CONTENTS

1 Introduction 4
1.1 Government Orders for the Feasibility Studies 4
1.2 Objective of the Study 5
1.3 Scope of Services 5
1.4 Cost Estimates 5
1.5 Financial and Economic Viability Assessment 6
1.6 Purpose of the Railway Line 6
1.7 Conclusion of our study 7
2 Salient Features of the Project 8
3 Traffic Projection Report 9
3.1 Project Corridor 9
3.2 Traffic and Transport Study 9
3.3 Traffic Survey 10
3.4 Estimation of Freight Traffic for New Proposed Jind-Hisar Rail Link 10
3.5 Shift of Goods Load from Road and Rail network 10
3.6 Existing Industries in Hisar Region 11
3.7 AGRICULTURE SECTOR GROWTH IN HARYANA 18
3.8 FREIGHT TRAFFIC ESTIMATION 19
3.9 PASSENGER TRAFFIC ESTIMATION 20
4 Social Assessment, Land Acquisition And Economic Internal Rate of Return 22
4.1 OBJECTIVE OF THE STUDY 22
4.2 METHODOLOGY FOR INITIAL SOCIAL IMPACT ASSESSMENT 22
4.3 SOCIAL ANALYSIS OF THE PROJECT AREA 22
5 Standards of Construction 35
5.1 Gauge 35
5.2 Category of Line 35
5.3 Project Length 35
5.4 Ruling Gradient 35
5.5 Formation 35
5.6 Curves 36
5.7 Permanent way 36
5.8 Point and Xing 36
5.9 Ballast 36
5.10 Road crossings 36

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 5.11 Stations 36
5.12 Signaling & Telecommunication 36
5.13 Electrification 36
5.14 Alignment 37
5.15 Land 37
5.16 Bridges 37
6 Cost Estimate 38
6.1 Summary of cost 38
6.2 Land Acquisition 39
6.3 Cost Breakup 40
7 Financial Model 41
7.1 Financial Models for Jind Hisar new Railway line in Joint Venture (JV Model) 41
7.2 Investment Schedule 43

Annexure - 1) Index Map

Annexure - 2) Alignment Plan & Profile and Typical Cross Section
Annexure - 3) Horizontal and Vertical Alignment
Annexure - 4) List of Right of Way (ROW)
Annexure - 5) List of Structures (ROB/RUB/Minor and Major Bridge)
Annexure - 6) Traffic study Reports
Annexure - 7) Detailed Cost Estimate
Annexure - 8) Financial Modal Statements
Annexure -9) Economic Internal Rate of Return
Annexure -10) Reference of Rates

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1 Introduction
1.1 Government Orders for the Feasibility Studies
Railway Board has inducted the work of “Reconnaissance Engineering· cum Traffic Survey for
new line between Jind-Hisar vide Railway Board’s blue book item No.71, of 20·16-17·, New
Surveys, Northern Railway, Annexure (A) to Demand No.2 – Miscellaneous Expenditure (General),
under Demand for Grants “Railways”.
Government of Haryana has approved the proposal for undertaking the feasibility study of
“Consultancy Services for Feasibility Study of Jind- Hisar New Railway Line Project in the state of
Haryana” by Haryana Rail Infrastructure Development Corporation Ltd. (HRIDC). Hansi is an
existing Junction station in North-Western Railway. It is located at 23.11 km from Hisar station.
Therefore the proposed new line between Jind – Hisar will meet at Hansi yard (Bhiwani end). The
proposed Chainage of Hansi station will be 49+733 km. with reference to Chainage of Jind
reckoned as 0.000 km. Accordingly, HRIDC is getting this feasibility study conducted through the
Consultancy firm “Intercontinental Consultants and Technocrats Pvt. Ltd., Delhi”.
The report is presented hereby for the study of Jind – Hansi new line.
The figure 1-1 presents the location of project.

Figure 1-1: Tentative Track section

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1.2 Objective of the Study
1.2.1 The main objective of the consultancy service is to examine the technical feasibility and establish
the technical viability of the project and prepare detailed estimate for Jind – Hansi new line.

1.2.2 The viability of the project needs to be established taking into account the requirements with
regard to upgrading and improvement based on standard railway design, embankment design,
provision of new stations (crossing and Halt), permanent way design, track safety features,
quantities of various items of works and detailed cost estimates thereon.

1.2.3 The Feasibility Report to inter-alia includes quantities of various items, detailed general drawings,
cost estimates.

1.2.4 To identify Major Socio-Economic benefits to be accrued to the society by construction of Jind–
Hansi New Railway line.

1.3 Scope of Services

1.3.1 Traffic Forecast
1.3.2 Forecast traffic, split by modes of transportation and prepare projected traffic (Container and
Passenger both) on the rail network. This may involve identification of potential Industries in
concerned Region which may demand connectivity for logistic and passenger movements.
1.3.3 Estimate passenger and commodity- wise transport demand for twenty five (25) years estimate
from the year of starting of operation on the project line at five years intervals, based on
alternative growth scenarios bringing out the OD matrix of freight movement connecting the
originating points to consumption or productions units
1.3.4 Estimates of traffic for the section including Passenger traffic, freight traffic, bulk and containers
separately.
1.3.5 Study the traffic moving by other modes of transport and likely market share of Railways in this
traffic, on account of new policy initiatives taken by Railways to be determined through customer
survey.
1.3.6 Study and analyze the current rail borne traffic pattern and volume in both freight and passenger
segments of project area.
1.3.7 Traffic Demand Forecast Analysis shall be done based on different conditions including best case,
worst case scenario and realistic approach.

1.4 Cost Estimates

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1.4.1 Revalidate and update the capital cost of the project with detailed breakup of it. The cost of
providing passengers facilities/amenities related infrastructure needs to be segregated.
1.4.2 O&M cost for the project for a period of 30 years based on prevailing rates of Railways and
appropriate escalation factor. To provide a realistic estimate of fixed and variable costs.

1.5 Financial and Economic Viability Assessment

1.5.1 Estimate revenue streams for the project, besides fare revenue (passenger and freight), other
streams such as advertising rights at proposed stations, rental from commercial shops etc.
1.5.2 Prepare detailed Revenue model considering/comparing various participative Models in railways
authorized by Indian Railways such as Non-Government Railway (NGR) Model, Joint Venture Model
and Build Operate Transfer (BOT) Model etc. and work out the most sustainable participative
model for this Project. The revenue model shall include cost of project, means of finance,
Profitability, statement of working capital, Cost of Capital etc.
1.5.3 Suggest appropriate tariff structure for freight traffic to determine the ability of fare collection to
meet O&M costs or debt service requirements based on prudent accounting practices. Comparing
to fares of competing modes is necessary.
1.5.4 Establish the framework for financial evaluation that would be used in formulating of a long term
strategy and a phased investment program. The framework should allow the financial feasibility to
be expressed in terms of expected Net Present Value (NPV), Internal Rate of Return (IRR) and
Average Debt Service Coverage Ratio (ADSCR).
1.5.5 If at all the said project is financially unviable, determine the amount of viability gap of funds that
would be required to make the project a viable one. While assessing the project from viability gap,
consultant should consider the provisions of viability gap fund scheme of Government of India as
well as Haryana State Government Scheme, if any.
1.5.6 Identify & factor major items under Economic benefits. EIRR should be calculated taking into
consideration the socioeconomic benefits to be accrued to the society.

1.6 Purpose of the Railway Line

The primary object of sanctioning the “Reconnaissance Engineering cum Traffic Survey for new line
between Jind – Hisar” is to study the pattern & potential of passenger traffic as well as freight
traffic that is likely to be generated over the proposed rail link and thus to examine the technical
feasibility and finally to assess the financial viability of the project. This project, if sanctioned, will
meet the long outstanding demand of locals and thus will act as a boom in upliftment of socio-
economic needs of the area.

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 This new proposed railway line is located in Jind and Hisar districts of Haryana state. The terrain of
this area is almost plain in nature. There are crossing of village roads / National highways, hence 2
ROBs and 38 RUBs has been provided on this alignment. However alignment crosses some drains/
nallahs at different locations, 45 nos. minor and 05nos. major bridges have been provided at such
location to bridge the gaps.

1.7 Conclusion of our study

Based on Techno Economic study of Jind Hansi stretch carried out by us, we observed that the Net
Present Value comes out to be (-)369.21 Cr. The Internal rate of return observed is to be (+) 2.25%.
Thus the Project doesn’t seem to be Financial viable. However Economic rate of return (EIRR) has
come out to be reasonably good i.e 13.50%



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2 Salient Features of the Project
The salient features of the Project are as under:
Sr. No. Item Specification
1. Project Length 49+733 Km (Jind to Hansi)
(Jind reckoned as 0.000 km)
2. Project Chainage KM 1+532 To Km 48+966

3. No. of Stations 1. Intal Kalan (Crossing) @ 5+700.00

2. Rajpura Station (Halt) @ 12+050.00
3. Narnaud Station (Crossing) @ 22+160.00
4. Madha Station (Halt) @ 29+070.00
5. Khorigagan Station (Crossing) @ 32+970.00
6. Sheikh Pura Station (Halt) @ 40+560.00
4. Structures 1. ROB 02 Nos.
2. RUB 38 Nos
3. Major Bridge 05 Nos
4. Minor Bridges 45 Nos
5. Cost of Project Rs. 8242,768,518
Rs. 1513.27 Lacs Per KM
6. Investment Schedule 3 years

7. Ruling Gradient 1 : 250

8. Route Group : E

9. Maximum Degree of curvature 1.97°

10. Maximum Speed potential of proposed 130 KMPH

Elevated Line
11. No. of Existing LCs 01 Nos (LC No. 117”C” Class Manned). LC
shall be extended.
12. Net Present Value (NPV) -369.21 Cr
(Considering 40 % grant in JV modal)
13. Project Internal Rate of Return 2.25%
(Considering 40 % grant in JV modal)
14. Economic Internal Rate of Return (EIRR) 13.50%



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3 Traffic Projection Report
3.1 Project Corridor
Jind-Hisar new railway line project has been identified to be developed in the state of Haryana. Jind
and Hisar are already linked through Railway Network via Bhiwani and Rohtak However, to provide
direct rail link between these two important towns and to connect the identified un-served region
like Narnaud of Haryana with the Railway Network, this new line project has been envisaged.The
existing distance through rail route between Jind and Hansi via Bhiwani and Rohtak is 141.45 km. the
new link would provide a direct route reducing this distance to 46.12 km.
The Project Rail Link is from the Jind Railway station of Northern railway to Hansi railway station of
North-Western railway. The main settlements along the corridor are Narnaud, Hansi, Kherigagan,
Intel Kalan, Rajpura, Madha and Shaikhpura. The Start and End Points are indicated in Figure 1-1
below.
Start Point of the Proposed Rail Link

End Point of the Proposed Rail Link

1-1: - Start & End Point of the Proposed Hansi-Jind Rail Link

3.2 Traffic and Transport Study

The traffic and transport study for Jind-Hisar corridor include conducting traffic and transport survey,
collection of secondary data, traffic data analysis, analysis of socio-economic data and past trend to
assess freight and passenger traffic growth in future. Using the growth rate, the future traffic
projections have been carried out for twenty five (25) years from the year of starting of operation on
the project line in five years intervals. The Origin-Destination matrix of freight movement connecting
the originating points to consumption or productions units are studied. Impact of implementation of
any competing facility in near future along with all other development impacts on the traffic
estimates have also been taken into consideration.
A reconnaissance survey of the study area was carried out to develop a preliminary assessment of
the traffic volumes, major traffic generation/attraction locations, condition and availability of land,
existing road network assessment and the usage of existing public transport/paratransit transport.
systems to travel between main settlements along the proposed rail corridor like Narnaud, Hansi,
Kherigagan, Intel Kalan, Rajpura, Madha and Shaikhpura.

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3.3 Traffic Survey
Traffic surveys were taken up during month of May 2018. To capture traffic flow characteristics and
travel pattern of users passing through surrounding network and other characteristics related to
miscellaneous requirements of the ToR, the following primary traffic surveys were planned and
conducted.
 Automatic Traffic Classified Count (ATCC)/Manual Classified Traffic Volume Count (MCC)
 Origin-Destination and Commodity Movement Survey (OD)
 Bus Terminal Survey
 Truck Terminal Survey
A complete analysis of the data collected and future prediction of freight and passenger traffic
expected to come on the new rail corridor, based on necessary traffic forecasts has been made and
are presented in Annexure 6.1.

3.4 Estimation of Freight Traffic for New Proposed Jind-Hisar Rail Link
The proposed rail link will connect Jind and Hisar, which is presently being served by road network
only. Therefore the traffic to be estimates for the new proposed rail link will come from:
 Diverted traffic from existing road and Railway network in Project Influence Area
 Freight demand from Industries in the Project Influence Area of the proposed rail corridor

3.5 Shift of Goods Load from Road and Rail network

Commodities carried by goods traffic along the connecting roads in the project influence area are
analyzed and loading more than >20 ton and with distance of more than 500 km goods trips are
considered for potential shift from road to new proposed rail route. Goods loading from SH-12
between Jind and Hansi and SH-10 between Jind and Barwala, NH-9 and NH-352 are analyzed to
derive total potential shift from road to rail.
Food grains, agricultural products, fertilizers, manufacturing items, oils and gas, minerals,
cement/building materials are the commodities identified as potential items for shift from road to
rail.
The major inbound agricultural commodity at Jind is observed to be fertilizer and major outbound
commodity is agricultural produce. Therefore, it is assumed that entire agricultural & allied
commodity transported through road is expected to be shifted to railway.
It is observed that 43% of goods transport on SH-12 at Narnaud is Food grains originated or destined
at Jind. The entire food grains, agricultural produce and fertilizer commodity along SH-12 and SH-10
are expected to be shifted to new proposed Jind-Hisar railway link. Some portion of building material
and manufacturing items on road are also expected to be shifted to proposed Jind-Hisar line.

Rail fright movement data from Sartod station, Jind and Hansi station are analyzed. The inbound
rolled steel rakes at Sartod station is used by Jindal pipe industries at Hisar, which are unlikely to be
shifted to proposed Jind-Hisar line.
Inbound fertilizers at Jind station are coming majorly from Delhi-Panipat main line and some portion
of it is coming from western ports through Rewari. The portions that are coming from Rewari side are
expected to be shifted to proposed Jind-Hisar line.

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 Outbound food grains and agricultural product from Jind also distributed majorly towards Delhi-
Panipat main line. Therefore only some portion of outbound food grains and agricultural products are
expected to be shifted to proposed Jind-Hisar line.
Based on road based OD pattern and analysis of freight load distribution through rail, expected shift
of goods loading were developed from existing road and rail to the new proposed Jind-Hisar rail link.

3.6 Existing Industries in Hisar Region

Existing freight movement pattern in the Jind-Hisar region through Rail mode and roads/highways for
the industries are assessed through discussion with the industry officials and secondary sources.

Jindal Stainless (Hisar) Ltd

Jindal stainless cold rolling and hot rolling are two major industries located in Hisar. It was informed
by the plant manager that presently the plant is working with its full capacity and there is no
expansion plan. Jindal stainless do not use rail freight for transport of its goods, both raw material
and finished products are transported through road.
Raw materials for Jindal Stainless are coming from
Tughlakabad ICD through road only. The finished
produces are intermittent and comparatively low
loading ranges from 25 to 40 Ton. All of the outgoing
products are transported through road. During
discussion it was revealed that congestion in the main
line may be one of the reasons for road transport mode
as preferred choice.

Jindal Stainless officials expressed their views that

Jind-Hisar connection is not going benefit them in terms of inbound or outbound freight.
Development of Haryana Orbital Rail Corridor (HORC), which will connect Palwal to Sonipat is under
construction stage, may benefit them for a shorter travel distance.

Jindal Industries Pvt Ltd (Jindal Pipes)

Jindal Industries Pvt Ltd aka Jindal Pipes is one of the major industries in Hisar area. It was informed
during the discussion with the officials of Jindal Pipes that they use Satrod railway station for their
raw material to arraive at their factory. Around 150 inbound rakes come to Satrod railway station
annually for Jindal Pipes. Satrod station is located near to Hisar station and freight
loading/unloading activities are destined to Satrod station. The finished products of Jindal pipes are
transported by road through goods vehicles. Jindal pipes also provided similar reason of low range
of one time loading less than 40 Ton is suitable for road transport. Majority of their raw materials
are coming through railways, however, sometimes they had to procure raw material via road due
to congestion in the main line.
Jindal pipes expressed that they do not have any direct benefit due to Jind-Hisar line connectivity.
Their rakes comes from Bhilai and Bellari, the route followed by rakes coming from Bhilai is through
main line Kanpur-Delhi-Rohtak-Bhiwani-Hansi-Satrod and the rake from Bellari follows route
through Jaipur-Rewari-Bhiwani-Hansi-Satrod.

Rajeev Gandhi Thermal Power Plant Barwala

Rajeev Gandhi Thermal Power station in Barwala is a
1200 MW thermal power plant run by Haryana Power
Generation Corporation Ltd. The power plant has its
own railway siding and coal is brought to the power
plant through rail only. Based on the information

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collected from the officials of the plant, it requires at least five rakes of coal per day to run the
power plant. Byproducts of the power plant such as fly-ash are transported to cement industries
through road.
In the detailed discussions with the plant manager it was revealed that the coal supply comes from
Mahanadi Coal mines of Odisha and they face line congestion in Delhi and their coal supply get
disrupted due to line congestion. The officials revealed that Jind-Hisar line is not going to benefit
them directly.
Existing rail route followed by the coal rakes follows main line from eastern India through Varanasi-
Allahabad-Kanpur-Delhi-Rohtak-Bhiwani-Hansi-Satrod-Plant.

Agricultural Produce and Demand

Discussion with professors of Agricultural economics at Chaudhary Charan Singh Agricultural
University Hisar, it was revealed that Jind-Hisar belt is a fully irrigated fertile agricultural belt and
two crops grow in a year. Major crops in this region include rice, wheat, vegetable, cotton,
sugarcane etc. Proposed connectivity from Hansi to Jind will augment agricultural produce.
Fertilizers are generally come from JNPT Mumbai via railway. The railway line passes through
Maharashtra, Gujarat and Rajasthan and finally it reach Rewari in Haryana. These fertilizers are
further transported to Jind and nearby areas through road. Jind-Hisar connectivity will definitely
benefit agricultural production in Jind with timely supply of fertilizer.
Rice, wheat, sugarcane, cotton are produced in surplus in this region. The government agencies
procure rice, wheat etc to meet the requirement of the national pool and store them at largest FCI
warehouses at Dhand and Kaithal.
Induced growth of agriculture and related industries in Jind and hinterland area will get benefitted
with the proposed Jind-Hisar line. Some of the possible future agro-industries include floriculture,
protected cultivation, dairy firming, mushrooms etc.

Proposed Food grain storage Silo at Narnaud

Narnaud is located at midway between Jind and Hansi, and is a major station in the proposed Jind-
Hansi railway line. Food grains that are produced at Jind are distributed majorly towards Panipat-
Delhi line and beyond and less towards Hansi and Rewari side. However, due to location of
proposed silo at Narnaud, inbound freight traffic are expected from Jind and Hansi side for food
grain storage purpose. Outbound freight trips will be generated majorly towards consumption
center at Delhi and beyond. Therefore at least 50% of the Jind-Hansi line will be used by the food
grain inbound and outbound rakes.

Warehousing
Agricultural produce needs storage space for further distribution. Already there are some storage
spaces near Sabji mandi at Jind, however, it is connected through road. Private sector can play an
important role in supply chain management with agricultural product. Part of the railway land
along proposed Jind-Hisar line can be used for development of warehousing. Indian railway can
facilitate private players to develop warehouses at Jind. These warehouses can be used for various
purposes viz agricultural products, transshipment of fertilizers, FMCG storage, storage of
construction materials etc. Financial viability can be achieved through leasing out of the land for
commercial warehousing activities by facilitating private sector involvement.
Warehousing in India is growing in a fast pace. “According to the statistics, the warehouse space in
India will grow from the current 909.5 million sq.ft. to approximately 1,439 million sq.ft. by the end
of 2019. Indian logistics and warehousing industry contributes the maximum to the Indian
economy and has been the backbone of manufacturing and growing e-commerce industry.” (Cargo
connect, Vol. IX, Issue VII, June 2018).

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Transport by rail is most preferred for long haulage (500 km or more) as it is cost and time efficient
due to topography, consumption centre and trade lane in India. The Indian warehousing industry –
an overview October 2013, E&Y, CII. Warehousing industry may contribute induced freight load in
future rail traffic in the region.

CONCOR
Container Corporation of India (CONCOR) develop inland container terminal and facilitate inland
transport by rail for containers, port and airport and establish container transport logistics in India.
Presently, CONCOR is maintaining seven Inland Container Depots viz, Delhi, Ludhiana, Whitefield,
Coimbatore, Amingaon, Guntur and Anaparti.
There are three International Container Terminal and five Combined (domestic and international)
Container Terminals in northern region of India which are,
Combined (International and domestic)
International Container Terminal
Container Terminal
Tughlakabad (Delhi) Moradabad
Dhandharikalan (Ludhiana) Rewari
Babarpur (Panipat) Kanakpura (Jaipur)
Ballabhgarh
Bhagat ki kothi (Jodhpur)
As per the published information it was mentioned that CONCOR have a network of 55 terminals,
of which 43 are export/import container depot and 5 exclusive domestic container depots. 7 of the
terminals are exclusively road fed, all the rest being connected by rail. As many as 22 terminals
perform combined role of domestic as well as international terminals. The company expects the
number of terminals to increase to 60 in the next years. (Chapter 3, Profile of CONCOR) A detailed
study on feasibility of container terminal at Jind may increase freight demand in the Jind-Hisar line.

Dedicated Freight Corridor (DFC)

Ministry of Railways initiated development of Dedicated Freight Corridor (DFC) in 2006 to distribute
the existing freight load from Delhi-Mumbai and Delhi-Howrah main line.
Total route length of DFC Eastern Corridor is 1839 km and it is comprised of main three sections
 Son Nagar - Dankuni(Kolkata) 538 km
 Dadri - Son Nagar 897 km
 Ludhiana – Khurja/Dadri 404 km
DFC Eastern corridor is proposed to have Electrified Double line from Son Nagar to Dadri 897 km.
Western DFC corridor is proposed from Jawaharlal Nehru Port in Navi Mumbai to
Tughlakabad/Dadri in Delhi NCR with a total length of 1499 km. Western DFC passes through JNPT
Port, Vasai Road, Surat, Vadodara, Ahmedabad, Mahesana, Palanpur, Ajmer, Phulera, Ringus,
Rewari, Dadri.

Figure 1-2 presents Eastern and Western DFC Rail corridor map.

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 Figure 1-2: Eastern and Western DFC Rail Corridor

Based on the data collected from the existing industries in the region and freight movement
pattern, Eastern DFC corridor is considered as alternative route for the industries supply of raw
materials from eastern part of India.
As per the study it is found that Delhi-Howrah main line is over saturated and its capacity utilization
is varied from 115% to 150%. It is expected that freight load will be distributed from opening year
of DFC line and new links will also be developed.

Rail Network Study

Existing and proposed rail network in state of Haryana shows alternate routes to Hansi and Hisar
via Rohtak-Bhiwani; Sonipat-Gohana and Panipat-Jind. Figure 1-3 presents existing and proposed
railway network in the study region.

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 Figure 1-3: Existing and Proposed Rail Routes in the Study Region

The DFC Eastern corridor is proposed to carry freight from eastern part of India straight to northern
cities of Punjab, Himachal Pradesh and Jammu & Kashmir. Freight load along Delhi-Panipat-Ambala
main line is expected to be reduced due to DFC Eastern corridor running parallel to it. It is observed
that all the alternative routes passing through Delhi, which is the busiest section and it causes
delay.

Haryana Orbital Rail Corridor (HORC)

Haryana Orbital Rail Corridor (HORC) is proposed to be developed in Haryana, which will connect all
major industrial cities in the state from Palwal to Sonipat. The HORC project is already approved by
Ministry of Railways and its DPR is in progress and it will be developed by Haryana Rail
Infrastructure Development Corporation (HRIDC).

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The HORC corridor will be developed parallel to the KMP Expressway for a total length of 130 km
from Palwal to Sonipat via Asaoti-Sohna-Manesar-Patli-Sultanpur-Asnada-Rathdana (near Sonipat).
Figure 1-4 shows HORC Railway route

Figure 1-4: HORC Rail Route and Alternate Route (Delhi Avoidance)

Delhi-Panipt-Ambala main line carries maximum freight loading 140.7 GMT (Up and Down) near
Delhi to 122.0 GMT (Up and Down) near Ambala. Therefore, the Orbital line of HORC will carry all
the freight traffic which is destined or originated from west and north of Delhi. Figure 1-5 presents
GMT map for HORC.

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 Figure 1-5: Gross Metric Ton (GMT) Load and Proposed HORC Rail Route

The raw materials for the major industries located near Hansi and Hisar comes from eastern Indian
Coal mines, steel industries, port, ICD etc. Presently all the eastbound freight traffic has to pass
through Delhi, which cause delay due to line congestion.
With the proposed rail connection from Rohtak to Hansi, which is under construction, will create an
Alternate Delhi-Avoidance route from DFC (Eastern)-Palwal-Patli-Sohna-Manesar-Asaudha-Rohtak-
Hansi-Hisar.
Therefore, freight traffic for Hisar industrial area will get benefited from HORC line and the freight
traffic for the Hisar industries is unlikely to be diverted through Jind-Hisar study section. Jind-Hisar
section will primarily be utilized by the Agricultural produce and fertilizers originated and destined
at Jind.

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 Table 1-1 presents total annual average diverted goods load from road and rail network to new
proposed Jind-Hisar Rail link.

Table 1-1: Total Diverted Goods Load in 2018 from Road and Rail to New Proposed Jind-Hisar Rail Link
Diverted Goods Load Inbound Load Outbound Load
Diverted Goods Load from Rail Network 57,420 35,090
Diverted Goods Load from Road Network 10,36,699 9,19,336
Total Annual Average Diverted Goods Load in Ton 10,94,119 9,54,426
Gross Million Ton (GMT) for Jind-Hisar Rail Link 1.09 0.95

3.7 AGRICULTURE SECTOR GROWTH IN HARYANA

Haryana contribute 15% of India’s total agricultural produce. Jind area produces Wheat, Rice, Bajra,
cotton etc. Jind-Hisar belt is a fully irrigated fertile agricultural belt and two crops grow in a year.
Proposed Rail connectivity from Hansi to Jind will augment agricultural produce. Fertilizers generally
come from JNPT Mumbai via railway. These fertilizers are further transported to Jind and nearby
areas through road. Jind-Hisar Rail connectivity will definitely benefit agricultural production in Jind
with timely supply of fertilizer.
Table 1-2 presents past growth rates for Agriculture sector, Industrial sector and service sector in
Haryana.
Table 1-2: Growth (percentage %) in Gross State Value Added at Constant Price (2011-12) for
Haryana
All India
2013-14 2014-15 2015-16 2016-17 2017-18 2018-19 2018-19
Agriculture & Allied 2.8 -2.2 3.8 10.4 5.5 5.5 3.8
Industry 7.4 4.7 11.4 10.4 5.5 8.6 7.8
Services 10.1 10.4 10.7 6.8 9.8 8.2 7.3
Source: Economic Survey of Haryana 2018-19
It is observed that present growth in agricultural sector in Haryana is 5.5% which is more than that
of all India level which is 3.8%. Table 1-3 presents past data on major crop production of Haryana.
Table 1-3: Annual Average Growth Rate of Major Crops in Haryana
Wheat Rice TOTAL
2011 11578 3465 15043
2012 13119 3757 16876
2013 11117 3941 15058
2014 11800 4041 15841
2015 10457 3989 14446
2016 11350 4142 15492
2017 12384 4453 16837
2018 12263 4880 17143
Annual
Average
0.82% 5.01% 1.88%
Growth
Rate
Source: Economic Survey of Haryana 2018-19

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 Annual average growth rate of rice production in Haryana from 2011 to 2018 is observed to be
5.01%. Rice is one of the major agricultural produce in Jind area.
Based on the study of growth in agriculture sector in Haryana and comparing the sector growth in
all India level, growth rate for Jind-Hisar corridor is estimated. Freight traffic growth in Jind-Hansi
section is expected to be proportional to the future growth of agricultural production in agriculture
sector in Haryana. Agricultural production also depends on the demand of food and population
increase. Haryana population is growing at rate of 1.66% per annum. It is expected that agricultural
production in the state is going to grow for coming 5 to 10 years and then growth in agricultural
sector is expected to be stable.
Table 1-4 presents estimate growth of freight traffic in Jind-Hisar section.

Table 1-4: Estimated Growth Rate for Freight Traffic in Jind-Hisar Section Haryana
Year Growth Rate
2018 2023 6.0%
2023 2028 6.50%
2028 2033 5.00%
2033 2038 3.50%
2038 2043 2.00%

3.8 FREIGHT TRAFFIC ESTIMATION

Freight traffic assessment includes shift of loading from existing SH-12, SH-10, NH-9 and NH-352
and rail network. Agricultural produces and fertilizers are considered for the proposed Jind-Hisar
line.
Thus based on the above study and assumptions the estimated goods loading for the proposed
Jind-Hisar rail link is given in Table 1-5.

Table 1-5: Estimated Freight Load for the Proposed Jind-Hansi Rail Link

Inbound in Ton Outbound in Ton

2018 10,94,119 9,54,426
2019 11,59,766 10,11,692
2020 12,29,352 10,72,394
2021 13,35,013 11,68,638
2022 14,15,114 12,38,756
2023 15,00,021 13,13,081
2024 15,97,522 13,98,431
2025 17,01,361 14,89,329
2026 18,11,949 15,86,135
2027 19,29,726 16,89,234
2028 20,55,158 17,99,034
2029 21,57,916 18,88,986
2030 22,65,812 19,83,435
2031 23,79,103 20,82,607
2032 24,98,058 21,86,737
2033 26,22,961 22,96,074
2034 27,14,765 23,76,437

19
 Inbound in Ton Outbound in Ton
2035 28,09,782 24,59,612
2036 29,08,124 25,45,698
2037 30,09,908 26,34,797
2038 31,15,255 27,27,015
2039 31,77,560 27,81,555
2040 32,41,111 28,37,186
2041 33,05,933 28,93,930
2042 33,72,052 29,51,809
34,39,493 30,10,845
2043 3.44 (in GMT) 3.01 (in GMT)
Total = 6.45 (in GMT)

3.9 PASSENGER TRAFFIC ESTIMATION

The passenger traffic for the proposed rail link is expected to be comprised of traffic shifted from
Rail and Road network in the PIA. Based on passenger ticket sale data for past years at Hisar and Jind
railway station, it is found that average annual growth rate of passenger traffic is 4.84%. Based on
the passenger OD survey at Narnaud between Jind and Hisar, it is observed that daily average of
2248 passenger are expected shift from road to new Jind-Hisar Rail link.
It was estimated that 2248 passengers from road will shift to the new proposed rail line in the year
2018. Also based on a RITES study for the region it was found that total share of rail based passenger
traffic is 1651 passengers for the year 2016. RITES rail passenger data is projected for initial two
years to derive rail passenger volume for the new Jind-Hisar link is 1851.
Table 1-6 presents total diverted passenger traffic for new Jind-Hisar link and Table 1-7 presents
year wise projected passenger demand in the Jind-Hisar line.
Table 1-6: Total Diverted Passenger Traffic from Road and Existing Rail Netwrok to New Proposed Jind-Hisar
Rail Link
Diverted from Passenger Volume
Existing Road Network 2248
Existing Rail Network 1851
TOTAL 4063

Table 1-7: Estimated Passenger Volume for the Proposed Jind-Hansi

Rail Link
Rail Passenger Volume for each direction
Diverted from Road Rail Passenger TOTAL
2018 2248 1815 4063
2019 2293 1903 4196
2020 2339 1995 4334
2021 2386 2092 4478
2022 2434 2193 4627
2023 2483 2299 4782
2024 2523 2410 4933
2025 2563 2527 5090
2026 2604 2649 5253

20
 Rail Passenger Volume for each direction
Diverted from Road Rail Passenger TOTAL
2027 2646 2777 5423
2028 2688 2911 5599
2029 2720 3052 5772
2030 2753 3200 5953
2031 2786 3355 6141
2032 2819 3517 6336
2033 2853 3687 6540
2034 2882 3865 6747
2035 2911 4052 6963
2036 2940 4248 7188
2037 2969 4454 7423
2038 2999 4670 7669
2039 3029 4896 7925
2040 3059 5133 8192
2041 3090 5381 8471
2042 3121 5641 8762
2043 3152 5914 9066



21
4 Social Assessment, Land Acquisition And Economic Internal Rate
of Return

4.1 OBJECTIVE OF THE STUDY

The main objective of Social assessment, land acquisition and resettlement impact study is to assess
the magnitude of potential impact on people, land and properties due to construction of new rail
line with the objective to ensure that the social considerations be given adequate weightage in the
design of proposed construction of rail line. The basic idea is to determine the magnitude of likely
impacts with best possible engineering solutions at the optimal cost to avoid/minimize the adverse
impacts on stakeholders.
Also social assessment of proposed railway were undertaken in order to inform and educate
stakeholders about the project and other allied structures and seek their suggestions with regard to
their transport and related needs. The consultation with the stakeholders will help in identification
of the problems associated with the project, needs of the people, perspectives of the people likely
to be impacted, and ways to address them.
4.2 METHODOLOGY FOR INITIAL SOCIAL IMPACT ASSESSMENT
To achieve the objectives of the study under land acquisition and resettlement impact a macro level
study has been carried out primarily using secondary sources of data satellite / Google imagery at
this stage. The analysis was well supported by the on field investigation and public consultation in
the project influence area in identifying the problem associated with the project and to assess the
project benefits. A rapid survey was also done to assess, if any built-up area is going to be affected
or not.
In line with the above approach, a proper methodology for the preparation of initial social impact
assessment and preliminary land acquisition/ resettlement impact study has been followed.
This Social Assessment, Land Acquisition/ Resettlement impact study are based on social analysis
and initial social impact assessment of the Project Affected Person (PAP), land and properties,
affected due to construction of the railway. The social assessment and preliminary land acquisition/
resettlement impact study consists of the following Components:
4.3 SOCIAL ANALYSIS OF THE PROJECT AREA
A social analysis of the project-affected area/population is essential to create database and develop
indicators for the evaluation of the social screening report. To understand the social context of the
proposed project and for providing necessary inputs for social analysis of the project, relevant
baseline data on social and cultural conditions were collected from various available primary and
secondary sources like personal observation and enquiry, consultation with knowledgeable persons
of the villages etc.
The project influence area of the proposed project comprises only one state i.e. Haryana along with
its two districts. The socio-economic profile of the project area will elucidate the details of the state,
district concerns coming in the way of proposed railway corridor project.
The physical and socio-economic profiles of concerned affected are illustrated separately in the
following sections:

22
4.3.1 DEMOGRAPHIC PROFILE OF THE STATES/DISTRICT
4.3.1.1 Population
The project rail corridor falls in the state of Haryana and it is expected that this State is likely to be
directly or indirectly benefited by the implementation of the project. Details are given in Table 5.1.
Table- 5.1: Total Population
Sl. No. State/District Total Population
Haryana 25,351,462
1 Jind 1334152
2 Hisar 1743931
Source: PCA, Census of India 2011
Population Density
Population density of the affected state and district as per the census data of 2011 is detailed in
Table 5.2.

Table- 5.2: Population density of the Affected States/District

Population Density
Sl. No. States
2001 2011
Haryana 478 573
1 Jind 440 494
2 Hisar 396 438
Source: Census of India 2011
4.3.1.2 Sex – ratio
Sex ratio of the all influenced states and district presents in both categories as detailed in Table 5.3.

Table- 5.3: Sex ratio in the State/District

Sl.No. Sex ratio of child population in the

States Overall Sex ratio
age group of 0-6 yrs.
Haryana 879 834
1 Jind 871 838
2 Hisar 872 851
Source: Census of India 2011
4.3.1.3 Vulnerable Population
The census 2011 data reveals that there is no ST population in affected state and districts where as
the SC population is shown in Table 5.4.
Table- 5.4: Vulnerable Population
States/ District Total Population SC Population Tribal Population
Haryana 25,351,462 NA 0
Jind 1334152 282351 0
Hisar 1,743,931 273797 0

23
 Source: Census of India 2011
4.3.1.4 Literacy and Education
Literacy rate of the Haryana district and state is shown in given Table 5.5.
Table- 5.5: Literacy rate
Sl. No. Districts Literacy rate (in %age)
Haryana 75.55
1 Jind 71.44
2 Hisar 72.89
Source: Census of India 2011
4.3.1.5 Distribution of Population by Workers and Non-Workers and Occupation

Agriculture is the main occupation of its inhabitants in the project-influenced districts. As evident
from given Table 5.6 non-workers exceed main workers, showing relatively low dependency
ratio.

5.6: Distribution of Population by Workers and Non-workers

States/Districts Population Male Female Total

Main Workers 5860600 1154683 7015283
Marginal Workers 946036 955189 1901225
Haryana
Non- Workers 6688098 9746856 16434954
Total 13494734 11856728 25351462
Main Workers 313160 72691 385851
Marginal Workers 55117 82454 137571
Jind
Non- Workers 344729 466001 810730
Total 713006 621146 1334152
Main Workers 420510 110717 531227
Marginal Workers 67811 92583 160394
Hisar
Non- Workers 443241 609069 1052310
Total 931562 812369 1743931
Source: Census of India 2011

Occupational structure of work force in the project influenced districts. State/district wise breakup
suggests that occupation in agricultural sector is greater than other sectors in all project influenced
districts as presented in the following Table 5.7.
Table- 5.7 Categories of Workers

States / Districts Categories Male Female Total

Cultivators 1789122 691679 2480801
Agricultural Labourers 1041241 486892 1528133
Haryana
HH industries 186533 75747 262280
Other Workers 3789740 855554 4645294

24
 States / Districts Categories Male Female Total
Total 6806636 2109872 8916508
Cultivators 150710 79677 230387
Agricultural Labourers 63265 38806 102071
Jind HH industries 6371 2743 9114
Other Workers 147931 33919 181850
Total 368277 155145 523422
Cultivators 165785 95335 261120
Agricultural Labourers 89883 54330 144213
Hisar HH industries 11787 4310 16097
Other Workers 220866 49325 270191
Total 488321 203300 691621
Source: Census of India 2011
4.3.1.6 Demographic Profile of the Affected Villages
The population composition of any Village is important to anticipate the extent of project
influenced area. Keeping in view the importance of demographic profile of the Villages coming
within direct influence the profile has been prepared. However, Villages wise potentially affected
population in respect of males and females is reflected in the following Table 5.8.
Table- 5.8: Villages wise Population Distribution
Sl. Village/ Male Female Total
Districts
No. Settlements Population Population Population
1 Jind Jind 713006 621146 1334152
2 Jind Jalalpur Kalan 1571 1379 2950
3 Jind Julani 1785 1536 3321
4 Jind Intal Kalan 1672 1376 3048
5 Jind Sangat Pura 1301 1083 2384
6 Jind Rajpura 2607 2257 4864
7 Jind Gunkali 1238 1057 2295
8 Hisar Hisar 931562 812369 1743931
9 Hisar Milakpur 938 805 1743
10 Hisar Kheri Shioran 474 364 838
11 Hisar Kheri Roj 671 562 1233
12 Hisar Bhairi Akbarpur 2584 2308 4892
13 Hisar Narnaund 75587 65293 140880
14 Hisar Budana 2220 1909 4129
15 Hisar Aurang Shahpur 264 248 512
16 Hisar Madha 1019 890 1909
17 Hisar Moth Karnail Shab 2616 2278 4894
18 Hisar Kajal 222 177 399
19 Hisar Rajpura 1287 1088 2375
20 Hisar Sisai Bola 3727 3300 7027
21 Hisar Kheri Gangan 1790 1571 3361

25
 Sl. Village/ Male Female Total
Districts
No. Settlements Population Population Population
22 Hisar Pali 1739 1443 3182
23 Hisar Sheikhpura 3261 2854 6115
24 Hisar Dhana 9773 8513 18286
25 Hisar Hansi 206870 179920 386790
Total 1969784 1715726 3685510
Source: Census of India, 2011
4.3.1.7 Social Composition- Presence of SCs/ST
It is very important to identify vulnerable population during social assessment process. Census
2011 data was reviewed in order to assess vulnerable population in the affected villages
belonging to SC/ST groups. Village wise presence of SC/ST males and females has been presented
in Table5.9, which reveals that there are significant presences of SC/ST population in project
affected villages.
Table- 5.9: Presence of SCs/STs
Sl. SC Population ST Population
District Village
No. Male Female Total Male Female Total
1 Jind Jalalpur Kalan 450 373 823 0 0 0
2 Jind Julani 481 420 901 0 0 0
3 Jind Intal Kalan 424 323 747 0 0 0
4 Jind Sangat Pura 383 324 707 0 0 0
5 Jind Rajpura 691 597 1288 0 0 0
6 Jind Gunkali 293 237 530 0 0 0
7 Hisar Milakpur 299 262 561 0 0 0
8 Hisar Kheri Shioran 35 30 65 0 0 0
9 Hisar Kheri Roj 303 274 577 0 0 0
10 Hisar Bhairi Akbarpur 697 596 1293 0 0 0
11 Hisar Narnaund 17644 15082 32726 0 0 0
12 Hisar Budana 396 334 730 0 0 0
13 Hisar Aurang Shahpur 66 62 128 0 0 0
14 Hisar Madha 235 195 430 0 0 0
15 Hisar Moth Karnail Shab 733 621 1354 0 0 0
16 Hisar Kajal 10 12 22 0 0 0
17 Hisar Rajpura 308 249 557 0 0 0
18 Hisar Sisai Bola 923 815 1738 0 0 0
19 Hisar Kheri Gangan 328 268 596 0 0 0
20 Hisar Pali 433 366 799 0 0 0
21 Hisar Sheikhpura 899 816 1715 0 0 0
22 Hisar Dhana 1916 1579 3495 0 0 0
23 Hisar Hansi 49098 42466 91564 0 0 0
Total 77045 66301 143346 0 0 0
Source: Census of India, 2011
4.3.1.8 Literacy Level

26
 The number of male literates is higher than the female literates in all most all affected villages.
Literacy level in project influence villages is provided in Table 5.10.
Table- 5.10: Literacy level in project influence villages
Sl. Literate Population Illiterate Population
District Village
No. Male Female Total Male Female Total
1 Jind Jalalpur Kalan 1144 768 1912 427 611 1038
2 Jind Julani 1316 775 2091 469 761 1230
3 Jind Intal Kalan 1195 689 1884 477 687 1164
4 Jind Sangat Pura 927 551 1478 374 532 906
5 Jind Rajpura 1869 1233 3102 738 1024 1762
6 Jind Gunkali 863 552 1415 375 505 880
7 Hisar Milakpur 744 415 1159 194 390 584
8 Hisar Kheri Shioran 349 193 542 125 171 296
9 Hisar Kheri Roj 522 282 804 149 280 429
10 Hisar Bhairi Akbarpur 1676 1060 2736 908 1248 2156
11 Hisar Narnaund 52500 32324 84824 23087 32969 56056
12 Hisar Budana 1715 984 2699 505 925 1430
13 Hisar Aurang Shahpur 192 115 307 72 133 205
14 Hisar Madha 710 466 1176 309 424 733
15 Hisar Moth Karnail Shab 1858 1170 3028 758 1108 1866
16 Hisar Kajal 139 88 227 83 89 172
17 Hisar Rajpura 922 538 1460 365 550 915
18 Hisar Sisai Bola 2421 1566 3987 1306 1734 3040
19 Hisar Kheri Gangan 1286 758 2044 504 813 1317
20 Hisar Pali 1262 758 2020 477 685 1162
21 Hisar Sheikhpura 2361 1447 3808 900 1407 2307
22 Hisar Dhana 7273 4626 11899 2500 3887 6387
23 Hisar Hansi 147586 97625 245211 59284 82295 141579
Total 230830 148983 379813 94386 133228 227614

4.3.1.9 Workforce in Project Affected Villages

Majority of work force in the project influence villages belongs to the category of main workers
followed by the category of marginal workforce. The details of the workforce in affected villages
are summarized in Table 5.11.
Table- 5.11: Workforce in project influence villages

Sl. Main Workers Marginal Workers Total Workers

District Village
No. Male Female Total Male Female Total Male Female Total
1 Jind Jalalpur Kalan 549 28 577 219 23 242 768 51 819
2 Jind Julani 728 62 790 242 429 671 970 491 1461
3 Jind Intal Kalan 634 221 855 166 134 300 800 355 1155
4 Jind Sangat Pura 536 22 558 154 434 588 690 456 1146
5 Jind Rajpura 1111 296 1407 192 123 315 1303 419 1722
6 Jind Gunkali 563 301 864 110 294 404 673 595 1268

27
Sl. Main Workers Marginal Workers Total Workers
District Village
No. Male Female Total Male Female Total Male Female Total
7 Hisar Milakpur 263 162 425 225 187 412 488 349 837
8 Hisar Kheri Shioran 232 92 324 25 24 49 257 116 373
9 Hisar Kheri Roj 332 61 393 6 159 165 338 220 558
Bhairi
10 Hisar
Akbarpur 1198 220 1418 142 142 284 1340 362 1702
11 Hisar Narnaund 31793 9398 41191 7442 12859 20301 39235 22257 61492
12 Hisar Budana 936 263 1199 267 465 732 1203 728 1931
Aurang
13 Hisar
Shahpur 61 7 68 79 36 115 140 43 183
14 Hisar Madha 483 89 572 34 223 257 517 312 829
Moth Karnail
15 Hisar
Shab 1011 202 1213 329 464 793 1340 666 2006
16 Hisar Kajal 119 81 200 6 15 21 125 96 221
17 Hisar Rajpura 588 285 873 90 249 339 678 534 1212
18 Hisar Sisai Bola 1386 395 1781 550 1045 1595 1936 1440 3376
19 Hisar Kheri Gangan 854 122 976 81 56 137 935 178 1113
20 Hisar Pali 763 85 848 58 34 92 821 119 940
21 Hisar Sheikhpura 1347 191 1538 359 240 599 1706 431 2137
22 Hisar Dhana 3963 1246 5209 1057 880 1937 5020 2126 7146
23 Hisar Hansi 92637 24433 117070 15572 23703 39275 108209 48136 156345
14208
Total 7 38262 180349 27405 42218 69623 169492 80480 249972

4.3.1.10 Category wise distribution of workforce

It is well evident from the given below table that people of the likely affected villages are either
engaged in agriculture or industrial work. However, agriculture is also an important sector which
engages the workforce as shown in Table 5.12.
Table- 5.12: Distribution of workforce in project influence villages
Agricultural Household
Cultivators Other Workers Non Workers Total
Labourers Industries
District

Villages Total
Female

Female

Female

Female

Female

Female
Total

Total

Total

Total

Total
Male

Male

Male

Male

Male

Male
Sl. No.

1
Jalalpur Kalan 300 9 309 258 20 278 17 0 17 193 22 215 803 1328 2131 1571 1379 2950

2
Julani 513 408 921 86 41 127 6 2 8 365 40 405 815 1045 1860 1785 1536 3321
3
JInd

Intal Kalan 333 62 395 242 119 361 18 4 22 207 170 377 872 1021 1893 1672 1376 3048
4
Sangat Pura 349 250 599 41 110 151 4 1 5 296 95 391 611 627 1238 1301 1083 2384
5 Rajpura 582 80 662 346 85 431 28 66 94 347 188 535 1304 1838 3142 2607 2257 4864
6 Gunkali 333 347 680 147 230 377 3 0 3 190 18 208 565 462 1027 1238 1057 2295
7 Milakpur 184 172 356 214 161 375 4 5 9 86 11 97 450 456 906 938 805 1743
8 Kheri Shioran 179 87 266 13 13 26 15 12 27 50 4 54 217 248 465 474 364 838
Hisar

9 Kheri Roj 124 99 223 139 104 243 1 1 2 74 16 90 333 342 675 671 562 1233
Bhairi
10
Akbarpur 497 75 572 201 77 278 16 74 90 626 136 762 1244 1946 3190 2584 2308 4892

28
 Agricultural Household
Cultivators Other Workers Non Workers Total
Labourers Industries
District

Total
Villages

Female

Female

Female

Female

Female

Female
Total

Total

Total

Total

Total
Male

Male

Male

Male

Male

Male
Sl. No.

1848 1194 3042 1109 1887 1123 3635 4303 7938 7558 6529 1408
11
Narnaund 0 1 1 6 7775 1 652 317 969 9007 2224 1 2 6 8 7 3 80
12 Budana 757 440 1197 231 153 384 9 14 23 206 121 327 1017 1181 2198 2220 1909 4129
Aurang
13
Shahpur 37 7 44 56 32 88 3 0 3 44 4 48 124 205 329 264 248 512
14 Madha 147 39 186 307 257 564 12 1 13 51 15 66 502 578 1080 1019 890 1909
Moth Karnail
15
Shab 477 307 784 394 245 639 16 8 24 453 106 559 1276 1612 2888 2616 2278 4894
16 Kajal 101 78 179 14 2 16 6 14 20 4 2 6 97 81 178 222 177 399
17 Rajpura 403 358 761 179 153 332 1 2 3 95 21 116 609 554 1163 1287 1088 2375
18 Sisai Bola 987 575 1562 453 439 892 86 238 324 410 188 598 1791 1860 3651 3727 3300 7027
19 Kheri Gangan 560 104 664 260 50 310 5 2 7 110 22 132 855 1393 2248 1790 1571 3361
20 Pali 258 20 278 281 59 340 19 1 20 263 39 302 918 1324 2242 1739 1443 3182
21 Sheikhpura 764 340 1104 372 47 419 12 1 13 558 43 601 1555 2423 3978 3261 2854 6115
1114 1828
22
Dhana 2012 1201 3213 1198 663 1861 137 22 159 1673 240 1913 4753 6387 0 9773 8513 6
4385 2493 6878 2288 1341 3629 279 117 397 3867 4729 9866 1317 2304 2068 1799 3867
23
Hansi 3 6 9 2 1 3 7 3 0 7 8616 3 1 84 45 70 20 90
7223 4193 1141 3941 2424 6365 386 195 582 5398 1234 6632 1557 2017 3574 3252 2822 6074
Total 0 5 65 0 6 6 7 8 5 5 1 6 24 31 55 16 11 27

4.4 SOCIAL IMPACT ASSESSMENT, LAND ACQUISITION AND RESETTLEMENT IMPACTS

The social screening or initial social assessment study is meant to assess the magnitude of potential
impact on population and properties due to improvement of proposed railway corridor with the
objective to ensure the social considerations be given adequate weightage in the design of final
proposed railway project. The basic idea is to minimize adverse social impacts and determine the
magnitude of potential impacts with best possible engineering solutions at the optimal cost.
4.4.1 Impact on Structure
During the desktop study of alignment on Google earth no structure found to be affected due to
the project.

4.4.2 Impact on land

The tentative impacts on villages and the village wise land acquisition are present in following
Table No. 5.13.

29
 Table- 5.13: Impact on project influence villages

Total Land
Sl.No. Village Name District Acquired
(Sq.m.)

1 Julani Jind 33950

2 Jalalpur Kalan Jind 77409
Intal Kalan
3 Jind 262918
Station
4 Rajpura Bhan Jind 250123
5 Milakpur Hansi 30500
6 Kheri Shioran Hansi 23510
7 Kheri Roj Hansi 24750
8 Bhairi Akbarpur Hansi 52300
9 Narnaund Hansi 285000
10 Budana Hansi 43200
11 Aurang Shahpur Hansi 72500
12 Madha Hansi 140000
13 Kajal Hansi 10990
14 Rajpura Hansi 25085
15 Sisai Bola Hansi 21245
16 Kheri Gangan Hansi 272000
17 Pal ki Dhani Hansi 21800
19 Sheikhpura Hansi 103400
20 Dhana Hansi 24000
21 Hansi Hansi 70520
Total Land Acqusition (Hectare) 1845200

A preliminary assessment of land acquisition has been done as per Proposed RoW of design
alignment. A sum of 184.52 (Hec.) lands needs to be acquired for this project.

4.4.3 Review of Policy, Legal and Administrative Framework

The concerned acts, regulations and guidelines of funding agency, if any, including relevant
statutory and legislative provisions have been reviewed and analyzed, which outline the regulatory
framework for land acquisition, compensation schemes and rehabilitation programmes, applicable
to communities in the project area and its influence zones, special provisions for scheduled castes
and other vulnerable communities, and multilateral conventions etc.

In this process following Policies, Acts have been reviewed.

I. The Right to Fair Compensation and Transparency in Land Acquisition, rehabilitation and
Resettlement Act, (RFCTLARRA) 2013
II. Railway Amendment Act 2008
III. Respective States Rules

4.4.4 Public Consultations

Since, the project is going to significantly affect the life and socio-economic status of a huge

30
number of populations, hence, incorporation of their perception and views are very important. To
incorporate the views and concerns of people, public consultation is the best way to cope with
these issues. In order to adopt a Rail and participatory approach towards the project, Public and
other Stakeholders Consultations have been conducted at various identified locations and with
different groups during the site visit.
To incorporate the relevant views of the people and community in the project design, during public
consultation the following issues has been discussed and explained:
 Awareness about the project amongst stakeholders in which the consultant will explain the
proposal to the local people, particularly the safety and operational requirements of the
railways;
 Involve their valuable suggestive measures related to the railway design and any specific needs
of the masses
 The access and crossing needs of the people including other grievances with an objective to
incorporate it in the main design.
 Improvement in project design thus minimizing conflicts and delays in implementation;
 Facilitate development of appropriate and acceptable entitlement options;
 Make the R&R process transparent and reduce leakage; and
This consultation will help to create involvement of people in decision-making process with
conceptual clarity, altitudinal pre-dispositions to avoid the hardship of the displacement and
adverse impact on the vulnerable section of the affected population.

31
 Table: Details of Outcome of the Consultation of Jind-Hisar Corridor with Government
officials and other Stakeholders
At Village – Jalalpur Khurd, District – Jind,
Date: 04/06/2018.
Contact Person :Sultan Singh (Sarpanj) 7950698428
Issues discuss-
 Jalalpur to Hansi distance is 42 Km. but due to no train
connectivity passenger travels 120 km.
 The main occupation is agriculture and the main crop is
wheat and rice
Conclusion-
People are interested for rail project.
At Village – Intel Kalan, District – Jind,
Date: 05/06/2018.
Issues discuss-
 Regarding compensation
 Increase market opportunity to work
 Maximum persons are related to SC Category and
their income level is very much low
Conclusion-
People are interested for rail project.
32
At – Jind Railway Station, Date: 04/06/2018.
Contact Person: A.K. Tuteja (Depo Officer) 9729531430
Issues discuss-
 Train Connectivity to nearby villages from Jind to
Hansi.
 Passenger’s strength to Jind railway Station.
 Frequency of trains
Conclusion-
This rail corridor is very much required.
At Village – Rajpura Bhan, District – Jind,
Date: 05/06/2018.
Regarding-
 Regarding water supply
 They are worried about suicide cases
 They are happy only road transport like buses, auto,
own vehicle.
Conclusion-
People are not interested for rail project because they are
facing problem related to pipelines with railway
department.
 At – Hansi Railway Station, District – Hisar, Date: 06/06/2018.
Contact Person: Mr.Uday Raj Singh (Depo Officer) 9729530178, Mr. Mahendra Singh Yadav
Regarding-
 Frequency of trains is not high.
 Long route train stoppage problem.
 Train connectivity is very poor; passengers are waiting all the time.
Conclusion-
This rail corridor is very much required.

At Village– Narnod , District – Hisar,

Date: 07/06/2018.
Issue discussed-
 What parameter is used to calculate compensation?
 Increase market opportunity to work
 Travel related problems
Conclusion-
People are interested for rail project.

4.4.5 COLLECTION OF LAND RATE IN LAND ACQUISITION AREA

The requirement of land acquisition in the proposed project is due to meet the minimum
requirement of the proposed ROW, to meet the design of basic amenities and to improve the
geometric configuration of the project. The details of land acquisition for this project have been
calculated tentatively considering the field scenario. The land rate has been collected from
Revenue office of the project influence districts and official website of the Govt. of Haryana.
Village wise land rate has been collected and analyzed based on total land acquired, which is
around 184.52 Hectares.

33
4.5 SOCIO-ECONOMIC BENEFITS OF THE PROJECT
The possible direct and indirect positive impacts of the proposed project are listed below.
 Employment Opportunities: The immediate benefits of construction of railway alignment will
come in the form of direct employment opportunities for the alignment side communities and
specially those who are engaged as wage laborers, petty contractors and suppliers of raw
materials.
 Linkages: Construction of rail network will provide improved linkages between the village
communities and urban center, which provides wider marketing facilities.
 Business Opportunities: Rail network will not only link the village communities to better markets,
but also open up wider work opportunities in distant places. People can shuttle to distant work
sites and towns and engage in construction, factories, business as well as domestic works.
 Industrial activities: Improved rail network will encourage urban entrepreneurs to invest in far and
remote areas in commercial farming and industrial activities.
 Education Facilities: Construction of new rail alignment will also help people building strong
institutional network with outside agencies. Essential and emergency services like schools, health
center, public distribution system etc. can be availed faster.
 Health Facilities: Increased frequency of interaction with outsiders will increase the awareness
level of the people in the village with regard to their health and nutrition, living style, value of
education and proper utilization of available resources.
 Economic Activities: Interaction with the government, non-government and other development
agents will help people gain new knowledge on improved farming, land development, development
and maintenance of natural resources through the formation of various economic and social
development groups.

 Low cost of travelling: Indian railways is the cheapest source of transportation, by developing the
rail stretch, it will provide low cost transportation option between these two cities.

4.6 CONCLUSION
In brief, the portrayal of assessment of social impact was nothing but an effort to depict the
existing social scenario along the propose project and perceived impacts on population due to
implementation of the project with an intention to minimize the resettlement

The Economic IRR comes to be 13.50%

We are of the opinion that taking into consideration the above factors the project is Economically
Viable for the area.

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5 Standards of Construction
The following standards of construction will be followed for the Jind Hansi new line in Jind – Hisar
Railway Line.

5.1 Gauge
The proposed Line will be constructed to 1676 mm gauge as per the existing railway line.

5.2 Category of Line

The proposed line will be constructed conforming to Group “E” category Track as per Indian
Railway code of the engineering department with maximum speed potential of 130 kmph.

5.3 Project Length

The Project length of proposed Jind – Hansi section is 49+733 from center of Jind Junction Station
to center of Hansi Station, However the design length of proposed Jind – Hansi section is 48.966
KM from KM 1+532 to KM 48+966. The Alignment plan and profile & typical cross sections at
critical locations of the Project are attached at Annexure 2.

5.4 Ruling Gradient

The ruling gradient of 1 in 250 has been proposed for this route. This has been done to keep the
project length within reasonable limit. The ruling Gradient at crossing stations (3 nos.) has been
kept 1 in 1200 or flatter. List of Horizontal and Vertical alignment is attached as Annexure 3.

5.5 Formation
The terrain traversed by the project alignment is plain and level in general. The gradient of the
formation have been designed in such a way that there is no incidence of a cutting anywhere on
the project section. Formation widths on embankments & side slopes have been provided based on
the latest guidelines of Railway Board. The various parameters adopted in the formation of
permanent way are as below: -
Formation width on Embankment top : 7.85 m
Side slope in filing : 2H:1V
Formation width in cutting : 7.85 m
(Excluding side drain)
Side slope in cutting : 1H:1V

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5.6 Curves
There are 9 curves have been proposed in the proposed alignment as per Indian Railway standards.
The maximum degree of proposed curve is 1.97°.

5.7 Permanent way

Rail, Sleepers and Fastenings: 60 Kg (90 UTS) Rails, PRC mono block sleepers with sleeper density of
1660 no. per km. with appropriate new elastic fastenings have been proposed for the main line.

5.8 Point and Xing

There are 31 sets of points in crossings in the project length. All points & Crossings to be negotiated
by passenger trains are proposed to be laid with 1 in 12 crossings of 60 kg new on fan shaped
turnout.

5.9 Ballast
Provision of 350mm ballast cushion made up of 65mm gauge stone ballast as per RDSO
specifications has been made in the project estimate for the main line and 250mm ballast cushion
in loop and other line.

5.10 Road crossings

38 nos. of RUB’s are proposed for Road / NH / SH crossings in the project length. 02 ROB has been
proposed for National and State Highways. List of ROB / RUB is attached as Annexure 5.

5.11 Stations
06 nos of station has been proposed in between Jind and Hansi stations, out of 3 nos crossing
stations viz. Intal Kalan (KM 5+700), Narnaud (KM 22+160) & Khori Gagan (KM 32+970) & 3 nos of
Halt stations Rajpura (KM 12+050), Madha (KM 29+070) & Sheikhpura (KM 40+560). Provision of
new stations will meet the traffic requirement of the people residing in the nearby locations.

5.12 Signaling & Telecommunication

With the proposal of new Railway Track, signaling and Telecommunication facilities shall also be
required to be provided. For communication purpose Quad cables are proposed to be provided.

5.13 Electrification
The existing Jind-Panipat Railway Line is Non Electrified. However, provision of electrification has
been kept in the project estimate. For the straight portion of the stretch, the distance between
OHE Masts shall be approximately 50 to 60 meters. For curved portion of the stretch, distance
between the masts shall be less than that provided in straight stretch and shall be approximately
between 25 mtrs to 30 mtrs.

36
5.14 Alignment
The Chainage of the proposed track is from Km 1+532 to Km 48+966 Km. It is proposed to take off
the alignment from Jind station up line near Dead End towards Bhatinda station end and connect at
line no. 1 at Hansi Station towards Bhiwani end.
The Alignment plan and profile & typical cross sections at critical locations of the Project are
attached at Annexure 2.

5.15 Land
Sufficient land shall have to be acquiring for construction the proposed Track. Project estimate
provides for acquisition of 184 hectares of land in two districts Jind & Hisar of Haryana State. The
cost of land amounting to Rs. 32855.5 lakhs is based on the rates supplied by the revenue
authorities for different classification land and have been suitably modified keeping in view of the
new land acquisition Act, 2014. According to which collector rates for land falling in rural area
will be multiplied by factor 3 (as decided mutually between accounts and engineering) and in urban
area multiplying factor will be 2. The list of ROW is attached as Annexure 4.

5.16 Bridges
The project alignment comprises of minor bridges where the canal crosses the alignment at
different locations between Jind and Hansi. The detail of bridges between Jind & Hansi as under: -
Major Bridges 05 Nos
Minor Bridges 45 Nos
Total 50 Nos.
The list of structures and Bridges are attached as Annexure 5.



37
6 Cost Estimate
6.1 Summary of cost
The total cost of project is Rs 8242,768,518 Cr. Jind Hansi New Railway Line including electrification.
The summary of cost for Project is as under:

Summary of Cost
Gauge 1676 mm
Design Length 47.43 Km
Section Length
49.733 Km
(Jind 0.000 to Hansi 49.73)
Const Length 54.47 Km

(Figures in Rupees)
S.No Description Gross Cost Credit for Net Cost
released
materials
1 Civil Engg. Works 4432325558 0 4,432,325,558
2 Land Cost 3285556210 0 3,285,556,210
3 S&T Works 142166750 0 142,166,750
4 Electrical Works 382720000 0 382,720,000

Total 8242,768,518

Rate/Km 151,326,758.18
= 1513.27 Lacs

The rates are inclusive of GST

38
6.2 Land Acquisition

S
Description Quantity Rate Unit Amount in Rs
No

1 Cost of land required for

construction of new B G line in
Haryana State:-
(i) Hisar district 122.09 6002813 Hect 732883378.1
(ii) Jind district 62.43 11751000 Hect 733614930
184.52 Hect 1466498308
a) Considering 100 % Solatium on Land (i) +(ii) 1466498308 1466498308
Cost

Rehabiliation and Resettlement @ 1466498308 293299662

20% of Land Cost
2.0 Compensation of Pucca/ Kutcha
structure tube wells LS -

3 Demarcation of land boundaries LS 600000

4 Pay and allowance for revenue Staff 2% 29329966

5 Contingencies 2% 29329966

Total (1120) 3285556210

Note – As per recently passed land Bill, rates for purchasing Land in Rural area

Collector Land rate

Multiplying
District Rate per adopted/ -
factor
Sqm Hectare

(i) Hisar district 400.19 1.5 6002813

(ii) Jind district 783.40 1.5 11751000

The land rate has been collected from Revenue office of the project influence districts and
official website of the Govt. of Haryana. Village wise land rate has been collected and
analyzed based on total land acquired, which is around 184.52 Hectares.

39
6.3 Cost Breakup

Detailed Cost Estimate is attached as Annexure – 7



40
7 Financial Model
7.1 Financial Models for Jind Hisar new Railway line in Joint Venture (JV Model)

Assumptions

 Section Length –49.733 Km (Jind to Hansi);

 Construction period – 3 years;
 Civil Cost of Rs. 575.51 crore
 Civil Engineering Works – Rs. 523.02 crore (excluding land cost)
 S&T Works – Rs. 14.21 crore
 Electrical Works – Rs. 38.27 crore
 Phasing of expenditure – 30% in first year, 40% in second year and 30% in third year;
 Grant – 40% of Total project Cost (TPC)
 Debt Equity Ratio – 67:33
 With 40% grant TPC is Rs. 671.56 crore bifurcated into:
 Civil Engineering Works – Rs. 523.02 crore (excluding land cost)
 S&T Works – Rs. 14.21 crore
 Electrical Works – Rs. 38.27 crore
 Contingency Cost – Rs. 5.75
 Preoperative Expenses – Rs. 5.81 crore
 Escalation – Rs. 43.59 crore
 Financing Cost – Rs. 5.37 crore
 Interest during construction – Rs. 35.52 crore
 With land cost of Rs. 313.36 crore and 40% grant TPC is Rs. 1,082.88 crore. 40% grant has been
restricted to TPC excluding the TPC for land cost which Rs. 411.31 crore.
 Concession period of 30 years including the construction period of 3 years
 Interest rate on Debt – 10.85% p.a.

Joint Venture (JV) model

Under the Joint Venture (JV) model, it is the responsibility of the Concessionaire to finance,
construct, operate and maintain the rail system for the concession period which has been assumed
as 30 years, including 3 years of construction period. At the end of the concession period, the
concessionaire will hand over the Rail System to the Ministry of Railways (MoR). As per the model
agreement for Joint Venture, the cost of land is to be borne by the concessionaire initially and the
cost is to be refunded by MoR on the basis of certificate by an approved valuer appointed by MoR.
For modeling purpose, as stipulated in the model concessionaire agreement, the cost of land has
not been taken into account. However, another model taking into account the cost of land has also
been prepared.

The Concessionaire will arrange funds through Equity and Debt over and above the grant amount
towards meeting the Total Project Cost (TPC) required for capital expenditure for construction of
Rail Facilities, Civil Engineering, S&T, Electrical Assets etc. It has been presumed that Grant will be
40% and debt and equity will be arranged by the Concessionaire for the balance amount in the
ratio 67:33. Construction has been presumed to be completed in 3 years with phasing of
Investment taken as 30%, 40% and 30% of the total project cost in 1st Year, 2nd Year and 3rd Year
respectively. Escalation of 5% p.a. on the construction cost over a period of 3 years has been

41
included in the total project cost. However, no escalation has been taken for land cost as the
concessionaire is expected to have the land from the 1st day of construction.

The Developer will create an SPV (concessionaire) with whom the concession agreement will be
signed.

Revenue Stream

 As per clause 23.1.1 of the Model Concession agreement, MoR will retain 50% of the Revenue from
Freight operations on the Rail system on account of the Cost incurred towards the provision of
Reserved services (as defined in Clause 17.1.1 of the Model concessionaire agreement), overhead
cost, Central charge and all costs incidental thereto. Balance 50% of the Freight Revenue will be due
to the concessionaire.
 Since the Rail system has a length of 49.73 Km, the freight rates for the project length have been
apportioned to the project distance on the basis of Northern Railway Lead. The leads taken for the
commodities are as follows: Cement - 143 Kms, Fertiliser – 196 Kms, Food Grains – 404 Kms.
 The year wise freight volume for different commodities as given by the Survey team has been
adopted. The freight rates of MoR for the year 2015 inflated at 5% per annum has been taken as
the basis for yearly freight revenue.
 10% Non fare box revenue has also been taken in the revenue stream: The terminology farebox
revenue has been assumed as freight revenue plus passenger revenue. Non-farebox revenue is any
other revenue excluding farebox revenue such as Revenue from advertisement, commercial revenue
like parking fee, catering and other commercial activities. This also includes passenger value added
services like retiring rooms, budget hotels, cloak rooms, Excess luggage and parcel charges etc. The
figure of 10% is based on the information available on the website/ Year book of Indian Railways.
The actual yield may increase or decrease on the basis of Passenger footfall or Innovative approach
of pricing of value added services by the JV
 Under the JV system, the concessionaire shall not be entitled to any proportion of Revenue
generated from Passenger services in terms of Clause 23.6 of the Model Concession agreement.

Expenses

The following costs have also been taken in the Model:

1. Cost of line haul traction per 1,000 GTKM (Electric) Rs. 146.27
2. Cost of Track and Signaling per 1,000 GTKM (Electric) – Rs. 131.64
3. Escalation factor of 17.7% for the year 2018-19 over the cost 2016-17

The above costs are on the GTKM basis as given in the latest cost data supplied by the Railway
Board.

The obligation of MoR is to provide the Reserved Services during the concession period as defined
under Clause 17.1 of the Model Concession agreement. The obligations of the concessionaire
include making the rail system available to MoR for the Reserved services and carry out periodic,
routine and major maintenance like major track replacements, repair to structures,
replenishments, repair and refurbishment of signaling and communication systems, overhaul of
traction system and other equipments. For maintenance purpose 1% of the construction cost, with
escalation of 5% per annum has been provided. Separately, replenishment cost has been provided

42
as per the life of the assets as given in “Reconnaissance Engineerng cum Traffic Survey for a new
line between Jind – Hisar, May 2016 New Delhi”. Office Expenses and Insurance has been provided
at the rate of 1% of the construction cost with escalation of 5% per annum. Depreciation in straight
line method has been adopted.

The Interest rate has been taken as 10.85% and discounting factor 12% for calculation of NPV.

A financial model with 60% grant has also been prepared

The summary of Variations and summary of outcomes in terms of NPV, Project IRR (PIRR) and are
given below:

Model Model Name NPV PIRR

No (in crore)
JV-1 JV Model_with grant 40% (257.13) (0.96%)

JV-2 JV Model_with grant 60% (181.09) (1.40%)

JV-3 JV Model_with grant 40%_with Land cost (592.97) (0.47%)

included

It is observed that even with 60% grant the project is financially unviable.
Statements of Financial Modal are attached as Annexure – 8.

7.2 Investment Schedule

An investment schedule of 3 years has been proposed as per details given below:

Year Funds required

1st year 250 Cr

2nd year 330 Cr

3rd year 245 Cr



43