nhai_consluting1

Ministry of Road Transport & Highways(Government of India)

CONSULTANCY SERVICES FOR FORMULATION OF MASTERPLAN FOR INDIAN NATIONAL EXPRESSWAY NETWORK

CRAPHTS CONSULTANTS (INDIA) PRIVATE LIMITED14/3,Mathura Road,Faridabad-121003. Tele:0129-4276700/2278813,Fax : 0129-2256392, E-Mail : [email protected], www.craphts.com

FINAL PROJECT REPORTFINAL PROJECT REPORTFINAL PROJECT REPORTFINAL PROJECT REPORTFINAL PROJECT REPORT

November 2009

FINAL PROJECT REPORT

CRAPHTS Consultants (I) Pvt. Ltd. C-1 MoRT & H

Consultancy Services for Formulation of Master Plan for Indian National Expressway Network

Table of Contents Executive Summary 1 1.0 Introduction 5 2.0 Brief Review of Earlier Works 7 2.1 Major Expressways in the Country 7 3.0 The Present Study 13 3.1 Objective 13 3.2 Scope of Work 13 3.2.1 Traffic studies and Axle Load spectrum 13 3.2.2 Establish National Expressway Network 13 3.2.3 Land Acquisition Plan 14 3.2.4 Rehabilitation and Resettlement Analysis 14 3.2.5 Environmental Impact Assessment 15 3.2.6 Organisation/Human Resource Development 15 4.0 Regional Characteristics of India – An Overview 16

4.1 Description of the Study Area 16

4.2 Economy 17 4.3 Industrial Regions 17 4.4 Tourism 19 4.5 Ecology & Environment 19

4.6 Geo–morphology 20 4.7 Existing Transport Network 21 4.7.1 Road Network 21 4.7.2 Rail Network 21 4.7.3 Major Ports & Harbours 25

4.7.4 Major Airports 25 5.0 Methodology and Work Plan 28

5.1 General 28 5.2 Methodology 28 6.0 Collection and Analysis of Data from Secondary Sources 32 7.0 Analysis of Data from Secondary Sources 34

7.1 Trend Analysis and Growth Factor Analysis 34 7.2 Growth Factor using Econometric Modeling Technique 34

7.2.1 Freight Traffic 38 7.2.2 Preferred Growth Factor 39 7.2.3 Alternative Traffic Growth Scenarios 39

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7.3 Axle load Spectrum 41 7.4 Diversion Curve Analysis 43

7.4.1 Vehicle Operating Cost 43 7.4.2 Value of Time 44 7.4.3 Toll Rate 45

7.5 Overview of Traffic Diversion Curve 46 7.6 Summary 52 8.0 Traffic, Travel and Axle Load Characteristics 53 8.1 Traffic Flow Characteristics 53 8.1.1 Background 53

8.2 Classified Traffic Volume Count Survey 53 8.2.1 Average Daily Traffic (ADT) Characteristics 53 8.3 Origin – Destination Survey 57 8.4 Trip Length 58 8.5 Commodities Carried 58 8.6 Major OD Pairs 58 8.6.1 Goods Traffic 58 8.6.2 Passenger Traffic 61 8.7 Axle Load Spectrum 61 8.8 Establishing Diversion Curves 63 8.9 Fixing Optimum Toll Rate for National Expressway Network 64 9.0 Master Plan of Expressway Network 66 9.1 Background 66 9.2 Export Processing Zones 66 9.3 Mineral Belts in the Country 67 9.4 Development Matrix 68 9.4.1 General 68 9.4.2 Method adopted for Ranking 69 9.4.3 Description of Different Zones 69 9.5 Master Plan for National Expressway Network 77 10.0 Comments from Different States 80 10.1 General 80 10.2 Comments from States and Compliance there of 80 11.0 Economic Evaluation 94

11.1 Approach 94 11.2 Economic Parameters 94 11.2.1 Standard Conversion Factors 94 11.2.2 Economic Analysis Parameters 95 11.2.3 Project Cost 95 11.2.4 Results of Economic Evaluation 95




12.0 Financial Analysis 97 12.1 Approach 98 12.2 Major Assumptions 98 12.2.1 Project Capital Cost 98 12.2.2 Construction Schedule 99 12.2.3 Funding Options – Debt – Equity 99 12.2.4 IDC and Financing Chargers 99 12.2.5 Term Loan 101 12.2.6 Tollable Traffic Levels 101

12.3 Toll Rates 101 12.4 Income Tax 102 12.5 Depreciation 102 12.6 Carry Forward and Set Off of Losses 103 12.7 Operation & Maintenance Cost 103 12.8 Results of Financial Analysis 103

13.0 Prioritization of Expressway Links 105 13.1 Earlier Recommendations and Findings 105 13.2 Findings from the Present Study 105 14.0 Interchange Forms, Toll Plaza and Wayside Amenities 113

14.1 Pedestrian and Cattle Crossings 113 14.2 Wayside Amenities 113 14.3 Intelligent Transportation Systems 114 15.0 Land Acquisition 115 16.0 Rehabilitation and Resettlement Issues 117

16.1 Introduction 117 16.2 Policy on Rehabilitation and Resettlement 118 16.3 Compensation and Resettlement Assistance 118 16.3.1 Agricultural Titleholders 119 16.3.2 Non – Agricultural Title holders 120 16.3.3 Tenants 121 16.3.4 Wage earners and Share-croppers 121 16.3.5 Encroachers 121 16.3.6 Squatters 121 16.3.7 Kiosks 122 16.3.8 Common properties 122 16.3.9 Disposal of Acquired Properties and Eviction of the SBEs / households 122 16.4 Resettlement Side 122 17.0 Legal and Administrative Frame Work 124

17.1 Legal and administrative frame work 124 17.2 Institutional Setting for the Project 124




18.0 Environmental Impact Assessment 126 19.0 Conclusions and Recommendations 127

19.1 Conclusions 127 19.2 Recommendations 128 20.0 Beyond the Master Plan 129

List of Figures

2.1 Evolution of the Major Road System in India 8 2.2 Recommended Expressway Network to be achieved by 2005 as per earlier Study 10 4.1 Physical Map of India 16 4.2 Agricultural & Industrial Belts of India 18 4.3 Major Tourist Spots of India 19 4.4 Climate and Vegetation Patterns in India 20 4.5 Different Soil Types in India 21 4.6 Major Road Network of India 22 4.7 Existing Railway Network in India 23 4.8 Proposed Alignment of Dedicated Freight Corridor 24 4.9 Major Sea Ports of India 26 4.10 Major Airports in India 27 7.1 Growth trend of goods traffic along Bangalore-Chitradurga Stretch 35 7.2 Growth trend of passenger traffic along Bangalore-Chitradurga Stretch 35 7.3 Growth trend of goods traffic along Pune- Sholapur Stretch 36 7.4 Growth trend of passenger trafffic along Pune- Sholapur Stretch 36 7.5 Growth trend of goods vehicles along Chitoor-Kurnool Stretch 37 7.6 Growth trend of passenger vehicles along Chitoor-Kurnool Stretch 37 7.7 Axle Load Spectrum for Dual Axle trucks (Secondary Data) 41 7.8 Axle Load Spectrum for Multi Axle trucks (Secondary Data) 42 7.9 Cumulative Distribution of Axle Load of Dual Axle Trucks (Sec. Data) 42 7.10 Cumulative Distribution of Axle Load of Multi Axle Trucks (Sec. Data) 43 8.1 Traffic Variation (NH-48) 53 8.2 Traffic Composition (NH-48) 53 8.3 Traffic Variation (NH-17) 54 8.4 Traffic Composition (NH-17) 54 8.5 Traffic Variation (NH-5) 54 8.6 Traffic Composition (NH-5) 54 8.7 Traffic Variation (NH-7) 55 8.8 Traffic Composition (NH-7) 55 8.9 Traffic Variation (NH-2) 55 8.10 Traffic Composition (NH-2) 55 8.11 Traffic Variation (NH-1) 56 8.12 Traffic Composition (NH-1) 56 8.13 Traffic Variation (NH-8) 56 8.14 Traffic Composition (NH-8) 56 8.15 Axle Load Spectrum for Dual Axle trucks (Primary Data) 61 8.16 Axle Load Spectrum for Multi Axle trucks (Primary Data) 61 8.17 Cumulative Distribution of Axle Load of Dual Axle Trucks (Primary Data) 63 8.18 Cumulative Distribution of Axle Load of Multi Axle Trucks (Primary Data)63 8.19 Diversion Curve for Cars 63 8.20 Diversion Curve for Trucks 63




8.21 Diversion Curve for Buses 64 9.1 Major SEZ and Ports in India 67 9.2 Mineral Belts in India 68 10.1 Alignment of National Expressway through Bihar 80 10.2 Alignment of National Expressway through Chhattisgarh 81 10.3 Phase wise National Expressway Network 82 10.4. Expressway Corridors proposed by the State 83 10.5 Alignment of Proposed National Expressway through Gujarat 85 10.6 Alignment of Proposed National Expressway through Karnataka 86 10.7 Expressway Corridors proposed by the State 87 10.8 Alignment of Proposed National Expressway through Kerala 88 10.9 Alignment of National Expressway Proposed through Madhya Pradesh 89 10.10 Alignment of National Expressway through Pondicherry 89 10.11 Alignment of National Expressway proposed through Punjab 90 10.12 Alignment of National Expressway proposed through Rajasthan 91 10.13 Alignment of National Expressway proposed through Uttar Pradesh 92

List of Plates 6.1 Survey Locations 33 8.1 Traffic Zone Diagram of Study Area 59 8.2 Desire line Diagram of Goods Traffic 60 8.3 Desire line Diagram of Passenger Traffic 62 9.1 Traffic Intensity at Major Arterial Roads 78 9.2 Proposed National Expressway Network 79 13.1 Proposed National Expressways by the Year 2012 (PPP) 109 13.2 Proposed National Expressways by the Year 2017 (PPP) 110 13.3 Proposed National Expressways by the Year 2022 (PPP) 111 13.4 Proposed National Expressways by the Year 2022 (Annuity) 112

List of Tables

1 Prioritized Expressway Segments (PPP mode) 3 2 Prioritized Expressway segments (Annuity) 4 2.1 Categories of Roads 7 7.1 Growth Rates Obtained from the available Data 34 7.2 Elasticity of Transport Demand 38 7.3 Growth Rate of Traffic during 2008 and 2012 38 7.4 Growth Rate of Traffic during 2013 and 2017 38 7.5 Growth Rate of Traffic during 2018 and 2022 39 7.6 Growth Rate of Traffic during 2008 and 2012 (optimistic) 39 7.7 Growth Rate of Traffic during 2013 and 2017 (optimistic) 40 7.8 Growth Rate of Traffic during 2018 and 2022 (optimistic) 40 7.9 Growth Rate of Traffic during 2008 and 2012 (pessimistic) 40 7.10 Growth Rate of Traffic during 2013 and 2017 (pessimistic) 41 7.11 Growth Rate of Traffic during 2018 – 2022 (pessimistic) 41 7.12 Average Speed for National Highways and Expressways 44 7.13 Value of Time (Rs/Hr) 44 7.14 Value of Time (Rs/Km) 45 7.15 Toll rates as per Price Water Coopers Study 45 7.16 Toll Rates as per CES Study 45 7.17 Toll rate as per CTS Mumbai 45 7.18 Toll rates for different Expressways 46 7.19 Diversion Curve Equations 46




7.20 Total Road User Cost (Rs/Km) 47 7.21 Total Road User Cost (Rs/Km) 47 7.22 Total Road User Cost (Rs/Km) 47 7.23 Total Road User Cost (Rs/Km) 48 7.24 Total Road User Cost (Rs/Km) 48 7.25 Total Road User Cost (Rs/Km) 48 7.26 Total Road User Cost (Rs/Km) 49 7.27 Total Road User Cost (Rs/Km) 49 7.28 Total Road User Cost (Rs/Km) 49 7.29 Total Road User Cost (Rs/Km) 50 7.30 Total Road User Cost (Rs/Km) 50 7.31 Total Road User Cost (Rs/Km) 50 7.32 Total Road User Cost (Rs/Km) 51 7.33 Total Road User Cost (Rs/Km) 51 7.34 Total Road User Cost (Rs/Km) 51 7.35 Total Road User Cost (Rs/Km) 52 7.36 Summary of Different Scenarios 57 8.2 O-D Survey Sample Size at 7 Locations 57 8.3 Percentage Share of Traffic for Different Trip Length 58 8.4 Diverted Traffic in Percentage as per Ministry's Toll Rate 64 9.1 Ranking of States in Zone 1 69 9.2 Ranking of States in Zone 2 73 9.3 Ranking of States in Zone 3 75 9.4 Ranking of States in Zone 4 76 10.1 Expressway Proposed by the State 83 11.1 Results of Economic Analysis 96 12.1 Project Capital Cost (Excluding IDC & FC) for 4 lane expressway 99 12.2 Project Capital Cost (Excluding IDC & FC) for 6 lane expressway 99 12.3 Project Cost for Four Lane Expressway 100 12.4 Project Cost for Six Lane Expressway 100 12.5 Traffic Levels for Normal Toll Rates 101 12.6 Traffic Levels with 50% higher toll Rates 101 12.7 Traffic Levels with 100% Higher Toll Rates 101 12.8 Toll Rates as Specified by The Ministry 102 13.1 Prioritization of National Expressway Network (Scenario-I) - PPP-Mode 106 13.2 Prioritization of National Expressway Network (Scenario-II) - PPP-Mode 107 13.3 Prioritization of National Expressway Network (Scenario-I & II) Annuity 108 18.1 Summary of Relevant Acts and Guidelines 126

List of Charts 5.1 Systems flow chart 29

List of Annexures I Macro Economic Matrix and Ranking of States 131 II Comments received from States 133 III Economic Analysis 163 IV Financial Analysis 169 V Estimated Traffic Volumes Diverted on Expressway Network 177 VI Typical Interchange forms 181


CRAPHTS Consultants (I) Pvt. Ltd. 1 MoRT & H


Executive Summary

1) Road transport in India is the dominant mode of transport, accounting for 70% of

freight movement and 85% of passenger traffic. The NH network constitutes about 2% of

the country’s road network, but carries about 40% of the total traffic. Over the last

decade, the numbers of LMVs and heavy vehicles have increased at about 9% and

7.6%, respectively. Most of our national highways are severely congested.

Internationally, a goods vehicle travels an average of 600–800 km a day, while on

Indian roads, until recently, the average distance covered was only 250–300 kms a day.

With the advent of National Expressway there will expectedly be a greater scope of

weaning away some traffic from other competing modes with the possibility of the

average trip length being doubled in due course of time.

2) The objective of the present study is to formulate a Master Plan for development of

“INDIAN NATIONAL EXPRESSWAY NETWORK” for the horizon year 2022, i.e. by the end of

the 13th Five Year Plan. The idea is to achieve a modest target of nearly15, 600 kms of

expressway by the design year. The study also aims at prioritising and phasing of

expressway development/construction programme by the years 2012, 2017 and 2022.

3) The Consultants have considered the geography of the study area, its major potential

economic hubs, ports, airports, major growth centers, tourist spots, industrial regions,

agricultural regions etc., for preliminary assessment of major attraction and production

centers that understandably impact traffic generation and attraction within the region.

4) For the purpose of better comprehension the entire study area has been divided into 7

Zones, based on the broad macro – economic and other relevant parameters.

5) Passenger and Goods traffic growth rates have been derived zone wise based on the

Econometric Modeling technique (IRC) and projected to horizon year of 2022 (under

different time slabs).

6) The consultants have taken care to ensure that the proposed expressway network

compliments the existing major arterial network in terms of connectivity and

performance.

7) The consultants took the help of secondary data bank (Traffic Volume database

collected at Permanent Count Stations of different states) available with the Ministry

towards assessing segmental traffic demands along the existing arterial road network of

the country.

8) Diversion curve analysis was carried out using the diversion curve equations developed

for Expressways by M/s Wilbur Smith Associates (1991).The consultants also re-established

the diversion curves and calculated the estimated traffic loads on the expressway

segments on the basis of the re-established diversion curves.

9) The parameters considered for the diversion curve analysis were VOT, VOC and Toll

Rate (as per Ministry’s Guidelines – 2008).




10) Keeping in view the requirements of the TOR, the consultants undertook the following

primary surveys to assess typical traffic, travel, socio-economic and transport

characteristics within the influence area of each survey location:

• Classified Traffic Volume Count • Origin-Destination Study • Axle Load Survey.

11) Desire line diagrams for Passenger and Goods Traffic were drawn based on the data

collected at designated Survey Locations.

12) Ranking of States has been done based on their Macro-Economic indices such as

agricultural productivity, industrial activity, major ports, major airports, tourist spots,

Class I cities, NSDP Index, per capita income etc. These indices give a general

indication of the extent of productivity of each state (within a specific region). The

consultants have also considered traffic demand characteristics in a conjoined manner

for the purpose of this exercise.

13) Traffic volumes (different class intervals) have been plotted on the major arterial

network of the country. Data from secondary sources for the past 5 years (2003-2008)

have been utilized for this purpose. The road segments catering to traffic volumes of

more than 10,000 PCUs during the base year (2008) have been paid special attention as

most likely deserving candidate projects.

14) Future expansion of ports, major identified SEZs, development programme under NHDP

Phase VI, proposed expressways, existing expressways, expressways committed at the

state levels have all been considered while drafting the network of national

expressways.

15) The suggestions received regarding the alignments proposed by the consultants from

the states which chose to respond have been duly considered.

16) Data gathered from the primary surveys by the consultants have been used for studying

some of the trends in traffic flow characteristics.

17) A systematic analysis of the data led the consultants to propose development of 18,637

kms. of National Expressway Network.

18) As mentioned in the TOR, the entire network of expressways has been prioritized into

three phases keeping in view a total time period of 3.5 years for detailed feasibility

study, land acquisition and construction of 2000-3000 kms of expressways per year on

BOT basis wherever the threshold value of FIRR was found to be more than 12%.

19) Financial Modeling has been carried out for 20% and 40% VGF and also with varying toll

rates. Finally two scenarios have been framed with 20% VGF and, with 20 years

(Scenario I) and 30 years (Scenario II) of concession periods under PPP model.

20) Scenario 1 has been recommended by the consultants along with prioritization of

network as shown in Table 1. The proposed Expressway Segments appear in order of

inter se’ Priorities derived on the basis of the planning parameters. This has been

recommended keeping in view a balanced development of the network over different

time slabs.




21) However, during the last phase (up to 2022) a stretch of 5226 kms shall have to be

developed on annuity basis as derived from financial analysis (Table 2).

22) Land Acquisition and Rehabilitation has to be done in a comprehensive manner. For this

purpose creation of a central authority with required liaison units at state levels has

been recommended by the consultants.

23) The consultants have further recommended certain amendments in the LA act of the

NHAI along the lines of the DMRC Act.

24) In the process, the consultants have also recommended formation of a nodal authority

to be named as the National Expressway Authority of India (NEAI) that shall have state

(project) units for efficient discharge of duties. The Commissionerate (Land) shall be a

part of the NEAI.

Priority Phase Year Stretches Length (Km)

Total Stretch (Km)

Passing Through States

1 Ahmedabad-Rajkot 215 Gujarat

2 Bamanbor-Kandla 210 Gujarat

3 Pune-Sholapur 250 Maharashtra

4 Sholapur- Hyderabad - Vijayawada

580 Maharashtra, AP

5 Mumbai-Nashik-Dhule 340 Maharashtra

6 Haridwar-Sitapur 330 HP,UP

7 Delhi-Panipat-Ambala 195 Delhi, Haryana

8 Trichur-Kanyakumari 400 Kerala,TN

9 Coimbatore-Erode-Salem 175 TN

10 Manglore-Karwar-Panaji 400 Karnataka, Goa

11

I 2012

Lakhandon (Jabalpur)-Allahabad 435

3530

MP,UP

12 Delhi-Rhotak-Sirsa-Mandi Dabwali

350 Delhi, Haryana

13 Surat-Nagpur 750 Gujarat, Maharashtra

14 Chitradurga-Sholapur 400 Karnataka

15 Amritsar-Ludhiana-Ambala

260 Punjab

16 Gazhiabad-Muzzafarnagar-Dehradun

260 UP,HP

17 Fatehpur-Jaipur-Agra 430 Rajasthan, UP

18 Honavar-Shimoga-Bangalore 325 Karnataka

19 Vishakapatnam-Koraput 230 AP,Orissa

20 Bokaro-Bhaktiyarpur 215 Jharkhand, Bihar

21 Kendhujagarh-Rourkela 80 Orissa

22 Panaji-Mumbai 510 Goa, Maharashta

23

II 2017

Biaora-Nagpur 460

4310

MP, Maharashtra

Table 1: Prioritized Expressway segments (PPP mode)

Contd…




24 Dhanbad-Bokaro 40 Jharkhand

25 Nagpur-Raipur 260 MP, Maharashtra

26 Dhule-Etwah 750 MP, UP

27 Pindwara-Pali 223 Rajasthan

28 Raipur-Kolkata 750 MP, WB

29 Bangalore-Mangalore 360 Karnataka

30 Ranchi-Jamshedpur-Baharagora

220 Jharkhand, WB

31 Ranchi-Bokaro 90 Jharkhand

32 Indore-Chittaurgarh 290 MP, Rajasthan

33 Faridkot-Barnala 85 Punjab

34 Faizabad-Allahabad 151 UP

35 Coimbatore-Bangalore 402 TN, Karnataka

36 Sholapur-Dhule 400 Maharashtra

37 Salem-Cuddalore 190 TN

38 Pathankot-Amritsar-Faridkot

255 Punjab

39 Jammu-Pathankot 110 JK, Punjab

40 Etwah-Faizabad 250 UP

41 Ahmedabad-Ratlam 350 Gujarat, MP

42 Ludhiana-Barnala 120 Punjab

43 Chittaurgarh-Pali 150 Rajasthan

44

III 2022

Bhaktiyarpur-Muzzafarpur 165

5571

Bihar

Table 2: Prioritized Expressway segments (Annuity)

Phase Year Stretches Length (Km)

Total Stretch (Km)


Kanyakumari-Tirunelveli-Pondi-Chennai

700 TN

Chittoor-Cudappah 130 AP

Cudappah-Khammam* 610 AP

Khammam-Koraput* 350 AP, Orissa

Koraput-Kendhujagarh* 500 AP, Orissa

Rourkela-Ranchi 225 Orissa,

Jharkhand Kishanganj-Dispur 500 WB, Assam

Muzzafarpur-Kishanganj* 150 Bihar

Etwah-Agra 75 UP

Kolkata-Kishanganj 380 WB

Pali-Fatehpur 315 Rajasthan

Fatehpur-Hissar 175 Rajasthan, Haryana

Barnala - Mandi Dabwali 96 Punjab, Haryana

Balia-Patna 80 UP, Bihar

Allahabad-Bilaspur-Raipur 640 UP,

Chattisgarh

III 2022

Raipur-Koraput 300

5226

Chattisgarh, Orissa

* Traffic data not received.




Introduction

conomic fortune of a country is believed to depend upon the growth in infrastructure

in various sectors. It is thus, often considered necessary to develop infrastructure towards

sustaining the economic momentum at both national and regional levels. India is no exception

to this. A sound and reliable transport infrastructure is a definite asset towards ensuring all round

growth and development. The road sector occupies a position of pre – eminence in the

domain of total transportation facility. India can now boast of 65, 596 kms. of National

Highways. But even this network (along with other transport facilities) cannot really cater to the

latent and, not – so- latent demand for mobility. There is a real time need to cut down on travel

time (and turnaround time) while simultaneously ensuring higher levels of safety along the major

national road networks. As a measured response to this need the Government of India had

embarked upon the task of widening and strengthening the national highway system all over

the country under various schemes (NHDP amongst others for example). Subsequently the need

was felt for the “Golden Quadrilateral” (GQ) for speeding up freight and passenger traffic

between Metro Centres of the Country. A total length of 5846 kms of GQ has already been

constructed. No sooner than these projects had been completed, need was felt for further

capacity augmentation in the road sector. However, in order to make the system really

satisfactory, it was observed that it would not be enough to simply build on the existing

alignments (including bypasses). In order to keep pace with the spirit of “modernism” that the

country has embraced, it would be essential to put assured Level of Service on offer along road

corridors that need to be built to the highest standards of safety and efficiency. Therein lies the

genesis of the concept of National Network of Expressways. An effort to evolve a national

network of expressways was made by the Ministry of Shipping, Road Transport and Highways

(GOI) as early as 1991. However, a fresh study now needs to be carried out towards evolving

the national level network of expressways under the emerging transport infrastructure and

economic scenarios.

In countries like the US and some European countries the overriding criterion to have

expressways was to provide high speed facilities connecting ports, major cities, industrial and

business centres (albeit traffic level was also a criterion). The main reason for the emergence of

Motorways in UK was the heavy demand of long distance freight movement by road. For a vast

country like India having limited financial resources, the decision to have expressways will be

dictated by the need to provide high speed facilities connecting ports, cities, industrial/

agricultural centres, major markets, and any other high revenue earning centres (e.g. tourism,

SEZs) etc. Since these expressways will essentially be toll ways, the estimated potential traffic

demand is likely to dictate the feasibility of any link. For analytical purposes India is generally

divided in the following seven regions:

• Northern region

• Eastern Region

• North – Eastern Region

• Central Region

• Western Region

• Southern Region

• South Central Region

Since the climatic and physiographic characteristics could also be broadly classified in a similar

manner, a certain degree of regional homogeneity could be expected in a like fashion. It is felt

E 1




that while building up the national network of expressways, the same could be attempted in a

manner of integrating the various regional requirements into a national canvass. This will also

open up an opportunity to examine the feasibility of the network at a more disaggregate level

(making it possible to consider regional revenue generating options etc. together with viability

of expressways while compared with other competing modes).

The present study aims at developing a Master Plan of National Expressway Network that may

be developed in phases. The estimated total length of the network is expected to be over

15,000 kms by the year 2022. A Master Plan for any national expressway network has to factor

expected developments in various fields and find a configuration that could be both

supplementary and complimentary to the existing networks of corridors of arterial character not

merely in a physical sense but also, in an economic sense. It may be noted that the present

study aims at developing only a Master Plan with the understanding that the detailed

alignments etc. shall be decided during the project preparation stage. This study therefore,

makes an attempt to establish the broad technical, economic, financial and administrative

parameters that could assist the client in implementing and managing the works likely to be

taken up under one or more preferred funding options.




Brief Review of Earlier Works

A chronological history of road development in India is schematically presented in Figure 2.1.

Of course this does not depict the more recent advances made in this sector. What could be

noted however is that the roads came to be constructed as a means to serve certain ends, be

it political, trade, cultural or any other purpose. The other interesting feature is that over the

centuries, till the present times, roads have continued to be largely redeveloped and rebuilt on

already available historic alignments even when other developments had taken place all over

the land mass. Perhaps relatively easy availability of land for road construction along the

existing alignments dictated this option. This does not of course obviate the need to think afresh

particularly when the country is poised for gaining big economic momentum.

Having appreciated the need to augment the road infrastructure in a big way, albeit on a

hierarchical basis, the Government of India initiated multi pronged development schemes in

this sector during the last two decades. The results obtained so far are summarized in Table 2.1.

Table 2.1

As per present estimate, roads carry nearly 65% of freight and 85% of passenger traffic. Traffic

on roads is growing at a rate of 7% to 10% per annum while the vehicle population growth is of

the order of 12% per annum.

As already mentioned, a study on Identification of a National Network of Expressways had been

initiated in 1991. This was followed by a Pre – Feasibility study for Expressway Network in 1998.

The study recommended a total length of 15,776 kms. of expressway network by the year 2020.

Some of the State Governments also initiated similar efforts towards meeting emerging needs at

the state levels. The Consulting Engineering Services (I) Pvt. Ltd., while submitting the

recommendations before the Ministry of Shipping, Road Transport and Highways, suggested

time – slab - wise development of a network of expressways. Figure 2.2 shows the Expressway

Network that was to be achieved by 2005 as recommended by the CES as a result of the earlier

study.

2.1 Major Expressways in the Country

At present the country has a fragmented network of expressways as stated hereinafter (Ref:

Materials available from the Ministry of Road Transport and Highways, NHAI and other sources):

Ahmedabad-Vadodara Expressway

This was India's first expressway. It was originally planned during the 1970's, but was delayed for

decades due to landuse and political issues. These issues were resolved in the 1990's, and the

expressway opened in 2001. The expressway cuts the journey time between the two cities to

Category of road Length in Km

Total road network 3.34 million

National Highways 65,569

State Highways 1,30,000 Major Dist. Road, Rural road &

Urban road 3.14 million

2




Figure 2.1: Evolution of the Major Road system in India

A – Major Cultural Currents of the Pre – Historic Period

B – Pre – Mauryan Indian Routes

C – Mauryan Network

D - Trade Routes at the Beginning of the Christian era

E – The Indian “Z” less than 1 hour. This expressway was India's first 4-lane dual carriageway expressway project,

and includes minor bridges and canal crossings, interchanges at Nadiad and Anand, cross-

drainage works, rest areas, and related structures over a length of 92.85 km.

Major routes of the Mughal Period

Routes opened in late 18th Century Modern Segments




Delhi-Gurgaon Expressway

This expressway opened for the public on Jan 23, 2008, and is part of Golden Quadrilateral

highway project. This expressway is expected to finally reduce travel time between Gurgaon

and Delhi from upwards of 60 minutes to approximately 20 minutes. Some special features of

this highway are SOS telephones every 1.5 km, CCTV surveillance, and a 32-lane toll plaza at

the Delhi-Haryana border. The highway will be categorized into three parts namely, the VIP

zone (up to the IGI Airport), the Urban section (up to Gurgaon), and Truckers’ Paradise (after

Gurgaon).

Mumbai-Pune Expressway

The Mumbai-Pune Expressway is India's first 6-lane, concrete, high-speed, tolled, access-

controlled expressway. It connects Mumbai, the commercial capital of India, to the

neighbouring educational and information technology-oriented city of Pune. With its smoothly

paved concrete surface, this highway is unlike most other roads in India, where traffic is chaotic

and, aggressive driving the norm. This high speed motorway largely follows established traffic

patterns and offers a scenic drive between Mumbai and Pune while cutting down the travel

time between these two commercially important Western Indian cities from 4 - 5 hours on the

old NH4 to 2 - 3 hours. Mumbai - Pune Expressway has the following features:

6-lane concrete highway with 7m wide divider. An extra lane has been provided on

each side as paved shoulder.

Separate tunnels for traffic in each direction.

Complete fencing to avoid humans/animals crossing the expressway.

No two-wheelers, three-wheelers, or tractor vehicles allowed.

Provision of petrol pumps, motels, workshops, toilets, emergency phones, first aid facility,

facilities for breakdown vans, etc.

Proposed plantation of 80,000 trees along the Expressway.

Taj Expressway

Noida - Greater Noida Expressway connects Noida, an industrial sub-urban area to Greater

Noida. This expressway is undergoing expansion to Taj Economic Zone, An International Airport

and Aviation Hub are proposed to be constructed along the Taj Expressway. The objectives of

the proposed expressway are as follows:

To minimize travel time

To connect the main townships / commercial centres on the eastern side of river

Yamuna

To ensure development of adjoining areas

To relieve NH-2 which is already congested and runs through the heart of cities like

Faridabad, Ballabhgarh and Palwal

Delhi-Noida Direct Flyway

This is an eight-lane access controlled tolled expressway which connects Delhi to Noida, an

industrial sub-urban area. It is built and maintained by the Noida Toll Bridge Company Limited

(NTBCL). NTBCL was developed under a Build-Own-Operate-Transfer (BOOT) model. The project

included the construction of a flyover at Ashram Chowk in Delhi. The other major part of the

project was the construction of a 552.50m bridge across River Yamuna.




Figure 2.2: Recommended Expressway Network that was to be achieved by the year 2005 as per earlier study




Durgapur Expressway

The Durgapur Expressway linking Dankuni with Memari on Grand Trunk Road, now allows fast

communication between Kolkata and Durgapur.

Belghoria Expressway

Belghoria Expressway through Nivedita Bridge cuts down the travel time to Dum Dum Airport

from Dankuni to 20-25 minutes.

Panipat Elevated Expressway

Panipat Expressway is an uplift of the National Highway 1.

Shimla-Chandigarh Expressway

The expansion to 4 lanes of Shimla - Chandigarh National Highway 22 (NH22) will eventually

result in the formation of the Shimla - Chandigarh Expressway.

Ganga Expressway

This project was announced in 2007 by Govt. of Uttar Pradesh. Measuring 1000 kms. in length it

would be India's longest expressway to date. It will link Noida to Ballia on Uttar Pradesh's

eastern border with Bihar. The expressway will run along the left bank of the Ganga River, in

contrast to the Grand Trunk Road which is on the right bank. The estimated cost of the project is

Rs 40,000 crores ($10 billion). This expressway should reduce the travel time between Delhi and

Varanasi to 8 hours. The project is expected to be completed by 2011.

Kundli-Manesar-Palwal Expressway(KMP)

The construction work for 135.6-km long Delhi Western Peripheral Expressway, also known as the

Kundli-Manesar-Palwal (KMP) expressway, is going on at full swing. Kundli-Manesar-Palwal (KMP)

expressway was expected to become operational by June 2009. With this Delhi would be

relieved of the congestion of heavy truck traffic at night.

Eastern Peripheral Expressway

Eastern Peripheral Expressway will have two sections i.e. 56 km long Faridabad-NOIDA-

Ghaziabad expressway section and 49 km long Ghaziabad-Kundli expressway section.

Pathankot-Jalandhar-Ajmer Expressway

This Expressway will start from Pathankot in Punjab and pass through Haryana and end at the

Holy city of Ajmer in Rajasthan.

There are a few other expressways as stated in the following:

• Chennai-Bangalore Expressway • Jaipur-Kishangarh Expressway • Bangalore-Mysore Expressway • Hosur Road Expressway • PV Narsimha Rao Expressway to HIAL • Chennai Elevated Expressway • Mumbai eastern Freeway that starts from CST




The Uttar Pradesh government is also planning for five more expressways in the state. The five

proposed expressways will have a combined length of around 1,400kms.

The Five Expressways would be:

• Greater Noida-Saharanpur-Dehradun expressway (in partnership with the

Uttarakhand state government)

• Jhansi-Lucknow expressway

• Lucknow-Gorakhpur expressway

• Agra-Kanpur-Lucknow expressway

• Farrukhabad-Kotdwar expressway.

The sections of Expressways identified under NHDP-VI are:

(i) Vadodara-Mumbai Expressway

(ii) Delhi-Meerut Expressway

(iii) Kokata-Dhanbad Expressway

(iv) Bangalore-Chennai Expressway




The Present Study

The present study was initiated by the Ministry of Road Transport and Highways (GOI) with the

objective of developing a Master Plan for National Expressway Network for the country. Since

the study aims at developing a Master Plan, it involves extensive map studies but no physical /

topographic surveys of any area. The all new dimension of the study is to examine the viability

of the networks (NH and expressways) in a domain of competing revenue earnings (since many

of the NH segments are also toll ways).

3.1 Objective

The objective of this study is to formulate a Master Plan for development of “INDIAN NATIONAL

EXPRESSWAY NETWORK” for the horizon year 2022, i.e. by the end of the 13th. Five Year Plan. The

idea is to achieve a modest target of nearly15,600 kms of expressway by the design year

considering:

i) Overall development plan of the Centre/States and resultant growth in traffic

ii) Centre/State priorities

iii) Funding options including PPP mode, cost sharing by states/ Centre, Commercial

utilization of land within/beyond ROW etc.

The study also aims at prioritising and phasing of expressway development/construction

programme by the years 2012, 2017 and 2022.

3.2 Scope of Work

3.2.1 Traffic studies and Axle Load spectrum

The activities carried out under this are briefly described in the following:

(i) Study of available traffic flow data on National Highways and selected State

Highways including traffic census data being collected by the Ministry as well as

the State PWDs.

(ii) Collection of interregional traffic flow data by carrying out OD study at selected

locations.

(iii) Gathering supplementary data, as required, through primary surveys or

secondary sources, to fill the existing data gaps to establish traffic benchmarks,

modal splits, and traffic diversion curves for Expressways.

(iv) Estimating the modal split of traffic to be carried by the expressway network.

(v) Establishing Diversion Curves for estimating the traffic expected to ply on

expressways (and growth of traffic on expressways at different time slabs).

Derivation of Diversion Curves is to be based on alternate scenario and detailed

assessment based on the variations in toll rates for different types of vehicles.

(vi) To analyse available axle load data and carry out limited axle load study to

determine the axle load spectrum.

3.2.2 Establish National Expressway Network

To establish a National Expressway Network identifying therein the expressway corridors

for the horizon year 2022 i.e. by the end of the 13th. Five Year Plan giving prioritised

3




phasing for completion by the years 2012, 2017 and 2022. The tasks, inter-alia, cover the

following:

(i) To consider ongoing and proposed development works of road corridors by the

Central Government and the State Governments as well as development of

railway network by the Ministry of Railways.

(ii) To study the impact on the viability of other BOT projects on NHs / SHs which are

under construction, or under commercial operation or in the pipeline, and

suggestion regarding possible trade-offs or ameliorative measures to minimize

the adverse impact on such BOT projects.

(iii) To adopt a corridor approach of development with due consideration to the

capacity of the entire corridor.

(iv) To indicate starting points/terminal points and wayside places and develop type

designs to facilitate collection and dispersal of traffic to/from such areas.

(v) The network planning for expressways also to indicate the likely intervals at

which these facilities should be set up integrally as part of expressway

development projects.

(vi) The States are to be kept on board and their views duly considered while

finalizing the prioritized routes / network of expressways.

(vii) Each State Government should be consulted and sensitized regarding the

cooperation required from them in Land Acquisition as well as development of

National Network of Expressway. The responses of the States and their

suggestions and willingness regarding sharing of costs, participation in the

implementation process including willingness to undertake development of the

specific corridors by the States themselves (amongst the National Network to be

finalized by the Central Government) out of their resources etc, should also be

covered in the report.

(viii) To evolve draft guidelines for identification of projects/sub-projects and

selection of implementing authority.

3.2.3 Land Acquisition Plan

(i) Mechanisms are to be suggested to expedite LA.

(ii) Based on the above, an Action Plan should be formulated for land acquisition

and developing the Expressway corridors in order of priority, tentative cost

estimation thereof, economic and financial viability study in general and

suggestion of innovative and feasible measures to improve the financial viability

(including ploughing back of profit generated from real estate development,

commercial development of wastelands etc.), and modalities of financing the

projects including possible participation of States concerned in the

development process and the extent of participation.

3.2.4 Rehabilitation and Resettlement Analysis

To examine the social, environmental and economic effects due to acquisition of land

and severance effect due to construction of expressways and to recommend policies /

remedies with respect thereto. Suggest legal measures which are to be taken for

development of these expressways. Impact of vast land requirement, especially the

acquisition of agricultural lands, severance effects etc., should be studied in detail

including the detailed proposal for the effective relocation of the project affected




persons with no loss to their profession and livelihood. Alternate proposals including the

viability of elevated corridors at specific locations should also be studied with their

financial analysis.

3.2.5 Environmental Impact Assessment

Impact on environment, and ecology to be studied in detail and recommendations

should be given for corrective action in the light of the existing policies etc. The reserve

forests etc. should also be discussed in the study while recommending corridors.

3.2.6 Organisation/Human Resource Development

Suggest the infrastructural needs for development of expressway network in respect of

planning, administration, construction, maintenance and operation and the

organisational requirements to manage these activities keeping in view the existing

organisational set up at the Centre and in States.




Regional characteristics of India – an overview

4.1 Description of the Study Area

India is the seventh-largest country by geographical area, the second-most populous country,

and the largest democracy in the world. Bounded by the Indian Ocean in the south, the

Arabian Sea in the west, and the Bay of Bengal in the east, India has a coastline of

7,517 kilometers (4,671 mi). The original Indian plate now survives as peninsular India, the oldest

and geologically most stable part of India, extending as far north as the Satpura and Vindhya

ranges in central India. These parallel ranges run from the Arabian Sea coast in Gujarat in the

west to the coal-rich Chhota Nagpur Plateau of Jharkhand in the east. Further south the

remaining peninsular landmass, the Deccan Plateau, is flanked on the left and right by the

coastal ranges the Western Ghats and the Eastern Ghats respectively. The plateau contains the

oldest rock formations in India, some over one billion years old. Constituted in such fashion,

India lies to the north of the equator between 6o 44' and 35o 30' north latitude and 68o °7' and

97o°25' east longitude. Figure 4.1 shows the physical map of India.

Figure 4.1: Physical Map of India

4




4.2 Economy

Agriculture is the predominant occupation in India, accounting for 60% of employment.

Service sector makes up 28% and industrial sector 12%. In terms of output, the

agricultural sector accounts for 28% of GDP while the service and industrial sectors

make up 54% and 18% respectively. Major agricultural products include rice, wheat,

oilseed, cotton, jute, tea, sugarcane, potatoes while poultry and dairy products include

cattle, water buffalo, sheep, goats, poultry; fish etc. Major industries include textiles,

chemicals, food processing, steel, transportation equipment, cement, mining,

petroleum, machinery and software. India's trade reached a relatively moderate share

of 24% of GDP in 2006, up from 6% in 1985. India's share of world trade has reached 1%.

Major exports include petroleum products, textile goods, gems and jewelry, engineering

goods, chemicals, leather products etc. Figure 4.2 shows the major agricultural and

industrial areas of the country.

4.3 Industrial Regions

There are 8 major Industrial Regions of India. These are:

• Mumbai-Pune Region,

• Hugli Region,

• Bangalore-Tamil Nadu Region,

• Gujarat Region,

• Chhota Nagpur Region,

• Vishakhapatnam-Guntur Region,

• Gurgaon-Delhi-Meerut Region,

• Kollam-Thiruvantapuram Region.

Mumbai - Pune Industrial Region: Major industries in this region are engineering goods,

petroleum refining, petrochemical, leather, synthetic and plastic goods, chemicals,

drugs, fertilizer, and electronics industries. The important industrial centres are Mumbai,

Colaba, Nasik, Sholapur, and Ahmednagar.

Hugli Industrial Region: Development of tea plantations in Assam and West Bengal,

opening of coal fields in Damodar valley and also opening of jute processing units in

this region boosted its development. Location of petroleum refinery at Haldia has

facilitated the development of petrochemical industry in this region. The important

industries are jute industries, cotton textile industries, paper, pharmaceuticals, and

petrochemical industries.

Chhota Nagpur Industrial Region: This region is known for Iron and Steel industry. The five

major steel plants are Jamshedpur, Durgapur, Bokaro, and Rourkela. The other industries

are heavy engineering, machine tools, cement, locomotives etc. The factors which led

to its development are: proximity to the coal and iron fields, power from Damodar

valley plants, densely populated regions, nearness to Hugli market.

Delhi- Meerut- Gurgaon Industrial Region: The industries in this region are light and

market oriented because this region is located far from the mineral and power

resources. Electronics, light engineering, electrical goods, software industry and

vegetable oil industry are some of the important industries of this region.




Gujarat Industrial Region: Ahmadabad / Vadodra is the nucleus of this region. The

important industries are cotton textile, petrochemical, heavy chemicals, motor, dairy

products etc. Decline of cotton textile industry in Mumbai industrial region led to the

development of this region. It is located in the cotton growing region. Proximity to the

markets in Ganga plains, oil fields and location of port at Kandla led to the

development of this region.

Bangalore-Tamil Nadu Industrial region: The important industries are cotton textile

industry, heavy engineering, aircraft, watch, machine tools, and electronics. Availability

of cotton, electricity from Pykara hydroelectric plant, mineral from nearby region led to

the development of this region.

Kollam-Thriuvananthapuram Industrial region: Agricultural products processing and

market oriented industries are important industries in this region because it is located far

away from the mineral belt of the country. Cotton textile, matchbox, chemical, fish-

based industries are important industries of this region. Plantation agriculture and

hydropower led to the development of this region. Location of petroleum refinery at

Kochi has added an advantage to new industries.

There are also 13 minor Industrial belts in the country. These are:

Ambala-Amritsar Saharanpur-Muzaffar Nagar Indore-Dewas-Ujjaini Jaipur-Ajmer Kolhapur-South Kannada Northern Malabar Middle Malabar Adilabad-Nizambad Allahabad-Varanasi-Mirzapur Bhojpur-Munger Durg-Raipur Bilaspur-Korba Brahmaputra valley

These belts are likely to have some bearing on the master plan of expressway network

at the national level.

Figure 4.2: Agricultural and Industrial Belts of India




4.4 Tourism

In 2006 about 4 million foreign tourists visited India and collectively spent US$ 8.9 billion.

In 2007, India's 5 million international arrivals, out of 903 million worldwide, were the

world's 42nd highest. India has great advantages as could be discerned from the facts

that price competitiveness ranking was a high 6th. while, safety and security a good

39th. The tourism sector is presently growing at double digits. India has a huge

advertising campaign "Incredible India”. Travel and tourism contributes 5.3% to India's

GDP. Figure 4.3 shows the major tourist spots of India.

Figure 4.3: Major Tourist Spots of India

4.5 Ecology and Environment

Because of its size and range of latitude, topography, and climate, India is home to a

great diversity of eco-regions, ranging from permanent ice and snow to rainforests. The

Himalaya, which runs across India's northern tier, is the boundary between two of the

earth's great eco-zones namely, the Palearctic which covers most of temperate-to-

arctic Eurasia and, Indo - Malaya which covers most of the Indian subcontinent and

extends into Indochina, Sunderland (Malaysia and western Indonesia) and the

Philippines.

The climate of India defies easy generalization, comprising a wide range of weather

conditions across a large geographic scale and varied topography. Analyzed

according to the Köppen system, India hosts six major climatic subtypes, ranging from

desert in the west, to alpine tundra and glaciers in the north, to humid tropical regions

supporting rainforests in the southwest and the island territories. Many regions have

starkly different microclimates. The nation has four seasons namely, winter (January and




February), summer (March to May), a monsoon (rainy) season (June to September), and

a post-monsoon period (October to December).

India's unique geography and geology strongly influence its climate; this is particularly

true of the Himalayas in the north and the Thar Desert in the northwest. The Himalayas

act as a barrier to the freezing katabatic winds flowing down from Central Asia. Thus,

North India is kept warm or only mildly cold during winter. In summer, the same

phenomenon makes India relatively hot. Although the Tropic of Cancer, the boundary

between the tropics and subtropics, passes through the middle of India, the whole

country is considered to be tropical. India is home to an extraordinary variety of

climatic regions, ranging from tropical in the south to temperate and alpine in the

Himalayan north, where elevated regions receive sustained winter snowfall. The nation's

climate is strongly influenced by the Himalayas and the Thar Desert. The Himalayas,

along with the Hindu Kush mountains in Pakistan, prevent cold Central Asian katabatic

winds from blowing in, keeping the bulk of the Indian subcontinent warmer than most

locations at similar latitudes. Simultaneously, the Thar Desert plays a role in attracting

moisture-laden southwest summer monsoon winds that, between June and October,

provide the majority of India's rainfall. India has six climatic regions namely, tropical wet

region, tropical wet and dry region, humid sub tropical region, semi arid region,

undifferentiated highlands and desert region. Figure 4.4 shows the map of climate and

vegetation pattern over the entire nation.

Figure 4.4 : Climate and Vegetation Pattern in India

4.6 Geo–morphology

The Indo-Gangetic Plain, the largest alluvial tract in the world, is divisible into three

sectors namely, Brahmaputra Plain in the east, Ganga Plain in the middle and Indus

Plain in the west. Confined between Delhi–Aravalli ridges in the west to Rajmahal hills in

the east, the Ganga Plain is geomorphologically diverse and drained by numerous

southeasterly flowing Himalayan and plains-fed rivers. India has been classified into 7

divisions on the basis of the characteristic geomorphic features:




1. Northern Mountains 2. Central Plains 3. Central Highlands 4. Peninsular Plateaus 5. West Coast 6. East Coast 7. Islands

Figure 4.5 shows the geological features of India.

Figure 4.5 : Different Soil Types in India

4.7 Existing Transport Network

4.7.1 Road Network

The status of road network within the country has already been discussed elsewhere in

this Report. A comprehensive road network plan showing the road network up to the

level of National Highways is placed at Figure 4.6.

4.7.2 Rail Network

Indian Railways (IR) have one of the largest and busiest rail networks in the world,

transporting over 18 million passengers and more than 2 million tonnes of freight daily. It

is the world's largest commercial or utility employer, with more than 1.4 million

employees. The railways traverse the length and breadth of the country, covering 6,909




stations over a total route length of more than 63,327 kms (39,350 mi). Indian Railways

operate about 9,000 passenger trains daily across the twenty-eight states.

IR carries a huge variety of goods like mineral ores, fertilizers and petrochemicals,

agricultural produce, iron and steel etc., besides passenger traffic. Ports and major

urban areas have their own dedicated freight lines and yards. Many important freight

stops have dedicated platforms and independent lines for such purposes. IR makes 70%

of its revenues and most of its profits from the freight sector, and uses these profits to

cross-subsidize the loss-making passenger sector. The railways are in direct competition

with the road sector in this sphere. Since the 1990s, IR has switched from small

consignments to larger container movement which has helped speed up its operations.

Most of its freight earnings come from rakes carrying bulk goods such as coal, cement,

food grains and iron ore. Figure 4.7 shows the existing railway network in the country.

Recently IR has proposed new Dedicated Freight Corridors based on freight traffic

study. There are two primary corridors, i.e. the Eastern Corridor and the Western

Corridor.

East – West Corridor

North-South Corridor

Golden Quadrilateral

Figure 4.6: Major Road Network of India




Figure 4.7: Existing Railway Network in India




Eastern Corridor: The Eastern Corridor encompasses a double line electrified traction

corridor from Son Nagar on the East Central Railway to Khurja on the North Central

Railway (820 Km), Khurja to Dadri on NCR Double Line electrified corridor (46 Km) and

single electrified line from Khurja to Ludhiana (412 Km) on Northern Railway. The total

length works out to be 1279 kms. The traffic on the Eastern Corridor mainly comprises

coal for the power plants in the northern region of U.P., Delhi, Haryana, the Punjab and

parts of Rajasthan from the Eastern coal fields; finished steel, food grains, cement,

fertilizers, lime stone from Rajasthan to steel plants in the east and, general goods. The

total traffic in up direction is projected to go up from 38 million tonnes in 2005-06 to 116

million tonnes in 2021-22. Similarly, in the down direction, the traffic level has been

projected to increase from 14 million tonnes in 2005-06 to 27 million tonnes in 2021-22. As

a result, the incremental traffic works out to a whooping 82 million tonnes from the base

year of 2005-06.

Western Corridor: Western Corridor comprises 1483 km of a double line diesel track from

JNPT to Dadri via Vadodara-Ahmedabad-Palanpur-Phulera-Rewari. In addition a single

line connection of 32km length from proposed Pirthala Junction Station (near Asaoti on

Delhi-Mathura line) to Tughlakabad is also proposed to be provided. The traffic on the

Western Corridor mainly comprises ISO containers from JNPT and Mumbai Port in

Maharashtra and ports of Pipavav, Mundra and Kandla in Gujarat destined for ICDs

located in northern India, especially at Tughlakabad, Dadri and Dandharikalan. Besides

Containers, other commodities moving on the Western DFC are POL, fertilizers, food

grains, salt, coal, iron & steel and cement. Further, owing to its faster growth as

compared to other commodities, the share of container traffic is expected to

progressively increase and reach a level of about 80% by 2021-22. The rail share of

container traffic on this corridor is slated to increase from 0.69 million TEUs in 2005-06 to

6.2 million TEUs in 2021-22. The other commodities are projected to increase from 23

million tonnes in 2005-06 to 40 million tonnes in 2021-22. Figure 4.8 shows the alignment

of the Dedicated Freight Corridors as discussed above.

Figure 4.8: Proposed Alignment of Dedicated Freight Corridors




4.7.3 Major Ports and Harbours

India has a long coastline spanning 7600 kilometers forming one of the biggest

peninsulas in the world. It is serviced by 12 major ports and 185 notified minor and

intermediate ports. Major ports handled over 80% of all cargo traffic in 2007. However,

the nomenclatures major, intermediate and minor do not have a strict association with

the traffic volumes served by these ports. As an example, Mundra Port, a newly

developed minor port in the state of Gujarat registered a cargo traffic of around 28.8

million tonnes per annum during the financial year of 2008, which is higher than that at

many major ports. There are also 7 shipyards under the control of the central

government of India, 2 shipyards controlled by state governments, and 19 privately

owned shipyards. The major ports handled 423.4 million tons of cargo for the financial

year 2005-2006, with Vishakhapatnam, Cochin, Kolkata Port, Chennai Port and Kandla

carrying the greatest tonnage. Major ports can collectively handle over 400 million tons

of cargo annually. Port operations have improved since the mid1990s. Cargo handling is

projected to grow at 7.7% until 2013-14. Some 60% of India’s container traffic is handled

by the Jawaharlal Nehru Port Trust in Mumbai. It has just 9 berths compared to 40 in the

main port of Singapore. It takes an average of 21 days to clear import cargo in India

compared to just 3 in Singapore. There is a proposal from the concerned Ministry to

develop another port adjacent to JNPT-Mumbai, known as Rewas Port towards

decongesting the existing harbour. Figure 4.9 shows the major ports in India.

4.7.4 Major Airports

There are 449 airports/airstrips in the country. Out of these, 5 are major international

airports and 87 domestic airports. In 1998-99, 120 airports/civil enclaves handled 4.20

lakh aircraft movements involving 24.17 million domestic and 12.83 million international

passengers and 221 thousand metric tonnes of domestic cargo and 468 thousand

metric tonnes of international cargo. 51 percent of traffic was handled at the

international airports at Mumbai and Delhi. Presently various airlines are operating only

through 61 airports. The remaining are grossly underutilized handling only occasional

aircraft operations. Figure 4.10 shows the major airports of India.




Figure 4.9: Major Sea Ports of India




Figure 4.10: Major Airports in India




Methodology and Work Plan

5.1 General

For the purpose of preparation of Master Plan of National Expressway, it is very

important to decide on a scientific and rational work sequence in the beginning itself.

This sequence of course, had to undergo continuous monitoring and fine tuning during

the course of the project. The first step in this process was proper task definition. In the

present context, tasks have been defined and identified under the following task series.

Chart 5.1 gives a thematic sequence of the steps followed by the Consultants.

5.2 Methodology

Approach of the Consultants towards performance of various sub tasks that led to

achievement of the desired objective is briefly discussed in the following:

Task 001 - Traffic Studies and Axle Load Predictions

The Ministry and the state PWDs have a wealth of data on traffic counts along the

National Highways and selected State Highways. These are the arterials that are

presently catering to the mobility requirements of inter regional traffic. The Consultants

compiled this data (volumes) towards developing the basic platform as database.

Origin – Destination surveys for all modes (fast) were carried out at strategically

selected locations and in a purposive manner. Besides information on origin and

destination of trips, data on trip lengths and routes followed were also gathered.

Task 002 - To establish a National Expressway Network.

The study focuses primarily on macro level identification of the National Expressway

Network and this is not to be supported by actual detailed land survey. Movement

pattern of passengers and goods along existing NH/SH would be a good guide for

identification of nodes over the network. However, development policies both at the

state and at national levels will have certain bearing on this (SEZs for example). For best

results the consultants had engaged both the central and state governments in

meaningful dialogues.

The Expressway Network shall be a “Green Field” project. The Consultants endeavoured

to find a trade-off between the options in terms of:

• Connectivity indices

• Regional / sub regional growth centers and growth potentials

• Spatial distribution of competitive and feeder routes

• Broad physical characteristics of the areas likely to be traversed

There are on-going works on development of NH/SH on BOT basis. A national network of

expressways is likely to wean away a certain proportion of traffic from these corridors

resulting in apparent loss in revenue for the operators of such corridors. The Consultants

broadly looked into other ameliorative measures such as commercial exploitation of

land / air rights etc., towards compensating loss in revenue for the existing operators.

5




Chart 5.1: Systems Flow Chart




Task 003 - Land Acquisition Plan

Land acquisition is likely to be one of the initial hurdles (and a major one at that). As

already stated, this will require combined effort from various quarters. Most importantly

this would need legal / legislative support. This would perhaps require formulation of a

special Expressway Act towards streamlining the whole procedure. It would also need

support / justification in terms of economic and financial viability under various models

of project financing and management including recycling of funds from other

attendant revenue generating developments. It has been discussed elsewhere in this

report.

Task 004 - Rehabilitation and Resettlement Analysis

It is known that a transport corridor, almost always, becomes a divider that serves

activity areas (residential, agricultural etc.). In other words, such projects could inflict

very heavy social costs (and other costs in real terms). Since the Expressway network will

span across the length and the breadth of the country, the number of Project Affected

Persons (PAP) and the severity of the impact is expected to be very significant. It is

rather easy to feel tempted to explain this as a project of national interest that goes

against community interest. The Consultants have approached this in a two pronged

manner. However, at the macro level these measures are likely to take the form of

general solutions covering a large canvass rather than solutions specific to a particular

location.

Task 005 - Environmental Impact Assessment

The Consultants have given due attention to impact of the project on environment and

ecology. There are reserve forests, ecologically fragile areas, protected areas etc.

distributed over extensive land masses in every part of the country. Generally speaking,

as far as possible, such areas were avoided.

Task 006 - Organization / HR Development.

The Project, in its entirety, is going to be a massive one. This will also be a continuing

process. Towards satisfactory completion and maintenance of the same, it would be

essential to form an apex body that would efficiently organize and oversee the various

related activities. Perhaps formation of a National Expressway Authority of India (NEAI)

shall be in order in this context.

Task 007 - Amendments in Extant Statutory Provisions / Acts etc.

The importance of looking into the legal aspects has already been stated in this Report.

Formulation of an Expressway Act, for example, cannot be done as a stand- alone

exercise. It is likely to impact other extant statutory provision as much as, it will itself be

impacted by the prevailing Policies and Acts. To that extent a complete assessment

has been made by the Consultants to make the various provisions both supplementary

and complimentary to each other.




Task 008 - Cost Analysis and Economic Evaluation

Link (of a most likely standard length) wise cost and economic evaluation has been

carried out as the total network is not expected to be built in one go. However, in the

present context, it is broadly in the manner of an aggregate analysis with a few critical

and prioritized links getting a closer look. It is possible that one “link” as stated here,

would have several important nodes en-route. The Consultants have already

approached this in a judicious manner and in conformity with the inter-se priorities set

earlier in the process. Since the project is being looked upon as a revenue generating

exercise as well (under BOT, BOOT, PPP etc.), the Diversion Curves have also been

revisited.




Collection and analysis of data from secondary sources

Data from secondary sources had been collected on the following (with the help of

communication sent out by the MoRT&H):

• Traffic Census as recorded at permanent count stations located along the

National Highways in the states of Kerala, Tamil Nadu, Karnataka, Andhra

Pradesh, Orissa, MP, U.P, Rajasthan, Chhattisgarh, Gujarat, West Bengal,

Uttaranchal, Bihar and Jharkhand.

• Axle Load data as available with the NHAI for various segments of National

Highways.

The consultants conducted O–D survey at the selected locations for determining the

origin – destination characteristics of travel (both passengers and goods), likely average

trip lengths etc.

The following primary surveys were conducted to cross check (on a sample basis) the

intensity of traffic flow on the existing road network:

i). Mid block classified traffic volume count at 7 locations.

ii). Origin-Destination Survey

iii). Axle Load Survey

Plate 6.1 shows the survey locations chosen for this purpose (representative location for

each region).

6




Plate 6.1: Survey Locations




Analysis of Data from Secondary Sources

Data obtained from the secondary sources were analyzed and some major

observations on the same are briefly stated hereafter:

7.1 Trend Analysis and Growth Factor Analysis

Passenger vehicles and trucks have been estimated separately from the time series

data available from secondary sources for the delineated regions. The estimated

growth rates are presented in Table 7.1. The physical representation of Zones is shown in

Figure7.1

Table 7.1: Growth Rates Obtained from the Available Data

Growth Rate(%p.a) Sl No Zones Passenger Goods

1 Zone 1 9.8 5.313

2 Zone 2 7.54 5

3 Zone 3 9.013 4.36

4 Zone 4 6.96 18.36

5 Zone 5 6.56 3.78

6 Zone 6*

7 Zone 7* *Traffic data for zone 6 and zone 7 were not available from the respective states

From the preliminary analysis it was observed that the growth factor varied from 6.5% to

10 % and 3.7% to 18.36% for passenger traffic and goods traffic respectively. This

estimation of course, suffers from inadequacy of data. Besides, sudden spikes in data

are also noticeable. Such abrupt variations might have been caused by certain local

phenomena. Figures 7.1-7.6 show the growth trends in traffic along segments of some of

the national highways.

7.2 Growth Factor using Econometric Modeling Technique

This approach is primarily based on the broad guidelines for economic analysis for

highway investments circulated for schemes under the proposed assistance by the

Asian Development Bank. It helps forecast future traffic demand along a project road

on the basis of annual population growth and per capita growth rates in real income

estimated for the Road Influence Area (RIA) along with elasticity of transport demand in

relation to economic growth in other related sectors. In other words, annual traffic

growth is thought to be related to specific economic activities in each RIA. The

equation used here as per IRC: SP: 19-2001 is:

Where,

P= Population growth rate

R= Real Income per capita growth

E= Elasticity of Transport demand (Table 7.2 shows typical values)

7

Growth Rate (%) = {(1+ P/100) (1+R/100) – 1} x100 x E




y = 315.59x + 2722.8R2 = 0.9888

0

500

1000

1500

2000

2500

3000

3500

4000

4500

2004 2005 2006 2008

Year

Ave

rage

CVP

D

y = 526.05x + 1683.5R2 = 0.8997

0

500

1000

1500

2000

2500

3000

3500

4000

2004 2005 2006 2008

Year

Ave

rage

Veh

/day

Fig 7.1: Growth Trend of Goods Traffic along Bangalore-Chitradurga Stretch

Fig 7.2: Growth Trend of Passenger Traffic along Bangalore-Chitradurga Stretch




y = 665.64x2 - 3453.4x + 11553R2 = 0.9784

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

2004 2005 2006 2007

Year

Ave

rage

CVP

D

y = 9112.2e0.1093x

R2 = 0.7317

0

2000

4000

6000

8000

10000

12000

14000

16000

2004 2005 2006 2007

Year

Ave

rage

Veh

/day

Fig 7.3: Growth Trend of Goods Traffic along Pune – Sholapur Stretch

Fig 7.4: Growth Trend of Passenger Traffic along Pune-Sholapur Stretch




y = -167.06x + 2957.7R2 = 0.8524

2200

2300

2400

2500

2600

2700

2800

2900

2005 2006 2007

Year

Ave

rage

CVP

D

y = 2690.3e0.1061x

R2 = 0.8081

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

2005 2006 2007

Year

Ave

rage

Veh

/day

Fig 7.5: Growth Trend of Goods Traffic along Chitoor-Kurnool Stretch

Fig 7.6: Growth Trend of Passenger Traffic along Chitoor-Kurnool Stretch




Table 7.2: Elasticity of Transport Demand

First Five Years Second Five Years Third Five Years

E for Cars, Jeeps & Vans

2 2 1.8

E for Buses 1.6 1.6 1.5

7.2.1 Freight Traffic

Estimation of freight traffic is more complex in nature and involves the process of

iteration as well as subjective decision so as to be compatible with the regional

perspective plans and other indicators. The basic steps comprise:

a) Finding out, from socio-economic profile, the annual weighted average growth rate

in per cent in the agricultural, industrial, mining and tourism sectors from the State

Domestic Product database. This growth may be computed for five year block

periods.

b) Applying the elasticity of transport demand to the above growth rate. For example

the factors would be 1.8 for first five year, 1.6 for second five year and 1.4 for third

five year slabs respectively.

Table 7.3 shows the most likely growth factors computed for various zones as per IRC

econometric modeling for the period 2008 – 2012.

Table 7.3: Growth Rate of Traffic during 2008 and 2012

Growth Rate(% p .a) Sl No Zones

Passenger Buses Goods

1 Zone 1 11.04 8.83 9.84

2 Zone 2 11.50 9.19 10.46

3 Zone 3 10.04 8.03 9.00

4 Zone 4 9.78 7.82 8.70

5 Zone 5 13.97 11.17 12.66

6 Zone 6 6.10 4.88 5.35

7 Zone 7 5.5 5.3 5.2




Growth Rate(% p .a) Sl No Zones


1 Zone 1 11.04 8.83 8.75

2 Zone 2 11.50 9.19 9.30

3 Zone 3 10.04 8.03 8.00

4 Zone 4 9.78 7.82 7.74




5 Zone 5 13.97 11.17 11.26

6 Zone 6 6.10 4.88 4.75

7 Zone 7 5.5 5.3 4.9




Growth Rate(% p. a) Sl No Zones


1 Zone 1 9.94 8.28 7.65

2 Zone 2 10.35 8.62 8.13

3 Zone 3 9.03 7.53 7.00

4 Zone 4 8.80 7.33 6.77

5 Zone 5 12.57 10.47 9.85

6 Zone 6 5.49 4.58 4.16

7 Zone 7 5.1 4.8 4.3

7.2.2 Preferred Growth Factor

Generally speaking the growth rates derived through the econometric modeling

technique are found to be higher than those derived from the trend analysis. However,

the latter suffers from inadequacy of data resulting in rather abnormal variations in

growth rates amongst the regions. The growth rates derived from IRC: SP19 econometric

modeling technique has therefore, been considered for the purpose of this study (in

view of the consistency in output).

7.2.3 Alternative traffic growth scenarios

In addition to the above, two more traffic growth scenarios namely, “optimistic” and

“pessimistic” have also been developed for comparison purposes. The most likely

growth rates have been inflated by 33% for building the optimistic scenario while the

same has been reduced by 33% for working out the pessimistic one.

The optimistic growth rates for three different time slabs are shown in Tables 7.6-7.8.

Table 7.6: Growth Rate of Traffic during 2008 and 2012 (optimistic)

Growth Rate(% p. a) Sl

No Zones


1 Zone 1 14.68 11.74 13.09

2 Zone 2 15.30 12.22 13.91

3 Zone 3 13.35 10.68 11.97

4 Zone 4 13.01 10.40 11.57

5 Zone 5 18.58 14.86 16.84

6 Zone 6 8.11 6.49 7.12

7 Zone 7 7.32 7.05 6.92








1 Zone 1 13.21 11.01 10.18

2 Zone 2 13.77 11.46 10.82

3 Zone 3 12.02 10.01 9.31

4 Zone 4 11.71 9.75 9.00

5 Zone 5 16.72 13.93 13.10

6 Zone 6 7.30 6.08 5.53

7 Zone 7 6.78 6.38 5.72

The pessimistic growth rates for three different time slabs are shown in Tables 7.9-7.11.

Table 7.9: Growth Rate of Traffic during 2008 and 2012 (pessimistic)

Growth Rate(% p.a) Sl No Zones


1 Zone 1 14.68 11.74 11.64

2 Zone2 15.30 12.22 12.37

3 Zone 3 13.35 10.68 10.64

4 Zone 4 13.01 10.40 10.29

5 Zone 5 18.58 14.86 14.97

6 Zone 6 8.11 6.49 6.32

7 Zone 7 7.32 7.05 6.52



1 Zone 1 7.40 5.92 6.59

2 Zone 2 7.71 6.16 7.01

3 Zone 3 6.73 5.38 6.03

4 Zone 4 6.55 5.24 5.83

5 Zone 5 9.36 7.48 8.48

6 Zone 6 4.09 3.27 3.58

7 Zone 7 3.69 3.55 3.48




Table 7.10: Growth Rate of Traffic during 2013 and 2017 (pessimistic)

Table 7.11: Growth Rate of Traffic during 2018 – 2022 (pessimistic)

7.3 Axle load Spectrum

The data gathered from secondary source have been analyzed and axle load spectra

plotted for dual as well as multi axle commercial vehicles. Figures 7.7 -7.8 show the axle

load spectra of dual and multi axle load trucks.

.

Figure 7.7: Axle Load Spectrum for Dual Axle trucks (Rear Axles)



1 Zone 1 7.40 5.92 5.86

2 Zone 2 7.71 6.16 6.23

3 Zone 3 6.73 5.38 5.36

4 Zone 4 6.55 5.24 5.19

5 Zone 5 9.36 7.48 7.54

6 Zone 6 4.09 3.27 3.18

7 Zone 7 3.69 3.55 3.28



1 Zone 1 6.66 5.55 5.13

2 Zone 2 6.93 5.77 5.45

3 Zone 3 6.05 5.04 4.69

4 Zone 4 5.90 4.91 4.54

5 Zone 5 8.42 7.02 6.60

6 Zone 6 3.68 3.07 2.79

7 Zone 7 3.42 3.22 2.88

p

0%

10%

20%

30%

40%

50%

0-10 10-20 20-30 30-40 40-50 50-60 60-70 >70

Axle loads(Tonnes)

% D

istr

ibut

ion

of V

ehic

les




0.00%

10.00%

20.00%

30.00%

40.00%

50.00%

60.00%

70.00%

80.00%

90.00%

100.00%

0 10 20 30 40 50 60 70 >70

Axle Load(Tonnes)

Perc

enta

ge D

istr

ibut

ion

of V

ehic

les

Figure 7.8: Axle Load Spectrum for Multi Axle trucks (Rear Axles)

It is observed from the plot that 75% of dual axle vehicles carry loads less than 15-20

Tonnes where as the rest is overloaded. Incase of multi axle vehicles 80% of vehicles

carry less than 40 Tonnes while the rest is overloaded.

Cumulative distribution of axle loads for Dual and Multi Axle vehicles are shown in

Figures 7.9 - 7.10.

Figures 7.9: Cumulative Distribution of Axle Load of Dual Axles

0%

10%

20%

30%

40%

50%

60%

0-10 10-20 20-30 30-40 40-50 50-60 60-70 >70Axle load(tonnes)




0.00%

10.00%

20.00%

30.00%

40.00%

50.00%

60.00%

70.00%

80.00%

90.00%

100.00%

0 10 20 30 40 50 60 70 >70

Axle Load (Tonnes)

Per

cent

age

Dis

trib

utio

n of

Veh

icle

s

7.4 Diversion Curve Analysis

7.4.1 Vehicle Operating Cost (VOC)

As per the present scenario VOC and toll rates have been calculated and the percent

diversion of traffic broadly estimated from the diversion curve equation developed

during the course of the earlier study. In other words, the proportion of diverted traffic

(on to the expressway) has been estimated with the help of present toll rates from the

curves developed earlier. The consultants of course have also made an effort to re-

establish the diversion curves in the present context as described in latter part of this

Report. In the first part the VOC has been calculated from the equation derived by CRRI

(as per Revised Road User Cost Study-2003). The equations used for the study are:

Cars:

Loge VOC NBCIT = 0.93+0.00004633*RG+0.00934*RF

LCV:

Loge VOC LCVIT = 1.88+0.00001953*RG+0.01247*RF

HCV :

Loge VOC HCVIT = 2.034+0.00003146*RG+0.00863*RF

MAV :

Loge VOC MAVIT = 2.577+0.0002093*RG+0.01407*RF

BUS :

Loge VOC BUSIT = 1.747+0.00002931*RG+0.00949*RF

Where RG = Roughness (mm/Km)

RF = Rise & Fall (m/Km)

NBC=New Branded Cars

LCV=Light Commercial Vehicle

HCV=Heavy Commercial Vehicle

MAV=Multi Axle Vehicle

BUSIT=Bus (VOC of Bus Including Tax)

Figures 7.10: Cumulative Distribution of Axle Load of MAV




The roughness considered for expressway and existing national highways is 2000mm/km

and 3000mm/km respectively, where as the rise and fall considered for expressway and

national highway is 5m/km and 15 m/km respectively.

VOC for Expressways and National Highway have also been worked out as per IRC SP-30

1993. As Trucks consist of several classes such as LCV, HCV and MAV, the consultants

worked out VOC for each class separately and average VOC was considered as the

goods vehicle operating cost.

Comparison of the results obtained through the application of two different formulae

has led the consultants to adapt the values obtained through the equations as given by

the IRC.

7.4.2 Value of Time (VOT)

In this analysis VOT in Rs/hr has been considered to be the same for the expressways

and national highways. The difference in aggregate VOT will of course be dependent

on speed. The same distance will be covered in less time along an expressway as

compared to that along a National Highway. Table 7.12 shows the average speed of

Expressway and National Highway.

Table 7.12: Average Speed for National Highways and Expressways

Speed(Km/hr)

Expressway National Highway

Cars 80* 55*

Bus*** 60 35

Truck 60* 35** *http://en.wikipedia.org/wiki/National_Speed_Limits (India)

**Indian Highways planning for prosperity (Sudip Arora) ***Avg.Speed of bus is considered same as of Truck

The value of time for the present study has been calculated assuming the average

national growth rate as 7.5% p.a with inflation at 6%. The value of time so determined

for each category of vehicles is given Table 7.13.

Table 7.13: Value of Time

Class of Vehicle Value of Time (Rs/hr)

Car 80

Bus 695

Truck 17.25

Based on the speed mentioned above and the value of time (Rs/hr) shown in Table

7.13, VOT for National Highways and Expressways (Rs/Km) has been worked out and

shown in Table7.14.




Table7.14: Value of Time (Rs/Km)

VOT(Rs/Km)


Cars 1.00 1.45

Bus 11.58 19.86

Truck 0.29 0.49

7.4.3 Toll Rate

The average toll rates on Indian highways are given in Table 7.15.

Table 7.15: Toll rates as per Price Water Coopers Study

Tollable

Class

2003 Unit Toll

Rate(Rs/Km) Toll Multiple/PCU Factor

Car 0.4 1

Bus 1.4 3

Truck 1.4 3

*Pricewaterhouse Coopers

The average toll rates on Indian Highways as per CES Study (2002) on DPR for Satara

Corridor Link from 2 lanes to 4 lanes are given in Table: 7.16.

Table: 7.16: Toll Rates as per CES Study

Tollable Class 2002 Unit Toll

Rate(Rs/Km) Toll Multiple/PCU Factor

Car 0.68 1

Bus 2.4 3

Truck 2.4 3

The average toll rates on Indian Highways as per CTS Mumbai Study (2008) are given in

Table: 7.17.

Table 7.17: Toll rate as per CTS Mumbai

Tollable Class 2008 Unit Toll Rate

(Rs./km) Toll Multiple/PCU Factor

Car 1 1

Bus* 3 3

Truck 3 3

*Toll Rate of bus is not specified in the report considered same as Truck

Different toll rates have been prescribed for different expressway segments so far.

The toll rates of different Expressways are shown Table 7.18.




Table 7.18: Toll rates for different Expressways

Tollable Class Unit Toll Rate(Rs/Km)

Toll Multiple/PCU Factor

Car 0.6 1

Bus 1.8 3 CES(1998)

Truck 1.8 3

Car 1.47 1

Bus 4.32 3 MPEW(2008)

Truck 5.52 3

Car 0.67 1

Bus 2.03 3 Gurgaon EW(2007)

Truck 2.03 3

Car 0.79 1

Bus 1.38 2 Ahmedabad-Vadodara(2008)

Truck 1.38 2

In this analysis, diversion of traffic has been computed after converting the toll rates of

the above mentioned expressways to the present value or to the value for which the

first phase of expressway gets implemented.

7.5 Overview of Traffic Diversion Curve

For the present report, the Diversion Curve developed in the course of the earlier study

has been taken as a sample case for understanding the impacts of various affecting

and affected parameters. The diversion curve equations developed earlier are

presented in Table 7.19.

Table 7.19 : Diversion Curve Equations

Item Cost Ratio Interval Equations

<0.634 %Div=98.750-(CR/0.634)*8.125

0.634<=CR<=1.465 %Div=90.625-((CR-

0.634)/0.831)*84.375

Cars

1.465<=CR<=2.00 %Div=06.250-(CR-

1.465)/0.535)*5.25

<=0.750 %Div=100-(CR/0.75)*.5

0.750<=CR<=1.250 %Div=95-((CR-0.75)/0.5)*90

Trucks & Buses

1.250<=CR<=2.00 %Div=((2-CR)/0.75)*5

Based on these equations curves had been plotted with respect to cost ratio (Expressway:

National Highway) and percent of traffic diverted to expressway. The Consultants has

considered three scenarios based on various parameters and the road user cost of each

are shown in Table 7.20 to 7.35, also mentioned the percentage of diverted traffic in each

case.




Scenario 1 (Toll Rate of NH considered as per Price water Cooper)

Part A: VOC using IRC Formula Table 7.20: Total Road User Cost (Rs/Km)

Cars Buses Truck

Expressway

National

Highway Expressway

National

Highway Expressway

National

Highway

VOC 3.40 3.68 10.22 11.01 5.85 6.33

Toll

Rate 0.89 0.43 7.3565 4.52 8.26 4.52

VOT 1 1.45 11.58 19.86 0.2875 0.493

From these parameters percent of diversions to expressway work out to be 52%, 54%

and 46% for car traffic, bus traffic and truck traffic respectively.

Part B: VOC using as per Revised Road User Cost Study-2003

Table 7.21: Total Road User Cost (Rs/Km)

Cars Buses Truck

Expressway

National

HighwayExpressway

National

HighwayExpressway

National

Highway

VOC 3.21 3.54 7.15 7.89 11.35 13.16

Toll Rate 0.89 0.43 7.3565 4.52 8.26 4.52

VOT 1 1.45 11.58 19.86 0.2875 0.493

It is found that for the same stretch around 52% 54% and 49% of the car traffic, bus

traffic and truck traffic would get diverted to expressway respectively.

Part C: VOC using IRC Formula (Projected Toll Rate of previous study by CES on Expressways)


T a

It is found that for the same stretch around 52%, 55% and 49% of the car traffic, bus

traffic and truck traffic would get diverted to expressway respectively.

Cars Buses Truck

Expressway

National Highway

ExpresswayNational Highway


VOC 3.40 3.68 10.22 11.01 5.85 6.33

Toll

Rate 0.70 0.43

6.27

4.52 6.27 4.52

VOT 1 1.45 11.58 19.86 0.2875 0.493




Part D: VOC using as per Revised Road User Cost Study-2003 (Projected Toll Rate of previous study on Expressways)


Cars Buses Truck

Expressway

National

HighwayExpressway

National

HighwayExpressway

National

Highway

VOC 3.21 3.54 7.15 7.89 11.35 13.16

Toll Rate 0.7 0.43 6.27 4.52 6.27 4.52

VOT 1 1.45 11.58 19.86 0.2875 0.493


traffic and truck traffic gets diverted to expressway respectively.

Scenario 2 (Toll Rate of NH considered as per CES Study)

Part A:VOC using IRC Formula (Average Toll Rate of Existing Expressways)


Cars Buses Truck

Expressway National Highway Expressway

National Highway Expressway

National

Highway

VOC 3.40 3.68 10.22 11.01 5.85 6.33

Toll

Rate 0.89 0.73 7.3565 7.74 8.26 7.74

VOT 1 1.45 11.58 19.86 0.2875 0.493



Part B: VOC using as per Revised Road User Cost Study-2003 (Average Toll Rate of Existing Expressways)


Cars Buses Truck

Expressway

National

Highway Expressway

National

Highway Expressway

National

Highway

VOC 3.21 3.54 7.15 7.89 11.35 13.16

Toll Rate 0.89 0.73 7.3565 7.74 8.26 7.74

VOT 1 1.45 11.58 19.86 0.2875 0.493

It is found that in the same stretch around 53% 56 % and 52% of the car traffic, bus





Part C: VOC using IRC Formula (Projected Toll Rate of previous study on Expressways


Cars Buses Truck

Expressway

National

Highway Expressway

National

Highway Expressway

National

Highway

VOC 3.40 3.68 10.22 11.01 5.85 6.33

Toll Rate 0.70 0.73 6.27 7.74 6.27 7.74

VOT 1 1.45 11.58 19.86 0.2875 0.493

It is found that for the same stretch around 53%,57% and 54% of the car traffic, bus




Cars Buses Truck

Expressway

National

Highway Expressway

National

Highway Expressway

National

Highway

VOC 3.21 3.54 7.15 7.89 11.35 13.16

Toll Rate 0.7 0.73 6.27 7.74 6.27 7.74

VOT 1 1.45 11.58 19.86 0.2875 0.493

It is found that in the same stretch around 54%, 57 % and 54% of the car traffic, bus


Scenario 3 (Toll Rate of NH considered as per CTS Mumbai Study)



Cars Buses Truck

Expressway

National

Highway Expressway

National

Highway Expressway

National

Highway

VOC 3.40 3.68 10.22 11.01 5.85 6.33

Toll Rate 0.89 1 7.3565 9 8.26 9

VOT 1 1.45 11.58 19.86 0.2875 0.493

It is found that for the same stretch around 53% 55 % and 52% of the car traffic, bus





Part B:VOC using as per Revised Road User Cost Study-2003 (Average Toll Rate of Existing Expressways)


Cars Buses Truck

Expressway

National

Highway Expressway

National

Highway Expressway

National

Highway

VOC 3.21 3.54 7.15 7.89 11.35 13.16

Toll

Rate 0.89 1 7.3565 9 8.26 9

VOT 1 1.45 11.58 19.86 0.2875 0.493

It is found that for the same stretch around 54%, 57 % and 53% of the car traffic, bus


Part C: VOC using IRC Formula (Projected Toll Rate of previous study on Expressways) Table 7.30: Total Road User Cost (Rs/Km)

Cars Buses Truck

Expressway

National

Highway Expressway

National

Highway Expressway

National

Highway

VOC 3.40 3.68 10.22 11.01 5.85 6.33

Toll Rate 0.70 1 6.27 9 6.27 9

VOT 1 1.45 11.58 19.86 0.2875 0.493





Cars Buses Truck

Expressway

National

Highway Expressway

National

Highway Expressway

National

Highway

VOC 3.21 3.54 7.15 7.89 11.35 13.16

Toll Rate 0.7 1 6.27 9 6.27 9

VOT 1 1.45 11.58 19.86 0.2875 0.493






Scenario 4 (Toll Rate of NH as per Ministry’s Toll Rate)



Cars Buses Truck

Expressway

National

Highway Expressway

National

Highway Expressway

National

Highway

VOC 3.40 3.68 10.22 11.01 5.85 6.33

Toll Rate 0.89 0.65 7.3565 6.6 8.26 6.6

VOT 1 1.45 11.58 19.86 0.2875 0.493

It is found that for the same stretch around 52%, 55 % and 49% of the car traffic, bus traffic

and truck traffic gets diverted to expressway respectively.

Part B:VOC using as per Revised Road User Cost Study-2003 (Average Toll Rate of Existing Expressways)


Cars Buses Truck

Expressway

National

Highway Expressway

National

Highway Expressway

National

Highway

VOC 3.21 3.54 7.15 7.89 11.35 13.16

Toll Rate 0.89 0.65 7.3565 6.6 8.26 6.6

VOT 1 1.45 11.58 19.86 0.2875 0.493

It is found that for the same stretch around 53%, 56 % and 51% of the car traffic, bus traffic


Part C: VOC using IRC Formula (Projected Toll Rate of previous study on Expressways)


Cars Buses Truck

Expressway

National

Highway Expressway

National

Highway Expressway

National

Highway

VOC 3.40 3.68 10.22 11.01 5.85 6.33

Toll Rate 0.70 0.65 6.27 6.6 6.27 6.6

VOT 1 1.45 11.58 19.86 0.2875 0.493

It is found that for the same stretch around 53% 56 % and 52% of the car traffic, bus traffic







Cars Buses Truck

Expressway

National

Highway Expressway

National

Highway Expressway

National

Highway

VOC 3.21 3.54 7.15 7.89 11.35 13.16

Toll Rate 0.7 0.65 6.27 6.6 6.27 6.6

VOT 1 1.45 11.58 19.86 0.2875 0.493



7.6 Summary

The summary of all the three Scenarios are shown in Table 7.36.

Table 7.36: Summary of Different Scenarios

Diverted Traffic (%) Scenarios Options

Cars Buses Trucks

A 52 54 46

B 52 54 49

C 52 55 49 1

D 52 55 51

A 53 56 51

B 53 56 52

C 53 57 54 2

D 54 57 54

A 53 57 52

B 54 57 53

C 54 58 55 3

D 55 58 54

A 52 55 49

B 53 56 51

C 53 56 52 4

D 53 57 53

It is observed that under the same scenarios both Revised Road User Cost Study-2003

and IRC equations yield fairly comparable results. Scenario 4 has been considered as it

is compared with NHAI Toll Rate. Subsequent financial analysis has been carried out by

increasing the NHAI Toll rate by 50%, 100% and 150% for Expressways.




( )

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Traffic, travel and axle load Characteristics

8.1 Traffic flow characteristics

8.1.1 Background

Traffic characteristics help in appreciating the spatial and temporal features of traffic

within and around the study area, relationship of traffic intensity, network capacity and

prevailing level of service along various transport corridors within the influence area.

The traffic characteristics observed at various survey locations are described below:

8.2 Classified traffic volume count survey

Classified traffic volume count surveys were conducted to assess the traffic

characteristics in terms of traffic volume, its composition, peak hour and directional

split. These surveys were conducted for 24 hrs at 7 stations. The locations of count

stations were as under: i) Bellur Cross (NH-48) ii) Sindhudurg (NH-17) iii) Baleshwar (NH-5) iv) Nagpur (MP/Maharshtra Border,NH-7) v) Kurukshetra (NH-1) vi) Kanpur (NH-2) vii) Udaipur (NH-8)

8.2.1 Average Daily Traffic (ADT) Characteristics

The temporal variation in traffic volumes at each of the six locations and the

composition of traffic at the respective locations are shown below. A seasonal factor of

1.03 has been applied for finding out the AADT (traffic surveys were carried out during

the month of April 2009)

Bellur Cross (NH-48)

Survey was conducted on Bellur Bridge which is a major link connecting Bangalore to

Mangalore. The surveyed section was found to carry AADT of 16459 PCU with a peak

hour flow of 924 PCU at during 17:15-18:15 hrs. The traffic variation during the day and

composition of traffic are shown in Figures 8.1 – 8.2.

Figure 8.1: Traffic Variation

8

Fig 8.2: Traffic Composition




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p

Tw15%

Auto3%

Cars13%

Bus11%

LCV22%

2/3 Axle28%

MAV5%

Cycles3%

The same section was found to carry AADT of 15994 PCU’s in the year 2008 (data from

permanent count station) with 31% Goods traffic and 48% Passenger Traffic (excluding

Two Wheelers and Autos).

Sindhudurg (NH-17)

This location lies on NH-17 that connects Mumbai to Goa. National Highway-17 passes

through the Western Ghat of India connecting Edapally to Panvel. AADT revealed from

the survey was 9411 PCU with a peak flow of 642 PCU during 09:30-10:30hrs. The traffic

variation during the day and composition of traffic are shown in Figures 8.3 – 8.4.

AADT of 8629 PCUs had been recorded at the permanent count station during the year

2008 (survey carried out during August 2008).

Baleshwar (NH-5)

This location lies on NH-5 that connects Kolkata to Chenai via Vizagapattanam. AADT

obtained from the Survey was 24466 PCU with observed peak flow of 1334 PCU’s during

10:15-11:15hrs. Traffic variation during the day and composition of traffic are shown in

Figures 8.5 – 8.6.

AADT of 16069 PCUs was observed at the permanent count station during the year 2008.

Fig 8.3: Traffic Variation Fig 8.4: Traffic Composition

Fig 8.5: Traffic Variation Fig 8.6: Traffic Composition




Tw35%

Auto8%Cars

20%

Bus4%

LCV4%

2/3 Axle28%

MAV1%

Cycles0%

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Tw20%

Auto3%

Cars19%

Bus29%

LCV8%

2/3 Axle15%

MAV6%

Cycles0%

Nagpur (NH-7)

The survey was conducted on NH-7 (near Nagpur on the border of Maharashtra /

Chhattisgarh region) which passes through the hinterland of the country and is also a

part of the North-South Corridor.

AADT as revealed by the Survey was 8986 PCUs with a peak flow of 534 PCUs during

10:30-11:30hrs. The traffic variation during the day and composition of traffic are shown

in Figures 8.7 - 8.8.

Kanpur (NH-2)

AADT obtained from the Survey was 15060 PCUs with a peak flow of 982 PCUs

during17:00-18:00 hrs. Traffic variation during the day and composition of traffic are

shown in Figures 8.9 - 8.10.

Fig 8.8: Traffic Composition

Fig 8.9: Traffic Variation

Fig 8.7: Traffic Variation

Figure 8.10: Traffic Composition




Tw10% Auto

1%

Cars55%

Bus6%

LCV8%

2/3 Axle17%

MAV2%

Cycles1%

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U) Tw

23%

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0%

Karnal Toll Plaza (NH-1)

AADT found out from the Survey was 48648 PCU with a peak flow of 2872 PCU during

10:15-11:15hrs. The traffic variation during the day and composition of traffic are shown

in Figures 8.11 - 8.12.

Udaipur (NH -8)

AADT obtained from the survey was 12992 PCU with a peak flow of 864 PCU during

17:00-18:00 hrs. The traffic variation during the day and composition of traffic are shown

in Figures 8.13 - 8.14.

The summary of traffic volumes observed at all the seven locations is given in Table 8.1.

Two wheelers and autos have been excluded while working out the percentage shares

of goods and passenger traffic.

Fig 8.12: Traffic CompositionFig 8.11: Traffic Variation

Fig 8.13: Traffic Variations Fig 8.14: Traffic Composition




Table 8.1: Summary of observed traffic volumes at Survey Locations

Percentage Share of

Traffic

Sl

No

Location AADT

(PCU) Peak Hour

Peak Hour

Flow

(PCU/Hr)

Goods Passenger

1 Bellur 15979 17:15-18:15 897 29.00% 39.00%

2 Sindhudurg 9137 09:30-10:30 623 39.00% 38.00%

3 Baleshwar 23753 10:15-11:15 1334 55.00% 22.00%

4 Nagpur 8470 10:30-11:30 502 33.00% 24.00%

5 Kanpur 14195 17:00-18:00 925 29.00% 48.00%

6 Karnal 47231 10:15-11:15 2788 27.00% 61.00%

7 Udaipur 12992 15:30-16:30 864 27.54% 45.18%

8.3 Origin - Destination Survey

The objective of the O-D survey was to ascertain the travel patterns of passenger and

goods traffic. The survey was carried out at the survey stations simultaneously with the

classified traffic volume survey adopting ‘Roadside Direct Interview’ method. It was

carried out for 24 hours on sample basis. This provided information on travel pattern in

terms of origin and destination of trips, trip length, trip purpose, mode of travel, journey

times and cost incurred etc. In addition, for goods movements, details regarding

commodity in terms of type of commodity, mode used, trip lengths etc were also

obtained. The seven survey locations as mentioned elsewhere in the report were:

i) Bellur Cross (NH-48) ii) Sindhudurg (NH-17) iii) Baleshwar (NH-5) iv) Nagpur (MP/ Maharshtra Border,NH-7) v) Kurukshetra (NH-1) vi) Kanpur (NH-2) vii) Udaipur (NH-8)

This survey was conducted on random sample basis for light commercial vehicles,

cars/jeeps and trucks. The sample size for each category of vehicles interviewed at

each of the locations is given in Table 8.1.

Table 8.2: O-D Survey Sample Size at 7 Locations

Sample Size Location

Goods Passenger 1 Bellur Cross 5.19 % 17.88%

2 Sindhudurg 23.76% 30.27%

3 Baleshwar 7.10% 19.78%

4 Nagpur 8.0% 40.21%

5 Kurukshetra 7.2% 6%

6 Kanpur 21.77% 16.29%

7 Udaipur 6.21% 14.35%




8.4 Trip Length

As obtained from the survey the percentage share of freight and passenger traffic

For different trip lengths are shown in the Table 8.3.

Table 8.3: Percentage Share of Traffic for Different Trip Length

Trip Length (Km) Sl

No Type of Traffic

<150 150-300 300-600 600-1200 >1200

1 Goods Traffic 13.01% 4.53% 9.6% 25.31% 47.56%

2 Passenger

Traffic 75.12% 10.60% 8.23% 5.23% 0.88%

8.5 Commodities Carried

The commodities carried mainly consist of petroleum products, food and vegetables,

building materials, chemical and fertilizer, water etc, besides empty carriages.

8.6 Major OD Pairs

The study area has been divided into 37 zones .The zoning system for the study is shown

in Plate 8.1. The metro cities have been considered as special zones while zoning the

entire region.

8.6.1 Goods Traffic

Desire line diagrams (Plate 8.2) were plotted and major OD pairs identified as listed

below :

1) Kolkata-Delhi

2) Delhi-Guntur

3) Ahmedabad-Dharwad

4) Pune-Kochi

5) Amritsar-Jammu

6) Amritsar-Rhotak

7) Amritsar-Agra

8) Amritsar-Ahmedabad

9) Delhi-Ahmedabad

10) Ahmedabad-Jodhpur

11) Ahmedabad-Dharwad

12) Pune-Mumbai

13) Amritsar-Raipur

14) Guntur-Raipur

15) Mysore-Raipur

16) Kolkata-Kanpur

17) Mysore-Kochi

18) Kanpur-Chennai

19) Kolkata-Bhopal

20) Kolkata-Dehradun

21) Ranchi-Kanpur

22) Agra-Guntur




23) Bangalore-Kanpur

24) Hyderabad-Kanpur

25) Mysore-Raipur

26) Kanpur-Guntur

27) Bangalore-Mysore

28) Delhi-Jammu

29) Kolkata-Ranchi

It may be noted in this context that the above O-D pairs are specific only to the surveys

carried out at the seven locations. Some of the major O- D pairs identified from

secondary data source are:

Plate 8.1 : Traffic zone diagram of study area




Plate 8.2 : Desire line diagram of Goods Traffic




0.00%

5.00%

10.00%

15.00%

20.00%

25.00%

30.00%

35.00%

40.00%

0 - 5 5- 10 10 - 15 15 - 20 > 20Axle Load (Tonnes)

% D

istri

butio

n of

Loa

d on

Rea

r A

xles

0.00%

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% D

istr

ibut

ion

of L

oad

on R

ear

Axl

es

1) Bangalore-Chennai

2) Chennai-Kolkata

3) Mumbai-Hyderabad

4) Mumbai-Delhi

5) Mumbai-Ahmedabad

6) Mumbai-Nagpur

7) Chennai-Hyderabad

8.6.2 Passenger Traffic

Desire line diagrams for passenger traffic (Plate 8.3) were plotted and major O-D pairs

identified as listed below:

1)Amritsar-Jammu

2)Amritsar-Shimla

3)Amritsar-Delhi

4)Delhi-Rhotak

5)Delhi-Agra

6)Delhi-Jaipur

7)Delhi-Jammu

8)Delhi-Kanpur

9)Jaipur-Agra

10)Kolkata-Durgapur

11)Kolkata-Bhubhaneshwar

12)Pune-Mumbai

13)Bangalore-Chennai

14)Thrissur-Bangalore

15)Thrissur-Chennai

16)Guntur-Mysore

17)Pune-Hyderabad

18)Hyderabad-Mysore

20)Hyderabad-Bangalore

21)Pune-Dharwad

22)Panaji-Dharwad

8.7 Axle Load Spectrum

The data gathered from primary survey were analyzed and axle load spectra plotted

for dual as well as multi axle commercial vehicles. It is observed from the plot that

90% of dual axle vehicles carry loads less than 15-20 Tonnes and the rest is overloaded.

Incase of multi axle vehicles 90% of vehicles carry less than 30 Tonnes and while the rest

is overloaded.

Cumulative distributions of axle loads for Dual and Multi Axle vehicles are shown in

Figures 8.17 - 8.18.

Fig: 8.15 Axle Load Spectrum Dual Axle trucks

Fig: 8.16 Axle Load Spectrum Multi Axles Trucks




Plate 8.3 : Desire line diagram of Passenger Traffic




y = -0.0258x + 0.6083R2 = 0.9921

0

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0.5

0.6

0.7

0 1 2 3 4 5 6 7

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Pere

cent

Div

erte

d Tr

ucks

y = -0.0378x + 0.5682R2 = 0.9958

0

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ars

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ehic

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Axle Load (Tonnes)

Perc

enta

ge D

istr

ibut

ion

of V

ehic

les

8.8 Establishing Diversion Curves

In the Second Part of analysis for Diversion Curves, the percent diversion of vehicles to

National Expressway was derived mode wise for different Toll Rates. Figures 8.19 – 8.21

show the re – established Diversion Curves for Cars, Buses and Trucks respectively.

Fig 8.19: Diversion Curve for Cars

Fig 8.20: Diversion Curve for Trucks

Fig 8.17: Cumulative Distribution of Axle Load of Dual Axles trucks

Fig 8.18: Cumulative Distribution of Axle Load of Multi Axle trucks




y = -0.0235x + 0.6231R2 = 0.9949

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0 1 2 3 4 5 6 7

Toll Rate(Rs/Km)

Perc

ent D

iver

sion

of B

uses

The re - established diversion curves have then been compared with the diversion

curves established during the course of the earlier study. Table 8.4 gives a comparison

between the percentages of diverted traffic calculated on the basis of each of the two

different sets of diversion curves.

Table 8.4: Diverted Traffic in Percentage as per Ministry's Toll Rate

Diverted Traffic Cars Buses Trucks

WSA Diversion Curve

54.3 % 56.8 % 54.7 %

New Diversion Curve

54.4 % 57.1 % 55.2 %

It would be seen that the diversions calculated through the two different sets of

diversions curves are more or less identical.

8.9 Fixing Optimum Toll Rate for National Expressway Network:

The Consultants had seriously attempted determination of optimum toll rates. However,

in the present instance (which is a Master Plan level study) it was not possible to go into

the details that would be necessary for reliable evaluation of the different affecting

parameters.

It is not difficult to see that the optimum toll rate could be derived from the Diversion

Curve Analysis. Ideally, the “diversion” should vary with varying toll rates in a manner

that the curve could indicate an apex position signifying maximization of revenue at a

particular toll rate against the resultant diversion. However, the nature of the Diversion

Curves developed during the course of the earlier study does not follow this pattern

within the range of toll considered or adopted. One plausible reason for this could be

that “toll” against projects under PPP mode was not a clear priority at that time. The

entire financing scenario was very different from what obtains today and, the question

of “loss in revenue” for a competing project (i.e expressways vis a vis tolled national

highways) was not exactly within the visual cursor of that study.

Fig 8.21: Diversion Curve for Buses




The present study considers PPP mode of implementation of the project. The expressways

analytically would be competing with the rest of the tolled highways and thus, there

would be revenue sharing. This is easily understood. However, what eludes

comprehension at this stage is that each segment of expressway shall be competing with

highways under different conditions of tolling (in terms of concession period, period

already under operation, toll rate etc.) and thus, it would be impossible to evaluate the

extent of competition between segments in real terms. In other words, here is a variable

that cannot be considered at the macro level and hence, this has to be left for case-

specific situations as and when the same is confronted with.

As would be seen, the above condition is most likely to project different toll rates for

different segments of expressway. In reality that may not be a very desirable situation. It

would probably thus, be appropriate to follow a particular toll rate and derive the other

revenue generating elements in a manner so that the projects become individually

financially viable (even there “change of landuse” from agricultural to commercial, for

example, may not be a feasible option). The Consultants, as per the advice of the client,

have applied the Toll Rate as specified under National Highway Fee as a standard

measure for aggregate analysis of financial returns. In fact, the analysis has been carried

out on the basis of tangible and measurable parameters (at the Master plan level) only.

This is logical as this gives a reliable and robust base that can be suitably tailored while

further financial evaluation for specific project segments.

The toll rate has been varied over a wide range for financial analysis keeping the same

base. It could be seen that the FIRR values do not undergo changes through the same

ranges because of such variations. That only goes to prove that returns form toll cannot

be very significant in the overall context. It generally provides a datum for financial

returns. The major part of this shall have to come in the form of VGF and, perhaps other

use rights.

The Diversion Curves developed earlier do not show any point of contra flexure within

reasonable toll rates for toll optimization. The fresh group of Diversion Curves developed

by the CRAPHTS used the same principles as made use of in the earlier study. The values

of the parameters (VOC, VOT etc.) have been modified as per present assessment. Since

the present curves also follow the same philosophy as the earlier ones, these set of curves

too are not amenable to any optimization analysis. It would be appreciated that

developing the curves ab initio was quite beyond the scope of the present study.

Developing the curves all over again will call for detailed surveys with representative

samples under each category of highway and would be a colossal task in itself. The

Master Plan level study as carried out by the Consultants, aimed primarily at connectivity

parameters. Financial viabilities (and prioritization) too may undergo changes due to a

host of reasons in the years to come.




Master Plan of Expressway Network

9.1 Background

The physical features, geographical features, agricultural areas, industrial areas, along

with the data available from the secondary sources, Natural Resources belt and SEZ’s

etc. were considered in detail while planning the network. This chapter provides an

insight into the planning strategy for the study area (entire country) that had duly taken

into account the existing/proposed SEZ’s, mineral belts in the country, future expansion

of major ports etc. These Macro-economic parameters have been considered for

deciding the relative ranking of each state (excepting the Union Territories as well as

the metro cities that had been considered separately). In conjunction, traffic volumes

received from different permanent count stations (classified into different class

intervals) have been plotted along major arterial roads so as to assess the relative

importance of corridor segments which could eventually guide the process of network

identification.

9.2 Export Processing Zones

India accounts for a meager 2.4 percent of the world’s surface area, yet it sustains a

whopping 16.7 percent of the world’s population, numbering to a little over one billion

people residing in 28 states and 7 union territories. The variation in physical geography,

culture, and economic conditions across these states and territories is enormous. Some

states have achieved rapid economic growth in recent years, whereas others have

languished. Road transport is the dominant mode of transport, accounting for 70% of

freight movement and 85% of passenger traffic. The NH network contributes to the

extent of about 2% of the country’s road network, but carries about 40% of total traffic.

Over the last decade, the numbers of automobiles and heavy vehicles have increased

at about 9% and 7.6%, respectively. Most of these national highways are already

severely congested. Internationally, a goods vehicle travels an average of 600–800 km

a day, while on Indian roads, until recently, the average distance covered was only

250–300 km a day. Poor road conditions have negative consequences for road user

costs, road safety, and the quality and frequency of transport services. These also limit

the contribution of roads to nation building, economic growth, and poverty alleviation.

With the advent of the National Expressway Network there will expectedly be a greater

scope of weaning away some traffic from other competing modes with the possibility of

the average trip length being doubled in due course of time. Traffic is a derivative of

economic activities and, while planning a new network of national expressways, this

really becomes the starting point towards deciding the network alignment and

connectivity. To start with, the consultants have considered the export potentials in

various parts of the country. The major export processing zones and major ports in India

in this context are shown in Figure 9.1. The locations just give an indication about the

broad shape of the network that could best serve this facet of our economy.

9




Figure 9.1: Major SEZ and Ports in India

9.3 Mineral Belts in the Country

The mineral belts of the country lie mainly in Eastern and Central parts of India (in States

like Jharkhand, Chattisgarh, Orissa, Bihar, Madhya Pradesh etc). These are also

distributed in some parts of Andhra Pradesh and Maharashtra. Figure 9.2 shows the

major mineral belts within the country. While these indicate the production zones, the

processing zones are also located mostly around such areas. The finished products of

course are consumed in different parts of the country.

The foregoing has been cited just as an indicative approach adapted by the

consultants towards deciding the network pattern for national expressway (also to

maintain continuity with earlier efforts). A detailed account of this is available in the

earlier reports submitted by the Consultants. Suffice it to say that all the relevant

economic parameters have actually been considered by the consultants in a

comprehensive manner for generating a weighted scale describing the status of

-Ports $ - SEZ




development of each state/region. This too has been used towards deciding the

network connectivity warrants. The rationale towards deciding the relative levels of

resourcefulness (in terms of traffic generation) for each state could be seen in the

following.

9.4 Development Matrix

9.4.1 General

A matrix comprising different states in India has been developed and ranked based on

the macro economic parameters, NSDP indices, tourist places and revenues, mineral

belts and natural resources etc. so as to scale the different states in terms of level of

economic activities (and by implication traffic generation potentials). This has been

necessitated in absence of data on commodity flows between different origin –

destination node pairs. However, this has finally been related with the recorded traffic

flows along various segments of national highways passing through each state.

Figure 9.2: Mineral Belts in India




9.4.2 Method adopted for Ranking

All the parameters have been ranked on a 5 point scale. The agricultural yield has been

ranked as per yield per hectare of each state so as to obtain the actual potential yield.

Data on food grain, non food grain productivity as well as the NSDP have been taken

from the Statistical Handbook of the RBI. The major industrial regions as specified by the

Ministry of Industries (GOI) have been given a score of “1” for each major industry and a

score “0.25” for each of the minor ones.

The states having the most number of Class I cities have been assigned a score of “5”

with scores varying proportionately for states with varying number of Class I cities. The

ports have been rated based on two parameters namely, percentage of annual share

of cargo and percentage share of handling of containers. As regards Metro Cities, the

states having Metro Cities have been given a rating of “5” while those without one

given a rating of “0”. Similarly a state having an international airport was given a rating

of “5”. The results have then been grouped under the respective study regions and the

same are presented in the following:

9.4.3 Description of different Zones

9.4.3.1 Zone 1

This zone comprises parts of the South Indian States of Kerala, Tamil Nadu, Karnataka

and Andhra Pradesh. The rankings are shown in Table 9.1 (with respect to all the states

taken together; UTs have not been considered in this).

Table 9.1 : Ranking of States in Zone 1

States Total Points Ranking

Kerala 21.04 15

Tamil Nadu 51.76 3

Andhra Pradesh 54.41 2

Karnataka 45.30 5

The major arterials within this zone catering to more than 20,000 PCU (AADT) as

identified from the secondary data, are NH-17 (Edapally - Panvel), NH-7, NH-47 (Salem-

Trivandrum), and NH-68.

Expressway Alignment

The proposed Expressway alignment passes through the costal area of this region

connecting all the major ports of the region as well some of the prominent cities like

Trichy, Pondicherry, Chennai, Trivandrum, Bangalore etc. The most important feature is

that it could connect Mangalore to Chennai (Via Chennai-Bangalore Expressway)

within 8-9 hours. The proposed Expressway alignment passes largely through the coastal

belt of Kerala which offloads the traffic of NH-47 connecting major cities such as Trichur,

Ernakulam, Trivandrum, Kanyakumari and the like. It also passes through the Tamil Nadu

coastal belt which connects Tirunelveli, Trichy, Pondicherry and Chennai. The proposed

alignment connects Mangalore to Bangalore and Honavar to Bangalore. Some of the

major ports and their accessibility as could thereby be achieved are discussed in the

following:




Major Ports of this Zone

Ennore Port Limited

Commodities handled are mainly POL, Iron ore and thermal coal. Total traffic handled

during the year ending 31.3.2005 was 9.48 million tonnes. The port is expected to handle

traffic of around 47.50 million tonnes by the year 2013-14.

The Ennore Port is now in its second phase of development wherein it is proposed to

develop new terminals for handling coal, iron ore, marine liquid, LNG and container

terminal. The capacity of the port is projected to increase from the present 16 MTPA to

39.5 MTPA by 2010-2011 and will go up to 62 MTPA by 2021-2022. The estimated cargo

projected to be handled through different modes is conveyor- 13 MTPA; pipeline-4

MTPA; rail-20.5 MTPA + 0.25 MTEUs; road – 2 MTPA + 0.75 MTEUs. To meet the increased

demand of traffic the following have already been proposed:

Chennai Port

Commodities handled are mainly POL, iron ore and containers. Total traffic handled

during the year ending 31.3.2005 was 43.81 million tonnes.The port is expected to

handle traffic of around 47.40 million tonnes by the year 2013-14.

Existing Road Connectivity

The present road connectivity is through NH-5 (Chennai-Kolkata), NH-4 (providing

access to Chennai from West), and NH-45 (Chennai- Dindugal). NHAI is implementing

the 30 km stretch for Chennai–Ennore Port Connectivity Project, Chennai - Ennore

Expressway.

Proposed Road Connectivity

Ennore-Manali Road Improvement Project (EMRIP) is being undertaken at an estimated

cost of Rs. 150 crore. It includes shore protection along Ennore Coast, 4-laning of Ennore

Expressway, improvement of Tiruvottiyur-Ponneri-Panjetti road and Manali Oil Refinery

Road, up gradation of Northern Segment of inner ring road leading to the National

Highway.

Cochin Port

Commodity handled is mainly POL. Total traffic handled during the year ending

31.3.2005 was 14.10 million tonnes. The port is expected to handle traffic of around 45

million tonnes by the year 2013-14.


The present road connectivity of the Port is through two bridges – one each on

Mattanchery channel and Ernakulum Channel linking the Port to mainland. There is also

a link road between the Wellington Island and NH-47 bypass.




Future Requirements

Cochin Port is a natural harbour located on the West Coast. The existing Port facilities

are located on the Wellington Island. Two bridges - one on the Ernakulum channel and

the other bridge on the Matte cherry Channel connects the Wellington Island to the

mainland and the Wellington Island to Western Kochi respectively. The bridge

connecting the mainland and Wellington Island is a road –cum - rail corridor. The port

facilities are also connected to the Railway network through an 8 km. long rail line. The

rail connection is also extended to the Ernakulum Wharf and the Mattencherry Wharf.

Railways are in the process of replacing the existing railway bridge across the Ernakulum

Channel, which connects Wellington Island with the mainland.

Road Connectivity

Road connectivity to Vallarapadam is proposed by NHAI in two phases:-

Phase-I

4-laning of 10 km stretch of NH-47 from Vyttila to Aroor at an estimated cost of Rs.100

crore is in the pipeline.

Phase-II

4-Lane NH connectivity to Vallarapadam is being revised taking into account additional

requirement for 2-lane road and bridge up to Vallarapadam.

New Mangalore Port

Commodities handled are mainly POL and Iron ore. Total traffic handled during the year

ending 31.3.2005 was 33.89 million tonnes. The port is expected to handle traffic of

around 43 million tonnes by the year 2013-14.


The present road connectivity of the Port is through NH-48 (Bangalore-Mangalore), NH-

17 (Cochin-Goa-Mangalore) and NH-13 (Sholapur-Mangalore). NHAI is implementing

projects for four laning of NH-17 (Suratkal-Nantur section), NH-48 (Padil-Bantwal section)

and a bypass from Nantur junction on NH-17 to Padil junction on NH-48.

Future Requirements

The traffic of NMPT is projected to increase to 43 MTPA by 2013-14 from the present level

of 33.89 MPTA. Under the NMDP, the Port plans to construct an additional general cargo

berth, develop cruise lounge, develop LNG Bunkering facilities, LNG terminal, container

terminal for transshipment, coal handling facilities for captive users, install SBM for POL

and also develop some additional facilities. In order to cater to the increase in cargo in

coming years, it is necessary to improve the existing road rail connectivity of the port.

For this following projects need to be undertaken:




Road Connectivity

Improvement of NH-13 from Sholapur to Chitradurga was extended from Chitradurga to

Mangalore three years ago. While the stretch between Sholapur and Chitradurga is in

good condition, the stretch between Chitradurga and Mangalore needs to be widened

and strengthened. The stretch between Karkala to Shringeri is a Ghat section. Therefore,

heavy vehicles are not using this route from Hospet - Bellary region to the port. Instead,

they are using the route via Hubli-Karwar to Mangalore and via Chitradurga and from

Tumkur and Hazan to Mangalore. If the Chitradurga- Mangalore stretch NH-13 is

widened and strengthened, the distance will get reduced by 150 km.

Tuticorin Port

Commodities handled are mainly thermal coal and POL. Total traffic handled during the

year ending 31.3.2005 was 15.81 million tonnes. The port is expected to handle traffic of

around 35.20 million tonnes by the year 2013-14.


Present road linkages to the port are through:

(a) 2-lane NH-45 B Tuticorin to Ettaiapuram- Aruppukottai-Madurai

(b) 2-lane NH-7 Tirunelvei to Madurai-Erode, Salem and Bangalore

(c) 2-lane NH7A, Tuticorin to Tirunelveli.

NHAI is implementing a project for four laning of 47.2 km stretch of NH-7A between

Tuticorin and Tirunelvelli. NHAI is to undertake 4-laning of NH 45B under NHDP III.

Future Requirements

The traffic handled at Tuticorin is growing steadily. The traffic at the Port is expected to

increase to 35.20 MTPA by 2013-14 as against the present traffic of 15.81MTPA. The Port

proposes to convert its 8th Berth into a Container terminal. It also has plans to construct

a Coal Berth for NLC-TNEB, up gradation of the existing coal jetty, construct Berth No.9

and Shallow Berths. The port is also identified as one of the Ports for cruise shipping.

While the present road connectivity to the nine CFSs in Tuticorin is good, it would further

improve with four laning of NH7A currently in progress and proposed four laning of

NH45B. Thus, connectivity to CFSs is not an issue with Tuticorin Port Trust. However, to

meet the future requirements arising from increase in traffic, the Port has proposed

undertaking of the following projects for augmenting rail/road connectivity:

Road Connectivity

While all National Highways, State Highways and major district roads providing

connectivity to the Port are already in the process of being widened/improved, the Port

has proposed completion of the projects in the following priority:

(a) 4-laning of NH45B

(b) 4-laning of NH7 between Madurai- Dindugal.

(c) East Coast Road between Tuticorin and Ramanathapuram.




9.4.3.2 Zone 2

This zone comprises parts of South Indian States such as Karnataka, Andhra Pradesh and

the states and UT of Maharashtra, Orissa and Goa. The states’ total points and the

rankings are shown in Table 9.2.

Table 9.2 : Ranking of States within Zone 2


Andhra Pradesh 54.41 2

Karnataka 45.30 5

Goa 19.05 18

Maharashtra 58.53 1

Orissa 20.34 13

The major nodal points of this zone are Mumbai, Vizag, Marmagoa, Nagpur, Panaji,

Surat, Kandla, Ahmedabad, Hyderabad etc. It is observed from the rankings that

Maharashtra has got the highest score after doing the psychometric analysis in a five

point scale. From the secondary data plotted over the existing National Highways it is

found that the congested roads (AADT>20,000 PCU) are NH-9 (Pune-Hyderabad), NH-4

(Pune-Banglore-Chennai), NH-7 (Kanyakumari-Varanasi), and NH-63. The other

important national highway segments in this zone which cater to more than 15,000 PCU

(AADT) are NH-206, NH-13, NH-17 etc. Activities at some of the major ports in this zone

are described in the following:

Mumbai Port

Commodities handled are mainly POL. Total traffic handled during the year ending

31.3.2005 was 35.12 million tonnes. The port is expected to handle traffic of around 45.20

million tones by the year 2013-14.


The Port is well connected to other parts of the country through NH-8 (Ahmadabad),

NH-3 (Delhi & Kolkata), NH-4 (Bangalore), and NH-17 (Goa/Mangalore). Port traffic has

to move through Eastern Express Highway, Western Express Highway and Sion - Panvel

Highway through busy city roads. Anik-Panjorpole Link Road (APLR) project, which is a

part of Eastern Freeway Project, will provide access between Mumbai Port and Southern

parts of Mumbai, Navi Mumbai on the mainland to the East and the Eastern Express

Highway to the North-East.

Future requirements

The traffic of Mumbai Port is projected to increase to 45.20 MTPA by 2013-14 from the

present level of 35.12 MTPA. The expansion proposals for Mumbai Port include

construction of two offshore container terminals having a capacity of 0.8 MTEUs,

redevelopment of Harbour Wall Berths to handle larger and deep drafted general

cargo vessels and a fifth oil berth. The port has plans to develop facilities for coastal

ships. With a view to ensure smooth flow of traffic and to meet the future requirements,

the Port has proposed the following for improving connectivity:




Jawaharlal Nehru Port

Commodities handled are mainly through containers. Total traffic handled during the

year ending 31.3.2005 was 32.81 million tonnes. The port is expected to handle traffic of



The port is connected through:

(a) NH-4B to the Mumbai-Pune Expressway

(b) Mumbai-Goa Highway (NH-17)

(c) SH-54 to Navi Mumbai, Thane, Nasik, Ahmadabad.

Future Requirements

JNPT has been steadily growing as a major container hub port in this part of the world.

The port has already crossed 2 million TEU mark and accounts for about 58% of total

container traffic of the country. JNPT has already signed concession agreement for

taking up development of third container terminal on BOT basis with a capacity of 1.3

million TEUs. JNPT has plans to develop the 4th and 5th terminals in the near future. The

port is likely to handle about 73 million tonnes by 2013-14. As per recent traffic survey

and traffic forecasting studies, it is estimated that the peak traffic volume generated

due to port activity would be to the tune of 3668 PCUs per hour by 2015-16. This would

require corresponding augmentation of road connectivity of the port.

Road Connectivity

To avoid the longer route via NH-4B from Panval to JNPT for traffic to/from Southern

States, the link road via Khopta-Koproli-Kalambusare-Chirner-SaiKharpada needs to be

widened and strengthened. There is a need to have a separate access bypassing

Thane and Mumbra City, connecting Nasik and Ahmedabad Highway through NH-3

and NH-8 respectively as road passing through Mumbra and Thane gets damaged

during monsoons and traffic movement is severely affected.

Visakhapatnam Port

Commodities handled are mainly POL and iron ore. Total traffic handled during the year

ending 31.3.2005 was 50.15 million tonnes. The port is expected to handle traffic of



The Port is connected to NH 5 via GNT Road (17 km), Gnanapuram-Thatichetlapalem (9

km), Alipuram- Railway Station - Thatichetlapalem (9 km), Naval Dockyard and Industrial

by-pass Road (15 km).

Future Requirements

The cargo traffic at this port is predominantly rail borne. Out of 50.15 MT, 32.9 MT (65%) is

moved by rail from/to various places of primary and secondary area comprising states

of Chhattisgarh, Jharkhand, Bihar, Uttarnchal, UP, Maharashtra, Orissa, West Bengal and




Punjab. The port also serves tertiary service area of Haryana and J&K. The remaining

cargo is moved by pipeline/road.

9.4.3.3 Zone 3

This zone comprises parts of the States of Orissa, Chhattisgarh, West Bengal, Jharkhand,

Sikkim, MP and Bihar. The states total points and the ranking are shown in Table 9.3.

Table 9.3 : Ranking of States within Zone 3


Madhya Pradesh 26.62 12

Orissa 20.34 16

Chhattisgarh 18.52 19

West Bengal 43.59 6

Jharkhand 22.70 14

Bihar 27.84 11

The major nodal points of this zone are Kolkata, Ranchi, Bhubhaneshwar, Raipur,

Bilaspur, Durg, Rourkela, Paradeep Port, Haldia, Durgapur, Dankuni, Patna and

Gangtok.

From the secondary data plotted over the existing National Highways it is found that the

congested roads (AADT>20,000 PCU) are NH-2 (Delhi-Kolkata) and NH-6 (Dhule-Kolkata).

The other important roads in these zones are NH-5, NH-43, NH-23 etc.

Paradeep Port

Commodities handled are mainly iron ore, thermal coal, cooking coal and fertilizers.

Total traffic handled during the year ending 31.3.2005 was 30.10 million tonnes. The port

is expected to handle traffic of around 71 million tonnes by the year 2013-14.


The port is linked to NH-5 through a 2 lane road from Chandikhol at a distance of 80 km.

This connection is through NH 5A and at Cuttack through SH 12.

Future Requirements

Orissa is attracting huge investments particularly in the mineral sector. With the setting

up of 36 steel plants, 3 aluminum plants and one refinery, the traffic requirement will

increase manifold. The adjoining land locked states of Jharkhand and Chhattisgarh are

also attracting huge investments. Paradeep is the only deep draft port to cater to

traffic relating to the projects in Orissa and neighboring states.

Kolkata Port - Kolkata Dock System (KDS)

The main commodities handled are POL, Iron ore, containers and other cargo. The total

traffic handled during the year ending 31.3.2005 was 9.95 million tonnes. The port is

expected to handle the traffic of 16.60 million tonnes by 2013-14.





KDS is located at a distance of 10 km from the junction of NH2 & NH6 and at a distance

of 25 km from the junction of NH34 and the Airport.

Future Requirements

The traffic of KDS is projected to increase to 16.60 MTPA by 2013-14 from the present

level of 9.95 MPTA. The expansion proposals for KDS include development of a full

fledged cargo facility at Saugar, construction of two additional virtual jetties/mooring

facilities at Saugar and transloading of dry bulk cargo and installation of a floating

terminal for containers at Sand heads. With a view to ensure smooth flow of traffic and

to meet the future requirements of the projected increase in traffic, the Port has

proposed undertaking the following proposals for improving the connectivity of KDS:

Road Connectivity

At present, cargo to/from Northern, Southern hinterland moves from junction of NH-2

and NH-6 through Second Hooghly Bridge (Vidyasagar Sethu). KDS is planning to

construct cargo handling jetties at Diamond Harbour which is70 km downstream from

Kolkata. This would help handling of bigger vessels with heavier parcel load as the

draught there is deeper. The proposed site is close to the Diamond Harbour road-since

rechristened as NH 117.

Kolkata Port - Haldia Dock Complex (HDC)

Commodities handled are mainly POL, iron ore, fertilizers & minerals, thermal coal,

coking coal, containers and other cargoes. Total traffic handled during the year ending

31.3.2005 was HDC- 36.21 million tonnes. Traffic of 56.74 million tonnes is expected to be

handled by 2013-14.

Future Requirements

The traffic handled at HDC is growing steadily. The traffic of HDC is expected to

increase to 56.74 MTPA by 2013-14 as against the present traffic of 36.21 MTPA.

9.4.3.4 Zone 4

This zone comprises parts of the States of Bihar, Madhya Pradesh, Uttar Pradesh,

Rajasthan Uttaranchal, Haryana and Punjab (UTs like Delhi and Chandigarh have been

considered as separate entities in this case). The rankings of the States are shown in

Table 9.4.

Table 9.4: Ranking of States within Zone 4


Madhya Pradesh 26.62 12

Bihar 27.84 11

Uttar Pradesh 40.24 9

Punjab 41.13 8

Haryana 46.51 4

Himachal Pradesh 19.17 17

Rajasthan 28.98 10




This zone is one of the wealthiest zones in terms of agricultural yield and there is no

coastal belt in this region. It can be observed from the ranking that Punjab and Haryana

stand ahead of the others as per this ranking system. The major nodal points of this zone

are Ambala, Chandigarh, Amritsar, Pathankot, Ludhiana, Delhi, Meerut, Muzzafarnagar,

Shimla, Udampur, Kanpur, Unnao, Lucknow, Gwalior, Jaipur, Jhansi, Varanasi, Haridwar,

Dehradun, Mussorie, etc.

From the secondary data plotted over the existing National Highways it is found that the

congested roads (AADT>20,000 PCU) are NH-1, NH-2 (Delhi-Kolkatta), NH-8

(Ahmadabad-Delhi), NH-11, NH-12 and NH-7. The other important roads in this zone are

NH-15, NH 3 etc.

9.4.3.5 Zone 5

This Zone comprises parts of Rajasthan and northern parts of Gujarat. Rankings and

major roads within this zone have already been discussed earlier in this note.

9.4.3.6 Zones 6 & 7

These zones consist of Jammu & Kashmir and North Eastern States. Data on traffic

volumes from permanent count stations could not be made available by the

concerned state units of the MoRT&H. However, expressway alignments have been

proposed for these zones on the basis of locational attributes of nodal points and

existing arterial links. In the overall rankings of states, J&K and the North – Eastern States

actually have low scores. For the same reason it may be necessary to provide proper

high level road connectivity for these states (towards propelling to higher levels of

economic activities) as may be permitted by topographic and terrain conditions.

The traffic intensity at major arterial network which is plotted over existing major arterial

roads is shown in Plate 9.1. The development matrix and its ranking is placed in the

Annexure I.

9.5 Master Plan for National Expressway Network

The foregoing describes some of the control parameters that eventually dictate

formulation of the Master Plan for the national network of expressways. In conjunction

with observed volumes of traffic along the existing corridors, such parameters offer a

fairly robust base for drawing up the network of expressways in a manner that is

technically feasible and socio - economically desirable. These above mentioned

parameters give a consolidated statement that has been used as a guide by the

consultants towards drawing up the national network of expressways for India. It could

be noted that the total length of the expressway network works out to be 18,637 kms.

(broadly complying with the requirements projected in the TOR). The proposed National

Expressway Network derived on the basis of the parameters described above is shown

in Plate 9.2.




Plate 9.1 : Traffic intensity along major arterial roads




Plate 9.2 : Proposed National Expressway Network




Comments from Different States

10.1 General

The consultants have received the comments from 11 states (copies placed at Annexure II). It

is generally observed that the requirements/suggestions projected by the States are very State

specific. The Consultants have made an effort to integrate such requirements into the National

Network that has been developed on the basis of a host of parameters broadly following the

cap on the network length. Following is a brief discussion eliciting the method adapted by the

Consultants towards resolving the relevant issues:

10.2 Comments from States and Compliance thereof

i) Bihar (Comments)

State Capital must be connected with cities of the countries through the Expressway.

Accordingly State capital Patna should be connected with Kolkata, Ranchi and Bhubaneswar

through Expressway.

Compliance

The expressway network proposed by the Consultants would connect Kolkata to Patna via Bokaro and Dhanbad wherefrom it would take on the Kolkata- Dhanbad Expressway (Under NHDP Phase VI).Patna-Ranchi and Patna-Orissa are already mentioned in the proposed alignment. Figure 10.1 shows the mentioned alignment.

10

Fig 10.1 Alignment of National Expressway Through Bihar




ii) Chhattisgarh (Comments)

Chhattisgarh is a fast growing state but has relatively poor inter-state connectivity. It has also

been deprived of the Golden-Quadrilateral, North-South and East-West corridors. The

development in the northern & southern parts of the State is at a slower pace and also suffers

from severe Naxalite problems. A broad overview of the report submitted reveals that the

above facts have been overlooked and development in the central region of Country is

neglected

Compliance

The total length of National Expressway proposed through Chhattisgarh is about 900km. It would connect Jagdalpur (extending up to Chhattisgarh / Orissa Border) to Ambikapur (610Km) via Raipur and Bilaspur (extending up to Chhattisgarh / UP Border) in the north – south direction. It is proposed to be aligned parallel to NH 6 in the east – west direction covering a length of 314Km through the state. This being a land locked state, the Consultants have taken special care to ensure proper connectivity through expressway network for the same. Figure 10.2 shows the National Expressway Network through Chhattisgarh.

Fig 10.2 Alignment of National Expressway through Chhattisgarh




Comments

The stretches between Nagpur-Raipur (260 kms) and Raipur- Khargpur (750 kms.) have been

taken in phase III of scenario I, where as the stretch of Allahabad-Bilaspur-Raipur has not been

considered in any of the two Scenarios.

Compliance

A reference to Table 12.3 would show the Allahabad-Bilaspur-Raipur segment that may be taken up on Annuity basis for Scenarios 1 & 2. Comments

Phase2-Allahabad–Bilaspur–Raipur

Compliance

The deciding factor for considering the stretches in Phase 1, 2 or on Annuity mode is based on the present level of traffic as revealed by the traffic counts. However, if the traffic level changes significantly in future, there is always this flexibility to have a modified prioritization for construction.

Fig 10.3 Phase wise National Expressway Network

iii) Gujarat (Comments)

The Stretch from Nagpur-Raipur (260 kms) under Scenario II is taken in phase II which has

enough potential to be considered in phase I. Also, the stretch of Allahabad-Bilaspur-Raipur

(640 kms.), which is taken under Annuity mode should be included in phase II on BOT mode

implementation. The proposal is therefore being made as per sheet enclosed.

As such, the prioritization of National Expressway Network under Scenario I & II is requested to

be re-assessed.

Phase1- Nagpur – Raipur

Phase2- Raipur – Kharagpur




State is planning for 15 Expressway Corridors. Figure 10.4 shows the expressway corridors as

proposed by the State. The list of expressways is attached in the Table 10.1.

Fig 10.4: Expressway Corridors proposed by the State

Table 10.1: Expressway proposed by the State

S.No Corridor Name Importance of Corridor 1 Rajasthan Border - Himatnagar -

Ahmedabad - Vadodara - Bharuch - Surat - Navsari – Mahrashtra Border (Existing NH8)

• Part of NHDP-GQ. • Establishes Connectivity of

Northern India with West/South India through Mumbai.

• Full length falling under DMIC. • SEZ's almost all along the length across

the state. • South Gujarat Ports parallel to corridor.

2 Ahmedabad - Godhra- Dahod - MP Border (Existing NH59)

• Establishes Interstate Connectivity. • Part length falling under DMIC. • Connects SEZ's in Ahmedabad-

Gandhinagar region. 3 Dahej - Bharuch - Mahrashtra Border

(Existing State Highway) • Establishes Interstate Connectivity. • Part length falling under DMIC. • Connects Ports - SEZ's in Bharuch-

Dahej region. • Connects Investment Area Bharuch-

Dahej. 4 Hazira - Surat - Mahrashtra Border

(Existing NH6) • Establishes Interstate Connectivity. • Part length falling under DMIC. • Connects Ports - SEZ's in Surat-Hazira




region. 5 Chikhali (NH8) - Vansada - Ahwa -

Maharashtra Border (Existing State Highway)

• Establishes Interstate Connectivity. • Part length falling under DMIC.

6 Ahmedabad - Mahesana - Palanpur (Existing State Highway) - Rajasthan Border (Existing Part of NH14)

• Establishes Interstate Connectivity. • Full length falling under DMIC. • Connects SEZ's in Ahmedabad-

Gandhinagar region. • Connects Investment Area Mahesana-

Palanpur. 7 Gandhinagar. - Ahmedabad (NH8C)

- Rajkot - Gandhidham - Mundra - Mandvi (NH8A)

• Establishes vital regional Connectivity. • Part length falling under DMIC.

But Close to Ahmedabad-Dholera Special Investment Region.

• SEZ's almost all along the corridor. • Connects Major port of national

importance Kandla, also Mundra. 8 Palanpur - Radhanpur (NH14) -

Samikhiyali (NH15) • Establishes Regional, Interstate and

Port Connectivity. • Part length falling under DMIC. • Connects SEZ's. • Connects Investment Area Mahesana-

Palanpur. 9 Rajkot - Porbandar (Existing NH8B) • Establishes Regional and Port

Connectivity. • Connects SEZ's.

10 Dwarka - Jamnagar - Morbi - Maliya (Existing. State Highway)

• Establishes Port Connectivity. • Connects SEZ's. • Accessible Coast Line.

11 Ahmedabad - Bhavnagar (Existing State Highway)

• Establishes Regional and Port Connectivity.

• Full length falling under DMIC. • Connects SEZ's. • Connects Special Investment Region

of Ahmedabad- Dholera. 12 Bhavnagar - Pipavav - Veraval -

Porbandar – Dwarka (Existing NH8E) • Establishes important Coastal .and

Port (18 nos) Connectivity and Connects SEZ's along the corridor.

13 Express way around Ahmedabad - Gandhinagar Capital Region

• Through connectivity for traffic destined to port

Compliance

Gujarat already has the benefits of the Golden Quadrilateral and East-West Corridor that connect Mumbai-Surat-Ahemedabad-Guj/Rajasthan and Porbandar-Samkhiali-Palanpur – Guj / Rajasthan Border respectively. Development of Mumbai-Vadodara Expressway is in progress under NHDP VI and Vadodara - Ahemedabad Expressway has been in operation for some time. In addition the Consultants have proposed Kandla-Rajkot, Rajkot-Ahmedabad, Surat-Kolkata and Ahmedabad-Ratlam stretches under the National Expressway Network. Figure 10.5 shows the proposed expressway network through the State of Gujarat.




Fig 10.5: Alignment of Proposed National Expressway through Gujarat

iv) Karnataka (Comments)

The Stretches of Mysore-Kozhikode (215 Km) and Honnavar-Shimoga (160Km) may be dropped

and the stretch of NH-63 from Chitradurga to Karnataka border near Bijapur may be taken up

Compliance

The stretch of Mysore-Kozhikode has been deleted from the final network The stretch Honavar-Shimoga has been retained in new of comprehensiveness of the

total network The stretch NH-63 does not connect Chitradurga. In the final Master Plan proposed

National Expressway connects Chitradurga-Bijapur along an alignment running parallel to NH-13.

Comments

Chitradurga-Sholapur:The Chitradurga-Sholapur stretch can be considered for Expressway with

the approximate length of 400 Km instead of 240Km as given in table 12.1 & 12.2. Compliance

The observation has been noted and corrected length incorporated in the Final Report.




Comments

Most of the Stretches considered for expressway provide the connectivity to the important

cities in the state except the North Karnataka cities like Raichur, Gulbarga & Bidar. Otherwise

the proposed network of Expressways is generally in order.

Compliance As mentioned elsewhere in this Report, the total length of the expressway network has a cap and it is to be seen in the National Context. The State specific projects definitely bear relevance but then when the network has to be planned at the National Level only those segments that qualify on the basis of planning indices amongst the various competing segments could be considered for implementation under the given programme. Figure 10.6 shows the proposed National Expressway alignment in the Karnataka State.

Fig 10.6: Alignment of Proposed National Expressway through Karnataka




v) Kerala (Comments)

In the proposal the stretches of Mysore – Kozhikode and Kollam – Teni are also included to be

taken up at a later stage. This may be agreed to as it would provide better connectivity of

National Expressway Network.

Compliance

The Stretch Kozhikode –Mysore and Kollam - Teni stretches pass through the most Sensitive Zones of the area and hence these have not been considered at this of the study. Besides traffic indices also do not reveal the need for immediate provision of expressway links. It is of course a fact that these would improve the overall connectivity but then, these shall have to be considered only in the future. Kerala (Comments) The route through which the Thrissur to Kanyakumari is fixed is not known. It is presumed that it

will be through non sensitive/moderately sensitive zones. The requirement of extending the

National Expressway reach from Thrissur to Kasargod and Mangalore may be stressed for. Figure

10.7 shows the expressway corridors proposed by the State.

Compliance The expressway alignment proposed by the Consultants passes through the least sensitive area. Kasargod and Mangalore are already efficiently connected. The expressway alignment proposed by the Consultants meets with the indices that have been used for planning the National Network. Figure 10.8 shows the proposed alignment of National Expressway.

Fig 10.7: Expressway Corridors proposed by the State




Fig 10.8: Alignment of Proposed National Expressway through Kerala

vi) Madhya Pradesh (Comments)

We propose that the following lengths of National Highways be included in the proposed

Expressway Network.

a) NH-12 starting from Rajasthan border via Bhopal – Jabalpur – Mandla – Chilpi NH No.12

& 12A

b) NH-7 from UP border crossing Rewa-Katni-Jabalpur and finally joining North-South

Corridor at Lakhnadon.

c) Maharashtra Border-Sendhwa-Khalgat-Indore-Shajapur-Biaora-Guna-Shivpuri-Gwalior-

UP Border NH No.3.

Compliance

a) It follows an alignment parallel to NH 12 up to Obaidullaganj. b) The alignment connecting Rewa-Katni-Jabalpur has already been considered c) The same has been considered under the proposed expressway network Figure 10.9 shows the National Expressway alignment passing through Madhya Pradesh




Fig 10.9: Alignment of National Expressway proposed through Madhya Pradesh

vii) Pondicherry (Comments)

Alignment is OK (Option 2)

Compliance Figure 10.10 shows the proposed National Expressway in the Pondicherry region.

Fig 10.10: Alignment of National Expressway through Pondicherry




viii) Punjab Comments

Alignment is OK (Conveyed through Telephone).

Compliance

Figure 10.11 shows the proposed National Expressway in the Punjab region.

Fig 10.11: Alignment of National Expressway proposed through Punjab

ix) Rajasthan (Comments)

The Expressways suggested are :

a) Jaipur-Delhi Expressway (New alignment)

b) Jaipur – Agra Expressway

c) Jaipur – Kishangarh-Beawar-Udaipur-Ahemdabad (NH-8) Expressway

Compliance

The alignment Delhi-Jaipur-Kishangarh-Beawar-Udaipur-Ahemdabad comes under Golden Quadrilateral. Jaipur-Kishangarh Expressway is already in existence. The Consultants endeavoured to connect the hitherto unconnected areas and open up new avenues of economic upliftment. Jaipur-Agra Expressway has been considered in the proposed alignment. Figure 10.11 shows the proposed Expressway alignment within the State.




Fig 10.11: Alignment of National Expressway proposed through Rajasthan

Comments

There is a small mismatch between National Expressways Network proposed in Chapter 9 at

Plate 9.2 and Network proposed in chapter 12 at Plate 12.4 and Table 12.1 to Table 12.3.The

alignment given in Chapter 12 is more suitable.

Compliance

The observation has been noted and the alignment corrected as Pali-Chittorgarh-Indore.

Comments

The following additional stretches may be included in National Expressway Network:

a) Jaipur-Lalsot-Sawaimadhopur-Itawa-Mangrol-Baran-Raghaogarh(M.P.) Road : this network

will compliment/supplement the North-South Corridor.

b) Sirohi-Pindwara Road: It will connect the National Expressway Network with East West

Corridor and then this network will compliment/supplement the present NH Network.

c) Jodhpur-Barmer Road: Looking to the oil reserve in Barmer area and proposed refinery

there, it will become an important economic center. This connection will link this area with

National Expressway Network.

Compliance As mentioned elsewhere in this Report, the total length of the expressway network has a cap and it is to be seen in the National Context. The State specific projects definitely bear relevance but then when the network has to be planned at the National Level only those




segments that qualifies on the basis of planning indices amongst the various competing segments could be considered for implementation under the given programme. x) Uttar Pradesh (Comments)

The Expressways suggested for the proposed National Expressway Network are

a) Panipat-Najibabad b) Najibabad-Rampur-Lakhimpur-Ghazipur c) Mathura-Budaun-Bareilly-Pillibhit d) Mahoba-Fatehpur-Gonda e) Orai-Kannauj-Sitapur-Lakhimpur a) Allahabad-Azamgarh-Krishnanagar-UP/Nepal Border

Compliance The proposed alignments for National Expressway Network are

a) Delhi-Muzaffar Nagar-Haridwar b) Haridwar-Rampur-Bareily-Bahraich-Gonda-Sultanpur-Allahabad-UP/MP Border c) Allahabad-Raipur d) Etwah-Bahraich e) Agra-Etwah

Most of the places mentioned by the State have been covered in the proposed alignment. Certain additional links have also been proposed by the consultants on the basis of their findings. Figure 10.12 shows the proposed Expressway alignment in the Uttar Pradesh region.

Fig 10.12: Alignment of National Expressway proposed through Uttar Pradesh




xi) Mizoram (Comments)

The Expressway Suggested for Silchar-Aizwal-Lunglei of NH-54 of length 420 km to be taken up

as Expressway.

Compliance

No Traffic data was made available for this State.




Economic Evaluation

11.1. Approach

The Expressway network under evaluation involves alternative roads for long distance

traffic in the form of existing National Highways and other roads. The benefits from road

investments are essentially due to the difference in the total transportation costs with

the proposed improvements having been undertaken (i.e. with project), compared to

that with the do-nothing option (i.e., without project). Economic evaluation of a project

takes into account all the related costs and benefits to the society. In case of a road

project, the benefits accrue to the road users, in the form of vehicle operating cost

savings and time savings, and also to the society in general, in the form of socio-

economic development of the project road influence area, while the improvement

costs are primarily borne by the road owning agency.

Transportation costs over the period of analysis for the “with project” option, consist of

cost of construction, cost of maintenance of facility in the future (routine and periodic

maintenance) and road user costs to be incurred in the future (mainly vehicle operating

costs and other time-related costs). For the “without project” option, the transportation

costs will include the cost of maintenance of the existing facility and road user costs

incurred over the period of analysis. The combined road construction and maintenance

costs might be higher in the “with project” option, but this is expected to be more than

offset by the lowering of the road user costs. In the economic evaluation, the total

transportation cost during the project life (i.e. road improvement and maintenance

costs and road user costs) is compared for the “with project” and “without project”

options.

The savings in transportation costs “with project” vis-à-vis “without project” are the

benefits to the society from the investment for road improvement. Both the benefits and

costs over the analysis period are discounted to the base year for being compared. The

results of the economic analysis are expressed by the following standard measures to

evaluate the economic viability of the project:

• Net Present Value (NPV);

• Economic Internal Rate of Return (EIRR);

The NPV is the sum of the discounted stream of project costs and benefits during the

project life. A project with a positive NPV, taking into account the discount rate is a

measure of its economic viability. The EIRR represents that discount rate at which the

NPV of the project would be equal to zero. Projects with EIRR above the cut-off point

are treated as economically viable.

The Highway Development and Management Model (HDM-4), Version 1.3 has been

used for carrying out the economic evaluation of the Project. This is a widely used tool

for economic evaluation of highway investments.

11.2 Economic Parameters

11.2.1 Standard Conversion Factors

The market prices used as inputs for Project road improvement costing reflect the prices

in financial terms, whereas economic costs represent the true cost of resource

11




consumption of those inputs. For the purpose of economic analysis, the financial costs

have been converted into the economic costs using standard conversion factors. The

conversion factors are based on consideration of transfer payments and also on the

identification of non-traded or intermediate goods. For example, taxes paid on goods

and services are costs to the domestic consumers. However, from the national

economic view point, taxes are transfer payments from the consumers to the

government and not economic costs. For other items standard conversion factor of

0.80 was used.

11.2.2 Economic Analysis Parameters

The following project implementation and investment schemes have been considered

for the HDM-4 Model input data:

Analysis Period : 23 years

Construction Period : 3years

Investment Schedule : 1st Year : 20%

2nd Year : 40%

3rd Year : 40%

Salvage Value : 15%

Discount Rate : 12%

11.2.3 Project Cost

The project cost for the section has to take account of all expenditure over the life of

the project and therefore includes:

• Initial construction cost

• Annual routine maintenance cost

• Periodic maintenance cost

The Capital costs, in financial terms at the prevailing market prices have been

computed as at the end of current financial year. The foreign exchange component in

the total capital cost is zero, as all material, machinery and labour are available in

India. Standard Conversion factor of 0.80 is used for converting market prices of road

construction and maintenance inputs into economic costs.

11.2.4 Results of Economic Evaluation

The economic evaluation of the Project road has been carried out using the HDM-4

Model. Modelling exercise on the computer was carried out at the level of road

segments. The economic Internal Rate of Returns (EIRRs) for the project roads have

been derived by comparing “with improvement” and “without improvement” project

options. The Net Present Values (NPVs) have been calculated at 12% discount rate. The

results of the economic evaluation are summarized in Table 11.1 and the details of the

results showing benefits and costs are presented in Annexure III.




Table 11.1: Results of Economic analysis

Category IRR NPV (in Rs Million)

Less than 5000 1.18% (13,515.24)

5000-10000 5.77% (8,788.59)

10000-15000 12.74% 1,244.36

15000-20000 14.99% 5,433.14

20000-25000 16.99% 9,383.18

It is seen that the Expressways are economically viable with average daily traffic

upward of 10000PCUs during the base year.




Financial Analysis

The financial viability study of a project aims at ensuring that the project is financially

viable in that sufficient funds are available to cover the cost of implementing the

project according to the planned schedule as well as generates adequate returns to

principals involved. The financial study gains relevance and importance when a project

is to be developed through Public-Private Partnership, using a Build, Operate and

Transfer (BOT) process or any of its variants. The financial viability analysis of this project

has, therefore, been carried out taking into consideration the factors that affect its

implementation as either a Public-Private Partnership (PPP) project or as a

Government/Public Enterprise undertaking.

Financial appraisal was carried out with the objective of determining a scenario under

which a project would achieve the greatest financial return, thereby making it an

attractive investment proposition to all concerned.

The financial feasibility study attempts to evaluate the monetary costs of project

implementation and operation, estimated revenues from the project over a

predetermined contract / concession period. The analysis focuses on the annual cash

flows arising from the project, as well as forecast yearly profit and loss accounts and

balance sheets in order to determine profit and tax implications with greater accuracy.

Finally the Internal Rate of Return (IRR) of net cash flow has been determined in order to

understand the extent of financial return available to investors.

When an infrastructure project is intended for development on a commercial basis, the

achievement of comfort of the various stakeholders in the project plays a crucial part in

determining the success of the project. The key stakeholders in an infrastructure project

being developed on a commercial basis include the Government, the Potential Bidder

or Developer, Equity Investors and Lenders. Each one will approach the project

financial appraisal in a slightly different manner and with different objectives, as are

described below:

The Government will tend to estimate the monetary costs and benefits as the first stage

of an overall economic appraisal. The financial appraisal allows it to test whether

project cash flows alone are likely to give a sufficient financial return to a private sector

sponsor or whether a contribution in the form of grant / subsidy will be required from the

public sector.

Potential sponsors or bidders will look at both the operational and financial cash flows in

order to check the project’s financial viability and to assess whether the company will

be able to meet all its financial obligations, including debt service. From the financial

appraisal, the potential bidders will seek to estimate the size of any funding gap that

may have to be met by Government or Public Sector enterprise in the form of grant or

subsidy.

Equity investors will need to be satisfied that the project’s expected equity return on

investment is acceptable in comparison with returns they could obtain from other

investments with similar risk.

12




Lenders will want to be satisfied that the project will be able to service its debt with

sufficient allowance to cover any contingencies. They will normally require that the

sensitivity analysis, considering different risk structures, should always show a sufficient

debt service coverage ratio to ensure uninterrupted debt servicing over the term of the

loan. While some lenders may be content to examine the sponsor’s financial appraisal

and test the assumptions underlying the project’s financial feasibility study, other

financial institutions will wish to undertake their own independent appraisal.

12.1 Approach

The financial viability analysis has accordingly been carried out on the basis of a typical

configuration of 4 lane expressway with construction, operations & maintenance cost

estimates, traffic forecasts, and toll rates as described elsewhere in this report. The

possible concession period for the project has been arrived at on the basis of the return

offered by the project (for commercial development) in terms of the IRR for the time

interval considered.

Analysis has been carried out by projecting the profit and loss statement and cash flow

statement over the concession period of 20 and 30 years. The approach is to examine

the viability of the project on a stand-alone basis and with Grant varying from 20 to 40

% (50% for capital Cost and 50 % for O&M) by the government and for annuity bases.

The Return of Equity (ROE) representing the return to the BOT operator has been

calculated from the projected cash flows as the internal rate of return (IRR) of the

investments made by the private investor and the free cash flows accruing to the

investor over the concession period. A minimum return of 15% can be considered the

cut off for considering the project viable for BOT, though this is a subjective assessment.

The options considered for the projects are as follows; Base case Scenario with Concession Period of 20& 30 years

With 20% and 40% viability gap funding for Concession Periods of 20&30 years

Annuity Model

Varying toll rates (normal, 50% higher and 100% higher) for above cases

12.2 Major Assumptions

12.2.1 Project Capital Cost

The civil work cost has been broadly estimated at Rs 14 Crores per km for 4 lane

expressway and Rs.20 Crores per km for 6 lane expressway. The analysis has been

carried out for a typical unit of 100 km segment of expressway. The project cost break

up for 4 lane and 6 lane facilities are presented in Tables 12.1 – 12.2. The base cost has

been worked out for the year 2009-10, Consequently, escalation over the base year

prices has also been factored in @ 4.5% p.a. for the years of construction.




Table 12.1: Project Capital Cost (excluding IDC & FC) for 4 lane expressway

S.

No. Description Rs. (Crores)

1 Cost of Civil Construction ( including escalation) 1476.73

2 Contingencies @3% on Cost of Civil Construction 44.30

3 Engineering Procurement & Construction (EPC)

Cost 1521.04

4 Supervision Charges @6% on EPC Cost 91.26

5 Agency Charges @ 1% of EPC Cost 15.21

6 Total 1627.51

Table 12.2: Project Capital Cost (excluding IDC & FC) for 6 lane expressway

S.

No. Description Rs. ( Crores)

1 Cost of Civil Construction ( including

escalation) 2109.62

2 Contingencies @3% on Cost of Civil

Construction 63.29

3 Engineering Procurement & Construction

(EPC) Cost 2172.91



6 Total 2325.01

12.2.2 Construction Schedule

Construction period has been estimated to stretch over 3 years i.e. commencing from

2009-10 to 2011-12, and the capital expenditure is spread over the construction period

in the ratio of 20:40:40.

12.2.3 Funding Options-Debt-Equity

It has been assumed that the project would be funded through loan and equity at 70:30

ratios. Infusion of debt and equity is taken on a pro-rata basis during the construction

period.

12.2.4 IDC and Financing Chargers

Based on the component borrowed, an element of interest during construction (IDC) at

the prevailing interest rate of 9% has also been added to the project cost and Debt &

Equity components accordingly. Financing chargers at the rate of 2 % of the Debt has

been considered for the analysis. The resulting project costs (for a typical project road

length of 100 kms) are given in Tables 12.3 - 12.4.




S. No. Description Rs. (Crores)

1 Cost of Civil Construction( including

escalation) 1476.73


Construction 44.30


(EPC) Cost 1521.04



1627.51

6 Interest During Construction (IDC) @9% p.a.

on Debt Component 131.48

1758.99

7 Financing Charges @2% on Debt Component 24.63

Total Project Cost 1783.61

Say 1784

S.

No. Description Rs. (Crores)

1 Cost of Civil Construction( including

escalation) 2109.62


Construction 63.29


(EPC) Cost 2172.91



2325.01

6 Interest During Construction (IDC) @9% p.a.

on Debt Component 187.82

2512.84

7 Financing Charges @2% on Debt Component 35.18

Total Project Cost 2548.02

Say 2548

Table 12.3Project Cost for Four Lane Expressway

Table 12.4Project Cost for Six Lane Expressway




12.2.5 Term Loan

Repayment of the loan is assumed on a quarterly basis over a period of 10 years with a

moratorium on principal repayment during construction period, i.e. 36 months as per

existing norms.

12.2.6 Tollable Traffic Levels

The traffic details are available elsewhere in this report. There are four categories of

traffic which had been estimated for various expressways and, as these expressways

would be carrying the divertible traffic, the traffic levels would vary according to the

toll levels. The summary of traffic levels for different categories of traffic are summarized

in Tables 12.5 - 12.7.

Table 12.5: Traffic levels for normal toll rates

Class Interval Cars Buses Trucks PCUs

Less than 5000 805 193 894 4066

5000-10000 1273 350 1750 7573

10000-15000 2988 719 2274 11967

15000-20000 2509 681 4520 18112

20000-25000 1040 850 6321 22553

Above 25000 3771 1595 10840 41076

Table 12.6: Traffic levels with 50% higher toll rates


Less than 5000 805 193 894 4066

5000-10000 1241 334 1657 7214

10000-15000 2914 687 2153 11434

15000-20000 2203 696 4437 17602

20000-25000 797 749 6910 23774

Above 25000 3677 1524 10265 39044

Table 12.7: Traffic levels with 100% higher toll rates

12.3 Toll Rates

The proposed toll rates are according to Ministry’s toll rates and guidelines on annual

escalation (ref. Table 12.8).


Less than 5000 767 176 804 3707

5000-10000 1213 319 1574 6892

10000-15000 2847 655 2045 10947

15000-20000 1677 747 4512 17454

20000-25000 778 714 6563 22609

Above 25000 3593 1453 9750 37202




Table 12.8 Toll Rates as Specified by the Ministry

For calculating the actual toll revenues, the corresponding length of the contract

packages has been considered. The toll has been proposed thereafter, to escalate

annually based on the Wholesale Price Index (WPI).

12.4 Income Tax

Section 80 IA of the Income Tax Act, 1961 (IT Act) as applicable from April 1, 2002 states

that in computation of the profit of an undertaking of an eligible business1 a deduction

equal to 100% of the profits of the business would be allowed to the undertaking. This

deduction is allowed for a period of 10 years out of a block of 20 years. The 20 years

are to be calculated from the date of commencement of commercial operations of the

undertaking, which in this case would be the commencement of the concession period.

The block of 10 years needs to be a continuous period. Thus from any year in which the

undertaking chooses, it may decide to avail the above benefit and no tax would be

payable by the undertaking in that year and for the next nine years.

As the company would be earning higher revenue in the later years of the concession

period it would be desirable to avail of the benefit as late as possible, i.e. from the 11th

to the 20th year of the concession period. This would lead to saving of the highest

possible amount of tax to the Company.

Provisions of Section 80 IA are subject to provisions of section 115 JB on Minimum

Alternative Tax (MAT). This section states that if in a year the tax payable by a company

is lower than 7.5% of its ‘Book Profit’2 the Company should pay at least 7.5% of its Book

Profits as tax. Thus, the company effectively pays Income Tax at the normal rates or tax

calculated based on MAT; whichever is higher.

12.5 Depreciation

Depreciation rates as prescribed by the various Acts have been considered in the

Financial Projections. A rate of 10% has been taken as per the IT Act on written down

value basis and a rate of 5% has been taken as per the Companies Act, 1956 on straight

line basis. These are the rates applicable to Roads. The concessionaire would be able to

avail of the above depreciation benefits during the concession period.

Definition of eligible business includes the business of operating and maintaining of an infrastructure facility. Book Profit is defined as profit as per books of account of the Company. In the above context, the differences between Taxable Profit and Book Profit are that in arriving at the Book Profit, depreciation as per the Companies Act would be considered and benefit of carry forward loss (normally available in computation of the Taxable Profit) would not be given to the Company. These have been incorporated in the financial analysis.

Type of Vehicle Toll Rates

Car / Jeep / Van 0.65 Light Commercial

Vehicle 1.10

Truck 2.20

Bus 2.20




12.6 Carry Forward and Set Off of Losses

A business loss, not being a loss sustained in a speculation business, can be carried

forward to the subsequent Assessment Year and set off against the profits and gains, if

any, of any business carried on by the assessee and assessable for that Assessment

Year. If the loss cannot be wholly so set off, the amount of loss not so set off can be

carried forward for 8 Assessment Years immediately succeeding the Assessment Year for

which the loss was first computed. Accordingly, the losses in the initial years of the

concession period have been carried forward and set off in the subsequent years when

profit accrued.

Provision of carry forward and set off of losses, is, however, subject to provision of

Section 115 JB of MAT.

12.7 Operation & Maintenance Cost

Operation and Maintenance (O&M) cost estimated are as follows:

(i) Routine Maintenance Rs. 2.5 lakhs per km per year

(ii) Periodic maintenance Rs. 50.0 lakhs per km at every fifth year

(iii) Toll Plaza (O&M) Rs. 170 lakhs per year

(iv) Insurance cost as 0.15% of project cost

(v) Electricity charges have been considered as Rs. 50000 per km

12.8 Results of Financial Analysis

Financial analyses were carried out for three scenarios. They are

Scenario 1 (Ministry’s Toll Rate)

VGF 20% and Concession Period of 20 Years




Scenario 2 (50% Higher than Ministry’s Toll Rate)




VGF 40% and Concession Period of 20 Year

Scenario 3 (100% Higher than Ministry’s Toll Rate)




VGF 40% and Concession Period of 20 Year

The above scenarios were developed for different class intervals of traffic. The results

obtained are placed in Annexure IV.




It can be very well concluded that the expressways carrying different traffic volumes

would become viable under different scenarios. The suggested mode for development

of expressways would be as follows;

Traffic Class less than 5000 PCUs : Annuity Base

Traffic Class between 5000 PCUs and 10000 PCUs: 40% grant with 30 year

Concession Period with 100% higher toll or Annuity model


Concession Period with 50% higher toll


Concession Period with normal toll


Concession Period with normal toll

Traffic Class between above 25000 PCUs: No grant with 20 year Concession

Period for four lane road.

Traffic Class between above 25000 PCUs: No grant with 20 year Concession

Period for Six lane road.

However, since the expressways are going to “complete” with the national highways,

the actual toll rates could be decided only after examining the differences in length

between any two node pairs over the “completing” NH & NE networks.




Prioritization of Expressway Links

13.1 Earlier Recommendations and Findings

The following recommendations were made in the course of the earlier study

commissioned by the Ministry:

• A total of 15,766 km of expressway network was suggested for the entire country

• The phasing had been done in four stages

• The priority sections were the links connecting the four Metros i.e Delhi, Mumbai,

Chennai and Kolkata

• The time frame for each stage was stipulated as 6 years

13.2 Findings from the Present Study

The present study, after having considered various options inclusive of the available

arterial road network, already existing and proposed expressways, socio – economic

status of different regions, growth potentials and connectivity requirements etc.,

proposes construction of a total length of 18,637 Kms. of expressway links across the

country in phases consistent with the financial viability of each link (as may be desired

under PPP mode of implementation).

Besides other composite parameters already considered in the analysis, financial

viability for any project link has been examined under a combination of financing and

concession period mechanism. The scenarios so examined are:

i) Viability Gap Funding of 20% and Concession Period of 20 years.

ii) Viability Gap Funding of 20% and Concession Period of 30 years.

iii) Viability Gap Funding of 40% and concession period of 20 years.

iv) Viability Gap Funding of 40% and concession period of 30 years.

A project has been considered to be viable for BOT at a threshold FIRR of 12%.

Results of the financial analysis have been presented elsewhere in this Report. While the

need to provide 40% VGF for some segments and, the need to take up certain

segments on Annuity basis cannot be discounted, the Consultants have considered the

following funding options by adopting Ministry’s Toll rate (2008) for the purpose of

prioritization of expressway segments:

i) VGF of 20% with 20 years of Concession period (Scenario I)

ii) VGF of 20% with 30 years of Concession period (Scenario II)

Financial Analysis suggests that in order to be financially viable, a link must cater to

AADT of 25,000PCUs under Scenario I while the same would be 15,000 PCUs under

Scenario II.

The prioritized expressway network links are given in Tables 13.1 – 13.2. It would be seen

that the network gets completed in three phases spanning up to 2022 under Scenario I.

The same links become financially viable in two phases under Scenario II. The complete

matrix of traffic volumes diverted on the expressway network is placed in Annexure V. It

would further be seen that the total length of prioritized network does not add up to the

13




planned length of 18,637 Kms. The reason behind this is that the balance 5226 Kms. are

not expected to become financially viable within the total project period and as such,

these shall have to be taken up on annuity basis. Details of these segments are given in

Table 13.3. There is also a need to gather more traffic volume data along these links on

a regular basis.

Table 13.1: Prioritization of National Expressway Network (Scenario I) – PPP Mode


Total Stretch (Km)





4 Sholapur-Hyderabad-Vijayawada

580 Maharashtra, AP




8 Trichur-Kanyakumari 400 Kerala, TN

9 Coimbatore-Erode-Salem

175 TN

10 Manglore-Karwar-Panaji

400 Karnataka, Goa

11

I 2012

Lakhandon (Jabalpur)-Allahabad

435

3530

MP,UP

12 Delhi-Rhotak-Sirsa-Mandi Dabwali 350 Delhi, Haryana

13 Surat-Nagpur 750 Gujarat,

Maharashtra 14 Chitradurga-Sholapur 400 Karnataka

15 Amritsar-Ludhiana-Ambala

260 Punjab


260 UP,HP


18 Honavar-Shimoga-Bangalore

325 Karnataka

19 Vishakapatnam-Koraput

230 AP,Orissa


21 Kendhujagarh-Rourkela 80 Orissa


23 Biaora-Nagpur 460 MP, Maharashtra

24

II 2017

Dhanbad-Bokaro 40

4310

Jharkhand

25 Nagpur-Raipur 260 MP, Maharashtra





30 Ranchi-Jamshedpur-Baharagora 220 Jharkhand, WB


32

III 2022

Indore-Chittaurgarh 290

5571

MP, Rajasthan









38 Pathankot-Amritsar-Faridkot 255 Punjab






44 Bhaktiyarpur-Muzzafarpur 165 Bihar

Table 13.2: Prioritization of National Expressway Network (Scenario II) – PPP Mode


Total Stretch (Km)





4 Sholapur-Hyderabad-Vijayawada

580 Maharashtra, AP




8 Trichur-Kanyakumari 400 Kerala,TN

9 Coimbatore-Erode-Salem

175 TN

10 Manglore-Karwar-Panaji 400 Karnataka, Goa

11

I 2012

Lakhandon(Jabalpur)-Allahabad

435

3530

MP,UP

12 Delhi-Rhotak-Sirsa-Mandi Dabwali 350 Delhi, Haryana

13 Surat-Nagpur 750 Gujarat,

Maharashtra 14 Chitradurga-Sholapur 400 Karnataka

15 Amritsar-Ludhiana-Ambala 260 Punjab


260 UP,HP


18 Honavar-Shimoga-Bangalore

325 Karnataka

19 Vishakapatnam-Koraput 230 AP,Orissa


21 Kendhujagarh-Rourkela

80 Orissa


23 Biaora-Nagpur 460 MP, Maharashtra

24 Dhanbad-Bokaro 40 Jharkhand

25

II

2017

Nagpur-Raipur 260

9881

MP, Maharashtra

Contd…








30 Ranchi-Jamshedpur-Baharagora

220 Jharkhand, WB


32 Indore-Chittaurgarh 290 MP, Rajasthan






38 Pathankot-Amritsar-Faridkot

255 Punjab






44 Bhaktiyarpur-Muzzafarpur

165 Bihar

Phase Year Stretches Length (Km)

Total Stretch(Km)


Kanyakumari-Tirunelveli-

Pondi-Chennai 700 TN

Chittoor-Cudappah 130 AP

Cudappah-Khammam* 610 AP

Khammam-Koraput* 350 AP, Orissa

Koraput-Kendhujagarh* 500 AP, Orissa

Rourkela-Ranchi 225 Orissa,

Jharkhand

Kishanganj-Dispur 500 WB, Assam

Muzzafarpur-Kishanganj* 150 Bihar

Etwah-Agra 75 UP

Kolkata-Kishanganj 380 WB

Pali-Fatehpur 315 Rajasthan

Fatehpur-Hissar 175 Rajasthan, Haryana

Barnala-Mandi Dabwali 96 Punjab, Haryana

Balia-Patna 80 UP, Bihar

Allahabad-Bilaspur-Raipur 640 UP, Chattisgarh

III 2022

Raipur-Koraput 300

5226

Chattisgarh, Orissa

* Traffic data not received. Considering the modus of resource generation and mobilization, the Consultants are of

the opinion that Scenario I be considered as the model implementation schedule. The

three phase development scheme is also shown in the form of key plans at Plates 13.1 –

13.4.

Table 13.3: Prioritization of National Expressway Network (Scenario I & II) – Annuity Mode




Interchange Forms, Toll Plaza and Wayside Amenities

The construction of a highway with complete control of access automatically justifies

the use of grade-separated structures in order to ensure safe and free movement of

high-speed traffic. The various types of interchanges are diamond, cloverleaf, trumpet

interchanges etc. The type of interchange, the shape and pattern of the interchange

ramps for the different turning movements and their designs are governed by various

factors such as the importance of intersecting highways, the number of intersecting

legs, availability of land, requirement of other facilities like toll plazas etc.

For four way intersections with important highways, Diamond interchanges are quite

frequent along the Interstate Highways in the USA or, along the Motorways in Europe.

Cloverleaf interchanges are provided where land does not offer any constraints. Simple

overpasses are provided at intersections with minor roads. For three way intersections a

trumpet interchange is usually considered to be in order.

A toll plaza is a very important fixture on a toll road. It needs space and generates

certain different kinds of movements long and across the approach areas. In a recent

exercise on design of such facilities for the Outer Ring Road (Expressway standard) in

Hyderabad, the consultants have attempted to integrate the toll plaza with the

interchange form by planning the toll plaza as an “off street” facility. In doing so, they

have also split a four way interchange in two numbers three way interchanges thereby

obviating the need to provide a cloverleaf interchange. Decidedly, this consumes less

space even while accommodating the toll plaza. An attempt has been made to further

refine this design in the present study. However, it must be noted that such an attempt

does not preclude the possibility of using other interchange forms as each interchange

must be designed on its merit as derived from the specific local conditions.

14.1 Pedestrian and cattle crossings

Since the expressway network would cut across many habitats and agricultural areas, it

would be essential to provide pedestrian and cattle crossing facilities at regular

intervals (these must not be confused with vents to be provided for drainage purposes).

As a general rule such facilities could be provided at every 1.5 kms along the

expressway passing through agricultural areas. The spacing shall have to be judiciously

decided while passing through habited areas. Generally speaking the openings could

be a minimum of 5.5m wide with a head room of 3.5m.

14.2 Wayside Amenities

Wayside amenities usually include the following:

(i) Eateries, water points and toilets;

(ii) Dormitory for rest;

(iii) Facility of telephone;

(iv) Fuel stations and first aid facilities;

(v) Parking space for different categories of vehicles segregating the parking

for buses and trucks from cars and other light vehicles;

14




(vi) Repair shops (mechanical and electrical) and shops for spare parts;

(vii) Kiosks for sundry items;

(viii) Space for spreading awareness about various government welfare programmes;

and

(ix) Open spaces and landscaped areas

At this stage of the study typical layout plans have been developed integrating the

interchange area with toll plaza (for traffic wanting to enter the expressway) and way

side facilities. Needless to say that there would be toll plazas also along the stretches of

the expressways (on – street) the design of which would generally conform to practices

already in vogue. Typical layout plans for off – street toll plazas integrated with

interchanges and way side facilities are placed at Annexure VI.

It is not possible for a Master Plan level study to precisely predict the locations of way

side amenities along the project road segments. As a general guideline however, it may

be pertinent to state that way side amenities could appear at the same frequency as

the tolling areas. Thus, if toll plazas are to be setup every 70 kms. or thereabouts, way

side amenities could also be planned at like intervals. Some of these amenities located

near interchanges could be accessible to only the expressway traffic if the situation so

demands. Additionally, there could be “look out” points (different from the way side

amenities) at places where, road users could halt briefly to enjoy the scenic beauties of

the surroundings (India offers many such locations). Locations of “look out” points shall

be dictated by specific site characteristics.

14.3 Intelligent Transportation Systems

An intelligent transportation system (ITS) is a system of hardware, software, and

operators that allow better monitoring and control of traffic in order to optimize traffic

flow. As the number of vehicle lane miles traveled per year continues to increase

dramatically, and as the number of vehicle lane miles constructed per year has not

been keeping pace with this demand, the need for ITS becomes paramount towards

controlling congestion and safety related issues. As a cost-effective solution toward

optimizing traffic, ITS presents a number of technologies to reduce congestion by

monitoring traffic flows through the use of sensors and live cameras or analyzing cellular

phone data traveling in cars (floating car data) and, in turn rerouting traffic as needed

through the use of variable message signs (VMS), highway advisory radio, on board or

off board navigation devices and other systems through integration of traffic data with

navigation systems. Additionally, the roadway network is being increasingly fitted with

additional communications and control infrastructure to allow traffic operations

personnel to monitor weather conditions, for dispatching maintenance crews to

perform rocks or boulder removal, as well as intelligent systems such as automated

accident prevention mechanisms. Variable Message Signs (VMS) and ITS are

inseparable components of any modern Expressway system. The mobile telephone

networks open up a wonderful opportunity towards upgrading the user information and

guidance system. Electronic VMS is considered essential for maintaining safety and

efficiency of traffic operation along Expressways. The NHAI has already initiated studies

on development of Road Safety Zones along national highways. This is expected to

come with a complete package of ITS and other associated infrastructure and aids. The

same module could be made use of in case of the expressway network.




Land Acquisition

Land Acquisition (LA) for national highways is so far governed by the National Highways

Act, 1956, which provides for compensation against properties to be acquired. The

principles governing compensation against acquisition are broadly covered under

Rehabilitation and Resettlement (R&R) measures. The nature of compensation to be

granted to persons affected by the project who do not own land or other properties but

who have economic interest or lose their livelihoods is also covered under R&R policy.

Land Acquisition is going to be one of the most important, arduous and essential

activity that shall have to precede all other activities pertaining to construction of the

expressway network. Since this is going to be a “green field” project, the quantum of

land to be acquired for construction is going to enormous and as such, efficiency of

implementation of the project packages would depend very largely on the speed and

efficiency with which LA formalities could be completed for the respective packages.

In view of both the enormity and the importance of the task National Highway Act, 1956

may require certain modifications both in terms of the service itself and in the system of

delivery of service (LA policies and procedures). It is suggested that the new/modified

Act, as and when it is implemented, may be known as the National Expressway Act,

2010 (it is hoped that the modifications would be incorporated by 2010).

There are indeed certain model Acts that have been found to be successful in

negotiating the task of LA expeditiously. The Delhi Metro Act is a case in point. As for LA,

the Act stipulates as follows:

“6. Powers of metro railway administration.- (1) The metro railway administration shall

have the power to do anything which may be necessary or expedient for the purpose

of carrying out its functions under the Act.

(2) Without prejudice to the generality of the foregoing provision, such power shall

include the power to- (a) acquire, hold and dispose of all kinds of properties owned by

it, both movable and immovable; (b) improve, develop or alter any property or asset

held by it; (c) enter temporarily in or upon the lands adjoining the metro railway

alignment in order to remove obstruction, or prevent imminent danger from any source,

such as tree, post or structure, which may obstruct the movement of the rolling stock, or

passengers, or the view of the signal provided for movement of the rolling stock; (d)

execute any lease or grant any license in respect of the property held by it; (e) enter

into, assign and rescind any contract or obligation; (f) employ an agent or contractor

for discharging its functions; (g) obtain license from the Central Government to establish

and maintain telegraph lines; (h) lay down or place electric supply lines for conveyance

and transmission of energy and to obtain license for that purpose; and (i) do all

incidental acts as are necessary for discharge of any function conferred, or imposed,

on it by this Act.”

The provisions in the above clause empower the client in a more explicit and forceful

manner as compared to the NHAI Act and offers a window to empower

agents/contractors to accomplish the desired task. This may become useful as the

15




expressway packages are likely to be constructed on some form of PPP mode. This

modification could be suitably drafted in the NE Act.

The procedure for LA is well laid out in the NHAI Act and as such, not much modification

may be warranted therein. The procedure for LA is therefore, not being repeated in this

report. There may be state-specific issues on LA. But then, no input to this effect has so

far become available.

LA being a very important and a very massive task that may have socio-political

implications, it may be necessary to create a central authority in the form of

Commissioner (LA) with subordinate officials at the state level for maintaining continued

interaction with the state authorities.




Rehabilitation and Resettlement Issues

16.1 Introduction

The project will be a Green Field Project. Under the circumstances, it is quite likely that

huge tract of agricultural land shall have to be acquired. Properties or structures if any,

on such land, shall generally be classified as agricultural property. The thrust in the R&R

guidelines will thus be more towards R&R issues associated with agricultural land even

though, issues related to other types of structures/properties shall also figure in this. The

project is going to create severance problems besides changing the landuse (along the

alignment) to transport use. Certain negative impacts therefore, will almost certainly be

associated with any project segment. The effort of this exercise will be towards

minimizing the negative impacts to the extent feasible. The broad principles governing

resolution of R&R issues have been outlined in the following (largely following the

present practice):

• The negative impact on persons affected by the project would be minimized and

if possible, avoided.

• Where the negative impacts are unavoidable, the project-affected persons will

be assisted in improving or regaining their standard of living. Vulnerable groups

will be identified and assisted to improving their standard of living.

• All information related to resettlement preparation and implementation will be

disclosed to all concerned, and people’s participation shall be ensured in

planning and implementation of the project. The overall mechanism must allow the PAPs to become stake holders in the project.

• All acquisition of land would be under the National Expressway Act 2010 which

provides for compensation for properties to be acquired. Support would be

extended for meeting the replacement value of the property. The persons

affected by the project who do not own land or other properties but who have

economic interest or lose their livelihoods will be assisted as per the broad

principles brought out in this policy.

• Before taking possession of the acquired land and properties, compensation and

R&R assistance will be made in accordance with relevant provisions.

• There shall be minimum adverse social, economic and environmental effects of

displacement on the host communities and specific measures would be provided

for in the Resettlement Plan.

• Broad entitlement framework of different categories of project-affected people

shall be assessed and entitlement matrix prepared. Provisions will be kept in the

budget for those who were not present at the time of enumeration. However,

anyone moving into the project area after the cut-off date will not be entitled to

assistance.

• Appropriate grievance redress mechanism will be established at the State level to

ensure speedy resolution of disputes.

• All activities related to resettlement planning, implementation, and monitoring

would ensure involvement of women. Efforts will also be made to ensure that

vulnerable groups are included.

• All consultations with PAPs shall be documented. Consultations will continue

during the implementation of resettlement and rehabilitation works.

16




• The Resettlement Plan must include a fully itemized budget and an

implementation schedule linked to the civil works contract.

16.2 Policy on Rehabilitation and Resettlement

The policy on involuntary resettlement could be in the following manner:

• Avoid or minimize project impacts where possible.

• Consultation with affected people in project planning and implementation,

including disclosure of RP and project-related information.

• Payment of compensation for acquired assets at the market/replacement value

(a mechanism of perpetual income for the PAPs could be thought of).

• Resettlement assistance to affected people, including non-titled persons (e.g.,

informal dwellers/squatters, and encroachers;

• Income restoration and rehabilitation program; and

• Special attention to vulnerable people and groups.

The objectives and principles of the policy, related to income restoration or having a

bearing on it are as follows:

• People unavoidably displaced should be compensated and assisted, so that

their economic and social future would be generally as favorable as it would

have been in the absence of the project.

• Any involuntary resettlement should, as far as possible, be conceived and

executed as a part of a development project or program and resettlement

plans should be prepared as appropriate time bound actions and budgets.

Resettlers should be provided sufficient resources and opportunities to re-

establish their homes and livelihoods as soon as possible (continued support

towards meaningful sustenance must be ensured – this will also ensure that they

become stakeholders in the project).

• People affected should be informed fully and consulted on resettlement and

compensation options.

• Existing social and cultural institutions of resettlers and their hosts should be

supported and used to the greatest extent possible, and resettlers should be

integrated economically and socially into host communities.

16.3 Compensation and Resettlement Assistance

In general terms, the affected persons in the project will be entitled to five types of

compensation and assistance: (i) Compensation for loss of land, crops/trees; (ii)

Compensation for structures (residential/commercial) and other immovable assets; (iii)

Assistance for loss of business/wage income; (iv) Assistance for shifting; and, (v)

Assistance for re-building and/or restoration of community resources/facilities. A

detailed description of each compensation measures and assistance will be provided in

the entitlement matrix. The affected SBEs / households may be entitled to a

combination of compensation measures and resettlement assistance, depending on

the nature of ownership rights of lost assets and scope of the impact, including social

and economic vulnerability of the affected persons.

The broad entitlement framework proposed for the different categories of PAPs is

presented hereinafter:




16.3.1 Agricultural titleholders

Land records in India are not updated properly, leading to complications in deciding

the actual ownership, particularly the share of legal heirs of the titleholder. Therefore,

specially appointed agencies/groups/ NGOs are to be involved in the task to

effectively facilitate the work of land acquisition by updating of land records.

Once the land records are updated, calculation of replacement value of land will be

done by the following three methods and the highest value of the following shall be

considered:

• Taking into account such prescribed rates or the average of the actual

transaction rates of similar lands for contemporary years for which sale deeds

are registered

• Taking into consideration 20 times of the annual value of gross production of the

concerned land, averaged over preceding five years. For this purpose,

authentic secondary data from the District Statistical Handbook, data from the

local agricultural produce marketing societies, and agricultural department

should be used.

• Fixing up market value of land equal to the minimum land value if so prescribed

by the State Govt. under Indian Stamp Act for the purpose of registration of sale

deeds under Indian Registration Act of 1908.

• In cases where agricultural land has not been alienated but is being physically

used for residential/commercial purposes including where plotting has been

done for residential/commercial purpose, the replacement value will be worked

out on the basis of the transaction rates, provided the development of

residential/commercial plots is in cluster.

• Isolated cases of alienation of agricultural land will not be considered as

change in land use.

The replacement value for the land will be the highest of the value arrived by each of

the above methods. If the compensation decided by the competent authority is less

than the replacement cost, the difference will be paid to the EP in the form of

assistance.

In some cases it may so happen that after acquisition the remaining plot of the EP may

not be viable (the remaining land holding is below average land holding of the district).

In such cases, the EP will have the option of either keeping the remaining land or

getting the replacement value of the entire land, including the remaining unviable

piece of land that shall also be acquired by the government. If EP is from vulnerable

group, compensation for the entire land may be provided by means of land for land, if

so wished by the EP, provided that the land of equal or more productive value is

available.

The Agricultural titleholder EPs will also be entitled for the transitional allowance at an

appropriate rate for 9 months if the land acquired is 75 % or more of the EPs land

holding. In case where the land acquired is less than 75%, then the EP will be entitled for

transitional allowance for 3 months. In cases where a plot is in the name of two or three

family members, then the transitional allowance will be distributed among them, as per

the entitlement given above.




In case of severance of agricultural land, an additional grant of 10% of the amount will

be paid to the titleholder.

If the titleholder EP becomes landless or falls below the Poverty line, then training would

be provided for up gradation of skills for the family by the project authorities. Such EPs

would also be provided one-time Economic Rehabilitation Grant (ERG) per family, in the

form of productive assets. From a titleholder household, only such families will be

entitled for ERG and training, those who are actually dependent on the acquired piece

of land. This information will be derived from the census survey undertaken by the

Consultant/NGO during verification.

The absentee landlords will receive only the compensation at “replacement cost”.

In cases where, in the revenue records, the land is in the name of the head of the

household, but actually possessed by some other member of the household, then the

assistance amount (difference between the replacement value and compensation),

transitional allowance, additional grant of 10% for severance (if applicable), and

Training/ERG (if vulnerable) will be paid to the person who is actually loosing the land. In

such cases though, as per revenue records, the compensation will be paid to the

titleholder, but NGO will do the facilitation for convincing the titleholder to transfer the

compensation amount to the person who is actually loosing the land.

In cases of disputes such as where land records are not updated / mutated or where

the EPs are unable to produce the desired documents, then the compensation amount

will be deposited with the competent authority till the disposal of the case.

All fees, taxes and other charges, as applicable under the relevant laws, incurred in the

relocation and resource establishment will be borne by the project.

16.3.2 Non-agricultural Titleholders

The determination of replacement cost of the homestead/residential/commercial land

will be done as per the procedure. The replacement cost of the residential or

commercial structure (part or full), will be calculated as per the prevailing basic

schedule of rates without depreciation, subject to relevant “quality standards” of

Schedule of Rates as maintained by Government/ Local Bodies/ Authorities. The

evaluation of assets will be done by the NGO with the help of a registered Government

approved valuer. If the compensation for the structures decided by the competent

authority is less than the replacement cost, the difference will be paid to the EP in the

form of assistance.

The EPs under this category will be given the transitional assistance per month in the

form of grant to cover a maximum nine months rental accommodation. A lump sum

shifting allowance will also be paid to the EPs. The EPs loosing temporary structures will

also be compensated at appropriate rates as may be decided by the competent

authority. Those loosing semi-permanent and permanent structures will be paid

proportionately higher compensations respectively. The EPs will have the right to take

away the salvaged materials from the demolished structure. The absentee landlords will

receive only the compensation at “replacement cost” (the ADB guidelines could be

referred to in this context for fixing the quanta of compensation in each case).




All the EPs who lose their commercial properties (and hence their livelihood) would be

provided training for upgradation of skills at an appropriate rate per family. Vulnerable

persons amongst such EPs would also be provided one-time Economic Rehabilitation

Grant (ERG), in the form of productive assets. In cases where the property is under

mortgage, the outstanding amount will be paid to the lending agency from the

entitlements due to this.

16.3.3 Tenants

The tenants will be compensated for any structure that they might have erected on the

property of the landlord. They will also be paid the amount of deposit or advance

payment paid by them to the landlord or the remaining amount at the time of

expropriation. All such amounts paid to the tenants will be deducted from the payment

due to the landlord. The tenants will also be entitled for a sum equal to nine months

rental at appropriate rate per month in consideration of disruption caused to them. A

lump-sum shifting allowance will also be paid to them for shifting their assets.

All the tenants whose livelihood activity is affected would be provided training for

upgradation of skills. Vulnerable persons amongst such EPs would also be provided

one-time ERG in the form of productive assets.

16.3.4 Wage earners and Share-croppers

Wage earners and share-croppers are whose livelihood is affected due to the

displacement of the employer. Therefore, they will be paid a flat sum towards

transitional assistance. If the wage earner is willing to undertake training for acquiring

new skill or for upgradation of skills then he/she will be provided financial compensation

at a fixed rate by the government. In cases of vulnerable groups, one time ERG will also

be provided in the form of assets.

16.3.5 Encroachers

Encroachers will be notified in time, preferable two months in advance for removing

their assets (except trees) and harvest their crops. The encroachers will receive no

compensation for land. The vulnerable encroachers will be paid Compensation for

structures at replacement cost, calculated by the method described above. All the

encroachers will have right to salvage their materials from the demolished structures.

All the encroachers, whose commercial structures are demolished for the project, would

be provided training for upgradation of skills. Vulnerable person amongst such EPs

would also be provided one-time ERG in the form of productive assets.

16.3.6 Squatters

The squatters will receive no compensation for land. They will, however, be

Compensated for loss of structures at replacement cost. A lump sum shifting allowance

will also be paid to the squatters. The EPs under this category will also be given a lump-

sum transitional assistance.

All the squatters, whose commercial structures are demolished for the project, would be

provided training for up gradation of skills. Vulnerable persons amongst such EPs would

also be provided one-time ERG.




16.3.7 Kiosks

Ambulatory vendors will be considered as kiosks. They will receive lump sum shifting

assistance as appropriate.

16.3.8 Common properties

During the design phase, all efforts shall be made to avoid acquisition of common

properties. However, in unavoidable cases, some common properties may have to be

acquired for the project. All such properties that can be replaced, will be relocated at

the nearest available site, in consultation with the local communities. The loss of

common properties, like forest areas, which are impossible to relocate, will be

compensated as per the established Government procedures. Efforts will be made to

enhance the relocated common properties, and also other such properties abetting

the expressway.

In case where common properties are to be located with assistance from local bodies

the government will provide replacement cost of the common properties to these

bodies.

16.3.9 Disposal of Acquired Properties and Eviction of the SBEs / households

The acquired land and properties would vest with the project paying compensation for

such lands / properties. However, the AP’s will be allowed to take away the materials

salvaged from their houses and shops etc. A notice to that effect will be issued to take

away the materials so salvaged within 48 hours of their demolition. If the material is not

removed within the stipulated time the project authority, without giving further notice,

will dispose of the same.

After the expiry of the deadline, the project authority can take action to demolish

structures on the project corridor. The project authorities can also evict structures on the

corridor of impact if it is established that those were constructed on the ROW after the

“cut-off” date. Any grievances and objections will be referred to the Grievances

Redressal Committee.

16.4 Resettlement site

All the displaced title holders and squatters losing residential/commercial properties

may opt for resettlement sites. The DPs will be resettled preferably in a place close to

the area where they were residing prior to the project. The resettlement plan will

address the requirement for residential plots of all squatters. This will be implemented on

the basis of providing options for relocation which include:

• Option 1 - Squatters may choose self- relocation with compensation for their structures

and related assistance

• Option 2 - For squatters who are unable to self-relocate, PIU/NGO will examine on a

case by case basis each household’s access and ability to find appropriate

replacement land for dwelling and if they are unable to find or afford land themselves,

the project authority will provide the required suitable land for this purpose.

• In case the group has already identified a potential site, NGO shall visit the site along

with representatives of the community for assessing the adequacy and suitability of the

site. NGO shall also collect information regarding its title and availability from local

revenue department. In case the identified land is government/community land, NGO

shall have to obtain No Objection Certificate from Revenue Dept.




• NGO will also collect information on Government/community land available in the

vicinity of project road, from the office of Circle Officer/ Circle Inspector.

• NGO shall prepare a consolidated village wise list of government and community land.

For relocation of DPs, NGO shall ensure that DPs are relocated along with their peers so

as to maintain the existing social fabric.

• The size of the plots will be equal to 35 Sq. mtr. for houses and 15 Sq. mtr. for shops (or

as appropriate).

• Site selection will be assisted from the point of view of the impact on host communities.

Issues like land quality, carrying capacity of the site, common property resources, social

infrastructure will be considered for selection of the site.

• Prior to acquisition of the land, a resettlement plan will be developed and the consent

of the DPs will be taken in writing.

• In case where government land is not available the certificate for the same will be

obtained from the District Collector and the project authority will purchase land for

development of resettlement site/shopping complex.

• At the new settlement centers, civic amenities like drinking water, internal link roads,

drains, electricity will be provided along with any other amenities which the DPs had at

their abandoned place. Any facilities provided by the government and all common

resources properties being availed by the displaced and affected persons prior to the

project will, as far as possible, be provided/continued at government cost at the new

place of their resettlement or at the old place, as the case may be.

• If the construction of shops/houses at the resettlement sites is done through the project

authority, the NGOs will facilitate the process of arranging loans for DPs through

financial institutions for meeting the expenditure of the houses/shops over and above

the entitlement amount. The financial institution will provide loan to the individual DPs,

and the loan recovery will be done by the institution, as per the arrangement agreed

between the DPs and the financial institution.

• The other option will be to do the plotting on the resettlement site and providing

infrastructure facilities. The construction of house and shops will then be left the DPs.

NGO will facilitate the process of arranging loans through financial institutions for the

DPs.

• Once the site is developed, then the houses/shops/plots will be distributed to the DPs on

the basis of local draw in presence of EPs.

• As a yet another alternative, wherever possible, DPs may be resettled in colonies being

developed by local Government agencies. In this case also the additional amount over

and above the entitlements may be borrowed by the DPs from the financial institutions

with the help of the NGOs.

• As described above, plots for houses/shops at the new resettlement sites will be

provided to the DPs on payment basis except for the vulnerable person. The allotment

of plot for house/shop will be in the joint name of husband and wife. Cost of

registration to that effect would be borne by the project authority.

• Customary right and land tenure system of the tribal DPs and APs would be protected.

• Any facilities provided by the government and all common resource properties being

availed by the displaced and affected persons prior to the project will as far as possible

be provided/continued at project cost at the new place of their resettlement or at the

old place, as the case may be. All resettlement planning would consider increased

costs resulting from relocation. Such cost may be related to changes in occupation,

absence of subsistence crops transportation.




Legal and Administrative Frame Work

17.1 Legal and administrative frame work

Though the primary responsibility of the project rests with the MoRT&H, Govt. of India, a

brief discussion on the various institutions involved and their levels of responsibility in the

project implementation is presented in the following sections.

17.2 Institutional setting for the project

The National Expressway Authority of India (NEAI)

The mandate for the planning, design, implementation and maintenance of the 18,000

km and more of National Expressway (NE) network in India rests with the Ministry of Road

Transport and Highway (MoRT&H), Government of India that works as the nodal Ministry

for such purposes.

To plan and implement projects on a fast track and (and thereafter to maintain the

facilities with continued monitoring of progress) it may be desirable to institute a

National Expressway Authority of India (NEAI) much in the lines of the NHAI. Broadly, at

the national scale, the project cost could be anywhere upwards of Rs. 250,000 crores to

be spent over the next 15 years. Obviously such a huge task would call for undivided

attention.

Under the present system of administration, there could be an option of making the

NHAI as the umbrella implementing agency with the NE component being integrated in

terms of additional units. But then such a system is likely to become too huge (and

possibly unmanageable) for efficient functioning.

One has to also keep in view the fact that there is some scope for a debate on whether

or not to further upgrade the existing NH network. In case a decision is taken not to add

more capacities to the existing NH network, the NHAI shall be left primarily with the task

of maintenance of the existing assets in due course of time. The emphasis of the NHAI at

that stage would be on installation of ITS, improving safety and in routine maintenance.

Perhaps that will give an opportunity to downsize the NHAI in future.

With the advent of the NE network and, with the formation of the NEAI, it should be

possible to procure personnel to man the authority (through lateral movement from

NHAI and otherwise) without much problem while at the same time, ensuring efficient

implementation of the schemes.

Two activities which are going to be of paramount importance in the case of NE

network would be Land Acquisition and obtaining Environmental Clearances (being

Green Field Projects). These will require sustained effort at all levels (centre and states).

The NEAI therefore, must have in-house arrangements to resolve issues arising out of

these activities. Appointment of a Commissioner (Lands) has thus been mentioned

elsewhere in this Report.

The project implementation mechanism including formation of PIUs and involvement of

state PWDs could follow the same pattern as in the case of the NHAI. The states could in

fact form project specific units that could be entirely dedicated to expressway

17




development within the state. Obviously such units shall have to function in tandem

with the proposed NEAI.

Several of the proposed NE segments become financially viable during the base time

slab itself. There is thus, urgency in forming the NEAI at the soonest.

The structure of the NEAI shall be need based and could follow the same pattern as

that of NHAI.




Environmental Impact Assessment

This being a Master Plan level study, details of environmental impact assessment is not

required to be discussed. However, it must be recognized that large scale green field

infrastructure projects are bound to have very significant impact on the environment

and the same must not go unnoticed. The NEAI shall have to follow the regular drill that

is necessary for obtaining environmental clearances from the concerned authorities.

The various Acts that would guide this process are stated in Table 18.1

Table 18.1: Summary of Relevant Acts and Guidelines

Act Year Objective Responsible

Institution

Applicability

to Project Environmental (Protection) Act

1986 To protect and improve the overall environment

MOEF,DOF,CPCB,SPCB

Yes/No

Notification on Environment Impact Assessment of Development Project (and amendments) (referred as the Notification on Environmental Clearance

1994 To Provide environmental clearance to new development activities following environmental Impact assessment

MOEF,DOF,CPCB,SPCB

Yes/No

Water (Prevention and Control of Pollution) Act (and subsequent amendments)

1974 To control water pollution by controlling discharge of pollutants as per the prescribed standards

SPCB Yes/No

Air (Prevention and Control of Pollution)Act (and subsequent amendments)

1981 To control air pollution by controlling emission of air pollutants as per the prescribed standards

SPCB & Transport Department

Yes/No

Public Hearing notification of MOEF of 10th April, 1997

1997 To Provide procedure of public hearing

SPCB Yes/No

National Highways Act

1956 To acquire land NEAI Yes/No

Wildlife (Protection) Act

1972 To protect wildlife in general and particular to National Parks and Sanctuaries

State Wildlife Division, Forests Department

Yes/No

Ancient Monuments and Archaeological Sites and Remains Act

1938 Conservation of Cultural and historical remains found in India

Archaeological Survey of India and State Department , of Archaeology

Yes/No

18




Conclusions and Recommendations

19.1 Conclusions

The study brings out clearly the urgency of developing an expressway network in India

in a phased manner by the year 2022. The present National Highway System cannot

cope with the current and anticipated traffic requirements as is already evident from

the levels of congestion along the existing arterials. By all indications road will continue

to remain the back bone of the inland transportation system.

The study having considered the existing and already proposed expressway segments in

different states, revealed the need to construct 18,637 kms of expressway network (as

against a target of 15,600 kms. set by the Ministry) spanning the length and breadth of

the country. The network so developed shall be both supplementary and

complimentary to the existing arterial network including the North – South and East –

West Corridors and the GQ (besides the well laid out network of National Highways).

The expressway network will offer the highest level of service and would connect major

economic hubs in a purposive manner thereby facilitating faster economic

development. It will not involve up-gradation of any of the existing corridors and

instead, would be the Primary Road Transport Network developed entirely as a “Green

Field” Project.

Development of expressways in the said manner would call for large scale land

acquisition effort by the government. By and large, the network is proposed to be

developed on PPP model except in cases where connectivity warrants could dictate

construction of expressway links on Annuity basis.

It is recognized that the States would be major stake holders in this entire exercise. State

level inputs and involvements would be a mandatory requirement for successful

implementation of the project. However, till the time of finalizing this report, reactions

from only a few states had become available for consideration.

This is a Master Plan level study and the objective is to translate a “Vision Statement”

into a physical plan on the basis of Map Study and data gathered largely from

secondary sources. This is therefore, not a detailed feasibility study and thus, the

corridor alignments shall have to be examined critically during Feasibility Study/

Detailed design stages. For the same reason, this study is not in a position to exactly

define the capacity requirements of each separate expressway link. However, since the

prioritization of expressway segments takes into account the base year and estimated

design year traffic volumes, it could be said that all the links to be constructed on PPP

model shall have at least 4 lane divided carriageway cross section. The Right of Way

(ROW) shall of course, be a uniform 90m. It will be a Toll Expressway Network with toll

rates as per the Ministry’s Guidelines (2008). The prioritized segments are to be

constructed in three phases for which the Viability Gap Funding would be to the extent

of 20% and the concession period 20 years.

Construction of this network over the next decade would call for the creation of a

separate authority, much in the lines of the NHAI. The new authority so created could

be named as the National Expressway Authority of India (NEAI). This shall have

19




appropriate state/project units for coordinating various project activities. The

Consultants have emphasized the creation of a Commissionerate (Lands) within the

NEAI for easing the task of land acquisition. Suitable amendments in the Land

Acquisition Act have also been visualized by the consultants.

19.2 Recommendations

Following are the recommendations that could be drawn from the study:

1 The present study, being only a Master Plan Level Study, must be adequately

supplemented by detailed feasibility/design studies before project packages could

actually be taken up for implementation.

2 Towards successful implementation of the project, formation of a separate authority

that would be dedicated to this task shall be absolutely essential. This separate

body could be called the National Expressway Authority of India (NEAI)

3 A separate cell (Commissionerate) must be formed within the NEAI for overseeing

the Land acquisition process. Following the DMRC Act, even developers/builders

could be authorized to undertake land acquisition and its utilization for

decentralizing the whole process. In addition to the usual stake holders, the PAPs

must lo be made stake holders in the project.

4 Considering the fact that the expressway network shall have to be totally access

controlled, it must have a level difference with the natural ground level (NGL). The

optimum level should be +3.5m above the NGL.

5 Expressway shall have no at – grade intersections. All such intersections with

National and State Highways shall be developed into interchanges. There shall be

no intersections with roads of lower hierarchy.

6 A reserved ROW of 90m must be uniformly provided over the entire network except

in hill sections/other sensitive areas where the ROW could be suitably modified if

absolutely necessary.

7 For best results the entire length of 18,637 kms of the expressway network must be

constructed following the prioritization scheme as detailed elsewhere in this report.

8 Construction of new expressway links is likely to result in certain changes in the

existing travel pattern. This is likely to be significant for some of the hitherto less

trafficked segments that have been proposed to be taken up for construction on

annuity basis. It is recommended that data on traffic volumes etc. along these links

be recorded on a regular basis towards revalidation of priorities for some of these

(and other related) segments.

9 Certain schematic interchange plans have been proposed by the Consultants.

Efforts must be made to make best use of the land confined within the interchange

ramps for development of way side amenities so that best value for land is

obtained.

10 Service roads, wherever necessary, shall have to be provided as an integral part of

the total project.

11 Being a Green Field Project, the expressway network is most likely to have significant

environmental impacts. All mandatory clearances therefore, must be obtained

before proceeding with actual execution of the projects. The NEAI must have a

separate cell to expedite actions on this.

12 Wherever necessary conflict free pedestrian crossings and cattle crossings must be

provided across the expressway segments in a realistic manner.




Beyond the Master Plan

The Master Plan as developed by the CRAPHTS Consultants (I) Pvt. Ltd. at the instance

of the Ministry of Road transport and Highways of the Government of India, gives the

broad network of expressways that the country should have by the Horizon Year of 2022.

It must be conceded that the alignments of the various network segments are more

connectivity oriented than being site specific as may be revealed through detailed

feasibility studies that may be initiated by the client agency (ies) in due course of time.

Since this is going to be a Green Field Project, the concerned authorities shall have to

first devise a principle / policy for land acquisition as the success of this scheme shall

rest on this. Since the entire network is going to be access controlled this may cause

additional problems for the local habitats. The best way to circumvent the resultant

problems would be to make the PAPs as stake holders in the project through continued

assistance towards meaningful rehabilitation as indicated earlier in this Report. The role

of the NGOs could be very effective in such efforts.

Feasibility studies and preparation of DPR must be initiated in right earnest once the

land policies are finalized and vetted by appropriate authorities. These studies could

even form an integral part of “Design and Build” mode of construction.

Prioritization of expressway segments has been done on the basis of a host of

parameters including financial viability of each segment as could be ascertained under

a given set of assumptions. Depending on the thinking of the time, it may become

necessary to revisit the financial analysis particularly in terms of VGF and Concession

Period that may be on offer at a particular time. The extent of compensation that could

be realized through additional means (that could not be quantified in the course of the

present study) would also have an impact on the financial viability. This is important as

each state may have its own policies in regard to such development projects.

Development of the expressway network is going to be a massive civil construction

project. The environmental impacts are going to be very significant in most instances.

Besides ecological and other associated impacts, the sources of construction materials

are also going to be heavily taxed as a result of this. Perhaps that opens up a window

towards introducing innovative construction materials and methodology. Such

possibilities must be adequately explored.

The entire activity shall demand a hugely organized effort. The first step towards this will

be formation of the NEAI with suitable powers and an efficient delivery system up to the

PIU level.

20




Macro Economic Matrix and Ranking of States

Annexure – I




Comments Received from States

Annexure – II




BIHAR




CHHATTISGARH




GUJARAT




KARNATAKA




KERALA




MADHYA PRADESH




MIZORAM




PONDICHERRY

nhai_consluting1

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