Development of Techno Economic Evaluation Methodology for Proposed BOT Based Highway ROB Project

8/3/2019 Development of Techno Economic Evaluation Methodology for Proposed BOT Based Highway ROB Project

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Development of Techno-economic Evaluation Methodology

for Proposed BoT based Highway Railway-Over-Bridge

Project

Prof.(Dr.) R.K. Khitoliya, Former Professor & Head, Dr. Pardeep Kumar Gupta, Assistant

Professor,Ashish Sharma, M.E. Student (Ex), Civil Engineering Department, Punjab

Engineering College, Chandigarh.

Introduction

Infrastructure development including highways, bridges, power stations, dams, etc., which was the

sole monopoly of the government, has now been opened to private sector participation because of

the huge requirements of funds which are beyond the reach of government. A very large gap

exists between the budgetary allocation of financial resources and actual requirements of funds for

development and maintenance of infrastructure system in India. While traffic on highways has

been growing at a rapid pace, it has not been possible for the government to provide matching

funds due to competing demand from other priority sectors. The shrinking funds in the public

sector have necessitated the need for attracting private funds. Since infrastructure is the most

important element of any development strategy for accelerating the economic growth of a country,

private financing of infrastructure has to be encouraged in a large way. The adequacy of

infrastructure will help in achieving the country's success in expanding trade, reducing poverty,

improving environment and creating wealth and prosperity. Toll based financing and

commercialization of highways and bridges through BOT and BOOT formats have acquired

significance. The importance of a sound road network for the economic growth of any nation has

been realized. Ambitious plans for phased development of National Highways and Expressways

have been drawn up for India. To achieve goals within the required time frame, this infrastructure

sector has been opened to private sector investment. The experience, generally, is available for

small sections like providing a by-pass, a bridge etc. where investments are recouped through

collection of toll charges.

The following innovative methodologies for mobolising the finance for urban roads on the basis of

NHDP finance programme as a role model have been suggested by Hulji Pravin R. et al. (2000).

The tax collected should be used exclusively for the development of urban road works only.This may be levied as some percentage of the property tax.

The bonds for urban road developments should have tax exemptions and other attractionsas offered by infrastructure bonds offered by the leading financial institutions

It is suggested that the State Government should establish a separate body to monitor the

developmental aspects of the urban road projects of all the cities coming under their jurisdictions.

Economic Evaluation: Economic analysis is a convenient procedure to select only those schemes

that result in the greatest benefits from the resources available.

The following are some of the specific objectives in carrying out an economic evaluation:


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1. Whether the plan under consideration is worth investment at all.2. To rank schemes competing for scarce resources in order of priority.3. To compare mutually exclusive schemes and select the most economic.4. To assist in phasing the program over a time period depending upon the availability of

resources.

Costs and Benefits of Highway Projects: The basic principle behind any method of economic

evaluation is to measure the costs of the project, determine the benefits likely to accrue and

compare the two.

Cost: The costs can be considered broadly under the following categories:

1. Capital cost of initial construction, which includes the cost of land and ancillary costs.2. Costs of delays to vehicles during the period of construction.3. Maintenance costs.

Benefits: Highway projects are intended to bring benefits to the road users by providing cheaper,

more efficient, quicker and safer travel. An evaluation of benefits is, therefore, of prime concern in

any economic analysis. Benefits usually represent the difference between the cost of operating on

a new facility and the cost of operating on an existing facility. Thus, in order to determine the

benefits, it is necessary to determine the cost of operation.

Vehicle Operating Cost (VOC): Vehicle Operating Cost, i.e. the cost of operating the vehicle per

unit length of a highway facility, is a significant factor affecting the Road User Cost.

It is very important to evaluate the VOC accurately in order to assess the Road User Cost in the

economic analysis of a highway facility. In the present study, only variable cost has been

considered for the economic analysis. Variable cost amounts to nearly 95 per cent of the VOC. In

variable cost also, the fuel component is the most predominant and amounts to more than 90% of

the total variable cost. An idea of relative proportions of the components of the variable cost for

different vehicle types may be had from the following table. Market values of the various

components as on March' 2004 have been considered for estimating these values. The values

given in Table-1 may be used for the computation of VOC for different categories of vehicles.

Travel Time Cost:The value of travel time savings or the Travel Time Cost is also a very

important component of the road user cost. Since travel time is quite precious, it is highly relevant

in economic analysis of highway projects. Many highway plans result in time saving. For example,

the replacement of rail-road level-crossing with an over bridge will result in free movement of the

road traffic without getting hindered when the level-crossing gate is closed. This results in saving


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in time to the highway user. Widening of narrow single-lane roads to two lane, improvements in

geometrics, etc. also result in time saving for the road users. For the purpose of economic analysis

of highway projects, the value of travel time savings has to be quantified into monetary terms.

Classes of Road Users Enjoying Travel Time Savings: Travel Time Savings are enjoyed by

different classes of road users and can be broadly grouped under the following heads:

1. Passengers2. Transport operators and owners3. Freight consigners

Passengers: Passengers using different modes of transport such as cars, two-wheelers, buses,

etc. are benefited the most due to reduction in travel time. For example, any highway

improvement scheme, which speeds up traffic, is likely to reduce the travel time of occupants of

cars, buses, two-wheelers, etc.

Transport Operators and Owners: Transport operators and owners (bus operators, truck

operators, taxi operators) are direct beneficiaries of travel time savings with improved highway

facilities. Bus and truck operators can run the vehicles at higher speeds resulting in a greater

utilization of vehicles. The daily utilization of vehicles is directly related to the average speed of the

vehicles in addition to other factors. The overall cost of operation would come down when vehicles

operate on improved facilities.

Freight consigners: In the movement of freight, travel time is of considerable importance. The

goods to be transported may be perishable or non-perishable. In the case of perishablecommodities, such as milk, fruits and vegetables, time is the essence of commerce. For freight

consigners, speedier transportation means lesser inventory costs.

Economic Concept of Evaluation of Travel Time Savings

Willingness to Pay: There are two distinct concepts in the economic evaluation of travel time

savings. The basis of the first approach is "willingness to pay" as a value of time. The assumption

is that time spent in traveling has an opportunity cost. Willingness to pay for travel depends upon

the individual and the situation. For example, an individual with a high income may be willing to

pay for travel by air whereas a person with a lower income may prefer to travel the same distance

by train. Thus, the air traveller attaches greater importance to savings in travel time than the rail

traveller. An individual who attaches more importance to travel time with an assured seat and

comfort would travel in a chartered bus than in public transport bus.

Time as a Commodity: The second concept of value of time is that time has utility just as any

other commodity and hence a cost. This concept lends itself admirably well for evaluation of time

savings enjoyed by transport operators and freight consigners. The time saved in journeys can be

put to fruitful use by a greater turn-round of the vehicle utilization. While time is undoubtedly an

'economic commodity' because people certainly place some cash value on their own time, but

there is no market for time as such. Time and services are complementary economic commodities

because these cannot be bought or sold separately. As such, their respective prices cannot be

separately evaluated.


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Wage Rate Approach: In the present study, the wage rate concept has been used for monetary

evaluation of passengers travel time. Wage Rate concept is the most common, and at the same

time elementary and simplistic, approach for the purpose. In this concept, the average wage rate

of the traveller is determined and it is treated as the value of individuals time. Since the wage

rates of different categories of passengers will be varying, it is necessary to categorize the

passengers into distinct groups and determine the average wage rate for each of them. The

following categories seem to be distinct:

Two-wheeler passengers Car passengers Bus passengers Bus drivers Bus conductors Truck drivers Truck cleaner/helpers

Railway Over Bridge Project at Kurali-Punjab

A case study has been undertaken for studying the technical and economic aspects of a proposed

BOT bridge project. A Railway Over Bridge (ROB) proposed to be implemented on BOT basis has

been chosen for case study. The proposed ROB project is located on NH-21 (Ambala-Manali

Highway) at Kurali in Ropar District of Punjab. A typical view of the level rail-road crossing of the

present study is as shown in Fig-1.

Scope of the Project: The project envisages construction and maintenance (up to the end of the

concession period) of the facility from RD 23.500 to 27.504 as detailed below:

1.

Railway Over Bridge (length 994 m) with Footpaths and Central Verge (width 13.50 m/Preferable 17.50 m or more) at level crossing No. 32-B, at Kurali on Sirhind-Nangal Dam

Section of Northern Railway, crossing Chandigarh-Ropar Road (NH-21) Km 26.428 including

approach spans on stilts with pre-stressed concrete girder super structure from RD 26.113

to 26.418 and 26.438 to 26.788 and solid fill approach from RD 25.970 to 26.113 and

26.788 to 26.964 as per design (Two intermediate lanes wide ROB instead of 4-lane ROB

has been proposed due to constraints of land width available at site).

2. Diversion/Service roads (length 4034 m) 3.25 m wide on both sides of road/proposed ROBfor free flow of traffic from RD 23.500 to 27.534 including extra width available under

cantilever portion and other places as per site.

3.

Toll Plaza (length 420 m) with suitable additional lanes, traffic safety measures, drainage,etc. including flares from RD 26.964 to 27.084 and 27.234 to 27.384 for free flow of traffic.


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4. Four laning from RD 23.500 to 25.970 and 27.384 to 27.504 (length 2590 m) having 7.5 mcarriageway on both sides of 0.61 m wide median barrier, 0.5 m wide verge having steel

railing separating service road from main carriageway, 1.0 m wide footpath at the edge of

the service road as per linear plan.

5. Camber correction, longitudinal profile correction, and streng- thening of existing road fromRD 23.500 to 25.970 and 27.384 to 27.504 (length 3010 m).

6. Improvement of junction with Morinda-Siswan Road at RD 25.400 and junctions with allother roads/streets off-taking from NH-21 from RD 23.500 to 27.504.

7. Providing street light arrangements @ 30 m c/c on both sides of Road/ROB includingsuitable arrangements at toll plaza and ROB complete as per site requirement (length 4004

m).

8. Under ground drainage on both sides including its disposal at a suitable place as per siterequirement (length approx. 10000 m).

9. Re-construction of Culverts.10.Retro-Reflective sign boards (cautionary / mandatory / informatory) overhead as well as

along Road/ROB as per guidelines of IRC/MOST for smooth and efficient flow of traffic.

11.The scope of work shall include all investigations and surveys, design, improvement,maintenance of all items from Sr. No. 1 to 10, fulfillment of environmental requirements as

per the guidelines of the concerned authorities, arrangements for collection of fee and for

necessary free flow of traffic. Scope shall also include traffic management during

construction as per GoI specification and guidelines on the subjects.

12.All other works connected with the work as well as maintenance of the facility for theconcession period and collection of fee till the recovery of the Project cost and handing over

the facility to the Government in proper condition.

13.All ancillary works or temporary works necessary to execute the above.

Other Important Details of the Project

Project Cost: The project cost includes the cost of construction, commissioning and maintenance

during concession period. It also includes the cost of the arrangements to be made for collection of

fee, interest on expenditure to be incurred by the entrepreneur, the cost of renewal of wearing

surface in the entire length of the project including approaches and of painting the bridge structure

before the end of the concession period. The project cost also includes entrepreneurs profit and

interest thereon. The project cost worked out by the entrepreneur is Rs.4714.02 Lacs.

Cost of Construction: The cost of construction of the project is Rs.188.1millions (1881 lacs)


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Location of the Project: The proposed ROB would be constructed at level crossing No. 32-B, at

Kurali on Sirhind-Nangal Dam Section of Northern Railway, crossing Chandigarh-Ropar Road (NH-

21) Km 26.428.

Entrepreneur: The entrepreneur for the project is the joint venture group of two companies: M/s.

Pearl Buildwell Infrastructures Ltd. (PBIL) and M/s. Tantia Construction Ltd., Delhi.

Construction Program: The construction work is to be carried out in accordance with the MOST-

Railway specifications as per standards specified in the Concession Agreement and as per the

directions of MOST/GoP and the Railways.

Rationale for the Proposed Project: The following are the important details associated with the

project

1. The entire vehicular traffic coming from Delhi-Ambala-Chandigarh side and proceedingtowards Ropar, Anandpur Sahib, Una and hill stations of Himachal Pradesh such as Kullu,

Manali, Rohtang, Dharamshala, Kangra and vice-versa passes through the existing railway

crossing at Kurali. NH-21 has also got strategic significance as it provides an alternate route

to Jammu and Kashmir via Leh. During tourist season, the traffic flow is still higher owing to

tourist centres of Kullu, Manali, Dharamshala, etc.

2. The absence of ROB on this crossing results in delay, frequent traffic jams and wastage offuel whenever the trains pass through the crossing. It is reported that the railway crossing

is closed for road traffic about 28-30 times every 24 hours. There are 16 scheduled trains

passing through the crossing besides shunting and special trains. The haphazard movement

of vehicles after the opening of crossing also results in frequent accidents.

3. A large number of government as well as private buses ply on this road. With the growingautomobile industry, the traffic is expected to increase further on this route.

4. During the season for apples/potatoes (July-Nov/Aug-Oct), traffic intensity of trucks andLCVs between H.P. and Chandigarh/Delhi increases.

5. There is no alternate route connecting Chandigarh and Ropar.

Traffic Volume Characteristics: The following are the traffic characteristics on the said route

1. The traffic on NH-21 is quite heavy, as it is the shortest link between Chandigarh-Kiratpurand further to Anandpur Sahib, Una and to H.P. The intensity of traffic increases during

tourist season as also during the harvest season.

2. The construction of ROB is essential on this railway crossing as the existing railway crossingresults in congestion and obstruction to the flow of traffic.

3. The Ministry of Road Transport and Highways has projected a growth rate of traffic @ 7.5per cent p.a. while planning highway projects and the same applies to the proposed project.


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Traffic Assessment: The projected traffic data for the proposed ROB project as shown in Table-2,has been derived using the following formula:

A = P (1-r)n Eq. .1

Where A = No. of PCUs per day for design

P = No. of vehicles at the last count

r =Actual rate of increase, which may be taken as 7.5 per cent p.a.

n =Number of years between last census and the year of consideration

Toll Charges: The entrepreneur can charge toll fee as per the rates prescribed in the schedule to

the Detailed Notice Inviting Tender (DNIT) are as shown in Table 3.

When the same vehicle has to cross the bridge more than once in a day, the users have the option

to pay one and half times the above rates while crossing the bridge in the first trip itself and if thevehicle has to use the bridge continuously and quite frequently for entire month or even beyond

that for much longer period, the vehicle owner can have a monthly pass on the payment of

charges equal to 30 single rates.

Exemption of Toll Charges: The following type of vehicles would be exempted from payment of

toll tax:

1. Defence Vehicles,2. Vehicles with VIP Symbols,3. Police Vehicles,4. Fire Fighting Vehicles,5. Ambulances,6. Funeral Vans,7. Post and Telegraph Department Vehicles, and8. Central and State Government Vehicles on Duty.

The above categories of vehicles have been excluded from the assessment of traffic made by the

government as well as in the sample survey conducted by the entrepreneur.


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Questionnaire Survey: In order to assess the public opinion regarding the provision of the ROB,

a survey was conducted at the site of the proposed ROB.

A sample of 50 vehicles was surveyed. Views of the road users were sought about the requirement

of ROB at the railway crossing, willingness to pay toll tax for using the ROB, traffic and road

conditions at the site, etc. The format of the Questionnaire Survey and the cumulative response is

as shown in Table-4. From the survey, it was observed that 76 per cent of the road users agreed

about the construction of the ROB at the railway crossing, but only 60 per cent expressedwillingness to pay toll tax for using the ROB. However, most of the road users agreed that they

would be able to save time by using the ROB. 76 per cent of the road users expressed

dissatisfaction towards the present road condition. On an average, a stoppage of 15 minutes

occurs every time the crossing is closed for the passage of train. Most of the road users had faced

traffic jam at the railway crossing.

Vehicle Travel Cost:In the present case of the proposed ROB, Vehicle Travel Cost (VTC) has

been computed to assess the cost incurred by the vehicle owners while travelling along the

existing route with the railway crossing and along the ROB without railway crossing. The saving in

the travel cost is then assessed for different modes of transportation. Toll rates can be fixed on thebasis of the savings in Vehicle Travel Cost. The factors considered for the assessment of Vehicle

Travel Cost in the present case are:

1. Vehicle Operating Cost (VOC), and2. Travel Time Cost (TTC)

Vehicle Operating Cost: The following components are considered for the computation of Vehicle

Operating Cost:

1. Fuel (Petrol/Diesel)


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2. Lubricantsi. Engine Oilii. Other Oilsiii. Grease

3. Tyre4. Spare Parts5. Maintenance Cost6. Depreciation

The Vehicle Operating Cost for Two-Wheeler, Car, Bus, Truck and Multi-Axle Vehicle (MAV), as

shown in Table-5, has been computed taking into account all the above-mentioned components. A

stretch of 0.994 km (equal to the length of proposed ROB) has been considered for estimating the

VOC along the existing route as well as the proposed ROB. Market values of the various

components as on March' 2004 have been considered. When the traffic exceeds the design service

volume, the vehicles are subjected to congestion effect resulting in higher VOC as compared to

steady state conditions. To account for this, Congestion Factors have been taken into account for

computation of VOC for each vehicle type.

VOC= (C+D+I+J) x Length x KEq. .2

VOC = Vehicle Operating Cost

C = Cost of Fuel per km (Rs./km)

D = Cost of Lubricants per km (Rs./km)

I = Total Cost of Tyres per km (Rs./km)

J = Cost of Spare Parts+ Maintenance+ Depreciation per km (Rs./km)

K = Congestion Factor

Length = 0.994 km (equal to length of proposed ROB)


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Travel Time Cost

For the computation of Travel Time Cost, two main components are considered, which are:

1. Passenger Time Value, and2. Time Value of Commodity in Transit

Wage Rate concept is considered for the computation of Passenger Time Value. The wage rate

values (for an 8 hour working day) assumed for the users of different vehicle types are as shown

in the Table -7.

The values adopted for occupancy of each vehicle type for estimation of Passenger Time Value are

as in Table-8:

In case of trucks and MAVs, time value of commodity in transit has also been considered for the

computation of TTC. Commodities in transit could be perishable or non-perishable. A value of

Rs.10/hour (Rs.0.17/min) is taken as the average value for time value of commodity in transit.

The calculated values of Travel Time Cost per trip along the existing road as well as the proposed

ROB for each vehicle type are as given in Table-9 below.

The total VTC per trip along the existing road as well as the proposed ROB for each vehicle type is

as calculated below. The savings in the VTC per trip along the proposed ROB have also been

computed as shown in Table-10.

VTC = VOC + TTCEq. .3

Savings in VTC per trip = VTC per trip along existing road - VTC per trip along proposed ROB


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Computation of Toll Fee

The toll fee per trip for each category of vehicle can be evaluated either on the basis of savings in

Vehicle Travel Cost or on the basis of willingness of the road users to pay the toll fee. A method

has been devised for computation of toll fee per trip for each vehicle type based on the weightage

given to some vehicle characteristics such as length, width, weight, average occupancy, saving in

travel time, etc. Weightage is awarded to all these parameters on a 10-point scale for each vehicle

type.

The average values of vehicle parameters are as given in Table-11 below. The average occupancy

values may be taken as in Table-8.

The weightage awarded to each vehicle characteristic on a 10-point scale are as in Table -12.

Percent weightage for each vehicle type:

Car = 1/7 x 100 = 14.3% Eq. .4

Bus = 2/7 x 100 = 28.6% Eq. .5

Truck= 1.5/7 x 100 = 21.5% Eq. .6

Car = 2.5/7 x 100 = 35.7% Eq. .7

Total Cost of Project = Total Cost of Construction + Interest p.a. (@ 18% p.a.) + Maintenance

Cost + Cost of management and overheads + Cost of renewal of road surface and special repairs

at the end of the concession period + Profit of Entrepreneur = Rs. 4714.02 Lacs

Concession Period = 8 years 8 months (including 2 years construction period)

Therefore, the period for which toll can be collected = 6 years 8 months (~2434 Days)

Therefore, Cost of project per day = 471402/2434 = Rs.1.94 Lacs

The toll fee per trip for each vehicle type may be assumed as:

Car = x1


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Bus = x2

Truck = x3

MAV = x4

The total revenue collected per day must be equal to per day cost of project so that the total

estimated cost of the project is recovered in the stipulated concession period.

5335x1 + 2613x2 + 6269x3 + 65x4 = 1.94x105 Eq .8

Let x = Total toll collected by single trip of each vehicle type.

Now, the toll fee per trip for each vehicle type would be calculated by dividing in proportion to the

weightages awarded to each vehicle type.

Therefore, x1=14.3/100x x (Car) Eq. .9

x2=28.6/100 x x (Bus) Eq. .10

x3=21.5/100 x x (Truck) Eq. .11

x4=35.7/100 x x (MAV) Eq. .12

Putting these values in Eq. 6.8

[5335x (14.3/100) x x] + [2613 x (28.6/100) x x] +

[6269 x (21.5/100) x x] + [65 x (35.7/100) x x] = 1.94 x 105 Eq. .13

From the above equation, the value of works out to be 67.33 (~67).

The values of toll fees per trip for different types of vehicles can be computed by putting the value

of in equations 9 through 12. The calculated values are as given below:

x1 = 9.581 (Car)

x2 = 19.162 (Bus)

x3 = 14.405 (Truck)

x4 = 23.919 (MAV)

The above values may be rounded off to exact values for toll fees for the purpose of practicality of

payment of toll fee. The toll fees may be as given in Table -14 below.


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The total annual revenue (for year 2004) collected through toll fees is as below:

Car= 5335 x 365 x 10 = 19472750

Bus = 2613 x 365 x 20 = 19074900

Truck= 6269 x 365 x 15 = 34322775

The revised toll collection period for the toll fee values given in Table 6.13 can be calculated as

below:

Total revenue collected per day,

T = (5335x10) + (2613x20) + (6269x15) + (65x25) = Rs. 2.13x105

Total cost of project = Rs 4714.02x105

Therefore, Total toll collection period (in days) = 4714.02 105 2.13 105 = 2213.16

(~2214 days)

Total toll collection period (in years, months and days) = 6 years 24 days

Hence, the total toll collection period could be reduced from the earlier decided period of 6 years 8

months to 6 years 24 days, thereby facilitating early transfer of the ROB to the ownership of

government.

Microsoft Excel Based Calculator for Computation of Toll Fee

A small but very useful Microsoft Excel Based Calculator has been developed in the present work to

facilitate fast and accurate computation of toll rates for any proposed highway bridge project.

Manual calculation of toll rates as worked out in the previous section requires a lot of time and

effort and is also subject to inaccurate calculations due to human error. The Microsoft Excel Based

Calculator, on the other hand, requires much less time and effort, and is very accurate. The

Microsoft Excel Based Calculator has been developed using the Microsoft Excel 2000 (Version9.0.2720) utility. Certain formulae have been devised to calculate the toll fees and other

parameters like toll collection period, etc. The system is very interactive, user friendly and easy to

use. It requires some information as input and calculates the toll fees for various categories of

vehicles. The input required by the system is as below:

Total cost of project (including profit of Entrepreneur), in Rs. Total toll collection period, in years/months Traffic data for various categories of vehicles, in PCU

The system provides results as below:


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Total toll collection period, in days Cost of project per day, in Rs. Total toll collected by single trip of each vehicle type, in Rs. Toll fee per trip for each vehicle type, in Rs.

Formulae used in Microsoft Excel Based Calculator

The formulae used in the Microsoft Excel Based Calculator for various calculations in the

computation of toll fees have been listed as below:

Total weightages awarded to different vehicle typesCell G3: Car= Sum (B3 : F3) Eq. .14

Cell G4: Bus = Sum (B4 : F4) Eq. .15

Cell G5: Truck= Sum (B5 : F5) Eq. .16

Cell G6: MAV= Sum (B6 : F6) Eq. .17

Ratio of weightages for each vehicle typeCell H3: Car= G3/G3 Eq. .18

Cell H4: Bus = G4/G3 Eq. .19

Cell H5: Truck= G5/G3 Eq. .20

Cell H6: MAV= G6/G3 Eq. .21

Per cent weightage for each vehicle typeCell C10: Car= B10/B14 100 Eq. .22

Cell C11: Bus = B11/B14 100 Eq. .23

Cell C12: Truck= B12/B14 100 Eq. .24

Cell C13: Car= B13/B14 100 Eq. .25

Total toll collection period (in Days)Cell E29: (D21 12- E21) 30.42 Eq. .26

Cost of project per day (Rs.)Cell E31: G18/E29 Eq. .27


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Total toll collected by single trip of each vehicle type (Rs.)Cell G47: E31/B45 Eq. .28

Toll fee per trip for each vehicle type (Rs.)Cell C50: Car = C10/100 G47 Eq. .29

Cell C51: Bus = C11/100 G47 Eq. .30

Cell C52: Truck = C12/100 G47 Eq. .31

Cell C53: MAV = C13/100 G47 Eq. .32

Sample Run of Microsoft Excel Based Calculator for ROB Project

A sample run of the Microsoft Excel Based Calculator has been conducted for the present case

study of proposed Railway Over Bridge at Kurali.

The inputs as required by the system (total cost of project, total toll collection period, and traffic

volume data) were entered and the results were obtained in the form of toll fee per trip for each

vehicle type. The Microsoft Excel Based Calculator helped in fast and accurate computation of toll

fees. A sample sheet of the Microsoft Excel Based Calculator for calculation of toll fees per trip for

each vehicle type is as shown in Fig-2.

Conclusions

The techno-economic evaluation of a proposed BOT facility is essential for the assessment oftechnical as well as economic feasibility of the project. The estimation of vehicle operating


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cost and saving in travel time due to provision of a new facility must be undertaken

carefully so that the toll fees for each vehicle type and toll collection period can be fixed

accordingly.

There is a need to develop a suitable techno-economic evaluation methodology that can beapplied to large number of similar projects or to evaluate various alternatives within a

specific project.

80% of the people surveyed agreed that there must be a bridge at the crossing. 88 per centpeople were of the opinion that they would be able to save time by using the ROB but only

60 per cent were ready to pay toll tax for using the facility. Only 24 per cent of the public

surveyed preferred using an alternate route rather than using the ROB.

With assumed parameters and computation methodology the Rounded off toll collectionamount for car comes out to be Rs 10, for bus Rs 19, for truck Rs 14 and for multi-axle

vehicle (MAV) as Rs 24.

The suitability of the study is limited to the extent that all projected users will be using thefacility and that there is no alternative free route or less costly route available to the

proposed users.

References

Concession Agreement for Construction of Road-over-Bridge at Level Crossing No. 32-B, atKurali on Sirhind-Nangal Dam Section of Northern Railway, crossing Chandigarh-Ropar Road

(NH-21) km 26.428.

Hulji Pravin R., R.H.Mulangi, C.D. Nakadi, V.V.Karjinni and O.P.Bhatia (2002): "Innovativemethodologies for mobilization of finance for Road Projects" National seminar on Financing,

Design, Construction and operation of Highways" Department of Civil Engg, Govt. Engg.

College, Aurangabad.

Documents

Development of Techno Economic Evaluation Methodology for Proposed BOT Based Highway ROB Project