Jn.) – Devariya Jn. SH25 203.5 130.0 73.5 94.96 4.35 0.40 0.29
Dhrol Jn. - Bhadra Patiya Jn. SH25 0.0 13.6 13.6 91.17 5.14 1.47 2.22
Bhadra Patiya Jn. - Pipaliya Jn. CSH6 73.0 24.0 49.0 70.76 16.53 3.07 9.64

POTHOLE(%AREA)
94.96
91.17
70.76
LENGTH (%)
16.53
9.64
5.14
4.35
3.07
2.22
1.47
0.29
0.4
NIL < 0.5 0.5-1 >1
AREA (%)
Patching
Patching was measured in terms of % area. It can be seen that for most of the road section
patching (% area) varies between nil&upto 20 %. Summary of patching (% area) data has been
presented below:
TABLE 5-5-4: SUMMARY OF EXTENT OF PATCHING (% AREA)

Road Section Road Start End Length Patching (% Area)
ID (Km) (Km) (Km) Nil Up to 20 > 20
Dwarka (Kuranga Jn.) – Devariya Jn. SH25 203.5 130.0 73.5 77.14 5.85 17.01
Dhrol Jn. - Bhadra Patiya Jn. SH25 0.0 13.6 13.6 82.35 16.91 0.74
PATCHING (%AREA)
82.35
77.14
66.53
LENGTH (%)
31.92
17.01
16.91
5.85
1.55
0.74
NIL UP TO 20 > 20
AREA(%)

Riding Quality
Riding Quality were measured based on various pavement distresses and travelling comfort
in G/F/P/VP categories. It can be seen from the table below, that project road stretch have fair
to poor riding condition for entire project stretch.Riding Quality (G/F/P/VP) data has been
presented below:
TABLE 5-5-5: SUMMARY OF RIDING QUALITY
Road Section Road Start End Length Riding Quality (G/F/P/VP)
ID (Km) (Km) (Km) Good Fair Poor Very
Poor
Dwarka (Kuranga Jn.) – Devariya Jn. SH25 203.5 130.0 73.5 0.95 76.73 20.48 1.84
Dhrol Jn. - Bhadra Patiya Jn. SH25 0.0 13.6 13.6 - 58.08 41.92 -
Bhadra Patiya Jn. - Pipaliya Jn. CSH6 73.0 24.0 49.0 7.88 47.30 34.42 10.4
RIDING QUALITY
76.73
58.08
LENGTH (%)
47.3
41.92
34.42
20.48
10.4
7.88
1.84
0.95
GOOD FAIR POOR VERY POOR

QUALITY
Shoulder Condition & Edge Drop
Conditions of Shoulder were also collected based on the following criteria:

 Pavement edge drop & Shoulder condition (fair/poor/very poor/failed)
 pavement edge drop < 50mm
 edge break <100mm, fair shoulder
 edge break 100-300mm, poor shoulder
 pavement edge drop >150mm
 edge break >300mm, failed shoulder
Shoulder conditions were measured based on Fair/Poor/Very Poor/Failed categories

and presented as percentage of road length. The detailed shoulder condition data has
been presented below

TABLE 5-5-6: SUMMARY OF SHOULDER CONDITION

Road Section Road Start End Length Shoulder (Fair/Poor/V.
ID (Km) (Km) (Km) Poor/Failed)
Fair Poor V. Failed
Poor
Dwarka (Kuranga Jn.) – Devariya Jn. SH25 203.5 130.0 73.5 80.40 18.36 - 1.24
Dhrol Jn. - Bhadra Patiya Jn. SH25 0.0 13.6 13.6 17.64 82.35 - -
Bhadra Patiya Jn. - Pipaliya Jn. CSH6 73.0 24.0 49.0 13.65 86.15 - 0.20
SHOULDER
86.15
82.35
80.4
LENGTH (%)
18.36
17.64
13.65
1.24
0.2
0
0
0
FAIR POOR V. POOR FAILED
CONDITION
Edge drops were measured in mm. The detailed data has been presented below:
TABLE 5-5-7: SUMMARY OF EDGE DROP

Road Section Road Start End Length Edge Drop (mm)
ID (Km) (Km) (Km) 0-20 20-50 >50
Dwarka (Kuranga Jn.) – Devariya Jn. SH25 203.5 130.0 73.5 99.86 0.14 -
Dhrol Jn. - Bhadra Patiya Jn. SH25 0.0 13.6 13.6 100 - -

EDGE DROP
99.86
100
88.46
LENGTH (%)
10.57
0.97
0.14
0
0-20 20-50 >50
EDGE DROP (MM)
Embankment Condition
The entire project road length is having low to medium height of embankment (0.5 to
1.5m) except for the approaches of some minor/major bridges. Slopes of the
embankment have not been protected.
Generally the embankment condition is fair to poor in the entire stretch of the project
road. Summary of the embankment condition data has been presented below:
TABLE 5-5-8: SUMMARY OF EMBANKMENT CONDITION

Road Section Road Start End Length Embankment
ID (Km) (Km) (Km) Condition
(% of Road Length)
Good Fair Poor
Dwarka (Kuranga Jn.) – Devariya Jn. SH25 203.5 130.0 73.5 - 0.68 99.32
Dhrol Jn. - Bhadra Patiya Jn. SH25 0.0 13.6 13.6 - 2.94 97.06
Bhadra Patiya Jn. - Pipaliya Jn. CSH6 73.0 24.0 49.0 - 16.92 83.08

EMBANKMENT CONDITION
99.32
97.06
83.08
LENGTH (%)
16.92
2.94
0.68
0
0
GOOD FAIR POOR

CONDITION
Side Drains
Mostly the drains are earthen drain along the project road. Details of the drains
encountered along the project road has been summarised below:
TABLE 5-5-9: SUMMARY OF CONDITION OF SIDE DRAINS

Road Section Road Start End Length Side Drain
ID (Km) (Km) (Km) (NE/PF/F)*
NE PF F
Dwarka (Kuranga Jn.) – Devariya Jn. SH25 203.5 130.0 73.5 18.91 81.09 -
Dhrol Jn. - Bhadra Patiya Jn. SH25 0.0 13.6 13.6 13.97 86.03 -
Bhadra Patiya Jn. - Pipaliya Jn. CSH6 73.0 24.0 49.0 2.11 97.89 -
Note: NE: Non – Existing, PF: Partially Functioning, F: Functioning

SIDE DRAIN
97.89
86.03
81.09
LENGTH (%)
18.91
13.97
2.11
0
NOT EXIST PARTIALLY FUNCTIONAL FUNCTIONAL
CONDITION
Based on various pavement parameters i.e. Cracking, Raveling, Potholing, Patching,

Ruts Embankment Height etc and visual inspection, the project road section is
classified into Good, Fair and Poor type of sections as follow:
TABLE 5-5-10: SUMMARY OF PAVEMENT CONDITION

S No. From To Length Condition
Dwarka (Kuranga Jn.) – Devariya Jn.
1 130.00 132.00 2.00 Fair
2 132.00 132.40 0.40 Poor
3 132.40 135.00 2.60 Fair
4 135.00 136.20 1.20 Poor
5 136.20 203.50 67.30 Fair
1 0.00 0.30 0.30 Fair
2 0.30 0.60 0.30 Poor
3 0.60 5.00 4.40 Fair
4 5.00 6.30 1.30 Poor
5 6.30 13.60 7.30 Fair
1 24.00 33.00 9.00 Poor
2 33.00 34.00 1.00 Fair
3 34.00 35.00 1.00 Good
4 35.00 37.00 2.00 Fair
5 37.00 39.00 2.00 Good
6 39.00 43.00 4.00 Fair

7 43.00 43.50 0.50 Poor

8 43.50 46.00 2.50 Fair
9 46.00 47.00 1.00 Good
10 47.00 49.00 2.00 Fair
11 49.00 52.00 3.00 Good
12 52.00 54.00 2.00 Fair
13 54.00 57.00 3.00 Good
14 57.00 58.00 1.00 Fair
15 58.00 60.00 2.00 Good
16 60.00 61.70 1.70 Fair
17 61.70 65.00 3.30 Poor
18 65.00 70.80 5.80 Fair
19 70.80 71.00 0.20 Poor
20 71.00 72.50 1.50 Fair
21 72.50 73.00 0.50 Poor
CLASSIFICATION OF ROAD
97.82%
88.24%
LENGTH (%)
47.96%
27.55%
24.49%
11.76%
2.18%
0.00%
0.00%
GOOD FAIR POOR

CONDITION
Dwarka (Kuranga Jn.) – Devariya Jn. Dhrol Jn. - Bhadra Patiya Jn. Bhadra Patiya Jn. - Pipaliya Jn.
5.2.2. Road Roughness
The Roughness Survey was carried out by using the Transport and Road Research
Laboratory (TRRL) “response type” VMBI (Vehicle Mounted Bump Integrator) fitted
to a Survey Vehicle. The survey was carried out along the outer wheel paths covering
a minimum of two runs along the wheel paths for each direction.

The results of the survey is expressed in terms of BI and IRI (mm /km) and is
presented in graphical forms as given below for different sections along project road:
Section I
5500
5000
4500
Roughnes
4000
3500
3000
2500
2000
131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147
Section II
4000
3500
Roughnes
3000
2500
2000
148 150 152 154 156 158 160 162 164 166 168 170 172 174 176 178 180
Section III
3300
3100
Roughnes
2900
2700
2500
203.5
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
Section IV
8000
Roughnes
6000
4000
2000
1 2 3 4 5 6 7 8 9 10 11 12 13 13.6

Section V
11000
10000
9000
8000
Roughnes
7000
6000
5000
4000
3000
2000
25 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55 57 59 61 63 65 67 69 71 73
Exsiting Km
Left Lane Reading Right Lane Reading Average Reading
On the basis of above Roughness Rating data of the project road; project road is
classified into Good Section (<2000), Fair Section (2000-3000) and Poor Section
(>3000) as given below:
Section I Section II Section III
6% 27 4%
%
73
94% % 96
%
Section IV Section V
39% Average Section

44%
56% 61% Poor Section
The processed data is analyzed using the cumulative difference approach in order to
identify road segments homogenous with respect to surface roughness.
From the analysis of above Road Roughness data, the majority of road section is
comes under poor condition for section 1, for section 2 & 3 majority of road section
comes under average section while for section 4 & 5 project road is divided equally
between average and poor section.

The detailed data collected has been complied in pre-designed format and presented
in Appendix-3.2of“Annexure to Main Report – Part-1: Road Works ( Primary
Data)”.
5.2.3. Benkelman Beam Deflection Test
The Consultant have carried out structural strength surveys for existing two-lane
pavements using Benkelman Beam Deflection technique in accordance with the
CGRA procedure given in IRC: 81-1997 (“Guidelines for Strengthening of Flexible
Road Pavements Using Benkelman Beam Deflection Technique”).
Testing was carried out as per IRC Standards according to the “Rebound” method,
using a truck with an axle load of 8,170 kg.
Consultants carried out the deflection test as per the following scheme:
◊ mainline testing; and,
◊ control section testing
The deflection tests for the mainline was carried out at every 500 m along the entire
project road length. The control section testing involved carrying out deflection
testing for each 100 m long homogenous road segment along the project road
sections. The selection of homogenous segment is based on the data derived from
pavement condition surveys. The total length of such homogenous segments shall be
minimum 100 m per kilometer. The deflection measurements for the control section
testing shall be at an interval of not more than 10m.
Kilometer wise Characteristic’s Deflection for different sections along project road is
given below except some locations of failed pavement:
Section I
2
Characterstic
1.5
Deflection
1
0.5
131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147
Exsiting Km

Section II
3.0
Characterstic Deflection
2.0
1.0
0.0
148 150 152 154 156 158 160 162 164 166 168 170 172 174 176 178 180
Exsiting Km
Section III
3.0
2.0
1.0
0.0
203.5
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
Exsiting Km
Section IV
2
Characterstic
1
Deflection
0
1 2 3 4 5 6 7 8 9 10 11 12 13 13.6
Exsiting Km
Section V
1.7
1.2
0.7
0.2
25 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55 57 59 61 63 65 67 69 71 73
Exsiting Km
Left Outer Lane Left Inner Lane Right Inner Lane

Right Outer Lane Avg. Def.
Appendix-3.3of“Annexure to Main Report – Part-1: Road Works ( Primary Data)”.
The summary of the strength test (BBD) results and the Characteristic deflection is
presented as under.

Characteri % age Length

Road Start End Length stics
Road Section
ID (Km) (Km) (Km) Deflection
(mm) Left Lane Right Lane
IWP OWP IWP OWP
<1.0 58.5 20.4 51.7 24.48
Dwarka 1.0 – 1.5 23.12 36.73 24.48 43.53
(Kuranga Jn.)
SH25 203.5 130 73.5 1.5 – 2.5 2.72 25.85 8.16 16.33
–
Devariya Jn. 2.5 – 3.5 - 1.36 - -
> 3.5 - - - -
Failed 15.66 15.66 15.66 15.66
<1.0 36.76 51.46 51.46 51.46

1.0 – 1.5 14.7 - - -
Dhrol Jn. – 1.5 – 2.5 - - - -
Bhadra Patiya SH25 0 13.6 13.6
Jn. 2.5 – 3.5 - - - -
> 3.5 - - - -
Failed 48.54 48.54 48.54 48.54
<1.0 36.73 36.73 44.89 46.93

1.0 – 1.5 12.24 12.24 4.08 2.04
Bhadra Patiya 1.5 – 2.5 - - - -
Jn. – CSH6 73 24 49
Pipaliya Jn. 2.5 – 3.5 - - - -
> 3.5 - - - -
Failed 51.03 51.03 51.03 51.03
As per IRC-81-1997, overlay thicknesses for different sections based on results of Benkelman
Beam Deflection test in conjunction with traffic (in terms of msa) in respective section is
given below:
Average Overlay
Section Traffic (in msa) Characteristic’s Thickness as per
Deflection IRC-81-1997 (mm)
I 18 1.2 110
II 41 1.0 110
III 57 1.1 135
IV 8 0.8 50
V 54 0.8 80

5.2.4. Trial Pit Investigation
Trial pits have been taken at every 500 m and also along each homogeneous road
segment have been made to obtain pavement composition details.
For each test pit, the following information are recorded:

• test pit reference (Identification number, location);
• pavement composition (material type and thickness); and
• sub-grade type (textural classification test) and condition (dry, wet)
Appendix-3.4Appendix-2.1of“Annexure to Main Report – Part-1: Road Works (
Primary Data)”.
5.2.5. Sub-grade Investigation
Test pits have been carried out along the existing road realignment/bypass/new
alignment and the requirement would be satisfied as under:
• For the widening and strengthening of 2 laning of existing road within the ROW,
the Consultant shall test at least three sub-grade soil samples for each homogenous
road segment (minimum 500 m) or three samples for each soil type encountered,
whichever is more.
• For the roads along new alignments, the test pits for sub-grade soil shall be 500m or
for each soil type, whichever is minimum. A minimum of three samples shall be tested
corresponding to each test pit
The testing for sub-grade soil shall include:

• in-situ density and moisture content at each test pit
• field CBR using DCP at each test pit as per IRC codes
• classification (grain size and Atterrberg limits) at each test pit using IS methods and,
• laboratory moisture-density characteristics (modified AASHTO compaction);
• Laboratory CBR (unsoaked and 4-day soak compacted at three energy levels) and
swell
Appendix-3.5of“Annexure to Main Report – Part-1: Road Works ( Primary Data)”.
5.3. Traffic Survey
The data obtained from Traffic Surveyshave been reported in details with analysis
and findings in “Chapter 6: Traffic Survey and Analysis” of “Volume-I: Main
Report”.The complete traffic data collected has been complied in pre-designed
format and presented in Appendix-4.1 – 4.4of“Annexure to Main Report – Part-1:

Road Works ( Primary Data)”.
5.4. Cross Drainage Inventory, Condition and Investigations
A detailed inventory was carried out along the project road corridor in order to
collect relevant information in respect of:
 Cross drainage works (Culverts/bridges)

 Rivers/streams/water courses
 Submergence areas/ causeways
 Railway crossing
5.4.1. Inventory of Culverts
The consultant carried out detailed condition survey for each culvert on each road
section of project road to understand the requirement of adequacy of the structure in
terms of structurally and hydraulically. The summary condition survey of existing
culverts is presented below in Table.
TABLE 5-11: SUMMARY OF CONDITION SURVEY OF EXISTING CULVERTS

Culverts Type Condition Adequacy of Ventway Total
Poor Fair Good Adequate Inadequate (Nos.)
A. Dwarka (Karunga) Junction to Limdi Road section: Km. 203+500 to Km. 180+200
RCC/PCC SLAB - - 3 3 - 3
Pipe 22 - 5 6 21 27
Total 22 0 8 9 21 30
B. Limbdi to Khambhaliya Road Section. Km 180+200 to Km. 147+400
RCC/PCC SLAB - - 11 11 - 11
Pipe 22 - 12 11 23 34
Total 22 0 23 22 23 45
C. Khambhaliya to Devariya Road Section. Km 147+400 to Km. 130+000
RCC/PCC SLAB - - - - - 0
Pipe 5 - 3 3 5 8
Total 5 0 3 3 5 8
D. Dhrol to Bhadrapatiya Road section: Km. 0+000 to Km.13+600
RCC/PCC SLAB - - - - - 0
Pipe 12 - 1 1 12 13
Total 12 0 1 1 12 13
E. Bhadrapatiya to Pipaliya Road section: Km. 73+000 to Km. 24+000
RCC/PCC SLAB 17 - - - 17 17
Pipe 29 - 2 3 28 31
Causeway 1 - - - 1 1
Total 47 0 2 3 46 49
TABLE 5.12: ANALYSIS OF CONDITION SURVEY OF EXISTING CULVERTS

Culverts Proposal Proposed Structure Type Total
Type Re- New Retained Widenin Box Slab Pipe (Nos.)
construction Constructio g Culvert Culvert Culvert
n
A. Dwarka (Karunga) Junction to Limdi Road section: Km. 203+500 to Km. 180+200
RCC/PC - - - 3 3 - - 3
C SLAB
Pipe 22 - 1 4 1 2(BB) 23 27
Total 22 0 1 7 4 2 23 30
RCC/PC - - - 11 11 - - 11
C SLAB
Pipe 22 - 2 10 2(BB) - 30 34
Total 22 0 2 21 13 0 30 45
RCC/PC - - - - - - - 0
C SLAB
Pipe 5 - - 3 - - 8 8
Total 5 0 0 3 0 0 8 8
RCC/PC - - - - - - - 0
C SLAB
Pipe 12 - - 1 1 - 12 13
Total 12 0 0 1 1 0 12 13
RCC/PC 17 - - - 16 1(BB) - 17
C SLAB
Pipe 29 - 1 1 3 3(BB) 24 31
Causewa 1 - - - 1(MNB) - - 1
y
Total 47 0 1 1 20 4 24 49
The cut stone slab culverts are mostly in poor conditions and of varying span from
1x0.60m to 3x1.70m, which require new construction. Accordingly such type of
culverts have been proposed for reconstruction. Furthermore, the culverts having
pipe diameter less than 0.90m have been proposed for reconstruction with larger
diameter pipes.

5.4.2. Condition Surveys for Bridges, Culverts & Structures
Detailed condition and structural assessment survey of the bridges/structures were

carried out by the senior experts of the Consultant.
The Consultant carried out necessary surveys and investigations (Visual Condition
Survey) to establish the remaining service life of each retainable bridge or structures
with or without the proposed strengthening and rehabilitation according to
acceptable international practice, wherever found essential.

Final Detailed Project Report /Volume I/Chapter 5–Analysis and Interpretation of Survey and Investigation Data Highway Division
TABLE 5.13: SUMMARY OF EXISTING CONDITION OF MAJOR/MINOR BRIDGES

Type of Average Type of Bridge
Length of HFL (m)
Structure/ Name of River Height of Thickness
Sl. Bridge Bridge/Span above Total
Bridge & Type of Ventway Super of Girder Remarks
No. (Location) Arrangement Sub Structure Foundation Ground Width (m)
(Major/ Crossing above Bed Structure Slab (m)
(m) Level
Minor/ ROB) Level (m)
A. Devariya to Khambhaliya Road Section. Km. 130+000 to 147+400
RCC wall type abutment

21
1 133+988 Minor - 3.1 RCC Slab and RCC Semi circular Open - 0.75 11.00
(2x10.5)
wall pier
Open for
2 135+505 Major Sihan River 72(8x9) 6.1 RCC Slab Abutment and 4.55 1.00 8.00
and RCC Circular Pier
pile for Pier
3 137+082 Minor - 9(2x4.5) 2.4 Box Bridge - - - 0.9 14.00
4 137+186 Minor - 9(2x4.5) 1.2 Box Bridge - - - 0.9 14.00
B. Khambhaliya to Limbdi Road Section. Km. 147+400 to 180+200
CRM Wall type

152.6(14x10.9 RCC T-
1 147+740 Major Ghee River 6.44 abutment and CRM Semi Open 3.20 1.2 8.00
) Beam
Circular wall type Pier

2 148+371 Minor - 13.6 1.90 RCC Slab and RCC Semi circular Open - 0.6 12.00
wall pier
CRM Wall type

RCC T-
3 151+155 Minor Sayphant River 36.6(3x12.2) 6.8 abutment and CRM Semi Open - 1.5 7.5
Beam


Length of HFL (m)
(m) Level

4 153+952 Minor - 13.6(4x3.4) 4.1 RCC Slab and RCC Semi circular Open - 0.45 13.8
wall pier
5 156+240 Minor - 7.5(1x7.5) 2.2 RCC Slab RCC Wall Open - 0.55 12.1

wall pier

7 162+450 Minor - 21(3x7) 3.3 RCC Slab and RCC Semi circular Open - 0.3 12.3
wall pier

9 173+250 Minor - 14(4x3.5) 2.2 RCC Slab and RCC Semi circular Open - 1.2 11.2
wall pier

10 173+683 Minor - 14(4x3.5) 2.7 RCC Slab and RCC Semi circular Open - 0.3 12.1
wall pier


Length of HFL (m)
(m) Level
Vankvaya RCC T CRM Abutment and

11 179+735 Major(sk) 70(5x14) 5.8 Open 1.63 0.3 7.5
River Beam RCC Circular Pier
C. Limbdi to Dwarka (Kuranga) Junction: Km. 180+200 to Km. 203+500
CRM Wall type

RCC T
1 180+870 Minor - 49.2(4x12.3) 6.5 abutment and CRM Semi Open - 0.3 7.6
Beam
2 181+439 Minor - 18.9(3x6.3) 4.0 RCC Slab CRM abutment and pier Open - 0.5 14.2
3 188+168 Minor - 27(3x9) 5.0 RCC Slab RCC Open - 0.45 7.6
4 193+600 Minor - 7.5(1x7.5) 1.8 RCC Slab RCC Wall Open - 0.5 12
CRM Wall type
5 194+270 Major Rabri River 64.4(7x9.2) 2.8 RCC Slab abutment and CRM Semi Open - 0.5 7.5
0.6
6 200+500 Minor - 16.6(2x8.3) 2.1 RCC Slab and RCC Semi circular Open - 15.75
wall pier
7 202+952 Minor - 7.5(1x7.5) 1.9 RCC Slab RCC Wall Open - 0.3 12
D. Dhrol to Bhadrapatiya Road section: Km. 0.000 to Km.13.600

Vagu Dariya
1 1+400 Major 64(8x8) 3.9 RCC Slab and RCC Semi circular Open - 1.2 8.1
River
wall pier
CRM Wall type
2 3+030 Minor - 7(2x3.5) 2.1 RCC Slab abutment and CRM Semi Open - 0.45 8.3
wall pier
CRM Wall type
4 5+892 Minor - 12(3x4) 2.8 RCC Slab abutment and CRM Semi Open - 0.5 8.4


Length of HFL (m)
(m) Level
5 6+835 Minor - 45(6x7.5) 5.6 RCC Slab - Open - 0.85 8.4
E. Bhadrapatiya to Pipaliya Road section: Km. 73.000 to Km. 24.000
CRM Wall type

1 26+225 Minor - 22.5(2x11.25) 3.3 RCC Slab abutment and CRM Semi Open - 0.75 7.35
2 26+705 Minor - 6.6(1x6.6) 3.3 RCC Slab CRM Wall Open - 0.45 7.5
CRM Wall type

3 26+965 Major Fulki River 96(8x12) 4.8 RCC Slab abutment and CRM Semi Open 4.1 1.2 8
CRM Wall type
4 32+467 Major Fulzar River 72(6x12) 6.9 RCC Slab abutment and CRM Semi Open 5.4 0.9 8
CRM Wall type
5 36+108 Minor - 28(4x7) 2.3 RCC Slab abutment and CRM Semi Open - 0.85 8
CRM Wall type
CRM Wall type
CRM Wall type
8 41+100 Minor - 7(2x3.5) 5.3 RCC Slab abutment and CRM Semi Open - 0.45 9
CRM Wall type
CRM Wall type
CRM Wall type
11 42+200 Minor - 7(2x3.5) 2.1 RCC Slab Open - 0.3 8.1
abutment and CRM Semi


Length of HFL (m)
(m) Level
CRM Wall type

CRM Wall type
CRM Wall type
85.75(7x12.25
14 44+075 Major Demi River 6.1 RCC Slab abutment and CRM Semi Open 5.72 0.85 8.5
)
CRM Wall type
RCC Wall type abutment
16 44+625 Minor - 18(2x9) 4.0 RCC Slab and CRM Semi Circular Open - 0.85 8
wall type Pier
CRM Wall type
Local
17 45+125 Major 84(7x12) 5.7 RCC Slab abutment and CRM Semi Open 1.1 0.9 8.1
Stream(Nala)
18 45+300 Minor - 16(4x4) 2.5 RCC Slab and RCC Semi Circular Open - 0.5 8.6
wall type Pier
CRM Wall type

CRM Wall type
CRM Wall type
23 57+175 Minor - 21.3(3x7.1) 5.5 RCC Slab Open - 0.55 8
abutment and CRM Semi


Length of HFL (m)
(m) Level
CRM Wall type

RCC T-
24 57+900 Major Aji River 194.2(8x24.4) 12.8 abutment and CRM Semi Open 6.56 2.6 8.5
Beam
CRM Wall type
CRM Wall type
CRM Wall type
27 63+963 Major Dadhiali River 96(12x8) 3.7 RCC Slab abutment and CRM Semi Open 2.6 0.75 7.5
CRM Wall type
CRM Wall type
CRM Wall type
30 69+175 Minor - 7.6(1x7.6) 2.5 RCC Slab Open - 0.6 8
abutment
CRM Wall type
32 69+805 Minor - 35(5x7) 4.1 RCC Slab and RCC Semi Circular Open - 0.7 8.4
wall type Pier
CRM Wall type
CRM Wall type
34 70+925 Minor - 30.4(4x7.6) 3.7 RCC Slab abutment and CRM Semi Open - 0.85 8

TABLE 5-14: ANALYSIS OF EXISTING CONDITION OF BRIDGES

Type of
Condition Adequacy of Vent Proposal Proposed Structure Type
Structure/
Bridge Total Nos.
(Major/ New
Poor Fair Good Adequate Inadequate Reconstruction Retained Widening Box Bridge RCC Slab RCC T-Beam
Minor/ ROB) Construction
Minor - - 3 3 - - - 2 1 - 1 - 3
Major 1 - - 1 - 1 - - - - - 1 MJB 1
Total 1 - 3 4 - 1 - 2 1 - 1 1 4
Minor 1 1 7 9 - 1 - 6 2 - 2 1 9
Major 2 - - 2 - 2 - - - - - 2 2
Total 3 1 7 11 - 3 - 6 2 - 2 3 11
Minor 3 - 3 6 - 3 - 3 - 2 - 1 6
Major - 1 - - 1 1 - - - - - 1 1

Type of
Condition Adequacy of Vent Proposal Proposed Structure Type
Structure/
Bridge Total Nos.
(Major/ New
Poor Fair Good Adequate Inadequate Reconstruction Retained Widening Box Bridge RCC Slab RCC T-Beam
Minor/ ROB) Construction
Total 3 1 4 6 1 4 - 3 - 2 - 2 7
Minor 4 - - 4 - 4 - - - 2 2 - 4
Major - 1 - - 1 - 1 - - - - 1 1
Total 4 1 - 4 1 4 1 - - 2 2 1 5
Minor 28 - - 23 5 28 - - - 25 3 - 28
Major 6 - - 3 3 6 - - - - 2(PSC) 4 6
Total 34 - - 26 8 34 - - - 25 - 4 34

5.4.3. Distresses in Existing Bridges and Structures

The bridge condition survey was carried out so that both qualitative and quantitative
aspects of the distresses/deficiencies could be examined. Condition of the following
components of the bridges was evaluated:
 Wearing coat, kerb, footpath and railing;

 Expansion joints;
 Drainage system and spouts;
 Reinforced concrete deck with special reference to distresses such as cracking, leaching,
spalling of soffit and edges;
 Exposed reinforcement and corrosion;
 Bearings;
 Abutments, piers, wing walls and return walls;
 Hydraulics with special reference to adequacy of waterway, change in flow pattern,
erosion/degradation of bed/banks and condition of protective works.
Based on the above condition assessment it has been decided to retain the bridges
which are satisfying the two lane carriageway almost as per the requirement and
which are structurally and hydraulically adequate. This has been decided keeping the
present traffic demand in mind. Minor repairs have been proposed as per the bridge
specific requirements.
5.4.4. Reconstruction of Bridges

A thorough inspection and condition assessment of the bridges have guided to decide
the proposal for improvement in the form of reconstruction for the following bridge:
TABLE 5.15: RECONSTRUCTION OF BRIDGES

Sl. Existing Type of span Length Adequacy Existin Remarks
No. Chainage Structural Existing (Nos.x span (m) of g
(Km) Detail structures length) (m) Ventway conditi
on

1 135+505 Major Slab 8x9.0 72 Adequate Poor
Bridge
2 147+740 Major RCC T-Beam 14x10.9 152.6 Adequate Poor
Bridge
3 151+155 Minor RCC T-Beam 3x12.2 36.6 Adequate Poor
Bridge
4 179+735 Major RCC T-Beam 5x14 70 Adequate Poor
Bridge(Sk)
5 180+870 Minor RCC T-Beam 4x12.3 49.2 Adequate Poor
Bridge
6 188+168 Minor Solid Slab 3x6.8 20.4 Adequate Poor
Bridge
6 194.270 Major Solid Slab 7x9.20 64.4 Inadequate Fair


on
Bridge
Bridge
9 1+400 Major Solid Slab 8x8.0 64 Inadequate Fair Reconstr
Bridge uction as
structure
is arch
masonry
10 3+030 Minor Solid Slab 2x3.5 7 Adequate Poor
Bridge
Bridge
Bridge
Bridge
Bridge
Bridge
16 26+965 Major Solid Slab 8x12.0 96 Adequate Poor
Bridge
17 32+467 Major Solid Slab 6x12.0 72 Adequate Poor
Bridge
18 36+108 Minor Solid Slab 4x7 28 Adequate Poor
Bridge
19 36+985 Minor Solid Slab 4x7 28 Adequate Poor
Bridge
Bridge
Bridge
22 41+345 Minor Solid Slab 2x3.5 7.0 Adequate CRM
Bridge Structu
re
Bridge
24 42+200 Minor Solid Slab 2x3.5 7.0 Inadequate Poor
Bridge
Bridge
Bridge
27 44+075 Major Solid Slab 7x12.25 85.75 Inadequate Poor
Bridge
Bridge
Bridge


on
30 45+125 Major Solid Slab 7x12.0 84 Inadequate Poor

Bridge
Bridge
32 49+010 Minor Solid Slab 1x6.6 6.6 Adequate Old,CR
Bridge M
33 49+839 Minor Solid Slab 1x6.6 6.6 Adequate Old,CR
Bridge M
Bridge
Bridge
Bridge
37 57+900 Major RCC T-Beam 8x24.4 195.2 Adequate CRM,P
Bridge oor
38 59+750 Minor Solid Slab 6x5.5 33.0 Adequate Old,Po
Bridge or
39 60+538 Minor Solid Slab 2x3.5 7.0 Inadequate Skew
Bridge
40 63+963 Major Solid Slab 12*8.0 96.0 Inadequate Old,Po
Bridge or
41 65+900 Minor Solid Slab 2x5.5 11.0 Inadequate CRM
Bridge
42 68+020 Minor Solid Slab 2x4.0 8.0 Adequate Skew
Bridge
43 69+175 Minor Solid Slab 1x7.6 7.6 Adequate CRM,P
Bridge oor
Bridge
Bridge
Bridge
Bridge
5.4.5. Repairs and Rehabilitation of Bridges
Detailed condition survey of the existing bridges was carried out in 2016. Some of the
minor bridges have in good condition, only repairs and rehabilitations have required
as per NH standard. All of the major bridges i.e. 11 nos are in very poor condition and
they are required to reconstruction. Details of distresses observed in existing bridges
and measures proposed to rehabilitate them are described below.
5.4.6. Distresses Observed in Bridges

Superstructure

The bridges recently widened are having dual type of carriageway i.e. old Stone
Masonry Arch Bridge with widened portion as RCC solid slab in general. In some
bridges, the concrete on the soffit of the slab has spalled and fallen off whereas in some
arch bridges stone masonry is in damaged condition.
Wearing Coat
The concrete/ bituminous wearing coat in most cases is in good to fair condition
with some common distresses like potholes, scaling, and cracks specially in old
single lane bridges.
Railing Kerb
The condition of railing kerb is generally good. But in some places it is in distress
condition.
Railing/Parapet
The railings/parapets are of RCC/Steel/CR Masonry. The condition of the railings
of newly constructed/widened bridges is in good condition. Except at some places
where it has been broken. Cracking and spalling of the concrete is also observed in
some cases. Steel Railing wherever provided are in damaged condition.
Expansion Joints
Solid slab decks have buried seal joints. It is not possible to check condition of
expansion joints in old single lane bridges because of debris and bituminous
overlays, which completely cover the joints.
Drainage Spouts
Drainage spouts have been/are being provided in newly constructed bridges. There
is hardly any drainage spout in old single lane bridges.
Bearings
The solid slab decks have tar paper bearings. Depending upon the type of super
structure newly constructed bridges are having tar paper/elastomeric bearings.
Sub-structure
Existing newly constructed bridges are having RCC abutments/piers with RCC
abutment/pier cap. In widened structures old portions are of Stone/ arch along with
new widened portion are with RCC abutments/piers with RCC abutment/pier cap.
The old single lane bridges are having Stone masonry abutment/piers.
Hydraulics
In general no serious problem of inadequacy of waterway, degradation of the bed or
excessive scour around abutments and piers was observed in the Bridges. At
km194/270 across river of Rabari bridge was overtopped during the monsoon. It is
reported that in a year sometimes water flows over top of road level of that bridge
for a depth of 0.5 m.

• Traffic Survey Locations
• Traffic Survey Results & Analysis
• Traffic Demand Estimates
Chapter 6 - Traffic Analysis and Demand Forecast

Final Detailed Project Report/Chapter 6 – Traffic Analysis and Demand Forecast Highway Division
Document Ref: RITES/HW/RT300-00012/FDPR/Chapter-6
Chapter 6 – Traffic Analysis and Demand Forecast
6.1. General
Traffic gets generated as a result of several inter-connected factors; encompassing the

prevailing socio-economic conditions such as population, Gross/Net State Domestic
Product (GDP/NSDP), vehicle ownership, sectorial economic activities etc.. Traffic
forecasting, therefore, requires detailed studies and investigations concerning these
factors as well as the magnitude and characteristics of the existing traffic flows and
its past trend in respect of nature, composition and growth. Towards this end, the
Consultants have undertaken detailed traffic studies and analysis. Various steps
followed in this regard are described in the ensuing paragraphs.
6.2. Project Highway
The project road is starting from Kuranga (junction of SH25 at Km 443/750 of NH8E)
and ends at existing km post 24 (of CH-6) near Pipaliya. Further from Pipaliya CH-6
joins Maliya (junction of CH-6 at Km 268.5 of NH8E). The project road has
intermediate / 2-lane / 2-lane with paved shoulder configuration with flexible
pavement. This is the one of the important route connecting Dwarka and Jamnagar
to Eastern and Northern part of Gujarat.
The base year traffic pattern is the primary input for determination of future traffic
demand of PIA. The Consultants have conducted various traffic surveys viz.
Classified Traffic Volume Count, Intersection Volume Count,
Origin-Destination(O-D) &Axle Load Surveys to estimate the base year traffic
levels in respect of commercial and passenger vehicles on the existing road network
in terms of vehicle mix, directional flow and commodity movement. For the purpose
of traffic estimation and projection, year 2016 has been taken as Base Year.
6.3. Traffic Studies
6.3.1. Past Traffic Data
The past traffic data obtained from R&B/PWD, Government of Gujarat has been
presented in a separate Volume ““Appendix to Main Report Report – B: Secondary
Data”.

6.3.2. Primary Surveys
The project road traffic section from Kuranga to Devariya has been divided in three
homogeneous links based on existing traffic pattern. Similarly, Dhrol to Bhadra
Patiya junction and Bhadra Patiya junction to Pipaliya have been considered
homogeneous section based on existing traffic pattern. Thus, the project road has
been divided in following five homogenous sections for the purpose of traffic
studies:
TABLE 6-1: TRAFFIC HOMOGENOUS SECTIONS ON PROJECT ROAD

I Kuranga - Limbdi 203/500 180/200 23.3
In order to generate the essential inputs, various traffic surveys were organized on
the project road. The locations and duration of various traffic surveys were approved
by NHAI vide their letter no. NHAI/PIU/Rajkot/Rites/2016/D-2695 dated
14.10.2016. The locations of various traffic surveys has been presented in Figure 6-
1.The surveys carried out with their respective approved locations and durations are
summarized in the following paragraphs:
 Classified Traffic Volume Count Survey (both directions) was carried out
for 24 hours for a period of 7 days starting at following five locations (i.e., one in each
homogeneous section) along SH-25 and CSH-6 to understand and estimate the base
year traffic covering all categories of fast and slow moving vehicles on the project
road sections.
TABLE 6-2:CLASSIFIED TRAFFIC VOLUME COUNT SURVEY LOCATIONS ON PROJECT ROAD

Sl. Traffic
Section Location Period Remarks
No. ID
Kuranga (Dwarka) – 197+400
1 TVC01 18 – 25th Oct'16 SH-25
Khambhaliya – Devariya (Near Bamanasa Village)
Road Section of SH-25 178+000
2 TVC02 18 – 25th Oct'16 SH-25
(km 130 - km 203.5 (Near Juvanpur Village)
143+000
3 TVC03 (Near Khambhaliya Ind. 19 – 26th Oct'16 SH-25
Area)
Bhadra Patiya - Pipaliya
9+500
4 Road Section of CSH-6 TVC04 20 – 27th Oct'16 SH-25
(Near Lakhtar Village)
(km 24 - km 73)
Dhrol – Bhadra Patiya
56+440
5 Road Section of SH 25 TVC05 19 – 26th Oct'16 CSH-6
(Near Tarana Village)
(km 0 - km 13.6)

The above locations were identified on the basis of field reconnaissance,

homogeneity in road section characteristics and in consultation with the officials of
National Highway Authority of India (NHAI).
PHOTO 6-1: TRAFFIC VOLUME COUNT SURVEYS
Traffic Volume Count Station 2
Traffic Volume Count Station 5

Final Detailed Project Report/Volume 1/Chapter 6 – Traffic Analysis and Demand Forecast Highway Division
FIGURE 6-1: TRAFFIC SURVEY LOCATIONS

Final Detailed Project Report/Volume 1/Chapter 6 – Traffic Analysis and Demand Highway Division
Forecast
 Origin – DestinationSurvey (both directions) was carried at following locations for

24 hours for Car, Bus & Truck category.
TABLE 6-3: ORIGIN - DESTINATION SURVEY LOCATIONS ON PROJECT ROAD

Station Location Chainage Period Remarks
No.
1. Near Khambhaliya Ind. Area Km 143/000 24 – 25th October 2016 On SH-25
2. Near Tarana Village Km 56/440 25 – 26th October 2016 On CSH-6
During the Origin and Destination survey all the relevant information was collected
from the vehicle operators in format approved by NHAI by stopping vehicles on
random sample basis. The collected data included vehicle number, origin and
destination place, route preference (via Dhrol vs Jambuda Patiya), commodity
carried, payload, distance being travelled, quantity of the commodity etc.
PHOTO 6-2: ORIGIN AND DESTINATION SURVEYS
Origin and Destination Survey at Station 1 Origin and Destination Survey at Station 2
 Axle Load Survey (both directions) was carried out at following locations for two
days (24 hours) for commercial traffic.
TABLE 6-4:AXLE LOAD SURVEY LOCATIONS ON PROJECT ROAD

Station
Location Chainage Period Remarks
No.
1. Near Khambhaliya Ind. Area Km 143/000 24 – 26th October 2016 On SH-25
2. Near Tarana Village Km 56/440 25 – 27th October 2016 On CSH-6
Axle load survey was carried out to arrive at the estimate of Equivalent Standard Axle
load on the project road.

Forecast
PHOTO 6-3: AXLE LOAD SURVEYS
Axle Load Survey at Station 1 Axle Load Survey at Station 2
 Turning Movement Survey for peak traffic hours was carried out at following major
intersections along the project road:
TABLE 6-5:TURNING MOVEMENT SURVEY LOCATIONS ON PROJECT ROAD

S. Location Chainage Date of Survey Remarks
No.
1. Kuranga junction Km 203/500 19th October 2016 On SH-25
2. Bhatiya junction Km 191/100 20th October 2016 On SH-25
3. Limbdi junction Km 180/200 20th October 2016 On SH-25
4. SH28 Km 148/590 22th October 2016 On SH-25
5. Near Khambhaliya hospital Km 147/300 25th October 2016 On SH-25
6. Khambhaliya Y Junction Km 144/050 22th October 2016 On SH-25
7. Dhrol junction Km 0/000 26th October 2016 On SH-25
8. Latipar Road Junction Km 2/100 26th October 2016 On SH-25
9. Bhadra Patiya Junction Km 13/600 26th October 2016 On SH-25 / CSH-6
10. Junction near Amran Km 41/000 26th October 2016 On CSH-6
The data were collected for 8 to 10 hours considering the peak hour traffic movement
for all categories of vehicle and analyzed for carrying out improvement of the
junctions.
6.3.3. Traffic Volume and Composition
The Hourly Traffic data and Average Daily Traffic (ADT) for classified volume count
survey conducted at five stations on the project road are presented in a separate
Volume “Appendix to Feasibility Report –A : Primary Data” : Annexure 4.1 (A to E).
Average Daily Traffic (ADT) both ways and percentage composition of different type
of vehicles at all traffic count stations are presented in Tables 6.1 to 6.3. The summary
of both ways ADT observed on homogeneous section on project road is as follows:

Forecast
TABLE 6-6: SUMMARY OF ADT ON HOMOGENOUS SECTIONS

197/400 178/000 143/000 9/500 56/440
1. 2 Wheelers 604 1722 7484 2100 527
2. 3 Wheelers 176 225 698 323 103
3. Car 871 1788 4907 832 454
4. BUS 167 263 503 90 60
5. LCV 86 407 140 121 153
6. TRUCK 413 791 1324 153 1512
7. Other Fast* 13 46 216 48 24
8. ALL FAST 2329 5242 15273 3666 2833
9. ALL SLOW 2 50 294 98 8
ADT (in Nos.) 2331 5292 15568 3764 2841
ADT (in PCUs) 3588 7400 17236 3370 7476
* Other fast vehicles include Agricultural Tractors with/without trailer.
The percentage composition of car, bus and truck in number at different survey
locations are presented as below:
TABLE 6-7: % COMPOSITION OF CAR, BUS AND TRUCK

Station Location ADT All ADT % composition out of Car
No. vehicles Car + Bus + Truck + Bus + Truck
(in Nos.) In Nos. In % Car Bus Truck
1. 197/400 2332 1537 65.9 56.7 10.9 32.4
2. 178/000 5291 3249 61.4 55.0 8.1 36.9
3. 143/000 15568 6875 44.2 71.4 7.3 21.3
4. 9/500 3764 1195 32.6 69.6 7.5 22.9
5. 56/440 2841 2179 76.7 20.8 2.7 76.4
FIGURE 6-2: COMPOSITION OF CAR BUS AND TRUCK
Truck
21%
Truck Truck
32% 37% Bus
Car 7%
Car
55%
57% Car
72%
Bus Bus
11% 8%
Station 1 Station 2 Station 3

Forecast
Truck Car
23% 21%
Bus
Bus 3%
7%
Car Truck
70% 76%
Station 4 Station 5
As evident from the above table percentage composition of Car, Bus & Truck traffic
is uniform and comparable on Kuranga (Dwarka) – Khambhaliya – Devariya road
section (Station 1, 2 and 3) and Bhadra Patiya – Pipaliya road section (Station 4). The
truck traffic contribution is in the range of 20-40%
As per the results of surveys and investigations, traffic is coming from Jamnagar to
northern parts via Jambuda/Jodia and avoids Dhrol City due to Soyal toll plaza and
prohibition of truck entry in the Dhrol city resulting in increase in truck traffic
composition upto 76% at Dhrol-Bhadra Patiya road section (Station 5) while
composition of cars and bus traffic are 21% and 3% respectively.
The percentage composition of LCV, Two Axle Trucks, Multi Axle Trucks and
Articulated Trucks at different locations are presented as below:
TABLE 6-8: % COMPOSITION OF TRUCKS
Station Location % composition of Trucks
No. LCV 2-Axle 3-Axle 4-6 Axle ≥ 7-Axle
1. 197/400 17 6 24 52 0
2. 178/000 34 8 21 37 0
3. 143/000 10 15 26 50 0
4. 9/500 44 29 12 15 0
5. 56/440 9 6 19 66 0
6.3.3.1. Hourly Variation/Distribution
Station 1: As evident from the hourly variation graphs for all vehicle, slow traffic is
between 1 to 2% of ADT during late night hours from 2:00 am to 5:00am. Traffic
varies within range of 4 to 8% of ADT during day hours during morning hours from
9:00 am to 4:00 pm.

Forecast
FIGURE 6-3: HOURLY VARIATION - ALL VEHICLES (IN % PCU) AT STATION 1

18-10-2016 19-10-2016 20-10-2016 21-10-2016
22-10-2016 23-10-2016 24-10-2016
9.00
8.00
7.00
6.00
% VARIATION
5.00
4.00
3.00
2.00
1.00
0.00
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5 6 7 8
TIME (HRS.)
Station 2: traffic varies from 1 to 2% of ADT during late-night hours from 2:00 am to
5:00 am and 5 to 8% of ADT during day hours from 9:00 am to 6:00 pm.

18-10-2016 19-10-2016 20-10-2016 21-10-2016
22-10-2016 23-10-2016 24-10-2016
10.00
9.00
8.00
7.00
% VARIATION
6.00
5.00
4.00
3.00
2.00
1.00
0.00
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5 6 7 8
TIME (HRS.)

Forecast
19-10-2016 20-10-2016 21-10-2016 22-10-2016

23-10-2016 24-10-2016 25-10-2016
8.00
7.00
6.00
% VARIATION
5.00
4.00
3.00
2.00
1.00
0.00
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5 6 7 8
TIME (HRS.)
20-10-2016 21-10-2016 22-10-2016 23-10-2016

24-10-2016 25-10-2016 26-10-2016
12.00
10.00
8.00
% VARIATION
6.00
4.00
2.00
0.00
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5 6 7 8
TIME (HRS.)

Forecast
19-10-2016 20-10-2016 21-10-2016 22-10-2016

23-10-2016 24-10-2016 25-10-2016
9.00
8.00
7.00
6.00
% VARIATION
5.00
4.00
3.00
2.00
1.00
0.00
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5 6 7 8
TIME (HRS.)
From the above graphs it is evident that the project road sections are having a typical
traffic variation with 4 to 10% of ADT during morning hours and low of 0 to 3% of
ADT during night hours.
6.3.3.2. Directional Distribution
The direction wise average daily traffic as obtained at different locations in the
project influence area for Car + Bus + Truck, All Fast and All Vehicles is given as
follows:
TABLE 6-9: DIRECTIONAL DISTRIBUTION AT STATION 1
Vehicle Type At Station 1
To Kuranga To Jamnagar/Devariya
No % No %
Car + Bus + Truck 754 49% 782 51%
All Fast 1157 50% 1172 50%
All Vehicles 1158 50% 1173 50%

To Limbdi To Khambhaliya
No % No %
Car + Bus + Truck 1612 50% 1637 50%
All Fast 2607 50% 2635 50%
All Vehicles 2633 50% 2658 50%

Forecast

To Devariya To Khambhaliya
No % No %
Car + Bus + Truck 3403 49% 3472 51%
All Fast 7623 50% 7651 50%
All Vehicles 7776 50% 7792 50%

To Dhrol To Bhadra Patiya
No % No %
Car + Bus + Truck 581 49% 614 51%
All Fast 1827 50% 1840 50%
All Vehicles 1870 50% 1894 50%

To Bhadra Patiya To Pipaliya
No % No %
Car + Bus + Truck 1031 47% 1148 53%
All Fast 1354 48% 1479 52%
All Vehicles 1359 48% 1482 52%
The traffic on Project Road from Kuranga to Khambhaliya and from Dhrol to
Pipaliya does not indicate any substantial difference in the directional flow. The
maximum variation observed in the project road sections has a distribution of 47:53.
6.3.3.3. Seasonal Variation
Seasonal Variation has been calculated based on summary of Monthly Traffic at

Vanpari Toll Plaza. The summary has been presented in the following table:
TABLE 6-14: SUMMARY OF MONTHLY TRAFFIC AT VANPARI TOLL PLAZA

Tollable Traffic (Vanpari Toll Plaza)
Month Class 3 Class 4 Class 5 Class 6 Class 7 Class 8 Total
Jan-15 187550 16384 17144 9743 57188 117 288126
Feb-15 183450 15934 15873 10044 55983 156 281440
Mar-15 184115 16694 15971 10956 52190 193 280119
Apr-15 190281 16345 15470 9767 49765 158 281786
May-15 213519 15754 17223 9841 55606 110 312053
Jun-15 177285 15063 15661 9333 51193 19 268554
Jul-15 177146 14434 15854 8692 49258 22 265406
Aug-15 175781 14022 15059 7321 51404 6 263593
Sep-15 185402 13676 15976 6160 49315 25 270554

Forecast
Tollable Traffic (Vanpari Toll Plaza)

Oct-15 183106 15189 15583 7956 50049 12 271895
Nov-15 215096 14808 16579 8301 51641 8 306433
Dec-15 215501 17218 17743 11261 59065 13 320801
Average Traffic 190686 15460 16178 9115 52721 70 284230
Monthly variation of traffic at Vanpari Toll Plaza has been calculated for each vehicle
class for each month during January – December 2015 to understand the extent of
monthly variation of traffic plying on the Project Highway. Since, the Classified
Traffic Volume Count Surveys for the Project were conducted in October 2016, the
mean value of the monthly variation for the month of October has been adopted as
Seasonal Factor for the Project to arrive at AADT (Annual Average Daily Traffic).
The summary of the same has been presented in the following table:
TABLE 6-15: SUMMARY OF MONTHLY VARIATION OF TRAFFIC AT VANPARI TOLL PLAZA

Variation of Traffic (Monthly)
Jan-15 0.98 1.06 1.06 1.07 1.08 1.67 1.01
Feb-15 0.96 1.03 0.98 1.10 1.06 2.23 0.99
Mar-15 0.97 1.08 0.99 1.20 0.99 2.76 0.99
Apr-15 1.00 1.06 0.96 1.07 0.94 2.26 0.99
May-15 1.12 1.02 1.06 1.08 1.05 1.57 1.10
Jun-15 0.93 0.97 0.97 1.02 0.97 0.27 0.94
Jul-15 0.93 0.93 0.98 0.95 0.93 0.31 0.93
Aug-15 0.92 0.91 0.93 0.80 0.98 0.09 0.93
Sep-15 0.97 0.88 0.99 0.68 0.94 0.36 0.95
Oct-15 0.96 0.98 0.96 0.87 0.95 0.17 0.96
Nov-15 1.13 0.96 1.02 0.91 0.98 0.11 1.08
Dec-15 1.13 1.11 1.10 1.24 1.12 0.19 1.13
Adopted seasonal variation for the month of October = 0.96
6.3.4. Origin – Destination Analysis
Based on the desk study & origin and destination survey, the entire road network of
India and influence areas of the projecthave been outlined in several Origin and
Destination (O-D) zones.

Forecast
6.3.3.1. Origin Destination Zones
Eighteen Origin and Destination (O-D) zones have been outlined keeping in view the
influence areas of the project road. The influence areas of O-D zones have been given
below and presented in Figure 6-8.
TABLE 6-16: ORIGIN AND DESTINATION ZONES
S. No. Description O-D Zone
Code
1. Khambhaliya 1
2. Limbdi, Kalyanpur, Bhatiya, Kuranga, Dwarka, Okha 2
3. Porbander, Junagadh, Somnath, Amreli, Bhavnagar, Diu 3
4. Devariya, Jamnagar, , Rajkot 4
5. Bhadra Patiya, Jodiya, Jambuda 5
6. Dhrol, Mavapar 6
7. Keshiya 7
8. Amran 8
9. Morana, Dudhai, Pipaliya, Maliya, Morbi 9
10. Samakhyali, Kandla, Mundra, Gandhidham, Bhuj, Mandvi 10
11. Surendranagar, Ahmedabad, Gandhinagar, Sabarkantha 11
Kheda, Panchmahal, Dahod
12. Patan, Mahesana, Palanpur, Banaskantha 12
13. Anand, Vadodara, Bharuch, Surat, Navsari, Narmada, 13
Daman, Valsad, UT of Dadra & Nagar Haveli
14. Rajasthan 14
15. Madhya Pradesh, Chhattisgarh, Bihar, Jharkhand, Orissa, 15
West Bengal, NE States
16. Maharashtra, Goa, Karnataka, Kerala, Andhra Pradesh, 16
Telangana, Tamil Nadu, Pondicherry
17. Uttar Pradesh, Uttarakhand, Haryana, Punjab, Delhi, 17
Himachal Pradesh
18. Rest of India 18
6.3.3.2. Survey Sample
Origin and Destination survey was carried out for 24 hours for both commercial and
passenger vehicles. Sampling technique was used to record data in the field. The
sample size covered during the survey for different category of vehicles has been
presented in following table:
TABLE 6-17: ORIGIN AND DESTINATION SURVEY – SAMPLE SIZE

Location Sample surveyed vehicle type (%)
Car Bus LCV Truck
2A 3A 4-6A >7A
Near Khambhaliya Ind. Area at 143/000 11 10 7 41 69 19 0
Near Tarana Village at 56/400 8 20 8 28 38 36 0

Final Detailed Project Report/Volume 1/Chapter 6 – Traffic Analysis and Demand Forecast Highway Division
FIGURE 6-8: ORIGIN – DESTINATION ZONES

Forecast
6.3.3.3. Origin Destination Matrix
The Origin and Destination matrices for Car, Bus and Truck with their zone-wise
distribution in percent and in numbers have been presented in a separate Volume
“Appendix to Feasibility Report –A: Primary Data”: Annexure 4.2 (A to B). The
movements of the vehicles in the Project Influence Area (PIA) are summarized below:
TABLE 6-18:ZONE WISE TRAFFIC MOVEMENT AT KM 143/000 ON SH 25 (STATION-1)
Zones Car Bus LCV 2A 3A 4-6A
No % No % No % No % No % No %
Traffic in PIA (within Zones 4049 82 391 78 127 90 155 71 280 74 336 46
1,2,4,5,6,7,8 and 9)
Traffic from PIA to Northern 281 6 11 2 0 0 8 3 18 5 116 16
Region (From PIA to Zones
10, 12, 14, 17, 18)
Traffic from PIA to Southern 416 8 62 12 15 10 49 22 74 19 198 27
Region (From Zones PIA to
Zones 3, 13 & 16)
Traffic from PIA to Eastern 136 3 42 8 0 0 8 3 5 1 50 7
Zones 11 & 15)
Trucks : Station 1
70% 63%
60%
50%
40%
30% 23%
20% 10%
10% 4%
0%
TRAFFIC IN PIA TRAFFIC FROM PIA TRAFFIC FROM PIA TRAFFIC FROM PIA
TO NORTHERN TO SOUTHERN TO EASTERN REGION
REGION REGION
FIGURE 6-9: ZONE WISE TRAFFIC MOVEMENT AT KM 143/000 ON SH 25 (STATION-1)
From the analysis of origin and destination survey data for station 1, in broad-spectrum
the overall movement of traffic navigates within project influence area (PIA) i.e. 63 % of
total traffic while 23 % of traffic navigates from project influence area (PIA) to southern
region and average distance travelled by vehicle is of short distance within a range of 200
km.
TABLE 6-19: ZONE WISE TRAFFIC MOVEMENT AT KM 56/400 ON SH 6 (STATION-2)
Traffic in PIA (within Zones 308 68 20 33 126 82 37 36 46 15 165 15

1,2,4,5,6,7,8 and 9)
Traffic from PIA to Northern 107 24 35 58 28 18 59 57 231 74 847 77
Region (From PIA to Zones
10, 12, 14, 17, 18)

Forecast

Traffic from PIA to Southern 14 3 5 8 0 0 0 0 22 7 49 4
Zones 3, 13 & 16)
Traffic from PIA to Eastern 14 3 0 0 0 0 8 7 11 3 23 2
Zones 11 & 15)
Bypassable traffic Dhrol 401 89 40 67 70 46 100 97 305 99 1059 97
(From Zones 1,2,3,4,5 to Zones
7,8,9,10,11,12 & 13)
Trucks : Station 2
100% 92%
90%
80% 70%
70%
60%
50%
40%
30% 22%
20%
10% 4% 3%
0%
TRAFFIC IN PIA TRAFFIC FROM TRAFFIC FROM TRAFFIC FROM BYPASS ABLE
PIA TO PIA TO PIA TO EASTERN TRAFFIC DHROL
NORTHERN SOUTHERN REGION
REGION REGION
FIGURE 6-10: ZONE WISE TRAFFIC MOVEMENT AT KM 56/400 ON CSH 6 (STATION-2)
From the analysis of origin and destination survey data for station 2, in broad-spectrum
the overall movement of traffic navigates from project influence area (PIA) to northern
region generally Kutch region i.e. 70 % of total traffic while 22 % of traffic navigates
within project influence area (PIA) and average distance travelled by vehicle is of short
space within the range of 300 km.
From the above zone wise traffic movement table and analysis of origin and destination
survey data, the movement of commercial bypass able traffic is more than 95 percent
for different zones within project influence area (PIA) and beyond PIA and support
consultant proposal of Bypass for Dhrol/Amran Town to avoid traffic congestion in the
city and availability of limited land within Dhrol city for road improvement to decrease
travel time & cost for bypassing Dhrol Town.
6.3.3.4. Commodity Movement
The analysis of Origin and Destination survey data also highlights the commodity
movement in the project influence area. The commodities have been divided into 8
categories for the purpose of analysis. The commodity composition as observed during

Forecast
the O-D survey at Station-1 and Station-2 is summarised below and represented
graphically also to understand the pattern of the commodity
TABLE 6-20: COMMODITY MOVEMENT AT STATION-1(KM 143/000)
S Commodity Towards Towards Bothside
No. Khambhaliya Devariya
No. % No. % no. %
1 Petroleum Products 41 18 5 2 46 9
2 Natural Gas/LPG/NPG 5 2 6 2 11 2
3 Chemicals 2 1 0 0 2 0
4 Empty Vehicles 82 37 179 67 261 53
5 Coal/Coal Powder/Coal slurry 14 6 6 2 20 4
6 Food Products/Agricultural 15 7 1 0 16 3
products
7 Provisional 11 5 11 4 22 4
Items/Medicine/Dairy Products
8 Construction materials 48 22 51 19 99 20
9 Construction Equipment 0 0 0 0 0 0
10 Fertilizer/Industrial Products 4 2 9 3 13 3
Towards Khambhaliya Towards Maliya

0 2 0 2 2
0
3
18
22 2 19
1
5 4
0
7
2
6 37 67
Both Sides

Forecast
0 3 2
0
9
20
4
3
4 53
Petroleum Products Natural Gas/LPG/NPG

Chemicals Empty Vehicles
Coal/Coal Powder/Coal slurry Food Products/Agricultural products
Provisional Items/Medicine/Dairy Products Construction materials
Construction Equipments Fertilizer/Industrial Products
FIGURE 6-11: COMMODITY MOVEMENT AT STATION 1
TABLE 6-21: COMMODITY MOVEMENT AT STATION-2(KM 56/400)

S No. Commodity Towards Amran Towards Bothside
Bhadra
Patiya
No. % No. % no. %
1 Petroleum Products 56 26 88 27 144 27
2 Natural Gas/LPG/NPG 5 2 20 6 25 5
3 Chemicals 1 0 0 0 1 0
4 Empty Vehicles 87 41 163 51 250 47
5 Coal/Coal Powder/Coal slurry 39 18 0 0 39 7
6 Food Products/Agricultural products 0 0 17 5 17 3
7 Provisional Items/Medicine/Dairy Products 4 2 0 0 4 1
8 Construction materials 15 7 30 9 45 8
9 Construction Equipment 0 0 0 0 0 0
10 Fertilizer/Industrial Products 5 2 3 1 8 2
2 0 2 0 1
5 0
0
7 0 9
26 27
18
2
0 6
51 0
41

Forecast
Commodity Movement towards Amran Commodity Movement towards Bhadra Patiya
0 2
1
3 8
27
7
5
0
47
Petroleum Products Natural Gas/LPG/NPG

Chemicals Empty Vehicles
Coal/Coal Powder/Coal slurry Food Products/Agricultural products
Provisional Items/Medicine/Dairy Products Construction materials
Construction Equipments Fertilizer/Industrial Products
FIGURE6-12: COMMODITY MOVEMENT AT STATION 2
6.3.5. Axle Load Survey
Axle load survey was carried out to get the spectrum of vehicle loading pattern and
also to arrive at Vehicle Damage Factor (VDF) for pavement design. Consultant
made use of “Flying Eagle”, a static Wheel Load Weighing System, a portable low
profile instrument. The equipment consists of flat weighing platform with a laterally
connected digital display.
Classified volume count was also carried out simultaneously during Axle load
survey for expansion of the sampled data collected for various categories of freight
vehicle to their individual daily average volume.
The Axle load frequency data presented in a separate Volume “Appendix to Feasibility
Report –A: Primary Data”: Annexure 4.3 (A to B) was used for working out VDF and
loading pattern on the project road. Sampling technique was used for recording the
data in the field. Summary of Axle load frequency analysis for station 1 and station 2
have been presented below:
TABLE 6-22: AXLE LOAD AT STATION 1 (KM 143/000 ON SH-25)

1 LCV 2% 0.05 7% 0.61 6% 0.54
2 2A 59% 1.71 61% 1.43 60% 1.58
3 3A 92% 4.09 81% 3.69 87% 3.92
Forecast

4 4A 21% 5.23 25% 6.54 23% 5.91
5 5A 21% 0.8 25% 7.04 23% 5.48
6 6A 20% 2.29 25% 0.21 22% 1.25
Freight Traffic LCV @ 2%; Bus @ 7.3%; 2A Truck @ 3.2%, 3A Truck @ 5.5% and 4-6A Truck @
Composition 10.5 %
All Vehicle 3.87 4.41 4.19
TABLE 6-23: AXLE LOAD AT STATION 5 (KM 56/400 ON CSH-6)

S Vehicle Towards Bhadra Patiya Towards Maliya Both side
1 LCV 0% 0% 0%
2 2A 47% 2.141 22% 0.6427 34% 1.628
3 3A 65% 3.092 66% 1.484 66% 2.28
4 4A 31% 6.984 28% 2.1225 29% 4.25
5 5A 30% 2.947 28% 1.7572 29% 2.505
6 6A 31% 0.465 0% 29% 0.465
Freight Traffic LCV @ 7%; Bus @ 2.7%; 2A Truck @ 4.7 %, 3A Truck @ 14.2% and 4-6A Truck
Composition @ 50.4 %
All Vehicle 4.97 2.09 3.61
The analysis of Axle Load data reveals slightly skewed VDF pattern against directional
movement. A weighted analysis against type of vehicles on the road brings out an
overall VDF of 4.19 for station-1 and 3.61 for station-2.
6.3.6. Turning Movement Survey
Turning movement survey was carried out at eleven major intersections for 8 to 10
hours during morning hours from 6 am to 11 am and evening hours from 4 pm to 9
pm to grab the peak hour movement. The summary of minimum and maximum
traffic flow at maximum total traffic at junction in PCU/hour has been summarized
for all eleven major junctions below in the table.
TABLE 6-24: TURNING MOVEMENTS AT MAJOR JUNCTIONS
S. No. Junction Flow (PCU/hr)
Min Max
1 Kuranga junction at Km 203/500 142 358
2 Bhatiya junction at Km 191/100 217 799
3 Limbdi junction at Km 180/200 311 835
4 SH28 at Km 148/590 333 986
5 Near Khambhaliya hospital at Km 147/300 640 2076
6 Khambhaliya Y Junction at Km 144/050 859 1357
Forecast
S. No. Junction Flow (PCU/hr)

Min Max
7 Dhrol junction at Km 0/000 1221 2431
8 Latipar Road Junction at Km 2/100 242 698
9 Bhadra Patiya Junction at Km 13/600 418 843
10 Junction near Amran at Km 41/000 456 794
The summary of Detailed analysis is presented in a separate Volume “Appendix to

Feasibility Report –A: Primary Data”: Annexure 4.4 (A to K).
6.3.7. Annual Average Daily Traffic (AADT)
The Average Daily Traffic (ADT) is converted to Annual Average Daily Traffic (AADT)
after making suitable adjustments for the seasonal variation factor at different survey
locations and is presented in the following table.
TABLE 6-25: ANNUAL AVERAGE DAILY TRAFFIC

Mini Full 2A 3A >3A Nos PCU
I 629 1091 48 126 90 31 127 272 2,414 3,689
II 1794 2097 75 199 424 98 264 461 5,412 7,500
III 7796 5839 180 344 146 227 395 757 15,684 16,531
IV 2188 1203 16 77 126 82 34 42 3768 3,278
V 549 580 14 49 159 107 323 1145 2,926 7,704
6.3.8. Diverted and Generated Traffic
Diverted Traffic
There is no alternative route for the project road except for the small section of Dhrol
to Bhadra Patiya. Existing traffic is following the route of Jambuda – Jodiya – Bhadra
Patiya to avoid congestion in Dhrol town.
Also, the road section Jambuda – Jodiya – Bhadra Patiya has substandard geometry /
carriageway width with a number of causeways.
Therefore, traffic from the road section Bhadra Patiya – Pipaliya has been adopted
for the entire road section of Dhrol – Bhadra Patiya – Pipaliya.
Generated Traffic
This is a category of traffic which occurs in response to the provision or

improvement of the road. The project facility is aimed at providing an efficient
Forecast
facility in terms of capacity and vehicle operating costs (VOC). In view of the
improvised facility of the poor condition of existing road, the project when
implemented is expected to cause additional trips on account of saving in VOC.
Further, the project would promote economic and commercial activities along the
project road.
Considering all the above aspects, Generated traffic @ 5% of normal traffic is

assigned on the first year of operation and growing at normal traffic growth rate.
6.4. Traffic Assignment
The project envisages the improvement and rehabilitation / upgradation of existing

2 lane to 2-lane with paved shoulders/4 lane carriageway facility. Therefore, normal
traffic on the project road remains to be the main user of the improved facility.
However, other kind of traffic anticipated during the project service life has been
discussed under following paragraphs.
6.4.1. Normal Traffic
Normal traffic on the project road is derived from primary survey on the various
links. Analysis of the same and Annual Average Daily Traffic (AADT) for individual
links has already been brought out in the preceding paragraphs.
6.5. Traffic Forecasts
6.5.1. Forecasting Methodology
For any transportation project traffic growth rate is an essential component required
to be estimated reasonably well for the future traffic on the Project Influence area
(PIA). When the availability of capital resources is small and has competing
demands, the investments in a transport project have to be planned meticulously,
keeping in view not only the present demand but also the requirements for the
future for a reasonable period.
Traffic forecasting using traffic growth pattern, which is the most important
governing factor, in the present state of knowledge can at best be only approximate.
Traffic is generated as a result of the interplay of a number of contributory factors
like Population, Gross/ Net State Domestic Product, vehicle ownership, agriculture
output, fuel consumption etc. to name a few. Any change in the pattern of these
factors can only be estimated approximately with a limited degree of accuracy.

Forecast
There are various factors by which the future traffic demand may differ from that
being experienced presently. The major factors affecting the transport demand are as
follows:
i. Growth in population; and

ii. Economic performance.
These factors are responsible for normal growth of traffic. All these parameters
supported with the findings of the socio-economic indicators and performance, and
traffic characteristics are discussed in the following paragraphs, which would form
the basis for traffic forecasts.
The mathematical model used for forecasting the growth rates by Log Regression
Method for passenger and freight traffic as per IRC: 108-1996 has been given below:
For Passenger Traffic:
Log Pn = log P0 + n x Log (1+r) ------- Equation 6.1
Where, P0 = Traffic flow in base year

Pn = Traffic in the nth year
n = Number of years
r = Annual growth rate of traffic
For Freight Traffic:
Log P = A0 + A1 x Log (GDP) ------- Equation 6.2
Where, P = Traffic Volume

GDP = Gross Domestic product
A0 = Regression constant
A1 = Regression coefficient
6.5.2. Traffic Growth from Socio-Economic Data
The transport demand is estimated from Growth Rate of Population (Gp), Growth
Rate of Per Capita Income (GPCI) and Growth Rate of Net State Domestic Product
(GNSDP) etc. For passenger vehicles, Growth Rate of Population and Growth Rate of
Per Capita Income are considered, whereas for freight vehicles Growth Rates of
Gross/ Net State Domestic Product is considered.

Forecast
6.5.2.1. Population Growth
The decennial population growth for Gujarat from 1961 to 2011 is given below:
TABLE 6-26: DECENNIAL POPULATION GROWTH OF GUJARAT

Period Population Decennial Growth
1961 20633350 -
1971 26697475 2.61
1981 34085799 2.47
1991 41309582 1.94
2001 50671017 2.06
2011 60400000 1.77
FIGURE 6-13: DECENNIAL POPULATION GROWTH OF GUJARAT
70000000
60000000
50000000
40000000
NOS.
30000000
20000000
10000000
0
1961 1971 1981 YEARS 1991 2001 2011
Rural Urban
The population decadal growth rate for Gujarat indicates a general tendency of
decline over past decades in total except for the decade 1981-1991. For the past
decade average annual growth of population is at 1.77. The same has been
considered in the analysis (Gp = 1.77).
6.5.2.2. Per Capita Income Growth
The trend analysis for the Per Capita Income was done by both methods annual
compound growth rate method and log regression method. Analysis was carried out
for block years asper the available data to arrive at a suitable growth rate. The block
wise data is presented below:
TABLE 6-27: PER CAPITA INCOME GROWTH OF GUJARAT

Year PCI (INR)
2011-12 63460
2012-13 65664

Forecast
2013-14 68867
2014-15 72889
2015-16 77431
FIGURE 6-14: PER CAPITA INCOME GROWTH OF GUJARAT

y = 0.0218x + 4.7764
R² = 0.9889
4.90
4.89
4.88
4.87
4.86
LOG10PCI
4.85
4.84
4.83
4.82
4.81
4.80
4.79
1 2 3 4 YEARS 5 6 7
The compound growth rate for Per Capita Income is at 4.95. Above figure shows Log
regression analysis, carried out for Gujarat data based on the Equations 6.1, and
yields a value for the growth rate as 4.95. Thus, a value of 4.95 has been adopted as
growth rate of Per Capita Income (GPCI).
6.5.2.3. Gross Domestic Product (GDP)
Gross Domestic Product is an indicator of economic strength of the state and the
same reflects the growth in freight traffic and overall economic performance of the
state. Consultants have made use of both annual compound growth rate and log
regression methods to arrive at suitable growth rate to be used for traffic projections.
The GDP values of Gujarat state for a block period from 2010-11 to 2013-14 are
presented as follows:
TABLE 6-28: GDP GROWTH OF GUJARAT

Year NSDP (INR Crores)
2010-11 605456
2011-12 671074
2012-13 726831
2013-14 782820
The growth rate values obtained for Gross Domestic Product from compound
growth method is 8.94 and from Log Regression is8.64. Thus, a value of 8.64 has been
adopted as growth rate of Gross Domestic Product (GGDP).

Forecast
6.5.2.4. Growth of Registered Vehicles
The Number of registered motor vehicles in Gujarat state as per “Statistical

Data”available on the official Web Site of the Government is given below:
TABLE 6-29: GROWTH OF NUMBER OF REGISTERED MOTOR VEHICLES INGUJARAT

Veh Type 2009-10 2010-11 2011-12 2012-13 2013-14
All Freight 626344 678804 750491 818484 875103
Buses 68659 73924 80627 87946 93262
Cars 1057383 1218030 1411898 1602129 1771298
2-Wh 8716981 9507556 10512304 11500292 12502698
FIGURE 6-15: GROWTH OF NUMBER OF REGISTERED MOTOR VEHICLES INGUJARAT
All6.000
Freight y = 0.0372x + 5.7603
R² = 0.9961
5.900
LOG10N
5.800
5.700
1 2 3
YEARS 4 5 6
y = 0.0341x + 4.8027
Bus 5.000 R² = 0.9962
LOG10N
4.900
4.800
1 2 3
YEARS 4 5 6
Cars 6.300
y = 0.0567x + 5.9724
R² = 0.9949
6.200
LOG10N
6.100
6.000
1 2YEARS 3 4 5 6

Forecast
2-Wheelers
7.200
y = 0.0396x + 6.9008
R² = 0.9991
7.100
LOG10N
7.000
6.900
1 2 YEARS 3 4 5 6
The Growth rates as obtained by Log regression method for All Freight Vehicles,
Buses, Car/Jeep/Taxi and Two Wheelers are 8.89, 8.14, 13.76 and 9.4 respectively.
For the further analysis, growth rates values obtained by Log regression method
have been adopted.
6.5.3. Transport Demand Elasticity
Transport demand elasticity is one of the methods of establishing relationships

between transport demand (i.e. number of vehicles) and the parameters (Prices, Net
State Domestic Product, Per Capita Income etc.) affecting the demand for vehicles
(passenger and freight). This relationship may remain static or may change in future
due to disproportionate changes in the future growth or parameters and/or
technological changes in vehicle characteristics. Transport Demand Elasticity is a
measure of percentage change in transport demand w.r.t. percentage change in the
parameters (such as Prices, Per Capita Income, Population etc.) influencing the
demand.
On the basis of the above formulation the Transport Demand Elasticity for passenger
and freight vehicles have been estimated by using the following equations:
6.5.3.1. Elasticity for Passenger Traffic
E = G/ ((1+GP) x (1+GPCI) – 1)
Where, E = Elasticity of Transport Demand
GP = Population Growth Rate
GPCI = Per Capita Income Growth Rate
G = Growth Factor
Elasticity for Freight Traffic
E = G/GGDP
Where, E = Elasticity of Transport Demand
GGDP = Gross Domestic Product Growth Rate
G = Growth Factor

Forecast
Based on the above parameters the Elasticity for Trucks, Bus, Car and 2 Wheelers
have been worked out for Madhya Pradesh state as given below:
ETRUCK = 0.0864 / 0.0889

= 1.03
EBUS = 0.0814 / ((1+0.0177)x(1+0.0495) – 1)
= 1.20
ECAR = 0.1376 / ((1+0.0177)x(1+0.0495) – 1)
= 2.02
E2W = 0.094/ ((1+0.0177)x(1+0.0495) – 1)
= 1.38
To arrive at a realistic values of Transport Demand Elasticity, a comparison of the

elasticities obtained for different category of vehicles from various studies have been
made and suitable values adopted for the project are given below:
TABLE 6-30: TRANSPORT DEMAND ELASTICITY OF HIGHWAY PROJECTS INGUJARAT

S. No. Study Reference Vehicle category
2W Car Bus Truck
1 Present Project 1.38 2.02 1.20 1.03
2 Kandla-Mundra Project in Gujarat 1.70 1.70 0.93 1.11
3 ADB studies in India 2.10 1.80 1.50 1.30
Transport Demand Elasticity derived for the project road (based on economic
parameters) is in broad agreement with the reference studies.Implementation of the
project is aimed at providing better economic facilities that is expected to promote
efficient bus transport along with certain shift from personalized vehicular
movement. Accordingly, transport demand elasticity values for the project are
adopted as:
TABLE 6-31: TRANSPORT DEMAND ELASTICITY OF DIFFERENT VEHICLE TYPES

S. No. Vehicle Category Transport Demand Elasticity
1 2-wheeler 1.25
2 Car/Jeep/Taxi 1.50
3 Bus 0.90
4 Truck 1.00
6.5.4. Projected Traffic and Growth Rates
Traffic growth rates for the project road are estimated on the basis of adopted transport
demand elasticity. State Economy has major influence on the project road. Past
performance at an average growth of 8.64 in Gross Domestic Product is a good growth
rate. However, maintaining that growth on continued long term is a challenging task.
Forecast
For the purpose of traffic growth estimation, it may be appropriate to consider average
GDP growth rate as 6.50, 7.00 and 6.00 for the periods 2017-21, 2022-26 and Beyond
2026 respectively. Accordingly, traffic growth rates are estimated and a comparison of
these growth rates with other methods viz. based on past traffic data and number of
registered vehicles is given below:
Based on Number of Registered Vehicles: Traffic Growth Rates from number of
registered vehicles in Gujarat are as under:
TABLE 6-32: TRAFFIC GROWTH RATES BASED ON REGISTERED NO. OF VEHICLES
S. Period Growth Rate (%)
No. 2W Car Bus Truck
1 Based on block period from 2009-10 to 9.40 13.76 8.14 8.89
2013-14
6.5.5. Traffic Growth Rates for Traffic Forecast:
The Transport Demand Elasticity values were compared for different projects in
Gujarat and realistic values were adopted forming the basis for Traffic projections.
Hence, the traffic growth rates obtained from Socio-Economic profile have
considered for traffic forecasting, which are in general agreement with the growth
rates adopted in other projects in Gujarat. Growth rates adopted are given below:
TABLE 6-33: ADOPTED TRAFFIC GROWTH RATES

S. No. Period Growth Rate (%)
2W Car Bus Truck
1 2017 – 21 8.12 9.75 5.85 6.50
2 2022 – 26 8.75 10.50 6.30 7.00
3 Beyond 2026 7.50 9.00 5.40 6.00
Estimation of Traffic growth beyond 10-year period is an uncertain exercise as it is

difficult to make an objective assessment of economic performance/ development
activities at this stage. There remain possibilities of higher growth potential as well
as resulting lower transport demand elasticity.
The assigned traffic is projected for the project road homogeneous sections based on
the above growth rates for a maximum period of 30 years (2016-2046) are presented
in Tablesbelow:
TABLE 6-34: TRAFFIC PROJECTION FOR SECTION I: KURANGA TO LIMBDI

Year 2W Car Bus LCV Truck All Vehicle in
2016 629 1091 48 126 90 31 127 272 2,414 3,689
Growth 8.12% 9.75% 5.85% 5.85% 6.50% 6.50% 6.50% 6.50%
Forecast

Rate (%)
2017 680 1197 51 133 96 33 135 290 2,615 3,966
2018 735 1314 54 141 102 35 144 309 2,834 4,266
2019 795 1442 57 149 109 37 153 329 3,071 4,586
2020 860 1583 60 158 116 39 163 350 3,329 4,932
2021 930 1737 64 167 124 42 174 373 3,611 5,312
Growth 8.75% 10.50% 6.30% 6.30% 7.00% 7.00% 7.00% 7.00%
Rate (%)
2022 1011 1919 68 178 133 45 186 399 3,939 5,749
2023 1099 2120 72 189 142 48 199 427 4,296 6,220
2024 1195 2343 77 201 152 51 213 457 4,689 6,736
2025 1300 2589 82 214 163 55 228 489 5,120 7,298
2026 1414 2861 87 227 174 59 244 523 5,589 7,903
Growth 7.50% 9.00% 5.40% 5.40% 6.00% 6.00% 6.00% 6.00%
Rate (%)
2027 1520 3118 92 239 184 63 259 554 6,029 8,468
2028 1634 3399 97 252 195 67 275 587 6,506 9,078
2029 1757 3705 102 266 207 71 292 622 7,022 9,733
2030 1889 4038 108 280 219 75 310 659 7,578 10,434
2031 2031 4401 114 295 232 80 329 699 8,181 11,193
2032 2183 4797 120 311 246 85 349 741 8,832 12,007
2033 2347 5229 126 328 261 90 370 785 9,536 12,880
2034 2523 5700 133 346 277 95 392 832 10,298 13,820
2035 2712 6213 140 365 294 101 416 882 11,123 14,835
2036 2915 6772 148 385 312 107 441 935 12,015 15,926
2037 3134 7381 156 406 331 113 467 991 12,979 17,096
2038 3369 8045 164 428 351 120 495 1050 14,022 18,356
2039 3622 8769 173 451 372 127 525 1113 15,152 19,715
2040 3894 9558 182 475 394 135 557 1180 16,375 21,180
2041 4186 10418 192 501 418 143 590 1251 17,699 22,758
2042 4500 11356 202 528 443 152 625 1326 19,132 24,456
2043 4838 12378 213 557 470 161 663 1406 20,686 26,292
2044 5201 13492 225 587 498 171 703 1490 22,367 28,265
2045 5591 14706 237 619 528 181 745 1579 24,186 30,390
2046 6010 16030 250 652 560 192 790 1674 26,158 32,685

Forecast
TABLE 6-35: TRAFFIC PROJECTION FORSECTION II: LIMBDI TO KHAMBHALIYA

2016 1794 2097 75 199 424 98 264 461 5,412 7,500
Growth 8.12% 9.75% 5.85% 5.85% 6.50% 6.50% 6.50% 6.50%
Rate(%)
2017 1940 2301 79 211 452 104 281 491 5,859 8,065
2018 2098 2525 84 223 481 111 299 523 6,344 8,674
2019 2268 2771 89 236 512 118 318 557 6,869 9,329
2020 2452 3041 94 250 545 126 339 593 7,440 10,039
2021 2651 3337 99 265 580 134 361 632 8,059 10,805
Growth 8.75% 10.50% 6.30% 6.30% 7.00% 7.00% 7.00% 7.00%
Rate(%)
2022 2883 3687 105 282 621 143 386 676 8,783 11,693
2023 3135 4074 112 300 664 153 413 723 9,574 12,657
2024 3409 4502 119 319 710 164 442 774 10,439 13,708
2025 3707 4975 126 339 760 175 473 828 11,383 14,845
2026 4031 5497 134 360 813 187 506 886 12,414 16,079
Growth 7.50% 9.00% 5.40% 5.40% 6.00% 6.00% 6.00% 6.00%
Rate(%)
2027 4333 5992 141 379 862 198 536 939 13,380 17,228
2028 4658 6531 149 399 914 210 568 995 14,424 18,463
2029 5007 7119 157 421 969 223 602 1055 15,553 19,797
2030 5383 7760 165 444 1027 236 638 1118 16,771 21,225
2031 5787 8458 174 468 1089 250 676 1185 18,087 22,761
2032 6221 9219 183 493 1154 265 717 1256 19,508 24,412
2033 6688 10049 193 520 1223 281 760 1331 21,045 26,190
2034 7190 10953 203 548 1296 298 806 1411 22,705 28,102
2035 7729 11939 214 578 1374 316 854 1496 24,500 30,162
2036 8309 13014 226 609 1456 335 905 1586 26,440 32,376
2037 8932 14185 238 642 1543 355 959 1681 28,535 34,755
2038 9602 15462 251 677 1636 376 1017 1782 30,803 37,323
2039 10322 16854 265 714 1734 399 1078 1889 33,255 40,087
2040 11096 18371 279 753 1838 423 1143 2002 35,905 43,061
2041 11928 20024 294 794 1948 448 1212 2122 38,770 46,262
2042 12823 21826 310 837 2065 475 1285 2249 41,870 49,712
2043 13785 23790 327 882 2189 504 1362 2384 45,223 53,429
2044 14819 25931 345 930 2320 534 1444 2527 48,850 57,434
2045 15930 28265 364 980 2459 566 1531 2679 52,774 61,751
2046 17125 30809 384 1033 2607 600 1623 2840 57,021 66,406

Forecast
TABLE 6-36: TRAFFIC PROJECTION FORSECTION III: KHAMBHALIYA TO DEVARIYA

2016 7796 5839 180 344 146 227 395 757 15,684 16,531
Growth 8.12% 9.75% 5.85% 5.85% 6.50% 6.50% 6.50% 6.50%
Rate(%)
2017 8429 6408 191 364 155 242 421 806 17,016 17,850
2018 9113 7033 202 385 165 258 448 858 18,462 19,274
2019 9853 7719 214 408 176 275 477 914 20,036 20,824
2020 10653 8472 227 432 187 293 508 973 21,745 22,497
2021 11518 9298 240 457 199 312 541 1036 23,601 24,308
Growth 8.75% 10.50% 6.30% 6.30% 7.00% 7.00% 7.00% 7.00%
Rate(%)
2022 12526 10274 255 486 213 334 579 1109 25,776 26,427
2023 13622 11353 271 517 228 357 620 1187 28,155 28,736
2024 14814 12545 288 550 244 382 663 1270 30,756 31,250
2025 16110 13862 306 585 261 409 709 1359 33,601 33,992
2026 17520 15318 325 622 279 438 759 1454 36,715 36,984
Growth 7.50% 9.00% 5.40% 5.40% 6.00% 6.00% 6.00% 6.00%
Rate(%)
2027 18834 16697 343 656 296 464 805 1541 39,636 39,782
2028 20247 18200 362 691 314 492 853 1633 42,792 42,794
2029 21766 19838 382 728 333 522 904 1731 46,204 46,045
2030 23398 21623 403 767 353 553 958 1835 49,890 49,548
2031 25153 23569 425 808 374 586 1015 1945 53,875 53,324
2032 27039 25690 448 852 396 621 1076 2062 58,184 57,402
2033 29067 28002 472 898 420 658 1141 2186 62,844 61,802
2034 31247 30522 497 946 445 697 1209 2317 67,880 66,541
2035 33591 33269 524 997 472 739 1282 2456 73,330 71,665
2036 36110 36263 552 1051 500 783 1359 2603 79,221 77,189
2037 38818 39527 582 1108 530 830 1441 2759 85,595 83,157
2038 41729 43084 613 1168 562 880 1527 2925 92,488 89,599
2039 44859 46962 646 1231 596 933 1619 3101 99,947 96,558
2040 48223 51189 681 1297 632 989 1716 3287 108,014 104,068
2041 51840 55796 718 1367 670 1048 1819 3484 116,742 112,178
2042 55728 60818 757 1441 710 1111 1928 3693 126,186 120,941
2043 59908 66292 798 1519 753 1178 2044 3915 136,407 130,413
2044 64401 72258 841 1601 798 1249 2167 4150 147,465 140,643
2045 69231 78761 886 1687 846 1324 2297 4399 159,431 151,694
2046 74423 85849 934 1778 897 1403 2435 4663 172,382 163,639

Forecast
TABLE 6-37: TRAFFIC PROJECTION FORSECTION IV: DHROL TO BHADRA PATIYA

2016 2188 1203 16 77 126 82 34 42 3,768 3,278
Growth 8.12% 9.75% 5.85% 5.85% 6.50% 6.50% 6.50% 6.50%
Rate(%)
2017 2366 1320 17 82 134 87 36 45 4,087 3,547
2018 2558 1449 18 87 143 93 38 48 4,434 3,840
2019 2766 1590 19 92 152 99 40 51 4,809 4,152
2020 2991 1745 20 97 162 105 43 54 5,217 4,492
2021 3234 1915 21 103 173 112 46 58 5,662 4,867
Growth 8.75% 10.50% 6.30% 6.30% 7.00% 7.00% 7.00% 7.00%
Rate(%)
2022 3517 2116 22 109 185 120 49 62 6,180 5,298
2023 3825 2338 23 116 198 128 52 66 6,746 5,767
2024 4160 2583 24 123 212 137 56 71 7,366 6,285
2025 4524 2854 26 131 227 147 60 76 8,045 6,852
2026 4920 3154 28 139 243 157 64 81 8,786 7,465
Growth 7.50% 9.00% 5.40% 5.40% 6.00% 6.00% 6.00% 6.00%
Rate(%)
2027 5289 3438 30 147 258 166 68 86 9,482 8,045
2028 5686 3747 32 155 273 176 72 91 10,232 8,666
2029 6112 4084 34 163 289 187 76 96 11,041 9,335
2030 6570 4452 36 172 306 198 81 102 11,917 10,062
2031 7063 4853 38 181 324 210 86 108 12,863 10,845
2032 7593 5290 40 191 343 223 91 114 13,885 11,689
2033 8162 5766 42 201 364 236 96 121 14,988 12,600
2034 8774 6285 44 212 386 250 102 128 16,181 13,585
2035 9432 6851 46 223 409 265 108 136 17,470 14,650
2036 10139 7468 48 235 434 281 114 144 18,863 15,799
2037 10899 8140 51 248 460 298 121 153 20,370 17,046
2038 11716 8873 54 261 488 316 128 162 21,998 18,388
2039 12595 9672 57 275 517 335 136 172 23,759 19,843
2040 13540 10542 60 290 548 355 144 182 25,661 21,410
2041 14556 11491 63 306 581 376 153 193 27,719 23,109
2042 15648 12525 66 323 616 399 162 205 29,944 24,947
2043 16822 13652 70 340 653 423 172 217 32,349 26,929
2044 18084 14881 74 358 692 448 182 230 34,949 29,071
2045 19440 16220 78 377 734 475 193 244 37,761 31,391
2046 20898 17680 82 397 778 504 205 259 40,803 33,903

Forecast
TABLE 6-38: TRAFFIC PROJECTION FORSECTION V: BHADRA PATIYA TO PIPALIYA

2016 549 580 14 49 159 107 323 1145 2,926 7,704
Growth 8.12% 9.75% 5.85% 5.85% 6.50% 6.50% 6.50% 6.50%
Rate (%)
2017 594 637 15 52 169 114 344 1219 3,144 8,226
2018 642 699 16 55 180 121 366 1298 3,377 8,781
2019 694 767 17 58 192 129 390 1382 3,629 9,378
2020 750 842 18 61 204 137 415 1472 3,899 10,013
2021 811 924 19 65 217 146 442 1568 4,192 10,699
Growth 8.75% 10.50% 6.30% 6.30% 7.00% 7.00% 7.00% 7.00%
Rate(%)
2022 882 1021 20 69 232 156 473 1678 4,531 11,485
2023 959 1128 21 73 248 167 506 1795 4,897 12,327
2024 1043 1246 22 78 265 179 541 1921 5,295 13,237
2025 1134 1377 23 83 284 192 579 2055 5,727 14,214
2026 1233 1522 24 88 304 205 620 2199 6,195 15,265
Growth 7.50% 9.00% 5.40% 5.40% 6.00% 6.00% 6.00% 6.00%
Rate(%)
2027 1325 1659 25 93 322 217 657 2331 6,629 16,233
2028 1424 1808 26 98 341 230 696 2471 7,094 17,262
2029 1531 1971 27 103 361 244 738 2619 7,594 18,359
2030 1646 2148 28 109 383 259 782 2776 8,131 19,530
2031 1769 2341 30 115 406 275 829 2943 8,708 20,780
2032 1902 2552 32 121 430 292 879 3120 9,328 22,112
2033 2045 2782 34 128 456 310 932 3307 9,994 23,531
2034 2198 3032 36 135 483 329 988 3505 10,706 25,038
2035 2363 3305 38 142 512 349 1047 3715 11,471 26,643
2036 2540 3602 40 150 543 370 1110 3938 12,293 28,358
2037 2731 3926 42 158 576 392 1177 4174 13,176 30,183
2038 2936 4279 44 167 611 416 1248 4424 14,125 32,131
2039 3156 4664 46 176 648 441 1323 4689 15,143 34,204
2040 3393 5084 48 186 687 467 1402 4970 16,237 36,413
2041 3647 5542 51 196 728 495 1486 5268 17,413 38,771
2042 3921 6041 54 207 772 525 1575 5584 18,679 41,290
2043 4215 6585 57 218 818 557 1670 5919 20,039 43,976
2044 4531 7178 60 230 867 590 1770 6274 21,500 46,837
2045 4871 7824 63 242 919 625 1876 6650 23,070 49,887
2046 5236 8528 66 255 974 663 1989 7049 24,760 53,148

Forecast
TABLE 6-39: SUMMARY OF TRAFFIC PROJECTION FORALL SECTIONS

2016 629 1091 48 126 90 31 127 272 2,414 3,689
Comp. 26.06% 45.19% 1.99% 5.22% 3.73% 1.28% 5.26% 11.27% 100%
2021 930 1737 64 167 124 42 174 373 3,611 5,312
2026 1414 2861 87 227 174 59 244 523 5,589 7,903
2036 2915 6772 148 385 312 107 441 935 12,015 15,926
2046 6010 16030 250 652 560 192 790 1674 26,158 32,685
2016 1794 2097 75 199 424 98 264 461 5,412 7,500
Comp. 33.15% 38.75% 1.39% 3.68% 7.83% 1.81% 4.88% 8.52% 100%
2021 2651 3337 99 265 580 134 361 632 8,059 10,805
2026 4031 5497 134 360 813 187 506 886 12,414 16,079
2036 8309 13014 226 609 1456 335 905 1586 26,440 32,376
2046 17125 30809 384 1033 2607 600 1623 2840 57,021 66,406
2016 7796 5839 180 344 146 227 395 757 15,684 16,531
Comp. 49.71% 37.23% 1.15% 2.19% 0.93% 1.45% 2.52% 4.83% 100%
2021 11518 9298 240 457 199 312 541 1036 23,601 24,308
2026 17520 15318 325 622 279 438 759 1454 36,715 36,984
2036 36110 36263 552 1051 500 783 1359 2603 79,221 77,189
2046 74423 85849 934 1778 897 1403 2435 4663 172,382 163,639
2016 2188 1203 16 77 126 82 34 42 3768 3,278
Comp. 58.07% 31.93% 0.42% 2.04% 3.34% 2.18% 0.90% 1.11% 100.00%
2021 3234 1915 21 103 173 112 46 58 5662 4,867
2026 4920 3154 28 139 243 157 64 81 8786 7,465
2036 10139 7468 48 235 434 281 114 144 18,863 15,799
2046 20898 17680 82 397 778 504 205 259 40,803 33,903
2016 549 580 14 49 159 107 323 1145 2,926 7,704
Comp. 18.76% 19.82% 0.48% 1.67% 5.43% 3.66% 11.04% 39.13% 100.00%
2021 811 924 19 65 217 146 442 1568 4,192 10,699
2026 1233 1522 24 88 304 205 620 2199 6,195 15,265
2036 2540 3602 40 150 543 370 1110 3938 12293 28358
2046 5236 8528 66 255 974 663 1989 7049 24,760 53,148

Forecast
6.6. Road Safety Audit
6.6.1. Accident data collection
In today's world road and transport has become an integral part of every human being.
Everybody is a road user in one shape or the other. The present transport system has
minimized the distances but it has on the other hand increased the life risk. Every year
road crashes result in loss of lakhs of lives and serious injuries to millions of people.
In India itself about eighty thousand people are killed in road crashes every year which
is thirteen percent of the total fatality all over the world. Man behind the wheel plays
an important role in most of the crashes. In most of the cases crashes occurs either due
to carelessness or due to lack of road safety awarenessof the road user.Hence, road
safety education is as essential as any other basic skills of survival.
Road safety information for road users is necessary to encourage safer road user
behavior among current and prospective road users and reduce the number of people
killed and injured on our roads every year.
The principal data source for this report is the accident data maintained by the
concerning police stations on their own format (FIR).
Accident due to Inadequate Carriageway Width Accident due to Steep Side Slope
Development of Junction Required at Kuranga Jn. Movement of Multi-Axle vehicles

Forecast
"Dwarka - Khambhaliya - Devariya" section starts from Km130+000 (Devariya) to Km

203+500 (Kuranga) and "Dhrol -Amran - Maliya" section starts from Km 0+000 (Dhrol)
and ends at Km 24+000 (Pipaliya).
"Dwarka - Khambhaliya - Devariya" section from Existing Km 130+000 to Km 203+500
falls under the following administrative jurisdiction:
TABLE 6-40: ADMINISTRATIVE JURISDICTION OF DWARKA - KHAMBHALIYA – DEVARIYA SECTION
Administrative Jurisdiction of Project Highway
SI District Tehsil Existing Chainage
No.
From To
1 DevBhumi Dwarka Khambhaliya 130+000 (SH-25) 173+500 (SH-25)
2 Kalyanpur 173+500 (SH-25) 201+000 (SH-25)
3 Okha Mandal 201+000 (SH-25) 203+500 (SH-25)
"Dhrol -Amran - Maliya" section from Existing Km 0+000 (SH-25) to Km 24+000(CSH-

6) falls under the following administrative jurisdiction:
TABLE 6-41: ADMINISTRATIVE JURISDICTION OF DHROL -AMRAN - MALIYA SECTION
Administrative Jurisdiction of Project Highway
SI District Tehsil Existing Chainage
No.
From To
1 Jamnagar Jam Jodhpur
2 Lalpur - -
3 Jamnagar - -
4 Kalavad
5 Dhrol 0+000 (SH-25) 6+900 (SH-25)
6 Jodiya 6+900 (SH-25) 13+600 (SH-25)
7 73+000 (CHS-6) 46+300 (CHS-6)
8 Morbi Morvi 46+300 (CHS-6) 24+000 (CHS-6)
9 Maliya - -
10 Tankara - -
11 Wankaner - -
12 Halvad - -
6.6.2. Classification of Accident
The accident data for the past five (5) years has been collected from the police
stations.The data wasin regional language (Gujarati)and as per format approved by
Gujarat Police and.The following data was translated to English for analysis and
finding the locations of Black Spots along the road section.

Forecast
The accidents are classified according to the most serious injuries during the crash. The
crash severity rating used by police is as follows:
• A fatal crash is one where at least one fatality happened.
• Grievous injury accident is one where a fatality or an injury requiring
hospitalization and report to police station.
• Minor injury and non-injury are where injury requiring no hospitalization /
reporting to police station.
6.6.3. Identification of Black Spots
Locations where the road accidents repeatedly take place or tend to cluster together
are commonly known as “Accident Black Spots” or “Black Spots”. Black Spots may be
Nodes (junctions / intersections) or Links (mid-block between adjacent Nodes) or Cells
(areas). Location of Black Spots was first analyzed and joint verification of Black Spot
locations was done with the help of Traffic In-charge of respective sections.
6.6.4. Crash Analysis Findings
Based on analysis and data collected from Police Stations,Twelve Black spot
locationshave beenidentified along the Project Road of "Dwarka - Khambhaliya -
Devariya" section.
Forecast
TABLE 6-42: BLACK SPOT LOCATIONS OFDWARKA - KHAMBHALIYA – DEVARIYA SECTION

Blackspot Locations in Dwarka - Khambhaliya – Devariya Road Section
S. No. Existing Chainage Location of accidents Year of Accident
1 129+150 Essar Company Gate 2010
2011
2012
2013
2014
2015
2 140+500 N.R.E golai, Khambhaliya 2010
2011
2012
2013
2014
3 144+600 Marketing Yard Khambhaliya 2010
2011
2012
4 147+300 GIDC Arambhada Expansion 2010
2014
2015
5 151+100 Near villageTemple 2012
2013
2015
6 153+000 Near Kuvadiya Patiya 2014
7 158+000 Hansathala village Patiya 2011
8 162+450 Vadatra Patiya 2010
2014
9 180+200 Near Limbdi village,Kalyanpur 2010
2013
2014
2015
10 186+900 Nandana golai,Kalyanpur 2011
2012
2014
2015
11 191+000 Bhatiya Teen Rasta, Kalyanpur 2011
2012
12 192+830 Bamanasa Road, Kalyanpur 2013

Forecast
Based on analysis and data collected from Police Stations, Twelve Black spot locations
were located along the Project Road of "Dhrol -Amran - Maliya" section.
TABLE 6-43: BLACK SPOT LOCATIONS OF DHROL -AMRAN - MALIYA SECTION
Blackspot Locations inDhrol -Amran – Maliya Road Section
Sl. No. Existing Chainage Location of accidents Year of

Accident
1 1+800 (SH-25) Near Shamsham, Town Beat, Dhrol 2012
2 2+450 (SH-25) Near GEB Substation, Jodiya 2014
3 4+530 (SH-25) d MavaparbPatiya,h Jodiya-Dhrol
Near l 2012
road 2014
4 40+600 (CSH-6) Near MaldimanaMandir, Highway 2011
5 41+470 (CSH-6) d Amran to Kharachiya village,
From 2011
6 42+150 (CSH-6) Near Amran Village,Amran 2011
Near Amran Village,Amran 2011
Near Amran Village,Amran 2011
7 49+000 (CSH-6) Near Jam Dudhai, Amran 2011
2011
8 57+700 (CSH-6) Near Jodiya Road Bridge,Dhrol 2012
2011
9 63+150 (CSH-6) Hajamchora village patiya, Balambha 2012
10 63+250 (CSH-6) Keshiya Patiya 2011
11 71+800 (CSH-6) Near Crusher plant,Jodiyaroad,Dhrol 2013
12 73+000 (CSH-6) Near Bhardra Patiya 2011
2012
2011
6.6.5. Mitigation Measures
Based on analysis of data collected from Police Stations along "Dwarka - Khambhaliya
- Devariya" section and "Dhrol -Amran - Maliya" section,total 24 Black spot
locationshave beenidentified along the Project Road. The black spots mitigation
measures have been taken care in design and design review have been carried out as
per table given under:

Forecast
CONTENTS ITEMS
Aspects checked A. Safety and operational implications of proposed
alignment and junction strategy with particular
references to expected road users and vehicle types
likely to use the road.
B. Width options considered for various sections.
C. Departures from standards and action taken.
D. Provision of pedestrians, cyclists and intermediate

transport.
E. Safety implications of the scheme beyond its physical

limits i.e. how the scheme fits into its environs and road
hierarchy.
B1 : General  Departures from standards

 Cross-sectional variation
 Drainage
 Climatic conditions
 Landscaping
 Services apparatus
 Lay- byes
 Footpaths
 Pedestrian crossings
 Access (minimize number of private accesses)
 Emergency vehicles
 Public Transport
 Future widening
 Staging of contracts
 Adjacent development
B2 : Local Alignment  Visibility

 New/Existing road interface
 Safety Aids on steep hills
B3 : Junctions  Minimize potential conflicts

 Layout
 Visibility
B4 : Non-Motorised road users Provision  Adjacent land

 Pedestrians
 Cyclists
 Non-motorised vehicles
B5 : Signs and Lighting  Lighting

 Signs/Markings
B6 : Construction and Operation  Buildability

 Operational
 Network Management

• Proposed Improvement Proposal
• Widening Scheme
• Project Facilities
Chapter 7 – Improvement Proposals

Final Detailed Project Report/Volume 1/Chapter 7 – Improvement Proposal Highway Division
Chapter 7 – Improvement Proposal
7.1. Background
This chapter is intended to present descriptions concerning the various improvement

proposals for the up-gradation of existing 2-lane / intermediate carriageway facility of SH-
25 / CSH-6 to 4-lane divided carriageway configuration. These improvement proposals are
based on the findings from various engineering activities/surveys carried out on the project
road such as Traffic Survey & Analysis and Engineering Survey & Investigations. These
features are discussed in detail in previous chapters of this report.
Improvement proposals for a highway essentially consist of two components, geometric and
structural. Geometric improvement deals with visible dimensions of roadway and is
dictated by the traffic and economic considerations. Geometric design involves several
design elements such as horizontal and vertical alignments, sight distance considerations,
cross sectional elements, lateral and vertical clearances and intersection treatment etc. The
structural component deals with the pavement and embankment design aspects, i.e., the
ability of the highway to adequately carry and support the vehicle/ wheel loads over the
design period.
The improvement proposals for the proposed widening to 4-lane divided carriageway
configuration include the provisions for the following major items:
• Bypasses;
• Re-alignments and Geometric Improvements;
• Widening Proposals and Reconstruction;
• Pavement;
• Road Junctions;
• Bridges and Cross-Drainages;
• Road Appurtenances;
• Facilities for Road Users;
• Environmental Mitigation Measures;
• Special Problems; and
• Land Scaping
7.2. Project Alignment
The existing road sections have 2-lane/intermediate lane configurations in its entire length.
The road sections have fair to good geometry along the entire length except a few locations
which require short curve improvement.

Also, the project road traversing through Dhrol and Amran town has bad geometric and
congestions. To improve the project road along the existing route for these two towns is not
practically possible.To avoid these constraints, Consultant has proposed each Bypasses for
major town viz Dhrol and Amran. The proposed widening / improvement confirms the
alignment to the Design Standards proposed for the Project road.
7.3. Type of Cross Sections along the Project Road
The project road passes through Flat / Plain terrain and built up areas. Typical cross sections
proposed for the project road under different site conditions are presented as Fig 5-1 to 5-4
as Annexure C.
7.4. Improvement Proposals:

(Strengthening, Raising / New Construction, Realignment / Bypasses)
The present scope of work is to develop the existing 2-lane / intermediate lane carriageway
to 4-lane carriageway configuration in order to ensure high speed of travel with comfort and
safety utilising the existing available Right of Way to the maximum. The geometric design of
project road has been made with the provisions compatible to National Highway Standards.
The widening proposal is prepared keeping in mind to minimize the disturbance of the
existing properties, utilities, water bodies and utilize the existing good pavement to the
maximum extent possible. The widening scheme proposed and adopted for the project road
with respect to exiting km is given in Annexure-A.
7.5. Junctions
The project road passes through various habitations, settlements and towns. Also, many
other important cross roads joining the project road at different locations. The
arrangementshave been designed in lines with Type Design for Intersections on National
Highways Ministry of Surface Transport (Roads Wing):1995.
The details of major junctions are as follows:
TABLE 7-1: LIST OF MAJOR JUNCTIONS

Sl. No. Road Existing Design Side Carriageway Proposal
Section Chainage Chainage (LHS/RHS/Both) Width (m)
1. Dwarka 191 12.41 RHS 7.0 VUP
- (Bhatiya Jn)
2. Khamb 180.225 23.1 LHS 7.0 VUP
haliya - (Limbdi Jn)
3. Devariy 148.6 54.02 RHS 7.0 VUP
a (Jn of Porbander
Road)

Sl. No. Road Existing Design Side Carriageway Proposal

Section Chainage Chainage (LHS/RHS/Both) Width (m)
4. 147.3 55.3 Both 7.0 VUP
(Exit Jn. For
Khambhaliya)
5. 144.1 58.5 RHS 7.0 VUP
(Entry Jn. For
Khambhaliya)
6. 137.52 64.14 RHS 7.0 VUP
7. Dhrol - - 0 - - VUP
Amran - (Dhrol Bypass)
8. Maliya - 1.8 - - CUP
(Dhrol Bypass)
9. - 4.84 - - VUP
(Dhrol Bypass)
10. 13.56 13.81 - - VUP
(Bhadrapatiya Jn.)
11. - 45.7 - - VUP
(Amran Bypass)
Kuranga Junction Interchange (Trumpet)


203.500 and 130.000):

The details of the minor junctions are as follows:
TABLE 7-2: MINOR JUNCTIONS (DWARKA-KHAMBHALIYA-DEVARIYA ROAD SECTION)

S No. Chainage Type of Side Road Remarks
Existing Proposed Junction Type
1 200.540 2.95 T RHS BT BT Road To Suines
2 BT Road to Gaga Marine
197.400 5.99 T LHS BT
Sanctuary
3 195.740 7.77 T RHS GR Towards Wind World Pvt.
4 192.820 10.65 T LHS BT Towards Bhatiya Road
5 186.875 16.52 X LHS BT Towards Gurgadh
6 186.875 16.52 X RHS BT Towards Nandana
7 185.915 17.47 X LHS GR Towards Village
8 185.915 17.47 X RHS BT Towards Nandana
9 181.580 21.79 T LHS GR Towards Shiv Mandir
10 180.570 22.79 T RHS GR Towards Bharatpur Village
11 177.990 25.33 T LHS GR Towards Ran Village
12 177.740 25.52 T RHS GR Towards Juvanpur Village
13 176.620 26.70 T RHS GR Towards Juvanpur Village
14 Towards Hajnari Village (Stretch
176.325 - T LHS BT falling in Air Force Emegency
Strip)
15 Towards Village (Stretch falling in
175.345 - T LHS ER
Air Force Emegency Strip)
16 Towards Sidsara Village (Stretch
172.340 - T BT falling in Air Force Emegency
RHS
Strip)
17 171.450 31.83 X LHS BT LHS To Datrana
18 171.450 31.83 X RHS BT Towards Hanjdapar
19 169.550 33.71 T RHS BT Towards Hanjdapar
20 168.285 35.00 X LHS GR To Zakasiya
21 168.285 35.00 X RHS BT Towards Gokul
22 167.680 35.60 X LHS GR Towards Dhandusar
23 167.680 35.60 X RHS GR Towards Sonardi
24 167.580 35.70 T LHS GR Towards Bara Village
25 163.450 39.82 T LHS BT Towards Baikapatiya Village
26 162.560 40.70 T RHS BT Towards Bhatel Village
27 162.140 41.10 X LHS BT Towards Village
28 162.140 41.10 X RHS BT Towards Vadatara Village
29 159.000 44.25 X LHS GR Towards Ithal Village
30 159.000 44.25 X RHS GR Towards Kajurda Village
31 158.000 45.20 T LHS BT Towards Hansthal
32 156.540 46.70 T RHS BT Towards Viramdad Village
33 155.330 47.88 T LHS BT Towards Samor vIllage
34 152.935 50.26 T LHS BT Towards Kuvadiya Village
35 152.9 50.3 T RHS BT Towards Biramgaon Village

36 149.975 52.77 T RHS CC Towards Suplat Village
37 149.055 53.58 X LHS CC Towards DN School
38 149.055 53.58 X RHS GR Towards Temple
39 146.750 55.85 X RHS GR Towards Khambhaliya
40 146.242 56.36 T LHS BT Towards Haripur
41 144.470 58.16 T LHS BT Towards JKV Nagar
42 144.135 58.50 T LHS BT Towards JKV Nagar
43 143.625 58.94 T RHS BT Towards Brick Field
44 142.845 59.77 T RHS BT Towards Kanchanpur
45 142.240 60.35 T RHS GR Towards Kanchanpur
46 140.420 62.13 T RHS GR Towards Factory
47 140.420 62.13 Y RHS GR Towards Khatabadi Village
48 137.010 64.80 T LHS BT Towards Danta
49 136.460 65.16 T LHS GR Towards Shavan farm
50 135.850 66.00 X LHS GR Towards Danta
51 135.850 66.00 X RHS GR Towards Dam
52 134.950 66.83 T LHS BT Towards Forest
53 134.480 67.32 T LHS BT Towards Motamadha
54 134.445 67.36 T RHS BT Towards Vadalia Sihan
55 133.185 68.59 T LHS BT Towards Kajurda
56 132.350 69.49 X LHS BT Towards Essar Power Plant
57 132.350 69.49 X RHS ER Towards Shrihorrow Village
58 130.165 71.68 T LHS BT Towards Devariya
TABLE 7-3: LIST OF MINOR JUNCTIONS (DHROL – BHADRA PATIYA – PIPALIYA ROAD SECTION)
1 - 3.50 T RHS Gravel To Buchermori Battle Field
2 5.520 5.82 T LHS Gravel To Mavapar
3 6.210 6.60 T RHS Gravel To Nana Gardiya
4 9.500 9.87 X LHS BT To Lakhtar
5 9.500 9.87 X RHS BT To Keshiya
6 13.100 13.50 T LHS BT To Bhadra
7 71.460 15.19 Y RHS BT To Keshiya
8 69.900 16.80 T RHS Gravel To Keshiya
9 67.440 19.25 Y RHS BT To Keshiya
10 65.740 20.92 Y LHS BT To River
11 63.370 23.42 T RHS BT To Hajamchoda
12 63.290 23.50 T LHS BT To Balambha
13 60.270 26.50 Y LHS BT To Balambha
14 59.000 27.72 Y RHS BT To Meghpar
15 56.460 30.40 X RHS BT To Madhapar
16 56.460 30.40 X LHS BT To Madhapar
17 56.35 30.53 X LHS BT To Taranadhar
18 49.190 37.91 T LHS BT To Manamora
19 48.940 37.88 T RHS CC To Jam Dhudhai
20 48.230 38.60 T LHS CC To Jam Dhudhai
21 46.11 40.71 T RHS CC To New Mavnagaon


22 45.210 41.60 T RHS BT To Mavnagaon
23 - 43.85 X LHS BT To Kothiariea
24 - 43.85 X RHS BT To Amran
25 - 44.86 X LHS BT To Bela
26 - 44.86 X RHS BT To Amran
27 - 47.00 X RHS BT To Diamond Nagar
28 - 47.00 X LHS BT To Rajpar
29 35.670 51.15 T RHS BT To Kharachiya
30 35.670 51.15 T LHS BT To Rajpar
31 34.450 52.35 T RHS BT To Kharachiya
32 34.200 52.60 T LHS BT To Ramnagar
33 32.140 54.62 X LHS BT To Kuntasi
34 32.140 54.62 X RHS BT To Hajnari
35 31.690 55.08 Y RHS CC To New Hajnari
36 28.970 57.79 Y LHS BT To Viraparda
37 27.500 59.26 X LHS BT To Viraparda
38 27.500 59.26 X RHS BT To Gunatit Nagar
39 25.105 61.66 T RHS Earthen To Nilkanth School
7.6. Road Appurtenance
The following Road Appurtance have been proposed for different project road sections:
Type of Structure Quantity (In nos.)

Package I Package II
Kilometre Stone 144 126
5th Km Stone 29 26
Hectometre Stone 576 504
Road Delineator 298 233
Place Identification Sign Board 60 17
Direction / Destination / Information Board 119 160
Mandatory Signs 62 47
Cautionary Signs 350 206
Route Marker Signs 171 102
Chevron Signs 301 242
Standard drawings and Location for the above road fixtures are presented in the Volume IX:
Drawings: Part 1: (Road Works): Road Appurtenance

7.7. Median Openings
Median openings have been proposed on following locations especially for builtup /Town
locations:
TABLE 7-4: MEDIAN OPENING (PACKAGE I)
S No. Design Chainage Remarks
1 2.95 T junction (BT Road To Suines)

2 5.99 T junction (BT Road to Gaga Marine Sanctuary
To facilitate Inspection/Diversion of Traffic during
3 8.31
Repair and Rehabilitation
4 10.65 T junction (Towards Batadiya Road)
5 12.41 VUP (Bhatiya Jn)
6 16.52 X Road (Towards Gurgadh)
7 20.4
8 23.1 VUP (Limbdi Jn)
9 26.7
10 31.83 X Road (LHS To Datrana)
11 33.71 T junction (Towards Bhagpur titori)
12 35.6
13 39.82 T junction (Towards Baikapatiya Village)
14 41.6 X Road (Towards Vadatara Village)
15 45.2 T junction (Towards Hansthal)
16 47.88 T junction (Towards Samor village)
17 50.26 T junction (Towards Kuvadiya Village)
18 54.02 VUP (Jn of Porbander Road)
19 56.36 T junction (Towards Harshdpur)
20 58.5 VUP (Entry Jn. For Khambhaliya)
21
60.9 Repair and Rehabilitation
22
23 64.14 VUP
24 67.32 T junction (Towards Motamadha)
25 71.68 T junction (Towards Devariya)

TABLE 7-5: MEDIAN OPENING (PACKAGE II)
S No. Design Chainage Remarks
1 0 VUP
2 4.84 VUP
3 6.8
4 9.87 X Road (To Lakhtar)
5 13.81 VUP
6 16.1
7 19.25 Y Junction (To Hadatota)
8 21.4
9 24.5
10 26.5 T Junction (To Balambha)
11 30.4 X Road (To Madhapar)
12 32.4
13 34.9
14 37.91 T Junction (To Manamora)
15 39.7
16 44.85
17 49.5
18 52.35 T junction (To Kharachiya)
19 54.62 T junction (To Kuntasi)
20 57.79 Y junction (To Viraparda)
21
7.8. Bus Bays
Bus bays and shelters are proposed at villages / Settlements / Habilitations on either side of
the project road at convenient locations. The Typical Layout details for the Bus laybye are
presented in Volume IX: Part I: (Road Works): Standard Drawings. The list of the locations
proposed for the bus bays and shelters construction is presented here below:

TABLE 7-6: LIST OF BUS BAYS (PACKAGE I)

Proposed Chainage No. of
Location of Proposed Bus Bays
LHS RHS Bus Bye
Start of SH-25 Kuranga 0.000 0.000 1
BT Road To Suines 2.645 3.245 1
BT Road to Gaga Sanctuary Village Bamanasa 5.685 5.800 1
BT Road To Bhatiya Village 12.250 12.800 1
Nandana Village 17.065 16.815 1
Limbdi Jnc 23.450 22.950 1
Juvanpur Village 25.430 25.100 1
BT Road to Datrana and Hanjdapar 32.240 32.130 1
BT Road To Hanjdapar 33.475 33.955 1
To Village Zakasiya and Dhandusar 34.685 35.360 1
To Village Vadatara 41.380 41.430 1
43.955
To Village Kajurda 43.825 1
To Village Hansthal 45.400 45.040 1

To Viramdad Village 46.440 46.545 1
To Kuvadiya Village 50.050 50.475 1
BT Road To Porbander 53.100 53.225 1
5-Leg Jnc 55.945 55.600 1
BT Road to Khambhaliya 57.570 57.210 1
BT Road To Lalpur 58.800 58.200 1
BT Toad To Kanchanpur 60.170 60.520 1
Towards Danta 63.470 63.470 1
Aradhana Dham 66.675 66.900 1
BT Road To Motamadha and To Vadaliya Sinhan 67.600 67.570 1
BT To Village Kajurda 68.400 68.800 1
BT Road To Devariya Road 71.500 71.710 1
Total 25
TABLE 7-7: LIST OF BUS BAYS (PACKAGE II)

Proposed Chainage No. of
Location of Proposed Bus Bays
LHS RHS Bus Bye
On SH25 4Lane ( Start of Proposed Dhrol Bypass) 0.000 0.000 1
Bucharmori Battle Field 3.300 3.000 1
End of Proposed Dhrol Bypass 5.000 5.100 1
Road To Lakhtar Village 9.700 10.040 1
Existing Bus Stop Location 11.200 11.650 1
Bhadra Patiya Junction 14.950 15.450 1
Road To Hajamchoda Village 23.700 23.300 1
Road to Meghpar Village 28.280 27.350 1
Taranadhar Village 30.820 29.980 1
Jam Dhudhai Village 37.500 37.245 1
Existing Bus Stop at Jam Dhudhai Village 38.890 38.425 1

New Mavnugaon 40.925 40.485 1
Start of Proposed Amran Bypass 42.610 42.470 1
At LVU Location of Proposed Amran Bypass 44.500 45.000 1
End of Proposed Amran Bypass 48.770 48.910 1
Bt Road to Kharachiya Village 51.340 50.955 1
Kharachiya Village 52.180 52.545 1
Bt Road to Ramnagar 53.710 53.570 1
Total 18
7.9. Truck Lay Bye
Based on field studies and analysis of data, list of the locations proposed for the
Truck Lay Bye is presented here below:
TABLE 7-8 : TRUCK LAY BYE

Package Location
Package 1 Near Limbdi Junction
Package 2 Near Jam Dhudhai Village
7.10. Pavement Design
Based on the field studies and analysis of data, the pavement requirements for the
Project Road have been identified. This report presents salient features concerning
these requirements.
The scope of pavement improvement envisaged for the project includes:

• Pavement Design for New/strengthen pavement.
• Pavement Design for bypasses.
• Design of shoulders.
Design Parameters
The performances of pavements are affected by several factors. These factors include:
• Design life;
• Design traffic loading;
• Sub-grade type and characteristics;
• Road construction material type and their characteristics;
• Construction technology;
• Construction and maintenance standards, and
• Environment.

The methodology and the values adopted for the different design parameters are
described in paragraphs that follow.
Design Life
The pavement design is generally done in two stages:
1. Design life Construction (Single Stage)
2. Stage Construction
The pavement design as per IRC 37:2012 requires minimum design life for National
Highways/State Highways to be 15 years.
Also "Manual of specifications & Standards for Four-Laning of Highways through

Public Private Partnership-IRC: SP: 84-2014" Clause 5.4.1(ii-a) states that:
"The thickness of sub-base and base of pavement section is designed for a minimum design
period of 15 years or the operation period whichever is more and the initial bituminous
surfacing for a minimum design period of 10 years."
However, Economical Analysis is carried out for a period of 20 years to assess the
economical viability of the project. The Sub-Base and Base layer requirement is
uniform in both 15/20 years scenario. The consultant has carried out pavement
design for Base & Sub-Base for 15 and 20 years and for stage construction for 10 years
for surfacing layers.
The gap of 5 years between pavement design life and economical benefits out of the
project might lead to erratic results. Thus, to have proper harmony between
economical analysis and pavement design life the pavement design is carried out for
a period of 20 years.
Asphalt Surfacing
For a 15-year design life, the pavement would require a structural overlay to cater to
the traffic loading for the 10-year period beyond the original design.
Base and Sub-Base
The base and sub-base courses of the pavement have been designed for the full
design period of 15 years.

Design Traffic Loading
Cumulative Number of Standard Axles
The traffic loading in terms of the cumulative number of standard axles for the given
period has been computed using the following relationship:
NS =
DL n
∑∑
[
365 ADTi (1 + GRi )
DL
] VDF
−1
i
i i
GRi
where,
NS is cumulative number of standard axles for the period under consideration.
ADTi is average daily traffic for vehicle category “i” in the initial year.
GRi is growth rate for vehicle category, “i”.
VDFi is vehicle damage factor in terms of equivalent number standard axles for vehicle category,
“i”.
DL is design life, year.
Design Traffic
Traffic for pavement design purpose constitutes of commercial vehicles of > 30.0 kilo
newton or more. The base year traffic in different categories for various links is
estimated and projected by adopted growth rates for the entire design period. The
Summary of the Traffic in different homogenous sections is presented below.
TABLE 7-9: SUMMARY OF COMMERCIAL TRAFFIC (NUMBERS)
Year Bus LCV Truck Total
Mini Full Medium Heavy Artic nos. pcu
2016 48 126 90 31 127 272 2,414 3,689
2021 64 167 124 42 174 373 3,611 5,312
2026 87 227 174 59 244 523 5,589 7,903
2036 148 385 312 107 441 935 12,015 15,926
2046 250 652 560 192 790 1674 26,158 32,685
2016 75 199 424 98 264 461 5,412 7,500
2021 99 265 580 134 361 632 8,059 10,805
2026 134 360 813 187 506 886 12,414 16,079
2036 226 609 1456 335 905 1586 26,440 32,376
2046 384 1033 2607 600 1623 2840 57,021 66,406
2016 180 344 146 227 395 757 15,684 16,531
2021 240 457 199 312 541 1036 23,601 24,308
2026 325 622 279 438 759 1454 36,715 36,984
2036 552 1051 500 783 1359 2603 79,221 77,189
Year Bus LCV Truck Total

Mini Full Medium Heavy Artic nos. pcu
2046 934 1778 897 1403 2435 4663 1,72,382 1,63,639
2016 16 77 126 82 34 42 3768 3,278
2021 21 103 173 112 46 58 5662 4,867
2026 28 139 243 157 64 81 8786 7,465
2036 48 235 434 281 114 144 18,863 15,799
2046 82 397 778 504 205 259 40,803 33,903
2016 14 49 159 107 323 1145 2,926 7,704
2021 19 65 217 146 442 1568 4,192 10,699
2026 24 88 304 205 620 2199 6,195 15,265
2036 40 150 543 370 1110 3938 12293 28358
2046 66 255 974 663 1989 7049 24,760 53,148
Design Lane Traffic
Project road is being improved as 4lane divided carriageway facility. Therefore,

design lane traffic is determined by application of:
• Directional distribution factor of 0.5, and

• Lane Distribution factor of 0.75
Lane distribution factor of 0.75 is adopted as suggested by Indian Roads Congress

guidelines, IRC: 37-2012 for 4-lane carriageway.
Vehicle Damage Factor

The vehicle damage factor derived from the axle load survey analysis is given in the
following table:
TABLE 7-10: VEHICLE DAMAGE FACTOR
S No Vehicle Axle Load at Station 1 (Km 143/000 Axle Load at Station 2 (Km 56/400 on
on SH-25) CSH-6)
Towards Towards Towards Towards Maliya
Khambhaliya Devariya Bhadra Patiya
1 LCV 0.05 0.61 - -
2 2A 1.71 1.43 2.141 0.6427
3 3A 4.09 3.69 3.092 1.484
4 4A 5.23 6.54 6.984 2.1225
5 5A 0.8 7.04 2.947 1.7572
6 6A 2.29 0.21 0.465 -
However, while designing the pavement composition effort has been made to study
the higher Vehicle Damage Factor in respective representative lane configuration.

Computation of Design Traffic Loading
Based on the preceding discussions, the traffic loading in terms of cumulative

number of equivalent 80kilo-newton standard axle loads have been computed for the
period, 2016-2035 for the project road.
While working out the number of cumulative equivalent standard axles (ESA), the
following assumptions have been made:
• Implementation of the project would be completed by 2020 and opened to traffic with
4 lane divided carriageway;
The estimated traffic loading is calculated and details are given in Table 2.4, 2.5, 2.6,
2.7, 2.8 and 2.9 for the all road section and the abstract of Equivalent Standards Axles
for these traffic homogenous project road sections at 10th and 15th are presented
below:
TABLE 7-11: ABSTRACT OF TRAFFIC LOADING: MSA
S. No Description 10 years 15 years 20 years
1 Section I: Kuranga to Limbdi 12 18 27
2 Section II: Limbdi to Khambhaliya 26 41 62
3 Section III: Khambhaliya to Devariya 36 57 85
4 Section IV: Dhrol to Bhadra Patiya 5 8 12
5 Section V: Bhadra Patiya to Pipaliya 34 54 80

TABLE 7-12: DESIGN TRAFFIC: EQUIVALENT STANDARD AXLES: TRAFFIC FROM KURANGA TO LIMBDI
Equivalent
Standard Axles
Year Commercial Vehicles, (vehicles/ day) No of years
on Design Lane
after Design
in millions
and
Cumula
Section I: Constructio
Full Truck, 2- Truck, Truck Year- tive
Kuranga to Mini Bus LCV n Period
Bus axle 3-axle Artic. wise since
Limbdi
2016
Base Year 2016
2016 48 126 90 31 127 272 0.46 0.46
Growth Rate(%) 6% 6% 7% 7% 7% 7%
2017 51 133 96 33 135 290 0.49 0.95 DP
2018 54 141 102 35 144 309 0.52 1.47 CP
2019 57 149 109 37 153 329 0.55 2.02 CP
2020 60 158 116 39 163 350 0.58 2.6 CP
2021 64 167 124 42 174 373 0.62 3.22 1
Growth Rate(%) 6% 6% 7% 7% 7% 7%
2022 68 178 133 45 186 399 0.66 3.88 2
2023 72 189 142 48 199 427 0.71 4.59 3
2024 77 201 152 51 213 457 0.76 5.35 4
2025 82 214 163 55 228 489 0.81 6.16 5
2026 87 227 174 59 244 523 0.87 7.03 6
Growth Rate(%) 5% 5% 6% 6% 6% 6%
2027 92 239 184 63 259 554 0.92 7.95 7
2028 97 252 195 67 275 587 0.97 8.92 8
2029 102 266 207 71 292 622 1.03 9.95 9
2030 108 280 219 75 310 659 1.09 11.04 10
2031 114 295 232 80 329 699 1.16 12.2 11
2032 120 311 246 85 349 741 1.22 13.42 12
2033 126 328 261 90 370 785 1.3 14.72 13
2034 133 346 277 95 392 832 1.37 16.09 14
2035 140 365 294 101 416 882 1.45 17.54 15
2036 148 385 312 107 441 935 1.54 19.08
2037 156 406 331 113 467 991 1.63 20.71
2038 164 428 351 120 495 1050 1.73 22.44
2039 173 451 372 127 525 1113 1.83 24.27
2040 182 475 394 135 557 1180 1.94 26.21
2041 192 501 418 143 590 1251 2.05 28.26
2042 202 528 443 152 625 1326 2.17 30.43
2043 213 557 470 161 663 1406 2.3 32.73
2044 225 587 498 171 703 1490 2.44 35.17
2045 237 619 528 181 745 1579 2.58 37.75
2046 250 652 560 192 790 1674 2.74 40.49
VDF 3.5 3.5 3.5 3.5 4.09 6.55
Lane Distribution Factor0.75
Design Lane Factor0.5

TABLE 7-13: DESIGN TRAFFIC: EQUIVALENT STANDARD AXLES: TRAFFIC FROM LIMBDI TO KHAMBHALIYA
Equivalent
Standard Axles No of
Year Commercial Vehicles, (vehicles/ day)
on Design Lane years after
in millions Design
Cumul and
Section II:
Full Truck, Truck, Truck Year- ative Constructi
Limbdi to Mini Bus LCV
Bus 2-axle 3-axle Artic. wise since on Period
Khambhaliya
2016
Base Year 2016
2016 75 199 424 98 264 461 1.07 1.07
Growth Rate(%) 6% 6% 7% 7% 7% 7%
2017 79 211 452 104 281 491 1.13 2.2 DP
2018 84 223 481 111 299 523 1.21 3.41 CP
2019 89 236 512 118 318 557 1.28 4.69 CP
2020 94 250 545 126 339 593 1.37 6.06 CP
2021 99 265 580 134 361 632 1.45 7.51 1
Growth Rate(%) 6% 6% 7% 7% 7% 7%
2022 105 282 621 143 386 676 1.55 9.06 2
2023 112 300 664 153 413 723 1.66 10.72 3
2024 119 319 710 164 442 774 1.77 12.49 4
2025 126 339 760 175 473 828 1.9 14.39 5
2026 134 360 813 187 506 886 2.03 16.42 6
Growth Rate(%) 5% 5% 6% 6% 6% 6%
2027 141 379 862 198 536 939 2.15 18.57 7
2028 149 399 914 210 568 995 2.27 20.84 8
2029 157 421 969 223 602 1055 2.41 23.25 9
2030 165 444 1027 236 638 1118 2.55 25.8 10
2031 174 468 1089 250 676 1185 2.7 28.5 11
2032 183 493 1154 265 717 1256 2.86 31.36 12
2033 193 520 1223 281 760 1331 3.03 34.39 13
2034 203 548 1296 298 806 1411 3.21 37.6 14
2035 214 578 1374 316 854 1496 3.4 41 15
2036 226 609 1456 335 905 1586 3.6 44.6
2037 238 642 1543 355 959 1681 3.81 48.41
2038 251 677 1636 376 1017 1782 4.03 52.44
2039 265 714 1734 399 1078 1889 4.27 56.71
2040 279 753 1838 423 1143 2002 4.53 61.24
2041 294 794 1948 448 1212 2122 4.79 66.03
2042 310 837 2065 475 1285 2249 5.08 71.11
2043 327 882 2189 504 1362 2384 5.38 76.49
2044 345 930 2320 534 1444 2527 5.7 82.19
2045 364 980 2459 566 1531 2679 6.04 88.23
2046 384 1033 2607 600 1623 2840 6.39 94.62
VDF 4.5 4.5 4.5 4.5 4.5 6.55

TABLE 7-14: DESIGN TRAFFIC: EQUIVALENT STANDARD AXLES: TRAFFIC FROM KHAMBHALIYA TO DEVARIYA
Equivalent
Standard Axles
Year Commercial Vehicles, (vehicles/ day) No of years
on Design Lane
after Design
in millions
and
Cumula
Section III: Constructio
Full Truck, 2- Truck, Truck Year- tive
Khambhaliya to Mini Bus LCV n Period
Bus axle 3-axle Artic. wise since
Devariya
2016
Base Year 2016
2016 180 344 146 227 395 757 1.47 1.47
Growth Rate(%) 6% 6% 7% 7% 7% 7%
2017 191 364 155 242 421 806 1.57 3.04 DP
2018 202 385 165 258 448 858 1.67 4.71 CP
2019 214 408 176 275 477 914 1.77 6.48 CP
2020 227 432 187 293 508 973 1.89 8.37 CP
2021 240 457 199 312 541 1036 2.01 10.38 1
Growth Rate(%) 6% 6% 7% 7% 7% 7%
2022 255 486 213 334 579 1109 2.14 12.52 2
2023 271 517 228 357 620 1187 2.29 14.81 3
2024 288 550 244 382 663 1270 2.45 17.26 4
2025 306 585 261 409 709 1359 2.62 19.88 5
2026 325 622 279 438 759 1454 2.8 22.68 6
Growth Rate(%) 5% 5% 6% 6% 6% 6%
2027 343 656 296 464 805 1541 2.96 25.64 7
2028 362 691 314 492 853 1633 3.13 28.77 8
2029 382 728 333 522 904 1731 3.32 32.09 9
2030 403 767 353 553 958 1835 3.51 35.6 10
2031 425 808 374 586 1015 1945 3.72 39.32 11
2032 448 852 396 621 1076 2062 3.94 43.26 12
2033 472 898 420 658 1141 2186 4.17 47.43 13
2034 497 946 445 697 1209 2317 4.41 51.84 14
2035 524 997 472 739 1282 2456 4.67 56.51 15
2036 552 1051 500 783 1359 2603 4.95 61.46
2037 582 1108 530 830 1441 2759 5.24 66.7
2038 613 1168 562 880 1527 2925 5.55 72.25
2039 646 1231 596 933 1619 3101 5.88 78.13
2040 681 1297 632 989 1716 3287 6.22 84.35
2041 718 1367 670 1048 1819 3484 6.59 90.94
2042 757 1441 710 1111 1928 3693 6.97 97.91
2043 798 1519 753 1178 2044 3915 7.39 105.3
2044 841 1601 798 1249 2167 4150 7.82 113.12
2045 886 1687 846 1324 2297 4399 8.28 121.4
2046 934 1778 897 1403 2435 4663 8.77 130.17
VDF 4.5 4.5 4.5 4.5 4.5 6.55
Lane Distribution Factor 0.75
Design Lane Factor 0.5

TABLE 7-15: DESIGN TRAFFIC: EQUIVALENT STANDARD AXLES: TRAFFIC FROM DHROL TO BHADRA PATIYA
Equivalent
Standard Axles
No of
Year Commercial Vehicles, (vehicles/ day) on Design
years after
Lane in
Design
millions
and
Cumul
Section IV: Constructi
Full Truck, Truck, Truck Year- ative
Dhrol to Bhadra Mini Bus LCV on Period
Bus 2-axle 3-axle Artic. wise since
Patiya
2016
Base Year 2016
2016 16 77 126 82 34 42 0.2 0.2
Growth Rate(%) 6% 6% 7% 7% 7% 7%
2017 17 82 134 87 36 45 0.21 0.41 DP
2018 18 87 143 93 38 48 0.22 0.63 CP
2019 19 92 152 99 40 51 0.24 0.87 CP
2020 20 97 162 105 43 54 0.25 1.12 CP
2021 21 103 173 112 46 58 0.27 1.39 1
Growth Rate(%) 6% 6% 7% 7% 7% 7%
2022 22 109 185 120 49 62 0.28 1.67 2
2023 23 116 198 128 52 66 0.3 1.97 3
2024 24 123 212 137 56 71 0.32 2.29 4
2025 26 131 227 147 60 76 0.35 2.64 5
2026 28 139 243 157 64 81 0.37 3.01 6
Growth Rate(%) 5% 5% 6% 6% 6% 6%
2027 30 147 258 166 68 86 0.39 3.4 7
2028 32 155 273 176 72 91 0.42 3.82 8
2029 34 163 289 187 76 96 0.44 4.26 9
2030 36 172 306 198 81 102 0.47 4.73 10
2031 38 181 324 210 86 108 0.49 5.22 11
2032 40 191 343 223 91 114 0.52 5.74 12
2033 42 201 364 236 96 121 0.55 6.29 13
2034 44 212 386 250 102 128 0.58 6.87 14
2035 46 223 409 265 108 136 0.62 7.49 15
2036 48 235 434 281 114 144 0.65 8.14
2037 51 248 460 298 121 153 0.69 8.83
2038 54 261 488 316 128 162 0.73 9.56
2039 57 275 517 335 136 172 0.78 10.34
2040 60 290 548 355 144 182 0.82 11.16
2041 63 306 581 376 153 193 0.87 12.03
2042 66 323 616 399 162 205 0.92 12.95
2043 70 340 653 423 172 217 0.98 13.93
2044 74 358 692 448 182 230 1.03 14.96
2045 78 377 734 475 193 244 1.1 16.06
2046 82 397 778 504 205 259 1.16 17.22
VDF 3.5 3.5 3.50 3.50 3.50 6.18

TABLE 7-16: DESIGN TRAFFIC: EQUIVALENT STANDARD AXLES: TRAFFIC FROM BHADRA PATIYA TO PIPALIYA
Equivalent No of
Standard Axles on years
Year Commercial Vehicles, (vehicles/ day)
Design Lane in after
millions Desig
n and
Section V:
LC Truck, Truck, Truck Year- Cumulative Constr
Bhadra Patiya Mini Bus Full Bus
V 2-axle 3-axle Artic. wise since 2016 uction
to Pipaliya
Period
Base Year 2016
2016 14 49 159 107 323 1145 1.37 1.37
Growth Rate(%) 6% 6% 7% 7% 7% 7%
2017 15 52 169 114 344 1219 1.46 2.83 DP
2018 16 55 180 121 366 1298 1.55 4.38 CP
2019 17 58 192 129 390 1382 1.65 6.03 CP
2020 18 61 204 137 415 1472 1.76 7.79 CP
2021 19 65 217 146 442 1568 1.87 9.66 1
Growth Rate(%) 6% 6% 7% 7% 7% 7%
2022 20 69 232 156 473 1678 2 11.66 2
2023 21 73 248 167 506 1795 2.14 13.8 3
2024 22 78 265 179 541 1921 2.29 16.09 4
2025 23 83 284 192 579 2055 2.45 18.54 5
2026 24 88 304 205 620 2199 2.62 21.16 6
Growth Rate(%) 5% 5% 6% 6% 6% 6%
2027 25 93 322 217 657 2331 2.78 23.94 7
2028 26 98 341 230 696 2471 2.95 26.89 8
2029 27 103 361 244 738 2619 3.12 30.01 9
2030 28 109 383 259 782 2776 3.31 33.32 10
2031 30 115 406 275 829 2943 3.51 36.83 11
2032 32 121 430 292 879 3120 3.72 40.55 12
2033 34 128 456 310 932 3307 3.94 44.49 13
2034 36 135 483 329 988 3505 4.18 48.67 14
2035 38 142 512 349 1047 3715 4.43 53.1 15
2036 40 150 543 370 1110 3938 4.69 57.79
2037 42 158 576 392 1177 4174 4.98 62.77
2038 44 167 611 416 1248 4424 5.27 68.04
2039 46 176 648 441 1323 4689 5.59 73.63
2040 48 186 687 467 1402 4970 5.92 79.55
2041 51 196 728 495 1486 5268 6.28 85.83
2042 54 207 772 525 1575 5584 6.65 92.48
2043 57 218 818 557 1670 5919 7.05 99.53
2044 60 230 867 590 1770 6274 7.47 107
2045 63 242 919 625 1876 6650 7.92 114.92
2046 66 255 974 663 1989 7049 8.39 123.31
VDF 4.5 4.5 4.50 4.50 4.50 6.18

Design of Pavement Structure
The general design procedure is to be based on the prevalent practices in the country
and abroad. The pavement will be designed in accordance with IRC: 37 -2012
“Guidelines for the Design of Flexible Pavement”.
Indian Roads Congress Method
The pavement design chart given in IRC: 37-2012 is applicable for the traffic loading
up to 150 msa. The projected cumulative design axle loading along the project road is
varying from 5 to 36 for 10 years, 8 to 57 msa for 15 yearsand12 to 85 msa for 20
years.
According to the IRC:37-2012,The select soil forming the subgrade should have a
minimum CBR of 8% for roads having traffic of 450 commercial vehicles per day.
The thickness evaluation is as per the plate 6 given in IRC: 37-2012 for the projected
traffic loading for different road sections, the total pavement thickness requirements
for the design CBR value of 8% are as given below.
TABLE 7-17: STANDARD PAVEMENT LAYERS, MM
Thickness of Pavement Layers, mm Section
I II III IV V
BC/SDBC 40 40 45 40 45
DBM 85 100 105 60 105
GRANULAR BASE 250 250 250 250 250
GSB 200 200 200 200 200
Pavement Composition
As explained earlier, the bases and sub-bases have been designed for the full design
life of 15-years while the surfacing course has been designed for a life of 10 years.
TABLE 7-18: PROPOSED PAVEMENT COMPOSITION

Section I Section II Section Section Section V
III IV
BC/SDBC 40 40 50 50 50
DBM 90 100 110 110 110
Granular Base 250 250 250 250 250
GSB 200 200 200 200 200
Sub Grade (500 mm) Not less than 8%
Soaked CBR

TABLE 7-19: PROPOSED PAVEMENT COMPOSITION: SERVICE ROAD

Type of Construction Pavement Composition
Material Type Thickness (mm)
New Construction BC/SDBC 40
DBM 60
Granular Base 250
GSB 200
Design of Plain Jointed Cement Concrete Pavement
In roads having an average daily commercial vehicle more than 450 with laden weight
exceeding 3 tonnes, the designing of plain jointed cement concrete pavement has been done
as per guidelines given in IRC: 58-2015.
The main factors governing design of concrete pavements are given below:
• Design Period
• Design Commercial Traffic Volume
• Composition of Commercial Traffic in terms of Single, Tendem and Tridem
• Axle Load Spectrum
• Tyre Pressure
• Lateral Placement characteristics
• Directional Distribution
• Strength of Foundation
• Climatic Consideration
Design Period: 30 years or more (minimum and adopted)
Lane width 3.5m and adopted spacing of transvers joint is 4.5m
Design Commercial Traffic volume (year 2050) as per traffic survey as below:
TABLE 7-20:CUMULATIVE NO. OF COMMERCIAL VEHICLE DURING DESIGN PERIOD
Section Cumulative No. of Commercial Vehicle during Design Period
I 28163765
II 62031750
III 82900990
IV 15229625
V 74712215
Adopted Composition of Commercial Traffic in terms of Single, Tendem and Tridem as
below:
TABLE 7-21:PERCENTAGE COMPOSITION OF TYPES OF AXLE
Type of axle % Composition
Section I Section II Section III Section IV Section V
Front Single(Steering) Axle 44 44 44 39 39
Rear Single Axle 21 21 21 24 24
Rear Tendem Axle 34 34 34 34 34
Rear Tridem Axle 1 1 1 3 3
Total 100 100 100 100 100

Axle Load Spectrum for different road section as per axle load survey as follows:
TABLE 7-22:AXLE LOAD SPECTRUM FOR SECTION I, SECTION II AND SECTION III
Single Axle Tendem Axle Tridem Axle
Axle Load No Frequency Axle Load No of Frequency Axle No of Frequency
Class KN of (% of Single Class KN axles (% of Load axles (% of
axle Axles) Tendem Class Tridem
s Axles) KN Axles)
185-195 0 0.00 380-400 0 0.00 530-560 0 0.00

175-185 0 0.00 360-380 3 0.63 500-530 0 0.00
165-175 0 0.00 340-360 2 0.42 470-500 0 0.00
155-165 2 0.66 320-340 3 0.63 440-470 0 0.00
145-155 2 0.66 300-320 5 1.04 410-440 0 0.00
135-145 7 2.30 280-300 4 0.83 380-410 0 0.00
125-135 5 1.64 260-280 13 2.71 350-380 0 0.00
115-125 9 2.96 240-260 16 3.33 320-350 1 5.56
105-115 15 4.93 220-240 32 6.67 290-320 3 16.67
95-105 13 4.28 200-220 34 7.08 260-290 5 27.78
85-95 16 5.26 180-200 63 13.13 230-260 1 5.56
<85 235 77.30 <180 305 63.54 <230 8 44.44
304 100 480 100 18 100
TABLE 7-23:AXLE LOAD SPECTRUM FOR SECTION IV AND SECTION V

Single Axle Tendem Axle Tridem Axle
Axle Load No of Frequency Axle Load No of Frequency Axle No of Frequency
Class KN axles (% of Class KN axles (% of Load axles (% of
Single Tendem Class Tridem
Axles) Axles) KN Axles)
185-195 0 0.00 380-400 1 0.20 530-560 0 0.00

175-185 1 0.28 360-380 0 0.00 500-530 0 0.00
165-175 0 0.00 340-360 0 0.00 470-500 0 0.00
155-165 0 0.00 320-340 3 0.61 440-470 0 0.00
145-155 1 0.28 300-320 0 0.00 410-440 0 0.00
135-145 3 0.85 280-300 5 1.02 380-410 0 0.00
125-135 7 1.99 260-280 7 1.43 350-380 1 2.50
115-125 7 1.99 240-260 16 3.28 320-350 0 0.00
105-115 6 1.71 220-240 8 1.64 290-320 2 5.00
95-105 12 3.42 200-220 7 1.43 260-290 1 2.50
85-95 21 5.98 180-200 6 1.23 230-260 6 15.00
<85 293 83.48 <180 435 89.14 <230 30 75.00
351 100 488 100 40 100

Tyre Pressure: 0.8 MPa is adopted for designing of proposed pavement. Proportion of traffic
in predominant direction is 50% for four lane Highway. Directional Distribution for
commercial traffic: traffic counts indicates the 40 % of the commercial vehicle travels during
night hours (6 PM to 6AM) Average no of axles per commercial vehicle is as follow:
TABLE 7-24:AVERAGE NO OF AXLES PER COMMERCIAL VEHICLE
Section Average no of axles per commercial vehicle
I 2.27
II 2.27
III 2.27
IV 2.57
V 2.57
Adopted effective CBR of compacted Subgrade is 8 %. Adopted maximum temperature

differentials for Gujarat state for a slab thickness of 250mm is 14.3o c. For a given slab
thickness and other design parameter, the pavement shall be checked for cumulative bottom
up cracking (BUC) and top down cracking (TDC).
If CFD (BUC) +CFD (TDC) ≤1, the pavement is safe from large scale cracking.
The design thickness may be increased by 10mm to
• To permit two retexturing and

• Grinding to rectify faulting during the service life.
Based on previous inputs for a cement concrete slab (3.5mx4.5m) different trial thickness
have been tested for calculating cumulative fatigue damages for bottom up cracking analysis
and top down cracking analysis and results are summarized for different section as follow:
TABLE 7-25:CUMULATIVE FATIGUE DAMAGE VALUE FOR DIFFERENT TRIAL THICKNESS

Section I
CFD for BUC Case CFD for BUC Case
Due to Due to Due to Sum of
Slab Due to Due to
Rear Rear Rear Total BUC and Remarks
Thickness,m Tendem Total CFD Tendem
Single Single Tridem CFD TDC CFD
Axle Axle
Axle Axle Axle
200 2.335 1.076 3.411 0.196 1.008 0.001 1.205 4.616 Unsafe
210 0.674 0.274 0.948 0.074 0.368 0.000 0.442 1.390 Unsafe
220 0.218 0.077 0.294 0.027 0.145 0.000 0.171 0.465 Safe
Section II
Slab Due to Due to
Axle Axle
Axle Axle Axle
200 5.143 2.370 7.513 0.431 2.221 0.002 2.654 10.167 Unsafe
210 1.484 0.605 2.089 0.163 0.810 0.000 0.973 3.062 Unsafe
220 0.479 0.169 0.648 0.059 0.318 0.000 0.377 1.025 Unsafe
230 0.158 0.043 0.201 0.019 0.129 0.000 0.148 0.349 Safe

Section III
Slab Due to Due to
Axle Axle
Axle Axle Axle
200 6.874 3.168 10.042 0.576 2.968 0.003 3.547 13.589 Unsafe
210 1.983 0.808 2.791 0.218 1.083 0.000 1.301 4.092 Unsafe
220 0.640 0.225 0.865 0.079 0.426 0.000 0.505 1.370 Unsafe
230 0.211 0.057 0.268 0.025 0.172 0.000 0.197 0.465 Safe
Section IV
Slab Due to Due to
Axle Axle
Axle Axle Axle
180 82.906 12.893 95.799 1.198 3.965 0.015 5.178 100.977 Unsafe
190 11.697 1.947 13.644 0.338 1.013 0.005 1.356 15.000 Unsafe
200 2.250 0.385 2.635 0.113 0.321 0.002 0.436 3.071 Unsafe
210 0.552 0.091 0.643 0.041 0.115 0.000 0.156 0.799 Safe
Section V
Slab Due to Due to
Thickness,mm Tendem Total CFD Tendem
Axle Axle
Axle Axle Axle
200 11.040 1.887 12.927 0.554 1.576 0.008 2.138 15.065 Unsafe
210 2.706 0.448 3.154 0.199 0.562 0.002 0.763 3.917 Unsafe
220 0.780 0.119 0.899 0.073 0.212 0.000 0.285 1.184 Unsafe
230 0.244 0.034 0.278 0.027 0.081 0.000 0.108 0.386 Safe
Adopted pavement layers thickness for plain jointed cement concrete slab (i.e. lane width of
3.5m and transverse joint spacing 4.5m) are given below:
TABLE 7-26:PAVEMENT LAYERS
Pavement Quality Concrete (PQC) 300
Dry Lean Concrete (DLC) 150
Drainage Layer 150
Granular Sub-base as separation layer 150
Subgrade 500
*125 micron PVC sheet over DLC will be provided as a debonding layer.

As per IRC: 58-2015, the details of reinforcement at construction joint and longitudinal joints
for a slab thickness of 300mm are given below.
TABLE 7-27:REINFORCEENT DETAILS
Detail of Dowel Bar
Diameter Length Spacing
32mm 450mm 300mm
Detail of Tie Bar (Deformed)
Diameter Length Spacing
12mm 640mm 720mm
TABLE 7-28:CUMULATIVE NO. OF COMMERCIAL VEHICLE (SECTION I: KURANGA TO LIMBDI)

Bus LCV Truck All Vehicle in Cumulative No.
Year of Commercial
Vehicle
2016 48 126 90 31 127 272 2,414 3,689
Growth Rate(%) 5.85% 5.85% 6.50% 6.50% 6.50% 6.50%
2017 51 133 96 33 135 290 2,615 3,966
2018 54 141 102 35 144 309 2,834 4,266
2019 57 149 109 37 153 329 3,071 4,586
2020 60 158 116 39 163 350 3,329 4,932 3,23,390
2021 64 167 124 42 174 373 3,611 5,312 3,44,560
Growth Rate(%) 6.30% 6.30% 7.00% 7.00% 7.00% 7.00%
2022 68 178 133 45 186 399 3,939 5,749 3,68,285
2023 72 189 142 48 199 427 4,296 6,220 3,93,105
2024 77 201 152 51 213 457 4,689 6,736 4,20,115
2025 82 214 163 55 228 489 5,120 7,298 4,49,315
2026 87 227 174 59 244 523 5,589 7,903 4,79,610
Growth Rate(%) 5.40% 5.40% 6.00% 6.00% 6.00% 6.00%
2027 92 239 184 63 259 554 6,029 8,468 5,07,715
2028 97 252 195 67 275 587 6,506 9,078 5,37,645
2029 102 266 207 71 292 622 7,022 9,733 5,69,400
2030 108 280 219 75 310 659 7,578 10,434 6,02,615
2031 114 295 232 80 329 699 8,181 11,193 6,38,385
2032 120 311 246 85 349 741 8,832 12,007 6,75,980
2033 126 328 261 90 370 785 9,536 12,880 7,15,400
2034 133 346 277 95 392 832 10,298 13,820 7,57,375
2035 140 365 294 101 416 882 11,123 14,835 8,02,270
2036 148 385 312 107 441 935 12,015 15,926 8,49,720
2037 156 406 331 113 467 991 12,979 17,096 8,99,360
2038 164 428 351 120 495 1050 14,022 18,356 9,51,920
2039 173 451 372 127 525 1113 15,152 19,715 10,07,765
2040 182 475 394 135 557 1180 16,375 21,180 10,66,895
2041 192 501 418 143 590 1251 17,699 22,758 11,29,675
2042 202 528 443 152 625 1326 19,132 24,456 11,95,740
2043 213 557 470 161 663 1406 20,686 26,292 12,66,550
2044 225 587 498 171 703 1490 22,367 28,265 13,41,010
2045 237 619 528 181 745 1579 24,186 30,390 14,19,485
2046 250 652 560 192 790 1674 26,158 32,685 15,03,070
2047 264 687 594 204 837 1774 28,294 35,158 15,91,400
2048 278 724 630 216 887 1880 30,607 37,822 16,84,475
2049 293 763 668 229 940 1993 33,113 40,700 17,83,390
2050 309 804 708 243 996 2113 35,828 43,805 18,88,145
Total 2,81,63,765

TABLE 7-29:CUMULATIVE NO. OF COMMERCIAL VEHICLE (SECTION II: LIMBDI TO KHAMBHALIYA)

Bus LCV Truck All Vehicle in Cumulative
No. of
Year
Mini Full 2Axle 3Axle Artic Nos PCU Commercial
Vehicle
2016 75 199 424 98 264 461 5,412 7,500
Growth Rate(%) 5.85% 5.85% 6.50% 6.50% 6.50% 6.50%
2017 79 211 452 104 281 491 5,859 8,065
2018 84 223 481 111 299 523 6,344 8,674
2019 89 236 512 118 318 557 6,869 9,329
2020 94 250 545 126 339 593 7,440 10,039 7,10,655
2021 99 265 580 134 361 632 8,059 10,805 7,55,915
Growth Rate(%) 6.30% 6.30% 7.00% 7.00% 7.00% 7.00%
2022 105 282 621 143 386 676 8,783 11,693 8,07,745
2023 112 300 664 153 413 723 9,574 12,657 8,63,225
2024 119 319 710 164 442 774 10,439 13,708 9,22,720
2025 126 339 760 175 473 828 11,383 14,845 9,85,865
2026 134 360 813 187 506 886 12,414 16,079 10,53,390
Growth Rate(%) 5.40% 5.40% 6.00% 6.00% 6.00% 6.00%
2027 141 379 862 198 536 939 13,380 17,228 11,15,075
2028 149 399 914 210 568 995 14,424 18,463 11,80,775
2029 157 421 969 223 602 1055 15,553 19,797 12,50,855
2030 165 444 1027 236 638 1118 16,771 21,225 13,24,220
2031 174 468 1089 250 676 1185 18,087 22,761 14,02,330
2032 183 493 1154 265 717 1256 19,508 24,412 14,84,820
2033 193 520 1223 281 760 1331 21,045 26,190 15,72,420
2034 203 548 1296 298 806 1411 22,705 28,102 16,65,130
2035 214 578 1374 316 854 1496 24,500 30,162 17,63,680
2036 226 609 1456 335 905 1586 26,440 32,376 18,67,705
2037 238 642 1543 355 959 1681 28,535 34,755 19,77,570
2038 251 677 1636 376 1017 1782 30,803 37,323 20,94,735
2039 265 714 1734 399 1078 1889 33,255 40,087 22,18,835
2040 279 753 1838 423 1143 2002 35,905 43,061 23,49,870
2041 294 794 1948 448 1212 2122 38,770 46,262 24,88,570
2042 310 837 2065 475 1285 2249 41,870 49,712 26,35,665
2043 327 882 2189 504 1362 2384 45,223 53,429 27,91,520
2044 345 930 2320 534 1444 2527 48,850 57,434 29,56,500
2045 364 980 2459 566 1531 2679 52,774 61,751 31,31,335
2046 384 1033 2607 600 1623 2840 57,021 66,406 33,16,755
2047 405 1089 2763 636 1720 3010 61,614 71,419 35,12,395
2048 427 1148 2929 674 1823 3191 66,586 76,828 37,20,080
2049 450 1210 3105 714 1932 3382 71,965 82,655 39,39,445
2050 474 1275 3291 757 2048 3585 77,789 88,944 41,71,950
Total 6,20,31,750

TABLE 7-30:CUMULATIVE NO. OF COMMERCIAL VEHICLE (SECTION III: KHAMBHALIYA TO DEVARIYA)

Cumulative
Bus LCV Truck All Vehicle in
No. of
Year
Commercial
Vehicle
2016 180 344 146 227 395 757 15,684 16,531
Growth Rate(%) 5.85% 5.85% 6.50% 6.50% 6.50% 6.50%
2017 191 364 155 242 421 806 17,016 17,850
2018 202 385 165 258 448 858 18,462 19,274
2019 214 408 176 275 477 914 20,036 20,824
2020 227 432 187 293 508 973 21,745 22,497 9,56,300
2021 240 457 199 312 541 1036 23,601 24,308 10,16,525
Growth Rate(%) 6.30% 6.30% 7.00% 7.00% 7.00% 7.00%
2022 255 486 213 334 579 1109 25,776 26,427 10,86,240
2023 271 517 228 357 620 1187 28,155 28,736 11,60,700
2024 288 550 244 382 663 1270 30,756 31,250 12,39,905
2025 306 585 261 409 709 1359 33,601 33,992 13,24,585
2026 325 622 279 438 759 1454 36,715 36,984 14,15,105
Growth Rate(%) 5.40% 5.40% 6.00% 6.00% 6.00% 6.00%
2027 343 656 296 464 805 1541 39,636 39,782 14,98,325
2028 362 691 314 492 853 1633 42,792 42,794 15,85,925
2029 382 728 333 522 904 1731 46,204 46,045 16,79,000
2030 403 767 353 553 958 1835 49,890 49,548 17,77,185
2031 425 808 374 586 1015 1945 53,875 53,324 18,80,845
2032 448 852 396 621 1076 2062 58,184 57,402 19,91,075
2033 472 898 420 658 1141 2186 62,844 61,802 21,07,875
2034 497 946 445 697 1209 2317 67,880 66,541 22,30,515
2035 524 997 472 739 1282 2456 73,330 71,665 23,61,550
2036 552 1051 500 783 1359 2603 79,221 77,189 24,99,520
2037 582 1108 530 830 1441 2759 85,595 83,157 26,46,250
2038 613 1168 562 880 1527 2925 92,488 89,599 28,01,375
2039 646 1231 596 933 1619 3101 99,947 96,558 29,65,990
2040 681 1297 632 989 1716 3287 1,08,014 1,04,068 31,39,730
2041 718 1367 670 1048 1819 3484 1,16,742 1,12,178 33,23,690
2042 757 1441 710 1111 1928 3693 1,26,186 1,20,941 35,18,600
2043 798 1519 753 1178 2044 3915 1,36,407 1,30,413 37,25,555
2044 841 1601 798 1249 2167 4150 1,47,465 1,40,643 39,44,190
2045 886 1687 846 1324 2297 4399 1,59,431 1,51,694 41,75,235
2046 934 1778 897 1403 2435 4663 1,72,382 1,63,639 44,20,150
2047 984 1874 951 1487 2581 4943 1,86,400 1,76,550 46,79,300
2048 1037 1975 1008 1576 2736 5240 2,01,574 1,90,508 49,53,780
2049 1093 2082 1068 1671 2900 5554 2,18,000 2,05,598 52,44,320
2050 1152 2194 1132 1771 3074 5887 2,35,782 2,21,912 55,51,650
Total 8,29,00,990

TABLE 7-31:CUMULATIVE NO. OF COMMERCIAL VEHICLE (SECTION IV: DHROL TO BHADRA PATIYA )
Bus LCV Truck All Vehicle in Cumulative
No. of
Year
Mini Full 2Axle 3Axle Artic Nos PCU Commercial
Vehicle
2016 16 77 126 82 34 42 3,768 3,278
Growth Rate(%) 5.85% 5.85% 6.50% 6.50% 6.50% 6.50%
2017 17 82 134 87 36 45 4,087 3,547
2018 18 87 143 93 38 48 4,434 3,840
2019 19 92 152 99 40 51 4,809 4,152
2020 20 97 162 105 43 54 5,217 4,492 1,75,565
2021 21 103 173 112 46 58 5,662 4,867 1,87,245
Growth Rate(%) 6.30% 6.30% 7.00% 7.00% 7.00% 7.00%
2022 22 109 185 120 49 62 6,180 5,298 1,99,655
2023 23 116 198 128 52 66 6,746 5,767 2,12,795
2024 24 123 212 137 56 71 7,366 6,285 2,27,395
2025 26 131 227 147 60 76 8,045 6,852 2,43,455
2026 28 139 243 157 64 81 8,786 7,465 2,59,880
Growth Rate(%) 5.40% 5.40% 6.00% 6.00% 6.00% 6.00%
2027 30 147 258 166 68 86 9,482 8,045 2,75,575
2028 32 155 273 176 72 91 10,232 8,666 2,91,635
2029 34 163 289 187 76 96 11,041 9,335 3,08,425
2030 36 172 306 198 81 102 11,917 10,062 3,26,675
2031 38 181 324 210 86 108 12,863 10,845 3,45,655
2032 40 191 343 223 91 114 13,885 11,689 3,65,730
2033 42 201 364 236 96 121 14,988 12,600 3,86,900
2034 44 212 386 250 102 128 16,181 13,585 4,09,530
2035 46 223 409 265 108 136 17,470 14,650 4,33,255
2036 48 235 434 281 114 144 18,863 15,799 4,58,440
2037 51 248 460 298 121 153 20,370 17,046 4,85,815
2038 54 261 488 316 128 162 21,998 18,388 5,14,285
2039 57 275 517 335 136 172 23,759 19,843 5,44,580
2040 60 290 548 355 144 182 25,661 21,410 5,76,335
2041 63 306 581 376 153 193 27,719 23,109 6,10,280
2042 66 323 616 399 162 205 29,944 24,947 6,46,415
2043 70 340 653 423 172 217 32,349 26,929 6,84,375
2044 74 358 692 448 182 230 34,949 29,071 7,24,160
2045 78 377 734 475 193 244 37,761 31,391 7,66,865
2046 82 397 778 504 205 259 40,803 33,903 8,12,125
2047 86 418 825 534 217 275 44,091 36,615 8,59,575
2048 91 441 875 566 230 292 47,650 39,554 9,10,675
2049 96 465 928 600 244 310 51,499 42,734 9,64,695
2050 101 490 984 636 259 329 55,663 46,173 10,21,635
Total 1,52,29,625

TABLE 7-32:CUMULATIVE NO. OF COMMERCIAL VEHICLE (SECTION V: BHADRA PATIYA TO PIPALIYA)

Bus LCV Truck All Vehicle in Cumulative No.
Year of Commercial
Vehicle
2016 14 49 159 107 323 1145 2,926 7,704
Growth Rate(%) 5.85% 5.85% 6.50% 6.50% 6.50% 6.50%
2017 15 52 169 114 344 1219 3,144 8,226
2018 16 55 180 121 366 1298 3,377 8,781
2019 17 58 192 129 390 1382 3,629 9,378
2020 18 61 204 137 415 1472 3,899 10,013 8,42,055
2021 19 65 217 146 442 1568 4,192 10,699 8,96,805
Growth Rate(%) 6.30% 6.30% 7.00% 7.00% 7.00% 7.00%
2022 20 69 232 156 473 1678 4,531 11,485 9,59,220
2023 21 73 248 167 506 1795 4,897 12,327 10,25,650
2024 22 78 265 179 541 1921 5,295 13,237 10,97,190
2025 23 83 284 192 579 2055 5,727 14,214 11,73,840
2026 24 88 304 205 620 2199 6,195 15,265 12,55,600
Growth Rate(%) 5.40% 5.40% 6.00% 6.00% 6.00% 6.00%
2027 25 93 322 217 657 2331 6,629 16,233 13,30,425
2028 26 98 341 230 696 2471 7,094 17,262 14,09,630
2029 27 103 361 244 738 2619 7,594 18,359 14,93,580
2030 28 109 383 259 782 2776 8,131 19,530 15,83,005
2031 30 115 406 275 829 2943 8,708 20,780 16,78,270
2032 32 121 430 292 879 3120 9,328 22,112 17,79,010
2033 34 128 456 310 932 3307 9,994 23,531 18,85,955
2034 36 135 483 329 988 3505 10,706 25,038 19,98,740
2035 38 142 512 349 1047 3715 11,471 26,643 21,18,095
2036 40 150 543 370 1110 3938 12,293 28,358 22,45,115
2037 42 158 576 392 1177 4174 13,176 30,183 23,79,435
2038 44 167 611 416 1248 4424 14,125 32,131 25,22,150
2039 46 176 648 441 1323 4689 15,143 34,204 26,72,895
2040 48 186 687 467 1402 4970 16,237 36,413 28,32,400
2041 51 196 728 495 1486 5268 17,413 38,771 30,01,760
2042 54 207 772 525 1575 5584 18,679 41,290 31,81,705
2043 57 218 818 557 1670 5919 20,039 43,976 33,72,235
2044 60 230 867 590 1770 6274 21,500 46,837 35,73,715
2045 63 242 919 625 1876 6650 23,070 49,887 37,86,875
2046 66 255 974 663 1989 7049 24760 53,148 40,13,540
2047 70 269 1032 703 2108 7472 26579 56,628 42,53,710
2048 74 284 1094 745 2234 7920 28535 60,340 45,08,115
2049 78 299 1160 790 2368 8395 30640 64,303 47,77,850
2050 82 315 1230 837 2510 8899 32905 68,535 50,63,645
Total 7,47,12,215

7.11. Improvement Proposal of Structures
DESIGN APPROACH FOR STRUCTURES
General
All the major and minor bridges have been designed based on the following considerations:
• For each carriageway total deck width of the 4- lane bridge has been kept
as 12.5 m with 1.5m wide footpath on outer side of the carriageway.
• For each carriageway total deck width of the 6- lane bridge has been kept
as 15.2 m with 1.5m wide footpath on outer side of the carriageway.
Design Loading
The bridge have been designed to sustain safely the most critical combination of various
loads, forces and stresses that can co-exist as per the provisions of IRC: 6-2014 with latest
amendments. The allowable stresses and the permissible increase in stresses for various load
combinations have been adopted as per the relevant IRC codes.
14. Carriageway Live Load
The design is done considering carriageway width of 11.5m for which caters to 3lanes of
class A. This is a conservative approach. Structures have been designed for 3 lanes of Class-
A loading or one lane of 70-R wheeled + one lane of Class-A loading whichever produces
the most severe effect.
15. Tractive and Braking Force
The tractive and braking forces have been considered as per the provisions of clause no. 211
of IRC: 6-2014.
16. Wind Forces
The effect of wind as per clause no. 209 of IRC: 6-2014 has been considered for the design of
the various components of the bridge, wherever applicable.
17. Seismic Forces
Based on the seismic zone classifications given in CL.219 of IRC: 6 the project road section
falls in the seismic zone III, IV and V. For conservative approach all the bridges have been
designed for seismic zone V.
18. Buoyancy Effects
The following buoyancy effects have been considered wherever applicable for the design of
various components of the bridge—
For Foundations 100 %
For Substructure below water level 15 %

Condition of Exposure
Since the project road is nearer from the sea coast, "Severe" condition of exposure has been
considered in the design of Bridges.
Codes and Publications
The following codes and publications (with latest amendments) have been used for the
design of bridge components:
IRC: 5-2015 For General Features of Design
IRC: 6-2014 For Loads and Stresses
IRC: 112-2011 For Limit State Design
IRC: 78-2014 For Substructure and Foundations
IRC:SP:64-2005 For design of Voided slab superstructure
IRC: 83-2002 For POT CUM PTFE Bearings
(Part III)
Reinforcement
Thermo Mechanically Treated deformed Bars (Grade designation Fe 500) conforming to IS:
1786 – 1985 has been used in the design of bridge.
Superstructure
RCC Voided Slab type superstructure has been provided for all the major bridges and for
minor bridges RCC voided slab superstructure/box cell structures have been provided.
Bearings
Pot cum PTFE bearings have been provided for all the bridges.
Substructure
Solid wall type abutments and piers have been provided.
Foundation
Open/Pile foundations have been provided for major bridges and for minor bridges open
foundations have been provided.
Sub soil Investigation
Founding levels have been fixed as per the soil report based on sub soil investigation carried
out in foundation locations.

Deck Levels of Structures
The deck level of the bridges has been fixed as per the vertical clearance required above
HFL.
Drainage Spouts
Due to unidirectional camber, drainage spouts fabricated from Mild Steel with hot dipped
galvanised coating have been provided on outer side of both the carriageway only.
Wearing Coat
65 mm thick wearing coat comprising one layer of 25mm thick mastic over RCC deck
overlaid by 40mm thick Bituminous concrete have been provided.
Expansion Joints
Strip Seal type expansion joints have been provided.
DESIGN ANALYSIS OF STRUCTURES
For Box cell structures on ground
1. 2D Model of the box has been prepared in STAAD.
2. Support at the ground has been modelled as springs with stiffness as 100 times the
Safe
bearing capacity.
3. DL, SIDL, Earth Pressure (incl. LL Surcharge), Earth Weight and Braking force if any
are applied on Model
4. Load combination have been made as per IRC:6-2014.
5. The live laods are applied on STAAD model.
6. Live load envelopes are obtained and the design forces for live load are obtained from
staad.
7. Design of various components have been carried out for bending and shear as per
IRC:112:2011
8. Base pressure check is carried out.
For Voided slab Superstructure
Grillage model is made using STAAD. Dead load, SIDL and live load are applied on the
grillage model. The moments and shears obtained from the staad model have been used for
design of superstructure using IRC:112-2011 and IRC:SP:64-2005.

For Substructure and foundation
Bearing reactions obtained from the grillage model are considered in the analysis and design
of substructure and foundation.
7.11.1 Major Bridges
The project road consists of Dwarka - Limdi - Khambhaliya- Deveriya and Dhrol -
Bhadrapatiya - Amran- Pipaliya having a total length of 136.1km. It crosses a number of
rivers/streams, nallahs. As per MORT&H guidelines, bridges of more than 60m length are
termed as major bridges and those having length more than 6m or less than or equal to 60 m
are termed as minor bridges.
The proposals for Minor and Major bridges are based on the following considerations:
• Total deck width of the structures is 12.5 m with safety kerb/raised footpath and
RCC crash barrier at the outermost edge.
• The new bridges are designed for one lane of 70R wheeled/tracked plus one lane of
class A or three lanes of class A loading.
• Abutments of new structures are proposed in line with bank line of the stream.
• Foundations for the proposed major /minor bridges/structures would be open type
where bed rock or rock at shallow depth is encountered during Geo technical
investigations or the scour is less.
• Pile foundations are provided for the proposed major and minor bridges/structures
where scour is more and during Geo technical investigation rock is encounter at
deeper location.
Typical Cross section for proposed Major/Minor bridges have been presented in Drawing
Folder.
There are eleven (11) major bridges along the project road. The improvement proposals of
major bridges are as follows.
1.0 Major Bridge at km 194.270

The existing bridge across Raghari local stream is a major bridge of length 64.4m constructed
in 1965. The existing bridge is having 7 spans of 9.2m each with solid slab type
superstructure and overall width is 7.5m. Based on the design loadings and the existing
bridge has already widened earlier observed during inventory and condition survey
conducted, the existing bridge has to be dismantled/discarded and two new bridges have
been proposed for 4 lane highway. The span of the proposed bridge is 4x24 m with RCC T-
Beam type superstructures.
2. Major bridge at Km. 179.735

The existing bridge across Vankvaya River is a skew major bridge of length 70 m with skew
angle is 30 degree and constructed in 1966. The existing bridge is having 5 spans of 14.0m
each with RCC T-Beam superstructure and overall width is 7.5m. 20 nos of Elastomeric
bearings have provided and some of them are in poor condition. The following details were
found related to existing bridge by Concerned Government department:
a) Catchment Area 6.91 Sqkm, b) Design HFL 32.15 m c) Depth of flow during HFL 1.63m d)
Discharge 89.28 Cumecs e) Open foundations f) Bed level 30.52 m
The sub structures of the bridge are CRM type with multiple repairing seen at the time of
Inventory and Condition survey. The wearing coat, Kerb and railing have several cracks.
Expansion joints have completely blocked and are in very poor conditions. The drainage
spouts are damaged and blocked. The superstructure is distressed i.e. having exposed
reinforcement and corrosion, cracking, leaching, spalling of soffit and edges. There is no
change in flow pattern, and waterway is adequate as observed at the time of inventory and
condition survey. There is no Erosion/degradation of bed/banks and bed protections at the
bridge location. Based on the design loadings and defects observed during inventory and
condition survey conducted for the existing bridge the existing bridge has to be
dismantled/discarded and two new bridges have been proposed for 4 lane highway. The
span of proposed bridge is 4x18.3m with RCC T-Beam type superstructures.
3. Major Bridge at Km.147.740

The existing bridge across Ghee River is major bridge of length 152.6 m and constructed in
1964. The existing bridge is having 14 spans of 10.9m each with RCC T-Beam superstructure
with 1.2m girder depth and overall width is 8.0 m. Tar Paper bearings have been provided.
The following details were found related to existing bridge by Concerned Government
department:
a) Catchment Area 115.0 Sqkm, b) Design HFL 30.17 m c) Depth of flow during HFL 3.20m
d) Design Velocity 3.20 e) Open foundations f) Average Bed level 26.97 m
The substructures of the bridge are CRM type with some cracks present on them. The
wearing coat is in fair condition, Kerb is broken at some locations and railings have mostly
broken and some of the stretches have repaired with brick wall. Expansion joints have
completely blocked and are in very poor conditions. The drainage spouts are very poor and
blocked. The superstructure is distressed i.e. having exposed reinforcement and corrosion,
cracking, leaching, spalling of soffit and edges. The girders have also cracked. There is no
change in flow pattern, and waterway is adequate as observed at the time of inventory and
condition survey. There is no Erosion/degradation of bed/banks and bed protections are
not present at the bridge location. Based on the design loading and defects observed during
inventory and condition survey conducted for the existing bridge, the existing bridge has to
be dismantled/discarded and two new bridges have been proposed for 4 lane highway. The
span of proposed bridge is 7x21.8 m with RCC T-Beam type superstructures.

The existing bridge across Sihan River is major bridge of length 72.8 m and constructed in
1990. One Check Dam is present at a distance 260m U/s from the existing bridge. The
existing bridge is having 8 spans of 9.0m each with solid slab superstructure and overall
width is 8.0 m. Tar Paper bearings have been provided. The following details were found
related to existing bridge by Concerned Government department:
a) Catchment Area 38.7 Sqmiles b) Design HFL 84.70 m c) Depth of flow during HFL 4.55 m
d) Discharge 1063 Cumecs e) Design Velocity 1.06 f) Open foundations g) Average Bed
level 80.15 m h) Silt factor 1.50 i) Design of bridge is Class AA
The abutments of bridge are CRM type with some cracks are present on them and the piers
of bridge are RCC circular with some of the locations having hair pin cracks . Some of the
pier caps also have cracks. The wearing coat is in fair condition, kerb is broken at some
locations and railings have mostly cracked. Expansion joints have completely blocked and
are in very poor condition. The drainage spouts are damaged and blocked. The
superstructure is distressed i.e. having exposed reinforcement and corrosion, cracking,
leaching, spalling of soffit and edges. There is no change in flow pattern, and waterway is
adequate as observed at the time of inventory and condition survey. There is no
Erosion/degradation of bed/banks and bed protections are not present at the bridge
location. Based on the design loadings and defects observed during inventory and condition
survey conducted for the existing bridge, the existing bridge has to be
span of the proposed bridge is 4x18 m with RCC T-Beam type superstructures.

The existing bridge across Dadhiali River is major bridge of length 96.0 m and very old
bridge. The existing bridge is having 12 spans of 8.0m each with solid slab superstructure.
Tar Paper bearings have been provided and condition of bearings is mostly poor. The
following details were found related to existing bridge by Concerned Government
department :
a) Catchment Area 12.0 Sqmiles b) Design HFL 89.60 m c) Depth of flow during HFL 2.60 m
d) Discharge 24580 Cusecs e) Design Velocity 0.67 m/sec f) Open foundations g) Average
Bed level 88.31 m h) Safe Bearing capacity 30-60 T/m^2. i) Design of bridge is Class AA.
The Sub structures of bridge are CRM type with some cracks are present on them. The
wearing coat is in very poor condition, Mostly kerb and railings are broken and
reinforcements are also exposed. Expansion joints have completely blocked and it appears
very poor conditions. The drainage spouts are very poor and fully blocked. The
superstructure is distressed such as exposed reinforcement and corrosion, cracking,
leaching, spalling of soffit and edges. The approach slab has also exposed reinforcement,
corrosion and spalling of edge. There is no any change in flow pattern, and waterway is
inadequate as per hydraulics observed at the time of inventory and condition survey. There
is no any Erosion/degradation of bed/banks and bed protections are not present at

thebridge location. Based on the design loadings and defects observed during inventory
and condition survey conducted for the existing bridge, two new bridges are proposed for 4
lane highway, one in existing location and other is parallel to the existing location. The span
of proposed bridge is 5x24 m with RCC T-Beam type superstructures.
6. Major Bridge at Km. 57.900

The existing bridge across Aji River is major bridge of length 195.2 m and was constructed in
1976. Aji Dam is present at a distance 1250.0m U/s from the existing bridge. The existing
bridge is having 8 spans of 24.40m each with T-Beam and slab superstructure and overall
width is 8.5m. Elatomeric bearings have been provided and condition of bearings is mostly
poor. The following details were found related to existing bridge by Concerned Government
department :
a) Catchment Area 712.0 Sqmiles b) Design HFL 28.96 m c) Depth of flow during HFL 6.56
m d) Discharge 182000 Cusecs e) Design Velocity 1.2m/sec f) Open foundations g)
Average Bed level 17.15 m h) safe bearing capacity 60-100 T/m^2 i) Design of bridge with
Class AA and Class A double loading.
The substructures of the bridge are CRM type with some cracks present on them. Some of
the pier caps have also cracks. The wearing coat is in fair condition, kerb is broken at some
locations and railings have mostly cracked. The Utility line is passing along the bridge
which is covered with PCC. Expansion joints have completely blocked and are in very poor
conditions. The drainage spouts are damaged and blocked. The superstructure is distressed
at some of the locations i.e. having exposed reinforcement and corrosion, cracking, leaching,
spalling of soffit and edges. There is no change in flow pattern, and waterway is adequate as
observed at the time of inventory and condition survey. There is no Erosion/degradation of
bed/banks and bed protections are not present at the bridge location. Based on the defects
and other conditions like design loading observed during inventory and condition survey
conducted for the existing bridge, the existing bridge has to be dismantled/discarded and
two new bridges have been proposed for 4 lane highway. The span of the proposed bridge is
8x24.4 m with RCC T-Beam type superstructures.
7. Major Bridge at km. 45.125
The existing bridge across local major stream is major bridge of length 84.0 m and it is a very
old bridge. The existing bridge is having 7 spans of 12.0m each with solid slab
superstructure and overall width is 8.1 m. Tar Paper bearings have been provided. The Sub
structures of the bridge are CRM type with some cracks present on them. The wearing coat
is in very poor condition, mostly kerbs and steel railings are broken. Expansion joints have
completely blocked and are in very poor conditions. The drainage spouts are damaged and
fully blocked. The superstructure is distressed i.e. having exposed reinforcement and
corrosion, cracking, leaching, spalling of soffit and edges. The approach slab is in poor
condition. There is no change in flow pattern, and waterway is inadequate as observed at
the time of inventory and condition survey. There is no Erosion/degradation of bed/banks
and bed protections are not present at the bridge location. Based on the design loadings and
defects observed during inventory and condition survey conducted for the existing bridge,
the existing bridge has to be dismantled/discarded and two new bridges are proposed for 4
lane highway. The span of the proposed bridge is 5x17.0 m with RCC T-Beam type
superstructures.

The existing bridge across Demi River is major bridge of length 85.75 m and it is a very old
bridge. The existing bridge is having 7 spans of 12.25m each with 30 degree skew and solid
slab superstructure and overall width is 8.5 m. Tar paper bearings have been provided. The
department:
m d) Discharge 78000 Cusecs e) Design Velocity 15 ft/sec f) Average Bed level 24.97 m g)
safe bearing capacity 30-50 T/m^2 h) Design of bridge with Class AA loading.
The substructures of the bridge are CRM type and in poor condition. Pier caps have cracks.
The wearing coat is in very poor condition, after falling down of the railing during
movement of traffic, it was repaired by RCC wall parapet by concerned department.
Expansion joints have completely blocked and are in very poor conditions. The drainage
spouts are damaged and blocked. The superstructure is distressed i.e. having exposed
reinforcement and corrosion, cracking, leaching, spalling of soffit and edges. There is no
change in flow pattern, and waterway is inadequateobserved at the time of inventory and
condition survey. There is no Erosion/degradation of bed/banks and bed protections are
not present at the bridge location. Based on the defects and other conditions like design
loading etc. observed during inventory and condition survey conducted for the existing
bridge, the existing bridge has to be dismantled/discarded and two new bridges have been

proposed for 4 lane highway. The span of the proposed bridge is 5x18.3 m with RCC T-Beam
type superstructures.
9.Major Bridge at Km. 32.467

The existing bridge across Fulzar River is major bridge of length 72.0 m and constructed in
1975. The existing bridge is having 6 spans of 12.0 m each with solid slab superstructure and
overall width is 8.0 m. Tar paper bearings have been provided. The following details were
found related to existing bridge by Concerned Government department :
m d) Discharge 40100 Cusecs e) Design Velocity 16.25 ft/sec f) Open foundations g)
Average Bed level 22.00 m.
the pier caps have also cracks. The wearing coat is fair condition, Kerb is in poor condition
and railings have mostly broken. Expansion joints have completely blocked and are in very
poor conditions. The drainage spouts damaged and blocked. The superstructure is
distressed at some of the locations i.e. having exposed reinforcement and corrosion,
cracking, leaching, spalling of soffit and edges. There is no change in flow pattern, and
waterway is adequate as per hydraulics observed at the time of inventory and condition
survey. There is no any Erosion/degradation of bed/banks and bed protections are not
present at the bridge location. Based on the design loadings and defects observed during
inventory and condition survey conducted for the existing bridge, the existing bridge has to
be dismantled/discarded and two new bridges have been proposed for 4 lane highway. The
span of the proposed bridge is 4x18.0 m with RCC T-Beam type superstructures.


The existing bridge across Fulki River is major bridge of length 72.0 m and constructed in
1975. The existing bridge is having 8 spans of 12.0 m each and 30 degree skew with solid
slab superstructure and overall width is 8.0 m. Tar paper bearings have been provided. The
department:
m d) Discharge 39540 Cusecs e) Design Velocity 7.0 ft/sec f) Open foundations g) Average
Bed level 27.15 m.
the pier caps also have cracks. The wearing coat is in fair condition, kerb and railings are
also in fair condition. Expansion joints have completely blocked and are in very poor
conditions. The existing bridge is already widened on both sides. The drainage spouts are
fair and some of the drainage sprouts are blocked. The superstructure is distressed at some
of the locations i.e. having exposed reinforcement and corrosion, cracking, leaching, spalling
of soffit and edges. There is no change in flow pattern, and waterway is adequate as
observed at the time of inventory and condition survey. There is no Erosion/degradation of
bed/banks and Bed protections are present at the bridge location of 1.5m width on both
sides with PCC. Based on the design loadings and defects observed during inventory and
condition survey conducted for the existing bridge, the existing bridge has to be
span of the proposed bridge is 6x16.3 m with RCC T-Beam type superstructures.

The existing bridge across VaguDariya is a major bridge of length 64.0m constructed in 2010.
The existing bridge is situated in Dhrol City having 8 spans of 8.0m each with solid slab type
superstructure and overall width is 8.1 m. The existing bridge is working well and does not
show any distress in the bridge structure. Dhrol bypass is proposed by Consultant RITES
Ltd. with consent given by NHAI. The VaguDariya stream is crossing the proposed Dhrol
bypass at some skew angle. One 4 lane major bridge is proposed at the crossed location of
the stream with span 5x18.3m.

New Construction
Remarks Reconstruction Reconstruction Reconstruction Reconstruction
Total Length, (Dhrol Bypass)
Page 258
Proposal
Highway Division
64.4 152.6 72 72 90
(Nos.(m)x Span 5x18.00
4x16.1 7x21.8 4x18 4x18
(C/C) (m) (skew)
Type of Structure Major Bridge Major Bridge Major Bridge Major Bridge Major Bridge
s from
D/S - 5.2 4.3 4 -
bed level
U/S - 5.2 4.3 4 -
to top of
bearing For pier - - - - -
capacity, Abutmen - - - - -
A. Dwarka (Karunga Junction) to Limdi Road section: Km. 203+500 to Km. 180+200
Silt factor - - - 1.50 -

Design
Abutmen - - 25.9 77.30 -

foundatio For pier

- - 25.9 77.30 -
n level (m)

Abutmen - - - 73.50 -
(As per Govrnment depatment )
(m)
Maximu For pier
- - - 75.45 -
m scour (m)
Average Bed level (m) - 26.97 30.52 80.15 -
Final Detailed Project Report/Volume 1/Chapter 7 – Improvement Proposal
Material For pier soil soft morram soft morram Rock -

(Soil/ Abutmen soil Soft morram Hard Morram Soil -
Type of
Pier open open open pile -
Foundati Abutmen
open open open open -
on (m)( t
)
[Circular, wall type, Rounded wall type CRM Circular RCC RCC Circular Pier -
October 2017
Abutment [RCC, CRM,
CRM CRM CRM RCC -
Solid or spill through]

Adequacy of vent Adequate adequate Adequate adequate -
design Velocity of
- 3.20 - 1.06 -
flood
Discharge (Cumecs) - - 89.28 Cumecs 1063 Cumecs -
Depth of flow during
- 3.20 1.63 4.55 -
H F L (m)
Design HFL (m) - 30.17 32.15 84.70 -
Catchment Area - 115 sqkm 6.91 sqkm 38.7 sqmiles 0.42 sq.miles
IRC Standard
Loading Standard - - - -
Type and number of ClassAA
Tar Paper Tar Paper 20 Elastomateric Tar Paper -
Bearings
Superstructures 1.2 Girder depth 1.2m - - -
slab, T-Beam,Box- Solid Slab RCC T-Beam RCC T-Beam Solid Slab -
Overall Deck Width 7.5 8 7.5 8 -
As Per Site Condition
inner face to inner 64.4 152.6 70 72.8 -

Nos. of Span X span
7x9.2 14X10.9 5x14 8x9 -
(C/C of exp Joint)
Angle of Crossing Square Angle Square Angle 36 Degree Square Angle 37.42 Degree
Name of River/Stream Rabari Loacal
Ghee River Vankvaya River Sihan River Vagu Dariya
Revision Level: R0
/Canal Stream
Year of Construction 1965 1964 1966 1990 -
Bridge/
194/1 148/1 179/2 136/1 -
Culvert No MjB
Type of Structure MjB MjB MjB -
(skew)
Location (KM) 194+270 147+740 179+735 135+505 -
Design Chainage 9+280 54+910 23+650 66+370 2+690
N
S
5
l
.
.
New Construction
Reconstruction Reconstruction Reconstruction Reconstruction Reconstruction
(Amran Bypass)
Page 259
Highway Division
96 195.2 85 90 72 96
4x24 8x24.4 5x17 5x18 4x18 6x16
Major Bridge Major Bridge Major Bridge Major Bridge Major Bridge Major Bridge
3.35 15.9 - - 8.7 6.2
3.35 15.9 - - 8.7 6.2
30-60
60-100 T/m^2 - - - -
T/m^2
30-60
60-100 T/m^2 - - - -
T/m^2
- - - - - -
85.50 16.15 - - 20.10 23.2
85.60 16.44 - - 15.90 19.8

85.94 16.15 - - 21.89 25.66
85.94 16.40 - - 18.75 23.4
88.31 17.15 - - 22.00 27.15
Final Detailed Project Report/Volume 1/Chapter 7 – Improvement Proposal
soil Rock soil - soil soil

soil Rock soil - soil soil
open open open - open open
open open open - open open
CRM CRM CRM - CRM CRM
October 2017
CRM CRM CRM - CRM CRM
inadequate adequate inadequate inadequate adequate adequate

15 16.25 7
0.67 m/sec 1.2 m/sec -
ft/sec ft/sec ft/sec
24580 Cusecs 182000 Cusecs - 78000 Cusecs 40100 Cusecs 39540 Cusecs
2.60 6.56 - 5.72 5.40 4.10
89.60 28.96 - 29.96 27.35 31.20
12 sq.miles 712 Sq.miles - 191 Sq.miles 46.70 Sq.miles 55.50 Sq.miles
ClasAA and ClassA
ClasAA - ClasAA - -
double lane
Tar Paper elastomeric Tar Paper Tar Paper Tar Paper Tar Paper
0.75 2.6 1.10 0.85 0.9 1.2
Solid Slab T-Beam Solid Slab Solid Slab Solid Slab Solid Slab
7.5 8.5 8.1 8.5 8 8
96 195.2 84.00 85.8 72 96
12x8 8x24.40 7x12 7x12.25 6x12 8x12
Right Angle Square Angle Square Angle 34.7 Degree Square Angle 30 Degree
Local Stream
Dadhiali River Aji River Demi River Fulzar River Fulki River
Revision Level: R0
(NALA)
- 1976 - - 1975 1975
64/1 58/1 45/4 44/1 32/1 27/3
Major Bridge Major Bridge Major Bridge Major Bridge Major Bridge Major Bridge
63+963 57+900 45+125 44+075 32+467 26+965
22+720 28+980 41+880 43+240 54+310 59+840
1
0
1
1
7.11.2 Minor Bridges
The proposals for Minor bridges are based on the following considerations:
• Total deck width of the structures is 12.5 m with safety kerb/raised footpath and
RCC crash barrier at the outermost edge.
• The new bridges are designed for one lane of 70R wheeled/tracked plus one lane of
class A or three lanes of class A- loading.
• Open foundations with slab type super structure/Box cell structures have been
proposed for minor bridges.
• In case of Box Cell Bridges, Bed protection work has been proposed as per
requirement of hydraulics.
• Return wall with pitched quadrant/wing wall has been proposed for Minor Bridges.
• Minor Bridges already widened earlier and required further widening as per
approved cross sections have been proposed for reconstruction.
• Minor Bridges which are in good condition and the deck width is satisfying the
typical cross section width have been retained.
• Minor Bridges which are in good condition, but having less carriageway width than
the typical cross section applicable there have been proposed for widening.
Typical Cross sections for proposed Minor bridges have been presented in Volume-IX:
Drawings, Part-II: Bridge Works. The improvement proposal of minor bridges have been
presented below in Table.

TABLE 7-33: IMPROVEMENT PROPOSAL FOR MINOR BBRIDGES
As Per Site Condition Proposal

Design Chainage
(Nos. x Span (C/C) (m)

Nos. of Span X Length
inner face to inner face
Superstructures (Slab+
Girder, Arches, Steel]
Superstructure [Solid
Year of Construction
(Over all Structures)

Type and number of
Overall Deck Width
centre of exp. Joint)
Overall length from

River/Stream/Canal
slab, T-Beam,Box-
Bridge/Culvert No
Adequacy of vent
Type of Structure
Type of Structure
of span (centre to
Total Length (m)

Location (KM)
Sl.
Thickness of
of dirt wall
Condition
Bearings
Name of
No.
Girder)
Remarks (For Lane Bridges)
New
Box Retain+Widening for extra 2
1 0+580 202+952 MnB - - - 1x7.5 7.5 12 solid slab 0.75 - adequate construction 1x7.5 7.5
Bridge lane
and good
recently Box Hydraulically inadequate,
2 1+620 201+891 pipe - - - - 11 pipe - - inadequate 2x4 8
constructed Bridge Replaced
repair
Box Hydraulically inadequate,
3 13+410 190+041 pipe - - - - 11.5 pipe - - inadequate work is 2x4 8
Bridge Replaced
already done
Over all Minor
4 15+270 188+168 MnB - - - 3x9 27 7.6 Solid slab 0.45 - Adequate 3x9 27 Reconstruction
poor Bridge
New Box Retain+Widening for extra 2

5 21+955 181+439 MnB - - - 3x6.3 18.9 14.2 Solid slab 0.65 - adequate 3x6.3 18.9
construction Bridge lane
RCC T- Over all Minor

6 22+49 180+870 MnB - - - 4x12.3 49.2 7.6 0.3 - adequate 3x16.65 50 Reconstruction
Beam Fair Bridge
Over all Box

7 3+010 200+500 MnB - - - 2x8.3 16.6 15.75 solid slab 0.6 - adequate 4x4.15 16.6 Reconstruction
poor Bridge
Over all Box Retain+Widening for extra 2

8 9+880 193+600 MnB - - - 1x7.5 7.5 12 Solid Slab 0.75 - adequate 1x7.5 7.5
Good Bridge lane
Hydraulic inadequate,
Slab Newly Box Dismental the existing bridge
9 29+530 173+755 - - - 10.1 0.6 - inadequate 1x6.0 6
Culvert Construction Bridge and Reconstruction for a wodth
of 60m proposed project


Design Chainage


Type and number of
Overall Deck Width
Overall length from

River/Stream/Canal
slab, T-Beam,Box-
Bridge/Culvert No
Adequacy of vent
Type of Structure
Type of Structure
of span (centre to
Total Length (m)

Location (KM)
Sl.
Thickness of
of dirt wall
Condition
Bearings
Name of
No.
Girder)
highway facility
Dismental the existing bridge
New Box
10 29+615 173+683 MnB - - - 4x3.5 14 12.1 Solid slab 0.4 - inadequate 4x3.5 14 and Reconstruction for a wodth
construction Bridge
highway facility
Dismental the existing bridge
Partialy Minor
11 30+045 173+250 MnB - - - 4x3.5 14 11.2 Solid slab 1.2 - inadequate 4x3.5 14 and Reconstruction for a wodth
Good Bridge
highway facility
New
construction Box
12 34+460 168+877 MnB - - - 1x7.88 7.88 12.11 Solid slab 0.8 - inadequate 1x7.88 7.88 Dismental the existing bridge
and Cleaning Bridge
and Reconstruction
Required
Over all Box Retain+Widening for extra 2
13 40+807 162+450 MnB - - - 3x7 21 12.3 Solid slab 0.7 - adequate 3x7.0 21
Good Bridge lane
Local Tar Over all Minor

14 45+910 157+321 MnB - - 4x3.6 14.4 10.8 solid slab 0.4 adequate 4x3.6 14.4 Widening
Steam Paper Good Bridge
Local Tar Over all Box Retain+Widening for extra 2

15 46+980 156+240 MnB - - 1x7.5 7.5 12.1 solid slab 0.55 Adequate 1x7.5 7.5
Steam Paper Good Bridge lane
Very poor,
Head wall is
CRM Box
16 47+710 155+481 pipe 7x0.9 11.2 Pipe - inadequate 2x4 8 Dismental the existing bridge
structure Bridge
and Reconstruction
which is
damaged


Design Chainage


Type and number of
Overall Deck Width
Overall length from

River/Stream/Canal
slab, T-Beam,Box-
Bridge/Culvert No
Adequacy of vent
Type of Structure
Type of Structure
of span (centre to
Total Length (m)

Location (KM)
Sl.
Thickness of
of dirt wall
Condition
Bearings
Name of
No.
Girder)
Local Tar New Box Retain+Widening for extra 2

17 49+260 153+952 MnB - - 4x3.4 13.6 13.8 solid slab 0.45 adequate 4x3.4 13.6
Steam Paper construction Bridge lane
Old Box
18 51+300 151+593 pipe 6x1.2 10.5 Pipe - inadequate 2x4 8 Dismental the existing bridge
culvert Bridge
and Reconstruction
151/ Sayphant RCC T- Not Over all Minor
19 51+740 151+155 MnB 1964 3x12.20 36.6 7.5 1.5 adeqate 2x18.3 36.6 Reconstruction
2 River Beam Visible Poor Bridge
149/ Local Tar Over all Box 2x6.8 Retain+Widening for extra 2
20 54+260 148+371 MnB - 2x6.8 13.6 12 solid slab 0.6 adequate 13.6
1 Steam Paper good Bridge (c/c) lane
138/ Local Box New Box Retain+Widening for extra 2

21 64+670 137+186 MnB 2004 2x4.5 9 14 0.9 - adequate 2x4.5 9
2 Steam Bridge construction Bridge lane
138/ Local Box New Box Retain+Widening for extra 2

22 64+77 137+082 MnB 2004 2x4.5 9 14 0.9 - adequate 2x4.5 9
1 Steam Bridge construction Bridge lane
Elasto
134/ Local New Minor
23 67+880 133+988 MnB 2004 2x10.5 21 11 Solid Slab 0.75 meric adequate 2x10.5 21 Widening
1 Steam construction Bridge
bearing
Box New Construction (Dhrol

24 3+730 - - - - - - - - - 0.5 - - - 6x5.0 30
Bridge Bypass)

25 4+550 - - - - - - - - - 0.4 - - - 2x4.0 8
Bridge Bypass)
Over all Box

26 6+19 5+892 MnB - - - 3x4 12 8.4 solid slab 0.5 - Adequate 3x4 12 Reconstruction
Poor Bridge


Design Chainage


Type and number of
Overall Deck Width
Overall length from

River/Stream/Canal
slab, T-Beam,Box-
Bridge/Culvert No
Adequacy of vent
Type of Structure
Type of Structure
of span (centre to
Total Length (m)

Location (KM)
Sl.
Thickness of
of dirt wall
Condition
Bearings
Name of
No.
Girder)
Over all Minor

27 7+200 6+835 MnB - - - 6x7.5 45 8.4 0.85 - Adequate 3x15 45 Reconstruction
Poor Bridge
Over all Minor

28 15+71 70+925 Mnb - - - 4x7.6 30.4 8 Solid Slab 0.85 - adequate 4x7.65 30.6 Reconstruction
Poor Bridge
Over all Box

29 16+41 70+250 Mnb - - - 2x5 10 8.4 Solid Slab 0.5 - adequate 2x5 10 Reconstruction
Poor Bridge
Over all Box

Poor Bridge
Over all Box

Poor Bridge
CRM Box
32 17+52 69+175 Mnb - - - 1x7.6 7.6 8 Solid Slab 0.6 - adequate 2x3.8 7.6 Reconstruction
Structure Bridge
pipe Box
33 18+12 68+550 - - - 1x0.9 8 8 Solid Slab 0.4 - adequate old bridge 2x4.0 8 Reconstruction
Culvert Bridge
Box
34 18+67 68+020 Mnb - - - 2x4 8 8 Solid Slab 0.4 - inadequate Skew 2x4 8 Dismental the existing bridge
Bridge
and Reconstruction
CRM Box
35 20+800 65+900 Mnb - - - 2x5.5 11 8.5 Solid Slab 0.4 - inadequate 2x5.5 11 Dismental the existing bridge
structure Bridge
and Reconstruction
Box
36 26+20 60+538 Mnb - - - 2x3.5 7 8 solid slab 0.4 - inadequate (skew, 35) 2x4 8 Reconstruction
bridge


Design Chainage


Type and number of
Overall Deck Width
Overall length from

River/Stream/Canal
slab, T-Beam,Box-
Bridge/Culvert No
Adequacy of vent
Type of Structure
Type of Structure
of span (centre to
Total Length (m)

Location (KM)
Sl.
Thickness of
of dirt wall
Condition
Bearings
Name of
No.
Girder)
Pipe Box
37 26+660 59+770 - - - 5x1.2 - - pipe - - inadequate Poor 1x6 6 Dismental the existing bridge
culvert Bridge
and Reconstruction
Box
38 26+99 59+750 Mnb - - - 6x5.5 33 8.5 solid slab 0.75 - adequate old Bridge 6x5.5 33 Reconstruction
Bridge
Pipe Box
39 27+02 59+710 - - - 5x1.2 - - Pipe 0.3 - inadequate Poor 2x3.0 6 Dismental the existing bridge
culvert Bridge
and Reconstruction
Pipe 2x0.65+ require Box
40 27+13 59+600 - - - - - Pipe - - inadequate 2x3.5 Reconstruction
culvert 4x1.2 repairing Bridge
Slab require Box

41 27+59 59+141 60/1 2x2.2 - 8.5 - 0.6 - inadequate 1x6 6 Reconstruction
Culvert repairing Bridge
Minor Over all Box

42 29+700 57+175 - - - 3x7.1 21.3 8 solid slab 0.55 - adequate 4x5.5 22 Reconstruction
Bridge Poor Bridge
Minor Over all Box

43 31+660 55+200 - - - 2x8.2 16.4 7.6 solid slab 0.75 - adequate 4x4.5 18 Reconstruction
Bridge Poor Bridge
Causaw Box Replaced (Nos 3 Minor

44 32+610 54+250 Length is 160 m overtopple very poor, 1x10 10
ay Bridge bridges)
Minor Over all Box

45 33+340 53+500 - - - 3x5.6 16.8 7.2 solid slab 0.75 - adequate 4x4.2 16.8 Reconstruction
Bridge Poor Bridge
Minor Widening , Box

46 36+975 49+839 - - - 1x6.6 6.6 20.5 solid slab 0.55 - adequate 1x6.6 6.6 Reconstruction
Bridge old is CRM Bridge
Minor Widening , Box
47 37+810 49+010 - - - 1x6.6 6.6 18.4 solid slab 0.5 - inadequate 1x6.6 6.6 Dismental the existing bridge
Bridge old is CRM Bridge
and Reconstruction


Design Chainage


Type and number of
Overall Deck Width
Overall length from

River/Stream/Canal
slab, T-Beam,Box-
Bridge/Culvert No
Adequacy of vent
Type of Structure
Type of Structure
of span (centre to
Total Length (m)

Location (KM)
Sl.
Thickness of
of dirt wall
Condition
Bearings
Name of
No.
Girder)
Minor Over all Box

48 41+520 45+300 - - - 4x4 16 8.6 solid slab 0.5 - adequate 4x4 16 Reconstruction
Bridge Poor Bridge
Box New Construction (Amran

49 45+200 - - - - - - - - - 0.5 - - - 4x5.0 20
Bridge Bypass)

50 47+285 - - - - - - - - - 0.4 - - - 2x4.0 8
Bridge Bypass)

51 48+200 - - - - - - - - - 0.8 - - - 4x8.0 32
Bridge Bypass)
Minor Over all Box

52 49+83 36+985 - - - 4x7 28 7.5 Solid Slab 0.85 - adequate 4x7 28 Reconstruction
Bridge Poor Bridge
Minor Over all Box

53 50+71 36+108 - - - 4x7 28 8 Solid Slab 0.85 - adequate 4x7 28 Reconstruction
Bridge Poor Bridge
Damaged Box
54 60+06 26+705 Mnb - - - 1x6.6 6.6 7.5 solid slab 0.45 - adequate 1x6.6 6.6 Reconstruction
badly Bridge
CRM
Box
55 60+54 26+225 Mnb - - - 2x11.25 22.5 7.35 solid slab 0.75 - adequate structure,Ove 3x7.5 22.5 Reconstruction
Bridge
r all Poor

7.11.3 Rail over Bridge (ROB)
The Project Road (SH-25) terminates at

Kuranga Junction with NH-8E. There is an
existing Rail Level Crossing ahead of the
Junction at Km 202+1000 of Dwarka
(Kuranga Jn.) – Limbdi Jn. Road section of
SH-25. The level crossing is located EXISTING RAILWAY LEVEL CROSSING AT KM

between Railway Km stone 936/8 and 202+973 OF SH-25 (NEAR KURANGA JUNCTION)
936/9.The project road section between “Dwarka (Kuranga junction) – Khambhaliya
– Devariya “cross Okha – Rajkot railway line at LC No. 274 ‘A’ wherein rail over
Bridge (ROB) has been proposed
TABLE 7-34: IMPROVEMENT PROPOSAL FOR EXISTING RAIL LEVEL CROSSINGS

Road Chainage Type Length LC No. Remarks Proposed
ID (Km) (Km) span (m)
SH25 202+1000 Single Broad 23.3 274 'A' 2/EI ATVUS 17x1380=23460 , 18+24+18
gauge track. ENGG 2/2016, O.H 7/15
7.11.4 Causeway
There is one causeway along the project road of Section-E: Bhadrapatiya to Pipaliya
Road section: Km. 73+000 to Km. 24+000
TABLE 7-35: IMPROVEMENT PROPOSAL FOR EXISTING CAUSEWAY

Ext.Chaina Structural CW width Width of
Remarks Proposed span (m)
ge Detail (m) Structure (m)
Length is 160.0m, 3 Nos of Minor bridge have been
54+300 Causeway 7.5 7.5
As per Hydraulics proposed with 1x10.0m span
7.11.5 Vehicular Underpass (VUP)/ Cattle Underpas (CUP)
There are 9 Nos of Vehicular Underpasses and one Cattle Underpass have been
proposed in the project road section. Five Nos of vehicular Underpass have been
proposed in the road section of Dwarka (Kuranga junction) – Khambhaliy- Devariya.
Two VUP have been proposed at entry and exit junction of Khambhaliya City, One
near Porbander road, one at the junction of Limdi and one at the junction of Bhatiya.
Four Nos of Vehicular Underpass and one No. of Cattle Underpass have been
proposed in the road section of Dhrol – Amran –Maliya. Three Nos of VUP have
been proposed in Dhrol – Bhadrapatiya road section. One VUP at the Junction of
start of Project road and Rajkot- Jamnagar Highway and Second VUP and one CUP
have ben proposed between the Dhrol bypass and third VUP has been proposed at
the junction of Bhadrapatiya. One No of VUP has been proposed in Bhadrapatiya

junction – Amran –Maliya road section. That VUP has been proposed in between the
Amran bypass.
The Vertical and horizontal clearance has been adopted as per IRC: SP 84-2014. The
details of Vehicular Underpass/Cattle Underpass has been described in the
subsequent paragraph:
Improvement facilities/ Extended Span Arrangements at VUP/CUP
Upon Submission of draft DPR and post devastation impact after heavy rainfall, site
inspection was conducted by NHAI (RO- Gujarat and PD, PIU, Rajkot) during
September 2017. The Improvement proposals as per draft DPR were discussed in
detail in the meeting followed by site inspection and discussion with NHAI.
During the site inspection, understanding the project importance and post
improvement repercussion, the junction arrangement scheme at Major
junctions/flyovers need to be revisited considering:
(a) Indirect “U turn” and reducing the load/ intensity on main junction and
reduction in traffic conflicts.
(b) Cross road roadway (cross sectional element) facilitated with pedestrian
facilities to enhanced Road Safety.
Thus, as a result of the said requirement, the consultant has made an attempt to
satisfy the project facility and as a result the improved facility is tabulated as under:
TABLE 7-36: IMPROVEMENT PROPOSAL OF VEHICULAR UNDERPASS (VUP)/CATTLE UNDERPAS

(CUP)
(Nos. x
(Nos. x Span
Span
Sl. Design Location Type of (C/C) (m) Total
(C/C) (m) Remarks (Four Lane Highway )
No. Chainage (KM) Structure As per final Length (m)
As per
DPR
draft DPR
1 12+42 191+09 VUP 1x12.0 4x13.8 55.2 New Construction (Bhatiyajn.)
2 23+12 180+23 VUP 1x12.0 4x13.8 55.2 New Construction (Limdijn)

New Construction (Jn of Porbander
3 54+03 148+60 VUP 1x12.0 2x13.8 27.6
road)

New Construction(Entry jn. for
4 58+52 144+06 VUP 1x12.0 2x13.8 27.6
Khambhaliya)
New Construction (Exit jn. For
5 55+30 147+32 VUP 1x12.0 2x13.8 27.6
Khambhaliya)
6 64+35 137+52 VUP - 1x12.0 12.0 New Construction

6 0+000 VUP 2x12.0 2x24.0+1x13.8 61.8 New Construction (Dhrol Bypass)
7 1+81 CUP 1x7.0 1x12.0 12.0 New Construction (Dhrol Bypass)
8 5+26 VUP 1x12.0 4x13.8 55.2 New Construction (Dhrol Bypass)
New Construction (Bhadrapatiya

9 13+800 13+566 VUP 1x12.0 4x13.8 55.2
Jn.)
10 45+71 VUP 1x12.0 2x13.8 27.2 New Construction (Amran Bypass)
*All the VUPs and CUP in package-II are on proposed bypasses.
7.11.6 Rehabilitation of Bridges
The following measures are proposed for rehabilitation of existing bridges to be

retained:
Common deficiencies/defects, which are proposed for repairing, are as follows:
• Damaged handrails to be replaced/ repaired wherever required.

• Drainage spouts shall be cleaned and replaced wherever required.
• Waterway shall be cleaned on both upstream and downstream side of
existing bridges.
• If required the stream/nallah may be guided with proper bank protection.
7.11.7 Improvement Proposal for Culverts
Based on the field investigations, geometric design and provisions culverts have
been proposed along the project road alignment. Following categories of existing
culverts have been proposed for reconstruction/New Construction:
• Culverts whose pipe / box/ slab or its abutment are damaged.

• Culverts where the proposed centreline of the project road falls outside of the
existing carriageway, because of improvement of geometric design.
• Culverts requiring reconstruction on account of the vertical profile of
proposed road not matching with existing road or deck level of the culvert
due to geometric improvements.

• Culverts where bedding underneath the pipe has been washed away due to
storm water action. Now water flows underneath the pipe until water level
increases above inlet level.
• Pipe culvert-having dia. of less than 0.9m, considered for reconstruction with
1.2m dia. pipes.
The summary of the improvement proposal for the different type of culverts is
presented here below.
TABLE 7-37 : IMPROVEMENT PROPOSAL
Type of
Structur
Bridge Nos. X Type of (Nos. x
Design e (pipe,
Sl. Location / Dia of Structure Span Remarks (Four Lane
Chaina slab,
No. (KM) Culvert Pipe/Spa (pipe, slab, (C/C) Highway)
ge Box,
No n (m) Box) (m) (m)
Arch)
(m)
Retain+Widening for extra

1 0.475 203+025 pipe - 3x1.2 Pipe 3x1.2
2 lane
2 2.680 200+828 pipe - 2x1.2 pipe 2x1.2 Widening
3 11.560 191+956 pipe - 2x0.9 Pipe 2x1.2 Reconstruction

Slab Box
5 12.580 190+896 - 1x5.75 1x5.7 Widening
Culvert Culvert
6 12.955 190+493 pipe 190/3 2x0.6 Pipe 2x1.2 Reconstruction

slab Box
17 21.065 182+308 - 1x2.8 1 x2.8 Widening
Culvert Culvert


Type of
Structur
Design e (pipe,
Chaina slab,
ge Box,
Arch)
(m)
Slab Box
19 21.612 181+755 - 1x3 1x3 Widening
Culvert Culvert

Box
24 5.162 198+339 pipe - 6x0.6 1x4 Reconstruction
Culvert

Slab Box
29 23.270 180+075 - 1x5.7 1x5.7 Widening
Culvert Culvert
Slab Box
30 23.995 179+336 - 1x2.5 1x2.5 Widening
Culvert Culvert
Slab Box
31 25.565 177+750 - 1x3 1x3 Widening
Culvert Culvert
Slab Box
32 25.665 177+650 - 1x2.7 1x2.7 Widening
Culvert Culvert
33 26.120 177+205 pipe - 2x1.2 pipe 2x1.2 Reconstruction
The Structure to be
replaced as box structure for
34 30.718 172+580 pipe - 2x1.2 Box 2x1.5 a width of 60m to facilitate
the “proposed highway
facility”
41 33.923 169+363 pipe - 2x1.2 Pipe 2x1.2 Widening


Type of
Structur
Design e (pipe,
Chaina slab,
ge Box,
Arch)
(m)

Slab Box
44 39.200 164+078 - 1x2.7 1x2.7 Widening
Culvert Culvert

slab Box
48 41.777 161+481 - 1x2.8 1x2.8 Widening
culvert Culvert
slab Box
50 43.115 160+136 - 1x2.8 1x2.8 Widening
culvert Culvert

slab Box
53 44.117 159+125 - 1x2.8 1x2.8 Widening
culvert Culvert
slab Box
55 44.920 158+309 - 1x2.8 1x2.8 Widening
culvert Culvert
56 45.265 157+957 pipe - 1X0.9 Pipe 1x1.2 Reconstruction
57 45.575 157+648 pipe - 1X0.9 Pipe 1x1.2 Reconstruction

58 46.533 156+688 pipe - 2x1.2 Pipe 2x1.2
2 lane
60 47.213 156+007 pipe - 2x1.2 Pipe 2x1.2
2 lane
Slab
61 48.223 154+968 - 1x2.7 BoxCulvert 1x2.7 Widening
Culvert

Canal
65 50.970 152+098 - 1x0.9 Pipe 1x0.9 Widening
Culvert


Type of
Structur
Design e (pipe,
Chaina slab,
ge Box,
Arch)
(m)
Canal
68 52.557 150+196 - 1x0.9 Pipe 1x0.9 Widening
Culvert
71 55.552 147+057 pipe 148/1 1x0.6 Pipe 1x1.2 Reconstruction
72 56.843 145+754 pipe 146/2 1x1.2 pipe 1x1.2 Widening
73 57.467 145+130 pipe 146/1 1x1.2 pipe 1x1.2 Widening
78 64.255 137+647 pipe 139/1 2x1.2 Pipe 2x1.2 Widening
79 66.015 135+811 Pipe - - - 2x1.2 New Construction

New Construction (Dhrol
80 0+300 - - - - Pipe 1x1.2
Bypass)
81 0+760 - - - - Pipe 1x1.2
Bypass)
82 0+932 - - - - 1x3.5
Culvert Bypass)
83 3+37 - - - - 1x2.0
Culvert Bypass)
84 5+020 - - - - Pipe 1x1.2
Bypass)
85 5+400 - - - - Pipe 1x1.2
Bypass)
86 5+600 - - - - Pipe 1x1.2
Bypass)
87 10+59 10+221 pipe 11/1 2x0.9 Pipe 2x1.2 Reconstruction
Box
88 10+75 10+372 pipe 11/2 5x0.9 1x5 Reconstruction
Culvert
91 13+750 13+517 pipe 2x0.9 Pipe 2x1.2 Reconstruction


Type of
Structur
Design e (pipe,
Chaina slab,
ge Box,
Arch)
(m)
92 13+830 13+637 pipe 1x0.9 Pipe 1x1.2 Reconstruction
93 14+46 72+169 Pipe 73/1 1x0.9 pipe 1x1.2 Reconstruction

Slab Box
94 17+22 69+459 1x1.8 1x2.0 Reconstruction
Culvert Culvert
95 17+39 69+300 Pipe 70/2 2x0.6 pipe 2x1.2 Reconstruction
Slab Box
96 17+78 68+875 69/3 1x4 1x4.5 Reconstruction
Culvert Culvert
Slab Box
97 19+02 67+662 68/1 1x5.2 1x5.2 Reconstruction
Culvert Culvert
Slab Box
Culvert Culvert
99 22+08 64+575 pipe 1x1.2 pipe 2x1.2 Reconstruction
Slab Box
Culvert Culvert
Pipe Pipe
101 25+240 61+460 1x0.6 1x1.2 Reconstruction
culvert culvert
102 25+535 61+175 pipe 62/1 2x1.2 Pipe 2x1.2 widening
Pipe Pipe
103 26+510 60+207 - 1x0.6 1x1.2 Reconstruction
culvert culvert
Slab Box
104 27+115 59+615 - 1x5.5 Reconstruction
Culvert Culvert
Slab
105 27+545 59+183 - 1x5.3 Box culvert 1x5.5 Reconstruction
Culvert
Pipe
Culvert( Pipe
Abando culvert
ned)
Pipe Pipe
Culvert culvert
Lined
108 29+775 57+100 Canal - 2x1.2 Pipe 2x1.2
2 lane
str
Pipe Pipe
Culvert culvert
Pipe Pipe
Culvert culvert
Slab Box
Culvert Culvert
slab Box
112 31+800 55+062 - 1x4.0 1x4 Reconstruction
Culvert Culvert
Slab Box
113 32+935 53+905 - 2x1.1 1x3 Reconstruction
Culvert Culvert


Type of
Structur
Design e (pipe,
Chaina slab,
ge Box,
Arch)
(m)
Pipe Pipe
Culvert culvert
Slab Box
Culvert Culvert
slab Box
Culvert Culvert
slab Box
Culvert Culvert
Pipe Pipe
Culvert Culvert
Pipe Pipe
Culvert Culvert
Pipe Pipe
Culvert Culvert
Pipe Pipe
Culvert Culvert
Pipe
122 41+590 45+231 chocked - 1x1.2 Reconstruction
culvert
New Construction (Amran
123 42+360 - - - - Pipe 1x1.2
Bypass)
124 42+780 - - - - Pipe 1x1.2
Bypass)
125 44+140 - - - - Box culvert 1x5.0
Bypass)
126 44+520 - - - - Pipe 1x1.2
Bypass)
127 45+775 - - - - Pipe 1x1.2
Bypass)
128 46+425 - - - - Pipe 1x1.2
Bypass)
129 46+750 - - - - Pipe 1x1.2
Bypass)
130 47+075 - - - - Pipe 1x1.2
Bypass)
131 47+400 - - - - Pipe 1x1.2
Bypass)
132 47+725 - - - - Pipe 1x1.2
Bypass)
133 48+22 - - - - Pipe 1x1.2
Bypass)
134 48+79 - - - - Pipe 1x1.2
Bypass)
Pipe Pipe
Culvert culvert
136 56+71 30+060 pipe 31/1 1x0.6 pipe 1x1.2 Reconstruction
137 58+92 27+825 pipe 28/1 2x1.2 pipe 2x1.2 Reconstruction


Type of
Structur
Design e (pipe,
Chaina slab,
ge Box,
Arch)
(m)
Slab Box
Culvert Culvert
Typical Pipe, Slab, and Box Culverts schemes and Set-out data for each proposed culvert are
presented in the Volume IX: Drawings Part I (Road Works): Cross Drainage Works.
Besides, 50 pipe culverts in cross roads have been proposed to improve drainage condition
in land abutting Project road.
7.12. Project Highway Facility along the Project Road
The Project Road is proposed for accommodating proposed project facility (Air Strip)
at designated section to facilitate emergency operations.
Accordingly, the concerned authority has identified a significant section which

satisfies aviation norms and parameters.
PROPOSED PROJECT HIGHWAY FACILITY LOCATION

Road Section Chainage (Km)
Start End
Limbdi – Khambhaliya Road Section of State Highway 25 (SH-25) 171.8 176.5
Several field inspections and technical meetings with officials have further
necessitated furthermore technical requirement for implementation of the facility.
On 27th October 2016, a technical meeting with the concerned officials resulted:
a) RITES, through NHAI, would provide the DTM of 60m corridor width of the
Road Section between Km 171.8 – 176.5 to the officials of the concerned
authority;
b) The Authority would, in turn, provide NHAI the proposed:

i. Longitudinal Design;
ii. Cross-Section Design;
iii. Designed Pavement Composition; &
iv. Longitudinal and Cross-Drainage Design.

c) Accordingly, RITES would incorporate the Civil Works Cost for the
Construction of the Air Strip for the designated Section in the subsequent
Reports.
Subsequently, RITES has already:

• provided the the DTM of 60m corridor width of the Road Section between
Km 171.8 – 176.5 to NHAI vide letter dated 16.12.2016.
• Conducted Joint Site Inspection of site of proposed Project Highway Facility
i.e.Emergency Landing Facility with Senior IAF officials as well as PD, PIU
Rajkoton 03.01.2017.
• Submitted revised proposal of additional Geotechnical Investigation as per
guidelines provided by IAF for approval of NHAI vide letter dated
04.01.2017.
Design Parameters for Project Highway Facility
A design layout for the proposed project highway facility suggested by SWAC, IAF
is presented in Annexure “B”. Also, the following design specifications have been
finalised by SWAC, IAF for the proposed Project Highway Facility:
SI. Design Desired Requirement

No. Specification
1 Pavement Type Rigid Pavement (Concrete)
2 Length of Stretch 3500 metres
3 Width of Stretch  Overall width of Paved carriageway - 33m
 Width of High Strength pavement - 27 m
 Width of paved shoulder 3m on either side. It is recommended that
paved shoulder of airstrip should also be of high strength pavement
so that full 33 m is available for air operations.
4 Gradient Longitudinal gradient
Requirements  Maximum change of gradient 1.5%
 Rate of change of longitudinal gradient 0.167% per 30 m.
Vertical Curves
 Length of vertical curves 180 m for every change of 1% gradient
 Distance between two points of intersection of successive vertical
curves not less than 15000 m multiplied by the sum of percentage of
two successive gradients.
Transverse Gradient
 For pavement is 1 in 100
 For paved shoulders is 1 in 80
 For cleared zone after paved shoulders is 1 in 40.
5 PCN Value Minimum 50 PCN
6 Pavement Crust Concrete
Composition 350 mm minimum PQC (40M). The sub-grade should be 150 mm DLC and
two layers of granular sub-base.
SI. Design Desired Requirement

No. Specification
7 Size of Parking  Parking facility required at both ends of the strip.
facility  Recommended dimensions 45 m x 180 m (minimum 30 m x 120 m for
04 ac parking)
8 R/W Lighting Lighting not required
9 FOD/Bird No butchery or tannery within a radius of 10 kms around centre of strip to
menace avoid bird menace.
10 Obstructions  Free from obstructions like medians, signboards, trees, fencings,
sidewalls, high tension cables, poles and any other construction.
There should be collapsible fencing.
 Approach and take off tunnel should be devoid of obstructions
11 Exit Taxiway Not Applicable
12 Specifications of  First option would be mechanical medians. In case not possible
Medians medians/fencing on rollers (towable) is acceptable.
 Line marking on the road will be done by State authorities and on
parking area will be done by IAF.
13 Drainage  If open drain is within 50m of edge of landing strip, then drain is to
Specifications be covered and cover should be capable of supporting 25 tons.
 In case the ground water table is high or if it is higher during the
monsoon season, proper sub surface drainage is to be planned. Also,
necessary precautions may be taken to prevent stagnation of water on
the stretch. The drainage system should be constructed accordingly.
14 Distance to Go Three frangible distance to go markers with 9/0, M/M and 0/9 at least on
Markers one side of the airstrip.
15 Other Facilities  A set of four rooms of 15' x 12' dimensions with washroom facilities,
two on ground floor and two on first floor with ATC on top floor at
the same location where plinth for ATC is proposed.
 A link road of 6m width and 150m is proposed between ATC plinth
and airstrip. Dimensions of ATC Plinth would be 50 m x 50 m.
7.13. Aboriculture & Horticulture/Landscaping along Project Road.
Loss of vegetation is one of the inevitable consequence of the highway development.

To reinstall the vegetation along proposed highway, planatation along median/
space available within proposed Right of Way shall be done satisfying the Green
Highways (Plantation, Transplantation, and Beautification&Maintenance) Policy
issued by the MoRTH.
7.14. Heavy Rains in the Project Influence Area
Post Devastation – Design Repercussion
The Detailed Engineering Report for the indicated road section between Dwarka –
Maliya was submitted and designed during April 2017. While carrying out the
Detailed Design of project road, RITES have taken account of past rainfall details, its
intensity and precipitation to assess the hydraulics which are directly influenced
with the design of cross drainages such as Culverts, Minor Bridges along with due
consideration to road formation assessment to avoid any inundation/submergence

possibilities.
However, in recent days (July 2017), heavy to extremely heavy rains battered entire
Saurashtra and Kutch region of Gujarat leading to massive flooding in Project
Influence Area and in Rajkot, Jamnagar, Limbdi, Morbi etc. The rainfall recorded
has not only surpassed the highest spell of rains recorded in last 10 years in the
period of 24 hours but also surpassed the monthly average rainfall, which is rarer
natural incident. The recent rain has caused great loss to infrastructure and severe
damage to connectivity including various National and State Highways.
Accordingly, the consultant, as an exceptional case and with due respect to good
engineering practice, has taken serious notes on the devastating flood like situation
which also affects the proposed improvement proposal of Project Road and
immediately deployed a team of experts to assess the condition. Based on findings,
the consultant has modified proposed improvement proposal so that the project road
will be designed in more effective manner to function in such scenario and serve the
nation in all-weather condition.
Thus, the Road section 1: Dwarka – Khambhaliya – Devariya section of SH-25 has
been provided with additional cross drainage structures for smooth functioning and
Road section 2: Dhrol - Amran - Maliya section of SH-25 : It is noticed that majority
of road sections remains inundated and damaged. Most of the cross drainage
structures experienced overtopping. In order to address such issues, the consultant
have carried out “Redesign of Road profile” and “Structure” (Major & Minor
Bridges) and cross drainage Culverts
2. Information Circulation by GSDMA
The CEO, GSDMA, Gujarat issued notice regarding the heavy rainfall warning vide
letter No. GSDMA / SM / Monsoon / 1333397 / 07 / 2017 dated 13.07.2017 to all
Government Departments for necessary action pre continuing measures if any while
assessing the forecast of devastating rain in Western part of Gujarat.
MNB: Ch. 45+200 Waterlevel 10.660

Design HFL 10.215
(pre-devastation)
Design refinement
(post-devastation)
Design HFL 12.750
(pre-devastation)
Source of information Needs Further
Design refinement

(post-devastation)
Design HFL 13.890
(pre-devastation)
Design refinement
(post-devastation)
Design HFL 13.412
(pre-devastation)
Design refinement
(post-devastation)
Design HFL 12.7
(pre-devastation)
Remarks
Needs Further
Design refinement
(post-devastation)
Design HFL 12.87
(pre-devastation)
3. Study on the project roads after heavy Rainfall
RITES, the design consultants for the Road section "Dwarka - Khambhalia - Devaria"
& "Dhrol -Amran - Maliya"has taken account of the sudden/unexpected rain in the
project infuence area. Accordingly a team of experts were deployed on the project
site to ascertain the devastation impact and further line of action.
The RITES team carried out reconnaissance at field, follwed by detailed assesment of
the project road on post devastation. The Road section -2: Dhrol - Bhadra- Pipalia
road after the rainfall has been drastically affected.In most of the sections, pavement
of roads are damaged due to rainfall, In Some Bridges water rose to new High flood
levels while a few bridges have been over topped as well. The team during
inspection recorded new HFL (if any) by local enquiry.
During Site inspection, the road sections/pavement condition and cross drainage
status were recorded for road section 1 & 2.

Impact due to heavy rainfall as recorded (July 2017):
Package- I : Kuranga to Devariya

Critical Impact of Heavy Rainfall
Section/ Bridge
Ch. 171+350 to 171+500 Overflow on road ~ +(2 - 3) cm
Duration ~20 min
Ch. 191+000 to 191+200 Overflow on road ~ +(2 - 3) cm
Duration ~10 min
Package- II : Jamnagar to Pipaliya
Proposed Dhrol Bypass- Overflow on ground ~+1.5 m
(Agriculture Land) Duration ~1 hr
MJB: Ch. 2+690 Waterlevel 20.360(+2 meter to
(Dhrol Bypass) (post-devastation) pre devastation
design HFL
Remarks Needs Further Design
refinement
Ch. 38+450 to 44+400 Overflow on road ~ +(0.1- 0.15)m
Amran Bypass- low land Overflow on ground ~ +1.2m
area
MJB: Ch. 43+240 Waterlevel 11.276
Design HFL 11.03
(pre-devastation)
Design refinement

Design refinement
Duration
MJB: Ch. 63+963 Waterlevel 7.700
(post-devastation)
Design HFL 7.022
(pre-devastation)
Design refinement
Source of information Local enquiry


Ch. 70+700 to 760 Ponding next to road ~ -0.4 m
As can be seen from above table, in Section-I only a few locations are affected, While
Heavy rainfall has serious impact over Section-II raod sections and cross drainage
structures.
Total structures (Major/Minor Bridges) in both packages are 67 in which 11 are

Major Bridges and 56 are Minor Bridges. The comparison of High flood level (pre
and post devastation/heavy rainfall) of all bridges for both sections have been
tabulated .HFL of Bridges have been measured at the time of inventory &
Conditions survey which are tabulated in the column under DPR and the same were
used in the Designs of bridges. Hydrological calculations were revised for final DPR
considering adequate afflux and the revised HFL has been mentioned in the table
under the column “Revised before heavy rainfall”. Accordingly, Final Designs were
completed and ready for submission to the client. But after the heavy rainfall, actual
HFL of each and every structures of the project road have been measuered at site and
the final HFL after the detailed calculation of hydrology is given in the table as final.
4. Rainfall Data (July -2017 - August-2017)
Apart from site inspection, RITES have maitained regular interaction with various
government agencies such as Gujarat State Disater Management Authoriy, Gujarat
(GSDMA), Indian Metrological Department, Gujarat (IMD) and National Disaster
Response Force, Gujarat (NDRF). Efforts were made to collect the post-devastation
impact on the project influence area.
As a responsible design consultant, RITES also collected the rainfall information

from various sources (local enquary, government agencies' websites etc.) on daily
basis to have control on project influence area for a seamless design approach. Rain
fall data of Surendranagar, Rajkot, Morbi,Jamnagar and DevbhumiDwarka region
which influence the project road have been abstracted from the uploaded data on the
site of GSDMA.
Rainfall information:Local news papers
Information regarding heavy rainfall on the project influence area were given in the
local news paper, which wasc ollected at the time of visiting the site.
5. Conclusions
The data shown implies that the maximum rainfall in this mansoon is 340mm near
Tankara in Morbi district which is very near to project road and 104mm in Dhrol.

Rainfall in both of these locations has significant influence over the project Road
Section II.
Comparision of Maximum Rain During last 24 Hrs. (mm) in mansoon
District/ Taluka Maximum (July-2017) Maximum (August-2017)

Halvad 143 90
Malia_Miana 88 61
Morbi 151 68
Tankara 340 92
Wankaner 165 47
Dist. Avg. (Morbi) 160 49
Dhrol 104 13
JamJodhpur 108 87
Jamnagar 124 65
Jodia 56 49
Kalavad 92 47
Lalpur 59 118
Dist. Avg. (Jamnagar) 65 55
Bhanvad 43 89
Dwarka 50 58
Kalyanpur 109 128
Khambhalia 95 170
Dist. Avg. (Devbhumi Dwarka) 51 111
Rainfall distribution in Morbi district in the month of July'2017

Rainfall distribution in Jamnagar district in the month of July'2017
Rainfall distribution in Devbhumi Dwarka district in the month of July'2017
Accordingly,the previously concluded/designed DPR has been revisited accounting

the post devastation/heavy rainfall in the project influence area. It is pertinent to
mention that most of the structures in the Road Section II have undergone redesign
as given in the table below.

Cross Drainage structure :Redesigned/Modification required

S. Chainage (Km.) Name of Proposal HFL (m)
No. stream
Design Existing Cross Span (Nosx m (As per Post
(As per Drainage DPR) Devastation/
DPR)
Category Heavy
Rainfall
1 2.690 Dhrol VeguDariya Major Bridge 5x18.3 19.410 20.360
Bypass (Skewangle
37.42)
2 22.720 63.963 Dadhiali river Major Bridge 5x24 7.022 7.700
3 26.990 59.750 Local stream Minor Bridge 6x5.5 12.870 13.033
7 29.700 57.175 Local stream Minor Bridge 3X13.6 13.890 17.394
8 43.240 44.075/ Demi River Major Bridge 5x18.3 11.03 11.276

43+500 (Skew angle
34.7)
9 45.200 Amran By Local stream Minor Bridge 4x5.0 10.215 10.660
The present submission /report containing redesign /Modification /improvement of

structures while ascertening post devastation impact.
Aslo ,the consultant have carriedout redesign /Improvement to road profile and
wherever overlapping /inundation/submersion are noted( section-1.3 ) necessary
remedial measures has been taken.
Thus, RITES, has completed the redesign/modification of major/minor structures

and road sections in record period of time with the complete undisputed devotion
and comittment of designers.

Annexure-A
New Construction
Existing Chainage Design Chainage Widening and Strengthening Raising / Reconstruction
Length (m) Cross
Geometric
Length(m) Bypass Section Remarks
improvement
Start End Start End LHS Concentric RHS LHS Concentric RHS Type
Devariya-Khambhaliya-Limbdi-Kuranga
203.5 202.58 920 0.00 1.00 1000 1000 - ROB
LHS
202.58 200.1 2480 1.00 3.40 2400 2400 Mirror of B
widening
Symmetrical
200.1 199.8 300 3.40 3.70 300 300 C
widening
RHS
199.8 196 3800 3.70 7.50 3800 3800 B
widening
196 195.7 300 7.50 7.80 300 300 A
RHS
195.7 191.7 4000 7.80 11.80 4000 4000 B
widening
VUP at
191.7 190.4 1300 11.80 13.10 1300 1300 G
Bhatiya Jn
RHS
190.4 187.68 2720 13.10 15.80 2700 2700 B
widening
187.68 187.2 480 15.80 16.20 400 400 A
RHS
187.2 185.95 1250 16.20 17.45 1250 1250 E
widening
185.95 185.4 550 17.45 18.00 550 550 A

LHS
185.4 180.85 4550 18.00 22.50 4500 4500 Mirror of B
widening
VUP at
180.85 179.85 1000 22.50 23.50 1000 1000 G
Limbdi Jn
LHS
179.85 176.64 3210 23.50 26.70 3200 3200 Mirror of B
widening

New Construction
Length (m) Cross
Geometric
improvement
Symmetrical
widening
176.64 171.66 4980 26.70 31.63 4930 4930 H (Airforce
Landing
Strip)
RHS
171.66 171.1 560 31.63 32.20 570 570 E
widening
RHS
171.1 163.45 7650 32.20 39.80 7600 7600 B
widening
RHS
163.45 162 1450 39.80 41.30 1500 1500 E
widening
RHS
162 161.27 730 41.30 42.00 700 700 B
widening
LHS
161.27 160.55 720 42.00 42.70 700 700 Mirror of B
widening
RHS
160.55 158.5 2050 42.70 44.80 2100 2100 B
widening
LHS
158.5 155 3500 44.80 48.20 3400 3400 Mirror of B
widening
RHS
155 153.4 1600 48.20 49.80 1600 1600 B
widening
153.4 152 1400 49.80 51.07 1270 1270 E

LHS
152 149.2 2800 51.07 53.40 2330 2330 Mirror of B
widening
VUP at
149.2 148.12 1080 53.40 54.50 1100 1100 G
SH28
148.12 147.7 420 54.50 54.96 460 460 A
VUP at
147.7 146.97 730 54.96 55.70 740 740 G Khambhaliya
5 legged Jn

New Construction
Length (m) Cross
Geometric
improvement
RHS
146.97 144.7 2270 55.70 57.90 2200 2200 F
widening
VUP at
144.7 143.45 1250 57.90 59.15 1250 1250 G Khambhaliya
Y Jn
143.45 141.4 2050 59.15 61.20 2050 2050 E
RHS
141.4 140.5 900 61.20 62.10 900 900 B
widening
LHS
140.5 140.2 300 62.10 62.40 300 300 Mirror of B
widening
RHS
140.2 139.6 600 62.40 63.00 600 600 B
widening
139.6 139.06 540 63.00 63.50 500 500 A
VUP at
139.06 136.8 2260 63.50 65.00 1500 1500 G Airforce
station
RHS
136.8 136.4 400 65.00 65.40 400 400 B
widening
LHS
136.4 135.3 1100 65.40 66.50 1100 1100 Mirror of B
widening
135.3 134.3 1000 66.50 67.50 1000 1000 E
RHS
134.3 132 2300 67.50 69.80 2300 2300 B
widening
132 131.7 300 69.80 70.10 300 300 A
RHS
131.7 130.7 1000 70.10 71.10 1000 1000 B
widening

New Construction
Length (m) Cross
Geometric
improvement
Symmetrical
widening ;
130.7 130 700 71.10 71.82 720 720 C Poor
Pavement
Condition
Total (km) 73.5 71.82 20.7 5.23 27.82 3.94 0.72 8.4 5.01 0
Dhrol-Amran-Maliya
0 0.9 900 900 G
0.9 1.4 500 500 D
1.4 2.2 800 800 G Proposed
0 5.32 5320 Dhrol
2.2 4.35 2150 2150 D Bypass
4.35 5.3 950 950 G
5.3 5.6 300 300 D
RHS
widening ,
5.32 6.74 1420 5.6 7.1 1500 1500 B Poor
Pavement
Condition
6.74 7.55 810 7.1 7.9 800 800 A
RHS
7.55 8 450 7.9 8.4 500 500 B
widening
8 9 1000 8.4 9.4 1000 1000 A
Symetric
9 9.3 300 9.4 9.7 300 300 C
widening
9.3 9.7 400 9.7 10.1 400 400 A

New Construction
Length (m) Cross
Geometric
improvement
RHS
9.7 12.85 3150 10.1 13.3 3200 3200 B
widening
VUP at
12.85 72.25 1500 13.3 14.4 1100 1100 G Bhadra
Patiya Jn
RHS
72.25 72 250 14.4 14.65 250 250 B
widening
72 71.6 400 14.65 15.05 400 400 E

71.6 71.35 250 15.05 15.3 250 250 A
RHS
71.35 69.9 1450 15.3 16.8 1500 1500 B
widening
69.9 69.6 300 16.8 17.1 300 300 A
RHS
69.6 67.7 1900 17.1 19 1900 1900 B
widening
LHS
67.7 67.3 400 19 19.4 400 400 Mirror of B
widening
67.3 66.8 500 19.4 19.9 500 500 A
RHS
66.8 66 800 19.9 20.7 800 800 B
widening
66 65.6 400 20.7 21.1 400 400 A

LHS
65.6 64.55 1050 21.1 22.1 1000 1000 Mirror of B
widening
64.55 63.2 1350 22.1 23.5 1400 1400 A
RHS
63.2 61.9 1300 23.5 24.8 1300 1300 B
widening
RHS
61.9 61 900 24.8 25.7 900 900 B
widening

New Construction
Length (m) Cross
Geometric
improvement
RHS
61 60.3 700 25.7 26.4 700 700 B
widening
60.3 59.9 400 26.4 26.8 400 400 A
RHS
59.9 59.25 650 26.8 27.5 700 700 B
widening
59.25 58.65 600 27.5 28.1 600 600 A

LHS
58.65 56.5 2150 28.1 30.4 2300 2300 Mirror of B
widening
RHS
56.5 55.7 800 30.4 31.1 700 700 B
widening
LHS
55.7 54.2 1500 31.1 32.7 1600 1600 Mirror of B
widening
54.2 52.95 1250 32.7 33.9 1200 1200 A
52.95 52.6 350 33.9 34.2 300 300 C
LHS
52.6 52.12 480 34.2 34.7 500 500 Mirror of B
widening
52.12 49.2 2920 34.7 37.6 2900 2900 C
49.2 48.8 400 37.6 38 400 400 A
48.8 47.85 950 38 39 1000 1000 C
LHS
47.85 45.32 2530 39 41.5 2500 2500 Mirror of B
widening
45.32 44.8 520 41.5 42 500 500 A
42 45.2 3200 3200 D
Proposed
44.8 38.25 6550 45.2 46.2 1000 1000 G Amran
Bypass
46.2 48.6 2400 2400 D
LHS
38.25 34.2 4050 48.6 52.6 4000 4000 Mirror of B
widening
34.2 33.9 300 52.6 52.9 300 300 A

New Construction
Length (m) Cross
Geometric
improvement
LHS
33.9 33.6 300 52.9 53.2 300 300 Mirror of B
widening
RHS
33.6 24 9600 53.2 62.716 9516 9516 B
widening
Total (km) 62.60 62.72 0.00 3.20 4.20 12.60 1.30 20.77 8.45 12.20

Annexure B

Annexure C
Fig 5.1

Fig 5.2

Fig 5.3

Fig 5.4

•
Cost Estimates
Chapter 8–Cost Estimates

Final Detailed Project Report/Volume I/Chapter 8 – Cost Estimates Highway Division
Chapter 8 – Cost Estimates
8.1 General
Preliminary Cost Estimates of the Project is key to understand the financial

implication of implementation of the Project. It is also vital for:
 Economic Appraisal of the Project - in order to assess the Economic Viability of
the Project,
 Financial Analysis of the Project – in order to assess Financial Viability of the
Project and in turn, the mode of Procurement of the Project.
 Technical Sanctions of the Project– in order to process the necessary technical
sanctions for the Project based on the mode of procurement finalised for the Project.
The methodology and results of preparation of unit rates and Preliminary Cost
Estimates of the Project have been outlined in this Chapter.
.
8.2 Estimation of Quantities
The Project Road Sections are geographically separate and the distance between the
two Road Sections is approximately 77 Km. Therefore, for the purpose of estimation
of Quantities and Project Cost, the Project has been sub-divided into following three
construction packages:
Construction Package Road ID Start End Length Remarks
(Km) (Km) (Km)
Dwarka (Kuranga Jn.) – SH25 203.5 176.5 68.8 Km 203.5 ~ Jn.
Devariya Jn. 171.8 130.0 with NH8E
Package IA: Project SH25 176.5 171.8 4.7 Project Highway
Highway Facility Facility
Dhrol Jn. - Pipaliya Jn. SH25/CSH6 0.0 24.0 62.6 Km 13.6 (SH-25) ~
(SH 25) (CSH6) Km 73.0 (CSH-6)
Various items of works have been grouped for estimation of quantities and costs to
arrive the cost of the project. The items have been divided in the following heads and
TABLE 8-2: ITEMS OF WORKS

Item Description
Road works including A- Widening and strengthening of existing road
culverts, minor bridges, (1) Earthwork up to top of the sub-grade
underpasses, overpasses, (2) Granular work (sub- base, base, shoulders)
Item Description
approaches to ROB / RUB / (3)Rigid pavement (CC pavement)
Major Bridges / Structures (4)Widening and repair of culverts
(but excluding service roads) (5)Widening and repair of minor bridges
B- New 4-lane realignment/bypass
(1)Earthwork upto top of the sub-grade
(2) Granular work (sub- base, base, shoulders)
(3) Rigid pavement (CC pavement)
C- New culverts, minor bridges, underpasses, overpasses
on existing road, realignments, bypasses:
(1) Culverts
(2)Minor bridges
(3)Cattle/Pedestrian underpasses
(4) Pedestrian overpasses
(5) Grade separated structures
(a) Underpasses
(b) Overpass
Major Bridge works and A-Widening and repairs of Major Bridges
ROB/RUB (1) Foundation
(2) Sub-structure
(3) Super-structure (including crash barriers etc. complete)
B- Widening and repair of
(a) ROB
(b) RUB
C-New Major Bridges
(1) Foundation
(2) Sub-structure
(3) Super-structure (including crash barriers etc. complete)
D-New rail-road bridges
(a)ROB
(b)RUB
Structures (1) Foundation
(elevated sections, reinforced (2) Sub-structure
earth) (3) Super-structure (including crash barriers etc. complete)
(4) Reinforced Earth
Other works (i) Service roads
(ii) Toll Plaza
(iii) Road side drains
(iv) Road signs, markings, km stones, safety devices…
(v) Project facilities
(vi) Repairs to bridges/structures
a) Providing wearing coat
b) Replacement of bearings, joints
c) Providing crash barriers
d) Other items
(vii) Road side plantation
(viii) Repair of protection works
(ix) Safety and traffic management during construction*

The estimation of quantities has been made for various items of works identified in
above table and appropriate to the project. The exercise of quantity estimation has
been based on the Detailed Field Reconnaissance carried out for the project and in
accordance with drawings.
8.3 Specification
The Specifications for various items of work are beyond the scope of the present
study and the same shall be finalised at the detailed engineering stage. However, for
arriving at unit rates for major items of works it has been assumed that the
specifications shall generally conform to the stipulations made in MoRT&H
“Specifications for Road and Bridge Works” (5th Edition- April 2013).
8.4 Unit Rate
The Hire Charges of Plant and as approved by the MoRT&H, cost of materials and
labour has been taken up from the Schedule of Rates (2015-16), PWD (R&B) of
Jamnagar and Rajkot Circles. The items for which rates are not available have been
taken from Prevailing market rates have been adopted for items not covered
wherever considered appropriate.The rates so derived are compared with the rates
for corresponding items for other recent/ongoing projects. Special considerations
have been given to the climatic and geographic/atmospheric condition of the project
influence area for deciding the rates.
8.5 Project Costing
The cost estimate has been computed and presented in this chapter and summarized
in the following Table for Civil work:
TABLE 8-3: SUMMARY OF COST ESTIMATES

Total Amount (Crores)
S.
Description of Item Package
No.
I IA II
Package Length (Km) 68.8 4.7 62.6
1 Civil Construction Cost 828.85 83.66 726.58
2 Escalation 0.00 0.00 0.00
(A) Total Civil Construction works & Escalation Cost 828.85 83.66 726.58

3 Contingencies @ 2.8% of 1 above 23.21 2.34 20.34
4 Supervision Consultancy Charges @ 2% of 1 above 16.58 1.67 14.53

5 Administrative Charges @ 1% of 1 above 8.29 0.84 7.27

6 Quality Control Charges @ 1% of 1 above 8.29 0.84 7.27
7 Road Safety Audit Charges @ 0.5% of 1 above 4.14 0.42 3.63
Post Construction Maintenance cost for 4 (four) years (0.25% for 1st year,
8 20.72 2.09 18.16
0.50% for 2nd year, 0.75% for 3rd year and 1% for 4th year)
9 Pre-construction activities i.e. EIA, LA, shifting of Utilities, Filling of wells etc 75.96 7.00 97.73
(B) Total Other Cost of Project 157.19 15.20 168.93
(C) Total Capital Cost of Project Cost (A + B) 986.038 98.86* 895.514

Cost per km 14.33 21.03 14.31
The consultant has worked out analysis of tentative block cost estimate for the proposed
project highway facility between km 171.8 to km 176.5 of SH25 satisfying the tentative
technical specification provided by HQ, SWAC works out to 109.48 Crores ( civil cost 94.65
crore and other cost 14.83 crore).
However, NHAI has already initiated invitation of bids for the proposed project highway
facility in the national interest on 20.03.2017 and the estimated cost of project highway
facility derived based on various approaches has led to rupees 95.87 crores (civil cost 82.20
crores and other cost 13.67 crores), which is marginally low (14%) and for all practical
purposes the same has been adopted to simplfy the project approaches for further necessary
finalization in the absence of definite design standards.
The Cost of Civil Works have been worked to INR 1873.83 Crore.The work has to be
completed in three years with construction phasing of 30%, 30% and 40% respectively. The
Project Cost derived at Feasibility stage is tentative and is subject to ± 20% variation at
detailed design stage.

Annexure I
S no. Description Cost (In crore)
1 Civil Construction Cost 83.66
2 Escalation 0.00
(A) Total Civil Construction works & Escalation Cost 83.66

3 Contingencies @ 2.8% of 1 above 2.34
4 Supervision Consultancy Charges @ 2% of 1 above 1.67
5 Administrative Charges @ 1% of 1 above 0.84
6 Quality Control Charges @ 1% of 1 above 0.84
7 Road Safety Audit Charges @ 0.5% of 1 above 0.42
8 Post Construction Maintenance cost for 4 (four) years (0.25%
for 1st year, 0.50% for 2nd year, 0.75% for 3rd year and 1% for 2.09
4th year)
9 Pre-construction activities i.e. EIA, LA, shifting of Utilities, Filling

of wells etc 7.00
(B) Total Other Cost of Project 15.20
(C) Total Capital Cost of Project Cost (A + B) 98.86*

Cost per km 21.03

•
Environmental Impact Assessment Report
Chapter 9–Environmental Impact Assessment Report

Final Detailed Project Report/Volume I/Chapter 9 – Environmental Impact Assessment Report Highway Division
Chapter 9 – Environmental Impact Assessment

Report
9.1. Introduction and Background
Bharatmala Project is biggest ever road and highways development program taken
by India. It is bigger than National Highway Development Programme
(NHDP). Bharatmala is an umbrella scheme under which many other schemes,
projects and programs are integrated. The project is under the Ministry of Road
Transport and Highways (MoRTH).
Transport infrastructure is the backbone of economy. And it is a vital linkage

between consumer and producer. It is estimated that the impact of Bharatmala
project after achieving its targets will be phenomenal on Indian Economy.
Bharatmala Project is going to build approximately 25000 Kilometre of roads (and

also bridges) with an estimated cost of Rs. 2, 67,200 Crore. The target of project
completion is in 2022.
India has the largest network of roads in the world, which is 52.32 lakh Kilometres.
The current rate of construction of new road is 18 km per day. Government is
working on increasing it to 30 km per day.
Roads in India are divided into four categories namely – National Highways, State
Highways, District Roads and Village Road. Out of this 52 lakh km of entire road
network, the National Highways is only 2 percent (i.e. 1, 00, 475 km). However,
National Highways are carrying 40 % of road traffic.
Bharatmala project is aimed at improving the percentage of better quality roads in

this huge road network of India.
There are four components of Bharatmala scheme:
I. Development of State roads along coastal area, border area, special focus on
connectivity of non – major ports.
About 7000 km of roads is to be constructed under this component of

Bharatmala project. The estimated cost of Bharatmala project is Rs. 80,250
crore.
II. Backward Areas, Religious and Tourist Places Connectivity Programme –

As the name suggests its objective is to connect backward areas, religious and
tourist places. This component is also aimed at building 7000 kms or new
roads with an estimated cost of Rs 85,250.
III. Setubharatam Pariyojana –
It is one of the major components of Bharatmala project. Setubharatam is

aimed at elimination of the Railways crossing in India by constructing 1500
major bridges and 200 Railway over Bridges (RoBs) or Railway under Bridges
(RuBs).
Railway crossings are slowing down the road transport and rail
transport both. It has also ill impact over environment because of road traffic
congestion bear crossing. In India average speed of passenger trains are
running at average speed of 60 kms per hour (very slow). The Setubharatam
Pariyojana will ensure the high speed road vehicular movement and train
movement.
Deadline for the completion of Setubharatm Pariyojana is in 2019, which is

three year before the completion of entire Bharatmala project (in 2022).
IV. District Headquarters Connectivity Scheme –
In the fourth component of Bharatmala project, 9000 kms of road will be

constructed and declared as National Highway. The object is to provide
better connectivity between district headquarters. The cost of this
construction is estimated to be Rs. 60,000 crore. By declaring these district
roads as National Highway government is trying to ensure its proper
maintenance.
RITES Limited has been entrusted with the assignment of Project

ManagementConsultancy including preparation of Feasibility
Study/Detailed Project Report of selected road stretches of “Dwarka-
Khambhalia- Devalia” and “Dhrol- Amram- Maliya” road sections, for
Two/Four Laning with paved shoulder NH configuration under Bharat Mala
Project.
RITES has engaged the services of M/s Overseas Min-Tech Consultants for
carrying out the Environmental Impact Assessment, Social Impact
Assessment and preparation of Land Plan Schedule for preparation of
Feasibility Study/ Detailed Project Report of project roads stretches/corridors

for Two/Four Laning with paved shoulder NH configuration under

Bharatmala Project in the State of Gujarat.
Based on the above mentioned improvement proposal, the present chapter is

an attempt to understand impact on immediate environment because of
construction of four lane highways from existing two lane configuration and
its mitigation measures to overcome these impacts. This chapter also
discusses objective of environmental assessment, EA process adopted in the
study, existing characteristics of the proposed road and potential
environmental impact because of proposed improvement. Section of this
chapter also analyses mitigation measures required for the impact caused
because of proposed improvement.
9.2. Project Description
At present both the road corridors are State Highway. The planned improvement
includes two / four laning with paved shoulder. The improvements have been
planned by carrying out economic viability of each project corridor. The project will
provide faster traffic movement and project benefits in terms of reduction in vehicle
operation costs (VOC) and travel time. The planned up-gradation may result into
some adverse environmental impacts.
The two Road Sections i.e. Dwarka – Khambhalia – Devariya and Dhrol – Amran –
Maliya are located in Dev Bhoomi Dwarka, Jamnagar and Morbi, Jamnagar districts
of Gujarat state respectively.
A total of 22 villages have land adjacent to the Dwarka – Khambhalia – Devariya
Road Section. Out of these 22 villages, 1 village is located in Lalpur Tehsil of
Jamnagar district, 1 village is located in Okhamandal Tehsil of Devbhoomi Dwarka
district, 4 villages are located in Kalyanpur Tehsil of Devbhoomi Dwarka and the rest
16 villages are located in Khambhaliya Tehsil of Devbhoomi Dwarka district.
A total of 27 villages have land adjacent to the Dhrol – Amran – Maliya Road Section.
Out of these 27 villages, 4 villages are located in Dhrol Tehsil of Jamnagar district, 10
villages are located in Jodiya Tehsil of Jamnagar district, 5 villages are located in
Morvi Tehsil of Morbi district and rest 8 villages are located in Maliya Tehsil of
Morbi district.
9.3. Statuatory Clearance Required
The EIA process adopted will follow regulations of Government of India and Gujarat
Government. As per current policy since the project is more than 30 km in length the

MOEF notification will apply and need EIA clearance. Table 1 presents need of
environmental clearance under the project.
TABLE 9-1 : REQUIRED STATUTORY CLEARANCES
Sr. No. Act/ Rules Purpose Applicable Authority
Yes/No
1 Environment protection To protect and Yes MoEF, SPCB
Act- 1986 improve overall
environment
2 Environmental Impact To provide Yes MoEF (EIAA)
Assessment Notification environmental
14th September- 2006 clearance to new
development
activities
following
environmental
impact assessment
3 Coastal Regulation Protection of No -
Zone(CRZ) Notification fragile coastal belt
1991 (2002)
4 The Land Acquisition Act Set out rule for Yes Revenue
NH 1956 acquisition of land Department
by government
5 MoEF Circular on Defining No MoEF
Marginal Land Acquisition “marginal land”
and Bypass 1999 acquisition
relating to the
1997 Notification
6 The Forest (Conservation) To check Yes Forest
Act 1927 deforestation by Department,
The Forest (Conservation) restricting Government of
Act 1980 forest conversion of Gujarat
(conservation) Rule 1981 forested areas
into non- forested
areas
7 Wild Life Protection Act To protect wildlife No CCF, Forest
1972 through certain of Department,
National Parks Government of
and Sanctuaries Gujarat
8 Air (Prevention and To control air Yes Government of
Control of Pollution Act, pollution by & Gujarat, SPCB
1981 Transport
controlling
emission of air
Department.
Pollutants as per
the prescribed
standards
9 Water (Prevention and To control water Yes Government of
Control of Pollution) Act pollution by Gujarat, SPCB
1990 controlling
discharge of
pollutants as per
the prescribed

Sr. No. Act/ Rules Purpose Applicable Authority

Yes/No
standards
10 Noise Pollution The standards for Yes Government of
(Regulation and Control noise for day and Gujarat, SPCB
Act) 1990 night have been
promulgated by
the MoEF for
various land uses
11 Ancient Monuments and Conservation of Yes ASI,GOI
Archaeological sites and cultural and
Remains Act 1958 historical remains
found in India
12 Public Liability and Protection from Yes -
Insurance Act 1991 hazardous
materials and
accidents
13 Central Motor Vehicle Act To check vehicular Yes Motor Vehicle
1988 and Central Motor air and noise Department
Vehicle Rules 1989 pollution
14 National Forest Policy 1952 To maintain Yes Forest
National Forest Policy ecological stability Department, GOI
(Revised) 1988 through and Government
preservation and of Gujarat
restoration of
biological
diversity
Projected Traffic
The daily traffic volume count has been carried out at 5 traffic homogenous sections
on the project road (Table: 9.2) considering the traffic intensity and merging and
diverging traffic on the project road corridor. Adopted equivalent passenger car
units for the study have been presented in Table: 9.3 A summary of traffic data in
terms of Annual Average Daily Traffic (ADT) and Passenger Car Unit (PCU) has
been presented in Table: 9.4 to have better appreciation.
TABLE 9-2 : TRAFFIC HOMOGENOUS SECTIONS ON PROJECT ROAD

I Kuranga - Limbdi 203/500 180/200 23.3

TABLE 9-3 : SUMMARY OF ADT ON HOMOGENOUS SECTIONS

197/400 178/000 143/000 9/500 56/440
1. 2 Wheelers 604 1722 7484 2100 527
2. 3 Wheelers 176 225 698 323 103
3. Car 871 1788 4907 832 454
4. BUS 167 263 503 90 60
5. LCV 86 407 140 121 153
6. TRUCK 413 791 1324 153 1512
7. Other Fast* 13 46 216 48 24
8. ALL FAST 2329 5242 15273 3666 2833
9. ALL SLOW 2 50 294 98 8
ADT (in Nos.) 2331 5292 15568 3764 2841
ADT (in PCUs) 3588 7400 17236 3370 7476
TABLE 9-4 : ANNUAL AVERAGE DAILY TRAFFIC (AADT)

Mini Full 2A 3A >3A Nos PCU
I 629 1091 48 126 90 31 127 272 2,414 3,689
II 1794 2097 75 199 424 98 264 461 5,412 7,500
III 7796 5839 180 344 146 227 395 757 15,684 16,531
IV 2188 1203 16 77 126 82 34 42 3768 3,278
V 549 580 14 49 159 107 323 1145 2,926 7,704
9.4. Environmental Impact Assessment of the project
The environmental Impact Assessment has been carried out based on status of
environment, impact of proposed four laning. Based on these findings
Environmental Management Plans (EMPs) have been prepared for the
implementation in the project. Following section discusses status of environment, its
impact and EMP required for the project.
9.5. Baseline Environment Status
Climatic Conditions:

The climate of Project area involves diverse conditions. The winters are mild,
pleasant, and dry with average daytime temperatures around 29 °C (84 °F) and
nights around 12 °C (54 °F) with 100 percent sunny days and clear nights. The
summers are extremely hot and dry with daytime temperatures around 49 °C
(120 °F) and at night no lower than 30 °C (86 °F). In the weeks leading up to the
arrival of the monsoon rains the temperatures are similar to above but with high
humidity which makes the air feel hotter. Relief when the monsoon season starts
around in mid June. The day temperatures are lowered to around 35 °C (95 °F) but
humidity is very high and nights are around 27 °C (81 °F). Most of the rainfall occurs
in this season, and the rain can cause severe floods. The sun is often occluded during
the monsoon season. Though mostly dry, it is desertic in the north-west, and wet in
the southern districts due to a heavy monsoon season.
Temperature:
The period from March to May is one of continuous increase in temperatures. May is
generally the hottest month with a mean daily maximum temperature of about
31.6°C and mean daily minimum of about 27.3°C. The weather is intensely hot in
summer and on some days the day temperature may reach up to 42°C. The highest
temperature recorded at Dwarka is 42.7°C. From November, both day and night
temperatures begin to decrease rapidly. January is generally the coldest month with
the mean daily maximum temperature at about 26.1°C and mean daily minimum at
about 16.3°C. The lowest temperature recorded at Dwarka is 6.1°C.
Humidity:
Most humid conditions are found in the monsoons, followed by post-monsoons,

summer and winter in that order. Mornings are more humid than evenings and
humidity ranges from a high of 84-87% in monsoon mornings to a low of 49 - 63% in
winter evenings.
Cloudiness:
The area remains cloudy between June - September, which is the active period of the
monsoon season. During this time all clouds cover is between 3.7 to 6.1 Oktas during
day time and 4.1 to 3.4 Oktas during night time.
Wind:
Long- term wind direction data is presented in 9.5.

TABLE 9-5 : PREDOMINANT WIND DIRECTION

Predominant First Predominant Second Predominant Third Predominant
Wind Direction Wind Direction wind Direction wind Direction
Month Morning Evening Morning Evening Morning Evening

January NE NW N N Calm NE
February N NW NE W NW N
March N W W/NW NW NE SW/N
April W W NW NW SW SW
May W W SW SW NW NW
June SW SW W W NW S
July SW SW W W S S
August W W SW SW S NW
September W W SW SW NW NW
October N W NW NW W N
November NE N N NW Calm NE
December NE N N NE E NW
Source: IMD
Rainfall:
Rainfall in region is observed to be 273.2 mm in a year; bulk of rainfall is received in

monsoon months from June to September.
Soils:
Soils of the Jamnagar district may be broadly classified as Coastal alluvial, medium
black, shallow black and hilly. The medium black and shallow black soils are the
main soil type of the district, while the coastal and hilly soils are the sub-soils. The
black soil is rich in mineral and organic matter and is more fertile. The medium black
soils are found in Dhrol, Jamnagar, Khambaliya, and Kalyanpur talukas. These soils
are generally 25 to 50 cm deep. Shallow black soils are found in Kalawad, Jam
Jodhpur, Bhanwad, Okhamandal and Lalpur talukas. It is about 25cm deep. The
coastal alluvial soils are found in Kalyanpur, Khambaliya, Jamnagar and Jodiya
talukas. These soils are mostly saline and alkaline in nature. Hilly soils are found in
southern parts of the district, particularly I Bhanwad, Lalpur, Jam Jodhpur and
Kalawad talukas.

In the northern most part of the Morvi district comprising Malia taluka, the soils are
sandy, loamy sand, clayey and silty type. They are moderately deep (25 to 75 cm).
The colour of the soils is dark yellowish brown to very dark greyish brown. These
soils are mostly saline. In the central part of the district comprising Wankaner,
Morvi, Paddhari, Lodhika, Jasdan, Rajkot, Jam Kandorna and Kotada Sanghani
talukas, the soils are of clayey loam to clay type. They are moderately deep to deep
and vary in colour from very dark brown to very dark greyish brown and reddish
brown. The soils in the southern part of the district comprising Jetpur, Dhoraji, and
Upleta and Gondal talukas are similar to the soils of the central part. They are clayey
loam to clayey type, very dark grey to dark greyish and dark brown in colour and
moderately deep (25 to 75 cm).
Geology:
Jamnagar, Jodiya, Khambaliya and Kalyanpur talukas are characterised by plain
topography, whereas Jam Jodphur, Lalpur and Bhanwad talukas are characterised by
hilly terrains. Cliffs are found in the Dwarka taluka with height upto 30 m. Barda,
Alech, Gop etc are famous hill ranges in the district. Mount Venu is the highest
summit of Barda hills that attains a height of 617.1 metres. Okha Rann is a low-lying
marshy area. Low coastal dunes and sand banks run along the north and west coasts.
Jamnagar, Jodiya and Kalyanpur are plain areas.
In Morbi district the topography is mainly rugged and undulating because of the
underlying sandstone formations. The topography in these parts in intersected by
ridges form by sandstone and intrusive dykes. Further south, the main underlying
rock type is Deccan Trap basalt giving rise to rugged and rolling topography
intersected by ridges formed by the dykes. Some of these ridges are as high as 300m
AMSL. The elevations range from almost sea level to more than 300 m AMSL.
Land Use Pattern:
The land use pattern in the project area is generally agricultural followed by built-up
stretches. Generally these lands are devoted for seasonal crops.
Water Resources:
Water resources along the road have been recorded & are presented in the Table.
There are 3 water tank affected by the project.
TABLE 9-6 : LOCATIONS OF WATER BODIES
S. No. Water Tank
1 9+433
2 49+165

S. No. Water Tank
3 44+946
Total 3
Other Community Properties:
There are 1 educational institute, 8 temples, 15 passenger sheds, 3 pump houses, 1

chember, 3 toilet complexes located along the project road Dhrol Maliya stretch
(Table 9.7).
In case of Khambaliya-Dwarka stretch there are 22 passenger sheds, 1pump house, 2

petrol pumps, 1 Godawn, 38 different boundary walls, 2 buildings, 2 huts, 1PWD
office, 2 residential areas, 2commercial areas and 1 railway crossing located along
the project road (Table:9.8 ).

TABLE 9-7 : STRUCTURES ALONG THE PROJECT ROAD DHROL- MALIYA STRETCH
S No. Design Existing Side OFFSET OFFSET Type of Area (sqm) Length Remarks
Chainage Chainage (from P CL) (from Ex CL) Structure Left Right m
1 0 - 5.6 0 - 5.315 Dhrol By pass
2 8.275 7.922 Left 18.025 15.091 Pacca 47.703
3 8.337 7.983 Left 14.255 11.212 Semi pacca 23.556
4 8.419 8.036 Right 12.196 24.408 Pacca 11.181
5 9.3 8.953 Left 18.109 30.181 Semi pacca 11.561
6 9.348 8.999 Left 13.818 19.278 Pacca 21.069
7 9.663 9.3 Left 17.124 15.802 Pacca 199.707
8 9.827 9.408 Left 14.362 24.156 Pacca 46.228
9 9.854 9.433 Left 13.723 23.893 Pacca 20.293 Temple
10 9.854 9.433 Left 17.681 28.41 Pacca 2.461 Water tank
11 9.869 9.504 Left 17.109 28.382 Pacca 31.277 Temple
12 9.873 9.508 Left 0.601 12.078 Hut 5.526
13 9.873 9.508 Left 10.236 21.697 Pacca 20.714 Passenger
shed
14 9.877 9.513 Left 17.22 28.842 Pacca 13.643
15 10.716 10.355 Right 12.145 16.687 Semi pacca 2.877 Pump house
shed
17 11.4 11.031 Right 20.99 26.605 Pacca 21.449 Chamber
18 11.423 11.056 Left 23.075 18.021 Semi pacca 14.201
19 13.775 13.377 Left 21.181 16.375 Semi pacca 164.15 Petrol pump
shed
20 13.845 13.447 Right 11.64 16.108 Semi pacca 16.057 Toilet complex
21 13.926 13.528 Left 14.73 10.665 Kaccha 31.538 Shed
22 13.94 13.543 Left 12.026 8.163 Hut 37.241
23 13.948 13.552 Left 14.111 10.323 Hut 2.809
24 13.948 13.552 Left 15.033 10.891 Semi pacca 17.474
25 13.948 13.552 Left 12.807 8.636 Kaccha 23.011 Shed

26 14.046 72.861 Right 23.147 14.354 Hut 9.188
27 14.054 72.853 Right 20.172 12.024 Hut 8.793
28 14.989 71.928 Right 20.683 16.717 B/W 34.096
29 15.24 71.676 Left 14.109 19.111 B/W 96.526
30 16.915 70.032 Left 21.759 26.456 Pacca 1.071
31 17.282 69.691 Right 0 18.164 pacca 51.429
32 19.824 37.143 Right 18.594 14.355 Semi pacca 7.9277
33 19.829 67.138 Right 16.15 13.217 Semi pacca 9.527
34 21.951 64.984 Left 19.55 14.422 B/W 8.974
35 23.456 63.513 Right 14.007 30.436 Pacca 36.188
36 23.968 63.005 Right 22.7123 18.723 Pacca 16.7
37 24.149 62.824 Left 11.596 15.529 Pacca 16.449 pump house
38 27.65 59.36 Right 18.116 13.217 Pacca 33.34
39 29.048 58.1 Right 12.67 18.516 hut 17.323
40 29.114 58.044 Right 20.306 25.741 Semi pacca 2.423
41 30.43 56.723 Left 23.022 18.078 B/W 23.988
42 30.47 56.683 Left 18.214 13.694 B/W 19.611
43 30.568 56.585 Left 13.573 10.367 Semi pacca 74.244
44 30.582 56.57 Left 11.987 9 B/W 16.819
45 30.596 56.558 Left 17.507 14.113 Pacca 37.217
46 30.614 56.54 Left 12.809 10.551 Semi pacca 94.127
47 30.63 56.524 Left 18.62 16.694 Pacca 56.932
48 30.63 56.524 Left 18.62 16.694 Kaccha 28.708 shed
49 30.643 56.51 Right 21.343 22.842 Pacca 138.047
50 30.663 56.49 Right 22.54 23.883 Semi pacca 34.774
51 30.653 56.5 Left 22.385 20.92 Pacca 72.743
52 30.683 56.47 Left 13.208 12.966 Semi pacca 237.829
53 30.703 56.45 Left 17.12 16.172 Semi pacca 78.701
54 30.703 56.45 Left 20.68 20.394 Pacca 4.527

55 30.703 56.45 Right 17.474 19.197 Semi pacca 32.34
56 30.724 56.43 Left 12.908 12.966 Semi pacca 41.933
57 30.724 56.43 Right 12.1749 12.1745 Semi pacca 107.342
58 30.733 56.42 Right 15.025 14.693 Pacca 19.914 Passenger
shed
59 30.743 56.41 Left 21.512 22.208 Semi pacca 24.14
60 30.764 56.39 Left 13.692 15.19 Semi pacca 28.565
61 30.764 56.39 Right 10.071 8.574 B/W 143.998
62 30.773 56.38 Left 12.341 14.325 Semi pacca 26.122
63 30.773 56.38 Right 16.006 14.047 Semi pacca 14.843
64 30.773 56.38 Right 21.904 19.946 Semi pacca 1.656
65 30.794 56.36 Left 11.531 14.504 Semi pacca 51.327
66 30.794 56.36 Left 11.531 14.504 B/W 20.712
67 30.874 56.28 Right 18.336 13 B/W 35.831
68 32.176 54.963 Right 12.861 17.688 Pacca 4.638 Temple
69 34.268 52.85 Right 6.296 11.929 Pacca 4 Temple
70 34.517 52.6 Right 26.204 31.993 Pacca 4 Temple
71 37.519 49.589 Left 20.711 25.187 B/W 7.999
72 37.927 49.174 Left 11.079 12.155 B/W 90.104
73 37.94 49.165 Left 16.72 17.437 Pacca 9.294 Water tank
74 37.939 49.155 Left 15.826 15.829 Pacca 23.682 pump house
75 37.981 49.123 Right 21.701 21.701 B/W 35.5
76 38.005 49.1 Left 20.121 18.179 Semi pacca 24.812
77 38.025 49.077 Left 21.192 20.874 Pacca 6.2
78 38.035 49.07 Left 16.79 16.512 Semi pacca 71.208
79 38.117 48.989 Right 20.144 19.42 Pacca 7.179
80 38.139 48.967 Right 21.204 20.06 Pacca 8.566 toilet
81 38.139 48.967 Left 5.626 7.053 B/W 29.559
82 38.139 48.967 Left 20.999 22.101 Pacca 3.548

83 38.193 48.914 Left 13.779 15.719 hut 56.957
84 38.193 48.914 Left 21.382 23.109 B/W 5.157
85 38.193 48.914 Left 21.382 23.109 Pacca 12.933
shed
87 38.192 48.914 Right 10.102 8.36 Pacca 13.28
88 38.186 48.92 Right 15.711 14.055 hut 8.545
89 38.207 48.9 Right 16.523 14.935 Pacca 182.36 school
90 38.207 48.9 Right 16.421 12.831 B/W 39.67
91 38.216 48.891 Left 13.196 14.716 hut 6.864
92 38.2036 48.87 Left 12.161` 12.537 hut 66.483
93 38.236 48.87 Left 20.954 21.244 Semi pacca 12.911
94 38.244 48.862 Right 14.523 14.238 Semi pacca 13.118
95 38.244 48.862 Right 22.001 22.009 Semi pacca 0.973
96 38.251 48.856 Right 15.775 15.93 Pacca 3.635 toilet
97 38.269 48.838 Right 11.063 12.678 B/W 38.601
98 38.269 48.838 Right 19.487 19.923 Pacca 26.488
99 38.278 48.829 Right 19.628 21.606 Semi pacca 13.196
100 38.3 48.807 Right 12.281 15.138 B/W 29.58
101 38.3 48.807 Right 16.015 18.483 Pacca 109.786
102 38.307 48.8 Right 12.369 145.422 Pacca 175.823
103 38.359 48.745 Right 21.473 25.412 Pacca 6.231
104 38.435 48.672 Right 6.9312 13.185 B/W 83.294
105 38.752 48.356 Right 18.501 16.504 Semi pacca 8.395
106 38.878 48.231 Right 15.019 14.735 B/W 173.26
shed
108 39.032 48.076 Right 14.271 15.612 B/W 146.412
109 41.763 43.341 Right 2 6.792 B/W 197.386

110 41.763 43.341 Right 6.963 12.242 Pacca 193.81
111 42.303 44.985 Left 20.57 5.66 Pacca 15.413
112 42.331 44.958 Left 21.458 3.721 Pacca 42.567 temple
113 42.343 44.946 Left 29.987 10.736 Pacca 16.611 water tank
114 42.2-48.750 44.110-38.350 amran By pass
shed
116 52.643 34.4 Right 13.755 18.163 B/W 9.994
shed
118 52.752 34.33 Right 13.803 18.365 Semi pacca 92.125
119 52.7 34.38 Right 15.774 19.89 Pacca 560.813
120 52.882 34.2 Right 6.507 12.1585 Pacca 21.022 passenger
shed
121 52.872 34.21 Left 14.921 9.681 Pacca 9.133 passenger
shed
122 54.908 32.153 Left 15.281 20.021 Semi pacca 13.649
123 54.917 32.144 Left 20.456 25.244 Semi pacca 16.368
125 54.941 32.12 Right 22.531 17.463 Pacca 0.481
126 54.962 32.1 Right 16.763 11.884 B/W 16.732
127 55.38 31.68 Right 18.532 12.452 Pacca 16.834 passenger
shed
128 59.566 27.474 Left 3.947 10.179 Pacca 15.2 passenger
shed
130 60.8 26.207 Left 12.085 15.825 Semi pacca 19.268
131 62.344 24.659 Left 13.116 18.959 B/W 23.658
132 62.344 24.659 Left 16.823 22.705 Semi pacca 45.231
133 63 24 Right 14.45 9.34 Pacca 32.436 passenger

shed
TABLE 9-8 : STRUCTURES ALONG THE PROJECT ROAD KHAMBALIYA- DWARKA STRETCH
Chainage Chainage (from P (from Ex Structure Left Right m
CL) CL)
1 71.8 130.1 Right 13.263 13.263 Pacca 11.7489 Passenge Shed
2 71.776 130.12 Right 16.981 16.981 Pacca 29.469 Passenge Shed
3 71.768 130.134 Left 14.85 14.85 Pacca 11.377 Passenge Shed
4 71.659 130.555 Left 9.162 10.23 B/W 8.9843 Boundary wall
6 70.6 131.305 Left 15.36 21.3 Pacca 67.67 Gowdan
8 69.577 132.33 Left 11.4 18.4 Pacca 85.34
9 68.7 133.21 Right 13.143 6.79 Pacca 10.02 Passenger Shed
11 68.691 133.219 Left 19.975 25.891 Pacca 100.23
12 68.666 133.243 Left 0.33 7.062 Pacca 16.478 Passenger Shed
13 68.129 133.779 Left 11.766 18.522 Semi Pacca 4.381 Pump House
15 67.281 134.604 Left 21.513 29.417 Semi Pacca 11.187
16 67.066 134.818 Left 20.186 21.389 Pacca 40.922
18 67.026 134.863 Right 16.24 20 Pacca 68.245 Circle in front
of Dham

CL) CL)
20 64.16 137.822 Left 10.762 16.765 Pacca 80.043
21 64.112 137.871 Left 22.791 17.6091 Pacca 215.692
22 60.502 142.122 Left 0 7.374 Pacca 21.343 Passenger Shed
28 57.446 145.21 Left 14.119 22.029 Pacca 105.968
29 57.154 145.502 Left 7.602 15.717 Pacca 109.735
30 57.154 145.502 Left 5.769 13.605 B/W 86 Boundary wall
31 56.955 145.701 Right 22.232 13.028 Pacca 11.944
33 56.398 146.263 Left 16.059 23.819 91.003 Petrol pump
34 56.371 146.29 Left 20.052 27.865 Pacca 24.935 Part of petrol
pump
35 56.326 146.335 Left 16.71 24.522 Pacca 104.56 PWD office
36 56.068 146.593 Left 17.958 25.149 Semi Pacca 456.729 Reidential Area
37 55.757 146.9 Left 19.017 25.653 B/W 186.155 Factory
Boundary wall
39 55.471 147.201 Right 16.224 16.224 Pacca 33.415 Commercial
Area
of Hospital
41 53.861 148.839 Right 9.088 15.827 B/W 254.366 Boundary wall

CL) CL)
of school
of temple
48 50.35 152.786 Right 6.8632 14.677 Pacca 20.389 Passengar Shed
49 49.638 153.632 Right 10.149 18.112 Pacca 60.576
50 48.73 154.527 Right 7.591 14.721 Pacca 164.844
51 48.636 154.62 Right 17.541 25.274 Semi Pacca 18.7 Temple
52 47.933 155.343 Right 14.167 19.956 Pacca 44.109
53 47.919 155.358 Right 11.856 18.234 Pacca 28.573
54 47.909 155.366 Right 15.676 21.707 Pacca 41.364
55 46.768 156.519 Left 21.57 14.555 Pacca 4.071
56 46.382 156.903 Right 10 17.239 B/W 53.276 Boundary wall
57 46.213 157.074 Right 16.499 23.813 Pacca 124.986
61 41.204 162.129 Left 11.813 19.236 Pacca 54.409
62 41.181 162.151 Left 7.298 14.843 Pacca 22.674 Passenger shed
63 41.145 162.187 Left 9.674 17.267 Pacca 443.453 Commercial
Area
64 36.819 166.522 Left 16.344 24.2 Pacca 51.328

CL) CL)
65 35.424 167.922 Left 9.295 13.425 Pacca 40.115 Residential
69 31.878 171.487 Right 16.951 14.638 Pacca 21.027 Passenger shed
70 31.847 171.523 Right 16.797 14.653 Pacca 204.915
72 30.291 173.081 Left 20.599 20.946 Pacca 81.401
78 26 177.394 Left 21.443 13.712 B/W 7.243 Boundary wall
79 25.58 177.812 Right 0 7.365 Pacca 27.009 Passenger Shed
81 23.2 180.219 Left 15.035 9.553 Pacca 28
83 19.059 184.369 Right 9.617 16.663 Pacca 57.192
85 17.26 186.189 Left 8.754 17.085 Pacca 20.598
89 16.727 186.721 Right 14.063 6.406 Pacca 418.916 Buildings

CL) CL)
90 16.669 186.778 Left 9.3 17.217 713.781 Buildings
92 15.742 187.609 Left 8.108 15.754 kaccha 56.401 Hut
93 15.723 187.628 Left 14.676 22.404 kaccha 59.502 Hut
96 12.346 191.237 Left 19.29 27.033 Semi Pacca 10.153
97 6.167 197.393 Right 17.941 10.591 Pacca 33.254 Passenger shed
98 2.554 201.019 Right 4 12.117 Pacca 16.37 Passenger shed
99 0.561 202.981 Right 4.493 8.05 Pacca 18.828 Railway
crossing

9.6. Demography of the Project Districts
Socio- Economic Profile of the Project Area

Comprehensive information related to demography, social groups, economic
background, employment details, and literacy details were gathered based on
secondary data and presented in this section. Also, during the preliminary meetings
in the villages abutting the road section, the village Sarpanch and others present
were briefed about the project.
It is observed from the secondary data of Dwarka – Khambhalia – Devariya stretch
that 52% are male and remaining 48% are female. It is observed that male dominate
in both the core and buffer zone. The sex ratio is 962 female per 1000 males in core
zone and 863 female per 1000 male in buffer zone in the said stretch. The same has
been presented in the following table:
TABLE 9-9 : GENDER AND SEX RATIO DWARKA – KHAMBHALIA – DEVARIYA
Road Section Zone Total Total Gender Sex
Dwarka – Core Zone 23965 124446 63834 61411 962
Khambhalia – Buffer 17668 94705 50398 43508 863
Devariya Zone
Total - 41633 219151 114232 104919 918
There are 50% male and an equal number of female in the study area of Dhrol –
Amran – Maliya stretch, sex ratio is 972 females per 1000 males in core zone and 996
female per 1000 males in buffer zone of the Dhrol – Amran – Maliya stretch The same
has been presented in the following table:
TABLE 9-10: GENDER AND SEX RATIO DHROL – AMRAN – MALIYA

Stretch Zone Total Total Gender Sex
Dhrol – Amran – Core Zone 16052 80171 40441 39346 972
Maliya Buffer Zone 5988 28826 14635 14575 996
Total - 22040 108997 55076 53921 979
The social affiliation of any group differentiates them for benefits under government
schemes. Social groups indicate ranking within the society, preferences and
vulnerability. In general, the families belonging to Scheduled Caste (SC) and
Schedules Tribes (ST) under the provision of Constitution of India get preferential
treatment in the government benefits because the group includes the people who are
traditionally vulnerable. Except general category, all other groups need attention and
to be addressed for their background socio – economic condition. The survey result
Revision Level: R0 October, 2017 Page 325

shows that 90.5% belongs to other caste (General + OBC), followed by Schedule
Caste (8.8%) and Schedule Tribe (0.7%) in Dhrol – Amran - Maliya stretch and in
Dwarka – Khambhalia – Devariya stretch 92.9% belongs to other caste (General +
OBC), followed by Schedule Caste (6.8%) and Schedule Tribe (0.3%). The details
about the social affiliation of a group are presented in the following table:
TABLE 9-11 : SOCIAL GROUP DWARKA – KHAMBHALIA – DEVARIYA ROAD SECTION

Stretch Zone Other Schedule Schedule
caste tribes
Dwarka – Khambhalia – Core 113933 10066 447
Devariya Buffer 89595 4873 237
Total - 203528 14939 684
TABLE 9-12 : SOCIAL GROUP DHROL – AMRAN – MALIYAROAD SECTION
Stretch Zone Other Schedule Schedule
caste tribes
Dhrol – Amran – Maliya Core 72809 6935 427
Buffer 25892 2613 321
Total - 98701 9548 748
Mother Tongue and Place of Native

In all the villages falling within the study area of two stretches families speak
Gujarati as a mother tongue, all the villagers understand Hindi and most of them can
speak in Hindi also. Majority of the families are Gujarati.
Education Attainment
Education is a tool for vertical mobility in the society. It provides an opportunity to

participate in the process of growth and developments. In all the cases, education is a
basic need and best indicator of socio-economic development of a region. The
analysis of secondary data indicates that out of the total population residing in core
zone in Dwarka – Khambhalia – Devariya stretch 63.4% are literates and 55% are
literate in buffer zone. On the other hand 65.3 % literate are found in the core zone in
Dhrol – Amran – Maliya stretch and 65.2% in Buffer zone. Dhrol – Amran – Maliya
stretch has more number of literates when compared to other stretch.
TABLE 9-13: EDUCATIONAL ATTAINMENT
Dwarka – Khambhalia – Devariya Core 78927 45519
Buffer 52703 42002
Total - 131630 87521

TABLE 9-14: EDUCATIONAL ATTAINMENT

Dhrol – Amran – Maliya Core 52390 27781
Buffer 18797 10029
Total - 71187 37810
Occupational Pattern
Occupational pattern helps in identifying dominant economic activity in the area.

The secondary data collected shows that out of the total population 60 % are workers
and the other 40% are non-workers in Dwarka – Khambhaliya –Devariya Road
Section, from the secondary data it can be inferred that out of the 60% working
population 85% are main workers and 15% are marginal workers. As Jamnagar
district is home to the largest refinery in the world and also many industrial units,
the quantity of other workers engaged in these industry is very large and it amounts
to 36% of the total working population.
TABLE 9-15 : OCCUPATIONAL PATTERN DWARKA – KHAMBHALIA – DEVARIYA ROAD

SECTION
A C HH OW A C HH OW
Dwarka – Khambhalia Core 5623 18086 348 21991 1818 1734 117 3024
– Devariya Buffer 5549 27322 182 9121 3665 2615 81 2466
Total - 11172 45408 530 31112 5483 4349 198 5490
A: Agricultural labors, C: Cultivators, HH: Household workers, OW: Other Workers
The secondary data collected shows that out of the total population, 40 % are
workers and the other 60% are non-workers in Dhrol – Amran – MaliyaRoad Section,
from the secondary data it can be inferred that out of the 40% working population
89% are main workers and 11% are marginal workers. As Jamnagar district is home
to the largest refinery in the world and also many industrial units, also Morbi district
is famous for its ceramic industry and the number of other workers engaged in these
industries in both Jamnagar and Morbi district is very large and it amounts to 40% of
the total working population.
TABLE 9-16 : OCCUPATIONAL PATTERN DHROL – AMRAN – MALIYAROAD SECTION
A C HH OW A C HH OW
Dhrol – Amran – Core 1398 4034 148 5812 860 188 89 470
Maliya Buffer 560 11513 360 10442 1150 753 104 919
Total - 7002 15547 508 16254 2010 941 193 1389
A: Agricultural Labors, C: Cultivators, HH: Household workers, OW: Other Workers

9.7. Air, Water and Noise Level
Air Quality
The results of analysis of air samples are presented in the following tables. In general
for all monitoring stations the PM10 values were monitored in the range 86.96 - 82.18
μg/m3. While comparing with the National Ambient Air Quality (NAAQ) Standard
of 100 by the Central Pollution Control Board (CPCB), all the monitored PM10 values
were found to be near the limit. This is because of high vehicular movements in the
project area. PM2.5 values were ranging from 58.67- 53.11 μg/m3. While comparing
with the NAAQ Standard of 60 the monitored PM2.5 values were found to be well
within the limit.
Similarly monitored values for SO2 and NOx are also found within the limit. The
maximum SO2 and NOx levels monitored were 14.36 μg/m3 and 26.65 μg/m3
respectively. While comparing with the NAAQ Standard (80 μg/m3), the monitoring
results were found to be well within the limits.

TABLE 9-17: AAQ MONITORING RESULTS OF PROJECT ROAD

PARAMETERS UNIT AR1 AR2 AR3 AR4 AR5 AR6 AR7 AR8 AR9 AR10 Specification/ Method Used
AR11 AR12 SPCB
Norms/BIS
Standards
PM10 µg/m3 83.03 84.90 83.85 83.17 82.91 86.96 83.96 84.21 82.18 85.06 84.43 85.48 100 IS: 5182
(Part 23) 2006
PM2.5 µg/m3 55.27 55.53 55.96 54.66 53.11 53.84 55.45 55.66 53.26 58.67 57.32 55.86 60 LAB-SOP-068
NO2 µg/m3 23.48 26.16 24.51 23.63 23.32 24.43 25.87 26.65 23.94 23.67 26.56 26.37 80 IS: 5182 (Part
2) 2001
SO2 µg/m3 13.93 12.16 14.01 14.36 13.62 13.21 13.47 11.65 12.53 13.56 11.30 11.83 80 IS: 5182 (Part
6) 2006
AR1= Amarana AR11=Pipaliya
AR2= Bhadra AR12=Tarana
AR3= Bhatiya
AR4= Dhandhsar
AR5=Dhrole
AR6= Hansthal
AR7= Kathidevaliya
AR8=khambhaliya
AR9= Kuranga
AR10= Maliya

Noise Level:
The noise measurement has been carried out continuously for a period of 24 hours.
Recorded data mentioned in Table 9.18. The monitored noise levels were ranging from 53.80
dB(A) to 49.12 dB(A) at day time & ranging from 44.53 dB(A) to 41.03 dB(A) at night time
which are not exceeding the limits
TABLE 9-18 : AMBIENT NOISE LEVEL OF PROJECT ROAD

Parameters Unit NO1 NO2 NO3 NO4 NO5 NO6
DAY dB(A) 52.40 52.55 51.04 51.00 53.80 49.04
NIGHT dB(A) 43.52 42.08 41.03 42.50 41.60 43.33
Parameters NO7 NO8 NO9 NO10 Method Used
NO11 NO12
DAY 49.12 53.24 52.03 53.40 53.40 51.55 IS: 9989
NIGHT 42.40 44.56 43.20 41.52 43.15 43.08 IS: 9989

Requirement (as CPCB Guidelines Limit in dB(A) Leq

Category of Area/Zone Day Time Night Time
A. Industrial Area 75 70
B. Commercial Area 65 55
C. Residential Area 55 45
D. Silence Zone 50 40
NO1= Amarana NO7= Kathidevaliya

NO2= Bhadra NO8=khambhaliya
NO3= Bhatiya NO9= Kuranga
NO4= Dhandhsar NO10= Maliya
NO5=Dhrole NO11=Pipaliya
NO6= Hansthal NO12=Tarana

Water
Quality:
The analysis report of groundwater collected from ten different sites of project area presented in Table 9.19. The pH varies from 7.33 to 7.79,
conductivity varies from 45 to283 ms/m. In case of Total dissolved solids it is varies from 224 to 1708 mg/l. Zinc, Copper, Iron, Lead&
Magnesium all the parameters are found within the permissible limits.
TABLE 9-19 : GROUNDWATER QUALITY ALONG THE PROJECT ROAD

Specification/
SPCB
Parametes Unit GW1 GW2 GW3 GW4 GW5 GW6 GW7 GW8 GW9 GW10 Method Used
Norms/BIS
Standards
APHA: 4500-H+ B
PH 7.46 7.35 7.79 7.34 7.71 7.74 7.54 7.69 7.78 7.33 6.5-8.5
22nd Edition
APHA: 2510 B.
Conductivity mS/m 199.0 283.0 80.4 145 45.0 92.0 149.0 62.0 55.0 225.0 --
22nd Edition
APHA: 2130-B
Nephelometric
Turbidity NTU 00.2 0.2 01.0 00.3 00.4 00.7 00.1 00.6 00.8 00.1 1
Method 22nd
Edition
APHA: 2120-b
Visual
Colour Pt-Co <1.0 <1.0 <1 <1 <1.0 <1 <1 <1 <1 <1.0 5 Comparison
Method 22nd
Edition
APHA: 5220 B
COD mg/l <4.0 <4 <4 <4 <4.0 <4 <4 <4 <4 <4 --
22nd Edition
Total APHA: 2540 C
mg/l 1192 1708 440 916 240 492 840 340 224 1120 500
Dissolved 22nd Edition

Specification/
SPCB
Norms/BIS
Standards
Solids
Dissolved
APHA: 4500 O-C
Oxygen mg/l 4.3 4.3 4.1 3.6 3.8 4.2 4.5 3.9 4.1 3.9 --
22nd Edition
(D.O)
APHA: 2320 B
Alkalinity mg/l 150 100 50 50 100 50 100 100 100 150 200 Alkalinity 22nd
Edition
APHA: 4500-Cl-B
Chloride mg/l 214.93 462.36 29.99 179.94 32.49 94.97 309.90 32.48 12.49 214.93 250
22nd Edition
APHA: 4500-SO4
Sulphate mg/l 132 143.34 10.17 36.89 15.20 50.6 95.05 10.8 7.8 130.32 200
E 22nd Edition
APHA: 4500-F-D
Fluoride mg/l 0.38 0.40 0.08 0.09 0.40 0.10 0.37 0.35 0.38 0.36 1.0
22nd Edition
APHA: 3500-Na B
Sodium mg/l 149.2 107.80 14.9 118.8 18.20 54.9 120.1 11.5 10.0 151.20 --
22nd Edition
APHA: 3500-K B
Potassium mg/l 1.8 0.5 1.6 0.3 2.0 0.6 2.9 1.6 1.6 1.10 --
22nd Edition
Total APHA: 2340 C
mg/l 470 960.0 370 530 150 270 320 260 160 460 200
Hardness 22nd Edition
Ca. APHA: 3500-Ca B
mg/l 230 360 120 130 70.0 160 180 60.0 90.0 350 --
Hardness 22nd Edition
Calcium as APHA: 3500-Ca B
mg/l 92.18 144.29 48.09 52.10 28.05 64.12 72.14 24.04 36.07 140.28 75
Ca 22nd Edition
Mg. APHA: 3500-Mg
mg/l 240 600.0. 250 400 80.0 110 140 200 70.0 110.0 --
Hardness B 22nd Edition
Magnesium APHA: 3500 – Mg
mg/l 58.32 145.80 60.75 97.2 19.44 26.73 34.0 48.6 17.01 26.73 30
as Mg B 22nd Edition
Amm. mg/l 1.44 5.96 0.33 0.55 9.57 0.11 0.61 0.19 0.28 1.42 -- IS 3025 (PP 34)

Specification/
SPCB
Norms/BIS
Standards
Nitrogen 1988 (RA 2014)
IS 3025 (Part 34)
Nitrate mg/l 20.99 13.98 5.80 3.89 8.54 5.41 0.93 7.88 7.41 20.95 45
(3) 1988 (RA 2014)
APHA: 4500-PC
Phosphate mg/l 2.83 1.45 1.72 2.14 2.73 1.10 1.53 2.36 2.14 2.73 --
22nd Edition
<0.1 APHA: 3111 B
Cadmium mg/l <0.1 <0.1 <0.1 <0.1 0.1 <0.1 <0.1 <0.1 <0.1 0.003
22nd Edition
APHA: 3111 B
Copper mg/l <0.03 <0.03 <0.03 <0.03 <0.03 0.04 <0.03 0.04 <0.03 <0.03 0.05
22nd Edition
APHA: 3500 Fe-B
Iron mg/l 0.002 0.07 0.03 0.42 0.0094 0.35 0.48 0.009 0.01 0.0043 0.3
22nd Edition
APHA: 3111 B
Lead mg/l <0.15 <0.15 <0.15 <0.15 <0.15 <0.15 <0.15 <0.15 <0.15 <0.15 0.01
22nd Edition
APHA: 3111 B
Manganese mg/l <0.03 <0.03 <0.03 <0.03 <0.03 <0.03 <0.03 <0.03 <0.03 <0.03 0.1
22nd Edition
APHA: 3111 B
Zinc mg/l <0.06 <0.06 <0.06 <0.06 0.07 <0.06 <0.06 0.07 <0.06 <0.06 5
22nd Edition
GW1= Amarana GW7= Kuranga
GW2= Bhadra GW8= Maliya
GW3= Bhatiya GW9= Pipaliya
GW4= Dhandhsar GW10= Tarana
GW5=Dhrole
GW6= Khambaliya


TABLE 9-20: SURFACE WATER QUALITY ALONG THE PROJECT ROAD

Specification/
SPCB
Parameters Unit SW1 SW2 SW3 SW4 SW5 SW6 SW7 SW8 Method Used
Norms/BIS
Standards
APHA: 4500-H+ B
PH 7.77 8.58 7.94 8.41 7.86 8.66 7.84 8.08 6.5-8.5
22nd Edition
APHA: 2510 B.
Conductivity mS/m 68 60.5 120.0 90.0 98.0 468 53.8 36.0 --
22nd Edition
APHA: 2130-B
Turbidity NTU 07.9 04.6 02.0 01.2 00.1 00.3 00.2 00.1 1 Nephelometric
Method 22nd Edition
APHA: 2120-b
Visual Comparison
Colour Pt-Co <1 <1 <1 <1 <1 <1 <1 <1 5
Method 22nd
Edition
APHA: 5220 B 22nd
COD mg/l 80 24 80 80 44 44 40 76 --
Edition
Total Dissolved APHA: 2540 C 22nd
mg/l 452 360 720 588 608 2808 320 196 500
Solids Edition
Dissolved
APHA: 4500 O-C
Oxygen mg/l 7.1 6.6 7.6 7.5 6.5 6.6 7.5 7.5 --
22nd Edition
(D.O)
APHA: 2320 B
Alkalinity mg/l 150 50 50 100 150 50 100 100 200 Alkalinity 22nd
Edition
APHA: 4500-Cl-B
Chloride mg/l 39.98 64.97 229.92 87.47 109.96 1479.5 57.48 32.48 250
22nd Edition
APHA: 4500-SO4 E
Sulphate mg/l 30.12 17.38 34.65 47.69 30.19 45.68 15.3 6.5 200
22nd Edition
APHA: 4500-F-D
Fluoride mg/l 0.01 0.004 0.11 0.15 0.12 0.24 0.05 0.07 1.0
22nd Edition
APHA: 3500-Na B
Sodium mg/l 45.6 28.5 89.5 57.0 53.8 240.5 15.2 25.2 --
22nd Edition
Potassium mg/l 2.0 0.9 2.6 1.4 2.9 7.9 1.2 1.6 -- APHA: 3500-K B

Specification/
SPCB
Parameters Unit SW1 SW2 SW3 SW4 SW5 SW6 SW7 SW8 Method Used
Norms/BIS
Standards
22nd Edition
APHA: 2340 C 22nd
Total Hardness mg/l 340 270 350 420 390 950 210 140 200
Edition
APHA: 3500-Ca B
Ca. Hardness mg/l 60 60 120 120 130 240 50 50 --
22nd Edition
APHA: 3500-Ca B
Calcium as Ca mg/l 24 24.48 48.09 48.09 52.10 96.19 20.04 20.04 75
22nd Edition
APHA: 3500-Mg B
Mg. Hardness mg/l 280 210 230 300 260 710 160 90 --
22nd Edition
Magnesium as APHA: 3500 – Mg
mg/l 68.04 51.03 55.89 72.9 63.18 172.53 38.88 21.87 30
Mg B 22nd Edition
IS 3025 (PP 34)
Amm. Nitrogen mg/l 1.80 0.94 0.27 0.19 0.21 0.66 0.15 0.18 --
1988 (RA 2014)
IS 3025 (Part 34)
Nitrate mg/l 2.44 1.63 2.94 1.36 0.83 3.95 5.25 6.27 45
(3) 1988 (RA 2014)
APHA: 4500-PC
Phosphate mg/l 0.63 3.91 1.22 0.56 14.82 0.80 0.82 0.56 --
22nd Edition
APHA: 3111 B 22nd
Cadmium mg/l 0.2 0.1 0.10 0.2 0.20 0.2 0.3 0.2 0.003
Edition
APHA: 3111 B 22nd
Copper mg/l 0.06 0.04 0.06 0.04 0.10 0.05 0.04 0.06 0.05
Edition
APHA: 3500 Fe-B
Iron mg/l 4.63 3.80 0.45 0.32 0.41 0.002 0.07 0.01 0.3
22nd Edition
APHA: 3111 B 22nd
Lead mg/l 0.18 0.19 0.18 0.19 0.24 0.19 <0.16 0.19 0.01
Edition
APHA: 3111 B 22nd
Manganese mg/l <0.03 <0.03 0.06 0.06 <0.03 0.81 0.07 0.06 0.1
Edition
APHA: 3111 B 22nd
Zinc mg/l <0.06 0.08 <0.06 0.08 0.08 0.08 0.08 0.08 5
Edition
SW1= Aji River SW2= Bhalgam Talav

SW3= Dadhiari River SW6= Machehu River
SW4= Khambhaliya River SW7= Sinham River
SW5= Khari River SW8= Vedmati River
The analysis report of Surfacewater collected from 8 different sites of project area presented in Table 9.20. All the parameters are found within
the permissible limits.

Final Detailed Project Report/Volume I/Chapter 9 – Environmental Impact Assessment Highway Division
Document Ref: RITES/HW/RT300-00012/FSR/Volume I/Chapter-9
Soil Quality:
The analysis report of soil collected from 12 different sites of project area presented in Table 9.21.
TABLE 9-21: SOIL QUALITY ALONG THE PROJECT ROAD

Parametes Unit S1 S2 S3 S4 S5 S6 S7 S8 S9 S10 S11 S12 Method Used
Is 2720 (part-
PH 8.10 8.30 7.73 7.93 8.14 8.50 8.10 7.80 8.05 8.04 8.55 8.62 26)1987(RA-
2011)
Is :147672000
Conductivity mS/m 70.9 31.8 49.8 50.4 92.8 78.0 152.0 125.0 68.0 294.0 52.9 53.4
(RA-2010)
Is:2720 (part-
Moisture content % 18.47 5.59 9.66 10.22 4.44 19.08 17.52 14.36 18.92 6.57 9.50 15.25 2)1973 (RA-
2010)
WHC % 31.24 29.32 49.63 26.82 27.88 28.32 29.36 27.36 32.45 30.24 29.54 28.32 LAB-SOP-049
Specific Gravity - 2.29 2.53 2.60 2.60 2.59 2.56 2.52 2.58 2.58 2.55 2.52 2.55 Is:2720 (part-3)
IS 2720 (part-
Porosity % 31.44 29.64 30.76 31.53 34.74 32.81 32.53 31.78 31.0 31.76 32.43 31.76 7)1980(RA-
2010)
Is:1462
Bulk density gm/ml 1.57 1.78 1.80 1.79 1.69 1.72 1.70 1.76 1.78 1.74 1.70 1.74
1985(RA-2006)
Available sodium kg/ha 117.5 37.0 49 51 99.5 100.5 114 106 26.0 119 109 112.0 LAB-SOP-059
Available
kg/ha 59.5 166 15.3 147 184.5 68 117 83 150.5 107.5 133 224.0 LAB-SOP-060
potassium
Available calcium mg/100g 42.08 44.89 42.08 44.088 49.69 52.90 66.13 54.50 72.94 49.29 34.06 36.87 LAB-SOP-061
AvailableMagnsium mg/100g 25.27 8.74 2.67 2.68 3.645 73.38 44.47 59.04 42.52 42.52 69.25 4.87 LAB-SOP-062
14684:1999(RA-
Nitrate Nitrogen % 0.033 0.031 0.039 0.039 0.038 0.032 0.038 0.040 0.036 0.034 0.044 0.038
2014)
Total Phosphate kg/ha 15.62 16.59 19.60.0 21.70 16.82. 20.82 22.37 20.88 17.41 20.55 15.63 15.76 LAB-SOP-063
S1= Kambaliya S3= Dhandhusar S5= Kuranga S7= Bhadra S9= Amarana S11= Maliya
S2= Bhatiya S4= Hasthal S6= Dhrole S8= Tarana S10= Pipliya S12= Khati
Devliya

Draft Detailed Project Report/Volume I/Chapter 9 – Environmental Impact Assessment Highway Division
Document Ref: RITES/HW/RT300-00012/FSR/Volume I/Chapter-9

of "Dwarka - Khambhalia - Devaria" & "Dhrol - Amran - Maliya" Road Sections in
Ecology:
Flora
The ecological studies have been carried out to understand the present status of terrestrial
and aquatic ecosystem within 10km distance, on either side, from the ROW of proposed
project. The information provided is based on physical surveys and secondary sources such
as information collected from forest department. There are Protected & Reserved Forest
areas sited near the project route. The prominent species Banyan, Neem,Peepal, Kejri, Deshi
Babool, Cactus, Coconut etc.There are no endangered species of flora in the area. Details of
the affected trees in the project area listed in the Table below.
TABLE 9-22: CHAINAGE WISE DETAILS OF AFFECTED TREES (LEFT & RIGHT SIDE)
S no EX Situation Side
Name of the Species Chainge offset
1 Albizia lebbeck 130+104 17 Right
2 Dalbergia sissoo 130+134 16.9 Left
3 Dalbergia sissoo 130+134 16.9 Left
4 Prosopis juliflora 130+138 16.9 Left
5 Prosopis juliflora 130+220 18 Right
6 Prosopis juliflora 130+221.5 18 Right
7 Prosopis juliflora 130+227.5 18.5 Right
15 Prosopis juliflora 130+273 17.7 Right
18 Alianthus excelsa 130+378.5 21 Right
19 Alianthus excelsa 130+400 21 Right
20 Alianthus excelsa 130+462 14.5 Left
21 Alianthus excelsa 130+462 20 Left
24 Prosopis juliflora 130+754.60 12.4 Right
26 Acacia nilotica 130+850 21.4 Left
31 Azadirachta indica 130+912 12.5 Left
32 Prosopis juliflora 130+912 14.2 Left
34 Acasia nilotica 131+004 14.6 Right
35 Alianthus excelsa 131+046 11.6 Right
36 Alianthus excelsa 131.245.20 13.7 Right
41 Acasia nilotica 131+413 10.4 Left
42 Azadirachta indica 131+516.80 12.4 Left
44 Azadirachta indica 132+125 16.4 Right
47 Cassia fistula 133+133 13.5 Left
49 Albizia lebbeck 133+350 15.7 Left
52 Albizia lebbeck 133+415.75 15 Left
54 Albizia lebbeck 133+719.50 18.5 Left
55 Azadirachta indica 133+750 18 Left
56 Azadirachta indica 133+755.80 18 Left
65 Albizia lebbeck 134+459.50 14 Right
66 Ficus benghalensis 134+481 14.7 Right
67 Ficus benghalensis 134+518.80 14 Right
68 Ficus Riligiasa 134+722.25 14 Right
71 Azadirachta indica 134+819.80 13 Right
83 Ficus benghalensis 134+987.20 15.2 Left
89 Ficus benghalensis 135+19.60 10 Left

92 Ficus benghalensis 135.105.50 13.5 Left
95 Ficus benghalensis 135+133 13.7 Left
98 Morus indica 135+026.90 18.2 Left
105 Saraca asoca 135+123.20 23.7 Left
109 Cassia fistula 135.163.10 13.7 Left
112 Ficus benghalensis 135.194.20 23.5 Left
113 Cassia fistula 135+196.10 23.5 Left
118 eucalyptus obliqua 135+574.00 18 Left
119 Albizia lebbeck 135.581.00 16 Left
133 Anogeissus pendula 135+619.10 11 Left
134 Holoptelea inteqrifolia 135+619 11 Left
138 Albizia lebbeck 135+646.00 11.5 Right
143 Eucalyptas obliqua 135+688.00 15 Left

145 Albizia lebbeck 135+676 11.5 Right
146 Albizia lebbeck 135+676 11.5 Right
170 Azadirachta indica 136+065 16 Right
171 Azadirachta indica 136+175.60 18.5 Right
179 Azadirachta indica 136+300 15 Right
192 Cassia fistula 137+745.20 13 Left
194 Cassia fistula 137+767.10 13 Left
196 Delonix regin 137+780.30 13 Left
198 prosopis cineraria 137+789.00 13 Left
206 Delonix regin 137+842.40 13.5 Left

207 Cassia fistula 139+123.20 11.5 Right
208 Acasia nilotica 139+205.00 18 Left
209 Azadirachta indica 139.216.10 12 Right
210 cassia fistula 139+400.00 17.35 Left
213 Dalbergia sissoo 139+472.00 18 Left
214 dalbergia sissoo 139+561.30 17 Left
215 Acasia nilotica 139+768.50 22.5 Left
219 Acasia nilotica 139+896.20 17 Right
222 Alianthus excelsa 140+278.30 8.3 Left
223 Alianthus excelsa 140+310.50 10 Left
238 Acasia nilotica 140+761.70 15.7 Right
251 Dalbergia sissoo 141+442.60 13 Right
252 Dalbergia sissoo 141+474.40 13.5 Right

270 Acasia nilotica 142.324.70 16.8 Left
281 Alianthus excelsa 142+810.50 12.5 Right
283 Ficus benghalensis 143+743.60 14.2 Right
284 Azadirachta indica 144.464.10 20 Left
285 Azadirachta indica 145+017.60 l5 Left
286 Azadirachta indica 145+017.60 l5 Left
287 Azadirachta indica 145.051.60 11.7 Right
289 Ficus Riligiosa 145+262.80 10.6 Right
290 Ficus Riligiosa 145+262.80 10.6 10.6
293 Ficus Riligiosa 145+501.50 10 Left
294 albizia lebbeck 146+300.00 18 Left
295 Eucalyptus obliqua 146+315.50 18 Left

315 Prosopis juliflora 151.268.50 14 Left
327 Cassia shyama 151+452.60 6.5 Right
330 albizia lebbeck 151+572.00 7 Right
331 Pithecellobium dulce 151+582.70 8 Right
346 Dolichandrone falcata 151+778.20 17 Right

373 Pithecellobium dulce 153+347.00 17 Left
401 Ziziphus jujuba 153+829.10 16 Right

419 Prosopis juliflora 154+91.30 16 Left
421 Prosopis cineraria 154+113.20 16.5 Right
424 Dolichandrone falcata 154+134.10 16 Left
441 Azadirachta indica 154.202.00 16.5 Left
447 Dolichandrone falcata 154.232.10 16 Left
448 Dolichandrone falcata 154.232.10 16 Left

475 Acasia nilotica 154+610 16 Left
479 cassia fistula 154.710.00 20 Right
492 Azadirachta indica 154.948.00 16.5 Left
511 dalbargia sissoo 155+785.20 16.5 Left
512 Ficus amplissima 155+789.10 15.5 Right
524 dalbargia sissoo 155+858.00 16 Left

525 Prosopis cineraria 155+876.10 17 Right
536 Ficus amplissima 155+932.00 11 Right
560 Delbrgia sisso 156+344.40 15 Right
567 Ficus Riligiosa 156+502.10 20 Right
568 Delbargia sisso 156+529.00 16.5 Left
574 Prosopis cineraria 156+650.00 11 Left

585 cassia fistula 156+965.20 15 Right
601 Ficus Riligiosa 157+197.60 20 Right
606 albizia lebbeck 157.202.50 19 Right

649 Prosopis cineraria 157+404.00 9 Right
652 Ficus amplissima 157+500.00 16 Left
662 Delbrgia sisso 157+638.30 15 Left
675 Delbrgia sisso 157+879.10 15 Left

711 cassia fistula 158+143.00 15 Left
725 Acasia nilotica 158214.5 20.5 Right



861 Acasia nilotica 160.60.50 6 Left
865 Ficus amplissima 160.96.00 15 Right
866 Aegle marmelos 160+105.00 17 Left
880 Azadirachta indica 160+235+00 10 Right

920 Acasia nilotica 160+625..00 15 Right

968 Acasia nilotica 160+99210 9 Right

1028 dalbrgia sisso 161+230.50 13 Right
1051 dalbrgia sisso 161+822.00 10 Left


1113 Ziziphus moristion 164+168.00 12 Left


1229 prosopis cinereria 165+673.60 10 Left
1253 prosopis cinereria 167+69.60 15 Left


1368 Prosopis cinereria 169+274.00 11 Right

1384 Prosopis cinereria 169+956.00 12 Right
1424 Eucalyptas obliqua 170+657.00 15 Right


Fauna
The wild animals which are found in this area include the nilgai (Boselaphus tragocamelus),
pig (Sus scrofa), wolf (Canis lupus), jackal (Conis aureus), fox (Vulpes bengalensis), monkey
(Macaca mulatta) and wild cat (felis bengalensis). The common birds are found in the area
include pigeon, parrot, sparrow etc.
Archaeological and Historical Site:
There is no archeologically protected monument or historical sites along the project route.

Environmental Impacts
This section provides the potential impacts likely on the various environmental components
along the project corridor based on the field visits and the primary surveys. Most of the
impacts on the various environmental components shall be perceived during construction
and operation phase. The key environmental, health, safety and social issues that were
identified to have a major impact due to the various proposed interventions. The Table 9.23
below shows the general impact on the environmental components due to the project.
TABLE 9-23: GENERAL IMPACTS ON ENVIRONMENT

Indirect
effects of
Road Operation
Construction Phase
Environmen Operation or Induced
tal Developme
Component nt
Affected Project Activity
Removal of Vehicle &
Earth Laying of Vehicle
Trees and Machine
Works Pavement Operation
Vegetation Operation
Air
Dust Pollution
Air Asphalt
Air Generatio Dust Pollution due to
Pollution Odour
n increase in
vehicle
Contaminati
on by Fuel
Contaminati Contaminati Spills from
Land and -
on of Land on of Land accidents
Lubricant
Compaction
Contaminati Increased
Spill
Alteration on by Fuel contaminati
Contaminati
Water Siltation of - and on of
on by Fuel
Drainage Lubricant groundwate
& Lubricant
Compaction r
Noise Noise Pollution
Felling of Impact of
Flora trees & pollution on
vegetation vegetation
Disturbance
Disturban Distorted
Fauna due to - Disturbance Collision
ce habitat
habitat loss
Agricultural
Land
Loss of
shade and
community Noise
Noise and
People and trees, loss of Odour and Pollution Induced
Dust Air
Community fuel wood Dust and Risk of Pollution
Pollution
and fodder, accidents
loss of
income
Cultural Displaceme Loss of Noise Damage -
Indirect
effects of
Road Operation
Construction Phase
Environmen Operation or Induced
tal Developme
Component nt
Affected Project Activity
Removal of Vehicle &
Earth Laying of Vehicle
Trees and Machine
Works Pavement Operation
Vegetation Operation
Assets nt of Sacred vibration from
structures trees (if may cause vibration
from RoW any) structural and air
damage pollution
Labour’s Asphalt
Health and Increase of diseases odour and - -
Safety dust
9.8. Institutional Requirement and Environmental Monitering Plan
NHAI has a well-established Environmental management unit head by a senior officer (IFS)
from Ministry of Environment and Forest who is supported by an officer of Dy GM rank
from State Pollution Control Board. Main Responsibility of EMU will be to monitor the
progress regarding environmental management. Environmental Management will be the
responsibility of contractors and will be closely coordinated by the Engineer supervision
consultant. Table 9.24 discusses about the remedial measures, location, time frame and
institutional responsibility.
TABLE 9-24:INSTITUTIONAL RESPONSIBILITY OF REMEDIAL MEASURES
Environmental Remedial Location Time Frame Responsibility
Component Measures
Design
Alignment Avoid impacting Throughout During Design
school, health the project design Consultant,
facilities, water corridor
bodies and
residential
quarters
Public Provision of Throughout During Design
Amenities service roads, the project design Consultant,
underpasses, corridor as
safety signs, mentioned in
Bus Stops, Lay EIA Report
bees, Parking
spaces etc.
Closure of Alternative Throughout At the Contractor,
Public Utilities arrangement the project beginning of Supervising
e.g. tube-wells, corridor as construction Engineer
wells, bus mentioned in activities
stops etc. Social Impact


Component Measures
Assessment
Construction
Water Resources & Pollution
Water bodies Construction of Water bodies Throughout Contractor,
embankments, as mentioned Construction Supervising
desiltation and in EIA Report Phase Engineer
environmental
enhancement as
mentioned in
EIA Report
Rivers/Nallahs Prevention of Rivers/Nallah Throughout Consultant,
pollution of s mentioned Construction Contractor,
water in EIA Report Phase Supervising
Engineer
Water Arrange water Throughout Throughout Contractor,
Requirement without affecting the project Construction Supervising
for local corridor Phase Engineer
construction requirement.
Do not use local
water bodies.
Drill Boreholes
with required
permission. No
water collection
within forest
area
Drinking Water Arrange water Workers’ Throughout Contractor,
Requirement Without camps Construction Supervising
affecting local Working Site Phase Engineer
requirement
Wastewater Ensure proper Workers’ Throughout Contractor,
from Workers’ sanitation and camp Construction Supervising
camp drainage. No Phase Engineer
directwastewater
discharge in
water bodies or
therivers/nallas
Air & Noise
Dust Spraying of Throughout Throughout Contractor,
Generation water, Proper the project Construction Supervising
handling of fly corridor Phase Engineer
ash
Dust Spraying of Schools, PHCs During Contractor,
Generation water, Work as mentioned Construction Supervising
near Sensitive during in EIA Report near the Engineer
Locations scheduled vulnerable
period only sites
Asphalt Plant Location away Throughout Throughout Contractor,
from sensitive the project Construction Supervising
areas. corridor Phase Engineer
Stone Crushers Implementing Stone crushers Throughout Contractor,

Component Measures
proper air Construction Supervising
pollution Phase Engineer
control measure
as per law
Gaseous Ensure checking Throughout Throughout Contractor,
Emission from of vehicular the project Construction Supervising
Construction emission and corridor Phase Engineer
work vehicles obtaining
Pollution Under
Control
Certificate
Noise from Ensure Throughout Throughout Contractor,
machineries machineries the project Construction Supervising
and construction meeting noise corridor Phase Engineer
level standards.
Blasting to be
done with
required caution.
Noise at Work only at At Schools, During Contractor,
Sensitive scheduled PHCs as Construction Supervising
Locations period. mentioned in near the Engineer
Construct Noise EIA Report. vulnerable
barrier if In forest areas sites
suggested. No
work during
night in forest
areas
Land
Storage of Prevent siltation Throughout During rainy Contractor,
Construction from washing of the project season Supervising
materials, debris. construction corridor Engineer
Fly ash, etc. materials
Soil erosion Proper planning Throughout Throughout Contractor,
for slope the project Construction Supervising
stabilization, corridor Phase Engineer
topsoil storage,
plantation and
turf on slopes.
Borrow pits Excavation from Selected Throughout Contractor,
and queries pre-selected borrow pits Construction Supervising
locations. After and quarries Phase Engineer
excavation the as given in
borrow pits will EIA Report
be dressed to
match with the
surroundings.
Solid Waste Ensure dumping Throughout Contractor,
From construction outside city area Construction Supervising
work with permission Phase Engineer
from local
authority or


Component Measures
used as landfill
material.
Flora
Tree felling Ensure Throughout Throughout Contractor,
plantation the project Construction Supervising
of trees on both corridor and Phase Engineer
sides of road and beyond
around in
consultation
with Forest
Department
Fauna
Forest Area No work after In the forest Throughout Contractor,
evening. No use area Construction Supervising
of water bodies, Phase Engineer
Safety
regulations,
No workers’
camp
Others
Workers Camp Ensure Workers’ Throughout Contractor,
providing Camps Construction Supervising
camp of proper Phase Engineer
dimension and
environmental
quality as given
in EIA Report
Public facilities Ensure access to Throughout Throughout Contractor,
all important the project Construction Supervising
locations corridor Phase Engineer
Religious Ensure Throughout Religious Contractor,
places minimum the project festivals Supervising
disturbance corridor Engineer
during festival
time
Aesthetics Planting Throughout Throughout Contractor,
flowering the project Construction Supervising
creepers on corridor Phase Engineer
medians, slope
vegetations,
suitable design
of restaurants
etc.
Operation
Dust Road Throughout Throughout Contractor,
maintenance the project Operation Supervising
corridor Phase Engineer
Gaseous Check the Throughout Throughout Contractor,
Pollution vehicles the project Operation Supervising
for pollution corridor Phase Engineer,
control Traffic Dept.

Component Measures
Forest Speed In forest areas Throughout Contractor,
Restriction Operation Supervising
Safety signs Phase Engineer,
Underpass Traffic Dept.
maintenance
Safety Maintain all Throughout Throughout Contractor,
safety the project Operation Supervising
provisions corridor Phase Engineer,
Traffic Dept.
Public Bus Stop and Throughout Throughout Contractor,
Amenities other amenities the project Operation Supervising
to be properly corridor Phase Engineer,
kept Traffic Dept.
9.9. Conclusion
Based on the field survey and data available from secondary sources, it can be
concluded that the project will not have significant negative environmental impacts.
The issues of concern in the project are construction of bypasses, realignments and
acquisition of private lands and forest land. Proper environmental management plan
compliance needs to be ensured. The issues related to land acquisition and
resettlement have been evaluated and adequate compensation has been suggested in
RAP document.
Based on the environmental assessment and surveys conducted for the project,
associated potential adverse environmental impacts can be mitigated to an
acceptable level by adequate implementation of the measures.

•
•
Economic Analysis
Commercial Analysis
Chapter 10–Economic and Commercial Analysis

Final Detailed Project Report/Volume I/Chapter 10 – Economic and Commercial Analysis Highway Division
Chapter 10 – Economic and Commercial Analysis
10.1 General
An infrastructure project is subjected to Economic/Financial viability analysis to

ensure that the investment proposed would yield appropriate return to the national
economy. Therefore, Economic/Financial appraisal has been carried out for
recommended options of each of the following Road Sections as well as “Complete
Project”.
10.2 Methodology for Economic Appraisal
10.2.1 With and without Project
The appraisal has been carried out within the framework of ‘with’ and 'without’ the
project situations. ‘Without’ the project situation is the one in which the projected
traffic would continue to move on the existing road network that will require certain
minimum routine and periodic maintenance for upkeep of the facility. In the case of
‘with’ project situation, the traffic would use the upgraded facility, i.e., proposed
four lane Project Highway.
The benefits due to improvements are the saving in vehicle operation cost; saving in
time and other caused benefits. The cost of the project is subtracted from benefits
accruing year wise and discounted to work out the Economic Internal Rate of Return.
In the economic appraisal all the financial estimates of costs and benefits are
converted to economic costs by applying necessary factors.
10.2.2 Cost and Benefit Stream
The cost stream comprises of:
• Capital cost of construction of the project road and related works

• Annual repair and maintenance cost
• Operating cost of vehicles
The Benefit Stream will comprise the cost saving in operation of vehicles and
maintenance of the road network between “Do-nothing” and ‘Project’ options.

As the economic analysis indicates the impact of the project on the economy, all the
financial costs and benefits of the project are adjusted to reflect the economic costs.
The economic cost is derived by removing taxes and duties from financial cost so as
to reflect the resource cost.
On the benefit stream also, the financial cost is converted into economic cost using
appropriate factors (0.85). The vehicle operation cost consists of, inter alia, cost of
fuel, vehicle depreciation, crew wages, tyres, repairs etc. that will have to be
converted to appropriate economic cost by excluding taxes and duties.
10.3 Input data for Economic Analysis
10.3.1 Link Characteristics
The project road has been divided into five homogeneous links as given below:
TABLE 10-1: HOMOGENEOUS ROAD SECTIONS

Homogenous Road Section Chainage (km) Design
Section From To Length (km)
K-L Kuranga – Limbdi 203/500 180/300 23.20
L-K Limbdi – Khambhaliya 180/300 147/300 32.15
K-D Khambhaliya – Devariya 147/300 130/000 16.55
D-B Dhrol - Bhadra Patiya junction 0/000 13/600 13.95
B-P Bhadra Patiya junction – Pipaliya 73/000 24/000 49.05
134.9
Physical characteristics data of road sections being bypassed for each link (bypass)
pertains to altitude/rainfall, existing road geometry, pavement (structure, strength
and condition) sub grade strength and construction/maintenance history and
derived from field survey and investigations carried out for the project.
10.3.2 Construction Costs
Summary of the various factors and costs for the all the options are as below.
TABLE 10-2: SUMMARY OF PROJECT COST

Item of Work Amount INR in Crore
23.20 32.15 16.55 13.95 49.05 134.9
K-L L-K K-D D-B B-P Total
Civil Works 262.25 327.82 245.86 180.30 622.85 1639.09
Civil Works Cost/ km 11.30 10.20 14.86 12.92 12.70 12.40
Total Economic Cost 185.70 230.54 179.66 124.90 443.50 1164.30
Total Cost Per km 8.00 7.17 10.86 8.95 9.04 8.63

A construction period of 3 years (2017-20) has been envisaged with a phasing of 30%,
30% and 40% respectively.
10.3.3 Maintenance Standards and Unit Costs
Unit costs of various maintenance operations are derived from the rates of individual
item of works, discussed in the section dealing with project costs. Maintenance
Standards for the existing road and routine maintenance costs have been worked out.
For the proposed four laning facility, periodic renewal has been made condition
responsive.
10.3.4 General Vehicle Fleet Characteristics
HDM Vehicle Category
Significant traffic categories of fast moving vehicles are 2/3 wheeler, car & utility,
Mini bus, Bus, LCV, 2-axle Truck, 3-axle Truck, Articulated Truck (4-axle) and
Agricultural Tractor with/without Trailer. HDM-4 does not include the traffic
categories of 3-wheeler and Agricultural tractor at its current version. Based on
average cost of vehicle, space equivalency, mobility and resource consumption level
an equivalent “Small Car” Category has been created to represent 3-wheeler as 1
small car = 2 nos. 3-wheelers. Agricultural tractor with trailer is considered
equivalent to 1 LCV.
The existing section of the project road has intermediate / two lane configuration.
Four lane with / without Service Road facility have been proposed to cater the future
traffic and to reduce the congestion.
Vehicle Characteristic Data
Vehicle fleet data related to axle configuration and load distribution have been
derived directly from axle load survey carried out by the Consultant. All other data
on fleet characteristics are based on Consultants’ own calibration to the Indian
condition carried out for the “Maintenance Planning Study for Gujarat Roads” in
1994-95 under World Bank Funding.
Vehicle Fleet Unit Costs
Vehicle and Tyre
Economic Costs of vehicle and tyre are derived from the market survey in Gujarat.
Representative retail price for each category of vehicle have been collected. Elements

of taxes and duties applicable have been removed to arrive at the economic costs.
Summary of derived economic costs for each vehicle category is given below:
TABLE 10-3: ECONOMIC COSTS OF VEHICLE AND TYRE

Category Two Small Medium Mini Bus Bus LCV 2 Axle 3 Axle Artic
Wheeler Car Car Truck Truck Truck
Vehicle 39,032 3,00,000 5,00,000 10,06,500 13,04,000 4,57,500 12,74,000 16,35,000 18,23,000
Tyre 500 1,500 3,000 4,600 11,000 4,600 11,000 11,000 11,000
Maintenance Labour and Crew Costs
Based on the market survey and inquiries from the various organizations/State
Government Departments, the maintenance labour cost/hr and wages/hour have
been evaluated. The crew salary for LCV (Driver and Conductor), Heavy Trucks
(Driver and cleaner) and Passenger Bus (Driver and Conductor) are found to be
around Rs.10,000/-, Rs.12,500/- and Rs.18,000/- per month respectively based on 300
hours of working per month. Keeping this in view the cost Rs./hr. has been
calculated for the different categories of crew. Rates have been compared with that
adopted for the recent studies before arriving at reasonable values. Adopted values
are:
TABLE 10-4: MAINTENANCE LABOUR RATE (RATE IN RS. PER HOUR)
Category Two Small Medium Mini Bus LCV 2 Axle 3 Axle Artic
Wheeler Car Car Bus Truck Truck Truck
Maint. Labour 14 16 18 3 6 21 4 4 4
Crew Wage 0 0 0 34 68 26 44 52 52
Passenger Time-delay Costs
Value of travel time saving of passengers was first quantified in “Road User cost
Study (RUCS)” carried out in India in 1982 on the basis of wage rate approach. The
results so obtained were updated to 1990 values using wage index and subsequently
validated by limited primary survey carried out on various secondary and trunk
routes in the “Study for Updating Road User Cost Data”, 1992. Passenger time-delay
cost for the project road has been derived from the same corresponding to leisure
trips @ 25% of the value of non-leisure trips (recommended by RUCS, 1992) as given
below:
TABLE 10-5: TRAVEL TIME VALUE OF PASSENGERS (RS./HOUR)
MODE OF TRAVEL Travel time Value WPI Ratio Eq. Work- Eq. Non-work
RUCS- RUCS-1990 1990/ 2006/ Time Value Time Value in
1980 1980 1990 in 2011 2011
Car/ Taxi 10.0 24.3 1.96 2.50 55.9 14.0
Bus, Other routes 4.5 9.3 1.96 2.50 21.4 5.3
Bus, Trunk routes 7.0 19.7 1.96 2.50
(Based on average wage/income for both work and non-work trips)

Overhead
Annual overhead cost per vehicle is derived by the consultants as per the
recommendations of the “Study for Updating Road User Cost Data”, 1992 and as
given below:
TABLE 10-6: ANNUAL OVERHEAD COST PER VEHICLE (COST IN RS.)
Two Small Medium Mini Bus LCV 2 Axle 3 Axle Artic
0 0 0 13,500 1,75,500 91,500 2,67,000 3,00,000 3,20,000
Interest
An economic interest rate of 12% has been adopted based on opportunity cost of
capital.
Fuel and Lubricants
Market price of petrol, diesel is quite variable at this stage due to unstable
international market prices. Domestic market prices are based on anticipation of
downward stabilisation of border price of crude oil. Therefore, economic cost of fuel
is based on an international crude price of US $ 60 per barrel as given below:
TABLE 10-7: ECONOMIC COST OF FUEL

Item Unit Total Cost
Petrol Rs./litre 40
Diesel Rs./litre 28
Economic cost of Engine oil, lubricants and grease is estimated at Rs. 142/litre has
been adopted as average cost of lubricant.
Cargo Time-delay Costs
Average value of commodity is based on the “Study for Updating Road User Cost
Data”, 1992. A value of Rs. 20000/- per ton was worked out from a detailed survey
carried out in 1990. Equivalent cost of commodity in 2006 is determined using the
WPI ratio (2.50 over 1990) as Rs. 50,000/-. However, commodity survey on the
project road corridor does not justify such high value. For the present analysis,
therefore, 50% cost is considered, i.e. Rs. 25000 per ton. Average payload for each
category of freight vehicles is based on axle load survey. Time-delay cost is estimated
with an economic interest rate of 11% and economic conversion factor of 0.85.

TABLE 10-8: TIME-DELAY COST

Vehicle Average Payload Average Running Time Time-delay Cost
Category (ton) (hour/ year) (Rs./hr)
Light Truck 3.5 1025 6.85
Medium Truck 10.0 2155 12.00
Heavy truck 25.0 2535 14.80
Artic Truck 28.0 2535 20.55
Fleet Utilisation
Data pertaining to annual utilization, hours driven per year, service life and
passenger occupancy per vehicle are adopted from Consultants’ detailed findings in
“Maintenance Planning Study for Gujarat Roads (1994-95),” substantiated by the OD
surveys and field inquiries. Adopted values are given as:
TABLE 10-9: ANNUAL UTILIZATION OF VEHICLES

Particulars Two Small Medium Mini Bus LCV 2 Axle 3 Axle Artic
Km Driven 10,000 33,300 33,300 40,000 80,000 40,000 60,000 60,000 60,000
Life, year 12 16 16 12 12 12 12 12 12
Working hour 400 925 925 1,025 2,010 1,025 2,155 2,535 2,535
Passenger 2 2 20 50
HDM Traffic
Traffic assignment is discussed in detail in “Chapter-6: Traffic Analysis and

Demand Forecast” of this volume. The present traffic (AADT, Base Year 2016)
corresponding to each section is presented as under:
TABLE 10-10: TRAFFIC ON EACH SECTION

Road Car Bus LCV Truck Total
Section Mini Full Medium Heavy Artic. Nos. PCU
K-L 1091 48 126 90 31 127 272 2,414 3,689
L-K 2097 75 199 424 98 264 461 5,412 7,500
K-D 5839 180 344 146 227 395 757 15,684 16,531
D-B 580 14 49 159 107 323 1145 2,926 7,704
B-P 580 14 49 159 107 323 1145 2,926 7,704
10.3.5 Deterioration Factors and Model Calibration
HDM-4 is equipped with a wide range of calibration options to suit to individual

project conditions in global respect. Not much work so far done on adaptation and
calibration of the same on Indian scenario. Under such situation, attempts have been

made to calibrate the model to arrive at likely prediction of road deterioration and
work effects based on Consultants’ vast experience on similar projects.
For calibration purpose, reference has been primarily drawn from Consultants
detailed findings from the “Maintenance Planning Study for Gujarat Roads”, 1994-95
under the World Bank Funds (Refer IRC Paper no. 231: “Highway Design and
Maintenance Standards Model (HDM): Calibration and Adaptation to Indian
Conditions” by Chakrabarti, Rawat and Mondal).
10.4 Results of Economic Appraisal
The consultants carried out the economic appraisal using the appraisal
methodology and economic costs and benefits described in the preceding
paragraphs of this report. HDM-4 output on Agency and User Cost streams for
individual Sections.
10.4.1 Economic Internal Rate of Return
Economic internal rate of return (EIRR) worked out based on life cycle cost analysis
is presented below
TABLE 10-11: SUMMARY OF EIRR USING PROJECT TRAFFIC GROWTH RATE

Project Road Economic Internal
Rate of Return (%)
Kuranga – Limbdi - Khambhaliya– Devariya 18.5
Kuranga – Limbdi -9.7
Limbdi – Khambhaliya 19.6
Khambhaliya – Devariya 31.4
Dhrol - Bhadra Patiya junction - Pipaliya 14.7
Dhrol - Bhadra Patiya junction 14.6
Bhadra Patiya junction – Pipaliya 14.7
All Sections combined 16.7
Project Road Section with an EIRR 12% is usually considered a threshold value for
the project viability for economic point of view. All the project sections except
Kuranga – Limbdi (17.2% of total designed length)have the EIRR well above the
threshold value. Hence, the project is economically viable.
10.4.2 Sensitivity Analysis
Two critical factors could affect the viability of the project and these are the Capital
Cost and traffic level. The capital cost can increase or the expected traffic growth

could not materialise or both factors could occur simultaneously sensitivity check
using the following parameters has been carried out:
Sensitivity Option S1 Increase in base costs by 15%

Sensitivity Option S2 Decrease in base benefits by 15%
Sensitivity Option S3 Increase in base costs by 15% and
decrease in base benefits by 15%
The EIRR for entire project road is subjected to sensitivity analysis and results are
presented in the Table below.
TABLE 10-12: SUMMARY OF RESULTS OF SENSITIVITY ANALYSIS

Description Economic Internal Rate of Return (%)
Base Case S1 S2 S3
Kuranga – Limbdi - Khambhaliya– Devariya 18.5 16.4 15.8 13.9
Kuranga – Limbdi -9.7 -9.3 -9.1 -8.7
Limbdi – Khambhaliya 19.6 17.5 16.5 14.7
Khambhaliya – Devariya 31.4 28.2 27.2 24.4
Dhrol - Bhadra Patiya junction - Pipaliya 14.7 12.8 12.4 10.7
Dhrol - Bhadra Patiya junction 14.6 12.8 12.5 10.9
Bhadra Patiya junction – Pipaliya 14.7 12.8 12.4 10.7
All Sections combined 16.7 14.8 14.2 12.5
Under the worst scenario i.e. Sensitivity option S3 (with both the factors varying), the
EIRR value is above the threshold level (12%). Hence, the project is economically
viable.
10.5 Financial Appraisal
10.5.1 Approach and Methodology
The financial analysis has been carried out to evaluate the financial strength of the
project from an investor's point of view. Obviously, the exercise presumes that the
project road is an economically viable option. In this exercise, all the costs and the
benefits are based on the market prices.
10.5.2 Costs
The costs to be considered for commercial viability analysis consist of:
 Cost of construction;
 Annual and periodic repair & maintenance cost;

 Toll administration cost.
The Civil Works cost for each section has been considered for financial analysis.
Maintenance costs are taken as:

• Rs. 0.25 million per km per year for routine maintenance
• Cost of periodic maintenance at 5/10-year interval
Toll administration costs with due allowance for necessary surveillance and
communication as well as the cost of installations and equipment have been taken
into the analysis. An annual inflation of 10% has been taken into account for the
costs.
10.5.3 Benefits
Annual income would be generated from levying toll on the potential users of the
project road. This income would rise with the increase in the level of traffic over
time. The users, in turn, would be willing to pay higher toll charges, as they would
be appreciating gain on account of savings in VOC and time. 95% of the AADT has
been considered as toll traffic. Two/ three- wheeler and agricultural tractors are kept
out of the scope of toll charges.
Toll rates have been based on new toll policy of MORTH standard rates of 2007 and
its subsequent revisions and are as given below:
TABLE 10-13: CALCULATION OF NEW TOLL RATES

Car/Jeep/ LCV 2A Truck 3A MAV/EME/ Oversized
Van /Bus Truck HCM Vehicles
Along NH (K) 0.65 1.05 2.2 2.4 3.45 4.2
Along Bypass (1.5xK) 0.975 1.575 3.3 3.6 5.175 6.3
-
WPI 06.01.2007 208.7 (1993-94) 111.43* (2004-05) (WPI A)
WPI Dec 2015 176.8 2004-05 Scale (WPI B)
-
Car/Jeep/ LCV 2A Truck 3A MAV/EME Oversized
Van / Bus Truck /HCM Vehicles
Base Rate as on 1st
0.806 1.302 2.728 2.976 4.278 5.208
April'15 for NH
Base Rate as on 1st
1.209 1.953 4.092 4.464 6.417 7.812
April'15 along Bypass (B10)
Applicable toll Rates = (B10)+ (B10)x ((WPIB - WPIA)/WPIA) x 0.4
Applicable Rate as on 1st
0.995 1.608 3.368 3.674 5.282 6.430
April'16 for NH
Applicable Rate as on 1st
1.493 2.411 5.052 5.512 7.923 9.645
April'16 along Bypass
The above rates have been inflated @5.0% per year over the analysis period.

10.5.4 Subsidy Options
The commercial viability is analysed with various levels of subsidy to the project
costs. Following subsidy levels are considered:
• No subsidy, Base case
• Upto 40% subsidy to project cost
The above subsidy options would bring out a spectrum from where an appropriate
subsidy level can be adopted.
10.5.5 Financial Internal Rate of Return (FIRR)
FIRR (%) has been worked out for a maximum concession period of 20 years starting
with the year of construction i.e. 2013.
 Base year 2016

 Concession Period 20 years
 Construction period 36 months (2017-20)
 Construction period and Phasing of costs
1st year, 2017-18 30% of construction costs
2nd year, 2018-19 30% of construction costs
3rd year, 2019-20 40% of construction costs
 Year of opening to traffic 2021
Financial Internal Rate of Return (FIRR) has been worked out based on Discounted
Net Cash Flow technique by comparing both cost stream and revenue stream.
The summary of financial viability analysis for the project road on a whole with the
weighted average traffic on the road has been carried out for uniform growth rate of
5% as recommended by Planning Commission/PPPAC.
The Project is financially viable at 71% Grant.
10.6 Suggested Packaging of the Project
The Project Road Sections are geographically separate and the distance between the
two Road Sections is approximately 77 Km. Therefore, for all practical purposes, it is
suggested to implement the Project as following three Construction Packages:


Construction Package Road ID Start End Length
(Km) (Km) (Km)
Package I: Dwarka (Kuranga Jn.) – Devariya Jn. SH25 203.5 176.5 68.8
171.8 130.0
Package II: Dhrol Jn. - Pipaliya Jn. SH25/ 0.0 24.0 62.6
CSH6 (SH 25) (CSH6)
10.7 Suggested mode of Procurement
As clear from financial analysis of the Project, the Project is financially unviable
even at 40% Grant. Therefore, the suggested method of Procurement and Packaging
is on Engineering Procurement and Construction (EPC) mode.

• Conclusions
• Recommendations for the Project
Chapter 13 – Conclusions and Recommendations

Final Detailed Project Report/Volume I/Chapter 11 – Conclusions and Recommendations Highway Division
Chapter 11 – Conclusions and Recommendations
11.1 Conclusions and Recommendations
1) The up-gradation of existing intermediate/two lane road with substandard

geometrics to Four Lane with/without Service Road configuration of National
Highway Standard shall return benefit by:
• Reduction in Travel time

• Reduction / Savings in vehicles operation cost and
• Significant reduction in road accidents (by Improving Substandard
Geometrics)
2) The “Dwarka - Khambhaliya – Devariya” Road Section provides connectivity to

Pilgrim location Dwarka with eastern and northern parts of Gujarat. The “Dhrol –
Amran –Pipaliya” Road Section provides connectivity to industrial town Jamnagar
with eastern and northern part of Gujarat and interconnectivity with Jamnagar –
Rajkot section of SH 25.
3) An Effective National Development work to encourage Road Transport to IRC

Standards ensuring safe and smooth journey.
4) The project road is planned to be rehabilitated / upgraded to be Four Lane

with/without Service Road configuration facility. The present traffic levels shall
reach threshold figure of 10,000 PCU in the year 2020 except Kuranga – Limbdi Road
Section:
TABLE 11-1: YEAR IN WHICH TRAFFIC CROSSES 10,000 PCU

Description AADT (PCU) 2016 Traffic reached 10000
PCU in Year
Kuranga – Limbdi 3689 2030
Limbdi – Khambhaliya 7500 2020
Khambhaliya – Devariya 16531 -
Dhrol - Bhadra Patiya junction 7704* 2020
Bhadra Patiya junction – Pipaliya 7704 2020
*Present traffic of Dhrol – Bhadra Patiya Section expected to increase after
construction of Proposed Dhrol Bypass. Therefore, assigned traffic of Dhrol – Bhadra
Patiya Junction taken as that of Bhadra Patiya – Pipaliya road Section
5) As per MoRTH circular no. RW/NH-33044/31/2014/S&R ® (Pt.) dated 04th August

2014, Cost Benefit Analysis of rigid pavement vis-à-vis flexible pavement has been
carried out to select proposed pavement type for the Project Highway. The following
pavement options have been studied:

Cost per Km
(Rs. In Crore)
A Flexible pavement
B Flexible pavement
C Rigid pavement
• Making use of existing subgrade & 28 3.79
subabase as improved Subgrade and
Rigid Pavement
D Rigid pavement
Based on life cycle cost analysis Option C is found to be most economical pavement
option inspite of its high initial Cost.
6) The Project Road Sections are geographically separate and the distance between the
two Road Sections is approximately 77 Km. Therefore, for all practical purposes, it is
suggested to implement the Project as following three Construction Packages:

End Length
Construction Package Road ID Start
(Km) (Km)
Package I: Dwarka (Kuranga Jn.) – 203.5 176.5
SH25 68.8
Devariya Jn. 171.8 130.0
0.0 24.0
Package II: Dhrol Jn. - Pipaliya Jn. SH25/CSH6 62.6
(SH 25) (CSH6)
Kuranga Junction Interchange (Trumpet)



203.500 and 130.000):
7) The upgradation of existing RoW requires acquisition of approximate 355 ha Land.
8) Three years duration for project implantation has been proposed with a phasing of
30%, 30% and 40% respectively in each year.
9) Overall Civil Project Cost is Rs. 12.05 crores/km.
10) Project is Economically Viable with passenger time Cost but financially not viable.
11) Hence, Project is to be taken up under EPC for urgent Implementation for Overall
Development of Road Network and Socio Economic Development of Project
Area.Implementation of the Project is quintessential as it shall improve the following:

• Connectivity to important pilgrim locations like Dwarka (One of the
Four Dhams) and Jyotirling in Nageswaram Temple, Som Nath Temple
etc.;
• Interconnectivity of two important National Highways (NH-8A & NH-
8E); &
• Connectivity to traffic originating from major industrial establishments
of Project Influence Area like Reliance, Essar, Tata etc.

DPR Volume I Main Report Final

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

DPR Volume I Main Report Final

Uploaded by

Copyright:

Available Formats

Detailed Project Report for Two/ Four laning with paved

shoulder NH configuration of “Dwarka – Khambhaliya –

Final Detailed Project Report

Volume I: Main Report

Detailed Project Report for Two/Four Laning with

FINALDETAILED PROJECT REPORT

2.6. Option Study for Proposed Pavement Type ......................................................................... 87

Revision Level: R0 October 2017 Page 6

6.4. Traffic Assignment .............................................................................................................. 190

Chapter 9 – Environmental Impact Assessment Report ..................................................... 305

Revision Level: R0 October 2017 Page 7

9.5. Baseline Environment Status .............................................................................................. 310

Revision Level: R0 October 2017 Page 8

Table 3-4 :The Project occupational structure .................................................................................................... 113

Table 9-6 : Locations of Water Bodies ................................................................................................................ 313

Revision Level: R0 October 2017 Page 12

Report / Drawings Reference in Final

Volume – II : Design Report:

Chapter 0 – Executive Summary

TABLE 0-1: IMPORTANT DATES AND EVENTS OF THE PROJECT

Revision Level: R0 October 2017 Page 16

Date Important Events / Correspondence Compliance / Remarks

Revision Level: R0 October 2017 Page 17

Date Important Events / Correspondence Compliance / Remarks

Revision Level: R0 October 2017 Page 18

Date Important Events / Correspondence Compliance / Remarks

Revision Level: R0 October 2017 Page 19

Date Important Events / Correspondence Compliance / Remarks

0.2. Project Road

Revision Level: R0 October 2017 Page 20

(i) Dwarka - Khambhaliya - Devariya Road Section

(ii) Dhrol - Amran - Maliya Road Section

0.3. Project Description

The Summary of important features along the project road section is

TABLE 0-5: IMPORTANT EXISTING FEATURES

Revision Level: R0 October 2017 Page 21

0.4. Option Study

0.4.1. Option Study for Dhrol Bypass

Two options were studied:

0.4.2. Option Study for Amran bypass

FIGURE 0-2: ALTERNATIVES OF PROPOSED AMRAN BYPASS

Revision Level: R0 October 2017 Page 22

0.5. Kuranga Junction Interchange (Trumpet)

The Kuranga Junction is designed by keeping Kuranga- Khambhaliya road At

Accordingly NHAI kind intervention is highly solicited to construct the Kuranga

0.6. Design Standards

Revision Level: R0 October 2017 Page 23

S. No. Design Standard Value

0.7. Traffic Studies

TABLE 0-7: TRAFFIC HOMOGENOUS SECTIONS ON PROJECT ROAD

Revision Level: R0 October 2017 Page 24

TABLE 0-9: % COMPOSITION OF CAR, BUS AND TRUCK

Revision Level: R0 October 2017 Page 25

Section 2W Car Bus LCV Truck All Vehicle in

TABLE 0-13: AXLE LOAD AT STATION 1 (KM 56/400 ON CSH-6)

Traffic Growth Rates:

Revision Level: R0 October 2017 Page 26

Revision Level: R0 October 2017 Page 27

Year 2W Car Bus LCV Truck Total

0.8. Improvement Proposal

3.7 380 RHS

190. 11. 13.1 130 VUP at

187. 13. 15.8 270 RHS

Revision Level: R0 October 2017 Page 28