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FEBRUARY - 2016

NATIONAL HIGHWAYS & INFRASTRUCTURE DEVELOPMENT CORPORATION (NHIDCL) ZONAL MASTER PLAN DHARASHU – GANGOTRI ROAD NH-34 [OLD NH-108] GOVERNMENT OF UTTARAKHAND FOR BHAGIRATHI RIVER ECO-SENSITIVE ZONE GOMUKH TO UTTARKASHI

i TABLE OF CONTENTS
1.0 The Project Road............................................................................................................. 1 2.0 MoEF notification for eco-sensitive zone ....................................................................... 1 2.1 Construction of road more than 5km length in eco-sensitive zone. ................................ 2 2.2 Provision in the design of the road for the treatment of hill roads. ................................ 2 2.3 Use of debris in the construction of road and provision for disposal of unused debris .. 5 2.4 Provision of road side drains, alignment of road, mass balancing of
cut and fill. ...................................................................................................................... 8 2.5 Fault zone and land slide zones. ..................................................................................... 9 2.5.1 Major landslide locations .................................................................................... 9 2.6 Summary of provisions made in design of project road to meet the guidelines of notification on eco –sensitive zone ............................................................................... 11 2.6.1 Benefits of the project ....................................................................................... 11 2.6.2 Cost benefits ratio ............................................................................................. 11 2.7 Other project road details .............................................................................................. 14 2.7.1 Project roads in buffer zone of Gangotri National Park ................................... 14 2.7.2 Socio-economic character along the road ......................................................... 14 2.7.3 Enginnering surveys, investigations and analysis ............................................. 15 2.7.4 Existing road details .......................................................................................... 15 2.7.5 Traffic ............................................................................................................... 16 2.7.6 Design chainage system .................................................................................... 16 2.7.7 Improvement proposal and design .................................................................... 17 2.7.8 Cross sectional arrangement ............................................................................. 20 2.7.9 Structure improvements .................................................................................... 21 2.7.10 Proposed protection works ................................................................................ 21 2.7.11 Pavement design ............................................................................................... 22 2.7.12 Preliminary project cost .................................................................................... 22 2.7.13 Economic & financial viability ......................................................................... 23

1 ZONAL MASTER PLAN [DHARASHU-GANGOTRI ROAD NH-34 (OLD NH-108)]

1.0 THE PROJECT ROAD Project Road NH 108, starts from Dharasu bend (km 0.00) i.e. at the junction with NH 94 and ends at Gangotri (km 124.00). But presently as per new numbering of National Highway, NH 108 has been renamed as National Highway 34 which originates from Gangotri. Existing km stones also renamed as NH 34, chainage started from Gangotri (km 0) and continued towards Dharasu.
For project preparation chainage is considered as per existing stones of NH 34, i.e km 0.0 at Gangotri and proceeding towards Dharasu. The project road entirely comes under Uttarkashi district. Project road passes through Built-up area Gangotri, Harsil, Gangnani, Bhatwari, Maneri, Netala, Gangori, Uttarkashi, Matli , Dunda and finally end at Dharasu. The project road mainly follows Bhagirathi river from start to end. The project Road key plan is given under Fig. 1

Fig.1: Project Road Key Plan 2.0 MOEF NOTIFICATION FOR ECO-SENSITIVE ZONE Ministry of Environment and Forest, Notification, dated 18/12/2012 notifies entire watershed of about 100 km stretch of the river Bhagirathi from Gaumukh to Uttarkashi covering an area of 4179.59 sq.km as Eco-sensitive Zone. Accordingly a Master Plan shall be prepared for the proposed development within Eco-sensitive zone and to be presented to Monitoring Committee. As part of master plan, proposal for Dharasu – Gangotri Road project is prepared.

2 The project road alignment is broadly follows the banks of Bhagirathi river from start to end. Project road in Eco-sensitive zone is shown in Fig.2.

Fig. 2: Project road in Eco-sensitive zone APPLICABLE CLAUSES OF NOTIFICATION FOR HILL ROADS Applicable clauses of notifications for hill roads are studies in detail and compliance / a provision made in the project report preparation for each of the clause is described below: 2.1 Construction Of Road More Than 5km Length In Eco Sensitive Zone. Page No. Clause No. Guidelines Compliance 29 19 (i) Applicable for construction of road more than 5km length in Eco-sensitive Zone Approx. 94 km length from Gangotri to Uttarkashi falls in Eco- sensitive Zone 2.2 Provision in the design of the road for the treatment of Hill roads. Page No. Clause No. Guidelines Compliance 29 19(ii) Provision shall be made for treatment of hill slope and cost of such protection measures should be included in the cost estimate of the proposed road. For hill cut slopes various types of
protection works (based on type of soil and height of cut) including bio-engineering is proposed and the same is included in the

3 Page No. Clause No. Guidelines Compliance estimate. A typical arrangement for protection of slopes with height 10m and beyond 10m are given below.
Provision is made in design for protection of hill slope with breast wall and three dimensional erosion control mat for height up to 10m as below:

Provision is made in design for protection of hill slope with breast wall and three dimensional erosion control mat for height more than 10m as below:

4

5 2.3 Use of debris in the construction of road and provision for disposal of unused debris
Page No. Clause No. Guidelines Compliance

19 (iii) The debris shall be subsumed in the road construction and provision shall be made for disposal of unused debris. Hard rock obtained from road cutting shall be reused for construction of retaining wall, breast wall and crushing aggregate (if suitable) shall be used for road and bridge works. Soil and soft rock obtained from road cutting shall be reused in filling portion of project road. For disposal of surplus material, 26 no. of dumping zone have been identified along the project highway by making joint site visit with forest officials.

Location of Dumping Zones Details of identified dumping zones and its details are given below: S.NO Existing
Tentaive Chainage of Dumping Zone Coordinates in degree Minutes Area (LxB) IN Metre Assuming 5 M Height (Calculating capacity of each location) (in M3) Legal Status of Land Northing Easting 1 123+200 303811.30 781938.50 100x20 10,000.0 Reserve Forest 2 100+900 304417.44 782430.67 51x52.9 13,489.5
Civil+Patta 3 67+350 304855.40 783709.90 60x25 7,500.0
Civil 4 63+250 305037.30 783746.40 80x45 18,000.0
Reserve Forest 5 62+900 305055.30 783815.00 50x40 10,000.0
Reserve Forest+NTPC 6 60+000 305214.20 783927.00 60x40 12,000.0
Reserve Forest+NTPC 7 49+800 305631.10 784112.70 100x25 12,500.0
Reserve Forest 8 49+400 305634.30 784113.10 100x30 15,000.0
Reserve Forest 9 48+000 305658.60 784119.80 70x30 10,500.0
Reserve Forest+NTPC 10 47+600 305736.00 784139.60 100x30 15,000.0
Reserve Forest+NTPC

6 S.NO Existing
Tentaive Chainage of Dumping Zone Coordinates in degree Minutes Area (LxB) IN Metre Assuming 5 M Height (Calculating capacity of each location) (in M3) Legal Status of Land Northing Easting 11 46+800 305748.10 784148.10 Lx6x10 300.0
NTPC Tunnel 12 47+000 305818.9 784149.7 100x50 25000 NTPC 13 45+500 305838.7 784147.6 60X50 15000 Reserve Forest 14 44+500 305908.5 784158.7 100X50 25000 Reserve Forest+NTPC 15 30+000 310059.8 784248.9 60X40 12000 Reserve Forest 16 29+000 310112.1 784249.2 300X80 120000 Reserve Forest 17 28+000 310149.4 78436.1 200X50 50000 Reserve Forest 18 27+000 31020.8 784324 200X50 50000 Reserve Forest 19 27+000 310205 784330.9 100X50 25000 Reserve Forest 20 21+000 310159.9 784521.5 50x150 37500 Reserve Forest 21 19+000 310223.2 784741.8 50x50 12500 Reserve Forest 50x50 12500 22 17+000 310239.8 784851.9 100x100 50000 Reserve Forest 23 15+000 310237.4 785001.6 50x50 12500 Reserve Forest 24 13+000 310238.1 785025.8 2 Hact 100000 Reserve Forest 25 12+000 310217 785112.2 80x30 12000 Reserve Forest 26 11+000 310213.6 785118.7 50x50 12500 Reserve Forest

7 Location of Dumping on satellite Images

8

2.4 Provision of Road Side Drains, Alignment of Road, mass balancing of cut and fill. Page No. Clause No. Guidelines Compliance 30 19(iv) All roads shall be provided with road side drains and shall be connected with the natural drainage system. Keeping in view of efficient drainage Kerb & Channel drain has been proposed along hill side drains which shall be connected to adjoining culverts. In addition to existing culverts, 104 no. of new culverts has been proposed. Also catch water drains have been proposed on top of cut section to avoid flow of water through the cut slopes.

19(v) Alignment shall be selected so as to minimize loss of vegetal cover. This issue is addressed by utilisation of existing formation width to the maximum possible extent. At constrained locations formation width of 10 m with safety provision has been proposed instead of 12m.

19(vi) Appropriate design standards shall be followed balancing cut and fill avoiding unnecessary cut. Existing road is passing along banks of Bhagirathi river with one side river and one side hill. The option available to widen the road is by cutting the hill with best utilisation of

9 Page No. Clause No. Guidelines Compliance existing formation width. Therefore surplus material from hill cut is more than the earth required for filling. However attempts are made to utilise the cut materials wherever feasible like use of hard rock for construction of retaining wall, breast wall, concrete and surplus material shall be dumped at pre-defined dumping zones 2.5 Fault zone and land slide zones. Page No. Clause No. Guidelines Compliance

19 (vii) Fault zone and land slide zone shall be given. Detailed geological study of the project road has been carried out and special protection work is proposed for major land slide locations as detailed here below.

2.5.1 Major Landslide Locations Sl.No. Location Existing Chainage of NH 34 Remarks 1 Sukhi Top – 4 Nos 37 - 42 These slides are bypassed under Sukhi Top Realignment section 2 Gangnani 55 - 56 3 Bhatwari 67 - 68 4 Malla 72 - 74 5 Bishanpur 78 - 79 6 Laldang 79 - 80 7 Netala 87 - 88 These slides are bypassed under Netala and Garampani realignment section 8 Ganeshpur 90 - 91 9 Garampani 92 - 93 10 Bareti 100 - 101 11 Nalupani 123 - 124

10 Special protection arrangement is proposed for all major slides and included in Cost Estimate of Project Road. As a sample proposed protection work for Bareti landslide is given below:

View of Landslide at Bareti

Typical Arrangement of Proposed Protection for Landslide at Bareti

11 Page No. Clause No. Guidelines Compliance 33 3 (b) (vii) Defense installation and any other infrastructure development related to National security. This project is in the category of “Regulated activities in the Eco- sensitive zone”. The project highway has strategic importance being major connectivity to the Indo-China Border.

2.6 Summary of Provisions Made in Design of Project Road to meet the Guidelines of Notification on Eco –Sensitive Zone  Hill cut slopes prone to slide (other than rock strata) are protected by Breast Wall and three dimensional erosion control mate.
 Special type of protection work is made for major landslide locations.  Catch water drain is proposed on top of cut portion to avoid flow of water in cut surface.  K C drain is proposed on hill side of road for proper drainage.  Drains are connected to natural streams and culverts.  Provision is made for utilization of cut materials to the extent possible.  For disposal of surplus earth, Dumping Zones are already identified throughout the project road along with official of Forest Department.  For pedestrians footpath is proposed in built-up stretches.
 Utility ducts with chambers are provided to avoid unnecessary excavation by various agencies.
 Cost of all proposed items are included in the Cost Estimate of Project Road.  Proposal for Wildlife Clearance of Gangotri National Park already submitted

2.6.1 Benefits of the project Following benefits are envisaged from the project:  Reduction in travel time
 Reduction in Vehicle Operation Cost  Enhanced Safety  Reduction in pollution  Increase in Tourism activities
2.6.2 Cost Benefits Ratio The cost benefit analysis is has been carried out within the broad framework of social cost-benefit. This will provide more affordable public transportation. The housing in transit-oriented neighbourhoods improves accessibility for lower-income households. Based on project cost and above benefits cost benefit ratio has been worked out summary of the same is given below:

12 Total project Cost Item Amount (Rupees) Amount (Rupees Cr.) A Total EPC Cost 8,39,29,76,779 839.30 B Cost of Land Acquisition
21,38,88,675 21.4 C Cost of R & R 23,24,70,000 23.25 D Cost of Environmental Mitigation Plan 26,80,36,468 26.80 Total Project Cost (TPC) 910.75

Cost Benefit Analysis S. No. Parameters Details of Benefits Amount (in ₹ Cr.) 1 Travel Time

1. Travel time will decrease
2. Improved flow of traffic
3. Better transportation of goods
4. Reduces congestion and delays as total project length is reduced by 14 Km due to provision of bypass and short realignment 648.00 2 Vehicle Cost
5. Less fuel consumption for travel
6. No/less Potholes reduces vehicle wear
7. Curve radius increases, travel speed increases
8. Vehicle operating cost reduces 100.20 3 Safety
9. Sharp curve in a road is decreased
10. Safety to human life & health
11. No/less land slides provide safe travel due to specialized protection work, land slides are avoided and risk of human life is decresed 120.00 4 Gas Emission and Induced Travel
12. Less congesion cause less air pollution
13. Better public transportation (like volvo buses, vanpool etc.) decreases private vehicles
14. More trips will be made due to improved facilites & less travel time
15. Frequent road blockages are avoided, hence improved connectivity to Gangotri 18.00 5 Economic Effects and Local/Regional Impacts
16. Increased tourism due to better transport service
17. Increased workers/ employee/ labour access
18. Supplies and logistics can be sent more 182.40

13 Cost Benefit Analysis S. No. Parameters Details of Benefits Amount (in ₹ Cr.) efficiently and effectively 4. Efective mobility/ transportation facilities helps in developing more trade 5. Due to bypass provision, more villages are connected by road 6. Significantly enhances the visual effects of the locations Total Cost Benefit 1068.60 B.C. Ratio 1.17

14 2.7 OTHER PROJECT ROAD DETAILS 2.7.1 PROJECT ROAD IN BUFFER ZONE OF GANGOTRI NATIONAL PARK A section of the project road from Gangotri (km 0.00) to Uttarkashi (Km 94.0) is falling in Eco-sensitive zone.
A section of the project road from Gangotri (km 0.0) to Bhairoghati (km 9.0) is in buffer zone of Gangotri National Park situated at Gangotri The project road near Gangotri is traversing at distance of 200 m from buffer zone of Gangotri National Park. The Gangotri National Park (Latitude 78°45’ to 79°02’ East and Longitude 30°50’ to 31°12’ North) is located in the upper catchment of Bhagirathi river near Gangotri. Project road in in buffer zone of Gangotri National Park is shown in Fig.3 Fig. 3: Project Road from Gangotri – Bhairoghati (9.0 km) is in buffer zone of Gangotri National Park Proposal for Wildlife Clearance already prepared and uploaded online in MoEF official Website. 2.7.2 SOCIO-ECONOMIC CHARACTER ALONG THE ROAD
The preliminary assessment of land use pattern along the project corridor is presented in Table below. This indicates that the distribution of length of Project road and percentage Length in terms of land use and roadside environments:

15 Type of Land Use Sl. No. Land use Pattern Length (km) % of Length 1 Urban/Built-up 22.6 18 2 Agricultural Land 3.00 2 3 Hiil / Forest Area 98.40 80

Total 100Km 100% 2.7.3 ENGINNERING SURVEYS, INVESTIGATIONS AND ANALYSIS The Salient features in respect of the major field studies and investigations were taken up to determine the rehabilitation / construction requirements for the Project Road. Following are the various engineering surveys and investigations other than traffic surveys.  Inventory and Condition Survey of Road and Pavement;  Topographic Survey;  Pavement Investigations;  Sub-grade investigations  Materials Investigations;  Axle Load Surveys  Inventory and Condition Surveys of Bridges and Culverts  Hydrological and Hydraulic Investigations and  Geo-technical investigations for Bridges and Structures
2.7.4 Existing Road Details
The project road section comprises of varying carriageway width consisting of Single Lane, Intermediate Lane and Two Lane along with 0.5m to 1.5m varying width of earthen shoulder on both side of the project road. Few stretches, earthen shoulder does not exist along the road. The summary of existing road section with respect to the width is given below:
Lane Width Summary Lane Configuration Length (Km) Percentage (%) Damaged Road 8 6% SL 107 86% IL 1.2 1% 2L 7.8 6% Total, Km 124 100%

16 2.7.5 TRAFFIC
Traffic in terms of PCU on project highway section of the NH-108 / NH-34 at the base year 2013-14 at km 114 and km 91+000 of NH-34 is 1546 and 829 PCUs respectively for all vehicles including tolled, Non-tolled & Exempted vehicles. The forecasted traffic in terms of PCU is presented in table below. Projected traffic at constant 5% annual growth rate is given below: Traffic Projection
As per Calculated Growth Rate Assuming 5% Growth Rate Compositio n/ Remarks Year km 9.8 km 91.0 Average km 114 km 91 Average 1546 829 1188 1546 829 1188 Base Year Year 2014-15 2002 1097 1549 1973 1059 1516 Year 5 Year 2019-20 2496 1395 1946 2519 1351 1935 Year 10 Year 2024-25 3073 1751 2412 3215 1724 2469 Year 15 Year 2029-30 3792 2199 2996 4103 2201 3152 Year 20 Year 2034-35 5813 3481 4647 6683 3585 5134 Year 30 Year 2044-45

As per para 3 of MoRTH circular No. NH-14019/6/2012-P&M, dated 05/10/2012 and as desired by NHIDCL proposed configuration of the project road is two lanes with paved shoulders. 2.7.6 Design Chainage System As per new NH chainge system, design chainge system is started from Gangotri end and preceded towards Dharasu. There are two major realignments proposed at Sukhi Top and Netala & Garampani. Based on the realignment project road is divided in 5 sections. The section details are given below along with respective existing chainage.

Details of Project Road Sections Section

From To Existing
Chainage
(NH 34) Design Chainage (km) Design Length (km) From To From To I Gangotri Start of Sukhi top bypass 0.00 29.30 0.00 28.60 28.60 II Sukhi top Realignment 29.30 43.0 28.60 31.84 3.24 III End of Sukhi top bypass Start of Netala bypass 43.0 86.4 31.82 (Break in chainage- 20m difference) 73.73 41.91

17 Section

From To Existing
Chainage
(NH 34) Design Chainage (km) Design Length (km) From To From To IV Netala & Garampani Realignment 86.4 94.0 73.73 81.80 8.07 V End of Netala bypass Dharasu bend 94.0 124.0 81.80 110.31 28.51 Total 110.33

Graphical representation of the project road sections is given below:

2.7.7 IMPROVEMENT PROPOSAL AND DESIGN
In addition to detailed reconnaissance, Consultant met officials of Border road Organization (BRO) and took information’s regarding various problems encountered in the project road stretch and their suggestions are noted carefully for further study.
Alignment improvements are classified under two categories as under:  Major Realignments  Geometric Improvements Major realignments are proposed at the following locations

18 Proposed Major Realignments Sl. No. Location Exiting length realigned (km) Length of Proposed Realignme nt (km) Name of village Remarks / necessity for realignment Existing Chainage as per NH 34 Existing Chainage as per NH 108 From To From To 1 29.5 42.5 81.5 94.5 13.0 3.4 Sukhi Top Poor geometrics with hairpin bends, steep gradient and existing alignment gradient ascending to peak point (Sukki top) and descending again. 2 86.0 94.4 29.6 38 8.4 7.6 Nethala and Garamp ani Major land slide at Nethala and existing road at Garampani completely washed away during 2013 disaster.

21.4

Total
SUKKI TOP REALIGNMENT

Necessary for realignment at Sukki top  Poor horizontal geometry with sub-standard hairpin bends & sharp curves.  Landslides at stream crossings  Major bridge (Jhala bridge) at km 29+800 is in poor condition and require reconstruction.  Realignment length is 10 km shorter than existing road

19

Sukhi top realignment NETALA & GARAMPANI REALIGNMENT Necessary for Netala & Garampani Realignment  Major landslide area  Poor existing geometry at Garampani village
 Very tight RoW between built up lines, widening at this location is shall involve acquisition of many structures.  Existing Bailey bridge at Gangori require reconstruction
 Road completely washed away which requires realignment

20 2.7.8 CROSS SECTIONAL ARRANGEMENT The road formation shall be 12m which includes, 7 m carriageway, paved shoulders, drain on hill side and parapet on valley side.
As per site constrains, provision of 12m wide formation for the total project length is not feasible where tight RoW in built up sections and overhang cliff section etc. In such sections 10m formation width is proposed. Typical cross sections for rural and built up sections are shown in fig below:

.

In major realignments proposed RoW of 24m and in rural sections 18m is considered for the project road. However in built up sections to avoid damage to existing structures, existing RoW (distance between building lines) are considered improvements with minimum of 10m

21 2.7.9 STRUCTURE IMPROVEMENTS
Existing structures which are in sound condition and with adequate width as required for the project road are retained. In other existing structure locations, new structures are proposed adjacent to existing structures. Additional cross drainage structures and viaducts also provided wherever required. New structures also proposed in major realignment stretches. Summary of bridges and viaducts are given below:

Summary and treatment of existing Bridges Description Total Major Bridge Minor Bridge Total Existing Bridge
28 6 22 Retained
20 4 16 New 2 Lane Bridge
2 1 1 Abandoned due to bypass 4 1 3 Reconstruction
2

2

Proposed Additional two lane bridges:
3 additional minor bridges are proposed. Proposal for New Bridges/ Structures along Realignments Realignments have been proposed at various locations to bypass the potential landslide zones and poor geometrics along the highway. New structures are required along these realignments as follows. Major Realignments Realignment Major Bridges Minor Bridges Total Sukhi Top 1 0 1 Nethala-Garampani 1 2 3 Total 2 2 4

Viaducts: 2 Viaducts are proposed (one at Maneri – 400 m long and one at Ex. Km 18+685- 82m long). 2.7.10 PROPOSED PROTECTION WORKS The existing slide areas along the project road were studied and broadly categorised in to Minor and Major slides. Major slides are those which are chronic and keeping traffic blocks often and also create unsafe condition for traffic.

Since the project road is parallel to Bhagirathi river, in majority of the stretches widening is taking place on hill side only. Therefore after cutting it is mandatory to protect the cut slope. From the geological study, soil type along the project road is identified. Various types of protection arrangement is proposed based on type of soil and height of cut.

Special protection arrangements are proposed for major landslide locations at Gangnani,

22 Bhatwari, Malla, Bishanpur, Laldang, Bareti and Nalupani as mentioned above.

2.7.11 PAVEMENT DESIGN Design for New Construction or Reconstruction is carried out in accordance with IRC: 37 – 2012, “Guidelines for the Design of Flexible Pavements ”. The pavement for New Construction or Reconstruction is designed for the design period of 15 years for the bituminous layers.
Pavement Design for New Construction/Reconstruction Homogeneous Section HS-01 (Existing km 98.2 to 124.0) HS-02 (Existing km 0.00 to 98.2) Length (km) 25.8 98.2 Design CBR Value in % 10% 10% Design Traffic in MSA 6.8 1.6 (Say 2) Wearing Course, mm 40 BC 40 BC Binder Course, mm 50 DBM 50 DBM Base Course (WMM), mm 250 250 Granular Sub-base Course (GSB), mm 200 150 Sub-grade layers, mm 500 500

Design of overlay is carried out as IRC 81 – 1997. 2.7.12 PRELIMINARY PROJECT COST Construction cost of each of the project road section is worked out. Unit rate of each item is adopted from SOR (2015-16) of Uttarakand for Dunda and Bhatwari block is used.
As discussed during meeting with Secretary, PWD, Govt of Uttarakhand on 16/10/2015, cost estimate of the present project report shall exclude the provisions already approved by MoRTH being executed by BRO.
The Cost estimate is prepared for a Total design length of 89.73 kms. Summary of EPC cost and TPC is given under:

23 EPC Cost of Project Item Amount (Rupees) Amount (Rupees Cr.) A Total Civil Cost 6,89,90,82,558 689.91 B Contingencies @ 2.8% of (1) 19,31,74,312 19.32 C Sub Total (A+B) 7,09,22,56,869 709.23 D Construction Supervision Charge @ 3% on C 21,27,67,706 21.28 E Administrative/Agency Charges @ 3% on (C+D) 21,91,50,737 21.92 F Quality Control Charges @ 0.25% on C 1,77,30,642 1.77 G Road Safety Audit Charges @ 0.25% on C 1,77,30,642 1.77 H Add Maintenance for 4 years @ 1.75% on C 12,41,14,495 12.41 I Escalation @ 10% on C 70,92,25,687 70.92

Total EPC Cost 8,39,29,76,779 839.30 Total project Cost Item Amount (Rupees) Amount (Rupees Cr.) A Total EPC Cost 8,39,29,76,779 839.30 B Cost of Land Acquisition
21,38,88,675 21.4 C Cost of R & R 23,24,70,000 23.25 D Cost of Environmental Mitigation Plan 26,80,36,468 26.80 Total Project Cost (TPC) 910.75 2.7.13 FINANCIAL VIABILITY
The project is financially Not Viable on BOT basis even with 40% Grant and 30 years Concession Period. Accordingly project should be undertaken on EPC/annuity. Hence consultant recommends the project road to be developed on EPC basis.