Issue Vol. III Feasibility Report - RS

Government of Odisha Request For Proposal – Bid Document
Volume III: Feasibility Report
GOVERNMENT OF ODISHA
(WORKS DEPARTMENT)
NAME OF WORK:
FOUR-LANING WITH PAVED SHOULDERS OF
SAMBALPUR-ROURKELA SECTION OF SH-10
FROM KM 4.900 (SAMBALPUR) TO 167.900 KM
(ROURKELA) IN THE STATE OF ODISHA TO BE
EXECUTED AS BOT (TOLL) PROJECT ON DBFOT
PATTERN
INTERNATIONAL COMPETITIVE BIDDING
January, 2013
(REQUST FOR PROPOSAL DOCUMENT)

VOLUME – III
FEASIBILITY REPORT
CHIEF ENGINEER
World Bank Projects, Odisha
O/o E.I.C. (Civil), Odisha, Nirman Soudha, Keshari Nagar,
Unit – V, Bhubaneswar – 751001 (India)
Four-Laning with paved shoulders of Sambalpur-Rourkela Section of SH-10 from Km 4.900

(Sambalpur) to 167.900 Km (Rourkela) in the State of Odisha to be executed as BOT (Toll)
project on DBFOT pattern
Part 1: Sambalpur-Rourkela Road (SH-10)
VOLUME I: MAIN REPORT
Submitted By
Joint Venture
NH-23
SH 10
SH-10 End Point
Km 167.400
Km 85.300
Km 79.800 Distance 162.5Km.

ORISSA
ORISSA
Km 52.500 Km 55.500
NH-200
NH-6
NH-6
Start Point Km 4.900
NH-42
For Project:
“PPP Techno-Economic Feasibility Study and
Transaction Advisor for Selected State Roads in
the State of Orissa”
JUNE 2012
ACKNOWLEDGEMENT

The Transaction Advisors gratefully acknowledge the assistance provided by Mr Subhendu Ray, Secretary
(Works Department), Govt. of Odisha, Mr Nalini Kanta Pradhan, Chief Engineer (World Bank), Works
Department, Govt. of Odisha and Dr NC Pal, EE, PIU, GoO. Additional support and guidance provided by
other representatives of the Works Department too is highly appreciated.
Final Preliminary Project Report
WORKS DEPARTMENT, GOVT. OF ORISSA
Consultancy Services for PPP Techno-Economic Feasibility Study and Part 1: Sambalpur-Rourkela Road (SH-10)
Transaction Advisor for Selected Roads in the State of Orissa Volume I: Main Report
CONTENTS
CHAPTER 1: INTRODUCTION ...........................................................................................................1-1
1.1 INTRODUCTION .......................................................................................................................................................................1-1
1.2 BACKGROUND.........................................................................................................................................................................1-1
1.3 THE PROJECT ROAD ..............................................................................................................................................................1-2
1.4 OBJECTIVES OF THE PROJECT ............................................................................................................................................1-3
1.5 SCOPE OF SERVICES.............................................................................................................................................................1-4
1.6 STRUCTURE OF THE REPORT ..............................................................................................................................................1-5
CHAPTER 2: SOCIO-ECONOMIC PROFILE OF PROJECT INFLUENCE AREA ...........................2-1

2.1 INTRODUCTION .......................................................................................................................................................................2-1
2.2 DEMOGRAPHIC PROFILE .......................................................................................................................................................2-1
2.3 ECONOMIC PROFILE ..............................................................................................................................................................2-8
2.4 INFRASTRUCTURE DEVELOPMENT ...................................................................................................................................2-15
CHAPTER 3: PROJECT CORRIDOR .................................................................................................3-1

3.1 INTRODUCTION .......................................................................................................................................................................3-1
3.2 ROAD INVENTORY ..................................................................................................................................................................3-2
3.3 PAVEMENT CONDITION .........................................................................................................................................................3-5
3.4 CD STRUCTURES....................................................................................................................................................................3-7
3.5 SOIL CHARACTERISTICS .......................................................................................................................................................3-9
3.6 SOCIAL AND ENVIRONMENTAL FEATURES ......................................................................................................................3-10
3.7 RIGHT OF WAY ......................................................................................................................................................................3-12
CHAPTER 4: TRAFFIC SURVEYS, ANALYSES AND PROJECTIONS............................................4-1

4.1 INTRODUCTION .......................................................................................................................................................................4-1
4.2 THE PROJECT CORRIDOR AND SECTIONS .........................................................................................................................4-1
4.3 TRAFFIC SURVEYS: TYPE, LOCATION AND DURATION .....................................................................................................4-2
4.4 TRAFFIC VOLUME ANALYSES ...............................................................................................................................................4-7
4.5 VEHICULAR TRIP AND DESIRE PATTERN ..........................................................................................................................4-12
4.6 TRAVEL CHARACTERISTICS ...............................................................................................................................................4-18
4.7 WILLINGNESS-TO-PAY (WTP) SURVEY ..............................................................................................................................4-28
4.8 TRAFFIC FORECAST BACKGROUND ..................................................................................................................................4-35
4.9 PROJECTION OF SOCIO-ECONOMIC PARAMETERS ........................................................................................................4-38
4.10 TRAFFIC FORECAST.............................................................................................................................................................4-49
4.11 TRAFFIC PROJECTION RISKS .............................................................................................................................................4-50
4.12 VOLUME-CAPACITY ANALYSIS ...........................................................................................................................................4-52
CHAPTER 5: SOIL AND MATERIAL INVESTIGATIONS ..................................................................5-1

5.1 INTRODUCTION .......................................................................................................................................................................5-1
5.2 SOIL AND MATERIAL INVESTIGATIONS AND ANALYSES PROCEDURES ........................................................................5-1
5.3 EXISTING SUB-GRADE SOIL ..................................................................................................................................................5-2
5.4 TOE SOIL INVESTIGATIONS...................................................................................................................................................5-4
5.5 CONSTRUCTION MATERIALS INVESTIGATION ...................................................................................................................5-5
CHAPTER 6: SUMMARY OF IMPROVEMENT PROPOSALS AND PRELIMINARY DESIGN .........6-1

6.1 INTRODUCTION .......................................................................................................................................................................6-1
6.2 HIGHWAY IMPROVEMENT PROPOSALS ..............................................................................................................................6-1
6.3 PAVEMENT INVESTIGATION AND DESIGN ..........................................................................................................................6-4
6.4 DRAINAGE MEASURES ..........................................................................................................................................................6-8
6.5 PROPOSALS FOR IMPROVEMENT OF STRUCTURES ........................................................................................................6-8
CHAPTER 7: ENVIRONMENTAL IMPACT ASSESSMENT...............................................................7-1

7.1 INTRODUCTION .......................................................................................................................................................................7-1
7.2 SCOPE OF EIA .........................................................................................................................................................................7-1
7.3 BASE LINE ENVIRONMENTAL CONDITION...........................................................................................................................7-3
7.4 COMMUNITY CONSULTATIONS.............................................................................................................................................7-4
7.5 POTENTIAL ENVIRONMENTAL IMPACTS .............................................................................................................................7-4
7.6 AVOIDANCE AND MITIGATION MEASURES .........................................................................................................................7-6
7.7 ENVIRONMENTAL ENHANCEMENT MEASURES ...............................................................................................................7-10
7.8 ENVIRONMENTAL MANAGEMENT PLAN ............................................................................................................................7-10
7.9 INSTITUTIONAL ARRANGEMENTS ......................................................................................................................................7-10
7.10 COSTS FOR ENVIRONEMENTAL MITIGATION AND MANAGEMENT MEASURES ..........................................................7-11
CHAPTER 8: SOCIAL IMPACT ASSESSMENT AND RESETTLEMENT ACTION PLAN................8-1

8.1 INTRODUCTION .......................................................................................................................................................................8-1
8.2 OBJECTIVES OF RAP..............................................................................................................................................................8-1
i
8.3 POLICY, LEGAL FRAMEWORK AND ENTITLEMENT MATRIX..............................................................................................8-1
8.4 SOCIO-ECONOMIC IMPACTS AND MITIGATION MEASURES .............................................................................................8-3
8.5 STAKEHOLDER CONSULTATIONS AND PREFERENCES ...................................................................................................8-7
8.6 INSTITUTIONAL ARRANGEMENT ..........................................................................................................................................8-8
8.7 BUDGET ESTIMATES ..............................................................................................................................................................8-9
CHAPTER 9: PRELIMINARY PROJECT COST .................................................................................9-1

9.1 GENERAL .................................................................................................................................................................................9-1
9.2 TYPICAL CROSS-SECTIONS ..................................................................................................................................................9-1
9.3 BILL OF QUANTITIES - QUANTIFICATION .............................................................................................................................9-1
9.4 UNIT RATES .............................................................................................................................................................................9-1
9.5 PROJECT COSTING ................................................................................................................................................................9-3
9.6 TOTAL PROJECT COST ..........................................................................................................................................................9-5
CHAPTER 10: ECONOMIC ANALYSIS ..............................................................................................10-1

10.1 INTRODUCTION .....................................................................................................................................................................10-1
10.2 SECTIONING OF PROJECT CORRIDOR..............................................................................................................................10-1
10.3 BASIC PARAMETERS FOR ECONOMIC ANALYSIS ............................................................................................................10-1
10.4 APPROACH ............................................................................................................................................................................10-2
10.5 INPUTS TO HDM – 4 MODEL ................................................................................................................................................10-2
10.6 RESULTS OF ECONOMIC EVALUATION .............................................................................................................................10-7
10.7 SENSITIVITY ANALYSIS ........................................................................................................................................................10-7
10.8 CONCLUSION AND RECOMMENDATIONS .........................................................................................................................10-8
CHAPTER 11: FINANCIAL ANALYSIS ..............................................................................................11-1

11.1 BACKGROUND.......................................................................................................................................................................11-1
11.2 COST ESCALATION ...............................................................................................................................................................11-1
11.3 PROPOSED SOURCES OF FINANCE ..................................................................................................................................11-2
11.4 TOLL RATES ..........................................................................................................................................................................11-3
11.5 TRAFFIC .................................................................................................................................................................................11-3
11.6 CONCESSION PERIOD .........................................................................................................................................................11-4
11.7 TOLL REVENUE .....................................................................................................................................................................11-5
11.8 DISCOUNT FOR CONCESSION TO LOCAL TRAFFIC, FREQUENT USERS & EXEMPTED VEHICLE .............................11-5
11.9 TAX CALCULATION MODULE ...............................................................................................................................................11-5
11.10 OPERATING EXPENSES .......................................................................................................................................................11-6
11.11 KEY FINANCIAL INDICATORS ..............................................................................................................................................11-6
11.12 CONCLUSION ........................................................................................................................................................................11-8
ii
LIST OF TABLES
Table 1-1: Existing Toll Plaza Locations .......................................................................................................................................................... 1-2
Table 2-1: Socio-Economic Indicators - Odisha .............................................................................................................................................. 2-1
Table 2-2: District and Police Station-Wise Population Density, 2001............................................................................................................. 2-3
Table 2-3: District and Police Station-Wise Sex Ratio, 2001 ........................................................................................................................... 2-4
Table 2-4: District and Police Station-Wise Literacy Rate, 2001 ..................................................................................................................... 2-5
Table 2-5: District and Police Station-Wise SC & ST Population, 2001 ........................................................................................................... 2-5
Table 2-6: District and Police Station-Wise Work Participation Rates, 2001 ................................................................................................... 2-7
Table 2-7: Employment in the Tourism Sector .............................................................................................................................................. 2-15
Table 3-1: Geometrically-Deficient Stretches along the Project Corridor ........................................................................................................ 3-4
Table 3-2: Major Intersections and their Configuration .................................................................................................................................... 3-5
Table 3-3: Structural Type Details ................................................................................................................................................................... 3-8
Table 3-4: Details of Existing Major Bridges .................................................................................................................................................... 3-8
Table 3-5: Details of Existing Minor Bridges .................................................................................................................................................... 3-8
Table 3-6: Details of Existing Slab Culverts..................................................................................................................................................... 3-8
Table 3-7: Details of Existing Pipe Culverts..................................................................................................................................................... 3-9
Table 3-8: Deck Width of Existing Major and Minor Bridges............................................................................................................................ 3-9
Table 3-9: Population Distribution, Sex Ratio, Literacy Rate, WPR Share and Share of Vulnerable Population along the Project
Corridor, 2001 ............................................................................................................................................................................................... 3-11
Table 4-1: Traffic-Homogeneous Sections ...................................................................................................................................................... 4-1
Table 4-2: Traffic Surveys and their Locations ................................................................................................................................................ 4-3
Table 4-3: Adopted PCU Equivalents for Different Vehicles ............................................................................................................................ 4-7
Table 4-4: Average Daily Traffic (ADT) on Project Corridor by Location ......................................................................................................... 4-8
Table 4-5: Traffic Composition on Project Corridor by Location ...................................................................................................................... 4-9
Table 4-6: Estimated Seasonal Correction Factor (SCF) .............................................................................................................................. 4-11
Table 4-7: Estimated Annual Average Daily Traffic (AADT) at Different Locations on Project Corridor (Year 2011 survey) ......................... 4-11
Table 4-8: List of Traffic Zones ...................................................................................................................................................................... 4-12
Table 4-9: Distribution of Trips (%) by Vehicle Type and Purpose ................................................................................................................ 4-18
Table 4-10: Average Trip Length and Average Trip Time of the Passenger Vehicles ................................................................................... 4-21
Table 4-11: Distribution of Trips by Mode and Frequency ............................................................................................................................. 4-21
Table 4-12: Vehicle-Wise Average Occupancy ............................................................................................................................................. 4-22
Table 4-13: Distribution of Trips by Vehicle Type and Commodity Carried ................................................................................................... 4-23
Table 4-14: Average Trip Length and Average Trip Time of the Goods Vehicles.......................................................................................... 4-26
Table 4-15: Distribution of Trips by Frequency of Travel and by Location ..................................................................................................... 4-27
Table 4-16: Mode-Wise Average Pay-Load in Transit ................................................................................................................................... 4-28
Table 4-17: Suggested Toll Rate Bands by Vehicle Type (based on WTP Survey) ...................................................................................... 4-35
Table 4-18: Time-Series Traffic Data (Rourkela – Sambalpur)...................................................................................................................... 4-36
Table 4-19: Level of Industrialization by District in Odisha ............................................................................................................................ 4-41
Table 4-20: Production of Mines at State Level (in Million Tonnes)............................................................................................................... 4-43
Table 4-21: Mining Output by Type and District ............................................................................................................................................ 4-44
Table 4-22: Total Mineral Reserves and Rate of Exploitation of Different Important Minerals in Odisha ...................................................... 4-45
Table 4-23: Adopted Growth Rate (% per annum) in Mining Output ............................................................................................................. 4-46
Table 4-24: Average Yield (in Quintals, or 100 kg, per Ha) by District .......................................................................................................... 4-47
Table 4-25: Adopted Elasticity Values by Mode ............................................................................................................................................ 4-48
Table 4-26: Projected AADT (PCU) at Different Locations representing Traffic Homogeneous Sections ..................................................... 4-49
Table 4-27: Traffic Reduction in Respective Section in Railway Siding Scenario.......................................................................................... 4-50
Table 4-28: Adopted Capacity and Design Service Volume (PCUs/ Day) for Different Lane Configurations ................................................ 4-52
Table 4-29: Volume-Capacity Ratio (VCR) .................................................................................................................................................... 4-53
Table 5-1: Testing Codes Adopted .................................................................................................................................................................. 5-2
Table 5-2: CBR of Existing Subgrade .............................................................................................................................................................. 5-4
Table 5-3: Borrow Pit Samples and their Suitability for Construction .............................................................................................................. 5-6
Table 5-4: Soaked CBR of Major Soil type of Borrow Samples ....................................................................................................................... 5-9
Table 5-5: Details of Quarry Area for Aggregates ......................................................................................................................................... 5-10
Table 5-6: Details of Sand Quarries .............................................................................................................................................................. 5-12
Table 5-7: Details of Fly Ash and Lime Sources............................................................................................................................................ 5-12
Table 6-1: Summary of Widening Scheme ...................................................................................................................................................... 6-2
Table 6-2: Overlay Thickness for Existing Carriageway .................................................................................................................................. 6-5
Table 6-3: Recommended Layer Thicknesses for New and Old Pavement .................................................................................................... 6-6
Table 6-4: Pavement Composition for Service Road....................................................................................................................................... 6-7
iii
Table 6-5: Pavement Composition at Minor Intersections ............................................................................................................................... 6-7
Table 6-6: Proposed Rigid Pavement Composition ......................................................................................................................................... 6-7
Table 6-7: List of Affected/ Abandoned Structures due to Proposed Bypasses .............................................................................................. 6-9
Table 6-8: Recommendations for Existing Bridges ........................................................................................................................................ 6-10
Table 6-9: Recommendations for Existing Culverts ....................................................................................................................................... 6-10
Table 6-10: List of proposed structures such as Flyovers and ROBs ............................................................................................................ 6-10
Table 6-11: List of proposed underpasses such as PUP, VUP, Elephant and Reptile underpasses ............................................................. 6-10
Table 7-1: Environmental cost estimates....................................................................................................................................................... 7-11
Table 8-1: Rehabilitation and Assistance (Entitlements) as per ORRP-2006 (Urban and Linear Projects) ..................................................... 8-1
Table 8-2: Requirement of additional land (non forest) ............................................................................................................................. 8-3
Table 8-3: Distribution of major project affected structures and families ......................................................................................................... 8-3
Table 8-4: Distribution of minor project affected structures ............................................................................................................................. 8-4
Table 8-5: R & R benefit for likely PDFs .......................................................................................................................................................... 8-4
Table 8-6: Project affected tribal families......................................................................................................................................................... 8-5
Table 8-7: Details of affected utilities ............................................................................................................................................................... 8-7
Table 8-8: PAP preferences for various rehabilitation options ......................................................................................................................... 8-8
Table 8-9: Summary of RAP Budget ............................................................................................................................................................... 8-9
Table 9-1: Leads for Various Materials ............................................................................................................................................................ 9-2
Table 9-2: Sections for Costing Exercise......................................................................................................................................................... 9-3
Table 9-3: Abstract of Cost Estimate ............................................................................................................................................................... 9-5
Table 10-1: Summary of Road Sections ........................................................................................................................................................ 10-1
Table 10-2: Road Sections: Basic Data ........................................................................................................................................................ 10-2
Table 10-3: Initial Traffic Composition and Growth Rates for Section-I ......................................................................................................... 10-3
Table 10-4: Initial Traffic Composition and Growth Rates for Section-II ........................................................................................................ 10-4
Table 10-5: Initial Traffic Composition and Growth Rates for Section-III ....................................................................................................... 10-4
Table 10-6: Initial Traffic Composition and Growth Rates for Section-IV ............................................................................................... 10-4
Table 10-7: Vehicle Fleet Data ...................................................................................................................................................................... 10-5
Table 10-8: Maintenance Strategies Considered .......................................................................................................................................... 10-6
Table 10-9: Section-Wise Economic Cost ..................................................................................................................................................... 10-7
Table 10-10: Results of Economic Analysis .................................................................................................................................................. 10-7
Table 10-11: Results of Sensitivity Analysis .................................................................................................................................................. 10-8
Table 11-1: Project Cost Summary (for Concessionaire) .............................................................................................................................. 11-2
Table 11-2: Means of Financing .................................................................................................................................................................... 11-2
Table 11-3: Assumed Toll Rates (Rs per Km) ............................................................................................................................................... 11-3
Table 11-4: Tollable Traffic (AADT) (Number of Vehicles) ............................................................................................................................ 11-4
Table 11-5: Toll Revenues for First Year of Operation (2014-15) (Rs million) ............................................................................................... 11-5
Table 11-6: Key Financial Indicators without any Govt. Support ................................................................................................................... 11-6
Table 11-7: Sensitivity with change in Concession Period ............................................................................................................................ 11-7
Table 11-8: Sensitivity with increase in Annual Premium amount ................................................................................................................. 11-7
Table 11-9: Sensitivity with change in Civil Construction cost ....................................................................................................................... 11-7
Table 11-10: Sensitivity with change in Revenue Collection ......................................................................................................................... 11-8
iv
LIST OF FIGURES
Figure 2-1: District-Wise Population Density, 2001 ......................................................................................................................................... 2-2
Figure 2-2: Sex Ratio, 2001............................................................................................................................................................................. 2-3
Figure 2-3: District-Wise Literacy Rate, 2001 .................................................................................................................................................. 2-4
Figure 2-4: Odisha - Major Urbanized Zones .................................................................................................................................................. 2-6
Figure 2-5: District-Wise Level of Urbanization ............................................................................................................................................... 2-7
Figure 2-6: Net State Domestic Product at Constant Prices - Odisha ............................................................................................................. 2-9
Figure 2-7: Growth Pattern of Economic Sectors - Odisha ............................................................................................................................ 2-10
Figure 2-8: Contribution of Economic Sectors to NSDP ................................................................................................................................ 2-10
Figure 2-9: Crop Production in Odisha, 2001 ................................................................................................................................................ 2-11
Figure 2-10: Industrial Distribution in State.................................................................................................................................................... 2-12
Figure 2-11: Composition of Domestic Tourists............................................................................................................................................. 2-13
Figure 2-12: Tourist Destinations in Odisha .................................................................................................................................................. 2-14
Figure 2-13: Per Capita Income .................................................................................................................................................................... 2-15
Figure 3-1: Project Corridor Map ..................................................................................................................................................................... 3-1
Figure 3-2: Variation of Terrain along the Project Corridor .............................................................................................................................. 3-2
Figure 3-3: Variation of Embankment Height along the Project Corridor ......................................................................................................... 3-3
Figure 3-4: Distribution of Land Use along the Project Corridor. ..................................................................................................................... 3-3
Figure 3-5: Distribution of Total Distress along the Project Road .................................................................................................................... 3-6
Figure 3-6: Variation of Total Distress along the Project Road ........................................................................................................................ 3-6
Figure 3-7: Soil Type along the Project Road .................................................................................................................................................. 3-9
Figure 3-8: Available RoW along the Project Corridor ................................................................................................................................... 3-12
Figure 4-1: Traffic-Homogeneous Sections ..................................................................................................................................................... 4-2
Figure 4-2: Traffic Survey Locations and Types .............................................................................................................................................. 4-4
Figure 4-3: Location-Wise Hourly Variation in Traffic Intensity ........................................................................................................................ 4-8
Figure 4-4: Traffic Composition by Vehicle along the Project Corridor ............................................................................................................ 4-9
Figure 4-5: Monthly Variation in Revenue at two toll Gates along the Project Corridor ................................................................................. 4-10
Figure 4-6: State-Level Traffic Zones ............................................................................................................................................................ 4-16
Figure 4-7: District-Level Traffic Zones.......................................................................................................................................................... 4-17
Figure 4-8: Distribution of Trips by Purpose (All Locations)........................................................................................................................... 4-19
Figure 4-9: Trip Length Frequency Distribution Curve for Passenger Vehicles @ Km 160 ........................................................................... 4-20
Figure 4-10: Trip Length Frequency Distribution Curve for Passenger Vehicles @ Km 79/600 .................................................................... 4-20
Figure 4-11: Trip Length Frequency Distribution Curve for Passenger Vehicles @ Km 22 ........................................................................... 4-20
Figure 4-12: Distribution of Vehicular Trips by their Frequency of Travel (Project Corridor).......................................................................... 4-22
Figure 4-13: Distribution of Trips by Commodity in Transit (Project Corridor) ............................................................................................... 4-24
Figure 4-14: Trip Length Frequency Distribution Curve for Goods Vehicles at Km 160 ................................................................................ 4-25
Figure 4-15: Trip Length Frequency Distribution Curve for Goods Vehicles at Km 79/600 ........................................................................... 4-25
Figure 4-16: Trip Length Frequency Distribution Curve for Goods Vehicles at Km 22 .................................................................................. 4-26
Figure 4-17: Distribution of Trips by Frequency of Travel (Project Corridor) ................................................................................................. 4-28
Figure 4-18: Revenue Maximization Curve - Cars ......................................................................................................................................... 4-29
Figure 4-19: Distribution of Reasons for Paying Toll ..................................................................................................................................... 4-30
Figure 4-20: Distributions of Responses to Higher Toll ................................................................................................................................. 4-30
Figure 4-21: Revenue Maximization Curve – LCV/ Tempo ........................................................................................................................... 4-31
Figure 4-22: Revenue Maximization Curve - Trucks ..................................................................................................................................... 4-31
Figure 4-23: Distributions of Main Reasons for Paying Toll- LCV and Trucks ............................................................................................... 4-32
Figure 4-24: Distributions of Responses to Higher Toll – LCV and Trucks .................................................................................................... 4-32
Figure 4-25: Revenue Maximization Curve - Buses ...................................................................................................................................... 4-33
Figure 4-26: Distributions of Main Reasons for Paying Toll- Buses............................................................................................................... 4-33
Figure 4-27: Distributions of Responses to Higher Toll – Buses ................................................................................................................... 4-34
Figure 4-28: Population Growth – Odisha ..................................................................................................................................................... 4-38
Figure 4-29: Growth in NSDP of Odisha........................................................................................................................................................ 4-40
Figure 4-30: Model Developed for Predicting Industrial Production............................................................................................................... 4-40
Figure 4-31: Growth in Mining Output, Odisha .............................................................................................................................................. 4-44
Figure 4-32: Model Developed for Predicting Mining Output ......................................................................................................................... 4-46
Figure 4-33: Life of Major Mineral Resources at the Present Rate of Extraction, Odisha .............................................................................. 4-46
Figure 4-34: Trend of Growth in Agricultural Produce in Odisha ................................................................................................................... 4-47
Figure 4-35: Projected Traffic, AADT (PCU) Location-wise ........................................................................................................................... 4-49
Figure 5-1: Percentage Distribution of Sub-grade Soil along the Project Corridor........................................................................................... 5-4
Figure 5-2: Schematic Locations of Probable Borrow Pits, Aggregate, Sand and Fly Ash Sources along the Project Corridor ...................... 5-8
v
Figure 5-3: Percentage Distribution of Borrow Soil along the Project Corridor ................................................................................................ 5-9
Figure 7-1: Bypass alternatives of Rengali town ............................................................................................................................................. 7-7
Figure 7-2: Bypass alternatives of Jharsuguda town ....................................................................................................................................... 7-8
Figure 7-3: Urban cross section (Conc 1R) with 40m restricted RoW ............................................................................................................. 7-8
Figure 7-4: Urban cross section (Conc 2R) with 30m restricted RoW ............................................................................................................. 7-9
Figure 7-5: Rural cross section (Conc R) with 34m restricted RoW ................................................................................................................ 7-9
Figure 10-1: Environmental management monitoring program (EMMP) ....................................................................................................... 7-10
Figure 8-1: Institutional Arrangements............................................................................................................................................................. 8-9
vi
CHAPTER 1: INTRODUCTION
CHAPTER 1: INTRODUCTION
1.1 INTRODUCTION
Roads form the spine of any emerging economy – India is no exception. The economic benefits
of a newly constructed/ improved road, both in terms of direct and indirect benefits, are immense.
Of late, in addition to giving a fillip to the economy, highway projects have emerged as an
attractive investment option as well for the private sector, the present so-called financial crisis
notwithstanding. The standardization of documents and processes by the Committee on
Infrastructure (CoI), Govt.of India (GoI) has further assisted in streamlining of the processes
involved in the Public-Private Partnership (PPP) mode of project implementation in various
infrastructure sectors.
Over the last few years, PPP modes have gained significant acceptance as a mechanism for
development of infrastructure in India. The three critical parameters, which are also the
cornerstones of the PPP Model, are as follows:
• Identifying Candidate Stretches: The initial key criterion is the prima facie selection of candidate
stretches to be developed using a PPP Model. The two key components of any PPP road project are
the improvement costs involved and the traffic usage expected, and there from the revenues thus
generated. Therefore, not only do the stretches need to be identified judiciously, but the different
approaches for conceptualization, prioritization and structuring have to be evolved and adopted to
make the stretches viable and attractive for private investment.
• Tackling the Financing Issue: One of the cornerstones of the success of PPP Models in National
Highways has been a stable financing mechanism, enforced through legislative mechanisms and
institutional capacities. Not all the stretches will be viable or attractive for private investments as the
costs might be high or the anticipated revenue realizations might not be adequate. Therefore, a
mechanism has to be developed for supporting these unviable or marginally viable projects to make
them attractive for private investors. One such mechanism is the Viability Gap Funding (VGF) Scheme
of the GoI, through which it extends grant assistance to PPP projects of state governments to help the
latter in bridging the gap in project viability. This aspect assumed even greater significance in the
wake of the current liquidity crunch in the financial markets, due to which securing debt has been
rendered that much more difficult, especially for high-gestation and high-risk PPP infrastructure
projects.
• Criticality of PPP Mechanisms: Given the above challenges, it becomes clear that, in many ways, an
important parameter of success of the PPP mechanism is the structuring of the project, whereby risks
are allocated to entities best placed to control/ mitigate them. The standard policy framework based on
these principles has been developed for PPP projects for State Highways, which is recommended to
be largely followed for all the state road projects under this assignment.
1.2 BACKGROUND
As per the strategic long-term vision of Government of Odisha (GoO) with respect to the
improvement, operation and maintenance of road infrastructure in the State, the Odisha Works
Department (OWD, the Client) has identified the need to upgrade four road stretches to be
implemented on a BOT (Toll) format through the PPP mode. One of these project roads is the
1-1
WORKS DEPARTMENT, GOVT. OF ODISHA Final Preliminary Project Report
Transaction Advisor for Selected Roads in the State of Odisha Volume I: Main Report
Sambalpur - Rourkela Road (SH-10). This road has an approximate length of 162.5 km from
Sambalpur (starting at rotary intersection with NH-6 at Km 4/ 900) to Rourkela (ending at the
Vedvyas intersection with NH-23 at Km 167/ 400). The Concessionaire would be required to
upgrade the project road to a four-lane divided carriageway configuration, as well as operate and
maintain it for the entire concession period.
Accordingly, the Client has intentions to move towards procuring developers/ concessionaires
from the private sector to finance, construct, maintain and operate the Sambalpur – Rourkela
Road project, as well as the other project roads, by tapping available central government
financing under the VGF Scheme, if and as required. In this context, the Client has appointed
the PwC – LASA Joint Venture (JV) as Transaction Advisors to undertake the following:
(i) the PPP techno-economic feasibility study for the selected project roads; and
(ii) process the “in-principle” approval for financing under the GoI’s Viability Gap Fund (VGF)
Scheme. Subsequently, in case a PPP solution for the selected roads is accepted, the
Transaction Advisor will manage the bid process for the procurement of these roads, and for
securing the final approvals under the VGF Scheme.
1.3 THE PROJECT ROAD
The Project Highway takes off from Sambalpur, starting at Km 4/ 900 of SH-10. The end point is
at Km 167/ 400, which is on the outskirts of the city of Rourkela. Sambalpur is the divisional
headquarters of the northern administrative division of the State - a very important commercial
and educational center. In addition to this, it is also famous for its textiles and connects to the
neighbouring state of Chattisgarh.
At the other end, Rourkela is a key industrial township of Odisha , with a 2 Million Tonne Per
Annum (MTPA) capacity integrated iron and steel manufacturing plant owned by the public
sector steel company Steel Authority of India Limited (SAIL), called the Rourkela Steel Plant
(RSP). Besides, there are many units producing sponge iron, cement, refractories etc in
Rourkela. There are also many small ancillary industries in Rourkela catering to the needs of
RSP and other industrial units.
The project highway consists of four homogeneous sections (Sambalpur-Jharsuguda,

Jharsuguda-Sundergarh, Sundergarh-Rajgangpur and Rajgangpur-Rourkela). This highway is
presently being tolled at three locations, as shown in Table 1.1. The project highway is currently
a two-lane highway with paved shoulders carriageway configuration.
Table 1-1: Existing Toll Plaza Locations

Sl No Toll Plaza Location
1 Rampela Toll Plaza Km 22/ 000
2 Sundergarh Toll Plaza Km 79/ 600
3 Nuagaon Toll Plaza Km 160/ 400
1.4 OBJECTIVES OF THE PROJECT
The Project has been conceptualized to achieve the following objectives:
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1.4.1 Establishing Techno-Economic Feasibility
As an integral part of the PPP initiative, the techno-economic feasibility would have to be
established. The VGF Scheme requires the eligible projects to be economically viable, before
they can be considered for VGF funding under the scheme. Large infrastructure projects may
not be financially viable on a stand-alone basis. It is, however, required that these projects are
both technically feasible and economically viable to begin with, to be able to qualify as eligible
projects under the scheme. Accordingly, the first objective of the Project would be to establish its
techno-economic feasibility.
1.4.2 Compliance with Government of Odisha ’s PPP Policy
The Government of Odisha has developed a PPP policy for the state. The objectives of the PPP
Policy are as follows:
(i) Leverage State and Central Government funds, support private investment and create a conducive
environment to utilize the efficiencies, innovativeness and flexibility of the private sector to provide
better infrastructure and service at an optimal cost;
(ii) Setting up a transparent, consistent, efficient administrative mechanism to create a level playing
field for all participants and protect the interests of all stakeholders;
(iii) To prepare a shelf of projects to be offered on PPP basis and take them forward with assistance
from sponsoring departments through a transparent selection process;
(iv) Putting in place an effective and efficient institutional mechanism for speedy clearance of projects;
(v) Provide necessary risk-sharing framework in the project structure so as to assign risks to the entity
most suited to manage them;
(vi) Create a robust dispute redressal mechanism/ regulatory framework for PPP projects;
(vii) To provide the required Viability Gap Funding (VGF) where the projects are intrinsically unviable;
and
(viii) To create an “Odisha Infrastructure Development Fund (OIDF)” to facilitate implementation of the
objectives of the PPP Policy.
The Policy also defines the institutional mechanism, project identification and approval process,
as also the process for the preparation of Detailed Project Reports (DPRs) and the procedure for
the selection of developers. The policy further defines the state support that would be provided to
such PPP Projects. An important aspect of the Policy is the establishment of a fund to be called
the “Odisha Infrastructure Development Fund (OIDF)” formed through the levy of cess/ tax
separately. The fund shall be utilized for building the required infrastructure, to cover the
following:
(i) Technical and financial pre-feasibility and feasibility studies, preparation of reports and bid
documents, and any other pre-project development activities that need to be undertaken prior to
offering the proposed infrastructure projects for private sector participation, including facilitation to
select projects to assess viability gap requirement and funding through the VGF Scheme and other
such schemes of GoI;
(ii) Provide direct financial support to the projects for enhancing their financial viability, as per the
recommendations of the Empowered Committee on Infrastructure (ECI) or High Level Clearance
Authority HLCA;
(iii) Capacity building and training; and
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(iv) Any other purpose(s) pursuant to the Policy.
As an important objective, the project preparation and implementation is in line with this PPP
policy of the state.
1.5 SCOPE OF SERVICES
The scope of services provided by the Transaction Advisors over the two phases of the project is
as follows:
1.5.1 Phase 1: PPP Techno-Economic Feasibility Study and Preliminary Engineering

Design
The main objective of this phase is to establish the prima-facie technical, social, environmental,
economic and financial viability of the project, and prepare preliminary project reports for the
identified project road. The viability of the project shall be established taking into account the
requirement with regards to rehabilitation, up-gradation and improvement through highway
design, pavement design, provision of service roads wherever necessary, provision of
intersections (at-grade/ grade-separated), ROBs/ RUBs, rehabilitation/ strengthening and
widening of existing and/ or construction of new bridges and cross-drainage structures, road
safety features, bill of quantities and cost estimates vis-à-vis the financial return through tolls and
other revenues, as applicable.
The Transaction Advisors are required to undertake a detailed technical feasibility study for the
project road. Based on the above, financial viability of the project shall be assessed using several
alternate PPP modalities and formats. This would enable the Client to determine the following:
• complete project life-cycle costs;
• affordability limits;
• risks and their pricing; and
• optimal value-for-money methods of project delivery.
1.5.2 Phase 2: PPP Procurement
If, on the basis of the project preparation study, a PPP solution is selected as viable, and if the
Client so requires, the Transaction Advisors will be required to provide the necessary technical,
legal and financial advisory support for the procurement of private developers to implement the
projects on the selected PPP format(s). This would be required to be in compliance with all
relevant national and state regulation and policies.
1.6 STRUCTURE OF THE REPORT
This Draft Preliminary Project Report (PPR) is intended to cover the techno-economic project
aspects of the Sambalpur - Rourkela project. The report also explores the likely requirement of
VGF for the project and analyses the impact such funding would have on the financials of the
same.
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This report comprises the following volumes:

• Volume I: Main Report;
• Volume IA: Appendices to Main Report;
• Volume II: Design Report;
• Volume IIA: Appendices to Design Report;
• Volume III: Drawings;
• Volume IV: EIA & EMP Report;
• Volume IVA: Wildlife Crossing Study and
• Volume V: SIA and R&R Action Plan
Volume I: Main Report comprises the following chapters, apart from the present Introduction
chapter:
• Chapter 2: Socio-Economic Profile of Project Influence Area
This chapter covers the socio-economic and demographic profile of the project influence area. It also
discusses related plans and policies relevant to the development of the project highway.
• Chapter 3: Project Corridor
This chapter describes the site condition of the road, soil conditions, social and environmental features
along the existing highway.
• Chapter 4: Traffic Surveys, Analysis and Projections
This chapter covers traffic surveys, survey methodology, traffic survey results, their analyses and
traffic projections for the project corridor over the horizon period. .
• Chapter 5: Soil and Material Investigations
Chapter 5 is a discussion on the soil and material investigations, as also the analysis and evaluation of
the results obtained there from.
• Chapter 6: Summary of Improvement Proposals and Preliminary Design
This chapter presents the summary of engineering analyses and proposed design options related to
the project highway.
• Chapter 7: Environmental Impact Assessment
Chapter 7 analyses the results of the environmental impact assessment of the proposed
improvements. It also presents an environment management plan for the project.
• Chapter 8: Social Impact Assessment
The chapter presents the results of the social impact assessment. It also contains the draft land
acquisition and resettlement plan for the project.
• Chapter 9: Project Cost
The project cost estimations for the proposed project highway improvements is provided in this
chapter.
• Chapter 10: Economic Analyses
This chapter provides the economic analyses for the project highway, carried out using the HDM-4
model.
• Chapter 11: Financial Analyses
This chapter covers the financial analyses of the project under various scenarios and options, including
VGF requirement and sensitivity analyses.
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CHAPTER 2: SOCIO-ECONOMIC PROFILE OF
PROJECT INFLUENCE AREA
CHAPTER 2: SOCIO-ECONOMIC PROFILE OF
PROJECT INFLUENCE AREA
2.1 INTRODUCTION
State Highway (SH) -10 between Sambalpur and Rourkela forms an important link between the
two cities via Sundergarh and Rajgangpur. It also links the National Highway No. 6 and National
Highway No. 23 in the state. SH-10 caters mainly to traffic originating from major mining areas of
Sundergarh and Jharsuguda districts, with the main destination being the Jharsuguda and
Rourkela industrial areas.
Understanding the existing socio-economic characteristics of the region is a prelude to the

assessment of likely project impacts (positive/ negative). The project corridor traverses through
three districts, viz. Sambalpur, Jharsuguda and Sundergarh in the state of Odisha. It falls under
ten Police Station areas of these three districts. Of these, 3 police stations of Sambalpur, Sasan
and Katarbaga fall in Sambalpur District; Jharsuguda police station in Jharsuguda District and
Bhasma, Sundargarh, Baragaon, Kutra, Rajagagapur and Brahmani Tarang police stations fall in
Sundargarh District. These ten Police Station areas have together been identified as the Project
Influence Area (PIA). A socio-economic assessment of the project state and the project influence
area has been attempted in the following sections.
2.2 DEMOGRAPHIC PROFILE
Odisha is spread over an area of 15.57 million ha, which comprises 4.74% of the country’s total
area, with 3.57% of the national population. The total population in Odisha was 36.8 million in
20011. About 85% of the total population lives in rural areas, reflecting in the low levels of
urbanization as compared to the overall national level (27.8%). In 2001, the total workers in the
state numbered 14.27 million, constituting 38.9% of the total population of the state. Of the total
workers, main workers accounted for 67.1%. The total workers comprise cultivators (29.69%),
agricultural laborers (35%), household workers (4.8%) and other workers (30.51%).
The sex ratio in the state is higher than the national average but the general social disparity
index is high in comparison to other states. Nearly half (47%) of the state’s population is below
the poverty line. Table 2-1 presents the human development status of the state in comparison
with India’s average.
Table 2-1: Socio-Economic Indicators - Odisha
Indices Odisha India
Human Development Index Value-2001 0.4 0.5
Human Development Index Rank-2001 (out of 15 states) 11 -
1
Census of India, 2001
2-1
Indices Odisha India

Human Poverty Index 1991 0.3 0.4
Human Poverty Index Rank-1991 (out of 32 states) 31 -
Gender Disparity Index 1991 0.6 0.7
Gender Disparity Index Rank-1991 (out of 32 states) 27 -
Sex Ratio 2001 972 933
Sex Ratio (0-6 years) 2001 950 927
Population Below Poverty Line (%) 1999-2000 47 26
Literacy Rate 2001 64 65
Source: Human Development Fact Sheet, UNDP, 2001.
The state level distribution of population density and distribution, sex ratio, literacy rate and
urbanization has been shown in Figure 2-1 to Figure 2-5.
The population growth rate in the state has declined over a period of six decades, but the
population has doubled in absolute terms from 14.6 million in 1951 to 36.8 million in 2001. The
rural and urban population growth rates also show a decline from 1971 to 1991.
Figure 2-1: District-Wise Population Density, 2001
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Table 2-2: District and Police Station-Wise Population Density, 2001

District/Police Station Population Population
(abutting Project Corridor) Rural Urban Total Density
Sundargarh District 1201479 629194 1830673 188
Brahmani Tarang 49043 17604 66647 234
Rajgangpur 91310 56023 147333 392
Kutra 54990 0 54990 174
Baragaon 69987 0 69987 196
Sundargarh 68080 38421 106501 296
Bhasma 72708 0 72708 413
Jharsuguda District 323831 185885 509716 245
Jharsuguda 44417 76100 120517 606
Sambalpur District 681835 253778 935613 141
Katarbaga 76434 0 76434 187
Sasan 58858 0 58858 327
Sambalpur 0 153643 153643 1155
Odisha State 31,287,422 5517238 36,804,660 236
Source: Census of India, 2001.
Figure 2-2: Sex Ratio, 2001
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The state sex ratio is 972 for the year 2001. The highest sex ratio of 1002 was registered in Kutra
Police Station area followed by the Bargaon Police Station (995).
Table 2-3: District and Police Station-Wise Sex Ratio, 2001
Population Gender
District/ Police Station (abutting Project Corridor)
Male Female Total Ratio
Sundargarh District 935601 895072 1830673 957
Brahmani Tarang 34307 32346 66647 943
Rajgangpur 74444 72889 147333 979
Kutra 27473 27517 54990 1002
Baragaon 35086 34901 69987 995
Sundargarh 53825 42676 106501 793
Bhasma 36501 36207 72708 992
Jharsuguda District 261941 247775 509716 946
Jharsuguda 62404 58113 120517 931
Sambalpur District 475122 460491 935613 969
Katarbaga 38447 37987 76434 988
Sasan 29793 29065 58858 976
Sambalpur 79683 73960 153643 928
Odisha State 18,660,570 18,144,090 36,804,660 972
Source: Census of India, 2001.
Figure 2-3: District-Wise Literacy Rate, 2001
The percentage of literate population in the three districts and ten police station areas is
presented in Table 2-4. The study area has an overall literacy rate of 65.65% as per Census of
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2001. Amongst the police stations, Sambalpur has the highest literacy rate of 79% with the
lowest in Kutra Police Station area at 58.2%.
Table 2-4: District and Police Station-Wise Literacy Rate, 2001
Literacy Rate (%) Literates
District/Police Station (abutting Project Corridor)
Male Female Total 2001
Sundargarh District 75.3 53.9 64.9 1015485
Brahmani Tarang 70.6 46.1 58.7 32887
Rajgangpur 73.1 53.7 63.5 78984
Kutra 69.3 47.1 58.2 26877
Baragaon 72.5 48.8 60.6 36024
Sundargarh 79.65 61.35 70.55 62990
Bhasma 76.5 51.6 64.0 40638
Jharsuguda District 82.2 58.5 70.7 312880
Jharsuguda 83.9 61.9 73.3 76964
Sambalpur District 79.0 55.2 67.3 544861
Katarbaga 77.3 50.8 64.1 42306
Sasan 77.0 51.6 64.5 33135
Sambalpur 86.2 71.5 79.1 106846
Odisha State 32.6 21.4 54 19,837,055
Source: Census of India, 2001
Vulnerable groups have been classified based on the social and economic categories. Persons
belonging to SC/ST communities have been considered vulnerable or marginal. All the police
stations in the study area have SC and ST population. The percentage distribution of scheduled
tribes is higher (22.1%) than scheduled castes (16.5%) in the state. At the police station level,
the percentage share of ST population is highest in Brahmani Tarang Police Station (65.79%)
followed by Baragon Police Station (64.02%) and the lowest is in Sambalpur Police Station
(8.9%). The percentage share of SC population is highest in Sasan Police Station (21.9%)
followed by Katarbaga Police Station (19.26%) (refer Table 2-5) and the lowest is in Brahmani
Tarang Police Station.
Table 2-5: District and Police Station-Wise SC & ST Population, 2001
% of Total
District/Police Station (abutting Project Total Population
Population
Corridor)
SC ST Vulnerable SC ST
Sundargarh District 157745 918903 1076648 8.62 50.19
Brahmani Tarang 3003 43846 46849 4.51 65.79
Rajgangpur 9515 92165 101680 6.46 62.56
Kutra 4364 41893 46257 7.94 76.18
Baragaon 5370 44808 50178 7.67 64.02
Sundargarh 11565 51048 62613 10.86 47.93
Bhasma 11751 34927 46678 16.16 48.04
Jharsuguda District 87011 159757 246768 17.07 31.34
Jharsuguda 22041 30918 52959 18.29 25.65
Sambalpur District 159453 322770 482223 17.04 34.50
Katarbaga 14723 32408 47131 19.26 42.40
Sasan 12887 22316 35203 21.90 37.91
Sambalpur 18918 13655 32573 12.31 8.89
Odisha State 6,082,063 8,145,081 14,227,114 16.5 22.1
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2.2.1 Urbanization
Odisha with a population base of 36 million (2001) constitutes 3.6% of India’s total population,
and is the 11th most populated state in the country. In terms of urbanization, the state is one of
the least urbanized in the country with only 15% of its total population residing in towns and
cities. The number of towns in Odisha has grown nearly one and a half times since 1971. More
than half of the urban areas have a population base of less than 20,000. This can be attributed
to the fact that 70% of the state’s population is engaged in cultivation and related activities.
Figure 2-4: Odisha - Major Urbanized Zones
Urbanization, however, has shown an upward trend from 11.8 % in 1981 to 13.4 % in 1991.
There has been a fall in the growth rate of Class II towns due to migration from these areas to
Class I towns for better employment opportunities and living conditions. Majority of Class III
towns in Odisha are the result of rural outgrowth. In course of time, some industrial activities
have given boost to employment and income generation activities leading to the development of
rural areas into urban centers.
As is seen from Figure 2-4 and Figure 2-5, major urbanization has taken place in two pockets of
the state, one along the north-western edge consisting of Jharsuguda and Rourkela and the
2-6
other along Bhubaneshwar and Cuttack. Majority of the growth in urban areas has been
concentrated in the central-eastern part of the state.
Figure 2-5: District-Wise Level of Urbanization
2.2.2 Work Participation Rate
Work participation rate in Odisha is 39% and along the project corridor in all the districts the
corresponding figure is 40.86%. At the police station level the highest ratio is in Basma (54.64%)
and the lowest is 31.46% in Sambalpur Police Station (Refer Table 2-6).
Table 2-6: District and Police Station-Wise Work Participation Rates, 2001
District/Police Station Total Population WPR
(abutting Project
Main Marginal Non-Worker Ratio (%)
Corridor)
Sundargarh District 480134 258669 1091870 40.36
Brahmani Tarang 20381 8735 37531 43.69
Rajgangpur 34416 12966 99951 32.16
Kutra 13449 9928 31613 42.51
Baragaon 18937 13729 37321 46.67
2-7
District/Police Station Total Population WPR

(abutting Project
Main Marginal Non-Worker Ratio (%)
Corridor)
Sundargarh 29788 15831 60882 42.83
Bhasma 23246 16480 32982 54.64
Jharsuguda District 133148 56446 320122 37.20
Jharsuguda 31746 9688 79083 34.38
Sambalpur District 282174 139172 514267 45.03
Katarbaga 26083 11457 38894 49.11
Sasan 21314 9055 28489 51.60
Sambalpur 44430 3902 105311 31.46
Odisha State 1,689,519 12,586,969 22,528,172 39.00
2.2.3 Human Development Index (HDI)
The value of HDI for the state as a whole is 0.579. This is a medium level of human
development. Of the three components of HDI, the education index is the highest (0.723)
whereas the health index is the lowest (0.468) and the income index (0.545) lies in between.
Odisha ranks 11th of the 15 states surveyed in the country. The districts lying along the project
corridor, namely, Sundergarh, Jharsuguda and Sambalpur have HDI of 0.683, 0.722 and 0.589
respectively. The absolute HDI in the state has risen by about 51% from 1981 to 2001.
2.3 ECONOMIC PROFILE
2.3.1 State Income
Though Odisha is presently one of the poorest states of India, it holds potential to be one of the
ten richest states of the country in the coming twenty years. This is on account of the natural
resources present, efforts made by the government and investments being made by the private
sector in the state to facilitate economic development. A review of the state economy provides us
valuable insights regarding performance of each sector in the development of the state.
The state economy has been assessed with respect to three major indicators as below and a
detailed description of each of these has been done in the subsequent sections.
• Net State Domestic Product (NSDP);
• The contribution of economic sectors to the NSDP; and
• The growth of per capita income.
2.3.1.1 Growth Trends of NSDP
NSDP of Odisha has shown a slow but consistent increase in the past decade (Figure 2-6)
despite the state facing several natural disasters. Over a period of 12 years from 1993 to 2005
the NSDP has nearly doubled.
2-8
3000
2500
in Rs.'000 lakh
2000
1500
1000
500
0
19 4
19 5
19 6
19 7
19 8
19 9
20 0
20 1
20 2
20 3
20 4
20 5
6
-9
-9
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-9
-9
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-0
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-0
-0
-0
-0
-0
93
94
95
96
97
98
99
01
02
03
04
00
05
19
Figure 2-6: Net State Domestic Product at Constant Prices - Odisha
In order to assess the NSDP growth rates in detail, the growth rates of the three economic
sectors viz., primary, secondary and tertiary have also been examined and presented in Figure
2-7.
2.3.2 Sectoral Performance
Odisha is witnessing inter-sectoral changes with the primary sector losing its dominance to the
tertiary sector. The trend shows that the state is moving towards urbanisaton. This change
occurred in the year 1999-2000. The growth rate of the primary sector was high up to 2000. The
secondary sector however has always been the lowest contributor to the state economy even
though it has been showing a steady increase from 2003 onwards.
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1400
1200
1000
in Rs.'000
800
600
400
200
0
19 4
19 5
19 6
19 7
19 8
19 9
20 0
20 1
20 2
20 3
20 4
20 5
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-0
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93
94
95
96
97
98
99
00
01
02
03
04
05
19
Primary Secondary Tertiary
Figure 2-7: Growth Pattern of Economic Sectors - Odisha
The fastest growing sub-sector in the primary sector is that of mining due to the availability of
abundant natural mineral resources, mainly in the northern region of the state in large quantities.
In the tertiary sector, banking and communications are the upcoming sub-sectors.
The sectoral contribution has been the highest by the primary sector, with a contribution of more
than 40% to the economy. This trend shows a change from 1999 onwards with the tertiary sector
rising in prominence with a total contribution amounting to more than 40% (Figure 2-8). The
secondary sector has shown growth in absolute terms, but the sectoral contribution has declined
and is a deterrent to economic growth.
48
50 46
42
40
40 36 37
% to NSDP
30
18 18
20 15
10
0
1994-95 1999-00 2005-06
Primary Secondary Tertiary
Figure 2-8: Contribution of Economic Sectors to NSDP
2-10
Primary Sector
Most of the areas under Sambalpur, Jharsuguda, Sundergarh and Keonjhar districts are under
agriculture, forest and mine fields. Of the total land available, 60% is under agriculture and the
remaining 40% is under forests, mining and others. Nearly 62% of the cultivable land is rain-fed
and is therefore dependent on the vagaries of the monsoons. The net sown area comprises 40%
of the total land area. The spatial distribution of crop production in the state is shown in Figure
2-9.
Figure 2-9: Crop Production in Odisha, 2001
The region is also characterized by mineral-based industries. A large number of such industries
has been set up in the past in Keonjhar and Sundargarh districts due to the availability of
minerals in abundance. There are nearly 70 mineral-based industries spread over an area of
24,454 ha and 30 industries are spread over an area of 6,578 ha, located in Joda and Koida
Circles respectively along the project corridor.
2-11
Secondary Sector
Although the industrial sector holds considerable promise in the state, it still lags behind in
development. In the Keonjhar and Sundargarh districts the main industries are minera- based.
Major industries include steel, fertilizer, paper, aluminum, cables, instruments and railway wagon
components.
Figure 2-10: Industrial Distribution in State
Tertiary Sector
In this sector, tourism has emerged as an important contributor to the economy. Odisha is
characterized by a unique cultural diversity that makes it a popular tourist destination. Numerous
historic architectural marvels and religious/ pilgrim sites attract tourists and pilgrims from all parts
of India and the world. Besides this, the state also has diverse physical landforms.
The ‘Golden Triangle’ of Bhubaneswar-Puri-Konark is a major tourist attraction. The ‘Tri-Ratna

Triangle’ comprising Lalit Giri, Udaya Giri and Ratna Giri is yet another attraction for the
Buddhists from eastern countries, whose potential has not yet been properly harnessed. The
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state has a 482 km stretch of coastline that is characterized by virgin beaches, plateau, river
basins and hill regions. The state is also endowed with rivers, waterfalls, forest-clad hills of
Eastern Ghats with rich wild life.
A) Tourist Inflow
Odisha attracts less than 1% of the total foreign tourist arrivals to India. However, owing to the
presence of several important pilgrim centers and other tourist destinations, it is popular amongst
domestic tourists. The number of tourists has been steadily increasing over the years (Figure
2-10). In 1995, the total tourist inflow was around 2.7 million, which increased to around 4.1
million in 2004. A broad assessment of the domestic and foreign tourists has been done in the
subsequent sections.
a) Domestic Tourist Flow
Among the domestic tourists, 52% are from

within the state itself (Figure 2-11).
Amongst other states, West Bengal is a
48%
major tourist destination, with 21% of the
total domestic tourists followed by Andhra
52%
Pradesh (4.8%). Other states with
considerable tourist inflow into Odisha
include Maharashtra, Uttar Pradesh, Bihar Orissa Outside Orissa
and Tamil Nadu.
Figure 2-11: Composition of Domestic Tourists
b.) Foreign Tourist Flow
The number of foreign tourist arrivals in the state has shown a consistent growth, although the
increase is only marginal. Majority of tourist arrivals are from Europe, followed by America and
then other Asian countries. Country-wise, U.K. and France were the major tourist generating
area for Odisha during the year 2004, with 3,607 tourists (12%) and 3,258 tourists (11%)
respectively out of the total foreign tourist arrival of 28,817. Figure 2-12 shows the proportion of
tourists from each of the continents.
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Figure 2-12: Tourist Destinations in Odisha
B) Contribution of Tourism to State Economy
Tourism as an important activity in the state has picked up only recently. The total spending of
domestic tourists in the state has gone up from Rs. 739.6 million in 1990 to Rs. 4937.6 million in
2000. The trend is similar among foreign tourists whose spending in the state has gone up to
Rs. 305.5 million in 1999 from Rs. 59.8 million in 1992. The maximum growth has occurred from
1997 onwards.
The average spending by domestic and foreign tourists shows a wide variation. A Tourist Profile
Survey conducted by the Research and Statistics Cell of the State Tourist Department indicated
that, in the financial year 2003-04, the average spending of a domestic tourist was Rs. 644 per
day while that of the foreign tourist was Rs. 1119 per day3. In addition, a significant proportion of
2
Statement sourced from the website: “www..planningcommission.nic.in”
3
Data and statement sourced from the Tourism & Culture Department Activities Report for 2003-04
2-14
the population is also dependent upon tourism for employment. The number of persons directly
dependent upon tourism sectors has increased in the past decade (Table 2-7).
Table 2-7: Employment in the Tourism Sector
S. No. Year Persons Employed
1 1996-97 26,659
2 1997-98 31,962
3 1998-99 36,383
4 1999-00 35,101
5 2000-01 46,103
Source: Department of Tourism and Culture, Government of Odisha.
2.3.3 Growth Trends of Per Capita Income
Odisha has the second lowest per capita income in the country. Figure 2-13 shows the per capita
income (in Rs. per annum) of Odisha in comparison to India. The per capita income of the state
shows a gradual upward trend but there is still a wide difference between the national and the
state average figures.
14000
12000
10000
8000
INR
6000
4000
2000
0
93-94 94-95 95-96 96-97 97-98 98-99 99-00 00-01 01-02 02-03 03-04
Orissa India
Figure 2-13: Per Capita Income
2.4 INFRASTRUCTURE DEVELOPMENT
On the basis of composite development index of CMIE relating to infrastructure development of

15 major states of India in the early 1990s, Odisha’s ranked 12th from the top. The CDI value of
Odisha is 101.45 which is just above the national average.
2-15
2.4.1 Transport Infrastructure
2.4.1.1 Road Network
Odisha has a well-developed road network as can be observed from the higher road density of
the state 1,687km per 1,000sqkm (1996-97) as against the national average of 750km. However,
70% of the roads are unsurfaced ones. Odisha shares 1,625 km (5%) of the total road length of
national highways and 4,584 km (3 %) of the state highways of the country. The state also has
39,329 km (5%) of major district roads. However, due to frequent natural calamities like floods
and cyclones in the past, the quality of the road surfaces has progressively deteriorated.
2.4.1.2 Railway Network
Railways, a key economic asset, have always played an important role in economic development
and rapid social transformation in all parts of the globe. In Odisha, development of rail networks
has received little attention of the Central Government in the post-independence period. There
are as many as seven districts like Boudh, Kandhamal, Deogarh, Nayagarh, Kendrapara,
Malkangiri and Nabarangpur, out of the 30 districts of the state that do not have any rail
connectivity. In 1998-99, the density of railway routes per 1000 sq. km of area in Odisha was
only 15.03 km as against 42.66 km in West Bengal and 19.11 km. at an all-India level.
2.4.1.3 Airports
Domestic airports in Odisha are located at Bhubaneshwar, Rourkela, Jaypore and Jharsuguda.
The direct connectivity by air is only with Delhi, Chennai and Kolkata at present.
2.4.1.4 Ports
There are three ports in the state, at Dhamra, Paradip and Gopalpur. Among these, Paradip is
the most important and the largest.
2.4.1.5 Infrastructure Development Index (IDI)
According to the composite development index of infrastructure (IDI) for the state in the year
2000-01, half of the total number of districts in the state are found to be developed with an index
value of more than 100. Among the developed districts, Khurda’s position is at the top followed
by Puri, Jagatsinghpur, Cuttack, Bhadrak, Ganjam, Sambalpur, Baleswar, Sonepur, Jajpur,
Bargarh, Jharsuguda, Kendrapara, Sundargarh and Bolangir in descending order. The backward
districts of the state in the descending order are: Nabarangpur (30), Kandhamal (29), Nuapada
(28), Malkangiri (27), Nayagarh (26), Kalahandi (25), Kendujhar (24), Rayagada (23),
Mayurbhanj (22), Boudh (21), Deogarh (20), Gajapati (19), Angul (18), Koraput (17) and
Dhenkanal (16). The Coefficient of Variation (CV) value reflecting inter-district level disparity in
the development of infrastructure among the newly organized 30 districts of Odisha is found to
be 23.45 per cent.
2-16
2.4.2 Plans and Policies of the State
2.4.2.1 Mineral Policy
The state of Odisha follows the National Policy for Mines and Minerals (Development and
Regulation) Act, 1957 (MMDR Act). The rules framed were amended to make the statutory
provisions at par with international best practices. The policy changes have attracted private
investment in exploration of base metals, noble metals and gemstones. The Offshore Areas
Mineral (Development and Regulation) Act, 2002, providing for development and regulation of
mineral resources in territorial waters, the continental shelf and the exclusive economic zone was
notified on 31.1.2003. The legislation would enable streamlining of mineral exploration and
development in the offshore areas, and ensure systematic and scientific exploitation of mineral
reserves (except petroleum, natural gas and hydrocarbon resources) for attracting private
investment in the mineral sector.
Box - 1: Mining Policy Highlights
• Major Objective: Mining in specified backward districts is eligible for a complete tax holiday for a
period of 5 years from commencement of production and a 30 percent tax holiday for 5 years
thereafter.
• Minerals in their finished form are exempt from excise duty.
• Low customs duty on capital equipment used for minerals; on nickel, tin, pig iron, unwrought
aluminium
• Capital goods imported for mining under Export Promotion Capital Goods EPCG scheme qualify
for confessional customs duty subject to certain export obligation.
2.4.2.2 Industrial Policy
The main goal of the Industrial Policy, 2007 of Odisha is to further build upon existing strengths
and eliminate the weak areas. The industrial policy emphasizes on the investments,
infrastructure development, clearances and subsidies, and land allocation for industrial
development etc. The highlights of the Industrial Policy supporting industrial development in the
state are presented in Box - 2.
Box - 2: Industrial Policy
OBJECTIVES
2.1 To transform Odisha into a vibrant industrialized State.
2.2 To enhance the share of Industries in State Gross Domestic Product.
2.3 To promote orderly and environmentally sustainable industrial growth.
2.4 To promote Odisha as a major manufacturing hub.
2.5 To maximize both direct and indirect employment generation opportunities.
2.6 To maximize linkages between micro, small, medium and large industries and make focused efforts
for development of ancillary and downstream industries.
2.7 To promote employment intensive sectors such as handicrafts, handlooms, Khadi and Village
industries, coir and salt.
2.8 To specifically promote sectors such as IT/ ITES, biotechnology, agro, marine and food processing,
tourism, textiles and apparel and automotive industries, which offer maximum linkages for
2-17
Box - 2: Industrial Policy

employment generation and export.
2.9 To assist in arresting industrial sickness and promote revival and rehabilitation of potentially viable
sick industries, especially in the micro, small and medium enterprises (MSME) sector.
2.10 To create awareness amongst and assist Micro, Small and Medium Enterprises (SMEs) to respond
to the opportunities and challenges emerging under the World Trade Organisation (WTO) regime.
A WTO Cell shall be established in the Industries Department.
2.11 To maximize industry and institution linkages in the areas such as manpower planning, research
and development etc.
2.12 To make concerted efforts for balanced regional development.
STRATEGY
3.1 To create an enabling environment for development of industries and related social infrastructure of
international standards.
3.2 Human Resources Development to create competitive scientific and technical manpower.
3.3 To promote entrepreneurship development for healthy industrial development.
3.4 To promote ancillary and downstream industrial parks at all major industrial hubs.
3.5 To promote specialized/ functional industrial area / park for thrust and priority sectors.
3.6 To provide special incentive packages for promotion of thrust, priority and MSME sectors.
3.7 To fully operationalise and strengthen the industrial facilitation mechanism under Odisha Industries
(Facilitation) Act 2004 and Rules 2005.
3.8 To put in place an effective grievance redressal mechanism for speedy project implementation and
also for addressing post implementation issues.
Source: http://www.iidco.com
2.4.2.3 Tourism Policy
With a view to increase tourist inflow and to streamline tourist activities in the state, the
Government of Odisha announced a Comprehensive Tourism Policy with effect from 29th
December 1997. The Tourism Policy specifically envisages encouragement to the private sector
to invest in tourism projects of the state government in order to promote and catalyze tourism
development. The highlights of the Tourism Policy are presented in Box - 3.
Box - 3: Tourism Policy Highlights
• Government will act as a promoter and catalyst to create an environment for planned and sustained
development of tourism.
• The State will welcome and encourage non-government sectors to participate in the tourism
development to the maximum extent possible in different sectors.
• The development of approach will concentrate Thrust Areas and Travel Circuits as identified by the
State Government rather than Tourist Centres.
• Maintenance and improvement of the existing roads and planning of new roads to the Tourist Centres
will be given due priority
• A portion of the M. V. Tax will be earmarked for passenger amenities
• Operation of Charter Flights will be encouraged while improving the air services to the State
• Water sports and transport services will be encouraged
2-18
Box - 3: Tourism Policy Highlights

• Incentives to hotels and other tourism related activities would continue.
• Efforts to establish a Convention Complex and Golf Course at Bhubaneswar
• Marketing and publicity of tourism potential and the facilities will be stepped up
• Liberal hospitality will be extended to travel writers and tour operators visiting Odisha.
• Human Resource Development will be given priority
• Special tourist police has already deployed at Puri will be extended to other areas
• State level Tourism Advisory Board constituted to advise the State Government on integrated
development of tourism
In the light of the Tourism Policy, the major thrust areas identified by the government are:
• The Golden Triangle of Puri – Konarak – Bhubaneswar; and
• The Chilka Lake.
2.4.2.4 Information Technology (IT) Policy
The Government of Odisha has recognized electronics and software as a thrust area and a
priority sector because of its great potential for employment and foreign exchange generation.
Under the provisions of the IT Policy of 1998, the state government would formulate a policy for
establishment of new technical institutions of excellence in the private sector. Setting up of
computer training institutions of the highest standards in the private sector would be
encouraged. A Technical University would be established in the state at the earliest. Special
efforts would be made to set up high-quality training facilities in computer software. Established
software training houses in the country would be encouraged to set up training facilities in the
state. Electronic hardware and software parks with dedicated earth station would be established.
2.4.2.5 Agriculture Policy
Agriculture is the main economic base of the state with nearly 70% of the state population
dependent on it. It contributes nearly 26% to the NSDP. Therefore, development of agriculture
holds the key to total development of the state. With this in view, the Government of Odisha has
given the status of industry to Agriculture and announced an Agricultural Policy in 2007, which
sets the agenda for growth (Box - 4).
Box - 4: Policy Highlights
(1) To double the production of food grain and oil seed crops,
(2) To enhance the status of Agriculture from the present level of subsistence agriculture to a
profitable, commercial venture, so that the young persons can accept agriculture as a means for
self-employment.
(3) To generate adequate employment opportunities,
(4) To make agriculture the main route for poverty eradication,
(5) To make the knowledge of modern farming system available at the door step of the farmers.
(6) To adopt integrated programmes for problem soils such as water logged areas, areas with soil
erosion, dry / rain fed areas, areas under shifting cultivation, waste lands, saline and alkaline soils
2-19

etc.
(7) To create entrepreneurship in the field of Agriculture,
(8) To create skilled labourers for management of modern agriculture,
(9) To help mechanization of agriculture for increased productivity,
(10) To establish Agro based Industries and Food Processing Industries,
(11) To be self-sufficient in the production of fruits, flowers, vegetables, potato and onion, milk, egg, fish
and meat,
(12) To increase areas under Tea, Coffee, Rubber, Cashew and other Plantation crops,
(13) To provide irrigation facilities to 50% of cultivable land through completion of incomplete irrigation
projects and promotion of individual and group enterprise,
(14) To take up extensive training in the field of agriculture and related activities,
(15) To promote private enterprise in the marketing of agricultural produce,
(16) To identify and promote thrust crops in the different agro- climatic zones of the state,
(17) To re-orient agriculture towards export.
2.4.2.6 Water Policy
In Odisha, the principles enunciated in the National Water Policy shall be followed. In view of the
relatively low status of water resources development and majority of the population being poverty
stricken, it has become necessary to address the issues relevant to the state within the
framework of national and global water policy through a State Water Policy. Within the broad
framework of National Water Plan objectives, the specific objectives of Odisha are given in Box:
5.
i) Development of water resources available within the category of utilizable resources to the
maximum possible extent for economic development, especially by efficient use of water for
agriculture.
ii) Maximum economic benefits through judicious conductive use of both surface and groundwater.
iii) Judicious allocation of water resource to different sectors with drinking water occupying top-priority
in order to satisfy the basic need of the people.
iv) Promotion of equity, social justice and balance regional development. Special efforts should be
made to extend the benefits of water use primarily by extending irrigation facilities to economically
backward areas and chronically drought prone areas.
v) Provision of adequate water for drinking and industrial use.
vi) Provision of flood protection and drainage facilities.
vii) Regulation of land use in flood and drainage prone areas.
viii) Maintenance of water quality to internationally acceptable standards.
ix) Optimization of economic benefits by multipurpose use of water for hydropower generations.
x) Preservation and enhancement of fisheries and wild life.
xi) Provision of social justice and adequate rehabilitation measures for persons displaced or adversely
affected by project construction so that project affected persons are as well or better off than that of
previous situation.
xii) Planning process and mechanisms should aim at resolution of conflicts between users within and
between inter-State river basins.
2-20

xiii) Promotion of citizen participation in al aspects of water planning and management.
xiv) Handing over of operation and maintenance of irrigation systems to the users in due course.
xv) Economic, financial and physical susceptibility through effective operation, maintenance and
management and also based on the principle that the beneficiaries pay for the services provided.
xvi) Observance of safety standards in respect of storage dams and other water-related structures.
Source: Mechanisms for the resolution of conflicts between users within and between intrastate river basins.
2-21
CHAPTER 3: PROJECT CORRIDOR
CHAPTER 3: PROJECT CORRIDOR
3.1 INTRODUCTION
State Highway SH-10 is a prime arterial of the state and runs through three districts, namely,
Sambalpur, Jharsuguda and Sundergarh. It connects all these three district headquarters. Apart
from this, the Project Corridor also connects one of the major industrial towns of the state,
Rourkela. The Project Corridor initially traverses in a northerly direction from Sambalpur to
Sundergarh via Jharsuguda, and thereafter it traverse in an easterly direction from Sundergarh to
Rourkela.
The Project Corridor takes off from a rotary intersection on the existing NH-6 bypass at
Sambalpur at Km 4/ 900, with Km 0/ 000 being inside Sambalpur town. Thereafter, it traverses
towards Jharsuguda, Sundergarh and finally Rourkela. The Project Corridor ends at a
channelised intersection with NH-23 at the Ved Vyas Chowk on the outskirts of Rourkela town at
Km 167/ 400.
The Project Corridor is an important link as it connects NH-6 at Sambalpur with NH–200 at
Jharsuguda, and NH-200 at Jharsuguda with NH-23 at Rourkela via Sundergarh and
Rajgangpur. It mostly caters to intra-state traffic movement originated and destined within the
state at various mining and industrial areas and towns. It also caters to inter-state traffic carrying
industrial products and raw materials.
Sambalpur serves as the

gateway to the bewitching NH-23
western zone of Odisha,

abounding in lush green
SH-10 End Point
forests, colorful wildlife, Km 85.300
Km 167.400
exquisite array of hills,

Km 79.800
waterfalls, rich tribal life and Distance 162.5Km.
culture, folk songs and dances

ORISSA
ORISSA
and a variety of monuments. It
is the center of the Km 52.500 Km 55.500
internationally famous
"Sambalpuri Textiles”. On the
other hand, Rourkela has a NH-200
huge iron and steel

manufacturing base. Besides,
there are many units NH-6
producing sponge iron, NH-6

Start Point Km 4.900
cement, refractories etc. NH-42
Rourkela Steel Plant (RSP), a

Figure 3-1: Project Corridor Map
3-1
unit of SAIL, is one of the largest steel manufacturing facilities in India. There are many small-
scale industries in Rourkela catering to the needs of RSP and other large industrial units. The
Project Corridor is shown in Figure 3-1.
3.2 ROAD INVENTORY
3.2.1 General
The Project Corridor has a two-lane carriageway configuration (average 7.0m wide) with paved
shoulders on either side of average 1.5 m width, followed by 1m of earthen shoulder. The
carriageway width varies from 6.7 m to 7.5m. Formation width of corridor varies from 11-14m for
most of the length of project road except from Km 66/ 200 to Km 66/ 500 where it is 10m.
The Project Corridor generally traverses through plain terrain for most of its length – for the rest
of the length it passes through rolling terrain except for about 1 km length near Km 20, where the
terrain is hilly. The typical variation of terrain type along the Project Corridor is shown in Figure
3-2 below.
Hilly3
Rolling2
Terrain
Plain1
0
5 17 30 42 57 69 81 94 106 118 130 142 155 167
Chainage (Km )
Figure 3-2: Variation of Terrain along the Project Corridor
The Project Corridor generally has an embankment height varying from 0.5 - 2m except at major
bridge approaches. The variation of embankment along the Project Corridor is shown in Figure
3-3.
3-2
8
Embankment Height (m)
5 17 30 42 57 70 82 94 106 118 131 143 155 167

Chainage (Km )
Figure 3-3: Variation of Embankment Height along the Project Corridor
3.2.2 Land Use
The land use along the Project Corridor is mostly urban, agricultural and forest, with a significant
percentage (18%) of land lying barren. The project road passes through forest area between Km
110/ 000 and Km 111/ 000, Km 92/ 000 and Km 107/ 000, Km 65/ 000 and Km 72/ 000, and Km
7/ 000 and Km 9/ 000. The land use along the corridor is shown in Figure 3-4.
Land use distribution along the project corridor
Industrial
6% Agricultural
Barren
18% 29%
Forest
15%
Built Up
32%
Agricultural Built Up Forest Barren Industrial
Figure 3-4: Distribution of Land Use along the Project Corridor.
3.2.3 Road Geometry
The Project Corridor generally has fair geometry, except at a few locations where poor geometry
in the form of reverse curves and sharp curves were observed. Poor geometry is generally
observed at constrained locations like forest areas, railway crossings and major river bridges.
The locations of geometrically poor stretches are shown in Table 3-1 below.
3-3
Table 3-1: Geometrically-Deficient Stretches along the Project Corridor

S. No Location (Km) Remarks
1 10-11 Sharp Curve on LHS
2 12-13 Mild Reverse Curve
3 13-14 Sharp Curve on LHS
4 18-19 Railway Level Crossing, Sharp Curves on both sides of it
5 23-24 Sharp Curve
6 27-28 Railway Level Crossing, Sharp Curves on both sides of it
7 37-38 Reverse Curve, forest area on one side
8 42-43 Sharp Curve on Bridge Approach
9 62-63 Sharp Curve, Talpatia Village
10 66-67 Sharp Curve on Bridge Approach
11 73-74 Poor Geometry, Minor Village Ribbon Developments
12 96-98 Poor Geometry, Forest Area
13 101-102 Poor Geometry, Forest Area on Both Sides
14 108-109 Sharp Curves on Minor Bridge Approaches
15 135-136 Sharp Curve on LHS,
Deficient Curves, Reverse Curves, Poor Geometry on Bridge Approaches,
16 157-160
and Engineering College and minor ribbon development
3.2.4 Railway Crossing
The Project Corridor crosses four railway lines

along its alignment, of which one is an existing
2-lane ROB at Km 49/ 650 on the existing
Jharsuguda Bypass over the Mumbai –Howrah
railway line, while the other are level crossings.
Two crossings are with the Sambalpur-

Rourkela single railway line where the
crossings are at-grade (level) with poor
geometry in approaches. It is required to
improve the geometry along with construction
Unmanned Railway Crossing at Km 143
of a new ROB at these locations. These two
crossings are located between Sambalpur and Jharsuguda at Km 18/ 200 and Km 27/ 700
respectively. The fourth railway crossing is at Km 143/ 000 where the project road crosses a
narrow gauge railway line for the Odisha Cements Limited (OCL) factory. This railway level
crossing is presently unmanned, thereby raising safety concerns.
3.2.5 Major Intersections
There are a total of 166 intersections along the Project Corridor. Of these, 16 are major
intersections with various categories of roads. The start point with NH-6 bypass is served by a
rotary. The end of the Project Corridor at Ved Vyas Chowk is served by a channelised
intersection. The Project Corridor has three bypasses at Jharsuguda, Sundargarh and
Rajgangpur. The intersections at the termini of these bypasses are major. Apart from these, the
3-4
junction with NH-200 on the Jharsuguda bypass is also major. The major intersections and their
configuration are presented in Table 3-2 below:
Table 3-2: Major Intersections and their Configuration
S. Location
Cross-Road Configuration
No (Km)
1 4.900 NH-6 Rotary at Start Point
Existing Jharusuguda Bypass
2 46.800 Y-Junction with Rotary and Channelisers
Start Point
Existing Jharsuguda bypass T-Junction on Jharsuguda Bypass with
3 52.500
End point on NH-200 Channelisers
End point of Common portion
4 55.500 T-Junction with Channelisers
with NH-200
Existing Sundergarh Bypass
5 79.800 Y-Junction with Rotary and Channelisers
start Point
Existing Sundargarh Bypass
6 85.500 T-Junction with Channelisers
End Point
7 91.150 SH-31 to Bihar and MP Border Karamdihi, T junction
8 105.106 Black-Topped (BT) road T junction With Channelisers
9 109.700 BT road T junction With Channelisers
10 112.113 BT road T junction With Channelisers towards Langi
11 133.800 BT road T junction With Channelisers
12 142.250 Rajgangpur Bypass Start T junction With Channelisers
13 145.600 Rajgangpur Bypass End Y junction With Channelisers
14 149.500 BT Road Y-Junction with Channelisers
15 166.280 BT Road T-junction to Kalunga Industrial Area
16 167.400 NH-23 T-junction with Channelisers at End Point
The details of the Road Inventory Survey are presented in Appendix 3.1, Volume IA of this
report.
3.3 PAVEMENT CONDITION
Pavement condition survey has been carried out on the Project Corridor mainly by visual
observation. Basic pavement distresses like cracking, potholes, raveling, and extent of patching
have been noted as a percentage area for every 100m length of road. Apart from these
distresses, edge breaking as percentage length affected has also been recorded for every 100m
along the road. Condition of the unpaved shoulders was assessed in terms of shoulder drop-off
and depressions on shoulder.
Condition of the pavement along the Project Corridor is generally good. Bleeding is the
predominant distress along the corridor. Shoving and rutting have also been observed at several
places. Bumpy surface and undulations are seen at several locations. Cracking/ raveling are not
prevalent on this road. The condition of paved shoulders is poor. A longitudinal crack/ joint is
visible at the junction of main carriageway and paved shoulder, thereby indicating that the main
carriageway and the paved shoulders have been constructed at different points in time, with the
latter probably having been constructed later.
3-5
Data collected during the surveys is presented in Appendix 3.2, Volume IA of this report. The
aggregate distress in a kilometer is considered to be the average of the values in that kilometer
length. The extent of cracking, potholes, patching and raveling has been individually divided into
4 categories based on the percentage area of distress, namely, <5%, 5% - 15%, 15% - 30%and
>30%. This has been presented in Figure 3-5. The condition survey data reveals that 80%
length of the project road has total distresses less than 5%. The total distress along the road is
shown in Figure 3-6. The section from Km 125/ 000 to Km 126/ 000 is the only stretch where the
total distress exceeds 20%.
Total Distress along the Project Corridor
0% 2%
18%
80%
>30 % Area 15 - 30% Area

5 - 15% Area <= 5% Area
Figure 3-5: Distribution of Total Distress along the Project Road
25
20
15
10
C hai nag e in Km
Figure 3-6: Variation of Total Distress along the Project Road
3-6
3.4 CD STRUCTURES
Bridges are the vital infrastructure elements of a highway network. Maintaining serviceability of
bridges and consequently retaining their level of reliability during their lifetime therefore deserves
high priority from techno-economic considerations.
3.4.1 Inventory of Structures
Very limited secondary information on the existing structures

such as year of construction, span arrangement, width, type
of superstructure, substructure and foundation were
available form annual inspection reports of the local OWD
Offices. Only few as built drawings could be collected from
the local office but these are not sufficient enough to finalize
the repair and rehabilitation for the existing structures.
With the aim to assess and appreciate the existing condition

/ characteristics of the bridges and CD structures along the project corridor, and particularly to
visually inspect the bridges and culverts, a detail condition survey was carried out by the key
professionals of the Consultants during the month of December 2007 with following are the main
objectives:
• To systematically record the physical state of the
structure as it exists now.
• To identify actual and potential source of trouble and
propose remedial measures.
• To ensure that the existing bridges with
repair/rehabilitation are fit for use and structurally safe.
Given the above objectives, various elements detailed

below have been noted during the survey:
• Span arrangement • Type and condition of railing
• Carriageway width • Type and condition of drainage spouts
• Total width of structure • Condition of wearing coat
• Type of crossing • Condition of approach slab
• Direction of flow • Type and condition of protection works
• Type and condition of superstructure • Type and condition of substructure
• Type and condition of expansion joint • Type and condition of wing wall or independent
retaining wall
• Type and condition of bearing • Details of overtopping like length of overtopping, depth
of flow, frequency of overtopping, duration of
overtopping and traffic movement during overtopping
(from local inquiry).
The summary of the existing structures, by structure type, as per inventory is given in Table 3-3
below.
3-7
Table 3-3: Structural Type Details

Sl. Total No. of
Type of Structure
No. Structures
1. Major Bridge 6
2. Minor Bridge 39
3. ROB 1+1 (at grade ROB)
4. Slab Culvert 225
5. Pipe Culvert 98
6. Box culvert 8
Total no. of Structure 378
Table 3-4: Details of Existing Major Bridges

Sl Design Name of the Span
Type of Structure
No. Chainage (km) River Arrangement
12.75 + End spans RCC T-Girder and intermediate spans
1. 41.258 Kherwall 6x36.08 + string arch superstructure. Substructure RCC
12.75 circular column on pile foundation.
End spans RCC T-Girder and Intermediate
26.85 + 3x47.2 +
2. 64.972 Safaiye Spans are PSC Box Girder. Substructure RCC
26.85
wall type on well foundation.
Superstructure RCC Box Girder. Substructure
3. 115.085 3x23.5
RCC wall type on well foundation.
RCC T-Girder Substructure RCC wall type on
4. 142.380 4x15.15
Open foundation.
RCC T-Girder. Substructure RCC wall type on
5. 152.234 Kanshabahal 2x16.2+5x17
well foundation.
RCC T-Girder. Substructure RCC wall type on
6. 163.314 4x15.25
Open foundation.
Table 3-5: Details of Existing Minor Bridges

Sl. No. Type of Structure Total No. of Structures
1. RCC Box Type 3
2. RCC Solid Slab 17
3. RCC Cantilever solid slab 12
4. Arch widened by solid slab 1
5. Steel plate girder 1
6. RCC T-girder 5
Total No. of Structures 39
Table 3-6: Details of Existing Slab Culverts

Span Range ( L ) in
S. No. Structure Type Numbers
meters
1 Slab Culvert 0 <L ≤ 2 144
5 Slab Culvert 5 <L < 6 05
4 Box Culvert 0 <L ≤ 3 02
5 Box Culvert 3 <L < 6 06
Total No of Slab and Box Culverts 233
3-8
Table 3-7: Details of Existing Pipe Culverts

Diameters in
S. No. Structure Type Numbers
meters
1 Pipe Culvert 0.600 28
Total no Pipe Culverts - 98
Table 3-8: Deck Width of Existing Major and Minor Bridges
S. No. Structure Type Carriageway Width
1 Major Bridge 7.00m to 7.50m
2 Minor Bridge 10.45m to 11.3m
The inventory of existing structures, their dimensions and visually-apparent condition, together
with preliminary recommendations regarding the repair/ reconstruction/ widening have been
presented in Chapter 7 of Volume II of this report.
Condition survey of all the structures has also been carried out by visual inspection. Photographs
have been taken of the critically distressed components of the structures.
3.5 SOIL CHARACTERISTICS
Soils in the study area are mainly red sandy, lateritic and red loamy/ earth in nature on both sides
of the Project Corridor. The study area is rich in mineral resources and has vast deposits of iron
ore. From the test results of soil samples collected along the project road, it is concluded that
coarse grain soils cover 95% of the length of project road. The soil type along the Project
Corridor is shown in Figure 3-7. Abundant road construction soils are available in the vicinity of
the project road.
CI
SP- SC
SM-SC 5%
5%
5%
SC
85%
Figure 3-7: Soil Type along the Project Road
3-9
3.6 SOCIAL AND ENVIRONMENTAL FEATURES
This section of the report assesses the nature, type and dimensions of the study area and
describes the physical, biological, cultural and socio-economic parameters present along the
Project Corridor. Data on the various environmental components relevant to decisions about
project location, design and operation have been assembled from field surveys along with
information from various secondary sources. A detailed description of all these elements has
been presented in Chapters 7 and 8 of this report; however, a brief summary is presented in the
subsequent sections of this chapter.
3.6.1 Physical Environment

The climate of the project area is characterized by hot summer with high humidity. Summer
generally commences from the month of March. Temperatures begin to rise rapidly and reach a
maximum level during the month of May. During summers, the monthly average maximum
temperatures are recorded at around 41.6oC at Sambalpur and Jharsuguda, and 46oC at
Sundargarh. The weather becomes more pleasant with the onset of the monsoons in June,
which continues up to October. The annual average rainfall recorded at Sambalpur, Jharsuguda
and Sundargarh are 1667.5 mm, 1460.9 mm and 1647.6 mm respectively. Winter season starts
at the end of November and lasts till February. The monthly average minimum temperature
recorded during the winter season in the study area is about 12.0oC in Sambalpur and
Jharsuguda, and 1.9 oC in Sundargarh, during January.
The relative humidity is high during the south-west monsoon season, generally hovering around
more than 80%. July, August and September show the highest humidity levels. After the
monsoon season, humidity decreases; during the winter season the air is fairly dry. The lowest
humidity level recorded is 31% and 21% (during evening time) at Sambalpur and Jharsuguda
respectively in the month of April, whereas the minimum humidity level is recorded in Sundargarh
as 43% in the evening.
3.6.2 Ecological Environment
The Project Corridor passes through four forest divisions viz. Sambalpur North, Sambalpur
South, Sundargarh and Rourkela. According to formal classifications, four types of forests are
found in the project districts. The area under Reserve Forests is 4839.12 sq. km., under
Demarcated Protected Forests 1309.83 sq km, under Unclassified Forests is 2.94 sq km and
other forests under the control of revenue department is 2639.64 sq km. The geographical area
of these three districts is 18450 sq km. There about 9,000 trees existing within a hypothetical
proposed RoW of 45m. About 16 km of the project road passes through various forest areas. The
tree species found within the proposed RoW are Sal, Teak, Sheesham, Palash, Aam, Jamun,
Imli, Eucaliptus, Acacia, Shimuli, Arjun etc.
3-10
3.6.3 Socio-Economic Profile
In order to appreciate the socio-economic profile of the influence area of the Project Corridor, a
micro-level analysis has been presented in Chapter 8 of this report. However, a brief summary
the socio-economic characteristics of the Police Station, Districts and Villages through which the
corridor passes are presented through the following:
• Social Aspects, including Population Distribution, Gender Ratio, Share of Vulnerable Groups
and Literacy Rate; and
• Economic Base, including Workforce Participation Ratio and Sector-wise Distribution of
Workers.
The database for analyses has been assimilated from the 2001 Census of India and presented in
Table 3-9 below.
Table 3-9: Population Distribution, Sex Ratio, Literacy Rate, WPR Share and Share of
Vulnerable Population along the Project Corridor, 2001
S. Total Sex Share of Literacy WPR
Police Station/District
No Population Ratio Vulnerable Rate Share
Brahmani Tarang 248469 856 18.14 72.8 29.54
Rajagagapur 80808 964 48.93 62.7 29.52
Kutra 9354 1020 84.39 50.67 44.68
1 Baragaon 19252 992 66.59 54.39 43.44
Sundargarh 53355 956 44.46 68.53 33.91
Bhasma 5672 981 58.36 50.51 51.45
Sundargarh District 416910 900 31.75 68.65 31.38
Jharsuguda 85040 913 35.56 67.25 32.06
2
Jharsuguda District 85040 913 35.56 67.25 32.06
Katarbaga 7435 979 60.56 53.8 49.39
Sasan 66320 972 59.89 55.95 51.57
3
Sambalpur 267970 925 29.18 68.79 32.24
Sambalpur District 341725 935 35.82 65.97 36.36
Project Total 843675 915 33.78 67.42 33.46
From the above table it can be concluded that the total population in the rural and urban areas
through which the Project Corridor passes is about 844,000. Actual number of properties within
the proposed RoW is presented in Chapter 8 of this report.
Gender ratio in Sambalpur District, according to 2001 census, is 935, in Jharsuguda District it is
913 and in Sundargarh District the ratio is 900 to the 1000. However, in Kutra Police Station of
Sundargarh District the gender ratio is in the favour of females, at 1020. The share of vulnerable
population (SC and ST) along the Project Corridor is high in Kutra and Baragaon police station
areas, where this share is 85.4% and 66.60% respectively. In Brahmani Tarang police station
area the share is lowest, at 18.2%.
Among the several police station areas, the highest percentage share of total literates is in
Brahmani Tarang 72.80%, 67.25% in Jharsuguda where as the lowest is in Katarbaga Police
3-11
Station, at 53.80%. The average work participation rate along the Project Corridor is 33.46%. In
Bhasma and Sasan police station areas Workforce Participation Ratio (WPR) is the highest, at
51.45% and 51.57% respectively, whereas in the Brahmani Tarang and Rajagagapur Police
Station areas it is the lowest, at 29.54% and 29.52% respectively.
3.6.4 Cultural Properties
Cultural properties located along the Project Corridor include temples, shrines, grave yards etc.
These cultural properties are owned by the community, panchayat or trust, and have high
religious and cultural value. Thus, these properties are of major significance to the local
communities living close to the Project Corridor and have been recorded for identification of likely
impacts on these.
3.7 RIGHT OF WAY
Information on available RoW has been collected from the officials of Odisha Works Department
(OWD). The RoW along the project road varies from 13m to 90m with an average RoW of 36m.
The existing carriageway is eccentrically placed in the available land width. Available RoW is less
than even 20m at several places between Km 150/ 000 and Km 160/ 000. Figure 3-8 presents
the chainage-wise RoW availability information. The collected RoW data is appended in
Appendix 3.3, Volume IA of this report.
Kilometer Wise RoW Details along the Project Corridor
100
80
RoW (m)
60
40
20
0
5.0
11.2
17.5
26.7
39.1
49.2
64.7
67.4
70.3
74.4
77.0
81.0
86.2
91.2
96.6
101.9
107.0
111.9
118.2
124.2
129.8
139.8
151.2
Chainage (Km)
Figure 3-8: Available RoW along the Project Corridor
3-12
CHAPTER 4: TRAFFIC SURVEYS,
ANALYSES AND PROJECTIONS
CHAPTER 4: TRAFFIC SURVEYS, ANALYSES AND
PROJECTIONS
4.1 INTRODUCTION
Traffic forms a key element of project preparation studies of road projects proposed to be
implemented under the PPP implementation format. It has a direct bearing on several aspects,
including carriageway configuration and width requirements, pavement thickness, structural
design, other design features and elements, wayside facilities as well as revenues and project
viability, both economic and financial. All these signify the importance of traffic data and
analyses, and are a major determinant of improvement costs, particularly if the project is to be
developed and implemented on a PPP format. Given this, decisions on the type of traffic surveys,
locations and duration have therefore been taken judiciously to arrive at representative traffic
flows on the various sections, traffic desire patterns and characteristics.
An extensive analysis of the traffic database developed by conducting various surveys has been
made not only to appreciate present traffic and travel characteristics but also to arrive at realistic
traffic scenarios for future years on the project corridor. The present chapter discusses the
salient traffic and travel characteristics and traffic forecast.
4.2 THE PROJECT CORRIDOR AND SECTIONS
The project corridor between Km 4/ 900 (Ainthapalli Junction) to Km 167/ 400 (Ved Vyas
Junction), being part of the SH-10, passes through many urban settlements and industrial
centers viz. Rengali, Jharsuguda, Sundergarh, Rajgangpur etc., besides connecting Sambalpur
with Rourkela. It therefore experiences varying traffic levels between various urban/ industrial
centers.
With a view to capture section-wise traffic flow characteristics, the total project stretch has been
segmented into four traffic-homogeneous sections, based upon the locations of major
intersections/ urban settlements that act as main collectors or distributors of traffic along the
project corridor; i.e., sections of more or less similar traffic characteristics would form one
homogeneous section. Figure 4-1 below presents the traffic-homogeneous sections of the project
corridor along with the adjoining road and rail networks in the project influence area. The
homogeneous sections identified are tabulated in Table 4-1 below.
Table 4-1: Traffic-Homogeneous Sections
Homogeneous Section Km - Km Length (Km)
Section 1: (Ainthapalli, Sambalpur - Jharsuguda) 04/900 to 55/500 50.6
Section 2: (Jharsuguda – Sundergarh) 55/500 to 79/800 24.3
Section 3: (Sundergarh – Rajgangpur) 79/800 to 145/500 65.7
Section 4: (Rajgangpur – Ved Vyas Chowk, Rourkela) 145/500 to 167/400 21.9
4-1
However, bypass sections between Km 46/ 000 and Km 55/ 500 (9.5 km in length) i.e. the
proposed Jharsuguda Bypass, and between Km 79/ 800 and Km 85/ 400 (5.6 km in length) i.e.
the proposed Sundergarh bypass, will have slightly lower traffic levels as compared to the
corresponding homogeneous section.
Km 145+500
ROURKELA
SH-31 Kutra
Tudalaga
Km 167+400
Bringatoli
Karamdihi
SUNDARGARH Badagaon
Kukurbhuka
Jarangloi
SH-3
Km 79+800
1
Kirei
Bhasma
Durtago
Km 55+500
JHARSUGUDA
NH-2
00
23
Lapanga
NH-
Rengali
Rampela
NH-6 DEOGARH
Km 4+900
SAMBALPUR
Figure 4-1: Traffic-Homogeneous Sections
Along the project corridor at each location, where traffic volume count survey was conducted in
December 2007, a three days count survey was conducted again in August 2011. This was
intended to see and review the growth in traffic over four years time.
4.3 TRAFFIC SURVEYS: TYPE, LOCATION AND DURATION
In order to comprehensively appreciate the traffic and travel characteristics on the project
corridor from Km 04/ 900 to Km 167/ 400 of SH-10, the type of surveys, locations and duration,
identified at the inception stage of the study have been followed during data collection exercise
with minor modifications on account of site conditions.
4-2
The type of surveys conducted along the project corridor as well as in influence area along with
their locations and durations have been tabulated in Table 4-2 and also presented in Figure 4-2.
Table 4-2: Traffic Surveys and their Locations
Type of Survey Sl. No. Location Duration
168 hrs.
1 Rampela Toll Gate @ Km 22 (video-recording of
traffic for 24 hrs.)
Traffic Volume 2 Sundergarh Toll gate @ 79/600 168 hrs.
Count Survey
3 Near Bargaon between Km 110-111 72 hrs.
4 Nuagaon Toll Gate @ Km 160/400 168 hrs.
5 On NH-6 near Deogarh on Influence area network 24 hrs.(weekdays)
1 Rampela Toll Gate @ Km 22 24 hrs.
2 Sundergarh Toll gate @ 79/600 24 hrs.
O-D Survey
4 On NH-6 near Deogarh on Influence area network 24 hrs.
1 Rampela Toll Gate @ Km 22 24 hrs.
WTP Survey 2 Toll Gate @ 79/600 24 hrs.
1 Biju Patnaik Chowk @ Km 46 (3-arm) 24 hrs.
2 Jharsugoda Bypass @ Km 52/500 (3-arm) 24 hrs
3 Kishan Chowk @ Km 55/500 (3-arm) 24 hrs
4 Kirei Junction @Km 78/300 Jn with MDR-3 (3-arm) 9AM to 9PM
Turning 5 @ Km 79/800 start of Sundergarh Bypass (3/1 arm) 24 hrs
Movement 6 @ Km 85/400 end of Sundergarh Bypass (3-arm) 8AM to 8PM
Survey 7 Karmadihi Jn. @ Km 90/800 (3-arm) 9AM to 9PM
8 Gariamal Jn. @ Km 109/500 (3-arm) 8AM to 8PM
9 Ranibandhi (Birsa Chowk) @ Km 145/500 24 hrs
Ved Vyas Chowk @ Km 167/400 end of project corridor
10 24 hrs
(3-arm)
1 All four arms of Ainthapalli Int. 8AM to 8PM
2 Location 1 bet Km 23 and 26: Rengali urban stretch 8AM to 8PM
3 Location 2 bet Km 23 and 26: Rengali urban stretch 8AM to 8PM
4 In-front of Bhusan Power and Steel, Thelkoloi @ Km 39 8AM to 8PM
All three arms (across movement) of Kishan Chowk @
5 8AM to 8PM
55/500
Two arms of Jn. @ Km 82/800 pedestrian count across
Pedestrian 6 8AM to 8PM
project corridor
Count Survey
Near Karmadihi Jn in urban stretch across project
7 8AM to 8PM
corridor
@ Km 112/900, two arms, pedestrian count across
8 8AM to 8PM
project corridor
Birsa/Ranibandh Chowk @ Km 145/500, two arms,
9 8AM to 8PM
pedestrian count across project corridor
10 All three arms (across movement) of Jn @ 167/400 8AM to 8PM
on-street parking accumulation at 15 identified stretches
Parking Survey 12 hours (day time)
with significant parking
Sections considered: Ainthapalli Jn. to Km 46, Km 46 to
Speed and 11 sub- Km 53, Km 53 to Km 55/500, Km 55/500 to Km 79/800, two round trips
Delay Survey sections Km 79/800 to Km 85/400, Km 85/400 to Km 145/500, during peak period
Km 145/500 to Km 167/400.
4-3
ROURKELA
Orissa
Location of Project Corridor
SH-31
Kutra
Tudalaga
Bringatoli
Karamdihi
SUNDARGARH Badagaon
Kukurbhuka
Jarangloi
SH-3
1
Kirei LEGEND
Bhasma
Durtago
JHARSUGUDA
NH-2
00
23
Lapanga
NH-
Rengali
Rampela
NH-6 DEOGARH
SAMBALPUR
Figure 4-2: Traffic Survey Locations and Types
4.3.1 Classified Traffic Volume Counts
These surveys were conducted for seven continuous days on three homogeneous sections and
for three continuous days on one homogeneous section. The surveys were conducted using a
pre-designed proforma at 15-minute intervals for all the locations. In addition to this, one-day
classified volume counts were conducted at one location in the project influence area, on NH-6
near Deogarh, which, along with NH-23 is a potential alternate route between Rourkela and
Sambalpur. Locations were selected so as to capture representative traffic volumes on the
homogeneous section and not to capture local traffic near urban settlements. Photographs below
show the survey in progress:
Traffic Volume Survey Under Progress during December 2007
Following the main survey during December 2007 and having presented preliminary results to
the Client, the Review Committee felt a need to reconfirm the traffic figures in the field. In this
4-4
regard a joint traffic survey (by the Transaction Advisors and OWD staff) was conducted for a
day (24-25 January 2008) at two locations along the project corridor. The variations in results
were found to be within acceptable limits.
Confirmatory Traffic Volume Survey Under Progress during 24-25 January 2007
4.3.2 Origin-Destination Survey
The project corridor serves as the main spine for traffic movement between Rourkela and
Sambalpur as it provides the shortest route between these two major urban centres. Preliminary
network analysis in the influence area and travel patterns on the same did not indicate any
divertible traffic from the surrounding network onto the project corridor in case of further
improvements. Further, to understand the desire pattern of traffic, Origin-Destination (OD)
Surveys were conducted at three locations on the project corridor for 24 hours continuously, in a
manner so as to coincide with the representative volume counts. The road-side direct interview
method was adopted to conduct the survey on a pre-designed proforma. The survey sample was
captured uniformly following a systematic random approach for all modes, with due care to avoid
duplication of samples and undue weightage to any particular mode. Photographs below show
the OD survey in progress:
Origin-Destination Survey in Progress
4-5
4.3.3 Turning Movement Survey
The corridor being largely industrial and mining-based, traffic movements are expected to be
considerable during night time too. Hence, after careful consideration, turning movement surveys
were conducted on the project corridor for 24 hours (at 6 intersection locations) and for 12 hours,
day time (at 4 intersection locations), covering all possible movements. These intersections are
all three-arm junction types. Photographs below show the turning movement surveys in progress:
Turning Movement Survey in Progress
4.3.4 Pedestrian Counts
Pedestrian count surveys have been conducted for 12 continuous hours (day-time) along the
project corridor near major intersections, along with turning movement surveys, on specific
intersections where cross-pedestrian movement was observed to be significant. In addition, at
three mid-block locations (Rengali and Karmadihi urban/ semi-urban stretch), pedestrian count
surveys have been conducted.
4.3.5 Speed-Delay Surveys
Speed-Delay Survey was conducted on the project corridor by the “Moving Car Observer”
method, in which a car (New Technology Car or NTC - Mahindra “Scorpio”) was used as the Test
Car. Among the homogeneous sections (4) identified for the purpose of traffic appreciation, each
section was further divided into sub-sections (11 sub-sections on the project corridor) for a better
appreciation of variation in journey speed at a disaggregated level.
Two round trips were made on each sub-section to obtain a better average statistical value and
to minimize any temporal effect on the road section. The survey included counting of vehicles
coming from the opposite direction, vehicles overtaking the test car and vehicles overtaken by
the test car so as to establish comparative traffic flow (PCU/ hour) on various sub-sections of the
project corridor.
4-6
4.3.6 Willingness-To-Pay (WTP) Survey

Though the project corridor is already a tolled facility with a fixed, flat toll rate, in order to further
assess the willingness of the road users to pay (possibly) more toll for a four-lane divided facility,
WTP survey was conducted. For passenger vehicles, i.e. cars, the WTP survey was conducted
along with the Origin-Destination survey on a separate proforma that records trip-based
information as well. Truck and bus operators were interviewed separately in Sambalpur,
Rourkela, Sundergarh, Joda and Koira to facilitate an understanding of the willingness to pay for
commercial vehicles.
4.4 TRAFFIC VOLUME ANALYSES

Traffic volume analyses is essential to appreciate traffic characteristics on the project corridor
and hence to develop a rational policy for designing the various components of the corridor.
Intensity of traffic plying on the existing road and its variation and composition, form the basis not
only to appreciate characteristics in the base year but also to forecast the traffic in the future
years. The following sub-sections discuss the different aspects of traffic characteristics on the
project corridor.
4.4.1 Average Daily Traffic

The traffic data (in vehicles) collected during field surveys have been compiled and converted
into equivalent Passenger Car Units (PCU) to determine the Average Daily Traffic (ADT) in
vehicles and in PCU. Table 4-3 lists the adopted PCU equivalent for different vehicle type based
on IRC: 108 -1996, and also from previous similar studies (carried out on other rural highways in
India) for the modes not covered in the IRC guidelines.
Table 4-3: Adopted PCU Equivalents for Different Vehicles
Vehicle Type PCU Equivalent
Sc/Mc 0.5
3 -wheeler /Auto 1
Car/Jeeps 1
Standard Bus 3
Mini Bus 1.5
Motorized
LCV/Tempo 1.5
Vehicle
2-Axle Truck 3
3-Axle Truck 3
M-Axle Trucks 4.5
Tractor with Trailer 4.5
Tractor without Trailer 1.5
Cycle 0.5
Non-Motorized Cycle Rickshaw 2
Traffic Bullock Cart 8
Horse Driven Cart 4
Table 4-4 presents location-wise traffic in Average Daily Traffic (ADT) (vehicles) as well as in
PCUs/ day. The table also provides the total number of motorized passenger vehicles, motorized
goods vehicles and non-motorized vehicles by location on the project corridor as well as by
locations in the influence area.
4-7
The analysis of traffic volume data indicates more or less similar traffic level throughout the
project corridor with maximum being observed on the Rajgangpur-Rourkela section (14,500
PCUs/ day) followed by the rest of the sections in the range of 10,000 to 13,500 PCUs/ day.
Comparing other three homogeneous sections, multi-axle trucks are observed to be the
maximum on Sambalpur-Jharsuguda section at about 475 numbers per day.
Table 4-4: Average Daily Traffic (ADT) on Project Corridor by Location
Motorized Motorised Non-Motorized Total Total
Location
Passenger Vehicle Goods Vehicle Vehicle Vehicle PCU
Project Corridor
Rampela Toll Gate @ Km
4,289 2,932 1,171 8,392 13,484
22
Sundergarh Toll Gate @
4,489 2,591 2,187 9,267 11,979
Km 79/600
Gariamal @ Km 110 2,106 2,614 591 5,311 10,017
Nuagaon Toll Gate @ Km
4,006 3,444 1,272 8,722 14,430
160/400
Influence Area
Near Deogarh on NH-6 2,366 8,738 977 12,081 30,071
The Vehicle: PCU ratio on the project corridor came out to be 1:1.57, thereby signifying a major
share of two-wheelers/ cycles in the traffic flow.
Unlike the project corridor, NH-6, in the influence area, experiences approximately twice the
traffic levels with Vehicle: PCU ratio being 1: 2.5, signifying a much higher share of commercial
goods vehicles.
4.4.2 Hourly Fluctuation in Traffic Intensity

The hourly variation in the total traffic by different locations on the project corridor is presented in
Figure 4-3.
1200
1000
Rampela Toll
Naka @ km
Traffic (PCU/Hr)
800 22
Sundergarh
600 Toll Naka @
km 79+600
400 Gariamal @
km 110
200
Nuagaon Toll
0 Gate @ km
160+400
Time
Figure 4-3: Location-Wise Hourly Variation in Traffic Intensity
4-8
Figure 4-3 reveals that there is not much variation in traffic intensity over the day, except at Km
160/ 400 where the peak hour share was recorded as 8.65%, which may be attributed to heavy
cycle volumes during times of change of shifts in industrial units in Rajgangpur. At every location,
reduced traffic levels have been observed during night hours.
4.4.3 Traffic Composition
Table 4-5 presents traffic composition by vehicle and by location.

Table 4-5: Traffic Composition on Project Corridor by Location
Car/ Std. Mini LCV/ 2,3-Axle m-Axle Other Total
Location Sc/Mc 3-Wheelers Tractors Cycle
Jeeps Bus Bus Tempo Truck Truck NMTs Vehicle
Rampela Toll Gate @ Km 22 24.8% 2.0% 20.1% 3.7% 0.5% 4.3% 24.1% 5.6% 0.8% 13.9% 0.0% 100%
Sundergarh Toll Gate @ Km 79/600 33.1% 1.1% 11.9% 2.0% 0.3% 4.0% 22.7% 1.0% 0.3% 23.2% 0.4% 100%
Gariamal @ Km 110 19.8% 1.0% 14.6% 4.1% 0.1% 3.5% 43.9% 1.7% 0.1% 11.1% 0.1% 100%
Nuagaon Toll Gate @ Km 160/400 25.9% 2.5% 13.0% 4.0% 0.5% 3.2% 35.1% 1.1% 0.2% 14.2% 0.4% 100%
Overall Project corridor 26.7% 1.7% 14.8% 3.4% 0.4% 3.8% 30.0% 2.4% 0.4% 16.2% 0.3% 100%
Near Deogarh on NH-6 9.8% 1.9% 5.7% 1.9% 0.3% 0.1% 65.9% 6.3% 0.0% 8.1% 0.0% 100%
From the analysis of the data it can be seen that trucks comprise a significant share, ranging
between 25-50% of the total vehicles, followed by two-wheelers and cycles, both in the range of
10-30%. The share of commercial traffic (buses and trucks) is almost half of the total vehicles.
Non-motorized traffic, primarily cycles, are around 16% of the total traffic.
Figure 4-4 presents the overall traffic composition by vehicles along the project corridor.
Other Bullock Cart

0.2% 0.0% Horse Cart Sc/Mc
Cycle Rickshaw 0.0% 26.7%
0.1%
Cycle
16.2%
Tractor Without
3 -w heeler /Auto
Trailer
1.7%
0.1%
Tractor With Trailer
0.2% Car/Jeep (OT)
2.1%
M-axle Trucks Car/Jeep (NT)

2.4% 12.7%
3-Axle Trucks
10.3% Bus (Ordinary)
1.2%
2-Axle Truck
Bus (Deluxe)
19.8% LCV/Tempo Mini Bus 2.2%
3.8% 0.4%
Figure 4-4: Traffic Composition by Vehicle along the Project Corridor
Appendix 4.1, Volume IA of this report presents location-wise traffic volume survey analysis in
the form of a summary sheet that comprises average (3-day or 7-day, as the case may be)
4-9
mode-wise hourly traffic (both directions), as well as directional traffic flow, in terms of total
vehicles and PCU, overall directional split, peak hour traffic, weekly variation in traffic intensity
(for 7 day count locations), traffic composition, mode-wise hourly variation, and other salient
parameters.
4.4.4 Estimation of Seasonal Correction Factor (SCF) and Average Annual Daily Traffic
(AADT)
Traffic fluctuates by the hour, by the day and by the month. Hence, it is essential to estimate a
factor which provides a relationship between Annual Average Daily Traffic (AADT) and Average
Daily Traffic (ADT) for the month corresponding to the traffic surveys. While hourly and daily
fluctuations have been accounted for by conducting surveys for continuous 168 hours (7 days),
the Seasonal Correction Factor (SCF) will be required to estimate AADT from this ADT data.
The project corridor is largely being used by industrial and mining traffic, which are generally not
affected by various seasons, except for the rainy season in case of mining-based traffic. Hence,
not much variation can be expected in traffic levels in different months of the year.
To arrive at the SCF, use has been made of the information available from the operational toll
gates on the project corridor for obtaining month-wise toll revenues. It is to be noted that similar
information was not made available to us for the third toll gate (Rampela). However, looking at
pattern in revenue variation at two toll gates, average of both figures could be applied on entire
corridor. The following Table 4-6 presents the month-wise revenue and estimated SCF for
various months. Figure 4-5 presents variation in revenue over month at two toll gates along the
project corridor.
7000000
6000000
5000000
Revenue (Rs.)
4000000
3000000
2000000
1000000
0
November
December
March
June
September
October
January
February
May
July
April
August
Months, 2007
Revenue @ Nuagaon Toll Gate (in Rs.) Revenue @ Sundergarh Toll Gate (in Rs.)
Figure 4-5: Monthly Variation in Revenue at two toll Gates along the Project Corridor
As per the available information, maximum traffic flow occurs during the month of October and
minimum in the month of September. December traffic is approximately 3% more than the
average annual traffic with the resultant SCF coming to 0.968.
4-10
Table 4-6: Estimated Seasonal Correction Factor (SCF)

Revenue @ SCF @ Revenue @ Average
Month of SCF @ Sundergarh
Nuagaon Toll Gate Nuagaon Toll Sundergarh Toll Adopted
Year 2007 Toll Gate
(in Rs.) Gate Gate (in Rs.) SCF
January 5,700,000 0.964 5,300,000 0.937 0.950
February 5,800,000 0.948 5,400,000 0.919 0.933
March 6,000,000 0.916 5,600,000 0.886 0.901
April 5,499,813 0.999 5,260,615 0.944 0.971
May 5,085,811 1.081 4,500,366 1.103 1.092
June 6,008,086 0.915 4,819,122 1.030 0.972
July 5,698,609 0.964 4,833,965 1.027 0.996
August 4,843,467 1.135 4,203,570 1.181 1.158
September 4,393,518 1.251 4,109,407 1.208 1.229
October 6,033,418 0.911 5,526,141 0.898 0.905
November 5,287,053 1.039 4,816,177 1.031 1.035
December 5,600,000 0.981 5,200,000 0.955 0.968
Average 5,495,815 1.00 4,964,114 1.00 1.00
Source: Operational Toll Gates
The estimated Seasonal Correction Factor (SCF) for the month of December, as computed from
the table above, has been applied to the average daily traffic on the project corridor obtained
during the month of December to estimate the Annual Average Daily Traffic in PCU/ day.
The results of survey conducted during August 2011 were converted to Average Daily Traffic
(ADT) expressed in PCU/day and further to Average Annual Daily Traffic (AADT) also expressed
in PCU/day using Season Correction Factor. Table 4-7 below compiles results of the same.
Table 4-7: Estimated Annual Average Daily Traffic (AADT) at Different Locations on
Project Corridor (Year 2011 survey)
Location ADT (PCU)* Estimated AADT (PCU)
Rampela Toll Gate @ Km 22 13,817 16,000
Sundergarh Toll Gate @ Km 79/600 19,300 22,349
Gariamal @ Km 110 10,500 12,159
Nuagaon Toll Gate @ Km 160/400 16,601 19,224
* As per primary survey conducted in the month of August, 2011
With this result a moderate growth in traffic between year 2007 and year 2011 has been
observed ranging between 6 to 16% by location. However, modal mix keeps changing due to
localised policies in mining area with regards to use of certain types of vehicle (2-Axle Truck and
3-Axle Truck).
In view of above, the data collected during year 2007 and details of O-D and other characteristics
established during initial study has been retained. However, for Financial Analysis the traffic
as established for the year 2011 has been taken as base year with 5% annual growth
thereon.
4-11
4.5 VEHICULAR TRIP AND DESIRE PATTERN
4.5.1 Background
As mentioned earlier, Origin-Destination Surveys were conducted on the project corridor to

establish the travel desire pattern. The data collected was analysed to obtain the trip ends and
travel characteristics of the road users of different types. The desire pattern of the road users
have been established on the basis of the O-D survey data and the traffic zones formulated for
the same.
4.5.2 Traffic Zones
A traffic zoning system is essential for the appreciation of travel pattern, which is a reflection of
the direct and indirect impact of the project. Keeping in view the extent of the project influence
area of the project corridor1, with the Sambalpur, Jharsuguda, Sundergarh, Keonjhar and
Bhadrak districts as the immediate influence area, the entire study area, viz. India, has been
divided into a three-level zoning system. The first zoning is at the district level where sub-districts
or group of sub-districts has been considered as one traffic zone. In the second level (i.e. at the
state level), individual districts form one traffic zone. In the third level of the zoning system (i.e. at
the national level), individual states or group of states form a traffic zone based on their
interaction with and influence on the project corridor.
The five districts in the immediate vicinity (Sambalpur, Jharsuguda, Sundergarh, Keonjhar and
Bhadrak) have been further sub-divided into 36 traffic zones, with the Rest of Odisha being
divided into 25 traffic zones and the Rest of the India into 17 traffic zones. Overall, the entire
study area has been divided into 78 distinct traffic zones for the purpose of the OD Survey. The
zone description is tabulated in Table 4-8 and presented in Figure 4-6 and Figure 4-7.
Table 4-8: List of Traffic Zones
Zone PS/District/Sta
Zone Type Zone Name Boundary Places
No. te
Group of Sambalpur (M), Sambalpur Town, Pardhiapalli,
Group of PSs/
Police Dhanupali, Sadar, Baidarunapali, Themra, Dhankaura,
1 Sambalpur Sambalpur/Odi
Stations Hirakund, Burla and Sindurpank, Remed, Baraipali, Durgapali,
sha
(PS) Ainthapali PS boundary Hirakund, Burla etc.
Sason, Kankhinda, Bisalkhinda, Parmanpur,
Sason/
Tabla, Salepali, Bhikhampur, Baham, Khalia,
2 PS Sason Sason PS boundary Sambalpur/Odi
Debaipali, Bisipali, Sansingari, Chhatargada
sha
etc.
Rengali, Jangla, Nisanbhanga, Paneloi,
Khenda Coal Mine, Basupali, Banloi,
Katarbaga/
Lapanga, Thelkoli, Dantamura, Khinda,
3 PS Katarbaga Katarbaga PS boundary Sambalpur/
Suramal, Shyam Dry Power Ltd., Miraj Steel
Odisha
and Energy Ltd., Sponge Iron Plant, Bhusan
PowerandSteel, etc.
1
Zoning system discussed here has been development to suit all four corridors under consideration in the ongoing
assignment.
4-12
No. te
Gamankira, Kochinda, Group of PSs/
Group of Kuchinda, Baksama, Bhojpur, Hadipali,
4 Kochinda Mahulpalli and Govindpur Sambalpur/
PS Gobindpur etc.
PS boundary Odisha
Dhama, Jujumura,
Group of PSs/
Group of Kisinda, Charamal, Dhama, Jujumura, Kisinda, Charamal,
5 Redhakhol Sambalpur/
PS Rairakhol, Gatetideula PS Rairakhol, Gatetideula
Odisha
boundary
Jharsuguda, Badmal, Kurebega, Hirma,
Jharsuguda/
Marakuta, Sarasmal, Sarbahal, Ekatali, SPS
6 PS Jharsuguda Jharsuguda PS boundary Jharsuguda/
SteelandPower, JSPL SteelandPowers Ltd.
Odisha
etc.
Belpahar, Banaharapali,
Group of PSs/
Group of West Orient, Brajarajnagar, Belpahar, Banaharapali, Orient,
7 Jharsuguda/
PS Jharsuguda Lakhanpur, Rengali PS Brajarajnagar, Lakhanpur, Rengali
Odisha
boundary
Group of PSs/
Group of East Laikera, Kolabira PS Laikera, Kolabira, Jharmunda, Durtago,
8 Jharsuguda/
PS Jharsuguda boundary Pormanpur
Odisha
Bhasma, Kundukela, Badbahal, Masanikani,
Bhasma/Sunda Podhahal, Deuli, Kanirma, Majhapada,
9 PS Bhasma Bhasma PS boundary
rgarh/Odisha gadiajore, Nialipali, Majhapada, Ghantbud,
Kaushal Ferro Metals etc.
Sundargarh, Bhedabahal, Kandabahal,
Sundargarh PS and Sundargarh/Su Bhawanipur, Kirai, Tangarpali, Mahulpali,
Group of
10 Sundargarh Sundargarh Town PS ndargarh/Odish Baladmal, Subaiaya, Karamdehi, Rajpur,
PS
boundary a Baurimundagaon, Hamirpur, Bhagapali,
Dumerbahal, Kukuridehi, Gopalpur etc.
Bargaon, Itma, Panderpali, Jharmunda,
Bargaon/Sunda Kantlamura, Baibai, Tudalaga, Gargadhahal,
11 PS Bargaon Bargaon PS boundary
rgarh/Odisha Khutmunda, Mahupada, Biringatoli,
Telighand, Budakata, Scan Steels Ltd. etc.
Rajgangpur, Jhatbeda, Garvana, Lamloi,
Rajgangpur/Su
Group of Rajgangpur and Kutra PS Baiberna, Jhagarpur, Dheluan, Chungimati,
12 Rajgangpur ndragarh/Odish
PS boundary Mandiakudar, Sushila Cement Ltd., OCL
a
Sponge Iron, Konark Cement Ltd. etc.
Brahminin Kalunga, Kilinga, Chikatmati, Beldihi,
Brahmini Brahmini Tarang PS
13 PS Tarang/Sundar Kolakudar, Gopapali, Brahmnitarang,
Tarang boundary
garh/Odisha Jhartarang, Jiabahal, Balanda, Tumrah etc.
Birmitrapur, Hatibari, Bisra Birmitrapur, Raiboga, Kurumunda,
Group of PSs/Sundragar
14 Birmitrapur (P) and Raiboga PS Chadrihariharpur, Gobira, Raichapal,
PS h/Odisha
boundary Patuabahal, Talsara etc.
Raghunathpali, Rourkela
Rourkela city, Jalda, Hathibandha,
(M), Rourkela (ITS), Raghnathpali/S
Group of sunaparbat, Suidihi, Ataghat, Kulamunda,
15 Rourkela Lathikata, Tangarapali, undargarh/Odis
PS Jangidihi, Lathikata, Tangarapali,
Bondamunda PS ha
Bondamunda etc.
boundary
Koida, Sumadihi, Bhanjapali, Teherei,
Koida/Sundarg
16 PS Koida Koida PS boundary Kadodiha, Kashira, Tensa, dengula,
arh/Odisha
Tentulidihi, Raekela, Tantara, bandula etc.
Lahunipada/Su Barsuan, Fatatangar, Baurkela, Kusumdihi,
17 PS Lahunipada Lahunipada PS boundary ndargarh/Odish Tinko, Kalaiposh, Bileipada, Solaberna,
a Luhanipada, Rajamunda, Khandhadar etc.
Banei/Sundarg Banei, Banaigarh, Upurda, Gobindapur,
18 PS Banei Banei PS boundary
arh/Odisha Deagaon etc.
4-13
No. te
Hemgir, Lephripara, Group of
Group of Sunderagrh
19 Kinjirkela, Talasara PS PSs/Sundargar Hemgir, Lephripara, Kinjirkela, Talasara etc.
PS Dist. (West)
boundary h/Odisha
Tikaetpali, Mahulpada,
Group of
Group of Sunderagrh Gurudia, Banki, Tikaetpali, Mahulpada, Gurudia, Banki,
20 PSs/Sundargar
PS Dist. (East) Kamarposh Balang PS Kamarposh Balang etc.
h/Odisha
boundary
Joda Town, Baneikala, Kolharaida,
Barbil/Keonjhar Bhuyanraida, Kunduripani, Cjormalda,
21 PS Barbil Barbil PS boundary
/Odisha Tilabur, Bhusugaon, Barbil, Naida, Thakurani,
Sialijoda, Bhagalpur, Kudapi, Kulariposh etc.
Kamarjoda, Banaspani, Jalaban, Jaroli,
Joda/Keonjhar/ Khandbendha, Jadibahal, Guruda, Palasa,
22 PS Joda Joda PS boundary
Odisha Bulda, Bhandaridihi, Jagnathpur, Badkalimati,
Nayagarh etc.
Champua
Champua Champua (P) PS Chamakpur, Rugudi, Basudeopur,
23 PS (P)/Keonjhar/O
(P) boundary Sankarpur, Ramchandpur, Bholubeda etc.
disha
Baria/Keonjhar/
24 PS Baria Baria PS boundary Baria, Ukunda, Beraposi etc.
Odisha
Nayakote/Keonj Nuakot, Sundra, Kodakora, Turmakant,
25 PS Nayakote Naykote PS boundary
har/Odisha Sirkagutu etc.
Kendujhar Sadar and Group of
Group of Keonjhar, Palaspunga, Patung, Dumurdiha,
26 Kendujhar Kendujhar town PS PSs/Keonjhar/
PS Rajbandh, Baripada, Sirispal etc.
boundary Odisha
Turumunga Turmunga/Keo Khiraitangri, Rajnagar, Chemran, Dengua
27 PS Turmunga PS boundary
(P) njhar/Odisha etc.
Kanjipani/Keonj Kainsari, Doanra, Bansapal, Bayakumta,
28 PS Kanjipani Kanjipani PS boundary
har/Odisha Kuanr, Rangadih etc.
Patana (P), Ghatgaon (P),
Pandapara, Telkoi,
Group of
Group of Southern Harichandanpur, Daitari, Telkoi, Patana, Ghatagaon, Anandapur,
29 PSs/Keonjhar/
PS Kendujhar Ghasipura, Anandapur Hatadihi, Ramchandrapur etc.
Odisha
(P), SOSO, Sainkul and
Nandipada PS boundary
Bansada/Bhadr Dhamra, Gobindpur, Ghardia, Kudakanthi
30 PS Bansada Bansda PS boundary
ak/Odisha etc.
Chandbali/Bha
31 PS Chandbali Chandbali PS boundary Chandbali, Urasahi, Bijovnagar etc.
drak/Odisha
Tihidi/Bhadrak/
32 PS Tihidi Tihidi PS boundary Digochhia, Kherang, Sahpur etc.
Odisha
Naikanidihi/Bha Naikanjdiha, Balimunda, Madohi, Bedeipur,
33 PS Naikanidihi Naikanidihi PS boundary
drak/Odisha Rarapokhri etc.
Bhadrak Rural
Bhadrak Bhadrak Rural (P) PS
34 PS (P)/Bhadrak/Od Bhadrak town and many villages
Rural (P) boundary
isha
Basudebpur/Bh Basudebpur, Brahmangan, Kamargan,
35 PS Basudebpur Basudebpur PS boundary
adrak/Odisha Kapagadia, Sabarang etc.
Agarpada, Bant (P),
Group of
Group of Rest of Bhandari Pokhari, Agarpada, Bant, Bhandari Pokhari,
36 PSs/Bhadrak/O
PS Bhadrak Dhamanagar, Dhusuri (P) Dhamanagar, Dhusuri etc.
disha
PS boundary
4-14
No. te
Baragarh/Odish
37 District Baragarh Baragarh dist. boundary Baragarh and various other places in dist.
a
Sonepur/Odish
38 District Sonepur Sonepur dist. Boundary Sonepur and various other places in dist.
a
39 District Boudh Boudh dist. Boundary Boudh/Odisha Boudh and various other places in dist.
40 District Anugul Anugul dist. Boundary Anugul/Odisha Anugul and various other places in dist.
Deogarh/Odish
41 District Deogarh Deogarh dist. Boundary Deogarh and various other places in dist.
a
Mayurbhanj dist. Mayurbhanj/Odi
42 District Mayurbhanj Mayurbhanj and various other places in dist.
Boundary sha
Balasore/Odish
43 District Balasore Balasore dist. Boundary Balasore and various other places in dist.
a
44 District Jajpur Jajpur dist. Boundary Jajpur/Odisha Jajpur and various other places in dist.
Kendrapara dist. Kendrapara/Odi
45 District Kendrapara Kendrapara and various other places in dist.
Boundary sha
Jagatsinghp Jagatsinghpur dist. Jagatsinghpur/ Jagatsinghpur, Paradeep Port and various
46 District
ur Boundary Odisha other places in dist.
47 District Cuttack Cuttack dist. Boundary Cuttack/Odisha Cuttack and various other places in dist.
Dhenkanal/Odi
48 District Dhenkanal Dhenkanal dist. Boundary Dhenkanal and various other places in dist.
sha
49 District Puri Puri dist. Boundary Puri/Odisha Puri and various other places in dist.
Khurdha/Odish Bhubaneshwar, Khurdha and various other
50 District Khurdha Khurdha dist. Boundary
a places in dist.
Nayagarh/Odis
51 District Nayagarh Nayagarh dist. Boundary Nayagarh and various other places in dist.
ha
52 District Ganjam Ganjam dist. Boundary Ganjam/Odisha Ganjam and various other places in dist.
Kandhamala dist. Kandhamala/O
53 District Kandhamala Kandhamala and various other places in dist.
Boundary disha
Balangir/Odish
54 District Balangir Balangir dist. Boundary Balangir and various other places in dist.
a
Nuapara/Odish
55 District Nuapara Nuapara dist. Boundary Nuapara and various other places in dist.
a
Kalahandi/Odis Bhawanipatna and various other places in
56 District Kalahandi Kalahandi dist. Boundary
ha dist.
Rayagada/Odis
57 District Rayagada Rayagada dist. Boundary Rayagada and various other places in dist.
ha
Gajapati/Odish
58 District Gajapati Gajapati dist. Boundary Gajapati and various other places in dist.
a
59 District Koraput Koraput dist. Boundary Koraput/Odisha Koraput and various other places in dist.
Nabrangpur dist. Nabrangpur/Od
60 District Nabrangpur Nabrangpur and various other places in dist.
Boundary isha
Malkangiri/Odis
61 District Malkangiri Malkangiri dist. Boundary Malkangiri and various other places in dist.
ha
62 State(s) Pondicherry Pondicherry Pondicherry Four districts in Pondicherry
Andhra Andhra
63 State(s) State boundary Various places in the state
Pradesh Pradesh
Kerala,
64 State(s) Lakshadwee State boundary Kerala Various places in the state
p, Andman
65 State(s) Karnataka State boundary Karnataka Various places in the state
66 State(s) Tamil Nadu State boundary Tamil Nadu Various places in the state
67 State(s) West Bengal State boundary West Bengal Various places in the state
Bihar, Bihar,
68 State(s) Group of states Various places in the states
Jharkhand Jharkhand
4-15
No. te
Madhya
Madhya
Pradesh,
69 State(s) Group of states Pradesh, Various places in the states
Chhatishgar
Chhatishgarh
h
Maharshtra, Various places in the state of Mahrashtra and
70 State(s) State boundary Maharshtra
Goa Goa
71 State(s) Rajasthan State boundary Rajasthan Various places in the state
Gujarat,
Gujarat,
Damam and
72 State(s) Damam and Group of states Various places in the states
Diu, Dadra
Diu
Nagr Haveli
Uttar
Uttar Pradesh,
73 State(s) Pradesh, Group of states Various places in the states
Uttrakhand
Uttrakhand
74 State(s) Delhi State boundary Delhi Various places in the state
75 State(s) Punjab State boundary Punjab Various places in the state
76 State(s) Hariyana State boundary Hariyana Various places in the state
Himachal Himachal
77 State(s) Pradesh, Group of states Pradesh, Various places in the states
JandK JandK
Sikkim,Manipur, Assam, Arunachal Pradesh,
78 State(s) NE States Group of states NE States
Nagaland,Mizoram, Tripura and Meghalaya
Andhra Pradesh
Figure 4-6: State-Level Traffic Zones
4-16
Figure 4-7: District-Level Traffic Zones
4.5.3 Travel Desire Pattern
The origin and destination of the sampled motorized passenger and goods vehicles have been
coded and location-wise and mode-wise O-D matrices have been generated using the estimated
expansion factors based on mode-wise directional traffic. The location-wise and mode-wise
vehicular trip end matrices and travel desire line diagram for all motorized passenger and all
motorized goods vehicles are presented in Appendix 4.3, Volume IA of this report. Salient
findings by location are discussed in the ensuing sections.
Passenger Vehicles
Nuagaon Toll Gate @ Km 160: From the origin-destination matrices generated from the survey
data at the Nuagaon Toll Gate (Km 160), it can be inferred that Rourkela urban conglomeration
attracts and produces around 1,500 motorised passenger vehicular trips (around 40% of the
total). Out of these passenger vehicular trips, the maximum trips are attracted from and produced
to Rajgangpur. Around 200 passenger motorized vehicular trips are observed between Rourkela
and Sambalpur.
Sundergarh Toll Gate @ Km 79: Origin-destination matrices generated from the survey data at
the Sundergarh Toll Gate indicate that Sundergarh urban area attracts and produces around
2,500 motorized passenger vehicular trips (around 50% of the total). Of these, maximum trips are
attracted to/ produced from Jharsuguda. Around 250 passenger motorized vehicular trips have
been observed between Rourkela and Sambalpur.
Rampela Toll Gate @ Km 22: Origin-destination matrices generated from the survey data at
Rampela Toll Gate indicate that Sambalpur urban area attracts and produces around 2,000
4-17
motorized passenger vehicular trips (around 50% of the total). Of these, maximum trips are
attracted to/ produced from Jharsuguda. Around 250 passenger motorised vehicular trips have
been observed between Rourkela and Sambalpur.
Goods Vehicles
Nuagaon Toll Gate @ Km 160: From the O-D matrices generated from the survey data at the
Nuagaon Toll Gate (Km 160), it can be inferred that of the 4,300 goods vehicular trips, there are
around 1,000 trips per day between Rourkela and Rajgangpur. Another 600 truck trips per day
are between Sundergarh and Rourkela, most of them carrying coal from the Gopalpur mines.
Only 125 truck trips were observed between Rourkela and Sambalpur.
Sundergarh Toll Gate @ Km 79: From the O-D matrices generated from the survey data at the
Sundergarh Toll Gate (Km 79), it can be inferred that of the 2,600 goods vehicular trips, there are
around 800 trips per day between Sundergarh and Jharsuguda, and around 200 trips between
Jharsuguda and Rourkela. Another 125 trips are observed between Rourkela and Sambalpur.
Rampela Toll Gate @ Km 22: From the O-D matrices generated from the survey data at the
Rampela Toll Gate (Km 22), it can be inferred that of the 3,000 goods vehicular trips, there are
around 600 trips per day between Sambalpur and Jharsuguda, and around 400 trips per day
between Sambalpur and Katarbaga (Bhusan Steel Plant). Another 125 trips per day have been
observed between Rourkela and Sambalpur. Only 25 trips per day have been observed from
other states crossing this location.
4.6 TRAVEL CHARACTERISTICS
The following sections present the salient travel characteristics of passenger and goods vehicles,
by location, along the Sambalpur – Sundergarh – Rourkela (SH-10) corridor.
4.6.1 Passenger Vehicles
(1) Distribution of Trips by Vehicle Type and Purpose
Table 4-9 presents the distribution of trips by vehicle type and purpose.
Table 4-9: Distribution of Trips (%) by Vehicle Type and Purpose
Location: Nuagaon Toll Gate @ Km 160/400
Mode/Purpose Work Education Business Social Shopping Recreation Health Others All Purpose
Sc/Mc 29.3% 7.1% 23.6% 0.0% 0.7% 1.7% 0.3% 0.3% 63.0%
3 -wheeler /Auto 1.2% 0.3% 1.4% 0.0% 0.5% 0.3% 0.9% 1.4% 6.0%
Car/Jeep (OT) 0.4% 0.2% 1.2% 0.0% 0.1% 0.5% 0.3% 0.8% 3.5%
Car/Jeep (NT) 2.4% 1.2% 15.5% 0.5% 0.9% 1.9% 1.0% 4.2% 27.6%
All Mode 33.3% 8.7% 41.7% 0.5% 2.1% 4.4% 2.6% 6.7% 100%
Location: Sundergarh Toll gate @ Km 79/600
Sc/Mc 15.1% 4.5% 25.6% 0.0% 0.0% 6.1% 0.0% 21.1% 72.4%
3 -wheeler /Auto 0.4% 0.2% 0.8% 0.4% 0.0% 0.1% 0.0% 0.3% 2.2%
4-18
Car/Jeep (OT) 0.8% 0.0% 1.4% 0.4% 0.2% 0.8% 0.2% 0.7% 4.6%
Car/Jeep (NT) 5.4% 0.8% 6.4% 2.5% 0.8% 3.5% 0.7% 0.8% 20.9%
All Mode 21.7% 5.6% 34.2% 3.3% 1.0% 10.5% 0.9% 22.8% 100%
Location: Rampela Toll Gate @ Km 22
Sc/Mc 35.7% 9.5% 1.8% 0.0% 4.2% 0.0% 0.0% 1.8% 53.1%
3 -wheeler /Auto 2.4% 0.2% 1.0% 0.2% 0.2% 0.0% 0.2% 0.1% 4.2%
Car/Jeep (OT) 3.8% 0.2% 1.0% 0.6% 0.2% 0.2% 0.6% 0.5% 7.0%
Car/Jeep (NT) 14.2% 0.7% 11.5% 2.2% 2.3% 0.2% 1.6% 2.9% 35.6%
All Mode 56.1% 10.6% 15.4% 3.0% 6.9% 0.4% 2.4% 5.3% 100%
Location: Overall Corridor, three locations combined
Sc/Mc 26.5% 7.0% 16.9% 0.0% 1.7% 2.6% 0.1% 8.1% 62.9%
3 -wheeler /Auto 1.3% 0.2% 1.1% 0.2% 0.2% 0.1% 0.3% 0.6% 4.1%
Car/Jeep (OT) 1.7% 0.1% 1.2% 0.4% 0.2% 0.5% 0.4% 0.6% 5.1%
Car/Jeep (NT) 7.4% 0.9% 11.0% 1.8% 1.3% 1.9% 1.1% 2.6% 28.0%
All Mode 37.0% 8.2% 30.1% 2.3% 3.3% 5.2% 1.9% 11.9% 100%
From the above table it can be inferred that approximately 2/3rd trips are performed for work and
business purpose, followed by education and recreation purpose. For work and business
purpose, two-wheelers and cars are the preferred vehicle type. For other trip purposes, cars are
the preferred mode of travel. Figure 4-8 presents the distribution of trips by purpose on the
corridor.
Health Others
1.9% 11.9%
Recreation Work
5.2% 37.0%
Shopping
3.3%
Social
2.3%
Business Education
30.1% 8.2%
Figure 4-8: Distribution of Trips by Purpose (All Locations)
(2) Trip Length Frequency Distribution Curve
Figure 4-9 to 4-14 present the Trip Length and Time Frequency distribution curves for passenger
vehicles on the project corridor by location of survey. From the figures it can be observed that
around 50% of the trips are performed with a trip length of less than 25 km. Only around 10% of
the passenger trips have a mean trip length of more than 100 Km.
4-19
TLFD, Passenger Vehicles @Km 160
100% 100%
90% 90%
80% 80%
70% 70%
Cumm. % of
% of Trips
60% 60%
Trips
50% 50%
40% 40%
30% 30%
20% 20%
10% 10%
0% 0%
2.5 10 22.5 40 125 350 750 1500 2500
Mean Trip Length (Km)
%. of Trips Cum.% of Trips
Figure 4-9: Trip Length Frequency Distribution Curve for Passenger Vehicles @ Km 160
TLFD, Passenger Vehicles @Km 79+600
100% 100%
90% 90%
80% 80%
70% 70%
Cumm. % of
% of Trips
60% 60%
Trips
50% 50%
40% 40%
30% 30%
20% 20%
10% 10%
0% 0%
2.5 12.5 35 75 150 350 750 1500 2500
Figure 4-10: Trip Length Frequency Distribution Curve for Passenger Vehicles @ Km 79/600
TLFD, Passenger Vehicles @Km 22
100% 100%
90% 90%
80% 80%
70% 70%
Cumm. % of
% of Trips
60% 60%
Trips
50% 50%
40% 40%
30% 30%
20% 20%
10% 10%
0% 0%
2.5 12.5 35 75 150 350 750 1500 2500
Figure 4-11: Trip Length Frequency Distribution Curve for Passenger Vehicles @ Km 22
4-20
Table 4-10 shows the mode-wise average trip length and trip time for passenger vehicles on the
project corridor by location. The highest trip length and trip time are observed for New
Technology Cars (NTC) at around 100 Km and 2.5 hours respectively, followed by Car/ Jeep
(OT) and three-wheelers. The least trip length and trip time are observed for two-wheelers.
Table 4-10: Average Trip Length and Average Trip Time of the Passenger Vehicles
Vehicle Type Average Trip Length (Km) Average Trip Time (Hour)
Sc/Mc 19.6 0.8
3 -wheeler /Auto 34.5 0.9
Car/Jeep (OT) 65.3 1.5
Car/Jeep (NT) 88.2 1.9
Sc/Mc 42.9 1.0
Car/Jeep (NT) 107.7 2.4
Sc/Mc 54.2 1.6
Location: Overall Corridor All Locations)
Sc/Mc 28.7 0.9
(3) Frequency of Travel

Frequency of travel of the road users is presented in Table 4-11 and Figure 4-12. It can be
observed that more than 50% of the trips are performed at least once a day. At different locations
around 5-10% trips are occasional in nature.
Table 4-11: Distribution of Trips by Mode and Frequency
>one trips Daily trip 2/3 times Once
Mode/Frequency Occasional All
per day (up / dn) a week a week
Sc/Mc 1.0% 58.8% 2.4% 0.7% 0.3% 63.2%
3 -wheeler /Auto 0.1% 3.0% 1.8% 0.8% 0.5% 6.2%
Car/Jeep (OT) 0.1% 1.3% 0.8% 0.7% 0.5% 3.5%
Car/Jeep (NT) 0.4% 13.6% 5.6% 4.1% 3.4% 27.1%
All Mode 1.7% 76.6% 10.6% 6.3% 4.8% 100.0%
Sc/Mc 15.7% 29.8% 5.7% 4.3% 17.2% 72.7%
3 -wheeler /Auto 0.6% 1.4% 0.1% 0.1% 0.1% 2.3%
Car/Jeep (OT) 1.4% 2.2% 0.2% 0.3% 0.3% 4.4%
Car/Jeep (NT) 5.7% 10.3% 1.3% 1.5% 1.9% 20.6%
All Mode 23.4% 43.8% 7.4% 6.1% 19.4% 100.0%
Mode/Frequency >one trips Daily trip 2/3 times Once Occasional All
4-21

Sc/Mc 0.0% 31.2% 8.9% 9.8% 2.1% 52.0%
3 -wheeler /Auto 0.0% 2.3% 0.9% 0.9% 0.1% 4.3%
Car/Jeep (OT) 0.0% 3.7% 0.3% 1.6% 0.9% 6.6%
Car/Jeep (NT) 0.1% 19.6% 7.2% 4.4% 5.8% 37.2%
All Mode 0.1% 56.8% 17.3% 16.8% 9.0% 100.0%
Location: Overall Corridor (All Locations)
Occasional All
Mode/Frequency per day (up / dn) a week a week
Sc/Mc 6.3% 39.4% 5.6% 4.8% 7.3% 63.4%
3 -wheeler /Auto 0.3% 2.2% 0.9% 0.5% 0.2% 4.1%
Car/Jeep (OT) 0.6% 2.4% 0.4% 0.8% 0.6% 4.8%
Car/Jeep (NT) 2.3% 14.2% 4.5% 3.2% 3.5% 27.7%
All Mode 9.5% 58.2% 11.4% 9.4% 11.6% 100.0%
Once a week Occasional

9.4% 11.6%
> one trips per
day
9.5%
2/3 times a
Daily trip (up /
week
dn)
11.4%
58.2%
Figure 4-12: Distribution of Vehicular Trips by their Frequency of Travel (Project Corridor)
(4) Occupancy Pattern
Table 4-12 gives the occupancy pattern of passenger vehicles on the project corridor by location.
Table 4-12: Vehicle-Wise Average Occupancy
Location/Vehicle 3 -wheeler Car/Jeep Car/Jeep Mini All Vehicle
Sc/Mc Std. Bus
Type /Auto (OT) (NT) Bus Type
Nuagaon Toll Gate @
1.51 3.14 3.92 3.59 36.00 25.0 3.20
Km 160/400
Sundergarh Toll gate
1.64 4.87 8.29 3.52 39.00 33.0 4.81
@ Km 79/600
Rampela Toll Gate @
1.92 3.24 4.61 3.11 39.00 35.0 3.28
Km 22
Overall Project Corridor 1.60 3.54 6.24 3.38 38.00 31.0 3.70
High occupancy in the category of car/ jeep (OT) is due to its type of use. These vehicles are
used as public transport for daily commuters between major destination centers on project
corridor. In the buses category, mini buses carry almost 80% of standard bus occupancy since a
majority of them are high-capacity mini-buses.
4-22
4.6.2 Goods Vehicles
(1) Distribution of Trips by Vehicle Type and Commodity Carried
Distribution of trips by vehicle type/ commodity carried and by location is presented in Table
4-13. Figure 4-13 presents the overall distribution of goods in transit. From the analyses it can be
inferred that the use of LCV/ Tempo is made for transporting all types of commodities. Coal and
iron ore are transported primarily by 2-axle trucks and 3-axle trucks. Multi-axle trucks are the
preferred mode for transporting coal on the Jharsuguda – Sambalpur section.
Table 4-13: Distribution of Trips by Vehicle Type and Commodity Carried
Mineral
Vehicle/ Commodity Food Fruits/ Textile/ Petroleum Iron and Wood Coal/ Machine Fertilizers/ Building
and Empty Others Total
Type Grains Vegitables Clothing Products Steel Products Coke Parts chemicals Material
Ores
LCV/Tempo 0.8% 0.1% 0.0% 0.5% 0.1% 0.3% 0.0% 0.1% 1.1% 0.1% 0.3% 3.4% 1.2% 8.0%
2-Axle Trucks 1.1% 0.2% 0.1% 0.8% 4.4% 6.8% 0.2% 16.3% 0.6% 0.7% 5.5% 28.2% 1.5% 66.2%
3-Axle Trucks 0.4% 0.1% 0.0% 0.2% 3.0% 3.6% 0.0% 5.9% 0.0% 0.3% 1.3% 6.8% 1.1% 22.6%
M-Axle Trucks 0.0% 0.0% 0.0% 0.0% 0.0% 0.2% 0.1% 0.0% 0.3% 0.0% 0.4% 1.6% 0.0% 2.7%
Tractors 0.0% 0.0% 0.0% 0.0% 0.0% 0.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.3% 0.0% 0.4%
All Vehicles 2.3% 0.4% 0.1% 1.5% 7.5% 11.0% 0.3% 22.3% 2.0% 1.1% 7.5% 40.4% 3.8% 100%
Location: Sundergarh Toll Gate @ Km 79/600

Mineral
Ores
LCV/Tempo 2.4% 0.5% 0.0% 0.4% 0.0% 0.3% 0.0% 3.4% 0.0% 1.1% 0.8% 3.3% 2.3% 14.5%
2-Axle Trucks 1.3% 0.1% 0.1% 0.9% 1.0% 4.2% 0.6% 17.0% 1.1% 0.5% 1.7% 19.4% 1.2% 49.0%
3-Axle Trucks 0.7% 0.2% 0.0% 0.8% 0.5% 7.2% 0.3% 12.5% 0.6% 0.5% 1.3% 6.5% 0.8% 32.0%
M-Axle Trucks 0.0% 0.0% 0.0% 0.0% 0.0% 0.9% 0.0% 1.1% 0.0% 0.2% 0.0% 1.2% 0.0% 3.6%
Tractors 0.1% 0.0% 0.0% 0.0% 0.0% 0.1% 0.0% 0.2% 0.0% 0.1% 0.0% 0.5% 0.1% 1.0%
All Vehicles 4.5% 0.8% 0.1% 2.2% 1.6% 12.7% 0.9% 34.2% 1.7% 2.4% 3.7% 30.9% 4.3% 100%

Mineral
Ores
LCV/Tempo 0.9% 0.0% 0.5% 1.1% 0.0% 2.0% 0.4% 1.3% 0.5% 0.2% 0.8% 4.2% 0.5% 12.5%
2-Axle Trucks 1.5% 0.3% 0.4% 2.9% 2.6% 8.4% 0.6% 4.0% 1.3% 1.7% 0.6% 12.8% 3.0% 40.2%
3-Axle Trucks 0.8% 0.0% 0.0% 0.2% 2.0% 7.8% 0.2% 4.6% 1.1% 1.8% 0.7% 6.0% 3.6% 28.8%
M-Axle Trucks 0.0% 0.0% 0.0% 0.1% 0.7% 2.0% 0.2% 2.9% 3.5% 0.5% 0.0% 5.1% 1.0% 16.0%
Tractors 0.4% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 2.0% 0.0% 2.5%
All Vehicles 3.6% 0.3% 1.0% 4.3% 5.3% 20.2% 1.3% 12.8% 6.4% 4.3% 2.0% 30.1% 8.2% 100%
Location: Overall Project Corridor

Mineral
Ores
LCV/Tempo 1.3% 0.2% 0.2% 0.7% 0.0% 0.9% 0.1% 1.5% 0.6% 0.4% 0.6% 3.7% 1.3% 11.3%
2-Axle Trucks 1.3% 0.2% 0.2% 1.5% 2.8% 6.6% 0.4% 12.5% 0.9% 1.0% 2.8% 20.6% 1.9% 52.8%
3-Axle Trucks 0.6% 0.1% 0.0% 0.4% 2.0% 6.0% 0.1% 7.4% 0.6% 0.8% 1.1% 6.4% 1.8% 27.4%
M-Axle Trucks 0.0% 0.0% 0.0% 0.0% 0.2% 1.0% 0.1% 1.3% 1.3% 0.2% 0.1% 2.6% 0.3% 7.3%
Tractors 0.2% 0.0% 0.0% 0.0% 0.0% 0.1% 0.0% 0.1% 0.0% 0.0% 0.0% 0.9% 0.0% 1.3%
All Vehicles 3.4% 0.5% 0.4% 2.6% 5.1% 14.5% 0.8% 22.7% 3.3% 2.5% 4.6% 34.3% 5.4% 100%
4-23
Food Grains Fruits/ Vegitables Textile/ Clothing

Others 3.4% 0.5% 0.4%
Petroleum
5.4% Products
2.6%
Mineral & Ores
Empty 5.1%
34.3% Iron & Steel
14.5%
Wood Products
0.8%
Building Material
4.6%
Fertilizers/ Coal/ Coke

chemicals Machine Parts 22.7%
2.5% 3.3%
Figure 4-13: Distribution of Trips by Commodity in Transit (Project Corridor)
The corridor, being one of the major arteries in the region, caters to a large variety of transported
goods. Though it is impossible to classify all the possible types into categories, effort has been
made to group the various types of goods into 12 categories to cover the broad spectrum of
commodities in transit. However, as expected, and as can be seen from Figure 4-13 too, major
commodity types carried by goods vehicles are iron ores and coal (together comprising 42% of
the total), followed by building materials (4.6%) and perishable goods such as food grain and
vegetables/fruits (4%). The considerable share of coal and iron ore can be attributed to the large
number of existing coal mines in the Jharsuguda and Sundergarh districts and large-scale
mineral based industrial development by way of steel and power plants along the project corridor.
However, the twelfth category, i.e. others, which constitutes the remainder of the 11 categories
discussed, also has a considerable share (5%). Around 34% of goods vehicular trips are
observed to be moving empty on the project corridor.
(2) Trip Length Frequency Distribution Curve
Figure 4-14 to 4-19 present the Trip Length and Time Frequency distribution curves for goods
vehicles on the project corridor by location. From the figures it can be observed that around 25%
of the trips are performed with a trip length of under 50 Km, and around 25% of the trips have a
mean trip length of more than 200 Km. It could also be observed that around 5% of the goods
vehicles perform trips with a trip length of more than 1,500 Km.
4-24
TLFD, Goods Vehicles @Km 160
100% 100%
90% 90%
80% 80%
70% 70%
Cumm. % of
% of Trips
60% 60%
Trips
50% 50%
40% 40%
30% 30%
20% 20%
10% 10%
0% 0%
2.5 20 40 75 125 225 650 1500 2500
Figure 4-14: Trip Length Frequency Distribution Curve for Goods Vehicles at Km 160
TLFD, Goods Vehicles @Km 79+600
100% 100%
90% 90%
80% 80%
70% 70%
Cumm. % of
% of Trips
60% 60%
Trips
50% 50%
40% 40%
30% 30%
20% 20%
10% 10%
0% 0%
2.5 12.5 35 75 150 350 750 1500 2500
Figure 4-15: Trip Length Frequency Distribution Curve for Goods Vehicles at Km 79/600
4-25
TLFD, Goods Vehicles @Km 22
100% 100%
90% 90%
80% 80%
70% 70%
Cumm. % of
% of Trips
60% 60%
Trips
50% 50%
40% 40%
30% 30%
20% 20%
10% 10%
0% 0%
2.5 12.5 35 75 150 350 750 1500 2500
Figure 4-16: Trip Length Frequency Distribution Curve for Goods Vehicles at Km 22
Table 4-14 shows the mode-wise average trip length and trip time for goods vehicles on the
project corridor by location.
Table 4-14: Average Trip Length and Average Trip Time of the Goods Vehicles
Vehicle Type Average Trip Length (Km) Average Trip Time (Hour)
LCV/Tempo 93.2 2.9
2-Axle Trucks 125.2 4.2
M-Axle Trucks 447.9 13.9
Tractors 323.0 17.5
All Modes 165.5 6.2
LCV/Tempo 177.9 8.9
Tractors 134.4 3.5
All Modes 217.4 12.1
LCV/Tempo 105.2 2.7
Tractors 33.0 2.3
LCV/Tempo 124.0 4.9
Tractors 150.3 5.8
4-26
The highest trip lengths and trip times are observed in the case of Multi-Axle Trucks, at around
380 Km and 24 hours respectively, followed by 3-Axle Trucks and 2-Axle Trucks. The least trip
lengths and trip times are observed in the case of LCV/Tempo.
(3) Frequency of Travel
Distribution of trips by frequency of travel for goods vehicles by location is presented in Table
4-15 and Figure 4-17. From the figure it can be observed that around 57% of the trips are
performed at least once in a day followed by 22% performed 2/3 times in a week. Only 6% of the
goods vehicles travel occasionally on the corridor.
Table 4-15: Distribution of Trips by Frequency of Travel and by Location
LCV/Tempo 1.7% 2.2% 2.2% 1.4% 0.6% 8.0%
2-Axle Trucks 5.1% 33.7% 21.2% 3.5% 2.7% 66.2%
3-Axle Trucks 1.3% 6.3% 8.4% 3.2% 3.6% 22.8%
M-Axle Trucks 0.0% 0.5% 0.9% 0.7% 0.5% 2.5%
Tractors 0.0% 0.0% 0.1% 0.1% 0.2% 0.5%
All Modes 8.1% 42.6% 32.8% 8.8% 7.6% 100.0%
LCV/Tempo 0.3% 8.7% 1.6% 1.6% 0.3% 12.7%
2-Axle Trucks 1.0% 32.1% 9.0% 6.0% 1.6% 49.8%
3-Axle Trucks 0.1% 11.4% 5.3% 13.4% 2.6% 32.8%
M-Axle Trucks 0.0% 1.3% 0.8% 1.2% 0.3% 3.7%
Tractors 0.0% 0.5% 0.3% 0.2% 0.1% 1.0%
All Modes 1.4% 54.1% 17.0% 22.5% 4.9% 100.0%
LCV/Tempo 5.2% 8.4% 0.8% 0.3% 0.0% 14.6%
2-Axle Trucks 11.8% 16.4% 4.8% 5.0% 2.2% 40.3%
3-Axle Trucks 3.8% 12.7% 1.4% 6.1% 1.2% 25.3%
M-Axle Trucks 2.5% 6.2% 4.1% 3.3% 0.8% 17.0%
Tractors 1.6% 1.2% 0.0% 0.0% 0.0% 2.8%
All Modes 24.9% 45.0% 11.2% 14.7% 4.2% 100.0%
LCV/Tempo 2.2% 5.8% 1.6% 1.1% 0.4% 11.2%
2-Axle Trucks 5.6% 28.6% 13.1% 4.7% 2.2% 54.3%
3-Axle Trucks 1.6% 9.6% 5.6% 7.1% 2.6% 26.5%
M-Axle Trucks 0.7% 2.3% 1.7% 1.5% 0.5% 6.7%
Tractors 0.4% 0.5% 0.1% 0.1% 0.1% 1.2%
All Modes 10.5% 46.8% 22.2% 14.6% 5.9% 100.0%
4-27
Occasional
5.9% > one trips per
Once a week day
14.6% 10.5%
Daily trip (up/dn)

46.8%
2/3 times a
week
22.2%
Figure 4-17: Distribution of Trips by Frequency of Travel (Project Corridor)
(4) Average Pay-Load in Transit

Vehicle-wise average payload in transit on the project corridor is presented in Table 4-16. The
average maximum load carried by goods vehicles is 24 tonnes by Multi-Axle Trucks, followed by
3-Axle Trucks and 2-Axle Trucks. It is to be noted that empty vehicles have not been considered
in computation of average pay load. The weighted average of payload for all goods vehicles is
12.3 tonnes.
Table 4-16: Mode-Wise Average Pay-Load in Transit
LCV/ 2-Axle 3-Axle M-Axle All Vehicle
Location/Vehicle Type Tractors
Tempo Trucks Trucks Trucks Type
Nuagaon Toll Gate @ Km 160/400 3.0 10.0 15.0 22.6 - 11.1
Sundergarh Toll gate @ Km 79/600 5.64 10.26 14.52 18.88 7.67 12.2
Rampela Toll Gate @ Km 22 6.58 10.95 15.18 24.37 2.00 14.4
Overall Project Corridor 5.38 10.28 14.87 22.59 6.25 12.32
4.7 WILLINGNESS-TO-PAY (WTP) SURVEY
4.7.1 General
The proposed improvement program of Sambalpur – Sundergarh – Rourkela corridor is expected
to be implemented under a PPP format. The recovery of investment is to be done through the
imposition of tolls. For the success of the project, tolls, or the price which the users are expected
to pay for using the proposed facility, needs to be fixed with due incorporation of user compliance
to pay the same. In order to get crucial feedback from potential users of the project road, on the
need for the proposed road improvement program, a road-side Willingness-to-Pay (WTP) survey
has been carried out at three locations along the project corridor for cars/ jeeps. For truck/ bus
operators, the survey was conducted in various cities in the area where operators are located.
The objective of the WTP survey, besides finding out the users’ perception of the need for
improving the project road, is also to find out the willingness of the people to pay for using the
improved facility. The user groups which have been interviewed are as follows:
• Car/ Jeep Owners;
• Bus Operators; and
• Truck Operators;
4-28
The questionnaire was developed to ensure easy comprehension and positive interaction with
the concerned user groups. The information collected covers the following:
• Frequency of trips on the project corridor;
• Users’ perception of the need to improve the road;
• Willingness-to-Pay for using the improved facility, and the level of such payment;
• Reasons for paying tolls; and
• Reaction in case imposed toll is higher than acceptable limit.
The following sections describe in brief the findings of the WTP survey. The results could also be
used to gauge the overall level of willingness to pay for use of tolled roads by users in the state
of Odisha.
4.7.2 Car Owners

1) Willingness-To-Pay: The WTP survey of cars was conducted along with the O-D survey. The
cars were stopped at random and the occupants interviewed at the three O-D survey locations
viz. Rampela Toll Gate (Km 22), Sundergarh Toll Gate (Km 79/600) and Nuagaon/ Ved Vyas Toll
Gate (Km 160/400). A total of around 250 cars were stopped across the three locations. As the
frequency of travel and use of the road vary to a great extent by individual users, the response
was converted to an equivalent 50 Km travel length on a monthly basis, which in a way gives due
weightage trip frequency of the respondents. Accordingly, the sample car trips were converted
into approximately 4,800 monthly trips.
Respondents have stated three toll rates as part of their response, namely, ‘acceptable rate’,
`neutral rate’ and `unacceptable rate’. Clearly, there would be 100% patronage if the rate of toll
is within the `acceptable rate’, and a drop in patronage as the rate approaches the ‘unacceptable
rate’. This data has been used to plot a ‘revenue maximization curve’ to determine the optimum
toll rate which would provide maximum returns. Figure 4-18 presents the revenue-maximization
curve.
Revenue Maximization Curve-Car

100% 100%
90% 90%
80% 80%
Revenue
70% 70%
Patronage
60% 60%
50% 50%
40% 40%
30% 30%
20% 20%
10% 10%
0% 0%
0.03 0.15 0.35 0.55 0.75 0.95 1.15 1.35 1.55 1.75 1.95
Toll Rate (Rs./Km)
% Patronage % Revenue of Max
Figure 4-18: Revenue Maximization Curve - Cars
4-29
From the figure, it can be seen that at around Rs. 0.65/ km, revenues would be maximum, even
though there would be around 50% drop in patronage.
2) Reasons for Paying Toll: The main reason for paying toll, as stated by the respondents, was
better riding experience followed by mandatory acceptance of government rules and regulations
(Figure 4-19). Surprisingly, reduced cost of travel did not figure too high on the list of reasons for
paying toll.
Higher Speed
9.7%
Increased
Safety
8.6%
Reduced
Govt. Rule Cost of
37.8% Transport
2.2%
Better Riding
Experience
41.8%
Figure 4-19: Distribution of Reasons for Paying Toll
3) Response to Higher Toll Rates: The reaction of the users to imposition of higher toll rates is
shown in the Figure 4-20. The reaction reflects the implication of a high toll structure on the total
revenue. Around 80% of the respondents stated their acceptance as this would be a govt. rule
and they would have no other choice. Other reactions indicate reduction in frequency of trips and
changed route of travel.
Change of Change of
Route Mode
0.1% 11.6%
Reduce
Frequency
4.1%
Forced to Pay
by Law
84.2%
Figure 4-20: Distributions of Responses to Higher Toll
4-30
4.7.3 Truck Operators
1) Willingness-To-Pay: The WTP survey for goods vehicles was carried out at major urban
centers with transport operators using the project road, since the drivers of these commercial
vehicles are bound to give biased responses. The major centres of transport operators are
situated in Rourkela, Sambalpur, Sundergarh, Joda, Koira and Sundergarh, which were visited
and WTP survey conducted. A total of 40 truck operators were interviewed for their feedback on
the need to improve the project road, as well as their willingness to pay for using the improved
facility. The survey format was designed to collect the WTP for LCV, trucks and MAVs
separately. As in case of Cars, the response was converted to an equivalent 50 km of travel and
monthly trips which allots due weightage to responses by users who travel for loner lengths and
more frequently on the road/ corridor. Figure 4-21 and Figure 4-22 present the revenue
maximization curve for LCV and 2/ 3-axle trucks separately.
Revenue Maximization Curve - LCV

120% 120.0%
100% 100.0%
Revenue
80% 80.0%
Ptronage
60% 60.0%
40% 40.0%
20% 20.0%
0% 0.0%
0.05 0.15 0.3 0.5 0.8 1.2 1.6 2.4 3.5 7 15
Toll (Rs./km)
Figure 4-21: Revenue Maximization Curve – LCV/ Tempo
Revenue Maximization Curve - 2,3-axle Trucks

120% 120.0%
100% 100.0%
Revenue
80% 80.0%
Ptronage
60% 60.0%
40% 40.0%
20% 20.0%
0% 0.0%
0.05 0.15 0.3 0.5 0.8 1.2 1.6 2.4 3.5 7 15
Toll (Rs./km)
Figure 4-22: Revenue Maximization Curve - Trucks
4-31
From the figures above it can be seen that at around Rs. 1.6/ km and Rs 2.4/ km toll rate for
LCVs and trucks respectively, revenues would be maximised even though there would be around
20% drop in patronage.
2) Reasons for Paying Toll: The main reasons for paying toll, as stated by the respondents,
were ‘reduced cost of transport’ followed by ‘increased safety’ and ‘acceptance of Govt. rule’
(Figure 4-23).
Higher Speed
Higher Speed 0.0%
Govt. Rule
0.0% Increased
15.1%
Increased Safety
Safety 1.7%
30.3%
Govt. Rule
33.3% Better Riding
Experience
0.7%
Better Riding
Reduced
Experience Reduced
Cost of
0.0% Cost of
Transport
36.4% Transport
82.5%
Figure 4-23: Distributions of Main Reasons for Paying Toll- LCV and Trucks
3) Response to Higher Toll: The reactions of the transport operators to imposition of higher toll
rates are shown in the Figure 4-24. These reactions reflect the implication of a high toll structure
on the total revenue. Majority of the transporters stated their acceptance as this would be a govt.
rule and they would have no other choice.
Change of
Mode Change of
Change of
Reduce 0.0% Change of Route
Route
Frequency Mode 0.3%
0.0%
0.0% 0.0%
Others
0.0%
Reduce
Frequency
31.3%
Forced to Forced to Pay

Pay by Law by Law
100.0% 68.4%
Figure 4-24: Distributions of Responses to Higher Toll – LCV and Trucks
4.7.4 Bus Operators
1) Willingness to Pay: As in the case of truck operators, bus operators were also interviewed at
the major transport centers. These bus operators were all private operators. The cities visited for
the purpose were the same as in the case of truck operators, where maximum bus operators
plying their buses on the project corridor are based. A total of 18 bus operators were interviewed.
Figure 4-25 presents the revenue maximization curve for buses.
4-32
Revenue Maximization Curve - Buses

120% 120%
100% 100%
80% 80%
Revenue
Ptronage
60% 60%
40% 40%
20% 20%
0% 0%
0.1
0.2
0.3
0.6
1.0
1.6
2.5
0.0
0.0
0.0
Toll (Rs./Km)
Figure 4-25: Revenue Maximization Curve - Buses
From the figures, it can be concluded that at around Rs. 1.6/ km toll rate for buses, maximum
revenue would accrue, even though there would be around 20% drop in patronage. Generally, in
comparison with trucks, willingness of the bus operators towards imposition of toll has been
observed to be low.
2) Reasons for Paying Toll: The main reasons for paying toll, as stated by the respondents,
emerged as mandatory “Govt. rule” followed by “increased safety” and “better riding experience”
(Figure 4-26).
Higher Speed
11.6%
Govt. Rule
38.2%
Increased
Safety
26.0%
Reduced
Better Riding
Cost of
Experience
Transport
15.6%
8.7%
Figure 4-26: Distributions of Main Reasons for Paying Toll- Buses
3) Response on Higher Toll: Most respondents have shown their ultimate acceptance as this
would be Govt. rule (Figure 4-27).
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Change of
Reduce
Change of Mode
Frequency
Route 0% Others
0%
0% 0%
Forced to Pay
by Law
100%
Figure 4-27: Distributions of Responses to Higher Toll – Buses
4.7.5 Additional Feedback from WTP Survey
Although a questionnaire was designed for the WTP survey, it was only used as a guideline for
discussions with the respondents. Transaction Advisor’s experience has invariably been that the
interviews usually turn into a discussion, and certain off-the-cuff opinions of the respondents also
get stated. These opinions could provide critical inputs in estimating toll structure. Some such
opinions stated by the truck/ bus operators are as follows:
• Daily passes should be provided for Rs 100 per day/ truck for unlimited number of trips during
a month;
• Toll rates should be in proportion to the length of travel – longer the distance traversed on the
project corridor, higher should be the toll rate;
• Some operators were against paying any toll at all since they are already paying road taxes
and fuel cess;
• There was general dissent among operators on the issue of considering 3-axle trucks in the
MAV category for tolling; and
• Some operators even suggested reducing the number of toll gates along the Sambalpur-
Rourkela corridor.
4.7.6 Suggested Level of Toll Rate
Based on the WTP results, the following levels of toll rates are recommended for various vehicle
types (Rs/ km). This toll rate band is primarily the “weighted voiced acceptable toll rate” on the
lower side and the rate which gives the maximum revenue on the higher side (Table 4-17). It is to
be noted that the bus operators have voiced very low rates as the acceptable toll rate. However,
toll rate for a standard bus can be taken same to be the same as toll rates for trucks. Further, in
the absence of an adequate sample size, toll rate for MAVs has been considered 5 times that for
cars, using the prevalent ratio between these two toll rates for National Highways.
4-34
Table 4-17: Suggested Toll Rate Bands by Vehicle Type (based on WTP Survey)
Vehicle Type Toll Rate (Rs/Km)
Car/ Jeep/ Van 0.45-0.65
LCV/ Mini-Bus 1.08-1.60
2 and 3-Axle Truck/ Bus 1.48-2.40
Multi-Axle Vehicle 2.50–3.25
4.8 TRAFFIC FORECAST BACKGROUND
It is always a tough exercise to predict traffic volume levels for future years considering
uncertainties as they have persisted in the past, and as perceived in the future. These
uncertainties are in economic growth, policy decisions, investment priorities, etc and hence on
the overall traffic growth patterns. The investment priorities as known are governed by various
factors apart from the demand, assessed benefits, and cost of the project. Demand is a factor
governing the type of facility/ infrastructure to be created. This, in turn, determines likely benefits
and costs to develop the same. A highway project of this nature calls for significant investments.
Therefore, prediction of traffic demand becomes an important task and has to be carried out as
realistically as possible. The estimation of traffic forms the basis for the design of the facility and
governs the viability of the project. Recognizing this, efforts have been made to carefully assess
all the parameters that govern the traffic demand in the future on this corridor, such as mining
and industrial potential in the state in general, and the three project districts, viz. Sambalpur,
Jharsuguda and Sundergarh, in particular. It is to be noted that the three districts through which
the project corridor passes contribute around 25% to the overall mining production of the state
(as per 2004-05 mining production) and around 40% in the overall industrial output of Odisha (as
per year 1999 information).
It is also important to note that no prediction should ignore different techniques and different
scenarios at a broader level. However, the theme of our approach for traffic projection remains to
be able to relate socio-economic growth, in terms of population, per capita income, mining,
industrial and agriculture, with vehicular growth. In this report, traffic has been projected till the
horizon year of 2037, i.e. for a period of 30 years.
4.8.1 Trend Analysis
Time-Series traffic data for different locations is compiled and maintained for the months of June
and December by OWD, GoO. However, the data is not available for longer duration to establish
trends in growth. In addition, date has been compiled data from the study report named
“Feasibility Study and Detailed Engineering of Sambalpur – Rourkela Road” carried out by CES
(I) Pvt. Ltd. in 1990. The following Table 4-18 presents the consolidated time-series data
available on the project corridor.
4-35
Table 4-18: Time-Series Traffic Data (Rourkela – Sambalpur)

Fast
Month/ Sc/Mc/ 3- Car/ Total
Location Buses Trucks Tractors Moving NMTs
Year Wheeler Jeeps Vehicle
Vehicles
Sambalpur – Jharsuguda section
Rengali, Km 22 Nov. 1989 730 348 188 609 6 1,881 2,566 4,447
Rengali, Km 22 2005 656 520 168 669 0 2,013 802 2,815
Jharsuguda – sudergarh section
Jharsuguda, Km 55 Nov. 1989 671 210 93 488 4 1,466 1,996 3,462
Badmal Chowk 2005 571 716 180 1,523 22 3,012 600 3,612
Sundergarh – Rajgangpur section
Sundergarh, Km 85 Nov. 1989 529 259 142 519 7 1,456 1,268 2,724
Sundergarh, Km 85 2005 1,223 851 95 998 58 3,224 1,884 5,108
Sundergarh, Km 85 2004 1,229 860 96 1,003 51 3,238 1,961 5,199
Sundergarh, Km 85 2003 1,213 834 97 997 47 3,187 1,919 5,107
Sundergarh, Km 85 2002 1,178 853 94 955 42 3,123 1,869 4,992
Sundergarh, Km 85 2001 1,168 839 93 939 37 3,076 1,798 4,874
Sundergarh, Km 85 2000 1,164 859 92 933 37 3,084 1,794 4,878
Sundergarh – Rajgangpur section
Bargaon, km 109 2006 1,744 618 181 4,995 161 7,698 3,476 11,175
Bargaon, km 109 2005 1,695 579 185 4,788 148 7,396 3,425 10,821
Bargaon, km 109 2004 1,434 495 153 4,224 116 6,421 2,773 9,194
Bargaon, km 109 2003 1,580 448 166 4,432 137 6,763 3,204 9,967
Bargaon, km 109 2002 1,481 430 156 4,094 116 6,276 3,017 9,293
Rajgangpur – Rourkela section
Ranibandh, Km 145 May. 1989 949 378 158 786 37 2,308 - 2,308
Ranibandh, Km 145 2006 1,038 474 171 4,649 171 6,503 3,168 9,670
Ranibandh, Km 145 2005 1,035 472 325 4,484 168 6,483 3,166 9,649
Ranibandh, Km 145 2004 1,029 465 161 4,496 158 6,310 3,156 9,465
Source: Respective Division Offices of Odisha Works Department and CES Study
Comparing the traffic levels in the year 1989 (based on the CES Study) with the latest available
data for the year 2005 or 2006 as collected by OWD, it can be seen that Sundergarh – Rourkela
has experienced a moderate growth of around 5-6% per annum between 1989 and 2006 in the
category of fast vehicles. However, if only OWD data at various locations is compared, the
results are very erratic, ranging from 1 to 5%. Non-motorized traffic (NMT) is seen to be growing
at a low 1-2% per annum over the last 4-5 years.
The above data is not sufficient to fit a trend and forecast traffic for the future years. However,
this gives an indicative growth rate and a first-hand idea of the traffic growth along the project
corridor that has taken in recent years (OWD data) as well as in the past (CES data as well as
OWD data).
4.8.2 Traffic Projection: Our Approach

In the absence of authentic and sufficient historic traffic data, the next possible alternative is to
carry out traffic forecast based on the possible growth in socio-economic indicators at the state
level. Amongst all indicators, population, per capita income/ NSDP, agricultural, mining and
industrial growth are considered to be key indicators affecting passenger and goods vehicular
4-36
traffic growth on any corridor. However, the overall growth of population, income and production
(industrial, mining and agriculture) at the state level may or may not effect traffic level on a
particular corridor. In such cases, it could be factors within the immediate influence of the corridor
area that affect the traffic flows. Among the parameters which can influence traffic levels are the
locations of industries, mines, ports, high agricultural production areas, etc.
The approach to traffic forecast in this report, apart from relating economic growth and elasticity
with vehicular growth, also incorporates area-specific disparities in economic growth by way of
linking an area’s specific (by traffic zones) economic growth in estimating traffic growth rate for
future years.
Road-side interview data were used to assess the modal trip ends by traffic zone. The trip-end
factor at the base year, multiplied with the economic growth of the contributing zones and their
elasticity values, results in the modal growth factor. The summation of growth factors of all the
modal trip ends yields the traffic growth rate for that particular year. For the subsequent years,
the trip end factor was assumed to be constant and the elasticity value used was as suggested in
the “Road Development Plan: Vision - 2021”.
The model used to estimate future traffic is expressed by the following expression:
⎡ ⎛ 78 ⎞ ⎤
⎢ ⎜ ∑ (E z ×TE mz ) ⎟ ⎥
Tym = T( y −1) m ×⎢1 + ⎜ z =1 78 ⎟×e ⎥
⎢ ⎜ ⎟ ym ⎥
⎢ ⎜ ∑ mz ⎟ TE ⎥
⎣ ⎝ z =1 ⎠ ⎦
Where
Tym = Trips by Mode and Year;
T (y-1) m = Trips by Mode in Previous Year;
Ez = Zonal Economic Growth Rates;
eym = Year and Mode Elasticity values; and
TEmz = Trip end by Mode and Zone.
Traffic forecast by this approach involves projecting passenger and good traffic separately. In
case of passenger traffic, the forecast growth of population and per capita NSDP are weighed
100% and 50% respectively with growth in per capita NSDP as additional impact (i.e. 100% of
population growth rate + 50% of per capita NSDP growth rate). The goods traffic forecast is
made proportionate to the share of goods vehicles carrying mining, industrial and agricultural-
related commodity types on project corridor. This proportion has been worked out to be 45%,
45% and 10% for mining, industrial and agricultural goods respectively. The equivalent socio-
economic growth rates derived by zones are multiplied with a set of elasticity values to derive
mode-wise traffic growth rates. This approach considers zonal level variations in socio-economic
parameters but takes only one set of elasticity factors.
4-37
The following section describes in detail the method adopted for forecasting the socio-economic
parameters. This method incorporates regional disparities (in terms of its economic activities and
contribution towards a location-specific traffic level) in assessment of traffic levels. The section
utilises the information and discussion on the state’s economy presented in Chapter 2.
4.9 PROJECTION OF SOCIO-ECONOMIC PARAMETERS
4.9.1 Population Projection

The population of an area keeps changing. However, with measures and awareness campaigns
taken by the government agencies, the population growth rate will decrease in the coming years,
ultimately achieving a stable rate of growth. The population projections up to 2026 have been
given in the Census of India publication titled “Population Projections for India and States 2001-
2026, Revised December 2006” compiled by a technical group on population projection
constituted by the National Commission on Population. However, this study requires a projection
to be made for 30 years, i.e. up to 2037. From the trends observed and from the experience in
other developed countries, it is expected that the population growth rate would further decrease
in the years after 2026. Therefore, the same declining growth rate of population is being forecast
for the period 2027-2037.
The following Figure 4-28 presents the estimated population of Odisha for future years along with
the past population data.
60
50
Population in Million
40
30
20
10
0
1911
1921
1931
1941
1951
1961
1971
1981
1991
2001
2006
2011
2016
2021
2026
2031
2036
2041
Year
Figure 4-28: Population Growth – Odisha
4-38
Year 2001-06 2006-11 2011-16 2016-21 2021-26 2026-31 2031-36 2036-41

Population Growth
1.11% 0.94% 0.83% 0.74% 0.56% 0.43% 0.33% 0.25%
(% per annum)
For the purpose of projecting population at the traffic zonal level, past growth of population by
respective districts of Odisha in the last three census (1981, 1991 and 2001) have been utilised
to establish the variation in district-level population growth rates in relation to the state-level
population growth rates. The growth rate of state population for the future has been distributed by
districts by using following equation:
Pdn = Pdn-1 X (Psn/Psn-1) X Ed
Where,
Ed = Rate of change in population Growth of District “d” between 1981-91 and
1991-01/ Rate of change in population growth of state “s” between 1981-91
and 1991-01, d, s and n denotes district, state and year respectively.
Pdn = Population Compound Annual Growth Rate (CAGR) of a district in year n.
Pdn-1 = Population Compound Annual Growth Rate (CAGR) of a district in year n-1.
Psn = Estimated Population Compound Annual Growth Rate (CAGR) of state in year
n.
Psn-1 = Estimated Population Compound Annual Growth Rate (CAGR) of state in year
n-1.
Within a district, the same population growth rate has been assumed for various smaller traffic
zones. For rest of the traffic zones falling outside Odisha, state-level predictions have been
grouped as per the boundary definition of the traffic zones.
4.9.2 Per Capita NSDP
For predicting the per capita NSDP, it was necessary to project the NSDP of the state. The
NSDP of Odisha at constant prices (1993-94) has been compiled to set a trend for the financial
year between 1993-94 and 2005-06. For predicting the NSDP of Odisha, an exponential model
(Figure 4-29) was developed which in turn gives a constant annual growth rate by considering
the time period (year) as the independent variable and NSDP as the dependent variable. It is
seen that there has been an annual increase of around 5.2% over a period of 11-13 years, which
is expected to increase further in the years to come. This growth rate is discounted with expected
population growth rate by state, and thereafter districts, to estimate the growth rate in per capita
NSDP.
4-39
5000000
4500000
y = 1425937e0.050372x
4000000 R2 = 0.911537
3500000
NSDP in lakh
3000000
2500000
2000000
1500000
1000000
500000
0
0 2 4 6 8 10 12 14 16 18 20 22 24 26
Year
Source Data: Central Statistical Organization (CSD) (As on 21.7.2006).
Figure 4-29: Growth in NSDP of Odisha
4.9.3 Industrial Production
Industrialization has been a key component of the growth experienced in the state’s economy.
Industrial growth has been projected in the same manner as the NSDP. The trend line
exponential model (from 1993-94 to 2005-06) developed for industrial production is shown in
Figure 4-30.
400000
350000
300000
250000 y = 97235e0.0561x
R2 = 0.3084
200000
150000
100000
50000
0
0 2 4 6 8 10 12 14 16 18 20 22 24 26
Year
Figure 4-30: Model Developed for Predicting Industrial Production
It is seen that there has been an annual increase of around 5.8% over a period of 11-13 years,
which is expected to grow further in the years to come. From the equation of this trend line, the
future growth in industrial production at state level has been established. In order to obtain the
growth rates of industrial production by the districts within the state, the level of industrialization
4-40
by district has been considered appropriate. Further, as the district-size also varies, the total
industrial employment per thousand population in the district has been considered as a fair
indicator of the industrialization level in the district. Known mega industrial projects, future
industrial prospects in Sambalpur, Jharsuguda and Sundergarh districts (because of the
availability of raw material in proximity) have been given due consideration in taking a strategic
view on industrial growth rate by districts. The following Table 4-19 presents the level of
industrialization by district in the state.
Table 4-19: Level of Industrialization by District in Odisha
No. of Gross Net Value
Registered Value of Added by Industrial
Population Industrial Total
District Reporting Output Manufacture Employment/1000
- 2001 Workers Employment
Factories- (Rs. In (Rs. In population
1999 Lakhs) Lakhs)
Angul 1,140,003 22 3986 5308 64582 200 4.66
Balasore 2,024,508 99 6588 8487 82932 16932 4.19
Baragarh 1,346,336 61 3971 4838 38331 4703 3.59
Bhadrak 1,333,749 37 706 1005 11231 -573 0.75
Bolangir 1,337,194 38 1691 2343 12310 -1596 1.75
Boudh 373,372 1 14 23 91 6 0.06
Cuttack 2,341,094 165 7938 10020 35682 1428 4.28
Deogarh 274,108 0.00
Dhenkanal 1,066,878 29 2746 3675 17583 -1441 3.44
Gajapati 518,837 2 6 13 56 7 0.03
Ganjam 3,160,635 70 2040 2693 7913 1010 0.85
Jagatsinghpur 1,057,629 21 2207 2734 98153 3986 2.59
Jajpur 1,624,341 24 2149 2392 5020 438 1.47
Jharsuguda 509,716 27 4576 5573 35911 -11453 10.93
Kalahandi 1,335,494 28 1052 1392 4345 -193 1.04
Kandhamal 648,201 1 126 147 112 81 0.23
Kendrapara 1,302,005 15 139 172 1009 79 0.13
Keonjhar 1,561,990 25 2951 3682 33110 5732 2.36
Khurda 1,877,395 211 6081 8552 53004 3111 4.56
Koraput 1,180,637 36 4091 5301 54994 7862 4.49
Malkangiri 504,198 6 81 92 401 -28 0.18
Mayurbhanj 2,223,456 41 1620 1988 7236 -4379 0.89
Nabarangpur 1,025,766 8 268 450 2580 149 0.44
Nayagarh 864,516 5 302 331 308 -6 0.38
Nuapada 530,690 15 339 417 2314 154 0.79
Puri 1,502,682 24 402 506 2333 467 0.34
Rayagada 831,109 26 3250 4240 27445 4287 5.10
Sambalpur 935,613 93 3722 4512 49296 5196 4.82
Sonepur 541,835 0.00
Sundergarh 1,830,673 195 24843 39638 293303 60273 21.65
State 36,804,660 1325 87885 120524 941585 96432 3.27
Source: Statistical Abstract of Odisha - 2002
It can be seen that out of 30 districts in Odisha, around 11 districts namely Sundergarh,
Jharsuguda, Sambalpur, Angul, Barsore, Bargarh, Cuttack, Dhenkenal, Khurda, Koraput and
Raigada have high industrialization levels. In future too, because of the various advantages
these districts enjoy, such as presence of industries and abundant mineral resources, and hence
related infrastructure, logistics and proximity to raw materials, they would experience relatively
higher growth rates than other districts. Further, it can be seen that the three districts
4-41
(Sambalpur, Jharsuguda and Sundergarh), through which the project corridor passes, contribute
around 40% of the state’s industrial output. The observed relative differences in industrialization
level have been used to forecast industrial growth rate by district in relation to the state-level
industrial growth. Some of the mineral-based industries in the state which are in existence and
contribute significantly to the overall state industrial output are presented below in Box 1:
Box 1: Some Insight into Industrial Development in Odisha:

Odisha thrives primarily on mineral-based industries. Several such industries have been set up in the state which
include the Rourkela Steel Plant, aluminium plants by INDAL and National Aluminium Company (NALCO), three
charge chrome plants at Brahmanipal, Bhadrak and Choudwar by Odisha Mining Corporation (OMC), Ferro Alloys
Coropoartion (FACOR) and Indian Charge Chrome Ltd. (ICCL) respectively. At Theruvalli in Rayagada district, Indian
Metal and Ferro Alloys (IMFA) have set up a plant for production of charge chrome/ ferro-chrome.
The other important mineral-based industries established include two sponge iron plants in Keonjhar district, a
refrectory in Dhenkanal district and mineral sands separation and synthetic rutile plants of Indian Rare Earth Ltd. At
Chhatrapur in Ganjam district.
Several cement plants have been set up in the State; in addition, three coal-based thermal power plants have been set
up in Talcher, Kaniha and Banharpalli. In addition, NALCO, RSP, ICCL, INDAL etc. have set up their own coal-based
captive power plants.
The economic liberalization policy has opened up possibilities for large scale mineral-exploration and establishment of
more mineral-based industries in Odisha.
Salient features on the existing level of industrialization and future prospects in the three project
districts (Sambalpur, Jharsuguda and Sundergarh) are summarized in Box 2 below:
Box 2: Existing Level of Industrialization in the Three Project Districts, and Future Prospects
• Some of the large operating industries in three districts are Bhusan Power and Steel, Viraj Steel, Shyam DRI,
Scan Steels, Sushila Cement, OCL-Sponge Iron, Utratech Cement, Tata Refractories, IB Thermal station, IOC’s
LPG bottling plant, SPS Steel and Power, Eastern Steel and Power, Jain Steel and Power and Action Ispat and
Power.
• Many existing steel plants including Bhusan Power and Steel, Viraj Steel and Energy, Shyam DRI have their
expansion plans under implementation.
• Odisha Industrial Development Corporation has planned a Growth Centre at Jharsuguda, spread over 367.23
acres of land, of which 65 acres is available for allotment to different industrial units.
• Vedanta Alumina Ltd., a greenfield venture of Vedanta Resource plc, is setting up a 0.5 mtpa aluminium smelter
unit, along with a 1,215 MW captive power plant with a downstream industrial park in Jharsuguda. Estimated
investment is to the tune of Rs 10,000 Crore.
• Aditya Aluminium in Sambalpur district with 1.0 mtpa capacity aluminium refinery and 260,000 tpa smelter backed
by a 650 mw captive power plant is under implementation.
• Presence of Rourkela Steel Plant and smelters of Hindalco in Sambalpur has spawned the growth of a strong
base of ancillary industries along SH-10.
• A coal-based Ultra Mega Power Project (UMPP) with 4000 MW capacity in Sundergarh district on BOT basis is
being planned by the Central Government as part of the 11th Five Year Plan.
Existing Characteristics and Expansion Plan of Major Industries influencing road traffic on the project corridor.
• Rourkela Steel Plant
• Rourkela Steel Plant (RSP), the first integrated steel plant in the Public Sector in India, was set up with
German collaboration with an installed capacity of 1 million tonnes. Subsequently, the capacity was enhanced
to 1.9 million tonnes.
• The plant was modernized in the mid-1990s with a number of new units with state-of -the-art facilities.
• The present capacity of the Plant is 2 mtpa of Hot Metal, 1.9 mtpa of Crude Steel and 1.671 mtpa of Saleable
Steel. Its wide and sophisticated product range includes various flat, tubular and coated products.
• Raw Materials play the most vital role in RSP's production of 1.9 million tonnes of steel per annum. Each
year, 2.3 MT of Coking Coal, 1.5 MT of Boiler Coal, 1.8 MT of Iron Ore Lumps, 1.5 MT of Iron Ore Fines, 1.6
MT of fluxes and other materials viz. Tin, Zinc, Aluminium and Ferroalloys constitute RSP’s input
4-42
requirements.
• Expansion Plan: A capital expenditure blueprint plan that has been prepared in this regard envisages an
increase in the steel plant's hot metal production capacity to 3.6 mtpa, crude steel to 3.3 mtpa and saleable
steel to 3.02 mtpa by 2011. A net increase of 4.35 mtpa capacity has been envisaged i.e. 78% increase from
the present capacity.
• However, this would have little impact on road traffic on Sambalpur-Sundergarh section
• Bhusan Power and Steel
• Phase-I; Operating since year 2006. The present capacity (Phase-I) of the plant is 0.6 mtpa of DRI Kiln, 0.3
mtpa of steel, 100 MW power and 1.0 mtpa of Coal washery.
• Phase-II is expected to be operationalized in year 2008. Under Pahse-II, the plant will add 0.7 mtpa of Hot
metal (Pig Iron), 0.45 mtpa of Coak oven plant, 1.0 mtpa of Slinter plant, 1X400 TPD of Oxygen plant, 2X300
TPD of Lime and Dolomite plant, 0.90 mtpa of steel and 0.9 mtpa of HR coil.
• In the next 5 years, expansion plan of this industry would lead to around 1000 additional truck trips per day on
Sambalpur-Jharsuguda section.
• Shyam DRI Power Ltd.
• The plant has 0.27 mtpa capacity of steel and 25 MW capacity of power generation (captive power plant).
• Plants under implementation such as Vedanta and Aditya will have its major traffic year 2010 beyond. These
ongoing developments would add another 1000 truck trips per day in next 5 years. It is to be noted that 1mtpa
capacity of steel plant generates around 1000-1200 trucks trips per day and 100 MW capacity of thermal power
plant generates around 250-300 truck trips per day.
4.9.4 Mining Production

Mining production of Odisha has been projected based on the past trend of growth rates. Of the
various mineral ores available in Odisha, coal and iron ore account for more than 85% of the total
output. Another five ores (bauxite, chromite, limestone, dolomite and manganese) account for
additional 12-13% of the total mining output. Table 4-20 shows the annual growth in mining
output at the state level from the financial year 1996-97 till 2005-06. It can be seen from the table
that in the last 10 years, mining activities have nearly doubled with a very steep growth in last
five years due to an increased growth of over 20% in the extraction rate iron ore.
Table 4-20: Production of Mines at State Level (in Million Tonnes)
Iron Total Total
Year Coal Bauxite Chromite Limestone Dolomite Manganese Others
Ore Output Export
1996-97 37.1 11.3
2.6 1.4 0.6 1.2 1.7 1.1 56.9
1997-98 42.3 12.4
2.7 1.4 1.9 1.0 0.5 0.7 62.8
1998-99 43.5 11.7
2.8 1.3 1.8 1.0 0.5 0.8 63.4
1999-00 43.5 12.1
2.9 1.7 1.9 1.1 0.5 0.8 64.5
2000-01 44.8 14.4
2.9 1.9 2.1 1.2 0.6 1.0 68.9 1.13
2001-02 47.8 16.8
3.6 1.8 2.2 1.5 0.5 0.9 75.0
2002-03 52.0 22.3
4.9 3.3 2.3 1.2 0.6 0.8 87.4 2.07
2003-04 60.2 34.9
4.9 2.88 2.24 1.27 0.7 1.1 108.2
2004-05 66.8 46.1
4.9 3.4 2.3 1.4 1.1 1.1 127.0 11.47
2005-06 139.7
Source: Compiled from various documents such as Economic Survey, 2002-03, Govt. of Odisha. and District Statistical
Handbooks
During the last five years, mining exports have increased manifold. Chromite and iron ores are
the main mineral ores being exported from Jajpur, Keonjhar and Mayurbhanj districts.
Figure 4-31 graphically presents the growth in mining output at the state level. From the figure it
could be seen that this sector has experienced very steep growth between 2002 and 2005.
However, trend has since stabilized in the year 2005-06.
4-43
Coal
Growth in Mining Output in Orissa by Ore Type
160 Iron
Bauxite
140 Chromite
Limestone
120
Output (in million tonnes)
Dolomite
Maganese
100
Mineral Sand
Sandstearing
80
Pyroxenite
60 Fire clay
Quartz
40 Graphite
Pyrophyelite
20 Silika Sand
China clay
0 Soap & Stone
1996-97
1997-98
1998-99
1999-00
2000-01
2001-02
2002-03
2003-04
2004-05
2005-06
Lead & Zinc
Serpentine/Other
Year Total Output
Figure 4-31: Growth in Mining Output, Odisha
The mining output by mineral type and by district for the year 2000-01 to 2004-05 has also been
compiled. The analysis reveals around 90% of mining extraction from only the four districts of
Angul, Keonjhar, Jharsuguda and Sundergarh. The following Table 4-21 presents the trend in
mining growth by district for the main mineral ores available in those districts.
Table 4-21: Mining Output by Type and District
Year 2004-05
District/Mines Total
Output in Coal Iron Bauxite Chromite Limestone Dolomite Maganese Others (2004-
Million Tonnes) 05)
Angul 44.6 0 0 0 0 0 0 0.2 44.8
Keonjhar 0 36.8 0 0.1 0 0 0.9 0.0 37.8
Jharsuguda 20.1 0.0 0 0 0 0 0 0.1 20.2
Sundergarh 1.6 7.8 0.1 0.0 1.2 1.4 0.2 0.0 12.2
Rest of Odisha 0.5 1.5 4.9 3.3 1.1 0 0 0.8 12.0
Total-Odisha 66.8 46.1 4.9 3.4 2.3 1.4 1.1 1.1 127.0
Year 2002-03
Million Tonnes) 03)
Angul 36.8 0 0 0 0 0 0 0.1 36.9
Keonjhar 0 17.7 0 0.1 0 0 0.5 0.1 18.3
Jharsuguda 14.7 0.0 0 0 0 0 0 0 14.8
Sundergarh 0.5 3.6 0.2 0.0 1.4 1.2 0.2 0 7.0
Rest of Odisha 0.0 1.0 4.8 3.2 0.9 0.0 0.0 0.5 10.4
Total-Odisha 52.0 22.3 4.9 3.3 2.3 1.2 0.6 0.8 87.4
4-44
Year 2000-01
Million Tonnes) 01)
Angul 31.2 0 0 0 0 0 0 0.4 31.6
Jharsuguda 13.0 0 0 0 0 0 0 0.0 13.0
Keonjhar 0 10.3 0 0.1 0 0 0.4 0.1 10.9
Sundergarh 0.7 3.6 0.1 0.0 1.4 1.2 0.1 0.1 7.2
Rest of Odisha 0.0 0.4 2.8 1.8 0.7 0 0 0.4 6.2
Total-Odisha 44.8 14.4 2.9 1.9 2.1 1.2 0.6 1.0 68.9
Source: District Statistical Handbooks
From the above table, it can be observed that Angul and Jharsuguda are more coal-rich than
Sundergarh and Keonjhar, which are richer in iron ore. Within Sundergarh, most of the iron ore is
available in the Tensa region, whereas in Keonjhar it is within the Bamberi region. Since 2003-
04, Sundergarh district has also started producing coal from the Vasundhara/ Gopalpur coal
mines. The following Table 4-22 presents the total mining reserve as in 2005-06, and the present
rate of exploitation of different minerals in Odisha.
Table 4-22: Total Mineral Reserves and Rate of Exploitation of Different Important Minerals
in Odisha
Exploitation During (in million tonnes) Rate of Exploitation to Total Reserves (%)
Total Reserves
in 2005-06 Ore / Mineral 1997- 1998- 1999- 2000- 2001- 2002- 2003- 2004- 2005- 1999- 2000- 2001- 2002- 2003- 2004-
98 99 00 01 02 03 04 05 06 00 01 02 03 04 05
5371 Iron Ore 12.36 11.67 12.05 14.35 16.79 22.26 34.89 46.06 55.35 0.34 0.4 0.47 0.62 0.72 1.10
183 Chromite 1.41 1.32 1.69 1.99 1.76 3.29 2.88 3.42 3.29 0.92 1.08 0.96 1.8 1.13 3.08
60999 Coal 42.34 43.47 43.54 44.81 47.8 52.03 60.2 66.82 70.55 0.08 0.09 0.09 0.1 0.12 0.11
1743 Bauxite 2.67 2.82 2.88 2.91 3.6 4.93 4.94 4.91 4.87 0.17 0.17 0.21 0.28 0.28 0.32
2224 Lime Stone 1.92 1.82 1.85 2.12 2.15 2.3 2.24 2.26 2.61 0.18 0.2 0.21 0.22 0.14 0.1
882 Dolomite 0.95 0.96 1.1 1.24 1.45 1.15 1.27 1.36 1.41 0.25 0.29 0.33 0.27 0.14 0.15
175.79 Fire Clay 0.05 0.06 0.05 0.05 0.04 0.05 0.06 0.16 0.11 0.05 0.05 0.04 0.05 0.03 0.09
314 China Clay 0.01 0.01 0.01 0.01 0.01 0.01 0.01 0.01 0.01 0.01 0.01 - -
71 Quartz, Quartzite and Silica 0.11 0.07 0.11 0.11 0.06 0.13 0.1 0.16 0.19 0.85 0.85 0.4 0.14 - -
86 Mineral Sands 0.13 0.21 0.2 0.21 0.21 0.15 0.23 0.27 0.25 0.32 0.34 0.26 0.17 0.28 0.31
4.6 Graphite 0.06 0.09 0.08 0.08 0.04 0.05 0.03 0.04 0.06 4.0 4.0 2.0 2.5 1.1 0.87
115 Manganese Ores 0.49 0.54 0.53 0.55 0.54 0.63 0.7 1.08 0.62 1.06 1.1 1.08 1.26 0.59 0.93
Total 62.5 63.04 64.09 68.43 74.45 86.98 107.54 126.55 139.31
Source: Economic Survey, 2002-03, Govt. of Odisha and Directorate of Mines, Odisha
Much of the future growth in mining exploitation would depend on Govt. policy, level of
industrialization within state and export potential. With a view to assess the annual growth in this
sector at the state level, both past and future, an exponential model (Figure 4-32) was
developed. The model shows an annual growth rate of about 10% in the last 10 years of analysis
period, which appears reasonable for future years considering the immense unexploited potential
in the state. Contributing to this growth would be the 12.0 mpta capacity steel plant by Mittal and
Posco, 12.5 mtpa capacity steel plant by the Jindal group in Angul district and the coal-based
Ultra Mega Power Project (UMPP) with 4,000 MW capacity in Sundergarh district.
4-45
400.0
350.0
Output (in million tonnes)
0.1011x
300.0 y = 46.633e
2
R = 0.9141
250.0
200.0
150.0
100.0
50.0
0.0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
Year
Figure 4-32: Model Developed for Predicting Mining Output
In the approach to forecasting of mining output, effort has been made to relate the expected
growth rate in mining with the available mining reserves in the state. Table 4-22 gives the mining
reserve in the state in 2005-06. Every year a new mining area is identified with its own mine
reserve. It has also been established from various published documents that iron ore and coal
reserves do exist in abundance to last another 100 years (Figure 4-33). The following Table 4-23
presents the adopted growth rate in mining output for future years by various mineral ore types at
the state level.
Table 4-23: Adopted Growth Rate (% per annum) in Mining Output
Ore Type 2006-11 2011-16 2016-21 2021-26 2026-31 2031-37
Iron Ore 10.0% 9.0% 8.0% 6.0% 5.0% 4.0%
Chromite 3.0% 1.0% 0.0% 0.0% 0.0% 0.0%
Coal 8.0% 8.0% 6.0% 5.5% 5.0% 4.5%
Bauxite 9.0% 8.0% 7.0% 6.0% 5.0% 4.0%
Lime Stone 2.5% 2.5% 2.5% 2.0% 2.0% 2.0%
Dolomite 5.0% 5.0% 4.5% 4.5% 4.0% 4.0%
Other 2.0% 2.0% 2.0% 2.0% 2.0% 2.0%
Figure 4-33: Life of Major Mineral Resources at the Present Rate of Extraction, Odisha
Source: Department of Mining and Geology, Government of Odisha (2005)
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4.9.5 Agricultural Output
Agriculture growth of Odisha state has been projected based on the past trend of growth in
agriculture production as reflected in Figure 4-34. This state-level growth model shows a growth
rate of around 1.2 %, which seems to be on the lower side. A future annual growth rate of around
2.0% has been adopted in the study for the agricultural sector.
800000
700000
Agricultural Output in lakh
600000 y = 535043e0.0118x
R2 = 0.0937
500000
400000
300000
200000
100000
0
0 2 4 6 8 10 12 14 16 18 20 22 24 26
Year
Figure 4-34: Trend of Growth in Agricultural Produce in Odisha
In order to assess the growth rates of agricultural production for the districts within Odisha, the
parameter considered is the average yield of rice per hectare in the respective districts (Table
4-24). From this, the state growth rates have been proportionately distributed among those
districts representing traffic zones. The same growth rate as of the district has been adopted for
all the traffic zones within that district.
Table 4-24: Average Yield (in Quintals, or 100 kg, per Ha) by District
SI Area Area under "Rice" - Average Yield (Rice) Variation amongst
Name of the District
No. (SqKm) 2000-01 (in Ha) per Ha in Qtl District
1 Angul 6,375 113,000 4 0.39
2 Balasore 3,806 245,000 16 1.50
3 Baragarh 5,837 294,000 12 1.16
4 Bhadrak 2,505 173,000 15 1.41
5 Bolangir 6,575 215,000 4 0.34
6 Boudh 3,098 67,000 5 0.51
7 Cuttack 3,932 156,000 12 1.16
8 Deogarh 2,940 48,000 4 0.41
9 Dhenkanal 4,452 125,000 6 0.56
10 Gajapati 4,325 37,000 18 1.71
11 Ganjam 8,206 277,000 12 1.16
12 Jagatsinghpur 1,668 95,000 13 1.29
13 Jajpur 2,899 145,000 8 0.77
14 Jharsuguda 2,081 61,000 4 0.38
15 Kalahandi 7,920 266,000 13 1.24
16 Kandhamal 8,021 52,000 8 0.75
17 Kendrapara 2,644 133,000 10 0.96
18 Keonjhar 8,303 202,000 10 1.00
4-47
SI Area Area under "Rice" - Average Yield (Rice) Variation amongst

Name of the District
No. (SqKm) 2000-01 (in Ha) per Ha in Qtl District
19 Khurda 2,813 118,000 15 1.48
20 Koraput 8,807 152,000 15 1.44
21 Malkangiri 5,791 92,000 7 0.66
22 Mayurbhanj 10,418 336,000 12 1.11
23 Nabarangpur 5,291 154,000 11 1.09
24 Nayagarh 3,890 98,000 12 1.11
25 Nuapada 3,852 105,000 3 0.29
26 Puri 3,479 144,000 12 1.20
27 Rayagada 7,073 69,000 11 1.01
28 Sambalpur 6,657 137,000 7 0.69
29 Sonepur 2,337 103,000 13 1.25
30 Sundergarh 9,712 222,000 5 0.52
State 155,707 4,434,000 10.4 1
Source: Statistical Abstract of Odisha - 2002
4.9.6 Adoption of Elasticity of Transport Demand Values
Experience reveals that the growth rates of passenger and goods vehicles grow at different
rates. This phenomenon is primarily because of varying levels of relationships between economy
and/ or socio-economic and traffic growth rates, and therefore, the elasticity values need to be
graded differently by modes such as cars, buses, trucks etc.
In this regard, MoSRTH, GoI in its document “Road Development Plan, Vision 2021”
recommends elasticity values shown in Table 4-25 for forecasting traffic on rural highways. It is
to be noted that since the quantum and not the value of mining production has been considered
in this analysis, rationalization in case of elasticity values for trucks has been carried out as
shown in the same table. Further, for years beyond 2021, elasticity values for various modes
suggested in the Vision 2021 document have been adopted. The declining rate of elasticity value
is commonly used as this reduces the impact of future uncertainties on prediction.
Table 4-25: Adopted Elasticity Values by Mode
Vehicle Type 2001-06 2006-11 2011-16 2016-21 2021-26 2026-31 2031-36 2036-41
Cars 1.7 1.6 1.5 1.4 1.3 1.2 1.1 1.0
Buses 1.4 1.3 1.2 1.1 1.1 1.1 1.0 1.0
Trucks 1.5 1.4 1.2 1.1
Trucks (adopted after
1.2 1.2 1.1 1.1 1.1 1.0 1.0
rationalization)
Source: Road Development Plan, Vision 2021
Empirically, traffic growth rate is worked out using the following expression:
TGR = E x ZEGR
Where , TGR = Traffic Growth Rate;
ZEGR = Zonal Economic Growth Rates by Mode; and
E = Elasticity Value of Mode.
4-48
4.10 TRAFFIC FORECAST
Based on the socio-economic and demographic growth rate forecast of the respective traffic
zones which contribute to the trips on a particular road section, and following the methodology
explained above, separate sets of vehicular growth rates have been calculated for each location.
The growth rates for the three locations where the O-D survey has been conducted viz. Rampela
Toll Gate, Sundergarh Toll Gate and Nuagaon Toll Gate, have been calculated by this
procedure. For predicting the traffic at Gariamal near Km 110, the growth rates of Nuagaon (Km
160/ 400) have been used. In this exercise, growth potential of all upcoming major industries has
been assessed and accounted for in adopting industrial growth rate in the respective districts in
the future years. Hence, no separate estimates for additional traffic by industries have been
carried out. Table 4-26 and Figure 4-35 present the location-wise projected AADT up to 2037 at
five-year intervals. The mode-wise and location-wise projected traffic, which is representative
traffic on the different sections up to 2037, is presented in Appendix 4.4, Volume IA of this
report.
Table 4-26: Projected AADT (PCU) at Different Locations representing Traffic
Homogeneous Sections
2007 2007
Location/Year 2012 2017 2022 2027 2032 2037
ADT AADT
Rampela Toll gate (Sambalpur-
13,484 13,053 18,991 27,533 38,000 49,824 64,532 81,663
Jharsuguda)
Sundergarh Toll gate
11,979 11,595 16,672 23,978 32,960 43,055 55,614 70,240
(Jharsuguda-Sundergarh)
Gariamal
10,017 9,696 15,368 24,201 35,978 49,503 66,931 87,804
(Sundergarh-Rajgangpur)
Nuagaon Toll gate
14,430 13,969 21,729 33,749 49,763 68,149 91,816 120,163
(Rajgangpur-Rourkela)
130,000
120,000
110,000
100,000
90,000
AADT (in PCU)
80,000
70,000
60,000
50,000
40,000
30,000
20,000
10,000
0
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
Year
Rampela Toll gate (Sambalpur-Jharsuguda) Sundergarh Toll gate
(Jharsuguda-Sundergarh)
Gariamal Nuagaon Toll gate
(Sundergarh-Rajgangpur) (Rajgangpur-Rourkela)
Figure 4-35: Projected Traffic, AADT (PCU) Location-wise
4-49
Keeping in view the horizon period of 30 years, the annual average growth rates derived by this
method looks realistic at between 10.0% and 7.5% per annum. It varies by location/ section
depending on trip end distribution and growth potential of respective zones. It will also be noted
that the expected growth rate on the Sundergarh-Rourkela section is a higher than the
Sambalpur-Sundergarh section.
4.11 TRAFFIC PROJECTION RISKS
4.11.1 New railway sidings

There are three railway sidings planned, one each at Lapanga in Sambalpur district, Balijore in
Jharsuguda district and Rajgangpur in Sundergarh district. All the three locations are very close
to the project corridor and lie on a parallel railway line connecting Sambalpur, Jharsuguda,
Sundergarh and Rourkela. These developments may change the share of traffic movement by
road in future. The Lapanga railway siding can be utilised for getting raw materials from other
districts by the Vishnu Power and Steel and upcoming Aditya Alumina plants. The Balijore
railway siding is expected to cater to coal movement from Jharsuguda to other districts, raw
material from other districts to the major industries planned in Jharsuguda growth centre
including steel plant by Vedanta Group. Lastly, the third railway siding at Rajgangpur will cater to
the requirement of the cement industries in Rajgangpur. It is estimated that once these railway
sidings are commissioned, there can be a reduction equivalent to about 1,000 truck-trips per day
from the respective affected sections (assuming a rake capacity of 4,000-5,000 tonnes and 10
tonnes per truck).
In such a scenario, the following reduction in truck-trips per day (Table 4-27) has been estimated
from the respective road sections.
Table 4-27: Traffic Reduction in Respective Section in Railway Siding Scenario
Reduction in Trucks Reduction in Trucks
Reduction in Trucks
trip/day (Jharsuguda trip/day (Sundergarh –
Year Assumptions trip/day (Sambalpur -
- Sundergarh Rajgangpur - Rourkela
Jharsuguda section)
section) section)
2011 Start of service, Lapanga 500
2012 Start of service, Balijore 600 500
Start of service,
2013 700 600 500
Rajgangpur
2014 800 700 600
2015 900 800 700
On an average 1 rake/day
2016 1000 900 800
at Lapanga
2017 1100 1000 900
at Balijore
2018 1200 1100 1000
at Rajgangpur
2019 1300 1200 1100
2020 1400 1300 1200
2021 1500 1400 1300
2022 1600 1500 1400
2023 1700 1600 1500
2024 1800 1700 1600
4-50
Reduction in Trucks Reduction in Trucks

Reduction in Trucks
trip/day (Jharsuguda trip/day (Sundergarh –
Year Assumptions trip/day (Sambalpur -
- Sundergarh Rajgangpur - Rourkela
Jharsuguda section)
section) section)
2025 1900 1800 1700
2026 2000 1900 1800
at Lapanga
2027 2000 2000 1900
at Balijore
2028 2000 2000 2000
at Rajgangpur
2029 2000 2000 2100
2030 2000 2000 2200
2031 2000 2000 2300
2032 2000 2000 2400
2033 2000 2000 2500
2034 2000 2000 2600
2035 2000 2000 2700
2036 2000 2000 2800
2037 2000 2000 2900
4.11.2 Old Ranchi Road

A diagonal alternative route to the present corridor exists between Sambalpur to the east of
Sundergarh town, known as the Old Ranchi Road. The road almost runs parallel to SH-10 and
takes off from NH-6 about 6.6 Km east of Ainthapalli Junction (start of the project corridor) as
MDR-19. It passes through several semi-urban / rural settlements such as Paramanpur,
Sodamal, Samsingha, Laikera, Bagdihi and Dharuadih as MDR-19, ODR-2 and MDR-31 upto
Bamra chowk. From Bamra Chowk using SH-31 westwards one can reach SH-10 again at
Gariamal Junction (Km 109/ 400 on SH-10).
4-51
The distance between Ainthapalli Junction and Gariamal Junction by the alternative routes, SH-
10 and the combination of NH-6 and Old Ranchi Road (MDR-19, ODR-2, MDR-31 and SH-31), is
almost the same. Thus traveling along the second alternative does not result in distance savings.
Moreover, for Sundergarh bound traffic this would be far more as they have to travel from
Gariamal Junction to Sundergarh (around 24 Km) as an extra length. For the traffic having
destination anywhere between Sambalpur and Sundergarh along SH-10 or very close to SH-10,
the alternate route under consideration would never become a distance saving option.
However, this alternative in its improved form could be attractive for traffic between Sambalpur
and Rourkela/Jharkhand if existing SH-10 starts experiencing congestion and offering reduced
LoS. In this regard, Origin-Destination survey clearly reveals that there is not much through traffic
between Sambalpur and Rourkela/Jharkhand. Through trip-end matrices car/jeep and truck trips
between mentioned zone pairs are estimated to be in the range of 8-10% and 5-8% respectively.
It is also worth mentioning that the SH-10 being considered for 4-laning with better facilities and
riding quality would any time in short to medium term remain a far better facility than even
improved old Ranchi road.
Hence, any noticeable different traffic forecast in an improved old Ranchi road scenario has not
been envisaged. In medium to long term too unless the entire stretch of the alternative road is
upgraded to similar levels as the SH-10 in configuration and condition, it is unlikely to pose any
traffic risk to the Sambalpur-Rourkela corridor.
4.12 VOLUME-CAPACITY ANALYSIS
4.12.1 Capacity
The Indian Roads Congress (IRC) recommendations were taken as the primary source of
information on road capacity. IRC, in its recommendation in “Guidelines for Capacity of Roads in
Rural Areas”, (IRC: 64 - 1990) recommends the capacity and design service volume for various
configurations of roads and in different terrain. Design Service Volume (DSV) has been
considered at Level of Service (LoS) “B”, which is approximately 0.5 times the maximum capacity
corresponding to LoS E. The present road configuration is 2-lane with 1.5 m paved shoulder on
either side running in plain terrain. As per IRC, the following capacities and design service
volumes by road configuration can be summarized (Table 4-28):
Table 4-28: Adopted Capacity and Design Service Volume (PCUs/ Day) for Different Lane
Configurations
C/W Configuration Ultimate Capacity (PCUs/ Day) Design Service Volume (PCUs/ Day)
2-L Earthen Shoulder 30,000 15,000
2-L Paved Shoulder (1.5m) 34,500 17,250
4-L Earthen Shoulder 70,000 35,000
4-L Paved Shoulder (1.5m) 80,000 40,000
Capacity figures recommended in the above table relates to peak hour traffic in the range of 8-10
% and direction split of 60:40 (i.e. 0.6). Any reduction in peak hour share and direction split
4-52
observed on the road due to optimal distribution of the activities would result in a corresponding
increase in the capacity of the road.
4.12.2 Volume-Capacity Ratio and Need for Improvement/ Upgradation
Volume-Capacity Ratio (VCR) is a well-established indicator of the Level of Service (LoS) that
any road section offers to the road user. It also gives an indication of the time of intervention i.e.
when to augment the road capacity. Having projected the traffic level for four homogeneous
sections of the project corridor and also having discussed the ultimate capacity for various
carriageway types, it becomes necessary to establish the VCR and suggest plausible
improvement options. Table 4-29 below gives the VCR with the existing carriageway
configuration and with possible interventions.
Table 4-29: Volume-Capacity Ratio (VCR)
Existing Configuration (2-L+PS)
Section/Year 2007 2012 2017 2022 2027 2032 2037
Sambalpur-Jharsuguda 0.38 0.55 0.80 1.10 1.44 1.87 2.37
Jharsuguda-Sundergarh 0.34 0.48 0.70 0.96 1.25 1.61 2.04
Sundergarh-Rajgangpur 0.28 0.45 0.70 1.04 1.43 1.94 2.55
Rajgangpur-Rourkela 0.40 0.63 0.98 1.44 1.98 2.66 3.48
Proposed Configuration (4-L+ES)
Section/Year 2007 2012 2017 2022 2027 2032 2037
Sambalpur-Jharsuguda 0.27 0.39 0.54 0.71 0.92 1.17
Jharsuguda-Sundergarh 0.24 0.34 0.47 0.62 0.79 1.00
Sundergarh-Rajgangpur 0.22 0.35 0.51 0.71 0.96 1.25
Rajgangpur-Rourkela 0.31 0.48 0.71 0.97 1.31 1.72
Proposed Configuration (4-L+PS)
Section/Year 2007 2012 2017 2022 2027 2032 2037
Sambalpur-Jharsuguda 0.24 0.34 0.48 0.62 0.81 1.02
Jharsuguda-Sundergarh 0.21 0.30 0.41 0.54 0.70 0.88
Sundergarh-Rajgangpur 0.19 0.30 0.45 0.62 0.84 1.10
Rajgangpur-Rourkela 0.27 0.42 0.62 0.85 1.15 1.50
Note: In the railway siding scenario, the maximum reduction in truck trips have been estimated in the range of 2,500 –
3,000 per day, which corresponds to about 10,000-12,000 PCU per day. The estimated reduction, however, will impact
revenue realisation, it seems would not impact decision on future requirement as regards road width in short-medium
term.
Table 4-29 reveals that almost all the four sections of the project corridor exceed their
corresponding DSV by the year 2011/12. Ideally, this should be the time to augment the road
apacity. If this improvement corresponds to upgrading the road to a 4-lane divided carriageway
facility with paved shoulders by 2013, the VCR would come down to about 0.25 to 0.35. This
improved project road would remain below its DSV till the year 2021/22 i.e. for the next 10 years.
Beyond 2021/22, the facility will experience VCR of more than 0.5 and thereby get into LoS C or
D. However, by 2027 all sections except Rajgangpur-Rourkela would offer LoS D to the road
users.
Hence, it is recommended that the project road be upgraded to a 4-lane divided

carriageway facility with paved shoulders in order to cater to the projected traffic for a
reasonable time.
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CHAPTER 5: SOIL AND MATERIAL INVESTIGATIONS
CHAPTER 5: SOIL AND MATERIAL
INVESTIGATIONS
5.1 INTRODUCTION
This chapter covers the preliminary report on soil and materials investigations for the project
road. The chapter also lists the probable quarries and borrow-pit locations that can be used as
sources of construction material. Testing procedures followed are in accordance with BIS/
AASHTO/ BS, as applicable, to determine their suitability in accordance with MoSRT&H
specifications.
5.2 SOIL AND MATERIAL INVESTIGATIONS AND ANALYSES PROCEDURES
5.2.1 Existing Sub-Grade Soil and Pavement Material Investigations
Test pits have been dug at intervals of 10 km along the project corridor. A total of 20 test pits
have been excavated. From each of these excavated test pits, sub-grade soil samples have
been collected and tested in the laboratory. Dynamic Cone Penetration (DCP) tests and Field
Density tests have been conducted on top of the sub-grade. Structural composition of the
existing pavement has also been noted at every test pit location.
5.2.2 Construction Materials Investigations
Material investigations have the following components:

• Investigation on borrow materials for embankment, sub grade and granular sub-base construction
have been done. A total of 25 borrow samples have been collected from identified borrow sources for
testing;
• 8 nos. of aggregate samples, 6 nos. of sand samples and 5 nos. of fly ash samples have been
collected from the identified sources; and
• Sources of other construction material such as cement, bitumen and steel have been identified.
Portland Slag Cement of “Konark” Brand is available in plenty at Rajgangpur. “Thermax” and “Elegant”
TMT bars are also available in plenty at Rourkela.
5.2.3 Test Procedures
Standard test procedures have been followed for in-situ testing, soil sampling and laboratory
testing, as given in Table 5-1. All laboratory tests have been carried out at the Transaction
Advisor’s Highway Engineering Laboratory in Delhi.
5-1
Table 5-1: Testing Codes Adopted

Type of Test Method
Field Dry Density (FDD) using Sand Replacement Method IS: 2720 (Part 28)
Field Dry Density (FDD) using Core Cutter Method IS: 2720 (Part 29)
Moisture Content Determination IS: 2720 (Part 2) (Section I)
Atterberg Limits IS: 2720 (Part 5)
Sieve Analysis
- natural soils IS: 2720 (Part 4)
- rock aggregate IS: 2386 (Part 1)
Compaction Test (Heavy Compaction) IS: 2720 (Part 8)
CBR and Swelling Index IS: 2720 (Part 16)
(Soaked and unsoaked at three energy levels for sub-grade)
Aggregate Impact Value (AIV) IS: 2386 (Part 4)

Coating and Stripping of Bitumen Aggregate Mixes IS: 6241
Soundness of Aggregates IS: 2386 (Part 5)
Flakiness and Elongation Indices IS: 2386 (Part 1)
Water Absorption and Specific Gravity of Aggregates IS: 2386 (Part 3)
10 % Fines Value for Aggregates BS: 812 (Part 111)
Soil classification has been carried out according to the Indian Soil Classification (ISC) System,
as detailed in IS: 1498.
5.3 EXISTING SUB-GRADE SOIL
5.3.1 Sub-Grade Soil Samples
Test pits have been excavated at @ 10 km intervals along the road to carry out Field Density
tests and to collect soil samples for laboratory tests. They have been carefully dug from the
pavement surface up to sub-grade level, where these have been manually leveled and prepared
for Field Density tests. Field Density tests on the sub-grade soils have been conducted at each
test pit location after leveling the surface. A small quantity of sub-grade soil has also been
collected in airtight containers for determining the Field Moisture Content. Upon completion of the
Field Density and DCP test, representative samples of sub-grade soils have been collected in
bulk, in gunny bags, from each test pit for laboratory testing.
5.3.2 Tests performed
5.3.2.1 Laboratory tests
The tests performed on the sub-grade samples are as follows:

• Grain-Size Distribution test for each sample;
• Atterberg Limits for each sample;
• Moisture-Density relationship (Heavy Compaction) for each sample; and
5-2
• Four-Day Soaked CBR at three energy levels on each homogenous group of soils. Soaked CBR at
Field Dry Density (FDD) and 97% of the Maximum Dry Density (MDD) is to be determined from the
graphs plotted for CBR vs Density at three energy levels. The grouping is established based on similar
soil index properties, and grain size distribution.
5.3.2.2 Dynamic Cone Penetration (DCP) Test at site
DCP tests have been conducted on the exposed sub-grade in the test pits to estimate the CBR
strength at the field density and field moisture conditions at the time of testing. These tests have
been carried out using the TRRL dynamic cone penetrometer and the CBR value was estimated
using the TRRL relationship, which is as follows:
Log (CBR) = 2.48 – 1.057* Log (DCP)
For each test, a graph has been plotted between the depths of penetration vs the number of
blows. A typical plot is a set of connected straight lines of different slopes, each line representing
one penetrated layer of sub-grade or embankment. The slope of each line (rate of penetration or
the DCP value) represents the strength of the layer. The boundaries between the layers are
identified by the change in slopes of straight lines and can be used to estimate the depth of each
soil layer used in construction of sub-grade and embankment.
5.3.3 Test results
Test results of existing sub-grade soil samples are presented in Appendix 5.1, Volume IA of this
report. These test results indicate that the soil used in the sub-grade construction primarily
belong to SC category. Out of twenty samples collected from sub-grade, seventeen samples
belong to SC type; the balance three samples belong to the CI, SP-SM and SM-SC type of soil
respectively. The Liquid Limit (LL) of the sub-grade soil varies from 46% to 22% and Plasticity
Index (PI) is varying from 23% to 6%. The limiting values of LL and PI for sub-grade soil as per
MoRT&H specifications are 70% and 45% respectively. Results clearly show that all samples
satisfy the required specification of Atterberg’s Limits for sub-grade material.
The field dry density (FDD) obtained varies from 88% to 101% of MDD. Field Moisture Content
(FMC) is found to be varying from 5.65% to 14.94%. All existing sub-grade soils fulfill the
minimum limiting value of MDD of 1.75 gm/cc stipulated in MoRT&H specifications.
Homogeneous soil group were selected on the basis of different soil properties and tested for
CBR at three energy levels for unsoaked and soaked condition. Soaked CBR values at FDD vary
from 54% to 4.2% and 97% of MDD vary from 80% to 4%. Free Swelling Index (FSI) varies from
50% to 0%. The CBR value of existing sub-grade at FDD and 97% of MDD are presented in
Table 5-2 whilst the percentage distribution of sub-grade soil is shown in Figure 5-1.
5-3
Table 5-2: CBR of Existing Subgrade

Homogeneous Soil type Chainage (Km) Soaked CBR at FDD (%) Soaked CBR at 97% of MDD (%)
CI 136.000 4.2 4.0
SC 76.000 24.0 23.2
SC 38.400 31.6 80.0
SC1 166.000 6.0 62.4
SC1 145.500 54.0 36.0
SC1 120.000 32.0 40.0
SC2 156.000 9.5 18.5
SC2 106.000 27.7 22.0
SC3 126.000 8.0 20.0
SC3 116.000 49.0 40.2
SC4 96.000 22.0 43.8
SC4 86.200 35.0 42.4
SC4 46.000 48.4 38.0
SC4 38.800 33.0 40.2
SC5 66.000 13.0 23.0
SC5 60.000 22.0 21.2
SC5 35.000 27.0 22.0
SC5 26.000 27.0 22.0
PERCENTAGE DISTRUBUTION OF EXISTING

SUBGRADE SOIL
SM-SC SP-SC CI
5% 5% 5%
SC
85%
Figure 5-1: Percentage Distribution of Sub-grade Soil along the Project Corridor
5.4 TOE SOIL INVESTIGATIONS
5.4.1 Toe soil samples
Test pits have been excavated adjacent to the toe of the embankment on the natural ground, and
samples have been collected along the project corridor. Soil samples were collected at an
average interval of 10 km to investigate the engineering properties of the soils in the area.
Altogether twenty samples were collected from the toe of the existing embankment.
5-4
5.4.2 Tests performed
The tests performed on these samples are as follows:

• Grain-Size Distribution;
• Atterberg Limits;
• Moisture-Density Relationship (Heavy Compaction) for each sample;
• Four-Day Soaked CBR as per IS standards at 97% of MDD (Heavy Compaction); and
• Free Swelling Index.
5.4.3 Test results
Seventeen samples out of twenty belong to the SC type and two samples belong to the SM type.
The balance one sample belongs to the CL type. MDD is varying from 2.17 gm/cc to 1.89 gm/cc
and OMC is varying from 13.89% to 7.20%. Test results are presented in Appendix 5.2, Volume
IA of this report.
5.5 CONSTRUCTION MATERIALS INVESTIGATION
The objective of the construction material survey is to:

(i) locate potential sources of soil, sand, gravel, rock, water and other major construction materials in
the project vicinity; and
(ii) examine the engineering properties of the materials relevant to the project as per specification to
establish their suitability for incorporation in the project construction.
As a first step, material sources have been identified with the help of existing data, local enquiry
and field assessment. Thereafter soil, moorum and aggregate samples were collected from the
sources for testing.
5.5.1 Borrow Areas
5.5.1.1 Borrow area samples
The investigation is aimed at locating the potential borrow areas for sub-grade/ embankment fill
and granular sub-base along the project road within economic haulage leads. To obtain this
information regarding probable borrow pits along the corridor, the offices of Odisha Works
Department (OWD) and the local people have been contacted and queried. Based on the
information received and field surveys carried out, borrow areas have been identified which are
both new and existing, and belonging to both the government and the private public.
The sources identified as potential borrow sources and their suitability for construction are shown
in Table 5-3 and include certain useful information, such as distance from the project road,
location, village name etc, along with suitability for sub grade and embankment construction
based on test results. Borrowing soil from these areas would require prior approval of the local
authorities and negotiations with the local private people owning the respective land. Soil
5-5
samples from these borrow sources have been collected in bulk by excavating test pits down up
to 1.0m depth from the existing ground surface. The top organic soil layer of approximately 150
mm thickness was removed before sampling. Schematic location of these borrow pits is shown in
Figure 5-2.
Table 5-3: Borrow Pit Samples and their Suitability for Construction
Lab Suitability
Offset Quantity Ownership
Sample Chainage (Km) Direction
(m) (cum) Sub-grade Embankment Status
No.
0.000(NH-6), Govt.Land,Vill-
OP-BA-1 L 4000 50,000
5.000 (SH-10) No Yes Jamadarpali
Road
OP-BA-2 18.000 (SH-10) L+R 30,000 Govt.Land
Side No Yes
Govt. Land, Vill:
OP-BA-3 18.300 L 1000 31,000
Yes Yes Pradhanpali
Over Burden Of
OP-BA-4 23.600 L 4000 50,000
Yes Yes Salat Agg. Quarry
OP-BA-5 25.000 L 1500 50,000 Govt. Land

Yes Yes
Pvt. Land, Vill:
OP-BA-6 34.300 R 800 2,31000 Lapanga,Owner's
Yes Yes Name: J.D Sahoo
Pvt. Land, Vill:
OP-BA-7 35.700 L 1700 1,34000 Lapanga, Owner's
Yes Yes Name: J.D Sahoo
Govt. Land, Vill:
OP-BA-8 47.900 L 500 1,00,000
Yes Yes Beherapali
67.000 (NH-
Road
OP-BA-9 200), 52.500 L+R 49,000 Govt. Land
Side
(SH-10) No Yes
61.000(NH- Overburden Of
OP-BA-10 200), R 9300 50,000 Kechuabahal Agg.
52.500(SH-10) Yes Yes Quarry
61.000(NH- Overburden Of
OP-BA-11 200), R 9400 95,000 Chandimal Agg.
52.500(SH-10) Yes Yes Quarry
Govt. Land, Vill:
OP-BA-12 59.500 R 700 37,000
Yes Yes Malimunda
Road Govt. Land, Vill:
OP-BA-13 65.800 L+R 50,000
Side Yes Yes Vashma
Govt. Land, Vill:
OP-BA-14 78.100 L 1100 50,000
Yes Yes Kerai
Road
OP-BA-15 85.600 R 73,000 Govt. Land
Side No Yes
Road
OP-BA-16 87.800 L 50,0000 Govt. Land
Side * *
Govt. Land, Vill:
OP-BA-17 94.400 L 3000 31,000
Yes Yes Rasarajpur
Pvt. Land, Vill:
OP-BA-18 102.100 R 2700 25,000
Yes Yes Utsuna
5-6
Lab Suitability
Offset Quantity Ownership
Sample Chainage (Km) Direction
(m) (cum) Sub-grade Embankment Status
No.
Pvt. Land, Vill:
OP-BA-19 109.500 R 600 30,000 Gariamal (On Sh-
Yes Yes 31, Ch:0+600)
Road Govt. Land, Vill:
OP-BA-20 121.500 R 50,0000
Side No Yes Damopada
Road
OP-BA-21 126.000 R 20,000 Govt. Land
Side Yes Yes
Road
OP-BA-22 128.000 L 20,000 Govt. Land
Side Yes Yes
Road
OP-BA-23 132.000 L 20,000 Govt. Land
Side Yes Yes
Pvt. Land, Vill:
OP-BA-24 151.300 R 500 31,000
Yes Yes Barapali
Overburden Of
OP-BA-25 166.300 R 5000 60,000 Balanda Agg.
Yes Yes Quarry
5.5.1.2 Tests performed
The samples collected from these identified borrow pits/ gravel quarries have been tested for the
following properties to assess the possibility/ suitability of utilising the local soil as embankment
fill/ sub-grade:
• Sieve Analysis;
• Atterberg Limits;
• Heavy Compaction;
• Four-Day Soaked CBR as per IS standards at 97% of MDD/ 98% of MDD as applicable for Sub-Base
(Heavy Compaction);
• Water absorption of coarse fraction; and
• Ten percent fines value.
5-7
S CH EM A T IC D IA GRA M S H O W IN G T H E LO CA T IO N O F BO RRO W A REA S FO R TH E RO A D

L E A D I N G T O R O U R K E L A F R O M S A M B A L P U R (K M 5 + 0 0 0 T O K M 1 6 7 + 4 0 0 )
Figure 5-2: Schematic Locations of Probable Borrow Pits, Aggregate, Sand and Fly Ash Sources along the Project Corridor
5-8
5.5.1.3 Test results for Sub-Grade / Embankment
Test results on borrow pit samples are presented in Appendix 5.3, Volume IA of this report.
These test results reveals that the soil primarily belongs to the coarse-grained soil type. Of the 25
samples, 8 samples belong to the SC type, 5 samples belong to the CI type, 3 samples belong to
the GC type, 1 sample each belongs to the GM-GC and SM-SC type, 5 samples belong to the
SP-SC type and 2 samples belong to the SM type of soil. Liquid Limit varies from non-plastic to
50%, and Plasticity Index varies from non-plastic to 31%. Free Swelling Index varies from 60% to
nil. The location of samples which have 60% Free Swelling Index is Km 85/ 000, and is beyond
the specified limit of MoSRTH specification. Percentage distribution of each type of borrow soil is
shown in Figure 5-3.
Percentage Distribution of Borrow Samples
GM-GC SM-SC
GC 4% 4%
SC
12%
32%
CI
20%
SM SP-SC
8% 20%
Figure 5-3: Percentage Distribution of Borrow Soil along the Project Corridor
All borrow samples fulfill the minimum limiting value of MDD of 1.75gm/cc stipulated in MoRT&H
specifications, except samples collected from Km 86/ 800. Soaked CBR at 97% of MDD has
been tested for 24 samples with the results varying from 1.3% to 71.4%. Out of 24 samples
tested for CBR, 18 samples have CBR value more than 10%, which can therefore be adopted as
the design CBR. Soaked CBR at 97% of MDD major soil groups is shown in Table 5-4 below.
Table 5-4: Soaked CBR of Major Soil type of Borrow Samples
Soil Type Soaked CBR at 97% of MDD (%)

CI 1.3 to 2.8
SM 16.6 to 41.5
SC 7.9 to 71.4
GC 2.8 to 64
SP-SC 21 to 52.8
Free Swelling Index varies from 0% - 33%, which is within acceptable limits.
5-9
5.5.1.4 Borrow Pit / Moorum Samples for Granular Sub Base
Test results of borrow soil reveals that the soil is primarily coarse-grained type. Of the 25
samples, 20 samples belong to the coarse grain variety. Several attempts had been made in the
past to blend moorum with sand and stone dust to achieve the stipulated grading. Since the
percentage passing the 75 micron sieve in borrow samples is very high (approximately above
20%), it is not possible to satisfy the grading requirement of GSB as stipulated in MoRT&H
specifications, which specifies a maximum percentage of 10%.
To achieve the grading requirement, five borrow/ moorum samples (containing a high percentage
of coarse aggregate) have been screened through a 4.75 mm sieve to remove fines. The sample
retained on 4.75 mm sieve was then blended with stone dust in the ratio of 73:27. All the five
blended samples have been tested for CBR, water absorption and ten percent fines value. The
CBR value of all the blended samples is more than 30%, thus fulfilling all the requirements
stipulated in MoRT&H specifications. Hence, such a blend can be used for granular sub-base in
the project. Test results are presented in Appendix 5.4, Volume IA of this report.
5.5.2 Quarries for Aggregates
5.5.2.1 Aggregate samples
Aggregates to be used for sub-base, base, surface courses and concrete works have been
collected from the crushers under operation in 8 identified quarries based on local inquiry and
information gathered from OWD officials. The locations, estimated quantity and the approximate
distance from each source to the nearest point on the Project Road are compiled in Table 5-5
along with suitability for various works based on test results. Schematic locations of these
quarries are shown in Figure 5-2.
Table 5-5: Details of Quarry Area for Aggregates
Suitability
Lab Sub- Bitumin
Chainage Quantity
Sample Direction Offset base / ous Concrete Ownership status
(Km) (cum)
No. Base work work
course
Tara Metal, Owner's Name:
13.000 Road-
OP-AQ-1 L 609,600 Yes Yes Yes Sanjeev Kr. Mahapatra, Mob:
(SH-10) Side
09437059658.
Balaji Stone Crusher, Owner's
25.300
OP-AQ-2 R 5,300 M 3,291,840 Yes Yes Yes Name: Gitu Aggrawal, Mob:
(SH-10)
09861023544,Vill: Jangla
23.600 Radhamadhav Stone Crusger,
OP-AQ-3 L 3,000 M 1,219,200 Yes Yes Yes
(SH-10) Vill: Salat
23.600 Owner's name: Srikant
OP-AQ-4 L 4,500 M 487,680 Yes Yes Yes
(SH-10) Mohapatro,Vill: Babuchakli
Ganapati Stone Crucher,
164.000 Owner's name: Ganesh Kr.
OP-AQ-5 R 5,000 M 1,463,040 Yes Yes Yes
(SH-10) Aggrawal, Mob: 09437041194,
Vill: Balanda
61.000 Vill: Kechuabahal, Hand
OP-AQ-6 R 9,300 M 243,840 Yes Yes Yes
(NH-200) Broken
5-10
Suitability
Lab Sub- Bitumin
Chainage Quantity
Sample Direction Offset base / ous Concrete Ownership status
(Km) (cum)
No. Base work work
course
Vijay Laxmi Stone Crusher,
61.000 Owner's name: Arun Kr.
OP-AQ-7 R 9,400 M 2,194,560 Yes Yes Yes
(NH-200) Mundra, Mob:
09437052518,Vill: Chandimal
20 km on NH-23 from Vedvyas
167.400
OP-AQ-8 L 20,000 M 548640 Yes Yes Yes Chawk towards Ranchi, 1 km
(SH-10)
ER RHS Quarry Area, boulder
The following tests have been conducted on the rock aggregate samples from each quarry:
• Sieve Analysis (in case of samples collected from crusher);
• Specific Gravity;
• Water Absorption;
• Flakiness and Elongation Test (in case of samples collected from crusher);
• Aggregate Impact Value Test;
• Coating and Stripping of Bitumen-Aggregate Mix (without using anti-stripping agent); and
• Soundness.
5.5.2.3 Test results
Flakiness and elongation index, being dependent on crusher quality/ technique, has not been
considered for the evaluation. Selection of the quarry depends upon engineering properties, lead
and quantity available. Flakiness and elongation indices for six samples have been tested
because the other two are in boulder form. These were found to be higher than the stipulated
value of 30%. All eight samples have been tested for Aggregate Impact Value (AlV); all samples
fulfill the stipulated requirement. Water absorption is found to be less than 2% for all samples.
None of the samples satisfy the stripping property requirement for aggregate when tested without
anti-stripping agent. Stripping Test using anti-stripping agent for all samples satisfy the stipulated
value. Test results are presented in Appendix 5.5, Volume IA of this report.
5.5.3 Quarries for Sand
5.5.3.1 Sand samples
Sand samples have been collected from two sand sources and tested. Table 5-6 shows the
location of these sand quarries along with lead from the project road and suitability for concrete
work based on test results. Schematic locations of these quarries are shown in Figure 5-2.
5-11
Table 5-6: Details of Sand Quarries

Suitability for
Lab Sample No. Chainage(Km) Direction Offset Quarry location
Concrete work
Ma Tarini River
OP-SQ-1 41.800 L+R Road Side Yes
(Coarse)
OP-SQ-1A 41.800 L+R Road Side Yes Ma Tarini River (Fine)
Maltijod River, Vill:
OP-SQ-2 546.000 (NH-6) L+R 1600 M No
Badtorang
Matuwajoro River, Vill:
OP-SQ-3 25.300 (SH-10) R 2300 M No
Jangla
OP-SQ-4 66.800 (SH-10) L+R Road Side No Safai River
OP-SQ-5 68.500 (SH-10) L 2100 M Yes Eeb River
OP-SQ-6 154.400 (SH-10) L+R Road Side Yes Badchud River
The following tests have been conducted on these sand samples:

• Sieve Analysis; and
• Calculation of Fineness Modulus.
Test results of sand samples are presented in Appendix 5.6, Volume IA of this report. These
results include the details of grain size distribution, fineness modulus and the sand zone. The
test results show that only one sample fulfills the required grading; however, after screening
through 10mm IS sieve, samples SQ-1, SQ-1A and SQ-6 fulfill the required grading and come
under gradation Zone- II and Gradation Zone-III and, therefore, can be recommended for use in
concrete works.
5.5.4 Fly ash
5.5.4.1 Fly ash samples
Sources for fly ash and lime have also been identified in the vicinity of the project corridor. In total
six samples of fly ash including lime dust have been collected. Table 5-7 gives the details
regarding quantity available, location and lead from the project corridor along with suitability for
embankment construction based on test results. Schematic location of these sources is shown in
Figure 5-2.
Table 5-7: Details of Fly Ash and Lime Sources
Lab Sample Suitability for Use
Chainage (Km) Direction Offset Remark
No. in Embankment
Fly Ash From Bhusan Steel And
OP-FA-1(Dry
38.000 (SH-10) R Road Side Yes Power Plant, 800 Ton/Day
Ash)
Capacity
19 Km on NH-200 from SH-10
OP-FA-2 (Dry
52.000(SH-10) L 19000m Yes Junction, 18 Km BT Road LHS
Ash)
towards OPGC-ITPS, Banarpali.
5-12
Lab Sample Suitability for Use

Chainage (Km) Direction Offset Remark
No. in Embankment
19Km on NH-200 from SH-10
OP-FA-3
52.500(SH-10) L 19000m Yes Junction, 18 Km BT Road LHS
(Pond Ash)
towards OPGC-ITPS, Banarpali.
4 km on MDR-28, Ranchi Road
OP-FA-4
133.000(SH-10) L 4000m Yes towards Laljibarna, Lime Dust
(Lime Dust)
Waste.
OP-FA-5 5 km on MDR-28, Ranchi Road
(Granular 133.000(SH-10) L 4000m Yes towards Laljibarna, Granular
Material) material.
20Km on NH-23 from Vedvyas
OP-FA-6
167.400 (SH-10) L 20000m Yes Chowk , Ranchi, 1 Km ER RHS
(Lime Dust)
Quarry Area, Lime dust waste
The tests carried out on fly ash samples (as per IRC: SP: 58 – 2001) are as follows:
• Particle Size Analysis;
• Modified Proctor Test;
• Shear strength parameters;
• Compressibility characteristics; and
• Permeability and capillarity.
All samples are non-plastic and MDD is varying from 2.18 gm/cc to 1.09 gm/cc and OMC is
varying from 39.00% to 5.00%. Detailed results are appended in Appendix 5.7, Volume IA of this
report.
5.5.5 Sources for Other Construction Materials
Cement of Grade 33, Grade 43 and Grade 53 and steel of various grades, including HYSD steel
as per IS: 432, of leading brands are available in Rajgangpur, Rourkela and Sambalpur.
Manufacturer’s Test/ Quality Certificate would be necessary for each consignment of all the
materials received at site.
5-13
CHAPTER 6: SUMMARY OF IMPROVEMENT
PROPOSALS AND PRELIMINARY DESIGN
CHAPTER 6: SUMMARY OF IMPROVEMENT
PROPOSALS AND PRELIMINARY
DESIGN
6.1 INTRODUCTION
The present chapter summarizes the improvement proposals for the project. The various
components include the following:
• Highway improvement proposals;
• Pavement design and improvement proposals;
• Drainage measures; and
• Proposals for improvement of structures.
6.2 HIGHWAY IMPROVEMENT PROPOSALS
Formulation of improvement proposals is a pre-requisite for development of any project facility.

Highway improvement options ought to be technically sound, environmental-friendly, and
economically most feasible. They not only cover formulation of typical cross-sections separately
for rural and urban areas depending on requirements of capacity augmentation, but also include
the following:
• Provision of Service roads for traffic segregation at settlements;
• Provision of sidewalks to segregate pedestrian movement;
• Identification of settlements that require Bypasses/ Realignments;
• Identification of optimal bridge alignments;
• Provision of pedestrian/ vehicular underpasses;
• Provision of bus bays and bus shelters;
• Provision of way side amenities; and
• Provision of toll plaza(s).
The highway improvement options and designs suggested are discussed in detail in Chapter 6 of
Volume II of this report. However, a summary of the same is given in subsequent sections of this
chapter.
6.2.1 Cross-Sections
The Project Corridor generally traverses through plain terrain for most of its length; for the
balance length, it passes through rolling terrain. The land use along the Project Corridor is mostly
urban, agricultural and forest, with a significant percentage (18%) of land lying barren. The
Project Corridor takes off from a rotary intersection on the existing NH-6 bypass at Sambalpur at
Km 4/ 900, with Km 0/ 000 being inside Sambalpur town. Thereafter, it traverses towards
Jharsuguda, Sundergarh and finally Rourkela. The Project Corridor ends at a channelised
6-1
intersection with NH-23 at the Ved Vyas Chowk on the outskirts of Rourkela town at Km 167/
400. Various typical cross-sections have been developed for widening of the Project Corridor, the
final summary of widening scheme adopted for the project being given in Table 6-1 below:
Table 6-1: Summary of Widening Scheme
Sl.
Type Description Total Length (Km)
No.
1 ER Typical Cross-section for Right Hand Side Widening in Rural Area 48.742
2 EL Typical Cross-section for Left Hand Side Widening in Rural Area 46.811
3 CONC Typical Cross-section for Concentric Widening 1.913
Typical Cross-section for Concentric Widening at Major Urban
4 CONC-1 1.433
Area
5 NEW/BYP Typical Cross-section for New Construction 17.099
6 UP Typical Cross-section at Underpass Location 7.861
Typical Cross-section for Widening of Existing Section at RoB/
7 ROB_E/ RoB 2.215
Typical Cross-section at New RoB location
Unidirectional Typical Cross-section for Unidirectional Flyover Approach with Slip
8 2.233
Flyover Road
9 BR Typical Cross-section for High Embankment at Bridge Approaches 4.087
10 CONC-2R Typical Urban Cross-section for Restricted RoW 18.065
11 CONC-R Typical Rural Cross-section for Restricted RoW 6.986
12 CONC-1R 2.692
Area for Restricted RoW
13 Toll Plaza Toll Plaza 1.600
TOTAL 161.737
6.2.2 Bypass candidates
Among other settlements Rengali and Jharsuguda require bypasses/ realignments in view of
non-availability of clear land width between building lines through these urban settlements for the
necessary four-laning. Available land width is far less than the minimum requirement to
accommodate four lanes plus service roads to segregate local traffic. Widening the project road
through these urban settlements and industrial areas would not only cause traffic safety hazards,
but also severe environmental and social concerns of resettlement and rehabilitation. Elaborate
description of bypass alignments has already been presented at the Feasibility Stage.
6.2.3 Flyovers and underpasses
Considering the present traffic volumes and movements, as well as the projected traffic, future
requirements and existing junction configuration, unidirectional flyovers have been proposed
from Design Chainage 77/400 to 78/493 and from Design Chainage 143/466 to 144/606. Further,
in order to ensure free movement of traffic along the main carriageway, segregation has also
been provided in the form of vehicular and pedestrian underpasses, details of which are given in
Chapter 6 of Volume II of this report.
6.2.4 Intersections
There are a number of intersections along the Project Corridor, with various categories of roads.
At the start of the Project Corridor is a rotary intersection on the existing NH-6 bypass at
6-2
Sambalpur (Km 4/ 900), with Km 0/ 000 being inside Sambalpur town. At the end of the Project
Corridor there is a channelised intersection with NH-23 at the Ved Vyas Chowk on the outskirts
of Rourkela town at Km 167/ 400. The Project Corridor crosses NH-200 at the start of
Jharsuguda bypass. It has been discussed and mutually decided with the Odisha Works
Department that, with the exception of the intersection of NH-200 with the Project Corridor, the
intersections with NHs at the start and end of the Project Corridor would not be part of the
intersection improvements under this project – the NH division would take care of the same.
Apart from this, there are intersections of primary importance with SH, MDR etc. The balance
intersections are of lesser significance since they are with village roads and earthen roads
leading to fields.
Some of the intersections are getting bypassed, while some are getting added due to bypasses
being proposed. Proposed intersection improvements, and intersection details along with
suggested improvements have been given in Chapter 6 of Volume II of this report.
6.2.5 Service/ slip roads
Segregation of through traffic from local traffic and provision of safe passage to slow-moving
non-motorized vehicles necessitates provision of service roads. Service roads have been
proposed at the location of settlements where, for a substantial length, the land width is available
for four-lane carriageway with service roads. Further, service roads have also been proposed in
the vicinity of industrial areas such as Shyam Dry Industries and Bhushan Steel Plant. These
service roads serve the purpose of providing access to the main carriageway as well as parking.
In addition, service/ slip roads have also been proposed at the location of vehicular, pedestrian
underpasses and unidirectional flyovers to segregate right turning and cross-moving traffic.
Details of service/ slip roads provided have been given in Chapter 6 of Volume II of this report.
6.2.6 Bus stops
Bus stops exist on the Project Corridor near settlements and intersections. Bus bays have been
proposed in both directions at these locations. Details have been given in Chapter 6 of Volume II
of this report.
6.2.7 Truck laybys
Truck parking has been observed at dhabas and petrol pumps along the Project Corridor. Apart
from this, truck parking has also been observed in the vicinity of industrial areas. Parking facilities
in the form of truck laybys has been provided. As mentioned earlier, service roads proposed in
the vicinity of industrial areas of Shyam Dry and Bhushan Steel Plant would also meet parking
requirements. Details are given in Chapter 6 of Volume II of this report.
6.2.8 Toll plazas
Toll plazas have been suggested for collection of user fee from vehicles. Details of toll plazas are
given in Chapter 6 of Volume II of this report.
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6.2.9 Median openings
Details of median openings are given in Chapter 6 of Volume II of this report.
6.3 PAVEMENT INVESTIGATION AND DESIGN
Pavement design forms an integral part of the engineering study for a highway project. Pavement
performance under prevailing and projected traffic and environmental conditions is considered to
be crucial as it has a direct bearing on the economic returns from the project developments.
Present section of the report outlines the preliminary pavement designs evolved for the project
corridor; however the detail description of pavement investigations carried out and the design
methodology adopted is elaborated in Chapter 5: “Pavement Investigations and Design” of
Volume-II of this report.
6.3.1 Pavement Design Methodology
Pavement design has two components; design of strengthening overlay for existing pavement
and design of new crust for the additional two lanes. The type of pavement to be adopted for the
additional two lanes shall also be decided based on the life cycle cost analysis as a part of
pavement design methodology. Accordingly, the following methodology has been adopted.
Step 1: Various pavement investigations have been carried out on the project corridor to assess
the adequacy of the existing pavement crust. These investigations include:
• Visual Pavement Condition Surveys;
• Pavement Roughness Surveys;
• BBD Measurements;
• Pavement Composition Surveys;
• DCP Investigations;
• Sub-Grade Investigations; and
• Investigations for Quarries and Borrow Areas.
Details of these investigations have been presented below.
Step 2: Axle Load Surveys have been conducted on the corridor and VDF for different categories
of vehicle established. Design traffic loading for pavement design has been estimated from VDF
and projected traffic figures. Axle load spectrum for rigid pavement design has also been
established.
Step 3: Detailed material investigations have been conducted in the project influence area and
availability of construction material has been determined. Details of material investigations have
been presented in chapter-8: Soil and Materials investigation of Volume-I of this report.
Step 4: For the purpose of designing the overlay, the project corridor has been divided into
homogeneous sections based on Benkelman Beam Deflection measurements using the
Cumulative Difference Approach (AASHTO, Guide for Design of Pavement Structures, 1993,
USA). Design thickness of overlay has been estimated using IRC: 81 - 1997 for the estimated
traffic level (in MSAs) and characteristic deflection of the homogeneous sections. Estimated
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equivalent Bituminous Macadam (BM) thickness is then converted to equivalent thickness of

Asphaltic Concrete (AC) and Dense Bituminous Macadam (DBM) using conversion factors given
in IRC: 81 - 1997.
Step 5: Homogeneous sections for pavement design have been established based on the
homogeneous traffic sections as mentioned in chapter-4 of Volume-I of this report and the design
traffic loadings for each of them is identified. Design of flexible pavement for additional two lanes
has been carried out in accordance with guidelines contained in IRC: 37 - 2001.
Step 6: Design of rigid pavement has been carried out in accordance with the PCA method.
Step 7: Life Cycle Cost analysis has been carried out to select the pavement type (Flexible or
Rigid) for the additional two lanes.
6.3.2 Strengthening of Existing Pavement
Based on the various pavement investigations carried out on the project corridor the adequacy of
the existing pavement crust has been evolved. The test results and analysis of the investigation
data pertaining to the existing pavement reveals that the project pavement is in good condition
and does not require any reconstruction from pavement rehabilitation point of view, however a
part of the project corridor would go for reconstruction at RoB/Flyovers/VUP/CUP/PUP locations
and any other locations as demanded for improving the geometry of the existing road.
Table 6-2 presents the summary of suggested overlay thickness along with the designed overlay
thickness.
Table 6-2: Overlay Thickness for Existing Carriageway
Existing Chainage Deflections Required
Equivalent Recommended
BM
Length Char. (BC+DBM)
Homogeneous Std. Thickness
From To (Km) Average Deflections thickness BC DBM
Deviation (mm) for
(mm) (mm) (mm) (mm)
35 MSA
1 4.90 22.60 17.70 0.41 0.13 0.67 <50 <50 50 -
2 22.60 24.30 1.70 Rengali Realignment/Bypass
3 24.30 37.60 13.30 0.51 0.18 0.87 60 <50 50 -
4 37.60 52.50 14.90 0.41 0.16 0.74 47 <50 50 -
5 52.50 63.40 10.90 Jharsuguda Realignment/Bypass
6 63.40 113.00 49.60 0.47 0.20 0.87 60 <50 50 -
7 113.00 130.40 18.40 0.34 0.15 0.64 <50 <50 50 -
8 131.40 167.40 36.00 0.35 0.15 0.66 <50 <50 50 -
6.3.3 Design of Pavement for New Carriageway
The flexible pavement for new construction (main carriageway only) has been designed as per
IRC: 37-2001, for a traffic loading of 35 MSA by considering the strength of the subgrade CBR as
10% (4 day soaked) at 97% of MDD.
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The pavement composition obtained by the IRC method is recommended with slight modification
to suit the adjacent overlay requirement. Final recommended design thickness, including overlay
designs, is given below:
Table 6-3: Recommended Layer Thicknesses for New and Old Pavement
Pavement Composition New C/w Old C/w
BC 50 50
DBM 85 Profile Correction Course
WMM 250
GSB 200
Subgrade (10% CBR) 500
6.3.4 Periodic Maintenance Requirements
Even though the design traffic loading on the project corridor for a 15-year period is more than 50
MSA, the overlay on the existing carriageway and the pavement for the new lanes have been
designed for a traffic loading of 35 MSA for all sections. It is to be noted here that the granular
layers for new two lanes have been designed up to 150msa but the surfacing and binder course
have been designed for 35 MSA Traffic. Hence it is required to examine the functional and
structural adequacy of the in-service pavement at close intervals to ensure satisfactory
performance. It is suggested that pavement roughness and BBD measurements should be
undertaken periodically, and whenever the roughness value exceeds an IRI of 4.0, a roughness
corrective course shall be laid and whenever the characteristic BBD deflection exceeds a value
of 1.0 mm, requisite strengthening overlay shall be laid for 5-year design traffic.
It is recommended to provide an overlay of 50mm bituminous concrete in the 5th year and 10th
year from the date of completion of construction of new two lanes as a periodic maintenance, in
case the above conditions do not warrant an overlay in 5 years.
6.3.5 Paved Shoulder Composition
Wherever paved shoulder suggested, the same has been designed as an integral part of the
pavement for the main carriageway. Therefore the total pavement thickness in the paved
shoulder adjacent to the new two lanes would be the same as in the main carriageway. The
pavement composition for the paved shoulder adjacent to the existing carriageway would be the
same as that for the new 2 – lane pavement.
6.3.6 Pavement Design for Slip Road/ Service Road
The proposed flyovers/ vehicular underpasses on the project corridor are at the junction with
important roads. Pavement thickness for the slip roads at these locations shall be same as that
of main carriageway.
The pavement design for service roads at other than these locations has been done considering
a design sub-grade CBR of 10% for a traffic loading of 2 MSA in accordance with the IRC: 37 -
2001. But keeping in view the intensity of traffic on the service roads, a 25mm SDBC has been
suggested in place of 20mm Premix Carpet material in view of its obvious superior performance
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qualities. Table 6-4 presents the pavement composition for service roads along the project
corridor.
Table 6-4: Pavement Composition for Service Road
Layer Layer Thickness in mm
SDBC 25
BM 50
WMM 225
GSB 150
Total 450
6.3.7 Pavement Design for the Cross Roads

Pavement thickness for the improvement of cross-roads at all the major intersections shall be the
same as that of the main carriageway up to RoW limits on both sides. The pavement composition
at minor intersections shall be the same as that of the service road. Table 6-5 presents the
pavement composition at minor intersections.
Table 6-5: Pavement Composition at Minor Intersections
Layer Layer Thickness in mm
SDBC 25
BM 50
WMM 225
GSB 150
Total 450
6.3.8 Pavement Design for Toll Plaza
Rigid pavement at toll plaza location has been designed for the anticipated traffic loading during
the design period (30 years). Table 6-6 presents the suggested layer thicknesses at Toll Plaza
locations.
Table 6-6: Proposed Rigid Pavement Composition
Layer Type Layer Thickness (mm)
PQC (With Modulus of Rupture of 4.5 Mpa at 28 days) 270
DLC (With characteristic 7 day compressive strength of 10 Mpa) 150
Granular Sub-base (With 30% soaked CBR) 150
Subgrade (With 10% soaked CBR) 500
6.3.9 Life Cycle Cost Analysis
The objective here is to identify the most economical option for pavement type to be considered
for pavement design. In this regard, following options were considered:
• Flexible pavement; and
• Rigid pavement.
The life cycle cost analysis has been carried out using the HDM-4 Model. This study has been
done only for the additional new 2-lane construction, as the existing pavement is proposed to be
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strengthened by flexible overlays. Based on the life cycle cost analysis results (NPV at a 12%
interest rate and EIRR), it is recommended to adopt flexible pavement type for new carriageway.
As stated earlier in this report do refer chapter 5: “pavement investigation and design” of volume-
II of this report for elaborative descriptions of the same.
6.4 DRAINAGE MEASURES
The general terrain condition along the Project Corridor of SH – 10 of Odisha from Sambalpur to
Rourkela is plain and rolling. Based on detailed field survey of the existing drainage system, new
system or modification to existing drainage system has been recommended. Some basic
principles, which have been taken into consideration in order to meet IRC standards, are
described below:
• The surface water from the carriageway, the paved shoulders, the embankment slopes and the
adjoining land must be effectively drained off without allowing it to percolate into the sub-grade;
• The drains must have sufficient capacity and adequate longitudinal slope to drain away the entire
collected surface water to the nearest natural surface stream, river or nallah;
• No longitudinal side drains are proposed where the road runs over a canal bank. In such cases, the
rainwater will directly go to the canal; and
• No roadside drains are proposed where the longitudinal water bodies are present parallel to the road;
The roadside drainage system is designed as per IRC: SP: 42 and IRC: SP: 50.
In the project alignment, the following types of drains have been proposed:
• Drain between main carriageway and service road;
• Roadside Drain in rural areas;
• Median Drains in superelevated sections;
• Chute Drains along high embankments;
• Drains in approaches of cross-drainage structures; and
• Lined drains in hilly cut sections.
The hydraulic adequacy of the drains has been checked as per IRC: SP – 42 “Guidelines on
Road Drainage”.
6.5 PROPOSALS FOR IMPROVEMENT OF STRUCTURES
Recommendations and proposals for improvement of structures have been categorized as

follows:
• General recommendations, and
• Specific recommendations
6.5.1 General Recommendations
Depending upon the present structural condition, available width of carriageway and history/ past
record of submergence of the existing carriageway, the recommendations for structures include
the following:
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• Retaining original structure with no further measures;

• Retaining/ widening with repairs; and
• Reconstruction/ new construction of bridges and other cross-drainage structures.
The project road has been designed for four lanes. It is proposed to widen the slab and pipe
culverts to full road formation width, as applicable to that particular location. No girder type minor
bridges have been recommended for widening. Only one major bridge (structure no.118/1 which
is an abandoned Arch-type bridge) has been proposed for widening with RCC T-girder. The total
width of this bridge after widening will be 14.00 m, including provision of a footpath on one side.
All the existing railings will be replaced with RCC crash barriers by chipping the edge of the deck,
exposing the reinforcement and then casting the RCC crash barrier.
All pipe culverts with less than 0.9 m diameter have been proposed for replacement with pipes of
1.2 m diameter. For the entire Project Corridor, new structures like Grade-Separators, VUPs and
PUPs have been proposed.
New bypasses have been proposed at two locations in the entire Project Corridor to avoid
congested traffic movement in these heavily built-up areas. Structures along the existing road,
which are affected/ abandoned because of the proposed bypass alignment, are shown in Table
6-7 below. Along the bypass stretches, proposed culverts are either box type or pipe type.
Table 6-7: List of Affected/ Abandoned Structures due to Proposed Bypasses
Bypass Major Bridge Minor Bridge Box Culvert Pipe Culvert Total
Total nos. of structure 0 04 12 8 24
6.5.2 Specific Recommendations
6.5.2.1 Major Bridges

• New two-Lane bridge has been proposed adjacent to the existing structure;
• Proposed width of new bridge is 14.00 m with the provision of a footpath on one side;
• One existing bridge (structure no. 118/1, which is an abandoned Arch-type bridge) is recommended for
widening with RCC T-girder; and
• Open median between the two adjacent carriageways has been proposed.
6.5.2.2 Minor Bridges

• All T – girder type bridges will have open medians;
• For RCC solid slab bridges, widening is to be carried out mainly with solid slab. Existing RCC railings
are to be replaced with RCC crash barriers; and
• For slab and box type bridges, widening shall be up to the overall width of the approach, with a closed
median.
6.5.2.3 Culvert Structures

• Reconstruction of structurally poor slab/ pipe culverts by RCC box culverts;
• For slab culverts, widening shall be done up to the overall formation width of the road;
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• All existing Hume Pipe (HP) culverts having vent opening less than 0.9m shall be replaced with 1.2m
diameter pipes;
• All new construction/ reconstruction of HP culverts shall be done using 1.2 m diameter pipe; and
• Widening and repair of existing structure shall match the overall formation width of the road with a
closed median.
6.5.3 Summary of Recommendations based on Structural Condition Survey
The details of recommendations on the basis of condition survey are given in Table 6-8 and
Table 6-9 below for the existing bridges structures and culverts respectively. Detailed proposals
for Minor and Major Bridges are presented in Chapter 7 of Volume II of this report. Details of
proposals for culverts are presented in Appendix 7.4, Volume IIA of this report.
Table 6-8: Recommendations for Existing Bridges
New Major Minor No
Type of Structures Widening Reconstruction
Construction Repair Repair Work
1. Major Bridge 5 3 2 1 - 1
2. Minor Bridges 31 3 8 26 1 9
Table 6-9: Recommendations for Existing Culverts

New Major Minor No
1. Slab Culverts - - 209 - -
2. Box Culverts 13 - 8 - -
3. Hume Pipe 10 - 49 39 -
A list of large structures other than bridges is presented in Table 6-10 whereas smaller structures
are presented in Table 6-11.
Table 6-10: List of proposed structures such as Flyovers and ROBs
New Major Minor No
1. ROB 2 1 2 - -
2. Flyovers 2 - - - -
Table 6-11: List of proposed underpasses such as PUP, VUP, Elephant and Reptile
underpasses
New Major Minor No
1. Underpass 22 - - - -
6-10
CHAPTER 7: ENVIRONMENTAL IMPACT ASSESSMENT
CHAPTER 7: ENVIRONMENTAL IMPACT
ASSESSMENT
7.1 INTRODUCTION
The present chapter summarizes Volume IV of the PPR: “Environmental Impact Assessment
(EIA) and Environmental Management Plan (EMP) Report”. The proposed improvement
measures envisaged to be implemented through the Public-Private Partnership (PPP) mode will
have both positive outcomes as well as few adverse impacts. The EIA study attempts to identify
adverse impacts and minimize the same through proposed avoidance, mitigation and
compensation measures. It also attempts to enhance the positive impacts of the project through
suitable interventions. The proposed management measures to be undertaken during
construction and operation phases are laid out in the Environmental Management Plan.
7.2 SCOPE OF EIA
7.2.1 EIA scope and compliance as per EIA Notification (in 2008)
At the initiation of the present assignment in 2008 as per the Environmental Impact
Assessment Notification 14 September, 2006 the project was anticipated to be a Category B
project due to the following conditions stated in the notification:
1. The project comprises expansion of State Highway greater than 30 km and involves
additional right of way greater than 20m involving land acquisition.
2. However, the project corridor is not located in whole or in part within 10 km from the
boundary of:
• Protected Areas notified under the Wild Life (Protection) Act, 1972,
• Critically Polluted areas as notified by the Central Pollution Control Board,
• Notified Eco-sensitive areas or
• Inter-State boundaries and international boundaries.
But since the State/Union territory Environment Impact Assessment Authority (SEIAA) was not
formulated in the year 2008 the project was treated as a ‘Category A’ project and Application
for Prior Environmental Clearance was submitted to the Ministry of Environment and Forests
(MoEF). The application included:
• Project Feasibility Report along with Initial Environmental and Social Assessment,
• Form 1 and
• Proposed Terms of Reference of Project Environmental Impact Assessment (EIA).
The project details were presented to the ‘Expert Committee on Infrastructure Development and
Miscellaneous Projects, Ministry of Environment and Forest held on 22nd May, 2008 at Kolkata.
Subsequently, in June 2008 the few clarifications / information were requested by the MoEF (see
Box 7.1):
7-1
Box 7.1: Clarifications sought by MoEF, June 2008

Highway design comments:
1. Details of Drainage Pattern,

2. Details of protection measures for bridges against flooding, scouring,
3. Details of under passes and pedestrian crossings,
4. Details of accident spots and mitigation steps,
5. Details of road design keeping in view the transportation of coal and ore,
6. Details of side roads,
Comments on Environmental safeguards:
7. Details of Rain water harvesting,

8. Details of animal crossing to be provided as per NHAI standards,
9. Details of clearances from Wild life Board with regard to elephant crossings,
10. Details of noise pollution mitigation,
11. Details of R&R plan,
12. Details of Forest clearances,
13. Details of Solid waste management,
14. Details of pond rehabilitation, and
15. Details of public consultation undertaken as per NHAI
Based on the above the following actions have been undertaken:
1. Compliance of all highway design comments,

2. A wildlife crossing study with specific focus on stray elephant movement across the corridor
has been undertaken,
3. Forest clearances for the project are being undertaken,
4. Public hearing on all the project districts have been undertaken, and
5. Compliance of all remaining environmental safeguards comments.
7.2.2 Revised EIA Scope as per EIA Notification (in 2011)
As per the latest amendments of the EIA Notification 2006 the project does not require
Environmental Clearance under the EIA Notification 2006 since it does not satisfy the
following conditions of a Category B project.
1. All New State Highway Projects (as per MoEF notification dated 04 April 2011), and
2. State Highway expansion projects in hilly terrain (above 1000 m AMSL) and or ecologically
sensitive areas1(as per MoEF notification dated 01 December 2009).
Hence, the present EIA report only presents the environment assessment works undertaken so
far in the assignment.
1
Ecologically sensitive areas should comprise protected areas notified under Wildlife (Protection) Act and Notified
Eco-sensitive areas.
7-2
7.3 BASE LINE ENVIRONMENTAL CONDITION
7.3.1 Climate
The climate of this district is characterized by a hot dry summer and well distributed rainfall
during monsoon season. The average rainfall in Sambalpur district is 1667.5 mm, Jharsuguda
district is 1460.9 mm and Sundargarh district is 1647.6 mm.
7.3.2 Topography
The project road passes through plains for a major length. The terrain is rolling for very short
stretches (less than 3 percent of total length) in Sundergarh district. The elevation of the project
area varies from 180 m to 250 m above the Mean Sea Level (MSL).
7.3.3 Physical Resources
7.3.3.1 Soil
The soil along the project corridor is primarily red sandy, older alluvial and lateritic. In some
stretches red loamy soils are also found.
7.3.3.2 Water
Composite water samples were collected from four major surface water bodies and tested for the
required parameters by S M Consultants Pvt Ltd, which is authorized environmental monitoring
agency by Odisha State Pollution Control Board (OSPCB). The test results of the surface water
quality show that only presence of iron is touching the permissible limit at one station (at Sapai
River, Kainsara Village, Km 66.950). All the other parameters at all the stations are well below the
permissible limit.
Ground water quality samples were collected from two tube wells nearer to the project corridor.
The test results of the ground water show that every parameter is well below the permissible
limit.
7.3.3.3 Ambient Air and Noise quality
Ambient Air Quality The ambient air quality monitoring results (secondary) show that the air
quality of that area is good as all the parameters are well below the permissible limit.
Noise Levels were measured along the corridor Day time noise levels at NQ-1, NQ-5 are higher
compared to standards whereas the noise level at other stations are exceeding the standard
marginally during day time and night time except at NQ-3 and NQ-4 where night time noise levels
are within the permissible standards.
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7.3.4 Ecological Resources
7.3.4.1 Forests and trees
Forest length along the project corridor is approximately 14.5km. These comprise 6 Reserve
Forests of approximately 8.1km and Revenue Forest land of approximately 6.4km. The
predominant forest type is Sal forests and Sal mixed forests.
Approximately 9,100 trees exist within the proposed RoW. Of these, about 3600 trees are on the
left hand side and about 5,500 trees are on right hand side of the project road. Predominant
species are Sal, Teak, Palash, Syzygium, Arjuna, Neem, Tamarind, Mango Eucalyptus, Acacia,
etc.
7.3.4.2 Wildlife
There are no National Parks and Sanctuaries along the project road and its vicinity. No
endangered or rare species are reported within the impact zones of the project road. As per the
records of the district gazetteer wildlife such as elephant, snake, fox, rat, Indian wolf, sloth bear
etc. are found in the forest areas of the district. However, discussions with the Divisional Forest
Officer revealed that wild life along the existing project corridor is minimal.
Three locations along the project corridor have been identified by the forest department where
elephants are reported to cross the corridor in search of food. The location of elephant crossings
are at km 87/500, km 95/500 and km 109/600.
7.4 COMMUNITY CONSULTATIONS
Consultations with road side communities were held during the initial stages of the project.
Consultations were undertaken to disseminate information about project to the potentially
affected people, and to incorporate their views and suggestions in the in the design as well as
formulation of mitigation measures. Consultation sessions were primarily held at key settlements
and public properties likely to be impacted, etc. These local consultations on both environmental
and social helped to finalize issues such as the location of proposed bus shelters and truck lay-
byes, conservation of religious/cultural structures, possible realignments, restricting the right of
way requirements, etc. kk
In addition to the above Public Hearing in all the three districts of Sambalpur, Jharsuguda and
Sundergarh were undertaken after submission of the Draft EIA to the State Pollution Control
Board, as per the direction of the MoEF in June 2008. The dates of Public Hearing were as
follows:
• Kutra village, District Sundergarh: 30 November, 2010
• Talpatia village, District Jharsuguda: 03 December, 2010
• Kilasma village, District Sambalpur: 23 January, 2011
7.5 POTENTIAL ENVIRONMENTAL IMPACTS
The likely impacts due to project will be during Pre-construction, Construction and Operation
stages. Summary of such impacts are presented in the following paragraphs.
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7.5.1 Preconstruction Phase
Impacts during the preconstruction phase primarily relate to preconstruction activities such as the
following:
7.5.1.1 Acquisition of new Right of Way
Apart from acquisition of private lands of 465 acre (188.3 Ha) and government lands of 239 acre
(96.8 Ha), at a few stretches adjacent forest lands need to be diverted for expansion of road
Right of Way. The estimated forest land requirement for the project is as follows:
• 12 acre (4.9 Ha) of Reserve Forest land, and
• 55 acre (22.3 Ha) of Revenue Forest land.
7.5.1.2 Site clearance and shifting of utilities
Site clearance will lead to removal of trees present within the proposed RoW. Shifting of utilities
during this operation will lead to inconvenience and adversely affect the safety of road users and
local population.
7.5.2 Construction Phase
Impacts during construction phase are primarily on account of negligence while undertaking the
construction works. Some of the key impacts include the following:
• Generation of air, noise, water and soil pollution,
• Loss of productive soil through improper storage and compaction,
• Scarification of land surface especially at the work site and borrow and quarry sites,
• Lack of safety of construction workers as well as road users, and
• Disturbance to local population in settlement areas and wildlife in forest stretches
7.5.3 Operation Phase
Key anticipated impacts during operation stage are presented in the following paragraphs.
7.5.3.1 Air pollution
During the operation phase of the highway, there will be increase in air pollution levels due to the
increased traffic volumes. To assess the likely concentrations at the various locations along the
corridor, the prediction of the pollutant concentrations has been carried out using CALINE-4, a
dispersion model based on Gaussian Equation. The predicted levels of the pollutant gases are
not significant in the horizon years. The predicted concentrations for CO at all locations for all
horizon years are below the National Ambient Air Quality Standards specified for rural and
residential areas. SPM values exceed the standards only in the year 2035 at 12 locations out of
16 and at one location in 2030.
7.5.3.2 Noise pollution
Similar to air pollution; increase in traffic levels in future years will lead to higher noise levels on
road side properties. Operational noise for the highway was predicted through the Community
7-5
Noise Model (CNM) developed by University of Central Florida with funding from the American
Automobile Manufacturers Association. The predicted noise levels indicate that the Residential
Permissible Noise Standards are surpassed at key roadside schools and colleges.
7.5.3.3 Wildlife
In order to address clarifications sought by MoEF in June 2008 regarding Wild life Board
clearance with respect to elephant crossings a wildlife crossing study was undertaken by the
consultants. A wildlife expert was engaged to study the stray elephant movement across the
corridor through consultations with the local forest officials, local communities and vehicle drivers
who regularly ply on the route.
The inferences of local forest officials and villagers indicate that the movement across
Jharsuguda and Sundargarh stretch of the project corridor pertains to seasonal movement only
in search of food. The absence of any declared habitat in Jharsuguda range or Sundargarh
Forest Division leads to crop raiding. This results in conflict with the village population of the
region which needs to be minimized through efforts to retrain the elephants within the forest
habitats.
Thus, the anticipated disruption of elephant movement across the project corridor on account of
the widening the road to four lanes should not be misconstrued as corridor fragmentation.
7.6 AVOIDANCE AND MITIGATION MEASURES
7.6.1 Design Stage
7.6.1.1 Highway design alignment
The proposed highway design alignment has been undertaken as per accepted standards to
ensure safety of all road users. In addition facilities and safety such as bus bays, guard rails, foot
paths, etc. have been incorporated to minimize adverse impacts of traffic increase in the corridor.
These aspects have been covered in engineering chapters of the report.
7.6.1.2 Bypass alternatives
Rengali town
Along with the option of widening along the existing road (Option I), three alternative bypass
alignments, one on the west (Option III) and two on the east (Option II and IV) of the town were
considered. Based on Quantitative and Qualitative assessments and discussion with the local
community Option-IV was chosen. This alignment primarily through undeveloped areas, avoids
both Rengali and Ganeshnagar urban settlements and has the approval of the local
communities. Alternative Alignments considered have been shown in Figure 7-1 below.
7-6
Option I: Existing Alignment

Option III: Western side Bypass
Option IV: Eastern
approved Bypass
Option II: eastern side Bypass
Figure 7-1: Bypass alternatives of Rengali town
Jharsuguda town
Four alternative alignments one including widening along existing alignment (Option I), the other
one as the extension of the existing western bypass (Option II) and the remaining two on eastern
side of the town, of which, one joining the project corridor prior to the existing airport located
north of the town (Option III); and the second eastern bypass along a new alignment joining the
project corridor further north (Option IV), avoiding the airport has been explored. Based on
similar analysis it was concluded that the extension of the existing western bypass has maximum
advantages for construction of bypass. Hence Option-II was recommended Bypass alignment for
the bypass at Jharsuguda (Refer Figure 7-2).
7-7
Option IV: Eastern Bypass (2)

Option II: Western Bypass
Option III:
Eastern Bypass (1)
Option I: Existing Alignment
Figure 7-2: Bypass alternatives of Jharsuguda town
7.6.1.3 Reduction in Proposed RoW
To reduce impact on environmental and social resources restricted right of way sections were
adopted in both urban and rural stretches. The following figures present the various restricted
RoWs adopted instead of the regular 45m proposed RoW.
D F F
D
Figure 7-3: Urban cross section (Conc 1R) with 40m restricted RoW
7-8
D D
F F
Figure 7-4: Urban cross section (Conc 2R) with 30m restricted RoW
C F F C
E E
Figure 7-5: Rural cross section (Conc R) with 34m restricted RoW
7.6.1.4 Mitigation measures
Some of the mitigation measures formulated in the design stage include the following:
• Provision of dual media water harvesting structures to act as both water harvesting structures as well a
prevent pollution of ground water during accidental spillages,
• Provision of noise barriers for noise abatement during operation stage of the project, and
• Provision of retaining walls at affected roadside ponds
• Provision of one elephant underpass and several reptile underpasses to address likely movement of
wildlife across the road corridor.
7.6.2 Construction stage
Mitigation measures during construction stage comprise the following:

• Provision of silt fencing at bridge construction sites to prevent silt runoff into flowing rivers and
streams.
7-9
7.6.3 Operation stage
Environmental monitoring has been proposed at the operation stage to ensure that the proposed
mitigation measures achieve the desired results. The monitoring results will also indicate if
further mitigation measures need to be undertaken to address unforeseen environmental
impacts.
Also, to minimize conflict with elephants which stray into the region in search of food budgetary
provisions have been kept in the management plan for provision of electronic deterrent
equipments to the local villagers.
7.7 ENVIRONMENTAL ENHANCEMENT MEASURES
Environmental enhancement measures were proposed at two locations:

• Landscaping of proposed rotary intersection and
• Site enhancement of a temple.
7.8 ENVIRONMENTAL MANAGEMENT PLAN
The various environment management measures have been divided into three stages as follows:
• Pre-construction,
• Construction and
• Operation stages
Management measures have been listed and described in tabular form for the above stages in
Volume IV of this report. Responsibilities have been assigned separately for Planning and
Execution as well as for Supervision and Monitoring of the safeguard measures.
7.9 INSTITUTIONAL ARRANGEMENTS
Institutional framework suggested for implementation of EMP and obtaining necessary

clearances from various environmental bodies is presented in Figure 7-6.
Engineer in Chief
/ Chief Engineer
Chief Engineer,
World Bank
Independent State Forest & Wildlife
PMU (incl. EMU)
Monitoring Consultant Dept., OSPCB, RPDAC
District Project DFO, District
Concessionaire
Manager Administration
Figure 7-6: Environmental management monitoring program (EMMP)
All clearances required for the project shall be facilitated by the EMU cell of the PMU. District
level coordination needed in this regard shall be facilitated by the District Project Manager. An
independent consultant is proposed for conducting the monitoring during construction and
7-10
operation stages which will submit its report to the District Project Manager and EMU which in
turn shall suggest suitable corrective measures to be adopted by concessionaire. In case specific
requirement is desired by any statutory authority on account of extraneous reasons, additional
monitoring at specific locations may be undertaken, evaluated, reported and recorded for future
reference.
7.9.1 Environmental Monitoring
Environmental monitoring of the following parameters will be undertaken during the construction
and operation stages of the project for 5years. For the above the construction stage has been
assumed for 3 years whereas for 2 years in the operation stage the monitoring of key
environmental parameters will be monitored. Environmental parameters to be monitored include:
• Ambient air quality,
• Noise levels,
• Water quality, and
• Soil quality.
7.10 COSTS FOR ENVIRONEMENTAL MITIGATION AND MANAGEMENT MEASURES
The costs for mitigation and management measures have been estimated for inclusion into the
Economic Analysis. These costs along with the social costs have to be incurred by the
implementing agency to dovetail environmental and social safeguard measures into the
proposed project.
The cost estimates for environmental mitigation measures along with the responsible agencies
are presented in Table 7-1.
Table 7-1: Environmental cost estimates
Unit
Sl Amount
Activity Unit Cost Quantity Remarks
No (INR)
(INR)
A CONSTRUCTION STAGE
1 Environmental Monitoring
Air quality Monitoring* No 8000 120 960,000
Noise Monitoring* No 2000 120 240,000
Water Quality To be undertaken by Independent
No 8000 120 960,000 Consultants appointed by OWD
Monitoring*
Soil Quality
No 4000 60 240,000
Monitoring*
2 Environmental Protection and Enhancement
To be undertaken by OWD in
Noise barrier m 5000 333 1,665,000 consultation with the stakeholders
( school / hospital authorities)
To be undertaken by the OWD in
Site Enhancement of Lump
150000 1 150,000 consultation with the stakeholders
a temple sum
(temple owners)
Landscaping (Rotary
Lump
Junction at design ch 200000 1 200,000
sum
km 81+200) To be undertaken by OWD or
Retaining wall and awarded to Concessionaire as
m 7000 760 5,320,000
steps at ponds variation
Silt fencing along
m 2500 540 1,350,000
water bodies
7-11
Unit
Sl Amount
No (INR)
(INR)
Water Harvesting consultation with Water Resource
No 20000 39 780,000
Structure Department (WRD) or awarded to
Concessionaire as variation
Forest and Wildlife Lump consultation with Forest and
12000 40 480,000
related signages sum Wildlife Department or awarded to
Concessionaire as variation
3 Cost for Cutting of road side trees (Responsible agency: OWD)
Cost of standing trees to be cut, to

be submitted by OWD to Forest
Cost of the standing
Unit 1284 9119** 11,708,796 Department (10% of the standing
trees to be cut
trees assumed as Class I, 20% as
Class II and 70% as Class III)
Cost of enumeration Cost to be submitted by OWD to

No. 50 9119 455,950
of trees Forest Department
4 Forest Diversion, Compensatory Plantation and Maintenance
Cost to be submitted by OWD to
Forest Department
(F.No.5-1/98-FC , Part-II dated 29th
Cost for Diversion of
June 2003. The rate Rs 9.5 lac is
Forest Land (12 acre
Ha 950000 27.0 25,650,000 the rate for Canopy density greater
RF & 55 acre
than or equal to 0.4. However, the
Revenue forest)
amount will be finally be decided
by DFO depending upon the
importance of the forest.)
Compensatory
Plantation of Forest
No 550 10943** 6,018,540 Forest Department (30% trees
trees (4 times the
assumed within forest stretches)
number of trees cut)
Compensatory
Plantation of Non-
Revenue Department (70% trees
Forest trees (10 times No 550 63833** 35,108,150
assumed within non-forest
the number of trees
stretches)
cut)
Total Cost Of Environmental Measures During
91,286,436
Construction Stage
B OPERATION STAGE
1 Monitoring of Environmental Attributes
Monitoring of Air
No. of
Quality at Critical 5000 40 200,000
Samples
Locations (2)-for 5 yrs
To be undertaken by Independent
Monitoring of Noise
Levels at Critical No. of Consultants appointed by OWD
4000 40 160,000
Locations (2) upto 5 Samples
years
2 Wildlife mitigation measures
To be provided by OWD to
roadside villages that are
Cost of provision of
Lump frequented by stray elephants from
Electronic Elephant 1,543,500
sum the adjacent forest stretches, in
Deterrent Equipments
consultation with Forest and
Wildlife Department
Total Cost Of Environmental Measures During
1,903,500
Operation Stage
Total Cost 93,189,936
7-12
Unit
Sl Amount
No (INR)
(INR)
Amount reserved for establishment
of institutional measures for
implementation of EMP including
Contingency Cost 10% 9,318,994 facilitating clearance processes,
hiring of independent consultants,
operational costs and other
unforeseen costs
Total Cost for Environment 102,508,930
*: Environmental monitoring has been considered for 3 year construction and 2 year operation period, two monitoring
stations may be selected in each packages for each parameter with a frequency once in a season excluding monsoon.
Further it is assumed that entire project road may be divided into 4 packages.
**: Tree estimate figures are approximate which shall be finalized during joint verification process with forest
representatives
7-13
CHAPTER 8: SOCIAL IMPACT ASSESSMENT AND
RESETTLEMENT ACTION PLAN
CHAPTER 8: SOCIAL IMPACT ASSESSMENT AND
RESETTLEMENT ACTION PLAN
8.1 INTRODUCTION
The chapter is a summarized version of Volume V: Draft R&R Action Plan, it attempts to
comprehend the existing socio-economic profile of the project area along with understanding and
quantifying the magnitude of impact due to the proposed improvement and upgradation. The
impact has been studied with respect to various sensitive groups like the vulnerable population,
women, tribes etc. The chapter also outlines the strategy adopted to ensure that the PAPs are
able to "regain their previous living standards". Further, the institutional arrangement to be
adopted for this project has been outlined with the resettlement and rehabilitation costs at the
end.
8.2 OBJECTIVES OF RAP

• Establish the magnitude of adverse social impacts due to the project and propose mitigation measures
through the ORRP.
• Involuntary resettlement will be avoided wherever possible or minimized exploring all other project
alternatives.
• Analyze results of stakeholders’ consultations and incorporate their feedback and opinions in the final
design.
• Develop institutional mechanism for implementation of the R & R activities and for monitoring and
evaluation of the R & R process.
8.3 POLICY, LEGAL FRAMEWORK AND ENTITLEMENT MATRIX
The RAP document has been prepared in concurrence with ORRP entitlement matrix and Land
Acquisition Act (1894; amended in 1984). The institutional arrangements provisioned in the
Policy are meant to ensure a transparent delivery of rehabilitation assistance. District and State
level Compensation Advisory Committee, Rehabilitation and Periphery Development Advisory
Committee (RPDAC), State Level Council on Resettlement and Rehabilitation (SLCRR) are the
major institutional mechanism which offers consistent support to population adversely affected
with involuntary displacement. Institutional arrangements to address grievances of project
displaced people and the specific monitoring mechanism are noteworthy features of the Orissa
R&R Policy. A detailed description of the R&R measures and assistance has been provided in
the entitlement framework (See Table 8-1).
8-1
WORKS DEPARTMENT, GOVT. OF ORISSA Final Preliminary Project Report
Table 8-1: Rehabilitation and Assistance (Entitlements) as per ORRP-2006 (Urban and
Linear Projects)
Sl. No Category Details Entitlement
A Homestead land
Each Displaced
th th
Family (If 100% Rehabilitation assistance in case of 1/10 of an acre in rural areas / 1/25 of an
1
Land/Structure is affected homestead land acres in urban areas OR Rs. 63,000/- per family
acquired
B House Building Assistance
Each Displaced
Family (If 100% For families settling in a
1 Rs. 1, 87,000/- per Family
Land / Structure Resettlement Habitat or elsewhere
is acquired
Each Displaced One of the members of displaced Project authority shall provide employment in the
Family (If 100% family project
2
Land/Structure is If RPDAC decides that the provision one time cash assistance as decided by the
acquired of employment is not possible Government
C Benefit to landless & homestead-less encroachers common to all categories
An encroacher family who is
landless as defined in the Odisha
Ex-gratia equal to compensation admissible
Prevention of Land Encroachment
under the Land Acquisition Act, 1894 for a
Each encroacher Act, 1972 and is in possession of
similar category of land to the extent of land
1 family who is the encroached land at least for a
under his/her physical possession up to a
landless period of ten years continuously
maximum of one standard acre, if the
prior to the date of notification under
encroachment is unobjectionable
relevant laws(s) declaring intention
of land acquisition
An encroacher family who is Ex-gratia equal to compensation for similar
homestead less as defined in the category of homestead land against the
Odisha Prevention of Land encroached homestead land up to a maximum of
Encroachment Act, 1972 and is in 1/10th of an acre in rural areas or 1/25th of an
Each encroacher
possession of the encroached land acre in urban areas, if the encroachment is
2 family who is
at least for a period of ten years unobjectionable
homestead-less
continuously prior to the date of The ex-gratia will be in addition to the actual cost
notification under relevant law(s) of structures thereon. If the encroachment is
declaring intention of land found to be objectionable, the person will be
acquisition entitled to the cost of structure only
D Maintenance Allowance (For loss of Homestead)
In order to ensure timely vacation.
The displaced family shall be
Each displaced
1 provided with the assistance for a Rs. 2, 500/- per month for 12 months
family
period of one year from the date of
vacation of land/house
E Assistance for Temporary Shed (For loss of Homestead)
Each displaced
1 Rs. 12, 500/-
family
F Transportation Allowance (For loss of Homestead)
Transportation allowance or free
Each displaced transportation to the resettlement Rs.2500/- (shall review the rate once in every
1
family habitat or their new place of two years based on the index points)
inhabitance
G Additional provisions for assistance
The Government or the Project
Authority may extend any additional
Each displaced
1 benefits and provisions to the
family
displaced families keeping in view
the specific nature of displacement.
8-2
Sl. No Category Details Entitlement

H Special benefits to displaced indigenous families and primitive tribal groups
Each displaced family of indigenous category
Each displaced shall be given preferential allotment of land
1
family
Those resettled outside the district 25% higher R&R benefits in monetary terms
Besides the above, various laws related to squatters have also been discussed viz. Central law,
State law, Minimum Wages Act 1948, Child Labour (Prohibition and Regulation) Act, 1986 &
Child Labour (Abolition and Rehabilitation) Bill, 2006, Equal Remuneration Act, 1976 have also
been briefly discussed.
8.4 SOCIO-ECONOMIC IMPACTS AND MITIGATION MEASURES
The likely socio-economic impacts after incorporation of design mitigation measures comprise
the following tangible impacts:
• Strip land acquisition along the project corridor,
• Partial / full removal of public and private road side structures and
• Relocation of public utilities and amenities
Various intangible impacts include:

• Likely Gender specific impacts,
• Likely impacts related to Child labour,
• Safety risk to pedestrians and slow moving traffic, and
• Increase in instances of transmission of HIV/AIDS to various high-risk groups such as
truckers and sex workers.
8.4.1 Loss of Land
Since the existing RoW is adequately wide, 30 m being common at most places the requirement
for acquiring new land has greatly reduced. The requirements of government (non forest) and
private lands for widening of the road are presented in Table 8-2.
Table 8-2: Requirement of additional land (non forest)

Land Ownership Category Area (Acres) Area (Hectares)
Government Land 239 97
Private Land 465 188
Total 705 285

Source: Land acquisition plan, LASA, 2011-12
The compensation for land acquisition shall be based on the provisions of Land Acquisition Act
1894. Compensation for diversion of forest lands shall be as per the provisions of Forest
Conservation Act 1980.
8.4.2 Impact on Structures
After incorporation of mitigation measures into the design, a total of 2949 road side structures are
likely to be affected out of the total 3814 structures that lie within a uniform proposed 45m RoW.
8-3
The major structures along the road comprise residential, commercial and mixed (residential and
commercial) structures. Project affected structures have been distinguished into partly and fully
affected structures. Distribution of affected structures by use and corresponding affected families
(3258 numbers) has been presented in
Table 8-3.
Table 8-3: Distribution of major project affected structures and families
Partly Affected Structures (PAS) Fully Affected Structures (FAS)
Use of Affected Structures Number of Number of Number of Number of
structures affected families structures affected families
Residential 148 148 313 445
Commercial 312 312 1238 1766
Kiosk 0 0 434 434
Mixed 48 48 68 99
Manufacturing units 4 4 2 2
Total 512 512 2055 2746
Source: LASA Primary Survey, 2008- 10
In addition, several minor structures such as temples, government establishments, abandoned

and under construction structures, boundary walls, etc. shall be impacted by the project (see
Table 8-4).
Table 8-4: Distribution of minor project affected structures
Use of Affected Structures Partly Affected Fully Affected
Structures (PAS) Structures (FAS)
Religious CPR, Govt. establishments, boundary wall, 296 86
fence, gate, abandoned, under construction, etc.
Source: LASA Primary Survey, 2008- 10
ORRP, 2006 defines Project Displaced Family (PDF) as a family ordinarily residing in the project
area prior to the date of publication of notification under the provisions of the relevant Act and on
account of acquisition of his / her homestead land is displaced from such area or required to be
displaced. Presently, it is assumed that all families residing in fully affected residential and mixed
structures are likely to be displaced. The actual figures (expected to be less than figures stated in
this report) shall be available during ground verification after the cutoff date.
Table 8-5 shows the distribution of Likely Displaced Families (based on residential and mixed
FAS) and Additional Families as identified by ORRP, 2006.
Table 8-5: R & R benefit for likely PDFs
FAS: Likely Additional families eligible for R & R benefits Total
displaced 18 (M) 30(F) Orphan/ Widow Divorcee Total likely
Category
main Physically additional PDFs
families Handicapped families
Residential 312 121 3 - 9 - 133 445
Mixed 67 31 0 - 1 - 32 99
Total 379 152 3 - 10 - 165 544
The above table reveals that in addition to 379 main families who may be displaced due to the
project, 165 more families residing with former are eligible for R&R entitlements as per the
8-4
ORRP, 2006. However, the entitlement for compensation for structures will only be for the main
379 families.
8.4.3 Tribal Development
In view of the impact of the proposed project on tribal population, a separate social assessment
has been carried out for tribal population. The total project affected tribal families as revealed
from the overall social assessment has been given in Table 8-6.
Table 8-6: Project affected tribal families
Structure Total families Tribal families Percent (Tribal to Total Population)
Category PAS FAS PAS FAS PAS FAS
Residential 148 445 32 128 21.6% 28.8%
Commercial 312 1766 42 258 13.5% 14.6%
Kiosk 0 434 0 58 0.0% 13.4%
Mixed 48 99 5 17 10.4% 17.2%
Manufacturing units 4 2 0 0 0.0% 0.0%
Total 512 2746 79 461 15.4% 16.8%
The following observations describe the status of roadside tribal communities and the extent and
nature of impacts the road project may have on these communities:
• The overall social, economic and political status of the residents of the Basti and especially
the project affected tribal households show that they have become part of the mainstream
society. The tribal people largely mingle with the non-tribal people and the livelihood of tribal
has significantly linked to the activities in the mainstream society.
• The political leaders who have been elected from the respective Wards or Councils and who
belong to the Tribal Caste are of the opinion that they had never experienced any
discrimination from anywhere nor they came across any difficulty in achieving things for the
fact that they belong to a tribal caste.
• The education profile, health standards and the political affiliations and the participation in the
formal governance system and also the presence of economically forward segments (as
indicated by the presence of APL households), shows that they do not maintain any
distinctive customs or economic activities that may make them vulnerable to hardships.
• The proposed project will have little effect on the socio-economic and cultural integrity of the
tribal population. The tribal hamlets in which the project affected tribal households reside are
located beyond the PROW. Even though some of the commercial structures and residential
structures would be affected, the project will not disrupt their community life.
• The project will have positive impact on the health, education, livelihood and social security
status of the tribal households. The consultations reveal that the tribal people welcome the
road development since it will have direct and indirect impact on their socio-economic
development through better employment opportunities, better access to education and health
institutions.
The above analysis shows that impacts on ST population shall be no different than on other
communities along the road. The project shall have no adverse impacts on the “tribal groups”
8-5
and their cultural identity. Hence, the socio-economic impacts on these tribal families can be
adequately addressed and mitigated through the RAP framework. The presence of these ST
families will have no implication on the RAP budget since there would not be any resettlement
outside the district
8.4.4 Gender Impacts
The RAP proposes mitigation measures for the specific gender issues. There are 15 Women-
Headed affected families. About 40.7% of the women PAPs are within the age group of 25-45
years of age and need special attention. This is required because the proposed project
interventions affect the interests of women and conflict with their daily activities. This is important
because 50% of women are engaged in household work. Socio-economic hardships faced by
project affected women can be alleviated by facilitating their inclusion and participation in various
government programs.
Specific facilities that will be provided for women labourers in the construction camps include:
• Temporary housing;
• Health centre;
• Day crèche facilities;
• Suitable work scheduling for women labourers;
• Necessary education facilities
8.4.5 Child labour
Children below the age of 14 years will be restricted from getting involved in the constructional
activities and wage employment.
8.4.6 Road Safety
During engineering survey few critical locations from road safety point of view were encountered
such as junctions with high traffic congestion, deficient curves, major pedestrian crossings near
settlements, stretches with significant slow moving traffic and unpredictable road user behavior.
The engineering design deficiencies at these locations have been adequately addressed in the
engineering designs.
For road behavior issues road safety awareness campaigns will be developed to improve the
knowledge, attitudes and behavior of all road users through a combination of formal and non-
formal education, adult programs and mass communication activities. Community awareness
activities will be carried out by combining a series of programs such as raising general
awareness of the public. The target groups for the public education and awareness campaign are
school children, school teachers, senior citizens, roadside dwellers and shop-keepers, drivers of
motorized and non-motorized vehicles, paramedical, religious leaders.
8.4.7 Combating HIV/AIDS
With respect to the prevalence of HIV/AIDS, Jharsuguda has been classified as a district with low
vulnerability while Sundergarh and Sambalpur have been classified as medium vulnerable
8-6
districts. It has been revealed during the survey along the corridor that the incidences of HIV+
and AIDS are not significant in the project area.
However, taking into consideration the fact that the development of highways could aggravate
the spread of HIV/AIDS risk, a detailed analysis of truck movement has been carried out. The
prevalence of HIV/AIDS in the states or districts in Orissa has been assessed to understand the
spread effect of the disease to the project corridor. An Action Plan has been prepared in view of
the location specific issues and measures to combat the same.
The intervention strategy for combating HIV/AIDS in the highway sector includes various
measures such as IEC, BCC, creation of enabling environment, social marketing of condoms,
care and support.
8.4.8 Utility Relocation
The following utilities shall be affected due to the proposed project and need to be relocated (see
Table 8-7)
Table 8-7: Details of affected utilities
Sl. No Utility Type Unit Number of Units
1 Electricity Poles Number 1474
2 Electricity Transformers Number 58
3 Lamp posts Number 143
4 33 KV UG line Running meters 2000
5 33 KV towers Number 6
6 Water pipeline (length in Mtr) Running meters 3500
7 Mobile towers Number 2
8.5 STAKEHOLDER CONSULTATIONS AND PREFERENCES
8.5.1 Stakeholder consultations
Public consultation has been carried out at various locations along the project corridor. The
locations include Ainthapali, Majhipali, Kilasama, Rengali and Ganesh Nagar, Tangarpali, Near
Bhushan Steel, Kansbahal Market, Rajgangpur, Bahidhar Nuapalli, Badmal, Sahupada,
Badabahal, Kutra, Rani Bandh and Mandiakudar. Consultations have also been carried out in
tribal hamlets and in locations where tribal population are getting affected.
Some of the common concerns of the PAPs expressed during the consultation process have
been outlined below.
• Compensation package emerged as the major cause of worry for most PAPs. They
expressed their doubt whether the compensation amount would meet their expectation and
be able to make up for the loss.
• Management of common property resources (CPR) was also viewed as a critical issue as
according to common perception the CPRs are seldom rehabilitated as per community
opinion. It was suggested that shifting of utilities and CPRs be done after consultation with
the local people.
8-7
• It was suggested by the villagers that local labour should be hired to provide employment to
the villagers for the construction period.
• Along the congested settlements, PAPs suggested that concentric widening be so that equal
amount of land is acquired from either side of the road.
8.5.2 PAP R&R preferences
The proposed road widening project affects a linear stretch along the road and not entire villages
or communities. Assistance in shifting and Cash grant for subsistence were the two main R&R
options chosen by the affected persons (see Table 8-8).
Table 8-8: PAP preferences for various rehabilitation options
Rehabilitation options Residential (%) Commercial (%) Mixed (%)
Assistance in shifting 88 60 39
Assistance in transition 25 23 27
Alternative site for shop 20 29 39
Grant for restarting the operation 7 13 11
Loans 26 8 16
Employment during project construction 11 9 8
Employment during maintenance 22 9 6
Training to improve the skill level 9 14 3
Provide land against land 9 0 2
Provide Government employment 25 8 9
Cash grant for subsistence 82 63 38
Self Relocation (without govt. support) 15 5 8
Source: LASA Study, 2008-10
As is typical for any road project the major number of affected structures along the proposed
RoW are commercial in nature. These shopkeepers invariably expressed their intention to
resettle just beyond the proposed RoW keeping the location and the business viability of their
shops intact. In case of total displacement, the PAPs opted to go for self relocation on receipt of
financial assistance from the government, rather than solely depending on government so as to
preserve their choice of relocation sites.
8.6 INSTITUTIONAL ARRANGEMENT
Implementation of Resettlement and Rehabilitation Action Plan (RAP) requires well-coordinated

efforts by various stakeholder agencies. RAP envisages the following institutional framework for
smooth implementation (see Figure 8-1).
In relation to the institutional framework agreed for the project for the implementation of RAP,
monitoring will be carried out by the Project Manager with the help of the RIUs. The RIUs will
report to the Project Manager on monthly basis which will be forwarded to the PMU. Based on
the monitoring report PMU will initiate corrective measures to ensure smooth implementation of
the RAP.
8-8
SLCRR
Engineer‐in‐
SLCAC Chief / Secretary
Chief Engineer Independent
World Bank Consultant
PMU
DCAC
District Project
RPDAC
Manager
RIU
PAPs
VLC
Figure 8-1: Institutional Arrangements
8.7 BUDGET ESTIMATES
The budget for the proposed RAP is approximately INR 1762 million (Table 8-9).
Table 8-9: Summary of RAP Budget
Sl. No. Category Cost (INR) Remarks
1 Compensation for Land 739,529,283 Under LA Act 1894
2 Compensation for Structure 606,045,051 Under LA Act 1894
Compensation for Religious Structures,
3 22,394,105 Under LA Act 1894
Schools, Government Buildings, etc.
Compensation for structure (Homestead Under ORRP 2006 for Residential and Mixed
4 19,517,720
Encroachers) category encroacher structures
Under ORRP 2006 for Residential and Mixed
R&R assistance for Displaced families
5 160,480,000 category titleholder and encroached
(Homestead titleholders)
structures
I Sub Total 1,547,966,159
6 Shifting of utilities 98,072,857 Mitigation of other road related social impacts
7 Monitoring and Evaluation by 5 RIUs 10,440,000 To facilitate RAP implementation
8 Capacity Enhancement 6,400,000 To facilitate RAP implementation
9 Combating HIV/AIDS 12,386,000 Mitigation of other road related social impacts
10 Road Safety 2,600,000 Mitigation of other road related social impacts
II Sub Total 129,898,857
III TOTAL (I+II) 1,677,865,016
Contingency (@5%) 83,893,251
IV GRAND TOTAL (III+Contingency) 1,761,758,267
8-9
CHAPTER 9: PRELIMINARY PROJECT COST
CHAPTER 9: PRELIMINARY PROJECT COST
9.1 GENERAL
Cost estimation is an important component of any preliminary project report as it provides vital
inputs to economic evaluation as well as financial modeling and analyses. Cost estimates have
been prepared for widening/ reconstruction/ new construction of the existing 2-laned Sambalpur -
Rourkela section of SH-10 to a 4-lane divided carriageway configuration. Apart from the
construction costs, provisions have been made for social and environmental mitigation
measures. Cost estimates are based on typical cross-sections that have been finalized for
improvement of project corridor and preliminary designs as elaborated in previous chapters.
9.2 TYPICAL CROSS-SECTIONS
Typical cross-sections for widening of existing project corridor have been given in Chapter 6, Vol-
II: Design Report. Pavement composition considered for quantification has been presented in
Chapter 5, Vol-II of Design Report.
9.3 BILL OF QUANTITIES - QUANTIFICATION

• Some of the major construction items covered in cost estimates are: site clearance,
earthwork in new embankment, approach of elevated structure and widening, pavement in
carriageways and shoulders, bridges, culverts, ROB’s, Flyovers, Underpasses and
miscellaneous items such as side drains, road furniture, intersections, bus bays, truck lay
bye, toll plazas and relocation of utility lines etc.
• Homogeneous sections of project corridor have been identified in respect of pavement
treatment and cross-sectional elements to quantify various items of work.
• Quantification for road work has been divided into two parts, viz. the constant thickness
layers i.e. subgrade and the granular and bituminous layers, and the variable earthwork. The
pavement quantity has been quantified based on the improvement option and typical cross-
sections. Earthwork has been quantified based on the extent of widening/ new construction
required as per typical cross-section and improvement option. The fill quantity required for the
flyover approaches has been quantified separately but included in the summary. Fill
quantities have been suitably divided into three categories for embankment construction
using excavated material, borrow material and fly ash.
• Quantification of structures has also been considered for estimating the cost for major
structures and slab culverts, box culvert and hume pipe culverts. Rehabilitation requirements
for existing stretches have been considered based on the findings of the condition surveys.
• Lump sum provision for rehabilitation and environmental mitigation has been made.
9.4 UNIT RATES
9.4.1 Construction Items
The following factors have been considered to arrive at the unit rates for various construction
items:
9-1
• The rate analyses of cost items need quantification of materials, labour, machinery and leads
for transportation of materials. MoSRTH has prepared a Standard Data Book, which gives the
quantum of the foregoing components for most of the items covered in MoRTH (now
MoSRTH) Specifications. This is a comprehensive document and facilitates the process of
rate analyses.
• The basic rates of manpower, machinery and carriage/ lead applicable for the Northern Zone
have been taken from the Standard Schedule of Rates (SOR) for 2011 published by
Government of Odisha.
• The rates of aggregates as per the SOR include basic cost at locations of quarry and loading
and unloading charges. Over this rate, the cost of carriage, the rate for which is given in SOR
and staking at plant sites as the case may be are added. Royalty over all the applicable items
has been considered as per the rules governing by the Government of Odisha.
• The rate analysis for the GSB has been derived from the analysis of MoSRTH taking into
consideration that the material to be used are crushed graded material instead of naturally
obtained from the borrow which was considered earlier.
• Sources of earth, aggregate and sand have been identified and carriage of these materials
has been reckoned from the nearest source.
• The rate of bitumen considered is the present applicable rate ex-Indian Oil Refinery near
Haldia. The rate of NP-4 Grade RCC hume pipe has been collected from the nearest
manufacturers.
• The rates for steel and cement have been taken from the latest rates obtained from the
different manufacturers.
Leads for various materials considered for the rate analysis, are given in Table 9-1.
Table 9-1: Leads for Various Materials
Sl.No. Item Lead in Km
1 Earth for Embankment 8
2 Earth for Subgrade 8
3 Aggregates and Stones to Work Site 45
4 Aggregates (for WMM and Bituminous Courses) to Plant Site 33
5 Sand to Plant Site 17
6 Sand to Work Site 41
6 Bitumen 596
7 Flyash to Work Site 67
• The MoRTH (now, MoSRTH) Standard Data Book accounts for an overhead of 8% for road
and miscellaneous works, and 25% for bridge works. Apart from these, there is a provision of
10% as contractor’s profit. The above provisions have been accordingly considered in the
rate analyses.
The detailed rate analysis is presented in Appendix 9.3, Volume IA of this report.
9-2
9.4.2 Acquisition of Legal Structures
As the proposed project envisages additional land acquisition outside the Right of Way (RoW),
provision for acquisition of legal structures has been made. The replacement value for built-up
properties and land have been worked out and included in Project Costing.
9.5 PROJECT COSTING
9.5.1 Road
The cost for road work has been divided into two parts, namely, the constant thickness layers i.e.
subgrade, granular and bituminous layers and earthwork. The pavement cost has been
computed based on the improvement option and typical cross-sections. Earthwork cost has been
computed based on the extent of widening/ new construction required as per typical cross-
section and improvement option. The fill quantity required for the flyover approaches has been
quantified separately but included in the summary. The fill quantity has been suitably divided into
three categories, as embankment construction using excavated material (50% for total excavated
quantity), fly ash (20% of total embankment fill quantity) and borrow material. The earthwork
quantity of service roads have been worked out separately in a similar manner as described
above for the main carriageway and included in the summary.
For the purpose of costing the project, the entire corridor has been divided into 4 sections with
various pavement composition and cross-sectional elements. Table 9-2 below shows the lengths
of sections by cross-section type.
Table 9-2: Sections for Costing Exercise
Sl.
Type Description Total Length (Km)
No.
1 ER Typical Cross-section for Right Hand Side Widening in Rural Area 48.742
2 EL Typical Cross-section for Left Hand Side Widening in Rural Area 46.811
3 CONC Typical Cross-section for Concentric Widening 1.913
4 CONC-1 1.433
Area
5 NEW/BYP Typical Cross-section for New Construction 17.099
6 UP Typical Cross-section at Underpass Location 7.861
Typical Cross-section for Widening of Existing Section at RoB/
7 ROB_E/ RoB 2.215
Typical Cross-section at New RoB location
Unidirectional Typical Cross-section for Unidirectional Flyover Approach with Slip
8 2.233
Flyover Road
9 BR Typical Cross-section for High Embankment at Bridge Approaches 4.087
10 CONC-2R Typical Urban Cross-section for Restricted RoW 18.065
11 CONC-R Typical Rural Cross-section for Restricted RoW 6.986
12 CONC-1R 2.692
Area for Restricted RoW
13 Toll Plaza Toll Plaza 1.600
TOTAL 161.737
The details of cost estimates for each of the cross-sections are included in Appendix 9.1,
Volume IA of this report.
9-3
9.5.2 Bridges and Culverts
The unit rates for various items of construction are derived either from the SOR of GOO or from
the information available about the current market rates. The quantification of various items of
work for various structures is based upon the General Arrangement Drawings (GADs) and
adopted span arrangement for the bridges. Details of estimation of structural cost are given in
Appendix 9.1, Volume IA of this report.
9.5.3 Traffic Signs, Markings and other Appurtenances
Road Signs: Traffic signs are important traffic control devices and transmit visually vital
information to drivers to ensure increased safety and efficiency in free-flow of traffic. These signs
shall be of informatory nature. All signs proposed shall be of retro-reflectorised type.
Road Markings: These shall be made using thermoplastic paints with reflective bands. They will
comprise primarily lane line and edge line markings, apart from others such as chevron markings
etc. The width of centerline in tangents and curves will be 100mm while that of edge line will be
150mm.
Road Furniture: Other items covered under this sub-head are road furniture like Km Stones, 5th
Km Stones, Hectometer Stones and boundary stones etc. They are to be laid as per standards
and specifications proposed in this report over the entire length of the road.
Delineators and Guard Posts have been proposed depending upon the proposed radii of the
horizontal alignment and height of embankment. The delineator posts have been proposed near
all curves of radii less than 1000m, with spacing given as per IRC: 79 - 1981. Guard posts have
been proposed at intervals of 5m where the embankment height is 2-3 m. Delineators and guard
posts/ pillars will be painted with alternate black and white bands, and suitable reflectors will be
provided in each post for night-time visibility.
Road Lighting: Street Light has considered in built-up stretches, truck lay bye, toll plaza, bus
bay, major junction and grade separated flyover locations.
HTMS: HTMS has been considered over the entire length of the road @ of Rs. 10 Lakhs per km
as per standards and specifications proposed in this report.
9.5.4 Road Side Facilities:
Bus Bays have been proposed at 24 locations, Truck Laybys have been proposed at 8
locations and Toll Plazas have been proposed at 3 locations. The quantities have been worked
out based on standard layout drawings. Details of cost estimate for Bus Bays, Truck Laybys and
Toll Plazas have been given in Appendix 9.1 in Volume IA of this report.
9.5.5 Maintenance during Construction Period
A lump sum provision has been included for maintenance of the existing 2-lane road during the
entire construction period at the rate of Rs. 250,000 per Km.
9-4
9.5.6 Social Costs
Social costs have been estimated under the following heads:

• Compensation for affected properties as per LA Act, 1894: These include replacement
costs for building structures used for purposes like residential, commercial, institutional,
residential, etc. including immovable assets like wells, hand pumps, compound walls, etc.,
• Rehabilitation assistance as per Odisha R&R Policy, 2006: Costs for providing
rehabilitation assistance to project affected persons as per the entitlements under the Odisha
Resettlement and Rehabilitation Policy, 2006 have been ascertained under this head.
• Social impact mitigation measures: Costs associated with provision of mitigation measures
of other larger social impacts have been considered under this head. These include cost of
utility relocation, training costs for road safety, avoidance of HIV infection, etc.
9.5.7 Environmental Costs
The major environmental mitigation and management costs are for forest diversion,
compensatory afforestation, tree cutting and monitoring of key environmental resources like air,
water, noise and soil during construction and operation stages of the project.
9.6 TOTAL PROJECT COST
The total project cost includes construction cost, routine maintenance cost during construction
period, contingencies on construction cost and engineering design and supervision costs, utility
relocation, social and environmental costs. Summary cost estimates for the project corridor is
presented in Table 9-3 below. Detailed working sheets for cost estimation are presented in
Appendix 9.1 in Volume-IA of this report.
Table 9-3: Abstract of Cost Estimate
Sl. Total Amount Per km Cost
Description of Item
No (in Millions) (in Millions)
1 Highway cost (Road + Drainage + Protection + Appurtenances) 6769.14 42.11
2 Miscellaneous items for Intersections+Toll Plaza+Lay bays etc 1162.93 7.23
3 Structure cost (Bridges+Culverts+Flyovers+ROBs+RUBs+Underpasses) 2067.79 12.86
4 Existing road maintenance 40.19 0.25
5 HTMS Setup 300.00 1.87
Total Construction Cost 10340.05 64.32
Contingency (1% on Total Construction cost) 103.40 0.64
Total Project cost 10443.45 64.96
6 Social cost including Utility Relocation 1761.8 11.0
7 Environmental cost 102.5 0.6
Total Social, Environmental and Utility Relocation Cost 1864.3 11.6
9-5
CHAPTER 10: ECONOMIC ANALYSIS
CHAPTER 10: ECONOMIC ANALYSIS
10.1 INTRODUCTION
Economic Analysis of an infrastructure project is undertaken to ascertain the importance and

benefits of the project to the society at large. The proposed road project has been designed to
derive benefits such as meeting the demands of a certain level of traffic, reduction in vehicle
operating costs, etc. The project would, in turn, have a negative impact as well, such as
construction cost of the project, environmental and social costs, etc. Economic analysis brings
the two together on a common platform to afford due comparison. The costs and benefits are
weighed to assess the returns on the investment made. The analysis is undertaken from the
perspective of the society, i.e. the benefits are the ones which accrue to the people at large in the
form of savings in Vehicle Operating Costs (VOC), savings in travel time, etc. Similarly, costs
comprise those that are borne by the society. For the present study the Economic Analysis has
been carried using the HDM-4 Model.
10.2 SECTIONING OF PROJECT CORRIDOR
Taking into account the traffic homogeneous sections as identified in Chapter 4 of this report, the
project corridor under consideration has been divided into 4 sections for the HDM-4 analysis.
Details of these sections are given in Table 10-1 below.
Table 10-1: Summary of Road Sections
Existing
Section Design Chainage Description
Chainage
Km 4/945 Km 4/945
Start point of project corridor (Sambalpur) to starting point
Section-I To to
of proposed Jharsuguda Bypass
Km 52/500 Km 52/200
Km 52/500 Km 52/200
Start point of proposed Jharsuguda Bypass to start point of
Section-II to to
proposed unidirectional flyover at Sundergarh
Km 79/800 Km 77/400
Km 79/800 Km 77/400 Start point of proposed unidirectional flyover at Sundergarh
Section-III to to to start point of proposed unidirectional flyover at
Km 145/500 Km 143/175 Rajgangpur
Km 145/500 Km 143/175 Start point of proposed unidirectional flyover at
Section-IV to to Rajgangpur to end point of project corridor at Ved Vyas
Km 167/400 Km 165/422 Chowk (Rourkela)
10.3 BASIC PARAMETERS FOR ECONOMIC ANALYSIS
The following basic parameters and assumptions have been considered for the purpose of the
present economic analysis:
• Time frame for Construction: 36 months (1st April 2013 to end of 31st March 2015-16);
• Analysis Period: 25 years (2013 to 2037), i.e. 25 years
• Discount Rate: 12% per annum;
10-1
• Standard Conversion Factor: 0.90 (For converting the Project Costs from Financial Costs to
Economic Costs);
• Costs Considered: Social, Environmental, Utility Relocation Costs, Initial Construction and
Maintenance Costs;
• Phasing of Total Costs: 30%, 40% and 30% of the total construction costs in the year 20013-
14, 2014-15 and 2015-16 respectively; and
• Maintenance Costs: routine maintenance costs every year and periodic maintenance cost as
per the triggered overlays.
10.4 APPROACH
The approach to the economic analysis comprises assessment of project benefits for ‘Without’
and ‘With’-Project scenarios. As mentioned earlier, the major benefits would be in the form of
VOC and travel time savings due to improved road conditions that would result in improved riding
quality and higher travel speeds. The capital costs for the improvement of the project road and
the annual costs for routine and periodic maintenance have also been evaluated. Based on the
above, the following indicators have been estimated to determine economic viability of the
proposed project:
• Economic Internal Rate of Return (EIRR);
• Net Present Value (NPV); and
• Net Present Value to Cost ratio (NPV/C).
10.5 INPUTS TO HDM – 4 MODEL
Inputs to the HDM-4 model have been derived from field surveys and investigations as well as
secondary data collected from various departments, such as Orissa Works Department and other
similar studies in the country. The following sections present the basic input parameters used in
the model.
10.5.1 Road Network
Information on road network was obtained from field surveys. Table 10-2 below presents the
basic road network data used as input for economic analysis.
Table 10-2: Road Sections: Basic Data
DESCRIPTION Section I Section II Section III Section IV
Asphalt Mix
Asphalt Mix Over Asphalt Mix Over Asphalt Mix Over
Existing Pavement Type Over Granular
Granular Base Granular Base Granular Base
Base
Length (Km) 47.6 27.3 65.7 21.9
Average Carriageway width (m) 7.00 7.00 7.00 7.00
Average Shoulder width(m) 1.50 1.50 1.50 1.50
Number of Lanes 2 2 2 2
Rise + Fall (m/Km) 12 15 15 12
10-2
DESCRIPTION Section I Section II Section III Section IV

Avg. Horizontal Curvature (deg/km) 50 30 30 25
Altitude (m) 190 230 260 240
Deflection (mm) 0.44 0.45 0.43 0.33
Condition at end of year 2007 2007 2007 2007
Roughness IRI (m/km) 3.96 3.62 3.55 3.60
Total area of Cracking (%) 0.80 0.50 1.16 3.93
Ravelling area (%) 0.35 0.74 0.87 1.97
Number of Potholes (nos/ km) 1.00 1.00 1.00 3.00
2
Edge Break area(m /km) 0.00 0.00 14.00 26.00
Mean rut depth (mm) 6.00 7.00 9.00 7.00
10.5.2 Traffic Data
Traffic data comprising base year and projected traffic are based on primary surveys conducted
as well as secondary data analysis. Detailed analysis of section-wise data has already been
presented in Chapter 4 of this report. Section wise Initial Traffic Composition and adopted
Growth rates have been presented in Table 10-3 to Table 10-6.
Table 10-3: Initial Traffic Composition and Growth Rates for Section-I
Section -I (Km 4/900 to Km 52/500)
Vehicle Initial Traffic Annual % Annual % Annual % Annual % Annual % Annual % Annual %
Composition Increase Increase Increase Increase Increase Increase Increase
(%) from 2007 from 2012 from 2017 from 2022 from 2027 from 2032 from 2037
Sc/Mc 28.77 4.95 4.60 4.26 3.91 3.57 3.25 2.94
3 -wheeler /Auto 2.34 4.97 4.61 4.27 3.91 3.58 3.25 2.94
Car/Jeep (OT) 3.84 4.97 4.62 4.27 3.91 3.58 3.25 2.94
Car/Jeep (NT) 19.51 4.98 4.63 4.28 3.92 3.59 3.26 2.95
Bus (Ordinary) 4.33 4.06 3.72 3.38 3.34 3.30 2.98 2.96
Mini Bus 0.61 4.05 3.71 3.38 3.34 3.31 2.98 2.96
LCV/Tempo 5.03 10.47 10.42 8.64 6.69 6.43 5.61 5.61
2-Axle Truck 16.38 9.89 9.80 8.22 6.36 6.11 5.32 5.32
3-Axle Trucks 11.66 8.92 8.86 7.45 5.88 5.67 4.97 4.97
M-axle Trucks 6.56 8.84 8.82 7.37 5.86 5.67 4.98 4.98
Tractor 0.97 8.53 8.53 7.63 5.96 5.74 5.52 5.52
AADT (2007) MT 6989
Cycle 99.76 2.00 2.00 2.00 2.00 1.00 1.00 1.00
Cycle Rickshaw 0.18 2.00 2.00 2.00 2.00 1.00 1.00 1.00
Bullock Cart 0.06 2.00 2.00 2.00 2.00 1.00 1.00 1.00
Horse Cart 0.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00
AADT (2007) NMT 1134
10-3
Table 10-4: Initial Traffic Composition and Growth Rates for Section-II
Section -II (Km 52/500 to Km 79/800)
Vehicle Initial Annual % Annual % Annual % Annual % Annual % Annual % Annual %
Sc/Mc 43.39 4.95 4.60 4.26 3.91 3.57 3.25 2.94
3 -wheeler /Auto 1.42 4.97 4.61 4.27 3.91 3.58 3.25 2.94
Car/Jeep (OT) 2.77 4.97 4.62 4.27 3.91 3.58 3.25 2.94
Car/Jeep (NT) 12.86 4.98 4.63 4.28 3.92 3.59 3.26 2.95
Bus (Ordinary) 2.64 4.06 3.72 3.38 3.34 3.30 2.98 2.96
Mini Bus 0.33 4.05 3.71 3.38 3.34 3.31 2.98 2.96
LCV/Tempo 5.27 10.47 10.42 8.64 6.69 6.43 5.61 5.61
2-Axle Truck 17.96 9.89 9.80 8.22 6.36 6.11 5.32 5.32
3-Axle Trucks 11.70 8.92 8.86 7.45 5.88 5.67 4.97 4.97
M-axle Trucks 1.29 8.84 8.82 7.37 5.86 5.67 4.98 4.98
Tractor 0.37 8.53 8.53 7.63 5.96 5.74 5.52 5.52
AADT (2007) MT 6854
Cycle 99.50 2.00 2.00 2.00 2.00 1.00 1.00 1.00
Cycle Rickshaw 0.49 2.00 2.00 2.00 2.00 1.00 1.00 1.00
Bullock Cart 0.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00
Horse Cart 0.01 2.00 2.00 2.00 2.00 1.00 1.00 1.00
AADT (2007) NMT 2088
Table 10-5: Initial Traffic Composition and Growth Rates for Section-III
Section -III (Km 79/800 to Km 145/500)
Initial Annual % Annual % Annual % Annual % Annual % Annual % Annual %
Vehicle
Sc/Mc 22.29 5.11 4.79 4.47 4.10 3.74 3.40 3.06
3 -wheeler /Auto 1.12 5.14 4.82 4.49 4.11 3.75 3.40 3.07
Car/Jeep (OT) 1.50 5.12 4.80 4.47 4.10 3.74 3.39 3.06
Car/Jeep (NT) 14.96 5.11 4.79 4.46 4.09 3.73 3.38 3.05
Bus (Ordinary) 4.63 4.14 3.82 3.50 3.45 3.41 3.07 3.05
Mini Bus 0.13 4.15 3.83 3.51 3.47 3.43 3.09 3.06
LCV/Tempo 3.98 11.49 11.19 9.74 7.18 6.83 5.91 5.91
2-Axle Truck 32.34 11.46 11.21 9.67 7.21 6.87 5.95 5.95
3-Axle Trucks 17.05 10.51 10.27 8.84 6.68 6.36 5.51 5.51
M-axle Trucks 1.88 10.26 10.02 8.72 6.58 6.29 5.47 5.47
Tractor 0.12 9.14 8.94 8.44 6.39 6.11 5.83 5.83
AADT (2007) MT 4569
Cycle 99.32 2.00 2.00 2.00 2.00 1.00 1.00 1.00
Cycle Rickshaw 0.68 2.00 2.00 2.00 2.00 1.00 1.00 1.00
Bullock Cart 0.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00
Horse Cart 0.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00
AADT (2007) NMT 1212
Table 10-6: Initial Traffic Composition and Growth Rates for Section-IV
Section -IV (Km 145/500 to Km 167/400)
Vehicle
Sc/Mc 30.32 5.11 4.79 4.47 4.10 3.74 3.40 3.06
3 -wheeler /Auto 2.94 5.14 4.82 4.49 4.11 3.75 3.40 3.07
Car/Jeep (OT) 1.75 5.12 4.80 4.47 4.10 3.74 3.39 3.06
10-4
Section -IV (Km 145/500 to Km 167/400)

Vehicle
Car/Jeep (NT) 13.44 5.11 4.79 4.46 4.09 3.73 3.38 3.05
Bus (Ordinary) 4.72 4.14 3.82 3.50 3.45 3.41 3.07 3.05
Mini Bus 0.60 4.15 3.83 3.51 3.47 3.43 3.09 3.06
LCV/Tempo 3.70 11.49 11.19 9.74 7.18 6.83 5.91 5.91
2-Axle Truck 30.62 11.46 11.21 9.67 7.21 6.87 5.95 5.95
3-Axle Trucks 10.47 10.51 10.27 8.84 6.68 6.36 5.51 5.51
M-axle Trucks 1.23 10.26 10.02 8.72 6.58 6.29 5.47 5.47
Tractor 0.21 9.14 8.94 8.44 6.39 6.11 5.83 5.83
AADT (2007) MT 7212 .
Cycle 98.98 2.00 2.00 2.00 2.00 1.00 1.00 1.00
Cycle Rickshaw 0.13 2.00 2.00 2.00 2.00 1.00 1.00 1.00
Bullock Cart 0.88 2.00 2.00 2.00 2.00 1.00 1.00 1.00
Horse Cart 0.01 2.00 2.00 2.00 2.00 1.00 1.00 1.00
AADT (2007) NMT 1212
10.5.3 Vehicle Fleet Data
Vehicle Operating Costs (VOC) is the other critical component of economic analysis. The major
inputs required for HDM to estimate the VOC are the prices of vehicles, tyre, petrol, diesel,
lubricants, crew cost, maintenance cost, vehicle utilization, and other vehicle fleet characteristics.
A unit-cost database for each vehicle type has been prepared for new vehicle price, body-
building costs of vehicles, replacement of tyres and tubes and petrol/ diesel/ engine oil with
information collected from manufacturers, retailers and other such sources. Since the prices
complied were in financial terms, they have been converted to economic prices by deducting
taxes and duties from market price.
Value Of Time (VOT) forms a very critical input for economic analysis, especially when viewed
from the point of view of the society. This is primarily because any road improvement would lead
to attaining higher speeds, which in turn would result in time savings to the crew, passenger and
commodity being transported. The value of time of passengers and commodity has been
estimated from Origin and Destination survey and unit value of time obtained from past studies.
The various inputs, as fed into the model, have been presented in Table 10-7.
Table 10-7: Vehicle Fleet Data
Standarad
MAV (4 New Old
2 Axle 3 Axle Bus Three Two
Vehicle Type: LCV:
Axle Technolo Technolo Mini Bus: Tractor:
Truck: Truck: / Private Wheelers: Wheelers:
Truck): gy Car: gy Car:
Bus:
Truck Truck Truck Truck Car Old tech Bus Std. Mini Two
Base Type: Autos Tractor:
Medium Heavy Light Heavy medium Car Medium Bus Wheelers:
PCSE: 1.5 1.6 1.3 2.2 1 1 1.5 1.2 0.75 1.5 0.5
No. of Wheels: 6 10 4 14 4 4 6 4 3 4 2
No. of Axles: 2 3 2 4 2 2 2 2 2 2 2
Bias-
Tyre Type: Bias- Ply Bias- Ply Bias- Ply Bias- Ply Radial ply Radial ply Bias- Ply Bias- Ply Bias- Ply Bias- Ply
Ply
Base number of
1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3
Recaps:
Retread Cost
15 15 15 15 15 15 20 15 15 15 15
(%):
Annual kilometer
90000 96000 50000 60000 25000 20000 90000 60000 45000 15000 10000
(Km):
Working Hours 2600 2900 1400 1500 1200 1000 2300 2000 2000 2000 400
10-5
Standarad
MAV (4 New Old
2 Axle 3 Axle Bus Three Two
Vehicle Type: LCV: Axle Technolo Technolo Mini Bus: Tractor:
Truck: Truck: / Private Wheelers: Wheelers:
Truck): gy Car: gy Car:
Bus:
(hrs):
Average Life
15 15 12 10 15 15 15 8 12 12 10
(years):
Private Use (%): 0 0 0 0 90 10 0 0 100 100 100
Passengers
0 0 0 0 4 5 42 20 8 8 2
(persons):
Work related
passenger trips 0 0 0 0 57.7 65.8 50 90 59 0 70
(%):
ESALF: 4.18 5.17 0.43 8.97 0 0 0.62 0.43 0 0 0
Operating
16.6 25.4 8.5 35.0 1.2 1.4 11.0 7.0 0.6 5 0.2
weight (tons):
Economic Unit Costs
New Vehicle: 666241 900593 405140 1471381 234667 219355 842200 450000 88120 173276 33821
Replacement
10000 10500 4893 10500 1500 2000 10000 5000 750 2000 800
Tyre:
Fuel (per litre): 27 27 27 27 36 27 27 27 36 27 27
Lubricating oil
120 120 120 120 120 120 120 120 120 120 120
(per litre)
Maintenance
24 25 24 27 20 20 25 24 18 20 15
labour (per hr):
Crew Wages
27 32 14 32 12.5 12.5 24 14 7 7 0
(per hr):
Annual over
24000 24000 8000 24000 5000 5000 24000 10000 900 6000 800
haed:
Annual interest
12 12 12 12 12 12 12 12 12 12 12
(%):
Passenger
working time 0 0 0 0 36.9 36.0 30.6 22.5 22.2 0 22.7
(per hr):
Passenger non
working time(per 0 0 0 0 9.2 9.0 7.7 5.6 5.6 0 5.70
hr):
Cargo (per hr): 24.2 28.3 8.8 45.3 0 0 0 0 0 7.9 0
10.5.4 Improvement Options

Two scenarios have been considered for undertaking the present economic analysis. These are
as follows:
Without-Project Scenario: This is essentially a Do-Minimum scheme where the project road is
maintained in its present condition without any major Improvements. Works to be carried out
comprise routine maintenance, crack sealing and patching, and overlay at every fifth year.
With-Project Scenario: This scenario consists of both strengthening and widening the existing
road to four-lane divided carriageway with 3.5m hard shoulders. In addition, road appurtenances
including signage, markings, Km stones, drains, sidewalks and service roads in urban areas,
road safety features and road user facilities in the form of bus shelters, wayside amenities have
also been considered as part of project improvements. Apart from the initial improvement, routine
and periodic maintenance have also been considered.
Table 10-8 presents the maintenance strategies considered for both the scenarios.
Table 10-8: Maintenance Strategies Considered
Scenario Work Item Implementation Criteria
Without-Project Scenario Crack Sealing Wide Structural Cracking>10%
10-6
Scenario Work Item Implementation Criteria

Pothole patching Pot Holing>10 No/km
Edge Breaking >10 sq.m/Km
Overlay 50mm Every 5th Year
Drainage Maintenance Every Year
Shoulder Repair Every Year
Miscellaneous Works Every Year
Crack Sealing Wide Structural Cracking>5%
Pothole patching Pot Holing>5 No/km
Edge Breaking >5 sq.m/km
With-Project Scenario Overlay 50 mm IRI>=4 IRI
Drainage Maintenance Every Year
Shoulder Repair Every Year
Miscellaneous Works Every Year
10.5.5 Project Costs
Detailed description of the project cost has been already elaborated in Chapter 9 of this report.
Economic costs of improvement calculated after applying standard conversion factor of 0.9 to
financial costs, are presented in Table 10-9 below.
Table 10-9: Section-Wise Economic Cost
Section Section Section - Section -
Sl. Total
Description of Item -I -II III IV
No
Total Amount (in Millions)
1 Construction Cost 3319.54 1505.64 3952.00 1562.87 10340.05
2 Contingency (1.0% on Total Construction cost) 33.20 15.06 39.52 15.63 103.40
4 Total Construction Cost 3352.74 1520.70 3991.52 1578.49 10443.45
5 Social & Utility cost 615.75 373.56 545.69 226.75 1761.76
6 Environmental cost 19.39 20.06 54.90 8.16 102.51
Total Social& Utility Cost and Environment
8
Cost
635.14 393.62 600.59 234.91 1864.27
9 Total Project cost (Financial Cost)
3987.88 1914.32 4592.12 1813.40 12307.72
10 Total Project Cost (Economic Cost)
3589.093 1722.884 4132.905 1632.063 11076.945
10.6 RESULTS OF ECONOMIC EVALUATION
Economic analysis has been undertaken using the investment-modeling package, HDM – 4. The
results of the analysis have been presented in Table 10-10 below.
Table 10-10: Results of Economic Analysis
NPV (Rs
Sl.No Section EIRR (%)
Million)
1 Full Corridor 20.2 10,689.10
The project corridor is found to be economically viable with positive net present values and EIRR
of 20.2%.
10-7
10.7 SENSITIVITY ANALYSIS
Any investment is subject to risks and uncertainties. All risks culminate into either increase in
project cost, reduction in benefits or both put together. In order to cover the above stated risks, a
detailed sensitivity analysis, with respect to the sensitive parameters, has been undertaken. The
various sensitivity scenarios considered are as follows:
• Base Costs plus 15% and Base Benefits (15% Increase in cost);
• Base Costs and Base Benefits minus15% (15% reduction in traffic); and
• Base Costs plus 15% and Base Benefits minus 15% (15% Increase in costs and 15%
reduction in traffic).
The results of the sensitivity analysis have been presented in Table 10-11 below.
Table 10-11: Results of Sensitivity Analysis
Base Costs Plus 15%
Base Costs Plus 15% Base Costs and Base and Base Benefits
Section Base Case and Base Benefits Benefits minus15% minus 15%
(increase in cost) (reduction in traffic) (increase in costs and
reduction in traffic)
EIRR (%) NPV EIRR (%) NPV EIRR (%) NPV EIRR (%) NPV
Full Corridor 10689.
20.2 18.4 9122.66 16.9 6431.97 15.4 4876.32
10
Even in the worst scenario, i.e. Base Costs plus 15% and Base Benefits minus 15% (increase in
cost and reduction in traffic); overall project has been found to be economically viable (15.4%
EIRR).
10.8 CONCLUSION AND RECOMMENDATIONS
The economic returns justify the implementation of the project in the base scenario as well as in
the worst case scenario (increase in cost and reduction in base benefits) with EIRR greater than
12%. Even though the returns are marginally more than 12% in worst scenario; taking into
consideration other non quantifiable benefits like reduction in environmental pollution due to
decongestion, comfort in driving, etc the project is recommended for implementation.
10-8
CHAPTER 11: FINANCIAL ANALYSIS
CHAPTER 11: FINANCIAL ANALYSIS
11.1 BACKGROUND
The main objective of financial analysis is to assess the financial viability of the project under a
Public-Private Partnership (PPP) mode of implementation. Such an analysis would typically
require a large number of assumptions to be realistically made at this stage, in order to reflect the
actual financial environment at the time of implementation. At the same time, it is equally
important to “synchronize” the financial model used for this analysis with the Model Concession
Agreement for State Highways (MCA-SH) of the Planning Commission, if proposed to be used
for the development of project.
For the purpose of financial analyses, the major indicators of project viability are the ability of the
project to service the debt raised for the project, as also the returns on equity investment as
compared to the prevalent cost of investment in the market, as the opportunity cost of capital.
These are measured by computing the Financial Internal Rate of Return (FIRR) for the project,
Debt Service Coverage Ratio (DSCR), Financial Internal Rate of Return for Equity etc.
11.1.1 Approach to Financial Evaluation
The main objective of financial analysis is to examine the viability of implementing the project on
PPP basis. The analysis attempts to ascertain the extent to which the investment can be
recovered through toll revenues and the gap therein, if any, be funded through grant/ capital
subsidy to bridge the same. The financial analysis covers aspects like financing through debt and
equity, loan repayment, debt servicing, taxation, depreciation, etc. The viability of the project is
evaluated on the basis of returns that the project provides on investments made. These returns
are computed on a discounted cash flow basis, where both costs and revenues have been
indexed to account for inflation. Financial analysis has been carried out for the entire project
road.
11.1.2 Development Scenario
The project road is presently not being tolled. The entire project stretch consists of three primary
sections passing through Rampella, Jharsuguda, Sundergarh, Rajgangpur etc. Traffic surveys
were carried out on Rampella, Sundergarh, Nuagaon etc.
11.2 COST ESCALATION
The base costs have been escalated at a rate of 5% per annum during construction year 1, 2 and
3 and 5% per annum during operation period to obtain the actual costs in the year of
expenditure. The escalation has been applied in proportion to the anticipated percentage of work
expected in each year of construction.
11-1
11.2.1 Cost of the project
As per the requirement of the scope of work, this feasibility study has been prepared for a four
lane highway . The cost of civil works of the project as provided by Technical consultant at 2012
price levels is Rs 10040.5 million. In addition to this, client has also proposed to add 300 million
as HTMS (Highway Traffic Management Systems) cost. Hence the total civil cost at 2012 price
levels is taken as 10340.5 million. The estimated project cost is considered excluding shifting of
utilities, land acquisition, acquisition of structures, rehabilitation and resettlement, and
environmental mitigation measures which, as per the MCA-SH, shall be the responsibility of the
GoO.
The project implementation schedule is 30, 40% & 30% for the 1st year 2nd and 3rd year of
construction respectively.
Total Project cost has been calculated by adding 25% of civil cost by way of financing cost,
physical and price contingencies etc. to civil construction cost.
Table 11-1: Project Cost Summary (for Concessionaire)
Concessionaire Cost Rs. Million

Civil Construction Cost (2012) 10040.59
Cost for HTMS 300
Civil Construction Cost (2012) 10340.5
Total Costs 12925.6
Total Cost/ Km. 79.92
11.2.2 Key Assumptions for Calculation of the Total Project Cost (TPC)
Key assumptions made for the purpose of calculation of the TPC are as follows:
(i) It has been assumed that the construction would commence in the year 2013;
(ii) The construction period has been assumed as 36-months for four-laning with paved
shoulders of a 161.73 km section of highway;
(iii) The tenure of the long term debt has been taken as 10 years with 4 quarters as the
moratorium for principal repayment. Additionally, the interest rate has been assumed to
be 11.75% during the construction period and 11.75% during the operations period;
11-2
11.3 PROPOSED SOURCES OF FINANCE
In general, the developer shall raise the finances for the project by optimizing equity returns
keeping in view the project cash flows, and terms and conditions of various financing options
available. Further, the market credit rating and financial strength of the Developer would largely
determine the terms and conditions of finance offered by various lending agencies. For the
purpose of this financial analysis, a Debt: Equity ratio of 70:30 has been envisaged. It has further
been assumed that when grant is provided to the Concessionaire, the Debt: Equity is modified
proportionally. Based on the above-mentioned finance structure, the debt and equity requirement
for the project is presented in Table 11-2 below.
Table 11-2: Means of Financing
Description (Rs Million)

Equity 3877.7
Debt 9047.9
Total Cost 12925.6
11.4 TOLL RATES
For the purpose of estimating the financial viability of the projects, the per-km rates for four laning
as provided in the Odisha State Roads Tolls Act, 2010 (Odisha Act 6 of 2010) have been taken
as the base rates. Further, the toll policy of State of Odisha provides for separate toll rates for
State Highways which cater to the mining area and used for transportation of major minerals. As
our stretch is in the mining area, so we have assumed toll rates applicable to mining areas.
Accordingly, the per-km toll rates for through vehicles that have been assumed for the analysis
are presented in Table 11-3 below:
Table 11-3: Assumed Toll Rates (Rs per Km)
Vehicle Type Odisha State Toll Rates for Four-Laning of SHs for mining area (2010-11)
Car/Van/Jeep 0.71
LCV 1.15
Tractor Trailer 2.42
Truck (2 axle) 2.75
MAV 3.79
Assumed Toll Rates (Mining Area) (Rs per Km)

Odisha State Toll Rates for Four-Laning of
Vehicle Type
SHs for mining area (2010-11)
Truck (2 axle) 5.50
MAV 7.60
(Applicable for vehicles which are plying on the section of State Roads in the mining area and
carrying major minerals or finished products)
11-3
The toll rates for year 2010-11 have been escalated annually, without compounding, by three per
centum thereof with effect from the 1st April 2011 shall be deemed to be the base rate.
The base rate have further been adjusted by increase in WPI every year to arrive at the toll rates
for each year and rounded off to the nearest rupee. This WPI increase shall be restricted to forty
per centum of the increase in Wholesale Price Index.
11.5 TRAFFIC
Traffic surveys for seven days volume counts have been carried out at Rampella, Sunfdargarh
and Nuagaon. For the purpose of financial analyses, the tollable traffic (AADT) for the year 2012
is provided in Table 11-4 below:
Table 11-4: Tollable Traffic (AADT) (Number of Vehicles)
Sr No. Category of Vehicles Toll Plaza 1 Toll Plaza 2 Toll Plaza 3

(Rampella) (Sundargarh) (Nuagaon)
1 Car/Jeep/Van 2456 1715 1645
2 MiniBus 215 161 61
3 LCV 627 472 547
4 Tractor Trailor 54 28 14
5 Buses 161 107 413
6 Trucks (2 axle) 393 2334 1936
7 Trucks (2 axle) Mining 145 1622 1089
8 MAV (>2 axle) Mining 799 447 375
9 MAV (>2 axle) 1584 439 672
The table below provides vehicle category wise detail for mining traffic.
Percentage of Mining Traffic
S No. Toll Plaza 1 Toll Plaza 2 Toll Plaza 3
2 Axle 27.00% 41.00% 36.00%
3 Axle or above 33.53% 50.46% 35.79%
It has been assumed that Cars @ 10% and other vehicles @ 5% will not use this streach of
highway; hence a leakage of 10% and 5% has been applied on cars and other vehicles
respectively. A separate 3% of revenue leakage is being taken for Cars under exempted vehicle
category.
As mentioned earlier, the MCA-SH is the governing document for this financial analysis. Based
on the provisions contained in the MCA-SH, an annual traffic growth rate of 5% per annum has
been adopted for all categories of vehicles throughout the concession period.
11-4
11.6 CONCESSION PERIOD
As per the provisions of the MCA-SH (as modified as well), the concession period for the project
has to be determined keeping in view the design capacity of the highway at the desired Level of
Service (LoS) and the future traffic projections. The design capacity of the highway is determined
by a number of factors such as the width of the carriageway, the LoS, the Peak Hour Factor
(PHF) and the directional split of traffic.
A LoS “C” is assumed as the acceptable level. Keeping the other parameters same, the design
capacity of a four lane wide pavement is average of 60,000 PCU/ day from all three Toll plazas.
However as per the discussions with the client, it has been assumed that the base traffic will
grow at the rate of 5% till it reaches the capacity of the highway the Concession period has been
calculated as 22 years. It has been calculated on the basis of average of PCU at three toll plazas
namely Rampella, Sundargarh and Naugaon. The last year of operation has been calculated as
Year 2034-35 on the basis of PCU at three toll locations Rampella, Sundargarh and Naugaon
with respective PCU figures as 49062, 68580 and 59005.. Year 2034-35 is the last year when the
average of PCU at three toll plazas is less than 60,000 (i.e. 58882).
11.7 TOLL REVENUE
Toll revenue is the product of the forecast traffic expected to use the road and the appropriate toll
fee for the vehicle category. The adopted toll fee has been calculated as per Toll policy. Toll
revenues have been calculated by multiplying these per-km rates for each of the toll plaza with
the length under each toll plaza and the number of vehicle of the respective category, taking due
cognizance of local traffic, frequent users and exempted vehicles, as explained subsequently. A
summary of toll revenue streams for the first year of operations is presented in Table 11-5. The
revenues on the project are purely toll revenues, and no other source of revenue has been
included for the purpose of this financial analysis.
Table 11-5: Toll Revenues for First Year of Operation (2014-15) (Rs million)
Years Toll Revenue (Rs million)
First Year of Operation 1848.9
11.8 DISCOUNT FOR CONCESSION TO LOCAL TRAFFIC, FREQUENT USERS &

EXEMPTED VEHICLE
As per Odisha State Roads Tolls Act, 2010 (Odisha Act 6 of 2010), “local user” means a person
using mechanical vehicle registered for non-commercial purpose, who resides within a distance
of twenty kilometers from the toll gate and uses it as such for commuting a section of the State
Road, bridge or bypass, as the case may be.
The discounted fee is as under:
Monthly Pass of Rs 150.00
11-5
Discount Fee for Frequent Users (Car/Jeep/Van)
Amount Payable Maximum number of one way Validity period for crossing
journeys allowed the fee plaza
One and half times of fee for one Two Twenty four hours from the time
way journey of payment
Two-third of amount of the fee Fifty One month from the date of
payable for fifty single journeys payment
Fee Exemption to Mini-buses & Buses
No toll shall be levied on two wheelers, three wheelers, Bus or minibus for use of the section of
State Road, bridge or bypass.
11.9 TAX CALCULATION MODULE
According to the scheme available under Section 80-IA of the Income Tax Act of India, 1961 (as
amended to date), 100% of the profit is deductible for a continuous period of ten years out of the
25 years concession period. However, this benefit is available only for ten consecutive
assessment years falling within a period of twenty years. The tax rate adopted for this study is
32.45% (30% tax + 5% surcharge + 3% education cess), following the deduction of depreciation
and amortization. Minimum Alternate Tax (MAT) of 20.01% (18% tax + 5% surcharge + 3%
education cess) has been taken into account for the total concession period at the time of
availing of the Section 80-IA benefit.
11.10 OPERATING EXPENSES
The operating expenses and the assumptions made for the same are as follows:
• Toll collection expenses @ Rs 0.16 million per toll plaza per year (year 2011-12);
• Administrative expenses for day-to-day operations @ Rs 0.25 million(year 2010-11);
• Routine maintenance expenses @ Rs .35 million per year per km (year 2011-12);
• Periodic maintenance expenses @ Rs 3.5 million per km every 5 years (year 2011-12);
• Insurances expenses @ 0.15% of the replacement value of the assets;
• Emergency services and electricity expenses @ Rs 0.125 million per km per year (year 2010-
11); and
• Interest expenses incurred for servicing term loans @11.75% of the debt.
11-6
11.11 KEY FINANCIAL INDICATORS
Based on the total project cost, the toll rates, the traffic volumes and the operating expenses, the
viability of the project has been analyzed in terms of Project IRR and Equity IRR. The key
financial indicators for the base case i.e. without any financial support from GoO are presented in
Table 11-6 below.
Key Details for Base Case (All figures in Rs crore):
1. Construction Cost: Rs. 1292.56
2. Revenue for first year: 184.89
3. Concession Period: 22 Years
4. Traffic Details: as per Section 11.5

Table 11-6: Key Financial Indicators without any Govt. Support
Description
Project IRR (Post Tax) 18.01%
Equity IRR 21.66%
DSCR – Minimum 0.94
DSCR – Average 1.76
11.12 AS CAN BE SEEN FROM THE ABOVE, THE PROJECT IRR AND EQUITY IRR ARE
ON A HIGHER SIDE. KEEPING ALL THE INDICATORS IN MIND, THE PROJECT
SEEMS TO BE FINANCIALLY VIABLESENSITIVITY ANALYSIS
Sensitivity Analysis of the project has been carried out by changing the following parameters with
respect to the base case scenario –
Case 1: Change in Concession Period
We have carried out Sensitivities with respect to Concession Period. In case Client decides to go
for a Lesser Concession Period the Financial Results would be as under:
Table 11-7: Sensitivity with change in Concession Period
Concession Project IRR Equity IRR

Period
22 18.01% 21.66%
(Base Case)
21 17.68% 21.27%
20 17.37% 20.89%
19 16.93% 20.33%
18 16.42% 19.92%
17 15.82% 18.72%
16 15.02% 17.40%
11-7
Case 2: Payment of Premium by the Concessionaire.
The figure (in Colum 1) is the first year premium amount to be paid by the Concessionaire which
shall increase by 5% every year over the previous year Premium amount.
The Following Table indicates the amount of Premium/ Revenue Share that a Selected
Bidder may be willing to share with the Government/Authority at different levels of Equity
Return.
Table 11-8: Sensitivity with increase in Annual Premium amount
First Year Total Premium NPV @ 12% Project IRR Equity IRR
Annual received during (2013-14) of
Premium (Rs. Concession Total Premium
Millions) Period (Rs. received during
Millions) Concession
Period (Rs.
Millions)
0 0 0 18.01% 21.66%
67 2046.11 481.39 17.64% 21.00%
167 5100.01 1199.89 17.09% 20.00%
268 8184.45 1925.57 16.52% 19.00%
368 11238.35 2644.06 15.95% 18.00%
468 14292.25 3362.56 15.36% 17.00%
568 17346.15 4081.05 14.76% 16.00%
667 20369.52 4792.36 14.15% 15.00%
Case 3: Change in Civil Construction Cost:

Table 11-9: Sensitivity with change in Civil Construction cost
Civil Cost Project IRR Equity IRR
Base Case 18.01% 21.66%
Increase of 5% in Civil Cost 17.42% 20.63%
Increase of 10% in Civil Cost 16.87% 19.68%
Decrease of 5% in Civil Cost 18.63% 22.77%
Decrease of 10% in Civil Cost 19.23% 23.85%
11-8
Case 4: Change in Revenue collection due to increase and decrease in expected traffic:
Table 11-10: Sensitivity with change in Revenue Collection
Revenue Collection Project IRR Equity IRR
Base Case (for base traffic) 18.01% 21.66%
Increase of 5% in Revenue collection 18.67% 22.85%
Increase of 10% in Revenue collection 19.24% 23.88%
Decrease of 5% in Revenue collection 17.31% 20.45%
Decrease of 10% in Revenue collection 16.60% 19.20%
11.13 CONCLUSION
Based on the civil construction cost, traffic estimates and other assumptions mentioned earlier in
this chapter, and the various analyses carried out thereafter, it may be observed that if the
project is developed as a 4-lane rigid pavement highway with paved shoulders, the Equity IRR
without any financial support from the Government is well above the minimum threshold level
generally expected by the investors. In such a scenario to be more competitive the investor will
be inclined towards revenue sharing with the government.
However in case of any changes in the assumptions / project parameters used for developing the
financial analysis, the projected financial parameters are likely to undergo a change that might
significantly impact the potential (adversely / favorably) of developing the Project on BOT (Toll)
basis.
11-9

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Government of Odisha Request For Proposal – Bid Document

Volume III: Feasibility Report

INTERNATIONAL COMPETITIVE BIDDING

(REQUST FOR PROPOSAL DOCUMENT)

Four-Laning with paved shoulders of Sambalpur-Rourkela Section of SH-10 from Km 4.900

Km 79.800 Distance 162.5Km.

CHAPTER 2: SOCIO-ECONOMIC PROFILE OF PROJECT INFLUENCE AREA ...........................2-1

CHAPTER 3: PROJECT CORRIDOR .................................................................................................3-1

CHAPTER 4: TRAFFIC SURVEYS, ANALYSES AND PROJECTIONS............................................4-1

CHAPTER 5: SOIL AND MATERIAL INVESTIGATIONS ..................................................................5-1

CHAPTER 6: SUMMARY OF IMPROVEMENT PROPOSALS AND PRELIMINARY DESIGN .........6-1

CHAPTER 7: ENVIRONMENTAL IMPACT ASSESSMENT...............................................................7-1

CHAPTER 8: SOCIAL IMPACT ASSESSMENT AND RESETTLEMENT ACTION PLAN................8-1

CHAPTER 9: PRELIMINARY PROJECT COST .................................................................................9-1

CHAPTER 10: ECONOMIC ANALYSIS ..............................................................................................10-1

CHAPTER 11: FINANCIAL ANALYSIS ..............................................................................................11-1

1.3 THE PROJECT ROAD

The project highway consists of four homogeneous sections (Sambalpur-Jharsuguda,

Table 1-1: Existing Toll Plaza Locations

1.4 OBJECTIVES OF THE PROJECT

The Project has been conceptualized to achieve the following objectives:

1.4.1 Establishing Techno-Economic Feasibility

1.4.2 Compliance with Government of Odisha ’s PPP Policy

(iv) Any other purpose(s) pursuant to the Policy.

1.5 SCOPE OF SERVICES

1.5.1 Phase 1: PPP Techno-Economic Feasibility Study and Preliminary Engineering

1.5.2 Phase 2: PPP Procurement

1.6 STRUCTURE OF THE REPORT

This report comprises the following volumes:

Understanding the existing socio-economic characteristics of the region is a prelude to the

2.2 DEMOGRAPHIC PROFILE

Indices Odisha India

Figure 2-1: District-Wise Population Density, 2001

Table 2-2: District and Police Station-Wise Population Density, 2001

Source: Census of India, 2001.

Figure 2-2: Sex Ratio, 2001

Figure 2-3: District-Wise Literacy Rate, 2001

Figure 2-4: Odisha - Major Urbanized Zones

Figure 2-5: District-Wise Level of Urbanization

2.2.2 Work Participation Rate

District/Police Station Total Population WPR

2.2.3 Human Development Index (HDI)

2.3 ECONOMIC PROFILE

2.3.1 State Income

2.3.1.1 Growth Trends of NSDP

Figure 2-6: Net State Domestic Product at Constant Prices - Odisha

2.3.2 Sectoral Performance

Primary Secondary Tertiary

Figure 2-7: Growth Pattern of Economic Sectors - Odisha

Figure 2-8: Contribution of Economic Sectors to NSDP

Figure 2-9: Crop Production in Odisha, 2001

Figure 2-10: Industrial Distribution in State

The ‘Golden Triangle’ of Bhubaneswar-Puri-Konark is a major tourist attraction. The ‘Tri-Ratna

a) Domestic Tourist Flow

Among the domestic tourists, 52% are from

b.) Foreign Tourist Flow

Figure 2-12: Tourist Destinations in Odisha

B) Contribution of Tourism to State Economy

2.3.3 Growth Trends of Per Capita Income

2.4 INFRASTRUCTURE DEVELOPMENT

On the basis of composite development index of CMIE relating to infrastructure development of

2.4.1 Transport Infrastructure

2.4.1.1 Road Network