BP/626/2013

pg. 1

Contents
1.

Executive Summary............................................................................................. 1

2.

Introduction.......................................................................................................... 2

3.

4.

2.1.

Project Background........................................................................................ 2

2.2.

Objectives of the Project................................................................................ 2

2.3.

Scope of the Project....................................................................................... 2

2.4.

Project Location............................................................................................. 3

2.5.

Salient Features of Project Road....................................................................4

2.6.

Bypasses/Realignments................................................................................. 4

2.7.

Cross Drainage Structures.............................................................................4

Market Analysis.................................................................................................... 5
3.1.

Need of the Project........................................................................................ 5

3.2.

Existing Facilities............................................................................................ 5

3.3.

Traffic Analysis and Forecast..........................................................................5

3.3.1.

Projected Traffic....................................................................................... 6

3.3.2.

Trend Analysis.......................................................................................... 7

3.3.3.

Willingness to Pay.................................................................................... 9

3.3.4.

Tollable Traffic.......................................................................................... 9

Technical Analysis................................................................................................ 9
4.1.

Surveys and Investigations............................................................................9

4.1.1.

Road Inventory...................................................................................... 10

4.1.2.

Existing Cross Section...........................................................................10

4.1.3.

Pavement Condition Analysis.................................................................11

4.1.4.

Axle Load Survey................................................................................... 11

4.1.5.

Roughness Survey................................................................................. 11

4.1.6.

Topographic Surveys.............................................................................. 12

4.2.

Improvement To Cross Sectional Elements..................................................12

4.3.

Vertical Profile.............................................................................................. 13

4.4.

Proposed Pavement Composition.................................................................13

4.5.

DESIGN OVERLAY......................................................................................... 14

4.6.

SERVICE ROAD............................................................................................. 14
pg. 2

5.

6.

Financial Analysis............................................................................................... 14
5.1.

General........................................................................................................ 14

5.2.

Quantification.............................................................................................. 14

5.3.

Unit Rates - Construction Items...................................................................15

5.4.

Summary of Civil Works Cost.......................................................................16

5.5.

Project Assumptions..................................................................................... 18

5.6.

Project Cost.................................................................................................. 19

Economic Analysis.............................................................................................. 20
6.1.

7.

Cost and Benefit Stream.............................................................................. 20

6.1.1.

Construction Costs................................................................................. 20

6.1.2.

Maintenance Standards and Unit Costs.................................................21

6.1.3.

Vehicle Fleet Unit Costs.........................................................................22

6.1.4.

Passenger Time-delay Costs..................................................................23

6.1.5.

Interest.................................................................................................. 23

6.1.6.

Fuel and Lubricants................................................................................ 23

6.1.7.

Cargo Time-delay Costs.........................................................................24

6.2.

Results of Economic Appraisal.....................................................................24

6.3.

Project Viability............................................................................................ 25

Ecological Analysis............................................................................................. 25
7.1.

ENVIRONMENTAL SCREENING......................................................................26

7.1.1. Impact on Topography...........................................................................26

7.1.2.

Impact on Climate................................................................................. 26

7.1.3.

Impact on Air Quality............................................................................. 26

7.1.4.

Impact on Noise Levels..........................................................................26

7.1.5.

Impact on Water Resources and Quality................................................27

7.1.6.

Impact on Ecological Resources.............................................................27

7.2.

8.

SOCIAL SCREENING...................................................................................... 27

7.2.1.

Socio-Economic Profile of the Project Area............................................28

7.2.2.

Summary of Project Impacts..................................................................28

7.2.3.

Categories of PAFs.................................................................................29

7.2.4.

Stakeholders Consultation....................................................................29

7.2.5.

The LA process for NH Project................................................................30

Recommendations.............................................................................................. 31
pg. 3

8.1.

Proposed Improvement for Junctions / Intersections (At Grade)...................31

8.2.

Proposed Structures..................................................................................... 31

8.2.1.
8.3.

Cross-Drainage (Bridges & Culverts).....................................................31

Proposed Facilities........................................................................................ 32

8.3.1.

Toll Plaza (1 Nos.)................................................................................... 32

8.3.2.

Bus Bays (14no).................................................................................... 32

8.3.3.

Highway Lighting................................................................................... 33

8.3.4.

Safety Appurtenances........................................................................... 33

List of Tables
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table
Table

1: Construction Package.................................................................................... 6
2: Bypass Details............................................................................................... 6
3: Way side Amenities....................................................................................... 7
4: The traffic surveys conducted for this project includes:................................8
5: Classified Traffic Volume Count at two Locations...........................................8
6: Traffic Growth rate Estimates......................................................................10
7: Projected Growth rates of Vehicles in Haryana............................................10
8: Percentage of People Willing to pay for improved Facility...........................11
9: Tollable traffic in Homogenous Section........................................................11
10: Existing carriageway with schedule..........................................................12
11: VDF Values................................................................................................ 13
12: Required Pavement Composition for Service Road (mm)..........................16
13: Adopted Unit Rates................................................................................... 18
14: Construction Costs.................................................................................... 24
15: Economic Cost of Different Vehicles..........................................................25
16: Maintenance Labour and Crew Costs (Cost in Rs. per hour)......................26
17: Summary of Economic Analysis (Base Case).............................................28
18: Demographic Profile of the Project Area....................................................31
19: Distribution of Entitled PAFs......................................................................32
20: Resettlement Action Plan (RAP) Implementation Schedule.......................34
21: Recommendations on Cross Drainage Structures of the Project................35
22: Bus Bays and Bus Stops Locations............................................................36

pg. 4

1. Executive Summary
Ministry of Road Transport and Highways, Government of India has decided to take
up the development of various National Highways Corridors where the intensity of
traffic has increased significantly and there is requirement of augmentation of
capacity for safe and efficient movement of traffic.
This project is a part of the above mentioned programme and the project is
rehabilitation and up-gradation of the existing 2- lane National Highway71 to four
lanes configuration in the State of Haryana. The National Highways Authority of
India (NHAI) has been entrusted with implementation of the development of this
corridor from Ministrys Plan Funds.
The scope of this DPR includes:

Traffic projections (Market Analysis)

Engineering surveys and investigations and Highway design
(Technical
Analysis)
Estimation of Project Cost (Financial Analysis)
Economic Analysis
Environmental Impact Assessment and Social Impact Assessment (Ecological
Assessment)
Recommendations

Haryana is situated on the northern side of India. Haryana is a state in northwest

India between 2737' to 3035' N latitude and between 7428' and 7736' E
longitude. The project road starts between latitude 29.47N 76.32East latitude and
ends at 29.15N 76.30East latitude. Most of the project road passes through plain
terrain.
The project road passes through one district of Haryana namely Jind. The project
road starts at Km 239.000 at Haryana Punjab Border and ends at Km 307.000 at
Jind. The Existing length of the project corridor is 68.00 km and the design length is
69.35km. The roadside environment is variable from urbanized town developments
to rural agricultural areas, with intermediate semi-urban settlements and semi-rural
open areas with occasional roadside dwellings and small businesses scattered
throughout the route. Nearly 14.40% of land use is of urban type, 7.20%of built up
area, 50.60% of the project corridor has purely agricultural land and 27.90% is rural
area.
The Project Corridor generally has a good geometry and has a design speed of 7080 Kmph. The corridor has few substandard curves with a low radius that are of
concern. The vertical gradients are gentle for majority of its length except at very
pg. 5

few locations, which require modification. However, camber has worn out for most
of the lengths and requires correction for quick dispersal of surface water.
There are 6 numbers of major junctions along the project section of the project road
and 47 minor junctions. The approach roads are basically feeder roads connecting
to villages, agricultural fields and factories along the project road. Mostly these are
WBM roads. Rest of the intersections is of lower significance with local roads in
urban settlements, village roads and earthen roads.
The traffic surveys have been carried out along the corridor to establish base year
traffic as well as travel characteristics. The baseline traffic characteristics are very
important for the assessment of future traffic and travel pattern. Traffic surveys
were conducted during the month of July August 2010.
Existing pavement composition forms important information, in formulating the
rehabilitation designs. From the composition details, it can be seen that the asphalt
surface thickness varies from 35 mm to 300 mm. The existing Base layer thickness
varies from 100 mm to 370 mm. As sub base layer various combination of different
materials have been observed comprising of moorum, sand, old BT and WBM along
the project road length.
The paved carriageway configuration shall be 7.25m wide carriageway with 1.50m
shoulder on both side comprising 17.50m excluding earthen shoulders and median.
Median width shall be 4.50m in rural section and 1.5m in built-up section.
As per IRC 73 1980 recommended normal ROW for rural highways in open areas
shall be normally 45 m or within the range of 30-60m and in built-up areas ROW
should be normally 30m or in the range of 30 to 60m. However, keeping in view the
objective of NHDP, Policy of NHAI regarding the ROW, and expansion of the
proposed Dual 2-lane highway to Dual 3-lane configuration at a future date it is
recommended to have a 60 m ROW with the proposed dual two lane highway
concentrically placed. The Project Highway shall be widened to Four lane dual
configuration with or without Service Roads. Realignments and bypasses have been
proposed where it is not feasible to improve the existing alignment of 2-lane road to
the desired design standards. Service road has been proposed at urban area like
Narwana and Uchana town where dense commercial activities found along the
project road.
Social and Environment impact assessment has also been carried out. The project
cost is worked out according to the improvement proposal detailed under financial
analysis. Cost of civil works is calculated bill wise and other non civil items like R&R
cost, land acquisition cost, Utilities relocation cost, Environmental cost,
contingencies etc are added to arrive the total project cost.
Similarly economic analysis has also been carried out for the project.

pg. 6

2. Introduction
2.1.

Project Background

Ministry of Road Transport and Highways, Government of India has decided to take
up the development of various National Highways Corridors where the intensity of
traffic has increased significantly and there is requirement of augmentation of
capacity for safe and efficient movement of traffic.
This project is a part of the above mentioned programme and the project
awarded to Consultant for rehabilitation and up-gradation of the existing 2National Highway71 to four lanes configuration in the State of Haryana.
National Highways Authority of India (NHAI) has been entrusted
implementation of the development of this corridor from Ministrys Plan Funds.

2.2.

was
lane
The
with

Objectives of the DPR

The main objective of the consultancy service is to establish the technical,

economical, and financial viability of the project and prepare detailed project reports
for rehabilitation and upgrading of the existing road to 4-lane configuration with the
provision of capacity augmentation.
The viability of the project shall be established taking into account the requirements
with regard to rehabilitation, upgrading and improvement based on highway design,
pavement design, provision of service roads wherever necessary, type of
intersections, rehabilitation and widening of existing and/or construction of new
bridges and structures, road safety features, quantities of various items of works
and cost estimates and economic analysis.

2.3.

Scope of the Project

As far as possible, the widening/improvement work to 4-lanes shall be within the

existing right of way avoiding land acquisition in the built-up section, and the land
acquisition is necessary to develop the 4-lane road as per NH standards along the
existing road having inadequate width and where provisions of short bypasses,
service roads, alignment corrections, improvement of intersections are considered
necessary and practicable and cost effective. However bypasses proposals should
also be considered, wherever in urban areas, improvement to 4-lanes of the existing
road is not possible.
The possible locations and design of toll plaza shall also be looked into. Wayside
amenities required on tolled highway shall also be planned. The local and slow
traffic may need segregation from the main traffic and provision of service roads
pg. 7

and fencing may be considered, wherever necessary to improve efficiency and

safety.

pg. 8

2.4.

Project Location

Haryana is situated on the northern side of India. Haryana is a state in northwest

India between 2737' to 3035' N latitude and between 7428' and 7736' E
longitude. The project road starts between latitude 29.47N 76.32East latitude and
ends at 29.15N 76.30East latitude.
Most of the project road passes through plain terrain.
The National Highway NH-71 is an important highway connecting NH 8 (Near
Bawal/Gurgaon) and NH 1 (Jalandhar). The Project road starts from Haryana Punjab
Border (Km 239.000) and increases on south direction towards Jind (Km 307.000). It
traverses generally through plain terrain and mixed land use of residential and
agricultural can be seen throughout the project road corridor. The project road
passes through rural, urban/ semi urban areas such as Narwana, Uchana and Jind.
The project road passes through one district of Haryana namely Jind. The project
road starts at Km 239.000 at Haryana Punjab Border and ends at Km 307.000 at
Jind. The Existing length of the project corridor is 68.00 km and the design length is
69.35km.
The roadside environment is variable from urbanized town developments to rural
agricultural areas, with intermediate semi-urban settlements and semi-rural open
areas with occasional roadside dwellings and small businesses scattered throughout
the route. Nearly 14.40% of land use is of urban type, 7.20% of built up area,
50.60% of the project corridor has purely agricultural land and 27.90% is rural area.

pg. 9

2.5.

Salient Features of Project Road

The project road starts Km 239.000 (Design Chainage Km 230.000) at Haryana

Punjab Border and ends at Km 307.000 at Jind. The total (existing) length of the
project road is 68.000 Km. the project road is considered as one package as given in
below in Table
Table 1: Construction Package

2.6.

Bypasses/Realignments

There is one bypass in the project highway. All the bypasses as well as the
realignment shall be of four lane configuration with paved shoulder. The details of
stretches to be bypass are given in Table below

pg. 10

Table 2: Bypass Details

2.7.

Cross Drainage Structures

There are 88 existing CD structures on the project road and 43 culverts along Jind
Bypass. There are four existing Minor Bridges, (6.0 m < Total Length < 60.0m) along
Existing road and one minor bridge along Jind Bypass.
The total number of structure on the site is as noted below:
(a) No. of Major Bridge Nil
(b) No. of Railway Over Bridge Nil
(c) No. of Flyover Nil
(d) No. of Minor Bridge 5 Nos.
(e) No. of Vehicular and Non Vehicular Underpasses Nil
(f) No. of Box Culverts Nil
(g) No. of Slab Culverts 26 (including 2 no in proposed Jind bypass)
(h) No. of Arch Culverts 1
(i) No. of Pipe Culverts 100 (including 41 no. in proposed Jind bypass)
(j) All of the minor bridges are to be reconstructed as they have been designed
for 40R

3. Market Analysis
Before the production actually starts, the entrepreneur needs to anticipate the
possible market for the product. He has to anticipate who will be the possible
customer for his product and where his product will be sold. This is because
production has no value for the producer unless it is sold. In fact, the potential of
the market constitutes the determinant of possible reward from entrepreneurial
career. Thus knowing the anticipated market for the product to be produced
becomes an important element in business plan. The commonly used methods to
estimate the demand for a product are as follows:
a) Opinion polling method - In this method, the opinion of the ultimate users. This
may be attempted with the help of either a complete survey of all customers or
by selecting a few consuming units out of the relevant population.
b) Life Cycle Segmentation Analysis - It is well established that like a man, every
product has its own life span. In practice, a product sells slowly in the beginning.
Barked by sales promotion strategies over period its sales pick up. In the due
course of time the peak sale is reached. After that point the sales begins to
decline. After sometime, the product loses its demand and dies. This is natural
death of a product. Thus, every product passes through its life cycle.
pg. 11

3.1.

Need of the Project

The Project Corridor generally has a good geometry and has a design speed of 7080 Kmph. The corridor has few substandard curves with a low radius that are of
concern. The vertical gradients are gentle for majority of its length except at very
few locations, which require modification. However, camber has worn out for most
of the lengths and requires correction for quick dispersal of surface water.

3.2.

Existing Facilities

Various Way side Amenities have been observed at many places along the project
corridor. The list of bus stops is given in Table below
Table 3: Way side Amenities

3.3.

Traffic Analysis and Forecast

The traffic surveys have been carried out along the corridor to establish base year
traffic as well as travel characteristics. The baseline traffic characteristics are very
important for the assessment of future traffic and travel pattern. Traffic surveys
were conducted during the month of July August 2010. The survey locations were
finalised in consultation with NHAI.
The primary objectives of these traffic surveys are to determine the characteristics
of traffic movement on the project corridor, collect historical data on traffic growth,
assess the future traffic growth rate during the design life of the project, determine
the travel pattern as well as type and weight of commodity carried by trucks,
determine the spectrum of axle loads and vehicle damage factors for different types
of commercial vehicles, determine the turning movement pattern of traffic at road
intersections and determine traffic bottlenecks.
Table 4: The traffic surveys conducted for this project includes:

pg. 12

3.3.1. Projected Traffic

The daily traffic volume count has been carried out at 2 locations (km 244 and km
267) considering the traffic intensity and merging and diverging traffic on the
project road corridor. To convert the mixed traffic into common unit, passenger car
unit factor is used as given in IRC 102: 1988. Adopted equivalent passenger car
units for the study have been presented. A summary of traffic data in terms of
Annual Average Daily Traffic (ADT) and Passenger Car Unit (PCU) has been
presented below
Table 5: Classified Traffic Volume Count at two Locations

Average composition of traffic

The average composition of traffic shows passenger vehicle comprising maximum
traffic all along the corridor followed by Trucks. At Khanauri goods vehicle comprise
very high as compared to other location.
Axle Load Survey
To arrive at traffic loads for design of pavement the consultant carried out axle load
survey at km 262 near Narwana. Due to the requirement of stopping a vehicle for
weighing, it is not possible to weigh all the commercial vehicles passing through
site. About 10 to 25 % of commercial vehicles were stopped for weighing in the 24
hour duration (one day) on a random sampling basis to have an idea of vehicle
Damage Factor (VDF). The summary of VDF calculated for commercial vehicles on
the basis of the axle load survey carried out at two locations on the project road
corridor is presented
O & D Analysis
Origin and Destination survey was conducted by roadside interview method at five
locations for passenger and goods vehicles for one day (24 hours).This survey has
been used to obtain the travel characteristics of goods and passenger vehicles and
to determine the through traffic.

pg. 13

3.3.2. Trend Analysis

Based on the estimated elasticity values and forecast growth rate of economic
variables, the future annual compound growth rates for each type of vehicle was
computed using following model.
Tgr = ((1+Pgr)*(1+PCI gr)-1)*100*E
Where,
Tgr = Traffic Growth Rate
Pgr = Population Growth Rate
PCI gr = Per Capita Income Growth Rate
E = Elasticity value
The above model is primarily used for passenger vehicles and assigned equal
weightage to population and per capita income. Similarly the model applied for
estimating growth rate of goods vehicles is as follows:
Tgr = NSDP gr * 100*E
Where,
pg. 14

Tgr = Traffic Growth Rate

NSDP gr = growth rate of NSDP (in real terms)
E = Elasticity value
The likely growth rate of vehicles is worked out based on the above model and
projected socio economic variables are given:
Table 6: Traffic Growth rate Estimates

Traffic Growth:
The growth rates estimates were subjected to scenario analysis and the most likely
case was adopted for the purpose of the present study. The traffic growth estimates
scenario is based on the likely growth of the Indian economy and its relationship to
the growth in the state economy. Information presented in Table below reveals that
traffic growth is more than 7% in initial years of project.
Table 7: Projected Growth rates of Vehicles in Haryana

pg. 15

3.3.3. Willingness to Pay

Willingness to pay is an important aspect of any traffic survey. This shows the
percentage of people willing to pay for the better facility provided for the project. In
this project following table gives the percentage of people willing to pay toll for
improved facility.
Table 8: Percentage of People Willing to pay for improved Facility

3.3.4. Tollable Traffic

Based on the data derived from Classified Volume Count the magnitude of traffic
which will be tollable on the various homogenous sections for the year 2013 is given
in table below.
Table 9: Tollable traffic in Homogenous Section

4. Technical Analysis
Technical analysis implies the adequacy of the proposed plant and equipment to
prescribed norms. It should be ensured whether the required know how is available
with the entrepreneur. The following inputs concerned in the project should also be
taken into consideration.

Availability
Availability
Availability
Availability
Availability

4.1.

of
of
of
of
of

Land and site

Water Power, transport, communication facilities.
servicing facilities like machine shop, electric repair shop etc.
work force
required raw material as per quantity and quality

Surveys and Investigations

Following are the various engineering surveys and investigations other than traffic
surveys.

Inventory and Condition Survey of Road;

Pavement Condition Survey;
pg. 16

Pavement Deflection (BBD Survey);

Pavement Roughness;
Culvert Inventory and Condition Survey;
Inventory of Bridge and ROB;
Condition Survey of Bridge, ROB and Vented Causeways;
Topographic Survey;
Pavement Investigations;
Materials Investigations;
Hydraulic and Hydrological Investigations;,
Geotechnical investigations.

Brief description of each survey has been given below.

4.1.1. Road Inventory

An inventory of the Project Road was carried out through dimensional measurement
and visual inspection. Features like Km, terrain and land-use, height of fill or depth
of cut, width of pavement and shoulders, railway crossings, important road junctions
and geometric deficiencies, utilities etc., were recorded.
Based on extent of built-up, land use and availability of ROW road widening scheme
shall be provided for built-up areas. Built up sections with poor horizontal
geometrics/ less ROW will be provided with bypass.
The roadside environment is variable from urbanized town developments to rural
agricultural areas, with intermediate semi-urban settlements and semi-rural open
areas with occasional roadside dwellings and small businesses scattered throughout
the route. Nearly 14.40% of land use is of urban type, 7.20%of built up area,
50.60% of the project corridor has purely agricultural land and 27.90% is rural area.

4.1.2. Existing Cross Section

The project road section comprises 7.0m wide carriageway and 1.0m to 2.5m wide
shoulders on either side. There are isolated locations, especially village and built-up
sections and the some of the bridges approaches, where 1.5m wide pave shoulders
are provided

pg. 17

Table 10: Existing carriageway with schedule

4.1.3. Pavement Condition Analysis

This includes information on visible deficiencies and ongoing / recent improvements.
Visual inspection of survey reveals that the pavement condition varies for each Km
stretch. The sections visualised have wide cracking at some locations as well as hair
cracks at few of the places. The sections show poor condition both in structural
failure and functional failure due to extensive cracking and ravelling.
Most sections passing through towns, villages, near level crossings and intersections
are damaged. Due to high water table along the road sections pavement
deterioration is faster. All variety of cracking pattern has been observed mostly
along wheel paths as detailed in pavement condition survey data. Transverse cracks
identified at bridge/ ROB entry and exit. Reflective cracking observed at some
locations even patched portion were also cracked. Road side drains are weak at
some sections which lead to rain water stagnation at shoulders. Paved shoulders
were covered with bushes and grass along some sections making their use less
effective. Pavement edge drop varies from 0 to 200 mm.

4.1.4. Axle Load Survey

The Axle load survey in both the directions is carried out at 259+000 near Narwana
on the project road stretch on a random sample basis for trucks, LCVs (both empty
and loaded) for 1 days
(24 hours). The axle load survey is carried out using axle load pads. Axle load
survey analysis has been performed as per IRC standards for the assessment of
Vehicle Damage Factor (VDF). The result of the axle load survey is presented in
Table below

pg. 18

Table 11: VDF Values

4.1.5. Roughness Survey

Roughness survey was carried out using TRLs Car Mounted Bump Integrator; the
calibration for the vehicle was carried out.

Figure 1: Roughness Index V/s Chainage

4.1.6. Topographic Surveys

The topographical survey was carried out in the period from June 2010 to
September 2010. The main purpose of the topographical survey was to produce
digital 3D base maps showing the existing terrain including all existing road features
including houses, telephone line, OFC, Electric Line, monuments, place of worship,
cremation ground, Utility line, Trees, hand pumps and other features covering the
entire right of way of the road. The digital 3D base maps are the basis for
preparation of the Digital Terrain Models (DTM) required for the road design.

4.2.

Improvement To Cross Sectional Elements

4 lanes Section: 7 m carriageway with 4.5 m median in rural area. The paved
shoulder width of 1.5m and earthen shoulder width of 2.0 m on both sides is
provided. Keeping these basic requirements various typical cross sections are
developed to meet the need of land use along the project road. The widening has
been finalized keeping in view the geometry, utilities, Transformers, pump houses,
temples and other important features, which are difficult to shift for the road
widening.
pg. 19

pg. 20

4.3.

Vertical Profile

The vertical profile is based on the following parameters:

Deck levels of various bridges have been kept as per IRC stipulations i.e. HFL +
Vertical clearance + deck height + W.C.
Deck level of Underpasses (Vehicular) has been kept as Existing Road Level + 5.5m
+ deck height + WC
Deck Level of culverts has been kept in such a way so as to avoid humps in the
vertical profile of the road
Deck level of Rail over bridge has been kept as Rail Level + Vertical clearance for
electric track + Deck height + WC
Elsewhere, the road formation level has been kept as Minimum GL or HFL + 0.5 m
+ Crust thickness. After ensuring above obligatory levels at various points, vertical
profile has been designed by providing smooth gradient. The maximum gradient is
3.3 percent.

4.4.

Proposed Pavement Composition

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

Bituminous Concrete (BC) 40

Dense Bituminous Macadam (DBM) 105
Granular Base (WMM) 250
pg. 21

Granular Sub base (GSB) 200

pg. 22

The composition of pavement has been worked out on the basis of:

Extended thickness combination block has been used to determine the

surfacing course thickness;
Surfacing course is designed for 10-year design life while base and sub-base
courses are designed for the full 15-year design life; and, minimum
compacted layer thickness for surfacing and base courses.

4.5.

DESIGN OVERLAY

From the BBD analysis strengthening of existing pavement is not required however,
in order to improve the riding quality of the existing surface after pre-treatment
40mm BC is proposed.

4.6.

SERVICE ROAD

Bituminous service road has been designed for 5 msa traffic and 8% sub-grade CBR.
Accordingly based on IRC guidelines, the composition will be as given
Table 12: Required Pavement Composition for Service Road (mm)

5. Financial Analysis
Finance is one of the most important prerequisites to establish an enterprise. It is
finance only that facilitates an entrepreneur to bring together the labour, machines
and raw materials to combine them to produce goods. In order to adjudge the
financial viability of the project, the following aspects need to be carefully
analysed : Cost of capital Means of finance Estimates of sales and production
Cost of production Working capital requirement and its financing Estimates of
working results Break-even point Projected cash flow Projected balance sheet.
The activity level of an enterprise expressed as capacity utilization needs to be well
spelled out. However the enterprise sometimes fails to achieve the targeted level of
capacity due to various business vicissitudes like unforeseen shortage of raw
material, unexpected disruption in power supply, instability to penetrate the market
mechanism etc.

5.1.

General

The cost estimation have been prepared for the project corridor, for widening of the
existing 2-lane road to 4 lane configuration including strengthening of the existing
pavement, bypasses, reconstruction/ widening of road section at Urban/Village area,
reconstruction/ widening of cross drainage structures, lined/unlined longitudinal
pg. 23

drains, road furniture, bus bays, project facilities etc. Over and above these
construction costs, provision has been made for social and environmental costs and
land acquisition costs for road widening, bypasses, and truck lay byes, bus bays, toll
plazas etc.

5.2.

Quantification

The main construction items covered in costs estimating are; site clearance, earth
work, base and sub-base works, pavement in carriageway/service road and
shoulders, bridges and culverts, ROBs, underpasses and miscellaneous items such
as side drains, road furniture, retaining walls, intersections, bus bays, truck lay
byes, toll plaza etc.
The quantification of the road items that are uniformly accruing is calculated as per
typical cross sections. The quantification of structures is based on actual quantities
worked from the general arrangement drawings (GAD) for each structure for
widening and reconstruction.

5.3.

Unit Rates - Construction Items

The unit rates for construction items are adopted from Schedule of Rates of Haryana
PWD, edition 2009 for National Highways as discussed and agreed with NHAI. An
escalation of 5% is incorporated for the year 2010 and 2011. These rates are used
in the standard data book, published by MORT&H, and rates for the work items are
analysed.
For the purpose of rate analysis, the Input rates of plant, Machinery, labour and
materials have been determined as:
i)

ii)
iii)

The Hire Charges of Plant and machineries are as per Standard Data Book
base year on 2001-2002 and applying escalation of 49% (as per wholesale
Price Index issued by economic adviser).
The cost of materials has been taken as per prevailing market rates and
labour has been taken as per Common Schedule of Rates, Haryana HSR.
Aggregate and stones for the road construction are considered from
Khanak (Bhiwani) stone quarry with a lead of 60 kms to the plant site.

Abstract of unit rates adopted for major items are given in the Table below.

pg. 24

Table 13: Adopted Unit Rates

5.4.

Summary of Civil Works Cost

Cost of civil works is calculated bill wise and other non-civil items like R&R cost, land
acquisition cost, Utilities relocation cost, Environmental cost, contingencies etc are
added to arrive the total project cost. The summary of Total Project Cost is
presented under table

pg. 25

pg. 26

5.5.

Project Assumptions

In addition the project cost includes interest during construction (IDC), professional
fees, documentation charges, lenders engineers and other expenses. The
assumptions of such items and other parameters that were considered for the
financial analysis of the project are given below:

pg. 27

5.6.

Project Cost

It is also assumed that the project concession period (25 years) includes the periods
for financial closure (6 months) and also construction (30 months). The project is
expected to commence on 2010 for this analysis. The project road, thus, is expected
to open to traffic on 1st April 2013 and is likely to have toll revenue-earnings.

pg. 28

6. Economic Analysis
Requirements for raw material Level of capacity utilization Anticipated
Anticipated expenses Proposed profits Estimated demand It is said
business should have always a volume of profit clearly in view which will
other economic variable like sales, purchase, expenses and alike. Cost
analysis

sales
that a
govern
benefit

The analysis has been performed based on the following scenarios:

Do Nothing Scenario
This scenario is the present state of the road which is no improvement has been
involved with the roads.
With Project Scenario
This scenario is the improved facility of the road, where the stretch of the roads will
have 4 Lanes Paved Shoulder. Following scenarios has been considered for the
analysis.
Scenario 1 : 4 Laning of entire 68 Km Stretch of Road
Scenario 2 : 4 Laning of entire 54 Km Stretch of Road + 4 Laned 15.6 Km Long Jind
Bypass

6.1.

Cost and Benefit Stream

The cost stream comprises of:

Capital cost of construction of the project road and related works

Annual repair and maintenance cost
Operating cost of vehicles

The Benefit Stream will comprise the cost saving in operation of vehicles and
maintenance of the road between Do-nothing and Project options. As the
economic analysis indicates the impact of the project on the economy, all the
financial costs and benefits of the project are adjusted to reflect the economic costs.
The economic cost is derived by removing taxes and duties from financial cost so as
to reflect the resource cost.
On the benefit stream also, the financial cost is converted into economic cost using
appropriate factors. The vehicle operation cost consists of, inter alia, cost of fuel,
vehicle depreciation, crew wages, tyres, repairs etc. that will have to be converted
to appropriate economic cost by excluding taxes and duties.

pg. 29

6.1.1. Construction Costs

A conversion factor of 0.85 has been used to convert financial costs to economic
costs. For economic evaluation, base costs have been taken as factor costs of civil
works and other costs related to social, environmental and utility relocations. Unlike
other components of project costs, land to be acquired for the project does not
depreciate over time. Although, there would be certain loss to the economy due to
acquisition of land (predominantly barren and agricultural) during construction
stage, it is expected that enhanced economic activities caused by the project in the
adjoining area would well compensate the same. No provision as such is available in
HDM-4 to account for such benefits. In view of this, cost of land acquisition has not
been included in the base evaluation. Link-wise economic costs are given below:
Table 14: Construction Costs

A construction period of 3 years (2011, 12 and 13) has been envisaged with a
phasing of 30%, 30% and 40% respectively.

6.1.2. Maintenance Standards and Unit Costs

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

pg. 30

Financial costs of various maintenance works are taken as:

Patching of pothole ` 360.00 per sq. m

Sealing of cracks and damages ` 150.00 per sq. m
Edge repair ` 360.00 per sq. m
Surface renewal, 40mm AC ` 210.00 per sq. m

Routine maintenance work involves other activities, not related to pavement

distresses. Cost has been worked out based on the MORTH norms, 2001.

Based on the prevailing rates for routine maintenance cost for the analysis with
base year 2004 is taken as:

` 2,00,000 per km per year- for existing double lane bituminous road, for DoNothing case;
` 1,50,000 per km per year-for proposed 6-lane rehabilitated bituminous road,
for With Project case; and

General Assumptions
The following values have been considered while preparing the input data:

Analysis period: 20 years (2010-2030) including construction period

Discount rate: 12%
Salvage value: 20% at the end of the analysis period
Conversion factor: 0.85 to convert financial prices into economic prices
Construction options and construction period:
pg. 31

3 years (2012 to 2030) with cost phasing of 25% in 1 st and 35% in 2nd year
and 40% in 3 year.
rd

6.1.3. Vehicle Fleet Unit Costs

Vehicle and Tyre
Economic Costs of vehicle and tyre are derived from the market survey in Punjab.
Representative retail price for each category of vehicle have been collected.
Elements of taxes and duties applicable have been removed to arrive at the
economic costs. Details of taxes & duties, market price, derived economic costs for
each vehicle category is presented
Table 15: Economic Cost of Different Vehicles

Based on the market survey and inquiries from the various organisations in Punjab,
the maintenance labour cost/hr and wages/hour has been evaluated. The crew
salary for LCV (Driver and Conductor), Heavy Trucks (Driver and cleaner) and
Passenger Bus (Driver and Conductor) are found to be around `10000/-, Rs. 12000/and Rs. 17000/- per month respectively based on 300 hours of working per month.
Keeping this in view the cost Rs./hr. has been calculated for the different categories
of crew. Rates have been compared with that adopted for the recent studies before
arriving at reasonable values. Adopted values are given below:
Table 16: Maintenance Labour and Crew Costs (Cost in Rs. per hour)

6.1.4. Passenger Time-delay Costs

Value of travel time saving of passengers was first quantified in Road User cost
Study (RUCS) carried out in India in 1982 on the basis of wage rate approach. The
results so obtained were updated to 1990 values using wage index and
subsequently validated by limited primary survey carried out on various secondary
pg. 32

and trunk routes in the Study for Updating Road User Cost Data, 1992. Passenger
time-delay cost for the project road has been derived from the same corresponding
to leisure trips @ 25% of the value of non-leisure trips (recommended by RUCS,
1992) as given below:

6.1.5. Interest
An economic interest rate of 11% has been adopted based on opportunity cost of
capital.

6.1.6. Fuel and Lubricants

Market price of petrol, diesel and lubricants are found to be a little varying within
the project road corridor on account of varying cost of transportation. For the
analysis purpose, market price at Punjab has been considered for arriving at
economic cost of fuel and lubricants. Applicable taxes and duties on these items
are:

pg. 33

6.1.7. Cargo Time-delay Costs

Average value of commodity is based on the Study for Updating Road User Cost
Data, 1992. A value of Rs. 20000/- per ton was worked out from a detailed survey
carried out in 1990. Equivalent cost of commodity in 2007 is determined using the
WPI ratio (2.30 over 1990) as Rs. 46,000/-. However, commodity survey on the
project road corridor does not justify such high value. For the present analysis,
therefore, 50% cost is considered, i.e. Rs. 23000 per tonne. Average payload for
each category of freight vehicles is based on axle load survey. Time-delay cost is
estimated with an economic interest rate of 11% and economic conversion factor of
0.85.

6.2.

Results of Economic Appraisal

An individual economic analysis for the two scenarios has been performed .

Base case- Alternative-I

Derivation of passenger time costs always remained controversial issue, especially

in respect of developing nations as saving in leisure time is mostly not appreciated
that constitute majority except for commercially developed urban centres.
Economic analysis for the base case has therefore, been carried out without
considering the benefits on account passenger time savings.

Sensitivity Analysis
Two critical factors could affect the viability of the project and these are the Capital
Cost and traffic level. The capital cost can increase or the expected traffic growth
could not materialise or both factors could occur simultaneously sensitivity check
using the following parameters has been carried out:

Sensitivity Option S1 Increase in base costs by 15%

Sensitivity Option S2 Decrease in base benefits by 15%
Sensitivity Option S3 Inc in base costs by 15% & decrease in base benefits by
15%

Cost benefit streams for each link and combined for individual NH Sections are
calculated. Decrease in MT time costs reported in these tables represents the cargo/
pg. 34

freight time costs. The EIRR and NPV (at 12%) for each link and section along with
sensitivity analysis have been presented as follows:
Table 17: Summary of Economic Analysis (Base Case)

The project road is found to be economically viable with EIRR more than the
resource cost of capital @ 12% for Base case and sensitivity 1 for 4 Laning only and
is Viable for all the scenarios of 4 Laning with Bypass.
6.3. Project Viability
Financial Internal Rate of Return (FIRR) has been worked out based on Discounted
Net Cash Flow technique by comparing both cost stream and revenue stream. FIRR
(%) has been worked out for with 25 years of concession period and the results are
given below:

From the above table it can be interpreted that the project is viable for the
concession period of 25 Years with 40% VGF OR for a concession period of 30 years
with 35% VGF. However the project is not viable in 20 years concession period with
maximum possible 40% grant.

7. Ecological Analysis
In recent years, environmental concerns have assumed great deal of significance.
Ecological analysis should also be done particularly for major projects which have
significant implication like power plant and irrigation schemes, and environmental
pollution industries like bulk-drugs, chemical and leather processing. The key factors
considered for ecological analysis are : Environmental damage Restoration
measure

7.1.

ENVIRONMENTAL SCREENING

The following are the main findings of the environmental screening survey and has
been detailed out in this report.

The topography is plane and agricultural field.

pg. 35

The land use is mixed type of agricultural, industrial, residential and

commercial.
Majority of land use is agriculture; the productivity of the land is very high. It
is found from the public consultation that the agricultural land produces Rice,
wheat, Pulses and Sugarcane etc.
The climate is extreme type.
The project area falls in the seismic zone IV.
No natural stream or river falling in the impact corridor. No natural water
body like lake or natural pond.
No archaeological structure found in the area. 22 number of religious
structure found in the area
The alignment does not pass through any wildlife area or reserved forest.
The road side plantation is notified protected forest.
It is found that the project under reference can be categorized under
Category-A as per Environmental Guidelines for Selected Infrastructure
Projects.

7.1.1. Impact on Topography

During the construction of the proposed project, the topography will change due to
excavation of borrow areas, fills for project road, especially construction of project
related cross drainage structures etc. Provision of construction camp/yard for
material handling will also alter the existing topography. There will be change in
topography at realignments as these realignments have been proposed through
agriculture fields. The change in topography will also be due to the probable
induced developments of the project. With adequate planning, all topographical
impacts could be made to enhance the local aesthetics. Similarly, it will invite
benefits in the form of land levelling and tree plantations in the vicinity of the
project road.

7.1.2. Impact on Climate

The widening and strengthening of project is not going to have impact on macroclimate of the region.

7.1.3. Impact on Air Quality

There will be rise in SPM levels due to the construction activities because the project
runs entirely in plain areas. Since the emission will be fugitive in nature it is difficult
to quantify the SPM standards even expected to be violated, as the background
values are not alarming at many places. Even if it is exceeded it will be for very
short period. There will be some increase in levels of gaseous pollutant also.

7.1.4. Impact on Noise Levels

The impact of noise levels from the proposed project on the neighbouring
communities is addressed by carrying out Noise modelling using FHWA model
developed by Federal Highway Administration (FHWA). It has been concluded after
pg. 36

mathematical modelling that both day time and night time equivalent noise levels
are within the permissible limits right from start of project life.
Noise sensitive receptors have been identified along the project road. The noise
sensitive receptors include school, hospitals, colleges, etc. The predicted levels
indicate that the noise levels in future years will not exceed permissible limits right
from start of project life. Hence there is no need to protect these noise sensitive
receptors.

7.1.5. Impact on Water Resources and Quality

The construction and operation of the proposed project roads will not have any
major impacts on the surface water and the ground water quality in the area.
Contamination to water bodies may results due to spilling of construction materials,
oil, grease, fuel and paint in the equipment yards and asphalt plants. This will be
more prominent in case of locations where the project road crosses water streams,
major canals distributaries, etc. Mitigatory measures have been planned to avoid
contamination of these water bodies.

7.1.6. Impact on Ecological Resources

There is no wildlife sanctuary in the close vicinity of the project road. The study area
passes primarily through agricultural land in plain areas. There will be temporary
impact on terrestrial ecology, as trees will be cut. But after construction no impact is
anticipated as compensatory afforestation is planned. There are no endangered
species or rare species of flora and fauna in the project area.
There is no major loss of vegetation hence adverse impact in terms of availability of
nesting sites for the bird doesnt arise. Furthermore, there is no sensitive ecological
area near the existing project roads, so the impact will be insignificant.

7.2.

SOCIAL SCREENING

Social Impact Assessment of the project is an important component of project

preparation. GOI regulations (The Government of India has recently approved "The
National Policy on Resettlement and Rehabilitation for Project Affected Families,
2003" and published in the Gazette of India, Extraordinary Part-I, Section I, dated
17th February, 2004.),National Highway Authority of India(NHAI) require social
impact assessment during the design stage to avoid, reduce or mitigate potential
negative impacts of project action and enhance positive impacts, sustainability and
development benefits.
The land acquisition will affect the following category of loss.

Loss of Residential Property.

Loss of Commercial Properties.
Families losing Residential cum Commercial Structures.
Loss of Agricultural Land Other Properties.

The available right of way according to the PWD records is 20-30m. Using available
records with the PWD, boundaries of legal right of way as well as boundaries of
pg. 37

private properties within ROW has been verified. The limit of displacement will be
limited not to the legal right of way but to the corridor of impact. The corridor of
impact is the corridor required for the actual construction of the road, including
carriageway, shoulders, embankments and longitudinal drainage. Within this
corridor there should be no structures or hindrances.

7.2.1. Socio-Economic Profile of the Project Area

The table below presents demographic profile of the project area. Population density
of Jind District (440) is lower than the population density of Haryana. However, sex
ratio of Jind (863) is more or less similar to Haryana District.
Table 18: Demographic Profile of the Project Area

Socio-economic profile of project affected settlement indicates higher proportion of

schedule caste population. Though it varies from 11% in Ujhana to as high as 48%
in Gobindpura, average proportion is between 20 to 30%, which is higher than
District SC population. Work participation is higher in Chakujhana (57%),
Mohalikhera(57%), Tarkha(60%) and Ramarai village than District proportion.
However, work participation is lower in Padrath khera, Garhi Jhanjkaathan District
average. Literacy in project affected settlement is generally lower than the literacy
of the District as whole.
Socio-economic Indicators of the Project Affected District
SC population is 19.56% and workers are 24.04% in Jind District. Further,
agricultural workers are 19.93% to total population. Intensity of cropping of about
200 (more than two season crop in one year) suggests higher agricultural
development in the project area is high. Other Social Indicators are also in favor of
high development indices.
Occupational structure of the project area suggests high proportion of population
engaged in agricultural activities. About 21.90% of the populations have been
engaged in cultivation. About 7.2% of the total population of the area is agricultural
labors. Total main and marginal workers is about 43%.While female participation in
agriculture labor similar to male, the female participation has been less in
cultivation and other works.

pg. 38

7.2.2. Summary of Project Impacts

Following section discusses summary of project impacts because of four laning of
improvement of NH-71 in Jind District of Haryana. As mentioned earlier also,
about15-20 meter additional land width is required for improvement of existing
road. Besides that land acquisition of 60 meter width is required for Jind bypass.
About 199 ha land is required for widening of the road, which, in turn, will affect 15
residential, 74 commercial structures. There will be 9 religious properties and 28
irrigation structure within the proposed ROW.

7.2.3. Categories of PAFs

Based on the final technical designs, a socio-economic and census survey was
conducted within the proposed corridor. The census survey identified, affected
families and the economic activities carried out by them. Table below presents the
type of families and number of persons affected. Out of the total 330 families
affected, about 73% are agricultural, 7% are residential and 11.2% are from
commercial categories. Similarly about 76% total affected population because of
acquisition of land and remaining 24% are because of loss of residential or
commercial structure.
Table 19: Distribution of Entitled PAFs

pg. 39

7.2.4. Stakeholders Consultation

Generally the consultation at village level has been organized at pre-decided dates
and venues. All concerned stakeholders including potential PAPs are invited to
participate in the discussions. Issues related to projects are being put on record for
future project planning and incorporation of suggestions in detailed (technical)
report preparation. Consultation at village level has identified important
issues/concern related to widening of the road, acquisition of land and
compensation at market value, cutting of large number of trees and replacement of
irrigation structures.

7.2.5. The LA process for NH Project

Land acquisition plan has been prepared with the help of Revenue maps of villages.
The details of area to be acquired will be verified for each village and subsequently
submitted to take up the LA process with the concerned Revenue Department.
Steps followed in the preparation of land acquisition plan are:

Collection of Photocopy of Revenue Maps from Revenue Department;

Superimposition of Designed alignment on Revenue Map;
Verification of each plots under acquisition in the field;
pg. 40

Estimating the exact area to be acquired;

Collection of Land Ownership Details (Khasra) from the Concerned Tahsil
Office;
Preparation of LA Plan up to the requirement of 3(D) notification under LA
Act;
Submission of LA Plan to PIU, NHAI.

As per LA Plan, about 199 ha land is to be acquired. Out of 199 ha of land, 11.6 ha is
Govt land and remaining 187.4 ha is private land. The total preliminary cost for
agricultural land is about Rs. 109.45 crores (@55 lakhs/ha). The approximate cost of
acquisition of properties will be 3.56 crore. Total cost of LA and R&R work out to be
139.35 crore. The costs have been determined based on information obtained
from revenue department for agricultural, built-up area and Barren land. Likewise
structures are also classified in pucca, semi-pucca and Katcha structure and cost
determined accordingly. Acquisition of government land, forest land will be done by
resumption of these lands from State Government and respective Departments.
Table 20: Resettlement Action Plan (RAP) Implementation Schedule

8. Recommendations
8.1.
Proposed Improvement for Junctions / Intersections (At
Grade)
Following aspects shall be considered for design of at-grade junctions:
pg. 41

a) Adequately designed junctions with channelization, all right turn and left turn
(acceleration and deceleration) lanes (auxiliary) at all intersections for safe and
smooth movement of traffic.
b) Auxiliary acceleration and deceleration lanes for left turning traffic at entrances
to major roadside facilities such as Wayside Amenities, Service Area and traffic
merging/diverging locations

8.2.

Proposed Structures

8.2.1. Cross-Drainage (Bridges & Culverts)

Following guidelines shall be followed in design and construction of cross drainage
structures:
i) All the cross drainage structures for the new carriageway shall be designed in
such way so that the outermost faces of the railing kerbs is equal to the roadway
width of the approaches.
ii) The existing structure, wherever possible, shall be widened i.e. extended to
match the new road cross sections.
iii) For bridges/ Grade separators covered median of the same width as of highway
shall be provided except in case of T-Beam type superstructure where open media
shall be provided with minimum 4.5 m gap including two parapet walls/crash barrier
of the bridges.
iv) The adequacy of the vent size for all culverts/bridges shall be ascertained
through detailed hydrological surveys. The Highest Flood Level / Maximum Supply
Level shall be properly assessed after collecting flood histories from local authorities
/ local enquiries / Irrigation authorities.
v) Canal bridges shall be designed as per hydraulic requirements of irrigation
authorities. The construction plans shall be prepared as per closure schedule of
canals. Approval of GAD from irrigation department may be required. For smaller
canals, it may be preferred to plan single span canal bridges with foundations not
disturbing the canal bunds.
vi) The new bridge shall be so planned to not affect the foundations of existing
bridge.
vii) The existing Pipe culverts in good conditions and adequate hydraulic capacity
shall be widened to new carriageway with NP-4 HP culverts. In case where the
culverts are structurally/ hydraulically inadequate shall be replaced by new culvert
of adequate size.
All the bridges for the new carriageway shall be designed for 70 R Loading. However
minor CD structures are proposed to be widened to four-lane highway configuration.
Improvement for the existing cross-drainage structures shall be made as
summarized in Table
pg. 42

Table 21: Recommendations on Cross Drainage Structures of the Project

8.3.

Proposed Facilities

8.3.1. Toll Plaza (1 Nos.)

The tentative locations are existing chainage Km. 286. Open System of toll
collection shall be provided on the Project Highway with collection of user fee from
vehicles only at the toll plaza. There shall be a total of maximum 8 (4+4)-lanes(land
for 12 lane acquired) having a semi-automatic system of toll collection comprising
equipments for registering of vehicle classification, ticket issuing, data processing
and power supply.
One toll lane in each direction shall be provided for traffic not required to pay fees.
Appropriate technology shall be used in this regard so that not more than 6 vehicles
per lane queue up during the peak hours.

8.3.2. Bus Bays (14no)

A total of 14 nos. of Bus Bays have been proposed along the project highway. The
locations of these bus bays are given in Table
Table 22: Bus Bays and Bus Stops Locations

8.3.3. Highway Lighting

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

8.3.4. Safety Appurtenances

Crash barrier, Road sign and markings have been provided at required locations.

pg. 43

pg. 44