4_07_FRPT

PUBLIC WORKS DEPARTMENT, RAJASTHANConsultancy Services for the preparation of Feasibility Report f Two laning with paved shoulders of Bik R t for T l i ith d h ld f BikanerSuratgarh section Km 0/0 to Km 173/000 of NH-15

FINAL FEASIBILITY REPORT (Modified)(Main Report)

Lkwjrx15m b. Overall length of bridge >60m Wind forces Lateral wind forces have been calculated in accordance with the provisions of IRC: 6-2000. Buoyancy forces Full buoyancy (100%) has been considered for checking the stability of foundations. For checking stresses of the substructure components, 15% pore pressure uplift has been considered in the design. Earth pressure Lateral forces due to earth pressure for the design of abutments and retaining walls have been calculated as per IRC: 6-2000. Properties of backfill material shall take as per IRC: 78-2000, Appendix-6. All abutments & return walls have been designed for a live load surcharge equivalent to 1.2m earth fill.

iv)

v)

vi)

vii)

5.15

FORMATION WIDTH AT CROSS DRAINAGE STRUCTURES The width of the culverts and bridges shall be adopted as below i) New culverts and bridges The Pipe/Slab/Box culverts have been provided the same overall width of as of the approach road. Overall width of these structures shall be such that the outer face of railing/parapet shall be in line with the outer edge of the shoulder ii) Existing culverts and bridges5 - 10

Consulting Engineers Group Ltd

Feasibility study for 2 lane with paved shoulders from Km 0/000 to 173/000 of NH-15

Final Feasibility Report

The pipe/slab/box bridges/culverts has been widened preferably on the outer side so as to make the deck width same as Highway cross sections. 5.15.1 Median Treatment Where two separate two-lane bridges have been provided, suitably designed transition guard rails with buried ends or a New Jersey type barrier have been proposed on the immediate approaches for minimum 25m length on each side.

5.15.2 Footpaths Footpaths have been provided on all ROBs and bridges over rivers.


5 - 11



CHAPTER 6 TECHNICAL / ENGINEERING ALTERNATIVES

6.1

INTRODUCTION The design and rehabilitation options have been calculated based on the basis of preliminary engineering studies, traffic forecasts, and future requirements. Different alternatives have been considered keeping in view the Objectives and Goals as defined earlier.

6.2

GOALS AND OBJECTIVES FOR THIS STUDY Provide maximum safety in the design of the Highway geometry, pavements, shoulders, embankments and other pertinent components. Provide uninterrupted flow of through traffic along the Project stretch. Avoid future possibility of installation of speed breakers by the local administration. Segregate the local traffic from through traffic, wherever possible, by providing service roads, raised carriage way or flyovers as may be appropriate. Try to avoid the adverse impacts of the crowded areas on the Highway along the Project stretch. Provide for appropriate cross traffic facilities without impeding the flow of through traffic. Provide smooth flow of traffic all along the road as well as the road junctions. Identify and provide outline plan for areas for truck parking repair, Road users accommodation / facilities and pertinent way side commercial activities. Identify locations for toll plaza. Minimize the impact on roadside settlement. Minimize the impact on the existing trees/environment. Provide and recommend what is cost efficient, but most of all, can be built readily with least hindrances (such as resettlement and land acquisition).

6.3

PARAMETERS FOR WIDENING The most important fact in deciding the side of widening is the availability of land. Secondary factors include presence of environmentally; religiously and socially sensitive features such as Heritage Structures, other monument structure and so on. The following criteria have been used with suitable inter-alias weight age in terms of their influence in governing the decision on the side of widening.


6-1



Available ROW from the existing center line; Location of utility lines; Abutting land use; Adjacent cultural properties; Geometric improvements necessary; Location and type of trees required to be cut; Socio Economic affected person;

6.4 6.4.1

WIDENING Rural area The project road in rural areas is proposed to be widened keeping in view the following options:

6.4.2 Eccentric Widening (LHS or RHS): Eccentric widening has been preferred which gives least interference to the traffic during construction. The widening is proposed to be done as Typical Cross Section for such option is adopted with the following provisions: The advantages of this configuration are: 1. The proposed median will save many of the existing trees on the left/right side of the existing road formation on which side the road is proposed to be widened. The median will extend up to 4.5 m away from the existing carriageway. This will cover a large number of the trees in the first row. As already discussed, the first row has mostly thick girth trees offering large shadows. 2. All the trees on the opposite side will be saved 3. The existing pavement will be used by the traffic in the first stage of the construction. No diversions will be needed even for reconstruction of culverts or other improvement works on the existing pavement during the subsequent stage of construction, when the new pavement will be available for traffic movement.

6.4.3 Concentric Widening: For 2-lane sections where existing earthen/gravel shoulders are being replaced with paved shoulders, it has been analyzed that concentric widening of carriageway is comparatively economical and easy in construction.


6-2



Table 6.1: Widening Scheme for Km 553/869 of NH-11 Km 173/000 of NH-15 via Km 10/630 of NH-15S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 Existing Km From To 9.845 3.400 3.400 3.300 3.300 2.206 2.206 2.000 2.000 0.845 0.845 10.630 10.630 13.070 13.070 13.270 13.270 14.508 14.508 14.708 14.708 20.612 20.612 20.912 20.912 21.262 21.262 21.462 21.462 28.263 28.263 28.513 28.513 44.000 44.000 44.300 44.300 49.574 49.574 49.774 49.774 52.468 52.468 52.668 52.668 73.136 73.136 73.386 73.386 73.686 73.686 73.836 73.836 92.283 92.283 92.483 92.483 98.524 98.524 98.744 98.744 104.596 104.596 104.796 104.796 106.140 106.140 106.290 106.290 106.740 106.740 107.222 107.222 107.892 107.892 108.100 108.100 125.250 125.250 125.750 125.750 160.118 160.118 160.443 160.443 161.551 161.551 161.801 161.801 162.804 Proposed Ch. From To 0.000 6.454 6.454 6.554 6.554 7.650 7.650 7.856 7.856 9.000 9.000 9.845 9.845 12.300 12.300 12.500 12.500 13.750 13.750 13.950 13.950 19.850 19.850 20.150 20.150 20.500 20.500 20.700 20.700 27.500 27.500 27.750 27.750 43.235 43.235 43.535 43.535 48.800 48.800 49.000 49.000 51.650 51.650 51.850 51.850 72.650 72.650 72.900 72.900 73.200 73.200 73.350 73.350 91.850 91.850 92.050 92.050 98.080 98.080 98.300 98.300 104.200 104.200 104.400 104.400 105.800 105.800 105.950 105.950 106.400 106.400 106.700 106.700 107.370 107.370 107.589 107.589 124.667 124.667 125.167 125.167 159.525 159.525 159.850 159.850 160.950 160.950 161.200 161.200 162.200 Length (Km) 6.454 0.100 1.096 0.206 1.144 0.845 2.455 0.200 1.250 0.200 5.900 0.300 0.350 0.200 6.800 0.250 15.485 0.300 5.265 0.200 2.650 0.200 20.800 0.250 0.300 0.150 18.500 0.200 6.030 0.220 5.900 0.200 1.400 0.150 0.450 0.300 0.670 0.219 17.078 0.500 34.358 0.325 1.100 0.250 1.000 Widening Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Curve Imp Concentric Curve Imp Concentric Remark Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric


6-3



S.No. 46 47 48 49 50 51 52 53

Existing Km From To 162.804 163.610 163.610 164.407 164.407 164.607 164.607 167.711 167.711 167.961 167.961 168.638 168.638 168.838 168.838 173.000

Proposed Ch. From To 162.200 163.000 163.000 163.800 163.800 164.000 164.000 167.050 167.050 167.300 167.300 168.000 168.000 168.200 168.200 172.384

Length (Km) 0.800 0.800 0.200 3.050 0.250 0.700 0.200 4.184

Widening Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric

Remark Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric Inadequate geometry Concentric

Table 6.2: TCS Schedule for Km 553/869 of NH-11 Km 173/000 of NH-15 via Km 10/630 of NH-15S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 Existing Chainage (Km) From 9.845 3.400 3.300 2.206 2.000 0.845 10.630 13.070 13.270 14.508 14.708 20.400 20.612 20.912 21.262 21.462 21.900 27.500 28.100 28.263 28.513 44.000 44.300 44.800 45.500 45.558 46.354 49.574 49.774 52.468 52.668 57.000 57.550 59.200 To 3.400 3.300 2.206 2.000 0.845 10.630 13.070 13.270 14.508 14.708 20.400 20.612 20.912 21.262 21.462 21.900 27.500 28.100 28.263 28.513 44.000 44.300 44.800 45.500 45.558 46.354 49.574 49.774 52.468 52.668 57.000 57.550 59.200 60.200 Design Chainage (Ch) From 0.000 6.454 6.554 7.650 7.856 9.000 9.845 12.300 12.500 13.750 13.950 19.638 19.850 20.150 20.500 20.700 21.138 26.745 27.337 27.500 27.750 43.235 43.535 44.035 44.724 44.781 45.581 48.800 49.000 51.650 51.850 56.512 57.062 58.716 To 6.454 6.554 7.650 7.856 9.000 9.845 12.300 12.500 13.750 13.950 19.638 19.850 20.150 20.500 20.700 21.138 26.745 27.337 27.500 27.750 43.235 43.535 44.035 44.724 44.781 45.581 48.800 49.000 51.650 51.850 56.512 57.062 58.716 59.718 Length (Km) 6.454 0.100 1.096 0.206 1.144 0.845 2.455 0.200 1.250 0.200 5.688 0.212 0.300 0.350 0.200 0.438 5.607 0.592 0.163 0.250 15.485 0.300 0.500 0.689 0.057 0.800 3.219 0.200 2.650 0.200 4.662 0.550 1.654 1.002 C/S Type TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-3 TCS-4 TCS-3 TCS-4 TCS-3 TCS-1 TCS-3 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-3 TCS-1 TCS-8 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-3 TCS-1 TCS-3 Widening Side Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric ROB Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Concentric


6-4



S.No. 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79

Existing Chainage (Km) From 60.200 70.500 71.300 71.600 72.500 73.136 73.386 73.686 73.836 92.283 92.483 92.750 93.250 98.524 98.744 104.596 104.796 106.140 106.290 106.740 107.222 107.892 108.100 109.200 125.200 125.250 125.750 126.000 140.500 141.500 160.118 160.443 160.800 161.500 161.551 161.801 162.804 163.610 164.407 164.607 167.711 167.961 168.638 168.838 171.000 To 70.500 71.300 71.600 72.500 73.136 73.386 73.686 73.836 92.283 92.483 92.750 93.250 98.524 98.744 104.596 104.796 106.140 106.290 106.740 107.222 107.892 108.100 109.200 125.200 125.250 125.750 126.000 140.500 141.500 160.118 160.443 160.800 161.500 161.551 161.801 162.804 163.610 164.407 164.607 167.711 167.961 168.638 168.838 171.000 173.000

Design Chainage (Ch) From 59.718 70.014 70.813 71.113 72.015 72.650 72.900 73.200 73.350 91.850 92.050 92.317 92.793 98.080 98.300 104.200 104.400 105.800 105.950 106.400 106.700 107.370 107.589 108.649 124.617 124.667 125.167 125.391 139.912 140.895 159.525 159.850 160.207 160.899 160.950 161.200 162.200 163.000 163.800 164.000 167.050 167.300 168.000 168.200 170.408 To 70.014 70.813 71.113 72.015 72.650 72.900 73.200 73.350 91.850 92.050 92.317 92.793 98.080 98.300 104.200 104.400 105.800 105.950 106.400 106.700 107.370 107.589 108.649 124.617 124.667 125.167 125.391 139.912 140.895 159.525 159.850 160.207 160.899 160.950 161.200 162.200 163.000 163.800 164.000 167.050 167.300 168.000 168.200 170.408 172.384

Length (Km) 10.296 0.799 0.300 0.902 0.635 0.250 0.300 0.150 18.500 0.200 0.267 0.476 5.287 0.220 5.900 0.200 1.400 0.150 0.450 0.300 0.670 0.219 1.060 15.968 0.050 0.500 0.224 14.521 0.983 18.630 0.325 0.357 0.692 0.051 0.250 1.000 0.800 0.800 0.200 3.050 0.250 0.700 0.200 2.208 1.976

C/S Type TCS-1 TCS-6 TCS-7 TCS-6 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-3 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-3 TCS-1 TCS-3 TCS-5 TCS-3 TCS-1 TCS-3 TCS-1 TCS-2 TCS-1 TCS-3 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-2 TCS-1 TCS-6

Widening Side Concentric Four-Lane Four-Lane Four-Lane Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric Concentric Concentric Concentric Concentric Concentric Concentric Curve Imp Concentric Concentric Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Curve Imp Concentric Concentric


6-5



6.5

NEW PAVEMENT Options of providing flexible and rigid pavements were evaluated by comparing the life cycle cost over the design life period. Flexible pavement was found to be more cost effective and is being proposed.

6.6

GRADE SEPARATED STRUCTURE: As per Analysis of turning movement traffic in accordance with IRC: 92-1985 no interchange or Flyover is proposed.

6.7

REHABILITATION, IMPROVEMENT AND UPGRADATION OF ROAD INTERSECTIONS In the project road there are 5 Major Junction and 51Minor Junction are proposed. Intersections have been designed in such a way that all merging and diverging movements to/from project highway are either through service road or acceleration & deceleration lane. Proposed Major Intersection is as under: Table 6.3: List of Major Intersection

S. No. 1 2 3 4 5

Existing Chainage (Km) 10.630 14.609 71.008 126.030 170.912

Design Chainage (Ch) 9.845 13.851 70.521 125.420 170.297

Category of Road NH NH SH MDR City Road

Type of Junction T T X X Rotary

Remark To Jaipur Bypass (R) To Jaisalmer Bypass (L) Roheja (L) to Sri Dungargarh, Kalu ( R ) Pallu (R) to Phuleji, PT 208 (L) To Sri Ganganagar (L) To Suratgarh Ricco Industrial Area (R)

Table 6.4: List of Minor JunctionS. No. 1 2 3 4 5 6 Existing Chainage (Km) 6.268 1.434 11.289 14.913 18.571 20.863 Design Chainage (Ch) 3.588 8.419 10.505 14.155 17.801 20.101 Side (Left / Right) Left & Right Left Right Right Right Right Type of Junction X T T Y T T


6-6



S. No. 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51

Existing Chainage (Km) 21.204 22.047 25.095 26.753 28.019 28.051 36.609 45.033 51.420 54.171 54.594 59.860 60.361 64.246 64.784 70.169 70.597 72.196 72.294 73.762 79.456 80.888 82.034 86.198 87.721 92.916 98.793 108.579 108.951 109.688 116.740 131.270 139.1008 140.335 143.441 145.497 152.714 154.833 157.284 163.542 165.181 165.300 167.036 167.783 170.538

Design Chainage (Ch) 20.442 21.281 24.334 25.996 27.256 27.288 35.848 44.257 50.647 53.351 53.774 59.376 59.879 63.938 64.476 69.683 70.111 71.711 71.809 73.276 78.986 80.421 81.567 85.764 87.286 92.483 98.349 108.068 108.440 109.136 116.353 130.677 139.405 139.746 142.836 144.896 152.106 154.276 156.686 162.931 164.575 164.694 166.374 167.121 169.922

Side (Left / Right) Right Right Left & Right Left Left Right Left Left Left Left Right Right Right Left Right Left Left Right Left Left Right Left Right Right Left Right Left Left Left & Right Right Left Right Left Right Left Right Right Right Left Left Left Right Right Right Right

Type of Junction Y Y X Y T Y Y T T T T T Y Y Y T T T Y Y Y Y Y Y Y Y T Y X Y T T T T Y Y T T Y Y Y T T T T


6-7



6.8

TRAFFIC SAFETY MEASURES Design of proper junctions, central median, service roads, foot paths, all other measures such as guard rails, crash barriers, road signs, road marking, turn lanes etc. have been provided as per road safety standards prescribed by MoSRT&H. These have been shown in the drawing volume.

6.9

BRIDGES AND CULVERTS All the bridges in the project road with adequate waterway and good in condition have been retained and can be widened based on horizontal profile. For all other new two lane carriage way, PSC Girder/ RCC bridges are proposed along side to make them suitable for 2 lanes. The structural adequacy of these existing bridges has been scrutinized. Some of the bridges require minor repairs i.e. replacement of broken railings and protection work around the abutments. Notwithstanding the absence of any visible distress in the existing old bridge structures, enhancement of structural strength by removing loose or spalled voids in the deck structure and replaced with new concrete/mortar is proposed to ensure safety, adequacy as well as durability.. Culverts have been proposed to be rehabilitated/ widening as per condition and proposed alignment. New pipe culvert has been constructed with NP-4 pipe.

6.10

Geometric Improvements The existing carriageway have 7.00 M wide carriageway, with 2.5 M wide gravel/earthen shoulders. The horizontal curves which are deficient either in radius or in transition lengths and curve length have been improved. The vertical curves which are deficient in curve length and gradients have also been improved. The improvement of geometrics is necessary on National Highways for safety and comfort of road users, even for low traffic volumes.

6.11

ALIGNMENT IMPROVEMENT ALTERNATIVES Improvement of existing alignment has been done in following ways which will have significant beneficial impact in terms of Minimizing Displacement Reducing resistance to the project Minimize the impact on the existing trees/local environment.


6-8



Maximum benefit in terms of road geometry, pavements, shoulders, embankments etc Uninterrupted flow of through traffic along the Project stretch Avoid future possibility of installation of speed breakers by the local administration/public Avoid adverse impacts of the crowded areas along the project stretch Provide scope for wayside amenitiesCurves requiring improvement

Subject to provision of land by the Authority, the curves shall be improved by the Concessionaire for achieving the Ruling design speed (Refer Clause 2.2.3 of 2 laning Manual) in two lane section and (Refer Clause 2.1.V of 4-laning Manual) in 4 lane section. 6.12 NEW BYPASS The existing Project Highway is already bye passing the Bikaner and Suratgarh. As such there is no need to provide any bye pass for these towns.

6.13

SERVICE ROAD Local traffic in built up areas have been separated with proposed service road. The service road has been connected to the main carriageway through entry/exit ramp.

Table 6.5: Details of Proposed Service Road on both sidesExisting Chainage S.No. From 1 2 3 70.500 71.600 171.000 To 71.300 72.500 173.000 From 70.014 71.113 170.408 To 70.813 72.015 172.384 Design Chainage Length (km) 0.799 0.902 1.976 Width (m) 7.0 7.0 7.0

Side Both Both Both

C/s Type TCS-6 TCS-6 TCS-6


6-9



6.14

UTILITY CORRIDOR 2m wide Utility Corridor has been proposed along proposed ROW on both sides throughout the project corridor. All utilities coming under proposed ROW have been shifted to utility corridor.

6.15

USER FACILITIES

6.15.1 Rest Areas & Truck Lay Byes Following Rest areas have been proposed along project highway to provide safe & comfortable journey. Due consideration has been given to the requirements of different class of road users including truck drivers & Truck Lay by have been also proposed at above locations. Table 6.6: Proposed Rest Areas S. No. 1 Existing Chainage (Km)65.400

Proposed Chainage (Ch.)64.922

Side RHS

Table 6.7: Proposed Truck Lay Byes S.No. 1 2 3 Existing Chainage (Km)24.500 66.100 142.000

Proposed Chainage (Ch.)23.759 65.650 141.396

SideRHS LHS RHS

6.15.2 Bus Bays The project highway has regular movement of buses through Government & private sector. Bus bays have been proposed in following locations for the convenience of bus commuters & safe travel on project highway. Table 6.8: List of Proposed Bus bays on project roadS. No. 1 2 3 4 5 6 7 8 Bus Bays Existing Chainage 21.200 27.800 45.200 57.200 59.600 71.700 93.020 108.450 Design Chainage 20.438 27.045 44.424 56.712 59.116 71.213 92.563 107.939 Side Both Both Both Both Both Both Both Both


6 - 10



9 10 11

125.400 141.000 161.000

124.817 140.395 160.399

Both Both Both

6.15.3 Toll Plaza

Following Toll Plazas have been proposed for Project Stretch. 1. 2. 3. At Km. 25.500 (Ch.24.739) At Km. 84.500 (Ch.84.025) At Km. 145.000 (Ch.144.400)

6.15.4 Overhead Traffic Signs : Table 6.9: List of Proposed overhead traffic signs on project road S.No.1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28

Existing Chainage (Km)16.000 21.200 27.500 28.100 44.800 45.500 52.000 57.000 57.550 59.200 60.200 70.000 72.500 78.200 82.000 85.900 92.750 93.250 108.100 109.200 110.600 125.200 126.000 137.000 140.500 141.500 155.000 157.000

Proposed Chainage (Ch.)15.244 20.438 26.745 27.337 44.035 44.724 51.182 56.512 57.062 58.716 59.718 69.514 72.015 77.730 81.533 85.437 92.317 92.793 107.589 108.649 110.185 124.617 125.391 136.402 139.912 140.895 154.392 156.403

LocationJaisalmer Bypass Khara Jamsar Jamsar Bamanwali Bamanwali Dheeera Dulmera Dulmera Hansera Hansera Loonkaransar Loonkaransar Loonkaransar Bhadhera Bhadhera Malkisar Malkisar Mahajan Mahajan Mahajan Arjunsar Arjunsar Rajiyasar Rajiyasar Rajiyasar Birdhwal Birdhwal


6 - 11



S.No.29 30

Existing Chainage (Km)160.800 161.500

Proposed Chainage (Ch.)160.207 160.899

LocationPiparan Piparan

6.15.5 Lighting: Table 6.10: List of Lighting Proposed on project roadS.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Existing Chainage (Km) From To 21.100 21.300 24.300 24.700 25.200 25.800 27.700 27.900 45.100 45.300 57.100 57.300 59.500 59.700 65.250 65.550 65.900 66.300 70.700 71.800 84.200 84.800 92.920 93.120 108.350 108.550 125.300 125.500 140.900 141.100 141.800 142.200 144.700 145.300 160.900 161.100 Design Chainage (Ch.) From To 20.338 20.538 23.559 23.959 24.439 25.039 26.945 27.145 44.324 44.524 56.612 56.812 59.016 59.216 64.772 65.072 65.422 65.940 70.214 71.313 83.725 84.325 92.487 92.663 107.839 108.039 124.717 124.917 140.312 140.495 141.195 141.596 144.097 144.700 160.307 160.499 Location Khara Proposed Truck Lay Byes Proposed Toll Plaza Jamsar Bamanwali Dulmera Hansera Proposed Bus bays Proposed Truck Lay Byes Loonkaransar Proposed Toll Plaza Malkisar Mahajan ArjunSar Rajiyasar Proposed Truck Lay Byes Proposed Toll Plaza Piparan

6.15.6 Cattle PassProposed structural configuration Proposed span arrangement1 x 6.0 1 x 6.0 6 - 12

1 2

79/460 143/464

78+990 142+858

New 2 lane (Height 3.5 m) New 2 lane (Height 3.5 m)

RCC BOX RCC BOX

6.16. SPECIFIC REQUIREMENT FOR THE PROJECT HIGHWAY For preparing Schedules A, B, C, D, and H of the Concession Agreement and other specific requirements (refer Appendix-I of the Manual), the Consultant shall:


Proposed Structure type

Existing Chainage

Design Chainage

S No.



(a)

(b)

Provide utility wise preliminary plans for shifting of existing utilities and construction of new utilities along or cross the Project Highway (Refer para 1.13 of Manual). Based on the consultants assessment of the time period until which six-laning of the Project Highway may not be required, the Consultant shall identify and indicate the list of stretches/sections where sixlaning need not be, provided by the Concessionaire even when traffic actually exceeds the specified design service volume for a 4-lane highway (Refer paras 1.18 and 2.20 of Manual). Provide a list of stretches of the Project Highway passing through urban limits and indicate the cross-section to be provided for each of these stretches including the requirement of footpaths if any. Indicate specifically if the requirement of 6-laning within urban limits is dispensed with. Also indicate if a by pass is necessary to avoid any specific urban stretch. If the TOR for the Consultant obligates it to provide a feasibility report for the bypass, the same shall also be prepared and form part of the Deliverables (Refer paras 2.1 (ii) and 2.5.2 (i) of Manual). Provide a linear Plan showing the land width across various stretches of the Project Highway. This should include details of any additional land being acquired of proposed to be acquired for improvement of geometrics provision of intersections, grade separators, interchanges, service roads, toll plazas and project facilities. (Refer paras 2.1 (v), 2.2.3, 2.3, 2.14.2, 3.1, 3.2, 10.2, 10.3, 13.1, 13.4.1, 13.5.1 of Manual). The possibility of undertaking geometric improvements shall be examined and a report on cost effectives of such proposals included. Provide a list indicating locations of encroachments on the Project Highway along with a brief description thereof Provide a list of stretches where flush of depressed median cannot be provided and indicate the width of raised portion of the median in cases (Refer para 2.6.2 of Manual). Provide a list of stretches where service roads are proposed together with their merging or otherwise at bridge locations. The Consultant shall also indicate the design traffic for determining the pavement composition of the service road if the forecast design traffic is more than 2 (two) msa (refer para 2.14.2 of Manual). Provide a list of intersections, grade separators interchanges, cattle and pedestrian under/over passes together with their locations, broad lay out, length of viaduct openings, and traffic circulation plan (Refer para 2.15.1, 2.15.2, 2.15.3, 3.1, 3.2, 3.3, of Manual). The possibility of providing grade separators interchanges with ramps in second phase shall be examined and a report on cost-effectiveness of such a proposal included.

Provided In KD-3 Six laning will be required beyond the year 2044

(c)

Provided in KD-6 Drawings Submitted

(d)

Provided in KD-3 & KD6

(e)

(f)

Provided In KD-3 & KD5 N.A.

(g)

N.A.

(h)

Provided in KD-6


6 - 13



(i) (j)

Provide a list stretches identified for raising of embankment (Refer para 4.2.2 of Manual). Provide a list of stretches on the Project Highway where: existing road portions are proposed to be strengthened with (i) cement concrete pavement (Refer para 5.2.1 of Manual); (ii) new construction on the widened portions is proposed to be provide with cement concrete pavement ( Refer para 5.2.2, of Manual); and

Provided in KD-6 Provided in KD-6

(iii)

(k)

Reconsruction is proposed. Specify if pavement is proposed to be of cement concrete in stretches ( Refer para 5.9.5 of Manual). Prepare an addendum to Schedule-K of the Concession Agreement indicating minimum performance and maintenance requirements for cement concrete pavement (Refer para 5.2.3 of Manual). Nil

(l)

Provide specific recommendations for low-level bridges. Normally all bridges are required to be high-level bridges. However, there may be situations where an existing bridge is in a sound condition but may not be satisfying the requirement of high-level bridge. Such structures shall be examined with a view to stipulating whether they need to be upgraded as high level bridges, together with reasons therefore. In such cases, construction of high-level bridges can also be phased out after seven years (Refer para 7.1 (ii) of Manual). Provide a list of utility services which are required to be carried over structure (Refer para 7.1 (viii) of Manual). Provide a list of culverts to reconstructed and/or widened (Refer para 7.3(ii)d of Manual). Provide a list of bridge structures including existing ROBs/RUBs to be reconstructed and/pr widened (Refer para 7.3(iii)e of Manual). The possibility of postponing reconstruction of any bridge for a period of say 7 to 8 years shall be explored and indicated. Specifically bring out the requirements of any special structures like cable stayed or special super structure for any particular bridge on the Project Highway (Refer para 7.4 (vi) of Manual). Provide a list of stretches where reinforced earth wall is proposed together with maximum height of earth wall. Where the height of wall proposed is more than 6m, reasons for the same may also be given (Refer para 7.16.1 of Manual). Provide a list existing bridges where railings on them are proposed to be replaced by crash barriers (Refer 7.18 (iv) of Manual).

(m) (n)

Nil Provided in KD-6 Annexure Nil

(o)

(p)

Nil

(q)

Nil

(r)

Nil


6 - 14



(s)

Provide a list of existing bridges/culverts where parapets/railings are proposed to be replied or replaced (Refer para 7.18 (v) of Manual). Provide a list of railway level crossing which need not be replaced with ROB/RUB (Refer para 7.19 of Manual). Provide a list Provide a list of structures under marine environment (Refer para 7.22 of Manual). Provide a list of existing bridges/culverts where repairs/strengthening is proposed together with nature and extent of repairs (Refer para 7.23 (i) of Manual). Indicate specifications for reflecting sheeting for road signs whether High Intensity Grade with encapsulated lens or Microprismatic retroreflective element material (Refer para 9.3.1 of Manual). Indicate proposed location of toll plazas on the Project Highway (Refer paras 10.2 and 10.3 of Manual).

(t)

Provided in KD-6 & Annexure Nil

(u)

N.A.

(v)

Provided in KD-6 & Annexure

(w)

(x)

(y) Provide a list of locations on the Project Highway where overhead traffic signs are proposed together with proposed size (Refer para 11.5.5 of Manual). (z) Provide an estimate of the number of trees to be planted as compensatory afforestation (Refer para 12.1 of Manual). Provide a list of situations/locations where lighting shall be provided and maintained by the concessionaire on the Project Highway (Refer para 13.3.3 of Manual).

Provided in KD-6 & Drawings Provided in KD-6 & enclosed in Chapter No. 6

(aa)

(ab)

(ac)

(ad)

Provided in KD-6 & enclosed in Chapter No. 6 Provide a list of locations where truck laybyes are proposed on the Provided in KD-6 & Project Highway (Refer para 13.4 of Manual). Drawings Provide a list of locations where truck busbays and bus shelters are Provided in KD-6 & proposed on the Project Highway (Refer para 13.5 of Manual). Drawings N.A Where the Project Highway passes through hills or ghats, provide a list of stretches where climbing lane is proposed for ease of movement of commercial vehicles (Refer para 14.5 of Manual). Provide a list of sections/locations where tunnels may be required (Refer para 14.8 of Manual). Provide a list of existing retaining walls requiring repairs, strengthening or reconstruction (Refer para 14.10.2 of Manual). N.A

(ae)

(af)

Nil


6 - 15



(ag)

Provide a list of drawings that the Authority may require the Concessionaire to provide to the Independent Engineer as per Schedule-H of the Concession Agreement (Indicative list at Attachment B of the TOR for reference). Provide utility wise indicative plans for shifting of existing utilities and construction of new utilities along or across the Project Highway in the first stage ( see paragraph 4D).

Provided in KD-6 of Drawings

(ah)

Provided in list KD-3


6 - 16



CHAPTER 7 PROPOSED PAVEMENT DESIGN7.1 General The pavement existing thorough out the project length is flexible in nature. The project envisages widening to two lanes with paved shoulder of the existing 2lane carriageway for augmenting the capacity of the project road and significantly extending its service life. Four lane carriageway is suggested at certain stretch to further enhance the capacity of project. Pavement Design includes strengthening of existing 2-lanes by providing appropriate bituminous overlay thickness. The general design procedure for the flexible pavement for the proposed road from Bikaner to Suratgarh both for widened portion as new construction as well as strengthening of existing carriageway has been followed as per the guidelines of IRC: 37-2001 Guidelines for the design of flexible pavements and IRC: 811997- Guidelines for Strengthening of flexible road pavements using Benkelman Beam Deflection Technique respectively. For the pavement design, the information is required with regard to the parameters such as volume of traffic, pavement condition, borrow area soil characteristics and properties of the existing subgrade. Growth rate is required to predict the traffic over the design life and axle load spectrum is necessary to calculate the Vehicle Damage Factor (VDF) for the design traffic calculations. Based on the evaluation of the functional and structural properties of the existing pavement, subgrade strength and traffic requirements, the pavement design can be divided into two parts:

1. Design of the new pavement 2. Design of the overlay for existing pavement New pavement design is based on the design traffic (msa) and the subgrade strength, however the overlay design will vary for each homogenous sections based on its structural and functional adequacy.


7-1



7.2

Homogenous Sections Homogenous sections are decided based on the Traffic, Test Pit Data, Pavement Condition Survey and Benkelman Beam Deflection (BBD) Testing. Based on the traffic surveys conducted by the consultants in December 2009 and February 2010 , it was concluded that the entire project length can be divided in three homogenous traffic section, details are given in Table 4.6.

Detailed pavement condition survey of the project road was carried out in the month of November 2009, by both visual inspection and instrumental measurements of the condition indicators like deflection. One Benkelman Beam Deflection testing and Test Pit Evaluation was done in every 3 kilometers for structural evaluation of the existing pavement. The details of BBD Testing is given in the Survey and Investigation Chapter. Cumulative Difference Approach (CDA) as described in AASHTO guide for Pavement Design (1993) was used to analyze the BBD data for delineating homogeneous sections with respect to Characteristic Deflection. Figure 7.1 shows the Cumulative Difference vs. Chainage with respect to BBD.

Homogenous Sections (Deflection)0.0000 -0.5000 C m la e D re c u u tiv iffe n e -1.0000 -1.5000 -2.0000 -2.5000 -3.0000 -3.5000 0.000

20.000

40.000

60.000

80.000

100.000

120.000

140.000

160.000

Chainage

Figure 7.1: Cumulative Difference Approach for BBD Data Analysis

Based on the above mentioned parameters, the project has been divided into 10 homogenous sections. Table 7.1 gives the details of the sections derived based on the BBD data analysis, pavement condition, pit details and number of lanes. Stone pavement is existing between Km 71.300 to 71.600, the test pit was conducted at Km 71.300.


7-2



Table 7.1: Delineation of Homogenous Sections Existing Pavement Structure No. of Bituminous WBM GSB Total Lanes Layer (mm) (mm) (mm) (mm) 2 130 105 130 365

S. No

From (Km)

To (Km)

Length (Km)

1

0

26

26

2

26

42

16

2

147

130

145

422

3

42

59

17

2

152

132

120

404

4

59

70.5

11.5

2

225

160

150

535

5

70.5

72.5

2

4

Stone Pavement between Km 71.3 to 71.6, and at Test Pit Location of Km 71.3 167 107 117 390

6

72.5

83

10.5

2

7

83

100

17

2

147

142

100

388

8

100

136

36

2

121

168

109

398

9

136

147

11

2

140

125

145

410

10

147

173

26

2

123

239

122

484

7.3 7.3.1

Design of New Flexible Pavement Introduction The flexible pavements are usually referred as a layered structure comprising generally bituminous surface like Bituminous Concrete (BC) and Dense Bituminous Concrete (DBC), Wet Mix Macadam (WMM) base and Granular Sub-Base (GSB) course of finite thickness, resting on subgrade of minimum thickness of 500 mm. The thickness design of these layers will principally depend


7-3



on the subgrade CBR and the traffic loads that the pavement has to carry during its design life. Ideally, the flexible pavement is built to such a depth that stresses on any given layer will not cause unwarranted rutting, fatigue, shoving, or other differential movements which may result in an uneven wearing surface. The chief function of the surfacing course is to provide a smooth wearing surface, resistant to traffic loads. However, the wearing course can provide some shearing resistance to the base structure and some added resistance to deformation. Base courses are usually layers of aggregates that must possess high resistance to deformation in order to withstand the higher pressures imposed by wheel loads. High quality processed aggregates are usually required, which also provide good internal drainage Sub bases are generally made up of locally available aggregates.

7.3.2 Traffic Growth Pavements are designed to serve the traffic needs adequately over a period of years. Traffic growth must therefore be anticipated when determining structural requirements of the pavement. From the traffic growth projection data as explained in this report, a weighted average growth rate of 5.0 percent per annum is estimated for the commercial vehicles. 7.3.3 Design Traffic Design Traffic of 15 years has been adopted for the design of new pavement in case of two lane with paved shoulder and four lane carriageway. This is in concurrence with the Project specific 2-Laning Manual of Specifications & Standards and the latest Manuals published by IRC.

Lane Distribution Factor The lane distribution factors adopted for the project are as given under: Two-lane single carriageway: 75 per cent of the number of vehicles in both the direction Dual 2-lane carriageway road: 75 per cent of the number of vehicles in each direction

Directional Distribution Factor The value of 0.50 has been adopted as the directional distribution factor.


7-4



Vehicle Damage Factor The numbers of equivalent 8.16 t standard axles for the different categories of commercial vehicles have been determined on the basis of the axle load surveys. The values of vehicle damage factors (VDF) adopted for design is given in Table 7.2. Table 7.2: Vehicle Damage Factor Vehicle Class VDF

Bus 0.78

LCV 0.6

2-Axle 5.65

3-Axle 5.15

MAV 6.85

Based on the above mentioned inputs the design traffic calculated for different homogenous section is given in Table 7.3.

Table 7.3: Design Traffic (MSA) for New Pavement Design Traffic (msa) 120 120 120 100 50 100 100 100 110 110 60

SNo 1 2 3 4 5 6 7 8 9 10 11

From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171

To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173


7-5



7.3.4

PAVEMENT DESIGN IRC: 37-2001 method is adopted for the design which is based on the empirical analytical approach, and provides catalogues for design of flexible pavements. The design catalogue gives the standard pavement compositions. The design relates to six CBR values ranging from 2 to 10 per cent and six levels of design traffic 10, 20, 30, 50, 100 & 150 MSA. The pavement compositions specified in design catalogue for adoption are relevant to bituminous surfacing (BC and DBM), base course (WMM / WBM) and granular layer of GSB. Soil exploration was conducted from borrow areas for the construction of fill / embankment and sub-grade. The soil types tested so far along the road stretch may be classified as Silty Sand and Sandy Silt. The CBR values (4-days soaking) using Modified Proctor Compaction and at OMC have been found to vary from 21 % to 27 %. Thus, the design CBR of 10 percent for sub grade is adopted in the pavement design analysis. Subgrade of 500 mm thickness and 10% CBR is required as an integral part of the pavement structure. The pavement design for different homogenous sections based on inputs mentioned above is given in Table 7.4. Table 7.4: New Pavement Design S No 1 2 3 4 5 6 7 8 9 10 11 From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171 To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173 New Pavement Design BC DBM WMM GSB (mm) (mm) (mm) (mm) 50 50 50 50 40 50 40 50 50 50 50 140 140 140 130 110 130 140 130 135 135 110 250 250 250 250 250 250 250 250 250 250 250 200 200 200 200 200 200 200 200 200 200 200 Total (mm) 640 640 640 630 600 630 630 630 635 635 610


7-6



Matching of the GSB layer of new pavement should be done with existing GSB layer to facilitate proper internal drainage in the pavement structure.

7.4

Rehabilitation of Existing Pavement Flexible overlay is suggested over the existing pavement in order to enhance its structural and functional quality. Bituminous overlay in the form of BC and DBM is recommended as an overlay to support the design traffic of 10 years or 100 msa, whichever is less. BBD testing, test pit investigation, pavement condition survey and testing of the existing subgrade have been carried out to assess the requirements of strengthening. The overlay design is done in accordance with IRC: 81-1997 Guidelines for Strengthening of flexible road pavements using Benkelman Beam Deflection Technique.

7.4.1 Design Traffic Design traffic in terms of msa for overlay design is obtained for respective sections. The Growth Rate, Lane Distribution Factor, Directional Distribution Factor and Vehicle Damage Factor has been adopted same as that for design traffic calculation of the new pavement. Design life of overlay is considered as 10 years and the msa calculated for 10 years is less than 100 msa. The design traffic is given in Table 7.5. The section from Km 70.5 to Km 72.5 will not require any strengthening as it is proposed to be raised and reconstructed as 4 lane carriageway, hence new pavement design will be applicable for the section. Table 7.5: Design Traffic (MSA) for Overlay S No 1 2 3 4 5 6 7 8 9 10 11 From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 171 To (Km) 26 42 59 70.5 72.5 83 100 136 147 171 173 Design Traffic (10 years) 70 70 70 60 60 60 60 65 65 40

7.4.2

Overlay Design Based on the deflection values, pavement condition and traffic projections, the hot bituminous overlay requirement for the rehabilitation and strengthening of the


7-7



existing pavement has been worked out, as given in Table 7.6. Realistic BBD values have been adopted for overlay design by removing outliers. The characteristic deflection values adopted for design is also given in Table 7.6.

Table 7.6: Characteristic Deflections values adopted and Overlay Design From (Km) 0 26 42 59 70.5 72.5 83 100 136 147 To (Km) 26 42 59 70.5 72.5 83 100 136 147 173 Characteristic Deflection Value (mm) 1.36 1.27 1.58 1.27 1.18 0.94 1.85 1.34 1.5 50 40 50 50 50 Recommended Overlay Thickness BC (mm) 50 50 50 50 DBM (mm) 70 65 85 60 Reconstruction 50 50 90 65 75

Sno

1 2 3 4 5 6 7 8 9 10

As per the data from the soil investigation it can be concluded that the existing subgrade is in good condition and the CBR value ranges from 16% to 42%. Hence the pavement is structurally sound and can be overlaid. However existing carriageway surface shall be prepared before the hot bituminous overlay. Surface preparation shall includes crack filling of low to medium intensity cracks, filling of potholes and milling in case of wide and severe cracks, and extensive rut formation

7.4.3

Matching of Bituminous Layers Crust details of the existing pavement for each homogeneous section of the project road were obtained from the inspection of the test pits, the details are given in Table 7.1.


7-8



Matching of bituminous layers between strengthening and widening portions will arise with case of widening on existing formation and symmetrical widening. For the present case, for facilitating application of bituminous courses in a single stroke, matching of the layers is required. The differential thickness of new pavement and overlay pavement will be laid first and separately. It will be helpful to then lay common thickness of DBM with one operation and BC in second operation.

7.5

Design of New Rigid Pavement for Toll Plaza and Arjunsar Village Rigid Pavement is proposed for the lanes at Toll Plaza location and 500 m length in Arjunsir Village. Jointed Plain Concrete Pavement is recommended and the design is carried out in accordance with IRC:58-2002 Guidelines for the design of plain jointed rigid pavements for highways. The rigid pavement has been designed for a design life of Thirty (30) years. The rigid pavement has been designed to withstand the cumulative effect of the axle load repetitions of different commercial vehicles applied over the design life of 30 years. As per IRC:58-2002, only 25% of the cumulative repetitions of commercial vehicles for 30 years is taken as the design traffic for computing the expected axle load repetitions for design. The basic pavement structure consists of Pavement Quality Concrete (PQC) slab over Dry Lean Concrete (DLC) base and GSB Sub-base. These layers are laid over an appropriate subgrade of 500 mm thickness. The effective modulus of subgrade reaction (effective k) for pavement design is limited to 20 kg/cm2/cm (increase due to DLC) keeping in view the recommendation from IIT Kharagpur and the fact that the value of k decreases with the load repetition and loss of support due to heavy loading. The following inputs have been adopted for the design: Modulus of elasticity of concrete Poissons Ratio Coefficient of thermal expansion of concrete Tyre Pressure Subgrade CBR

E = 3.0 10 5 = 0.15 = 10 10 6 perC = 8 Kg / cm2 = 10%

Different trial thicknesses of concrete slab were carried out, and the pavement structure was checked for the cumulative fatigue life consumed over the design life. The slab thickness was checked for critical stress condition, which is the addition of flexural stresses due to traffic load and stresses due to temperature differential between top and bottom of the slab. The corner load stresses were also checked as part of the analysis.Consulting Engineers Group Ltd 7-9



The dowel and tie bar design for the transverse and longitudinal joint has been also carried out as per IRC:58-2002. The inputs adopted for the design are as follows: Joint Width Characteristic compressive strength of concreteDesign load transfer

z = 20 mmf ck = 400 Kg / cm 2 = 40%

Coefficient of friction between pavement and subbase/base f =1.5

Based on the inputs mentioned above and the formulas given in IRC:58-2002, the rigid pavement design worked out is given in Table 7.7. A Joint Spacing of 4.5 m and Slab Width of 3.5 m are recommended.

Table 7.7: New Concrete Pavement Design Layer Type Thickness (mm)

Pavement Quality Concrete (PQC) M 40 Grade Dry Lean Concrete (DLC) M 15 Grade Granular Sub-Base (GSB)Total Pavement Thickness (mm)

300 150 150600

Mild steel dowel bar of 32 mm diameter and 500 mm length has to be placed at 250 mm spacing. The first dowel has to be placed 150 mm from the pavement edge. Deformed tie bar of 12 mm diameter and 700 mm length has to be placed at 500 mm spacing.7.6 Design of Service Road

Service road is required at two sections in the project, namely, Loonkaransar and Suratgarh. It is designed for urban traffic. Inputs adopted for the design of service road are as following:Consulting Engineers Group Ltd 7-10



Design traffic = 10 msa Subgrade CBR = 10 % Based on the above mentioned inputs, the structure of the service road worked out as per IRC: 37-2001 is given in Table 7.8.Table 7.8: Design of Service Road (10 msa) Layer Type Thickness (mm)

Bituminous Concrete (BC) Dense Bituminous Macadam (DBM) Wet Mix Macadam (WMM) Granular Sub-Base (GSB)Total Pavement Thickness (mm)

40 50 250 200540


7-11



CHAPTER 8 STRUCTURES

8.1

INTRODUCTION The proposed structures & rehabilitation of existing structures has been finalized based on detailed inventory, Horizontal Alignment, vertical profile, geotechnical investigation, hydrological study etc. The rehabilitation scheme is also proposed for the existing structure which has been kept retained.

8.2

PROPOSED STRUCTURES There are 2 Major Bridges (Total length > 60.0 m), 6 Minor Bridges (6.0 m < Total Length 60.0 m), 6 Minor Bridges (6.0 m < Total Length

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