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Four laning of Aunta - Simaria (Ganga Bridge with approach road) from KM 197.900 to 206.050(Design Chainage) [Total Design Length – 8.150 km] of NH-31

Executive Summary in the State of Bihar on EPC mode

EXECUTIVE SUMMARY

1.0 Overview of NHAI’S organization and activities, NHDP programme, project financing & cost

recovery mechanism

1.1 The National Highways Authority of India was constituted by an act of Parliament under

National Highways Authority of India Act, 1988.

1.2 As National Highways comprise about 2% of the total road length in the country and yet

carry over 40% of total traffic, the first and the foremost task mandated to the NHAI is the

implementation of National Highways Development Project (NHDP) - comprising the Golden

Quadrilateral and North-South & East-West Corridors. In addition to the projects under

NHDP, the NHAI is also currently responsible for about 1, 000 km of Highways connecting

major Ports and in addition to National Highways 8A, 24, 6, 45 & 27.

1.3 NHAI has also initiated the development of various National Highways / corridors under

10,000km (NHDP, Phase-III) programme in the country where intensity of traffic has

increased considerably and there is a requirement of augmentation of capacity for safe and

efficient movement of traffic.

2.0

Project description including possible alternative alignments / bypasses and technical / engineering

alternatives

2.1 Consultancy services for Feasibility Study and Detailed Project Report for selected stretches

of National Highways under 10,000km (NHDP, Phase-III) programme for Bakhtiarpur –

Begusarai – Khagaria section of NH-31 in the state of Bihar (Contract Package No. NN/ DL3/

2) was awarded by the National Highways Authority of India (NHAI) to CRAPHTS Consultants

(I) Pvt. Ltd. In joint venture with EMA Unihorn (I) Pvt. Ltd. and the study commenced on the

27th of October, 2004 (Figure A).

2.2 The consultants had submitted the Final DPR during June, 2010 along the alignment of

project road earlier approved by NHAI (vide letter no NHAI/BOT/26/2004/318 dt

02.08.2005). Subsequently, Govt. of Bihar disagreed with the realignment of project road for

Bakhtiarpur- Barh section and desired to have the realignment for Bakhtiarpur- Mokama

section. Finally, the realignment of Bakhtiarpur – Mokama section was approved by Govt. of

Bihar after detailed deliberation which was communicated to us vide letter no,

NHAI/12017/02/BGs/2010/Tech/45 dt. 02.02.2011. The bids for 4-laning project road were

invited during 2011 on BOT (Toll) basis considering the entire stretch of project road under a

single construction package. However, keeping in view of the complexity of the project





corridor, the project road has now been divided into following three construction packages

(Table -1):

Table-1: Civil Construction Packages

Construction

Packages

Start Chainages Design

Lengths

(in Km)

Stretch Existing Chainages Design Chainages

Package -1 Km. 153.300 to Km

204.741

Km. 153.300 to Km.

197.900

44.60 Km. Realignment / bypass

between Bakhtiarpur &

Mokama

Package -2 Km. 204.741 to Km.

212.891

Km. 197.900 to Km.

206.050

8.150 Km New 4-lane Ganga Bridge

including approaches to

the bridge & ROBs (2 Nos)

Package -3 Km. 212.891 to Km.

273.123

Km.206.050 to Km.

266.282

60.232 Km Simaria to Khagaria

TOTAL 112.982 Km

2.3 The Feasibility Report submitted by the Consultants on the basis of initial surveys and

investigations carried out during preparation of DPR during year 2004. Subsequently the

topographic survey along the revised alignment between Bakhtiarpur to Mokama and traffic

survey was carried out during February, 2011. At present it was desired by the NHAI to carry

out traffic volume survey at one location along the project road (at km. 235 of NH-31). The

traffic survey at km. 166 of NH-31 was not carried out due to reduction in traffic volume on

account of closure of Rajendra Pul for vehicular traffic for repair / rehabilitation as of now.

This Feasibility Report has been prepared on the basis above survey data/ investigation

report available with the Consultants and corresponds to Package - II





Figure A: Index map of the Project road and Key Plan

Project Road





2.4 The project starting from Design Chainage km 197.900. on NH 31 and following a

realignment upto km 206.050 including construction of a new 4-lane road bridge over river

Ganga.

2.5 It has been approved by the Govt. of Bihar/NHAI to adopt the alignment of project road in

the following manner :

• 4 lane new construction between km 197.900 and km 206.050 including

construction of a new 4-lane road bridge.

2.6 Provision has also been made for a toll plaza having a width of 6 lane per direction.

2.7 The road alignment is almost straight except for some minor horizontal deviations, whereas

in terms of vertical profile, the road is almost level over its entire length except minor local

rise at the river crossing.

2.8 There are two ROBs and one Major Bridge on river Ganga

2.9 The sub-grade soil along the project road is of low to medium plasticity. Further the soaked

CBR values also vary between 2.48 to 10.71. The lower values are indicative of precarious

position of sub-grade soil strength and great care has to be exercised in design of pavement

(taking into account the other related factors such as BBD Test results, Roughness Values and

Axle Load Impact besides the Sub-grade Soil Strength and physiological characteristics).

2.10 Quantities of aggregate, which may be used in work are available in abundance in

Sheikhpura, Jamalpur, Karhagola, Manpur, Karwandia / Tarachandi, Kadwa, Lengura, Gaira,

Ambadag, Chutupalu and pakur quarries. However, Pakur quarry has been considered for

procurement of materials for GSB, WBM, DBM and BC works. Coarse sand in large quantities

to serve the requirement of this project road is available from Ganga river bed and Kiul sand

is available at Kiul sand quarry, Lakhisarai. Mooram is available at Rajgir.

2.11 A large number of brick kilns are available within a lead of 15-20 km from the project road.

Since the proposed construction to a large extent would consist of RCC works (other than

flexible pavements), the requirement of bricks will generally be less.

2.12 Cement of almost all-acceptable brands is locally and readily available at Patna. Cement

conforming to ISI specifications and approved by DGS & D can very easily be procured locally.





2.13 SAIL, the primary and authenticate sources of steel, has branches at all important locations

all over India including Bihar. Steel is also being manufactured locally as per ISI specifications

under different names, which can be purchased after necessary testing.

2.14 The regional sales officers of IOC and HPC were contacted with regard to procurement of

Bitumen and Bituminous Products for use on the project road. It was revealed that all the

requirements of Bitumen and Bituminous Products could be met with from the Barauni

Refinery, which lies very close to the project road.

2.15 Considering the need for access to adjoining properties as also to neighbouring areas (as also

the available ROW) and keeping in view the efficiency of traffic circulation at frequently

occurring road intersections provision of service road has been considered necessary.

2.16 Culverts and other CD structures will have to be extended in order to accommodate the

widened cross section of the total carriageway, wherever existing alignment is being used as

a part of project corridor.

3 Socio - economic profile

3.1 The project road lies in the three districts, located in the state of Bihar, which is situated in

the eastern part of India. Situated along the fertile Gangetic plane, the state occupies an area

of 173,877 sq. km.. However, Nalanda District is very near to the project road and therefore

data related to socio economic profile for District Nalanda has also been collected and

presented.

3.2 The total population of the state as per the 2001 census is 82,878,796. The growth of

population in the 1991-2001 decade has gone up to 28.43 percent, from a figure of 23.54

percent in the previous decade. Table 1 shows the Details of population w.r.t State / District.

Table 1: Details of population w.r.t State / District

Sl No. State / District Population

1 Bihar 82,878,796

2 Patna 4,709,851

3 Begusarai 2,342,989

4 Nalanda 2,368,327

5 Khagaria 1,276,677

3.3 As per the 2001 census the district of Bihar have a high population density, apart from the

district of Khagaria, rest of the districts have a population density in excess of 1000 persons

per sq. km. Mark. The population density of Khagaria (859) is much more close to that of the





district of Bihar (880). It is also clear from the said table that apart from the district of

Nalanda the rest of the districts including the state of Bihar have witnessed a steep increase

in the population density in the year 2001 from the corresponding figures in 1991.

3.4 The districts of Bihar have a substantial amount of population coming from backward class,

about 32.76% of the total population of the district constituted of Schedule Castes and

Schedule Tribes.

3.5 The census of India data revels that sex ratio in the projects district and the state of Bihar

districts are improving; though at a slow place. The district of Khagaria has witnessed the

highest rate of change of sex ratio (Females per thousand Males) reaching to a figure of 890

in 2001 from a figure of 868 in 1991.

3.6 The project districts of Bihar are predominantly a rural areas, which gets reflected in its low

to moderate literacy rate, the same is also reflected in the sate average. Apart from the

District of Patna and Nalanda the rest of the project districts including the state itself has

more then 50% population as illiterates. However, the literacy level has improved in the year

2001 compared to the corresponding figures of 1991.

3.7 The amenities and services in terms of schools (primary/secondary/higher secondary

schools), Colleges, poly techniques and other health centres such as hospitals and

dispensaries are available to some extent within state of Bihar and various project districts.

4.0 Survey and Investigation

4.1 Right of way

The details of road land available and assigned ROW over various segments are given in Table 2.

The Details of Proposed ROW is given in Table 3. The ROW is quite well defined through urban

settlements. The road side appears open through semi urban and rural areas though, the isolated

structures along such segments clearly define the ROW.

Table 2: Details of Existing Right-of-way

S. No. Stretches of Project Road ROW

1. Mokama bypass 90m

2. Mokama bypass – Begusarai 30m

Table 3: Details of Proposed ROW

S.No. Design Chainage Proposed ROW (m)

1 From KM 197.900 to KM 206.050 60





4.2 Land Acquisition

The land acquisition details for the project works out as given (Table 4) below:-

Table – 4: Land acquisition details

Name Of

District

Chainage

Length PROW/EROW RemarkFrom To Hec.

Patna 197900 206050 8150 90/60 58.6825

New Four lane Ganga

Bridge and its

approaches

Total Land 58.6825

Available Land 0.0000

Land To be acquired 58.6825 3 D Published

4.3 Intersections/Junctions

There are 2 major junctions at its intersection on the project stretch.

4.4 Railway Crossing

The railway crossings exists at km 154.025 ( Bakhtiarpur ) Rajgir rail line, km 201.550 Howrah-Baruani

Railway Line, and km 202.315 ROB cum Flyover on Patna-Howrah Railway Line. The details of ROB’s

are presented in Table 6.

Table 6: Details of ROB/RUB on projected Road

4.5 Cross Sections

The Project Highway shall be widened to four lane dual carriageways of 7.25m wide carriageway with

the kerb Shyness of 0.25m and paved shoulder of 1.5m and earthen shoulder of 2.0 m width and 4.0m

wide median. The service road of carriageway width of 7.5 m is also proposed at selected locations.

The following typical cross sections are proposed for the widening / new construction of existing

project highway. These typical cross sections are summarized below:

S.No. Location ROB/RUB Design

Chainage

(KM)

Name of

Crossing

Proposed

Span

Arrangement

1 Hathidah ROB 201.550 Howrah-

Baruani

Railway Line

3x25

2 Hathidah ROB cum

Flyover

202.315 Patna-Howrah

Railway Line

6x30





The locations of different types of road cross sections which shall be followed along the project

corridor are given in Table 7.

Table 7: Details of Typical Cross-Sections

Sl. No Location (km to km) Width (m) Typical cross section (Ref.

to Manual)

1 From KM 197.900 to KM 206.100 60 Type - A

5.0 Proposed approach and methodology

5.1 The general approach of the consultants is to comprehensively address the various issues

involved, to carry out all the field and design office activities as set out in the T.O.R. and

finally, to develop economically and financially viable improvement proposals satisfying the

objectives of the project.

6.0 Traffic surveys and analysis

The traffic volume survey for 7 continuous days was carried out at mid-block locations of the project

road initially during preparation of DPR in December, 2004. The revalidation of data was done by

carrying out fresh traffic volume survey during February, 2011. It was once again desired that fresh

traffic volume survey be carried out at km. 235 of NH-31during the currency of restructuring of this

project. The traffic survey was not carried out at km. 166 on account of closure of Rajendra Pul for

vehicular traffic for repair/ rehabilitation of the bridge. Accordingly the Consultants have carried out

the traffic volume survey during 2nd

week of May, 2014 at km. 235 of project road. Table -8 gives

traffic volume characteristics along the project road during different reference years.

Traffic Projections

The traffic volume figures obtained on the basis of traffic survey recently carried out by the

Consultants do not represent the actual traffic characteristics for the project road as closure of

Rajendra Pul for vehicular traffic has diverted the traffic beyond the immediate influence area of the

project road. Keeping this in view the ADT obtained on the basis of traffic survey carried out during

February, 2011 has been considered as the base year traffic. The traffic growth rate of 5% per annum

(compound) has been considered for projection of traffic. The projected traffic (at 5 years interval)

has been summarized in Table -9.





Table – 8 : Traffic Volume Characteristics during Deferent Years (Average Daily Traffic





Table -9: Projected Traffic (ADT in Vehicle & PCUs)

Sl.No. year Km. 166 Km. 240Traffic liable to

pay toll

Total Traffic

Volume

Traffic liable to pay

toll

Total Traffic

Volume

Vehicle PCU Vehicle PCU Vehicle PCU Vehicle PCU

1 2014 8476 18773 13658 23841 12134 25959 19949 30097

2 2019 10818 23960 17431 30428 15487 33130 25461 38412

3 2024 13807 30580 22247 38835 19765 42284 32495 49025

4 2029 17621 39028 28393 49564 25226 53966 41473 62570

5 2034 22490 49811 36238 63258 32196 68876 52932 79857

7.0 Pavement

The Pavement composition has been designed for a life of 15 years. The minimum

composition of the new flexible pavement/widening portion shall be as shown in Table 10.

Any additional thickness in the Design over that indicated in the Bidding document shall not

constitute a change in scope of work, nor qualify for a variation order.

Table 10: Pavement layer thickness (in mm) for New Construction and Widening Portion

Bituminous Concrete (BC) 50mm

Dense Bituminous Macadam (DBM) 165mm

Wet Mix Macadam (WMM) 250mm

Granular sub-base (GSB) 230mm

Total 695mm

8.0 Environmental Impact Assessment

It reviews the existing legislation, institutions and policies relevant to the Environmental Impact

Assessment at the National and State levels and clearance requirements for the project at various

stages of the project have been identified. The environmental clearance has been obtained from

MOEF, Govt. of India

9.0 Resettlement & Rehabilitation Action Plan

It deals with Resettlement & Rehabilitation Action Plan. This follows from the social impact assessment

carried out to determine magnitude of potential and actual impacts due the 4-laning project, and

ensure that adequate social safeguards are in place to mitigate adverse impacts on project affected

population confirming to Government of India guidelines on implementation of the National Policy on



Final Feasibility Report Feasibility Study for 4- laning of Bakhtiarpur – Begusarai- Khagaria

Vol: I – Main Report section of NH-31 in the State of Bihar

1.0 OVER VIEW OF NHAI

1.3 NHAI ESTABLISHMENT

The National Highways Authority of India was constituted by an act of Parliament, “the

National Highways Authority of India Act, 1988”. It is responsible for the development,maintenance and management of National Highways entrusted to it and for matters

connected or incidental thereto. The Authority came into operation in February 1995 with

the appointment of full time Chairman and other Members.

1.2 NHAI MANDATE

Primary mandate is time and cost bound implementation of National Highways

Development Project (NHDP) through host of funding options including from external

multilateral agencies like World Bank, Asian Development Bank, JBIC etc. Work mainly

comprises of strengthening and four laning of high-density corridors of around 13,146

Kms’length.

1.3 NHAI ORGANISATION

A full time chairman heads NHAI. Member (finance), Member (Administration), Member

(technical) and Member (Projects) head their respective departments and report to the

Chairman.

1.4 ROAD NETWORK

About 65% of freight and 80% passenger traffic is carried by the roads. National

Highways constitute only about 2% of the road network but carry about 40% of the total

road traffic. Numbers of vehicles have been growing at an average pace of 10.16% per

annum over the last five years. Detailed information about the existing Indian Road

Network is given in Table 1-1.

Table1-1: List of Types of Roads in India as per Length Indian Road Network

Indian Road Network

Indian road network of 33 lacs Km is second largest in the world

Expressways 200 km

National Highways

70548 km

State Highways 131899 km

Major District Roads 467763 km

Rural and Other Roads 2650000 km

Total Length 33 lacs km(approx)

CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd. NHAI





Figure 1.1 National Highway Corridor

1.5 National Highway Development Program (NHDP)

The National Highways have a total length of 66,590 km to serve as the arterial network of

the country. The development of National Highways is the responsibility of the Government ofIndia. The Government of India has launched major initiatives to upgrade and strengthen

National Highways through various phases of National Highways Development project

(NHDP). National Highway Development Program is envisaged to plan, design and construct

a network of world class highways to support the economic growth of the country.

Infrastructure in India has been found to be a bottleneck/ speed breaker for the trade and






business, poverty alleviation and economic growth of the country. Advantages of providing

well developed network of highways are as follows:

• Savings in vehicle operating costs by reduced fuel consumption and maintenance costs

• Travel time saving by faster and comfortable journeys

• Safer travel

• Benefits to trade especially in movement of perishable1 goods

• Reduce demographic shift to urban areas

• Poverty alleviation and all round development of areas

NHDP’s focus is on developing International standard roads with facilities for

uninterrupted flow of traffic with:

• Enhanced safety features

• Better Riding Surface.

• Better Road Geometry

• Better Traffic Management and Noticeable Signage.

• Divided carriageways and Service roads

• Grade separators

• Over bridges and Underpasses

• Bypasses

• Wayside amenities

National Highways Development Project is being implemented in 6 phases, which are

described briefly as under:

NHDP Phase I : NHDP Phase I was approved by Cabinet Committee on Economic Affairs

(CCEA) in December 2000 at an estimated cost of Rs.30,000 crores comprises mostly of GQ

(5,846 km) and NS-EW Corridor (981km), port connectivity (356 km) and others (315 km).

Consulting Engineers Group Ltd, Jaipur (Volume I: Main Report) 1-6 October -2010

Feasibility Study Report of Rehabilitation and Upgrading to Four Laning with Final Feasibility

Report Paved Shoulder Configuration of Gwalior-Dewas Section of NH-3 in the State of MP

Package II: Shivpuri to Dewas.

NHDP Phase II : NHDP Phase II was approved by CCEA in December 2003 at an estimated

cost of Rs.34,339 crores (2002 prices) comprises mostly NS-EW Corridor (6,161 km) and

other National Highways of 486 km length, the total length being 6,647 km.






NHDP Phase-III: In March 2005, Government approved upgradation and 4 laning of 4,035

km of National Highways on BOT basis at an estimated cost of Rs. 22,207 crores (2004

prices). Again in April 2007, Government approved upgradation and 4 laning of Natioanl

Highways of appx length of 8074 km at an estimated cost of Rs. 54,339 crores.

NHDP Phase IV: The government is considering widening 20,000 km of highway that were

not part of Phase I, II, or III. Phase IV will convert existing single lane highways into two lanes

with paved shoulders. The estimated cost for the phase is 28000 Rs crore.

NHDP Phase V: In October 2006 CCEA has approved six laning of 6,500 km of existing 4

lane highways under NHDP Phase V (on DBFO basis). Six laning of 6,500 km includes 5,700

km of GQ and other stretches.

NHDP Phase VI: In November 2006 CCEA also stamped approval for 1000 km of

expressways at an estimated cost of Rs. 16680 crores.

NHDP Phase VII: This phase calls for improvements to city road networks by adding ring

roads to enable easier connectivity with national highways to important cities. In addition,

improvements will be made to stretches of national highways that require additional flyovers

and bypasses given population and housing growth along the highways and increasing traffic.

The government has not yet identified a firm investment plan for this phase. The 19-km long

Chennai Port—Maduravoyal Elevated Expressway is being executed under this phase.

1.6 FINANCE MECHANISMS

NHAI proposes to finance its projects by a host of financing mechanisms. Some of them

are as follows:

1.6.1. The Government o f India- Budgetary Alloc ation

In a historic decision, the Government of India introduced a Cess on both Petrol and Diesel.

This amount at that time (at 1999 prices) came to a total of approximately Rs. 2,000 crores

per annum. Further, Parliament decreed that the fund so collected were to be put aside in a

Central Road Fund (CRF) for exclusive utilization for the development of a modern road

network. The developmental work that it could be tapped to fund, and the agencies to which it

was available were clearly defined as:

• Construction and Maintenance of State Highways by State Governments.

• Development of Rural Roads by State Governments

• Construction of Rail over- bridges by Indian Railways

• Construction and Maintenance of National Highways by NHDP and Ministry of Road

Transport & Highway Currently, The Cess contributes between Rs 5 to 6 Thousands

crores per annum towards NHDP.






1.6.2. Loan Assistance from International Funding Agencies

Loan assistance is available from multilateral development agencies like Asian

Development Bank and World Bank or Other overseas lending agencies like Japanese

Bank of International Co - Operation.

1.6.3 Market Borrowing

NHAI proposes to tap the market by securities cess receipts

1.6.4 Private Sector Participation

Major policy initiatives have been taken by the Government to attract foreign as well as

domestic private investments. To promote involvement of the private sector in

construction and maintenance of National Highways, Projects are offered on Build

Operate and Transfer (BOT) basis to private agencies. After the concession period,

which can range up to 30 years, this road is transferred back to NHAI by the

Concessionaries. NHAI funds are also leveraged by the setting up of Special Purpose

Vehicles (SPVs). The SPVs borrow funds and repay these through toll revenues in the

future. Some more models have emerged for better leveraging of funds available with

NHAI such as Annuity, which is a variant of BOT model

1.7 COST RECOVERY MECHANISM

The Government of India has made some policies for attracting the private investors for

constructing the roads and cost recovery method

Policy Initiatives for Attracting Private Investment

• Government will carry out all preparatory work including land acquisition and utilityremoval. Right of way (ROW) to be made available to concessionaires free from allencumbrances.

• NHAI / GOI to provide capital grant up to 40% of project cost to enhance viability on acase to case basis

• 100% tax exemption for 5 years and 30% relief for next 5 years, which may be availed ofin 20 years.

• Concession period allowed up to 30 years and during this period, concessionaire willcollect toll.

• Toll rates will be decided based on type of vehicle and loading capacity of vehicle.

• Arbitration and Conciliation Act 1996 based on UNICITRAL provisions.

• In BOT projects entrepreneur are allowed to collect and retain tolls

• Duty free import of specified modern high capacity equipment for highway construction.






PROJECT DESCRIPTION, INCLUDING POSSIBLE ALTERNATIVE ALIGNMENTS/BYPASSES ANDTECHNICAL / ENGINEERING ALTERNATIVES

2.1 Background

The Ministry of Road Transport & Highways (MORT&H), Govt. of India, has decided to

take up the development of various National Highways, stretches / Corridors under

10,000 km ( NHDP – Phase III ) programme in the country where intensity of traffic has

increased significantly and there is requirement of augmentation of capacity for safe and

efficient movement of traffic. Under the current phase, six selected stretches / corridors

have to be developed in the state of Bihar either through public-private partnership (PPP)

basis or its own budgetary sources including loans from ADB or World Bank etc. NHAI

has accordingly taken up project preparation of these six stretches / corridors of existing

National Highways passing through Bihar. In the earlier study Bakhtiarpur - Begusarai –

Khagaria section of NH - 31 (km 154.400 to km 270.000). The present report deals with

the modified alignment of Bakhtiarpur – Begusarai – Khagaria section of NH - 31 (km

153.300 to km 266.282), including Mokama bypass and Mokama Bridge (Rajindra Pul

across River Ganga) which included realignment of Bakhtiarpur–Mokama section of NH-

31 as per the realignment proposal approved by Govt. of Bihar (Copy of the letter placed

at the end of the report). Figure– 2.1 shows the project road in the regional context.

Al ignment of the project road

The consultants had submitted the Final DPR during June, 2010 along the alignment of

project road earlier approved by NHAI (vide letter no NHAI/BOT/26/2004/318 dt

02.08.2005). Subsequently, Govt. of Bihar disagreed with the realignment of project road

for Bakhtiarpur- Barh section and desired to have the realignment for Bakhtiarpur-

Mokama section. Finally, the realignment of Bakhtiarpur – Mokama section was approved

by Govt. of Bihar after detailed deliberation which was communicated to us vide letter no,

NHAI/12017/02/BGs/2010/Tech/45 dt. 02.02.2011. The bids for 4-laning project road

were invited during 2011 on BOT (Toll) basis considering the entire stretch of project road

under a single construction package. However, keeping in view of the complexity of the

project corridor, the project road has now been divided into following three construction

packages (Table -1):

2.0






Table-1: Civil Construction Packages

ConstructionPackages

Start Chainages DesignLengths(in Km)

Stretch Existing Chainages Design Chainages

Package -1 Km. 153.300 to Km204.741

Km. 153.300 to Km.197.900

44.60 Km. Realignment / bypassbetween Bakhtiarpur &Mokama

Package -2 Km. 204.741 to Km.212.891

Km. 197.900 to Km.206.050

8.150 Km New 4-lane GangaBridge includingapproaches to thebridge & ROBs (2 Nos)

Package -3 Km. 212.891 to Km.273.123

Km.206.050 to Km.266.282

60.232 Km Simaria to Khagaria

TOTAL 112.982 Km

Figure -1 shows different packages proposed for Bakhtiarpur- Begusarai- Khagaria

section of project road in the form of a key plan. Package – 3 of project road traverses

through urban/ semi urban areas of Begusarai / Balliya and would offer journey speed

varying between 50-60 kph for these sections after widening and rehabilitation to 4-lane

divided carriageway configuration (with provision of service road wherever feasible on the

ground).

The Feasibility Report is being submitted by the Consultants on the basis of initial

surveys and investigations carried out during preparation of DPR during year 2004.

Subsequently the topographic survey along the revised alignment between Bakhtiarpur to

Mokama and traffic survey was carried out during February, 2011. At present it was

desired by the NHAI to carry out traffic volume survey at one location along the project

road (at km. 235 of NH-31). The traffic survey at km. 166 of NH-31 was not carried out

due to reduction in traffic volume on account of closure of Rajendra Pul for vehicular

traffic for repair / rehabilitation as of now. This Feasibility Report has been prepared on

the basis above survey data/ investigation report available with the Consultants.

2.2 Location of the Project Road in Regional Context

NH - 31, so far as the project road is concerned, passes through the districts of Patna,Begusarai and Khagaria. Different districts through which the project road traverses are

shown in Figure- 2.2. These districts are centers of acute commercial and industrial

activities. Few industries located within these districts that required special mention are.

Oil Refinery, Brauni, Hindustan Fertiliser Corporation Unit at Barauni, Bata India Ltd.,

Mokama and MCDowell & Co. Mokama.






The alignment of NH 31, under this package, starts from Bakhtiarpur at Km.153.300 and

ends at Khagaria at Km. 266.282 (Design Chainage) against the existing Chainage of Km

270.000. Accordingly the design length of the project road works out to be Km 112.982.






Figure 2.1: Index map of the Project road




Figure 2.2 –Key Plan showing dif ferent distric ts through which project road traverses





In the modified alignment between Bakhtiarpur and Khagaria, the project road connects

the important urban areas of Berhana (Barh), Mokama, Begusarai and Balliya. Besides it

also serves the important industrial / production centers like Barauni (through NH 28) .

NH 80 meets NH 31 very close to Hathida towards the southern end of Mokama Bridge

(Rajendra Pul across River Ganga). While NH 28 meets NH 31 at “Zero Mile” before the

start of the urban limits of Begusarai. NH 30 meets NH 31 at Bakhtiarpur itself and NH

30A meets the project road at Berhana (Barh).

Bakhtiarpur itself has intense residential cum commercial activities. Over its entire stretch

up to Berhana (Barh), NH 31 is aligned parallel and adjacent to R. Ganga on its north .

Berhana (Barh) is a seat of important commercial and industrial activities and located at a

distance of about 80 kms. from Patna. At places like Kutchhery, religious structures and

the local markets the width of the road land is reduced to almost 10m-12m (Table 2.1).

The carriageway width in Berhana (Barh) varies from 6.10 M to 7.00 M. NH 31 remains

reduced to the status of an urban street through the township of Berhana (Barh) and its

approaches. The existing alignment of NH 31 runs parallel and very close to R. Ganga,

crossing the river at Mokama (Km 208). This rail road bridge measures over 1899.45 m.

in length and carries the two lane roadway above the railway bridge in the form of a two

tier structure. In the modified alignment the bypass connecting Bakhtiarpur and Mokama

bypassing Barh and Mokama between Km 153.300 to 191.700 over a length of Km

38.400 has been proposed. The bypass at Mokama (Mokama Bypass) forms a part of the

existing project road (the older alignment through Mokama town and part of existing

Mokama bypass having been discarded). Mokama Bypass (Existing) is 14.4 Kms. long

(between Km. 191.700 and Km 206.100). From Mokama Bridge the project road moves

due north and turns sharpely towards east at “Zero Mile” – The intersection between NH

31 and NH 28. The approach to Begusarai is one of the most chaotic segments along NH

31. The intersection (Subhash Chowk) has intensive commercial activities at all

quadrants. The road immediately thereafter moves very close to the railway track with the

result that Begusarai Railway Station comes too close to NH 31 at this location. NH 31,

as it leaves Begusarai, the road seems to grow as it were, in stature as much as 60m

ROW is available over most of the sections between Begusarai – Khagaria section ofNH31. The road traverses more or less through organized spaces till it reaches Balliya

where it is again reduced to the status of an urban street in between Km 247 – Km 248.

The stretch of Road from Balliya to Khagaria of length of 22 Kms along NH 31 has a

carriageway of generally 6.00 M in width. From Balliya to Km 266.282 of NH-31 the road

land available in LHS varies from 15.80 M to 30.60 M and in RHS it varies from 18.00 M

to 30.00 M except for certain specific locations near the railway line at Km 253.00 to Km






253.40, where 3.00 M Road land is available in RHS and from Km 253.60 to Km 253.80

where 10.00M - 11.00M of Road Land is available. The bridge across Buri Gandak

ultimately leads to the approach roads to Khagaria town. The town comes on the left of

NH 31. Driving down for about a kilometer along NH 31 beyond this point (on

embankment) one reaches the end point of the project corridor at km. 266.282 (Existing

Chainage at Km 270).

Despite being very close to the river and despite being on very low embankment (except

for Mokama Bypass which runs on high embankment), the existing alignment does not

have any history of submergence except at one location near Berhana (Barh)

(overtopped twice in recent history). However, cross drainage facilities are indeed

inadequate with the result that one could see ponded water on either side of the road

over several segments. This is particularly true of the Mokama Bypass where ponding is

observed on either side along its entire stretch.

2.3 Climate

The project road traverses through three districts namely, Patna, Begusrai and Khagaria

and these districts enjoy three major seasons. Monsoon sets in the month of June. It is

at its peak in July and August. July end and first two weeks of August is the best time to

enjoy rain in these districts.

Summer is really hot. Temperature shoots up to 43 degree Celsius. Sometimes even

higher than that but for only few days. In these days air is dry and hot with slight wind

moments.

The meteorological data for the project area were collected from the Meteorological

Department, Govt. of India that have been summarized below:-

• The average annual rainfall in the project area observed is 1220 mm.

• The mean annual temperature of the city is maximum 30 degree Celsius andminimum 21 degree Celsius.

• The relative humidity is above 80% during monsoon and post-monsoon season.During summer season as the air is very dry the relative humidity decreases.

• Wind blows with maximum (20 Km / Hrs or higher) in the month of February and

on set of monsoon season i.e. in end of May and first week of June. This is due

to generating low pressure area in this region. Rest of time wind speed is below

5 to 6 Km./Hrs.






A maximum wind speed of 148 km/hr was recorded during June 2004 followed by

130km/hr during month of November, 2004.

2.4 Alignm ent of the Project Road

For the purpose of finalizing the alignment of the project corridor, the potentials of the

existing alignment of NH-31 to lend itself to such improvements need to be examined in

detail.

All the apparently feasible alternatives must be explored before narrowing down the

choice on any single route. The Consultants have approached this task on the basis of

extensive field reconnaissance, map study and literature (data) survey. The general

principle for selection of alternatives has been:

• The alignment should have the potential to become access controlled

• It should not encourage passage of short haul local traffic (the influence of intracity traffic

should be minimal)

• It should not increase the detour to intercity traffic that could discourage such traffic from

using this facility

• It should envisage minimal or, no land acquisition except in cases where acquisition

becomes totally unavoidable

• It should be environmentally sustainable and socially compatible.

•

It should make use of existing / already proposed facilities to the extent possible• The project must be economically viable and should have the potential to become

tollable.

2.4.1 Exist ing alignment of NH-31

The road, even under its present dispensation, offers direct connectivity between Patna

on one side (via NH 30) and Purnea on the other. This is also the major link between

areas like Bihar Sharif, Gaya and Barhi towards south and Purnea up to Guwahati

towards east. Places like Barauni, Begusarai and Mokama are extremely important from

the point of view of national economy and these places are linked to the rest of the

country only through this link (NH 31). However, the level of service offered by this road

is simply unacceptable. The foregoing briefly brings out the need to strengthen this

corridor and augment its capacity. The question is what would be the best way to achieve

this twin objective? An effort has been made to answer this in the following:






Such considerations lead to the option of finding an alternative alignment for the project

road. The problem could be, at least theoretically, handled in two different ways namely,

through the provision of separate bypasses to each urban centers on the route, or,

finding a bypass alignment that avoids all the trouble spots in a comprehensive fashion.

If, the existing road is considered to be upgraded in its existing alignment as a two lane

road with paved and earthen shoulder with small bypasses only to bypass the congested

locations of Bakhtiarpur, Berhana (Barh), and Begusarai, it will require a new ROB to be

constructed over the existing level crossing near zero mile at Km 215.40. This will be

however, completely inadequate considering the traffic movement scenario over this road

and future requirements.

The broad travel pattern along the project road is indicative of significant interaction

between Patna and towns as far as berhana (Barh). Large number of daily trips are made

between Patna and places like Bakhtiyarpur and Barh. In a similar fashion large volumes

of trips are made between Barh and Barauni and Begusarai. These are trips of relatively

shorter lengths not exceeding 100 kms. A significant proportion of such trips is performed

by rail (people actually want to avoid the road as far as possible). On an average, one

major town appears every 20 kms. along the project road. Berhana (Barh) and Barauni /

Begusarai have very important production centers in the core sector. These give rise to

heavy volume of interstate traffic (most of which is commercial and road based). In

addition each of these towns gives rise to a lot of intra city traffic (with large percentage of

slow traffic).

All these different categories of traffic use the same road causing a very chaotic scene

particularly at, and near, the urban areas. For every 15 kms. of road through rural

landscape, there is 5 kms. of urban road that defy any traffic engineering solution.

Additionally, road side parking of trucks, presence of very busy bus terminals (bus

stands), again on the road side and highly mismanaged intersection areas affect the road

capacity in a very adverse manner.

While considering separate bypasses around each urban area, it is seen that thedistance between two urban areas works out as 15 Kms. on an average. Each urban

area itself extends through nearly 3 kms – 5 Kms along the existing alignment. From

planning point of view this is not a desirable solution as the bypasses, under this option

will increase the aggregate corridor length considerably. These will also invite extension

of urban areas with consequent erosion in corridor character (becoming local streets

sooner than later). This option will also unnecessarily increase the number of






intersections along the corridor. What could be opined at this stage is that, such separate

bypasses will not really provide a long term solution.

Under the given circumstances, while the present alignment is important as a link for

connecting the urban areas primarily as satellite towns to Patna, it is not so relevant for

the long haul heavy traffic. In fact segregation between long haul and short haul traffic

would be more than welcome in the present case.

It has been mentioned elsewhere in this report that the existing NH 31 does not really

behave as a national highway in terms of L.O.S. Before proceeding to work on a

widening scheme, it becomes imperative in the present case to examine the extent of

difficulty that would be faced in widening this road. Figure 2.3 shows the existing

alignment of Bakhtiarpur – Begusarai – Khagaria section of NH31 in the form of a key

plan.

2.4.2 Right of way

The right of way (ROW) of the existing road, as per Khasra Maps available, varies

between 20m and 90m over different segments. And the proposed ROW in this stretch is

varies from 45 m - 90 m. It is 20m over the stretch between Bakhtiarpur and Barh. It is

22m between Barh and Mokama. Mokama Bypass has a ROW of 90m. It again goes

down to 30m between Mokama and Begusarai. Beyond Begusarai and, up to Khagria,

the ROW has a consistent 60m width. The details of road land available and assigned

ROW over various segments are given in Table 2.2. And for the proposed alignment the

ROW over various segments are given in Table 2.3. The ROW is quite well defined

through urban settlements. The road side appears open through semi urban and rural

areas though, the isolated structures along such segments clearly define the ROW.

Table 2.2: Details of Existing right-of-way

Sl.

No.

Stretches of project road ROW

1. Bakhtiarpur – Barh 20m

2. Barh – Mokama 22m

3. Mokama bypass 90 m

4. Mokama bypass – Begusarai 30m

5. Begusarai – Balliya 60m

6. Balliya – Khagaria 60m






Table 2.3: Details of Proposed ROW

S.No. Design Chainage Proposed ROW (m)

1 From KM 153.00 to KM 191.700 60

2 From KM 191.700 to KM 197.900 90

3 From KM 197.900 to KM 206.100 604 From KM 206.100 to KM 212.950 45

5 From KM 212.950 to KM 266.282 60

2.4.3 Development Plans / Master Plans for urban settlements enroute

Begusarai had been privileged to have a Master Plan. Barh had a very sketchy

development plan without any landuse plan. Such documents are not available for

Balliya and Khagaria. On the other hand Patna has a regional development plan besides

a Revised Master Plan for Patna Urban Area. The Revised Master Plan for Patna Urban

Area is not of direct concern for the project road. The documents that have been found

to be of some relevance are the plan documents for Begusarai.

Development plan for Barh

This document was prepared by certain consultants for Barh Nagar Parishad. However,

it is not clear if the document has had the seal of approval from the competent

authorities. The document is of recent origin and it estimates a total outlay of Rs. 200

lacs for development of Barh Town (‘B’ category). The document recognizes NH31 as

the main arterial road and suggests improvements for internal roads that connect withNH31. There is no suggestion for any major shift in the role of NH31 from that of present.

Development Plan for Begusarai

Figure 2.4 shows the proposed landuse plan for Begusarai Development Area. The most

relevant and interesting proposal made out in the plan document (1981- 2001) is the one

pertaining to provision of northern and southern bypasses. The idea behind the northern

bypass proposal is to presumably open up the township across the railway tracks. But

the implication is that this, by and large, would be another urban road. Same would be

the fate with the southern bypass. The document suggests shifting of some of the

commercial activities from Tirhut Road to NH31. That would convert NH31 as a central

urban commercial street. NH31 has already lost its character as a national highway and,

the town plan is going to leave this road bereft of any corridor characteristics. To that

extent, NH31, under its present alignment could never be developed as an access

controlled highway. A continuous bypass, that could avoid the urban activities, would






indeed be desirable for the long haul traffic. Shifting the bypass towards north would

necessitate crossing the railway tracks twice without achieving any purpose. The length

of such a bypass will also be significantly more. A southern bypass that could render

NH31 as a continuous and convenient corridor would be a more desirable option.

Understandably, the above said bypasses were proposed with the limited objective of

easing traffic through Begusarai town rather than to improve efficiency of traffic

movement along NH-31. The said bypasses thus, do not merit consideration in the

context of the project corridor.

From what has been described earlier, it is not difficult to infer that the existing road could

hardly be utilized even if the present alignment is followed for widening NH 31 between

Bakhtiyarpur and Khagaria. Perhaps only a portion of the existing road between Balliya

and Khagaria could be of some use (20 kms.). Following the alignment of the existingroad would actually mean construction of a new 4 lane facility that would involve large

scale demolition of properties alongwith all other associated problems.

That being the case, it is worthwhile to consider if the same objective could be achieved

with a considerably lower degree of disruption (and therefore, less cost).

2.4.4 Widening along existing alignment

A detailed reconnaissance survey was undertaken for the entire stretch of project road

(as also along possible bypass alignment) and was presented in the Inception Report. A

general assessment of the physical, environmental and social conditions along the road

has been made during this stage of the study. Locations for detailed surveys and

investigations have been identified on the basis of field recci. . The existing carriageway

characteristics along with scope to widen the project road, location of culverts,

intersections, ROBs, Bridges, available carriageway widths sectionwise and sectionwise

road side land use details as per the reconnaissance survey and inventory details are

discussed in subsequent sub-sections of this report.

The proposal to widen the existing 2-lane road to 4-lane will require two additional 2-lane

ROBs by the side of the existing 2-lane ROBs very close to the take off points of Mokama

Bypass and its end point respectively. A new 4-lane ROB will also be required over the

existing level crossing at Km 215.40 near Thermal Power Station. Additional 2 lane

bridges will also be required over river Ganga and river Burhi Gandak. It will further

involve acquisition of land and demolishing number of structures in the urban areas of

Bukhtiarpur, Barh, Mokama etc.






It may also be noted in this context that the Bakhtiyarpur – Barh and Barh – Mokama

sections give an impression of 22m road land being available consistently. ROW of 60m

cannot be thought of over this section without pulling down two rows of structures on

either side of the road. Plates 2.1 - 2.2 shows the flag posted at 30m from the center line

of the existing carriageway on LHS and RHS respectively. Pulling down structures

(including innumerable religious structures and the residences of the high and mighty)

may not be impossible but would certainly be an onus that would be met with great

resistance at the social and political levels.

Through the township of Barh itself, there is absolutely no scope of widening the project

road that has large number of private properties alongside. The urban areas will have to

be necessarily skirted around. The progression of this would then give rise to a bypass

every 15 kms. of the project road. And even, so called open areas do not really allow a

road land more than 22m wide in any consistent manner.

Beyond Mokama, the road could be widened only towards the right over a distance of 8

kms. after which it would again become very difficult, due to presence of intense

residential and commercial activities on either side of the road till it reaches the township

of Begusarai. It is only after Begusarai that the road land looks up to a full width of 60m

though the same is again interrupted through Balliya. A stretch of 2 kms proves to be

critical here. But by and large, it may be possible to widen the road through Balliya also.

Beyond Balliya, the existing alignment offers good scope for widening. The proposal of

widening the existing alignment, when examined with engineering considerations reveals

that the existing carriageway will have to be reconstructed for the entire length. The

nature of degradation along this stretch of project road is too severe to be compensated

by simple overlay. Over the Bakhtiyarpur – Barh – Mokama (upto the point of take off of

Mokama bypass) section concentric widening of the existing road will be the only

possibility, if at all. Under this, the present carriageway will have to be sacrificed anyway.

However, from the take off point of Mokama bypass upto Khagaria, widening has to be

eccentric on the R.H.S. The widening will have to come to the R.H.S. mainly because of

the presence of the railway tracks on the L.H.S. There are short segments as well where

concentric widening could still be attempted. Mokama bypass itself will permit widening

only towards R.H.S and the additional bridge across R. Ganga has to come on the right

hand side (east) at a distance of 480m from existing bridge towards southern side of






existing bridge beyond transmission tower line. In any case the existing pavement will

have to be reconstructed.

After crossing the bridge, the widened alignment will hit upon important establishments

like the thermal power station etc. Obviously, the alignment will have to deviate further

right in this case. This condition would continue till one crosses the Begusarai township.

The point to be noted here is that for entire stretch widening of the existing corridor will

actually mean construction of a new divided four lane carriageway. The existing road

does not have much of salvage value either. For the Balliya – Khagaria section, widening

will have to be on the R.H.S. (including widening of Burhi Gandak Bridge).

In the instant case, socio-economic considerations (and these are never divorced from

political considerations) appear to be the most important ones. NH 31 has ribbon

developments all along. Transverse sprawl is observed only at urban areas. Widening

would not only hit the people settled alongside, it would hit them hard. Even assuming a

low average linear density of 20 families for every 100m of road length (counted as 2 x

100m considering both sides), the townships of Bakhtiyarpur and Barh would see a

minimum of 2000 families needing rehabilitation. Relocating so many houses, institutions,

religious structures and families itself will be a gigantic task. The intervening road

segment will add almost an equal number of families being affected. But for a project of

this magnitude, R&R considerations would, most certainly rule supreme (besides being

costly). The large number of religious structures that are to be affected may give rise to

problems of a different nature. Even otherwise, widening of the project road upto

Begusarai would result in massive erosion of social values, economic activities and

emotional relevance. The Mokama bypass will be the singular exception to this. But it

comes as an intermediate link and cannot therefore, be considered in isolation for

planning. The foregoing clearly brings out the fact that widening NH 31 along its existing

alignment is going to be a painful process.






2.4.5 Alternative alignment options

Plate 2.1 : The flag shows a point 30m from the center line of thecarriageway on LHS

Plate 2.2 : The flag shows a point 30m from the center line of thecarriageway on RHS






From a study of the extent of degradation that the existing alignment seems to have

suffered, it is seen that barring the Mokama Bypass and the stretch between Km235 and

Km 270, the rest cannot be used as a part of alignment. In any case the entire stretch of

existing alignment of project road will come under total reconstruction. As already

mentioned, the existing failed portions of pavement hint at subgrade failures at most of

the locations and, it may finally be necessary to construct the pavements along this

stretch. Even more importantly, almost the entire reach of the degraded portion of the

existing corridor has ROW varying between 20m and 30m. This stretch also has the

important urban areas of Bakhtiarpur, Berhna (Barh) and Begusarai. The Master Plan for

Begusarai identifies the existing alignment of NH31 primarily as a major commercial

street. Widening of the corridor through these urban areas would be impossible under

the given context. Besides, the traffic will never be able to reach the contemplated design

speed because of inevitable incidence of local traffic. Having elevated corridors through

such areas could be an option but then, that too is fraught with the constraint of paucity of

road land (ROW) that would preclude the possibility for provision of surface level road for

meeting the demands of local traffic. Even if an effort is made to utilize the existing ROW

for widening the existing corridor to 4 lanes, it would be impossible to provide proper

service roads for the movement of local traffic and, that would rob the corridor of its

professed character of being an access controlled corridor. In the given socio – political

context, land acquisition over the existing corridor is going to be very difficult indeed,

besides being very costly.

Such considerations lead to the option of finding an alternative alignment for the project

road. The problem could be, at least theoretically, handled in two different ways namely,

through the provision of separate bypasses to each urban centre enroute or, finding a

bypass alignment that avoids all the trouble spots in a comprehensive fashion. While

considering separate bypasses around each urban area, it is seen that the distance

between two urban areas works out as 15 Kms. on an average. Each urban area itself

extends through nearly 3kms – 5 Kms along the existing alignment. From planning point

of view this is not a desirable solution as the bypasses, under this option will increase the

aggregate corridor length considerably. These will also invite extension of urban areas

with consequent erosion in corridor character (becoming local streets sooner than later).

This option will also unnecessarily increase the number of intersections along the

corridor. What could be opined at this stage is that, such separate bypasses will not really

provide a long term solution.






Having exhausted all other options (in terms of corridor planning considerations) it

becomes imperative to look for a comprehensive bypass alignment that could provide the

desired level of service to the long haul / bypassable traffic while still ensuring local

connectivity. In the given instance, such a bypass (the segment of realigned corridor)

would be expected to provide an alternative to the failed portions of the existing corridor

(including the corridor segments through the urban areas of Bakhtiarpur, Barh, Mokama

and Begusarai). The existing corridor is aligned in the west-east direction and the

alternative alignment could be towards either north or, south of this corridor. An alignment

through the north is ruled out because of the proximity of the river as also, because of the

conflict it would have with the railway tracks. That finally leads to selection of an

alternative alignment towards south of the existing corridor. However, running an

alignment towards south in close proximity of the existing corridor may have to be on high

embankment in some stretches through marshy water logged flood plains of the Gangaand its various local tributaries. Side by side we may have to provide high level culverts /

bridges in certain portions. The details for providing realigned corridor in the south of the

existing alignment on the other side of the railway line will have to be examined

separately.

Al ternat ive alignment opt ions

The foregoing clearly brings out the fact that widening NH 31 along its existing alignment

is going to be a painful process. The urban settlements dotting the alignment hardly offer

any easy solution to the existing problems. Patna – Bakhtiyarpur - Begusarai link is

important for the short haul traffic within the influence area of Patna. However, this link is

not very relevant to the long haul traffic. On the contrary, it actually slows down the long

haul traffic because of presence of the urban centers enroute. That opens up a possibility

to think of an alternative alignment for the project road.

Generally speaking, an alternative alignment should be able to avoid Bakhtiyarpur itself.

In other words, the alignment should take off at a point other than Bakhtiyarpur without

disturbing the overall connectivity requirements.

For various reasons, including the regime width of R. Ganga, an alternative take off point

across the river towards north of the existing alignment does not appear to be a good

choice. Even otherwise, running an alignment due north of the river is likely to create

problems of connectivity with the production centers enroute. Solving this is likely to be a

very costly affair (and uncalled for).






Initially during the Inception and feasibility stage the consultants had examined three

alternative alignments as shown in Figure 2.5 and Table 2.4:-

Table 2.4: Suggested alternative alignments by the Consultants in the Earlier

Sl.No.

Criteria forComparison

Existing Al ignment ofNH31

Al t-I (withbypass)

Alt-II (withbypass)

Al t-III (withbypass)

1Length of theproject road

120 kms.

-128 kms. fromHarnaut alongNH30A

-111 kms. fromHarnaut along

NH30A

-108 kms. fromHarnaut alongNH30A

- 139 kms. fromBakhtiyarpur onNH-31

-122 kms. fromBakhtiyarpur on

NH31

-119 kms. fromBakhtiyarpur onNH31

2.Chainage attake off point

km. 153.800 onNH31

km. 144.400 onNH31

km. 144.400 onNH31

km. 144.400 onNH31

3.Chainage atmeeting pointwith NH31

km. 270.00 onNH31

km. 173.00 onNH31 to furtherproceed to km.270.00 of NH31

km. 198.00 ofNH31 to furtherproceed to km.270.00 of NH31

km. 235.00 ofNH31 to furtherproceed to km.270.00 of NH31

4.

Length ofproject roadfor newconstruction

440 lane kms.consideringbypasses

around urbanareas enroute

488 lane kmsconsidering

bypass aroundone urban area

416 lane kms.considering

bypass aroundtwo urban

areas

376 lane kmsconsidering

bypass to urbanareas except

Balliya.

5Crossing

facility over R.Ganga

Additional 2lane bridgeacross R.

Ganga


Ganga


Ganga

Additional 2 lanebridge across R.

Ganga

6

Total numberof river / canalcrossings to

be constructed(in addition to

item 5)

1 No. across R.Budhi Gandak


and 1 No. canalcrossing


and 2 Nos.canal crossings


and 2 Nos. canalcrossings

7

Total numberof ROB/RUBto beconstructedacross railwaytracks

2 Nos. 2 laneROBs

2 Nos. 4 laneROBs and 2Nos. 2 laneROBs

1 No. 4 laneROB and 1 No.2 lane ROB

1 No. 4 laneROB and 1 No. 2lane ROB






8

Extent of landacquisitionrequired withL.A. Cost

285.60 ha. At atotal cost of Rs.138.60 crores

300.40 ha. At atotal cost of Rs.122.11 crores

326.20 ha. at atotal cost of Rs.66.32 crores

363 ha. at a totalcost of 26.89crores.

9Severanceeffect

No additionalseveranceeffect

No additionalseveranceeffect

Additionalseveranceeffect for25kms. of newroad throughagriculturalland.

Additionalseverance effectfor 45 kms. ofnew roadthroughagricultural land

10 R & R issues

Large scaledisplacementsof people and

properties withvery serioussocio-politicalrepercussions

Large scaledisplacementsof people and

properties withvery serioussocio-politicalrepercussions

R & R issuesare less critical

with moderatesocio-politicalrepercussions

R & R issues

almost totallymitigated.

11

Relevance toon-goingproject ofNHAI

Can connectBakhtiyarpuronNH30. Entirelength ofexisting roadcould beutilised.

Can connectBakhtiyarpur onNH31 and/or,km. 204 onNH30 alongNH30A.



12

Preliminaryproject costincluding LA

cost

Rs. 1180 crores

-Rs. 1357crores (with 29kms. of rigidpavement)

-Rs. 1200crores (with 40kms. of rigidpavement)

-Rs. 1160 crores(with 40 kms. ofrigid pvement)

-Rs. 1242crores (withflexiblepavement only)

-Rs. 1040crores (withflexiblepavement only)

-Rs. 1000 crores(with flexiblepavement only)






13Specialremarks, if any

Utilisation of theexisting roadwill not only bea costlyproposition, it is

likely to be animpossibleproposition,considering theextent ofdisplacementthat it wouldcause and thedegree ofresistance thatit would meetwith at alllevels.

This has verysimilar demeritsas anticipated inutilisation of theexisting road.

Besides this is acostlierproposal.

This option isbetter than

Alternative I butit cannot solvethe problems

encountered atBegusarai.Solving theproblems ofBegusarai in anisolatedmanner willescalate thecost further byRs. 40 crores.

This is the mostcomprehensiveand economicalsolution (evenwith 40 kms of

rigid pavement).R & R issues aregreatly resolvedin this option.This Alternativeis thus,recommendedfor approval.

.

2.4.5.1 Alternative - I

In this alternative it was proposed to by pass Bakhtiarpur and Barh by following the

alignment of NH 30A from Harnaut on NH 31 at Km 144 and then going eastward upto

Sakshora from where it takes almost a perpendicular turn towards north to meet again

NH 31 at Barh ( Km 173 ). In its present form, it is a single lane road on low embankment

(not more than 2m high at any place) that has unpaved shoulders on either side ( Plate2.3 & 2.4). The road is distressed but still caters to vehicular traffic of extremely low

intensity.

The road can be constructed on low embankment and from all indications developing this

alignment into a divided 4 lane carriageway cross section.

This alignment will not add to any additional severance effect. There will be only marginal

requirements of R&R if any.

2.4.5.2 Alternative - II

Under Alternative II, instead of turning north at Village Saksohara towards Barh, as

suggested under Alternative I, could move due east. There is a jeepable track in

existence in this direction. It goes via villages like Pokharpar, Hariharpur, Jaunpur etc.

This would finally join the fair weather road coming from Atmagar. From here the






Plate 2.3 : NH-30A- 2 kms. in advance of Saksohara

Plate 2.4 : NH-30A- taking off from Harnaut






alignment has to turn north towards Mokamah bypass. This will involve construction of

bridges across the small rivulets.

The distances via NH 31 and Alternative II between Harnaut and Mokamah again remain

comparable. This alignment will effectively bypass Bakhtiyarpur – Barh – Mokamah

segment. The additional bridge across R. Ganga at Mokamah can conveniently come on

the R.H.S. of the existing bridge. The new alignment can join the Mokamah bypass at a

suitable point.

2.4.5.3 Alternative III

However, alignment as proposed in Alternative II will still run into serious problems while

traversing Begusarai town. Accordingly in Alternative III it was aimed at bypassing the

entire stretch of project road between Bakhtiyarpur and Begusarai. After crossing R.Ganga, the alignment must deviate further right and reach Village Mathipur. From here

the alignment would have to turn north and follow the alignment of the existing road that

bypasses settlements like Ramdiri, Siswa, Raichiali Akashpur as it turns south. The

alignment would then take a north easterly direction bypassing villages like Hanuman

Garhi, Mahan Ighur etc., to reach km. 235 on NH 31 beyond Begusarai. The distances

between Harnaut and km. 235 on NH 31 via NH 30A and via Bakhtiyarpur (NH 31)

remain comparable. The long haul traffic along NH 31 will have nothing to lose and the

intermediate production centers like Barh and Begusarai could still stay connected with

the new alignment. Traffic between Patna and Begusarai could use the present alignment

of NH 30 and NH 31 – via Bakhtiyarpur and Barh or, could take to this new alignment.

2.4.5.4 Preferred alternative as suggested in Draft Feasibi lity Report:

Out of the three alternatives described earlier alternative III is indeed going to be a very

cost effective option without any adverse social or environmental impact.

Alternative III connecting Harnaut to km. 235 on NH 31 bypassing Bakhtiyarpur, Barh,

Mokama and Begusarai and then following the existing alignment of NH 31 from Km 235

to Km 270 up to Khagaria was thus recommended as the preferred alignment. The

approximate length of the corridor between Harnaut and Khagria, as per this scheme,

works out to be 110 Kms. (subject to further refinements through detailing).

2.4.6 Discussions / Presentations made at NHAI after submission of Draft Fesibilit yReport:-






The consultants after submission of the draft feasibility report made presentations on the

submitted draft feasibility and the suggestion of consultant for the alternative III, joining

Harnaut to Km 235 on NH 31 and then following the existing alignment of NH 31 from Km

235 to Km 270, was discussed in detail in various meetings and discussions held at

NHAI. While the consultants’ suggestion to bypass Begusarai by providing a new

alignment from the northern side of the bridge over River Ganga at Km 213.50 to Km 235

on NH 31 along Gupta Bund was accepted by NHAI but reservations were expressed in

realignment in the portion from Harnaut to Mokama Bypass considering many issues

related to local parameters including that the alignment from Harnaut is actually related to

improving / four laning of NH 30A where as the present project is related to NH 31. NHAI

desired the consultants to examine two options for the stretch from Bakhtiarpur to Km

213.50 (as NHAI accepted the proposal of consultant from Km 213.50 to Km 235 through

Gupta Bund to by pass Begusarai and then following the alignment NH 31 from Km 235to 270 ) namely :-

a. Option A – Widening of the existing corridor of NH 31 from Bakhtiarpur at

Km 154.40 to Km 167.2 at the starting of Barh township and providing a new

4 lane realigned corridor from Km 167.2 moving south ward through

agricultural fields, by passing Barh, to join NH 30A near Bernah and further

traversing northward to meet NH 31 at Km 172.7 beyond Barh township.

b. Option B – Providing a new 4 lane realigned corridor starting from Km

153.30 on NH 31 (1100 meter south of Bakhtiarpur intersection) and then

traversing eastward somewhat parallel to the existing NH 31 but on the

southern side of the railway line and then intersecting NH 30 A near Bernah

to join further to NH 31 at Km 172.7 beyond Barh township.

It was agreed at the discussion that for both these options, the alignment between Km

172.7 and Km 270 of NH 31 would follow the route namely:-

•

Km 172.7 to Km 205.50 along the existing corridor to be widened to 4 lanes• 2 lane new construction between km 205.50 and km 213.50 as a one way

corridor parallel to the existing alignment and south of it.

• A new 4 lane corridor along Gupta Bund between km 213.50 and km 235.00

of NH 31. ( Length 18.00 Km approx )

• 4 laning of existing corridor between Km 235.00 and Km 270.00 of NH 31






Accordingly, both the options have been examined by the consultants. Figure 2.6 shows

option A and Option B in the form of an index plan. It was seen that widening along the

existing alignment through Bakhtiarpur (Option A ), will necessitate demolition of a large

number of buildings and religious structures besides felling of a large number of trees.

This will also have serious socio-economic and socio-legal implications that are not

directly reflected in the land acquisition cost at this stage.

A survey was conducted from Bakhtiarpur at km 154.4 to km 167.2 on NH-31 and strip

plans showing the likely affected structures / buildings from the edge of the carriage way

have been prepared.

A comparison between Option A and Option B is given below in Table 2.5.

Table 2.5: Comparison between Option A and Opt ion B

Sl.No.

Criteria for Comparison Option ‘A’ Option

‘B’

1 Start Chainage Km. 154.40 on NH31 Km. 153.30 onNH31

2 End Chainage Km. 270.00 on NH31 Km. 270.00 onNH 31

3 Bypass start chainage Km. 167.20 (BarhBypass)

Km 153.30 (Corridorrealignment )

4 Bypass end chainage Km. 172.7 (Barh Bypass) Km 172.70 (Corridor

realignment )5 Meeting point of realignedcorridor beyond Barh (towardsMokama)

_______

Km. 172.7 (usinga portion of Barhbypass as inOption ‘A’

6 New 2 lane constructionKm. 205.50 to 213.50

Km. 205.50 tokm. 213.50

7 New 4 lane constructionKm. 213.50 to Km.235.00

Km.213.50 to Km.235.00

8 Widening (4 laning of existingcorridor)

i) Km. 154.40 toKm. 167.20

ii) Km. 172.7 to Km.205.50

iii) Km. 235.00 toKm. 270.00

i) km. 172.7 toKm. 205.50

ii)Km. 235.00 toKm. 270.00

9 Length of existing corridorused

88.60 kms75.8 kms

10 Total length of corridorbetween Bkhtiarpur andKhagaria

116.60 kms (from Km154.40)

113.8 kms (fromKm 153.30)

11 Bridge across River Ganga at New 2 lane New 2






Mokama bridge lane bridge

12 Bridge across River BudhiGandak

New 2 lanebridge

New 2lane bridge

13 No. of ROBs/ RUBs requiredacross railway tracks

2 lane ROBs – 2Nos

4 lane ROBs – 2Nos.

2 laneROBs – 2 Nos

4 laneROBs – 2 Nos

14 No of major intersections 7 Nos 6 Nos

15 Approximate cost of projectincluding bridges butexcluding L. A cost

Rs. 688.78Crores

Rs.668.17 Crores

16 Approximate cost of projectincluding R&R. LA, relocationand eim cost

Rs. 834.57Crores

Rs.803.52 Crores

In the earlier alignment Option B is more desirable a choice, not only in terms of

constructability and cost but also in terms of corridor continuity on a broader scale,

considering the alignment option available for NH 30 between Fatuha and Bakhtiarpur.

NHAI vide letter No. NHAI /BOT/26/2004/318 dated August, 2005 as at Appendix A

have also approved the said alignment along Option B.

The consultants had completed the assigned task in all respect including

submission of Final DPR along the alignment of project road earlier approved by

NHAI. However, Govt. of Bihar disagreed with the realignment of project road

for Bakhtiarpur – Barh section and desired to have the realignment for Bakhtiarpur –

Mokama section. During the presentation before Hon’ble Chief Minister Govt. of Bihar

evaluation of three realignment options (Table 2.6) for realignment of Bakhtiarpur –

Mokama section of project road was presented and finally alternative – II was approved.

(Letter no: NHAI vide letter No. NHAI /PIU-Begusarai/Khag-Bakh/2008/54 dated 27th OCT,

2010).

Table 2.6: Evaluation o f three Realignment Options

Sl.No.

Criteria forComparison

Al t-I Alt-II Alt-III

1Length of

Realignment48.50 Kms 38.40 Kms 44.50 Kms

2Total Length of the

project road

48.50+74.582 38.40+74.582 44.50+74.582

=123.082 Kms =112.982 Kms =119.082 Kms






3Chainage at take off

pointkm. 153.300 on

NH31km. 153.300 on

NH31km. 153.300 on

NH31

4Chainage at

meeting point withNH31

km. 202.00 ofNH31 to furtherproceed to km.

270.000 of NH31following the

existing alignment



existing alignment



existing alignment

5Crossing facilityover R. Ganga


Ganga


Ganga


Ganga

6

Total number ofROB/RUB to be

constructed acrossrailway tracks

3 Nos. 4 lane ROB 3 Nos. 4 lane ROB 3 Nos. 4 lane ROB

7 Severance effect

Severance effectfor 48.50kms. of

new road throughagricultural land

and approaches toGanga Bridge.












8 R & R issues

R & R issues arecritical at certain

locations along NH-

30A

R & R issues areless critical

R & R issues areless critical

9Relevance to on-going project of

NHAI

Can connectBakhtiarpur on

NH31 andrealigned corridorof NH-30 towards

Patna

Can connectBakhtiarpur and

realigned corridorof NH-30 towards

Patna

Can connectBakhtiarpur and

realigned corridorof NH-30 towards

Patna

10

Submergence ofland during rainy

season with 3-4 mof standing water

( TAL AREA )

Approx.15 kmslength would

require specialtreatment

Approx.17 kmslength would

require specialtreatment

Approx.8 kmswould require

special treatment

11Preliminary projectcost excluding LA

costRs. 1678 crores Rs. 1406 crores Rs. 1560 crores

2.5 Recommended Alignment

After detailed deliberations Alt –II has been approved by RCD, Govt. of Bihar / NHAIwhich included realignment of Bakhtiarpur – Mokama section of project road.

2.6 Adjacent Road Sections

The DPR for Patna – Bakhtiarpur section of NH-30 was got done by NHAI and

consequently, the same section was considered under BOT project by NHAI. It is

understood that the NHAI has received the technical and financial bids by the prequalified

contractors under BOT format and is being evaluated. Contrary to this the adjacent

section of NH-31 towards eastern side has been considered under the Bihar Highway






Development programme under NHDP (Phase III) initiated by NHAI. The widening /

upgradation for Khagaria – Purnea section of NH-31 as two lane carriageway

configuration is already in progress.

2.7 Alignment and Geometric s of existing corridor

The road is straight over most parts but there are number of substandard horizontal

curves as well the details of which are given in subsequent sections of this report. This

happens at the approaches to major bridges (the road and the rivers run parallel to each

other for most parts) and at important intersections. Vertical curves are not so

pronounced except at approaches to bridges and ROBs.

2.8 Existing Pavement Condition.

The road itself is in a bad condition. Besides extensive pot holes, there are signs of

subgrade failures at several locations. The level of maintenance is poor. All these result

in very poor riding quality.

The road condition being what it is, the Level of Service offered by the existing alignment

is quite low. It is particularly bad between “Zero Mile” (intersection of NH28 and NH31)

and the eastern end of Begusarai. This reach offers a journey speed of around 13 kph –

15 kph at different hours. The segment through Balliya is also very bad and traffic jams

are of common occurrence here particularly because of the difficulty encountered by the

traffic in negotiating the highly damaged pavement structure. However the conditions at

Balliya are confined over a relatively short stretch (nearly 2Kms). Road conditions are

very poor between Barh and Bakhtiarpur as well. Both these sectors experience heavy

incidence of mixed local traffic that further brings down the level of service. The road

side use gives a picture of urban – rural continuum. Through the open reaches, journey

speed tends to increase although not necessarily without escalating the vehicle operating

cost.

Religious structures of various descriptions proliferate on the road sides. These are more

frequent within and around the urban limits. This feature is disturbing from the point of

view of future widening of the existing alignment.

2.9 Land use around the project road

The entire project road, save for only a few sections, passes through a mosaic that

exhibits urban – rural continuum. Urban activities are intense at Bakhtiyarpur, Berhna






(Barh), Begusarai, Balliya and Khagaria. Amongst these, only the urban area of Khagaria

is set off from the project road. No significant urban activity is noticeable along Mokama

bypass. Landuse over each identified segment is described in the following:

2.9.1 Bakht iyarpur – Barh

Bakhtiyarpur itself has intense residential cum commercial activities. In fact this is a

continuation of activities that abound NH 30 due west of the start point of the project

road. The same landuse continues through nearly 6 kms. after which it starts thinning out.

Over its entire stretch upto Barh, NH 31 is aligned parallel and adjacent to R. Ganga on

its north. The land expanse is thus limited towards the northern side (Plate 2.5). Towards

south the railway track moves parallel to the road. Urban activities are most intense

within the strip between the railway track and the road. One special feature (and this is

common over the entire length of the project road) observed here is that religious

structures (pucca and most of these of recent origin) punctuate the road side at very

frequent intervals and, almost without exception, these extend through the earthen

shoulder upto the edge of the carriageway (Plates 2.6). Besides transportation, the road

and the road sides are extensively used for social and miscellaneous household

activities. Truck parking on the road side could be observed at frequent intervals along

the entire length of the project road.

As the urban activity thins out, the landscape becomes dotted with single row of pucca /

semi pucca / katcha structures, often as isolated entities. There is dense vegetation

including well grown trees on either side of the road. Though the river flows close by, the

road runs on very shallow embankment (not more than 1.00m high in most places) and

there is no known history of the road having been over-topped by flood waters in the past

except at one location near Barh ( Twice in the past ).

Built up environ along the road intensifies again as one approaches Berhna (Barh) (from

km. 168.00). Barh is a seat of important commercial and industrial activities. There are






Plate 2.5: The Ganga as seen from km. 157 on NH-31

Plate 2.6: View showing temple extending almost upto carriageway on NH-31near Bakhtiyarpur






many government establishments, including the District Court (Kutchhery), at this place.

Barh is a vibrant (albeit, chaotic) township that has NH 31 as the single most important

“urban” road. NH 31 remains reduced to the status of an urban street over a length of

nearly 6 kms. through the township of Barh and its approaches.

2.9.2 Barh – Take off point of Mokama bypass

As one leaves Barh, one passes through a string of villages settled on either side of NH

31. At places the road seems to have adequate open area on either side but, at the

villages structures define the road land as 20 m over these open segments as well and

are seen adjacent to the road land that continues to be 20.00 m wide. Religious

structures dot the road side along with “Chaupals” (meeting place for villagers) that come

dangerously close to the carriageway itself. These are often well built pucca structures

(Plate 2.7).

In the modified alignment bypass has been proposed from the starting point of section

Bakhtiyarpur to Mokama bypass (Km 153.300 – 191.700) passing through Berhna (Barh).

NH 31 is aligned parallel and adjacent to R. Ganga on its north. In some of the places the

road seems to have adequate open area on either side but, at the villages structures

define the road land as 20 m over these open segments as well and are seen adjacent to

the road land that continues to be 20.00 m wide. Religious structures dot the road side

along with “Chaupals” (meeting place for villagers) that come dangerously close to the

carriageway itself.

2.9.3 Mokama bypass including Mokama Bridge

Mokama bypass, after crossing the railway tracks, moves as a two lane stand alone

facility (Plate 2.8). Fortunately for this bypass, no significant ribbon development is

observed along its length. Beyond km. 200 the road starts rising on embankment. The

topography of adjacent areas on either side is such that vast spread of rain water

accumulates on either side (Plate 2.9). The strip of land caught between the railway

tracks and the bypass has no drainage facility and one could see stagnant water all along

the toe of the bypass. Before reaching the Mokama Bridge the bypass once againcrosses the Eastern Railway Main Line as an ROB. The Mokama Bridge itself is a

majestic two tier structure (Plate 2.10) that carries the railway at the lower tier and the

roadway at the upper deck (hence the height of embankment at the approaches). The

bridge starts at a railway station called Hathida Junction. The bridge itself is 1899.45 M

long from face to face of the abutments. The approach to the road bridge on






Plate 2.7 : View of road side structures through open areas (the Chaupal couldbe seen at the far end)

Plate 2.8 : View of Mokamah bypass






Plate 2.9 : View of stagnant water along the Mokamah bypass

Plate 2.10 : A view of the rail cum road brid e across R. Gan a at Mokamah






the southern side sees lot of vehicular activity in the form of road side parking as this

area also serves as a transit point between rail and road facilities. There are some

villages at the lower level on either side in this area. The road bridge has segregated

pedestrian path on either side (and this is widely used despite the length of the bridge

being 1.90 kms.). Plate 2.11 gives a view of the rail cum road bridge at Mokama.

Parallel to the bridge, and nearly 430m downstream, transmission lines cross the river

supported on pylons constructed on the river bed. After crossing the bridge the railway

tracks shift towards the western side of the road. The tracks run on embankment

(average height of 3m) very close to the road (and parallel) upto km. 213 (Plate 2.12).

Around Km 218 (220 Km), the railway tracks again run parallel and adjacent to the road,

this time along the northern side. This relative position is maintained upto Khagaria.

2.9.4 Mokama Bridge – Begusarai

In the earlier alignment From Mokama Bridge the project road moves due north and turns

sharply towards east at “Zero Mile” – The intersection between NH 31 and NH 28 (km.

217 of NH 31) Plate 2.13 shows the sign board put up at “Zero Mile”. While the railway

track traverses close to NH 31 towards north after “Zero Mile”, the southern side (as also

the northern side in a limited manner) is full of important installations like refineries,

thermal power plants and large pockets of residential / commercial uses. These uses

disrupt the continuous progression of a constant road land over this length. The available

road land between building lines is around 35m in most cases.

The approach to Begusarai is one of the most chaotic segments along NH 31. The road

side is full of mixed landuses. There is a short stretch of nearly 300m of NH 31 that had

been widened to undivided four lane cross section without any service road. The road

land keeps varying without adequate definition. Again NH 31, over its run from km. 227 to

km. 232, is nothing but a local urban street with intense urban activities / traffic that is

extremely haphazard for most parts (Plate 2.14). The intersection (Subhash Chowk)

besides being poorly planned has intensive commercial activities at all quadrants. Quickly

the road moves very close to the railway track with the result that Begusarai RailwayStation comes too close to NH 31 at this location. The road sides are cluttered with all

kinds of parked vehicles ready to transport men and materials.






Plate 2.11 : View of rail-cum-road bridge at Mokamah from Hathidah junction

Plate 2.12 : Beyond Mokamah towards Barauni. The rail tracks are onembankment on the left






Plate 2.13 : Meeting point of NH28 and NH-31 (zero-mile)

Plate 2.14 : Road side parking along NH31 near Begusarai – very common sitealong the entire length of NH31






2.9.5 Begusarai – Balli ya

NH 31, as it leaves Begusarai, seems to grow as it were, in stature in as much as 60m

ROW appears to be available over most segments. The boundary walls are well defined

at an average distance of 30m from the center line of the existing carriageway. There are

small pockets of road side parking (trucks) at places. The road traverses more or less

through organized spaces till it reaches Balliya where it is again reduced to the status of

an urban street. Commercial uses, both formal and informal abound the road through

Balliya. The stretch through Balliya Bazaar, Km 247 remains under perpetual seize (Plate

2.15) partly because of the chaotic traffic and partly because of roads damaged to the

extent of being practically unworthy of carrying any kind of traffic. The 60m road land is

not really defined through Balliya town. NH 31 leaves Balliya at km. 248.

2.9.6 Balli ya – Khagaria

This stretch of over 20 kms. along NH 31 offers clear open space for the road (albeit with

encroachments at some places). Truck parking is observed on the road side at a few

places. Over the entire stretch of NH 31, trucks seem to halt at every eating joint. It is not

related to presence of filling stations or that of auto repair shops. The abutting landuse is

predominantly rural except for the presence of a few villages alongside.

The major feature over this segment is the presence of the bridge over R. Budhi Gandak

(Plate 2.16).The road runs on embankment over quite a length. The bridge is aligned in

the north-south direction. One could see stagnant water alongside the embankment. It

seems sometime in the long past water had over topped the road on embankment. An

additional bund of 1.2m – 1.5mhigh was thus provided on the right shoulder of the road to

stop the flood water spill on to the right side (and inundate the habitation) (Plate 2.17).

However, this never repeated over the last so many years and, as is usual under such

situations, the materials used in constructing the bund are being systematically taken

away by the local people for personal use.

The bridge across Budhi Gandak ultimately leads to the approach roads to Khagaria town

(there are two approach roads from NH 31). The town comes on the left of NH 31. Driving

down for about a kilometer along NH 31 (on embankment) one reaches the end point of

the project corridor at km. 266.282. Plate 2.18 shows the kilometer stone at Khagaria.

The space between the road and the railway track to its north is full of ponded water. The

right hand side does not exhibit this tendency.






2.10 Water sour ces

Plate 2.15 : Traffic jam near Balliya Bazar

Plate 2.16 : A view of the bridge over R. Budhi Gandak






Plate 2.18 : Km. 270 on NH31 at Khagaria town

Plate 2.17 : Bund constructed along NH31 to avoid river water from crossing

from east to west (between Balliya and Khagaria)






2.10 Water sources

The project road from Bakhtiarpur to Mokama runs along the river Ganga on its southern

bank and at places comes very close to the river. From Mokama to Khagaria the road

runs along the northern bank of the river though the distance from the river increases to

some extent. At Khagaria the road crosses river Burhi Gandak. Thus the area in which

the project road traverses has a rich abundance of water resources.

There are a number of Hand pumps, Tube wells and Wells on the road sides which are

sources of ground water.

2.11 Inventory of road, bridges and culverts

2.11.1 Road Inventory Details

NH - 31 all through the project scope runs over plain terrain. Landuse at is different at

different stretches of the road in both sides namely rural, agricultural, semi urban, and

urban commercial. The width of the carriageway is nearly 2-lane in most of the length

except a small portion of the stretch near Begusarai where it has a 4-lane carriageway.

The carriageway width varies between 6-7 m in most of the stretches. There is no road

side drain along the road. The road has been provided with earthen shoulder of varying

widths. Detailed Road inventory is placed at end (Survey data and test results) of this

report.

A brief summary of road inventory details as obtained through road inventory survey is

describes in the following manner:

Terrain - Plain

Carriageway width - 5.6 to 7.50 m (generally 6.0 to 6.50m)

Paved shoulder - nil

Earthen shoulder - 1.0 m to 9.4 m

Road side drain - nil

Horizontal curve

The details of horizontal curve as recorded during the road inventory survey are given in

Table 2.8.






Table 2.8 Details of horizontal curves along project road (exist ing alignment)

Sl.No.

Location of horizontal curve(Chainage in Km)

Radius of Curve(in meter)

1. Km 155 – 156 118.77 m

2. Km 157.61 73.32 m

3. Km 161.737 7000 m

4. Km 162.272 31 m

5. Km 169.42 47 m

6. Km 171.228 38.55 m

7. Km 171.91 19.55 m

8. Km 174.44 45 m

9. Km 174.80 72.38 m

10. Km 175.10 48.62 m

11. Km 176.346 27.72 m

12. Km 192.28 46.67 m

13. Km 196.62 60 m

14. Km 207.8 42.7 m

Perusal of above details revealed that the most of these horizontal curves are deficient

considering design speed of 100 kph.

2.11.2 Inventory Details for Bridges and CD Structures

The Mokama Bridge (at Km 208.80) itself is a majestic two tier structure that carries the

railway at the lower tier and the roadway at the upper deck (hence the height of

embankment at the approaches). The bridge starts at a railway station called Hathida

Junction. The bridge itself is nearly 1899.45. M long from face to face of the abutments

and its total outer width is 13.80 M. It was constructed in the year 1959 and consists of

Steel Trusses. There is another Bridge over river Budhi Gandak (at Km 268.80) which is

144m long. In addition there are ROBs over Patna - Kolkata Railway Line at Km 197.01

and Km 205.46. Detailed Inventory of Bridges is available at end (Survey data and test

results) of this report. At Mokama (Km 208.40), NH 80 crosses NH 31 through an

underpass. Table 2.9 – 2.11 gives the details of bridges and CD Structures existing along

the project road.






Table 2.9: Details of b ridges along the Existi ng Road

S.

No.

Name of

Bridge

Bridge No. Chainage

(km)

Width Span

arrangement

& Total

length

Type of structure

Foundation Sub

structure

Super

structur

1GangaBridge

209/2 209.800 13.80m

(36.50x2)+(125.60x14)+(3

6.50x4) and1899.45m

Well

SteelTruss

R.C.C.

2Burhi

Gnadak269/1 268.800 11.80m

45.0x6 and267.80m

Not ClearPre StresConcrete

Table 2.10: List o f pipe culverts on the existing road

S.No. Chainage Culvert No. No. of Rows Dia of Pipe

1 192.080 193/1 1 1.202 219.000 220/1 1 1.00

3 238.420 239/1 1 500mm

4 240.400 241./1 1 500mm

5 241.900 242/1 1 500mm

Table 2.11: List of Slab/Box culverts on the existing road

S.No. Chainage Culvert No. Size (B x H) m Width Type

1 157.400 158/1 1x1 10.8 Slab

2 170.030 171/1 1x1 9.8 Slab

3. 171.160 172/2 1x1.1 11.00 Slab

4 171.730 172/3 1x1.1 8.40 Slab

5 173.020 174/1 1x1.5 11.00 Slab

6 174.500 175/1 1x.0.90 10.90 Slab

7 176.824 177/2 1x1.20 10.20 Box

8 177.160 178/1 1x1.20 10.30 Box

9 179.480 180/1 1x2.0 11.40 Slab

10 181.830 182/1 1x0.85 10.30 Box

11 183.160 184/1 1x1 10.60 Box

12 185.810 186/1 1x1.15 9.90 Slab

13 187.050 188/1 1x2.10 11.40 Slab

14 191.880 192/1 1x1.05 11.20 Slab15 194.800 195/1 1x1.15 11.15 Slab

16 197.380 198/2 1x3.6 18.75 Box

17 197.960 198/3 1x3.6 11.65 Box

18 198.363 199/1 1x3.7 11.65 Box

19 203.060 204/1 1x3.65 11.00 Box

20 204.180 205/1 1x3.7 11.00 Box

21 205.150 206/1 1x3.75 18.90 Box






22 206.100 207/1 1x3.7 11.20 Box

23 222.100 223/1 1x2.95 11.00 Slab

24 224.300 225/1 1x3.05 10.10 Slab

25 225.500 226/1 1x3.20 11.00 Slab

26 229.600 230/1 1x2 10.60 Slab27 230.990 231/1 1x2.3 10.90 Slab

28 253.504 254/1 1x6 10.70 Slab

2.12 Potential Options for new Mokama Bridge

2.12.1 Site select ion

There is an existing bridge over river Ganga at Mokama, called Rajendra Setu, about

1899.5m long from face to face of the abutments, built in 1955-59, is about 96 Km

downstream of Patna. It is a Rail-cum-Road bridge, Single track rails being at the lower

level and a two lane road bridge at the higher level. The bridge has 14 x 121m + 4 x

31.9m spans. The wells are 16.2m x 9.7m of Double D shape. The piers are solid walls of

RCC; the deck is supported by built-up steel superstructure built on the design of

Freeman Fox & Partners of UK. The bridge bears the memory of Sir M. M. Visvesvarya,

towering Indian technocrat, who visited the site for its site finalization in 1952. The river is

channelized by Guide Bunds at the bridge location.

In order to finalize suitable site for new bridge on river Ganga at Hathida the following

options were studied.

Al ignment Opt ion 1: Upstream side of exist ing b ridge

Approach on Mokama side is densely inhabited and approach road to highway can not

be constructed there. A new bridge on upstream side will cause more scouring on the

existing bridge foundations than the estimated scour; hence this option is not feasible.

Al ignment option 2: Downstream side wi th in 100 to 450m from centre of exist ing

bridge.

Approaches on both the side are having permanent structures which cannot be relocated.

On Mokama side there is a two – storied railway station. There is also a power house and

a high tension electric line at 430m from the existing bridge. On Barauni side there is a

Ghat with small temples.

Al ignment option 3: Downstream side between 450 to 550m away from cen tre of

existing bridge.






There is no obstruction in the river bed and there are no permanent structure on the

approaches the river width remains narrow.

Al ignment option 4: Downstream side beyond 550m away from cen tre of exist ing

bridge.

There is no obstruction n the river bed and there are no permanent structures on the

approaches. The river width however increases and the banks are not well defined. The

bridge length will increase to say about 2000m as compared to existing bridge length.

Conclusion

The alignment option 3 say construction of the bridge at a distance of about 480m on D/s

side of the existing bridge is an ideal location for the new bridge. The length of the bridge

will remain same as the existing bridge and the approaches can be constructed without

any inconvenience. The existing two-lane bridge can be retained and the new two-lane

bridge can be constructed at this location.

2.12.2 Potential bridge options

2.12.2.1 Scope of Bridge Option Study

The study of alternative bridge forms covers the following items of works :

a) Study of different possible structural options for the Superstructure.

b) Comparative evaluation of various options for the Superstructure.

c) Identification of the preferred option for the Superstructure.

2.12.2.2 Span Arrangement for the New Bridge

It is proposed to provide the same span arrangement for the new bridge as the existing

one so that piers of new bridge falls in line with the existing one. The end two spans of

31.9m is proposed to be changed to a single span of 75m.

2.12.2.3 Material of Construct ion

The possible principal constituent material options for the Bridge to be considered are

Concrete and Steel.

Structural Steel:






Structural steel has served as a dependable structural material since long. In fact, before

advent of Concrete this was the only medium of structural construction. As a material,

steel is ductile and homogeneous and is ideal for construction in a high seismic zone.

Superstructure elements like girders, box girders etc. assume lesser depth thus allowing

for relatively low deck level in bridges. Further reduction in dead weight of superstructure

reduces the vertical load in foundation as well as the seismic forces. Inspite of these

advantages however there are some disadvantages as well. In the recent past, steel has

become relatively costlier to concrete and in the process its cost effectiveness for heavy

structures has reduced further. Moreover, shapes of steel structures have become

monotonous and cliché. This can be said especially in cases of large span bridges such

as the one under consideration, where it is a customary to use trusses or open web

girders, which affects the aesthetics of the structures. Solid sections will in turn prove

themselves to be uneconomical.

Concrete:

Concrete is a versatile material, which lends itself to be moulded to produce exciting

shapes. It can be put to use in obtaining exciting forms and shapes that enhances the

appearance of the built environment. Evolution of very high strength concrete in the

recent past has further lead to the refinement in its use and enhanced durability.

Concrete is considered as the most suitable material to express the ideas of form, which

is true to its function, both efficiently and economically. It is due to this very reason that

the majority of the modern day bridges are built using concrete as the principal

constituent material.

In light of the above, it is proposed to adopt concrete as the principal constituent material

of construction in this case. For a bridge of span length in the range of 121m, the obvious

choice is to go for variable depth PSC Box Girder type of bridges

2.12.2.4 Construct ion Methodology

For all the possible structural options in this bridge, there are two distinct possibilities for

construction, namely:

Construction Option – 1 : Cast-in-situ cantilever construction method.

In case of cast-in-situ option, the main bridge deck is cast in segments of 2.5m to 3.0m

length using cantilever construction equipment (CCE) with travelling formwork. The

segments will be cast on either side of the pier in sequence, which will ensure that there






is not more than one segment out of balance. The remaining portion of deck at the end

span (50.0m – 42.5m = 7.5m) is proposed to be cast on staging erected from the river

bed. The suspended span can be either with precast girders, erected from the cantilever

arms, or alternatively it can be cast-in-situ by erecting staging from the cantilever tips.

In this option, the casting of superstructure can start simultaneously from all the piers by

using multiple sets of CCE. The suspended span

Construction Option – 2: Precast segmental construction using launching truss.

The concrete segmental construction brings the long span capability and torsional rigidity

of the large box into the precast arena by slicing the bridge transversely instead of

longitudinally. The segments are match cast against each other in the precasting yard to

ensure that they will fit accurately and then are transported to site to be positioned by alaunching girder / launching truss where they are joined together by prestressing.

The precast segmental construction provides maximum flexibility. The form of

construction is very fast as compared to other more conventional forms of construction.

However, the heavy cranes and gantry launchers of bridge segments require large capital

investment on the temporary works. By this method, the superstructure construction

process becomes completely independent of the site works, resulting in fast construction.

Furthermore the segmental construction ensures much higher degree of quality control at

site.

While both the construction options are possible for this bridge, precast segmental option

is preferred to cast-in-situ options from the following considerations:

• Segments cast off-site in a controlled factory environment resulting in high quality

and economic product.

• On-site construction work reduced. Upto 200m of deck length a week has been

constructed in the past using this method. Faster construction can be easily achieved

as work on superstructure and foundation can go on simultaneously

• Flexibility in the span arrangement possible

• Need for false work reduced or eliminated.

• Solutions are usually aesthetically pleasing.

• Proven to be economic for spans in the range of 30m – 120m

2.12.2.5 Bridge Options






A large number of options were studied for the proposed bridge. Only the options with

reasonable potential to suit the conditions as outlined above are discussed in the

following sections. Concrete options are preferred as compared to options with

significant quantities of structural steel due to higher maintenance cost of steel structure.

Following structural options were finally considered:

Option 1 : Variable depth PSC box Girder Bridge, with Central Hinge

In this option, PSC variable depth box girder cantilever type superstructure has been

proposed, integral with piers, having span arrangement of 12 x 115m + 6 x 77.5m.

The deck is cast with equal cantilever arms on either side, interconnected by sliding

hinges at the mid span between piers. These central sliding hinges transfer shearingforces and ensure free expansion of the bridge by allowing longitudinal displacement of

one cantilever beam in relation to the other. Expansion joints are proposed at the

abutments and at the centre of each span where central hinge is provided. Bearings are

provided only at the abutments in this case.

Regarding the construction, the main bridge deck is proposed to be cast in segments of

2.5m to 3.0m length using precast segmental technique. The segments will be cast in the

casting yard and erected on either side of the pier in sequence, which will ensure that

there is not more than one segment out of balance. The central sliding hinges between

the two cantilevering arms are proposed to be installed to establish continuity.

This option has the following advantages:

• Simple design since the whole structure is statically determinate for combined effects

of dead loads and prestress. Degree of indeterminacy for live loads and

superimposed loads is only one.

• There is no reversal of bending moments in the deck thereby simplifying to a great

extent the cable profiles.

• Construction of deck can be taken up simultaneously from all piers, as there is no

interdependence of activities in this case.

The scheme however suffers from the following disadvantages:






• There is continuity of deflection at the hinge location between the two cantilevers.

However there is no continuity of rotation. This has lead to serviceability and

durability problems in several bridges in the past.

•

Multiplicity of expansion joints• Provision of hinge joint at mid span leads to large delayed deflections at the middle

due to long-term creep effects. This has lead to multiplicity of problems in the past

on several bridges.

• A lower ultimate strength than the continuous structure.

• Hinges are difficult to design and construct, as they are delicate components with

poor long-term performance.

• Central hinges are difficult to repair.

Option 2 : Variable depth PSC box girder bridge, with Suspended Span

This option is similar to Option 1 except that in place of sliding hinges at the mid span

between piers, suspended spans of span length 20m has been proposed between piers.

As with the sliding hinges, the supports of the span suspended from the cantilever ends

must permit rotations and horizontal displacements.

In this option, the deck is cast with equal cantilever arms on either side from centre of

pier. The balance portion of the end spans near abutment is then cast in-situ on staging.

The suspended span of span length 20.0m is then cast in between the two cantileverarms (in between piers). The suspended span can be either with precast girders, erected

from the cantilever arms, or alternatively it can be cast-in-situ by erecting staging from the

cantilever tips. Expansion joints are proposed at the abutments and at the two ends of

suspended spans. Bearings are provided at the abutments and under suspended spans

in this case.

Regarding the construction, the main bridge deck is proposed to be cast and erected as

explained in case of option 1. The suspended span can be either with precast girders,

erected from the cantilever arms, or alternatively it can be cast-in-situ by erecting staging

from the cantilever tips.

This option has the following additional advantages over the sliding hinge concept:

• Reduction in the bending moments at support, due to positive moments at the mid of

suspended span.






• Reduction in the break of the longitudinal profile due to presence of suspended span

and permits compensation of eventual difference of level of the cantilever ends.


• There is continuity of deflection at the junction between suspended span and

cantilever arms of PSC Box girders. However there is no continuity of rotation and a

formation of kink at the junction is inevitable. This has lead to serviceability and

durability problems in several bridges in the past.

• A lower ultimate strength than the continuous structure.

• The scheme gives rise to large number of expansion joints and bearings.

Option 3 : Variable depth Continuous PSC box Girder Bridge supported onBearings – 3 Modules with suspended span in between

In this option, the span arrangement is kept similar as for the previous options. However

the PSC variable depth box girder superstructure is supported on bearings in this case

and made continuous for 4 spans. 3 modules with following span arrangement has been

proposed in this option:

Module 1 & Module 3: Span arrangement 75.0m + 4 x 121.0m + 60.5m

(Total Length = 619.5m)

Module 2: Span arrangement 60.5m + 4 x 121.0m + 60.5m

(Total Length = 605m)

A suspended span of 20.0m is proposed in between the two modules to bridge the gap.

Expansion joints are proposed at the abutments and under the suspended spans in this

case.

The deck is proposed to be of precast segmental type with equal cantilever arms on

either side. The two cantilever arms are joined by an in-situ pour. Between the two

modules, a single suspended span is provided. The suspended span can be either with

precast girders, erected from the cantilever arms, or alternatively it can be cast-in-situ by

erecting staging from the cantilever tips. Expansion joints are proposed at the abutments

and at the two ends of suspended span.

This option has the following advantages over the previous options:

• Continuity of deck reduces the design bending moments.

• Deflection at the mid span is much less as compared to the scheme with sliding

hinge or suspended span.






• Reduction / Elimination of expansion joints increase riding comfort and durability.

• Continuity of displacement and rotation ensured at all points except at the location of

suspended span. However by keeping the length of suspended span to about 0.4L, it

is possible to keep the rotations at the joint in the same range.• High ultimate strength as compared to option 1 & option 2 above.


• Design is complex due to high degree of indeterminacy and continuity of deck.

• There is reversal of bending moments in the deck thereby complicating the cable

profiles.

Option 4 : Variable depth Continuous PSC box Girder Bridge supported on

Bearings – 3 Modules with additional piers in between

In this option, the span arrangement is kept similar as for the option 3 except that the

suspended span is eliminated and replaced by an additional pier and pier foundations at

the centre of expansion joint between the two. The PSC variable depth box girder

superstructure is supported on bearings in this case and made continuous for 4 spans. 3

modules with following span arrangement have been proposed in this option:

Module 1 & Module 3: Span arrangement 75.0m + 4 x 121.0m + 60.5m

(Total Length = 619.5m)

Module 2: Span arrangement 60.5m + 4 x 121.0m + 60.5m

(Total Length = 605m)

Expansion joints are proposed at the abutments and under the central pier in this case.

This option has the following advantages over the previous options:

• Continuity of deck reduces the design bending moments.

• Deflection at the mid span is much less as compared to the scheme with sliding

hinge or suspended span.

• Reduction / Elimination of expansion joints increase riding comfort and durability.

• Continuity of displacement and rotation ensured at all points.

• High ultimate strength as compared to option 1 & option 2 above.


• Design is complex due to high degree of indeterminacy and continuity of deck.






• There is reversal of bending moments in the deck thereby complicating the cable

profiles.

Option 5 : Variable depth Continuous PSC box Girder Bridge supported onBearings – 3 Modules with additional piers in between and STU fordistribution of lateral loads

The scheme envisages a 605m long continuous deck with expansion joints only at the

abutments and at 2 intermediate locations, similar to Option 4 above. The central pier in

any module will be fixed bearings and all other piers will be provided with free bearings

and shock transmission units. Shock transmission units will help to distribute the seismic /

braking forces in all the piers while permit slow movement due to temperature / shrinkage

and creep without causing any secondary stresses.

Several bridges in the recent past has been constructed / under construction using STU

with this technique. Notable amongst them are:

• SONE BRIDGE, BIHAR (NHAI project) : Under Construction

• GANGA BRIDGE AT VARANASI (NHAI project) : Under Construction

• YAMUNA BRIDGE, DELHI (DMRC Project) : Constructed

• BASSEIN CREEK BRIDGE (MORT&H Project) : Constructed

This option has the following advantages over the previous options 4:

• Provision of STU / Viscous Dampers reduces / distributes the earthquake forces on

the substructure and foundation.

Fig. 2.7 shows the various structural options discussed above.

Option 6 : Variable depth Continuous PSC box Girder Bridge supported onBearings – 3 Modules with suspended central hinge in between and STUfor distribution of lateral loads

This option is similar to the Option 3 in span arrangement except that the suspended

span is replaced by a central hinge in between the two modules to bridge the gap. Also,

for better distribution of lateral loads between the supports, it is proposed to provide

shock Transmission units. Shock transmission units will help to distribute the seismic /

braking forces in all the piers while permit slow movement due to temperature / shrinkage

and creep without causing any secondary stresses.






2.12.3 Comparative evaluation of various options

The various alternatives studied for the bridge forms were compared on the basis of

following considerations:

a) Initial Construction Cost

b) Period of Construction (Speed)

c) Availability of In-house materials and technology

d) Durability & Maintenance considerations

e) Bridge Aesthetics.

f) Supervision & Control of execution.

2.12.4 Conclusion

a. Concrete intensive construction is preferred as compared to steel intensive

construction considering the significant increase in the relative cost of steel

compared to concrete.

b. Precast Segmental Construction technique is preferred over cast-in-situ solution

for the variable depth PSC Box Girder Superstructure for this project as the

project is proposed to be taken up on BOT basis.

c. From the point of view of speed of construction, durability and maintenance

considerations, overall quality control at site and aesthetic considerations, Option

5: Variable depth Continuous PSC box Girder Bridge supported on Bearings – 3

Modules with additional piers in between and STU for distribution of lateral loads

is the most preferred option.

d. The options with hinge and suspended spans are the least preferred options for

this project.

2.13 Topographic Details

The topographic survey has been completed by the consultants for Bakhtiyarpur –

Begusarai section (Km 153.300 to Km 224.00) of NH-31 during the month March 2011,

and the remaining section of Begusarai – Khagaria (Km 224.000 to Km 266.282) of NH-

31 during already been completed in the months of February – March’ 2005 . The data

has been captured in (x,y,z) format for compatibility in latest design softwares and






development of Digital Terrain / Model. The GTS Benchmark located within project

influence area has been transferred to the Benchmark pillars fixed along the above

mentioned stretch of NH-31. All the existing features within survey corridor of 60m (30m

on either side from center line of existing carriageway) have been captured and levels

taken at every 25m for longitudinal section and at every 50m for cross-section. The plan

generated on the basis of topographic survey precision installments (Total Station, Auto

level etc); have been placed in Volume - II (Drawings) of this report.

The topographic survey for Bakhtiarpur – Mokama realignment was carried out during

2011 after approval of alignment by RCD, Govt. of Bihar and for balance stretch the

survey and leveling carried out during 2004 has been made use of.

2.14 Major junct ions and Intersections

Fortunately, there are not too many major intersections along the existing alignment. The

intersection formed with NH-30 & 31 at Bakhtiyarpur itself is a major intersection. The

next important intersection occurs at Barh at Km 170.300. The NH 31-NH 30A

intersection at Barh is rather inconspicuous (3-arm). There is a ‘Y’ intersection at the

southern end of Mokama Bridge at Km 208.20 preceded by an intersection at Km 196.00

where Mokama Bypass takes off from the earlier alignment of NH 31. NH 80 coming from

south direction crosses NH 31 at Mokama (Km 208.40) through an underpass.

The next important intersection comes at “Zero Mile” formed by NH 28 and NH 31 (again

a 3-arm intersection) at Km 218.870. Proceeding further, there is an intersection

(Subhash Chowk) at Begusarai. Balliya Bazaar has an intersection that is very local in

nature. Moving further, there are two minor intersections (3-arm) formed on NH 31 by

local roads leading to Khagaria town at Km 269.50. Similar intersections are seen at Barh

and Begusarai as well but then, at the latter mentioned towns, NH 31 forms the central

travel spine while, at Khagaria, the town is slightly set off from the project corridor.

The detailed list of road crossings and road intersections are given in road inventory

details placed in the below Table 2.12.

Table 2.12: Details of Major Intersections o f the Existing road

S.No Junction

Location

(Existing

Chainage)

Type of Junction

1. NH-30 154.400 T

2. NH-30A 170.300 T

3. NH-28 218.870 T






In the modified alignment there are 3 major intersections. The intersection formed with

NH-30A & 31 at Km 171.150. This is a 4–arm intersection. The next important

intersection formed by SH Barh – Sermera Road (4-arm) occurs at Km 176.450, and next

intersection is formed by NH-28 (4-arm) at Km 212.950 are presented in the Table 2.13:

Table 2.13: Details of Major Intersections o f project Road

S.No ExistingChainage

DesignChainage

(Km)

Category ofRoad

Type ofJunction

Remarks

1 - 171.150 NH 30A Four arms

2 - 176.450 SH Barh –Sermera road

Four arms

3 216.850 212.950 NH 28 Four arms

2.15 Railway Crossings

There are two ROBs, both on Mokama Bypass at Km 197.01 and Km 205.46. Both these

ROBs exist over Patna - Kolkata (Eastern Railway) railway line. As one travels along NH

- 31 from Mokama to Begusarai, there is a level crossing for Hathidahaghat Branch at Km

213.60.

In the modified alignment a new 4- lane ROB has been proposed to be constructed at

south of Bakhtiarpur near Km 154.025 of NH-31(Bakhtiarpur-Rajgir Railway Line), and

other 2 ROB’s of new 4-lane are proposed to be constructed at Hathidah near Km

201.550, Km 202.315 (Howrah-Baruani Railway Line and Patna-Howrah Railway Line).

These are presented in the Table 2.14.

It has been discussed with the NHAI that the ROBs at two level crossing formed with the

railway line serving the Barauni Thermal Power Station and Hindustan Fertilizer need not

be provided as the rail traffic units (RTUs) at the locations do not warrant provision of

such facilities.






Table 2.14: Details o f ROB’s on the projected Stretch

2.16 Public Build ings

Number of public buildings in the form of community hall, post offices, Gram Panchayat,

hospitals and health centers are observed to be located on either side of project road. In

fact such buildings are mostly located in the urban / semi-urban sections of project road

Table 2.15 give details of such buildings. It may be noted in this context majority of such

buildings will get affected during 4-laning along existing alignment as would be seen

given in above mentioned tables.

Table 2.15 Details of Community Hall & Cinema Hall along the Project Road

SL.No

COMMUNITY HALL CINEMA HALL

CHAINAGE(KM)

L/RDISTANCE

( m )CHAINAGE

(KM)L/R

DISTANCE( m )

1 177.3 L 500 171.3 L 14

2 178.6 L 200 182.6 R 6

3 180.5 R 500 215.2 L 7.2

4 186.1 R Road Side 226.4 L 20

5 187.7 L Road Side 227 L 20

6 180.5 R Road Side 229 R 8

7 189.2 R Road Side

8 189.8 R Road Side9 189.8 L Road Side

10 189.9 R Road Side

11 191.9 R 1 km


13 193.5 L Road Side



S . N o .

L o c a t i o n

R

O B / R U B

D

e s i g n

C

h a i n a g e

( K M )

N

a m e o f

C

r o s s i n g

E x i s t i n g

S t r u c t u r e

P r o p o s e d

S t r u c t u r a l

C

o n f i g u r a

P r o p o s e d

S t r u c t u r e

T y p e

P r o p o s e d

S p a n

A

r r a n g e m

e n t

T o t a l

W

i d t h o f

1 Bakhtiarpur

ROB 154.025 Bakhtiarpur-Rajgir

Railway Line

New 4Lane

Bridge

RCCBridge

2x25+1x30 As peManua

2 Hathidah ROB 201.550 Howrah-BaruaniRailway Line

New 4LaneBridge

RCCBridge

3x25 As peManua

3 Hathidah ROB cum

Flyover

202.315 Patna-

HowrahRailway Line

New 4

LaneBridge

RCC

Bridge

6x30 As pe

Manua






16 264 L Road Side

Table -2.15 Contd..

Details of Post Offices & Telephone Exchange along the Project Road

SL.No

POST OFFICE TELEPHONE EXCHANGE

CHAINAGE(KM)

L/RDISTANCE (

m )CHAINAGE

(KM)L/R

DISTANCE( m )

1 157 R Road Side 192.3 L 7

2 160.6 L Road Side 213.9 L 20

3 166.4 R Road Side 226.5 R 2

4 170.5 L Road Side 240.4 L 20

5 171.9 L 1 km

6 178.6 L 200

7 180.5 R 500

8 182.8 L Road Side9 188.5 R 1 km


11 218 R Road Side

12 229 R Road Side

Table -2.15 Contd..

Details of Gram Panchayat along the Project Road

SL.NoGRAM PANCHAYAT

CHAINAGE (KM) L/R DISTANCE ( m )

1 157.1 R Road Side

2 165.5 L Road Side

3 173.8 L Road Side

4 177.3 L 500

5 178.6 R Road Side

6 179 L 200

7 180.5 R 500

8 187.1 R Road Side

9 233 L Road Side








Table – 2.15 Contd..

Details of Hospital / Health Centres Existing within Proposed ROW of Project Road

SL.No

HOSPITAL/HEALTHCENTRE DISTANCE ( m ) Names

CHAINAGE (KM) L/R

1 154.4 L 10.5 Private Clinic

2 154.8 R 8 Christan Hospital

3 160.5 L 4 Swasth Upkendra (Govt.)

4 160.7 R 3 Private Clinic

5 170.2 L 6 Private Clinic


7 171 R 4 Veterinary (Govt.)

8 171.7 L 9 Sadar Hospital (Govt.)

9 182.05 L 20 Veterinary (Govt.)

10 182.3 R 6 Prathmic Swasth Kendra (Govt.)11 186.5 R 13 Mekra Helth Center (Govt.)

12 188.6 R 8 Kanahaipur Health Center(Govt.)

13 189.9 L 8 Veterinary (Govt.)

14 200.3 L 1 km Sadar Hospital (Govt.)

15 214.2 L 7 Golden Homeoclinic

16 216 L 13 Private Clinic

17 219.6 R 20 S.S. Hospital (Private)

18 222 L 20 Rai Nursing Home (Private)

19 222 L 20 Private Clinic

20 225.5 L 20 Agreson Govt. Hospital

21 228 L 20 Dental Clinic (Private)

22 229 R 10 Private Clinic

23 229 L 10 Meera Nursing Home (Private)




27 247 R 13 Private Clinic



2.17 Utilit y Crossings

Overhead electric lines and Telephone lines are crossing the project road at various

locations on the Existing road. Table 2.16 gives details of such crossings.






Table – 2.16 Details of Uti lities Crossing the Existing Road

SL. No. Chainage (KM) Details (LT, HT, TP)

1 154.026 LT2 154.118 LT

3 154.180 LT

4 154.258 LT

5 154.450 LT

6 154.469 LT

7 154.564 LT

8 156.225 LT

9 157.512 LT

10 160.725 LT

11 161.175 LT

12 161.320 LT13 161.515 LT

14 163.468 LT

15 163.483 LT

16 163.548 LT

17 163.655 LT

18 163.751 LT

19 164.043 LT

20 164.291 LT

21 164.450 LT

22 165.348 LT

23 168.190 LT

24 168.952 LT

25 169.420 LT

26 169.670 LT

27 170.180 LT

28 170.290 LT

29 171.040 LT

30 171.293 LT

31 171.360 LT

32 171.727 LT

33 172.340 LT

34 172.380 LT

35 174.171 LT36 177.160 LT

37 177.242 LT

38 177.440 LT

39 178.120 LT

40 178.710 LT

41 179.713 LT

42 180.474 LT






43 180.750 LT

44 181.476 LT

45 182.449 LT

46 182.730 LT

47 182.900 LT48 183.100 LT

49 185.148 LT

50 186.640 LT

51 186.723 LT

52 187.040 LT

53 188.810 LT

54 188.975 LT

55 189.085 LT

56 189.595 LT

57 189.825 LT

58 190.842 LT

59 191.220 LT

60 191.500 LT

61 191.695 LT

62 191.757 LT

63 191.820 LT

64 192.140 LT

65 192.150 LT

66 192.410 LT

67 192.671 LT

68 192.680 LT

69 192.896 LT

70 193.160 LT71 193.635 LT

72 193.820 LT

73 193.883 LT

74 194.385 LT

75 194.646 LT

76 194.786 LT

77 194.800 LT

78 194.940 LT

79 195.100 LT

80 195.295 LT

81 196.400 LT82 197.084 LT & TP

83 197.381 LT

84 197.758 LT

85 205.580 LT

86 207.410 LT

87 207.980 LT

88 208.610 LT






89 211.920 LT

90 213.822 LT

91 214.264 LT

92 214.344 LT

93 214.494 LT94 214.808 LT

95 215.256 LT

96 215.414 LT

97 215.440 LT

98 216.360 LT

99 216.534 LT

100 216.795 LT

101 217.406 LT

102 217.570 LT

103 217.800 LT

104 218.478 LT

105 218.500 LT

106 218.658 LT

107 218.705 LT

108 218.827 LT

109 ( A ) 219.080 LT

110 219.020 LT

111 219.040 TP

112 219.260 HT

113 219.700 LT

114 219.812 LT

115 219.900 LT

116 219.925 LT117 219.920 TP

118 ( B ) 219.205 TP

119 219.340 TP

120 219.525 LT

121 219.872 LT

122 219.925 LT

123 ( C ) 219.086 LT

124 219.228 LT

125 220.175 LT

126 220.280 TP

127 221.990 LT128 223.600 LT

129 224.400 LT

130 224.763 LT

131 224.610 LT

132 224.660 LT

133 224.884 LT

134 226.476 LT






135 227.380 LT

136 227.409 LT

137 227.507 LT

138 227.570 LT

139 227.614 LT140 227.640 LT

141 228.040 LT

142 228.060 LT

143 228.110 LT

144 228.580 LT

145 228.835 LT

146 230.020 LT

147 230.226 LT

148 230.423 LT

149 231.080 LT

150 231.400 LT

151 234.030 LT

152 234.380 LT

153 235.000 LT

154 236.130 LT

155 237.100 LT

156 237.646 LT

157 238.120 LT

158 240.320 LT

159 241.980 LT

160 242.821 LT

161 243.286 LT

162 243.464 LT163 244.460 TP

164 244.600 LT

165 245.180 LT

166 245.200 LT

167 245.315 HT

168 245.990 LT

169 246.285 LT

170 255.786 LT

171 256..317 LT

172 256.520 LT

173 257.765 TP174 259.468 LT

175 260.800 LT

176 263.126 LT

177 263.610 LT

178 264.615 LT

179 264.830 LT

180 265.340 LT






181 265.650 LT

182 266.035 LT

183 266.970 LT

184 268.100 LT

185 269.315 LT

2.18 Obstructions

As mentioned elsewhere in this report number of religious structures and public buildings

will get affected during 4- lane along existing alignment of NH-31. More than 100 religious

structures is likely to get affected apart from number of school, colleges, hand pumps,

wells etc.

2.19 Trees

The road inventory details indicate the density of the trees of girth > 0.30m existing at a

distance of < 6.00 m, 6 - 13 m, and 13 - 20 m from the center line of the road. However,

detailed marking of trees have been completed for Begusarai – Khagaria section of NH-

31. A maximum of 5185 trees is located on left side of NH-31 between Km 235 – Km 270

and 6212 trees exist on right side of the above mentioned stretch of existing road in strip

of 60m (30m from center line of existing carriageway)

The marking of trees for balance section of project road has also be completed by the

Consultants and estimates for the same obtained.






SOCIO ECONOMIC PROFILE

3.1 Background

The socio-economic profile of the project area provides a comprehension of the spatio-

temporal trends of the demographic features, socio-cultural characteristics, politico-

administrative divisions and economic way of life of the project-affected persons. In order

to determine the project impacts on the project affected households, this section analyses

and presents a comparative picture of the field level data with that of secondary

information related to the project vis-a-vis the ground truths.

3.2 Regional Setting of the Project Area

Bihar, the ancient land of Budha has witnessed golden period of Indian history. It is the

same land where the seeds of the first republic were sown and which cultivated the first

crop of democracy. Such fertile is the soil that has given birth to inumerous intellectuals,

which spread the light of knowledge and wisdom not only in the country but in the whole

world. The state has its capital at Patna, which is situated on the bank of the holy river

Ganga. The state as it is today has been shaped from its partition from the province of

Bengal and most recently after the separation of the tribal southern region now called

Jharkhand.

The history of the land mass currently known as Bihar is very ancient. In fact, it extends

to the very dawn of human civilization. Earliest myths and legends of Hinduism the

Sanatan (Eternal) Dharma - are associated with Bihar. Seeta, the consort of Lord Rama,

was a princess of Bihar. It was here that Prince Gautam attained enlightenment, became

the Buddha - at the present Bodh Gaya - a town in central Bihar; and the great religion of

Buddhism was born. It is here also that Lord Mahavira, the founder of another great

religion, Jainism, was born and attained nirvana (death). That site is located at the

present town of pawapuri, some miles to the south east of patna, the Capital of Bihar. It

is here that the tenth and last Guru of the Sikhs, Guru Gobind Singh was born and

attained the sainthood of sikhism, that is became a Guru.

In medieval times Bihar lost its prestige as the political and cultural centre of India. The

Mughal period was a period of unremarkable provincial administration from Delhi. During

most of British rule, Bihar was a part of the Presidency of Bengal, and was governed from

Calcutta. When separated from the Bengal Presidency in 1912, Bihar and Orissa

comprised a single province. Later, under the Government of India Act of 1935, the

Division of Orissa became a separate province; and the Province of Bihar came into being

as an administrative unit of British India. At Independence in 1947, the State of Bihar,with the same geographic boundary, formed a part of the Republic of India, until 1956. At

3.0





that time, an area in the south-east, predominantly the district of Purulia, was separated

and incorporated into West Bengal as part of the Linguistic Reorganization of Indian

States.

Figure 3.1: Location of the Existing Project Districts

Source: Census of India 2001

3.3 Socio-Economic Profile of the Project District

For effective planning and implementation of resettlement and rehabilitation activities in

the project area, it is imperative to analyse and understand the socio-economic profile of

the area and livelihood pattern of the project affected families. Hence in present context,

the socio-economic analysis of the project area helped in preparing a comprehensive

Resettlement Action Plan for the proposed project road.

3.3.1 Area

The project road lies in the three districts, located in the state of Bihar, which is situated

in the eastern part of India. However district Nalanda is very near to the project road and

therefore, socio economic data related to District Nalanda has also been collected and

presented. The state occupies an area of 173,877 sq. km., the details of which are given

in Table 3.1.

Table 3.1: Geographic Details of Bihar and Project Districts (2001)

Sl No. State / District Area (Sq. Km.) % of State Area

1 Bihar 173,877 -

2 Patna 3,202 3.40

3 Begusarai 1,918 2.04

4 Nalanda 2,355 2.50





5 Khagaria 1,486 1.58

Source: Census of India, 2001

3.3.2 DEMOGRAPHIC PROFILE

The total population of the state as per the 2001 census is 82,878,796. The growth of

population in the 1991-2001 decade has gone up to 28.43 percent, from a figure of 23.54

percent in the previous decade. The district has a population of 4,051,444 as per the 2001

census. The districts constitute about 4.19% of the total state population, as per the 2001

census (provisional). Table 3.2 shows the population details of the state and the district.

Table 3.2: Population Details in Bihar and Project Districts (2001)

Sl No. State / District Population

1 Bihar 82,878,7962 Patna 4,709,851

3 Begusarai 2,342,989

4 Nalanda 2,368,327

5 Khagaria 1,276,677Source: Census of India, 2001

3.3.3 Rural and Urban Population in the PIA

As evident from Table 3.3, that only the district of Patna has a substantially high

quantum of urban population (41.80%), while the rest of the districts are substantially

rural in character with Begusarai having the largest share (95.42%) of rural population.

Table 3.3: Details of Urban and Rural Population in the Project Districts

Sl.No.

State/District

Ruralpopulation

(Nos.)

Urbanpopulation

(Nos.)

Ruralpopulation

(%)

Urbanpopulation

(%)

1 Patna 2,740,927 1,968,924 58.20 41.80

2 Begusarai 2,235,786 107,203 95.42 4.58

3 Nalanda 2,014,884 353,443 85.08 14.92

4 Khagaria 1,200,458 76,219 94.03 5.97

Source: Census of India, 2001

3.3.4 Population Density

As per the 2001 census the district of Bihar have a high population density, apart from the

district of Khagaria, rest of the districts have a population density in excess of 1000

persons per sq. km. Mark. The population density of Khagaria (859) is much more close to

that of the district of Bihar (880). It is also clear from the said table that apart from the

district of Nalanda the rest of the districts including the state of Bihar have witnessed a

steep increase in the population density in the year 2001 from the corresponding figures

in 1991. Table 3.4 gives the details of Population Density of Bihar and Project Districts.





Table 3.4: Population Density of Bihar and Project Districts

Sl No. State / District PopulationDensity (1991)

PopulationDensity (2001)

% age Change

1 Bihar 685 880 28.47

2 Patna 1,130 1,471 30.18

3 Begusarai 946 1,222 29.18

4 Nalanda 848 1,006 18.63

5 Khagaria 664 859 29.37Source: Census of India, 2001

3.3.5 Sex Ratio

The census of India data revels that sex ratio in the projects district and the state of Bihar districts

are improving; though at a slow place (Table 3.5). The district of Khagaria has witnessed the

highest rate of change of sex ratio (Females per thousand Males) reaching to a figure of 890 in

2001 from a figure of 868 in 1991.

Table 3.5: Sex Ratio in Bihar and Project Districts

Sl No. State / District Sex ratio (1991) Sex ratio (2001) % age Change

1 Bihar 907 921 1.54

2 Patna 867 873 0.69

3 Begusarai 898 911 1.45

4 Nalanda 898 915 1.89

5 Khagaria 868 890 2.53Source: Census of India, 1991 & 2001

3.3.6 Social Profile

The project districts of Bihar are a predominantly rural area, which gets reflected in its low

to moderate literacy rate, the same is also reflected in the sate average. Apart from the

District of Patna, the rest of the project districts including the state itself has more then

50% population as illiterates. However, the literacy level has improved in the year 2001

compared to the corresponding figures of 1991. Table 3.6 gives the details of Literacy

Rate in Bihar and Project Districts.

Table 3.6: Literacy Rate in Bihar and Project Districts

Sl No. State / District Literacy Rate in %(1991)

Literacy Rate in %(2001)

% ageChange

1 Bihar 37.49 47.53 26.78

2 Patna 56.33 63.82 13.30

3 Begusarai 36.88 48.55 31.64

4 Nalanda 46.95 53.64 14.25

5 Khagaria 32.33 41.56 28.55Source: Census of India, 2001





3.4 Social profile of the Project Area

3.4.1 Affected Persons (APs)

The following section elaborates the type of losses that the people either residing or

working on the National Highway would incur in view of the loss of structures (commercialand residential), loss of assets (agricultural, commercial and residential), loss of income

(squatters, Small business enterprise and moving businesses such as kiosks). A total of

1877 households comprising of 16,991 persons will be affected by the project. Table 3.7

gives the details of Project Affected Persons.

Table 3.7: Project Affected Persons

Districts No. of Affected Households PAPs

Patna, Begusarai,

Khagaria

1877 16,991

Source: Census Survey, 2009

3.4.2 Household / Family Size

The data for R&R activities have been collected as per the household and the average

household size in the affected area is 9 members per household. But since the R&R policy

framework considers family instead of household as a unit of entitlement, therefore the

data pertaining to family becomes crucial for R&R activities. This data pertaining to family

is computed through primary survey.

The different types of family i.e. nuclear, joint or extended have different impact on the

R&R policy framework. The total number of Households in the project area comes out to

be 1877.

3.4.3 Social Vulnerability of PAFs

The social vulnerable groups are those who are below Other Backward Caste (OBC), those

who belong to Scheduled Caste (SC) and Scheduled Tribes (ST). Special considerations

have been made to ensure that they do not become more vulnerable because of the

project. Rather, measures have been adopted in the RP so that they have a living, which

is better than their pre-project days.

It can be seen from the table below that out of the total number of affected Households

about 73.84% of the Households fall in the vulnerable category. Table 3.8 gives the

details of Social Vulnerability of PAH’s.

Table 3.8: Social Vulnerability of PAH’s

Districts Vulnerability Components

OBC SC ST Total

Patna 698 294 0 992





Begusarai 289 68 0 357

Khagaria 31 6 0 37


OBC: Other Backward Caste; SC: Scheduled caste; ST: Scheduled Tribe

3.5 ST Population

3.5.1 Definition of Indigenous People

The purpose of this section is to illustrate the typical profile and traits of the scheduled

tribe population inhabiting the corridor to demonstrate whether the affected ST population

meets the ADB definition of “Indigenous People” and whether an IPDP is required for the

project.

The ADB Operations Manual specifies that if Indigenous People are likely to be

significantly or adversely affected by the project an Indigenous Peoples Development Plan

(IPDP) will be required.

ADB defines “indigenous peoples” by two significant characteristics:

Descent from population groups present in a given area before modern states or

territories were created, and Maintenance of social or cultural identities distinct from the

dominant or mainstream society.

It should be noted that the Indian definition of ST according to the constitution is based

upon descent from specific tribal groups. If a person classified as ST by the Indian

Constitution has been assimilated into mainstream society the second ADB defining

characteristic of “Indigenous Peoples” is not met and such a person is not strictly

“Indigenous” for the purposes of the ADB assessment.

3.5.2 Schedule Caste and Schedule Tribe Population in the project distr ict

The districts of Bihar have a substantial amount of population coming from backward

class, about 32.76% of the total population of the district constituted of Schedule Castes

and Schedule Tribes. Table 3.9 gives the details of Schedule Cast and Schedule TribePopulation in Bihar and Project Districts.

Table 3.9: Schedule Cast and Schedule Tribe Population in Bihar and ProjectDistricts

SlNo.

Parameters Bihar Patna Begusarai Nalanda Khagaria

1 SC population 13048608 729988 1850 473865 187122

2 ST population 758351 9236 97 777 97821

3 Total 13806959 739224 1947 474642 284943

4 % of SC in totalpopulation

15.744 15.499 0.079 20.008 14.657

5 % of ST in totalpopulation 0.915 0.196 0.004 0.033 7.662





6 Total (SC+ST)percentage intotal population

16.659 15.695 0.083 20.041 22.319

Source: Census of India, 2001, Profiles of District – Bihar, CMIE 2000.

3.5.3 Affected ST PopulationThe overall affected SC & ST population are presented in Table 3.10.

Table 3.10: Comparative Analysis of the Profile of the Affected Population

Parameters Numbers

ST Population 0

SC Population 368

Total Population 17142

*Does not include Kiosks and /Ambulatory vendors

The above comparative analysis shows that there is no ST households impacted by the

project.

3.6 Economic Profile of the Project Area

3.6.1 Occupational background of Affected Households

Agriculture dominate the project area apart from Commercial Establishment, including

small business establishments (SBEs). About 32.6% of APs are engaged in agriculture,

whereas about 5.5% are Commercial Establishment, including small business

establishments (SBEs) and Kiosks. The occupational pattern of the population is notdiversified and thus efforts at income restoration would be directed at enhancing business

opportunities of the displaced population. Table 3.11 gives the details of Occupational

Background of the Affected Families.

Table 3.11: Occupational Background of the Affected Families

Occupational Pattern No. of Affected Households

Agriculture 518

Kiosks 47

Commercial Establishment includingSmall Business Establishments (SBEs)

41

Others 980

Total 1586

3.6.2 Category of Project Affected Households in Terms Ownership Typology According to the census survey, land owners are the largest affected households. Table

3.12 gives the details of Category of PAHHs in terms of project impacts.

Table 3.12: Category of PAHHs in terms of project impacts

District Titleholders Squatters &encroachers

Ambulatory /Kiosks

Total





Patna 1479 0 0 1479


Khagaria 40 1 0 41


3.6.3 Structure Type

Type of structures also indicates about the economic conditions of the residents. Out of

the total 1725 structures (excluding religious, Govt. and other common properties), 95%

of the structures are permanent and only about 5% of the structures are temporary or

Kuchcha. Table 3.13 gives the details of Types of Structures.

Table 3.13: Types of Structures

District Permanent/

Pucca

Semi-Permanent/

Semi-Pucca

Temporary/

Kuchha

Total

patna 971 226 57 1254

Begusarai 229 173 13 415

Khagaria 36 18 2 56


3.6.4 Types of Project Impacts

271 household are losing their source of income which covers squatters, kiosks,

businesses, shops, tenants and wage earners. Around 215 HH are losing their business

establishment. 1608 HH are losing their residential structures. Table 3.14 gives the

Distribution of PAHHs by types of Project Impact.

Table 3.14: Distribution of PAHHs by types of Project Impact

District A B C Total

Patna 1241 168 53 1462


Khagaria 34 6 1 41


3.6.5 Amenities and Services

The amenities and services in terms of schools (primary/secondary/higher secondary

schools), Colleges, poly techniques and other health centres such as hospitals and

dispensaries are available to some extent within state of Bihar and various project

districts. The details of amenities in the project influence area are given in Table 3.15 it

is also clear from the table that service sector is the main job provider in the area.





Table 3.15: Amenities and Services in Bihar and Project Districts

SlNo.

Amenities / Services Bihar Patna Begusarai Nalanda Khagaria

1 Primary School

(per lakh pop)

55.88* na na na na

2 Secondary School (perlakh pop)

15.72* na na na na

3 Primary Health Centers(per lakh population)*

2.35 na na na na

4 Hospital & Dispensary(per lakh population)*

44.93** 7.66 18.60*** 24.60** na

5 Banking – Branches(per lakh population)*

5.30 7.94 5.20 5.00 4.40

6 Primary Activity (%) 14.00 14.00 24.00 25.00 23.00

7 Secondary Activity (%) 12.00 12.0 16.00 27.00 11.00

8 Tertiary Activity (%) 73.00 73.0 60.00 48.0 66.00Source: Profiles of District – Bihar, CMIE 2000.* - 1995, ** - 1990, *** - 1980

na – Not Available

3.7 Rehabilitation Options

During the public consultations, squatters and encroachers were not clear about their

rehabilitation options. Nevertheless, the most preferred option that the households opted

for was cash compensation with self relocation (with eligible entitlements). The cash

compensation choice has been taken into consideration while providing assistance to the

affected people.

The R&R policy for the project has inbuilt safeguard measures for optimum utilization of

assistances; such as, counseling and continuous monitoring by NGO, third party external

monitoring and evaluation, and, DRRO to release installment based on completion of

activity and production of utilization certificate.

3.8 Summary Profile of Project Corridor Population

Description UnitsProject Affected Households 1476

Project Affected Persons 16054

Average Household Size 11

SC 368

ST 0

SCs & STs 368

Main Occupations Agriculture

Type of Structure Pucca & Semi-PuccaSource: Census Survey, 2009





Plate 3.1: Public Consultation in Progress at Km 232.00

Plate 3.2 Public Consultation in Progress at Km 245.00





4.0 Material Survey and Investigation

In compliance with the Term of Reference (TOR), the Consultants have conducted

Material Surveys and Soil Investigation for the design of Begusarai – Khagaria (Km 235

to Km 270) section of National Highway No. NH-31 in the year of 2004-05. The details of

investigations including the procedure and results of field and laboratory tests are

contained in QAP document submitted by the Consultants during the inception stage.

This Chapter summarizes the outcome of such surveys and investigations under the

following headings and provides necessary recommendations:

(a) Sub-grade Soil Investigation

(b) Material Investigation

The detailed investigations included both field and laboratory testing. Field works covered

TRRL’s dynamic cone penetration tests, field density tests, sub-grade soil sampling by

excavating test pits and hand auguring, identification of rock sources and soil borrow

areas, while laboratory testing included the determination of the relevant engineering

properties of the soils and materials.

Samples of borrow soils, sand, gravel, for use in embankment, pavement structures and

concrete mix were obtained from the existing and proposed borrow sources/quarries

within reasonably short haulage distances of the project road. Auger holes and test pits

were also excavated wherever necessary to obtain samples for testing.

Appropriate laboratory tests were carried out on the representative samples of soil and

materials obtained during field investigations to determine relevant engineering

properties.

1. The tests were carried out by the project team under direct supervision of Material–

cum-Geotechnical Engineer for the project.

2. The water samples to be used for construction work were tested for PH value,

sulphate (SO3) and chlorides.3. All the above tests were performed as per relevant Indian Standards. The details for

each test are as given below:

Dynamic Cone Penetration Test TRRL (U.K.) Road Note no. 8

Water Content determination IS 2720 Part 2






Sieve Analysis IS 2720 Part 4

Atterberg’s Limits IS 2720 Part 5

Laboratory compaction Modified Proctor

Test AASTO

IS 2720 Part 8

California Bearing Ratio Test (CBR) IS 2720 Part 16

Field Density using sand replacement

method

IS 2720 Part 28

Flakiness Index and Elongation Index IS 2386 Part 1

Specific gravity and water absorption IS 2386 Part 3

Aggregate Impact value IS 2386 Part 4

Soundness by Sodium Sulphate IS 2386 Part 5

Notations

CBR : California Bearing RatioLL : Liquid LimitPL : Plasticity IndexMDD : Maximum Dry DensityOMC : Optimum Moisture ContentDD : Dry DensityFMC : Field Moisture ContentFDD : Field Dry DensityDCP : Dynamic Cone Penetration

Soil Classification in this project was adopted using Indian Soil Classification System

(ISC) as detailed in IS 1498-1970. In this system, principal names of soils are mainly

based on their grain size distribution and supplemented by their position on the plasticity

chart.

4.1 Aim

The objectives of the investigation are to determine the engineering properties of sub

grade soil under existing pavement, proposed widening / new alignment, identification of

borrows areas, naturally occurring granular materials, stone metal quarries, coal cash,

sand and water sources. The investigations taken together involved several phases of

field operations and laboratory testing followed by compilation and analysis of data, which

are presented herein. The probable stone quarry locations, borrow areas, sand and water

sources are listed. The test results of samples collected are presented. The investigation

work has been carried out at the in-house laboratory of the Consultants established at

site.






4.2 Investigation For The Sub Grade Soil Characteristics & Strength Along The Alignment

This investigation was carried out by excavating the test pits at the interface of the

pavement and shoulder for Begusarai – Khagaria section of NH-31. Two types of pits of

size 700mm X700mm and 1000mmX1000mm were excavated manually as per the

details given in the TOR. The small pits of size 700mmX700mm were dug at 500m

interval staggered left and right along the carriageway and large pits of size

1000mmx1000mm at every Km irrespective of the homogeneity considerations according

to the soil characteristics obtained from the tests carried on the samples from the small

pits.

Small Size Pits

Investigation through small pits was intended to decide, augment and enhance the

reliability of investigations carried out in large pits. The spacing of small pits was kept at

500m. The following methodology was adopted:

The 700mmx700mm size pits staggered left and right were dug manually upto the sub -

grade at a spacing of 500m. After excavations of the test pits, the layer wise thickness of

various structural components of the pavement were recorded in the earlier study.

Visual identification of the soil encountered in the pits was also done. After recording of

layer wise thickness, samples of the soil from the bottom of the pits were scientifically

collected, marked, tagged, and then sent to the laboratory for testing to determine the

texture classification.

Dynamic Cone Penetration Test on Large Pits

In order to ascertain the sub grade characteristic and strength along the existing road

large pits of size 1000mmx1000mm were excavated manually keeping in view the

requirements of homogeneity and change in soil profile. The pits were staggered left and

right in every Km and were dug manually upto the sub grade level.

The pits were oriented in such a way as to cause minimum damage to the pavement but

extending to such a distance as to meet the requirements of the test. The following

methodology was adopted for large pit investigation:

1. After excavation of test pits, the thickness of the pavement layers as in case of small pits

were measured and recorded.






2. Following field tests were carried out in each of the test pits adopting standard procedure

mentioned against each test.

- Field Density : IS 2720 (Part-28)

- Moisture Content : IS 2720 (Part-2)

- Dynamic Cone Penetration Test (DCP) TRRL Road Note-8

3. Field Density test was carried out by sand replacement method.

4. For moisture content determination, the soil collected from the sub-grade for the lab

testing was used.

5. DCP equipment standardized by TRRL comprising 60 degree cone with a base diameter

of 20 mm and 8 kg hammer dropping from a height of 575 mm was used for DCP test. This

test was carried out at specific locations according to the homogeneity of the soil tested

from the small pits. This test was conducted in the pits of 1000mmX1000mm size after

reaching the sub-grade level. One test was for each pit excavated in every Km. After

setting the apparatus at sub-grade level, the number of blows were recorded upto 1000mm

or to point of refusal below the sub-grade level. The in-situ strength of the soil driven into

the sub-grade is expected to be inversely proportion to the rate of penetration (in mm per

blow of hammer) achieved, which might vary, even at the same location at different depths.

6. After field tests the disturbed and un-disturbed samples of the soil from the bottom of the

pit collected for testing in the laboratory.

7. The following tests are being out carried out in the laboratory.

- Grain size Analysis : IS 2720 (Part-4)- Modified Proctor compaction : IS 2720 (Part-8)- Atterberg’s Limits : IS 2720 (Part-5)- CBR Determination for unsoaked : IS 2720 (Part-16)and 4 days soaked samples, at 95% and MDD.

In-situ evaluation of the strength of the sub-grade in terms of CBR of an existing

pavement as per IRC or any other International Standards is very time consuming and

tedious testing. Dynamic Cone Penetration Test is a simple and quick method for

evaluation of the strength of the sub-grade. This equipment is useful for determination of

in-situ sub-grade strength in terms of CBR at its natural moisture and in-situ density. This

is done with the aid of an established correlation. The design of the pavement DCP

equipment is similar to that described by Kleyn, Morce and Savage (1982) and developed

by TRRL, UK. It incorporates 8 kg weight dropping through a height of 575 mm and a

60° cone having a diameter of 20 mm tests the soil. The DCP rod is driven into the sub-

grade soil by a 8 kg drop hammer sliding on a 16 mm diameter steel rod with a fall height

of 575 mm. A meter long scale is fitted parallel to the rod. The DCP cone is driven into






sub-grade soil upto 1000 mm and penetration in mm/blow is determined by taking

average of number of blows required for every 300mm penetration in each fort pit. DCP

values with the strength of sub-grade in field conditions are correlated with soaked CBR

values of undisturbed samples of sub-grade determined in the Laboratory. Correlation

based on Linear regression analysis as described below gave the best results; it is

described as under:

Linear Correlation: A correlation is obtained by linear regression analysis of data of

Log10 penetration and Log10 CBR in the following manner:

y = a + b x …………….…….Eq (1)

x and y are the Log10 values of DCP (mm/blow) and CBR (%) respectively and a & b are

the regression constants which can be calculated using Eq. 2 & Eq. 3

b = n. x y - x .yn. x2 - (x)2 … Eq (2)

_ _

a = y - b x … Eq (3)

_

Where x & y are the average of values of x and y and n is the number of tests.

Taking the Log10 values of DCP and Log10 of CBR as x and y, following regression

equation has been developed.

Log10 CBR = 1.7019 - 0.9530 Log 10 DCP …..Eq (4)

4.2.1 Analysis and Recommendations

Soil Classification and relevant details:

The Laboratory tests carried out for the soil samples collected from large pits revealed

that soil along the alignment (Begusarai – Khagaria section) is clayed silt of low to

medium plasticity. Generally the soil along this section of project road is clayey silt as the

percentage of clay and silt varies between 85 to 97. The PI value of the soil samples

varies between 3.98 and 18.91. Table 4.1 & Table 4.2 gives the details of test results ofsamples collected from large pits for Begusarai – Khagaria section of NH31.

Perusal of the test results on the samples from the small pits broadly indicates that the

sub-grade soil is clayey silt of low to medium plasticity.






Table – 4.1Percentage of Moisture, Wet Density & Dry Density

S.No.

Location

ofChainage

L/R % ofMoisture

Wet density

of soil(gm/cc)

Dry

densityof soil(gm/cc)

Site

C.B.R.RoundoffValue

1 234.795 L 9.500 1.790 1.630 5.000

2 235.400 R 8.500 1.910 1.760 3.000

3 236.850 L 8.000 1.920 1.775 5.000

4 237.450 R 12.000 1.975 1.760 2.000

5 238.400 L 10.450 1.980 1.790 3.000

6 239.190 R 9.630 2.020 1.840 2.000

7 240.850 L 9.760 1.889 1.720 3.000

8 241.620 R 8.500 1.790 1.650 4.0009 242.600 L 9.250 1.990 1.810 3.000

10 243.990 R 9.620 1.959 1.787 3.000

11 244.950 L 10.820 1.967 1.775 2.000

12 245.500 R 11.640 1.900 1.700 3.000

13 246.800 L 9.830 1.940 1.766 3.000

14 247.950 R 6.960 1.896 1.773 3.000

15 248.700 L 7.630 1.873 1.740 8.000

16 249.200 R 8.760 1.877 1.726 3.000

17 250.190 L 6.000 1.845 1.740 4.000

18 251.600 R 8.000 1.922 1.780 4.00019 252.980 L 3.000 1.823 1.770 5.000

20 253.815 R 9.500 2.061 1.880 2.000

21 254.550 L 7.120 1.806 1.686 3.000

22 255.200 R 12.500 2.000 1.790 3.000

23 256.250 L 11.500 1.815 1.630 2.000

24 257.890 R 12.000 2.019 1.800 2.000

25 258.815 L 7.680 1.999 1.857 3.000

26 259.500 R 7.260 2.024 1.887 4.000

27 260.240 L 8.590 1.860 1.720 3.000

28 261.310 R 8.480 1.977 1.820 3.00029 262.680 L 13.620 1.917 1.680 5.000

30 263.750 R 7.000 1.746 1.630 5.000

31 264.850 L 9.360 1.888 1.726 4.000

32 265.785 R 6.930 1.979 1.850 3.000

33 266.990 L 7.150 1.744 1.628 6.000

34 267.050 R 9.550 1.798 1.642 4.000






35 268.100 L 11.970 1.994 1.780 3.000

36 269.350 R 9.870 2.076 1.890 3.000

4.2.2 Sub-grade strength

As per the tests conducted OMC values (Table 4.2) vary between 9% & 16% and those

of MDD vary from 1.79 gm/cc to 1.995 gm/cc. This shows that the sub-grade soil along

the project road is low to medium plasticity. Further the soaked CBR values at 55 blows

also vary between 2.48 to 10.71. This is also indicative of precarious position of sub-

grade soil strength and great care is required to be exercised in during construction /

reconstruction of pavement.

4.2.3 Material Investigation

The consultants are required to carry out investigations to identify the potential sources of

construction materials and assess their general quality and availability. It is essential for

economical and timely successful implementation of the construction programme of road

project. It is, therefore essential to identify the source of following materials near the

project site so as to economies on the cost of construction besides early implementation

of the project.

a. Suitable fill materials for compacted earthwork in embankment construction.

b. Materials for construction of sub base.c. Stone metal & chips of different grades conforming to relevant I.S specification for

construction of base and surfacing course.

d. Materials for construction of Bridge components.

e. Materials for slope pitching.

4.2.4 Soil Borrow Area Investigation

Soil Survey

The objective of soil survey is, firstly to determine the main soil types occurring along the

alignment and, secondly, to locate the source of borrow soil for use of embankment

construction.

For soil sampling an interval of about 2 km is generally considered sufficient. The interval

may, however, be varied depending on charges in soil type and other factors. The

sample collected should be evaluated for different geo-technical properties to decide

upon usage in embankment construction.






The desirable properties of soils for highway embankment are -

Stability

Incompressibility

Permanency of strength

Minimum charges in volume and stability under adverse conditions of weather and

moisture content.

Good drainage and

Easy of compaction

The soil should posses & adequate resistance to permanent deformation under loads,

and should possess resistance to weathering, thus, retaining the desired subgrade

support. Good drainage is essential to avoid excessive moisture retention, which maylead to pavement failure and potential and fast action. Easy of compaction ensures

higher dry density and strength under particular type and account of compaction.

Types of soils occurring in the country

Soils occur in a fairly wide variety in our country. Some of the major soil types met with

are:

Alluvial soil: These are mostly found in the Indo-Gangetic plain. Generally these are

composed of broadly matching fractions of sand, silt and clay, and make fair to good sub

grade material.

Fine Sand: It is confined mostly to desert areas in the northwestern part of the country.

This soil lacks binder fraction and is not well graded.

Coastal Soil: The sand/sandy soils forming the coastal alluvium usually make good

subgrade.

Black Cotton soils: Black cotton soils occur in parts of Madhya Pradesh, Maharashtra,

Andhra Pradesh and Karnataka. These soils are characterized by pronounced volume

changes (swelling upon wetting and shrinkage after drying) and low strengths at high

moisture content.

Red gravelly soils: The moorums and red gravelly soils are found in various pockets and

are generally less problematic.




M D D

O . M . C .

( % )

L L

P L

P I

G r a v e l

S a n d

S i l t &

C l a y

1

2 3 4 . 7 9 5

L

1 . 9 0

0

1 1 . 0 0

L . L & P . L

0 . 0 0

7 . 3 3

9 2 . 6 7

1 9 . 4 4

4 . 6 0

2

2 3 5 . 4 0 0

R

1 . 9 3

0

1 3 . 0 0

2 8 . 6 2

2 2 . 9 5

5 . 6 7

0 . 0 6

6 . 1 0

9 3 . 8 4

8 . 9 2

7 . 7 0

M L

3

2 3 6 . 8 5 0

L

1 . 9 0

0

1 4 . 0 0

3 5 . 1 6

2 7 . 6 1

7 . 5 5

0 . 2 8

3 . 2 1

9 6 . 5 1

6 . 2 5

4 . 8 0

M I

1 3 . 3 0

4

2 3 7 . 4 5 0

R

1 . 8 9

0

1 1 . 0 0

3 2 . 1 3

2 3 . 3 5

8 . 7 7

0 . 0 0

5 . 7 7

9 9 . 2 3

1 5 . 5 5

4 . 7 0

M L

5

2 3 8 . 4 0 0

L

1 . 8 9

0

1 2 . 0 0

4 5 . 5 5

3 0 . 8 0

1 4 . 7 5

0 . 6 2

8 . 2 2

9 1 . 1 6

1 1 . 0 9

3 . 9 0

M I

6

2 3 9 . 1 9 0

R

1 . 9 7

0

1 2 . 0 0

2 9 . 7 5

2 5 . 0 8

4 . 6 7

0 . 1 8

1 6 . 4 9

8 3 . 3 3

1 1 . 1 7

4 . 6 0

M L

7

2 4 0 . 8 5 0

L

1 . 8 9

0

1 4 . 0 0

3 8 . 2 5

2 6 . 8 5

1 1 . 4 0

0 . 0 0

3 . 9 3

9 6 . 0 7

2 4 . 0 4

3 . 5 0

M I

1 2 . 2 0

8

2 4 1 . 6 2 0

R

1 . 8 1

0

1 1 . 0 0

2 6 . 8 8

1 9 . 9 8

6 . 9 0

0 . 1 2

2 . 0 3

9 7 . 8 5

2 6 . 5 7

3 . 4 0

M C

9

2 4 2 . 6 0 0

L

1 . 8 4

5

1 1 . 0 0

4 1 . 8 3

2 9 . 3 1

1 2 . 5 2

0 . 8 1

6 . 3 0

9 2 . 8 9

1 2 . 9 3

9 . 1 0

M I

1 0

2 4 3 . 9 9 0

R

1 . 9 0

0

1 3 . 0 0

4 0 . 5 5

2 9 . 8 2

1 0 . 7 3

0 . 0 0

6 . 4 6

9 3 . 5 4

2 9 . 6 8

4 . 2 6

M I

1 2 . 5 0

1 1

2 4 4 . 9 5 0

L

1 . 8 9

5

1 4 . 0 0

4 5 . 6 7

2 8 . 9 1

1 6 . 7 6

0 . 0 0

2 . 2 2

9 7 . 7 8

2 7 . 4 8

2 . 4 8

M I

1 2

2 4 5 . 5 0 0

R

1 . 8 8

0

1 3 . 5 0

5 1 . 5 5

3 4 . 8 6

1 6 . 6 9

0 . 1 2

4 . 0 0

9 5 . 8 8

1 2 . 2 4

4 . 3 8

M H

M o d

i f i e d P r o c t o r

A t t e r b e r g L i m i t

S i e v e A n a l y s i s ( % )

L / R

F S I

S . N o

S a m p l i n g

C h a i n a g e

T a b l e - 4

. 2

N A T I O N A L H I G H W A Y S A U

T H O R I T Y O F I N D I A

F e a s i b i l i t y S t u d y a n d P r e p a r a t i o n

o f D P R

f o r 4 / 6 o f s e l e c t e d s t r e t c h e s o f N a t i o n a l H i g h w a y s u n d e r 1 0 , 0 0 0 k m s ( N H D P P h . I I I ) p r o g r a m

m e ( C o n t r a c t P a c k a g e N o .

N N / D L 3 / 2 ) K h a g a r i a – B e g u s a r a i - B a k h t i a r p u

r S e c t i o n o f N H - 3 1 i n t h e s t a t e o f B i h a r

C B R %

C l a s s i s f i c a t i o n

R e m a r k s

T e s t S u m m a r y f o r S u b - G r a d e S o i l

n o t o b t a i n e d



M D D

O . M . C .

( % )

L L

P L

P I

G r a v e l

S a n d

S i l t &

C l a y

M o d




L / R

F S I

S . N o

S a m p l i n g

C h a i n a g e

C B R %


R e m a r k s


1 3

2 4 6 . 8 0 0

L

1 . 8 5

0

1 4 . 5 0

3 1 . 0 6

2 4 . 0 8

6 . 9 8

0 . 0 0

1 4 . 8 4

8 5 . 1 6

1 2 . 1 4

1 0 . 7 1

C L

1 4

2 4 7 . 9 5 0

R

1 . 9 3

0

1 1 . 0 0

4 7 . 0 3

2 4 . 3 1

2 2 . 7 2

0 . 0 0

3 . 3 3

9 6 . 6 7

3 2 . 5 2

6 . 2 5

C L

1 5

2 4 8 . 7 0 0

L

1 . 8 7

0

1 3 . 0 0

3 4 . 7 8

2 5 . 9 4

8 . 8 4

0 . 6 5

7 . 0 8

9 2 . 2 7

1 8 . 1 8

5 . 0 0

M L , O L

1 6

2 4 9 . 2 0 0

R

1 . 9 2

0

1 1 . 0 0

3 0 . 8 7

2 6 . 8 9

3 . 9 8

0 . 4 4

3 . 3 5

9 6 . 2 1

1 1 . 3 6

1 0 . 2 0

M L

1 7

2 5 0 . 1 9 0

L

1 . 9 1

5

1 1 . 0 0

3 0 . 9 2

1 9 . 7 3

1 1 . 1 9

0 . 2 4

2 . 2 6

9 7 . 5 0

1 6 . 4 1

8 . 5 0

C L

1 8

2 5 1 . 6 0 0

R

1 . 8 7

0

1 6 . 0 0

3 2 . 8 2

2 4 . 9 5

7 . 8 7

0 . 2 6

4 . 0 9

9 5 . 6 5

2 0 . 5 0

4 . 6 0

M I

1 3 . 0 0

1 9

2 5 2 . 9 8 0

L

1 . 9 8

0

1 2 . 0 0

0 . 0 0

2 0 . 5 7

7 9 . 4 3

1 3 . 8 9

5 . 7 0

2 0

2 5 3 . 8 1 5

R

1 . 9 2

5

1 4 . 0 0

5 3 . 6 2

3 4 . 7 1

1 8 . 9 1

0 . 2 5

2 . 9 7

9 6 . 7 8

2 1 . 4 3

3 . 7 6

M H

2 1

2 5 4 . 5 5 0

R

1 . 8 4

0

1 3 . 0 0

4 2 . 1 0

2 6 . 8 1

1 5 . 2 9

0 . 0 0

1 . 3 3

9 8 . 6 7

2 0 . 4 5

4 . 7 0

M I

2 2

2 5 5 . 2 0 0

R

1 . 9 2

5

1 3 . 0 0

3 3 . 1 1

2 5 . 1 9

7 . 9 2

0 . 5 6

1 . 3 1

9 8 . 1 3

7 . 1 4

9 . 0 0

M L

2 3

2 5 6 . 2 5 0

L

1 . 9 0

0

1 2 . 0 0

3 0 . 4 5

2 1 . 2 9

9 . 1 6

0 . 1 0

4 . 2 1

9 5 . 6 9

1 4 . 6 4

6 . 8 0

C L

1 4 . 9 0

2 4

2 5 7 . 8 9 0

R

1 . 9 6

0

1 2 . 0 0

0 . 0 0

0 . 8 8

9 9 . 1 2

1 3 . 1 6

9 . 1 0

2 5

2 5 8 . 8 1 5

L

1 . 9 4

0

1 2 . 0 0

2 6 . 9 4

2 2 . 1 3

4 . 8 1

0 . 1 9

1 . 6 9

9 8 . 1 2

1 8 . 7 2

4 . 9 0

M L

2 6

2 5 9 . 5 0 0

R

1 . 9 4

5

1 1 . 0 0

3 1 . 0 4

2 2 . 1 5

8 . 8 9

0 . 1 7

1 4 . 4 6

8 5 . 3 7

1 3 . 9 1

4 . 4 0

C L

1 1 . 9 5





M D D

O . M . C .

( % )

L L

P L

P I

G r a v e l

S a n d

S i l t &

C l a y

M o d




L / R

F S I

S . N o

S a m p l i n g

C h a i n a g e

C B R %


R e m a r k s


2 7

2 6 0 . 2 4 0

L

1 . 9 0

0

1 2 . 0 0

3 0 . 5 2

2 5 . 4 8

5 . 0 4

0 . 0 0

5 . 1 8

9 4 . 8 2

2 1 . 4 3

4 . 2 5

M L

1 1 . 6 4

2 8

2 6 1 . 3 1 0

R

1 . 8 6

5

1 2 . 0 0

3 6 . 4 7

2 4 . 9 7

1 1 . 5 0

0 . 0 0

6 . 7 7

9 3 . 2 3

3 7 . 6 5

4 . 2 0

M I

1 2 . 3

2 9

2 6 2 . 6 8 0

L

1 . 9 5

0

1 2 . 0 0

- - - - -

- - - - -

0 . 0 0

0 . 2 3

2 . 1 9

9 7 . 5 8

6 . 8 3

9 . 5 0

M L

3 0

2 6 3 . 7 5 0

R

1 . 9 3

0

1 2 . 0 0

0 . 0 0

2 3 . 1 3

7 6 . 8 7

1 0 . 4 2

1 0 . 5 0

2 0 . 8

3 1

2 6 4 . 8 5 0

L

1 . 9 6

5

1 1 . 0 0

- - - - -

- - - - -

0 . 0 0

0 . 0 0

3 . 3 5

9 6 . 6 5

7 . 7 9

1 0 . 0 0

M L

3 2

2 6 5 . 7 8 5

R

1 . 9 9

5

1 2 . 0 0

0 . 0 4

4 3 . 7 9

5 6 . 1 7

1 5 . 8 8

1 0 . 0 0

1 6 . 4

3 3

2 6 6 . 9 9 0

L

1 . 7 9

0

9 . 0 0

- - - - -

- - - - -

0 . 0 0

0 . 0 6

6 . 9 8

9 2 . 9 6

1 8 . 1 2

3 . 1 0

M L

3 4

2 6 7 . 0 5 0

R

1 . 8 9

0

1 2 . 0 0

0 . 0 0

1 0 . 1 0

8 9 . 9 0

1 4 . 6 5

7 . 0 0

3 5

2 6 8 . 1 0 0

L

1 . 8 9

0

1 1 . 0 0

4 4 . 6 0

3 2 . 0 7

1 2 . 5 3

0 . 0 0

0 . 7 3

9 9 . 2 7

1 9 . 9 9

3 . 9 0

M I

3 6

2 6 9 . 3 5 0

R

1 . 8 6

0

1 3 . 0 0

3 6 . 9 7

2 7 . 5 9

8 . 8 8

0 . 0 0

0 . 2 6

9 9 . 7 9

8 . 1 7

5 . 3 0

M I








The soil along the alignment falls mainly in the category of black cotton soil. These soils

are composed broadly of silt and clay with sand & nominal gravelly materials. 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.

On the basis of information gathered through contacts 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 distance (lead).

4.2.5 Survey and investigation of Stone Aggregate Materials

The survey was carried out to locate potential sources of sound stone aggregates

required for the construction of:

Wet Mix Macadam

Dense Bituminous Macadam

Bituminous Concrete

Cement concrete

Quarries exist at Jamalpur, Shekhpura, Pakur, Manpur, Karwandia / Tarachandi, Kadwa,

Lengura, Gaira, Kulge, Sita Nalla, Kandra, Panchet, Ambadag and Chutupalu. Out of

these moorum is available at quarries of Kandra and Chutupalu. Stone metals /

aggregates are available in other quarries.

Figure 4.1 shows the quarry location within influence area of project road.

The physical requirements of coarse aggregates that are relevant to be adopted in non –

bituminous and bituminous layers of pavement are given below:

i) For Wet Mix Macadam:

Los Angels Abrasion Value : Maximum 40%.

Aggregate Impact Value : Maximum 30%.Note – Aggregates may satisfy requirements of either of the two tests.

Combined Flakiness andElongation Index : Maximum 30%






Note – To determine this combined proportion, the flaky stone from a representative

sample should first be separated out. Flakiness index is the weight of flaky stone metal

divided by the weight of stone sample. Only the elongated particles be separated out

from the remaining (non-flaky) stone metal. Elongation index is weight of elongated

particles divided by total non-flaky particles. The value of flakiness index and elongation

index so found are added up.

If the water absorption value of the coarse aggregate is greater than 2 per cent, the

soundness test shall be carried out on the material delivered to site as per IS – 2386

(Part – 5).

ii) For Dense Bituminous Macadam:

Grain size analysis : Max 5% passing 0.075 mm sieve.

Combined Flakiness andElongation Index : Maximum 30%








Aggregate Impact Value : Maximum 27%.

Note – Aggregates may satisfy requirements of either of the two tests.

Sodium Sulphate (Soundness) : Max 12%.Magnesium Sulphate (Soundness) : Max 18%.

Water Absorption : Max 2%.

Stripping : Minimum retained coating 95%.

Water Sensitivity (Retained TensileStrength) : Min 80%.

Note – The water sensitivity test will be only required if the minimum retained coating in thestripping test is less than 95%.

iii) For Bituminous Concrete:






Grain size analysis : Max 5% passing 0.075 mm sieve.

Combined Flakiness and

Elongation Index : Maximum 30%








Aggregate Impact Value : Maximum 24%.

Note – Aggregates may satisfy requirements of either of the two tests.

Polished Stone Value : Minimum 55%.

Sodium Sulphate (Soundness) : Max 12%.Magnesium Sulphate (Soundness) : Max 18%.

Water Absorption : Max 2%.

Stripping : Minimum retained coating 95%.

Water Sensitivity (Retained TensileStrength) : Min 80%.

Note – The water sensitivity test will be only required if the minimum retained coating in thestripping test is less than 95%.

At present sufficient quantities are available at the aforesaid location so as to completely

meet the requirements of this project. However, Sheikhpura Quarry has been considered

for the above mentioned works

4.2.6 Naturally Occurring Granular materials for GSB

Efforts were made to explore the sources of naturally occurring GSB granular materials

for use in the construction. Quantities of crushed aggregates, which may be used in

G.S.B., are available in abundance at Shaikhpura quarry.






4.2.7 Sand

Coarse sand in large quantities to serve the requirement of this project road is available

from Ganga river bed. It is generally free from dust, lumps, soft or flaky materials.

However, the Kiul sand available at Kiul quarry has been proposed for the project

road.Mooram for the project has been proposed to be used from the quarry at Rajgir.

4.2.8 Water

River Ganga has adequate flow of water that may be contaminated by industrial and

domestic wastes of nearby industrial areas and other habitations. The samples from

ground and surface water sources have been tested and found that this could be used

for construction works.

4.2.9 Bricks A large number of brick kilns are available within a lead of 15-20 km from the project

road. Since the proposed construction to a large extent consists of RCC works other than

flexible pavements, the requirement of bricks is likely to be not much.

4.2.10 Cement

The cement of almost all-acceptable brands is locally and readily available. The cement

conforming to ISI specifications and approved by DGS & D can very easily be procured

locally from Begusarai town

4.2.11 Steel

SAIL the primary and authenticated sources of steel has branches at all important

locations all over India including Begusarai. Steel is also being manufactured locally as

per ISI specifications under different names, which can be purchased after necessary

testing.

4.2.12 Bitumen

The regional sales officers of IOC and HPC were contacted with regard to procurement of

Bitumen and Bituminous Products for use on the project road. It was reveled that all the

requirements of the Bitumen and Bituminous Product can be met with from the Brauni Oil

Refinery which is located very close to the project road.

4.3 Widening Schemes

The Consultants have deliberated the desirability of eccentric widening (left side) for

Begusarai – Khagaria section of NH-31 on grounds of --.

Maximum utilization of existing road.






Saving of roadside trees and protection of existing Bund.

Ease of construction

Easier traffic management during construction. Symmetrical widening is not considered

desirable in rural areas on account of cutting of large number of well grown trees (cluster

of trees) located on either side of the road and in consideration of catering to the traffic

during construction. However, in urban / semi-urban area concentric widening could be

considered with reduced median width with service road to cater to the local traffic, so

that the uninterrupted flow of traffic could be achieved on the main highway.

In case of re-alignment section of NH-31 between Km 153.30 to Km 191.700 the project

road will traverse through vacant / agricultural land and in any case would warrant new

construction.

4.4 Land acquisition

The stretch of project road from zero mile to Khagaria (Km 212.950 to 266.282) has right

of way of 60m and will not warrant land acquisition as such. Part of Mokama Bypass that

is being utilized has right of way of 90m. However, the realigned portion of project road

between km 153.30 on NH 31 near Bakhtiarpur to km 191.700 on NH 31 beyond

Mokama as well as the stretch between km 197.900 at the starting point of proposed new

Ganga Bridge to km 206.100 will require land acquisition for the entire ROW (60m), and

the stretch between Km 206.100 to Km 212.950 of NH 31 having a 30m ROW, it will

require land acquisition for the ROW of 45m. The land acquisition details for the projectare given below (Table 4.3):-

Table – 4.3: Land acquisit ion details

Chainage (Km) Length(m)

ROWavailable

(m)

Requirement(m)

Area in HectareFrom (Km) To (Km)

153.300 191.700 38400.00 0 60.00 230.4

191.700 197.900 6200.00 90 0 -

197.900 206.100 8200.00 0 60.00(49.2 –(1.9*6.0))

=37.8

206.100 212.950 6850.00 30 45.00 10.275

212.950 266.282 53332.00 60 0 -

278.475

Total in acre 688.1239 Acre

68812.389 Decimal






APPROACH AND METHODOLOGY

5.1 General

The Consultant’s approach to the project has been in accordance with the “Terms of

reference” given in the Contract Document, understanding of the project objectives

and continuous discussions with the Client during the progress of the project study.

The Consultants have already submitted the DPR for this work for the project

alignment earlier approved by NHAI.However, in view of the change in the alignment

after submission of DPR the Consultants have undertaken the task of carrying out

the feasibility study for the revised alignment

5.2 Objectives

5.2.1 The main objective of the consultancy service is to prepare detailed project reports

for rehabilitation and upgrading of the existing single / 2-lane National Highway (NH)

section to 4-lane divided carriageway configuration. The traffic levels on the project

sections call for rehabilitation / upgradation of existing road to 2-lane with paved

shoulders to 4- lane carriageway configuration.

5.2.2 The viability of the project designed as a partially access controlled facility shall be

established taking into account the requirements with regard to rehabilitation,

upgrading and improvement based on highway design, pavement design, provision

of service roads wherever necessary, type of intersections, underpass / flyovers /

ROB’s rehabilitation and widening of existing and / or construction of new bridges

and structures, road safety features, quantities of various items of works and cost

estimates vis-à-vis- the investment and financial return through toll and other

revenues.

5.2.3 The Feasibility Report would inter-alia include detailed highway design, design of

pavement and overlay with options for flexible or rigid pavements, design of bridges

and cross drainage structures and grade separated structures, design of service

roads, quantities of various items, detailed working drawings, detailed cost estimates

economic and financial viability analysis, environmental and social feasibility, social

and environmental action plans as appropriate and documents required for tendering

the project on commercial basis for international / local competitive bidding.

5.0





5.2.4 The preparation of Detailed Project Report should incorporate the aspects of value

engineering, quality audit and safety audit requirement in design and implementation.

5.3 Scope of Consul tancy Services

The consultancy services scope covers all aspects of project preparation activities of

the proposed improvement starting from initial surveys to preparation of Feasibility

Report , Cost Estimates and BOT Bid Document. The services provided and

documents prepared are of international standard and will result in the most

economical and technically sound proposal for converting the existing two-lane

carriageway to four-lane dual carriageway width. Broadly, the scope would cover the

following:

5.3.1 As far as possible, the widening work shall be within the existing right of way avoiding

land acquisition, except for locations having inadequate width and where provisions

of short bypasses, service roads, alignment corrections, improvement of intersections

including provision of grade separators etc. are considered necessary and

practicable and cost effective. However bypasses proposals should also be

considered, wherever in urban areas, widening to 4 lane of the existing road is not

possible. In such a case land acquisition details shall be furnished as per revenue

records / maps for further proceeding.

5.3.2 The project is envisaged to be implemented on Public-Private Partnership (PPP) and

as such viability on Build-Operate and Transfer (BOT) basis should be kept in mind.

In case the project has low viability the project would be take up on Annuity / EPC

basis. Accordingly, it is required to prepare and deliver the bid documents for both

the possibilities / options.

5.3.3 It is proposed to collect fees from the users on the improved facilities and therefore,

this important aspect has to be kept in mind wile carrying out the study.

5.3.4 The possible locations and design of toll plaza shall also be studied 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.

5.3.5 The Consultant will also make suitable proposals for further widening of the road of

6-lane etc. and strengthening of the carriageways, as required at the appropriate time





to maintain the level of service over the design period. In case the requirement of a

6-Lane facility is justified in whole or part length of the consultancy assignment, the

design consultant shall carry out the required services meeting the 6-lanerequirements.

5.3.6 The studies for financing options like BOT, Annuity, SPV will be undertaken in

Feasibility Study stage.

5.3.7 All ready to implement ‘good for construction’ drawings shall be prepared.

5.3.8 Environmental Impact Assessment, Environmental Management Plan and

Rehabilitation and Resettlement Studies shall be carried out meeting the

requirements of the lending agencies like ADB / World Bank / JBIC etc.

5.3.9 Wherever required, liasioning with concerned authorities will be made for arranging

all clearances. Approval of all drawings including GAD and detail engineering

drawings will be got done from the Railways. However, if Railways require proof

checking of the drawings prepared by the consultants, the same will be got done by

NHAI.

5.3.10 Preparation of Feasibility Report should incorporate value engineering, quality audit

and safety audit requirement in design and implementation and the consultant will

submit quality audit plan before starting preparation of Feasibility Report.

5.3.11 Obtaining all types of necessary clearances required for implementation of the

project on the ground from the concerned agencies. The client shall provide the

necessary supporting letters and any official fees as per the demand note issued by

such concerned agencies from whom the clearances are being sought to enable

implementation.

5.3.12 It is possible that the project under consideration may not justify immediate 4-laning.

In such cases, it is required to plan project for 4-laning but the implementation could

proceed on “stage construction” basis considering 2-lane with paved shoulders in the

initial stage. Accordingly, the consultants are required to furnish drawings and detail

documents including cost estimates as per reporting requirement separately based

on stage construction approach for 2-lane with paved shoulders as well as for

eventual 4-lane facility.





5.4 Approach and Methodology.

The methodology adopted in carrying out the feasibility study involves collection of

secondary data, conducting field surveys and using the results of the data so

obtained in working out the proposals and designs. Prevailing national and

international highway design standards and practices have been incorporated in the

respective areas of coverage. The chapter presented in this main report covers the

respective subject methodology results, analysis, assessment and development of

options and recommendations.

The detailed methodology of each task listed in the “Terms of reference” for this

project have already been provided in the Inception Report, submitted to NHAI. The

approach and methodology of important activities are described briefly as follows:

5.5 Secondary Data and Earlier Reports – Study And Review

The relevant reports and secondary data, development plans concerning the project

and its influence area have been collected directly or wherever necessary with the

help of the Client from concerned State/ Central Government Departments, public

bodies, police, Non-Governmental Organizations etc. Information so collected has

been reviewed to assess future growth in agricultural and industrial production,development programs in various sections, existing economic situation and its

perspective, demographic pattern, transportation plan of the area especially with

respect to road transport and need for safety of traffic. The following data has been

collected:

i) Topo Sheets for the total stretch - Survey of India.

ii) The soil, geo-technical data of the existing road, bridges and cross-drainage

structures/areas.

iii) Hydraulic data i.e. catchment characteristics, flood discharges & silt factor ofthe existing bridge, culverts etc.

iv) The GTS (Geodetic Trigonometrical Survey) benchmark locations and the

corresponding levels.

v) High flood level data of the whole stretch.

vi) Existing drawings and details of the major/minor bridges.

vii) Approximate dates of construction of existing bridges & culverts.

viii) Location, length & height of existing retaining & wing wall.

ix) PWD identified quarry for Sand, Stone Chips and other building materials.

x) Latest Schedule of Rates of the States





xi) Typical cross-section of existing pavement.

xii) Information on the Right of Way (ROW).

xiii) Meteorological Data – Yearly Rainfall, Temperature during various seasons.xiv) Underground / Overhead Utilities which may need shifting or affect widening /

geometric improvement.

xv) Road accident data along the stretch from the local police stations.

xvi) Historical traffic counts data.

xvii) Classified Vehicle Registration figures of the states (as per zone of influence)

and India.

xviii) Statistical / Economic data of the states (as per zone of influence) and India

for the last 8 to 10 years. – Net State Domestic Product (NSDP)/ Gross

Domestic Product (GDP), Per Capita Income (PCI) Prices and Population

Figures etc.

xix) Any Vision Statement / Report on the strategy of future development of Bihar

xx) Plans for development / improvement of roads within the Project Influence

Area.

xxi) Any other engineering data available for the proposed structures on the

existing road.

xxii) Annual expenditures on routine and periodic maintenance on project stretch.

xxiii) Revenue map along the project road for preparation of LA Plan.

xxiv) Location, Name, Address & Telephone Number of Concerned Executive

Engineer of PWD/NH Division responsible for the said Stretch.

xxv) Latest (amended) Land Acquisition Act of Bihar.

xxvi) Names & J.L. No. of Mouzas falling within the Project Area - with District /

Block names, population, Households, M/F break up – Mouza / Block wise.

Most of these data would be available from District Census Handbooks of

Bihar provided the Police Station & Community Development (CD) Blocks are

available.

xxvii) Information on Improvement / widening etc of NH/SH in this area if any, in

near future to be ascertained.

xxviii) Latest IRC, NHAI, MOSRT&H circulars on 4/6 laning standards.

5.6 Traffic survey and analysis .

5.6.1 Traffic Study.

Traffic study is carried out to get information for the following part of the Feasibility

Study:





i) Capacity assessment and recommendation for 4/6-laning based on demand

forecasting for the next 15 years.

ii) Pattern of commodity movements.

iii) Pavement designs.

iv) Intersection designs.

v) Option Study for bypasses / service roads.

vi) Justification for need of ROB/RUB’s

vii) Justification for pedestrian under passes/ foot paths / foot bridges.

viii) Location of truck terminals.

ix) Development of wayside amenities.

x) Study of possible location & design of toll plazas.

xi) Economic and financial appraisal with sensitivity analysis.

xii) Environmental impact assessment and mitigation measures.

5.6.2 Highlights of Traffic on the Project Stretch

In the modified alignment the 112.682km project section of NH-31 from Khagaria-

Bakhtiarpur, are straight over most the parts. However the road and River Ganga run

parallel to each other for most of the parts. Vertical curves are not much pronounced

except at bridge approaches and ROBs.

The stretch passes through Bakhtiarpur, Khagaria via Berhana (Barh), Mokama

Bypass, Begusarai and Ballia. The stretch also passes through few built up areas

comprising villages & ribbon development, shops, etc.

The reconnaissance survey appraisal for identification of potential/existing

problematic stretches, which would require special attention from Traffic engineering

point of view are given below with broad details of the problem and approach to

tackle them.

5.6.3 Methodology Based on TOR & Reconnaissance Survey of the Project

Stretch





(a) Secondary Data Collection.

i) Previous Traffic Count Data.

The State PWD normally carries 7 days x 24 hrs classified traffic volume

count survey twice a year on the National Highways. These data, with exact

location of the count station within or nearest to the project stretch, has been

collected for last 5 years and presented in a tabular form. Where 7-days count

was not available weighted ADT have been worked out. If necessary, further

analysis has been done to arrive at the weekly average ADT.

ii) Statistical Information

* Vehicle Registration

Classified vehicle registration figures for the areas of influence as per O-D

survey have been collected for last 5 years or more from Transport

Department of the Govt. of respective states, Association of Indian

Automobile Manufacturers Research & Publication or from other reliable

sources.

* Economic Indicators

Statistical information such as Population, Per Capita Income (PCI), Net

State Domestic Products (NSDP) at 1993-94 constant prices have been

collected for last 10 years or more from the Directorate of Economics and

Statistics of respective State Government, Economic Survey Government

of India and Statistical Outline of India - by Tata Services Limited. And for

the modified alignment NSDP and PCI were taken at 1999-2000 constant

prices have been collected for last 10 years.

iii) Seasonal Variation

* The Seasonal Variation has been worked out based on the fuel sales

figure from prominent roadside fuel stations along the project stretch. The

details of the same is given in the Section dealing with Traffic Surveys and

Analysis.

iv) Accident Statistics

* Previous accident information has been collected for the last 5 years ormore within the project length from all the Police Stations on the





alignment, to identify accident-prone areas if any, causes and frequency

of accidents etc.

(b) Primary Data Collection.

i) Classified Traffic Volume Count Survey

Direction-wise classified traffic volume count survey has been carried out

for continuous 7-days x 24 hrs in a straight sparingly inhabited area. The

vehicle classification system is as per Table –1 of IRC: 64 -1990. The

primary data collected has been analyzed to estimate the hourly and daily

variations and is also presented in tabular form along with a Pie Chart -

showing ADT composition pattern, classified hourly average traffic and agraphical representation of average hourly variation of the fast and slow

moving vehicles.

ii) Origin – Destination and Commodity Movement Surveys.

O-D & Commodity Survey has been carried out for continuous 1 normal day

(24 Hrs) in both directions. As per IRC: 102- 1988, it is preferable to

conduct the O-D & Commodity Survey for all four wheeled vehicles during

Axle Load Survey. The location of survey stations have been furnished in

consultation with NHAI. The location will be near about the location of the

Mid-Block Survey.

The trip matrices have been worked out for each vehicle category. A

Commodity flow pattern will also be presented showing the average weight

of commodity per vehicle and percentage distribution of vehicles carrying a

particular commodity.

iii) Turning Movement Surveys

Classified turning movement count has been carried out for eight hours ( 4Hours in morning and 4 hours in the afternoon ) on major intersections. The

analyzed data i.e. Peak Hour Design Traffic has been presented as per

IRC: SP: 41-1994. From the existing and projected counts, the intersections

on the project road alignment will be designed.

iv) Axle Load Surveys.

Direction–wise axle load survey has been carried out for continuous 24 Hrs.

on a random sample (about 30%) basis, normally for trucks (both for empty

& loaded trucks). A few buses at random weighed for transforming VDF of

Truck to VDF of Commercial Vehicle. The data from axle load survey is





analysed using any one of the methodologies to find out the Vehicle

Damage Factor (VDF) for each type of truck (axle configuration) including

GVW and SAL by truck type where axle load exceeds 3 tonnes.

The first study on the spectrum of axle loading on National Highways was

carried out in 1979 and then later in 1989. It highlighted the following:

a) 30-40% of Goods Vehicles were overloaded.

b) This trend is increasing.

If the calculated VDF on any road section is below the National Average of

4.5 (as given above), then the National Average will be taken, as per the

IRC guidelines.

v) Speed - Delay Surveys.

Speed & Delay Surveys have been carried out for the full stretch both for up

& down direction to determine the extent, cause, location, duration and

frequency of delays as well as the journey speed and running speed etc.

based on guidelines of IRC: 102 - 1988.

vi) Pedestrian Traffic Surveys.

Pedestrian traffic survey have been carried out at Km 154, Km 172, Km 194,

Km 226.0, Km 228.0, and Km 270.0 during the peak hours extending to four

hours in the morning and evening, to recommend Sidewalk / Footpath or

Pedestrian Under-pass which ever will be required based on Peak Hourly

Pedestrian traffic.

vii) Truck Terminal Surveys.

The data derived from the O-D, speed-delay, other surveys have been

analysed to assess requirements for present and future development of

truck terminals at suitable locations within the project stretch.

5.6.4 Methodology of Analysis and Traffic Demand Estimates.

Traffic forecast is made for the period of 20 years for all types of vehicles. This has

been done by Vehicle Registration Method and Econometric Modeling Method. Out

of the two methods, traffic projected by transport demand elasticity technique is being





5.6.6. Traffic Safety Features, Road Furniture & Road Markings.

Traffic Safety Features and Road Furniture including traffic signals, signs, pavement

and edge markings, overhead sign boards, crash barriers, delineators etc. will be

designed as per IRC – 67 2001 and have to be located at appropriate places of the

whole stretch for advance information to motorists during detail engineering stage.

Pavement and edge markings will be designed for built up areas and important

intersections. Cat eyes and fluorescent marking, and crash barriers may be used at

bends, bridges and approach to bridges. Any person mutilating the sign board by

fixing bills or doing other damage should be challenged and punished.

5.6.7. Toll Plazas.

An Initial Traffic Count and willingness to pay surveys have been conducted. If a

reasonable possibility is foreseen, then toll plaza’s location with their layout and

additional land requirement will be ascertained during PPR stage.

5.7 Engineering Surveys and Investigations.

5.7.1 Reconnaissance and Alignment.

(a) In-depth study of the available land width (ROW), Survey of topographic maps,

satellite imageries of the project area and other available relevant information

have been collected concerning the existing alignment and the vicinity of the

project corridor.

(b) The detailed ground reconnaissance has been taken up immediately after the

study of maps and other data. The primary tasks of reconnaissance surveys

include:

i. Topographical features of the area.

ii. Typical physical features along the existing alignments within and outside

ROW i.e. land use pattern along the project stretch.

iii Possible alignment alternatives, vis-à-vis, scheme for the construction of

additional lanes parallel to the existing road to the left or right or central

widening.

iv. Provision of the interchanges and underpass for pedestrian/ animal

crossings and slow moving traffic.





v. Traffic pattern and preliminary identification of traffic homogenous links.

vi. Sections through congested areas.

vi. Inventory of major aspects including land width, terrain, pavement type,

carriageway type, bridge and structures (type, size and location),

intersections (type, crossroad category location), urban areas (location

extent), geologically sensitive areas, environmental features, and

hydrological features including social aspects.

viii. Critical areas requiring detailed investigations; and

ix. Requirement for carrying out supplementary investigations.

x. Soil (textural classifications) and drainage conditions.

xi. Type and extent of existing utility services along the alignment (within

ROW).

xii Identification of various agencies of the Govt. from whom the concerned

project clearances for implementation are to be sought.

xiii. General observations of the conditions of existing pavement.

(c) The data collected from the reconnaissance surveys have been utilised for

planning and programming the detailed surveys and investigations. All field

studies including the traffic surveys would be taken up on the basis of

information derived from the reconnaissance surveys.

(d) Possible identifications of any proposed by-pass, their possible route based on

secondary data only, and any advantage that could be conceived to justify

detail investigation, which includes carrying out reconnaissance survey,

compass surveys, detailed topographical surveys, social and environmental

surveys for preparing the Feasibility Report of the By-pass.

5.7.2 Utili ty Re-Location Strip Plan.

(a) Preliminary Utility Re-Location Strip Plan, (both over ground and underground),

will be prepared based on topographical surveys by Total Station only.

However, the consultants have carried out topographic survey to Total Station

for Bakhtipur- Begusari section the stretch of project road (Km 153.300 to Km223.975) in the month of March 2011and Begusarai – Khagarua section the





stretch of project road (Km 223.975 – Km 266.282) in the months of Feb- march

2005. Utility Relocation strip plan will be prepared by the consultants once

approval on realignment / alignment of balance portion of project is obtainedand topographic survey is completed. This strip map will also indicate proposed

relocation of utilities of the highway. It will be utilized to estimate the additional

cost likely to be incurred evaluating the feasibility of each alternative

considered.

(b) The number of trees on left and right side of carriageway, having a girth of 30

cm. or more (in ranges of 30-60cm, 61-90cm, 91-120cm, >121cm) measured

1.0 m above the ground level has been indicated for each kilometer. All

environment-related data will be shown in the strip plan. The strip plan willidentify the extent of encroachments and ribbon developments within the road

boundary, location of schools, hospitals, religious structures, electrical and

telephone poles/ lines crossing the road. For getting details of under ground

utilities, Water Supply and Sewerage Board, various Services Departments and

other State authorities has been contacted.

5.8 Topographic Surveys.

5.8.1 Objecti ve of Topo-Survey.

The basic objective of the topographic survey is to collect the essential ground

features along the existing alignment, and to collect spot levels in order to develop

Digital Terrain Model (DTM). The equipment used for the purpose are Total Station,

GPS and Auto Levels. This data forms the basis for all the design to be carried out,

so as to take care of design requirements of new carriageway, possible

improvements in highway geometrics, identifying areas of restriction and their

remedies and relocation of utilities by using a Highway software package. The data

collected will result in the final design and for the computation of earthwork and other

quantities required.

5.8.2 Methodology of Topo - Survey

The detail methodology including the various intermediate quality check procedures,

control points and pillars, horizontal vertical controls etc have been described in

detail in the QAP document submitted to NHAI.

5.9 Road and Pavement Investigations

Visual Condition of the pavement has been assessed as per IRC: 81-1997 by drivingslowly on the entire road for close inspection. For the purpose of the survey, the





entire length has been divided into homogeneous sections based on the roughness

and surface distress. The pavement surface distress has been identified by amount

of ravelling, bleeding, rutting, potholes and cracking. The assessment survey shalldetermine the pavement condition, shoulder condition (if required) and embankment

conditions, which would provide all data to meet the input requirements of HDM-IV

software.

5.9.1 Road Inventory Surveys .

Detailed road inventory survey has been carried out to collect all data to sufficient

details. It has been compiled in tabular as well as graphical form and developed on

MS- Excel. The data will include:

a) Type of terrain

b) Land Use

c) Carriageway width

d) Type of surfacing

e) Width and type of shoulders

f) Sub-grade/ local soil type

g) Road Intersection(s) and the details

h) Height of Embankment

i) Land Width (ROW)

j) Culverts, bridges and other structures (type, size, span arrangement and

location)

k) Roadside arboriculture

l) Utility Services on either side with ROW

m) General Drainage conditions

n) Girth, type of tree species and numbering those trees with paint (only for trees

of more than 0.3m girth)

o) Locations where substantial local traffic exists and interferes with through traffic

longitudinally justifying service road

p) Locations where substantial local traffic crosses the existing road requiring the

viaduct (underpasses)

5.9.2 Pavement Condit ion Survey

a) Cracking percentage, ravelling and pothole (<10 mm, 10-20 mm and >20mm).

b) Surface description – rich, hungry, open or close.

c) Cracking type – longitudinal/ transverse cracks, and alligator cracks.

d) Raveling percentage of the pavement area.e) Pot-holing percentage of pavement area.





f) Edge breaks in length (m).

g) Rut depth in mm.

5.9.3 Shoulder

Shoulders can be paved or unpaved with an Edge-drop. The shoulders condition has

been noted.

5.9.4 Embankment

General Condition and Toe Erosion of embankment has been noted.

(a) The Consultant will make use of the pavement condition rating system. It is

proposed to divide each homogenous section of the pavement in three distress

levels:

Low - 0- 20 %

Medium - 20 to 50 %

High - 50 to 100 %

5.9.5 Pavement Roughness Measurement

Roughness measurement studies have been carried out for the entire length of the

project road using Fifth Wheel Bump Integrator (Bump Integrator). Prior to roughnessmeasurement the unit (STECO-94) was calibrated. The instrument was run at a

constant speed of 30 km/hr and readings were taken on outer wheel paths in both

the directions at a distance of 0.9m from the road edge, the project road being a two-

lane road.

The roughness value is obtained in terms of uneven index (UI) from equation No. 1.

UI= (B/W)*460*2.54 …………………………(1)

Where,

UI = Unevenness index

B= Bump Integrator Reading

W= Number of wheel revolutions

The Unevenness index has been converted into universally accepted InternationalRoughness Index (IRI) using the following expression

UI=63 * (IRI)1.12…………………………………(2)Where,





IRI= International Roughness Index

Limitations As Per MoRT&H/World Bank

As per World Bank Technical Publication No. 46 the minimum and maximumrange of IRI for new pavements is as follows, but the type of surface has not beenmentioned.

New Pavements

Minimum IRI (BI) in

m/km

(mm/km)

Maximum IRI (BI) in

m/km

(mm/km)

1.5 (1000) 3.4 (2500)

5.9.6 Pavement Structural Strength

(a) The Benkelman Beam Deflection (BBD) method has been used to measure the

deflection of the existing flexible pavement to ascertain the structural strength of

the pavement. The structural behavior has been determined by Benkelman

Beam rebound deflection measurements. As a first step, it is necessary to

clearly demarcate the road stretches where BBD test has been carried out. The

entire road has been gone over and the stretches showing severe distress with

excessive rutting, potholes and ravelling have been identified and rejected for

BBD test, as test in such stretches will not yield any meaningful result. The

Consultant will resort to field CBR/ Dynamic Cone Penetration test at one test in

every 1kms in such stretches.

(b) The Benkleman Beam Deflection Test has been carried out according to IRC:

81-1997. Temperature correction factor for a standard temperature of 35o.C

and moisture correction factor has been applied to the deflection results. BBD

test has been carried out in both lanes with test points staggered at 50m

intervals. The spacing of the tests has been 50m in each lane. However, extra

test points might be needed when the deflections are highly varying. Across

the pavement, the test points will normally be 0.9m (along the wheel path) from

the edge of the pavement for two-lane road.

(c) Seasonal variations in climate also affect the deflection results. Considering

that sub-grade is at its weakest condition during monsoon period, it is advised

to carry out BBD test during the recession period of monsoon or soon

thereafter.





(e) A steel straight edge 3m long has been used, in addition, to measure the rut

depth in stretches of severe pavement rutting which will also be done concurrently

with Benkelman Beam Deflection Testing. Based on these measurement, theroad sector shall be classified into sections of equal performance in accordance

with ASTM standard F.1703 / E.1703 M.

5.9.7 Methodology for BBD Test

Field Engineer assisted by Laboratory Technicians has carried out the deflection test

studies. Pavement Specialist has been responsible for overall management of the

studies. The deflection test studies results are included in the Feasibility Study.

Following tools and materials have been used for the studies

(a) Truck filled with soil/ sandbags to give an axle load of 8.170 metric tons and

tyre inflated to 5.60 kg/sq.cm.

(b) Tyre pressure gauge.

(c) Measuring tape 30m - 1 No.

(d) Steel straight edge - 1 No.

(e) Hammer, chisel, red cloth flag, chalk pieces.

(f) Thermometer (D-100’C with 1’ division)

(b) A mandrel for making 4.5cm deep hole in the pavement for temperature

measurement and adequate glycerol for pouring into holes.

(c) Benkelman Beam apparatus with Dial gauge.

5.9.8 Pavement Option Study

(a) Consultant visualizes various parameters and economic bases that will come

into play while conducting pavement option studies. The economic comparison

between flexible and cement concrete pavement is given below:

Flexible Pavement(FP)

Cement ConcretePavement

(CCP) Initial cost of construction 85-90% of cost of C.C.

pavement.-

Annual maintenance cost Approx. 8 to 10 times -





(Approximately) more than themaintenance cost of C.C.pavement.

Fuel Saving Higher fuel consumption. Lower fuel consumption.

Vehicle operating cost (VOC) Higher VOC Lower VOC

Renewal coats (periodic) Required afterevery 4-5 years.

No need except theMaintenance of joints.

Life and salvage value Diminishes with life. Long life

Abrasion Abrasion resistant betterfor high intensity heavytraffic.

Oil spill effect Can get damaged. No effect.

Impermeability More permeable Highly Impermeable.

Environmental considerations - More environmentFriendly.

Weathering action Adversely affect by hotsummer and rainy season.

Almost effect is nil.

Consumption of stone /aggregate material

100% About 50% of requirementof flexible pavement.

Traffic problem duringconstruction

Permit traffic immediatelyafter laying.

Traffic can be allowed onlyafter about 4 weeks.

Cutting of road for servicesviz. Telephone cables waterpipes, electric cables andsewage lines.

Convenient Not convenient

(b) Taking into account the inflation rate of about 4.0 percent per year and

discounted rate of 12 percent for the extra cost on renewal costs and

maintenance, the saving in fuel costs and vehicle operating costs (VOC), thenet present value of flexible pavement is likely to become higher than that of the

cost of CCP (Cement Concrete Pavement).

(c) Keeping the above in view, the sensitivity analysis of the pavement life cycle

cost shall be conducted. The road stretches specially passing through high

intensity traffic and low lying areas would be specially examined for provision of

CCP in preference to FP (flexible pavement); it being well-known that CCP can

withstand better against adverse drainage conditions when compared with the

FP. This aspect however shall be discussed with NHAI, in order to maintain





uniformity with other sections for which studies are being carried out by different

consultants.

(d) The justification of CCP in adverse drainage conditions and for very high traffic

volume/ MSA have been examined in detail alongside the advisability of

providing capillary cut off and other measures and raising of embankment.

Special care will be kept in view in design of joints to take care of ingress of

water from top and contraction/ expansion of slabs.

(c) The results of the analysis along with suitable recommendations will be

submitted to NHAI for selection of suitable option. The Consultant will make use

of the latest research papers on the subject presented at the International Road

Federation (IRF) 13th World Meeting in Toronto between June 16 and 20,

1997. The Consultant shall also refer to IRC: SP-30, Sensitivity Analysis of Cost

of Concrete and Flexible Pavement.

(f) The pavement option study has been presented in tabular form giving economic

comparison of both types of pavements considering initial cost, annual and

periodic maintenance cost, fuel saving, VOC, interest rate on initial extra

investment, renewal cost, total savings.

5.10 Sub-grade Characterist ics and Strength.

(a) Based on the data derived from pavement condition (surface condition,

roughness) and structural strength surveys, the project road section would be

divided into homogenous segments with respect to pavement condition and

strength. The delineation of homogenous segments with respect to roughness

and strength has been done using the cumulative difference approach

(AASHTO, 1993).

(b) The data on soil classification and mechanical characteristics for soils along the

existing alignments have been collected from the PWD. Considerable volume of

soil/materials testing work is complete, which is reported in this document. The

balance testing work is now in progress and is as under: -

i) For the widening (4 Laning) of existing road within the ROW, we are

testing at least three sub-grade soil samples for each homogenous road

segment or three samples for each different soil type encountered

whichever is applicable.





(c) The sub-grade soil is being tested as under:

i) In-situ density and moisture content at each test pit

ii) Field CBR using DCP at each test pit

iii) Characterization (grain size and Atterberg limits) of each test pit

sample.

iv) Laboratory moisture-density characteristics (modified AASHTO

compaction);

v) Laboratory CBR (unsoaked and 4-day soak compacted at three energylevels) and swell, if any.

5.11 Investigation of Bridges, Culverts and Structures.

5.11.1 Review of Data/ Reports on Bridges / Culverts / Causeways:

Data relevant to bridges and culverts have been collected from PWD and Irrigation

Department, with necessary assistance from NHAI wherever necessary. Further

letters have been sent to the Chief Engineer, Central Water Commission Patna and

also to the Supdt Engineer of CWC, Patna, duly signed by the Chief GeneralManager, ( NHAI ), with re request to supply the hydrological data related to River

Ganga at Mokama, and river Buri Gandak near Khagaria. The following data/

documents will generally be collected:

a) Inventory of existing two lane bridges and culverts.

b) Hydrology and geo-technical reports of existing two lane bridges.

c) “As built” drawings of existing structures.

d) Details of repair/ rehabilitation, if any, carried out to the existing structures.

e) Utility services carried over the bridges.

f) Other engineering data found suitable for the detailed engineering of proposed

structures.

5.11.2 Inspection of Bridges, Culverts and Causeways:





(a) Preliminary inspection of the existing culverts has been carried out by Bridge

Engineer and data collected, properly analyzed so as to make assessment

about adequacy of waterway, structural adequacy and serviceability. Based onthe condition survey of existing two lane culverts, it has been decided whether

they can be retained after carrying out repairs or not. In case any culvert is

found to be beyond economical repair, it has been considered for

reconstruction. In case of retention of existing two-lane culvert, a new additional

two-lane culvert has been proposed on the additional two-lane road.

(b) Preliminary inspection of bridges has been carried out as per Appendix-4 of

IRC: SP-35 1990 identifying the bridges needing attention for which detailed

inspection and further investigations are essential. The bridges would becategorized as given below:

I. Those free from any defect, and

II. Those needing further examination.

(c) All bridges showing signs of distress have been examined thoroughly as per

Appendix-5 of IRC: SP-35 1990. The load carrying capacity of such bridges

has been calculated as per IRC: SP-37 1970.

(d) Dismantling of existing bridges will not generally be resorted to except in

essential cases from consideration of hydraulic/ structural inadequacies.

(b) The existing culverts have been surveyed and data collected on following

points:

i) Types of structure and details of span, vent height etc.

ii) Existing width of roadway.

iii) Load carrying capacity of the structure.

iv) Condition of foundations, sub-structure, super structure etc. and any

deficiency required to be rectified.

v) Adequacy / inadequacy of waterway, signs of silting and blockage of the

vent-way, over-topping of the structure, observed scour level etc.





(f) A detailed assessment for need of roadside drains have been made along with

assessment of additional cross-drainage structures. Accordingly, roadside

drains, wherever necessary, has been proposed.

5.11.3 Condition Surveys for Bridges, Culverts and Other Structures.

All structures have been thoroughly inspected by Bridge Engineer and a report about

their condition has been prepared including all the parameters given in the Inspection

Performa of IRC – SP; 35-1990. For the bridges found in a distressed condition

based upon the visual condition survey supplementary testing shall be carried out as

per IRC – SP: 35-1990 and IRC – SP: 40. Tests will be carried out based on the

specific requirement of the structure. The load carrying capacity of the bridges shall

be evaluated as per IRC – SP: 37 1970. In case it is not possible to find out strength

of bridges by any method then we will have to recommend load testing of those

bridges. Detailed surveys and investigations have been carried out to establish the

remaining service life of each retained bridge and structure.

5.11.4 Hydraulic and Hydrological Investigations

(a) Effective drainage is an essential requirement for structural soundness of road

pavement. The drainage study has been carried out as per IRC Special

Publication No. 42 (Guidelines on Road Drainage) and other accepted

practices. The existing drainage pattern and provisions have been visually

investigated during the site visit and sections that show insufficient drainage

across the road and along the embankment has been noted. The data gathered

will be reviewed and assessed and further studies conducted in order to arrive

at the size of the new/ additional drainage structures and to determine the

extent of rehabilitation required for the existing structures.

(b) Adequate drainage of the pavement structure will form part of design

parameter. Sub-base/ Base will have self-draining provisions by extending

granular drainage layer fully over the road formation width. Care has been

exercised to provide adequate cross fall, to guard against any sluggish flow of

water. Precaution has been taken against water seeping through the median to

pavement layers on either side. In conducting this study the Consultant will rely

on rain intensity - frequency curves and existing rainfall data.

(c) Hydrological studies have been done in respect of those structures whose

waterways are found to be inadequate, from local enquiry/ records of past





flooding. For all such structures, hydraulic studies would be conducted in detail

to determine the increase in waterways required.

(d) The information on foundation levels of existing bridges have been collected

and studied for due consideration while formulating proposal for structures in

widening of road or for bypasses. The Consultant will follow the requirements of

TOR.

5.12 Material and Geo-Technical Investigations.

5.12.1 Soil Testing for Strengthening of Existing Two Lanes:

(a) It has been ensured that all geo-technical investigations conform to IRC, BIS

code and MOST specifications.

(b) The geotechnical investigation scheme has been prepared in accordance with

the “Terms of reference”.

(d) In case of existing pavement, for the portion from Km 235 to Km 270, test pits

have been dug at each major change in pavement condition or at 1km interval

whichever is earlier. The test pits have been dug at the edge of the pavement.

In case major changes in soil are encountered then additional test pits would bedug. The size of the test pit would be 1m x 0.6m x 0.8m. Test pits will also be

dug at the toe of the embankment to a depth of 1m to ascertain the properties

of the natural sub-grade. The following tests would be carried out to ascertain

the properties of sub-grade, sub-base and base layers of the existing road

including thickness of different layers of pavement.

i) Grain Size Analysis

ii) Atterberg Limits

iii) CBR Valuesiv) Field Density and Moisture Content

v) Modified Proctor Compaction

(d) CBR, DCP tests have been carried out wherever pavement is distressed to

such a level that BBD tests will not result in any meaningful data.

5.12.2 Soi l Testing for Addit ional Two-lanes and Embankments.

(a) In locations where additional two lanes are going to be next to the existing road

and within the R.O.W, tests have been carried out as given in Para 6.1.1 to





determine the properties of sub-grade. Additional tests have been performed

on borrow area materials, located at reasonable distance to ensure suitability of

fill material and stability of embankment. Investigations to locate borrow areasfor soil will precede the testing programme. Test pits have been dug in borrow

areas from where material for embankments have been collected. The depth of

the test pit should not exceed the likely depth of the borrow pit by more than 15

cm as per clause 10.3.2 of IRC –19 1977. Samples of soil to be used in

embankment would be tested in the laboratory for the following properties.

i) Sieve Analysis

ii) Liquid Limit / Plasticity Index

iii) Moisture Content - dry density relationship using modified Proctor’sCompaction

iv) Soaked C.B.R at 100 % mod. Proctor Density

(b) In case of borrow pits, test pits have been dug at 200 m interval (IRC: 36-1970)

and some additional tests have been conducted, as below:

i) Gradation Test (IS 2720 part VI)

ii) Shrinkage limit

iii) Deleterious matter (in salty areas only) format for borrow area chart

as per Fig. 2 of IRC-19 1977 is given at Annexure.

(c) In addition to above the following tests will be conducted where height of

embankment is more than 6 meters

i) Consolidated untrained triaxial test.

ii) Unconfined compression test.

iii) Consolidation test to develop e-log p for computing settlement of the

embankment.

(d) In order to study the strata under the embankment, auger bore hole shall be

made upto 3-4 meter in case of high embankment (>6.0m). In case the strata

is uniform, which is generally the case in alluvial soils of Bihar representative

undisturbed samples shall be taken with 100mm cutting sampler and samples

tested for shear and consolidation characteristics, in addition to Atterbergs

limits and grading tests. Wherever the strata changes, representative samples

for such strata shall be taken to study the settlement and bearing capacity of

the natural formations.





(e) The tests mentioned above have been carried out in accordance with the

procedure laid down in IS: 2720 “Methods of Tests for Soils”.

5.12.3 Interpretation of Test Results

The test results of soil samples have been presented as per IS: 1498-1959. In

addition to tests already mentioned, samples of soil to be used in the top 50 cm of

the embankment shall be tested in the laboratory for determination of C.B.R. Value at

100 per cent standard Proctor Density and Optimum Moisture Content, soaking the

samples in water for 96 hrs. Samples of similar materials have been moulded at

different densities by giving different number of blows namely 25, 45, 55 and 65

following modified Proctor’s Compaction test procedure in a C.B.R mould and soaked

C.B.R. tested at different densities to develop Density Vs C.B.R curve. From this

curve C.B.R. at 98% modified Proctor Density has been worked out. The C.B.R at

98% modified Proctor Density has been used for the design of pavement as per IRC:

37-1970 “Guidelines for the Design of Flexible Pavement”.

5.12.4 Material Testing.

(a) After detailed reconnaissance and local inquiries, including discussions with the

local suppliers of construction materials, a list of quarries along the alignment of

the road has been made. The material from each prospective quarry has beentested for its suitability. The following tests have been performed on the stone

aggregate:

i) Los Angeles Test / Aggregate Impact Value

ii) Specific Gravity

iii) Water Absorption

iv) Flakiness Index /Elongation

(b) Granular sub-base material required for new carriage-way or for improvement

of geometrics or for bypasses have been tested for its grading and AtterbergLimits. In addition, soaked CBR test has been carried out following standard

procedure at modified Proctor Densities. The sub-base material has been either

natural granular material in the quarries/borrow areas or shall be engineered,

so as to fall within the grading envelope of sub-base material as per MOST

specifications. The L.L. and P.I of such material shall not be more than 25%

and 6% respectively and soaked CBR value not less than 30%. The soil and

Material Investigations shall be as per IRC SP: 19 -2001.

(c) For proper correlation, index map and quarry charts, showing the followingdetails will accompany the tables:





i) Likely quantities and type of material available from each quarry source.

ii) Location of each quarry and the distance upto the nearest link point of the

National Highway.

(d) The coarse aggregate for Wet Mix Macadam sub-Base/Base shall be crushed

stone and conform to MOST specification. Potential quarries have been

identified in consultation with Forest dept./Mining dept. and shown in quarry

charts. In case crushed gravel/shingle has to be used for advantage of

availability and economy, not less than 90 percent by weight of the

gravel/shingle pieces retained on 4.75mm sieve shall have at least two

fractured faces. The aggregate shall conform to the following physical

requirements:

i) Los Angeles Abrasion Values or Aggregate Impact Value

ii) Combined Flakiness and Elongation indices

(e) Testing of locally available material like rocks, sand, gravel, earth, fly ash shall be

as be as per IRC 42-1972.

5.13 Facilit ies for Conducting Sub-soil Investigations

(a) Sub-soil Investigation (Bridges)

Sub-soil investigation is in progress based on ROW and widening option for

alignment of additional two lanes. Considerable volume of work is already

complete and is reflected in this report and used for preparing preliminary

designs for the feasibility report.

(b) Boring

Boring is being carried out using 150-mm diameter bore. Cable operated shell

and auger equipment with mechanically operated which as per the provisions of

IS: 1892 - 1978.

(c) Auger Boring

A spiral auger is being used for boring holes to a depth of about 6-8m in soft to

medium compacted soils and at dry locations only. In case side fall / caving is

observed, steps are taken to immediately stabilize the holes by using bentonite

slurry / or using casing whichever is desirable. The diameter of the borehole is





150 mm, while for boring through cohesionless soil below water table. Water in

the casing is maintained above the water table.

(c) Shell and Auger Boring

Shell and auger boring is being used for deeper borings. The boring tool

consists of auger and / or shell. Temporary casing is used to prevent caving of

the boreholes. In case small boulders/ strata of rock are encountered, the

same is cut by the chisel bit attached to the boring rods. Disturbed soil samples

with all the constituent parts are recovered at requisite intervals or wherever

there is a change of strata. These samples are being tested in the field

laboratory to prepare the borehole log.

5.13.1. Rock Dri lling

In case rocks/boulders are encountered, then rotary drilling shall be carried out using

rock-drilling machine with TC or diamond bits BX/NX fixed on the core barrel. Water

is circulated down the hollow rods, which returns the cutting outside, carrying the soft

cuttings to the surface as sludge. The rotary core drilling equipment shall be provided

with necessary facilities to regulate the spindle speed, bit pressure and water

pressure during core drilling to get good core recovery.

5.13.2. Ground Water

Ground water table in each borehole is recorded as per IS: 6935 after 24 hours of

completion of the boreholes.

5.13.3 Location and Depth of Boreholes

Boreholes are planned to be drilled at each abutment and selective pier location with

maximum distance between two boreholes not to exceed 200m. The borehole shall

extend below the expected foundation level by atleast two times the least dimension

of the foundation. The boreholes are generally 25-30m deep unless dictated by the

subsoil strata, either presence of bed-rocks much above 30m or soft strata even

below 30m. In the case of bedrock, boring shall be carried out atleast one meter in

the rock. The adjustment in the depth of the borehole shall be done after getting

approval from NHAI.

5.13.4. Back-filling of Bore Holes

On completion of boreholes, back filling shall be carried out with Excavated material.





5.14 In-situ Testing of Soils

(a) Standard Penetration Test (SPT)

i) The tests are conducted at specified intervals, atleast 2m interval or at a

depth where the sub-soil strata changes, whichever occurs earlier.

ii) The test shall be carried out by driving a standard split spoon sampler by

means of a driving head and a 63.5 Kg weight with 75 cm free fall.

Testing shall be done strictly as per IS: 2131 “Method of Standard

Penetration Test for Soils”. The samples obtained from the split spoon

shall be labeled and preserved for identification tests in the laboratory.This test shall be carried out at 2.0m interval or change of strata as per

extractions.

iii) The standard penetration test shall be discontinued when SPT ‘N’ values

are greater than 100 for 300mm penetrations or the sampler meets

refusal from the strata.

iv) All samples (disturbed and undisturbed) are collected from the boreholes

and labeled. In case of undisturbed samples, labels are attached to the

top of the samples.

(b) Undisturbed Soil Samples

Samples for recovering undisturbed samples from cohesive soils shall confirm

to IS: 2132. The area ratio of the cutting edge as well as recovery ratio is

measured. For normal soils, area ratio of the sampling tube is as per IS: 2132,

that is, it may vary from 10.9% to 12.4% but for sampling in hard and dense

soil, use of thick walled sampling tubes with area ratio not exceeding 20% shall

be used. In order to reduce the wall friction, suitable precautions such as, oiling

inside and outside the sampling tube is being observed.

5.14.1. Codes for Tests

The following tests are conducted in the laboratory.

(a) Disturbed Samples.

i) Visual and Engineering classifications (as per IS: 1498).

ii) Sieve Analysis and Hydrometer Analysis (as per IS: 2720 Part-IV).

iii) Liquid and Plastic Limits (as per IS: 2720 Part V).iv) Specific Gravity (as per IS: 2720 Part III).





(b) Undisturbed Samples.

i) Water Content - as per IS - 2720 Part II

ii) Unconfined compression test - as per IS-2720 Part Xiii) Direct Shear Test (in case of sand) - as per IS-2720 Part XIII.

iv) Triaxial Shear Test (Consolidated Undrained test)

v) Odeometer test for developing e-logp curve

• Consolidated undrained test with pore water pressure - as per IS: 2720 Part XII

for determining the true C’ and φ’ value.

• Consolidation test - as per IS: 2720 Part XV, to determine e-log p and Mv

values.

5.14.2. Contents of Geotechnical Report

The report shall include in brief, the following contents:

a) The test procedure employed

b) The sample calculation with reference to formula used to evaluate the various

parameters.

c) Summary of various soil parameters evaluated.

d) Type and character of soil.

e) Procedure of Investigationf) Detailed bore logs, sub-soil strata, laboratory and field-test results.

g) Results obtained and their interpretation.

h) Recommendation for type and depth of formulation.

i) Safe bearing capacity and settlement of the foundations adopted.

j) All recommendations shall be supported by a set of sample and back up

calculations.

k) Any other information of special significance encountered during investigations

shall be brought out in the geo-technical report.

5.15 Cost Benefit -Financial / Economic Analysis

Economic and Financial Analysis is given in Chapters 8 and 9 respectively.

5.16 Environmental Analysis and Impact Assessment.

5.16.1 Assessment of Environmental Baseline Condition

The Consultants will study the historical trends and establish the existing baseline

condition of the physical and natural environment of the existing road corridor. Based





on environmental baseline data collected and generated during the course of study,

impacts due to the project has been identified and corresponding mitigating

measures have been implemented.

The baseline environmental conditions composed of primary and secondary data

sources and surveys will cover information on:

a) Atmosphere - Existing ambient air quality,type and levels of existing airpollutants.

b) Noise and vibration - Existing noise and vibrationlevels caused by passing

vehicles (car, trucks, buses andother public utility vehicles).

c) Watershed Condition - Water Quality (groundwater andsurface water), sources ofpublic or private water supplyon site, watershed importance,flood plain importance,streamside condition, location ofwells or springs, etc.

d) Land and Resource use - Existing land uses in the project

areas and nearby vicinitiesincluding use of transportationfacilities, structures.

e) Traffic safety - Existing provisions for trafficsurvey (traffic flow, lightdistances, traffic signs, lights,flares, barricades, guide signsand traffic and pedestrianlanes).

f) Biological Environment - Inventory of existing flora andfauna, rare or endangered

species; sensitive habitatsincluding reserved forests,wildlife reserves andsanctuaries (if any).

While secondary data has been sourced from the government offices/agencies listed

below:-

• Indian Meteorological Department

• Forest Department

• Irrigation Department





• Department of Geology and Mines

• Department of Archaeology

• Directorate of Agriculture• Soil and Land Use Planning Boards

• State Pollution Control Board

• Department of Town and Country Planning

• Madhav National Park

• Local Police Authorities

Detailed description of the required scope of work as stipulated in the Terms of

Reference for the environmental screening has been carried out keeping in view the

requirements of the National Highway Authority (NHAI), Ministry of Environment and

Forest (MOEF) and concerned state government and central government guidelines.

5.16.2 Required Environmental Survey Works and Studies

The conduct of the environmental survey works and studies will take into

consideration the potential impacts to the following:

• Road widening within the existing ROW,

• Widening of existing road bridges,

• Widening and improvement of existing road intersections,

• Construction of by-passes,

• Construction rail-road over bridges

• Construction of service roads

• Construction of culverts and drainage improvement works, and

• Construction of toll plaza and ancillary structures.

Therefore, implementation of the Environmental Impact Assessment (EIA) will

include the following surveys:

• Water sampling and laboratory tests of the samples

• Air and Noise Quality Assessment

• Terrestrial Ecology Assessment

• Archaeological Survey

• Geological Survey

The detailed description of the of each survey works/activities are discussed below:

a) Water Quality

The samples of water will be collected from all the sensitive locations and then

conduct test necessary to establish the water quality baseline data. The





sensitive locations and the type of water bodies along the highway encountered

are discussed in the Environmental Screening Report

b) Air and Noise Quality Assessment

Conduct air and noise quality sampling in identified potential impact areas

during construction and road operations. Identified potential/major impact areas

within the existing corridor.

c) Terrestrial Ecology

• Conduct flora and fauna species inventory along the existing road corridor,

forest reserve area, which is very small.

• Identify environmentally sensitive organisms that can serve as indicator

species of disturbance and pollution (if any);

• Report the names of the organisms in English and by scientific name;

• Process and evaluate survey data to provide the summary of abundance,

frequency and distribution of species identified;

• Propose mitigating measures to protect the various biological (flora andfauna) communities/habitat/sanctuary within the project area; and

• Provide inputs into the Environmental Management Plan (terrestrial

ecology) considering the various project phases (construction and

operation).

d) Archaeological Survey

• Identify archaeologically significant finds that need to be preserved,

conserved or relocated;

• Plot on a map the existing archaeological artifacts found within the project

area (if any);

• Identified from secondary sources;

• Recommend as part of the report a detailed conservation/relocation plan in

case there are archaeologically significant finds in the area;





• Secure the necessary clearance from the Department of Archaeology

needed by the Consultants to implement the road widening and

improvement.

5.17 Social Impact Assessment and Resett lement Action Plan

5.17.1 Scope and Objectives of studies:

The specific objective is to prepare a Social Impact Assessment (SIA) of the

proposed rehabilitation and up gradation of the road sections and a resettlement plan

incorporating mitigation measures for the persons likely to be affected by the project

through an appropriate resettlement policy framework. The main goal of social

analysis is to put forward a sustainable and socially relevant design for highway

improvement, whereby the displacement is minimized and wherever done, affected

persons are suitably rehabilitated.

To achieve this detailed socio-economic and census surveys have been carried out

in the field and participatory consultation meetings and focus group discussions have

been organized to ascertain the specific needs of the beneficiaries, ensuring their

participation in project planning and preparation. The social issues in respect of

poverty reduction, gender, indigenous peoples, spread of HIV/AIDS and trafficking of

women and children will also be addressed adequately in the social impact

assessment study report.

5.17.2 Methodology of Social Impact assessment & Formulation of

Resettlement and Rehabilitation Policy:

(a) Field visits have already been undertaken which gave an impressionistic view

of probable impact of the project on roadside dwellers including encroachers/

informal settlers/ squatters, taking into consideration of widening of the present

NH project. During this preliminary field visit, a site appreciation was also made

of the proposed bypasses and the ROB, which exist at two places.

(b) Tabulation of data from census and socio-economic surveys has been done to

form the basis of SIA of the project area.

(c) A database has been prepared to include all the structures within COI – with

owners’ names, ownership status, and use of structures, type and size of

structures, vulnerability and income level of the structure owners and type of

loss.





(d) The date on which census/ listing has been carried out will be treated as the

cut-off date, any structure built after that date will not be considered for

entitlement.

(f) While the census has been ongoing several participatory meetings have been

held with various stakeholders, both primary and secondary, to arrive at vital

qualitative information, which will also be the basis of RP (Resettlement plan)

statistics.

(g) Acquisition of land, in case of by – passes, have been indicated in the RP with

the help of L.R. (Land Revenue Maps) based on replacement cost value is

being incorporated in the entitlement matrix. However, help and assistancefrom NHAI and the local Government are absolutely necessary.

(h) The SIA and RP reports have been prepared based on census data and

information stakeholders’ participatory meetings and focus group discussions.

5.18 Environment Impact Assessment

The Baseline Data will be generated at the project site for the required duration and

shall include Base-line data for one season, for all environmental components viz.

Air, Water, Meteorology, Noise, Soil, Ecology (Terrestrial and Aquatic), have been

collected.

5.18.1 Water Quality

Sampling at adequate number of sampling stations for both ground and surface

water quality are carried out to characterize industrial/municipal effluents received by

the river. Parameters to be analyzed will be as per IS: 2296 for surface water and IS:

10500 for ground water. Sample collection was done as per IS: 2488 and subjected

to following tests:

For Surface Water

Parameters Unit

pH at 25oC -

Dissolved Oxygen mg/l

Free Ammonia (as N) mg/l

Electrical Conductance at 25 C mhos

Free Carbon Dioxide mg/l

Oil and Grease mg/l mg/l





sensitive locations (e.g. Schools, Hospitals etc.). The survey carried out for a period

of 24 hrs. at all the above zones. The monitoring is carried out for one season during

the study. The day noise levels are estimated for the period 6 am to 10 pm and nightlevels during 10 pm to 6 am for Equivalent Sound Pressure Levels during daytime and

nighttime. Hourly equivalents are also recorded.

5.18.5 Soil Samples

Soil characteristics at adequate number of locations along the proposed project road

were assessed for the physical, chemical properties and heavy metal concentrations.

Soil samples are collected upto a depth of 60 cm. The soil samples are being

analysed for texture, pH (1:5), Electrical Conductivity, Bulk Density, Organic Matter,

Nitrogen as N, Potassium as K and Phosphorus as PO4

5.18.6 Ecology

Terrestrial Ecology

The bio-geographical regions in which the projects and its various activities are

located are identified and general information on characteristic flora and fauna are

obtained. Specific data is collected on endemic, rare, endangered, migratory species

and on sensitive or protected habitats. The assessment of status of flora and fauna

vis a vis Red Data Book of Plants and Animals and Wildlife Protection Act shall be

carried out.

The survey of flora and fauna is to include endangered species, forest resource

evaluation, study of pattern of plants, bio-diversity indices, cropping pattern,

mammals, avi-fauna, reptiles, rare and endangered plant species. Any fish, crocodile

breeding grounds in the river, tributaries in submergence areas, wildlife habitat

breeding/feeding areas. Whether the site is having potential for a wild life sanctuary,

endangered species of flora and fauna. Whether the area is potentially important

tourist resort, National Park. Possibility of growth and control of aquatic weeds shall

be addressed in the report.

In order to assess the bio-diversity value of the area, the baseline study was

undertaken to evolve identification of:

* Plans for re-establishing wild life as an integral part of project planning to

compensate for wildlife loss; and





* The presence of designated wildlife conservation areas such as national parks,

bird sanctuaries, wildlife sanctuaries and Biosphere reserves.

Aquatic Ecology

The ecology of existing major water bodies is thoroughly studied. This effort is to

include search and review of existing literature and one seasonal study at adequate

locations depending on the site details. A list of flora and fauna including

phytoplankton, zooplankton, fish and macrophytes is prepared. Rare and

endangered species are to be identified. The study on the impact on bird migration if

visiting within the project-affected zone is being carried out.

5.19 Detailed Design of Road and Pavements

a) Consultants will undertake designing concrete pavement/ flexible pavement

based on the approved survey / studies carried out in the feasibility stage. The

entire data collected from pavement Condition Assessment Survey, Roughness

measurement, Pavement Deflection Tests, Pavement Option Studies and Geo-

technical Investigations have been collated and designs taken up. The design

will primarily be based on the projected volume of traffic in each section

converted to equivalent 8.2 tons standard axle repetition over 20 year design

life in case of flexible pavement and 30 years of rigid pavement.

b) The guidelines of revised IRC 37 - 1984 and AASHTO Guidelines have been

used for the design of flexible pavement. Factors like sub-grade characteristics,

rainfall and drainage problems, ground water table and availability of sub-base,

base and surfacing material of desirable specifications have been studied in

detail. The problems of low-lying stretches coupled with the drainage

requirements have been analyzed, their solutions worked out and considered in

the design. The consultants will also consider the possibilities of recycling of old

bituminous layers. This will primarily be governed by economic consideration

and site suitability.

c) Based on the availability of the material at the site and from other sources, the

best possible value of CBR will be mad use for pavement design.

d) Consultants have considered in their design the need for providing a bituminous

leveling course to bring the profile line, camber, super-elevation of the existing

pavement to acceptable standards. The design bituminous layers will come on





the leveling course. The results of the Pavement Roughness Tests have been

made use of in proposing the extent of leveling course. The leveling course has

been provided to bring the lateral and longitudinal cambers to the designedrequirements. The leveling course is not counted towards structural strength of

the pavement in the design.

e) For design of rigid pavement, the modulus sub-grade reaction ‘K’ is an

important parameter to be considered. It is proposed to determine the K value

with minimum frequency of one test per km per lane as per IRC: 58-1998. Plate

Bearing Tests for determination of ‘K’ value has been conducted in accordance

with BIS code.

f) The guidelines for the design of overlay given in IRC 81 -1997 have been made

use of. Traffic has been expressed in terms of commercial vehicles per day

expected in the design year and for each category permissible deflection values

are prescribed. Once the characteristics and the deflection values are known

the overlay thickness can be determined.

g) Effort has been made to optimise the design. Soil characteristics and elasticity

of materials used in pavement has been taken care of and equivalency factors

and strength coefficients have been worked out based on elastic theory. As far

as possible the results of studies have been corroborated with the findings of

the studies carried out abroad.

h) The deflection method being empirical in nature, the results are being critically

examined for comparison with the results based on the CBR design method as

per IRC 37-1984 (Guidelines for the design of flexible pavements).

i) The guidelines in the IRC standards IRC: 15 – 1970, IRC: 58 - 1988 for the

concrete pavement design and IRC: 37 - 1984 for the flexible pavement design

has been considered along with AASHTO, Asphalt Institute, Portland cement

Association, TRRL report 833, Road Note No. 31 and Shell Methods for the

final design.

5.19.1 Geometric Design of 4 Lane Highway:

The geometric design of the proposed facility i.e. 2-lane and 4-lane highway shall be

undertaken as per the relevant guidelines of IRC. For example the horizontal curve

will be designed as per the guidelines for design of horizontal curves for highways

(IRC: 38 – 1988) whereas vertical curves shall be designed by following IRC SP-3.





5.20 Preparation of Specifications

The consultants will prepare specifications to cover all aspects of work to be

constructed. The specifications will be based on the MOST, IRC and International

Standards and established work methods for Highway Projects of this nature. In

general, the specifications will cover all the activities, materials and quality controls

necessary to deliver a completed work to international standards and in a cost-

effective manner, which will include but not limited to:

a) Earthworks and excavation

b) Sub-bases and bases

c) Pavement whether flexible or rigid

d) Concrete works

e) Structural works

f) Miscellaneous construction works including road safety furniture, etc.

5.21 Design Report

The consultant will prepare a final design report at the completion of the detailed

design work. The report will summarize all the assumptions made and the design

criteria used for each element of the works together with details of standards used

and the new construction rehabilitation strategies. The report will include results of

the geo-technical investigations and the recommended bearing capacities for the

bridge and structure foundations as well as the calculations supporting the final

design of structures, and other disciplines as required by the NHAI has been

appended.

5.22 Working Drawings.

a) Detailed drawings for the project component will be prepared as listed in theterms of Reference and to scales as detailed previously in this section of the

proposals.

b) The Consultants will prepare detailed working drawings for all components of all

structures including those for repair/ rehabilitation of bridges and ROB’s , in a

form that can be handed to the contractor for the purpose of construction.

c) The working drawings will include detailed reinforcement, and bar bending

schedules for fabrication of the steel for the reinforced concrete structures and





delayed to a later date due to any reason after completion of Consultancy

services.

b) After discussion with client, suitable allowances for physical and price

contingencies will be made to produce the final engineering estimate the project

road. The estimates will also be presented in the form of Bill of Quantities

(BOQ) for the project road supported by detailed calculations.





TRAFFIC SURVEY AND ANALYSIS

6.1 Traffic Surveys

6.1.1 To establish the existing traffic and travel characteristics on the section of NH-31

between Khagaria- Bakhtiarpur, the following traffic surveys were carried out in

accordance with the guidelines contained in IRC 9-1972 and IRC 102-1988 and as

per formats provided in the Inception Report submitted by the consultants in October

2004.

Classified Traffic Volume Counts

Intersection Surveys

Speed and Delay Survey

Origin - Destination Survey

Axle Load Survey

Willingness-to-pay Survey

Parking Survey

Pedestrian Volume Count

Review of Traffic Accident Statistics

Fig. 6.1 shows the traffic survey locations in the form of a key plan.

6.2 Exist ing Traffic Pattern

6.2.1 Classif ied Traffic Volume Counts

6.2.1.1 The Traffic Volume Counts were carried out manually for each vehicle type separately

by counting the vehicles at 15 minutes time interval in both directions. This survey was

conducted earlier at four locations as shown in Fig. 6.1. All of these four locations were

situated within the state of Bihar. Traffic counts were carried out for seven consecutive

days, 24 hours for each day, during the period between 20.12.04 to 31.12.04.

6.2.1.2 The following classification has been used for vehicle types:

Passenger Vehicle Commercial Vehicles Auto Car/Taxi Jeep/Van Standard Bus

Light Commercial Truck (4 wheeled and 3wheeled)

Heavy Commercial Trucks (Two axle rigidtrucks)

6.0

CRAPHTS Consultants (I) Pvt. Ltd. In joint venture with EMA Unihorn (India) Pvt Ltd NHAI





Mini Bus Scooters/Motor Cycles

Multi Axle Vehicles (3 Axle rigid andarticulated vehicles)

Agriculture Tractors and Tractor TrailersNon-Motorized vehicles

Bi-cycles Cycle Rickshaws (Tri-cycle) Animal Drawn/Hand Drawn

6.2.1.3 Passenger Car Units: Data collected for various vehicle types is required to be

converted to a uniform unit i.e. ‘Passenger Car Unit or PCU’ for the purpose of further

analysis and compositions. IRC recommends the following conversion factors to

convert the number of vehicles into Passenger Car Units.

6.2.1.4 The raw data collected at 15 minutes interval has been summarized to hourly traffic.

The data from the classified counts have been analyzed to study the hourly variation

and daily variation of traffic, vehicle composition of traffic, average daily traffic,

peaking pattern and directional distribution of traffic. In this alignment the traffic count

stations at Km 166 and Km 240 for base year 2011 has been carried out for the present study.

Day wise, mode wise distribution and hourly variation of traffic have been presented

graphically in Figure 6.03 to 6.06. For each of the traffic count station and for the base

year (2011) classified hourly average traffic data has been presented in Table 6.1 to

Table 6.2. Average Daily Traffic (ADT) volumes for all the two count stations have

been presented in Table 6.3.

Table 6.3: Average Daily Traffic (ADT) Values

Passenger Vehicles(In PCU’s)

Commercial Vehicles(In PCU’s)

Non-motorized Vehicles(In PCU’s)

Total(In PCU’s)

Km 166

5140 13472 1959 20595

Km 240

6499 17932 1568 25999

6.2.2 Traffic Variation, Directional Distr ibut ion and Peak Hour Factor : The hourly

variation of traffic observed at various count locations are presented in Fig. 6.07 to

Fig. 6.08. From the hourly variation of traffic it is seen that the except for minor

variations the traffic volume is more or less same through the daylight hours.

However, after 7 pm. there is a distinguishable drop in the volume of traffic. This can

be attributed to the prevailing security situation in the area.




M u l t i A x l e

M i n i

S t a n d .

L C V

2 A x l e

1

9 : 0 0 - 1 0 : 0 0

1 3 0 7

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The traffic volume survey for 7 continuous days was carried out at mid-block locations of the

project road initially during preparation of DPR in December, 2004. The revalidation of data was

done by carrying out fresh traffic volume survey during February, 2011. It was once again

desired that fresh traffic volume survey be carried out at km. 235 of NH-31during the currency of

restructuring of this project. The traffic survey was not carried out at km. 166 on account of

closure of Rajendra Pul for vehicular traffic for repair/ rehabilitation of the bridge. Accordingly the

Consultants have carried out the traffic volume survey during 2nd week of May, 2014 at km. 235

of project road. Table -6.7 gives traffic volume characteristics along the project road during

different reference years.

6.2.4 Traffic Composition: Even though traffic observed at various locations is of mixed

type, passenger vehicles are observed to be the predominant of the total traffic. Truck

composition accounts for nearly 46% to 30% (in terms of Veh.) of total traffic at all thecount locations.






6.2.4.1 Passenger vehicles (Buses and Cars) account for about 45% of total traffic. Table 6.8

presents the composition of traffic at various locations for the corridor as percentage

of ADT by vehicles.

Table 6.8: Traffic Composition (Veh.) along the corridor

Vehicle TypeKm

166(%)Km

240(%)

Passenger Vehicles 45 44

Goods Vehicles 41 38

Non Motorized 14 18

6.3 Speed & Delay Survey

6.3.1 To assess the journey time, running speed, average journey speed and delay due totraffic congestion, railway level crossings, accidents, poor pavement conditions etc,

speed & delay survey was conducted along the entire stretch of the study corridor.

Moving Car Observer Method was adopted for conducting the survey.

6.3.2 In this method, the car is run at the average speed of the traffic stream so that the

number of vehicles overtaken by the test vehicle and the number of vehicles

overtaking the test vehicle are approximately equal. Travel time and delay in each

kilometer of the project road, is determined by the observer by using stopwatches.

A minimum of 6 runs has been made at different times of the day to average out

variations during the study period.

6.3.3 Observations and Recommendations

The average journey speed along the project road is found to be 33.28 KMPH.

Observed journey & running speeds along the project road are presented with the

DPR

6.4 Intersection Surveys

6.4.1 Intersection turning movement surveys have been carried out at eight major

intersections.

6.4.2 Considering the existing traffic flows, intersection configuration, land-use and traffic

warrants, the proposed treatments for existing eight intersections have been worked

out and tabulated in Table 6.9.






Table: 6.9 – Proposed Intersection Treatments

Sl.No.

Location ofIntersection

ExistingJunction Type

Proposed Treatment

1 Km 144 3 Legged Does not fall on proposed realignmentas per Option-B taking off from 1100 msouth of Bakhtiarpur on NH-31



4 Km 196 3 Legged At grade improvement

5 Km 208 3 Legged Grade Separator/ interchange

6 KM 218 4 Legged Does not fall on proposed realignmentas per Option-B by passing Zero mile.

7 KM 229 3 Legged Does not fall on proposed realignmentas per Option-B by passing Begusarai.

8 KM 246 3 Legged At grade improvement

6.5 Axle Load Survey

6.5.1 In India, as in most developing countries, there is a tendency on the part of the

commercial vehicle operators to overload the goods vehicles though there is a

legislation to curb these practices and there is existence of an enforcement agency. In

order to assess the damaging effect to these heavily overloaded vehicles, an axle load

survey was carried out at Km 160.00 and Km 232.800 for 24 hours in the year 2004 as

stipulated in the TOR. It may be noted here that Bihar still entertains the practice of

“Golden Pass” whereby trucks could be overloaded on payment of a fee.

6.5.2 During axle load survey the vehicles were intercepted on a random basis and the axle

load weighed on an electronic weigh pad that had the capability to weigh up to 50 tons.

The number of vehicles weighed accounts for a sample size of 2% for light commercial

vehicles, 76% for two axle trucks, 12 % for three axle trucks, 4% for multi axle vehicles

and 6 %for buses at Km 160. The number of vehicles weighed accounts for a sample

size of 0.7% for light commercial vehicles, 47.6% for two axle trucks, 45.8 % for three

axle trucks, 3.5% for multi axle vehicles and 2.4%for buses at Km 233.






6.5.3 Vehicle Damage Factor (VDF) for each vehicle type has been estimated using the

“Fourth Power Law” of American Association of State Highway and Transport Officials

(AASHTO) for the Axle Load Equivalency Factor and the following expression:

VDF = ∑ESA j/N j Where,

ESAJ = Equivalent Standard Axles of vehicle type j;

NJ = Total number of vehicles of type jESA = Equivalency Factor (EF) x Number of axles in that weight class

EF = (Axle Load)4 for single axle load8.16

= (Axle Load)4 for tandem axle load14.968

The estimated VDF for different vehicles is presented in Table 6.10 and 6.11 and the

details are given in the DPR

6.6 Homogeneous Section along the corridor

The entire project corridor has been divided into two homogeneous section based on

the designed traffic on the corridor for the purpose of designing the pavement. In the

earlier study conducted by the same consultant on 2005, these sections are given

below:

Table 6.10 Estimated VDF values for vehicle types atKm 160 adopted for Section 1 & 2

Source: Primary Survey

Sr. No. Section Chainage

1 Section 1 Km 153.30 to Km 235

2 Section 2 Km 235to Km 270

LCV 2X 3X / MV BUS

0.04 4.64 8.61 0.87

0.87 11.93 10.66 2.15

0.87 11.93 10.66 2.15

VDF Values at KM 160

TOWARDS BAKHTIARPUR

TOEARDS KHAGARIA

Adopted VDF at KM 160






Van 32 16 50 2 AxleTruck

2002 311 15.53

Two wheeler 617 99 16.04 3 AxleTruck

127 38 29.92

Bus 157 37 23.57 Multi AxleTruck

15 7 46.67

Total 1741 186 10.68 2319 237 10.22

Source: Primary Survey

6.7.2 Zoning System

6.7.2.1 For the purpose of generating the trip end travel pattern, a zoning system has to be

developed. For this study, zoning system was developed as follows.

(i) All districts of Bihar were grouped into zones;

(ii) All other states were aggregated broadly. The farther the zone from the projectcorridor, the bigger is the size of the zone. The Zone Map is presented in Fig

6.09. The list of zones is given in the DPR

6.7.2.2 The total number of zones so developed was 16. Data collected from the survey was

coded and entered into a spreadsheet. Inter-zonal trip matrices have been generated

from the spreadsheet. For each surveyed location, the O-D matrices of individual

vehicles, passenger vehicles (all combined) and goods vehicles (all combined) have

been presented in the DPR

6.8 Trip Frequency

The details of trip frequency of goods vehicles at Km 156 and 208 have been

indicated in Table 6.14 below.

Table: 6.14 - Trip Frequency

Station > 1 tripper day

1 trip perday

< 4 tripsper week

Weekly Total

Km 156 114 93 217 59 483Km 208 41 94 60 36 231

6.9 Commodities Carried

The details of commodities carried at the two OD survey locations are indicated in

Table 6.15.






Table 6.15 - Commodi ties Carried by Goods Vehic les (in the year 2004 basis)

Type of Commodi ty Km 156 Km 208

No. % No. %Empty 149 27.34 38 11.59

Agricultural Products 95 17.43 15 4.57Forest Products 36 6.61 7 2.13

Oil 89 16.33 49 14.94Construction Material 64 11.74 100 30.49

Minerals 12 2.20 12 3.66

Fertilizers 19 3.49 6 1.83Machines 17 3.12 6 1.83

Other manufacturing item 5 0.92 34 10.37

Others 59 10.83 61 18.60

Total 545 100.0 328 100.0

6.10 Major OD Pairs

Results from the origin and destination study depict some of the most interacted

origin and destination zones by the commuters. Table 6.16 shows the major O-D

pairs.

TABLE 6.16 Major O-D Pair - All vehic les (as on 2004 basis )

OriginZone

Origin Place DestinationZone

DestinationPlace

No ofVehicles

% share among total traffic

11 Begusarai 1 * Patna 593 13.02

16 # Bhagalpur 1 * Patna 490 10.76

3 Bakhtiarpur 1 * Patna 295 6.48

9 Luckeesarai 5 Barh 265 5.82

1 * Patna 16 # Bhagalpur 220 4.83

7 Barauni 1 * Patna 187 4.11

4 Bihar Sharif 5 Barh 181 3.97

3 Bakhtiarpur 5 Barh 162 3.56

1* Patna 5 Barh 162 3.56

Note:

* West external zone of project road # East external zone of project road

6.11 Pedestrian Volume Count

Pedestrian volume count is conducted at locations of significant pedestrian activity to

assess the intensity of such activity based on which the required pedestrian facilities

such as zebra crossings, controlled crossings or grade separated pedestrian facilities






may be provided to improve their safety and it also ensures smooth flow of vehicular

traffic. Pedestrian activities are generally significant in built-up sections and

commercial areas. As pedestrian activity along the road is not of much concern, so

pedestrians crossing the road have been considered to justify the need of anyunderpass etc.

6.11.1 Pedestrian volume counts across the project road was conducted at 6 locations along

the project corridor. The surveys were conducted for 8 hours, between 8.00 to 12.00

hours in the morning and between 16.00 to 20.00 hours in the evening on a

representative working day at all these locations in the year 2004. Number of persons

crossing the road at these locations during different hours of study is presented in in the

DPR

6.11.2 The pedestrian crossing activity has been observed to be the highest at Km 218 where

1005 persons cross the road during the peak hour. The peak hour values of PV 2 are

computed for all these locations adopting the traffic volume data from the nearest

survey location in the section and are given in Table 6.17.

Table -6.17 - Pedestrian Vehicle Conflict Index at Study Locations (as on year 2004)

Location

Peak HourPedestrian

Volume(P)

Peak Hour MotorizedTraffic Volume

(V)

PV2

Location wisePriority to be

considered fortreatment

Km 154 818 279 5.77E+08Does not fall onoption - B

Km 172 356 279 3.19E+08Does not fall ono tion - B

Km 194 193 260 6.37E+07 1



Km 270 685 261 1.30E+07 2

The existing pedestrian activity is being studied along with the proposed highway

alignment. Based on the above pedestrian-vehicle conflict result and proposed

highway alignment, pedestrian underpasses will be finalized and recommended in the

subsequent stage of the project report.






6.12 Parking Survey

Parking studies are necessary to identify locations of intense parking activity and the

duration and accumulation of parking of different types of vehicles at these locations.

The data collected from parking studies are used to determine the regulatory

measures needed to control the roadside parking activity and to examine the need or

otherwise of off-street parking facilities and their pricing.

6.13 Methodology

Intense roadside parking activity was observed at built up sections along the project

corridor. Parking duration and parking accumulation studies have been conducted at

these locations for 12 hours from 08:00 to 20:00 hrs on a representative working day.

The results of the study will be reported in the Final Feasibility Report.

6.14 Review of Traffic Accident Statisti cs

To identify and study accident spots along Khagaria- Begusarai- Bakhtiarpur Section

of NH-31 accident records were gathered from various police stations. These data are

summarized in Table 6.18. Details of Traffic accidents and causalities during year

1999 to 2004 are given in Table 6.19.

6.14.1 Study of Black Spot Locations

Black spot locations could be considered as locations where there have been at least

one fatal accident or at least five total accidents in a year. Details of accidents and

Map showing locations of accidents and their severity during year 2003 are indicated

in Table 6.19.

Provision of proposed dual carriageway with improved geometrics would help in

improving the safety on the highway. The improvements pertaining to safety features

will be reported in the Final Feasibility Report.

6.15 Traffic Forecast

6.15.1 Background

Investments in the transport sector constitute a significant part of the total investment.

This is especially true in the case of developing nations, where transport is the catalyst






for all round development and is counted amongst one of the basic infrastructures.

When the capital available is scarce and has competing demands, the investments in a

transport project have to be planned carefully, keeping in view not only the present

demand but also the requirements for a reasonable period in future. This underlines theneed for estimating the future traffic accurately, whether the plan is for the construction

of a new facility or the improvement of existing facilities. To a great extent, the accurate

estimate of future traffic will influence the engineering design of the facility and the

economic decision whether to take up the project or not.

Traffic forecasting, in the present state of knowledge, can at best be approximate.

Traffic is generated as a result of the inter-play of a number of contributory factors.

Forecasts of traffic have, therefore, to be dependent on the forecasts of factors such aspopulation, gross domestic product, vehicle ownership, agricultural output, fuel

consumption and so on.

6.15.2 Normal Growth in Traffic

Normal growth of traffic represents the increase in traffic on the existing facility if no

improvement is made. This is due to general increase in the number and usage of

motor vehicles. Further the following categories in traffic are also to be considered as

appropriate:

a) Diverted traffic, representing the traffic diverted on to, or away from, the road

being studied.

b) Induced traffic, representing the additional traffic likely to be generated because

of new travelers making use of the improved or new facility.

c) Development traffic, representing the increase in traffic due to improvements on

adjacent land, over and above the development which would have taken place

had not the new or improved highway been constructed.

Keeping in view the above factors, in this study, two techniques have been adopted for

projecting the traffic on the project road. The technique of estimation of traffic based on

time series data could not be used in the present case mainly due to the lack of reliable

data base. The other two techniques used are summarised as :-




Sl. No Date Chainage (km) Location Accident Vehicle Injured

1 29.01.00 187.0 Mekara Truck -

2 16.02.00 196.0 Hospital Modh Truck 1

3 06.03.00 195.0 Shivnar - 14 06.03.00 191.5 Morh Chowk - -

5 07.04.00 199.8 Gosai Gaun Jeep -

6 08.04.00 195.0 Shivnar Truck -

7 13.04.00 194.0 Baredpur Tractor -

8 16.04.00 198.5 Kanhayipur Truck -

9 19.04.00 189.8 Sultanpur Maruti Car -

10 20.04.00 195 Shivnar Truck -

11 23.04.00 189.8 Sultanpur Taxi -

12 16.05.00 188.5 Kanhayipur Maruti -

13 25.05.00 191.5 Morh Tata -

14 28.05.00 Mokama Mokama Bus -

15 03.06.00 - Govar Tolli Tata 407 -

16 28.06.00 - Lakhan Chand Bus -17 29.06.00 202.0 Chuharalmal Godh Truck -

18 04.07.00 - - -

19 09.07.00 205.0 - -

20 17.07.00 187.0 Mekara Maruti -

21 01.08.00 196.0 - -

22 09.08.00 - Parpurmisthan Truck -

23 22.08.00 188.5 Kanhayipur - -

24 23.08.00 191.5 Morh - -

25 09.10.00 200.8 Nagirath Modh Sumo -

26 20.10.00 187.0 Mekara Jeep -

27 23.10.00 189.8 Sultanpur Truck -

28 20.11.00 192.0 Morh Station Road Tractor -

29 28.11.00 202.0 Chuharalmal Godh - -30 06.12.00 191.5 Morh Truck -

31 13.12.00 NH-31 NH - 31 Car -

32 27.12.00 - Jahar Jisthan - -

33 26.03.00 170.0 Katchhara Truck -

34 28.04.00 173.5 Gulabbagh Truck -

35 20.05.00 175.0 Goarlakshmi Truck -

36 05.06.00 175.0 Truck -

37 08.06.00 175.0 Goarlakshmi Car -

38 27.06.00 175.5 Navada - -

39 26.06.00 168.2 Galgovind Sumo -

40 30.06.00 172.5 Kachichak Truck -

41 14.07.00 - Hospital Modh Truck -

42 30.08.00 168.4 Malahi Car -

43 14.08.00 175.0 Goarlakshmi Sumo -

44 01.10.00 168.5 Malahi Truck -

45 09.10.00 167.5 - -

46 27.10.00 173.5 Gulabbagh Scooter -

47 10.11.00 166.4 Achuar Tata 407 -

48 16.11.00 172.5 Petrol Pump Truck -

49 23.11.00 170.0 Barh Katchhari Tata Maxi -

50 14.12.00 - Church Godh Tempo -

51 16.12.00 176.5 Achuar Bus -

52 17.12.00 - Attnam Motor Cycle -53 19.12.00 - - - -

Table 6.17 ACCIDENT DATA - YEAR 2000

BARH THANA

MOKAMA THANA





106 19.03.00 154.0 Bhaktiyarpur NH Truck 1

107 19.03.00 - Ravaich Truck 1

108 21.03.00 - Dador Maruti 1

109 30.03.00 - - - -110 11.04.00 - - - -

111 30.04.00 - Deepak Hotel Truck

112 03.05.00 - Karnoth Truck

113 03.05.00 - - - -

114 19.05.00 - - - -

115 02.06.00 - - - -

116 04.06.00 - New Bypass Motor Cycle 1

117 06.06.00 - - - -

118 10.06.00 - - - -

119 12.06.00 - Syedpur NH Truck

120 13.06.00 - - - -

121 16.06.00 - - - -

122 27.06.00 - Syedpur NH Maruti 1123 29.06.00 - Kasba Jeep

124 04.07.00 - Kasba Truck 1

125 11.07.00 - - - -

126 12.07.00 - Gaspur Tempo

127 13.07.00 - - - -

128 17.07.00 - - - -

129 18.07.00 - - - -

130 20.07.00 - - - -

131 24.07.00 - - - -

132 03.08.00 - - - -

133 05.08.00 - - - -

134 11.08.00 - - - -

135 26.09.00 154.0 Madhupur Bus

136 29.09.00 - - - -

137 30.09.00 - - - -

138 20.10.00 - Ravaich Jeep 1

139 22.10.00 - - - -

140 24.10.00 - - - -

141 24.11.00 - - - -

142 10.12.00 - - - -143 23.12.00 - - -




1 01.01.01 187.0 Mekra Truck -


3 03.03.01 191.5 Morh Maruti -

4 04.03.01 - - - -

5 16.03.01 191.5 Morh Maruti -

6 08.05.01 196.0 Bypass Jeep 1

7 09.05.01 195.0 Shivnasar Tempo -

8 15.05.01 187.0 Mekra Car -

9 19.05.01 191.5 Morh Truck -

10 31.05.01 187.0 Mekra - -

11 01.06.01 - NH - 31 Truck -

12 07.06.01 188.5 Kanhayipur Tempo -

13 12.06.01 - Chatanpur Truck -

14 10.07.01 194.0 Barhpur Jeep -

15 20.07.01 188.5 - - -

16 30.07.01 - Chatrarpura - -

17 10.08.01 189.8 Sultanpur Truck -18 05.09.01 194.0 Barhpur Truck -

19 15.10.01 - Chatarpura Motor Cycle 1

20 29.10.01 187.0 Mekra Sumo -

21 04.11.01 - Chatarpura Tata 407 -

22 02.12.01 - Modanganch - -

23 03.12.01 - NH - 31 Maruti Van -

24 05.12.01 198.8 Kadoramodh Bus -

25 08.12.01 - - - -

26 12.12.01 - Keva Truck -

27 17.12.01 - Korasib Truck -

28 26.12.01 - Chatarpura Truck -

29 03.02.01 - NH - 31 Tata -

30 21.02.01 175.0 Goarlakshmi Vikram -31 09.03.01 - NH - 31 Tata 407 -

32 13.03.01 163.0 Neerpur Vikram/Motor Cycle -

33 - 171.0 Near the Bank Truck -

34 - 167.5 Dahor Car -

35 - - Dholthpur Truck -

36 - 167.5 Dahor Jeep -

37 - 166.4 Achuara Maxi -

38 - 173.5 Gulabbagh Truck -

39 - 172.5 - - -

40 - 172.5 Kajo Chuck Truck -

41 - 168.4 Malahi Car -

42 - 172.5 Kajo Chuck Bus -

43 - - NH - 31 Truck -


45 - - - - -

46 - - -

47 - - NH - 31 Truck -


49 - 170.0 Chakhara Modh Car -

50 - 168.2 Jalgovind Motor Cycle -

51 - 171.0 Near The Sate Bank Truck -

52 - 175.0 Goarlakshmi Truck -


BARH THANA

MOKAMA THANA





53 - 162.0 Lahariya Tola Tata 407 -

54 17.03.01 163.0 Neerpur Truck -

55 25.03.01 163.0 - - -56 - - Charisthpur Truck -

57 - - Morh Mahal Motor Cycle -

58 - 156.5 Sabneema Bus -

59 - 156.5 Punjab National Bank Truck -

60 - 159.6 Jegpur Jeep -

61 - 164.0 Kamarapar Truck -

62 - 164.0 Kamarapar Truck -

63 21.01.01 - NH - 31 - -

64 06.02.01 - Mahendrapur Truck -

65 07.02.01 - NH Motor Cycle -

66 22.02.01 - Electricity Office Truck -

67 02.09.01 209.0 Hayidah Truck -

68 24.05.01 206.8 Bata Modh Tractor -69 25.05.01 206.0 Dariyapur Maruti -

70 03.10.01 209.0 - - -

71 17.10.01 209.0 Rajendrapul Truck -

72 26.11.01 - Mahendrapur Truck -

73 27.03.01 - Muchhara Tola Truck -

74 28.03.01 - Rampur Tumar Tractor -

75 18.05.01 - Marachi Car -

76 07.07.01 - Sherpur Truck -

77 19.07.01 - - - -

78 30.07.01 - - Bus -

79 18.08.01 - - -

80 23.03.01 199.8 Godhayi Gaun Tractor -

81 29.04.01 200.0 - Truck -

82 26.04.01 - - - -

83 16.11.01 200.0 Godhayi Gaun - -

84 04.02.01 - Sahanora Tractor -

85 20.02.01 176.8 Dovar Truck -

86 03.03.01 176.0 Dariyapur Truck -

87 12.03.01 182.5 Padarak Motor Cycle -

88 21.03.01 - - - -

89 27.03.01 180.4 Lemuabad Truck -

90 20.04.01 - NH - 31 Motor Cycle -

91 22.04.01 - Chamar Toli Jeep -

92 24.04.01 - - - -93 28.04.01 179.0 Railway Truck -

94 04.05.01 180.0 Darga Hotel - -

95 20.05.01 182.5 Padarak Truck -

96 01.06.01 180.4 Lemuabad Tata 407 -

97 13.06.01 176.0 Dariyapur -

98 11.07.01 - - Tempo -

99 20.07.01 187.5 Padarak Truck -

100 27.07.01 186.0 Mamarga Bad -

101 23.08.01 178.0 Lakhshmipur Truck -

102 31.08.01 182.5 Padarak -

103 29.08.01 179.0 Railway Maruti -

104 26.11.01 - - - -

105 10.12.01 - - - -

106 15.12.01 182.5 Padarak Tata 407 -107 16.12.01 178.0 Lakhshmipur Truck -

PANDARAR THANA

ATHMAL GOLA THANA

HATHIDAH THANA

MARANCHI THANA

DHANSDARI THANA





108 11.02.01 - Ravaich Truck 1

109 23.03.01 - - - -

110 29.03.01 - Gosai School Truck 1111 22.04.01 - Lakhanpur Truck 1

112 05.05.01 - - - -

113 06.05.01 - - - -

114 08.05.01 - - - -

115 10.05.01 - Karoda Truck

116 23.06.01 - Sundhar Pur Bus 1

117 23.06.01 - Ravaich - 1

118 07.07.01 - Lakhanpur Jeep 1/1

119 21.07.01 154.0 Bakhtiyarpur Truck 1

120 21.08.01 154.0 Madhupur Truck 4

121 08.09.01 - Sukunpur Truck 1

122 21.09.01 - - - -

123 25.09.01 - Hatia Truck 0/1

124 11.10.01 - Dhansurpur Truck 0/1125 12.10.01 155.5 Mohmedpur Sumo 0/1

126 15.10.01 - Dhansurpur Bus 1

127 21.10.01 - Syedpur Truck 1

128 26.10.01 154.0 Bakhtiyarpur Car 1

129 27.10.01 - Lukhipur Truck 3

130 30.10.01 - Sundhar Pur Bus 1

131 18.11.01 - - - -

132 24.11.01 154.0 New Bypass Mini Bus 0/1

133 06.12.01 154.0 Bakhtiyarpur Bus 0/1

134 14.12.01 - Sundhar Pur Bus 0/1

135 20.12.01 - Ghovapul Truck 1

136 29.12.01 - Hatia Jeep 1

137 31.12.01 - Karoda Bus 0/1

BAKHTIYARPUR THANA



Sl. NO Date Chainage

(km)

Location Accident Vehicle Injured

1 01.01.02 196.0 Mokama Bypass Sumo 5

2 01.01.02 189.8 Sultanpur Truck/Tractor -3 01.01.02 191.5 Morh Maruti 1

4 23.02.02 202.0 Chuhmahal Godh - -

5 27.02.02 198.8 Kary Modh Bus/Tractor -

6 01.03.02 195.0 Shivanar Motor Cycle -

7 04.03.02 202.0 Chuhmahal Maxi -

8 25.03.02 187.0 Mekra - -

9 31.03.02 187.0 Mekra Motor Cycle -


11 26.04.02 194.0 Barhpur Truck -

12 28.04.02 202.0 Chuhmahal - -

13 15.05.02 188.5 Kanhayipur Maxi -

14 16.05.02 200.8 Najarath Modh Tata - 407 -

15 17.05.02 195.0 Shivanar - -

16 22.05.02 187.0 Mekra Truck -

17 22.05.02 187.0 Mekra Tractor -18 31.05.02 191.5 Morh - -

19 12.06.02 - Moto Tolla Minibus -

20 14.06.02 191.5 Morh - -

21 26.06.02 - Bahadurpur - -

22 27.06.02 187.0 Mekra - -

23 29.08.02 196.0 Bypass Truck -

24 08.09.02 191.5 Morh - -

25 11.09.02 195.5 Shivanar Jeep -

26 15.09.02 191.5 Morh Tractor -

27 06.01.02 194.0

28 11.01.02 155.0

29 13.01.02 -

30 13.01.02 - Sukunpur Unkown Jeep -31 16.01.02 - Dhovapul Truck -

32 22.01.02 - - - -

33 08.02.02 - - - -

34 23.02.02 - - - -

35 23.02.02 - - - -

36 02.03.02 - - - -

37 09.03.02 - Dhovapul Tata - 407 -

38 23.03.02 - - - -

39 19.03.02 - - - -

40 06.04.02 - - - -

41 18.04.02 - - - -

42 28.04.02 - - - -

43 03.05.02 - - - -

44 10.05.02 - - - -

45 14.07.02 - - - -46 10.08.02 - - - -

47 21.08.02 - - - -

48 01.09.02 - - - -

49 21.09.02 - Hatia NH Jeep 1

50 23.09.02 - Chatvari Truck Jeep 1

51 11.10.02 - Chatvari Truck 1

52 14.10.02 - Karoda Truck 0/1

53 16.10.02 - Champapur Bus 1

54 06.11.02 - Ranisarai Motor Cycle 1

55 29.11.02 - Kasva Truck 0/1

56 30.11.02 - Pulan Truck 0/1


BAKHTIYARPUR THANA

MOKAMA THANA



Sl. NO Date Chainage

(km)



115 22.01.02 176.8 Davar NH Truck -

116 03.02.02 - Madhupur Tempo -117 15.05.02 180.0 Dargadi NH Tata -

118 24.05.02 176.8 Davar NH Truck -

119 - - Line Hotel Bus -

120 22.07.02 - - - -

121 27.08.02 176.8 Davar NH Truck -

122 10.08.02 179.0 Railway Maxi -

123 11.09.02 179.0 Railway Maxi -

124 28.09.02 182.5 Padarak Motor Cycle -

125 29.09.02 179.0 Railway Truck -

126 15.10.02 178.0 Lakshmipur Truck -

127 25.10.02 180.0 Dargahi Tola Unknown Vehicle -

128 02.11.02 182.0 Chapedatar Bus -

129 19.12.02 180.0 Dargahi Tola Truck -

130 24.12.02 178.0 Lakshmipur Tractor -

PANDARAK THANA




1 20.01.03 200.8 Najrath Modh Truck -

2 28.01.03 188.5 Kanhayipur NH - 31 Bus -3 17.02.03 195.0 Shivnagar Bus -

4 17.04.03 187.0 Mekrah Ambulance -

5 04.05.03 196.0 Bypass NH - 31 Ambasidor Car -

6 13.05.03 196.0 Bypass NH - 31 Truck -

7 09.06.03 191.5 Morh Truck -

8 22.06.03 191.5 Morh Truck -

9 24.06.03 196.0 Mokama Bypass Truck -

10 11.07.03 195.0 Shivnagar Truck -

11 07.08.03 196.0 Bypass NH - 31 Truck -

12 27.08.03 187.0 Mekrah Truck -

13 13.09.03 196.0 Mokama Bypass Unknown Vehicle -

14 03.10.03 191.5 Morh Truck -

15 29.10.03 191.5 Morh Jeep -

16 08.12.03 202.5 Chuharmal Gate Bus -

17 17.12.03 189.5 Sultanpur Truck -

18 21.12.03 - Chatarpura Truck -

19 - 172.5 Near Petrol Pump Tank Lori -

20 - 168.2 Gelgovind Jeep -

21 - 166.4 Achuara Unknown -

22 - 172.5 Near Petrol Pump Unknown -

23 - 173.5 Gulabbagh Unknown -

24 - 166.0 Hasnachak Truck -

25 - 166.0 - Truck -

26 - 170.0 Kachhari Truck -

27 - - NH - 31 Truck -

28 - 170.0 Kachhari Tempo -29 - 175.5 Navada Unknown -

30 - 171.0 - - -

31 - 175.0 - - -

32 - - - - -

33 - 167.6 Dahor Maruti Car -

34 - 168.2 - - -

35 - 172.5 Petrol Pump Car -

36 - 166.4 Achuara Truck -

37 - 173.5 Gulabbagh Bus -

38 - 159.6 - - -

39 - - Ram Nagar Unknown -

40 - 160.5 Athmalgola Bus -

41 - 156.5 Subneema Truck -42 - - Petrol Pump Truck -

43 - 166.0 Hasnachak Truck -

44 - 164.5 Rupas Maruti Car -

45 - 160.5 Athmalgola Vikram Tempo -

46 - 163.0 Thinpai Tola Truck -

MOKAMA THANA

BARH THANA

ATHMAL GOLA THANA






47 01.02.03 - - - -

48 02.02.03 - - - -49 11.02.03 - - - -

50 12.02.03 - - - -

51 12.02.03 - - - -

52 24.02.03 - - - -

53 02.03.03 - - - -

54 11.03.03 - - - -

55 12.03.03 - - - -

46 24.03.03 - - - -

47 25.03.03 - - - -

48 27.03.03 154.0 Madhopur Truck -

49 05.04.03 - Lakhanpura Sumo 1 dead

50 21.04.03 - - - -

51 07.05.03 155.0 Rani Sarai Truck 5

52 08.05.03 - - - -

53 31.05.03 154.0 Radhopur Truck -

54 02.06.03 - Sukunpura Truck -

55 03.06.03 155.5 Mohmedpur Unknown Truck 1 dead

56 06.06.03 - - - -

57 11.06.03 154.0 New Tola Radhopur Unknown Truck 1 dead

58 - - - - -

59 09.07.03 155.0 Rani Sarai Bus -

60 14.07.03 - - - -

61 02.08.03 - - - -

62 13.08.03 - - - -

63 30.08.03 - Paplesh Tower Jeep 1 dead

64 07.11.03 - Muapur Tata 407 1 dead

65 12.06.03 - - - -

66 16.06.03 - - - -

67 01.08.03 - - - -

68 27.11.03 - - - -

69 10.02.03 209.0 - - -

70 01.04.03 - Benipur NH-31 Unknown Vehicle -

71 11.05.03 - - - -

72 23.05.03 - - - -

73 27.07.03 209.0 Rajendrapul Unknown Truck

74 08.11.03 209.0 - - -

75 12.01.03 176.0 - - -

76 22.02.03 177.5 - - -77 02.03.03 176.0 - - -

78 13.03.03 185.5 - - -

79 21.03.03 182.5 Padarak Bus -

80 24.04.03 182.5 Dhargahi Tola Truck -

81 25.04.03 180.0 Railway Truck -

82 02.05.03 179.0 - - -

83 15.05.03 182.5 Padarak Truck -

84 06.07.03 182.5 - - -

85 16.09.03 183.5 Padani Chowk Truck -

86 12.11.03 180.0 Dhargahi Tola Tractor -

87 13.11.03 176.8 - - -

88 30.01.03 - - - -

89 13.02.03 - - - -

90 02.03.03 - - - -

GHOSVARI THANA

MARACHI THANA

HATHIDAH THANA

PANDARAK THANA

BAKTHTIYARPUR THANA



Sl. No Date Chainage

(km)


1 01.01.04 191.5 Morh Truck -

2 04.01.04 194.0 Barhpur Unknown Motor Cycle -

3 12.02.04 195.0 Shivnar Unknown Vehicle -

4 19.04.04 191.5 Morh Truck -

5 23.04.04 191.5 Morh Truck -

6 07.05.04 - Chatarpura Tractor -

7 10.05.04 195.0 Shivnar Tata 407 -

8 13.05.04 191.5 Morh Motor Cycle -

9 26.05.04 196.0 - - -

10 20.06.04 188.5 Kanhayipur Bus -

11 23.06.04 199.8 Gosai Gaun Jeep -

12 25.06.04 196.0 Bypass Sumo -

13 30.06.04 187.0 Mekrah Sumo -

14 06.07.04 188.5 - - -

15 31.07.04 195.0 Shivnar Bus -

16 31.08.04 195.0 Shivnar Bus -

17 19.09.04 - Thana Road Vikram Tempo -


19 02.01.04 172.5 - - -

20 15.01.04 - - - -

21 17.01.04 171.2 - - -

22 21.01.04 - NH - 31 Tractor -

23 17.02.04 173.0 - - -

24 21.02.04 172.5 - - -

25 24.02.04 171.2 - - -

26 29.02.04 - NH - 31 Bus -

27 07.03.04 173.5 - - -

28 19.03.04 168.2 - - -

29 23.03.04 166.0 - - -

30 03.04.04 - - - -

31 06.04.04 172.5 - - -

32 29.05.04 173.5 - - -

33 01.06.04 - - - -

34 24.06.04 168.4 - - -

35 25.06.04 168.5 - - -

36 25.06.04 168.5 - - -

37 06.07.04 167.6 - - -

38 06.07.04 - - - -

39 12.07.04 172.5 - - -

40 12.07.04 - - - -

41 23.07.04 168.2 - - -

42 16.08.04 172.5 - - -

43 17.08.04 - - - -

44 30.08.04 - - - -

45 27.09.04 167.6 - - -

46 07.02.04 161.8 - - -

47 28.02.04 161.8 - - -

48 165.03.04 160.5 - - -


MOKAMA THANA

BARH THANA

ATHMAL GOLA THANA



Sl. No Date Chainage

(km)



49 03.05.04 156.5 Sabneema Maxi -

50 06.06.04 - Rupas Truck -

51 25.06.04 161.8 - - -

52 10.07.04 164.0 - - -

53 16.07.04 161.8 - - -

54 25.07.04 162.0 - - -

55 05.09.04 156.0 - - -

56 04.01.04 - - - -

57 06.01.04 - - - -

58 15.01.04 - - - -

59 17.01.04 - - - -

60 01.02.04 - - - -

61 05.02.04 - Chuapul Commander Jeep -

62 15.02.04 - - - -

63 16.02.04 - - - -

64 16.04.04 - New Tola Truck -

65 18.04.04 - - - -

66 18.05.04 - - - -

67 26.06.04 - - - -

68 26.07.04 - - - -

69 17.08.04 - - - -

70 27.08.04 - Bakhtiyarpur Dovapul Maruti Car -

71 13.08.04 - - - -

72 26.09.04 - - - -

73 07.03.04 206.8 - - -

74 12.03.04 209.0 - - -

75 07.08.04 209.0 NH - 31 Rajendrapul Bus -

76 15.08.04 208.0 - - -

77 29.09.04 209.0 - - -

78 07.02.04 184.5 - - -

79 09.03.04 - Sahnaina Beloro -

80 19.04.04 - Sahneera Truck -

81 12.05.04 176.8 - - -

82 26.05.04 179.0 - - -

83 27.05.04 182.5 Padarak Tata 407 -

84 19.07.04 178.0 Lakshmipur Tanklori -

85 11.08.04 178.0 Railway Madhy Truck -

86 05.09.04 182.0 - - -

87 03.10.04 180.4 Lekuabad Beloro -

88 04.02.04 - - - -

89 27.07.04 - - - -

90 15.08.04 - - - -

91 27.09.04 - - - -

PANDARAK THANA

CHOSWARI THANA

BHAKTIYARPUR THANA

MARACHI

HATHIDAH THANA



Sl. No Date Chainage (km) Location Accident Vehicle

1 3.1.99 228.8 Hapur Chowk Tata Maxi 1 -

2 5.1.99 221.0 Devna Chowk Truck Lori 1 -

3 15.1.99 211.0 Rajendra pul 31 Tata Maxi 1 -

4 27.1.99 221.0 Near Devna Tata Maxi 1 -

5 30.1.99 221.0 Near Devna Tractor 1 -

6 3.2.99 217.5 Truck - 27 5.2.99 216.0 Bihad Chandi Chowk Truck - -

8 10.2.99 215.0 Malhipur Chowk Bus 1 -

9 13.2.99 211.0 Rajendra pul Bus 1

10 2.4.99 215.0 Truck 1 1

11 17.4.99 217.5 Truck - 2

12 20.4.99 228.5 Hapur Chowk Truck 1 -

13 8.5.99 211.0 Rajendra pul Truck - 2

14 18.5.99 22.0 Muradpur Truck Lori 1 -

15 18.5.99 Pidul Petrol Pump Truck - 1

16 3.6.99 218.2 Near Minaxi Pump Truck - 1


18 15.6.99 222.0 Devna Tata Maxi - 2

19 9.6.99 219.0 Papraour Tractor - 1

20 28.6.99 216.0 Bihad Chandi Chowk Truck 1 1

21 5.7.99 Zero Mile Truck - 2

22 21.8.99 218.8 Zero Mile Bus - 423 28.8.99 218.8 Rajendra pul Bus - 3

24 30.8.99 211.0 Village Mosadpur Truck - 2

25 10.10.99 222.0 Badaily Maruti Zen - 1

26 12.10.99 219.0 Near Hayirsh Hotel Truck Maruti Car - 3

27 17.11.99 219.0 NearRajendra pul Station Truck - 1

28 17.11.99 - -

29 24.11.99 211.0 - -

30 25.11.99 224.0 Near Diamond Pump Jeep 1 -

31 30.11.99 211.0 Rajendra Pul Truck 1 -

32 8.12.99 B.T.P.S Chowk Bus 1 2

33 12.12.99 215.0 Truck 1 -

1 14.12.99 218.8 Zero Mile Chowk Bus 1 -

2 19.1.2000 211.0 Rajendra pul Tata Maxi - 2

3 19.1.2000 222.8 Near Harpur Tata Maxi 1 -

4 2.2.2000 221.0 Devna Chowk Bus - 25 14.2.2000 213.8 Chakia Tata Maxi - 1

6 29.2.2000 211.0 Bindh doli Simriya Truck - 1

7 10.3.2000 218.8 Zero Mile Chowk Taxi 1 1

8 17.3.2000 222.8 Harpur Chowk Tata Maxi - 1

9 19.3.2000 211.0 Rajendra pul Rajdoot Motor Cy. 1 -

10 15.4.2000 217.5 Rajya Pump Truck 1 -

11 23.4.2000 219.0 Truck 1 -

12 6.5.2000 219.0 Papror Truck 1 -

13 15.5.2000 218.2 Near Minaxi Pump Tractor - 1

14 17.5.2000 227.0 Auto Service Pump Tractor - 1

15 9.5.2000 215.2 Near Nehru Cinema Hall Maruti - 1

16 16.5.2000 222.0 Harpur Maruti - 1

17 15.6.2000 219.0 Truck - 1

18 18.6.2000 216.0 Bihad Chandni Chowk Truck - 1

19 20.7.2000 Near Surendra Singh Pump Tata Maxi - 2

20 23.7.2000 215.0 Truck - 121 31.7.2000 219.0 Badaily Talla Tata Maxi - 2

22 31.8.2000 216.0 Bihad Chandni Chowk Truck 1 -

23 10.9.2000 221.0 Devna Truck Lori 1 -

24 20.9.2000 Near Sameer Hotel Truck - 1

25 28.9.2000 215.2 Near Nehru Cinema Hall Truck 1 -

26 2.10.2000 216.0 Bihad Chandni Chowk Truck - 1

27 12.10.2000 213.4 Truck Lori - 1

28 13.10.2000 211.0 Rajendra pul Bus - 2

29 14.10.2000 228.8 Harpur Chowk Car - 1

30 17.10.2000 216.0 Bihad Railway Crossing Troller - 2

31 19.10.2000 219.0 Papror Truck 1 1

32 21.10.2000 222.0 Mosadpur Truck 1 -


34 24.10.2000 215.4 Railway Crossing Tractor - 2

35 10.11.2000 Near Gangaline Hotel Bus 1 1

36 10.11.2000 215.0 Malhipur Chowk Car - 137 25.11.2000 217.0 Ratan Chowk Truck - 1

38 26.11.2000 213.4 Car - 2

1999

Table 6.18ACCIDENT DATA YEAR - 1999 to 2003

2000



1 5.1.01 Near Gurunanak Hotel 1 -

2 15.1.01 222.8 Hapur Tractor - 1

3 8.3.01 222.8 Hapur Tractor - 1

4 17.3.01 211.0 Zero Mile Chowk Bus - 3

5 19.3.01 219.0 Papror Tata Maxi 1 1

6 19.3.01 218.8 Zero Mile Chowk Truck - 1


8 17.6.01 218.8 Zero Mile Chowk Bus 1 29 11.7.01 213.8 Truck - 1

10 17.7.01 222.4 Near Diamond Pump Truck 1 -

11 24.7.01 222.0 Mesaipur Tata Truck - 2

12 30.7.01 219.0 Near Papror Hanuman Mandi Rajdoot Motor Cy. - 1

13 9.8.01 222.0 Mosadpur Truck 1 -

14 15.8.01 221.0 Devna BeleroJeep 2 2

15 22.8.01 222.0 Mosadpur Maruti Zen 1 -

16 21.9.01 219.0 - 1

17 13.10.01 219.0 Tata Maxi 1 2

18 21.10.01 217.5 Near Rajya Pump Truck - 1

19 24.10.01 217.6 Hero Honda 1 -

20 28.10.01 215.0 Malhipur Chowk Maruti Car - 1

21 5.11.01 211.0 Near Rajendrapul Station Truck 1 1

22 12.11.01 212.5 Near Padav Hotel Tata Maxi 1 1

23 15.11.01 216.0 Near State Bank Truck - 1

24 17.11.01 216.0 Bihad Chandni Chowk Truck Lori 1 -25 23.11.01 213.6 Near Railway Crossing Tractor - 1

26 13.12.01 221.0 Devna Chowk Truck - 1

27 20.12.01 221.0 Devna Chowk Tata Maxi 1 -

28 1.12.01 216.0 Near Bihad Corporative Bank - -

1 10.1.02 221.0 Devna Chowk Truck - 1

2 21.1.02 218.8 Zero Mile Chowk Trucker - 1

3 8.2.02 216.0 Bihad Bazar Truck - 1

4 1.3.02 217.5 Near Sanjay Pump Truck - 1

5 28.1.02 217.0 Ratan Chowk Unknown Vehicle - 1

6 11.2.02 216.0 Bihad Ratan Chowk Tata Maxi - 1

7 21.3.02 219.0 Maruti Zen 1 -

8 23.3.02 211.0 Near Rajendrapul Tata Maxi 1 1

9 29.3.02 216.0 Near Township gate 2 Trucker - 3

10 29.3.02 216.0 Bihad Ratan Chowk Motor Cycle - 1

11 9.4.02 218.2 Near Meenaxi Pump Truck - 112 16.4.02 217.5 Near Rajya Pump Truck 1 -

13 23.4.02 216.0 Bihad Masalnpur Tata Maxi 1 1

14 18.5.02 228.0 Near Auto Pump Tata Maxi - 3

15 21.5.02 219.0 Papror Trucker - 2

16 22.5.02 218.8 Zero Mile Chowk Tata Maxi - 2

17 24.5.02 218.2 Near Meenaxi Pump Tata Maxi - 3

18 27.5.02 222.8 Near Hapur M.P.I Godam Tata Maxi 1 -

19 6.6.02 Bus - 1

20 13.7.02 221.0 Tata Maxi - 1

21 28.7.02 216.0 Bihad Railway Crossing Maruti Zen - 2

22 31.7.02 215.0 Truck - 1

23 7.8.02 219.0 Truck - 1

24 4.9.02 216.0 ear Bihad Ram Janaki Mandi Bus - 2

25 12.9.02 222.0 Village Mosadpur Truck 1 -

26 18.9.12 221.0 Devna Lether Factory Truck 1 -

27 29.9.02 213.4 Truck 1 -28 25.10.02 218.4 Maruti Car - 1

29 1.11.02 Near Gurunanak Hotel Tata Maxi - 1

30 4.11.02 211.0 Near Rajendra pul 1 1

31 16.11.02 219.0 Bus 1 -

32 4.12.02 216.0 Near Bihad Bazar Truck Lori - 1

33 5.12.02 222.0 Mosadpur Truck to Truck - 3

34 7.12.02 216.0 Near Bihad Bazar Trucker 1 -

35 2.12.02 Near Driver line Hotel Truck - 1

36 9.12.02 222.8 Hapur Chowk Tata Maxi - 2

37 20.12.02 222.8 Near Hapur Tata Maxi - 1

38 7.12.02 219.0 Near Papror Chandsuraj Truck - 1

39 1.5.02 222.0 Jeep - 1

2001

2002



1 12.1.03 218.8 Near Golambar Truck 1 -


3 20.1.03 219.0 Truck - 1

4 1.2.03 215.4 Near Bihad Railway Cabin Truck - 1

5 16.2.03 221.0 Village Devna Tempo - 1

6 27.2.03 218.8 Zero Mile Chowk Truck 1 -

7 5.3.03 219.0 Papror Truck 1 -

8 3.1.03 222.8 Harpur Trucker - Truck - 29 15.4.03 215.0 Near Fertilizer Gate Truck - 1

10 15.4.03 222.8 Hapur Truck 1 -

11 19.4.03 219.0 Papror Truck - 3

12 19.4.03 213.8 Near Chakiya Seva Sadan Truck 1 -

13 2.5.03 215.2 Truck - 1

14 15.5.03 211 Near Rajendra pul Tata Maxi - 1

15 2.6.03 228.0 Near Mahavir Mandir Truck - 1

16 7.6.03 219.0 Near Papror High Pump Truck 1 -

17 26.6.03 219.0 Near Badaily Tolla Tata Maxi - 1

18 14.7.03 219.0 Near Papror Shiv Pump Truck - Tempo 1 -

19 16.7.03 219.0 Papror Trucker - 4

20 20.7.03 211.0 Near Rajendra pul Scooter 1 -

21 9.8.03 222.8 Hapur Chowk Tata Maxi - 3

22 16.8.03 216.0 Bihad Chandni Chowk Car 1 -

23 4.8.03 216.0 North Chandni Chowk Hero Honda - 1

24 26.9.03 219.0 Papror Truck - 225 27.9.03 217.5 Sanjay Pump's South Truck - 1

26 27.9.03 222.0 Shiv Pump's South Bus 1 -

27 2.10.03 217.5 Bihad Sanjay pump Truck - Car - 3

28 1.10.03 211.0 Zero Mile Chowk Truck 1 -

29 3.10.03 211.0 Near Rajendra Pul Tata Maxi - 2

30 26.10.03 222.0 Mosadpur Commander Jeep - 1

31 10.11.03 B.T.P.S. Chowk Truck - Trucker - 3

32 9.11.03 222.8 Hapur Chowk Motor Cycle 1 -

33 9.11.03 211.0 Simriya Maruti - 1

2003



1 8.1.04 230.0 Lako Truck - 1

2 11.1.04 224.0 Near Lalita Petrol Pump Trucker 1 -

3 14.2.04 233.0 Lako Durg Sthan Truck 1 -

4 14.3.04 234.0 Ramsan Pur Trucker - 1

5 13.4.04 220.0 Mahavir Petrol Pump Maruti - 1

6 15.4.04 - Chuharmal Scooter 1 -

7 26.4.04 233.0 Ramapati Petrol Pump Truck - 1

8 29.4.04 - Ulav Maruti - 1

9 9.5.04 224.0 Sushil Nagar School Truck 1 -

10 15.5.04 233.0 Lako Unknown Vehicle 1 -

11 31.5.04 239.0 Masthi Fatehpur Tola Truck - 1

12 1.6.04 233.0 Lako Truck 1 -

13 16.6.04 240.0 Pansalla Truck 1 -

14 17.6.04 220.0 Mahavir Petrol Pump Trucker 2 -

15 28.6.04 236.0 Chaveli Truck 1 -

16 1.7.04 224.0 English Tolla Trucker - 1

17 13.7.04 224.0 English Tolla Truck - 1

18 29.7.04 224.0 Sushil Nagar Motor Cycle - 1

19 28.7.04 - Ghamhar Tolla Commander Jeep - 1

20 1.8.04 237.4 Shikha Petrol Pump Truck - 1

21 2.8.04 233.0 Ramapati Petrol Pump Motor Cycle 1 -

22 18.8.04 - Hardiya Petrol Pump Bus 1 -

23 20.9.04 225.0 Near Cinthol O.P Truck - 124 14.9.04 225.0 Near Cinthol O.P Trucker - 1

25 23.1.03 220.0 Mahavir Petrol Pump Motor Cycle - 1

26 24.1.03 224 Near Anil Petrol Pump Truck 1 -

27 9.2.03 233 Lako Tolla Truck 1 -

28 15.2.03 - Hardiya Petrol Pump Bus 1 -

29 21.2.03 225 Jubli Pump Truck - 1

30 3.4.03 224.5 Ner Diamond Hotel Unknown Vehicle 1 -

31 5.4.03 233.0 Near Lako O.P Truck 1 -

32 23.5.03 - Truck 1 -

33 24.5.03 232.0 Gotopur Truck 1 -

34 29.5.03 233.0 Lako Tata Sumo 1 -

35 15.7.03 233.0 Lako Tolla Motor Cycle - 1

36 16.7.03 233.0 Lako Truck 1 -

37 8.8.03 - Sardash Tolla Jeep 1 -

38 20.8.03 224.0 Amror Tata Maxi 1 -39 25.8.03 234.5 Samjanpur Tractor 1 -

40 28.8.03 236.0 Bahadarpur Truck 1 -

41 13.9.03 - Bhavanand Pur Tata 407 1 -

42 18.9.03 228.0 Jagadambha Garrage Tractor - 1

43 7.10.03 - Sardash Tolla Tata Sumo 1 -

44 11.11.03 241.0 Senior Tola Truck Lori 1 -

45 27.11.03 225.0 Jubli Taba Unknown Vehicle 1 -

46 12.12.03 236.0 Bahadarpur Truck 1 -

47 16.12.03 224.5 Near Cinthol O.P Truck - 1

48 31.12.03 233.0 Near Lako O.P Jeep 1 -

49 11.1.02 234.5 Ramsan Pur Truck 1 -

50 17.1.02 240.0 Pansalla Jeep 1 -

51 30.1.02 234.6 Ramsan Pur Truck 1 -

52 13.2.02 227.0 Kapsya Unknown Vehicle - 1

53 25.2.02 237.4 Lako Durg Sthan Truck 1 -

54 17.3.02 224.5 Cintol Chowk Truck Lori 1 -

55 24.3.02 236.0 Bahadarpur Tata Sumo - 1

56 27.3.02 234.6 Ramjanpur Truck 1 -

57 29.3.02 224.0 Sushil Nagar Truck 1 -

58 28.4.02 224.0 Near Lalita Petrol Pump Truck 2 -

59 3.6.02 233.0 Lako Jeep 1 -

60 4.6.02 237.4 Sikha Pump Jeep - 1

61 23.6.02 233.0 Lako Maxi 1 -

62 23.6.02 234.6 Ramsan Pur Jeep 1 -

63 13.7.02 233.0 Ramapati Petrol Pump Truck 1 -

64 14.9.02 - Kapuristhan Chowk Truck 1 -

65 14.10.02 224.5 Cinthol Pogar Truck 1 -

66 14.10.02 233.0 Lako Motor Cycle 1 -

67 28.10.02 237.4 Sikha Pump Truck 1 -

68 25.11.02 241.0 Eniyar Tolla Truck 1 -69 26.11.02 234.6 Ramsan Pur Truck 1 -

70 19.12.02 240.0 Faisla Tolla Truck 1 -

2003

2002

MUKSIL THANA - 2004



72 6.1.01 224.5 Cinthol T.A Ambasidor 1 1

73 8.1.01 234.6 Ramsan Pur Trucker 1 -

74 6.2.01 225.0 Jubli Pump Jeep - 1

75 27.2.01 234.6 Ramsan Pur Jeep 1 -

76 4.3.01 240.0 Pansalla Truck 1 -

77 16.3.01 241.0 Eniyar Tolla Truck - 1

78 28.3.01 240.0 Pansalla Bus - 1

79 27.4.01 233.0 Ramapati Petrol Pump Bus 1 -

80 30.4.01 238.0 Shakhan pur Tola Tractor 1 -

81 19.5.01 233.0 Lako Jeep - 1

82 22.5.01 224.0 Anil Pump Tractor 1 -

83 29.5.01 241.0 Eniyar Tolla Truck Lori - 1

84 22.6.01 224.5 Cinthol Tractor - 1

85 11.7.01 224.5 Cinthol T.A Truck Lori 1 -

86 18.8.01 234.6 Ramsan Pur Tata 407 - 1

87 11.9.01 233.0 Lako Truck - 1

88 11.10.01 224.0 Anil Pump Commander 1 -

89 20.10.01 237.4 Deepshikha Pump Jeep 1 -

90 8.12.01 237.2 Shakhan pur Tola Tata 407 - 3

91 8.12.01 233.0 Lako Tractor 1 -

92 9.12.01 220.0 Mahavir Petrol Pump Ambasidor 1 -

93 20.12.01 224.0 English Tolla Ambasidor - 1

94 24.12.01 241.0 Eniyar Tolla Tata Mini Bus - 1

95 17.1.2000 224.5 Cinthol Truck - 1

96 6.2.2000 224.0 Sushil Nagar Truck - 1

97 25.2.2000 224.0 Sushil Nagar Jeep 1 -

98 25.2.2000 234.5 Arun Pump Jeep 1 -

99 2.4.2000 - Kud Tola Truck 1 -

100 5.4.2000 241.0 Eniyar Tolla Unknown Vehicle 1 -

101 7.6.2000 232.0 Gotopur Tata 407 1 -

102 21.6.2000 - Hardiya Petrol Pump Truck - 1

103 18.7.2000 224.5 Cinthol Pogar Bus 1 -

104 26.7.2000 237.2 Shakhan pur Tola Truck 1 -

105 3.8.2000 224.5 Cinthol Bus - 1

106 16.8.2000 232.0 Gotopur Trucker 1 -

107 26.8.2000 - Bhagvan pur Gaon Truck 1 -

108 3.9.2000 - Sudharsh Tola Truck - 1

109 20.9.2000 236.0 Badariyapur Tola Tata - 1110 25.9.2000 233.0 Lako Tata - 1

111 3.10.2000 241.0 Eniyar Tolla Truck 1 -

112 10.10.2000 - Bhagvan pur Tola Jeep 1 -

113 23.10.2000 224.0 English Tolla Tractor 1 -

114 9.11.2000 - Sudharsh Tola Jeep 1 -

115 12.11.2000 224.0 Sushil Nagar Car - 1

116 25.12.2000 233.0 Ramapati Petrol Pump Truck 1 -

117 30.12.2000 224.5 Cinthol Pogar Truck 1 -

2001

2000





Registration of vehicles

Transport demand elasticity

6.15.3 Data Source

Besides primary surveys, the following data were collected from various sources;

Population data

Vehicle registration data

NSDP, Per capita income data

6.15.4 Projected Traffic Growth Rates

The future traffic growth rates have been worked out using three methods i.e.

Registration Vehicle method and Econometric Modeling Method, as explained in the

previous paragraphs. Out of the three methods, traffic projected by 5% as mentioned by

Ministry, is being adopted in designing the project road, as the econometric modeling

over estimates the traffic due to the recent developments in Bihar and also the data

used is insufficient to predict from linear regression analysis. Therefore, the final traffic

growth rates adopted for the study is 5% annual growth rate for all the vehicles.

6.15.5 Projected Traffic

The traffic volume figures obtained on the basis of traffic survey recently carried out by

the Consultants do not represent the actual traffic characteristics for the project road as

closure of Rajendra Pul for vehicular traffic has diverted the traffic beyond the

immediate influence area of the project road. Keeping this in view the ADT obtained on

the basis of traffic survey carried out during February, 2011 has been considered as the

base year traffic. The traffic growth rate of 5% per annum (compound) has been

considered for projection of traffic. The projected traffic (at 5 years interval) has been

summarized in Table -6.20.






Table 6.20 : Projected Traffic (ADT) in VEH & PCU’s

Sl.

No. year

Km. 166 Km. 240

Traffic liable to

pay toll

Total Traffic

Volume

Traffic liable to

pay toll

Total Traffic

Volume

Vehicle PCU Vehicle PCU Vehicle PCU Vehicle PCU

1 2014 8476 18773 13658 23841 12134 25959 19949 30097

2 2019 10818 23960 17431 30428 15487 33130 25461 38412

3 2024 13807 30580 22247 38835 19765 42284 32495 49025

4 2029 17621 39028 28393 49564 25226 53966 41473 62570

5 2034 22490 49811 36238 63258 32196 68876 52932 79857






7.0 IMPROVEMENT OPTIONS AND PAVEMENT DESIGN

7.1 Widening Schemes

The Consultants have deliberated the desirability of eccentric widening (left side ) for Begusarai –

Khagaria section of NH-31 on grounds of:

Maximum utilization of existing road.

Saving of roadside trees.

Ease of construction

Easier traffic management during construction. Symmetrical widening is not considered desirable

in rural areas on account of cutting of large number of well grown trees (cluster of trees) located

on either side of the road and in consideration of catering to the traffic during construction.

However, in urban / semi-urban area concentric widening could be considered with reducedmedian width with service road to cater to the local traffic, so that the uninterrupted flow of traffic

could be achieved on the main highway.

In case of re-alignment section of NH-31 between Km 153.300 to Km 191.7 the project road will

traverse through vacant / agricultural land and in any case would warrant new construction. Table

7.1 shows typical X-sections for widening / construction of various sections of project road under

different scenario. Figures – 7.1 to 7.5 show the typical X-sections for the project road.

Table 7.1: Details of Typical Cross-Sections

Sl.

No

Location (km to km) Width (m) Typical cross

section (Ref. to

Manual)


2 From KM 191.700 to KM 197.900 90 Type - B


4 From KM 206.100 to KM 212.950 45 Type – C&D

5 From KM 212.950 to KM 266.282 60 Type – D,E&F

7.2 Pavement cond ition assessment design and option studies

The pavement investigation have been undertaken by the consultant during initial stages of

preparation of DPR during 2004 and the data / test results as obtained earlier are being reproduced

from the DPR prepared earlier fresh investigation at the stage has not been undertaken by the

consultants.






7.2.1 Pavement Condi tion Survey

The Package of road from Km 153.30 (Bakhtiarpur) to Km 266.282 (Khagaria) is taken up for

conducting feasibility and detailed engineering studies for strengthening of existing pavement and

development of the road into 4/6-lane highway with improved traffic capacity.

Assessment of pavement condition forms an essential part of the studies for examination of the

state of the existing pavement. The assessment primarily entails carrying out visual observations

to ascertain the pavement distress levels, the state of shoulders and the general condition of the

road embankment. In this study, pavement assessment has been carried out under the following

heads:

Visual Inspection Survey

Drainage Study Survey

7.2.2 Visual Inspection Survey

Visual Inspection survey has been undertaken for the entire stretch of project corridor. The main

parameters recorded were cracking and their types, ruts and patching areas. The results have

been recorded and presented in Table 2.7 of this report.

7.3 Observations

Section I – Bakhtiarpur – Barh –Mokamah Bypass- Begusarai (Km153.3- 235.000):

(i) The existing road passes through congested areas of Bakhtiarpur city and has intense

residential and commercial activities on either side of the highway. Carriageway is about 6m

with shoulders 6m to 8m wide on either side. The total land between the building lines is

about 22m. Truck parking on roadside can be observed at frequent intervals along the most

part of this stretch.

(ii) Barh is a seat of important commercial & industrial activities. A string of village settlements are

prevailing on either side of NH-31. This stretch of the highway carries a lot of heavycommercial vehicles. The road pavement is severely distressed.




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Section II – Begusarai – Khagaria (Km 235.000 to Km 270.000)

Pavement condition from Km 235.000 to Km 270.000 is good. This stretch has been repaired and

resealed in the recent past, though the surface at a few stretches has shown deterioration by way

of minor alligator cracks, minor rutting and minor undulations.

Earthen shoulders in certain Packages of the road are found at higher level than the existing

carriageway and observed to be out of profile. Storm/rain water does not run off from the road

surfaces, causing inundation of water. Apparently, due to this stripping of bitumen from

aggregates, edge damage and settlements have appeared. Such stretches mostly exist in or near

the built up areas.

7.4 Riding Quality

Roughness measurement studies have been carried out for the entire length of the project road

using Fifth Wheel Bump Integrator (Bump Integrator) during year 2005. Prior to roughness

measurement the unit (STECO-94) was calibrated. The instrument was run at a constant speed

of 30 km/hr and readings were taken on outer wheel paths in both the directions at a distance of

0.9m from the road edge, the project road being a two-lane road.

The roughness value is obtained in terms of uneven index (UI) from equation No. 1.

UI = (B/W)*460*2.54 …………………………(1)

Where,

UI = Unevenness index

B= Bump Integrator Reading

W= Number of wheel revolutions

The Unevenness index has been converted into universally accepted International Roughness

Index (IRI) using the following expression

UI=63 * (IRI)1.12…………………………………(2)

Where,

IRI= International Roughness Index






7.6.1 It is seen from the past records that there had been regular periodic maintenance in the recent

past on the road; therefore riding Quality of the road is not satisfactory. A few stretches have

shown distress and deterioration by the way of wide cracks, rutting and undulations.

Details of Strengthening of Pavement till date

The existing pavement has been strengthened by overlays in the following years as shown in

Table 7.2:

Table 7.2: Details of Strengthening of Pavement till date

Slno Chainage(KM) Year Overlay

1 218-226 2010-11 DBM-75 mm

BC - 40mm

2 227-229 2010-11 BM - 75 mm

BC - 40mm

3 230-249 2008-09 SDBC-25mm

4 250-256 2008-09 SDBC-25mm

5 257-273 2006-07 BM - 50 mm

SDBC-25mm

7.6.2 Benkelman Beam Deflection Study

Performance of flexible pavement is clearly related to the elastic deflection of pavement under the

wheel loads. Pavement deflection is measured by the Benkelman Beam Test equipment. While

the rebound deflection is the one related to pavement performance, the residual deflection may

be due to non-recoverable deflection of the pavement. Rebound deflection is used for the design

thickness of overlay.

For measuring pavement deflection the C.G.R.A. procedure that is based on testing under static

load has been adopted. Deflections measured are influenced by the (i) pavement temperature, (ii)

seasonal variation in climate, and (iii) type of sub-grade soil and are corrected for these factors.

Benkelman Beam Test measures the residual strength of the pavement.

Finally corrected deflection coupled with anticipated traffic in terms of million standard axles likely

to use the pavement in its design life has been considered for the design of overlay to strengthen

the existing pavement to cater for the anticipated traffic intensity.

A large number of Benkelman Beam Tests conducted revealed that characteristic deflection

values range from 1.38mm to 2.66mm. The test results of deflection study for the whole lengths






package-wise (i–iii) are given in Volume –II of this report. Where deflection values are less than

0.53mm, overlay upto traffic volume of 100Msa is normally not necessary. From structural

considerations, however the recommended minimum bituminous overlay thickness of 50mm of

bituminous macadam with an additional surface coarse of 50mm DBM or 40mm of bituminous

concrete is necessary. This refers to para 7.5 of IRC: 81-1997 “Guidelines for strengthening of

flexible pavements using Benkelman Beam Deflection Techniques”.

Based on test results of BBD study, the pavement is proposed to be reconstructed.

7.7 Pavement Design

7.7.1 Pavement Option Study

The options of both flexible and rigid pavement were being studied, and it was opined that it is

generally advantageous to go in for flexible pavement, when following conditions are

encountered.

(a) Traffic intensity in the design life of the pavement is near 150Msa.In our project corridor

traffic intensity is quite high presently (134 & 167msa) in Section I & Section II

respectively.

(b) Since the existing two-lane pavement is flexible & it needs to be realigned in Section I, it

was also opined that it is advantageous to go in for flexible pavement of the new 4-lane

carriageway.

(c) The most preferred type of construction has been the flexible pavement in India so far

because of:

(i) Most of the construction agencies are fully familiar with the methodology of

constructing flexible pavement and these are equipped with latest road making

machinery.

(ii) Initial capital cost of construction is less by 10-15% as compared to construction of

rigid pavement.

(iii) Quality control during construction is not as stringent as in case of rigid pavement.

(iv) Maintenance (routine and periodic) is easier, quicker to open to running traffic, in

addition to the method being much more familiar with skilled /unskilled workers.






(ii) Laying of utility services like telephone, water electricity and gas lines etc. is easier,

quicker and less costlier and less hazardous to running traffic.

Considering the above aspects, it is generally considered to be advantageous to go for flexible

pavement for the two-lane new carriageway.

7.8 Design of Flexib le Pavement

7.8.1 Factors governing design are:

(a) Characteristics of the sub-grade soil

(b) Volume of commercial traffic

(c) Design life

(d) Climatic conditions of the area.

7.8.2 Characterist ics of the Sub-grade Soil

(a) Existing pavement (two lane)

(b) New Carriageway (two lane)

7.8.3 Exist ing Pavement

Sub-grade soil generally met within the length ranges between ordinary soil (alluvial deposits) to

hard soil (Laterites) CBR of these soils range between 3-11% as tested in project laboratory and

some tests obtained from PWD NH Circle Bhaktiarpur . In certain reaches soils in the category of

Sandy Clays with medium Plasticity is also met. Majority of the sub-grade soils have CBR values

in the range of 7 to 9. Field moisture content, field density and CBR of existing pavement sub-

grade are tabulated in Table No 4.1.

7.9 Fixing of Design CBR of the Existing road.

As a result of number of observations made in laboratory determined CBRs of existing sub-grade.

a design CBR of 7% at field density and equilibrium moisture attained in the sub-grade over years

has been adopted. The design CBR shall be made use of while cross checking thickness

requirement of overlay of bituminous layers on the existing pavement for strengthening.

7.9.1 Fixing of Design CBR for New Carriageway






It is anticipated that fill/embankment of about 1.0m thickness shall be constructed to reach

formation level of 2-lane new carriageway. Embankment material of minimum 7-9% CBR is

abundantly available within economical distances from the alignment all along the road that shall

be used for the construction of fill/embankment. Soils with a CBR of 7-9% at 97% compaction

(which is permissible standard) give CBR between 5-7%. Hence the purposes of design CBR of

7% are adopted.

Construction of sub-grade (500mm thick) shall be done using material of minimum 7% design

CBR (field CBR at 97% density of modified proctor density in the laboratory). Such material shall

be of 7 to 9% CBR in the Laboratory at 100% Modified Proctor Compaction. Such soils are

available in abundance along the road. The design CBR of new carriageway has been adopted

as 7.0%.

7.10 Traffic considerations

7.10.1 Volume of Commercial Traffic

7.10.1.1 Volume of commercial traffic is generally converted to number of standard axles that are

likely to use the pavement in its design life. One standard axle is expected to carry a load of

8.16 tons.

7.10.2 Design Lif e

7.10.2.1 Design life of a flexible pavement is taken as per IRC Standards as 15 years.

7.10.3 Traffi c Growth Rate

7.10.3.1 The traffic growth rate of 5% per annum has been adopted for projection of traffic.

7.10.4 Distribu tion of Commercial Traffic over the Carriageway.

7.10.4.1 A realistic assessment of distribution of commercial traffic by direction and by lane has been

carried out as it directly effects the total equivalent standard axle load application used in the

design.

7.10.4.2 In the case of four-lane, divided double carriageway the design is based on 75 percent of the

total number of commercial vehicles in both directions.

7.10.4.3 Cumulative number of standard axles based on 5% percentage of traffic growth rate and

vehicle Damage factor (VDF) individually for each type of commercial vehicles such as LCV,

Two axle trucks, Three axle, Multi axle trucks and Buses have been calculated for design






period 15 years from the year the road is to get operational after construction say with effect

from year 2012.

7.10.4.4 Based on traffic survey data and axle load survey at Km 166, and Km 240, the design traffic for

different sections in the year presented in the Table 7.3

Section I - Km153.3 to Km 207.000

Section II - Km207.00 to Km 266.282

Table 7.3: Million standard Axles (msa) for the project road

Section

Commercialvehicles dur ingbase year as on2014 (Veh/Day)

VDF*Million Standardaxles for design

Year (2031 AD)

Km.153.300 To Km207

5681 9.05 178

Km.207 To Km.266.282

7782 8.38 226

* Weighted VDF has been calculated from the individual VDF values for different commercial

vehicles obtained on the basis of axle load survey.

It could be seen from the above Table that there are variations in msa for different sections of the

project road. Keeping in view the above considerations pavement design has been carried out for

150msa, which could be adopted for construction during the initial stages and stage construction

could be adopted for bituminous layers for bypasses after the traffic is stabilized (after

commissioning of the improved facility).

7.11 Pavement thickness design (Flexible) New Carriageway

Referring to pavement design chart of IRC 37-2012 it is seen that for CBR of 7% at msa of 150,

the total pavement thickness was worked out to be 670 mm for widening of the existing stretch

of NH31 and also for new alignment.

(i) Design CBR of Subgrade 7.0%

(ii) Design life 15 years excluding construction period of 2 year

(iii) No. of cumulative standard

axles in the Design Lane 150msa






(iv) Design year 2031 AD.

7.11.1 Pavement Composit ion

7.11.1.1 As the soil investigations have been completed, we have undertaken pavement design on the

basis of the soil and materials test results obtained on the basis of test results. These tests

give a fairly good picture of the subgrade strength and are in conformity with the number of

tests, which has already been conducted earlier.

Composition of pavement thickness

The design of pavement has been considered for the entire stretch of project road by

considering 150 msa for a design period of 15 years. Total thickness against 150msa with

7% design CBR of subgrade as per IRC 37-2012 shall be 670 mm.However IRC:37-2012 does not provide for pavement thickness for msa more than 150msa

the total thickness of 695mm is considered as total pavement layer thickness.

695 mm total thickness shall have following layered composition:

Bituminous Concrete (BC) 50mm

Dense Bituminous Macadam (DBM) 165mm

Wet Mix Macadam (WMM) 250mm

Granular sub-base (GSB) 230mm

Overlay for the exist ing Section

While designing the existing section the details of existing component of pavement and also the

recent structural overlays have been considered. The thickness of overlay varies for every 500m

for the entire stretch. In order to rationalize the entire stretch has been considered as the weak

section. The bituminous layer on existing carriageway shall have to be scarified and the

reconstruction of pavement layers will have to be undertaken to ensure structural thickness

equivalent to new pavement.






8.0 Environmental Impact

8.1 Introduction

National highways (NHs) comprise about 2% of India's total road length and carry over

40% of total road traffic, making them key to national economic activities. The proposed

project is to be part of India's National Highways Development Project comprising the

north-south and east-west corridors. The present project is part of North – South and

East – West corridor project under phase – III program of NHDP. The Project, which is

to cover about 112.982 km in length will be implemented on Build, Operate and Transfer

(BOT) basis.

The project under consideration, the study relates to realignment and widening to 4-lane

dual carriageway configuration from Km 153.300 to Km 266.282 of NH – 31 (length

112.982 kms).

8.1.1 Need of the Study

Development of highway projects is generally intended to improve the economic and

social welfare of the people. At the same time it may also create adverse impact on the

surrounding environment.

People and properties may be in the direct path of road works are affected. The

environmental impact of highway projects include damage to sensitive eco-systems, soil

erosion, changes to drainage pattern and thereby ground water, interference with wild

life movement, loss of productive agricultural lands, resettlement of people, disruption of

local economic activities, demographic changes and accelerated urbanization. Highway

development and operation therefore, be planned with careful consideration of the

environmental impact. To minimize these adverse effects that may be created by the

highway development projects, the techniques of Environmental Impact Assessment

(EIA) become necessary.

8.1.2 Scope of Work

Environmental assessment is a detailed process, which starts from the conception of

the project and continues till the operation phases. The steps for environmental

assessment are, therefore, different in different phases. The first steps for

environmental assessment are known as scoping and screening. It is a preliminary

Environmental Impact Assessment study for identifying major environmental issues and

their broad mitigation measures. The findings of preliminary study guide to undertake

more focused Environmental Impact Assessment Study.





The basic aim of the present study is to assess the magnitude of actual and potential

environmental concerns due to conversion of the existing 2 lane National Highway into

4/6 lanes. This is also to ensure that the environmental considerations are given due

weight-age, in the design of proposed highway improvements being studied.

Environmental Screening of the study area has the following major objectives:

• To generate baseline environmental condition of the proposed project areas

including Ambient Air Quality, Noise level, Water Quality (surface & ground) and Soil

Quality etc.

• To classify the type of environmental assessment required,

• To delineate the major environmental issues and identify the potential hotspots,

which requires further study i.e. scope for Environmental Impact Assessment (EIA)

• To recognize the potential environmental concerns,

• To determine the magnitude of potential impacts and ensure that environmental

considerations are given due weight-age while selecting and designing proposed

highway improvements.

8.2 Descrip tion of the Environment

8.2.1 Physical Environment

8.2.1.1 Metrology and Climate

The climate of project road is mainly sub-tropical with extreme variation in temperature

with very hot summers and very cold winters and relative humidity of 80 percent. The

summers are generally hot and dry, while cold weather prevails in winters. Due to large

variations in temperature and rainfall, the climate has a characteristic seasonality. The

temperature in the region varies from extreme high temperatures upto 43.00C in

summer to as low as 3.90C in winter. The mean annual average temperature of the city

is maximum 300C and minimum 210C. The wind speeds are quite low, though there are

occasional storms. The average wind speed is in the range of 5-6 km/hr. The yearly

average rainfall in the project area is about 1220 mm more than 90% of which occurs

during the rainy season.

8.2.2.2 Physiography, Topography, Geology, and Soils

The topography of the entire section of the project road alignment (including the new

alignment) is open, plain terrain with minor variation in levels between the two ends of

project road. In vertical profile, the road is almost level upto the entire length except

minor local rise on the Nallah crossing. However, the road slopes down towards

Ganga, mostly in vertical profile between km. 153.30 and km.205.150.





The layers of earth in the project area comprise of unconsolidated sediments of Indo

Gangetic alluvium and are river deposits of river Ganga and its tributaries. The alluvium

has been classified into two groups one is of middle Pleistocene age which occupies

high group and is not affected by floods during rainy season, the other belongs to the

upper Pleistocene to recent age and is confined to the flood plains along river channels.

Soil consists of sandy silt and clay silt.

8.2.2.3 Surface and Ground Water

Water is relatively abundant in the study area, mainly because the project road comes

under the catchment basin of Perennial River i.e. river Ganga and Burhi Gandak.

However, the concern with water is as much about quality as it is about quantity

available. The general drainage along the project road is towards Ganga River so that

the rivers and other streams flow towards River Ganga. The project road is crossing

through River Ganga and other drains, ditches and nallahs.

In order to allow sheet flow of water through open agricultural field, provision of culverts

has been made along the entire alignment of project road. Reconnaissance survey of all

streams were carried out and adequacy of existing drainage structure assessed and

new culverts wherever necessary proposed with the objective to reinstate natural

drainage pattern and irrigation system

There are number of wells, water taps and hand pumps in use along the project route,

highlighting the dependence on groundwater. There are about 333 numbers of hand

pumps and 130 wells within the ROW of the existing road.

8.2.2.4 Water Quality

A number of samples have been collected from surface as well as ground water sources

existing along the project road to ascertain the water quality. The water quality results

for surface and ground water as obtained through the analysis carried out by a reputed

laboratory of Patna have shown that all water quality parameters are well within the

stipulated standards. BOD levels in the entire surface water samples within the

permissible levels.

8.2.2.5 Air Quality

Composite samples were prepared using three 8-hr samples (24 hours) collected at five

locations for all parameters except for Carbon Monoxide (CO), which was for 8 hours.

The samples were analysed for pollutants of interest (CO, NOx, SO2, SPM and RPM).

The analysis showed that the air quality is generally within the national air quality





standards (NAQS) for SPM, RPM (PM10), SO2 and NOx at all five locations. In fact at

three locations (Bakhtiarpur, Baliya and Kagharia) levels of SPM are above the

prescribed limits. As regards CO, levels are vary between 120-280 µg/m3 and at two

locations below the detectable limits.

8.2.2.6 Noise

In all, 7 locations were selected for monitoring of noise levels to cover all types of

sensitive receptors. The results of noise levels show that the short-term noise levels are

generally within the acceptable norms for industrial area (i.e. Leq 75 dB(A)). It has been

observed that noise levels are higher at Health Center (Km 188.6), Veternity (Km

189.9), High school (Near Baruani Refinery) and School (Near Bihiya Bazar) during the

day time.

8.3 Ecological Environment

8.3.1 Flora

The study area is predominantly open / cultivated land interrupted by scattered human

settlements with clusters of semi-pucca/ pucca houses and common native trees

present along the project road, along the village roads, on the bank of streams/ canals

and inside the agricultural land. Besides the crops other natural vegetation on the

project influence area of project road are common trees i.e., Neam, Babool and Kranji.

A total of 8584 numbers of trees have been identified that come under the widening

area of the project road that fall under the proposed RoW. The data from the local forest

department confirm that there are no rare or endangered plant, animal or bird species in

the project area. . However forest land is affected to the area of 2.54ha along the

alignment of project road between Km 217.650 to Km 232.725.

8.3.2 Fauna

The wild animals which are found in this area include the Boselaphus tragocamelus,

Panthera Pardus, Vulpes begalenses, Lepus Ruficandus, Hystrix Indica, Fox (Vulpes

bengalensis) hare (Lepus ruficandatus) monkey (Macaca mulatta), wild cat (felis

bengalensis) and the porcupine (Hystric leucura). The game-birds of the area include

the usual varieties found through out the plains. Among them mention may be made of

the peafowl (pavo cristatus), Frencolinus Vulgaris and the gray partridge (francalinus

pondicervanus), Capella Gallinago, Netta rifine The reptiles such as Naja Naja, Bungrus

caeruleus, Natrix pescaror, Python molurus etc. are also found in the project area. No

national park, sanctuary, wild life reserves or reserved forests are present in near

vicinity. The National Park (Rajgir National Park) is located 53 kms from the start point





of project road. The project road does not affect any form of wild life or movement of

birds as Rajgir National Park is located 53 Kms away from start point of project road.

8.4 Social – Cultural Environment

8.4.1 Land Use

The project road is passing through predominantly rural agricultural land, with scattered

settlement (villages and industrial areas). It is not affecting any major human

settlements.

The widening of project road will warrant land acquisition as the land available in the

existing RoW will not be sufficient for proposed widening. The landuse pattern does not

include any forest area. The landuse changes in the form of proliferation of Dhaba’s /

restaurants exist along the project road. Land acquisition requirement for both the

sections of project road works out to be 278.475 hectares.

8.4.2 Traffic Condition

Traffic surveys revealed that vehicle speeds along the project corridor vary between 15

km/h and 51.5 km/h, with average speed being around 33.28 KMPH. Most vehicles

plying on the project road are two-axle trucks, followed by car, jeep and two wheelers.

8.4.3 Pedestrian Crossing

Pedestrian volume counts across the project road were conducted at 6 locations along

the project corridor. The surveys were conducted for 8 hours, between 8.00 to 12.00

hours in the morning and between 16.00 to 20.00 hours in the evening on a

representative working day at all these locations in the year 2004. The peak hour values

of PV2 are computed for all these locations. The pedestrian vehicle conflict index at Km

194 and Km 270 are 6.37E+07 and 1.30E+07 respectively.

8.4.4 Accidents

A total of 1252 accidents were recorded for the stretch of project road between Km

153.300 – Km 266.282 in the year from 1999- 2004. The accident record also showed

that mainly trucks are involved in the accidents.

8.4.5 Transportation o f Hazardous and Dangerous Goods

Patna is one of the major industrial centers of central India therefore NH-31 is frequently

used by vehicles carrying hazardous substances (e.g., industrial acids and petroleum

products). A large number of trucks per day carry petroleum products.





8.4.6 Cultural and Historical Sites

There are 61 Nos. worship places encountered within ROW of existing corridor which

are not directly affected in widening of project road.

8.4.7 Social Prof ile

Commercial activity like small shops along the project road is the main occupation for

people living in the project area. There are few industries present along the project

corridor. The proposed road widening will boost the local economy by generating direct

employment and indirect income through better connectivity.

8.5 Screening of potential environmental impacts and mitigation measures8.5.1 Environmental Impact Associated with the Project Location

The environmental impacts associated with the project location will be insignificant

because the proposed road expansion will follow the existing alignment. In this case

where the existing stretch of NH –31 is being upgraded the most significant

environmental impacts would be associated with land clearing activities, e.g., tree

cutting and other clearing work. The total of this section of the project road is 112.982

Km.

8.5.2 Environmental Impact Associated with Construction Activities andMitigation Measures

8.5.2.1 Physical Environment

Physiography

The impact of road construction on physiography is a function of the terrain of the area.

Since the entire length passes through plain areas and the main carriageway will be

raised, therefore, there will be visible and significant impact on physiography of the

region.

Soil

The right-of-way of the project road is 60 m. However, the width of the existing road is

mostly about 7-10 m. Therefore, land clearing will be carried out during construction.

Total land clearing will involve about 278.475 hectares. The other earth works involve

scarifying the existing granular layer, excavating for road foundations and road

shoulders, compacting ground, and constructing embankments. Soil erosion is the most

significant impact associated with general earth works. The following soil erosion

measures will be provided during and after construction.





I. The contractor will be required to balance the amount of cutting and filling to

reduce the need to store excavated materials for a long time before reusing

them. Wherever earth materials are cut, care will be taken in terrain with a slopeof more than 25 %, and the cut sides should have gentle slopes.

II. Prior to rainy season, all the unstable slopes created during construction works

should have been stabilized and embankment will be provided with chutes and

drains to minimise soil erosion, stone pitching and toe walls will be provided on

steep embankment.

III. In areas prone to slope collapse and soil erosion, engineering measures must

be undertaken, and grass and shrubs will be planted as slope protection.

IV. Spoil materials will not be dumped in the forests, on agriculture lands, near

stream channels, or near other water bodies. Bituminous wastes will be

disposed of in identified sites

Rock, Gravel, and Sand

The construction of embankments will require about 6702676m3 borrow materials, and

preparation of the pavement will require about 6702676m3 of borrow materials. Because

base and embankment materials can be taken from the borrow areas identified along

the roadsides, the impact associated with transportation of borrow materials will not be

significant. To minimize environmental Impacts associated with borrow pit activities, the

following selection criteria will be adopted:

I. Borrow pits will generally not be on cultivable land. However, if necessary to

borrow earth from cultivable land, the depth should not exceed 45 centimeters,

and the top of soil 15 centimeters will be stripped and set aside stored in stock

piles.

II. Borrow pits will generally be selected from wasteland and be at least 500 m

from the road and 800 m from residential areas

III. Immediately after use, borrow sites will be reclaimed properly, including

replacing the topsoil and planting cover vegetation

IV. If a new quarry is required, all the requirements for establishing a new quarry

will be fulfilled and the quarry will only be operated after receiving the necessary

license

V. The depth of the borrow soils will be regulated and therefore, the sides of the

excavation will have a slope not steeper than 25%

Air Quali ty





Earthwork and rock crushing activities will contribute to increasing dust, and the

pavement works will generate gas from the asphalt hot-mix plant and odor from the

compaction of pavement. The project will require about 51893 metric tonnes of asphalt.

Although the existing air quality of the project area is still good except for SPM and

RPM, the following mitigation measures are needed:

• Dust suppression equipment should be installed at cement and aggregate mix

plants.

• Water content of the construction roads should be maintained by watering the

construction area.

• Construction materials (sand, gravel, and rocks) and spoil materials will be

transported by properly covered trucks.

• Storage sites, mixing plants, and asphalt (hot mix) plants will be at least 1 km

downwind of the nearest human settlements.

• All vehicles (e.g., trucks, equipment, and other vehicles that support construction

works) will comply with the Vehicle Standard Emission, 1989.

• All hot-mix plants, crushers, and batching plants will be installed only after receiving

a No Objection Certificate from the concerned Pollution Control Board.

Noise

Machinery such as excavators, bulldozers, stabilizers, drills, stone crushers, graders,

vibratory rollers, concrete-mixing plants, and screening plants can generate noise. Each

machine has been designed to generate only a low level of noise. However, if several

machines have to be operated at the same time, their combined noise level could

constitute a disturbance. To minimize this impact, the following mitigation measures will

be adopted:

I. The contractor will be requested to provide a statement that all equipment used

for construction complies with Ministry of Environment and Forest noise

standards

II. In any residential area, the noise level should be limited at 45 decibels

measured in the audible noise bands (dBA) during night (from 9 PM to 6 AM)

and 55 dBA during daytime

III. For nearby schools, the contractor will discuss with the school principals the

agreed time for operating these machineries





Groundwater

No significant effect on groundwater is expected from construction or operation.

However, construction works should not use the groundwater without prior permission

from the local Ground Water Board.

Surface Water

The main concerns about surface water conditions during construction are related to

construction of piers (as part of bridge construction works), construction or expansion of

culverts, run-off from unprotected slopes, spillage and leakage from storage sites and

machines, and domestic sewage from the temporary camps for workers. To address

these concerns, the following mitigation measures will be adopted

I. No storage for toxic, hazardous, and harmful construction materials (e.g.,asphalt, acidic and caustic substances, and petroleum products) will be near

water bodies. Storage areas will be maintained and checked to avoid leakage

and spillage.

II. To avoid contamination from fuel and lubricants, all vehicle and equipment used

during construction will be properly maintained and refueled. Refueling stations

will be constructed and maintained so as to prevent spillage or leakage of oil.

III. Waste petroleum products will be collected, stored, and sold to registered

collectors.

IV. A sewage system for temporary worker camps will be properly designed, and all

the toilet facilities will be at least pit latrines that are maintained and removed in

accordance to a defined schedule, or temporary treatment will be established in

the construction camps.

V. The slopes of embankments leading to water bodies will be properly designed

so that the contaminants will not enter water bodies and drainage from

construction areas will be filtered at least by vegetative methods.

VI. Surface drainage due to bridge construction will be diverted to avoid disruption

of water flows.

VII. Proper temporary diversion of irrigation channels must be constructed before

any culverts are constructed.

8.6.2 Ecological Environment

8.6.2.1 Flora and Fauna

The land clearing will cut about 8584 trees. To minimize the ecological impact

associated with tree cutting during construction, trees should be replanted as soon as

possible to develop a greenbelt along the roadsides. New trees must be watered often

and therefore will have an impact on the microclimate.





The Government requires planting of 2 new trees for each one cut. Trees can only be

cut and removed with prior approval of the Department of Forest. The environmental

management plan recommends which species to use for roadside plantation. However,

tree planting along the project road needs to be done in close consultation with Social

Forestry Division, Patna and Begusarai. More than 30000 trees are proposed to be

planted on the median and green verge proposed along the project alignment as

against 8584 trees proposed to be cut.

8.6.3 Traffic Management and Safety Plan During Construc tion

Major safety measures during construction have been developed and safety plans have

been recommended for different stages of construction, which includes construction sub

zones, working zones and traffic sub zones. Traffic control devices in the construction

zone generally perform the crucial tasks of warning, information and altering the driver

apart from guiding vehicles the movements, so that the drivers of vehicles as well as

works on sites are protected and safe passage to the traffic possible. Keeping in this

view the traffic control devices proposed are to be employed to address the safety

aspects.

8.7 Environmental Impact And Mitigation Measures Associated With Operations

8.7.1 Physical Environment

Environmental concerns related to the operation of the road involve air pollution and

water pollution. The improvement of the road surface and expansion of the road from

two-lane to four lanes will ease the movement of the traffic. Therefore, the level of

service for the project road will improve considerably and vehicles can move effectively.

Consequently, the ambient air quality will not deteriorate as ascertained through

prediction of impacts on air quality. However, since the project area is dry, the levels of

SPM and RSPM, which is within the prescribed limit at present, will increase. Mitigation

measures will include development of a greenbelt during construction, to reduce the

level of SPM and RSPM and act as noise barrier. Strict enforcement of vehicle emission

standards will significantly contribute to minimizing SPM and RSPM.

Water pollution will result mostly from run-off or drainage into water bodies,

maintenance of erosion protection work, inadequate management of wastewater from

facilities along the roadsides, and inadequate management of spill and leakage

accidents. To minimize such pollution certain mitigation measures are suggested in the

following manner: -





I. Contractors: responsible for implementing all measures required to mitigate

environmental impacts during construction

II. Other government agencies: such as state pollution boards, Departments of

forest, divisions of forest at the local levels, and Motor Vehicle Departments will

be responsible for monitoring the implementation of environmental conditions

related to their areas.

Considering the number of government agencies that need to be involved in

implementing the EMP, training workshops should be conducted each year for the first 3

years to share the monitoring report on the implementation of the EMP and to decide on

remedial actions, if unexpected environmental Impacts occur.

8.8.2 Monitoring

The monitoring plan (Appendix 2) was designed based on the project cycle. During the

pre-construction period, the monitoring activities will focus on (i) checking the

contractor's bidding documents, particularly to ensure that all necessary environmental

requirements have been included; and (ii) checking that the contract documents

references to environmental mitigation measures requirements have been incorporated

as part of contractor's assignment. During the construction period, the monitoring

activities will focus on ensuring that environmental mitigation measures are

implemented, and some performance indicators will be monitored to record the Project's

environmental performance and to guide any remedial action to address unexpected

impacts. Monitoring activities during project operation will focus on recording

environmental performance and proposing remedial actions to address unexpected

impacts.

8.8.3 Public Consultation and Disclosure

Public consultations were conducted in August and September 2004 through village

meetings and meetings with other relevant government agencies at the local levels. The

consultations were carried out at individual villages, with community leaders and village

administration; and at local, civil, and forest administration levels. Formal and informal

methods of consultation were adopted. Stakeholders consulted include local residents,

shop owners, roadside food stall owners, truck drivers, and community leaders and

officials.

The consultation was designed to inform the parties consulted about the proposed

Project and to determine their concerns related to it. At the first visit to site, the

consultation focused on informing the public about the Project and its potential

environmental impacts. At the later stage, consultation was done to determine the major





areas of environmental problems that should be considered from the local stakeholder’s

point of view. The findings of public consultation were considered in finalizing of the

mitigation measures or alternatives.

8.9 Finding and Recommendations

Primary and secondary data were used to assess the environmental impacts. The

potential environmental impacts were assessed in a comprehensive manner. The report

provided a picture of all potential environmental impacts associated with the Project,

and recommended suitable mitigation measures.

Environmental impacts associated with the Project need to be properly mitigated, and

the existing institutional arrangements, including human and financial resources, are

available. Therefore, the proposed mitigation and management plans are manageable.

Almost all environmental impacts related with the Project will take place during the

construction. The implementation of the environmental mitigation measures during the

construction period will be assigned to the contractors. However, contractors

traditionally have little understanding of environmental problems; therefore, the required

environmental mitigation must be clearly described into the contract documents, and

implementation of mitigation measures must be monitored by the environmental

specialist of the construction supervision consultants. A direct reporting mechanism

from the environmental supervising consultant to the environmental staff of NHAI needs

to be established, and a mechanism to address unexpected environmental impacts.

The EIA, including an EMP, should be used as a basis for and environmental

compliance program. In addition, the conditions as part of the forest clearance from the

Government should also be a basis for the environmental compliance program.

Therefore, continued monitoring of the implementation of mitigation measures, the

implementation of the environmental conditions for forest clearance, and monitoring of

the environmental impact related to the operation of the Project should be properly done

and reported at least yearly as part of the project performance report.

8.10 Conclusion

The IEE report has thoroughly assessed all the potential environmental impacts

associated with the Project. The environmental impacts identified by the study are

manageable, and NHAI will implement the mitigation measures stated in the report.

NHAI will adopt the review procedure for the environmental assessment study for the

follow up subprojects. The EIA brings out clearly that incremental pollution load if any,



F e a s i b i l i t y S t u d y a n d P r e p a r a t i o n o f D P R f o r 4 / 6 l a n i n g o f s e l e c t e d s t r e t c h e s o f N a t i o n a l H i g h w a y s

D r a f t D e t a i l e d P r o j e c t R e p o r t

u n d e r 1 0 , 0 0 0 k m s ( N H D P P h . I I I ) P r o g r a m m e ( C o n t r a c t P a c k a g e N o . N N / D L 3 / 2 )

V o l u m e – I V - A : E I A R e p o r t

K h a g a r i a – B e g u s a r a i – B a k h t i a r p u r s e c t i o n o f N H - 3 1 i n t h e S t a t e o f

B i h a r

A p p e n d i x - 1

E n v i r o n m e n t a

l M a n a g e m e n t P l a n

E n v i r o n m e n t

a t I s s u e /

C o m p o n e n t

T i m e

F r a m e /

S t a g e

R e m e d i a l M e a s u r e

A p p r o x i m a t e

L o c a t i o n

M i t i g a t i o

n C o s t

I n s t i t u t i o n a l R e s p o n s i b i l i t y

I m p l e m

e n t a t i o n

S u p e r v i s i o n

S o i l

C o n s e r v a t i o n

o f p r o d u c t i v e

l a n d

D e s i g n S t a g e

p r o d u c t i v e a g r i c u l t u r a l a r e a s h a v e b e e n a v o i d e d f o r

p r o v i s i o n o f p r o j e c t r o a d m i n i m i z e t e m p o r a r y

a c q u i s i t i o n o f p r o d u c t i v e a g r i c u l t u r a l l a n d s

T h r o u g h o u t

p r o j e c t

l o c a t i o n

P r o j e c t

p r e p a r a t i o n

c o s t

D e s i g n

C o n s u

l t a n t s

P I U , N H A I

C o n s t r u c t i o n

S t a g e

C o v e r i n g a l l d i s t u r b e d a r e a s i n c l u d i n g b o r r o w a r e a :

T o p d r e s s i n g o f t h e r o a d e m b a n k m e n t s a n d f i l l s l o p e s :

F i l l i n g u p o f t r e e p i t s , i n t h e m e d i a n a n d i n t h e

g r e e n

b u f f e r p r o p o s e d a l o n g t h e p r o j e c t r o a d .

T h r o u g h o u t

p r o j e c t

l o c a t i o n

E n g i n e e r i n

g c o s t

C o n t r a c t o r s

S C , P I U & N H A I

O p e r a t i o n

S t a g e

t h e p o s s i b i l i t y o f c h a n g e i n l a n d - u s e p a t t e r n c a

n n o t b e

r u l e d - o u t a l o n g t h e p r o j e c t c o r r i d o r

l a n d u s e r e g u l a t i o n c o n t r o l s h a v e t o b e a d o p t e d

A l a n d u s e z o n i n g m a y b e p r e p a r e d , u n d e r w h

i c h u p

t o a p a r t i c u l a r d i s t a n c e f r o m t h e p r o j e c t r o a d t h e r e w i l l

n o t b e a n y d e v e l o p m e n t a l l o w e d

A s p e c i a l b o d y i n a s s o c i a t i o n w i t h l o c a l g o v e r n

i n g

b o d i e s w i l l h o l d m e e t i n g s p e r i o d i c a l l y t o c h e c k

t h e

r i b b o n d e v e l o p m e n t a l o n g t h e s e r v i c e r o a d a n d R O W

o f p r o j e c t r o a d

T h r o u g h o u t

p r o j e c t

l o c a t i o n

E n g i n e e r i n

g c o s t

N H A I , L o c a l

G o v t .

b o d i e s ,

N I A e t c .

N H A I

C R A P H T S

C o n s u l t a n t s

( I ) P v t .

L t d .

N H A I

1 5

E x -



F

e a s i b i l i t y S t u d y a n d P r e p a r a t i o n o f D P R f o r 4 / 6 l a n i n g o f s e

l e c t e d s t r e t c h e s o f N a t i o n a l H i g h w a y s





B i h a r

S o i l E r o s i o n


F o r e m b a n k m e n t , o t h e r t h a n G a n g a B r i d g e a p p r o a c h ,

a b u t t i n g s t r e a m s a n d w a t e r b o d i e s , p r o v i s i o n h

a s

b e e n m a d e f o r s l o p e a n d t o e p r o t e c t i o n w i t h s t o n e

p i t c h i n g o n f i l t e r b l a n k e t s .

F o r c h a n n e l c h a n g e s o f s t r e a m s a n d c a n a l s r e q u i r e d

f o r r e d u c i n g s k e w a n g l e o f c r o s s i n g a n d f o r t h e

i r

d i v e r s i o n f r o m f o o t p r i n t o f e m b a n k m e n t , l i n i n g

w i t h

s t o n e p i t c h i n g a n d f i l t e r b l a n k e t h a v e b e e n p r o p o s e d

t o c o n t r o l e r o s i o n .

B e r m s h a v e b e e n p r o v i d e d f o r s l o p e a n d e m b a n k m e n t

s t a b i l i t y f o r h i g h e m b a n k m e n t s t r e t c h e s

T h r o u g h o u t

p r o j e c t

c o r r i d o r

P r o j e c t


c o s t

D e s i g n

C o n s u

l t a n t s

P I U , N H A I


S t a g e

C h a n n e l s , d i t c h e s , b e r m s , o r s h o u l d e r d i k e s f o

r

d i v e r t i n g w a t e r t o s a t i s f a c t o r y o u t f a l l s s h o u l d b e

c o n s t r u c t e d a t a p p r o p r i a t e l o c a t i o n s e a r l y i n t h e

c o n s t r u c t i o n o f t h e p r o j e c t

B e n c h e s o r t e r r a c e s , e n c l o s e d d r a i n a g e s y s t e m s , o r

t h e m u l c h i n g o r c o v e r i n g o f t h e s o i l w i t h v a r i o u

s

m a t e r i a l s m a y b e r e q u i r e d t o r e d u c e s l o p e e r o s i o n -

e s p e c i a l l y w h i l e c o n s t r u c t i n g h i g h e m b a n k m e n

t s

T h r o u g h o u t

p r o j e c t

c o r r i d o r

b o r r o w p i t s ,

s e r v i c e r o a d

E n g i n e e r i n

g s t a g e

C o n t r a c t o r

S C , P I U , N H A I

B o r r o w i n g o f

E a r t h


T h e c o n s t r u c t i o n o f e m b a n k m e n t s w i l l r e q u i r e a b o u t

6 7 , 0 2 , 6 7 6 m 3 b o r r o w m a t e r i a l s , a n d p r e p a r a t i o n o f

t h e p a v e m e n t w i l l r e q u i r e a b o u t 2 7 , 6 3 , 3 8 3 m 3 o f

b o r r o w m a t e r i a l s . T o m e e t t h i s r e q u i r e m e n t s e v e r a l

b o r r o w a r e a l o c a t i o n s h a v e b e e n i d e n t i f i e d a n d

r e c o m m e n d e d

I d e n t i f i e d

b o r r o w a r e a s

p r o j e c t


c o s t

D e s i g n

C o n s u

l t a n t s

P I U , N H A I


S t a g e

T o a v o i d a n y e m b a n k m e n t s l i p p a g e s , t h e b o r r o w

a r e a s w i l l n o t b e d u g c o n t i n u o u s l y . I n c a s e b o r r o w

a r e a s o t h e r t h a n s p e c i f i e d a r e s e l e c t e d , t h e s i z

e a n d

s h a p e o f b o r r o w p i t s w i l l b e d e c i d e d b y t h e

S u p e r v i s i o n C o n s u l t a n t

I n a l l

p r o p o s e d

b o r r o w a r e a s

E n g i n e e r i n

g c o s t



Q u a r r i e s


A r e c o m m e n d e d l i s t o f s u c h o p e r a t i o n a l i s e d , l i c e n s e d

q u a r r i e s h a v e b e e n p r o v i d e d

P r o j e c t


c o s t

D e s i g n

c o n s u l t a n t s

P I U , N H A I

C R A P H T S


( I ) P v t .

L t d .

N H A I

1 6

E x -



F







B i h a r


S t a g e

I f t h e c o n t r a c t o r s d e c i d e t o u s e q u a r r i e s n o t i n

t h e

r e c o m m e n d e d l i s t , t h e y w o u l d r e q u i r e o b t a i n i n g

c l e a r a n c e f r o m m i n e s d e p a r t m e n t a n d S t a t e P o l l u t i o n

C o n t r o l B o a r d

A l l p r o p o s e d

q u a r r y s i t e s

E n g i n e e r i n

g c o s t


L o c a l d i s t r i c t

a u t h o r i t y , S C ,

P I U , N H A I

S a n d f r o m

R i v e r B e d


I n c a s e n e w q u a r r i e s a r e o p e n e d t h e N H A I i n

a s s o c i a t i o n w i t h t h e M P C B s h a l l c a r r y o u t t h e

m o n i t o r i n g o f t h e r e d e v e l o p m e n t o f t h e q u a r r i e

s s o a s

t o e n s u r e t h a t t h e r e d e v e l o p m e n t p l a n h a s b e e

n

c a r r i e d o u t a s l a i d d o w n i n t h e c o n d i t i o n s o f M P C B

c l e a r a n c e

N H A I w i l l s i g n a M o U w i t h t h e s t a t e i r r i g a t i o n

d e p a r t m e n t t o e n s u r e i r r i g a t i o n d e p a r t m e n t t h a

t t h e r e

w i l l n o t b e u n c o n t r o l l e d s a n d m i n i n g a n d t h e s a n d

m i n i n g i s n o t i n t e n d e d f o r d e - s i l t i n g / e x c a v a t i o

n

S a n d r e q u i r e d f o r c o n c r e t e w o r k w i l l b e p r o c u r e d f r o m

e x i s t i n g s a n d m i n e i n G a n g a R i v e r

T h e c o n t r a c t o r w i l l p r e p a r e p l a n f o r s a n d b o r r o

w i n g

f r o m t h e s e l o c a t i o n s a n d S u p e r v i s i o n C o n s u l t a

n t s w i l l

a p p r o v e t h e i r p l a n

p r o j e c t


c o s t

D e s i g n

C o n s u

l t a n t s

P I U , N H A I


S t a g e

P r e c a u t i o n a r y m e a s u r e s l i k e c o v e r i n g o f v e h i c l e s w i l l

b e t a k e n t o a v o i d s p i l l s d u r i n g t r a n s p o r t t o

c o n s t r u c t i o n s i t e

-

E n g i n e e r i n

g c o s t



C o n t a m i n a t i o n

o f S o i l f r o m

f u e l a n d

l u b r i c a n t s


S t a g e

t h e v e h i c l e s a n d e q u i p m e n t w i l l b e m a i n t a i n e d

a n d

r e f u e l l e d i n s u c h a f a s h i o n t h e o i l / d i e s e l s p i l l a g

e d o e s

n o t c o n t a m i n a t e t h e s o i l

A t t h e w a s h d o w n a n d r e f u e l l i n g a r e a s , “ o i l

i n t e r c e p t o r s ” s h a l l b e p r o v i d e d

A l l s p i l l s a n d p e t r o l e u m p r o d u c t s s h a l l b e d i s p o s e d o f f

i n a c c o r d a n c e t o t h e M P C B G u i d e l i n e s

T h r o u g h o u t

p r o j e c t

c o r r i d o r

E n g i n e e r i n

g c o s t



O p e r a t i o n

S t a g e

P r o b a b i l i t y o f c o n t a m i n a t i o n o f s o i l b e i n g o n l y f r o m t h e

r o a d r u n o f f , w h i c h i s d i r e c t e d i n t o n e a r e s t w a t e

r

b o d i e s t h r o u g h w e l l - d e s i g n e d d r a i n s a n d o i l / g

r e a s e

s e p a r a t o r s , n o i m p a c t o n t h e s o i l d u r i n g o p e r a t i o n

s t a g e e x c e p t i n c a s e o f a c c i d e n t s , i s a n t i c i p a t e

d .

T h r o u g h o u t

p r o j e c t

c o r r i d o r

E n g i n e e r i n

g c o s t

L o c a l b o d i e s

i n c l u d i n g s t a t e

P W D ,

N H A I

N H A I

C R A P H T S


( I ) P v t .

L t d .

N H A I

1 7

E x -








B i h a r

D r a i n a g e


l o n g i t u d i n a l d r a i n s a r e p r o p o s e d o n e i t h e r s i d e

o f

p r o j e c t r o a d w h i c h w i l l g e t c o n n e c t e d t o t h e e x

i s t i n g

c r o s s d r a i n a g e s t r u c t u r e s

d r a i n s a r e a l s o p r o v i d e d a l o n g t h e e d g e o f

e m b a n k m e n t o n e i t h e r s i d e w h e r e s e r v i c e r o a d i s n o t

p r o v i d e d

P r o j e t c

p r e p e a t i o n

c o s t

D e s i g n

c o s u l t a n t P I U ,

N H A I


S t a g e

T h e c o n t r a c t o r w i l l r e m o v e o b s t r u c t i o n s t h a t m

a y

c a u s e a n y t e m p o r a r y f l o o d i n g o f l o c a l d r a i n a g e

c h a n n e l s d u r i n g c o n s t r u c t i o n

I n s e c t i o n a l o n g w a t e r c o u r s e s , a n d l o c a t i o n s c

l o s e t o

c r o s s – d r a i n a g e c h a n n e l s , t h e c o n t r a c t o r w i l l e n s u r e

t h a t e a r t h ; s t o n e o r a n y o t h e r c o n s t r u c t i o n m a t e r i a l

s h a l l b e d i s p o s e d o f f i m m e d i a t e l y a t t h e d e s i g n a t e d

l a n d f i l l s i t e s o a s t o a v o i d b l o c k i n g t h e f l o w o f w a t e r

a l o n g t h o s e c h a n n e l s

A l l n e c e s s a r y p r e c a u t i o n s w i l l b e t a k e n t o c o n s t r u c t

t e m p o r a r y o r p e r m a n e n t d e v i c e s t o p r e v e n t f o u n d a t i o n

T h r o u g h o u t

p r o j e c t

c o r r i d o r

E n g i n e e r i n

g c o s t



O p e r a t i o n

s t a g e

T o m a i n t a i n a n e f f i c i e n t s t o r m w a t e r f l o w , t h e r o a d s i d e

d i t c h e s w i l l b e c l e a n e d r e g u l a r l y e s p e c i a l l y p r i o r t o t h e

m o n s o o n s

T h r o u g h o u t

p r o j e c t

c o r r i d o r

L o c a l

G o v t .

b o d i e s , N H A I

N H A I

P r e v e n t i o n o f

W a t e r Q u a l i t y

D e g r a d a t i o n


S t a g e

c o n s t r u c t i o n w o r k c l o s e t o t h e s t r e a m s o r o t h e

r w a t e r

b o d i e s w i l l b e a v o i d e d , e s p e c i a l l y d u r i n g m o n s

o o n

p e r i o d

A l l w a s t e s a r i s i n g f r o m t h e p r o j e c t w i l l b e d i s p o s e d o f f ,

a s p e r S P C B n o r m s

T h e s l o p e s o f e m b a n k m e n t l e a d i n g t o w a t e r b o d i e s

w i l l b e m o d i f i e d a n d r e - c h a n n e l i s e d s o t h a t

c o n t a m i n a n t s d o n o t e n t e r t h e w a t e r b o d y

T h r o u g h o u t

p r o j e c t

c o r r i d o r

E n g i n e e r i n

g c o s t



A i r A i r Q u a l i t y


T h e c a p a c i t y a u g m e n t a t i o n o f t h e p r o j e c t r o a d

w i l l

o f f e r i m p r o v e d l e v e l o f s e r v i c e r e s u l t i n g i n t o r e

d u c t i o n

o f p o l l u t i o n l o a d d u e t o i d l i n g o f v e h i c l e s

T h r o u g h o u t

p r o j e c t

c o r r i d o r

E n g i n e e r i n g

c o s t


P I U , N H A I

C R A P H T S


( I ) P v t .

L t d .

N H A I

1 9

E x -








B i h a r


S t a g e

T h e a s p h a l t p l a n t s , c r u s h e r s a n d t h e b a t c h i n

g p l a n t s

w i l l b e s i t e d a t l e a s t 1 k m

i n t h e d o w n w i n d

d i r e c t i o n

f r o m

t h e

n e a r e s t

h u m a n

s e t t l e m e n t .

V e h i c l e s

d e l i v e r i n g l o o s e a n d f i n e m a t e r i a l s l i k e s a n d

a n d f i n e

a g g r e g a t e s s h a l l b e c o v e r e d t o r e d u c e s p i l l s

o n h a u l

r o a d s

I t s h a l l b e e n s u r e d t h a t t h e d u s t e m i s s i o n s f r o m

t h e

c r u s h e r a n d v i b r a t i n g s c r e e n a t t h e s t o n e q u a r r i e s d o

n o t e x c e e d t h e e m i s s i o n s t a n d a r d s s e t b y

C e n t r a l

P o l l u t i o n C o n t r o l B o a r d .

C o n t r a c t o r

s i t e s

R s . 0 . 0 7 5

m i l l i o n f o r a i r

q u a l i t y

m o n i t e r i n g

p e r c a m p

s i t e

C o n t r a c t o r


O p e r a t i o n

s t a g e

D u r i n g o p e r a t i o n s t a g e o f t h e p r o j e c t , v e h i c u l a

r

e m i s s i o n s o f c r i t i c a l p o l l u t a n t s ( S P M , R S P M , C

O , S O 2

a n d N O x ) w i l l b e m o n i t o r e d

T h e r e s p e c t i v e C o n t r a c t o r s w i l l d o p l a n t a t i o n i n

m e d i a n a n d a v a i l a b l e c l e a r s p a c e i n R o W w

i t h

t e c h n i c a l a s s i s t a n c e f r o m s t a t e f o r e s t d e p a r t m

e n t

T r e e p l a n t a t i o n f o r a t t e n u a t i n g p o l l u t i o n l e v e l s

s h a l l b e

a s p e r t h e p r o p o s e d r o a d l a n d s c a p e p l a n s , w h

i c h

i n c l u d e s s p e c i e s w i t h t h i c k f o l i a g e .

R s . 0 . 0 2

m i l l i o n f o r a i r

q u a l i t y

m a n a g e m e n

t

M o t o

r V e h i c l e

D e p t . , S P C B ,

N H A I

N H A I

N o i s e

N o i s e

D e s i g n

S t a g e

C r i t i c a l l o c a t i o n s h a v e b e e n i d e n t i f i e d w i t h r e s p e

c t t o t h e

n o i s e s t a n d a r d s a n d m i t i g a t i o n m e a s u r e s p r o p o s e d

T h r o u g h o u t

p r o j e c t

c o r r i d o r ,

e s p e c i a l l y a t

s e n s i t i v e

a r e a s

P r o j e c t


c o s t

D e s i g n

c o n s u l t a n t

P I U , N H A I

C R A P H T S


( I ) P v t .

L t d .

N H A I

2 0

E x -



F







B i h a r

C o n s t r u c t i o

n S t a g e

T

h e p l a n t s a n d e q u i p m e n t u s e d f o r c o n s t r u c t i o n

w i l l

s

t r i c t l y c o n f o r m t o C P C B n o i s e s t a n d a r d s . V e h i c l e s a n d

e

q u i p m e n t s u s e d s h a l l b e f i t t e d w i t h e x h a u s t s i l e

n c e r s

b

a t c h i n g w i l l b e s t o p p e d d u r i n g t h e n i g h t t i m e b e

t w e e n

9

: 0 0 p . m . a n d 6 : 0 0 a . m

T

o p r o t e c t c o n s t r u c t i o n w o r k e r s f r o m s e v e r e n o i s e

i m p a c t s , n o i s e s t a n d a r d s o f i n d u s t r i a l e n t e r p r i s e s w i l l b e

s

t r i c t l y e n f o r c e d , a n d w o r k e r s s h a l l b e p r o v i d e d w i t h

P

e r s o n a l P r o t e c t i v e E q u i p m e n t ( P P E ) s u c h a s e a r p l u g s .


a n d q u a r r y

s i t e s

E n g i n e e r i n g

c o s t



O p e r a t i o n

s t a g e

M

o n i t o r i n g s h a l l b e t a k e n u p a t f e w l o c a t i o n s o f t h e

p

r o j e c t r o a d i n a d d i t i o n t o n o i s e s e n s i t i v e r e c e p t o r s

w

h e r e n o i s e b a r r i e r s h a v e b e e n p r o v i d e d , s o a s t o

a

s c e r t a i n a n y r e q u i r e m e n t f o r t h e p r o v i s i o n o f a d

d i t i o n a l

m

e a s u r e s f o r t h e m i t i g a t i o n o f i l l e f f e c t s d u e t o i n

c r e a s e d

n

o i s e r e s u l t i n g f r o m t h e o p e r a t i o n o f t h e p r o j e c t

R s . 0 . 0 7 2

m i l l i o n f o r

n o i s e

m a n a g e m e n

t

M o t o r v e h i c l e

d e p t . , S P C B ,

N H A I

N H A I

F l o r a

F l o r a

D e s i g n

S t a g e

A

p p r o x i m a t e l y 8 5 8 4 t r e e s w i l l b e c u t f o r r o a d

c

o n s t r u c t i o n . T h e l o s s o f t r e s s i s b e i n g c o m p e n

s a t e d i n

a

c c o r d a n c e t o t h e N H A I t r e e p l a n t a t i o n s t r a t e g y i n t h e

a

l i g n m e n t . T r e e s w i l l b e r e m o v e d w i t h p r i o r a p p r o v a l o f

C

o n s e r v a t o r o f F o r e s t P a t n a . C o m p e n s a t o r y

a

f f o r e s t a t i o n a s p e r f o r e s t c o n s e r v a t i o n a c t 1 9 8 0

w i l l b e

a

d o p t e d . T w o t r e e s w i l l b e p l a n t e d f o r e a c h t r e e f e l l e d

a

s p e r r e g u l a t o r y c o m p l i a n c e .

D

i s p o s a l o f t h e t r e e s w i l l b e a s p e r t h e n o r m , o t h

e r w i s e

a

s m u t u a l l y d e c i d e d b y t h e c o n t r a c t o r i n c o n s u l t a

t i o n

w

i t h S C a n d P I U

T h r o u g h o u t

p r o j e c t

c o r r i d o r

w i t h i n R o W

R s . 4 8

m i l l i o n

( i n c l u d i n g

m a i n t e n a n c

e f o r 3 y r s )

C o n s

e r v a t o r o f

F o r e s t p a r n a ,

D e s i g n

c o n s u l t a n t ,

P I U , N H A I

P I U , N H A I


n S t a g e

A

p a r t f r o m t r e s s e a r m a r k e d f o r f e l l i n g , n o a d d i t i o

n a l t r e e

w

i l l b e f e l l e d . N o t r e e w i l l b e r e m o v e d i n t h e z o n e o f

c

o n s t r u c t i o n ( a p a r t f r o m t h o s e t r e e s e a r m a r k e d f o r

f e l l i n g ) w i t h o u t t h e p r i o r a p p r o v a l o f t h e D e p a r t m e n t o f

F

o r e s t s

T h r o u g h o u t

p r o j e c t

c o r r i d o r

w i t h i n R o W

R s . 4 8

m i l l i o n

( i n c l u d i n g

m a i n t e n a n c

e f o r 3 y r s )

F o r e s t D e p t .

B i h a r


F a u n a

C R A P H T S


( I ) P v t .

L t d .

N H A I

2 1

E x -








B i h a r

A n n

e x u r e - 2

M o n i t o r i n g p l a n f o r p e r f o r m a n c e i n d i c a t o r s

E n v i r o n m e n t a l

C o m p o n e n t

P r o j e c t

S t a g e

P a r a m e t e r s

F r e q u e n c y

S t a n d a r d

s

A p p r o x i m a t e

C o s t ( R s )

I m p l e m e n t a t i o n

S u p e r v i s i o

n

A i r Q u a l i t y


n s t a g e

S P M , R P M , N O x , C O

2 4

h r

c o n t i n u o u s ,

3 / y e a r f o r

3 y e a r s

A i r q u a l i t y

s t a n d a r d s

b y C P C B

5 0 0 0 X 3 X 3

= R s 4 5 , 0 0 0

( a s s u m i n g

8

c o n s t r u c t i o n

s i t e s )

T o t a l

=

R s

3 , 6 0 , 0 0 0

C o n t r a c t o r

t h r o u g h

a p p r o v e d

m o n i t o r i n g

a g e n c y

P I U , N H A I ,

S C

O p e r a t i o n

s t a g e

S P M , R P M , N O x , C O , H C ,

P b , S O 2

2 4

h r


3 / y e a r

A i r q u a l i t y

s t a n d a r d s

b y C P C B

5 0 0 0 X 3 X 8

= R s . 1 , 2 0 , 0 0 0

C o n t r a c t o r

t h r o u g h

a p p r o v e d

m o n i t o r i n g

a g e n c y

N H A I

W a t e r Q u a l i t y


n s t a g e

A l l

t h e

p a r a m e t e r s

f o r

i n l a n d s u r f a c e w a t e r q u a l i t y

s t a n d a r d f o r c l a s s – D w i l l

b e t e s t e d f o r g r o u n d w a t e r

a s p e r I S O 1 0 5 0 : 1 9 9 1

3 / y e a r f o r

3 y e a r s

W a t e r

q u a l i t y

s t a n d a r d s

b y C P C B

2 0 0 0 X 3 X 3 X

1 2

= R s . 2 , 1 6 , 0 0 0

N H A I

P I U , N H A I ,

S C

O p e r a t i o n

s t a g e

A l l

t h e

p a r a m e t e r s

f o r

i n l a n d s u r f a c e w a t e r q u a l i t y

s t a n d a r d f o r c l a s s – D w i l l

b e t e s t e d f o r g r o u n d w a t e r

a s p e r I S O 1 0 5 0 : 1 9 9 1

3 / y e a r

W a t e r

q u a l i t y

s t a n d a r d s

b y C P C B

2 0 0 0 X 3 X 1 2

= R s . 7 2 , 0 0 0

C o n t r a c t o r

t h r o u g h

a p p r o v e d

m o n i t o r i n g

a g e n c y

N H A I

N o i s e l e v e l s


n s t a g e

A s

p e r N a t i o n a l A m b i e n t

N o i s e

S t a n d a r d

a s

p e r

E n v i r o n m e n t a l

P r o t e c t i o n

A c t , 1 9 8 6 a m e n d e d 2 0 0 2

2 4

h r


3 / y e a r f o r

3 y e a r s

N o i s e

l e v e l

s t a n d a r d s

b y C P C B

2 0 0 0 X 3 X 3 X

1 8 R s . 3 , 2 4 , 0 0 0

N H A I

P I U , N H A I ,

S C

C R A P H T S


( I ) P v t .

L t d .

N H A I

2 3





9.3.7 Data Collection from Secondary Sources

The secondary data/information was collected from various agencies; so as to

ascertain/verify the ground realities and comprehend the socio-economic

characteristics, physical features and cultural set-up of the project area before

undertaking detailed field investigations. Relevant documents were collected from

Tehsil Offices, Development Authorities and others agencies, besides collecting

various published/unpublished reports on the issues, which have also been used in

the preparation of the RP.

9.3.8 Consultations

The Consultations were undertaken with various stakeholders at different levels i.e.

district, block / village for information dissemination of the project and also to obtain

their ascertain the peoples views about the project. The other objective of the

consultation was to incorporate the perceptions of the stakeholders in the planning

and implementation of the PRP.

9.4 Minimizing Negative Social Impacts

Social Impact assessment is an important component of project preparation during design

stage so as to minimize, reduce and mitigate negative social impacts of the project. The

social assessment has identified potential adverse impacts on the people losing their assets

and livelihood.

In all about three alternatives were considered for the alignment of the said project. The

alternatives were examined in terms of their relative merits and demerits and the most

acceptable option (option II), which is also the least cost, and time intensive scheme was

selected for the said project.

9.4.1 Measures to minimize negative social impacts

As the highway passes through areas of ribbon development, therefore, the RAP for

the project would need to address the issues related to titleholders and non-

titleholders loosing their livelihood and assets. The aim of integration of social

components in the design phase is to minimize the hardships of the affected people.

The RP also aims to help the APs to either better or at least maintain their livelihood.

Based on consultation with various stakeholders and project social assessment

report, the Project engineering team developed guidelines to minimize negative social

and environmental impacts/displacement, reduce disruption of livelihoods, protection

of environmentally sensitive features etc. Table 9.1 provides the measures that have

been adopted for offsetting the impacts.





Table3.1 Measures to Minimize Negative Social Impacts

Criteria Design Approach

Minimization of Tree Loss Eccentric Widening

Displacement of Important Religious Structures Realignment

Displacement of Commercial / Residential Properties Realignment

9.4.2 Summary of measures taken and their impacts in minimizing negative socialimpacts in the project areaTo minimize negative social impacts, the alignment has been fixed in such a way that

there is least impact on the settlements. Efforts have also been made to avoid conflict

with the sensitive structures, like mosque, temples, schools and places of cultural

importance. To achieve this, the alignment has been shifted at various locations to

save residential area of villages, structures, temples, graveyards, mosques, orchards,

community structures, ponds etc.

9.5 Land Estimates and Common Properties

9.5.1 Land Acquisition

Some of the important factors that were kept in mind while designing the alignment of the

project road included minimizing the negative social impact and minimising the cost of the

project. The final alignment that emerged after considering the due objectives needs only

……….. hectares of land acquisition.

9.5.2 Common Properties

There are number of common properties that are likely to be affected due to the project

road, these include police station, temples / mosques etc. Table 9.2 shows the details of such

properties.

Table 9.2 Common Properties Affected due to Project Road

Sl. No. Name of the Properties Number

1 Temple/Mosque 49

2 Community Structure 7

3 Government Structure 11

4 Wells 130

5 Hand Pumps 333

6 Total 530

Source: Primary Survey, 2009

9.6 Details of the Affected Households / Families

‘Household’ has been considered as the basic unit of socio-economic data in the survey

conducted by the consultants, but as the entitlement matrix under the R&R framework of





NHAI considers ‘Family’ as the basic, therefore information pertaining to family has been

analysed from the census / socio economic survey.

9.6.1 Titleholders

The project road affects 1896 title holders.

9.6.2 Non-Titleholders

Non titleholders present in the project road are basically in the form of squatters and

encroachers in addition to kiosks and / ambulatory vendors. These have been classified as

affected persons and the details of which are given in the table 9.3 below:

Table 9.3 Project Affected Non - Titleholders

Location Squatters Encroachers Total

Begusarai 0 0 0

Khagaria 0 1 1


9.6.3 Vulnerable Section

Vulnerable section of the society is that strata of the society, which is the most, oppressed

class. Careful planning calls for integrating their views and perception into the planning

process. The distribution of Vulnerable Households (VHs) is presented in table 9.4.

Table 9.4: Details of Vulnerable Households (VHs)

Districts Vulnerability Components

OBC SC ST Total


Khagaria 31 6 0 37


OBC: Other Backward Caste; SC: Scheduled caste; ST: Scheduled Tribe

9.6.4 Displaced Households (DHs)

The two type of project affected persons, they are the ones who have their structures lying

inside the ROW and the others are the ones whose structures also come under the widening

area. For assessing the PDHs, all the structures that come under the widening area have

been taken into account. It can be seen from the table 9.5 that a total of 710number

households have a potential to be displaced by the project road. The details of which are

shown below: -





Table 9.5 Details of the DHs

SocialImpact

Titleholders Squatters &encroachers

Ambulatory /Kiosks

Total

Numbers 1896 0 0 1896


9.6.5 Loss of Livelihood

Loss of livelihood is termed as loss of source / means of income, directly or indirectly, due to

acquisition or removal of commercial, residential or agricultural property. As the alignment

passes through a number of villages which are dependent on the highway for their livelihood

therefore a number of commercial and residential properties will be affected by the proposed

road, the details of such properties are listed in the Table 9.6.

Table 9.6 Details of loss of livelihood

District A B C D Total

Begusarai 333 0 41 2 376

Khagaria 34 0 6 1 41


A: Loosing residential structure; B: Agricultural Land C: Loosing commercial establishment and source of income; D:Lively wood

9.7 R&R Entitlement Framework

The loss of whole or part of the structures be it residential, commercial or mixed use, cause

not only loss of assets but also the income through business etc. This would upset the whole

economic fabric of the area and the standard of living of the families. Therefore, after

understanding the project ground conditions and the needs, an entitlement framework for the

project-affected families has been developed. The entitlement of the AFs is based on the

entitlement framework of the R&R Policy. The entitlement framework and the R&R Policy

framework for Project Road is provided in the Table 9.7 below

9.8 Budget

The budgetary provision for the project road is summarized in various sub heads in the Table

9.8, mentioned below, for the project road section of Bathiarpur - Begusarai – Kagharia (NH-

31).

Table 9.8: Summary Budget for Resettlement and Rehabilitation Activi ties

Sl.No. Item Amount in Rs. (million.)

1 Land Acquisition 756.502 R&R cost 337.12





3 Assistance 9.97

4 Community infrastructure 35.08

5 Site development 8.82

6 RP implementation cost 25.297 Contingency & miscellaneous expenses 7.916

Total 1180.70

9.8.1 Income restoration

The basic objective behind the income restoration activities and schemes is to restore the

economic status of the affected persons enjoyed prior to the project commencement. The

families entitled for training for income restoration as per the entitlement framework are

vulnerable displaced titleholders and persons losing commercial structure/assets.

9.8.2 Participation of Stakeholders

The RP implementation action plan has been prepared through participatory process -

specially focusing on the vulnerable groups. The consultations organized at villages and at

the district provided key inputs to finalize the design and measure to develop the mitigation

plans.

9.9 Institutional Arrangement

The Environmental and the Social Development Unit (ESDU) located at the NHAI

headquarters will be responsible for overall monitoring and implementation of the RP.

The unit is presently headed by a GM and has one Deputy General Manager looking after

Environment component besides implementation of RP. It is now proposed to have one

additional manager, independently looking after R&R work, within ESDU.

The NHAI's existing capacity includes a Project Implementation Unit (PIU) at Patna headed by

a Project Director and two managers (technical and environment). It is proposed to have an

additional RO’s looking after R&R works.

9.9.1 Implementation Arrangement and Schedule

The detail implementation schedule has been prepared listing the chronological steps to have

smooth implementation of resettlement & rehabilitation plan. The exercise of verification of

PAPs and PDPs would be done by NGO on the site during implementation of RP. The actual

affected PAPs & PDPs will be issued necessary identity cards.





RP further describes the linkages between resettlement implementation and set of institutions

for civil work for each component of the project. To facilitate the implementation, NGOs

would be contracted and trained. The implementation of the project is likely to be completed

in three years. To evaluate the impacts of the project activities on the socio-economic

condition of the PAPs an independent Evaluation Consultants would be hired by NHAI.



•

•

F i n a l F e a s i b i l i t y R e p o r t

F e a s i b i l i t y S t u d y f o r 4 - l a n i n g

o f B a k h t i a r p u r – B e g u s a r a i - K h a g a r i a

V o l : I – M a i n R e p o r t

s e c t i o n o f N H - 3 1 i n t h e S t a t e o f B i h a r

T a b l e 9 . 7 : D e t a i l e d E n t i t l e m e n t M a t r i x

S . N o

C a t e g o r y

T y p e

o f

L o s s

U n i t

o f

E n t i t l e m e n t

E n t i t l e m e n t

D e t a i l s

C o m p e n s a t i o n

a t “ r e p l a c e m e n t

c o s t ”

o r

“ a c t u a l m a r k e t

v a l u e ”

1 . I f t h e r e p l a c e m e n t c o s t ( d e t e r m i n e d a s p e r p a r a 5 . 7 . 1 o f t h

e p o l i c y f r a m e w o r k ) i s m o r e

t h a n t h e c o m p e n s a t i o n , a s d e t e r m i n e d b y t h e C o m p e t e n t A u t h o r i t y , t h e n t h e d i f f e r e n c e i s

t o b e p a i d b y t h e p r o j e c t i n t h e f o r m o f “ a s s i s t a n c e ” .

2 . I f t h e r e s i d

u a l p l o t ( s ) i s ( a r e ) n o t v i a b l e , i . e . , l e s s t h a n a v e r a g e l a n d h o l d i n g o f t h e

d i s t r i c t , t h e f o l l o w i n g o p t i o n s w i l l b e g i v e n t o t h e E P .

T h e E P k e e p s t h e r e m a i n i n g l a n d , a n d t h e c o m p e n s a t i o n a n d a s s i s t a n c e i s p a i d t o t h e

E P f o r t h e l a n

d t o b e a c q u i r e d .

C o m p e n s a t i o n a n d “ a s s i s t a n c e ” a r e g i v e n f o r t h e e n t i r e p l o t i n c l u d i n g r e s i d u a l p l o t , i f t h e

o w n e r o f s u c h

l a n d w i s h e s t h a t t h e p r o j e c t a u t h o r i t y s h o u l d a

l s o a c q u i r e h i s r e s i d u a l p l o t .

T h e p r o j e c t a u t h o r i t y w i l l a c q u i r e t h e r e s i d u a l p l o t s o p a i d .

I f E P i s f r o m v u l n e r a b l e g r o u p , c o m p e n s a t i o n f o r t h e e n t i r e l a n d i s b y m e a n s o f l a n d f o r

l a n d i f s o w i s h e d b y E P p r o v i d e d t h a t t h e l a n d o f e q u a l o

r m o r e p r o d u c t i v e v a l u e i s

a v a i l a b l e .

3 . T r a n s i t i o n a

l a l l o w a n c e o f R s . 2 0 0 0 p e r m o n t h f o r 9 m o n t h

s i f t h e r e s i d u a l l a n d i s n o t

v i a b l e ( l e s s t h

a n a v e r a g e d i s t r i c t h o l d i n g o r l a n d a c q u i r e d i s 7

5 % o r m o r e o f t h e t o t a l l a n d

h o l d i n g o f t h e

t i t l e h o l d e r ) o r f o r 3 m o n t h s i f t h e r e s i d u a l l a n d i s

v i a b l e

4 . I n c a s e o f

s e v e r a n c e o f a g r i c u l t u r a l l a n d , a n a d d i t i o n a l g

r a n t o f 1 0 %

o f t h e a m o u n t

p a i d f o r l a n d a c q u i s i t i o n .

5 . A l l f e e s , t a

x e s a n d o t h e r c h a r g e s , a s a p p l i c a b l e u n d e r t h

e r e l e v a n t l a w s , i n c u r r e d i n

t h e r e l o c a t i o n

a n d r e s o u r c e e s t a b l i s h m e n t , a r e t o b e b o r n e b y t h e p r o j e c t .

6 . I f t h e E P b e c o m e s l a n d l e s s o r f a l l s b e l o w t h e P o v e r t y l i n e ,

t h e n :

T r a i n i n g w o u l d b e p r o v i d e d f o r u p - g r a d a t i o n o f s k i l l s @ R s . 1 5 0 0 / = p e r f a m i l y

S u c h E P s w o

u l d b e p r o v i d e d o n e - t i m e E c o n o m i c R e h a b i l i t a t i o n G r a n t @ R s . 3 0 0 0 / = p e r

f a m i l y , i n t h e f o r m o f p r o d u c t i v e a s s e t s

1 B

P r i v a t e

P r o p e r t y

N o n -

a g r i c u l t u r a l

l a n d

a n d

a s s e t s

T i t l e h o l d e r /

o w n e r :

R e s i d e n t i a l


a t “ r e p l a c e m e n t

c o s t ”

1 . E P w i l l b e

p r o v i d e d r e p l a c e m e n t c o s t o f t h e r e s i d e n t i a l s

t r u c t u r e ( p a r t o r f u l l ) , w h i c h

w i l l b e c a l c u l a t e d a s p e r t h e p r e v a i l i n g b a s i c s c h e d u l e o f

r a t e s w i t h o u t d e p r e c i a t i o n ,

s u b j e c t t o r e

l e v a n t “ q u a l i t y s t a n d a r d s ” o f B S R

a s m a i n t a

i n e d b y G o v e r n m e n t / L o c a l

B o d i e s A u t h o r i t i e s .

2 . C o m p e n s a t i o n f o r t h e l o s s o f r e s i d e n t i a l l a n d w i l l b e p a i d a t r e p l a c e m e n t v a l u e

3 . I f r e p l a c e m

e n t c o s t i s m o r e t h a n t h e c o m p e n s a t i o n ( a s d e

t e r m i n e d b y t h e C o m p e t e n t

A u t h o r i t y ) , t h e

n t h e d i f f e r e n c e i s t o b e p a i d b y t h e p r o j e c t i n t h

e f o r m o f “ a s s i s t a n c e ” .


l a s s i s t a n c e o f R s . 2 0 0 0 p e r m o n t h i n t h e f o r m o

f g r a n t t o c o v e r a m a x i m u m

C R A P H T S


( I ) P v t . L t d

N H A I



•

•






n i n e m o n t h s r

e n t a l a c c o m m o d a t i o n .

5 . A l u m p s u m s h i f t i n g a l l o w a n c e o f R s . 7 0 0 f o r t e m p o r a r y , R

s . 1 2 0 0 f o r s e m i - p e r m a n e n t

a n d R s . 2 2 0 0 f o r p e r m a n e n t s t r u c t u r e s .

6 . A b s e n t e e l a n d l o r d s w i l l r e c e i v e o n l y t h e c o m p e n s a t i o n a t “ r e p l a c e m e n t c o s t ” .

7 . R i g h t t o s a l v a g e m a t e r i a l s f r o m t h e d e m o l i s h e d s t r u c t u r e .

T i t l e h o l d e r /

o w n e r :

C o m m e r c i a l

1 . E P w i l l b e

p r o v i d e d r e p l a c e m e n t c o s t o f t h e c o m m e r c i a l s t r u c t u r e ( p a r t o r f u l l ) , w h i c h

w i l l b e c a l c u l a t e d a s p e r t h e p r e v a i l i n g b a s i c s c h e d u l e o f

r a t e s w i t h o u t d e p r e c i a t i o n ,

s u b j e c t t o r e

l e v a n t “ q u a l i t y s t a n d a r d s ” o f B S R

a s m a i n t a

i n e d b y G o v e r n m e n t / L o c a l

B o d i e s A u t h o r i t i e s .

2 . C o m p e n s a t i o n f o r t h e l o s s o f c o m m e r c i a l l a n d w i l l b e p a i d a t r e p l a c e m e n t v a l u e

3 . I f r e p l a c e m

e n t c o s t i s m o r e t h a n t h e c o m p e n s a t i o n ( a s d e

t e r m i n e d b y t h e C o m p e t e n t

A u t h o r i t y ) , t h e

n t h e d i f f e r e n c e i s t o b e p a i d b y t h e p r o j e c t i n t h

e f o r m o f “ a s s i s t a n c e ” .


l a s s i s t a n c e o f R s . 2 0 0 0 p e r m o n t h i n t h e f o r m o

f g r a n t t o c o v e r a m a x i m u m

n i n e m o n t h s r

e n t a l a c c o m m o d a t i o n .

5 . A l u m p s u m s h i f t i n g a l l o w a n c e o f R s . 7 0 0 f o r t e m p o r a r y , R

s . 1 2 0 0 f o r s e m i - p e r m a n e n t


6 . A b s e n t e e l a n d l o r d s w i l l r e c e i v e o n l y t h e c o m p e n s a t i o n a t “ r e p l a c e m e n t c o s t ” .


8 . T r a i n i n g w o

u l d b e p r o v i d e d f o r u p g r a d a t i o n o f s k i l l s @ R s .

1 5 0 0 / = p e r f a m i l y

9 .

V u l n e r a b l e

E P s

w o u l d b e p r o v i d e d o n e - t i m e E c o n o m i c

R e h a b i l i t a t i o n G r a n t @ R s .

3 0 0 0 / = p e r f a m i l y , i n t h e f o r m o f p r o d u c t i v e a s s e t s

T e n a n t :

R e s i d e n t i a l

1 . T h e a m o u n t o f d e p o s i t o r a d v a n c e p a y m e n t p a i d b y t h e t e n a n t t o t h e l a n d l o r d o r t h e

r e m a i n i n g a m

o u n t a t t h e t i m e o f e x p r o p r i a t i o n . ( T h i s w i l l b e

d e d u c t e d f r o m t h e p a y m e n t

t o t h e l a n d l o r d ) .

2 . A s u m e q

u a l t o n i n e m o n t h s r e n t a l @

R s . 2 0 0 0 / = p e r

m o n t h i n c o n s i d e r a t i o n o f

d i s r u p t i o n c a u

s e d .

3 . C o m p e n s a

t i o n f o r a n y s t r u c t u r e t h e t e n a n t h a s e r e c t e d o n t h e p r o p e r t y . ( T h i s w i l l b e

d e d u c t e d f r o m

t h e p a y m e n t t o t h e l a n d l o r d ) .

4 . S h i f t i n g a l l o

w a n c e o f R s . 8 0 0 l u m p s u m f o r s h i f t i n g .

T e n a n t :

C o m m e r c i a l

1 . T h e a m o u n t o f d e p o s i t o r a d v a n c e p a y m e n t p a i d b y t h e t e n a n t t o t h e l a n d l o r d o r t h e

r e m a i n i n g a m

o u n t a t t h e t i m e o f e x p r o p r i a t i o n . ( T h i s w i l l b e

d e d u c t e d f r o m t h e p a y m e n t

t o t h e l a n d l o r d ) .

2 . A s u m e q

u a l t o n i n e m o n t h s r e n t a l @

R s . 2 0 0 0 / = p e r

m o n t h i n c o n s i d e r a t i o n o f

d i s r u p t i o n c a u

s e d .

3 . C o m p e n s a

t i o n f o r a n y s t r u c t u r e t h e t e n a n t h a s e r e c t e d o n t h e p r o p e r t y . ( T h i s w i l l b e

C R A P H T S


( I ) P v t . L t d

N H A I



•

•






d e d u c t e d f r o m

t h e p a y m e n t t o t h e l a n d l o r d ) .

4 . S h i f t i n g a l l o

w a n c e o f R s . 8 0 0 l u m p s u m f o r s h i f t i n g .

5 . T r a i n i n g w o

u l d b e p r o v i d e d f o r u p g r a d a t i o n o f s k i l l s @ R s .

1 5 0 0 / = p e r f a m i l y

6 .

V u l n e r a b l e

E P s

w o u l d b e p r o v i d e d o n e - t i m e E c o n o m i c

R e h a b i l i t a t i o n G r a n t @ R s .

3 0 0 0 / = p e r f a m i l y , i n t h e f o r m o f p r o d u c t i v e a s s e t s

2

O t h e r s

2 A

L i v e l i h o o d

W a g e

e a r n e r s

I n d i v i d u a l

L u m p s u m

T h e y w i l l b e p

a i d a f l a t s u m o f R s . 2 0 0 0 . 0 0 a s t r a n s i t i o n a l a s s

i s t a n c e .

T r a i n i n g w o u l d b e p r o v i d e d f o r u p g r a d a t i o n o f s k i l l s @ R s . 1 5

0 0 / =

V u l n e r a b l e E

P s w o u l d b e p r o v i d e d o n e - t i m e E c o n o m i c R

e h a b i l i t a t i o n G r a n t @

R s .

3 0 0 0 / = , i n t h e

f o r m o f p r o d u c t i v e a s s e t s

2 B

N o n -

p e r e n n i a l

c o r p s

F a m i l y

N o t i c e

t o

h a r v e s t

s t a n d i n g c r o p s

T h e y a r e e n t i t l e d t o b e g i v e n a n o t i c e s u b s t a n t i a l l y 4 m o n t h s i n a d v a n c e .

G r a n t t o w a r d s c r o p l o s t b e f o r e h a r v e s t d u e t o f o r c e d r e l o c a t i o n , e q u a l t o m a r k e t v a l u e o f

c r o p l o s t p l u s

c o s t o f r e p l a c e m e n t o f s e e d s f o r t h e n e x t s e a s o

n ’ s h a r v e s t .

2 C

P e r e n n i a l

c r o p s s u c h

a s

f r u i t

t r e e s

F a m i l y


a t

“ m a r k e t

v a l u e ”

C o m p e n s a t i o n f o r p e r e n n i a l c r o p s a n d t r e e s , c a l c u l a t e d a s a n n u a l p r o d u c e v a l u e f o r o n e

s e a s o n .

3

I l l e g a l U s e o f t h e R O W

3 A

I l l e g a l u s e

o f t h e R O W

E n c r o a c h e r

s

F a m i l y

W i l l r e c e i v e n o

c o m p e n s a t i o n

f o r

l a n d

b u t

a s s i s t a n c e f o r

a s s e t s t o

t h e

v u l n e r a b l e

1 . E n c r o a c h e r s w i l l b e n o t i f i e d i n t i m e i n w h i c h t o r e m o v e t h e

i r a s s e t s ( e x c e p t t r e e s ) a n d

h a r v e s t t h e i r c r o p s .

2 . C o m p e n s a t i o n f o r s t r u c t u r e s a t r e p l a c e m e n t c o s t t o t h e v u l n e r a b l e p e r s o n .

3 . T r a i n i n g w o u l d b e p r o v i d e d f o r u p g r a d a t i o n o f s k i l l s @ R

s . 1 5 0 0 / = p e r f a m i l y t o t h e

E P s l o o s i n g c

o m m e r c i a l a c t i v i t i e s

4 .

V u l n e r a b l e E P s l o o s i n g c o m m e r c i a l a c t i v i t i e s w o u l d b e p

r o v i d e d o n e - t i m e E c o n o m i c

R e h a b i l i t a t i o n

G r a n t @ R s . 3 0 0 0 / = p e r f a m i l y , i n t h e f o r m o f p

r o d u c t i v e a s s e t s


3 B

S q u a t t e r s

F a m i l y

W i l l r e c e i v e n o


f o r

l a n d

b u t

a s s i s t a n c e f o r

a s s e t s .

1 . C o m p e n s a t i o n f o r l o s s o f s t r u c t u r e a t r e p l a c e m e n t c o s t .

2 . A l u m p s u m

s h i f t i n g a l l o w a n c e o f R s . 7 0 0 f o r t e m p o r a r y , R

s . 1 2 0 0 f o r s e m i - p e r m a n e n t ,



l a l l o w a n c e @ R s . 2 0 0 0 p e r f a m i l y l u m p s u m .

4 . 3 . T r a i n i n g

w o u l d b e p r o v i d e d f o r u p g r a d a t i o n o f s k i l l s @ R s . 1 5 0 0 / = p e r f a m i l y t o t h e

E P s l o o s i n g c

o m m e r c i a l a c t i v i t i e s

5 .

V u l n e r a b l e E P s l o o s i n g c o m m e r c i a l a c t i v i t i e s w o u l d b e p

r o v i d e d o n e - t i m e E c o n o m i c

R e h a b i l i t a t i o n

G r a n t @ R s . 3 0 0 0 / = p e r f a m i l y , i n t h e f o r m o f p

r o d u c t i v e a s s e t s


C R A P H T S


( I ) P v t . L t d

N H A I



•

•






3 C

S h i f t i n g

B u s i n e s s

M o b i l e a n d

a m b u l a t o r y

v e n d o r s

( K i o s k s )

F a m i l y

T h e y a r e

n o t

e l i g i b l e

f o r


o r “ a s s i s t a n c e ”

A m b u l a t o r y v e n d o r s l i c e n s e d f o r f i x e d l o c a t i o n s w i l l b e c o n s i d

e r e d a s k i o s k s .

T h e y w i l l r e c e

i v e l u m p s u m s h i f t i n g a s s i s t a n c e o f R s . 2 0 0 0 . 0 0

4 .

C o m m u n i t y

i n f r a s t r u c t u

r e , c o h e s i o n

a n d

a m e n i t i e s

C o m m o n

p r o p e r t y

r e s o u r c e s

C o m m u n i t y

C o n s e r v a t i o n ,

p r o t e c t i o n ,

c o m p e n s a t o r y

r e p l a c e m e n t

E a s i l y r e p l a c e d r e s o u r c e s , s u c h a s c u l t u r a l p r o p e r t i e s w i l l b e c o n s e r v e d ( b y m e a n s o f

s p e c i a l p r o t e c t i o n , r e l o c a t i o n , r e p l a c e m e n t , e t c . ) i n c o n s u l t a t i o n w i t h t h e c o m m u n i t y .

L o s s o f a c c e s s t o f i r e w o o d , e t c . w i l l b e c o m p e n s a t e d b y i n v

o l v i n g t h e c o m m u n i t i e s i n a

s o c i a l f o r e s t r y s c h e m e , i n c o - o r d i n a t i o n w i t h t h e D e p a r t m e n t o f F o r e s t s , w h e r e v e r

p o s s i b l e .

A d e q u a t e s a f e t y m e a s u r e s , p a r t i c u l a r l y f o r p e d e s t r i a n s a n

d c h i l d r e n ; L a n d s c a p i n g o f

c o m m u n i t y c o m m o n a r e a s ; i m p r o v e d d r a i n a g e ; r o a d s i d e r e s t a r e a s , e t c . a r e a l l p r o v i d e d

i n t h e d e s i g n

o f t h e h i g h w a y s .

E m p l o y m e n t o p p o r t u n i t i e s i n t h e p r o j e c t , i f p o s s i b l e .

L o s s o f t r e e s

w i l l b e r e p l a c e d b y c o m p e n s a t o r y a f f o r e s t a t i o n .

4 A

A n y

o t h e r

i m p a c t n o t

y e t i d e n t i f i e d ,

w h e t h e r

l o s s

o f

a s s e t

o r

l i v e l i h o o d

U n f o r e s e e n i m p a c t s w i l l b e d o c u m e n t e d a n d m i t i g a t e d b a s e d o n t h e p r i n c i p l e s a g r e e d

u p o n i n t h i s p

o l i c y f r a m e w o r k .

•

C R A P H T S


( I ) P v t . L t d

N H A I





10. HIGHWAY SAFETY & TRAFFIC MANAGEMENT

10.1 General

The existing road accident scenario on Indian road is very grim and is a matter of serious

concern for all stakeholders, The Ministry of Road Transport & Highways (MoRT&H) and

IRF have jointly embarked on a mission to reduce fatalities on Indian roads by 50% by

the year 2012. This mission involves a multi-prong approach combining engineering

enforcement and education measures, The multi-lane highways being built under various

road development programmes are adopting the geometric standards specifications,

signage, road marking, etc. as per the provisions contained in the codes of practice and

the Standards of the Indian Roads Congress supported by the Ministry’s specifications.

However, accident data demonstrate that motorists leave the roadway for numerous

reasons including errors of judgment.

10.2 Objective

Objectives of Highway Safety & Traffic Management are to

• Ensure protection of workers on site through strict enforcement of safety plans /

standards, proper training to the workers and through deployment of trained &

experience workers staff at site.

• Ensure applicable and adequate safety measures at site through proper

barricading, safe access to site, lighting etc. and use of Personal Protective

Equipments (PPE) & other safety tools and equipments.

• Ensure smooth, safe and uninterrupted traffic flow on the project highway at all

times during construction.

• Give adequate information / warning sufficiently in advance about any situation /

event / matter affecting the project highway through proper signage's, demarcations

etc.

• Ensure safety of road users against the hazards due to Diversion

Road Condition

Low Visibility

Vehicle breakdown on carriageway

Repair work etc. in progress on carriageway or for any other reason

resulting in disturbance in free flow of traffic.

CRAPHTS Consultants (I) Pvt. Ltd NHAI





• Avoid risk of damage / disturbance to the properties adjacent to the project

highway.

•

Ensure safety of project assets and public utilities.

• Ensure the compliance to the applicable IRC & safety codes in good spirit.

To ensure safety of road users and workers during construction & defect liability period

one Safety Officer will be deputed at site for strict compilation to the safety standards

during construction phase & operation phase proper signage will be provided along the

highway for safe flow of vehicles & users. Safety officer will be responsible for systematic

identification, evaluation and implementation of preventive control of different foreseeable

hazards as per design standards.

Further Highway Safety & Traffic Management can be classified in three phases

(a) Planning & Design phase

(b) Construction Phase

(c) Operation & Maintenance Phase.

10.3 Planning & Design phase

Various aspects taken into consideration in planning and design of project highway. Also

NHAI has directed road safety engineering measures as per directions of MoRT&H.

These engineering measures are considered essential for adoption, to help in improving

road safety leading to reduction of accidents during the design phase. Descriptions of

these measures adopted in project road is as follows-

10.3.1 Geometry of the road

12 meter wide depressed median with W-beam metal crash barriers at the edges of the

median is provided for project stretch. 2.5 meter wide median with New Jersey type

concrete crash barriers is provided in urban areas or wherever required as per site

conditions along with anti-glare screen for avoidance of headlight glare.

In urban areas, all through lanes of normal width (3.5m) for maintaining uniform safety,

except at the approaches to the junctions where the speed is expected to be very low,

the lane width can be reduced to a minimum of 3.1m as per IRC code for a length of at

least 50m in the approach. Lateral clearance will kept at least 1.5m width from the edge

of the carriageway without any obstacles.






Stretches of the built-up areas, the underpasses and Foot Over Bridge (FOB) will be

adequately illuminated, ensuring a minimum of 40 lux with 24 hour power supply.

10.3.6 Development of Junct ion

The crossing of a highway by a primary road (National Highway / State Highway)

provided through a grade separator. In case of other categories of roads (MDR/ODR and

VR), at grade junctions designed. In all such cases, the cross roads will be brought to the

level of the main carriageway and flared for appropriate length, and stop / yield line and

centerline marking will be provided, in addition, rumble strips/speed breaker will also be

provided on each cross road with warning sign and road marking for the same. The at-

grade junction below the grade separation designed with proper channelisation of traffic

flows and to prevent undesirable movement.

10.3.7 Signage’s

Signage’s and markings are proposed in an integrated manner as per standards laid

down by the Indian Roads Congress. All signs and markings will be of retro-reflective

type only.

i. All curves with R <750m delineated on outer side of the curve from both the

directions by chevron signs. (For RHS curve it will be on shoulder and for LHS curves

it will be on median).

ii. All embankments with height 3m or more will have W-beam metal crash barriers

with delineating reflectors on them.

iii. In low embankments and flat curves, where crash barriers are not provided, these

will be delineated by 1.5m high reflectorized delineators.

iv. One-way reflective road studs provided on edge lines and lines on the approach to

an intersection or a high level bridge/culvert/ROB etc with high embankment. Also,

such studs provided along sharp curves.

10.3.8 Bridges / CD Structures

In the approaches to and exit from, bridges and other CD structures, W-beam metal

crash barriers provided in continuation of the parapet on both the carriageways for at

least 30m in addition to hazard marker signs.

10.3.9 Miscellaneous

At special locations like open well or pond of the village, etc. along the highway located

close to the formation of the highway, W-beam metal crash barrier provided for

approaches for the safety of traffic operation on the highway.






10.3.10 Road Safety Audi t (RSA)

Road Safety Audit (RSA) will be carried out at all stages of highway development i.e.

designing, construction and operation.

10.4 CONSTRUCTION PHASE

Work on the highway will be carried out in a manner creating least interference to the flow

of traffic. Following safety rules and regulations are recommended for safety of workers

and road users

10.4.1 Site Safety Rules and Regulations

A. General Ru les

• No drugs, alcohol or alcoholic beverages are permitted on work site.

• All connection for electricity, water supply and other temporary facilities made

by authorized persons only and will be in accordance with legal and contractual

requirements.

• Work will only be carried out if an authorized person has ordered it.

B. General Safety Hints to the Workers

• Wear protective clothing or apparel where required to do so.

• Must wear other safety gear where required / indicated.

• Keep work site and work areas tidy.

• Use correct tools and safety apparel for the job.

• Maintain personal hygiene e.g. washing hands before meals.

• If you don’t know ask.

• Report an unsafe condition to your supervisor and stop unsafe actions

immediately.

• Think before you act.

• Don’t horseplay or distract others.

• Don’t take shortcuts, your safety and that of others is more important.

• Obey all safety rules and signs.

• Report all accidents however small, and have them treated immediately.

10.4.2 Safety of Workers & Road Users






Figure 10.1: Construction Zones

b. Transition Sub-Zone The transition sub-zone is the area in which the traffic is steered

and guided into and out of the diverted path around the work sub-zone. This is the most

crucial sub-zone from safety point of view since most of the movements are turning

movements. The traffic in this sub-zone is mostly taken across with the help of barricades

and channelizers.

c. Work Sub-Zone

This is the actual area where construction or maintenance activity is taking place and the

main concern, therefore, is the safety of the workers at the site from the plying traffic. The

path of the traffic must, therefore, be very clearly delineated to avoid intrusion of vehicles

moving into the work area. The work sub-zones will not be close to each other and the

distance between the two work sub-zones will be such that the flow of traffic can return to

normal stream by permitting fast moving traffic to overtake slow moving vehicles. These

distances will preferably be 2 km on urban sections and 5 to 10 km on rural sections of

the highway. The length of work sub-zones will vary. The length of warning and transition

sub-zones will be basically governed by the speed of approaching vehicles and will be

regulated as shown in Table 10.1 below:

Table 10.1: Recommended Length o f Construction Zones

Average Speed(Kmph)

Length of AdvanceWarning Sub-Zone

(m)

Length of TransitionSub-Zone (m)

Length of Work Sub-zone (m)

< 50 100 50

Varies51-80 100-300 50-100

81-100 300-500 100-200

Over 100 1000 200-300






The traffic across these sub-zones is guided and taken with the help of various traffic

control devices erected at the site.

d. Termination Sub-Zone

An information sign board will be erected to inform road users of the end of Construction

Zone.

10.5 OPERATION & MAINTENANCE PHASE

Highway Safety & Traffic Management would be ensured by means of traffic control

devices and advance traffic management systems during operation & maintenance

phase of project highway. These issues are more elaborated in following paragraphs.

10.5.1 Traffic Control Devices

Traffic control devices are the devices which perform the crucial task of warning,

informing and alerting the driver / road user apart from guiding the vehicle movements so

that the driver of the vehicle as well as the workers on site are protected and safe

passage to the traffic is possible.

The primary traffic control devices used are signs, delineators, barricades, cones, pylons,

pavement markings, flashing lights etc. They will be such that they are easily understood

without any confusion, are clearly visible during day and night, conform to the prevailing

speeds in immediate vicinity, stable against sudden adverse weather conditions and are

easy in installation, removal and maintenance.

10.5.2 Advanced Traffic Management Systems (ATMS)

ATMS is used to collect information for traffic and incident management and for the

safety of the users. Highway Control System is an integrated tool for highway control and

supervision. It is a real time decision support system for traffic operators to record and

solves contingency situations. ATMS operation and function is based on a centrally

managed system in which operators, located in the control room are able to use systems

(including computers and communications devices). Functions of ATMS are

• Traffic Monitoring and Detection

• Control and Response

• Information dissemination

• Report Generation

Components of ATMS are as under

(i) Control Centre

(ii) Emergency Call Box (ECB)

(iii) Closed Circuit Television (CCTV)






(iv) Variable Message Signs (VMS)

(v) Automatic Traffic Classifier and Counter (ATCC)

(vi) Meteorological data station

pre feasibilty report_dme

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