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Following is an from a PTI report in Hindu.

Orissa government has asked the Centre to adopt a long term plan for Kandhamal, prone to ethno-communal violence instead of seeking any quick solution, official sources said on Tuesday.

Orissa’s suggestion came after the high-level central team headed by Union Agriculture Minister Sharad Pawar, which visited Kandhamal today, sought to know what assistance was needed in mitigating the problems there.

"The Centre wants to support Orissa in building confidence among all sections of the people in Kandhamal," Pawar told reporters after the team arrived here yesterday.

Identifying backwardness in education, lack of connectivity and poor livelihood means as the cause behind the ethno-communal violence in Kandhamal, Orissa government asked the Centre to set up a campus of the National Tribal University, Amarkantak at Phulbani, the district headquarter town.

"As scheduled tribes constitute 52 per cent of Kandhamal’s population, it is proposed to have one Ekalavya model residential school (EMRS) in each block to cater to the needs of tribal children," a report sbubmitted to the central team by the state government said.

This apart, the state government also asked for at least six schedule caste hostels to cater the children of SCs who comprise 17 per cent of the total population in the district .

Stating that connectivity was the main obstacle for the administration proper deployment of security force, it said NH 217 which passed through Kandhamal need to be double laned.

Following is  from a report in New Indian Express.

The State Government will lease out unused land of Orissa State Road Transport Corporation (OSRTC) at Cuttack, Baripada and here to the Reliance Industries Limited (RIL) for commercial purpose.

The OSRTC has prime land at Master Canteen, Pala Mandap in Cuttack and Baripada town. The corporation will lease out the Master Canteen land to RIL for 33 years for Rs 20 crore. Reliance has proposed to open retail outlets and has agreed to pay a monthly rental of Rs 15 lakh.

The company has reportedly deposited Rs 6 crore with the Government for the OSRTC land at Baripada town. However, OSRTC will collect monthly rent from RIL for all the leased out plots. Rent will be revised every five years.

The proceeds from leased out land will be invested for procurement of more buses and modernisation of the Government bus stands.

In the first phase, five bus stands at Angul, Bhubaneswar, Cuttack, Dhenkanal and Sambalpur will be modernised under the public-private partnership.

While the bus stands of Bhubaneswar, Cuttack and Sambalpur will be renovated, two new bus stands will be developed at Angul and Dhenkanal.

The public utility has 230 on road buses and plans are afoot to add another 50 to its fleet. The corporation has submitted a proposal to the Government for pay revision of the employees, official sources said.

Following is an excerpt from a report in Telegraph.

The $250 million World Bank loan will go a long way for the development of roads, said state works minister A.U. Singhdeo. The government would share 20 per cent of the total cost of the World Bank-funded Orissa state road project, added the minister.

With the loan amount, 461km of roads would be upgraded to two-lane. A damaged high-level bridge over the Banshadahra near Gumuda would be renovated, too.

Out of the 461km of the road, construction of 204km would be taken up in the phase-I package, while the rest of 257km would developed in phase-II of the project.

The phase-I package would include Bhawanipatna-Khariar road (68km), Chandbali-Bhadrak-Anandpur road (95km) and Berhampur-Taptapani road (41km).

Taptapani-Raipanka road (68km), Raipanka-JK Pur road (83km) and Jagatpur-Chandbali road (106km) would come under the second package.

Besides the above six roads, feasibility reports and bid documents for widening of Sambalpur-Rourkela road (165km), Joda-Bambry road (18km) and Koira-Tensa-Lahunipara road (46 km) under public-private participation mode is under preparation.

The World Bank is also financing the cost of consultancy services, revealed a senior official of the state works department.

Following is an excerpt from a report in Business Standard.

The state government has decided to upgrade the Angul-Chendipada road keeping in view the scores of industries and mining projects coming up in the area. The cost of this road work is estimated at RS 150 crore which will be shared by the industries including the public sector Mahanadi Coalfield Ltd (MCL).

…

At present, there is a 51.5 km long single narrow road from Angul to Budapal. A blue print has, meanwhile, been prepared to double the width of the road. The road expansion works would be executed by the state works department, according to the Executive Engineer (Roads), Sanjay Sahu, here.

The project includes construction of a by-pass around Angul town to link up the proposed road with the NH 42 instead of jamming traffic in the town, he added.

As per the proposal, eight industries will contribute funds for the construction of 23 km long Angul-Kosala section of the road doubling work while MCL will bear the cost of next 17 km long road connecting Kosala to Chhendipada. The next patch of the road will be upgraded by another group of industries beyond Chhendipda.

However, the construction of Angul by-pass will be shared by these industries equally, Sahu added. The industries which will be funding the road project include MCL, Jindal Steel and Power Ltd, Monnet Ispat and Energy Ltd, Kalinga Coal Mining Ltd, Tata Sponge, Rugta Mines, Utkal Coal Ltd and others.

They are:

• 165 km long Sambalpur-Rourkela to be made 4 lanes at a cost of 1340 crores.
• 42.5 km long Koira-Lahunipada (Sundergarh district) at the cost of 217 crores.
• 18.6 km long Joda-Bamaberi at the cost of 188 crores.
• 70 km long four lane Rd bypass of Bhubaneswar and Cuttack comprising of Khuntuni- Chaarbatia- Nuapatana- Ghantikhal- Athagara- Anshupa- Dampara- Talabasta- Haldia- NH5@Kuradmal to be made at the cost of 400 crores.

Following is an excerpt from a report in Business Standard.

The Planning Commission today suggested the Orissa government to prepare a detailed project report (DPR) for three projects for availing of assistance under the viability gap funding (VGF) of the Centre.

These three projects are Rs 3200 crore Samuka Special Tourism Project, Rs 1500 crore Sambalpur-Rourkela road project and the Rs 1500 crore worth Bhubaneswar Solid Waste Management Project.These projects worth about Rs 6200 crore will be implemented on a pilot basis.

"A new format has been developed for availing of the assistance from VGF and the Orissa government will have to prepare a DPR keeping in view the new format and submit it to the Planning Commission", Subash Pani, secretary, Planning Commission said.

After reviewing the projects taken up in the Public-Private-Partnership ( PPP) mode by the Orissa government, Pani told media persons that the Centre can provide upto 20 percent of the project cost under the VGF. So the state government can take advantage of it.

He said, the Centre introduced the VGF last fiscal and no state has availed of the assistance from this fund created with the objective of bridging the gap in funding viable projects taken up in PPP mode.

Pani said, the Orissa government plans to execute 35 important infrastructure projects in PPP mode. While 25 projects are in the pipeline, 10 projects are on going.

The on-going projects include Rs 68 crore Palasapanga- Bamberi road, Gopalpur port, Dhamra Port, Rs 480 crore international convention centre, Rs 146 crore IT and Corporate Tower (Bhubaneswar), Rs 500 crore Info Park(Bhubaneswar), Rs 35.67 crore Knowledge park, Rs 352 crore SEZ-BPO at Mancheswar, Rs 76 crore Commercial and IT Complex at Rourkela.

Following is an excerpt from a report in Business Standard.

The National Highways Authority of India (NHAI) has decided to slow down the process of awarding contracts for new highway projects. This would further delay the process of modernisation and expansion of the national highways by a few months.

The slowdown has happened following a writ petition filed by the National Highway Builders Federation (NBHF) in the Delhi High Court, challenging the new Model Concession Agreement (MCA) introduced by the finance ministry. The agreement restricts pre-qualified bidders from participating in the final bidding process.

The NHAI has already invited pre-qualification applications for around nine projects worth Rs 6,700 crore, but is yet to award the final contracts.

Major projects include four laning of the Hyderabad-Vijayawada section on NH-9 in Andhra Pradesh at a cost of about Rs 1,460 crore, four laning of the Panikoili-Keonjhar-Rimuli section on NH-215 in Orissa at a cost of Rs 1,086 crore, and four laning of the Chandikhole- Dubari-Talcher section on NH-200 in Orissa.

The NHAI has also invited pre-qualification applications for around 27 projects worth Rs 30,000 crore, which will be submitted by June.

The following is from pages 39-41 of The following is an excerpt from http://morth.nic.in/writereaddata/noticeimages/Ultimate_RFP4418252769.pdf.

Some of the information on this is available at:

• http://morth.nic.in/writereaddata/noticeimages/Corrigendum_I3643744755.pdf
• http://morth.nic.in/writereaddata/noticeimages/Clarifications%20on%20RFP3580070101.pdf
• http://morth.nic.in/writereaddata/noticeimages/Ultimate_RFP4418252769.pdf

The following is an excerpt from http://morth.nic.in/writereaddata/noticeimages/Ultimate_RFP4418252769.pdf.

The Government of India with the cooperation of State Government intends to improve the communication infrastructure in the back ward area affected by naxalites and bring the backward area to the mainstream by removing the development disparity. This road has been planned to combat extremist activities in the border districts of Orissa as well as social upliftment of tribal people. The road from Vijayawada enters in Orissa at Motu in Malkangiri in south Orissa and leaves the State near Tiring in Mayurbhanj District in the north. The proposed road passes through 12 backward districts of Orissa. This road traverses through different topography. The route virtually passing middle of the State longitudinally, has been chosen carefully after identifying the disturbed area. Construction of this road shall help to bring about radical changes in the life style of the tribal people of the State, who often are subjected to coercion by extremists, by bringing in improved economic activities and improved law and order situation.

Most of the roads stretches are deficient in lane width, crust, formation height, drainage, CD works etc. It is necessary to work out an improvement strategy depending on sound engineering practice whereby all the weak points of road is attended to. Therefore, it is decided to engage Domestic Consultants to carry out the detailed project preparation for the roads & bridges by updating / redoing the available engineering data and supplementing with further investigation and data. The proposed improvement works shall consist mainly in raising the formation level, widening to two-lane from the existing single-lane/ intermediate-lane width, pavement strengthening and improving the cross drainage works. The road alignment comprises of predominantly single lane State Roads and Below Standard single lane in rural roads and DL/IL in NH stretches. The average formation width also varies considerably from 5m in Rural roads to 8 to 10m in State roads and 10-12m in NHs.. The Right of way also varies from 10m in the rural roads to 15-20m in SH/DR to 30-45m in NH. Most of the road stretches do not have appropriate geometrics. Some of the stretches have also deficient formation height.

The road is having a total length of 1219 km consisting of NH, SH, District roads and Village roads. Government of Orissa from its own resources have already started preparation of DPR of about 163 km of roads. Leaving aside the NH portion of the alignment, which will be taken up subsequently, it is decided to take up preparation of Detailed Project Report along with bid documents for balance about 600 km of SH and other category of roads. For convenience of administration, this 600 km of road has been divided to ten packages; the details of stretches which are included in the scope of work are provided in the Annexure-I.

The State of Orissa experiences annual rainfall of about 1500 mm and the maximum temperature during the summer from April to June is about 45 degree Celsius and minimum during winter from November to January is about 7 degree Celsius. The alignment is away from coastal area and the closest to the sea location is Aska and Digapahandi which will be about 50km from Bay of Bengal. The alignment is passing through predominantly plain/rolling terrain and hilly terrain.

2. OBJECTIVES The objectives of this consultancy services would be to carry out, feasibility study, detailed engineering design and project preparation (including BOQ, Bid documents and preparation of quality control manual for supervision) for the specific package indicated in Annexure-I. All the roads shall be improved to two lane carriageway with or without paved shoulder depending on the composition of traffic.

Accordingly, the objectives of this consultancy package will include: The feasibility study shall inter alias include traffic surveys, analysis and growth projections, fixing broad contour of the project, working out widening, realignment, bypass options, working out pavement rehabilitation/reconstruction options, working out rehabilitation/reconstruction options for bridges and CD works, working out schemes for various improvement features like intersections, service roads, underpasses, bus bays etc, environmental and social screening of the project and determination of preliminary cost of the project and carrying out economic analysis. Detailed Engineering Design and Project Preparation shall inter alias include detailed highway design (alignment plan and profile), design of pavement, design of bridges and CD works, design of other improvement works and road furniture, environmental and social safeguard plans, detailed working drawings, detailed cost estimate, BOQ, Economic Analysis, and Bid Document Preparation.

Following is from a report in New Indian Express.

The State Government has decided to revive the Gopalpur-Digha coastal highway proposal. Announcing this on Monday during question hour, Parliamentary Affairs Minister Raghunath Mohanty said the proposal would be submitted to the Centre for approval after completion of the feasibility report.

Mohanty, who was replying on behalf of Chief Minister Naveen Patnaik, said that the length of the highway will be 573 km. Of this, the Astaranga-Dhamra patch will be 245 km while the length of Astaranga-Gopalpur will be 180 km. The patch of highway from Dhamra to Subarnarekha will be 148 km.

The State Government had earlier submitted a proposal to the Centre and requested that it should be included in a Central scheme. However, the proposal was rejected as it did not confirm to the guidelines of the Planning Commission.

Following is an excerpt from a report in Hindu. (See also http://www.orissalinks.com/orissagrowth/?p=526, http://www.orissalinks.com/orissagrowth/?p=480  and http://www.orissalinks.com/orissagrowth/?p=319 )

Construction companies eyeing the access controlled, six-lane expressway projects of National Highways Authority of India (NHAI) are likely to get investment opportunities for at least four such projects spread over 495 km over the next few months.

They are Chandikhol-Jagatpur-Bhubaneswar (70 kilometre length, estimated cost Rs 761 crore), Delhi-Hapur (47 km, Rs 474 crore), the 198-km stretch of Vijayawada-Elluru-Rajamundri (Rs 1,602 crore) and the 180-km stretch on Delhi-Agra highway (Rs 1,918 crore). The feasibility reports for these projects are already completed and the work is likely to be awarded in about six months, said NHAI officials. Toll collection

These projects are for widening the current four-lane highways into six lanes and operating them for certain durations.

Companies would have to bid competitively for these projects on a revenue-sharing basis. Thus companies would have to bid on the extent of toll revenue that they are ready to share with the Government if they are allowed to operate the roads.

Since these highways are already four-lane stretches, the road operators can start toll collection even during the project construction phase from an ‘appointed date’ (within six months of winning the project), mutually decided by NHAI and the road operator. The toll revenues will be routed to an escrow account.

… From the NHAI perspective, these projects have emerged as money-spinners, with companies willing to foot the entire construction cost and part with two per cent to 48.06 per cent of their revenues in the initial leg of the project.

At the end of the concession period, which is about 12 to 15 years duration, the winning firms have agreed to part with 12 per cent to 59 per cent share of toll revenues.

Following is an excerpt from a column by S. Aiyar in Times of India.

Roads are not, of course, the only things that matter – other rural projects and policies matter a great deal too. But connectivity enhances the value of every other rural investment, since it empowers people through improved mobility and access. People can more easily buy agricultural inputs and sell their produce. Children can go more easily to schools, cattle can more easily get veterinary help, and the sick can get to health centres. Remote areas have, by definition, the worst connectivity. They are among the poorest and slowest-growing, but accelerate when given connectivity.

Roads can incubate a thousand small businesses, and can convert villages into towns. Government staff are much more willing to be posted to places with good connectivity, so roads improve administration. Rural productivity cannot be high without roads, but can be very high with them.

… Gulati says that studies by IFPRI (International Food Policy Research Institute) in China, Vietnam and some African countries point to the same conclusion – rural roads do more for growth and poverty mitigation than virtually anything else.

A recent IFPRI paper by Fan, Gulati and Thorat estimated the impact of different government programmes on rural growth and poverty reduction in recent decades. The poverty-reduction data for the 1990s are given in the accompanying table. Road investment gave the biggest bang for buck, followed by agricultural R&D, with education lagging some way behind. Subsidies on fertiliser, credit and power achieved rather little.

For every million rupees spent, roads raised 335 people above the poverty line, and R&D 323. Every million rupees spent on education reduced poverty by 109 people, and on irrigation by 67 people. The lowest returns came from subsidies that are the most popular with politicians – subsidies on credit (42 people), power (27 people) and fertilisers (24 people).

Exactly the same picture emerged when the researchers estimated the agricultural growth impact of these factors. Roads and agricultural R&D contributed by far the most to growth. Lower down came investment in education and irrigation. At the bottom came subsidies for credit, power and fertilisers.

… For decades, rural roads in India were neglected by most states. Besides, rural employment schemes, starting with Maharashtra’s Employment Gurantee Scheme in the 1970s, created the illusion that durable rural roads could be built with labour-intensive techniques. In practice labour-intensive roads proved not durable at all, and those built in the dry season vanished in the monsoons.

This finally changed with the Pradhan Mantri Gram Sadak Yojana (PMGSY) launched in 2000. This, for the first time, ordained mechanised techniques to provide high-quality, all-weather roads to 1.6 lakh rural habitations without pucca roads. It also upgraded roads that had collapsed. Panchayats were made responsible for maintenance. Conversations with experts suggest that this is one of the best-functioning programmes in rural development.

… Let me conclude by recalling what economist Robert Chambers said back in the 1970s. "If I had money, I would use it to build roads. If I had more money, I would build more roads. If I had still more money, I would build still more roads."

Following is an excerpt from a news report in New Indian Express.

Three major roads will be taken up for development in the first year of the phase-1 programme under Orissa State Road Project (OSRP) with World Bank assistance.

The World Bank has agreed to provide funds for improvement of road infrastructure of about 1,400 km with an estimated cost of Rs 1,480 crore.

While the loan component is Rs 1,175 crore, matching fund from the State will be Rs 305 crore. The project will be implemented in five years.

In the first year, 204-km stretch of road will be taken up for improvement. The three road projects which will be developed include the 99-km Chandbali- Bhadrak-Anandpur road, 70-km stretch of Khariar-Bhawanipatna road and 41-km road from Berhampur to Taptapani.

The State has identified five major roads having a length of 835 km for development in the first phase. Detailed project report (DPR) and economic viability and feasibility study of the projects have been completed.

The 152-km road stretch of Jagatpur-Kendrapara- Chandbali-Bhadrak, 138-km Bhadrak-Anandpur- Karanjia-Tongabilla, 213-km Khariar-Bhawanipatna- Muniguda-Rayagada-Kereda, 202-km stretch Berhampur-JK Puri- Rayagada and 127-km Banarpal-Daspalla- Bhanjanagar-Aska road have been finalised for the first phase.

… The 204-km road stretch, that will be developed in the first year, is passing through 160 villages.

The Revenue Department informed the meeting that notification had been issued to the district collectors for land acquisition. Works Department, the nodal agency for the State Road Project, has planned to develop 294 km of roads in the second year.

The Department will submit the first three road projects to the World Bank for approval and sanction of loan, official sources said.

Update: Pioneer reports that ‘"The NHAI has agreed to provide funds immediately to take up the widening and strengthening the NH-215 from Panikoeli to Rajmunda. Rs 96 crore will be spent for this purpose. The tender process for the four laning would start soon."

Following is from the PIB http://pib.nic.in/release/release.asp?relid=33328.

In some stretches entrusted to National Highways Authority of India, maintenance of trees is included as a part of ongoing Operation & Maintenance contracts. The details are as under:

(i) NH-8   :           Jaipur  bypass

(ii) NH-79A: Kishangarh – Kanwaliyas-Jajaro Ka Khera section (km. 0 to km. 35) &   NH-79 (km. 15 to km. 163.90).                             

(iii)   NH-76   :    (Udaipur-Chittorgarh (km. 113.825 to km. 220.00).

(iv) NH-5      :       Bhubaneswar-Jagatpur-Chandikhole (km. 0 to km. 61).

Following is an excerpt on this from the Pioneer.

The Jagannath Temple administration would develop a new state-of-the-art passenger bus terminal at an estimated cost of over Rs 100 crore on 42 acre of its own land located near the Samagara village on the outskirts of the town, said SC Mahapatra, the temple’s chief administrator at a Press meet on Thursday. Within six months the temporary bus stand operating at Talabania would be shifted to the new place. Primary infrastructure like fencing, provisions of basic amenities and security arrangements would be put on place before the scheduled shifting, Mahapatra said. A pilgrim shelter for 500 pilgrims would be constructed in the complex equipped with eateries and shopping centres. Two crore would be spent now for the purpose, said Mahapatra. Besides Rs 35 crore would be spent for the development of the existing parking place functioning at Jagannath Ballav alongside the Badadanda (Grand Road). NTPC would bear the cost of the development, he said. Among other things the temple plans to include resumption of temple kitchen and Ananda Bazaar (Mahaprasad selling and dinning place in the temple complex) reconstruction work after the Kartik Brata and installation of a donation collection box at the premises of Jaydev Bhavan in Bhubaneswar.