DPRMainReport PDF

Preparation of DPR for Rehabilitation and Upgradation to 2-
Lane/ 2-Lane with Paved Shoulders from km 106 to km 136

of Birpur–Bihpur Section of NH–106 in the State of Bihar
MODIFIED FINAL DETAILED PROJECT REPORT

(MAIN REPORT)
(DECEMBER- 2019)
Preparation of DPR for Rehabilitation and Upgradation to 2-Lane/ Modified Final Detailed Project Report
2-Lane with Paved Shoulders from km 106 to km 136 of Birpur– (Main Report)
Bihpur Section of NH 106 in the State of Bihar
CONTENTS
EXECUTIVE SUMMARY .................................................................................................... ES-1

1 INTRODUCTION....................................................................................................... ES-1
1.1 General .......................................................................................................... ES-1
2 SOCIO ECONOMIC PROFILE OF THE AREA................................................... ES-2
3 TRAFFIC STUDIES AND ANALYSIS .................................................................... ES-3
4 ENGINEERING SURVEYS AND INVESTIGATIONS ........................................ ES-4
5 CONDITION AND FEATURES OF EXISTING ROADWAY ............................. ES-5
6 ENGINEERING DESIGNS AND IMPROVEMENT PROPOSALS .................... ES-6
6.1 Design Standards .......................................................................................... ES-6
6.2 Improvement Proposals in Brief including Cross Section ........................ ES-7
6.3 Junctions and Intersections ....................................................................... ES-10
6.4 Road Appurtenances .................................................................................. ES-11
6.5 Safety Aspects ............................................................................................. ES-11
6.6 Major Bridge ............................................................................................... ES-11
6.7 Minor Bridges, Culverts ............................................................................ ES-11
7 PROPOSED SALIENT FEATURES ...................................................................... ES-14
8 SAFETY MEASURES.............................................................................................. ES-15
8.1 Safety considerations are incorporated in the design ............................. ES-15
8.2 Designing for the Users .............................................................................. ES-16
8.3 Design Speed ............................................................................................... ES-16
8.4 Horizontal and Vertical curves ................................................................. ES-16
8.5 Intersections ................................................................................................ ES-16
8.6 Pedestrian Facilities along the road .......................................................... ES-16
9 TRAFFIC MANAGEMENT DURING CONSTRUCTION (INCLUDING WORK
ZONE SAFETY MEASURES) ................................................................................ ES-17
10 CONCLUSIONS AND RECOMMENDATIONS.................................................. ES-17
CHAPTER 1: INTRODUCTION ............................................................................................. 1-1
1.1. BACKGROUND ............................................................................................................ 1-1
1.2. SCOPE OF SERVICES OF THE PROJECT ............................................................. 1-2
1.3. PROJECT LOCATION ................................................................................................ 1-3
1.4. EXISTING FEATURES ................................................................................................ 1-3
Consulting Engineers Group Ltd. Jaipur i

1.4.1. Land Use ........................................................................................................... 1-3

1.4.2. Reserve Forest .................................................................................................. 1-4
1.4.3. Water Bodies .................................................................................................... 1-4
1.4.4. Climate.............................................................................................................. 1-5
1.4.5. Terrain .............................................................................................................. 1-5
1.4.6. Roadside Development and Villages .............................................................. 1-5
1.4.7. Existing Right of Way (ROW) Between Buildings ....................................... 1-6
1.4.8. Traffic Scenario – Base and Design Traffic .................................................. 1-6
1.4.9. Existing Drainage Facilities with Outlets ...................................................... 1-7
1.5. APPROACH AND METHODOLOGY ....................................................................... 1-7
1.5.1. General Approach ........................................................................................... 1-7
1.5.2. Engineering Design ........................................................................................ 1-12
1.5.3. Drainage Design ............................................................................................. 1-13
1.5.4. Rates and Cost Estimates .............................................................................. 1-13
CHAPTER 2: SOCIO- ECONOMIC PROFILE .................................................................... 2-1
2.1. GENERAL ...................................................................................................................... 2-1
2.2. DEMOGRAPHIC FEATURES .................................................................................... 2-1
2.3. URBANISATION .......................................................................................................... 2-2
2.4. EMPLOYMENT STRUCTURE .................................................................................. 2-3
2.5. STATE INCOME: NET STATE DOMESTIC PRODUCT (NSDP) ........................ 2-5
2.5.1. Sectoral Growth ............................................................................................... 2-6
2.5.2. Sectoral Composition ...................................................................................... 2-8
2.6. MAIN ECONOMIC SECTORS ................................................................................... 2-8
2.6.1. Agriculture ....................................................................................................... 2-8
2.6.2. Industries .......................................................................................................... 2-8
2.7. ROAD TRANSPORT .................................................................................................... 2-9
2.7.1. Road Network .................................................................................................. 2-9
2.7.2. Vehicle Fleet ................................................................................................... 2-11
2.8. ECONOMIC PERSPECTIVE-STATE LEVEL....................................................... 2-11
2.8.1. Past Growth ................................................................................................... 2-11
2.8.2. Tenth Five Year Plan .................................................................................... 2-12
2.8.3. Perspective Growth Rate .............................................................................. 2-15
2.8.4. Economic Perspective – Project Area Economics ...................................... 2-17
Consulting Engineers Group Ltd. Jaipur ii

CHAPTER 3: TRAFFIC STUDIES AND ANALYSIS .......................................................... 3-1

3.1 GENERAL ...................................................................................................................... 3-1
3.2 TRAFFIC SURVEYS .................................................................................................... 3-1
3.3 TRAFFIC SURVEY LOCATIONS ............................................................................. 3-2
3.3.1 Methodology for Traffic Surveys ................................................................... 3-4
3.4 DATA ANALYSIS ......................................................................................................... 3-5
3.4.1 Traffic Volume Characteristics ...................................................................... 3-5
3.4.2 Intersection Turning Movement Characteristics ....................................... 3-25
3.5 CORRIDOR TRAFFIC............................................................................................... 3-26
3.6 TRAFFIC FORECAST ............................................................................................... 3-26
3.6.1 Approach ........................................................................................................ 3-26
3.6.2 Past Traffic Growth Trend ........................................................................... 3-26
3.6.3 Economic Perspective .................................................................................... 3-29
3.6.4 Transport Demand Elasticity ....................................................................... 3-30
3.6.5 Projected Traffic Growth Rates ................................................................... 3-31
3.6.6 Traffic Projections ......................................................................................... 3-34
3.7 INDUCED TRAFFIC ON MISSING LINK.............................................................. 3-36
3.8 CONCLUSION ............................................................................................................ 3-38
CHAPTER 4: ENGINEERING SURVEYS AND INVESTIGATIONS .............................. 4-1
4.1. GENERAL ...................................................................................................................... 4-1
4.2. INVENTORY AND CONDITION SURVEY OF ROAD AND PAVEMENT......... 4-1
4.2.1 Road Inventory ................................................................................................ 4-1
4.2.2 Pavement Condition Survey ........................................................................... 4-3
4.2.3 Topographic Survey ........................................................................................ 4-5
4.3. PAVEMENT INVESTIGATIONS ............................................................................... 4-6
4.3.1 General ............................................................................................................. 4-6
4.3.2 Pavement Roughness ....................................................................................... 4-6
4.3.3 Benkelman Beam Deflection (BBD) Test ...................................................... 4-8
4.4. SUBGRADE INVESTIGATION................................................................................ 4-10
4.4.1 Test Pits for existing Subgrade ..................................................................... 4-10
4.4.2 Existing Pavement Composition .................................................................. 4-10
4.4.3 Laboratory Test on Test samples ................................................................. 4-11
4.4.4 Dynamic Cone Penetrometer Test ............................................................... 4-13
Consulting Engineers Group Ltd. Jaipur iii

4.4.5 Investigation for Natural Ground along Widening side & Realignment . 4-13
4.4.6 Axle Load Survey .......................................................................................... 4-14
4.5. SOIL AND MATERIAL INVESTIGATION............................................................ 4-14
4.5.1 General ........................................................................................................... 4-14
4.5.2 Soil for Embankment, Sub base & Shoulder .............................................. 4-14
4.5.3 Granular Material for Sub base ................................................................... 4-14
4.5.4 Stone Aggregates for Pavement Courses and Cement ............................... 4-15
4.5.5 Sand for use in Pavement Course and Cement Concrete .......................... 4-15
4.5.6 Water for Construction Purpose .................................................................. 4-17
4.5.7 Fly ash ............................................................................................................. 4-18
4.5.8 Manufactured Materials ............................................................................... 4-18
4.6. BRIDGE STRUCTURES ............................................................................................ 4-19
4.7.1 Introduction ................................................................................................... 4-19
4.7.2 Inventory of Existing Bridges ....................................................................... 4-20
4.7.3 Condition Survey of Bridges......................................................................... 4-20
4.7. CROSS-DRAINAGE STRUCTURES ....................................................................... 4-23
4.7.1 Introduction ................................................................................................... 4-23
4.7.2 Inventory and Condition survey of Existing CD Structures ..................... 4-23
CHAPTER 5: ENGINEERING DESIGNS ............................................................................. 5-1
5.1 GENERAL ...................................................................................................................... 5-1
5.2 DESIGN STANDARDS AND METHODOLOGY ..................................................... 5-1
5.2.1 Codes and Guidelines ...................................................................................... 5-2
5.2.2 Geometric Design Standards .......................................................................... 5-3
5.3 ELEMENTS OF DESIGN AND PROVISIONS ......................................................... 5-4
5.3.1 Carriageway Widening Principal .................................................................. 5-4
5.3.2 General Arrangement of Proposed New Bridges ....................................... 5-10
5.3.3 Intersection Improvement Proposals ........................................................... 5-26
5.3.4 Pedestrian and Animal Crossing .................................................................. 5-26
5.3.5 Provisions for traffic guidance and safety and Speed Control Measures 5-26
5.3.6 Traffic Control and Safety Measures .......................................................... 5-27
5.3.7 Lighting .......................................................................................................... 5-27
5.3.8 Landscaping and Arboriculture ................................................................... 5-27
5.3.9 Miscellaneous Features ................................................................................. 5-27
Consulting Engineers Group Ltd. Jaipur iv

CHAPTER 6: ENVIRONMENTAL IMPACT ASSESSMENT AND EMP ........................ 6-1

6.1 PROJECT DESCRIPTION .......................................................................................... 6-1
6.1.1 Project Location ............................................................................................... 6-1
6.1.2 Details of Project Corridor ............................................................................. 6-1
6.1.3 Corridor of Impact and Right of Way (ROW) ............................................. 6-3
6.2 SCOPE OF WORK........................................................................................................ 6-4
6.2.1 Traffic Details per route ................................................................................. 6-4
6.2.2 Design Speed .................................................................................................... 6-5
6.2.3 Improvement proposal .................................................................................... 6-6
6.2.4 Road Construction Materials ......................................................................... 6-6
6.2.5 Fly Ash .............................................................................................................. 6-7
6.2.6 Embankment fill .............................................................................................. 6-7
6.2.7 Asphalt .............................................................................................................. 6-7
6.2.8 Major and Minor Bridges ............................................................................... 6-7
6.2.9 Junctions ........................................................................................................... 6-8
6.2.10 Bus lay-bye, Truck Lay-bye and Parking Areas .......................................... 6-8
6.3 ROAD FURNITURE ..................................................................................................... 6-8
6.3.1 Construction and Replacement of Bridges and Culverts ............................ 6-8
6.3.2 Economic Internal Rate of Return ................................................................. 6-8
6.4 PROJECT SPECIFIC ENVIRONMENTAL IMPACTS & MITIGATION
MEASURES ................................................................................................................... 6-9
6.4.1 Impacts & Mitigation Measures during Construction Phase ...................... 6-9
6.5 ENVIRONMENTAL MANAGEMENT PLAN ........................................................ 6-19
6.5.1 EMP Matrix ................................................................................................... 6-19
6.5.2 Greenbelt Development Plan ........................................................................ 6-28
6.5.3 Environmental Monitoring Programme ..................................................... 6-29
6.5.4 Key Players in the Implementation of EMP ............................................... 6-31
6.5.5 Environmental Budget .................................................................................. 6-31
CHAPTER 7: RESETTLEMENT ACTION PLAN............................................................... 7-1
7.1 INTRODUCTION.......................................................................................................... 7-1
7.2 SOCIAL IMPACT ASSESSMENT AND RESETTLEMENT ACTION PLAN ..... 7-2
7.3 STUDY METHODOLOGY FOR ARRIVING AT THE RESULTS OF THE PLAN
.......................................................................................................................................... 7-3
Consulting Engineers Group Ltd. Jaipur v

7.3.1 Reconnaissance Survey ................................................................................... 7-4

7.3.2 Screening Process ............................................................................................ 7-4
7.3.3 Data Collection................................................................................................. 7-4
7.3.4 Data and Information from Primary Sources .............................................. 7-4
7.3.5 Data from Secondary sources ......................................................................... 7-4
7.3.6 Alternative Options and Minimization of impacts ....................................... 7-5
7.3.7 Census Survey of PAH .................................................................................... 7-5
7.3.8 Updating of Census Survey Data ................................................................... 7-5
7.3.9 Stakeholders Consultation .............................................................................. 7-5
7.3.10 Magnitude of Impacts ..................................................................................... 7-6
7.3.11 RAP implementation mechanisms ................................................................. 7-6
7.4 CONSULTATION STAGES AND PROCEDURES AS PER WORLD BANK
REQUIREMENTS ......................................................................................................... 7-7
7.5 R&R PRINCIPLES, POLICY FRAMEWORK AND ENTITLEMENT MATRIX... 7-12
7.6 MINIMIZATION OBJECTIVES .............................................................................. 7-31
7.7 CENSUS AND SOCIO-ECONOMIC SURVEY ANALYSIS ................................. 7-31
7.8 COMMUNITY PARTICIPATION ............................................................................ 7-32
7.9 LAND ACQUISITION ESTIMATE .......................................................................... 7-35
7.10 INSTITUTIONAL FRAMEWORK FOR IMPLEMENTATION OF RAP .......... 7-38
7.11 GRIEVANCE REDRESSAL MECHANISM ........................................................... 7-47
7.12 MONITORING AND EVALUATION ...................................................................... 7-49
7.13 IMPLEMENTATION MECHANISM AND SCHEDULE ...................................... 7-53
CHAPTER 8: SAFETY CONSIDERATIONS ....................................................................... 8-1
8.1. GENERAL ...................................................................................................................... 8-1
8.1.1. Basic Safety Considerations Related to Designs ........................................... 8-1
8.1.2. Designing for the Users ................................................................................... 8-2
8.1.3. Design Speed .................................................................................................... 8-2
8.1.4. Horizontal and Vertical curves ...................................................................... 8-3
8.1.5. Intersections ..................................................................................................... 8-3
8.1.6. Visibility............................................................................................................ 8-3
8.1.7. Other Issues at Intersections .......................................................................... 8-3
8.1.8. Access Control ................................................................................................. 8-3
8.1.9. Cross-section, Rumble strip ............................................................................ 8-4
Consulting Engineers Group Ltd. Jaipur vi

8.1.10. Road signs, Pavement marking, Other Traffic Control devices ................. 8-4
8.1.11. Roadside Furniture and Crash barrier ......................................................... 8-4
8.1.12. Guard Rail Crash Barriers ............................................................................. 8-4
8.1.13. Ingress and Egress ........................................................................................... 8-4
8.1.14. Marking of Overtaking Sections, Sight Distance, Night Visibility ............. 8-4
8.1.15. Vehicles ............................................................................................................. 8-5
8.2. SAFETY ISSUES FOR NON MOTORISED TRAFFIC ........................................... 8-5
8.2.1. Pedestrian facilities along the road ................................................................ 8-5
8.2.2. Pedestrian Crossings ....................................................................................... 8-5
8.2.3. Lay-byes/Bus Bays ........................................................................................... 8-6
8.2.4. Bicyclist, Rickshaw and Animal drawn carts ............................................... 8-6
CHAPTER 9: TRAFFIC MANAGEMENT DURING CONSTRUCTION ......................... 9-1
9.1. GENERAL ...................................................................................................................... 9-1
9.2. PLAN OBJECTIVES .................................................................................................... 9-1
9.3. PROJECT SITE ............................................................................................................. 9-2
9.4. PROPOSED TRAFFIC MANAGEMENT .................................................................. 9-2
9.5. TRAFFIC CONTROL DEVICES ................................................................................ 9-4
CHAPTER 10: CONCLUSIONS AND RECOMMENDATIONS ...................................... 10-1
10.1. CONCLUSIONS .......................................................................................................... 10-1
10.2. RECOMMENDATIONS............................................................................................. 10-1
10.3. PROPOSED SALIENT FEATURES ......................................................................... 10-1
Consulting Engineers Group Ltd. Jaipur vii

LIST OF TABLES
Table ES.1: Socio Economic Details for Bihar Stage............................................................... ES-2

Table ES.2: Proposed Design Standards ................................................................................... ES-6
Table ES.3: Widening Scheme ................................................................................................. ES-7
Table ES.4: Cross section Schedule.......................................................................................... ES-7
Table ES.5: Major Junction .................................................................................................... ES-10
Table ES.6: Minor Junction .................................................................................................... ES-10
Table ES.7: Proposed Minor Bridges ..................................................................................... ES-11
Table ES.8: Re-construction of Existing Culverts .................................................................. ES-12
Table ES.9: Details of Proposed additional Pipe culverts (1x1.2m)....................................... ES-12
Table ES.10: Details of Proposed additional Pipe culverts (2x1.2m)..................................... ES-13
Table ES.11: Details of Proposed additional Box culverts (1x2.0m) ..................................... ES-13
Table ES.12: Details of Proposed additional Box culverts (1 x 3.0m) ................................... ES-14
Table ES.13: Proposed Salient Features ................................................................................. ES-14
Table 1.1: Land use pattern along the project Highway .............................................................. 1-4
Table 1.2: Lists of Water Bodies along the Road Stretch ............................................................ 1-4
Table 1.3: Name and Location of Towns and Villages along the Road stretch........................... 1-5
Table 1.4: Existing ROW Details ................................................................................................ 1-6
Table 2.1: Demographic Features of the State and Project Area Districts .................................. 2-1
Table 2.2: Urban Population by Class of Towns affecting the Project Road .............................. 2-2
Table 2.3: State Domestic Product (NSDP) and Per Capita Income ........................................... 2-5
Table 2.4: Growth Rate and Sectoral Composition of the State .................................................. 2-7
Table 2.5: On Road vehicles on the Project Road and the Project Road Districts .................... 2-11
Table 2.6: Targeted Growth Rate of State as Per Annual Plan .................................................. 2-13
Table 2.7: District wise GSDP & NSDP at 1999-2000 Prices (Rs. in Lakh) ............................ 2-15
Table 2.8: District wise per capita GSDP & Per Capita NSDP at 1999-2000 Prices (Rs.) ....... 2-15
Table 2.9: Perspective Growth Rate for NSDP (Rs. in Crore) ................................................. 2-16
Table 2.10: Future Growth Rate for the Project area economic ................................................ 2-17
Table 3.1: Traffic Survey Schedule ............................................................................................. 3-2
Table 3.2: Vehicle Classification System .................................................................................... 3-4
Consulting Engineers Group Ltd. Jaipur viii

Table 3.3: Adopted PCU Values .................................................................................................. 3-6

Table 3.4: Location wise ADT (No. and PCU) ........................................................................... 3-6
Table 3.5: Percentage Traffic Composition at all stations ........................................................... 3-7
Table 3.6: Peak Hour Traffic at all locations ............................................................................... 3-8
Table 3.7: AADT at km 106.000 (No. & PCU in Both Directions) ............................................ 3-8
Table 3.8: OD Zoning Détails .................................................................................................... 3-11
Table 3.9: Classification of Commodities ................................................................................. 3-15
Table 3.10(a) Distribution of Passenger vehicles at 103.000 .................................................... 3-16
Table 3.11: Through Traffic Distribution at 103.000 ................................................................ 3-16
Table 3.12: Trip Length Frequency Distribution of Goods vehicle (%) at km 103.000............ 3-19
Table 3.13: Load Distribution of Goods vehicles (%) at km 103.000 ....................................... 3-20
Table 3.14: Percent Commodity Distribution on the Project road (excluding empty vehicles) 3-21
Table 3.15: Average Journey and Running Speed on Project Road .......................................... 3-23
Table 3.16: Distribution of Truck Types at km 106.000 ........................................................... 3-23
Table 3.17: Acceptable toll rates - Percentage of Road users willing to pay ............................ 3-23
Table 3.18: Approved Govt toll rates ........................................................................................ 3-24
Table 3.19: Peak Hour Traffic Characteristics at various stations............................................. 3-24
Table 3.20: Total and Peak Hour Traffic at Intersections .......................................................... 3-25
Table 3.21: Peak Pedestrians flow at selected locations ............................................................ 3-25
Table 3.22: Animal crossing per day at selected locations ........................................................ 3-25
Table 3.23: Accident characteristics at locations along the project road ................................... 3-26
Table 3.24: Growth Trend in Goods and Passenger Vehicles ................................................... 3-27
Table 3.25: Perspective growth rate of economy (%)................................................................ 3-29
Table 3.26(a) Traffic Demand Elasticity’s calculated as per World Bank Suggestion ............. 3-30
Table 3.27(a) Traffic Growth (%) rate Calculated as per Elasticity values Suggested by World
Bank ........................................................................................................................................... 3-32
Table 3.28: Traffic Growth (%) rates adopted for NH 106 for Most Likely Scenario .............. 3-33
Table 3.29(a) Traffic Growth (%) rates adopted for NH 106 for Optimistic Scenario ............. 3-34
Table 3.30: Traffic Projection in Cardinal Years & Total Projected Traffic along the Project
road (AADT) .............................................................................................................................. 3-35
Table 3.31: Projected Induced Traffic on Kosi Bridge .............................................................. 3-37
Table 4.1: Condition of Project Road .......................................................................................... 4-4
Consulting Engineers Group Ltd. Jaipur ix

Table 4.2: Distribution of Ruts .................................................................................................... 4-5

Table 4.3: Lengthwise area of indexed cracking ......................................................................... 4-6
Table 4.4: Roughness Survey Data .............................................................................................. 4-7
Table 4.5: Summary of Characteristic Deflection Data ............................................................... 4-9
Table 4.6: Summary of composition and thickness of existing pavement crust ........................ 4-10
Table 4.7: Aterberg’s limit for Sub grade samples .................................................................... 4-12
Table 4.8: Results of DCP Test.................................................................................................. 4-13
Table 4.9: Vehicle Damage Factor ............................................................................................ 4-14
Table 4.10: Inventory and Condition of Major Bridges ............................................................ 4-20
Table 4.11: Report on Condition Survey for Minor Bridges ..................................................... 4-22
Table 4.12: Inventory and Condition Survey of Pipe Culverts .................................................. 4-25
Table 4.13: Inventory and Condition survey of Slab Culverts .................................................. 4-25
Table 4.14: Inventory and Condition survey of Box Culverts ................................................... 4-25
Table 5.1: Basis of Road Designs ................................................................................................ 5-2
Table 5.2: Proposed Geometric Design Standards ...................................................................... 5-3
Table 5.3: Carriageway Widening Principal ................................................................................ 5-4
Table 5.4: Existing Right of Way (ROW) ................................................................................... 5-5
Table 5.5: Proposed ROW ........................................................................................................... 5-5
Table 5.6: Major Junction ............................................................................................................ 5-6
Table 5.7: Minor Junction ............................................................................................................ 5-6
Table 5.8: Raising of the Existing Road ...................................................................................... 5-7
Table 5.9: Typical Cross Section Details ..................................................................................... 5-7
Table 5.10: Proposals for Bridges .............................................................................................. 5-11
Table 5.11: Proposals for Existing and Additional Culverts ..................................................... 5-14
Table 5.12: Existing Bus Stops .................................................................................................. 5-27
Table 6.1: Districts traversed by the Project Road ...................................................................... 6-1
Table 6.2: Present Traffic Volumes by Vehicle Types along the Project Road .......................... 6-5
Table 6.3: Economic Analysis Results ........................................................................................ 6-9
Table 6.4: Requirement of water for proposed construction works........................................... 6-13
Table 6.5: Impact on flora and Fauna ........................................................................................ 6-19
Table 6.6: Environmental Monitoring Programme .................................................................... 6-30
Consulting Engineers Group Ltd. Jaipur x

Table 6.7: EMP Budget for NH 106 .......................................................................................... 6-32

Table 7.1: Summary Tables on Impacts ...................................................................................... 7-3
Table 7.2: Public Consultations and Disclosure Plan .................................................................. 7-9
Table 7.3: Comparison of Gaps in Various Acts and Policies with the World Bank ................ 7-15
Table 7.4: Detailed Entitlement Matrixes .................................................................................. 7-24
Table 7.5: Project affected Villages ........................................................................................... 7-32
Table 7.6: Key Issues ................................................................................................................. 7-33
Table 7.7: Land acquisition details ............................................................................................ 7-35
Table 7.8: Unit Cost for R& R ................................................................................................... 7-36
Table 7.9: Competent Authorities for Approvals ...................................................................... 7-38
Table 7.10: Administrative and Financial Responsibilities of officials and Agencies .............. 7-40
Table 7.11: Training Requirement for Implementation ............................................................. 7-46
Table 7.12: Monitoring of GRC (Grievance Redressal) ............................................................ 7-48
Table 7.13: Financial Indicators for Progress ............................................................................ 7-50
Table 7.14: Monitoring Indicators for Physical Progress .......................................................... 7-51
Table 7.15: R & R Implementation Schedule ............................................................................ 7-54
Table 8.1: Safety Considerations Related to Design .................................................................. 8-1
Table 8.2: Safety Issue for Non-motorized Traffic ...................................................................... 8-5
Table 8.3: Check List ................................................................................................................... 8-6
Table 10.1: Proposed Salient Features ....................................................................................... 10-2
Consulting Engineers Group Ltd. Jaipur xi

LIST OF FIGURES
Figure ES.1: Index Map of Project Highway............................................................................ ES-2

Figure ES.2: Traffic Survey Locations ..................................................................................... ES-3
Figure 1.1: Index Map of Project Highway ................................................................................. 1-3
Figure 2.1: Level of Urbanization of Bihar ................................................................................. 2-3
Figure 2.2: Level of Urbanization of North Bihar and GDDP .................................................... 2-3
Figure 2.3: Employments by Sector............................................................................................. 2-4
Figure 2.4: Per capita Net Income Bihar and India ..................................................................... 2-4
Figure 2.5: Average NSDP Growth Rate ..................................................................................... 2-6
Figure 2.6: Average GSDP Growth Rate ..................................................................................... 2-6
Figure 2.7: Sectoral Composition of the state .............................................................................. 2-8
Figure 2.8: Industries in Bihar ..................................................................................................... 2-9
Figure 2.9: Major Roads in Bihar .............................................................................................. 2-10
Figure 2.10: Target Achieved in Road Construction in Bihar ................................................... 2-10
Figure 3.1: Traffic Survey Locations ........................................................................................... 3-3
Figure 3.2: Hourly Variation at km 106.000................................................................................ 3-9
Figure 3.3(a) Map Showing Immediate and Intermediate Zone ................................................ 3-13
Figure 3.4: Desire line diagram for goods vehicles at km 103.000 ........................................... 3-17
Figure 3.5: Desire line diagram for Passenger vehicles at km 103.000 ..................................... 3-18
Figure 3.6: Mode wise Lead Distribution at km 103.000 .......................................................... 3-19
Figure 3.7: Mode wise Load Distribution at km 103.000 .......................................................... 3-20
Figure 3.8: Mode wise (LCV) Commodity Distribution at km 103.000 ................................... 3-21
Figure 3.9: Mode wise (2-Axle) Commodity Distribution at km 103.000 ................................ 3-22
Figure 3.10: Mode wise (3-Axle) Commodity Distribution at km 103.000 .............................. 3-22
Figure 3.11: Competing Routes for the Project Stretch ............................................................. 3-36
Figure 4.1: Existing Bridges along the Project road .................................................................. 4-21
Figure 4.2: Existing Causeway at Km.117+700 ........................................................................ 4-23
Figure 4.3: Existing Slab culverts along Project stretch. ........................................................... 4-25
Figure 5.1: TCS Drawings ........................................................................................................... 5-9
Figure 6.1: Project Road Map (Birpur-Bihpur) ........................................................................... 6-2
Figure 6.2: Key Plan of Kosi Missing Link ................................................................................. 6-3
Figure 7.1: Project Road (Udaikishanganj to Bihpur) ................................................................. 7-1
Figure 7.2: Methodology for RAP ............................................................................................... 7-3
Figure 9.1: Layout for Temporary Diversion of Traffic During Construction ............................ 9-3

Consulting Engineers Group Ltd. Jaipur xii

EXECUTIVE SUMMARY
Preparation of DPR for Rehabilitation and Upgradation to 2-Lane/ 2-Lane Modified Final Detailed Project Report
with Paved Shoulders from km 106 to km 136 of Birpur–Bihpur Section (Main Report)
of NH 106 in the State of Bihar
EXECUTIVE SUMMARY
1 INTRODUCTION
MORTH has decided for widening and strengthening of Single/Intermediate lane of National
Highways in eight states under Non NHDP category for about 3,800 km. Some of these
stretches are proposed to be improved through the assistance of World Bank. The total
stretches are classified in to four groups namely Group A, Group B, Group C and Group D.
The project corridor i.e. NH 106 falls under Group B. Accordingly, the MORTH had invited
tenders from eligible Consultancy firms for carrying out Feasibility study and preparation of
Detailed Project Report for Rehabilitation and upgradation to 2-lane/2-lane with paved
shoulders and strengthening of the Birpur-Bihpur Section of NH 106 (km 106 to km 136) in
the State of Bihar. M/s Consulting Engineers Group Ltd has been selected as the preferred
bidder for the above said NH Section in the State of Bihar.
1.1 General
The Project Highway from Birpur to Bihpur on NH 106 starts at Udakishanganj at km 106.00
and ends at Bihpur chowk at km 136.00 at junction with NH 31. The NH-106 Highway
traverses through four districts viz Madhepura, Saharsa and Bhagalpur before reaching
Udakishangunj in the state of Bihar. The road traverses through plain terrain with
carriageway width varying mostly from single lane to Intermediate lane.
1.1.1 The Project Road
The Project Highways starts at km 106.00 at Udakishanganj and ends at Bihpur km 136.00 at
junction with NH 31 in Bihpur (km 321 of NH 31). The road traverses through plain terrain
with single/intermediate carriageway with its widths varying from 3 m to 5 m. In general the
existing right of way varies from 20 m to 24 m. There has been a missing link from Km
124.200 to Km 133.400 which majorly covers the stream of the Kosi River.
The horizontal alignment of the road is generally fluent without sharp curves. There is one
Major Junction at the end of the project stretch where the project road meets NH-31 and 20
Nos. of Minor junctions along the existing road. The Project Road passes through major
towns like Madhepura, Udakishanganj and Phulaut.
Consulting Engineers Group Ltd. Jaipur ES-1

Figure ES.1: Index Map of Project Highway
2 SOCIO ECONOMIC PROFILE OF THE AREA

Bihar is one of India’s largest and most populated states with about 8 percent of the country’s
population. It is also one of poorest states with 41% people living below the poverty line .In
2004-05 Bihar outperformed the all-India performance in several areas: female literacy rise
from 23 to 33.6 % over the decade 1991-2001(an increase of 46 %, compared to an increase
of 37 % nationwide) and access to safe drinking water for households improved by 47 %
(versus 25 % nationwide). The Socio Economic Details for Bihar State and Districts are
mentioned in table below,
Table ES.1: Socio Economic Details for Bihar Stage
State/ Bihar Supaul Madhepura Saharsa Bhagalpur

District 2001 2011 2001 2011 2001 2011 2001 2011 2001 2011
Area in
94163 94163 2420 2420 1,787 1,787 1,686 1,686 2570 2570
sqm
Population
82878796 10,38,04,637 1,745,069 2,228,815 1,526,646 1,994,618 1,508,182 1,897,102 2,423,172 3,032,226
(millions)
Male 43153964 5,41,85,347 902,207 1,157,185 797,180 1,042,373 789,432 995,502 129,658 1,614,014
Female 39724832 4,96,19,290 830,371 1,070,582 729,460 952,245 718,750 901,600 1,131,514 1,418,212

State/ Bihar Supaul Madhepura Saharsa Bhagalpur

District 2001 2011 2001 2011 2001 2011 2001 2011 2001 2011
Population
880 1,102 724 919 854 Project895
1,116 start 1,125 943 1180
Density per
km 0.00
sq. km
Sex Ratio 921 916 920 925 915 NH

914 910 906 876 879
106
Literacy
47.53 62.82 37.28 59.65 36.07 53.78 39.08 54.57 49.5 64.96
Rate
Male 60.32 73.39 52.42 71.65 48.8 63.82 51.6 65.22 59.22 72.3
km 26.200
Female 33.57 53.33 20.81 46.63 22.11 42.75 25.27 42.73 38.13 56.49
Population
Growth 21.54 25.01 29.25 28.62 km 27.000
29.45 30.65 33.03 25.79 27.24 25.13
Rate
Per capita
km 45.610
NDDP 6724 5,094 4,950 5,879 7,313
(2004-05) km 45.740
NH
106
3 TRAFFIC STUDIES AND ANALYSIS
The purpose of conducting traffic surveys km is to 65.000

understand the traffic flow pattern on the
km 65.900
project highway. The Consultants have carried out a reconnaissance survey of the project
km 70.000
corridor to understandkmthe
73.000
general traffic and travel characteristics on the Project road. The
km Intersection
traffic studies like CVC, Origin & Destination, 76.200 Turning NH movement count, Speed
107
and Delay Survey, Axle load survey, Pedestrian movement Survey Accumulation Survey at
NH
Level Crossing , Animal crossing survey, 106 Truck Terminal Survey and Willingness to Pay
have been carried
NH out for the project road and the details of locations are shown in Figure
107 km 103.000
ES.2.
km 105.700
km 106.000
NH
107 NH
106
NH
31
Project Ends km 136.000

km 106.00 NH
31
Figure ES.2: Traffic Survey Locations

Based on the Traffic studies conducted for the project road from km 106.000 to km 136.000
(Birpur – Bihpur Section of NH 106 in the state of Bihar (30 kms), the summary of the major
findings are listed below:
 The journey speed of the corridor is about 32 km/h in morning and evening peaks.
 The road user willingness to pay toll is 97.14% and 2.86% are not willing.
 Traffic demand forecasting: The traffic growth rates have been derived based on the
past traffic data as well secondary data collected on socio economic parameters like
state (NSDP, NNP, GSDP, PCI, Population growth) with this the transport demand
elasticity’s found out and regression analysis have done to derive the final growth
rates.
 The traffic in the year 2010 at km 65.000 is 7,523 PCU and at km 106.000 it is 3,210
PCU Before the development of Kosi Bridge (Missing Link not developed). The
above figure shows a clear reduction of 50% of total traffic on the project road after
km 65.000.
 After the development of Kosi Bridge the users will use the project road because it is
shorter in length amongst all other alternatives and the traffic is expected to increase
by 50% than the originally projected traffic after the construction of Kosi Bridge and
upgradation of project road, i.e. in the year 2020.
 The above table shows the capacity for 4 lane of 10,000 PCU as per ministry vide
circular No. RW/NH-33044/28/2015/S&R (R) exceed in the year 2026 for project
road section of NH-106 from km 106.000 to 136.000. Moreover, the construction of
10 km (including approaches) Kosi Bridge may take more than 3 years for
completion.
 By the time the bridge is under operation, the traffic at that section reaches close to its
2 lane capacity and as it is a major structure involving huge investment, time &
complex construction conditions, it is proposed to be 4 lane instead of 2 lane as it
cannot be upgraded frequently.
4 ENGINEERING SURVEYS AND INVESTIGATIONS
Detailed Reconnaissance survey, Inventory and Condition Surveys for bridges, cross drainage
structures and drainage provisions, Detailed Topographic Surveys using Total Station,
Pavement Investigations, Sub-grade characteristics and strength-Investigation of required
sub-grade and sub-soil characteristics and strength for road and embankment design and Sub-
soil Investigations, Investigation for bridges including hydrological and geotechnical
Investigations, Identification of sources of construction material and Traffic surveys like
Classified Traffic Volume Count, Origin-Destination & Commodity Movement Surveys,

Turning Movement Surveys at important junctions, Axle Load Survey and Speed-Delay
Survey, Pedestrian and Animal count survey and willingness to pay survey.
5 CONDITION AND FEATURES OF EXISTING ROADWAY

 The existing roadway width is about 3 m to 5 m. There is a missing link from
chainage km 124.200 to km 133.400 because of the washing away of the road due to
the tributary of the Kosi River.
 The width of roadway including shoulders unless otherwise specified shall be 14.0 m
including earthen shoulders. On horizontal curves with radius upto 300 m, width of
pavement and roadway shall be increased as per IRC SP 73.
 The entire road stretch comprises of earthen shoulder(ER) on both sides. The
condition of the shoulder on the entire stretch varies between fair and poor.
 The Project Highway traverses mostly through plain terrain, with occasional rolling
terrain. The horizontal alignment of the project stretch is fluent without sharp curves.
 The road passes through agricultural lands, settlement areas etc. The settlement area
including the schools, villages and urban area traverses about 8 km along the stretch.
The agricultural land which is both the source of income and chief occupation in the
area accounts to 12 km and rest of the corridor is occupied by shops, bus stops and
which adds up to commercial area of 2 km.
 The embankment height along the project stretch varies from 0 to 2.5 m.
 The existing drainage pattern along the Project Road is poor due to lack of balancing
culverts. As per inventory done, in most stretches of the Project road there are no
drains, in few stretches there are partially existing drains and in few stretches there are
ponds and nalas. Since the Project Road lies in the Kosi river basin which is a flood
affected region, the improvements of the drainage condition is very much essential.
 There is one major intersections and 20 Nos. of minor intersections along the whole
project.
 The duct for passing the utility services have not been seen by the side of the road
neither water nor sewer pipeline. The overhead electric poles and telephone cables are
running parallel to the road within the ROW and present outside the earthen shoulder.
Hand pumps to be relocated are 3 nos. The street lights are available on the urban
sections of the road.
 The pavement condition varies from fair to very poor. Major flexible pavement
distresses include cracking, raveling, pot holing, patching, ruts and pavement edge
drop. The Pavement investigations carried out on existing pavement condition to
determine the most technically sound and economically feasible pavements design.

6 ENGINEERING DESIGNS AND IMPROVEMENT PROPOSALS

The entire Project Highway passes through plain terrain. The project stretch is of single lane
width and the remaining length of 10 km is missing link which is due to washout of existing
road and bridges in the past during floods in Kosi River. The horizontal alignment of NH 106
is generally good. Project highway lacks safety due to inadequate Road Signs.
6.1 Design Standards
The design standards for widening and up gradation has been done as per the Manual of
Standards and Specifications for 2-laning of State Highways IRC SP 73: 2015 published by
Indian Roads Congress. As far as possible eccentric widening is proposed to take care of
traffic diversion during construction and also to minimize utility relocation and cutting of
trees.
The existing carriageway is proposed to be improved to 2-lane with paved shoulders in both
urban and rural areas. The horizontal curves which are deficient either in radius or in
transition lengths and curve length have been improved to the extent possible with existing
ROW to avoid land acquisition. The vertical curves which are deficient in curve length and
gradients have also been improved. The improvement of geometrics is necessary on National
Highways for safety and comfort of road users, even for low traffic volumes. The Geometric
Design standards adopted have been listed in below:
Table ES.2: Proposed Design Standards
Description Criteria as per IRC SP 73: 2015 Remarks

Design Service Volume 18,000 PCU (Two-Lane with 1.5 m
in Plain Terrain Paved Shoulders)
Design Speed (km/h) Ruling 100
Minimum 80
Width of Carriageway Two-Lane (7.0 m)
Shoulders 2.0 m Earthen Shoulders
1.5 m Paved Shoulders
Camber Bituminous - 2.5%
Earthen - 3.0 %
Super Elevation Shall be limited to 7% Limited to 5% keep in view
of slow moving traffic
Horizontal alignment Absolute minimum radii of curve are
provided as per Table 2.5 of IRC SP 73.
At Grade Intersections MORTH Type Design 1992.
(1 T Legged Junction)
Road Side Drains IRC: SP: 42 and IRC: SP: 50

6.2 Improvement Proposals in Brief including Cross Section

The existing carriageway is widened to 2-lane with paved shoulder. Eccentric widening is
proposed to take care of traffic diversion during construction and also to minimize utility
relocation and cutting of trees. The widening scheme adopted for project road is given below.
The existing ROW generally varies from 20 m to 24 m. The details of the existing ROW as
well as widening scheme are given in Table ES.3.
Table ES.3: Widening Scheme
Existing Existing
S. From To Length Widening Proposed
Carriageway ROW
No. (km) (km) (km) Scheme Cross Section
Width (m) (m)
1 106.0 114.0 3.05 8.0 17 to 24 LHS 2-lane with PS
2 114.0 116.0 3.05 2.0 24 RHS 2-lane with PS
3 116.0 124.0 3.05 8.0 24 LHS 2-lane with PS
4 124.0 133.5 Four lane bridge having 6.93km length
5 133.5 136.0 3.05 2.5 24 LHS 2-lane with PS
Accordingly, Typical Cross Section Schedule is provided as shown at table below.

Table ES.4: Cross section Schedule
S. Design Chainage (km)

Length (Km) Type of Cross Section
No. From To
1 106+000 116+950 10.950 TCS-1
2 116+950 117+100 0.150 TCS-2
3 117+100 123+100 6.000 TCS-1
4 123+100 123+300 0.200 TCS-2
5 123+300 125+110 1.810 TCS-3
6 125+110 132+040 6.930 Major Bridge
7 132+040 132+950 0.910 TCS-3
8 132+950 133+280 0.330 TCS-1
9 133+280 133+620 0.340 Toll Plaza
10 133+620 134+918 1.298 TCS-1
The typical cross sections are provided at the figure below:



6.3 Junctions and Intersections
The location, type and features of the at-grade intersections/junctions are given in the tables
below. All intersections/junctions shall be improved as per manual. However, the Contractor
shall improve upon the layout plan and features of the intersections/junctions within the Site
with prior approval of Authority’s Engineer
(a) At-grade intersections
Table ES.5: Major Junction
S. No. Design Chainage (km) Remarks

1 136+000 T Junction (At Bihpur )
Table ES.6: Minor Junction
S. No. Existing Chainage (km) Design Chaniage Side Type of Junction

1 107.624 106+800 BHS +
2 109.550 108+900 BHS +
3 112.190 111+113 RHS T
4 112.560 111+481 RHS Y
5 112.634 111+553 LHS T
6 113.154 112+250 RHS T
7 113.323 112+414 LHS T
8 113.662 112+752 RHS T
9 115.269 114+422 LHS T
10 115.650 114+800 LHS T
11 115.750 114+900 RHS Y
12 117.656 116+728 LHS T
13 118.800 117+890 LHS T
14 118.810 117+900 RHS Y
15 119.035 118+100 LHS T
16 119.570 118+532 LHS T
17 119.870 118+939 LHS T
18 120.650 119+700 RHS T
19 121.235 120+280 LHS T
20 124.095 123+131 BHS +

6.4 Road Appurtenances

The road appurtenances comprises of crash barriers, traffic signs (mandatory/regulatory
signs, cautionary/warning signs and informatory signs, road markings, safety barriers,
pedestrian railing, etc, so these are lacking along the road need to provide all the
requirements as per IRC: 35, IRS: 67.
6.5 Safety Aspects

As a part of improvement proposals the safety aspects are also the important while designing
and developing the existing road profile, The traffic control devices shall comprise of traffic
signs, road markings, safety barriers, pedestrian, railings, etc, as per IRC:35, IRC:67 the road
signs has been provided considering as per safety requirement.
6.6 Major Bridge

Major Bridge of 6.93 km length having 120 span of 2x12.5m carriageway, 6 span of 2x15.2m
carriageway Total 126 no span of 55m with Pile and well foundation. Pile foundation has
been proposed in central 2km portion. Bridge Health Monitoring System (BHMS) has been
proposed in the major bridge to monitor the bridge from safety and durability aspect during
its construction and complete life span.
6.7 Minor Bridges, Culverts

All bridges, culverts and structures are proposed to be designed and constructed in
accordance with section 7 of the Manual of Specification & standards for two lane highway
with paved shoulder (IRC:SP:73-2015). The list of proposed minor bridges with footpath is
listed in the table below
Table ES.7: Proposed Minor Bridges
Existing Design
S. Overall width
Chainage Chainage Remarks
No. (m)
(km) (km)
1 112+757 112+845 16.0 Minor Bridge
2 112+816 112+900 16.0 Minor Bridge
3 117+700 117+020 16.0 Minor Bridge
4 121+246 120+145 16.0 Minor Bridge
5 122+634 121+675 16.0 Minor Bridge
6 123+056 122+092 16.0 Minor Bridge
7 135+587 134+505 16.0 Minor Bridge

The existing culverts at the following location are proposed to be constructed as new
culverts. Size of the culvert are proposed to be designed based on hydraulic parameters but
the size mentioned below is to be followed as a minimum.
Table ES.8: Re-construction of Existing Culverts
Culvert location Proposed

S.
Existing Design Span/Opening Type of culvert
No.
Chainage (km) Chainage (km) (m)
1 107 + 000 106.409 1 x 2.0 Box Culvert
2 107 + 200 106.621 1 x 2.0 Box Culvert
3 108 + 000 107.330 1 x 2.0 Box Culvert
4 109 + 600 108.490 1 x 2.0 Box Culvert
5 110 + 800 109.625 1 x 3.0 Box Culvert
6 112 + 300 111.431 1 x 2.0 Box Culvert
7 113 + 100 112.159 1 x 3.5 Box Culvert
8 114 + 200 113.475 1 x 3.0 Box Culvert
9 115 + 500 114.465 1 x 2.0 Box Culvert
10 121 + 100 120.000 1 x 6.0 Box Culvert
Apart from the above additional new culverts are proposed for construction as per
particulars given in the table below:
Table ES.9: Details of Proposed additional Pipe culverts (1x1.2m)
S. No. Design Chainage (km)

1 111.180
2 112.020
3 114.140
4 114.300
5 115.120
6 121.400
7 121.900
8 122.560
9 122.760
10 124.080
11 124.520

Table ES.10: Details of Proposed additional Pipe culverts (2x1.2m)
S. No. Design Chainage (km)

1 108.300
2 108.900
3 109.120
4 113.980
5 114.700
6 114.920
7 115.320
8 115.700
9 116.680
10 122.400
11 122.850
12 123.900
13 124.960
Table ES.11: Details of Proposed additional Box culverts (1x2.0m)
S. No Design Chainage (km)

1 108.640
2 109.340
3 111.640
4 112.660
5 113.260
6 116.200
7 117.780
8 118.940
9 120.940
10 121.140
11 123.080
12 133.260
13 133.800
14 134.180

Table ES.12: Details of Proposed additional Box culverts (1 x 3.0m)
S. No Design Chainage (km)

1 110.360
2 110.580
3 117.460
4 118.280
5 119.700
6 123.307
7 123.337
8 123.367
9 123.400
10 123.430
11 123.500
12 123.530
13 123.575
14 132.840
15 133.010
16 133.470
17 134.600
18 134.870
7 PROPOSED SALIENT FEATURES
The salient features of the project road are shown in the table below,
Table ES.13: Proposed Salient Features
S.
Descriptions Features
No.
28.918 km
1 Design Length (km.)
(Ch. 106.000 to Ch. 134.918)
24m to 60m
2 Proposed ROW
150 m at Toll Plaza Section

S.
No.
The existing highway shall be upgraded to 2 lane/ 2 lane
paved shoulder with Four lane bridge over Kosi river
3 Configuration
having 6.93km length 120 span of 2x12.5m & 6 span of
2x15.2 carriageway and total 126 Nos. x 55m Span.
4 Bypass NIL
Grade separated
5 NIL
Structure
6 ROB NIL
7 Major Junctions 1 Nos.
8 Minor Junctions 20 Nos.
Slip Roads/ Service
9 NIL
Roads
01 No (km 125+110 to km 132+040) over Kosi river
10 Major Bridges having 6.93 km length and 120 span 2x12.5m & 6 span
2x15.2 carriageway and total 126no. x55m SPAN
7 Nos.
Minor Bridges
11 (Reconstruction of Existing Minor Bridge: 6 Nos.
(with footpath)
Reconstruction of Existing Causeway: 1 No.)
66 Nos.
12 Culverts (Reconstruction: 10 No. New Pipe: 24 No.
New Box: 32 No.)
13 Truck Lay Bye NIL
14 Bus Bays 8 Nos.
15 Toll Plaza 1 No. at Ch.133+450
8 SAFETY MEASURES
In this project the evaluation of Highway Improvement Schemes i.e., imparting safety into
the highway system during design and at the end of construction preferably, before the
scheme is open to traffic is planned to identify potential road safety problems that may affect
many users of the highway and to suggest measures to eliminate or mitigate those problems.
8.1 Safety considerations are incorporated in the design
 Design standards for whole project uniformly applied essential from the view point of
road user’s safety and the smooth flow of traffic.
 Both horizontal and vertical geometry are given importance at all stages.

 The designs are consistent and the standards proposed for the different elements are
compatible with one another and abrupt changes in the design speed were avoided.
 “Ruling” standards are followed and “Minimum” standards are followed for safety
considerations only where serious restrictions encountered by technical or economic
considerations.
8.2 Designing for the Users
The road elements and road installations are designed keeping human criteria and behavior in
view. The proposed safe environment contains:
 Warnings for drivers of any substandard or unusual features.
 Signs to guide the driver through unusual sections.
 Markings to control the driver’s passage through conflict points or sections.
8.3 Design Speed
 The warning signs are considered wherever reductions in design speed are obligatory
8.4 Horizontal and Vertical curves
In any given section of the project corridor, curves are consistent with safe design criteria to
avoid creation of unexpected situations for the drivers. On horizontal curves with radius upto
300 m, width of pavement and roadway is increased as per standards. Increasing the degree
of horizontal curvature also tends to increase the cause of accidents. So to overcome this,
super elevation is applied according to IRC guidelines with respect to the proposed centerline
and the rate of change of super elevation is kept not steeper than 5%, thus the horizontal
alignment provided blends well with the surrounding topography.
8.5 Intersections
 For safer negotiation at intersections the straight priority is expected from the riders
so clear visibility of signs and markings are offered.
 So adequate visibility-distance is provided for emerging traffic and obstructions
present if any are removed at intersections
 The traffic comprises non-motorized vehicles also, so safe pedestrian and cyclist
passing are provided at sections where the threshold value crossed as indicated in the
code.
 The refuges are provided to enhance pedestrian safety, they not only help pedestrian
to maneuver across safely but also helps in channelization of traffic.
8.6 Pedestrian Facilities along the road
Pedestrians and vehicle facilities are done by provision of guard-rails, secured crossing areas,
footpaths, and grade separators. Pedestrian cross-walks are provided at all major intersections
and such other locations where substantial conflict exists between vehicular and pedestrian
movements.

9 TRAFFIC MANAGEMENT DURING CONSTRUCTION (INCLUDING

WORK ZONE SAFETY MEASURES)
The existing road is in operational, it is impossible we simply just close the road when we
apply the construction on it. Therefore it is necessary to prepare the traffic management plan
before commencing any work. During the construction, one of the vital challenges is how to
control the traffic flow, if some portion of road is to be closed during construction, a
diversion must be provided to the users. The procedure of constructing the project road must
properly so that it can minimize the congestion at the site. All necessary safety measures are
to be adopted for safety of moving traffic. The traffic moving on the road should face least
disturbances due to construction activities. The objectives of traffic management plan are as
follows:
a) To provide clear and advance warning to road users
b) Clear demarcated path for movement of vehicles in construction zone
c) To guide road user properly and safely through Construction Zones.
d) The traffic stream does not cause any impedance to construction.
e) The speeding of vehicles are not tolerable
Traffic management plans are prepared as per widening scheme as per IRC / Good Industry
practice. The project road is proposed for widening to 2-lane with paved. Traffic management
during construction shall be done as per IRC: SP: 55:2001
The traffic management has been proposed for various existing lane configuration
 Eccentric Widening of Single Lane in Rural Area
 Eccentric Widening of Intermediate Lane in Rural Area
 Concentric Widening of Single Lane in Urban Area
 Concentric Widening of Intermediate Lane in Urban Area
 Temporary diversion for CD works
10 CONCLUSIONS AND RECOMMENDATIONS
The construction of the project road and mainly, the major bridge over Kosi river in place of
the existing missing link will serve huge benefits to the localities and traffic plying through
this route. In addition to the above, project road will impart the following benefits to the
commuters,
 Savings in time and VOC
 Socio-Economic development of most backward districts of Bihar Viz. Supaul,
Madhepura, Saharsa and Bhagalpur
 Development of Indo-Nepal Trade
 Development of Tourism
 Improvements in Agricultural production and Agro industries


CHAPTER 1
INTRODUCTION
CHAPTER 1
INTRODUCTION
1.1. BACKGROUND
The road transport in India carries 70% of freight and 85% of passengers of total traffic
annually. With the rapid economic development and GDP increasing at an annual rate of 7%
to 8%, the traffic volumes in NH are increasing. The present National Highways are going to
be congested very soon based on the average growth rate over the last five years. Hence, it is
necessary to plan and provide a good road network which will facilitate more economical,
safe and environment friendly movement of passenger and goods vehicles, resulting in better
accessibility to health services, education centers, jobs and transportation of local produces to
the market areas. Good roads would improve socio-economic, industrial, and agricultural
activities and help in economic growth of the nation.
About 19,702 km single lane or intermediate lane National Highways exist in the country.
Substantial length of such National Highways has already been taken up for improvement in
one scheme or the other, but 5,937 km stretches are not covered for improvement under any
scheme. The Ministry of Road Transport and Highways with an aim to improve
interconnectivity has under taken development of about 3,800 km single or intermediate lane
National Highways to 2 lane/2 lane with hard shoulders configuration under National
Highways Interconnectivity Improvement Project (NHIIP) aided by the World Bank. The
total No of Project Roads (non-NHDP roads) under this scheme is 33 across 8 states. State
vise details are as follows:
S No. States No. of Roads Length (km)
1 Andaman & Nikobar Islands 1 277
2 Bihar 7 807
3 Himachal Pradesh 6 640
4 Karnataka 3 663
5 Orissa 8 558
6 Rajasthan 2 216
7 Uttarakhand 4 448
8 West Bengal 2 161
The approximate cost of Projects is about Rs.18,500 crores or 3.70 billion US Dollars. The
MORTH has decided to implement NHIIP in three tranches and target the completion by the
end of year 2014 and accordingly invited tenders from eligible Consultancy firms for
carrying out Feasibility study and preparation of Detailed Project Report for rehabilitation
and up gradation to 2 lane/2 lane with paved shoulders configuration of all the above 33
sections of National Highways under NHIIP and awarded the work to the perspective
Consultants.
Consulting Engineers Group Ltd. Jaipur 1-1

For implementation of the Project, the MORTH has opened Project Implementation Cell
(PIC) at its Head Quarters in New Delhi and PWD of respective states are declared as
Executing Agency. The Ministry has also appointed Project Coordinating Consultant (PCC)
to monitor and coordinate implementation of the project.
Ministry of Road Transport & Highways, Government of India has decided to upgrade the
entire single lane/intermediate lane National Highways to at least two lane standards. The
work would be taken up for up gradation on corridor concept. Therefore, corridors include
strengthening (in adjoining reaches) in addition to widening to 2 lane/2 lane with paved
shoulder standards in order to have a better facility in a long continuous stretch.
In view with above, MORTH has invited proposal from eligible Consultancy firms for
carrying out Feasibility study and preparation of Detailed Project Report for Rehabilitation
and upgradation to 2-lane/2-lane with paved shoulders and strengthening of the Birpur-
Bihpur Section of NH-106 from km 0.00 to km 136.00. The project has been divided in to
two packages. Package-1 consists from 0.00 to km 106.00 and package -2 from Km 106.00 to
km 136.00. This report is related to Package-2 from km 106.00 to km 136.00 that includes
Kosi Bridge. M/s Consulting Engineers Group Ltd has been selected as the preferred bidder
for the above said NH Section in the State of Bihar.
1.2. SCOPE OF SERVICES OF THE PROJECT
Scope of Consultancy Services as per TOR is as follows:
1.2.1 The Consultant shall provide the widening/improvement work to 2-lane/2-lane with
paved shoulders within the existing Right of Way, avoiding land acquisition as far as
possible, except for locations having inadequate width and where provisions of short
bypasses, service roads, alignment corrections, improvement of intersections are considered
necessary and practicable and cost effective. However bypass proposals should also be
considered, wherever in urban areas, improvement to 2-lane of the existing road is not
possible. The Consultant shall furnish Land Acquisition details (i.e. all necessary schedules
as per LA Act) as per revenue records/maps.
1.2.2 The Consultant shall study the possible locations and design of Toll plaza. Wayside
amenities required on tolled highway shall also be planned. The local and slow traffic may
need segregation from the main traffic and provision of service roads and fencing may be
considered, wherever necessary to improve efficiency and safety.
1.2.3 The Consultant will also make suitable proposals for widening/improvement of the
existing road to 2-lane/2-lane with paved shoulders, etc, and strengthening of the
carriageways, as required at the appropriate time to maintain the Level of Service over the
design period.
1.2.4 . Environmental Impact Assessment, Environmental Management Plan and
Rehabilitation and Resettlement Studies shall be carried out by the Consultant meeting the
requirements of the World Bank.
1.2.5 Consultant is required to prepare all Land Acquisition papers (i.e. all necessary
schedules as per LA Act) for acquisition of land either under NH Act or State Act.

1.3. PROJECT LOCATION

The Project Highway from Birpur to Bihpur on NH 106 starts at Udakishanganj at km 106
and ends at Bihpur chowk at km 136 at junction with NH 31. The Project Highway traverses
through Madhepura and Bhagalpur districts in the state of Bihar. The road traverses through
plain terrain with carriageway width varying mostly from single lane to Intermediate lane.
The Index Map of Project Highway is given in Fig. 1.1.
Figure 1.1: Index Map of Project Highway
1.4. EXISTING FEATURES

The Project Highways starts at km 106 at Udakishanganj and ends at Bihpur km 136 at
junction with NH 31 in Bihpur (km 321 of NH 31). The road traverses through plain terrain
with carriageway widths varying from 3 m to 5 m. The Project Highway has throughout its
length with more than 16 minor habitations. In general the existing right of way varies from
20 m to 24m
The horizontal alignment of the road is fluent and mostly straight. National Highway (NH 31)
meets the Project Highway at the end of the project stretch. NH 106 and NH 107 overlap in
Madhepura Town in a length of 2 km.
1.4.1. Land Use
The project road passes through agricultural lands, settlement areas, commercial areas etc.
The details of the existing land use pattern are given in Table 1.1.

Table 1.1: Land use pattern along the project Highway
Existing (km) Land Use (Built-Up/Agri./

Name of Village/ Town
From To Forest/ Industrial/Barren)
106+000 107+000 Built-Up Udakishanganj
107+000 108+000 Agriculture Rahta
108+000 108+800 Agriculture Baratani
108+800 109+000 Built-Up Baratani
109+400 110+400 Built-Up Baratani
111+000 112+400 Agriculture Madheli
112+400 112+600 Built-Up Madheli
112+600 114+200 Agriculture Madheli
114+200 115+000 Agriculture Kursandi
115+000 116+000 Agriculture Puraini
116+000 119+000 Agriculture Saparda
119+000 119+200 Built-Up Saparda
119+200 120+400 Built-Up Jagdispur
120+400 122+000 Agriculture Jagdispur
122+000 123+000 Agriculture Ganaur
123+000 124+000 Agriculture Phulat
124+000 124+400 Built-Up Phulat
124+400 124+600 Agriculture Phulat
124+600 133+400 Missing Link (Kosi river Belt)
133+400 135+200 Agriculture Hario
135+200 136+000 Agriculture Bihpur
1.4.2. Reserve Forest
There are no reserve forests along the Project Highway.
1.4.3. Water Bodies
The water bodies along the project stretch comprises of Ponds, Canals and Nalas which lie
outside the existing ROW.
Table 1.2: Lists of Water Bodies along the Road Stretch
S. No. Existing (km) Water body

1 111.900 Pond
2 134.690 Pond

1.4.4. Climate
The climate of the project area is highly induced by the Himalayan Terrain. Rains are very
frequent here. Bihar experiences four seasons. The average temperature stands for 300C. The
atmospheric pressure comes down up to 980-990. The moisture in the air decreases sharply.
The State has a tropical monsoon climate with three distinct seasons; winters, summer and
rainy and can be divided into three climate zones:-
(a) Sub-Himalayan zone
(b) Ganga plains zone, and
(c) Parts of Chotanagpur plateau zones of south Bihar.
The winter between December and February with a minimum temperature between 4oC and
10o C is followed by summer between March and May with a maximum temperature between
35oC and 40oC, the Monsoon season is between June and September with a average rainfall
of 1384mm and the post- monsoon season from October till December.
1.4.5. Terrain
The Project Road lies in a plain terrain with occasional rolling terrain. The horizontal
alignment of NH 106 is fluent except for some sharp curves from km 106 to 136. There is a
missing link of about 10 km length from km 124 to km 134.
1.4.6. Roadside Development and Villages
There are a total of 16 villages along the Project stretch. The Project Road passes through a
major town Phulaut and few minor settlements. The detailed list of villages along the Project
Highway is given in Table 1.3.
Table 1.3: Name and Location of Towns and Villages along the Road stretch
S. No. Name of the Village/Town From (km) To (km) District
1 Rambagh 106+000 107+000 Madhepura
2 Rahata 107+000 108+000 Madhepura
3 Barteni 108+000 111+000 Madhepura
4 Madheli 111+000 114+200 Madhepura
5 Kursandi 114+200 115+000 Madhepura
6 Karama 115+000 119+000 Madhepura
7 Sapardha 119+000 119+200 Madhepura
8 Bathkariyavasa 119+200 122+000 Madhepura
9 Jagdishpur 122+000 124+000 Madhepura
10 Phulaut 124+000 126+000 Madhepura
11 Barikhalvasa 126+000 127+000 Madhepura
12 Ghagriaghat 127+000 128+000 Bhagalpur
13 Lakhiraivasa 128+000 130+000 Bhagalpur
14 Trimohanghat 130+000 133+000 Bhagalpur
15 Hario 133+000 135+000 Bhagalpur
16 Bihpur 135+000 136+000 Bhagalpur

1.4.7. Existing Right of Way (ROW) Between Buildings

The existing ROW generally is about 24 m. The details of the existing ROW are given in
Table 1.4.
Table 1.4: Existing ROW Details
Existing km
S. No. ROW (m)
From (km) To (km)
1 106.000 107.000 24.0
2 107.000 108.000 24.0
3 108.000 109.000 24.0
4 109.000 113.000 24.0
5 113.000 114.000 24.0
6 114.000 115.000 24.0
7 115.000 115.950 24.0
8 115.950 116.000 24.0
9 116.000 117.000 24.0
10 117.000 119.000 24.0
11 119.000 120.000 24.0
12 120.000 120.370 24.0
13 120.370 121.410 24.0
14 121.410 122.000 24.0
15 122.000 124.200 24.0
16 124.200 133.400 0.0 (Missing Link)
17 133.400 136.000 24.0
1.4.8. Traffic Scenario – Base and Design Traffic

Traffic on the Project Highway comprise of trucks, buses, LCV, cars, two-wheelers, non-
motorized vehicles, etc. As per Traffic survey conducted in July 2010 at one location the base
year traffic & projected traffic for year 2016 is given below:
Sl. Base Year Traffic (2010) Design Traffic, AADT (2016)

Location (km)
No. AADT PCU AADT PCU
1 106.0 3,278 3,210 4,394 4,303
Hoping that after improvement of project road and construction of missing link the traffic will
improve on the traffic on project road.

1.4.9. Existing Drainage Facilities with Outlets

The existing drainage pattern along the Project Road is poor due to lack of balancing culverts.
As per inventory done, in most stretches of the Project road there are no drains, in few
stretches there are partially existing drains and in few stretches there are ponds and nalas.
Since the Project Road lies in the Kosi river basin which is a flood affected region, the
improvements of the drainage condition is very much essential.
1.5. APPROACH AND METHODOLOGY
1.5.1. General Approach
Consultant has divided the consultancy services into following tasks but not limited to the
following:
 Review of all available reports and published information.
 Detailed reconnaissance.
 Topographic survey
 Identification of possible improvements in the existing alignment and bypassing
congested areas with alternatives, evaluation of different alternatives with comparison
on techno-economic considerations.
 Traffic studies including traffic surveys axle load surveys, and demand forecasting.
 Inventory and condition survey of the road.
 Inventory and condition survey for bridges culverts and drainage.
 Detailed topographical survey using Total Station.
 Pavement investigations.
 Sub grade characteristics and strength of other materials for construction.
 Identification of sources of construction materials
 Detailed design of road, cross sections, horizontal and vertical alignment bridges,
embankment design and CD works including underpasses, overpasses, ROB/RUB,
etc.
 Identification of the type and the design of intersections
 Design of complete drainage system and disposal point for storm water
 Value analysis / value engineering and project costing
 Contract packaging and implementation schedule
 Project costing and prioritization of segments.
 Strip plans indicating the scheme for widening, location of all existing utilities, trees
and plants and land acquisition requirements.

 Environment and Social Impact Assessment
 Assessment for utility relocation, tree cutting and compensatory afforestation
 Economic & Financial Analysis and financial viability of the project.
 Preparation of detailed project report, cost estimate, approved for construction

drawings, rate analysis, detailed bill of quantities, bid documents for execution of
civil works through budgeting resources/PPP mode.
Preparation of social plans for the project affected people as per policy of the lending
agencies/ Govt. of India R & R Policy.
1.5.1.1 Collection and Review of Available Data

Some data on the pavement and traffic conditions has been collected from State PWD of
Bihar. The supporting staff under the guidance of key personnel collected data available on
the project road and socio-economic conditions of the Project region from different
organizations. These were reviewed and based on this new and complementary data was
collected. This data include:
 Climate
 Inventory and condition reports of road, bridges and structures
 Geo-technical and hydraulic data of bridges including drawings.
 Traffic data - classified volume count, origin-destination and commodity movement

characteristics, speed delay characteristics, accident statistics, vehicle loading
patterns, axle load survey
 Location of utility services
 Availability of construction-materials
 Details of sanctioned/ongoing works.
 Survey and evaluation of locally available construction materials.
 Type of Project clearances involved for implementation of project.
1.5.1.2 Engineering Survey and Investigations

The various Engineering Surveys and Investigations have been carried out to assess the
existing conditions on the highway based on which the improvement proposals have been
given. The various Surveys and Investigations carried out are as follows:-
a) Traffic surveys like Classified Traffic Volume Count, Origin-Destination &
Commodity Movement Surveys, Turning Movement Surveys at important junctions,
Axle Load Survey, Speed-Delay Survey, Pedestrian and Animal count survey and
Willingness to pay survey
b) Detailed Reconnaissance survey;
c) Inventory and Condition Surveys for bridges, cross drainage structures and drainage
provisions;
d) Detailed Topographic Surveys using Total Station;
e) Identification of possible improvements in the existing alignment and bypassing
congested locations with alternatives, evaluation of different alternatives, comparison
of techno-economic and other considerations and recommendations regarding most
appropriate option;
f) Pavement Investigations;
g) Sub-grade characteristics and strength-Investigation of required sub-grade and sub-
soil characteristics and strength for road and embankment design and Sub-soil
Investigations;
h) Investigation for bridges including hydrological and geotechnical Investigations
i) Identification of sources of construction material;
The Engineering surveys and Investigations carried out are discussed in Chapter-4 of this
Report.
1.5.1.3 Traffic Survey and Analysis

The number and locations of traffic survey stations was identified during reconnaissance. The
Traffic Engineer trained the station-in-charges and monitored the training of surveyors.
Survey and count sheets were spot checked on a regular basis and data was registered in the
field office. Data collected includes
a) Traffic volume count (for 7 days 24 hours duration)
b) Origin – Destination study
c) Intersection Turning movement count survey
d) Speed and Delay Survey
e) Axle load survey
f) Pedestrian movement Survey
g) Accumulation Survey at Level Crossing
h) Animal crossing survey
i) Truck Terminal Survey
j) Willingness to Pay
The detailed Traffic surveys and Analysis has been given in Chapter-3 of this report.
1.5.1.4 Traffic Forecast

Traffic demand estimates for a period of 30 years after are worked out for all categories of
vehicles taking into account the past trends, annual population and per capital growth rate and

elasticity of transport. The demand estimate is worked out assuming three scenarios namely,
optimistic, pessimistic and most likely traffic growth. The growth factor is worked out for
five years interval considering Socio economic development plans, land use patterns of the
region, and projection of vehicle manufacturing industry. The detailed Traffic forecasting and
demand is discussed in detail in Chapter-3 of this report.
1.5.1.5 Topographical Survey

The topographical survey has been carried out using Total Station. Details of the survey are
listed below:-
a) Continuous Traverse was run along the project road corridors and pair primary
horizontal control stations were fixed with GPS at every 5 km interval. Closed
traverse from one GPS to Other GPS was made by establishing permanent traverse
stations at every 500m interval. Closed Loop Leveling was undertaken along the
project corridor with a connection to nearest GTS station. All the horizontal control
stations established at 500 m were connected with leveling.
b) The topographic survey was extended to a width of 50 m beyond either side of the
centre line of the existing carriageway or the land boundary whichever was more.
Where an existing road crosses the alignment, the survey was extended to minimum
100 m on either side of the road from the centre line.
c) Longitudinal and cross-sectioned details were collected for major and minor streams
over 150 m on both sides of ROW and 100 m beyond the abutments.
d) Location and type of services and utilities
e) Traverse along the existing road and establishment of bench marks (BM)
f) Cross-sections at 50 m intervals and at critical locations.
g) Longitudinal section levels along final centre line at 25 m intervals including fixation
of cardinal points with a pair of reference pillars.
h) Collection of details of all features such as structures (Bridges) utilizes, exist road etc.
The control points of the topography are provided at the end of this chapter contents Table
(1.1 to 1.3).
1.5.1.6 Investigations for Existing Subgrade

Based on the data derived from condition (surface condition, roughness) and structural
strength surveys, the project road section is divided into segments homogenous with respect
to pavement condition and strength. The delineation of segments homogenous with respect to
roughness and strength is done using the cumulative difference approach (AASHTO, 1993).
1.5.1.7 Geotechnical Investigation for Bridges

The main function of a foundation is to distribute or transmit all the loads coming over it to
the soil or ground upon which it rests. The knowledge of the characteristics of underlying
strata is therefore very essential for safe & economical design of foundations. The
performance of supporting stratum depends upon the physical properties of subsoil, type &
shape of footing & structure, water table depth, etc. It is therefore necessary to have sufficient
information about the arrangement & behavior of the underlying materials and their physical
properties, for adopting and designing the structural foundation. Soil exploration through
field investigation and relevant laboratory testing of the substrata are essential to arrive at the
required parameter for designing of foundations.
Geo-technical investigations are carried out at the sites and locations approved by MORTH
on the Project Stretch for various structure locations and high embankments in accordance
with the requirements spelt out in the TOR. The Project Highway traverses through mostly
flat terrain, and based on secondary data and site reconnaissance during the preparation of the
Inception Report, rocky outcrops may not be expected to be encountered during boring. Most
of the terrain is underlain by the flood plain deposits of the Indo-Gangetic Alluvium. Hence,
the geo-technical investigations were planned accordingly and keeping in mind the site
constraints.
Field investigation at the site were carried out to determine the subsurface conditions and the
required strength characteristics of the underlying soil/rock strata in order to design the
foundation of the proposed structures at various locations. The data obtained from these
investigations conjointly with the laboratory data, are analyzed to arrive at the required
parameters, for the safe design of the foundation of the proposed structures.
1.5.1.8 Material Investigations

Sources of all materials (including use of fly-ash/ slag), quarry sites and borrow areas is
identified and field and laboratory testing of the materials to determine their suitability for
various components of the work and establish quality and quantity of various construction
materials is undertaken and their use on the basis of techno-economic principles has been
recommended.
The Mass Haul Diagram/Borrow area chart/ Lead chart showing the major location of
quarries and the average lead of materials like Soil, Moorum/GSB, and Coarse Aggregate.
The material volume estimates are largely based upon geological judgment such as
appropriate covered area, average depth of materials, nature of underlying materials,
weathering characteristics and consequent effects on material properties etc. The details
including mass haul diagram are presented in Volume III (Material Report) of DDPR. The
leads of various materials are as follows:
a) Sub grade / Embankment fill (Soil)
1) Quarry at km 89.500 (RHS)

2) Quarry at km 104.800 (RHS)
3) Quarry at km 109.500 (LHS)

b) Sub Base Material (GSB)

1) ITARI Source in Nepal, 140 km from 0.000 of Project Corridor
2) Mirza Chowk, 225 km from Madhepura (km 73.000 of Project Corridor)
3) Sahabganj, 245 km from Madhepura (km 73.000 of Project Corridor)
c) Sand/Fine Aggregate
1) The sand from Bhagalpur Source, Lead 200 km for Madhepura.
2) The sand from Lakhi Sarai Source, Lead 180 km for Madhepura.
d) Aggregate
1) ITARI Source in Nepal, 140 km from 0.000 of Project Corridor.
2) Sahabganj, 245 km from Madhepura (km 73.000 of Project Corridor).
3) Pakur, 320 km from Madhepura (km 73.000 of Project Corridor)
4) Mirza Chowk, 225 km from Madhepura (km 73.000 of Project Corridor)
e) Bricks
1) At km 112.000 (LHS) Lead 50 m
2) At km 34.250 (LHS) Lead 250 m
1.5.2. Engineering Design
The engineering design comprises of the Geometric design, Pavement Design, Drainage
design and structure design, a brief about these have been given in the following sections.
The detailed description of these designs is given in Chapter-5 of this Report.
1.5.2.1 Geometric Design of Highway

The Geometric design of the Highway has been done in accordance to IRC: 73: 1980
“Guidelines for Design of Rural Highways”. Most of the project road is having affluent
alignment. Few sharp curves that are deficient either in radius or in transition lengths and
curve length have been improved to the extent possible with existing ROW to avoid land
acquisition. The curves which lack in safety are improved by straightening the alignment.
1.5.2.2 Pavement Design

The pavement condition along the Project Road varies from poor to very poor; hence the
Project road requires overlay which has been done is accordance to IRC-81: 1997
“Strengthening of existing flexible pavement using Benkelman Beam Deflection Technique”.
The design of the new pavements has been done according to IRC-37: 2012 “Tentative
Guidelines for the Design of Flexile pavements”.
1.5.2.3 High Embankment Design
The embankment height along the project stretch varies from 0 to 8m. The design of
embankment is done as per IRC 75-1975 “Guidelines for Design of High Embankments”.

1.5.2.4 Design of Structures

The Design Standards and the loading considered for new construction of structure are based
on the requirements laid down in IRC: SP: 73, The Manual of Specifications & Standards for
2 laning of Highways with paved shoulders of June 2015 published by Indian Roads
Congress and latest editions of IRC/IS codes of practices & standards specifications, and
guidelines of Ministry of Surface Transport. Additional technical references are used
wherever the provisions of IRC/IS codes are found inadequate. All Minor Bridges are
reconstructed due to Geometrical constraints of Road Embankment as per IRC SP: 73 (2015)
clause 4.2.1 (ii). New Bridges are provided with two lanes with 1.5 m paved shoulders in
urban areas and without Footpaths in rural area.
Major Bridge of 6.93 Km length is proposed at the missing link and configuration is 4 Lane
superstructure and provision for parking of vehicle breakdown is kept on either side of
bridge.
As the substructure of existing slab culverts are mase from brick masonry and being in high
seismic zone all the existing slab culverts are proposed to be reconstructed. Further in project
stretch there are no pipe and box culverts.
1.5.3. Drainage Design
Adequate drainage is a primary requirement for maintaining the structural soundness and
functional efficiency of a road. Pavement structure including subgrade must be protected
from any ingress of water; otherwise over a period of time it may weaken the subgrade by
saturating it and cause distress in the pavement structure. That is why rapid dispersal of water
from pavement and subgrade is a basic consideration in road design. Also, quick drainage
takes away the water from pavement‟s surface and reduces chances of skidding of vehicles.
Because of inadequate surface drainage, the structural stability of pavement is undermined by
(i) Weakening of pavement structure and subgrade through infiltration of water from the
top, and
(ii) Erosion of shoulders, verges and embankment slopes caused by water running off the
pavement.
The side drain design is done according to IRC SP: 42-1994 “Guidelines for Drainage
Design”.
The Runoff for drainage design is estimated using the Rational Method as the catchment area
is less than 50km2. RCC Rectangular drain for urban areas and Trapezoidal Earthen drain for
rural area is adopted.
1.5.4. Rates and Cost Estimates
The Cost estimates are prepared for widening of the existing road to 2-lane with earthen
shoulders in rural sections and 2-lane with 1.5 m Paved Shoulders and drain cum footpath in
urban sections as per MORTH suggestions.
The Consultants have adopted current “Standard Data Book for Rate Analysis issued by the
Ministry of Road Transport and Highways, for the purpose of rate analysis of various items
of roads and bridges. The “Standard Data Book for Analysis of Rates” provides all analysis
related to mechanized construction methods for high quality work standard.
The basic „Input Rates‟ to Standard Data Book have been provided from the second resource
document Schedule of Rates and Analysis” (SoR) issued by Engineer-in-Chief, Road
Construction Department (including National Highways Wing), Government of Bihar
effective from 1st April 2017. The SoR, Bihar provides all inputs rates of carriage, materials,
labour, machinery and also provides systematic „input sheets‟ compatible with Standard Data
Book for Analysis of Rates. Thus the unit rates are derived based on the data given in the
Standard Data Book of MORTH .Based on this rate analysis of the various item of the work
has been done and done separate volume.


CHAPTER 2
SOCIO- ECONOMIC PROFILE
CHAPTER 2
SOCIO- ECONOMIC PROFILE
2.1. GENERAL
Ministry of Road Transport and Highways (MORTH) has taken up the up gradation of
various single/intermediate/two lane National Highways to 2 lane/ 2 lane with paved
shoulders with the assistance from World Bank for National Highways Inter connectivity
Improvement Project (NHIIP-1). Consulting Engineers Group Ltd has been awarded the
preparation of Detailed Project Report (DPR) including social study for the sub project NH-
106 (SP/B/3) Birpur to Bihpur road in the state of Bihar. The Project Stretch NH-106 from
Birpur to Bihpur traverses through 88 villages and falling in four Districts i.e. Supaul,
Madhepura, Saharsa and Bhagalpur.
The Project Stretch for package-2 of NH 106 starts at Udakishanganj at km 106.00 and ends
at Bihpur chowk at km 136.0 of NH 106 beside Hanumanji Mandir on RHS corner (km 321
of NH 31) .
The road development is confined mostly within 24 m width of ROW. The people who are
most affected are the encroachers and squatters within available ROW and those whose land
is acquired for the development of the road for realignments for geometric improvements.
2.2. DEMOGRAPHIC FEATURES

Bihar is one of India’s largest and most populated states with about 8 percent of the country’s
population. It is also one of poorest states with 41% people living below the poverty line. In
2004-05 Bihar outperformed the all-India performance in several areas: female literacy rise
from 23 to 33.6 % over the decade 1991-2001(an increase of 46 %, compared to an increase
of 37 % nationwide) and access to safe drinking water for households improved by 47 %
(versus 25 % nationwide). For the project influenced districts, following socio-economic
indicators are given in Table 2.1.
Table 2.1: Demographic Features of the State and Project Area Districts
State / District Bihar Madhepura Bhagalpur

Year 2001 2011 2001 2011 2001 2011
Area in sq km 94163 94163 1,787 1,787 2570 2570
Population 82878796 10,38,04,637 1,526,646 1,994,618 2,423,172 3,032,226
Male 43153964 5,41,85,347 797,180 1,042,373 129,658 1,614,014
Female 39724832 4,96,19,290 729,460 952,245 1,131,514 1,418,212
Population
880 1,102 854 1,116 943 1180
Density per sq.

State / District Bihar Madhepura Bhagalpur

Year 2001 2011 2001 2011 2001 2011
km
Sex Ratio 921 916 915 914 876 879
Literacy Rate 47.53 62.82 36.07 53.78 49.50 64.96
Male 60.32 73.39 48.80 63.82 59.22 72.30
Female 33.57 53.33 22.11 42.75 38.13 56.49
Population
21.54 25.01 29.45 30.65 27.24 25.13
Growth Rate
Source: Statistical Abstract, 2001-11, Directorate of Economics and Statistics, Govt of Bihar.
2.3. URBANISATION
Urbanization is both a driver and a consequence of economic growth. The development of an
urban area is also closely linked with the rural economy through exchanges of goods,
services; labor, capital, information - technology and social transactions. In 2001, the level of
urbanization in India as a whole was 27.78%, but in Bihar it is observed that only 10.47%.
The details of level of urbanization in the state of Bihar are given in Table 2.2 and the same
is depicted in Figure 2.1 and Figure 2.2.
Table 2.2: Urban Population by Class of Towns affecting the Project Road
Size Class of Towns

Districts Class-1 Class -2 Class -3 Class -4
(1000000- above) (50000-99999) (20000-49999) (10000-19999)
Bhagalpur 1 0 2 2
Madhepura 0 0 3 0
Bihar 19 18 67 18
Source: (Directorate of Economics and Statistics, Govt. of Bihar 2001-11)
The comparison of level of Urbanization has been presented for the state of Bihar others for
(1991 & 2001) are given in Figure 2.1 and per capita GSDP of some Indian states are plotted
in Figure 2.2.

Figure 2.1: Level of Urbanization of Bihar
Figure 2.2: Level of Urbanization of North Bihar and GDDP
2.4. EMPLOYMENT STRUCTURE

The employment pattern of different social groups is an indicator of the link between
livelihood issues and per capita income. In 20 out of 38 districts of Bihar, rural female work
participation ratio (WPR) has increased by more than 10 % between 1991 and 2001, Poverty,
along with male migration is the main explanatory factor and also observed that for
increasing of female WPR due to involving and working as agricultural laborers details are
given in Figure 2.3.

Figure 2.3: Employments by Sector
Figure 2.4: Per capita Net Income Bihar and India

2.5. STATE INCOME: Net State Domestic Product (NSDP)

The decadal increase in per capita income for the state is lower when compared with the
national growth. Account of the State Domestic Product (NSDP) and Per Capita Income (at
Constant Prices 2004-05) are given in Table 2.3.
Table 2.3: State Domestic Product (NSDP) and Per Capita Income
(at Constant 2004-05 Prices) (Rs. crores)
Source: Directorate of Statistics and Evaluation, GOB

Notes: REODB= Real Estate, Ownership of Dwelling, Legal & Business Services

2.5.1. Sectoral Growth

The Net State Domestic Product (NSDP) of Bihar was US$ 29.6 billion in 2009-2010, the
average NSDP growth rate is 11.8 per cent observed from 1999-2000 and 2009-2010 also
shown in Figure 2.5. This growth has been driven by the secondary sector which includes
manufacturing, electricity, gas and water supply and services sector including trade, real
estate, hospitality and others. Figure 2.6 gives average growth in GSDP of about 14.9%.
Source: CMIE Bihar’s NSDP; compound Annual Growth Rate (CAGR)

Figure 2.5: Average NSDP Growth Rate
Figure 2.6: Average GSDP Growth Rate

Table 2.4: Growth Rate and Sectoral Composition of the State

2.5.2. Sectoral Composition

The state economy depends upon growth of various sectors i.e. primary, secondary and tertiary.
Table 2.4 shows the sectoral growth rate where the primary sector has slowed down, while
secondary and tertiary sectors have improvement which shows in Figure 2.7. The secondary
sector was the fastest growing sector with a CAGR of 14.7 %, followed by tertiary sector, with a
CAGR of 13.1 %; this growth has been supported by the manufacturing, electricity, gas and
water supply, construction and services sectors.
Figure 2.7: Sectoral Composition of the state
2.6. MAIN ECONOMIC SECTORS

In recent years, the state has made impressive gains: its economic growth averaged 10.7 percent
between 2005-06 and 2008-09, which was significantly higher than the national growth rate of
8.7 percent. The economy of Bihar is largely service oriented, but it also has a significant
agricultural base. The state also has a small industrial sector of 9% and service sector of 55%
contributing to the state economy.
2.6.1. Agriculture
The agricultural sector of Bihar's economy is extremely important not merely because 90% of its
population earns their livelihood from this sector. Major crops produced in the state include
sugarcane, rice, wheat, maize and potato. The productivity of pulses in Bihar is lower than the
grains production. Bihar is among the three large producers of maize and jute. In 2007-08, total
production of sugarcane, rice and wheat was 14.1 million tones whereas in 2006-07, Bihar was
among the three largest producers of maize, jute and mesta in the country. A considerable
decrease in agricultural sector is noticed. As of 2008, agriculture accounts for 35%.
2.6.2. Industries
Bihar’s industrial sector is the smallest in India. The number of industrial units is only 1.13% of
India’s total. Bihar’s industrial sector contributes only about 9–10% to the (Gross State Domestic

Product) GSDP as against 23–24% on all India basis and employs less than 10% of the
workforce. Highest contribution comes from food/beverages in districts.Agro-based industry and
petroleum products (primarily, Barauni oil refinery) account for around 85 per cent of the total
industrial output in the state. There are 272 large and medium industries, a majority of which are
located in Patna. Tirhut is the other major industrial centre. Small scale industries, micro and
artisan enterprises play a major role in terms of employment. As on, September 2009, there were
178,863 permanent registered units with total investment of US$ 232.9 million and providing
employment to 0.58 million workers. Figure 2.8 shows the industrial distribution in Bihar State.
Figure 2.8: Industries in Bihar
2.7. ROAD TRANSPORT

The density of roads in the state determines the extent of links established throughout the area.
Presently, there is 0.98 km of roads per sq km of area against the national average of 1.25 km.
But the difference between Bihar and India in terms of road density is larger when one takes into
account the population. Being a densely populated state, the road density per lakh population in
Bihar stands at only 111 km (refer Figure 2.8), while for the country as a whole this density is
more than three times higher (360 km). Similarly, the proportions of the villages connected
through roads are only 57% as against 62% for all-India and 99% for Gujarat.
2.7.1. Road Network
 Bihar has 77 km of road length per 100 sq km and 50% of roads are surfaced.
 The old G.T. road (NH 2) is being upgraded to 4/6–lane highway under the Golden
Quadrilateral Project.
 An East-West 4–lane Highway (NH 28, NH57 & NH 31) is under construction by NHAI
 Under the National Highway Development Program (NHDP), 3890 km of National
Highways have been identified for up-gradation to 4-lane highways under BOT providing
additional corridors to Assam and Nepal.

There is 3,642 km of National Highways and 3,989 km of State Highways in Bihar. Besides,
there are major district (8,156 km) roads , other district roads (8,156 km) and village roads
(63,262 km).The State Government aims to provide road infrastructure in Bihar, equivalent to
best in the country by 2015. According to the State Plan of the Road Construction Department of
the State, the budgeted outlay for roads and highways was US$ 576 million for 2009-2010, up
from US$ 58.5 million for 2005-06. The major roads in Bihar are shown in Figure 2.9. The
targets achieved under various heads are shown in Figure 2.10. In terms of physical
achievement, compared to construction of 415.5 km of road in 2005-06, 2,417.1 km of road was
constructed in 2008-09.
Figure 2.9: Major Roads in Bihar
Figure 2.10: Target Achieved in Road Construction in Bihar

2.7.2. Vehicle Fleet

Average Daily Traffic on the project road in at three locations km 25.00, km 65.00 and
km106.00 falling in Supaul and Madhepura districts are shown in Table 2.5.
Table 2.5: On Road vehicles on the Project Road and the Project Road Districts
27.000 km 65.000 km 106.000 km

Sl
Vehicle Supaul Madhepura Madhepura
No.
ADT PCU ADT PCU ADT PCU
1 Two - wheeler 2216 1108 2486 1243 1291 646
2 Three-wheeler/ Auto rickshaw 340 340 306 306 72 72
3 Car/ Jeep/Van/ Taxi 975 975 630 630 393 393
4 Mini Bus 115 173 71 107 18 27
5 Standard Bus 30 91 155 464 49 146
6 LCV 324 486 203 305 30 44
7 2-Axle Truck 304 912 203 608 69 208
8 3 –Axle Truck 591 1773 204 613 37 112
9 Multi-Axle Truck 21 96 46 206 4 19
10 Agri. Tractor With Trailer 225 1011 140 631 155 698
11 Agri. Tractor Without Trailer 156 234 95 142 43 64
12 Bi-Cycle 2230 1115 2556 1278 1009 504
13 Cycle-Rickshaw 1366 1728 475 596 40 44
14 Bullock Cart 27 119 27 113 25 105
15 Hand Drawn 255 1183 33 145 2 7
16 Others 7 7 28 28 2 2
17 Total Fast Moving 5297 7198 4538 5254 2160 2428
18 Total Slow Moving 3886 4151 3118 2160 1077 662
19 Total 9184 11349 7656 7414 3237 3089
ADT=Average daily Traffic, PCU= Passenger car unit
2.8. ECONOMIC PERSPECTIVE-STATE LEVEL

2.8.1. Past Growth
The past economy of Bihar is discussed as under:

Agriculture has reportedly registered an unbelievably high growth rate of 9% per annum
average between 2004–05 to 2008–09, with agricultural NSDP increasing from Rs 18,155crore
in 2004–05 to Rs 26,399 crore in 2008–09. This 9% growth rate claim certainly does not tally
with the stagnant and crisis-ridden agricultural scene on the ground. Actually, the agricultural
NSDP in Bihar in 2005–06 at Rs 17,812 crore was lower than Rs 18,735 in 2000–01 and the
intervening years witnessed virtual stagnation in Bihar agriculture. In view of this prolonged
stagnation, recovery in 2006–07 which saw an agricultural NSDP of Rs 23,700 crore marked a
sharp increase in growth rate in 2006–07 over 2005–06, something like 29% in a single year.
This jacked up the overall trend growth rate per annum in the last five years.
The Overall Industrial Sector – Comprising Mining & Quarrying, Manufacturing, construction
and electricity-gas-water supply – NSDP has also clocked a significant 25.4% growth (23.4% in
GSDP) over the five years from a negative growth earlier. The manufacturing sector in Bihar
grew from paltry Rs 3,379 crore in 2004–05 to Rs 4,852 crore in 2008–09.
The secret of high growth in Bihar lies in the exceptionally high growth in construction. The
construction sector in Bihar grew from Rs 3,766 crore in 2004–05 to Rs 12,033 crore in 2008–
09, almost three-and-a-half-fold increase. This jacked up the overall growth rate to some extent.
Actually, the substantial growth in Bihar NSDP is accounted by public investment in which the
Central Plan assistance is a very major component. Central assistance to State Plans as well as
Central Plan projects in Bihar has nearly been around Rs 6,000 crore per annum (Rs 30,000 crore
in the last five years).
2.8.2. Tenth Five Year Plan
The Tenth and Eleventh Plans provide a context with reference of which the efficiency of the
planning process in Bihar can be judged. Bihar still remains a predominantly agrarian economy
with a very small manufacturing base, and the share of agriculture in state income still remains
very high. The share of industry has remained practically constant over the years, while the share
of service sectors has gradually increased over the last decade to about 50 percent in 2003-04.
Despite all these challenges Bihar has emerged as a development-oriented state in last few years.
The government has focused on industrial investments, infrastructural improvement and
agricultural input supply.
Present Five Year Plan (2007-2012) emphasizes investment for women’s socio-economic
empowerment, enhancing livelihood opportunities in the farm and non-farm sectors and
participation of local level institutions such as self-help groups to make service delivery more
accountable. The strategy of the Government of Bihar involves effective targeting of the poor,
especially the most vulnerable groups of Scheduled Castes (SCs) and Scheduled Tribes (STs) in
order to make growth inclusive. Table 2.6 shows the targeted growth rate of state as per annual
plan.

Table 2.6: Targeted Growth Rate of State as Per Annual Plan
Rural Development plan 2021

The key points of the Vision:
 Good governance
 Change in mental models
 Improved delivery system with transparent mechanism in simple procedural manner
 Inclusive growth with devolution of power.
 Individual Rights not group rights.
 Corruption is treated as treason.
 Focus on performance, Accountability
 Engagement of stakeholders.

Agriculture
To maximize the use of vast untapped potential and natural endowments of the state there by
ensuring food and nutritional security and better farm incomes through environmentally
sustainable agronomic practices.
Education
Bihar will develop itself as an Innovation Hub by evolving an ecosystem of industries and
education systems to encourage Research and Development (R&D) and entrepreneurship. Bihar
will achieve universal secondary education. 50% of the students will enroll for colleges.
Education will be accessible for all and not denied to any one. The education System should be
able to nurture a minimum of one Noble laureate by 2022.
Role of Stakeholders
Towards realizing the vision 2022 the substantive roles of concerted efforts by the various key
stakeholder’s viz., the state government, the industry, the organized bodies/ groups and
individuals.
Role of government:
Facilitate development in the state through appropriate policy initiatives in various key sectors
and taking steps to usher in administrative reforms and facilitate capacity building.
To create world classes infrastructure that facilitated logistics and enables cost competitiveness.
Market the capabilities and potential of the state to the external world.
Role of Industry:
Focus on growth, operate efficiently and be globally competitive. Exhibit drive, ambition and
capabilities to go global and be world leaders.
ambassador for the state & promote its growth.
Role of media/organized bodies/NGOs
Media in Bihar is well entrenched has a wide spread reach and acknowledged capability in
shaping public opinion. The media has a responsibility in ensuring the overall development of
the state. The media should play positive role in the vision exercise in creating awareness about
the vision for the state, mobilizing public opinion and providing a forum for people to discuss the
vision. It should assist in mobilizing public opinion on the vision and act as a watch dog and
monitor stake holder’s action on implementation of the vision .Organized bodies and civil
movements have a long history of shaping government policy in Bihar. Their presence should be
positively canalized to realize the vision.
Role of individuals:
Individuals have a key role to help in the realization of the vision as they are the primary
beneficiary of the development envisaged. Individuals need to involve themselves in the
visioning exercise by providing feedback to the government during the initial stage when the
vision is being discussed in the public forum. They should utilize the opportunities to voice their
concern, if any, and suggest appropriate modification to the vision themes and the
implementation plan.
Bihar under various components for rural development during the current financial year 2009-10
include Rs. 258.99 crores for Swarnjayanti Gram Swarojgar Yojana (SGSY), Rs. 2240.39 Crores
for Indira Awaas Yojana (IAY) and Rs. 17.57 crores for District Rural Development Agency
(DRDA). The allocation of funds under the rural development schemes is done on the basis of
pre-determined criteria framed by the Planning Commission, which include poverty ratio
reflecting the backwardness of the States.
2.8.3. Perspective Growth Rate
The medium term growth rate of NSDP at constant prices, taking the period 1999-00 to 2008-09,
is estimated to be 5.57 percent. Although this growth rate is lower than the national growth rate
of about 6 to7%, it indicates an improved growth performance compared to the recent past when
the state economy had managed to grow at barely 3 to 4 %. The GDDP and NDDP of the project
influenced districts are given in Table 2.7.
Table 2.7: District wise GSDP & NSDP at 1999-2000 Prices (Rs. in Lakh)
District NSDP of Bihar at
Sl
Year Constant Prices (99-00)
No. Bhagalpur Saharsa Supaul Madhepura (Rs in Cr)
1 2000-01 148,876 93,962 76,990 81,145 60045
2 2001-02 154,647 81738 78221 67582 60817
3 2002-03 167846 89551 92293 75503 75439
4 2003-04 175751 86887 77368 73097 82069
5 2004-05 188,334 95,891 94,358 80,933 96,422
Source: State domestic product 1999-2000 to 2006-2007 (Quick) & District Domestic product 1999-2000
to 2004-2005 (Page 50 to 54).
The Per capita GDDP and Per capita NDDP of the project influenced districts are given in Table 2.8.
Table 2.8: District wise per capita GSDP & Per Capita NSDP at 1999-2000 Prices (Rs.)
Bhagalpur Saharsa Supaul Madhepura
Sl Per Per Per Per Per Per Per Per
Year
No. capita capita capita capita capita capita capita capita
GDDP NDDP GDDP NDDP GDDP NDDP GDDP NDDP
1 2000-01 7,042 6,225 6,887 6,325 4,856 4,505 5,779 5,390
2 2001-02 7,139 6,282 5,887 5,320 4,849 4,440 4,754 4,352
3 2002-03 7,573 6,734 6,297 5,728 5,593 5,165 5,193 4,792
4 2003-04 7,899 6,934 6,082 5,439 4,692 4,251 5,008 4,552
5 2004-05 8,268 7,313 6,521 5,879 5,572 5,094 5,417 4,950
Source: State domestic product 1999-2000 to 2006-2007 (Quick) & District Domestic product
1999-2000 to 2004-2005 (Page 50 to 54).

Table 2.9 gives NSDP growth rate for the State. The state had a robust average annual growth of
16.7 per cent between March 2006 and March 2010.
Table 2.9: Perspective Growth Rate for NSDP (Rs. in Crore)

2.8.4. Economic Perspective – Project Area Economics

Supaul district is one of the most backward districts of Bihar. The basic occupation of its
population is agriculture (Paddy). The district is affected with the frequent flood of river Kosi of
1/3rd of the year. The river Kosi enters through Basantpur from Nepal and then passes through
Chhatapur, Raghopur, Triveniganj and ends at Medhepura district of Bihar.
Saharsa District of Bihar is renowned for producing different varieties of Mango and Litchis.
Formerly, Saharsa District was considered a larger territory of the Kosi Division. Two other
districts of Bihar namely Madhepura and Supaul were carved out from Saharsa District
Madhepura Economy depends on agriculture and sugar industry .Initially the cane crushing
process was animal driven but now the units are using electric power. During the survey, it was
found that the main concentration of such unit is at Uda & Madhuban. However, some small
farmers have also set-up small, medium and even large cane crushing units at Madhepura.
Bhagalpur Economy depends on agriculture and industry. Paddy, maize and lentils are
cultivated. This district is also famous for its silk production. Tussar Silk is a popular brand of
silk produced. Today the city's primary employer is the public sector with little pvt. sector
involvement. This has resulted in widespread migration of people for the search of jobs to other
parts of the country.
State Domestic Product and PCI reflect the overall performance of economy of the state. The
estimates of State Domestic Product are prepared both at current and constant prices for each
year. The perspective growth rate of state NSDP is presented in Table 2.10.
Table 2.10: Future Growth Rate for the Project area economic
Sl No. Year Gp Gpci NSDP NNP

1 2009-2013 1.50 11.50 13.28 8.73
2 2014-2018 1.15 7.14 10.00 8.00
3 2019-2023 0.95 8.96 10.00 8.00
4 2024-2028 0.44 9.51 10.00 8.00
5 2029-2033 0.00 10.00 10.00 8.00
6 2034-2038 0.00 10.00 10.00 8.00
Where,
Gp – Growth rate of Population Gpci – Growth rate of per capita NSDP
NSDP – Net State Domestic Product NNP – Net National Product


CHAPTER 3
TRAFFIC STUDIES AND
ANALYSIS
CHAPTER 3
TRAFFIC STUDIES AND ANALYSIS
3.1 GENERAL
The objective of conducting traffic surveys is to understand the traffic flow pattern on the
project highway. The Consultants have carried out a reconnaissance survey of the project
corridor to understand the general traffic and travel characteristics on the Project road. The
following traffic studies have been carried out for the project road.
a) Traffic volume count (for 7 days 24 hours duration)
b) Origin – Destination study
c) Intersection Turning movement count survey
d) Speed and Delay Survey
e) Axle load survey
f) Pedestrian movement Survey
g) Animal Crossing Survey
Traffic data is one of the important inputs required for a highway project. The main
objectives of the surveys are to:
a) Establish Base year traffic demand
b) Identification of travel pattern and influence area of the project stretch
c) Pattern of Commodity Movement
d) Deriving Growth Factor for Traffic Demand Forecasting
e) Estimation of corridor traffic including traffic diversion if any
f) Identify traffic bottlenecks and the need for service roads and bypasses to congested
locations.
g) Determine spectrum of traffic loads and vehicle damage factor for different types of
commercial vehicles.
3.2 TRAFFIC SURVEYS
A map study was taken up for the project road and all the possible diversions identified for
the traffic in the project stretch of NH 106. The team members of the study team visited the
site and carried out a reconnaissance survey to identify the proposed locations of the surveys
in conjunction with the network of roads. Traffic survey stations for carrying out Traffic
Volume Count and Origin-Destination survey were selected considering the following
parameters:

 The station should represent homogeneous traffic section
 The station should be outside urban and local traffic influence
 The station should be located in a reasonably level terrain with good visibility
3.3 TRAFFIC SURVEY LOCATIONS

To capture traffic flow characteristics and travel pattern of users passing through the project
road and other characteristics related to miscellaneous requirements as per the TOR, the
various traffic surveys were carried out. Traffic survey schedule is given in Table 3.1.
Table 3.1: Traffic Survey Schedule
Sl. Location
Survey Date Remarks
No. (km)
Traffic volume 31.07.10 to
1 106 Near UdaKishanganj
count 06.08.10
Origin –
2 103 04.08.10 Near UdaKishanganj
Destination Survey
Turning At Udakishanganj (SH 58
105.7 16.7.10
Movement count & NH 106 Crossing)
3
Survey at At Bihpur (NH 31 & NH
Intersections 136 14.7.10
106 Crossing)
All along the Project
Corridor at 2 Trips in each
4 Speed and Delay Whole Stretch 05.08.10
direction by Moving
Observer Method
5 Axle Load Survey 103 04.08.10 Near Udakishanganj
Pedestrian
6 Movement Count 112.1 03.11.10 Near Madheli
Survey
Pedestrian and
8 Animal crossing 111.1 03.11.10 Near Madheli
survey
Truck Terminal
9 105.2 28.11.10 Near Kishanganj
Survey
10 Willingness to Pay 105.2 15.11.10 Near Kishnaganj

Project start
km 0.00
NH
106
km 26.200
km 27.000
km 45.610
km 45.740
NH
106
km 65.000
km 65.900
km 70.000
km 73.000
km 76.200 NH
107
NH
106
NH
107 km 103.000
km 105.700
km 106.000
NH
107 NH
106
NH
31
Project Ends km 136.000

km 106.00 NH
31
Figure 3.1: Traffic Survey Locations

3.3.1 Methodology for Traffic Surveys
3.3.1.1 Classified traffic volume counts

Classified Traffic Volume Count Survey was conducted for each homogeneous traffic section
i.e. at three locations. The count was conducted in both directions for successive 15 minutes
interval periods, 24 hours a day for 7 consecutive days. Data on the number of vehicles of
different categories moving along the road in both directions are noted by enumerators
specially trained for this purpose. For carrying out the traffic counts, the vehicles were
grouped under motorized and non-motorized vehicles as per TOR. Vehicle classification
system is given in Table 3.2.
Table 3.2: Vehicle Classification System

Motorized Traffic Non-Motorized Traffic
2-Wheeler Bi-Cycle
3-Wheeler Cycle-Rickshaw
Passenger Car Animal Drawn Vehicle (ADV)
Utility Vehicles (Jeep, Van, etc.) Hand Cart
Other Non-Motorized Vehicle
Mini Bus,
Bus
Standard Bus
LCV Passenger Freight
Truck MCV: 2-Axle Rigid Chassis
HCV: 3-Axle Rigid Chassis
MAV Semi
Articulated
Articulated
3.3.1.2 Origin-Destination Survey

The Origin – Destination survey was carried out for 24 hours with the primary objective of
studying the travel pattern of passenger and goods traffic along the project corridor. The
result of this survey will be useful for estimation of toll revenues. The O-D survey was
conducted at 1 location as mentioned in clause 3.4 of TOR as per the guidelines given in IRC
102. Roadside Interview Method was adopted for conducting the survey. The vehicles were
stopped at random sample basis with the help of Police and the drivers were interviewed by
trained enumerators to collect the needed information/data. The pertinent information in respect
of travel characteristics were collected during these interviews.
3.3.1.3 Intersection Turning Movement Survey

The Turning Movement Survey was conducted at 2 major intersections on the project
highway to obtain information on directional movement of traffic at intersections along the
highway. Classified traffic volume counts of all vehicle types were made separately for all

turning movements from each approach as per guidelines given in IRC: SP: 41. The survey
was conducted recording traffic for each successive 15 minute intervals, for 24 hours with the
help of trained enumerators. Each turning movement at the intersection was recorded by
deploying enumerators in sufficient numbers at suitable locations. The data on peak hour volume
with turning movement flows is used to analyze and design the intersection.
3.3.1.4 Speed & Delay Survey

Speed and delay studies are intended to provide information on road sections subject to undue
traffic congestion and delay or other factors resulting in reduced travel speeds. The survey
was conducted by adopting moving car observer method. The test vehicle was run at 30 km/h
average speed on project road. The observers travelling in test car noted the journey, running &
delay timings and cause of delays. The test vehicle was run in both directions of the traffic stream
and number of runs was made in the peak/ off-peak hours. The cause and duration of stoppages
and other delays were recorded.
3.3.1.5 Pedestrian/Animal Count Survey

a) Pedestrian count Survey
Pedestrians being most vulnerable road users should be given a place and time to legally
claim the right to cross the road. Detailed inventory of pedestrians crossing the survey is
carried at 1 location. The average Pedestrians passing per hour at each location are mentioned
in Table 3.23.
b) Animal Count Survey
Intensity of pedestrians and animals conflict along and across the project road will be useful
for deciding grade separators in the form of underpass, pedestrian or cattle crossing.
Summary of the pedestrian and animal crossing is given in Table 3.24.
3.3.1.6 Axle Load Survey

The intensity of traffic loading and the corresponding damaging factor of different categories
of vehicles is an important parameter for the design of pavements. The Axle Load Survey has
been conducted for both the directions of traffic for commercial traffic only. The survey was
carried out at three locations by using a Load Weighing Pad.
The major outcome of the axle load survey is the Vehicle Damage Factor. Indicative VDF for
Bus is adopted as per IRC 37 due to lack of adequate sample size.
3.4 DATA ANALYSIS
3.4.1 Traffic Volume Characteristics
Classified traffic counts were organized at 1 location in each homogenous section for 7-day
continuous traffic counts. The vehicles are broadly classified into motorized and non-
motorized vehicles, which are further sub-divided into specific categories of vehicles. The
traffic counts are conducted in accordance with IRC: SP: 19-2001. However, the groupings of
vehicles are further split to reflect the present day traffic pattern on the project road.

Since the data collected from the site for the various vehicle types having different sizes and
characteristics are to be converted into a standard equivalent unit called Passenger Car Unit
(PCU). The Passenger Car Unit Values (Rural Roads) as suggested in the IRC 64: 1990
“Guideline for Capacity of Roads on Highway” has been adopted are shown in Table 3.3.
Table 3.3: Adopted PCU Values
Motorized Traffic Non-Motorized Traffic
Car, Jeep, Van, Taxi and Utility Vehicles 1.0 Bicycle 0.5
Auto Rickshaw / Tempo / 3 Wheeler 1.0 Cycle Rickshaw 2.0
2 Wheelers 0.5 Animal Drawn 6.0
Mini Bus 1.5 Hand Drawn 3.0
Other Slow Moving
Standard Bus 3.0 1.0
Vehicles
Light Commercial Vehicle (LCV) 1.5
2 – Axle Truck 3.0
3 – Axle Truck 3.0
Multi Axle Truck (Semi Articulated &
4.5
Articulated) /HCM/EME
Agriculture Tractor without Trailer 1.5
Agriculture Tractor with Trailer 4.5
Exempted Vehicles 1.0
3.4.1.1 Average Daily Traffic and its Composition

Traffic volume count data for 7 days at each location was averaged to determine Average
Daily Traffic (ADT). The location wise ADT is given in Table 3.4. In below table location of
Km shows for this package specific.
Table 3.4: Location wise ADT (No. and PCU)
Sl. km 106.000 (Year 2010)

Vehicle
No. ADT PCU
1 Two - wheeler 1291 646
2 Three-wheeler/Auto rickshaw 72 72
3 Car/Jeep/Van/Taxi 393 393
4 Mini Bus 18 27
5 Standard Bus 49 146
6 LCV 30 44
7 2-Axle Truck 69 208
8 3 –Axle Truck 37 112
9 Multi-Axle Truck 4 19

Sl. km 106.000 (Year 2010)

Vehicle
No. ADT PCU
10 Agri. Tractor With Trailer 155 698
11 Agri. Tractor Without Trailer 43 64
12 Bi-Cycle 1009 504
13 Cycle-Rickshaw 40 44
14 Bullock Cart 25 105
15 Hand Drawn 2 7
16 Others 2 2
17 Total Fast Moving 2160 2428
18 Total Slow Moving 1077 662
19 Total 3237 3089
At km 106.000 the variation in daily traffic is from 0.85% to -13% of the ADT. Percentage
traffic composition vehicle wise at location km 106 is shown in Table 3.5.
Table 3.5: Percentage Traffic Composition at all stations
Sl. km 106.000 (Year 2010)

Vehicle Type
No. Traffic Composition (%)
1 Two - wheeler 39.89
2 Three-wheeler/Auto rickshaw 2.21
3 Car/Jeep/Van/Taxi 12.13
4 Mini Bus 0.56
5 Standard Bus 1.50
6 LCV 0.91
7 2-Axle Truck 2.14
8 3 –Axle Truck 1.16
9 Multi-Axle Truck 0.13
10 Agri. Tractor With Trailer 4.79
11 Agri. Tractor Without Trailer 1.32
12 Bi-Cycle 31.16
13 Cycle-Rickshaw 1.23
14 Bullock Cart 0.76
15 Hand Drawn 0.06
16 Others 0.06
Total 100

Peak Hour Traffic at all stations

The peak hour traffic at km 106.00 are and 12.96% respectively of the 24 hour traffic. The
Peak hour traffic is given in the Table 3.6.
Table 3.6: Peak Hour Traffic at all locations
Average Daily Peak Hour

Chainage Peak Hour Volume
Traffic Volume Peak Hour Factor (%)
(km)
Vehicles PCU Vehicles PCUs
106.000 3237 3089 18.00-19.00 237 241 12.96
Annual Average Daily traffic

The Annual Average Daily Traffic (AADT) is calculated by multiplying ADT with a
seasonal factor. Seasonal Variation Factors (SVF) by vehicle types are required to account for
variations in the pattern of traffic volume on the project road sections over different months
or seasons of the year. There are various methods of determining the seasonal factor like
through past traffic count data or secondary data (fuel sales data, toll plaza data and past
traffic data round the year). The past traffic count methodology is useful if it carried out
round the year, but year round counts are seldom done in India on any road. Therefore, the
seasonal factors are mostly calculated through secondary data.
For calculating of the Seasonal Variation factor fuel sale data of petrol pump was collected
along the project corridor.
Vehicle wise factors are applied to Average Daily Traffic volumes to obtain the Average
Annual Daily Traffic (AADT). Location wise AADT at km 106+00 is given in Table 3.7.
Table 3.7: AADT at km 106.000 (No. & PCU in Both Directions)
km 106.000
Vehicle AADT (No.) AADT (No.)
PCU PCU
in year 2010 in year 2016*
Two - wheeler 1291 646 1730 865
Three-wheeler/Auto rickshaw 72 72 96 96
Car/Jeep/Van/Taxi 432 432 579 579
Mini Bus 18 27 24 36
Standard Bus 48 144 64 192
LCV 31 47 42 63
2-Axle Truck 69 207 92 276

3–Axle Truck 37 111 50 150

km 106.000
Vehicle AADT (No.) AADT (No.)
PCU PCU
in year 2010 in year 2016*
Multi-Axle Truck 4 18 5 23
Agri. Tractor With Trailer 155 698 208 936
Agri. Tractor Without Trailer 43 65 58 87
Bi-Cycle 1009 505 1352 676
Cycle-Rickshaw 40 80 54 108
Bullock Cart 25 150 34 204
Hand Drawn 2 6 3 9
Others Please Specify 2 2 3 3
Total Fast Moving 2200 2467 2948 3303
Total Slow Moving 1078 743 1446 1000

Tollable Traffic 639 986 856 1319
Total 3278 3210 4394 4303
* Projected at 5.0% CAGR
Hourly variation at km 106 is given in Figure 3.2.
Hourly Variation of Down (Birpur - Bihpur) Direction Traffic

km 106.000
250
200
150
Traffic (ADT)
100
50
0
15:00 - 16:00
16:00 - 17:00
17:00 - 18:00
18:00 - 19:00
19:00 - 20:00
20:00 - 21:00
21:00 - 22:00
22:00 - 23:00
23:00 - 00:00
00:00 - 01:00
01:00 - 02:00
02:00 - 03:00
03:00 - 04:00
04:00 - 05:00
05:00 - 06:00
06:00 - 07:00
08:00 - 9:00
09:00 - 10:00
10:00 - 11:00
11:00 - 12:00
12:00 - 13:00
07.00 - 08.00
Time
31.07.10 01.08.10 02.08.10 03.08.10 04.08.10 05.08.10 06.08.10
Figure 3.2: Hourly Variation at km 106.000

3.4.1.2 Truck User Characteristics

To improve the robustness of truck toll road usage, it is very important to acknowledge at the
outset that the trucking industry is not homogenous. The trucking sector can be segmented in
terms of:
Owner-Operators are independent drivers that own their trucks and are hired by shippers or
other carriers to transport their goods. They typically operate as truckload carriers.
Private carriers are trucking fleets owned by a particular manufacturer or retailer and used
to transport the company’s own products.
Truckload (TL) carriers generally move full loads of freight, usually from one firm to one
receiver without having to make an intermittent stop to sort the load.
Less-than-truck load (LTL) carriers generally deliver smaller loads from more than one firm
to be delivered to more than one receiver.
Parcel express carriers make door-to-door deliveries of small packages (usually less than
100 kgs). Parcel express carriers are Federal Express (FedEx) and DHL, their business is a
specific delivery timeframe that ensures on-time delivery based on the customer’s
specifications.
Specialized operations include the transportation of chemicals or hazardous materials, as

well as the transportation of oversize/overweight loads.
With respect to goods vehicles, the types of goods carried were broadly grouped into 8
categories, plus empty trucks.
The commodity groupings are as follows:-
1. Food Grains/Agriculture Products
2. Perishable Goods
3. Petroleum/Chemical products
4. Building Materials
5. Engineering Goods
6. Garments
7. Parcel Lorries
8. Others
9. Empty

3.4.1.3 Origin and Destination Survey Characteristics
The Origin - Destination survey was carried out at km 103/000 along the project stretch. Data
collected from the site were fed to the computer and compiled for the base year (2010), using
the Zoning system adopted for the study. Mode wise OD matrices for at km 103.000
locations were prepared from the data collected to find the travel characteristics of the traffic.
Zoning Systems
For analysis of O-D data collected from the field, it is required to code it for origin and
Destination of trip. The zoning was done in three levels. In first level, all-important towns
(traffic generators) lying on the project road have been assigned a separate zone code. Next
immediate influence areas of project road were considered and nearby districts were
delineated as separate zones. Finally, states beyond the influence area were aggregated
broadly in the eastern and southern direction of project highway. The details of the traffic
zones adopted for the study are given in Table 3.8.
Table 3.8: OD Zoning Détails
Zone Code Zone Description

Immediate Influence Area/Zone along project corridor
1 Bhimnagar, Basantpur, Birpur
2 Simraha, Karjain, Dharan
3 Raghopur, Siripur
4 Ganpatganj, Chandpipar
5 Kisanpur
6 Pipra, Tribeniganj
7 Singeshwar
8 Madhepura
9 Gwalpara, Muraliganj
10 Bihariganj, Laxminagar
11 Uda
12 Kishnaganj
13 Phulaut
14 Bihpur
Intermediate Influence Area/Other districts of Bihar
15 Madhubani
16 Darbhanga
17 Others part of Saharsa except Gwalpara

Zone Code Zone Description

18 Khagaria
19 Others parts Bhagalpur except Bihpur
20 Katihar
21 Purnia
22 Araria
23 Sitamarhi
24 Muzaffarpur
25 Vaishali
26 Samastipur
27 Begusarai
28 Munger
29 Banka
30 Kishanganj
31 Patna
32 Nalanda
33 Sheikhpura, Lahisarai, Nawada, Jamui
34 Pashchim Champaran, Purba Champaran, Gopalganj, Siwan, Saran
35 Buxar, Bhojpur, Bhabhua, Rohtas,
36 Aurangabad, Gara, Jehanabad
Broad Influence Area/Other States
37 Jharkhand
38 West Bengal
39 Uttar Pradesh
40 Chattisgarh
41 Orissa
42 Mehgalaya, Sikkim, Assam, Mijoram, Tripura, Manipur, Nagaland,
Arunachal Pradesh
43 Jammu & Kashmir, Himachal Pradesh, Punjab, Haryana, New Delhi,
Uttarakhand
44 Rajasthan, Gujarat
45 Madhya Pradesh, Maharashtra, Goa
46 Andhra Pradesh, Karnataka, Tamilnadu, Kerala
O-D zoning Map showing immediate and intermediate zone is given in Fig. 3.3(a) and Broad
influence zone in Fig. 3.3(b).

PASHCHIM
NEPAL
34
CHAMPARAN
PURBA
34 SITAMARHI
GOPALGANJ 34 15
23
CHAMPARAN MADHUBANI 1 1 BIRPUR
BHIMNAGAR 1BASANTPUR
2
SIMHARA 30
4
34 GHANPATGANJ RAGHOPUR
3
22 KISHANGANJ
SIWAN KISANPUR ARARIA
BANGLADESH
5
6
PIPRA
24 16
34 MUZAFFARPUR DARBHANGA
SARAN 7
UTTAR SINGHESWAR
8 21
PRADESH 25 MADHEPURA
PURNIA
VAISHALI 26 9 GWALPARA
SAMSTIPUR SAHARSA 10BIHARIGANJ
17 11 UDA
12 KISHANGANJ
35 27 18
31 BEGUSARAI KHAGARIA 20
BUXAR 35 ALAMNAGAR
PATNA KATIHAR
BHOJPUR 13PHALUT
14 BIHPUR 38
32
NALANDA 33 28 WEST BENGAL
33 LAKHISARAI MUNGER 19
35 36
JEHANABAD SHIEKHPURA BHAGALPUR
BHABHUA
35
ROHTAS 36 36
GAYA 33 33
AURANGABAD NAWADA
JAMUI 29 37
BANKA
JHARKHAND
JHARKHAND
Figure 3.3(a) Map Showing Immediate and Intermediate Zone

Jammu & Kashmir

43
Himachal Pradesh
43
43
Punjab
Uttarakhand
43
Haryana
43 New Delhi
Arunachal Pradesh
42 42
Sikkim
Uttar Pradesh
Rajasthan 39
Assam 42
44 Nagaland
Bihar 42
1-36 42 Meghalya
Mijoram
42
Jharkhand Tripura 42
Madhya Pradesh' 37 42 Manipur
Gujrat 45 West Bengal
38
44
Chhatisgarh
40
Maharashtra Orissa
41
45
Andhra Pradesh
Goa 46
45
Karnataka
46
46 Tamilnadu
Kerala 46
Figure 3.3(b) Map Showing Broad Influence Zone

Commodity details
Different commodities recorded during the O-D survey were classified into 18 categories as
given in below. Due consideration has been given to include all possible commodities moving
along the project road. Classification of commodities is given in Table 3.9.
Table 3.9: Classification of Commodities
Commodity
Commodity Type Description
Code
1 Empty No Load
2 Perishable Products Vegetables, Fruits, Meat, Milk Products, etc.
3 Food Crops Rice, Wheat, Pulses, Bajra, Jowar
4 Cash Crops Cotton, Jute, Sugarcane, Tea, Tobacco, Silk
Manufacturing
5 Electronic & Electrical Goods, Vehicles, Medicines
Products
6 Consumer Products Parchun, Soap, Shampoo, etc (Daily usable Items)
7 Chemical Products Powder, DOC, Fertilizers, Acids, liquor
8 Petroleum Products Oil, Gas, Lubricant, Petrol & Diesel
9 Textile Products Threads, Clothes
10 Building Materials Sand, Pipe, Bricks, Stones, Flyash
11 Cement Cement, Lime stone,
Parcel & Paper
12 Parcel, Courier, Postal Services, Cartoons, Paper, etc.
Products
Wood and Forest
13 Timber, Furniture, & Ply Wood
Products
Machine and
14 Auto Parts, Machinery, Parts, etc
Machine parts
15 Metals Iron Items, pipes, Iron Plates, etc.
16 Minerals & Ores Gypsum, Zinc
Rubber & Plastic
17 Rubber, Tyres, Plastic, etc
Products
18 Miscellaneous Animals, Glass, Bottles, Scrap, etc
Passenger Vehicle Lead, Occupancy and Trip Purpose

The O-D survey data have been analyzed to obtain lead and occupancy for various Passenger
vehicle types viz. Car and Bus. Distribution of Passenger vehicles at all locations is given in
Table 3.10 (a).

Table 3.10(a) Distribution of Passenger vehicles at 103.000
Vehicle Type No. Total Lead Average Lead (km/person)
km 103.000
Car 124 4892 39.45
Bus 61 2697 44.21
Goods Vehicles - Analysis

The survey data was analyzed to assess the lead and load distribution for commercial vehicles.
Distribution of Goods vehicles at all locations are shown in Table 3.10 (b) respectively.
Table 3.10(b) Distribution of Goods vehicles at 103.000
Vehicle Type No. Total Lead Average Lead No. Total Load Average Load
km 103.000
LCV 12 361 30.08 12 21 1.75
2-Axle 36 1543 42.86 36 225 6.25
3-Axle 16 566 35.38 16 136 8.50
Through traffic distribution at all locations are given in Table 3.11.
Table 3.11: Through Traffic Distribution at 103.000
Through Traffic Distribution
Through traffic trips % of Through traffic

Sl. No. Location (km)
Passenger Goods Passenger Goods
1 103.000 3 1 18% 20%
Total 17 5 100% 100%
Origin and Destination Desire Lines

The desire lines have been prepared based on the analysis of Origin and Destination travel
trips and Trip desire patterns for all the stations on project road. The details of OD desire lines
for Goods vehicles and passenger vehicles are shown in Figure 3.4 to Figure 3.5
respectively.

Figure 3.4: Desire line diagram for goods vehicles at km 103.000

Figure 3.5: Desire line diagram for Passenger vehicles at km 103.000

Lead Analysis
The survey data was analyzed to assess the lead and load distribution for commercial vehicles.
Trip length frequency distribution at km 103 for goods vehicles giving lead analysis are
shown in Table 3.12 respectively.
Table 3.12: Trip Length Frequency Distribution of Goods vehicle (%) at km 103.000
Trip Length (km) LCV 2- Axle 3- Axle MAV

0 - 20 5.54 8.55 10.78 0.00
20- 50 94.46 23.53 43.29 0.00
50 - 100 0.00 20.93 19.43 0.00
100 - 250 0.00 9.72 26.50 0.00
250 - 500 0.00 37.27 0.00 0.00

500 - 1000 0.00 0.00 0.00 0.00
1000-1500 0.00 0.00 0.00 0.00
1500-2000 0.00 0.00 0.00 0.00
more than 2000 0.00 0.00 0.00 0.00
Total => 100.00 100.00 100.00 0.00
Graphical representation of trip length frequency distribution for goods vehicles for three
locations is given in Figure 3.6.
Distribution Of Trips by Trip Length at km 103.000 LCV

100.00%
2- Axle
90.00%
80.00%
3- Axle
70.00%
60.00%
% Share
50.00%
40.00%
30.00%
20.00%
10.00%
0.00%
0 - 20 20- 50 50 - 100 100 - 250 250 - 500 500 - 1000 1000-1500 1500-2000 more than
2000
Trip Length (KM)
Figure 3.6: Mode wise Lead Distribution at km 103.000

Load Analysis
Load analysis of goods vehicles at one location is given in Table 3.13.
Table 3.13: Load Distribution of Goods vehicles (%) at km 103.000
Load LCV 2-Axle 3-Axle MAV

Empty 33.33 25.00 0.00 0.00
upto 2.5 50.01 8.33 18.75 0.00
2.5 - 5.0 8.33 11.11 12.50 0.00
5.0 - 7.5 0.00 0.00 0.00 0.00
7.5 - 10.0 8.33 55.56 62.50 0.00
10.0 - 15.0 0.00 0.00 0.00 0.00
15.0 - 20.0 0.00 0.00 6.25 0.00
20.0 - 25.0 0.00 0.00 0.00 0.00
25.0 - 30.0 0.00 0.00 0.00 0.00
> 30 0.00 0.00 0.00 0.00
Total => 100.00 100.00 100.00 0.00
Mode wise load distribution at one location is shown in Figure 3.7.
Fig. 3.7 ( c ) Mode wise Load Distribution at Km 103.000
70.00%
LCV
60.00%
2-Axle
50.00%
3-Axle
40.00%
% Share
30.00%
20.00%
10.00%
0.00%
Empty upto 2.5 2.5 - 5.0 5.0 - 7.5 7.5 - 10.0 10.0 - 15.0 15.0 - 20.0 20.0 - 25.0 25.0 - 30.0 > 30
Load (T)
Figure 3.7: Mode wise Load Distribution at km 103.000

Percent commodity distribution in the Project Road (excluding empty vehicles) is given in
Table 3.14.

Table 3.14: Percent Commodity Distribution on the Project road (excluding empty vehicles)
Commodity 103.000
Perishable Products 14.37%
Food Crops 5.91%
Cash Crops 1.90%
Manufacturing Products 0.00%
Consumer Products 0.00%
Chemical Products 0.45%
Petroleum Products 0.00%
Textile Products 0.00%
Building Materials 28.26%
Cement 0.00%
Parcel & Paper Products 0.00%
Wood and Forest Products 0.00%
Machine and Machine parts 24.05%
Metals 0.00%
Minerals & Ores 0.00%
Rubber & Plastic Products 0.00%
Miscellaneous 7.98%
Total 82.91%
Mode wise (LCV) Commodity Distribution at km 103.000

80.00%
70.00% LCV Total
60.00%
50.00%
%
40.00%
30.00%
20.00%
10.00%
0.00%
Chemical
Cement
Empty
Food Crops
Rubber &
Metals
Products
Products
Wood and
Manufacturing
Textile
Plastic
Forest
Products
Com m odity type
Figure 3.8: Mode wise (LCV) Commodity Distribution at km 103.000

Mode wise ( 2Axle ) Commodity Distribution at km 103.000

70.00%
2 Axle Total
60.00%
50.00%
40.00%
%
30.00%
20.00%
10.00%
0.00%
Chemical
Cement
Empty
Food Crops
Rubber &
Metals
Products
Products
Wood and
Manufacturing
Textile
Plastic
Forest
Products
Com m odity type
Figure 3.9: Mode wise (2-Axle) Commodity Distribution at km 103.000
Mode wise ( 3Axle ) Commodity Distribution at km 103.000

70.0%
3 Axle Total
60.0%
50.0%
40.0%
%
30.0%
20.0%
10.0%
0.0%
Chemical
Cement
Empty
Food Crops
Rubber &
Metals
Products
Products
Wood and
Manufacturing
Textile
Plastic
Forest
Products
Com m odity type
Figure 3.10: Mode wise (3-Axle) Commodity Distribution at km 103.000

3.4.1.4 Speed and delay survey

The purpose of this survey was to identify the critical locations or bottlenecks and to assess
the existing level of service of traffic operations. Information collected from this survey
included journey time, journey speed, vehicular delay, Causes of Delay, etc. The survey data
was analyzed to assess the journey on the project road. The results are given in Table 3.15.
Table 3.15: Average Journey and Running Speed on Project Road
Section Journey Speed (km/h)
Morning Peak Evening Peak
From (km) To (km)
Up Down Up Down
106 124 31.70 31.40 31.10 31.86
The journey speed of the test vehicles along the corridor is ranging from 31.40 to 31.70 km/h
in morning peak and 31.10 to 31.86 km/h in evening peak respectively. The running speed is
low at km 106 to km 124 is single lane.
Distribution of Truck types at various stations are presented in Table 3.16.
Table 3.16: Distribution of Truck Types at km 106.000
Sl. No. Truck Types vehicles Year 2010
1 LCV 30
2 2-Axle Truck 69
3 3-Axle Truck 37
4 Multi Axle 4
5 Agriculture Tractor with Trailer 155
6 Agriculture Tractor without Trailer 43
Total 338
Toll Rates
The toll rates have been derived from the study of willingness to pay survey conducted on the
project road and the road users acceptable toll rates are worked out and given in Table 3.17.
Table 3.17: Acceptable toll rates - Percentage of Road users willing to pay
Toll and amount acceptable
% of road users Willingness to pay toll
Sl. No. Locations (km)
Rs. 10 to 20 Not willing to pay
1 120.000 96.43 3.57

Official Toll Rates

Toll rates for two-lane section are sixty percent of rate specified under sub-rule 2 of Rule 4.
Approved Govt Toll rates are given in Table 3.18.
Table 3.18: Approved Govt toll rates
BASE RATE per km
Sl. No. VEHICLE TYPE
Two-lane Four-lane
1 CAR/UTILITY VEHICLES 0.39 0.65
2 LCV/MINIBUS 0.63 1.05
3 BUS/2T 1.32 2.20
4 3T 1.44 2.40
4 HCM, (4T-6T) 2.07 3.45
5 MAV(>6T) 2.52 4.20
Peak hour traffic characteristics at various stations are given in Table 3.19.
Table 3.19: Peak Hour Traffic Characteristics at various stations
Vehicle Type km 103.000
Peak Hour 18:00 - 19:00
Two Wheeler 37.1%
Three Wheeler 1.9%
Car/Jeep/Van/Taxi 17.1%
Mini Bus 0.7%
Standard Bus 1.4%
LCV 1.5%
2-Axle Truck 2.0%
3-Axle Truck 0.5%
Multi Axle 0.1%
Agriculture Tractor with Trailor 3.7%
Agriculture Tractor without Trailor 2.4%
Bicycle 29.6%
Cycle Rickshaw 1.1%
Bullock Cart 0.5%
Hand Drawn Cart 0.2%
Others 0.1%
Total 100.0%

3.4.2 Intersection Turning Movement Characteristics

The Turning Movement Survey has been conducted to obtain Information on Mode wise and
Direction wise Turning Movement of Traffic at the Intersection. Traffic Counting has been
carried out manually for twelve hour shifts by trained enumerators, using hand tally covering
morning and evening peak hours. The Count Data have been recorded at 15-minute intervals
and total per hour, for each vehicle category has been computed direction wise. Signal control
is preferred when the major road flow is more than 800 vehicles per hour (both directions)
and the minor road flow is more than 250 vehicles per hour (one direction) for each of any 8
hours of an average day as per IRC: 93-1985.
The Turning Movement count survey was conducted at 1 important major junction. The
Junction details are presented in below:
Table 3.20: Total and Peak Hour Traffic at Intersections
Total Traffic Peak Hour Volume

Sl. Peak
Location Type Category
No. Hour
Slow Fast Total Slow Fast Total
Veh/h 2073 9530 11,603 224 850 1074

16.00:
1 136.000 T
17.00
PCU/h 2847 19,652 22,498 300 1751 2051
3.4.2.1 Parking characteristics

During the survey, no vehicles were found parked on the project stretch.
3.4.2.2 Pedestrian/Animal characteristics

The peak pedestrians passing per hour at each location are given in Table 3.21. The
pedestrian and animal count survey data is given in below table
Table 3.21: Peak Pedestrians flow at selected locations
Peak hour Peak Hour
Sl. No Name of village/Town Location Pedestrians
flow
1 Baratani 112.100 87 09.00 to 10.00
Animals crossing at selected locations are given in Table 3.22.

Table 3.22: Animal crossing per day at selected locations
Sl. No. Location Side of Carriageway Across Carriageway
1 111.100 7 4

3.4.2.3 Accident Data Analysis

Traffic accidents are random occurrences due to deficiencies in one or more of elements of
traffic, viz., vehicle driver road or environment. The accident data from 6 police stations
along the project corridor was collected. The nature, location and cause of accident could not
be ascertained as the collected data does not contain this information. The number of
accidents occurred on NH 106 is mentioned in Table 3.23 from year 2008 to 2010. The
accident data collected from police stations.
Table 3.23: Accident characteristics at locations along the project road
Sl. No. Year No of accidents occurred
1 2008 23
2 2009 27
3 2010 24
It is presumed that accidents must have taken place at sharp curves in km 11, km 33, km 44
and km 64.
3.5 CORRIDOR TRAFFIC
The Classified volume count has been conducted at km 106.000. The corridor traffic for the
project road is given in the table below:
Sl. Goods Vehicles Passenger Vehicles

Location (km) ADT PCU/day
No. (%) (%)
1 106 3237 3089* 10.4 56.3
*Traffic volume is low due to missing link from km 124 to km 134.

3.6 TRAFFIC FORECAST
3.6.1 Approach
Adopting the transport demand elasticity method, which is proven worldwide and is preferred
technique in India, the traffic forecast for this road is carried out. The past data has been
obtained from PWD (NH) offices located along the project road.
3.6.1.1 Diverted traffic

It is assumed that the Diverted traffic on to the project road will be 5%.
3.6.2 Past Traffic Growth Trend
The data collection for calculating growth rate plays a vital role for calculating the traffic
projections as it affects the future predictions a lot. Based on the past Traffic Census data
available, growth trend of different vehicles are presented in Table 3.24.

Table 3.24: Growth Trend in Goods and Passenger Vehicles
Total
Year Truck Bus Car Taxi Jeep 3W 2W Tractor Trailer Other
Vehicles
2000 46636 14493 50376 16067 29498 26009 538337 89438 52399 5106 944,863
2001 47650 15092 54657 20163 31014 28345 585987 99413 59244 3298 1,032,594
2002 48060 15365 58335 20703 32560 38707 644477 107049 63855 3483 1,001,043
2003 48180 15472 61354 20962 33388 31915 608899 110147 65764 4962 1,179,190
2004 48592 15820 64939 21641 35731 34554 767480 116090 67584 6759 1,348,711
2005 49437 16158 71834 22271 39542 39823 903261 125968 73154 7263 1,429,074
2006 50016 16271 76896 22698 41863 43096 964594 129477 75594 8569 1,576,383
2007 52005 17192 84305 24024 46293 48123 1077579 135637 80875 10350 1,738,140
2008 54414 18533 92528 27066 50522 54153 1197875 143801 86233 13015 1,958,553
2009 58012 19654 103077 30857 56270 62576 1364757 155004 93743 14603 1,958,553
Growth Trend (%)
2000-
2.13 3.97 7.83 20.31 4.89 8.24 8.13 10.03 11.55 -54.82 8.50
2001
2001-
0.85 1.78 6.30 2.61 4.75 26.77 9.08 7.13 7.22 5.31 -3.15
2002
2002-
0.25 0.69 4.92 1.24 2.48 -21.28 -5.84 2.81 2.90 29.81 15.11
2003
2003-
0.85 2.20 5.52 3.14 6.56 7.64 20.66 5.12 2.69 26.59 12.57
2004
2004-
1.71 2.09 9.60 2.83 9.64 13.23 15.03 7.84 7.61 6.94 5.62
2005
2005-
1.16 0.69 6.58 1.88 5.54 7.59 6.36 2.71 3.23 15.24 9.34
2006
2006-
3.82 5.36 8.79 5.52 9.57 10.45 10.49 4.54 6.53 17.21 9.31
2007
2007-
4.43 7.24 8.89 11.24 8.37 11.14 10.04 5.68 6.21 20.48 11.25
2008
2008-
6.20 5.70 10.23 12.29 10.22 13.46 12.23 7.23 8.01 10.87 0.00
2009
Average Growth (%)
2001 to
1.16 2.15 6.84 6.02 5.66 6.92 9.41 6.59 6.40 2.76 7.73
2005
2006 to
3.90 4.75 8.62 7.73 8.42 10.66 9.78 5.04 6.00 15.95 7.48
2009
Source: http://www.adb.org/Documents/RRPs/IND/41629/41629-01-ind-ea.pdf

Truck Bus
60000 20000
y = 1065.5x + 44440
R2 = 0.8288 18000
55000
16000
50000 y = 499.43x + 13658

14000
R2 = 0.8773
45000 12000
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
Car, Jeep, Taxi 3W

65000
190000 y = 3610x + 20875
60000
R2 = 0.8896
170000 55000
50000
150000
45000
130000
y = 9709.4x + 80742 40000
110000 R2 = 0.9532 35000

30000
90000
25000
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2W Tractor & Trailor
260000
y = 91451x + 362346
1400000 y = 10865x + 133287
R2 = 0.9511 240000
2
1250000 R = 0.9858
220000
1100000
200000
950000
180000
800000
160000
650000
500000 140000
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009

Others 2000000
Total
15000
1800000
12000
y = 1207x + 1102.4
R2 = 0.8829 1600000
9000 1400000
y = 124620x + 731299
1200000
6000 R2 = 0.9705
1000000
3000
800000
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
3.6.3 Economic Perspective
State Domestic Product and PCI reflect the overall performance of economy of the state. The
estimates of State Domestic Product are prepared both at current and constant prices for each
year. However, we adopt the NSDP and NNP at constant prices for calculating of elasticity of
Goods vehicles. The perspective growth rate of state NSDP is presented in Table 3.25.
Table 3.25: Perspective growth rate of economy (%)
Sl,
Year Gp Gpci NSDP NNP
No.
1 2009-2013 1.50 11.50 13.28 8.73
2 2014-2018 1.15 7.14 *10.00 *8.00
3 2019-2023 0.95 8.96 10.00 8.00
4 2024-2028 0.44 9.51 10.00 8.00
5 2029-2033 0.00 10.00 10.00 8.00
6 2034-2038 0.00 10.00 10.00 8.00
* The adopted growth rate for NSDP and NNP are considered at lower side which may
increase in future.
Where,
Gp – Growth rate of Population
Gpci – Growth rate of per capita NSDP
NSDP – Net State Domestic Product
NNP – Net National Product

3.6.4 Transport Demand Elasticity

Elasticity of traffic demand is defined as the rate at which traffic changes due to changes in
the corresponding economic variables selected. The growth rate for calculating elasticity is
adopted from traffic data of Bihar because the growth rates observed are realistic as compared
to the past traffic data. Therefore, to estimate the elasticity of traffic demand, we have
established the relationship between the traffic growth of vehicles with the economic
variables considered, such as NNP, NSDP, PCI and population growth.
Regression analysis has been done (using past trends on traffic/vehicle registration and socio-
economic indicators for the period 2004-2009), to estimate elasticity’s for each vehicle type.
The elasticity values estimated in this study are then compared with those suggested in “Road
Development Plan: Vision 2021” (Indian Road Congress, 2001, for Ministry of Road
Transport and Highways), SP 19 and World Bank (given for the year 1995-2000).
Traffic growth rates are calculated by the following four methods:
a) Growth rate by Elasticity values suggested by SP 19.
b) Growth rate by Elasticity values suggested by Vision 2021.
c) Growth rate by reducing Elasticity values by 10% for every five years (Most Likely
Scenario).
d) Growth rate by Elasticity values suggested by World Bank.
Transport demand elasticity of various types of traffic (using past traffic data and vehicle
registration data) is given in Table 3.26 (a) to Table 3.26 (d).
Table 3.26(a) Traffic Demand Elasticity’s calculated as per World Bank Suggestion
Car/
Year Jeep/ Bus Truck 2W 3W Tractors Trailers
Taxi
2009-2013 1.89 1.35 1.62 1.62 1.89 1.62 1.62
2014-2018 1.70 1.22 1.46 1.46 1.70 1.46 1.46
2019-2023 1.53 1.09 1.31 1.31 1.53 1.31 1.31
2024-2028 1.38 0.98 1.18 1.18 1.38 1.18 1.18
2029-2033 1.24 0.89 1.06 1.06 1.24 1.06 1.06
2034-2038 1.12 0.80 0.96 0.96 1.12 0.96 0.96
Table 3.26(b) Traffic Demand Elasticity’s calculated by reducing Elasticity values by

10% in slab of five years
Car/
Taxi
2009-2013 1.50 1.00 1.00 2.00 2.00 1.00 1.00
2014-2018 1.35 0.90 0.90 1.80 1.80 0.90 0.90

Car/
Taxi
2019-2023 1.22 0.81 0.81 1.62 1.62 0.81 0.81
2024-2028 1.09 0.73 0.73 1.46 1.46 0.73 0.73
2029-2033 0.98 0.66 0.66 1.31 1.31 0.66 0.66
2034-2038 0.89 0.59 0.59 1.18 1.18 0.59 0.59
Table 3.26(c) Traffic Demand Elasticity’s calculated as per IRC: SP: 19
Car/
Year Jeep/ Bus Truck* 2W 3W Tractors Trailers
Taxi
2009-2013 2.00 1.60 1.00 2.50 2.50 1.00 1.00
2014-2018 2.00 1.60 0.90 2.30 2.30 0.90 0.90
2019-2023 1.80 1.50 0.81 2.10 2.10 0.81 0.81
2024-2028 1.62 1.35 0.73 1.89 1.89 0.73 0.73
2029-2033 1.46 1.22 0.66 1.70 1.70 0.66 0.66
2034-2038 1.31 1.09 0.59 1.53 1.53 0.59 0.59
Table 3.26(d) Traffic Demand Elasticity’s calculated as per Vision 2021
Car/
Year Jeep/ Bus Truck 2 W* 3 W* Tractors Trailers
Taxi
2009-2013 1.60 1.30 1.40 2.00 2.00 1.40 1.40
2014-2018 2.00 1.60 1.26 1.80 1.80 1.20 1.20
2019-2023 1.80 1.50 1.13 1.62 1.62 1.10 1.10
2024-2028 1.62 1.35 1.02 1.46 1.46 0.99 0.99
2029-2033 1.46 1.22 0.92 1.31 1.31 0.89 0.89
2034-2038 1.31 1.09 0.83 1.18 1.18 0.80 0.80
* Assumed
3.6.5 Projected Traffic Growth Rates
Based on the elasticity values calculated for various scenarios as mentioned in clause 5.7
above, the growth rate calculated are mentioned in Table 3.27(a) to Table 3.27 (d).

Table 3.27(a) Traffic Growth (%) rate Calculated as per Elasticity values Suggested by
World Bank
Sl. Car/ 2 3
Year Bus Truck Tractors Trailers
No. Jeep/Taxi Wheeler Wheeler
1 2009-2013 24.90 17.93 21.51 21.34 25.10 21.51 21.51
2 2014-2018 14.24 12.15 14.58 12.20 17.01 14.58 14.58
3 2019-2023 15.31 10.94 13.12 13.12 15.31 13.12 13.12
4 2024-2028 13.78 9.84 11.81 11.81 13.78 11.81 11.81
5 2029-2033 12.40 8.86 10.63 10.63 12.40 10.63 10.63
6 2034-2038 11.16 7.97 9.57 9.57 11.16 9.57 9.57
Table 3.27(b) Traffic Growth rates (%) calculated by reducing Elasticity values by 10%
in slab of five years
Sl. Car/ 2 3
1 2009-2013 19.76 13.28 13.28 26.35 26.56 13.28 13.28
2 2014-2018 11.30 9.00 9.00 15.06 18.00 9.00 9.00
3 2019-2023 12.15 8.10 8.10 16.20 16.20 8.10 8.10
4 2024-2028 10.94 7.29 7.29 14.58 14.58 7.29 7.29
5 2029-2033 9.84 6.56 6.56 13.12 13.12 6.56 6.56
6 2034-2038 8.86 5.90 5.90 11.18 11.18 5.90 5.90
Table 3.27(c) Traffic Growth rates (%) calculated as per Elasticity values suggested by
IRC SP: 19
Sl. Car/ 2 3
1 2009-2013 26.35 21.25 13.28 32.94 33.20 13.28 13.28
2 2014-2018 16.74 16.00 9.00 19.25 23.00 9.00 9.00
3 2019-2023 18.00 15.00 8.10 21.00 21.00 8.10 8.10

Sl. Car/ 2 3
4 2024-2028 16.20 13.50 7.29 18.90 18.90 7.29 7.29
5 2029-2033 14.58 12.15 6.56 17.01 17.01 6.56 6.56
6 2034-2038 13.12 10.94 5.9 15.31 15.31 5.9 5.90
Table 3.27(d) Traffic Growth rates (%) calculated as per Elasticity values suggested by
Vision 2021
Sl. Car/ 2 3
1 2009-2013 21.08 17.26 18.59 26.35 26.56 18.59 18.59
2 2014-2018 16.74 16.00 12.60 15.06 18.00 12.00 12.00
3 2019-2023 18.00 15.00 11.34 16.20 16.20 11.00 11.00
4 2024-2028 16.20 13.50 10.21 14.58 14.58 9.90 9.90
5 2029-2033 14.58 12.15 9.19 13.12 13.12 8.91 8.91
6 2034-2038 13.12 10.94 8.27 11.81 11.81 8.02 8.02
From the growth rates calculated, it is observed the growth rates are not appropriate. Based on
consultants experience and observing growth trend on other National Highway projects the
following most likely growth rates are adopted as given in Table 3.28. Growth rates for
pessimistic and Optimistic scenarios are given in Table 3.29 (a) & Table 3.29 (b).
Table 3.28: Traffic Growth (%) rates adopted for NH 106 for Most Likely Scenario
Sl. Car/
2 3
No. Year Jeep/ Bus Truck Tractors Trailers Others
Wheeler Wheeler
Taxi
1 2009-2013 9.5 7.5 7.5 10.5 10.5 6.5 6.5 5.0
2 2014-2018 7.5 5.5 5.5 8.5 8.5 5.0 5.0 5.0
3 2019-2023 5.5 5.0 5.0 6.5 6.5 5.0 5.0 5.0
4 2024-2028 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
5 2029-2033 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
6 2034-2038 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0

Table 3.29(a) Traffic Growth (%) rates adopted for NH 106 for Optimistic Scenario
Car/
Sl. 2 3
Year Jeep/ Bus Truck Tractors Trailers Others
No. Wheeler Wheeler
Taxi
1 2009-2013 14.50 12.50 12.50 15.50 15.50 11.50 11.50 5.00
2 2014-2018 12.50 10.50 10.50 13.50 13.50 9.50 9.50 5.00
3 2019-2023 10.50 8.50 8.50 11.50 11.50 7.50 7.50 5.00
4 2024-2028 8.50 6.50 6.50 9.50 9.50 5.50 5.50 5.00
5 2029-2033 6.50 5.00 5.00 7.50 7.50 5.00 5.00 5.00
6 2034-2038 5.00 5.00 5.00 5.50 5.50 5.00 5.00 5.00
Table 3.29(b) Traffic Growth (%) rates adopted for NH 106 for Pessimistic Scenario
Car/
Sl. 2 3
Year Jeep/ Bus Truck Tractors Trailers Others
No. Wheeler Wheeler
Taxi
1 2009-2013 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
2 2014-2018 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
3 2019-2023 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
4 2024-2028 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
5 2029-2033 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
6 2034-2038 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
3.6.6 Traffic Projections

Normal Traffic
AADT observed at survey stations falling within the identified homogeneous sections are
applied with traffic growth rates to obtain the yearly mode-wise traffic for the horizon years.
Projected normal traffic (average of 7 days) on different sections of the project road in terms
of AADT (No. and PCU) in a slab of five years is presented in Table 3.30.

Table 3.30: Traffic Projection in Cardinal Years & Total Projected Traffic along the Project road (AADT)
km 106.0
Year AADT PCU
Total Fast Moving Total Slow Moving Tollable Traffic Total Total Fast Moving Total Slow Moving Tollable Traffic Total
Most Likely Scenario
2010 2200 1078 639 3278 2467 743 986 3210
2014 3121 1309 875 4430 3334 810 1318 4145
2019 4464 1671 1199 6135 4552 1034 1769 5586
2024 5938 2132 1552 8070 5946 1320 2279 7265
2029 7579 2722 1980 10300 7588 1684 2908 9273
2034 9673 3473 2527 13146 9685 2150 3712 11834
2039 12345 4433 3226 16778 12360 2744 4737 15104
Optimistic Scenario
2010 2200 1078 639 3278 2467 743 986 3210
2014 3738 1309 1054 5047 4009 810 1599 4819
2019 6691 1671 1816 8362 6803 1034 2695 7837
2024 10981 2132 2863 13114 10603 1320 4158 11923
2029 16515 2722 4128 19236 15220 1684 5874 16904
2034 22837 3473 5498 26311 20459 2150 7727 22609
2039 29645 4433 7017 34078 26374 2744 9862 29118
Pessimistic Scenario
2010 2200 1078 639 3278 2467 743 986 3210
2014 2673 1309 776 3982 2995 810 1197 3805
2019 3412 1671 991 5083 3822 1034 1528 4856
2024 4355 2132 1265 6487 4878 1320 1950 6198
2029 5558 2722 1614 8279 6226 1684 2489 7910
2034 7114 3473 2060 10588 7957 2150 3177 10107
2039 9215 4433 2629 13648 10227 2744 4054 12971

3.7 INDUCED TRAFFIC ON MISSING LINK

It is observed that the total PCU at km 106.000 is 3210 PCU as compared to km 65.000
where 7523 PCU traffic is found, which shows a reduction of 50% of total traffic on the
project road after km 65.000. This is because of the traffic moving out through SH-66 at km
66.000 and majorly from NH-107 at km 75.000. This reduction in traffic is due to a missing
link from km 124.000 to km 133.400 which has wash away the road due to the tributary of
the Kosi River. A network map is given below:
Missing Link
(Due to kosi River)
Figure 3.11: Competing Routes for the Project Stretch

The traffic might get diverted from NH-107 and meets NH-31 either at Purnia on LHS and
through Saharsa on RHS. The distance from Madhepura at km 75.000 to Bihpur on NH-31 is
approximately 70 kms through NH-106 and 128 kms through the link road on LHS
connecting NH-31 at Purnia.
The population density per sq. km in the year 2011 of Bhagalpur region was 1180, while of
Saharsa was 1125 and of Madhepura was 1116. The average population growth from 2001-
2011 in these districts was in the range of 25-30%. Hence, after the construction of Kosi
Bridge and development and upgradation of project road, the population density is expected
to rise at higher proportion, hence leading to increase in the local traffic.
The development of this road will increase traffic potential on this route leading towards NH-
31 and going towards Bhagalpur on the Southern side and towards Baruni on the Western
side. The traffic moving from NH-57 and NH-107 to NH-31 will induce higher traffic on the
project road after the upgradation of road and construction of Kosi Bridge. Moreover,
Bhagalpur has been associated with silk industry since hundreds of years and is hence known

as "Silk City", the thermal power plant at NTPC Kahalgaon in Kahalgaon falls under
Bhagalpur district. The industrialization in Bhagalpur district will influence the traffic
movement on the project road of trucks and MAV for transportation of silk handlooms and
other raw materials.
The total traffic traversing the road section at km 106.000 is projected to be 4521 PCU @ 5%
growth rate in the year 2017. The construction is expected to start in 2018 and considering
the construction period of 3 years, the traffic will thus open in the year 2021. Considering all
the factors in the adjacent areas of the project road, the traffic is expected to increase by 50%
than the originally projected traffic after the construction of Kosi Bridge and upgradation of
project road, i.e. in the year 2020. The projected traffic for a period of 30 years @ 5% growth
rate is shown below.
Table 3.31: Projected Induced Traffic on Kosi Bridge
Road Section from
S. No. Year (km 106 to km 136)
PCU/day
1 2010 3210
2 2016 4303
3 2017 4521
4 2018 4746
5 2019 4981
6 2020 5230
Increase in traffic by 50%
8 2021 7845
9 2022 8237
10 2023 8649
11 2024 9082
12 2025 9536
13 2026 10013
14 2027 10513
15 2028 11039
16 2029 11591
17 2030 12170
18 2031 12779
19 2032 13418

Road Section from

S. No. Year (km 106 to km 136)
PCU/day
20 2033 14089
21 2034 14793
22 2035 15533
23 2036 16309
24 2037 17125
25 2038 17981
26 2039 18880
27 2040 19824
28 2041 20815
29 2042 21856
30 2043 22949
31 2044 24096
32 2045 25301
3.8 CONCLUSION
 Before the development of Kosi bridge (Missing Link not developed) the traffic in the
year 2010 at km 65.000 is 7523 PCU and at km 106.000 it is 3210 PCU which shows
a reduction of 50% of total traffic on the project road after km 65.000.
 After the development of Kosi Bridge the users will use the project road because it is
shorter in length amongst all other alternatives and the traffic is expected to increase
by 50% than the originally projected traffic after the construction of Kosi Bridge and
upgradation of project road, i.e. in the year 2020.
 The above table shows the capacity for 4 lane of 10,000 PCU as per ministry vide
circular No. RW/NH-33044/28/2015/S&R (R) exceed in the year 2026 for project
road section of NH-106 from km 106.000 to 136.000. Moreover, the construction of
10 km Kosi Bridge may take more than 3 years for completion.
 By the time the bridge is under operation, the traffic at that section reaches close to its
2 lane capacity and as it is a major structure involving huge investment, time &
complex construction conditions, it is proposed to be 4 lane instead of 2 lane as it
cannot be upgraded frequently.


CHAPTER 4
ENGINEERING SURVEYS
AND INVESTIGATIONS
CHAPTER 4
ENGINEERING SURVEYS AND INVESTIGATIONS
4.1. GENERAL
Primary consideration for feasibility study of a road is an overall cost of transportation (i.e.
the cost of initial construction, traffic operation and maintenance) it is low without adversely
affecting the environment and social impact. All operations need advance planning of
methodology in a logical sequence.
General Scope of Survey & Investigation covered is:
a) Traffic surveys like Classified Traffic Volume Count, Origin-Destination &
Commodity Movement Surveys, Turning Movement Surveys at important junctions,
Axle Load Survey and Speed-Delay Survey, Pedestrian and Animal count survey and
willingness to pay survey.
b) Detailed Reconnaissance survey
c) Inventory and Condition Surveys for bridges, cross drainage structures and drainage
provisions
d) Detailed Topographic Surveys using Total Station
e) Identification of possible improvements in the existing alignment and bypassing
congested locations with alternatives, evaluation of different alternatives, comparison
of techno-economic and other considerations and recommendations regarding most
appropriate option
f) Pavement Investigations
g) Sub-grade characteristics and strength-Investigation of required sub-grade and sub-
soil characteristics and strength for road and embankment design and Sub-soil
Investigations
h) Investigation for bridges including hydrological and geotechnical Investigations
i) Identification of sources of construction material
4.2. INVENTORY AND CONDITION SURVEY OF ROAD AND PAVEMENT
4.2.1 Road Inventory
Detailed road inventory surveys were carried out to collect details of all existing road &
pavement features along the existing road sections. The data collected through road inventory
surveys was found sufficient to meet the requirements.
The data is presented in the format given as “Road Inventory Data Sheet” (IRC-SP: 19-2001).
Under the following headings:

a) Terrain (flat, rolling)

b) Land Use (agricultural, commercial, residential etc) km every kilometer
c) Name of Village
d) Carriageway width, surfacing type and condition at every 200 m or every change of
feature whichever is earlier
e) Shoulder surfacing type and width and condition km every 200 m and every change of
feature whichever is earlier
f) Height of embankment or depth of cut km every 200 m and every change of feature
whichever is earlier
g) Submergence Details of cross road
h) Horizontal and Vertical curves
i) Location of water bodies
j) Land Width i.e. ROW
k) Retaining Structures
l) Culverts, bridges and other structures (type, size, span arrangement and location)
m) Roadside Arboriculture
n) Existing Utility Services on either side within ROW
o) General drainage conditions
p) Design Speed of existing road
The data was collected in sufficient detail, compiled & presented in tabular form. The data
was stored in computer files using utility packages, such as excel etc.
Road width
The existing road width varies from single to intermediate lane with a carriageway width of 3
to 5 m. There is a missing link from chainage km 124.0 to km 133.40 across Kosi River,
4.2.1.1 Existing Shoulder
The entire road stretch comprises of earthen shoulder(ER) on both sides. The condition of the
shoulder on the entire stretch varies between fair and poor.
4.2.1.2 Terrain
The Project Highway traverses mostly flat terrain, with occasional rolling terrain. The
horizontal alignment of NH 106 is fluent except for some sharp curves from km 106 to 136.
Most of the terrain is underlain by the floodplain deposits of the Indo-Gangetic Alluvium.
4.2.1.3 Land use
The project road passes through agricultural lands, settlement areas, commercial areas etc.
The settlement area including the schools, villages and urban area traverses 41 km along the
stretch. The agricultural land which is both the source of income and chief occupation in the

area accounts to 85 km and rest of the corridor is occupied by shops, bus stops and petrol
bunks which adds up to commercial area of 10 km.
4.2.1.4 Embankment Height

The embankment height along the project stretch varies from 0 to 8 m. The design of
embankment is done as per IRC 75-1975 “Guidelines for Design of High Embankments”.
4.2.1.5 Drains
Road Side Drains
There are no road side drains as such. However natural drains of 20m to 40mm wide run
parallel to the existing road. The details of natural drains running parallel to road are as
follows:
Distance From Existing C/L

Design Chainage
S. No. Side (m)
From To LHS RHS
1 112.840 117.000 Both Side 20.000 20.000
2 117.100 120.150 Right Side - 21.000
3 120.150 122.400 Both Side 12.000 12.000
4 122.400 123.000 Right Side - 12.000
5 123.000 123.400 Both Side 12.000 12.000
4.2.1.6 Horizontal Curves

The Geometric design of the Highway has been done in accordance to IRC: 73:1980
“Guidelines for Design of Rural Highways”. Most of the project road is having affluent
alignment. There are few sharp curves with deficit radius/transition length etc. The horizontal
curves which are deficient either in radius or in transition lengths and curve length have been
improved to the extent possible with existing ROW to avoid land acquisition. The curves
which lack in safety are improved by straightening the alignment.
4.2.1.7 Road Junctions
There is a major intersection at Km 136+000 where project road ends by connecting to NH
31 and 20 Nos. of minor intersections (Village roads crossing or connection project road)
along the whole project stretch.
4.2.2 Pavement Condition Survey
The pavement condition survey was conducted by driving along the Project Road at a slow
speed. The pavement condition varies from Good to very poor. The few details of the
pavement condition are given in below table 4.1. The distribution of ruts along the project
corridor is given in Table 4.1.

Table 4.1: Condition of Project Road
Embankment Condition
Chainage Pavement Condition Shoulder
Pavement Edge Drop
(Good/Fair/Poor)
Overall
Road Side Drain

Rut depth (mm)
(NE/PF/F)****
Condition of
Unpaved G/F/P
Potholing (%)
Cracking (%)
Raveling (%)
Patching (%)
Paved G/F/P
FROM (km)
(mm)
Pavement
TO (km)
(Excellent/
Good/Fair/
Poor)
106.0 110.0 0 to 40 0 to 25 0 to 20 Nil Nil 0 to 100 Fair to Poor NE Nil Fair to Poor Fair
110.0 115.0 0 to 40 0 to 20 0 to 20 Nil Nil 0 to 100 Fair to Poor NE Nil Fair to Poor Fair
Good to Very
115.0 120.0 0 to 2 0 to 5 0 to 2 Nil Nil Nil Good to Poor PF/ POND Nil Good to Poor
Poor
Canal / Fair to Very
120.0 124.0 0 to 10 0 to 10 0 to 10 Nil 0 to 2 Nil Poor Nil Poor
Nala Poor
124.0 133.4 Missing Link
Poor to Very
133.4 136.0 0 to 5 0 to 10 5 Nil 0 to 2 0 to 80 Poor NE/PF Nil Fair to Poor
Poor

Table 4.2: Distribution of Ruts

From To Rut depth From To Rut depth
(km ) (km) (mm) (km ) (km) (mm)
106 107 0 118 119 0
107 108 0 119 120 0
108 109 0 120 121 0
109 110 0 121 122 5
110 111 0 122 123 0
111 112 0 123 124 5
112 113 0 133 134 0
113 114 0
114 115 0
115 116 0
116 117 0
117 118 0
4.2.3 Topographic Survey

The topographical survey has been carried out using Total Station. Details of the survey are
listed below:-
a) Continuous Traverse was run along the project road corridors and pair primary
horizontal control stations were fixed with GPS at every 5 km interval. Closed
traverse from one GPS to Other GPS was made by establishing permanent traverse
stations at every 500m interval. Closed Loop Leveling was undertaken along the
project corridor with a connection to nearest GTS station. All the horizontal control
stations established at 500 m were connected with leveling.
b) The topographic survey was extended to a width of 50 m beyond either side of the
centre line of the existing carriageway or the land boundary whichever was more.
Where an existing road crosses the alignment, the survey was extended to minimum
100 m on either side of the road from the centre line.
c) Longitudinal and cross-sectioned details were collected for major and minor streams
over 150 m on both sides of ROW and 100 m beyond the abutments.
d) Location and type of services and utilities
e) Traverse along the existing road and establishment of bench marks (BM)
f) Cross-sections at 50 m intervals and at critical locations.
g) Longitudinal section levels along final centre line at 25 m intervals including fixation
of cardinal points with a pair of reference pillars.
h) Collection of details of all features such as structures (Bridges) utilizes, exist road etc.

4.3. PAVEMENT INVESTIGATIONS

4.3.1 General
This section describes the studies and investigations carried out on existing pavement
condition to determine the most technically sound and economically feasible pavements
design. The subsequent paragraphs gives investigations carried out.
4.3.2 Pavement Roughness
The roughness surveys were carried out using Fifth Wheel Bump Integrator. The calibration
of the instrument was done as per the procedure given in the World Bank‟s Technical
Publications.
The surveys were carried out along the outer wheel paths. The results of the survey were
expressed in terms of BI and were presented in tabular forms. The processed data was
analyzed using the cumulative difference approach to identify road segments homogenous
with respect to surface roughness.
The Bump Integrator gave BI values for different surfaces. Condition of the road surface is
categorized in three groups, „good‟, „average‟ & „poor‟ based on BI values. The Road has
bituminous wearing course for which the BI values are considered as per IRC SP 16: 2004
“Guidelines for Surface Evenness of Highway Pavement”.
The survey was carried out along the outer wheel path. The surveys had covered two runs
along the wheel paths for each direction & the average of the two gave BI for every 100 m
run. Final average of 10 readings gave BI for that particular kilometer. The stretch from km
106 to km 124 which is a single lane road, the road surface condition is poor. There is a
missing link from Km 124 to km 133.5 after this till km 136.00 which the road is single lane
road surface condition is poor. Length of area of indexed cracking is given in Table 4.5, IRI
and BI values of roughness data are given in Table 4.3.
Table 4.3: Lengthwise area of indexed cracking
Sl No. km Range of Cracking Sl No. km Range of Cracking
1 105 - 106 0 - 212 12 116 - 117 0
2 106 - 107 0 - 159 13 117 - 118 0
3 107 - 108 0 - 106 14 118 - 119 0
4 108 - 109 106 - 318 15 119 - 120 0
5 109 - 110 0 - 169.6 16 120 - 121 0 - 53
6 110 - 111 0 - 106 17 121 - 122 0 - 106
7 111 - 112 0 - 212 18 122 - 123 0
8 112 - 113 0 - 127.2 19 123 - 124 0 - 106
9 113 - 114 0 - 424 20 133 - 134 0 - 53
10 114 - 115 0 - 212 21 134 - 135 0 - 53
11 115 - 116 0 22 135 - 136 0

Table 4.4: Roughness Survey Data
LHS RHS
From Existing (km)
Calculation of IRI
Considered BI for
To Existing (km)
Corre-cted BI (mm/
Obser-ved BI (mm/
Road Road
Corre-
Surface Obser- Surface
cted IRI
Condition ved BI Condition
km)
km)
BI
(mm/ (IRC:
(IRC: (mm/
SP:16- km) SP:16-
km) 2004)
2004)
1 107 6450 6462 Poor 6462 7.993
2 108 5440 5412 Poor 5412 6.823
3 109 5240 5204 Poor 5204 6.588
4 110 4590 4529 Poor 4529 5.819
5 111 5000 4955 Poor 4955 6.306
6 112 5270 5236 Poor 5236 6.624
7 113 5040 4997 Poor 4997 6.353
8 114 5322 5290 Poor 5290 6.685
9 115 5210 5173 Poor 5173 6.553

Single Lane Road
10 116 4940 4893 Poor 4893 6.235
11 117 4960 4913 Poor 4913 6.258
12 118 6440 6452 Poor 6452 7.982
13 119 7280 7325 Poor 7325 8.939
14 120 5810 5797 Poor 5797 7.254
15 121 5660 5641 Poor 5641 7.08
16 122 4900 4851 Poor 4851 6.187
17 123 4610 4550 Poor 4550 5.843
18 124 4130 4051 Poor 4051 5.268

4.3.3 Benkelman Beam Deflection (BBD) Test

Structural strength surveys for existing two lane pavements using Benkelman Beam
Deflection Technique were carried out in accordance with the procedure given in IRC: 81-
1997 “Guidelines for Strengthening of Flexible Road Pavements using Benkelman Beam
Deflection Technique”.
Calculations of Deflections
To get a single value of rebound deflection from three field values (Initial, Intermediate &
Final Readings) following steps are followed:
Double the field observations (readings):

Do, Di & Df is doubled values.
Step 1
This is done because the dial gauge is fixed such that distance between probe
end and fulcrum of beam is twice the distance between fulcrum and dial gauge.
Let Initial Reading be Do (doubled),
Intermediate Reading be Di (doubled), &
Step 4
Final Reading be Df (doubled) &
XT & YT is rebound deflections in mm in case 1 & 4 respectively.
If Df - Di < 0.025mm
Case 1 XT = rebound deflection = 2 (Df - Do)
= twice the difference between final and initial readings
If Df - Di ≥ 0.025mm
Case 4 YT = rebound deflection
= 2 (Df - Do) + 2x2.91 (Df - Di )
After this temperature & seasonal corrections were applied to get final
Step 3 (corrected) deflection from which, mean, standard deviation and characteristic
deflection are obtained.
Characteristic Deflection
The statistical analysis of all the measurements done in the field and corrections applied as
required was done as under:
Mean deflection= X=ΣX
n
Standard deviation= σ = Σ (X – X)2

n -1
The characteristic deflection for design purposes has been taken as

Characteristic deflection Dc in mm= X + 2σ for major arterial roads (like NH and SH)
Dc = X + σ could be considered for all other roads but for this project it is not
applicable.
Here, X = Individual deflection in mm
X= Mean deflection in mm
n= Number of deflection measurements
In the formula for standard deviation, division is done by n-1 and not n which follows the
established statistical theorems.
Every km of the road, readings were staggered with respect to 50 m on either side, Left Hand
(LHS) and Right Hand (RHS). The observations of LHS were taken while going and RHS
while returning, involving a difference of several days. Hence, calculated characteristic
deflection for LHS is bound to be different for RHS on the same km. The representative
characteristic deflection for the same km is the maximum of the two and not the average for
the obvious reasons. The average characteristic deflection values as per the data indicate
structural capacity of the pavement is low and the average value varies between 1.2 mm to
1.8 mm. The adversely affected stretch is km 4 to km 19, having values higher than average
while the optimum values being 0.55 mm and 2.84 mm respectively. The summary of
Characteristic deflection data is given in Table 4.5.
Table 4.5: Summary of Characteristic Deflection Data
Existing Existing
Characteristic Characteristic
Chainage (km) Chainage (km)
Deflection (mm) Deflection (mm)
From To From To
106 107 1.51 118 119 2.61
107 108 1.49 119 120 1.51
108 109 1.4 120 121 1.77
109 110 1.43 121 122 2.11
110 111 1.35 122 123 1.53
111 112 2.11
112 113 3.01
113 114 1.44
114 115 2.17
115 116 1.34
116 117 1.5
117 118 1.55

4.4. SUBGRADE INVESTIGATION

4.4.1 Test Pits for existing Subgrade
In order to ascertain pavement composition trial pits (1m x 1m in plan) were dug at every 0.5
km interval (left & right) or at each major change in the pavement condition, whichever is
less. For each test pit the following information has been recorded:
(i) Test pit reference (Identification number, location)
(ii) Pavement composition (material type & thickness)
(iii) Sub grade type (textural classification) and condition (dry, wet)
4.4.2 Existing Pavement Composition
The data regarding pavement composition available with the PWD was collected and
examined. Test pits are dug to ascertain the pavement composition as per requirement of
TOR. The test pits were immediately filled up after the necessary testing has been completed.
The stretch comprises of dual composition, at some places there exists old pavement with the
GSB, WBM and BT combination. This type has poor strength, hence another set of WBM
and BT were laid to strengthen it. Rest of the stretch has other combination where old
pavement hasn‟t been in working condition so GSB, WBM and BT were laid. The overall
thickness depends on the type of combination with wide range of values while the optimum
values being 610 mm 190 mm.
The details of crust composition of the existing pavement are given in Table 4.6 below.
Table 4.6: Summary of composition and thickness of existing pavement crust
Water Old
Bituminous Total
LHS / Bound GSB/ Pavement
Chainage layer Thickness
RHS Macadam Brick (mm) (BT+WBM+
(mm) (mm)
(mm) GSB)
106+020 LHS 120 150 70 - 340
106+500 RHS 105 155 80 - 340
107+010 RHS 115 140 70 - 325
107+500 LHS 100 160 80 - 340
108+050 LHS 100 170 80 - 350
108+500 RHS 95 110 80 - 285
109+100 RHS 100 95 85 - 280
109+500 LHS 95 110 80 - 285
110+100 LHS 100 160 80 - 340
110+550 RHS 95 150 80 - 325
111+050 RHS 100 160 75 - 335
111+500 LHS 100 140 75 - 315
112+000 LHS 100 130 90 - 320
112+500 RHS 100 130 80 - 310

Water Old
Bituminous Total
LHS / Bound GSB/ Pavement
Chainage layer Thickness
RHS Macadam Brick (mm) (BT+WBM+
(mm) (mm)
(mm) GSB)
113+010 LHS 100 60 150 - 310
113+500 LHS 125 80 150 - 355
114+000 RHS 100 70 145 - 315
114+500 RHS 115 160 80 - 355
115+010 LHS 125 200 120 - 445
115+500 LHS 130 190 130 - 450
116+080 RHS 125 185 105 - 415
116+500 RHS 125 150 85 - 360
117+005 LHS 125 125 80 - 330
117+500 LHS 125 130 80 - 335
118+000 RHS 105 95 90 - 290
118+500 RHS 115 130 80 - 325
119+000 LHS 125 65 140 - 330
119+500 LHS 110 160 80 - 350
120+000 RHS 100 80 170 - 350
120+500 RHS 100 150 80 - 330
121+000 LHS 100 80 160 - 340
121+350 LHS 100 160 80 - 340
121+750 RHS 100 160 70 - 330
122+200 RHS 80 140 - 220 440
122+700 LHS 60 100 - 265 425
123+250 LHS 75 150 - 220 445
123+800 RHS 50 160 - 200 410
123+800 to 133+800 No existing road (missing link)
134+000 RHS 40 95 100 - 235
134+500 LHS 50 95 80 - 225
135+000 LHS 40 80 70 - 190
135+400 RHS 65 110 75 - 250
135+800 RHS 60 100 70 - 230
4.4.3 Laboratory Test on Test samples

Existing sub-grade characteristics were obtained from the survey data conducted on the
Project Road and the test results are shown in Table 4.7. Soaked CBR of existing subgrade is
varying from 5% to 14% along the project corridor corresponding to 97% of MDD, DFS is
nil along the project corridor.

Table 4.7: Aterberg’s limit for Sub grade samples

Modified CBR CBR
Gradation: Percent by weight retained the Atterberg Limits Proctor Test Unsoaked
Soaked
Sieve (IS:2720-IV) [IS :2720-Pt-V] (IS:2720-Pt- % at
VIII) % at
Clay and
Three Three
Sl Description silt DFS
Location (km) Energy Energy
No of soil content (%)
Level Level
4.75 2.0 425 % LL PL MDD OMC
75 micron PI (corresp- (correspo-
mm mm micron % % gm/cc (%)
onding to nding to 97%
97% MDD ) MDD )
1 2 4 5 6 7 8 9 10 11 12 13 14 15 16 17
CH-106+600 Silty fine
1 0.00 0.13 0.85 26.07 72.95 37 NIL NP 1.65 16 4 13 NIL
(RHS) Sands
CH-113+920
2 Silty Clays 0.00 0.00 0.68 47.26 52.06 24 17 7 1.78 12 5 15 10
(LHS)
3 0.00 0.48 0.06 26.51 72.95 41 NIL NP 1.76 15 6 14 NIL
(RHS) Sands
App CH- Silty fine
4 0.00 0.38 0.84 28.34 70.44 39 NIL NP 1.72 15 6 16 NIL
124+250 Sands
App CH- Silty fine
5 0.00 0.78 0.52 22.24 76.46 37 NIL NP 1.73 15 7 19 NIL
127+000 Sands
App CH-
6 Silty Clays 0.00 0.00 0.17 9.64 90.19 32 22 10 1.84 14 6 15 14
133+100
7 0.08 0.28 1.00 5.21 93.43 31 NIL NP 1.85 13 10 12 NIL
(RHS) Sands
8 0.00 0.25 0.54 14.05 85.16 32 NIL NP 1.85 13 12 18 NIL
(LHS) Sands
CH-135+800
9 Silty Clays 0.00 0.00 0.32 2.80 96.88 36 21 15 1.85 14 5 12 22
(RHS)
The soaked CBR corresponding to 97% MDD varies from 5 to 12 in Package II (km 106 to 136).

4.4.4 Dynamic Cone Penetrometer Test

DCP equipment standardized by TRRL, comprising 60 degrees cone with a base diameter of
20 mm and 8kg hammer dropping from the height of 575 mm was used for DCP test. This
test was carried out at specified locations at every 5km (approx.) distance along the
alignment. The DCP test was conducted in the pits of 1000mmx1000mm size after reaching
the sub-grade level. One test was done in each pit. After setting the instrument at sub-grade
level, the number of blows was recorded up to 1000mm below the sub-grade level. The
results have been analyzed to assess the field CBR values as per Overseas Note 8 (60 Degree
Cone).
Table 4.8: Results of DCP Test
Sl. No. Location (km) Side CBR (%)
1 106+600 RHS 19.70
2 113+920 LHS 14.20
3 120+500 RHS 12.20
4 134+000 RHS 10.80
5 135+000 LHS 4.20
6 135+800 RHS 14.70
4.4.5 Investigation for Natural Ground along Widening side & Realignment
The sub grade samples for natural ground have not been collected as there are no new
alignments and bypasses proposed which are outside the existing ROW.

4.4.6 Axle Load Survey

As per requirement of TOR, the Axle Load Survey has been conducted for both the directions
of traffic for commercial traffic only. The survey was carried out at three locations by using a
Load Weighing Pad.
For NH 106 traffic the Vehicle Damage Factor is indicated in Table 4.9. Indicative VDF for
Bus is adopted due to lack of adequate sample size.
Table 4.9: Vehicle Damage Factor
km (Both 2 – Axle 3 – Axle

Date Bus LCV
Directions) Trucks Trucks
02.08.10 27.000 0.570 4.620 1.50 0.220
03.08.10 70.000 1.540 1.970 1.50 0.004
04.08.10 103.000 2.670 1.320 1.50 0.010
4.5. SOIL AND MATERIAL INVESTIGATION

4.5.1 General
The investigation of different borrows areas and quarries were conducted from different
places where earth, coarse aggregates and sand are available. Other materials like Cement,
Steel and Bitumen are manufactured items and readily available.
4.5.2 Soil for Embankment, Sub base & Shoulder

The soil along the alignment falls in the category of alluvial soils of Indo-Genetic Region.
These soils are composed of broadly matching fractions of sands, silts, and clay, and make
fare to good sub grade material depending upon their percentages. Extensive survey was
undertaken to locate potential sources of borrow areas of soil as near to the project site as
possible to avoid long haulage of the materials. Materials used in embankments, subgrades,
earthen shoulders and miscellaneous backfills shall be soil, morrum, gravel, a mixture of
these. Such materials shall be free of logs, lumps, roots, rubbish or any other ingredients
likely to deteriorate or affect the stability of the embankment/subgrade.
The site investigation for borrow area has been carried out to identify the location of borrow
area, availability of estimated quantities to find suitability of borrow area material after
laboratory testing.
4.5.3 Granular Material for Sub base

Efforts were made to explore the sources of naturally occurring GSB granular materials for
use in the construction. Quantities of Morrum, which may be used in GSB, are available in
abundance in Madhepura. Sub-base materials comprise natural sand, gravel, laterite, brick

metal, crushed stone or combinations thereof meeting the prescribed grading and physical
requirements. The sub-base material should have a minimum CBR of 20 % and 30 % for
traffic upto 2 msa and traffic exceeding 2 msa respectively. Sub-base usually consist of
granular or WBM and the thickness should not be less than 150 mm for design traffic less
than 10 msa and 200 mm for design traffic of 10 msa and above.
4.5.4 Stone Aggregates for Pavement Courses and Cement
The survey was carried out to locate potential sources of sound stone aggregates required for
the construction of:
 Wet Mix Macadam
 Deus Bituminous Macadam
 Bituminous Concrete
 Cement Concrete
Consequent upon the detailed survey of the project influence area, discussions with the PWD
officers & Construction Agencies working in the vicinity of project road, it was revealed that
the stone quarries located at Itari, Fathepur and Madhepura are the only potential & nearest
source for the required stone aggregates & that in this area stone aggregates metal from these
quarries were being used.
Control on particle shape to get the product within flakiness and elongation limits will have
to be ensured during production with appropriate selection of crushing plant. The laboratory
tests for these properties have hardly any significance at this stage.
Therefore, in summary if the physical/ mechanical properties of a stone aggregate source
comply the requirements shown above, then the source should be deemed to comply with
requirements for concrete and any of the pavement courses i.e., GSB, WMM, DBM and BC
envisaged in the project. Sufficient quantities of materials are available at quarries to serve
the requirements of this project and those to follow in near future.
4.5.5 Sand for use in Pavement Course and Cement Concrete
The constituent parts of a fine-grained soil are silt and clay fractions. Silts are finer than
sands in texture and lighter in colour. Silts and clay particles are microscopic in size; physical
properties other than grain size must be used as criteria for field identification. The
classification tests used in the field for preliminary identification are:
 Dry strength test
 Shaking test
 Plasticity test
 Dispersion test
 Stain test

Dry strength test: The strength of a soil in a dry state is an indication of its cohesion and
hence of its nature. It can be estimated by crushing a 3-mm size of dried fragment between
thumb and forefinger. A clay fragment can be broken with great effort whereas silt fragment
crushes easily.
Shaking test: Shaking test is also called dilatancy test. It helps to distinguish silt from clay
since silt is more permeable than clay. In this test a part of soil mixed with water to a very
soft consistency is placed in the palm of the hand. The surface of the soil is smoothened out
with a knife and the soil pat is shaken by tapping the back of the hand. If the soil is silt, the
water will rise quickly to the surface and will give it a shiny glistening appearance. If the pat
is the deformed either by squeezing or by stretching, the water will flow back into the soil
and leave the surface with a dull appearance. Since clayey soils contain much smaller voids
than silts, the appearance of the surface of pat does not change during the shaking test. An
estimate of the relative proportion of silt and clay in an unknown soil mixture can be made b
y nothing whether the reaction is rapid, slow or nonexistent.
Plasticity test: If a sample of moist soil can be manipulated between the palms of the hands
and fingers and rolled into a long thread of about 3 mm diameter, the soil then contains a
significant amount of clay, where as silts cannot be rolled into thread of 3mm diameter
without severe cracking.
Dispersion test: This test is useful for making a rough estimate of sand, silt and clay present
in a material. The procedure consists in depressing a small quantity of soil water taken in a
glass cylinder and allowing the particles to settle. The coarse particles settle within about 30
seconds if the depth of water is about 10 cm. Silt particles settle in about 30 seconds to 240
minutes, where as clay particles remain in suspension for at least several hours and
sometimes several days. Colloidal particles finer than 0.0002 mm generally will not settle
because of Brownian movement.
Stain test: A paste of clayey with water when rubbed in between fingers leaves stain, which
is not observed in case of silts.
On the basis of information gathered through conducts with local people and applying visual
and field identification guides, it could safely be concluded that sufficient quantity of soil
from borrow areas will be available on either side of the project road within reasonable on
either side of the project road within reasonable distance (lead).
Suitable sources of soil required for the construction of embankment and sub-grade was
identified at 2 locations at Madhepura.
The soil sample about 40 kg in weight was collected from each pit in a gunny bag, and after
allotting identification marks was sent to the field laboratory for detailed testing. The Particle
size distribution, Atterberg limits, Modified AASHTO Compaction test, Cohesion, angle of
internal friction (unconsolidated, un- drained triaxial shear test) and laboratory CBR after 4
days soaking as per normal practice at 55 blows of Modified Proctor Rammer are done on
aggregates. In normal practice of testing the CBR values of the soil samples are more than
7% and also the soils are non expansive as evident from swell values. Hence the soils are
quite suitable for embankment.

Coarse grained soils

The coarse grained soils consist of mineral fragments that may be identified primarily on the
basis of grain size. The different constituents of coarse-grained soils are sand and gravel. The
size of the sand varies from 0.075 mm to 4.75 mm and that of gravel from 4.75 mm to 10
mm. The sand can further be classified as coarse, medium and fine. The engineer should
have an idea of the relative sizes of the grains in order to identify the various fractions. The
description of sand and gravel should include an estimate of the quantity of the material in the
different size ranges as well as a statement of the shape and composition of the grains. The
mineral grains can be angular or subangular. The presence of mica or a weak material such
as shale affects the durability or compressibility of the deposit. A magnifying glass can be
used to identify small fragments of particles. The property of a coarse grained soil also
depends on the uniformity of the sizes of the grains. Well-graded sand is more stable as a
foundation base as compared to a uniform or poorly graded material.
4.5.6 Water for Construction Purpose
Water used for mixing, sprinkling and curing shall be clean and free from injurious amounts
of oils, acids, alkalis, salts, sugar, organic materials or other substances that may be
deleterious to concrete or steel. Potable water is generally considered satisfactory for mixing
concrete. Mixing and curing with seawater shall not permit. As a guide, the following
concentrations represent the maximum permissible values:
i) To neutralize 200 ml sample of water, using phenolphthalein as an indicator, it should
not require more than 2 ml of 0.1 Normal NaOH.
ii) To neutralize 200 ml sample of water, using methyl orange as an indicator, it should
not require more than 10 ml of 0.1 Normal HCl.
iii) The permissible limits for solids shall be as follows when tested in accordance with IS
3025
Material Permissible Limits (max)
Organic 200 mg/ l
Inorganic 3000 mg/ l
Sulphates (SO4) 500 mg/ l
Chlorides (Cl) 500 mg/ l *
Suspended matter 2000 mg/ l
* In case of structures of length 30 m and below, the permissible limits of chlorides
may be increased upto 1000 mg/l.
All samples of water (including potable water) shall be tested and suitable measures
taken where necessary to ensure conformity of the water to the requirements stated
herein.
iv) The pH value shall not be less than 6 (as per IS 456 – 2000).

Recommendation
Water quality was found satisfactory for concreting, R.C.C & prestressed concrete work
confirming to IS 456.
 During actual execution of work chemical tests for each source of ground water shall
be carried out and approval shall be in according with IS 456 – 2000
4.5.7 Fly ash
Nearly 73% of India‟s total installed power generation capacity is thermal, of which coal-
based generation is about 90%. Power generation in India consumes about 70% of country‟s
coal production. Bulk utilization of fly ash is possible in the field of civil engineering
especially in the construction of road embankments. Natural borrow areas are either scarce or
expensive and the environmental degradation caused due to use of top soil for embankment
construction is very high. Fly ash is proved to be environmentally preferable alternative to
natural borrow soil. Fly ash possesses various desirable characteristics like lightweight, ease
of compaction, faster rate of consolidation etc. Also spreading and compaction of fly ash can
be started much earlier in comparison to soil after a rainfall. Fly ash would be a preferred
material for construction of embankments over weak soil.
4.5.8 Manufactured Materials
Cement
Cement to be used in the works shall be any of the following types with the prior approval of
the Engineer:
a) Ordinary Portland cement, 33 Grade, conforming to IS 269.
b) Rapid Hardening Portland cement, conforming to IS 8041.
c) Ordinary Portland cement, 43 Grade, conforming to IS 8112.
d) Ordinary Portland cement, 53 Grade, conforming to IS 12269.
e) Sulphate Resistant Portland cement, conforming to IS 12330.
Cement conforming to IS 269 shall be used only after ensuring that the minimum required
design strength can be achieved without exceeding the maximum permissible cement content
of 540 kg/cum of concrete.
Cement conforming to IS 8112 and IS 12269 may be used provided the minimum cement
content from durability considerations is not reduced.
Cement conforming to IS 12330 shall be used when sodium sulphate and magnesium
sulphate are present in large concentration to be aggressive to concrete.
Cement conforming to IS: 8041 shall be used only for precast concrete products after specific
approval of the Engineer.
Total chloride content in cement shall not exceed 0.05 percent by mass of cement. Also total
sulphur content calculated as sulphuric anhydride shall in no case exceed 2.5 percent and 3.0
percent when tri-calcium aluminate percent by mass is upto 5 or greater than 5 respectively.

Physical & chemical Test one for each source of supply
IS: 269 Once for each source of supply and

IS: 455 occasionally when called for in
case of long / improper storage.
IS: 1489
Besides, the contractor also will
IS: 8112 submit daily test data on cement
IS: 12269 released by the manufacturer / store
Bitumen
Bitumen is a thermoplastic material and its stiffness is dependent on temperature. The
temperature vs. stiffness relationship of bitumen is dependent on source of crude oil and
method of refining.
As per revised code IS: 73-2006, bitumen is classified based on Viscosity (viscosity at 60˚C
& 135˚C) and as specified there are four grades namely VG-10, VG-20, and VG-30 & VG-
40. According to viscosity grading, higher the grade stiffer is the bitumen. The penetration at
25˚C, which is the annual average pavement temperature, is retained.
VG-10 BITUMEN: VG-10 is widely used in spraying applications such as surface-dressing
and paving in very cold climate in lieu of old 80/100 Penetration grade. It is also used to
manufacture Bitumen Emulsion and Modified Bitumen products.
VG-20 BITUMEN: VG-20 is used for paving in cold climates and high altitude regions.
VG-30 BITUMEN: VG-30 is primarily used to construct extra heavy duty Bitumen
pavements that need to endure substantial traffic loads. It can be used in lieu of 60/70
Penetration grade.
VG-40 BITUMEN: VG-40 is used in highly stressed areas such as intersections, near toll
booths and truck parking lots in lieu of old 30/40 Penetration grade. Due to its higher
viscosity, stiffer Bitumen mixes can be produced to improve resistance to shoving and other
problems associated with higher temperature and heavy traffic loads.
Bricks
Burnt clay bricks shall confirm to the requirements of IS: 1077 except that the minimum
compressive strength when tested flat shall not be less than 8.4 MPa for individual bricks and
10.5 MPa for average of 5specimen. They shall be free from cracks and flaws and nodules of
free lime. The brick shall have smooth rectangular falls with sharp corners and emit a clear
ringing sound when struck. The site may be according to local practice with a tolerance of ±5
percent.
4.6. BRIDGE STRUCTURES
4.7.1 Introduction
A project team (comprised of a Bridge Engineer, a Hydrologist, a Geotechnical Engineer &
supporting staff) carried out the bridge inventory surveys and visual condition survey of

existing bridges as per guidelines stipulated in applicable codal provisions (IRC-SP: 19, 35 &
40). The project team inspected the existing Bridges & other cross Drainage Structures lying
on the project road and recorded the data using Performa prepared for carrying out the
detailed condition survey. The deficiencies in the existing structures were noted to ascertain
the measures required for strengthening of the structure.
All the details stipulated in IRC codes for efficient detailed inventory & condition survey of
structures has been tabulated in a convenient format enabling easy analysis. The cross
drainage structures were identified based on the material of construction, carriageway width,
total length, and type of structure.
As per detailed Inventory & condition Survey of the Stretch, there are 06 Minor Bridges, 1
Vented Causeway & 9 Slab and 1 Box Culverts lying along the Project Stretch.
4.7.2 Inventory of Existing Bridges
Out of 6 existing bridges, no major bridge falls within the project stretch. The project road
has a missing link across Kosi River between km 124.0 to km 132.0 which requires
construction of bridge/bridges to connect NH 106 and NH 31.
There are 06 minor bridges, 1 submersible causeway on existing Project Road. These bridges
consist of simply supported RCC solid slab with PCC Abutment and Wall type Pier as
substructure elements. Most of the bridges are narrower with carriageway width less than
8.4m.
Note: All Bridges are reconstructed due to Geometrical constraints of Road Embankment as
per IRC SP: 73 (2015) clause 4.2.1 (ii)
The inventory and general conditions of existing bridges are presented in Clause 4.7.3.
4.7.3 Condition Survey of Bridges
Major Bridges
Table 4.10: Inventory and Condition of Major Bridges
C way Total
Sl Chainage Existing Condition of the
Crossing Width Length
No. (km) Spans Existing Bridge
(m) (m)
NIL
Minor Bridges
There are 06 existing Minor Bridges lying on the project stretch. The types of superstructures
for the Minor Bridges were found to be RCC Solid Slab resting on PCC Sub-Structure.
Details of existing structures are shown in Figure 4.1.

Minor Bridge at Km.112+757 Minor Bridges at Km.112+816
Minor Bridge at Km.121+246 Minor Bridge at Km.122+634
Minor Bridge at Km.123+056

Figure 4.1: Existing Bridges along the Project road

The following table shows the Condition survey of Minor bridges along the project stretch.
Table 4.11: Report on Condition Survey for Minor Bridges
C way Total
Sl Chainage Existing Condition of the
Crossing Width Length
No. (km) Spans Existing Bridge
(m) (m)
Structure is in sound
condition with smaller
1 112+757 Stream 7.6 2 x 5.5 11.0 span configuration of
2x5.5 m with brick
masonry substructure.
2 112+816 Stream 6.6 2 x 3.4 6.8 span configuration of
2x3.4 m with brick
2 x 3.5
3 121+246 Stream 7.2 7.0 span configuration of
m
2x3.5 m with brick
2 x 3.5
m
2x3.5 m with brick
2 x 3.5
m
2x3.5 m with brick
2 x 3.5
m
2x3.5 m with brick
masonry substructure
Causeways
A vented causeway having 10 nos of Pipe of 1000mm dia was observed to be situated at Km
117+700 on the project road. This causeway was found to exist in low lying & submersible

area. Details of existing Causeway is shown in Figure 4.2.
Figure 4.2: Existing Causeway at Km.117+700
4.7. CROSS-DRAINAGE STRUCTURES

4.7.1 Introduction
A highway culvert is a drainage facility that allows water to flow under the road without
causing any traffic disruption. Culverts come in many shapes and sizes including round,
elliptical, flat bottomed and box shaped. Generally pipe and box culverts are being used in
practice. A culvert pipe is a cutting under or beside a road that allows water to drain.
Corrugated and spiral steel pipe are popular for culverts because they can be installed
quickly, have long life, are low in cost, and require little maintenance. A box culvert consists
of an RCC box of square or rectangular opening with span generally less than 6 m. The top of
the box may be at road level or may at a depth below the road level if road is in embankment.
Generally culverts serve two chief functions:
The first is that a culvert permits water to drain under the road, rather than pooling it on top,
making the surface secure for drivers. Pooled water on a road could cause cars to hydroplane,
cover up hazards on the roadway, and would eventually eat away at the roadway, causing it to
smash down quickly. In addition, if the water level next to the road rises in excess of, it could
start to flood onto the roadway, forcing road closure until the water level falls again.
The second function of a culvert is to hold up water from gathering along the margins of the
highway and grasping away at the base of the road bed. This expands the life of the road and
put off the edges of the roadway from gradually crumbling away, posing a security hazard to
drivers.
Similar procedures were adopted for the inventory and condition surveys for cross-drainage
structures as per guidelines stipulated in IRC-SP: 19-2001. The existing culverts observed
along the project road are mainly of RCC slab culverts.
4.7.2 Inventory and Condition survey of Existing CD Structures
There are 10 culverts existing along the project stretch out of which 9 are RCC slab culverts
and 1 is box culvert. Most of the slab culverts would require reconstruction into Box culvert.

Details of existing cross drainage structures are shown in Figure 4.3.
Culvert at Km. 107+000 Culvert at Km. 107+229

Culvert at Km. 115+500

Figure 4.3: Existing Slab culverts along Project stretch.
The inventory of these culverts is presented in Table 4.12.

Table 4.12: Inventory and Condition Survey of Pipe Culverts
Type of Span Arrangement
Sl Location Carriageway Structure
Structures and Total Ventway
No. (km) width (m) Condition
(Pipe. Slab) (No.x Length) (m)
NIL
Table 4.13: Inventory and Condition survey of Slab Culverts
Location Carriageway
S. No. No. Vents x Size (m) Condition
(km) width (m)
1 107 + 000 6.5 1 x 1.0 Fair
2 107 + 200 6.5 1 x 1.0 Fair
3 108 + 000 6.5 1 x 1.2 Poor
4 109 + 600 6.5 1 x 1.3 Fair
5 110 + 800 6.6 1 x 2.5 Fair
6 112 + 300 6.5 1 x 1.2 Fair
7 113 + 100 6.5 1x 3.1 Fair
8 114 + 200 6.5 1 x 3.0 Poor
9 115 + 500 6.6 1 x 1.3 Fair
Table 4.14: Inventory and Condition survey of Box Culverts
Carriageway
S. No. Location (km) No. Vents x Size (m) Condition
width (m)
1 121+100 7.4 1 x 6.0 Fair


CHAPTER 5
ENGINEERING DESIGNS
CHAPTER 5
ENGINEERING DESIGNS
5.1 GENERAL
The Project Highway National Highway No.106 starts at Udakishanganj (km 106) and
terminates at Bihpur (km 136.0 at junction of NH 31 at km 321). The entire Project Highway
passes through plain terrain. The existing project highway is made of single lane width.
About a length of 10 km is missing link which is due to washout of existing road and bridges
in the past during floods in Kosi River.
The Project highway lacks safety due to inadequate Road Signs and other road
appurtenances.
The safe, efficient and economic operation of highway is governed to a large extent by the
care with which, the improvement proposals and design has been worked out. These
improvements will consists widening, realignment and strengthening of pavement with all
ancillaries such as the improvements of geometries; widening and reconstruction of culverts
and bridges; providing drainage; junction improvements; providing road marking signs and
other safety devices, road over bridges etc to enable all road users (motor vehicles, animal
drawn vehicles, cyclists, pedestrians and animals) to use the facility without degrading the
environment.
Latest editions published by IRC/IS codes of practices & standards specifications and
guidelines of Ministry of Surface Transport are followed for design. Additional technical
references are used wherever the provisions of IRC/IS codes are found inadequate.
5.2 DESIGN STANDARDS AND METHODOLOGY
The design standards for widening and upgradation has been done as per the Manual of
Standards and Specifications for 2-laning of State Highways IRC SP 73: 2015 published by
Indian Roads Congress. The other relevant IRC codes have also been considered as required.
Additional technical references are used wherever the provisions of IRC/IS codes are found
inadequate. As far as possible eccentric widening is proposed in rural areas to take care of
traffic diversion during construction and also to minimize utility relocation and cutting of
trees. Concentric widening is proposed in urban areas to have minimum utility relocation and
R&R issues.
The existing carriageway is proposed to be improved to 2-lane with paved shoulders in urban
areas and 2-lane with earthen shoulders in rural areas. The horizontal curves which are
deficient either in radius or in transition lengths and curve length have been improved to the
extent possible with existing ROW to avoid land acquisition. The vertical curves which are
deficient in curve length and gradients have also been improved.
The various standards followed in design for various elements is given in Table 5.1 and
Table 5.2 of this chapter.

5.2.1 Codes and Guidelines

The Design Standards for geometric design and structure design are based on the
requirements laid down in IRC: SP: 73, The Manual of Specifications & Standards for 2
laning of Highways with paved shoulder of June 2015 published by Indian Roads Congress
and latest editions of IRC/IS codes of practices & standards specifications, and guidelines of
Ministry of Surface Transport.
Additional technical references are used wherever the provisions of IRC/IS codes are found
inadequate. The list of Basis for road and structure design are given in Table 5.1.
Table 5.1: Basis of Road Designs
Code No. Title of the Code

IRC:5-2015 Standard Specification & Code of practice for Road Bridges.
Section – I General Features of Design (Eigth Revision)
IRC: 6-2010 Standard Specification & Code of practice for Road Bridges.
Section – II Loads & Stresses (Fourth Revision)
IRC: 18-2000 Design Criteria for Prestressed Concrete Road Bridges (Post-Tensioned
Concrete) (Third Revision )
Section – III Cement Concrete Plain & Reinforced (Second Revision)
Section – VI Composite Construction (Third Revision)
Section – V Steel Road Bridges (Second Revision)
IRC: 35-2015 Code of Practice for Road Markings (Second Revision)
IRC: 37-2012 Guide Lines for Design of Flexible Pavements
IRC:45-1972 Recommendations for Estimating the Resistance of soil below the
maximum Scour Level in the Design of Well Foundations of Bridges.
IRC:65-1976 Recommended Practice for Traffic Rotaries
IRC:73-1980 Geometric Standards for Rural (Non Urban) Highways
IRC:78-2014 Standard Specification & Code of practice for Road Bridges.
Section – VII Foundation & Substructure
(Part-I) Section – IX Bearings, Part-I Metallic Bearings

Code No. Title of the Code

IRC: 83-1987 Standard Specifications & Code of practice for Road Bridges.
(Part-II) Section – IX Bearings, Part-II Elastomeric Bearings
IRC: 83-2002 Standard Specifications & Code of practice for Road Bridges.
(Part-III) Section – IX Bearings, Part-III POT, POT-CUM-PTFE,
PIN & Metallic guide bearings.
IRC:86-1983 Geometric Design Standards for Urban Road in Plains
IRC: 89-1997 Guidelines for Design & Construction of River training & control works
for road bridges. (First Revision)
IRC: 112-2011 Code of practice for Concrete road bridges
IRC: SP:13-2004 Guidelines for the Design of small Bridges and Culverts (First Revision)
IRC: SP:33-1989 Guidelines on supplemental Measures for Design, Detailing &
Durability of Important Bridge Structures.
IRC: SP:35-1990 Guidelines for inspection and maintenance of Bridges
IRC: SP:37-1991 Guidelines for evaluation of load carrying capacity of Bridges.
IRC: SP:40-1993 Guidelines on Techniques for strengthening and rehabilitation of
Bridges.
IRC: SP :105- Explanatory Handbook to IRC: 112-2011 Code of Practice for Concrete
2015 Road bridges
For items not covered in the above specifications, provisions in IS codes, Sound Engineering
practice, Technical Literatures/Papers & provision of relevant codes of other countries have
been considered. In addition to the above standards the MORTH suggestions are also
followed.
5.2.2 Geometric Design Standards
The improvement of geometrics is necessary on National Highways for safety and comfort of
road users, even for low traffic volumes. The Geometric Design standards adopted have been
listed in Table 5.2.
Table 5.2: Proposed Geometric Design Standards
Description Criteria Remarks
Design Service Volume 18000 PCU (Two-Lane with The Project road is Proposed
in Plain Terrain 1.5 m Paved Shoulders) two lane with paved shoulder
Ruling 100
Design Speed (km/h)
Minimum 80

Description Criteria Remarks

Width of Carriageway Two-Lane (7.0 m)
2.0 m Earthen Shoulders

Shoulders
1.5 m Paved Shoulders
Bituminous - 2.5%
Camber
Earthen - 3.0 %
Super Elevation Limited to 5%
Radii of curves are provided as

Horizontal alignment
per Table 2.5 of IRC SP 73.
As per MORTH Type Design

At Grade Intersections
1992.
Road Side Drains IRC: SP: 42 and IRC: SP: 50
5.3 ELEMENTS OF DESIGN AND PROVISIONS

The design of the Project stretch involves the carriageway widening, improvements of
horizontal and vertical geometrics, junction improvement, provision for storm water
drainage, widening and proposal of new structures. The following sections provide the details
of the different elements of Design and Provisions.
5.3.1 Carriageway Widening Principal
The existing carriageway is reconstructed to 2-lane with paved shoulder for whole section of
the project highway due to raising and poor condition of road. The existing ROW generally
varies from 22 m to 24 m. The details of the existing ROW are given in Table 5.3.
Table 5.3: Carriageway Widening Principal
Existing
Sl. From To Length Widening Proposed
Carriageway
No (km) (km) (km) Scheme Cross Section
Width (m)
1 106.000 114.000 3 to 5 8 LHS 2-lane with PS
2 114.000 116.000 3 to 5 2 RHS 2-lane with PS
3 116.000 124.000 3 to 5 8 LHS 2-lane with PS
4 124.000 133.500 Missing Link 2-lane with PS
5 133.500 136.000 3 to 5 2.5 LHS 2-lane with PS

Table 5.4: Existing Right of Way (ROW)
S. No. Existing km
ROW (m)
From (km) To (km)
1 106.000 107.000 24.0
2 107.000 108.000 24.0
3 108.000 109.000 24.0
4 109.000 113.000 24.0
5 113.000 114.000 24.0
6 114.000 115.000 24.0
7 115.000 115.950 24.0
8 115.950 116.000 24.0
9 116.000 117.000 24.0
10 117.000 119.000 24.0
11 119.000 120.000 24.0
12 120.000 120.370 24.0
13 120.370 121.410 24.0
14 121.410 122.000 24.0
15 122.000 124.200 24.0
16 124.200 133.400 00.0 (Missing Link)
17 133.400 136.000 24.0
5.3.1.1 Proposed ROW

Table 5.5: Proposed ROW
Design Chainage
S. No. Length (Km) Row
From To
1 106+000 123+300 17,300 24.0
2 123+300 125+110 1,810 60.0
3 125+110 132+040 6,930 30.0
4 132+040 132+900 860 60.0
5 132+900 133+280 380 24.0
6 133+280 133+620 340 150.0
7 133+620 134+918 1,298 24.0

5.3.1.2 Median Width

In the entire stretch there is no proposed median.
5.3.1.3 Service Road
There are no service roads proposed in project stretch.
5.3.1.4 Intersections
(a) At-grade intersections
Table 5.6: Major Junction
S. No. Design Chainage (km) Remarks

1 136+000 T Junction (At Bihpur)
Table 5.7: Minor Junction
Existing Chainage
S. No. Design Chaniage Side Type of Junction
(km)
1 107.624 106+800 BHS +
2 109.550 108+900 BHS +
3 112.190 111+113 RHS T
4 112.560 111+481 RHS Y
5 112.634 111+553 LHS T
6 113.154 112+250 RHS T
7 113.323 112+414 LHS T
8 113.662 112+752 RHS T
9 115.269 114+422 LHS T
10 115.650 114+800 LHS T
11 115.750 114+900 RHS Y
12 117.656 116+728 LHS T
13 118.800 117+890 LHS T
14 118.810 117+900 RHS Y
15 119.035 118+100 LHS T
16 119.570 118+532 LHS T
17 119.870 118+939 LHS T
18 120.650 119+700 RHS T
19 121.235 120+280 LHS T
20 124.095 123+131 BHS +

5.3.1.5 Raising of the existing road

The following stretches require raising as given below:
Table 5.8: Raising of the Existing Road
S. No. Design Chainage (km) Length (km) Extent of Raising (m)
1 106.000 to 123.200 17.200 2.00 to 3.00
2 123.200 to 124.330 1.130 5.00 to 6.00
3 124.330 to 125.114 0.784 5.00 to 12.0
4 132.035 to 132.940 0.905 3.40 to 14.0
5 132.940 to 134.918 1.978 3.0 to 4.0
Total length 21.997 km
5.3.1.6 Typical Cross Section details and TCS drawings
Table 5.9: Typical Cross Section Details
Design Chainage (km) Type of Cross

S. No. Length (Km)
From To Section
1 106+000 116+950 10.950 TCS-1
2 116+950 117+100 0.150 TCS-2
3 117+100 123+100 6.000 TCS-1
4 123+100 123+300 0.200 TCS-2
5 123+300 125+110 1.810 TCS-3
6 125+110 132+040 6.930 Major Bridge
7 132+040 132+950 0.910 TCS-3
8 132+950 133+280 0.330 TCS-1
9 133+280 133+620 0.340 Toll Plaza
10 133+620 134+918 1.298 TCS-1

TCS Drawings

Figure 5.1: TCS Drawings

5.3.1.7 Toll plaza
One toll plaza proposed is proposed at Ch. 133+450 with (2+1) lane configuration on both
sides. It shall be designed as per the guidelines of the manual.
5.3.2 General Arrangement of Proposed New Bridges
The widening and new construction of structures is based on the requirement laid down in
IRC: SP: 73: 2015. All new bridges have been constructed to accommodate for 2-lane traffic.
Width of immediate approaches has been adjusted to provide smooth transition from
approaches to bridge.
Major Bridge of 6.93 km length having 120 span of 2x12.5m carriageway, 6 span of 2x15.2m
carriageway Total 126 no span of 55m with Pile and well foundation. Pile foundation has
been proposed in central 2km portion. Bridge Health Monitoring System (BHMS) has been
proposed in the major bridge to monitor the bridge from safety and durability aspect during
its construction and complete life span
Reinforced concrete pipe for new culverts are of NP 4 type, conforming to the requirements
of IS: 458 with minimum diameter 1200 mm (Internal diameter). The Pipe / Slab / Box
culverts have been provided the same overall width as of the approach road. Overall width of
these structures is such that the outer face of railing/parapet will be in line with the outer edge
of the shoulder. All Bridges are reconstructed due to Geometrical constraints of Road
Embankment as per IRC SP: 73 (2015) clause 4.2.1 (ii)
The details of proposals for Bridges are given in below.

Table 5.10: Proposals for Bridges

Major Bridge
Existing Details Proposal

S. Design C way
No. Location Chainage Crossing Width Spans Condition Description
Span
Structure Details
(km) arrangement
(km) (m)
Bridge to constructed with 4 lane
125+109 to configuration (2 x 12.5) except from
NIL 126 x 55.0
132+039 P42 to P46 & P103 to P106 with 6
Lane configuration (2 x 15.2)
Minor Bridges
Structure is in
sound condition
with smaller
2 x 5.5 span Reconstruction
1 112.757 112+845 Stream 7.6
m configuration of
2x5.5 m with
brick masonry
substructure.
Structure is in
sound condition
2 x 3.4 with smaller Reconstruction
2 112.816 112+900 Stream 6.6
m span
configuration of
2x3.4 m with


S. Design C way
Span
Structure Details
(km) arrangement
(km) (m)
brick masonry
substructure.
2 x 6.0 +
Replace
10 x Submersible Relief vent of
3 117.700 117+020 Stream 9.5 with Box -
1.0 m Causeway 4x1.2 (Pipe)
Bridge
on either side
Structure is in
sound condition
with smaller
4 121.246 120+145 Stream 7.2
m configuration of
2x3.5 m with
brick masonry
substructure.
Structure is in
sound condition
with smaller Reconstruction
2 x 3.5
5 122.634 121+675 Stream 7.2 span
m
configuration of
2x3.5 m with
brick masonry


S. Design C way
Span
Structure Details
(km) arrangement
(km) (m)
substructure.
Structure is in
sound condition
with smaller
6 123.056 122+092 Stream 7.3
m configuration of
2x3.5 m with
brick masonry
substructure.
Structure is in
sound condition
with smaller
7 135+587 134+505 Stream 9.2
m configuration of
2x3.5 m with
brick masonry
substructure.

The details of proposals for existing and additional culverts are given below.
Table 5.11: Proposals for Existing and Additional Culverts
Details of Existing Pipe Culverts
Location Design Existing Carriage Existing No. Proposed

S. No.
(km) Chainage way width (m) Vents x Size (m) Span/Opening (m)
Nil
Details of Proposed additional Pipe Culverts (1 x 1.2 m)
S. No. Existing Chainage (m) Design Chainage
1 - 111.180
2 - 112.020
3 - 114.140
4 - 114.300
5 - 115.120
6 - 121.400
7 - 121.900
8 - 122.560
9 - 122.760
10 - 124.080
11 - 124.520
Details of Proposed additional Pipe Culverts (2 x 1.2 m)
S. No. Existing Chainage (m) Design Chainage
1 - 108.300
2 - 108.900
3 - 109.120
4 - 113.980
5 - 114.700
6 - 114.920
7 - 115.320
8 - 115.700
9 - 116.680
10 - 122.400
11 - 122.850
12 - 123.900
13 - 124.960

Details of Existing Slab Culverts to be widened with Box Culvert

Existing Existing No. Proposed
Location Design
S. No. Carriage way Vents x Size Span/Opening
(km) Chainage
width (m) (m) (m)
1 107 + 000 106+409 6.50 1 x 1.0 1 x 2.0
2 107 + 200 106+621 6.50 1 x 1.0 1 x 2.0
3 108 + 000 107+330 6.50 1 x 1.2 1 x 2.0
4 109 + 600 108+490 6.60 1 x 1.3 1 x 2.0
5 110 + 800 109+625 6.50 1 x 2.5 1 x 3.0
6 112 + 300 111+431 6.50 1 x 1.2 1 x 2.0
7 113 + 100 112+159 6.50 1 x 3.1 1 x 3.5
8 114 + 200 113+475 6.60 1 x 3.0 1 x 3.0
9 115+500 114+465 6.40 1 x 1.3 1 x 2.0
Details of Existing Box Culverts to be widened

Existing Existing No. Proposed
Location Design
S. No Carriage way Vents x Size Span/Opening
(km) Chainage
width (m) (m) (m)
1 121+100 120+000 7.40 1 x 1.0 1 x 6.0
Details of Proposed Additional Box Culverts (1 x 2.0m)

S. No. Existing Chainage (m) Design Chainage Proposed No. Vents x Size (m)
1 - 108.640 1 x 2.0
2 - 109.340 1 x 2.0
3 - 111.640 1 x 2.0
4 - 112.660 1 x 2.0
5 - 113.260 1 x 2.0
6 - 116.200 1 x 2.0
7 - 117.780 1 x 2.0
8 - 118.940 1 x 2.0

S. No. Existing Chainage (m) Design Chainage Proposed No. Vents x Size (m)
9 - 120.940 1 x 2.0
10 - 121.140 1 x 2.0
11 - 123.080 1 x 2.0
12 - 133.260 1 x 2.0
13 - 133.800 1 x 2.0
14 - 134.180 1 x 2.0
Details of Proposed Additional Box Culverts (1 x 3.0m)
SI. No Existing Chainage (m) Design Chainage Proposed Span/Opening (m)
1 - 110.360 1 x 3.0
2 - 110.580 1 x 3.0
3 - 117.460 1 x 3.0
4 - 118.280 1 x 3.0
5 - 119.700 1 x 3.0
6 - 123.307 1 x 3.0
7 - 123.337 1 x 3.0
8 - 123.367 1 x 3.0
9 - 123.400 1 x 3.0
10 - 123.430 1 x 3.0
11 - 123.500 1 x 3.0
12 - 123.530 1 x 3.0
13 - 123.575 1 x 3.0
14 - 132.840 1 x 3.0
15 - 133.010 1 x 3.0
16 - 133.470 1 x 3.0
17 - 134.600 1 x 3.0
18 - 134.870 1 x 3.0
5.3.2.1 Design Considerations

The following design considerations are considered in the structural design.
Dead Loads
Unit weight of different construction materials have been taken as per IRC: 6-2010.

Superimposed Load
Superimposed Dead load consists of load due to Wearing coat (surfacing coat), crash barrier
and foot path with hand rails. Unit weight for superimposed dead load is in conformity with
IRC: 6-2014. Loads corresponding to the dimensions given for bridge furniture details in
IRC: 5 are also considered as SIDL for design of structure.
Live Loads
Live Load Combinations specified as per IRC: 6-2014 are considered for New Structures.
Single Lane of Class 70R/ 2 Lane of Class A with Footpath/ 3 Lanes of Class A/ Single Lane
of Class 70R + Class A loading (whichever producing severe effect) are considered in design
with an appropriate Impact Factor. Reduction in longitudinal effect for three lane loading is
also considered as per Clause 211 of IRC: 6-2014
Also, as per Amendment released for IRC: 6-2014 in January 2014, IRC class Special
Vehicle (SV) loading (used for stator units, turbines, heavy equipment & machinery) shall
also be considered for analysis.
Differential settlements:
If the riding quality permits, clause 706.3.2 of IRC: 78 -2014 specify that the calculated
differential settlement between the foundations of simply supported span shall not exceed L /
400 of the distance between the foundations, where L is distance between two foundations. In
case of structure sensitive to differential settlement such as continuous structures the value of
differential settlement is taken as 10 mm.
Temperature Gradient
Temperature forces for calculation of bearing movement and for the design of expansion joint
are considered as per clause 215 of IRC: 6-2014. The design will be based on the range of
effective bridge temperature at the site location of the structure. The temperature gradient for
stress calculation of all structure members is considered as per the clause 215.3 of IRC 6-
2014. In context, following parameters shall be used in line with the mentioned clause:
Coefficient of thermal expansion: 12 x10-6/C.
Highest Maximum Temperature = 45.0C
Lowest Minimum Temperature = - 7.50 C.
Total Variation in temperature = +45.0 – (-7.5) = 52.5° C
Mean Variation in of temperature = 52.5/2 = 26.25° C
Thus, as per clause 215 of IRC: 6-2014, the structures (when effectively restrained) are
designed for a temperature range considering Mean of minimum or maximum air shade
temperature ± 10° C, whichever is critical
An effect of distribution of temperature across the deck depth is considered in design of
superstructure. The temperature has influence on the movement of expansion joints as well as
on bearings. The temperature variation and effect of rise and fall takes place over a season
and hence the long-term value of Modulus of Elasticity is considered in the analysis.

Water current forces

Water Current Forces considered are as per clause 210 of IRC: 6-2014. The structures shall
be designed for a variation of 20 degrees w.r.t to orientation of pier.
HFL, velocity of flow, scour depth has been taken as per past data received and hydraulic
calculations. On piers parallel to the direction of water current, the intensity of pressure is
given by following equation.
p = 52 K V2
Where,
p = intensity of pressure in kg/m2
K = a constant, value depends on shape of pier
V = velocity of current at point where pressure intensity is to be determined in m/s.
(which is zero at the point of deepest scour and √2 times maximum mean velocity at
the free surface).
Seismic forces
As per clause 219 of IRC: 6-2014, the Project Stretch falls in Seismic Zone III. The seismic
coefficient is considered as per the Importance factor of 1.5 for Structures. Response
reduction factor conforms to Clause 219.5.5 of IRC: 6- 2014.
Design seismic forces for substructure and bearings conform to the recommendations of IRC
for this seismic zone. Applicability of seismic forces for the design of bridges is as per clause
219.1 of IRC -6: 2014.
Wind forces
Wind Forces conform to clause 209 of IRC: 6-2014, acting perpendicularly to the structure.
Drag Coefficient, Gust Factor and Lift coefficient considered accordingly.
Buoyancy forces
Full buoyancy (100%) has been considered for checking the stability of foundations. For
checking stresses of the substructure components, 15% pore pressure uplift is considered in
the design.
Earth pressure
Lateral forces due to earth pressure for the design of abutments and retaining walls have been
calculated as per IRC: 6-2010. Properties of backfill material are taken as per IRC: 78-2000,
Appendix-6. All abutments & return walls have been designed for a live load surcharge
equivalent to 1.2 m earth fill.
Hydrodynamic forces under seismic condition
In addition to other inertial forces acting on the structure, Hydrodynamic forces conform to
IS: 1893.

Other Loads
The loads which are not mentioned in above Clause (like Vehicle collision loads etc) are as
per IRC: 6-2014.
Bearings
All bearings are detailed and designed in such a way that they are easily accessible for
inspection, maintenance and replacement. Design and specifications of bearings are as per
IRC: 83 (Part I, II & III).
For slab type superstructures no bearings have been provided, rather Tar paper bearings are
proposed. For bridges with RCC girder type superstructure POT/ PTFE bearings have been
proposed. Design loads and movements coming on to the bearings are provided to the
manufacturer to enable him to design and supply.
Expansion joints
For solid slab super structures up to 11.0 m span, the “Filler Type Expansion Joints” (20 mm
thick joint filler) have been proposed. „Single Strip Seal Expansion Joints‟ have been
provided for other type of superstructures with movement up to 80 mm. Rubberized
components of all the expansion joints older than 15 years of existing structures shall be
replaced.
5.3.2.2 Structural Analysis/ Design Methodology
Structural Analysis shall be clearly identified and explained for evolving a comprehensive
design methodology, which covers all aspects of design for various parts of the
bridges/structures (viz. superstructure, substructure, foundations & bearings).
Method of Analysis/ Design for Super Structure
Cast-in-situ/ Pre-cast RCC Box type of Structure
 Analysis of Non-Skew RCC Box type structures considering a slice of unit width (for
loads & forces) & modeling the geometry of structure in STAAD Pro. Subsequently,
design of section for critical values of loads & combination (applied on the structure)
from the output of the analysis. Reinforcement Calculations & Check for Stresses
(ULS & SLS case for various combinations) based on acquired results & standard
codes of practice.
 Stresses also checked for SLS condition under rare load combination & crack width
check for quasi permanent load combination.
Precast & Cast-in-situ RCC Girder type of Superstructure
The Structure having RCC Girder type of Structure (Precast or cast-in-situ) behaves as
composite section for all loads since the staging is released after the Slab gains strength. Such
Superstructure is analyzed for dead loads, SIDL, Live Loads & other loads using a two
dimensional grillage analogy method.
Skew effect is directly accounted in the grillage model to simulate the actual behavior.
The analysis of the RCC Girder for longitudinal flexure is carried out as below:

 Calculation of effective Flange Width for determination of sectional properties for the
longitudinal girders (in accordance with IRC: 112).
 The Longitudinal members of the superstructure (other than skew & curved
superstructure) is assigned as torsion less members that are able to resist the loads
applied in a plane perpendicular to the plane of assemblage, through bending shear of
the members.
 Generation of Grillage Model with longitudinal members along the C/L of the Girder
and along the outer edges, along with the Suitable transverse members along the cross
beams.
 Separate Calculations of Moments & Shear Forces for Inner & Outer Girders by
keeping the load train at a distance of minimum eccentricity from Crash Barrier.
 Calculations of Stresses & Moments at various sections for designing of the

Longitudinal Girders (at End of Solid Section, End of tapering Section & at an every
interval of L/8).
 Modeling Transverse Members of the grillage (other than the Cross-Diaphragm) as

Slab elements.
 Reinforcement Calculations & Check for Stresses (ULS & SLS case for various
combinations) based on acquired results & standard codes of practice.
 Stresses checked for SLS condition under rare load combination & crack width check
for quasi permanent load combination.
 Determining maximum shear stress, by checking the section at a distance equal to

effective depth from the face of the Support. Shear Reinforcement calculated at the
same section shall be continued upto the support.
 Secondary effects due to shrinkage & creep of concrete for composite structures shall
be accounted as per IRC method.
Precast & Cast-in-situ PSC Girder type of Superstructure

The Structure having PSC Girder type of Structure (Precast or cast-in-situ) is dependent on
the construction sequence. Such structure is in iso-static condition upto the stage of casting of
deck slab & diaphragm. After developing proper bond with the girder, the structure behaves
as composite section.
The Design therefore, is done with only the girder section being effective upto the stage of
casting of deck slab. Diaphragm & Composite Section are considered for all subsequent loads
(i.e. for SIDL & Live Loads).
Such Superstructure is analyzed for dead loads, SIDL, Live Loads & other loads using a two
dimensional grillage analogy method. Self weight of Girder & Dead Weight Load of Slab is

applicable on girder section alone & hence, the design forces for Dead Loads are calculated
separately & results are superimposed.
The analysis of the PSC Girder for longitudinal flexure is carried out as below:
 Calculation of effective Flange Width for determination of sectional properties for the
longitudinal girders (in accordance with IRC: 112).
 The Longitudinal members of the superstructure (other than skew & curved
superstructure) are assigned as torsion less members that are able to resist the loads
applied in a plane perpendicular to the plane of assemblage, through bending shear of
the members.
 Fixation of Cable length at various sections along the length based on which gross &
net section properties along with resultant centroid of strands is calculated at various
sections along the length of girder.
 Generation of Grillage Model with longitudinal members along the C/L of the Girder
and along the outer edges, along with the Suitable transverse members along the cross
beams.
 Separate Calculations of Moments & Shear Forces for Inner & Outer Girders by
keeping the load train at a distance of minimum eccentricity from Crash Barrier.
 Calculations of Stresses & Moments at various sections for designing of the

Longitudinal Girders (at End of Solid Section, End of tapering Section & at an every
interval of L/8).
 Modeling Transverse Members of the grillage (other than the Cross-Diaphragm) as

Slab elements.
 Reinforcement Calculations & Check for Stresses (ULS & SLS case for various
combination) based on acquired results & standard codes of practice.
 Determining maximum shear stress, by checking the section at a distance equal to

effective depth from the face of the Support. Shear Reinforcement calculated at the
same section shall be continued upto the support.
 Effect of Differential shrinkage & creep between pre-cast girder & cast-in-situ slab
shall also be considered.
Cross Diaphragm from RCC/ PSC Girder type Superstructure
Design of Cross Girder (i.e. calculation of Bending Moment & required reinforcement) for
critical load case is calculated considering both, Jacking condition as well as service
condition. Reinforcement Calculations & Check for Stresses (ULS & SLS case for various
combinations) are based on acquired results & standard codes of practice. For lifting of span

for replacement/maintenance of bearing in any future, it is needful to use jacks located as per
design consideration.
Deck Slab for RCC/ PSC Girder type superstructure
STAAD Pro is used to analyze the Deck Slab transversely as a continuous one-way slab
(supported on longitudinal girders) with cantilever overhang (on either side) by considering
unit width of deck slab along span. Global analysis of Deck slab is also done due to unequal
deflection in Girder. The analysis is carried out for various loads (i.e. DL, SIDL & LL).
Various design sections are identified & designed for the worst combinations of the loads
mentioned earlier. Stresses are then checked for SLS condition under rare load combination
& crack width is checked for quasi permanent load combination.
Design of Box Girders (PSC)
 The Bending moment and Shear Forces due to Dead Load, Super Imposed Dead Load
and Live Loads worked out based on Simple Beam Theory, considering center to
center of bearing as span length.
 To account for torsion, distortion and warping the Live Load bending moments and
shear forces increased by 10%.
 In the transverse direction the box is analyzed as R.C.C. section. The box is idealised
as a plane frame considering unit width of box. The load intensities due to Live Load
are applied on the frame considering the width over which they are dispersed as per
I.R.C. codes.
 The concrete stresses at extreme fibres under various stages of loading are checked at
all the design sections. Capacities of the sections are also checked for the ultimate
moment condition as per provisions of IRC:112.
 For obtaining maximum shear stress, the section at a distance equal to effective depth
from the face of the support is checked for ultimate loads and the shear reinforcement
calculated at the section is continued up to the support.
 For PSC Box Girders, section cracked or un-cracked in flexure has been decided
based on whether the maximum ultimate shear capacity of the sections governs by
cracked or un-cracked capacity. At locations where un-cracked capacity governs the
relief due to vertical component of pre-stress has been considered.
Design of RCC Voided Slab
The Structure having RCC Voided slab type of Structure is analyzed and designed for loads
and forces by modeling the structures in STAAD.pro. Dimensions to be provided conform to
IRC: SP-64-2005

 The Bending moment and Shear Forces due to Dead Load, Super Imposed Dead Load
and Live Loads is worked out based on Simple Beam Theory, considering center to
center of bearing as span length.
 Capacities of the sections is checked for the ultimate moment condition as per
provisions of IRC: 112.
 The concrete stresses at extreme fibers and tensile stresses in reinforcement for
bending moment/loading under SLS combination are checked at all the design
sections as per provision in IRC:112. Stresses of flanges/webs are checked confirming
to IRC: SP-64.
 In the transverse direction the voided analyzed as R.C.C. section. The RCC voided is
idealized as a plane frame considering unit width of voided slab.
 For obtaining maximum shear stress, the section at a distance equal to effective depth
from the face of the support is checked for ultimate loads and the shear reinforcement
calculated at the section is continued up to the support.
 Shear check is checked for all critical locations for ultimate loads.
Seismic Design
The Project Corridor falls under the seismic Zone-III. Seismic Analysis is carried out in 2
Steps:
 Carrying out single mode of analysis to obtain the fundamental vibration period of the
structure in two orthogonal directions (i.e. Longitudinal & Transverse direction).
 Estimation of seismic forces using the spectrum response, as per IRC: 6-2014.
The calculation for fundamental period is done either by using the simplified expression
given in Appendix – D of IRC: 6-2014 or else by modeling the structure in STAAD/Pro and
carrying out dynamic analysis.
Vertical seismic coefficient is taken as “two third” of the horizontal seismic coefficient. The
vertical seismic is combined with the horizontal seismic in any one direction. The seismic
combination to be considered is as follows:
o +SX+0.3SY+0.3SZ
o +SY+0.3SX+0.3SZ
o +SZ+0.3SX+0.3SY
Where SX & SZ are seismic forces in longitudinal & transverse direction respectively, while
SY is the seismic force in vertical direction.
Method of Analysis/ Design for Sub-Structure & Foundation
The Sub-structure (Abutment/ Pier) is designed to withstand the vertical forces transferring
from Superstructure. IRC: 78-2014 Codal provisions is followed in this regard.

The scour to be considered for design is based on mean design flood. In the absence of
detailed data, the scour to be considered for design is 0.9 times the maximum design scour
depth.
In loose sands or poorly graded sands with little or no fines, vibrations due to earthquake may
cause liquefaction or excessive total and differential settlements. Since this project is located
in critical seismic zone & hilly region, hence liquefaction effect is not required to be
considered.
The dimension of the member & reinforcement are provided as per design requirement &
minimum criteria as per latest codal provision.
Open Foundation
Considering the project in hilly & rocky terrain, open Foundation is expected as feasible &
shall be proposed in view of rock & safe bearing capacity available at shallow depth. Open
Foundation shall be analyzed as per load combinations mentioned in IRC: 6-2014 & shall be
designed & checked for bending as per the provisions of IRC: 112 & IRC: 78-2014.
Factor Safety against overturning and sliding for unfactored load combination are given
below.
FOS against FOS against

S. No. Load Combination
overturning sliding
1 Basic Combination 2 1.5
2 Accidental/Seismic combination 1.5 1.25
 Stresses are checked for SLS condition under rare load combination & crack width is
checked for quasi permanent load combination.
 Seismic forces are increased by 25% for design of Foundation as per IRC:6-2014.
Piers & Pier Cap
The piers are designed for as per the provisions of IRC: 112 & IRC: 78-2014. The design is
checked for both, cracked & un-cracked condition.
Pier cap is checked either as a flexural member or as a bracket, depending upon the span /
depth ratio. In case it is a flexural member, the bending moments are checked at the face of
pier support. Shear force is checked at a distance deff away from the face of support. In case
the pier cap acts as a bracket, the design conforms to provisions of IS: 456 in absence of any
specific provision in IRC code for bracket design.
Pier Cap is also checked for bending & shear arising from vertical forces acting on bearings
& torsion due to unbalanced vertical loads on bearings.
Analysis, design and detailing will in general conform to the stipulations of relevant IRC
codes and good engineering practice.

Reinforcement Detailing
 The bar sizes and distance between bars and pre-stressing cable ducts/tendons in
accordance with section 15 of IRC: 112-2011.
 Curtailment of bars as per clause 16.5.1.3 of IRC: 112-2011,
 Minimum Reinforcement and Distribution reinforcement in slabs as per IRC: 112
 Minimum shear reinforcement as per IRC: 112-2011.
 Minimum diameter of any reinforcement not less 10mm for open foundation,
transverse ties, stirrups and all secondary reinforcement for girder and slab.
 Minimum diameter of any reinforcement not less than 12 mm for pier vertical bar,
pier cap main bar, and longitudinal bar in girder.
 Ductile detailing as per chapter 17 of IRC:112.
 Box culverts shall be constructed with individual precast inverted U-shaped sections
connected by in-situ base and stitch concrete at deck.
Permissible Stresses
The Permissible Stresses in the RCC & PSC members are as per IRC: 112.
The Permissible Stresses in the Composite members & Steel structures considered in design
are as per IRC: 22-2008 & IRC: 24-2010, respectively.
Increase in Permissible Stress in steel and concrete due to various load combinations are as
per IRC: 6-2014.
Software for Analysis and Design
 In house developed programs and spread sheets for checking stresses and capacity of
structural element.
 Structural Analysis: STAAD.pro.
5.3.2.3 Construction Methodology
As per geotechnical and hydrological investigations wall type/circular RCC piers with
raft/pile foundations are considered. Standardization of spans and type of structures has been
done in view of faster construction. MORTH specifications for road and bridge works shall
be followed for construction methodology.
Clauses which are applicable for relevant parts of structures are as below.
Open foundation ------- Section 2100
Sub-structure ------- Section 2200
Super Structure ------- Section 2300
Protection Work ------- Section 2500
Bearing ------- Section 2000

Expansion Joint ------- Section 2600

Repairing work ------- Section 2800
Pipe Culverts ------- Section 2900
5.3.2.4 Maintenance Aspects

Repairs and rehabilitation of structures
Based on the defects observed, a comprehensive repair and rehabilitation plan is to be
prepared for repair and rehabilitation of the distressed bridge components.
Common repair/ rehabilitation measures (for all structures)

a) Expansion joints shall be replaced where required.
b) Bearings shall be replaced where required.
c) Existing wearing coats to be replaced with new wearing coats.
d) Plastering/Guiniting shall be done in the cracked/distress portions of the existing
bridges.
e) Existing railings shall be replaced with crash barriers and footpaths shall be cast
where required.
f) Removal of vegetation from the structures; vent way and revetments around
abutments.
g) Replace / rehabilitate damaged stone pitching on embankments and slopes.
h) Approach slabs to be constructed on both sides where required.
i) Bed protection work where required.
5.3.3 Intersection Improvement Proposals

The major junction is a three legged T-junction with moderate Traffic. The designs of
junctions shall be done as per MORTH Type Designs, 1992. Gradients proposed are not
beyond 2%. The sight distance adopted is intermediate sight distance. The intersection will be
Stop Control unless specified.
5.3.4 Pedestrian and Animal Crossing
Based on the Pedestrian and Animal count surveys carried out, no pedestrian or animal
crossing is proposed on the project stretch.
5.3.5 Provisions for traffic guidance and safety and Speed Control Measures
Provisions for traffic guidance and safety will be provided wherever required as per
requirements/ IRC standards.

5.3.6 Traffic Control and Safety Measures

The traffic control devices shall comprise of traffic signs, road markings, safety barriers,
pedestrian, railings, etc, as per IRC:35, IRC:67. Three types of road signs viz.,
mandatory/regulatory signs, cautionary/ warning signs and informatory signs will be
provided considering as per safety requirement. Locations of signs conform to IRC 67.
5.3.7 Lighting
The Lighting requirements will be provided as per IS-1944 (1&2) for Project road and IS-
1944 (V & VI) for intersections, bus stops, truck laybye, urban area and areas of civic
Importance. Also lighting will be provided in Village Sections where there is high volume of
Pedestrian movement. The Lighting requirements shall be provided as given in Table-1 of IS:
1944(1 & 2)-1970.
5.3.8 Landscaping and Arboriculture
Landscaping and Arboriculture is not proposed for the project, however afforestation shall be
done at the rate of four times the number of trees cut.
5.3.9 Miscellaneous Features
5.3.9.1 Proposals for Bus bays
Bus bays have been proposed at existing bus stop location per the guidelines in IRC: 80.
There are 4 numbers of existing Bus stops. The details of Bus Bays are given below.
Table 5.12: Existing Bus Stops
S. No. Location (km) Side Village/habitation name

1 109.840 RHS
Barateni
2 109.955 LHS
3 111.910 RHS
Madheli
4 112.025 LHS
5 120.310 RHS
Bathkariyabasa
6 120.425 LHS
7 123.940 RHS
Phalut
8 124.055 LHS
5.3.9.2 Proposals for Truck Lay byes

At present there is no such quantum of truck traffic in the project road. As such no truck lay
byes are provided on the project road.


CHAPTER 6
ENVIRONMENTAL IMPACT
ASSESSMENT AND EMP
CHAPTER 6
ENVIRONMENTAL IMPACT ASSESSMENT AND EMP
6.1 PROJECT DESCRIPTION
Ministry of Road Transport & Highways has decided for Rehabilitation and upgrading to 2-
lane/2-lane with paved shoulders configuration and Major Bridge over kosi river for package-
2 section from (km 106+00 to km 136.00) of NH 106 in the state of Bihar.
The upgrading works will consist mainly of -
(a) Raising the formation level in submergence areas.
(b) Widening/ reconstruction to two-lane paved shoulder from the existing single
lane/intermediate lane width,
(c) Providing paved shoulders in the urban sections.
(d) Pavement strengthening.
Certain road stretches may also require the provision of drains, pedestrian, crossings, etc.
6.1.1 Project Location
In package –I, the project road (NH-106) starts at Udakishanganj at km 106.000 district
Madhepura, and end at Km 136.00 at Bihpur chowk of Bhagal Pur district Bihar. The project
road traverses through two Districts viz, Madhepura and Bhagalpur.
Districts traversed by the Project Road is given in Table 6.1.
Table 6.1: Districts traversed by the Project Road
S. Name of the Road Section Length

Districts
No. (Project Road) (km)
1 Madhepura from km 106.00 to 123.00 17
Udakishanganj- Bihpur
Bhagalpur from km 123.00 to km
2 Section (Package-II) 13
136.00
Total 30
6.1.2 Details of Project Corridor
Birpur is close to international Nepal boundary at a distance of about 1.5 Km. The entire
stretch of the study road falls under multi-hazardous zone and runs along river Kosi. Further
stretch of this road beyond Udakishangang (106 Km) goes to Bihpur (136 Km) in Bhagalpur

district. The length from 106 Km to 136 Km is included in Package II as river Kosi flows
across the road and is a major hurdle. Similar but separate EIA, EMP studies are being
carried out for this Phase II. The major benefit of this widening and construction of missing
link over kosi bridge improve connectivity of the surrounding areas and also with other
National Highways and State Highways. Map is given in Fig. 6.1.
The project road passes through plain terrain. Nearly 10% area is under flood plain and is
prone to natural flood disasters.
A Key Plan of Kosi missing link is given in Fig. 6.2.
Figure 6.1: Project Road Map (Birpur-Bihpur)

Figure 6.2: Key Plan of Kosi Missing Link
6.1.3 Corridor of Impact and Right of Way (ROW)
The corridor of impact (COI) is the direct area of influence. The COI is defined on the basis
of road design, speed and the distance needed (the clear zone) for a vehicle leaving the road
to come to a safe stop or to swerve back on to the carriageway. The existing ROW is varying
from 22 m to 24 m. Project stretch has single/intermediate (SL/IL) wide bituminous
carriageway with 1 m to 2 m wide shoulders on both sides. Embankment height varies from 1
m to 8.0 m for most of the stretch. However, for various other environmental components,
which are likely to have a broader area of influence, a distance of 10 km on either side of the
road has been used to define the indirect area of influence.
For a design-speed of 80-100 km/h, the clear zone should extend 4.5 m beyond the standard
of 2.5 m road shoulder, thus creating a 7 m wide cleared area beyond the edge of the
carriageway. For this design speed the COI would be 21m (4.5 m clear zone plus 2.5 m
shoulder on either side plus two 3.5 m carriageways). However, in certain cases, the COI is

wider than the available ROW (such as where land beyond the ROW is required for
geometric realignment of highway, etc) and in these cases the direct area of influence has
been taken as the “edge of permanent works”.
In urban areas, with design speed of 50-60 km/h, the minimum COI would be about 16 m.
However, because of the need for on-street parking, and similar facilities, the COI has been
set as 18 m. These COI boundaries, when drawn onto the strip maps, yield much lower and
hopefully more realistic impacts, for example, reduced number of affected assets and persons.
The COI concept has not been applied as an absolute measure but, rather, as a guideline. The
COI is extended to include, the ROW boundary and beyond, for example, when schools or
hospitals border the ROW. The design decisions also play a part where, the pavement is
deliberately constricted or has been designed as narrow sections.
6.2 SCOPE OF WORK

The scope of works involve up-gradation works of existing SL/IL to 2-lane with paved
shoulders and alignment improvements worthy within available ROW conforming to relevant
IRC standards. Reconstruction of weak major, minor bridges, culverts, improvements of road
intersections, drains, road geometrics and road furniture shall also be taken up.
6.2.1 Traffic Details per route
The present and projected traffic by vehicle types along the project road at three locations is
given in Table 6.2.

Table 6.2: Present Traffic Volumes by Vehicle Types along the Project Road
Source – Table 4.6 of Final FSR.
6.2.2 Design Speed

The design speeds for various terrain classifications for 2-lane highways are mentioned in
IRC SP: 73-2015 The project runs in plain terrain and the following design speeds are
applicable as given below:
Type of Terrain Cross Slope of the Ground Design Speed (km/h)
Ruling Minimum
Plain Less than 10%
100 80
In general, the ruling design speed shall be adopted for the various geometric design features
of the road. Minimum design speed shall be adopted where site conditions are restrictive and

adequate land width is not available. However the minimum design speed at a few locations
could be lowered to 50 to 60 km/h due to site constraints and to minimize the acquisition of
land and structures.
6.2.3 Improvement proposal
The improvement proposal includes up gradation of existing carriageway.
The main elements of the up gradation - widening and strengthening are:
(i) Widening is done along the existing alignment eccentrically in rural areas and
concentrically in urban areas.
(ii) Wherever adequate ROW is not available, the deficient curves are improved to design
speed of 60 km per hour in open area and 50 km per hour in built up area as per
guidelines of MORTH.
(iii) As far as possible the widening is accommodated within the existing ROW and
additional land acquisition is kept to absolutely minimum.
(iv) Numbers of realignments are kept to minimum extent.
In built up area, the widening has been proposed in the entire existing ROW to restrict future
encroachments.
6.2.4 Road Construction Materials
The sources of construction materials such as fine and coarse aggregates, granular sub-base
material, sub-grade soil and borrow area soil have been carried out in respect of their
availability and suitability. Information on existing quarries and other sources of potential
road construction materials have been collected during field visits and from local officers of
the Road Construction Department of the project area.
Details of road construction materials and their locations for the proposed sub-project road
are given below:
6.2.4.1 Rocks/Aggregates
Coarse aggregates from different quarries were collected and tested to assess their suitability.
It will be ensured that these quarries have proper valid consent to operate from State
Pollution Control Board. The locations of quarries are listed below:
1) ITARI Source in Nepal, 140 km from 0.000 of Project Corridor.
2) Sahabganj, 225 km from Madhepura (km 73.000 of Project Corridor).
3) Pakur, 320 km from Madhepura
6.2.4.2 Gravel
Murrum and residual gravel are useful as sub-base, sub grade and shoulder material. The
locations of gravel quarries are listed below:

1) ITARI Source in Nepal, 140 km from 0.000 of Project Corridor

2) Mirza Chowk and
3) Sahabganj, 225 km from Madhepura
6.2.4.3 Sand
The location of source of sand is listed below:
1) The sand from Bhagalpur Source, Lead 200 km for Madhepura.
2) The sand from Lakhi Sarai Source, Lead 180 km for Madhepura.
6.2.5 Fly Ash
Nearly 73% of India’s total installed power generation capacity is thermal, of which coal-
based generation is about 90%. Power generation in India consumes about 70% of country’s
coal production. Bulk utilization of fly ash is possible in the field of civil engineering
especially in the construction of road embankments. Natural borrow areas are either scarce or
expensive and the environmental degradation caused due to use of top soil for embankment
construction is very high. Fly ash is proved to be environmentally preferable alternative to
natural borrow soil. Fly ash possesses various desirable characteristics like lightweight, ease
of compaction, faster rate of consolidation etc. Also spreading and compaction of fly ash can
be started much earlier in comparison to soil after a rainfall. Fly ash would be a preferred
material for construction of embankments over weak soil.
As per the Guidelines, if any thermal power plant is exist within the range of 100 km from
the project road, then flyash need to be used in road construction. Kahalgaon Thermal Power
Plant is within the range of 87 km away from the project road end. It is feasible and economic
to utilize flyash with lead upto 100 km so only 13 km can be served with flyash. Only 2340
cum flyash is required for 13 km stretch which is not recommendable.
6.2.6 Embankment fill
The sub grade of the existing pavement shall be used as embankment fill material. In addition
fill material will be obtained from quarries at km 109+500LHS.
Selected suitable earth shall also be from the borrow area to yield the sufficient quantity of
earth.
6.2.7 Asphalt
Asphalt will be prepared in hot mix plants with bitumen brought from IOCL plant at Barauni
at a lead of 350 km from Madhepura, at km 73.000 on the project highway.
6.2.8 Major and Minor Bridges
There are 1 major bridge at Kosi bridge proposed and 7 minor bridges on the Project Road..
All Existing minor bridges will be taken on reconstruction due to Poor condition and New
Major Bridge at Kosi river will be constructed.

6.2.9 Junctions
There are one Major Junction proposed at km 136.00 atb v.
6.2.10 Bus lay-bye, Truck Lay-bye and Parking Areas
10 bus stops are exist along the project road. 10 more bus bays have been proposed along the
project road. Bus bays for village or built up locations have been positioned in straight and
level sections of the road and visible from a long distance in both directions and as per the
recommendations in IRC: 80-1981.
6.3 ROAD FURNITURE
Road markings, mandatory, informatory and cautionary sign boards; delineators, object
markers; reflective pavement markers; guard posts and crash barriers; road humps and rumble
strips have been proposed at appropriate locations for the safety of road users as per the IRC
guidelines keeping in view the site requirements.
6.3.1 Construction and Replacement of Bridges and Culverts
There are three major bridges at km 2.20, km 74.227 and km 92.424. Out of three major
bridges, one is proposed to be realigned as a Major Bridge & remaining two are retained.
Also two existing Minor Bridges has been proposed as Major Bridges.
There are 22 minor bridges, out of which 3 are retained. 1 is proposed to be retained with
widening as per two-laning manual and superseding manual while 1 is realigned. Also, 15
Minor Bridges are proposed for reconstruction. Remaining two Minor Bridges are proposed
as Major Bridge as discussed above.
Four additional minor bridges are also proposed after discussion with State RCD and
MORTH Regional Officer at Patna to improve the hydrology of the area.
There are 64 existing culverts, out of which one is retained, 36 are proposed for widening and
remaining 27 are to be reconstructed.
188 additional culverts are proposed to improve the hydrology of the project area from km 0
to km 106.
6.3.2 Economic Internal Rate of Return
EIRR should be based on final cost estimate. An analysis for a period of 30 years including
construction period is carried out to assess economic viability of the project.
Assumptions - Discount rate of 12%.
Salvage value as 0%.
Economic analysis results are given in Table 6.3.

Table 6.3: Economic Analysis Results
HDM-4
Base Case NPV Undiscounted NPV Discounted
EIRR (in %)
(in million Rs.) (in million Rs.)
5% Growth Rate 37856.96 3214.20 17.5%
6.4 PROJECT SPECIFIC ENVIRONMENTAL IMPACTS & MITIGATION

MEASURES
6.4.1 Impacts & Mitigation Measures during Construction Phase
6.4.1.1 Topography, Geology & Soil

Higher embankments have been designed in flood prone areas. Overall topography of the
area is not going to alter due to the minor changes in embankment heights.
There will be some positive impacts as follows:
 Raising of embankment leads to no submergence areas for round the year
connectivity.
 More drainage structures will ease/improve the hydrology of the area, hence relieve
the flooding situation.
 Vertical geometries improvement leads to better sight distance and safer
transportation.
 Junction design/improvement for smooth and effective traffic movement.
Mitigation Measures
Embankment is proposed to be raised to adequate heights at flood prone areas.
There is not much change in the embankment of the project road, hence no appreciable
change in topography. Pavement height will be raised only to accommodate structural layers
over the existing pavement. The raising due to submergence and profile improvement is
positive impacts on the local environment. The raised sections are located away from
habitations.
Impact on Geology
Impact on the geological resources will occur from the extraction of materials (borrow of
earth, granular sub base and aggregates for base courses and bridges). The boulders will be
procured from the authorized suppliers. Relevant rules will be followed for borrowing of
soil, sand and aggregates. The impact on general geology of the region is insignificant. No
blasting is required at construction sites. No significant impact on the geology of the area is
anticipated.

Mitigation Measures
Selected borrow areas have been identified during the design stage of the project. Most of
these borrow areas are local borrow areas, and agricultural fields not in productive use, and
where farmers desired lowering of the level of the land (reduction of energy requirement for
the watering and reduce loss of water, nutrients, and fertilizer through the seepage).
 The borrow area should not be located in cultivable land unless unavoidable i.e. no
suitable uncultivable land in the vicinity for borrowing or private landowners are
willing to allow borrowing in their fields.
 Along the roadside, borrow pits should be located 5 m away from the toe line.
 The loss of productive and agriculture soil should be minimum.
 The Contractor will ensure that suitable earth is available.
Impact on Soil
Loss of Productive Soil
Only 20.329 ha land is required for widening of the project road. Loss of fertile soil may
occur during construction stage, if construction plant, offices, workers camps, stockyards,
borrow areas, etc, are located on fertile areas, and if, haul roads and traffic detours during
construction are routed through agricultural lands. Top soil will be scrapped and stacked
separately. It shall be used for plantation growth on slopes of embankment.
Soil Erosion
Erosion of top-soil can be considered a moderate, direct and long-term negative impact
resulting from the construction phase. The potential for soil erosion is high and pervasive
during the construction stage. Starting with clearing and grubbing of trees vegetation is
stripped away, exposing raw soil. The construction of new fill slopes for grading and bridge-
end fills also exposes large areas to erosion, if protection methods are not implemented.
Along the project road rehabilitation/reconstruction/widening of a number of major and

minor bridges and culverts shall be planned. Construction of new bridges involves excavation
of river bed and banks for the construction of the foundation and piers. If the residual spoil is
not properly disposed of, increased sedimentation downstream of the bridge may take place
during the monsoon. Also, the bridge-end fills require armoring to ensure gulling and
slumping are minimized.
Compaction of soil
Compaction of soil may occur, particularly on haul roads during site clearance due to
movement of heavy machinery and vehicles and during setting up of construction camps and
stockyards. During construction, there is a possibility of compaction beyond the COI, due to
the movement of vehicles and heavy machinery.

Mitigation Measures
Soil erosion could cause sever negative impact if, not dealt with in time. It may harm the
environment in two ways, firstly it erodes the top soil and secondly it spoils the resource
where it settles, mostly water course. The following measures shall be taken during
construction stage:
Road slopes and spoils

Adequate measures have been devised for control of the soil erosion from the embankments;
the slopes have been restricted to 1 vertical: 2 horizontal for most of the sections. Soil erosion
through embankments is prevented and controlled by following methods.
Grassing/Turfing of slopes: (for embankment < 3.0 m)
For this purpose it is best to use locally growing grasses and bushes, as these are best adapted
to the local soil, temperature and rainfall conditions. Plantation is best done just after the first
pre-monsoon showers, which gives a time of 2-3 weeks for the grass to take root before the
onset of monsoon. Normally, no watering of the grassed slopes is done following the
planting. However, watering of the slopes may be provided if, the planting is done in the non-
monsoon season, or to respond to dry conditions following planting. The above methods of
providing vegetation cover on embankment slopes follow provisions in IRC-56-1974,
"Recommended Practice for Treatment of Embankment Slopes for Erosion Control".
Soil Erosion Control Blankets (for embankment > 3.0 m)

Soil Erosion control Blankets are proposed for embankment protection.
6.4.1.2 Impact on Land Use

The local land resources are required for widening and improvement of the project road.
Generation of Debris
The major source of debris generation is dismantling of existing cross drainage structures and
road side residential and commercial structures.
Construction of New Bridges and Culverts
Construction of new bridges involves excavation of river bed and banks for the construction
of the foundation and piers. If, the residual spoil is not properly disposed of, increased
sedimentation downstream of the bridge may take place during the monsoon. Also, the
bridge-end fills require armouring to ensure gullying and slumping are minimized. During the
construction period some amount of drainage alteration and downstream erosion/siltation is
anticipated. Some of these alterations may be because of construction of temporary traffic
detours/diversion. Except for these temporary works, in almost all cases there should be an
improvement in the drainage characteristics of the surrounding area due to improved design
and added culvert/ditch capacity.
New culverts are being incorporated in the project roads not only to prevent over-topping, but
also to maintain equal water distribution on either side of the road. In fact, the bridges and

culverts, as designed, are an automatic enhancement to the local environment (flooding,

stagnation, scour, torrent run-off velocity- all would be reduced as a result of this project).
Quarries and borrow areas

Due to the extraction of the materials from the borrow areas and boulders/aggregates/
granular sub base from the river beds can result in some direct and indirect impacts on the
local and regional environment. Impacts may be positive or negative and vary from case to
case. The proposed upgrading works envisage use of significant quantities of soil, fine
aggregates, coarse aggregates, natural granular sub base, bitumen, cement and steel. As part
of the detailed project design, sources of the materials for the use in the permanent works
have been identified, however during the construction stage the Contractor may choose
different sources based on the haulage, availability of the material and convenience.
Loss of Land
As far as possible the land acquisition has been kept to the minimum, by restricting the
geometric improvement within the existing right of way. However the land acquisition will
be done at sections having width, insufficient to accommodate the approved cross-sections &
geometric improvements.
Due to the removal of structures (Residential), pavement scarification and cross drainage
structures debris will be generated, which shall be disposed properly at designated sites to
avoid contamination of land and water.
The locations of disposal sites have to be selected such that:
 Productive land to be avoided and available wasteland to be given preference.
 Disposal sites to be located at least l000 m away from sensitive locations like
Settlements, Water body, notified forest areas, sanctuaries or any other sensitive
locations.
 Should be located in the downwind side of nearest settlement locations.
 Disposal sites do not contaminate any water sources, rivers, etc, for this, site should
be located away from water body, and disposal site should be lined properly to
prevent infiltration of water.
6.4.1.3 Drainage, Water bodies and Water Use

Due to the proposed project there may be some impacts on the local water resources. The
impacts are due to relocation of hand pumps, irrigation tube wells, open wells, filling of small
parts of water ponds, use of water for the construction purpose.
Ground Water Sources

Apart from surface water bodies, about 138 hand pumps will be affected due to proposed
improvements. Replacement of these water sources shall be ensured.

Alteration of Cross Drainage

Proposed road improvements may alter drainage pattern. In case of NH 106 up-gradation, out
of 3 major bridges, 2 existing major bridges are proposed to be retained while 1 major bridge
is to be realigned. Out of 22 minor bridges, 03 shall be retained, 01 shall be retained and
widened, 01 shall be realigned, 15 bridges shall be reconstructed, and 2 minor bridges shall
be upgraded to major bridges as per the provisions of IRC: 5-1998 and IRC: SP-13. There
are 64 existing culverts 36 widened 27 reconstructed and one culvert is retained. 188
additional culverts are proposed for improving the hydrology from km 0 to km 115.
Water requirements for construction
The water requirement for construction depends on the climatic conditions, type of
equipment, type of material available, mix design, type of construction plant and number of
quantity required for the project road has been calculated.
1. 8-10% of weight of soil for the embankment construction
2. 7-8% of weight of soil for sub grade construction
3. 5-6% of weight of GSB materials for GSB and WMM
4. 150 liters/cum for concrete
The water requirement has been assumed based on past project experiences and on the strict
quality control basis. Domestic requirement of 50 litres per worker has been assumed.
Around 400 workers have been considered for this project. Water requirement for permanent
works has been calculated assuming construction period of nearly 600days. Water required
during the construction phase is nearly 380 KLD for about 400 days (intermittently spread
over 600 days). It shall be met from rivers and other surface water sources. Use of ground
water for construction purposes shall be avoided. Details of the water requirement assessed
for the project is presented in Table 6.4.
Table 6.4: Requirement of water for proposed construction works
Purpose Cum/day
Dust Suppression at work zone 80
Curing 36
Laboratory 20
Haul roads 60
Crusher 40
Plant Cleaning and workshop washing 36
Domestic purpose 20
Permanent works (Total requirement nearly 32000 m3) Average daily 80
requirement
Total Requirement 372 (say 380)

Contamination of water from construction waste

To avoid contamination of the various water bodies and drainage channels, construction work
close to water bodies will be avoided, especially during monsoon period. All necessary
precautions will be taken to construct temporary or permanent devices to prevent water
pollution due to increased siltation and turbidity. All wastes arising from the project will be
disposed off, as per the State Pollution Control Board norms, so as not to block the flow of
water in the channels. The wastes will be collected, stored and taken to approve disposal sites
Oil Interceptor
Oil and grease from polluting run-off is another major concern. During construction,
discharge of oil and grease is most likely from work shops, oil and waste oil storage areas,
diesel oil pumps, vehicle parking areas from the construction camps.
For each construction camp one oil interceptor will be constructed. Wastewater contaminated
with oils and waste oils and grease will be treated in the oil interceptor to remove all oil and
grease spills before discharging appropriately. As far as possible the ground will be leveled in
such manner that the wastewater will flow in one direction. The wastewater channels will be
constructed with a slope of 1: 150 to ensure that wastewater flows into the interceptor before
discharge. Oil and grease of the oil interceptors will be cleaned once in a fortnight from
outside by skimming of oil film over the surface.
Relocation of ground water supply sources
Due to the proposed project water supply sources such as tube wells, water taps, hand pumps
and wells will be affected, which are located at the edge of the corridor of impact have been
saved. Both private and government water supply sources, which are located within the
corridor of impact will be relocated before the commencement of the physical construction
works.
Alteration of cross drainage
 All cross drainage structures have been designed to handle a 50-year peak flood level.
A detailed hydrological study had been carried to calculate the design discharge.
 Pipe drainages will be provided for diverted roads constructed for the construction of
new bridges and culverts.
 Storm water from all longitudinal and Cross drainage works will be connected to the
natural water courses.
 The contractor will remove obstructions that may cause temporary flooding of local
drainage channels, during the construction phase.
6.4.1.4 Air quality and Noise

Construction Stage:
During the construction stage the most predominant air pollutant would be particulate matter
along with various other gaseous pollutants like oxides of nitrogen, carbon monoxide, sulphur

& oxide and carbon based emissions from the hot mix plants. The air pollution during the
construction phase may be considerable locally, particularly near the working zones,
construction plant sites, quarries and from construction machinery and construction vehicles.
The list of activities which generate air pollutants are:
 Dust generation from the construction zone during different stages of the construction
such as clearing and grubbing, materials dumping, drying of materials, brushing of the
surface, etc.
 Dust generation from the access roads to the borrow-areas, aggregate quarries
construction plants and construction camp sites.
 Operation of the construction plants such as hot mix plants, Crushers, WMM plants
and Concrete Batching Plants.
 Material storage, transportation and handling (loading/unloading) of different

construction materials such as sand, earth from borrow areas and aggregates.
 Asphalt odour during paving of asphalt layers.
 Odour and smoke from construction labor camp.
Mitigation Measures
During the construction stage, there are two major sources: the first one is construction
activities at working zones, which cause primarily dust emission and second are from
operation of the construction plant, equipments and machinery, which causes gaseous
pollutants. The specific measures include:
 Locating Plant at a significant distance from nearest human settlement in the

predominant down wind direction.
 Vehicles delivering fine materials like soil and fine aggregates shall be covered to
reduce spills on existing roads.
 Water will be sprayed on earthworks, temporary haulage and diversions on a regular

basis.
 Hot mix plants fitted with the bag filter/cyclone and scrubber will be installed for the
reduction of the air pollution.
 Pollution control systems like water sprinkling and dust extractors and cover on
conveyors will be installed for the crushers.
 All vehicles, equipment and machinery used for construction are regularly maintained
to ensure that the emission levels conform to the SPCB/CPCB norms. Air pollution
monitoring plan has been delineated for construction phase separately for checking
the effectiveness of the mitigation measures adopted during the construction phase of
the contract.

Noise Impacts
The impacts of noise due to the project will be of temporary significance locally in the
construction phase and slight increase may occur during the operation stages. Although the
baseline day & night time noise levels monitored at various locations along the project roads
are within permissible limit specified by the MOEF for residential and rural areas, still, noise
is a major area of concern, especially since sensitive receptors (Schools, Colleges and
Hospitals) have been located quite close to the road.
To assess the noise levels at the various sensitive receptors located along the roads,
consultant carried out the noise survey through noise integrator both at inside and outside the
sensitive receptor. As such no direct impact is envisaged at all the noise sensitive locations
along the project corridor.
All schools, hospitals and cultural properties have been identified and those that are close to
the project roads within 100 m distance will require noise barrier to accommodate the long
term impact of the improved road. The following migration measures will be taken during
construction stage:
 Noise standards will be strictly enforced for all vehicles, plants, equipment, and
construction machinery. All construction equipment used for an 8-hour shift should
conform to a standard of less than 75 dB (A). High noise producing generators such as
concrete mixers, generators, graders, etc, must be provided with noise shields.
 Machinery and vehicles will be maintained regularly, with particular attention to

silencers and mufflers, to keep construction noise levels to minimum.
 Workers in the vicinity of high noise levels will be provided earplugs, helmets and
will be engaged in diversified activities to prevent prolonged exposure to noise levels
of more than 90dB(A) per 8 hour shift.
 During construction vibratory compactors will be used sparingly within the urban
areas. In case of complaints from roadside residents, the engineer will ask the site
engineer to take suitable steps of restricting the work hours even further or use an
alternative roller.
 Proposed tree and shrub plantations planned for avenue plantation especially close to
settlements, may form an effective sound buffer during the operation stage.
 People will be convinced/educated to prevent sensitive land uses from developing up

adjacent to the project corridors.
6.4.1.5 Flora and Fauna

The major impact in this project on flora involves the removal of trees to permit construction
and to provide clear zone for safety of the road users. No forest land could be identified along
the project highway with the help of topographical sheets or Forest department officials.

Tree cutting
Trees located within the toe line (bottom of formation) need to be removed for proper
embankment compaction, efficient construction workmanship and more importantly to
prevent collision with the trees, in case of accident. Roadside trees with strong and rigid
stems can pose safety hazards. Some trees obstruct clear sight distances. Others have a
propensity to overturn when old and are potential safety hazards depending upon age and
decay condition. All such trees that are safety hazards need to be cleared.
There will be a significant, direct impact on cutting of the roadside trees, it includes:
 The loss of shade
 Loss of tree products
 Loss of birds nesting place
 Removal of roadside trees will also reduce comfort levels for slow moving traffic and
pedestrians.
 The removal of trees would lead to erosion and contribute to the loss of the micro-
ecosystems developed on the roadside.
 Besides this, trees act as noise barrier, dust absorption, air purifier, etc.
A detailed tree inventory was carried out of all the existing trees with the corridor of impact;
due care had been given in alignment design to reduce/minimize the loss of flora and green
tunnels. About 9014 trees are required to be felled for the proposed project. No tree will be
cut beyond the proposed toe line. Efforts will be made to transplant the young trees.
There is no recorded wild life habitat in near vicinity of the project corridor.
The trees felled will be replaced and compensated according to the Compensatory
Afforestation Policy under the Forest Conservation Act, 1980. Apart from trees earmarked
for feeling, no additional tree clearing within the ROW will be carried out.
Construction vehicles, machinery and equipment will move or be stationed in the designated
area only (ROW or COI, as applicable), to prevent compaction of vegetation. While operating
on temporarily acquired land for traffic detour, storage, material handling or any other
construction related or incidental activities, it will be ensured that the trampling of soil will be
avoided.
Construction of road will involve removal of topsoil and cutting resulting in clearing of
vegetation cover and felling of trees. However such impacts will primarily occur at the
project site during initial period of the construction phase and will be minimized through
adoption of mitigation measures. 27042 (9014x 3) trees will be planted as compensatory
afforestation.
 Anti-poaching measures during construction phase should be strengthened to check

violation of existing regulations.

 Water sprinkling on haul roads should be regularly done so that dust pollution is
minimized.
6.4.1.6 Social Aspects

Due to the proposed project there will be some negative and positive impacts on the socio
economics of the project areas and region as a whole.
The impacts can be classified as;
 Resettlement of People
 Relocation of Community Structures
 Acquisition of Land and Structures
 Influx of Construction Workers
 Economic Impacts
The overall local and regional impacts on the socio-economics will be positive because of
policies of the project on the improvement of the roads. Such strengthened infrastructure is
expected to contribute to the economic growth of the State and socioeconomic well being of
the people.
6.4.1.7 Impacts and Mitigation Measures during Operation Phase

6.4.1.7.1 Air Quality
During the operational stage, Vehicular emissions are one of the major sources of air
pollutants of highway projects. The severity of impact of gaseous pollutants due to vehicles
plying on the highway at any given time will depend upon the traffic volume, emission rates
of auto exhausted pollutants and prevailing metrological condition within the project corridor.
6.4.1.7.2 Noise level

The impacts of noise due to the project will be of temporary significance locally in the
construction phase and slight increase may occur during the operation stages. Noise
associated with road development has four main sources:
a) Vehicles;
b) Friction between vehicles and the road surface;
c) Driver behavior; and
d) Construction activity.
The major sources of noise pollution are movement of construction vehicles, the haulage of
construction materials to the construction site and the noise generating activities at the site.
Ambient noise levels may slightly increase due to uninterrupted movement of heavy and light
vehicles at higher speeds along roadway during operational stage.

6.4.1.7.3 Fauna
Biotic components such as flora, fauna and biodiversity conservation are important
considerations in assessing environmental impacts of any infrastructure development project.
Construction will involve some site clearance activities. The adjoining areas comprise mainly
of common shrubs, weeds and grasses.
Anticipated impacts on terrestrial ecology due to proposed construction activities may be

summarized of below:
Table 6.5: Impact on flora and Fauna
Parameters Magnitude Duration

Habitat loss
Habitat Fragmentation Absent
Reduction of Habitat Quality
Impact due to pollution Minor Short term
Impact due to disturbance Minor Short term
6.5 ENVIRONMENTAL MANAGEMENT PLAN

6.5.1 EMP Matrix
The implementation of EMP shall be done through matrix with well defined responsibilities.
General EMP will be developed on following broad outlines.
 Pre-construction stage
 Construction stage
 Operation stage
Pre-construction stage:
Environmental Environmental Mitigation Measures Responsibility

Activity Impact
Land Loss of The land acquisition would be in NGO, PIU

Acquisition, buildings accordance with the RAP and
entitlement framework. All R&R
Clearing
activities are to be completed
encroachments
before starting the work.
and R&R
Relocation of Damage to All the utilities and common Contractor,

Utilities and utilities, property resources being impacted PIU
common due to the project will have to be
Inconvenience


Activity Impact
property to public relocated with prior approval of
resources (CPR) the concerned
Departments/Agencies before
construction starts.
Debris disposal Loss of Selection of the disposal sites will Contractor,

site identification productive be carried out in consultation with PIU
lands or natural the State Pollution Control Board,
habitats Revenue Department and Forest
Department in order to ensure that
no natural drainage, productive
lands or natural habitat is
adversely impacted due to
disposal.
Establishment of Air, water, Specifications of Stone crushers, Contractor

Stone Crushers, noise hot mix plants and batching plants
Batching Plants, and soil to be established for the project
Hot-mix plants pollution should comply with the
requirements of the relevant
State/Central Pollution control
Board legislations.
Selection of Air and noise All the vehicles, machinery and Contractor,
construction pollution equipments to be engaged for the PIU
vehicles, construction work should be
machinery and attached with the latest, advanced
equipments pollution control measures
available in the country and those
should conform to the relevant
Indian standards.
Materials (Sand, Loss of Contractor should procure Contractor ,

earth and productive land, materials from licensed sources. PIU
aggregates) noise and air Every detail (Location, ownership,
sourcing pollution agreement, redevelopment Plan) of
the material sourced should be
intimated to CSC for periodic
inspections so that appropriate
measures are implemented at site
towards safe operation and
minimizing impact.


Activity Impact
Haul roads Air and noise During the inception of the Contractor,
maintenance project, Contractor should identify
pollution CSC, PIU
the network of roads (especially
the village roads) to be used for
haulage of construction materials.
Strategy for the maintenance of
identified haul road stretches is to
be prepared so that regular
maintenance is carried out to those
stretches by the Contractor for
easy plying of construction
vehicles as well as the regular
local commuters.
Selection of Air, water and Compliance to all the State norms Contractor
Borrow areas noise pollution, towards operation and and CSC
loss of environmental protection of
productive borrow areas is the sole
lands responsibility of the Contractor.
CSC will inspect locations
intended for operation and
mitigation measures will be
instructed towards satisfactory
redevelopment. Inspection to the
borrow areas will be carried out by
raising Request for Inspection
(RFI) by the Contractor for each of
the borrow areas and obtain
subsequent approval from CSC.
Selection of Air and noise Contractor will identify the stone Contractor
Stone Quarries pollution, loss quarries in consultation with the
of productive Mining Department. A
lands comprehensive Quarry
Management Plan need to be
prepared incorporating
Environmental and Safety
Management Plan with special
emphasis to Quarry redevelopment
for approval from CSC.

Construction Phase:

Activity Impact
1. Impact on Soil Quality
Removal of Increased soil Turfing of road embankment Contractor
vegetation erosion, loss of slopes, development of and CSC
cover, top soil. compensatory afforestation and
Excavations of Borrow area rehabilitation has to
be done as preventive measures for
borrow pits
soil erosion. Further Top soil from
borrow areas has to be stripped to
a specified depth of 150 mm and
stored in stockpiles of height not
exceeding 2 m with proper
covering. This shall be restored for
rehabilitation of borrow pits. In
borrow pits, the depth of the pit
should be regulated so that the
sides of the excavation will have a
slope not steeper than 1 vertical to
4 horizontal from the edge of the
final section of bank. The device
for checking soil erosion.
Acquiring of Loss of The topsoil from all areas of Contractor
extra ROW and productive cutting and areas of storing and and CSC
construction of topsoil stock yards and workers camp
realignments, shall be stripped to a specified
Use of depth of 150 mm and stored in
productive lands stockpiles of height not exceeding
for storing, stock 2 m with proper covering. The
yards and stored topsoil will be spread back
workers camp, to restore the productivity of the
Borrowing of exhausted borrow areas.
earth
Movement of Compaction of Construction vehicles, machinery Contractor
Heavy productive top and equipment shall move, or be and CSC
Vehicles stationed in pre-identified
soil
designated areas only.
Spillage of fuel, Contamination Vehicles and machinery are Contractor
lubricants and of soil and maintained and refilled in such a and CSC
hazardous negative impact fashion that fuel spillage does not
contaminate the soil. Fuel storage

chemicals on the growth and refilling sites should be kept

of the floral away from cross drainage
vegetation and structures and important water
Faunal bodies.
distribution.
2. Impact on Water Quality
Surface runoff Increased No labour camps, stone crushers, Contractor
from the turbidity of
hot mix plants and other heavy and CSC
construction site, water. machinery should be located near
dumping of Deterioration of
to water bodies. No discharge
construction Water quality from such establishments should
debris in or of community follow their path into nearby water
nearby water water sources. bodies. Dumping of debris in or
bodies nearby water bodies to be strictly
avoided. Waste products must be
collected, stored and taken to
approve disposal sites as per
prevailing disposal norms.
Spillage of fuels Deterioration of Appropriate drainage Contractor
and lubricants, water quality of arrangements with catch drains and CSC
spillage of community and catch pits designed to safely
hazardous water sources. drain out the hazardous chemicals
chemicals should be provided. To avoid
spillage of fuel and lubricants, the
vehicles and equipment shall be
properly maintained and repaired.
Maintenance to be carried out on
impervious platforms with spill
collection provisions.
Acquisition of Loss of Any source of water for the Contractor
water sources like drinking water community such as ponds, wells, and CSC
wells, tube-wells and irrigation tube-wells etc lost incidentally
& ponds water sources. shall be replaced immediately.
Construction of Blocking of Earth, stone or any other Contractor
embankments cross drainage construction material should be and CSC
and resultant properly disposed off so that the
flooding. flow of water in cross drainage
channels is not blocked.
Use of water for Scarcity of Arrangement for supply and Contractor
construction from water to the storage of water will be made by and CSC
community water community the contractor in such a way that
the water availability and supply to

sources nearby communities remain

unaffected.
Construction of Reduction in Rain water harvesting pits will be Contractor
Impervious area for ground constructed at average distance of and PIU
bituminous 500 m. The pits should be at least
water recharge
pavement and 3 - 5 m above the highest ground
drains water table.
3. Impact on Air Quality

Gaseous Deterioration of All vehicles, equipment and Contractor
emission from ambient air machinery used for construction and CSC
construction quality and should be fitted with latest air
vehicles and adverse health pollution control equipments and
machinery impacts. should be regularly maintained to
ensure that the emission levels are
as per norms of PCB. Idling of
delivery trucks or other equipment
should not be permitted during
periods of unloading or when they
are not in active use. The human
settlements should be at least 500
m down windward direction of
Hot (asphalt) mix plant.
Dust generation Dust emissions All precautions to reduce the level Contractor
due to material will have of dust emissions from the hot mix and CSC
handling, adverse effect plants shall be taken. The hot-mix
operation of on the health of plants should be sited at least 500
crushers and hot Construction m from the nearest habitation and
mix plants, workers as well from major water bodies. They
movement of as the public in should be fitted with dust
construction the surrounding extraction units. Water should be
communities. sprayed on the earth mixing sites,
vehicles and
asphalt mixing site and service
construction
roads.
activities
4. Impact on Noise Levels
Noise generated Since the noise The main noise producing sources Contractor
from generating such as the concrete mixers, and CSC
construction activities are generators, grader etc should be
vehicles, asphalt localized and provided with noise shields around
plants and intermittent, no them. The noise shields can be any
equipments serious impact physical barriers, which is
on human effective in adequate attenuation

health is of noise levels. A 3 m high

anticipated. enclosure made up of brick and
mud with internal plastering of a
non-reflecting surface will be very
effective in this regard.
5. Impact on Flora and Fauna
Removal of trees The impact on Small trees shall be transplanted Contractor

for widening of biodiversity will wherever possible to minimize the and CSC
existing road and be negligible impacts of loss of trees. Trees
construction of since most of should be removed in phases.
realignments. the trees are of Areas of tree plantation cleared
common will be replaced according to
occurrence. Compensatory Afforestation
Policy under Forest Conservation
Act-1980. The compensatory
plantation should be carried out in
consultation with the State Forest
Department. Adequate care of the
compensatory plantation should be
taken up so as to achieve optimum
survival rate.
6. Impact on Health and Safety of Workers

Poor Accident risk to To ensure safe construction Contractor
maintenance of workers from environment, lighting devices and and CSC
machines and construction safety signal devices shall be
vehicles, poor activities. installed. Traffic rules and
light conditions regulations to be strictly followed.
at the work Safety of workers undertaking
place, various operations during
carelessness and construction should be ensured by
poor providing those helmets, masks,
management of safety goggles, etc.
work
7. Impact on Cultural Properties and Amenities
Construction at Damage or loss All necessary and adequate care Contractor
cultural of cultural should be taken to minimize the and CSC
locations. properties impact on cultural properties If
articles such as fabrics, coins,
artifacts, structures or other
geographically or archaeologically
important materials are
discovered.

Roadside Improved Avenue plantation to be carried Contractor

landscaping aesthetics out with foliage, shady trees mixed and CSC
with flowering trees, shrubs and
scented plants as per detailed
designs. Rest areas for travelers at
specified chainage to be developed
with landscaping so as to avail
shade.
Improvement of Improved Restoration and improvement of Contractor
Roadside comfort level of bus shelters, bus bays and truck and CSC
amenities travelers stoppage sites to be carried out as
per detailed design. Road furniture
like footpaths, railings, traffic
signs etc. shall be erected as per
design.
Enhancement of Harmony, Enhancement of all cultural Contractor
cultural goodwill and properties and access road shall be and CSC
properties completed as per the design
coherence
amongst
communities
Operational Phase:

Activity Impact
Improvement of Less chances of Proper implementation of traffic Contractor,
road geometry accidents. rules by the traffic Police. Proper PIU and
and pavement maintenance of traffic signs and Police
condition implementation of accident care
facilities along the road by the
project implementation agency.
Improvement of Reduced dust Proper implementation of Contractor,
road surface and generation from vehicular emission control rules by PIU and
its maintenance road. Increased the Motor Vehicles Department. Motor
vehicular Roadside tree plantation to be
Vehicles
emissions due restored and maintained as per the
to increased compensatory plantation plan. Department
traffic. RSPM, PM2.5, CO, SO2, and
NO2 to be monitored as per
Environmental Monitoring Plan.


Activity Impact
Increase in Increase in the Development of greenbelt Contractor,
traffic ambient noise comprising selected species of PIU and
levels, trees with high canopy along the Police
especially project road for attenuation of
during night noise. Use of horns should be
time along the restricted at sensitive locations like
project road. schools and hospitals through the
use of appropriate signboards
along the road. Use of air horns
should be minimized during night.
Increase in Water logging The cross drainage system and the Contractor
Embankment during monsoon flood water drains should be and PIU
height and will not take periodically cleared.
Improvement of place.
flood water
drains
Construction of Enhanced The rain water harvesting pit Contractor /
Rain water ground water opening should be periodically MORTH.
harvesting pits at recharge. cleaned during operation phase
an average such as to ensure enhanced ground
distance of 500 water recharge.
m.
Compensatory Improved The re-plantation scheme, Contractor

containing Indigenous and
plantation biodiversity and and PIU
endemic tree species suitable for
aesthetics the area, should be strictly
implemented.
Movement of Impact of traffic Drivers should be warned with MORTH/State

vehicles with on wild proper sign boards for speed Forest
higher speed animals. restriction within the forest areas
along protected especially along the possible Department
forest areas animal crossing locations and
about the major wildlife habitats
near by the highway. Usage of air
horns should be completely
avoided within protected forest
areas both during day and night
time.


Activity Impact
Spillage of Soil and water The rules as defined in Motor

hazardous bodies nearby Environmental (Protection) Act, Vehicles
the accident site 1986 should be complied For
chemicals due to
may get delivery of hazardous substances, Department,
accidents
contaminated. three certificates namely permit Police
Safety risk to license, driving license and
the public guarding license issued by
nearby Transport Department should be
the accident maintained.
area
Improved safetyThe chances of Traffic management plan to be PIU, Motor

measures and accidents would developed, especially in congested Vehicles
be reduced locations. Traffic control measures
improved
including speed limits to be Department
traffic enforced strictly. ROW should be and Police
management properly marked and further
encroachment of ROW should be
strictly prevented. Road side
vendors should be restricted to
designated areas only.
6.5.2 Greenbelt Development Plan

Green areas not only improve the floral status, land-use and aesthetic look of an area, but also
serve the dual purpose of filtering any fugitive dust from unpaved or open areas, help to abate
noise effects through dampening, and replenish oxygen and ameliorate the surrounding
temperature. Therefore development of plantation is nowadays imperative as a part of
development projects.
The details of greenbelt development plan shall include -
a) Plantation strategy
b) Technical specifications for plantation
c) Suggested species / shrubs for plantation
d) Total number of trees to be planted
e) Precautionary and protection measures
f) Cost of plantation

Objectives and guidelines

The main objective of plantation along the project road is:
a) To reduce impacts of air and dust pollution
b) To provide shade on hot glaring road surface during summer
c) To arrest soil erosion at embankment slopes
d) Beautification of project corridor by planting selected ornamental trees and shrubs
e) Prevention of glare from headlights of incoming vehicles during night time
f) To compensate for trees to be felled during construction
Adequate plantation programme along the project road has been planned. Considering the
inadequacy or limitation of space, a simple plantation has been considered along the road
stretch.
Development of greenbelt will include:
a) Plantation on the slopes along roadsides in certain locations on both sides of the road
to enhance the aesthetic look and to prevent soil erosion.
b) Plantation on either side of the road in the space available for greenbelt.
The following general guidelines and measures will be adopted:
a) Uprooting of existing trees will be minimized.
b) The plantation of trees will be completed in the construction stage so that substantial
growth is achieved when the project is completed.
c) The plantation programme has been drawn to confirm to natural climatic conditions
and adaptability of the species.
d) The plantation would consist of a mixture of carefully chosen locally available
indigenous, fast growing study species of trees, shrubs and herbs having ornamental
value and large crown volume to surface area ratio.
e) Preferential plantation of flowering trees with less timber and fruit value will be
carried out. Fruit bearing trees will not be planted (to avoid entry of people into the
access-controlled highway for collecting fruits).
f) Proper drainage system and proper plantation techniques will be adopted.
g) Plantation in the initial stage of 3 years will be properly maintained and protected by
fencing from grazing and felling.
6.5.3 Environmental Monitoring Programme
Provisions have been made for monitoring of environmental attributes during construction
and operation phase of the project. The details of the parameters, frequency and duration are
given in Table 6.6.

Table 6.6: Environmental Monitoring Programme
Stage Parameters Frequency Duration Location
Air Construction PM10, Once in a 24-hour for 2 location

PM2.5, NO2, season PM10, PM2.5 along the
SO2 and CO (excluding and NO2 and project road
monsoon) SO2 and 8 hour and plant site
throughout for CO
construction
period
Operation PM10, Once in a 24-hour for 2 location

PM2.5, NO2, season PM10, PM2.5 along the
SO2 and CO (excluding and NO2 and project road
monsoon SO2 and 8 hour
season for 2 for CO
years of
operation
period
Water Construction (i) pH, DO, Once in a 2 locations of

BOD, TDS, season drinking
Cl, Oil & (excluding water sources
Grease, Total monsoon) at
coli form, construction
throughout the
faecal camps.
construction
coliform for period
surface water
(ii) pH, TDS, Composite
Total sample
Hardness,
Sulphate,
Chloride, Oil
& Grease,
total coliform,
faecal
coliform for
Ground Water
Noise Construction Noise levels Once in a Readings to be 2 locations

on dB (A) season taken at 15 along the
scale (excluding seconds interval project
mon-soon) for 15 minutes corridor and

Stage Parameters Frequency Duration Location

throughout the every hour and Noise plant
construction for 24 locations
period
Operation Noise levels Once every Readings to be 3 locations

on dB (A) season (Except taken at 15 along the
scale monsoons) for seconds interval project
2 years after for 15 minutes corridor
completion of every hour for
con-struction 24 hours.
activity.
Soil Construction Monitoring of Once in a 1 location at

SAR and Oil season productive
& Grease (excluding agri-cultural
monsoon land close to
season) Inter-sections
throughout the any acci-dent
construction Grab Sampling or spill loca-
period tions
involving
bulk transport
carrying
hazar-dous
materials
6.5.4 Key Players in the Implementation of EMP

The EMP shall be implemented through PIU/Contractor. Interaction with the government,
non-government and other development agents will help in implementation of EMP. Local
people shall gain knowledge on land development and maintenance of natural resources
through the formation of various economic and social development committees.
6.5.5 Environmental Budget
Cost component involved in mitigation of impacts, monitoring and evaluation of various
components in pre-construction, construction and operation period has been estimated. Rs
4.98 crore have been allocated for the environmental management.

Table 6.7: EMP Budget for NH 106

Components Stage Item Unit Unit cost Quantity Total Cost
(INR) (INR)
Afforestation Tree cutting 100 Girth Size (300 mm-600 mm) =2319 231900
500 Girth Size (600 mm – 900 mm) =2356 1178000
1000 Girth Size (900 mm- 1800 mm) = 3442000
3442
3000 Girth size (>1800 mm) =900 2700000
Operation Afforestation and No. 800 9014*3=27042 21633600
Phase irrigation cost
Land for Compensatory Lac/ 6,00,000 27.042 Ha. 16225200
Afforestation (Per Tree Hectare
Avg. area covered 10 m2)
Total Afforestation Cost 45410400
(A) Mitigation Cost
Air Construction Dust Management with Km 5000 30 1,50,000
sprinkling of water,
covers for vehicles
transporting construction
material for about 20
months
Water Oil interceptor at parking No. 1,00,000 1 1,00,000
of construction vehicle
and storage of diesel and
lubricants 2 nos
Total Mitigation Cost 2,50,000
(B) Monitoring Cost


(INR) (INR)
Air Quality Construction Monitoring along the road No. of 5,000 At 2 locations thrice in a year for 3 2,70,000
by contractor Samples years, for 24 hours in 3 shifts (Total
3x18 = 54 Samples)
Monitoring at Hot mix No. of 5,000 At 1 location thrice in a year for 3 1,35,000
plant and batch plant Samples years, for 24 hours in 3 shifts (Total
(ambient air quality) 3x9 = 27 Samples)
Monitoring at Hot mix No. of 5,000 At 1 location thrice in a year for 3 45,000
plant and batch plant Samples years Total 3x3= 09 Samples
(Stack Monitoring)
Operation Monitoring along the road No. of 5,000 At 2 locations thrice in a year for 1 90,000
at locations where Samples years, for 24 hours in 3 shifts (Total
monitoring was done 6x3 = 18 Samples)
during constructions
Water Construction Drinking water quality No. of 5,000 At 2 location, Thrice in a year for 3 90,000
Quality monitoring of labor Samples years. Total 2x3x3 = 18 samples
camps/ works site
Operation Monitoring along the road No. of 5,000 At 2 location, Thrice in a year for One 30,000
at locations where Samples year. Total 2x3 = 6 samples
monitoring was done
during operation
Noise Quality Construction Monitoring along the road No. of 2,000 At 3 location, Thrice in a year for 3 54,000
by contractor Samples years for 24 hours in day time & night
time. Total 3x3x3 =27 Samples
Operation Monitoring along the road No. of 2,000 At 3 locations, Thrice in a year for 1 18,000
at locations where Samples years (Total 3 x3x1 =9 Samples)
monitoring was done
during constructions
Soil Quality Construction Monitoring along hot mix No of 2,500 At 1 location, thrice in a year for 3 22,500
plant and batch plant Samples years Total 1x3x3 = 9 samples


(INR) (INR)
Operation
Monitoring along hot mix No of 2,500 At 1 location thrice in a year for 1 year 7,500
plant and batch plant Samples (Total 1x3x1 = 3 samples)
Total Monitoring Cost 7,62,000
(C) Training & Mobilization costs
Training & Mobilization costs Construction and operation As per modules L.S. 10,00,000
developed
BUDGET SUMMARY
Total Aforestation Cost 4,54,10,400
Subtotal A: Mitigation Cost 2,50,000
Subtotal B: Monitoring Cost 7,62,000
Sub Total C: Training & Mobilization Costs 10,00,000
Sub-Total 4,74,22,400
Contingency @ 5% 23,71,120
TOTAL EMP BUDGETED COSTS 4,97,93,520
or Approax. 4.98 Crore


CHAPTER 7
RESETTLEMENT ACTION
PLAN
CHAPTER 7
RESETTLEMENT ACTION PLAN
7.1 INTRODUCTION
The Project study corridor starts at km 106+000 near Udakishanganj in Birpur and ends at km
136+000 situated near village Bihpur Chowk in Bihpur traversing via Madhepura and
Bhagalpur Districts. The improvement works will consist mainly in raising the formation
level, upgrading/improvement of road geometrics, widening to two-lane/two–lane with paved
shoulders from the existing, single/intermediate-lane and construction of mission link over
kosi river that is the major component of the project. The Project road is shown in Fig. 7.1.
Udaikishanganj to Bihpur (km106. 0 to km 136.0).
Figure 7.1: Project Road (Udaikishanganj to Bihpur)

The basic objective of the infrastructure development is to provide connectivity to important
towns and other national highways with good quality of road so that the socio economic
standard of the state in general and specifically that of project affected districts improve.
This, chapter illustrates a brief of the social impact on people due to development of road.
The report is based on reconnaissance survey and rapid social survey. The rapid social survey
has been conducted within corridor of 30 m. The subsequent paragraphs describe the social
impact required to be considered during the preparation of the project report.

7.2 SOCIAL IMPACT ASSESSMENT AND RESETTLEMENT ACTION PLAN

The available ROW along the project corridor is inadequate along certain stretches and
triggers need for additional land acquisition (extent of land acquisition varies average 10m).
To address the land acquisition and resettlement impacts, RAP shall be prepared.
Involuntary resettlement (IR) often disrupts the lives and livelihoods of DPs by dismantling
existing production systems, asset and resource bases, social networks, and cultural activities.
DPs experience acute social, economic, and psychological alienation and marginalization,
often leading to their impoverishment and sometimes an increase in morbidity and mortality.
Traditionally, rehabilitation has been limited to payment of compensation and some skill
training to support income-generating activities, which are usually unsustainable. But there
has been an increasing realization that this is inadequate and, therefore, R&R activities must
also take up income restoration activities aimed at improving or at least bringing the income
of PDPs to pre-project levels. While land acquisition may not always displace people, it
certainly has an effect on their living standards. NH LA 1956 Act, World Bank and BLARRP
2007 policies emphasize avoidance of such disturbance and displacement and where such
disturbance is unavoidable; the project authority should minimize adverse effects.
Resettlement planning is designed to ensure that people who are physically or economically
displaced end up no worse off and preferably better off than they were in the pre-project
scenario. Resettlement planning should be conceived as an opportunity for improving the
livelihoods of DPs. DPs should be consulted to ensure that mitigation of adverse effects, as
well as benefits of resettlement, is appropriate and sustainable.
The key aspects that must be addressed are:
(i) A resettlement policy framework that provides the basis for the plan;
(ii) Fair and adequate compensation to replace assets;
(iii) Entitlements for all categories of impact;
(iv) IR;
(v) Relocation plans;
(vi) Management framework for resettlement implementation;
(vii) Mechanisms for consultation and grievance redress;
(viii) Time frame for all activities;
(ix) Cost estimates for compensation and resettlement management and implementation;
(x) Sources of funding; and
(xi) M&E.
The width of highway from Udakishanganj to Bihpur (km 106.0 to km 136.0) is of
intermediate lane i.e. 3.5 m. (Excluding Kosi River part). The LA plan has been prepared
based on the actual survey numbers, Khasra and Mouza Maps for the project stretch where
land is to be acquired.

Various impacts are summarized and given in Table 7.1.

Table 7.1: Summary Tables on Impacts
Residential Commercial Shop

Routes Temple
Kaccha (BHS) Pacca BHS (BHS)
Udakishanganj to Hut-549
6 25 11
Bihpur NH-106 House-60
Source: Based on Social Survey 2015
7.3 STUDY METHODOLOGY FOR ARRIVING AT THE RESULTS OF THE

PLAN
Resettlement planning involves a series of activities that have to be carried out in sequence,
leading to the finalization of a plan that meets the specific requirements of a project and one
that has the concurrence of all the stakeholders. The specific activities as depicted in Fig 7.2
are, initial social assessment, detailed inventory of assets, census and socioeconomic survey,
land acquisition survey, establishing a database of DPs and impacts, preparation of an
entitlement matrix, determining the basis on which replacement costs will be paid for
different categories of assets, plan for conducting consultations with DPs, preparing income
restoration plans, deciding on any preferential policies that are needed, gender analysis,
identifying and addressing the needs of vulnerable groups, budgeting and phased
implementation plans synchronized with highway construction schedule, sources of funds to
implement RAP, institutional arrangements, drafting RAP, disclosure and approval by PDPs.
These tasks are detailed in the following sections.
Figure 7.2: Methodology for RAP

7.3.1 Reconnaissance Survey

A Corridor reconnaissance survey was carried out by the consultant to identify socially
important hotspots like built up areas, forest areas, water bodies, schools, colleges, etc. To
understand the local issues, consultations were carried out with the road side dwellers. The
details collected gave an understanding about the issues to be addressed as part of the study.
7.3.2 Screening Process
Social screening was carried out during the initial design stage. The exercise helped to
identify the social sensitive issues and location with respects to the project. The outcome of
the study was used in finalization of alignment and design options. The screening has been
carried out for direct impact zones and indirect impact zones. Direct impact zone varies
between 6.5 m and 8.5 m from centerline on either side of the project road. Indirect impact
zone for the study was assessed for a distance up to 1.0 km on either side of the corridor. A
sensitivity analysis was carried out for the following parameters:
 Extent of existing ROW available
 Extent of built up area with residential and commercial properties.
 Cultural properties like temple, Shrine, mosque, Church, graveyards, and burial
Grounds,
 Community Assets,
 Natural ressources, ponds, Rivers, Forest etc,
 Protected monuments
 Alternative Alignment Options
7.3.3 Data Collection
For the screening study and Social Impact Assessment primary and secondary source of
information were collected for the project road.
7.3.4 Data and Information from Primary Sources
 Structure Survey
 Public Consultation
 Consultation with key informant
 Interview with important secondary stakeholders
 Census survey of PDPs using standard formats
7.3.5 Data from Secondary sources
Following information were collected from published documents to appreciate the project
background and statistical information required for baseline information.
 Directorate of Welfare of Plain Tribes and Backward Classes, Govt. of Bihar

 Bihar Institute of Research for Tribal and Schedule Castes.

 Dept. of Water Resources Management. Govt. of Bihar
 Bihar State Aids Control Society (BSACS)
 Directorate of Health & Family Welfare, Govt. of Bihar
 Archaeological Department
 Census of India and
 Department of Planning and Statistics
7.3.6 Alternative Options and Minimization of impacts
To minimize land acquisition and its impacts on assets and livelihood of people, different
cross sections have been adopted and accordingly ROW options were prepared for rural and
urban areas. The existing ROW has been utilized to the full extent by adopting concentric
widening.
To minimize impacts, concentric widening is adopted in built-up sections of Madhepura and
Bhagalpur districts. Generally, center line has not been shifted along the corridor to minimize
land acquisition and resettlement impacts. Minor realignments were proposed at places where
geometric improvement is required and for construction of new bridges.
7.3.7 Census Survey of PAH
Census survey shall be carried out for all PDH present during the survey period along the
project road. The last date of the census survey will be considered the cut of date for
PDP/PDH to establish their presence within the project corridor of impact. Social base line
survey was carried out for 100 % of the project affected households along with the rapid
census survey. The census survey will include the details of the PDHs, details of land.
Structures and assets, including usage, age, levels of impact, etc; the social base line survey
includes the name of person, gender, age, marital status, education, occupation, income
details. The census survey shall establish the severity of project impacts and Socio· economic
base line of PDH/PDPs.
7.3.8 Updating of Census Survey Data
Based on the final designs, the census survey data shall be updated. List of PDHs along with
the proposed corridor of impact shall be verified by referring of the centerline of the proposed
corridor. The distance and offset of the assets and properties from the new centre line will be
measured. This shall help in getting the updated and final list of project affected persons.
During implementation of the project, the implementing agencies/ RAP implementation NGO
will again update the census survey data.
7.3.9 Stakeholders Consultation
Consultation is the key to understand people‘s opinion and success of project thus proposed
project intervention has considered consultation as an important tool to improve quality of
planning. Following steps have been followed during consultation:

 Identification of stages of consultation

 Identification of key stakeholders
 Meetings with people in groups, Focus Group Discussions, individual
Stakeholders
 Identification of mechanism and tools of consultation
 Developing sense of ownership
 Planning for future consultation
7.3.10 Magnitude of Impacts
The impacts involve loss of assets, including land and house; loss of livelihood and income
opportunities; collective impacts on groups, such as common property resources. The total
extent of land to be acquired for NH 106 is 50.8 Hectares as per the approved alignment. Due
to land acquisition and clearing of existing ROW from encroachments, 650 structures are
impacted, such as residential, commercial, community assets, religious structures and
government buildings. The impacted structures and the loss of assets and livelihood and the
details shall be assessed and estimated for preparation of resettlement action plan.
7.3.11 RAP implementation mechanisms
To address the resettlement impacts, an action plan to implement the various provisions shall
be worked out and includes the following: institutional mechanisms, grievance redress
mechanisms, procedures for disbursements of entitlements and livelihood restoration
mechanisms, involvement of NGO in implementation, monitoring of effectiveness of RAP
implementation etc, costs towards these have been worked out and are included in the project
costs.
Road Safety awareness
One of the most important aspects of road improvement planning under the present project is
to provide safer road to the users. Generally road accidents are related to (i) the road user
behavior, including pedestrians, drivers and passengers of motorized and non -motorized
vehicles; (ii) the road environment, including physical condition of the road infrastructure
and the traffic control devices, e. g. traffic signs and road markings; and (iii) lack of traffic
law enforcement of motorized and non-motorized vehicles driving on the roads. To predict
road users behaviors accurately is a difficult proposition. However with different
stakeholder‘s involvement in road safety awareness programme, broad road users and people
linkages could be established.
Road safety strategy for community awareness has been formulated based on information
collected from secondary sources from concerned department and to ensure participation.
Major junctions and important curves have been considered as hot spots for road design.
These locations will be considered to generate road safety awareness.

HIV/AIDS and Road Development

HIV/AIDS transmission is generally caused by mobility of the people such as migration,
sexual activeness (specific age group and socio-cultural behavior of the people), poverty, low
literacy, lack of knowledge of epidemiological behavior, etc. These causative factors are
common to all parts of the state and would largely depend on the mobility of the people.
Roads are the main conductor of the HIV/AIDS diseases. Prevalence rate, spatial distribution
of high-risk groups, hot pots, potentiality of spread of epidemic is major areas of concern for
social planning of the project.
Based on Data and information the project preparation support team (PPST) has examined
feasibility of roads under the screening by assessing institutional capacity of Bihar state Road
Construction Department (RCD), alternative alignments, issues related to HIV/AIDS, road
safety and indigenous people and preliminary cost and budget. For institutional arrangements
requirements, capacity building approach is adopted. Role of important stakeholders are
identified. An HIV/STD awareness programme has been prepared as part of the RAP. The
awareness programme will be implemented by the project by appointing an NGO who is
working with in the project region.
To understand impacts of road improvement on road users and road side communities in
terms of safe road slogan such as HIV/AIDS and road safety, as secondary data support from
state AIDS Control Society, (SACS) and stakeholders' consultation have been given
importance. Elaborate consultations with various stakeholder groups have been carried out
that helped to develop insight for building up strategy of intervention process.
Gender development Plan
To ensure the involvement of the women PAP in the project as decision makers,
implementing community based development activities and providing equal opportunities in
economic activities through rehabilitation programme, an analysis shall be carried out as part
of the RAP. An analysis of women, social and economic status in the project region and
among the PAP‘s shall be carried out through secondary source of information and inferences
from the census survey.
7.4 CONSULTATION STAGES AND PROCEDURES AS PER WORLD BANK
REQUIREMENTS
Consultation methodology
The objectives of the consultation are to disseminate information about the project to the
potentially affected population in order to incorporate their views and suggestions for
preparing the RAP and the design and to assess the economic situation of the settlement.
Keeping in view the complexity of the consultation process, consultations at the State,
district, and local levels should be undertaken. Women community organizers shall consult
with the potentially affected population in groups. Care should be taken to ensure that each
group is not larger than 15 persons. Before initiating the group discussion, social and resource
maps should be prepared for the villagers. This helps in building rapport. Local-level
consultation helps in finalizing issues, such as proposed location of bypasses (if proposed),
distribution of resources in the village, relocation of religious structures, etc.

Participation of persons directly affected by projects is a primary requirement in development

of R&R, its programmes are to be suited to the needs of the resettled population. Their
involvement vastly increases the probability of successful resettlement and rehabilitation. To
ensure people‘s participation in the planning phase of this project and to treat public
consultation and participation as a continuous two way process, numerous events were
arranged at all stages of project preparation. It is aimed at promotion of public understanding
and fruitful solutions of developmental problems such as local needs of road users and
problem and prospects of resettlement, various sections of PDP and other stakeholders were
consulted through focus group discussions and individual interviews.
At the village level, PAP‘s and local people‘s representatives were consulted. During the
consultations, efforts were made to:
 Understand the views of the people affected, with reference to acquisition of land
and selection of realignment section and alignments for the bypasses.
 Understand views of people on resettlement options and rehabilitation, R&R issues
and land acquisition.
 Identify and assess major economic and sociological characteristics of the villages to
enable effective planning and implementation
 Resolve issues related to impacts on community property and their relocation
 Examine PAP‘s opinions on road safety issues and selection of locations for
pedestrian crossings, underpasses/overpasses
 Identify people's expectations regarding public conveniences and roadside amenities
such as rain shelter, drain
 Perception of the community on environmental issues/environmental enhancements
and highway related diseases
 Identify levels and extent of community participation in project implementation and
monitoring
 Finally, to establish an understanding for identification of overall developmental goals
and benefits of the project
District-level Consultation
The objective of district-level consultations is to create awareness about the project among
the people, district administration, and officials of line departments and NGO working in the
district. These consultations should be held in all project-affected districts. During the
consultations, the draft R&R policy and entitlement framework, along with the tentative
alignment, should be discussed. Suggestions on design should be invited from participants
and it should be incorporated in the design as much as possible.
State-level Consultation
The objective of State-level Stakeholder Workshop is to appraise various stakeholders about

the project, its components, and the R&R policy. Public consultation and disclosure plan is
given in Table 7.2.
Table 7.2: Public Consultations and Disclosure Plan
Activity Task Timing Remarks
(Date/Period)
Stakeholder Mapping of the Project 2015
Identification area
Project Information Distribution of Detailed survey
dissemination information leaflets to in process
displaced persons (DP)
Consultative Discuss potential impacts 13-18 Sept
meetings with DP of the project 2015
during scoping phase
Public Notification Publish list of affected In process
lands/sites in a local Public consultation
newspaper; establish is done
eligibility cut-off date
Socio-economic Collect socioeconomic Baseline survey
survey information on DP is done
perception on the project
Consultative Discuss entitlements,
meetings on compensation rates,
resettlement grievance redress
mitigation measures mechanisms
Publicize the Distribute leaflets or
resettlement plan booklets in local LA in Process
(RP) language
Full disclosure of the Distribute RP in local
RP to DP language to DP
Internet disclosure of RP posted on World
In process
the RP Bank and/or EA website
Consultative Face to face meetings
meetings during with DP
detailed measurement
survey
Disclosures Disclose updated RP to
DP
Internet disclosure of Updated RP posted on
the updated RP World Bank and/ or
website

Disclosure of Information
The project preparation Support team while conducting structure survey has conducted
information dissemination along the project route in following manner.
 Potential project affected families were consulted and canvassed them about proposed
road
 improvement program,
 Pictorial Methods to explain road improvement proposals in the concerned settlement
 Information dissemination among the villagers explaining proposed road
improvement
The project related information would be made available in the following offices and public
places.
 Office of the Deputy Commissioner,
 Office of the Revenue Circle officer, Office of the Executive Engineer,
 Office of the Assistant Executive Engineer,
 Office of the Assistant Engineer,
 District Central Library
 Village Panchayat Offices.
 Other Government libraries
RAP document of the project road would be hosted in the official web sites such as:
 Government of Bihar,
 PWD ( Roads) Government of Bihar
The RAP will be disclosed to the project affected persons and other stakeholders for review
and comments on various mechanisms and entitlement suggested for the implementation.
Intention of this procedure was to receive comments from the project affected persons in
particular so as to incorporate the appropriate suggestions albeit technically feasible.
Concerns raised, would be addressed appropriately by modifying the road designs, provision
of adequate compensation and assistance etc.
For the benefit of the community in general and PDPs in particular, RAP and R&R policy
shall be translated in local language and will be disclosed to PDPs at important locations by
BSPWD and would be kept in local public offices (at least one document in each Tehsil) for
easy access to PDPs.
 Key features of the entitlements will be displayed in billboards on the project corridor
at important locations in local language (BSPWD offices and community centers).
 The consultant and PIU will conduct information dissemination sessions in major
intersections, congested location and solicit the help of the local community/business
leaders and encourage the participation of the PDPs.

 Through public meeting attempt would be made to ensure that vulnerable groups such
as ST households understand the process of project preparation and their needs are
specifically taken into consideration.
 The consultant will organize public meetings to inform the community about the
payment and assistance paid to the community as per their category of loss. Regular
update of the program of resettlement component of the project would be placed for
public display at Divisional offices of PWD project offices.
 A district level meeting will be organized at the Deputy Commissioner office in a
fixed date at least once in a month with PDPs and line departments.
Continued Consultation
The consultation would be continued as the project enters in the implementation stage.
Several additional rounds of consultations with PDPs will be done through NGO involvement
during RAP implementation. These consultations during RAP implementation will involve
agreements on compensation and assistance options and entitlement package. The other
round of consultation will occur when compensation and R&R assistance are provided and
actual resettlement begins. The following set of activities will be pursued for effective
implementation of RAP.
 For the benefit of the community in general and PAP in particular, RAP will be
translated in Hindi will be made available at local public offices for easy access to
RAP related information.
 Key features of the R&R entitlements will be displayed in billboards along the project
corridor.
 Together with the NGO, Social Management Cell (SMC) of PIU will conduct
information dissemination sessions in major intersections and solicit the help of the
local community business leaders and encourage the participation of the PDPs in RAP
Implementation.
 Focus attention will be made for vulnerable groups to understand the Implementation
process and ensure that their needs are specifically taken into consideration.
 The NGOs Involved In the implementation of RAP will organize Public meetings,
and will appraise the communities about the progress in the implementation of project
works.
 The NGO will organize public meetings to inform the community about the payment
and assistance paid to the community. Regular update of the program of resettlement
component of the project will be placed for public display at Work Department
package offices.
 Participation of PDPs will also be ensured through their involvements in various local
committees such as, Village Level Committees, District committees, and Grievance
Redress Committee.

7.5 R&R PRINCIPLES, POLICY FRAMEWORK AND ENTITLEMENT

MATRIX
Ministry of Road Transport & Highways, Government of India, finalized the ―Resettlement
Policy Framework (RPF)‖ and posted on MoRT&H Website. The finalized ―Resettlement
Policy Framework (RPF)‖ shall apply to all project roads under NHIIP whether partly or fully
funded by World Bank during the entire period of loan assistance. This Resettlement Policy
document describes the principles and approach to be followed in minimizing and
mitigating negative social and economic impacts caused by the project overall objective of
this Framework is to guide the preparation and implementation of NHIIP based on the
following principles:
 Take due care of Project Affected People (PAP).
 Take due precautions to minimize disturbance to human habitations, tribal areas and
places of cultural significance.
 Involve affected people from inception stage to operation and maintenance.
 Consult affected people in issues of ROWs, land acquisition or loss of livelihood
 Encourage consultation with communities in identifying environmental and social
implications of projects.
 Pay special attention to marginalized and vulnerable groups and secure their inclusion
in overall public participation.
 Guarantee entitlements and compensation to affected people as per its R&R policy.
 Share information with local communities about environmental and social
implications.
Applicable acts, notifications and policies relevant in the context of this project are discussed
below. The Project Authority (MoRTH) will ensure that project activities implemented are
consistent with the national, state, local regulatory/legal framework.
Acts,
Sl.
Notifications Relevance to this project Applicability
No.
and policies
1 National Land required for the project shall be Applicable to
Highways acquired as per the provisions of this act. all sub-
Act, 1956 projects.
2 National Provides limited benefits to affected family Applicable
Rehabilitation and (an ex-gratia payment of not less than Rs.
Resettlement 20,000/- and in case land-holder becoming
Policy (NRRP), landless or small or marginal farmer in such
2007 cases other rehabilitation benefits as
applicable.

Acts,
Sl.
Notifications Relevance to this project Applicability
No.
and policies
3 Bihar Land Government has decided to fix the cost of Applicable
Acquisition the land to be acquired after adding 50% of specifically
Resettlement and registration cost of similar type of land. The for this project
Rehabilitation land shall be acquired after paying 30%
Policy, solatium on the rates as fixed above, but
2007 (BLARRP- wherever the landowner agrees to give his
2007) land voluntarily in that case the solatium to
be paid shall be 60%.
4 World Bank OP The project entails land acquisition though, Applicable to
4.12 – at a low scale for widening, realignments, all sub-
Involuntary junction improvements, bypasses etc. It projects.
Resettlement would also adversely affect structures used
for various purposes, livelihood of people
(mainly earning their livelihood by means of
petty shops and providing various services).
Many of them have been operating from the
government land. Thus both title holders and
non-title holders alike would be affected as a
consequence of the project.
5 The Right to The Act provides for setting out the Applicable
Information Act, practical regime of right to information for
2005 citizens to secure access to information
under the control of public authorities, in
order to promote transparency and
accountability in the working of every
public authority, the constitution of a Central
Information Commission and State
Information Commissions and for matters
connected therewith or incidental thereto.
Bihar Land Acquisition Resettlement and Rehabilitation Policy-2007 (BLARRP- 2007):

In February 2007, Government of Bihar has formulated and adopted a policy called Bihar
Land Acquisition Resettlement and Rehabilitation Policy-2007 (BLARRP-2007). The policy
comprises provision for compensation according to revised rate of land and additional
facilities to be provided to the affected families. The main features of policy are as follows:
 To meet the replacement cost of land payment of compensation in revised rate i.e.
50% additional as registration cost plus 30% solatium in compulsory acquisition and
60% solatium if owners agree to give land voluntarily.

 Where homestead land is being acquired the land owner shall be entitled for same
area of land being acquired (Maximum 5 Decimal) which shall be acquired for the
purpose and shall be handed over to the entitled person.
 Every land owner, whose homestead land has been acquired, shall be paid an amount
equal to Rs 10,000 (Rupees Ten thousand) as one time assistance for temporary
accommodation.
 Every Land Owner whose homestead land is being acquired shall be entitled for a
onetime payment of Rs 5,000.00 (Rupees five thousand only) as assistance for
transportation of his household goods.
 Displaced agricultural laborer who has been working for a period of minimum three
years and who used to earn his livelihood by working on the land which is now under
acquisition and who has become jobless because of the acquisition, shall be entitled
for onetime payment of two hundred days wages as fixed by the govt. under minimum
wages act and shall also be entitled for National/State level job card under National
Rural Employment Guarantee Program.
The policy specifies that the entire cost for resettlement and rehabilitation, in addition to the
cost of acquisition of land shall be borne by the respective requisitioning authorities. The
Requisitioning Authority shall deposit an amount equivalent to 0.5% of the estimated cost of
land under acquisition for the project to the Collector-cum-Administrator, Resettlement and
Rehabilitation through a bank draft subject to maximum of Rs 2.0 (Two lakh) only. This
amount shall be over and above the amount paid for establishment expenditure under LAA.
This additional amount shall be paid for outsourcing the work of survey for Resettlement,
Monitoring, Stationeries, POL and other incidentals like vehicle, Computer, Computer
Operator, Administration, Drafts man, Chainman etc. The better part of the BLARRP-2007 is
that the rate of land offered under it is near to replacement value. The rate of land according
to this policy is 85% more than the rate of land being provided by LA A-1894. Additionally
the policies also ensure transitional assistance, transportation assistance and assistance for
income loss by the DPs.
The National Highways (NH) Act, 1956
For the purpose of development, maintenance, and management of national highways, a
special law, The National Highways Act (NH Act), 1956 has been promulgated. This Act
provides for acquiring land through a ―competent authority‖, which means any person or
authority authorized by the Central Government by notification in the official Gazette to
perform functions of the competent authority for such areas as may be specified in the
notifications. For land acquisition (LA), the Act defines the various procedures as (i) section
3A—intention of Central Government to acquire land, (ii) 3B—power to enter for survey,
(iii) 3C—hearing of objections, (iv) 3D—declaration of acquisition, (v) 3E—power to take
possession, (vi) 3F—power to enter into the land where land has vested in the central
government, (vii) 3G—determination of compensation, and (viii) 3H—deposit and payment
of the amount. The Act requires that the processes must be completed within a year from 3A

to 3D. The Act covers only legal titleholders and provides for compensation based on (i)
market value of the land; (ii) additional payments for trees, crops, houses, or other
immovable properties; and (iii) payments for damage due to severing of land, residence, or
place of business.
Land acquisition in this project will be carried out under the NH Act, 1956. This Act provides
for acquiring the land through "competent authority" which means any person or authority
authorized by the Central Govt. by notification in the official Gazette to perform functions of
the competent authority for such areas as may be specified in the notifications.
Comparison between LA and R&R Policies in the State, NPRR and WB
For this Road stretch the Bihar State has Land acquisition, R&R policy (BLARRP act of
2007) shall be adopted. The advantage of Land acquisition as per NH Act of 1956 is that
within a year the land is acquired and development works can start soon, a comparison of
different policies as shown in Table 7.3.
Table 7.3: Comparison of Gaps in Various Acts and Policies with the World Bank
Sl. World Bank OP-4.12 National Bihar Land Remarks

No. Involuntary Rehabilitation and Acquisition
Resettlement Policy Resettlement Policy, R&R Policy-
Principles 2007 (NRRP 2007) 2007 (BLARRP
2007)
1 Involuntary This principle is No such NRRP 2007
resettlement should be equally emphasized objective is meets WB IR
avoided wherever under NRRP 2007 outlined Policy
possible requirements
2 Minimize involuntary NRRP 2007 aims to No such NRRP 2007
resettlement by minimize objective is meets WB IR
exploring project and displacement and to outlined Policy
design alternatives promote, as far as requirements
possible, non-
displacing or least-
displacing alternatives
(refer Para 2.1a)
3 Conducting census of Lay out procedure for No provision or NRRP 2007
displaced persons and census survey and procedure meets WB IR
resettlement planning resettlement plan specified. Policy
(refer Ch-VI, Para 6 requirements
and 6.4)
4 Carry out meaningful NRRP 2007 ensure No provision NRRP 2007
consultation with adequate rehabilitation made meets WB IR
displaced persons and package and Policy
ensure their expeditious


2007)
participation in implementation of the requirements
planning, rehabilitation process
implementation and with the consultation
monitoring of and active
resettlement program participation of the
affected families (refer
Para 2.1b )
5 Establish grievance Project involving No provision NRRP 2007
redress mechanism involuntary made meets WB IR
resettlement needs to Policy
have Grievance requirements
redress mechanisms
for affected people
(refer Para 8.1.1 and
Para 8.3.4)
6 Support the social and This is emphasized in No provision NRRP 2007
cultural institutions of the policy (refer Para made meets WB IR
displaced persons and 6.10, Para 7.21.6) Policy
their host population. requirements
7 Improve or at least NRRP 2007 No provision NRRP 2007
restore the livelihoods emphasizes the same made meets WB IR
of all displaced (refer Ch-VII) Policy.
persons
8 Land based Loss of asset to be No provision NRRP 2007
resettlement strategy compensated to the made meets WB IR
extent of actual loss Policy.
(refer Para 7.4.1) BLARRP is
not clear in
this regard
9 All compensation The compensation In addition to NRRP 2007
should be based on the award shall take into provision made meets WB IR
principle of account the market in LAA-1894 it Policy
replacement cost value of the property makes attempt to requirements.
being acquired (refer achieve BLARRP
Para 6.22b) determination offers near
and payment of market value


2007)
market value by
adding 50%
registration cost
and up to 60%
solatium
10 Provide relocation NRRP 2007 In case of loss of NRRP 2007
assistance to displaced emphasizes the same homestead land meets WB IR
persons (refer Ch-VII), (refer or house only Policy.
Para 7.22.1 and Para
7.22.2)
11 Ensure that displaced NRRP 2007 also No provision NRRP 2007
persons without titles recognizes the non- made but only meets WB IR
to land or any titleholder families agricultural Policy
recognizable legal and ensure R&R laborer is requirements.
rights to land are benefits (refer Para considered BLARRP is
eligible for 3.1.b.iii) limited in
resettlement assistance scope
and compensation for
loss of non-land
assets.
12 Disclose the NRRP 2007 ensure No provision NRRP 2007
resettlement plan, this principle (refer made meets WB IR
including point 6 above) also Policy
documentation of the refer Para 6.14.1, Para requirements
consultation in an 6.14.3)
accessible place and a
form and language(s)
understandable to
affected persons and
other stakeholders.
13 Conceive and execute NRRP 2007 The policy NRRP 2007
involuntary emphasizes to specifies that all meets WB IR
resettlement as part of integrate rehabilitation R&R cost will Policy
a development project concerns into the part of project requirements
or program. Include development planning and borne by
the full costs of and implementation requiring agency


2007)
resettlement in the process (refer Para
presentation of 2.1e)
project‘s costs and
benefits.
14 Pay compensation and Full payment of No provision NRRP 2007
provide other compensation as well made meets WB IR
resettlement as adequate progress Policy
entitlements before in resettlement shall requirements
physical or economic be ensured in advance
displacement. of the actual is
placement of the
affected families.
(Refer Para 6.22)
15 Monitor and assess The policy equally No provision NRRP 2007
resettlement emphasizes the made meets WB IR
outcomes, their requirement for Policy
impacts on the monitoring requirements
standards of living of
displaced persons.
Resettlement Site
Following procedure will be adopted for selection and development of the resettlement site.
The PDPs will be resettled preferably in a place close to the area where they were residing
prior to the project. The resettlement plan will address the requirement for residential plots of
all squatters. This will be implemented on the basis of providing options for relocation, which
include:
Option 1. Squatters may choose self- relocation with compensation for their structures and
related assistance and,
Option 2. For squatters, who are unable to self-relocate, PIU/NGO will examine on a case by
case basis each household‘s access and ability to find appropriate replacement land for
dwelling and if they are unable to find or afford land themselves, then project will provide the
required suitable land for this purpose.
R&R Requirements of World Bank
Operational Policy 4.12 Involuntary Resettlement provides procedures and responsibilities
towards displaced persons involved in involuntary resettlement. It aims at avoiding or
minimizing forced displacement due to its disruptive and improvising effects

Operational Policy 4.10 ensures that indigenous population benefits from development
projects and those projects' potentially adverse effects are avoided or mitigated.
Operational Policy 4.20 draws on Integrating Gender aspects into the World Bank's Work.
The objective of the Bank's gender and development policy is to assist member countries to
reduce poverty and enhance economic growth, human well-being, and development
effectiveness by addressing the gender disparities and inequalities that are barriers to
development, and by assisting member countries in formulating and implementing their
gender and development goals
Operational Policy 4.11 Make provisions about the impacts on physical cultural resources
resulting from project activities, including mitigating measures, may not contravene either the
borrower's national legislation, or its obligations under relevant international environmental
treaties and agreements.
Definitions
Following definitions that will be applicable unless otherwise stated specifically.
 Agricultural labourer: means a person primarily resident in the affected area for a
period of not less than five years immediately before the declaration of the affected area,
who does not hold any land in the affected area but who earns his livelihood mainly by
manual labour on agricultural land therein immediately before such declaration and who
has been deprived of his livelihood;
 Agricultural land: Denotes land used or capable of being used for the purpose of
agriculture or horticulture, dairy farming, poultry farming, pisciculture, sericulture,
breeding of livestock or nursery growing medicinal herbs, raising of crops, grass or
garden produce and land used by an agriculturist for the grazing of cattle, but does not
include land used for cutting of wood only;
 Below poverty line (BPL) or BPL family: means below poverty line families as defined
by the Planning Commission of India, from time to time and those included in the BPL
list for the time-being in force.
 Corridor of impact (COI): Refers to the minimum land width required for construction
including embankments, facilities and features such as approach roads, drains, utility
ducts and lines, fences, green belts, safety zone, working spaces etc. Additional land
width would be acquired/purchased or taken on temporary lease if the Corridor of Impact
extends beyond the available Right of Way.
 Cut-off date: Refers to the date on which the census survey of PDPs starts in that road
section/stretch. For entitlement purpose, the PDPs would be those who have been in
possession of the immovable or movable property within the affected area/zone on or
prior to cut off date. However, the cut-off date for land acquisition purpose is the date on
which the notification under section 3A will be issued under the NH Act, 1956.
 Encroacher: A person who has extended their building, agricultural lands, business
premises or work places into public/government land without authority.

 Entitled person (EP): A person who is adversely impacted by the project and is entitled
to assistance as per the project entitlement framework is considered to be an Entitled
Person.
 Holding: means the total land held by a person as an occupant or tenant or as both;
 Kiosk: A kiosk is a booth/stall/cabin/cubicle made of wood or iron or any other building
material which could be shifted to another location as a single unit without much damage
and is used for carrying out petty business/ commercial activities and has been in
operation/existence prior to cut off date.
 Land acquisition" or "acquisition of land": means acquisition of land under the NH
Act, 1956 for the time being in force;
 Landowner: A person who is an allottee or a grantee of any land under any scheme of
the Government under which such allotment or grant is to mature into ownership, who
has mortgaged his land (or any portion thereof) or who has permanent rights and interest
in land.
 Marginal farmer: Refers to a cultivator with an un-irrigated land holding upto one
hectare or irrigated land holding up to half hectare.
 Non-agricultural labourer: means a person who is not an agricultural labourer but is
primarily residing in the affected area for a period of not less than five years immediately
before the declaration of the affected area and who does not hold any land under the
affected area but who earns his livelihood mainly by manual labour or as a rural artisan
immediately before such declaration and who has been deprived of earning his livelihood
mainly by manual labour or as such artisan in the affected area;
 Non-titleholder: Affected persons/families/ households with no legal title to the land,
structures and other assets adversely affected by the project. Non-titleholders include
encroachers, squatters, etc.
 Notification: means a notification published in the Gazette of India.
 Occupier: means a member of a Scheduled Tribes community in possession of forest
land prior to the 13th day of December, 2005;
 Project: Refers to the National Highways Interconnectivity Improvement Project
(NHIIP).
 Project affected area: Refers to the area of village or locality under a project for which
land will be acquired under NH Act 1956 through declaration by Notification in the
Official Gazette by the appropriate Government or for which land belonging to the
Government will be cleared from obstructions.
 Project affected family: includes a person, his or her spouse, minor sons, unmarried
daughters, minor brothers, unmarried sisters, father, mother and other relatives residing
with him or her and dependent on him or her for their livelihood; and includes "nuclear
family" consisting of a person, his or her spouse and minor children;

 Project affected person (PAP): Any tenure holder, tenant, Government lessee or owner
of other property, or non-titleholder who on account of the project has been affected from
such land including plot in the abadi or other property in the affected area will be
considered as PAP.
 Project displaced person (PDP): Any tenure holder, tenant, Government lessee or
owner of other property, or non-titleholder who on account of the project has been
involuntarily displaced from such land including plot in the abadi or other property will
be considered as PDP. A displaced will always be a PAP but all PAP may not be PDP.
 Project affected household (PAH): A household that may comprise of one family or
several families.
 Replacement cost: A replacement cost/value of any land or other asset is the cost/value
equivalent to or sufficient to replace/purchase the same land or other asset.
 Small farmer: Refers to a cultivator with an un-irrigated land holding up to two (2)
hectares or with an irrigated land holding up to one (1) hectare.
 Squatter: A person who has settled on public/government land, land belonging to
institutions, trust, etc and or someone else‘s land illegally for residential, business and or
other purposes and/or has been occupying land and building/asset without authority.
 Tenant: A person who holds / occupies land / structure of another person and is or (but
for a special contract) would be liable to pay rent for that land / structure to other person
and includes the predecessor and successor-in-interest of such person but does not include
mortgage of the rights of a landowner or a person to whom holding has been transferred
or an estate or holding has been let in farm for the recovery of an arrear of land revenue
or of a sum recoverable as such an arrear or a person who takes from Government a lease
of unoccupied land for the purpose of subletting it.
 Titleholder: A PAP/PAF/PAH who has legal title to land, structures and other assets in
the affected zone.
 Vulnerable group: This includes Scheduled Caste. ST, family/household headed by
women/ female, disabled, handicapped, orphans, destitute, BPL, abandoned woman;
unmarried girls; widows; and persons above the age of 65 years irrespective of their
status of title (ownership). Vulnerable groups would also include those farmers who
(after acquisition of land) become small/marginal farmers and also qualify for inclusion in
BPL. For such cases, total land holding of the landowner in that particular revenue village
will be considered in which land has been acquired.
 Wage earner: Wage earners are those whose livelihood would be affected due to the
displacement of the employer. The person must be in continuous employment for at least
six months prior to the cut-off date with the said employer and must have reliable
documentary evidence to prove his/her employment.
Based on the above analysis of government provisions and requirements as per World Bank
IR policy the broad resettlement principle for this project shall be the following:

 Proposed highway improvement and strengthening work will take place mostly on the
existing alignment and within the available ROW except at locations where bypass is
proposed or at locations were realignment is necessary to incorporate required safety
measures;
 The involuntary resettlement and adverse impacts on persons affected by the project
would be avoided or minimized as much as possible exploring viable alternative project
design;
 Where it is not feasible to avoid resettlement, resettlement activities should be conceived
and executed as sustainable development programs, providing sufficient investment
resources to enable the persons displaced by the project to share in project benefits;
 Efforts should be made to improve their livelihoods and standards of living or at least to
restore them, in real terms, to pre-displacement levels or to levels prevailing prior to the
beginning of project implementation, whichever is higher;
 Displaced persons should be meaningfully consulted and should have opportunities to
participate in planning and implementing resettlement programs;
 Replacement land shall be an option for compensation in the case of loss of land. In case
of unavailability of replacement land, cash-for-land with compensation on replacement
cost option will be made available to the PAPs;
 Compensation for loss of land, structures and other assets will be based on full
replacement cost and will be paid before physical displacement of PAPs including
transaction costs;
 In the event of necessary relocation, PAPs shall be assisted to integrate into host
communities;
 All land acquisition for the project would be done as per the National Highways Act,
1956.
 Additional assistance would be provided to the PAPs for meeting the replacement cost of
the property;
 The uneconomic residual land remaining after land acquisition will be acquired by the
project.
 The owner of such land/property will have the option to seek acquisition of his entire
contiguous holding/ property provided the residual land is less than the average land
holding of the district;
 Any structure/asset rendered unviable/unsafe because of the project shall also be
considered as affected and entitlements shall be extended accordingly;
 The affected persons who does not own land or other properties, but have economic
interests or lose their livelihoods will be assisted as per the policy principles described in
this document;

 Cut-off date for titleholders will be the date of publication of notification under Section
3A of the National Highways Act, 1956. For non-titleholders who has not any legal
holding of the occupied land such as squatters and encroachers the date of project census
survey or a similar designated date declared by the executing agency will be considered
as cut-off date;
 An entitlement matrix for different categories of people affected by the project has been
prepared and provisions will be kept in the budget for those who were not present at the
time of census survey. However, people moving in the project area after the cut-off date
will not be entitled to any compensation or assistance;
 Vulnerable groups (PAPs below poverty line (BPL), the landless, disabled, elderly
persons, women and children, indigenous peoples) will be identified and given additional
support and assistance under the project;
 All common property resources (CPR) lost due to the project will be reconstructed
or compensated by the project;
 Information related to the preparation and implementation of resettlement plan will be
disclosed to
 all stakeholders and people‘s participation will be ensured in planning and
implementation;
 Appropriate grievance redressal mechanism will be established at sub-project, state and
central levels to ensure speedy resolution of disputes;
 An effective monitoring and evaluation mechanism will be established to ensure
consistent implementation of resettlement activities planned under the project including
third party monitoring.
Entitlement Matrix
This entitlement matrix has been developed in accordance with the basic principles adopted
in the RPF and analysis of initial identification of project impacts. In case State Government
through any Act or Gazette Notification or as approved by any authority of State Government
(duly authorized for the purpose) as per their approved procedure has fixed a rate for
compensation of land and is higher than the provisions under the project, the same may be
adopted by the Competent Authority in determining the compensation for land.
Similarly, in case State Government through any Act or Gazette Notification or as approved
by any authority of State Government (duly authorized for the purpose) as per their approved
procedure has fixed a rate for resettlement and rehabilitation assistance and is higher than the
provisions under the project, the same may be adopted by the Executing Authority.The
developed entitlement matrix is presented in Table below.
The Entitlement Matrix provides category-wise details regarding the entitlements in relation
to the R&R principles enumerated above. Table 7.4 presents the entitlement matrix for the
project:

Table 7.4: Detailed Entitlement Matrixes
Sl. Application Definition of Entitlement Details

No. Entitled Unit
A. Loss of Private Agricultural, Home-Stead & Commercial Land
1 Land within Titleholder
Compensation a) Land for land, if available. Or Cash
the Corridor family and at compensation for the land at replacement
of families with replacement cost, which will be determined as
traditional cost, mentioned in Note (A).
Impact
(COI) land Right Resettlement b) If the compensation amount determined
and by the Competent Authority is less than
Rehabilitation the replacement cost mentioned in Note
A, the difference amount will be paid as
replacement assistance.
c) In case of land for land is not provided,
additional ex-gratia amount of Rs
20,000/- for those losing land up to 250
sq m of land. The affected person will
get Rs.80 per sq m for any area
acquired above 250 sq m (para 7.19
NRRP 2007)
d) If as a result of land acquisition, the
landholder becomes landless or is reduced
to the status of a ―small‖ or ―marginal‖
farmer, rehabilitation allowance
equivalent to 750 days of minimum
agricultural wages would also be given.
(para 7.14, NRRP-2007)
e) Policy for acquisition/ compensation for
residual land will be as per note B.
f) In case of allotment of land, one time
financial assistance of minimum Rs.
15000/- per hectare for land
development. (para 7.9.1 of NRRP-2007)
g) Refund of stamp duty and registration
charges incurred for replacement land to
be paid by the project; replacement land
must be bought within a year from the
date of payment of compensation to
project affected persons.


No. Entitled Unit
B. Loss of Private Structures (Residential/Commercial)
2 Structure Title Holder/ Compensation a) Cash compensation for the structure at
within the Owner at replacement replacement cost which would be
Corridor of rate, determined as per Note(C).
Impact Resettlement b) Right to salvage material from the
(CoI) & demolished structures.
Rehabilitation c) Three months‘ notice to vacate structures.
Assistance d) Refund of stamp duty and registration
charges for purchase of new alternative
houses/shops at prevailing rates on the
market value as determined in (a) above.
Alternative houses /shops must be bought
within a year from the date of payment
of compensation.
e) In case of partially affected structures and
the remaining structure continues to be
viable additional 25 % of compensation
amount as restoration grant.
f) Monthly subsistence / transitional
allowance equivalent to twenty-five days
minimum agricultural wages per month
for a period of one year from the date of
displacement (para 7.16 of NRRP-2007).
(g) Each affected family getting displaced
shall get a one-time financial assistance
of Rs 10,000 as shifting allowance (para
7.10 NRRP 2007).
(h) Each affected family that is displaced and
has cattle, shall get financial assistance of
Rs 15,000/- for construction of cattle
shed (para 7.10 NRRP 2007).
(i) Each affected person who is a rural
artisan, small trader or self-employed
person and who has been displaced (in
this project owner of any residential–cum
commercial structure) shall get a one-
time financial assistance of Rs 25,000/-
for construction of working shed or shop
(para 7.12 NRRP 2007).


No. Entitled Unit
(j) House construction assistance of
Rs.10,000 for families belonging to
vulnerable group will be provided .
3 Structure Tenants / Resettlement a) Registered lessees will be entitled
within the Lease Holders & to an apportionment of the compensation
Corridor of Rehabilitation payable to structure owner as per
Impact Assistance applicable local laws.
(CoI) b) In case of tenants, three months written
notice will be provided along with
Rs 10,000 towards shifting allowance
(NRRP 7.11).
c) In case three months‘ notice to vacate
structures is not provided, then three
months‘ rental allowance will be
provided in lieu of notice.
C. Loss of Trees and Crops
4 Standing Owners & Compensation a) Three months advance notice to project
Trees, Beneficiaries At market affected persons t o harvest fruits,
Crops (Registered value standing crops and removal of trees.
within the /Un- b) Compensation to be paid at the rate
Corridor of Registered estimated by:
Impact tenants, i) The Forest Department for timber
(CoI) contract trees
cultivators, ii) The State Agriculture Extension
leaseholders Department for crops
&
iii) The Horticulture Department for
Sharecroppers perennial trees.
c) Registered tenants, contract cultivators,
leaseholders & Sharecroppers will be
eligible for compensation for trees and
crops as per the agreement document
between owner and the beneficiaries.
d) Un- registered tenants, contract
cultivators, leaseholders & Sharecroppers
will be eligible for compensation for trees
and crops as per mutual understanding
between the owner and the beneficiaries.

Sl. Application Definition Entitlement Details

No. of Entitled
Unit
D. Loss of Residential/ Commercial Structures to Non-Titled Holders
5 Structures Owners of Resettlement a) Encroachers shall be given three months‘

within the Structures & notice to vacate occupied land or cash
Corridor of identified as Rehabilitation assistance at replacement cost for loss of
Impact per Project Assistance crops or structures.
(CoI) or Census b) Any encroacher identified as vulnerable
Govt. land Survey or shall be paid replacement cost of structure
Occupants to be determined as per Note C.
of structures c) Any encroacher identified as non-
vulnerable but more than 25% of the
structure used for residential purposes is
affected be paid cash assistance at
replacement cost for loss of structure to
be determined as per Note C.
d) All squatters to be paid Cash assistance
for their structures at replacement costs
which will be determined as mentioned in
Note C.
d) Resettlement & Rehabilitation assistance
to the squatters as under:
(i) Monthly subsistence/transitional
allowance equivalent to twenty-five days
minimum agricultural wages per month
for a period of one year from the date of
displacement (para 7.16 of NRRP-2007).
(ii) Shifting allowance of Rs 10,000 per
family (para 7.11 NRRP 2007).
(iii) Assistance of Rs 15,000/- for loss
of cattle shed (para 7.10 NRRP 2007).
(iv) Each affected persons who is a rural
artisan, small trader or self-employed
person assistance of Rs 25,000/- for
construction of working shed or shop
( para 7 . 1 2 NRRP 2007).
(v) House construction assistance of
Rs.10,000 for families belonging to
vulnerable group will be provided .

E. Loss of Livelihood
6 Families Title
Resettlement a) Monthly subsistence/transitional
living Holders/ & allowance equivalent to twenty-five
within the Non-Title Rehabilitation days minimum agricultural wages per
Corridor of holders/ month for a period of one year from the
Assistance
Impact sharecroppe date of displacement (para 7.16 of NRRP-
(CoI) rs, 2007).(PAPs covered under 1(f), 2(f) and
agricultural 5(e) (i) above would not be eligible for
labourers this assistance).
and b) Training Assistance of Rs 10,000/- for
employees income generation per family
c) Temporary employment in the project
construction work to project affected
persons with particular attention to
vulnerable groups by the project
contractor during construction, to the
extent possible
F. Additional Support to Vulnerable Group

7 Families Vulnerable Resettlement One time additional financial assistance
within the families & equivalent to 300 days of minimum wages
Corridor of Rehabilitation to all vulnerable including STs as Economic
Impact Assistance Rehabilitation Grant.
(CoI)
G. Additional Assistance to Scheduled Tribe Families
8 Scheduled Family Resettlement a) Each ST affected family shall get an
Tribe & additional one time financial assistance
families Rehabilitation equivalent to two hundred days of
within the Assistance minimum agricultural wages for loss of
Corridor of customary rights or usage of forest
Impact produce (para 7.21.5 NRRP 2007).
(CoI) Customary rights on land and usage of
forest will have to be certified by the
Gram Sabha or such appropriate
authority.
b) Each Scheduled Tribe family affected
families resettled out of the district will
get twenty-five per cent higher
rehabilitation and resettlement benefits.

H. Loss of Community Infrastructure/Common Property Resources

9 Structures & Affected Re- Reconstruction of community structure and
other communities construction Common property resources in consultation
resources and groups of with the community.
(e.g. land, community
water, structure and
access to common
social property
services resources
etc.) within
the Corridor
of Impact
(CoI)
I. Temporary Impact During Construction
10 Land & Owners of Compensatio Compensation to be paid by the contractor
assets land & n for for loss of assets, crops and any other
temporarily Assets temporary improvements as per prior agreement
impacted impact during between the ‗Contractor‘ and the ‗Affected
during construction Party‘.
construction e.g. diversion
of normal
traffic,
damage to
adjacent
parcel of land
/ assets due to
movement of
heavy
machinery
and plant site.
J. Resettlement Site
11 Loss of Displaced Provision of Resettlement sites will be developed as part

residential titleholders resettlement of the project, if a minimum of 25 project
and and non- site/ vendor displaced families opt for assisted
commercial titleholders market resettlement. Vulnerable EPs will be given
structures preference for allotment of plots/flats at the
resettlement site. Plot size will be equivalent
to the size lost subject to a maximum of 250
sq m in rural areas and 150 sq m in Urban

(para 7.2 of NRRP 2007).

Similarly, if at least 25 displaced commercial
establishments (small business enterprises)
opt for a vendor market, the Project
Authority will develop the vendor market at
suitable location in the nearby area in
consultation with displaced persons.
Shopping unit size will be equivalent to the
size lost subject to a maximum of 100 in
urban and 150 sq ft in rural areas.
Vulnerable EPs will be given preference for
shops in vendor market.
One displaced family will be eligible for
only one land plot at resettlement site or shop
in the vendor market.
Basic facilities such as approach road,
electricity connection, water and sanitation
facility, etc shall be provided at resettlement
site and in vendor market, as applicable by
the Project Authority at project cost. Any
other basic facilities shall be provided at the
time of implementation in consultation with
displaced persons depending on the
requirements. Budget for the development of
resettlement sites and vendor markets will be
included in the overall project cost.
In case of self-relocation, EPs will be eligible
for additional support for the construction
of structure @ 15% of the financial
assistance provided for new construction of
house under IAY and JNNURM, subject to
the condition that the EP uses the assistance
money for construction only within a
period of one year from the date full
payment of compensation and assistance
amount in the concerned state. The EP will
be required to provide documentary evidence
to that effect. Self-relocating displaced
EPs will not be eligible for land plots at
resettlement site or shop in the vendor
market.

7.6 MINIMIZATION OBJECTIVES

Social assessment of the project is an important component of project preparation. GOI and
GOB regulations and World Bank policy require environmental and social impact assessment
during the design stage to minimize, reduce or mitigate potential negative impacts of project
action and enhance positive impacts, sustainability and development benefits.
An analysis was carried out for the project activities to develop alternative scenarios which
included no-project alternatives, no-component alternatives and with-component alternatives.
The preferred alternative suggested is with-component alternative for:
 Minimizing Displacement
 Reducing resistance to the project
 Minimize the impact on the existing trees/local environment.
 Maximum benefit in terms of road geometry, pavements, shoulders, Embankments,
etc.
 Uninterrupted flow of through traffic along the project stretch
 Avoid future possibility of installation of speed breakers by the local
administration/public
 Avoid adverse impacts of the crowded areas along the project stretch
 Provide scope for wayside amenities
7.7 CENSUS AND SOCIO-ECONOMIC SURVEY ANALYSIS
The Project Stretch NH 106 from Udaikishanganj to Bihpur traverses through 19 villages and
two districts Madhepura and Bhagalpur. The section passes through a variety of land use, viz.
built up, barren, agriculture and plains of Kosi River. Number of habitations and Population
density in project stretch Madhepura district include 11 villages having population density
1120 per sq km and Bhagalpur district include 8 villages having population density 1182 per
sq km.
Analysis of Primary Data
Data collected during field studies shall be analyzed for each km. Distance from the
centerline, number of structures in a particular stretch, type of structure and its uses, land to
be acquired etc. shall be considered for the analysis of field level information. Data collected
on number of curves, junctions, etc, is also analyzed for further road safety study.
Analysis of Secondary Data
District level analysis by using secondary data from census and other published documents
has been carried out to identify the development status of roads, falling in particular
District/Districts. The development status is gauged by using selected social and economic
indicators. Vulnerable settlements based on the selected social, economic and demographic
indicators.

Vulnerable/problematic settlements are identified by combination of following three

indicators: literacy rate, proportion of scheduled caste population to total population of the
settlement and proportion of scheduled tribe population to total population of the settlement
taken together and the proportion of non-workers. Information collected from Statistical
Handbook is also utilized.
The people who are most affected due to the road development projects are the encroachers,
squatters within available ROW and those whose land is acquired for the development of the
road for new alignments.
Project affected Villages Table 7.5.
Table 7.5: Project affected Villages
District Project Affected Villages & Urban Centers

Madhepura Udakishunganj
Rahta
Baratani
Mohmmad Danish English
Shankarpur Madheli
Kursandi
Karma
Saprda
Kujori
Fulaut English
Fulaut
Bhalagpur Kishunpur Banwari
Tarhana
Kaharpur
Shahchak
Govindpur Govind
Tulsipur
Madwa
Narayanpur
Source: Based on census Survey 2011
7.8 COMMUNITY PARTICIPATION

Participation is a process, through which stakeholder influence and share control over
development initiatives and the decisions and the resources, which affects them. The

effectiveness of R&R programme is directly related to the degree of continuing involvement

of those affected by the project. The effectiveness of R&R programme is directly related to
the degree of continuing involvement of those affected by the project. Through public
participation, stakeholders and key social issues were identified and strategy was formulated
for sustainable and equitable distribution of project benefits among the project beneficiaries
with specific reference to project affected and vulnerable group. The option of alternative
design was also discussed to meet their local transport needs, minimization of impacts and to
achieve speedy implementation of the project with people‘s involvement.
Key issues raised during the consultations are given in Table 7.6.
Table 7.6: Key Issues
Suggestion
Sl Location/ Public Mitigation
Issues Raised from Remarks
No. Date Consultation Measures
Participants
People
perceived that Employment to
the proposed local skilled and
project road unskilled
Shankarpur Locals should Farmers stay
will provide laborers will be
1 Madheli be given idle between
quicker preferred during
13/9/15 Employment two crops
transport road construction
facility and and operation
generate phase
employment
Proper
The
relocation of
loss of compensation Relocation
the displaced
Karma agricultural money of of common
2 persons &
16/9/15 land and agricultural land property
compensation
structures should be resources
against loss
properly invested
of land
Suitable
resettlement All the
Self options will be grievances
Fulaut problem in relocation offered to them will be
3
18/9/15 relocation and adequate to maintain their resolved by
compensation pre project living mutual
standards , even consultation
better
Major findings (arising out of the consultations) related to key issues such as general
perception about the project; suggestions to mitigate hardships resulting from dislocation and
loss of livelihood, the details are given below:
 People were convinced about the importance of good highways in their region since it
will reduce the incidence of accidents and enhance economic opportunities

 People consented to cooperate if adequate compensation is given
 Most people preferred to resettle near their previous place of business and residence
and preferred self-resettlement
 Cultivators preferred cash compensation at market rate. Land for land option was least
preferred
 Requests were made by the affected people for providing facilities and amenities like
rain shelter and safer accessibility at points of congestion and intersections
 On site relocation for small business enterprise (SBE) within the ROW at the edges of
the carriageway were suggested. Small Business Enterprisers were not interested to
relocate at far-off locations. They perceived low business growth at such locations
 PDP wanted to know when construction work would commence
 Affected People asked about creation of employment opportunities during road

construction and later phases of the project for them
 People suggested that adequate safety measures should be provided such as speed
breakers, signages, etc, near inhabited areas, school, hospitals, etc.
Determination of compensation through private negotiation
To speed up the land acquisition process, the negotiation with the land acquisition is
proposed to be used for fixing up the land price. The compensation for the land to be
acquired will be paid through private negotiation with the concerned landowners. The PIU
will examine the possibilities of the implementation and will take the necessary initiatives
as described below. The LA Act procedures will be adopted in case of negotiation fails with
the land owners.
Steps to be followed for Private Negotiations
 A time period of 45 days would be available for carrying out negotiations with the
Landowners
 A maximum of 4 rounds of negotiations may be conducted with the landowners.
 After every round of negotiation, record (Documentation) would be sent to the DC and
RCD, Bihar.
 The negotiation shall be conducted village-wise, involving groups in order to maintain

transparency.
Final List of PAP
The RCD will hand over the final list along with Land records map duly verified by the
Revenue Department to the concerning NGO.

7.9 LAND ACQUISITION ESTIMATE

Approximate 50.80 hectares Private/ Govt. land is proposed to be acquired. Out of the total
land requirement 44.00 ha required for realignment of kosi Bridge, 6.8 ha required for toll
plaza and wherever existing ROW is insufficient for accommodating the Road widening and
upgradation..
The Draft Resettlement and Rehabilitation Policy Framework of the project enjoin that the
local people in general and the PAFs in particular will be given preference for unskilled and
other jobs created during the construction phase of the project. The land acquisition
procedure in the proposed project will follow provisions of NH Act, 1956.
Steps for NGO
Collect Circle Rates
The NGO with the help of concerning PWD officials will collect the details of land rates
(Circle Rate & Registry Rate) of the affected villages. On the basis of circle rate/registry rate
calculate base rate / minimum offer rate to start negotiation, as per given in R&R policy.
Arrange Meetings in the Village of PAP
The RCD will arrange the venue, in consultation with land owner and DC. A convenient
place within the village is preferable. In case of unavailability of venue, same could be
arranged in Office of the Deputy Commissioner / Executive Engineer and make sure
arrangement for transportation of land owners from village to venue.
Land acquisition details are given in Table 7.7.
Table 7.7: Land acquisition details
Land
Circle rate Compensation
Sl Acquisitio
Existing (km) Village per unit (Based on
No. n Area
Rs/sqm Circle Rate), Rs
(sqm)
1 106.970 to 107.100 Rahta 285.502 675 192713.85
2 107.300 to 107.500 Rahta 478.202 675 322786.35
3 108.000 to 108.200 Baratani 510.776 620 316681.12
4 110.500 to 110.700 Shankarpur Madheli 1155.701 600 693420.6
5 111.050 to 111.500 Shankarpur Madheli 1665.889 600 999533.4
6 118.500 to 119.000 Kujori 651.471 450 293161.95
7 122.050 to 122.800 Fulaut 6365.164 450 2864323.8
Fulaut
Kishaunpur Banwari
8 122.800 to 132.200 Tarhana 441938.035 500 220969017.5
Kaharpur
Govindpur Govind

Land
Circle rate Compensation
Sl Acquisitio
Existing (km) Village per unit (Based on
No. n Area
Rs/sqm Circle Rate), Rs
(sqm)
Hario
Tulsipur
Madwa
9 132.200 to 132.900 Tulsipur 15695.580 500 7847790
10 133.250 to 133.800 Tulsipur 37462.389 500 18731194.5
11 134.200 to 134.900 Madwa 1890.560 500 945280
Total 254175903
Cost In ( Cr) 25.417 cr
Cost with
50% Additional as registration cost (B) 12.708 cr
60% solatium if owners agree to give land voluntarily ( C ) 15.250 cr
Interest @ 12%/Year for one year 3.05 cr
Departmental Charges 2% of B 0.508 cr
Contingency Charges 0.5% on B 0.127 cr
Total 57.060 cr
Negotiations of Land Rates
The negotiation shall begin by offering a minimum of basic land rate/value. According to
R&R policy, the following formulae can be adopted to achieve basic rate/value i.e,,10% of
circle rate (If the circle rate is more than one year old at the time of negotiation, additional of
10% per year will be to added) +1.5 times + 30% .
Cost and Budget
The format for unit cost for resettlement and rehabilitation is presented in Table 7.8.
Table 7.8: Unit Cost for R& R
Sl. No. Category Unit Costs (in Rs)

1 Agricultural Land per ha Refer Table 7.12
2 Non Agricultural Land per ha
3 Pucca house ,Rs /sq m 5380
4 Semi pucca house , Rs /sq m 2690
5 Kutcha house , Rs /sq m 200
6 Construction cost for house in Resettlement site Not applicable
7 EWS Housing

Sl. No. Category Unit Costs (in Rs)

8 Training for DP for income generation schemes and Training Assistance of Rs
vocational training 10,000/- for income
generation per family
9 NGO assistance for implementation 55 lakhs
10 Evaluation Consultants 30 lakh
11 SDRC and associated staff training 15 lakh
12 Group entitlements
13 Office equipment (including Rs. 500,000 each for 20 lakh
setting up office of LAO in Bihar
14 Vehicle cost ( Rs.800,000 per vehicle) 8 vehicles 64 lakh
15 Purchase Commercial site for squatters Not require as per stakeholder
16 Purchase Commercial site for Titleholders analysis
17 Purchase Residential site for squatter

18 Purchase Residential site for Titleholders
19 Shifting allowance for Titleholders Refer Entitlement matrix in
20 Subsistence allowance for Titleholders Chap 6 of FSR
21 Subsistence allowance for squatters

22 Shifting assistance for squatters
23 construction cost for Residential squatters
24 IGA assistance to commercial squatter
25 Shifting allowance for Bagar Hukum House holders
26 Subsistence allowance for those who are losing
Bagar Hukum Lands
27 Additional assistance for those losing land
28 Income generating Grant for Title holder who loose
entire land /Business
29 Rental allowance for commercial Tenant maximum three month rentals
30 Rental allowance for residential Tenant @ Rs 3000/-pm
31 Relief assistance for loss of employment of Allowance equivalent to 750

agriculture and Non agriculture. days of minimum agricultural
wages would also be given.
32 Assistance to Vulnerable groups One time additional financial
assistance equivalent to 300
days of minimum wages to all
vulnerable including STs

7.10 INSTITUTIONAL FRAMEWORK FOR IMPLEMENTATION OF RAP

Institutions for planning and implementation of RP vary substantially in terms of their
respective roles and capacity (Table 7.15). Timely establishment and involvement of
appropriate R and R institutions would significantly facilitate achievement of objectives of
the R and R programme. Institutions for planning and implementation of resettlement
programmers are numerous and vary substantially in terms of their respective roles and
capacity to successfully carry out various components. This document reflects an institutional
assessment and provides a strategy for developing required implementation capacity and
minimizing risks. The main R&R institution would include:
 MORTH / State RCD (Nodal officer)
 Environment & Social Manager
 Land Acquisition officer
 Field officers
 Local Administration
 Line departments
 NGO
 DLC/GRC
 Training Institutions-M&E Agency
This strategy has the aim of improving the personal, technical and organizational capabilities
of the institution so that it better performs what is already being attempted. In the road sector
in particular, this strategy has become common and it is the one mostly considered as
capacity building approach. Activities included are such as:
 Technical assistance in terms of personnel,
 Technical training of local personnel locally,
 Improvement of management systems e.g. better financial and management systems
and,
 Improved working conditions.
Competent authorities for approvals are given in Table 7.9.
Table 7.9: Competent Authorities for Approvals
Approval Competent Authority

Approval for LA awards Special DC (Deputy Commissioner) LA and
PD, PIU; Notification by Government
Approval for Roles and Responsibilities for Steering committee
officials and staff

Approval Competent Authority

R&R Policy Entitlements and amendments Government
to policy RP and Budget
RP and Budget Steering committee
Changes in R&R policy/RP Government
implementation and Consultants/NGOs
output
Consultants/NGOs output CAO (Chief Administrative Officer)
Fixing Compensation Rate Price Negotiation Committee-District level
Approval for issue of ID cards CAO PIU jointly by
Engineers/Revenue/NGO.
Approval of disbursement of Assistance CAO; PD
Approval for structure valuation with land Preparation by Divisional EE/valuators and
approval by PD and special DC LA
Approval for Structure valuation without Preparation by Divisional EE/valuators and
land approval PD
Approval for shifting and relocation of Estimate preparation by Divisional EE and
community assets Approval by PD
Approval for requirement of Resettlement CAO, PD
site, vendor market for DH
Approval for any grievance related to R&R Grievance Redressal Committee

Administrative and Financial Responsibilities of officials and Agencies are given in Table 7.10.
Table 7.10: Administrative and Financial Responsibilities of officials and Agencies
Personnel/ Agency Administrative Roles and Responsibilities Financial Powers
PIU Chief Project • In charge of the overall project activities. • Will be authorized to
Officer • To decide on all policy matters regarding LA and R & R. make any additional
changes without
• Participate as a member secretary in the State level Committees to facilitate
having to refer to the
land acquisition, pre-construction activities, and implementation of R & R
Steering committee,
activities.
provided the amount
• Authorized to take decision in financial matters within the provided budget. is within the budget
Project Director • Overall in charge of day to day activities of LA and R & R. • To approve awards
• Participate in State and District level meetings to facilitate LA and R & R above Rs.50 lakhs to
activities. Rs. One Crore.
• Responsible for contracting NGOs and Monitoring consultants. • To approve of Rand R
assistance above One
• Periodic appraisal of progress and reporting to the World Bank and the
lakh.
Government on monthly basis.
SDRC Chief • Responsible for all R & R activities • To approve payments

Administrative • Coordinate the implementation of R & R activities with PIU, field staff, for R & R assistance
Officer engineering and revenue officials. upto Rs. One lakh per
individual.
• Approve of micro plans prepared by the NGOs for implementing RP.
• Monitor the progress of R & R activities and LA carried out by the NGO and
Monitoring Consultants.
• Hold periodic meetings on R & R implementation and report to the PD and


CPO.
• Provide advisory support to PIU for monitoring of RP implementation.
Assistant Director • Assist CAO in the implementation of R & R activities. • No financial powers
Social Welfare • Coordinate training for PIU and NGOs for capacity building to implement R &
R.
• Facilitate development of resettlement sites and agriculture land.
• Participate in the allotment of residential and commercial plots to the DPs.
• Liaison with district administration and line departments for dovetailing
government schemes for income generating activities to DPs.
• Participate in the meetings of Grievance Redressal Committee.
Manager R & R • Coordinate implementation of R & R activities with PIU and field staff. • No financial powers
• Facilitate the appointment of external agency for monitoring activities to be
taken up by the implementing NGO.
• Assist CAO to perform R & R activities.
• Review the work in finalization of resettlement site development.
• Prepare monthly progress report for the SDRC and Land Acquisition.
• Monitor the R & R report and submit to CAO and PD.
LA Special DC Land • Coordinate Land acquisition process with Tehsildar at field. • To approve awards
Acquisition • Prepare guidelines and procedures to be adopted for land acquisition. upto Rs.50 lakhs,
• Interact with District officials and other stakeholders to speed up the land
acquisition process.


• Monitor land acquisition and report progress to CPO and PD.
Asstt. Comm- • Assist CAO and Sp. DC LA to perform R & R and Land Acquisition activities. • No financial powers
issioner -LAO • Make budgetary provisions
Tehsildar • Overall responsible for land acquisition as land acquisition officer. • No financial powers
• Coordinate the preparation of Land Plan Schedules with Consultants and
monitor the same.
• Prepare progress report on physical and financial monitoring of LA and submit
to DC LA.
FIELD UNIT Executive • Participate in District level meetings. • No financial powers
Engineer • Oversee the process of implementation of RP in the field.
• Ensure the preconstruction work is done before handing over site to contractor.
• Oversee the process of land acquisition, shifting of CPRs and other assets in
the field.
• Scrutinize and certify the structures valuation report submitted by the
valuators.
• Coordinate selection of resettlement site. • Conduct periodic review with staff
• Submit monthly progress reports to PD on R & R activities.
Assistant • Responsible for pre construction work in his jurisdiction. • No financial powers
Executive • Finalization and demarcation of COI.
Engineer • Coordinate with NGO/Monitoring consultants and SDO to carry out R & R
activities.


• Coordinate with valuers for preparations of estimates.
• Support SDO/NGO for selection of resettlement site.
Social • Overall responsible for R & R activities in the field • No financial powers
Development • Liaison with District administration and line departments for dovetailing
Officer government schemes.
• Make budget provision for R & R activities
• Participate in allotment of sites to DPs.

• Coordinate with NGO/Monitoring consultants for implementation of R & R.
• Facilitate opening of Joint Accounts for DPs for transfer of R & R assistance
through cheque.
• Coordinate to disseminate the R & R policy in local language.
• Facilitate public consultation on R & R Policy with NGO/ Revenue/ PWD
officials.
• Organize meetings with NGOs to review progress at district level and submit
to R & R Manager and CAO at PIU.
Social Welfare • Responsible for maintaining the R & R work at division wise. • No financial powers
Inspectors • Assist NGO for selection of resettlement site.
• Assist Monitoring Consultants /NGO to conduct training for DP on IGA
• Coordinate with SDO/EE at field level for disbursement of R & R assistance.
• Ensure all eligible DPs are awarded compensation.


• Attend monthly meeting at district level and submit monthly progress report to
R & R Manager.
DATAB ASE Data Management • Responsible for maintaining the database of the DPs. • No financial powers
Specialist • Responsible for maintaining the database of overall physical and financial
progress.
• Coordination of the database for SDRC.
• The implementation of R & R activities by NGOs to be maintained.
• Provide necessary formats for collection of field information.
• Coordinate with SDRC to prepare and maintain the progress report.
• Maintain the records of grievance redressal committee.
• Identify discrepancies in disbursement.
EXTER NAL NGOs • Responsible for providing PIU support for implementation of RP. • No financial powers
AGENCIES • Verification of DPs.
• Distribution of ID cards.
• Preparation of micro plans.
• Dissemination of information.
• Assist to DPs to avail R & R assistance and compensation.
• Identify site for relocation for CPRs.
• Identify resettlement /vendor market sites.
• Identify training needs and provide the same.
• Facilitate in opening joint accounts.
• Enable DPs to identify alternate sites for house/shop


• Assist DPs to relocate.
• Provide monthly progress reports on implementation
Monitoring • Conduct monitoring of RP implementation activities. • No financial powers
Consultants • Conduct internal, external and concurrent monitoring.
• Provide early alert to PIU to redress any potential problems.
• Monitor target achievements and slippages.
• Certification of readiness from LA and R & R view at the time of issuing bid
documents and award of contract.
Grievance • Support DPs in resolving issues related to R & R and LA. • No financial powers
Redressal • Record grievance and resolve them within stipulated time.
Committee.
• Inform PIU about any serious cases.
• Report to the aggrieved parties about the decisions of the PIU.
Negotiation • Negotiate the consent price of land • No financial powers

Committee.

Training Requirement for Implementation are given in Table 7.11.

Table 7.11: Training Requirement for Implementation
Target Constituents of Topics for Training Form of

Group the Target Group Training
Regulations and Policies related to Land

Acquisition and R and R: Land
Acquisition; NRRP,2007 R and R
All state PWD Policy; Basic Features of the RAP;
I Managers (R and Planning for Relocation; Social Lecture Sessions
R), DRO, NGO Assessment Methods; Institutional
Arrangements; Monitoring, Evaluation
and Reporting; Documentation
Requirements of the Project.
Effective R and R Implementation:

All state PWD Experience sharing related to R and R
Managers (R and Implementation; Disbursement
R), DRO, NGO, R Mechanisms; Conflict Resolution Site Visit and
II
and R Specialists of Methods; Contingency Management and Seminars
the Supervision Remedy; Rapid Appraisals;
Consultants Documentation, Monitoring and
Reporting.
All state PWD Salient Features of NRRP 2007, R and

R Policy:
Managers (R and
Entitlements as per the R and R Policy;
R), DRO, NGO, R
and R Specialists of Implementation Arrangements; Roles
the Supervision and Responsibilities; Grievance
Workshops and
III Redressal Cells and District Level
Consultants, Seminars
Committees; Continued Community
Contractors,
Representative of Consultations and Feedback; Labour
the PAP Laws; Gender Issues; Health and
Hygiene Issues; Environmental
Safeguards in the Project.
Long-Term Social Issues in the

Highway Sector: Standardization of
All state PWD Processes and Methods; Analytical Group
IV Managers (R and Tools; Social Assessment Methods; Discussions and
R), DRO Monitoring and Evaluation; GIS and Lecture Sessions
Relational Database Management;
Concept of R and R Resource Centers.

7.11 GRIEVANCE REDRESSAL MECHANISM

A district Level Committee will be formed to meet at periodic interval to review the progress
of land acquisition and facilitate implementation of the RAP in the district.
The main objective is to provide a step-by-step process for registering and addressing the
grievances. The objective of GRC is to settle as many disputes through consultation and to
reduce the number of court cases.
It is expected that through a participatory process and good compensation and support
mechanisms, acceptance of the project will be enhanced and complaints reduced. There may
nevertheless be individuals or groups who feel that they are not given adequate support, or
that their needs are not properly addressed. The project will therefore establish a grievance
Redress process with local committees which will hear complaints and facilitate solution.
This Grievance Redress process will be used to settle disputes through mediation, and to
reduce unnecessary litigation.
In addition to local Government officials and representatives of the project, each Grievance
Redress Committee will have representation from the local affected population and
collaborating agencies.
The most common reason for delay in implementation of projects is grievance of people
losing land. Considering this, Grievance Redress Committee (GRC) will be formed much in
advance in order to address the grievances of aggrieved persons.
Grievance Redress Committee
District Level Committee (DLC)
A district Level Committee will be formed to meet at periodic interval to review the progress
of land acquisition and facilitate implementation of the RAP in the district.
District Level Committee would comprise of the following members:
 Deputy Commissioner (Chairman)
 Land Acquisition Officer
 Executive Engineer (PWD)
 NGO
 The Chairman of Block Sámities
 The Mayor/ Chairman/President of Municipal Corporation/ Municipal Committee/
Nagar Panchayat/ Commissioner of the Municipal Corporation/ Executive Officer.
 A representative of PDP.
The Bihar State public works department will constitute a Grievance Redress Committee
(GRC) at each CMU within two months of commencement of the implementation of the
project. The objective of the GRC is to settle as many disputes as possible through
consultations. The GRC will comprise a maximum of four members, headed by a retired

judge of the area. Other members would include a retired revenue officer from the locality, a
retired PWD engineer, and a representative of NGO. The broad functions of the GRC are the
following:
 Record the grievances of PAF, categories and priorities them and provide solution to
their grievances related to land and property acquisition.
 If required, the GRC would undertake site visit, ask for relevant information from the
project authorities, other government and non-government agencies, etc.
 Fix a time frame within the stipulated time period of 60 days to resolve the
grievances.
 Inform the aggrieved parties through the NGO about the development of their
respective cases and their decision to the project authorities and the aggrieved parties
as well.
Table 7.12 illustrates the sequential steps for the grievance redress mechanism.
Table 7.12: Monitoring of GRC (Grievance Redressal)
Sl Particulars 1st 2nd 3rd 4th

No. quarter
quarter quarter quarter
1 No. of cases referred to

GRC
2 No. of cases settled by

GRC
3 No. of cases pending

with GRC
4 Average time taken for

settlement of cases
5 No. of GRC meetings
6 No. of DP moved to
court
7 No. of cases settled by

the court
8 No. of cases pending

cases with the court
9 No. of GRC meetings

Response Time
The GRC will hear grievances once in a month. However, as the entire resettlement and
rehabilitation process has to be completed before road construction work starts, the GRC may
meet frequently and more than once every month, depending upon the number of such cases.
The GRC will inform the concerned Entitled Person/PDP of their decision within 60 days of
the hearing of the grievances. It is, however, noted that the decision of the GRC will not be
binding on the PAF, who may approach the civil courts for redress of his grievances
7.12 MONITORING AND EVALUATION
Monitoring and Evaluation (M&E) are critical activities in involuntary resettlement in order
to ameliorate problems faced by the PDP and develop solutions immediately. Monitoring is a
periodic assessment of planned activities providing midway inputs, facilitates changes and
gives necessary feedback of activities and the directions on which they are going, whereas
evaluation is a summing up activity at the end of the project assessing whether the activities
have actually achieved their intended goals and purposes. The M&E mechanism will
measure project performance and fulfillment of the project objectives.
RP implementation for the Project Highway will be closely monitored by PIU through its
R&R Cell and will be at the helm of all activities related to the RP implementation.
Components of monitoring will include performance monitoring, impact monitoring and
external evaluation. Two broad categories of indicators will be monitored during the project
are: 1) input and output indicators and ii) outcome and impact indicators.
Input and output indicators related to physical progress of the work will include items as:
 Training of PIU, RO and other staff completed
 Public meetings held
 Census, assets inventories, assessments and socio-economic studies completed
 NGO recruited and trained
 Meeting of DLC
 Meeting of GRC
 Grievance redress procedures in-place & functioning
 Compensation payments disbursed
 Shops space allotted
 Relocation of PDP completed
 Employment provided to PDP
 Community development activities completed
 Infrastructure repaired, bus stands, water & sanitation facilities provided
 Village roads repaired

 Training of PDP initiated

 Income restoration activities initiated
 Number of families displaced and resettled
 Extent of government land identified and allotted to the PDP
 Monitoring and evaluation reports submitted
The PIU-R&R Cell with the help of the NGO will carry out internal monitoring. Impact
indicators relate to the overall project objectives as stated in the R&R Policy and in the
entitlement matrix. An external agency will be engaged to monitor and proactively evaluate
the RAP objectives. The external agency will submit monthly and quarterly monitoring
reports. Midterm (after 12 months) and final evaluation will be done by the agency to find
out if the R&R objectives have been achieved as against the performance impact indicators.
Broadly, monitoring & evaluation system will involve:
 Administrative monitoring: daily planning, implementation, trouble shooting,
feedback & trouble shooting, individual PAP file maintaining, progress reports.
 Socio-economic monitoring: case studies, using baseline information for comparing
PAP socio-economic conditions, evacuation, demolition, salvaging materials.
 Morbidity & mortality, communal harmony, dates for consultations, number of
appeals placed, etc.
 Impact evaluation monitoring: Income standards restored/improved, situation of self-
relocaters, etc.
The implementation of the RP consists of land acquisition and R&R activities and the
timeframe for various activities are given in Table 7.13.
Table 7.13: Financial Indicators for Progress
Total Progress
Sl Monitoring Indicators for Implementation Unit
Cost this
No. Physical Progress Target Cost
(Rs.) Month
1 Land Acquired-private
Land transferred –
2
Government
Allowance for those losing
3
land
4 Commercial site (owner)
Pucca housing (Area in
5
(sqm)
6 Semi Pucca (Area in sqm)

Total Progress
Sl Monitoring Indicators for Implementation Unit
Cost this
No. Physical Progress Target Cost
(Rs.) Month
7 Kutcha (Area in sqm)
8 Commercial site (squatter)
EWS House construction
9
(Non Titleholder)
10 House construction (owners)
Shifting Allowance (Non
11
titleholders)
Subsistence Allowance (Non
12
titleholders)
Subsistence Allowance
13
(Owners)
Shifting
14
Allowance(Titleholders)
Economic generating asset
15
(owner/tenant)
Economic generating asset
16
(squatter)
Rental Value for
17
Commercial tenant
Rental Value for Residential
18
tenant.
Training for DP (commercial
19
owner, employee)
20 Vulnerable groups
21 Group Entitlement (kms)
Monitoring Indicators for Physical Progress are given in Table 7.14.

Table 7.14: Monitoring Indicators for Physical Progress
Sl Monitoring Implementation Revised Progress Cumulative % against
No. Indicators for Target (No.) Implementation this Progress Revised
Physical Target Month Implementation
Progress Target
1 Land Acquired-
private
2 Land transferred
– Government

Sl Monitoring Implementation Revised Progress Cumulative % against

No. Indicators for Target (No.) Implementation this Progress Revised
Physical Target Month Implementation
Progress Target
3 Compensation for
loss of
Commercial
structure to title
holder.
4 Shifting
assistance to Title
holder for
commercial
5 Subsistence
allowance for
commercial
structures for
titleholder.
6 Alternative
shop/or IGA for
commercial
structure (owner)
8 Commercial
tenants to be paid
rental allowance
9 Shifting
assistance for
tenants
10 Income
generating Assets
for Commercial
tenants.
11 Commercial
Structure for
squatters
12 Shifting
allowance for
commercial
squatters
13 Commercial
squatter for shop
or IGA
14 Subsistence
allowance for
commercial
squatters
15 Vulnerable
groups
16 Cattle Shed

7.13 IMPLEMENTATION MECHANISM AND SCHEDULE

During project implementation, the resettlement program will be coordinated with the
completion of designs and the likely timing of civil works. The project will provide adequate
notification, counseling and assistance to affect people so that they are able to move or give
up their assets without undue hardship before civil works are to start.
In the case of Land Acquisition, the Indian Land Acquisition Act constraints rules for the
time required from when people are first notified about the State's intent to acquire the land,
to the time people are required to vacate their holdings. The normal procedures for Land
acquisition will be followed in this project. Although the land acquisition act has a provision
for emergency acquisition requiring shorter time, this clause will not be invoked unless it is
documented that an emergency exists and that it is not possible to follow the normal
procedures for Land Acquisition.
The project will ensure that civil works are not started on any road segment before
compensation and assistance to the affected population have been provided in accordance
with this policy frame work.
Necessary Actions for Implementation
 DP will be prepared for relocation through panchayat level consultations. This will
include community-based meetings, dissemination of information, individual
counseling, written and verbal messages and information. This will also include
consultations on explaining the entitlement framework. Also the process of grievance
redressal will be explained.
 All properties will be subject to verification for finalization of land acquisition (LA).
The verification procedure includes checking of recorded addresses, identification of
surveyed properties and estimation of level of loss by type of property.
 An Identity card will be prepared for each DP with an identification code and issued
to them.
 Finally, they will be relocated after they have been paid compensation. Relocation
sites are developed as per the need and various other arrangements like bank accounts
in joint names of DP and spouse / other family members etc. are in place. ID Number
for each permanent structure is already given during structure loss survey.
Activities for R&R and Implementation Schedule
The period for implementation of RP has been taken as 36 months. However, monitoring and
evaluation will continue beyond the period of implementation. Planning, surveying,
assessing, policy development, institution identification, DP participation, income restoration
and implementation are typical RAP related activities, which have been considered.
However, sometimes sequence may change or delays witnessed due to circumstances beyond
the control of the Project. The R & R Implementation is given in Table 7.15.

Table 7.15: R & R Implementation Schedule
2016 2017 2018

ACTIVITY
Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4
I. LA and Resettlement Planning
Census/surveys of the project ROW
Draft RP
Review and approval of RP
LA Proposal for bypasses
Establishment of PIU-RO for RP implementation
Hiring of NGO for resettlement-related work
NGO/Staff Training on RP Implementation
Disclosure of RP
Information campaign and community consultation
II. Preparation for RP Implementation
RO Field Offices in all 4 Contracts & staff training
LA completion and preparation of award
Updating inventory of AP based on road plan-profile
Final list of AP and Distribution ID cards
Valuation of shops/structures for compensation

2016 2017 2018

ACTIVITY
Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4
LA payments by DC Office
Development of R&R Site
Payments of compensation to shops/SBEs by RO
Formation of DLC and GRC
Relocation of shops/businesses
Payments of all other eligible assistance
Clearance of COI and handover of sites, and acquired land
III. Monitoring and Evaluation
Appointment of Monitoring and Evaluation Agency
Internal monitoring
External Monitoring


CHAPTER 8
SAFETY CONSIDERATIONS
CHAPTER 8
SAFETY CONSIDERATIONS
8.1. GENERAL
As part of the ongoing process of building safety into highway improvement schemes and
other developments affecting the public highway, a procedure for auditing designs and newly
completed works is implemented. In this project the evaluation of Highway Improvement
Schemes i.e., imparting safety into the highway system during design and at the end of
construction (preferably before the scheme is open to traffic) is planned to identify potential
road safety problems that may affect many users of the highway and to suggest measures to
eliminate or mitigate those problems. Here the audit process includes the accident monitoring
of Highway Improvement Schemes to identify any road safety problems that may occur after
opening.
8.1.1. Basic Safety Considerations Related to Designs
The two main strategies in designing the road safety work are accident reduction and accident
prevention. In the former we generally use the previous accident data on existing roads to
influence the designs of behavior of the road user. In the latter we apply expertise for safe
design including both geometric design and material design. Hence the following safety
considerations are incorporated in the design:
 Design standards for whole project uniformly applied essential from the view point of
road user’s safety and the smooth flow of traffic.
 Both horizontal and vertical geometry are given importance at all stages.
 The designs are consistent and the standards proposed for the different elements are
compatible with one another and abrupt changes in the design speed were avoided.
 “Ruling” standards are followed and “Minimum” standards are followed for safety
considerations only where serious restrictions encountered by technical or economic
considerations.
Table 8.1: Safety Considerations Related to Design
Elements Recommended Specifications Provided

Max 100 kmph minimum 65 kmph in
Design Speed √
plain/rolling
Horizontal Curves Minimum of 360-155 m as per design speed √
Vertical Curves Gradient of 1 in 40 and SSD of 180 m √
Intersections Semi trailor combination for turning radius √
Road features, signs and markings at design
Visibility √
speed must be clearly visible

Elements Recommended Specifications Provided

Access Control VUPs and PUPs and intersection control √
Cross section Camber 1.7-2 %, lane width 3.5 m, paved
√
Elements shoulder 1.5 m
Road Signs As per IRC 67 √
Road Markings As per IRC 35 √
Must absorb the accident impact provided at
Guard rails √
embankments > 3 m
Merges Critical gap need to be provided √
Sight Distances Provision of stopping sight distance is a must √
Night Visibility All the road features must be visible clearly √
Parked Vehicles Away from intersections and carriageway √
i) Underpass -- if count exceeds 1x108
ii) Refuges -- Near major intersections
Pedestrian Facilities No
iii) Sidewalks -- 1-1.5 m wide near
habitats and settlements
Truck lay byes Away from intersections and carriageway √
Bus bays every village √
i) Separate Tracks -- 2.5 m
Cycle Tracks ii) Lateral separation -- Where i) is not possible No
iii) Lighting -- All road features must be visible
8.1.2. Designing for the Users

An ideal design is done catering for all road users which is safe in all aspects. The road users
perceive and process information, make decisions and react, all within specific time intervals.
So the road elements and road installations are designed keeping human criteria and behavior
in view. The proposed safe environment contains:
 Warnings for drivers of any substandard or unusual features.
 Signs to guide the driver through unusual sections.
 Markings to control the driver’s passage through conflict points or sections.
8.1.3. Design Speed
The design speed adopted is compatible and appropriate for adjoining roadside activity and
terrain. In unavoidable cases the design changes were introduced gradually by means of
successive sections of increasing/decreasing design speed so that road user becomes
progressively conditioned to the changes. Where site conditions or economic considerations
do not permit and areas with heavy built up / village sections, speed limits are reduced to 50
kmph to 65 kmph. In open uninhabited areas where the existing alignment is safe enough to

maintain a speed of 80 km/h, the design speed of 100 km/h is adopted with minor changes to
the alignment. The warning signs are considered wherever reductions in design speed are
obligatory.
8.1.4. Horizontal and Vertical curves
Existing horizontal curves, which are found deficient in radius, transition lengths or super
elevation, are corrected to the extent possible within the available ROW. Uniformity of
design standards of curves is one of the essential requirements of any road alignment. Hence
in any given section of the project corridor, curves are consistent with safe design criteria to
avoid creation of unexpected situations for the drivers. On horizontal curves with radius upto
300 m, width of pavement and roadway is increased as per standards. Increasing the degree
of horizontal curvature also tends to increase the cause of accidents. So to overcome this,
super elevation is applied according to IRC guidelines with respect to the proposed centerline
and the rate of change of super elevation is kept not steeper than 5%, thus the horizontal
alignment provided blends well with the surrounding topography.
8.1.5. Intersections
While planning the intersections, maneuvering should be simple for the approaching vehicles.
For safer negotiation at intersections the straight priority is expected from the riders so clear
visibility of signs and markings are offered. Roundabouts are a form of intersection control
with their own set of priority rules. So adequate visibility-distance is provided for emerging
traffic and obstructions present if any are removed at intersections. All the junctions on the
project road are atgrade intersections and developed as per IRC-SP-41.
8.1.6. Visibility
Providing adequate visibility for all the users is a necessity for safer travel. All the control
features are so designed that they do not cause hindrance as such to drivers view in the sight
triangle yet they are visible in decision making. Here the road markings and signs are
provided with precision as per IRC with definite angle and height to enhance the visibility
and to improve driver’s safety.
8.1.7. Other Issues at Intersections
The traffic comprises non-motorized vehicles also, so safe pedestrian and cyclist passing are
provided at sections where the threshold value crossed as indicated in the code. The refuges
are provided to enhance pedestrian safety, they not only help pedestrian to maneuver across
safely but also helps in channelization of traffic.
8.1.8. Access Control
Since the project highway is being developed as a 2-lane road with Earthen/paved shoulders,
access management is done through properly designed intersections, segregations of
pedestrian traffic in habituated areas.

8.1.9. Cross-section, Rumble strip

A minimum of 7.00 m wide main carriageway is provided. Paved shoulder on outer side 1.5
m in urban sections and footpath cum drain section beside the paved shoulder is provided in
urban areas. Tapering of cross section is done with at a minimum of 1 in 15. Cross falls of
2.5% is provided for the bituminous carriageways and 3% for earthen shoulders, except
where super elevation has been applied as described hereafter. Rumble strips are usually
applied either in the direction of travel along on main carriageway or on cross road to alert
drivers. Rumble strips are provided at required locations.
8.1.10. Road signs, Pavement marking, Other Traffic Control devices
The road signs are as per standards given by IRC. The sign location is such that the
information is clearly perceived by all users. The appropriate markings and signs are
provided wherever the existing site conditions do not permit the adherence to the sight
distance requirements as per the standard norms and zebra crossings were provided for easy
movement for pedestrians in urban areas. Channelization is provided at major intersections
with no signal control.
8.1.11. Roadside Furniture and Crash barrier
Road furniture items provide drivers with the necessary warnings, distance and directional
information in order to travel safely. Hence certain types of road furniture such as sign
boards, tourist information signs etc are provided at the edge of pavement within ROW for
safe guidance to the drivers and avoid crashes.
8.1.12. Guard Rail Crash Barriers
Safety barriers physically stop or prevent out-of-control vehicles from leaving the roadway.
The simplest are guardrails made of metal or wire rope. Heavy vehicle barricades withstand
higher intensity impacts and greater weight loads. Crash cushions protect passengers from
collisions into highway obstacles such as concrete construction barriers and bridge piers.
These are provided at embankments > 3 m and concrete barriers are provided for culverts and
bridges.
8.1.13. Ingress and Egress
Adequate sight distance is provided in advance for ingress traffic to allow drivers to
recognize and plan their merge. Merging is avoided just prior to the start of left hand curve.
In addition a length of mutual sight is provided to egress traffic so as to allow the gap to be
selected to negotiate the merging maneuver. Time headway of 3 seconds between vehicles is
always preferred for safe merging.
8.1.14. Marking of Overtaking Sections, Sight Distance, Night Visibility
Project road is generally designed for intermediate sight distance. However, overtaking sight
distance is not provided in stretches where alignment is constraint and the same is indicated
by the using the markings. In stretches where intermediate sight distance is not available
stopping sight distance is provided and traffic signs depicting “Overtaking Prohibited” are
installed. For the right perception of road widths and distances street lighting is provided in

urban areas and in the rural sections delineators and crash barriers with reflectors are
provided. Raised Pavement Markers (RPM) are installed at curves, near bridges and
intersections to improve the night time visibility.
8.1.15. Vehicles
Parking on streets side to busy arterial roads is hazards, especially in urban areas near the
intersections, petrol bunks etc cause hindrance to through traffic. For parked vehicles designs
are planned to avoid/remove/relocate parking in traffic lanes for efficient usage of road width,
uninterrupted traffic movement and also safety of the commuters.
8.2. SAFETY ISSUES FOR NON MOTORISED TRAFFIC
The mixed traffic conditions create a safety challenge of significant magnitude. They are
vulnerable when they travel along with motorized traffic which travel with high speeds,
hence special consideration is given for non motorized traffic.
Table 8.2: Safety Issue for Non-motorized Traffic
Elements Issues Specifications Provisions

if count exceeds 1x108
i) Underpass
Near major intersections
Pedestrians ii) Refuges No
1-1.5 m wide near habitats and
iii) Sidewalks
settlements
i) Separate Tracks 2.5 m
Bicyclists ii) Lateral separation Where i) is not possible No
iii) Lighting All road features must be visible
Rickshaws ii) Lateral separation Where i) is not possible No
Animal drawn
ii) Lateral separation Where i) is not possible No
vehicles
8.2.1. Pedestrian facilities along the road

Walking is an important mode of transport. Generally trips upto 1-2 km in length are
performed on foot. Pedestrians are more vulnerable to being involved in accidents
segregation of pedestrians and vehicles is done through provision of facilities like secured
crossing areas, footpaths.
8.2.2. Pedestrian Crossings
Pedestrian crossings are provided at required locations. Pedestrian cross-walks are provided
at all major intersections and such other locations where substantial conflict exists between
vehicular and pedestrian movements with proper markings so that the pedestrians are
subjected to minimum inconvenience, as per IRC 103. Adequate visibility, freedom from

obstructions and sufficient space for waiting are given importance for location of pedestrian
crossings. Controlled form of crossing normally through provision of zebra crossings is
provided at intersections and required locations. Once a pedestrian is on a zebra crossing, he
gains priority of movement with respect to vehicular traffic. Pedestrian crossings are
inevitably integrated with the overall design of the intersection.
8.2.3. Lay-byes/Bus Bays
Truck Lay byes and bus bays are designed to provide access as they separate stopping traffic
from main carriageway. Although there are considerable through bus traffic movements, the
numbers of buses stopping at existing bus stops are few. There are no existing facilities
available for truck parking along the corridor hence this situation makes drivers park their
vehicles haphazardly inviting danger for other riders. Hence specific locations where there is
an need for bus bays in specific villages are identified and provided considering all necessary
safety issues.
8.2.4. Bicyclist, Rickshaw and Animal drawn carts
The provision of paved shoulders in habituated sections provides additional space for
overtaking, slow moving and non-motorized traffic. A wide cross-section (7.0 m carriageway
+ 1.5 m paved shoulder) is used to increase safety, by allowing separation of slower traffic,
which can travel on the relatively wide paved shoulder, rather than completely on the main
carriageway, which is now the case. This further helps to reduce accidents and increase road
capacity.
Table 8.3: Check List
S. No. Element Question Check
Horizontal
Are horizontal and vertical alignments
1 Curves, Vertical √
consistent?
Curves
Are all lanes curved and speed reduced
2 Roundabouts adequately? √
Will the central island visible?
Are all conflict areas clearly visible from entry
points?
3 Intersections √
Is there sufficient space for all types of vehicle
maneuvers?
Visibility, Sight Is the visibility acceptable?
4 √
Distances Are the sight lines obstructed?
Whether access to road furniture, bus bays is
5 Access Control √
safe?
Are camber, lane widths, shoulders, drains are
Cross section as per design standards?
6 √
Elements Are cross falls appropriate, suitable gutter
gradient and shoulder gradient?

S. No. Element Question Check

Are markings consistent?
Is information clearly conveyed?
Are there enough signs?
Road Signs,
7 Are signs correctly positions without √
Road Markings
obstructing driver's view?
Are the texts, distances mentioned
comprehensible?
Are all vulnerable areas protected?
8 Guard rails Are guard rails light enough? √
Do guard rails have sharp edges?
Is more porous surface chosen?
9 Road Surface More friction on surface is necessary in exposed √
places?
Is there advertising conflicts between
landscaping and visibility requirements?
Landscaping, Will maintenance of soft landscaping be safe?
10 √
Plantations Will plantations obscure visibility and
maximum height specified?
Are fully grown trees a hazard?
Is the lighting appropriate or causing illusion?
Are illuminated advertisements causing
11 Night Visibility √
problems?
Are Pedestrian crossings illuminated?
Is through movement hampered by parked
12 Parked Vehicles √
vehicles on shoulders or lay byes?
Are provisions provided for pedestrians to cross
safely?
Pedestrian
13 Are the refuges provided? √
Facilities
Are pedestrian crossings and kerb extensions
provided?
Are there any lay byes available in the section?
Is the bye properly located?
14 Truck lay byes √
Is there need to modify design or need for
markings?


CHAPTER 9
TRAFFIC MANAGEMENT
DURING CONSTRUCTION
CHAPTER 9
TRAFFIC MANAGEMENT DURING CONSTRUCTION
9.1. GENERAL
Traffic management is the control of pedestrians, vehicles and plant that are present on
construction sites. The arrangement of Traffic during construction shall conform to the
requirements of IRC: SP: 55 and clause 112 of MORTH Specifications.
Controlling vehicles - Each site should have a traffic management plan, this is a visual layout
of the site that shows structures, roads, site storage, compound, pedestrian routes, etc.
(depending on what's on site).
This Chapter sets out the traffic management measures that may be necessary during the
construction of the road works, and outlines the process which will ensure that affected
residents, businesses and others are informed.
9.2. PLAN OBJECTIVES

Before the start of construction, Traffic Management Plans will be prepared which will
provide more details of the division of the project into contract areas, the likely construction
programme and the general strategy for traffic management. Once contractors have been
appointed, regular traffic liaison meetings will be arranged with highway authorities and the
Police, bus operators (taxi trade representation as appropriate) and other emergency services
as appropriate. These meetings will provide an opportunity for contractors to present
proposals for future works affecting the highway including methods of construction and
proposed programme and for a review of the associated traffic management requirements.
The objective will be to achieve concurrence on a scheme prior to a formal submission to the
relevant highway authority.
The planning of the works will include consideration of the access and servicing
requirements of affected residential and commercial premises. The contractor will work
together with the nominated person to ensure regular communication with parties affected by
the works. Local residents and businesses will be informed in advance of the dates and
durations of closures and will be provided with details of diversion routes at least two weeks
in advance or when final details are available. Access and servicing will be maintained as for
as reasonably possible, within the constraints of the works and the need to ensure the safety
of the public.
Some traffic management proposals may require Traffic Regulation Orders under the Motor
Vehicles Act 1988 to cover measures such as the introduction of one-way streets, banned
turns, temporary speed limits and the suspension of parking places. These will be discussed
at the liaison meetings and applications for these Orders will be made to the relevant traffic
police authority.

9.3. PROJECT SITE

The project is to prepare DPR for Rehabilitation and Upgrading to 2-Lane/2-Lane with paved
shoulders of Birpur-Bihpur Section package-II (km 106 to km 136) of NH 106 in the State of
Bihar.
The majority of the works on the route are within existing road corridors, with works limited
to improvement including upgradation and widening of NH 106 from single/intermediate
lane as well reconstruction of weak bridges and culverts.
The bulk of the works in the section will be Reconstruction of roads and the reconstruction of
bridges and culverts. It is therefore, in the section that road works will have the most impact
on the highway in terms of traffic delay, pedestrian movement and loss of parking.
In addition, local diversions and lane closures will be necessary for utilities diversion works
many of which will be undertaken prior to the commencement of the main works.
9.4. PROPOSED TRAFFIC MANAGEMENT

There will be a wide range of temporary traffic management measures required to facilitate
the road works.
These will include;
a) Pedestrians – narrowing or temporary closure of footways and footpaths with signed

diversions;
b) Cycles – local signed diversions, relocation of parking;
c) Buses – diversion of bus routes; suspension and relocation of bus stops and Bus
stands;
d) Taxis – relocation of pick up and getting down points;
e) Traffic – Road closures with signed diversions;
- Lane closures; Local shuttle working under traffic signal control;
- Introduction of one-way streets and banned turns (and possibly reversing

flows and removal of banned turns);
- Temporary speed limits
f) Parking – Suspension and (where possible) relocation and/or reallocation of parking

bays;
Contractor and Employee, have a responsibility to minimise the risk of injury and death to
their staff as well as to road users. The Contractor should follow the Guidelines in Road
Construction Zones (IRC SP 55) and maintain the various Road Signs given in the guidelines
in good order till the work is completed.

Figure 9.1: Layout for Temporary Diversion of Traffic During Construction

9.5. TRAFFIC CONTROL DEVICES

Traffic control devices like Road Signs, delineators, Traffic Cones and Cylinders, Drums and
Barricades could be used as per guidelines in IRC SP 55.
The control of traffic through work areas is an essential part of road construction and
maintenance operations. Flagmen with hand signaling devices such as flags and sign paddles
play crucial role in this direction for widening single/intermediate lane to two-lane. Red
Flags, STOP, SLOW paddles and lights are used in controlling traffic through work areas.
Since flagmen are responsible for human safety, it is important, they are trained properly
before deployment, and use of yellow/orange vest and/or yellow cap is must for flagmen to
ensure their safety.


CHAPTER 10
CONCLUSIONS AND
RECOMMENDATIONS
CHAPTER 10
CONCLUSIONS AND RECOMMENDATIONS
10.1. CONCLUSIONS
(i) The road passes through major habitations like Madhepura, Kishanganj and Phulaut
and Bihpur. There is missing link due to Kosi river. Four lane single Bridge having
length 6.93km has been finalized after various meetings with MORTH considering
Induced traffic after construction of Missing link over Kosi bridge.
(ii) The following would be the benefits of improving the project road:
 Savings in time and VOC
 Socio-Economic development of most backward districts of Bihar Viz.

Supaul, Madhepura, Saharsa and Bhagalpur
 Development of Tourism
 Improvements in Agricultural production and Agro industries
(iii) The existing ROW along the project road generally varies from 22 m to 24 m. In most
of the stretches the proposed widening can be accommodated within existing ROW.
As there are no proposed bypasses in the project road Land Acquisition is minimum
and will be required only at realignment for Kosi bridge and Toll plaza Hence the
project will be having minimum social impact in terms of Rehabilitation and
Resettlements.
(iv) Land required is 41.861 Hectares.
(v) Total number of trees and plants to be cut in forest areas are 2,550 and 12,876
respectively. In addition to this, 297 Nos. of trees to be cut in in non-forest area.
10.2. RECOMMENDATIONS
The road stretch from km 0.0 to 106.0 is economically viable but the project stretch is not
financially viable due to high cost bridge over Kosi River. Hence the project is recommended
to be implemented on EPC mode.
10.3. PROPOSED SALIENT FEATURES
The salient features of the project road are shown in the table below,

Table 10.1: Proposed Salient Features
S.
No.
28.918 km
1 Design Length (km.)
(Ch. 106.000 to Ch. 134.918)
24m to 60m
2 Proposed ROW
150 m at Toll Plaza Section
The existing highway shall be upgraded to 2 lane/ 2 lane
paved shoulder with Four lane bridge over Kosi river
3 Configuration
having 6.93km length 120 span of 2x12.5m & 6 span of
2x15.2 carriageway and total 126 Nos. x 55m Span.
4 Bypass NIL
Grade separated
5 NIL
Structure
6 ROB NIL
7 Major Junctions 1 Nos.
8 Minor Junctions 20 Nos.
Slip Roads/ Service

9 NIL
Roads
01 No (km 125+110 to km 132+040) over Kosi river
10 Major Bridges having 6.93 km length and 120 span 2x12.5m & 6 span
2x15.2 carriageway and total 126no. x55m SPAN
7 Nos.
Minor Bridges
11 (Reconstruction of Existing Minor Bridge: 6 Nos.
(with footpath)
Reconstruction of Existing Causeway: 1 No.)
66 Nos.
12 Culverts (Reconstruction: 10 No. New Pipe: 24 No.
New Box: 32 No.)
13 Truck Lay Bye NIL
14 Bus Bays 8 Nos.
15 Toll Plaza 1 No. at Ch.133+450


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Preparation of DPR for Rehabilitation and Upgradation to 2-

Lane/ 2-Lane with Paved Shoulders from km 106 to km 136

MODIFIED FINAL DETAILED PROJECT REPORT

EXECUTIVE SUMMARY .................................................................................................... ES-1

Consulting Engineers Group Ltd. Jaipur i

1.4.1. Land Use ........................................................................................................... 1-3

Consulting Engineers Group Ltd. Jaipur ii

CHAPTER 3: TRAFFIC STUDIES AND ANALYSIS .......................................................... 3-1

Consulting Engineers Group Ltd. Jaipur iii

Consulting Engineers Group Ltd. Jaipur iv

CHAPTER 6: ENVIRONMENTAL IMPACT ASSESSMENT AND EMP ........................ 6-1

Consulting Engineers Group Ltd. Jaipur v

7.3.1 Reconnaissance Survey ................................................................................... 7-4

Consulting Engineers Group Ltd. Jaipur vi

Consulting Engineers Group Ltd. Jaipur vii

Table ES.1: Socio Economic Details for Bihar Stage............................................................... ES-2

Consulting Engineers Group Ltd. Jaipur viii

Table 3.3: Adopted PCU Values .................................................................................................. 3-6

Consulting Engineers Group Ltd. Jaipur ix

Table 4.2: Distribution of Ruts .................................................................................................... 4-5

Consulting Engineers Group Ltd. Jaipur x

Table 6.7: EMP Budget for NH 106 .......................................................................................... 6-32

Consulting Engineers Group Ltd. Jaipur xi

Figure ES.1: Index Map of Project Highway............................................................................ ES-2

Consulting Engineers Group Ltd. Jaipur xii

1.1.1 The Project Road

Consulting Engineers Group Ltd. Jaipur ES-1

Figure ES.1: Index Map of Project Highway

2 SOCIO ECONOMIC PROFILE OF THE AREA

State/ Bihar Supaul Madhepura Saharsa Bhagalpur

Consulting Engineers Group Ltd. Jaipur ES-2

State/ Bihar Supaul Madhepura Saharsa Bhagalpur

Sex Ratio 921 916 920 925 915 NH

The purpose of conducting traffic surveys km is to 65.000

Project Ends km 136.000

Figure ES.2: Traffic Survey Locations

Consulting Engineers Group Ltd. Jaipur ES-3

4 ENGINEERING SURVEYS AND INVESTIGATIONS

Consulting Engineers Group Ltd. Jaipur ES-4

5 CONDITION AND FEATURES OF EXISTING ROADWAY

Consulting Engineers Group Ltd. Jaipur ES-5

6 ENGINEERING DESIGNS AND IMPROVEMENT PROPOSALS

Description Criteria as per IRC SP 73: 2015 Remarks

Consulting Engineers Group Ltd. Jaipur ES-6

6.2 Improvement Proposals in Brief including Cross Section

Table ES.3: Widening Scheme

Accordingly, Typical Cross Section Schedule is provided as shown at table below.

S. Design Chainage (km)

The typical cross sections are provided at the figure below:

Consulting Engineers Group Ltd. Jaipur ES-7

Consulting Engineers Group Ltd. Jaipur ES-8

Consulting Engineers Group Ltd. Jaipur ES-9

6.3 Junctions and Intersections

(a) At-grade intersections

Table ES.5: Major Junction

S. No. Design Chainage (km) Remarks

Table ES.6: Minor Junction

S. No. Existing Chainage (km) Design Chaniage Side Type of Junction

Consulting Engineers Group Ltd. Jaipur ES-10