deptt: - madhya pradesh road development corporation · pdf filemadhya pradesh have decided to...

Satna – Bela Road (National Highway No-75)

Total Length-48.040 K.M (from Km 155 to Km 198.60)

2-Lane to 4-Lane with Paved Shoulder

Report On

(Executive Summary in English)

Satna – Bela Road (National Highway No-75)

Total Length-48.040 K.M (from Km 155 to Km 198.60)

2-Lane to 4-Lane with Paved Shoulder

Deptt: - Madhya Pradesh Road Development Corporation

Ltd

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Introduction A. Introduction

The Govt. of India (GOI) through Ministry of Roads & Highways (MORT&H) is

contemplating to enhance the traffic capacity and safety for efficient transshipment of

Goods as well as passenger traffic on few of the Selected heavily trafficked

stretches/paved shoulder of National Highways. The Madhya Pradesh Road

Development Corporation (MPRDC) has been entrusted for the development.

EXECUTIVE SUMMARY

1.1 Background The Government of India, MORT&H, Madhya Pradesh Road Development Corporation, Govt. of MP and the Public Works Department, Government of Madhya Pradesh have decided to take up the development of NH-75 from Km 155.00 to Km 198.600 to National Highway 4 Lane paved shoulders standards and specifications.

The Government of Madhya Pradesh Public Works Department awarded the Contract to M/s Holtec Consulting Private Limited for the consultancy services for Feasibility Report for Two-laning with paved shoulders of NH-75 stretch between Km 57.40 to Km 198.600 vide Agreement No. 29 / NH / 2008-09 dated 20-02-2009. This Project has been bifuracated and transferred to MPRDC in compliance with the MoRT&H order dated 08 September 2009 and will be developed as under :

The Project Road starts from Km 155.000 of NH-75 at Hanuman Mandir Deora (Sohawal), the start of Proposed Satna Bypass and terminates at Km 203.040 (Design Chainage) of NH-75 at Bela meeting point of NH-75 and NH-7 and is under governance and implementation of MPRDC Bhopal.

Bamitha-start Of Proposed Satna Bypass: Two Lane with Paved Shoulders Start of Proposed Satna Bypass-End of Satna Bypass- Bela Junction: Four Lane with Paved Shoulders.



The Feasibility Report is with a view to attract Public - Private Investment for the development of the road through BOT mode. 1.2 Objective of the Assignment: The objectives of this consultancy assignment are as summarised below :

• Feasibility Report of the Project Highway and Project facilities

• Operation and Maintenance System

• Impact on the local environment, population and road users

• Financial Viability and Analysis

• Assistance during Bid Process

1.3 Scope of work It is as specified in the TOR. 1.4 Feasibility study of the Assignment • Holtec Consulting Pvt. Ltd. has carried out the Feasibility Study and is presenting this

feasibility Report 1.5 Salient Features of the Project • Start : Km 155.000 (Start of proposed Satna By pass).

• End : Km 198.600 of NH-75 at Bela meeting point of NH-75 and NH-7.

• Length : Km 43.600

• Important Towns: Hanuman Mandir, Amaudha, Bagaha, Bamuraha, Ghoodng, Birla cement, Badkhar, Nimal, Kripal pur, Sajjanpur, Rampur. and the important towns/villages are Amodha ,Kripalpur ,Madhawgarh ,Siholi , Baghelan, Rimar.

• Terrain: Plain and Rolling terrain.

• Road Formation (existing): 8.90 m to 12.85m.

• Carriageway (existing): 5.20 m to 7.00 m. Poor to fair

• Traffic Volume: The traffic on this road is medium to high between Start of proposed Satna By pass and Bela junction which ranges from 8789 PCU to 15048 PCU.

• Culverts (Existing) : 22 nos (Weak and inadequate).

• Minor Bridges: 14 nos (require upgradation by way of special repairs / rehabilitation, widening and reconstruction).

• Major Bridges: 01 nos. (New Construction on river Tamas on Satna Bypass).



• Proposed ROB: One.

• Flyover: Nil.

• Proposed Vehichular UnderPasses: 2 nos

• Proposed Grade Seperator: 1 nos

• Junction/Intersection: 21 nos major and 07 nos minor.

1.6 Project Road The Project Road has been declared as National Highway and it is to be upgraded to 4- lane with paved shoulders National Highway standards and specifications. The Project Road is of length 48.040 Kms after providing bypasses in the districts of Satna and Rewa.Project Road provides linkage to NH-86 and NH-7 in Rewa district. The Project Road is located in the East direction. The land-use pattern is varying with urbanized area, sub-urban area, and barren land stretches. The vegetation in the shape of trees is also having variable density and has been earmarked in the report. Some major roads off-shoot the project road to provide connectivity to various villages and towns in the region. The project is partly in the plain area and partly in the rolling terrain. There is movement of medium to high percentage of vehicles in of project road. There are several minor passages crossing this road. Some villages and settlements are situated along the road, attracting heavy local traffic. It includes the town Hanuman Mandir, Amaudha, Bagaha, Bamuraha, Ghoodng, Badkhar, Nimal, Kripal pur, Sajjanpur, Rampur.The existing Right of Way varies from 15 meters to 30 metres,from End of proposed Satna By pass to Bela town(Km 168.900 to Km 199.600) SALIENT POINTS

• Start Point : Ø Start of proposed Satna By pass (Km 155.00 of NH-75) Ø Km of Project Road 155.00

• End Point

Ø Bela town Ø Km of Project Road 198.600

• Length Of Project Road

Ø Length as per chainage Km 43.600 Towns and Villages



• Towns : Ø Satna (Km 162.00 to 186.600) Ø Rampur Baghelam ( Km. 186.600 to188.000)

• Villages :

Ø Madhavgarh (Km 171.000) Ø Sajjanpur (Km 177.600)

• Districts :

• Satna

Major Roads Connectivity :

• NH-7 : Mughal Sarai-Mirzapur-Rewa-Jabalpur-Nagpur. Local Roads Connectivity :

• Satna-Maihar. • Satna-Katni.

1.7 General Data of Project Road Data collected during map study and reconnaissance are as under. It provides the complete in-sight of the Project Road.

Data Collection During Reconnaissance 1 Details of route NH-75 Bamitha (Km 58/400) – Panna – Satna – Bela

(Km 198/600) 2 Length of the road Km 48.040( Proposed Satna Bypass- Bela Junction) 3 Bridging requirements

number, length Major Bridge- 01, Minor Bridges : 17 (Rehabilitation/Widening/Reconstruction)

Geometric Features: a) Gradient Flat b) Curves Smooth Curves through out the road

4

c) Ground constraints Not significant 5 Existing means of surface

travel Existing Highway.

6 Right-of-way available, Available 7 Terrain and soil conditions: Terrain: Plain and Rolling, Soil condition: Sandy /

Clay Soil / Black Cotton Soil 7.1 Geology of the area Earthen 7.2 Nature of soil, Weak soil of 3-5% (approximate) except in some isolated

stretches.



Road length passing through (i) Rolling / Mountains

terrain Nil

(ii) Steep terrain Nil (iii) Rocky stretches with

indication of the length in loose rock stretches

Nil

(iv) Areas subject to avalanches and snow drifts

Nil

(v) Areas subject to inundation and flooding

Nil

(vi) Areas subject to sand dunes including location of dunes

Nil

(vii) Areas of poor soils and drainage conditions

Predominantly BC soil on the project Road.

(viii) Areas with very poor sub-soil strength, e.g. marshes

Nil

7.3

(ix) Areas of high salinity or wet saline soil

Nil

7.4 Cliffs and gorges Nil 7.5 Drainage characteristics of the

area including susceptibility to flooding

Nil

7.6 General elevation of the road Around 200m (650 feet) 7.7 Total number of ascents and

descents in hill sections Nil

7.8 Disposition and location of sand dunes

Nil

7.9 Vegetation-extent and type Thin 8 Climatic Condition

8.1 Temperature-monthly maximum and minimum readings

Average 33-35?�C

8.2 Rainfall data- average annual, peak intensities, monthly distribution (to the extent

970 mm (39 inches)



available) 8.3 Snowfall data-average annual,

peak intensities, monthly distribution (to the extent available)

Nil

8.4 Wind direction and velocities Nil 8.5 Visibility Good 8.6 Exposure to sun Yes, Normal 8.7 Water Table and its variation

between maximum and minimum

8 m to 20 m and fall 2 m to 4 m

8.8 History of unusual weather, like, cloudbursts, etc.

Flood during 1999 and 2005

9 Facilities resources 9.1 Landing ground in case of

hilly stretches N.A.

9.2 Dropping zones in case of hilly stretches

N.A.

9.3 Foodstuffs Sufficient 9.4 Labour-local availability and

need for import Local labour is sufficient

9.5 Construction material sand, stones, shingle, etc.

Available

9.6 Availability of water Available 9.7 Availability of local

contractors Yes

10 Value of land –agriculture land, irrigated land, built-up land, forest land etc.

Worked Out

11 Approximate construction cost

Worked out

12 Access points indicating possibility of induction of equipment.

Yes

13 Period required for construction.

2 Years

14 Strategic considerations. Up-gradation to NH standard to 4 –laning with paved Shoulder

15 Recreational potential. Historical places of interest as well as wild life. 16 Important villages, town and

marketing centers connected. Satna and Bela

17 Economic factors: 1. Population served by the

Satna has limestone deposits. In this locality cement



alignment 2. Agricultural and economic

potential of the area 3. Marketing centers.

factories are also present.

18 Other major developmental projects being taken up in the area, e.g. railway project hydro-electric projects, railway projects, dams, reservoirs, mining/agricultural project, etc.

No major project.

19 Crossing with railway Lines and other existing highways.

Delhi-Mumbai Railway Line

20 Location of existing or proposed utilities along the alignment.

Yes

21 Necessity of by-passes for towns and villages.

Yes ( Satna Bypass Proposed)

22 Position of ancient monuments, burial grounds, cremation grounds, religious structures etc.

Nil

23 Ecology and environmental factors.

No major issue

24 Aspects needing co-ordination with other administrative authorities.

MoSRT&H / MPPWD/ Revenue Authorities / Forest Department

25 Traffic counts from existing records.

As per MP PWD record : Backhur Km 84.40=8230PCU, Sundar Km 124.00=11397PCU and Madhawgarh Km 170.00 = 40022 PCU

1.8 General Data : Technical Classified Traffic Counts

The historical volume count data for year 2005 is available and the average daily traffic in terms of PCUs is as under :

• NH-75 - Madhavgarh: Km :171.0 PCU= 40022

Homogeneous Sections The Project road can be delineated in following homogenous sections.

• Satna Bypass • End of Satna Bypass – Bela



Existing Right of Way (ROW) Information on relevant road way width has not been readily available. However, more or less it is in the range of 15-30m. Road Geometrics • Horizontal Alignment The alignment is mostly straight.The curves at places are more or less with the design speed and the general topography of area. • Vertical Alignment The Road was previously a State Highway. The road level is low at places and is damaged due to flooding and / or high water table from chainage Km 171 to Km 172. Hence reconstruction is required. Such stretches have been fine-tuned.The Longuitudinal profile blend with the topography.

• Camber / Cross fall / Super-elevation Camber / cross-fall / super elevation needs correction.

Road Formation Width The road formation width is 8m to 14m, almost in all the stretches.

Carriageway Width

The carriageway varies from 5.0 m to 7 m in various sectors and upto 14m in Buit-up area. Height of Embankment The embankment is in filling. Embankment is about 1.0 to 1.5 m above OGL.

Drainage of the Area Road follows the natural drainage condition.

Sub soil Water level is high in the surroundings of rivers.

By and large, the water table level is low in most of the area.Project area is mostly drained by river Tamas.



Other reaches are having self-drained system to the fields.

Some areas are affected by flood water in the fields and / or stagnant water along road. The drainage is through balancing culverts.

The project road passes through an area flanked by rivers & nallas.

Provision of adequate cross-drainage structures is very important for all weather traffic worthiness of the road on the basis of reconnaissance. It is found that :

• Existing provision of CD works is inadequate and is required to be upgraded.

• Cross-fall / Camber / Super-elevation needs improvement.

• Inadequacy of the roadside drainage is also noted in built-up areas with the result that water either remains stagnant or does not reach outlet point.

• The towns, villages and habituated places are affected because of inadequacy or system failure of the existing facility at some places.

Pavement Condition The existing road is having flexible pavement and the capacity augmentation will be by provision of flexible pavement.

Culverts (CD Works)

Inventorisation of existing culverts has been carried out during reconnaissance survey. It is noted that :

• Culvert marking does not follow any standardized numbering system. Numbers are not in conformity with chainage / Kilometerage. Therefore, the numbering / marking has been followed in inventorisation.

• Spans and vent ways mentioned on culverts do not match with actual measurements.

• Re-measured span and vent way has been accounted for as clear span (not center to center).

Data has been fine-tuned during detailed condition survey. Chainages have been properly linked to actual topographical survey locations. The number of culverts for cross-drainage or balancing are less in number. Some stretches do not have C.D. Works. It is also observed that number of culverts are structurally not sound and have to be reconstructed.



Number of culverts are having cut stone and Arch slab arrangement. Many culverts are of less roadway width. In the view of observations we have examined the system of CD works Since the whole project road is reconstructed leading to raising of Road level , and proposed upgradations are under following categories :

• Reconstruction • Additional culverts

Minor Bridges There are 08 nos of Minor Bridges.

All minor bridges have been examined for upgradation under following cateogires :

• Reconstruction or Replacement • Widening of Bridges

Major Bridge There are 1 Major Bridges on the project road corridor having 2-lane carriageway width. It is proposed to retain the bridge with minor repairing and additional 1 no. bridge having 2-lane carriageway width is proposed for construction to accommodate the 4-lane traffic. ROB There is one ROB proposed on the Satna bypass of project Road. Flyover There is no Flyover on the project Road. Vehichular Underpasses 02 nos vehichular under passes have been proposed on Satna Bypass stretch. Grade Seperator It is proposed to provide a grade seperator at junction of NH-75 and NH-7 at Bela to ease the traffic at the junction. Intersections / Junctions A few cross roads connect villages, towns and institutions interesect the project road at various places. Location of the Junctions / Intersections are as mentioned below :



AT GRADE MAJOR & MINOR INTERSECTIONS

Sn Location (Existing

Chainage)

Location (Design

Chainage) Location Type

Type of Road

Proposal Remark

1 160.925 160.925 Majhgawan X-

Junction

VR At grade junction improvement Minor

2 0+135 190.250 Rampur X-Junction VR At grade junction

improvement Minor

3 193.132 196.456 To Korigama Y-

Junction

VR At grade junction improvement Minor

4 198.600 203.040 Bela Meeting

Point with NH-7

Y-Junctio

n NH At grade junction

improvement Major

At grade Minor & Other Juntions

Sn

Location

(Existing

Chainage)

Location

(Design

Chainage)

Location Type

Type of

Road

Proposal Remark

1 158.250 158.250 Karhi X-

Junction VR

At grade junction

improvement Other

2 163.100 163.100 Kaima X-Junction VR At grade junction

improvement Other

3 164.825 164.825 Bharjuna X-Junction VR At grade junction

improvement Other

4 166.250 166.250 Sagminha X-Junction VR At grade junction

improvement Other

5 167.900 167.900 Bodhkar X-Junction VR At grade junction

improvement Other

6 168.625 168.635 At grade junction Other



Sn

Location

(Existing

Chainage)

Location

(Design

Chainage)

Location Type

Type of

Road

Proposal Remark

improvement

7 174.450 177.770 Y-Junction VR At grade junction

improvement Other

8 174.540 177.870 Y-

Junction VR

At grade junction

improvement Other

9 0+260 179.250 X-Junction VR At grade junction

improvement Other

10 0+765 180.015 X-Junction VR At grade junction

improvement Other

11 178.850 182.125 Y-

Junction VR

At grade junction

improvement Other

12 178.875 182.150 Y-

Junction VR

At grade junction

improvement Other

13 180.023 183.346 Y-

Junction VR

At grade junction

improvement Other

14 181.442 184.765 Y-

Junction VR

At grade junction

improvement Other

15 182.865 186.185 To

Amabatam

Y-

Junction VR

At grade junction

improvement Other

16 184.435 187.360 Y-

Junction VR

At grade junction

improvement Other

17 184.675 188.000 X-

Junction VR

At grade junction

improvement Other

18 0+885 189.915 Demau X-Junction VR At grade junction

improvement Other

19 190.920 194.245 Y-

Junction VR

At grade junction

improvement Other

20 195.247 198.574 Y- VR At grade junction Other



Sn

Location

(Existing

Chainage)

Location

(Design

Chainage)

Location Type

Type of

Road

Proposal Remark

Junction improvement

21 196.310 199.635 Y-

Junction VR

At grade junction

improvement Other

22 196.427 199.703 Y-

Junction VR

At grade junction

improvement Other

23 198.155 201.415 Y-

Junction VR

At grade junction

improvement Other



Bypass Three nos of Bypasses are proposed to Satna town, Sajjanpur town and Rampur Baghelan town of approx. 22.585 Kms, 3.90 kms and 6.0 kms length respectively of NH-75. 1.9 Traffic Survey Homogeneous Sections Based on the traffic movement pattern ensuring minimum variation in traffic level within such sections, the total road length has been divided into two homogenous sections as given below : Homogenous Sections of the Project Road

Section Stretch Approximate Length (Km)

1 Start of Proposed Satna By pass (km 155.000) to Bela town (203.040)

48.040

Traffic Survey. Comprehensive data has been collected from various departments / organizations / agencies / institutions and other sources related to the Traffic Census & Socio-economic indicators. The following types of traffic surveys have been conducted :

• Classified Traffic Volume Count for Seven days Twenty Four hours. • Turning Movement Count • Pedestrian Crossing Survey • Cattle Crossing Survey

Traffic Surveys have been conducted in the month of March and April 2009. Historical Traffic Data of Project Road The historical volume count data for year 2005 is available and the average daily traffic in terms of PCUs is as under : • NH-75 – Madhawgarh (Km :171.0) : 40022 PCUs



Executive Summary in EIA (English Report) for Four laning with paved shoulders Satna -Bela

Total length Km. 48.040 (from Km 155 to Km 198)

Confirmatory Survey of Traffic Volume Count: Count Stations Traffic Volume Count Survey is carried out at locations specified hereunder :

Traffic Survey Locations for Classified Volume Count

Sn Section Existing Chainage

Location

1 Nagod – Start of Proposed Satna By pass Km 143.000 Between Nagod and start of proposed

Satna By pass.

2 Satna – Bela Km 198/00 Between Satna and Bela

Toll Plaza Locations Following location has been considered for the toll plazas :

Sn Toll Plaza Point Number

Location Brief Description of Location

1 No.1 Km198.500 (Design Chainage)

About 03 Kms short of Bela Town

Survey for Cattle and Pedestrian Crossing Survey counts have been carried out at the locations (Km 143.000 and km 198.00) . 1.10 Survey and Investigations: Technical Data Collection/ Compilation Following data has been compiled for analytical study of impact on alignment:

Survey data Remarks Road Inventory It includes kilometerwise details of road structure,

drain and service road, including proposal for widening / new construction. It is based on Standard Proforma

Inventory of Culverts It includes details of all culverts. It has structural and condition assessment. It is utilized to conceptualize Reconstruction, Widening and Retention.

Road Condition Survey Data is utilized to conceptualize design of road structure.

Bridge Condition Survey It is applied to carry out performance evaluation of the structure and to conceptualize the rehabilitation or new construction.





Pavement Condition Survey It is to evaluate the pavement adequacy or otherwise. Topographical Data Physical survey of road and all features of the road

plan and profile. The development works are incorporated on these plans to validate or change the alignment and to apply in the design and drawings. BM / CPs have been fixed on the ground.

Investigation of Sub-grade Soil

The Soil CBR tests have been carried out. The soil of the range of 3.6% to 7.8% is available.

Investigation of Soil Borrow areas

The Soil CBR tests have been carried out. The soil of the range of 5 % to 7 % is available.

Investigation of Rock Quarries

Road Metal tests have been carried out. The aggregate quarry is found suitable for the pavement work.

Trial Pit Investigation of minor bridges

Trial Pits have ben investigated at fourteen locations.Good foundation is available.

Road Geometric: Curves This data helps to review the adequacy or the design of the curves.

Road Flooded Areas Data help to examine the retention of relocation of the alignment.

4-Laning Sections Whole project road is subjected to 4-laning.

Bypass / Short Realignments

These are identified as : Ch. 155.000 to Ch. 174.400 for a bypass to Satna town , Ch. 175.100 to Ch. 178.400 for a bypass to Sajjanpur town, Ch. 184.900 to Ch. 190.100 for a bypass to Rampur Baghelan town. Physical survey has been carried out.

Utility Service Survey The utility service survey in the area of road width (15 m corridor) help to decide the possibility of relocation. These are summarized in this report.No major problem is anticipated.

Culvert

It is a compilation for development / rehabilitation of culverts. Summary of Culverts

• Reconstruction: 12 • Widening : Nil • Retention & Repair : Nil • Additional: 27(New construction)

Bridges

It is a compilation for development / rehabilitation of bridge, with features on the relocation of bridges. Summary of Bridges

• Re construction:07 • Widening :01 Minor • Retention & Repair: Nil • Additional: 05 Minor & 01 Major Bridge

Junctions / Intersections Roads joining the Project road have been identified

and are in 94 numbers • Major / Minor junctions / intersections are : • Major :21





• Minor : 07 ROB Details are compiled to assess or the requirement or

up gradation or otherwise There is 01 no. ROB proposed on the project road in Bypass portion.

Vehichular Underpasses The details are compiled and 02 nos vehichular under passes have been proposed in Satna Bypass.

Grade Seperator The details are compiled and 01 no grade seperator have been proposed at junction of NH-75 and NH-7.

Flyover No Flyover exists or proposed. Design and Drawings Design and drawings of the upgradation work are elaborated in the Chapter-9 under following major heads : Alignment Design: The existing corridor has been followed with modifications which includes bypass to Satna,Sajjanpur and Rampur town and a realignment at one locations. The alignment has been approved by the Authorities of MPRDC,MoRT&H and the state PWD. Roadway Design: The proposed 4-laning stretches are for a total length of 48.040 kms. Pavement Reconstruction The existing bituminous surfaces will be scarified and new course from sub-base onwards will be laid on the surface after providing a subgrade layer of 500 mm thick. Bypass These are identified as : Ch. 155.000 to Ch. 174.400 (22.585 Km) for a bypass to Satna town , Ch. 175.100 to Ch. 178.400 (3.9 Km) for a bypass to Sajjanpur town, Ch. 184.900 to Ch. 190.100 (6 Km) for a bypass to Rampur Baghelan town. Improvement of Curves There is no curve which has been included for the improvement of curvature. Design of Layers The road is designed for 4-lane Paved Shoulder for 48.040 Kms. Traffic Design Traffic volume count survey has been carried out for 2 locations for seven days X 24 hours. Details are attached. Analysis is as under: a) Average Daily Traffic Based on Survey, ADT is as below:





Average Daily Traffic details of Different Sections.

Km 143.00 Km 198.00

ADT (Nos) 5446 9599

ADT (PCU) 8789 15048

Average ADT (PCU) 11919

b) Daily Variation of Traffic: Based an the above survey of ADT the daily variation of traffic in terms of numbers

(for peak day) has been extracted and is created in the graphical representation. There is not much of variation c) Hourly Variation of Traffic: Based an the classified traffic volume count survey, the hourly Variation of traffic in

terms of number (for peak hour) has been extracted and is created in the graphical form.

There is not much variation d) Traffic Volume for Road Design: Section and traffic volume for road design:

Section for Road Design PCU 2009 CVD 2009

Km 155.000 – Km 168.900 (Bypass Portion)

8789 1849

Km 168.900 – Km 199.600 15048 3688

It is proposed to adopt the above for the design of the road structure.

Pavement Design The pavement courses are to be filled after scarifying the bituminous layers and laying of subgrade layer and provide full base and sub-base and bituminous layers. The CBR design of the sub-grade is taken as 7%. The design of sub-base and base course are for 20 years design life and bituminous layers for 10 years design life, as under : Km 155.000 – Km 168.900

• BC : 040mm





• DBM : 115 mm • WMM : 250 mm • GSB : 230 mm Total : 635mm Km 168.900 – Km 199.600 • BC : 050 mm • DBM : 140mm • WMM : 250 mm • GSB : 230 mm Total : 670 mm

Culverts The design proposals include the following :

Structure

Hum

e Pi

pe

Cul

vert

RC

C S

lab

Cul

vert

RC

C B

ox

Cul

vert

Ston

e A

rch

Widening + Repair and strength.

- - - -

Retention with Repairs

Reconstruction 05 07 - -

Additional 10 17 - -

Total 15 24

Grand Total 39

Hume Pipe Culverts and RCC Slab Culverts have been adopted as per site conditions. Major Bridges New construction of Major Bridges (01Nos) There is only one major bridge which is proposed to be a new construction. Details of the major bridge are as under :





Details of Existing Structure

S.No Design

Chainage (Km) Type of

Structure Opening

Width of

Structure (m) Remarks

1 174.110 Box Girder 5 x 50 27.5

New

construction

to Four lane

Standards

Minor Bridges There are 17 nos. Minor Bridges requiring following treatment :

• Widening 01

• Retention with Minor Repairs 00

• Reconstruction 07

• Additional 05

Total 14 Toll Plazas One numbers Toll Plaza has been proposed. The Toll Plaza design includes Utility Building, First-aid Services, General Layout, Toll Collection System, Vehicle Counting Classifier, Toll Booth, Road Work (Cement Concrete road), Lighting, Water Supply, Fire fighting, etc. As one number of the toll plaza will be insufficient to trap all the running traffic on the project road one number of checkpost is required to trap the leakage of traffic. Bus Shelters Bus Shelters have been provided. Laybye for Trucks Laybyes for Trucks has been planned on the project Road

Road Side Furniture and Miscellaneous Works The Road Side Furniture and other miscellaneous works have been planned as per requirements. Utilities Relocation of telephone lines and other utility services interfering with the operation of the road have been included. 1.11 Concept Plan of Major Activities





The major issues involved are summarized below :

A. Embankment & Pavement Work 1 4-Lane with Paved Shoulders

48.040 Kms

B. Culverts 39 nos 1 Culverts – Widening - 00 nos 2 Culverts – Reconstruction – 12 nos 3 Culverts – Retention with Repairs – 0 nos 3 Culverts - Additional / New Proposals - 27 nos C. Bridges (Minor) 13Nos. 1 Bridge : Widening – 01 nos 2 Bridge : Reconstruction - 07 nos 3 Retention with Minor Repairs – 0 nos 4 Additional – 05 nos D Bridges (Major) 01 Nos. 1 Bridge : Widening – 00 nos 2 Bridge : New construction - 01 nos 3 Retention with Minor Repairs – 00 nos 4 Additional -00 nos E Toll Plazas :One Toll Plaza is proposed to be

constructed : • Km 198.500 One number of checkpost is required at • Km 173.00- 173.300 (Design Chainage)

01 Nos

F Truck Lay-Byes 02Nos

G Bus Shelters 11 Nos H Intersections / Junctions (Major 01 + Minor 03 + 23

others) 27 Nos

I Drainage System : • Drain in 4-Lane section

96.060Kms

J ROB 01 No

K Vehichular Underpasses 02 Nos

L Grade Seperator 01 No

M Road Safety Structures, and Miscellaneous works As per requirement N Landscape and Arboriculture

At Toll Plazas Locations: 01 nos.





Relocation of Utilities : • Tree cutting 1160 nos • Temples 03 nos • Electric Poles 200 nos • Hand Pump 16 Nos

• OFC 10 Kms

O • Telephone Pole 25 Nos

P Tree Plantation 11600 Nos

Q Lighting At Toll Plazas Locations 01 nos

1.12 Land Plan Schedule: Land and properties acquisition is:

• Land – 322.50 hectares • Properties- 10 Buildings • Costing is based on local revenue authorities escalated by 100%

1.13 Estimate Cost of Civil Works.

Rupees in Crores Civil Works Cost 225.05

1.14 Project Cost

Rupees in Crores Civil Works Cost 225.05 Escalation at 25% 56.26

Cost to be borne by MPRDC 47.42

Total 328.73 1.15 Financial Viability Worked out and submitted seperately. 1.16 Financial Stream Basis

• Traffic Volume; 11919 (Year 2009) Average ADT (PCU) • Tollable Traffic:

Sn Toll Plaza 2009 2010 2015 2020 2025 2030 2035 2040

1 Toll Plaza – 12903 13548 17291 22069 28166 35947 45879 58554





1 : Km 198.500

• Concession Period : 25 Years • Civil Works Cost : Rs 225.05 Crores • Toll Rates shall be prevalent in NHAI / MoRT&H projects and as detailed in the

Publication. • Grant of 0% •

B. Project Influence Area

i) Direct Area of Influence

The direct influence area of the project is restricted to proposed Right of way (RoW) ,

since the project involves widening of existing highway and all construction and

operation stage activities will be contained within it. The existing Right-Of-Way

(ROW) of the project road is in range of 15 m to 30 m.

ii) Indirect Area of influence

As per MoEF guidelines for conducting EIA (EIA notification, S O 1533 dated 14th

Sept, 2006); the geographical scope of the EIA study has been considered as 15 km

radius for highway projects for major environmental features like national park,

wildlife sanctuary, Critically Polluted Area, Notified Eco-Sensitive Zone, Inter-state

Boundaries and International Boundaries (10 km), Coastal Zones, Areas protected

under international convention, defense installations etc. Physical features like

physiography, hydrology were also studied/ recorded within 15 km radius of the

project road.

C. Statutory clearance requirement

S.

No

Clearance Required for Statute under which

clearance is required

Statutory Authority

1 Environmental Clearance EIA notification, 2006

issued under EP Act

1986

Ministry of Environment

& Forest, GOI, New

Delhi

2 Wildlife Clearance Wildlife protection Act

1972

State Wildlife Board,

Dept of Forest, Govt. of





M.P. & Central

Empowered Committee,

MoEF

3 Forest Clearance Forest Conservation

Act 1980

Dept. of Forest, Govt. of

M.P. & MoEF

4 Permission for filling of

roadside trees

- Revenue Department

5 Consent to Establish

(CTE)

Water (P & CP) Act,

1974 & Air (P & CP)

Act, 1981

Madhya Pradesh

Pollution Control Board





Description of the Environment

A) Physical Environment

i) Meteorology

Climate: Study area has three distinct seasons like most of north India, it has a hot

dry summer (April–June) followed by monsoon rains (July–September) and a cool and

relatively dry winter.

Cloud Cover: During the winter and the summer seasons, it was observed that the sky

was very clear. In the summer season, light clouds were observed in the evenings, with

no clouds in the mornings. During monsoon season, both in the mornings and evenings

the sky was observed to be generally cloudy.

Temperature: Rewa Area:- have a sub-tropical climate. Like most of north India, it has

a lot dry summer (April-June) followed by the monsoon rains (July-September) and a

cool and relatively dry winter. Minimum temperature during winter is from 2 to 7

degree Celsius, while the Maximum temperature during summer varies from 36 to 46

degree Celsius.

Humidity: The average monthly minimum and maximum relative humidity is observed

around 23% to 69% during summer period. In the monsoon period the relative humidity

ranges between 43% and 79%. During the post-monsoon season, the mean humidity is

observed between 40% and 64%. During winter season, the mean humidity is observed

between 21% and 73% and relative humidity during morning hours is 59% and 40%

during the evening hours.

Rainfall: Rainfall mainly occurs for three months from July to September due to south

west monsoon. The monsoon generally sets in during the first week of June. The rainfall

gradually decreases with the end of August. The maximum numbers of rainy days are

observed in the month of July. The average rainfall is about 1,285 mm (50.56 in). It

decreases from east to west. The south-eastern districts have the heaviest rainfall,





some places receiving as much as 2,096 mm (82.48 in), while the western and north-

western districts receive 987 mm (38.89 in) or less.

Wind speed: In Satna-Bela, the northwestern wind blows, predominantly, over the city

of Satna-Bela and the wind speed generally ranges from 8 km per hour in summer to 2

km per hour in winter time. In Satna-Bela district, wind velocity is higher during the

pre monsoon period as compared to the post monsoon period. The maximum wind

velocity is 11.3 km/h during the month of June and minimum is 3.1 km/h during the

month of November. Average normal annual wind velocity is 6.4 km/h.

(ii) Physiographic & Terrain:

The project area falls under plain as well as rolling terrain in Ghat section. Some

Forest area is present in project road and Forest land will acquired under Forest

Conservation Act

(iii) Land use

The mean elevation above the sea is about 2000 ft. The entire stretch is essentially a

highland tract, divided naturally into three distinct portions, differing in their

superficial aspects, the character of their soil and their geological formation. The

land use pattern along with the project road is given below:

Soil quality:

Soil quality of the project area has been characterized depending on the analysis of

various soil parameters. Soil quality testing has been carried out in Six different areas

along with the project road namely Sajjanpur,Birla cement,,Ch-22, Rampur &Village

Mdhavgarh,Rampur Baghlan .

(iv) Water Resources

Surface Water: Project stretch crossessome small nalla Most of which is non-

perennial and drain only for few days/weeks during & after the monsoons. The cross

drainage structure at most of the locations are not seen over the water courses during

the construction of 4-Lane of National highway so that there will not be much





adverse impacts on water during the further widening to 2-lane to 4-Lane with paved

shoulders.

Ground Water: Ground water is the major source of the drinking water in , Satna-

Bela and their surrounding area. The villages are dependent on ground water for

their everyday requirement. Ground water is fetched from open dug as well as bore

wells which are both mechanized and manual.

(v) Water Quality

Water quality can be expressed in terms of physical, chemical & biological

characterization of water. Environmental survey was conducted & collected 10 No

sampling locations for surface as well as ground water.

Surface water:

The pH value ranges between 7 to 7.9. TDS content ranged between 678-750 mg/I.

while chloride values ranged from 591 to 885 mg/I respectively, well below the

tolerance limits. Iron content is found to be varying between 0.32-0.70 mg/I. There is

no significant presence of trace metals in the surface waters. Faecal contamination

where ranges from 1.2-1.8 per 100 ml of water, total coliform bacteria recorded as

2.5-3.8 mg/I. Total Hardness varies from 397 to 472 mg/l.

Ground water:

Ground water testing report shows that colour is below 2 Hazen (Hz), Odour & taste

is agreeable, pH ranges from 7.1-7.8, total hardness ranges from 648-738mg/l,

arsenic found less than 0.01mg/l where MPN count is less than 1 MPN/100ml.

(vi) Air Quality

The ambient air quality has been carried out in 12 locations & the result reveals that

the seasonal average concentration of SPM ranges from 73 to 100 ug/m3, RSPM

varies between 34.5 to 84 ug/m3, S02 range between 14.5 to 40.1 ug/m3 and Nox

ranges between 20 to 22 ug/m3. The values of SPM, SO2, NOX and CO are well within

the prescribed limits of National Ambient Air Quality Standards for the Industrial and





Commercial areas published by Ministry of Environment & Forest Notification 16

November 2009. Ambient air quality of the area lies within permissible limits as per

the discussion with the State Pollution Control Board personnel's owing to the

highway passing through industrial area and agricultural hinterland. The Contractor

should monitor the air quality in consultation with the, Regional office of the State

Pollution Control Board, so that appropriate mitigation measures may be adopted if

the air quality exceeds the permissible limits of CPCB to minimize the adverse effects

on the environment.

(vii) Noise Quality

Noise level monitoring was conducted at 6 locations namely Birla

Cement,Sajjanpur,Rampur,Madhavgarh,Sihholi,Baghlan

All sample , Day time noise was found to vary between 49.3 to 65 levels [dB (A)]

wherein night time noise was found to vary between 44.9 to 54 level [dB (A)].

(B) Ecological Environment

Forest

Flora: In the project affected districts mainly mixed miscellaneous forest are found.

These forests mainly have Shisham (Dallbergia Sisso), Ashok (saraca Asoca), Neem

(Azadirachta indica) etc. There are also Non wood forest products (NWFP) like

Tendu leaves or Bidi leaves (DiospyrosmeloNO2ylon), Sal Seed (Shorea robusta),

Chebulic Myrobolan or Harra (Terminaliachebula), Gum, Chirobji (Buchanania

lanzan), flower and seeds of Mahua Madhuca indica) and flowrs, seeds, bark & roots

of various plants species.

Main Trees in Rewa Area,Project area& Satna-Bela:

Tectona grandis, Diospyrous melanoxylon, Madhuca indica, Buchanania tanzan,

Anogeissus latifolia, Anogeissus pendula, Lannea coromandalica, Boswellia serrata,

Acacia catechu, Zizyphus spp., Aegle marmelos, Butea monosperma and Gardenia

spp.





Fauna: Common animal like dog, cats, monkey, pig and cattle are also present. The

presence of wild animals in the project areas is not reported and may be considered

very rare.

Main animals in Satna-Bela :Mammlas:Tiger, Jungle Cat, Leopard, Hyena, Wild

Dog, Wolf, Sloth Bear, Sambhar, Chital, Nilgai, Chinkara, Chausinga, Porcupine,

Jungle Cat, Rusty Spotted Cat, Hare, Ratel and Tree Shrew.





(C) Socio-economic Environment

Socio economy of Satna-Bela and Project area:

As of 2001 India census, Satna-Bela had a population of 225,468. Males constitute

53% of the population and females 47%. Project area& Satna-Belahas an average

literacy rate of 70%, higher than the national average of 59.5%: male literacy is 76%,

and female literacy is 62%. In Project area& , 15% of the population is under 6 years

of age. Industries in Project area& Satna-Bela include cement manufacturing, hand

loom weaving, flour, oilseed milling, and distribution of agricultural and fabric

products via road and rail. Most of the trade supplies to the region are unloaded and

further supplied to the surrounding regions from here. Trade between Utter Pradesh

and Vindhya region occurs mostly through Project area& Rewa Area. Currently the

economy is growing rapidly in this region of the country. Project area& Satna-Belais

in the transient stage of its transformation into a big city. As Project area& Satna-

Belatakes the trade hub stature, it has a high rate of migrant coming into the city from

other regions looking for work. The population growth creats an increase in demand

for goods and services that needs to be fulfilled. Service sectors such as banking is

growing rapidly in Project area& Rewa Area. Commercial and trade activity, demand

for consumer goods (brands name items) are registering impressive growth in Project

area& Rewa Area.

Socio economy ofSatna-Bela& Project area :

As of 2001 India census Project area& Satna-Belahad a population of 17,451. Males

constitute 53% of the population and females 47%. Project area& Satna-Belahas an

average literacy rate of 56%, with male literacy of 61% and female literacy of 40%.

12% of the population is under 6 years of age. There is no large scale industry in

Project area& Satna-Belaapart from a few small scale industries available, but these

industries are not sufficient for giving enough employment for local people. The

economy is mostly dependent on farming. The city however, has a growing private

commercial sector, mainly retail businesses.





AND MITIGATION





Air Environment

Impact Measures

Generation of

Dust

• Sprinkling of water

• Earth handling, Asphalt mixing site, borrow areas, construction

site

• Air Pollution control at stone crusher site

• Masks for workers of stone crushing units

• Regulation of construction timings near sensitive receptors and

settlements

• Regular Air Quality Monitoring

Gaseous

Pollution

• Vehicles and machineries - regularly maintained to conform to

the emission standards

• Asphalt mixing sites at least 500 m away from residential

quarters.

• Workers in asphalt mixing, application of asphalt mix will be

provided with masks.

• Supervising officers will ensure that the worker use the masks

Noise Environment

Impact Measures

Noise

• Noise levels of machineries used shall conform to relevant

standard

• Workers shall not be exposed to noise level more than 90 dB (A)

(Leq) for 8 hours.

• Workers will be provided ear plugs

• Regulation of timings of construction work generating noise

pollution near the sensitive and residential areas.

• Regular Noise Level Monitoring





Water Environment

Impact Mitigation Measures

Loss or impacts

on water

bodies

Precautions need to be taken during the construction work of

culverts and bridges across the rivers and canals such that the flow

in these water bodies is not obstructed thus affecting the cross

drainage. Further, attention to be paid so that no waste, debris is

discharged into surface water body.

Siltation of

water bodies

• Turfing or pitching of embankments where possible to prevent

erosion.

• Slopes of embankments - modified and re-channelised so that

contaminants may not enter the water body

• No solid waste will be dumped in or near the water bodies or

rivers

Flooding due

to siltation of

drainages

channel

Excavated earth and other construction materials shall be stored

away to prevent washing away

Water for

construction

Water sources would be selected such that local availability is not

affected

Contamination

from wastes

• Septic tanks and oil interceptors will be provided to prevent any

uncontrolled effluent discharge from workers camps and

storages.

• The camp site will be provided with proper drainage connected

with local drain

Contamination

from fuel

• Vehicle maintenance will be carried out in a confined area,

away from water sources.

• It will be ensured that used oil or lubricants are not disposed to

watercourses.





Impact Mitigation Measures

Sanitation and

Water use in

Construction

Camps

• Construction camp will be organized in a planned manner.

• Workers shall be provided proper sanitation facilities including

toilets.

• Camps will have water supply facilities like tube wells

Rain Water

Harvesting

• Rain Water Recharge Pits at every 500 m of the project road

will be provided.

Impact on Solid Waste Generation

Item Management Strategy

Top Soil to be disposed off in low lying

areas within ROW Completely used in Green Belt Development

Overburden –

To be utilized in median

(Below layers)

To be utilized for construction

of Roads to quarries

In road embankment for

additional 2 lanes

Used for strengthening of slopes of

embankments, construction of haul roads to

quarries & median filling

Construction debris

Bituminous material

removed from existing

pavement

Construction Debris – Mostly reused for

filling of low lying areas and in road

construction. Remaining dumped after

requisite permission in designated disposal

grounds





Item Management Strategy

Domestic Solid Waste Disposed in Municipal / Grampanchayat at

Dumping grounds after requisite permission

Land Environment

Impacts Mitigation Measures

Loss of topsoil

• Removed and stockpiled on sides and used on the side

slopes & shoulder, for top cover of borrow areas and

in green belt development.

• Turfing of road embankment slopes with herbs,

shrubs and grasses

Loss of topsoil from

borrowing

• Arable lands will be avoided for earth borrowing. If

needed, topsoil will be separated and refilled after

excavation

Borrowing of fill

materials

• Excavation from pre-selected locations. After

excavation the borrow pits will be dressed to match

with the surrounding.

• Borrow pits - depth regulated. Slope of Sides of the

excavation not steeper than 1 vertical to 4 horizontal

from the edge of the final section of bank.

Ecological


Loss of trees

• A large number of tree will be planted as per the

compensatory afforestation.

• Shrubs to be planted in median.

• Arjuna, Pipal, Nili gulmohar, Mango, Kachnar, Siris,





Neem are the predominant tree species along the

project corridor and same species will be planted





Public Health / Occupational Safety


Safety to Public Signs on road before construction areas

Restriction to Access

Safe and convenient passage for vehicles, pedestrians

and live stocks to and from the side roads and property

across the road.

Occupational safety for

workers

Contractor will arrange all safety measures for workers

as per factories Act

Occupational safety for

Asphalt plant workers and

crusher plant

• All workers employed on mixing asphaltic material,

cement, lime mortars, concrete etc., will be provided

with protective footwear and protective goggles.

• For crusher workers masks should be provided.

Explosive use

Contractor shall obtain such permission as required

from all Government Authorities, public bodies and

private parties whatsoever concerned or affected or

likely to be concerned or affected by blasting operations.

Cultural Properties / Roadside Amenities / Archeological Sites


Affected roadside

amenities and cultural

properties

• Affected religious structures will be relocated.

Alternative sites will provide and appropriate

enhancement will be done.

• All common property resources will be replaced

before the start of construction. Relocation site

identification will be in accordance to the choice of

the community / concerned agency.





Project Benefit

Implementation of the Project will have following benefit:

1. Accelerate regional economic development in term of industry, tourism and

agriculture

2. Reduce vehicle operating and maintenance costs by improving road conditions

3. Reduce vehicle travel time by minimizing congestion in settlement areas and

providing a four lane facility

4. Minimize road accidents by increasing road width, improving intersection and

road geometry

5. The project may also generate local employment opportunities through the

construction activities and local business

6. Abatement of ambient air and noise pollution in comparison to a do- nothing

situation

7. Increase in safety due to construction of median between two direction of traffic

flow and plantation of shrub in median

8. Provision of pedestrian and cattle underpasses shall provide safe movement from

one side of the project road to other side of the Project road

9. Project facilities included in the project preparation are Rest Area , Bus Bays,

Truck Lay Bye, Road Side Furniture, Street lighting, Traffic Aid Post Patrolling,

Medical Aid post, vehicles Resource posts etc.

10. Main benefit of the construction of 4-Lane with paved shoulder ,easy movement of

traffic ,easy movement of forest officials in forest and surrounding area.

11. After construction of 4-Lane tourist will go to Jaipur and other states.





ENVIRONMENTAL





Environmental Management Plan

Several mitigation measures have been suggested along with the agency responsible

for planning, execution, supervision and monitoring of the Environmental

Management Plan for pre- construction , construction and operation stages to avoid

or mitigation the adverse impacts.

Pre- Construction Phase

Pre-construction activities include acquisition of land and structure, relocation of

utilities, removal of trees, and relocation of common property resources viz. temple,

hand pump, obtaining Environmental clearance Forest Clearance and wildlife

clearance from MoEF, Consent to Establish from MPPCB etc.

Construction Phase

Concessionaire activities during this phase include setting up of construction Camp,

setting up of plants namely crusher plant, concrete batching plant, hot mix plant;

clearing and grubbing, collection storage and utilization of topsoil, identification of

borrow pit & aggregated quarry (if other than those identified by design consultant),

operation of the quarry, plantation along the road side & at median, environmental

protection & monitoring. Concessionaire shall also be responsible for implementation

of the Environmental protection measures during construction’s The Independent

Engineer shall be responsible for monitoring & supervision of the Concessionaire’s

activities as per Contract & report it to PIU, MPRDC time to time. Project

implementation Unit (PIU), MPRDC shall be regulatory compliance.

Operation Phase

Operation phase activities include environmental monitoring of survival rate of the

plantation etc. The PIU and Concessionaire shall be responsible for those activities.





Y





Corporate Social Responsibility

The project proponent will generate direct as well as indirect employment facilities in

the nearby areas and also determined to provide clean and green environment. The

widening of project demands more manpower for its operation. This already

generates basic needs. This will generate opportunity for indirect employment, basic

commodity, dhabas, road side shops & many other facilities in the junction areas as

transportation will increase. This will boost the size of existing market. Villagers have

opportunity to sell their commodities to nearby area only. This will also boost the

consumption for opening new fast food corner.

The proponent will provide all socio economic growth opportunity for its workers and

villagers. This will boost the demand of skilled and unskilled worker. The villagers

have opportunity to work in road area when there is slack period in harvesting.

Employment

The most benefit due to the proposed road project will be in the sphere of generating

employment for a large number of people in that area during construction period. The

project activities will lead to generation of commercial activities in construction as

well as service sector. These activities will generate huge employment potential which

will benefit local population.

Transportation

There will also be increase in the vehicular traffic due to passenger transport. This

increase in traffic will not have any consequence to warrant special mention. One

should expect that the increased passenger load in the sector would prompt the state

government to start new and frequent public transport services to this area, bringing

upliftment to the whole locality.





Other Benefits

Besides faster connectivity and commercial, economic upsurge, the project will

provide:

• More Plantation and Greenery.

• Highways accident hazards considerably reduced by four laning.

• Medical aid available across the highway.

• More safety of users assured through curve improvements, reconstruction of

bridges, crash barriers, roadside furniture.

• Substantial Saving in vehicle operation cost & less pollution.

• Creation of beautiful Water Bodies.

• Economic upliftment due to faster, better accessibility & saving in vehicle

operation cost.





SUMMARY &





The location of the project site selected based on its Traffic Volume, socio, techno

economical suitability. As a positive impact the entire socio economical status of the

region will be improved to the better level. The potential environmental, social and

economic impacts have been assessed. The proposed project has certain level of

marginal impacts on the local environment. With effective implementation of proposed

environment management plan, these effects will be insignificant. Implementation of

the project has beneficial impact in terms of providing direct and indirect employment

opportunities. This will be a positive socio-economic development in the region.

Quality of life of the people will improve.

The improvement of this highway will provide the following technological benefits

ü Providing better level of service in terms of improved riding quality and smooth

traffic flow.

ü Faster transportation will ultimately lead to massive savings in the form of

reduced wear & tear vehicles, reduced vehicles operating costs and total reduction

in transportation costs etc.

ü With the improvement of road surface, the traffic congestion due to obstructed

movements of vehicles will be minimized and thus wastage of fuel emissions from

vehicles will be reduced.

ü Introduction of additional safety measures like crash barrier, road illumination,

retro-eflective signage, delineators etc. will result in lesser accident.

Socio economic benefits

The improvement of this highway will provide the following socio economic benefits to

the regions:

Ø It will increase access of the villages and other small settlements to urban areas,

thus providing connectivity of rural produce to urban markets, there by enhancing

the reach and export of perishable farm-products, leading to better remuneration

for the producer.

Ø By reducing the transportation costs, it will be more feasible to transfer

construction materials which are important for many economic activities (house





building, small hydro-electric projects etc.) to hinterland. This will in turn, lead to

direct as well as indirect strenthing of local economics.

Ø Access to social infrastructure like schools, colleges, health centers will improve,

providing many benefits from increased education and health facilities and

improved social interaction and mobility.

Ø During the execution of the project i.e. during the construction period, employment

will be provided to workers from the local communities.

Ø The educated as well as uneducated people from villages will obtain access new

employment centers.

Ø The improvement of the road will prevent single vehicle collision as the road will

be two lanes to Four lane with paved shoulders. This would be very beneficial

from the safety point of view and will thus, reduce accident rate. The proposed

project will attract more & more domestic & international tourists. Thus tourism

is likely to flourish.

Ø Overall improved quality of life for the lesser developed areas in the

neighborhood.





UTILITY RELOCATION (KD-3)

Survey of Utilities Initially it was considered to survey the utilities for the corridor width of 30 meters. The relocation comes out to be very high. It was disseminated and considered to bring it to cover a corridor of 24 – 30 metre so that the services falling and interfering with traffic are relocated / removed. The utility services required to be relocated cover the following : Sn Description Unit Left Right Total

1 Electric Poles Nos 68 114 200

2 Hand Pump Nos 02 14 16

3 OFC Km 03 07 10

4 Water Pipeline (Tentative) M 2000 - 2000

5 Sewer Line (Tentative) M - - -

6 Telephone Pole Nos 19 06 17

7 Transformer Nos 0 0 0

8 High Transmission Line - - - Not interfering with traffic

9 Temple Nos 2 1 3 Trees Initial survey of trees for a corridor of 20 meters indicated for cutting is 7000 numbers. Trees located in 12 – 15 m corridor (road width) and requiring cutting are tabulated as under ::

Sn Item Left (nos) Right (Nos) Total (Nos)

1 Trees of 30 – 60 Cum girth 31 52 83

2 Trees of 60 Cum and above 543 534 1077

Total 1160



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